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The fifth annual F as in Fat Report


WASHINGTON, Aug. 19 /PRNewswire-USNewswire/ -- Adult obesity rates increased in 37 states in the past year, according to the fifth annual F as in Fat: How Obesity Policies Are Failing in America, 2008 report (<a href="http://healthyamericans.org/reports/obesity2008">http://healthyamericans.org/reports/obesity2008</a>;) from the Trust for America's Health (TFAH) and the Robert Wood Johnson Foundation (RWJF). Rates rose for a second consecutive year in 24 states and for a third consecutive year in 19 states. No state saw a decrease. Though many promising policies have emerged to promote physical activity and good nutrition in communities, the report concludes that they are not being adopted or implemented at levels needed to turn around this health crisis.

More than 25 percent of adults are obese in 28 states, which is an increase from 19 states last year. More than 20 percent of adults are obese in every state except Colorado. In 1991, no state had an obesity rate above 20 percent. In 1980, the national average of obese adults was 15 percent. Now, an estimated two-thirds of American adults are overweight or obese, and an estimated 23 million children are either overweight or obese (the report does not include new state-level data for children this year).
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&quot;America's future depends on the health of our country. The obesity epidemic is lowering our productivity and dramatically increasing our health care costs. Our analysis shows that we're not treating the obesity epidemic with the urgency it deserves,&quot; said Jeff Levi, Ph.D., executive director of TFAH. &quot;Even though communities have started taking action, considering the scope of the problem, the country's response has been severely limited. For significant change to happen, combating obesity must become a national priority.&quot;
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The report also provides an annual review of state and federal policies aimed at reducing or preventing obesity in children and adults. It shows that many policies are missing critical components or require a more comprehensive approach to be truly effective. Among the examples highlighted:
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-- While the Dietary Guidelines for Americans were updated in 2005, the U.S. Department of Agriculture (USDA) school meal program has yet to adopt the recommendations.
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-- Ten states do not include specific coverage for nutrition assessment and counseling for obese or overweight children in their Medicaid programs (Early and Periodic Screening, Diagnostic and Treatment (EPSDT) benefits).

-- Twenty states explicitly do not cover nutritional assessment and consultation for obese adults under Medicaid.

-- Only Georgia and Vermont have specific guidelines for treating obese adults in their Medicaid programs. In Nebraska and South Carolina, the Medicaid programs specifically state that obesity is not an illness and is therefore not covered.

-- Forty-five states allow using obesity or health status as a risk factor to deny coverage or raise premiums. Only five states do not allow using obesity or health status to deny coverage or raise premiums.
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The F as in Fat report concludes with a recommendation that the country set a national goal of reversing the childhood obesity epidemic by 2015. To help achieve that goal, the report's top recommendation calls on the federal government to convene partners from state and local governments, businesses, communities, and schools to create and implement a realistic, comprehensive National Strategy to Combat Obesity. Some key policy recommendations include:

-- Investing in effective community-based disease-prevention programs that promote increased physical activity and good nutrition;
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-- Increasing the amount and quality of physical education and activity in schools and childcare programs;

-- Increasing access to safe, accessible places for physical activity in communities. Examples include creating and maintaining parks, sidewalks and bike lanes and providing incentives for smart growth designs that make communities more livable and walkable;

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Drivers should get off their high horse


Regarding a handful of letters about what bicyclists should do, should wear for safety, how they should behave on roads, licenses they should get and even what taxes they should pay, I respectfully submit the following: Get your own automotive house in order before demanding the cycling-should-do list!

That being said, let's review the list of things drivers should and shouldn't do. You should stop at all red lights and stop signs. You should yield to pedestrians who wish to cross the street. You shouldn't get all liquored up and go out driving only to crash into other parked cars, vans carrying families, pedestrians, trees or large bodies of water.

You should remind yourselves that motor vehicle accidents still top most lists as the leading cause of accidental death. You should pay more attention to the road and stop applying makeup, eating, texting, reading, fiddling with the radio or reaching into the backseat. Perhaps if you were watching the road, checking your blind spots, scanning for hazards, anticipating problems and generally being a truly responsible motor vehicle operator, then those pesky, difficult-to-see cyclists would be more visible.

You should behave so that the term &quot;road-rage&quot; will never be applied to you. As you sit alone in traffic, you should consider car-pooling, taking the bus, a shorter commute or even riding a bike. Perhaps you should investigate the true costs of driving, such as the social costs associated with sprawl-type development, the medical costs of soaring childhood obesity rates and the cost of military spending in oil-rich regions of the world.

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A Different Kind of Bike Tour


High gas prices and growing environmental concerns are making more home buyers interested in bicycle-friendly neighborhoods. Seeing a market, some real-estate agents have traded their suits for spandex and are leading clients from house to house on two wheels instead of four.

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I had a really neat one today.


[From Bike Forums:]

While riding thru a downtown area, with very light traffic. I was in the right hand lane of a 4 lane street, about 4' off the car doors. A young (considering my 62) woman came roaring up behind me, layed on the horn, and yelled something profane at me as she passed. I almost yelled back, but she went by too quickly.

The really cool part, was that she failed to recognize the bicycle cop next to her in the other lane, waiting to turn left....

He flipped on his go fast lights, and siren, (color me surprised!)and pulled her over about a block down the street, when she caught the next red - and then stopped me too as I rode by. He just wanted my name and phone number as a witness, to add to her summons for aggressive driving.....

We do have a fair sized contingent of bicycle cops in the town where I frequently ride, see them on the trails, parks, and downtown areas frequently. They always wave, and exchange pleasantries.

That had to be the coolest thing I ever saw happen!!!!!!!

I sure hope I get to go to court!!!!!!!

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Bicyclist hit and ticketed, takes on city hall


[Apparently it is illegal to ride in the center of a bike lane in Madison.]
MADISON (WKOW) -- To Madison's Linda Willsey, her day in municipal court next week, is to stand up for all bicyclists in urban settings.

Willsey is refusing to pay a $10 ticket for failing to ride her bicycle at least three feet away from a parked car.

Willsey was ticketed July 16 while she was in a hospital emergency room after being hit by someone's car door as Willsey bicycled on Henry Street in downtown Madison.

&quot;I'm going to fight this because it's not right,&quot; Willsey, 50, told 27 News.

&quot;Most bikers who bike regularly are very wary when they're travelling along a line of parked cars,&quot; Willsey said. &quot;But you've got traffic on the other side, so you're trying to find a safe zone between the parked vehicle that could open a door on you, and the traffic.&quot;

27 News used a tape measure in a downtown Madison bike lane, and discovered if a bicyclist maintained the legal clearance of three feet, the bicyclist would in the third of the lane closest to traffic.

Madison's Teena Morey has been on the other side of a car door, when a bicylclist hit. On Oct. 19, 2005, Morey said she barely opened her car door after parking on Langdon Street and a bicyclist was right next to her.

&quot;Definitely less than three feet,&quot; Morey told 27 News. &quot;I mean my door may have been open maybe twelve inches, and it was right there.&quot; Morey said the bicyclist hit her door and fell to the ground. But Morey said she was assigned no fault for the accident. Police reports indiciate no one was ticketed.

Willsey said state senator Fred Risser (D-Madison) is considering drafting a proposal to modify or abolish the three-foot-standard for bicyclists.

Willsey's date in Madison municipal court on her ticket is August 20.

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Electric bikes provide greener commute


NEW YORK (AP) -- When Honora Wolfe and her husband moved to the outskirts of Boulder, Colorado, she wanted an environmentally friendly way to commute to her job as a bookshop owner in the city.

Wolfe, 60, found her solution about a month ago: an electric bicycle. It gets her to work quickly, is easy on her arthritis and is better for the environment than a car.

&quot;I'm not out to win any races,&quot; she said. &quot;I want to get a little fresh air and exercise, and cut my carbon footprint, and spend less money on gas. And where I live, I can ride my bike seven months out of the year.&quot;

The surging cost of gasoline and a desire for a greener commute are turning more people to electric bikes as an unconventional form of transportation. They function like a typical two-wheeler but with a battery-powered assist, and bike dealers, riders and experts say they are flying off the racks. ...

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Obituary: Gihon Jordan, 58, traffic engineer


By Gayle Ronan Sims, Inquirer Staff Writer

Gihon Jordan, 58, a Philadelphia Streets Department traffic engineer who worked to make the city safer for pedestrians, bicyclists, motorists and the disabled, died of colon cancer Thursday at his home in West Philadelphia.

Mr. Jordan battled bureaucracy, and combined vision and common sense in his quest to make Philadelphia a better place. He was responsible for just about everything involving traffic in Center City, North and South Philadelphia, and the river wards. This included street signs, malfunctioning traffic signals and the closing of streets.

But he also solved bigger problems. While scientifically designing and implementing convention-defying solutions, he earned a national reputation as an expert traffic calmer.

&quot;I don't want to move vehicles around,&quot; Mr. Jordan said in a 1994 article in The Inquirer. &quot;I want to move people around. Philadelphia was designed for the pedestrian, not for the car.&quot;

When he took over as traffic engineer for the city in 1993, Mr. Jordan worked to get more people to walk, bike and take mass transit.

Especially biking. Mr. Jordan, who never owned a car, was responsible for putting city policemen on bicycle patrols; he designed cross-state bike routes for the state Department of Transportation, and bike paths along the river drives and on city streets.

After earning a bachelor's in electrical engineering in 1973 from the University of Pennsylvania, Mr. Jordan pedaled solo across the United States three times and through 21 countries, including Uganda, Ethiopia and Senegal. Along the way, he spread the word about bicyclists' rights, safety, pollution, health, maps, crime, energy demands and road design.

Mr. Jordan was an early and active board member of the Bicycle Coalition of Philadelphia and numerous other biking organizations. In 1984, he wrote &quot;Bicycling, Transportation and Energy: Handbook for Planners,&quot; one of dozens of such publications he wrote. He was on the pedestrian committee of the National Academy of Science's Transportation Research Board.

Mr. Jordan earned a master's in energy management and policy in 1982 from Penn's Wharton School. He also studied religious thought. His first name, Gihon, came from the Old Testament: &quot;I'm on Page 2 of Genesis; Adam and Eve are on Page 3,&quot; he noted in 1994. He was a Quaker who called himself &quot;an ethicist.&quot;

Raised in Edison, N.J., Mr. Jordan was the grandson of a civil engineer and Penn professor who led the construction of U.S. Route 2 in Montana.

In Philadelphia, Mr. Jordan pushed for more stop signs and fewer stop lights, which he wanted converted into energy-efficient LED lights; better pedestrian signage; and safe, paved shoulders.

&quot;One of his most cherished accomplishments was helping start the Warrington Community Garden in West Philadelphia,&quot; said his wife of three years, Susan Edens. She is a cultural landscape architect at Independence National Historical Park and shares her husband's passion for improving the world.

&quot;Gihon knew the dangers and joys of riding a bike in the city. He was a safe biker, always wore a helmet. He had a road bicycle which he kept in good repair,&quot; she said. &quot;He rode in the rain and at night.&quot;

After five years with New Jersey Department of Transportation as a specialist in air quality, bicycles and transportation, Mr. Jordan came to Philadelphia to work for the Planning Commission, where he studied the demographics of North Philadelphia until 1989. He was named project and traffic engineer by the Streets Department, where he worked until 1993. For 12 years, he was the Streets Department's Center City district traffic engineer. He retired in 2005.

In addition to his wife, Mr. Jordan is survived by a brother, Paul; sisters Patricia Williams and Joan; and several nieces and nephews.

A memorial service is being planned for September. Donations may be made to the Gihon Jordan Scholarship Fund, Association of Pedestrian and Bicycle Professionals, Box 93, Cedarburg, Wis., 53012.

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The Livable Streets Movement


The livable streets movement is changing the way cities around the world work. From Paris to Melbourne, cities are dedicating increasing amounts of public space to pedestrians, bicyclists, and public transit. London pedestrianized part of Trafalgar Square; Vienna closed its central streets to vehicle traffic; Copenhagen built an extensive bicycle network; Bogotá chose busses over highways. In the United States, cities, states and now Congress have either passed or are considering legislation that would require transportation planners to consider the needs of all users – not just those in motor vehicles. As New York sets out to fulfill PlaNYC’s promise of dozens of new pedestrian plazas and hundreds of miles of bike lanes, the city is poised to be at the forefront of this historic movement.

In the U.S., the livability movement is nothing short of a sea change in government transportation policies that have been singularly focused on motor vehicles for decades. The driving force of this movement continues to be a growing recognition of the economic and environmental costs of existing policy and a search for alternatives. Livable streets encourage walking, cycling and transit trips, cut into these costs and also advance important societal goals. London’s Walking Plan, for example, argues that walking contributes to “health and well-being” and to the “vibrancy” of the city, while other programs point to benefits such as a stronger sense of community.

The economic benefits of livable streets, despite their growing importance in transportation policy planning, are presently not well understood. This is due in part to a paucity of research: there have been almost no published studies in the U.S. on economic impacts, and only a handful in Europe. In addition, it has been difficult to untangle the specific impact of measures such as new pedestrian amenities or parking regulations from other civic improvements put in place simultaneously.
Livable streets have demonstrated the following effects on local economies:
• Pedestrian zones in city centers have boosted foot traffic by 20-40% and retail sales by 10-25%.
• Property values have increased by nearly one-third after traffic calming measures were installed.
• Property values on quiet streets are generally higher than those on noisy streets. In the extreme, the value of a house on a quiet street would be 8-10% higher than the same house on a noisy street.
• Public recreational and gathering space increases property values. Apartment prices near community gardens in New York City are 7% higher than comparable apartments in the same neighborhood.

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