A Framework for GIS and Safe Routes to School

A Framework for GIS and Safe Routes Bakersfield - Pedestrian or Bicycle Collisions Near School Sites (2007-2009)

Standard Elementary Norris Elementary to School ^ ^ ^ ^ ^ Beardsley Elementary ^^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ? ^ ^ ^ ?? ^

? Bakersfield City Elementary ^^ ? ^ Fruitvale Elementary ^ ? Rosedale Union Elementary ^ ^ ?^ Schools by % FRPM* ^ ^ ^ ^ Improving^ Unknown ^ ^ ^ ^^ ^ ^ ^ ^ Edison Elementary ^ ^ ^ High Income (<40) ? ? Data Collection, ^? ^ Middle Income (40-75) ? ^ ? Access^ Low Iandncome ( >75) ^ ^ ?^^ ^ ? ^ ? UsageFairfax ElemMenrgtaeryd or Closed Schools ^? ? ^ Pedestrian or Bicycle Collisions ^ ^ ? ^ ^ ^ ? ^? ^ Injury ?^ ^ ^ ^ Panama-Buena Vista Union Elementary Fatality ?^ ^ ^ ^ ^ ? Safe Routes Grants Awarded** ?^ ^ ") Infrastructure ^ ") ^ ^ ^ Non-Infrastructure ^ Greenfield Union Elementary ") Both ^ ^ Collisions within 1/2 Mile ^ ^ ^ 0 Lamont Elementary ^ 1 - 4 ^ ^ Lakeside Union Elementary 5 - 8 9 - 17 ¯ 0 0.5 1 Miles 18 - 303 Vineland Elementary *Schools classified according to percentage of students eligible for the Free/Reduced Price Meal Program (2010). Sources: California Public School **Safe Routes to School awards include state and federal Database; SWITRS 2007-2009; Bing Maps funding from 2005 - 2011. Table of Contents

01 Executive Summary

03 Introduction

04 Background

06 Data Collection

08 Findings from the Field

10 The Top Ten List

14 GIS and Active Transportation: Recommendations

17 GIS Specific to Safe Routes to School

21 Conclusion

22 Acknowledgements

23 Footnotes

front cover bottom photo courtesy U.S. Army Corps of Engineers Savannah District photo above courtesy Lee Toma on Flickr A EXECUTIVE SUMMARY

As Safe Routes to School programs have increased across the country, a clear need for better data management at the national level has become apparent. Many communities and Safe Routes to School programs have used Geographic Information System (GIS) mapping in assessments of the built environment and promotional campaigns, but because there is not a central place to store data, this information is stuck, in a sense, at the local level, and often not accessible to local champions. This leads to minimal sharing and discovery of local data and a lack of continuity in data collection on a national scale.

In light of this, the Safe Routes to School This group of experts first discussed National Partnership brought 15 experts valuable tools and collections of data that from various GIS-related fields to Austin, already exist at the federal, state and local Texas in April 2013 to discuss existing levels. They identified ways that the federal datasets and what is not being collected, government could improve data collection how the general public can create and access through federal funding processes and data, existing tools and technology and what possible solutions to assist communities that is needed to improve data connectivity and lack the funding or staff to collect data. mapping, how GIS could be better utilized in Safe Routes to School and other active transportation initiatives, and how to create a national bicycling and walking database.

1 EXECUTIVE SUMMARY CONTINUED

The two biggest discussions that came out The Top Ten datasets list was recommended of the meeting were for 1) a national as a way to ensure that data from across database that could store data which could the country can be collected and compared. be easily accessed via the internet, and 2) While most recommended datasets had to a standard Top Ten list of datasets that do with infrastructure such as the presence should be collected when communities of sidewalks, striped crosswalks, and bicycle assess built environment conditions for facilities, the group consistently came back bicycling and walking. to one question: “Do people feel safe walking or riding a bicycle here?” Regardless One way to make the data accessible is to of the presence or absence of sidewalks, use open source, where the underlying paths, crosswalks, crossing guards or traffic software code is freely available to all users, calming devices, if people do not feel safe, and open data, where the data is available they are less likely to walk or ride a bicycle. for anyone to access and use. The biggest By using GIS to map where people do advantage to these approaches is that users and do not feel safe at a particular block are not constrained to one private GIS or street, a community can then evaluate company or tool and they can access and why they feel that way and then address use data as soon as it has been uploaded. the specific problems.

In order to feed data into a national Our goal is that this report will advance database, there needs to be a software conversations regarding ways that GIS can application (app) and/or standards for assist Safe Routes to School programs and mobile devices that allow champions, how to go about creating a national active After discussing the basics of GIS, how it is parents, communities and schools to easily transportation. GIS is an extremely powerful currently being used in the active transporta- assess and map sidewalks, bicycle lanes and tool for numerous reasons, especially tion world and the major players that are crosswalks, produce quality maps, and as it allows people to have a more complete involved, the group made several recommen- upload data. Mobile devices are an impor- picture of what is happening in their own dations. Some recommendations were easy to tant component of the database, as they communities, states and the nation. make, while other topics, such as how to go allow information to be quickly and easily about funding a national database, will require uploaded to the database. more discussion with important players in the future.

photo courtesy U.S. Army Corps of Engineers Savannah District

2 INTRODUCTION

Safe Routes to School is a national and international movement to get more students walking and bicycling to school and in daily life. Safe Routes to School initiatives can save money, decrease traffic congestion, increase safety, improve health and have long-term positive economic impacts for communities that are interested and willing to make the initial investment.

A critical first step for any initiative is to As Safe Routes to School programs have The first step in the effort to increase the perform an inventory of the built environ- increased across the country, a clear need number of communities using GIS for Safe ment around the school to identify existing for a national inventory of walking and Routes to School and active transportation sidewalks, sidewalk gaps, needed sidewalk bicycling facilities has become apparent. is to create a clear understanding of what improvements, bicycle facilities, and traffic Many communities have done assessments needs to be done and where to begin. In safety hotspots, and to assess the environ- of their built environment conditions, this report, we will address ways to collect ment where students live and play. Many but because there is not a central place to consistent data, using GIS to improve Safe programs create maps that outline the safest store data, this information is “stuck” at the Routes to School efforts, and where all the routes to and from school, highlighting local level. This leads to minimal sharing data needs to be kept. infrastructure elements such as crossings, of data and a lack of continuity in data stoplights and bicycle lanes. collection on a national scale. As a result, it is difficult to demonstrate the cumulative The number of people viewing the world impact of Safe Routes to School successes from the perspective of a map has greatly across the country and to make the case that increased thanks to the use of the internet; bicycling and walking is under-resourced various Global Positioning System (GPS) throughout the nation. However, local devices such as smartphones enable people communities may or may not be collecting to get directions, view images and make data on bicycling and walking, and many maps. Geographic Information Systems people do not yet understand the value (GIS) is a tool that can help map walking and possibility of collecting datasets and routes within a community, identify existing using GIS to benefit and other active infrastructure, safety and equity problems, transportation and health initiatives. and provide clues to better understand complex issues. GIS is a commonly used tool within the planning sector. There are thousands of GIS datasets, and communities all over the country are now using GIS in planning, implementation and evaluation efforts. It is also gaining traction among champions. By tapping into this new paradigm, communities can collect and disseminate data and have a more complete picture of what is happening at the local level by integrating GIS technology.

3 BACKGROUND

In April 2013, the Safe Routes to School National Partnership (National Partnership) brought together fifteen Geographic Information System (GIS) experts in Austin, Texas to discuss the development of a framework for the use of GIS in active transportation. (A list of attendees is available at the end of the report.) Because GIS covers such a broad spectrum, experts from various active transportation and GIS-related professions were invited to participate.

Several of these experts specialize in technol- After the meeting, the National Partnership ogy that focuses on walking and bicycling staff created this report based on meeting applications, others focus on education work notes to give an overview of GIS, data involving GIS, while the rest concentrate on collection and existing tools and to present projects that integrate mapping into regional the group’s thoughts, recommendations and Safe Routes to School programs. During the concerns regarding each of the above topics. meeting, this group of experts focused on four This report aims to foster a new national main topics: conversation highlighting ways that GIS can assist Safe Routes to School efforts and 1. Obtaining data necessary for planning active transportation in general. Some recom- What is GIS? and implementation of Safe Routes to mendations from the meeting were clear, School, walking and bicycling such as the creation of a Top Ten list of vital, GIS is a tool that can store, manage, basic datasets that most communities can analyze and display locational data 2. Creating standards for data collection, reasonably expect to collect to ensure that in a way that allows the user to see dissemination and storage they have enough quality data for active correlations, patterns and a picture transportation planning and implementation. 3. Storing collected data on a local Other topics, such as how to create a national of their community that words, and national level so that they are bicycling and walking database, will require graphs and tables cannot accessible to all people more discussion and resources in the future. communicate as well. GIS can provide strategic and economic 4. Ensuring that accessible and benefits to local governments, schools, standardized data tools will be businesses, and organizations of all sizes. open source in order to allow for Nearly all data are tied to geography, and future creation of new applications GIS is the best way to understand the and uses interaction of data in a comprehensive way. By creating a visual display on a map, GIS can show relationships between information previously thought to be unrelated. A map will not always provide solutions to every problem, but can raise questions and begin conversations by ‘painting a picture’ of the community that can make scientific data relatable and easily understood.

4 Franklin Middle School

Safe Walking Route Maps 2011 Edison Middle School 306 West Green Street Champaign, IL 61820

E Washington St

W Hill St

N Edwin St Edwin N

N PrairieSt N N Russell St Russell N

N Willis Ave NWillis N Neil St Neil N W Church St Fremont St Davidson Dr

N Lynn St Lynn N Main St Miles N Randolph St Randolph N

W Park Ave Ave Prospect N N Walnut St 0 0.1 0.2 0.4

N Elm St Elm N

N James St James N Cheshire Dr St New N

N Russell St Russell N W University Ave W University Ave E University Ave N State St State N

W Clark St Logan St Legend

S Walnut St W White St W White St Marshall St S Elm St Elm S Crossing Guard W Union St W Union St

W Union St St Lynn S

S New St New S Flora Dr Flora

Sidewalks

Elmwood Dr Elmwood

Cottage Ct Cottage Wheaton Ave Wheaton Van Doren Doren St Van W Springfield Ave E Springfield Ave

S McKinley Ave McKinley S Crosswalks S Willis Ave Willis S W Healey St

S Neil St Neil S Safe Routes

Arlington Ct Bike Racks Chicago Ave Chicago

W Green St E Green St Traffic Signal

S Edwin St Edwin S

S Russell St Russell S

S Pine St Pine S

S Highland Ave Highland S S Ridgeway Ave Ridgeway S This report is intended to serve as an infor- Pedestrian Pushbutton W John St

mative guide for communities that are Bike Lanes (on-street) S Randolph St Randolph S S James St James S Shared Lane Markings (sharrows)

W Daniel St St Prairie S interested in taking control of their own St Oak S Edison S Prospect Ave Prospect S Shared-Use Path (off-street) data and give them the power to make William St William St Middle

William St School Streets S State St State S

GIS maps that identify issues that need to W Charles St Ave Foley S McKinley Ave McKinley S

S Elm Blvd Elm S Alleys W Charles St be addressed. The report will also assist W Armory Ave Railroads

PineSt Haines Blvd Stanage Ave champions, researchers and governments W Healey St Edison Middle School in advancing a national conversation about Ells Ave School Footprint

Edison St State S S Oak St Oak S new standards, tools and resources. GIS Middle Avondale Ave

School Avondale Ave S Elm St Elm S can be an extremely powerful tool that S Elm Blvd Stadium Dr Waverly Dr W Green St St Randolph S Fairway Dr Hessel Blvd

allows people to have a more complete S Prairie St Prairie S picture of what is happening in their own Greencroft Dr La Sell Dr Grandview Dr Buena Vista Dr communities, states and the nation. W John St School Inset

The city of Champaign, Illinois identified the safest routes for children to walk and bicycle to school, as well as crosswalks, signage, crossing guards and traffic signals.

5 DATA COLLECTION

What kinds of data might be included? The two biggest questions regarding data The Transportation Research Board, a division on the National Research Council collection are: “What are the most important which promotes innovation and progress in transportation through research, data to collect?” and “How does one ensure has identified three broad categories of data that are important for bicycle that the data are collected in a reliable, and pedestrian planning and management1 through their Bicycle and Pedestrian consistent and usable way?” Because analysis Data Subcommittee: can only be defendable if data are reasonably accurate, one must ensure that the data are • Travel Monitoring Data (bicycle and The National Household Travel Survey and comprehensive, understandable, complete pedestrian traffic counts) American Community Survey are national and comparable. For example, if one examples of travel behavior data, and many community measures all sidewalk or • Travel Behavior Data (survey results) regional transportation planning agencies roadway widths and linear miles, but • Transportation General perform their own travel surveys. The U.S. another community does not take width (other data such as GPS routes Department of the Interior disseminates into consideration, there will be a lack of or infrastructure) infrastructure data through its National consistency and usability of the data at a Atlas of the United States. Sidewalks, bicycle national level. The National Bicycle and Pedestrian lanes, crosswalks and traffic-calmed streets Documentation Project is an example of a are examples of transportation infrastructure travel monitoring data collection effort that that impact Safe Routes to School. standardizes data but does not currently The two biggest questions disseminate the datasets publically. regarding data collection are: “What are the most important data to collect?” and Data Collection at the Local Level “How does one ensure that the

Local level walking and bicycling data are being regularly collected in many data are collected in a reliable, communities, but not in all of them, and not in consistent ways. Many municipali- consistent and usable way?” ties and regional governments now have bicycle and pedestrian coordinators, and GIS staff are becoming more common in local governments, but still not everywhere.

Regional governments are required to The majority of Safe Routes to School or think needs to be changed. It is also consider all transportation options in programs use volunteers to collect data. possible to collect built environment data planning, but are not required to dedicate These volunteers can be parents, teachers, by looking at photos available through staff time and resources to GIS or bicycle public and private sector representatives Google Street View and Google Earth, and pedestrian data collection. In addition, and even students. Many high school and although these efforts tend to be less some cities, regions and states will readily college students are required to do com- complete and accurate. allow their data to be released to the public munity service to graduate. These students while others will only share when petitioned can work with project organizers to collect through high-level officials or Freedom of and upload data. Younger students can also Information Act (FOIA) requests. Because be involved in data collection. They can be each governing body is independent, asked to draw their favorite bicycle or gathering data from local level entities can walking routes or they can use methods be time-consuming, inconsistent such as Photovoice to photograph what and incomplete. they see in the community that they like

6 Data Collection at the Federal/National Level

The single biggest data collector is the federal government, which has the largest amount of data regarding streets, safety, education, land use, demographics and other datasets.

Several federal agencies collect various types building a national walking and bicycling of data that impact walking and bicycling, database. The concern with federal-level but the majority of federal transportation non-motorized transportation data is that data is focused on motorized vehicles: the data are often incomplete at best and airplanes, trains and automobiles. The inaccurate at worst. This is why local-level attendees agreed that the federal Transpor- data need to be collected in a consistent, tation Investment Generating Economic timely and efficient way to correct inaccura- Recovery (TIGER) grantees, the U.S. Census, cies and to fill in the gaps left by current the U.S. Household Travel Survey and the federal data collection systems. Federal Highway Administration were the best places to start looking for data to begin

Existing Data Collection Tools

The group discussed the belief that there is a strong intersection between people who are interested in transit and people with knowledge of software design, the result of which is the creation of numerous applications and tools related to transportation data.

There is a massive amount of existing data already in various GIS-based products, but the differences in how data are collected Tools and Datasets and stored make it difficult to analyze at a national level. Often, data collection software is not compatible or the data American Federal General Highway Community Analysis Transit Fee performance collected are incomplete, making the data Federal Reporting measure Survey Standard difficult to use and compare. A range of System set (ACS) (FARS) (GTFS) (HPMS) tools are available for auditing the built environment, but many were designed with researchers,2 not community members, in mind. Another challenge is that data are Non-profit/ 311 GIS Boltage City Community Private app Program Scan Commons being collected in certain communities and not in others. This inconsistency may lead to underrepresentation of low-income and low-resourced communities. Cycle ITO ESRI Google NATVEQ There are many available tools for collecting Track World data, including high-cost robust solutions used by professionals, as well as easy-to-use GIS tools available for laypersons, especially Open Saris TELE for those in low-income and low-resourced Street Spotify STRAVA Racks Atlas communities. Although it would be difficult Map to create a complete list of all existing tools to collect, store and analyze geographically related data, the group convened in Austin,

Texas compiled a list of what they consider URISA Vertices Walkscore to be the most prominent examples, including Google maps, Community Commons, and smartphone apps.

7 FINDINGS FROM THE FIELD

The convening of GIS experts in Austin, Texas in April 2013 produced a number of findings and recommendations:

A Uniform Data Tool is Needed

While these existing tools are important resources, the consensus was that a new uniform tool should be created that makes it easy to collect new data, upload existing data from other tools, and store all the data in one centralized location.

All the experts agreed that the tool must be effort between numerous groups interested easily accessible using the internet, that in increasing active transportation across the anyone who has an understanding of the country, the database needs to be owned data standards protocol must be able to use and operated by the federal government. the tool, and that the data must be imme- This will ensure that the data will be public diately available once it has been uploaded, and accessible, the website and database without privacy controls or other restrictions. will be sustainable and that the active What About Google? transportation conversation will continue The group discussed the need to identify a on a national scale. funder for this new data tool, collection and storage project. There was consensus that Because Google has become the while the project should be a collaborative most popular worldwide internet site for people looking for mapping information, it was brought up several times during the meeting. Protocols are Necessary

Whether it is to get driving directions, Since there are so many types of data, and because data can be collected and make a labeled map, or find a local park, stored in so many ways, there will need to be an established set of protocols or Google is the most prominent example of a tool that is free, comprehensive, accessible standards that will ensure that data are of a high enough and consistent quality and easy to use. At the same time, there that governments, decision makers and researchers can use the data for the are a number of issues with Google and common good. its data that made the attendees apprehen- Determining the actual protocols is likely to To ensure that this is possible, all collectors sive about asking Google to store national be the job of the federal government or its should conduct responsible data collection. walking and bicycling data. Google owns designees to facilitate in collaboration with Data collection can be done by a parent, all of its data, which could make public leading experts. teacher, school professional, bicycling/walk- access difficult and unpredictable; since ing supporter, or local municipal employee, Google is a private enterprise, the public Data can be enormously powerful, but only but all should have access to – and a basic generally has no control over its actions if they are reasonably accurate and up-to- understanding of - the tools and protocols or the data stored there. The group deter- date. Data must also be collected uniformly that will ensure that their data are useful and mined that Google would not be the right to ensure that information can be compared consistent. place to store a national public database across datasets and communities. of active transportation data.

8 Mobile Devices Are Key

Many people now have phones that allow them to access the internet, so the group agreed that an app for a mobile device would be a must-have as a data collection tool.

This would allow users to map sidewalks, to participate in data collection if they can crosswalks and other data points, produce easily enter information while they are at the high quality maps, and save data easily into site being measured, and second, because a national database. The ability to upload data are more likely to be accurate when it is data from anywhere is important for two uploaded right at its location. reasons: first, because people are more likely

Photos Provide Perspective

Photos are another tool that can be helpful in data collection. Uploading photos from a computer or graphics such as text, arrows and route smartphone gives a visual record of the markings can be overlaid onto photos using current conditions, which would add an- inexpensive apps. Open Source other type of valuable information to the database. Photos can be labeled and means that the underlying software code is freely available to the general Open Source and Open Data public for use and/or modification from its original design. It is typically created as a collaborative effort in which pro- Open source and open data are important considerations in collecting and grammers improve upon the code and disseminating data and GIS mapping. share the changes with the community. Both approaches allow anyone to use and become a reality. The biggest advantage is input their own information, and to make that users are not locked into a relatively improvements to the underlying tools. By static and private GIS company or tool that Open Data creating a system that lets the general public would require substantial funding and time contribute data and control how that data to modify. refers to data that is available for are used, a truly collaborative initiative can anyone to access and use. It can be downloaded by anyone and integrated into any GIS system. National Center’s Database

Established in May 2006, the National Center for Safe Routes to School (National Center) serves as the information clearinghouse for the federal Safe Routes to School program and assists states and communities in enabling and encouraging children to safely walk and bicycle to school.

The National Center is part of the Data are provided to the database by each University of North Carolina Highway state Department of Transportation. This is Safety Research Center with funding from an extremely valuable source of information the U.S. Department of Transportation and a unique tool that can assist in bicycle Federal Highway Administration. In 2009, and pedestrian GIS mapping efforts. the National Center unveiled a searchable database of federally-funded Safe Routes to School projects.

9 THE TOP TEN LIST

During the meeting, the group settled on a Top Ten list comprised of the most crosswalks, crossing guards or other traffic basic and important datasets that all communities should collect when assessing calming devices, if people do not feel overall walkability and bikeability that would eventually become the foundation safe, the majority will not walk, bicycle, of a national database. scooter, skateboard or wheelchair to and from local destinations. By identifying where people do and do not feel safe, one can then These ten datasets were chosen because they attending the April 2013 meeting. It will evaluate why they do not feel safe. Data are data that most communities already eventually need to be vetted by other experts collection and mapping may show that areas collect, or can easily begin collecting with- from all government levels and citizen where people do not feel safe tend to lack out the need for a great deal of additional experts before it is implemented. Once that sidewalks, safe crossings or bicycle lanes. resources, staffing or other elements that process is complete, it is possible that there From this data, powerful conclusions can may be a barrier, especially for low-income will be changes to the list. be drawn from quantitative information. and low-resourced communities. By asking Because of the qualitative nature of the these ten primary and some of the secondary Experts at the meeting agreed that ques- first question, it is important to ask basic questions during community surveys, tions that produce quantitative, measurable information (age, profession, level of bicycle a community can start to see a clearer picture answers are best because they can easily and pedestrian familiarity) about who is of their assets and obstacles and identify be compared with other types of datasets collecting the information so that people specific areas that can be improved that will and with data from other locations, while later reviewing the data can have an idea have a direct impact on active transportation. qualitative questions can result in data that of where that user is coming from. Once the data are collected, a community can be hard to collect and interpret. At the will be able to use GIS to produce clear and same time, the most powerful question in comprehensive maps that communicate an active transportation survey might be the meaningful information. It is important to least quantitative: “Do you feel safe walking remember that this list was created based or bicycling along this block?” Regardless of on the opinions of the group of experts the presence or absence of sidewalks, paths,

Federal Data Collection

The group agreed that one way to increase data collection on a large scale would Regardless of the presence be to ask the federal government to collect the Top Ten list of datasets within or absence of sidewalks, paths, a specified distance of all schools, or throughout the community, as part of the crosswalks, crossing guards application processes for federal transportation grants. or other traffic calming devices, Federal funding, such as the 2012 Moving The concern with this additional Top Ahead for Progress in the 21st Century Ten requirement is that there are many if people do not feel safe, (MAP-21) transportation law, could also communities, especially in low-income the majority will not walk, bicycle, include Top Ten data collection. This goal areas, that do not have the ability to apply would assist communities in advancing for grant funding or collect robust data scooter, skateboard or wheelchair the active transportation movement by because of a lack of local staffing or to and from local destinations. improving baseline and post-intervention volunteer capacity, expertise or technical By identifying where people do data collection. resources. One way to address this is to offer assistance to higher need communities, and do not feel safe, one can then either in-kind or through small technical evaluate why they do not feel safe. assistance grants, when they are applying for federal or other grants to ensure that they are able to effectively collect and utilize data.

10 Top Ten GIS Datasets for Safe Routes to School

At a minimum, all communities should be collecting the following data:

DATASET PRIMARY QUESTIONS SECONDARY QUESTIONS

Do you feel safe walking or 1. Standard Level of Comfort riding a bicycle along this block?

2. Presence of a Sidewalk Does a sidewalk exist? Condition of the sidewalk- Does the sidewalk have cracks? Is it uneven? How wide is the sidewalk?

3. Intersections Are crosswalks Present? Are there crossing signals at the intersection? Does the intersection have a stop sign of stop lights? Are crosswalks striped? Are crossing guards present before and after school? Does the street have medians? Are there mid-street crosswalks? Are the intersections near the school safe?

Are there places to safely ride 4. Bicycle Facilities Are there places to park a bicycle securely? a bicycle?

5. School location and How many students live within Student Catchment Areas a 1 to 2-mile radius of a school?

6. Speed What is the speed limit of the street?

How many injuries and accidents 7. Collision Data have happened on this block?

Are there basic public health Do lower income areas have less access 8. Health Indicators concerns in the neighborhood? to walking and bicycle riding?

Where are people currently 9. Existing patterns Are children using a more direct path walking? Are there goat paths? that lacks sidewalks?

Is crime a deterrent to 10. Crime Data walking and bicycle riding?

OTHER IMPORTANT DATA TO COLLECT

Block Length What is the length of the block?

What are the primary land uses Adjacent Land Use in the area?

Number of Street Lanes How many lanes does the street have?

Street Width What is the street width?

Is the air quality good enough to Is there a high asthma rate Air Quality promote active transportation? in this neighborhood?

11 Bakersfield - Pedestrian or Bicycle Collisions Near School Sites (2007-2009)

Standard Elementary TOP TEN LIST CONTINUED Norris Elementary ^ ^ ^ ^ ^ Beardsley Elementary ^^ ^ ^ Evaluation ^ ^ ^ ^ ^ ^ ^ ? ^ ^ ^ ?? ^ Evaluation, including the procurement of baseline and post intervention data, ? Bakersfield City Elementary must be a part of every community’s efforts. Baseline data collection is ^^ ? ^ Fruitvale Elementary ^ ? especially important, as it can be difficult to determine success if there are Rosedale Union Elementary ^ ^ ?^ Schools by % FRPM* no data with which to compare. ^ ^ ^ ^ ^ Unknown ^ ^ ^ ^^ When paired with GIS mapping, evaluation GIS mapping can create a picture of the ^ ^ ^ ^ Edison Elementary ^ ^ ^ High Income (<40) can be easier to conduct and results more community before, during and after ? ? ^? ^ Middle Income (40-75) easily interpreted. If a community does infrastructure, policy and programmatic ? ^ ? ^ Low Income (>75) not take the proper steps to evaluate a pro- changes were implemented, giving evidence ^ ^ ^?^ ? grammatic, infrastructure or system change that active transportation interventions ? ^ Fairfax ElemMenrgtaeryd or Closed Schools effort, it can be hard to show if real change help communities to be more economically ^? ? ^ Pedestrian or Bicycle Collisions ^ ^ ? was accomplished. Evidence-based strategies sound, healthier, safer and more active. ^ ^ ^ ? ^? ^ Injury ?^ ^ ^ ^ are also beneficial to garner public support. Panama-Buena Vista Union Elementary Fatality ?^ ^ ^ ^ ^ ? Safe Routes Grants Awarded** ?^ ^ ") Infrastructure Complete Streets ^ ") Scoring the Data ^ ^ ^ Non-Infrastructure ^ Greenfield Union Elementary ") Both ^ ^ When assessing streets for all modes, The group decided that the best way to collect data was for communities Collisions within 1/2 Mile ^ ^ ^ it is important to remember that not to ask simple questions with straightforward answers. 0 Lamont Elementary all streets, bicycle lanes, and sidewalks ^ 1 - 4 Some walking audits currently score side- A disagreement within a community about are created equally. ^ ^ walks, roads, and intersections by giving whether a particular aspect, such as a side- Lakeside Union Elementary 5 - 8 Some streets that have high traffic volume may them a number or star rating, but it can walk segment, is an asset or actually an 9 - 17 need a space that is a buffered or separated be difficult on a national scale to ensure that obstacle can be a good thing. Disagreement ¯ 0 0.5 1 Miles 18 - 303 sidewalk/pathway, while a lower speed road various scores mean the same thing in (in a friendly, constructive way) can lead Vineland Elementary with minimal traffic could easily support an different communities. For instance, knowing to conversations about issues that may *Schools classified according to percentage of students Sources: California Public School if a sidewalk was given three out of five stars have been overlooked if everyone easily eligible for the Free/Reduced Price Meal Program (2010). on-road bicycle lane with no space between **Safe Routes to School awards include state and federal Database; SWITRS 2007-2009; Bing Maps the road and the sidewalk. By using Complete may be less important to decision makers agreed on a score. For example, if one funding from 2005 - 2011. Streets guiding principles, every community and other stakeholders than knowing if community member believes a sidewalk can recognize and implement the appropriate a sidewalk exists at all, and if so, what its segment should be scored highly, while treatments on all streets. GIS mapping can width is. Another reason is that a sidewalk another believes it is a poor sidewalk, assist in identifying the different types of could score highly on paper, but still feel a conversation will likely happen regarding roads and can show the best routes for unsafe in person. Simple, direct questions what is an ideal sidewalk within that bicyclists and pedestrians, which will not can often identify the issue better than a community, leading to a deeper discussion often be the same. GIS can also map streets numbered ranking scale, especially in regards about what the community needs and how around schools, parks, retail centers and to active transportation infrastructure, which to achieve active transportation goals. neighborhoods to determine if they are adds complexity to data collection and inter- following Complete Streets principles. GIS pretation and the usability of the data can identify any inequities that might exist in to catalyze positive change. regards to the locations of Complete Streets.

12 Bakersfield - Pedestrian or Bicycle Collisions Near School Sites (2007-2009)

Standard Elementary Norris Elementary ^ ^ ^ ^ ^ Beardsley Elementary ^^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ? ^ ^ ^ ?? ^

? Bakersfield City Elementary ^^ ? ^ Fruitvale Elementary ^ ? Rosedale Union Elementary ^ ^ ?^ Schools by % FRPM* ^ ^ ^ ^ ^ Unknown ^ ^ ^ ^^ ^ ^ ^ ^ Edison Elementary ^ ^ ^ High Income (<40) ? ? ^? ^ Middle Income (40-75) ? ^ ? ^ Low Income (>75) ^ ^ ^?^ ? ^ Fairfa?x EleMmenrgtaeryd or Closed Schools ^? ? ^ Pedestrian or Bicycle Collisions ^ ^ ? ^ ^ ^ ? ^? ^ Injury ?^ ^ ^ ^ Panama-Buena Vista Union Elementary Fatality ?^ ^ ^ ^ ^ ? Safe Routes Grants Awarded** ?^ ^ ") Infrastructure ^ ") ^ ^ ^ Non-Infrastructure ^ Greenfield Union Elementary ") Both ^ ^ Collisions within 1/2 Mile ^ ^ ^ 0 Lamont Elementary ^ 1 - 4 ^ ^ Lakeside Union Elementary 5 - 8 9 - 17 ¯ 0 0.5 1 Miles 18 - 303 Vineland Elementary *Schools classified according to percentage of students eligible for the Free/Reduced Price Meal Program (2010). Sources: California Public School **Safe Routes to School awards include state and federal Database; SWITRS 2007-2009; Bing MapBakersfields -Pedestrian funding from 2005 - 2011. or Bicycle Collisions Near School Sites (2007 - 2009)

The city of Bakersfield. California mapped collisions that occured 1/2 mile of each school. They then overlaid data showing the percentage of students that received Safe Routes funds. By viewing all of the data on one map, advocates can observe relationships between areas with high collision rates, lower income and a lack of Safe Routes funding.

13 GIS AND ACTIVE TRANSPORTATION: RECOMMENDATIONS

The way that a community uses GIS will vary depending on what they are trying discrepancies, walking routes, the location to accomplish. GIS can map many types of data: roads, health, sidewalks, of traffic safety improvements, even ‘food obesity, school catchment areas, busing routes, bus stops, income, ethnicity, deserts’, and to make direct links between a age, underserved populations, test scores, zoning, parks, equitable distribution lack of community amenities and high obesity of services, programmatic impact and much more. rates, especially in underserved communities. But if a community has limited access to maps and data, a significant number of people are In fact, there are already tens of thousands GIS mapping can be useful in a number of missing the powerful stories that GIS can tell. of useful and publicly available datasets, decision-making situations at local, state mostly collected by the federal government and national levels. GIS maps are not a Communities cannot afford to view sidewalks through the U.S. Census, National Household quick fix, but they can identify trends and and bicycle lanes as alternatives or enhance- Travel Survey, Department of Education and tell a story in a way that words and raw ments to existing or future roads. By arming other sources. data cannot. They can help illustrate need decision-makers with the best data possible in grant applications, impact placement of presented in straightforward and easily Once data are collected, GIS helps practitio- new amenities such as community centers, understood ways, GIS allows them to see a ners put those data together to create a visual schools, parks, bicycle lanes or trails, and more complete picture of why investing in aid. Many communities collect data, but then illustrate social equity disparities. Communi- bicycle and pedestrian projects makes sense. do not have the ability to put the seemingly ties, agencies, bicyclists and pedestrians will In addition, non-motorized transportation disparate pieces together to see possible be more likely to focus on good data collec- costs usually have to be justified, but road relationships. In the past, GIS software tion and mapping when they see what good projects seldom have to explain why the cost was expensive and difficult for many people can come out of it. is worthwhile. By incorporating factors such to use. Nowadays, with the advancements as bicycle or pedestrian counts, health of technology and the availability of internet- GIS can create a level playing field for data. indicators and cost analyses, supporters can based options, basic GIS is not cost- By presenting data in a non-political way show through GIS that walking and bicycling prohibitive for most communities. through mapping, GIS can illustrate are useful, convenient and financially efficient community issues in a way that is not modes of transportation. GIS has the aggressive or accusatory, just factual and potential to change the conversation so that visible. Among other things, GIS has been decision makers will understand the positive used to show lack of sidewalks, zoning benefit of having various options when choosing transportation.

Underserved Communitites - Results MISSOURI SAFE ROUTES STATE NETWORK

The Missouri Safe Routes to School State Network used GIS to identify where Safe Routes to School grants had been awarded prior to 2011 and then determine the ideal distribution of the grants for communities to be funded in 2011 with a targeted approach to underserved communities.

AWARDS 2007 - 2011 IDEAL DISTRIBUTION (POPULATION) APPLICATIONS 2011

14 Show Economic Benefits with GIS

GIS provides a framework for understanding and communicating the potential of economic benefits (or lack thereof) for economic benefits of active transportation. a given project. Specific settings have also been evaluated, such as federal lands,3 GIS can map out average rental prices, and then compare to areas that lack these bicycle tourism,4 and social equity of incomes, overall sales for businesses, amenities. By mapping these and various economic benefits.5 Guidelines for Analysis population, and property taxes before and other datasets, relationships can be seen of Investments in Bicycle Facilities6 and after infrastructure improvements were built. between active transportation initiatives Forecasting Bicycle and Pedestrian Usage and Active transportation can impact the economy and economic growth. Researching Data Collection Equipment7 are in various ways. It can lead to a decrease in both good resources to use when researching public health issues, such as obesity and The potential economic benefits of active investment forecasting. asthma, which in turn decrease health care transportation have been researched from costs. Areas with active transportation also many different perspectives, and GIS plays tend to attract more tourism. GIS can identify a dominant role in many of these analyses. areas that are bicycle or pedestrian-friendly The economic benefits (and other benefits) (presence of bicycle paths, bicycle racks, can be compared against project develop- bicycle lanes, sidewalks, and buffers from cars) ment costs, providing objective analysis

Make the Health Connection with GIS

Infrastructure development for active transportation has been specifically linked to improved community health.8

With the nation’s attention increasingly turning Studies show that students who walk or bicycle to public health, chronic disease and rising to school are more physically active, have lower levels of obesity, it is in Safe Route to School obesity levels, and are more likely to get the practitioners’ best interest to use GIS to recommended 60 minutes of physical activity communicate the positive impacts of active a day than children who do not commute transportation on community health. actively to school.9 GIS can help identify patterns that connect health with the built One concern when gathering health data is environment. An example of this could be if that Health Insurance Portability and a map showed that children in areas with side- Accountability Act (HIPAA) laws can be tricky walks or shared use agreements had lower BMI to navigate. Many schools collect Body Mass rates than areas that lacked them. Index (BMI) data and health departments have statistics related to areas within a region, but Although public health is frequently talked health data overall are difficult to map by about at the national level, determinants of neighborhood. One way to use health data at public health start at the local level. Nearly all the local level would be to overlay chronic local policies that deal with transportation, disease rates onto maps showing infrastructure land use, schools and infrastructure funding change over a period of years to see if there has can be tied to public health issues. This is often been any crossover. In many health situations, not realized, so GIS mapping can be used to however, GIS mapping will only be feasible demonstrate the ways they intersect each other. when viewed from a regional, state, or national level.

15 GIS AND ACTIVE TRANSPORTATION: RECOMMENDATIONS CONTINUED

Active Transportation Committee on GIS

The group recommended the idea of working with an existing committee through the Transportation Research Board as a way to ensure consistent and sustainable methods of data collection and GIS mapping.

Local Assistance and Data Access

The consensus was also that, while there are fantastic tools already in existence that collect and store data, there is a disconnect between an expert familiar with Activity-Based Modeling GIS and a local person wanting to access information specific to their community. GIS technology is available to nearly any regional and state levels and data needs to community with internet access, but be widely available across all levels of govern- Activity-based modeling (ABM) is often staffing restrictions and a lack of GIS ment. Regional and state governments can a way to predict travel demand knowledge are barriers to a community’s help empower local communities by engaging based on activities that individuals ability to collect data and take advantage with them in conversations related to data need and want to perform. of GIS mapping. Because of this, local collection and GIS mapping. assistance needs to be provided from the ABM takes into consideration the fact that people do not travel purely for the sake of traveling, but rather as a means to get from one activity to another based Social Media on what they need or want to do. For example, a mother is more likely to Social media can be used as a communication outlet to engage the public travel from work to pick up her child with GIS by having maps online and allowing the public to comment on issues from school, then go to a park, then (e.g., sidewalk cracks, cars parked in bicycle lanes, etc.) in a way that is easily to a grocery store in that order instead collected by the local government agency. of making individual trips from home to each of those locations. ABM tries Various Web 2.0 technologies broaden the this type of data input is that participants’ to predict when, where, why and how toolset for developing and updating infor- contributions can be visible to their “friends” travel will occur. mation on active transportation10 and engag- or “followers,” expanding outreach about ing the public in transportation planning.11 Safe Routes to School issues. Most state The use of geotagged imagesis particularly departments of transportation and many compelling in the case of recommending local agencies already use social media. or improving Safe Routes to School because Leveraging their use of social media with they document conditions and comments public input is a logical next step for low- with a specific geographic location in real cost, local information. time. The advantage of the social aspect to

16 GIS SPECIFIC TO SAFE ROUTES TO SCHOOL

When parents and local walking and bicycling enthusiasts work together to create a Safe Routes to School program, one of the first and most important steps is to do an assessment of the current landscape.

Does the route from a child’s house to school One of the most popular ways to use GIS have sidewalks or pathways? Is it safe for is to map out one-mile or two-mile a child to ride a bicycle to school? How far buffers around schools to see if and where does the child live from school? These are students can walk and bicycle to school. some of the basic questions that must be Overlaying the best routes within the walk- answered before a child is allowed or able catchment areas of a school can be GIS and the 5E’s of encouraged to walk or bicycle to school. powerful information. Safe Routes to School

Many Safe Routes to School programs Engineering currently use GIS to identify walking school GIS can use precise engineering data to bus and bike train routes, school location Safe Routes to School champions inform future funding decisions, locations and catchment areas, and intersections that can use GIS to show cost-benefit of future projects, and prioritization need improvement. But GIS mapping can of maintenance. do much more than show routes and infra- relationship between funds spent structure. Safe Routes to School champions on Safe Routes to School can use GIS to show cost-benefit relation- Education ship between funds spent on Safe Routes programs and safe infrastructure, GIS can map locations of schools that offer to School programs and safe infrastructure, health improvements, decreased traffic safety classes, bicycle rodeos, and health improvements, decreased gas usage, various other education programs. gas usage, increased student increased student test scores, decreased vehicular accidents, and improved sense of test scores, decreased vehicular Encouragement safety across an entire community. accidents, and improved sense of GIS can map various encouragement efforts to see if they overlap with increases in There is a direct correlation between Safe safety across an entire community. walking and biking to school. Routes to School success and detailed mapping. GIS can show where students Enforcement are currently walking, locations of current GIS can map locations of traffic violations sidewalks, areas that lack sidewalks, and crashes, abandoned houses, areas with The potential uses of GIS are enormous, changes in test scores in relation to increases crime and unsafe intersections. and mapping datasets together from in students that walk or bicycle to school, various sources, even those that might seem changes in obesity rates, decreases in behav- unrelated, can create a whole new picture of Evaluation ior issues, and involvement in overall active the community, that, in turn, can spark new GIS allows for detailed evaluation of data transportation by all community members. realizations about the community’s assets and creates the ability to assess relationships and obstacles. This type of experimentation between seemingly unrelated information. can ultimately lead to increased support for related policies and programs.

17 GIS SPECIFIC TO SAFE ROUTES TO SCHOOL CONTINUED

Funding

Due to recent budget cuts across all active transportation programs, including students are walking to school, it will have the loss of the standalone federal funding program, Safe Routes to School must a much bigger impact. When active trans- find new ways to prove its importance and secure funding at the national and portation supporters have better evidence state levels. of people asking for and using active transportation, it will cease to be seen as Safe Routes to School champions must be GIS can help show a larger picture of students an enhancement or alternative and instead able to prove there is a definite interest and walking and biking to school. Several hundred as a viable transportation need. need for walking and bicycling in order to students in one school district may not have make the case for increased funding. GIS a big impact on state and national decision mapping is an effective way to use existing makers, but if active transportation champions data to show why this work is important. can use numbers from dozens of communities to provide evidence that a large percentage of

Where Students Live By using GIS to map the locations of Gathering information on where students live can be one of the most important all playgrounds, community centers, and challenging steps in Safe Routes to School data collection. ball fields, courts, and schools that The Department of Education at the national, to find out the number of students in each have opened their doors to state and local levels is understandably neighborhood or on each block; although the public through shared use cautious about giving out any private it will not tell you which school a child is agreements, practitioners can make information regarding home addresses, but going to. Classroom hand tallying of who this makes it difficult to show how many walks or rides bicycles to school has proven a powerful case for increasing access students could easily walk or bicycle to to be inaccurate, as it is self-reporting, to physical activity opportunities. school. Knowledge of catchment areas can although these are the most popular and be helpful as they give an idea of how many accessible tools for measuring where students live within a specified area (one to students live and how they get to school. two miles). U.S. Census data are another way

Shared Use

Shared use agreements (also referred to as joint use agreements) have become a popular and successful strategy for communities across the country. photo courtesy Mayor MgGinn on Flickr Shared use agreements can be formal or public through shared use agreements, informal agreements between two separate practitioners can make a powerful case government or private entities setting forth for increasing access to physical activity the terms and conditions for the shared opportunities. Relationships might be use of public or private property. In light observed between shared use and an of the obesity epidemic, as well as financial increase in use, decrease in obesity rates, concerns, a shared use agreement between a overall cost savings for a community, and an school and a park department or community increase in physical activity. Mapping shared organization can be an easy and inexpensive use locations may also show inequities in way to ensure that all people have access access to physical activity opportunities to physical activity opportunities. By using across a community. GIS to map the locations of all playgrounds, community centers, ball fields, courts, and schools that have opened their doors to the

18 School Siting

School siting is a major school board decision that can be influenced with GIS data.

There is a trend to build or consolidate GIS can map various factors that impact the multiple schools into larger school buildings type of environments that surround schools. on the edge of towns, often far away from If a large parking lot is present, it is more students, where land is cheap and plentiful, likely to encourage car travel, while sidewalks and to close older schools that tend to be and low traffic streets will encourage walking School Siting In Montana within walkable neighborhoods. The rationale and bicycling. By looking at GIS mapping is that it is more expensive to retrofit older in areas where students walk and bicycle buildings than it is to build a new one. A GIS regularly, communities can better understand GIS is an important part of the map could model the impact of new traffic what it takes to increase the number of curriculum that assists communities traveling to/from the new school, including students taking part in active transportation. in making decisions to construct new new congestion, crashes and wear and tear The group envisioned the creation of a school schools or close existing schools. on roadways, the number of students that site design manual focusing on educating could or could not walk and bicycle, existing school boards, developers and architects One of the identified priorities for the infrastructure, the cost of new infrastructure about the best and worst practices that Montana Safe Routes to School Network such as roads, sewers and electrical service, would detail the factors listed above, as well was school siting. The Network recog- school busing costs over a future period as a study of the long-term economic costs nized the importance of using GIS to solve of time, fuel consumption and many other of locating schools on the outskirts of town. problems and visualize the complex factors possibilities. GIS mapping could educate that can help decision makers do a better decision-makers about the long-term job of siting schools. Some of these factors impacts of the new, closed or consolidated include location of existing infrastructure, school location, not only the immediate housing density, student density, student costs and concerns. yield by housing type, diversity, access to public transportation and more. GIS can be used to help school districts and cities increase efficiency and coordination and School Oriented Development deliver transparency and accountability. The Georgia Conservancy has developed a school siting training based on the Environmental Centrally located neighborhood schools are not only a goal of Safe Routes to School Protection Agency’s School Siting Guidelines and smart growth supporters. that were released in 2011. During the sum- Realtors have long discussed the positive A scoring system similar to Walk Score, an mer of 2013, the Georgia Conservancy will effect that good, community-centered schools app that grades locations based on how easy bring the school siting training to Billings, have on real estate decisions and most it is to walk to community amenities, could Montana. communities recognize the positive impact use GIS data to grade schools based on the that community-centered schools play in a number of students who can walk to school, community. One idea that came out of the the presence of infrastructure supporting meeting was the possibility of creating a new walking and bicycling, and various other way of planning our communities: School- factors that influence active transportation Oriented Development. to and from schools.

19 GIS SPECIFIC TO SAFE ROUTES TO SCHOOL CONTINUED

Social Equity

Transportation investments are frequently not distributed equally across communities.12

Higher-income areas are more likely to be to ensure that these investments are spent These communities could be assisted by able to afford costly improvements and equally across a community.13 In some cases, larger communities, or regional planning investments, and these areas can usually they provide access to jobs with the most groups, that have the resources to assist in predict a faster return on investment than inexpensive modes (walking and bicycling) data collection and GIS mapping. A final lower-income areas. Lower-income areas while other transportation modes cost more equity issue that was raised at the meeting also tend to wield less influence and involve- to the individual.14 was the fact that not all possible users have ment in local decision making and are mobile devices. This digital divide needs to therefore less likely to be vocal about needs There is also concern with lower-income be addressed so that these people are not in their area. However, because active trans- areas, such as rural communities and inner- left out of both the data collection and GIS portation investments are usually inexpensive cities, which often lack access to GIS mapping opportunities, which will lead and sustainable, more effort should be used technologies and the internet. to certain areas being underrepresented in this initiative.

GIS Identifies Funding Identifying Remote Drop-offs in Rural Areas Inequity in Missouri The experts at the April 2013 meeting agreed that the issues suburban and urban communities deal with are more commonly addressed, while rural In 2010, the Missouri Safe Routes problems require different approaches, solutions and evaluation measures. to School State Network suspected that low-income and minority com- Little time was dedicated to the issues that as the remote drop-off. GIS can map out rural communities exclusively deal with, various safe locations for busses to drop munities were receiving less than their such as infrastructure limitations in low- off children. By looking at possible remote fair share of Safe Routes to School income rural areas and the more common drop-off locations on a map, decision makers funding throughout the state. need for busing students due to longer travel can identify the best places that will have the The Network used GIS to identify specifi- distances that limit the ability to walk or smallest impact on traffic, will be the safest cally where these inequities were occurring bicycle to school. One way to increase the and most direct routes for students, and will by mapping out data on population, ethnic- amount of physical activity students have allow the students to walk an appropriate ity, free and reduced lunch percentages access to before and after school is known distance to and from school and the bus. and grant recipients. These maps showed that prior to 2011, Missouri Safe Routes to School funding was not reaching poor or Crash Data minority schools. Their data led them to the conclusion that they were not receiv- GIS mapping can assist in identifying the number of automobile accidents related ing many applications from underserved to school traffic. areas, they had more success reaching poor schools than minority schools and there By making crash data geographic, as well as By plotting vehicle crash data, GIS can help were little funds going to urban schools. In time-based, people can better understand identify crashes that happen on the way to and 2011, the Network worked with Missouri when and where crashes are occurring. These from school and other locations that might be Department of Transportation to encourage data can be compared between schools that avoided, or where to focus infrastructure or applications from underserved communities. have varying percentages of students that get safety improvements, if those students walked Within one year of this implementing this to school by walking, bicycle, car or bus. or rode a bicycle instead of commuting in a targeted approach, the State Network saw a car or bus. huge increase in the number of underserved communities that applied for and received funding.

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E S The April 2013 meeting was considered a success by all that attended.

All attendees reported that they were excited A webinar will be held on July 11, 2013 to be involved in this initiative and expected to present the major recommendations CONCLUSION that this overall effort would foster a new that came out of the meeting as well as the national conversation regarding the collection, highlights from this report. The hope is that storage and accessibility of non-motorized this report and the webinar will serve as infrastructure data. The group agreed that informative guides for communities that are the presence of a federally-operated database, interested in taking control of their own data as well as standards for data collection, and give them the power to better under- would be vital to ensure the success and stand GIS tools and how GIS maps can sustainability of active transportation. identify issues that need to be addressed.

21 ACKNOWLEDGEMENTS

This publication was made possible by grant number 5U38HM000459-04 from the Centers for Disease Control and Prevention, through funding from the CDC/NCEH Healthy Community Design Initiative. Funding was administered through a contract with the American Public Health Association. Its contents are solely the responsibility of the authors and do not necessarily represent the official views of the Centers for Disease Control and Prevention or the American Public Health Association.

GIS Framework Discussion Attendees, April 22-23, 2013

John Bigham Jen Duthie Wansoo Im GIS Program Manager Research Associate and President University of California, Berkeley Director of Network Center Vertices Safe Transportation Research The University of Texas at Austin, www.vertices.com and Education Center Center of Transportation Research www.safetrec.berkeley.edu www.utexas.edu/research/ctr/ Robert Ping Technical Assistance Director Melissa Badtke Billy Fields Safe Routes to School Safe Routes to School Coordinator, Assistant Professor Political Science National Partnership Associate Planner Texas State university www.saferoutespartnership.org East Central Wisconsin Regional www.polisci.txstate.edu Planning Commission Jack Sanford www.eastcentralrpc.org Christopher Fulcher Safe Routes to School Program Manager Co-Director Bike Texas Erin Barbaro Center for Applied Research www.biketexas.org Assistance Director and Senior Geographic and Environmental Systems Information Systems Specialist University of Missouri Marc Schlossberg Center for Applied Research www.cares.missouri.edu Associate Professor and Environmental Systems Sustainable Cities Initiative www.cares.missouri.edu Greg Griffin University of Oregon Associate Transportation Researcher http://sci.uoregon.edu/ Maggie Cooper Texas A&M Transportation Institute Technical Assistance Manager www.tti.tamu.edu Drusilla van Hengel Safe Routes to School NW Planning Manager National Partnership Peter Haas Alta Planning + Design www.saferoutespartnership.org Chief Research Scientist www.altaplanning.com Center for Neighborhood Technology Chelsea Donahue www.cnt.org Ben Zhan Child Safety, Safe Routes to School Program Professor and Director Neighborhood Connectivity Division, Francis Hebbert Texas Center for Geographic Public Works Department, Director Information Science City of Austin Open Plans www.geo.txstate.edu/txgisci www.austintexas.gov/department/public-works www.openplans.org

22 Footnotes

1 TRB Bicycle and Pedestrian Data Subcom- 9 Rojas-Rueda, D., De Nazelle, A., Tainio, M., mittee. BP/T3 Data Clearinghouse. https:// & Nieuwenhuijsen, M. J. (2011). The health sites.google.com/site/bikepeddata/bp-t3- risks and benefits of cycling in urban environ- data-clearinghous Accessed June 5, 2013. ments compared with car use: health impact assessment study. BMJ, 343. doi:10.1136/ 2 Clifton, K. J., Livi Smith, A. D., & Rodriguez, bmj.d4521 D. (2007). The development and testing of an audit for the pedestrian environment. Land- 10 Adams, D. (2012). Volunteered Geographic scape and Urban Planning, 80(1-2), 95–110. Information: Potential Implications for doi:10.1016/j.landurbplan.2006.06.008 Participatory Planning. Planning Practice and Research, (September), 1–6. doi:10.1080/0 3 Villwock-Witte, N., & May, D. (2012). Eco- 2697459.2012.725549 nomic Benefits of Alternative Transportation Systems on Federal Lands. 11 Evans-Cowley, J. S., & Griffin, G. (2012). Mic- roparticipation with Social Media for Commu- 4 Downward, P., Lumsdon, L., & Weston, nity Engagement in Transportation Planning. R. (2009). Visitor Expenditure: The Case Transportation Research Record: Journal of of Cycle Recreation and Tourism. Jour- the Transportation Research Board, 2307, nal of Sport & Tourism, 14(1), 25–42. 90–98. doi:10.3141/2307-10 doi:10.1080/14775080902847397 12 Ungemah, D. (2007). This Land Is Your Land, 5 Sanchez, T., Stolz, R., & Ma, J. (2004). This Land Is My Land: Addressing Equity and Inequitable Effects of Transportation Policies Fairness in Tolling and Pricing. Transportation on Minorities. Transportation Research Research Record: Journal of the Transpor- Record: Journal of the Transportation tation Research Board, 2013(-1), 13–20. Research Board, 1885(-1), 104–110. doi:10.3141/2013-03 doi:10.3141/1885-15 13 Boschmann, E. E., & Kwan, M.-P. 6 Krizek, K. J., & et al. (2006). NCHRP Report (2008). Toward Socially Sustainable 552 Guidelines for Analysis of Investments in Urban Transportation: Progress and Bicycle Facilities. Retrieved from http://www. Potentials. International Journal of Sus- bicyclinginfo.org/bikecost tainable Transportation, 2(3), 138–157. doi:10.1080/15568310701517265 7 Hudson, J., Qu, T.-B., & Turner, S. (2010). Forecasting Bicycle and Pedestrian Usage 14 Boschmann, E. E., & Kwan, M.-P. (2010). and Researching Data Collection Equipment. Metropolitan Area Job Accessibility and the Retrieved from http://www.campotexas. Working Poor: Exploring Local Spatial Varia- org/pdfs/TTIForecasting_bicycle_and_pe- tions Of Geographic context. Urban Geogra- destrian_usage_and_research_data_collec- phy, 31(4), 498–522. doi:10.2747/0272- tion_equipment.pdf 3638.31.4.498

8 Dill, J. (2009). Bicycling for Transportation and Health: The Role of Infrastructure. Jour- nal of Public Health Policy, 30(Supplement 1), S95–S110. doi:10.1057/jphp.2008.56

23 [email protected] www.saferoutespartnership.org