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Californian’s most likely not to drive include the working poor, the state’s eight million children who are increasingly isolated in suburbs, people with disabilities, and the state’s growing elderly population, many of whom struggle to maintain their licenses lest they lose their independence and mobility. Americans yearn for more transportation choices that provide an alternative to growing commute distances and times, and to help rebuild a failing sense of community in many neighborhoods. A 2003 study by the Surface Transportation Policy Project found that fifty-five percent of Americans would prefer to walk more for transportation(1). The study also found that eighty-six percent wanted government to take an active role in creating and maintaining walking trails and bike paths. Federal, state and local governments are taking an active role in creating a more balanced transportation system. The U.S. Department of Transportation, California Department of Transportation and the California Assembly have adopted policy language that recognizes the importance of accommodating bicycling and walking infrastructure in transportation projects(2). Yet, sidewalks, bike racks, and street furniture are not enough to create walkable and bikeable communities. Land use patterns must be human-scaled and destinations must be located near one another before people will choose to walk. People who live in neighborhoods where stores, schools and homes are located within walking or cycling distance from each other make almost twice as many weekly trips on foot(3). When destinations and a mix of uses are located in proximity to one-another, more people choose alternate modes of travel — this means less congestion in our communities and a more active populace. One or two extra walking trips a week can burn off enough calories to drop nearly two pounds per year(3). Getting routine moderate physical activity, such as bicycling or walking to work or the store several days a week, can help reduce the level of obesity — a national health problem of epidemic proportions. Research shows that in compact neighborhoods, where destinations are nearer to one-another, people are more willing to walk, bicycle and ride transit. Every time a neighborhood doubles in compactness, the number of vehicle trips residents make is reduced by 20% - 30%(4). Simultaneously, the number of trips on foot increases. The safety of the built environment must be conducive to walking and bicycling. A study by the Missouri Department of Health and Senior Services found that unsafe traffic, crime, and a lack of nice scenery may keep residents from getting enough physical activity(5). Adults that live in unsafe and unpleasant neighborhoods are one and a half times more likely to be overweight than adults who live in livable communities(5). Design factors such as street design, traffic speed, location of parking, and observable public spaces/defensible space play a key role in determining whether people feel safe walking or bicycling. Traffic calming – road design strategies that reduce vehicle speeds and volume – contributes to walkability by encouraging slower traffic speeds, increasing pedestrian safety, lowering the prevalence of crime and increasing property values. Traffic calming strategies – such as roundabouts, chicanes, bulb-outs, and raised crosswalks – have been used throughout Europe and North America to calm traffic and create streets that work for cars, bicycles and pedestrians. These strategies are also being used to design or retrofit Safe Routes to School for youth. Unfortunately, many of the important elements of community design that make walking a safe and efficient mode of travel are illegal due to antiquated land use regulations. In many jurisdictions, local zoning codes need to be revamped to allow for a mix of uses, live-work apartments, minimum densities, maximum parking standards, and other traditional design elements that support more compact and walkable communities. Pedestrians are an indicator species of healthy, livable communities. Places with thriving local economies and healthy urban and natural environments draw people to them. Creating places for people, not just cars, benefits everyone by strengthening local economies, providing clean transportation options, and strengthening the social fabric of the community. Footnotes:
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