Caught (up) in traffic

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Responding to the transport impacts of road crashes

Last March 9, traffic was terrible along Marcos Highway and roads connecting to it including Imelda Avenue and Sumulong Highway due to a truck that slammed into the scaffolding of the Line 2  Extension across the Sta. Lucia Mall, and barely missing the newly constructed column supporting the girders and elevated tracks of Line 2.

[Photo not mine but sent by an officemate who was glad to have taken his motorcycle that day instead of commuting by car.]

Following are comments I captured from Waze as I tried to get information about the traffic situation:

It is very clear from travelers’ comments that most were frustrated and many were angry about what seemed to be a very slow response from authorities in clearing the crash site and getting traffic to move faster. I myself wondered how a crash like this with its impacts manifesting in severe congestion along major roads was not dealt with as urgently as possible by so many entities that were not without capacity to act decisively. The front liner should have been the Metropolitan Manila Development Authority (MMDA) and there were at least four local government units directly affected by the congestion: Pasig, Marikina, Cainta and Antipolo. Surely, these LGUs could have done more if the MMDA couldn’t, in order to resolve the problem? If the availability of heavy equipment was an issue, weren’t there available equipment from Line 2 contractor, DMCI, or perhaps from the construction sites nearby (Ayala is constructing a huge mall near the area.)? Surely, they could lend a payloader or mobile crane that can remove the truck or at least help unblock the area?

I finally decided to turn back and work from home instead that day. Later, I learned that authorities had to stop traffic along Marcos Highway around 11:00 AM in order to tow the truck and clear the area for traffic to normalize. I hope this serves as a lesson in coordination among government entities and that future incidents like this will not results in a “carmaggedon” like Friday’s congestion. One thing that also became obvious is that travelers passing the area are all dependent on road-based transport and the primary reason why a lot of people were affected by the crash. The expanded operations of the Line 2, whenever that will be, will surely change transport in these areas and for the better.

On vulnerability to crashes

A beloved aunt was hit by a jeepney as she walked to church yesterday. She was walking on a local road that didn’t have any pedestrian sidewalks because this was in a residential neighborhood with very low vehicular traffic. She sustained serious injuries and was brought to the hospital by the jeepney driver (good thing he did not flee as many likely would have done) and people who witnessed the incident. She is now in critical condition, unconscious and would likely have a very difficult time recovering considering her advanced age if she pulls through. Senior citizens involved in accidents, whether domestic or crashes like this, and who have sustained injuries like hers (i.e., fractured bones and damaged). Her prognosis is not so good and a cousin says it will take a miracle for her to recover from this very traumatic incident.

Many of us do not care about road safety and do not concern ourselves with making an environment that’s safe for all users. That is, until we or someone close to us become victims of crashes. What do we do about this? Do we become instant advocates of road safety? Do we suddenly look for initiatives that we can be a part of? Do we do the talk circuit and find opportunities to share our experiences and give our two centavos worth of advice? Did we really have to wait for these things to happen before we become active in promoting and realizing road safety? Or do we start now and become proactive whether or not we think we ourselves are vulnerable? We are all vulnerable road users. We are all potential victims or participants in crashes. And so we should all be involved in making or enabling a safer environment for everyone.

Addressing concerns about hazardous work-sites along Sumulong Highway

The concern about hazardous worksites along Sumulong Highway that I wrote about earlier this week has apparently been addressed. Here are a few photos of those areas and prominent in the photos are the concrete barriers set up by the contractor with “DPWH” painted on each barrier. These are the same barriers that they mass-produced and were just sitting in the project office nearby and not utilized until very, very recently.

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While these areas still pose significant risks to road users. These are not a continuous barrier with only yellow tape connecting them, and people and vehicles can still easily get through between the gaps. Yet, these will do (for now) and is better than nothing. Perhaps, though, the DPWH and LGUs like Antipolo City can do a better effort to compel contractors to improve safety in work sites like this in order to minimize the likelihood of crashes or accidents.

Hazardous worksites along Sumulong Highway

There are hazardous worksites along Sumulong Highway. These are related to current drainage works and construction of pedestrian facilities (sidewalks) along the highway. Travelers can see the steel reinforcing bars (rebars) sticking out and posing risks to road users. Following are some photos we took as we traversed the stretch near La Montana, Palos Verdes and Cavaliers Village.

img_3872Highway drainage works along Sumulong Highway

img_3873Steel reinforcing bars sticking out of the drainage works along the Masinag-bound side of Sumulong Highway.

img_3878More hazardous worksites

img_3879Unmanned and unfinished worksite along Sumulong Highway. Pedestrians, cyclists and motorcyclists seem unfazed by the hazard posed by the rebars.

These pose dangers to most road users and especially motorcyclists and cyclists who may experience a spill that can lead to riders being impaled by the rebars. The contractor definitely is violating safety codes in as far as construction sites are concerned and these are in plain view of the public. The DPWH as well as the local government of Antipolo City should act immediately and decisively in order to prevent untoward incidents concerning such worksites. There should be measures such as physical barriers that would protect road users against such hazards. There are currently none.

Kennon Road – Some photos taken in June 2016

I had not been to Baguio City for quite some time until June of 2016 (last year). And so I took a lot of photos of the roads between Metro Manila and Baguio including the three expressways (NLEX, SCTEX and TPLEX) and Marcos Highway. I have only posted photos of Marcos Highway ( a lot of them) and haven’t come to downloading photos of TPLEX that I have taken during my first time along the entire stretch at the time. To sort of make up for the backlog, I am posting the following photos of Kennon Road that I took almost 7 months ago. I assume most if not all roadworks along Kennon Road that some of the following photos show are already completed. I will no longer write captions for each of the photos but there are many landmarks shown here that can help the reader in his/her sense of direction and orientation. The following photos are of Kennon Road from Rosario, La Union to Baguio.

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More photos from that June 2016 trip soon…

Habal-habal in Agusan

The initial part of our research on motorcycle taxis has been completed last December 2016. We are currently drafting a paper for submission to an international conference to be held later this year. The paper contains the outcomes of the surveys undertaken in Surigao Del Sur, Agusan Del Norte and Metro Manila. These include a profile of motorcycle taxi drivers and vehicles that gives us a good idea of how much these people earn and the typical range and loads (passengers and goods) they carry.

Following are photos of motorcycle taxis in Agusan. I won’t post too much detail on the net income of drivers/operators but I guess they earn enough (some even more) given the typical cost of living in these areas where they operate. Motorcycle taxi drivers/operators actually are part of the so-called underground economy where, despite the work and income, people don’t pay their taxes like regular employees or professionals at various workplaces.

[All photos courtesy of Mr. Sherman Avendano of the National Center for Transportation Studies]

13Typical habal-habal with 3 passengers

17“Skylab” with roof – the planks or extensions on either side of the motorcycle are the main features of this motorcycle taxi.

05Typical rural roads in areas served by habal-habal are unpaved. These are muddy during the wet season and dusty during the dry season. As such, it can be a rough ride for those using motorcycles and perhaps even rougher by car.

06Habal-habal passing by a puddle on the road – the passengers are obviously children likely on their way to school based on their uniforms

More on motorcycle taxis soon!

Habal-habal in Metro Manila

I posted about our ongoing research on motorcycle taxis. One of our subject areas are Pasig and Taguig in Metro Manila. These would likely represent the urban motorcycle taxi operations that we wanted to document and assess. One terminal I specifically asked our staff to visit as part of the recon/pre-survey activities is located at Pinagbuhatan, Pasig City near where the Pasig River connects with the Laguna de Bay. It is along Circumferential Road 6 and, based on my observation, has transferred locations several times since C-6 was being widened and paved.

14-nov-2016-11-35-00-amThis is the terminal at Pinagbuhatan, Pasig City along C-6 and near the Napindan Ferry Terminal.

14-nov-2016-11-35-12-amThe current terminal stands along what used to be the older C-6 lane. The newer paved section of the widened C-6 is shown in use. It used to be closer to the bridge that crossed the Pasig River and near the Napindan Ferry Terminal.

14-nov-2016-11-35-26-amThe habal-habal riders and operators have an organization and are generally tolerated by the local government. Unlike their provincial “relatives”, they usually only take one passenger seated at the back of the rider. Two passengers are not unusual or irregular especially if one is a child.

I will post about the characteristics of habal-habal operations soon. However, I don’t want to preempt the research we are doing so I would also prefer that we submit our report first and maybe even submit a paper or two for publication before I post them here. Among the things we have obtained so far are video recordings of what its like to ride these motorcycles. We used an action camera mounted on the rider’s helmet for this purpose. Our staff also did a quick interview of the service providers and will be doing a full survey soon to get substantial information for our research.