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The Kalayaan Bridge, also known as the Bonifacio Global City (BGC) – Ortigas Center Link opened about a year ago and was supposed to ease traffic along the usual routes along EDSA and C5 that crossed the Pasig River. The new bridge is located between the EDSA and C5 bridges and is a more direct route to and from BGC if you reside in Pasig and choose the route to/from BGC via Pasig/Shaw Boulevard.
The approach ramp to the bridge from the BGC side is in the vicinity of the Uptown part of BGC. The bridge goes over Kalayaan Avenue, which is one of the major access roads to BGC from C5 or EDSA, and J.P. Rizal Avenue Extension but there is access and egress to Kalayaan Avenue.
The ramp is practically a single lane with painted bike lanes on either side of the bridge. There is noticeably no space for pedestrians on this bridge. That is only a curb on the right side. This lack of pedestrian provisions is a major flaw of this bridge.
A lone cyclist traversing the bridge – the merge for traffic from BGC and vehicles from Kalayaan Avenue is seen downstream.
Approaching the merging section (from this perspective; its diverging on the other side) of the bridge.
A motorcycle merges with the traffic from BGC. Notice the chevron markings separating merging flows as well as the yield marking for vehicles coming from Kalayaan (i.e., priority is for vehicles coming from BGC). The bridge from this section becomes two lanes per direction. There is, however, a risky part for cyclists who will cross paths with vehicles coming from Kalayaan. Cyclists from BGC will have to cross a lane to get to the bike lane on the outer side of the bridge. There is no space for pedestrians along this bridge.
There is only this part of the bridge where there appears to be a sidewalk. Was this really the design for this bridge? It is very obvious that many people failed in both design and implementation of this project.
The view towards the Pasig side of the bridge. There are two lanes per direction and narrow bike lanes along the curbsides.
There is an intersection at the end of the bridge but the road immediately at the right is closed to incoming traffic so right turns are currently prohibited despite the pavement markings that indicate they were allowed at one time.
The road leads to this intersection which is in area generally referred to before as ‘Pioneer’. The area hosts many warehouses or storage buildings and I remember going here many years ago to check out the imported wood furniture and office surplus items. Turning right leads one to the area generally known as ‘Unilab’ because that was where United Laboratories had their plant and offices. It retained the property where now stands an events venue. Further on leads you to Kapitolyo and the Estancia Mall.
A couple of Thursdays ago, I was in the Ortigas CBD area to attend a conference on statistics. I hitched a ride with an old friend who was also going there and so we had some time to catch up on life and other topics we usually talked about since our college days. Being on the passenger seat also meant I had some opportunities to take photos of the traffic situation in the vicinity of the venue of our conference. Here are some photos I took of traffic in the Galleria – ADB area as we drove along ADB Avenue.
Congestion along ADB Avenue across from Robinsons. The ADB building is shown ahead of the vehicles.
Most of the vehicles turned out to be turning towards Guadix and headed for Poveda. These are traffic generated by the exclusive school where most if not all students’ mode of transport is by car. This causes much of the congestion in the area at this time of day as well as during dismissals in the noontime and afternoon.
Vehicles bound for Poveda (building is in the background) and EDSA.
View of Ortigas bound vehicles filed along Sapphire Road – this photo was taken at the bridgeway connecting Crowne Plaza and Holiday Inn. The relatively uncontested road is the Robinsons’ driveway.
The photos show how dependent to cars many people working in the Ortigas CBD are. Many of them live outside of the CBD including those residing in the Rizal towns to the east of Metro Manila. The number of people using their own cars put so much strain on the major thoroughfares including and perhaps especially Ortigas Avenue, which serves as a main arterial connecting the CBD to many parts of Pasig, Quezon City (via C5) and the very progressive towns of Rizal Province such as Cainta, Taytay and Antipolo City.
It is a wonder why up to now, there is no mass transit system along Ortigas Avenue when the demand is very high and continuous to increase with the development of lands along it. SM, Robinsons and Megawide are among the major players now developing their plots of land to become high density commercial/office/residential areas. And these will surely translate into more trips generated and worse traffic congestion. Perhaps the mayors of Pasig, Cainta, Taytay and Antipolo plus the governor of Rizal can get together to discuss and agree about solutions where each LGU can contribute for the betterment of their constituents’ commutes?
The MMDA recently stated they were planning to apply the road diet concept to EDSA by narrowing the current lane widths in order to add one lane per direction. While the idea seems to of good intention, the mention and application of road diet is flawed. I have previously shared an article on social media showing the definition and examples of complete streets:
Clearly, complete streets are for the benefit of everyone (i.e., inclusive) and not biased for motor vehicles. Here is a photo of F. Ortigas Ave. at the Ortigas Center in Pasig City showing the correct application of the Complete Streets and Road Diet concepts to an urban street. Note the elements for cycling and walking that are very prominent in the re-design of the street.
Protected bike lanes at either side of F. Ortigas Ave. at the Ortigas Center
We hope to see more of these re-designs in many other cities and towns in the Philippines. It is not a really difficult concept to apply or adopt as technically these are not complicated. However, there needs to be a change in the mindset of planners and engineers when they do these exercises considering how car-oriented our designs are. It is easy to say we want more people-oriented transportation facilities until it dawns on us how dependent we are on cars and resist the efforts to realise more sustainable designs.