tag:theconversation.com,2011:/us/topics/walkability-109482/articlesWalkability – The Conversation2023-08-31T20:01:04Ztag:theconversation.com,2011:article/2122602023-08-31T20:01:04Z2023-08-31T20:01:04ZFewer of us are cycling – here’s how we can reverse the decline<p>Rates of cycling are falling in Australia, a national <a href="https://www.cwanz.com.au/national-walking-and-cycling-participation-survey-2023/">report</a> released today shows. More people started riding bikes early in the pandemic, but that hasn’t lasted. The percentages of people who cycle are lower now than in 2011.</p>
<p>Less than one in six Australians report riding a bicycle weekly. Just over one in three have ridden in the past year. </p>
<p>During the time of pandemic restrictions, when there was less other traffic on the road, people perhaps felt safer to ride. Creating streets that are less busy, noisy and easier to ride on and cross safely encourages more people to cycle and walk.</p>
<iframe title="Rates of cycling in Australia, 2011–2023" aria-label="Interactive line chart" id="datawrapper-chart-N1d95" src="https://datawrapper.dwcdn.net/N1d95/3/" scrolling="no" frameborder="0" style="border: none;" width="100%" height="400" data-external="1"></iframe>
<p>Most people want to walk and ride more. <a href="https://irp.cdn-website.com/541aa469/files/uploaded/What_Australia_Wants_Report_.pdf">Two-thirds</a> of people want more transport funding to go into walking, cycling and public transport. </p>
<p>Even if you’re not interested in riding a bike, you should be worried about this decline. Walking and cycling are part of the solution to several of the most pressing issues facing our cities.</p>
<h2>The decline isn’t surprising</h2>
<p>The decline in cycling probably shouldn’t surprise us. In the past 40 years, the percentage of children who walk or ride to school has dropped from <a href="https://www.transport.wa.gov.au/mediaFiles/active-transport/AT_P_Declining_Rate_walking_cycling_to_school_in_Perth.pdf">75% to 25%</a>. </p>
<p>Furthermore, cycling receives only about <a href="https://theconversation.com/cycling-and-walking-are-short-changed-when-it-comes-to-transport-funding-in-australia-92574">2%</a> of transport budgets. The United Nations Environment Program <a href="https://wedocs.unep.org/bitstream/handle/20.500.11822/17030/globalOutlookOnWalkingAndCycling.pdf">recommends 20%</a> of transport funding should go to “non-motorised transport”. </p>
<p>Most of our transport funding goes into building wider and longer roads, embedding car dependency. However, making it easier to drive leads to more driving and ultimately more congestion, an effect known as <a href="https://www.atap.gov.au/tools-techniques/travel-demand-modelling/3-model">induced demand</a>. The problem even featured in <a href="https://twitter.com/BrentToderian/status/1192568535009988608?s=20">an episode</a> of the TV show Utopia. </p>
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Read more:
<a href="https://theconversation.com/cycling-and-walking-can-help-drive-australias-recovery-but-not-with-less-than-2-of-transport-budgets-142176">Cycling and walking can help drive Australia's recovery – but not with less than 2% of transport budgets</a>
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<h2>Short trips by car – everyone loses</h2>
<p>Most car journeys in Australian cities are <a href="https://public.tableau.com/app/profile/vista/viz/VISTA-TripsDraft/Trips-methodoftravel">short</a>. Two-thirds of these trips could be done by bike in <a href="https://www.infrastructureaustralia.gov.au/map/perth-active-transport-improvements">15 minutes or less</a>. </p>
<p>So, for example, of the 4.2 million daily car trips in Perth, <a href="https://www.infrastructureaustralia.gov.au/map/perth-active-transport-improvements">2.8 million are less than 5km</a>. In Victoria, about <a href="https://public.tableau.com/app/profile/vista/viz/VISTA-TripsDraft/Trips-methodoftravel">half of all trips under 2km</a> are driven – that’s more than 2 million a day. </p>
<p>These short car trips – such as the school drop-off, the short drive to the shops or the local park – are bad for public health, emissions and climate change, road safety and congestion. Walking and cycling can help solve all these problems. </p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/545706/original/file-20230831-26-jv0mnf.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="Venn diagram showing intersection of cycling and walking with the problems of road safety, congestion, emissions and public health" src="https://images.theconversation.com/files/545706/original/file-20230831-26-jv0mnf.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/545706/original/file-20230831-26-jv0mnf.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=402&fit=crop&dpr=1 600w, https://images.theconversation.com/files/545706/original/file-20230831-26-jv0mnf.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=402&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/545706/original/file-20230831-26-jv0mnf.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=402&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/545706/original/file-20230831-26-jv0mnf.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=505&fit=crop&dpr=1 754w, https://images.theconversation.com/files/545706/original/file-20230831-26-jv0mnf.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=505&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/545706/original/file-20230831-26-jv0mnf.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=505&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">How cycling and walking intersect with the issues of road safety, congestion, emissions and public health.</span>
<span class="attribution"><span class="source">Author supplied (data from: 1. DCEEW, 2. AIHW, 3&4. Infrastructure Australia, 5. ISPAH).</span></span>
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<h2>Urban sprawl and car use have a high cost</h2>
<p>Urban sprawl makes it less appealing to walk and cycle to our destination, further entrenching car dependency. </p>
<p>Urban sprawl costs governments too. Last week, the New South Wales Productivity Commission <a href="https://www.productivity.nsw.gov.au/building-more-homes-where-infrastructure-costs-less">reported</a> building homes closer to the city centre, rather than in outer suburbs, can save up to A$75,000 in infrastructure costs. </p>
<p>The extra costs of building farther away include providing schools, roads, parks, water and wastewater infrastructure. </p>
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Read more:
<a href="https://theconversation.com/urban-sprawl-is-not-a-dirty-word-if-the-priority-is-to-meet-all-kids-needs-it-should-be-208670">Urban sprawl is 'not a dirty word'? If the priority is to meet all kids' needs, it should be</a>
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<h2>3 transport priorities</h2>
<p>For people to walk and cycle, we need to provide so-called <a href="https://www.healthystreets.com/">healthy streets</a>: not too noisy, easy to cross, with clean air and where people feel safe. </p>
<p>In 2022, the <a href="https://aspactivity.org/">Asia-Pacific Society for Physical Activity</a> and cycling advocacy group <a href="https://www.weride.org.au/who-we-are/">We Ride Australia</a> proposed <a href="https://aspactivity.org/three-transport-priorities/">three transport priorities</a> for Australia supported by a national alliance of 13 public health, transport, education and climate organisations.</p>
<p><strong>1. Safer default speed limits</strong></p>
<p>The current default speed limit of 50km/h in built-up areas is unsafe and leads to many deaths and injuries each year. </p>
<p>Default 30km/h speed limits in built-up areas are an immediate <a href="https://theconversation.com/busted-5-myths-about-30km-h-speed-limits-in-australia-160547">low-cost</a> way to increase road safety.</p>
<p>Other countries are showing it can be done. For example, this month <a href="https://www.gov.wales/seven-things-you-may-not-know-about-wales-new-20mph-default-speed-limit">Wales</a> is set to adopt a default speed limit of 20 miles an hour (32km/h). </p>
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Read more:
<a href="https://theconversation.com/busted-5-myths-about-30km-h-speed-limits-in-australia-160547">Busted: 5 myths about 30km/h speed limits in Australia</a>
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<p><strong>2. 1,500m school zones</strong></p>
<p>Most students live <a href="https://www.activehealthykids.org/wp-content/uploads/2015/11/australia-report-card-progress-report-2015.pdf">within 3km</a> of their school. That’s less than a 10-minute bike ride or a 30-minute walk. </p>
<p>However, to boost walking and cycling to school, parents need to feel it’s safe for their children to do so. The solution is to create safe walking and cycling routes with <a href="https://bubblecane.wordpress.com/2021/02/06/priority-crossings-what-are-they/">pedestrian priority crossings</a> within 500–1,500m of schools. Streets along these routes are easy to cross and not too busy or noisy.</p>
<p><strong>3. E-bike subsidies</strong></p>
<p>Cutting carbon emissions to limit climate change and air pollution requires us to reduce private car use. Focusing <a href="https://www.whichcar.com.au/news/electric-vehicle-incentives-australia">purchase incentives</a> solely on electric cars in Australia is slowing down the race to zero emissions. Indeed, research shows cycling is <a href="https://theconversation.com/cycling-is-ten-times-more-important-than-electric-cars-for-reaching-net-zero-cities-157163">ten times</a> more important than electric cars for achieving net-zero cities.</p>
<p>E-bikes assist the rider with pedalling, which makes them slightly faster than a regular bike. Typically e-bike users ride <a href="https://www.sciencedirect.com/science/article/pii/S259019821930017X">greater distances</a> than regular push-bike users. </p>
<p>However, the upfront price of e-bikes is one of the main barriers to buying one.
Providing incentives for people to buy an e-bike would increase their uptake. Research shows a return on investment of <a href="https://www.weride.org.au/wp-content/uploads/2022/04/WeRide_e-Bike_Subsidy_Report_FINAL-lores.pdf">$2–$3</a> for every $1 spent on these incentives. </p>
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<h2>What else can we do?</h2>
<p>As well as the <a href="https://aspactivity.org/three-transport-priorities/">three transport priorities</a>, we can of course take many more actions that would help increase walking and cycling. These measures include: boosting <a href="https://theconversation.com/urban-sprawl-is-not-a-dirty-word-if-the-priority-is-to-meet-all-kids-needs-it-should-be-208670">housing density</a>, <a href="https://www.streetlevelaustralia.org/">beautifying</a> our neighbourhoods, programs to build people’s confidence and skills to walk and cycle, such as <a href="https://www.cityofsydney.nsw.gov.au/talks-courses-workshops/cycling-courses">beginners bike tours</a>, and more frequent public transport. </p>
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Read more:
<a href="https://theconversation.com/12-best-ways-to-get-cars-out-of-cities-ranked-by-new-research-180642">12 best ways to get cars out of cities – ranked by new research</a>
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<p>By prioritising walking and cycling for short trips, Australia can reduce the national combined cost of $67 billion a year of <a href="https://www.nrspp.org.au/resources/summary-report-cost-road-trauma-australia/#:%7E:text=the%20total%20cost%20of%20road%20trauma%20is%20estimated%20at%20%2422.2,by%20road%20injury%20was%20%24239%2C000">traffic injuries and deaths</a>, <a href="https://www.infrastructureaustralia.gov.au/sites/default/files/2019-08/Urban%20Transport%20Crowding%20and%20Congestion.pdf">traffic congestion</a>, <a href="https://www.aph.gov.au/DocumentStore.ashx?id=cce3914b-82a3-433b-97f6-be0642f692f6&subId=658630#:%7E:text=Air%20pollution%20is%20already%20a,to%20%2424%20billion%20per%20year">air pollution</a> and <a href="https://pubmed.ncbi.nlm.nih.gov/31390112/">physical inactivity</a>. </p>
<p>Here are four actions you can take to help boost walking and cycling in your area:</p>
<ol>
<li><p>look for opportunities where you can walk, wheel or cycle short journeys</p></li>
<li><p>join a community-led coalition, such as <a href="https://www.betterstreets.org.au/">Better Streets</a></p></li>
<li><p>score your local neighbourhood for walkability using this <a href="https://walking.heartfoundation.org.au/uploads/pdf-files/Neighbourhood-walkability-checklist.pdf">tool</a></p></li>
<li><p>write to your local MP asking for the <a href="https://aspactivity.org/three-transport-priorities/">three transport priorities</a> to be adopted.</p></li>
</ol><img src="https://counter.theconversation.com/content/212260/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Matthew 'Tepi' Mclaughlin receives research funding from the Australian Government's Medical Research Future Fund and The Government of Western Australia's Healthway. He also receives salary support through the Australian Research Council's Centre of Excellence for Children and Families over the Life Course. He is a member of the Asia-Pacific Society for Physical Activity and a member of the Active Transport Advisory Group of Westcycle. </span></em></p><p class="fine-print"><em><span>Peter McCue receives an Australian Postgraduate Research Award to study a PhD. He is a member of the Executive Committee and Chair of the Advocacy Committee of the Asia-Pacific Society for Physical Activity.</span></em></p>Early in the pandemic, when there was much less traffic on the roads, people took to their bikes. But since then, fewer people are cycling, with rates now lower than in 2011.Matthew Mclaughlin, Adjunct Research Fellow, The University of Western AustraliaPeter McCue, PhD Candidate, School of Population Health, UNSW SydneyLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/2055752023-06-02T00:37:52Z2023-06-02T00:37:52ZDrivers and pedestrians are unsure who gives way at stop signs. A simple rule change can end this dangerous confusion<figure><img src="https://images.theconversation.com/files/527143/original/file-20230519-27-vbg0i1.jpg?ixlib=rb-1.1.0&rect=0%2C0%2C4457%2C2967&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">
</span> <span class="attribution"><span class="source">Shutterstock</span></span></figcaption></figure><p>When a driver and a pedestrian approach a T-intersection, who has to give way? </p>
<p>In <a href="https://protect-au.mimecast.com/s/SAJZCYWLOxh3N7NG7I9caLE?domain=authors.elsevier.com">newly published research</a> we tested over 1,000 road users’ knowledge of the Australian road rules. We presented them with the two scenarios shown below.</p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/526027/original/file-20230514-80599-o4s9gt.png?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="" src="https://images.theconversation.com/files/526027/original/file-20230514-80599-o4s9gt.png?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/526027/original/file-20230514-80599-o4s9gt.png?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=164&fit=crop&dpr=1 600w, https://images.theconversation.com/files/526027/original/file-20230514-80599-o4s9gt.png?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=164&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/526027/original/file-20230514-80599-o4s9gt.png?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=164&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/526027/original/file-20230514-80599-o4s9gt.png?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=206&fit=crop&dpr=1 754w, https://images.theconversation.com/files/526027/original/file-20230514-80599-o4s9gt.png?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=206&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/526027/original/file-20230514-80599-o4s9gt.png?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=206&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">When asked who should give way in these scenarios, many road users answered incorrectly.</span>
<span class="attribution"><a class="source" href="https://www.sciencedirect.com/science/article/pii/S1369847823000980">Browne & Flower 2023</a></span>
</figcaption>
</figure>
<p>When asked who should give way, the green car or the pedestrian, in the first and second scenarios, 37% and 39% of road users respectively answered incorrectly. </p>
<p>So what do the <a href="https://www.ntc.gov.au/laws-and-regulations/australian-road-rules">Australian Road Rules</a> say? The answer may surprise you. The rules (specifically <a href="http://classic.austlii.edu.au/au/legis/vic/consol_reg/rsrr2017208/s353.html">rule 353</a>) state: </p>
<blockquote>
<p>(1) If a driver is turning from a road at an intersection –</p>
<p>(a) the driver is required to give way to a pedestrian who is crossing the road that the driver is entering […] and </p>
<p>(b) the driver is not required to give way to a pedestrian who is crossing the road the driver is leaving.</p>
</blockquote>
<p>An obvious source of people’s confusion is the inconsistency between parts (a) and (b) of rule 353. In effect, it gives pedestrians “right of way across only half an intersection”. </p>
<p>Part (b) is also quite counter-intuitive. After all, most people would expect that a stop or give way sign would mean drivers have to stop for pedestrians as well as cars.</p>
<p>Changing the rules to require drivers to give way to pedestrians who are crossing the road the driver is leaving would create a “<a href="https://www.sciencedirect.com/science/article/pii/S136984781830809X">generalised and unambiguous duty to give way on turning”</a>“. This change has been <a href="https://theconversation.com/why-australian-road-rules-should-be-rewritten-to-put-walking-first-127789">proposed before</a>. But more recent developments have added to the case for such a rule change. </p>
<figure class="align-center ">
<img alt="Approach to a stop sign in a suburban street" src="https://images.theconversation.com/files/527144/original/file-20230519-29-24y32n.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/527144/original/file-20230519-29-24y32n.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=397&fit=crop&dpr=1 600w, https://images.theconversation.com/files/527144/original/file-20230519-29-24y32n.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=397&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/527144/original/file-20230519-29-24y32n.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=397&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/527144/original/file-20230519-29-24y32n.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=499&fit=crop&dpr=1 754w, https://images.theconversation.com/files/527144/original/file-20230519-29-24y32n.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=499&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/527144/original/file-20230519-29-24y32n.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=499&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px">
<figcaption>
<span class="caption">A driver approaching this stop sign isn’t required to give way to pedestrians, but a driver turning into the same street must give way.</span>
<span class="attribution"><span class="source">Shutterstock</span></span>
</figcaption>
</figure>
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<em>
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Read more:
<a href="https://theconversation.com/why-australian-road-rules-should-be-rewritten-to-put-walking-first-127789">Why Australian road rules should be rewritten to put walking first</a>
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<h2>The UK’s new rule H2</h2>
<p>The UK recently made the same change to its road rules. In late 2021, the UK Highway Code introduced <a href="https://www.gov.uk/guidance/the-highway-code/introduction">rule H2</a> which, at a junction, requires drivers to give way to pedestrians crossing or waiting to cross a road into which <em>or from which</em> the driver is turning. </p>
<p>The change eliminated inconsistencies and the counter-intuitiveness about who has to give way. </p>
<p>Giving pedestrians an unambiguous right of way also encourages walking. Examples of apparently minor "urban acupuncture” like this can have long-term benefits for liveability and for public health and wellbeing.</p>
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<p>
<em>
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Read more:
<a href="https://theconversation.com/cars-have-taken-over-our-neighbourhoods-kid-friendly-superblocks-are-a-way-for-residents-to-reclaim-their-streets-187276">Cars have taken over our neighbourhoods. Kid-friendly superblocks are a way for residents to reclaim their streets</a>
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<h2>Zebra crossings have unintended consequences</h2>
<p>The second recent development is that local councils around Melbourne have been installing zebra crossings at prioritised locations – but not all locations – within activity centres and on routes designated as part of the so-called <a href="https://www.victoriawalks.org.au/network_planning/">Principal Pedestrian Network</a>. The purpose has been to encourage and enable walking for transport, particularly since 2020 when COVID-19 lockdowns meant people were seeking more opportunities to exercise in their local area. </p>
<figure class="align-center ">
<img alt="Zebra crossing at a T-intersection in a residential neighbourhood" src="https://images.theconversation.com/files/526023/original/file-20230514-98978-skp3ru.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/526023/original/file-20230514-98978-skp3ru.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=407&fit=crop&dpr=1 600w, https://images.theconversation.com/files/526023/original/file-20230514-98978-skp3ru.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=407&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/526023/original/file-20230514-98978-skp3ru.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=407&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/526023/original/file-20230514-98978-skp3ru.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=511&fit=crop&dpr=1 754w, https://images.theconversation.com/files/526023/original/file-20230514-98978-skp3ru.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=511&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/526023/original/file-20230514-98978-skp3ru.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=511&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px">
<figcaption>
<span class="caption">A zebra crossing improves safety where it has been installed, but can lead to confusion at intersections without such crossings.</span>
<span class="attribution"><span class="source">Geoffrey Browne</span>, <span class="license">Author provided</span></span>
</figcaption>
</figure>
<p>Zebra crossings at T-intersections like the one pictured above are certainly well intentioned, and they over-ride rule 353(1)(b) to create pedestrian priority where it wouldn’t otherwise exist. The <a href="https://uwe-repository.worktribe.com/output/10592536">evidence</a> suggests such zebras crossings do improve safety <em>at the intersections where they are installed</em>. </p>
<p>At the same time, however, there is a very real risk that, without a rule change, the crossings unintentionally undermine walkability more widely. This is because when they are installed at some but not all intersections, they can lead people to believe that at sites where they are <em>not</em> installed, drivers do not have to give way to a pedestrian who is crossing the street into which the driver is turning. </p>
<p><a href="https://protect-au.mimecast.com/s/SAJZCYWLOxh3N7NG7I9caLE?domain=authors.elsevier.com">Our research</a>, which was the first to examine this issue, found the risk of this unintended consequence is very real. </p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/we-all-have-to-walk-across-roads-why-arent-pedestrians-a-focus-of-road-safety-161183">We all have to walk across roads — why aren't pedestrians a focus of road safety?</a>
</strong>
</em>
</p>
<hr>
<h2>A rule change is the best answer</h2>
<p>We also interviewed traffic engineers, local government planners and walking experts. A clear majority agreed a rule change that requires drivers to give way to pedestrians at a stop or give way sign would improve road safety and promote walking. </p>
<p>It would taking some getting used to, but road rules have been changed before. </p>
<p>In 1993 the road rules in Victoria were changed for vehicles turning left at intersections to have the right of way before vehicles turning right. Previously, and somewhat counter-intuitively, it was the other way around. </p>
<p>From April 2021, motorists across Australia were required to give cyclists clearance of at least one metre when overtaking. </p>
<p>Both of these rule changes were accompanied by public awareness campaigns to ensure the community knew about them. </p>
<p><div data-react-class="Tweet" data-react-props="{"tweetId":"1385381499944329216"}"></div></p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/minimum-space-for-passing-cyclists-is-now-law-australia-wide-it-increases-safety-but-possibly-road-rage-too-159926">Minimum space for passing cyclists is now law Australia-wide. It increases safety – but possibly road rage too</a>
</strong>
</em>
</p>
<hr>
<h2>Encouraging walking has broader public benefits</h2>
<p>Requiring drivers approaching and turning at a T-intersection from any direction to give way to pedestrians would be an important simplification of the road rules. And the more the rules are biased toward the convenience of walkers, the more walkers there will be. </p>
<p>Importantly, changes like this can send subtle but powerful social signals that society values walking for transport because it reduces pollution and encourages incidental exercise. Such changes can play a small part in shifting communities from being car-dominated to enabling everyone, but particularly children, older people and people with disabilities, to feel safe to walk more.</p><img src="https://counter.theconversation.com/content/205575/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Geoffrey Browne receives funding from the Australian Research Council (DP200101378) and is affiliated with the Public Health Association of Australia. </span></em></p><p class="fine-print"><em><span>Jonathan Flower receives research funding from the Department for Transport (UK), the National Institute for Health and Care Research (UK) and Innovate UK. He has previously received funding from the Road Safety Trust and Sustrans. He is affiliated with the Transport Planning Society as a Board Member.</span></em></p>Some councils have installed zebra crossings at selected T-intersections, where they do improve safety. The problem is they also add to the existing confusion at other intersections.Geoffrey Browne, Postdoctoral Research Fellow, Melbourne School of Design, The University of MelbourneJonathan Flower, Research Fellow, Centre for Transport and Society, University of the West of EnglandLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1915372022-10-25T03:38:25Z2022-10-25T03:38:25ZWhat makes a great footpath? The answer is key to our happiness and wellbeing as we age<figure><img src="https://images.theconversation.com/files/491506/original/file-20221024-17390-d1k3bh.jpg?ixlib=rb-1.1.0&rect=14%2C0%2C4905%2C3253&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">
</span> <span class="attribution"><span class="source">Shutterstock</span></span></figcaption></figure><p>As people age, they often become <a href="https://doi.org/10.2522/ptj.20110326">less confident</a> about walking. <a href="https://www.sciencedirect.com/topics/medicine-and-dentistry/fear-of-falling">Fear of falling</a> can limit the activity of older people, leading them to become isolated. </p>
<p>So what, exactly, makes for a great footpath to walk on?</p>
<p>My colleagues and I explored this question in a recent paper. We used an evidence-based <a href="https://authors.elsevier.com/c/1fkIz7sfVZ6RP9">tool</a> to measure the walkability of urban roads – assessing not just the footpath itself, but the features around it. </p>
<p>The results can help urban designers make our cities more walkable, especially for older people.</p>
<figure class="align-center ">
<img alt="older man on mobility scooter behind woman walking" src="https://images.theconversation.com/files/491507/original/file-20221024-11269-antxv5.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/491507/original/file-20221024-11269-antxv5.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=399&fit=crop&dpr=1 600w, https://images.theconversation.com/files/491507/original/file-20221024-11269-antxv5.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=399&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/491507/original/file-20221024-11269-antxv5.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=399&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/491507/original/file-20221024-11269-antxv5.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=501&fit=crop&dpr=1 754w, https://images.theconversation.com/files/491507/original/file-20221024-11269-antxv5.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=501&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/491507/original/file-20221024-11269-antxv5.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=501&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px">
<figcaption>
<span class="caption">As people age, they often become less confident about walking.</span>
<span class="attribution"><span class="source">Shutterstock</span></span>
</figcaption>
</figure>
<h2>What makes a footpath ‘walkable’?</h2>
<p>Only about <a href="https://www.healthysustainablecities.org/25cities">42% of people</a> in Sydney and Melbourne live in neighbourhoods with above-average walkability. This compares poorly with people in Lisbon (99.2%), São Paulo (97%) and Hong Kong (96%). </p>
<p>Generally, features that determine whether a footpath is walkable fall into one of two categories.</p>
<p><a href="https://www.sciencedirect.com/science/article/pii/S2214140519302828?via%3Dihub">Neighbourhood-level</a> features refer to a neighbourhood’s general environment, such as: </p>
<ul>
<li><p>how well connected streets are to each other. Do they offer a variety of available routes for daily trips?</p></li>
<li><p>how densely dwellings are built and how amenities are distributed. Are there parks, train stations, cafes or shops within walking distance?</p></li>
</ul>
<p><a href="https://www.sciencedirect.com/science/article/pii/S2210670717312362">Footpath-level</a> features refer to the safety, comfort and attractiveness of a footpath, such as:</p>
<ul>
<li>obstacles such as tree roots and short poles</li>
<li>the width of the path </li>
<li>convenience of crossing facilities</li>
<li>green belts (such as grass and shrubs) and fences that separate pedestrians from traffic lanes</li>
<li>areas of shade</li>
<li>street furniture</li>
<li>bicycles travelling along the path</li>
<li>vehicles parked on the path</li>
<li>noise from cars and other sources</li>
<li>diversity of streetscapes such as building facades, trees and grasslands. </li>
</ul>
<figure class="align-center ">
<img alt="man in high-vis stands next to roped-off footpath with sign saying 'use opther footpath'" src="https://images.theconversation.com/files/491508/original/file-20221024-19-b2r1oi.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/491508/original/file-20221024-19-b2r1oi.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=400&fit=crop&dpr=1 600w, https://images.theconversation.com/files/491508/original/file-20221024-19-b2r1oi.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=400&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/491508/original/file-20221024-19-b2r1oi.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=400&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/491508/original/file-20221024-19-b2r1oi.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=503&fit=crop&dpr=1 754w, https://images.theconversation.com/files/491508/original/file-20221024-19-b2r1oi.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=503&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/491508/original/file-20221024-19-b2r1oi.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=503&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px">
<figcaption>
<span class="caption">Footpath-level features include obstacles such as tree roots.</span>
<span class="attribution"><span class="source">Shutterstock</span></span>
</figcaption>
</figure>
<p>Previous studies on walkability have mixed these two levels of features. But our research separated them, to help urban designers identify which features are most important and which should be improved.</p>
<p>We focused on neighbourhood walkability for senior citizens. By 2050, <a href="https://population.un.org/wpp/Graphs/Probabilistic/PopPerc/65plus/900">one in six people</a> in the world will be aged over age 65 – almost double the number in 2015. <a href="https://www.abs.gov.au/statistics/people/population/population-census/2021">Australian census data</a> paints a similar picture. </p>
<p><a href="https://doi.org/10.3390/ijerph14101199">Research</a> shows older adults who perceive their neighbourhood as walkable are happier and more satisfied with life, and less lonely. </p>
<p>Walkable cities help senior citizens – especially those with <a href="https://doi.org/10.3390/ijerph14030333">physical restrictions</a> – be more physically active, and <a href="https://link.springer.com/article/10.1007/s10901-017-9558-1">promotes</a> stronger and more regular social connections. </p>
<p>So it’s particularly important to identify how to make our streets more appealing for this age group.</p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/people-love-the-idea-of-20-minute-neighbourhoods-so-why-isnt-it-top-of-the-agenda-131193">People love the idea of 20-minute neighbourhoods. So why isn't it top of the agenda?</a>
</strong>
</em>
</p>
<hr>
<h2>What we found</h2>
<p><a href="https://authors.elsevier.com/c/1fkIz7sfVZ6RP9">Our research</a> focused on the city of Shenzhen in China. Over the past 40 years, Shenzhen has grown into a megacity, and urban planners have historically prioritised the needs of motorised traffic over pedestrians and cyclists.</p>
<p>Among the methods involved in our study, we asked 256 senior citizens to rate footpath features to help us understand how much each one affects their walking.</p>
<p>Respondents told us bikes on footpaths and vehicles parked on footpaths were the biggest factors in reducing walkability. They reported that cars parked on footpaths made the space too crowded and <a href="https://www.sciencedirect.com/science/article/pii/S0001457509002140">increased the risk</a> of being injured by bikes travelling on the footpath. </p>
<p>Convenient crossing facilities were rated as the second most important feature of footpath walkability. This includes formal crossings – such as zebra crossings and underpasses – as well as informal crossings such as quiet streets.</p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/aged-care-isnt-working-but-we-can-create-neighbourhoods-to-support-healthy-ageing-in-place-148635">Aged care isn't working, but we can create neighbourhoods to support healthy ageing in place</a>
</strong>
</em>
</p>
<hr>
<figure class="align-center ">
<img alt="A street scene in Shenzen showing vehicles parked on footpaths and pedestrians using informal crosswalks." src="https://images.theconversation.com/files/487625/original/file-20221002-6035-n1lie8.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/487625/original/file-20221002-6035-n1lie8.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=449&fit=crop&dpr=1 600w, https://images.theconversation.com/files/487625/original/file-20221002-6035-n1lie8.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=449&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/487625/original/file-20221002-6035-n1lie8.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=449&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/487625/original/file-20221002-6035-n1lie8.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=565&fit=crop&dpr=1 754w, https://images.theconversation.com/files/487625/original/file-20221002-6035-n1lie8.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=565&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/487625/original/file-20221002-6035-n1lie8.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=565&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px">
<figcaption>
<span class="caption">A street scene in Shenzen showing vehicles parked on footpaths and pedestrians using informal crosswalks.</span>
<span class="attribution"><span class="source">Author</span></span>
</figcaption>
</figure>
<p>We employed two auditors to quantify how well each feature appears in 11 sample footpaths. The results showed that the way researchers quantify the quality of a footpath can differ to the views of senior citizens.</p>
<p>For example, we measured the quality of a green belt based on the ratio of the length of the belt to the length of the footpath. But for the pedestrians we spoke to, no matter how wide a green belt is, it’s effective as long as it separates them from traffic lanes.</p>
<h2>We need walkable neighbourhoods, too</h2>
<p>Our research shows what makes a good footpath, but <a href="https://doi.org/10.1016/j.jtrangeo.2012.11.012">neighbourhood walkability</a> is also important. If people don’t have destinations to walk to, or streets are not well connected, then they will be deterred from walking even if the footpath is good quality. </p>
<p>And we must remember, people experience footpaths differently. An able younger adult may consider a footpath walkable when a senior citizen or a younger child struggles to navigate it. </p>
<p>Every citizen has an equal right to use and enjoy public space – and footpath design should reflect this.</p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/its-easy-to-get-us-walking-more-if-we-have-somewhere-to-walk-to-near-our-home-and-work-124500">It's easy to get us walking more if we have somewhere to walk to near our home and work</a>
</strong>
</em>
</p>
<hr>
<img src="https://counter.theconversation.com/content/191537/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Fatemeh Aminpour does not work for, consult, own shares in or receive funding from any company or organisation that would benefit from this article, and has disclosed no relevant affiliations beyond their academic appointment.</span></em></p>Shade, street furniture, streetscapes – they all matter when it comes to making a footpath appealing.Fatemeh Aminpour, Associate Lecturer, School of Built Environment, UNSW SydneyLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1743132022-01-10T16:08:28Z2022-01-10T16:08:28ZInclusion, walkability will be key to rebuilding cities after the COVID-19 pandemic<figure><img src="https://images.theconversation.com/files/439973/original/file-20220110-27-psk7vr.jpg?ixlib=rb-1.1.0&rect=35%2C0%2C4000%2C2646&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">Developing mixed use and mixed income neighbourhoods will help cities recover after the pandemic.</span> <span class="attribution"><span class="source">(Shutterstock)</span></span></figcaption></figure><p>Cities emerged as the epicentres of the COVID-19 pandemic: <a href="https://www.un.org/sites/un2.un.org/files/sg_policy_brief_covid_urban_world_july_2020.pdf">roughly 90 per cent of COVID-19 infections worldwide were reported in urban settings</a>. And poor urban neighbourhoods were hit especially hard.</p>
<p>Researchers frequently attributed the vulnerability of cities to <a href="https://doi.org/10.1289/EHP8888">high population density, overcrowding and poor air circulation</a>. The vulnerability of cities during the COVID-19 pandemic has highlighted the need to create sustainable cities that promote health.</p>
<figure>
<iframe width="440" height="260" src="https://www.youtube.com/embed/AwvtmKqIUCo?wmode=transparent&start=0" frameborder="0" allowfullscreen=""></iframe>
<figcaption><span class="caption">To address the pandemic, municipal governments around the world have changed their approaches to urban planning.</span></figcaption>
</figure>
<h2>Less density, more diversity</h2>
<p>As sociologists interested in urban settings, we examined how the <a href="https://doi.org/10.31235/osf.io/3xg5q">physical environment of neighbourhoods shaped the spread of COVID-19 in Toronto</a>. Our findings suggest a few things cities should keep in mind as they rebuild following the pandemic. </p>
<p>First, we should create more walkable neighbourhoods. COVID-19 spread at a much slower pace in highly walkable neighbourhoods. Residents in these neighbourhoods <a href="https://doi.org/10.1177/1948550620979259">can travel shorter distances</a> on wider and better maintained sidewalks, which may reduce their exposure to the COVID-19 virus. </p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/the-pandemic-highlights-the-importance-of-walkable-and-wheelable-neighbourhoods-165204">The pandemic highlights the importance of walkable and wheelable neighbourhoods</a>
</strong>
</em>
</p>
<hr>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/439985/original/file-20220110-13-n0n1ip.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="An older apartment building with a canadian flag flying from one balcony" src="https://images.theconversation.com/files/439985/original/file-20220110-13-n0n1ip.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/439985/original/file-20220110-13-n0n1ip.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=400&fit=crop&dpr=1 600w, https://images.theconversation.com/files/439985/original/file-20220110-13-n0n1ip.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=400&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/439985/original/file-20220110-13-n0n1ip.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=400&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/439985/original/file-20220110-13-n0n1ip.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=503&fit=crop&dpr=1 754w, https://images.theconversation.com/files/439985/original/file-20220110-13-n0n1ip.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=503&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/439985/original/file-20220110-13-n0n1ip.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=503&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">Higher population density increased the spread of COVID-19 in low-income neighbourhoods, but lowered the infection rate in more affluent neighbourhoods.</span>
<span class="attribution"><span class="source">(Shutterstock)</span></span>
</figcaption>
</figure>
<p>Second, we should reduce the number of overcrowded households. <a href="https://theconversation.com/new-study-reveals-intensified-housing-inequality-in-canada-from-1981-to-2016-173633">Soaring real estate prices have forced many socio-economically disadvantaged families into overcrowded housing</a>. Space constraints in these housing units may make it more difficult for residents to practice adequate physical distancing. <a href="https://www.thestar.com/news/gta/2021/04/18/seven-people-one-bathroom-what-its-like-weather-the-pandemic-in-an-overcrowded-toronto-home.html">It may have also deprived them of the space necessary to isolate if they contracted the virus</a>. <a href="https://doi.org/10.1016/j.ssmph.2021.100845">These factors may have increased their risk of contracting COVID-19</a>. Increasing the supply of affordable housing may hold the key to reducing the urban poor’s vulnerability to infectious diseases. </p>
<p>Third, we should increase the number of mixed-income housing units and better integrate our neighbourhoods. COVID-19 spread much faster in lower-income neighbourhoods. Housing affordability may have pushed out <a href="https://books.google.ca/books?hl=en&lr=&id=yFw1EAAAQBAJ&oi=fnd&pg=PA175&dq=gentrification+and+displacement+Canada&ots=4M0p8kGebG&sig=gNVS2bkMaVu9MJd09XHBdGCkU4E&redir_esc=y#v=onepage&q=gentrification%20and%20displacement%20Canada&f=false">disadvantaged families from higher-income neighbourhoods and forced them to settle in lower-income areas with fewer amenities</a>. </p>
<p>Displacement and higher density due to limited housing affordability may have increased the concentration of residents who were exposed to the COVID-19 virus. Residents of low-income neighbourhoods are more likely than their peers in affluent neighbourhoods to live in close proximity to someone with a COVID-19 infection.</p>
<h2>Tailored responses</h2>
<p>Residents of low-income neighbourhoods rely more on neighbourhood amenities than their peers in affluent neighbourhoods because they have fewer personal resources at their disposal. And even when communities have the same amenities, those in lower-income neighbourhoods are more likely to be poorly maintained. For example, lower-income neighbourhoods may <a href="https://doi.org/10.1016/j.ssmph.2016.03.004">lack wide and well-maintained sidewalks</a>. </p>
<p>They also have fewer health-promoting amenities, such as <a href="https://theconversation.com/how-urban-planning-and-housing-policy-helped-create-food-apartheid-in-us-cities-154433">grocery stores with fresh produce</a> or <a href="https://dx.doi.org/10.1016/j.puhe.2020.05.006">high quality health care facilities</a>. Therefore, a neighbourhood’s physical environment contributes to the spread of COVID-19 differently in lower and higher income neighbourhoods.</p>
<p>Our study reveals that <a href="https://osf.io/preprints/socarxiv/3xg5q/">population density increased the spread of COVID-19 in low-income neighbourhoods, but it lowered the infection rate in high-income neighbourhoods</a>. In more affluent neighbourhoods, even high-density apartment buildings come with amenities and protections — like better ventilation systems and additional staff to properly sanitize common areas — that similarly dense buildings in lower-income neighbourhoods lack.</p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/as-coronavirus-forces-us-to-keep-our-distance-city-density-matters-less-than-internal-density-137790">As coronavirus forces us to keep our distance, city density matters less than internal density</a>
</strong>
</em>
</p>
<hr>
<p>Similarly, green space mitigates the spread of COVID-19 in lower-income, but not higher-income, neighbourhoods. Housing units in low-income neighbourhoods are likely smaller, overcrowded, less well-maintained and have poorer ventilation. Residents of low-income neighbourhoods may thus face greater difficulty adhering to stay-at-home policies. Large green spaces in such neighbourhoods may <a href="https://doi.org/10.1088/1748-9326/abb396">provide a safe space where residents can get clean air and safely practice social distancing</a>. </p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/439984/original/file-20220110-25-vqwzn.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="Groups of people sit on the grassy ground behind a modern building" src="https://images.theconversation.com/files/439984/original/file-20220110-25-vqwzn.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/439984/original/file-20220110-25-vqwzn.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=450&fit=crop&dpr=1 600w, https://images.theconversation.com/files/439984/original/file-20220110-25-vqwzn.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=450&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/439984/original/file-20220110-25-vqwzn.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=450&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/439984/original/file-20220110-25-vqwzn.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=566&fit=crop&dpr=1 754w, https://images.theconversation.com/files/439984/original/file-20220110-25-vqwzn.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=566&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/439984/original/file-20220110-25-vqwzn.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=566&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">Building more urban green spaces will allow people to socialize safely.</span>
<span class="attribution"><span class="source">(Shutterstock)</span></span>
</figcaption>
</figure>
<p>Furthermore, neighbourhood walkability helps mitigate the spread of COVID-19 more in lower-income neighbourhoods than in higher-income neighbourhoods. This pattern likely emerges because residents of <a href="https://doi.org/10.1016/j.tranpol.2017.09.016">low-income neighbourhoods are less likely than their counterparts in affluent neighbourhoods to own cars</a>. They are more likely to rely on public transportation for errands that cannot be completed on foot. For residents of low-income neighbourhoods with poor walkability, <a href="https://doi.org/10.1080/01944363.2021.1886974">running errands may require longer trips and making multiple transfers in the public transportation system</a>. </p>
<h2>After the pandemic</h2>
<p>The COVID-19 pandemic has highlighted the need for us to build sustainable cities that promote health and reduce the vulnerability to infectious diseases among their residents. Future urban planning efforts should not adopt a one-size-fits-all approach. Instead, they should tailor the rebuilding process to meet the diverse needs of residents of lower and higher income neighbourhoods.</p>
<p>Specifically, rebuilding efforts should prioritize low-income neighbourhoods and remedy their high population density, construct more green spaces and improve their walkability.</p><img src="https://counter.theconversation.com/content/174313/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Kate Choi receives funding from the Social Sciences and Humanities Research Council of Canada (SSHRC). </span></em></p><p class="fine-print"><em><span>Patrick Denice receives funding from the Social Sciences and Humanities Research Council of Canada (SSHRC). </span></em></p>Income, accessibility, the presence of green space and the availability of amenities are neighbourhood features that affect how COVID-19 has spread through cities.Kate Choi, Associate Professor, Sociology, Western UniversityPatrick Denice, Assistant Professor of Sociology, Western UniversityLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1715432021-12-22T10:50:53Z2021-12-22T10:50:53ZFive climate-related factors to consider before buying a home<p>In the UK, where house prices have reached <a href="https://www.independent.co.uk/money/average-uk-house-price-hits-record-high-of-ps270-000-b1959188.html">historic highs</a> and there is a <a href="https://www.reuters.com/world/uk/uk-house-price-climb-slows-homes-shortage-deepens-rics-2021-10-13/">shortage of homes</a> available, the pressure on the property market is stark.</p>
<p>And as with any market these days, there are environmental factors to consider. So for those who can afford to buy their own home, it is worth remembering that within the lifetime of a mortgage (typically around 30 years) the climate will be very different from today – with a significant impact on property prices. </p>
<p>For example, the <a href="https://www.metoffice.gov.uk/services/insights/future-weather-forecast-for-2050">Met Office predicts</a> that by 2050 average temperatures in the UK could increase by 1.7°C. There will also be more frequent and longer lasting heat waves, more extreme rainfall, and more regular and powerful storms.</p>
<p>So here are five things for home-buyers to take into account beyond living space and local amenities:</p>
<h2>1. Connectivity</h2>
<p>Working from home may be here to stay, but the need to travel will not disappear completely. And as the pressure to reduce individual car use becomes more intense and <a href="https://theconversation.com/birmingham-plans-to-become-a-supersized-low-traffic-neighbourhood-will-it-work-170131">low-traffic neighbourhoods</a> become increasingly common, being able to walk, cycle or use public transport will be highly prized. <a href="https://www.sciencedirect.com/science/article/abs/pii/S0967070X21002377">Research shows</a> that good access to public transport is reflected in higher house prices.</p>
<p>“Walkable” neighbourhoods and areas with off-road cycle paths are also more expensive, indicating <a href="http://www.niagaraknowledgeexchange.com/wp-content/uploads/sites/2/2016/04/value-of-cycling.pdf">financial value</a> in the ability to ditch cars.</p>
<p>For staying in, a reliable and fast internet connection is important – so much so that homes with the best connections <a href="https://www.telegraph.co.uk/property/house-prices/high-cost-slow-broadband-sluggish-internet-speeds-hitting-house/">are worth more</a> than those without. </p>
<h2>2. Insulation</h2>
<p>With energy prices rising, keeping the warmth in during the winter and excess heat out during the summer makes sense economically and environmentally. But before rushing to replace gas boilers with heat pumps, the focus should be on increasing the thermal <a href="https://onehome.org.uk/your-home/19-warm-and-cosy-homes/265-how-much-could-you-save-by-insulating-your-home">performance of a building</a>. </p>
<p>Cavity and loft insulation are simple and cost effective, as is upgrading windows (unless it’s a listed building where double glazing may <a href="https://historicengland.org.uk/images-books/publications/eehb-secondary-glazing-windows/heag085-secondary-glazing/">not be permitted</a>). But many homes require more bespoke measures. </p>
<p>Solutions to the insulation of solid brick walls (a common construction for terraced houses), for example needs to be detailed in a way to avoid <a href="https://www.sciencedirect.com/science/article/abs/pii/S0378778814010822">condensation and mould growth</a>. It is worth <a href="https://www.architecture.com/knowledge-and-resources/knowledge-landing-page/the-six-principles-for-retrofitting-a-house-to-meet-net-zero-targets">seeking advice</a> when it comes to energy efficiency upgrades to existing housing stock. </p>
<h2>3. Sewerage</h2>
<p>Climate change increases the risk of <a href="https://www.ofwat.gov.uk/regulated-companies/resilience-in-the-round/climate-change/">surface water and sewer flooding</a> because more <a href="https://www.metoffice.gov.uk/about-us/press-office/news/weather-and-climate/2021/future-extreme-rainfall-more-extreme-than-first-thought">frequent heavy downpours</a> will inundate drainage systems. Flooding such as that <a href="https://inews.co.uk/news/uk/london-flooding-brian-may-belongings-ruined-flash-floods-home-1101697">seen in London</a> in July 2021 will be more commonplace.</p>
<p>Sewer flooding is as disgusting as is sounds, and it is worth checking sewer maps to see if a house is exposed to this risk. The treatment of sewage is being affected by climate change due to reduced river flows in <a href="https://www.ofwat.gov.uk/regulated-companies/resilience-in-the-round/climate-change/">hotter summers</a> which, combined with the lack of <a href="http://saveobwater.com/Privatization/privatizationfiascos.pdf">infrastructure investment</a>, will lead to more untreated (or partially treated) sewage being released into <a href="https://doi.org/10.1007/978-3-319-10467-6_10">rivers and the sea</a>.</p>
<h2>4. Trees</h2>
<p>The right tree in the right place is the key to <a href="https://indiana-arborist.org/wp-content/uploads/2017/03/TreesAndStormsFNRFQ-12W.pdf">tree management</a> around a home. Many locations will experience more frequent and <a href="https://agupubs.onlinelibrary.wiley.com/doi/full/10.1029/2006GL027663">severe storms</a>, so it is advisable to take note of the position and health of large trees, and the direction of prevailing winds. </p>
<figure class="align-center ">
<img alt="Fallen tree leans on house." src="https://images.theconversation.com/files/438680/original/file-20211221-21-1h7faqx.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/438680/original/file-20211221-21-1h7faqx.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=401&fit=crop&dpr=1 600w, https://images.theconversation.com/files/438680/original/file-20211221-21-1h7faqx.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=401&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/438680/original/file-20211221-21-1h7faqx.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=401&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/438680/original/file-20211221-21-1h7faqx.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=503&fit=crop&dpr=1 754w, https://images.theconversation.com/files/438680/original/file-20211221-21-1h7faqx.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=503&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/438680/original/file-20211221-21-1h7faqx.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=503&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px">
<figcaption>
<span class="caption">Natural risks.</span>
<span class="attribution"><a class="source" href="https://www.shutterstock.com/image-photo/tree-falls-on-home-multifamily-housing-453299347">Shutterstock/Karen Hermann</a></span>
</figcaption>
</figure>
<p>A more <a href="http://news.bbc.co.uk/1/hi/uk/4091068.stm">Mediterranean climate</a> will also lead to increased risk of forest fires. In 2019, Ashdown Forest in East Sussex was <a href="https://www.bbc.co.uk/news/uk-england-sussex-48090078">partially destroyed</a> by fire, one of around <a href="https://www.forestresearch.gov.uk/research/climate-change-impacts/forest-fires-and-climate-change/">9,000 wild fires</a> reported in the UK that year. </p>
<p>But trees are a vital part of the solution to minimising climate change and large-scale tree planting is <a href="https://thenorthernforest.org.uk/#:%7E:text=We%27re%20planting%20at%20least,%2C%20Sheffield%2C%20York%20and%20Hull">taking place</a> across the UK. When buying a new home you may want to consider planting a tree to the south of the house, where they can provide <a href="https://eco-intelligent.com/2020/05/23/why-is-it-cooler-around-trees/">natural shade</a> as well as improving air quality and reducing traffic noise. </p>
<p>It is important to remember when planting trees now that you are planting for the climate in the decades to come, when the species of tree suitable <a href="https://www.forestresearch.gov.uk/research/climate-change-impacts/climate-change-impacts-and-adaptation-in-englands-woodlands/species-and-provenance-choice-for-adapting-englands-woodlands/">will be different</a>. </p>
<h2>5. Elevation</h2>
<p>A sea view or the sound of a nearby babbling brook have long been seen by estate agents as strong selling points. But they bring risks too. </p>
<p>Heavier rainfall will continue to cause dramatic and sometimes <a href="https://www.theguardian.com/environment/2021/aug/23/climate-crisis-made-deadly-german-floods-up-to-nine-times-more-likely">catastrophic flooding</a>, and homes known to be at risk from flooding will be more expenive to insure. </p>
<p>In extreme situations homes may be denied insurance cover and lenders may refuse to <a href="https://www.onlinemortgageadvisor.co.uk/property-types/flood-zone/">provide a mortgage</a>. Yet many thousands of new homes continue to be <a href="https://eandt.theiet.org/content/articles/2021/07/uk-homes-are-not-sufficiently-protected-from-climate-change-risk-aviva-warns/">built on flood plains</a>. </p>
<p>Sea levels are rising, with coastal towns and cities set to <a href="https://www.theguardian.com/environment/commentisfree/2021/apr/13/sea-level-rise-climate-emergency-harold-wanless">become unrecognisable</a>. Researchers have also <a href="https://doi.org/10.1038/S41558-020-0874-1">now made links</a> between sea level rises and groundwater level rises, which can affect the foundations of a home as well as <a href="https://www.environmentalevidence.org/">underground service connections</a>. </p>
<p>The risks associated with these changes will be priced into the value of property in the future. But it is already having an effect. A <a href="https://papers.ssrn.com/sol3/papers.cfm?abstract_id=3073842">recent study</a> of house prices in low-lying coastal areas in the US showed that homes exposed to future sea level rise were generally 7% less expensive than neighbours on higher ground. </p>
<p>Even if your neighbourhood escapes the worst of the climate changes in the next few decades, when you eventually decide to sell up, remember that future buyers and their mortgage companies will be considering the 30 years beyond that date – when the effects of climate change will be <a href="https://www.ft.com/content/31d5498f-38d8-4b35-a149-b5fbd7ad28b6">even more severe</a>.</p><img src="https://counter.theconversation.com/content/171543/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Chris Medland is a member of the Royal Institute of British Architects and affiliated with The Green Party</span></em></p>Our surroundings will be very different over the duration of a typical mortgage.Chris Medland, PhD Candidate, University of SurreyLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1652042021-09-13T16:06:28Z2021-09-13T16:06:28ZThe pandemic highlights the importance of walkable and wheelable neighbourhoods<figure><img src="https://images.theconversation.com/files/419829/original/file-20210907-19-141fp6v.jpg?ixlib=rb-1.1.0&rect=17%2C0%2C5691%2C3799&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">People living with disabilities have been inordinately impacted by the pandemic. </span> <span class="attribution"><span class="source">(Shutterstock)</span></span></figcaption></figure><p>The COVID-19 pandemic has highlighted the <a href="https://www.abc.net.au/news/2020-04-11/how-coronavirus-could-forever-change-our-cities-and-suburbs/12137122">importance of neighbourhoods</a> and how they fare in terms of walkability and wheelability. </p>
<p>Neighbourhood walkability and wheelability are defined as the “<a href="https://www.publichealthontario.ca/en/health-topics/health-promotion/physical-activity/walkability">measure of how well a neighbourhood fosters active forms of transportation</a>.” Very walkable and wheelable neighbourhoods have <a href="https://www.sciencedirect.com/topics/engineering/built-environment">built environments</a>, or human-made surroundings, that <a href="https://www.publichealthontario.ca/en/health-topics/health-promotion/physical-activity/walkability">support physical and social activity</a>.</p>
<p><a href="https://doi.org/10.1016/j.jth.2020.100975">Built environment design features</a> that characterize walkable and wheelable neighbourhoods can include sidewalks, curb cuts and pedestrian traffic signals. When appropriately constructed, these features can <a href="https://doi.org/10.1080/09687599.2019.1649127">support inclusion</a> and in many cases, neighbourhoods that are designed with this in mind are good for everyone.</p>
<p>Unfortunately, most neighbourhood built environments are <a href="https://doi.org/10.1108/ARCH-10-2020-0225">not designed for everyone</a>. They can in fact create exclusionary environments for people with disabilities and older adults. </p>
<p>The pandemic brings into focus neighbourhood walkability and wheelability by highlighting persistent inaccessibility issues. It also creates the opportunity to advocate for change and bring about rapid and innovative solutions.</p>
<h2>Barriers and facilitators to mobility</h2>
<p>As neighbourhood walkability and wheelability are impacted by the built environment, poorly maintained and constructed neighbourhoods can create <a href="https://dx.doi.org/10.1093%2Fgeront%2Fgns119">barriers that prevent community access and eliminate opportunities to participate in local activities</a>.</p>
<p>These barriers — like the condition of streets, sidewalks and crosswalks — can impact anyone but <a href="https://dx.doi.org/10.1093%2Fgeront%2Fgns119">frequently affect those living with disabilities</a>. Research finds that when streets are in even slight disrepair, people with severe mobility impairments are <a href="https://doi.org/10.1093/aje/kwn185">four times more likely</a> to report difficulty walking compared to those living in “good” neighbourhoods (neighbourhoods without cracks in sidewalks and potholes). Even slightly increasing the quality of streets could help people both access and remain involved in their communities.</p>
<figure class="align-center ">
<img alt="Image shows a tiny ramp leading up towards a picnic table" src="https://images.theconversation.com/files/420074/original/file-20210908-17-cidt26.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/420074/original/file-20210908-17-cidt26.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=428&fit=crop&dpr=1 600w, https://images.theconversation.com/files/420074/original/file-20210908-17-cidt26.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=428&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/420074/original/file-20210908-17-cidt26.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=428&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/420074/original/file-20210908-17-cidt26.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=538&fit=crop&dpr=1 754w, https://images.theconversation.com/files/420074/original/file-20210908-17-cidt26.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=538&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/420074/original/file-20210908-17-cidt26.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=538&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px">
<figcaption>
<span class="caption">Neighbourhood built environments during the pandemic, like pop-up patios, created barriers to accessibility.</span>
<span class="attribution"><span class="source">(Atiya Mahmood)</span>, <span class="license">Author provided</span></span>
</figcaption>
</figure>
<p>Simple measures, such as involving people with disabilities in research and planning, are found to create targeted solutions to barriers and enhance the accessibility of neighbourhoods. </p>
<p>In the past, there were <a href="https://doi.org/10.3390/ijerph17051561">limited opportunities for people with disabilities</a> to have their opinions heard. With the recent rise of participatory research methods, however, they are increasingly working as “<a href="https://www.york.ac.uk/media/future-health/CoProductionResearch_Booklet_WebFinal.pdf">co-researchers</a>.” This helps create opportunities for collaboration with municipal officials and community service providers. </p>
<p>The shift towards participatory research moves us away from only researchers collecting data. Innovative data collection methods, <a href="https://doi.org/10.1080/09687599.2019.1649127">such as user-led environmental audit tools</a>, champion this shift. They help capture the users’ perspective and provide a more holistic understanding of environmental features affecting walkability and wheelability.</p>
<h2>Overlooked accessibility and COVID-19</h2>
<p>Neighbourhood built environments create barriers to inclusion that have been <a href="https://ncceh.ca/content/blog/accessibility-persons-disabilities-during-covid-19-pandemic">intensified by the pandemic</a>. </p>
<p>For example, added challenges that have arisen in response to the pandemic can include communication difficulties for those who are deaf and hard of hearing caused by <a href="https://www.wavefrontcentre.ca/wp/wp-content/uploads/2021/08/Report-Impacts-of-COVID-19-on-Communication-Accessibility-for-Adults-with-Hearing-Loss-1.pdf">plexiglass shields and masks</a>, inaccessibility of hand hygiene products for mobility device users <a href="https://ncceh.ca/content/blog/accessibility-persons-disabilities-during-covid-19-pandemic">because they’re placed too high</a> and increased navigational barriers like those from <a href="https://www.cbc.ca/news/canada/pandemic-era-patios-still-too-often-inaccessible-disability-advocates-say-1.6132490">pop-up patios</a>. </p>
<p>As the pandemic draws on, it has become glaringly clear that people living with disabilities have been <a href="https://dx.doi.org/10.1002%2Fpmrj.12611">inordinately impacted</a>. By and large, these strategies were intended to help us but they bring into focus our habitual pattern of overlooking accessibility and not consulting those with lived experiences.</p>
<h2>A historical opportunity to advocate for change</h2>
<p>Canada is at a historical crossroads to becoming barrier-free. The recent ushering in of accessibility acts, at <a href="https://www.canada.ca/en/employment-social-development/programs/accessible-people-disabilities/act-summary.html">both the federal</a> <a href="https://www.leg.bc.ca/parliamentary-business/legislation-debates-proceedings/42nd-parliament/2nd-session/bills/first-reading/gov06-1">and provincial levels</a>, is creating the necessary infrastructure to enforce the creation of accessible built environments and the equitable inclusion of people with disabilities. </p>
<p>Post-pandemic recovery presents an <a href="https://doi.org/10.1108/ARCH-10-2020-0225">opportunity for creating accessible environments</a> as barriers have been exposed and the need to involve those with experience in creating solutions has been reinforced. </p>
<p>The alignment of research, public and political will and the pandemic-era realization that radical and rapid social change is possible creates the perfect conditions to create a Canada that provides access for all.</p>
<p><em>Alison F. Chung is a research assistant at Simon Fraser University and co-authored this article. She is working with the authors on a project titled: Towards Barrier-Free Communities: A Partnership for Improving Mobility, Access and Participation (MAP) Among People with Disabilities</em>.</p><img src="https://counter.theconversation.com/content/165204/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Atiya Mahmood receives funding from Social Science and Humanities Research Council. Grant Title: Towards Barrier-Free Communities: A Partnership for Improving Mobility, Access and Participation (MAP) Among People with Disabilities. </span></em></p><p class="fine-print"><em><span>Hailey Thomas Jenkins and Muhammad Nowshervan Qureshi do not work for, consult, own shares in or receive funding from any company or organisation that would benefit from this article, and have disclosed no relevant affiliations beyond their academic appointment.</span></em></p>The post-pandemic recovery presents an opportunity for creating accessible environments.Hailey Thomas Jenkins, PhD Student, Simon Fraser UniversityAtiya Mahmood, Associate professor, Gerontology Department, Simon Fraser UniversityMuhammad Nowshervan Qureshi, Graduate Research Assistant, Simon Fraser UniversityLicensed as Creative Commons – attribution, no derivatives.