inception meeting documentation report

Catalyzing New Mobility in Cities:

The Case of Metro Manila

Catalyzing New Mobility in Cities: The Case of Metro Manila Inception Meeting Documentation Report

NOVEMBER 2011

The Report was prepared by the Ateneo School of Government for the

Rockefeller Foundation

EXECUTIVE SUMMARY

The Ateneo School of Government’s iBoP Asia (Innovation for Inclusive Development) Program with support from Rockefeller Foundation is implementing a project entitled “Catalyzing New Mobility in Cities: The Case of

Metro Manila”. This project aims to use New Mobility as a lens in search of more sustainable and innovative solutions in the transport sector, especially in Metro Manila, that address problems of the poor and the vulnerable.

The Inception Meeting was held last October 27, 2011 in Gateway Suites, Cubao, Quezon City and was

attended by total of 44 participants from various Local Government Units of the Cities of Quezon, Makati, Marikina, and Mandaluyong; National Government Agencies (Department of Transportation, Metro Manila

Development Authority); Non-government Organizations and corporate foundation (Manila Observatory, CAI-Asia, Gawad Kalinga, PLDT-Smart Foundation); the private sector (Ayala land, Inc., Ortigas Center

Association Inc.); development organization (The Rockefeller Foundation); and research and academic institutions (Ateneo De Manila University, UP NCTS, University of Michigan).

Mr. Benjamin de la Peña (Associate Director for Urban Development of Rockefeller Foundation) highlighted

that the more the city is urbanized, the higher the economic growth. However, he emphasized that in order to make a sustainable and liveable city, there is a need to make the pedestrians a priority. Ms. Susan Zielinski

(Managing Director, SMART-University of Michigan.) supported this idea and further elaborated that it is within the cities where most opportunities can be sought. The challenge however in moving forward with

New Mobility is to connect the dots. But there are reasons to be hopeful for Metro Manila with the participants’ involvement on this. Atty. Yves Gonzales of MMDA presented about the current transport and mobility situation in Metro Manila. He reiterated that the metro comprises 1/8 of the country’s population

contributing to a lot of transport-related issues and challenges. The MMDA, however, envisions a world-class, vibrant, safe and healthy metropolis – which can be achieved by implementing effective programs.

The project background was presented by Dr. Segundo Romero (iBoP Asia Program Director) followed by

the presentation of the Project Team of the research plans for the following: (1) mapping of public transports in the metro; (2) the impact and cost of public transport on the poor and the vulnerable; and (3) the

entrepreneurial and livelihood opportunities in the transport sector. Having this multi-sectoral representation of the inception meeting has been instrumental in surfacing of inputs and suggestions to the

research plans of the Project. The remarks gathered contributed to determining the focus of the researches, identification of study area(s), key persons and organizations, improving the research methods, defining the

variables of the researches, and possible collaborations with LGUs and national government agencies. Moreover, the interaction of participants helped determine the interrelationship and integration of the three

researches to better present the baseline of the transport system in Metro Manila, and also the promise of engagements and collaboration with the stakeholders present in the meeting. Dr. Danielle Guillen also

presented the Project Activities in the next 12 months and is hopeful to continuously get the support of the stakeholders.

Dr. Antonio La Viña gave the closing remarks and emphasized that the issues are solvable and requires a vision even though it may take time and focus. He also expressed enthusiasm to engage with all stakeholders

in doing changes in areas possible then connect the dots.

Atty. Alu Dorotan read the message from Chairman Francis Tolentino of MMDA. He congratulated the organizers –the Ateneo School of Government and commended the Rockefeller Foundation for supporting

new learning and delivering services for the Filipino and conveys his appreciation for making Metro Manila the subject of study and for giving MMDA the chance to participate in this worthwhile undertaking. Chairman

Tolentino is optimistic that this study will provide new lessons in looking at transportation beyond infrastructure with the inclusion of the poor and the vulnerable. That it will provide a human face, which is a

very important factor in transport management.

CATALYZING NEW MOBILITY IN CITIES: THE CASE OF METRO MANILA

INCEPTION MEETING

Topaz Room 2, Gateway Suites, Araneta Center, Cubao, Quezon City

27 October 2011

9:00 am to 3:00 pm

HIGHLIGHTS

1. The Ateneo School of Government under its iBoP Asia (Innovation for Inclusive Development)

Program with support from Rockefeller Foundation hosted the Inception Meeting held last October

27, 2011 in Gateway Suites, Cubao, Quezon City for the project entitled ―Catalyzing New Mobility

in Cities: The Case of Metro Manila‖. It was attended by 44 participants from from various Local

Government Units of the Cities of Quezon, Makati, Marikina, and Mandaluyong; National

Government Agencies (Department of Transportation and Communication, Metro Manila

Development Authority); Non-government Organizations and corporate foundation (Manila

Observatory, CAI-Asia, Gawad Kalinga, PLDT-SMART Foundation); the private sector (Ayala Land

Inc., Inc., Ortigas Center Association, Inc. ); development organization (The Rockefeller

Foundation); and research and academic institutions (Ateneo de Manila University, UP NCTS,

University of Michigan). The list of attendees can be found in Annex 1.

2. The event started with invocation, national anthem, and the welcome remarks given by Prof. Mary

Jean Caleda, the Assistant Dean of Ateneo School of Government.

3. Mr. Benjamin de la Peña, the Associate Director for Urban Development of Rockefeller Foundation,

gave a presentation about the Foundation, some facts about Metro Manila, and the need for

understanding Manila’s urban development. His presentation is attached as Annex 2.

The following are some key points of his presentation:

Metro Manila grew in the last 50 years by 1440 ha/year with an average of 180,000 people/year.

This is about half the size of Makati in land area each year. There is no agency in the world that

could have cope with this kind of growth. This led to problems like informal settlements, slums,

and traffic. To cope up with this kind of growth, there is a need to build 100 houses per day –at

a no vacations, no weekends and no holidays assumption.

The situation in Metro Manila (e.g. slums, traffic congestion) is not unique to the country and

can be found in other major cities/ metropolitan in the world.

The more the city is urbanized, the higher the economic growth. The US is about 80%

urbanized, Korea is 92%, and Japan is even more so. The only place in the world that does not

have horizontal slums is China because it is intentionally urbanized. These countries see the

connection between urbanization and growth. Here in Metro Manila, it is not realized.

Cities share 70% of the global economy and are considered the economic engines of the world.

It has a huge share for a very miniscule size of the world’s land area.

Mr. dela Peña shared his favorite quote from Triumph of the City by Ed Glaeser:

Mr. de la Peña presenting the facts about the contribution of cities in

national economy

“Cities don’t make people poor. Cities attract poor people. They attract poor people because they deliver

things that people need most of all — economic opportunity.”

There is a demographic shift

happening. The World Bank

thought that in order to solve

world poverty, people don’t have

to go into cities. They come to

realize over the last five years

that it cannot happen—that

people come to cities because of

opportunities.

Metro Manila is only 2.1% of the

total land area of the country,

but it produces 1/3 of the

national economy. Every square

kilometer in Metro Manila

produces more than $ 3 billion

dollars per year.

Comparatively, Metro Manila

produces about $158,000 per sq.

km. per year versus $1,720 for every square kilometer per year in the rural areas.

Poverty incidence of families of NCR (4.8%) is lower than in whole of the country (24.4%).

Lower poverty incidence is due to economic opportunities. Starting a business in the city or

finding a job is nine times higher than being in the rural areas.

The myths of decongesting Metro Manila and traffic are as follows:

Moving people out of the City (mainly the poor). An example is Balik Probinsya Program

in the 1950s.

Create alternative growth centers to relieve pressure.

Need more mass transit to relieve the traffic congestion

There are two ways of solving congestion: (1) traffic congestion pricing and (2) high gas cost

One way to decongest the city is to kill its economy.

The more roads you build, the more people drive.

Mr. de la Peña emphasized that if we want a sustainable and a livable city, it is the pedestrian that

needs to be king. All that happens in cities depend on people. The way to make a sustainable and

livable city is to make the pedestrians a priority. That’s the indicator species, not the person in

the car.

4. Ms. Susan Zielinski, the Managing Director of Sustainable, Mobility and Accessibility Research and

Transformation (SMART) Center at the University of Michigan, gave a presentation on the

international perspectives on New Mobility.

Before Ms. Zielinski started her presentation, she asked everyone to introduce themselves, their

affiliation, and tell a positive word that represents ―transportation.‖ Some of the participants’

responses included the following: speed, legroom, potent, space, convenience, movement, choice,

service, door-to-door, connectivity, safe, seamless, enforcement, clean air, engineering, people,

democratic, integrated, and sustainable.

She gave a presentation with the theme ―connecting the dots.‖ Her presentation can be found in

Annex 3. The highlights of her presentation are as follows:

Urbanizing world is an opportunity to think differently about solutions. We have to think

creatively, not only focusing on what’s wrong or what the problems are, but looking at

innovations all around the world.

There are new ways of providing services including fractional use (e.g. zipcar), new technologies

(iphone applications telling us when trains are coming, integrated fare payment), new kinds of

design and infrastructure (bike parking, urban design—transportation as a framework for city

building), new modes of transportation (foldable bikes, new types of buses) and cultural shifts.

We should consider not just people’s movements but also goods movements, and the lesson to

be learned from the latter. Transportation is not just going from A to B, it is also about making

trips shorter or eliminating it (e.g. building a corner store in a neighborhood eliminates longer

trips). Transportation is a means not an end. Good movement should be multilevel, door-to-

door, IT-enhanced and seamless. A three-minute video presentation (created by Veolia) was shown to give the participants ideas

on new mobility.

Ms. Zielinski emphasized that it is important to identify transportation grid that already exist in

the city then look at how it increases connectivity. Connectivity infrastructure rather than roads

as infrastructure.

She also discussed the Four-step Approach – convening, mapping, piloting and roll out, and

moving minds. According to Ms. Zielinski, convening identifies great things, so as to bring them together and

make them better. It’s beyond usual suspects. It’s not just the city planners and engineers but

also the entrepreneurs (e.g. doing iphone apps, people at Cisco doing neat IT, NGOs), and

sometimes labor.

Mapping and piloting on the other hand should be able to identify things that make sense and

should generate interest, more demands, and public participation of the city’s transportation.

There are many industries involved in the traditional transportation industry as follows: real

estate, tourism, logistics, IT and GIS. With New mobility, it further contributes to economic

benefits. It saves money, creates jobs, boosts businesses, and revitalizes local economies.

Ms. Zielinski asked the participants to think of a thing in Metro Manila that they are most

excited, proud and hopeful for the future. Furthermore, give at least whom they would like to

bring to participate in the table.

The participants said they are proud of the following:

Train system (MRT) – it may be insufficient but at least Metro Manila already has it.

Transportation rich; excited about transportation issues and possible solutions.

Connections have greatly improved

Alternate routes

Rationalizing public transit

Retaining public transit share

Cooperation among stakeholders

Covered walks and the efforts of various groups to improve it

Current initiative in Commonwealth Avenue for motorcycle lane

People Power

Growing awareness of importance of health

Right photo: Ms. Zielinski listens to the participants while giving their insights on what

they are excited, proud of and hopeful in the future of transportation in Metro Manila.

Left photo: Local Government representatives from City of Marikina and CAI-Asia sharing

their thoughts

Hoping for a

subway in Metro

Manila

Partnerships with

NGOs

Existing

improvements

People welcome

positive changes

People here in the

room who came

with an open mind

and willing to

collaborate with

everyone

Enthusiasm and

interest of

different sectors of

the community

Renewed zeal/ desire of young people to be part of city and nation building

Numerous options to live in the places where you work

Organizations promoting paradigm shift from infrastructure building to shifts in mass

transit; excited by projects of line 7 and line 9

Streets are already marked

Potential as center for innovation

Capacity to talk about traffic rather than coup d’etats and crime

Talking about mobility and not just transportation/ traffic

People have open minds, not looking at Manila as a dead end

Groups and/ or individuals identified by the participants are as follows:

Bus operators (80% of traffic caused by buses, lack of discipline thereof)

Councilors of the different LGUs especially Chairpersons of the Committee on

Transportation

People working on urban air quality

Students and those studying more efficient transport systems

Representatives of car users

Mayors of Pasig, Mandaluyong and Quezon City (for the Ortigas Business District)

National government agencies

Motorcycle users

President

Urban planners

Public transport operators

Commuters

Social entrepreneurs

Youth groups

Township developers

Church

People working in transport services sector to better understand the economic situation

Core users, especially those in lower-income tax brackets

Drivers

Atty. Yves Gonzales presenting the initiatives of MMDA

Ateneo community (future leaders, entrepreneurs)

Future problem solvers, including young children

Bloggers/media

Young planners hungry for development

Artists who could help visualize what the real identity of Metro Manila should be

5. The following are the highlights of the discussion:

Mr. Danilo Ocampo asked if there is a room for discussions and planning on some manageable

innovations and mobility system at the local level.

Mr. de la Peña responded that what happens and what we can do in this table should not be

defined by the funders or the proponents. It should be defined by the participants. And in order

to effect change, it is important to change minds. With this, what we can do is to shift the

framing of the problem. He cited US as an example, that, it is a mistake to count cars instead of

people. He emphasized that if we count people and consider it to be at the core, which we

forget, we will be thinking about how many people can be moved as fast as possible.

6. Atty. Yves Gonzales, Director of the Traffic Discipline Office of the MMDA, presented about the

Metropolitan Manila Transport and Traffic Development and Management Program (Annex 4).

The highlights of his presentation are as follows:

The Philippines is about 88 million in population, Metro Manila comprised its 11 million. The

classification of the roads is about 44% concrete and about 56% of the national road is in asphalt.

The road network composes of five circumferential roads (C-roads) and 10 radial roads.

The vehicle registration in 2010 totaled to 6.6 million. There is an increase in vehicle registration

from 2008 and 2010.

As the country progresses,

more and more people buy cars

and traffic congestion gets

worse.

For buses that passes thru

EDSA, there a total of 3,700

city buses and 3,088 provincial

buses. For non-EDSA there are

total of 1,589 city buses and

4,280 provincial buses. These

accounted to a total of 5,321

for EDSA and 7,368 for non-

EDSA buses.

Based on a study, the actual

limit of buses is just about

1,600. There is oversupply of

city buses. In addition, provincial

buses also contribute to traffic and congestion.

There are 85 bus stations clustered in the areas of Sampaloc-Manila (29), EDSA-Cubao (26),

EDSA-Pasay (19), Buendia-Pasay (7) and Monumento (4). Currently, there are 1,719 franchise

holders for a total of 48,514 units.

We also have the rail system, MRT, LRT 1 and 2, and PNR. The expansions MRT 7, MRT 4 are

also part of the expansion plans. The LRT 1 has 111 trains, the LRT 2 has 13 train sets, and MRT

3, the most popular has 73, and the Philippine National Railways has 18 trains.

There is also the Pasig River Ferry System. However, its operation is currently suspended. The

DOTC has plans to bring it back and strengthen because it is one of the alternative means to get

around Metro Manila.

There are a total of 76,938 of traffic-related accidents from January to December 2010 in Metro

Manila. 380 are fatal accidents, 14,853 non-fatal accidents, and 61,705 damage to property.

While from January to May 2011, we have 168 fatal accidents, 6,321 non-fatal injuries, 22,962

damaged properties, and a total of 29,446 accidents.

The number of accidents along Commonwealth Avenue has been reduced by 23% as compared

to 2010.

The Issues and Challenges are:

Obstructions and illegal structures along the carriageways

Outmoded traffic signal system

Poor road condition

Inadequate public transport

Vehicular and pedestrian accidents

Low or weak enforcement of transport and traffic related-laws/regulations; and

Lack of discipline and poor road behavior

Metro Manila’s vision is to be a world-class, vibrant, safe and healthy metropolis. We are not yet

there but we are getting there.

The MMDA has proposed/implemented the following flagship programs:

The establishment of the Mega Manila North and South Provincial Bus Axis System or

PIBAS. The goal: to decongest EDSA from buses.

The development of the Airport Tram System aims to inter-connect all the three (3)

international airport terminals.

The installation of an Intelligent Transport System. It consists of two parts: (1) to

improve Metro Manila’s traffic signaling system—improving traffic lights, changing LEDs

and installing counters which shows the number of seconds for the red time, yellow

time and green time, (2) to increase monitoring and surveillance abilities by installing of

additional cameras; the more parts of the road that we can monitor, the better services

we can provide for the people.

Installation of road signs and markings following international standards.

Construction of rotondas to improve the traffic flow.

Landscaping and beautification of the road.

Installation of strategic traffic safety and traffic flow enhancement facilities.

Improving illumination of roads.

Transport and traffic entry summit and stakeholder’s consultation meeting.

Construction of pedestrian footbridges. Currently there are 66 footbridges serving a

total of 2.3 million pedestrians a day. It is equivalent to 2.3 million pedestrians that are

not on the road.

Deployment of lady traffic enforcers to areas with severe traffic problems. Motorists

tend to be more compliant and try to obey traffic laws when lady traffic enforcer is

around.

Expansion of Unified Vehicular Volume Reduction Program (UVVRP). Number coding

system.

Introduction of Christmas lanes, also known as Mabuhay Lanes. These are alternate

routes that the motorists can traverse, instead of the major roads. The MMDA deploy

enforcers to ensure that these routes remain free flowing.

Employment of female bus drivers. MMDA believed that female bus drivers are more

caring and less aggressive in driving PUVs.

Mr. Danny Ocampo asking Atty. Gonzales, if MMDA has thought about

replicating MRT system to bus and jeepneys.

Setting speed limit of 60 kph and introduction of motorcycle lanes along

Commonwealth and Macapagal Avenues.

Vehicle tagging scheme that aims to tag all vehicles to allow identification of vehicles (e.g.

during accidents, etc.) via CCTV. It is also important for the identification of vehicles

and out-in-line vehicles. There is no cost to government because the vehicles are tag

voluntarily by operators.

Establishment of MMDA twitter account that replaced MMDA radio/TV operations. It is

much cheaper and currently has 144,000 followers. It is simple, it is cheap and efficient.

Metro Manila Traffic Navigator aims to provide traffic information in line with major

thoroughfares—EDSA, C-5, SLEX, NLEX, Roxas Boulevard, Quezon Avenue, España,

Commonwealth, Ortigas, and Marcos Highway.

Creation of MMDA iOS mobile application.

7. The highlights of comments, questions, and recommendations for the presentation given by Atty.

Gonzales are as follows:

Mr. Ocampo asked if the MMDA thought about replicating the MRT system to a situation of

buses and jeepneys.

Atty. Gonzales responded that

improving public transportation is

one of the solutions to solve traffic

problems. Establishing Bus Rapid

Transit may take time because of

political challenges. It is also cheaper

but will require new capital for buses.

The improvement of public

transportation is not exactly a

mandate of MMDA but of DOTC.

The MMDA is working with DOTC,

LTO, and LTFRB to come up with

solutions to improve our level of

transportation. BRT system is one of

them. Next year, Chairman Tolentino

is planning to introduce a project

regarding the loading and unloading. Again, this is one of the problems in traffic situation

because people just load and unload everywhere.

Ms. Jessica Bercilla cited that wherever there is increase in mobility, there are new social hubs

that evolve. Where there are new evolving social hubs, the more vulnerable sectors and the

urban poor sectors, are very quick at finding opportunities. In relation to this, she asked if

MMDA, in all the innovations implemented, has thought about addressing the issues of the urban

poor who use and benefit in the evolving mobility that we have in Metro Manila.

Atty. Gonzales said that MMDA is concentrating on it mandates to provide better

transportation management services in Metro Manila. The result of will be reaching down to

the poor and the vulnerable. However, MMDA don’t have that project right now that is why we

are talking with the ASoG to have an initial meeting on how these people - the poor and the

vulnerable - will benefit from agencies transportation project especially in Metro Manila.

Mr. de la Peña, asked the participants to name one city in the world, a vibrant city that has no

traffic. He cited that even Singapore has traffic. The goal of traffic-less city is probably

impossible. He also gave New York, Tokyo and Hong Kong as examples of cities that have the

best transport systems in the world. Even these cities have traffic. He congratulate MMDA with

Above photo: Ms. Jessica Bercilla asking Atty. Angeles if MMDA (given

their innovations) thought of addressing the issue of urban poor who use

and benefit in the evolving mobility that we have in Metro Manila.

Below photo: Dr. La Viña explaining the objective of the Search.

its initiatives and with the Traffic Navigator, it shows how we can achieve our objectives in the

future.

On the Traffic Navigator, Atty. Gonzales said that their vision is to cover everywhere. It is built

in a modular way so that more roads can be added fairly.

Mayor Herbert Bautista on the other

hand asked the group on what is the

basis of planning, is it transportation

or land use? Moreover, what are the

regulations regarding the use of ten-

year old cars?

Dr. Antonio La Viña emphasized that

the whole point of the Search is to try

to answer the questions that the

stakeholders have. He is also

optimistic that the group can do a lot

of things on transportation that is

good for the environment, for

progress, for development, and for

energy. Dr. La Viña also emphasized

one of the reasons we invited the local

government officials (e.g. Quezon

City) is for the team to move forward

on this initiative and be able to

locating these issues in specific places.

Mr. de la Peña responded to the query

raised by Mayor Baustista. He said that

transportations are city shapers. In

understanding levels of development

(e.g. in Quezon City), it is important

to consider the following questions:

How many cars will have to pass

before thinking about expanding the

road? But what if, we count people

instead of cars? Then how many people

will be coming through here then how

do we carry that people? Is the most

efficient, cars? Is the plan based on transportation or land use, would you be doing plan based on

people? Where will people go? How will they move? How many of them can we move? Where

do we get down and get off? How do we make it more convenient for them?

On the query of Mayor Bautista about the regulation on cars, Ms. Corazon Japson (Supervising

Transportation Development Officer, DOTC) mentioned that there is a DOTC regulation that

limits the age of public utility vehicles to 10 years. The agency will not give franchise if they

exceed to 10 years. It is not that strict for private cars, so long as the vehicle passes the

requirements for motor-vehicles registration and NBI safety road forms.

8. The morning session ended with a photo shoot of all the meeting participants. The presentation

about the project and its research components were moved in the afternoon.

The participants of the Inception Meeting from LGUs, national government agencies, private sector, academe, non-government

organizations and development partners.

Dr. Romero presenting the background and overview of the project

9. In the afternoon session, Dr. Segundo Romero (iBoP Asia Program Director), gave a presentation

entitled, ―Background and Overview of the Project on Catalyzing New Mobility in Cities: the Case

of Metro Manila.‖ The presentation is attached as Annex 5.


Government agencies are repositories of a lot of information that are not shared.

The Metro Manila Action Plan should be able to contain provisions on safety, mobility,

productivity, and civility. For inclusiveness, it is to design the public transport system for the

pedestrians, the bicyclists, the

commuters, the long trippers.

Design safety for the pedestrians.

For mobility, we should also look how

it affects the productivity for the rich

and poor.

Dr. Romero raised the following

questions that the project wanted to

answer for this Search:

Is it possible to design civility

into interactions on the road?

If the streets show the attitude

and our citizenship, how do we

focus on cooperative and

interactions?

Where are the informal transport

hubs? What are their attributes?

Where are the formal transport networks?

How to combine different modes of travel?

How Metro Manila combine these services, etc?

What basically designs to ride a jeep rather than a bus?

Economics and mobility.

Social enterprise opportunities

Focus on governance not government

Connect ―islands‖ of transportation systems. The SMART primer highlights transportation as a

system of systems, connecting nodes, services, etc. Thus the concept of transportation also

includes behavioral mobility changes and innovations from various stakeholders.

In the end, we want to increase the accessibility in Metro Manila. The output that we are

promising is a sustained multi-stakeholder discourse on new mobility—a series of discourses on

mobility beyond the project line. We are going to feed it with workshops and fora, research,

communication and information activities that enriches knowledge sharing.

In the next 12 months, the project will do the following:

Stakeholder workshops

Mapping and research - both visible and invisible public transport system. The team

wanted to map behavioral patterns and understand the impacts/ costs of public

transportation, particularly on the poor and vulnerable, and identify existing and emerging

entrepreneurial activities in the transport sector.

Profile raising activities

10. Mr. Lorenzo Cordova, Jr., Research Associate of iBoP Asia Program, presented the Mapping of

Public Transport Networks in Metro Manila (Annex 6) in behalf of Dr. Jun Castro.


Database is very effective in planning if it is reliable and updated. If it is updated, it should be

relevant as well.

In building database, it is important to answer the following:

What is the purpose of the data?

Who needs the data?

Should it be able to be implemented on various platforms?

What are the platforms available for the users?

GIS-based maps and database can be overlaid with several layers to come up with guidance in an

effective decision making. Results and analyses will be useful in policy making, management, guide

in planning your system, traffic information in your GIS.

The study will select four to fiv areas in EDSA (e.g. from MRT stations), and will cover the 500

meter radius from the area identified.

The One-year time frame limits the study.

For the road network and capacities, we have MMDA and DPWH as sources of data—vehicle

types and volumes, public transport services, pedestrian improvements, and traffic management.

He emphasized that LGU have critical roles as well.

Mr. Cordova raised some questions to the participants to sought guidance from the participants

to improve the study. These are:

What is the purpose of mapping?

What are we trying to connect for this invention? What are we trying to achieve? What

are we looking at?

Who are the people who will use this data or these GIS maps?

What needs to be added given the existing information that we have?

How do GIS maps help define or determine the socio-economic and new mobility

programs to be implemented by the LGUs, as well as the policies?

Dr. Regidor of UP NCTS sharing his insights for the mapping

component of the Search

11. The summary of key questions, comments, and recommendations for the mapping component of

the Search are as follows:

Dr. Regidor gave recommendations

to ask the following considering the

perspectives of using maps as

follows: 1) What were the

objectives of the maps based on the

maps presented by the MMDA? 2)

Depending on the objectives, we

have to define what level of detail

we want in these maps; 3) What

type of information exactly do we

want to put in these maps? Then we

can define what type of data we will

be putting in the layers of the maps

(e.g. travel speed, volume). 4) Do

we need to determine densities,

vehicle mixes?

For the informal hubs, the

connectivity will be identified. It’s one of the basic objectives--to see how the urban poor

commute.

If the study will only look at three MRT stations along EDSA and we want to focus on inclusion,

why not map an urban poor community and find out how they are traveling and to where?

These stations are just exchange points.

Importance of language and legibility in creating maps

―New mobility map‖

Understand connection points

Maps should give opportunity for both users and for the entrepreneurs who want to fill up the

system and identify gaps

Define the purpose of the map and the mapping exercise.

If maps should promote dialogue, then what kind of design will support conversations?

12. Mr. Randolph Carreon, Transportation Economist, presented Impact and Cost of Public Transport

on the Poor and Vulnerable (Annex 7).


The poor comprised considerable part of the population of the Metro Manila. The cost of

transportation, especially public transport, has been increasing over the past years. The

increasing costs are felt especially from those belonging in the low-income bracket.

The vulnerable groups include persons with disability, senior citizens, women and children.

These sectors have specific transport needs however received less attention in the previous

years and studies. Public transport is a vital part of the transportation system in Metro Manila.

The objective is to understand the nature of the transportation needs, accessibility, mobility, and

cost of the poor and the vulnerable groups.

Mr. Randolph Carreon presenting the study on

Impact and Cost of Public Transport on the Poor

and Vulnerable

The study aims to establish the travel demand of the

poor and the vulnerable groups. Specifically, how these

people move from their house, from their work,

school. Moreover, to look qualitatively at the efficiency

of the transport system compared to the needs of the

poor and the vulnerable groups.

The study will also estimate the cost of transportation

of the poor, estimate the actual and the desired cost of

transport of those within the vulnerable groups and

examine other quantifiable cost incurred by these

groups.

The ―poor‖ will be defined as those living within the

colonies of the informal settlers. Typically we define

poor in terms of income, relatively those in the

poverty line but for the purpose of this study, we

would assume that once you live in the colony of

informal settler, you could be considered poor.

The ―vulnerable groups‖ will include PWDs, senior

citizens, and women and children. Additional category

consists of those working in BPOs will be covered

because this is a new and emerging industry.

The study will use primary and secondary data covering

all the LGUs in Metro Manila. The primary data will be

gathered from selected areas, while secondary data will be gathered, hopefully, from all the

LGUs in Metro Manila. Then, we can expand the primary data gathering.

We plan to conduct household interview surveys to determine travel demand patterns and

transport cost. Currently we are considering the colonies of Bgy. Old Balara, Agham Road, and

along EDSA extension. We are hoping to have a sampling rate of approximately 2.5% per area.

The study will conduct individual interviews among PWDs, senior citizens, women and children,

and BPO workers. The interviews will be conducted in public places such as terminals at mall

stations, in short, where we can find them, we will interview them.

The target number of samples is 2,000 respondents from all the vulnerable groups.

The study will utilize other methods:

Key-informant interviews

Focus group discussions

Since we have selected study areas, we will try to get some specific case studies, for example, a

typical family within the informal settler colony. We will try to document how they move out to

go to school, how they get their income, and what are the costs. For each of the vulnerable

group, we will get one specific case study.

By end of January, we will have the initial findings after we do the initial running of the results.

And on March, we will be able to finalize the report.

13. The summary of key questions, comments, and recommendations for the Impact and Cost of Public

Transport on the Poor and Vulnerable component of the Search are as follows:

Stratify the approach. Are we talking only of informal settlers with no land title or no tenure and

some informal settlers with tenure already, whether those are awarded lots? The areas chosen

are mixed since the focus is along EDSA.

Mayor Herbert Bautista of Quezon City shares his insights and expressing

his support to the project.

Areas far from EDSA are still under consideration to get the feeder of the movement (e.g.

people in EDSA that are walking towards to and from the MRT; the tricycle and pedicab

movements are not recorded).

Consider including the community that was relocated to see what is the impact on their

transportation.

Mayor Bautista cited the example of the QC government’s idea of donating about five jeepneys

(creating transport cooperative) so the people can build and eventually own. The Matandang

Balara is okay for the study, it is far from EDSA, however, most of them are dense and many of

the residents are working outside Quezon City. He also expressed to support the project and

will be very much willing to volunteer Quezon City as one of the study areas.

If the research looks at the cost of

public transit and how it causes

traffic, there is a tendency to deal

with it instead of the cars

Is there a ―language‖ that can say

something on public transit

opportunities, and impacts of

motorized transportation on the

poor/vulnerable? It might be a

semantic thing but at first glance, it

may look like that transit is seen

as bad.

Up to what degree of specificity

and usefulness you can devise the

study such that the information

would be useful to prospective

social entrepreneurs who can

devise very specific focus in transport systems that will make sense to those poor and

vulnerable sectors? (e.g. people with disabilities, one way of looking at it is, what is the actual

mode of transport they are using now?)

Need focus on specific communities and see how dynamically they do their transport

We are trying to look at transport data and impact. We are also looking at socio-

entrepreneurship data. If we have to do them in the same communities and in same locations,

there is no way we will be able to inter-relate that data and integrate theoretical ferment that

might be useful to our people. Is it possible to look at specific communities where we can do all

these studies but in an integrated manner?

Ideographic case studies are good.

Why don’t we try to locate the senior citizens, the PWDs, and the others from this community?

You may not have all of them but when you look at them together from Metro Manila, you will

have enough conclusions.

14. Ms. Tieza Santos, Associate Director of Ateneo Center for Social Entrepreneurship, presented

Entrepreneurial and Livelihood Opportunities in the Transport Sector (Annex 8).

The highlights of her presentation are as follows:

Social entrepreneurship – innovative way of doing things in order to provide a pervasive social

solution.

Ms. Tieza Santos presenting the proposed study in

enterprise landscape and potentials in the transport sector

For this component of the project, we would

like to look at the enterprise landscape and

potentials of the transport and new mobility

sector.

Research Overview (preliminary ideas):

Goals and Objectives:

Identify existing transportation related

social enterprises or mobility

innovations in the Philippines and

including other countries.

Generate ideas and business models on

new mobility and transport-related

social enterprises with high potential to

benefit particularly the poor and the

vulnerable.

Identify market barriers and aiders for

the development of mobility

innovations.

- We look at the economics, the

consumers, and the market. We

consider the social aspect and

elements governing these

dynamics. And finally the cultural

patterns and behaviors.

Scope and Limitation:

Focus on commercial enterprise component of the transport and new mobility sector.

- We consider the things that are more efficient that provide less cost, safe,

convenient, poor and vulnerable-friendly transport systems.

The research activities will involve the following:

- Interviews with proponents, managers, customers of existing mobility enterprises

and projects

- Focused group discussions and/or crowd sourcing

Geographic coverage on Metro Manila

Preliminary Research Directions:

The social and economic dimension of the transport sector

- To look at the social context and cultural mobility in Metro Manila

- To survey the development and evolution of the transport and mobility in Metro

Manila

- To look at historical changes, economic drivers in national

- To look at the sociological perspective and behavior patterns of transports and new

mobility market

Main Goal:

To understand the minds of the people and how goods and services are delivered.

Moreover, try to answer the following: How policy makers and government officials

envision the way the city was built, the way they develop our transport system; how

commercial areas sprung in transport hubs?; How they think and re-think the way they

construct Metro Manila and our cities?; What do we make out of our cities?; and why has

Metro Manila evolved into what it is today?

Using the new mobility paradigm, we have two considerations:

- What were the elements that influence the way you projected and built our city?

- As Metro Manila reaches a point in terms of population and increasing demands for

goods and services, did we consider the idea of how the city is built that is central

to human progress?

Going back to the roots: the transport sector as an enterprise

For politicians and planners, we look at transportation as service provider but for

operators, drivers, it is not just service but an enterprise—it is a livelihood for them

The content of Search will also include the following:

Historical overview of the urban transport development in Metro Manila and

how it emerged.

- How these transport shaped our city today?

Market overview –the supply and demand analysis, the barriers and enablers

that resulted to privatizations, colorums, TODA.

The development and emergence of transport enterprise in Metro Manila

- What are the factors that drove the formal and informal enterprise

surrounding the major transportation hubs in the country?

- How we would be able to provide new mobility and come up with

alternative enterprises for the formal and informal sectors that would be

able to increase/address the challenge of new mobility?

Survey emerging enterprise and innovations in the new mobility paradigm.

- Look at people and services

- What are the new models that cater to people mobility, the transfer of

services, the barriers and enablers, the systems and structural developments

that are currently emerging?

The future direction

- The projections of sustainable business models for new mobility and social

enterprises in the Philippines.

- What can be replicable locally?

- What would be the role of social enterprises or social entrepreneurs in

addressing the new mobility challenges with particular consideration for the

poor and the vulnerable and other dimensions such as safety, convenience,

health, efficiency, environment, and the cost? How will the challenges shape

the mobility of the people, goods and services in Metro Manila

Some examples in the transport and mobility sector:

- Mobius motors in Africa – low cost and high quality motors

- Bikeshare

- Suica pasmo in Japan

What if we do something like that in Metro Manila instead of carrying three pass

cards?

- Philippines: RoRo, Bayad Center

Key considerations:

Efficiency cost, environment, convenience, safety

What are the enterprises, commercial/social and even public, that can be introduced and

implemented to address these concerns?

Dr. Danielle Guillen presenting the proposed activities of the New

Mobility in Cities Project

What are the proximate demands and supply for new mobility mechanism, specifically,

the characteristics of the demand segment or the consumer profile in terms of

segmentation that make up for the demand of new transport enterprises and new

mobility mechanisms, infrastructures and systems that support the various needs of

mobility consumers?

What could be the features of new mobility system that would be convenient and

helpful to consumers?

What would be the incentives and principles that will govern or encourage the

emergence of new models to facilitate new mobility of goods, people and services?

We will be doing research designs and content, finalize survey questionnaires, dry run of the

survey, preliminary market study and analysis, key sectoral/institutional representatives, FGDs,

research data processing.

15. The summary of key questions, comments, and recommendations for are as follows:

Possible to include research on regulatory aspect of public transport?

Interested also in jeepney model, and have discussion with DOT officials.

When people have just little money, renting a jeepney becomes an attractive investment.

16. Dr. Danielle Guillen presented the proposed activities of the Search (Annex 9). The highlights of her

presentation are as follows:

Launch/mapping in January 2012

Launching in partnership with

MMDA

Mapping exercise – connecting

the dots. Will involve MMDA

and 17 LGUs and public sectors

(e.g. Department of

Transportation), media (e.g.

print, radio, TV), and private

sectors (e.g. shopping malls,

private developers, IT and

telecom), NGOs, academe,

planners and other groups,

International Organizations

Launching of Crowd Sourcing Activity

Crowd sourcing - like an

innovation award for best

practice. It is a distributed problem solving and production model. It is a participatory

process. It will be in a partnership with the academe, or some NGO groups going to these

communities for them to think of a social enterprise.

Social enterprises are businesses in the market to fulfill social aims, bringing together

people and communities together for economic development and social gain.

We want to create an innovation award in best practice and/or idea for social enterprise

in the transport sector.

- Planning : November-December 2011

Above photo: Dr. La Viña giving synthesis and ways forward

Below photo: Atty. Dorotan of MMDA reading the message

from Chairman Francis Tolentino

- Launching : January 2012

- Call for Nominations : February – March 2012

- Presentation at Rio Summit: May 2012

Characteristics:

- Enterprise-oriented involvement

- Explicit social aims (e.g. job creation, training, provision of local services)

- Social ownership (autonomous organizations with governance and ownership based on

participation by stakeholder groups or trustees)

The project team will create a website to encourage interaction among stakeholders and as a

resource facility to allow people to get what they need.

Highlighted that the project is owned by all the stakeholders, not just by ASoG-iBoP Asia or

Rockefeller Foundation.

17. Dr. La Viña gave the synthesis and ways forward.

He emphasized that these issues are solvable and

requires a vision even though it may take time and

focus. That this is not only the project of ASoG.

The team wanted to engage with all stakeholders as

we move along. There are interesting initiatives

going on in the public and private sector.

Moreover, the levels of interest to solve the issues

we are dealing with in terms of transportation are

very high. We want to keep moving this forward

and faster. Dr. La Viña emphasized that in a city like

Metro Manila, he believes in ―mosaic‖ version of

change, do changes where possible then connect

the dots. This project is only a starting point of

work that has to be done. Dr. La Viña thanked

everyone for coming.

18. For the Closing Remarks, Atty. Alu Dorotan read

the message from Chairman Francis Tolentino of

MMDA. He congratulated the organizers –the

Ateneo School of Government. He also

commended the Rockefeller Foundation for

supporting new learning and delivering services for

the Filipino and conveys his appreciation for making

Metro Manila the subject of study and for giving

MMDA the chance to participate in this worthwhile

undertaking.

Chairman Tolentino expressed that this is very

important project especially for MMDA since Metro

Manila is facing lots of challenges. With the

increasing rate of urban development, many factors

affect the delivery of services particularly in the area of transport. This study will provide new

lessons in looking at transportation beyond infrastructure with the inclusion of the poor and the

vulnerable. It will provide a human face, which is a very important factor in transport management.

19. The Inception Meeting ended at around 3:00 in the afternoon.

ANNEX 1 List of Persons and Organizations Consulted

CATALYZING NEW MOBILITY IN CITIES: The Case of Metro Manila

Inception Meeting

27 October 2011 | Topaz 2 Gateway Suites, 4th Floor Gateway Mall, Araneta Center, Cubao, Quezon City

Name Designation Organization Email Address/

Contact Information

Asinas, Rodney PDO Makati City Hall [email protected]

Bathan-Baterina, Glynda Tpolicy & Partnership Manager CAI-Asia [email protected]

Bautista, Herbert Mayor Quezon City [email protected]

Bercilla, Jessica Consultant Ateneo School of Government [email protected]

Buencamino, Victor Gen. Manager Ortigas Center Association +63 2 631 7212

Caleda, Mary Jean Assistant Dean Ateneo School of Government [email protected]

Camarillo, Ernesto Transport Consultant Makati LGU [email protected]

Carreon, Randolph Transportation Economist [email protected]

Comandao, Armando, City Planning and Development

Officer

Mandaluyong LGU [email protected]

Cordova, Lorenzo Jr. Ateneo School of Government [email protected]

de la Peña, Benjamin Associate Director Urban Development, The

Rockefeller Foundation [email protected]

Diaz, Jennifer Chief, Engineering TOD Quezon City Government [email protected]

Duran, Anna Field Coordinator OCM Office of the City Mayor

Faulan, Ma. Josefina Director MMDA-OAGMP [email protected]

Gison, Michael PO V MMDA +63 2 882-4151 to 77 loc. 280

mailto:[email protected]




























mailto:.

mailto:.








Gonzalez, Yves Director III & OIC TDO MMDA [email protected]

Gotangco, Kendra Program Manager, Klima Climate

Center

Manila Observatory [email protected]

Guillaume, Marion Intern iBoP Asia, ASoG [email protected]

Guillen, Marie Danielle Program Manager iBoP Asia-New Mobility Project [email protected]>

Ibrahim, Amira Associate The Rockefeller Foundation [email protected]

Japson, Ma. Corazon Supervising Transportation

Development Officer

DOTC [email protected]

La Viña, Antonio Dean Ateneo School of Government [email protected]

Laluna, Christian Ateneo School of Government [email protected]

Lopez, Eriq Chief Staff Quezon City Government

Marcaida, Jaime City Transport & Development

Office

Marikina

Marin, Michael City Transport & Development

Office

Marikina [email protected]

Martinez, Al Ateneo School of Government

Medalla, Aly Councilor Quezon City [email protected]

Nilo-Fulo, Marien Project Officer Ateneo School of Government [email protected]

Ocampo, Danny Director Ateneo Center for Social

Entrepreneurship [email protected]

Palarca, Coryell Legislative Staff Quezon City Council [email protected]

Quesada, Noi Director GK Ateneo [email protected]

Rabe, Corazon Office Assistant ASoG [email protected]

Regidor, Jose Regin Director UP NCTS [email protected]

Romero, Segundo Program Director iBoP Asia Program [email protected]








































































Sanchez, Mario Asst. Head Quezon City Government

Santos, Esther President PLDT-Smart [email protected]

Santos, Mary Grace Program Manager iBoP Asia-UNIID Project [email protected]

Santos, Tieza Asst. Director Ateneo Center for Social

Entrepreneurship [email protected]

Tan, Salvador Sr. Div. Mgr. Ayala Land, Inc. [email protected]

Ubaldo, Virgilio TFB Quezon City Hall [email protected]

Victorino, Punie OCM Quezon City

Zielinski, Susan Managing Director SMART Centre, University of

Michigan [email protected]

Aliliran, Karen Documenter Ateneo School of Government











ANNEX 2 The Rockefeller Foundation and

the Catalyzing New Mobility in Cities Search

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1

Catalyzing the New Mobility in Cities Search

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3

1,440 hectares180,000 people

every year since 1948

=1/2 Makati in land area, each year

How fast did Metro Manila grow?

Bangkok

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Mumbai

Caracas

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by Sachin Suresh Jadhav

by mylerdude

http://www.flickr.com/photos/drsachinjadhav/




http://www.flickr.com/photos/mylerdude/

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The World’s Megacities

1. Tokyo-Yokohama, Japan - 33,200,0002. New York, United States - 17,800,0003. Sao Paulo, Brazil - 17,700,0004. Seoul-Incheon, South Korea - 17,500,0005. Mexico City, Mexico - 17,400,0006. Osaka-Kobe-Kyoto, Japan - 16,425,0007. Manila, Philippines - 14,750,0008. Mumbai, India (formerly Bombay) - 14,350,0009. Jakarta, Indonesia - 14,250,00010. Lagos, Nigeria - 13,400,00011. Kolkata, India (formerly Calcutta) - 12,700,00012. Delhi, India - 12,300,00013. Cairo, Egypt - 12,200,00014. Los Angeles, United States - 11,789,00015. Buenos Aires, Argentina - 11,200,00016. Rio de Janeiro, Brazil - 10,800,00017. Moscow, Russia - 10,500,00018. Shanghai, China - 10,000,00019. Karachi, Pakistan - 9,800,00020. Paris, France – 9,645,000

Source: Demographia.

1. Tokyo, Japan - 34,100,0002. Mexico City, Mexico - 22,650,0003. Seoul, South Korea - 22,250,0004. New York, United States - 21,850,0005. Sao Paulo, Brazil - 20,200,0006. Mumbai, India - 19,700,0007. Delhi, India - 19,500,0008. Los Angeles, United States - 17,950,0009. Shanghai, China - 17,900,00010. Jakarta, Indonesia - 17,150,00011. Osaka, Japan - 16,800,00012. Kolkata, India - 15,550,00013. Cairo, Egypt - 15,450,00014. Manila, Philippines - 14,850,00015. Karachi, Pakistan - 14,100,00016. Moscow, Russia - 13,750,00017. Buenos Aires, Argentina - 13,400,00018. Dhaka, Bangladesh - 13,100,00019. Rio de Janeiro, Brazil - 12,100,00020. Beijing, China - 11,950,000

Source: Th. Brinkhoff: The Principal Agglomerations of the World

http://www.demographia.com/

11/29/2011

7

Bangkok

Mumbai

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Caracas






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Mumbai


by mylerdude






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10

Mexico Cityby mylerdude


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Bogota

This is a good thing

Urbanization and growth go together: no country has ever reached middle income status without

a significant population shift into cities. Urbanization is necessary to sustain

(though not necessarily drive) growth in developing countries, and it yields other benefits as well. But it is not painless or always welcomed by

policymakers or the general public.

Urbanization and GrowthWorld Bank Growth Commission 2009

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70%Cities’ share of the global economy

http://gecon.yale.edu/large-pixeled-contour-globe

http://gecon.yale.edu/large-pixeled-contour-globe

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“Cities don’t make people poor. Cities attract poor people. They attract poor people

because they deliver things that people need most of all — economic opportunity.”

Triumph of the City, Ed Glaeser

London mid 1800s

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London and Cholera in the 19th Century

23,000 deaths1831-1832

53,000 deaths1848-1849

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New York late 1800s

New York late 1800s

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Meanwhile back in our Mega City…

2.1% of total land area of the country

30% of the national economy

PhP1,933.04 billion GRDP (2005)

Every square kilometer in Metro Manila produced more than $3B/year in 2005

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US$ 158,000 sq.km/year

$1,720 sq.km/year

Poverty incidence % of families

National 24.4%

NCR 4.8%NSCB 2003

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If Metro Manila is the engineof economic opportunity…

Insanity is doing the same thing

over and over again and expecting

different results.

Albert Einstein

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Myths of decongestion

“Let’s move people out of the city.” (mainly the poor)

What does a “decongesting” city look like?

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Picture by Alex McLean

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“Let’s create alternative growth centers to relieve the pressure on

Metro Manila.”

R=αS-ß

The problem of Zipf’s LawRank-Size Distribution for Cities

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“We need more roads toto relieve traffic congestion.”

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“We need more mass transitto relieve traffic congestion.”

Source: colorfulrag

http://colorfulrag.blogspot.com/2010_10_01_archive.html

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For every complex problem, there is a solution that

is clear, simple, and wrong.

H.L. Mencken

67,000 jeepneys

10,754 buses

61,173 tricycles

1.47 million private vehicles

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If gas was severely restricted to 5% of the existing supplywould you allocate it to

public or private transport?

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Metro Manila Land Use distribution

44.83% residential

12.22% commercial

7.62% industrial

6.90% institutional

28.43% open spaces, parks and roads

Reasons to be optimistic

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Cities are 100 year projects

100 years – Burnham’s plan for Chicago50 years to clean up the Thames

30 years to make Copenhagen the biking capital of the world

The pedestrian is the indicator species for livable and

sustainable communities.

Harriet TregoningChief Planner, Washington D.C.

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Thank you very much

@[email protected]

ANNEX 3 Connecting the Dots and

International Perspectives in New Mobility

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1

Susan Zielinski, SMART, University of Michigan.

October 27, 2011, Manila Philippines

CONNECTING

THE

DOTS(getting underway:

revealing the New Mobility Grid

and spurring innovation,

economic vitality, and

livability for Metro Manila)

DRIVERS

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ZIPCAR: Wheels When You

Need Them

FRACTIONAL USE: AUTO RICKSHAWS, TAXIS & COMMUNAL

CABS, INTERMEDIATE VEHICLES, CARSHARE, BIKE

SHARE, SOCIAL NETWORKING, SLUGGING

services

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new technology

wayfinding; shared

use; fare payment;

traffic management;

security etc.

Design & new

infrastructure

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New modes / modal enhancements

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moving people

moving goods

moving less

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VEOLIA Video

CONNECTIVITY/OPTIMIZATION

• spatial *

CONNECTIVITY / OPTIMIZATION

(both energy & time)

• spatial / physical

• service (use vs. own)

• technological (wayfind; fare pay; traffic manage; security)

• economic (revitalize; save $; create jobs; boost business)

• institutional & policy (public private innovation)

• cultural / psychological (moving minds)

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LIVING LABS:Bangalore

Cape Town

Chennai

Cochin

Detroit Region

Los Angeles

Manila

Mexico City

Mystic

Pasadena

Portland

Seattle

Shanghai

Washington DC

Lisbon / Coimbra / Porto

Etc…Connecting the Dots; Moving Money; Moving MindsRESEARCH, EDUCATION, TECH TRANSFER: ACCELERATE IMPLEMENTATION

LIVING LABS:Bangalore

Cape Town

Chennai

Cochin

Detroit Region

Los Angeles

Manila

Mexico City

Mystic

Pasadena

Portland

Seattle

Shanghai

Washington DC

Lisbon / Coimbra / Porto

Etc…Connecting the Dots; Moving Money; Moving MindsRESEARCH, EDUCATION, TECH TRANSFER: ACCELERATE IMPLEMENTATION

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PARTNERS & SPONSORS:

National Science Foundation

Center for South Asian Studies

Transportation Research Board


Mott Foundation

FIA Foundation

Alcoa Foundation

Ford Motor (redefining)

US Environmental Protection Agency

Cisco Systems

IBM

Federal Highway Administration

U.S. Department of Education

CEO’s for Cities

City Connect Chennai

Confederation of Indian Industry

etc…

GAME CHANGE 4.0: SEAMLESSLY CONNECTED OPTIONS

LEAPFROG: Straight to Next Generation Whole Systems Design & Build

- spatial connectivity supported by New Technologies and PPI

NEW MOBILITY GRID: More Choices, More Connected

The Next Infrastructure; The Next Industry Cluster

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Transportation Meetings

Attendees: Usual Suspects

0:00 1:40 1:50 2:00

Agenda: WHAT IS NOT WORKING

Solutions Laundry List

Quick attempts at prioritization

Adjourn

A heart? A lung? Pituitary gland? Your choice

What is better? What is the silver bullet?

I only use my heart I’m too rich and powerful to use my capillaries

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ROLLING OUT THE GRID: 4 STEPS

1. CONVENING – The Crucial & Often Under-Rated First Step

(not just the usual suspects – public private innovation

2. MAPPING – An Engaging and Tangible Catalyst for Action

3. PILOTING & ROLL-OUT – Start with Hologram for Wider Spread

Roll-Out

4. MOVING MINDS – Speak a new language (Rumi, Philip K. Dick)

5. NETWORK (SMART network – “twinning” for shared genius)

CONVENING

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MAPPING

and

PILOTING

Washington, DC

Ann Arbor, Michigan

CHENNAI:Linking design, value

capture, cycles, auto

rickshaws, pedestrians,

local business & new

technologies (e.g.

Mapunity, Cisco, Ashok,

thru CII)

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Links train, metro, bus, ferry, auto, taxi, parking, 2 wheelers & cycles

Linked to commercial, entertainment, tourism, lifestyle

70% of people need not enter city (larger hubs gateways to grid of smaller hubs)

Transform economy & lifestyle

Sustainable – supported by real estate elements

COCHIN (quiet leapfrog)

Mexico City

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CAPE TOWN – entrepreneurial ventures, way-finding,

workplaces, public-private innovation, moving minds

Moving

Minds

Did Philip K. Dick predict or shape the future?

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SYSTEM OF SYSTEMS: CHANGES THE GAME

Connects Mode Service Product Technology Design

Door to Door (feeds trunk, focused on user)

Scalable / incremental / ALL YESES / induces demand

For all shapes & sizes of communities & regions

Short term / long term (not land use / policy dependent)

Appealing (design, cool status) & Safe & Equitable

Resilient & Robust (to climate / geopolitical challenges)

Business, Innovation, Job Opportunities

(New Mobility Industry Cluster Multi-Billion $)

NEW MOBILITY ECONOMIC BENEFITS

Saves Money

Creates Jobs

Boosts Business

Revitalizes Local Economy

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NEW MOBILITY

INDUSTRY

REAL ESTATE

CONSTRUCTION,

PLANNING &

OPERATIONS

GOODS MOVEMENT

& SUPPLY CHAIN

MANAGEMENT

TELECOMMUNICATIONS

& WIRELESS

E- BUSINESS

& NEW MEDIACLEAN ENERGY

TRANSPORTATION

EQUIPMENTINFORMATION

TECHNOLOGY

TOURISM

& RETAIL

FINANCIAL SERVICES,

BAN KING &

INVESTMENT

TRANSPORTATION

OPERATIONS

& SERVICES

GEOMATICS

INTELLIGENT

TRANSPORTATION

SYSTEMS

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NEW ROLES (AND OPPORTUNTIES)

PUBLIC SECTOR – incentives to connectivity / systems

convening beyond the usual players / implementing,

integrative frameworks / platforms to boost innovation &

implementation. MOBILIZATION

PRIVATE SECTOR – public-private innovation (action

affects policy), new products, marketing New Mobility

culture PUBLIC PRIVATE INNOVATION

ACADEME – new models / tech transfer based on real

world contexts, understanding & advancing solutions (not

just problems). ACCELERATING IMPLEMENTATION

NGO’s – informing / new approaches, partnering,

engaging constituencies / implementing

METRO MANILA

What Dots Are Already Connected?

What dots can be easily connected?

What needs to be added

(locally and system wide)?

What benefits can be reaped? Social, ecological economic?

Who else should be at the table?

What policies, business models, marketing approaches can help

address the challenges?

When does the fun start?

11/29/2011

17

THE TRANSFORMATION BEGINS:

STEP 1: NAME THE DOTS. ACCENTUATE THE POSITIVE

1 minute each

• Your Name

• Your effort / group

• The thing you’re most proud, happy, excited, hopeful about

• One other person / group you’d bring to the table

SMART CONNECTIONS:

• http://um-smart.org/blog or email me [email protected]

• Living Labs (in pilot communities & regions) & NETWORK

• Primer (Connecting & Transforming)

• Global Learning Community (education & capacity building)

• SMART Exchange collaborative tool -- smartumich.ning.com

• Business network

• Research collaborative

• Regular gatherings / summits of the “systems” network


ANNEX 4 Metropolitan Manila Transport and

Traffic Development and Management Program

1

Source: National Statistical Coordination Board

2

Circumferential Roads

C-1 Claro M. Recto Avenue, P. Casal St., Ayala Boulevard and P. Burgos St.

C-2 Tayuman Road, Arsenio Lacson Avenue, Nagtahan Boulevard and Quirino

Avenue

C-3 Libis Gochuico St., 5th Avenue, Sgt. Rivera St., G. Araneta Avenue, South

Avenue, Makati Avenue, Ayala Avenue and Gil Puyat Avenue

C-4 Letre Road, Samson Road and EDSA

C-5 C.P. Garcia Avenue, E. Rodriguez Jr. Ave., Boni Serrano Ave., Katipunan

Avenue, Congressional Ave. Ext., Tandang Sora Ave., Mindanao Ave., and NLEX

Radial Roads

R-1 Delpan St., Bonifacio Drive, Roxas Boulevard

R-2 Antonio Villegas Road, Taft Avenue and E. Quirino Avenue

R-3 Metro Manila Skyway SLEX

R-4 Pedro Gil. St., Tejeron St., J.P.Rizal St., J.P. Rizal Ext. and Pasig River Expressway

R-5 Ramon Magsaysay Boulevard, V. Mapa Boulevard, P. Sanchez St., Shaw

Boulevard and Pasig Boulevard

R-6 Legarda St., R. Magsaysay Boulevard, Aurora Boulevard & Marcos Highway

R-7 Quezon Boulevard, Lerma St., Quezon Avenue, Elliptical Road, Commonwealth

Avenue, Quirino Highway and Manila-Del Monte-Garay Road

R-8 Alfonso Mendoza St. Dimasalang St., A. Bonifacio Avenue and NLEX

R-9 McArthur Bridge, Rizal Avenue, Manila North Road, McArthur Highway

R-10 Pres. Marcos Highway and Manila-Bataan Coastal Road

3

5

Source: Land Transportation Office

2008 2009 2010

PHILIPPINES 5,891,271 6,220,433 6,634,855

NCR 1,670,150 1,768,033 1,904,395

CARS 423,759 415,568 435,473

UTILITY VEHICLES 525,342 526,910 558,123

SPORTS UTILITY VEHICLES 112,887 121,984 145,438

BUSES 9,521 12,319 14,184

TRUCKS 61,336 68,119 69,181

MOTORCYCLES /

TRICYCLES525,082 608,839 667,424

TRAILERS 12,223 14,294 14,572

4

No. of terminals in Metro Manila

85

Terminals clusters

Sampaloc =29EDSA – Cubao = 26EDSA – Pasay = 19Buendia – Pasay=7Monumento =4

No. of provincial buscompanies

60

No. of PUB units

7,368

FRANCHISE UNIT METRO MANILA CITY BUS 92 5,083

METRO MANILA PROVINCIAL BUS 653 6,999

SHUTTLE SERVICE 151 1,227

TAXI 236 14,038

TOURIST BUS 32 876

TOURIST CAR 20 1,575

TRUCK FOR HIRE 410 15,902

UTILITY VEHICLE 125 2,814

TOTAL 1,719 48,514

SOURCE: Land Transportation Franchising and Regulatory Board (LTFRB) Data Base

5

PNR Northrail-Southrail Linkage Phase 1

(Caloocan-Alabang, 34 km)

MRT3

MRT8

LRT2

LRT1

MRT7Northrail

MRT4

LRT 1 NORTH EXT (Closing the Loop).

PNR Northrail-Southrail Linkage Phase 2

(Alabang-Calamba, 27 km)

LR

T L

ine I S

outh

LR

T L

ine I S

outh

Ext

ensi

on

Ext

ensi

on

PROPOSED

LRT Line 2

PNR Line

LRT Line 1

Metro Star

EXISTING

PARTICULAR LRT 1(including the line 1/MRT 3

Loop)

LRT 2(Mega Tren)

MRT 3(Metro Star)

PNR

No. of Light Rail Vehicles (LRV)(operational cars, coaches or train sets)

111 LRVs 13 train sets 73 LRVs 18 LRV

Capacity per LRV, Car or Coach (passengers)

81 seated/293standees

232 seated/ 349 standees



Annual Ridership 155.91 Million (2010)

63.36 Million(2010)

153 Million(2010)

9.138 Million(2009)

Daily Average Ridership 427,151(2010)

172,850 (2010)

420,482 (2010)

397,989(2009)

SOURCE: Department of Transportation and Communication

6

SOURCE: Department of Transportation and Communication

Month FatalNon Fatal

InjuryDamage to Property

GrandTotal

January 33 1,266 4,780 6,079February 24 1,309 4,830 6,163March 32 1,296 5,156 6,484April 31 1,185 4,821 6,037May 30 1,164 5,037 6,231June 34 1,120 4,960 6,114July 42 1,298 5,642 6,982August 37 1,355 5,405 6,797September 34 1,244 5,294 6,572October 25 1,170 5,265 6,460November 27 1,269 4,799 6,095December 31 1,143 5,465 6,639

Grand Total 380 14,853 61,705 76,938

SOURCE: Metro Manila Accident Reporting and Analysis System (MMARAS)

7

Month FatalNon Fatal

InjuryDamage to Property

GrandTotal

January 34 1,397 4,717 6,148February 35 1,218 4,508 5,561March 34 1,385 5,134 6,553April 30 1,230 4,329 5,589May 30 1,091 4,274 5,395

Grand Total 168 6,321 22,962 29,446


MonthFatal

Non Fatal Injury

Damage to Property

Grand Total

2010 2011 2010 2011 2010 2011 2010 2011

January 0 0 8 2 28 11 36 13February 1 0 35 24 106 60 142 84March 2 2 26 27 111 74 139 103April 0 0 24 32 93 80 117 112May 1 1 18 19 42 49 61 69

Grand Total

4 3 118 104 380 274 495 381


8


TYPE OFPERSON

INVOLVED

2010 2011

KILLED INJURED TOTAL KILLED INJURED TOTAL

DRIVER 0 66 66 0 62 62

PASSENGER 1 41 42 1 81 82

PEDESTRIAN 3 21 24 2 20 22

TOTAL 4 128 132 3 163 166

NO PHYSICAL CONTACT APPREHENSION ALONG COMMONWEALTH AVENUEperiod coverage (January 26 to April 10, 2011)

VIOLATION BUS PRIVATE PUJ TAXI TOTAL

1 PUV LANE ORDINANCE 11,636 0 29 1 11,666

2 LOADING/UNLOADING IN PROHIBITED ZONE

991 0 1 5 997

3 RECKLESS DRIVING 16 0 0 0 16

4 ILLEGAL PARKING (NOT TOWED)

0 1 0 1 2

5 OPEN DOOR POLICY 130 0 0 0 130

6 OVERSPEEDING 452 648 9 235 1,344

7 OBSTRUCTION 3 0 0 0 3

TOTAL 13,228 649 39 242 14,158

No. of Summon/Citation mailed = 10,422

9

MONTH

COLORUM

2010 2011PERCENT INCREASE /

DECREASE

JANUARY 55 188 242%FEBRUARY 78 88 13%MARCH 89 172 93%APRIL 56 84 50%MAY 65 --- ---JUNE 53 --- ---JULY 132 --- ---AUGUST 248 --- ---SEPTEMBER 209 --- ---OCTOBER 129 --- ---NOVEMBER 168 --- ---DECEMBER 141 --- ---

TOTAL 1,423 532

1. Obstructions and illegal structures along the carriageways

2. Outmoded traffic signal system 3. Poor road condition 4. Inadequate public transport 5. Vehicular and pedestrian accidents 6. Low or weak enforcement of transport and

traffic related-laws/regulations, and 7. Lack of discipline and poor road behavior

10

FLAGSHIP PROGRAMS

11

● Establishment of the Mega Manila Provincial Integrated Bus Axis System (MM-PIBAS)

● Development of Airport Tram System● Installation of Intelligent Transport System● Development of alternative modes of transport

• Installation of road signs and markings following international standards

• Construction of rotundas • Landscaping and beautification

12

● Construction of short span left-turn fly-over

Possible Sites:

1.MIA Road –Domestic Road

2.Roxas Boulevard – MIA Road

3. North Avenue –Mindanao Avenue

● Replacement of high-pressure sodium streetlights to energy - efficient LED lights

14

LOCATION PEDESTRIAN COUNT1 ALABANG - SOUTH SUPER HIGHWAY/MONTILLANO (INFRONT OF JOLLIBEE) 449,848

2 AMA SOUTH SUPER HIGHWAY - MAKATI …

3 AURORA BOULEVARD - ARANETA CENTER b 19,378

4 AURORA BOULEVARD - KATIPUNAN AVENUE b 29,627

5 BICUTAN INTERCHANGE a 202,223

6 C.M. RECTO - LEGARDA - MENDIOLA 91,013

7 C4 - DAGAT-DAGATAN 47,757

8 C5 - BETWEEN MARKET MARKET & PETRON (MINI PARK) 2,952

9 C5 - BLUE BOZ 8,611

10 C5 - DIEGO SILANG 10,686

11 C5 - EASTWOOD AVENUE 16,641

12 C5 - INFRONT OF CENTENNIAL VILLAGE 1,218

13 C5 - JULIA VARGAS b 6,125

14 C5 - KALAYAAN AVENUE 5,828

15 C5 - MERCURY 1,480

16 COMMONWEALTH AVENUE - BATASAN 74,679

17 COMMONWEALTH AVENUE - INFRONT OF COA 9,663

18 COMMONWEALTH AVENUE - INFRONT OF DILIMAN PREP. a 9,361

19 COMMONWEALTH AVENUE - INFRONT OF IGLESIA NI CRISTO 11,340

20 COMMONWEALTH AVENUE - INFRONT OF ST. PETER CHURCH 6,304

21 COMMONWEALTH AVENUE - LUZON AVENUE (PUREGOLD) 26,305

22 COMMONWEALTH AVENUE - TANDANG SORA 16,464

23 COMMONWEALTH AVENUE - UP AYALA TECHNO HUB 2,630

24 COMMONWEALTH AVENUE INFRONT OF U.P. AIT 3,097

25 DR. SANTOS AVENUE - NEAR CANAYNAY AVENUE (EVACOM) 12,494

26 EDSA - AURORA BOULEVARD 153,006

27 EDSA - BAGONG BARRIO (GEN. TIRONA) b 15,864

28 EDSA - F.B. HARRISSON 8,387

29 EDSA - GEN. MALVAR STREET 7,997

30 EDSA - INFRONT OF CENTRAL COMMERCIAL ARCADE 18,628

31 EDSA - KATIPUNAN STREET NEAR BALINTAWAK 12,794

32 EDSA - LIBERTAD 6,021

33 EDSA - MAIN AVENUE 6,401

34 EDSA - MONUMENTO INFRONT OF MCU b 36,812

LOCATION PEDESTRIAN COUNT35 EDSA - NORTH AVENUE

b 104,580

36 EDSA - ORTIGAS AVENUE b 129,331

37 EDSA - PROJECT 7 10,227

38 EDSA - QUEZON AVENUE a 121,352

39 EDSA - ROOSEVELT AVENUE b 114,532

40 EDSA - SM NORTH ANNEX 23,445

41 EDSA - TAFT AVENUE 169,764

42 EDSA - TINIO 6,089

43 EDSA BETWEEN NORTH AVE. & QUEZON AVE. (CENTRAL TERMINAL) 6,664

44 JUAN LUNA - TAYUMAN (PRITIL) 4,780

45 MARCOS HIGHWAY - A. RODRIGUEZ / LIGAYA ab 7,135

46 MARCOS HIGHWAY - F. MARIANO / MANILA BAPTIST b 13,568

47 MARCOS HIGHWAY - IMELDA AVENUE / STA. LUCIA ab 62,053

48 MARCOS HIGHWAY - INFRONT OF MONTE VISTA SUBDIVISION b 2,476

49 MARCOS HIGHWAY - TAYUG ab 8,455

50 MARCOS HIGHWAY INFRONT OF SAN BENILDE SCHOOL b 3,708

51 MC ARTHUR HIGHWAY - GEN. T. DE LEON STREET (KARUHATAN) 5,873

52 MINDANAO AVENUE - TANDANG SORA 14,577

53 QUEZON AVE. BETWEEN SCOUT CHUATOCO & ROOESEVELT 7,891

54 QUEZON AVENUE - ARANETA AVENUE b 45,488

55 QUEZON AVENUE - BANAWE b 12,639

56 QUEZON AVENUE - ESPAŇA ROTUNDA 24,217

57 QUEZON AVENUE - ROCES AVENUE b 10,839

58 QUEZON AVENUE - SCOUT BORROMEO 8,998

59 QUEZON AVENUE - SCOUT MAGBANUA b 4,362

60 QUEZON AVENUE - STO. DOMINGO b 14,468

61 QUEZON AVENUE - WEST AVENUE b 12,309

62 QUEZON AVENUE INFRONT OF LUNG CENTER 3,404

63 ROXAS BOULEVARD - MIA ROAD 57,605

64 ROXAS BOULEVARD - US EMBASSY, MANILA …

TOTAL: 2,342,463

a footbridge with rampb footbridge with stair step cover

15

DIRECTION 2010 2011 % CHANGE

TRAVEL TIME

TRAVEL SPEED

TRAVEL TIME

TRAVEL SPEED

TRAVEL TIME

TRAVEL SPEED

NORTHBOUND 0:43:56 33.18 0:35:09 40.7520%

DECREASE22.82%

INCREASE

SOUTHBOUND 0:57:30 24.87 0:50:29 31.4312.20%

DECREASE26.38%

INCREASE

AVERAGE 0:50:43 29.03 0:42:49 36.0915.58%

DECREASE24.36%

INCREASE

Source: MMDA-TECDate of Survey: November 11, 2010 and February 17, 2011

16

BACLARAN ( REDEMPTORIST - ROXAS BLVD.)

20

MaramingSalamat

ANNEX 5 Background and Overview of the Project on Catalyzing

New Mobility in Cities: the Case of Metro Manila

11/29/2011

1



ATENEO SCHOOL OF GOVERNMENTThe Graduate School of Leadership and Public Service

What are the Expected Take-Aways

from this Inception Meeting An understanding of the background, objectives, scope,

and deliverables of the New Mobility in Metro Manila project

A shared awareness of the related initiatives of key partners

An initial discussion of the focus and approach of the proposed major research components of the project

A road map of the process of cooperation and conversation among stakeholders over the next year

An openness to the idea that a new perspective like New Mobility may help trigger positive changes in the Metro Manila traffic situation

11/29/2011

2

Let us stop battling traffic

congestion and think for a moment

Is it possible the ordinary Metro Manilan is left out in the planning and operation of the transport and traffic system in Metro Manila?

Is it possible the ordinary Metro Manilan has valuable exclusive but segmented and fragmented knowledge of the existing Metro Manila traffic and transport system?

Is it possible there are types of stakeholders in Metro Manila traffic and transport system we have not heard of and from?

Is it possible our preferred strategies for dealing with traffic congestion in Metro Manila may not be the most effective, efficient, or equitable approaches to the problem?

Is it possible there are innovative initiatives that have worked to increase mass mobility in other countries that we have not considered for Metro Manila?

Is it possible we have sought to serve rather than to empower the people?

Purpose

The project focuses on the introduction and use of New

Mobility as a lens in search of more sustainable and

innovative solutions in the urban public transport system in

Metro Manila, in particular, ensuring that the needs of the

poor and the vulnerable are met.

It aims to utilize and complement existing studies by initiating

a sustainable Metro wide conversation among stakeholders to

introduce the New Mobility framework and find out how they

can begin actualizing their vision the future of the public

transport system.

11/29/2011

3

Attention to the Poor and

Vulnerable Sectors

The project considers how the current public

transport system affects the poor and the

vulnerable population of Metro Manila and

gives importance to identifying new or

emerging entrepreneurial or livelihood

opportunities responsive to the mobility needs

of the general public especially of the poor and

the vulnerable.

The New Mobility initiative

Incorporates the dimensions of

sustainability in transportation such as

social equity, economic and financial

well-being, health, ecology, physical

environment, air quality and noise and

climate change.

11/29/2011

4

The New Mobility initiative

Enlarging the discourse on transport by

promoting a multi-disciplinary, multi-sector,

top-bottom and bottom-top approach to

address the issue of moving people and

goods and making the existing transport

infrastructure and services really work for

all.

New Mobility Initiative

The Initiative helps provide an enabling

environment in the transport sector to

ensure stakeholders’ involvement

particularly that of the poor and the

vulnerable to expand their mobility-related

choices.

11/29/2011

5

Implementing Organization

This Project is another expression of Ateneo de

Manila University-School of Government’s

(ASoG) Knowledge and Practice Areas (KPA)

KPAs conduct action researches with partners

from government, civil society organizations,

private sector, communities and development

organizations, the results of which are then fed

into its academic and executive training

modules.

Project Collaborators

ASoG will collaborate with the University of

Michigan’s Sustainable Mobility & Accessibility

Research & Transformation (SMART) and

World Resources Institute (WRI)-EMBARQ

India, themselves in search of actionable

opportunities for demonstrating the efficacy

and responsiveness of the New Mobility

paradigm to the poor and vulnerable sectors

of society.

11/29/2011

6


This search for actionable opportunities in New

Mobility is made possible by a grant from the

Rockefeller Foundation, which has a century-old

tradition and success in funding strategic

initiatives that significantly improve overall

human well-being.

Three Main components over next

12-months

Stakeholder workshops

Mapping and Research

Information and Promotion

11/29/2011

7

Multi-Stakeholder Workshops

Envision multi-stakeholders in Metro Manila’s mobility

system -- the policy makers, in particular Metropolitan

Manila Development Authority(MMDA) and Metro

Manila Local Government Units (LGUs), the private and

civil society sectors – are engaged in Metro-level

mobility summits and workshops to create a system of

discourse, engagement, and ownership in the project

Research

Mapping of the ”visible” (physical) and invisible

(“behavioral”) public transport system, especially the

informal hubs in Metro Manila

Understanding the impact/costs of (inefficient) public

transportation particularly on the poor and vulnerable in

MM and

identification and classification of emerging (or existing)

entrepreneurial or livelihood opportunities and

determining policy or market barriers and/or enablers, and

11/29/2011

8

Knowledge Sharing

Knowledge Sharing is designed for stakeholders to

better understand the New Mobility initiative. The

project complements the iBoP Asia’s core programs in

Enabling Innovation in Policy, Learning and Capacity

Building and Business for Inclusive Development.

It is expected that the Search develop a new platform,

resource centre and enabler of innovation for socially

inclusive mobility in the region using Metro Manila as a

case study.

New Mobility Imbues Metro Manila Traffic

and Transport Action Plan with an

Inclusiveness Dimension

Inclusiveness in Safety

Inclusiveness in Mobility

Inclusiveness in Productivity

Inclusiveness in Civility

11/29/2011

9

What the Government aims for

Metro Manila Inclusiveness – design the transportation system for the

pedestrian, the bicyclist, the commuter, the short to

long tripper, the inner-outer tripper

Safety – design safety for the pedestrian

Mobility – design mobility for the pedestrian

Productivity – design productivity for rich and poor,

students and professionals alike

Civility – design civility into interactions – focus on

cooperative vs conflictful interactions, solving common

problems rather than filing cases in court, etc.

Getting the Others On Board --

Target Beneficiary Motivation

• Car-Owners, Commuters, Bikers,

Pedestrians

• Metro Manilans, Mega Manilans, Other

Filipinos

• Past, Present, Future Generations

11/29/2011

10

Building an Enabling Environment for

Multi-Stakeholder Empowerment

Shared Knowledge

Discourse and Ferment

Mobility and connectivity Initiatives

New Mobility Facts

Where are the informal transportation hubs? What are the attributes of this network? How does it compare with the formal network?

What is the formal transportation network as planned? What is the formal network as it actually exists?

How do Metro Manilans actually combine modes, services, etc. of transportation to reach their destinations?

11/29/2011

11

Economics of Mobility

What are the costs of poor access to

transport to the urban poor and

vulnerable sectors?

What contributions to productivity will

democratized access to transportation

generate?

Social enterprise

What are the entrepreneurial

opportunities and solutions that exist or

can be generated to make transport more

democratically accessible?

How can we encourage the poor and the

vulnerable to participate in transport-

oriented enterprises?

11/29/2011

12

Governance, Not Government

Focus on building habits of cooperative decision-making, not enforcement rules

We are always told – never say “lack of resources” is the problem

In this project, we restrain ourselves from saying that government “policy” is the problem.

Rather than waiting for the right policy, we ask, what can target beneficiaries do to improve the mobility of the poor and vulnerable Metro Manilans, and how can they continue to develop the capacity and persistence to continue enhancing their mobility by absorbing more workable ideas and innovations.

Connect “Islands” of transportation

systems

As highlighted in the SMART Primer (2011), transportation can be viewed as a “system of systems”, connecting nodes, services, technologies and designs according to the best option for the purpose.

Thus, the concept of transportation goes beyond infrastructure. It involves behavioral mobility changes as well as innovations coming from various stakeholders.

• It even involves building bridges across “mobility enclaves” (e.g., TODA districts) bounded by belts of “uncharted” territory

We must learn that mobility is the means, accessibility is the goal.

11/29/2011

13

Paradigm for New Mobility In Metro ManilaCurrent Situation New Approaches

Goal Mobility via additional road capacity

seems to be the goal.

To provide accessibility; demand is managed through road capacity and utilizing

other means and connections like Pasig River and all other available modes.

Public transport that is multi-modal and interconnected is central; a people-

centered approach

Basis Deterministic model forecasts by technical

experts; outputs provide the answers: a

detailed plan with good rates of return

Plans are based on sustainable policies and strategic planning; robustness,

technical soundness, and stakeholder support are criteria for policy/project

adoption.

Preparation for

an uncertain

future

Usually based on old studies; use of simple

sensitivity testing.

In the public sector, the decision-making is

fragmented and prone to morphing with

changes in political winds.

Preparation for the future involving various stakeholders is central; more relevant

strategies and projects result.

Content Building projects, mainly roads, bridges,

flyovers within the city; frequent

megaprojects.

Scoping, research and management/integration of the existing transport system;

focus on inter-modal public transport modes and non-motorized transport systems

including pedestrian improvements

The approach is interdisciplinary and is expected to involve all the sectors.

Financing Affordability is assumed. Reliance on

national government for funding of

transport infrastructure.

Affordability is an input and financial and technical planning proceed together;

focus on sustainability of operations and role of private sector (PPP approach) and

entrepreneurs especially in transportation information systems, network

optimization strategies and business opportunities (employment opportunities),

incentives programs etc.

Stakeholder

involvement

Plans devised by technical experts using

transport models; little stakeholder

influence.

Strong stakeholder involvement and influence; technical inputs are fit for purpose;

strong consensus is a requirement.

Implementatio

n

Seen as a problem to be sorted out later Implementation processes are put in place and impediments are addressed early.

Identification of market and policy barriers and enablers.

Governance

and

institutions

The planning process is often politicized;

often, technical analyses provide

justification for political decisions

The planning process is technocratic and informs hard political decisions;

improved governance is a prerequisite; the focus is on creating an enabling

environment

Project Organization

Project Organization

Project Director Provide overall direction and coordination and oversee

implementation of the New Mobility Project

Project Manager Oversee the manage the day-to-day implementation of the Project

Plan

GIS Expert

Economist

Social Enterprise

Specialist

Provide key background information and analysis of the visible and

invisible public transport sector in Metro Manila

Examine the existing and emerging entrepreneurial or livelihood

opportunities (including finding models/ideas from other

countries/cities) generated by the public transportation systems.

Identify how the current and planned programs complement and

overlap with the policies and governance/institutional arrangements,

including identifying policy, market barriers, and/or enablers for the

new mobility

M&E Specialist To monitor and evaluate the progress/ deliverables of the project

following iBoP Asia framework

Support Staff Senior Research Associate

Communication Associate

Project Associate

11/29/2011

14

Project Components

Mapping the Public

Transport System in

Metro Manila

Transportation Cost of

the Poor and Vulnerable

Groups in Metro Manila

Identifying Existing &

Emerging Entrep &

Livelihood Opp in the

Transp Sector

Sustained

Multi-Stakeholder

Discourse on New

Mobility

Research (Key Gaps

in Existing Data)

Increased

Accessibility for All

Metro Manilans

Profile Raising &

Knowledge SharingWorkshops & Fora

Govern-

ment

Policy &

Action

Growing a Research Framework

The research framework for the study is a work in progress, subject to stakeholder consultation and inputs

Key to the success of the research and mapping process is to come up with specifications of the outputs that will be responsive to the needs of target beneficiaries who are now being asked to articulate a vision and take action on access to transport issues.

Descriptive model – what are the physical and behavioral patterns out there?

Explanatory model – what are the drivers of the existing traffic and transport situation in Metro Manila

Prescriptive model – what should we do to democratize access to transport?

11/29/2011

15

Indicative Project Work Program

Follow-on Presentations

Research Projects

Other Project Activities

11/29/2011

16

Metro Manila is indestructible

Manila was the second most devastated city

after World War II, after Warsaw, Poland

It will survive and will persist in time.

But we should be able to shape it in accordance

with the collective vision and aspirations of the

people to better well-being.

It is up to people to get what they think they

deserve

END OF PRESENTATION

Maraming Salamat Po!

ANNEX 6 Mapping of Public Transport Networks

11/29/2011

1

Jun Castro, Dr. Eng.

27 Oct 2011

Mapping of Public Transport

Networks

The need for database in planning

Effective planning requires a reliable database

Lack of common-use database for planning purposes makes decision-making difficult and prone to political intervention

Hence, there is a need to establish a common comprehensive database system to provide base information for urban and transport planning

11/29/2011

2

Database concepts

Database - a collection of structured data, including the data dictionary that describes the data, the data integrity rules used to protect the data, as well as stored procedures which enable users to access the database.

Database system - a data processing system composed of the database and its database engine, user interfaces, application programs and communication software.

Database systems can be implemented on different computer platforms ranging from a single desktop personal computer to a cluster of computers and workstations in a networked environment.

Types of Data in a Planning Database

Two types: spatial data and attribute data

Spatial data - data that can be displayed, manipulated and analyzed by means of a spatial attribute, normally provided in the form of coordinate points, denoting a location on the surface of the Earth. Classified into two fundamental forms - rasterand vector.

Attribute data - relate to characteristics of real world features, which include demographic characteristics and socio-economic data. They cannot be analyzed or displayed spatially until they are digitized and registered to a particular geographic coordinate system

11/29/2011

3

Spatial data types

Raster data

Spatial data

Topographic Base

Application Data

Vector data

Demographic Scanned Maps

Attribute data

Spatial data Layers

Spatial data

Common Spatial Referencing Framework

Attribute data

Land Parcel Owner Value Land use Zoning

Utilities Water Mains Electricity Telephone

Transportation Road network Traffic flows

Administrative Electoral Districts Postal Districts Local Authorities

Statistical Population Socio-economic data Planning zones

Natural Resources Land Cover Water Resources Geology Forestry Agriculture

GIS as suitable platform for spatial and attribute data

a computer-based technology

designed to:

1. capture geographic data from

various sources, and

2. process these data to produce

information and graphical

outputs

in support of planning,

management and decision-

making concerning the

utilization of land resources

a computer-based tool for

mapping and analyzing things

that exist and events that

happen on earth.

Geographic Information System (GIS)

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4

Orthophoto with contour

Parcels

Planimetry - Buildings, streets, water bodies

Geodetic Control

Orthophoto with contour

Land use/land cover

Boundaries

Parcels

Planimetry - Buildings, streets, water bodies

Addresses

GIS structure: Thematic Layers

Focus Areas for the Study

Due to limitation on time and resources, focus on 4-5 areas along EDSA North Ave MRT station Quezon Ave Station Cubao Station Ortigas Station Ayala Station

PT transport data will be collected on proximate areas (within 500m radius from the MRT Station) PT routes Terminals/Embarkation/Disembarkation points Parking areas Pedestrian facilities U-turns, etc.

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5

Transport Database and Sources

Road network and capacities (MMDA, DPWH)

Vehicle types and volumes (MMDA, DPWH)

Public Transport services (rail, jeepney, bus, tricycles, etc) (DOTC, LTFRB, LGUs) PT Routes

Terminals/Embarkation/disembarkation areas

Coverage areas

Pedestrian improvements (MMDA, LGUs) Facilities (pedestrian lanes, walkways) and Services (elderly ,

persons with disabilities, pregnant women)

Traffic Management (MMDA)

SAMPLE MAPS

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Road network: Number of lanes

Public Transport Routes

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PT Facilities: North Ave Station

PT Facilities: Quezon Ave Station

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PT Facilities: Cubao Station

PT Facilities: Ortigas Station

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PT Facilities: Ayala Station

Database can be shared using Google Earth

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10

Thank you for your attention.

ANNEX 7 Impact and Cost of Public Transport

on the Poor and the Vulnerable

Ateneo School of Government 11/29/2011

1



Inception Meeting

Gateway Suites, 4th Floor Gateway Mall, Araneta Center, Cubao, Quezon CityOctober 27, 2011

with generous support from

Impact and Cost of Public Transport on the Poor and

the Vulnerable

Randolph D. Carreon, MATP, BSEcon

Transport Economist


2

Background• The poor comprise a considerable part of the population of Metro

Manila.

• The cost of transport, specifically that of public transport, has been on an increasing trend over the past few years.

• The increasing cost of public transport has a much greater impact on those within the lower income brackets.

• Vulnerable groups include (i) Persons With Disability (PWDs), (ii) Senior Citizens, and (iii) Women and Children.

• These sectors have specific transport needs.

• The transport needs of these vulnerable groups have relatively received less attention.

• Public transportation plays a vital part of the transport system in Metro Manila.

• It is estimated that approximately 78% of all person trips are made through public transport.

• An inefficient public transport system entails (i) higher transport costs and (ii) other non–quantifiable costs.

Objectives of the Study

• The Study aims :

– to understand the nature of the transport needs,

accessibility, mobility and transport costs of the poor

and vulnerable groups.

• Specifically, the Study aims to:

– establish the travel demand patterns of the poor and

vulnerable groups;

– look qualitatively into the efficiency of the public transport

system vis-à-vis the needs of the poor and the vulnerable

groups;

– estimate the cost of transport of the poor;

– estimate the actual and desired cost of transport of those

within the vulnerable groups; and

– examine other non–quantifiable costs, if any, incurred by the

vulnerable groups


3

Scope and Limitation• The Study will cover:

– The “Poor” as those living within “colonies” of informal settlers.

– The “Vulnerable Groups”

• (i) PWDs, (ii) Senior Citizens, and (iii) Women and Children.

– An additional category consisting of those working in Business Process Outsourcing (BPO)will also be covered.

• The Study will use primary and secondary data, covering all the LGUs in Metro Manila, will be collected

– Primary data will be gathered from selected areas

– Secondary data to be gathered will cover all the LGUs in Metro Manila

Primary Data Gathering Methodology

• The Study will conduct household interview surveys in:

– At least three (3) informal settler colonies:

• Areas being considerde:

– Barangay Old Balara, Quezon City;

– Along Agham Road, Quezon City;

– Barangay Addition Hills, San Juan; and

– Sangandaan (EDSA Extension), Caloocan City

• The sampling rate for the household interviews will be approximately 2.5% per area.

• The Study will conduct individual interview surveys among

– (i) PWDs, (ii) Senior Citizens, (iii) Women and Children, and (iv) BPO workers.

• The interviews will be conducted in public places such as public transport terminals, MRT Stations, malls, to name a few. BPO workers will be interviewed in their respective offices.

– The target number of samples is 2,000 respondents from among all the vulnerable groups.

• The Study will conduct Key Informant Interviews (KII) / Focused Group Discussions (FGD) with organizations of vulnerable groups within the different Local Government Units in Metro Manila.


4

Expected Outputs

• The Study Report:

– Impact and Cost of Public Transport on the Poor and the Vulnerable

– The analyses will be done to encompass the entire study area.

• Specific Case Studies will be prepared to highlight certain facets/portions of the Study. These will cover:

– Typical Family/Household within the informal settler colonies

– Person With Disability

– Senior Citizen

– Working Woman

– Employee of a BPO

Time FrameActivity Inclusive Dates

Study Outline (Finalization)

End - November 2011

Review of Previous Studies/Literature

November 2011

Study Methodology (Finalization)

End – November 2011

Data Gathering Nov – Dec 2011

Initial Findings End-January 2012

Completion of Analyses Dec 2011 – Feb 2012

(Draft) Final Report March 2012

Final Report End – March 2012


5

Thank You

ANNEX 8 Enterprise Landscape and Potentials

11/29/2011

1



Inception Meeting



Ateneo Center for Social Entrepreneurship

11/29/2011

2

RESEARCH OVERVIEW

Research Goals & Objectives Scope & Limitations

Preliminary Research DirectionI. The Social and Economic Dimension of the Transport

Sector and New MobilityII. Mapping the Transport Sector as an EnterpriseIII. Commercial and Enterprise ActivitiesIV. Emerging Enterprises and Innovations in New MobilityV. Future Directions

Key Framework Design for Research Questions Research Activities & Timeline

RESEARCH GOALS & OBJECTIVES

I. Identify existing transportation related social enterprises or mobility innovations in the Philippines and other countries (i.e. BRT – Colombia, France, Curitiba)

II. Generate ideas and business models on new mobility and transport-related social enterprises with high potential to benefit the poor and the vulnerable

III. Identify market barriers and enablers for the development of new mobility innovations

Economic (Consumers, Market)

Social (Relations that govern these elements and dynamics)

Cultural Patterns and Behaviors

11/29/2011

3

SCOPE & LIMITATIONS

I. Focus: Commercial and enterprise component of the transport and new mobility sector

• More efficient, less cost, safe, convenient and poor and vulnerable-friendly transport systems

• Market Drivers (Barriers/Enablers)

II. Research activities will involve the following:

1. Interviews with proponents, managers and customers of existing mobility enterprises and projects

2. Focused group discussions (FGD) / crowd sourcing to generate ideas on transport related social enterprises

III. Geographic coverage: Metro Manila

IV. Will not deal substantially on policy issues

PRELIMINARY RESEARCH DIRECTION

I. The Social and Economic Dimension of the Transport Sector and New Mobility

• Social context / Cultural landscape of Mobility in Metro Manila

• Developments and evolution of the transport and new mobility in Metro Manila

• Historical changes - economic drivers and rationale, sociological perspective

• Behavioral Patterns of the transport and new mobility market

II. Mapping the Transport Sector as an Enterprise

III. Commercial and Enterprise Activities

IV. Emerging Enterprises and Innovations in New Mobility

V. Future Directions

11/29/2011

4

PRELIMINARY RESEARCH DIRECTIONI. The Social and Economic Dimension of the Transport Sector and New Mobility

II. Going Back to the Roots: The Transport Sector as an Enterprisea. Historical Overview of the Urban Transport Development in Metro

Manilab. Mapping Metro Manila’s Transport Sector

1. Formali. Rail Transitii. Bus Transitiii. Jeepiv. FXv. Taxivi. Tricycle, Pedicab, Padyak (TODA)

2. Informal (Collorum, Car Sharing)

c. Rationale of the Emergence of the Transport Enterprise Activitiesd. Market Overview

1. Supply – Demand Analysis2. Barriers and Enablers

III. Commercial and Enterprise ActivitiesIV. Emerging Enterprises and Innovations in New MobilityV. Future Directions

PRELIMINARY RESEARCH DIRECTIONI. The Social and Economic Dimension of the Transport Sector and New MobilityII. Mapping the Transport Sector as an Enterprise

III. Commercial and Enterprise Activities1. Development and Emergence of Commercial and Enterprise

Activities in Metro Manila1. Historical Background2. Mapping the Developments of Commercial Centers in Manila3. Formal Enterprise Activities

i. Malls, Supermarkets, Restaurants, Boutiques, etc.ii. Transportation – Goods Hubs (i.e. FTI, Mega Markets, “Bagsakan”)iii. Other business centers where people gain access to basic goods and

services4. Informal Enterprise Activities

i. Street Peddlingii. Others

2. Rationale of the Emergence of the Commercial Enterprise Activities3. Market Overview

i. Supply – Demand Analysisii. Barriers and Enablers

IV. Emerging Enterprises and Innovations in New MobilityV. Future Directions

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PRELIMINARY RESEARCH DIRECTIONI. The Social and Economic Dimension of the Transport Sector and New MobilityII. Mapping the Transport Sector as an EnterpriseIII. Commercial and Enterprise Activities

IV. Emerging Enterprises and Innovations in the New Mobility Paradigm

1. Emerging Models and Activities of Enterprise Innovations in New Mobility - Commercial and Social (Business) Enterprises

• People• Goods• Services

2. Market Overviewi. Supply – Demand Analysisii. Barriers and Enablersiii. Systems and Structural Developments

a) ITb) Market Systemc) Others

3. Rationale of Development4. Socio-Economic Potential and Success FactorsV. Future Directions

PRELIMINARY RESEARCH DIRECTIONI. The Social and Economic Dimension of the Transport Sector and New MobilityII. Mapping the Transport Sector as an EnterpriseIII. Commercial and Enterprise ActivitiesIV. Emerging Enterprises and Innovations in New Mobility

V. Future Directions Projections of sustainable business models for new

mobility social enterprises in Metro Manila – potentials and challenges

Replicability of existing models and ideas generated from RRL studies and crowd sourcing activities

Role of social enterprises / social entrepreneurship and social business innovation in addressing the new mobility challenges with particular consideration for the poor and vulnerable and other dimensions

Dimensions:- Safety - Health - Economy/Cost- Convenience - Efficiency - Environment

How will the challenges shape the mobility of people, goods and services?

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Social Entrepreneurship / Social Enterprise Innovative ways of providing solutions to pervasive

social problem

Sustainable

Innovative

Addresses a social problem

Enterprising

Examples of Innovations in the Transport and Mobility Sector

MobiusMotors (Africa)

Capital Bikeshare (DC)

Suica, Pasmo (Japan)

Bambike (Phils)

WMATA Trip Planner (DC)

RORO (Phils, Others)

Bayad Centers(Phils)

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Key Considerations for Research Framework and Guide Questions

Considerations for emerging new mobility sector:- Efficiency (time to get from point A to point B)- Cost (cheaper transport fare)- Environmental- Convenience and Safety

What are the enterprises - commercial, social and public - that can be introduced and implemented to address these concerns

Proximate demands and supply for new mobility mechanisms – (characteristics of the demand segment) consumer profile in terms of segmentation that make up for the demand for new transport enterprises/new mobility

Mechanisms, infrastructures, systems (i.e. IT, control hubs, online reservations, applications, information access, etc.) that can support the various needs and requirements of the new mobility consumers

What could be the features of the new mobility system that will be convenient and helpful to the consumers (ie. intermodal, centralized)

What are the incentives and principles that govern/encourages the emergence of new models to facilitate mobility of goods, people and services

PRELIMINARY RESEARCH ACTIVITIES & TIMELINE

Nov ‘11

• Finalize Research Design and Content

• Finalize Research Survey and Questionnaire

• Output: Research Design, Methodology and Survey Questionnaire

Dec ‘11• Dry-run Survey Activities

• Output: Field Notes / Preliminary Field Report

Jan ‘12

• Conduct Preliminary Market Study and Market Analysis

• Interview Key Sectoral/Institutional Representatives

• Output: Initial Market Study Report

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8

PRELIMINARY RESEARCH ACTIVITIES & TIMELINE

Feb ‘12

• Validation Study

• Crowdsourcing

• Research Data Processing

• Output: Documentation,of FGDs, Report Draft 1

Mar ‘12• Final Report Writing

• Output: Final Draft

ANNEX 9 Activities Proposed and Tentative Schedule


1



Inception Meeting



Dr. Danielle Guillen, Project Manager

Activities Proposed and Tentative Schedule


2

ACTIVITIES DATE Partners

Convening

New Mobility Project Launch/Mapping

January 2012

Consultative Research Seminars

March 2012-April 2012

Transport & Mobility Summit

July 2012

High-level consultation meeting

August 2012


New Mobility Project Launch/Mapping, January 2012

1.Launch of partnership with MMDA2.Mapping Exercise: Connecting Dots (Good news)

• MMDA & 17 LGUs in Metro Manila• Public Sectors:

Department of TransportationDepartment of Public Works & HighwaysDepartment of Sciences & TechnologyDepartment of Environment & Natural ResourcesDepartment of Labor & EmploymentDepartment of Trade & IndustryDepartment of EnergyDepartment of Tourism


3

New Mobility Project Launching

•Media•Print, radio, tv, web and blogs

•Private Sector• Shopping Malls (Developer & Management)• Private Developers•Companies eg. BPOs• IT & Telecom• Lobby Groups – eg. Firefly Brigade, Cycling lane Advocates• NGOs

New Mobility Project Launching

• Academe & Professional Groupseg. PIEP, TSSP, UAP

•International Organizations• WB, ADB, JICA

3. Launching of Crowd-sourcing activity:

Innovation Award in Best Practice and/or Idea for Social Enterprise in the Transport Sector


4

Crowd sourcing is a distributed problem-

solving and production model

• ensure participatory process• inputs to research• profile raising

Social Enterprises are businesses that trade

in the market in order to fulfil social aims. They bring people and communities together for economic development and social gain


Schedule: Planning: Nov – Dec 2011Launch : January 2012Call for Nominations: Feb-Mar 2012Committee deliberation: April 2012Presentation to Rio Entrepreneurship Summit: May 2012


5


Characteristics:Enterprise Oriented -involvement

Social Aims - explicit social aims such as job creation, training and provision of local services; ethical values including a

commitment to local capacity building; accountable to their members and the wider community for their social, environmental and economic impact.

Social Ownership - autonomous organisations with a governance

and ownership structure based on participation by stakeholder groups (users or clients, local community groups, etc.) or by trustees. Profits are distributed as profit sharing by stakeholders or used to improve the enterprise, or for the benefit of the community.

Planning for the crowd sourcing activity:• Committee• Criteria for selection• Definition/Scale/Categories• Media Plan


6


ACTIVITIES DATE Notes

Research Activities Nov.2011-Mar.2012

Mapping of public transport service including informal hubs

Nov.2011-Mar.2012

Impact/Cost Study of Inefficient Public Transportation System

Nov.2011-Mar.2012

Entrepreneurial & Livelihood Opportunity Identification

Nov.2011-Mar.2012

Policy and Market Barriers

Feb. –July 2012


ACTIVITIES DATE Notes

Profile Raising Oct2011-Nov.2012

Crowd sourcing activity: Jan.-Mar 2012 With partners

Website Jan.2012 Portal

Representations to Conference

Study Tours for LGUs WRI

Presentation at the New Mobility Entrepreneur’s Conference in Rio

May 2012

Tri-media plan Oct 2011-Nov2012


7

Thank you

inception meeting documentation report

Travel