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Here is another interesting article about bike lanes but from the perspective of a non-cyclist. I believe this (support for bike lanes) is a view shared by many but not much articulated. The assumption is usually that car-owners would like to have less of other’s cars on the road so they could benefit from the presumed reduction in congestion should more people take up cycling. But then the same can be said for public transportation and its users as well. That is, car-users would want others to take public transport so as to also reduce road congestion; allowing them faster trips/drives.
Lewyn, M. (2018) “A Non-Cyclist’s Case for Bike Lanes,” planetizen.com, https://www.planetizen.com/node/97632?utm_source=newswire&utm_medium=email&utm_campaign=news-03152018&mc_cid=0e22636014&mc_eid=9ccfe464b1 [Last accessed: 3/17/2018]
Here’s another article that I want to share. This time it is about child-friendly cities. Here is an article that present many good practice examples in other cities. Many are easily replicable in our towns and cities, and should be considered by local governments in order to enhance safety and health aspects in their jurisdictions.
Laker, L. (2018) “What would the ultimate child-friendly city look like?”, theguardian.com, https://www.theguardian.com/cities/2018/feb/28/child-friendly-city-indoors-playing-healthy-sociable-outdoors [Last accessed 3/9/2018]
We begin March with an excellent article that came out from curbed.com:
Walker, A. (2018) The case against sidewalks and how cities can create new avenues for pedestrians, curbed.com, https://www.curbed.com/2018/2/7/16980682/city-sidewalk-repair-future-walking-neighborhood [Last accessed 2/23/2018].
How do we improve the environment (i.e., facilities) to encourage people to walk? Do we simply clear up sidewalks? Widen them? Build overpasses and underpasses? What should be the context for improving pedestrian facilities for our cities and municipalities? What are the implications to planning and design?
The ITDP recently came out with a new walkability tool called Pedestrians First. Here’s the link to their site where you can download the tool. The tool was released in the recently concluded World Urban Forum held in Malaysia.
Of course, there are other tools out there including one developed by Clean Air Asia, material on which may be found through the following links:
Our technical staff and my students are currently using the methodology developed by Clean Air Asia and have covered several major thoroughfares in Metro Manila and a highly urbanized city in studies that have been undertaken in the last 6 years. I already asked them to take a look at the new tool and see how this compares with the ones we are using.
I saw this interesting article on cycling/biking that I thought was quite relevant to the situation we have on campus. The University of the Philippines Diliman campus has a bike lane along the inner side of its Academic Oval that has been used by various cyclist types. There are those who use their bikes for commuting or going around campus (e.g., students traveling between buildings for their classes, messengers bringing documents, etc.). There are those biking in a more relaxed manner (i.e., for recreation). And then there are those who bike for fitness including those racing around the oval. It is from the latter that UP Diliman has received complaints about conflicts with joggers, motor vehicles and fellow cyclists. But then UP has maintained that the bike lane is not for racing or taking laps around the oval. It was created to have a segregated (and in the future maybe protected) lane to enhance mobility more than any other purpose.
Babin, T. (2018) “How to ride a bike slowly (and why you would want to),” Medium.com, https://medium.com/shifter/how-to-ride-a-bike-slowly-and-why-you-would-want-to-b544ec869846 [Last accessed: 2/4/2018].
UP Diliman’s Academic Oval now features a bike lane between a jogging/walking lane and the lanes assigned for motorised traffic. The ice cream vendor on a NMT 3-wheeler is running on the bike lane.
Here is another article, this time on the future of city streets. I had been sharing many of the ideas related in the article in the Transportation Engineering courses that I handle including those pertaining to the Complete Streets concept and road diets. The article is good reading material for my students who need to get out of the box (so to speak) of traditional civil engineering thinking regarding highways and streets. That is, we need to do more people-centred rather than car-centric designs.
Davidson, J. (2018) “What Is a City Street? And What Will It Become?”. New York Magazine. http://nymag.com/daily/intelligencer/2018/01/what-is-a-city-street-and-what-will-it-become.html [Last accessed: 2/2/2018].
Here is a photo I took in Iloilo City a couple of years ago showing the bikeway along the Diversion Road. The facility then was underutilized but was supposed to represent, along with the Promenade along the river and the redevelopment of the old airport site in Mandurriao, the revitalisation of the city. Meanwhile, there have been little done for the downtown streets.
Iloilo City provides a good example of the need to have a more holistic transformation rather than have some exhibition or demonstration pieces for inclusive transport here and there.
I recently posted about the new parking rates at NAIA Terminal 3. I took this photo last night as we exited the Terminal 3 parking lot after our delayed arrival from a domestic trip.
There’s no mention in the signs about overnight rates. When asked about the latter, the staff at the booth simply replied that the information posted are their new parking rates. I assume this is just for Terminal 3 as that is what the signs stated and perhaps because only T3 has a multi-level parking facility. The other three terminals only have open parking lots. It’s easy to calculate your parking fees should you opt to leave your vehicles at the T3 multi-level building. If you find it expensive then perhaps you can just take public transport or have someone drop you off (and pick-up later).