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Pedestrians Have Rights Tooby Kristine Beuret New Ground 60
Kristine Beuret puts the case for a cheap, convenient and underrated form of transport. Who walks at present? The evidence shows that women below 70 years of age make many more walk trips per person than men below 70. Women are twice as likely to walk to work than men and the largest group who walk least are men in professional occupations. Yet the latter is the same group which is most concerned with the planning and provision of the walking environment. It is also part of the explanation why for so many years walking has been the neglected form of transport. With apologies to Gloria Steinem: If men could walk and women could not, shoes would have ratings for sole durability. There would be magazines devoted to different styles of walking or to clothing for walking. There would be boasting about knowledge of the best pedestrian routes, speed of walking and skill in avoiding other pedestrians. If men could walk there would be outrage at the increase in the number of child pedestrians killed or seriously injured. Pavements would be repaired immediately cracks appeared, dog dirt would be removed promptly. If men could walk, pedestrian routes would be direct and well lit. Pavements would be wide enough for people to pass. A comprehensive network of signs would inform direction and walking distances. Customised maps showing networks of pedestrian routes would be widely published. Firms would give allowances for walking and not for cars. If men could walk, pedestrian routes would be designed to maximise personal security and pedestrians would have priority. In recent years things have improved, but clearly there is a long way to go. Nevertheless, the most recent round of Local Transport Plans do mention walking and there are also hopeful signs that organisational, education, training and political processes are adapting to support and develop this trend. But there is a danger in development without understanding. Because of the long neglect of walking, there is a gap in our knowledge about why and how people walk. As a result we could end up spending money on walking infrastructure in ways which actually deter walking. Where do people like to walk? Research in Leicester, Nottingham and Hereford shows perceptions of how long a walk is varies according to surroundings. Where there is mixed use with shops, housing, and other activities people underestimate the distance and time taken to walk. In contrast time and distance is overestimated when walking in places where only one type of land use is apparent. Research also shows that shared use of space deters pedestrians, especially vulnerable groups. This is a controversial issue as many cycle routes depend on shared use and there is disagreement even within the environmental movement over whether this is a good idea. Personal safety is linked with willingness to walk. We need to understand more about this issue. Contrary to the popular image, not all inner city areas, even those with high rates of crime against property, are seen as dangerous to walk around. Where there is a good sense of community people still go out and there are plenty of examples of local community action to improve conditions for walking in such areas, including the removal of street prostitution. Does road safety mean a 'nanny state' though? Are we in danger of mismatching design for road safety with pedestrian behaviour? In Petersfield a revolutionary town centre design has approached road safety by removing most road markings and traffic signals. The result is that in the absence of signs to the contrary, pedestrians assume priority, although without the usual inconvenience of barriers and special crossing places. Business in the town is booming. Another issue is new approaches to trunk road crossings. The Highways Agency is studying the green bridges concept whereby wide pedestrian and cycle-only designs with grass and planting are used to eliminate the sense of separation caused by trunk roads. How can our knowledge of behavioural aspects of walking be used to encourage more positive attitudes to it? Research is pointing to a number of winning motivations including health, design, and image. There is, for example, evidence that young professional women in particular see walking as cool. Increasing the willingness to walk is important, but there is a scandalous lack of research for walking compared to other modes of transport. When are we going to see a more even playing field? Pedestrian audits, planning for real or visioning exercises are a cheap way of obtaining information but 'trapped in time and expectations'. We need to use new techniques and ways of using technology to break the circle whereby pedestrians define themselves as second class citizens. The 'Good News' about walking needs much better marketing and dissemination. There are opportunities for partnership with some surprising allies including business interests. Kristine Beuret
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