Creating walkable, bikeable and
transit-supportive communities in Halton
By presenting current research and best practices, the
information in this paper is meant to support and broaden
discussion on how communities can be built to foster the
health and well-being of current and future residents.
Changing economic climates and other constraints as well as
emerging new evidence can mean that not all current best
practices can be adopted now or even in the future, but a
rich dialogue is best served by a good understanding of the
breadth of the available information. For a more detailed,
71-page paper covering these issues, please contact the
Halton Region Health Department at 311 or 905-825-6000.
There are many reasons for us to look at how neighbourhoods are
built. Studies show that community design impacts our health and
well-being in the following ways:
Breathing clean air
Air quality is a major public health concern for people living in
southern Ontario. Reducing the distance that people drive is one
of the most important ways that we can reduce air pollution and
greenhouse gases. The best way to reduce distances driven is to
build homes, jobs, schools, and services closer together.
Being active
Physical activity is an important way to reduce the risk of heart
disease, cancer, diabetes, and stroke. One way to be active
everyday is to use “active transportation” as a way of getting from
one place to another. Active transportation has many benefits:
it helps increase our physical activity and it decreases the amount
of time we spend sitting in a car.
Active transportation
Active transportation is any trip made for the purpose of
getting to a particular destination in an active way – to work,
to school, to the store or to visit friends. Choose the mode
– walking, cycling, wheeling, in-line skating, skateboarding,
and ice skating. Walking and cycling are the most popular
forms of active transportation. It can also involve combining
modes such as walking/cycling with public transit.
Improving Safety
Our physical safety is improved when streets are designed in a
way that reduces the risk of accidents for drivers, cyclists, and
people walking. Good street design can include on-street parking
to provide a buffer between pedestrians and moving traffic.
It can also include well-maintained sidewalks and bike lanes, free
of potholes and overgrown landscaping. When many people are
out and about, our personal safety is improved. Windows facing
the street create a sense of personal safety and reduce the fear
of crime.
Creating Community
Knowing our neighbours creates a sense of belonging and
community. The way communities are designed can encourage
people to gather in parks, public squares, cafés and shops. Having
a variety of appealing places to meet people, hold community
events, and celebrations helps develop vibrant communities.
What makes a Walkable and TransitSupportive Community?
Research has shown that the density, diversity (many different
uses), and design of a community work together to increase active
transportation and transit use.
Density
Density refers to the number of people and jobs in an area.
Density is important because it influences the distances
between our homes and our workplaces, shops and
schools. Lots of people and jobs provide support for local
businesses and make transit possible. Research shows
that as density increases, the distance people travel by
automobile declines, and walking, bicycling and public
transit use increases. Research has also found that doubling
the number of people living in a neighbourhood can
reduce the distance people drive by 20 to 30 percent.
Low density
Medium density
INCREASED
POPULATION
DECREASED
DRIVING
=
INCREASED
WALKING, CYCLING AND
PUBLIC TRANSPORTATION
Using transit is one of the best ways to reduce air pollution and
greenhouse gases. This is important for our new and existing
neighbourhoods. Studies have looked at the densities that are
required to support transit. The more people there are, the better
public transit can be and the easier it will be to use.
Many of Halton’s neighbourhoods currently do not have densities
to support public transit. However, the Province of Ontario
requires 40 percent of new housing units to be built in existing
communities. This means that as Halton develops, densities
in communities will increase and therefore be able to support
public transit. It makes sense that new housing units are located
in communities that can be walkable, which in turn can support
good bus service.
A variety of densities in new and existing communities could
provide a mix and a range of houses, create interest and
attractiveness.
In addition, having a mix of densities supports various types of
transit service. For example, the areas around downtowns and
transit stations should have high densities which can support
excellent bus service and street cars. Corridors, which are located
along major roads and major transit routes, should have medium
densities that can support good to excellent bus service and
possibly light rail.
Creating walkable, bikeable and transit-supportive communities.
High density
Density
Residential Type
Type of Transit Service
Single detached
Ranges from none to
buses every half hour.
Semi-detached,
townhouse, duplex,
rows, triplex
Good bus service to
excellent bus service, and
possibly light rail.
Row houses,
low-rise apartments,
medium-rise
apartment plus
high-rise
Excellent bus service,
streetcar and with high
rise can support subway
and feeder bus network.
Source: Modified from Metro Toronto Building Ltd., 1990; Hemson et al., 1993;
Lehman & Associates with IBI et al., 1995 as cited in Metrolinx, 2008.
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Diversity
Diversity is also known as “mixed-use.” A mixed use
neighbourhood has a variety of homes, workplaces,
stores and services. Mixed use also refers to the variety
of options available. Is there one store or many stores?
Is there one type of home or are there many types of
homes such as apartments and townhouses?
People are more likely to choose an active form of
transportation over driving when destinations are within
walking distance of people’s homes and workplaces.
A comfortable walking distance for most people is a five
to 10 minute walk or a distance of 400m to 800m.
(10
min)
m
• schools – Having schools near to homes reduces how
far children travel by car. When there are larger but fewer
schools, children are bused or driven to school. The distance
between home and school plays an important role in a
parent’s decision about how children go to school. When
schools are close to homes, they become the hub of a
neighbourhood. Schools can provide the community with a
place for preschool, after school care, language training, as
well as a place for community events and celebrations.
• Transit – Public transit is an important part of a walkable
(5 min)
40 0 m
800
It is important for there to be a mix of land uses where people
live and work. Land use mix affects the choices people make
about how they go to work. Often people need to run errands
or attend appointments at some point during the work day.
If stores and services are not close to where people work,
it will not be possible for them to use active transportation
or public transit.
community because it allows people to visit places that are
too far to walk. For people walking to transit, short distances
are needed. Studies show that the farther away a transit stop
is, the less likely it is that transit will be used.
• Open space, parks and recreation – Having
access to natural areas, such as open space and parks, directly
affects our health. Trees and vegetation provide shade
and help lessen the negative impacts of climate change by
reducing the “urban heat island effect” which occurs when
pavement, concrete, and buildings in urban areas absorb and
give off heat.
Elements of a mixed-use community
• Diversity of housing – People’s housing needs differ
with changes in their lives related to age, family size, health,
and social and economic circumstances. For example a new
graduate or senior may not want or need the same type of
home as a family of four. Ensuring different types of homes
and densities creates a neighbourhood in which people from
all income levels and all ages can live, work, play, and retire.
Recreation facilities and parks are key places for people to be
active. They are also destinations and can help increase levels
of active transportation. There is an important role in the
community for both small neighbourhood parks and larger
community parks as each provides different recreational
opportunities and encourages physical activity in
different ways.
• Diverse uses – People are more likely to walk where
there are different types of local shops and services within
walking distance of their homes or work. The number of
shops and services within walking distance is important to
encourage walking. In addition, having a supermarket,
grocery store, or a produce store within walking distance
ensures that people have access to healthy food.
Creating walkable, bikeable and transit-supportive communities.
3
Design
• Pedestrian Connectivity – Connectivity refers
A walkable neighbourhood is designed to be attractive
and safe. It is important to think about how streets and
trails can support active transportation because walking
and bicycling almost always occur on public streets
and trails.
Communities that give priority to cars don’t support
transit, bicycling and walking because they are typically
built with wider streets and large parking lots, leading to
increased traffic volumes and higher traffic speeds. On the
other hand, communities that support transit, bicycling
and walking have sidewalks, on-street parking, buildings
set close to the sidewalk and attractive features such as art,
trees and benches. This contributes to our perceptions of
an area’s safety and walkability.
PRIORITY
PRIORITY
=
• Wide streets
• Large parking lots
• No sidewalks
TRAFFIC
SPEED
=
• Sidewalks
• On street parking
• Buildings close
to sidewalks
• Art, trees, benches
TRAFFIC
SPEED
to how easy it is to get from one place to the next. When
sidewalks, trails and pathways in a neighbourhood connect
to one another it makes it possible for people to get to
where they need to quickly and easily. Streets that are
connected allow people many possible ways of reaching their
destinations. When streets are not connected and the route
to get someplace is indirect, people are less likely to walk
because the distances are longer.
There are two main types of road networks: cul-de-sac
networks and grid networks. Cul-de-sac networks and greater
roadway widths make walking and cycling more difficult. Cul-desacs reduce the number of direct routes that pedestrians can take.
Wider roadways make it more difficult for pedestrians, especially
children and seniors, to cross the street. Wider roadways also
encourage faster speeds. On the other hand, a connected road
system designed in a grid, allows more direct travel between
places, offers more route options, and shortens the distance a
pedestrian must travel before reaching a safe place to cross.
Newly-built neighbourhoods are being designed on a grid street
network. However, many of our existing communities have been
built as cul-de-sacs which are difficult to change. But creating
connectivity in already existing neighbourhoods is still important.
For these neighbourhoods, linkages can be created by developing
pathways that connect cul-de-sacs to major roads.
• Bicycle Connectivity – Bicycle travel is an important
They are part of a transportation network that moves
pedestrians, cyclists, transit, and motorists from one place to
another. Streets are also places in themselves where social
activity occurs. These two purposes make street design a
challenge because it requires balancing the needs of many
different users.
part of active transportation. Bicycles allow people to cover a
larger area than can be covered by walking. The Netherlands,
Denmark and Germany have high rates of bicycle users of all
ages and abilities. The bicycle networks in these countries
are made up of a mix of bicycle lanes and paths that help the
bicyclist go from place to place the easiest way possible. Many
of their bicycle lanes are separated from the road (sometimes
called “cycling tracks”) and this has resulted in making cycling
safe and attractive. Bicycle lanes that are separated from the
road (but not part of the sidewalk) are designed to make
people feel safe and are comfortable and convenient for
every user of all levels of cycling ability.
Creating streets as places is important in an urban setting
and for walkability. Road design can help determine speed of
travel, which impacts the number and severity of collisions.
It also helps to determine the character of a particular place
in much the same way as land uses and buildings do. When
designing streets it is important to think about both the
setting the street is in as well as the role that the street plays
in moving people and cars.
Bicycles are considered vehicles by the Province of Ontario
and are legally entitled to be on all roadways including arterial
roads, collectors, and local streets. This means that all roads in
a community should be designed, updated, and maintained
in a way that supports safe bicycle use. Even if there is a
bicycle lane and off-road bicycle network, for faster travel
some bicyclists will choose to ride on the road. They have that
right and should feel safe and comfortable doing so.
Elements of a well designed
community
• Street Design – Streets serve many purposes.
Creating walkable, bikeable and transit-supportive communities.
4
Just as with sidewalks, bicycle lanes and paths need to
connect places if they are going to be used for active
transportation. In addition to a bicycle network, bicyclists
need close and secure parking that protects the bicycle from
weather and theft, and change rooms with lockers
and showers.
• Pedestrian and Cycling Environment – The
quality of the pedestrian and cycling environment refers to
the way we feel about a place. It is important to encourage
people to walk and cycle. Because walking and cycling travel
is much slower than travel by car, people are able enjoy the
landscape including different types of buildings much more
easily. Research indicates it is important to consider the
following attributes for pedestrian and cycling environments
in order to support active transportation:
Safety and Accessibility
•
Benches and other seating to take breaks from walking.
•
Sidewalks and bicycle paths clear of ice and snow.
•
Well lit routes at night.
•
Shade for hot days and shelter in case of rain.
•
Design that allows people with wheelchairs and other
mobility devices to travel as easily as other people.
Buildings
•
Buildings that face the sidewalk and have direct access toand-from the sidewalk without having to walk around to the
other side of the building.
•
Walkways and entrances designed so that people using
wheelchairs and other mobility devices can navigate easily.
•
Windows that face the sidewalk and are free from visual
barriers for visual interest and “eyes on the street”.
Public Transit Stops
•
Public transit stops designed for maximum appeal and shelter
passengers waiting in the rain or snow.
•
Seating for transit users.
•
Stops directly connected to the sidewalk in a way that does
not impede pedestrian traffic.
Parking
Creating walkable, bikeable and transit-supportive communities.
•
Street parking to buffer walkers from moving traffic.
•
Streets designed so that cyclists do not have to ride close to
parked cars in case of opening car doors.
•
Parking lots located behind buildings and pedestrian
movement a priority in parking lots as well as elsewhere.
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Given the role that Walkable and TransitSupportive Communities play in reducing air
pollution and greenhouse gases and fostering
good health, when building neighbourhoods in
urban areas consider:
Design
Designing neighbourhoods so that:
•
Residents have access to sidewalks or paths along both
sides of all streets
•
Streets are designed with short block lengths to make
crossing streets easier
•
Neighbourhoods have a linked open space system that
is interconnected allowing pedestrian, bicycle and other
recreational activities continuously throughout the
community
•
Neighbourhoods built on a cul-de-sac street pattern
system are connected to major roads by direct pathways
Density
Locating homes and jobs within a 400 m to 800 m radius
around downtowns, transit stations, activity centres
and corridors.
Achieving densities that support public transit including:
•
High density in downtown, transit stations, and
activity centres
•
Neighbourhoods have a cycling network that includes
bike lanes and off-road cycling or multi-use trails.
•
Medium density in corridors
•
•
Medium density in new communities within 800 m
of downtowns and transit stations
Cycling on urban roads:
-have designated or separated or facilities when traffic
volume and speeds are moderate to high
-can be shared only with low traffic volume and speeds (<40km/h) and no other facility is feasible
•
Intersections should be safe for cyclists
•
Reduce number of stops or places where cyclists need
to slow down
Diversity
Providing a mix of uses in each neighbourhood including:
•
A range of housing for people at all stages of life
and income
•
•
Six diverse uses within 400 m of residents and 17
diverse uses within 800 m of residents
Bike riders have access to lockers, bicycle racks, and
showers in commercial buildings
•
•
A retail food market such as a supermarket, grocery
store, or produce store within 800 m of residents
All streets, roadways, and designated bike routes are
well maintained (free of potholes, debris, and overgrown
landscaping)
•
An elementary school within 1500 m of residents
•
Building frontages positively address the street, with
active uses at ground and first floors
•
A secondary school within 3000 m of residents and on
local transit routes
•
Length of blank walls (without doors or windows) along
sidewalks is reduced
•
An existing or planned transit stop within 400 m
of residents
•
•
A village square or parkette within 400 m of residents
and a neighbourhood park within 800 m of residents
Retail and service buildings designed so at least one
entrance faces a public area such as a street, square
or plaza
•
On street parking is provided on selected streets
•
All off-street parking facilities are located at the side or
rear of buildings
•
Each transit stop has at least one bench and is
sufficiently sheltered
•
Sidewalks connect directly to transit shelters
•
Trees between the streets and sidewalks
•
Community parks and recreation facilities
located on local transit routes
For more information, visit halton.ca/walkable,
Dial 311 or toll free 1-866-442-5866.
HE-14090