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Highway 2000 and Barkadahan Bridge
There is an alternate route from the towns of Rizal Province to Taguig and Makati. The route will allow people to avoid the congested Ortigas Avenue, C-5 and EDSA, which is the typical route between the Makati CBD and Bonifacio Global City and the Rizal Province towns along Ortigas Avenue Extension and the Manila East Road including Cainta, Taytay, Antipolo, Angono and Binangonan. The alternate route utilizes a road that was constructed as part of a network of roads intended to encourage development in idle lands in Taytay that came out of the reclamation that was part of the Manggahan Floodway project.
One-way section beside the Taytay Public Market
Parts of the market were under renovation
Past the market, Highway 2000 becomes a 2-way road. There are no lane markings and the pavement shown in the photo indicates a poorly maintained road.
Along the road are subdivisions, a few commercial establishments, a columbarium under construction, informal settlers and much open space.
Junction with the Manggahan East Bank Road and approach to the Barkadahan Bridge
Crossing the East Bank Road to the 2-lane Barkadahan Bridge, you can immediately notice the narrow sidewalks along each side of the bridge. I think they should have designed this to be wider considering the significant number of people crossing the bridge on foot.
One can have a good view of the southernmost end of the Manggahan Floodway from the bridge.
The view shows a lot of informal settlers along both the west and east banks of the floodway and a lot of water lily and kangkong on the waters, which lead to the Laguna de Bay.
Shanties along the west bank of the floodway. The tall buildings in the horizon and downstream from the bridge are located in Quezon City’s Eastwood along Circumferential Road 5. Behind Eastwood is the Marikina River, which connects to the Manggahan Floodway via the Rosario Weir.
The other end of the Barkadahan Bridge is a junction with the Manggahan West Bank Road and a generally residential area that is still part of Taytay, Rizal.
The same route can also be used by those residing in Pasig and Marikina cities to the east of the Manggahan Floodway as there is a direct connection to Highway 2000 and the Barkadahan Bridge via the East Bank Road of the Floodway.
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Sales Bridge repairs completed
The repairs to Sales Bridge, which connects the Fort Bonifacio area to Villamor and the NAIA terminal complex, has been completed and all lanes along the bridge are now passable. The bridge has been a bottleneck for some weeks as repair works have led to serious traffic congestion in the area, particularly along Sales Road that’s among the main access roads to NAIA, particularly Terminal 3, which is at the end of the road and along Andrews Avenue. From another perspective, the bridge is also a main access route to Fort Bonifacio (and Bonifacio Global City) and Makati (via Pasong Tamo Extension) via Lawton Avenue, of which the bridge is a part of. I took a couple of photos while en route to T3 clearly showing all lanes open to traffic.
Under the Skyway, traffic flows smoothly on either side of the bridge. When the bridge was being repaired, only 3 lanes were available to traffic – one westbound and two eastbound.
Mixed traffic along the Sales Bridge includes trucks and bicycles. Further downstream is a roundabout at the intersection of Sales Road and the West Service Road along the South Luzon Expressway. Also, shown in the photo is the Skyway ramp connecting the tollway to the Villamor and the NAIA terminal complex.
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The San Juanico Bridge
The longest bridge in the Philippines is found between the islands of Samar and Leyte in the Visayas (central Philippines). Flying on a clear day, we saw the bridge as our plane maneuvered towards Tacloban Airport. I took a few shots before our plane turned for the landing. Later, we also took a few photos along the bridge en route to Catbalogan, Samar.
Our first look at the San Juanico Bridge was from the air as our aircraft maneuvered towards Tacloban Airport. Leyte Island is on the right while Samar Island is on the left.
The Samar end of the bridge is in the town of Basey and the Leyte end is in Tacloban City.
The bridge is designed in order for vessels to be able to navigate under the superstructure. The construction obviously takes advantage of the islands in the San Juanico Strait.
Traffic along the bridge was quite low. Heavy vehicle traffic like the truck in the photo are usually regulated when using the bridge as the structure cannot carry too much load given the heavier trucks we have now. The DPWH is in charge of monitoring such heavy vehicle traffic and large trucks must get permission before traversing the bridge.
Quite unusual – this was the first time I saw a public utility motorcycle, called habal-habal in many parts of the country, that had a makeshift roof to provide shade to the rider and his passenger(s).
This is a view I’ve seen as a background in many photos as it shows an interesting section of the bridge as it eventually lands in Samar.
Given the light traffic along this bridge that connects two of the largest islands in the country, I am tempted to ponder on the proposals to build much longer bridges connecting other islands. One such proposal is for a bridge to connect the islands of Panay and Negros in Western Visayas. While traffic between these two islands will surely be more than that between Samar and Leyte, I would bet that this won’t be enough to justify the staggering cost of such infrastructure. Indeed, it will be a longer bridge and one that will be a marvel of engineering but it is a folly if seen from the perspective of the people in both islands having more pressing needs in both social and institutional infrastructures (e.g., health centers and schools) that spending money on such a bridge is just plain obscenity.
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Batasan-San Mateo Road
The Batasan-San Mateo Road is one of two roads directly connecting Metro Manila (through Quezon City) to the northern towns (San Mateo and Rodriguez) of Rizal Province. One end of the road is at the junction with the IBP Road that is the main access to the Batasan Complex, where the Philippine House of Representatives is located. The other end is at the junction with Gen. Antonio Luna, which is also known as the Marikina-San Mateo-Montalban Road.
The road descends from the higher elevation hills of Quezon City and the Batasan area towards the Marikina River and the Marikina Valley.
The road has 2 lanes along each direction and opposing traffic are separated by a narrow median island tht probably won’t stop larger vehicles should their drivers lose control and go towards the other side.
Part of the road was carved out of the hill and this is clear from the sections where the rock or soil is exposed. This is similar to the way Ortigas Ave. in Pasig was constructed in the 1970’s out of the rock of the hills of Pasig and Mandaluyong.
Traffic is generally light along this road but there are incidence of congestion uphill (to QC) due partly to the slope and in many cases due to trucks or tricycles.
Lands on either side of the road are residential areas with a mixture of exclusive subdivisions, low income communities and informal settlers.
A concrete bridge spans the Marikina River.
The bridge is long and if traveling along the outer lanes, one can get a good view of the Marikina River and its flood plains. When traveling to QC, one would have a good view of the structures dotting the hills, which are mostly houses and shanties of different types.
Jeepneys started plying routes along the road as it provided a shorter way between Metro Manila and the towns of San Mateo and Rodriguez as well as the northern barangays of Marikina. Travelers won’t have to pass through the traditional way via Marikina.
Median opening just meters away from the junction with Gen. A. Luna.
End of the road – the junction with Gen. A. Luna, which is already in San Mateo, Rizal. Turning right takes the traveler to Marikina City while a left will bring one to San Mateo town proper and Rodriguez (Montalban) further on.
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Montalban Highway
The Montalban Highway is located between the junction with J.P. Rizal Avenue in Rodriguez, Rizal (formerly known as the town of Montalban) and the junction with Payatas Road in Quezon City, Metro Manila. It serves as part of an alternate but somewhat longer (distance-wise) route between Metro Manila (via QC) and the northern towns (San Mateo and Rodriguez) of Rizal Province. The other route is through the Batasan-San Mateo Road, which also has a bridge crossing the Marikina River. While it is longer, it is often the less congested road and may perhaps offer faster travel (shorter travel times) between QC and San Mateo or Rodriguez. It is definitely the faster route to Montalban since travelers won’t have to pass through the town proper of San Mateo, which can get congested due to the local traffic and narrow roads.
Turning right from J.P. Rizal and unto the QC-bound side of Montalban Highway
The road is a 4-lane/2-way highway with a median island with a plant box separating opposing traffic.
Traffic is a mix of cars, tricycles, jeepneys, buses, even bicycles and pedicabs.
Along the highway is the Montalban Town Center, which has buildings on either side of the road midway through the highway. The buildings are connected by a covered elevated walkway.
Past the town center is the Montalban Public Market and the area reminds of what Kalayaan Avenue in Makati City looked like before it was widened.
We couldn’t understand exactly what the tagline “committed to change with honor” really meant, especially when it’s placed together with the sign for the market.
Tricycles easily clog up the highway with many trying to get passengers by slowly traveling along the curbside.
Past the commercial/market areas, traffic is free-flowing.
Approach to the San Jose Bridge crossing the Marikina River
There’s a steel structure alongside the bridge that carries water pipes. From distance, the structure together with the bridge makes it look like the San Jose Bridge is a steel structure.
What looks like a hill at the end of the highway is actually part of the La Mesa Dam reservoir and watershed.
After crossing the bridge, traffic is still light but vehicles generally slow down as they approach the end of the highway where there is a junction.
It turned out that vehicles were also slowing down due to major waterworks being conducted at the intersection of Montalban Highway and Payatas Road.
A closer look at the pipes being laid out in the area when we passed by this June.
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Romulo Highway: San Clemente – Lingayen
Romulo Highway originates from Tarlac City and passes through the towns of Sta. Ignacia, Camiling and San Clemente in Tarlac, and then the towns of Mangatarem, Aguilar, Bugallon and in Pangasinan. It ends at Lingayen, Pangasinan, in essence connecting the capitols of two major provinces in Central Luzon (Region 3/Tarlac) and the Ilocos (Region 1/Pangasinan).
Solar dryers – a common sight along Philippine highways is palay spread out along the shoulders to dry naturally under the sun
Good condition – pavements along sections of the Romulo Highway between San Clemente and Lingayen are generally well-maintained
Approach to intersection – the island is part of the channelization at the junction to physically separate vehicles approaching the junction.
Channelization – the islands along with directional signs help guide motorists at the junction.
Approaching a curve – this section can be a little tricky with a climb towards a horizontal curve.
Sharp curve – the curve is sharp enough to necessitate the installation of chevrons. This is combined with a climb or descent.
Reverse – it turns out that this section is actually a reverse curve, which increases the complexity of the section for drivers and riders.
Transition to a bridge – the reverse curve leads travelers to the Bugallon Bridge across the Agno River (direction towards Lingayen). Note the 20-ton limit of the bridge indicating that it is a relatively new bridge applying the DPWH standards for load limits.
Bugallon Bridge – is typical concrete bridge structure without an arch. Barriers are concrete and should be able to withstand collisions with most type of vehicles.
Agno River – is part of one of the larger river systems in Luzon Island and the country. The river becomes the Tarlac River when it branches out to Tarlac Province.
Bugallon Bridge – continuation of the long bridge terminating at an embankment that leads to another bridge towards Lingayen.
Padilla Bridge – is a steel truss bridge that is older than the Bugallon Bridge not only based on the form (many old bridges along national highways are steel truss bridges) but also on the load limit of 15 tons. The lane widths are also narrower than that of the Bugallon Bridge.
Padilla Bridge – is longer than the Bugallon Bridge as it crosses a wider branch of the Agno River system.
San Jose Bridge – viewed towards Lingayen from Bugallon is a relatively short steel truss bridge.
San Jose Bridge – view towards Bugallon from Lingayen is probably the same age as the Padilla Bridge. This bridge also has a 15-ton load limit.
Crossroads – vehicles turning to the left will be headed back towards Tarlac through Bugallon and Mangatarem. Going straight will take the traveler to the towns of Labrador, Sual and the general direction of Alaminos and Bolinao. The SUV on the left is headed for Lingayen and Dagupan.
Provincial boundary – a simple arch marks the boundary between Pangasinan and Tarlac. A little further downstream is another arch formalizing the boundary for the Municipality of San Clemente in Tarlac.
First town after the border – San Clemente is the first Tarlac town along the Romulo Highway upon crossing from Mangatarem, Pangasinan.
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Another look at the Muelle Del Rio
Got to pass by the Muelle Del Rio again en route to a meeting at the DPWH in the Port Area. We took this route as we wanted to avoid congestion in front of the Manila City Hall and along Padre Burgos. I made sure I took additional photos of the road including the approach from the Quezon Bridge to show the parked vehicles, mostly UV Express, parked along the road. Some maps already refer to the Muelle Del Rio as Riverside Drive. I think this is not appropriate especially from the perspective of heritage and the preservation of street names that are strongly linked with history. Such is an unnecessary simplification that should not be the case especially in the historic City of Manila and in the vicinity of Intramuros.
Approach from the Quezon Bridge – UV Express (FX taxis) parked along the roadside
A bridge too close – the road comes quite close to the approach to MacArthur Bridge (the road on the other side of the barrier), which leads from Padre Burgos to Carriedo
Taking a turn – turning from the approach towards the riverside portion of the Muelle del Rio, one can see the bridge for the LRT Line 1 and trees where homeless people usually take shelter. The driveway under the bridge is for a public transport terminal occupying the area under the bridge.
Underpass at MacArthur – the walls of the plant box are painted and seem to be well-maintained while that of the bridge are vandalized
Behind the Post Office – the walls/fence of the post office is vandalized while there seems to be no one using the walkway along the Pasig River at the right of the photo. The yellow poles are light posts. There are no pavement markings along this stretch of the road.
Pools – water from the mid-day rains accumulate along the gutters at either side of the road. The walls of the Manila Central Post Office look dirty from the combination of grime and vandalism.
Sidestreet – approach to the junction to the sidestreet between the central post office and the building of the Philpost Bank before the underpass at the Jones Bridge
Jones Bridge underpass – the underpass is obscured by the tree growing beside the wall. The stairs shown on the right of the photo is the pedestrian access to the bridge from the riverside walkway.
After the bridge – there is significant traffic behind the National Press Club building
Bureau of Immigration – the BI complex is behind the wall shown on the left of the photo. There is a wide buffer zone along the Pasig River that’s been developed into a riverside park by the City of Manila. The curious Y-shaped structures are lamp posts that provide ample illumination at night time.
Approaching the terminal – the park area on the right is also used as parking space by visitors of the BI and those using the now non-operational Pasig River Ferry terminal at the mouth of the Pasig.
Ferry terminal – parked vehicles along the terminal plaza are actually those of employees and visitors of the BI
Post-terminal – the open area/riverside park continues after the ferry terminal and across the Plaza Mexico. Faintly visible on the left of the photo is the Acapulco Galleon Trade Monument that commemorated the trade route between the Philippines and Mexico during the Spanish Period. Across from the other side of Plaza Mexico are the ruins of the old Aduana (Customs) building.
The dark side – the lamp posts seem to have been removed from their concrete bases. This was also shown in the preceding photo and I can just imagine how dark it is at night. The area has much potential as a park and the City of Manila should develop the place for it to attract people.
Reconstruction – the Intramuros Administration and the Department of Tourism are already implementing some projects here and there but more would have to be done for Intramuros and the Muelle del Rio to be revived and become a major attraction if only for its heritage value. I certainly would like to see it developed like Melaka in Malaysia.
The Intramuros area including the Muelle del Rio may be considered for cycling and pedestrian facilities to encourage people to walk and cycle in the area. The stretch certainly has potential for walking and NMT, and should not be allowed to deteriorate further. Off-street parking facilities should also be considered and carefully planned such that on-street parking may be restricted and space be made available for pedestrian facilities. I am sure there are many planners and architects who would be up to this challenge.
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Cagayan Valley Roads – Part 2
To continue with Part 1 of my feature on Cagayan Valley Roads, the following photos were taken along the national roads from Nueva Vizcaya to Cagayan (Tuguegarao).
After Dalton Pass, motorists continue on winding mountain sections, often with little protection against flying off the road
Community in a valley in the mountains as seen from the national highway
The hills seem to be silent witnesses to intense logging in the past that has left us with a lot of barren hills and mountains. I could only imagine how these hills could have looked like if there were still trees.
Entering Bambang, Nueva Vizcaya, I was a little disappointed that there was no grand arch like those marking boundaries in other cities or towns along national highways. Instead, there’s this sponsored sign on a gantry. Ahead, some of the chevron signs have been stolen, leaving only a few installed and empty posts.
Reverse curve section with concrete barriers to keep cars from going off-road and into the ravine on the right. These barriers, however, will be unable to stop larger vehicles.
I was both a bit surprised and delighted that tricycles used the shoulder (or is it parked?) and got out of the way of general traffic. I now forget the exact name of the place but this is somewhere in Bambang in Nueva Vizcaya and the tricycles here are not garapal users of the road.
There are many trucks traveling along the Pan-Philippine Highway as this is a major route for a lot of goods. Isabela province, for example, produces rice that is transported mainly to Central Luzon and Metro Manila.
This typical 2-lane concrete bridge is relatively new judging from the 20-ton limit indicated in the sign. Older bridges would have 15-ton limits.
The sign before the bridge allows motorists to assess distances to major towns along the highway: 8 km to Bayombong, Nueva Vizcaya, 13 km to Solano, Nueva Vizcaya, and 70 km to Santiago, Isabela. The two-lane bridge doesn’t have enough space for pedestrian use or breakdowns.
There are many straight, long sections like this between Bayombong and Bagabag.
I forget now but this section is also likely to be somewhere between Bagabag, Nueva Vizcaya and Cordon, Isabela. Bagabag is close to the provincial and regional boundary with Banaue Province (Cordillera Autonomous Region) and there are signs pointing travelers to roads going to Baguio City and Lagawe.
I forget now but this section is also likely to be somewhere between Bagabag, Nueva Vizcaya and Cordon, Isabela.
Calao Bridge in Santiago City, Isabela is an example of old school bridgework using steel trusses. It is similar to many other bridges including those still standing in the Visayas and Mindanao.
From Santiago City, we decided to take the alternate route using the Santiago-Tuguegarao Road. Our assessment was that this would be less congested compared to using the Cagayan Valley Road, which passes through more populous towns like Cauayan and Ilagan.
Arch announcing our arrival at Cabatuan, Isabela province along the Santiago-Tuguegarao Road.
Typical two-lane bridge in Isabela along the alternate route to the Cagayan Valley road. Our decision to take this road seemed to be a good one as traffic was very light and we could travel without worrying too much about tricycles or pedestrians.
There were rice fields on both sides of the road. The concrete pavement was satisfactory and allowed us to travel at high speeds. Fortunately, there were few communities and people living along the highway at the time.
I like seeing rice fields with the plants growing and the greenery indicating its is well-irrigated. This was taken in mid-February so I am pretty sure that since it was months before the wet season, the area had an abundant harvest.
Sunset in the Cordilleras
The light from the sunset presents travelers with surreal sights with the rice fields and the mountains often combining for picture-perfect moments. I took this with my Canon Ixy on-board a moving vehicle!
Another shot of the country side along the Santiago-Tuguegarao Road. This highway will actually pass through Kalinga province and there is a junction after Quezon town where travelers can turn left towards Tabuk, the capital town of Kalinga.
Crossing the Buntun Bridge after Enrile town brings the traveler to Tuguegarao. The bridge spans the width of the Cagayan River, the longest and largest river in the Philippines, which deserves to be called by its name during the Spanish period – Rio Grande de Cagayan.
Cagayan River is a wide body of water that is navigable and the source of fresh water for a lot of people in the Cagayan Valley. It stretches from Aparri to Dupax Del Sur, Nueva Vizcaya near the Nueva Ecija province and Pantabangan Dam. The river and its tributaries cover practically the entire valley of 4 provinces (Cagayan, Isabela, Quirino and Nueva Vizcaya).
Reviewing these photos and trying to remember the places is like reliving the journey. I am sure there has been a lot of changes since I took these photos in February 2007. Perhaps there have been substantial developments along the highways and there are more people living in those communities we passed by. Perhaps, too, there is more vehicular traffic along these roads, a definite sign of progress in these areas. I just hope that there would be more and not less trees in those hills we passed along the way.
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The Panay-Guimaras-Negros bridge: nice to have but is it necessary now?
An article came out of the Philippine Daily Inquirer about 19 congressmen backing a proposed 53-Billion Peso bridge project. The bridge is supposed to connect the main islands comprising Western Visayas namely Panay (which has 4 provinces – Iloilo, Capiz, Aklan and Antique), Guimaras and Negros (divided into two provinces – Negros Occidental and Oriental). The claim is that the bridge will generate traffic between the islands, leading to more economic activity. While this preliminary assessment is generally true, it is the magnitude of the traffic and the resulting benefits that is difficult to determine. In fact, it is very difficult to establish a likelihood for what are expected to be tremendous benefits given also the tremendous cost of the bridge. The price tag will require quite a stretch should the usual economic analysis of NPV, IRR and B/C Ration be applied to justify the project, even factoring in employment opportunities (after the project, what then becomes of the workers?)
Meanwhile, it is interesting to make a reality check about the constituencies of these same congressmen. Do they have health centers to serve their people? If so, are there medicines and other essential equipment or staff in these centers? These are just examples of what needs much and immediate attention other than constructing what may likely become a monument to folly. First things first! There are many other things that need to be prioritized other than sinking funds into this project.
From a purely civil engineering or architectural viewpoint, the bridge would definitely be a great project. It could be a showcase project for an emerging economy, a statement for a country wanting to be recognized among its more progressive neighbors like Thailand and Malaysia. Yet, considering many other things like recovery from the disasters that visit the nation every year (think Ondoy and Sendong) it is another one of those projects that I believe is nice to have but is unnecessary at this time. In fact, the cities in the islands of Panay and Negros would probably benefit more if their traffic and public transport systems are upgraded. But that’s just one opinion…
The article is reproduced below:
19 solons back P53-B bridge project
By Nestor P. Burgos Jr.
Inquirer Visayas12:03 am | Sunday, March 25th, 2012ILOILO CITY—Crossing party lines, 19 Visayas congressmen have asked President Aquino to prioritize the construction of a bridge network linking the islands of Panay, Negros and Guimaras.
The legislators, in a resolution, called on Mr. Aquino, the Public-Private Partnership (PPP) Center, the Department of Public Works and Highways (DPWH) and the National Economic Development Authority to prioritize the construction of bridges connecting the islands in the government’s PPP program.
“The construction of trans-link bridges will open new economic opportunities, reduce transportation and business transaction costs, increase access to social services and boost tourism in the entire Western Visayas region,” according to the resolution.
The resolution was initiated by Iloilo City Rep. Jerry Treñas and was signed by 19 of the 21 legislators from Western Visayas and Negros Oriental.
Aside from Treñas, those who signed the resolution include Representatives Janette Garin (Iloilo), Augusto Syjuco (Iloilo), Arthur Defensor Jr. (Iloilo), Ferjenel Biron (Iloilo), Niel Tupas Jr. (Iloilo), Florencio Miraflores (Aklan), Paolo Javier (Antique) , Antonio Del Rosario (Capiz), Jane Castro (Capiz), JC Rahman Nava (Guimaras), Anthony Rolando Golez Jr. (Negros Occidental), Aflredo Marañon III (Negros Occidental), Alfredo Benitez (Negros Occidental), Jeffrey Ferrer (Negros Occidental), Mercedes Alvarez (Negros Occidental), Jocelyn Limkaichong (Negros Oriental), George Arnaiz (Negros Oriental) and Pryde Henry Teves (Negros Oriental).
Only the late Rep. Ignacio “Iggy” Arroyo and Rep. Julio Ledesma IV, both of Negros Occidental, were not among the resolution’s coauthors.
House Resolution No. 2018 was read on Jan. 16 and was referred to the House committee on public works and highways.
Steel bridges
There have been various proposals and studies to construct the bridges over the years but none has led to an actual project because of the high estimated cost. In the past, however, the government used modular steel bridges for its various projects. The bridges, unlike concrete ones, are easier to build and less expensive.
A study of Japan International Cooperation Agency conducted in 1999 pegged the cost of the project at P53.661 billion with a total span of 23.19 kilometers.
This includes P14.173 billion for the construction of the 2.59-km Panay-Guimaras bridge and P39.488 billion for a 20.6-km bridge linking Guimaras and Negros islands.
In a separate DPWH study in 2010, the project cost was estimated at P28.496 billion covering 13.16 kilometers. This include 3.6 km for the Panay-Guimaras bridge at P9.438 billion and a 9.56-km bridge to connect Guimaras and Negros costing P19.08 billion.
The 13.16-km span is the shortest among the target areas for bridge construction.
Based on this projected length, a bridge will be constructed to connect Leganes town in Iloilo to Buenavista town in Guimaras. Another bridge will link San Lorenzo town in Guimaras to Pulupandan town in Negros Occidental.
‘More realizable’
Treñas said the projected cost in the DPWH study “makes the dream more realizable.”
The Visayan legislators pointed out in the resolution that the promotion of the project under the PPP is an integral part of the President’s socioeconomic program.
They said infrastructure and economic development projects should also be implemented beyond the capital.
“The National Capital Region receives the lion’s share of the national budget despite the Visayas islands having a population greater than that of Metro Manila,” said the resolution.
They said the archipelagic nature of the country “requires the development of a unified well-integrated economy which allows people and goods to be transported swiftly and efficiently.”
Treñas said they hoped that the national government could release funds for a comprehensive feasibility study that would pave the way for the approval and implementation of the project.
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Muelle del Rio
The Muelle del Rio is a riverside road that stretches from Quezon Blvd. (from the ramp of Quezon Bridge) to Plaza Mexico in Intramuros. The road passes under the McArthur and Jones Bridges that cross the Pasig River, and behind buildings such as the Manila Central Post Office, the National Press Club, the Philippine Chamber of Commerce and Industry, and the Bureau of Immigration.
The stretch from McArthur Bridge behind the Manila Central Post Office is clear of squatters but there are many garbage, mainly plastics, strewn everywhere. There are people “residing” under McArthur Bridge and these homeless people have only their carts or cardboard boxes to protect them from the elements.
The lamp posts along the road look like they were inspired by the capiz windows of old houses. The homeless include the individual pictured here who was washing clothes using the flowing water from various sources including a leaking water pipe. This section is often flooded during the wet season due in part to its location and elevation with respect to the Pasig River.
The underpass at Jones Bridge is another section that is usually flooded during the wet season. A staircase connects the bridge and the riverside walkway cum park. The bridge is currently mentioned in news reports regarding the film “The Bourne Legacy” that will be shot in Manila. The bridge is an old one and considered a landmark in Manila. It has been the subject of many old photos and has been romanticized in paintings.
Vehicles parked along the linear park across the road from behind the Bureau of Immigration. The park is not supposed to be a parking facility but due to a lack of parking spaces for the Bureau and not too many people using the park anyways, parking was tolerated. Perhaps it is better than having such vehicles occupy precious road space. Further down the road, the red tile roof of a Pasig River Ferry terminal is visible.
The Plaza Mexico Station of the Pasig River Ferry. the Ferry services were suspended last year due to many problems including the lack of passengers.
Plaza Mexico is only a stone’s throw away from the ferry terminal shown in the preceding photo and is already within the walls of Intramuros. Among the historical buildings in the vicinity are the Intendencia, Almacenes and the Aduana, which were buildings from the Spanish Period. Some are currently being restored as part of a heritage initiative in Manila spearheaded by the Intramuros Administration.
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Caught (up) in traffic 
