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With the increasing popularity of cycling, particularly the utilitarian kind (i.e., bike-to-work, bike-to-school, bike-to-shop, etc.), there is also the increasing need to provide facilities for cycling. Aside from the obvious (i.e., bike lanes), there are also what are termed as end-of-trip facilities, the most basic of which are parking. These may be spaces or slots allotted at workplaces, schools, markets, malls, government buildings, churches, etc. for cyclists or bikers to secure their vehicles. Bicycles may also be used as ‘last mile’ modes of transport so bike parking are necessary at transit or train stations. It is heartening to see the big malls like SM and Robinsons provide parking facilities for bicycles. Here are some photos of the bike station at SM City Masinag in Antipolo City.
End of trip facilities in the Philippines is generally a work in progress. Hopefully, we get to benefit from their provision where they are needed – workplaces, schools, government buildings, commercial establishments, etc.
The bike station at SM Masinag includes this bike repair stand with the basic tools for bike repairs and tire inflation.
The bike station is just across from the Line 2 Antipolo Station (what was supposed to be called Masinag Station).
The central bike station also has benches for those who might want a rest and tables for those who want to “bike and dine”.
Here is another quick share of an article; this time on “warming”. The evidence for global warming is strong and we need to address this pressing issue if future generations are to survive a planet that is heating up fast.
Litman, T. (August 31, 2022) “Cool Planning for a Hotter Future,” Planetizen.com, https://www.planetizen.com/blogs/118535-cool-planning-hotter-future?utm_source=newswire&utm_medium=email&utm_campaign=news-09012022&mc_cid=ead7ee914a&mc_eid=9ccfe464b1 [Last accessed: 9/5/2022]
“Many of these strategies provide significant co-benefits. For example, reducing road and parking supply with more efficient traffic and parking management helps reduce infrastructure costs and traffic problems, and by reducing impervious surface area it reduces stormwater management costs. Planting more urban shade trees helps create more attractive neighborhoods and increase wildlife habitat. Improving natural ventilation creates more comfortable and healthier buildings, as summarized below.”
I recall people calling for more trees to be planted along roads and how our city streets can become something like Orchard Road in Singapore. I agree with having more trees and other plants, landscaping, along our roads. I also lament the times (and it continues) when the DPWH chopped so many old trees along national roads for road widening projects that didn’t need to destroy so many that gave those roads shade as well as character. We need more change in mindsets particularly when we design highways and streets towards sustainability and yes- reducing heat.
Here’s a quick share of information about the parking rates at the NAIA airport terminals:
The infographic is from the DOTr Facebook Page and should be useful for those picking up people at the airport or who would be leaving their vehicles there as they travel again with the easing of restrictions due to the pandemic.
A recent development on parking minimums is about Toronto removing these for new residential developments:
Davis, E.N. (December 16, 2021) “Toronto Removes Parking Minimums for New Residential Developments,” Storeys, https://storeys.com/toronto-removes-parking-minimums-residential-developments/ [Last accessed: 12/23/2021]
Indeed, the building code and local government provisions for minimum numbers of parking spaces for various buildings translate into more expensive units for prospective residents or lessees. Perhaps someone should be collecting and analyzing the data on buildings such as high-rise residential and commercial developments? This is to have the numbers for an objective and factual discussion about parking minimums for these types of development. Here is an excerpt from the National Building Code showing examples of minimum parking requirements for residential buildings:
How many parking spaces are actually bought or leased/rented among the hundreds usually provided in buildings, to comply with building code and local government requirements? What is the ratio of parking slots per unit? Where are the trip-ends for these developments (especially for residential buildings)? The answers to these questions may help us understand the situation and formulate revisions to building code as well as local government requirements for the minimum number of parking spaces.
The National Building Code (NBC) of the Philippines stipulates the minimum number of parking spaces or slots per type of establishment and intensity of development (i.e., according to area or other parameters). These established provisions are generally called parking minimums. The NBC’s provisions are already archaic by current standards and need to be revised but not in the way it was apparently developed. The NBC needs supporting evidence from studies (are there any dependable ones around?) on parking requirements including those for bicycles and motorcycles. These should clearly not include or impede the requirements of pedestrians. And local government units must be required to enforce these NBC provisions.
Here is an article that discusses the proposal for new limits on parking, particularly in large developments in Boston, Ma. in the US:
The article points to this one:
City of Boston (September 20, 2021) Maximum Parking Ratios, https://www.boston.gov/departments/transportation/maximum-parking-ratios [Last accessed: 10/19/2021]
I must admit that I still have to do a lot of reading on this. There are some who are calling for the abolition of parking minimums but you just can’t do this so abruptly without understanding the context and current set-up. We are not Boston or San Francisco or Hong Kong or Singapore in terms of the transport infrastructure and services and the progressiveness of policies including those governing or covering housing and other factors that come into play with transportation. Sprawl and the resulting pressures (requirements for efficient travel) on the transportation system is not transport’s fault or responsibility alone like what some articles or infographics make it appear to be. It is very much about land use and land development, and the policies and the political economy behind these developments.
I have written a lot about NAIA’s Terminals 1, 2 and 3 but have featured Terminal 4 only perhaps once or twice. That’s probably because I have not used Terminal 4 as much as the others. All of my domestic flights have been via either Terminal 2 or 3 while my travels overseas are via Terminals 1, 2 and 3. And so I have had a lot of opportunities to also take photos about those terminals. The opportunity to take a few photos about Terminal 4, particularly the open parking area, presented itself last November when I fetched my wife and daughter who were arriving from a local trip one Sunday. My wife thought she had booked a Cebu Pacific flight but that turned out to be what CebGo, which used to be the Tiger Airways Philippines affiliate that Ceb Pac had acquired years ago. These operated from T4. Here are photos of the open parking area across from T4.
Achievers Airport Hotel, which is the nearest hotel to T4
Parking ticket at T4 parking area – the rates are the same for all NAIA Terminal parking areas
Exit from the parking area – T4 is just across from it
Unfinished or just unoccupied area for drivers or shops?
View of aircraft flying overhead
The parking lot doesn’t have a lot of spaces but it was relatively easy to get a slot. I actually waited a few minutes to get a slot and immediately after I parked, a few more vehicles left. So the turnover for the parking area is high enough at least for the Sunday noontime I was there. Perhaps its proportional to the number of people using T4?
I’ve received a lot of views and inquiries about the parking rates at the NAIA Terminal 3. There seems to be a lot of people wanting to know about the rates and ideas about how much they might be paying if they chose to leave their vehicles while on trip abroad or within the Philippines. There are a few articles I’ve written about them and even posted some example parking receipts. We also have had someone from NAIA parking explaining how fees are computed (scroll through the comments sections of my posts, its there somewhere). In the interest of many travelers still inquiring about this topic and to have a recent example, I am posting a receipt from a very recent trip when I parked my vehicle at the multilevel parking facility of T3:
If you break down the total amount paid, 600 pesos went to the 2 overnights that I assumed to cover 48 hours of the total 56 hours and 3 minutes logged for the parked vehicle. The regular fee of 135 pesos covered the remaining 8 hours and 3 minutes. If the basic rate was 35 pesos for the first 3 hours and 20 pesos per succeeding hour, then that practically translates to the 135 pesos. I hope this helps my readers!
I had a nice view of the parking lot of the hospital where my mother-in-law was staying for a couple of days to recover from a bad case of dehydration. The doctors wouldn’t say it was severe but because Mama was 75 years old, they had to treat her condition. But that isn’t what I’d like to write about in this post. It’s really about parking.
I noticed from my times on hospital watch (relieving my wife who spent the couple of nights with her) that the parking lot didn’t get full during the day. The hospital was a good sized one and generated a lot of trips but mostly those taking public transport (mainly tricycles). But this was more a community hospital than one in the league of the St. Luke’s and Medical City, which generate much more private traffic and requires much more parking spaces.
A view of the parking lot of Clinica Antipolo
Friends have always made the observation that parking is difficult in the major private (e.g., St. Luke’s, Medical City, Makati Med,etc.) and public hospitals (e.g., PGH, NKTI, Philippine Heart Center, etc.). I agree with these observations as we have our own experiences where it was difficult to get parking spaces for when we go to these hospitals for check-ups or to visit relatives or friends admitted there. For one, these hospitals are the “go to” places for specialists and modern medical equipment, never mind that these are also the most expensive in terms of medical and laboratory/test expenses. I guess that to be a doctor with their practices in these hospitals means a lot and ups the prices of their services? I say that based also on observations that standard tests (blood, urine, stool, etc.) are much cheaper in other hospitals or clinics. Doctor’s professional fees, too, tend to be less expensive for when you consult with them in the ‘minor’ hospitals.
Major hospitals can also be teaching hospitals and I’m not just referring to internships or residents but medical schools hosted by the hospitals. And many did not consider these schools when the hospital buildings were initially built so schools don’t have their own parking spaces and patients, doctors, hospital staff and students end up competing for parking spaces. Medical City, for example, even instituted some parking fee measures to deter long term parking or those who appeared to have attempted to park for free and therefore occupying slots that would have otherwise have been revenue-generating for the hospital.
Of course, there would be those who would be reacting to this situation and say that people going to the hospital should be taking public transportation. Perhaps this is easier said than done for many cases in Metro Manila? I’m not familiar with similar conditions in other cities like Cebu, Iloilo and Davao but perhaps it is not as severe as those in major hospitals in the capital region. Major hospitals in Metro Manila also attract a lot of people from surrounding provinces like Rizal, Bulacan, Laguna and Cavite. Again, this is because of the reputations of these hospitals. Even the current President went to Cardinal Santos Medical Center for his recent check-up.
And so the parking problem will persist unless there are better options for public transportation. Incidentally, ridesharing may have helped ease the parking dilemma since TNVS provides a very good alternative to the private car for such hospital trips. I do know Grab, for example, has booking booths at Medical City, Cardinal Santos and St. Luke’s. I personally don’t think additional parking spaces (or buildings) are required. It would be more like a parking management challenge for these hospitals. And in any case, these parking spaces would be mostly empty and therefore idle at night time and Sundays.
Here’s another nice read that I’m sure is worth the while particularly if you are interested in parking
Litman, T. (2018) Parking Planning Paradigm Shift, planetizen.com, https://www.planetizen.com/blogs/99462-parking-planning-paradigm-shift [Accessed: 7/7/2018].
An acquaintance recently forwarded to me a position paper of sorts calling for the removal of parking minimums in the Philippines. The document constantly dropped the name of UC Irvine Professor Donald Shoup and others in order to justify his proposal. This was supposed to be addressed to those who are doing the revisions of the National Building Code (NBC) of the Philippines. First off – I didn’t know that the minimum parking requirements are being reviewed now and that there is another revision project that is ongoing. The last revisions I was aware of was the project that sought to include resilience items in the NBC. That was done through the University of the Philippines Diliman with UP’s Building Research Service (BRS) as lead and involving, among others, its Colleges of Architecture and Engineering.
These days when there are heavy rains and the threat of flooding, the Marikina river and its riverbanks come to mind. In the Santolan area, where a former Mayor of Marikina has invested a lot in developing a bus terminal, he seems to be stretching it in terms of trying to make the area a major intermodal terminal and maximising utility of the land. The latest venture is described by the sign below:
“Park and ride” sign along the Marcos Highway Bridge crossing the Marikina River
A closer look at the sign shows what’s written at the lower part. That is, that the parking spaces are “walking distance” from the Line 2 Santolan Station. I’m not sure if they measured the actual walking distance and what it would take to walk that distance between this parking area for the “park and ride” and the Line 2 Santolan Station. A quick measurement using Google Maps indicate that the distance between these two are more than 400m, and this is not an ‘easy’ walk considering that you would have to ascend from or descend to the riverbanks level and there is no shelter from the elements for what would be regular walks if one is to commit to this “park and ride” arrangement. If I were to walk such a distance, then I would likely choose to park at the mall and use the long footbridge connecting it to the station.
I still maintain that the best location for a “park and ride” would be one near the station similar to the Trinoma mall parking lot being practically adjacent to the Line 3 North EDSA station. And that is what LGUs, the railway authorities or the private sector should look into for projects like the Line 2 Extension and Line 7. The area around the future Line 2 Masinag Station presents a lot of possibilities in terms of parking facilities including perhaps a redevelopment of the existing SM City Masinag to be integrated with the station. As for Line 7, the areas around another SM City (Fairview) also presents opportunities for “park and ride” facilities.