project launch documentation

Catalyzing New Mobility in Cities: The Case of Metro Manila

Project Launch

3 1 J A N U A R Y 2 0 1 2

S O C I A L D E V E L O P M E N T C O M P L E X A U D I T O R I U M

A T E N E O D E M A N I L A U N I V E R S I T Y , L O Y O L A H E I G H T S , Q U E Z O N C I T Y

Catalyzing New Mobility in Cities: The Case of Metro Manila Project Launch 31 January 2012 Social Development Complex, Ateneo de Manila University, Loyola Heights Quezon City

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Table of Contents Executive Summary

I. Opening Program

A. Welcome Remarks by Dean Antonio La Viña, ASoG

II. Overview of the Innovations at the Base of the Pyramid in Southeast Asia

Program (iBoP Asia)

III. Presentation of iBoP’s Key Projects

A. Universities and Councils Network on Innovation for Inclusive

Development in Southeast Asia (UNID-SEA)

B. Catalyzing New Mobility in Cities Project: Finding NewMo in Metro

Manila

IV. iBoP Asia Website: iFind NewMo

V. Mapping for Inclusive Mobility: Pinpointing Transport Terminals and Hubs

VI. Search for New Mobility Business Models in Metro Manila

VII. Sharing the New Mobility Agenda

A. Search for New Mobility Opportunities in AdMU

B. New Mobility Initiatives of the MMDA

C. Responding to New Mobility Challenges in QC

D. SMART Program and New Mobility Initiatives of the University of

Michigan

VIII. Open Forum

IX. Updates/ Insights from the Rockefeller Foundation

X. Understanding the Challenges and Opportunities in New Mobility

A. How responsive is Metro Manila ’s Public Transport System to the Needs

of the Poor and Vulnerable Sectors? Insights from a Mobility Mapping

Case Study of Metro Manila

B. Case Studies on the Mobility Characteristics, Cost and Issues of the Poor

and Vulnerable Groups

C. A Preliminary Inventory and Typology of Enterprise Models for Inclusive

Mobility in Metro Manila: Of, By, and For the Poor and Vulnerable

XI. Open Forum

XII. SMART Mapping Uncharted Connection Points in Metro Manila: The

Participatory Mapping Workshop Approach and Process

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XIII. Annexes

A. List of participants for Project Launch

B. Moving Metro Manila – Eagle Eyes by Dean Tony La Viña

C. Overview of the Innovations at the Base of the Pyramid in Southeast Asia

Program (iBoP Asia) Presentation slides

D. Universities and Councils Network on Innovation for Inclusive

Development in Southeast Asia (UNID-SEA) Presentation slides

E. Catalyzing New Mobility in Cities Project: Finding NewMo in Metro

Manila Presentation slides

F. Mapping for Inclusive Mobility: Pinpointing Transport Terminals and

Hubs Presentation slides

G. Search for New Mobility Business Models in Metro Manila Presentation

slides

H. New Mobility Initiatives of the MMDA Presentation slides

I. Responding to New Mobility Challenges in QC Presentation slides

J. SMART Program and New Mobility Initiatives of the University of

Michigan Presentation slides

K. Updates/ Insights from the Rockefeller Foundation Presentation slides

L. How responsive is Metro Manila ’s Public Transport System to the Needs

of the Poor and Vulnerable Sectors? Insights from a Mobility Mapping

Case Study of Metro Manila Presentation slides

M. Case Studies on the Mobility Characteristics, Cost and Issues of the Poor

and Vulnerable Groups Presentation slides

N. A Preliminary Inventory and Typology of Enterprise Models for Inclusive

Mobility in Metro Manila: Of, By, and For the Poor and Vulnerable

Presentation slides

O. Photo Documentation

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List of Acronyms

ADB - Asian Development Bank

AdMU - Ateneo de Manila University

ASoG - Ateneo School of Government

AUVs - Asian Utility Vehicles

BoP - Base of the Pyramid

BRT - Bus Rapid Transit

COA - Commission on Audit

DOE - Department of Energy

DOTC - Department of Transportation and Communication

DPWH - Department of Public Works and Highways

E-trike - electric tricycle

FGD - focus group discussion

GIS - Geographic Information System

GK - Gawad Kalinga

iBoP Asia - Innovations at the Base of the Pyramid in Asia Program

IID - Innovation for Inclusive Development

IMMAP - Internet and Mobile Marketing Association of the Philippines

IT - Information Technology

KII - key informant interview

LED - Light Emitting Diodes

LGUs - Local Government Units

LTFRB - Land Transport and Franchising Regulatory Board

MIS - Management Information System

MM - Metro Manila

MM-PIBAS - Mega Manila Provincial Integrated Bus Axis System

MMDA - Metropolitan Manila Development Authority

MRT - Metrorail Transit

MV - motor vehicle

NewMo - New Mobility

NGO - Non-Government Organization

PT - Public transport/ public transportation

PUJ - Public Utility Jeepney

PUVs - Public Utility Vehicles

PWDs - Persons with Disabilities

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QC - Quezon City

RnD - Research and Development

SE - Social Enterprise

SEA - Southeast Asia

TAN - Transparency and Accountability Network

TODA - Tricycle Operators and Drivers Association

UNIID - Universities and Councils Network on Innovation for Inclusive

Development

UP-NCTS - University of the Philippines National Center for Transportation

Studies

US - United States

Executive Summary A total of 41 various organizations and 104 individuals working on transportation in Metro Manila attended the project launch held last 31 January 2012 at the Social Development Complex Auditorium of the Ateneo de Manila University attended the launching of the “Catalyzing New Mobility in Cities: the Case of Metro Manila” project. With support from the Rockefeller Foundation, this undertaking was organized by the Innovations at the Base of the Pyramid in Asia (iBoP Asia) Program of the Ateneo School of Government. The aim of the launch is for the stakeholders to look at the big picture and see how organization and infrastructure are connected and how these can make the difference. It is a paradigm shift of looking at how people really move and how one can make a difference. It is strong on having options that includes walking and cycling. The project hopes to ignite the goal of sustaining a conversation among stakeholders on how citizens can be empowered to shape the patterns of mobility and access in Metro Manila to be more inclusive. It is expected that the Metro Manila stakeholders, are motivated to actively contribute to their own enhanced mobility by taking advantage of the constituency-awareness, -building, and -mobilizing opportunities presented at the project launch. The earlier insights of the iBoP Program were people say no to innovation because of the price they had to pay for making change happen and that universities are not geared toward the promotion of innovation because they are too divided into multi-disciplinary silos thus, could not fuse themselves together. With the initial results of commissioned researches in New Mobility project, the following were some of the understanding of those on the ground about innovation: 1) that the community was being census and may be asked to move out from their place; and 2) the project might lead to improvements that might attract informal settlers from other areas. These two experiences on the ground made the project team realize that the community is afraid of progress and that the burden of understanding is with the project people and not that of those in the base of the pyramid. Some important highlights of the New Mobility project include:

1. New Mobility Forum/Workshop/Lecture Series that serves as a venue for people to habitually share information, ideas, insights, and initiatives for taking action at a community level and increase advocates for mobility and access to transportation in Metro Manila.

2. The project has a research component that seeks to explore the impact of the

current public transport system especially the poor and the vulnerable population of Metro Manila by mapping the current public transport system and understanding the mobility patterns, cost and issues of the poor and the vulnerable groups.

3. The search for New Mobility Business Models: New Mobility Social Enterprise

and Social Innovations Award where the project will accept related initiatives, concept, ideas and solutions specifically addressing mobility problems in Metro Manila.

4. iFind New Mobility webpage in the iBoP website that features everything or anything related to new mobility including blog entries, links to other websites, latest news on mobility and an update of project’s activities.

5. Mapping for inclusive mobility: pinpointing public transport terminals and hubs

using the hi-touch and hi-tech methods can improve the quality of information through a collaborative process. These also increases awareness among stakeholders, expand useful data available data for decision makers while enabling much broader spectrum of citizens to actively participate in citizen science in their own communities and to contribute their collective opinions and decisions. Hopefully these methods would increase efficiency to the generation of data and reduce costs while creating a community of people building on existing platforms. The information generated will be available on-line, not proprietary, and should start discussion streams on the state and improvements of the transport system in Metro Manila.

Other partners and stakeholders also shared their respective new mobility agenda as follows:

1. The Ateneo de Manila University presented by the University President, Fr. Jose Ramon Villarin, shared its vision of making the campus a sustainably mobile campus and its hopes of making it a carless campus. He also shared that there are plans for pedestrianizing the campus and starts including talks on mobility especially with students specializing on environment

2. The Metropolitan Manila Development Authority Chairman Francis Tolentino presented all their projects that address new mobility issues in Metro Manila. Some of their key projects include: construction of bicycle lanes from Remedios Circle to Intramuros, construction of pedestrian friendly foot bridge to be piloted in Sucat, elevated loading and unloading bus bays, motorcycle lanes along EDSA, LED Message Boards, Mega Manila Provincial Integrated Bus Axis System, Vehicle Tagging, Metro Manila Traffic Navigator, and the EDSA makeover project. He also noted the h importance of utilizing the esteros for transport purposes.

3. The local government of Quezon City presented by Retired Brig. Gen. Elmo San Diego, Head of the Department of Public Order and Safety of Quezon City, shared the electric tricycles (e-trike) program in cooperation with the Department of Energy and Asian Development Bank. It is a rent-to-own nationwide program designed jointly by LGUs, DOE, ADB and government financing. The basic requirement is to trade conventional tricycle with e-trikes. He also shared the Open Katipunan (OK) project that they planned to implement with Ateneo. Ultimately, the goal of project OK is to reduce cars traversing along Katipunan in half.

Some of the issues/concerns raised by the participants were the following:

1. The framing of the poor and vulnerable: The use of the terms “poor” and “vulnerable” versus “commuter” or “general public”. Whereas, “poor” is an economic condition while “vulnerability” is a physical and social condition. The poor and vulnerable should not be separated from the general public but be coiled into one term: “commuters”.

2. The operation of electric tricycles and how it improves mobility:Such as the cost of operation, what to do with the electronic waste generated in using lead acid for operation.

3. The issues on making cities more walkable such as safety, health and monitoring.:Most of the mobility innovations are centered on vehicles despite the fact that walking is considered to be the most important mode of transport especially for the poor. Health-wise, make cities more walkable by also not endangering the health of the citizens.

4. The idea of citizen or community involvement:Bringing action down to the barangay level might yield quicker and: better result than relying on government alone. The proper mind shift is that innovation is not always the government’s role. If the community can do something, they must act on it. Advocate for social accountability.

5. The mapping components and its accessibility When mapping out transport

hubs and terminals, consider the flood zone areas, sitios and barangays rather than street names and the vulnerable sectors like the senior citizens and persons with disabilities. In terms of accessibility, a discussion on all levels of access to information from gathering of data to publishing. Printed copies of the maps compared to posting on the internet may be more practical and are much acceptable to people.

In order to understand the challenges and opportunities of new mobility in Metro Manila, preliminary data of the three commissioned case studies were presented. For the mapping study, which tackles the question, how mapping can be used to respond to the needs of the poor and vulnerable, Dr. Jun Castro presented both in numerical and visual form partial mapping of the public terminals in North EDSA. In the study on mobility characteristics, costs and issues of the poor and vulnerable groups, Mr. Randolph Carreon showed photo documentation of their data gathering and general findings in Purok Centro, Matandang Balara, Quezon City. The data showed that people primarily leave their house to go to work and school. Of the estimated total of 20,000 trips per day, aside from walking, the top 2 transport modes used are PUJ and tricycle. Generally, the people said they would walk if they could. The perceived primary mobility problem of the Purok Centro Matandang Balara community was high transport cost, which they thought they could resolve by raising their income. Lastly, the Ateneo Center for Social Entrepreneurship represented by Ms. Tieza Santos, is commissioned to look at existing transport/ mobility related social entrepreneurship opportunities in the transport sector presented a summary of pretest data gathering and recurring themes and variables. Two recurring platforms were raised in terms of ICT access: mobile and Internet. Based on the preliminary survey results, data showed that in terms of affordability, these consumers are able to afford more information coming from mobile technology and Internet. In terms of information services, they invest too much on transport cost than service feature. In terms of willingness to pay, they are willing to pay around PhP7. Majority have difficulty in availing healthcare services and the finding of employment but the primary issue is not in terms of inaccessibility directly but more in terms of actual cost of goods due to lack of employment. 77% attribute their difficulty towards the cost of availing of these goods and services. The recurring themes that came up were: 1) sustainable transportation related to sustainable targets and sustainable legislation for transportation and land coordination policies/ designs, inter and intra-agency collaboration approach, agency prioritization and allocation process; 2) Energy efficiency, probably because of increasing oil prices and environmental health consideration.

Ms. Susan Zielienski, Managing Director of the SMART Center University of Michigan gave an overview of the SMART program and shared some of the new mobility initiatives of the University of Michigan. She encouraged everyone to think of accessibility (meeting needs) rather than mobility as the goal to open up a range of new options for innovation, including IT. She highlighted that we all live in a world where transportation is equated to cars hence, improving transportation means improving cars. People are culturally connected to their cars that everything else becomes extraneous. People assume that transportation is necessary, that cars are necessary, therefore to improve on transportation, we must improve on cars. She asserted that life would be much better if we have more choices and not just simply choose to have a car.

Catalyzing New Mobility in Cities: The Case of Metro Manila Project Launch 31 January 2012

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I. Welcome Remarks Dr. Antonio La Viña, Dean, Ateneo School of Government

The project launch of Catalyzing New Mobility in

Cities in Metro Manila held in the Social Development Complex Auditorium inside Ateneo de Manila University started at around 9:00 a.m. with Ms. Marie Cddyqa Jaya Rogel of the Ateneo School of Government (ASoG) leading the Invocation and National Anthem. She welcomed the various participants representing different transport organizations in the event. She then called Dr. Antonio La Viña, Dean of the ASoG, to give the welcome remarks.

Dean La Viña welcomed the participants (See Annex A for list of participants) to the event and to the Ateneo de Manila University campus. He said that most of the things he had to say could be found in his column entry at The Manila Standard entitled New Mobility and Moving Metro Manila. He felt that moving Metro Manila was probably more important or equally important than what the country was facing in the judicial arena1 at that time.

In his column article New Mobility, (See Annex B) he said that dealing with transportation in Metro Manila and getting it right is important for prosperity and in dealing with poverty. A mapping activity that aims to bring together stakeholders to the table and have a real good conversation about options with respect to transportation and a goal of making the people more mobile can be a good start. Making sure that the poor are not excluded in these conversations and decisions are also valuable in dealing with poverty. He ended by wishing everyone a fruitful discussion and a good day.

II. Overview of the Innovations at the Base of the Pyramid in Southeast Asia Program (iBoP Asia) Dr. Segundo Joaquin Romero, Director, iBoP Asia Program

Ms. Rogel introduced Dr. Segundo Joaquin

Romero to present the iBoP Asia Program of the ASoG. (See Annex C for his presentation slides) Dr. Romero started by defining the base of the pyramid that started the iBoP concept. In his presentation of the world economic pyramid, base of the pyramid (BoP) was defined as people with annual per capita income of less than US $1,500.00. The iBoP uses the word “base” rather than “bottom” to refer to these people because bottom sounds too starved. He presented various data that further illustrates the base of the pyramid. The iBoP puts emphasis on their belief that low income does not mean no income and

1 Impeachment trial of Supreme Court Chief Justice Renato Corona


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suggests a range of opportunities for market-based approaches to better meet their needs and empower their entry into the formal economy. What the iBoP is trying to do is to come up with a business model - similar to the New Mobility Project- that focuses on the use of public social enterprises to cater to the need of the poor and the vulnerable.

The program started in 2007 with Dean La Viña spearheading the unique way of putting together various disciplines and deploys them to engage BoP communities. The program’s stakeholders include the government, private sector, non-government and international sectors that work to engage the BoP sector in Southeast Asia (SEA). ASoG houses the program and has existing partner universities in Thailand, Indonesia and Vietnam and now plans to move to Cambodia as well.

SEA countries are very dynamic moving towards greater innovation. However, iBoP is concerned that the innovation policies in SEA is more focused on economic and industrial development and less on poverty alleviation. European countries used serve as great models for innovation but increasing innovation capacity in Thailand, Singapore and Malaysia are now being aspired by other with transport being one of the major needs of the people.

The iBoP currently pursues a two-track program or two major projects, the Universities and Councils in Innovations for Inclusive Development in SEA and New Mobility in Metro Manila. Dr. Romero also said that while the program is already three years old, its people are new so relatively, iBoP is a new program with new people.

He also shared their early insights on innovation starting with a story of a Los

Baños farmer during Masagana ’99. This farmer was able to produce 100 kabans per hectare through innovation but soon as he got his harvest, everyone went to ask for a share of his yield. Incidentally, he had to continue giving even when he was at a lost. The following year this farmer said no to innovation. He also shared another story that happened to their conversation with the community at Purok Centro. At the end of the workshop, the people raised two concerns: 1) that they were being census and may be asked to move out from their place; and 2) the project might lead to improvements that might attract informal settlers from other areas. These two experiences on the ground made them realize that the community is afraid of progress and that the burden of understanding is with the project people and not that of those in the BoP.

Second insight was that universities are not geared toward the promotion of innovation because they are too divided into multi-disciplinary silos thus, could not fuse themselves together. Dr. Romero encouraged everyone to participate in what ASoG is currently doing and deploy together to promote innovation. He emphasized that iBoP is about mind shift, not improve BoP directly but help create a mind shift in the government and NGO sector.


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III. Presentation of iBoP Asia’s Key Projects A. Universities and Councils Network on Innovation for Inclusive Development in Southeast Asia (UNID-SEA) Ms. Mary Grace Santos, Project Manager, UNIID-SEA

Ms. Mary Grace Santos was introduced next to present the UNIID-SEA project of iBoP Asia. (See Annex D) It is a partnership project between the National Research Council of the Philippines and Canada International Research Center. To put the project in context, Ms. Santos said that SEA experiences show spectacular growth in poverty reduction over the last three decades; however there is a big trade off for this development as inequality is also rising. She also mentioned that the Philippines have the highest gini coefficient2 in SEA. She said that we are in the field of innovation where innovation is defined as the development of

technology, products and systems that aim at making things easier and improve the standard of living. But in reality, innovation process tends to exclude the poor and the social challenges they face in the innovation targets, which further exacerbates poverty and inequality. Social justice, equality and human rights are not deeply embedded in innovation found in SEA. These innovations are mostly economic and industrial in nature. Human development are not really used or prioritized so social development is just secondary to economic, technological and industrial development in innovation policies.

iBoP with UNIID-SEA advocates for a new perspective on innovation and development through IID. IID is understood as innovation that reduces poverty and enables many groups of people especially the poor and vulnerable to participate in decision making, create and actualize opportunities and share the benefits of development. In a nutshell, it is like democratizing development with innovation being knowledge and skill driven; the project will engage the key agents that facilitate the production, diffusion and application of knowledge for innovation in various fields: universities and research councils. It is innovation for all and by all.

UNIID-SEA is a 3-year initiative (2012-2015). The idea was conceived by iBoP Asia of ASoG and IDRC to first facilitate universities and research councils’ reinvention. Reinvention means to rethink, reorient, and retool to be capable intermediaries of innovation. For Universities, it is in teaching, research and extension and for research councils it is in priority/ agenda–setting, grant making with different minds coming together, and policy making. Second, the project seeks to facilitate the establishment of formal partnership and collaboration between universities and councils, which seeks to foster innovation research to reform social policy. Thirdly, the project aims to develop champions and nurture partnerships by

2 Standard measure of equality in the world. Gini Coefficient: 0 representing perfect equality and 1

representing maximum inequality. Gini coefficients of SEA -- Singapore: 42.5; Philippines: 44;

Vietnam: 34.4; Malaysia: 37.9; Indonesia: 34.3 (Source: Securing the Present, Sharing the Future:

World Bank East Asia and Pacific Economic Update 2011)


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forming a network and eventually connect to a global movement namely: UNIID South Africa, Latin America and South Asia. In the long term, the project aspires to foster multi-disciplinary, multi-stakeholder and multi-level (national, regional and global) approaches, mechanisms and partnerships towards IID.

The project will be working with one university each from Thailand, Indonesia and Vietnam with ASoG being the lead university and project implementer in the Philippines, in partnership with corresponding research councils for the next three years.

Ms. Santos also presented a quick run through of the activities the project will go

through or its components:

a. Knowledge and capacity building (multi-disciplinary course module, Social Innovation Lab, capacity building workshop for champions);

b. Research support; c. Link to policy; and d. Network building She invited everyone to the project launching this Aprilthat will bring in

representatives from all universities and councils ASoG will be working with. In the end, she encouraged everyone to engage and participate as they develop the project. B. Catalyzing New Mobility in Cities Project: Finding New Mobility in Metro

Manila Dr. Marie Danielle Guillen, Manager, Catalyzing New Mobility in Cities Project

Dr. Guillen was called to present the new project

being launched on that day. (See Annex E) She started with the background and purpose of the project, which focuses on the 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 vulnerable are met. Wanting to engage the participants, she asked them what they meant by mobility and how each managed to get to the event that day. Then she went through defining the concepts involved:

Mobility – both the ability of a person (including the

goods that the community needs) to travel to destinations of choice and the amount of movement and time necessary to do so.

Transportation – the movement of people, animals and goods from one location to another. The field is divided into infrastructure, vehicle and operations.

New mobility in this project refers to an initiative that is multi-disciplinary,

multi-sector, top-bottom, bottom-up approaches like social enterprise innovations in mobility addressing a socially inclusive transport sector. Multi-disciplinary means that everyone is part of the transportation sector. She then recounted a story 10 years ago when she met a Japanese who inspired her to write a thesis on pedicabs while her friend worked on cycling attitudes in the University of the Philippines.


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This meeting led to an understanding on the attitude to cycle. Basically the study shows that built it and they will come. She highlighted that it took UP 7 years for the system to have a car-free oval an infrastructure that would promote cycling.

This New Mobility project is looking at improving the transport sector. It tries to incorporate the dimension of sustainability in transportation such as social equity, economic, financial, health, ecology, physical environment, air quality, noise and climate change and not just focusing on traffic. This is based on the premise that as complexity increases, the notion that a single solution to solve transportation challenge also decreases and the need to look at the big picture. So there is a need for everyone to be engaged in the call for new mobility and be catalyst, try to find ways to solve these issues.

Dr. Guillen then moved into differentiating some stakeholders involved in the

New Mobility project such as engineers, urban planners and IT developers. She mentioned that everyone seems to do something to address the transport issues but are not linked. There is a need to connect the dots and find out how each can link together.

The project aims to develop a new platform, resource center and enabler of

innovation for purposes of governance ensuring socially inclusive mobility in the region. It also seeks to utilize and complement existing studies by initiating a metro-wide conversation among stakeholders to introduce new mobility and find out how the stakeholders envision the future of transport system in Metro Manila.

Finding New Mobility in Metro Manila essentially means taking myriad steps

that leads to a paradigm shift by: Looking at the big picture; Focusing on people’s needs and wants especially that of the urban poor

and the vulnerable groups; and Evolution of transport as attention turned to energy efficient mobility

models, shared transport schemes and community owned transport.

The project holds the Finding New Mobility Forum series called Let’s Talk New Mobility. These series serves as a venue for people to habitually share information, ideas, insights, and initiatives for taking action at a community level and increase advocates for mobility and access to transportation in Metro Manila. She informed everyone that a similar forum was held last October 2011 hosted by Ayala. She also shared that they conducted validation workshops with the urban poor community including tricycle operators and drivers association (TODA) to introduce the concept of New Mobility and noticed that people got a bit worried but eventually relaxed when they learned that this initiative is meant to focus on the people She further shared that when they went on field, the community representatives shared that they have no problem with road expansion but they were afraid that the New Mobility project would dislocate them from their home. This misconception about the project was corrected and the importance of road sharing for people as a way of fixing things was emphasized. The goal of this forum series is to sustain a conversation among these stakeholders on how citizens can be empowered to shape the patterns of mobility and access in Metro Manila to be more inclusive. An overriding aim is to promote other forms of public transport such as biking and walking. These forum series want to highlight the fact that government is doing its best to improve our transportation system and everyone needs a paradigm shift. She


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mentioned that in our country people often use cars as incentive as we move up the economic ladder but in other countries they use public transport as incentive.

The project has a research aspect that seeks to explore how the current public transport system affects the poor and the vulnerable populations of Metro Manila by mapping the current public transport system and understanding the mobility patterns, cost and issues of the poor and the vulnerable groups. Aside from learning all the issues, seeking new or emerging entrepreneurial or livelihood opportunities responsive to their mobility needs, Dr. Guillen reminded everyone that they do have a role to play.

New Mobility also seeks to engage the general public. This activity aims to build a community of people wanting to create a platform or build on available platform to improve information generated in maps for seamless multi-modal connections. This is expected to benefit not only the poor and the vulnerable groups but the general public as well. The development of a mapping concept is needed to see the connectivity.

The project also has the search for New Mobility Business Models: New Mobility Social Enterprise and Social Innovations Award, which has the following objectives:

To surface enterprising solutions to solve social mobility problems; To engage different stakeholders in solving pressing mobility problems

in the megacity especially that of the poor and the vulnerable sector; and To document existing social enterprises in the transport sector and

generate innovative ideas that address mobility problems and needs. Then as prelude to the next speaker, Dr. Guillen said that the project basically

attempts to generate inquiries, present more information, tickle the interest, insights of the people, initiatives, innovations and interconnections.

IV. iBoP Asia Website: iFind New Mobility Mr. Andre Quintos, Web and Networking Coordinator, iBoP Asia

Mr. Quintos presented the iBoP Asia

website (www.ibopasia.net) most specifically the new mobility section named iFind New Mobility. He started identifying the sections of the iBoP website home page with the header being a photo that illustrates the problem on new mobility. He said that the purpose of the New Mobility page on the site is to be a portal for everything related to new mobility. In the site you can find local and international content containing articles, blog posts and links to other websites. When users visit the website, they could immediately see the scope of what the website covers.

iFind New Mobility is a blog where you can find anything related to new mobility. Latest news on new mobility can be found there. The sidebar on the right has links to other websites that help a typical commuter get around the metro, i.e. commuting in Metro Manila, MMDA, Metro Manila direction and ParaSaTabi.com. These links


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can help commuters go from one place to another. The news and information page talks about the new mobility project and other project related events. Project Activity page would describe the activities of the project and explain what is happening. The Events page contains anything that happened in the past and has yet to happen. Mr. Quintos reported that he is working on a twitter feed to promote all the articles found in the website to the social networking site Twitter. Videos would be uploaded also on the New Mobility Watch page. The picture galleries of past events could also be found in the site, for example, the team’s recent visit to GK Village in Payatas.

He informed everyone that the existing site is just the beginning and that data

are being collected and placed online. He envisions the site to be more useful to people in the future by including a transportation map in real time using available open applications. He shared their plan of adding New Mobility Marketplace where people can post anything transport related they want to sell such as transport for sale, biofuel etc. Another possibility is to have a contest to get everyone engaged and hopefully help people learn about new mobility.

V. Mapping for Inclusive Mobility: Pinpointing Transport Terminals and Hubs Mr. Lorenzo Cordova, Jr. Research Associate, iBoP Asia

In order to understand mobility, Mr. Cordova deemed it necessary for all to look at three things: 1) the different modes of transportation 2) the factors affecting public transport and 3) planning and advocacy. (See Annex F) From a perspective of a commuter, he presented the need to pinpoint the public transportation terminals and hubs and their connection using a map to increase mobility.

The following were the key concepts of his presentation:

Modes of public transport Public transport (PT) hubs PT terminals Informal transport hubs/terminals Engaging stakeholders in mapping

He started by showing photos of the diverse modes of public transportation and

said that each plays a major role in mobility especially of the poor and can either compete or play a complementary role to other forms of PT. He showed more photos of public transport hubs and multi-modal transport terminal in Metro Manila. Photos of PT terminals, mostly found in secondary roads, were also shown. Informal PT terminals/ hubs were defined as areas that are public or privately owned, used by motorized and non-motorized PT vehicles as terminals, but have no clear legal


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provision and/or local government ordinances that support its existence. However, in reality, these informal PT terminals are often the source of living for the poor and vulnerable.

Why is it necessary to pinpoint PT terminals and hubs? One reason presented by

Mr. Cordova was the complexity and diversity transportation modes. Second is the growing number of unaccounted PT terminals and hubs that hinders the walkability and sometimes obstruct the flow of transport. Third, its existence is not a secret but the country lacks readily available and accessible information where they are. Fourth, LGUs and other government agencies lack capability to produce up-to-date map and last but not the least, mapping requires much time and resources.

In commuting in Metro Manila, do we think of connection points? What are our

choices and are they efficient? These questions were presented as the rationale why we need to map transport terminals and hubs in Metro Manila. They are crucial in order to assess the mobility problems and opportunities in Metro Manila and to improve information generated in maps for seamless multi-modal interconnections that would benefit not only the poor and the vulnerable groups but the general public as well. The goal of mapping was to build a community of people wanting to create that platform or build on available platform.

He showed a mapping example of something they did in his GIS class to map the

tricycle terminals in Barangay Bagong Silang, Caloocan City. The violet dots, representing the terminals, were all over the map (see Annex F, slide number 10). According to the local tricycle regulatory unit in Caloocan, they said that the there should be at least one terminal per one TODA but the map showed many tricycle terminals located near each other. In his study, he found out that too much transportation terminals and supply causes too much violence in the barangay. The second map he showed (see Annex F, slide number 11) illustrates that most of the terminals use up space for pedestrians and sidewalks thus reduces the walkability of the barangay. This situation is not unique in Bagong Silang and can be found anywhere in Metro Manila, thus the need for proper mobility mapping.

Mapping for inclusive mobility needs three major components:

Individuals and organizations as contributors Intermediation platform – “enabler” Users

Mobility mapping can either be done using “hi-tech” or “hi-touch” methods. Hi-

tech uses available open platform from the internet like google map or open street, while hi-touch will be the one used on the New Mobility mapping workshop using the University of Michigan-SMART Centre approach the following day. Hi-touch method involves seven or more people in a group mapping and noting connections and locations of specific terminals. He showed a listing of several existing web-based platforms that can be utilized to map the terminals. Possible information from stakeholders would include:

Mode of public transport Location of terminal/ hub Name of TODA, JODA, PODA etc. Number of members


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Destinations/ routes Time of operation Facilities and services available in the terminals/ hubs

He gave a quick conceptual framework of how the project intends to map

mobility. They wanted to form a community; utilize different platforms such as the Internet, mobile and hi-touch method; map out applications; and validate and hopefully be published online as a resource for the mobility of community.

The project aims to improve the quality of information through a collaborative

process, increase awareness among stakeholders, expand useful data available data for decision makers while enabling much broader spectrum of citizens to actively participate in citizen science in their own communities and to contribute their collective opinions and decisions. Hopefully the “hi-touch” method would increase efficiency to the generation of data and reduce costs.

Generally, the project aims to empower a community of people that want to

create or build on existing platforms. The community of empowered people will be producing data at the same time consuming them hence naming them “Prosumers”. He informed everyone present that the maps generated will be made available on-line as a community resource and should be able to generate discussion among stakeholders to improve state and improvement of the transport system in Metro Manila. He reminded everyone that mapping is an evolving activity so new approaches may become available over time. Finally, he said that everyone is welcome to give suggestions on how to improve their project.

VI. Search for New Mobility Business Models in Metro Manila

Ms. Jessica Dator-Bercilla, Senior Research Associate, iBoP Asia

Ms. Dator-Bercilla started by asking who among the participants have tried walking and using public transport. She then asked whether the people from the audience ever thought that this experience of walking and/or using public transport would get better. She asked the audience whether any of them have written down or implemented their dream.

She noted that many Filipinos lost the capacity to

experiment and innovate soon after colonization. The psychology of Filipinos noted that Filipinos are too used to borrowing ideas or solutions from others (countries) that we forget to dream enough to experiment. But under the New Mobility project, this

notion would be dissolved. A new business model search would be made open to all for their transport dreams to turn into reality.

First she presented was the Social Innovation Initiative/ Concept Awards.

(See Annex G) This opportunity is for those who have not written their idea on how to make urban centers more mobile. The project will accept concept, ideas and solutions specifically addressing mobility problems in Metro Manila. Essentially this is a solution-seeking initiative. The project is looking for innovative ideas under these four categories borrowed from the 4Ps of Innovation by John Besseant and Joe Tidd of the Humanitarian Fund:


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1. Product Innovation – new mode of transport 2. Process innovation –new way of being mobile 3. Position innovation –new form of mobility 4. Paradigm innovation

The next was the Best New Mobility Social Enterprise Award. In searching for

a new business model, the project team decided to focus on social enterprise specifically for the transport sector that address new mobility problems especially that of the poor and vulnerable. Entries must reflect sound management, should be properly documented and reflect a social enterprise (SE) that meets multiple bottom lines. SE uniquely uses the capabilities of different stakeholders as leverage to deliver goods and services in the area of mobility to meet multiple bottom lines. It can target the following or even more bottom lines:

Surplus or profit generation, where profit is reinvested for the gain of the

stakeholders and further pursuing the social objective Environmental health Preservation of cultural integrity and diversity Capacity development or empowerment of a sector or community

simultaneously improving their quality of life. Climate change

Below were examples of probable entries around the globe Ms. Dator-Bercilla

presented:

Cargo bike of Worldbike Mini-Bus Operation, Day Care Transport, Special Education Needs

Transport by the HCT Group in UK. Agency Community transport Model and Transport Asset Management

Riders for health Non-emergency Medical transport by Tranmedic Mobility Scooter by Rugged Tree

She also mentioned that the entries should be existing projects meeting the following common criteria:

Clear identification of mobility issues being addressed especially with

those of the urban poor and vulnerable groups; Employ approaches that incorporate principles of sustainability in

transportation that address issues in ecology, social equity, health, finance and economy, air quality, noise, climate; and

Clear identification of challenges being addressed and of success indicators

Lastly, she presented the schedule. After the project is launched, formal calls for nomination would be open at mid February and run through March 2012. A Committee deliberation follows around April-May 2012 and the winners can be nominated to present at the Rio Entrepreneurship Summit in May –June 2012. Before she left, she directed questions to Dr. Guillen.


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VII. Sharing the New Mobility Agenda

A. Search for New Mobility Opportunities in the AdMU Fr. Jose Ramon Villarin, S.J., President, Ateneo de Manila University

When the forum resumed after launch, Ms.

Rogel introduced Fr. Villarin to share his thoughts on the new mobility opportunities in AdMU. He happily recalled the time when he used to walk from Dela Strada Church, 2 km away, to Ateneo in high school. The school did not have too many buildings then in 1970s and walking is something that the people like doing. But now as the school President for 18,000 students, the Challenge is making Ateneo a sustainably mobile campus. He shared that there are plans for pedestrianizing the campus. Currently, there are around 2,000 cars that park inside the campus and occupy 7.5 hectares of

prime real estate and cost several billion pesos. What he sees and hopes for the campus is for it to become a carless campus.

He looks forward to the New Mobility project because aside from helping others

and the city, which he grew up in and learned to love, the project will also help the campus. He also hopes that the innovative ideas would not simply be shelved and be replicated and adopted by other campuses in the country. He shared that majority of the ideas will depend on how lands are allocated.

Before he left, he welcomed everyone to the campus and wished for the project

to succeed. He also emphasized that AdMU, contrary to what is perceived by many, is not an elitist school. He proudly claimed that they form their students to look beyond the campus and include the marginalized people.

B. New Mobility Initiatives of the MMDA

Hon. Francis Tolentino, Chair, MMDA

Chairman Tolentino started with a photo from the Balikatan exercise, a general being carried on the back of another man. He said that this photo illustrates the situation of transport mobility in our country where people are indolent walkers. More than the concept of pedestrianization, he deemed it necessary to find out why there is a need to motorize. He expressed his thought that this project should also look into why Filipinos are not pedestrian citizens.

He then moved to presenting the new mobility

initiatives of the MMDA. He announced a proposed skybridge project that would utilize esteros to address hopefully address mobility issues. He hopes that this

would open the minds of urban planners, policy makers, local legislators and city


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engineers that it is about time they utilize esteros for transport purposes. He proposed a shift in outlook for esteros as source of crimes, disease, flood, urban decay etc. He stressed the importance of esteros to renew Metro Manila similar to Seoul, Korea; Bangkok, Thailand and Macau. He said that they intended to publicize the Skybridge project in the next weeks. For the New Mobility initiative, he agreed that everyone must free himself or herself from the tendency to see Metro Manila as roads and bridges and see that it is made of human beings. He found it very appropriate to include the poor and marginalized sectors in the project.

He then moved to presenting the following future and current projects of MMDA

(See Annex H):

1. Plan to have bicycle lanes from Remedios Circle to Intramuros

2. Construction of pedestrian-friendly footbridges: These footbridges aim to avoid conflict between motor vehicles and pedestrians by providing safe movement at intersections in selected locations. Instead of using the usual road or pedestrian lane, the MMDA created footbridges as an alternative and safer way to go to the other side of the road. The MMDA will be taking the design and construction of footbridges in a whole new level. The new design to be constructed in Sucat and funded by the DPWH, will include man-lifts, which can accommodate up to six persons in any given time. With this design, persons with disabilities (PWD) will be able to traverse the other side of the road safely and more conveniently.

3. Elevated loading and unloading bus bays: The bays aim to eliminate the

practice of indiscriminate embarking and disembarking of bus passengers in non-designated areas. The agency is proposing to implement the elevated loading and unloading bays, similar to what is being implemented in Jakarta, Indonesia. Bus bay will have an elevated platform approximately one meter from the carriageways. Likewise, bus floors will be customized to align with the boarding platform. Bus bays will be modified to ensure the convenience and safety of passengers by providing roofs, seats and proper ventilation, among others. Ramps will also be provided for the elderly and the PWDs. There is now a Land Transportation Franchising and Regulatory Board (LTFRB) resolution signed regarding this so Chairman Tolentino was certain that this would be implemented. Hand in hand with this initiative is MMDA’s push for bus drivers to receive fixed salaries to prevent them from hoarding passengers. A single ticketing system of traffic violations across Metro Manila which aims for a centralized database of traffic violations is also expected to run by March.

4. Motorcycle lanes: For Chairman Tolentino, this is the best indication that

Filipino drivers can be disciplined. Motorcycles have steadily proliferated in the metropolis and they contribute to traffic congestion. Given the limited training of motorcycle drivers at the onset, they can endanger road users’ safety. In response, MMDA designated non-exclusive motorcycle lanes or “blue lanes” along Commonwealth Avenue in Quezon City (QC) and Macapagal Avenue in Pasay City. This will be expanded to include EDSA starting February 14, 2012. Since its implementation in Commonwealth and Macapagal Avenue, there was a significant reduction of accidents in the mentioned thoroughfares. Chairman Tolentino hopes that this will pave way


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for bicycle lanes, and that with the right infrastructure, support and mindset, this can be accomplished.

5. LED Message Board: MMDA will be installing light emitting diodes message

boards in major roads in Metro Manila to provide traffic advisories as well as road safety reminders to guide road users. An example of this is the led message advisory along EDSA Main Avenue, Southbound.

6. Mega Manila Provincial Integrated Bus Axis System: MMDA is embarking on

The Mega Manila Provincial Integrated Bus Axis System (MM-PIBAS) which aims to improve traffic conditions by prohibiting provincial buses from plying the major thoroughfares of Metro Manila, minimizing public bus transport congestion, eliminating vehicle-pedestrian conflict and promoting faster mobility. This will be done by providing central terminals in the north, east, south and southeast for provincial buses coming from those corridors. The MM-PIBAS shall be patterned from existing centralized bus terminals in other countries. Looking at airports as models, the MM-PIBAS is envisioned to be a terminal building complex with large area to accommodate many buses, park and ride facilities, dedicated space, which allows the mobility of passengers and convenience of cargoes and suitable location accessible to other modes of transportation. The idea is to consolidate the 85 existing provincial bus terminals with 60 bus companies operating approximately 7,368 buses into 4 common terminals (North, East, South and South East). Chair Tolentino announced that President Aquino will be releasing an Executive Order in February directing MMDA and DOTC to start working on this. Hence, Chairman Tolentino’s quick trip to Seoul the following day with DOTC officials to specifically look at the operation of their bus terminals. He strongly believed that this would be President Aquino’s pet project so it is likely that this would be operational at the end of the year.

7. Vehicle Tagging: MMDA’s vehicle tagging scheme involves the permanent painting of license plate details of public utility vehicles (PUVS) on all sides of the vehicle and roof. Each type of PUV has a distinct colored background with prescribed measurements for the text and background. This was partially implemented on city buses starting last August 15 and on AUVs on December 12 last year. The scheme has helped in tracking and apprehending vehicles that have committed traffic offenses and city buses operating outside of their franchised routes. It has also diminished the unlawful practice of bus operators swapping plate numbers and the number of hit-and-run incidents committed by reckless bus drivers. This initiative came from the transport sector. This is part of the government’s public private partnership and has no cost to the government.

8. Metro Manila Traffic Navigator: A major public-private partnership initiative of MMDA in coordination with TV 5. An online media service providing updated traffic situations in 9 major thoroughfares, EDSA included. Using this system, passengers and motorists are being empowered to make well-informed decisions taking alternative/less-congested routes. This service can be accessed by any web browser-enabled device at http://mmdatraffic.interaksyon.com and may be downloaded to smartphones and tablets for free. The TV 5-MMDA traffic navigator was awarded the bronze Boomerang award for innovation by the Internet and Mobile Marketing Association of the Philippines (IMMAP) last August 18, 2011 and

http://mmdatraffic.interaksyon.com/


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the I.T. award of the year. This award symbolizes the power of combining technology and public service to bring real positive change. Chairman Tolentino wanted to ask the developers to make the program more visual and include intersections at real time.

9. EDSA makeover project: MMDA is partnering with the private sector in transforming EDSA into a traffic discipline zone, making it a motorist/ commuter and pedestrian–friendly thoroughfare. Other components of this activity are landscaping and greening, beautification, installation of adequate lighting along EDSA using energy efficient light emitting diodes (LED) technology especially on sidewalks, tunnels and footbridges to avoid proliferation of bad elements and installation of CCTVs, upgrading of street signs and maintenance of foot bridges. MMDA is looking at Mongkok and Suanlum in Bangkok as models.

10. Estero Bridge Part II: This is an activity that aims to clean two esteros at a day. MMDA said this is challenging not because of the amount of trash but because of the people who want to be relocated. These people do not want to live in the estero de Concordia example. MMDA’s difficulty was how to transfer the people when government resources are limited. Chairman Tolentino called for everyone to change the way they look at cities as not just buildings but with people. Also change their perspective on esteros as areas of opportunities and harness the talents of the people living there. In the same manner, he called for people to look at transport in Metro Manila.

At the end, he said he is looking forward to the results of the studies

commissioned by the project to improve Metro Manila transport not just this year but in the years to come.

C. Responding to New Mobility Challenges of Quezon City

Retired Brig. Gen. Elmo San Diego, Head, Department of Public Order and Safety Quezon City

General San Diego reported that Quezon

City is one of the biggest cities that occupies 1/4th of Metro Manila. It has a population of 3 million with half belonging to the poor. QC is also one of the richest cities throughout the country and the richest in Metro Manila based on the latest COA report. With such characteristics, it attracts business investors and also informal settlements. The biggest challenge for the city is the increasing number of informal vendors and how to eliminate them. QC’s response to mobility challenges is how to coordinate with other agencies to support their programs.

General San Diego also shared project Open Katipunan (OK) that they planned to

implement with Ateneo. The Ateneo community consists of grade school and high school parents, students and student council members who meet every month to discuss traffic and other problems along Katipunan. Ultimately, the goal of project OK is to reduce cars traversing along Katipunan by 50%


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Then he moved on to share their latest mobility program, the electric tricycles.

(See Annex I) To set the context, he said that tricycles are the most preferred and most convenient motor vehicle used by the marginalized sector in QC. At the onset, e-trike was a traffic initiative that reduces carbon emission within the campus but the students wanted it to ply along Katipunan. The City Council deemed it dangerous but they supported the idea nonetheless. In partnership with the Department of Energy (DOE), QC was chosen as a pilot area to run e-trikes under the generous funding of Asian Development Bank (ADB). The bank allotted US$ 40 Million for 32,000 e-tricycle units. It is a rent-to-own nationwide program designed jointly by LGUs, DOE, ADB and government financing. The basic requirement is to trade conventional tricycle with e-trikes.

General San Diego showed photo samples of e-trikes that are actually used in

different parts of the Philippines like Palawan and Mandaluyong. He mentioned that the initial design of the e-trike in QC failed because the units were underpowered and could not handle the slopes of Payatas. QC was chosen as a pilot area because they have the most number of registered tricycles with 5,000 plying as “colorum”. In this regard, QC issued a moratorium in tricycle registration because of the number of unregistered units plying the road.

There were several changes proposed for QC’s e-trike program. This includes the

following: 1) The use of Lithium-ion battery rather than lead. Lithium-ion is lightweight;

its lifetime is more than 5 years, and saves space inside the unit. 2) The construction of several charging stations all over QC. 3) The use of a more powerful engine that can run the slopes of Payatas. 4) The use of a fiberglass body to endure harsh weather conditions.

He also presented advantages in using e-trikes which include the following:

1) Fuel savings of about P200 from the regular income of drivers and estimated US$ 185 million per year.

2) Aboost in the manufacturing industry since all parts are made locally. Manufacturers intended to participate in the bidding of ADB.

3) An advocacy for cleaner air by avoiding carbon emissions that amounts to 400,000 tons per year.

4) Helping in the development of cities outside Metro Manila by donating retrofitted conventional tricycle units that would be traded in for e-trikes.

5) A bigger potential income for drivers since they save on buying fuel. Also part of the proposal made with DOE and ADB is the gradual phase out of

petrol-fed tricycles. This would entail provision of incentives such as preferential franchise or route for e-trike users and/or exemption from number coding scheme. The city government is also gearing up for e-trike related business.

The project hopes to complete e-trike units delivered to LGUs with a standard 3-

year warrantee. For QC, they will start distributing 2,000 units this year and 5,000 every year until 2016 for a total of 22,000 e-trike units. By 2016, ADB expects to complete the distribution and operation of 100,000 e-trikes throughout Metro Manila, QC included. Several provinces in the north like Cabanatuan, Palawan, Davao, and Mindanao are also beneficiaries of the ADB program.


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The program is running in Mandaluyong already. General San Diego showed data on the management and operation of their e-trikes and the result was quite encouraging. He showed a simple comparison between a standard trike and e-trike in terms of fuel savings, economic savings etc. E-trike costs more than a standard tricycle (P200,000) because of its battery but when it comes to road space, 2 conventional trikes = 1 e-trike. E-trike also carries 6-8 people while conventional carries only 3-4. Gross income of drivers on a daily basis amounts to P800 for a conventional tricycle and P1,600 for an e-trike.

D. SMART Program and New Mobility Initiatives of the University of Michigan Ms. Susan Zielenski, Managing Director, SMART Center University of Michigan

Ms. Zielinski informed the audience that the New

Mobility project of iBoP Asia is a sister study in SMART Centre also which also got itssupport from the Rockefeller Foundation. They share the same sister community in catalyzing new mobility in cities. She explained that the following day, participants would experience SMART mapping.

The three things the new mobility project aspires are:

Connecting the dots: For livability, sustainability, equity Moving money: Innovation, access, jobs, enterprises

Moving minds: New way of looking at transport and cities.

She presented existing labs in the different parts of the world and their partners and sponsors. (See Annex J) She posed a question: “Why did the chicken cross the road?” and got diverse answers from the audience. But she said chickens do cross the road for the sake of moving. They do it in order to go to the other side of the road. She encouraged everyone to think of accessibility (meeting needs) rather than mobility as the goal to open up a range of new options for innovation, including IT. For example, making trips shorter and more efficient through IT enhanced integrated mobility, but also through eliminating trips through IT enhanced land use and urban design, and even more immediate, replacing trips altogether with IT such as tele-work, tele-shopping, tele-banking, tele-education etc. Mobility is not only about moving people. Mobility is transportation capacity expansion, land use planning and travel demand management. We all live in a world where transportation is equated to cars hence, improving transportation means improving cars. She noted that people are culturally connected to their cars that everything else becomes extraneous. She presented words that describe this connection: “captive” and “transportation disadvantaged” where captive means having no choice while transportation disadvantaged is when anyone who has no access to a car becomes poor and because he/ she has to ride a bus. In this association, people assume that transportation is necessary. Therefore, cars are necessary; therefore to improve on transportation, we improve on cars and that is why car companies make car improvements a lot. She asserted that life would be much better if we have more choices and not just simply choose to have a car.

She also dissected the words typically associated with transportation and

mobility, which she felt, must be changed to something more exciting and true:


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Captive – means forced Transportation Disadvantaged Alternative Modes– seems like the “alternative” will never make it.

Sounds like second choice. Public transport cost versus investment Transportation demand management – sounds constraining and

associated with sacrifice Sidewalks - sounds not too prioritized as the they refer to the side of

something Road closing versus openings Car use reduction versus more options

She wanted everyone to transform the notion that transportation is flat. There

are actually more connected choices in new mobility. This transformation of paradigm from monolithic to multi-faceted and connected is a foundation for a major emerging industry. The new paradigm she proposed was based on the tons of innovation going on around the world. Mobility is about moving people, moving goods and moving less. This is highly evident in the greater desire of young people these days with IT than cars thus, IT is not just about moving people but also about moving goods and moving less. She advised that when implementation seems difficult as to which should be done first, she told the audience to do it all at the same time. Then she commended the event because it gets people together.

She emphasized the importance of connectivity and optimization of all kinds,

which can be seen by mapping. In mapping, a new mobility grid can be revealed by identifying and overlaying everything. Implementation is like a human body system, a system that needs all parts, big and small to run. One would never ask which is better or force the choice between the heart, lungs and pituitary gland because they are all necessary. It goes the same for transportation. Focus must be given more on increasing, optimizing and enhancing the connectivity of the current options. In new mobility, there is huge economic activity, saving money, creating jobs, and revitalizing local economy.

She ended with a hope that a lot of entries will come from the Philippines in the

SMART Mobility enterPrize. This is an award for entrepreneurial ventures in sustainable transportation created by University of Michigan’s SMART initiative and with support from the Rockefeller Foundation. The entries should demonstrate innovative and replicable solutions to local and global transportation challenges, up and running, legal and can come from anywhere from the world.

VIII. Open Forum

After lunch, Ms. Rogel opened the floor to questions, comments and suggestions.

The participants were requested to approach the microphones in the aisle, state their name and organization before speaking.

QUESTIONS/ COMMENTS ANSWERS/ RESPONSES

Concerns from Elvira Medina, President of National Center for Commuter Safety and Protection: a) On the use of e-tricycle. Electricity is

1) Engr. June Yasol, General Manager


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QUESTIONS/ COMMENTS ANSWERS/ RESPONSES still generated from fossil fuel and what about the horrendous electronic waste generated in using lead acid to operate the units? For her these should be addressed. Mr. Bharat Bongu(Intellicap): What are the costs 5-years down the line for e-trikes?

of JAYAREC: The units are not powered by lead acid but Lithium ion battery. It has 3-year warranty and 5 years life cycle with performance tested to last 10 years. Indirect use of fossil fuel through charging as compared to use of gasoline. Drivers could also earn more by saving money on gasoline. 2) Benjie dela Peña: Personally not in favor of solutions that only look at technology but transport mobility needs all the help it can get. One thing that e-vehicles can do is it moves up the question of source of fuel higher up the chain. If you move it up higher the chain, it is easier to change the system. It does not matter with the driver the source of fuel as long as it gets its electricity. It is easier at the platform to change the source of power.

b) Ms. Medina also commented on the framing of the poor and vulnerable. The use of the term poor and vulnerable versus use of general public. “Poor” is an economic condition while “vulnerability” is a physical and social condition. The poor and vulnerable should not be separated from the general public but be coiled into one term: “commuters”. In the BoP, the biggest sector is commuters. Many of the poor are economically active but have limited opportunities and they use public transport. Quality of life revolves around the term “commuter”.

Benjie dela Peña: The issues of the poor and vulnerable are not only about transportation. The expression of what is poverty also changes from situation to situation. In the US there is an infrastructure gap, people who live near mass transit lines can afford to use cars and go to offices using their car whereas poor have no access to public transport stations thus they need to buy cars but have no means to do so. The terms “poor” and “vulnerable” works well for the Rockefeller foundation. It caters to particular interest of the issues of people who do not have adequate housing and opportunities in livelihood.

Bert Fabian, CAI-Asia: Fully supports the forum but needs continuing discussion. There is great opportunity in the fact that President Aquino, MMDA Chairman Tolentino and AdMU President Fr. Villarin are former classmates to have these discussions. It looks like there is still an inconsistency


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QUESTIONS/ COMMENTS ANSWERS/ RESPONSES in the concept of mobility especially since most of the major projects are still centered on vehicles and not on people. Government can or must campaign for better public transport that is on time and convenient. But overall, he believes that it is high time to have this kind of discussion on new mobility so he emphasized that this organization CAI Asia commits to the project. Engr. June Yasol, General Manager of JAYAREC: When talking about catalyzing new mobility in cities, are you referring more on RnD or is there application for grants (e.g. invest on e-trike pilot projects). There is a need to have solid ground for mobility and not just ideas

Dr. Segundo Romero: In catalyzing new mobility in cities the key word is mind shift. How do you break the paradigm of the poor to somehow accept the imposition of car owners to be on the same boat? The project does not aspire to give commuters a better transportation system but the project offers them up to the possibility of what can be done. Start with very small things like having a pool of knowledge and come up with a map on informal transport hubs to be shared to everyone. The project is trying to motivate the target beneficiaries to help themselves. Other countries already have maps available and if we do not start soon, our country might be left with bad handed down technology by our neighbors. It is a contest with them also in improving our transportation mobility faster than they do. In this regard, the New Mobility forum is targeted to happen every month with different stakeholders.

Dr. Kardi Teknomo from Ateneo: One of the most important mode of transportation is walking especially for the poor. Unfortunately, most of the innovations were more on vehicles such as e-trike or e-jeep. Walking needs no facilities but needs monitoring. The system of monitoring does not happen. Reporting and feedback from the

Dr. Segundo Romero: This is where hi–touch mapping effort might help. People looking at maps and identify sidewalks, blockages etc. opportunity, facilities that work and those that do not. Once identified, what can be done? Is there something for the barangay captain to do? What about


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QUESTIONS/ COMMENTS ANSWERS/ RESPONSES community is needed. the Head of the association? It

becomes actionable because information becomes tangible. Bringing the action down to the barangay might yield quicker and better result than relying on government alone to take action. The proper mind shift is that it is not always the government or MMDA’s role. If the community can do something, they must act on it. Advocate for social accountability.

Mr. Alberto Suansing, Executive Director of Philippine Global Road Safety Partnership - Philippines: Hope springs eternal. He mentioned that various studies and talks about transport and mobility exist but he was glad to have this forum to raise problems and come up with solutions. These transportation mobility issues had been talked about but problems arise due to neglect. The Government was not really able to focus on public transportation. He shared about dispatching nightmare in buses and his thoughts on how improving the salaries of bus drivers may not fly because the current system is still weak. The operators in our country still focus on their business and not public service. He believes that fare increase to cope with fuel increase is not the answer to transport problems rather optimizing the use of roads. He also said that there is politics in terminals. Then he raised the issue on safety of commuters. Nevertheless, he was glad that mobility is now being looked into. There are so many solutions that can be applied. The good thing is that this project has social aspect. He expressed his skepticism on MMDA’s UVVRP, which will not work in the long run because it only increases the volume of vehicles. Most people buy another car just to avoid the UVVRP. The country has been compared to Singapore a lot but Singapore compared to the Philippines has a very respectable public transport system.

Dr. Danielle Guillen: This project is not only RnD, it is about complementing and reaching out. She told the story about TODAs not knowing where the other terminals are as a clear example of the need to complement public transport service. The project aims to introduce the idea of complementing each other work to be efficient and have the connection. The project also emphasized on IT and the promotion of transportation planning. It is a top-down and bottom-up initiative where talking with policy makers happens at the same time as rounding up new business models and innovative solutions at the community level


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QUESTIONS/ COMMENTS ANSWERS/ RESPONSES Karmi Palafox from Philippine Institute of Environmental Planner and Palafox Associates: a) The drawback in some of the

mobility designs came from the way urban planners conceptualize them. They think as if all are car users

b) Is there congestion charging in the project?

c) Framing of poor and vulnerable. If

progress is desired, involve the private sector. However, are they willing to do things for the poor and vulnerable? She suggested not using words that may turn off the private sector in marketing.

Susan Zielinski: Traffic congestion and mobility are not different problems. The question is how do you send the right signal? What are we communicating about? It is more important or necessary to know what kind of city we want to live in rather than think of congestion etc. What kind of transportation combination?

Dr. Hussein Lidasan, Transportation Science Society of the Philippines: Supports this activity and committed to help in any way they can. The ultimate goal is to minimize the movement of vehicles but not the movement of people. But it is not just about mobility per se but also access. Economic measure is the dream of every transport planner. Economic measure means, people who are willing to pay will pay higher but they will be expecting an efficient transport system. In terms of information, people appreciated and understand better visual explanations rather than numerical. The bottom line is to see what is doable. Look at how you can connect the people through the transport system. This forum was a start and hoped to continue and improve or alleviate the cancers of transportation. He wanted to hear how to improve quality of life without compromising the environment.

IX. Updates/ Insights from the Rockefeller Foundation


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Mr. Benjamin dela Peña, Associate Director, Urban Development The Rockefeller Foundation

Mr. dela Peña recounted his story or experience in walking and commuting in QC before. For him, he agrees to what Danielle said earlier, Metro Manila is transportation rich especially in the poor areas. However, there is a windshield bias by the policy makers and decision makers and people always see traffic as the main problem.

His presentation centered on the seven needs of

transportation (See Annex K): 1. Takes us where we want to go 2. It takes us when we want to go 3. It is a good use of our time 4. It is a good use of our money

5. It respects us with the level of safety, comfort, and amenity it provides 6. We can trust it 7. It gives us freedom to change our plans

Sometimes a shift in paradigm involves a change in jargon like calling the Traffic

Management Unit of MMDA to Transportation Management Unit. He emphasized connections as very important in transportation and the poor and vulnerable as the most affected. People who think about mass transit always think about speed. The experience in mass transit is speed is not as important as frequency.

Emphasis was also given to transportation sharing or allowing people to walk. Some say Filipinos are lazy walkers but they do not realize that it is because facilities are not available for people to walk on. When it comes to transportation, cars are still the priority when it should be the people. A clear illustration are the steel barriers in EDSA preventing people from hitting cars, denying people to move in the way of cars.

The good news is that the complications do not just happen in the Philippines.

Other countries experience drawbacks so as they find solutions, the country can learn and we can share the experience.

He said that there is hope starting with conversations. It is not fair to put it all in

the hands of the government and believe that they will solve the problem. The government has to deal with electoral issue (the official’s terms) and budget cycle. However, the government should also have a clear vision and not just presenting solutions to problems.

He ended with a quote by Jan Gehi from Making Cities for People:

“To be a lively, attractive, safe and sustainable city, (a city) must be sweet to its pedestrians, sweet to its cyclists.”

There is a movement of a shared longing.


23

X. Understanding the Challenges and Opportunities in New Mobility

A. How responsive is Metro Manila’s Public Transport System to the Needs of the Poor and Vulnerable Sectors? Insights from a Mobility Mapping Case Study of Metro Manila Dr. Jun Castro

This is one of the three commissioned studies

of iBoP about mapping. It tackles the question, how mapping can be used to respond to the needs of the poor and vulnerable. The study uses Geographic Information System (GIS) as tool similar to google earth. GIS has been used in a number of planning studies to organize large volume of information. There are limited studies in linking mapping, public transport and the poor/ vulnerable.

The following are the research project goals

(See Annex L):

Use of GIS, identify, map and assess PT supply (modes, routes and facilities) Identify gaps in the data sets or barriers to access these data sets Assess the mobility of the urban poor and vulnerable sector in relation to

transport supply Identify transport-related improvements in infra and services that will

benefit urban poor communities in the case study areas

This research will run until March 2012. It will use primary data collection, identify alternative mapping techniques, develop a database of public transport hubs and map out public transport networks. The expected output is a documentation of process for generating, encoding, storing, sharing and displaying user-friendly maps of public transport hubs/ terminals using a GIS database.

The methodological framework starts with a review of data followed by

database development where the team will be asking existing private database, use crowd-sourcing, field surveys and validation. Next is to do spatial analysis using GIS overlaying transportation and its relationship with informal settlements will come after. Last step will be publishing the result.

In their initial review of data, they looked at some of the database of MMDA such

as studies on informal settlements, which involve a map of informal settlers in Metro Manila. As part of the database development, the team will use the SMART mapping technique, validation and photo documentation. The team started its field survey with the informal pedicab terminal in Agham Road. They tried taking photo documentation of the area but a man blocked their camera. Once data is available, they will transfer it to an open source map like google earth to visualize the location of the terminals. After which, it will be converted to GIS format. The gist of the study is the spatial analysis to see how the data sets relate together. Proximity analysis or buffering will be used that involves creation of areas around a geographical entity based on measurement of distance.


24

The goal of the research is to come up with a transit map, including pedestrian walkways. Study areas identified were North Edsa - Agham Road, Matandang Balara, and in Payatas where urban poor communities are concentrated. He also presented some preliminary results both in numerical and visual form where he showed partial mapping of the public terminals in North EDSA. Network analysis will be done once the network of terminals is in place. Mapping could be used as a tool to identify improvements in public transport system. He emphasized the importance of converting the result to GIS format and the conduct spatial analysis and apply to programs.

B. Case Studies on the Mobility Characteristics, Cost and Issues of the Poor and

Vulnerable Groups Mr. Randolph Carreon

The study aims to understand the mobility characteristics, costs and issues of the poor and vulnerable. (See Annex M) Specifically it 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 mobility 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

Mr. Carreon defined first the poor and vulnerable

using income as basis. They defined them as those living within the colonies of informal settlers. The

selected study areas in QC were Purok Centro in Barangay Old Balara, Agham Road and GK Village in Payatas. The first one (Purok Centro) was chosen because it is along Katipunan and has been affected by the C-5 extension project. Second (Agham Road) was chosen because of its proximity to transport terminals and GK Village in Payatas because of the reforms made by GK present in the community. After doing all three, there will be inter-area analysis. Vulnerable groups were defined to include PWDs, senior citizens, women, children. The research woull also consider those working in the business process outsourcing firms whose office hours are irregular.

The team of Mr. Carreon started with data gathering using household interviews. Public consultations were done to evaluate and validate the results of the interviews. Individual interviews, key informant interviews and focus group discussions would be conducted for the vulnerable groups. The primary data would also be supported by secondary data collection. As project update, Mr. Carreon said that they are now doing public consultation and that their data gathering would run from February to March 2012.

He also presented the photo documentation of their data gathering and general

findings in Purok Centro. The data showed that people primarily leave their house to go to work and school. Of the estimated total of 20,000 trips per day, aside from walking, the top 2 transport modes used are PUJ, and tricycle. Generally, the people said they would walk if they could walk.


25

He presented numerical representation of average annual income and expenses divided into those who are renting and those who are not. The data were further sub divided into those with motor vehicles (MV), mostly 2 wheeled, and those without vehicles. Notable result was that it was still a rational choice for the community to invest on two-wheel MV. The perceived primary mobility problem the community saw was high transport cost while the rest share the same percentage (travel time, traffic congestion, availability of public transport vehicles, crowded public transport vehicles). The proposed solutions, still from Purok Centro, were all economic related such as work for additional income. Walking came out as their last resort.

C. A Preliminary Inventory and Typology of Enterprise Models for Inclusive

Mobility in Metro Manila: Of, By, and For the Poor and Vulnerable Ms. Tieza Mica Santos

As introduction, Ms. Santos compared the

transport mobility designs in our country similar as those of fashion victims. In most cases we see flyovers that somehow do not fit the actual needs of the people. The country tends to copy transport systems and designs of other countries not knowing that some of the designs do not fit in the context of Philippine mobility. She said that in adapting new mobility designs, the country has to consider policy, logistics, feasibility, economics and social aspects. (See Annex N)

Commissioned to look at existing transport/ mobility related social

entrepreneurship opportunities in the transport sector, they are also looking at sustainable innovative ideas and business models on new mobility and transport-related that have high potential for scale and replication, benefiting the poor and vulnerable sector and looking at the market barriers and enablers in terms of policy, economic and socio-cultural and lastly help in the creation of new platform, resource center and enabler of innovation.

The research focuses on commercial and enterprise component of the transport

and new mobility sector. Key variables would be barriers and enablers. In terms of methodology, they combined qualitative and quantitative.

Focusing on 3 areas mentioned by Mr. Carreon earlier, their output will also

include a template or a modeling featuring social entrepreneurship as a new mobility solution. They are specifically tasked to come up with:

Mobility challenges of the poor and vulnerable Existing mobility business models Emerging new mobility business models Social enterprise opportunities for the mobility transport sector

She presented the research questions they will use. The primary considerations

for emerging new mobility sector she highlighted were:

Efficient (time to get to point A to point B) Cost


26

Environmental Convenience and Safety Human-centered design principle

Design thinking model will be used rather than the usual linear model design.

Design thinking calls for more holistic and dynamic disciplinary approach to understand the problems. Instead of step by step process, it will look are how each key variable correlate to each other. This will show how new business models will emerge. Human-Centered Design (HCD) will help you hear the needs of constituents in new ways, create innovative solutions to meet these needs, and deliver solutions with sustainability in mind.

Data gathering uses the qualitative method by secondary data analysis and RRL,

FGD, KII and community consultation. Quantitative method would also be used through survey and area sampling.

Social Entrepreneurship is defined as an activity, as an approach or methodology

and as a business model. Social enterprises are categorized by nature, social aims and outcomes, and in terms of leadership and sectoral-base. The study team treats innovation both as a process and as an outcome.

Barriers and enablers will look at:

Policy – standards and regulatory mechanisms Economic – market model and supply-demand correlation Socio-cultural – important deals with human ecology, cultural, anthropology,

patterns of behavior, social context She presented a summary of pretest data gathering and the recurring themes or

variables from the poor and vulnerable consisting of cost, length of travel, travel time, and access to basic goods and services in terms of cost of the goods. The team tried to capture the various products and services that can be attached to transport/ mobility. They also looked at how the community access information. Two recurring platforms were raised in terms of ICT access: mobile and Internet. In terms of affordability, these consumers are able to afford more information coming from mobile technology and Internet. In terms of information services, they invest too much on transport cost than service feature. In terms of willingness to pay, they are willing to pay around P7. Majority have difficulty in availing healthcare services and finding employment but the primary issue is not in terms of inaccessibility directly but more in terms of actual cost of goods due to lack of employment. 77% attribute their difficulty towards the cost of availing of these goods and services. In the process of RRL, the recurring themes that came up were: 1) sustainable transportation related to sustainable targets and sustainable legislation for transportation and land coordination policies/ designs, inter and intra-agency collaboration approach, agency prioritization and allocation process; 2) Energy efficiency, probably because of increasing oil prices and environmental health consideration. In addition are: multi modal mobility, multi-stakeholder approach, human patterns of movement, predictability of movement of goods and people and minimizing costs. In terms of barriers and enablers, they searched policy, economics and socio-cultural in literature. The recurring challenge in terms of policy was most of our regulatory frameworks are uncoordinated, fragmented, unsustainable and do not offer support for the development of sustainable pro-poor mobility structures. In terms of economics, current economic incentives are mostly private sector biased;


27

mobility models are designed not to cater to human needs but for profit. Lastly, in terms of socio-cultural, urban development and transport system designs in Metro Manila are out of sync with patterns of settlement, human ecology, consumer behaviors, and unsustainable land and resource planning.

Lastly, she presented a graphic representation of their main point, how the

mobility designs are not in sync with the way people move. . The main goal of this New Mobility SE search through a human-centered design process is to understand the minds of the people and how goods and services should be delivered sustainably to cater the needs of the vulnerable. The study wants to understand how policy makers, urban planners and transport specialists envision the way cities are built, how transport systems are developed, how we think and re-think the way we construct Metro Manila. Understand first what do we make out of our cities and why has Metro Manila evolved into what it is today before going to the drawing boards and conduct urban planning. She reminded everyone the need to look at what is viable and feasible in designing mobility infrastructures. Look also at what is desirable and what caters to the actual needs of the people. It is often seen that the transportation systems shape the way people build their cities, but tend to neglect that it is human patterns of behavior and cultural activities that are at the center of how urban development should be designed. As Metro Manila reaches to a point of exponential growth, human needs dramatically change simultaneously with it. She wanted all to ensure that things fit like a puzzle and that city and mobility infrastructures are built central to human progress. Otherwise the country will continue to become fashion victims.

XI. Open Forum

QUESTIONS/ COMMENTS ANSWERS/ RESPONSES Benjie dela Peña: Acknowledged representatives from Intellecap (Manish Shankar and Bharat Bongu) who are also grantees of the Rockefeller Foundation. How do you solve people who say it is cheaper to buy 2-wheel MVs than commute or use public transport?

Randolph Carreon: key is to provide a better public transport system

Some considerations from Niña Zialcita of People Power Institute:

a) Goal is to promote walking, goal of mobility really is to make cities more walkable in the sense that you are not endangering your lungs, breathing in toxic air etc.

b) When mapping out transport hubs and terminals, please also consider flood zone areas. When we speak of the poor and vulnerable, everyone is vulnerable in flooding. It is safer


28

to ride a pedicab than ride vehicles during flood.

c) Consider also senior citizens and PWDs in mapping out the hubs. What will be the convenient options for them?

d) Examine the option of not moving at all and not just moving around. Conduct dialogues to encourage carpooling and telecoms. Give incentives for carpooling and encourage people to conduct business online more and discourage 3-hour long meetings. Look for alternative modes of working that donot involve moving and open up additional avenues to do things and give options than having to travel.

e) Once the mapping is available online, please share it with us. There are available similar mapping activities but for different goals or collaboration.

Comments from Sheila Napalang from UP-NCTS: a) Agree on inclusive transport that are accessible to everyone including women and PWDs

b) Informed everyone that the National Government has adopted an Environmentally Sustainable Transport Framework. She suggested looking at this framework and discovering how to mainstream this. There are many policies available out there but making it more digestible is important as well as making it accessible to people who will be using this.

c) Access to the maps. If maps are available only in the internet, it may not be very useful. Printed copies may be more practical to be posted on barangay halls and are much acceptable to people. She provided an example on their study in Cebu where taxi drivers are willing to pay more to get info on traffic areas and where to get passengers.

1) Benjie dela Peña: Maps on the internet are in open data format meaning any machine can read the data and interpret. He gave the example of Kibera in Africa, created by citizens using GPS data. The idea, similar to the open street map concept, was to take the data and turn it into a platform that people can build things on in a form that people use like text messaging.


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2) Dr. Segundo Romero: He aspires to come up with large maps to be put up in public places. But in order to do this, there is a need to gather information first and translate the information to a form that can be easily understood by the public. Next is to print them out in different sections to be given to the private sector and be placed in big ad spaces like the ones found in SM Malls. However, to be able to do this properly, collection of data was deemed to be most crucial.

d) Poor and vulnerable framing problem because poor may not be vulnerable and vice versa. What they need is access to information to have choices. We make the decision based on the information available to us. Some know but sometimes they do not have a choice. Information is power

e) What are necessary to be included in the map? There may be confusion in terms of name: barangay, sitio. Recommended to use big landmarks rather than street names.

XII. SMART Mapping Uncharted Connection Points in Metro Manila: The Participatory Mapping Workshop Approach and Process Ms. Susan Zielinski, Managing Director, SMART Centre University of Michigan

Ms. Zielinski directly pointed out the core of this mapping exercise, which is how

to customize and select people to map on and people to map with. This exercise brings together people that provide better representation of citizens or the community and not just planners. This evolved in a 4-step program. It starts by bringing together the private sector, small entrepreneurs, NGOs, planners, government from a wider range (e.g. social services, innovation, IT, economic development, tourism, finance, marketing). They all need to come together and understand that the need for mapping is the first step. Mapping essentially to create a tool, which people can dissect. Usually people talk about what is not working but in mapping, people need to see it the other way by identifying what works great and positive and exciting. Instead of presenting negatives, present them as challenges that will be solved. During the exercise, participants must build on what is there, preload all the different modes of transportation, overlay everything (tricycles, airports, boats, PUJs etc.) and look at connections. Eventually the exercise will reveal a mobility grid. Next, participants must identify where they can pilot their ideas. It is just a matter of identifying what you want to accomplish. It hopefully aims to raise economic opportunities by identifying opportunities for economic development. She asked for a shift in mobility language to a more positive outlook. She also deemed it important to create a vision and multiple ideas in order for the


30

mapping exercise to work. This interactive exercise ultimately builds communities and when hooked up with GIS, it tells a story to policy makers.

XIII. The Way Forward for the New Mobility Project: Building a New Mobility Constituency Dr. Segundo Joaquin Romero, Director, iBoP Asia Program

Dr. Romero was keen to see stakeholders interested in getting this project forward. ASoG through iBoP Asia offers a series of forum by people can habitually discuss new mobility. The event we are having is a large forum. The Project will be conducting several medium, small and large fora over the next several months to pursue this discussion. He informed everyone of a mapping project using SMART mapping framework and on-line platform as well as coordinating work. He was certain that stakeholders are out there just waiting to be organized. He hoped to bring in more people than the usual and be able to use the convening power of the academe.

The event ended at around 4:00 pm with everyone invited to attend the pilot

New Mobility Mapping Workshop led by University of Michigan-SMART Centre the following day.

ANNEX A List of Participants

ANNEX B Eagle Eyes Articles

Annex B ____________________________________________________________________________________

New mobility1

Last week I began a new series of columns on the transportation challenges of Metro Manila, proposing a change of paradigm from understanding our current problem to be one from traffic to a transportation, or better still a mobility, perspective. When I sent that first column to Fr. Jett Villarin SJ, president of the Ateneo de Manila, he reminded me to also propose solutions to the problems I exposed. That is exactly what I do in today’s column, written again with the research collaboration of Christian Laluna and the Innovations for the Base of the Pyramid team of the Ateneo School of Government which is implementing with the Metro Manila Development Authority a Rockefeller Foundation-sponsored project on Manila’s transportation challenges. In this column, I propose an overall vision for solving our transportation challenges, a vision defined by a concept I introduced last week, that of “new mobility.”

New mobility’s convenience and reliability is rooted in a simple phrase used by Susan Zielinski of University of Michigan’s Sustainable Mobility and Accessibility Research and Transformation: “More choices, more connected choices.” Breaking it down, Zielinski describes new mobility as “open source, multi-modal, multi-service, IT-enhanced user focused, socially equitable, aesthetic livable whole systems transportation.” It combines innovative transportation and communication technology with smart urban planning, human-friendly engineering and design, and an emphasis on social equity, so that the poor, the handicapped, the young, and the old (and yes, the rich, too!) can get anywhere in the metro for work and play, even without a motor vehicle of their own. The real game changer, according to Zielinski, is what turns “public transport” into “urban mobility”: modality and seamlessness. It’s connecting all the mobility options of the metro—cars and bikes, buses and trains, modes and services and technologies, public and private—into a smooth-flow network that anyone can use, so that there’s no place in the city that you cannot get even without a single occupancy vehicle.

The technology of this future already exists today, thanks to the innovative drive of cities similar to Metro Manila, plagued by their own mobility woes, but refusing to surrender to them. Bus Rapid Transit, known also as Busways, for example, was pioneered by the Brazilian city of Curitiba in 1974, but has seen wide adoption (Zelinski describes it as “gone viral”). BRT uses full-time bus-exclusive lanes to practically turn buses into trains: a continuous, flowing service much like the LRT/MRT, but without the heavy construction and investment costs of city rail systems.

I have seen the effectiveness of a BRT system as I have used it in Jakarta where the TransJakarta Busway is designed on the simple concept of building elevated platforms (operating as bus stations) where passengers get on and off the buses. Other places where BRT has successfully been introduced include Bogota (Colombia), Guangzhou (China), Istanbul (Turkey), Sao Paolo (Brazil), Mexico City, Seoul (South Korea), Adelaide (Australia), Los Angeles (California, USA), and Portland (Oregon, USA). The Transmilenio BRT in Bogota carries more passengers than 95 percent of the metro (subway or light rail) systems in the world and they built Phase 1, all 41 kilometers, in just 8 months. In Metro Manila, the best roads to pilot a BRT system are C-5 (already in

1 http://www.manilastandardtoday.com/insideOpinion.htm?f=2011/november/8/tonylavina.isx&d=2011/november/8

http://www.manilastandardtoday.com/insideOpinion.htm?f=2011/november/8/tonylavina.isx&d=2011/november/8

http://www.manilastandardtoday.com/insideOpinion.htm?f=2011/november/8/tonylavina.isx&d=2011/november/8

Annex B ____________________________________________________________________________________ the plans of MMDA) and Commonwealth Avenue where BRT would be a much faster and cheaper solution to the planned Light Rail Transit line for that roadway. Indeed, aworld-class BRT service can be built faster with full roll-out counted in months, not years, for just a third of the cost of fixed rail transit.

Another emerging urban transport technology or practice is “fractional use” where people, instead of owning their own vehicle, can instead rent a personal-use vehicle for any amount of time for the day. For example, Zipcar (www.zipcar.com) in the United States offers standard fuel or hybrid-engine and electric cars for rent to service members. It’s like time-sharing for cars. Thanks to economies of scale through fractional use, members thus enjoy lower mobility costs than if they had to own and maintain their own vehicle. France and a few countries in Western Europe are experimenting with peer-to-peer car sharing, where anyone can share their car and get paid for the use. Yet cars need not be the only product offered: fractional use has also been used with bicycles (both human-powered and electric) or rickshaws, which are perfect for getting around an area like the Makati or Ortigas Central Business Districts, without taking up too much parking and road space. There are many very successful bike sharing systems around the world, including Paris’ Velib; Washington D.C.’s Capitol Bikeshare; Mexico City’s Ecobici and Montreal’s Bixi. Nearer to home, Guangzhou’s bikeshare is integrated with its BRT and metro systems and you use the same fare card to pay for either. India is contemplating a roll-out of bike-sharing services as part of massive national investment in urban infrastructure.

These transportation systems should be smartly networked, and also take advantage of new technologies or other infrastructure, to increase their convenience and ease of use for the general public. Zipcar, for example, uses apps installed on iPhones as part of its service. In China, you can also shop and pay for other services using the Yan Cheng Tongvalue card. Here in the Philippines, SM movie houses are taking advantage of cellphone-swiping to claim cinema seats, and a similar service was once offered on the MRT. An entrepreneur can easily take advantage of Metro Manila’s telecommunications and Internet infrastructure to enable a fractional ownership mobility service for use by anyone from Ayala Alabang to Tondo.

Lets imagine what can happen with new mobility. Take anyone of my law students (I teach in the University of the Philippines College of Law in Quezon City, Ateneo School of Law in Makati, De La Salle College of Law in Manila) living in Alabang, who has her own car but hates the traffic jams along C-5, Edsa or South Super Highway. Instead of driving all the way to Quezon City, Makati or Manila, she could take the South Luzon Expressway (SLEX) to a convenient multimodal transportation hub in SLEX that has been constructed to network mobility options. She can park her car at a garage in this hub (or use a web-enabled, real-time ridesharing program like www.goloco.comor www.pickuppal.com), and take the C-5 BRT, EDSA MRT or TAFT LRT which connects to other options for her ultimate destination. Of course, it would even be better, if at some point, we are able to connect this hub through bicycle lanes that bring my student directly from and to her home - and even better still, at the end of the BRT/MRT/LRT lines, such bicycle options also exist.

This vision of the future for Metro Manila, enabled by new mobility, shows how good policy and smart thinking that brings together public efforts, private-sector innovation and social entrepreneurship can address our transportation crisis. The Ateneo School of Government hopes to move this along in January 2012 when we convene a mapping exercise with stakeholders and launch the new mobility program with MMDA. In working together, we secure our mobility future and renew our city.

Annex B ____________________________________________________________________________________

Moving Metro Manila - Eagle Eyes by Tony La Viña

Date posted: 2012-02-01 14:59:48 With this column, I resume the series on the transportation challenges of Metro Manila. I started the series last October written with the assistance of colleague Christian Laluna, If readers recall, I emphasized in the first two columns of the series the importance to re-frame what we are facing in our metropolis, moving away from a traffic paradigm to seeing the challenge from one of transportation and mobility. This is an opportune time to raise transportation issues once again given the positive developments last week in the Metropolitan Manila Development Authority, led by Chairman Francis Tolentino, which finally got all the local governments in the region to agree to a unified traffic ticketing system. Today also, in its Loyola Campus, the Ateneo School of Government is formally launching the New Mobility SMART (Sustainable Mobility and Accessibility, Research, and Transformation) Mapping Activity, an opportunity to invite Metro Manila to sit down together and rethink how we get about our cities, between our homes and our destinations, and begin the transformation of our megacity from its present gridlock to a vision of mobility for all: Equitable, economical, environment-friendly, and efficient. It is part of ASoG’s efforts to unlock the full potential of Metro Manila, of its infrastructure, and of its people―especially the urban poor. It is acknowledged that the poor depend on publicly available mobility options more than the rich for employment, security, health, socialization, and leisure purposes. It is how they get to work, school, other family and friends, and meet their own needs and developmental goals. Without public transport, notes an Overseas Development Institute report on the subject, the poor are cut off from economic opportunities, denied social services like health and education, and even stripped of their voice in the public arena, because they cannot freely gather to exchange ideas and assert their rights and interest in the political sphere. Indeed, there is an overriding interest of the state to improve mobility for its citizenry, because it can improve economic efficiency and reduce poverty. Not all transportation development initiatives help the poor, though. In fact, the poor are often the first to suffer from transportation infrastructure development. Building more roads alone doesn’t necessarily help the poor because it emphasizes a priority on car ownership, which Metro Manila’s urban poor cannot, or can barely, afford. Moreover, the right-of-way needed to construct these roads all too often run through urban poor communities, displacing them from their homes, and often times without relocation to an area of their convenience. The poor do have alternative options for getting around the city other than private cars or public transport. Bicycles have become an increasing sight on roads all in the Metro mostly used by security guards and construction workers but there are no specific lanes dedicated for them except in Marikina, a laudable foresight for the city. Bikers have to share the same road space as vehicles, with detrimental safety effects. Worse yet, most drivers act as though they feel entitled to the road, and consider bikers a nuisance to be rid of―not a mobility-friendly attitude among those lucky enough to own their own vehicle. In addition, those who are lucky enough to be in walking distance of their

Annex B ____________________________________________________________________________________ destinations usually do not have good pedestrian facilities. Gender and age also play a role in patterns of mobility, and the corresponding mobility price. Studies show that women are often household managers and caregivers for children or the elderly, and their trips are more frequent and irregular than the 9-5, work-to-home commute of the average breadwinner. This means that they have higher mobility costs, measured either by bus/jeep fares or gasoline budgets. Children, the elderly, and the handicapped often require assistance to use public transportation―the steep steps and elevated doors of buses, for example, prevent the use of wheelchairs, and make the use of crutches and walking sticks a difficult, even painful chore. Overcrowding these buses during rush hour only adds to the undeserved burden of the infirm and elderly. Finally, as is in the nature of poverty, it is the poor who are the most vulnerable to shocks and dislocations to the transport network. We see this every time heavy rains drench Manila, or a transport strike erupts. Often running on a tight budget, when the buses or jeeps become unavailable on a given route due to flood or strike, commuters might not have enough money for pricier options such as point-to-point and route-FX taxis, or to take alternate, operating routes. Also, increasing gas, toll, and commodity prices often drive bus and jeep fares up, impinging further on limited wallets. While we have discussed transportation and poverty as it affects the poor from the demand side, we cannot ignore the supply side of the equation. The employees of bus companies are nearly always of the same social and economic strata as their passengers, while jeepney and tricycle drivers either own their vehicle or drive on behalf of the owner, usually a relative. In either case, these people are also dependent on the transport industry, but with an added twist: as the pressures of population, economy, technology, and politics transform Metro Manila mobility, these drivers and operators will see the basis of their income change as well. They may be resistant to the added costs of new initiatives, like improvements to engines, or making their vehicles handicapped-friendly, especially when they feel it will come out of their pockets. Fearing a negative impact to their jobs or their incomes, they would form the basis of any inertia against changes to the transport sector. We must be therefore fair: any changes proposed for Metro Manila bus, jeepney, and tricycle services should also benefit the drivers and operators who depend on this industry for their income. It does not take rocket science to get this done. Later in these series, I will make specific proposals about what could be done. This is the challenge to policy-makers and other stakeholders of urban mobility: We have to expand the options available for mobility, introduce new methods of getting around the Metro, and make them safe, economical, and easy-to-use for the marginalized: the poor, the old, women and children, and the handicapped. Even as we do this, we have to ensure that those who work in the transport sector can find dependable income and social security from their line of work. And it can only be done when everyone, driver and commuter, policy-maker and citizen alike, can raise their voice and join hands in the same arena. This is what Ateneo School of Government’s New Mobility initiative is all about. With the support of the Rockefeller Foundation and in partnership with the MMDA, New Mobility (we nickname it NeMo) is about making the business of mobility work: sustainably, efficiently, and economically. We need the right incentives: on the demand side, for flexible personal mobility through multiple options, and economic convenience and ease of use; on the supply side, for sustainable income, disciplined driving, an emphasis on

Annex B ____________________________________________________________________________________ the need of the customer-commuter for reliable transit options, and openness to reform, improvement, and innovation. Through NeMo, we hope to contribute to the transformation of Metro Manila into a megacity truly on the move.

ANNEX C The iBoP Asia Program

Ateneo School of Government 3/5/2012

1

Catalyzing New Mobility in Cities:

The Case of Metro Manila

Project Launching

Ateneo de Manila UniversityJanuary 31, 2012

with generous support from

The iBoP ProgramSegundo Eclar Romero, PhD

Director, iBoP Program

Ateneo School of Government


2

The iBoP Concept

“Innovations at the

Base of the Pyramid” in

Southeast Asia (iBoP

Asia)

Two Concepts of BOP

• A socio-economic designation for the 4-5 billion

individuals that live primarily in developing

countries and whose annual per capita incomes

fall below $1,500 (in PPP terms); and

• An emerging field of business strategy that

focuses on products, services, and enterprises

to serve people throughout the base of the

world's income pyramid.

• Both concepts are also often referred to as the

“Base” or "Bottom of the Pyramid" or the "BoP".

• -- http://www.brinq.com/resources/bop

http://www.brinq.com/resources/bop


3

• Above the BoP are the MoP (Middle of the

Pyramid: annual incomes between $3,000 and

$10,000) and ToP (Top of the Pyramid: incomes

above $10,000 per year). Examples of ToP

populations would include much of the U.S.,

Europe, and the economic elite throughout the

world, while examples of the MoP would include

poorer people in developed nations as well as

the rising middle class in the developing world.

• -- http://www.brinq.com/resources/bop

The Base of the Pyramid (BOP)• A 5 trillion dollar, 4 billion person market with significant

unmet needs

• 4 billion low-income people – the majority of the world's

population – constitute the base of the economic pyramid

(BoP). They live in relative poverty with an annual income

below $3,000 and have significant needs resulting from,

or impacting, climate change, the digital divide,

malnutrition, hunger, health, poor sanitation or access to

water.

• Today's individualistic approach is collectively inefficient

and, together with the dependency on donations, leaves

the BoP fallow.

• Low-income does not mean no income. Together, they

have substantial purchasing power and represent a $5

trillionglobal consumer market[1], suggesting a range

opportunities for market-based approaches to better meet

their needs and empower their entry into the formal

economy.

http://www.brinq.com/resources/bop

http://www.openlotus.org/cms/the-need--base-of-the-pyramid/base-of-the-pyramid.html


4

iBoP Stakeholders

• Engage government, private

sector, non-government, and

international sectors: redirect,

catalyze, and synchronize the

creative energies

• Engage the poor and

vulnerable sectors in

Southeast Asia towards their

own development

• The Program was established

in 2007 with Dean Antonio La

Vina as concurrently its first

Director

SEA countries

• The region is moving towards regional

integration (ASEAN 2015) as many SEA

countries have attained high economic growth

trajectories

• Increased innovation capacity in in Singapore,

Malaysia and Thailand drive this economic

growth and other countries aspire to jumpstart

their own innovation systems.


5

• Innovation policy in Southeast Asia, however, is

more focused on economic and industrial

development and less on poverty alleviation and

inclusive development.

• As economic growth increases, inequality also

increases and the poor and vulnerable suffer

unequal access to resources, basic services,

and employment opportunities.

Innovations for Inclusive Development

• Innovations must be purposively geared

towards inclusive development.

• “Innovations for inclusive development” (IID) is

understood as “innovation that reduces poverty

and enables as many groups of people,

especially the poor and vulnerable, to

participate in decision-making, create and

actualize opportunities, and share the benefits

of development.”


6

The iBoP Asia Program currently pursues a two track program

• Universities and Councils in Innovations for

Inclusive Development in Southeast Asia

• New Mobility in Metro Manila

Early Insights

• Los Banos farmer, Purok Centro community

• Telecom – 97% with celfones and save time but

…

• Need to innovate and reinvent intermediaries,

including governments and universities)

• iBoP is about mindshift


7

Other Program Areas of

Concern• The iBoP Asia Program is a new program.

• It aims to seek other opportunities and

pathways for promoting inclusive development,

including mobility, by enlarging its project

portfolio by seeking new partners and new

pathways towards inclusive development.

The iBoP Team

• Within the Ateneo School of Government, the

iBoP Program belongs to the “Poverty” Key

Practice Area, with Assistant Dean Mary Jean

Caleda as focal person.

• The Director of the iBoP Program is Dr Segundo

E Romero. The Program Resource Group (that

provides support at Program as well as joint

support for the projects) consists of Ms Jessica

Bercilla, Senior Research Associate, Ms Cddqa

Rogel, Communications Associate, Mr Andre

Quintos, Web and System Administrator, and

Kristian Torres, Project Associate.


8

iBoP Project Teams

• The UNIID-SEA Project Manager is Ms Grace

Santos, assisted by Ms. Lilac Caspe.

• The New Mobility Project Manager is Dr

Danielle Guillen, assisted by Mr Lorenzo

Cordova Jr, Research Associate.

• The iBoP Asia Team is a multidisciplinary team

that works with various centers in Ateneo such

as the Ateneo Innovation Center and the Ateneo

Center for Social Enterprise, various private

sector, non-governmental organizations, and

international organizations.

Volunteers, OJT, Dissertation, Thesis-writers, Practicum Students

• The iBoP Team encourages students,

volunteers, senior citizens, and other citizens to

participate in its programs and activities. The

iBoP Team is committed to providing

opportunities for service, learning, and

fulfillment to its stakeholders and partners.

ANNEX D Universities and Councils Network for

Innovation for Inclusive Development

in Southeast Asia

3/5/2012

1

Universities and Councils Network

for Innovation for Inclusive

Development

in Southeast Asia (UNIID-SEA)

REGIONAL CONTEXT: SOUTHEAST

ASIA

Spectacular economic growth and

increased poverty reduction over the last

3 decades.

Rising inequality

(Gini coefficients of SEA countries: .34 –

.44)

3/5/2012

2

REGIONAL CONTEXT:

INNOVATION and DEVELOPMENT

The innovation trajectory that led to rapid growth in SEA

(most evident in Singapore, Malaysia, Thailand) has tended

to exclude the poor and the social challenges that they

face, which exacerbates poverty and inequality.

Photo from www.sxc.hu

REGIONAL CONTEXT:

INNOVATION and DEVELOPMENT

Social justice, equality

and human rights are not

deeply embedded in

innovation systems and

social/ political structures.

Development = economic,

industrial growth; social

development only

secondary.

http://www.sxc.hu

3/5/2012

3

A NEW PERSPECTIVE:

INNOVATION FOR INCLUSIVE DEVELOPMENT (IID)

IID is understood as

“innovation that reduces poverty

and enables as many groups of people,

especially the poor and vulnerable,

to participate in decision-making,

create and actualize opportunities, and

share the benefits of development.”

Innovation for all, by all.

UNIID-Southeast Asia (UNIID-SEA) was conceived by the Innovation at the Base of the

Pyramid in Asia (iBoP Asia) Program of the Ateneo

School of Government and IDRC to:

Facilitate university and research council

reinvention for IID by integrating IID in the

core missions of teaching, research and

extension (university), and priority setting,

grant making and policy making (councils).

Establish formal and sustainable

partnerships and collaborations between

SEA universities and research councils, to

foster innovation research that links to/

informs social policy.

Form the UNIID-SEA Network of

universities and councils, and connect to

other UNIID networks (South Africa, Latin

America, South Asia).

3/5/2012

4

UNIID-Southeast Asia (UNIID-SEA), in the long

term,

aims to foster

Multidisciplinary, multi-stakeholder

and multi-level (national, regional,

global) approaches, mechanisms and

partnerships towards IID.

UNIID-Southeast Asia (UNIID-SEA)Identified partners and core network members

Ateneo de Manila University (PHL)

School of Science and Engineering and

School of Government (LEAD ORG)

Chulalongkorn University (THL)

Department of Urban and Regional

Planning

and Graduate School of Technology and

Innovation ManagementInstitut Teknologi Bandung (IND)

School of Architecture, Planning and

Public Policy

Hanoi University of Science and

Technology (VNM)

Faculty of Economics and Management

National Research Council of the

Philippines (LEAD ORG)

UNIVERSITIES COUNCILS

National Research Council of

Thailand

Dewan Riset Nasional-Indonesia

National Council for S&T Policy

- Vietnam

3/5/2012

5

UNIID-Southeast Asia (UNIID-SEA)Network structure

NRCPASoG

HUST

AdMUChula

ITB

Technical Committee

UNIID-SEA Project

NRCT

NRCV

DRN

CONNECTIONS: a) Intra- and inter-

university

b) Intra- and inter-council

c) Universities-Councils

SUPPORTED BY:

Regional knowledge-building and

Information sharing platforms.

UNIID-LA, UNIID-South Africa, UNIID-South

Asia

UNIID-Southeast Asia (UNIID-SEA)Key components/ activities for 2012-2015

Knowledge- and

Capacity-building- Baseline study of SEA

universities and councils

- Multidisciplinary IID Course

Module and Open Courseware

dev’t and piloting

- Social Innovation Lab (TBC)

- IID Conferences with faculty

& students

IID Research Support- IID Research Awards for

Universities

- Innovation Challenge with

Engineers Without Borders-

Australia (in the pipeline)

Link to Policy- IID Workshops with

Councils

- University-Council linkage (i.e. harmonizing R&I agendas;

policy research collab)

- IID Agenda for ASEAN 2015

Network-building- UNIID-SEA and UNIID

Global Consortium

3/5/2012

6

UNIID-Southeast Asia (UNIID-SEA)Work Program for 2012

Major Project ActivitiesYEAR 1

Q1 Q2 Q3 Q4

Baseline study of universities

and universities in SE Asia

Dev’t of web portal

(UNIIDSEA.ibopasia.net)

Project launch and Planning

Workshop with partners

(APRIL 2012)

Dev’t of IID Course Module and

Open Courseware

IID Research Awards for

Universities

Workshop with Councils

UNIID-Southeast Asia (UNIID-SEA)Project Team

National Research Council

of the Philippines

Dr. Segundo Joaquin RomeroProgram Director, ASoG-iBoP Asia

Program

Mary Grace SantosProject Manager – University Component

Lilac CaspeResearch Associate

Marie Cddyqa Jaya RogelCommunications Associate

Dr. Cecilia ReyesExecutive Director, NRCP

Project Manager – Council Component

Carmen Moreno Project Associate – Council

Component

Dr. Ellie OsirSenior Program Specialist

Southeast and East Asia Program

3/5/2012

7

UNIID-Southeast Asia (UNIID-SEA)

Visit our web portal:www.ibopasia.net

Contact us:Dr. Doy Romero: [email protected]

Grace Santos: [email protected]

Trunklines: +632 426 6001 local 4639 or 4646

Telefax: +632 929 70 35

http://www.uniid.ibopasia.net

mailto:[email protected]


ANNEX E Catalyzing New Mobility in Cities Project:

Finding New Mobility in Metro Manila


1

Catalyzing New Mobility in Cities:Finding NewMo in Metro Manila

Project Launch

SDC Auditorium, Social Development Complex, Ateneo de Manila University January 31, 2012


Background and Purpose

• The Search focuses on the 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.

Mobility – is both the ability of a person (including

the goods that the community needs) to travel to

destinations of choice and the amount of movement

and time necessary to do so.

Transportation- is the movement of people, animals and goods from one location to another. The field is divided into infrastructure, vehicle and operations.

Some conceptsNew Mobility• an initiative that is multi-disciplinary, multi-sector, top-bottom, bottom-up approaches like social enterprise innovations in mobility addressing a socially inclusive transport sector

• incorporates the dimensions of sustainability in transportation such as social equity, economic, financial, health, ecology, physical environment, air quality, noise and climate change

• based on the premise that as complexity increases, the notion that a single solution to solve transportation challenges decreases

An engineer may envision solutions that include infrastructure or fuel but may not link them enough to urban design, policy and community behaviour.

An urban planner may develop ground-breaking approach to land use and urban design without paying much attention to new services like car-sharing, bike sharing etc.

An IT developer may come up with unique system to fare payment, journey planning or traffic mgt. but may not spend time on linking to land use policies.

Goals & Objectives

• To develop a new platform, resource centre, and enabler of innovation for purposes of governance ensuring socially inclusive mobility in the region.

• to utilize and complement existing studies by initiating a metro-wide conversation among stakeholders to introduce New Mobility and find out how the stakeholders envision the future of transport system in Metro Manila.


2

Objectives

•to determine through research the impact and cost of the current public transport system on the poor and the vulnerable sector of the society (including BPOs)

• to identify new or emerging entrepreneurial or livelihood opportunities in the transport sectorresponsive to the needs of the poor and the vulnerable sector

Finding “NewMo” (New Mobility) in Metro Manila

essentially means taking myriad steps that all lead to a paradigm shift—• by looking at the big picture •focusing on people’s needs and wants especially that of the urban poor and the vulnerable groups•evolution of transport as attention turned to energy efficient mobility models, shared transport schemes and community owned transport.

NewMo Forum Series : Let’s Talk NewMo

• is a venue for people to habitually meet to share information, ideas, insights, and initiatives for taking action at the community level and increase the advocates of better mobility and access to transportation in Metro Manila-especially for ordinary Manileña, the poor, and the vulnerable.

•GOAL : to sustain a conversation among these stakeholders about how citizens can be empowered to shape the patterns of mobility and access in Metro Manila to be more inclusive

•CHALLENGE: to promote non-motorized transport (NMT) such as walking and biking, public transport (paratransit, buses, BRTs and trains), elimination of unnecessary travel through the smart use of traditional and cyber communications

NewMo Forum Series : Let’s Talk NewMo

Researching NewMo in Metro Manila

Through research, the Project will

•explore how the current public transport system affects the poor and vulnerable populations of Metro Manila by mapping the current public transport system;

•Understand the mobility patterns, cost and issues of the poor and the vulnerable groups;•Seek new or emerging entrepreneurial or livelihood opportunities responsive to their mobility needs.

Engaging the General Public for NewMo

Mapping for Inclusive Mobility: Pinpointing Transport Hubs and Terminals

-this activity aims to build a community of people wanting to create a platform or build on available platform to improve information generated in maps for seamless multi-modal connections would benefit not only the poor and the vulnerable groups but the general public


3

Search for “NeMo” Business Models: “NeMo” Social Enterprise and Social Innovations Awards

•To surface enterprising solutions to solve social mobility problems• To engage different stakeholders in solving pressing mobility problems in the megacity especially that of the poor and the vulnerable sector•To document existing social enterprises in the transport sector and generate innovative ideas that address mobility problems and needs.

iNewMo

1.inquiries2.information3.interest4.insights5.initiatives6.innovations7.interconnections

Thank you!

Please contact:Marie Danielle V. Guillen, PhD.ManagerCatalyzing New Mobility in Cities: The Case of Metro Manila ProjectiBoP Asia ProgramAteneo School of GovernmentTelefax: 9297035Email: [email protected]

ANNEX F Mapping for Inclusive Mobility:

Pinpointing Transport Terminals and Hubs


1

MAPPING FOR INCLUSIVE MOBILITY: Pinpointing Transport Terminals and Hubs

LORENZO V. CORDOVA, JR. EnP

Catalyzing New Mobility in Cities: The Case of Metro ManilaProject Launch

SDC Hall, Social Development Complex, Ateneo De Manila UniversityJanuary 31, 2012


KEY CONCEPTS

Modes of Public TransportationPublic Transport HubsPublic Transport TerminalsInformal Transport Terminals Engaging stakeholders in mapping


2

Modes of Public Transportation in Metro Manila

Each plays major role in mobility especially of the poor and can eithercompete or play complementary role to other forms of publictransportation

Public Transport Hubs


3

Public Transport Terminals

Informal Public Transport Terminals/ HubsAreas that are public or privately owned used by motorized andnon-motorized public transportation vehicles as terminals, buthave no clear legal provision and or local governmentordinances that support its existence.


4

Pinpointing Public Transport Terminals and Hubs

We know they exist, but we lack readily available and accessible information where they are.

Mapping requires much time and resources.

Metro Manila have complex and diverse transportation modes.

Lack of capability of LGUs and other government agencies to produce up-to-date maps

Unaccounted public transport terminals and hubs.

Commuting in the Metro

Connection points?

Choices?

Efficiency?


5

MAPPING FOR INCLUSIVE MOBILITY

Locating and mapping transport terminals are crucial in order to assess the mobility problems and opportunities in Metro Manila.

Improving information generated in maps for seamless multi-modal interconnections would benefit not only the poor and the vulnerable groups but the general public.

Build a community of people wanting

to create that platform or build on

available platform.

Tricycle terminals are located in many areas in the Barangay.Bus uses vacant lot and roads as terminal.The jeepney also uses the roadsides, vacant lots and rotonda as terminals

Terminals (tricycle, jeepney, and bus)

in Brgy. Bagong Silang, Caloocan City


6

Findings:• Excess of tricycle terminals (using walkability distance from HLURB of 200m)• Tricycle terminals are either on the streets or shares space with pedestrian sidewalks

Intermediation platform – “enabler”


Individuals and organizations as contributors

Users


7

MOBILITY MAPPING – HI-TECH AND HI-TOUCH METHODS

• Some applications of ICT and existing web-based platforms:

OpenstreetmapGoogle Map MakerSeeClickFixCyclopathWazeInteraksyon.com & MMDA


8

POSSIBLE INFORMATION FROM STAKEHOLDERS

• Mode of public transportation (tricycle, pedicab, jeepney etc.)• Location of terminal/ hub • Name of TODA, JODA, PODA etc. • Number of members• Destinations/ Routes• Time of operation • Facilities and services available in the terminals/ hubs



9


• Expand useful data available data for decision-makers while enabling much broader spectrum of citizens to actively participate in citizen science in their own communities, and to contribute their collective opinions and decisions.

• Locating and mapping these hubs and terminals will improve the quality of information through collaborative public process.

• Increase awareness among stakeholders of mobility in Metro Manila especially the users of public transportation.

• This method increase efficiency to the generation of data and reduce costs.


• A community of people wanted to create or build on existing platforms (“Prosumers”);

•Maps generated will be made available on-line -a community resource and not proprietary in nature;

• Should be able to generate discussion streams on the state and improvements of the transport system of Metro Manila.

• This is an evolving activity – new approaches may become available over time


10

THANK YOU!

ANNEX G Search for New Mobility

Business Models in Metro Manila


1



New Business Model Search


Best “NeMo” Social Innovation Concept Awards

• The entries in New Mobility social

innovations concepts/ideas and

solutions should be inclusive and at

the same time responsive to selected

mobility problem(s). The process is

solution-seeking task.


2

What Innovation?• 'Product innovation’ – ideas on changes in the

things (products/services) addressing mobility

issues

• 'Process innovation’ – ideas on changes in the

ways in which mobility products and services are

created or delivered

• 'Position innovation’ – ideas on changes in the

context in which the new mobility

products/services are framed and communicated

• 'Paradigm innovation’ – changes in the

underlying mental models that address new

mobility issues

Adapted from 4Ps of Innovation by John Besseant and Joe Tidd

Humanitarian Innovation Fund

Best “NeMo” Social Enterprise Awards

• The entries in best existing or

emerging social enterprise in the

transportation sector should be

responding to selected new mobility

problem(s) ,especially that of the poor

and vulnerable

• The entries must reflect sound

management and should be properly

documented

http://www.humanitarianinnovation.org/innovation/types























3

Specific Criteria for the Social Enterprise Awards

• Must be a social enterprise

• Must have a specific a

business model addressing

New Mobility concerns in

transportation of the poor

and vulnerable


• Must have a business model where

capabilities of the business,

public and citizen sector are

leveraged to deliver needed

goods and services to

marginalized populations such as

the Base of the Pyramid (BoP) with

the achievement of multiple

bottomlines as the end goal.


4


The multiple bottom lines of the business

model include (but are not limited to):

• Surplus or profit generation, where profit is

reinvested for the gain of the stakeholders

and further pursuing the social objective

• Environmental health

• Preservation of cultural integrity and

diversity

• Capacitation or empowerment of a sector or

community simultaneously improving their

quality of life

Example: Cargo bikes of WorldBike


5

Mini-Bus Operation, Day Care Transport, Special Education Needs Transport by

the HCT Group in UK

Agency Community Transport Model and Transport Asset Management

Riders for Health


6

Non-emergency Medical Transport by Tranmedic

Example: Mobility Scooter by Rugged Tree


7

Common CriteriaPresentation

• Clear identification of mobility issues

being addressed especially with those of

the urban poor and the vulnerable groups

• Employ approaches that incorporate

principles of sustainability in transportation

that address issues in ecology, social

equity, health, finance and economy, air

quality, noise, climate

• Clear identification of challenges being

addressed and of success indicators

Schedule

• Launch : January 2012

• Formal Calls for Nomination for: mid

Feb-Mar 2012

• Committee deliberation: April 2012

• Possibility for Presentation to

Rio Entrepreneurship Summit: May

2012

ANNEX H New Mobility Initiatives of the MMDA

1

NEW MOBILITY INITIATIVES

IN METRO MANILA

ATTY. FRANCIS N. TOLENTINO

MMDA Chairman

CURRENT PROGRAMS

AND PROJECTS

2

ALUMINUM LOUVERS

GI SHEET ROOF

FICEM BOARD CLADDING

900 mm DOOR OPENING

SKYLIGHT ROOFING

ROOF PLANTERS

FICEM BOARD CLADDING

1600 X 1400 CARLIFT

6 PAX CAPACITY WITHOUT WHEELCHAIR

5 PAX CAPACITY WITH WHEELCHAIR

• 1 meter high elevated platform

• Automatic bus bay boarding gate and door with short range sensors

• Customized bus floors aligned with the boarding platform

• Manually operated ramps for the elderly and PWDs

• CCTV cameras and alarms

3

• Macapagal Avenue

• Commonwealth Avenue

• EDSA (February 14, 2012)

EDSA Main Avenue (South Bound)

Provides Traffic Advisories and Road Safety reminders to guide road users

4

Consolidates the 85 existing provincial bus terminals with 60

bus companies operating approximately 7,368 buses into 4

common terminals (North, East, South and South East)

NORTH CORRIDOR

EAST CORRIDOR

SOUTH EAST CORRIDOR

SOUTH CORRIDOR

6

MaramingSalamat

ANNEX I Responding to New Mobility Challenges in Quezon City

3/5/2012

1

INTRODUCTION OF

ELECTRIC TRICYCLE

IN QUEZON CITY

3/5/2012

2

1. DOE is pushing for the shifting to a more sustainable

and indigenous sources of fuel.

2. DOE is partnering with LGUs to formulate a program to be able

to help cities/municipalities acquire/adopt electric tricycles

which

will benefit tricycle drivers who are earning below the

minimum wage

will bring economic benefits from fuel savings or avoided cost

on imported oil

will have potential positive impact on the environment which

will also bring positive impact on the health of the people

3. The “E-trike Rent-to-Own Program,” will be

designed jointly by the LGUs, DOE, ADB and a

government financing institution to be implemented

nationwide.

E-TRIKE PROGRAM OF THE DEPARTMENT OF ENERGY

E-Trike

Lessor/Bank

LGU

LGU - Coop

DPOS-TRU

E-TRIKE PMO

E-TRIKE

DRIVERS

DOE PROPOSED LGU E -TRIKE RENT-TO-OWN

PROGRAM

Remits

payment to

GFI on

agreed terms

Pays E-TRIKE RENT

daily for the duration

of the loan

3/5/2012

3

The E-Trike

Program is a sub-

program under the

Fuel Sustainable

Transport Program

(FSTP) of the Dept.

of Energy

E-TRIKE DESIGNS

WITH

DIFFERENT

SPECIFICATIONS

1,500

4,404

4,510

4,787

4,821

4,262

3,103

4,419

1,850

6,460

14,750

506

8,445

3,159

3,833

24,684

2,535

0 5,000 10,000 15,000 20,000 25,000 30,000

Pateros

Taguig

Muntinlupa

Paranaque

Las Pinas

Makati

Pasay

Valenzuela

Navotas

Malabon

Caloocan

San Juan

Pasig

Marikina

Mandaluyong

Quezon City

Manila

No. of TCFranchise,

NCR 2011

98,028

No. of TC Franchise in NCR, 2011

POTENTIAL DEMAND FOR THE ENTRY OF E-TRIKE IN METRO MANILA

3/5/2012

4

1. Gradual phase-out of petrol-fed tricycles

2. Provision of incentives for E-Trike

3. Preferential franchise/route for E-Trikes

4. Exemption from number coding scheme

5. Readiness to set-up E-Trike related businesses

6. Others

DEPT. OF ENERGY’S PROPOSED INITIAL

LIST OF POLICIES/REGULATIONS/ORDINANCES

FOR IMPLEMENTATION BY LOCAL GOV’T UNITS

(ELECTRIC TRICYCLES OR E-TRIKES)

20 E-TRIKES(LITHIUM-ION BATTERIES)

• Full charge range 40-50 km

• 3 kWh battery (B units)

• Will use public street charging

• Price of e-Trike (more than $1,000)

• Full charge range 80-100 km

• 6 kWh battery (A units)

Pilot Test

10 Tricycles 10 Tricycles

• Overnight 8-hour charge at home • Fast charging in about 30 min

3/5/2012

5

Battery ChoicesLead Acid

$800Life: 200 charges

140 kg

slow-charge only

Lithium Ion

$1,500Life: 2,000 charges

40 kg

slow and fast-charge

Pilot Test

72% lighter

DAILY FUEL SAVINGS(DESKTOP STUDY ASSUMPTIONS)

for every 100 km

Base Case:

Assumptions:

20 km per Liter

5 liters for 100 km

50 Peso per liter

E-Trike:

Assumptions:

20 km per kWh

5 kWh for 100 km

>$5 or Peso 250>$1 or Peso 50

about

P20010 Peso per kWh

3/5/2012

6

RANGE RESULTS(“CONTINUOUS" RUNNING USING LITHIUM ION BATTERIES)

A1: 72.53 km

A2: 90.33 km

B4: 62.21 km

B7: 41.89 km

6 KWh battery

6 KWh battery

3 KWh battery

3 KWh battery

Antipolo – Test Drive

3/5/2012

7

TRANSFORMATION

The project is aboutcreating a new local industry and local employment

AND

Promotion of a healthful and balanced ecology

TRANSFORMATION THROUGH ENERGY EFFICIENT ELECTRIC

VEHICLE SYSTEMS – DELIVERING AN END-TO-ENDINFRASTRUCTURE SOLUTION

100,000 electric tricycles

Cost $400.0 million

Savings: $185 million per year

(500,000 liters/ day $500,000 / day)

Avoided CO2 emissions

• 400,000 tons per year

Electricity Demand

(peak-time charging)

Demand: 6-60 MW peak

Energy: 300,000 MWh

Emissions: 160,000 tons

3/5/2012

8

OUTPUT OF THE PROJECT

Complete e-Trike units delivered to

LGUs with standard 3-year warrantee

Battery supply, installation, leasing

and support infrastructure established

Efficient motor supply chain created

Public Charging stations installed in

selected areas

TARGETS (MINIMUM)

By December 2012, at least:

2 reputable motor suppliers;

2 internationally reputable battery suppliers;

6 e-Trikes suppliers with service support; and

7,000 e-Trikes operating


• 3 internationally reputable battery suppliers; and

• 15,000 e-Trikes operating


• 500 locally made charging stations installed; and




3/5/2012

9

MANAGEMENT OF THE OPERATION OF

COMPLETELY BUILT ELECTRIC TRICYCLES

DONATED BY ADB TO MANDALUYONG CITY

COMPETITIVE ADVANTAGES OF THE USE OF

E-TRIKE COMPARED TO CONVENTIONAL

TRICYCLE AS RECOGNIZED BY THE CITY OF

MANDALUYONG

1. It is environment-friendly alternative.2. It is relatively more spacious.3. Does not require changing of oil.4. Use of E-trikes is expected to be cheaper.5. It is expected to increase the environmental

awareness in the city.6. It is expected to significantly lessen air and

noise pollution.7. Has available strategic charging stations.

KEY STAKEHOLDERS

1. The Asian Development Bank As The Donor/Source Of Financing

2. Mandaluyong City As The Operator

3. Selected Individual Driver-beneficiaries

4. Passsengers

3/5/2012

10

COMPLETELY-BUILT E-TRIKE UNIT DONATED BY THE ADB

3 KILOWATT MOTORLITHIUM-ION

BATTERY

DRIVERS AREA/FRONT

PANEL

AREAS OF COMPARISON CONVENTIONAL TRIKE ELECTRIC TRIKE

ACQUISITION COST P 80,000.00 cash or

P 175,000.00 installment for

3-5 years

P 200,000.00

(approximately)

NO. OF PASSENGERS 3-4 people

@ P 7.50/passenger

6-8 people max

@ P 7.50/passenger

EXPECTED LIFE

IN YEARS

7 years will full

maintenance

Battery Life

5.5 years/11 years

COST OF FUEL*

(8-10 HOURS)

P 250.00/8 hours/day or

P 7,500.00/month or

P 90,000.00/year

P 45.00/6-8 hours/day or

P 1,350.00/month or

P 16,200.00/year

BOUNDARY COST P 150.00 P 150.00

POTENTIAL GROSS

INCOME/DAY

P 800.00 (approx.) P 1,600.00 (approx.)

POTENTIAL NET

INCOME/DAY**

P 400.00 (approximate)

(P 146,000.00 per year)

P 1,405.00 approximate

(P 512,825.00/year)

* An E-Trike user may be able to save P 205.00/day or P 6,150.00/month or P73,800.00/year ,

which for regular tricycle drivers normally spend more for gasoline

** Less fuel/electric expenses and boundary cost. Tricycles Operational/Repair Expenses are not

included

SIMPLE COMPARISON BETWEEN A STANDARD TRICYCLE AND E-TRIKE

3/5/2012

11

In 30 days operation, E-Trike drivers will own the unit in 4 years for P

150.00 per day boundary/payment (Option 1) or 1.5 years for P 350.00

per day boundary/payment (Option 2).

In 24 days operation, E-Trike drivers will own the unit in 5 years for P

150.00 per day boundary/payment (Option 1) or 2 years for P 350.00 per

day boundary/payment (Option 2).

OPERATIONS

(In 8 hours/day)

BOUNDARY

Option 1

P 150.00 per day

Option 2

P 350.00 per day

In 30 Days / Month

Operations4 years 1.5 years

In 24 Days / Month

(6 days a week)5 years 2 years

SUGGESTED E-TRIKE ACQUISITION-LIVELIHOOD PROGRAM

(RENT-TO-OWN-PROGRAM) by Mandaluyong City

QUEZON CITY DESIGN ELECTRIC TRICYCLE

3/5/2012

12

REPLACEMENT/SUBSTITUTION of existing gasoline-fed tricycles withfranchises with COMPLETELY-BUILT ELECTRIC TRICYCLE UNITS is open toany of the following conditions:

Old and dilapidated 2-stroke and 4-stroke tricycle units

Individual Franchise Holders who are willing to replace their existing tricycle unit/s

with electric tricycle/s

Selection of PILOT TODAs for the Initial Implementation of the “Rent-to-OwnProgram “

THE POSSIBLE WAY OF THE ENTRY OF E-TRIKES IN

QUEZON CITY TO BE ABSORBED BY THE TRICYCLE SECTOR

IS THROUGH REPLACEMENT/SUBSTITUTION

Number of

Tricycle Association

Number of Tricycle

Unit

With Franchise

District I 29 4,736

District II-A (NDC) 38 6,150

District II-B (Main) 30 7,295

District III 19 2,668

District IV 34 3,835

Total 150 24,684

1. Acquisition of E-trike units through financing options.

2. Trade-in of old tricycles with franchise for a new E-trike vehicles.

The old tricycle unit shall be bought by the City Government and the amount shall serve as

downpayment for the E-Trike.

The City Government shall exercise all options in the disposal of the old tricycle units to

recover the amount.

The old tricycle units bought by the City Government may be donated to provincial

municipalities where the beneficiaries are farmers who may use the unit to transport their

farm goods to the market.

The old tricycle units bought by the City Government may be donated to Sister Cities for their

utility use.

3. Surrender of sidecar of tricycle unit with franchise for a new E-Trike vehicle.

All withdrawn For-Hire units must be converted into a single motorcycle unit through an

undertaking. The sidecars are to be surrendered and assessed by the City Government for its

depreciated value and may serve as down payment for the electric tricycle.

Withdrawn tricycle units which are converted into single unit as private classification shall no

longer be fitted with sidecar and should not operate as For-Hire unit.

OPTIONS ON THE PROPOSED ACQUISITION OF

E-TRIKE UNITS AND DISPOSAL OF OLD

WITHDRAWN UNITS

3/5/2012

13

1. Gradual replacement and phase out of old petrol powered

tricycles in five (5) years time.

Pursuant to the Philippine Clean Air Act, the Quezon City

Government plans to convert all gasoline-powered For-Hire

tricycle units operating in the City into Electric Tricycles by

2016 through a legislative measure.

In line with the replacement to E-Trike is the

withdrawal of all gasoline-powered tricycle units

from all TODAs in Quezon City.

No tricycle unit shall be allowed to operate as For-Hire in the City

except electric tricycles.

2.Legislative measures should be formulated on the entry of

and the promotion and sustainability of E-trikes in Quezon City.

THANK YOU!

ANNEX J SMART Program and New Mobility Initiatives

of the University of Michigan

3/5/2012

1

Susan Zielinski, SMART, University of Michigan.

January 30, 2012, Manila Philippines

1. CONNECTING THE DOTS

(for livability, sustainability, equity)

2. MOVING MONEY

(innovation, access, jobs, enterprises)

3. MOVING MINDS

(new way of looking at transport & cities)

LIVING LABS:Bangalore

Beijing

Cape Town

Chennai

Cochin

Detroit Region

Fairfax

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

3/5/2012

2

PARTNERS & SPONSORS:

National Science Foundation

Center for South Asian Studies

Transportation Research Board

Rockefeller Foundation

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…

Why DID the chicken Cross the Road?

3/5/2012

3

PURPOSE: Meet Needs - ACCESSIBILITY

Live

Love

Work

Play

Other?

Mobility* Technology * Proximity

Mobility

Transportation

Capacity

Expansion

Land-

Use

Planning

Travel

Demand

Management

(a la

Texas Transportation

Institute)

3/5/2012

4

Accessibility

Mobility Proximity Connectivity

MEANS: New Mobility

ENDS

(North America-wide comparative study)

New Innovation Opportunitites

BELLY OF THE BEAST ---- Transportation = Cars

(everything else it extraneous)

3/5/2012

5

Organ Donation Pledge

I, ____________ (full name) wish to pledge the following organs

________________________ should I die as a result of this

presentation.

Date_______ Signature _____________________.

Date_______ Signature of witness _____________.

In case you should die as a result of this presentation, please keep

this completed organ donor form in your wallet.

“CAPTIVE”

“Transportation Disadvantaged”

3/5/2012

6

Transportation = cars

(assuming transportation is necessary)

Therefore:

CARS ARE NECESSARY

THEREFORE:

to improve on transportation…

???

3/5/2012

7

LANGUAGE

• Captive

• Transportation Disadvantaged

• Alternative modes (women alternative men)

• Public transport cost (vs. investment)

• TDM (sacrifice)

• “Side” walks

• Road closings (vs. openings)

• Car use reduction (vs more options)

Qualities of New Mobility: …Like the Ideal Life’s Partner …

Multi-talented Clean Connected Integrated Smart Tech savvy Sophisticated Confers status Convenient

Sexy InnovativeSaves moneySocially equitableService-orientedCreates jobsCaters to your needsAccessible to all Other?

3/5/2012

8

… as Thomas Friedman might say …

TRANSPORTATION IS FLAT

OPEN SOURCE, MULTI-MODAL, MULTI-SERVICE, IT ENHANCED USER FOCUSED, SOCIALLY

EQUITABLE, AESTHETIC LIVABLE WHOLE SYSTEMS TRANSPORTATION

TRANSLATION: More Choices; More Connected Choices (New Mobility)

EMERGING GLOBAL NEW MOBILITY INDUSTRY TO SUPPLY IT

The current value of New Mobility markets can be measured in the billions of dollars.”Building a New

Mobility Industry Cluster in the the Toronto Region” (MTE & ICF)

CONTEXT: URBANIZATION

From 50% - 2/3 by 2025; 81% in US; 90 % world economyComing years: At least 35 cities more than 10 million

RESULT:Almost all transport has at least an urban component

3/5/2012

9

DRIVERS

3/5/2012

10

BRT went

viral --

worldwide

More than 83

Over 40 in North

America alone

ZIPCAR: Wheels When You

Need Them

FRACTIONAL USE: AUTO RICKSHAWS, TAXIS & COMMUNAL

CABS, INTERMEDIATE VEHICLES, CARSHARE, BIKE

SHARE, SOCIAL NETWORKING, SLUGGING

services

3/5/2012

11

new technology

wayfinding; shared

use; fare payment;

traffic management;

security etc.

Design & new

infrastructure

3/5/2012

12

New modes / modal enhancements

3/5/2012

13

moving people

moving goods

moving less

3/5/2012

14

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)

3/5/2012

15

GAME CHANGE: 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

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

3/5/2012

16

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

3/5/2012

17

CONNECTIVITY/OPTIMIZATION IS THE NEW SILVER BULLET

ROLLING OUT THE GRID: 4 STEPS

(public-private innovation)

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)

3/5/2012

18

CONVENING

MAPPING

and

PILOTING

Washington, DC

Ann Arbor, Michigan

3/5/2012

19

CHENNAI:Linking design, value

capture, cycles, auto

rickshaws, pedestrians,

local business & new

technologies (e.g.

Mapunity, Cisco, Ashok,

thru CII)

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)

3/5/2012

20

Mexico City

CAPE TOWN – entrepreneurial ventures, way-finding,

workplaces, public-private innovation, moving minds

3/5/2012

21

Moving

Minds

Did Philip K. Dick predict or shape the future?

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 $)

3/5/2012

22

NEW MOBILITY ECONOMIC BENEFITS

Saves Money

Creates Jobs

Boosts Business

Revitalizes Local Economy

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

3/5/2012

23

3/5/2012

24

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?

3/5/2012

25

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 K Updates/ Insights from the Rockefeller Foundation

3/5/2012

1

Why did the chicken cross the road?

Why do we need transportation anyway?

Seven Needs

1. It takes us where we want to go2. It takes us when we want to go3. It is a good use of our time4. It is a good use of our money5. It respects us with the level of safety, comfort

and amenity it provides6. We can trust it7. It gives us the freedom to change our plans

Adapted from Jarrett Walker’s “Seven Demands of Transit” in Human Transit: How clearer thinking about Public Transit can Enrich our Communities and Our Lives, Island Press, 2011.

3/5/2012

2

To be a “lively, attractive, safe and sustainable city, [a city] must be

sweet to its pedestrians, sweet to its cyclists.”

Jan Gehl: Making Cities for People

ANNEX L How responsive is Metro Manila ’s

Public Transport System to the Needs

of the Poor and Vulnerable Sectors?

Insights from a Mobility Mapping

Case Study of Metro Manila

3/5/2012

1

How Mapping of the Public Transportation System can Respond to the Needs of the

Poor and Vulnerable Sectors

JUN T. CASTRO, Dr. Eng.

31 JANUARY 2012

INTRODUCTION

3 Keywords: Mapping + Public Transport + Poor/Vulnerable

Geographic Information System (GIS) mapping greatly enhances any planning study. Its graphical map-based interface, enhances data management and input capabilities.

Several studies have used GIS for public transport planning, as well as urban poor community planning

But limited studies on relationship of public transport and poor communities using mapping techniques

3/5/2012

2

RESEARCH PROJECT GOALS

Using GIS, identify, map and assess public transportation supply (modes, routes & facilities)

Identify gaps in the data sets or barriers to access these data sets

Assess the mobility of the urban poor and vulnerable sector in relation to transport supply

Identify transport-related improvements in infrastructure and services that will benefit urban poor communities in the case study areas

TASKS AND ACTIVITIES

Conduct secondary and primary data gathering

Identify and formulate alternative mapping strategies for primary data collection

Develop database of public transport hubs (i.e. bus, FX/GT Express, PUJs, tricycles), public transport and pedestrian networks

Identify transport hubs (formal and informal) connecting urban poor communities in the study areas

Map out public transit networks in the study areas

3/5/2012

3

EXPECTED OUTPUT

Documentation of process for generating, encoding, storing, sharing, and displaying user-friendly maps of public transport hubs/terminals:

Using internet, i.e. open source mapping

Using GIS

Using interactive platforms

GIS Database generated

Decision maps to meet the needs of poor/vulnerable sectors in the case study areas

METHODOLOGICAL FRAMEWORK

Review of Data

• PT Supply

• PT Demand

• Informal Settlements

Database Development

• Existing database

• Crowd-sourcing

• Field surveys

• Questionnaire

• Validation, etc.

Spatial Analysis

• Buffering/Proximity analysis

• Overlay analysis

• Network analysis

Publishing of Results

• PT hub maps

• PT network maps

• Pedestrian walkways

• Decision maps

3/5/2012

4

REVIEW OF DATA

Spatial mapping on public transport and pedestrian infrastructure (PT hubs (nodes), PT routes (links), Pedestrian facilities)

MMUTIS (Metro Manila Urban Transport Integration Study), JICA (1999)

MMUTSI (Metro Manila Urban Transport System Information), JICA (2005)

MMPTS (Mega Manila Public Transport Study), JICA (2007)

MMPTPSS (Mega Manila Public Transport Planning Support System Study), JICA (2012)

Informal settlements

Urban Poverty Morphology Project, Manila Observatory and Urban Research Consortium (2000)

DATABASE DEVELOPMENT

CROWD-SOURCING/SMART MAPPING

Discussed/To be discussed by:

Mr. JayR Cordova in the AM session, and

Ms. Susan Zielinski in the PM session

3/5/2012

5


VALIDATION OF COLLECTED

DATA THROUGH FIELD SURVEYPHOTO DOCUMENTATION


GIS MAPPING

effective way to visualize data and perform spatial analysis to identify relationships between map layers.

validated data are digitized or converted into GIS data format (e.g., kmz to shp)

3/5/2012

6

SPATIAL ANALYSIS

Proximity Analysis/Buffering

involves creation of areas around a geographical entity based on a measurement of distance

Overlay analysis

map layers are combined to form a new layer that provides new information derived from the attributes of the input layers

Maps are the basis of both spatial and non-spatial decision-making

PUBLISHING TO OPEN SOURCE MAPS

Validated datasets to be published to open source maps (e.g. openstreet map, google earth map, etc.)

3/5/2012

7

SAMPLE TRANSIT MAP

STUDY AREA

Metro Manila to map out Public Transport terminals and routes

Crowd-sourcing activity

Existing database from past studies (i.e., MMUTIS, MMPTS, MMPTPSS)

Quezon City for case studies of poor/vulnerable communities

NORTH EDSA/AGHAM MATANDANG BALARA PAYATAS

3/5/2012

8

NUMBER OF TERMINALS AND ROUTES FOR BUSES (1983/1996)

MODES ITEM SERVICE AREA 1983 1996 1996/1983

BUS No. of Routes

MM Intracity 197 150 0.76

No. of Terminals

Inside MM 121 35 0.29

Estimated No. of Operating Units

MM Intracity 5,900 12,900 2.19

Source: 1983 JUMSUT & 1996 MMUTIS

SOME PRELIMINARY RESULTS

NUMBER OF TERMINALS AND ROUTES FOR JEEPNEYS (1983/1996)

MODES ITEM SERVICE AREA

1983 1996 1996/1983

JEEPNEY No. of Routes

MM Intracity 780 490 0.66

No. of Terminals

Inside MM 184 210 1.14


MM Intracity 35,000 69,700 1.96



3/5/2012

9

NUMBER OF TERMINALS AND UNITS FOR TRICYCLES (1983/1996)

MODES ITEM SERVICE AREA

1983 1996 1996/1983

TRICYCLE No. of Terminals

Inside MM 276 640 2.32


MM Intracity 17,000 60,700 3.57




JEEPNEY AND TRICYCLE TERMINALS

Source: JICA 1999 MMUTIS

3/5/2012

10


TRICYCLE TERMINALS IN QUEZON CITY

Source: Quezon City LGU

Total Number of TODAs = 150

District 1 = 29

District 2 = 68

District 3 = 19

District 4 = 34

No. of Units with Franchise

District 1 = 4,727

District 2 = 13,542

District 3 = 2,668

District 4 = 3,863


PARTIAL MAPPING OF PT TERMINALS IN NORTH EDSA AREA

Informal settlement

3/5/2012

11

CONCLUDING REMARKS

Database and mapping can be useful in responding to the needs of the poor and the vulnerable groups

GIS can be used as a tool to identify improvements in PT system

Database development (using traditional and appropriate technology in data collection)

Conversion of database to GIS (digitization, data conversion, etc.)

Spatial analysis

Application to planning (e.g., PT and pedestrian improvements, etc.)

Whether poor is well served by PT system and pedestrian networks

Whether transportation levels of service is above acceptable levels, etc.

Decision maps to help planners and general public

Seamless pedestrian walkway maps, PT service maps, etc.

THANK YOU FOR YOUR ATTENTION

Jun T. Castro, Dr. Eng.Associate Professor

UP School of Urban and Regional [email protected]

ANNEX M Case Studies on the Mobility Characteristics, Cost

and Issues of the Poor and Vulnerable Groups


1



Project Launching

Ateneo de Manila UniversityJanuary 31, 2012


Case Studies on the Mobility Characteristics, Costs, and Issues of the

Poor and Vulnerable Groups

Randolph D. Carreon, MATP, BSEcon

Transport Economist


2

Objectives of the Study

• The Study aims :

– to understand the MOBILITY CHARACTERISTICS, COSTS

AND ISSUES 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 mobility 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

Who are the Poor and the Vulnerable Groups?

For purposes of this Study:

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

• Three (3) informal settler colonies in Quezon City as case study areas:

a. Purok Centro, Barangay Old Balara

b.Along Agham Road (North Triangle)

c. GK Village in Barangay Payatas

– The “Vulnerable Groups” will include (i) PWDs, (ii) Senior Citizens, (iii) Women and Children, and (iv) Business Process Outsourcing (BPO) workers.


3

Data Gathering Methodology

• Household interviews in the three (3) informal settlement areas. Approximately 100 HH respondents per area.

• The initial findings, based on the interviews, will be validated during a Small Group Validation Workshop (Public Consultation) in each of the area.

• Individual interviews will be conducted with BPO workers.

• Individual Interviews, Key Informant Interviews (KIIs) and Focused Group Discussions (FGDs) will be conducted with the other vulnerable groups.

• Secondary data will also be collected.

Project UpdateActivity Inclusive Dates

Inception Meeting 27 October 2011

Preparatory Works Nov - Dec 2011

Coordination with the Case Study Areas

Mid – January 2012 to present

HH Interviews 14 – 20 January 2012

Public Consultation 27 January 2012

Project Launch (including

Presentation of Initial Findings)

31 January 2012

Other Data Gathering Activities

Feb – Mid March 2012

Completion of Analyses Feb – March 2012

Final Report End – March 2012


4

PROJECT ACTIVITIES AND

INITIAL FINDINGS

Household Interviews

Public Consultation


5

General Findings

Trip Purpose of “From

Home” trips

• No of HH in Purok Centro, Brgy Old Balara:

414

• Average HH Size:

4.78 (say 5)

• No of “From Home” Trips per Day:

approx 1,000

• No of Total Person–Trips per Day:

approx 20,800

Modal Split (all person–trips)

Walk 31.10%

Own Bicycle 0.62%

NMPT 0.16%

Tricycle 19.13%

PUJeep 34.37%

FX 0.62%

PUBus 8.09%

Mass Transit 1.56%

Private Vehicle 3.89%

Taxi 0.16%

School Service 0.31%

31.10%

0.62% 0.16%

19.13%

34.37%

0.62%

8.09%

1.56%3.89%

0.16% 0.31%0%

5%

10%

15%

20%

25%

30%

35%

40%


6

Average Annual Income and Expenses

With Rent No Rent

With MV Without MV With MV Without MV

Food 105,850.00 79,102.05 104,633.33 91,144.33

Rent and Utilities 102,700.71 49,835.31 45,933.85 41,680.65

Communication 6,067.74 8,162.01 14,796.54 6,871.30

Education 3,392.63 10,897.05 33,280.51 25,422.63

Medical Care 3,590.73 3,860.82 16,897.63 14,323.00

Recreation and Vices 14,369.23 13,741.70 31,763.08 7,183.10

Transport 16,897.59 21,905.56 31,541.11 25,753.70

Others 34,815.38 23,345.72 22,849.94 15,314.00

Total Annual Expenses 287,684.00 210,850.21 301,695.98 227,692.71

Average Annual Income 271,040.00 203,138.11 269,002.80 167,261.10

% of TC to AAI 6.23% 10.78% 11.73% 15.40%

% of TC to Total Expenses 5.87% 10.39% 10.45% 11.31%

Share of Transport Cost to Total Annual Expenses

0.00

50.00

100.00

150.00

200.00

250.00

300.00

350.00

With Rent - With MV With Rent - Without MV No Rent - With MV No Rent - Without MV

Tho

usa

nd

s

Transport Food Rent and Utilities Communication Education Medical Care Recreation and Vices Others


7

Breakdown of Annual Transport Cost

With Rent No Rent

With MV Without MV With MV Without MV

Fuel (Own MV) 6,083.33 0.00 7,735.19 0.00Registration andMaintenance(Own MV) 8,040.92 0.00 8,169.92 0.00

Fare (To Work) 2,773.33 10,905.56 8,996.00 14,430.00

Fare (To School) 0.00 4,500.00 6,640.00 7,857.03

Fare (To Market) 0.00 6,500.00 0.00 3,466.67

Total 16,897.59 21,905.56 31,541.11 25,753.70

Major Non-Monetary Cost: Safety


8

PerceivedPrimary Mobility Problems

availability of public

transport vehicles

2%

crowded public

transport vehicles

2%

high transport

cost91%

long travel time2%

traffic congestion

3%

Proposed Solutions (from Purok Centro)

1 work for additional income

2 lower fare

3 increase salary

4 walk

Other Recommended Solutions:

• Cooperation of motorists

• limit number of passengers to vehicle's seating

capacity

• private vehicle reduction

• provide efficient transport


9

Thank You

ANNEX N A Preliminary Inventory and Typology of Enterprise

Models for Inclusive Mobility in Metro Manila:

Of, By, and For the Poor and Vulnerable


1



By: Ateneo Center for Social Entrepreneurship (ACSEnt)

SDC Hall, Social Development ComplexAteneo de Manila University

January 31, 2012


Fashion Victim


2

Research Goals & Objectives

• Mobility challenges of the poor and vulnerable sectors;

• Existing (emerging) transport / mobility related social enterprise

opportunities in the transport sector;

• Sustainable innovative ideas and business models on new mobility and

transport-related social enterprises – high potential for scale and

replication, prescribed new mobility features, benefitting the poor and the

vulnerable sectors;

• Prescribe features of new mobility social enterprise models and

incentive programs;

• Market barriers and enablers :

o Policy

o Economics

o Socio-Cultural

• New platform, resource centre and enabler of innovation for a socially

inclusive mobility in the region starting with Metro Manila


Scope• Focus

– Commercial and enterprise component of the transport and

new mobility sector

• Key variables and indicators for output delivery

– Barriers

– Enablers

• Methodology

– Qualitative

– Quantitative

• Related Literature

– Case studies and reports

– Journals

– Others

• Output: expected output / “input” process from the framework



3

Limitations

• Case Study: Metro Manila

– Sampling: Quezon City Area (with high-

density urban poor population and vulnerable

sector), near major transport hubs

• Output

– Templating and modelling, features of social

enterprise new mobility

– Not concrete business models – crowd

sourcing


Expected Outputs

• Mobility challenges of the poor and vulnerable

• Existing mobility models

• Emerging new mobility models – social

enterprises

• Social enterprise opportunities for the mobility

(transport) sector that will purposively benefit

the poor and vulnerable



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Research Questions1. What are the mobility challenges of the poor

and the vulnerable sectors?

2. What are the existing mobility models?

3. What are the new mobility business

innovations/approaches (including service

models) that most effectively benefit the poor

and vulnerable?

4. What are the barriers and enablers to

implementation, replication and scaling up

mobility innovations


Primary Considerations• Considerations for emerging new mobility sector:

- Efficiency (time to get from point A to point B)

- Cost (vulnerable/poor-friendly transport fare)

- Environmental

- Convenience and Safety

- Human-centered design principle

• Proximate demands and supply for new mobility mechanisms

• Mechanisms, infrastructures, systems that can support the various needs

and requirements of the new mobility consumers

• Features of the new mobility system that will be convenient and helpful to

the consumers

• Incentives, principles, barriers and enablers



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Linear

Design Thinking


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Design

*OUTCOME

*OUTPUT

*THROUGHPUT (DELIVERY) PROCESS

*INPUT PROCESS

SE M

od

els/

Ap

pro

ach

es

Des

ign

Po

ssib

iliti

esHUMAN-CENTERED

DESIGN PROCESS

BARRIERS / ENABLERS

Cu

sto

m-f

it

Cap

acit

y Dev

’t&

Imp

lem

enta

tio

nD

esig

n

Vulnerable sector-friendlymobility

infrastructuredesign

Monitoring and Sustainability

Measures

Platfo

rm,

Reso

urce

Cen

ter, In

no

vation

En

abler

Methodology• Data Gathering

– Multimethodology: Mixed Approach Design (MADS)

• Primary data gathering

– Quantitative

• Survey

• Area sampling

– Qualitative

• Secondary data analysis and review of related literature

• Focused group discussion

• Interview with key informants

• Community consultation

• Validation and analysis

– Triangulation methodology

– Hybrid data gathering methodology: Human-centered Design

(quanti-quali cross-validation approach)



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Operational Variables & Definitions

• Business model

depicts the rationale of how organizations

identify key strategic variables and measures

blueprint for the organization’s business strategy

architecture of the organization that includes the

core aspect of the business



• Social entrepreneurship

As an activity:

the activities in which organizations engage to

achieve socially-beneficial and inclusive objectives

and pursue the mission through sustainable

resource mobilization strategies



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As an approach/methodology:

an innovative and system-changing approach in

solving pervasive social problems through

sustainable entrepreneurial practices




As a business model: a business model where

capabilities of the business, public and citizen

sector are leveraged to deliver needed goods and

services to marginalized populations such as the

Base of the Pyramid (BoP) with the achievement

of multiple bottomlines as the end goal.



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• Social enterprise

In general: Social enterprises are organizations

that engage in social-mission driven initiatives to

address pervasive social problems and close

this gap through an innovative, system-

changing and wide-scale approaches. These

are organizations that are involved in activities

whose main stakeholders are the marginalized

sector and come up with sustainable resource-

mobilization strategies to achieve multiple

bottomline goals.with generous support from



By nature: Social enterprises can be identified as

organizations whose social mission is

consciously embedded within its structure,

governance and core aspect of the business.

The social gain is not just an “auxiliary” activity

(such as CSR or community outreach missions)

of the entire business operation, but rather

embedded as integral to its business model and

strategy



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By social aims and outcomes: Social enterprises

explicitly attempt to close the gap by providing

innovative solutions to pervasive social

problems that the public, private and traditional

citizen-sector failed to address.




By stakeholder-focus: Social enterprises are

organizations that are mainly focused on the

marginalized sector such as those in the bottom

of the pyramid (BoP), physically disadvantage,

and so on, and create opportunities where these

stakeholders are the primary consumers,

market drivers or leadership base of the

organization itself.



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By leadership and sectoral-base: Social enterprises are

led by individuals, groups or communities that are

not main actors within the public or corporate sector.

However, this particular social enterprise typology

must not be misconstrued with its definition in terms

of legal status. Social enterprises can be led by

private individuals or groups as well as the citizen

sector who have started the organizations as

independent from government agencies and the

traditional corporate business units.



• Innovation

As a process: innovation is the process by which

unconventional ideas or ways of doing things

are translated or created to achieve

revolutionary systems-change

As an outcome: is the result or by-product of a

process that offers new systems, infrastructures

and processes of doing things



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• Barriers / Enablers

1. Policy: standards and regulatory mechanisms

2. Economic: market model, supply-demand

3. Socio-cultural: human ecology, cultural

anthropology, patterns of behavior, social

context


Pre-test Data Gathering



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Preliminary Findings• Key Mobility Challenges of the Poor and

Vulnerable

– Cost

– Length of travel

– Travel time

– Challenges in terms of access to basic goods

and services are not due to lack of transport

modes, but in terms of the cost of goods itself

(indirect influence due to cost of transport)


Preliminary Findings• Supply-demand study on transport/mobility

products and services


ICT Access Affordability


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Rank Information Average

1 Cost 1.96

2 Length of Time 2.75

3 Available Transportation 2.78

4 Direction 3.16

5 Safety Features 4.04

6 Distance 4.22

7 Others 5

8 Travel Route 6.16

9 Service Features 6.25

Information services

• Most important information

considered by travelers is the

cost of transportation.

• Least considered is the

service features available.

• Willingness to pay: average

price = Php 6.65




Services

Frequency Percentage

Difficult Easy Difficult Easy

Food 9 22 29.03 70.97

Healthcare 20 11 64.52 35.48

Clothing 12 19 38.71 61.29

Employment 18 13 58.06 41.94

Government Services 15 16 48.39 51.61

Sanitation 7 24 22.58 77.42

Water 7 24 22.58 77.42

Others 31 0.00 100.00

• Majority have difficulty in

availing of healthcare (n =

20, 64.52%) and finding

employment (n = 18,

58.06%).

• Primary issue: not in terms

of inaccessibility directly

related to transport, but

more in terms of actual cost

of goods


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Preliminary Findings

• 24 (77.42%)

attribute their

difficulty towards

the cost of availing

of these goods and

services.

Frequency Percentage

Reasons Yes No Yes No

Distance 13 18 41.94 58.06

Price (to costly to travel) 14 17 45.16 54.84

Price (to costly to avail) 24 7 77.42 22.58

Access 12 19 38.71 61.29

Others 31 0.00 100.00


Preliminary Findings• Existing and Emerging Mobility Models and

Case Studies

Recurring themes and features:

• Sustainable transportation

– sustainable targets

– sustainable legislation for transportation and

land coordination policies/ designs, inter and

intra-agency collaboration approach, agency

prioritization and allocation process

• Energy efficient



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Preliminary Findings• Existing and Emerging Mobility Models and

Case Studies

Recurring themes and features:

• Multi-modal mobility

• Multi-stakeholder approach

• Human patterns of movement

• Predictability of movement of goods and people

• Minimizing cost


Preliminary Findings• Barriers and Enablers

– Policy: uncoordinated, fragmented, unsustainable policy and

regulatory frameworks do not offer support for the

development of sustainable pro-poor mobility structures

– Economics: current economic incentives are mostly private-

sector biased, mobility models are designed not to cater to

human needs but for achievement of bottomline profit

– Socio-cultural: urban development and transport system

designs in MM are out of sync with patterns of settlement,

human ecology, consumer behaviors, unsustainable land

and resource planning



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18

project launch documentation

Education

new mobility initiatives

inclusive mobility

new mobility challenges

new mobility opportunities

new mobility agenda

mobility characteristics

new mobility business

metro manila iv