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On the efficiency of transportation – a crash course on transportation engineering concepts

There is an excellent article on the efficiency of transportation systems:

Gleave, J. (2019) Space/Time and Transport Planning, Transport Futures, https://transportfutures.co/space-time-and-transport-planning-1aae891194e5 [Last accessed: February 25, 2019].

It is highly recommended not just for academics (including students) but also for anyone interested in transportation and traffic. It’s like a crash course in transportation engineering with a lot of basic concepts in traffic engineering and traffic flow theory being presented for easy understanding by anyone. Enjoy!

Reference on bike-focused street transformations

There’s an update to the “Rethinking Streets” guide with one that is focused on street transformation for bicycles. Here is the link to their site where they now have 2 guidebooks:

http://www.rethinkingstreets.com

You will have to click one of the guides to register (if you haven’t done so before) and download them.

Lessons to be learned from experiences on public transport abroad

There’s this “old” article that came out last year that is very much relevant as it is timeless for its topic. The title is intriguing as the many if not most US cities are known to be car-dependent. Few have good public transportation in terms of the efficiencies or qualities we see in Singapore, Hong Kong, Seoul or Tokyo (just to mention Asian examples). Clearly, quality of service is the main reason why people are apprehensive about using public transportation. In fact, the attraction of ride shares, for example, are precisely because people want to have what they perceive as safe, comfortable and convenient modes of transport for their regular commutes. Only, for many people, their choice is also limited by the affordability of such modes of transport. Perhaps the same is applicable if you extend the discussion to include active transport. Cities and municipalities would need to provide the right infrastructure and environment for people to opt out of cars, take public transport, walk or cycle.

English, J. (2018) Why did America give up on mass transit? , http://www.medium.com/citylab, https://medium.com/citylab/why-did-america-give-up-on-mass-transit-dont-blame-cars-d637536e9a95 [Last accessed: 08 March 2019]

References linking transportation and health

The Institute of Transportation Engineers (ITE) features several resources discussing the linkage between transportation and health. Here is the link to the page where they list references like reports from various sources as well as tools.

https://www.ite.org/technical-resources/topics/transportation-and-health/?fbclid=IwAR0ngmqtkbdJjaLJJoP1psCwk3W0VdhGFjS03WGEYDuo53teCMCFIfvSwAc

This is definitely a topic that needs more attention and studies in the Philippines in order to have local evidence (there are already strong evidence abroad) supporting active transportation and how it helps make citizens healthier. Of course, that goes without saying that active transport should be integrated with an efficient public transport system. That is so that the increasing share of private transport can be checked (no thanks to Grab and Uber) and we can either retain or increase public and active transport shares.

Marikina’s Bike and Parking Lanes

I had to navigate through Marikina’s streets in order to reach the Feliz Mall from the city’s downtown. Normally, I would have taken the more straightforward route that would have involved traveling along Marcos Highway. However, I couldn’t because it was my number coding day and the U-turn slots in the area are usually “swarming” with MMDA and Pasig City traffic enforcers. Marikina’s streets though were not part of the coding scheme and you only need to be familiar with their road network including which streets are one-way in order to navigate the streets properly.

The bike lane is on the left side of the one-way road and to the right of the on-street parking spaces. The parking lane is the left-most and curb-side.

This actually qualifies as an example of a road diet application. These could have easily been 2-way streets before but effectively 2 lanes have been allocated for traffic flow while the others are for parking and cycling. [Of course, hard-core cyclist will say only one lane was taken away from motor vehicles.]

These bike and parking lanes were implemented in connection with the Marikina Bikeways project that was initiated during the time of then Marikina Mayor Bayani Fernando in the late 1990s. The project was continued and maintained by succeeding administrations of the city and contribute to the city’s being more liveable compared to other LGUs. The reconfiguration of the streets make them safer and saner in terms of traffic flow where “traffic” is referred to as inclusive of all users.

More concerns about ride-hailing/ride-sharing

Here are two interesting (to me at least) articles about the negative aspects of ride hailing or ride sharing. The first is quite a curious one for me as I teach at UP Diliman, which has a sprawling campus in Quezon City. Students can have one class at a building on one end of the campus and have the next class at another end of the campus. I now wonder if there’s a significant number of Grab or Angkas trips within campus.

Kidambi, M. (2019) “Popularity of brief Uber, Lyft rides on campus raises environmental concerns,” Daily Bruin, http://dailybruin.com/2019/01/29/popularity-of-brief-uber-lyft-rides-on-campus-raises-environmental-concerns/ [Last accessed: 2/8/2019]

The second article relates on the a more general context of what’s bad about ride hailing/ride sharing. The author presents not just a list but evidence of each item mentioned.

Schmitt, A. (2019) “All the Bad Things About Uber and Lyft In One Simple List,” Streetsblog USA, https://usa.streetsblog.org/2019/02/04/all-the-bad-things-about-uber-and-lyft-in-one-simple-list/ [Last accessed: 2/8/2019]

As I’ve mentioned in previous articles here, there are still a lot we need to learn about ridehailing in this country and especially in our cities. I guess Angkas’ case can be different because motorcycle taxis were already operating in many areas even before the app-based service. But of course, we also need to understand about his enhanced ‘habal-habal’.

About the habal-habal again

There’s a nice article written by the current City Administrator of Cebu City, Nigel Paul Villarete. Paul has a regular column in a major daily and one that is always a good read. The article is a consolidation of previous articles he has written about the habal-habal or motorcycle taxi.

Villarete, N.P. (2018) “Habal-habal: the Two-Wheeler “Public” Transport in the Philippines,” http://www.streetlife.com, http://streetlife.villarete.com/habal-habal-the-two-wheeler-public-transport-in-the-philippines/?fbclid=IwAR06y9lrH-j6YtXRLf6rDL_JssnewNhR0b49dJ4Muc2PKyCzxeK50X6Ul6Y [Last accessed: 12/21/2018].

The article is relevant and current in its take on the motorcycle taxi and why it is important to consider this mode of transport as a form of public transportation. For one, it obviously gives people another choice for travel that is supposed to be able to cut down travel times compared to when they use conventional public transport or private vehicles. The question and perhaps the challenge to those operating such services is to prove that they are a safe mode of transport. Also, not to forget, is the question of fares and how to set the proper structure in order to protect people against abusive or excessive fares charged by the service providers.

There is news recently that the DOTr is convening a technical working group (TWG) to look into what they perceive as an issue on habal-habal. I wish the TWG well and hope that this will lead to something constructive including regulations that everyone can agree to. That said, I also believe that service providers, especially transport network company (TNC) Angkas, should exert more effort to prove they are a safe mode of transport rather than resorting to what appears to be more a fallacy of appealing to the emotions of people while trying to evade the legal constraints imposed on them. There is definitely a difference in motorcycle taxi operations in rural areas compared to those in the urban setting including the fact that they would have to deal with more vehicular traffic along urban roads. This means more interactions with other vehicles that may lead to an increased likelihood of road crashes involving motorcycle taxis if the latter don’t exercise safe driving practices.