Bike lanes at the UP Diliman campus – Part 2
The bike lanes in UP Diliman are not limited to the Academic Oval. There are now also bike lanes along other major roads including Magsaysay Avenue, which is road immediately after the portal at the Asian Center and allowing direct entrance and exit via Katipunan Avenue (C-5). The bike lanes are along either side of Magsaysay Avenue and are of Class II – Type B (separated bike lanes) but there are no LED markers that are ideally placed along the delineation for the bike lanes.
Painted bike lanes along Magsaysay Avenue, which is the road behind Malcolm and Melchor Halls. To the left is the Department of Mechanical Engineering Building and the Computer Center. To the right is the Resilience Institute.
To the right is what used to be the Chemical Engineering Lab behind Melchor Hall. To the right is the Ipil and Yakal Dormitories.
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What are closed and what are open – NAIA Terminal 3 arrival
I previously wrote about what shops and restaurants were open or closed at NAIA Terminal 3. This time, I am sharing photos of the arrival level of T3.
Exiting the baggage claim area, we come upon what looks like the same scenes at the arrival level before the pandemic – lots of people walking around, shops and banks/money changers open for business.
The crowd density was not really the same as pre-pandemic levels but perhaps this was also because we arrived during a relatively off-peak period in airport operations. There were no international flights that arrived at about the same time we landed. Otherwise, there will be a lot of well-wishers or people fetching (“sundo”) arriving passengers.
The exchange rate when we arrived hovered just above 56 pesos : 1 USD.
Most people are wearing masks, which is a good thing considering we are not yet over with the Covid-19 pandemic. I can only imagine how it was when the airports were just reopening and people were also required to wear face shields. And only those who were really traveling were allowed in the terminal.
Most shops and restaurants at the arrival level were open and many people who were mostly waiting for arriving passengers were there to have a meal or snacks.
Walking towards the covered parking areas of Terminal 3, we see familiar fast-food Jollibee and Chowking with their typical patrons/customers.
Still closed is the large Duty Free Philippines shop at the arrival level of T3.
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Returning to Mactan, Cebu
This weekend we are in Mactan to take a much needed break after a busy 2 weeks. I will write soon about the travel between Manila and Cebu including the conditions at the airports. For now, here’s a few photos upon deplaning from the aircraft.
I look forward to the beach and a few side trips. Our plans for the weekend are quite flexible so its uncertain what places we get to visit or perhaps stay put at the resort where we are staying. I do want to see the completed bridge connecting Cordova with Cebu City (Cebu-Cordova Link Expressway or CCLEX).
More on the trip to Cebu in future posts.
Counting cars…and other vehicles as well
I saw a couple of these counting instruments set-u by the DPWH, one along Ortigas Avenue Extension and another along Sumulong Highway. These are mobile counting machines that are used to count vehicles along both directions of the roads. These are supposed to be calibrated to be able to distinguish among the various types of vehicles using the roads. I assume the classifications would be according to the types used by the DPWH and not simply a general count of the number of vehicles. I wonder though if these can accurately count smaller vehicles like motorcycles, bicycles and PMD’s like the one in the photo below.
If these can be calibrated to count bicycles and PMDs, it would allow for the establishment of baseline numbers and expansion or seasonal factors for what are now termed as micromobility modes. The recent bicycle counts done through volunteers and during peak hours cannot be expanded simply because there are no reference factors that can be used for this purpose. The available expansion or seasonal factors with DPWH derived from 24-hour counts at strategic locations along national roads only account for motor vehicles. These cover the variations of motor vehicle traffic over long periods of time (e.g., 24/7) that allows one to determine Annual Average Daily Traffic (AADT) as well as typical traffic during certain days of a week (e.g., traffic on a Monday or a Sunday).
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On the benefits of developing and investing in active and public transportation
Here is another quick share of an article with a very relevant and timely topic – the business case for multimodal transport planning:
Litman, T. (July 2022) “The Business Case for Multimodal Transportation Planning,” Planetizen, https://www.planetizen.com/blogs/117697-business-case-multimodal-transportation-planning?utm_source=newswire&utm_medium=email&utm_campaign=news-07142022&mc_cid=03c159ebcf&mc_eid=9ccfe464b1 [Last accessed: 7/15/2022]
To quote from the article:
“Conventional planning tends to undervalue non-auto mode improvements by assuming that each additional mile of their travel can reduce, at best, one vehicle mile traveled. In fact, in many situations they can leverage much larger reductions in vehicle travel, meaning that each additional mile of walking, bicycling, or public transit can reduce more than one vehicle mile … As a result, walking, bicycling and public transit improvements can provide much larger vehicle travel reductions and benefits than is commonly recognized.”
There is a box referred to in the preceding quote. I will not reproduce it here so I leave it up to the reader to go to the original article by Litman to find out how active and public transport can leverage additional travel reductions. Understanding these and the extend by which we can be independent of car-use (referring to non-car travel demand) will allow for a better appreciation, travel-wise and economics or business-wise, of the advantages of developing and investing in active and public transportation infrastructure and services.
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What’re closed and what’re open – shops and restaurants at NAIA Terminal 3
I promised to post more photos about NAIA Terminal 3 yesterday. Prior to entering the pre-departure area, we decided to have our breakfast at the 3rd level of the terminal where most of the stores and restaurants are located. Prior to the pandemic, we ate at the area shared by Chowking, Tapa King and Army Navy Burgers. We also wanted to see which stores and restaurants were open as most of us were traveling via Terminal 3 for the first time since February 2020 (almost 2.5 years ago). Here are photos taken yesterday at the 3rd level. The scenes remind me of how friends described Haneda, Narita and Hong Kong, which also have a lot of shops, stores and restaurants still closed.
The Victoria’s Secret shop is open. So is the Bath & Body Works store across from it.
Some of the
Many of the small stores have closed. One wonders if these will eventually reopen or they will just be replaced by other stores once things get back to ‘normal’.
These used to be stores selling sports and outdoor wear including an Adidas store and a swimwear shop
What used to be a WHSmith convenience store is now boarded up. I assume there are still some items inside unlike the other closed stores where only the shelves remain.
McDonald’s is open and attracts a lot of people looking for that familiar meal.
Some stores selling chocolates and donuts are open. I saw that there are two other Krispy Kreme stores at the pre-departure area of the terminal. One is just after the final security check and the other is at the ground level near Gates 132 and 133.
Max’s is closed. Hopefully, it will reopen once the demand returns.
Chowking and Tapa King are closed. That means your options for no frills, inexpensive meals (particularly all-day breakfasts) are limited at the terminal.
Chinese restaurant Mongkok is also closed.
Army Navy is also closed at this area. They are open at the ground floor pre-departure area.
Even the kiosks are closed.
Ka Tunying’s Cafe, which was also a popular breakfast place, is closed.
Ramen Nagi is open.
What remains open is Mary Grace where you can get really good meals. However, if you’re on a budget, look elsewhere for food. Breakfast here can set you back 500+ pesos, which can cover the meals of 3 people elsewhere.
Kenny Roger’s Roasters is open along with the Jollibee at the same level.
The Coffee Bean and Tea Leaf (CBTL) cafe is open as well as the Wendy’s beside it.
I have yet to see which stores and restaurants at the ground floor (arrival area) are still or already open. I hope I can take some photos when we return later this week.
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Flying again thru T3
Its been a while since the last travel for work purposes. I used to fly at least once a month for project meetings, seminars, workshops and/or field work. My first flight during the Covid-19 pandemic was for a vacation last April. That was through NAIA Terminal 2 as we took PAL for our voyage.
This will be the first time in almost 2.5 years that I will be flying out of Terminal 3. Here are a few photos as we checked in for our flight.
I will share more photos of T3 in the next posts.
Bike lanes at the UP Diliman campus – Part 1
I had first read about the enhanced bike lanes at the UP Diliman Academic Oval last month from a social media post of a friend. She was present as the delineations of the jogging and cycling lanes were being painted along with the baybayin marks distinguishing UP’s bike lanes from others like it. UP’s bike lanes predate the current ones around Metro Manila that mostly popped-up during the pandemic.
The Academic Oval road original had two-way traffic along its wide carriageway, that could easily fit 4 lanes. Since it became a one-way, counterclockwise road, the lanes had been divided into 3 wide lanes with one lane initially committed to bicycles.
Here are the two lanes designated for joggers/walkers (curbside) and cyclists (median). The pedestrian sidewalk was originally planned to be widened in time for UP’s Centennial celebration back in 2008. That did not materialize. The Academic Oval could have had wider sidewalks for those who are not walking for exercise.
The section in front of Melchor Hall features the words bicycles or bike lane and pedestrian in baybayin. Its certainly a novelty for now and something probably apt for the campus roads but not necessarily for others.
A closer look at the baybayin script along the jogging/walking and bike lanes.
Here’s the bigger picture on the pavement markings.
Approach to an intersection
The UP colors inform riders about the intersection ahead. These are more visual as they are flat and not rumble strips. The older pavement markings advising riders of the speed limit should be seen in the context of utilitarian cycling (e.g., bike to work, bike to school) rather than cycling for fitness or recreation, which obviously may involve higher speeds and is frowned upon along the oval.
The intersection approach from another angle.
The Academic Oval bike lane is one of the original recommendations of a transport study conducted for the campus about 17 years ago. The study was the basis for the campus being declared as a road safety zone, which among others included a provision for its roads to have a 30-kph speed limit. The one-way counter-clockwise traffic circulation and the jogging and bike lanes, however, are officially a part of what has become a long-term experiment on campus. There are many who oppose the one-way scheme and are vehement against the ultimate plan to have the Academic Oval car-free or car-less (it is mostly car-less during Sundays – part of the “experiment”).
The other new bike lanes on campus in Part 2 of this series.
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On bike counts – Part 1
Bike counts are being conducted this June and July in many cities around the country to mainly determine the number of cyclists in various locations in the participating cities and if there was an increase in the numbers. An increase will be encouraging and should support the upgrading and expansion of the bike lanes network established during this pandemic (we are not yet in the post-Covid-19 age).
The following Images are from the Mobility Awards Facebook Page where you can find the rationale for these surveys. Vehicle or pedestrian counts are perhaps the most basic type of surveys and are conducted over certain periods of time to establish variability as well as seasonality. In the case of most if not all the counts mentioned below, surveys were and are to be conducted during the perceived peak periods for bike traffic: 6:00 to 8:00 AM and 4:00 to 6:00 PM.
Counts like these need to be evaluated or analyzed considering various contexts. While the outcomes of such counts are often presented from the point of view of advocates and there is a tendency to play with the numbers (which I will explain in more detail in succeeding posts), the bigger picture relating bike numbers to other modes of transport would be among the most important. Trip purpose is another essential factor to be considered. And there is also data on the origin-destination characteristics of trips. Historical or time series data is also important if trends are to be established.
By itself, these bicycle counts are very important data that will ultimately be useful for planning, design and construction of facilities for active transport. The lack of data on bicycles while there is a bias for motor vehicle data means we cannot see the complete picture and therefore remain car-centric when dealing with transportation issues.
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A Bike Master Plan for Metro Manila, Metro Cebu and Metro Davao
Before Active Transport Week concludes this weekend, I would just like to share this collage from one of our staff at the National Center for Transportation Studies of the University of the Philippines Diliman. It is about the Master Plan developed for the three metropolitan areas in the country – Metro Manila, Metro Cebu and Metro Davao. I will share more details about this soon including a link or links to where you can download a copy of the plan.
The project concluded recently with the submission of the Final Report but most important is the Master Plan document that can serve as a reference for further development of bike lanes in the metropolises. I’ve seen the Master Plan and many of its provisions and recommendations can easily be adopted or is replicable in other cities and municipalities in the country. Perhaps, there should be a National Master Plan?
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Caught (up) in traffic 