Sidewalks

One change in consumer habits created by rising gas prices is the rising prominence of the local usually ‘upscale’ grocery store. And this before the recent near doubling of gas prices. Here in Milwaukee county in Wauwatosa a Rainbow Foods replaced the Sentry on State Street, and then converted back to an upscale Sentry store within the year. Sendick’s expanded to several new locations. The Pick n’ Save also on State Street has musicians playing on the weekends. hello

The first picture is the Pic-n-Save on State Street. Completely remodeled and turned high-end. The sidewalk feature added to the parking lot is not unique. Many if not all new development (e.g. Lowe’s on Burliegh) contain such features.

The next picture is Whole Foods, with its very wide sidewalks, on the East Side and as on the UWM campus bikes are numerous. The student population is strongly into bicycling and this will hopefully carry over onto their later years. Of course the radius of travel for a college student cannot be much over two miles, if that.

The next picture is The Outpost, also on State Street. One bicycle most likely that of an employee in the rack. One was also in the rack at the Pick-n-Save. The final picture being the Sendick’s’ on North Avenue; a remodel of an old Kohl’s Foods store. One bike and two scooters, and one bicyclist leaving as I drove up. There are no schools of higher education near by, only neighborhoods. The difference, the terrain is generally flat in the surrounding area unlike the river valley the State Street stores rest in.

Here is a blog post in which the first commenter clearly cannot tolerate riding on the street. It may appear she is in the minority but you have to consider who the readers are. The arguments against adults bicycling on sidewalks are valid for an experienced rider moving as fast as possible. I would argue those potential riders who cannot tolerate riding in traffic, or past parked cars whose doors may swing open at anytime, would not be going nearly as fast. They would be operating like pedestrians rather than vehicles at intersections, stopping and looking both ways. And they would be moving even slower than a child on a bicycle and easier to see.

Here is an article on bicycling in Britain. Documenting the results of a predominance of parents expressing a general fear for their children riding bicycles in traffic. My personal observations suggest this is a widespread fear in our nation among all age groups. Bike lane advocates also are moving to alternatives that create much greater separation from the automobile.

There are certain areas where I ride my bike on the sidewalk. Where Watertown Plank Road goes under highway 45 or parts of Hawley Road and pedestrians are near non-existent. I have two reasons that at times I do. First, it is much safer and second I’ve been stuck myself behind a bike in these stretches and know the frustration a driver feels. Highway 100 is an impossible ride with traffic speeding in all lanes and in some stretches there are no sidewalks. Of course it is illegal for an adult to ride a bike on the sidewalk. But should it be?

Bicycle advocates fight hard to protect bicyclists rights to roadways and vehicle status. They are generally ardent riders who ride many a mile and are in excellent shape. Unfortunately, there is a large group of potential riders that do not want to interact with auto traffic at all (even in a parking lot) when riding a bike, so don’t. As gasoline prices continue to rise and people grow more environmentally conscience there is an opening for promoting the use of bicycles for everyday tasks such as going to the grocery. Trek, a responsible bicycling advocate, has targeted this group with several models most notably the ‘Lime’ recognizing a large market that shuns shifting gears, and even hand brakes, as too complicated. In my own travels I spent three years overseas with a bicycle and public transit as my only form of personal transportation. In parts of the world where bikes enjoy wide use, multiple gear bicycles are almost non-existent for everyday use and all have baskets or a cargo rack.

I have brought up the issue of riding bicycles on sidewalks with bicycle advocates in the past and have always been met with a resounding, “No!” The reality is that is what we have already done in the new Canal Street corridor. Some will say the cities are not designed for such use of their sidewalks. They are if you widen the sidewalks. I recall all the Traditional Neighborhood Development types lamenting the past and the loss of the corner grocer. People did not drive their cars to the corner grocer. While the corner grocery is gone, the neighborhood grocery is on the rise.

The older parts of our cities were designed for our sidewalks to accommodate significant pedestrian traffic. I remember when we all walked to school every morning. Now many of our sidewalks are nearly empty. Altering the sidewalks to accommodate a specific user group is a kin to the building of bike paths and lanes. The difference is the potential users have no representation. A user group not particularly athletic or mechanically minded that would only travel short distances on every day errands. If gas prices continue to rise, a group potentially much larger than any group of bicyclists we have now. A group whose use of bicycles, on errands they had used their cars for in the past, would be making the largest contribution to fuel conservation.

The multi-use paths in our County Parks are ten feet wide and handle a variety of traffic of all different types, age groups and activities. They are quite crowded at times and accidents rare. There is a beauty to our sidewalks. They are size perfectly for their traditional use. But as gas prices increase, if the bicycle truly is an alternative to our energy and environmental needs there are places where the sidewalks should be widened and adults allowed to ride at slower speeds. Restricting this privilege to single speed bicycles may be the best way to control the speed.

Rather than engineering and reconstructing roadways to include bicycle lanes, wider sidewalks on stretches such as highway 100, here in Milwaukee County, would serve the fore mentioned user group. Sidewalks along Highway 100, where they have sidewalks, have few pedestrians and many destinations are currently only accessible by automobile. Ten-foot wide multi-use path on both sides along the entire length of Highway 100 would give access to jobs and shopping to bicyclists.

A ten-foot multi-use path on one side of Watertown Plank Road from Highway 100 and the Village of Wauwatosa would be similar to what was done on Canal Street. However, for most of the city, for those who will not travel more than two miles by bicycle on an errand, what would be the proper criteria for widening the sidewalk?

A combination of destination, terrain and crime are determinants for other locations for wider sidewalks. Local grocery stores and shops such as video rental or health food stores, being the main target, where consumer products would fit into a bicycle basket. The target user group not necessarily being the athletic type, there is no need for wider sidewalks in hilly areas. North Avenue is an ideal model where there are few hills in the surrounding neighborhoods to frustrate the target user group. Not that every sidewalk be widened, but those on one side of a street that would be central in a neighborhood and feed to the desired locations (North Avenue in this case), which can also include connections to bike paths. The final piece to the puzzle is the perception of crime. Low crime areas and secure bicycle parking facilities in any circumstance are necessary. Large numbers of inexpensive bicycles are the norm where bicycles enjoy widespread use and drastically reduce the threat of bicycle theft. A goal metropolitan areas have been trying to achieve in a variety of fashions.

My opinion is based highly on anecdotal evidence, common observations. I would argue that such observations are more relevant than the social engineering so prevalent in government and the professional community. Built on an understanding of why the majority of people are not riding bicycles rather than deciding how people should live in spite of themselves.


Part of a response from Shea Schachameyer of the Bicycle Federation of Wisconsin;

...as a bicycle advocate and a regular bike commuter I discourage people from riding on the sidewalk as statistically it's more dangerous to bike on the sidewalk than in the roadway. Yet, as a bicycle advocate I am all too familiar with people's fears of riding with traffic. .....
Bicyclist education and motorist education are both essential in creating safer conditions for bicyclists. The Bicycle Federation of Wisconsin as well as most other bike advocacy organizations offer adult bike education classes to give people the skills and confidence to safely bike in traffic and on trails.

Hubba Hubba

Despite its inherent disadvantages of being a fixed system, its rejection of the latest technologies, its extreme costs and the fact that we have nowhere near the congestion to justify such an expense in Milwaukee, many of our elected representatives refuse to let that dinosaur, commuter rail, die.

Some time back I had a correspondence with a Journal Sentinel Reporter on mass transit. He happened to mention the Midwest Regional Rail Initiative that would upgrade our rail to allow speeds up to 110 mph. It has failed to receive Federal funding.... Thank God.

As the world is creating rail systems that reach 300+ mph do we really want to be investing in obsolete systems? Further inquiry reveals a system much more extensive than connecting major cities with supposed high speed rail (Rail to Rhinelander? Can I take my bike with me for the WORS race?). More a social engineering project than one addressing real transportation demands. However, how many could you find in the media or academia that do not give their whole hearted support to any such projects? Who would be bold enough to express disdain at the lack of vision or true initiative, at a lack of pride in settling for feel good token projects based on old technologies rather than creating the best possible solutions to real problems?

As oil prices surge what are the market forces dictating? Many are finding that driving is actually cheaper than flying. Airfares are rising drastically and extra fees being developed to cover rising costs. And almost no one is choosing rail as a solution though it uses less fuel per passenger mile. And why should they if they value their time? To travel by rail to New York from Chicago is over 24 hours. A slightly longer and slightly cheaper ($2) ride than the Greyhound Bus. To Miami it is two days by train and a day and a half by bus.

Rather than the spider web suggested by the Midwest Regional Rail Plan, a solution that would truly open peoples minds to the use of rail as a viable travel option would be to create a single high speed line with the latest and greatest technologies that connects airline hubs from North to South. This would relieve congestion in our airports, saving fuel in taxiing, holding patten times, and by reducing the number of connecting flights. The potential for greater competition providing the consumer the best value. A new built from scratch system that would inspire support from those with vision and pride despite its seemingly prohibitive costs. A more noble battle than beating people over and over with a redundant and obsolete transportation system, known as commuter rail, until they give up.

Several routes could connect major airline hubs,as well as our major cities, and open airports in less desired destinations to relieve airport congestion in our larger cities. The most likely route to achieve those goals also contains the most difficult terrain. It would start in the Chicago area, including General Mitchell International Airport, O'Hare and Chicago Midway, and extend to Miami Florida. Existing hubs in the route include the fore mentioned as well as Cincinnati-Northern Kentucky International, Atlanta Hartsfield Jackson International, Orlando International, Ft. Lauderdale International and Miami International. This would open Indianapolis International and possibly Louisville International to possible expanded service. This route could extend to Minneapolis St. Paul International or begin in Detroit rather than Chicago, both airline hubs.

The distance by rail from Minneapolis to Miami, following this general route would be roughly under 1800 miles. At an average speed with stops at 180 mph the trip would take approximately 10 hours and begin to make rail competitive. Driving time, without stops, is currently in excess of 27 hours at posted highway speeds. Round trip flights found on Expedia.com with one connection begin in excess of $300. Travel times ranging from approximately 5 hours to more than 8 hours, not including delays or the time it takes to check in. Nonstop flights taking about 3 hours 30 minutes and costing over $500 departing on Friday and returning on Monday. A proven and well established high speed rail system, the N700 Shinkansen, reaches speeds over 180 mph though with stops the average would be somewhat lower. Meglevs are being researched in the United States that will exceed 300 mph. Similar systems already exist and others are being developed and marketed that far exceed 300 mph. (Lets surrender to the French.)

An alternative route from Chicago or Minneapolis over our central plains, much easier to construct, could connect to the hubs of St Louis and Memphis, and extend to New Orleans . A second alternative connecting with the hub in Kansas City and on to Dallas-Ft. Worth and Houston, each containing two hub airports. Terre Haute airport in Indiana, currently with no passenger service, if connected with high speed rail could handle much more traffic.

The incremental approach that has been the status quo for the advancement of high speed rail has failed and is justification for the colossal investment I am suggesting. While the costs may appear astronomical (exceeding $100 billion), how do they compare to the costs we face in unplanned natural disasters or wars? How much money is already set aside across the country for alternative transportation projects? Where there is a will there is a way. Cliche, but so true. Is it not an ethical mandate to produce a system that would succeed? Actually being used to capacity, reducing congestion on our interstates and airways and reducing overall energy consumption. The moneys spent and then wasted on operating systems that are too limited in scope to compete with the costs and time advantages of cars, buses, and airlines could very well be much more costly. Including interconnecting the various, already obsolete, high speed rail technologies into a larger continuous system.

My opinions are not unique or an unseen revelation. Yet with all the talk of mass transit among our elected officials and media who among them is even considering what has been written here and elsewhere, and eagerly pursued by other nations and companies around the world? If one believes in rail as a real solution where's the will, the vision, the desire for responsible solutions over special interests? Do our elected representatives, professionals and academics truly desire excellence or is it all in the bottom line? Winning the feel good voters, making the quick easy buck.

The Tell Tale Car

Driving down the expressway in our old beater one dominant feature was controlling my speed; not only how fast, but how consistent. That was the noise coming out of the muffler. It brought to mind this article I had read in the past about cars with emotions and the growing interest in ambient light fixtures.
How much energy is wasted with inefficient driving? How much stress or frustration is added to our daily lives getting angry at poor or aggressive driving? Computer software combined with GPS technology could use all the above features to create safer and more pleasant roadways. A color based speedometer conveying rate of travel without the need to divert ones eyes from the road. Ambient lighting and noise along with emotional expression can assess ones driving for all to see and hear, especially the driver, easing ones urge to inflict ones own form of judgment and adding to the problem. Drunk drivers could be known to all and discourage similar hazardous driving.
All too Big Brother? (not to confuse authors) "You say that I am mad?" Driving is a privilege, not a right. More important than fuel consumption lives can be saved.

What about Milwaukee?

The KRM (Kenosha Racine Milwaukee) rail transit line was touted June 30th on the Diane Chamnes ‘feel good session’ Show on WISN Radio. The guests were Peter Beitzel vice president of Metropolitan Milwaukee Association of Commerce, Mike Ruzicka of the Milwaukee Association of Realtors, and executive director of ‘Transit Now’ Rosemary Potter. They proclaimed their intention to file late an application for federal funding. The only economic development clearly outlined were the jobs actually needed to make it happen and new construction that would go on around the stations. My live e-mail question as to the dollar per rider cost or if consultants were held to any level of accountability for their projections went unanswered. Diane Chamnes on July 4th confirmed (by e-mail) the e-mail was received and said she had passed it on to ‘Transit Now’. Can I stop waiting now?

I may well have been in favor of rail transit if Wisconsin wasn’t the tax hell it is. It could promote responsible development, save on future road building and be beneficial to the environment. Unfortunately we already have ample roadways. There is still plenty of room for development between Racine and Kenosha along highway 31, six lanes, and the area is not overly congested. The area around the new Sturtevant Amtrak station is still open for development. The KRM is not needed to spur development. The cost of a rail system would not contribute at all to an increase in commerce and is redundant. The bus service and local amenities are meeting the needs of those without cars living in the target areas or they wouldn’t be living there.

Their comparison of Milwaukee to such cities as Chicago or New York is specious. The commuting pressures and absolute necessity for rail transit in those cities is self-evident and it will be decades if ever we reach such density. Chicago rail carries millions a week. Their comparison to Minneapolis is disingenuous. While Minneapolis ‘light rail’ annual ridership exceeds 10 million, going well beyond projections, the initial projection was over 6 million not the 1.7 million for the KRM. The Minneapolis ‘light rail’ line connects its downtown, a major University, an international airport and the Mall of America, destinations resembling more Amtrak’s existing service to Chicago less the neighborhood stops.

If we had any true visionaries in government willing to pay the personal price to make it happen they would have proposed a rail system long ago to where Wisconsin companies have been forming and expanding, the west. Little need now with all our new road construction and development patterns. Commuter rail running through smaller towns in Wisconsin could have tempted corporations with small dedicated communities along with Wisconsin’s best resources, its natural environment and ease of connection to the cultural and sporting events of Milwaukee along with its work force. Rather than vision we have the path of least resistance to achieve personal and political gain.

Why might the KRM succeed? Because it is not about serving Milwaukee it is about serving the northern suburbs of Chicago. The tax burden the line would put on already overburdened Wisconsin will only destroy any potential for corporate investment if any still exists. Good luck on collecting the payroll tax from Illinois companies for universal health care, which while guaranteeing the KRM lines success dooms Wisconsin to the depressed mediocrity of a true socialist state. Plenty of service and retail jobs will be created to cater to those working in Illinois and voting in Wisconsin. All free to enjoy fine food, festivals, sports and theater in Milwaukee, hunt our public lands, fish and boat on our lakes and rivers, use our trails and did I mention health care. New jobs and businesses no doubt and we certainly have an overdeveloped theater and sports market, but shouldn’t Milwaukee be so much more? When new national and international corporate headquarters set up in towns such as Waukegan, Zion, Winthrop Harbor and North ‘Chicago’ rather than Milwaukee then what will our politicians say?

Did you ever notice how communist nations declare themselves true democracies? Even putting ‘democratic’ right in their name. In fact the structure of a communist government much more resembles the system of government of the ancient Greeks where only families of substance actually had voting rights. The surrounding peoples and lands being in varying levels of servitude to the city-state. Congratulations! Milwaukee and Southeastern Wisconsin are officially suburbs of Chicago and its personal playground.

Resembling communist nations in structure with its increasing government care, or control, one might expect a nation such as Red China would be anxious to set up United States headquarters for their burgeoning corporations in Milwaukee or Wisconsin but they wont even let Yi play basketball here. Maybe there is hope for the Chinese after all.

As our major cities continue to build new skyscrapers and attract new companies and corporations one must ask “What about Milwaukee?” Of course our politicians could always offer immense tax breaks to any corporation they might want to attract, putting an even heavier burden on the public and keeping a short leash on the new money. And maybe that is what Wisconsin is all about. Control. Fear of a changing power structure that comes with the big money corporations bring into a community and the political process.

The Power of Diversity

As the pitfalls of the widespread use of ethanol and the limited, if any, contribution it makes to the environment becomes more apparent to all, a more responsible alternative for its use needs to be developed. IndyCars are going to pure ethanol as a fuel, rather than forcing this technology on all drivers compartmentalization may be the answer to the ethanol and biofuel dilemma as we see the consequences of using food for fuel ripple across the continent and the world. Clearly ethanol will not work as a mass distributed fuel and our lawmakers need to quickly realize this and change tactics.

For example, government requirements to create pure ethanol fueled farming machinery would be much more productive than forcing all automobile drivers to use some form of ethanol in their vehicles. Though the production of carcinogens such as formaldehyde and acetaldehyde, not produced by petroleum fuels, create their own problems, it is widely considered an environmentally friendly fuel. It would isolate our food production from the influence of possible future oil shortages caused by lack of supply or war with China. Farmers could even make their own fuel. Since we are already heavily invested in ethanol distilleries, excuse me refineries, it is a responsible alternative.

Biodiesels based on soy or some other plant source could be produced to supply critical rail lines rather than fuel for the general public. This would limit its production, creating a smaller demand on our food supplies. And not diluting the power of the market to force innovation in the personal vehicle by artificially delaying market pressures with a subsidized fuel that has no future as the world population grows.

On the other hand, laws requiring or giving advantage to taxi fleets and buses for using one specific alternative limits the potential for developing other technologies. Fleets of any kind, that report to a central location for fueling, are ideal for testing and developing any new fuel technology, not requiring a mass distribution system. The real battle being innovations in the personal vehicle. It is this arena that the government should keep its hands off and allow the free market to work. Public transportation makes an appropriate testing ground for the new technologies.

Economies in the past have supported a global system of petroleum often ignoring regional characteristics. Iceland has worked to buck this system since the energy crisis of the 1970’s envisioning a ‘Hydrogen Society.’ Iceland has many advantages in this regard. The distribution system need only cover the island, they have a plentiful environmentally friendly energy supply in natural steam, thermoelectric and hydroelectric power, and of course plenty of water from which to produce hydrogen. Iceland’s exportation of hydrogen and/or hydrogen fuel cells could supply other limited markets with almost no adverse effects on our environment.

The electricity required to produce hydrogen could also be supplied by nuclear power creating a world hydrogen network and also making electric vehicles more viable in cost and environmental impact. There is wisdom in not depending on a single source of energy for transportation. Just as utilities diversify in the production of electricity as sound economic policy, the same principle applies with the personal or utilitarian vehicle. The mass development of alternative fuel vehicles will also guarantee the future of pure gasoline vehicles, electric hybrid or otherwise. As gasoline demand drops the utilization of the fuels unique characteristics can continue to contribute to society.

The New Golf

The new golf? How about the new Sunday Drive, the new weekend bar-b-que, or the new boy’s night out? Saturday June 16th on “Business Solutions with Diane Chamnes” Jack Hirt, the Executive Director of the Bicycle Federation of Wisconsin, and Rich Tennesen, Vice President of a local business, covered corporate biking events as “The New Golf”. Not necessarily a replacement for those private conference room type deals made on a round of 18, but clearly as a fund raising and promotional opportunity it appears the trend encompassing a growing spectrum of people.
Bicycling is great for corporate outings, but several other points brought up in the show relate more directly to how we design our cities. Bicycling is gaining popularity continuously and though there are constant pleas for people to commute by bicycle the vast majority of riding is done for recreation. I have been bicycling myself and the paths get more and more crowded each year. Riders not only bike vast distances over road and paved trail but committed mountain bikers devote hours a week to off road trail development and maintenance and Wisconsin has the largest mountain bike racing series in the country. Social rides, taking groups along paths lined with select watering holes, trips to Madison and cycling vacations locally and around the world are gaining in popularity.
The corporate and civil involvement in promoting bicycling can be credited with much of this growth along with clubs and political action groups. Where the commuting agenda has failed the devotion to dedicated bicycle paths and Milwaukee’s parkway system has contributed greatly to recreational riding. There is nothing that discourages bicycling more than having to compete with cars and commitment to dedicated paths will take more people off the roadways and onto bicycles.
Jack Hirt actually commutes to work himself but key is the stated fact that it takes him the same amount of time to get to work by car or bicycle. Unfortunately with our climate and the fact that most people live a good distance from their jobs means only true crusaders will commit to commuting by bicycle on a regular basis. Though companies may be willing to provide space for bicycle storage and perhaps corporate vehicles for business use during the day, outright locker rooms with shower facilities that would be required to accommodate most employees who can’t simply coast to work are a distant vision. The current atmosphere could however revive the never popular and dying practice of carpooling. On our more clement days at least, a group might form that would alternate drivers to bringing in not only their fellow employees but also their bicycles with a change of clothes. Many bicyclists look to ride 100 miles plus a week.
The extension of Hank Aaron State Trail from Miller Park to the western edge of Milwaukee County scheduled to be completed in 2009 will be a boon and show the prominence and potential for recreational biking. The new section of trail will connect the Stadium, Veterans Hill, State Fair Park, the Pettit National Ice Center, the Zoo and an approach to a system of dedicated trails that cover the majority of the distance to Madison. The State of Wisconsin is seriously addressing the recreational potential. Others seem unaware. Currently the Milwaukee County Zoo has a single bike rack on their entire facility for their employees, according to Jennifer Diliberti in charge of media relations, and has no current plans to facilitate more bicycles. Bicycles are not allowed in the Zoo itself. Employee only areas and the expressway separate it from the new trail. Melissa Cook of the DNR has spoken with officials at the Zoo. She told me there is a tunnel under the expressway and the Zoo sees possibilities in creating a public access from the trail when alterations to the facilities are made in the future. She also said the end of 2009 is an earliest possible date for completion of the trail.
State Fair Park is planning to add another entry and move its generous bicycle parking facilities near the trail. You know that old railroad you walk down and under to get to the arcade on the other side. You are walking under the trail right of way.
Miller Park currently has three bike racks one at the left field entrance and one on each end of the ticket window area. Each can accommodate eight bicycles and there are two larger bike racks at Helfaer Field. They have told the DNR that there is plenty of room for bikes to be locked to their ornamental fencing. Many bicycle friendly approaches to the stadium already exist. When and where people are arriving from may limit the possibilities of bicycling to a Brewers game, but it sure would relieve congestion if more people would and the Hank Aaron Trail is adding great potential. Connecting with the new bicycle friendly Canal Street takes one to the Summerfest grounds.
Malls, grocery stores and much of our commercial development have all been placed with vehicular traffic predominant in determining location often resulting in dangerous approaches for those who might like to bike. Here like commuting, time and distance are important factors (How far are you willing to carry a gallon of milk?) but the percentage of local residence who use the amenities is very high.
The number one deterrent has always been theft. The majority of committed bicyclists collect old beaters for errand running or even commuting. Adding fenders, baskets and even upgrades much like young people once worked on a car’s engine. At Japanese train stations the local municipalities on occasion confiscate masses of illegally parked bicycles. Often the owners find it more economical not to take the time and money to claim their bike.
With ever increasing congestion the more people using their bicycles for recreation saves fuel and preserves our air quality several times over as people are stuck in traffic for shorter time periods. Are not our most congested times associated with major recreational events?
More importantly we will have a major alternative traffic route running parallel with the expressway (a requirement for development) and close to large urban neighborhoods creating development potential that has a lower impact on our environment. Requirements to facilitate bicycle use for new development in this corridor such as the proposed Wal-Mart Super Center are in order and could become a model for future development across the country.

Airport Efficiency

I just flew to New York and back via Atlanta. You needn't touch a thing in the rest rooms except for a fresh paper towel that disperses at intervals just long enough that you wont wait for a second before making use of your first. A refreshing find was at Narita Airport in Japan several years ago where after placing your hands under the air hand dryer they were blasted with cool air, the water being literally blown off and and caught in a swoop below. I was wondering why that was there.
Always looking for the chance to keep up my health I began walking the concourse, one of six, which if not a half mile long was close. I soon noticed the same design in structure as that of the concourse in Milwaukee. Unfortunately it was not an enjoyable walk though I did get in over five miles continuous. I have been in high school corridors that were wider than the clear passage down the center of the concourse. If a weaker man I may have spent the majority of my time sitting and filling my stomach with the various fare provided by the scattered vendors up and down the concourse boarding my connecting flight several pounds heavier. With over 120 passengers on a 737 that would be a difference of several hundred pounds.
Perhaps the rarity of bubblers (water fountains) and the fact that when found they seldom work is by design to lighten the load of the aircraft. A kind of anti-thesis to the watering up of the cattle after a drive before taking them in to be weighed. Loss of up to a pound is not uncommon when getting in a long vigorous walk along with promoting regularity often disrupted by the anxiety of travel. With its frequent stresses, especially in air travel with long waits for connecting flights, would not facilities to promote exercise if not simply walking be a worthwhile design consideration? In this age of greenhouse gases and quest for fuel economy should not design consider smarter travel rather than people moving efficiency?
Of course I could have walked the tunnels connecting the concourses. Unfortunately I hadn't brought along any walking shoes trying to carry as little as possible and my feet were killing me on my return, not to mention not sleeping the entire trip due to lengthy delays on my way there. Makes you wonder if a high speed train would actually be quicker. I doubt a tunnel would have made an interesting walk but I found a proposal on the internet for an art oriented concourse design. Now if they can only give us more room to move around.