Walking to School Uphill- both ways

The Safe Routes to School (SRTS) program increases student's physical activity through encouraging them to walk or bike to school. A short promotional film produced by Blue Cross Blue Shield shows how one family and one suburban school has incorporated this into their daily regime. the video shows the success of the program, as well as it limitations, in a setting where sidewalk access and single use low-density residential zones restricts safe access by walking and biking. The SRTS program is a good start for many communities to make families aware that there is a choice to walk or bike, but physical layout of some neighborhoods is a challenge. With a large residential lots, multi-acre school campuses, scarcity of sidewalks, and few other walkers, it is a challenge akin to walking to school uphill- both ways.

On the other hand, another local effort which was the recipient of a recent grant- one of twenty awarded nationwide- is set within a walkable neighborhood where the layout encourages students to walk. The walking school bus, conceived of by David Engwicht, promotes student mobility and independence in a sociable way.

The future is ninety years ago

Winston Churchill once said that “We shape our buildings and they shape us.” The same is true for our built environment. But we have become misshaped in our built environment which does not promote daily physical exercise and healthy behavior. As a result we are seeing an epidemic of obesity and an increased incidence of chronic diseases that could be prevented, or their severity decreased, if there were more opportunities and encouragement for physical activity.

Whether it is implementing Complete Streets, Active Living, Safe Routes to School, or the full spectrum of recreational programs, the effort to encourage people toward more exercise is more than an effort to force people to sweat. It is part of the inevitable 21st Century transformation in the way we conduct the business of living. How we transport ourselves and our goods, and how we respond to impacts on our environment from our fossil fuel-based lifestyle frames the fundamental political and governmental policy questions of the coming decades. Although there are many means to address these pressing issues, this much we know to be true: By becoming more active, and by retrofitting our public thoroughfares and making changes in land use patterns, we can begin to address the public health and environmental impacts of our current way of living. Our next fifty years will be about unraveling the mistakes in urban planning from the last fifty years.

What if we build it and they don’t come? For residents in our communities to be engaged in the level of physical activity that would have significant public health and environmental impacts, it would be a seismic cultural shift. Studies in cultural change inform us that many factors combine to induce these sorts of changes, and it is very difficult to know in advance what actually causes change. But we do know that it takes a critical mass of people to spark change. And once it is seen that “everybody’s doing it,” then in fact, everybody does it. Major cultural changes we have seen in recent years, such as the decrease in public acceptance of smoking, have only occurred after a tipping point occurred where continuing to engage in those behaviors was less socially acceptable. The goal is to build a biking and walking infrastructure that mimics the best parts of our transportation infrastructure and minimizes the worst to make it convenient, “normal” and fun for people to use.

In the end, designing places that accommodate all ages and modes of travel is a back to the future endeavor. Living in ways that promote physical activity in our everyday life, similar to how our grandparents lived, will be a giant step to achieving sustainability in our energy use and enhancing our public health. In the end, only by going back to the future will we even have a future.

This is not your parent's DOT

Transportation Secretary Ray LaHood continues to advocate for non-motorized transportation modes. A recent policy statement announces the sea change in priorities to recognize and incorporate transportation alternatives in planning and funding. It is now official DOT policy to consider "walking and biking as equals with other transportation modes."

This statement comes after he made an impromptu table top speech to National Bike Summit attendees that caused quite a stir among the faithful.

From the annals of "Don't Try This at Home"

Ah... the virtues of active living.

AL & AC

It was at the bike rack in front of a Whole Foods in New Orleans in the early '90s when I met Alex Chilton. I was locking up and he unlocking his bike when we exchanged simple words and an introduction. He lived in the neighborhood and was "making groceries"- as they say there, which is an adaptation from the French "fais marcher." That was right around the time he was actively unraveling his myth with the release of "Clichés".

That's all. A sliver of a memory and now he's gone.

Kudos to local bike organization

Congrats to the Bicycle Alliance of Minnesota (BikeMN) for the $15,000 Recreational Equipment Inc./Bicycle Friendly Community (REI/BFC) grant they were awarded at the National Bike Summit in Washington D.C. last week. BikeMN's proposal stated that they "will help boost BFC-related program efforts in Minneapolis—currently a Silver BFC—and communities surrounding it, helping to make the Twin Cities Metro Area better for bicycling through complementary planning, infrastructure improvements, and promotion efforts." Heckuva job!

A cycle path of one's own

The promotion of bicycling has often focused on the commuter or the recreational rider or the safety of the young and occasional riders. Through all this advocacy, the disparity in inclination to ride based on gender is rarely noticed. On the other hand, Alan Hoffman, a transit consultant, identifies successful transit systems by the frequency of women riders. He considers women the indicator species on whether transit operators and designers have constructed and maintain a system that is safe and convenient.

A Fall 2009 Scientific American article sums up some of the challenges bike advocates face when they addresses issues of increasing bike ridership in the U.S. Some researchers believe a key element, as it is with transit systems, is making it comfortable, safe and convenient for women. An illuminating viewpoint in that article comes from John Pucher at Rutgers who states that when cities construct bike trails "...they are almost always along rivers and parks rather than along routes leading “to the supermarket, the school, the day care center...” (where presumably women would be more apt to use them.)

The appearance of cycle paths, such as in New York City, Portland, OR and Cambridge, MA, that provide physically separated bicycle ways on city streets, is a welcome shift that may make biking more attractive to women riders.