Home » Posts tagged 'car-dependence'
Tag Archives: car-dependence
Here’s a quick share on a topic that is also very relevant especially for local government units – traffic management. To quote from the article:
“Today, when the mobility of Filipinos is severely constrained by limited public transport capacity, …and when there is heightened pressure for private vehicle use, there is no better time to re-orient traffic management in the Philippines in order to prioritize inclusive, efficient and environmentally sustainable travel modes. The crucial ingredient is not infrastructure but political will.”
Siy, R.Y. (January 8, 2022) “People oriented traffic management,” Mobility Matters, The Manila Times, https://www.manilatimes.net/2022/01/08/business/top-business/people-oriented-traffic-management/1828593 [Last accessed: 1/8/2022]
The article makes perfect sense as traffic management in the country has always been car-oriented including the strategies, policies, schemes, measures and others that have focused on facilitating private car travel over active and public transport modes. The challenge here is how to bring this up front and an election issue at both national and local levels.
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.
The main article may be found here (in proper citation for academic/researchers reading this):
With the current climate talks in the background, there is also a parallel discussion on the impacts of electric vehicles and self-driving cars. Will they help solve our transport or traffic problems? Perhaps e-cars will contribute to the reduction of emissions and greenhouse gases. Perhaps they can also help in reducing dependence on fossil fuels. But can they alleviate congestion? Or will they just promote more car-dependence? Here’s a nice article from early this year that discusses the “big problem” with electric cars:
I also read another article about the issues concerning the batteries (e.g., lithium batteries) used by these e-vehicles. We are only beginning to see how difficult it is to deal with the waste of used batteries not just from e-vehicles but from other sources as well. Renewables like solar, for example, requires batteries for storage. These are issues that need to be addressed ASAP. Otherwise, it will be a losing proposition for people in general as they end up with modes of transport that are not sustainable for the future. Perhaps we can just walk or bike?
The answer is no. Roads were and are built as basic infrastructure for transport no matter what the mode. However, the standards for dimensions (i.e., number of lanes, widths, etc.) are based on the motor vehicle capacity, and structural standards (i.e., thickness, strength, reinforcement, etc.) are based on the weights they are supposed to carry over their economic lives. The pavement load as it is referred to is usually based on the cumulative heavy vehicle traffic converted in terms of the equivalent standard or single axles or ESA. An ESA is 18,000 pounds or 18 kips in the English system of measurements or 8.2 metric tons in the Metric system.
A typical local road – is it really just for cars or is it also for walking and cycling? Or perhaps animal drawn transport?
A colleague says many of the posts in social media pitting bicycles with cars are already quite OA (overacting). I tend to agree as I read how people generalize roads being car-centric. Roads have been built basically to serve a avenues for transportation. They were improved over time in order to have more efficient ways to travel by land. It didn’t hurt that vehicle technology also developed over time and bicycles somehow became less popular than the cars and motorcycles. The motorcycle itself evolved from bicycles so in a way, it is the evolved and mechanized form of the two-wheeler.
In a perfect world, people would be sharing the road space and it would be equitable among different users. In a perfect world perhaps, it won’t be car-centric as there would probably be better public transport options and transit will be efficient, reliable, comfortable and convenient to use.
The reality, however, is that we do not live in a perfect world and transformations like the ones being pitched on social media are nice but are also not as inclusive and equitable as their advocates claim them to be. I’ve always said and written that you cannot simply change transportation without also implementing changes in land use and housing in particular.
Why do we need wide roads connecting suburbs and urban areas? Why is there sprawl? Why do people live in the periphery of CBDs or the metropolis? It is not just about transport though it seems easier to focus on this. Even transportation in Japan, with Metropolitan Tokyo and its equivalent of NCR plus as a subject, needs to be properly contextualized for land use and transport interaction and development. It seems that even with a comprehensive and efficient railway network, there are still shortcomings here and there. We don’t have such a railway network (yet) so we need to find ways for easing the currently long and painful commutes many people experience on a daily basis. That means continued dependence on road-based transport and trying to implement programs and schemes to improve operations.
I read the statement of a government official about vehicle sales, and the subsequent responses it got. He cited math and seemingly joked about not being good at it while trying to make sense of the numbers. It is not as easy as he supposes. And I think that is partly why we fail to address the transport problems. For one, we think it is just about road capacities. For another, it may be about public transport supply. These are not mutually exclusive but rather intertwined along with so many other factors.
Housing, for one, (i.e., its availability, affordability and location) is among the most important factors that affect or influence how we commute. I have been asking the question about housing affordability in CBDs such as Makati, Ortigas and BGC. Lucky for those who already reside at or near those places but most people working there have to contend with expensive mortgages, leases or rents. How much is a condo unit in BGC, for example? If you have a family of 4, you certainly can’t and won’t opt for a studio unit just because its near your workplace. It’s obvious here that you also would have to consider where your children will be going to school as well as the workplace location of your partner if he or she is also working. No schools for now but imagine how it was and would be once our children go back to physical school. Such facts of life seem lost to many pundits commenting or offering opinions about transportation.
I think to be fair this should also be framed from various perspectives. For example, those vehicle purchases don’t necessarily mean additional vehicles on certain roads. like what one MMDA official claims. These will be distributed across the network of roads, and these will be operating during certain times of the day. Some of these vehicles were purchased by new car owners. Others as replacements to older or unserviceable units (e.g., upgrades). It would be nice to see, for example, the stats from 2008, 2009 & 2010. Thousands of vehicles were doomed by Ondoy in the greater Metro Manila in 2009 resulting in their replacements late that year until 2010. Then there was the boom in sales in the following years as people ventured into TNCs (Uber and Grab). The recent surge in private car use and what seems to be strong sales of these vehicles in the wake of the Covid-19 pandemic is more out of necessity (why do you think people aren’t taking to cycling for their commutes as much as is desired?)
The question why people still prefer to purchase and use their own vehicles has not been answered in the most honest way because different people with their own agenda tend to paint different pictures of the car owner. In some cases, car owners are being portrayed as ‘evil’ while those taking the more environment-friendly modes as ‘good’. Again, it should be obvious that this is not a ‘good’ vs. ‘evil’ discussion nor is it something that is black and white. We should pay (a lot of) attention to the grays, which can have so many different shades when it comes to transportation. No one really wins a “holier than thou” exercise where people on opposite sides tend to take hard line stances and close their minds to constructive ideas from either side.
Here is a quick share today. This is another excellent article from Todd Litman who makes a great argument for why planning should move away from its being car-centric and contribute towards a significant reduction in society’s dependence on cars.
Litman, T. (December 15, 2020) “Automobile Dependency: An Unequal Burden,” Planetizen.com, https://www.planetizen.com/node/111535?utm_source=newswire&utm_medium=email&utm_campaign=news-12212020&mc_cid=e746a044a3&mc_eid=9ccfe464b1 .
Much have been said and written about this topic in many platforms including social media but in many of these, I noticed that the discussion often deteriorated into hating or shaming exercises rather than be convincing, constructive arguments for reforms in planning and behavior and preference changes in transport modes. Litman is always very fair and comprehensive and employs evidence or facts in his articles that should be clear for most people to understand. I say ‘most people’ here because there are still many who are among those considered as “fact-resistant”. Happy reading!