The Public Way: Transportation, Health, and Livable Communities

If You Build It They Come — But What Happens If You Take It Away?

If you build it…it will fill up — a truism for both roads and bikeways.  But if it isn’t there, or even if it was once there and you take it away, the traffic seems to go away as well…which may be the most important fact about traffic planning that you will never hear from the highway lobby.  I spent two hours during a recent afternoon trying to get out of Boston through the Big Dig tunnel.  Traffic wasn’t being bottled up by an accident; it just always seems congested in the late afternoon.  Funny thing is that I don’t remember traffic being so bad during those endless years when Big Dig construction was being so corruptly mismanaged and lanes were always being shut down.  Somehow, people found other ways (or times) to get where they needed to go. Continue reading

ReDefining Transportation: from Moving Vehicles to Place-Making

“Getting there should be half the fun!”  I love this slogan:  it acknowledges that travel involves the full spectrum of human life rather than the simple relocation of objects.  Even more, it implies that the other half of the fun happens “there” – a place – with the suggestion that transportation is as much about enhancing the quality of locations as about motion between them. Continue reading

Quick Quotes – Bicycling

“Studies in New York found that a surprisingly large percentage of vehicles coming into lower Manhattan were government employees or others who had an assured parking spot. Other studies have shown the presence of a guaranteed parking spot at home—required in new residential developments—is what turns a New Yorker into a car commuter.  On the flip side, people would be much less likely to drive into Manhattan if they knew their expensive car was likely to be stolen, vandalized, or taken away by police. And yet this is what was being asked of bicycle commuters, save those lucky few who work in a handful of buildings that provide indoor bicycle parking. Surveys have shown that the leading deterrent to potential bicycle commuters is lack of a safe, secure parking spot on the other end. “What Would Get Americans Biking To Work?  Decent Parking,” by Tom Vanderbilt, Slate On-Line, 8/17/09 Continue reading

What Makes for Effective Advocacy?

Almost everyone wishes the world were different in one way or another. But creating that difference requires effective action, which comes in different forms.   For example, advocacy, the type of work done by LivableStreets Alliance, differs from both protest and lobbying.   Protest – either done personally or through mass mobilization, whether a single event of a sustained campaign – attempts to create a bump in the on-going flow of the status quo in order to prompt the reversal of some decision made by those with more direct power over the situation.  Protest is a reactive move, a response to a situation.  It is usually an outsiders’ strategy, an attempt by the less powerful to exercise their only real veto power over elite control by disrupting “business as usual” in some major or minor way. Continue reading

The “Don’t Replace The Market: Respect Choice” Duplicity

Conservatives complain that spending public money on non-automobile facilities ignores the public’s overwhelming choice of cars as their preferred method of transportation; that prioritizing walking or cycling or even public transportation is an unwarranted distortion of the free market – another example of elite culture’s social engineering trying to manipulate ordinary people.   It is true that most people drive.  And it is not entirely fair to say that our land-use patterns and transportation system has been deliberately structured over the past half century to give them no other option – although that is largely true.  The post-WWII GI bill’s mortgage subsidies and Interstate Highway system created a landscape of decentralized, auto-dependent sprawl that gives people little choice but to buy a car and drive to nearly everything.  The deliberate destruction of urban trolley systems and the underfunding of the nation’s railroad networks pushed things in the same direction. Continue reading

Transportation & Public Health Fact Sheet

Transportation  & Health • Only 46% of U.S. adults engage in recommended levels of physical activity associated with health benefits — 30 minutes of “moderate intensity” 5 times a week or 20 minutes of vigorous effort 3 times a week[1]; over 1/2 of the leisure time of the avg. American is spent watching TV; every hour spent daily in a car increases body fat 6%; heart attack risk triples for people who’ve spent the past hour in their car.    66% of adults are overweight or obese[3]. • Almost 33% of high-school-age teenagers do not meet recommended levels of physical activity[2].   16% of children and adolescents are overweight and 34% are at risk of overweight[4]. • Change in diet without increased physical activity is unlikely to result in lasting weight loss. • Diseases Linked to Lack of Physical Activity or Overweight:  30-50% increase in coronary heart disease, 30% increase in hypertension, 20-50% increase in strokes, 30-40% increase in colon cancer, 20-30% increase in breast cancer, significantly higher risk of type 2 diabetes, possible increased risk of onset of Alzheimer’s and symptoms of Parkinson’s, probably risk in men of erectile dysfunction. • Half to 2/3rds of US children live in areas that violate EPA air quality standards for car-pollution-caused ozone Continue reading

Streets Are Public Property: Revitalized Streets are a Lever to Revitalize Public Life

What is the single largest physical asset owned by most cities and towns, and therefore by the public?    Your first guess isn’t likely to be correct.  The answer is the public way – the street. Now think of the word:  “Street.”  Quick – what image comes to mind? Cars?  More cars! There are other possible images:  On the Fourth of July we gather in huge crowds to watch parades go down the street.  Kids play basketball, baseball, and hockey in the street.  Hand-written posters announce block parties that bring neighbors together to socialize in the street.  Festivals bring music or local foods or theater into the streets.  In some neighborhoods, families still hang out on the stoop and socialize in the street.  Some lucky commercial areas have reclaimed the entire street – the vehicular roadway, the car-parking spaces, and the pedestrian sidewalk – as shared space: full of places to sit and talk and eat and buy things and attracting additional customers to local stores.  Occasionally, farmers’ markets take over parking lots.  Trolleys and buses can take up part of a street, as can bike lanes and pedestrian crossings.  Bus stops, benches, median strips, planted green areas, and even small gardens can be part of the street. Continue reading

In Praise of Just Enjoying The Ride

A couple of years ago I watched the Tour and got totally excited by the Postal team’s victory.  I read the articles about the overweight guy who whipped himself into shape and rode a 24-hour endurance solo, and about the people who raced across the entire United States in record time.  They are incredible.  They acknowledged the pain and just keep going.  They’re obviously driven – maybe by a higher power, maybe by an incredible competitive drive, maybe by some inner demons. But they’re not me; nor are they like most of the ordinary people who ride bikes.  We don’t do heroics.  We’re not pro’s; not even semi-pro.   Calling us serious amateurs is a compliment.  The pro’s train every day, maintaining speeds over 35 mph for over 100 miles.  Lance averaged 15 mph climbing up the 8% grade of L’Alpe d’Huez.  I’m proud of myself when I average 15 mph over 20 miles of flat roads when the weather is good.  The books all say that you should try for a cadence of 90 to 100 rpm.  My legs simply die if I do 80 for more than a few minutes.  Because I have trouble bending over, my road bike has hybrid handlebars which means wind resistance gets pretty tough above 22 or 23 mph, even if I’m going down hill. Continue reading

Aggressive Bike Riders: Getting What We Ask For

So long as our society treats cyclist as a high-risk activity, we should not be surprised if most bicyclists are risk-takers.  If we want bicyclists to act like “normal people” maybe we should create a cycling infrastructure that  makes normal people feel comfortable on a bike.  ——————————————- The questions begin right after someone learns that I’m an active cyclist.  First, they test my commitment:  “Do you commute by bike all winter?”  (Yes – once the streets are plowed using the proper clothes keeps me dry and warm.)  Then they admire my courage:  “Aren’t you afraid of all those crazy drivers?”  (No –I’ve learned its best to boldly “take the lane” when the street is too narrow to safely ride on the side; I use back-road alternatives to certain streets; and I push to the front of cars at intersection in order to get a car-free head start when the light changes.) Continue reading

The “Healthy Transportation Compact” in MA’s New Transportation Reform Act

While much of the state’s new Transportation Reform Act simply feels like a rearrangement of the deck chairs on a financially sinking ship, it does contain some ground-breaking components that – if aggressively utilized – could significantly change the rules of transportation planning for the better. Continue reading