Project Launch Documentation

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

31 JANUARY 2012
SOCIAL DEVELOPMENT COMPLEX AUDITORIUM
ATENEO DE MANILA UNIVERSITY, LOYOLA HEIGHTS, QUEZON CITY

Catalyzing New Mobility in
Cities:
Project Launch

31 January 2012
Social Development Complex, Ateneo de Manila University, Loyola Heights Quezon City

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
Presentation slides
O. Photo Documentation

ii

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

iii

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

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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

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

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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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still generated from fossil fuel and what
of JAYAREC: The units are not
about the horrendous electronic waste
powered by lead acid but Lithium ion
generated in using lead acid to operate
battery. It has 3-year warranty and 5
the units? For her these should be years life cycle with performance
addressed. tested to last 10 years. Indirect use of
fossil fuel through charging as
Mr. Bharat Bongu(Intellicap): compared to use of gasoline. Drivers
could also earn more by saving money
What are the costs 5-years down the on gasoline.
line for e-trikes?
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 Benjie dela Peña: The issues of the
framing of the poor and vulnerable. The poor and vulnerable are not only
use of the term poor and vulnerable about transportation. The expression
versus use of general public. “Poor” is of what is poverty also changes from
an economic condition while situation to situation. In the US there is
“vulnerability” is a physical and social an infrastructure gap, people who live
condition. The poor and vulnerable near mass transit lines can afford to
should not be separated from the use cars and go to offices using their
general public but be coiled into one car whereas poor have no access to
term: “commuters”. In the BoP, the public transport stations thus they
biggest sector is commuters. Many of need to buy cars but have no means to
the poor are economically active but do so. The terms “poor” and
have limited opportunities and they use “vulnerable” works well for the
public transport. Quality of life revolves Rockefeller foundation. It caters to
around the term “commuter”. 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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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 Dr. Segundo Romero: In catalyzing
mobility in cities, are you referring new mobility in cities the key word is
more on RnD or is there application for mind shift. How do you break the
grants (e.g. invest on e-trike pilot paradigm of the poor to somehow
projects). There is a need to have solid accept the imposition of car owners to
ground for mobility and not just ideas 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 Dr. Segundo Romero: This is where hi–
transportation is walking especially for touch mapping effort might help.
the poor. Unfortunately, most of the People looking at maps and identify
innovations were more on vehicles sidewalks, blockages etc. opportunity,
such as e-trike or e-jeep. Walking needs facilities that work and those that do
no facilities but needs monitoring. The not. Once identified, what can be
system of monitoring does not happen. done? Is there something for the
Reporting and feedback from the barangay captain to do? What about

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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 Dr. Danielle Guillen: This project is not
that various studies and talks about only RnD, it is about complementing
transport and mobility exist but he was and reaching out. She told the story
glad to have this forum to raise about TODAs not knowing where the
problems and come up with solutions. other terminals are as a clear example
These transportation mobility issues of the need to complement public
had been talked about but problems transport service. The project aims to
arise due to neglect. The Government introduce the idea of complementing
was not really able to focus on public each other work to be efficient and
transportation. He shared about have the connection. The project also
dispatching nightmare in buses and his emphasized on IT and the promotion
thoughts on how improving the salaries of transportation planning. It is a top-
of bus drivers may not fly because the down and bottom-up initiative where
current system is still weak. The talking with policy makers happens at
operators in our country still focus on the same time as rounding up new
their business and not public service. business models and innovative
He believes that fare increase to cope solutions at the community level
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.

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Karmi Palafox from Philippine Institute
of Environmental Planner and Palafox
Associates:
Susan Zielinski: Traffic congestion and
a) The drawback in some of the mobility are not different problems.
mobility designs came from the The question is how do you send the
way urban planners conceptualize right signal? What are we
them. They think as if all are car communicating about? It is more
users important or necessary to know what
kind of city we want to live in rather
b) Is there congestion charging in the than think of congestion etc. What
project? kind of transportation combination?

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.

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.

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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.

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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.

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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
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

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 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;

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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

Benjie dela Peña: Acknowledged Randolph Carreon: key is to provide a
representatives from Intellecap better public transport system
(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?
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

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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 1) Benjie dela Peña: Maps on the
available only in the internet, it may not internet are in open data format
be very useful. Printed copies may be meaning any machine can read the data
more practical to be posted on and interpret. He gave the example of
barangay halls and are much acceptable Kibera in Africa, created by citizens
to people. She provided an example on using GPS data. The idea, similar to the
their study in Cebu where taxi drivers open street map concept, was to take the
are willing to pay more to get info on data and turn it into a platform that
traffic areas and where to get people can build things on in a form that
passengers. 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

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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.

30

ANNEX A
List of Participants

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/n
ovember/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

Project Launching
Ateneo de Manila University
January 31, 2012

with generous support from

The iBoP Program
Segundo Eclar Romero, PhD
Director, iBoP Program
Ateneo School of Government

1


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

2


• 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.

3


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.

4


• 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.”

5


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

6


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.

7


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.

8

ANNEX D
Universities and Councils Network for
Innovation for Inclusive Development
in Southeast Asia

3/5/2012

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)

1

3/5/2012

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.

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.
Photo from www.sxc.hu

2

3/5/2012

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

3/5/2012

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.

Identified partners and core network members

UNIVERSITIES COUNCILS
Ateneo de Manila University (PHL) National Research Council of the
School of Science and Engineering and Philippines (LEAD ORG)
School of Government (LEAD ORG)
National Research Council of
Chulalongkorn University (THL) Thailand
Department of Urban and Regional
Planning Dewan Riset Nasional-Indonesia
and Graduate School of Technology and
Innovation Management National Council for S&T Policy
Institut Teknologi Bandung (IND) - Vietnam
School of Architecture, Planning and
Public Policy
Hanoi University of Science and
Technology (VNM)
Faculty of Economics and Management

4

3/5/2012

Network structure UNIID-LA, UNIID-South Africa, UNIID-South
Asia

HUST ITB NRCT

ASoG Technical Committee NRCP DRN
UNIID-SEA Project

Chula AdMU

NRCV

CONNECTIONS: a) Intra- and inter- SUPPORTED BY:
university Regional knowledge-building and
b) Intra- and inter-council Information sharing platforms.
c) Universities-Councils

Key components/ activities for 2012-2015
Knowledge- and
Capacity-building IID Research Support
- Baseline study of SEA
- IID Research Awards for
universities and councils
- Multidisciplinary IID Course Universities
Module and Open Courseware - Innovation Challenge with
dev’t and piloting Engineers Without Borders-
- Social Innovation Lab (TBC) Australia (in the pipeline)
- IID Conferences with faculty
& students

Link to Policy
- IID Workshops with Network-building
Councils - UNIID-SEA and UNIID
- University-Council linkage Global Consortium
(i.e. harmonizing R&I agendas;
policy research collab)
- IID Agenda for ASEAN 2015

5

3/5/2012

Work Program for 2012

YEAR 1
Major Project Activities
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

Project Team

National Research Council
of the Philippines

Dr. Segundo Joaquin Romero Dr. Cecilia Reyes
Program Director, ASoG-iBoP Asia Executive Director, NRCP
Program Project Manager – Council Component
Mary Grace Santos Carmen Moreno
Project Manager – University Component Project Associate – Council
Lilac Caspe Component
Research Associate
Marie Cddyqa Jaya Rogel
Communications Associate
Dr. Ellie Osir
Senior Program Specialist
Southeast and East Asia Program

6

3/5/2012


Visit our web portal:
www.ibopasia.net

Contact us:
Dr. Doy Romero: doyromero@yahoo.com
Grace Santos: mgpalaciosantos@yahoo.com
Trunklines: +632 426 6001 local 4639 or 4646
Telefax: +632 929 70 35

7

ANNEX E
Catalyzing New Mobility in Cities Project:
Finding New Mobility in Metro Manila


Background and Purpose

• The Search focuses on the use of New
Mobility as a lens in search of more
Catalyzing New Mobility in Cities: sustainable and innovative solutions in the
Finding NewMo in Metro Manila urban public transport system in Metro
Project Launch Manila, in particular, ensuring that the needs
of the poor and the vulnerable are met.
SDC Auditorium, Social Development Complex, Ateneo de Manila University
January 31, 2012


Some concepts
New Mobility
Mobility – is both the ability of a person (including
the goods that the community needs) to travel to • an initiative that is multi-disciplinary, multi-sector, top-
destinations of choice and the amount of movement bottom, bottom-up approaches like social enterprise
and time necessary to do so. innovations in mobility addressing a socially inclusive
transport sector
Transportation- is the movement of people, animals
and goods from one location to another. The field is • incorporates the dimensions of sustainability in
divided into infrastructure, vehicle and operations. 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 Goals & Objectives
community behaviour.

An urban planner may develop
• To develop a new platform, resource centre, and
ground-breaking approach to land enabler of innovation for purposes of governance
use and urban design without ensuring socially inclusive mobility in the region.
paying much attention to new
services like car-sharing, bike
sharing etc. • to utilizeand complement existing studies by
initiating a metro-wide conversation among
stakeholders to introduce New Mobility and
An IT developer may come up find out how the stakeholders envision the
with unique system to fare future of transport system in Metro Manila.
payment, journey planning or
traffic mgt. but may not spend
time on linking to land use
policies.

1


Finding “NewMo” (New Mobility) in
Objectives Metro Manila
•to determine through research the impact and cost of essentially means taking myriad steps that all
the current public transport system on the poor and the lead to a paradigm shift—
vulnerable sector of the society (including BPOs)
• by looking at the big picture
• to identify new or emerging entrepreneurial or •focusing on people’s needs and wants especially
livelihood opportunities in the transport sector that of the urban poor and the vulnerable
responsive to the needs of the poor and the vulnerable groups
sector •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 NewMo Forum Series : Let’s Talk NewMo

• isa venue for people to habitually meet to
•GOAL : to sustain a conversation among these
share information, ideas, insights, and stakeholders about how citizens can be empowered
initiatives for taking action at the community to shape the patterns of mobility and access in
level and increase the advocates of better Metro Manila to be more inclusive
mobility and access to transportation in Metro
Manila-especially for ordinary Manileña, the •CHALLENGE: to promote non-motorized transport
(NMT) such as walking and biking, public transport
poor, and the vulnerable.
(paratransit, buses, BRTs and trains), elimination of
unnecessary travel through the smart use of
traditional and cyber communications

Researching NewMo in Metro Manila Engaging the General Public for
NewMo
Through research, the Project will
Mapping for Inclusive Mobility: Pinpointing Transport
•explore how the current public transport system Hubs and Terminals
affects the poor and vulnerable populations of Metro
Manila by mapping the current public transport -this activity aims to build a community of people
system; wanting to create a platform or build on available
platform to improve information generated in maps for
•Understand the mobility patterns, cost and issues of seamless multi-modal connections would benefit not
the poor and the vulnerable groups; only the poor and the vulnerable groups but the
•Seek new or emerging entrepreneurial or livelihood general public
opportunities responsive to their mobility needs.

2


Search for “NeMo” Business Models:
iNewMo
“NeMo” Social Enterprise and Social
Innovations Awards 1.inquiries
•To surface enterprising solutions to solve social mobility
2.information
problems 3.interest
• To engage different stakeholders in solving pressing
mobility problems in the megacity especially that of the
4.insights
poor and the vulnerable sector 5.initiatives
•To document existing social enterprises in the transport
sector and generate innovative ideas that address mobility
6.innovations
problems and needs. 7.interconnections

Thank you!
Please contact:
Marie Danielle V. Guillen, PhD.
Manager
Catalyzing New Mobility in Cities: The Case of Metro
Manila Project
iBoP Asia Program
Ateneo School of Government
Telefax: 9297035
Email: NewMobility.Ph@gmail.com

3

ANNEX F
Mapping for Inclusive Mobility:
Pinpointing Transport Terminals and Hubs


MAPPING FOR INCLUSIVE MOBILITY:
Pinpointing Transport Terminals and Hubs
LORENZO V. CORDOVA, JR. EnP

Project Launch
SDC Hall, Social Development Complex, Ateneo De Manila University
January 31, 2012


KEY CONCEPTS
Modes of Public Transportation
Public Transport Hubs
Public Transport Terminals
Informal Transport Terminals
Engaging stakeholders in mapping

1


Modes of Public Transportation in Metro Manila

Each plays major role in mobility especially of the poor and can either
compete or play complementary role to other forms of public
transportation

Public Transport Hubs

2


Public Transport Terminals

Informal Public Transport Terminals/ Hubs
Areas that are public or privately owned used by motorized and
non-motorized public transportation vehicles as terminals, but
have no clear legal provision and or local government
ordinances that support its existence.

3


Pinpointing Public Transport
Terminals and Hubs
Metro Manila have complex and diverse transportation
modes.
Unaccounted public transport terminals and hubs.

We know they exist, but we lack readily available and
accessible information where they are.
Lack of capability of LGUs and other government agencies to
produce up-to-date maps
Mapping requires much time and resources.

Commuting in the Metro
Connection points?

Choices?

Efficiency?

4


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.

Terminals (tricycle, jeepney, and bus)
in Brgy. Bagong Silang, Caloocan City

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

5


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

Individuals and organizations as
contributors

Intermediation platform – “enabler”

Users

6


MOBILITY MAPPING – HI-TECH AND HI-TOUCH METHODS

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

Openstreetmap
Google Map Maker
SeeClickFix
Cyclopath
Waze
Interaksyon.com & MMDA

7


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


8


• 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.
• 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.
• 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

9


THANK YOU!

10

ANNEX G
Search for New Mobility
Business Models in Metro Manila


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.

1


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

2


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

Enterprise Awards
• 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.

3


Enterprise Awards
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

4


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

5


Non-emergency Medical
Transport by Tranmedic

Example: Mobility Scooter by
Rugged Tree

6


Common Criteria
Presentation
• 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

7

ANNEX H
New Mobility Initiatives of the MMDA

NEW MOBILITY INITIATIVES
IN METRO MANILA
ATTY. FRANCIS N. TOLENTINO
MMDA Chairman

CURRENT PROGRAMS
AND PROJECTS

1

1600 X 1400 CARLIFT
6 PAX CAPACITY WITHOUT WHEELCHAIR

5 PAX CAPACITY WITH WHEELCHAIR FICEM BOARD CLADDING

GI SHEET ROOF

SKYLIGHT ROOFING

ALUMINUM LOUVERS
ROOF PLANTERS

900 mm DOOR OPENING
FICEM BOARD CLADDING

• 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

2

• Macapagal Avenue
• Commonwealth Avenue
• EDSA (February 14, 2012)

Provides Traffic Advisories and Road Safety
reminders to guide road users

EDSA Main Avenue (South Bound)

3

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

4

ANNEX I
Responding to New Mobility Challenges in Quezon City

3/5/2012

INTRODUCTION OF
ELECTRIC TRICYCLE
IN QUEZON CITY

1

3/5/2012

E-TRIKE PROGRAM OF THE DEPARTMENT OF ENERGY

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.

DOE PROPOSED LGU E -TRIKE RENT-TO-OWN
PROGRAM

E-Trike
Lessor/Bank

LGU
Remits
payment to
DPOS-TRU GFI on
agreed terms

E-TRIKE PMO LGU - Coop

E-TRIKE
Pays E-TRIKE RENT
DRIVERS daily for the duration
of the loan

2

3/5/2012

E-TRIKE DESIGNS
WITH
DIFFERENT
SPECIFICATIONS

The E-Trike
Program is a sub-
program under the
Fuel Sustainable
Transport Program
(FSTP) of the Dept.
of Energy

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

No. of TC Franchise in NCR, 2011
Manila 2,535
Quezon City 24,684
Mandaluyong 3,833
Marikina 3,159
Pasig 8,445
San Juan 506
No. of TC
Caloocan 14,750
Franchise,
Malabon 6,460 NCR 2011
Navotas 1,850
Valenzuela 4,419
Pasay 3,103 98,028
Makati 4,262
Las Pinas 4,821
Paranaque 4,787
Muntinlupa 4,510
Taguig 4,404
Pateros 1,500
0 5,000 10,000 15,000 20,000 25,000 30,000

3

3/5/2012

DEPT. OF ENERGY’S PROPOSED INITIAL
LIST OF POLICIES/REGULATIONS/ORDINANCES
FOR IMPLEMENTATION BY LOCAL GOV’T UNITS

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

Pilot Test )
(ELECTRIC TRICYCLES
-T OR E RIKES

20 E-TRIKES
(LITHIUM-ION BATTERIES)

10 Tricycles 10 Tricycles
• Price of e-Trike (more than $1,000) • Full charge range 40-50 km
• Full charge range 80-100 km • 3 kWh battery (B units)
• 6 kWh battery (A units) • Will use public street charging

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

4

3/5/2012

Battery Choices
Lead Acid
Pilot Test $800
Life: 200 charges

140 kg
slow-charge only

72% lighter
Lithium Ion
$1,500
Life: 2,000 charges

40 kg
slow and fast-charge

DAILY FUEL SAVINGS
(DESKTOP STUDY ASSUMPTIONS)

Base Case: E-Trike:
for every 100 km

Assumptions: Assumptions:

about 20 km per kWh
20 km per Liter

5 liters for 100 km
50 Peso per liter
P200 5 kWh for 100 km

10 Peso per kWh

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

5

3/5/2012

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

B4: 62.21 km
3 KWh battery

B7: 41.89 km
3 KWh battery

A2: 90.33 km
6 KWh battery

A1: 72.53 km
6 KWh battery

Antipolo – Test Drive

6

3/5/2012

TRANSFORMATION

The project is
about
creating 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-END
INFRASTRUCTURE SOLUTION

100,000 electric tricycles
Cost $400.0 million
Electricity Demand
Savings: $185 million per year (peak-time charging)
(500,000 liters/ day  $500,000 / day)
Demand: 6-60 MW peak
Avoided CO2 emissions Energy: 300,000 MWh
• 400,000 tons per year Emissions: 160,000 tons

7

3/5/2012

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; By December 2013, at least:
 6 e-Trikes suppliers with • 3 internationally reputable
service support; and battery suppliers; and
 7,000 e-Trikes operating • 15,000 e-Trikes operating

By December 2014, at least: By December 2016, at least:
• 500 locally made charging • 100,000 e-Trikes operating
stations installed; and
• 50,000 e-Trikes operating

8

3/5/2012

MANAGEMENT OF THE OPERATION OF
COMPLETELY BUILT ELECTRIC TRICYCLES
DONATED BY ADB TO MANDALUYONG CITY
KEY STAKEHOLDERS COMPETITIVE ADVANTAGES OF THE USE OF
E-TRIKE COMPARED TO CONVENTIONAL
1. The Asian Development Bank TRICYCLE AS RECOGNIZED BY THE CITY OF
As The Donor/Source Of MANDALUYONG
Financing
2. Mandaluyong City As The 1. It is environment-friendly alternative.
Operator
2. It is relatively more spacious.
3. Selected Individual Driver-
beneficiaries 3. Does not require changing of oil.
4. Passsengers 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.

9

3/5/2012

COMPLETELY-BUILT E-TRIKE UNIT DONATED BY THE ADB

DRIVERS AREA/FRONT LITHIUM-ION 3 KILOWATT MOTOR
PANEL BATTERY

SIMPLE COMPARISON BETWEEN A STANDARD TRICYCLE AND E-TRIKE

AREAS OF COMPARISON CONVENTIONAL TRIKE ELECTRIC TRIKE
ACQUISITION COST P 80,000.00 cash or P 200,000.00
P 175,000.00 installment for (approximately)
3-5 years
NO. OF PASSENGERS 3-4 people 6-8 people max
@ P 7.50/passenger @ P 7.50/passenger
EXPECTED LIFE 7 years will full Battery Life
IN YEARS maintenance 5.5 years/11 years
COST OF FUEL* P 250.00/8 hours/day or P 45.00/6-8 hours/day or
(8-10 HOURS) P 7,500.00/month or P 1,350.00/month or
P 90,000.00/year P 16,200.00/year
BOUNDARY COST P 150.00 P 150.00
POTENTIAL GROSS P 800.00 (approx.) P 1,600.00 (approx.)
INCOME/DAY
POTENTIAL NET P 400.00 (approximate) P 1,405.00 approximate
INCOME/DAY** (P 146,000.00 per year) (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

10

3/5/2012

SUGGESTED E-TRIKE ACQUISITION-LIVELIHOOD PROGRAM
(RENT-TO-OWN-PROGRAM) by Mandaluyong City

OPERATIONS BOUNDARY
(In 8 hours/day)
Option 1 Option 2
P 150.00 per day P 350.00 per day
In 30 Days / Month
4 years 1.5 years
Operations
In 24 Days / Month
5 years 2 years
(6 days a week)

 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).

QUEZON CITY DESIGN ELECTRIC TRICYCLE

11

3/5/2012

THE POSSIBLE WAY OF THE ENTRY OF E-TRIKES IN
QUEZON CITY TO BE ABSORBED BY THE TRICYCLE SECTOR
IS THROUGH REPLACEMENT/SUBSTITUTION
REPLACEMENT/SUBSTITUTION of existing gasoline-fed tricycles with
franchises with COMPLETELY-BUILT ELECTRIC TRICYCLE UNITS is open to
any 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-Own
Program “

Number of Number of Tricycle
Tricycle Association 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

OPTIONS ON THE PROPOSED ACQUISITION OF
E-TRIKE UNITS AND DISPOSAL OF OLD
WITHDRAWN UNITS
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.

12

3/5/2012

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!

13

ANNEX J
SMART Program and New Mobility Initiatives
of the University of Michigan

3/5/2012

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)

Susan Zielinski, SMART, University of Michigan.
January 30, 2012, Manila Philippines

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 Minds
RESEARCH, EDUCATION, TECH TRANSFER: ACCELERATE IMPLEMENTATION

1

3/5/2012

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?

2

3/5/2012

PURPOSE: Meet Needs - ACCESSIBILITY

Live

Love

Work

Play

Other?

Mobility* Technology * Proximity

(a la
Texas Transportation
Mobility Institute)

Transportation Land- Travel
Capacity Use Demand
Expansion Planning Management

3

3/5/2012

(North America-wide comparative study)
New Innovation Opportunitites

Accessibility
ENDS

MEANS: New Mobility

Mobility Proximity Connectivity

BELLY OF THE BEAST ---- Transportation = Cars

(everything else it extraneous)

4

3/5/2012

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”

5

3/5/2012

Transportation = cars

(assuming transportation is necessary)

Therefore:

CARS ARE NECESSARY

THEREFORE:

to improve on transportation…

???

6

3/5/2012

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  Sexy
 Clean  Innovative
 Connected  Saves money
 Integrated  Socially equitable
 Smart  Service-oriented
 Tech savvy  Creates jobs
 Sophisticated
 Caters to your needs
 Confers status
 Convenient
 Accessible to all
 Other?

7

3/5/2012

… 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)

RESULT:
Almost all
transport
has at least
an urban
component
CONTEXT: URBANIZATION

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

8

3/5/2012

DRIVERS

9

3/5/2012

BRT went
viral --
worldwide
More than 83
Over 40 in North
America alone

ZIPCAR: Wheels When You
Need Them
services

FRACTIONAL USE: AUTO RICKSHAWS, TAXIS & COMMUNAL
CABS, INTERMEDIATE VEHICLES, CARSHARE, BIKE
SHARE, SOCIAL NETWORKING, SLUGGING

10

3/5/2012

new technology

wayfinding; shared
use; fare payment;
traffic management;
security etc.

Design & new
infrastructure

11

3/5/2012

New modes / modal enhancements

12

3/5/2012

moving people
moving goods
moving less

13

3/5/2012

VEOLIA Video

CONNECTIVITY/OPTIMIZATIO
CONNECTIVITY / OPTIMIZATION
N
(both energy & time)
• spatial *
• 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)

14

3/5/2012

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

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

Agenda: WHAT IS NOT WORKING
Solutions Laundry List
Quick attempts at prioritization
Adjourn

Attendees: Usual Suspects

15

3/5/2012

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

16

3/5/2012

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)

17

3/5/2012

CONVENING

MAPPING

and

PILOTING

Washington, DC

Ann Arbor, Michigan

18

3/5/2012

CHENNAI:
Linking design, value
capture, cycles, auto
rickshaws, pedestrians,
local business & new
technologies (e.g.
Mapunity, Cisco, Ashok,
thru CII)

COCHIN (quiet leapfrog)
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

19

3/5/2012

Mexico City

CAPE TOWN – entrepreneurial ventures, way-finding,
workplaces, public-private innovation, moving minds

20

3/5/2012

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 $)

21

3/5/2012

NEW MOBILITY ECONOMIC BENEFITS

Saves Money

Creates Jobs

Boosts Business

Revitalizes Local Economy

TELECOMMUNICATIONS
& WIRELESS
CLEAN ENERGY E- BUSINESS
& NEW MEDIA

TRANSPORTATION INFORMATION
EQUIPMENT TECHNOLOGY

FINANCIAL SERVICES,
TOURISM
BAN KING &
INVESTMENT
NEW MOBILITY & RETAIL

INDUSTRY

TRANSPORTATION
GEOMATICS OPERATIONS
& SERVICES

REAL ESTATE
CONSTRUCTION, GOODS MOVEMENT
PLANNING & & SUPPLY CHAIN
OPERATIONS INTELLIGENT MANAGEMENT
TRANSPORTATION
SYSTEMS

22

3/5/2012

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?

24

3/5/2012

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 susanz@umich.edu

• 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

25

ANNEX K
Updates/ Insights from the Rockefeller Foundation

3/5/2012

Why did the chicken
cross the road?
Why do we need
transportation anyway?

Seven Needs
1. It 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 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.

1

3/5/2012

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

2

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

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

1

3/5/2012

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

2

3/5/2012

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 Database Spatial Publishing of
Data Development Analysis Results
• Existing • Buffering/Proxi • PT hub maps
• PT Supply
database mity analysis • PT network
• PT Demand
• Crowd-sourcing • Overlay analysis maps
• Informal
• Field surveys • Network • Pedestrian
Settlements
• Questionnaire analysis walkways
• Validation, etc. • Decision maps

3

3/5/2012

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

4

3/5/2012

VALIDATION OF COLLECTED PHOTO DOCUMENTATION
DATA THROUGH FIELD SURVEY


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)

5

3/5/2012

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.)

6

3/5/2012

SAMPLE TRANSIT MAP

STUDY AREA

 Metro Manila to map out Public Transport terminals and
NORTH EDSA/AGHAM MATANDANG BALARA PAYATAS
routes
 Crowd-sourcing activity
 Existing database from past studies (i.e., MMUTIS,
MMPTS, MMPTPSS)

 Quezon City for case studies of poor/vulnerable communities

7

3/5/2012

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

MODES ITEM SERVICE AREA 1983 1996 1996/1983
BUS No. of MM Intracity 197 150 0.76
Routes
No. of Inside MM 121 35 0.29
Terminals

Estimated MM Intracity 5,900 12,900 2.19
No. of
Operating
Units

Source: 1983 JUMSUT & 1996 MMUTIS

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

MODES ITEM SERVICE 1983 1996 1996/1983
AREA
JEEPNEY No. of MM Intracity 780 490 0.66
Routes

No. of Inside MM 184 210 1.14
Terminals

No. of
Operating
Units


8

3/5/2012

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

MODES ITEM SERVICE 1983 1996 1996/1983
AREA
TRICYCLE No. of Inside MM 276 640 2.32
Terminals

No. of
Operating
Units


JEEPNEY AND TRICYCLE TERMINALS

Source: JICA 1999 MMUTIS

9

3/5/2012

TRICYCLE TERMINALS IN QUEZON CITY

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

Source: Quezon City LGU

PARTIAL MAPPING OF PT TERMINALS IN NORTH EDSA AREA

Informal
settlement

10

3/5/2012

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 Planning
nujortsac@gmail.com

11

ANNEX M
Case Studies on the Mobility Characteristics, Cost
and Issues of the Poor and Vulnerable Groups


Project Launching
January 31, 2012


Case Studies on the
Mobility Characteristics,
Costs, and Issues of the
Poor and Vulnerable
Groups

Randolph D. Carreon, MATP, BSEcon
Transport Economist

1


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.

2


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 Update
Activity Inclusive Dates
Inception Meeting 27 October 2011
Preparatory Works Nov - Dec 2011
Coordination with the Mid – January 2012 to
Case Study Areas present
HH Interviews 14 – 20 January 2012
Public Consultation 27 January 2012
Project Launch (including 31 January 2012
Presentation of
Initial Findings)
Other Data Gathering Feb – Mid March 2012
Activities
Completion of Analyses Feb – March 2012
Final Report End – March 2012

3


PROJECT ACTIVITIES AND
INITIAL FINDINGS

Household Interviews

Public Consultation

4


General Findings

• 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

Trip Purpose of “From
Home” trips

Modal Split (all person–trips)

Walk 31.10%
Own Bicycle 0.62%
NMPT 0.16%
40%
34.37%
Tricycle 19.13%
35% 31.10%
30% PUJeep 34.37%
25%
19.13%
20% FX 0.62%
15%
10% 8.09%
3.89%
PUBus 8.09%
5% 0.62% 0.16% 0.62% 1.56% 0.16% 0.31%
0% Mass Transit 1.56%
Private Vehicle 3.89%
Taxi 0.16%
School Service 0.31%

5


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
350.00

300.00

250.00
Thousands

200.00

150.00

100.00

50.00

0.00
With Rent - With MV With Rent - Without MV No Rent - With MV No Rent - Without MV

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

6


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 0.00
Registration and
Maintenance(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

7


Perceived
Primary
traffic availability of
Mobility long travel congestion public
3% transport
Problems time
2% vehicles
2%
crowded
public
high transport
vehicles
transport 2%
cost
91%

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

8


Thank You

9

ANNEX N
A Preliminary Inventory and Typology of Enterprise
Models for Inclusive Mobility in Metro Manila:
Of, By, and For the Poor and Vulnerable



By: Ateneo Center for Social Entrepreneurship (ACSEnt)
SDC Hall, Social Development Complex
January 31, 2012

Fashion Victim

1


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

2


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


3


Research Questions
1. 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

4


Linear

Design Thinking

5


Design

*INPUT PROCESS

*OUTPUT
HUMAN-CENTERED

Innovation

Platform,
Resource
DESIGN PROCESS

Enabler

Center,
*THROUGHPUT
(DELIVERY)
PROCESS
BARRIERS /
ENABLERS
Design Possibilities

Capacity Dev’t &
Implementation
Vulnerable
Approaches
SE Models/

Custom-fit
sector-

Design
friendly
mobility
infrastructure
design

Monitoring and
Sustainability
Measures

*OUTCOME

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)


6


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


7



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.


8


• 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.


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


9



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.


10



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


11



• 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


12


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)


• Supply-demand study on transport/mobility
products and services

ICT Access Affordability


13



Information services

Rank Information Average
1 Cost 1.96
• Most important information
considered by travelers is the
2 Length of Time 2.75
cost of transportation.
3 Available Transportation 2.78
• Least considered is the
service features available.
4 Direction 3.16
5 Safety Features 4.04 • Willingness to pay: average
6 Distance 4.22
price = Php 6.65
7 Others 5
8 Travel Route 6.16 with generous support from
9 Service Features 6.25


• Majority have difficulty in
Frequency Percentage availing of healthcare (n =
Services Difficult Easy Difficult Easy 20, 64.52%) and finding
Food 9 22 29.03 70.97 employment (n = 18,
Healthcare 20 11 64.52 35.48 58.06%).
Clothing 12 19 38.71 61.29 • Primary issue: not in terms
Employment 18 13 58.06 41.94 of inaccessibility directly
Government Services 15 16 48.39 51.61 related to transport, but
Sanitation 7 24 22.58 77.42 more in terms of actual cost
Water 7 24 22.58 77.42
of goods
Others 31 0.00 100.00 with generous support from

14



Frequency Percentage

Reasons Yes No Yes No

• 24 (77.42%) Distance 13 18 41.94 58.06

attribute their Price (to costly to
difficulty towards travel) 14 17 45.16 54.84

the cost of availing
of these goods and Price (to costly to avail) 24 7 77.42 22.58

services. Access 12 19 38.71 61.29

Others 31 0.00 100.00


• 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

15


• 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


• 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


16


17


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