Tikling junction traffic
Easily a pet peeve along my commute is Tikling or Kaytikling Junction in Taytay, Rizal. I think traffic here is worse than two other major junctions in Rizal Province – Cainta Junction and Masinag Junction in Antipolo City. And that is because of the combination of traffic management (or mismanagement) by elements of the Taytay Municipal Government and motorists lack of understanding of how vehicles should position (or travel) at roundabouts. Of course, the volume of motor vehicle traffic converging at this junction would probably merit traffic signals over a roundabout but for most times when there are no enforcers here, traffic is somewhat more efficiently flowing as drivers and riders are forced to give way in order to not constrict traffic.
Enforcers often employ the “buhos” system of prioritizing traffic for one leg at a time. However, instead of a quick transition from one leg to another, they tend to give more time to vehicles coming out of the Manila East Road and turning left and (west)bound for Ortigas Avenue Extension. The long time allocated to the latter means long queues for traffic coming down from Antipolo and those from Cainta.
Enforcers are partial to outbound traffic from Taytay rather than make an effort to have more equitable ‘go’ time for all legs at the junction.
One wonders who is in charge of traffic for Taytay considering they mismanage traffic everyday. [Though I also wonder why the rest of Rizal including Antipolo and Cainta can’t seem to be bothered by the congestion emanating from Tikling.] As if to prove the point of incompetence, another problematic intersection is the Highway 2000 – Barkadahan Bridge – East bank road intersection, which is signalized and yet somehow always congested (or saturated). But that’s another story.
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Incorporating bike lanes along local roads – an example in Taguig City
I have not used an old route that we usually take to go to BGC from our place in Antipolo. This is via the Manila East Road, Highway 2000, Barkadahan Bridge and C6. From C6, we usually take Ruhale instead of Seagull Avenue as the former provided a shorter route towards Levi Mariano Avenue and C5. So it was only last weekend that I was able to see the improvements along Ruhale Street and how bike lanes were incorporated along this road. I am sharing the following photos showing a two lane road and Class 2 bike lanes.
The green pavement markings indicate an intersection or driveway.
Noticeable are the electric posts that remain along the bike lanes. These need to be transferred so they will not pose danger to all road users.
More electric posts along the bike lanes
Bike lanes in front of an industrial establishment
Close-up of a post in the middle of the bike lane.
Bike lane across another industrial establishment. Again, note the green pavement marking across the driveway of the establishment.
Bike lanes along a predominantly residential area along Ruhale.I would consider this as a good practice example that can be replicated elsewhere. Of course, it is not perfect and as shown in the photos, there is much room for improvement including the transfer of electric posts that pose as hazards to all road users. The bike lanes are wide enough that installing bollards for the perception of physical protection vs. motor vehicles can be considered. Ruhale is generally a low speed, low volume road so perhaps the current state with no barriers would be enough for now. Also, we need to appreciate that these are already gains or wins in as far as active transport is concerned. A few years ago, this would not have been implemented by national or local governments.
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Are transport strikes still effective?
There is supposed to be a transport strike today, after one group, Manibela, declared what they dubbed as a nationwide strike to protest versus the perceived jeepney phase-out and alleged corruption at the Land Transportation Franchising and Regulatory Board (LTFRB). I used the term ‘perceived’ to describe jeepney phase-out because what is actually unfolding or being processed is a rationalization of public transport services. There is also a modernization program where old jeepney units are supposed to be retired and replaced by vehicles that are low emission and higher capacity, among other characteristics. Perhaps one flaw, if you can call it that, is that the new vehicles look nothing like the conventional jeepney. They look like vans and buses. And so somewhat lost here is the classic image of the jeepney, which was heavily influenced by the old WW2 American Jeeps that were the base units that eventually became jeepneys.
This does not resemble a classic jeepney
Fast forward to present and another declared transport strike fizzled out. It turns out that most transport groups did not want to take part for one reason or another. DILG Secretary Abalos even met with the heads of the more established groups and stated that 95% of jeepney operators and drivers will not join the strike. As many LGUs and schools already anticipated the potential impacts of a strike, they already suspended classes and reverted to online work (WFH) and study modes. In previous occasions, LGUs were prepared with a “Libreng Sakay” (free ride) scheme. That meant most people being able to get rides to go to work, school or home. Transport strikes now seem a thing of the past and further into the future, I don’t think they would be an option. The general public see these more as an inconvenience, and social media and a misinformation/fake news machinery at the employ of those in power means a transport sector with legitimate issues will be demonized.
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Reference share – study on transport equity
Here is a quick share of a study report on equity in public transportation from the Mineta Transport Institute:
Defining and Equity in Public Transportation, https://transweb.sjsu.edu/research/2100-Public-Transit-Equity-Metrics-Measurement
Perhaps income, physical ability/disability, age and gender are the more applicable aspects of equity in our case. However, the concepts and methodology in the report may still be applicable and can be customized or contextualized for the Philippine setting.
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Ownership is not equal to use – on bike ownership in the Philippines
There is a nice graphic going around social media about bicycle and vehicle ownership in the Philippines. It is attributed to the Social Weather Stations (SWS), which conducted a survey on vehicle ownership in the country during the first quarter of 2023. Most conspicuous is the inclusion of bicycles considering that past national surveys (especially those conducted by the PSA or NSA) did not include bicycles but only motor vehicles in their surveys.
The graph shows many households owning bicycles (24% as of Mar 2023) while those who owned 4-wheel motor vehicles are only at 6%. The quick conclusion I see in many social media posts is that only 6% of HH use cars and that 24% use bicycles. This is actually fallacious and therefore misleading. Such assessments and conclusions is far from being factual considering ownership in this case does not necessarily translate to use, particularly for the most important trips made during the day – commutes to work and school. In other words, a household owning at least one bicycle does not mean they use it for their regular commutes.
The graph also states that the data is for the entire country. Thus, it does not give us a more accurate take for cities, particularly the highly urbanized ones. Are the % the same for cities like those in Metro Manila? How were the samplings conducted? These are important because if we have the wrong data and assumptions, we won’t be able to understand the problem at hand. We will not be able to formulate the most suitable solutions to address the transport problems we are experiencing. On the part of SWS, they should be clarifying what the data means rather than be content of people using their data to mislead or peddle narratives for advocacies that may be worthy yet use misinformation as a means to an end.
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On micro mobility use of low-income people
We conclude September 2023 with another article share. This time it is about how low-income people use micro mobility.
Wilson, K. (September 20, 2023) “Study: How Low-Income People Really Use Micromobility,” StreetsBlog USA, https://usa.streetsblog.org/2023/09/20/study-how-low-income-people-really-use-micromobility [Last accessed: 9/30/2023]
To quote from the article:
“Low-income people are using shared micromobility a lot like they use public transit, a new study finds — and researchers think cities should thoroughly embrace (and subsidize) the mode as part of the larger ecosystem of buses and trains.
Researchers at Monash University, using survey data from micromobility giant Lime users across all income levels in the U.S., Australia, and New Zealand, dug deeper into how low-income people uniquely use the company’s vehicles.
Participants in the Lime Access program, which grants discounts of around “70 or 80 percent” to riders who qualify, were significantly more likely to list essential reasons like “shopping” for groceries (35 percent) and “commuting” (31 percent) than non-Access riders, 11 and 21 percent of whom rode to complete errands or go to work, respectively.
The discount recipients were also highly unlikely to go use bikes and scooters for non-essential reasons like social outings (12 percent), “joy-riding” (9 percent) or exploring (2 percent), quashing the stereotype that all micromobility trips are spontaneously generated. And a whopping 44 perccent of their trips connected to a traditional transit ride, compared to just 23 percent of people who paid full price.ago
Perhaps the most surprising findings, though, were riders’ qualitative responses about what micromobility meant to them, and how their lives were made better by having access to affordable ways to get around without a car. Calvin Thigpen — director of policy research for Lime and co-author of the report — says he was particularly moved by the number of riders with invisible disabilities who said Lime Access helped them get where they needed to go, even when local transit schedules didn’t meet their needs.”
The study was made in the First World (i.e., US, Australia and New Zealand) so while the methodology is sound, the subjects (i.e., what they defined as low-income) are not quite the same as low-income people in low to medium-income countries. The poor in the latter countries have more difficult lives but then these countries may already have the modes for them to be mobile – paratransit. Motorized tricycles, pedicabs and motorcycle taxis have been operating in these countries way before the arrival (or definition) of micromobilities.
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A real battle of Katipunan – the search for a transportation solution
Is it obvious that I was alluding to the classic match-ups of the two major universities – Ateneo De Manila University and the University of the Philippines Diliman – that are located along Katipunan Avenue for the title of this article? That is deliberate on my part as there is a ‘real’ battle along Katipunan Avenue, and it does not involve sports.
Following is a recent article from the Philippine Collegian that reports on the current state of traffic along the corridor:
https://phkule.org/article/971/private-cars-mainly-to-blame-for-katipunan-traffic-transport-experts
I have written before and many times about transport and traffic along Katipunan Avenue. This road has been part of my daily commute since 1988 when I was admitted to UP Diliman as a B.S. Civil Engineering major. Back then Katipunan was not as wide as it is now, especially along the section between UP Diliman and the MWSS complex. That section only had 2 lanes then. What is not a wide center island with large, old acacia trees used to be the frontage of MWSS. So now you can probably imagine how much land was ceded by MWSS for road widening.
I also wanted to write about Katipunan in part as a sort of farewell to the former MMDA Chair and Marikina Mayor Bayani Fernando (BF), who recently passed away. Much of how Katipunan looks like and the traffic situation today can be traced to what transpired during his time at MMDA. I will refrain from writing about this and him for now. I am actually thinking of writing a series about BF and his time as Mayor in Marikina, as MMDA Chair, and his brief stint as DPWH Secretary. This short article will do for now.
Article share: On the benefits of sidewalk networks
Here is another quick share of an article by Todd Litman on Planetizen. The article contains a lot of information or data about why we should be investing in sidewalks or pedestrian facilities (i.e., for walking).
Litman, T. (August 6, 2023) “Completing Sidewalk Networks: Benefits and Costs,” Planetizen, https://www.planetizen.com/blogs/124999-completing-sidewalk-networks-benefits-and-costs?utm_source=newswire&utm_medium=email&utm_campaign=news-08142023&mc_cid=cd3b2e2ba5&mc_eid=9ccfe464b1 [Last accessed: 9/23/2023]
To quote from the article:
“Walking is the most basic and universal travel mode, and sidewalks are the most basic walking infrastructure, but they are often overlooked and undervalued in transportation planning. Completing and improving sidewalk networks can help achieve many economic, social and environmental goals.
Recent case studies indicate that typical North American communities spend $30 to $60 annually per capita on sidewalks, and would need to double or triple these spending levels to complete their networks. This is a large increase compared with current pedestrian spending but small compared with what governments and businesses spend on roads and parking facilities, and what motorists spend on their vehicles. Sidewalk funding increases are justified to satisfy ethical and legal requirements, and to achieve various economic, social and environmental goals. There are several possible ways to finance sidewalk improvements. These usually repay their costs thorough savings and benefits.”
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A zipper lane along Katipunan?
Yesterday, the Metro Manila Development Authority (MMDA) started another experiment along Katipunan Avenue in Quezon City. They introduced a zipper lane along the stretch fronting Ateneo’s Gate 2 and Miriam College’s main gate (about 740m – less than a kilometer). This single lane was supposed to ease traffic congestion along the northbound direction of Katipunan (aka Circumferential Road 5 or C5 or Pres. C.P. Garcia Avenue), which is saturated with vehicles especially during the morning peak.
While we wait for the official pronouncements regarding this experiment, the impacts are likely to be marginal as the original northbound lanes are jammed with vehicles. Thus, there is a tendency for the entry to the zipper lane to be blocked. MMDA staff will also have to stop vehicles at the exit if they will allow the movement of left-turning and U-turning vehicles at the junction with B. Gonzales and Miriam’s main gate. While it may seem an exercise in futility, we have to appreciate the continuing effort of MMDA for such schemes. The bottomline though is the MMDA has limited options to address the hellish traffic along Katipunan. The schools and other establishments would need to put their heads together to formulate a more sustainable solution for this corridor.
Traffic and the changing Katipunan cityscape
The traffic situation along Katipunan Avenue has worsened over the years. While there was some respite from the usual congestion experienced along the stretch of interest that has 3 major schools and a mall during the pandemic, ‘traffic’ is back with a vengeance and the new normal seems worse than the old. That Katipunan has changed a lot over the decades is an understatement. The photo below shows high rise buildings completed and under construction. All of these are residential condominiums along Katipunan and Xavierville. Many students now reside there and walk, cycle or take public transport to school. Enrollment though at Ateneo, Miriam and UP has also increased over the years. That means more trips generated by the schools. And with many still dependent on cars for their commutes, it is no wonder that the traffic situation is usually hellish especially during the peak hours.
I took this photo while stopped in traffic at the SM Marikina service road one morning. I have been commuting along this route since the late 1980s and at that time, there were no tall buildings along Katipunan. However, traffic was already bad especially along the stretch from Aurora Boulevard to C.P. Garcia. Its worse now from what I have observed and experienced these 35 years.
There will likely be more condos to be built in that area. The question is if these will lead to more people walking, cycling or using public transport, and becoming less car-dependent. What are the travel characteristics of people there? How much is through traffic?
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Caught (up) in traffic 