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Here is another quick share of an article on the benefits of cycling. The article is more about the health benefits that are highlighted here with a study on diabetics:
Putka, S. (July 26, 2021) “One type of exercise reliably lowers your risk of death, says scientists,” Inverse, https://www.inverse.com/mind-body/benefits-of-cycling-exercise [Last accessed: 7/28/2021]
The article is clear about the impacts not being limited to diabetics or those with other illnesses. Also, while intensity and duration of exercise are mentioned and appear to have the most significant positive effects, the findings extend to relatively healthy people as well as those into lower intensity, less duration exercise. The key is still to be active. Of course, a healthy diet should also be a constant across these cases.
Here’s a nice read about whether we need to reach 10,000 steps/day. We often hear or read about people asking how many steps you’re taking on average each day or lamenting or bragging about how many they’re taking each day. Perhaps we don’t really have to take so many? And maybe the key is really about our diets.
Apparently, there is really no need to reach that so-called magic number that is 10,000 steps.
Here is another article:
Landsverk, G. (July 9, 2021) “Forget 10,000 steps — here’s how much you should actually walk per day, according to science,” Insider, https://medium.com/insider/forget-10-000-steps-heres-how-much-you-should-actually-walk-every-day-db6699848f9c [Last accessed: 7/14/2021]
I’ve been involved in a number of traffic or transport impact assessment (TIA) projects in the past. In these assessments, not much is usually written about the impacts to pedestrians though we make sure that there is a section discussing their needs (e.g., sidewalks, crossings, footbridges). Unfortunately, even with specific recommendations, there is no assurance that the proponent will revise their designs. The typical TIA in the Philippines is undertaken after there have been architectural plans already prepared if not completed. By completed here, I mean they are practically final from the perspective of the client or proponent. The exception it seems is a big mall chain that seems to constantly revise their plans and for which our recommendations are almost always considered and incorporated in design.
I am sharing this recent article on the development of a new traffic model to predict the impacts of new developments on walkers.
Wilson, K. (April 26, 2021) “New Traffic Model Predicts How New Developments Will Affect Walkers,” StreetsBlog USA, https://usa.streetsblog.org/2021/04/26/new-traffic-model-predicts-how-changes-affect-walkers/ [Last accessed: 5/12/2021]
From the perspective of doing TIAs, I think that there should be a conscious effort of including the needs of pedestrians (walkers) and cyclists in impact assessments. Too often, (and I too am guilty here), there is but a minor mention of their needs and recommendations can be disregarded by both proponents (e.g., little or no change in designs to accommodate pedestrian requirements) and the local government (i.e., no push to make sure pedestrian needs are addressed).
On the tech side, there is a local development that can be used for counting pedestrians and cyclists. The TITAN project funded by the DOST-PCIEERD developed a tool that can count pedestrians and cyclists in aid of studies involving them. Such tools can be useful for data collection regardless of whether there is a new project or a TIA being undertaken.
Here is a useful graphic from the US Centers for Disease Control and Prevention. The graphic described situations for when masks are required. I don’t want to use preferred because it means people may opt out of using masks. It is a useful reference even for those in other countries that do not have enough clear information from their governments about wearing masks and how it helps protect vs. getting infected by Covid-19. It is applicable to people searching for a legit reference to mask-wearing in outdoor situations.
This information becomes more relevant as people start getting vaccinated and at the same time look forward to getting together with family and friends in social events such as eating out or having picnics. Of course, this also applies to exercise as well as commuting via active transport modes (i.e., walking or cycling).
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.
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
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.