An Assessment of the Paramus Business District: Improving Walkability in an Unsustainable Area

Lauren Shur

Final Project

Master of Arts in Sustainable Studies

Ramapo College of New Jersey

5/10/12

Contents

Introduction ...... 1

Background Information:

Active Transport ...... 3 Neighborhood Design and Land Use ...... 4 Heightened Awareness of Walkability Issues in Communities ...... 5 Suburbia’s Influence on Accessibility and Travel Behavior ...... 5 The Effects of Travel Behavior on Health ...... 6 Socioeconomic Status and Neighborhood Accessibility ...... 7 Suitable Environments for Children ...... 8 Age-Friendly Neighborhoods for Seniors...... 9 Creating Walkable Streetscapes for Economic Revitalization ...... 9 Walkability Raises Property Values ...... 11 U.S. Cities on the Cutting Edge ...... 13 Identifying Transportation Decision Makers ...... 15 Researching Walkability Advocacy Groups ...... 15

Method ...... 17

Results ...... 21

Discussion ...... 31

Conclusion ...... 34

References ...... 36

Appendix ...... A1

Abstract: This study examines how places with low walkability negatively affect people’s health and well-being, as well as the environment and the economy. Segregated land use, where residential buildings are separate or far away from businesses, causes more people to drive to amenities, and results in longer driving trips than that of centralized business areas. This paper provides steps for organizing coalitions, gaining awareness, and for advocating for better walkability standards in a neighborhood.

Key Terms: walkability, (neighborhood) accessibility, active transport, non-motorized travel,

New Urbanism, Smart Growth

Introduction

New Urbanism is on the rise across America. Its premise is based on walkable and livable communities that are convenient and have a positive effect on people of all ages and with unique personal needs. Such a community provides substantial space for all users, including pedestrians, cyclists, physically disabled individuals, and drivers. It also features a wide array of amenities within walking distance, such as adequate food stores, a diversity of businesses and services, workplaces, homes, entertainment, and public spaces for people to congregate, socialize, and be physically active. The New Urbanism principle for community design benefits the physical health and well-being of residents, while reducing environmental stressors such as automobile pollution in the air, land, and water. In addition to this, another argument for improving neighborhood accessibility for all types of travelers is that peak oil is no longer an issue of the future, as drivers are already coming to grips that current gas prices are unaffordable and continuously rising.

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Smart Growth is an approach to land-use planning, where mixed land-use is encouraged and segregated land-use is deemed to be unsustainable and uneconomical. The feasibility of implementing Smart Growth designs in communities largely depends on the current layout of the area. Suburbia is often said to be unsustainable, as most suburban settlements are characterized by separate and distinct sectors for commercial activity and residential zones. In these types of settlements, which usually lack adequate public transportation systems, residents are forced to use their own personal vehicles to get to their daily needs and responsibilities. However, many suburbs that were developed pre-World War II still retain old-fashioned neighborhood designs, where places of residence are located in or near the heart of the downtown and businesses, and often public transportation is a more viable means of travel.

This project focuses on the challenges of implementing Smart Growth planning and creating sustainable, livable communities, particularly in areas with segregated land-use and automobile-dominant landscapes. Implementation requires making changes to municipal codes, as well as having the economic means within the budgets of all levels of government. However, the likelihood of successfully creating major physical changes within a community is greatly increased by the support of residents and their will to improve the social and environmental health of their neighborhood. One way of assessing how eager a community is to close the gap between their homes and amenities is to survey residents on how they value walkability, or the ease of access for pedestrians, cyclists, and other non-drivers to reach basic amenities. In this study, residents of two adjacent municipalities in Bergen County, New Jersey will be surveyed and interviewed in regard to walkability issues in their neighborhood. The first municipality, the

Borough of Paramus, is highly definitive of an unwalkable suburb, where amenities cannot be safely or easily accessed without the use of a car. The adjacent municipality, the Village of

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Ridgewood, has the old-fashioned feel of a downtown encompassed by apartments, single-family homes, and ample space for non-drivers to comfortably coexist with vehicular traffic. The survey results are expected to show discrepancies in physical activity behaviors between residents of the two municipalities.

Furthermore, this project will provide guidelines for walkability or Smart Growth advocacy residents to push for change in their own neighborhoods by gaining support from influential groups or other residents, as well as with the use of different strategies for getting walkability issues on the town’s agenda. Before going into the details of the study, some key terminology and issues related to walkability will be discussed to provide general background information.

Active Transport

Active transport is a term that is used to describe non-motorized travel modes, such as walking or biking. There are many benefits of choosing active transport over motorized travel.

As Americans are faced with fast-paced lifestyles and lack of time for non-work related activities, many people lead sedentary lifestyles and do not engage in enough physical activity.

Low levels of exercise are one of the leading causes of issues such as obesity and heart disease

(Klein et al., 2004) (Jakicic & Otto, 2006) (Anderson et al., 2005). Active transport not only alleviates human health problems, but also reduces environmental hardships that are associated with vehicular travel. The amount of carbon emissions in the atmosphere has exceeded 380ppm, while most scientists agree that this is a dangerous level to be at since the lifetime of CO2 is extensive and emission rates are increasing (Hansen et al., 2008) (Canadell et al., 2007)

(National Oceanic and Atmospheric Administration [NOAA], 2012). Transportation accounts

3 for about one-fifth of global greenhouse gas emissions (Greene, Baker, & Plotkin, 2011) (Lutsey

& Sperling, 2008). In addition, gas-powered vehicles release toxic petroleum by-products which, in the form of runoff, enter groundwater and municipal water sources. People and animals are exposed to these non-point sources of toxins on a daily basis and the negative impacts are difficult to pinpoint. For many people, the benefit of active transport which resonates the most is the fact that walking and biking are free and cost-effective, while rising gas prices are becoming too expensive to continue paying for.

Neighborhood Design and Land Use

The design of a neighborhood has a great deal of influence on how sedentary or active a resident’s lifestyle can be. Urban design can be thought of in two ways- the traditional neighborhood and suburban sprawl. The traditional neighborhood is characterized by mixed land use and pedestrian friendly spaces, where amenities and shopping areas are within walking distance of homes. This type of community was the primary form of settlement in America up until the end of World War II, when an influx of national wealth allowed government and developers to rapidly exploit the landscape with suburban sprawl. With the inception of the modern city, or suburbia, land use was strategically divided so that housing clusters, business districts, and civic institutions are disconnected from one another (Duany, Plater-Zyberk, &

Speck, 2010). This segregation helped to paint the picture of the American Dream and the glamorized automobile culture, as the new vision of success was suddenly based on seclusion and privacy. The public was eager to attain this perceived notion of upward mobility, personal property, and independence, which fueled the housing market and the construction of affordable, homogenous developments like Levittown, NY (Kelly, 1993).

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Heightened Awareness of Walkability Issues in Communities

In most cases, the original design of towns still exists today. Automobile-dependent neighborhoods with separate sectors for residencies and shopping districts often lack safe spaces for non-motorists, such as sidewalks or pathways for bicyclists. Unfortunately, there are many individuals who would like to exercise more or who want to be able to walk or bike to shops, but their mobility is inhibited by traffic and roads that are unfit for pedestrians. Advocates for active transport sometimes refer to this issue as walkability, a term that encompasses both walking and biking, as well as other modes of non-motorized travel (Sandt, 2001) (National Complete Streets

Coalition [NCSC], 2009) (Walkable and Livable Communities [WALC], 2012) (WalkScore,

2012). A rising number of communities are becoming aware of the need for walkable space.

Some communities have been successful in gaining the attention of city officials and were eventually able to see the necessary accommodations for pedestrians and cyclists in their neighborhood. However, these implementations can be extremely costly and most municipalities are not willing to allocate budget money for such unconventional urban redevelopments.

Suburbia’s Influence on Accessibility and Travel Behavior Despite all of the benefits that come with owning property and private vehicles, the recent increase in public awareness toward sustainable living has brought to light the many ways that suburbia inhibits our daily activities. Suburban street patterns are highly criticized by architects, planners, and New Urbanists for their lack of interconnectedness which separates people socially and physically from the community. Cul-de-sacs and loop streets were originally intended to discourage automobile through-traffic and maximize safety for residents, though in reality they significantly limit accessibility for pedestrians and other non-motorists. It is often the case that individuals are unable to walk or bike to places that are only a short

5 distance away, but are blocked off by some form of a physical barrier (Southworth & Ben-

Joseph, 2004). Extensive literature on urban form contends that neighborhoods with older homes tend to be more walkable, have better grid street designs, and provide more complete sidewalks, whereas post-WWII establishments are associated with less neighborhood accessibility and more automobile trips (Badland & Schofield, 2005).

The historical usage of the word “suburbia” refers to an area within a city or otherwise located nearby, however, suburbs are commonly spoken of as iconic settlements characterized by low-density housing and disconnected residential and commercial sectors. Fortunately, this stereotype is not representative of all suburbs, as there are some suburbs where housing comfortably coexists with business and entertainment. Though these types of establishments are not widespread, there are suburban neighborhoods that have been successful in preserving the feel of a traditional city or walkable downtown. It is common to hear residents of traditional- style neighborhoods express pride and enthusiasm in their communities. Active transport seems to be more of a social norm in places that exhibit vibrant mixed land use and common areas for social interaction and community engagement. While some previous studies suggest an inter- correlational connection between land-use configuration and personal travel preference, in which the two variables are dually influenced by one another, other research has concluded that changes to the built environment have a direct effect on travel behavior, suggesting a causal relationship (Shiftan, 2008).

The Effects of Travel Behavior on Health

Whether or not individuals genuinely enjoy active transport or prefer it to motorized travel, there is no question that some form of a physical activity component to life is necessary

6 for maintaining good human health conditions. Environments that are unsupportive of walking and physical activity tend to have an increase in public health issues such as obesity, poor respiratory health, and mental health (Burton, Mitchell, & Stride, 2011) (Clark, 2007). The

Institute of Transportation Engineers conducted a study comparing active transport behaviors among different regions in Europe, North America, and Australia and found that places where active transport is most common also have the lowest obesity rates. In addition, high obesity rates were linked to those areas with elevated rates of automobile dependence (Institute of

Transportation Engineers [ITE], 2011).

In a state of economic hardship, people are working harder and longer than ever before.

There is less time available for leisurely activities or to responsibly manage one’s health with proper diet and exercise. One of the most common reasons given to explain insufficient engagement in exercise is the lack of time in the day. The minutes are spent at work, running errands, and merely trying to commute to and from each of these obligations. A best practice for coordinating time management and exercise is to use active transport to go places. Designating time slots for both physical activity and daily chores can help maximize the number of positive accomplishments in a given day or week, as well as improve health. Of course, the closer the proximity between the home and other destinations, the more feasible this practice will be for an individual.

Socioeconomic Status and Neighborhood Accessibility

Supportive walking conditions and neighborhood accessibility are positively associated with socioeconomic status (SES). (Casagrande et al., 2011) found research that shows an increased prevalence of one or more physical activity facilities in communities with higher SES,

7 where residents were more likely to achieve moderate to vigorous activity. The allocation of resources used for public amenities is highly dependent on the social class and demographics of a community. The unequal distribution of government funding between affluent and poverty- stricken neighborhoods has remained a problematic issue in civil debates throughout history.

Despite the extra support needed by low-income populations, little effort is donated to improve the physical environment and surroundings of these areas that need it the most. Individuals living in lower SES neighborhoods are generally more dependent on walking as a means of travel, making it especially important that safe and accessible pedestrian pathways are provided for them (Grant et al., 2010).

Suitable Environments for Children

Children are also highly vulnerable in physical environments that fail to provide adequate pedestrian spaces. Too young to drive and often left to navigate streets on their own, many kids are completely exposed to the dangers of automobile traffic and poor decisions in road planning.

Because children are still in the process of cognitive, emotional, and physical development, their perception of the environment is not like that of an adult. In a study which focuses on the influence of perceived neighborhood safety on children's physical activity, 91% of the child participants cited the main road as the most “scary and dangerous” place in the neighborhood

(Carver, Timperio, & Crawford, 2008). Other research positively associates recreational infrastructure and school grounds with physical activity in children outside of the home. To add to this, public spaces that consist of well-connected sidewalks, controlled intersections, and access to destinations are also encouraging factors in children’s levels of activity (Davison &

Lawson, 2006). Aside from the fact that most minors truly enjoy outdoor recreation and unrestricted open space, it is important that they regularly practice active behaviors for the long-

8 term health benefits. America’s obesity epidemic affects the youngest members of our population all too frequently, while some parents try to take preventative measures to promote their family’s health. Several parents reported teaching their children new routes to school that are more pedestrian friendly and comforting (Gallimore, Brown, & Werner, 2011). Others have joined pedestrian groups formed by parents and students called “walking school buses”

(Kingham & Ussher, 2007). (Dudas, 2008) concluded that riding a bicycle at least two or more days a week is associated with decreased chances of childhood obesity.

Age-Friendly Neighborhoods for Seniors

The preference for personal car travel remains the norm in modern suburban culture

(Ballamingie & Hanson, 2008) and is what drives America’s dependency on oil. Although the date when oil extraction peaks is still a subject of debate, it is now a generally accepted fact that oil production will peak (Kaza et al., 2011). As the global supply becomes scarcer, reliance on this fossil fuel becomes less and less viable for petroleum stakeholders to justify. Despite rising gas prices, roads are still heavily congested. Planners try to discourage driving with road barriers and other “traffic calming” mechanisms, which only inhibit the flow of traffic even more. Futile attempts like these waste countless hours of people's time and millions of gallons of fuel

(O’Toole, 2006). If oil reserves reach levels that are low enough, it is possible that travelers will have no choice but to find other ways of getting around.

Creating Walkable Streetscapes for Economic Revitalization

Making a cultural shift towards active transport will not only save money and improve our health, it will compel business activity to stay within the local area. This is reason for business owners to persuade decision makers to improve walking and biking conditions around

9 their stores. Local economies can be strengthened by creating infrastructure for non-motorized transportation and adjusting road conditions to lower the speed of vehicular traffic (National

Complete Streets Coalition [NCSC], 2010). NCSC developed a report featuring the redesign of streets and sidewalks in business districts, where each of the cities experienced a spike in economic activity. In San Francisco’s Mission District, traffic lanes were narrowed to slow the speed of cars. This resulted in an increase of pedestrians and cyclists making use of the space, which local merchants believed to significantly improve their sales. Barrack’s Row of

Washington, D.C. attracted 44 new businesses and 200 new jobs when the city implemented more inviting sidewalk patterns and safer traffic signals. Since this revitalization, the three- quarter mile strip in D.C. has more than tripled its economic activity in terms of sales, employees, and the number of pedestrians. West Palm Beach, FL recovered from a $10 million debt, an 80% vacancy rate among downtown properties, and high incidences of street crime when they invested in new pedestrian crossings and other traffic calming mechanisms.

West Palm Beach, FL- Photo courtesy of Downtown Development Authority, West Palm Beach

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In New York City, several investments were made to better accommodate pedestrians in public spaces (IBI Group, 2009). In 2008, the NYC Department of Transportation launched a

Public Plaza program to spark economic activity and create safe, walkable spaces for residents and tourists to take advantage of. Traffic lanes in various locations of the city were converted into pedestrian-only plazas, which were immediately occupied by thousands of city dwellers and tourists after each project’s completion. The commissioner of the NYCDOT stated that she would like to improve the current transportation policy to be more considerate of the rest of the community (USAToday, 2008).

http://communitybasedplanning.wordpress.com/category/open-space/

Walkability Raises Property Values

In recent years, there has been a national trend towards revitalizing downtown centers and bringing residents closer to public spaces through mixed land use and pedestrian-friendly

11 pathways. Cities such as Portland, Seattle, and San Francisco are known for their vibrant communities and stimulating environments that attract permanent residents as well as tourists.

Real estate values in walkable, livable neighborhoods are considerably higher than property and rental prices in places that lack accessible amenities (Cortright, 2009). Prospective buyers who have the financial means are generally willing to pay more for a home in a walkable neighborhood. The National Association of Realtors (NAR) conducted a poll of 2,071

Americans, called “The 2011 Community Preference Survey”, which concluded that 77% of respondents saw sidewalks and walkable places as a top priority in choosing a neighborhood to settle in. Six out of ten respondents said they would prefer to live in a neighborhood where houses, stores, and businesses are all within walking distance of one another, rather than a community where homes are distant from businesses and driving is a necessary means of travel

(National Association of Realtors [NAR], 2011).

Lina Panza, a walkable real estate professional in northern New Jersey, has sought to capitalize on this trend. When she first became involved in the industry, she noticed that most of her clients were interested in areas with socially interactive downtown hubs and a variety of local retail and services. It came to her attention that people weren’t just looking for amenities, but that they wanted amenities that were easily accessible and close to home. Once she chose to specialize in the niche of walkable neighborhoods, Panza created her website walkablesuburb.com. Most of her clientele consist of young professionals, people moving from urban environments, individuals age 60 and up, and parents with school-aged children (personal interview, November 8, 2011).

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U.S. Cities on the Cutting Edge

Spokane, Washington is at the forefront of designating public land for physical activity.

It is the home base of the SmartRoutes organization for active transportation, a group of non- motorized travel advocates that include the Spokane Regional Health District, public officials, activists, and several business investors. The goals of SmartRoutes are to add bike lanes to the downtown areas, construct pedestrian bridges over rail lines, and improve or create trails that connect the business areas to natural recreation sites. In addition, there are plans to add 15.2 miles of sidewalk to Spokane (Spokesman Review, 2008). It is believed that by tripling active transportation in Spokane, total vehicle miles per year will be reduced by 91 million.

http://srtctransportation.blogspot.com/2011/04/fhwa-approves-green-bike-lanes.html

In Portland, Oregon, citizens drive less, take shorter trips, and purchase more green vehicles compared to other city residents in the U.S. This is due to the widespread availability of public transportation and Portland’s compact development pattern, where residencies and amenities are within close proximity to one another (Cortright, 2007). 30% of Portland jobs are

13 located within three miles of the central business district, and fewer than 20% of jobs are more than ten miles outside of the central business district. Furthermore, residents are twice as likely to use public transportation to get to work, and seven times more likely to bike to work than the average U.S. city resident (Cortright).

An example of an extreme land use makeover is the redevelopment of a shopping center in White Flint, Washington. Rockville Pike, the commercial area in White Flint, was once characterized by disconnected strip malls and gas stations. In March, 2010, the Montgomery

County Council agreed to transform Rockville Pike into a community where people can live, work, and shop without having to use a car (Langdon, 2011). The developer plans to use the

45.3-acre site to build a series of apartment complexes with a total number of about 2,500 bedrooms, which would be constructed along a new grid of streets and wide sidewalks for pedestrians. The streets would also be lined with cafes, restaurants, and a variety of shops.

There is also a plan to donate a 4-acre tract of the land to the county to build an elementary school, which planners say will help accommodate expectations for population growth

(Montgomery Gazette, 2011).

http://www.friendsofwhiteflint.org/shop/page/8

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Identifying Transportation Decision Makers

All of the advocacy groups and pro-walkability organizations in the nation could not make physical changes to the built environment without first passing legislation from the government. Transportation decision making is based on a governmental hierarchy, with the

Federal Government, represented by the U.S. Department of Transportation (USDOT), at the top of the chain. The USDOT approves projects submitted by the State DOTs at least every four years. They also supply funding for transportation planning and projects, including many large- scale, regional projects (Federal Highway Administration [FHWA], 2012). The State DOTs are responsible for developing transportation plans and projects between and within state boundaries and often work with local governments throughout the process. Local governments generally oversee the maintenance of local roads and assist in transportation-planning with other agencies.

Other groups and organizations, such as Metropolitan Planning Organizations (MPOs), non- profits, and environmental organizations, are key players in transportation decision making

[FHWA].

Researching Walkability Advocacy Groups

The National Complete Streets Coalition:

Major groups of influence usually consist of dynamic partnerships made up of non- profits, public interest groups, businesses, advocacy groups, and other stakeholders. The

National Complete Streets Coalition, commonly referred to as Complete Streets, has created their own set of policies to guide transportation planners and engineers in designing the roads and public spaces with regard for all users, including pedestrians, cyclists, the elderly, disabled individuals, and public transportation agencies. Their campaign efforts aim for the adoption and

15 implementation of regional, statewide, and local Complete Streets policies (National Complete

Streets Coalition [NCSC], 2011).

Stefanie Seskin, the state and local policy manager for Complete Streets, explains how professional engineers and planners sometimes find it difficult to collaborate with one another when redesigning public spaces. This is because the two professions use very different frameworks of thinking for solving problems in the physical environment. Some people refer to urban planning approaches as soft science that lacks mathematical formulations, but Seskin says that planners take into account the various direct and indirect ways in which communities are affected by neighborhood modifications. She also feels that planners consider how planning decisions made today can affect the landscape in twenty or thirty years from now.

Seskin expresses that another disconnect between planners and engineers is that

“engineers don’t understand why cars are wrong”. Their task typically focuses on improving traffic conditions for cars and automobile travel is prioritized over other travel modes. It is not uncommon for engineers to determine transportation needs for relatively small areas, sometimes areas that are not much larger than a single corridor. Although small project areas may seem to have insignificant consequences, this assumption and the failure to consider the surrounding environment can lead to more complicated neighborhood issues that could be prevented.

On the other hand, transportation engineering is a highly technological profession that involves gathering and computing quantitative data, which is then used to identify specific problems and determine solutions based on empirical analyses. It is for this reason that engineers are often the most convincing experts involved in a planning process.

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Bicycle Advocacy Groups:

These groups are dispersed across the nation, advocating for cyclist accessibility and infrastructure in their local areas. They also help others to locate local bike routes and provide the most current news related to cycling issues.

Safe Routes to School: This is a national partnership involving hundreds of organizations and agencies that help to advocate and ensure that kids have safe walking or biking routes to and from schools. Their goal is to advance policies so that kids have more conducive environments for physical activity and positive well-being.

America Walks:

America Walks is a non-profit organization working at the national level to advance policies and campaign for safe and accessible walking conditions. Partnered with AARP, the

Rails to Trails Conservancy, the American Public Transportation Association, Safe Routes to

School, Complete Streets, and many others, America Walks provides a multitude of information for citizens, planners, engineers, and other decision makers that helps gain support for funding sustainable (re)developments to the built environment.

Method

This study aims to help develop an action plan to improve walkability in the Borough of

Paramus, NJ. Several tools are provided to assess the presence or condition of neighborhood walkability factors. A survey will be used to get an understanding of how the community values walkable public space and amenities that are equally accessible for non-drivers. Listed below are additional steps for raising political and community awareness of the safety of pedestrians

17 and cyclists, as well as the need for sustainable changes to infrastructure. The methodology used here will be applied in Paramus and can be used by members of other communities to instill change. The steps are as follows:

1) Two walkability checklists will be used by the researcher to define the scope of the problem.

The first one was developed by the U.S. Department of Transportation, the U.S. Environmental

Protection Agency, the National Center for Safe Routes to School, and the Pedestrian and

Bicyclist Information Center. It is a simple guide that can be used by residents to assess infrastructural factors in their neighborhood, such as sidewalks and crosswalks, and determines the severity of a neighborhood’s lack of infrastructure. The other checklist pays closer attention to land use and the availability of amenities within walking distance of homes. After completing each of the two checklists, the range of factors affecting the area’s walkability issues can be established. (See A1 and A2 in Appendix for checklists.)

2) Become familiar with the political arena and how transportation decisions are made by government. Review A11 in the Appendix to learn about the various transportation responsibilities distributed among the branches of government. You should then be able to identify some of the agencies that have jurisdiction over the roads you want to improve. Next, fill out the Enforcement Contact Worksheet (A12 in Appendix) to identify your local officials and existing traffic laws.

3) Use a survey to assess how poor walkability conditions may affect resident’s levels of physical activity. The survey that was used in this study can be found on A13 in the Appendix.

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In order to obtain a participant sample that is representative of the whole community, it is best to randomly select participants in public places that are visited by a diversity of local residents.

The larger the sample, the more reliable the results will be, although larger samples can be more difficult to collect and to compute. Record and analyze the data using a data analysis computer program, such as SPSS or Excel, or use simple mathematics if a computer program is not available. Use simple visual representations, such bar graphs, box plots, or pie charts to help describe the results. (Note: Include any additional information expressed by residents on the back of their survey (if permitted) or in a separate notebook.

4) Visit the chamber of commerce and ask the representatives there if they know of any local walkability issues. Find out if there are any local businesses that are in support of improving conditions in the business district(s). Talk to local business owners and inform them about other towns that experienced significant economic revitalization when investments were made in public spaces and improving walking conditions. Ask them if they are in favor of allocating money to constructing new, walkable spaces for pedestrians and cyclists around their store. See what the issues are, if any, that are caused by traffic congestion and public space that is unfit for non-motorists.

5) Visit local civic groups and affiliations that serve residents who may be affected by poor neighborhood walkability. Some of these groups may include the PTA, youth groups, the Elks

Club, or senior centers. Parents, kids, and senior citizens are all community members who are likely to take an interest in accommodating public spaces for walking, biking, and physical activity. Present parents with information pertaining to public safety for children, healthy living environments, and organizational movements such as the Safe Routes to School Program.

Provide seniors with information on healthy living tips for aging well and maintaining social

19 well-being. Take note of any individuals or information you come across that will support your neighborhood action plan.

6) Arrange to meet with the local officials you have previously identified or spoken with. Inform them of the local research you have done and make them aware of other community members who want improved conditions for non-motorists. If possible, give them an organized list of individuals or groups who are in favor of putting walkability issues on the local agenda. Express the many ways in which motorized traffic issues are prioritized over the problems faced by pedestrians, cyclists, disabled citizens, and other individuals. In addition, provide officials with media sources that cover real estate markets trending towards walkable communities. This will help to show the economic gains that can come from making wise investments in public spaces.

7) Contact local and national organizations and advocacy groups that are involved with walkability issues. The National Complete Streets Coalition is one of the most influential groups that helps communities to pass legislation or implementation decisions for walkable infrastructure. Find out which groups can assist your town in its own process. Ask representatives of the organizations about the successes and failures in previous community pursuits to get an idea of some possible challenges you may face. (Note: Cycling associations and other advocacy groups are widespread and can be found in many areas. Their efforts for implementing space for cyclists are likely to be closely related to walkability issues affecting pedestrians and the rest of the active community.)

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Results

1) A. Walkability Checklist 1 The first walkability checklist (A1 in Appendix) draws upon many of the poor walking conditions that exist throughout Paramus. While navigating different areas of the town on foot the questions were answered as follows:

1- Did you have room to walk?

Sidewalks and pathways randomly start and stop, making some streets easier to walk along than others. Many roads feature no sidewalks at all and pedestrians or cyclists are forced to travel along unmaintained, rough patches of land. The land along the roadways is often narrow and limited by neighboring properties or fences, causing non-motorists and cars to be within close and dangerous proximity of one another. This question was rated a 1 out of 6, 1 being the poorest condition.

2- Was it easy to cross streets?

The majority of main roads in Paramus are very wide, with two lanes going in each direction. Some traffic signals take a long time to change, most likely to accommodate the fast- paced traffic and heavy congestion problems. Crosswalks are poorly marked in certain main intersections, and there are few crosswalks existing at non-intersection road points. This is an inconvenience for pedestrians because they must walk a considerable distance out of the way to reach a crosswalk and safely cross the street. Most of Paramus’ streetscapes can be described as nearly impossible for disabled or wheelchair-restricted individuals to navigate. In addition to insufficient sidewalks, there are few curb cuts for wheelchairs or strollers to move on and off of

21 the sidewalk. The schools, library, and other public facilities in Paramus are more equipped with walkable infrastructure than the rest of the town. This question was rated 2 out of 6.

3- Did drivers behave well?

During this exercise, it was evident that pedestrian activity is not common in the commercial zones of Paramus. The majority of businesses in Paramus are along Routes 17 and

4, which do not have designated spaces for pedestrians. Therefore, pedestrians and other non- motorists rarely navigate these roadways. Routes 17 and 4 are characterized by highly congested motorized traffic throughout the day, until about 8:00 or 9:00 pm. The researcher was unable to travel to the business district in Paramus without the use of a car. Traveling on foot was possible on the other main roads in Paramus (ex: public library on E. Century Rd., post office on E.

Midland Ave.), as there are sidewalk provided in many of these areas. However, the sidewalks are not continuous throughout the town and in most cases do not connect residential areas to amenities such as food stores, post offices, and the library. Drivers are not cognizant of pedestrians and although drivers must, by law, give pedestrians the right of way in designated crosswalks, it was observed that pedestrians wait to cross the street until drivers are out close proximity. The residential zones of Paramus that are on side streets are much less congested and safer to walk. Many of the streets are equipped with ample sidewalk space, where residents seem to be able to comfortably exercise around the neighborhood. The researcher rate this question a 1 out of 6, due to the fact that drivers do not commonly adhere to pedestrian state laws.

4- Was it easy to follow safety rules?

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There are a significant amount of traffic signals and crosswalks present for pedestrians to follow. The visibility of the surrounding traffic is also satisfactory in most areas and is not obstructed by winding roads or trees. However, pedestrians must be aware of more than just their own accountability, as Paramus is typically an automobile-dominant environment that is known for high traffic volumes and aggressive driving. Crosswalks could only be used when oncoming traffic had a red light. It was deemed completely unsafe to use a crosswalk when oncoming traffic was in motion. However, in many cases crosswalks were accompanied by traffic signals instructing pedestrians to “walk” or “do not walk”, which were orchestrated with the flow of motorized traffic. This question was rated a 4 out of 6.

5- Was your walk pleasant?

The residential areas of Paramus that are not located on main roads were much more pleasant to walk around than the business areas. Many of the houses had clean front lawns and intact sidewalks. Other pedestrians on side streets were commonly seen walking their dogs or pushing baby carriages. The main roads in Paramus were not as pleasant to walk, as the automobile traffic caused the air to be polluted and the atmosphere to be noisy. Other pedestrians were rarely seen on the main roads during the exercise. This question was rated a 3 out of 6.

A total score was added up at the end of this checklist. The researcher rated Paramus a 2 out of 5, which means that the municipality needs a lot of work to make the various neighborhoods safer and more appropriate for walking and biking. In conclusion, residential areas that are located on side streets were much more conducive for non-motorists than the main roads in Paramus. Although some of the main roads were equipped with sidewalks and traffic

23 signals to direct pedestrians and cyclists, the environment was not always pleasant in terms of air and noise pollution. The business districts of Paramus, located almost entirely on Routes 17 and

4, were not possible to travel without a car. This is an important sustainability indicator, as it shows that shopping cannot be done without creating traffic and environmental pollution. As sustainability also encompasses social well being, the business districts in Paramus are also considered unsustainable because they violate the rights of individuals with disabilities who cannot drive, as well as the mobility of other individuals who do not drive for various reasons.

B. Walkability Checklist 2

This checklist (A2 of Appendix) is an audit tool that was used in the business sectors of

Paramus. The segment of Paramus that was audited encompasses the New Jersey state highways, Routes 17 and 4.

1- Land Use Environment

The checklist questions inquired about the various types of buildings in this segment of

Paramus. It was noted that the borough, as a whole, has little to no integration of diverse land uses. There are no residential buildings within walking distance of the stores and amenities on

Routes 17 and 4. These highways provide all types of commercial destinations, such as gas stations, malls, restaurants, supermarkets, a movie theater, lodging, auto shops, and office buildings. However, this area is lacking in government service destinations, like post offices, libraries, schools, and hospitals. It also lacks in recreational facilities, such as parks or playgrounds, golf courses, baseball fields, basketball or tennis courts, and pools. There are no open or green spaces, nor are there any bodies of water or other natural features in this segment

24 of Paramus’ landscape. This segment is characterized by fast-paced highway speed limits, parking lots, and commercial buildings, malls, or strip malls.

2- Transportation Environment

The speed limit for both Routes 17 and 4 in Paramus is 50mph. These roads are heavily congested throughout the day, as drivers aggressively pass one another to move forward. There is no attention given to pedestrians because there are no sidewalks or crosswalks for non- motorists to travel along, and therefore, they are not a main component of the travel culture among Paramus’ businesses. An alternative mode of transportation is the bus, which seems to have limited routes and scheduling. Bus stops and parking lots are the only places where pedestrians are typically seen along these highways, but the roads are not to be shared between motorists and non-motorists. Furthermore, Routes 17 and 4 have poor connectivity to other roads in Paramus. There are inadequate on and off-ramps to enter or exit the highway. If a driver misses their exit, he or she is forced to travel a significant distance to the next available u- turn to travel back the way they came. Then the driver must find another u-turn that will bring them to the correct side of the highway.

3- Aesthetics and Physical Disorder

This segment of Paramus is severely lacking in vegetation and comfort features, such as shade trees and benches for pedestrians who are shopping. The air and noise pollution can be described by most people and disruptive to physical and mental well-being. There is also a great deal of litter and other discarded items along the highways and parking lots in this segment, making the environment unpleasant for both people and animals.

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4- Signage and Social Environment

There are no signs along Routes 17 and 4 that provide any information on local events, public health messages, or political messages. There are also few visible people walking around, besides those who are getting in or out of personal vehicles or public transportation buses. This particular segment of Paramus does not foster any sense of community or place for visitors or residents, and there is limited social interaction between people. Most of the businesses along these corridors are chains or franchises and the business owners have no interest in community issues, such as public health or the local economy.

2) It was determined that pedestrian pathways that would provide better accessibility could either be constructed in front or behind the stores. The front of the stores face the highways, which are state roads and under the jurisdiction of the New Jersey Department of Transportation

(NJDOT). If pedestrian/cyclist pathways or other types of multi-user transit developments were to be made in front of the stores, the decisions would be made between the NJDOT and the

Bergen County Department of Planning and Economic Development, and the North Jersey

Transportation Planning Authority (NJTPA). The alternative, constructing pathways or lanes behind the stores, would come down to the jurisdiction of commercial and residential property owners, as well as the jurisdiction of the municipality over the local roads.

The local Chief of Police in Paramus is Christopher Brock. The traffic supervisor is

Sergeant Pepe. Pedestrian-related laws that are enforced in Paramus include failure to stop for a pedestrian in a crosswalk, with a penalty of 2 points on the driver’s license, as well as penalty points for speeding. In 2011, the Borough was given the Pedestrian Safety Grant to fund public

26 education for pedestrian safety and to better enforce the laws with enhanced signs at crosswalks and in-street pedestrian crossing signs.

3) A sample of 30 Paramus residents was obtained to assess how neighborhood walkability affects levels of physical activity. The survey results show that Paramus residents engage in extremely low levels of physical activity each week. On average, respondents said they walk or jog for leisure or exercise 2.15 days a week. The average is thrown off by outliers, such as those who said they walk or jog 7 days a week for leisure or exercise. The median was calculated to get another picture of the average, in which the median was 1 day a week. 30% of Paramus respondents said they don’t walk any days a week for leisure or exercise. The mean response for how many days a week participants walked out of necessity was 0.81. The median response for this survey question is 0, and the majority of participants walk 0-1 days a week out of necessity.

60% said they never walk out of necessity, to places for work or shopping.

27

4) A phone conversation about local walkability issues was held with the President of the

Paramus Chamber of Commerce. He said that he did not know of any Paramus business owners that are concerned with pedestrian safety or accessibility for non-motorists. In his opinion, the reason why walkability is not being discussed is mainly that Paramus is a regional shopping area and a commuting town, and that Paramus lacks a downtown community. Other businesses along

Routes 17 and 4 were visited and/or emailed in regard to discussing walkability and economic revitalization. Most employees responded that they would leave a message for their boss. Some employees expressed frustration over traffic problems and commuting with their car. However, since the majority of the stores in the study area are either chains or franchises, it was difficult to speak to authoritative figures within the company and harder to gain support for the local

28 community. The stores where workers were most likely to talk about health and sustainability- related topics were Eastern Mountain Sports and Campmor, which are both companies that sell outdoor gear. They were relatively familiar with sustainability concepts, like localism, and explained that most of their customers weren’t locals.

5) Informing parents about safety for children and pedestrians was not an easy task. It seemed that the best way to find parents was around schools while they were waiting to pick up their kids. After mentioning advocacy groups like Safe Routes to School and explaining how facilitating spaces for physical activity has a significant effect on children’s physical health and well-being, many Paramus residents began to list the places where they take their children to get exercise. Most of them said that their children ride their bikes around their house. It was clear that parents did not feel comfortable with their children walking to and from school or walking around the other main roads in Paramus.

The Paramus Elks Club, located on Route 17 North, was visited for a discussion about seniors and walkability. Ed Hill, a club member for 31 years and now a trustee, explained that there are no accessible pathways for pedestrians to reach the building. The property is half bordered by parking lots and Route 17, and the rear side of the building is surrounded by residential streets. However, the property is blocked off from the streets by fencing, preventing residents from accessing the Elks Club via local roads. The fences are not on the Elks Club property, they are on the local road. All of the local roads that border the rear side of the stores on Route 17 are blocked off by some form of physical barrier. Ed Hill said that if more members were from Paramus, he would advocate for pedestrian access to the building via local roads.

29

However, as in the case of the businesses on Route 17, many of those who come to the Elks Club are not from the immediate area.

6) Several meetings were held with representatives from the Bergen County Department of

Planning and Economic Development. Because planners, both on the municipal and county levels, are constantly revising and updating master plans, the opportunity presented itself to be taken advantage of. Paramus is the shopping hub of New Jersey and Bergen County and provides a large portion of New Jersey’s economic exchange. Much of the Bergen County

Master Plan considers this area in its revision. The Department is fully aware that large amounts of commercial space generate high volumes of traffic, and that mixed land use that combines residential and commercial zoning generally performs better in terms of traffic. Despite the effort put into persuading the Bergen County planners to develop better walkability standards and mixed use surrounding Routes 17 and 4 to reduce drivers on the road, the response was that land jurisdiction and liability issues were the main complication standing in the way of progress.

7) The National Complete Streets Coalition’s website provides the contact information for several design firms and companies that develop plans to improve transportation networks and help implement Complete Streets best practices. The most well-known advocacy group in New

Jersey is the New Jersey Bike and Walk Coalition, which works to improve policy on the state and national levels. There are currently no walking or biking advocacy groups that work on improving Paramus, although there are a few groups that serve other suburbs in the county. Safe

Routes to School is a source that can be used to help improve the streets surrounding the

Paramus schools, as the streets that the schools are located on are equipped with sidewalks.

30

Discussion

It is clear that resident behaviors are the largest determinant of successfully initiating changes to improve walkability. If residents show a profound interest in accessibility for non- motorists to reach amenities and shopping areas, and an interest in living in a neighborhood that is suitable for walking and biking, local decision makers are likely to try and meet the needs of the people on a higher level. The following case studies are examples of cities that have improved walkability standards through high participatory levels from residents.

Charleston, South Carolina

In 2003, residents of the city of Charleston, South Carolina expressed deep concern for poor walking and biking conditions in their neighborhood. They gained enough attention for the regional MPO, the Berkeley-Charleston-Dorchester Council of Governments (BCDCOG), to submit a proposal for the funding of a partnership to promote health and active living. A

$200,000 grant was approved and the funding enabled various influential groups to come together, including a bicycle and pedestrian advocacy group, the South Carolina Department of

Health and Environmental Control, the South Carolina DOT, and several other health organizations and institutions. The partnership developed an action plan that consisted of three major goals: 1) implement a Safe Routes to School program, 2) implement “complete streets” policies to make roads accessible to all users, and 3) to form community interventions for improving walking and biking conditions. With the determination of a structured and organized team of groups and individuals, each of these goals were successfully met (Sandt, 2008).

Additional support for the planning process in Charleston was provided by the regional

MPO, which was responsible for creating a long-range transportation plan. BCDCOG included

31 citizens in the decision making process by distributing a survey focusing on different elements of transportation infrastructure. Respondents were asked to prioritize these elements, some of which include building or repairing sidewalks, repaving roads and adding signs, building bikeways and greenways, and having adequate bus service. The survey question asked “If you had $100 to spend on transportation improvements, how would you spend it?” On average, people were willing to allocate $24 to improving bicycle and pedestrian conditions. In reality, only $0.05 of every $100 was being spent on these types of improvements. The top three priorities indicated in the survey responses were maintaining adequate bus service, improving traffic flow, and building bikeways and greenways, each one receiving an allocation of $14 on average. People also felt that building or maintaining roads and highways were of high importance and placed those categories in the $11-$12 range. In conclusion, it was evident that residents significantly valued the presence of walkable public spaces. The reaction of BCDCOG was the dedication of $30 million to be spent on pedestrian and bicycle infrastructure over the next 21 years (Sandt).

(Sandt, 2008, p. 12).

32

Portland, Oregon

In Portland Oregon, one local resident, who was also the co-chairman of the transportation committee in her neighborhood volunteer association, decided that more pedestrian protection was needed after a resident was killed while crossing the street on a rainy night. To gain protection and awareness for pedestrians, she contacted the City’s Office of

Neighborhood Involvement, as well as a local grant program, to provide funding for an umbrella campaign she had thought of (Sandt). The two resources helped the concerned resident to purchase fluorescent yellow umbrellas marked with pedestrian crossing symbols, so that when pedestrians carried them around they would serve as their own pedestrian crossing sign. She also requested that the city council install painted crosswalks and in-street pedestrian crossing signs at every intersection in the neighborhood. The Portland Department of Transportation granted her requests, and in addition, they established high crosswalk enforcement to protect pedestrians and to make sure they are using the crosswalks (Sandt).

Taos, New Mexico

In the town of Taos, New Mexico, residents joined local officials in identifying steps to increase development and economic opportunity along the Paseo del Pueblo Sur corridor on New Mexico State

Highway 68 (Transportation for America, 2010). They decided that the most important goals were to improve traffic through increased bicycle and pedestrian access, create policies that would make roads safer for vehicles, pedestrians, and cyclists to share, and to develop mixed-use zoning that would foster spaces for residential and commercial purposes. On top of these goals was to create an overall design that fit the town’s character. The EPA assisted in spreading public awareness of walkability issues, while the Town Council arranged for additional funding for new developments in the town (Transportation for America).

33

Paramus’ biggest challenge lies in the fact that there is no discussion of walkability or having a livable community among the residents. Therefore, we must rely on developers and decision makers to come to the realization that the business area is completely unsustainable and disorganized. If awareness of unsustainable lifestyle practices is spread to the Paramus public, there may be a chance of forming a walkability coalition to spur urban redevelopment and the implementation of walkable infrastructure. The case studies above have shown that citizens can work with experts to re-imagine a livable community that is representative of everyone. They have also shown that neighborhood volunteer associations and active citizenship are very powerful tools for making your voice heard.

Conclusion

It is clear that turning commercial Paramus, “the shopping hub of New Jersey”, into a downtown community where people have space to be outdoors, socialize, and engage in physical activity is a challenge that requires the efforts of multiple agencies, organizations, businesses, and the public in order to make progress. The neighborhood’s travel behaviors and engagement in physical activity has a significant effect on the decisions made in regard to infrastructure.

Residents’ shopping habits also influence the lay of the land and issues pertaining to accessibility and walkability. Shoppers are only able to access the stores via car, and most people cannot imagine shopping without their personal vehicle. It is a reciprocal relationship that maintains the present norms of the Paramus scheme of life. Through this study, it can be said that the biggest obstacle to making progress in the business district of Paramus is proving that there is a need for residents to have better accessibility to stores and more walkable infrastructure to take pressures off of traffic congestion.

34

It seems that another predominant theme in this study is the lack of localism in Paramus.

There are very few non-chain businesses that are owned by local people, and the sales are generated by thousands of shoppers from across the region. Although this shopping hub is responsible for the majority of sales in Bergen County, the primary effects of this non-local economic exchange are severe traffic congestion, increased traveling expenses, a higher carbon footprint, and physical and mental health problems in humans. By implementing walkable infrastructure that will allow local residents to more easily access stores and improve their mobility, the expected outcome is that economic exchange would increase, traffic problems would be alleviated, and locals would improve their health and well-being.

Mixed land use is necessary to close the gap between homes and amenities. However, transforming neighborhoods into more sustainable settlements is usually a process to be followed through in baby steps. Before livable communities can come about through commercial and residential development, walkability standards and goals of the area must first be recognized. A suggestion for beginning the process of improving walkability in Paramus is to first create access points to connect the residential streets to the rear entrances of the stores on the highways.

Because local residents do not want to create through-traffic on their streets, these access points can be as simple as opening up spaces only large enough for pedestrians and cyclists to pass through. It is imperative that Paramus redevelops its business district so that it is viable for motorists, pedestrians, and all users.

35

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Appendix

A1

A2

A3

A4

A5

A6

A7

A8

A9

A10

http://www.fhwa.dot.gov/planning/decisionmaking/citizen4.htm

A11

(Sandt, 2008, p. 67)

A12

A13

A14