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On transportation equity

Here’s another quick share of an article on transport equity:

McQuaid, H. (November 23, 2020) “Equitable Transportation Starts At Community Level,” CT News Junkie,

How many times have I heard and read about people talking about the concept of “dignity of travel” or “dignity of transportation” referring to the quality of our commutes in terms of the quality of transport services available to us. The article also talks about societal exclusions and biases that sometimes we only attribute to America but in reality are also applicable here based on how we regard people from the rural areas or our being regionalistic.

Dominant trips during the day

I read this post on social media stating:

“The work commute is statistically the longest and least frequent type of journey we make in a day. Yet it dominates transport planning.Now more than ever, cities must build cycle networks to support recurring local trips: to the corner store, café, community center, or school.”

I am not sure about the context of the word “dominate” as it is used in the statement but this originates from the Dutch so perhaps there is a difference, even slight, between their case and ours. I would like to add though that aside from “going home” trips, the most dominant in the Philippine context are “to work” and “to school”. And dominant here covers frequency and distance traveled. Consequential are travel times as these are affected by the quantity and quality of facilities and services available to commuters.

I think there should also be restructuring of how surveys are conducted to capture these more frequent trips. Typical surveys like JICA’s usually ask only about the main trips during the day so those will have responses of “to work”, “to school” or “to home”. For the metro level, maybe that’s okay but at the local levels, LGUs would have to make their own surveys in order for data to support initiatives for local transport, most especially active transport. A possible starting point would be the trip chains collected that appear to be a single trips with “original origins” and “final destinations”. These can be separated or disaggregated into individual trips made by different modes rather than be defined or associated with a single (main) mode of transport. That surely would expand the data set and redefine the mode shares usually reported.

New WHO publication on transport in the context of COVID-19

I’m just sharing the new publication from the United Nations (UN) World Health Organization (WHO) – Supporting healthy urban transport and mobility in the context of COVID-19:

The brief document contains recommendations for travelers and transport service providers. It is a compact, concise reference for everyone as we continue to deal with the impacts of COVID-19.

Pedestrians first!

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.

On the safety of transit use during the pandemic

Here is another quick share of an article that reports on a study showing that there is no direct correlation between COVID-19 and public transportation use: (October 2, 2020) Study: No Direct Correlation Between COVID-19, Transit System Use. AASHTO Journal.

Such articles and the study (there is a link in the article for the report) support the notion that public transportation can be made safe for use by commuters during the pandemic. The report is a compilation of best practices around the world that can be replicated here, for example, in order to assure the riding public that public transport (can be) is safe. Needless to say, car use is still less preferred and other findings have also supported active transport whenever applicable. This reference is both relevant and timely given the new pronouncement (or was it a proposal?) from the Philippines’ Department of Transportation (DOTr) to implement what they termed as “one seat apart” seating in public utility vehicles in order to increase the capacity of public transport in the country. The department has limited the number of road public transport vehicles and the current physical distancing requirements have reduced vehicle capacities to 20-30% of their seating capacities. It is worse for rail transit as designated spaces/seats in trains translated to capacities less than 10% of pre-lockdown numbers.

Pasig to Lucena vans

I was surprised to see a sign at the transport terminal of SM East Ortigas announcing van services between the mall and Lucena City (SM City Lucena terminal). This seems to be a very convenient service and it is via a route I consider to be quite scenic. This is the one via the “backdoor” of Rizal through the towns of Teresa, Morong, Tanay, Pililla in Rizal, Laguna province (Famy, Paete, Lumban, Pagsanjan, etc.) and Quezon province (Luisiana, Lucban, Tayabas).

Modern jitneys (actually more like mini-buses)

Close-up of sign showing the transport service between SM East Ortigas and SM Lucena in Quezon Province.

Public transport along Route 8: Cubao-Montalban

I had to go back to my usual commuting route to my workplace via Tumana as Marcos Highway is usually congested in the mornings. As such, I had the opportunity to take some photos of public transport modes along the way.

Bus plying Route 8 – Cubao Montalban along the Marikina – San Mateo – Montalban Road (J.P. Rizal Avenue in Marikina City). Montalban is the old name of the Municipality of Rodriguez in Rizal Province.

A Beep, a modern jitney that is actually a minibus plying to Parang-Stop & Shop route that used to be dominated by conventional jeepneys. That is, of course, a conventional tricycle on the other side of the road. By conventional I mean a motorcycle with a side car, which is the most common type of 3-wheeler in the country.

Recently, I saw G-Liner buses along Route 8. That means the bus company’s fleet is now distributed along 3 routes serving Rizal province and connecting it to Metro Manila. While, capacities are still limited due to physical distancing requirements, these buses should be able to carry a lot more passengers once the situation ‘normalizes’ so PUVs are able to maximize their seating (and standing) capacities.

On the transformation from car-oriented to people-oriented streets

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, [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.

References for improvements for active transportation

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:

Paths to Biking, Walking Improvements Supported by Wealth of Research


The references listed should aid researchers, practitioners, advocates and policymakers in their work towards realizing a people-oriented vs car-centric transportation.

Social distancing on trikes

We came alongside this tuktuk-type tricycle. The model produced by Piaggio is not the motorcycle & sidecar combination that is the most common type of motorized 3-wheeler in the country. The latter currently has a one passenger limit due to the health protocols instituted in light of the pandemic. The layout of the former, however, allowed for a physical barrier in the middle of the back seat that allowed for 2 passengers for the trike.


A peak inside a Piaggio shows the plastic barrier between passengers seated at the back of the vehicle. There is also a plastic barrier between the driver and his passengers.

Being able to carry two passengers at a time contributes to reducing the number of these vehicles required to transport people. However, most passenger tricycles function as taxis and are not in the same category as buses or jeepneys in terms of the number of people they could carry. Some cities have also taken advantage of the pandemic to reduce the number of trikes going around. In the case of Antipolo, the LGU has a program encouraging trikes to take on deliveries instead of passengers. The current passenger limit should not be used to justify more of these trikes in any city or municipality.