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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.
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 congestion at the UP Diliman campus
The University of the Philippines returned to face-to-face classes last week. That meant many students who have been admitted to the various programs of the university finally set foot on campus. Many, unsurprisingly, drove their own cars or were driven by their parents who themselves may probably were first-timers on campus, too. And given that many students come from middle to upper class families (they are the ones coming from the better schools and more likely to be admitted to UP), it is not surprising that many if not most have cars. The result is vehicles going around the campus even for short trips that could have been made by walking or cycling. Public transportation in the form of jeepneys were also affected as their routes were clogged by private cars. Jeepney users ended up similarly caught in traffic.
The same week, the UP Fair was also held. This was the first UP Fair in 2 years after the lockdowns. The trips generated by activities associated with the Fair contributed to the congestion along the main roads in the campus core. Note that much of the Academic Oval remained closed to traffic and these roads are the widest on campus. Still, portions were open to general traffic including sections to access the parking lot across from Palma Hall.
Will this congestion persist or will it go away eventually? Are a significant part of this actually through traffic? We’ll know very soon for sure once students settle down and realize going around on their cars are not the way to travel around the campus.
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[Updates on this later]
Why do we keep widening roads?
I’m just going to share this article here. The article from The NY Times asks a question that has been bugging planners and engineers, particularly those who are in government and perhaps under the agencies like the DPWH, DOTr and NEDA. This also applies to planners, engineers and those from other disciplines involved in transportation infrastructure development and particularly roads or highways.
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The return of carmaggedon and the illusion of low vehicle ownership
Traffic seems to be back to pre-pandemic levels in the Metro Manila and its adjacent provinces. You can experience this along major roads like Commonwealth Avenue, C-5 and yes, EDSA. The number of vehicles on the roads including motorcycles defy what is supposed to be low motor vehicle ownership in Metro Manila (as claimed by DOTr and JICA in the MUCEP report and echoed by groups who cite the report as if it is flawless).
Intense traffic congestion along C5/Katipunan Avenue. The photo shows traffic on the C5/Katipunan flyover’s northbound side and towards the direction of Ateneo, Miriam and UP Diliman.
The reality appears to be that more households actually own motor vehicles and the inefficiencies and unattractiveness of public transport continues to convince people to take private transportation, including motorcycles, over public transport options. The inconvenient truth according to one senior transport expert is that while cycling has gained ground, the numbers are minuscule compared with those taking either private or public motorized transport. Yes, carmaggedon is back and looks here to stay for a while longer until the so-called game changers like the MM subway and Line 7 are operational. Will they change the commuting behavior or are these too late in as far as solutions are concerned?
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On reducing driving and its inherent risks
Ever since the automobile was invented and eventually mass-produced, there has been an increasing risk associated with motor vehicle traffic. Laws, policies and regulations have also been influenced to favor the car rather than people. And so we now have what is termed as a car-oriented and dependent transportation system that seems so difficult to undo as most people appear to be enamored by the car. Owning a car (or even a motorcycle if you want to extend this idea of individual ownership) remains an aspiration to a lot of people.
Here is a link to the compact version of a comprehensive report by Todd Litman that presents and argues for a new paradigm where driving is considered a risk factor. There are data and a table comparing old and new traffic paradigms to help us understand the situation and what needs to be redefined or re-framed in order to achieve our safety targets or vision.
Litman, T. (October 20, 2022) “Driving as a Risk Factor: A New Paradigm,” Planetizen, https://www.planetizen.com/blogs/119287-driving-risk-factor-new-paradigm?utm_source=newswire&utm_medium=email&utm_campaign=news-10202022&mc_cid=beacdc2a04&mc_eid=9ccfe464b1 [Last accessed: 10/28/2022]
To quote from the article:
“Safer vehicles, roads, and driving may reduce crashes but achieve few other goals, and sometimes contradict them. Transportation demand management and smart growth policies increase safety in addition to helping to achieve other planning goals, and so can be considered win-win solutions.
More comprehensive safety analysis tends to support social equity goals. Many conventional safety strategies, such as larger vehicles with more passenger protection, and wider roads with fewer intersections, tend to increase walking and bicycling risks. In contrast, lower traffic speeds, TDM, and Smart Growth tend to improve safety, mobility, and accessibility for people who cannot, should not, or prefer not to drive.”
The key takeaway here should be that people should have the option of not driving at all in order to reduce the risks associated with driving as well as reduce congestion. A more comprehensive
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On how traffic enforcement enhances road safety
It seems to be a no-brainer and has always been an assumption to many traffic engineering studies including those employing simulation to determine the outcomes of various scenarios involving transportation. The element that is traffic enforcement, however, cannot be assumed as something uniform across countries, cities, barangays or even individual road sections and intersections (yet we often do assume uniformity and a certain level of strictness).
Here is an article that reports on new research pertaining to how the enforcement of traffic laws makes roads safer:
Mohn, T. (June 8, 2022) “Enforcing traffic laws makes roads safer, new research shows,” Forbes.com, https://www.forbes.com/sites/tanyamohn/2022/06/08/enforcing-traffic-laws-makes-roads-safer-new-research-shows/?sh=74b03c97591e [Last accessed: 6/10/2022]
To quote from the article:
“High visibility enforcement of traffic safety laws actually works. When carried out, regulations governing driving have a positive and measurable impact on safety by reducing dangerous behaviors behind the wheel that put road users at risk…
““Enforcement alone will not solve the traffic safety crisis,” Adkins added. “We cannot simply enforce, build, design or educate our way out of this problem. The Safe System necessitates a comprehensive approach for achieving our collective goal of zero traffic deaths, including equitable enforcement that focuses on risky driver choices that endanger all road users.”
The article points to new research published by the US National Highway Traffic Safety Administration. The synthesis to that research may be found here while the full report is found here.
Such research and articles are very relevant especially as incidents like the one involving a driver running over an enforcer become viral and bring to the forefront traffic enforcement or the lack of it (some will word it differently – like why many drivers don’t follow traffic rules and regulations). The discussion must continue especially in the context of road safety.
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On the number coding options for Metro Manila ca. 2022
The Metropolitan Manila Development Authority (MMDA) recently announced that the agency was studying options for a new number coding scheme under its Unified Vehicular Volume Reduction Program (UVVRP). UVVRP is basically a travel demand management (TDM) program focused on vehicle use restraint. In this case, private vehicles, particularly cars, are the target of volume reduction. Here’s a graphic from their Facebook page:
The schemes are not really new as these were also considered before. Are the conditions new at all? Are we assuming things changed due to the pandemic? Or will there just be a return to the old normal in terms of traffic congestion? Here are some past writings on the topic including a 3-part series I wrote back in May 2011:
- From Odd-Even to UVVRP…and back
- Traffic congestion in Metro Manila: Is the UVVRP Still Effective? – Part 1
- Traffic congestion in Metro Manila: Is the UVVRP Still Effective? – Part 2
- Traffic congestion in Metro Manila: Is the UVVRP Still Effective? – Conclusion
I think many of the arguments I made in those more than decade old articles hold or apply to the present. Even with the increasing popularity of active transport in the form of bicycle facilities appear to have not made a dent to the transport problems in the metropolis. Many questions abound and I have seen and read comments pointing to the many transport infrastructure projects currently ongoing around Metro Manila as proof that transport and traffic will be improving soon. Transportation in general may indeed improve once the likes of the Metro Manila Subway, Line 7, Line 1 Extension, and the PNR upgrades come online (i.e., all operational) but we have yet to see their impacts outside the models created to determine their potential benefits. Will they be game changers? We do hope so. Will UVVRP be needed in the future when these mass transit lines (including others in the pipeline) are all operational? Perhaps, but a scaled down version of this TDM scheme might still be needed and may suffice if people do shift from their private vehicles to public transportation. The fear is that most people eventually taking the trains would be those who are already commuting using road-based public transport like buses, jeepneys and vans. If so, the mode share of private transport will not be reduced and those traffic jams will remain or even worsen. Maybe we should be discussing road pricing now?
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Article on people-oriented traffic management
Here’s a quick share on a topic that is also very relevant especially for local government units – traffic management. To quote from the article:
“Today, when the mobility of Filipinos is severely constrained by limited public transport capacity, …and when there is heightened pressure for private vehicle use, there is no better time to re-orient traffic management in the Philippines in order to prioritize inclusive, efficient and environmentally sustainable travel modes. The crucial ingredient is not infrastructure but political will.”
Siy, R.Y. (January 8, 2022) “People oriented traffic management,” Mobility Matters, The Manila Times, https://www.manilatimes.net/2022/01/08/business/top-business/people-oriented-traffic-management/1828593 [Last accessed: 1/8/2022]
The article makes perfect sense as traffic management in the country has always been car-oriented including the strategies, policies, schemes, measures and others that have focused on facilitating private car travel over active and public transport modes. The challenge here is how to bring this up front and an election issue at both national and local levels.
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Back to the old normal?
As traffic continues to worsen after, The MMDA has reinstated the number coding scheme albeit from 5:00 to 8:00 PM on weekdays for now. This is in recognition of the worsening traffic congestion brought about by people returning to their workplaces and the easing of travel restrictions across the entire population. People are now moving about as can be seen in transport terminals and commercial areas (e.g., shopping malls, markets, etc.). With the return of severe traffic congestion, it begs the question whether we are back to the ‘old normal’.
I thought the photo above pretty much describes how it was before Covid-19. The problem is that this photo was taken earlier today and we are still technically in a pandemic. Does the photo show the people’s renewed confidence in using public transportation? Or is it a matter of necessity (i.e., commuters having no choice but to risk it in order to get to their workplaces or home)? If they had motorcycles, these people would likely use them instead of taking the jeepney. I will also dare ask why don’t they bike instead? They seem able bodied enough to try cycling instead. Is it because their commuting distances are long? Or are there other reasons that evade us? If these are the same reasons and Covid-19 is not a major factor for their choice, then perhaps we are back to the ‘old normal’ and have not progressed significantly despite claims by various groups that we are experiencing a paradigm shift in favor of active transport. All the more that we need to urgently revisit and reassess how transport should be in order for us to transition to a more sustainable future.
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Caught (up) in traffic 