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On bicycle economics in the Philippines

I am sharing this link to a newly minted reference that should be useful to policy or decision-makers (yes, that includes politicians) in justifying bicycle facilities including bike lanes around the country.

There’s been a dearth in local references and this should suffice for now pending more in-depth studies on the benefits of cycling and related-facilities and programs in the Philippines. Note that while the reference mentions certain calculations and unit costs, it would be better to have the actual numbers from the various LGUs that have constructed bike lanes and facilities, and implementing bike programs and projects. Quezon City and Mandaue City, for example, should have the numbers that can serve as initial data for compiling and eventual publication of unit costs per type or design of bike lanes or bikeways. LGUs and national government should gather, process and make use of such data in aid of bike facilities and infrastructure development that will attract people away from private motor vehicle use while reinforcing both active and public transport mode shares.

Article on evaluating transport equity

Here is another quick share of an article on transportation equity:

Litman, T. (February 2, 2022) “Evaluating Transportation Equity: ITE Quickbite,” Planetizen, [Last accessed: 2/4/2022]

Transportation equity is a very relevant, very timely topic as people in the Philippines are just beginning to understand and weigh the advantages of having more efficient transport in the forms of active and public transport over private vehicles.

UPSE Discussion Paper on Martial Law and the Philippine Economy

To those who were looking for references on the Philippine economy during the Martial Law years, look no further than a recent discussion paper from the UP School of Economics (UPSE). To quote from their social media post:

UPSE Discussion Paper No. 2021-07 (November 2021)
📌Title: Martial law and the Philippine economy
🖊Authors: Emmanuel S. de Dios, Maria Socorro Gochoco-Bautista, Jan Carlo Punongbayan
📄Abstract: Part of a proposed anthology, this article provides a concise review of the economic performance during the period of the Marcos dictatorship (1972-1985) from a comparative historical perspective. We examine the external events and internal policy responses that made possible the high growth in the early years of martial law and show that these are integral to explaining the decline and ultimate collapse of the economy in 1984-1985. The macroeconomic, trade, and debt policies pursued by the Marcos regime—particularly its failure to shift the country onto a sustainable growth path—are explained in the context of the regime’s larger political-economic programme of holding on to power and seeking rents.
📖 Read the full paper here:

Why is this relevant to transportation in the country? Economic performance and policies during that period strongly influenced if not practically dictated infrastructure development during the period. Add politics to the mix and you get what ultimately affected future administrations in terms of debt servicing and other financial or fiscal issues that needed to be addressed due to the debt incurred during that period.

We should learn from this and hopefully not repeat it. Unfortunately, the fiscal discipline and reforms during the previous administration appear to have been abandoned and the current spending and borrowing spree will likely handicap future administrations. Are there bad debts around? Probably! And so there will likely be a need to do some due diligence during the transition to a new administration after the elections this year.

On “universal basic mobility”

You’ve probably heard or read about the concept of “universal basic income.” The concept has been discussed and implemented or attempted in some countries including those that have successfully tinkered with their social welfare systems. Here is an article that presents and discusses the idea of universal basic mobility:

Descant, S. (December 22, 2021) “‘Universal Basic Mobility’ Speaks to a City’s Values,” Government Technology, [Last accessed: 12/24/2021]

It was in graduate school back in the 1990s when I first encountered the concept of the ‘transportation poor’ and ‘transport poverty’. While the term suggests people who are generally in the low income classes, the actual definition of transport poverty is more complicated and comprehensive than that. While sustainable transport and its current versions have always discussed the more fad issues on public transport, low carbon transport, active transport, etc., specific engagements on the more rad topic of equity in transportation have not been as common. Perhaps this current issue and discussions on the government’s “no vaccination, no ride” policy will open doors for equity to be out in the open?

On transportation equity

Here’s another quick share of an article on transport equity:

McQuaid, H. (November 23, 2020) “Equitable Transportation Starts At Community Level,” CT News Junkie,

How many times have I heard and read about people talking about the concept of “dignity of travel” or “dignity of transportation” referring to the quality of our commutes in terms of the quality of transport services available to us. The article also talks about societal exclusions and biases that sometimes we only attribute to America but in reality are also applicable here based on how we regard people from the rural areas or our being regionalistic.

Why cycling or bicycles are good for the economy?

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.

Better indicators than GDP

A friend shared this article on social media:

Five measures of growth that are better than GDP

The article explains in clear and simple terms five better indicators of growth and development than what is regarded as the conventional and traditional measure that is gross domestic product (GDP). There is an analogy in the article using speed, a parameter in traffic, to explain how GDP is insufficient in describing growth in a more complete manner. For example, in the Philippines, the significant increase in GDP over the last 6 years has been mentioned as proof of economic growth. While this is true, many people could not appreciate this growth since there is the perception is that it is not inclusive. That is, economic development is not felt by many who are in the lower income classes.

Speed, indeed, is not enough to describe the transport situation along a road considering that there are other metrics needed to have a more complete picture of transport and traffic conditions. I will talk about this in another posting soon.