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The Institute for Transportation & Development Policy (ITDP) released a new tool for assessing walkability and presents good practice examples from many cities around the world. The tool can be used to assess and/or compare your city, a neighborhood or a street with others. Here is the link to the ITDP’s tool:
There is an introductory article that came out recently from Planetizen about this tool:
Litman, T. (October 16, 2020) ‘Pedestrians First’ Measures Walkability for Babies, Toddlers, Caregivers, Everyone. Planetizen. https://www.planetizen.com/node/110876?utm_source=newswire&utm_medium=email&utm_campaign=news-10192020&mc_cid=1736ec624f&mc_eid=9ccfe464b1
The term ‘sharrow’ basically short for shared right-of-way and refers to lanes or roads that are ‘designated’ for all modes of transport including and especially non-motorized ones such as bicycles. It also refers to the lane markings. There have been some mixed experiences and opinions about sharrows; particularly referring to whether they are effective. Here’s an article from the director of technology of Smart Design, which is a strategic design and innovation consulting firm in the US that gives another opinion (an evidence-based one) about sharrows:
Anderson, J. (September 30, 2020) “Safer with sharrows?”, World Highways, https://www.worldhighways.com/wh12/feature/safer-sharrows
I guess the experiences in different countries vary according to several factors. Perhaps these include cultural factors that also relate to human perceptions and behavior? Education is also definitely a factor here aside from awareness. And we have to work harder on these and together, rather than play the blame game on this matter that relates to safety. How many times has the observation that Filipinos tend to regard road signs and markings as merely suggestions rather than guides and regulations?
I saw this article shared by a friend on social media and share it here as an interesting piece providing ideas and the thinking or attitude required if we are to transform our streets:
Jaffe, E. (2020) “4 ways to go from “streets for traffic” to “streets for people”, Medium, https://medium.com/sidewalk-talk/4-ways-to-go-from-streets-for-traffic-to-streets-for-people-6b196db3aabe [Last accessed: 9/30/2020]
It is actually interesting to see how this plays out in Philippine cities. The ‘honeymoon’ or ‘grace’ period from the lockdown to the ‘normalization’ (read: going back to the old normal) of traffic might just have a window and this is closing for active transport. National and local officials, for example, who seemed enthusiastic and quickly put up facilities for active transport have slowed down efforts or even stopped or reneged on their supposed commitments. The next few weeks (even months) will show us where we are really headed even as there are private sector initiatives for active transport promotion and integration.
Here’s another quick share of an article about cycling:
Reid, C. (2019) ‘Cherish The Bicycle’ Says Dutch Government — Here’s That Love In Map Form, Forbes, https://www.forbes.com/sites/carltonreid/2019/01/08/cherish-the-bicycle-says-dutch-government-and-heres-that-love-in-map-form/#2951914e2726 [Last accessed: 9/29/2020]
The Dutch have perhaps the densest bikeway network in the world as shown in the article and the link below showing bike lane maps. They also have a government that is pro-bicycle. You wonder what transportation and infrastructure would look like if our government officials biked to work or used public transport on a regular basis. Perhaps these will affect how they make policies and decisions pertaining not just to transport but on housing and health as well? It would be nice to see a counterfactual discussion or paper on this and other scenarios that could help us improve transport and quality of life. This is a big “what if” that many people are actually clamoring for so government can be grounded in the way they make plans and decisions.
Here is the link to Open Cycle Map, which is affiliated with Open Street Map:
Here’s a nice link to a National Academies of Science, Engineering and Medicine pointing to the wealth of researches supporting improvements for active transportation:
The references listed should aid researchers, practitioners, advocates and policymakers in their work towards realizing a people-oriented vs car-centric transportation.
The UN together with its partners recently launch a Second Decade of Action for Road Safety (2021-2030). I will share the statement in a subsequent post. For now, I will share some slides from the recent webinar organized by UNICEF that focuses on safe and healthy journeys for children. Those of us who are working directly with UN agencies have been working on safe journeys for children particularly as they travel between their homes and schools. The recent launch and pledges or commitments of support from partner organizations will surely reinforce efforts to ensure the safety of children whether or not they return to school.
Context setting or rationale for UNICEF’s initiatives
Key resources or references shared by the webinar host
The term ‘co-benefits’ reminded me of a past project I worked on that was about low carbon transport. We also did assessment using co-benefits of low carbon transport. Among these were road safety.
The slide and the table speaks for itself – examples of effective strategies
There were several presentations during the webinar. However, the most interesting and informative for me was this one about the guidance for safe and healthy journeys to school.
Ten (10) points to consider as guidance for safe and healthy journeys to school
Database initiative in support of the guidance (I will get the link to this and share it in a future post.)
An example from London’s experience
This is a slide on what cities can do to promote active transport among children.
The photo shows what is termed as a “bicycle school bus”. This and “walking school bus” are real options for children and their guardians when traveling between their homes and schools. Such underlines the option of not using motor vehicles (i.e., reduction in motor vehicle trips).
I will try to elaborate on these in future posts, particularly on the 10-point guidance.
Here is another quick share of an article on bicycles and transit (i.e., public transport):
Cox, W. (2020) “Bicycles: A Refuge for Transit Commuters?”, New Geography, https://www.newgeography.com/content/006753-bicycles-a-refuge-transit-commuters [Last accessed: 9/4/2020]
What do you think? Are we getting there in terms of the bicycle-transit relationship? MRT and LRT lines have allowed foldable bikes to be carried in their trains but buses and other road-based public transport may not allow you to bring your bike inside the vehicle. For the latter vehicles, there are usually racks installed in front of the vehicles that can accommodate 2-3 bikes. Train stations now should have bicycle parking facilities for the last mile trips of their passengers.
From the experiences of many biking or trying to bike in the Philippines, painted lines are not enough for bike lanes. Only recently, cyclists using bike lanes that did not have any physical barriers to deter motorists from encroaching have been involved in crashes, with at least a couple being reported as fatal for the cyclists. Here is an article on what cyclists need in order to ensure or at least improve the safety of their commutes.
UTC (2020) “White lines? Cyclists need more,” ITS International, https://www.itsinternational.com/its8/feature/white-lines-cyclists-need-more [Last accessed: 8/6/2020]
Commuters on bicycles along the Marcos Highway bridge bike lane
Are there differences regarding cycling in different countries? From a somewhat cultural-behavioral perspective, perhaps there are studies (though I am not aware of them yet) about how peoples from different countries or cities behave with respect to cyclists whether or not there are bike lanes designated for the latter’s use. I recall my experiences cycling in Japan and drivers are generally respectful of cyclists on the roads. Pedestrians, too, are very tolerant of cyclists on the sidewalks or designated areas for walking. Of course, the cyclist would have to do their share of respecting others’ spaces, too, and should behave and position themselves accordingly while traveling.
There is evidence, and they are increasing, for the benefits of shared roads. Here is another quick share of an article supporting that:
Brown, M (2020) “Shared-use roads improve physical distancing, research shows,” Medical Xpress, https://medicalxpress.com/news/2020-07-shared-use-roads-physical-distancing.html%5BLast accessed: 7/30/2020]
With the situation in the Philippines and particularly in Metro Manila appearing to be worsening rather than improving, national and local governments should take heed of the evidence for shared-use roads and the importance of active transport to ensure people’s mobility will not be hampered. This is particularly important for our frontliners and other essential workers if we are to survive this pandemic.
We begin August 2020 with another article I want to share. Here is another article on cycling, this time on bike share:
Kanik, A. (2020) “The decisions cities made about coronavirus had a big impact on bikeshare ridership,” citymetric.com, https://www.citymetric.com/transport/decisions-cities-made-about-coronavirus-had-big-impact-bike-share-ridership-5218[Last accessed: 7/29/2020]
Our university’s bike share program currently dedicated their bikes for the use of frontliners. Outside UP Diliman, only the City of Pasig has a bike share program. Is it somewhat surprising that these are the only bike shares we know in the country? It should be, considering the potential of bike shares and cycling as a mode of transport for mobility. In fact, two cities, Marikina and Iloilo, which pride themselves having formal bikeways (Marikina even has an extensive bikeway network that began 20 years ago.) have no bike share programs. Is the concept or perhaps the lack of facilities to encourage people to bike safely that is absent and therefore need to be provided? With the surge of bike users post-lockdown, there should be evidence that bike shares can work but only if cities work on it, too.
File photo of Iloilo City’s bikeway along the Benigno Aquino Jr. Ave. (formerly Diversion Road) taken in 2015.