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I am currently involved in a project concerning child road traffic injury prevention (CRTIP). The topic of road safety is also close to my heart since a beloved aunt died due to injuries sustained after being hit by a jeepney. She was in great health and walked almost daily between our home in Iloilo and the church to hear Mass. Children and senior citizens are among the most vulnerable road users and so I believe we must address their needs more than able-bodied adults. That would probably make our communities safer and friendlier to most people. Here is an article that tackles planning for communities from the perspective of children and families:
Litman, T. (March 9, 2021) “Planning communities for children and families,” Planetizen.com, https://www.planetizen.com/node/112498?utm_source=newswire&utm_medium=email&utm_campaign=news-03112021&mc_cid=5a75b816a6&mc_eid=9ccfe464b1 [Last accessed: 3/14/2021]
To quote from the article:
“Here is a summary of child-oriented urban design features:
Children need opportunities to join a loose social group of other children without a formal—or prearranged—invitation to play.
Children need access to safe, uninhibited outdoor play to support their physical and mental health. Outdoor play should include opportunities to interact with the natural environment—finding bugs, smelling flowers, playing in puddles, or collecting objects—without the need for excessive rules, oversight, or segregation.
Children need environments that are safe from traffic, pollution, and undue physical or social hazards, including safe routes to and from school and local playgrounds, allowing them to travel throughout their neighbourhoods safely in order to develop confidence, resilience, and independence.
Children need private spaces for themselves and their friends, including tree houses, forts, or clubhouses that are close to home yet away from public view. 5.
Children need stable, appropriate, and affordable housing that provides them with private space to rest, study, and play.
Children need local access to appropriate early childhood education, child care, and community schools.
Children benefit from the opportunity for their parents to work locally.
Children benefit from walkable communities, with infrastructure for safe walking, cycling, and recreation.
Children benefit from diverse, multi-generational communities, where they can interact with—and learn from—children, adults, and seniors of all races, religions, cultures, and incomes.
Children should be given an opportunity to effectively and productively participate in decision-making processes.”
Here is a quick share today. This is another excellent article from Todd Litman who makes a great argument for why planning should move away from its being car-centric and contribute towards a significant reduction in society’s dependence on cars.
Litman, T. (December 15, 2020) “Automobile Dependency: An Unequal Burden,” Planetizen.com, https://www.planetizen.com/node/111535?utm_source=newswire&utm_medium=email&utm_campaign=news-12212020&mc_cid=e746a044a3&mc_eid=9ccfe464b1 .
Much have been said and written about this topic in many platforms including social media but in many of these, I noticed that the discussion often deteriorated into hating or shaming exercises rather than be convincing, constructive arguments for reforms in planning and behavior and preference changes in transport modes. Litman is always very fair and comprehensive and employs evidence or facts in his articles that should be clear for most people to understand. I say ‘most people’ here because there are still many who are among those considered as “fact-resistant”. Happy reading!
When I was living in Japan in the late 1990s and again in the early 2000s, I recall walking a lot every day. I felt healthy then not just because I thought I ate well but I had a lot of exercise, too. I consciously walked and jogged in the mornings and/or afternoons depending on the weather. And my commute included walks between my train station and the university. The following article seems to support what should be a healthy lifestyle without gym time.
Okumura, K. (November 6, 2020) “How Japanese People Stay Fit for Life, Without Ever Visiting a Gym,” Medium.com, https://kokumura.medium.com/how-the-japanese-exercise-to-stay-youthful-be2d6105e6e6.
I tried to estimate the number of steps I took on average each day. It seems I could easily make more than 10,000 steps everyday as I usually walk more than 6,000 steps for my commute and the typical walks in and around campus (including lunch time strolls with friends). My morning and afternoon walks can match this 6,000 steps. These can even be more during weekends when I’m out in the city or in Tokyo to be with friends. These steps seem nothing then and I loved to walk around partly to keep my sanity while studying there.
When I was visiting researcher later at another university, my step count was about the same if not higher. The only difference perhaps between Yokohama and Saitama was that I had a bicycle when I was in Saitama. The bicycle increased my range and I took the bicycle lent to me by friends to dome groceries or explore the nearby wards. Those were the days, I guess, that I wished I still have now in terms of more active transportation.
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, https://www.bloomberg.com/news/articles/2020-10-16/jaywalking-laws-don-t-make-streets-safer.
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.
The Institute for Transportation & Development Policy (ITDP) released a new tool for assessing walkability and presents good practice examples from many cities around the world. The tool can be used to assess and/or compare your city, a neighborhood or a street with others. Here is the link to the ITDP’s tool:
There is an introductory article that came out recently from Planetizen about this tool:
Litman, T. (October 16, 2020) ‘Pedestrians First’ Measures Walkability for Babies, Toddlers, Caregivers, Everyone. Planetizen. https://www.planetizen.com/node/110876?utm_source=newswire&utm_medium=email&utm_campaign=news-10192020&mc_cid=1736ec624f&mc_eid=9ccfe464b1
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, https://medium.com/sidewalk-talk/4-ways-to-go-from-streets-for-traffic-to-streets-for-people-6b196db3aabe [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.
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:
The references listed should aid researchers, practitioners, advocates and policymakers in their work towards realizing a people-oriented vs car-centric transportation.
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.
There is evidence, and they are increasing, for the benefits of shared roads. Here is another quick share of an article supporting that:
Brown, M (2020) “Shared-use roads improve physical distancing, research shows,” Medical Xpress, https://medicalxpress.com/news/2020-07-shared-use-roads-physical-distancing.html%5BLast accessed: 7/30/2020]
With the situation in the Philippines and particularly in Metro Manila appearing to be worsening rather than improving, national and local governments should take heed of the evidence for shared-use roads and the importance of active transport to ensure people’s mobility will not be hampered. This is particularly important for our frontliners and other essential workers if we are to survive this pandemic.
I recently gave a talk on transport in the new normal. There are a lot of materials that you can refer to if you want good visuals for a presentation. It helps to capture the attention and maybe the imagination of your audience, which in this case was varied. While I assume many to be in the physical, chemical & social sciences, and engineering, I knew that there were also people from media and those who were just interested in the topic. And so I made sure there were a lot of infographics mixed in with bullet points to drive the message clear about mass transit systems being the backbone of transport in highly urbanized cities, conventional transit like buses and jeepneys supplementing and complementing these, and active transport enabled and encouraged as a safe option for many.
I wasn’t able to include the following graphic shared by a friend advocating bicycle use especially for work and school trips. The following graphic comes from TUDelft, which is among the major universities in the forefront of research in transit and cycling. Clicking on the graphic will take you to their Facebook page and more links to their programs.
Note the essential information relating bicycles and transit in the graphic. Do we have similar data in the Philippines (or at least for the National Capital Region)? I hope this stirs interest for research work. There are a lot of topics to take on including even data collection to capture the information required for substantial studies on cycling, transit and their relationship.