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I recently wrote about some thoughts on Pasig City’s HOV lane experiment along Julia Vargas Avenue. Here are a few more considering the experiment didn’t push through last February 28.
Screen cap (courtesy of ABS CBN) showing the starting date for the HOV lane experiment. I think ‘HOV’ is more appropriate than ‘carpool’ since the requirement is for vehicles using the lane to have 4 or more passengers. Having only 2 passengers still qualify as a carpool.
I learned recently that the experiment has been put off to March 26, 2018:
[Photo courtesy of Dulce Justiniani]
The current set-up has 2 lanes for motorised vehicles including a wide lane for HOV’s (including public utility vehicles like buses and vans). HOV’s here also include cars but those with at least 4 occupants. Here are a couple of photos showing us what could possibly happen should enforcement be weak given the configuration of the lanes along Julia Vargas:
Private van running along the lane designated for HOV’s alongside a solitary cyclist on the bike lane.
An SUV overtaking the van via the bike lane and the extra space of the HOV lane.
Wide lanes generally encourage higher speeds. I believe the way to go would be to have narrower lanes. And should these be considered, it would be possible to have 3 lanes for motorised traffic with one assigned for HOV’s and another for motorcycles. These are aside from the bicycle lane that I think should also be a protected lane. Protection here may be through the provision of “forgiving” physical dividers in the form of, say, rubber bollards.
Here’s how the Julia Vargas carriageway could be laid out:
Again, these are just suggestions for whoever are in-charge of the experiment-to-be along Julia Vargas Avenue. I hope that they are able to make some assessments even prior to the experiment. Such can be done using simulation software in order to have a handle on traffic related issues that may crop up during the implementation. Still, a big factor would be the enforcement aspects of the proposed policy for motor vehicles. Strict, firm and sustained enforcement would be necessary in order for this to succeed.
The recent news about the groundbreaking for the C-6 expressway led some people to this site and looking for information on C-6. Here are more photos I took last month (January 2018):
The future northbound lanes of C-6 is currently under rehabilitation and are being upgraded to Portland cement Concrete Pavement (PCCP). The new southbound lanes currently serve the two-way traffic.
The sign is an old one and perhaps still in use as a barrier more than for information
You see a lot of people jogging, walking and cycling along the finished road. It shows the demand for spaces for such activities, including recreation, and a similar situation may be observed along C5 before and along the perimeter of Libingan ng mga Bayani where a lot of people do exercises and other activities along road sections that are closed to vehicular traffic.
With one lane completed the second lane is prepared for pouring of concrete. You can see the formworks along the median.
Other sections have yet to be prepared for concreting but have been stripped of the old pavement (Asphalt Concrete pavement or ACP).
What you see here at right is the compacted base/sub-base layer. The forms have not been installed yet.
Backhoe and roller at the worksite.
A grader in action.
I will post more photos later from the next time I pass by the area. From what I’ve hear so far, traffic has eased along the expanded Barkadahan Bridge but there are still bottlenecks to address along this alternative route. There will also be a need to have a higher capacity, less friction connection between C-6 and C-5 as traffic along C-6 increases and it’s become quite obvious that Taguig’s narrow streets cannot handle this increasing travel demand between the two highways. It makes sense to have a higher quality, limited access road for this purpose since Taguig roads are already congested and through traffic poses a safety hazard to the residential areas where vehicles travel through.
Someone shared a post about a traffic scheme they will be implementing along Julia Vargas Avenue in Pasig City. The proposal is for the avenue to have a high occupancy vehicle (HOV) lane where vehicles with 4 or more occupants are to take one lane and all other vehicles the other. I am not entirely sure about the objective other than to promote high occupancies for vehicles. However, it would be nice to see how travellers will be behaving (e.g., complying) and how Pasig (with MMDA?) will be enforcing this scheme.
This is what a segment of Julia Vargas currently looks like with 2 wide lanes designated for motor vehicles (separated by the solid yellow line) and one narrow lane for cyclists (adjacent to the shoulder):
The intent is good but as a major link the scheme can be quite confusing especially for those who are not necessarily frequent users of this road. I assumed the yellow line was painted by the DPWH but it seems it was by Pasig. Perhaps they should have removed the old markings? Or maybe better if they rationalised the carriageway width to accommodate 3 lanes for motor vehicles and 1 wider lane for bicycles? From the photo above, it appears to me that it is possible to have 2 narrow lanes for general traffic and one wider lane for HOVs (in this case defined as having 4 or more occupants) and public utility vehicles. This configuration maximises the capacity of the road while having a the “best” lanes allocated for HOVs and bicycles.
I wish them success on this social experiment. Perhaps there can be valuable learnings from this including the need for connectivity to other links as well.
Here is another article, this time on the future of city streets. I had been sharing many of the ideas related in the article in the Transportation Engineering courses that I handle including those pertaining to the Complete Streets concept and road diets. The article is good reading material for my students who need to get out of the box (so to speak) of traditional civil engineering thinking regarding highways and streets. That is, we need to do more people-centred rather than car-centric designs.
Davidson, J. (2018) “What Is a City Street? And What Will It Become?”. New York Magazine. http://nymag.com/daily/intelligencer/2018/01/what-is-a-city-street-and-what-will-it-become.html [Last accessed: 2/2/2018].
Here is a photo I took in Iloilo City a couple of years ago showing the bikeway along the Diversion Road. The facility then was underutilized but was supposed to represent, along with the Promenade along the river and the redevelopment of the old airport site in Mandurriao, the revitalisation of the city. Meanwhile, there have been little done for the downtown streets.
Iloilo City provides a good example of the need to have a more holistic transformation rather than have some exhibition or demonstration pieces for inclusive transport here and there.
We begin February with a post on a road that’s becoming more popular as a major (as opposed to alternate) route to Bonifacio Global City (BGC) and Makati CBD – Circumferential Road 6. I took the following photo at the approach to the Nagpayong Bridge that is current has only 2 lanes (1 per direction). Another bridge is being constructed along the existing one that will increase capacity for the Pasig River crossing to 2 lanes per direction. This is similar to what was done to the Barkadahan Bridge crossing the Manggahan Floodway in Taytay, Rizal.
The volume of road vehicle traffic is steadily increasing along C-6. The adjacent land use offers a lot of potential for development (hopefully planned) that will feed more traffic along what will become a major thoroughfare in the near future. The land I am referring to are the reclamations on the side of Laguna de Bai along C-6 that are under the jurisdiction of Taguig and similar developments on the opposite side on what was once swampy or marshlands. One wonders if Taguig has a plan for all this or if the city is turning a blind eye and just letting developers do what they want. Most seem to be residential subdivisions and industries-related with a sprinkling of mainly small to medium-sized commercial developments.
Again, I think national and local governments should consider making this a public transport corridor by introducing formal public transport in the form of a scheduled bus service stretching from, say, Bicutan Interchange to Taytay Public Market. The demand along this corridor is steadily rising and only a better connection to C-5 limits an even steeper increase in traffic volume along C-6. The time is now in order to condition commuters about the system and to the unwanted congestion experienced along major roads in the metropolis.
Mobilizing surveyors for traffic data collection in Tacloban City’s downtown, I took the opportunity to take some photos before 6:00AM. This was before most people were at work or school on the first good weather day in the city after a week of heavy rains that brought floods and landslides to parts of the city. Schools at all levels had been suspended earlier this week with government offices also closed last Monday.
Zamora Street towards southeast and M.H. Del Pilar Street
Zamora Street towards northwest and Salazar Street
Justice Romualdez Street to southwest and M.H. Del Pilar Street
A lone cyclist along Justice Romualdez Street
There’s something about coming out to walk in the early morning in cities like Tacloban. You catch a city at a time before all the action happens, when everything seems so peaceful and calm when you see more people walking and cycling than motor vehicles dominating road space. That serenity should serve as an inspiration for what should be the vision for a city in order for it to retain its soul rather than lose it in what can be nightmarish traffic and transport conditions. Tacloban’s downtown holds so much promise for revitalisation but among the issues that need to be addressed is traffic-related. The city needs to recover spaces for pedestrians and cyclists while ensuring efficient traffic circulation for motor vehicles, particularly public transport. There seems to be spaces available for road diets and the creation of safe paths for people, and such design challenges need to be taken on in order to transform the downtown area into an example of sustainable transport.
We have an ongoing project with the City of Tacloban and recently we went around the northern part of the city where many relocation sites were established after the onslaught of Typhoon Yolanda (Haiyan). After doing our fieldwork, we decided to cross the San Juanico Bridge into Samar island where we were told there’s a nice restaurant sitting atop a hill in the town of Sta. Rita.
Despite the rains, we managed to get some photos of the breathtaking views. Among these were this photo of the bridge as seen from Samar. Leyte and Tacloban are behind the bridge.
It is said that the part of the bridge on the Samar side has that distinctive ‘S’ shape while the Leyte side is a simple ‘L’ form. Trucks are weighed before they get on the bridge and the DPWH maintains a weigh station for this purpose before the Samar end. I didnt notice any from the Leyte side. Perhaps this is because most loaded trucks come via Samar rather that from Leyte?
Traffic along the San Juanico is usually light. This is despite the route being part of the eastern spine or nautical highway that is also part of the Asian Highway network. This leads me to suspect that similar (but longer and more expensive) bridges proposed for connecting other islands are unnecessary and cannot be justified when compared with other more urgent infrastructure projects including those that wil address urban congestion and promote improved mobility. The latter are more urgent and meaningful than massive structures that fewer people will use and benefit from.