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Tag Archives: bicycles
You saw that meme shared in social media where they say “why bicycles are bad for the economy”? There’s some humor there but it doesn’t necessarily convince many people to support cycling or biking over motor vehicle use.
Here goes one and note the logic:
“Cycling or bicycles are good for the economy because…it helps reduce car use/dependence. That means less dependence and expenses to fossil fuels. That means more money available to the household for more important stuff like food, homes and education.”
Can you come up with something like that?
Workers on bicycles crossing the Marcos Highway bridge from Marikina towards Quezon City.
There are many references that are free for downloading. These include the latest publications from the National Academies Press that includes outputs from the National Academies of Sciences, Engineering and Medicine. I am sharing here and posting also as a reference for me to return to a new publication from the National Cooperative Highway Research Program:
NCHRP Research Report 941: Bicyclist Facility Preferences and Effects on Increasing Bicycle Trips by Watkins, Clark, Mokhtarian, Circella, Handy and Kendall.
The research was supported by the American Association of State Highway and Transportation Officials (AASHTO) in cooperation with the Federal Highway Administration (FHWA).
I am posting a couple of LGU issuances that would be good references to other LGUs as we all tread along through these quarantines, curfews and lockdowns (or whatever it is they call it these days). First off is the Ordinance from Pasig City. The city has been in the news quite frequently for the very progressive, responsible and active handling of the situation led by its popular mayor Vico Sotto. His policies and programs are claimed to be based on data or information on his constituents that his team is using with much efficiency. This shows us how data analytics can prove useful in times of crisis such as the Covid-19 pandemic. The ordinance also shows a grasp of realities for transport and the so-called “new normal” that people have been talking about once we transition out of the quarantines and lockdowns.
I guess it begs the question if Pasig is also coming out with a formal policy or statement regarding other modes of transport such as tricycles, jeepneys and buses. They did allow tricycles for a while until national government told them to cease tricycle operations citing health issues while not really delving into details to find a way to improve people’s mobility during these times. Meanwhile, other LGUs specifically one that is close to the President’s heart has defied the very same orders from national agencies to restrict tricycle operations as public transport. I will post that issuance next…
This week is the UN Global Road Safety Week. And so, I will be sharing some articles and references related to road safety including the following pertaining to crashes involving bicycles and motor vehicles:
Bicycle Accident Prevention: Avoiding the 12 most common types of bicycle/vehicle accidents
The only comment I have about the above reference is that it still uses the term “accident” instead of “crash”. The latter is the more appropriate term now being used by professional, advocates and policymakers who are focused on safety; keeping in mind the motto that “road safety is no accident”.
Here is another quick post on another article I am sharing showing the importance of sustainable transport:
Milner, D. (2019) How sustainable transport can save the world, medium.com, https://medium.com/@djjmilner/how-sustainable-transport-can-save-the-world-f2f64517dc52 [Last accessed: 4/9/2019]
It goes without saying that sustainable transport has a lot of potential for helping mitigate climate change and other issues but much is expected of our leaders for policies and program & project development & implementation towards achieving sustainable transport in our cities and municipalities.
I saw this interesting article on cycling/biking that I thought was quite relevant to the situation we have on campus. The University of the Philippines Diliman campus has a bike lane along the inner side of its Academic Oval that has been used by various cyclist types. There are those who use their bikes for commuting or going around campus (e.g., students traveling between buildings for their classes, messengers bringing documents, etc.). There are those biking in a more relaxed manner (i.e., for recreation). And then there are those who bike for fitness including those racing around the oval. It is from the latter that UP Diliman has received complaints about conflicts with joggers, motor vehicles and fellow cyclists. But then UP has maintained that the bike lane is not for racing or taking laps around the oval. It was created to have a segregated (and in the future maybe protected) lane to enhance mobility more than any other purpose.
Babin, T. (2018) “How to ride a bike slowly (and why you would want to),” Medium.com, https://medium.com/shifter/how-to-ride-a-bike-slowly-and-why-you-would-want-to-b544ec869846 [Last accessed: 2/4/2018].
UP Diliman’s Academic Oval now features a bike lane between a jogging/walking lane and the lanes assigned for motorised traffic. The ice cream vendor on a NMT 3-wheeler is running on the bike lane.
I posted on a road safety-related page and suddenly there’s this guy who pounces on the post and delivers what he probably thought was an amusing commentary. From his posts, it was clear that he was one of those hard-core cyclists. I don’t want to use the word ‘fanatic’ but that is how many people would probably see him given his posts, comments and stand regarding cycling and safety. He also seems to revel in his claim to be a victim but the way he states this won’t really give him as much sympathy as he probably hopes to get. You have be more engaging and diplomatic if you want to be taken seriously whether as a stakeholder, a government official or an expert.
Everybody is certainly entitled to their own opinion (but not their own facts and that’s another story for another article that’s transport-related) about how roads can become safer for all. I say all because it is not only a concern of cyclists and motorists but pedestrians as well. Everyone, regardless of age, gender, economic status, etc. is vulnerable. And the only way we can succeed is if there is a collective effort that is fact/evidence-based and structured or organized. Cooperation is vital among various sectors and we must accept that there are many approaches, ways by which we can achieve the objective of safer roads and transport. Going hardline on one’s stand and trying to impose this on others will not get us anywhere.
There are two articles that I want to share here. These are quite interesting for me as they tackle something not usually written about when it comes to cycling. The “invisible biker” referred to in one of the articles is the typical low-income cyclist. These are those who can be seen regularly using their bicycles to commute to and from their workplaces; likely to save hard-earned money for more important items such as food and shelter (rent?). They do not use fancy bicycles like those nice, branded mountain, road or fat bikes that you see being used by recreational bikers or weekend cyclists. They most likely use second-hand bikes like those surplus bicycles from Japan, or perhaps old BMX’s that have been modified to make it a bit more comfortable for the long commutes.
I think these are the bike riders that we should be providing safe bikeways for. They are the ones who most often use bicycles for their trips and are at risk of being hit by motor vehicles.
There are two articles about bike sharing that got my attention today. These are both asked the question of weather bike sharing programs actually work or are successful. Following are links to the two articles available online:
Both articles draw upon the experiences in many cities in the United States where various bike share programs have sprouted. Many seem to have had some measure of success but most are not as successful when evaluated using criteria mentioned in the articles. I guess there’s much to be learned here but the experiences should not be limited to the US. There are better examples in Europe where bicycle use is quite popular compared to the US. Perhaps Asian examples, too, need to be assessed but then all need to be examined objectively and according to the unique situations and/or circumstances for how these bike shares came to be in the first place. In Metro Manila, the bike share program by the students at the sprawling University of the Philippines campus in Quezon City is a recent one but is very popular with students. Another, more endowed program in a more posh district in Taguig City is much less successful judging from the usually full racks of bicycles. There are also lessons to be learned here and perhaps things that can be shared with others looking to come up with their own bike share programs in their cities and towns.
I had been curious about the ADB-supported bike share initiative they called Tutubi since it was launched at the University of Sto. Tomas (UST) in Manila and at Bonifacio Global City (BGC) in Taguig. These have sophisticated portals where one can rent a bicycle by simply swiping or tapping your card unto the terminal. I finally noticed the bike station at Bonifacio High Street in BGC. I don’t know how I missed it since we are there weekly but then there are usually events in that area and the bike share station may have been obscured. Following are a few photos I was able to take as I watched our toddler walking about curiously and excited of the fountains and others she found interesting at High Street.
All the bikes seem to be here as not a slot was vacant.
It seemed ironic to see not one bike in use against the backdrop banners of a popular motoring magazine.
A closer look at the portal shows what looks like a new (unused?) facility.
It seems to me that there are few users of the Tutubi at least at Bonifacio High Street. I wonder if the bikes at UST are utilized more than the ones at BGC. I also wonder if UST is monitoring or studying bicycle use in its campus. Its use being limited within the premises of the campus sort of restricts users and diminishes utility. UST has a walkable campus and while its area is big (20+ ha) compared to other universities and colleges in the University Belt district, it is smaller beside Katipunan neighbors Ateneo De Manila University (80+ ha) and the University of the Philippines (493 ha). The latter two are also “walkable” with UP having more park-like features and open to the public.
UP Diliman has its own Bike Share program run by students and (I might come as biased) these seem to be popular on campus as I see many of the bikes used by students to go around from one building to another. UP Bike Share currently employs a more conventional system including subscriptions for frequent users. There is, however, a Department of Science and Technology (DOST)-funded project through the Electrical and Electronics Engineering Institute of UP Diliman that hopes to develop a more sophisticated system for managing and monitoring the bikes. That project has just started so we might wait 1 to 2 years to see its fruits.