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Here is another article on bike commuting. It really is a challenge to get people into bike commuting even if their workplaces or schools are close to their homes. What more for people who have to travel longer distances between their homes and workplaces or schools?
Bassett, E. (December 1, 2022) “The No B.S. Guide to Getting Started Bike Commuting,” Medium, https://erikbassett.medium.com/the-no-b-s-guide-to-getting-started-bike-commuting-5dd0cbb87e5b [Last accessed:
To quote from the article:
“Assume you’re invisible until proven otherwise.
Like every city I’ve lived or ridden in, yours probably paints pictures on the ground and calls them “bicycle infrastructure.” Road designs encourage excess speed; vehicles aren’t meaningfully separated from cyclists and pedestrians; there are conflicting rights-of-way at intersections, driveways, and so forth.
And that is not right. It’s a sad commentary on urban “planning” in most places that anything but car use requires this degree of paranoia. It points to a profound dysfunction that few (with any serious influence) are willing or even interested to change…yet.
But unless or until it improves, the only viable response is to assume you don’t exist in the eyes of whoever’s driving nearby. “If I weren’t here, would they gun it to make a right turn on red?” Well, assume they will. “If I weren’t here, would they merge up there?” You guessed it: assume they will.
This is unquestionably the worst aspect of bike commuting, and if it’s too stressful in your situation, that’s perfectly fine. But in the spirit of a “no-B.S.” guide, I’d be remiss not to drive home a life-saving lesson that all these years of cycling have so deeply ingrained in me.”
The author also states the difference between bike commuting and sports biking including noting the differences in the objectives or goals for each.
I’m just going to share this article here. The article from The NY Times asks a question that has been bugging planners and engineers, particularly those who are in government and perhaps under the agencies like the DPWH, DOTr and NEDA. This also applies to planners, engineers and those from other disciplines involved in transportation infrastructure development and particularly roads or highways.
Electric vehicles are still basically motorized vehicles and should be treated so on the roads. While the previous models were slow and small, many of the newer ones coming out of the factories have similar performance features (e.g., speed, power, etc.) and dimensions as conventional vehicles. Many conventional models have electric or hybrid variants as companies attempt to attract customers using their tried and tested models and brands. BMW, for example, has electric sedans that are practically the same in interiors and exteriors with their conventional models. It is not surprising that vehicle safety researchers are now studying how electric vehicles fit into the road safety conundrum. I am sharing this brief but informative article that describes the efforts of the Insurance Institute for Highway Safety (IIHS) of the US in studying the EVs and safety:
Tucker, S. (December 27, 2022) “How electric cars are creating new challenges in car safety,” MarketWatch, https://www.marketwatch.com/story/how-electric-cars-are-creating-new-challenges-in-car-safety-11671646057?mod=technology [Last accessed: 12/29/2022]
To quote from the article:
“It’s comforting to know that EVs will face the same tests as gas-powered cars. But the fact that the IIHS worried it might need to build new equipment to accommodate them illustrates something important.
At the rate the auto industry is modernizing toward EVs, almost all of us will be driving them someday. But there will inevitably be an overlap period when some cars on the road are electric, and others are gas-powered.
In an accident, weight matters…
Crash tests can only estimate the likelihood of injury to someone inside the tested car. They can’t predict injuries in the other car. And we’re all about to share the roads with other cars that dramatically outweigh ours.”
Shared article: Active and Micro Mobility Modes Can Provide Cost-Effective Emission Reductions–If We Let Them
I’m sharing this article on active and micro mobility modes from Todd Litman, published in Planetizen.com:
From the article:
“Common Active Transportation Leverage Effects:
–Shorter trips. Shorter active trips often substitutes for longer motorized trips, such as when people choose a local store rather than driving to more distant shops.
–Reduced chauffeuring. Better walking and bicycling conditions reduces the need to chauffeur non-drivers (special trips to transport a passenger). These often require empty backhauls (miles driven with no passenger). As a result, each mile of avoided chauffeuring often reduces two vehicle-miles.
-Increased public transit travel. Since most transit trips include walking and bicycling links, improving these modes supports public transit travel and transit-oriented development.
-Vehicle ownership reductions. Active mode improvements allow some households to reduce their vehicle ownership, which reduces vehicle trip generation, and therefore total vehicle-miles.
-Lower traffic speeds. Active travel improvements often involve traffic speed reductions. This makes non-auto travel more time-competitive with driving and reduces total automobile travel.
-More compact development. Walking and bicycling support more compact, multimodal communities by reducing the amount of land devoted to roadways and parking, and creating more attractive streets.
-Social norms. As active travel increases, these modes become more socially acceptable.
The article is a must read if we are to understand how important active transport and micro mobilities are in the context of today’s transport conundrum. Of course, part of the contextualization and perhaps ‘localization’ on these modes will be related to land use or development. The latter is a big challenge especially for the likes of Metro Manila and other rapidly developing cities in the Philippines where housing in the cities (related to compact development) has become quite expensive and has driven more and more people to live in the suburbs. As I’ve mentioned in previous posts, this has resulted in more pressure to develop transportation systems but infrastructure development cannot play the catch up game given the limited resources for their construction. Meanwhile, services are also behind in terms of quality and requires reforms and rationalizations.
I am sharing this article on guerilla crosswalks in the US. It is interesting as communities or groups concerned with road safety decided to put up interventions (in this case crosswalks) in order to address safety concerns pertaining to pedestrian ROW along roads. In most if not all countries, pedestrians are limited where they may cross and there are jaywalking laws and penalties that are now being regarded as car-centric policies that need to be revised to favor pedestrians more than motor vehicles.
Zipper, D. (December 1, 2022) “The Case for Guerrilla Crosswalks,” Bloomberg CityLab, https://www.bloomberg.com/news/articles/2022-12-01/when-crosswalks-go-rogue [Last accessed: 12/10/2022]
To quote from the article:
“Such acts of unsanctioned “tactical urbanism” are of a kin to many other DIY street interventions, such as pop-up bike lanes. But they are not without risks. Affluent communities could have more residents willing to volunteer time and resources, for example, even though pedestrian deaths are concentrated in low-income neighborhoods. “The locations identified by guerrilla crosswalk activists may or may not coincide with where the planners and engineers have identified as highest need,” said Sam Zimbabwe, the former director of Seattle DOT.
But in Los Angeles, the Crosswalk Collective spokesperson said that the group is “always mindful of who has access to safety installations and who doesn’t,” adding that all its crosswalks to date have been sited in low- and moderate-income neighborhoods of Central and East Los Angeles.
Zimbabwe also noted the limited benefits of paint on faster roads (which the Federal Highway Administration has documented): “Particularly on multilane arterials, only marking a crosswalk without deploying other tools does not address the ‘multiple threat’ problem, where one driver stops but the driver in another lane does not.“ (The Crosswalk Collective spokesperson agreed, saying that the group rejects proposed locations due to safety concerns “all the time.”)
But in the right setting, unauthorized street infrastructure additions can lead to one of two outcomes — and both are constructive. One possibility is that the city removes it, in which case media attention and resident backlash put pressure on local officials to be more responsive to safety requests. (That coverage may also compel more residents to join street safety groups).
The other option is that city officials take the hint and accept what residents have built. Eight years ago, Seattle transportation planner Dongho Chang won the enduring appreciation of local cyclists when he responded to a pop-up bike lane first by thanking activists for their passion, and then by making the bike lane permanent. Now working with the Washington State Department of Transportation, Chang does not share Seattle DOT’s rigid opposition to guerrilla crosswalks. “It would be good to acknowledge the effort that was done by the residents,” he said. “If there is a way to keep the crosswalk, it would be ideal to try to do that.”“
This is, of course, in the US where such tactical urbanism might be in vogue in certain cities and communities. Would such be allowed or encouraged in the Philippines? Actually, there are already many cases where tactical urbanism has been applied and usually at the community or barangay level. Prior to the DPWH putting in rumble strips at the approaches of schools, junctions and other locations perceived to be accident or crash prone, people have devised ways to slow down traffic in favor of pedestrian crossings. These include laying down old rubber tires cut and stretched to become humps. There are also barriers laid out to form something like an obstacle course; forcing vehicles to zig-zag instead of going straight along critical sections. These have allowed schoolchildren to cross safe in school zones and pedestrians crossing safely at intersections.
With the increasing popularity of bicycles as a mode of transport particularly for commuting (e.g., bike-to-work, bike-to-school), we should be redesigning our intersections to include elements essential for the safety of all users, whether on motorized or non-motorized modes. Here is a short but very informative article on how a simple intersection treatment can significantly improve safety for everyone especially cyclists and pedestrians:
Grief, N. (December 2, 2022) “How Green Paint Can Save Cyclists’ Lives,” Bicycling.com, https://www.bicycling.com/news/a42124210/bike-boxes-intersections/ [Last accessed: 12/3/2022]
To quote from the article:
“A bike box, on the other hand, seems to be the ideal middle ground and the option of the three that these researchers recommend. Cyclists feel more comfortable when compared to the free-for-all of a mixing zone because they have a designated area to be and they’re out ahead of vehicles, but according to the eye movement analysis, they remain alert and watchful for vehicles.”
Here are a couple of drawings showing bike boxes at intersections from the recent Bike Lanes Master Plan for Metro Manila, Metro Cebu and Metro Davao that was developed by DOTr with assistance from the UNDP:
Bike boxes on a typical three-leg intersection (DOTr and UNDP, 2022)
Bike boxes on a typical four-leg intersection (DOTr and UNDP, 2022)
The preceding drawings adhere to the DPWH design guidelines that mainly follow AASHTO Guidelines. Of course, there are other design references such as NACTO and the manuals of other countries (e.g., Netherlands, Australia, Singapore, etc.) were the best practice designs can be adopted for local applications.
I recall an online discussion about how roads need to be wide to accommodate emergency vehicles such as fire trucks/engines, ambulances and police vehicles. There are also videos shared on social media about how, with wide roads, motorists could move their vehicles to the sides to give way to emergency vehicles. These are used to support the argument that we need wide roads and that speeding for emergency vehicles is justified because of their purpose. The following article attempts to make a counter-argument:
Lewis, M. (November 21, 2022) “Ambulances vs. Pedestrians,” Planetizen, https://www.planetizen.com/blogs/119785-ambulances-vs-pedestrians [Last accessed: 11/24/2022]
To quote from the article:
“the “emergency response” argument in favor of wide streets only makes sense if the risk of death from a too-slow ambulance outweighs the risk of death from a speeding car.”
Certainly, the data on road crashes due to speeding should support the perception that there’s a higher risk of death from speeding vehicles compared to the risk of dying in relation to the emergency that’s supposedly being responded to. And in our country, perhaps this counter-argument is valid considering the “wang-wang” type of emergency vehicles moving about.
Ever since the automobile was invented and eventually mass-produced, there has been an increasing risk associated with motor vehicle traffic. Laws, policies and regulations have also been influenced to favor the car rather than people. And so we now have what is termed as a car-oriented and dependent transportation system that seems so difficult to undo as most people appear to be enamored by the car. Owning a car (or even a motorcycle if you want to extend this idea of individual ownership) remains an aspiration to a lot of people.
Here is a link to the compact version of a comprehensive report by Todd Litman that presents and argues for a new paradigm where driving is considered a risk factor. There are data and a table comparing old and new traffic paradigms to help us understand the situation and what needs to be redefined or re-framed in order to achieve our safety targets or vision.
Litman, T. (October 20, 2022) “Driving as a Risk Factor: A New Paradigm,” Planetizen, https://www.planetizen.com/blogs/119287-driving-risk-factor-new-paradigm?utm_source=newswire&utm_medium=email&utm_campaign=news-10202022&mc_cid=beacdc2a04&mc_eid=9ccfe464b1 [Last accessed: 10/28/2022]
To quote from the article:
“Safer vehicles, roads, and driving may reduce crashes but achieve few other goals, and sometimes contradict them. Transportation demand management and smart growth policies increase safety in addition to helping to achieve other planning goals, and so can be considered win-win solutions.
More comprehensive safety analysis tends to support social equity goals. Many conventional safety strategies, such as larger vehicles with more passenger protection, and wider roads with fewer intersections, tend to increase walking and bicycling risks. In contrast, lower traffic speeds, TDM, and Smart Growth tend to improve safety, mobility, and accessibility for people who cannot, should not, or prefer not to drive.”
The key takeaway here should be that people should have the option of not driving at all in order to reduce the risks associated with driving as well as reduce congestion. A more comprehensive
You’ve probably seen one of these micromobility modes but take a closer look and you will notice a more spruced-up version of what you thought was an electric kick scooter (EKS). No, this one in the photos is not electric-powered but running on an internal combustion engine. It is a modified, fossil fuel-powered scooter.
You can see the modifications on the scooter – the engine and the gas tank.
These can be hard to detect for drivers or riders and can be risky at night time when visibility is a major factor for those using these vehicles.
I’ve seen these modified scooters along my typical commuting routes. They seem to be faster than the regular EKS. They also appear to have more power for uphill or climbing as I’ve seen these having no trouble ascending to Antipolo via Sumulong Highway or Ortigas Avenue Extension. As for maneuverability, I cannot really make an assessment except for what I’ve observed. But what worries me is that there are also reckless riders of these vehicles who tend to weave in traffic whether its congested or free flowing. If it’s difficult to anticipate the movement of motorcycles and bicycles along highways and streets, it’s even more with these scooters. But before you react and say that drivers and riders need to be slowing down (and all that jazz), remember that it takes two to tango. Even if you do slow down or practice safe driving or riding, if that other person will be reckless then there will be an increased likelihood for a crash to happen.
In the recent 15th National Convention on Statistics, an interesting information is about the companions of school children when going to school and coming home from school. Note the change in companions from elementary school to high school.
The data above is from Zamboanga City. Is it the same or different in other Philippine cities or municipalities?