Archive of past newsletters

WBWC June 2003 Meeting
The next Board meeting of the WBWC will be held on Thursday, June 5th, 7pm at the Ecology Center, 117 N. Division in Ann Arbor (just north of Huron). The meeting will last for 1 to 1-1/2 hours. Limited parking is available at the Ecology Center as well as next to Tios restaurant. Everyone is welcome to attend.

WBWC July 2003 Meeting Canceled

Please note that due to the July meeting date (first Thursday of the month) falling on July 3^rd (the day before a national holiday), the July meeting is being cancelled. The August WBWC meeting will be held on August 7^th.

Ann Arbor Approves Hike In Non-Motorized Funding

In mid-May, the Ann Arbor City Council voted to devote 5% of funds they receive through the federal government (Act 51), over $350,000 per year, to nonmotorized transportation, particularly on-road bike accommodations. During the vote on the non-motorized funding, there were two attempts to sunset the provision at 5 or 10 years.  Both were rejected.  The final vote was 10-1 in favor of the resolution (Councilmember Mike Reid had the dissenting vote).

Such an act by the Ann Arbor City Council is a major step in advancing non-motorized transportation in the area and letters, calls or e-mails to City Council (with the exception of Councilman Reid) and the Mayor commending their actions is very appropriate. Also, a big thank you goes out to those who communicated with the Council/Mayor just prior to the vote. Council members were surprised and appreciative of the number of well spoken and written comments they received in favor of the non-motorized funding resolution.

Get Out And Bike Week 2003

Thanks go out to the many individuals and organizations that contributed time, money and volunteer hours to make the 2003 Get Out And Bike Week one of the largest May "Bike To Work Week" events ever held in Washtenaw County. Plans are already being made for the 2004 Get Out And Bike Week with a post-2003/pre-2004 meeting set for Monday, June 9th, 7pm, at the Ann Arbor Chamber of Commerce building, 425 South Main Street in Ann Arbor. The meeting is open to anyone who would like to work on next years event or has suggestions for improvement.

I-94 Ypsilanti Non-Motorized Planning

At the present time, a study is being done for a non-motorized crossing of I-94 linking the City of Ypsilanti with Ypsilanti Township. Design proposals include using the existing Huron Street Bridge with a dedicated non-motorized lane protected from traffic by a concrete barrier, attaching a hanging non-motorized structure to the Huron Street Bridge (i.e. similar to the one on west Liberty in Ann Arbor over I-94), and a separate non-motorized bridge over I-94.

While the WBWC has made comments on the proposal, individuals interested in making comments can review proposal documents at either the City of Ypsilanti or Ypsilanti Township government offices. Proposals are also expected to be posted on a website soon. For more information on the website posting, contact Matt Webb at WebbMa@michigan.gov.

AATA Bike Rack Usage

A recent report by the Ann Arbor Transportation Authority (AATA) show a fairly good use of the bike racks on the front of AATA busses. The racks are used nearly 11,000 times a year, with the heaviest usage being during warm weather months. But even during the coldest months of the year (January/February), the racks are being used an average of 400 times a month.

Local Non-Motorized Path Development

Updates on local non-motorized paths include the following:

• Bandemer Park (Ann Arbor) : As the result of a public meeting held on May 8^th, a recommendation will be made to the Ann Arbor City Council to approve a paved, non-motorized path along the railroad tracks, and parallel to, North Main Street in Bandemer Park. Originally the path was planned to follow an already existing dirt/gravel path that was closer to the Huron River. Long-range plans include a connection from the Bandemer path to Huron River Drive, giving users an alternative to using North Main Street.
• Ypsilanti/Ann Arbor : Plans are now to start construction on a new non-motorized path between Gallup Park at Dixboro Road and the Eastern Michigan University area in Ypsilanti in the spring of 2004. This path would be a key element in the cross-County pathway system being proposed by the Washtenaw County Parks and Recreation Commission.
• Fleming Creek : The Washtenaw County Parks and Recreation Commission is also planning on construction of a non-motorized path in early 2004 from Parker Mill park (on Geddes, just east of Dixboro Road) north into the University of Michigan Botanical Gardens, running nest to Fleming Creek.
• Whitmore Lake Road : In a joint project of the Washtenaw County Road Commission and the Washtenaw County Parks and Recreation Commission, a non-motorized segment will be added to Whitmore Lake Road and Whitmore Lake’s Main Street giving cyclists a safer route between Ann Arbor and Whitmore Lake. Construction is expected to be completed by the end of 2003.

University of Michigan Non-Motorized Meeting

In May, members of the WBWC met with University of Michigan Transportation Director Pat Cunningham in an effort to expand walking and bicycling by the University community. The meeting went very well with an agreement to hold a "bike/walk expo" on campus in September, work towards forming a University Non-Motorized Advisory Committee, explore the installation of bike racks on University buses, expand educational efforts for biking/walking to students/staff, and increase the opportunities for bicycle parking on campus.

Southeast Michigan Transportation Planning Meeting

On Wednesday, June 4^th, a public meeting will be held for individuals and groups to address the Federal Highway Administration and the Federal Transit Administration on transportation planning in southeast Michigan. Individuals interested in seeing more non-motorized projects/funding are urged to attend and give their views. The June 4^th meeting will be held from 2pm-4pm at the Ypsilanti District Library, 5577 Whittaker Road, in Ypsilanti Township (use the Huron Street exit of I-94, going south for approximately two miles : Huron Street turns into Whittaker). Further information about the meeting is available at www.miwats.org.

Bike Questions On Drivers Tests?T

he Active Michigan Initiative (AMI), a coalition of physical fitness groups (including the WBWC), is actively working to revise motorist written tests to include questions about the rights and responsibilities of non-motorized road users, such as bicycles. As an incentive for motorists to pay attention to non-motorized laws, the AMI is proposing that even getting one non-motorized test question wrong would fail an applicant.

Michigan Survey: Obesity A Personal Matter, Not A Public Concern

Two-thirds of residents in the nation's most overweight state (Michigan) believe obesity is a matter to be discussed around the dinner table, and not a public concern, according to results from a recently released survey.

Only a third of Michigan residents surveyed said they believe overweight and obesity are public health concerns that should be addressed by society as a whole, according to the 26th State of the State Survey. "The health community and the government are saying this is a huge public problem, but people see this as more of a personal concern, more about individual choices, not something that impacts all of us," said Beth Olson, a Michigan State University food science and human nutrition assistant professor and one of the report's principal investigators.
"That's a disconnect. When we approach the public to address the problem, we need to educate them that this affects society at large, and that many of the things we need to do probably have to be done in the public health arena." Commissioned by MSU's Families and Communities Together (FACT) Coalition, the survey was performed by the Institute for Public Policy and Social Research (IPPSR). It has a margin of error of +/- 3.2 percent.

Michigan has the eighth highest rate for adult obesity (22.4 percent) and is first among the states in being overweight (38.7 percent). In the past decade, the level of adult obesity in Michigan adults has increased by 41 percent. The United States spends $99.2 billion per year due to overweight and obesity. In general, adults whose weight is 20 percent above their recommended weight for their height are considered overweight, while persons who are 30 percent above recommended weight are obese.

When presented with various methods to address obesity in Michigan, survey respondents were more supportive of proactive measures, such as recreational facilities, to help people reach healthy weights than punitive ones, such as taxing fast food or increasing insurance premiums. "An important implication of this work is that we need to raise public awareness about the health consequences of obesity in order to stimulate both community action and personal lifestyle change," said FACT co-director Cheryl Booth.

Other survey results include:
- Most respondents (89 percent) strongly and somewhat favored spending tax dollars on recreational facilities in the community, such as more walking or bicycle paths.
- More than half (54 percent) favored encouraging employers to provide ways to take part in physical activity at work, such as having exercise equipment on site.
- About 73 percent were concerned about their own weight, with almost half of women and more than a third of men reporting that they are overweight.
- Those with the highest incomes (at least $40,000) were the most likely to report being at a healthy weight (61.6 percent) versus 36.9 percent for those earning less.

Federal Non-Motorized Legislation Update

The following is an update on the reauthorization of the federal transportation bill, from the perspective of America Bikes (visit www.americabikes.org for more details).

On May 14^th, the Bush Administration introduced their reauthorization bill "SAFETEA." Good news is that it maintains the existing structure and programs, including Enhancements, but it does little positive for bicycle and pedestrians (i.e. no Safe Route to School, no better design of roadways and it attacks assets used in the "rail to trail" process). Specifically, the Bush proposal….

• Retains the Transportation Enhancements program at the same level of funding with no new categories or transferability. Also retains other key programs: CMAQ, Scenic Byways, Recreational Trails
• Maintains broad eligibility of bicycles and pedestrian projects in major funding categories
• Continues funding for a bicycle/pedestrian information clearinghouse.
• Adds bicycling and pedestrian groups to the list of interested parties commenting on long-range plans.

• No increase in Air Quality Attainment (CMAQ) funding, despite a significant increase in non-attainment areas.
• A new provision attacks railbanking: If there is a successful "takings" claim against the feds on a railbanked project which used federal funds, the state will be required to either pay the judgement or return the federal funding.
• Adds several unfortunate provisions to the Recreational Trails program:
• mandates a motorized/non-motorized split on state trail committees
• declares that these committees "must be used to develop statewide trail program policy."
• requires that 10% of Recreational Trails funding be used on Youth Corp projects.
• Removes the ability for a state to apply for a waiver from the funding split (30% motorized, 30% non-motorized, 40% either)
• Increases the funding from $50 million to $60 million a year, far short of the $143 million requested by the Coalition for Recreational Trails.
• Has no mention of Safe Routes to School, despite increasing concerns about childhood obesity and inactivity.
• Despite the name SAFETEA, the bill merely rearranges existing safety funding. It adds no new programs, policy or provisions to increase the safety of bicycling and walking, despite those modes accounting for 13.6% of fatalities on our roads. The "National Blue Ribbon Commission" on highway safety is not directed to consider bicycle and pedestrian crashes.
• Does not include "routine accommodation" language, ignoring the FHWA guidance in 2000 which directs states accommodate bicyclists and pedestrians in new highway projects and reconstructions.
• Does not add bicycles to the commuter tax benefit
• Does not include bicycling and walking in new safety program of federal lands highway program

WALK21 Conference Summary
Recently the fourth International Conference on Walking in the 21st Century was held in Portland, Oregon. While a full report on the Conference is available at http://www.americawalks.org/walk21/index.htm, some highlights/recommendations included the following:

Mode Shifting
The opportunity to convert transportation trips to other modes is greatest with trips that are not work related.

Only approximately 20% of trips are work related.  They maybe the hardest to convert to other modes.  The greatest opportunity to convert auto trips to walking, biking and transit are school, recreation and shopping trips.  This is potentially up to 34% of all trips.

The concept of auto trip reduction was presented like recycling.  We should treat auto trip reduction like trash reduction.  We had people say years ago that you could not get people to recycle their trash.  But we started with
the easiest; recycling aluminum cans and newspapers. Now we have cities recycling up to 50% of their trash.  Like reducing trash, we can reduce unnecessary auto tips by going after the easiest trips first.

Social Marketing
Social marketing has a lower per person cost than work and community outreach. Wheeling Walks (WV) http://www.wheelingwalks.org/index.htm is a promotion campaign targeted at ages 50-65.  It was conducted in April and May of 2001 and was able to increase walking in the target age group by 14%. The cost for the program was $66 per changed person in the target audience. In the larger Wheeling community the cost per changed person was $4.35.  The cost per changed person for traditional willing volunteer based intervention can cost $400 per changed person.

Two 30-second television ads, two 60-second radio ads, and two print ads were produced for this campaign. The ad¹s for this campaign linked increasing energy for sex with increased fitness from walking.  It was a very funny ad.  The prime time television ad was shown 683 times. The ad on local cable television was shown 1,164 times 1,988 ads on 12 local radio stations, were played. 14 one-quarter-page ads in the two community newspapers were also run.

As a result of the media campaign, 90% of immediate-post telephone survey participants reported knowing about the campaign.  Also of interest in this regard, 77% reported seeing the television ads, 81% reported having seen or heard news stories about the campaign, 34% reported having heard radio coverage, and 5% reported hearing about the campaign via their worksite.

Actual behavior change, meaning the number of survey participants who reported being insufficiently active at baseline and then walking 30 minutes a day or more after the intervention, was reported by 18% of survey participants in the comparison community and 32% in Wheeling, yielding a 14% net increase in walking immediately post intervention.  Data analysis for the 6 month- and 12 month-post campaign surveys indicate that those least active at baseline made significant increases in walking immediately post and have maintained their walking behavior changes.

In this campaign there was not an effort to reduce auto trips.  But this could be a part of a future campaign. Other marketing campaigns in Perth Au and Portland Oregon have shown how a
2% increase in walking can result in decrease in auto trips by 10%.

Transportation Demand Reduction
The concept that we have used for energy conservation can be applied to transportation.  We have reduced the need for new electrical power plants by encouraging conservation.  We can finance a shift to walking biking and transit by using road construction money for Social Marketing.  Like trash reduction we can reduce auto trips by targeting the easiest trips first.

The Public Health Connection
The conference was well attended by representatives from public health. There is a focusing of attention on increasing walking.  By shifting people back to walking we can reduce heart disease, cancer, diabetes and osteoporosis.  These diseases are the largest portions of health dollar spending.  This spending is approximately $15B in the U.S.  We also reduce air pollution by shifting auto trips to walking.

Confluence of Issues
Traffic congestion, air pollution, heart disease, childhood obesity, spending on road construction, social isolation, declining public participation are all critical issues that can be resolved by getting people out of their cars and start walking.

Some conclusions that came out of the Conference include:

Health
People who live in walkable neighborhoods walk one hour per week more than those who live in less walkable neighborhoods. By doing so they meet forty per cent of their physical activity target and halve their risk of being overweight. Developing neighborhoods where people can walk must be a key component of public policy. Inactivity is the biggest killer in western societies. Everyone who promotes walking is thus a health professional with a vital message.

Equity
Walkable communities are designed inclusively for the needs of all levels of mobility and ability and at an appropriate scale for the speed at which the environment is used and enjoyed. People who use the city are almost invisible in the planning process. We need to acknowledge walking as a human right, as an activity which has dignity and respect.

Environment
Walkers are the indicator species of healthy, equitable and quality environments. The Segway is the latest "cuckoos egg" that is threatening to hatch in the space allocated for pedestrians.  Pedestrians frequently have insufficient space as it is and should not be expected to share it with powered vehicles, unless these have a clear benefit for themobility-impaired and are not intimidating to those on foot.

Recommendations
There is an urgent need for an international online platform to enable professionals to share research and best practice. Country-specific issues should form identifiable and focused sub-sets. Experience suggests that by far the majority of communities have a longing for more walkable and liveable neighborhoods. Advocates need to awaken and respond to that longing, by engaging, motivating, inspiring and supporting the community. Each profession has become its own audience. Working together, across traditional disciplines and boundaries, will improve the speed and effectiveness of achieving a joint vision. Creative ideas about walking, good practice and talented practitioners should be praised and rewarded.

We spend three weeks of our lives waiting as pedestrians at traffic lights. Engineering environments that allow some travelers to save time, force others, especially pedestrians, to lose it. Educating and training engineers and planners to place walkers at the pinnacle of the transport hierarchy is a key goal. It is hard to imagine an agenda that would be easier to implement than the walking one, or one that would have more cost-effectiveness. We have to show our politicians that this is a great and realistically attainable prize.

Bicycle Commuter Act Introduced in U.S. Senate
Senators Olympia Snowe (R-ME) and Ron Wyden (D-OR) in May introduced legislation in U.S. Senate that would extend the transportation fringe benefit in the tax code to people who commute to work on their bicycles.
The transportation fringe benefit was added to the tax code as an incentive to get more people to use alternative modes of transportation for commuting.  The goal was to reduce traffic congestion, pollution and wear and tear on the roads.

The Bicycle Commuter Act, S. 1093, would allow an employer to offer a monthly cash reimbursement to an employee who commutes to work by bicycle, providing a tax benefit to the employer and helping defray commuting expenses for the bicyclist. This straightforward but significant addition not only provides fairness to commuters traveling by bike, but would also help achieve the broader goals of the transportation fringe benefit provision by encouraging healthy, environmental, community-oriented commuting, said Snowe.

S. 1093 is a companion measure to H.R. 1052 introduced earlier this year by Congressmen Earl Blumenauer (D-OR) and Mark Foley (R-FL). According to Blumenauer, the upcoming TEA-21 reauthorization is a perfect opportunity to examine all approaches to improve and support mobility options for Americans, making this the time to pass the Bike Commuter Act. Today's introduction of the Bike Commuter Act in the Senate shows that this legislation is gaining momentum at a crucial time."

U.S. DOT Releases Major Survey on Biking and Walking
Nearly 80 percent of adult Americans take at least one walk of five minutes or longer during the summer months, while fewer than 30 percent ride a bike, according to a major new survey released by the U.S. Department of Transportation.

In the survey, conducted jointly by the Bureau of Transportation Statistics (BTS) and the National Highway Traffic Safety Administration (NHTSA), only half of all adults are satisfied with their communities' designs for bicycling safety, whereas three out of four adults are satisfied with their communities' designs for pedestrian safety.

Survey respondents were also asked to recommend changes to their communities for either bicycling or walking.  Most persons suggested changes in bicycle and pedestrian facilities.  For those recommending changes, 73 percent wanted new bicycle facilities, such as trails, bicycle lanes and traffic signal, and 74 percent wanted pedestrian facilities including sidewalks, lighting and crosswalks.

Findings from the survey showed a steep decline in bicycling as people age. Nearly 40 percent of those 16 to 24 ride a bicycle during the summer, while 26 percent of those 45 to 54 ride.  Only about 9 percent of those age 65 and older report they ride a bike. The decline in walking occurs more gradually as people age. 

Eighty-two percent of those 16 to 24 take walks, while 80 percent of those 45 and 54 do so.  Sixty-six percent of those 65 and older report taking walks.

People who do not take walks cite these reasons: disability or other health problems (25 percent); unfavorable weather (22 percent); and too busy or no opportunity (19 percent).  Those who do not bike cite lack of access to a bicycle (26 percent); too busy or no opportunity (17 percent); disability or other health problems (10 percent).
Males are more likely to take a bike ride during the summer than are females. However, both groups are about equally likely to take walks during the summer.

The "National Survey of Pedestrian and Bicyclist Attitudes and Behaviors" involved phone interviews with more than 9,600 adults age 16 and older throughout the U.S. conducted during a 10-week period in the summer of 2002. Participants were asked if they took a walk or a bicycle ride during the previous 30 days. The margin of error for the
survey is +/-1.5 percentage points.

This study is the most comprehensive of its kind by the Department of Transportation.  More findings from the current survey are planned for future release. An electronic version of the report with more details is available at
http://www.bicyclinginfo.org/ or www.walkinginfo.org.

Bicycle Roadside Assistance

The Better World Club, pitching itself as an environmentally friendly alternative to the America Automobile Association, has launched "the first and only bicycle roadside assistance program." BWC promises to pick you and your disabled bicycle up and deliver you to the nearest repair facility, so long as there is one within 30 miles of your
pick-up location. You can opt for the bike-assistance service only or for a bike-and-car package. For more information visit http://www.betterworldclub.com/bicycle/bike_home.htm.

New Standard Vehicle Identity Numbers for Bicycles

A recreation industry trade group is proposing an idea that car manufacturers have used for decades, the creation of standard vehicle identity numbers (VIN) for bicycles. Manufacturers who identify bicycles by a VIN will provide consumers with bicycles that will be easier to track if stolen.

A task group of manufacturers, engineers, lawyers, and municipal planners have developed a bicycle VIN standard.
Patrick Logan, Product Development manager for Burley Design (a bicycle manufacturer) says the task group collaborated on a universally acceptable VIN system. "The size of the number, method of application, and the location on the bike frame were the biggest hurdles," says Logan. "The result is that we now have a fixed number format and a location which provides some degree of flexibility to manufacturers. At some point we expect the
standard will be adopted into law."

James Mackay, P.E., Bicycle planner, City of Denver, Colo., says reported bike loss from theft annually exceeds $1 million in Denver. Police return a mere seven percent of stolen bicycles to owners because manufacturers' numbering systems aren't easily tracked to the point of sale, he says, adding "Many recovered bikes are sold at city
auction as a result of the police having no idea who the owners are." Mackay initiated the development of the VIN, calling for "a standardized location to provide a flat, tamper-resistant bicycle identification number unique to that bicycle allowing for enhanced registration, identification, and recovery of stolen bicycles." In addition, Mackay notes, "the serial number may help to determine the identity of bicyclists injured or killed while riding their bikes."

As well as aiding in theft recovery and establishing uniform identify marking, the ASTM standard can prevent time-consuming mistakes in bicycle theft reporting. "Some manufacturers put both a model number and a serial number on their bikes," Mackay says. "This can result in the model number being used in a theft report-all other bikes from that production run can be determined as 'stolen.' "

Logan describes long-term benefits of applying the VIN standard. "Will there be a license plate for bikes in the future, now that they have a unique VIN like cars?," he offers. "That may be possible with this standard. Large cities like Denver, and even small ones like Eugene, Ore., have evolved bike paths as a means to improve human mobility and enhancement of economic growth. Theft and maintenance of these vehicles are threats to the freedom people expect in moving about their communities. The more means and ease people have to move about their cities results in more commerce-it is that simple. Bikes fill a mobility gap between the automobile and the pedestrian.

"The serial number provides a means for law enforcement to return bikes to owners, lost or stolen, and a means for consumers to locate information from Web- based sources," he continues. "An owner could ideally locate the safety maintenance information and product recall for their particular bike on the Web, as well as locate accessories that will fit that product. The serial number is a benefit to all parties- government, industry, and consumers."

DOT Releases Preliminary Accident Information

Alcohol-related highway fatalities increased again in 2002 while the majority of passenger vehicle occupants killed were not wearing safety belts, according to preliminary estimates from the U. S. Department of Transportation's National Highway Traffic Safety Administration.

With overall highway fatalities also up slightly from 2001, the grim statistics underscore the need for better state laws that address the causes of the problem and stricter enforcement.  In 2002, an estimated 42,850 people died on the nation's highways, up from 42,116 in 2001. The fatality rate per 100 million vehicle miles traveled (VMT) remained unchanged at 1.51, according to preliminary estimates. It was the highest number of fatalities since 1990.

The bicycle numbers for 2003 are estimated as showing an 11 percent decline in fatalities from 728 to 646 in 2002; injuries increased from 45000 to 48000. The pedestrian numbers fell by 2 percent from 4882 in 2001 to 4776 in 2002.

NHTSA annually collects crash statistics from 50 states and the District of Columbia to produce the annual report on traffic fatality trends.  The final 2002 report, pending completion of data collection and quality control verification, will be available in August.  Summaries of the preliminary report are available on the NHTSA web site at:
http://www-nrd.nhtsa.dot.gov/pdf/nrd-30/NCSA/Rpts/2003/2002EARelease.pdf.

NHTSA Releases Report On Crashes Involving Pedestrians

Nearly one in five pedestrians killed on America's roadways is the victim of a hit-and-run crash, according to a major research report released by the U.S. Department of Transportation's National Highway Traffic Safety
Administration (NHTSA).

The report, NHTSA's most recent analysis of pedestrian fatalities, indicates that young children, as well as seniors, are especially likely to be the victims of fatal crashes involving pedestrians. More than a fifth of all children ages 5 to 9 killed in traffic crashes were pedestrians. The age group with the highest rate of pedestrian fatalities are those 70 and over.

"Clearly, some of the most vulnerable members of our society : the young and elderly :are often the victims of serious pedestrian crashes. And the involvement of alcohol in many of these fatal crashes makes them especially
senseless," said NHTSA Administrator Jeffrey W. Runge, M.D.

Almost 175,000 pedestrians died on U.S. roadways between 1975 and 2001. Pedestrian fatalities now account for about 12 percent of all deaths related to motor vehicle crashes in the country. Alcohol plays a significant role in deadly pedestrian crashes. Alcohol involvement among pedestrians in such crashes is 37 percent; for drivers, it is 18 percent.

The new NHTSA report analyzes the incidence of pedestrian fatalities in single vehicle crashes, which accounted for more than 90 percent of all pedestrian fatalities. The report focuses on pedestrian fatalities between
1998 and 2001.

Among the report's key findings about pedestrian deaths are these:

*        18 percent involve hit-and-run crashes.
*        78 percent occur at non-intersections.
*        44 percent occur on roadways without crosswalks.
*        64 percent occur on urban roadways.
*        63 percent of pedestrians killed are male.
*        18 percent of all pedestrian fatalities occur between midnight and 6 a.m.
*        46 percent of all pedestrian fatalities occur between 6 p.m. and midnight.

Also, Detroit ranked number one in large cities with the highest pedestrian fatality rates (48 fatalities). Included in the research report are pedestrian fatality rate rankings for all U.S. cities with a population of 100,000 or more, based on annual averages for the years 1998 to 2000. The newly released 56-page research report, prepared by NHTSA's National Center for Statistics and Analysis, is available on the agency's website at: http://www-nrd.nhtsa.dot.gov/pdf/nrd-30/NCSA/Rpts/2003/809-456.pdf.

Promoting Physical Activity

The National Coalition for Promoting Physical Activity brings together individuals, public agencies, and private industry in a concerted effort to encourage and empower Americans to lead more physically active lives. Among its other good works, the NCPPA publishes a bi-monthly newsletter covering issues related to physical activity,
health care, and health promotion. You can learn more and, if you choose, sign up to receive the newsletter by visiting this site: http://www.ncppa.org.

Greenways/Rails To Trails Conference

The Rails To Trails Conservancy will be holding a national conference, titled "Designing For The Future" on June 26-29 in Providence, Rhode Island. Topics at the conference include forty-five informative panels and 15 outdoor workshops will take you on a tour of what's new in trail policy and design, offer innovative strategies for defending TEA-21 trail funding, plus explore the role of trails in public health, transportation, and greenway systems. For more information call 508-755-3300 or e-mail rtcconf@transact.org.

Monthly Reminders & Requests

WBWC Membership Applications Available
WBWC membership applications are available through the WBWC website (www.wbwc.org) and in the literature racks of most Washtenaw County bike shops. Basic membership is $10 a year with.

WBWC Volunteers Needed
Volunteers are currently needed for the following WBWC Committees...
 Publicity - Send out meeting and special event announcements, mail out printed version of E-News
 Education - Help plan and staff educational efforts (i.e., Earth Day, Bike To Work Day/Week)
For details on any of these jobs, please contact Bob Krzewinski at 487-7058 or wolverbob@cs.com.

Member Discounts

Ann Arbor Cyclery has joined the WBWC and agreed to offer a 10% discount on purchases by WBWC members showing their membership cards. A hearty "thank you" goes to Ann Arbor Cyclery for helping promote bicycling in Washtenaw County. And if you are in a shop that is not a member of the WBWC, a friendly word urging them to support bike advocacy though WBWC membership would be appreciated.

Sidewalk Inventory Continuing
The WBWC continues to solicit recommendations for areas where there is heavy pedestrian traffic and either there are no sidewalks or those that are available are in very poor condition. Suggestions should include as much specific data as possible and can be e-mailed to wbwc@topica.com. An added help on any sidewalk suggestions would be photographs which can be mailed to the WBWC, c/o Ecology Center, 117 N. Division, Ann Arbor, MI 48104 or dropped off at the Ecology Center during weekday business hours. Suggestions will be inventoried with follow-up to the appropriate governmental body.

Mark Your Calendar....

June 5, 2003 WBWC Monthly Meeting, 7pm, Ecology Center, Ann Arbor

June 8^, 2003 Eco-Ride (WBWC Information Table)

June 13, 2003 Green Fair, Main Street, Ann Arbor, 6pm-9pm (WBWC Information Table)

July 13, 2003 Huron River Day, Gallup Park, Ann Arbor (WBWC Information Table)