Active lifestyles
281. When physical activity is mentioned, what springs
to mind most readily is probably what Susan Jebb termed "programmed,
planned exercise", such as joining a local sports team, going
to an aerobics class, or using an exercise bike. However, as Living
Streets argued, "for many people, joining a gym or taking
part in a team sport are not realistic optionsfor economic
or time reasons."[286]
Our witnesses stressed repeatedly that rather than promoting planned
sport or active recreation, which might require life changes that
were unsustainable, a far more useful and realistic aim was to
increase activity levels within people's daily lives. Of these
lifestyle changes, perhaps the single most important concerns
transport.
282. In a report published in 1997, the British Medical
Association confirmed the links between transport and health.[287]
Evidence from the United States and Australia has also indicated
that promoting walking can change lifestyles and improve health.[288]
Many commentators have argued that a national transport plan could
provide a useful tool to promote and facilitate active methods
of transport. According to Living Streets, "regular walking
as part of a daily routine is a viable option and involves only
modest changes to lifestyle."[289]
283. Targets to increase walking and cycling within
the fabric of everyday life have been set by successive governments
but have totally failed. Levels of each activity have dropped
to an extent which we find startling. As we have noted, levels
of walking and cycling have fallen dramatically in recent years.
284. Published research from Bristol University and
elsewhere using accurate measures of children's movement indicates
clearly that most energy expenditure takes place when children
walk to school, play out at break times and again after school.[290]
Informal play seems to be more important than formal activity
at least up until the teen years. Furthermore, this work shows
that children are less active at weekends and in school holidays,
indicating how important the school and its schedule of activities,
not just formal PE and sport are to facilitating children's activity.
We believe that providing safe routes to school for walking
and cycling, adequate and safe play areas in and out of school
is very important in the battle against obesity.
285. The Environment, Transport and Regional Affairs
Committee in its report on Walking in Towns made a wide-ranging
and cogently argued series of 25 recommendations.[291]
These included:
- The Government should set targets
to increase the level of walking.
- The Government should publish a national walking
strategy.
- Planning procedures should give priority to walking.
- Conditions for the pedestrian should be improved
by ensuring that walking routes are continuous, well-connected
to key destinations and well-signed, and that where such routes
meet major roads in urban areas, pedestrians have priority.
- Particular emphasis should be given to creating
good routes to important facilities, including schools and rail
and bus stations and bus stops.
- More traffic-calming and traffic restraining
measures should be introduced.
286. Our witnesses echoed many of these points. Tom
Franklin for Living Streets suggested that there should be a pedestrian
pavement run-off at every junction.[292]
John Grimshaw, for SUSTRANS, gave the example of Hull to illustrate
the dramatic impact of reducing traffic speeds in cities to 20
mph.[293] Hull has
implemented over 100 zones with 20 mph speed limits and the total
number of road crashes in the zones has been reduced by 56%. Crashes
involving child pedestrians have been cut by 70%.[294]
287. The measures proposed by the Environment,
Transport and Regional Affairs Committee in its report Walking
in Towns 2001 strike us as sensible and persuasive and we
are sorry so little action has been taken to implement them.
288. Given the profound impact increased levels
of activity would have on the nation's health, quite aside from
the obvious environmental benefits, it seems to us entirely unacceptable
that successive governments have been so remiss in effectively
promoting active travel.
289. The Department for Transport again suggested
to us that it was aiming to publish a consultation for a national
walking strategy this year. The Department for Transport set out
an overarching transport strategy in its 10 Year Transport
Plan published in 2000. This put forward no targets to stop
the deterioration of footways, which acts as a barrier to walking.
290. Tom Franklin for Living Streets had no doubt
that the reluctance to introduce the strategy stemmed from political
squeamishness:
The problem is that the Government is almost embarrassed
about promoting walking. I have to say that I think that this
comes from the John Cleese sketch 25 years ago of the Ministry
of Silly Walks. Since 1996 every Transport Minister has promised
a national walking strategy and every one has failed to deliver
They have not delivered because each time they get cold
feet because they think they are going to be perceived as the
Minister for Silly Walks.[295]
291. The Department for Transport representative
giving evidence to us was tentative about progress, telling us
that a document would be forthcoming imminently, but that rather
than a strategy this would be a consultative 'document' containing
some proposals.[296]
The Department organised a series of seminars, then announced
a consultation in the document On the Move by Foot. That
paper, which is extremely slight, encloses a separate report prepared
by Transport 2000, not by the Department. The consultation closed
in September 2003 but as yet no strategy has been put in place.
292. We regard the failure of the Department for
Transport to produce a National Walking Strategy over a period
of almost ten years as scandalous. This very inactivity clearly
demonstrates that the priorities of the Department lie elsewhere.
We would be extremely disappointed if concerns about political
embarrassment had indeed obstructed such an important policy.
One way of defusing any political embarrassment would be to incorporate
the walking strategy into a wider anti-obesity strategy.
293. Assessing the precise contribution that walking
can make to combating obesity is difficult, but we have been greatly
struck by the potential of pedometers to increase awareness of
sedentary behaviour and thus promote activity. The Department
of Health is working in partnership with the Countryside Agency
and the British Heart foundation to part-fund a targeted pilot
project which will distribute pedometers to PCTs in areas of high
deprivation as a motivational tool to encourage increased walking.
This builds on the Countryside Agency's Walking the Way to Health
initiative.[297]
294. Pedometers, which are small and inexpensive
electronic devices used to count the number of steps a person
takes in a day, can be a very useful tool for encouraging people
to live more actively. According to Tom Franklin, "people
only have to wear them for a week or so before they start to get
a pattern of their exercise and they start to consider, if they
did that slightly differently, what the effect would be."[298]
The promotion of walking plays a key part in America's strategy
to combat obesity, the America on the Move initiative being piloted
in the Colorado on the Move scheme.
295. Launched in October 2002, Colorado on the Move
is a state-wide initiative aimed at combating obesity.[299]
It has programmes to increase physical activity in schools, worksites
and communities. Pedometers are distributed to help participants
monitor and increase physical activity. The aim is for participants
to increase their daily walking by 2,000 steps per day. It is
interesting to note that, so relentless has been the rise in obesity
in the USA, the goal of Colorado on the Move is not to reduce
the weight of the population but rather merely to stop the
weight gain. The programme is now being modified to include
dietary advice.
296. So far, over 75,000 people have participated
in the scheme, ranging from public sector employees, to private
companies, churches and native American Indian tribes. In two
pilot projects based in communities with high-risk populations
in Colorado, average increases of 2,000 steps have been achieved.
Within schools, children are being encouraged to make use of the
pedometer data within other lessons, for example by marking the
total steps taken on a map and seeing how far they have travelled.
297. In America we ourselves were given Coca-Cola
pedometers, and Colorado on the Move has sponsorship from a variety
of commercial sources including Pepsi. We were told that Kellogg's
was considering issuing pedometers.[300]
McDonalds has also very recently announced a plan to distribute
pedometers with Happy Meals in 2004 in England.[301]
We believe that there is great potential for pedometers in making
people more aware of their general activity levels and giving
them an incentive to increase these. However, the mere issue of
pedometers is unlikely to do much to address the problem. People
need to be told how to use them, know what targets are desirable,
and learn to make increased activity a life-time habit rather
than a temporary goal. We believe it would be helpful if commercial
firms issuing pedometers also issued guidance agreed with Sport
England and the FSA, on the recommended activity levels per day
and on the correlation between steps taken and calories consumed.
298. If bought in bulk, simple pedometers are very
inexpensive and we can envisage a range of possible providers.
These could include:
- Schools, who could keep sets
of pedometers for use with different classes at different times.
As in Colorado, pedometer data could be incorporated into other
areas of the curriculum besides PE.
- Employers, who could issue pedometers to their
staff, possibly even offering incentives for their use.
- GP practices, who could offer targeted advice
to individuals, and use pedometers to help address the causes
rather than the consequences of obesity which is what they largely
treat now.
299. We welcome the funding the Department of
Health has provided to a pilot project on the use of pedometers.
We recommend that the Department co-ordinates inter-departmental
activity with a view to achieving wide-spread use of pedometers
in schools, the workplace and the wider community.
300. A number of witnesses pointed to the contribution
they believed that cycling could make in combating obesity. The
English Regions Cycling Development Team argued that there was
a suppressed demand for cycling as there are more than 20 million
bicycles in the UK, many of which were rarely used.[302]
Sustrans suggested that countries which were broadly socio-economically
similar to the UK but with much higher cycling rates had lower
levels of obesity, as this graphic demonstrates:

301. They contended that obesity was a symptom of
the way the physical environment was planned and argued that changes
should be made to encourage and facilitate active forms of travel,
such as higher parking charges and improved cycling routes. In
a survey of users of their National Cycle Network, 70% stated
that the existence of the route had helped to increase their level
of physical activity. Many of the proposals put forward by Sustrans
could also link with attempts to improve healthy routes to school.[303]
The Office of the Deputy Prime Minister therefore has a role to
play in encouraging or demanding that town planning guidance includes
measures to encourage physical activity.
302. The Department for Transport published a National
Cycling Strategy in July 1996 with the target of increasing the
number of cycle journeys four-fold by 2012. As part of the strategy
a leaflet was published offering guidance to employers on ways
to encourage their employees to cycle to work. It also referred
to the co-ordination role that local authorities could play in
stimulating changes to make cycling an attractive means of travel
to work for more people.
303. The leaflet suggests a number of measures that
employees could take to encourage cycling to work, including the
provision of safe, secure and covered cycle parking, lockers,
changing/drying facilities and showers and the offer of interest-free
loans to purchase bicycles. The Department for Transport also
pointed out the benefits to employers of this policy. By having
a fitter, healthier workforce, employees will take fewer sick
days and will have improved levels of concentration.[304]
304. The 10 Year Transport Plan was published
in 2000. This included an ambitious target to treble the number
of cycling trips between 2000 and 2010. It provided additional
funding to make conditions easier and safer for pedestrians and
cyclists. The Plan requires authorities to prove, through
Local Transport Plan (LTP) Annual Progress Reports, that they
are developing and implementing strategies to secure significant
increases in cycling and walking. Over the five-year period of
the first LTPs, local authorities estimate they will deliver over
5,500 km of new or improved cycle tracks and cycle lanes. Around
1,200 km of cycle tracks and lanes were laid by local authorities
in 2001-02 an increase of 43% on the previous year. In the same
five-year period LTPs estimate that they will deliver over 1,000
km of new or improved footways and pedestrianisation schemes.
305. In 2002 two initiatives were launched by the
Department for Transport to help deliver increased levels of cycling.
A National Cycling Strategy Board was set up to co-ordinate and
monitor implementation of the National Cycling Strategy, supported
by a network of regional advisers to promote good practice and
provide support to local authorities. Additionally, a Cycling
Projects Fund, with £2 million funding was launched in March
2002 to support projects that can achieve a significant increase
in cycling locally, or raise public awareness of the increase
in cycling opportunities.
306. However, in the progress report on the ten-year
plan, Delivering Better Transport (December 2002), only
two of the 150 pages are devoted to progress in encouraging cycling
and walking. This report also admits that latest available data
from the National Travel Survey suggest that, as of 2001, the
long-term decline in cycling and walking had not been reversed.
307. In 2002, the then Transport, Local Government
and the Regions Committee expressed "little confidence"
that the target for cycling increases would be met, detecting
few signs of any growth in cycling in the first two years of the
period.[305]
308. CTC, the National Cyclists Association, suggested
some additional policies that would be useful to increase the
number of cyclists, such as integrating cycling with public transport
by creating cycle carriages on trains and buses, providing cycle
hire facilities and doing more to tackle the growth of traffic
and reduce the need to travel.[306]
309. Countries such as the Netherlands and those
in Scandinavia have seen a much slower increase in obesity rates
in the last 20 years and this is generally attributed to those
countries' inhabitants having a much more active lifestyle, and
in particular greater opportunities for active transport. In countries
where there have been steady increases in cycling, such as in
Denmark, there has been a reduction in casualty rates per mile.
This has been achieved by "adopting comprehensive measures
to create better conditions for cycling and because the more cyclists
that there are, the more motorists are aware of cyclists and consequently
the better they are at dealing with them."[307]
310. Again, a Health Committee report is not the
appropriate forum to discuss the detailed measures required to
increase cycle use on a massive scale. We can, however, record
some of the key points that our witnesses made. John Grimshaw
for Sustrans suggested that "Mostly any cycle lane stops
exactly where you want it, at the junction." He urged that
pedestrianised city centres should be permeable to cyclists. He
also suggested that greater priority should be accorded to cyclists,
for example by making one way streets two way for cyclists, as
was common on the Continent.[308]
Employers could play their part by ensuring that there were adequate
cycle parking facilities and showers and changing rooms available.
311. Denmark is a country with some of the highest
cycling rates in Europe, and cyclists are given much more priority
in transport planning. We visited Odense, Denmark's third largest
city, which has a population of 200,000. The Danish Department
for Transport has nominated Odense as Denmark's "national
cycling city." Cycle use rates are extremely high. In Odense
we met local urban planners to see what made the city so appealing
for cyclists.
312. It was immediately obvious that cyclists were
granted a far higher status in this city than in any in England.
Dedicated cycle paths, screened from cars and pedestrians, allowed
cyclists access to all of the city centre. A covered cycle parking
space with room for 400 cycles had replaced a car park which had
accommodated eight cars. It was even possible, for a small fee,
for people to lock a cycle and any valuables away in a secure
automated garage facility. As in all Denmark, there is a presumption
that liability for an accident involving a motorist and a cyclist
lies with the motorist. This is not the case in English law.
313. The sophisticated and comprehensive cycle network
we witnessed had not been designed into Odensethis is an
historic city, with a cluttered centre made up of eighteenth-
and nineteenth-century buildings. It has had to be integrated
within an existing city, as would be the case with major towns
and cities in England. We were told that the current configuration
for cycling was actually the third phase of planning. For almost
20 years Odense has been working to develop cycling. We were particularly
impressed to see how children were involved in the planning process.
Each year, children in schools are asked to use a computer program
to map their journey to school. On this, they mark any hot-spots
where they feel in danger. This information is then collated and
planning authorities give priority to improving conditions at
these danger spots. We also commend the approach we saw in Odense,
where funding support for school transport was based on the degree
of danger in covering the route from home to school by other means.
This provides a financial incentive on the authorities to create
safer walking and cycling routes.
314. We are pleased to note that the Department of
Health has recently been involved in active travel plans. According
to one of our witnesses, it was essential that the Department
should have an input into transport policy; for this witness at
least, that had not always been the case:
The Department for Transport has this target of increasing
cycling four-fold to eight per cent of all journeys, which would
more or less be in common with what was achieved in Sweden. I
am sure that the Department of Health have not put their weight
behind that; they probably do not even know it exists. Yet a four-fold
increase in cycling would probably be more valuable for their
aspirations than for the Department for Transport which is actually
only interested in reducing congestion.[309]
315. The Department for Transport has recently announced
that it will provide funding for "sustainable travel towns".
It has set aside £10 million to help develop plans for sustainable
transportation in three towns in England. These towns will "incorporate
all aspects of best practice to encourage walking, cycling and
other public transport use and act as showcases for other towns
wishing to promote greater travel choice." Darlington, Peterborough
and Worcester were selected from applications by 51 local authorities
who submitted expressions of interest. They were selected on the
basis of fully worked-up plans to deliver a sustainable transport
scheme aiming to produce innovative school, work and personal
travel plans; cycle lanes and improved cycle parking; better conditions
for walking; and improved bus services.[310]
316. It would not be appropriate for us to spell
out the individual measures required to achieve the Government's
ambitious cycling targets, although we were particularly impressed
by the segregation of cyclists from road traffic we witnessed
in Odense. If the Government were to achieve its target of trebling
cycling in the period 2000-2010 (and there are very few signs
that it will) that might achieve more in the fight against obesity
than any individual measure we recommend within this report. So
we would like the Department of Health to have a strategic input
into transport policy and we believe it would be an important
symbolic gesture of the move from a sickness to a health service
if the Department of Health offered funding to support the Department
for Transport's sustainable transport town pilots.
317. As the submissions from Living Streets and SUSTRANS
made clear, what is needed is a wholesale cultural change to a
country where people are more active. Town planning needs to prioritise
pedestrians and cyclists rather than road vehicles; a strip of
white line at the side of a busy trunk road does not constitute
a safe cycle route.
318. Sustrans, in partnership with the Children's
Play Council and Transport 2000, has supported Home Zones schemes,
where groups of streets are designed and laid out so that car
users do not have priority over other users, with cars travelling
at little more than walking pace. The design enables people to
use the streets as a social space, meaning that children can play
outside, neighbours can socialise and the local communities can
take control of their own environments.[311]
319. There are other impediments to active travel
in addition to the transport network and services. Services located
in out-of-town sites where access is only easy by car promote
a sedentary lifestyle and "help 'lock-in' car dependence."[312]
The Social Exclusion Unit's report into transport and social exclusion
indicated that from the mid 1970s to the late 1980s, total distance
travelled for food shopping increased by 60%.[313]
Whilst transport policies are necessary and important, the wider
planning of communities also needs to change. There seem to be
no regulations in place requiring active travel and recreation
opportunities for all new housing developments; these are still
being built with no consideration of the need for safe walking
and cycling routes to school.
320. Many commentators argue that a national transport
plan would be useful to promote and facilitate active methods
of transport. Sus