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My recent trip to Tagaytay made me recall why I no longer like the city as much as before when we were frequent visitors for rest and recreation. Two things come to mind whenever we plan a trip to Tagaytay, one is where to stay and the other is when to go. The latter question is usually a no-brainer as we opted to go to Tagaytay on weekdays rather than the weekends. There are much less people during the weekdays and you can still enjoy the city even with one having to deal with the worsening traffic conditions brought about by the intense development along the national highways. The former question is easily answered, too, since there are many good hotels (including bed & breakfast places) in the city.
Traffic though has worsened in this city that probably has tourism as its top industry. It has attracted a lot of developers who seem to have gobbled up a lot of land for what has become intense development. Surely they were targeting a market comprised of people wanting to own property in Tagaytay. The high rise condominiums address the demand for a view of Taal Lake and Volcano. The commercial developments are supposed to cater to the needs (shopping?) of tourists. The city seems to have neglected the fact that its transportation system’s carrying capacity (never mind for this article the capacities for other critical resources like water) cannot handle the trip generation attributed to these developments. And so its transport problems, again basically rooted on trip generation, are exacerbated by limited capabilities for traffic management. [The capacity seems to be there given all the staff manning the Tagaytay rotunda.]
A colleague opined that perhaps traffic management here is limited, too, by the options Tagaytay has in terms of management measures. You basically have a major intersection, a rotunda, where practically much of traffic converges. These include traffic along the Tagaytay-Nasugbu Road, which includes a lot of vehicles coming from or going to the Sta. Rosa-Tagaytay Road. And there are vehicles taking the Aguinaldo Highway. Traffic personnel seem helpless as they attempt to manage traffic movements. Their approach though is haphazard and only results in very long queues extending outward along all the intersection legs.
Traffic jam against the backdrop of a gigantic tarp with greetings from the ruling political dynasty in the city
The Tagaytay – Nasugbu Highway is terribly congested due primarily to the Ayala mall. Not seen in the photo is the barrier that stretches from the rotonda to beyond Lourdes Church that forces all traffic from the west head to the rotonda to make a turn.
I wonder if the major trip generators (i.e., malls and high density residential developments) were required to do impact studies before the projects were approved for implementation. There’s really not so much in terms of traffic circulation or transportation improvements that can be undertaken given the linear form of the city and the limited road network available for planners. I am curious too see for myself what recommendations were made by these studies in order to alleviate the detrimental impacts they now have on transportation in Tagaytay.
I noticed something along my commute and that is the newly marked pavement along Sumulong Highway at the section in Barangay Mambugan until Barangay Mayamot at Masinag Junction. I guess this is more likely part of Antipolo City’s initiative in managing motorcycle and tricycle traffic. In a meeting with the City Administrator, Robert Nacianceno, last year, he said that the city was moving towards improving road safety. That included addressing concerns about tricycle and motorcycle operations that has led to crashes and congestion. Motorcycle lanes designated by blue pavement markings are not new and likely was inspired by the MMDA’s initiatives along major roads in Metro Manila.
Motorcycle running along the designated lane
The real challenge with these motorcycle lanes would be on the enforcement. That is, how would the city be ‘encouraging’ motorcyclists and tricycle drivers to stick to the outer lanes of the highway. Such would require a tremendous effort for the city as they will definitely have to apprehend erring motorists and also clear the designated lanes of obstructions. Should this program be successful along Sumulong Highway, perhaps they should consider the same for Marcos Highway.
The National Center for Transportation Studies (NCTS) of UP Diliman submitted a statement to the joint Senate committees evaluating the proposal to grant emergency powers to the Philippines President in order to solve the transport and traffic problems in the country and especially in Metro Manila. Following is a copy of the one-page statement:
The following photo shows one of the many minor violations that happen everyday along many roads and particularly at intersections. Motorcyclists and drivers frequently occupy spaces that are supposed to be clear of vehicles. The motorcycles and AUV below occupy the pedestrian crossing that is typically space for pedestrians and cyclists crossing the intersection. Both vehicles also are encroaching upon the intersection’s yellow box, which can be risky given that the intersection is signalised and other vehicles are given the right of movement according to the cycle settings of the intersection.
This and others like it are what seems to be minor incidents but in truth have a combining or cumulative effect on traffic streams that contribute to congestion as well as having implications on road safety. Pedestrians and cyclists are forced to go around the vehicles blocking their paths, likely putting them in harm’s way. Other motorists try to avoid these errant vehicles, which, like in the photo, may be blocking the path of vehicles proceeding towards the intersection leg to the right that is hidden in the picture. Motorists doing this must be apprehended by traffic officers/enforcers as these are clear violations of traffic rules. If one is to promote discipline among road users, then it should start with minor violations that tend to be disregarded by traffic enforcers.
There are two important traffic news stories yesterday:
- MMDA successfully clears parked vehicles outside La Salle Greenhills
- MMDA sets drop off, pick-up points for Ateneo students
For some reason that’s a bit surprising for many, the MMDA seems to have solved two of the most enduring issues on traffic congestion along two major thoroughfares. LSGH is along Ortigas Avenue while Ateneo is along Katipunan Avenue (C-5). Both have high trip generation rates and a significant percentage of their trip gen is comprised of private vehicles. While, Ateneo’s trip generation has led to traffic congestion due to the sheer number of trips the university attracts, the congestion due to La Salle is due to the poor traffic management and lack of parking spaces for vehicles attracted by the school.
I only wonder why it took so much time to address these problems considering the solutions mentioned in the articles are basically ones that could have been implemented years ago. In the case of La Salle, good old fashioned traffic enforcement apparently did the trick. But then, the MMDA even with the LGU constraint could have been stricter before whether when they were under Bayani Fernando (BF) or any of his successors as MMDA Chair. With Ateneo, the scheme is very similar if not the same as what BF proposed over a decade ago when he was MMDA Chair. At that time though a touchy issue was the U-turn scheme he installed along Katipunan that cost trees and the former service road on the west side of the avenue. We can only hope that these claimed ‘successes’ will be sustained and ensure smoother flow of traffic along the major roads they directly affect.
The issuance of new license plates has been a very “painful” process and experience to a lot of people and it is not without serious issues. For one, there is still a backlog in license plates as evident from Strictly speaking, these vehicles shouldn’t be operating or not allowed to be driven even considering they are technically registered with the Land Transportation Office (LTO). The proliferation of vehicles without license plates allows for the abuse of such by owners of relatively new vehicles who can remove their plates in order to be able to take their cars on their coding days. It is also possible to be involved in a road crash or incident where the driver of a vehicle without a license plate can make an escape (the details on the conduction sticker are not easy to spot and memorize) or evade apprehension.
Among the most problematic is the issuance of plates of the same design as that used by private vehicles to public utility vehicles like UV Express and taxis. This creates a lot of opportunities for abuse especially private vehicles masquerading as PUVs. These are without the proper franchises and are illegal (i.e., colorum). What the LTO claims as security features on the plate are meaningless as the uniform color of the plates defy the simple logic behind the old policy of having a specific color to quickly distinguish among vehicles bearing different color plates. This makes it easier for traffic officers including the Philippine National Police (PNP) to spot vehicles with mismatched or inappropriate license plates.
The purpose of having plates with different colors is for quick identification and distinction of vehicles. A plate with yellow background has always been associated with public utility vehicles. Those with blue lettering or background are those for diplomatic plates. Those with red lettering or background are for government plates. Fortunately, the LTO has reverted to the original policy pertaining to the license plate colors and new plates to be issued to PUVs will once again be a distinctive yellow. Perhaps corrections are due for those legitimate PUVs that were issued inappropriate design (i.e., color) plates.
Friends who have been involved in a road crash have noted that traffic enforcers seem to have the propensity for making unnecessary remarks while attending to a crash scene. I have experienced this first hand. Some of the more common comments that enforcers make include:
– How crash or accident-prone an area is (citing issues in the area);
– How certain motorists are more likely to be involved in crashes (often referring to one of the parties involved); and
– How one party’s behavior leads or led to a crash (essentially blaming one party for the incident).
[You’re free to add a comment you heard yourself or someone else got from a crash scene.]
Traffic enforcers or police should not make such comments at the scene of a crash especially in front of the parties involved. It is not about whether they have the right to do so but whether it is appropriate coming from a person of authority who should first and foremost be neutral in such circumstances. For one, such unnecessary comments could affect how people involved in a crash could behave. Generalized statements could wrongly favor one party over the other simply because a person of authority made a comment to the contrary of how things really happened. Enforcers should be neutral and go about their business in getting the facts about an incident and proceed in making the formal report for the crash. Even the investigator assigned to the scene should be as objective as possible in order to have a fair assessment of the incident.