Here is our press release for this year:

Students at Northfield Middle School and the three public elementary schools will celebrate Walk to School Day again this year on Thursday, October 8.

It promises to be a fun event for many students who have a safe route available from their homes. Not only will they get to walk with their friends, but there will be prizes and recognition as well.

The event is part of the district’s Safe Routes to Schools program, which is designed to help students and communities gain the benefits from increased walking and biking. Those benefits include improved health, a stronger sense of community, and reduced traffic congestion and air pollution.

The event also helps to illustrate the benefits of “complete streets”–streets that are built to accommodate all users, including pedestrians, cyclists, and the handicapped. Unfortunately, all too often streets in our society are incomplete.

Students will receive maps of recommended routes, and adult volunteers will be stationed along the routes during the morning and afternoon travel times. A Northfield police officer will be located at the intersection of Jefferson Parkway and Division St./Highway 246 during both the Middle School and Bridgewater travel times. Bridgewater students who live east and northeast of the school are asked to ride the bus as usual due to concerns with that intersection.

Again this year Walk to School Day is funded through the Safe Routes to Schools grant that the school district and city won in 2008. The $30,000 grant includes money for “encouragement” programs such as Walk to School Day.

The grant has also funded an engineering study of walking and biking routes to the district’s K-8 schools. The study has been completed and will be released soon to the public.

The Northfield Safe Routes to Schools Task Force and Northfield Public Schools are organizing the local Walk to School Day in cooperation with the City of Northfield. Many schools around the world will be celebrating Walk to School Day a day earlier. Here in Northfield, the Safe Routes to Schools Task Force decided that the local school schedule makes October 8 a better day for the event.

Forty years ago nearly half of all kids walked or bicycled to school. Today less than fifteen percent get to school that way, and many are driven to school in motor vehicles. Public health experts believe that reductions in physical activity are partly to blame for dramatic increases in rates of diabetes and obesity in children.

Since 1997, communities around the U.S. have been celebrating Walk to School Day. Around the globe, International Walk to School Month brings together more than 40 countries in recognition of the common interest in walking to school.

In its twelfth year, U.S. participation reached a record high with more than 2,800 events from all fifty states and the District of Columbia registering in 2008. Many more communities held events but did not register. For more information visit the National Walk to School and International Walk to School web sites.

1. Yesterday in his news conference presenting the cuts he is making to the state budget, Minnesota governor Tim Pawlenty made a comment about unnecessary or wasteful spending by cities. He cited as an example a director of nonmotorized transportation for the city of Minneapolis, though in the following breath he noted that the position is federally funded. He was apparently referring to a position funded by the city’s role in the federal Nonmotorized Transportation Pilot Program.

2. Earlier this month the Republican leadership of the U.S. House of Representatives called for eliminating several federal nonmotorized transportation programs. In a list of cuts (pdf) that they would make to reduce the budget deficit, the Republicans included the following programs: Safe Routes to Schools, the Nonmotorized Transportation Pilot Program, and Transportation Enhancements. This is an extreme step, indeed, and not likely to win the hearts of all those walkers, wheelchair users, and cyclists out there.

I learned about the latter action at the League of American Bicyclists web site. See the June 5 post on their advocacy page, which has these good comments from League President Andy Clarke:

House Republican leaders have chosen once again to scapegoat bicycling and walking programs, proposing to end the popular and successful Transportation Enhancements and Safe Routes to Schools programs and to terminate four non-motorized pilot projects mid-stream. These programs are hugely popular with communities across the country and address numerous challenges facing our nation – such as climate change, obesity and oil dependence. We know that State Departments of Transportation have reluctantly implemented these programs over the years despite overwhelming public support, and will not support them independently. To suggest ending these programs is short-sighted and out of touch with reality….

We will be asking the White House to reject these proposed cuts out of hand. At a time when we are struggling across several fronts to tackle pressing national concerns related to oil dependence, obesity and the costs of physical inactivity, climate change, air quality and economic competitiveness, it seems inconceivable that we would gut some of the few modest programs that encourage and enable people to walk and bicycle for everyday trips.

The League also provided these facts:

• The Transportation Enhancement and Safe Routes to Schools programs are routinely oversubscribed by a factor of three or more whenever States request applications for funding under these programs.
• More than 40 percent of all trips in the United States are two miles or less and that almost three-quarters of all car trips are two miles or less, suggesting that most travel is local, regardless of mode.
• A 3 percent reduction in vehicle miles traveled in 2008 resulted in a 30 percent reduction in congestion in metropolitan areas around the country, suggesting that demand management strategies such as increasing bicycling and walking are extremely effective in addressing congestion and other traffic-related issues
• and subsidies given through tax breaks to drivers to pay for parking at work cost the taxpayer almost as much per year ($4 billion) as Boehner’s and Cantor’s proposal to slash support for bicycling and walking would save in five years.

]]> http://williamostrem.net/nl/2009/06/17/republicans-take-aim-at-nonmotorized-transportation/feed/ 0 http://williamostrem.net/nl/2009/06/07/safe-route-to-schools-open-house/ http://williamostrem.net/nl/2009/06/07/safe-route-to-schools-open-house/#comments Sun, 07 Jun 2009 18:51:42 +0000 bill http://williamostrem.net/nl/?p=587 It was about four years ago that I began working as a volunteer bike and pedestrian advocate here in Northfield, Minnesota. There aren’t too many changes that I can point to and say, I helped that to happen. I can only say that some important changes in local planning have occurred, and the local discussion about transportation has shifted to better include all modes of transportation.

Perhaps the most significant result that I’ve helped to achieve is winning a Safe Routes to Schools non-infrastructure grant for Northfield in 2008. (Many people played a role in that project.) A large portion of the grant has paid for a technical/engineering study of walking and biking routes around Northfield’s three elementary schools and its middle school. Now that study is wrapping up, and the public can view the draft of the plan at an upcoming open house.

What follows is a message about the open house prepared by Brian Welch of the City of Northfield.

The results of our study and the proposed Safe Routes to School Plan for Northfield schools will be presented at a Community Open House scheduled for Wed., June 10, 2009 from 6:00–8:00 p.m. in the Bridgewater Elementary School cafeteria located at 401 Jefferson Parkway.

Please join us to understand the findings of our study and proposed improvements to provide safer walking and bicycling conditions for our students, while having the opportunity to provide feedback.  If you have any questions, please contact Brian Welch at 507-645-3027 or Brian.Welch@ci.northfield.mn.us.

A representative from Mn/DOT will be there.  The format will be informal with easels/posters arranged around the room and chairs/tables available for discussions and for the public to fill out comment cards. Possible solutions for the Highway 246/Jefferson Parkway intersection will be included.

[Note: The following appears also as a post at Locally Grown Northfield. Comments can be made there; I've turned them off here. Be sure to note their rules for comment.]

Last August the Rice County Board of Commissioners made a change in their transportation policy that goes against the interests of people who walk, bike, or use wheelchairs in our community. It’s a change that’s detrimental to many of the most vulnerable users of our transportation system, including children, seniors, the poor, and the handicapped.

I’m talking about a change in a fairly arcane and complex policy: the Cost Participation Policy for Cooperative Roadway Construction Projects, which governs the share that the county pays on joint road projects with cities and townships. The policy applies to projects that are part of the county Capital Improvement Plan.

Why should we care about some complex policy? Because it governs the funding for county road projects – which we might also call the public right-of-way – in many of our communities, and because it shapes the way we think about transportation.

The changes made last summer involved the provisions for sidewalks and “bituminous bike paths,” or shared-use paths, along county roads in cities and towns. Previously, the county paid a share of the costs for replacement sidewalks and new and replacement paths – specifically, 55 percent of the cost for municipalities over 5,000 in population, and 100 percent of the cost for those under 5,000. With the change, the county moved these facilities into the “not eligible” category for county funding. In effect, they cut funding of these facilities in their Capital Improvement Plan by 100 percent. The commissioners voted 4-1 for this change last August, with the only exception being Galen Malecha of Northfield at that time.

As a pedestrian/bike advocate and chair of the Northfield Area Task Force on Nonmotorized Transportation, I was immediately concerned about the new policy. It seemed to me to be a step backwards. While more and more governments are passing “complete streets” policies that require them to consider all users of the public right-of-way in their road projects, my own county had adopted an anti-complete streets policy. (Governments with complete streets policies make sidewalks, paths, bike lanes, and other facilities – many of them important for safety purposes – a high priority. See my earlier post on complete streets; see also the Complete the Streets coalition web site.)

I was further irked by the fact that rather than putting sidewalks and paths into the “potential” category for funding – a category that includes storm sewers and traffic signals (and that would not have required any spending) – the county instead put them into the “not eligible” category, which includes items such as “sanitary sewer modification” and “new landscaping.”

It seemed to me that important elements of our transportation system had just been cut out of a whole level of government funding. So I began working with others to change the policy, either to restore sidewalk and path funding to its previous level or move it to the “potential” funding category, the latter being a compromise that represented a victory largely in principle only.

Our Task Force on Nonmotorized Transportation passed a resolution asking the County Board to change its policy, as did the city councils of Northfield and Faribault, the two largest cities in the county by far. Their populations make up about 41,000 out of the county’s 63,000 people, nearly two thirds of the total.

Once a new County Board was seated in January – with Jeff Docken replacing the departing Jim Brown in my own district – we asked the Board to change its policy. The policy was discussed at three different Board meetings. At the first two meetings, those speaking in favor of changing the policy outnumbered those in favor of keeping it by about 8:1 and 5:1. City council members, city staff, and citizens from Northfield and Faribault spoke out for the needs of people who walk, bike, and use wheelchairs in our communities – people such as children, the elderly, the poor, and the disabled.

After these first two meetings I mailed the commissioners a simple proposal to move sidewalks and paths to the “potential” category – sometimes called the “case-by-case” funding option. The commissioners’ Transportation Committee agreed to have the Board vote on two options: accepting this revision or keeping the policy unchanged.

A third County Board meeting addressed the policy on Tuesday, May 5. It was quite different from the first two. About seven people from county townships – rural parts of the county – spoke at the microphone to say they didn’t want the county funding sidewalks and paths. Some of them said that the current budget problems did not allow the county to spend money on such things. One speaker said that if the county wanted to pay for sidewalks and paths, it should do so by issuing fines to people walking and biking on the road.

I was the only person on the other side of the issue who spoke at this meeting, and after that last comment I expect I sounded angry as I read my statement (see below). Later in the meeting the Board discussed the issue, and Commissioners Gillen (who represents part of Northfield) and Plaisance again voiced their strong disapproval of changing the current policy. Gillen said he didn’t support funding the sidewalk and path that were part of an earlier project on Woodley Street in Northfield. Both men expressed anxiety about shortfalls the county faces in funding its roads given the current budget; they feared having to revert paved roads to gravel roads. Plaisance said it was “ridiculous” to fund sidewalks and paths at the present time with transportation funds.

Malecha and Docken pointed out that changing to the “case-by-case” funding option didn’t require spending any money on sidewalks and paths if the Board felt there wasn’t enough money to do so.

When the votes were tallied, Commissioner Bauer joined Gillen and Plaisance in opposing a change. Commissioner Docken joined Malecha in voting for a revised policy. The status quo prevailed by a single vote. Needless to say, I was disappointed by the outcome. (See the Northfield News article about the vote.)

The entire experience got me thinking about the tension between rural and urban interests in our county and at other levels of government. My impression of Rice County government is that rural residents feel more of a connection to it than do city residents, and they influence it out of proportion to their numbers. I’ve been struck by how many Northfield residents do not know who their county commissioner is. The residents of Rice County’s cities need to be informed and keep a close eye on county government to make sure it is meeting our needs. They should consider running for the County Board if necessary.

Rural residents should also remember that our far-flung road system is financed largely by the majority of people who live in urban areas; we urban residents subsidize rural roads because there are so many more of us and we pay the majority of taxes. We pay for the majority of goods and services in our economy.

This cost participation policy change has me wondering how efficient our huge system of paved roads actually is. Can we afford to keep every road paved if it means our urban roads have to be less safe as a result? At the same time, I believe my welfare is bound up with the welfare of those living in rural areas, and they have their own transportation needs.

Surely we need rural and urban people to recognize each other’s needs. However, that rural resident who voiced disdain for anyone not in a car did not speak for many people in my community.

I don’t plan on spending more time on this issue until our budget situation improves, but I do ask that Rice County residents keep it in mind for the future.

In conclusion, here is what I said to the commissioners during my two-minute presentation at the microphone on May 5:

Good morning. I’m Bill Ostrem, a resident of Northfield and chair of the Northfield Area Task Force on Nonmotorized Transportation, which was created by the Northfield city council two years ago.

I thank you for reconsidering this policy and I ask you to put sidewalks and shared-use paths into the “potential county participation” category.  Right now you’re handcuffed by the current policy, which doesn’t allow you to address the full mobility and safety needs of county residents through your capital improvement program.  Making this change gives you the advantage of having a flexible policy that would allow you to address any significant safety issues that you may become aware of. Furthermore, it still gives you the option to say no to adding any costs that you want to avoid. It has all the advantages and none of the disadvantages of the current policy. It also puts you into alignment with the county transportation plan, which includes sections on nonmotorized transportation.

Children and youth, the elderly, disabled people, and others without drivers’ licenses or autos have mobility needs that involve using the public right of way, our roads. Others who want safe options for walking and biking include parents with small children in strollers or on bikes. If they want to walk and bike in our communities they can’t cut through private property, and our urban roads need to reflect that fact with sidewalks and paths. Even rural residents may some day need to retire in our towns and cities and will want safe mobility options.

We have significant problems in the Northfield area alone on county roads that lack these facilities: Woodley Street east, County Road 1, County Road 43 [see picture above]. A flexible policy would allow you to control costs the best way you see fit while still addressing the nonmotorized transportation needs that are a part of the county transportation plan.

Prior to that meeting, I mailed a letter (see below) and copies of the old and current cost participation policy to the commissioners. In the letter I asked them to consider  a simple compromise position: moving the sidewalks and bike paths from the “not eligible” for county participation category to the “potential County participation” category. This is essentially the “case-by-case” funding option that has been discussed as an option.

The transportation committee meetings are not open to the public, but last Friday I called my commissioner, Jeff Docken, to ask what action the committee took. He said that they decided to ask the County Board to consider two options at an upcoming meeting: keeping the current policy or changing it to the “case-by-case” or “potential funding” option that I presented in my letter. I believe he said it would be at a work session, probably May 5, but we should keep an eye on the Board’s agenda for its upcoming meetings.

It remains important for members of the public to let their county commissioner know their views on this subject. Please consider contacting them or writing a letter to the local paper. See below for more information, as well as the text of the letter I submitted.

April 7 County Board Work Session

Several of us advocates spoke again at the April 7 County Board work session, including a Faribault city council member and Jon Denison, a Northfield city council member. During the meeting, two commissioners, Plaisance and Gillen, voiced their strong concerns about funding sidewalks and paths in urban areas. They view the county’s transportation task as maintaining the current road system. Their anxiety is high about being able to maintain the roads in the current budget crisis. They fear having to revert paved roads to gravel roads. Plaisance thinks sidewalks should only be funded by cities through assessment of adjacent residents, though he did say the county may need to be open to helping cities with paths on school property. Gillen voiced his objection to the cost of portions of the Mill Towns Trail, though it is not funded by the county.

Commissioner Malecha is  open to the compromise “case by case” funding option, and Commissioner Docken seems to be open to that as well. The other commissioner, Bauer, did not state a position during the April 7 meeting.

My letter to the County Board

April 13, 2009

Dear Rice County Commissioners,

I would like to address the issue of the Rice County Cost Participation Policy for Cooperative Roadway Construction Projects as it relates to sidewalks and shared-use paths in urban areas, and I’d like to propose a simple compromise solution that I believe would give the county the greatest flexibility in managing its transportation system.

As a Rice County property owner and taxpayer I appreciate the fact that the Board of Commissioners is trying to best use its resources to maintain its large road system, and I understand the extraordinary budgetary pressures the county faces. I also understand that these issues were factors in deciding to change the cost participation policy last summer. However, I do not agree that the new policy fully serves the transportation needs of county residents.

While I would prefer that the county reinstate its previous cost participation policy, I suggest this simple change to the current policy: move “Sidewalks” and “Bituminous Bike Path[s]” to the list of “potential” county participation items. I have enclosed copies of the old and new cost participation policy, with the suggested changes marked in pen.

As I said, these changes would give the county the greatest flexibility in implementing its transportation vision. They would allow the county to work with cities to address the needs of pedestrians, children, bicyclists, the elderly, and the handicapped as they seek to move along and across county roads in urban areas. They would allow the county to address important safety issues and work with school districts, non-profit organizations such as retirement homes, and others to address problem areas. It would allow the county to include sidewalk and path facilities for these groups in its highway capital improvement plan if it makes sense to do so. In many cases plans for such facilities may increase the chances of obtaining additional federal and state grants for transportation projects. Without these changes, the county is severely restricted in its options to address sidewalks and paths.

Furthermore, I suggest changing the term “Bituminous Bike Path” to “Bituminous Shared-Use Path” to reflect the fact that pedestrians, runners, wheelchair users, and inline skaters can use these paths as well as bicyclists. Shared-use path is the term used by MnDOT and other transportation authorities.

The cost participation policy only applies to projects in the County Capital Improvement Plan. In discussing the issue, I believe that the commissioners should know what percentage of the county transportation/highway budget is spent through projects in the capital improvement plan. I ask that they obtain this information from Mr. Luebbe.

Sincerely,

Bill Ostrem, Chair
Northfield Area Task Force on Nonmotorized Transportation
cc: Mr. Weiers, Mr. Luebbe

A group of us will carpool down to Faribault from Northfield and will meet at Northfield city hall’s parking lot around 7:50 am. I invite those interested to join us.

My apologies for the error. I also encourage people to contact the commissioners about the issue and/or write a letter to the local newspaper.

Fact Sheet: Rice County Highway Cost Participation Policy

Summary: Rice County no longer pays a share of the costs for replacement sidewalks and new and replacement shared-use paths (sometimes called bike paths) on county roads in cities and townships. Sidewalks and paths along urban roads serve an important safety function and provide transportation and recreation options for many people, including children, the elderly, and the disabled. While some claim that these facilities are amenities, they are more properly viewed as essential components of a modern urban road.

On Tuesday, April 7 the County Board of Commissioners will revisit this issue. Please contact your county commissioner and/or write a letter to your local newspaper at your earliest convenience. (See contact info below.)

The Facts

• On joint road projects with cities, Rice County formerly paid a share of the cost for the following facilities as part of its capital improvement program:

For municipalities of 5,000 population or more:
55% of the cost for
- Replacement of existing sidewalks
- New bituminous bike path [shared-use path] (if maintained by local agency)
- Replacement of bituminous bike path

0% of the cost for new sidewalks (not eligible for county funding)

For municipalities of 5,000 population or less:
100% of the cost for
- Replacement of existing sidewalks
- New bituminous bike path [shared-use path] (if maintained by local agency)
- Replacement of bituminous bike path

0% of the cost for new sidewalks (not eligible for county funding)

• In August 2008 the Rice County Board of Commissioners changed its cost participation policy for county roads. (Commissioner Galen Malecha of Northfield was the only one to vote against the change.) Now all of the following facility costs are not eligible for county funding for all municipalities in the county:

- New sidewalks
- Replacement of existing sidewalks
- New bituminous bike path [shared-use path] (if maintained by local agency)
- Replacement of bituminous bike path

• Sidewalks serve an important safety function. According to a Federal Highway Administration study,  pedestrian crashes are more than twice as likely to occur in places without sidewalks; streets with sidewalks on both sides have the fewest crashes. (#FHWA-RD-03-042).

• Installing sidewalks and paths in the design or redesign of a road is less expensive than retrofitting them in later.

• The new policy will likely make it more difficult for the county and municipalities to obtain federal grants, which are more likely to be awarded to projects with multi-modal transportation features.

• Sidewalks and paths increase property values and property tax revenue.

• Other counties across the country are moving toward “complete streets” policies that accommodate all road users – motorists, pedestrians, cyclists, transit users, and the handicapped – but Rice County is moving in the opposite direction.

• The county policy refers to “bike paths” in its policy, but a more accurate term would be shared-use paths, since pedestrians, inline skaters, runners, and others can use them as well.

The Rice County Board of Commissioners web page has a link for finding your commissioner.

Contact info:

Mailing address for all commisioners:
320 NW 3rd Street Faribault, 55021

Jake Gillen, Commissioner – District 1
(507) 334-5746 (Home)
(507) 332-6101 (Office)
Email:  jgillen@co.rice.mn.us

Galen Malecha, Commissioner – District 2
(507) 645-6041 (Home)
(507) 332-6101 (Office)
Email: gmalecha@co.rice.mn.us

Milt Plaisance, Commissioner – District 3
(507) 334-7612 (Home)
(507) 332-6101 (Office)
Email:  mplaisance@co.rice.mn.us

Steve Bauer, Commissioner – District 4
(507) 334-9700 (Home)
(507) 332-6101 (Office)
Email:  sbauer@co.rice.mn.us

Jeff Docken, Commissioner – District 5
(952) 652-2876 (Home)
(507) 332-6101 (Office)
Email:  jdocken@co.rice.mn.us

We usually think of signs – such as a sign that tells us to watch for pedestrians – as making a road safer, but in many cases they don’t. What’s more important are design factors such as road width, closeness of buildings and objects to the road, the paving surface (such as bricks or asphalt), and many other elements of the social world that make it different from the traffic world. These can be used to signal drivers (fast-moving cyclists too!) that they’ve entered the social world and therefore must slow down.

I see Mr. Vanderbilt also has a blog titled “How We Drive,” which also looks like a good resource. And remember, we can “drive” nonmotorized vehicles too!

Note: I wrote the post below as a guest blogger at Locally Grown Northfield (LGN). See the LGN post for comments because I’ve turned them off here. The photo above shows a crosswalk at a roundabout in Bend, Oregon. Note the landscaping and the island where pedestrians can stop in the crosswalk. (Photo credit: Bill Ostrem)

In a February 6 post Tracy Davis referred to a short essay by the Project for Public Spaces titled “A Revolution in Transportation Planning.” It’s an excellent piece that discusses the history of transportation planning in the United States – how planners and leaders focused almost solely  on the automobile for most of the twentieth century, often to the detriment of our cities and neighborhoods and our own health, and how they have recently begun to consider all modes of transportation, including transit, walking, and biking. Increasingly, our society is looking at streets as public spaces (it’s the public “right of way,” after all) – spaces that must provide access for all users, whether they are in a car, on foot, in a wheelchair, on a bike, or riding a bus or train. We are beginning to create what some would call “complete streets.”

As I see it, this change is significant enough to be called a “renaissance” of the American street. In this post I’d like to briefly describe some of the groups and organizations working on this renaissance, including those in Minnesota, as well as some of the resources for learning more about it. In doing so I draw on my experience as a pedestrian and bike advocate in Northfield, where I’ve served as chair of the city’s Task Force on Nonmotorized Transportation for the last year and a half.

There are a large number of groups working on complete streets issues at the national level, more than I could possibly go into here. However, there are a few I’d like to point out as important players. One leader in the field is Complete the Streets. It’s a coalition that’s working with communities across the country to realize complete streets. They define a complete street this way:

COMPLETE STREETS are designed and operated to enable safe access for all users. Pedestrians, bicyclists, motorists and [transit] riders of all ages and abilities are able to safely move along and across a complete street.

Complete the Streets is working with Blue Cross Blue Shield of Minnesota to help communities in our state craft complete streets policies. In fact, Hennepin County recently passed a complete streets policy, and Rochester is working on some as well. (Northfield, I would argue, has the beginnings of complete streets policies through its recent planning documents.) The coalition supporting Complete the Streets includes a broad variety of organizations such as AARP, the American Planning Association, the American Society of Landscape Architects, and the Institute of Transportation Engineers. Some others of note are the Thunderhead Alliance for Biking and Walking ( “the national coalition of state and local bicycle and pedestrian advocacy organizations”); the League of American Bicyclists; Smart Growth America; and Active Living by Design, which was founded by the Robert Wood Johnson Foundation.

I’ve already mentioned the Project for Public Spaces (PPS), which is headquartered in New York City. That city is ground zero for the transportation revolution, and the changes made there will reverberate throughout the county. The New York City Streets Renaissance coalition includes PPS; Transportation Alternatives, a nationally recognized advocacy group; and The Open Planning Project. The latter has spawned the influential Streetsblog and Streetfilms.org.

I’ve found Streetfilms to be an especially wonderful resource. If you visit only one of the web sites I mention,  make it that one. They produce videos on street and urban planning topics, often interviewing leading experts in the field. Their work expands people’s minds about what is possible for our streets. We can’t easily visit all the leading places in the streets renaissance movement, but we can visit them virtually. See, for example, their films on the Paris bikesharing system, separated bike lanes, Portland, Oregon, and Colombia’s Ciclovia.

So those are some of the national groups. In Minnesota we have Transit for Livable Communities, which is currently managing Bike Walk Twin Cities, a project for which it has received over $20 million dollars in federal funding as part of the Nonmotorized Transportation Pilot Program. Fresh Energy, another nonprofit organization, is taking a leading role on energy issues and has made transportation policy a priority. Twin Cities Streets for People is probably the leading web resource in the state on these issues and is host to groups such as the Bike Edina Task Force. Twin Cities Streets for People was started by Community Design Group of Minneapolis and will soon become a separate nonprofit.

Blue Cross Blue Shield of Minnesota is using money from the tobacco settlement to spark changes in complete streets policies through its Prevention Minnesota arm. Our own city engineer and planner will be attending one of their complete streets workshops this month in Dakota County. And the Bicycle Alliance of Minnesota, a state bicycle advocacy organization, is just getting started under the capable leadership of Dorian Grilley, who formerly served as executive director of the Parks and Trails Council of Minnesota.

I hope that gives you some idea of the broad nature of the American streets renaissance and its larger context. Have I left anything important out? And what will it mean for Northfield? I believe it will mean safer streets, healthier citizens, and a more connected and vital community. We can take a first step toward that vision by beginning to implement the bikeways and walkways that are part of the city’s Park System Master Plan, particularly the relatively inexpensive on-street bike lanes and bike routes. As far as I know, none of these facilities are in our capital improvement plan today, and I hope that will change in in the near future.

Friedman deserves special praise for highlighting the problems of biodiversity loss, or the extinction of species. Based on my reading of science sources over my years of doing test development work, this is a problem that our leaders have not dealt with effectively, and it is being accelerated by climate change.

The strengths of this book are its detail and its wide-ranging inquiry. It does have some weaknesses: Friedman’s tendency to personalize his analysis, as when we learn about his many visits with the global elite at posh spots throughout the world; occasional overly specific detail, as in the section on the future “Energy Internet” or “smart grid”; and his nearly exclusive focus on technological and business-oriented solutions, a focus that many environmentalists criticize.

I did appreciate the fact that he calls for the development of an “ethic of conservation,” even if he has doubts about whether major lifestyle changes are required in the new “energy-climate era.” Here is an excerpt related to this issue:

To become good stewards and good trustees, [according to MIchael J. Sandel, a political philosopher at Harvard], “we will need to rein in our tendency to regard the earth and its natural resources as wholly at our disposal for present needs, wants, and desires. We have to develop new habits and attitudes towards consumption.”

Otherwise, whatever technologies we devise will simply be used to extend our current habits of profligate consumption to the huge, burgeoning middle classes of a hot, flat, and crowded world…. Does [this] mean that we, as individuals, have to edit our lifestyles down to a bare minimum, or get by with much less than the average American upper- or middle-class family consumes today? There is an anticapitalist, anticonsumerist, back-to-nature wing of the environmental movement that believes we should and almost delights in advocating that. By the way, that may be right, and should not be dismissed. My point is that we don’t know yet, because we have not tried even the obvious stuff that we do know would have real effects and would not involve fundamental changes in our lifestyle.

Telling every individual on the planet who wants or can afford a car that they cannot have one would be changing our lifestyle. But banning cars over a certain weight or engine size, or bringing maximum speed limits back down to 55 miles per hour, or banning taxis that are not hybrids – such efforts do not strike me as fundamentally cramping anyone’s lifestyle…. Forcing everyone to ride a bike to work would involve changing our lifestyle. But requiring municipalities to set aside bike lanes running from suburbs to inner cities doesn’t strike me as cramping anyone’s lifestyle (and might make our whole society healthier). [And Friedman goes through a list of many other examples] (pp. 192-193)