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En route to Batangas the other day, we had to endure severe traffic congestion along C5 and SLEX. C5 was at its worst as it took us about 2 hours from Blue Ridge until SLEX. Descending from the flyover to SLEX, we were greeted by crawling traffic along the tollway, which was to us a slight surprise for the southbound direction. Normally, traffic would already be lighter compared with the northbound side that carried peak hour travelers inbound for Metro Manila.
Much of the ‘additional’ congestion along SLEX is attributed to the ongoing construction of the Skyway extension. Traffic management is particularly criticized and congestion very atrocious at Alabang on ground level beneath the viaduct. Buses are prohibited from using the viaduct and the traffic schemes have contributed to severe congestion. Through traffic along both sides of the tollway have been affected, too, with queues reaching Laguna.
Preview: Passing the Alabang area, we observed that the queue from Alabang already stretched beyond what is visible to the eye.
No end in sight: this is what we usually describe as a traffic jam condition with the density reaching its maximum value and speed at its lowest. Volume approaches zero for this case.
Horizon: The queue that morning reached the Southwoods exit of the SLEX. Approaching northbound travelers would have to endure severe congestion until Alabang.
On hindsight, I thought that we should probably have opted to fly between Quezon City and Lipa City. My colleague said that the contact person offered that option to us but that he turned it down because he gets dizzy riding helicopters. I wouldn’t know as I’ve never ridden on one. However, we also thought it wouldn’t be prudent for us to ride a helicopter from the university. It would seem to be the transport of VIPs and easily attracts unwanted attention. Yet, it would have been the more practical and speedy if not the less expensive option for the trip that day.
There is a collage of two photos, one taken in 1975 and another in 2019, showing buses that managed to squeeze themselves into a jam. The 1975 photo was taken at the ramp of the overpass near Liwasang Bonifacio (Quiapo, Manila). There is a commentary describing the photo that attributes ‘monstrous daily traffic jams’ to the behavior of Filipino drivers. Special mention was made of public transport drivers and the photo showed proof of this. This was 1975 and motorization had not reached the levels we are at now so the
The problems pertaining to driver behavior persist today and probably even worsened along with the general conditions of traffic in Philippine roads. I say so since the volume of vehicular traffic has increased significantly from 1975 to the present and there are much more interactions among vehicles and people that have led to a deterioration of road safety as well. Traffic congestion and road crashes are asymptomatic of the root causes of most of our transport problems. And so far, it seems we have had little headway into the solutions. The photos speak for themselves in terms of how many people can easily put the blame on poor public transport services despite the fact that cars are hogging much of the road space. And what have authorities done in order to address the behavioral issues that lead to these incidents?
Someone joked that the guy in the 1975 photo who appeared to be posing in disbelief of what happened is a time traveler. The 2019 photo shows a similar guy with a similar pose though with more people around. Maybe he can tell us a thing or so about what’s wrong with transportation in the Philippines and provide insights to the solutions to the mess we have.
I recently wrote about the Barkadahan Bridge and its current state and compared it to the Marcos Highway Bridge that is now completed and fully opened to travelers. Unfortunately, I didn’t have photos to share but only shared my observations based on what friends have told me and what I’ve read on social media (i.e., Rizal Provincial’s and Taytay’s official Facebook pages) about the situation there. I finally had the opportunity last Sunday when I went to fetch my family at the airport. Here are photos of the Barkadahan Bride and its environs. Note that Barkadahan is actually two bridges and not one. The new one is currently being used for two way traffic (one lane each) while the second one is under rehabilitation and retrofitting. The latter had and will have 2 lanes, too.
Approach to the Barkadahan Bridge via Highway 2000 – notice the widening on the south side of the highway? That’s the ROW expropriated to align the bridge(s) with the highway. Ultimately, this should be of the same width as C-6.
Closer to the bridge, you see more of the ROW acquired to improve the geometry for the area and the intersection with the East Bank Road. Highway 2000 is now aligned with the second (newer) bridge constructed that will eventually carry only the eastbound traffic. The older bridge currently being rehabilitated and retrofitted will carry the westbound traffic.
Vehicles crowd on the two-lane bridge that is the new Barkadahan Bridge. The old one is currently being rehabbed. Notice the significant volume of trucks using the bridge? This is expected to increase due to the industrial developments in Rizal Province and along C-6, and the direct route this corridor provides towards the SLEX via Bicutan.
Big sign at the bridge – there are many of these scattered around Pasig and Rizal advising travelers against using the route and Barkadahan Bridge because for the construction work on the bridge. This ‘avoidance’ basically transferred (some say returned) much of the traffic to Ortigas Avenue Extension. Many if not most users of the bridge use this alternate route to travel from Rizal to BGC and Makati CBD.
A peek at the construction work on the old bridge – note that the contractor seems to have completed installing the steel reinforcement for the slabs for this section of the bridge. The next phase would be the concrete pouring.
Still another peek showing the extent of the work on the old bridge – my casual observation of the work areas was that there seems to be not so many workers. But then maybe it was a Sunday? Perhaps there should be more people working considering this is a very urgent project?
Tricycles, motorcycles and bicycles – there’s a lot of local traffic using the bridge and these are represented by mostly tricycles serving the residential and commercial areas along the East and West Bank Roads and the cyclists you most often see crossing the bridge. Most motorcycles are through traffic. On weekends one can observe more recreational cyclists as this route is a popular one to Rizal and particularly its mountainous areas that are popular to mountain and road cyclists.
Counterflow – many motorcyclists tend to counterflow and this adds to the friction and slows down traffic. Once the other bridge is completed and re-opened, these will likely be reduced to lane splitting or filtering as the opposite flows of traffic will be assigned to separate bridges. Counterflow traffic will then be very obvious and should be apprehended.
Here’s the resulting queue on the other side of the bridge. This is severe congestion that reaches C-6. Note that the photo was taken on a Sunday. Perhaps these travelers have no other option but to use this route so they are stuck in hellish traffic on a Sunday? I can only imagine how worse it is on weekdays.
As a parting shot, I think there are still a couple of things that need to be addressed once the bridges are both open to traffic:
- Optimizing traffic management at the intersections with the East Bank Road and West Bank Road of Manggahan Floodway – the (mis)management of traffic here also contributes to congestion in the area. Traffic enforcers on both ends of the bridge have basic knowledge of how traffic must be managed and end up with the “buhos” approach. They don’t seem to be coordinating with each other, too. Their approach also heavily favors the East and West Bank roads when traffic is heavier along the main corridor that is C-6/Highway 2000. There needs to be a more efficient way to manage traffic here and that may be in the form of a sophisticated traffic signal system at least for the two intersections. Settings need to be studied and signals have to be adaptive to the variation of traffic throughout the day.
- Resolve bottlenecks in the area including structures that tend to reduce capacities of the approaches to the bridge.
More on this topic soon!
There was an uproar among commuters when Taytay installed traffic signals at the rotunda at Tikling Junction. The junction is the intersection of Ortigas Avenue Extension, which continues towards Antipolo, the Manila East Road, which connects many of Rizal Province’s towns, and Leonard Wood Road, which leads mainly to residential areas in Taytay. There is another road that is close to the junction, Cabrera Road, that qualifies the intersection to be an offset type. However, vehicle coming in and out of Cabrera Road mainly are with respect to the Manila East Road.
Traffic signals as seen from the Manila East Road approach to the rotunda
Traffic signals as seen from the Ortigas Ave. Ext. leg approach from Antipolo
The horrendous congestion last Thursday was due to the settings of the signals that forced most vehicles to stop even though there were movements that were not in direct conflict with others (e.g., through traffic along Ortigas Ave. Ext. from Antipolo towards the direction of Valley Golf/Cainta and right turning traffic from Ortigas Ave. Ext. to Manila East Road). The results were vehicles backed up all the way to Cainta Junction along Ortigas Avenue Extension and SM Taytay along the Manila East Road. We were able to experience the slight congestion the following day (Nov. 1) when we descended to Tikling from Antipolo. Congestion was slight probably because of the significantly reduced traffic due to the holidays.
I thought, based on experiences at this junction, that the traffic signal settings somewhat mimicked the style applied by Taytay traffic enforcers when they manually manage traffic at the intersection. Too often, they apply the “buhos” system where they try to let through all vehicles they see queued per approach. The outcome of this, of course, is longer stopped times to all other vehicles from the other legs resulting in longer and longer queues that become unmanageable especially during the peak hours (i.e., when vehicle arrivals are highest at the intersection). Basically, what happened last October 31 was that the “buhos” traffic enforcers were replaced by the machines (i.e., traffic signals) that employed the same system only this time there was no opportunity for some flexibility for movements that had none or the least conflicts at the intersection.
I saw a recent post about a meeting hosted by Pasig City. The Mayor of Pasig City recently held a meeting where he invited the mayors or Antipolo, Cainta and Taytay to discuss, among other things perhaps, transportation along Ortigas Avenue. Ortigas Avenue is a corridor shared by several LGUs most notably the Rizal towns of Antipolo (which is the provincial capital and a highly urbanized city), Cainta and Taytay. The latter two are among the richest municipalities in the country; a fact I underline here since that also should translate to them having the resources or means to help come up with transport and traffic solutions.
Morning rush traffic starts very early these days. This photo was taken around 6AM on a Thursday along the westbound direction just after the Manggahan Bridge. The pedestrian overpass at C. Raymundo junction is shown and the dark colored buildings are at Robinsons’ Bridgetown development. Note the commuters along the right waiting for a ride.
Photos paint a thousand words. The Taytay Mayor attended the meeting. He has been under fire for the horrendous traffic caused by the mismanagement of Tikling Junction as well as the Barkadahan Bridge area that was and is supposed to be a major alternative route for Rizalenos heading to their workplaces in Makati and BGC. More recently, there were posts about the traffic signals installed at Tikling Junction that basically invalidates the roundabout concept for the junction. The result last Thursday, the first day of operations for the signals, was hellish traffic that backed up a couple of kilometers along the Manila East Road and Ortigas Ave. Extension (some reports say until Cainta Junction). This, even as the signal settings were supposedly done with help from the MMDA.
Antipolo was represented by its former Mayor and husband to the current one. He also happens to be a former Governor of the Rizal Province and likely to run again as his mother, the current governor, is on her 3rd term. It seems to me that the province is not so interested in solutions for Ortigas Avenue despite most of its constituents traveling through the corridor to get to their workplaces and schools. Marcos Highway is not the main corridor for Rizal towns as it basically carries only Antipolo and maybe some of Tanay (via Sampaloc) traffic. Ortigas Avenue Extension branches into two major roads from Tikling – Ortigas Ave Extension, which ends at the capitol, and the Manila East Road, which connects to practically all of Rizal towns with San Mateo and Rodriguez (Montalban) being the exceptions. It is time for the province to pay attention to this commuting problem experienced daily by her constituents.
The Mayor of Cainta seems not as interested as the others, sending a representative who appears to be not one of the top officials (the traffic chief with a rank of SPO1=Master Sergeant is lower ranked than a councilor) of the Municipality to such an important meeting. In fact, he is currently now embroiled in a controversial faux pas involving himself by not wearing a helmet while riding a motorcycle. What’s more is his downplaying this and appearing to be even justifying the act. He eventually apologized but not before stating his moves. He is not new to publicity (stunts?) and knows how bad publicity still translates to good publicity especially in this days of fake news and trolls (he apparently has many on social media). He seems to forget that transport and traffic solutions for Ortigas Ave will likely benefit anyone seeking reelection or higher office in Rizal. He is on his last term as mayor and the break-up with some of his allies including his former Vice Mayor who ran against him in the last elections shows the limits of his political career. What was rumored as plans to run for Rizal governor might just be downgraded to perhaps Vice Mayor? In any case, he should show more interest and effort in finding solutions beyond traffic management and not by himself but in cooperation with others with whom his jurisdiction shares the problems with. Perhaps the initiative of the Pasig Mayor presents an opportunity for such cooperative work? Many people are very interested in this and will be watching – and hoping.
I was interviewed recently for a research project by students enrolled in a journalism class. I was asked by one in the group if we indeed have a transport crisis in Metro Manila. The other quickly added “hindi transport, traffic” (not transport but traffic). And so I replied that both terms are valid but refer to different aspects of the daily travel we call “commuting”. “Traffic” generally refers to the flow of vehicles (and people if we are to be inclusive) while “transport” refers to the modes of travel available to us.
“Commuting” is actually not limited to those taking public transportation. The term refers to all regular travel between two locations. The most common pairs are home – office and home – school. The person traveling may use one or a combination of transport modes for the commute. Walking counts including when it is the only mode used. So if your residence is a building just across from your office then your commute probably would be that short walk crossing the street. In the Philippines, however, like “coke” and “Xerox”, which are brands by the way, we have come to associate “commute” with those taking public transportation.
And so we go back to the question or questions- Do we have a transport and traffic crises? My response was we do have a crisis on both aspects of travel. All indicators state so and it is a wonder many including top government transport officials deny this. Consider the following realities for most commuters at present:
- Longer travel times – what used to be 30-60 minutes one-way commutes have become 60 – 120 (even 180) minute one-way commutes. Many if not most people now have double, even triple, their previous travel times.
- It is more difficult to get a public transport ride – people wait longer to get their rides whether they are in lines at terminals or along the roadside. The latter is worse as you need to compete with others like you wanting to get a ride ahead of others.
- People have to wake up and get out of their homes earlier – it used to be that you can wake up at 6:00AM and be able to get a ride or drive to the workplace or school at 7:00/7:30 AM and get there by 8:00 or 9:00AM. Nowadays, you see a lot of people on the road at 5:30AM (even 4:30AM based on what I’ve seen). That means they are waking up earlier than 6:00 AM and its probably worse for school children who either will be fetched by a service vehicle (e.g., school van or bus) or taken by their parents to their schools before going to the workplaces themselves.
- People get home later at night – just when you think the mornings are bad, afternoons, evening and nighttimes might even be worse. Again, it’s hard to get a ride and when you drive, traffic congestion might be at its worst especially since most people leave at about the same time after 5:00PM. Coding people and others not wanting to spend time on the road (instead working overtime – with or without additional pay) leave for their homes later and arrive even later.
- Less trips for public transport vehicles – traffic congestion leads to this. What used to be 6 roundtrips may now be 4. That affect the bottomline of income for road public transport providers. Given the increased demand and reduced rolling stocks of existing rail lines that includes rail transport.
To be continued…
The Barkadahan Bridge is currently undergoing rehabilitation. To be accurate, the old bridge is being rehabilitated and upgraded/retrofitted to be able to carry the traffic projected to use it being a vital link between the Province of Rizal and Metro Manila via Pasig and the C-6 corridor. The bridge is named after the “friendship” established among Rizal municipalities and Pasig City for an area that has been subject of a territorial dispute among them. These are the municipalities of Cainta and Taytay (Rizal Province) and the city of Pasig. The bridge spans the Manggahan Floodway, much of which is in Pasig City.
To increase the capacity for this crossing, which is the most direct route to C-6 and popular among many headed to Taguig/BGC and Makati, a new bridge had been constructed to the south of the old one. The older one had 2 traffic lanes and was no longer sufficient for the volume of vehicles crossing it after the expansion of C-6 resulting to it steadily gaining more users over the years. Use of this route cut down travel times between Rizal and BGC and Makati by at least 30 minutes based on our experiences using the route.
Late last year as far as I could recall, the new bridge opened and immediately increased capacity but then congestion quickly set-in due to two factors: the traffic management at the intersection with the East Bank Road and the constrained (two-lane, two-way) leg of Highway 2000. Add to this the lack of discipline by local traffic in the form of tricycles and motorcycles counter-flowing in the area.
Earlier this year, signs were posted around Rizal about the then impending project for the rehabilitation of the old bridge. The signs advised for most travellers to avoid using the Barkadahan Bridge due to the congestion in the area because of the project. It turns out that what was thought by most as a project retrofitting the old bridge alone was actually a bigger one involving increasing the capacity of the Highway 2000 leg of the intersection with the East Bank Road. Following is a photo posted at the official Facebook page of the Rizal Provincial Government showing the demolition of buildings and other structures along the Highway 2000 leg. The photos were taken from the new Barkadahan Bridge approaching the intersection, the southbound direction of the East Bank Road, and from the westbound side of Highway 2000.
Demolition and clearing of ROW for the expansion of Highway 2000 in relation to Barkadahan Bridge [Photo collage from the Lalawigan ng Rizal Facebook page]
From the photos above, it is clear that at least 2 lanes will be added to Highway 2000 and that this leg will soon be well-aligned with the Barkadahan Bridge, which will also have a total of 4 lanes. Hopefully, this project will be completed soon and within the year (before December?) in order to alleviate the commuting woes of Rizalenos working in the BGC and Makati CBD areas. Of course, that goes without saying that there is also a need to optimise the traffic signals at the intersection and to strictly enforce traffic rules and regulations vs. erring motorists in the area.
I wrote previously about the alternate routes for eastbound vehicles given the ongoing rehabilitation of the Marcos Highway Bridge. In this post, I give some details on one alternative via C-5 and FVR Road (Riverbanks).
The intersection of Katipunan Ave.-Col. Bonny Serrano Ave. now features a left turn signal for vehicles approaching from Blue Ridge. Previously, this was not allowed and vehicles would have had to go straight or take a right, and then make a U-turn if they wanted to head towards FVR Road. Otherwise, travellers would have to take the tunnel and make the U-turn at Eastwood.
Vehicles queued along the C5 section approaching the intersection with FVR Road. The overpass in the photo is the section transitioning from the tunnel with an off-ramp past FVR Road.
Vehicles approaching the now signalised C5-FVR Road intersection. Previously, too, this intersection did not have traffic signals. Vehicles coming down from Blue Ridge/White Plains could not go through to FVR Road but would have had to travel to the U-turn slot not far from here.
The intersection of C5 and FVR Road – shown are vehicles turning from FVR Road to C5 southbound as well as those turning from C5 northbound to FVR Road.
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.
During weekends, a constant frustration have been the incidence of severe traffic congestion along Ortigas Avenue Extension. Weekday evenings are usually better in terms of traffic compared to Saturdays. But last Monday, the congestion was so severe the congestion reached Valley Golf and vehicles had to crawl to Tikling. As mentioned in previous posts on this subject, part of the problem is the sheer volume of vehicles that make the roundabout set-up inappropriate for the junction. Then there is also the issue about the people who are supposed to manage traffic but end up mismanaging it. From what I usually observe, they tend to favour vehicles coming from Taytay via the Manila East Road leg and seem oblivious to the build-up of traffic along Ortigas Ave. Ext. eastbound.
Typical heavy traffic at Tikling Junction
We might finally get a chance to have a solution for this. One of our students took on a topic that will require her to asses the traffic at the intersection to determine, for example, whether the roundabout is suitable or perhaps should be changed into a signalised traffic control. Both analytical approach and microsimulation (using Vissim or the homegrown LocalSim) will be employed. But we will have to wait by May to see some substantial results.