Can Exercise Make Kids Smarter?
By John Gideon
When you catch your
breath from the Alliance for Biking & Walking’s retreat and
ProWalk/ProBike you should read the September 15th story in the New York
Times titled “Can Exercise Make Kids Smarter?”
You can find the
story at this url: https://well.blogs.nytimes.com/2010/09/15/phys-ed-can-exercise-make-kids-smarter/
story at this url: https://well.blogs.nytimes.com/2010/09/15/phys-ed-can-exercise-make-kids-smarter/
The story, by Gretchen Reynolds, summarizes two recently published studies by the University of
Illinois on “how fitness affects the immature human brain.” One study looked at
the affect of exercise on basal ganglia, “a key part of the brain that aids in
maintaining attention and ‘executive control,’ or the ability to coordinate
actions and thoughts crisply.” The result: fitter kids generally performed
better on treadmill runs. The fitter kids had “significantly larger basal
ganglia.” (After the kids exercised they scanned their brains with MRI
technology.)
Illinois on “how fitness affects the immature human brain.” One study looked at
the affect of exercise on basal ganglia, “a key part of the brain that aids in
maintaining attention and ‘executive control,’ or the ability to coordinate
actions and thoughts crisply.” The result: fitter kids generally performed
better on treadmill runs. The fitter kids had “significantly larger basal
ganglia.” (After the kids exercised they scanned their brains with MRI
technology.)
The second study focused on the
affect of exercise on the hippocampus, “a structure in the brain’s medial
temporal lobes” responsible for complex memory. The study showed that the
fittest kids had “heftier hippocampi.”
affect of exercise on the hippocampus, “a structure in the brain’s medial
temporal lobes” responsible for complex memory. The study showed that the
fittest kids had “heftier hippocampi.”
According
to the story, the two studies together indicate that “If exercise is responsible for
increasing the size of these regions and strengthening the connection between
them, being fit may ‘enhance neurocognition’ in young
people, the authors concluded.”
to the story, the two studies together indicate that “If exercise is responsible for
increasing the size of these regions and strengthening the connection between
them, being fit may ‘enhance neurocognition’ in young
people, the authors concluded.”
The story then goes on to sum up scientific research on
this subject:
this subject:
“Past studies from the University of Illinois
found that ‘just 20 minutes of
walking‘ before a test raised children’s
scores, even if the children were otherwise unfit or overweight, says Charles
Hillman, a professor of kinesiology at the university and the senior author of
many of the recent studies.
But
it’s the neurological impact of sustained aerobic
fitness in young people that is especially compelling.“
And, finally, this conclusion: “But
for now, the takeaway is clear. ‘More aerobic exercise’ for young
people…”
Transformation of a city from cars to people in the streets [video]
London’s Do-It-Yourself Approach to Safer Streets
by Elizabeth Press
In the UK, the non-profit Sustrans is pioneering a community-based method to reclaim streets from high-speed traffic and make neighborhoods safer and more sociable places.
Called "DIY Streets," the program brings neighbors together to help them redesign their streets in a way that puts people, safety, and streetlife first. So far, individual streets have benefited from DIY redesigns in 11 communities in England and Wales. Recently Streetfilms got a walk through of one successful DIY project — on Clapton Terrace in London. With the people who made it happen as our guides, we saw how planners and neighbors collaborated to transform a place where speeding used to rule into a local street with calm traffic and safe space to socialize.
Can the DIY model work on a bigger scale than an individual street? We’re about to find out: Residents of the London Borough of Haringey will soon be working with Sustrans on the first neighborhood-wide DIY project.
[Watch the video.]
Continue reading “London’s Do-It-Yourself Approach to Safer Streets”
Detection of Bicycles at Demand-Actuated Traffic Signals
By Steven G. Goodridge, Ph.D. Member, IEEE
Abstract
Inductive loop sensors, commonly used for detection of traffic at demand-actuated traffic signals, can be configured and adjusted to detect bicycles with metal rims. This article describes how to provide reliable detection of bicycles via inductive loop sensors without generating unacceptable false-positive detection of large vehicles in adjacent lanes.
…
Detector Circuit Sensitivity
Detection of a bicycle over a well-designed quadrupole loop requires that the detector circuit be adjusted more sensitive than what is typically required for automobile detection. A bicycle can generate as little as 1% as much change in the loop inductance as an automobile does, especially for a poorly designed loop, because the car covers so much more area of magnetic flux, and has a high net conductivity. However, many commercially available detectors provide adequate sensitivity to accomplish this. According to Jim Magerkurth of US Traffic Corporation, a detector should provide an inductance change sensitivity level down to 0.0025% to reliably detect bicycles. Examples of such detectors include the US Traffic Corporation 262 series rack-mount detectors, which offer nine sensitivity levels. Shelf-mount detectors with this sensitivity include the US Traffic Corporation 921-2, 910 and 913 units. Such modern inductive loop detectors vary in price from $100 to $250. Note that some other models of detector systems on the market offer sensitivity to only 0.01% inductance change; such detectors should be avoided for bicycle-sensitive loop installations.
Good detectors can be adjusted to detect bicycles on quadrupole loops. As described by one signals expert:
It is always possible to set a detector’s sensitivity to pick up a bicycle. The trade-off is in longer detection times and the possibility of false detections from vehicles in adjacent lanes. Most people who set signal detectors use the lowest sensitivity setting that will pick up cars reliably. I advocate using the highest setting that will avoid picking up vehicles in adjacent lanes. Digital circuits used in modern detectors can use high sensitivity settings without unacceptable increases in detection times. Unfortunately, there are still a lot of old detectors out there, and most people who work on signals use principles based on the performance characteristics of old detectors.
– Bob Shanteau, PhD, PE, Registered Traffic Engineer (Source: Rec.Bicycles FAQ)
…
Continue reading “Detection of Bicycles at Demand-Actuated Traffic Signals”
DZR Shoes Release
by Bike Shop Girl
DZR Shoes.. SPD compatible shoes with style. These are too cool to wait for a full post. Watch the video, visit the website and I’ll write something up fully within 24 hours!
New Report: Climate Change and Bicycling
from Bikeleague.org Blog by Darren
The Advocacy Advance Team, a partnership between the League and the Alliance for Biking & Walking, has released a new report on how bicycling advocates can work with state, city, and university officials to strengthen bicycling-promotion language in Climate Action Plans. Read “Climate Change and Bicycling: How bicycling advocates can help craft comprehensive Climate Action Plans.”
Climate Action Plans are strategic and comprehensive tools to combat climate change by reducing Green House Gas (GHG) emissions. They are being written and implemented by cities, states, and universities in lieu of aggressive federal action. Bicycling is a convenient, enjoyable, and efficient way to make short trips – 40 percent of all trips in the United States are two miles or less – and it does not emit CO2. As a result, policymakers are increasingly turning to promoting bicycling as a way to meet GHG reduction targets.
Bicycling advocates can help shape Climate Action Plans to include pro‐bicycling policies. Using case studies and examples from existing plans, this report examines: 1. how pro‐bicycling policies have been written into the Climate Action Plans of states, cities, and universities, 2. examples of plans that include bicycling, 3. how bicycling advocates can best support these efforts, and 4. how to ensure that governments follow through on the promises made in their plans.
Bicycling language in Climate Action Plans varies, but here are some key points to advocate for:
VMT and GHG reduction targets – plans should identify vehicle miles traveled (VMT) reduction targets to reach GHG reduction targets. They can also include ambitious bicycle mode‐share targets.
Complete the network – plans should call for the prompt completion of the Bicycle Master Plan, if one exists, or the creation and implementation of one, if not. Improvements to inadequate plans should also be called for.
Funding – plans should include increased funding bicycle and pedestrian infrastructure.
Design practices – plans should call for Complete Streets policies that require the consideration of the needs of all users, and Smart Growth policies that encourage high‐density and multi‐modal land‐use planning. Some plans include incentives or requirements for new buildings to provide showers and changing facilities and secure bicycle parking.
Experienced advocates and climate planning experts recommend that advocates follow these steps:
The process – Know what the public input process is; offer your advice as an expert
The people – Know who is writing the plan; build relationships with the officials
The plan – Contribute ideas, especially existing, well thought‐out ones with quantifiable results
The public – Conduct outreach and build support for the plan
The product – Use the plan to make things happen; integrate the plan into the operating culture of the agency
Read the full report for much more detail and case studies of bicycling advocates who have helped improve their Climate Action Plans.
~Darren Flusche
League Policy Analyst
Our Car-Based Environments Are Making Us Sick
from Streetsblog.net by Angie Schmitt
Behind some of America’s most pressing health problems — obesity, diabetes, depression — there’s an often ignored culprit: a built environment that is hostile to active lifestyles.
As the U.S. medical industry pours billions into treating epidemic diseases, it is merely addressing the symptoms of “deep-rooted structural issues” while neglecting the underlying causes, says Dr. Richard Jackson, chair of the School of Health at UCLA and former head of the National Center for Environmental Health at the Centers for Disease Control. Dr. Jackson — one of the leading voices on the role of the built environment in America’s public health crises — confronted car dependence this weekend at the annual meeting of the American Society of Landscape Architects.
As reported by ASLA’s The Dirt blog, Dr. Jackson outlined the problem like so:
Car dependence is fueling the obesity epidemic, says UCLA’s Dr. Richard Jackson. Photo: AOL News
Obesity is a “common cause epidemic,” and a related health impact, diabetes, is now a “crushing health crisis,” driven in large part by the sedentary, car-based lives we are leading. Sprawl, in effect, kills.
Less density equals more driving. “We are engineering exercise out of people’s lives” by creating suburban cul-de-sacs and putting places of work and living far from each other.
Instead of addressing the public health impacts of the absence of trees, low-albedo streets (which contribute to the urban heat island effect), as well as a lack of planning, public transit, or safe streets, we are instead “looking at the end of the pipeline,” the medical effects. Our environment is sending us a message: “We are appendages to our cars.”
Dr. Jackson is a proponent of “designing for well being.” On a local level, that might entail developing organic food gardens at schools and hospitals. At the national level, he argues for investment in public transit, bicycle infrastructure and safe routes to school.
Continue reading “Our Car-Based Environments Are Making Us Sick”
MEANWHILE… in America
Don’t believe the hype
[B’ Spokes: If I had to summarize the following article, the following analogy would be it:
A practical transportation device that meets 90% of our needs would be like this:
The problem is rather then use another tool for the remaining 10% we would rather use this all the time:
(Not to mention it impresses the heck out of the neighbors.)
A “personal” auto is like taking the space one person needs and doubling it, and double that again, and double that again, and double that again, and double that again, and doubling that yet again so we finally end up with something for everyones personal use. Now let’s find a place to park all these monsters 90% of the time. ]
Written by Bianca Mugyenyi and Yves Engler
Don’t believe the hype. The GM Volt plug-in hybrid electric vehicle is a threat to those who care about livability, equality and the planet.
For over 1300 days GM has touted the Volt and its ability to run for 40 miles on electricity before switching to a gasoline engine. In January 2007 the Financial Times concluded that the Volt was designed to counter the “halo effect that Toyota gained from the Prius, which rivals the iPod as an iconic product.” In fact, iCar was the original name for the Volt. “I admit,” the former head of GM explained, “that it [the Volt] has a secondary benefit of helping to reestablish credibility in technology.” plug
The lure of technological advancement has always been part of the automobile’s formidable ideological prowess. Popular journals, magazines and other media regularly portray the automotive sector as a forerunner of innovation.
While automakers spend huge sums on R&D the mode of transport is inherently inefficient. These 3000-pound metal boxes carry on average one and a half people, approximately 300 pounds – a mere ten percent of the vehicle’s weight. At the same, the car’s appetite for space is insatiable. Requiring 300 sq feet for home storage, 300 sq feet for storage at destination, 600 sq feet while traveling and another 200 sq feet for repairs, servicing or sale, an automobile occupies about 1,400 sq feet altogether – more space than most apartments.
Buses, trains, streetcars, bikes as well as pedestrians (and just about every other animal, plant or mineral) use space and infrastructure more efficiently than personal cars, whether moving or at a standstill. At approximately four meters across, road lanes are about the same width of railroad tracks, yet rail carries twenty times the number of passengers.
Despite the environmental fanfare, the Volt’s electric battery merely relocates tailpipe pollution to the source: power stations. Yet over half of all US electricity comes from coal, which produces more carbon emissions and pollutants than regular oil. If the goal of the electric car is to limit global warming, using carbon based fuels is puzzling.
Even with alternative fuels or better fuel efficiency the private car will continue to be an ecological catastrophe. From steel and aluminum, to paint and rubber production, to automotive assembly, manufacturing an average automobile generates enormous pollution. A Summer 2007 study titled, From Dust to Dust, concluded that half the energy a car uses in its lifecycle is in the production and destruction phases. Growing awareness of these energy costs prompted Norway to make it nearly impossible for car companies to advertise as “green”, “clean” or “environmentally friendly” without proving that this was the case in every aspect of the lifecycle from production to emissions to recycling.
The basic point is this: there is no such thing as a green car. It is not sustainable for individuals to hop into a two, four or eight thousand pound metal box for mobility.
Beyond ecological costs, car hegemony has a slew of negative side effects. Auto travel leads to significantly higher rates of injury or death than other forms of transportation. Additionally, infrastructure designed for the car undermines walking and biking, which are vital elements of a healthy lifestyle.
An incredibly expensive form of transportation, the amount of time devoted to the car is immense. It’s been calculated that the average person in the U.S. works from January 1st to March 31st to pay for their automobile(s). April 1st has been declared auto freedom day; the day people begin earning money for food, board, clothing, education and the other necessities of life.
When the automobile serves as the primary mode of mass transit, the poorest are hardest hit. Low-income U.S. families spend over a third of their take home pay on transportation, twice the proportion of affluent families. The Volt, which starts at $41, 000, will not alter that. But, it will give a boost to the image consciousness. Since the dawn of the auto age, the car has been a conspicuous symbol of status in a hyper materialist world.
North America’s transportation system, based on individual ownership of vehicles, is inefficient, environmentally destructive and dominates cultural, economic, and political systems in a wide variety of negative ways. Will the Volt revolutionize transportation or will its smoke and mirrors reinforce the dominance of the private car?
It may be time to look beyond private automobility.
Continue reading “Don’t believe the hype”