Discovering the Potential of Makati City's Riverside Development Zones 9RDZs) as Means for Alternative Mobility

1. Discovering the Potential of Makati City’s Riverside Development
Zones (RDZs) as Means for Alternative Mobility
RAMOS, Rodelon M.
Master of Architecture
ARCH 236 Movement and Transport
2nd Semester, A.Y. 2017-2018
Prof. Eden Sorupia, PhD

2. How can the idle and undeveloped easements of
Makati City’s urban waterways become well-planned
bicycle-oriented corridors that are in step with the
city’s thrust of sustainable urban transport and
environmental stewardship?
What is the study trying to inquire upon?

3. To analyse the extent and coverage of the Riverside
Development Zones (RDZs), in harmony with Makati City’
Comprehensive Land Use Plan (CLUP) and the existing
transportation network.
To formulate a conceptual Active Transport Plan showing its
proposed mobility network, design criteria, bicycle highway
standards, transport nodes, and corridor expansion.
What does the study want to achieve?

4. Question Objectives Actions /
Tactics Data
Question Objectives Recommended Actions Data to Collect
Google Earth, Google MyMaps
Hydrological Maps (Urban
Waterway Network)
Comprehensive Land Use Plan
& Zoning Ordinances
Traffic Demand Management
Google Earth, Google MyMaps Urban Profile of Waterways
Comprehensive Land Use Plan
& Zoning Ordinances
Parks, Recreational & Open
Space Zones
Comprehensive Land Use Plan Transportation Network
Comprehensive Land Use Plan
Commercial & Residential
Subzones
1. Comparison Studies
Review of Anecdotes on
Existing Projects
Minimum Design Parameters
Mobile Ride Tracking App (User
Generated Routes)
Cycling Desire Lines
Economic Profile Population Data
Comprehensive Land Use Plan
& Zoning Ordinances
Land Use Data
To analyze the extent and
coverage of the Riverside
Development Zones (RDZs),
in harmony with Makati City’s
Comprehensive Land Use
Plan (CLUP) and existing
transportation network.
PLANNING CHART (RESEARCH DESIGN)
2. Sketch Plan Methods
1. Corridor Selection Criteria
2. Overlay Mapping
To formulate a conceptual
Active Transport Plan
showing its proposed
mobility network, design
criteria, bicycle highway
standards, transport nodes,
and corridor expansion.
How can the idle and
undeveloped easements of
Makati City’s urban
waterways become well-
planned bicycle-oriented
corridors that are in step with
the city’s thrust of
sustainable urban transport
and environmental
stewardship?

5. Barangay
Population
(2004)
Population
(2010)[46] Area (km2) District
Bangkal 22,433 23,378 0.74 1st
Bel-Air 9,330 18,280 1.71 1st
Carmona 3,699 3,096 0.34 1st
Cembo 25,815 27,998 0.22 2nd
Comembo 14,174 14,433 0.27 2nd
Dasmariñas 5,757 5,654 1.90 1st
East Rembo 23,902 26,433 0.44 2nd
Forbes Park 3,420 2,533 2.53 1st
Guadalupe Nuevo 22,493 18,271 0.57 2nd
Guadalupe Viejo 13,632 16,411 0.62 2nd
Kasilawan 6,224 5,291 0.09 1st
La Paz 8,843 7,931 0.32 1st
Magallanes 7,509 5,576 1.20 1st
Olympia 20,172 21,270 0.44 1st
Palanan 16,614 17,283 0.65 1st
Pembo 35,035 44,803 1.23 2nd
Pinagkaisahan 6,186 5,804 0.16 2nd
Pio del Pilar 22,495 27,035 1.20 1st
Pitogo 13,367 15,332 0.14 2nd
Poblacion 8,446 17,120 0.46 1st
Rizal 37,022 41,959 3.55 2nd
San Antonio 12,226 11,443 0.89 1st
San Isidro 8,686 7,589 0.50 1st
San Lorenzo 6,487 10,006 2.09 1st
Santa Cruz 7,419 7,440 0.47 1st
Singkamas 6,226 7,426 0.13 1st
South Cembo 13,570 14,672 0.20 2nd
Tejeros 16,820 13,868 0.29 1st
Urdaneta 3,817 3,717 0.74 1st
Valenzuela 5,908 7,261 0.24 1st
West Rembo 28,889 28,406 0.55 2nd
POPULATION &
DEMOGRAPHIC DATA

6.  Land Transport: City and Provincial buses, P2P
Buses, jeepneys, taxis & TNVS, UV express,
motorcycles, etc.
 Rail Transport : Metro Rail Transit, Philippine
National Railways
 Water Transport : Pasig River Ferry, informal
outrigger boats
Makati City’s Transport & Traffic Woes
Sources: hanguladay.files.wordpress.com; news.abs-cbn .com; ph.geoview.info

8. Traffic Demand Management

9. Transportation Network

10. TYPICAL LEVEL OF
SERVICE IN MAKATI
CENTRAL BUSINESS
DISTRICT & ENVIRONS
Makati may display
some level of
permeability and some
substantial transport
and mobility
infrastructure in place,
but this didn’t prove to
be adequate and
proportional to how it
attracts and generates
trips given its economic
productivity
Source: maps.google.com

11. Makati City’s Urban
Waterways, Parks & Open
Spaces
Urban waterways are degraded to a certain degree, if
not biologically deteriorated.
Urban waterways are not fully utilized for any
consistent public enjoyment, while neighborhoods are
oriented against the urban waterways, and not
towards them
Mandatory legal easements are occupied and
constructed upon, signifying clear violations of law
and susceptibility to biohazards
Public open spaces are not proportionate to the
number of inhabitants in less wealthy barangays
Spacious recreational spaces are situated within the
confines of wealthy barangays and low-density,
exclusive neighborhoods

12. Inventory of Parks

18. Riverside Development Zone (RDZ)
Proposed 2001-2010 Area (sq. km.) : 0.25; Share to Total : 0.9%
Existing 2012 Area (sq. km.) : 0.06; Share to Total : 0.2 %
Proposed 2013 – 2023 Area (sq. km.) : 0.25 ; Share to Total : 0.9%
Percent Increase / Decrease (Proposed 2010 vs. Existing 2012) : -77.2%
Percent Increase / Decrease (Existing 2012 vs. Proposed 2023) : 344%

19. Corridor Selection Criteria
The selection and evaluation of the bicycle corridors will be based on establishing the
urban profile of the candidate waterways by collecting data and information on their
physical aspects and relationship with the community. With this being said, the
urban waterways will be tabulated in an inventory, assigned an identification code,
and will be reviewed individually.
Key Narrative: General description and indication of the proposed bicycle route
Total Length of Waterway: Physical length of the entirety of the urban waterway from end to
end
Network Type: Categorization of the proposed bicycle route, in consideration with the context of
the route and land uses along it.
Geopolitical Jurisdiction: The extent of the urban barangays that cover the overall stretch of a
given urban waterway
Number of Usable Banks: The consideration of banks within the geopolitical premises of the
city

20. Corridor Selection Criteria
Access to Parks & Open Spaces: The Bikeways are envisioned to have direct connections to
parks and open spaces, and and by extension also adds up to the percent of open space
available for public enjoyment
Connection to Mass Transit: The Bikeways are envisioned to have direct connections to mass
transist systems, both existing and planned
Number of Bridge Crossings: The crossings will be identified as nodes and physical linkages
to urban interiors where possible facilities can be located
Connection to Schools: The Bikeways are envisioned to have direct or indirect connections to
institutional facilities so as to encourage school cycling and shift of mobility in young people.
Present Land Use Along Banks: the land use and classification will help in identifying the best
pissible network type for the proposed route.
Significant Infrastructure: Other planning considerations in terms of physical infrastructure for
the programming of the bicycle will be factored in.

21. ID Name Length Boundaries
BW1 Pasig River (Makati Side) 25 kms Manila, Makati, Pasig, Taguig
BW2 Taguig (Makati Side) 9.94 kms Makati, Pasig, Pateros, Taguig
BW3 Maricaban Creek 5.91 kms Makati, Pasay
BW4 Narra Creek 5.88 kms Makati
BW5 Tripa de Gallina Creek 5.60 kms Makati, Pasay, Manila
BW6 PNRCreek 4.04 kms Makati
BW7 Amorsolo & Bangkal Creek 2.83 kms Makati
BW8 Balisampan Creek 2.05 kms Makati
- Santa Clara Creek 1.62 kms Makati
- San Lorenzo Creek 1.03 kms Makati
- Faraday Creek 877 kms Makati
- San Jose Creek 851 meters Makati
- Zanzibar Creek 789 kms Makati
Inventory of Urban Waterways

23. ID Waterway Name Barangay Start Barangay End
BW1 Pasig River Brgy. Kasilawan Brgy. East Rembo
Total Length of
Waterway
No. of Usable
Banks
√ Commuter Cyling 25 kms 1 (Makati Side)
√ School Cycling
Parks / Open
Spaces
Connection to Mass
Transit
√ Tourist Cycling 3 2
√ Sports Cycling
No. of Bridge
Crossings
Connection to
Schools
4 4
Significant
Infrastructure
Presence of Feeder
Streets
Developable
Parcels
Alternative
Alignment
MMDA Drainage
Block
Yes Yes J.P. Rizal St.
This proposed bikeway segment has
already a linear park in place.
Continuity, however, is desired,
since this route will also promote
urban bicycle connection to
contiguous cities along Pasig River,
and regional bicycle connections that
can extend to the the segregated
bikeway of C-6 Road along the Western
coast of Laguna de Bay.
Key Narrative
Network Type
Present Land Use Along
Banks
RDZ, Med. Density
Commercial &
Residential, SPUR, GCZ,
Institutional

25. ID Waterway Name Barangay Start Barangay End
BW2 Taguig River Brgy. East Rembo Brgy. Rizal
Total Length of
Waterway
No. of Usable
Banks
√ Commuter Cyling 9.94 kms 1 (Makati Side)
√ School Cycling
Parks / Open
Spaces
Connection to Mass
Transit
Tourist Cycling N/A N/A
√ Sports Cycling
No. of Bridge
Crossings
Connection to
Schools
3 7
Significant
Infrastructure
Presence of Feeder
Streets
Developable
Parcels
Alternative
Alignment
Napindan Hydraulic
Ifrastructure
Yes Yes N/A
Key Narrative
This proposed bikeway segment will be
relatively meandering, and will
service high density residential
areas with a direct connection to a
regional bicycle route. Developable
banks can provide an opportunity for
continuous cycling route that can be
ideal for sports and recreational
uses.
Network Type
Present Land Use Along
Banks
Residential,
Institutional,
Recreational

27. ID Waterway Name Barangay Start Barangay End
BW3 Maricaban Creek Brgy. Magallanes Brgy. Forbes Park
Total Length of
Waterway
No. of Usable
Banks
√ Commuter Cyling 5.91 kms 1 (Makati Side)
√ School Cycling
Parks / Open
Spaces
Connection to Mass
Transit
Tourist Cycling 3 N/A
Sports Cycling
No. of Bridge
Crossings
Connection to
Schools
1 N/A
Significant
Infrastructure
Presence of Feeder
Streets
Developable
Parcels
Alternative
Alignment
N/A Yes Yes N/A
Key Narrative
This proposed bikeway segment spans
from the confluence of Maricaban Pond
where Tripa de Gallina Creek and
Paranaque River meet as well. Located
along the fringes of Makati's most
exclusive and upscale neighborhood
barangays, this route can be seen as
a backdoor commuter and school
cycleway which will serve local
functions.
Network Type
Present Land Use Along
Banks
Utility, Low-Density
Residential, SMU

29. ID Waterway Name Barangay Start Barangay End
BW4 Narra Creek Brgy. Kasilawan Brgy. East Rembo
Total Length of
Waterway
No. of Usable
Banks
√ Commuter Cyling 5.88 kms Two (2)
School Cycling
Parks / Open
Spaces
Connection to Mass
Transit
Tourist Cycling 8 1
Sports Cycling
No. of Bridge
Crossings
Connection to
Schools
20 2
Significant
Infrastructure
Presence of Feeder
Streets
Developable
Parcels
Alternative
Alignment
Skyway System,
EDSA/MRT
Yes Yes Buendia Ave.
Key Narrative
This proposed bikeway segment is one
of the few urban waterways that
passes through the dense commercial
city section of the Makati CBD.
Continuity of cycleway, however, is
compromised by access to exclusive,
well-guarded barangay villages owned
and controlled privately. The number
of crossings and presence of numerous
feeder streets can enrich the route,
but cannot warrant a continuous, non-
stop bicycle route.
Network Type
Present Land Use Along
Banks
Low Density Commercial,
Med. Density
Residential

31. ID Waterway Name Barangay Start Barangay End Key Narrative
BW5
Tripa de Gallina
Creek
Brgy. East Rembo Brgy. Rizal
Network Type Total Length of
Waterway
No. of Usable
Banks
Commuter Cyling 25 kms 1 (Makati Side)
√ School Cycling
Parks / Open
Spaces
Connection to Mass
Transit
Tourist Cycling N/A 2
Sports Cycling
No. of Bridge
Crossings
Connection to
Schools
22 13
Significant
Infrastructure
Presence of Feeder
Streets
Developable
Parcels
Alternative
Alignment
Skyway System,
EDSA/MRT
Yes Yes N/A
An urban bikeway segment along the
western fringe of Makati City, this
route traverses along the highly
populated residential areas of
Makati, Pasay and Manila. This route
has the highest connections to public
and private schools of all levels,
making it an ideal school cycling
route.
Present Land Use Along
Banks
Mixed-Use, Med. Density
Residential

33. ID Waterway Name Barangay Start Barangay End Key Narrative
BW6 PNR Creek Brgy. San Antonio Brgy. Magallanes
Network Type Total Length of
Waterway
No. of Usable
Banks
√ Commuter Cyling 4.04 kms
1 (Away from PNR
Track)
√ School Cycling
Parks / Open
Spaces
Connection to Mass
Transit
Tourist Cycling 1 5
√ Sports Cycling
No. of Bridge
Crossings
Connection to
Schools
8 5
Significant
Infrastructure
Presence of Feeder
Streets
Developable
Parcels
Alternative
Alignment
Skyway System,
EDSA/MRT, PNR
Yes Yes Chino Roces St.
An urban drainage infrastructure
where other waterways also feed into,
it can become both a trail and urban
waterway bicycle path that makes use
of the diagonally straight profile of
the creek, parallel to the PNR
tracks. Built up of residential
neighborhoods, plus foot paths and
sparse landscapes can reinforce the
route.
Present Land Use Along
Banks
SMU, High Density
Commercial, Mixed-Use

35. ID Waterway Name Barangay Start Barangay End
BW7
Amorsolo & Bangkal
Creeks
Brgy. San Antonio Brgy. Bangkal
Total Length of
Waterway
No. of Usable
Banks
√ Commuter Cyling 2.83 kms Two (2)
School Cycling
Parks / Open
Spaces
Connection to Mass
Transit
√ Tourist Cycling 3 3
Sports Cycling
No. of Bridge
Crossings
Connection to
Schools
14 5
Significant
Infrastructure
Presence of Feeder
Streets
Developable
Parcels
Alternative Road
Alignment
SKYWAY Yes Yes N/A
Key Narrative
Another urban drainage
infrastructure, its proximity to the
south-west portion of the Makati CBD,
and closeness to high-rise and
gentrified neighborhoods, can provide
tourism and sports cycling
opportunities.
Network Type
Present Land Use Along
Banks
SPUR, SMU, Med.
Residential, Med.
Density Commercial,
Institutional

37. ID Waterway Name Barangay Start Barangay End
BW8 Balisampan Creek
Brgy. Guadalupe
Viejo
Brgy. Forbes Park
Total Length of
Waterway
No. of Usable
Banks
√ Commuter Cyling 2.05 kms One
√ School Cycling
Parks / Open
Spaces
Connection to Mass
Transit
Tourist Cycling 1 N/A
Sports Cycling
No. of Bridge
Crossings
Connection to
Schools
4 2
Significant
Infrastructure
Presence of Feeder
Streets
Developable
Parcels
Alternative Road
Alignment
EDSA MRT Yes No N/A
Institutional, SPUR,
Med. Residential, Med.
Density Commercial
Key Narrative
Being a narrow creek that snakes
through a neighborhood area with
medium-density population and. The
Creek feeds into the Pasig River,
bisected by EDSA somewhere at its mid-
length, and drains from its upper
reaches in the Manila Golf and
Country Club.
Network Type
Present Land Use Along
Banks

38. Biking Desire Lines
➵Do not
necessarily coincide
with the alignment
of urban waterways
➵Utilize existing
road infrastructure
that have no
segregation and
delineation for bike
users
➵Do not follow any
established bike
pathways
➵Connect several
economic clusters
➵Document biking
activities
emanating from the
CBD itself

39. ACTIVE TRANSPORT PLAN: Urban Waterways
 The bicycle corridors are envisioned to utilize select RDZs and improve the built environment along
their stretch
 Urban waterways with 2 kilometers of length are primarily considered
 The bicycle corridors are seen to go beyond the city borders to provide seamless linkage and means of
mobility to other urban areas

40.  Mapping out the location of schools and institutions will provide an overview of how certain
corridors can become dedicated school cycling routes
 School cycling routes can provide safe, direct connections to communities and recreational
options.
ACTIVE TRANSPORT PLAN: Schools & Institutions

41. Establishing that open spaces are not readily available for less wealthier communities, the RDZ itself
can synergize opportunities in creation of inclusive, continuous and accessible open spaces
As part of the public domain, the design for corridors that can be beneficial for the public use will
have to be put to the fore
ACTIVE TRANSPORT PLAN: Open Spaces

42. The bicycle corridors will also complement the city’s existing transit configuration, and possible
enhancements can be determined
Existing bicycle facilities show the relationship with the proposed corridor alignments, and the
suitable site for investments in bicycle facilities can be analyzed.
ACTIVE TRANSPORT PLAN: Transit Nodes & Bicycle Facilities

43. ACTIVE TRANSPORT PLAN
Urban Waterways, Schools & Institutions,
Open Spaces & Transit/Bike Facilities
AREA MAP 3
AREA MAP 1
AREA MAP 2

44. BW3
BW7
BW5
BW6
BW4
BW3
AREA MAP 1

45. BW3
BW7
BW4
MAKATI CBD
BW4
BW3
AREA MAP 2

46. BW8
BW1
BW1
BW2B GC
AREA MAP 3

47. INTEGRATION OF BIKING DESIRE
LINES
POSSIBLE ROUTE
EXTENDING OUTSIDE
MAKATI
POSSIBLE ROUTE
EXTENDING
OUTSIDE MAKATI
POSSIBLE ROUTE
EXTENDING
OUTSIDE MAKATI

48. Minimum Design Standards
NACTO
National Association
of City
Transportation
Officials
AASHTO
American
Association of State
Highway and
Transportation
Officials
FHWA
Federal Highway
Authority

49. Option 1: Off-street Bicycle Lanes
Off-street Bicycle Lanes are
seen as the most
desirable form of
bicycle facility, with its
dedicated, protected and
direct approach to design
and utility. Off-street bike
lanes or corridors are
needed for directional
traffic with expressed
continuity, and can
provide the utmost
convenience to the
general public. Off-street
Bicycle Lanes also provide a
premium level of safety
since potential conflicts
with motorized transport is
already eliminated.

50. Option 1: Off-street Bicycle Lanes
The typical hallmarks of
standard bicycle lanes include pavement
markings and appropriate signage
along streets in corridors where
significant bicycle demand is present. The
delineation of the right of way
allocated for bicyclists and
motorists and to provide for more
predictable movements by each type is the
main intent and purpose of bicycle lanes.
Another critical reason for
providing dedicated bike lanes is to
better accommodate bicyclists
where inadequate space exists for
comfortable bicycling on congested
roadways and streets.
Sources: https://www.visitkorea.or.id/data/file/news/3070052412_chjCArFR_02.jpg;
http://media.phillyvoice.com/media/images/15895654137_ea321ce0ea_o.2e16d0ba.fill-735x490.jpg

51. Option 2: Shared-Use Paths
Shared-use paths are paved, off-street, less stressful travel routes designed to
serve non-motorized mobility. Bicyclists are normally the most notable users of
shared-use paths. In some places however, shared-use paths are becoming more
used by pedestrians, skateboarders, wheelchair users, and users of other alternative
modes, which define how rich and robust shared-use paths can become.
Shared-use paths make use of routes within vehicular right of way or an
independent right of way. Lesser or removed conflict with motorized vehicles are
generally preferred. Shared-use paths are also known as trails, multi-use trails, etc.

52. Option 2: Shared-Use Paths
Shared-use paths also promote transportation
connectivity, and endeavour to achieve increased accessibility to
people with physical needs. The key to an efficient shared-use
path is the design itself, governed by accessible path design,
trail/roadway design, and other design issues such as path surface
and treadway design, and geometric design, among others.
Typical cross
section for
multiuse trails.
Source: American
Association of
State Highway
and
Transportation
Officials

53. Option 2: Shared-Use Paths
Indianapolis Cultural Trail
Indianapolis, Indiana, USA
River Torrens Linear Park Trail
Adelaide, Austraila

54. Local Guideline / Code

55. BW1
P A S I G R I
V E R
Proposed Development Scheme:
Total Length: 25 kms. (single bank)
Total Width: 3 meters (clear)
Proposed Shared-use
Path
Physical Buffer Zone

56. BW4
N A R R A C
R E E K
Proposed Off-street Bicycle
Lane
Physical Buffer Zone
Proposed Development Scheme:
Total Length: 5.88 kms (double bank) = 11.76 kms.
Total Width: 1.5-3 mtrs. (clear, both sides)

57. BW7
Proposed Development Scheme:
Total Length: 2.83 kms (double bank) = 5.66 kms.
Total Width: 1.5-3 mtrs. (clear, both sides)
Physical Buffer
Zone
Proposed Off-
street Bicycle
Lane

58. Primary Recommendations
 The proposed Bicycle Corridors can be fully adopted in the busiest, densest
stretches of urban waterway, but in its initial stages, a single river bank can be
utilized and developed.
 Urban encroachment along the riverbanks should be resolved and residual
informal settlements should be removed and relocated into safer, higher grounds.
 The easements of the urban waterways must be retained, cleared up and made
available for public use. In the same vein, obstructions and illegal structures and
improvements built upon these legal easements should be sanctioned.
 Traffic volume and speed along the proposed corridors should be further
studied and projected, so demand will be properly forecast and accommodated,
which in turn is expected to lead to an advantageous design and planning.

59. Secondary Recommendations
 Clean-up of the urban waterways should be pursued by the local government,
and illegal discharge to the bodies of water should be heavily fined.
 Consider a multi-sectoral, participatory approach in the planning stages,
and consider areas for improvement, development and improvement.
 In areas where easements are currently developed, improvement and integration of
these physical areas to the Bicycle Corridors should be looked into, and rationalized
design should be carried out.
 Principles of Placemaking should be followed and adopted in order to align with
the CLUP’s strategy for creating iconic landmarks and spaces within the city.
 Parallel or contiguous roadways catering to motorized traffic should be
accounted for in the full-blown design and planning of the Bicycle Corridors to create
a proper right of way and delineation between the two.

60. Conclusion
The idle, undeveloped and underutilized legal easements of Makati
City’s system of urban waterways (rivers, creeks, and canals) can become
utilitarian, mobility corridors for bicycle and shared-use purposes that are
in harmony with the city’s agenda of inclusive, sustainable urban
transport and environmental advocacy.
With this being said, the analysis of the extent and coverage of the
Riverside Development Zones have led to the establishment of a conceptual
bicycle network, which is expected to provide a substantial point of
reference for transportation planning and urban design of bicycle
infrastructure.
The formulated output, a conceptual Active Transport Plan,
fleshes out a structured proposal for the mobility network, site selection
and design criteria, bicycle highway standards, and an overlay of the
important facets and considerations (such as open spaces and other
subzones) as justifications for the main agenda.

61. Conclusion
A bicycle network that capitalizes on the city’s urban waterways
can be carried out to better enhance the means of a presently dismal urban
mobility system. Nonetheless, such a seemingly ambitious but desperately
needed infrastructure is an essential scheme that will challenge a
conservative status quo and decrease the ill effects of environmental
degradation.
Ways of promoting non-motorized accessibility and
connectivity, alongside any positive, people-oriented development in the
built physical environment, are also seen to uplift the character and
quality of life of the permanent city occupants and transient population
who also contribute in the city’s economy.
Such vision on urban renewal scheme is encapsulated in the city’s
Comprehensive Land Use Plan (CLUP), with the intent of judiciously
apportioning the uses and functions of limited land use resources into
their best and highest value, which is needless to say, beneficial to the
people.

62. The End!