Home » Behavior
Category Archives: Behavior
A friend posted the following two graphics showing commuting characteristics derived from a recent survey they conducted online. The 327 respondents are not much compared to the more comprehensive surveys like the ones undertaken by JICA and there are surely questions about the randomness of the survey. Online surveys like the one they ran can be biased depending on the respondents. This was mainly done via social media and through certain interest groups so statistically there may be flaws here. Still, there is value here considering there is often a lack of hard data on commuting characteristics especially those that are recent or current. We need these to properly assess the state of transportation or travel in Metro Manila and elsewhere.
What’s lacking? Information on car and motorcycle users? And why the long waiting times? Are these really just because of a shortage in the supply of public transport vehicles thereby necessitating additional franchises? [Graphic and data courtesy of Toix Cerna via Facebook]
Again, the mode shares reported are incomplete. With the exception of walking, car and motorcycle shares are substantial and significant. There is some info here about trip chains (i.e., the average of 2 rides per commute) but it is unclear what percentage of the trip is made using whatever mode is used. [Graphic and data courtesy of Toix Cerna via Facebook]
The absence of information about cars and motorcycles is glaring due to their significant share of commuters. Yes, the term ‘commuter’ actually refers to someone who regularly travels between home and office. By extension, this may also apply to travels between home and school. The term is not exclusive to public transport users as is often assumed. Walking between home and office qualifies as a commute.
I am curious about how commutes using cars and motorcycles would compare to public transport commutes. The comparison is quite useful to show, for example, the advantages and disadvantages of car use (this includes taxis and ride share). More detailed information may also reveal who among car or motorcycle users use these vehicles out of necessity rather than as one among many choices for their commutes. One thinking is that if public transport quality is improved, then many people will opt to use PT rather than their private vehicles. However, there is also the observation that in many cases, those already using PT are the first to shift from the lower quality service to the better one. I also wrote about this as I posted my worries about how successful can Line 7 and Line 2 extension be in reducing car use along their corridors. Perhaps the ones who will truly benefit are those who are already taking public transport, and car and motorcycle users will just continue with these modes?
In Part 2, I will share some data we collected more than a decade ago for a study on jeepneys in Metro Manila. I will use the information to explain another angle of this issue on public transport supply and demand.
Here is another quick share. This time it is an article that I think attempts to diffuse what some many people regard as a war on cars being waged by those who advocate for public and active transport.
Litman, T. (2019) The ‘War on Cars’ is a Bad Joke, Planetizen, https://www.planetizen.com/blogs/105877-war-cars-bad-joke?fbclid=IwAR2_SZHQeYEUGiU2G8RUw0Za6GrkR-2peD3eSjshpNUOg9-G5SpDWm6OnFI [Last accessed: 8/25/2019]
The author makes very strong arguments supported by evidence and data to place this topic in the right context. That is, there is no need to “wage war” or use arguments that are more on the hateful side and therefore not constructive to both sides. I think there should be a mutual understanding of the benefits (and costs) of having many options for transport or commuting. That said, infrastructure or facilities should not heavily favour one mode (car-centric?) for transport to be sustainable and healthy.
Sadly, many so-called progressives (yes, I am referring to the younger generations who are still in the idealistic stage of their lives) appear to be blind to understanding but instead opt for the hardline stance vs. cars and those who use them. Instead of winning people over and convincing those who really don’t need to drive to take other modes, they end up with more people becoming more apathetic or unwilling to take a stand vs. the status quo. This is the very same status quo that is definitely degrading quality of life and is described as an assault to human dignity.
Here is a nice article briefly discussing the evolution of transport strategy planning that have led to local transport plans:
Gleave, J. (2019) The changing role of transport strategy, Transport Futures, https://transportfutures.co/the-changing-role-of-transport-strategy-598fce17e9e9 [Last accessed: 8/24/2019].
More importantly, there is a very good discussion here of the recent developments and the need to change approaches in order to become more effective at the local level. The article explains that there should be an appreciation of the availability of resources including tools that allow people to be more engaged or able to participate in the planning process for their cities, municipalities or communities.
Working on a project on road safety for children, I have had an increasing appreciation for the need to improve the plight of our children who are among the most vulnerable of road users. I have shared or posted many images showing examples of children being exposed to risk. These include children crossing streets without assistance and those riding on motorcycles with minimal protective gear (not that such gear can really save them from serious injury or worse should they be involved in a motorcycle crash).
I took this photo as we waited for the signal to allow us to cross a very busy intersection in Zamboanga City. The entire family seems to be coming from dinner or the grocery where they picked up their popsicles. I hope the father is focused on balance and safe riding with his family considering the potential for tragedy here.
Some people may say that such scenes show the norm. But we must realise that treating these as normal means we accept that our children (and all other people) will be hurt one way or another. Is this really what we like or accept to be the situation? Perhaps not. And so the challenge is to find ways to make the journeys of children safer and one aspect we can focus on is the journey between home and school. This is perhaps the most common trip by children is between the home and school (to and from), which covers a significant share of the total trips made everyday.
In order to do this, we need to know, assess and understand the manner of their commutes and the facilities they use. We should collaborate with people who guide them including their parents/guardians and teachers. And we should engage those who are in the position to implement solutions such as government agencies or local governments in effecting interventions.
On rainy days like this, motorists need to heed advice to be more careful in driving or riding. Pavement surfaces are slippery and conditions may lead to drivers or riders losing control when they speed or execute risky manoeuvres.
It is not uncommon for road crashes to occur during rainy days. However, most if not all are preventable if people would just exercise extra caution. Slowing down, for one, is among the most effective ways to avoid situations that lead to crashes. You tend to lose control of your vehicle with excessive speeds and so slowing down makes sense.
Spacing also helps; especially between you and the the vehicle in front of you. Braking distances are longer along wet roads so make sure to maintain the proper distance between vehicles. A good rule of thumb is at least 1 car length per 10kph you are traveling. That’s at least 3 car lengths between your vehicle and the one in front, for example, when you’re traveling at 30 kph.
I’m sharing this article on phantom traffic jams:
Seibold, B. (2019) Traffic Ghost Hunting: When the biggest problem with traffic is nothing at all, Nautilus, https://medium.com/@NautilusMag/traffic-ghost-hunting-ac071197695d [Last accessed: 4/9/2019]
Have you wondered why the road or path is congested only to find out there seems to be nothing causing it? This is the phantom or ghost traffic jams caused by simple behaviours of travellers whether on motor vehicles, cycles or people like slowing down their movement or changing lanes. These disruptions cause a “ripple effect” on the traffic stream much as like waves are generated by a stimulus on calm waters.
Traveling along Commonwealth Avenue and Marcos Highway the past week, I both hopeful and worried about what happens after the Line 7 and Line 2 Extension finally becomes operational. Much has been said or reported about the potential of these two lines to change the way people commute; at least from the areas served by these two mass transit lines. However, how big an impact these would have in terms of actual reduction of private car use remains to be seen.
Will there be significant decreases in the volume of motor vehicles along Commonwealth Avenue, Marcos Highway and Aurora Boulevard? Or will there be just the same traffic along these roads? The worry is based on the likelihood that those who would be taking Lines 2 and 7 would be people who are already taking public transportation and not those who have chosen to leave their cars (or motorcycles) at home.
Our students have been studying ridesharing and P2P bus operations the past few years and the conclusion has so far been a shift from one mode of public transport to what’s perceived as a better one. It’s somewhat a difficult thing to accept for advocates of public transport especially those behind TNVS, P2P buses and railways but it is what it is, and its important to accept such findings in order for us to understand what’s going on and come up with better ways to promote public transport and convince car users to use PT.
Traffic flows at the Masinag junction with the Line 2 Masinag Station and elevated tracks in the background
What is more intriguing is the proposed subway line for Metro Manila. The alignment is different from the ones identified in previous studies for the metropolis and from what I’ve gathered should have stations that serve a North-South corridor that should make for a more straightforward commute (i.e., less transfers) for those taking the subway.
Probable MM Subway alignment (from the internet)
It is another line that has a big potential as a game-changer for commuters but we won’t be able to know for sure until perhaps 5 or 6 years from now. What we know really is that there was a lost opportunity back in the 1970s when government should have pushed for its first subway line instead of opting for the LRT Line 1.