Experience and Educationis the best concise statement on education ever published by John Dewey, the man acknowledged to be the pre-eminent educational theorist of the twentieth century. Written more than two decades after Democracy and Education(Dewey's most comprehensive statement of his position in educational philosophy), this book demonstrates how Dewey reformulated his ideas as a result of his intervening experience with the progressive schools and in the light of the criticisms his theories had received. Analysing both "traditional" and "progressive" education, Dr. Dewey here insists that neither the old nor the new education is adequate and that each is miseducative because neither of them applies the principles of a carefully developed philosophy of experience. Many pages of this volume illustrate Dr. Dewey's ideas for a philosophy of experience and its relation to education. He particularly urges that all teachers and educators looking for a new movement in education should think in terms of the deeped and larger issues of education rather than in terms of some divisive "ism" about education, even such an "ism" as "progressivism." His philosophy, here expressed in its most essential, most readable form, predicates an American educational system that respects all sources of experience, on that offers a true learning situation that is both historical and social, both orderly and dynamic.

经验与教育 = Experience and education

▪ Abstract The thesis of this article is that multilevel interventions based on ecological models and targeting individuals, social environments, physical environments, and policies must be implemented to achieve population change in physical activity. A model is proposed that identifies potential environmental and policy influences on four domains of active living: recreation, transport, occupation, and household. Multilevel research and interventions require multiple disciplines to combine concepts and methods to create new transdisciplinary approaches. The contributions being made by a broad range of disciplines are summarized. Research to date supports a conclusion that there are multiple levels of influence on physical activity, and the active living domains are associated with different environmental variables. Continued research is needed to provide detailed findings that can inform improved designs of communities, transportation systems, and recreation facilities. Collaborations with policy resear...

https://www.annualreviews.org/doi/pdf/10.1146/annurev.publhealth.27.021405.102100

An ecological approach to creating active living communities.

Abstract Information is a source of power in the planning process. This article begins by assessing five perspectives of the planner's use of information: those of the technician, the incremental pragmatist, the liberal advocate, the structuralist, and the “progressive.” Then several types of misinformation (inevitable or unnecessary, ad hoc or systematic) are distinguished in a reformulation of bounded rationality in planning, and practical responses by planning staff are identified. The role and ethics of planners acting as sources of misinformation are considered. In practice planners work in the face of power manifest as the social and political (mis)-man-agement of citizens' knowledge, consent, trust, and attention. Seeking to enable planners to anticipate and counteract sources of misinformation threatening public serving, democratic planning processes, the article clarifies a practical and politically sensitive form of “progressive” planning practice.

Planning in the Face of Power.

Introduction:The past decade has seen a dramatic increase in empirical investigation into the relations between built environment and physical activity. To create places that facilitate and encourage walking, practitioners need an understanding of the specific characteristics of the built en

Built environment correlates of walking: a review.

Getting to YES. Negotiating Agreement Without Giving In

For over 50 years the U.S. has been shifting away from small, neighborhood schools to larger schools in lower density areas. Rates of children walking and biking to school have declined significantly over this period. This study examines the relationship between urban form, distance, and middle school students walking and biking to and from four schools in Oregon. Five primary results emerge: (1) urban form helps predict travel mode to and from school; (2) middle school students walk further than planners expect; (3) many students use a different mode when they travel to school and when they leave school; (4) urban form measures that predict walking behavior differ from those that predict biking behavior; and (5) urban form is only one factor in students' transportation decisions. KW: SR2S Language: en

School trips: effects of urban form and distance on travel mode

There is an increasing interest in community walkability, as reflected in the growing number of state and federal initiatives on Safe Routes to School, the new concern over a national obesity epidemic (especially in children), and a wide range of policy initiatives designed to convince travelers to switch from auto trips to more environmentally sustainable bicycle and walking trips. In each of these cases, policy makers recognize walking as a key mode of travel and believe that increasing the number of walk trips is a key goal. Despite the seeming simplicity of the goal, we know very little about how far people actually walk or about how street design affects people’s willingness or capacity to access their desired destinations by walking. This paper reports on a survey designed to answer two primary research questions related to the topic of pedestrian behavior: (1) How far do pedestrians walk to light rail stations? (2) What environmental factors do they say influence their route choice? The paper concludes with five major findings about our study population at five rail transit stations in the San Francisco Bay Area in California and in Portland, Oregon: (1) Pedestrians walk considerably farther to access light rail stations than commonly assumed. (2) Pedestrians believe that their primary consideration in choosing a route is minimizing time and distance. (3) Secondary factors influencing route choice are safety and, to a lesser extent, attractiveness of the route, sidewalk quality, and the absence of long waits at traffic lights. (4) Pedestrians vary considerably in how accurately they estimate the distance of a regular walk trip. (5) Asking survey respondents to trace their walking route on a local map is an effective research technique.

How Far, by Which Route, and Why? Spatial Analysis of Pedestrian Preference

The literature suggests that individuals will be healthier if they live in Active Community Environments that promote exercise and activity. Two key elements of such environments are walkability and safety. Examining data from the National Health and Nutrition Examination Survey III, 1988-1994 and using a multilevel analysis, we found that individuals who live in counties that are more walkable and have lower crime rates tended to walk more and to have lower body mass indices (BMIs) than people in less walk-able and more crime-prone areas, even after controlling for a variety of individual variables related to health. Among lifelong residents of an area, lesser walk-ability and more crime were also associated with respondents reporting weight-related chronic illness and lower ratings of their own health. The effect of high crime rates was substantially stronger for women than for men, and taking this interaction into account eliminated gender differences in walking, BMI, weight-related chronic co...

Active Community Environments and Health: The Relationship of Walkable and Safe Communities to Individual Health

This paper reports on a survey of pedestrian trips to transit that examined the trip lengths and route choices made by people walking to five rail transit stations in California and Oregon. In highly motorized countries such as the US, policy-makers are beginning to recognize that shifting some travel from auto trips to walking trips can help the country achieve important policy objectives such as combating obesity and reducing the air pollution and oil dependency that result from auto use. However, researchers know very little about pedestrian behaviour and the role of the built and aesthetic environment in influencing pedestrian trips to transit. As communities wrestle with the interconnected issues of obesity, sprawl, and quality of life, planners need to understand how far Americans will walk to transit and the environmental factors that influence them. This survey of 328 pedestrians walking to rail stations, primarily on weekday mornings, found that they were willing to walk an average of half a mile to the rail station and that minimizing the distance walked was the most important factor influencing their choice of route. The people surveyed also frequently mentioned safety factors as important in route choice. Aesthetic elements of the built environment, on the other hand, were rarely mentioned as important route choice factors. The paper concludes by using these survey findings to recommend strategies that planners, designers, and policy-makers can use to design successful transit and pedestrian-oriented developments.

/pdf/how-far-by-which-route-and-why-a-spatial-analysis-of-48feeqcmiy.pdf

How Far, by Which Route and Why? A Spatial Analysis of Pedestrian Preference

Content removed at the request of the author following formal publication in the URISA Journal. The published article is available at:
http://www.urisa.org/Journal/Vol16No2/2Schlossberg.pdf
and at: https://scholarsbank.uoregon.edu/dspace/handle/1794/1343

Marc Schlossberg

Papers

School trips: effects of urban form and distance on travel mode

How Far, by Which Route, and Why? Spatial Analysis of Pedestrian Preference

Active Community Environments and Health: The Relationship of Walkable and Safe Communities to Individual Health

How Far, by Which Route and Why? A Spatial Analysis of Pedestrian Preference

Delineating "Public" and "Participation" in PPGIS