580 Transportation Case Study

The Right to Ride: The Cycling Without Age Program Cail Smith PLAN 580 Case Study March 17, 2015

Transportation in a Graying World

Seniors would rather miss desired activities or travel less, than relocate.

The world’s population is undergoing a dramatic demographic shift and by 2025 one third of the population will be over 65 years of age (Alsnih & Hensher, 2003; Kim, 2011). This dramatic change will affect every aspect of city planning as urban professionals scrabble to accommodate the infrastructure needs of these older segments of the population. Planners will need creative strategies to adapt the current transportation programs, policy and infrastructure. This case study examines the Cycling Without Age program which uses cycling to encourage civic participation across all age groups and has the potential to decrease transportation deficiencies for seniors.

High quality mobility and multiple transportation alternatives enable the senior population to “participate in social interaction and daily activities” (Kim, 2011, p. 422). Often, seniors choose to continue driving to enable these social interactions. Today, more seniors are driving than ever before which is not surprising given their life long driving habits and lack of alternatives (Alsnih & Hensher, 2003).

As they age and are unable to renew their license, seniors report increased levels of transportation deficiencies that reduce their ability to participate in desired activities. Public transportation is a solution for some seniors, but it is more likely to be used by those with “higher education and income living in higher residential density levels” (Alsnih & Hensher, 2003, p. 908). Without an adequate transit system (with vehicles that come regularly and consistently) or a support system of caregivers that can provide transportation, elderly residents can face extreme isolation and are often make fewer trips than their peers who continue driving (Bookman, 2008; Alsnih & Hensher, 2003). These deficiencies and the resulting side effects disproportionately affect female seniors, especially females of colour (Kim, 2011). Transpeople are not mentioned in the literature collected.

The level of transportation deficiency for a senior is also affected by their built environment. Since many seniors now ‘age in place’ and remain in the homes they have spent their adult lives in, they will increasingly live in low-density suburban areas (Alsnih & Hensher, 2003). These communities are designed for mobile populations with vehicle access who are largely absent from public spaces during the day (Bookman, 2008). In these communities, the lack of transit and amentities within walking distances confines seniors to their homes (Kim, 2011). The obvious solution is to relocate seniors to dense communities where amenities are within walking distance and age appropriate support is nearby. However, seniors would rather miss desired activities or travel less than

relocate (Ibid).

To improve the health and well-being of the growing 65 and above cohort who are aging in place, urban planners need to take two kinds of action. First, they will need to create cities and towns that accommodate a slower, less mobile population. Second, they will need to create a transportation system that can better serves this population, an action this paper will focus on. One tool in this change may be the Cycling Without Age (CWA) program that introduces seniors to assisted cycling.

Cycling Without Age: Transportation and Connection

CWA is a Copenhagen-based program connecting senior citizens with their community through cycling. To remove the danger from cycling, volunteer “pilots” transport seniors using tricycles with a front facing seat usually big enough for two people (see figure 1). In Denmark, this program operates successfully with over 400 rickshaw-style tricycles in 63 of the country’s 98 municipalities (Cycling Without Age, n.d.). It has spread to many countries Figure 1. One pilot and two passengers on a Cycling Without including Canada where programs have run in North Vancouver, Age tricycle. Reprinted from Cycling Ottawa, Toronto and several other locations.

Without Age. Retrived from http://

Typically, pilots visit nursing homes and take one or two cyclingwithoutage.org. Copyright n.d. seniors out for a joy ride to visit public spaces. This is done at a leisurely pace so that passengers and pilot can connect and share stories. CWA does not allow pilots or agencies to charge for rides unless they are overnight (to help offset food and lodging costs).

For all seniors, the trips are an opportunity to leave their residence and (re)connect with the place they live. Additionally, remaining connected to a place can enhance seniors’ sense of identity and independence (Cristoforetti, Gennai, & Rodeschini, 2011). For seniors from cities like Copenhagen where cycling is part of the culture, they are able to remain tied to this type of transportation even when their mobility no longer allows self-propulsion. At the program’s core is the belief that everyone has “the right to wind in [their] hair” (Cycling Without Age, n.d.). That is, seniors, with the help of volunteers can still experience the freedom of movement and avoid social isolation.

The benefits for pilots are similar, a connection to place and to their history. According to the program’s materials, by providing this service volunteers become active citizens who are not just participants in but creators of public life. They are encouraged to stimulate conversation and document the seniors’ stories on social media. Through their participation, volunteers will hopefully be able to imagine an aging process for themselves that is enjoyable and worthwhile. CWA hopes that the connection between pilots and

riders can increase trust and respect across generations.

The program initial began as a collaboration between its founder Ole Kassow and the municipality of Copenhagen. Outside of Denmark, cities, institutions or individuals can apply for a license to use the brand and materials to bring the program to their local area. CWA recommends several types of tricycles (costing around 5500 USD) and can also help with a local program launch, for a fee.

The program specifies that the tricycles should be used as often as possible and should not be tied to any one senior or volunteer.

Any tricycle chosen for a local program should easy to step onto (15 cm off the ground or less) and allow seniors to be lifted in as well. To promote conversation, the passenger seat must be in front so pilots can easy hear quieter riders. The tricycle should also have a motorized assist, removable hood and luggage space.

Most importantly, before communities decide on a type of tricycle, they should ensure it can be repaired locally. The guidelines for the tricycles and types of activities suggested show the pleasure-driven style of bicycle riding for seniors the CWA promotes.

The Strengths and Challenges of the Cycling Without Age Program

Cycling Without Age likely reduces the social isolation for seniors, especially for seniors located centrally in seniors’ communities or care institutions.

The program was only started in 2012 and there have not yet been any quantitative or qualitative studies of the effects on passengers or pilots. Anecdotally, the founder reports that seniors who participated became more communicative and on a longer “vacation” ride, stopped using pain medication before sleeping during the trip. Retirement home staff have also noticed participants with dementia became less aggressive (Kassow, 2014). Again, these results are anecdotal.

CWA likely reduces the social isolation for seniors, especially for those located centrally in seniors’ communities or care institutions.The program’s focus on mulit-volunteer, multi-passenger scenarios seems well-suited to these types of locations where staff can help organize interested seniors and coordinate volunteer schedules. Although these seniors would and should benefit from a problem like this, there are many seniors who live outside of care facilities who may see a greater benefit.

First, programs like these might have a greater benefit for women and women of colour. On the program’s website, passengers are shown to be men and women, but the stories that are highlighted in the CWA material are of men, despite older women being more affected by a lack of transportation alternatives (Abdalla, 2015; Kassow, 2014; Alsnih & Hensher, 2003). As the program stands, there is little exploration of how to serve elderly women who will

live longer but also have a higher “disability” rate and require more assistance (Alsnih & Hensher, 2003, p. 907). As more women age who did not have children, divorced or choose not to marry, the demographic shift will invariability see a greater portion of females without a familial support system. As noted earlier, women of colour face even greater transportation deficiencies, so studies of the program should address if CWA is able to reach different ethnic groups, especially in North America’s extremely heterogeneous populations.

Economically, the volunteer nature of the CWA program could be a significant benefit to low-income seniors and local cycling industries. If seniors are not able to afford transportation, they will often go without trips to meet their essential needs (Alsnih & Hensher, 2003). Currently, the CWA trips do not accommodate this type of need-based travel. One can also imagine that pilots with passengers who live alone would be open to stopping for one or two necessities Figure 2. Cycling Without Age if they are allowed. The “no payment” principles of the program participants. Reprinted from Cycling technically allows for seniors of all income levels to benefit, but in Without Age. Retrived from http:// cyclingwithoutage.org. Copyright reality, it may draw participants connected to an agencies that can n.d. bear the cost of the tricycles.

The CWA can provide a small economic boost to local cycling businesses. Local business could be asked to order, assemble and repair tricycles. In North America, where adult tricycles are still uncommon, this may give shop owners a chance to train their employees on tricycles and promote these vehicles within the wider community. If more people are able to purchase tricycles, this may also lead to an environmental shift in the local community.

CWA greatest potential lies in its ability to cause a significant paradigm shift in the sustainable transportation of seniors. Since seniors who drive often travel shorter distances less frequently, their vehicles must be warmed for longer time periods which increases the carbon dioxide emissions per kilometer. They are also more likely to experience “navigational problems” further increasing emissions and road congestion (Alsnih & Hensher; 2003). Given these findings, any trips made by drivers 65 and above that use a bicycle (or tricycle) rather than motor vehicle can reduce more emissions and congestion on roads than replacing trips made by other age groups.

For the majority of seniors who face danger from falls, this is best accomplished by assisted rides like CWA.

Looking over the CWA program, it is clear that the program needs more study to determine the impact on individuals of different gender, race and income levels as well as the local economy and environment. Additionally, through these analyses, the possible expansion of the project in scale and scope could also change the effects of the program. A program with a broader mission might

Figure 3. Cycling Without Age logo Reprinted from Cycling Without Age. Retrived from http:// cyclingwithoutage.org. Copyright n.d.

expand from pleasure rides to include routine medical visits and trips to visit friends. Pilots could bring bikes to seniors wherever they are, whether a seniors community or a suburb. Since these trips would be booked based on seniors’ needs rather than volunteers, they may require that pilots be paid or compensated in some way.

This type of program would address the population of seniors that current CWA program does not, those residing in low density suburban areas. Many seniors in Western countries are dissatisfied with conventional public transportation and need other services that offer the same flexibility and door-to-door as the automobile (Alsnih & Hensher, 2003). This could be accomplished by a program based on the CWA principles of connection and community with a more regular staff. One can imagine a program staffed by students or social workers who are trained pilots and also trained to work with seniors to improve their well-being. Seniors would benefit from the conversation, connection and increased transportation alternatives while the larger community would benefit from thed reduced the pressure on expensive transit services (like HANDYDart in Vancouver) and reduced GHG emissions.

CWA is a unique program that has the potential to improve seniors transportation and health. Significant study on the program still needs to be conducted, but as outlined above, the potential for the program to expand and serve elderly communities in suburban locations makes it worthwhile. Planners should continue to build on and search for programs like Cycling Without Age that make transportation sustainable and enjoyable for all ages and abilities.

References

Abdalla, M. (2015, August 14). Finn. Retrieved from https://vimeo.com/134717099 Alsnih, R., & Hensher, D. (2003). The mobility and accessibility expectations of seniors in an aging population. Transportation Research Part A, 37, 903-916. doi: 10.1016/S0965-8564(03)00073-9 Bookman, A. (2008). Innovative models of aging in place: Transforming our communities for an aging population. Community, Work & Family, 11(4), 419-438. doi: 10.1080/13668800802362334 Cristoforetti, A., Gennai, F., & Rodeschini, G. (2011). Home sweet home: The emotional construction of places. Journal of Aging Studies, 25, 225-232. doi: 10.1016/j.jaging.2011.03.006 Cycling Without Age. (n.d.). Retrieved March 11, 2016, from http://cyclingwithoutage.org/ Kassow, O. (2014, October 3). TEDxCopenhagenSalon: Cycling without age [Video file]. Retrieved from https://youtu.be/O6Ti4qUa-OU Kim, S. (2011). Assessing mobility in an aging society: Personal and built environment factors associated with older people’s subjective transportation deficiency in the US. Transportation Research Part F, 14, 422-429. doi: 10.1016/j.trf.2011.04.011