The Democratic and Republican political conventions will be here soon, with the Democrats meeting August 25-28 in Denver and the Republicans September 1-4 in St. Paul. Both conventions will have an unusual feature: bike-sharing programs that will make available 1000 bikes to the public in each city for free.

The program is a joint venture of the Humana Freewheelin bike-share program and Bikes Belong, a non-profit bicycle advocacy organization funded by the bicycle industry. Humana is a large health insurance company that has had success with an employee bike-share program at its headquarters in Louisville, Kentucky.

I’m excited about the convention bike-share opportunity because I’ve been following the spread of “new generation” bike-sharing programs for the past year, particularly the enormous Velib’ program in Paris, France, which started last summer. These newer bike-sharing programs are more high-tech than the “yellow-bike”-type of program that some cities and college campuses have had. Those older programs have usually been plagued by theft, vandalism, and disrepair, since the bikes are not locked, there is no system of checking the bikes out, and there are few resources for maintaining the bikes.

The newer bike-sharing programs typically make bikes available at stations, where they are locked. Users register for the rental program and use a credit card to obtain a bike. If the bike is not returned, the user is charged a large fee. Just this month, Washington, D.C., became the first North American city to launch a bike-share program. (See a Washington Post article on that subject). Montreal, Canada, will follow, as will St. Xavier University in Chicago.

The Velib’ program in Paris - which, like many other bike-share programs, is supported by outdoor advertising revenue - has been a huge success. It makes 20,000 bikes available at over 1000 locations. According to an article in The Times, in its first year its users have made 27 million trips by bicycle, an incredible number, and bike use in Paris has increased 70 percent.

Eyeing that success, North American bike advocates are hoping bike sharing will make a difference here as well. They even have some help at the top. Several U.S. Congressmen, including Jim Oberstar of Minnesota, issued a “bike-partisan” challenge to bike-share users in the political convention cities: take 10,000 trips and tally up 25,000 miles of riding in both cities collectively. If you’ll be in Minneapolis-St. Paul September 1-4, you can register now to ride the bikes.

I hope the Freewheelin program at the political conventions does lead to lasting change. After the convention, 70 bikes will remain in each convention city for use by the public. The rest of the 1000 bikes will be donated to a variety of organizations.

I’ll be up there in Minneapolis-St. Paul helping out as a volunteer. You can register online if you want to do the same. You’ll receive food, beverages, and a t-shirt in return for your service.

The county transportation engineer, Dennis Luebbe, proposed a policy that concerned me: banning county funding of facilities such as sidewalks and bike paths in future transportation capital improvement projects. The policy would immediately effect county funding of a recent local project that has been contentious: the Woodley Street/CSAH 28 project here in Northfield. Note also that the county receives funding from the state for transportation infrastructure; state funds, of course, come from our income tax, sales taxes, and other taxes and fees that we pay.

Mr. Luebbe said that bike/ped facilities might be considered in projects outside of the CIP, but that hardly seems satisfactory. I will await further comment until I locate the text of the policy and receive an answer from Mr. Luebbe regarding my questions:

1. Is the proposed policy available for viewing online? If not, would you send us a copy? If a rationale is not included in the text of the policy, we are interested in learning that also.

2. Do other counties have a similar policy? Which ones do you know of?

Here is the PDF of the policy, which was sent to me by Fran Windschitl at Rice County:

proposed-highway-cost-participation-policy

The article provides an excellent summary of the many benefits of nonmotorized transportation, and it attempts to quantify some of them. Litman conservatively estimates that trips shifted from motor vehicles to walking or biking can yield a benefit of about 50 cents to about 5 or 6 dollars, and probably the benefits are much greater than this. Presumably some of these benefits accrue to an individual, while others accrue to a government or society in general.

Here are the main benefits that I would mention to decision makers in terms of how nonmotorized transportation can be an economic benefit to my city:

• Roadway cost savings: walking and biking do less damage to roads and lead to lower road maintenance costs
• Vehicle cost savings: driving a motorized vehicle is more expensive than walking or biking; money spent on vehicles and fuel typically leaves a community
• Air pollution reductions: these have a positive impact on health
• Health benefits from exercise

Here are some excerpts from the paper:

[S]mart growth supports nonmotorized travel and nonmotorized travel supports smart growth. As a result, mobility management programs that increase nonmotorized transport usually leverage reduced motorized travel, causing proportionately larger reduction in vehicle-miles, although exactly how much depends on the situation. (p. 4)

Recent studies indicate that residents of more walkable communities exercise more and are less likely to be overweight than residents of automobile-oriented communities (Ewing, Schieber and Zegeer, 2003; Frank, 2004). (p. 15)

Nonmotorized facilities (trails and sidewalks) can increase nearby property values and help attract residents and industries that value environmental quality, physical fitness and outdoor recreation (NBPC, 1995; LGC, 2001)…. Reducing automobile expenditures tend to increase regional employment and business activity because fuel, vehicles and parts are generally imported from other areas (Litman and Laube, 1998; “TDM and Economic Development,” VTPI, 2004). (p. 16)

Automobile-oriented transport tends to result in community development patterns that are suboptimal for other community objectives (Forkenbrock and Weisbrod, 2001). Wide roads and heavy traffic tend to degrade the public realm (public spaces where people naturally interact) and in other ways reduce livability. Reduced vehicle traffic tends to increase neighborly interactions and community involvement (Appleyard, 1981). Untermann and Vernez Moudon (1989) comment,

“A deeper issue than the functional problems caused by road widening and traffic buildup is the loss of sense of community in many districts. Sense of community traditionally evolves through easy foot access–people meet and talk on foot, which helps them develop contacts, friendships, trust, and commitment to their community. When everyone is in cars there can be no social contact between neighbors, and social contact is essential to developing commitment to neighborhood.” … (p. 17)

This analysis indicates that typical trips shifted from automobile to walking or cycling provide benefits worth at lease $0.46 to $5.50, and probably much more considering all benefits, including those unsuited for monetization, and leveraged vehicle mileage reductions. If seven motor vehicle-miles are reduced for each increased mile of nonmotorized travel through broader changes in transportation and land use patterns, as the data suggest, then benefits exceed $3.29 per walking trip and $38.50 per cycling trip. Of course, actual benefits vary depending on the type of trip and travel conditions. (p. 20)

However, I’m taking some small actions today that buoy my spirits. They involve my energy-efficient strategy to keep the house cool in hot weather. They aren’t perfect and they won’t work for everyone or every situation, but they generally work for us. Here are the steps I take:

• Open the windows at night to let cool air in
• Close the windows during the day when the outside temperature is higher than the indoor temperature
• Close basement air vents, open air vents elsewhere in house
• Keep the dehumidifier in the basement running
• Turn on the furnace fan to circulate air through the house
• Use other fans as necessary

This strategy moves cooler air in the basement and ground level up to the top floor. The other day it kept our house at 80 degrees or cooler on a 95-degree day.

It’s a bit like a thrifty groundsource cooling solution: naturally cool air in the basement helps to cool the rest of the house. It may also work to some extent in houses without basements.

It may work better in our house than in others, because we share walls with neighboring townhouses. But still, I think it can help many people to minimize their air conditioner use.

Our short trip took us only 100 miles or so from our home in Minnesota to Eau Claire, Wisconsin, the largest city in western Wisconsin. We approached from the west, on scenic roads. Well, nearly every road is scenic in this beautiful area. Our route took us through Red Wing, Minnesota, to Highway 63, then Highway 72 and County Road C to Eau Claire. It’s a beautiful route through farming country and forest-covered hills, passing through the towns of Ellsworth, Rock Elm, Elmwood, Downsville, and Dunn. It includes some very hilly, thickly forested country - an area that was not covered by the most recent glaciers, and terrain that most people probably do not associate with the Midwest.

I haven’t yet had time to do more than a cursory reading of the report’s executive summary and its transportation chapter. Here are a few excerpts from the executive summary:

The Legislative-Citizen Commission on Minnesota Resources (LCCMR) funded a unique partnership among the University of Minnesota and the consulting firms of Bonestroo and CR Planning to evaluate the state’s natural resources, identify key issues affecting those resources, and make recommendations for improving and protecting them. More than 125 experts, including University scientists and public and private natural resource planners and professionals, participated in the 18-month effort. …

• The key issues for which recommendations are made in this report are:
• Land and water habitat fragmentation, degradation, loss, and conversion
• Land-use practices
• Transportation
• Energy production and use, and mercury as a toxic contaminant related to energy production

Here are the three recommendations from the Transportation chapter:

• Transportation Recommendation 1: Align transportation planning across state agencies and integrate transportation project development and review across state, regional, metropolitan and county/local transportation, land use and conservation programs.
• Transportation Recommendation 2: Reduce per capita vehicle miles of travel (VMT) through compact mixed-use development and multi- and intermodal transportation systems.
• Transportation Recommendation 3: Develop and implement sustainable transportation research, design, planning, and construction practices, regulations, and competitive incentive funding that minimize impacts on natural resources, especially habitat fragmentation and non-point source water pollution.

The report clearly deserves closer reading and the attention of state leaders. Note especially the involvement of leading state scientists and planners.

For more information, see the official press release and a Star Tribune article.

I haven’t yet read the entire section on climate solutions, but I did read its commentary on transportation, by Guy Dauncey. He proposes a future in which 5 percent of the United States’ surface transportation needs are met by walking, 10 percent by biking, 20 percent by transit, 5 percent by teleworking and teleconferencing, 5 percent by trains (presumably longer-distance), 5 percent by ridesharing, and the rest by personal motor vehicles.

What caught my attention more, however, was the magazine’s “The Page That Counts” section, one of those lists of facts that many magazines publish. For this issue, it begins with these three facts:

Amount of its roads budget that Copenhagen devotes to services and infrastructure for cyclists: 1/3 [1]

Amount of money that a community gains for every mile biked instead of driven: 50 cents [2]

Benefit to Norwegian society for each physically inactive citizen who chooses to bike or walk to work: $4,500 - $5,900 [3]

The quoted facts speak to the generally unrecognized benefits of walking and biking. I was especially drawn to the latter two, because they could capture the attention of elected officials, government staff, and other leaders.

Here are the sources for those facts:

1. “Livable Copenhagen: The Design of a Bicycle City,” Alyse Nelson, Center for Public Space Research, Copenhagen, 2007. This is a 7mb pdf file and will take a while to load depending on your internet connection.
2. “Quantifying the Benefits of Non-Motorized Transportation for Achieving Mobility Management Objectives,” Todd Litman, Victoria Transport Policy Institute, November 30, 2004.
3. “Walking and cycling track networks in Norwegian cities: Cost-benefit analyses including health effects and external costs of road traffic,” Kjartan Sælensminde, Institute of Transport Economics, 2002.

I hope to dig further into these sources and have already glanced at the second one, by Todd Litman, which is quite impressive.

Although I spent most of my time working, I did enjoy my trip. The area from Princeton west to the Delaware River Valley is a wonderful part of the country, and summer is a nice time to be there. This is a place that has managed to retain some of its rural character, even though it sits in the most densely populated state in the country.

How did they do that? I don’t know for sure, but I do know that some of it came through open space initiatives that involved land purchases by government; private trusts and zoning ordinances probably played a role as well.

I stayed in Princeton, not far from the university, and was rather awestruck at the building they’ve done on campus in the last several years, most of it on the southern edge, including Whitman College (named for Meg Whitman of eBay fame). This is what money will do for you.

During my trip, the high price of fuel was on people’s minds. I got a feel for high gas prices when I filled up my rental car near the Philadelphia airport and paid $4.13 a gallon. Perhaps prices will come down, but with higher demand around the world it feels as though we are crossing some kind of historic watershed and moving into unfamiliar territory, to use a geographic metaphor.

Now it is good to be back home in Minnesota. Our baby boy is six months old now and can sit up on his own - though he is still prone to toppling over. He is cuter than ever, of course. And I’ve been getting lots of hugs from our daughter, who says she missed me a lot. It is nice to have been missed, and better to be home.

My first stop after leaving the airport was South Philly, just south of downtown. I was happy to find it’s much the same since I first visited 20 years ago.

If you appreciate the urban Northeast or are interested in experiencing it, this is one place to get a feel for its teeming streets. And what streets! I approached the area from the south, first driving up South 10th Street, then 9th Street. On 10th Street I saw tiny, tiny one-level brick houses, and on 9th Street I made my way through a narrow one-way corridor, cars parked on both sides of the street in front of small row houses, apartment buildings, shops, and restaurants. To my eyes, accustomed to a small town in the Midwest, the density of the place, especially its buildings, was remarkable. The people, meanwhile, were out on the sidewalks or their front steps and porches, enjoying the evening air and the sights and sounds of the neighborhood.

I made my way north to the Italian Market, an Old World-style area of shops and sidewalk stalls that was featured in scenes from the movie Rocky. South Philly is still largely Italian, though today it increasingly includes Hispanics and Asians.

I stopped at Geno’s, famous for its cheese steaks and cheese fries, and ordered “one American with” - a steak sandwich with American cheese and onions. Though busy and vital, Geno’s seemed to be desperately trying to hold the area’s diversity at bay. It proclaimed its patriotism and nativism through displays of the American flag and signs proclaiming the necessity of speaking English. Just as prevalent were pictures of local police officers, nearly all of them white.

Meanwhile, across the street, Asian and Hispanic youth played basketball and seemed uninterested in the greasy fare that I was consuming. The future is ours, they implied with their quick movements and bouncy steps.

I was left wondering what would come of this tension of cultures, what would happen to Geno’s and the descendants of the Italians, to the newer kids jumping for the rim on the other side of the street. Some kind of truce, I hope, some kind of kind of blend that is born of acceptance.

I’m not a regular reader of Grist, though my wife is. They take a lighter approach to environmental issues - lighter than yours truly, for example. I like their slogan: “Grist: it’s gloom and doom with a sense of humor. So laugh now - or the planet gets it.”

See also their commentary on the carbon footprint of biking versus driving, in which they run some of the numbers and, as commonsense would indicate, find that biking comes out ahead.