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Still on the aftermath of Typhoon Ulysses (Vamco) though this is already a late post about it, here are some photos at the river banks level on the side of SM Marikina and the vicinity of the transport terminal constructed and operated by the former MMDA Chair and Marikina Mayor’s company. The area is basically a flood plain and in other countries would not have been suitable for building. Rather, these are often used as open spaces like parks, football fields or baseball diamonds, among other possible uses.
There were garbage and mud everywhere. By the time I passed by, the mud had dried up and turned into fine dust that blanketed the area.
Trash were everywhere and you can see how deep the water was by the garbage still on the power line towers and the trees.
Underpass leading to SM Marikina – bulldozers and payloaders were busy moving mud and garbage to clear the roads. There were no signs of the work in progress so I ended up making a U-turn seeing the way to SM’s parking was blocked by mud and debris.
On the way back to Marcos Highway, you can see the large trees that were transferred to this area from Katipunan Avenue (when it was widened by way of removing the service road to give way to the MMDA’s U-turn scheme). It is heartening to know these survived the river’s onslaught.
Here’s another quick share of an article mainly about asphalt as a material used for roads, parking lots and roofs:
Pullano, N. (2020) “Sun-heated streets can lead to air pollution strikes – study”, Inverse, https://www.inverse.com/science/summer-streets-beat-the-heat?link_uid=15&utm_campaign=inverse-daily-2020-09-03&utm_medium=inverse&utm_source=newsletter [Last accessed: 9/6/2020]
While we have a significant number of roads with asphalt paving or surfacing, the majority of roads are of Portland cement concrete (PCC). Most lots are also PCC or gravel. And unlike in the US, most roofs here are made of galvanized iron (GI) sheets or even clay tiles.
Here’s one of those quick shares that I usually post here. I am a bit of a history buff and mixing that with transport will likely lead to a post like this. Here is a short article about an event in the history of the US Army that happened 100 years ago:
firstname.lastname@example.org (2019) Celebrating Highway History: The US Army’s 1919 Cross-Country Convoy, aashto.org, https://aashtojournal.org/2019/07/12/celebrating-highway-history-the-u-s-armys-1919-cross-country-convoy/ [Last accessed: July 12, 2019]
The article was particularly interesting for me because of two items: the road conditions and the man behind the US inter-state highway system. It took them a little over 2 months to cross the continental US because of poor road conditions. Many people have no sense of history and appreciation of what has been accomplished over the years and how difficult it was to travel at the time. I haven’t done the cross country trip but I have close friends who’ve done it and are thankful for the generally good roads they could use for the experiential road trip. Meanwhile, the person in the article – then Lt. Col. Dwight D. Eisenhower – is a man who made his mark in history at first as the Supreme Commander of the Allied forces in the European Theater in World War 2, who would later on become President of the US. I read elsewhere that the US interstate highway system was designed so aircraft may use them as runways in cases when the US were at war and the enemy had bombed their airports and airfields (just like what the Japanese did in the Pacific).
Do we have similar accounts for our roads and bridges in the Philippines? Were there key persons who may or may not be larger than life figures instrumental in developing our road infrastructure with their vision and leadership (Marcos doesn’t count because of his bogus military record and corrupt regime)? It would be nice to compile these and perhaps it should be a collaboration between the Department of Public Works and Highways (DPWH) and the National Historical Commission (NHC). They could even get the history departments of local universities involved for us to understand the evolution of transportation in this country.
Previously, I posted about the reservoir roads we crossed when we traveled to Baler, Aurora last April 2019. It’s been a while since that post so before I forget, here are more photos of those reservoir roads taken during our return trip from Baler.
The two lane highway becomes a single lane section at the Diayo River Reservoir road
A view of the fish pens at the Diayo River reservoir
Pristine waters with the Sierra Madre mountain range in the background
Approaching the end of the Diayo reservoir road
There is a checkpoint at the 2-lane section bridging the Diayo reservoir road with the Canili River reservoir road
Vehicles entering the Canili reservoir road – this again is a one-lane, one-way section where vehicles from either direction would have to give way to either.
Shoulder and fish pens
Waters of the Canili River Reservoir with the Sierra Madre mountains in the background
Fishermen on a banca – they looked like they were inspecting their fish pens
I remember posting about “submersible bridges”, dike roads and the like. There were two roads atop 2 dams that were part of 2 reservoirs in : the Canili River Reservoir and the Diayo River Reservoir, which are dwarfed by the much larger Pantabangan reservoir and dam nearby. These two reservoirs are at the border of Nueva Vizcaya (Alfonso Castaneda) and Isabela (Maria Aurora), which also happens to be the border of Regions 2 and 3 (Cagayan Valley and Central Luzon, respectively). Here are photos of the roads atop the dams that are part of the Pantabangan-Baler Road.
Vehicles may only pass a single lane with shoulders on either side of the lane. And so there are people posted at either ends of the sections to manage the one-way traffic.
The reservoir is visible on the left side of the photo
Forested area and ravine on the right side
Some fish pens on the Canili reservoir side
A view of the east end of the Canili reservoir road where westbound vehicles await their turn to traverse the section.
The eastern end of the Canili reservoir road
There’s a short two-lane segment between the Canili and Diayo reservoir roads
Traveling along the Diayo reservoir road
Fish pens at the Diayo Reservoir
The other side of the dam
The eastern end on the Diayo reservoir road where the single lane road transitions into a 2-lane road.
More photos in Part 2…soon.
We start the month of March with a compilation of photos of vertical curves (mostly sags). These were taken along the Andaya Highway, which serves as the main bypass road in Camarines that allows travellers to bypass, for example, Daet.
These photos do not have captions and I leave it to my readers to have an appreciation of the features of these sections. These include wide carriageways with paved shoulders. There are also sections that have no shoulders. For most photos, the pavement appears to be in good condition. However, the same cannot be said for much of the highway, sections of which are being rehabilitated along with several bridges.
I have been wanting to post these photos of the newer sections of Circumferential Road 6. The section was constructed months ago and is part of a project that seeks to widen the current stretch of C-6 from Taguig (Lower Bicutan) to Pasig (Napindan) from the old 2-lane, 2-way road into a 4-lane, divided road. The new section opened to general traffic along the southbound side (to Taytay) and has improved traffic along the section that’s provided people from Rizal an alternative route to Makati and BGC through Taguig. Only, light vehicles are allowed along the new section and trucks and other heavy vehicles take the old road, which is quite battered by the traffic. Only one lane is currently available as there are barriers along the section as shown in the following photos. Traveling along the section also afford people a nice view of the Laguna de Bay to the right.
A couple of weeks ago, traffic had to be rerouted from a section of the city’s Circumferential Road (also known as the Sen. Lorenzo Sumulong Memorial Circle) between the intersection with Taktak Road and Pinagmisahan Street to Pinagmisahan Street. This was due to the preventive maintenance work that had to be done to the pavement. As such travelers including myself had to use Pinagmisahan to travel between Sumulong Highway and Ortigas Ave. Extension. It was not my first time along Pinagmisahan but it was my first to traverse the road from end to end. Following are photos showing sections of Pinagmisahan Street from the Clinica Antipolo end to the Daang Bakal end (i.e., northbound).
Pinagmisahan Street on the left with ‘No Entry’ signs for the Circumferential Road section being maintained.
On a typical weekday, there are many school service vehicles parked along the road. Many of these are for the Montessori school across from Clinica Antipolo, which does not have sufficient parking for vehicles it attracts.
While the expansion included the construction of sidewalks, many electric posts remain in their original positions and pose safety hazards to motorists.
There appears to be many informal settlers living in communities along the road. They have encroached on the RROW and hamper the completion of the expansion of the road.
Approach to intersection with Daang Bakal – the other lanes of the road is used as parking for visitors of Hinulugang Taktak
I’m featuring Pinagmisahan here as I thought its timely given a lot of people will be using it this Holy Week to go to White Cross, which has life-size images for the Stations of the Cross.
Sumulong Highway is the main road connecting Antipolo City with Marikina City and ultimately to Cainta, Pasig and Quezon City via Marcos Highway. It is basically a 4-lane, 2-way undivided road with several sections that have 3 lanes total probably due to ROW acquisition issues when the highway was widened from the original 2-lane road. I came back from a trip recently to find road works along my commute and took some photos of what would definitely be an improvement to the highway. The uneven number of lanes along several sections of Sumulong has led to road crashes and surely many near misses among motorists and cyclists using the highway. There is also a need to provide space for pedestrians and others on foot considering the highway is one of the major routes to the Shrine of Our Lady of Peace and Good Voyage – a major pilgrimage site for Filipinos.
Road widening for an additional lane along the inbound lane approaching Sumulong’s intersection with Olalia Road
Construction along the inbound direction of Sumulong Highway include drainage works aside from the construction of an additional lane to make the number of lanes even (2 per direction). At present, there are 2 lanes along the outbound direction and a single lane (shown clearly in the photo) along the inbound lane. The section shown is near the Garden of Gethsemane and Palos Verdes subdivision.
Completed lane, drainage and sidewalk along the outbound direction of Sumulong Highway right after Metro View subdivision.
Widening along the outbound direction between Metro View and Valley Golf includes drainage works. There will be a sidewalk on top of the drainage that should enhance safety for walking/trekking.
There are many informal settlers as well as formal ones encroaching on the RROW. Part of the project is to remove these and other obstructions. I just hope that the sidewalks and the curbside lane will remain clear of obstructions.
The completion of the road widening project is expected to improve the flow of traffic along Sumulong Highway as there will be a continuous 2 lanes available along either direction for safe and effective passing. The additional lane also means public transport may stop along the roadside without blocking through traffic. Trucks and slow moving vehicles (tricycles?) may also be required to take a designated lane. Moreover, since there is a significant volume of bicycle users along Sumulong Highway, there will be enough safe space for them to travel. The current volume of motorised vehicle traffic along the highway requires only 1 lane per direction (2 lanes total) and these are the innermost lanes of the road. Traffic slows down usually because of trucks or tricycle operations/maneuvers. In theory, the 2 outer lanes can be used only for overtaking, stopping and cycling. These should be clear of parked vehicles particularly along areas where there are communities and businesses (e.g., vulcanising, auto repair shops, etc.) along the roadside.
I am not a logistics expert and will not pretend to be one. I have, however, been involved in several projects that included logistics as a major study component. These include a nationwide study on inter-regional passenger and freight flow and another for freight forwarders affected by vehicle restraint policies in Metro Manila. A more recent engagement has allowed me to take a look at logistics in the country from other perspectives including that of national agencies seeking to improve goods movement in the country and development agencies that have committed to help the country to do just that. There are local issues and there are regional ones. The regional ones often involve the need for infrastructure such as maritime ports and airports, highways and bridges, and other facilities such as those for storage and refrigeration.
For an archipelago like the Philippines, logistics is a bit more challenging than in countries whose territories are not separated by bodies of water. There is no lack for good practices though as there are other archipelagos that could provide good examples for connecting the islands such as Japan and the United Kingdom. Nearby, we share similar challenges with Indonesia and to a certain extent Malaysia. Of course, availability of resources is always an issue and particularly for the prioritization of infrastructure to be constructed aside from those that need to be maintained. The DOTC along with its attached agencies like the Philippine Ports Authority (PPA) and the Civil Aviation Authority of the Philippines (CAAP) are in the frontline when it comes to airports and ports planning, development, and maintenance are concerned. However, the DPWH plays a vital role for highways and bridges and the connections for these ports and airports including what is termed as “last-mile” connectivity that is often passed on as a responsibility of local governments. This is likely due to local roads often providing the connection between national roads (under the DPWH) and ports and airports. It is a good thing that the current DPWH has committed to a convergence program regarding national and local roads that has benefited a lot of sectors and industries like tourism and agriculture.
Rail transport is not mentioned here because there is practically none even for what remains of the once relatively extensive PNR main lines. The local issues are not simpler and can be a bit more complicated than the regional ones. The complications are usually due to more petty circumstances that may involve politics and local power plays. The basic ingredients though are related to traffic congestion and the damage to roads and bridges attributed to trucks.
Many cities and municipalities have implemented truck bans along their major roads. These are usually one or two routes in the smaller cities and towns, usually passing through the “bayan,” “poblacion” or central business district (CBD). These roads are usually national roads (e.g., McArthur Highway and the Pan Philippine Highway pass through many towns). As such, there are cases where bypass roads are constructed to alleviate congestion along these roads as well as to try to preserve the pavements in the town proper. Such traffic schemes targeting heavy vehicles are not new and are also a way to address the issue on overloading that is common in trucking in the Philippines. The bypass roads, however, generally invite development and unplanned development have often made these alternate routes more congested than the original ones.
Manila did a “power play” recently by implementing a more aggressive truck ban. This led to more severe congestion around the Port of Manila and a lot of delays that have cost a lot of money in part due to the limited alternative routes in the city and most roads are already constricted. The costs have repercussions on the economy in general as the movement of goods are affected by the impasse in Manila. Whether this was for more political or practical reasons is difficult to say because the mayor and vice mayor have invoked the very common issues of traffic congestion, road safety and pavement maintenance that got the attention, sentiment and agreement of a lot of people. Many of these people though do not understand the impacts of inefficient goods movement and likely are concerned only about passenger transportation.
More recently, a lot of containers were shipped from the Port of Manila to Subic. These are supposedly “overstaying” shipments or those that have not been claimed for a long time or have some issues regarding their release. This should ease congestion somehow but there remain the problems of shipping or logistics companies regarding freight transport in general that needs to be addressed. Both Subic and Batangas ports have been mentioned in many formal studies over the past few years including a more recent one supported by JICA. Still, there is a lot of hesitation if not confusion or uncertainty on how to go about with shifting goods movement to these ports, which are regarded to be underutilized. There are good roads connecting these ports with cities and towns but these might not be enough in the long run.
Perhaps there is a need to reconsider regional rail transport again especially for the islands of Luzon and Mindanao where long distance rail may have a tremendous impact for transporting goods over long distances. Of course, there are also issues pertaining to other ports and airports in the country including those in Mindanao (e.g., Davao, Cagayan de Oro, Phividec, Gen. Santos, etc.) and Visayas (e.g., Cebu, Iloilo, Tacloban, etc.). The RORO ports are among those that need attention as they are directly involve road transport aside from the ferries that carry them over the waters. These nautical highways are vital for goods movement around the country and require both national agencies and local governments cooperating for these facilities and services to function efficiently.