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What’s causing traffic congestion along Katipunan?
An article came out today on a popular online news site stating that the Metropolitan Manila Development Authority (MMDA) blames the Land Transportation Franchising and Regulatory Board (LTFRB) for the severe traffic congestion that is experienced daily along Katipunan Avenue (part of Circumferential Road 5). The article may be found in the following link:
MMDA: LTFRB to blame for Katipunan traffic
Reading the article, I would like to think that the MMDA likely misunderstood the advisory from the LTFRB extending the “non-apprehension policy” for trucks that have not renewed their franchises. This policy is not the same as the truck ban scheme being implemented in Metro Manila by the MMDA and LGUs. The trucks using Katipunan Avenue during the prescribed period that they are allowed travel along this and other roads are not violating any laws or regulations. Meanwhile, the increase in the volume of trucks can only be attributed to an increasing demand for goods that translate into freight movement. There are very limited alternatives to Katipunan Ave., which is a truck route (note: most of EDSA is not a truck route), and there are few wide roads that can accommodate the volume of trucks carried by C5.
I use Katipunan everyday as it is the main road between my home and my office. I can say that traffic has worsened along this stretch of C5 and one can always see the long queue of vehicles caught in traffic along the northbound side of Katipunan especially from the afternoon to night periods. There are many causes of traffic congestion along Katipunan Ave. and during times when trucks are banned from traveling, it is still congested due to the sheer number of private vehicles using the road. C5, after all, is a major road connecting Quezon City with Pasig, Makati and Taguig, which host major CBDs (Ortigas, Makati and Bonifacio Global City).
In the mornings, much private vehicle traffic is generated by the exclusive schools along Katipunan and the northbound side of the road is usually congested from C.P. Garcia all the way to Blue Ridge. Meanwhile the southbound side is full of vehicles from B. Gonzales (across Miriam College’s main gate) to Tandang Sora. In the afternoons and evenings, traffic congestion is caused mainly by traffic returning from Ortigas, Makati, BGC, etc. to Quezon City and elsewhere where their passengers reside. Road capacity is usually reduced by the parked and standing vehicles that usually occupy a couple or more lanes along Katipunan southbound.
I guess the MMDA would just have to do a better job of managing traffic along this corridor. However, they can only do so much given the sheer volume of private and freight traffic using Katipunan and the limited options for reducing traffic over the immediate to short terms. Only an efficient mass transit system (including walking and cycling for short trips) and a significant mode shift from private to public transport can provide a long term solution to traffic congestion along Katipunan. Until then, congestion along Katipunan will continue to worsen and this will further be exacerbated by the full development and operation of the U.P. Town Center and other high rise developments along the road. Good luck to all of us using Katipunan Ave.!
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Food for thought – a few articles on transport and traffic
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:
What’s Up With That: Building Bigger Roads Actually Makes Traffic Worse
Why We’re Sad the Best Airport in the World Is Getting Even Better
The Hidden Genius and Influence of the Traffic Light
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.
Traffic congestion and traffic signals along the 4-lane C.P. Garcia Avenue in UP Diliman
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Bottlenecks and other traffic issues in Antipolo
Commuting between our home in Antipolo and my work place in Quezon City, I have noted a lot of issues on transport and traffic that needs to be attended to by the local government in coordination with other entities like the DPWH and Meralco. Here are some photos with my notes and comments.
Much of Sumulong Highway have been widened to 4 lanes but many electric posts remain in the middle of the additional lanes and pose hazards to motorists and cyclists. These posts seem to have been here for quite some time now and the paint on them gives the message that they will be here for the foreseeable future. Paint or no paint, they are road hazards and have the potential to kill people on vehicles crashing into the poles. I think this is supposed to be the responsibility of the power company (Meralco) but there needs to be a firm request and coordination coming from Antipolo City Government to finally relocate these poles.
Congestion is often caused by counter-flowing vehicles forcing their way back into the right lane (like the car in the middle of the photo) upon encountering opposing traffic. It doesn’t help that there are motorcycles splitting the lanes to make for a very crowded road.
The new but still closed Antipolo Public Market along Sumulong Highway and near the intersection with Daang Bakal (the old railroad line that’s now a road). I wonder about the trip generation potential of this complex as it is not yet operational. Meanwhile, a huge Robinsons mall (looks larger than their Magnolia property) is currently under construction just across from it and will definitely be a major traffic generator in that area. The combined traffic to be attributed to these commercial complexes will surely have a tremendous impact on Sumulong Highway and other roads in the vicinity.
Both Sumulong Highway and Ortigas Avenue Extension carry significant truck traffic. These often cause congestion as they are slow going up to Antipolo and can block the entire road as Sumulong Highway and Ortigas Extension have some narrow sections where the shoulders could not provide enough space for other vehicles to pass the slower moving ones. In certain cases like the one in the photo above, there are electric posts in the middle of the shoulder lane.
Tricycles occupy the outer lane of Ortigas Ave. Ext./Olivares Street. Such informal and on-street terminals are illegal along national roads and yet the city tolerates them. One explanation for this is that there are informal communities along the highway on shanties built along what is supposed to be a ledge along the mountainside (shown at right in the photo). These are where tricycle drivers and their families reside.
Tricycles from different tricycle operators and drivers associations (TODAs) seem to roam the entire city. This is contrary to the common practice in other cities and municipalities where tricycles are limited within a certain area or district that in many cases just overlap with others (e.g., UP Teachers Village-Philcoa-Krus na Ligas).
Many tricycles serve as school service. However, the observation is that most tricycles tend to be overloaded with passengers. These are usually small children so the driver probably figured that they could cram more passengers than what is legally allowed.
Sharing the road? Antipolo is very popular with cyclists and weekends bring a lot of them to the city as they come from all over via the main routes along Sumulong Highway and Ortigas Avenue (there should also be those coming from the east via the Antipolo-Teresa Road and Antipolo-Tanay Road). Most motorists are aware of these cyclists and give way to them. Most experienced cyclists are also aware of the ROW of other vehicles and so keep to the inner lanes. This mutual awareness and respect are vital to make roads safe for all. I think the only thing needed is to provide space for pedestrians as there are significant numbers of people walking, hiking or jogging along these roads.
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Transport and traffic purgatory, paradise and inferno
A lot of people have been referring to the traffic congestion and other derivative issues that will be the result of the construction of several transport projects around Metro Manila as “traffic armageddon.” Some friend have appropriately (I think) referred to it more as “car-mageddon.” This seems to be the case since it is perceived to have the most impact on car users than public transport users, cyclists or pedestrians. This is far from the truth as there are more people taking public transport, cycling or walking than those driving their own cars. In fact, estimates for Metro Manila indicate that 70-80% of travelers take public transport while 20-30% take private vehicles. These mode splits do not include bicycles or walking, which obviously will further decrease private car shares.
I would rather refer to this period of construction as a sort of “purgatory” though it has nothing to do with the cleansing that’s associated with it. There is still the suffering involved while improvements are being implemented. But, most importantly, there is hope at the end of this process. This “hope” is not necessarily the “light at the end of a dark tunnel” kind of thing as surely population and the number of vehicles will surely increase over time even as the transport projects are being implemented. By the time these are completed, there are sure to be more people, more vehicles, as well as more of other developments that will put our transport system to a stress test. We can only hope that the designs of these infrastructure we are building now are based on honest to goodness trip or traffic forecasts. Otherwise, we’ll end up with congested or saturated systems by the time they start operating.
Unfortunately, most projects mentioned and those we know have the green light and would likely be proceeding with construction in the near future are basically road projects. It’s ironic considering that what Metro Manila urgently, and maybe desperately, needs now are public transport systems including the much delayed MRT 7, LRT 2 Extension and LRT 1 Extension. The proposals for Bus Rapid Transit (BRT) seem to be in a limbo, too, despite extensive studies and surveys to support BRT along corridors such as Ortigas Avenue and Circumferential Road 5. These are blamed on institutional and legal impediments including allegations of shortcomings among officials of agencies responsible for these infrastructure.
I am aware of an initiative led by an environmental lawyer seeking to effect the redistribution of road space in favor of public transport users, cyclists and pedestrians. I think such actions are useful from the perspective of getting the attention necessary to push government and private sector players to have a sense of urgency not just in words but also in actions in as far as transport infrastructure programs and projects are concerned. We are already lagging behind our ASEAN neighbors with regards to infrastructure and at this pace, it is likely that less developed countries like Cambodia and Myanmar might just overtake us in the foreseeable future. From another perspective, it is hard to push for sharing the road when people really don’t have better options for commuting. Walking and cycling are not for everyone and many people have turned to the motorcycle to solve their transport woes. In the latter case, motorcycles are perceived as a vehicle that’s fuel efficient and allows the users to zip through congested streets often at high risks of being involved in a crash or spill.
We can only achieve “paradise” in our highly urbanized cities if we build these mass transit systems along with the pedestrian and cycling facilities that will complement each other. Those for whom car travel is a necessity would also benefit from reduced road congestion so it will eventually (hopefully) play out well for most people. Meanwhile, we would have to endure transport and traffic hell (some more and longer than others) as the government and private sector embark on this round of infrastructure projects implementation. It helps to look back at our experiences with the last major batch of projects in the latter part of the 1990’s when the number coding scheme was first implemented. At the time, it was implemented as a temporary measure to alleviate congestion while projects where being implemented. What was a temporary measure is now still being implemented along with a truck ban that has also been evolving the past years with the latest being the one implemented by the City of Manila starting last February 24. Will these vehicle restraint schemes be modified to cope with the traffic congestion expected from projects like the Skyway connector? Will these be relaxed or removed after all these projects have been completed? Your guess is as good as mine.
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Preventable road crashes and congestion
The driver of the Don Mariano Transit bus that plunged from the Skyway died last Monday after being confined to a hospital after the incident. To some, perhaps, the first thing that came to mind was that his passing meant one less reckless driver in our roads. The idea that streets are safer without him and his kind of drivers is not at all new nor is it considered unfair by many who have experienced or victimized by reckless driving by bus, jeepney, UV express, or taxi drivers or have encountered them in traffic. To be fair, included in this list are private car and truck drivers and motorcyclists who seem to think they had the roads to themselves and all other road users must adjust to their driving styles.
The thing is, most road crashes are preventable if only people drove more carefully. Discipline on our roads have been the subject of a lot of writings, news reports and documentaries, and nowadays even amateur videos uploaded on the net. The latter videos show how difficult (or terrifying) it is to drive in Philippine roads. In fact, I have a balikbayan friend who’s on vacation from the U.S. who says she screamed every time her father maneuvered their car in traffic as they drove to Makati. She seemed to have gotten used to the more discipline driving in Memphis that she forgot about how to drive in Manila streets.
One problem is that many professional drivers, those whose jobs are to drive vehicles like taxis, trucks, buses, jeepneys and UV Express, are not formally trained. I say many because few are certified by the government-run Technical Education and Skills Development Authority (TESDA) or any school offering formal driving courses. Those who get certification are usually people who want to work abroad and need formal certification as a requirement by foreign firms or recruitment agencies.
Driving schools are generally for those seeking a non-professional licenses, i.e., those who want to drive their own cars. And from what we see when traveling along our roads, most private car drivers are also guilty of reckless driving. I have seen many who seem to think that they are stunt drivers, weaving in and out of traffic, frequently changing lanes and cutting the path of other motorists (many motorcycle riders are guilty of this, too). This is a systemic failure on the part of the Land Transportation Office (LTO), which is the agency in-charge of licensing drivers.
This crash involving a taxi and truck in Katipunan just across from the U.P. Town Center backed up traffic along C-5 as the two vehicles occupied 2 of the 3 southbound lanes of the road. From the looks of it, is seems the truck driver either lost control of his vehicle or made an error as he attempted to switch lanes.
Preventable, too, are many causes of traffic congestion such as minor road incidents and vehicle breakdowns. In the latter cases, it is the responsibility of vehicle owners whether they be private individuals or bus companies or logistics firms to properly maintain and operate their vehicles. As such, they are primarily to blame for most breakdowns. I say most, because there are instances when flat tires are caused by objects on the road. In many cases of breakdowns and other incidents, congestion results from these vehicles not being quickly removed from blocking the road. There is also the tendency for other drivers to be inquisitive (usyoso) so much so that they slow down unnecessarily and thereby contribute to the congestion.
This truck broke down just after entering the C-5 E. Rodriguez Flyover in Pasig City at around 5:30 AM. There are only 2 lanes on either the northbound or southbound direction so the blockage created a traffic jam early in the morning that stretched all the way to Lanuza at the time I passed by the area. What was expected by many as free flowing traffic that time of the day turned out to be an early traffic jam. I can just imagine the congestion afterwards when peak traffic started around 7:00 AM. The MMDA enforcers seemed helpless as they watch vehicles passing the truck.
In the coming year 2014, we are hopeful that these issues on driving, breakdowns and congestion can be addressed by the responsible authorities. Of course, there will be difficulties, but then as they say “Kung gusto, gagawa ng paraan. Kung ayaw, maraming dahilan.” (If they want it solved, they will find a way. If they don’t, they will make all the excuses.).
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Christmas season traffic jams
Traffic jams are a common occurrence in most cities. In some they are predictable, usually during peak hours in the morning and the afternoon or evening. These peak periods may range from less than an hour or stretch to a couple or even longer hours depending on the characteristics of the area. In many cases, congested are main corridors (Commonwealth, Ortigas, Marcos Highway, McArthur Highway, SLEX, etc.) leading to or from the city center or central business district (e.g., Makati, Ortigas, Cubao, etc.). In Metro Manila, it can be a corridor connecting CBDs like EDSA or C-5.
Traffic congestion along the northbound side of Circumferential Road 5 seems much worse this December though it is always bad from the late afternoon to late night on weekdays. Congestion is usually worst along the stretch between Bonifacio Global City and Pasig River though it is also usually bad along the stretch from Ortigas Ave. to Eastwood in Quezon City. Traffic along the southbound side is usually bad in the mornings especially in the Pasig area.
Traffic congestion along Tramo on the way to the airport – traffic can really be bad in the vicinity of airports during this season but then the way the terminals of NAIA are situated and the conditions along airport roads also contribute to the congestion. For example, along Tramo in Pasay City you will find a lot of bus terminals and informal settlements. There are tricycles and pedicabs operating in the area, and parked vehicles along the road that reduce capacity. I always wonder what local authorities are doing to address these issues considering NAIA is our prime gateway to the world.
Unfortunately, the Christmas season in the Philippines is perhaps the longest in the world so Christmas traffic starts to build up in September (the first of the ‘ber’ months). Worst are days in December when everyone seems to be at their busiest. Aside from the work being done due to deadlines at the end of the year, there are shopping mall sales and Christmas parties.
So how do we know if December is indeed the busiest month of the year in terms of traffic? What evidence can we show as proof to this long-standing perception that is accepted as fact by many? I was asked these questions in a recent interview but unfortunately, I didn’t have the figures to show that December indeed is the busiest month in terms of traffic. Unfortunately, too, our government agencies do not conduct data collection to determine traffic volumes throughout the year so what you can get from the DPWH is Annual Average Daily Traffic (AADT). Perhaps the evidence is with our toll operators, which conduct daily counts through their detectors and their toll booths. The cumulative volume of vehicles per month can be derived from data on tolls collected to validate the notion that December is highest in terms of traffic volumes.
Meanwhile, there might also be video evidence from the cameras installed by the MMDA and other local governments monitoring traffic. Footage taken from January to December can be compared to show which months are the busiest. Taking this to another level, image processing software for traffic are now available or can be developed to determine vehicle volumes from video.
It is reasonable to argue that indeed December is the busiest and we experience more traffic congestion during this month as there are more activities, especially those related to shopping, during this month. Ask anyone on the street and surely they will say that traffic and commuting is worst this time of year but many will also say they aren’t really complaining given the situation of other people (e.g., those affected by the earthquakes in Bohol and Cebu, and those affected by Typhoon Yolanda/Haiyan in the Visayas). For many, this is still a season for joy and we generally don’t let traffic get in the way of happiness.
Merry Christmas to all!
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School traffic generation – Part 1
One thing I will miss about summers is the relatively light traffic along Katipunan Avenue, which is where I pass through almost everyday between my home and workplace. There is still some congestion during the mid-day and the afternoons but these are typically due to truck traffic as Circumferential Road 5 (C5) is a truck route. During the rest of the year, however, with the exception of most weekends and holidays, severe congestion is experienced along Katipunan during the peak periods, particularly in the mornings between 6:30 AM and 7:30 AM. This is due primarily to the traffic generated by schools along Katipunan Avenue, most notably the Ateneo De Manila University and Miriam College. The following photos show typical traffic conditions along C5 during the peak periods.
Slow-moving vehicles along the northbound side of Katipunan Avenue
Congestion along the northbound direction of Katipunan atop the Aurora Blvd. overpass
Congestion along the Katipunan southbound service road leading to the U-turn slot underneath the Aurora Blvd. overpass
Traffic along the southbound service road leads to a U-turn slot under the overpass where many vehicles turn, heading in the general direction of Ateneo. Most turn here in order to enter the university via its Gate 1, which is the main access to the Grade School. On most times, congestion is caused by these vehicles turning right at Gate 1 as they effectively occupy the two lanes of the northbound service road and block all other traffic. This is shown in the following photo where it is clear that vehicles bound for Ateneo and turning at Gate 1 are the main cause of congestion. Beyond Gate 1, the traffic lanes are practically free of congestion.
Vehicles turning right to Ateneo’s Gate 1 blocking traffic along the Katipunan northbound service road
The afternoon peak is exacerbated by traffic generated by these schools that lead to longer periods of congestion as the number of private vehicle traffic dramatically increases when there are classes between June and April. Meanwhile, there is a noticeable decrease in traffic during the weekends and holidays. Such phenomenon is mostly attributable to the trip generation characteristics of schools, and especially those that tend towards the generation of much private vehicles. Ateneo and Miriam along Katipunan are just two examples. The traffic they generate and the consequential congestion is replicated in other places as well, giving headaches to motorists and commuters passing along major roads affected by these schools. Ortigas Avenue, for example, is usually congested during the weekdays because of traffic generated by LaSalle Greenhills, and ADB Avenue at the Ortigas Center is usually congested due to traffic attributed to Poveda.
Traffic congestion in Metro Manila: Is the UVVRP still effective? – Part 2
In the past decade, there has been a sharp rise in the motorcycle ownership around the country and especially in Metro Manila. From about 1 million motorcycles registered in 2000, the number has increased to 3.2 million in 2009, a 320% increase over a period of 10 years. Motorcycles have become associated with mobility, in this case the motorized kind, and have become the mode of choice for many who choose to have their own vehicles but cannot afford a four-wheeler. These people also choose not to take public transport for a variety of reasons but mainly as they perceive their mobility to be limited should they use public transport services that are available to them. This rise of the motorcycle is also a response to the restrictions brought about by UVVRP with the scheme not covering motorcycles. In fact, should motorcycles be included in the UVVRP, it would be a nightmare for traffic enforcers to apprehend riders considering how they maneuver in traffic. Add to this the perception and attitude of riders that motorcycles are practically exempt from traffic rules and regulations (and traffic schemes!). One only needs to observe their behavior to validate the argument.
To understand UVVRP, it must also be assessed in the context of its original implementation when Metro Manila had to contend with congestion due to infrastructure projects being constructed everywhere during the 1990’s. EDSA MRT was being constructed, interchanges were also being put up, and a number of bridges were being widened to accommodate the increasing travel demand. Road widening projects generally benefit private vehicle users more than public transport users. In the case of Metro Manila, many areas are already built-up and acquisition of right of way for widening is quite difficult for existing roads. As such, it is very difficult to increase road capacities to accommodate the steady increase in the number of vehicles.
In transportation engineering, when traffic/transport systems management (TEM) techniques are no longer effective or yield marginal improvements we turn to travel demand management (TDM) schemes to alleviate congestion. In the former, we try to address congestion by tweaking the system (i.e., infrastructure) through road widening, adjustment of traffic signal settings, etc. while in the latter, we go to the root of the problem and try to manage the trips emanating from the trip generation characteristics of various land uses interacting with each other. By addressing the trip generation characteristics through restrictions, we influence travel demand and hopefully lessen traffic during the peak periods while distributing these to others.
This is the essence of UVVRP where the coding scheme targets particular groups of private cars (according to the end number on the license plate) each weekday. Meanwhile, the scheme is not implemented during weekends due to the perception that, perhaps, travel demand is less or more spread out during Saturdays and Sundays. However, there is a problem with this approach as the traffic taken away from the peak hours are transferred to other times of the day, thereby causing in some cases the extension of what was originally a peak hour unto a longer period. What was before a morning peak of say 7:30 – 8:30 AM becomes spread out into a peak period of 7:00 – 9:00 AM. The problem here is when you have major traffic generators like central business districts (e.g., Makati and Ortigas) where congestion is experience for more than 2 hours (e.g., 7:00 – 10:00 AM or 4:00 – 7:00 PM).
The UVVRP is not implemented in all of Metro Manila. Several LGUs, particularly those in the outer areas like Marikina City and Pateros. This is simply due to the information and observations of these cities that their roads are not affected by the build-up of traffic since most traffic is bound for the CBDs located in Makati, Pasig, Mandaluyong, Quezon City and Manila. This is the case also for LGUs in the periphery of Metro Manila like the towns in the province of Rizal, which is to the east of the metropolis, where the typical behavior of traffic is outbound in the morning and inbound in the afternoon. The great disparity between inbound and outbound traffic is evident in the traffic along Ortigas Avenue where authorities have even implemented a counterflow scheme to increase westbound road capacity.
There have also been observations of traffic easing up during the mid-day. As such, the MMDA introduced a window from 10:00 AM to 3:00 PM to allow all vehicles to travel during that period while retaining the restrictions of the number coding scheme from 7:00 – 10:00 AM and 3:00 – 7:00 PM. However, while many LGUs applied the window, some and particularly those found in central part of the Metropolis like Makati, retained the 7:00 AM – 7:00 PM ban. This stems from their perspective that traffic does not ease up at all (e.g., try driving along Gil Puyat Ave. during lunchtime) along their streets during the window period.
Nowadays, there seems to be the general perception that one can no longer distinguish between traffic during the coding period and the window. Traffic congestion is everywhere and there are few opportunities for road widening. Traffic signal control adjustments are limited to those intersections where signals have been retained (mostly in Makati) since the MMDA replaced signalized intersections with U-turn slots during a past administration where the U-turn was hailed as the solution to the traffic mess.
Traffic congestion in Metro Manila: Is the UVVRP still effective? – Part 1
I was interviewed last week about the traffic congestion generally experienced along major roads in Metro Manila. I was asked whether I thought the Unified Vehicular Volume Reduction Program (UVVRP) more popularly known as the number coding scheme was still effective, and I replied that based on what we are experiencing it is obviously not effective anymore. The reasoning here can be traced from the fact that when the scheme was first formulated and implemented, the main assumption was that if the number of license plates on registered vehicles were equally distributed among the 10 digits (1 to 0), then by restricting 2 digits indicated as the end/last number on a plate we could automatically have a 20% reduction in the number vehicles. This rather simplistic assumption was sound at the time but apparently did not take into consideration that eventually, people owning vehicles will be able to adjust to the scheme one way or another.
One way to adjust when the number coding scheme was implemented was to change traveling times. Everyone knew that the scheme was enforced from 7:00 AM to 7:00 PM (i.e., there was no 10:00 AM to 3:00 PM window at the time) and so people only had to travel from the origins to their destinations before 7:00 AM. Similarly, they would travel back after 7:00 PM, which partly explains why after 7:00 PM there is usually traffic congestion due to “coding” vehicles coming out to travel. In effect, the “coding” vehicle is not absent from the streets that day. Instead, it is only used during the time outside of the “coding” or restricted period.
Another way that was actually a desired impact of the coding scheme was for people to shift to public transport, at least for the day when their vehicle was “coding.” That way, the vehicle is left at home and there is one less vehicle for every person who opted to take public transport. This, however, was not to be and people did not shift to public transport. Perhaps the quality of services available or provided to them were just not acceptable to most people and so they didn’t take public transport and a significant number instead opted for a third way.
That third way to adjust was one that was the least desirable of the consequences of number coding – people who could afford it bought another vehicle. This was actually a result that could have been expected or foreseen given the trends and direct relationship between increases in income associated with economic growth where people would eventually be able to afford to buy a vehicle. Actually, there is no problem with owning a car. The concern is when one uses it and when he opts to travel. Of course, this does not necessarily mean that people started buying new cars outright, making this something like an overnight phenomenon. It happened over several years and involved a cycle that starts when the wealthier people decide to purchase a new vehicle and discards their old ones. These used vehicles become available on the “second hand” market and are purchased by those with smaller budgets. Some of these may have even older vehicles that they will in turn discard, and eventually be owned by other people with even less budget. Note that in this cycle, very few vehicles are actually retired, if at all considering this country has no retirement policy for old vehicles. The end result? More cars on the roads and consequently, more severe and more frequent congestion.
Below is an excerpt from the news report on News TV Channel 11:
Valentine’s traffic
Valentine’s Day or, to be exact, Valentine’s night is perhaps among the busiest in terms of traffic in many cities. Traffic is often comparable to that experienced during the Christmas season. This is attributed to an increase in the activities during this day that generally includes dating. Malls and restaurants are usually full of couples or families celebrating the day of hearts regardless of whether it is a weekday such as the case this year when Valentine’s is on a Monday.
Parks and other recreational places are also full of people who celebrate love by being with their dear ones. There are also concerts scheduled today and the days preceding and succeeding the 14th. Still popular among Filipinos are aging artists who can still belt out favorite songs from yesteryears including the haunting “Foolish Heart” and “Beauty and Madness.” Other artists have already performed ahead of the 14th since the preceding days happened to be during the weekends.
The congregation of people at the malls, restaurants, recreational areas and concert venues often results in traffic congestion in the vicinity of these facilities. I won’t even mention another place where traffic typically peaks this time of year. Parking may also be difficult due to the traffic generating nature of Valentine’s Day. Getting a taxi ride may also be challenging though trying to get a jeepney or bus ride may not necessarily be more difficult than on a regular Monday. Taking a taxi after having dinner on this day is considered a special trip and taxi are popular since they are a substitute to a private car.
I know this and other such variations in traffic during the year and it helps a lot when planning routes considering that one needs to avoid roads that are typically congested. This is the sort of information that needs to be provided for travelers in order to reduce congestion along roads that would otherwise be avoided for their association with traffic generators.
Caught (up) in traffic 