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I just wanted to do a quick share of a new method for evaluating road and bicycling infrastructure – cycleRAP. This was developed by the International Road Assessment Program (iRAP), which has established a star rating system as the international standard for road safety assessments. We currently use their Star Ratings for Schools (SR4S) to evaluate the school environment towards ensuring safe journeys for school children. Here’s the link to their website:
To quote from the site: “CycleRAP is an easy, affordable and fast method of evaluating road and bicycling infrastructure for safety. It aims to reduce crashes and improve safety specifically for bicyclists and other light mobility users by identifying high risk locations without the need for crash data.”
It’s that time of year again when the heavy rains lead to flash floods along many roads. I took the following photo as we slowly progressed towards Cainta Junction early this week. The Felix Avenue approach was flooded after more than an hour of heavy rains fell upon Cainta and neighboring towns. We learned later that the rains fell on a larger area as EDSA and other major road in Metro Manila also experience flash floods. These cause traffic to slow down if not outright stoppage. Many commuters can get stranded when PUVs are not able to run due to the floods. Deeper waters mean light vehicles including motorcycles and bicycles cannot proceed along certain roads, further exacerbating the traffic situation.
Motorcyclists emerge from their shelters to travel along flooded roads. A common sight when there are downpours are motorcyclists huddling under overpasses, bridges, or whatever shelter may be available to them. Many bring rain gear but opt to just stop and wait it out until the rain stops.
A cyclist braves the floods – while pedestrians will likely stop and wait it out for the rains to stop or for the floods to subside, cyclist might just pedal on. They just have to be more careful as potholes and other dangers may be hidden by the floodwaters.
Cainta Junction has been submerged by so many floods over so many years. Even with the new drainage constructed under and along Ortigas Avenue Extension, Felix Avenue and Bonifacio Avenue, it seems their capacities are not enough to handle the rainwaters. That or perhaps their intakes need to be redesigned to more efficiently take on the heavy rains and the resulting runoff.
I shared the following photo on social media with the label “Kalbaryo at Kaligtasan”:
Cyclist pedaling ahead of cars queueing along the C5 ramp towards BGC
The label or title has double meaning. Conspicuous in the photo is the image of the Crucifixion atop what is a small shrine along Circumferential Road 5 across and facing SM Aura. The image appears to be a reminder or symbol of suffering but with the superimposed image of traffic congestion, alludes to the suffering endured by motorists on a daily basis. The “kaligtasan” or salvation part of the photo is in the form of the cyclist or the bicycle (I really have to explain that, right?) that offers an alternative or even hope for those who seek it. One thing the pandemic has taught us is that active transport in the form of walking or cycling is part of the solution to the transport problems we are experiencing. Public transport, of course, is touted as an ultimate solution but the reforms and infrastructure required are and will take time to implement, and these are already encountering problems leading to further delays or ineffectiveness.
There is a strong push for more bike lanes to be developed along both major and minor roads. Many pop-up bike lanes that were implemented and permanent bike lanes constructed in 2020, mostly during the lockdowns, to address the needs of ‘frontliners’ who opted to bike to work have been retained and even upgraded to adhere to guidelines issued by the DPWH. While these bike lanes are not yet as comprehensive as desired and most are not the protected types, recent developments have threatened their existence and consequently the safety of cyclists (especially bike-to-work) and the promotion of cycling as a primary mode of transport.
We need to transform our streets where it is possible in order to take advantage of the increasing popularity of cycling that has convinced some people to select cycling at least for their last mile trips and hopefully for the most part(s) of their commute. From a transport planning perspective, we should also determine if these mode shifts can be sustained and perhaps increased with proper integration of public transport and active transport thrusts.
The recent removal of protected bike lanes or barriers that serve to protect cyclists using the lanes in some cities are examples of regression rather than progression. These come as a surprise as these cities have made leaps and bounds so to speak in developing their bike lane networks. Where did the orders to do so originate and are staffs of these cities communicating, discussing and coordinating these actions? Apparently, there are internal conflicts and perhaps, I dare say here, politics involved. It is also possible that within LGUs, the concepts, visions and plans for transportation are not harmonized or understood making one project by one clique unacceptable to another or others. I know from personal experiences that LGU traffic engineering & management and operations staff are often not in synch with their planning counterparts. This is not and should not be a given since both need to collaborate in order to address transport and traffic issues that need more comprehensive and progressive approaches compared to what have been practiced before.
LGUs cannot rely on strategies and tactics that are along the lines of “ganito na ginagawa noon pa” or “ganito na inabutan ko”, which only proves these were ineffective (i.e., why not try other techniques, methods or strategies instead?). Transformations and paradigm changes to solve transport problems cannot be achieved by denying the change, innovation or new ideas required for emerging as well as persistent issues/problems.
We were at the Bonifacio Global City (BGC) a couple of weeks ago after almost two years of not going there mainly due to the pandemic. We frequented BGC before especially since my wife’s office is there and, if it weren’t for the ‘old normal’ traffic, the place offered a lot in terms of restaurants and shops. When traffic wasn’t as bad, we even had our Saturdays there with our daughter as her Kindermusik sessions were originally there before we transferred to their branch at The Grove. It’s not yet post-pandemic but traffic is back to ‘old normal’ levels.
I was expecting to see the bike lanes along C5 and at BGC when we traveled there. I will post separately about the bike lanes along C5. I just wanted to share here a few photos the wife took of the bike lanes at BGC. It is truly a welcome development not just here but in many places across the country where cycling offers another option for trips of various purposes including commuting between homes and workplaces. The protected lanes along 9th Avenue are wide and can be replicated elsewhere in order to encourage more people to use bicycles. The connectivity of bike lanes, though, leaves much to be desired if one expects people to use bikes for longer trips.
There is an interesting graphic shared by a friend on his social media account. I am also sharing it here. The source may be found at the bottom right of the graphic.
I think the graphic speaks for itself. How can we encourage people to bike whether for commuting or other utilitarian purpose if there are nuts behind the wheels of many motor vehicles? All the points raised in the graphic are true for the Philippines and are not limited to drivers of private vehicles. These are also the same for public transport drivers as well. And these cannot be solved or addressed overnight. You have to get to the roots of the problem, which are about the driver and rider education (i.e., training), and the licensing system of the Land Transportation Office (LTO).
While there are driving and riding schools that have proliferated, many seem to just go through the motions of driver and rider education. Prospective motor vehicle drivers and riders often just learn enough to pass a flawed examination to get their licenses. Do they really learn about how to behave properly when driving or riding? It certainly does not show with how they deal with cyclists and pedestrians. As for enforcement, well that’s another topic to discuss in a separate post.
Here is a very interesting article that tackles a not so obvious benefit of switching to cycling:
Dion, R. (July 12, 2021) “Biking’s Billion-Dollar Value, Right Under Our Wheels,” Planetizen, https://www.planetizen.com/features/113986-bikings-billion-dollar-value-right-under-our-wheels?utm_source=newswire&utm_medium=email&utm_campaign=news-07262021&mc_cid=51555c9a39&mc_eid=9ccfe464b1 [Last accessed: 8/4/2021]
To quote: “A strategic switch to biking would dramatically reduce the depth of roads, saving untold billions over the next generation.”
This is relevant from the perspective of highway engineering particularly concerning pavement design, construction and maintenance. It is intriguing, too, since pavement design (and consequently pavement thickness) is not necessarily correspondent to light vehicle traffic volumes. In the Philippines, for example, only heavy vehicles are considered for the pavement load estimation. It is assumed that light vehicle traffic, which compose most of the traffic along roads contribute mainly to pavement weathering rather than structural aspects.
Here’s another recent article about tires developed by NASA for their rovers. Obviously, the objective was to eliminate flat tires when you send them out to explore other planets or moons. The applications here, however, will have a big impact on vehicles including bicycles that have increased popularity in the last year partly due to the pandemic. These might definitely become game-changers particularly for those who bike commute.
Golson, J. (March 23, 2021) “These NASA-developed bike tires could be the last you ever buy,” Inverse, https://www.inverse.com/innovation/these-nasa-developed-bike-tires-could-be-the-last-you-ever-buy [Last accessed: 3/25/2021]
I had posted about the tires on my father-in-law’s newly acquired pedal assist electric bike. Here is what it looks like. Of course, rubber is still the basic material here so perhaps this will be replaced by more durable (indestructible?) material stated in the article above.
After some hesitation, we finally decided it was time to remove the training wheels from our daughter’s bicycle. She’s enjoyed biking whether we walked alongside or were on our bikes, and she was already tall enough to stick out her legs to regain balance if the bike tilted to one side or the other. So we thought it was probably time to remove the training wheels so she will learn to bike on 2 wheels.
She’s a fast learner and after I pushed her a few times, she could already pedal ahead and straight. The turns took some time as she immediately stuck out a leg when she thought she would fall upon making a turn. The confidence grew and the following day she was already turning while keeping her balance. She now cycles every afternoon but we still forbid her to go by herself and beyond our eyesights. So we usually have one adult or our high-schooler to bike with her. Sometimes, her grandfather, who cycles at 78, also shadows her and gives her pointers.
The view as I followed her along one street in our neighborhood.
I always tell her to take the lane and not wander to the middle of the road or the edge of it. Our main worry is always the motor vehicles that tend to speed as if no one else is using the road. Some motorcycle riders are reckless and so are many car drivers. It is as if they were not driving/riding in a residential area. So we always remind our little one to position herself where she can maneuver to avoid these vehicles. And we always remind her to be aware of her surroundings as being alert will help keep her away from danger.
I think we should teach our children to bike at an early age. It is a very useful skill to learn and nurture, whether its for recreation, exercise or transport. She already knows how to swim, which was and still her preference over cycling. Our daughter was already biking (with training wheels) at 4 but it took some time for her to grow (she was really small for her age then) and gain strength. She just turned 7, and we think she can now out-pedal us if we didn’t ask her to slow down. 🙂 I think its time to get another bike, too, as the wife’s also returned to cycling in order to shadow our daughter. I’m usually left to run after them…
The pandemic and the resulting lockdowns led to people rediscovering what is now termed as active transport modes – walking and cycling. Not that these modes were not being used for travel as usually they, especially walking, represent the last mile/kilometer mode for most people. With the absence or lack of public transportation or service vehicles (e.g., free shuttles for frontliners, office service vehicles, etc.), many people turned to cycling. Perhaps one area outside of commuting where bicycles have plenty of potential (and I use the word ‘potential’ here because it is not yet as widespread as motorcycle use) is for delivery services. It is the general perception that there has been a surge in deliveries for various items especially food from restaurants. Why not employ bicycles either to supplement or augment the usual motorcycles used for such purposes? I took the following photos showing an example of deliveries using bicycles.
Jollibee delivery rider on a fat bike
The bicycle rider compared to a motorcycle rider – the bike is just about the same size as the motorcycle, only higher/taller due to the large wheels on the bicycle. The carrier or box is also larger than the typical carrier as it is for transporting food that can be of a large quantity or even multiple orders if these are in close proximity to one another.
Fast-food delivery via bicycle along Felix Avenue in Cainta, Rizal