Caught (up) in traffic

Home » Posts tagged 'active transport'

Tag Archives: active transport

On phasing out cars in cities

I’m sharing another article on reducing car dependence. The article was referred to by the previous series that I shared recently.

Nicholas, K. (April 14, 2022) “12 best ways to get cars out of cities – ranked by new research,” The Conversation, https://theconversation.com/12-best-ways-to-get-cars-out-of-cities-ranked-by-new-research-180642 [Last accessed: 5/20/2022]

Here are a few excerpts from the article:

“Question: what do the following statistics have in common?

The second-largest (and growing) source of climate pollution in Europe.
The leading killer of children in both the US and Europe.
A principal cause of stress-inducing noise pollution and life-shortening air pollution in European cities.
A leading driver of the widening gap between rich and poor urban residents.

Answer: the vehicles on our streets, primarily the not-so-humble passenger car.”

also this:

“The research is clear: to improve health outcomes, meet climate targets and create more liveable cities, reducing car use should be an urgent priority.”

and this:

“To meet the planet’s health and climate goals, city governments need to make the necessary transitions for sustainable mobility by, first, avoiding the need for mobility (see Paris’s 15-minute city); second, shifting remaining mobility needs from cars to active and public transport wherever possible; and finally, improving the cars that remain to be zero-emission.”

You can also listen instead of reading it as it is a narrated article.

On walkability and walkability scores

I’m sharing a couple of articles on walkability and walkability scores. The first one actually points to the second but provides brief insights about the concept of walkability while the second is a more detailed article on the findings of a study on walkability.

Ionesco, D. (May 4, 2022) “Walkability Scores Don’t Tell the Whole Story,” Planetizen, https://www.planetizen.com/news/2022/05/117075-walkability-scores-dont-tell-whole-story?utm_source=newswire&utm_medium=email&utm_campaign=news-05052022&mc_cid=c04e3e4dc0&mc_eid=9ccfe464b1 [Last accessed: 5/7/2022]

To quote from the article:

“if cities truly want to be pedestrian-friendly, they need to think beyond the sidewalk…”

The second article is from late April:

Gwam, P., Noble, E. and Freemark, Y. (April 28, 2022) “Redefining Walkability,” urban.org, https://www.urban.org/features/redefining-walkability [Last accessed: 5/7/2022]

To quote from the article:

“To create a more comfortable walking experience, our research points to a few steps DC planners and policymakers can take to increase racially equitable walkability across the city:

  • expand tree cover in the densest parts of the city,

  • increase nonautomotive modes of transportation in central areas,

  • reduce noise pollution,

  • support more equitable access to key resources, and

  • prioritize road design that limits the need for police traffic enforcement.”

While the article puts emphasis on the topic of racial equity, such concept can easily be adapted and adopted for our purposes. For one, it could be interpreted as being inclusive if one is not comfortable with the term “race”.

Don’t miss downloading the technical appendix of their report. This will be very useful to researchers, practitioners and advocates of active transport.

Bike-friendly fast food

While doing field work early this week, we decided to do a quick drive through for refreshments. As we queued for the drive through window, we came upon this recent addition to many fast food restaurants in light of the increasing popularity of cycling amidst the Covid-19 pandemic. Here are a few photos of the Bike & Dine at McDonald’s along Rodeo Drive in Alabang.

 

Our first close look at the bike & dine section of a fast-food restaurant ironically was via the drive through of a restaurant.

McDonald’s bike & dine facility – many if not most of their newer branches have allocated space for bikers. These clearly show that such facilities or features can be included in the space layout and design of such restaurants.

Cyclists may park and secure their bikes on one side (left with a slot for a wheel) and sit to eat and/or drink on the other side of the table.

A close-up of the table, seats and bike slots

More and more establishments are now putting up bike facilities such as parking and bike & dine. We hope that these will help encourage more people to cycle while also proving that active transport is good for business.

Where do trucks fit in complete streets?

The complete streets concept usually involve transforming streets to favor active and public transport. The typical discussions and presentations on complete streets are often focused on taking away road space from cars to allocate to pedestrians (e.g., wider sidewalks), cyclists (e.g., bike lanes) and public transport (e.g., transit lanes). Seldom do we read about trucks, deliveries and related items even in guides and manuals and are often just implied to be addressed in street transformation examples.

Evans, T. (March 24, 2022) “”Complete Streets” and Goods Delivery: What are Streets For?” New Jersey Future, https://www.njfuture.org/2022/03/24/complete-streets-and-goods-delivery-what-is-a-street-for/ [Last accessed: 4/5/2022]

To quote from the article:

“Not every final destination for a package needs to be accessible to large trucks. Rather than proposing truck-focused modifications (wider lanes, bigger turning radii, etc.) to local streets in order to accommodate truck deliveries, transportation planners and logistics industry professionals should focus instead on matching the type of delivery vehicle to the environment in which the destination is located.”

I recall the mainly pedestrianized shopping streets (shotengai) in Japan when I try to make sense of how delivery vehicles can be included in the discussion. The Japanese use small trucks or vans for deliveries and mostly these are confined to the side streets. However, during certain times of the day, usually early mornings or after business hours, they are allowed inside the shopping street for quick deliveries or pick-ups. This show what kind of goods vehicles and operations may be permitted.

History: article on how jaywalking came to be

I am sharing this article on the invention of jaywalking. It is a very informative articles and gives context to the current situation where cars dominate streets and car-centric policies and infrastructure diminish pedestrians and walking. I’ve always said that history should enlighten us about how it was, how it came to be and what we need to change now if we are to attain a more sustainable transport system that will contribute to improving safety and ultimately, quality of life.

Thompson, C. (March 29, 2022) “The invention of ‘Jaywalking’,” Marker, https://marker.medium.com/the-invention-of-jaywalking-afd48f994c05 [Last accessed: 4/2/2022]

To quote from the article:

“It’s not totally clear who invented the phrase, but it was a fiendishly clever portmanteau. In the early 20th century, the word “jay” mean an uncultured rube from the countryside. To be a “jaywalker” thus was to be a country bumpkin who blundered around urban streets — guileless of the sophisticated ways of the city…
Ever after, “the street would be monopolized by motor vehicles,” Norton tells me. “Most of the children would be gone; those who were still there would be on the sidewalks.” By the 1960s, cars had become so dominant that when civil engineers made the first computer models to study how traffic flowed, they didn’t even bother to include pedestrians.”

The article showed photos of pre-automobile times in the US. Here’s a photo of pre-automobile Manila for context:

And here’s Manila during the American period but with most people walking or taking public transport in the form of the tranvias:

Chaotic as the scenes appear to be, these streets were definitely safer and perhaps saner than what he have now. The challenge is how to re-orient our streets and reclaim it to favor people instead of cars.

On the future on urban transportation

I’m sharing the following article on the idea of mobility hubs in cities:

Descant, S (March 16, 2022) “Are mobility hubs the future of urban transportation?” Government Technology, https://www.govtech.com/fs/are-mobility-hubs-the-future-of-urban-transportation [Last accessed: 3/18/2022]

To quote from the article:

“As cities reimagine transportation and transit, they’re turning toward innovative attempts to bring multiple modes together, with the essential aim of making it easier for residents and others to choose a mode of travel other than the single-occupancy car.”

Though I support this idea, I think it only implies that housing issues are already covered. In reality, there should be clear-cut and simultaneous initiatives covering both housing and transport. In Metro Manila’s case, for example, the sprawl is over a much wider area and covers at least 4 provinces surround the metropolis where people have chosen to settle/reside due to the high and rising cost of housing in the MM. While the example of Tokyo and its railway lines may be used as inspiration, it will take a lot for Metro Manila to have such a transit network to carry so many people around MM+.

On bicycle economics in the Philippines

I am sharing this link to a newly minted reference that should be useful to policy or decision-makers (yes, that includes politicians) in justifying bicycle facilities including bike lanes around the country.

https://www.freiheit.org/philippines/bikenomics-assessing-value-cycling-philippines

There’s been a dearth in local references and this should suffice for now pending more in-depth studies on the benefits of cycling and related-facilities and programs in the Philippines. Note that while the reference mentions certain calculations and unit costs, it would be better to have the actual numbers from the various LGUs that have constructed bike lanes and facilities, and implementing bike programs and projects. Quezon City and Mandaue City, for example, should have the numbers that can serve as initial data for compiling and eventual publication of unit costs per type or design of bike lanes or bikeways. LGUs and national government should gather, process and make use of such data in aid of bike facilities and infrastructure development that will attract people away from private motor vehicle use while reinforcing both active and public transport mode shares.

Take a hike or a walk?

Here’s an interesting article calling for people to go out and spend some time with nature.

https://www.inverse.com/mind-body/doctors-free-nature-prescriptions-treat-chronic-diseases

The prescriptions mentioned are not at all new, content-wise but the article does mention that people tend to follow prescriptions from their doctors. Perhaps the prescription will be treated or perceived as a more serious matter compared to verbal ones that are interpreted as suggestions and not really all that serious? No matter, the important thing is to be active and keep walking, hiking, jogging or cycling.

The UP Diliman campus’ Academic Oval, along which many people walk or jog in the mornings or afternoons. Biking is currently prohibited along the central loop road of the campus.

Roadside bike repair stations

Walking along 38th Street at the Uptown side of Bonifacio Global City (BGC) in Taguig, I came along this mini bike repair station conveniently located along the bike lane and just across from the schools along the street. It had some tools and a pump. Typical of what a cyclist or biker may need in case some quick repairs, adjustments or tire inflation are required. The first time I saw something like this was along Commonwealth Avenue; provided by a bicycle group that helped promote bike-to-work along that corridor and Quezon City.

The station is sponsored by a private company and seems to be a cooperative effort with BGC.
Tools like an adjustable wrench and screwdrivers are all secure vs. unscrupulous persons.
The pump is also secured and hopefully there will be no one attempting to damage or vandalize these.
There are also quick tips for checking your bicycle printed at the pump side of the station.

We need more of these especially along the major roads used by cyclists; especially those who bike to work. Granted that there are many bike shops and perhaps the vulcanizing shops as well as cyclists bringing their own tools and pumps but you never know when you will need some tools or perhaps a pump to inflate tires. Of course, these will need to be secured as there are people who have the propensity to steal, damage or vandalize tools.

Cities and Automobile Dependence: What Have We Learned?

We end the year with an article from Todd Litman via Planetizen. The topic is something that we really need to ponder on as we or if we are to move towards more sustainable transportation for our cities and municipalities. The experiences during this Covid-19 pandemic should have provided us glimpses of how it could be if we put active and public transport above automobile dependence or car-centricity.

Source: Cities and Automobile Dependence: What Have We Learned?

The main article may be found here (in proper citation for academic/researchers reading this):

Newman, P. and Kenworthy, J. (2021) Gasoline Consumption and Cities Revisited: What Have We Learnt?. Current Urban Studies, 9, 532-553. doi: 10.4236/cus.2021.93032.