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The Federal Highway Administration (FHWA) of the US Department of Transportation released some infographics recently to highlight road safety. One very timely and relevant graphic image asks about which facilities make bicycle riders feel safer:
There were some initial reactions when I shared this on social media with one immediately criticizing share-use paths and citing the one along Marcos Highway (stretch under Pasig, Marikina, Cainta and Antipolo) as an example. I quickly explained that the graphic assumes good designs instead of the flawed one along Marcos Highway. In fact, the shared use path is also quite popular in Europe and particularly in the Netherlands where they have many examples of these paths stretching for kilometers that are exclusive to active transport (pedestrians and cyclists). The good designs need to be shared and circulated so people will know about what they look like and learn about their features. These can be adopted and adapted to local situations.
Did you notice the images of cyclists/riders at the top of the graphic? These are important, too, because they provide context in terms of the type of riders who are the targets for infrastructure and campaigns that support and promote cycling across different types of people. Cycling shouldn’t just be for the most fit or the weekend warriors but rather for everyone who could take it up and not just for recreation but for everyday, utilitarian use (e.g., commuting, shopping, etc.).
I’ve talked about phantom congestion in my class lectures and training modules but have always explained it through figures and diagrams I usually draw on the board as I discuss the topic with my students or trainees. Here is a very informative, very visual explanation of what typically happens along many roads and how there is congestion when there seems to be no reason at all for these traffic jams:
Have you experienced these phantom traffic jams yourself?
The transport and traffic situation during this pandemic has revealed a lot about what can be done and what needs to be done about transportation. Discussions about what and how people visualize their ideal or acceptable transportation system reminded me of the backcasting concepts and the tools. The following diagram is sourced from the SLoCaT homepage: https://tcc-gsr.com/global-overview/global-transport-and-climate-change/
Note the overlaps among the three? Do you think its possible to have a measure that’s avoid, shift and improve at the same time?
Note, too, that if we contextualize this according to the Covid-19 pandemic, these measures even make more sense rather than appear like typical, ordinary measures we have about transportation. The pandemic revealed many weaknesses or vulnerabilities of our transportation system. We are presented with the opportunity to address these and implement certain measures that would have met with a lot of opposition before but can probably be rolled out now such as public transport priority schemes and protected bike lanes. “Work from home” is not really new since the concept has been proposed and implemented before but not as widely as was required by the pandemic situation. So perhaps we should take advantage of this forced reboot of sorts for our transportation system to be able to implement this A-S-I framework.
We kick-off the UN Global Road Safety Week with a road safety feature. Here is an excellent read from Johns Hopkins University’s Hub:
(May 13, 2021) “Safe system” approach could dramatically reduce road deaths while improving equity, Hub, https://hub.jhu.edu/2021/05/13/safe-system-roads-could-reduce-road-accidents-deaths/ [Last accessed: 5/14/2021]
To quote from the article:
“The Safe System approach engineers road systems so that they are safe when used intuitively, the way people tend to use them. A Safe System minimizes the chances for mistakes by drivers, pedestrians, and bicyclists, and reduces the intensity of crashes when they do occur.”
There are so many situations and locations around the country that could be improved using this approach. The safe system approach is actually embedded in the country’s current Road Safety Action Plan (RSAP).
Road and traffic environment in front of the main gate of a high school in Zamboanga City
I’ve been involved in a number of traffic or transport impact assessment (TIA) projects in the past. In these assessments, not much is usually written about the impacts to pedestrians though we make sure that there is a section discussing their needs (e.g., sidewalks, crossings, footbridges). Unfortunately, even with specific recommendations, there is no assurance that the proponent will revise their designs. The typical TIA in the Philippines is undertaken after there have been architectural plans already prepared if not completed. By completed here, I mean they are practically final from the perspective of the client or proponent. The exception it seems is a big mall chain that seems to constantly revise their plans and for which our recommendations are almost always considered and incorporated in design.
I am sharing this recent article on the development of a new traffic model to predict the impacts of new developments on walkers.
Wilson, K. (April 26, 2021) “New Traffic Model Predicts How New Developments Will Affect Walkers,” StreetsBlog USA, https://usa.streetsblog.org/2021/04/26/new-traffic-model-predicts-how-changes-affect-walkers/ [Last accessed: 5/12/2021]
From the perspective of doing TIAs, I think that there should be a conscious effort of including the needs of pedestrians (walkers) and cyclists in impact assessments. Too often, (and I too am guilty here), there is but a minor mention of their needs and recommendations can be disregarded by both proponents (e.g., little or no change in designs to accommodate pedestrian requirements) and the local government (i.e., no push to make sure pedestrian needs are addressed).
On the tech side, there is a local development that can be used for counting pedestrians and cyclists. The TITAN project funded by the DOST-PCIEERD developed a tool that can count pedestrians and cyclists in aid of studies involving them. Such tools can be useful for data collection regardless of whether there is a new project or a TIA being undertaken.
That’s the question asked in a recent article about commuting via public transport in the US. The pandemic has altered much of our lives including our typical daily travels between our homes and workplaces. Of course, the experiences vary in many countries and different towns and cities. However, we cannot deny that with the still developing information about the Covid-19 virus (i.e., how it is spread), many of us have had doubts about taking public transportation. For those who didn’t have much options for their commutes, they just had to do their part in observing health protocols and trust that the operators and drivers of public utility vehicles also do their part to sanitize vehicles.
Barry, D. (May 10, 2021) “No Scrum for Seats. No Quiet-Car Brawls. Is This Really My Commute?” The New York Times, https://www.nytimes.com/2021/05/10/nyregion/new-jersey-transit-commute.html?smid=url-share [Last accessed: 5/11/2021]
How did your commutes change from what it was before the pandemic? Are you back to using public transport? Have you shifted to active modes like bike commuting? Did you go back to driving a car? Or are you still basically working from home most of the time? And did you miss how you were commuting before?
Here is a useful graphic from the US Centers for Disease Control and Prevention. The graphic described situations for when masks are required. I don’t want to use preferred because it means people may opt out of using masks. It is a useful reference even for those in other countries that do not have enough clear information from their governments about wearing masks and how it helps protect vs. getting infected by Covid-19. It is applicable to people searching for a legit reference to mask-wearing in outdoor situations.
This information becomes more relevant as people start getting vaccinated and at the same time look forward to getting together with family and friends in social events such as eating out or having picnics. Of course, this also applies to exercise as well as commuting via active transport modes (i.e., walking or cycling).
Here is a very interesting article on how a small city in the US was able to reduce traffic deaths by investing in people-oriented transport programs and projects:
Kessler, E. (April 6, 2021) “EYES ON THE STREET: How Hoboken Has Eliminated Traffic Deaths,” StreetsBlog NYC, https://nyc.streetsblog.org/2021/04/06/eyes-on-the-street-how-hoboken-has-eliminated-traffic-deaths/ [Last accessed: 4/14/2021]
The article is pretty much self-explanatory. I won’t be commenting more about this except that many of the items mentioned can be taken on by many cities and municipalities in the Philippines. You don’t have to be a highly urbanized city with a big population and so much resources to come up with a plan and perhaps improvise in order to reduce costs of implementation. The most important thing is leadership since leaders like the mayor will be responsible for and making the critical decisions for the town. That is why he was elected in the first place, and the same goes for the other elected officials who are supposed to represent the interests of all their constituents and not just those who own cars.
The obvious answer to this question is yes. It is not so clear, however, how many will really be using these bike lanes over time. That needs data. That requires counting. And such data will be useful in order to understand, among other things, why people choose to bike or why they don’t. The latter is important to determine what factors are being considered by people who can switch to cycling particularly for commuting. Of course, there are many references for this from other cities and countries but these still need to be contextualized from our (Philippine) perspective. Case in point is Marikina, which has the most comprehensive network of bike lanes in the country. What are the numbers and what are the constraints and misconceptions? Did the city do its part to promote and sustain cycling?
Here is an article discussing the experience in the US:
Penney, V. (April 1, 2021) “If You Build It, They Will Bike: Pop-Up Lanes Increased Cycling During Pandemic,” The New York Times, https://www.nytimes.com/2021/04/01/climate/bikes-climate-change.html?smid=url-share [Last accessed: 4/9/2021]
Bike lane along Katipunan Avenue (C5) in Quezon City
Here is the link to the paper mentioned in the article: