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Tag Archives: sustainable transport
Article on “Fair Share Transportation Planning”
I am sharing this new article from Todd Litman on fair share transportation planning. The content is relevant and very timely in the Philippines considering many people including and especially transport officials are struggling with the thought of allocating resources to provide or improve facilities geared towards more equitable transport systems (e.g., more facilities for active transport).
Here’s the summary as quoted from the article:
“To be efficient and equitable, a transportation system must serve diverse demands. A diverse transportation system allows travelers to use the most efficient option for each trip—safe walking and bicycling for local errands, efficient public transit when traveling on busy travel corridors, and automobiles when they are truly the most cost-effective mode considering all impact—and it ensures that people who cannot, should not, or prefer not to drive receive their fair share of public investments.
Current transportation planning practices are biased in various ways that overinvest in automobile infrastructure and underinvest in more affordable, inclusive, and efficient modes. It is time for planners to reconsider our analysis methods and funding practices to ensure that non-auto modes, and therefore non-drivers, receive their fair share of transportation resources.
This is not anti-car. Motorists have good reasons to support more investments in non-auto modes that reduce their traffic and parking congestion, reduce their chauffeuring burdens and crash risk, and provide better options when their vehicles are unavailable. Everybody wins from a more diverse and efficient transportation system.”
On bicycles as a preferred mode of transport
Sharing this article on bicycles being the perfect mode of transportation. It is framed with respect to the concept of the 15-minute city. Here is the article:
Johnson, R. (April 19, 2023) “Embracing the 15-Minute City: 7 Reasons why Bicycles Are the Perfect Mode of Transportation,” Momentum Mag, https://momentummag.com/embracing-the-15-minute-city-7-reasons-why-bicycles-are-the-perfect-mode-of-transportation/ [Last accessed: 4/29/2023]
To quote from the article:
“Bicycles are aligned with the goals of sustainability and climate action, as they contribute to reducing greenhouse gas emissions, air pollution, and congestion. In a 15-Minute City, where the focus is on creating sustainable and climate-friendly communities, bicycles can be a powerful tool to achieve these objectives. By promoting cycling as a viable transportation option, cities can reduce their carbon footprint, mitigate climate change impacts, and promote a greener and healthier way of living.”
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On bicycles and first responders
I am sharing this article on the use of bicycles by first responders, particularly the police for their work:
International Police Mountain Bike Association (April 11, 2023) “Why Bicycles are Great for Police and First Responders,” Policemag.com, https://www.policemag.com/patrol/news/15382905/why-bicycles-are-great-for-police-and-first-responders [Last accessed: 4/15/2023]
To quote from the article:
“The advantages of using bicycles in public safety include:
• Bicycles can easily penetrate crowds – in highly congested areas police, EMS, and security personnel on bikes can move around more easily than patrol cars and ambulances.
• Response time in heavy traffic is improved – during their trial period in Orlando, bike medics responded in less than one minute 55% of the time; less than two minutes 83% of the time; and less than three minutes 95% of the time; contrasted with an average of four minutes for motorized rescue units.
• Stealth advantage – bicycles give officers the “stealth advantage” – because they are silent. Cops on bikes can ride right up to the scene of a crime before they are noticed.
• Police, EMS, and security cyclists lead by example – promoting helmet use and bike safety to the community and its children.
• Bicycles are great for public relations – an officer or a medic on a bike is much more approachable than one in a patrol car or ambulance.
• Bicycle use promotes good health – and departments benefit from decreased healthcare costs.
• Bicycles are enjoyable – even occasional bike duty improves morale.
• Bicycles are cost-effective – the average cost per bike is approximately $1200, a fraction of the cost of a cruiser, an ambulance, or any other motorized vehicle – and the annual maintenance costs are low.
• Bicycles are environmentally-friendly – no fossil fuels or emissions, and less parking surface is needed.”
While there are no disadvantages mentioned in the article, the advantages are clear and can be assumed to outweigh the cons of using bicycles. This is especially true in an urban setting where the items mentioned above are applicable and surely gives police and other first responders an advantage. In the Philippines, where the image of a bad or corrupt police officer is one who has bulging tummy, more physically fit and approachable officers on bicycles will surely improve the image of the PNP and other traffic enforcers as well.
Quezon City’s Green Transport Office Bike Patrol
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Article share: on pedestrian facilities and climate change
Here is an article that articulates the importance of walking and pedestrian facilities in sustainability and ultimately fighting climate change. It argues that if we had the infrastructure and facilities to make it easier for people to walk, they will and are likely to walk rather than use their cars. This is not limited to short trips as walking can be in combination with public transportation, making it an integral part of trips where public transportation covers the main commute and walking is the proverbial last mile travel.
To quote from the article:
“Walking, biking, and transit need to be prioritized, and treated as legitimate forms of transportation. This means stepping up efforts to collect data on sidewalks the way we do for roads, investing in complete walking networks before engaging in expensive new road projects and making sidewalk construction and maintenance a municipal responsibility rather than an individual one.”
Article share: Redesigning Streets for Livability: A Global View
I am sharing this article on redesigning streets. It is actually a promotion for a book: “Streets For All: 50 Strategies for Shaping Resilient Cities”.
To quote from the article:
“Streets For All: 50 Strategies for Shaping Resilient Cities is an expansive 270-page volume that explores the evolving potential of the most ubiquitous public space in our cities. It offers ideas, tactics and strategies from across the world on how our streets are being, and, can be rethought, recast, repurposed and redesigned towards greater resilience and resourcefulness. The globally diverse opinions and case studies in this book remind us why cities with limited means can offer profound lessons to affluent societies that take their prosperity for granted. And in turn, how the virtues of effective urban administration and reinforcement seen in developed societies could reassuringly serve to inspire less economically developed ones.”
On electric vehicles overshadowing public transportation
There seems to be much ado about electric vehicles. Here in the Philippines, there is much hype about hybrid and electric cars as incentives are now in place for people to purchase them at reduced prices and in Metro Manila at least, there is that additional incentive of these vehicles being exempted from the number coding (vehicle restraint) scheme. Here’s an article
Woodhouse, S. and Mohsin, S. (January 26, 2023) “EV Hype Overshadows Public Transit as a Climate Fix,” Bloomberg, https://www.bloomberg.com/news/articles/2023-01-25/public-transit-gets-left-behind-in-us-climate-change-conversation [Last accessed: 1/28/2023]
Some quotes from the article pretty much describes why we must focus on improving public transportation to increase or at least retain riderships:
“If we want to reduce carbon emissions we can’t just have technology-focused answers…
“Buses and trains have a fraction of the greenhouse gas impact of private cars, whether internal combustion or battery-powered, according to the International Transport Forum. A 2021 study from the National Academies of Sciences, Engineering, and Medicine concluded that the energy saved by passengers in the US using public transit rather than personal vehicles saved 63 million metric tons of carbon dioxide in 2018 — roughly the equivalent of taking 16 coal-fired power plants offline for a year…
“In the postwar era, the US prioritized building out its road network, leaving transit behind. For decades, highways and roads have consumed about 80% of federal transportation funding, with transit getting only 20%. In 2019 state and local governments spent $203 billion on highways and roads alone, with a quarter of expenditures coming from federal transfers. At the local level, continued car use is fueled by suburban development patterns and land-use practices like minimum parking requirements, which require developers to set aside space for vehicles. Outside of major cities, transit options are often limited, and historically low level of public support translate into poor convenience and reliability…
“We’re not going to be able to successfully fight climate change — and prevent more damage to the climate — without heavily investing in mass transit and specifically public transit.”
Here is something I shared last year:
https://d0ctrine.com/2022/09/16/on-bicycles-vs-self-driving-cars/
You’ve probably seen the image that evolved from the original comparison of 50 people on cars, bus and motorcycles from Munster, Germany. The variant is 50 people on conventional cars, 50 people on electric cars and 50 people on self-driving cars. That is another perspective (road capacity and congestion-wise) of how electric vehicles will affect traffic.
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Why do we keep widening roads?
I’m just going to share this article here. The article from The NY Times asks a question that has been bugging planners and engineers, particularly those who are in government and perhaps under the agencies like the DPWH, DOTr and NEDA. This also applies to planners, engineers and those from other disciplines involved in transportation infrastructure development and particularly roads or highways.
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Bike lanes at Bonifacio Global City
After settling down at our new ‘tambayan’ at BGC, I decided to take my regular morning walk around the area to familiarize myself with the environs and to establish a route that I and the wife would likely be taking for our constitutionals whenever we are staying at BGC. I took the following photos of the bike lanes along 38th Street where most of the locators are international schools.
During Saturday and Sunday mornings, the bollards are moved to the sidewalk as many cyclists use 38th Street for laps. I wonder if the bike lanes will be retained once the schools resume face-to-face classes. That would mean a tremendous number of private vehicles generated by the international schools and colleges here. My opinion is that the bike lanes need to be retained as it is a step in the right direction for transport and encourages people to cycle or take PMDs to work and perhaps to school. These and others like it in Metro Manila and around the country need to be sustained and further developed to be attractive and viable to many seeking another option for mobility and their regular commutes.
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Article on how cities can rapidly expand bike networks
With the increasing popularity of bicycles for utilitarian use (e.g., bike to work, bike to school, etc.), the need for strategies, programs and projects to support cycling has become more urgent. This is mainly to sustain the increase of bicycle use and partly to enhance the safety of cyclists. Here is an article that discusses how cities can rapidly expand bike networks:
https://www.urban.org/urban-wire/how-can-cities-rapidly-expand-access-cycling-infrastructure
To quote from the article:
“Our research points to several key recommendations for other cities hoping to expand their cycling infrastructure and encourage a more rapid shift toward biking and away from cars.
– Local governments can lead the implementation of a large-scale expansion of cycling infrastructure if local leaders can commit to ambitious, quantified mileage goals that will help structure how capital dollars are spent.
– Local implementation goals should include metrics related to increasing equity, particularly for people of color and those with low incomes. Although the Final Mile program increased the number of miles of cycling infrastructure, it did not directly prioritize the people who could benefit most from improvements.
– Philanthropic funders interested in supporting climate-friendly infrastructure should ensure their funds help hold local policymakers accountable to achieving their commitments instead of funding infrastructure projects directly. They can also encourage collaboration between cities and nonprofit advocates while working to fill local capacity gaps, such as through engineering consultants.”
Cities and Automobile Dependence: What Have We Learned?
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.
Source: Cities and Automobile Dependence: What Have We Learned?
The main article may be found here (in proper citation for academic/researchers reading this):
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Caught (up) in traffic 