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We conclude November 2021 with an article about shared lanes or shared right-of-way (thus, the term ‘sharrow’). These are lanes designated for use of both motorized vehicles and bicycles. I share many of the sentiments of the writer and there are many ways to go about to have legitimate, separate and maybe protected bike lanes for multi-lane roads (yes, the kind DPWH has been so keen in having along many national roads) should be the rule. For local roads/streets, however, there might be a need to compromise.
Flax, P. (November 7, 2021) “Why Sharrows are Bullshit,” Medium, https://medium.com/@peterflax/why-sharrows-are-bullshit-b01fea1fea6f [Last accessed: 11/30/2021]
I think the issue at the local level in the Philippines is that many roads are already quite narrow and cannot really accommodate bike lanes unless you ban motorized vehicles from using them (e.g., pedestrianization of certain roads/streets). While you cannot really close off so many roads, careful study by local governments should identify which streets can be pedestrianized over a certain period (i.e., phases) while others have shared lanes to accommodate the needs of residents and commercial establishments.
The above is just an example and should be subject to scientific or evidence-based assessments if such is indeed feasible. This can also provide an opportunity for education as people (i.e., road users) generally don’t understand the need for active transport facilities including what we assume to be common knowledge about the need for sidewalks, for example. Of course, other interventions may be implemented in order to “calm” traffic. Streets that are predominantly residential should have 20 kph tops as the speed limit. If such speed limits can be achieved and enforced then perhaps we can have safer streets, too, not just for cyclists but pedestrians as well.
Here is a quick share of an article regarding animal crossings and roads/highways:
I thought the article was interesting not just because it featured animal crossings but because the very same ideas and design interventions may be adopted for humans as well. Indeed, there will be cost implications but that is only because we have been accustomed to designs that favor car use more than the movement of people. Perhaps we should rethink how we design infrastructure such as our roadways for them to be favoring active transport and employing more nature or environment-friendly features.
Here is an article discussing the downside(s) of the 15-minute city; particularly its adoption without understanding first and setting the context for the concept:
O’Sullivan, F. (March 3, 2021) “The Downside of a 15-Minute City,” Bloomber CityLab, https://www.bloomberg.com/news/articles/2021-03-02/the-downsides-of-a-15-minute-city [Last accessed: 3/20/21]
Some people are pushing very much the same concept for quick adoption in the Philippines without again contextualizing it. I feel these people are detached or choose to be so perhaps as they seek shortcuts to achieve what they believe should be the way cities and municipalities are laid out in the country. But wait…don’t we already have 15-minute cities in the Philippines? I will be writing about that soon…
We deviate from our usual topics that are mostly about land transportation to something about air transportation:
Waldek, S. (February 10, 2021) “How the Boeing 747 Changed the Way Airplanes are Designed,” Architectural Digest, https://www.architecturaldigest.com/story/how-boeing-747-changed-way-airplanes-designed?utm_source=nl&utm_brand=spotlight-nl&utm_campaign=aud-dev&utm_mailing=thematic_spotlight_021021_2&utm_medium=email&bxid=5bd6761b3f92a41245dde413&cndid=37243643&hasha=cf6c402001bc473063a8744033fe9be3&hashb=ec2bb753c2e6299f5107823241955221da67bd1f&hashc=09f65c608bfb62050199733de500e3cd82827631b36d537ce8386d41a3bd1ff7&esrc=FYL_SEG_APR18&sourcecode=thematic_spotlight&utm_term=Thematic_Spotlight [Last accessed: 2/14/2021]
My first flight on the Boeing 747 was back in 1996 when I first traveled overseas to Tokyo. I was booked on a Northwest Airlines (NWA) flight and the airline used B747’s on the regular flights between Manila and Narita. Later, I was on another Northwest Airways, JAL and Korean Air B747’s for homecoming trips and a trip to Seoul. While in Japan, I usually took the Shinkansen for long distance domestic trips. I even had the chance to ride Pakistan Air’s B747 that was a half passenger, half freighter plane. The flight between Narita and Karachi in the 1990s had a stopover in Manila that meant cheap tickets between Manila and Narita (also because passenger demand for the airline was not as high since PAL, JAL and NWA were the airlines of choice between MNL and NRT. I was even upgraded to Business Class en route to Narita the only time I flew on PIA in 1998.
Here’s a model of a Delta B747-400 we got from one of our trips. Delta acquired Northwest and its flights to Asia.
There have been a lot of discussion both online and offline about coming up with bike lanes for Metro Manila. Already, there are examples of pop-up bike lanes in some cities while others have had bike lanes and bikeways constructed years ago (e.g., Marikina and Iloilo). While agencies like the DPWH and MMDA have formed technical working groups (TWG) for bike facilities, the perception is that these are moving too slowly (dragging?) and have not produced any gains in so far as design recommendations or guidelines are concerned. Just how important are such guidelines and perhaps at the beginning, context setting, to come up with suitable designs incorporating cycling (and walking) rather than the usual car-centric set-ups? Here’s another article I am sharing that argues for these street designs:
Jaffe, E. (2020) “The most important bike technology is…street design”, medium.com, https://medium.com/sidewalk-talk/the-most-important-bike-technology-is-street-design-401c94065b5c [Last accessed: 7/26/2020]
People biking to work along the Marcos Highway bridge’s painted bike lane
I spotted this modified jeepney along my commute between Antipolo and Quezon City. The jeepney has been modified so its door is no longer at the back like most jeepneys but at the right side. Judging from the design and the license plate, this was not a “new” jeepney though its the first time I saw this along my regular commute.
Modified jeepney plying the Antipolo-Cubao (via Sumulong Highway) route
The design is a safer one as passengers board and alight from the right side and to the sidewalk (assuming the jeepney driver positions the vehicle in the right manner for a stop). A back door meant passengers boarded and alighted in front of another vehicle or is exposed to traffic. This reminded me also about the designs for LPG jeepney models that were rolled out more than a decade ago but didn’t really take off. The electric jeepneys also have models with the side door that is now found in most models including non-electrics in the modernization program. Perhaps the government should require all jeepneys to be at least retrofitted this way?
I want to share an article discussing new guidelines for bikeways released in the US.
Andersen, M. (2017) “Which Bike Lanes Should Be Protected? New Guide Offers Specifics,” Streets Blog USA, https://usa.streetsblog.org/2017/11/01/which-bike-lanes-should-be-protected-new-guide-offers-specifics/ (Last accessed 11/16/2017)
This is useful not only for practitioners or planners but also for academic purposes such as in transportation planning or engineering courses where future planners and engineers are molded.
We conclude the month of October with the following recommended readings:
- Designing Walkable Urban Thoroughfares: A Context Sensitive Approach, An ITE Recommended Practice, 2010
- Model Design Manual for Living Streets, 2011
- Smart Transportation Guidebook, Planning and Designing Highways and Streets that Support Sustainable and Livable Communities, 2008
While these are guidelines and manuals developed and published in the United States, the principles and much of the content and context are very much applicable here.
As an additional reference, here is the latest version of functional classifications for streets that is supposed to be context-sensitive:
- Stamatiadis, N., A. Kirk, D. Hartman, J. Jasper, S. Wright, M. King, and R. Chellman. 2017. An Expanded Functional Classification System for Highways and Streets. Pre- publication draft of NCHRP Research Report 855. Transportation Research Board, Washington, D.C.
Here’s another quick post. I just wanted to share this article with a link to a Global Street Design Guide that was developed by the National Association of City Transport Officials (NACTO) in the United States (US). It’s a nice guide that’s based on the experiences of many cities in the US including transformations that have made commuting more efficient, enhanced mobility and, most important of all, improved safety. Following is the link to a more direct link to the guide:
This will be a good reference in the Philippines where many cities are in need of transformation to address current and future challenges in transportation. Planners, engineers and students should read this and use it to make our streets safer and more efficient in terms of mobility for all. It would be nice to see fresh ideas on how we can improve our streets not just in Metro Manila but elsewhere across the country. Of course, it would be nice if city planners of local government units (LGUs) can adopt this design guide parallel with efforts to improve public transport services. It should be understood that simply imposing lane allocations and traffic flow policies (one way?), for example, will not solve problems but may create more. The approach should always be integrated, inclusive. In other words, complete.
A prominent architect was always posting on his social media account about how much of what’s wrong with our infrastructure (especially transport-related) are due to engineers. It was a sad commentary particularly because he wasn’t mentioning anything about the involvement and responsibility of architects in the planning and design of infrastructure. For most projects that fall under the category of ‘planned development’ including mixed use developments like the Eastwoods, BGCs, Nuvalis, MOAs, and other similar projects are planned and designed mainly by a team of architects. Highways and streets are part of these projects and often, engineers are given the task of detailing and in certain cases, analyzing and ending up with the responsibility to justify designs provided to them. So for those types of projects funded or led by the private sector, its probably the architects who have much say in the plans and designs and who should be scrutinized for their shortcomings in as far as sustainable or “green” criteria are involved.
It is a whole different story, however, for public roads, especially those that are classified as national roads. The reality is that many DPWH engineers need to re-tool, learn and practice principles of sustainable infrastructure design. This includes incorporating green or environment-friendly design principles, which includes consideration of the landscape. We met some DPWH engineers in one seminar before on sustainable transport who thought environmentally sustainable transport (EST) was simply environmental impact assessment (EIA) and who proudly claimed they already knew about the topic. I think many engineers and planners in government need to unlearn many things and dissociate their minds from a lot of what they have come to accept as standard, acceptable or correct that are actually sub-par, archaic or flawed. Kapag nakasanayan na at matagal nang ginagawa o ginagamit ay napagkakamalang tama at angkop kahit na sa katotohanan ay hindi.
A good appreciation of history and heritage also appear to be scarce these days whenever the DPWH is involved. Proof of this are the road widening projects in Leyte and Iloilo that now threaten many ancestral houses that are located along the national roads. Many contend that road widening is unnecessary because congestion has not set in along many of the sections that have been widened or are candidates for such projects. It can be seen along many widened roads along Tarlac and Pangasinan, for example, that the problem is not really congestion but poor enforcement of transport and traffic regulations. Such include tricycle operations, roadside parking, and encroachments on the road right of way (RROW).
In most cases its pure and simple analysis that needs to be conducted first. Are roads really congested and requiring additional lanes? The evidence does not seem to support many cases of road widening as data on congestion from the DPWH Atlas itself requires validation on the ground. A recent World Bank study, for example, found that for many national road sections reported as congested in the Atlas, the opposite is true when validated on the ground. Such issues with data that are used as basis for decisions whether sections need to be widened are serious and lead to a waste of funds as well as negative impacts on heritage or historical structures.
The DPWH still needs to do some re-inventing and should actually take the lead in many initiatives. Among these are those pertaining to what are being referred to as “complete streets.” Last week, there was an article in newspapers where the DENR called for pedestrian and bike lanes along roads. The call was not specific to national or local roads but it is something that the DPWH should have already anticipated and working at for roads under it jurisdiction given the outcomes of the International Road Assessment Program (iRAP) project that covered several thousand kilometers of national roads that pointed to the need to improve roads to improve safety for pedestrians and cyclists. It is a matter of having progressive or dynamic rather than reactive or static stance at the DPWH and this requires more than just the rudimentary engineering background for the agency to take road planning, design and construction to another level.