Caught (up) in traffic

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On building the ideal city from a transportation perspective

There’s a not so old article that popped in my timeline of articles I’ve read the past years. I thought I would make a quick share of it here. It is a good read and something that will never be irrelevant for as long as we have not redeveloped our cities and municipalities for transport equity and sustainability. Here’s a takeaway from the article:

“The ideal city is a place where lots of different kinds of people with lots of different amounts of money can live and work. It has to be easy to get around without a car, even for people whose bodies can’t ride bikes or hop over potholes, and for people who have kids to drop off on the way to work and groceries to buy on the way home, and maybe flowers to buy next door to the dry cleaner’s. These are places where people want to live, because it’s nice there. The fact that those places also adapt to and mitigate climate change instead of causing it is a bonus.”

Here’s the article from last year:

Rogers, A. (April 1, 2020) “Build Cities for Bikes, Buses, and Feet—Not Cars,” Wired, [Last accessed: 4/30/2021]

On when to use masks when outdoors

Here is a useful graphic from the US Centers for Disease Control and Prevention. The graphic described situations for when masks are required. I don’t want to use preferred because it means people may opt out of using masks. It is a useful reference even for those in other countries that do not have enough clear information from their governments about wearing masks and how it helps protect vs. getting infected by Covid-19. It is applicable to people searching for a legit reference to mask-wearing in outdoor situations.

This information becomes more relevant as people start getting vaccinated and at the same time look forward to getting together with family and friends in social events such as eating out or having picnics. Of course, this also applies to exercise as well as commuting via active transport modes (i.e., walking or cycling).

If you build the bike lanes, will people use them?

The obvious answer to this question is yes. It is not so clear, however, how many will really be using these bike lanes over time. That needs data. That requires counting. And such data will be useful in order to understand, among other things, why people choose to bike or why they don’t. The latter is important to determine what factors are being considered by people who can switch to cycling particularly for commuting. Of course, there are many references for this from other cities and countries but these still need to be contextualized from our (Philippine) perspective. Case in point is Marikina, which has the most comprehensive network of bike lanes in the country. What are the numbers and what are the constraints and misconceptions? Did the city do its part to promote and sustain cycling?

Here is an article discussing the experience in the US:

Penney, V. (April 1, 2021) “If You Build It, They Will Bike: Pop-Up Lanes Increased Cycling During Pandemic,” The New York Times, [Last accessed: 4/9/2021]

Bike lane along Katipunan Avenue (C5) in Quezon City

Here is the link to the paper mentioned in the article:

On teaching children how to ride a bicycle

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…

On hover chairs

Here’s a quick share of an article presenting Segway’s attempt to become relevant:

So, A. (January 3, 2020) “Segway Is Bringing the Hoverchairs From WALL-E to Life,” Wired.

I still have to check though if this was the correct year for the article, which appeared in my recent Wired subscription considering it is already 2021. We now know that people have taken to active transport, particularly cycling or biking, during the pandemic. I place emphasis here on ‘active’ because anyone who’s watched Wall-e surely knows what humans there looked like. Active transport and not such hover chairs will likely be the mode of the future. Of course, there are suitable applications for these including perhaps a replacement for wheelchairs or enhanced transport for seniors and whoever may require such. But in general, perhaps we shouldn’t be dependent on these to move about.

On cycling fatalities and the way forward

I’ve read a few articles and social media posts about how its become more dangerous or risky for cyclists during the pandemic. The statistics and observations show that there is an increase in the number of cyclists. I am not even considering here the recreational ones (and I have observed that there are a lot more of them). I focus rather on those who use bicycles to commute between their homes and workplaces; or those who cycle to market or do their groceries. The danger lies mainly from motorists who have little or no regard for cyclists and pedestrians; choosing to hog the roads for themselves. And there seem to be more of these motorists these days, too, as people owning cars have opted to use these instead of taking public transportation.

Here’s a recent article about safety in the US. Those stats and assessments can be replicated here given the availability of data on kilometers traveled and crashes that are usually employed for risk assessments.

Marquis, E. (December 22, 2020) “Cars have killed almost 700 cyclists in 2020,”,

The only solution for our case really is to put up protected bike lanes. Local standards or guidelines need to evolve and the people behind these should be of progressive thinking rather than relying on “what has been done” or “what they have been doing”. That attitude will only give us poorly planned and designed infrastructure for cycling and walking. The coming year offers some opportunities for active transportation as the DOTr and the DPWH (plus the MMDA in the case of Metro Manila, and perhaps the LGUs where applicable) are supposed to implement major projects intending to produce the bike lanes and walkways for Metro Manila, Metro Cebu and Davao. The budget is in the billions of pesos so much is expected about these projects. Will they become models for other Philippine cities and municipalities to follow? Or will these be like going through the motions just to appease those calling for active transport facilities?

Micromobility policy atlas from the Shared-Use Mobility Center

Here’s a quick post sharing a policy atlas on micromobility from the Shared-Use Mobility Center. It looks like this will be something like a work in progress since there surely would be more policies and infrastructure in more cities and countries as micro mobility catches on with people. Already having many users prior to the pandemic, micro mobility, especially cycling, has gained even more during the lockdowns and afterwards when people opted for this mode over public transport (usually because of a lack of it), private cars (expensive), motorcycles (not their thing), and walking (too slow for their taste?).

Here is the link to the atlas:

On sharrows

The term ‘sharrow’ basically short for shared right-of-way and refers to lanes or roads that are ‘designated’ for all modes of transport including and especially non-motorized ones such as bicycles. It also refers to the lane markings. There have been some mixed experiences and opinions about sharrows; particularly referring to whether they are effective. Here’s an article from the director of technology of Smart Design, which is a strategic design and innovation consulting firm in the US that gives another opinion (an evidence-based one) about sharrows:

Anderson, J. (September 30, 2020) “Safer with sharrows?”, World Highways,

I guess the experiences in different countries vary according to several factors. Perhaps these include cultural factors that also relate to human perceptions and behavior? Education is also definitely a factor here aside from awareness. And we have to work harder on these and together, rather than play the blame game on this matter that relates to safety. How many times has the observation that Filipinos tend to regard road signs and markings as merely suggestions rather than guides and regulations?

On the transformation from car-oriented to people-oriented streets

I saw this article shared by a friend on social media and share it here as an interesting piece providing ideas and the thinking or attitude required if we are to transform our streets:

Jaffe, E. (2020) “4 ways to go from “streets for traffic” to “streets for people”, Medium, [Last accessed: 9/30/2020]

It is actually interesting to see how this plays out in Philippine cities. The ‘honeymoon’ or ‘grace’ period from the lockdown to the ‘normalization’ (read: going back to the old normal) of traffic might just have a window and this is closing for active transport. National and local officials, for example, who seemed enthusiastic and quickly put up facilities for active transport have slowed down efforts or even stopped or reneged on their supposed commitments. The next few weeks (even months) will show us where we are really headed even as there are private sector initiatives for active transport promotion and integration.

What if our government officials used bicycles for their commutes?

Here’s another quick share of an article about cycling:

Reid, C. (2019) ‘Cherish The Bicycle’ Says Dutch Government — Here’s That Love In Map Form, Forbes, [Last accessed: 9/29/2020]

The Dutch have perhaps the densest bikeway network in the world as shown in the article and the link below showing bike lane maps. They also have a government that is pro-bicycle. You wonder what transportation and infrastructure would look like if our government officials biked to work or used public transport on a regular basis. Perhaps these will affect how they make policies and decisions pertaining not just to transport but on housing and health as well? It would be nice to see a counterfactual discussion or paper on this and other scenarios that could help us improve transport and quality of life. This is a big “what if” that many people are actually clamoring for so government can be grounded in the way they make plans and decisions.

Here is the link to Open Cycle Map, which is affiliated with Open Street Map: