I Don't walk Much, But

Pedestrians and bicyclists behave the same as motorists. They are sensitive to delays and make travel choices based on the quality of connections and intersections, physical obstructions, long and winding travel routes and insufficient street and sidewalk space. For example, if the delay for the “walk” signal is too long, pedestrians will cross when “do not walk” is still lit; similarly, if turning blocks are infrequent, a motorist will likely make an illegal u-turn. Convenience of the circulation system is important to all travelers regardless of mode.
Current transportation policies and systems emphasize mobility over access. By focusing on moving vehicles through areas, ways for people to get into a building or site are ignored. Emphasizing mobility over access results in a circulation system dominated by streets and highways. While this system is certainly important to the auto user, it often ignores the access requirements of those who do not drive. To cut total costs and increase privacy, communities are constructing their circulation system of roads and highways without simultaneously constructing bike paths and walkways. This circulation pattern severely limits travel options and, as a result, creates a dependence on the automobile. Without bike and pedestrian facilities, large segments of the population (including our youth, elderly, disabled and lower income residents) are neglected; auto users, too, are deprived of their choice of travel.
A pedestrian network will be effective if pedestrian and bicycle facilities are included within the overall land-use and transportation planning process already in existence. Pedestrian considerations can then compete with other design and financial priorities during community planning. When integrated into development plans from the start, pedestrian and bike facilities can be a relatively small cost and actually increase the marketability of the neighboring properties.
Everyone is a pedestrian at some point during the day whether they make an entire trip on foot, walk to a transit stop, or simply walk from their car to the front door of their destination. Since people walk at relatively low speeds (an average of 3 to 7 miles per hour), walking is especially appropriate for trips of a mile or less. This can include quick trips between adjacent uses as well as combined trips with other modes (e.g. walking to a transit stop).
Convenient and safe routes for walking and bicycling between homes, shops, schools, parks and workplaces can make walking a viable option. Streets that are designed with parallel pedestrian and bicyclist facilities and are continuous and interconnected allow for a comprehensive network of routes. In situations where streets are blocked or closed off due to cul-de-sacs, dead end routes or temporary construction, connecting paths or accessways can create direct links between destinations. Where a grid street system does not exist, a pedestrian/bike grid can be constructed for connections through cul-de-sacs, loop streets and barriers such as rivers and controlled access highways.
A problem occurs when the sidewalk or bikeway system itself is discontinuous or incomplete. This often happens at jurisdictional boundaries or junctions between new and existing developments. These disruptions force pedestrians to travel on unpaved shoulders and bicyclists to ride in the line of heavy traffic or merge into vehicle lanes, thereby increasing the likelihood of accidents.
Sidewalk and bikeway segments on well-designed streets can increase safe and efficient travel while helping to unify the community by providing multiple chances for social interaction. Planning for the connection of existing streets with pathways of new developments can ensure system completion and eliminate circulation problems.