Millions of Americans thought they could find the good life by moving to the suburbs and relying on their automobiles as their primary mode of transportation. However, the planners of our transportation system didn't think about the urban sprawl and reliance on the automobile would lead to a decline in air quality and a less physically active population, both of which impacts health: e.g., cardiovascular diseases, obesity, asthma, and depression.
"Transportation and land use affect health in many ways," said physician, Howard Frumkin, from the Center for Disease Control (CDC) and co-author of Urban Sprawl and Public Health . He was speaking at a Congressional briefing on Monday, May 1 at the Rayburn House Office Building. Experts on livable communities, land-use and transportation planning were invited to share their experiences and insights on the role of public transportation and better community design.
The briefing was sponsored by The Environmental and Energy Institute (EESI), which was founded in 1984 by a bipartisan group of Members of Congress concerned about energy and environmental issues.
A Dramatic Decline in Physical Activity Among Seniors and Children
• According to the CDC, in 1969, 35% of students lived within a mile of school and 87% of those walked to school. Today, only 20% of students live within a mile of school and only about one-third of them walk.
• Almost 64% of seniors do not engage in regular physical activity; and 41% are overweight.
• The CDC recently reported that between 1999 and 2004, there has been significant increase in the prevalence of girls and boys between the ages 2 and 19 who are overweight.
The above facts are related to the urban sprawl and heavy reliance on the automobile. The consensus of the briefing was that not enough thought was given to the fact that the ways in which our communities are designed can diminish mobility and present obstacles for the most vulnerable segments of the population—the very young, and the very old, and the low income.
Urban Sprawl Leads to Adverse Health Outcomes
Dr. Frumkin provides much data that shows a trend towards more of the population becoming obese. In 1991, no states had more than 19% of the population that was obese. By 2003, he shows a map where several states exceed 25% obese. Obesity increases risk of heart disease, cancer, and diabetes.
In addition to statistics and maps, Dr. Frumkin showed photos, cartoons, and pictures to demonstrate in an artistic way the direction the country is heading. He showed photos of triple-wide coffins, which were unheard of in the past. A photo of a newly built school was shown "in the middle of nowhere," which has become general practice in many school districts. Children have to be bussed or driven to school.
He showed photos of roadways without sidewalks for the pedestrians, and sidewalks that are in disrepair or go nowhere. He made the case that often the pedestrian has nothing to look at and no protection from the sun. These conditions make walking much less attractive as a way to travel.
Speaking about the ozone effects and gas house emissions, Dr. Frumkin stated, "If we could diminish our dependence on motor vehicles, we would improve air quality and lower respiratory problems." Other adverse effects to our health and even our life is the fact that automobile accidents take the lives of 42,000 people annually, and result in 3.4 million nonfatal injuries, according to the National Highway Traffic Safety Administration.
Road rage is another adverse effect from driving under congested or stressful conditions. One survey he cited found that half the drivers reported within the last year that another driver made an obscene gesture at them, and 63% reported being tailgated.
Dr. Frumkin made the case that in order to address a deteriorating health picture of America, we have to seriously consider making changes in the way our communities are designed.
"Child-friendly" Sidewalks, Pathways, and Transit
Richard Gilbert from the Centre for Sustainable Transportation in Toronto, Canada, wants to put the focus on transportation planning on the children and youth—almost a complete reversal with the way the thinking is now. He believes that if the community is designed well from the standpoint of the children, it will be a success for the other age groups as well.
Some of Gilbert's suggestions may be obvious, but planners have not in the past given much thought to them. For example, Gilbert recommends that transportation planners should "identify where children and youth want to go or need to go and, to the extent possible, provide ways of getting there by foot." Then he wants them to explore and make the routes usable and safe as possible.
There is a lot that can be done for children and youth to encourage bicycling such as bicycle parking at the destinations they go to.
Gilbert is a great believer in teaching children to use transit, saying that a child of seven—younger than what a lot people commonly believe—is capable of using transit. However, the transit system should be simple to use. He recommends avoiding transfers by routing buses to go where children need to go, and making transfers easy where necessary. He also recommends keeping fares low so as to encourage their use by children and young people. Children shouldn't be charged adult fares.
Gilbert noted that where vehicles travel at high speeds discourages pedestrians in the area. In Europe, it is common in residential areas to not allow the automobiles to go very fast; in Austria and Germany, for example, motorist must travel in pedestrian areas at 6 mph, which is only a little faster than walking. We should emulate these low speeds, Gilbert says.
An astounding finding from Australian research was mentioned by Gilbert, which was that curb-side tailpipes put 12 times as much vehicle exhaust in the breathing spaces of adult pedestrians as tailpipes located on the left side. For children as either pedestrians or cyclists, their exposure is typically closer to the tailpipes than the adults. Gilbert's research group counted the number of vehicles with curb-side tailpipes in Toronto, and, though not a scientific survey, it appears that about 68% are on the right-hand side.
Communities Should Promote Independence for Seniors
Kathryn Lawler, from the CDC and an expert on meeting the needs of seniors, spoke of the great need for communities to provide alternatives to cars for older adults. Living in Atlanta, where the CDC is based, she noted that Atlanta has the second highest number of non-drivers after New York City. She emphasized the importance of transit for non-driver seniors to get around. Nationwide, one-sixth of medical trips are made by transit for persons over 50.
Lawler recommends that "the roads and drivers be made as safe as possible," and that seniors be given "more opportunities to walk." Many seniors have never used transit during their lives, and so there is a need for "transit training."
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