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Our roads have historically been for transportation by whatever means someone had available. Since then we’ve focused largely on one thing for local transportation—cars and reducing their delays at almost any cost. Historically perhaps the key source of our physical activity (and vitamin D) was getting from one place to another. Every child within 3 miles of their school should be able to safely and comfortably walk or ride a bicycle.
Every citizen who lives within 3 miles of an eatery or shopping should be able to safely and comfortably walk or ride their bicycle to get there. Generally the faster that motor traffic is moving the more protection people walking, riding bicycles, and disabled need. The following chart is my rough estimate of how many people will be comfortable riding on what type of facility. As the speed of adjacent motor traffic increases the comfort level of bicycle riders decreases. It is rare to ever see anyone walking or riding a bicycle on that mile of Hodgson Rd south of Hiway 96. Even with similar traffic and often higher speeds people feel safer and more comfortable on this part of Hodgson that has a side path.
Junctions — Just as critical as the links between them, junctions should be designed properly so that they are safe for all users.
In any two year period Ramsey County should be required to upgrade 10% of total center-line miles to these specifications (approx 15 miles per year). This is a common sight along Hodgson Road north of Highway 96 where there is a safe path, but not along Hodgson Road south of 96 where there is no path. Walker Angell is a writer who focuses mostly on social and cultural comparisons of the U.S. Look at Maple Grove — sidewalks along both sides of almost every minor street, side paths along every stroad. I think something else that would help is if the city required multi-tennant buildings to all have easily accessible bicycle parking. It seems to me we need to pick one strategy or the other: separation (and relative speed) or very tight shared space, with radically lower speeds.
Seems to me that compared to inner city, more of the suburban areas are unsuitable for walkers and bicyclists. Minneapolis Bike Coalition BlogThe Transit CameraOne Transit Rider's Pet Peeves: Having spent the last, oh, 11+ years using public transit to get places I have had my fair share of experiences and interactions. Secondary complications often occur as a result of diabetes, such as heart disease, neuropathy, ulcers, blindness and kidney failure.  Additionally, intangible costs related to diabetes such as pain, anxiety and depression lead to a decreased quality of life. Most diabetics treat their disease by controlling insulin production or regulating blood sugar through the use of medication. Despite this large number of therapeutic options many diabetics are unable to control their disease and face significant health risks.
The kidneys filter approximately 180 gm of glucose per day from our blood, which is largely reabsorbed back into the blood by SGLT2 transporters.  SGLT2 inhibitors regulate glycemia by inhibiting the glucose reabsorption process, resulting in excess glucose being excreted in urine rather than being reabsorbed into the bloodstream.

Several studies have been conducted to demonstrate the effectiveness and stability of Sirona Biochem’s SGLT2 Inhibitor SBM-TFC-039.
In head-to-head preclinical studies, Sirona Biochem’s SBM-TFC-039 outperformed Johnson and Johnson’s canagliflozin. In March 2013, Johnson and Johnson’s canagliflozin (Invokana™) became the first SGLT Inhibitor to be approved by the U.S. Empagliflozin, one of a two-compound licensing deal between Boehringer Ingelheim and Eli Lilly for at one time payment of  €300 million and milestone payments of €625 million.
In January, 2014, Sirona announced the licensing of its SGLT2 Inhibitor to Wanbang Biopharmaceuticals in China. Journal - Synthetic Carbohydrate-Based Anticancer VaccinesProduct DevelopmentWhile carbohydrate-based molecules offer immense commercial potential, we are focusing on three programs at this time.
Today we’ve replaced even the shortest of trips with sitting in cars and we’ve likely become the fattest and least healthy of all developed nations as a consequence.  Obesity and lack of activity are believed to cost $3,600 per person per year in increased healthcare costs. Even people who want to walk or ride bicycles can’t do it because engineers and planners have made our roads too dangerous for them to do so. About 9% would be comfortable if there were a painted bike lane and nearly 20% with a buffered bike lane. On the other hand, it’s equally rare not to see someone on the multi-use path north of 96 even during winter. The number of people walking, riding bicycles, and on mobility scooters is higher than on that part of Hodgson south of Hiway 96.
In Ramsay County suburbs, it is mostly roads under county jurisdiction that are the problem, not local streets.
A curb no longer suffices for many people and during winter it becomes necessary to protect bicycle riders and pedestrians from the slush wake of faster motor vehicles.
But while I do agree that side paths, bike lanes, etc are worthwhile improvements, I don’t believe they alone will make substantial numbers of people walk or bike.
A friend of ours just purchased a place in a senior co-op and is thinking about backing out due to the lack of a place to easily store her bicycle without having to haul it down stairs or up an elevator. In many cases they can replace an existing sidewalk without too much disruption as will be done on Portland in Richfield, and as Bloomington has done in some locations.
Do you really feel safe walking a dog or walking with a small child in a 36′ wide runway of asphalt with cars going a full 30 mph? Right now, the standard design for Richfield and Bloomington local streets offers the worst of both worlds to pedestrians. It would have been nice when I had a dog that needed walking or was a kid riding my bicycle and I got out in my neighborhood a lot, but with as little traffic as there is I didn’t feel unsafe walking around.
If the street is wide enough to make you feel comfortable at 30, most people will drive 30 (or more) regardless of what’s posted. People don’t like to walk or ride bicycle on them or allow their children to because there are too many cars speeding through too fast. A diabetic patient can require up to 10 different medications at a time.  Current treatments include insulin, Metformin, DPP-4 inhibitors (Januvia, Galvus, Trandjenta), sulphonylureas (Daonil, Glucotrol, Amaryl, Diamincron), glinides (Prandin, Starlix), alpha-glucosidase inhibitors, glitazones (Avandia, Actos), GLP-1 analogues (Byetta, Victoza), or Amylin.

This is a novel and ground-breaking treatment option for Type 2 diabetes and obesity.  SGLT2 Inhibitors also have the potential to be strong add-on therapies to current diabetes treatments.
Wanbang will develop and commercialize Sirona’s anti-diabetic SGLT2 inhibitor exclusively in the People’s Republic of China (PRC).
Bicycles were added to the mix about 1870 and cars some 30 years later. By the 1970’s, however, our roads had become car-only thoroughfares. Those living or shopping nearby who have to put up with the noise or unpleasantness created by speeding cars have been ignored, too. About 40% would be comfortable with a cycletrack and about 70% with a side path separated by 10’ of grass. Every roadway should have facilities for people walking, disabled, and bicycling that is appropriate to the speed of motor traffic. In each of these, a European engineer faced with a space problem will lower the speed of motor traffic to match the facilities that can fit rather than eliminate facilities for people walking or bicycling. Generally no physical facilities are needed for everyone to feel comfortable on these streets. It provides a physically protected one-way cycletrack on each side for disabled mobility scooters and bicycle riders as well as a sidewalk for low-speed disabled and people walking. One day he will finish development of localmile.org, a blog focused on everyday bicycling and local infrastructure for people who don’t have a chamois in their shorts. Although street and intersection design definitely matter, the deeper issues are lack of consistent density, lack of transit, and lack of pedestrian-friendly designs for home and businesses.
People (in suburbs anyway) simply don’t think about any mode of transportation other than their car. The main thing I don’t agree with are lower speed limits in residential areas, at least not in the suburbs where the streets are wider, and 10 foot lanes on major collectors, which presumably will see buses and trucks. Can we reduce healthcare costs if people can once again be active in walking, bicycling, or mobility-scootering to local eateries, stores, and schools?
If the deficiencies in Ramsey County roads were corrected then the majority of people in the county would be able to once again walk, ride their bicycles, or use mobility scooters safely and comfortably. As you read you are welcome to substitute Hennepin, Washington, or whatever county you like and see if the same holds true. These should generally not be through routes, but local access only; these are usually city-owned roads.
It is really only recently that more people have begun using the paths for transportation rather than just recreation. This started with increasing numbers of kids riding to school and more recently people riding to dinner or local stores. Through the last 16 years the economy has been tough on everyone – except the very wealthy. Now that the network is fairly well connected we’re hoping to do a bit of a push this year on the mindshare side.

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