1.

INTRODUCTION/BACKGROUND

Developing countries seems to be plagued by extreme resource misallocation.

Evidence of this comes from both econometric work showing large gaps in total

factor productivity between rich and poor countries. Many of these distortions seem

to be created by politicians and the state. However, various aspects of politically

induce resource allocation remain puzzling. One of the reasons for this instance is the

presence of white elephants, a project with negative social surplus.

In the case of Iloilo City, the presence of white elephants can be attributed to

infrastructure projects. Pedestrian grade separation (overpass) is one of the

transportation facilities that can be proposed as an alternative for solving traffic

problems. This facility is a means of reducing conflicts between vehicular and

pedestrian traffic, thus increasing the efficiency and safety of the transportation

system.

Because of the high costs associated with grade-separated facilities, they should

be incorporated into early stages of planning new developments, which are intended

to generate substantial volume of pedestrians. Thus, certain criteria must be

available to provide designers, planners and developers with essential factors in

determining where pedestrian facilities should be considered. While attempts of

using economic analysis to justify the construction of costly pedestrian facilities have

been tried, a systematic approach has generally been lacking.

1|P age
A. AREA/LOCATION

Cases of mixed pedestrian-vehicular traffic are being noticed in congested

urban areas in many developing countries such as the Philippines. Iloilo City, a

city on the verge of rapid development, turns to have the prosperity of economic

conditions attracting commercial, shopping and tourism activities. Thus, Iloilo

City is considered as a dense development with high pedestrian and vehicular

volume. This combination yields in traffic operation problems which are

increasing recently at an alarming rate.

In relation with the previous facts, the consideration of Iloilo City as a

case study is an appropriate and representative choice for the purpose of this

research. The key area covers the overpass near SM Delgado which is chosen to

tackle the fluctuated characteristics of roadways.

B. OBJECTIVE

This paper is intended to analyze the major costs and benefits for

justifying the installation of pedestrian overpasses and to provide alternatives

solutions and innovations. Many economic and traffic factors can be considered

before making a final decision about installing pedestrian-overpasses. Pedestrian

overpasses are appropriate when there is a high speed or high traffic flow and

where there is considerable pedestrian delay or high pedestrian accident

problem.

2|P age
 Since pedestrian-overpass is intended to eliminate vehicular-pedestrian

interaction, pedestrian accidents and pedestrian delay were assumed to be

eliminated after the installation of the overpass. Thus, the resulting benefits can

determine whether the overpass is a white elephant project.

2. THE CURRENT REALITIES/INEQUITIES

A. DYSFUNCTIONS OF PROJECT IMPLEMENTATION

A pedestrian overpass is constructed in order to give convenience and

security to people who cross along highways and to avoid conflicts and

congestions with the traffic on the roads. Yet, not all are evident resolutions for

these kinds of circumstances most especially when they are being erroneously

designed and constructed. The pedestrian overpass which was built at Delgado

Street, Iloilo City Proper intersecting SM Delgado and Marymart Center is one

example that critically shows how a pedestrian overpass can become more

irrelevant than beneficial. Pedestrian bridges are necessary when roads are

distant and far apart where it would be risky and difficult for the people to walk

across or for crossing rivers or any other natural physical obstacles that would

make it impossible for people to walk through. But in the case of the said

infrastructure, it depicts more of irrationality and absurdity and instead of the

presumption that it would provide comfort to pedestrians, it actually gives more

inconvenience, time and effort consumption. In addition, the redundancy of

providing both the infrastructure and the pedestrian lanes right below it

3|P age
indicates how this project has been poorly deliberated and implemented by the

government.

Figure 1. Shows the pedestrian overpass located at Delgado Street, Iloilo

City Proper.

B. PRESENT PROCESSES

According to the Jaywalking Task Force assigned on that area, they

mandate pedestrians to go up the overpass upon crossing except for senior

citizens and persons with disabilities (PWDs). The enforcers allow them to cross

without penalizing them due to their conditions which may aggravate if they as

well will follow the process of crossing on that area. But in the case of the

commoners, the Task Force mandatorily asks them to follow the regulations.

When the rules happened to be violated by any of the pedestrians, they do not

ask for a monetary penalty but they just merely reprimand the violators and ask

4|P age
them tactfully to use the overpass. Personnel particularly coming from the

Special Services Unit – City Mayor’s Office (SSU-CMO) are tasked to watch and

observe the offenders and are the ones responsible for reminding and warning

pedestrians not to cross outside the pedestrian lanes.

C. INEFFICIENCY AND INEFFECTIVENESS

However, some pedestrians protest on the constructed overpass because

it fails to provide the service that the government aims to deliver to its people.

Despite of the presence of the overpass on that area, the pedestrians still prefer

to cross the streets through the lanes provided on the road which actually makes

the infrastructure useless, ineffective and inefficient. Despite its advantages in

resolving pedestrian-vehicular conflicts and high perception of risk among

pedestrians, most passersby prefer to cross the street without using it because

they found it inconvenient, difficult to access and use. It only signifies an

additional walking distance, high stairs to climb up and longer crossing time for

the pedestrians.

The implementation of the overpass does not only unbenefited

pedestrians but the government as well due to the high costs and expenses that

it has to incur to retain the utilization of it. An overpass is an expensive

intervention and a huge investment but it has been poorly executed to deliver

public service to the people within the city. Add to it the expenditures for the

maintenance of it and wages for the staffs and personnel assigned to look after

the public building and the pedestrians.

5|P age
 This approach or system of delivering public service actually represents a

failure to perceive what the pedestrians need in reality. The government may

consider the security and safety reasons for installing the infrastructure but it is

also essential to ruminate the pros and cons it provides to the public. It is crucial

that the government takes into consideration the knowledge and behaviors of

the beneficiaries before it instigated such project.

6|P age
3. THE DESIRED SCENARIOS (EQUITY)

Road traffic accidents involving pedestrians have become a major traffic

safety problem all over the world. In developing countries, this problem tends to be

compounded with high population density, rapid modernization and urbanization,

and lack of adherence to traffic regulations by both drivers and pedestrians.

Iloilo City has been growing economically over the years. As it grows, the

number of public jeepneys as well as private cars is also increasing. This results to

traffic and increasing number of pedestrian accidents in the city. According to

Secretary Singson, “there is a continuous increase in the number of road crashes and

accidents involving not only the motorists but also the pedestrian as victims.” To

minimize this problem, pedestrian lanes, fly-overs and overpasses are constructed in

different areas of the city.

A. THE GENERALLY ACCEPTED PROCESSES/PROCEDURES

Every infrastructure should have models and standards to follow for the

benefits of their recipients. Pedestrian’s street-crossing behaviour has a

significant effect on traffic performance and safety. In the sight of pedestrian,

the shorter interval distance is more convenient. Considering the requirements

of performance and fairness, the commendatory interval distance between two

crossing facilities is 300 meters (400 meters at the most). This is because a

shorter interval will increase traffic delay and decrease the utility rate of

facilities. On the contrary, the long interval may increase pedestrian violation. In

response to the situation where pedestrian needs to detour, the strategy is the

7|P age
nearer the better. If the detour distance is inevitable, such distance is

recommended to be less than 150 meters. This scheme aims to reduce the

possibility of jaywalking and it is important for the area with large pedestrian

flow.

Overpass is one of the safest ways of to prevent people from getting

involved in road accidents. This serves as the substitute to pedestrian lanes and

it is safer. The overpass should be user friendly and very accessible to attract

people to use it instead of just crossing dangerously the road or jaywalking.

8|P age
4. INNOVATIONS/RECOMMENDATIONS

Regarding the dysfunction on the delivery of service or use of the overpass

located at SM City Delgado and Marymart, the innovation addressed by the student

proponents is the establishment of local products and exhibit displays, which will

highlight the cultural aspect of Iloilo City. However, as what was stated by District

Engr. Rodney Gustilo concerning the prohibition of putting up of a marketplace

because it is a public establishment, and given the facts that different sectors are

assigned to each of the project.

Government ordinance. This issue leads the student planners to propose an

ordinance, which will unite the involved sectors because they cannot come up to a

final decision due to interdependency of the segments. Upon the making of the rule,

which would take a long process, the concern of the involved sectors will be

addressed, the issues regarding on their projects as well as the proposal of the

decision planners.

Exclusive Pedestrians. In the Philippines, person with disabilities, Senior

Citizens, Pregnant women, and mothers with small children were given priority in

most services offered to the people. The proponents also want to prioritize the safety

of these people in crossing the street. White or yellow pedestrian lanes can be used

by everybody; red pedestrian lane is only exclusive for people with special needs. The

red pedestrian lane must be 100 meters away from each other for it to be accessible

to the people. The red pedestrian lane also warns the drivers to slow down to give

priority to the people with special needs. Other safety devices can be included at

9|P age
crossing to improve safety including advanced warning signs and markings and street

lighting.

Figure 2. The red pedestrian lane for people with special needs.

Improved Architectures. Improving the architectural designs of pedestrian

overpasses attracts the people to use the said infrastructure. This prevents the

people to jaywalk under the overpass. It can be related to the fun theory of the piano

stairs. “Take the stairs instead of the escalator or elevator and feel better”. Few

people actually follow that advice. When people take the overpass than just crossing

the street, they can see a good scenery of the architecture and also can breathe a

fresh air because of green and flowery overpass. Can we get more people to take the

overpass by making it beautiful to do?

10 | P a g e
Source: https://www.pinterest.com/pin/403775922827795718/

Figure 3. Shows the architectural designs of pedestrian overpass

Source: https://www.pinterest.com/pin/403775922827795718/

Figure 3. Shows the architectural designs of pedestrian overpass

11 | P a g e
 The improvement of the existing procedures and process should be

considered and taken into action. Without its application, execution as well as the

coordination of the government sectors involved, the concept of the proposed

project will remain as an idea. The existing processes should encounter some

adjustment/revisions, which will allow the modification of the overpass into a public

establishment, which delivers its good and services efficiently and effectively. The

redundancy of the government projects in delivering its purpose often leads to

dysfunctions of the other so it is better to think and innovate in to something that the

public will utilize proficiently and that both parties can obtain help, support and

benefits.

12 | P a g e
5. IMPACT/BENEFITS FROM THE PROPOSED INNOVATIONS

The proposed innovations for both the pedestrian overpass and the

pedestrian lane which was located in Delgado Street, Iloilo City Proper intersecting

SM Delgado and Marymart Center will be thoroughly discussed in the following

paragraphs:

1. Creating a government ordinance will lead to the unity of different sectors

involved. The sectors which are the Department of Works and Highway Region 6, the

City Engineering Office, the Special Service Unit and the barangay officials will work

as one in order to achieve one common goal, which is to benefit the people of Iloilo

City especially those with special needs. There are many sectors involve that is why

through this ordinance, they can discuss on how to effectively use and maintain the

pedestrian overpass and lanes. It will give them a sense of responsibility and that

each one of them has its own role to perform. Unity among these sectors play an

important role in the progress of a city and through that it will make the life of those

living in Iloilo City easy.

2. Changing the color of the pedestrian lane into a red one will create a distinction

and will be more exclusive for people with special needs. Drivers will be able to see

the red lane from afar therefore it can instantly reduce its speed to give way to the

pedestrians. This red pedestrian will benefit the person with disabilities , Senior

Citizens, Pregnant women, and mothers with small children. Crossing the street can be

a complex task for people mentioned above. They must estimate vehicle speeds,

adjust their walking speed; predict vehicle paths which would be very difficult for

them especially when they are old, pregnant or disabled. That is why, red pedestrian

13 | P a g e
will improve their safety conditions and make pedestrian trips more viable. Alongside

with the red pedestrian lane, other safety devices like advanced warning signs,

markings and adequate lighting can provide a clearly defined crossing point where

pedestrians are expected to cross, it can help to slow down approaching traffic

speeds, reduced pedestrian crashes, and disruption to traffic will be comparatively

low. Strict pedestrian priority will be enforced so that people that are physically well

cannot use the pedestrian which is intended only for person with special needs. It will

be the special service unit task force role to assist and make sure that the red

pedestrian is used according to its function.

3. Improving the architectural design of the pedestrian overpass will greatly

attract people to take the overpass rather than jaywalking. Making the pedestrian

overpass green by putting ornamental plants or vines will reconnect people with

nature. According to Tim Beatley of University of Virginia in his project entitled ‘The

Biophilic Cities Project’, he said that everyone should be consuming his or her

‘minimum daily requirement of nature.’ A healthy nature diet according to him

includes being outside at least part of each day that by walking, strolling, sitting,

watching birds or trees, hearing the sounds of life, feeling the sun or breeze, and these

activities can be done frequently. Research shows that environment can increase or

decrease stress because what we hear, see and experience at any moment can change

not only our mood but our overall well-being. Imagine that you are in busy city,

bustling with people, noise, smoke and other kinds of pollution. These unpleasant

environments can change our mood and we feel anxious, sad or helpless. Through this

innovation, people can be in nature even in a short period of time where it can make

14 | P a g e
someone feel better not only emotionally but also the physical well-being. Research

done in hospitals, offices and schools has found out that even a simple plant in a room

can have a significant impact on stress and anxiety, how much more if you are walking

right into it? Nature has both emotional and psychological benefits: research shows it

has ability to reduce stress, to aid recovery in illness; people are more generous in the

presence of nature and so much more. Nature’s impact is deeper and profound than

we realize, and we have the potential to make a difference by bringing nature closer

to us.

15 | P a g e
REFERENCES

Beatley, T. (August,2012). Exploring the Nature Pyramid. Retrieved May 24, 2017 from

https://www.thenatureofcities.com/2012/08/07/exploring-the-nature-pyramid/

Bridges and Overpasses. Retrieved on May 23, 2017 from

http://transportation.ky.gov/Planning/Planning%20Studies%20and%20Reports/I-

69%20Fulton%20to%20Eddyville%20Section%20-

%205%20BRIDGES%20AND%20OVERPASSES.pdf

Chimoriya, B. (n.d). How National Unity helps in the development of Nation. Retrieved on

May 24, 2017 from www.wisenepali.com/2014/06/how-national-unity-helps-in-

development.html?m=1

Gou, H, et.al. (2014). Modeling the Perceptions and Preferences of Pedestrians on Crossing

Facilitiess. Retrieved on May 19, 2017 from http://dx.doi.org/10.1155/2014/949475.

How Does Nature Impact Our Wellbeing? (n.d). Retrieved on May 24, 2017 from

https://www.takingcharge.csh.umn.edu/enhance-your-

wellbeing/environment/nature-and-us/how-does-nature-impact-our-wellbeing

Unsignalised Pedestrian Crossing. (n.d). Retrieved on May 24, 2017 from

toolkit.irap.org/default.asp?page=treatment&id=19

Volume 1, Issue 6. Retrieved on May 19, 2017 from

http://www.sciencedirect.com/science/article/pii/S2095756415302919

Wu, y, et.al. (2014). Journal of Traffic and Transportation Engineering (English Edition)

16 | P a g e