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My commute between my home and office usually takes me to Masinag where I make the choice between traveling via the typical Marcos Highway route or via the alternative Marikina/Tumana route. Here is a scene that I usually see whenever I pass by the informal UV Express terminal just past the Masinag junction along the westbound side of Marcos Highway and just before the Decathlon sports facility currently under construction.
Passengers waiting for UV Express vans or AUVs to return around 8 AM. The latter serve the Cogeo – Makati (Greenbelt) route, which could take 2 or 3 rides using other modes of public transport (e.g., one ride to Cubao and another from Cubao to Makati)
Note how many people cannot get a ride around 8 AM. If only there were more efficient options then these people would likely take them but for now the obvious and practical choice for them is the UV Express. Others, of course, can just walk further to SM Masinag where there is a P2P bus service also heading to Makati. Recently, a new “experimental” route was opened between Cogeo and SM Aura in Taguig using modern jitneys.
Once completed, Line 2 should be able to provide an alternative for these commuters but there is still the issue of a seamless transfer in Cubao. There is no direct connection between the Line 2 and Line 3 stations with the former connected to the Gateway Mall while the latter is connected to Farmers. That is a significant walk between the two stations.
But where do the commuters in the photo come from (origin?)? Most likely don’t reside around Masinag Junction though there are many residential area around this location. Many are ferried here by tricycles, jeepneys or private vehicles. Many likely have their own cars but opt not to drive to/from Makati. That is actually a good thing and something that needs to be sustained rather than give a reason for these people to use cars for their commutes. And so there is a need to extend Line 2 perhaps to Cogeo, and a branch to Marikina. The Marikina branch, as I’ve mentioned before, could terminate at the Marikina Sports Center. Meanwhile the extension to Cogeo should not stop there but continue further towards Antipolo’s new government centre. This corridor’s population is steadily increasing and the transport demand must be addressed not by low capacity modes but by a mass transit system. The low to medium capacity modes should be in support or at most supplementary to the high capacity system with the Line 2 as backbone.
The rehabilitation of the Marcos Highway Bridge in Marikina has necessitated traffic management schemes at the bridge itself and along alternative routes to alleviate congestion in the area. These are collectively called traffic or transport systems management (TSM) schemes with the objective of optimising existing infrastructure and resources without necessarily building something entirely new. These are quite different from travel demand management (TDM) schemes that include number coding and truck ban policies that are already being implemented (though Marikina does not implement the number coding scheme).
Traffic build-up at the approach to the intersection with FVR Road (To Riverbanks). This is now a signalised intersection as traffic from Blue Ridge/White Plains is now allowed to cross to FVR Road.
Using the route via FVR Road (Riverbanks) means you don’t have to cross the Marcos Highway Bridge and travellers will merge with those who crossed the bridge just before the Line 2 Santolan Station.
In the mornings, one lane each is allocated for either the eastbound or westbound traffic. That’s practically a total of 3 lanes (+2 lanes westbound for the SM Marikina Bridge) for the westbound direction and a single lane for the eastbound side. This is logical given the directional distribution of traffic at this time of day and the alternative routes already available to travellers.
Here are a few photos taken on a night time drive. Note that this was taken by a passenger. Don’t even try doing this (taking photos) while driving a vehicle, and especially not while on a motorcycle.
Entrance to the bridge right after Maj. Dizon – this part is not affected by the rehab works but vehicles position themselves to shift towards the left side, which is the usable part of the bridge.
Both lanes of the westbound side of the bridge are used for eastbound traffic. Westbound traffic are all along the SM Marikina bridge for a total of 2 lanes each for either direction of flow. The cones are not removed for practicality since they would have to be installed for the morning when one lane is allocated for the westbound traffic.
Vehicles shift to the right to return to the correct lanes for eastbound traffic along Marcos Highway at the Santolan area. Note the westbound vehicles shifting towards the underpass and SM Marikina on the left.
The Marcos Highway Bridge was scheduled for rehabilitation in the next four months starting last week. While it will not be totally closed to traffic, the scheme reducing its capacity will surely lead to congestion along Marcos Highway. This congestion should be expected along other roads as well, as travellers, particularly those taking private transport will be using alternative routes in order to avoid this area. Those coming from the east will likely go through Marikina City via the parallel route comprised of Sumulong Highway and A. Bonifacio Avenue. Others will turn to A. Rodriguez (Ligaya). And perhaps others may go via Ortigas Avenue Extension. These alternative routes correspond to the other bridges crossing the Marikina River connecting the Rizal province and part of Marikina and Pasig to Metro Manila.
A photo of the bridge prior to its partial closure
I will write more on this topic once I get more information on what’s happening to the traffic in the area. Meanwhile, I do know that my usual alternative route via Marikina and Tumana seems to have more than the usual traffic during my commute. While it is easy to attribute this to the partial closure of the Marcos Highway bridge, this could also be just a normal variation in the typical daily traffic for that route.
I had to navigate through Marikina’s streets in order to reach the Feliz Mall from the city’s downtown. Normally, I would have taken the more straightforward route that would have involved traveling along Marcos Highway. However, I couldn’t because it was my number coding day and the U-turn slots in the area are usually “swarming” with MMDA and Pasig City traffic enforcers. Marikina’s streets though were not part of the coding scheme and you only need to be familiar with their road network including which streets are one-way in order to navigate the streets properly.
The bike lane is on the left side of the one-way road and to the right of the on-street parking spaces. The parking lane is the left-most and curb-side.
This actually qualifies as an example of a road diet application. These could have easily been 2-way streets before but effectively 2 lanes have been allocated for traffic flow while the others are for parking and cycling. [Of course, hard-core cyclist will say only one lane was taken away from motor vehicles.]
These bike and parking lanes were implemented in connection with the Marikina Bikeways project that was initiated during the time of then Marikina Mayor Bayani Fernando in the late 1990s. The project was continued and maintained by succeeding administrations of the city and contribute to the city’s being more liveable compared to other LGUs. The reconfiguration of the streets make them safer and saner in terms of traffic flow where “traffic” is referred to as inclusive of all users.
Last month, I received an interesting and intriguing comment that was actually an inquiry about an article I posted that contained a photo of a section of the Marikina Bikeways. A news agency was fact-checking something circulated by trolls praising Davao City for putting up bikeways. The problem is that they used my article and photo taken some years ago:
The photo was taken by me one time I was driving along Sumulong Highway in Marikina City’s downtown area. I take similar snapshots whenever the opportunity presented itself and I thought this one was perfect because it showed bicycle infrastructure and a cyclist using it. I don’t put any watermarks or other identifiers on my photos but routinely advise those using or intending to use them to do the proper attribution or citation.
Credit is due to the people of Marikina and their leaders for making their bikeway network a reality. Of course, there are issues here and there but the important thing was that they were able to construct it and show that it can be done given the resources in support of active transportation modes. I am not sure if Davao has initiated a program to plan and construct a bikeway network for their city. Perhaps there is and perhaps there’s none. But perhaps, too, they should take the cue from Marikina and develop one that can also be emulated or replicated in other LGUs as well. It is better to come up with something real and tangible rather than being credit for something inexistent.
This seems to be an odd topic for this blog at first but then shoes are very much related to transportation. You have to have a good pair of shoes on you for walking, jogging or running. There are even driving shoes and boat shoes (i.e., those docksides and topsiders were originally made for boating or walking along the seaside). And so I write this short article about shoes; particularly those made in Marikina.
Marikina is well-known for its shoemaking industry. It used to be a major industry that manufactured shoes that were popular throughout the country as well as being exported for sale abroad. These were mainly handmade using techniques and skills passed on from one generation to the next. It was not uncommon for families to be involved in shoemaking and the brands of many shoes carry the names (or combinations) of families involved in the business. There was even a Marikina Shoe Expo in Cubao where I recall we had bought many pairs of shoes for school and casual days. Among the brands I remember were Chancellor, Valentino and Cardams. There is also a Shoe Avenue in the city along which many shops are located. In many cases, these are also the factories themselves.
The industry suffered due to a combination of automation (i.e., mass production) and the influx of cheap shoes from China. Without government support for the industry, many, regardless of whether they were small or big, eventually seized shoemaking. Those who survived and those who were revived are the ones you still see. And then there are upstarts who have been encouraged by the support now being provided by the city government. One venue for this support is through a “Sapatos Festival” that the city organises to promote shoes and other footwear made in Marikina.
The Sapatos Festival was held right across from the Marikina City Hall.
One could find a variety of footwear using various materials including genuine leather, rubber, faux leather, etc. This photo shows men’s shoes being sold at one of the shops there.
I tried on a pair I fancied and after the typical examination of workmanship and quality, I decided to buy this pair for 900 pesos (about 9 US dollars!).
Marikina-made footwear and bags are also sold at the Riverbanks mall that used to be a textile factory complex. These are inexpensive yet very good quality products that I think we should re-discover and support. Perhaps we should also provide constructive comments or suggestions on how the makers can further improve their products in order for them to be able to compete with the mass-produced variety. There is definitely a market for well-made footwear whether you walk, take public transport or drive.
There is a newly constructed public transport terminal in what is popularly known as the Ligaya area along Marcos Highway in Pasig City. The terminal is right across from the new Ayala Feliz Mall. The terminal is mostly unused or under-utilised. The jeepneys and UV Express vehicles that were supposed to use the terminal seldom go there as the natural stop for most coming from Pasig to Marikina would be closer to the junction of Marcos Highway with Amang Rodriguez Avenue. There is also the U-turn slot nearby where many passengers dare to cross to in order to catch a ride. Sinasalubong ng mga tao ang jeepney na lumiliko dito and the traffic enforcers in the area generally turn a blind eye to this.
The practically empty terminal during evenings
Late at night, the terminal is dark with the lights turned off. Most times I pass by the area in the mornings and afternoons, there are few, if any, PUVs at the terminal and you don’t see a congregation of a lot of passengers there as with other terminals. Did Ayala make a mistake with this terminal? For one, it is known already that while this area is a transfer point for many passengers, the location of the terminal with respect to the established U-turn slots make it unsuitable and undesirable for most PUVs. Then there is the impending operations of the Line 2 Extension whose nearest station will be hundreds of meters away across Robinsons Metro East and Sta. Lucia Mall. I think Ayala needs to construct a physical connection to the terminal if only to increase the number of people going there and therefore attract PUVs. Finally, the area is not a terminus (or last stop) for PUVs so it doesn’t make sense for them to spend time there except perhaps during off-peak periods (i.e., for rest). However, it is not attractive even for the latter since there seems to be no amenities including stores or maintenance shops to support PUVs.