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I was in Tacloban City last month and got to meet former participants to our training program who are working for their Traffic Operation Management Enforcement and Control Office (TOMECO). Among the topics of discussion was the traffic scheme for the central business district (CBD). Last year, the city had implemented a one-way traffic circulation scheme for the CBD as shown in the following map in the traffic advisory released by the city:
The city had to ease up on the one-way scheme, retaining it for the northwest-southeast directions and reverting to 2-way flow for the northeast-southwest directions. This decision was apparently due to the feedback the city got from various stakeholders about travel times and distances becoming longer due to the one-way scheme. This needs to be verified by collecting data pertaining to typical routes taken by vehicles, private and public utility, in order to get from an origin to a destination (e.g., from home to school). This can be simulated or estimated using field data (travel time surveys). We intend to use both as we make an assessment of the scheme and formulate recommendations for the city.
A proposed one-way scheme for EDSA, C-5 and Roxas Boulevard raised not a few eyebrows among transportation and traffic professionals. While it seems to some that the three major thoroughfares are parallel or can be paired in such a way that EDSA can be one-way southbound, and C-5 and Roxas Blvd. can be one-way northbound, it is not as easy at it seems because these arterial carry a heckuva lot of traffic compared to the roads they are being compared to (New York?). The road network layout is also quite different. We have a circumferential and radial road network as the backbone of road-based transportation. A one-way scheme could be more effective if we had a grid type network where you have several pairs of roads that can be designated as one-way streets.
Take the case of Tacloban City, whose central business district has a grid-type network with intersections relatively closely spaced. The city implemented a one-way scheme as shown below:
Note the pairs of roads designated for one-way flow. These basically make for efficient traffic circulation provided the capacities of streets and intersections are not significantly reduced by factors such as on-street parking and other roadside friction. This can be achieved in various places in Metro Manila where streets are similarly laid out and there are multiple pairs to promote good circulation. Makati, for example, has many one-way streets in its CBD, and these are also in pairs. While having high capacities, EDSA, C-5 and Roxas Boulevard just does not have the closely spaced intersections to effect efficient circulation. In fact EDSA (or C-4) and C-5 are arterials that function to distribute the traffic carried by radial roads such as Roxas Blvd., Shaw Blvd., Commonwealth Ave, Aurora Blvd., etc.
A better option is to focus on improving road -based public transport by setting up high capacity, express bus services with exclusive lanes. These may not necessarily be full Bus Rapid Transit (BRT) systems but requires a drastic reduction and restructuring of current numbers of buses along EDSA and their deployment along corridors like C-5 and Roxas Blvd. Express means longer intervals between stops (hint for EDSA: express bus stops coinciding with MRT-3 stations), and increased travel speeds made possible by exclusive lane(s). This could have been piloted during the APEC meetings in the previous administration where 2 lanes for each direction of EDSA were appropriated for APEC vehicles. These lanes could have been used afterwards for a BRT (-lite?) system and what could have been an pilot could have also provided an appreciation or “proof of concept” for BRT in Metro Manila that we could have learned a lot from.
I was going to defer posting another article this September as I reached my usual quota of at least 10 posts. Particularly, I wanted to have a series about my recent trip to Vietnam. But then the traffic congestion the past week was just so severe that I felt I just had to write another piece.
To be fair, there are so many reasons why transport and traffic are bad in Metro Manila. Among these is the lack of mass transit infrastructure, particularly a more comprehensive rail-based system. Metro Manila, with its population of over 12 million requires something like 8 to 10 mass transit lines that are interconnected and allows for seamless transfers with road transport modes. Singapore, with less people, has more efficient options for public transport. Then, there is the lack of facilities for walking and cycling that could tremendously reduce the number of trips using motor vehicles particularly for short trips (perhaps within 2 to 3 kilometers travel distance?). I won’t even go to the deficiencies of road public transport and the proliferation of private cars operating as full time taxis (ridesharing anyone?). And urban planning? Well, that deserves its own article…
This is EDSA in the mid-afternoon. I took this photo while we were heading back to Quezon City from Makati around 3:30PM. It was not supposed to be this heavy considering people were still at their workplaces, schools or even the shopping center/malls.
There is no quick fix to Metro Manila’s problems. Obviously, the infrastructure that should have been in place decades ago need to be built albeit at a high cost. Our children and grandchildren will likely end up paying for these but there is also the reality that such infrastructure won’t get cheaper in the future. There should also be stricter policies and enforcement to improve the quality of services of public transport. As it is, private transport modes including taxis, the popularity of ridesharing/ridehailing services and the unregulated motorcycle taxis are steadily taking people away from public transport. This is perhaps among the most significant causes of more congestion for the metropolis that needs to be quantified and validated for us to understand and determine what measures need to be taken.
I conclude this post and September with a nice article on walkability:
Steuteville, R. (2017) Why walkability is not a luxury, Public Square, https://www.cnu.org/publicsquare/2017/09/28/why-walkability-not-luxury, last accessed September 29, 2017.
I was on some errands and had to pass through the Sen. Lorenzo Sumulong Memorial Circle from Taktak to the other side of Antipolo near the Lico Circle. The section from Robinsons Antipolo where the Sumulong Circle intersects with Sumulong Highway until C. Lawis Street is being widened and photo below shows the work in progress. The road is a dangerous one especially at night. There are a lot of electric poles in the middle of the newly constructed lanes and power and phone lines dangling in many places. The unfinished parts have a lot of excavations, construction material and debris from the demolished buildings.
Widened section of Sen. L. Sumulong Memorial Circle
I took the following photos while traffic was at a standstill:
Initially, it was not so obvious what the cause of congestion was except for the dramatic sag along the road. Both sides appeared to be congested.
Closer observation showed my direction to be congested up to a certain point whereas the opposite direction across from me was free flowing and traffic build-up along the other side also appeared to be from a certain location at the bottom part of the sag.
It turned out that out of the 6 lanes of the road, only 3 lanes were available to moving traffic – one lane along my way and two along the opposite. Vehicles were parked along 2 lanes of the road in front of the Antipolo City Police Station and 1 lanes across from it. It seems quite ironic considering the police is also tasked with traffic enforcement and management and yet the problem emanated from their station. I am not sure whose vehicles are those that are parked along the road. Perhaps many are owned by police officers? By comparison, the national high school beside the station and the nearby hall of justice did not seem to generate as much vehicular parking as the station. The obvious solution though would be to have an off-street parking lot or facility. Looking at Google Maps, there are some locations along M. Santos Street where a multi-level parking facility can be built but land needs to be acquired first and that can be a difficult task. Another option might be to relocate the main station (i.e., headquarters) elsewhere where there is space for proper facilities including off-street parking. Perhaps they should have a place at the new government center being developed by Antipolo?
A common observation made of Philippine drivers is that they seem to hesitate from slowing down even at hazardous locations or situations. Note, for example, vehicles approaching an intersection and you will observe that many if not most will not reduce their speeds. Most guilty for me are motorcycle riders who tend to maneuver and even speed up instead of slowing down for a safer approach. Slowing down (i.e., reducing one’s vehicle’s speed) is actually a no-brainer and something that is explicit in any country’s traffic rules and regulations and driver’s handbook.
I saw a lecture on why reducing speeds are important. This is not just from the specific perspective of safety but is explained in favor of mobility and quality of life. Here’s the lecture:
Reducing speeds for better mobility and quality of life by CarlosFelipe Pardo
Perhaps one of the worst places to be in terms of traffic during the morning peak is Highway 2000, and particularly the approach to the Barkadahan Bridge that crosses the Manggahan Floodway. Traffic management at the intersection of the East Bank Road and Highway 2000 is so atrocious that everyone passing the junction would likely incur delays of more than 30 minutes.
The congestion in the area is also attributable to the fact that you have major roads carrying traffic from all over the eastern town of Rizal that are bound for Makati and Taguig (Bonifacio Global City), mostly for offices in those CBDs. These commuters likely use the completed C-6 sections including those at Lupang Arena and the expansion along the Laguna de Bay coast.
Barkadahan Bridge is a 2-lane structure with significant local traffic such as the tricycles in the photos
On either side are narrow walkways and it no uncommon for people to walk on the carriageway itself .
The bridge’s expansion is underway but, from my observation, is taking too much time. Perhaps the contractor is having problems with the foundations for the posts? Or maybe the funds aren’t flowing as required for the effective implementation of the project?
This is an ‘old’ sign now as July 20 is already more than a week ago.
A lot of people look forward to the completion of the bridge but the bigger issue is still the traffic management at the intersection that is also influenced by factors such as the tricycle terminal near the junction and the undisciplined local traffic. The situation is exacerbated by those who counter flow along Highway 2000 and generally get away with it. Perhaps the Municipality of Taytay should get some help in improving their capabilities for traffic management?
There’s another mall being constructed along the westbound side of Ortigas Avenue Extension just before the Lucky Gold Plaza and across from the One Oasis residential enclave. That area is already very congested as will be attested to by the thousands who pass this way especially during the morning rush. Here’s a photo of the mall that is currently under construction as seen from the bridge crossing the Manggahan Floodway. The steel frame on the left and behind the pedestrian bridge is the mall’s.
Among the future major traffic generators that will likely make traffic congestion along Ortigas Avenue worse are the following:
- Residential development across Countryside subdivision
- Town center development near Valley Golf
Commuters using this corridor will likely find traffic worsen (could it really get worse than what it is now?) and traffic schemes by the LGUs along the corridor (i.e., Pasig, Cainta and Taytay) will not be enough to alleviate traffic over the medium to long term. Only a dedicated mass transit line can provide significant improvements for travel along this corridor.
I am still wondering about the mass transit solution for this corridor. There are arguably more people traveling along Ortigas Avenue compared to Marcos Highway that already has Line 2 under construction. I’m sure if you asked people when a mass transit line’s needed along Ortigas, they will reply “years ago”. Being one who has traveled along this corridor since the 1970s (I was a resident of Cainta and then of Antipolo), I can say that traffic indeed has worsened over the last 3 decades. Travel demand management (TDM) measures such as number coding and transport systems management (TSM) schemes such as Pasig’s one-way scheme will not be enough to address the growth along the corridor as they were and are not enough in the first place.