Tag: sidewalks

Fruit Foragers in the City

  • Foraging for fruit from people’s yards is one thing. Foraging for fruit in people’s alleys, another. Woody Sandberg says he avoids foraging in alleys where people conduct business. (Photo by Louise Baker)

With everybody looking for ways to save money, free food has never looked better. Devin Browne followed around a group of people who forage for fruit in the city. They look for fruit trees on private and public property to see what they can grab:

Transcript

With everybody looking for ways to save money, free food has never looked better. Devin Browne followed around a group of people who forage for fruit in the city. They look for fruit trees on private and public property to see what they can grab:

It’s perfectly legal here in Los Angeles to pick fruit from trees that are planted on private property as long as the fruit drops into a public space — like a sidewalk or an alley.

There are rules, though, to proper, legal urban foraging and the group Fallen Fruit knows them well. Woody Sandberg is with the group.

“You’re not allowed to reach across someone’s fence. You’re not allowed to reach into someone’s yard. You’re not allowed to crawl up people’s fences or lean ladders on their fences.”

Most of the people in Fallen Fruit ride bikes, sometimes mopeds. A lot of them carry fruit pickers on their back like you might carry a bow and arrow. There’s something almost primal in the way they all look together, fanning out into the street like a band of hunter/gatherers in search of fresh food.

(sound of street and birds)

“We’re looking for trees or any thing that produces food that hangs over the fence so we can pick it and eat it.”

Sandberg’s not actually picking fruit today – he’s just finding the best places to forage.

Later, they’ll go on a harvest ride. Then they’ll make jam and juice and beer with the fruit they’ve found. Today, the mission is just to make maps of where the trees are.

“Over here we got nopalitos and a lime and some nasturiums.”

People sitting on their porches seem not to mind at all when the group stops outside their house. No one in Fallen Fruit can remember a time when a fruit tree owner yelled or screamed or tried to kick ‘em off the sidewalk.

(sound of foragers giving directions to each other)

Which none of the foragers seem surprised by. Fallen Fruit is highly convinced of their mission. Part of this sense of legitimacy comes from the fact that the group originally conceived of itself in biblical terms.

The name Fallen Fruit even comes from a verse in Leviticus: “You shall not pick your vineyard bare or gather the fallen fruit of your vineyard. You shall leave them for the poor and the stranger.”

The founders also thought that cities should start planting fruit trees in public spaces, instead of thirsty, frivolous plants.

But fruit trees are oddly political. And city officials say there are reasons why they do not and will not plant them in public space.

The first reason LA’s Chief Forrester, George Gonzalez, gave had to do with people tripping and falling on fruit & then suing the city.

“One of the main reasons is a potential liability from fruit—fruit drop.”

He also said that trends in tree-planting have changed and they like to plant hearty , drought-resistant trees now.

“Also, fruit trees require more water.”

And then, there are the rats.

“Rodents love fruit trees… yes.”

Still, the City regularly gives away fruit trees to people who want to plant them in their yards.

It’s part of the mayor’s Million Trees LA pledge. Like Sandberg, Gonzalez sees fruit trees on private space as a way to benefit the public good.

“Cause when they look at a map and see it dotted everywhere with fruit trees hanging over the fence I think its going to blow people’s minds about how much food is out there. Because the current mindset is that food is in the grocery store.”

It’s a mindset not even the most dedicated of fruit foragers can escape.

After the mapping mission, Woody Sandberg left on his bike for the supermarket, because, he says, unfortunately chocolate soymilk doesn’t grow on trees.

For The Environment Report, I’m Devin Browne.

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Childhood Obesity Antidote: A Walk to School

  • In a suburban area of Chicago, kids protested to make the area safer for walking to school (Photo by Shawn Allee)

Kids in big cities often live
close to school, so you’d think walking
to school would be an easy solution to
cutting childhood obesity. But some
parents worry about traffic, abduction,
or gangs so much, they stuff their kids
in the car instead. Shawn Allee met some
groups who want parents to overcome that
fear and let kids burn more calories:

Transcript

Kids in big cities often live
close to school, so you’d think walking
to school would be an easy solution to
cutting childhood obesity. But some
parents worry about traffic, abduction,
or gangs so much, they stuff their kids
in the car instead. Shawn Allee met some
groups who want parents to overcome that
fear and let kids burn more calories:

“I’m going to walk you through what Safe Routes To School is and we’ll talk about
how it works in a place like Chicago.”

This is Melody Geraci.

She’s with the Active Transportation Alliance, a Chicago group that promotes walking and
biking.

For Geraci, there’s plain-jane walking to school where you toss your kid a lunch bucket and
wave goodbye – and there’s organized walking.

In some parts of Chicago and other big cities – parents don’t trust the plain-jane kind.

“When we ask parents, why does your child not walk or bike to school, a lot of
parents will say ‘distance’ – it’s too far. That’s not the case in Chicago. Most kids
live close enough to their neighborhood school to get there by foot, right? But then
they say traffic. People are driving crazy. The streets are hard to cross, not enough
crossing guards, all that stuff.”

Geraci says organized school walking is a remedy: put kids together, and put adults in the
mix.

“There’s this phenomenon called safety in numbers. So if you have fifteen people at
an intersection at a light, they’re much easier to see than just one person trying to
navigate it all by themselves and nobody’s seen what happened.”

Geraci says this safety in numbers idea goes a long way in fighting traffic problems.

It can also work on fear over gangs or abduction.

“When fewer people are outside, walking places, biking places, just being out in
their environment, what happens? Things happen. Crime. There are fewer people
watching.”

Geraci’s message resonates with Carmen Scott-Boria.

Scott-Boria recommends walking to school as a solution to childhood obesity.

But she hesitated at first, because of her experience as a kid.

“The same time that I walked to school, that was also a prime gang-recruiting time
after school, so I definitely was intrigued by the gangs and got involved with gangs
because I walked to school.”

Scott-Boria says she’s not trying to scare parents – she just wants them to know what
they’re up against – and how organized they need to be.

To get an idea of what organized school walking can look like, I head to one of Chicago’s
elementary schools.

Victoria Arredondo and Remedios Salinas are near the school’s back entrance.

They run a walking school bus.

Every day, Arredondo and Salinas walk kids on a fixed route between school and home.

It’s like a bus, with no wheels – and no air pollution.

Arredondo says she gets plenty out of it.

“When I’m walking, I feel famous. People greet me, the neighbors, the businesses,
because they see us with the children and they greet us.”

Arredondo appreciates the recognition – because, every once in a while, it’s clear how
important her volunteer work is.

“We have a problem with gangs. A young lady got caught in the crossfire last year.
Since then the violence has settled down. It’s sad because after the loss, people want
to help.”

Her partner Salinas says that doesn’t last long.

“Sometimes people sign up but they don’t continue after a month, they stop doing
it.”

Salinas and Arredondo say their walking school bus makes everyone feel safer and fewer
cars clog up the street near school.

That translates into cleaner air and more exercise for kids.

That’s a community asset they’re glad to protect – they wish more parents would get on
board.

For The Environment Report, I’m Shawn Allee.

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Kids March for a ‘Walkable’ School

  • Parents and students at Monee Elementary take over the road that leads to the school. They hope to raise awareness about an unfinished sidewalk that makes the route to school hazardous to pedestrians. (Photo by Shawn Allee)

There’s an ideal image of being young
and being in school. There’re the friends,
the apple for the teacher, and walking to
school. Well, the walking-to-school part is
off-limits to millions of children. Even if
they felt like getting exercise, some suburban
kids are too far from school or the route is
dangerous. Shawn Allee dropped in
one school that wants to change that:

Transcript

There’s an ideal image of being young
and being in school. There’re the friends,
the apple for the teacher, and walking to
school. Well, the walking-to-school part is
off-limits to millions of children. Even if
they felt like getting exercise, some suburban
kids are too far from school or the route is
dangerous. Shawn Allee dropped in
one school that wants to change that:

In the small surburban town of Monee, south of Chicago, police and firefighters are not
used to big protests.

But on the morning I visit, they’ve got one on their hands.

(sound of kids whooping it up)

Cops closed the street between a church and the elementary school.

Five hundred kids, dozens of parents and a smattering of teachers fill up the church
parking lot.

They’re ready to take over the street and march to school.

Parent Arnold Harper’s near the head of the line.

Shawn Allee: “What’s the special occasion?”

Arnold Harper: “The special occasion is about the sidewalks so the kids can get
safely to school. If you’re walking to school, you’re going to run into a part just
before the school. There’s no sidewalk and the kids have to walk out in the street.
Or if they’re riding their bikes, they have to ride out in the street for a brief
moment. You don’t want that – you don’t want your kid ever on the street.”

Allee: “So the school discourages kids from walking?”

Harper: “Absolutely.”

Actually, the parents and the school are tired of discouraging kids from walking.

They want someone: the city, the county, the state – anybody, to build sidewalks between
the subdivisions and the school.

So kids want to hit the street and make noise over the sidewalk issue – only they can’t get
started.

No one brought a whistle.

A snickering fireman takes things into his own hands.

(sounds of honking, etc.)

Kids walk past new homes and corn fields.

I find principal Joanne Jones in the crowd.

Shawn Allee: “In this kind of small town suburban environment, people are used to
driving. What’s the big deal that kids can’t walk to school?”

Principle Jones: “As we know, our country is suffering from childhood obesity and
part of the reason is they don’t get enough exercise. And we feel that if kids get an
hour, sixty minutes, of exercise each day, that would help them be more healthy.”

Allee: “You think if more kids were able to walk, they would?”

Jones: “Yes. We’ve had kids ask us before, why can’t we ride our bikes to school,
why can’t we walk to school? We’ve had parents let them ride their bike, while they
drive alongside. They want to do it.”

If Principal Jones wins this fight, she’ll be bucking a trend.

Very few children walk to school anymore.

Research shows in the sixties, about half walked or biked to school.

Now, only fifteen percent of kids do.

Missing sidewalks aren’t always the problem.

In suburbs and small towns, housing developers sometimes forget about pedestrians when
they build homes.

Heidi Gonzalez helped organize the walk-to-school rally.

She says school district rules and laws don’t always help.

Heidi Gonzalez: “You have to have a certain amount of open acreage when new
elementary schools are built. A lot of developed areas are finding it hard to find nine
acres of space to put a school on.”

Shawn Allee: “So there’s a requirement to plop a school down where they’re on the
edge of development instead of where there are a bunch of houses with finished
sidewalks and other infrastructure.”

Gonzalez: “Exactly.”

So, the school’s aren’t connected to their communities.

The kids had been whooping it up, but their enthusiasm dies when they reach the school’s
flag pole.

As for the adults, like me and Heidi Gonzolez?

We’re left behind.

Gonzalez: “Now we have the dangerous walk to go back to our cars.”

Allee: “Because we won’t have the luxury of police and fire protection.”

And it was a kinda scary to dodge traffic from the school to where the march began.

For The Environment Report, I’m Shawn Allee.

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Watch Where You’re Walkin’

  • Just how easy is it to hoof it in your 'hood? A Seattle software company called FrontSeat created WalkScore.Com. The programmeers claim the site indicates whether a neighborhood offers residents enough amenities to get out of their cars. They hope people will consider the site's "walkability" scores when choosing a place to live. (Photo by Shawn Allee)

Picking a place to live can be a huge
environmental decision. Some people argue
if you can walk to everything you need, you’ll
stay out of your car, and that will cut air
pollution. But how do you compare how ‘walkable’
one place is to another? Shawn Allee looks at a Web site that aims to make that a breeze:

Transcript

Picking a place to live can be a huge
environmental decision. Some people argue
if you can walk to everything you need, you’ll
stay out of your car, and that will cut air
pollution. But how do you compare how ‘walkable’
one place is to another? Shawn Allee looks at a Web site that aims to make that a breeze:

When urban planners want to know exactly how ‘walkable’ a neighborhood is, they
commission a study, and get results in weeks or months.

One computer programmer says this approach is poky.

“And so we built a piece of software that would let anyone look up to what they
could walk to from their address.”

Matt Lerner helped build a Web site called Walk Score dot com.

You don’t have to be an urban planner to use it.

Anyone can just type in an address, and …

“We tell you all the closest schools, parks, retail stores, so you can see exactly what
that neighborhood looks like.”

Walk Score dot com also spits out a number between zero and a hundred.

If a place scores above ninety, the site calls that a ‘walker’s paradise’.

Lerner says the computer ignores stuff like weather and hills, but there’s a reason behind
that.

“Research on why people walk has shown the number one predictor of whether
people will walk is whether there’s something good to walk to.”

This is all well and good, but does Walk Score dot com work?

I want to test it out – so I ask Lerner to score a Chicago neighborhood close to me.

“If you look at Logan Square, you can see it has a walk score of 86. So if you’re
living near Logan Square, you can get by without driving very often, or even owning
a car perhaps.”

Really?

I head to Logan Square and ask people, does the neighborhood deserve the high score?

Resident: “Yeah, we’ve got a movie theater, a grocery store, restaraunts and bars.”

Resident: “Yes, you can really minimize your use of a car.”

Resident: “Everything’s close – even jewelry stores, furniture stores, grocery stores.
It’s pretty easy to get around walking.”

Most of the people I speak to say the Web site’s pretty much got it right. This is a
very walkable neighborhood. But there’s an activist who works on making the
neighborhood more walkable. He’s not convinced the web site’s got it 100% right.
He says it leaves out some things, for example, this:

(sound of dog barking)

“You’re talking about kids walking to school? That house, that’s a barrier.”

And, Ben Helphand says the Web site doesn’t just miss dogs. It misses other things
that intimidate walkers.

“They should factor in these things that are known to decrease the walkability of the
neighborhood, a big gas station complex, a drive-through bank which is right
behind us.”

Shawn Allee: “Only because they’re hard to walk by, because cars are coming in
and out?”

Ben Helphand: “And because they disincentive people getting out of their cars,
because they’re designed to keep people in their cars.”

The programmers admit the Walk Score site leaves out a lot. Helphand says he’s a
fan of the site, it’s just that it’s tailored to one purpose.

“Their real target audience is people who are moving or relocating and they want
walkability to be a factor in that choice.”

Helphand says the site gives the impression that people interested in walkability have
only one choice to make – where to live.

He wants them to make lots of choices over time.

He wants them to fix bad sidewalks, tame scary dogs, and support zoning laws that favor
walking over driving.

Helphand says if that happens enough, we can make new walkable neighborhoods – not
just rank ones that already exist.

For The Environment Report, I’m Shawn Allee.

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Sprawling Cities, Sprawling Waistlines

  • Many sidewalks end abruptly and go nowhere. Health experts are saying sprawling urban areas need to be designed so that sidewalks and bike paths are connected to community destinations. (Photo by Lester Graham)

Public health officials are calling for changes in how we design communities. They say poorly designed development contributes to higher obesity rates, the early onset of diabetes, and other health problems. The Great Lakes Radio Consortium’s Lester Graham reports:

Transcript

Public health officials are calling for changes in how we design communities. They
say poorly
designed development contributes to higher obesity rates, the early onset of
diabetes, and other
health problems. The Great Lakes Radio Consortium’s Lester Graham reports:


For the past few decades most suburban developments have been about convenience.
Shopping
should be just a short drive away…. parks, just a short drive away… school just a
short drive
away. Four-lane highways have replaced two lane streets to relieve congestion. If
you’re in a
car, other than dealing with the headaches of traffic, getting places isn’t that bad.


But… if you’re on a bike… or walking… crossing those multi-lane roads at busy
intersections is
daunting for adults… let alone children. And often, sidewalks are built, but
sometimes they just
end. A lot of times, sidewalks in a sprawling area never really go anywhere. So,
people don’t
ride their bicycles or walk to destinations. It’s just not convenient… and
sometimes it’s
downright hazardous.


Ellen Bassett is with the Urban and Regional Planning Program at Michigan State
University.


“Because we’re building things further and further apart without connectivity that
doesn’t avail
people to walk or to use their bicycles; they have to drive everywhere. We’re
creating
environments where people exercise less, are less and less active.”


And the result has contributed to a decline in the overall fitness of Americans.
That’s most
evident in children. Kids today are fatter. The rate of obesity is up. Early onset
of diabetes is up.
Part of that is due to kids watching too much television… sitting around playing
computer
games… and so on. But… not being able to ride a bike to school… or being able to
walk to the
park to play soccer… contributes to health problems because kids don’t get enough
exercise in
their daily routines.


Richard Killingsworth is the director of Active Living by Design. The program works
to
incorporate physical activity into everyday lives through the way we design
communities.
Killingsworth says somewhere along the line we came to accept that it made sense to
stop
walking places and instead drive to the health club.


“Now we’ve embraced the notion that we drive to destinations to do physical activity
as opposed
to having it as a part of our everyday lifestyle. So, we’ve essentially built an
environment that
accommodates something that is not physically active and accommodates one mode of
transportation, that’s the automobile.”


Killingsworth consults with urban designers, encouraging them to think about more
than whether
it’s a convenient drive… but to think about whether a neighborhood is designed to
make it a
convenient walk to school… or the park.


“We’ve built upon the notion that the car is king and it should be the only way and
unfortunately
we cannot sustain that for much longer. We need to look at other viable modes and as
we build, if
we build more compactly, a viable mode and a more efficient mode clearly would be
walking or
bicycling.”


And, increasingly, urban planners are being urged by physical fitness experts to
think about
public health. They say making sure there’s a network of sidewalks and bike paths
that actually
connect the community’s destinations is worth the cost.


Risa Wilkerson is with the Michigan Governor’s Council on Physical Fitness, Health
and Sports.
She’s taken an active interest in land use planning. She says it’s cheaper to design
communities
that encourage physical activity than it is for society to pay the health care costs
caused by too
little exercise. She argues she’s not asking for that much.


“That children have sidewalks that are buffered between the road with a row of trees
and grass,
that the parks are connected to the schools and to homes and that people could walk
to get a
gallon of milk if they chose to or to go down and visit their neighbor at the local
coffee shop and
they wouldn’t have to get into their automobile for a quarter-of-a-mile trip.”


Wilkerson says health care costs are skyrocketing. Designing communities that
encourage
walking or bicycling are investments in prevention of the health problems caused by
too little
exercise. She adds the health care costs of poorly designed areas is just the
beginning.


“And then you’ve got pollution costs from automobile emission. It goes on and on in
terms of,
you know, the savings if we get people out walking or biking — cleaner air. If you
put all of those
together, I mean there’s just — it’s a phenomenal case to make.”


Advocates of incorporating more sidewalks, bike paths, and safer intersections into
new
developments says local governments should also look at existing suburbs too… to see
if those
neighborhoods can’t be retro-fitted to include a few sidewalks and safe crossings
that can connect
shopping, schools, and parks to homes. That way the walk of the day can be a little
farther than
just from the front door to the car in the driveway.


For the Great Lakes Radio Consortium, this is Lester Graham.

SPRAWLING CITIES, SPRAWLING WAISTLINES (Short Version)

Urban planners and fitness experts are beginning to compare notes about how suburban development affects health. They’re finding that urban sprawl discourages exercise such as biking and walking. The Great Lakes Radio Consortium’s Lester Graham reports:

Transcript

Urban planners and fitness experts are beginning to compare notes about how suburban
development affects health. They’re finding that urban sprawl discourages exercise
such as
biking and walking. The Great Lakes Radio Consortium’s Lester Graham reports:


Not nearly as many kids ride their bikes to school today as kids did a generation
ago. That’s
because sprawling areas – complete with four lane roads – are designed for cars. not
for bikes.


Risa Wilkerson is with the Michigan Governor’s Council on Physical Fitness, Health
and Sports.
She says fitness experts say there are advantages to building neighborhoods more
friendly to
bicyclists and pedestrians.


“Carpooling your child everywhere you go is a hard life to have if your child could
walk to their
soccer game while the other child walks to piano practice and you stay home and
start to cook a
healthy dinner or you have a chance to go ride your bike.”


The experts say the way neighborhoods are designed now could be contributing to health
problems in kids such as obesity, the early onset of diabetes, and asthma that might
be aggravated
by auto emissions.


For the Great Lakes Radio Consortium, this is Lester Graham.

Transportation Costs Strain Family Budgets

A new study puts nine Great Lakes cities near the top of the list of cities where transportation costs strain household budgets. The Great Lakes Radio Consortium’s Bill Rice reports:

Transcript

A new study puts nine Great Lakes cities near the top of the list of
cities
where transportation costs strain household budgets. The Great Lakes
Radio
Consortium’s Bill Rice reports:


The study by the Surface Transportation Policy Project in Washington
shows
transportation is the second highest household expense across the
nation,
led only by housing.


Michelle Ernst, who authored the study, says Americans spend an average
of
about 19 cents per dollar on transportation. She says cities that rank
high
tend to have less-than-optimal public transit.


“What we found is that investing in good public transportation
service tends to lower private costs, family costs for transportation.
And so
what we call for in the study is providing people with more
transportation choices.”


And not just public transit, Ernst says, but safe bicycle paths and
sidewalks as well.


Cleveland is among the top five cities where families’ transportation
costs are
exceptionally high. The list includes eight other cities in the Great
Lakes region.


For the Great Lakes Radio Consortium, I’m Bill Rice.

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