Gen. Santos Avenue
Connecting Circumferential Road 6 (C-6), M.L. Quezon Street and the South Luzon Expressway (SLEX) is the stretch of road known as Gen. Santos Avenue. The following photos taken during one trip to the Department of Science and Technology (DOST) in Bicutan, Taguig City describes the road and adjacent areas.
Junction with M.L. Quezon St. where C-6 becomes Gen. Santos Ave.
Counterflow – tricycles traveling against the flow of traffic
The avenue is a four-lane, two-way road with opposing traffic separated by a narrow median island with a steel fence. Most of the road had faded or no pavement markings.
Along the road are several government facilities including Camp Bagong Diwa, the NCRPO’s
headquarters and host to suspects to some of the most celebrated cases such as those involved in a massacre in Mindanao. The camp is located along the south side of the avenue.
There are also public schools along the avenue including the Pamantasan ng Lungsod ng Taguig (Taguig City University). The University shares a compound along the north side of the avenue with other city institutions like the city’s Hall of Justice (pictured above) and, surprisingly, the City Jail.
Students crossing the street in front of one of the gates leading to the Pamantasan. Further on, after Camp Bagong Diwa is a branch of the Polytechnic University of the Philippines (PUP), which is a state university.
There are wider median islands with plant boxes along the stretch of the avenue fronting the DOST compound.
Sag vertical curve section leading to the DOST compound’s main gate
Jeepneys plying routes in Bicutan are lined up at an informal terminal occupying the pedestrian sidewalk in front of the DOST compound. Such practice denies pedestrians of safe walking space.
Main gate of the DOST compound – further on to the west at the end of Gen. Santos Ave. is the Bicutan interchange with the SLEX.
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Link: Measuring Transport Efficiency
I’m sharing a recent article from Todd Litman of the Victoria Transport Policy Institute. The article is entitled Measuring Transport System Efficiency that appears in the Planetizen online journal. It’s a very good read for all, even those without planning or engineering backgrounds, who want to have an understanding of how to evaluate or assess transport systems according to the various aspects of a system (e.g., there’s a difference between conventional road planning and accessibility-based transport planning). Todd is as usual very good in discussing these topics given his experience and expertise, and is able to present it in a manner that is easily understood by any reader (well, except maybe the trolls we find anywhere online these days).
Happy reading!
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Rationalizing public transport in the Philippines
I got a copy of the recent study “Development of a Mega Manila Public Transportation Planning Support System” conducted by UP Diliman’s National Center for Transportation Studies (NCTS) for the Department of Transportation and Communications (DOTC). The main outcome of the study was a planning support system that includes an updated database of bus, jeepney and UV Express routes for Metro Manila and its surrounding areas (collectively called Mega Manila), and a calibrated travel demand model for the region that is supposed to be used by the DOTC and the LTFRB in transport planning including the rationalization of public transport in the region. Among the notable recommendations for addressing public transport issues is the following on the classification of routes according to passenger demand, which I quote from the study:
“…routes and modes may be classified and prioritized as follows:
- Routes with Very High Passenger Demand [>160,000 passengers per day] – shall be served by high capacity modes such as rail-based transit or Bus Rapid Transit(BRT) with passing lanes.
- Routes with High Passenger Demand [100,000 to 160,000 passengers per day] – shall be served by high capacity vehicles such as Bus Rapid Transit System (BRT) without passing lanes;
- Routes with Medium Passenger Demand [10,000 to 100,000 passengers per day] – shall be served by PUVs with 60 or less passengers/seats but not less than 22 passengers (excluding driver) such as buses, CLRVs with more than 22 passengers/seats (including driver), or with 90 passengers/seats in the case of double decker or articulated buses;
- Routes with Low Passenger Demand [not exceeding 10,000 passengers per day] – shall be served by PUVs with less than 22 passengers/seats (including driver) such as jeepneys and other paratransit modes.
Under this principle, high capacity modes would have priority in terms of CPC allocation and transit right of way in a particular route over lower capacity modes with the exception of taxis. The latter, after all, operate as private cars rather than PUVs with fixed routes.
Applications to operate bus and/or minibus service in jeepney routes can be considered, but not the other way around. Similarly, bus service applications can be considered in minibus routes but not otherwise.
Based on the analysis of routes, the establishment of public transportation routes and the corresponding modes of services may be based on the following criteria:
• Passenger demand patterns and characteristics
• Road network configuration
• Corresponding road functions (road hierarchy)
• Traffic capacities and
• Reasonable profits for operation of at most 13% ROI.”
[Source: DOTC (2012) Development of a Mega Manila Public Transportation Planning Support System, Final Report.]
An interesting figure in the report is an illustration of how services can be simplified using buses and rail transport as an example. The following figure shows two maps: one showing the plotted EDSA bus routes (left) and another showing a more consolidated (and rational) route network for buses complementing existing and proposed rail mass transit systems.
Simplifying bus transport services (source: DOTC, 2012)
What are not included in the figure above are the prospects for Bus Rapid Transit (BRT) systems for Metro Manila. Since the Final Report was submitted in mid 2012, there have been many discussions for BRT in the metropolis and current efforts are now focused on the assessment of a BRT line along Ortigas Avenue. The World Bank is supporting the evaluation of a route between Tikling Junction near the boundary of Antipolo and Taytay (Rizal Province) and Aurora Boulevard. There are also informal talks of a BRT line along Commonwealth Avenue but that would have implications on the proposed MRT-7 along the same corridor. Nevertheless, such mass transit systems have long been required for Metro Manila and their construction have been overdue. A more efficient public transport system will definitely have tremendous impacts on how we commute between our homes, workplaces, schools and other destinations. Long distances can easily be addressed by better transport options and could actually help solve issues pertaining to informal settlements, relocations and housing. That topic, of course, deserves an article devoted to this relationship between transport and housing. Abangan!
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Transport gaps
I first learned about the concept back in the 1990’s when I was a graduate student at UP majoring in transportation engineering. The concept on transport gaps was first mentioned in a lecture by a visiting Japanese professor as he was discussing about transport modes, particularly on which was suitable or preferable over certain travel distances and which could carry more passengers. Another time later and while in Japan, I heard about the concept during a presentation of a friend of his technical paper on public transport.
The figure below is one of many possible illustrations of the concept of transport gaps. In the figure, a distinction is made for mass transport and individual transport. As the original figure is likely taken from a textbook or a paper (probably from Japan), shown with a white background are the more conventional modes of transport including subways, urban and suburban railways, walking and a mention of the shinkansen (more popularly known as the bullet train). With a gray background in the original figure is a category on new urban transit systems that include monorails, AGTs and LRTs. If we attempt to qualify local transport modes such as jeepneys, UV Express, tricycles and pedicabs into the graph, the outcome can be like what is illustrated with different color backgrounds in the figure below.
The concept of transport gaps allow us to visualize which modes are suitable for certain conditions where other established modes of transport may not be available or viable. In the original figure, the gap in Japan is filled by new urban transit systems. In our case, gaps are filled by so-called indigenous transport modes such as jeepneys, multicabs, tricycles, pedicabs and even habal-habal (motorcycle taxis).
There are gaps in the Philippine case probably and partly because of the slow development of public transport systems such as the mass transport modes shown in the preceding figure. There was a significant gap right after World War 2 when the tranvia and other railways were destroyed during the war. That gap was filled by the jeepney. There was also a gap in the early 1990’s that was eventually filled by FX taxis. Such gaps can obviously be filled by more efficient modes of transport but intervention by regulating agencies would be required and rationalizing transport services can only be addressed with the provision of mass transport options complemented by facilities for walking and cycling that will complement these modes.
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UP-AGT test runs
Happy New Year!
I start the year with a short feature on the Automated Guideway Transit (AGT) prototype at the University of the Philippines Diliman (UPD) campus. The prototype has been featured in a number of articles in quad media in the recent weeks of November and December after its delivery and a few runs along the elevated test track at the campus. A project of the Department of Science and Technology (DOST) through its PCIEERD and MIRDC, and in cooperation with UPD, the vehicle has caught the attention of the general public and particularly those who have advocated for better public transport services in Metro Manila and other Philippine cities. Many are excited about the prospects of a “home-grown” system being constructed and operated in Metro Manila, and the buzz about the AGT replacing the IKOT jeepneys of UP Diliman is still very much alive despite clarifications by both the DOST and UP about this being a R&D project as well as questions regarding sustainability and practicality. Following are a few photos of the AGT prototype during one of its demonstration runs last December.
Unfinished platform at the Jacinto Street end of the test track allowing access to the vehicle’s underside and bogey and the loading platform
View of the test track from the platform – note again the absence of rail tracks as the AGT employs rubber tires. Wheels travel along the two concrete guideways shown in the photo. That’s the CHED building along C.P. Garcia Ave. downstream from the position of the AGT
Driver’s perspective of the test track – the vehicle will eventually be driver-less (hence, automated) but for the test runs, there will initially be a driver to make sure the train operates correctly
Connection – the two prototype vehicles are connected by this crude assembly that is definitely one of the things that would need to be reconsidered in subsequent vehicles. Perhaps an automatic coupler should be installed in the future?
Dr. Ric Sigua of the Institute of Civil Engineering inspecting the pick-up system for the AGT prototype with DOST project staff.
DOST-PCIEERD and UP Diliman faculty (from the Institute of Civil Engineering, Department of Mechanical Engineering, Electrical and Electronics Engineering Institute and School of Urban and Regional Planning) exchange ideas on the prototype.
View of the end of the test track showing the two guideways employed by the vehicle and traffic along the University Avenue
The initial runs of the AGT have been exclusive demonstrations to government officials including those in national agencies, guests from the private sector, and partners with UP Diliman. The formal test runs will start in January 2013 but there are still no details on how these will be carried out in order to determine the functionality and safety of the prototype. Already, there are informal discussions on what needs to be improved in the prototype based on the initial observations and inspections conducted by faculty members from UP Diliman’s College of Engineering who will be involved in the technical evaluation of the prototype. Hopefully, such evaluations can be completed at the soonest and improvements are considered prior to a full system eventually being constructed and made available for public use. Where that system can be constructed and operated is still up in the air but should definitely be somewhere where the system is needed and where it can be a showcase for localized technology.
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Hierarchy of transport modes
To better understand issues regarding our transportation system in the Philippines and elsewhere, I am showing two diagrams that both describe hierarchies of transport modes. The figures illustrate a concept much like our concept of the food pyramid where many if not most could easily understand in terms of what we need more of and less of in terms of proper nutrition. Transpose this concept to transport and we can understand that the most basic mode of transport is and should be on top of an inverted triangle, which represents which modes re to be prioritized over the others. The figure can also be used to symbolize mode shares. In terms of both priority and mode share, walking is the most dominant as we all walk. As such, it is only logical that facilities be provided for everyone to be able to walk safely and efficiently. These facilities include sidewalks, overpasses and underpasses that would encourage walking over other modes (especially the motorized ones). Walking is the most equitable and sustainable among transport modes and is definitely the healthiest.
For public transportation, another diagram may be constructed to show which modes can carry more people. Though the following figure is somewhat customized for Philippine public transport, it does not include multicabs, FX/AUVs, van-type services, and other paratransit modes (e.g., habal-habal, kuliglig, etc.) that are found throughout the country. There should be similar hierarchies in our ASEAN neighbor countries as they also have their indigenous modes like the tuktuks and samlors of Thailand.
Of course, each mode of transport is suitable for different trips with non-motorized public transport (particularly the 3-wheeler pedicabs, trisikad or padyak) being most appropriate for short distance trips though such trips can also be covered by walking. Jeepneys and multicabs are suitable for medium distance travel (~4 to 10 kilomemeters) where ridership is not yet viable for buses but which would have been serviced by too many tricycles. There is a reason from the perspectives of safety and efficiency why pedicabs and tricycles are not encouraged along national roads and jeepneys are not supposed to be plying routes along EDSA and C5.
Going up the hierarchy would have cost implications and rail transit is the most expensive mode in terms of capitalization, operations and maintenance. Of course, there are different type of rail transport services that include light rail to the long distance heavy rail commuter and regional services. As such, these systems require investment as well as foresight for the eventuality of a large, populous urban area ultimately requiring rail transport to carry so many passengers over longer distances. Rail alone would probably be insufficient so it needs to be complemented by bus and perhaps jeepneys as well. The emergence of Bus Rapid Transit (BRT) has provided city and transport planners with a flexible option bridging rail and bus transport in terms of cost and passenger capacities and are now being considered as immediate solutions for travel demand and public transport needs in major cities.
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Merry Christmas!
Merry Christmas to all!
In this time of celebrations and gatherings among families and friends, may I just remind you – Don’t Drink and Drive! Have a designated driver or take public transportation. Keep our roads safe and make sure there are no tragedies that will make this an unhappy time for you, your kin, your friends and other road users.
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Hong Kong Airport Express and Shuttle Service
Arriving at Hong Kong International Airport (HKIA), one has several options for travel between the airport and Hong Kong. The taxi is usually an expensive option unless you are with a group and sharing the fare. The most practical option is to take the Airport Express train, which also provides a free shuttle service from its stations at Kowloon and Hong Kong.
Following are a few photos I was able to take of the airport express trip from HKIA to Kowloon Station. I must admit that as we were quite in a hurry to get to our hotels, I was only able to take a few photos between HKIA and Kowloon. I promised to myself to make up for this on my return to the airport on the way back home.
Waiting for the train – Ms. Vicky Segovia, Executive of the Philippines’ Partnership for Clean Air (PCA), reads a paper while waiting for our Airport Express ride at the platform.
Baggage compartment – luggage rack inside the airport express train.
Directional signs – the signs point to the parking lot (for those who parked their vehicles while away on their trips), the trains and the Airport Express shuttle bus.
HKIA Airport Express shuttle bus counter at Kowloon Station – there are several routes going around Kowloon. One may choose the shuttle according to his/her hotel and there are information to guide the traveler. Shuttle staff are very helpful in case the traveler has doubts about the info he/she has.
Inside the shuttle bus – there’s space for luggage so travelers don’t have to take their luggage with them to their seats. There’s only the driver to help travelers with their luggage but he does well in arranging luggage so people would have enough space.
Luggage rack inside the shuttle – larger bags go under and smaller ones go up. Hand-carried luggage are best taken by the traveler.
More about the Airport Express later…
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Another look at the HKIA – arrivals
Writing about the Hong Kong International Airport in a previous post, a friend pointed out that I needed to explore the airport to see the other terminals and its amenities. Having used Changi so frequently the past 2 years, I had been quite partial towards Singapore’s airport. And so I made sure I had the time to go around HKIA, particularly upon my return trip to Manila. Following are some photos taken upon our arrival at the airport early this December.
Arriving at the airport, people rush towards immigration expecting long lines at one of the busiest international airports in the world
Moving walkway helps people get around the huge airport terminal
Baggage claim area is spacious and organized
Arrival lobby is sparkling clean and could accommodate passengers and well-wishers without getting crowded
Another look at the arrival area at HKIA showing travelers congregating with their baggage in tow. Around them are shops, visitor information/tourism counters, restaurants and foreign currency exchange counters.
Directional signs and other information are available to travelers and well-wishers. The first time visitor will not have a hard time navigating around the airport.
Directions to the HK Airport Express Trains. The trains are the more inexpensive options to go to Hong Kong from the airport, which is on a separate island. Taking the train to either Kowloon or Hong Kong Station, one may take the free shuttle bus services going around the districts with stopovers at most major hotels.
HK Airport Express platform – one may purchase one-way or two-way tickets at counters or machines at the airport. A ticket to Kowloon Station costs 90 HKD (one way).
More on HKIA and the Airport Express later…
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Let there be light
Driving home after our office’s Christmas Party, I couldn’t help but notice the difference in illuminations between sections of Marcos Highway from Santolan in Pasig City until Masinag in Antipolo City. The stretch from Santolan until Sta. Lucia Mall is relatively dark with the only light coming from vehicles or the establishments along the roadside. The vicinity of the LRT 2 Santolan Station benefits from the lighting of the elevated station, the pedestrian overpass and the medium-rise residential development nearby. It is actually quite dark right after the LRT 2 Station where vehicles stand along the roadside waiting for passengers coming out of the trains terminating at station. Some sections benefit from the presence of 24-hour gas stations and the Robinson’s and Sta. Lucia Malls near the intersection with Imelda Avenue. But for most sections, it is quite dark, which tends to discourage walking and cycling along the highway. The photo below that I quickly took with my phone pretty much describes the lighting conditions along Marcos Highway along a section that’s supposed to be a shared responsibility among the Cities of Pasig and Marikina. There are lamp posts along both sides of the road, courtesy of the rehabilitation works for Marcos Highway that was completed earlier this year. But all seem to be switched off.
Typical dark section of Marcos Highway from Santolan to Imelda Avenue.
Meanwhile, quite noticeable is the illuminated stretch from Imelda Avenue to Masinag, where Marcos Highway intersects with Sumulong Highway. Lights from the lamp posts along both sides of the highway are all switched on, giving travelers (motorists, pedestrians and cyclists) the benefit of a well-lighted facility through which they could travel safely, at least from the perspective of illumination. One can actually turn off his headlights (though I don’t recommend it) and you won’t really notice the difference because of the lights from the lamp posts. The following photo is another quick shot taken right after the U-turn slot across from the Burger King branch along the highway. The section is within the limits of the Municipality of Cainta and further on, the City of Antipolo, both in Rizal Province and technically outside Metro Manila.
Typical illuminated section of Marcos Highway
It has already been established that poorly lighted roads lead to road crashes even as it has been established that nighttime crash rates are higher than daytime rates (AASHTO, 2003). There is also evidence that fixed-source lighting can reduce the incidence of crashes particularly along urban streets where there are many intersections and major arterials such as Marcos Highway. In the Philippine setting, illumination also enhances safety and security for pedestrians and cyclists and would definitely encourage the development of a culture of walking. In the case of Marcos Highway, there are already pedestrian and cycling lanes separate from the carriageway. However, these are poorly illuminated along significant sections such as the Santolan to Imelda sections where perhaps people can have the option to walk to and from the LRT station. They are discouraged though because of the risks associated with dark places and so end up waiting for a jeepney ride instead of walking what is actually an acceptable (walkable) distance. Perhaps Pasig and Marikina, two cities currently advocating walking and cycling, should look into this issue in coordination with the DPWH, which has jurisdiction over the national highway. If Rizal’s Antipolo and Cainta can do it, I don’t see why Marikina and Pasig can’t.
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