10  Transform early childhood and elementary education in transportation so it includes walking and bicycling as transprotation options.

Rationale: the vast majority of cognitive information starting with pre-school curriculum teaches young people that transportation includes cars, trains, planes, and ships and not human powered means of transportation. Some threads do include historical perspectives on waling, but is mostly seen as the “old or ancient” way, not for modern times.

9   Parking in jurisdictions across the country that are 15,000 or more in population set the parking spot to car ratio at 1to 3 and then move forward to decrease the number of parking spots, and the spot to vehicle ratio to 1 to 4, then 1 to 5.

rationale: Parking remains the number one nemesis to healthy active transportation infrastructure changes in most jurisdictions. When a bike lane, bike boulevard, or other infrastructure is proposed, parking is usually the main cause of the improvements to either falter or be drastically set back.

8  Health insurance “wellness” plans adopt active transportation objectives as an integral part of their menu of options.

rationale: Current health plan wellness programs drastically incentivize events, programs, and leave out effective ways to influence healthy sustainable lifestyle changes.

7   Appropriate, effective bicycle parking supported by business and jurisdictions as a norm rather than afterthought.

rationale: bicycle parking in the vast majority of situations where it even is offered, usually is the cheapest, worst types of parking. Often off and out of the way, in dark spots, less safe, and using racks that cannot appropriately lock bicycles. Bicycles should be able to be locked with two spots of the frame lockable with the bike parking rack.

6   Bicycle training becomes common place for adults as much as youth.

Rationale: In 2015, the NHSA conducted a survey that showed that the sample of adults surveyed had a 93% rate of bicycle injury experience with 97% of the respondents never having had any training. Benefits include more confident riding, less injuries, and greater health returns.

5   Regular education submitted to political and business leaders in understanding the economic benefits of active transportation improvements.

Rationale: Civic and business leaders continue to focus on outrageous expenditures to try and sustain or grow a burgeoning infrastructure for cars only. This myopic view has already taken its toll on budgets, both for individuals and communities. For instance, when  bicycle lane is added in front of retail shops, retails profits increase by atlas 3% and as much as 49%. People on bicycles spend more per month at retail businesses than people driving cars. Mile for mile, bicycle infrastructure is 7 times less costly and provides more jobs than road construction. The time has come for civic and business leaders to be better informed about what true Return on Investments would be had between motorized vehicle  vs active transportation infrastructure means for a community.

4   Bicycle theft is cut by at least 50%.

Rationale: Bicycle theft in many communities has been increasing as a result of drug addition epidemics, among other economic declines in family and individual budgets. As the number of people experiencing poverty conditions, where transportation consumes over 40% of their budget annually, they start to turn to other means to offset their need for income/resources. While 100% decrease in theft is ideal, getting it down by 50% would take a huge bite out of the negative impact it has on people and the community.

3    Youth regularly are engaged in processes of improving active transportation amongst their peers, families and communities.

Rationale: No doubt that youth are our greatest resource. Yet it remains largely untapped as a part of the solution set for getting more people physically active. With 2030 rapidly approaching where over 50% of the US will be obese, attempts to curb this pattern are simply not working very well. Youth need to be engaged to not only work with their peers to change the culture of transportation and physical activity, but to be valued in their communities as a source of energy for change. This helps to insure that long term, sustainable healthy habits begin to emerge. Research shows that youth that remain inactive physically and are themselves overweight or obese will by and large be that way when they grow into adulthood.

2     Vulnerable User laws would be passed at both state and federal levels with stiff fines and required training courses mandatory for offenders.

Vulnerable users of our transprotation routes can be killed by motor vehicle drivers with little recourse due to the requirement to prove criminal intent or negligence on the part of law enforcement. Basically their hands are tied without laws that have more bite. Proving intent or negligence is really difficult. Vulnerable users include farm vehicle operators, pedestrians, Amish horse and buggy riders, as well as bicyclists. All users should be safe in using transprotation routes, not just motor vehicle drivers.

1  Bicycling and pedestrian infrastructure and education given defined, permanent funding as a part of legislated budget items.

With no real binding, regular budget for active transportation improvements and projects continue to be overlooked, cut, and not seen as valuable to the economy, health, and vitality of any community. With the frontal attack by current republican leaders to gut all active transportation funding in order to fund costly motorized vehicle projects that have scaled way beyond American  jurisdictions ability to afford maintaining these transportation systems, active transportation struggles greatly for any support.