Chapter 5 Table of Contents Growing Bicycle and Pedestrian Networks Background and Overview ....................................167 Local Impact ...........................................................169 Background and Overview Complete Streets ...................................................169 5Over the past two decades, bicycling’s growing Local Planning ........................................................170 popularity has led to its inclusion in local, state, and Multipurpose Trails and Bicycle Network ............171 federal transportation planning initiatives. Beginning Construction and Development ...........................173 with the Intermodal Surface Transportation Efficien- cy Act (ISTEA) in 1992 that started funding bicycle Map 5.1 – Existing and Proposed Bicycle Facilities and Greenways ....175 projects, the growth of bicycling as recreation and Map 5.2 – Bicycle Facility Counts ...........................................................177 transportation has affected urban, suburban, and ru- Mobility Alternatives Today ...................................178 ral areas in different ways. In each successive federal Pedestrians and Sidewalks .....................................182 transportation bill, alternative forms of transporta- tion have been funded at varying levels. Pedestri- Mobility Alternatives Tomorrow ...........................183 ans and bicyclists have seen great progress in the Map 5.3 – Sidewalk Inventory ................................................................185 expansion of facilities, allowing for easier access to all kinds of destinations. • Improving internal support and commitment to Soon after Congress commissioned the National bicycling and walking Bicycling and Walking Study (NBWS) in 1991, it also passed ISTEA that made available billions of • Improving external awareness and support for dollars in transportation funds that could be used bicycling and walking for a range of transportation projects including In the two decades since the original NBWS was bicycling and walking improvements. The success of released, bicycling and walking issues have increas- ISTEA from 1992-1997 subsequently led Congress ingly become a part of the day-to-day activities of to pass the Transportation Equity Act of the 21st federal, state, and local transportation agencies in Century (TEA-21). During the five years of TEA-21, the United States. Progress has been made towards from 1998-2003, spending of federal transporta- the twin goals of the original study to increase use tion funds on bicycling and walking improvements while improving the safety of these two modes, nearly doubled that of ISTEA. In August 2005, the though they can be further developed to improve Safe, Accountable, Flexible, and Efficient Transporta- the whole system. tion Equity Act: A Legacy for Users (SAFETEA-LU) was signed into law and continued to fund alterna- However, recent increases in pedestrian and bicyclist tive transportation projects. This bill renewed and fatalities nationwide and their increasing share of expanded funding opportunities for multipurpose total traffic fatalities raise concern about the level of trails and pedestrian safety projects. Moving Ahead safety of these modes when interacting and sharing for Progress in the 21st Century (MAP-21), passed in road space with automobiles. In 2013, 4,735 pedes- 2012, consolidated many programs under SAFETEA- trians and 743 bicyclists were killed on roadways in LU into larger programs that must compete among the United States, representing 16.74% of all road- larger pools for funding. way fatalities. See Figure 5.1 for recent trends in fa- talities among these two groups nationwide. In the During the process of developing the NBWS 10 Davenport, IA-IL Metropolitan Statistical Area, road Year Status Report in 2004, the U.S. Department traffic fatality rates among bicyclists and pedestrians of Transportation identified three areas deserving were 0.1 and 0.6 per 100,000 residents respectively.1 further attention: • Better documentation of bicycle and walking 1 Source: U.S. DOT, Transportation and Health Tool, 2015. activity https://www.transportation.gov/transportation-health- tool Page 167 Growing Bicycle and Pedestrian Networks Figure 5.1 – Percent of Total Fatalities Much of the ongoing and future spending on trans- Nationwide portation infrastructure should take into account 16% the need for multi-use corridors, especially as 14% approximately one-third of the population of the United States is unable to drive, according to Smart 12% Growth America. This proportion is expected to 10% increase over the coming years and decades as the 8% Baby Boom generation ages to the point where 6% driving alone is no longer a safe transportation op- 4% tion. AARP, the nation’s largest membership-based group representing people over 50 years of age, sup- 2% ports walkability through their Livable Communities 0% 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 program. Supporting the aging population to live Pedestrian Bicyclist independently allows seniors to stay in their homes and community longer, leading to more fulfilling lives. Source: National Highway Traffic Safety Administration, 2015 According to AARP: In addition to the two overall goals of increasing use “It is important that the community and and safety for bicyclists and pedestrians, the NBWS workplace have features that promote identified three other high priority goals: physical independence and increase oppor- tunities for community engagement as the • To increase the number of bicyclists and pedes- population ages. People of varying physical trians utilizing the transportation network abilities live more independent and meaning- • To improve and increase the connection among ful lives through innovative design and modi- bicycle, pedestrian, and transit systems fications, as well as technical advances. The physical design of workplaces, communities, • To allow people to bicycle safely, conveniently, and facilities greatly enhances individual and pleasurably within five miles of their home, independence, dignity, and choice. Acces- and to make streets and roads “bicycle friendly” sibility features, types of activities, facilities, and well-designed to accommodate both motor- housing, road design, walkability, transpor- ized and non-motorized transportation modes tation, and supportive services influence In 2014 and 2015, the U.S. DOT began an initiative whether a person can remain in the com- to promote bicycle and pedestrian safety called munity and for how long.” Safer People, Safer Streets. The goal of the initia- With more attention being paid on the health as- tive sought to address the safety aspects of these pects of transportation, the Department of Trans- two modes of transportation, which are overrep- portation has joined with the health community to resented in annual fatalities across the nation and promote bicycling and walking as a means of easily are a growing proportion of the total number of achievable exercise for individuals whose health is traffic fatalities. The U.S. DOT will issue a variety of threatened by weight and inactivity. According to new resources, research, and tools to help state and the Centers for Disease Control and Prevention local transportation professionals improve safety (CDC), the Robert Wood Johnson Foundation, and throughout the transportation network in years to the University of Wisconsin Population Health In- come. Among the data already being evaluated, the stitute, Scott County ranked 66th out of 99 counties proportion of minorities involved in fatal bicycle and in Iowa for “Health Behaviors,” factors that include pedestrian crashes is higher than their proportion data for adult obesity and physical inactivity.2 Rock of the general population. Further research will Island County ranked 27th out of 102 counties in explore why this is, and how to adequately resolve Illinois for the same health category. the issue. 2 Source: http://www.countyhealthrankings.org/ 168 Page Growing Bicycle and Pedestrian Networks In 2001, a partnership between the CDC, the Na- quality of life by promoting active lifestyles and tional Highway Traffic Safety Administration, and the improving health through physical activity while hav- Federal Highway Administration (FHWA) released ing positive effects on congestion and air quality by the National Strategies for Advancing Bicycle Safety encouraging a reduction in the usage of motorized – A Call to Action. The report stated five key goals transportation on streets and roadways. Increased that have seen progress since that time: recreational opportunities could help alleviate the obesity epidemic in the United States and in the • Motorists will share the road Quad Cities. Additionally, the types of commutes • Bicyclists will ride safely that people take affect their health. Researchers have found evidence that commuters who walked, • Bicyclists will wear helmets biked, or took public transportation reported posi- tive psychological benefits in their lives and at work.3 • The legal system will support safe bicycling Economic benefits from a robust bicycle and pedes- • Roads and paths will safely accommodate bicy- trian network can be derived through a variety of clists ways. According to the Iowa Bicycle Coalition’s re- In 2009, the U.S. Departments of Housing and port Economic and Health Benefits of Bicycling in Iowa, Urban Development, Transportation, and the Envi- every year “the economic impact of recreational ronmental