When non-transportation-geeks ask me why transportation policy is a
topic worthy of more attention on the national stage, I often start by
talking about the public health implications. Not only are tens of thousands of Americans killed and injured in car crashes every year, not only are countless thousands of others killed and sickened by air pollution caused by motor vehicles -- on top of that, the link between obesity and automobile dependence is increasingly well-documented. As Elana Schor wrote here a couple of weeks ago, "Transportation reform is health reform."
Now the Centers for Disease Control and Prevention has weighed in
with a list of recommendations on fighting obesity in the United
States, and 6 of the 24 suggested actions have to do with the creation
of "complete streets," one of the major reforms advocates are asking for. Streetsblog Network member Design New Haven does a great job of summing up the CDC position and making the local connection:
A street with sidewalk extensions and bollards makes for a better walking experience.
In a comprehensive report just released by The Centers for Disease Control and Prevention (CDC), a national team of researchers and policy experts is recommending
that communities adopt "Complete Streets" policies in their fight
against obesity. The authors cite over 100 recent scientific studies to
justify their proposed interventions and suggested measurements.The critical need to create streets that are safe and
accessible for
physical activity for residents of all ages and abilities has become
one of the driving forces behind the Complete Streets movement, which
has recently taken hold in New Haven and Statewide. Transportation reform in general is also seen by national experts, like the Convergence Partnership and the Living Cities Collaborative, as a cornerstone of more sustainable and equitable neighborhoods.Despite strong policy recommendations from the Federal Government and many other groups
across the country, complete streets cannot be created overnight,
because they involve much more than just crosswalks, adequate
sidewalks, bike lanes or sharrows painted on the roads. More complex treatments such as traffic circles, pedestrian refuge medians, bollards
and curb extensions…which can enhance safety and actually make traffic
flow more smoothly, are also needed to encourage walkability.
Butmost importantly, lower speed limits within compact urban centers likeDowntown New Haven -- backed up by well-designed roads that encouragedrivers to actually obey those lower speed limits -- are the keyintervention needed to create streets suitable for all users. Whenvehicles travel at speeds above 20 miles per hour, the comfort level ofpedestrians and cyclists drops dramatically, and injury risks increase exponentially. This tension was recently seen in New Haven on Whitney Avenue, where despite the requests of hundreds of local residents,the city was unable to even consider shifting road paint applicationsby a few inches, even though speeds on the neighborhood road regularlyexceed 35 miles per hour.
If the City of New Haven isunable to address the fundamental issue of urban vehicle speeds -- asthe UK and many other nations have done through 20MPH residential speed cameras and new design policies,for example -- it will make little progress towards the goal ofimproving neighborhood residents' health. Educational initiatives like Share the Road CT and Smart Streets are a good start, but are unlikely to shift public perceptions about the inherent safety of walking and cycling.
More highlights from around the network: Transportation for America sums up its Moving Cooler report on strategies for cutting transportation emissions; Kaid Benfield at NRDC Switchboard writes about the perils of school sprawl; and The Beat Bike Blog wonders whether fashionable helmets are a good thing or just pretentious.
