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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.
This will just be a quick post for now and I just wanted to share a few recent articles on transport and traffic from a favourite magazine – Wired:
These are very well written, easy to understand articles on things we encounter everyday (traffic congestion, traffic signals at intersections) and when we travel long distance (airports). They show different perspectives of things we take for granted or assume we understand. An example of the latter includes notions that road widening or road construction will solve traffic congestion problems. Much of what goes around regarding road widening or road construction as solutions do not account for induced demand, which is basically additional traffic generated or encouraged by wider or new roads. The second article talks about Changi Airport, arguably the best in the world, and the high tech approaches they have employed or will employ in order to ensure efficient operations there. Such tools, I think, should be used in our airports especially NAIA where the long standing excuse is the limitations of the runway(s) and the airport terminals. Certainly, there are other issues that need to be addressed and going high tech and employing sophisticated methods for airport operations should alleviate problems until we ultimately build a new airport elsewhere. The third article takes a look into behaviour and mentions a “social contract” we have agreed to in order to reduce mayhem in our roads. This “social contract” as well as others related to it should be revisited and understood as they are very much a part of how we behave when we travel and have a significant effect on others around us.
The right of way for the old railroad line going up to Antipolo is still there and is now a regular road. Daang Bakal rises from what is now Valley Golf Subdivision (Celso Tuazon Ave. and Taktak Drive) in Cainta, Rizal through Victoria Valley Subdivision (Taktak Drive), Fairmount Hills Subdivision and Hinulugang Taktak (Daang Bakal though often referred to as Taktak Road, which is actually a different road and on the other side of the river), and until part of the Sumulong Memorial Circle in the vicinity of the Antipolo Church (Shrine of Our Lady of Peace and Good Voyage). I took a few photos of Daang Bakal on our way to the Parish of the Immaculate Heart of Mary for Palm Sunday Mass. The photos have been modified as I took it at dusk. The originals were quite dark so I adjusted the brightness. Still, I can only imagine now how this route could have looked like back in the day when the Manila Rail Road line passed through this area. It could have been one of the most scenic rides as it is still a scenic route today.
At right in the photos is a fenced property designating the Hinulugang Taktak National Park. Hinulugang Taktak refers to the water falls that used to be one of the more popular destinations in Antipolo. There is actually a popular folk song inviting people to come to Antipolo (“Tayo na sa Antipolo at doon maligo tayo…”) to enjoy the falls. The falls have deteriorated through the years as it has been affected mainly by the settlements around it. There seems to be an effort to rehabilitate the area but it is still closed to the public. The road though is in excellent condition and has low motor traffic volumes. It is popular among cyclists as well as joggers. This Holy Week, the area should have a lot of visitors because of the Parish church in the area, which has an impressive architecture and gardens. The church is perfect for those doing Visita Iglesia or perhaps people just wanting to go to a quiet place for some meditation and prayer.