carrying ability or capability we have on our road system, the demand is
basically, all of us want to use that capacity so when all of us overwhelm the capacity we get congestion.
Traffic engineers don't solve problems they just move them to another place.
Traffic engineering is chasing its own tail because when we make an improvement what happens more people want to come and use that
because we've increased speeds we've cut down travel time so more people want to come and we end up in the same situation that we were, to begin with
The real culprit? Cars
Private cars are filling our city and they're taking up more and more parking spaces. It doesn't make a ton of sense so we have to build more parking spaces and that precious space we have goes to the
cars instead of to other things people spend millions of hours every year stuck in traffic.
Over the past ten years, private car growth has grown by
50% during that same time population has grown by just 7%
So the problem is getting worse every month every year.
Solution? Ride-sharing to help solve some of the problems we are facing
No private cars can use EDSA if it carries only the driver.
Strict implementation must be enforced even after the car leaves the parking lot. No car can leave the parking lot if the car carries only the driver. It can be monitored via CCTV cameras of all parking areas in Metro Manila.
The car can only exit the parking area if the car has at least 1 passenger aside from the driver on board. That's how you sacrifice a little for the comfort of having your own car. At least the payback is, you get to drive a less congested road because everybody else is doing what you are doing.
Carpooling service must be strictly imposed.
Cars should be full and most importantly it is great for the city
because the city now had fewer cars on the road and there is less congestion not to mention fewer pollutions too.
Solution2. Prioritize Public Transport. Because public transport carries more people at a given time. Added lane should be attributed to the masses.
After all the private vehicles experience less stress inside their airconditioned cars than the sweaty riding commuters. Commuters help build the country's economy.
Solution 3- Reduce car ownership. There should be a limit to total cars to be sold in a month. It can be monitored by car dealership. Car dealers earn millions and millions every year. Limitations would probably not make any dent from their earnings.
Solution 4. Companies must provide " Work buses" for their employees.
Works buses
Where a company puts on a works bus service, this will often compete with and undermine the viability of public services. Therefore it is far preferable (and probably cheaper) for the company instead to subsidize public services for the hours or frequency needed to make it serviceable for their workers. Hopefully, the Bus Services Bill will make this kind of arrangement easier to organize.
Solution 5.
Charge for workplace parking
Free parking at employment sites attracts traffic and therefore contributes indirectly to congestion. In other Countries, they led the way in introducing a workplace parking levy (WPL). The effect on congestion is relatively small but significant. More importantly, it incentivizes employers to help their employees find alternative ways to get to work. Measures may include:
Re-allocate car parking for cycle parking
Set up or join a car-share scheme
Pay for taxis as a back-up when car-sharing does not work out
Provide financial assistance (e.g. loans) to buy train or bus season tickets
Build a changing room and showers.
Assist with subsidizing public bus services to extend the hours of operation
Where there is no (nearly) suitable public bus service, run a works bus.
Solution 6 Optimise traffic-light management
Urban Traffic Management Control (UTMC) systems such as SCOOT can be very effective in maximizing road capacity by varying the timing of traffic lights to match demand in real-time. When lights are all co-ordinated responsively to demand, incidences of ‘blocking back’ (vehicles stuck in junctions) leading to gridlock can be minimized. Traffic planners can also prepare and model programs to cope with specific scenarios (such as an incident on an arterial road), which can then be loaded into the UTMC immediately they’re needed.
UTMC can help prioritize buses by synchronizing light phases to the movements of buses. Modern systems can even see whether a bus is running on or behind schedule, and vary the amount of priority it gives accordingly (e.g. by limiting green time from crossroads).
The non-linearity of the relationship between traffic ‘flow’ and ‘delay’ means that relatively small reductions inflow (say 10-15%) can result in very large reductions in congestion. In Cambridge London this is experienced as a ’half-term effect’: flow reductions of under 15% during school holidays lead to an almost congestion-free peak hour.
For this not to be portrayed as a “war on motorists”, we must find ways to filter motor vehicles so as to deter people from driving who have alternatives, but without severely inconveniencing those who, for personal or business reasons, have no alternative. Transport professionals must adjust the way they refer to people, not as ‘motorists’ or ‘cyclists’, but as people who drive, cycle, walk, take a bus, etc. Change is not a zero-sum game: someone’s gain is not necessarily someone else’s loss: we all stand to gain from having more travel options.
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