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Here is an article discussing the downside(s) of the 15-minute city; particularly its adoption without understanding first and setting the context for the concept:
O’Sullivan, F. (March 3, 2021) “The Downside of a 15-Minute City,” Bloomber CityLab, https://www.bloomberg.com/news/articles/2021-03-02/the-downsides-of-a-15-minute-city [Last accessed: 3/20/21]
Some people are pushing very much the same concept for quick adoption in the Philippines without again contextualizing it. I feel these people are detached or choose to be so perhaps as they seek shortcuts to achieve what they believe should be the way cities and municipalities are laid out in the country. But wait…don’t we already have 15-minute cities in the Philippines? I will be writing about that soon…
I am currently involved in a project concerning child road traffic injury prevention (CRTIP). The topic of road safety is also close to my heart since a beloved aunt died due to injuries sustained after being hit by a jeepney. She was in great health and walked almost daily between our home in Iloilo and the church to hear Mass. Children and senior citizens are among the most vulnerable road users and so I believe we must address their needs more than able-bodied adults. That would probably make our communities safer and friendlier to most people. Here is an article that tackles planning for communities from the perspective of children and families:
Litman, T. (March 9, 2021) “Planning communities for children and families,” Planetizen.com, https://www.planetizen.com/node/112498?utm_source=newswire&utm_medium=email&utm_campaign=news-03112021&mc_cid=5a75b816a6&mc_eid=9ccfe464b1 [Last accessed: 3/14/2021]
To quote from the article:
“Here is a summary of child-oriented urban design features:
Children need opportunities to join a loose social group of other children without a formal—or prearranged—invitation to play.
Children need access to safe, uninhibited outdoor play to support their physical and mental health. Outdoor play should include opportunities to interact with the natural environment—finding bugs, smelling flowers, playing in puddles, or collecting objects—without the need for excessive rules, oversight, or segregation.
Children need environments that are safe from traffic, pollution, and undue physical or social hazards, including safe routes to and from school and local playgrounds, allowing them to travel throughout their neighbourhoods safely in order to develop confidence, resilience, and independence.
Children need private spaces for themselves and their friends, including tree houses, forts, or clubhouses that are close to home yet away from public view. 5.
Children need stable, appropriate, and affordable housing that provides them with private space to rest, study, and play.
Children need local access to appropriate early childhood education, child care, and community schools.
Children benefit from the opportunity for their parents to work locally.
Children benefit from walkable communities, with infrastructure for safe walking, cycling, and recreation.
Children benefit from diverse, multi-generational communities, where they can interact with—and learn from—children, adults, and seniors of all races, religions, cultures, and incomes.
Children should be given an opportunity to effectively and productively participate in decision-making processes.”
As the Philippines, relaxes protocols to contain the Covid-19 pandemic, it is interesting to note that other countries have not let down their guard. And the latter includes nations that have been quite successful in dealing with the pandemic. Many countries have also received the vaccines and have started inoculating their populations. These received the doses ahead of the Philippines and have now vaccinated a significant % of their population according to their respective prioritization schemes.
But even as countries have started vaccinations, the question remains whether a vaccinated individual can now move around or travel as if it were pre-pandemic conditions (the old normal). Here’s a nice article to read as the topic of unrestricted (or restricted, depending on your take) comes up in discussions including those leading to certain policies to be formulated by governments:
Fisher, M. (March 2, 2021) “Vaccine passports, Covid’s next political flashpoint,” The New York Times, https://www.nytimes.com/2021/03/02/world/europe/passports-covid-vaccine.html [Last accessed: 3/4/2021]
There’s this recent article about cultivating a culture of transit (i.e., public transportation). We probably take this for granted despite most of us taking public transportation for our commutes. I would like to think such cultures exist with variations and uniqueness for various towns, cities, even countries. There is a uniqueness about the different paratransit modes that you might find around Southeast Asia, for example. These include Thailand’s Tuktuk and Songthaew, Indonesia’s Bajaj and Angkot, and the Philippines’ jeepney and tricycle.
A Philippine jeepney waiting for passengers at a terminal
Here is the article via Planetizen:
Gifford, D. (February 23, 2021) “Cultivating a Culture of Transit,” Planetizen, https://www.planetizen.com/node/112361?utm_source=newswire&utm_medium=email&utm_campaign=news-02252021&mc_cid=c3b203ffe6&mc_eid=9ccfe464b1 [Last accessed: 2/26/2021]
Some takeaways from the article:
“What are the common factors for great transit? Well funded, frequent transit is one key to a successful transit system, and funding goes a long way to support transit culture. When a system is well funded, it is more frequent, more useful, more people use it, and it becomes part of the culture. Many of these systems are so popular they even have their own stores where riders and transit fans can purchase merchandise.”
“Improved service would cultivate a diverse culture of transit as more people rode. Just imagine a far reaching system with dedicated lanes that would not only be beneficial for commuters, when in office work resumes, but one that will improve life for daily riders who depend on it most.”
What is culture anyway? It refers to society, a way of life; including lifestyles, customs and traditions. Perhaps its worth mentioning that the jeepney and the tricycle (the conventional/older ones) are considered cultural icons. This did not happen overnight and probably involved romanticized concepts of anything about jeepneys and tricycles; including stories, true or fictional, about the people involved.
Questions: Can we develop and nurture a similar culture about bicycles? And can it happen immediately?
There has been clamor for our leaders and decision-makers, especially those in the transport and highway agencies, to take public transportation. This is for them to experience how most commuters fare for their daily grinds. And no, having an entourage including bodyguards or reserving your own train car does not count. Dapat pumila o maghintay sa kalye. Makipagsisikan o makipag-habulan sa bus, jeepney o van para makasakay. Many if not most of these officials have their own vehicles or are even driven (may tsuper o driver) to and from work. One even had the gall to transfer his department to where he comfortably resides so he won’t commute but that’s another story.
You see articles and posts about Dutch politicians and even royalty riding the bicycle to work.
The Dutch Prime Minister bikes to work
Then there are politicians regularly taking public transport while in office. Here is an article about the newly inaugurated POTUS, Joe Biden, who took the train for his regular commutes:
Igoe, K.J. (May 4,2020) “Where Did “Amtrak Joe,” Joe Biden’s Nickname, Come From?”, Marie Claire, https://www.marieclaire.com/politics/a32363173/joe-biden-amtrak-joe-meaning/ [Last accessed 2/14/2021]
Do we have someone close to such an example? Commuting by private plane between your home in the Southern Philippines and your office in Manila surely won’t let one have an appreciation of the commuting experiences of typical Filipinos.
Wouldn’t it be interesting to find how children would plan their cities? No, this is not the lego building kind of exercise but something closer to actual planning exercises where children not only act as planners but stakeholders themselves. We always say they are the future and that know that they will inherit whatever good or bad we are doing now, and yet they have little say in that future. Perhaps we should heed what they think our cities require?
Ergler, C. (January 4, 2021) “Young children are intuitive urban planners — we would all benefit from living in their ‘care-full’ cities”, The Conversation, https://theconversation.com/young-children-are-intuitive-urban-planners-we-would-all-benefit-from-living-in-their-care-full-cities-151365 [Last accessed: 1/15/2021]
Early December 2020, Metro Pacific Corporation suddenly had to deal with jam-packed toll plazas and queues that affected roads connecting to the North Luzon Expressways. Fast-forward and Valenzuela City apparently had enough of it and revoked the tollway corporation’s business permit. Later, matters were resolved with the tollways reverting to mixed toll collection to manage the queues at the toll plazas.
Prior to this, tollways corporation scrambled to meet the deadline set and re-set by the Department of Transportation (DOTr) through the Toll Regulatory Board (TRB) for contactless, cashless toll payments. The question is if there was enough time for tollway operators to acquire the best (not just the minimum required) system for this endeavor. There are some opinions that this was basically required on short notice and for the government to get some brownie points for this.
Were there issues about technology and the corresponding costs to the acquisition and deployment of the necessary devices for seamless, contactless, delay-free (in relative terms) transactions for tollways? Probably so. Those RFIDs and the readers installed at strategic locations along tollways (i.e., entries and exits) were certainly not state of the art or the best available out there. Singapore, for example, uses a more sophisticated system for their expressways where you no longer have toll plazas and you won’t have to slow down to be detected by the system. That system has corresponding costs but is perfect for the city state given that most roads are tolled anyway because of their road pricing policy. In the case of our tollways, not all travelers are actually going to utilize the tollways as frequently as it would necessitate them having to get either the Easy Trip or Auto Sweep tags. That is obvious from the relatively low penetration rates for electronic toll collection (ETC). So it still makes sense to have hybrid booths for those not availing the ETC option. Anyway, travelers will have to exercise disinfection protocols to ensure infections are prevented.
I’ve read a few articles and social media posts about how its become more dangerous or risky for cyclists during the pandemic. The statistics and observations show that there is an increase in the number of cyclists. I am not even considering here the recreational ones (and I have observed that there are a lot more of them). I focus rather on those who use bicycles to commute between their homes and workplaces; or those who cycle to market or do their groceries. The danger lies mainly from motorists who have little or no regard for cyclists and pedestrians; choosing to hog the roads for themselves. And there seem to be more of these motorists these days, too, as people owning cars have opted to use these instead of taking public transportation.
Here’s a recent article about safety in the US. Those stats and assessments can be replicated here given the availability of data on kilometers traveled and crashes that are usually employed for risk assessments.
Marquis, E. (December 22, 2020) “Cars have killed almost 700 cyclists in 2020,” Jalopnik.com, https://jalopnik.com/cars-have-killed-almost-700-bicyclists-in-2020-1845934793
The only solution for our case really is to put up protected bike lanes. Local standards or guidelines need to evolve and the people behind these should be of progressive thinking rather than relying on “what has been done” or “what they have been doing”. That attitude will only give us poorly planned and designed infrastructure for cycling and walking. The coming year offers some opportunities for active transportation as the DOTr and the DPWH (plus the MMDA in the case of Metro Manila, and perhaps the LGUs where applicable) are supposed to implement major projects intending to produce the bike lanes and walkways for Metro Manila, Metro Cebu and Davao. The budget is in the billions of pesos so much is expected about these projects. Will they become models for other Philippine cities and municipalities to follow? Or will these be like going through the motions just to appease those calling for active transport facilities?
Here is a quick share today. This is another excellent article from Todd Litman who makes a great argument for why planning should move away from its being car-centric and contribute towards a significant reduction in society’s dependence on cars.
Litman, T. (December 15, 2020) “Automobile Dependency: An Unequal Burden,” Planetizen.com, https://www.planetizen.com/node/111535?utm_source=newswire&utm_medium=email&utm_campaign=news-12212020&mc_cid=e746a044a3&mc_eid=9ccfe464b1 .
Much have been said and written about this topic in many platforms including social media but in many of these, I noticed that the discussion often deteriorated into hating or shaming exercises rather than be convincing, constructive arguments for reforms in planning and behavior and preference changes in transport modes. Litman is always very fair and comprehensive and employs evidence or facts in his articles that should be clear for most people to understand. I say ‘most people’ here because there are still many who are among those considered as “fact-resistant”. Happy reading!
If you didn’t notice, the government (national agencies and local government units) has implemented and successfully employed experimentation and crowd-sourcing to find solutions for transport and traffic problems. In the case of experimentation with traffic, this has been going for a while now but not at the level of those conducted during Bayani Fernando’s stint at the MMDA. At the time, full scale experiments were undertaken as the agency dabbled with the U-turn scheme. The ultimate product of that time are the twin U-turn flyovers at C5-Kalayaan. I say ultimate because it involved both experimentations and traffic simulation, where the latter was used to justify the U-turn flyovers over what was originally proposed as an underpass along C-5. As I recall, the model was not calibrated or validate contrary to the agency’s claims. I say so because I personally saw how the model ran and the presentations were more like demonstration of the software used. Meanwhile, the DPWH at the time made their own simulation models and did the necessary calibration and validation to come up with sound models for other projects including the Quezon Avenue-Araneta Avenue underpass.
Crowd-sourcing, mainly through social media is a more recent approach. It is not an entirely new animal because prior to social media, there were a lot of inter-agency committees that included people from various stakeholders (some invited, some not) who were the primary “sources”. The crown now is larger and perhaps more diverse. Whether this is a conscious or unconscious effort is uncertain. And this can easily be denied or shrugged-off. But in this age of social media, there are just so many enablers or influencers for crowd-sourcing each of whom have their own agenda. Some mainly to promote or prop up the current administration. Some to mainly criticize without offering solutions. And others to invite constructive scrutiny or assessment while also providing options to address problems and issues. It is the latter group whose opinions and recommendations should carry more weight if indeed the administration is fishing for solutions from the so-called crowd.
Consider the following recent examples (not in any order):
a) Closing U-turn slots along EDSA
b) Requiring face masks for all who are outdoors including cyclists
c) EDSA carousel
d) Resumption of public transport with mostly air-conditioned vehicles
e) Bike lanes along major roads
f) Public transport reform (in general)
There are others but the six listed above have been discussed a lot on social media after government picked up an idea or two about them, and implemented each seemingly without conducting due diligence or paying attention to the details including potential glitches. They ended up with mixed results, many very costly (I wouldn’t say disastrous at this point). However, in all cases, they seem to welcome (though at times begrudgingly or feigning resistance) crowd-sourced solutions particularly those from organized groups who are only too happy for themselves to be in the limelight.*
One thing is for sure and that is that there is still a lack of capabilities among government agencies and LGUs when it comes to transportation. Don’t get me wrong. National government and many LGUs have the resources and capacity to address transport problems. However, their capabilities are in question here because they seem to be unable to harness their capacities and resources to come up with sound and suitable solutions. In the end, they appear to buckle under the pressure of their own crowd-sourced schemes only to emerge as manipulators after they are able get what they want with the willing assistance of the naive.
*Some of these are true advocates who have worked hard to make transport better for all while others are the bandwagon types (nakikisakay lang) who are content dropping key words that now sound cliche at every opportunity. I leave it up to my readers to determine which are which. 🙂