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Here is another quick post but on a topic that’s related to health and therefore is something that I think many should be interested in and perhaps take important note of.
There are many links to various medical articles within the article. At the last part, there is also a list of references that the reader may want to look at. I’m also posting this for future reference. This would contribute to the formulation of topics for research especially the inter-disciplinary or collaborative kind.
Walking back to the parking lot near Seda Hotel after my meeting near Net One Center yesterday, I noticed that the bike share rack near Krispy Kreme was empty of bicycles. I was about to rejoice but then I noticed, too, that the portal by which you can borrow a bicycle was also missing. Was it temporarily removed because of all the activities (Christmas season) that were ongoing at Bonifacio High Street? Or were the proponents already in the process of removing them? I hope it was the first or perhaps the second but only to relocate the rack elsewhere where it is more strategic and perhaps attract more people to use it. Meanwhile, a nearby bike rack for cyclists to place and secure their bicycles was full. This meant a lot of people actually took their bicycles to High Street but these were their own and not part of the bike share system.
There are two articles about bike sharing that got my attention today. These are both asked the question of weather bike sharing programs actually work or are successful. Following are links to the two articles available online:
Both articles draw upon the experiences in many cities in the United States where various bike share programs have sprouted. Many seem to have had some measure of success but most are not as successful when evaluated using criteria mentioned in the articles. I guess there’s much to be learned here but the experiences should not be limited to the US. There are better examples in Europe where bicycle use is quite popular compared to the US. Perhaps Asian examples, too, need to be assessed but then all need to be examined objectively and according to the unique situations and/or circumstances for how these bike shares came to be in the first place. In Metro Manila, the bike share program by the students at the sprawling University of the Philippines campus in Quezon City is a recent one but is very popular with students. Another, more endowed program in a more posh district in Taguig City is much less successful judging from the usually full racks of bicycles. There are also lessons to be learned here and perhaps things that can be shared with others looking to come up with their own bike share programs in their cities and towns.
The overpass at SM City Marikina is a bit more complex than what it looks like across the bridge. Here are some photos of the footbridge connecting the mall with the Santolan Station of Line 2:
The overpass is a very long one and provides users with a partially covered walkway connecting to the LRT Line 2 Santolan Station. I say ‘partially’ because the roof over the overpass extends only across Marcos Highway.
Note the covered bridge is only until the other side of Marcos Highway. From there it is an open overpass as shown at the left in the photo above.
A closer look at the SM Marikina overpass shows just where the cover ends. There are stairs here leading to the loading/unloading bays across from the mall. There is also a path that leads to stairs to the public transport terminal under the bridge. There is a sign with a blue background in the photo stating the terminal is named after a former MMDA Chair who was also a mayor of Marikina and currently one of its congressmen.
I purposely didn’t include the overpasses at and near the Masinag Junction because I felt they deserved their own article. For one, the area will be the location of the future end station of the current LRT Line 2 Extension project. Here are a couple of photos of the overpasses in the area.
Overpass at SM City Masinag – note the tall columns for the elevated tracks of Line 2. Will the Masinag Station be located that high or will it be at a lower level, perhaps closer to the SM City overpass?
The overpass at SM City Masinag is something that has been replicated in many other locations where an SM mall has been constructed. Note the similarity of the situation with the likes of SM City Iloilo, SM City Novaliches where SM built pedestrian facilities to allow for safe crossings between the mall and the area across from it along the highway. In many cases, it is the mall which provided the overpass in coordination with the local government unit and, I assume, the DPWH.
Overpasses at Masinag Junction – there are actually 4 bridges here, each spanning one leg of the junction.
One of the intents for these is to eliminate at-grade pedestrian crossings at the junction. While crossing have been reduced significantly, there are still many “pasaway” who cross even when there is a green light for vehicular traffic along the leg they are crossing. Traffic enforcers here are quite lax about this and don’t seem to put in an effort to inform people about the overpass. There is no excuse for those who might claim they are too old or weak to climb the steps since the overpass has 4 working elevators for those unable to make the stairs. I noticed though that most of those using the elevators are able bodied people who probably are just too lay to take the stairs.
My daily commute allows me to have a look at the progress of the LRT Line 2 Extension construction. I also became curious about the situation of the pedestrian facilities along Marcos Highway particularly the crossings since many at first seemed to be affected by the elevated rail structure that was to be built. Now, we already have a good idea of the fates of these pedestrian overpasses. This article shows the conditions/situation of pedestrian overpasses (also called footbridges) along Marcos Highway. Most overpasses are not covered; exposing pedestrians to the elements. Most are also made of steel, which can be traced to the MMDA’s (and later the DPWH’s) preference for these structures.
Overpass near Filinvest East-Vermont Park gates – the overpass actually is between a technical college and the commercial building across from it.
The overpass across from Vermont Royale in front of a new Shell service station was actually among the newest facilities along Marcos Highway. Apparently though, it was built without considering the impending construction and design of the Line 2 extension. As such, the overpass needs to be modified or would have to be reconstructed elsewhere near the area.
Overpass at Town & Country Executive Village that is also near the San Benildo School
Overpass at Marcos Highway-Felix Avenue-Gil Fernando Avenue intersection – is probably the busiest among the pedestrian overpasses as it is at a busy junction where there are major commercial establishments (i.e., malls) and where many public transport routes converge.
Robinsons Metro East overpass – this one also survived the clearance requirements with respect to the elevated superstructure for the Line 2 extension. However, since one of the two stations to be built will be nearby if not right across (part of the station at least) from the mall, then the station itself may function as an overpass.
Overpass at De la Paz – note the ramp for bicycles and wheelchairs. This is one of the more bike- and PWD-friendly facilities along Marcos Highway. The slope is gentle enough for pedestrians, too, especially senior citizens who might have difficulty with steps.
Overpass at Ligaya – this one also has ramps that make it easier for people to use to cross the busy highway. This will eventually be the closest overpass to the huge Ayala mall (Feliz) currently under construction at the Marikina side of Ligaya. I suspect that there might be a need for another overpass to be built with respect to the mall for one to directly serve the mall’s customers.
Line 2 Santolan Station overpass connects the Marcos Highway westbound public transport stop with the rail station along the eastbound side of the highway.
A closer look at the Santolan Station overpass, which is used by a lot of Line 2 passengers who cross the highway to continue on their journeys/commutes via train from their origins in Rizal, Marikina and Pasig. During the mornings, the observer will see a lot of jeepneys and UV Express vehicles emptying of passengers who cross the bridge to get to the station.
Santolan footbridge – this is actually more complicated than what is seems in the photo because the steel footbridge also connects to the SM City Marikina overpass (which is not included in this compilation but is visible in the photo). The footbridge branches to provide and almost direct connection between the mall and the Line 2 Santolan Station. That structure is shown at
Monte Vista footbridge allows people to cross Marcos Highway (at its Marikina/Quezon City end) to and from A. Bonifacio Avenue, which is in Marikina City (Barangka)
More on pedestrian overpasses in the next post!