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A major factor in shaping our cities and municipalities is the leadership in the form of local politicians, most especially the Mayors, who are the decision-makers for many aspects of their constituencies. Mayors have a hand in most if not all policies pertaining to land use (e.g., zoning, planning, etc.) and transportation (e.g., schemes, policies, franchises, etc.).
The likes of Vico Sotto, Isko Moreno and Francis Zamora are currently being praised for what seems to be their fresh and aggressive approach to addressing problems and issues in their respective constituencies. The three’s ascendance to mayor of their respective cities have also exposed the alleged graft and corruption of their predecessors. The dominance of the latter in the form of dynasties have all but assured that whatever anomalies passed on from one term to another are internalised and made unknown to their constituencies who are to remain blind to these abnormalities. Instead, the people are made to believe that progress is achieved with some worthwhile projects here and there to show that taxpayers’ money are spent well.
Prior to these personalities, there were others who sort of broke the dynasties in their respective towns. I can name at least two cases that I am very familiar with; both with the Municipality of Cainta – Mon Ilagan and Kit Nieto. Both ended long reigns with Ilagan making Cainta history by finally upending the Felix dynasty there. Previous to him, the only one who almost upset the then reigning dynasty was a woman – Eunice Fermindoza. Ironically, Ilagan’s attempt at a dynasty by making his wife run after his 3 terms was up was nipped by Nieto, an erstwhile ally who has come to represent not just the emergence but the establishment of people who have settled in suburban town in the various subdivisions developed over the course of the last 50 years. These are the middle class comprised of professional and office workers and their families who decided to reside in Cainta because of the town’s proximity to Metro Manila and homes their being relatively affordable.
Even before Sotto, Moreno and Zamora have embarked on their own programs, Nieto has shown that the efficient use of resources coupled with transparency and a genuine feel for the requirements of his constituents will get one re-elected and gain attention. Cainta has transformed and blossomed under this current mayor. For one, he has been able to complete many infrastructure projects and strengthened social and medical programs in the municipality. It is a wonder how Cainta is not yet a city considering its income and continued growth. One only wishes this growth is not sustained by poorly planned land use development where the town basically relies on developers (i.e., Megaworld and Filinvest) for the plans instead of being involved in order to avoid exacerbating the enduring traffic and flooding issues that are still the bane of this town. Unfortunately, Nieto is on his last term and it is unclear for now who might be competent and progressive enough to replace him. Among the current councilors in the current administration is a Felix and an Ilagan, scions of the two previous families that lorded it over Cainta. Will one of them rise again to reclaim what they probably regard as their right place? Hopefully not…Kawawa naman ang Cainta.
Much has been written and said about the new law against distracted driving. The people who crafted the law, Senators and Congressmen, are in agreement that their intention was mainly to address the rampant use of gadgets including cell phones by motorists. Yet, when the agencies in-charge of implementation drew up the implementing rules and regulations (IRR), their interpretation was the subject of a lot of complaints. Many opined that the IRR didn’t take into consideration actual vehicle dashboard designs or that the definition of the term “line of sight” was open to interpretation. This necessitated another round of consultations with stakeholders leading to the infographic below:
Frankly, I am more concerned about speeding, counter flowing and reckless weaving in traffic. These are equally if not more dangerous than many aspects of the distracted driving law. Quite serious would be the combination of distractions with any of the three behaviors mentioned. More disturbing would be the deliberate (definitely not distracted) or conscious acts of speeding, counter flowing and reckless weaving that are often the cases if one observes the incidence of these three driving behavior. We can only wonder about the likelihood of crashes due to these behaviors.
I frequently use Circumferential Road 5 (C-5), which is known by many names according to the MMDA, the DPWH and the LGUs it passes through. One thing I always notice is the deteriorating or deteriorated pavement, particularly along the lane designated for use by trucks. The MMDA had instituted and implements a policy requiring large trucks to use one lane of C-5 during times when the truck ban is lifted (10:00 AM to 4:00 PM). Smaller trucks are allowed to use other lanes.
The result has been a long platoon of large trucks along the designated lane of C-5 and this concentration of load on the highway has caused faster pavement deterioration for that lane. This is especially evident when the pavement surface is of asphalt concrete. Flexible as it is, the concentration of load has led to obvious pavement deformation as shown in the following photo.
For Portland cement Concrete pavement (PCCP) cases, I would presume that there is also significant damage and the distresses (e.g., cracks) can be linked to this concentration of load. This situation and the conditions for loading likely have detrimental implications on maintenance costs for C-5 and is probably an unintended consequence of the MMDA’s policy. It would be interesting to quantify the impacts of this truck lane policy, whether it has contributed to improve traffic flow along the major thoroughfare, and whether the maintenance costs have risen (and by how much) from the time the policy was implemented.
Another municipality that has become somewhat aggressive in its campaign against illegally parked vehicles is Taytay also in Rizal province. In the case of Taytay, instead of wheel clamps, authorities have opted to employ what appears as more cost efficient (read: less expensive) tools in their campaign – chains and locks. Instead of the more sophisticated (and likely more expensive) wheel clamps in neighboring Antipolo, chains are wrapped around one of the front wheels of a vehicle and then secured by a lock. Examples are shown in the following photo:
Anti-illegal parking enforcers also post a sheet of paper on the window of the vehicle to notify the driver about the violation. The enforcers are posted nearby; waiting for drivers to approach them. There’s supposed to be a fine similar to when a vehicle is towed and reclaimed by the driver or owner. This, campaign, however, seems to have been relaxed in the same area where I took the photo as there are again a lot of vehicles parked on either side of the street on the Saturdays that I pass by the area. I’m not yet sure if this is a case of ningas cogon on the part of the municipality or perhaps they are just exercising some flexibility considering the parking demand for the market and the numerous clothes shops there where wholesalers flock to for merchandise. I haven’t seen similar “chaining” activities in other parts of Taytay unlike Antipolo, which has been continuously and consistently conducting campaigns throughout the city.
Earlier this year, Antipolo City implemented an aggressive campaign against illegal on-street parking. This policy was borne out of a new ordinance penalizing on-street parking that has been perceived as the cause of traffic congestion along many of the city’s roads. A more detailed description of the conditions or situations warranting wheel clamping may be found in the Antipolo City website.
The following photos were taken from the Antipolo City Government Facebook page:
The ordinance and its implementation by the city is very timely (some may say overdue) considering that many streets particularly in the city center is already clogged with vehicles parked on-street. In certain cases, there’s double parking; severely constricting traffic flow even along one-way streets. There are (as always) evidence of resistance but hopefully, the city’s resolve will overcome and improve the situation.
I think another thing that should be in Antipolo’s agenda that’s very much related to the problem of on-street parking is the requirement for off-street parking spaces as stipulated in the National Building Code. The Code actually prescribes for the minimum number of slots per building or development but it is the local government that is tasked to implement or enforce the provisions in the NBC. Going around Antipolo, one can observe that there are many establishments clearly in violation of the Building Code provisions. One major university, for example, along Sumulong Highway does not have enough spaces considering the vehicle trips it generates. This situation is compounded by the expansion of the school to include a hospital and the adjacent commercial development that conspicuously also appears to not have enough parking spaces. An LGU can actually have a policy for stricter minimum parking slots. Quezon City and Makati City have ordinances stating so but have had mixed results compared to the outcomes they probably thought about as desirable.
Of course the topic of minimum parking spaces is currently the subject of discussions in other, more progressive cities and countries, and particularly those with better developed public transport and more disciplined land development. While relevant to us here in the Philippines, it is a topic that is not yet ripe for serious discussions given the many concerns (i.e., violations, non-compliance issues) that still need to be addressed by LGUs like Antipolo City at present.
There are two articles recently that are worth reading for those who are into ride-sharing/car-sharing. And I am not necessarily referring to those who regularly take Uber or Grab, or those who opt to use these whenever they need a taxi ride. There are many who are already studying these services being provided not by your traditional or conventional taxi companies or rental vehicle companies but by supposedly private individuals who supposedly have the spare time and spare vehicle that they can use to provide transport for other people. I use the word “supposedly” here because this is a big assumption and the premise by which transport network companies like Uber, Grab and Lyft have been able to go around the bureaucratic processes that taxi and other companies have to go through as formal public transport (i.e., public utility vehicles). These articles are along the lines of the discussions in previous articles I have posted here about ride-sharing/car-sharing, and are mostly based on the experiences in countries who have more developed and presumably better transport than us in the Philippines.
Denton, J. (2017) Two Federal Lawsuits Could Spell Big Trouble for Uber, Pacific Standard, http://www.psmag.com, April 10, 2017.
I leave it up to my readers (any researchers out there?) to pick-up the main points and perhaps look at the issues from different perspectives. I have pointed out before that the situation in Metro Manila could be very different from the situations in other major cities like Cebu, Davao and Iloilo. And so transport network companies may not necessarily succeed in cities where taxi services, for example, are significantly better than what we have in Metro Manila.
This is a continuation of the yesterday’s post on motorcycle taxis. The feature appearing in Sunstar Philippines also focuses on the case of Cebu City where there is a rising demand for motorcycles and issues on public transport have given rise to a motorcycle taxi use despite their being basically illegal under current laws/guidelines. Habal-habal as these motorized 2-wheeler taxis are known have been in service in many cities and municipalities but are mostly tolerated in rural areas where conventional public transport services are scarce.
Part II of the feature by Sunstar:
There are three articles in Part II:
Ramirez, J.A.C. (2017) Motorcycles on the rise, Sunstar Philippines, Retrieved from: http://www.sunstar.com.ph, April 4.
Ramirez, J.A.C. (2017) Habal-habal drivers form group to ‘professionalize’ services, Sunstar Philippines, Retrieved from http://www.sunstar.com.ph, April 4.
Ilano, M.V. (2017) Hailing a motorcycle taxi with your smartphone, Sunstar Philippines, Retrieved from http://www.sunstar.com.ph, April 4.
Part III of the feature by Sunstar:
Ilano, M.V. (2017) Even with BRT, motorbikes still needed in Cebu City, Sunstar Philippines, Retrieved from www. sunstar.com.ph, April 4.
Ilano, M.V. (2017) Will Cebu City lead the way?, Sunstar Philippines, Retrieved from http://www.sunstar.com.ph, April 4.
I hope these articles on motorcycles and motorcycle taxis will generate meaningful discussions pertaining to their applications and perhaps their regulation. One issue, of course, that should definitely be on the table is safety. That is non-negotiable and assurances by motorcycle taxi transport providers should not be enough to persuade their becoming formalized as a public transport mode. The basis for mainstreaming these should be evidence-based including assessments based on crash (accident) data. Here is something that can be studied by the various schools around the country especially universities that have the capacities and capabilities to conduct such studies in aid of policy formulation at the national and local levels.