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On super-spreaders

This seems like a non-transport post but it is, actually. Since the start of the pandemic, one of the biggest concerns have been the so-called super-spreaders. These are people who are usually asymptomatic of the COVID-19 virus and as such have been going around seemingly oblivious to their impacts on other people who may not be as resistant (somehow) as they are. These people might not be aware of their being carriers of COVID-19 and yet exercise little or no restraint or care in their movements.

Cox, C. [November 10, 2020] “The Vulnerable Can Wait. Vaccinate the Super-Spreaders First,” Wired.

One wonders how many super-spreaders are there among us in the Philippines considering many people have practically disregarded other people’s safety vs. COVID-19 by moving about without necessity and application of best practices like distancing and the use of masks and shields.

A bigger picture for the ‘new normal’

Here’s something different thought not totally unrelated to transportation. The article is about the emergence of super typhoons and their aftermaths:

Niiler, E. (November 4, 2020) What Is a Super Typhoon, and Why Are They So Dangerous? Wired.

With the typical influx of typhoons (i.e., during the wet season there are months that can be referred to as ‘typhoon season’) and the prospects of super typhoons becoming more regular, there is now a need to review infrastructure, building guidelines and standards for cities and municipalities to become more resilient vs. these phenomena. Not long ago, disaster resilience became part of the agenda for infrastructure development; including maintenance and retrofitting vs. the anticipated calamities from typhoons, earthquakes and volcanic eruption that are experienced in many parts of the country. Perhaps the transportation system can be structured to be more disaster-resistant. And, if these phenomena happen, the transportation system can survive and serve for relief operations.

New WHO publication on transport in the context of COVID-19

I’m just sharing the new publication from the United Nations (UN) World Health Organization (WHO) – Supporting healthy urban transport and mobility in the context of COVID-19:

The brief document contains recommendations for travelers and transport service providers. It is a compact, concise reference for everyone as we continue to deal with the impacts of COVID-19.

What if Rizal today was the same province it was back in the day?

I write this as a super typhoon is bearing down on us this 1st of November. I found this map on the internet without attribution to the original source. It shows a still-born Metro Manila with only four local government units: Manila, Quezon City, Pasay City and San Juan.

Map of Rizal province in the 1960s

What if instead of the Metro Manila we have now, Rizal retained the towns (that eventually became cities) that were transferred to what became the National Capital Region (NCR)? These are Navotas, Malabon, Caloocan, Marikina, Pasig, Pateros, Mandaluyong, Makati, Taguig, Paranaque, Las Pinas and Muntinlupa. Valenzuela was taken from Bulacan Province. Pasig was the capital of the province (Yes, that’s why there is Capitolyo and the Rizal Provincial Capitol used to be in Pasig where you now have Capitol Commons. Surely, the political landscape could have been different though one could argue that certain families would have still held sway in cities/towns where they have their routes. Imagine, the governorship of the province would have been a coveted post but not by the the current holders but likely by personalities from the more progressive and densely populated cities. Governance would have been different, too, as Rizal would have both highly urbanized and rural areas. Perhaps certain undesirable politicians could not have emerged due to the dynamics of a province with highly urbanized cities? What’s your take on this “what if”?

On making jaywalking legal

Road safety experts and advocates have been calling for more people-friendly streets through design, policy and awareness initiatives embodied in what are usually referred to as 3 E’s – engineering, eduction and enforcement. Among the more contentious issues of road safety is jaywalking, which is defined as a pedestrian walking into or crossing a road while there are designated places or facilities for doing so. Jaywalking is a crime in most cities though enforcement can be lax in many. But while most technical and non-technical advocates of road safety agree that a more people-friendly or people-oriented environment along roads can be attained by decriminalizing jaywalking, the resistance to such a proposal mainly comes from the government and enforcement agencies. It is a bit surprising because even with studies and best practices showing better designs and policies coupled with IECs, the notion of pedestrians crossing the roads anywhere while not castigating motorists deliberately running down or swiping at the pedestrians seem unfathomable or difficult to understand for many administrators or enforcers.

Here is a nice article that argues for decriminalizing jaywalking:

Schmitt, A. and Brown, C.T. (October 16, 2020) “9 Reasons to Eliminate Jaywalking Laws Now,” Bloomberg CityLab,

Of course, there’s another angle or perspective there in the article since it was written from the context of the current situation in the US. All the reasons, however, are valid and should be taken up seriously in a country like the Philippines where there is also a push for more people-friendly transportation that includes our roads and all its users.

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:

References for improvements for active transportation

Here’s a nice link to a National Academies of Science, Engineering and Medicine pointing to the wealth of researches supporting improvements for active transportation:

Paths to Biking, Walking Improvements Supported by Wealth of Research


The references listed should aid researchers, practitioners, advocates and policymakers in their work towards realizing a people-oriented vs car-centric transportation.

On solving the inequality problem in cities

Here is another quick share of an article that is timely and relevant not just now but for years (maybe decades?) to come:

Grossman, D. (2020) “New Study Proposes a Mathematical Solution to Big Cities’ Inequality Problem,” Inverse, [Last accessed: 9/15/2020]

I will just leave it here for future reference but to summarize, the article explains how cities should be planned or replanned based on the distribution or redistribution of certain facilities like hospitals, banks, schools, supermarkets, and parks. It argues that there is an optimum location for these in relation to where people live and work. If properly planned, travel distances and times can be significantly reduced.

Some takeaways from a UNICEF webinar

The UN together with its partners recently launch a Second Decade of Action for Road Safety (2021-2030). I will share the statement in a subsequent post. For now, I will share some slides from the recent webinar organized by UNICEF that focuses on safe and healthy journeys for children. Those of us who are working directly with UN agencies have been working on safe journeys for children particularly as they travel between their homes and schools. The recent launch and pledges or commitments of support from partner organizations will surely reinforce efforts to ensure the safety of children whether or not they return to school.

Context setting or rationale for UNICEF’s initiatives


Key resources or references shared by the webinar host


The term ‘co-benefits’ reminded me of a past project I worked on that was about low carbon transport. We also did assessment using co-benefits of low carbon transport. Among these were road safety.


The slide and the table speaks for itself – examples of effective strategies


There were several presentations during the webinar. However, the most interesting and informative for me was this one about the guidance for safe and healthy journeys to school.


Ten (10) points to consider as guidance for safe and healthy journeys to school


Database initiative in support of the guidance (I will get the link to this and share it in a future post.)


An example from London’s experience


This is a slide on what cities can do to promote active transport among children.


The photo shows what is termed as a “bicycle school bus”. This and “walking school bus” are real options for children and their guardians when traveling between their homes and schools. Such underlines the option of not using motor vehicles (i.e., reduction in motor vehicle trips).

I will try to elaborate on these in future posts, particularly on the 10-point guidance.