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Google Maps Adds Elevation Profiles To Bike Routes To Help You Avoid Those Steep Hills
Originally Posted on TechCrunch
From the article:
Google Maps now features elevation profiles for bike routes.
Google added biking directions to Google Maps and specialized maps that highlight bike routes a few years ago. If you are weak like me, though, and learned to bike in Holland, where the biggest obstacle is a dike, you don’t just want to know what streets to take, but also what hills you will have to huff your way up on the way to your destination.
Until now, Google was no help there and you needed to go to third-party sites that mashed up elevation data with Google Maps routes. Now, however, Google has quietly added this feature to Google Maps directly.
We asked Google about this and the company confirmed that this is indeed a new — and as of now unannounced — feature.
Just look for a route on Google Maps, choose the biking directions and look for the new elevation profile. Besides the graphical representation of those hills you will have to climb, the new card also shows you the total number of feet you will have to climb on your route (and those joyous miles you get to just kick back and try not to die while you barrel down the hill on the other side).
The only time you won’t see the new elevation profiles, it seems, is for routes that are essentially flat.
For now, these profiles sadly don’t appear in any of Google’s mobile apps for Google Maps, but chances are the company will add it to those apps in the long run, too.
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JENS VOIGT’S THREE SECRETS TO SUCCESS
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Strava Surprise! Your Personal Data Is Not So Personal
From ReadWrite.com, I was fairly surprised to find Portland purchasing my data. In the old days of the Internet one asked and folks contributed. how long until this is fed directly into the “machine” for “public safety” and bikes are tracked, just like cars. Nitwits.
You can be forgiven for believing that your personal data is actually yours. After all, it’s your email. Your Fitbit. Your GPS device. Or your tractor. The reality of today’s data-obsessed world, however, is that the minute your data hits the cloud, it’s no longer yours. Not even remotely.
In fact, while it’s long been a truism that if you’re not paying for a product, you arethe product, it’s increasingly the case that your data is someone else’s property even when you are paying. But shouldn’t payment give us the option of privacy?
You Ride The Bike; We Mine Your Data
This fact hit home last week when reading that Strava, the tool I use to track my exercise miles, is now selling its user data to governments to help urban planners understand how and where cyclists use public streets. Oregon is the first customer of the service, called Strava Metro, paying Strava $20,000 to use the data for a year. London; Glasgow; Orlando, Fla,; and Alpine Shire in Victoria, Australia, have also signed up.
While I’ve never made any attempt to keep my Strava data confidential—you can see my full history here if you’re so inclined—I assumed that it was, well, mine.
Rookie mistake.
This would be less troubling if Strava were simply using my data. After all, I’m a free rider on the service. I don’t pay Strava for a premium subscription. I’m the product, right?
But Strava is also using its premium subscriber data for Strava Metro. While the company insists it "processes the data to remove all personal information linked to the user," and goes on to stress that "[t]he data provided through Metro has been anonymized and aggregated to a linear map so that cycling activity cannot be associated with a specific member of Strava’s community," there’s still the question of who owns the data in the first place.
The answer, obviously, is Strava. It peddles what you pedal.
All Your Farm Data Are Belong To Us
Think this is simply a problem for consumer-oriented apps? Think again.
Farmers have been collecting data on their farm operations for at least a decade. Farm equipment increasingly churns out data that is collected on servers, to be used by farmers or the equipment companies. In this scenario, farmers continue to own their data and have the option to opt-out of cloud services provided by the equipment companies.
That was then, this is now. With Monsanto, a giant multinational chemical and agricultural biotechnology corporation, on the scene, buying a data analytics company for nearly $1 billion and kicking off its own agriculture analytics service,farmers increasingly worry who owns their data. Monsanto increasingly collects data on individual farms, leading farmers to worry that this data could end up getting sold to rival farms, provide the basis for price discrimination in commodity markets, and other woes.
In theory, farmers can keep all their data to themselves. In practice, however, they can’t, as data on their land is publicly available, as are some data on crop sales. There’s also the risk that farmers who opt out will be mowed under by competitors who utilize Monsanto’s data services.
Can We Buy Privacy?
In this world, farmers still have some flexibility in how they use their data. But what about kids? Data is also being collected on children within schools, potentially mapping the trajectory of their entire academic careers. Google, for its part, electedto stop scanning student emails for advertising purposes, but only in response to a court case.
While government, school and software executives are quick to point to the security of such academic data, data security is as much a chimera as data privacy. Again and again, hackers find a way into credit card and other data. Academic data is no more secure than any other data.
So perhaps this is the lesson: Get over it. That’s certainly the message from the U.S. Department of Education’s first chief privacy officer, Kathleen Styles, who declares, "The only way to make data totally safe is to not ever use it or keep it. That’s not an option."
But perhaps it should be an option not to sell data for those too young to legally opt into having their data commercialized. It also seems like a fair request to expect our personal data to remain ours when we’re actually paying for a service. If I pay for a product, I shouldn’t have to be the product.
Payment should make my data mine.
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Interactive Map Tracks Portland Bicycle Maps
Article from KATU
PORTLAND, Ore. — Portland cyclists have a new tool to examine the safety record of city streets.
A new interactive map from the MIT Media Lab tracks the 1,085 bike crashes that happened in Portland between 2010 and 2013. The numbers show some of the city’s busiest streets are also the ones most likely to see crashes.
Broadway, both the northeast and northwest sections, saw the biggest number of crashes. In the three-year period examined, there were ther 78 reported crashes. Southeast Division came in second with 49 crashes. Hawthorne and Burnside tied for third with 38 crashes. Southeast 82nd Avenue rounded out the top five with 35 reported crashes.
"For some who who look at the data a lot, this isn’t new," said Rob Sadowsky, executive director of the Bicycle Transportation Alliance. "But it does showcase that people are choosing to ride on larger arterial strees like Broadway and Hawthorne."
Just like those who commute in their cars, bike commuters tend to want to reach their destination as fast as possible. That helps explain why so many cyclists are seen on busy roads.
"If you want to travel more quickly, if you’re one of the faster commuters, you get a little stuck or slowed down on the neighborhood greenway system," said Sadowsky. "It’s nice to have those arterial opportunities."
If anything, Sadowsky hopes an examination of the map will encourage cyclists to be more aware.
"If you’re traveling on one of the busier streets, be a little more cautious," said Sadowsky. "Behave more predictably, be seen and be clearly seen and watch for doors opening in that door zone."
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JENS VOIGT’S on Riding Ugly
From Bicycling Magazine
The Trek veteran explains why he’s gotten away with less-than-perfect riding aesthetics over the course of his career.
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8 Fascinating Facts about Bicycling and Walking in the US
This post appears to have originated from the Alliance for Biking and Walking:
Last month was the launch of the brand new 2014 Alliance Benchmarking Report, a massive report filled with data and research on walking and bicycling in all 50 states, 52 of the most populous cities, and 17 midsized cities.
The Alliance produces the Benchmarking Report every two years in partnership with the Centers for Disease Control and Prevention’s Healthy Community Design Initiative. Our goal: to comprehensively examine bicycling and walking transportation across the U.S. and how these trends relate to public health, safety, and social and economic well being. Benchmarking is a particularly helpful approach to active transportation issues because it allows comparison among states and cities while also measuring national trends. Our report looks not only at bicycling and walking levels, but a suite of related trends, like crash fatalities, weekly physical activity, transportation costs, air quality, and economic growth.
Want to check it out for yourself? Download the report here.
There’s a TON of really fascinating data in this year’s Alliance Benchmarking Report. Here’s our peek at the eight most interesting data points.
1. There are smaller percentages of bicyclist and pedestrian fatalities where there are more people biking and walking.
Generally speaking, bicyclist and pedestrian fatalities are a smaller percentage of roadway deaths in cities where there are more people who bike and walk to work. It could well be that if a city – or state – wants to reduce biking and walking fatalities, they should encourage more people to bike and walk — perhaps through better infrastructure.
2. People are healthier in states where more people bike and walk.Getting more people out on the street biking and walking means more people meeting daily recommendations for physical activity. There’s a relationship between a state population’s physical activity levels and its levels of bicycling and walking.
Accordingly, the states where fewer people have diabetes also tend to be the states where more people bike and walk.
3. A large percentage of commuters bike and walk to work in Alaska, Oregon, Montana, New York, and Vermont.
Not so much in South Carolina, Atlanta, Mississippi, Tennessee, and Texas. Here’s a map of bicycling and walking levels by state across the country:
4. The percentage of people bicycling and walking to work is increasing, and cities and states are paying attention.
Overall, we’re seeing slow but steady increases in the number of people biking and walking in the United States.
5. Overall, biking and walking fatality rates have been decreasing for decades.
Fatality rates for bicyclists and walkers are on the decrease, with slight upticks in the last several years.
6. Very little federal funding goes towards making bicycling and walking safer, compared to number of trips taken and number of people who lose their lives while biking or walking.
Unfortunately, this is not a new statistic, but it holds true today. There’s a significant disparity between walking and biking modeshare (i.e. the percentage of trips that are taken by bike or on foot), walking and biking fatalities as a portion of all on-road fatalities, and federal funding for walking and biking. Congress tends to fund roadway infrastructure rather than sidewalks, crosswalks, and bike lanes.
7. Most cities and states understand that biking and walking are important and are setting goals to improve safety for non-motorized travelers.
Here’s some good news: our state and local governments want to help us walk and bike more.
This makes a lot of sense. Public health improvements depend in a big way on increasing levels of physical activity. Plus, most city and state populations are growing, but land mass size is staying the same. Making all modes of transportation safe and accessible will better accommodate higher population densities.
8. More people tend to bike or walk to work when their state and city have strong biking and walking advocacy.
As a coalition of state and local biking & walking advocacy organizations, we’re pretty excited about people working together to make communities better. And it turns out there’s hard data behind this work. Data show a positive correlation between the number of people who bike and walk to work in a city and the incomes and staff sizes of those cities’ biking & walking advocacy organizations. Strong advocacy means strong active commuting!