Home » Logistics
Category Archives: Logistics
I have shared articles and briefly written about the concept of the 15-minute city on this blog. Here is another discussing how a 15-minute city is defined:
(February 8, 2021) “Defining the 15-minute city,” Public Square, https://www.cnu.org/publicsquare/2021/02/08/defining-15-minute-city [Last accessed: 8/10/2021]
Here is an image from the article:
Again, it is important to contextualize these concepts. I share these as references and topics for discussion. Of course, I have my own opinions about this and I have written about those in previous posts. I guess in the Philippine context, we can include the pedicab or non-motorized three-wheelers in the discussion. These are also very popular modes in many cities and municipalities despite their being also prohibited along national roads like their motorized counterparts. It would be nice to have more visuals in the form of maps that show travel times for essential destinations or places like hospitals, markets, grocery stores, workplaces and, of course, homes. I assume there is at least someone, somewhere who perhaps have made multi-layer maps of this sort and attempted to related them along the lines of this concept of a 15-minute city (or perhaps the even older “compact cities”).
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.
Here’s a quick share of an article on what is described as the new mobilities:
Litman, T. [June 30, 2021] “Planning for New Mobilities: Preparing for Innovative Transportation Technologies and Services,” Planetizen.com, https://bit.ly/2U99Hlw [Last accessed: 7/3/2021]
What exactly are these new mobilities? To quote from the article:
- Active Travel and Micromobilities. Walking, bicycling, and variations, including small, lower-speed motorized vehicles such as electric scooters, bikes, and cargo bikes.
- Vehicle Sharing. Convenient and affordable bicycle, scooter, and automobile rental services.
- Ridehailing and Microtransit. Mobility services that transport individuals and small groups.
- Electric Vehicles. Battery-powered scooters, bikes, cars, trucks, and buses.
- Autonomous Vehicles. Vehicles that can operate without a human driver.
- Public Transport Innovations. Innovations that improve transit travel convenience, comfort, safety, and speed.
- Mobility as a Service (MaaS). Navigation and transport payment apps that integrate multiple modes.
- Telework. Telecommunications that substitutes for physical travel.
- Tunnel Roads and Pneumatic Tube Transport. New high-speed transport networks.
- Aviation Innovation. Air taxis, drones, and supersonic jets.
- Mobility Prioritization. Pricing systems and incentives that favor higher-value trips and more efficient modes.
- Logistics Management. Integrated freight delivery services.”
The pandemic and the resulting lockdowns led to people rediscovering what is now termed as active transport modes – walking and cycling. Not that these modes were not being used for travel as usually they, especially walking, represent the last mile/kilometer mode for most people. With the absence or lack of public transportation or service vehicles (e.g., free shuttles for frontliners, office service vehicles, etc.), many people turned to cycling. Perhaps one area outside of commuting where bicycles have plenty of potential (and I use the word ‘potential’ here because it is not yet as widespread as motorcycle use) is for delivery services. It is the general perception that there has been a surge in deliveries for various items especially food from restaurants. Why not employ bicycles either to supplement or augment the usual motorcycles used for such purposes? I took the following photos showing an example of deliveries using bicycles.
Jollibee delivery rider on a fat bike
The bicycle rider compared to a motorcycle rider – the bike is just about the same size as the motorcycle, only higher/taller due to the large wheels on the bicycle. The carrier or box is also larger than the typical carrier as it is for transporting food that can be of a large quantity or even multiple orders if these are in close proximity to one another.
Fast-food delivery via bicycle along Felix Avenue in Cainta, Rizal
I’ve read a lot of discussions and recommendations pertaining to public transportation services (mainly its lack thereof) during the Enhanced Community Quarantine aka lockdown in most parts of the Philippines. Problem is, a lot of people had their mobility curtailed as most people did not have their own private vehicles (cars or motorcycles) to do essential trips (i.e., for groceries, market, drugstores, hospitals, etc.). These include so-called frontline workers, most especially those working in hospitals or clinics. Even the use of tricycles on a limited basis while adhering to physical distancing guideline was not allowed in many cities and municipalities. What do we really need to do now and in transition to address the lack of public transport services?
Here is a concise yet very informative article on transit:
Walker, J. (2020) “Cutting Transit Service During the Pandemic: Why? How? And What’s Next?”, Human Transit, https://humantransit.org/2020/04/cutting-transit-service-during-the-pandemic-why-how-and-whats-next.html [Last accessed: 4/23/2020]
Most of the points discussed and recommendations presented are applicable to our case in the Philippines. We should also accept the fact that we cannot go back to the situation prior to the ECQ, and that the new normal calls for a reduction in car use. Meanwhile, we still have to address the pressing issues and come up with a plan or maybe strategies for public transport that involved not just buses and trains but other modes as well like the jeepneys, vans and tricycles.
I frequently use Circumferential Road 5 (C-5), which is known by many names according to the MMDA, the DPWH and the LGUs it passes through. One thing I always notice is the deteriorating or deteriorated pavement, particularly along the lane designated for use by trucks. The MMDA had instituted and implements a policy requiring large trucks to use one lane of C-5 during times when the truck ban is lifted (10:00 AM to 4:00 PM). Smaller trucks are allowed to use other lanes.
The result has been a long platoon of large trucks along the designated lane of C-5 and this concentration of load on the highway has caused faster pavement deterioration for that lane. This is especially evident when the pavement surface is of asphalt concrete. Flexible as it is, the concentration of load has led to obvious pavement deformation as shown in the following photo.
For Portland cement Concrete pavement (PCCP) cases, I would presume that there is also significant damage and the distresses (e.g., cracks) can be linked to this concentration of load. This situation and the conditions for loading likely have detrimental implications on maintenance costs for C-5 and is probably an unintended consequence of the MMDA’s policy. It would be interesting to quantify the impacts of this truck lane policy, whether it has contributed to improve traffic flow along the major thoroughfare, and whether the maintenance costs have risen (and by how much) from the time the policy was implemented.
This is a continuation of the yesterday’s post on motorcycle taxis. The feature appearing in Sunstar Philippines also focuses on the case of Cebu City where there is a rising demand for motorcycles and issues on public transport have given rise to a motorcycle taxi use despite their being basically illegal under current laws/guidelines. Habal-habal as these motorized 2-wheeler taxis are known have been in service in many cities and municipalities but are mostly tolerated in rural areas where conventional public transport services are scarce.
Part II of the feature by Sunstar:
There are three articles in Part II:
Ramirez, J.A.C. (2017) Motorcycles on the rise, Sunstar Philippines, Retrieved from: http://www.sunstar.com.ph, April 4.
Ramirez, J.A.C. (2017) Habal-habal drivers form group to ‘professionalize’ services, Sunstar Philippines, Retrieved from http://www.sunstar.com.ph, April 4.
Ilano, M.V. (2017) Hailing a motorcycle taxi with your smartphone, Sunstar Philippines, Retrieved from http://www.sunstar.com.ph, April 4.
Part III of the feature by Sunstar:
Ilano, M.V. (2017) Even with BRT, motorbikes still needed in Cebu City, Sunstar Philippines, Retrieved from www. sunstar.com.ph, April 4.
Ilano, M.V. (2017) Will Cebu City lead the way?, Sunstar Philippines, Retrieved from http://www.sunstar.com.ph, April 4.
I hope these articles on motorcycles and motorcycle taxis will generate meaningful discussions pertaining to their applications and perhaps their regulation. One issue, of course, that should definitely be on the table is safety. That is non-negotiable and assurances by motorcycle taxi transport providers should not be enough to persuade their becoming formalized as a public transport mode. The basis for mainstreaming these should be evidence-based including assessments based on crash (accident) data. Here is something that can be studied by the various schools around the country especially universities that have the capacities and capabilities to conduct such studies in aid of policy formulation at the national and local levels.
The Metro Manila Development Authority (MMDA) has implemented a truck lane policy along Circumferential Road 5 during the last administration. It has continued at present and a long line of trucks are regularly observed along C-5 whenever the truck ban is lifted during what is designated as off-peak hours for all other traffic. Many travelers have termed the line as a “Great Wall of trucks” although in many instances, the line is “breached” by vehicles needing to shift lanes along this major thoroughfare. Strict implementation by the MMDA and the affected LGUs as well as the compliance of most trucks have led to the maximization of the occupancy of the designated truck lanes. These are easily observable along most of C-5 and particularly along sections close to the CBDs (e.g., BGC, Ortigas, Eastwood, etc.). Following are a few photos showing the long line of trucks along C-5:
Here’s another photo I took earlier last month:
We have a couple of students now at UP Diliman who are studying the policy and taking a look at the traffic and pavement conditions along C-5. Interesting would be their comparisons of traffic along the truck and non-truck lanes during both peak and off-peak periods as well as for weekdays and weekends. Interesting, too, will be their assessment of pavement conditions. So this will be something to look forward to once the research is completed this coming May 2017.
Our study on motorcycle taxis revealed most if not all of these “habal-habal” and “Skylab” being used to transport goods as well. These include agricultural products, food, construction materials, fuel, poultry, and others you would not see your typical courier service motorcycles will carry.
[All photos courtesy of Mr. Sherman Avendano of the National Center for Transportation Studies]
A motorcycle bearing what appears as goods for or from the market treading a muddy and puddle-full road.
Motorcycle transporting what looks more like lumber than firewood.
Skylab carrying what looks like 4 sacks of rice.
I was gifted by my wife with a coffee table book she got from one of her trips to Vietnam. The book contains photos of motorcycles in Vietnam being used to transport various goods including furniture, water bottles, crafts and even items like tractor tires, water tanks and roofing. I guess one can also compile a similar set of photos to come up with a Philippine version of that book.