Safe Routes to School

SAFE ROUTES TO SCHOOLS LOCATED ALONG STATE HIGHWAYS – UDESC, FAPESC AND THE STATE GOVERNMENT OF SANTA CATARINA PROGRAMME, FROM BRAZIL

Authors:

Xavier, G1, Miranda, A1, Acioly,P1, Sousa, J1, Della Giustina, M1, Nahas, M1, Cechetto, A1

1 State University of Santa Catarina – UDESC (CICLOBRASIL Group/CNPq), Florianópolis, Brazil

Contact-details:

CicloBrasil Group

Paschoal Simone, 358, Coqueiros, Florianópolis, SC

88080-350

E-mail:

Fone: +55 48 348-0423 / 244-2324 ramal 236

Summary

A growing number of communities in countries around the world have begun programs loosely grouped under the title of Safe Routes to Schools. School officials, parents, and local and national organisations are starting to work together to get more kids walking and cycling for daily short distance trips. Safe Routes to Schools projects create safer conditions for children walking and cycling to school, which benefits not only the children’s health by the physical activity itself, but also from reductions in congestion and pollution. Road traffic injuries are a major cause of death and disability globally, with a disproportionate number occurring in developing countries. Road traffic injuries are currently ranked ninth globally among the leading causes of disability adjusted life years lost, and the ranking is projected to rise to third by 2020. In 1998, developing countries accounted for more than 85% of all deaths due to road traffic crashes globally and for 96% of all children killed. The study is a research- action as there is a real problem under observation and there are three aspects to be achieved: solving problems, consciousness and knowledge producing. The research is composed by pupils from 5th to 8th grade (n= 1182: 620 male &562 female), 10 to 18 years old, from six municipal elementary schools, located along state highways SC 403, SC 405 and SC 406. In the present study n=1.182 pupils participated in the survey informing the mode of transport they go to school. The results show that 64% (n=758) walk, 14% cycle, 9% are driven by car, 7% use the regular bus, 5% use the school bus, 1% are driven by motorcycle. The fact that the majority of studied pupils walks or cycles to school is positive in terms of independence, socialization and health. But it is a cause of major preoccupation because this makes them much more vulnerable to traffic accidents as no real political will has been seen to prioritise walking and cycling safety.

Foreword

A recent report of a 2003 study on the current Brazilian Scenario on Transport and Traffic, from the National Secretary of Transport & Mobility (SeMob – from the Ministry of Cities) and the National Urban Transport Association (ANTP) presented: “The Profile of Transport and Traffic on Brazilian Municipalities in 2003”. The report is based on the answers to a questionnaire that was sent to the 437 municipalities with more than 60 thousand inhabitants. Although this represent only 8% of the Brazilian municipalities, the cities contacted own 70% of the total vehicles in the country. Besides, 61% of the Brazilian urban population lives in these cities, which concentrates 81% of GBP. About 140 municipalities answered the questionnaires.

For daily trips, the study show

35% of the population walk;

32% use the public transport;

28% use the car;

3% use the bicycle and

2% use the motorcycle.

If was also found that traffic signs for pedestrians and facilities for crossing streets are rare. About 72% of traffic is under the responsibility of municipalities and 87% of the municipal public transport is registered. The Ministry of Cities (MC), the National Public Transport Association ANTP, and the National Bank of Development - BNDES, developed the National Information System on Urban Traffic and Transport. This will allow municipalities, states and the federal government to accompany the economic and social aspects involved in urban traffic and transport. The system will be on-line by August 2005.1,2

The Ministry of Cities (MC) is one of the newest ministries in Brazil, created in President José Inácio Lula da Silva's government on January 2003. The Ministry's establishment responds to a long-standing demand of the Brazilian social movements, academia and professional associations and the Brazilian society (where 82% live in urban areas). The MC is composed of four National Secretariats: Housing, Environmental Sanitation, Urban Programs and Transportation and Urban Mobility (SeMob). It is responsible for developing, formulating and managing urban development policy. The MC is leading a national democratic consultation through a series of Conference of the Cities. The MC presented a National Urban Mobility Policy Charter that was approved by the Council of the Cities. The MC launched Brasil Acessível (accessibility to people with mobility restrictions) and Bicicleta Brasil (bicycle use as transport) programmes in 2004. The message to Municipalities is to prioritize Public Transport and NMT (walking and cycling and the integration), with emphasis to universal accessibility as promoter of social inclusion and citizenship. Most important law to enforce changes is the Statute of the City - Law 10.257/2001 - that modifies articles 182 and 183 of the Brazilian Constitution, stating each municipality with more than 20.000 inhabitants has to develop a Master Plan approved by communities. No federal resources will be transferred to municipalities that are not in accordance to this law after January 2006. Another recent and important approved law is the Public and Private Partnership – the PPP Seminar for Transport Sector will be held on May 2005 at the Ministry of Cities headquarters. Another important aspect to be highlighted is that the National Traffic Department – DENATRAN is now part of the MC (it was part of the Ministry of Justice before). The importance of this aspect relies in the fact that the new Traffic Code Law “Código de Trânsito Brasileiro – CTB”, law nº 9.503 of 23rd of September 1997(actually in ruling January 1998) represents a step forward in many aspects when compared to the previous law. The CTB brought to the municipality the responsibility of ruling and operating the traffic of the cities, formerly ruled by the state. This law also gave an upper status for the bicycle in the public way when in its article number 58 it is claimed: “when cycle ways or cycle lanes are not available, the bicycle should ride on the right side of the public way, with preference over the motorised vehicles”. Although driver’s behaviour has not changed much, the law is a starting point. Important to mention the Brazilian law says the municipality has to apply 5% of traffic fines, and the federal government 5% of the motorised vehicles mandatory insurance for traffic accidents (DPVAT - law nº 6.194 of 1974) in traffic educational programs. Municipalities/federal government have shown no transparency on the application of these resources.

The new national urban policy that the Ministry of Cities has been advocating, synthesized by the “ Right to the City ” motto, aims at social inclusion, considering housing, environmental sanitation and urban mobility and transportation and the universal access to basic public services as fundamental citizenship rights, with special emphasis on the poorest and most vulnerable population segments. The proposal of the Ministry of Cities for the construction of the new National Urban Development Policy is based on a participatory process, involving the whole society in the construction of public policies and urban development strategies to improve urban quality of life and to reduce social exclusion.3

Introduction

Why Safe Routes to Schools?

Safe Routes to Schools projects create safer conditions for children walking and cycling to school, which benefits not only the children’s health by the physical activity itself, but also from reductions in congestion and pollution. The amount of motor traffic on our roads makes them dangerous places, so many parents feel they need to drive their children to school. The result is a vicious circle of more traffic, which means even more danger to children. Safe Routes to Schools projects can reduce the danger from road traffic by creating networks of safe walking and cycling. Traffic-calming schemes make roads safer for everyone, especially children. Some researches show that in areas where 20mph zones have been established, the number of crashes has gone down and the number of children hurt, either walking or cycling, has been reduced by 67%.8A meta-analysis of 33 studies examining the safety effects of area-wide traffic calming schemes (not just in school areas, but in general) has reported that on average such schemes can reduce the number of injury accidents by 15-20%. A greater reduction was observed on local roads (25-55%) than on main roads (8-15%). The analysis also reported that the greater the reductions in traffic the greater the percentage reduction in accidents. 9

Other interesting living experience that has been implemented in some Dutch cities that can be called by "shared space" is a revolutionary idea based on to denude a street of most of its conventional markings and features (no traffic signs!) and create a different urban landscape in which motorists and pedestrians are put on an equal condition of rights. Drivers start to behave in a very different way amid the new uncertainty, moving slowly, making eye contact with pedestrians, and becoming aware of much more than whether the lights have gone red.10

Children Need to Move

Every child needs to move and it's a need our world conspires to deny. From a growing number of in-house playing devices, neighbourhoods without parks/playgrounds, busy streets with motorised traffic and without facilities for safe cycling and walking, today's environment encourages immobility. More than half of the daily trips people make are shorter than 5 km. Distances that could be covered on foot or by bicycle are made by car/bus. The present traffic conditions in the cities do not support people’s decision to choose walking and cycling for their daily mobility. Walking and cycling as part of daily activities should become a major pillar of the strategy to increase levels of physical activity as part of reducing the risk of coronary heart diseases, diabetes, hypertension, obesity and some forms of cancer. Increasing non-motorized transport will also reduce air and noise pollution and improve the quality of urban life.4,11

In children, obesity is linked less to eating habits than to lack of exercise. In the short term for those affected, it poses major psycho-social integration problems. In the long term, it paves the way not only for obesity in adulthood but also for numerous related problems often of a very serious nature (cardiovascular diseases, hormonal imbalance, difficulties with joints, etc.). Alongside obesity, many children suffer problems associated with being overweight, coupled with poor physical development attributable to lack of exercise. This can have serious implications for their body and their self-esteem.4A study in China found that household ownership of motorised transportation was associated with obesity.12 Also, the more traffic we have on the street where we live, the fewer friends and acquaintances we have. It is more important to design the public space more as a meeting place where the main purpose is the social activity.13 Traditional neighbourhoods purported to be highly walkable and bikable are characterized by high population density, a good mixture of land use, high connectivity, and adequate walk/bike design (e.g., continuous sidewalks). In contrast to physical activity promotion programs for individuals that typically have short-term effects, building walkable neighborhoods could be expected to have relatively permanent effects. 14,15,16,17

The Burden of Traffic Accidents in Developing Countries

Every day about 3000 people die and 30 000 are seriously injured on the world’s roads. Most casualties are in countries that the World Bank classes as low and middle income countries, and a large proportion are vulnerable road users - pedestrians, cyclists, and riders of motorcycles and scooters. The number of people killed or injured on the world’s roads over the next two decades will depend on the changes that are made to transportation infrastructure in these countries.18 Road traffic injuries are a major cause of death and disability globally, with a disproportionate number occurring in developing countries. Road traffic injuries are currently ranked ninth globally among the leading causes of disability adjusted life years lost, and the ranking is projected to rise to third by 2020. In 1998, developing countries accounted for more than 85% of all deaths due to road traffic crashes globally and for 96% of all children killed. Moreover, about 90% of the disability adjusted life years lost worldwide due to road traffic injuries occur in developing countries. The problem is increasing at a fast rate in developing countries due to rapid motorisation and other factors. However, public policy responses to this epidemic have been muted at national and international levels. Policy makers need to recognise this growing problem as a public health crisis and design appropriate policy responses. There needs to be a major worldwide effort to raise the awareness of the importance of road safety as a public health issue.19,20

Transport Policies and Public Health – joining efforts is the solution

The alarming severity of the health effects of physical inactivity and the substantial potential for cost-effective prevention led World Health Organisation (WHO) to dedicate World Health Day 2002 to Physical Activity and Health. The attention was brought to the opportunity and feasibility of promoting walking and cycling as daily means of transport to achieve the necessary patterns of physical activity among the general population and among groups that can especially benefit from physical exercise, such as children and older people. Recognizing it is not safe to walk and cycle in the current urban road environment on most of the cities all over the world, the 2004 campaign was dedicated to Road Safety, with the theme Road Safety is no Accident, when the World Health Organization and the World Bank have jointly produced the World Report on Road Traffic Injury Prevention. Also important to mention, the World Bank, since 1999, initiated the Global Road Safety Partnership (GRSP) as part of the Business Partners for Development (BPD) programme. GRSP is a voluntary association between business, civil society and governmental bodies who collaborate in an effort to reduce road casualties in developing and transition countries. Another very important initiative to highlight is that the World Health Organisation Regional Office for Europe has been implementing a programme on the public health implications of transport policies, the WHO EURO programme on Transport, Environment and Health. The programme main objective has been the facilitation of the integration of health considerations in decisions, planning and investments affecting transport and mobility by informing on the evidence for the health effects of transport and providing tools and methods to assist Member States in integrating the health component into transport-related decisions. The objectives of the WHO and the World Bank have been to make policy-makers and citizens aware of the risks related to physical inactivity and of the very effective strategies individuals and communities can use to create a safer environment for walking and cycling. 21,22,23,24,25,26

Safe Routes to School programmes in Brazil

Several cities in Brazil have started some “kind of” Safe Routes to School programmes. Many times without using this terminology and more focused on education of kids for traffic safety in general and not really so focused in promoting cycling and walking. To cite some cities: Brasília, Minas Gerais, Blumenau, Curitiba, Santos, São Paulo, Rio de Janeiro. The VOLVO programme on Trafffic Safety has been awarding prizes to some of these.27 Unfortunately few have last long funding or take into consideration a long-term approach. Because of changes in political scenario, and maybe other reasons we cannot have access to why the “Rumo a Escola” programme was extinguished in the current federal government. This was a good national programme on capacity building of teachers to learn to deal with mobility and accessibility as a transversal subject in several disciplines. The programme was implemented in 15 capitals Brasília, Belém, Campo Grande, Curitiba, Florianópolis, Fortaleza, João Pessoa, Macapá, Maceió, Manaus, Natal, Porto Alegre, Recife São Paulo e Vitória. This had support from UNESCO and the former federal government.28