Automobile Access

Bike Lane Access

Traffic Volume

Transportation

Diesel Particulate Matter

Fine Particulate Matter (PM2.5)

Ozone

Clean Environment

Park Access

Tree Canopy

Neighborhood

Above Poverty

Employed

Per Capita Income

Economic

Census Response

Voting

Social

Insured Adults

Healthcare Access

Homeownership

Housing Habitability

Severely Cost Burdened Low-Income Homeowners

Severely Cost Burdened Low-Income Renters

Uncrowded Housing

Housing

Bachelor's Education

High School Enrollment

Preschool Enrollment

Education

Outdoor Workers

Supermarket Access

Two Parent Households

Library Access

Safe Drinking Water

Public Transit Access

Decision Support

Everybody should have safe, accessible, and convenient transportation options to get to work and other destinations. Active commuting by foot, bike, and transit creates opportunities for physical activity, provides transportation options for those without a car, encourages social cohesion, and reduces contributions to climate change and air pollution. Having adequate and accessible active transportation options, including bike lanes, has been linked to improved physical and mental health, physical activity, employment outcomes, medical care, and resiliency during disasters. For households and individuals without access to a car, including many low-income individuals and people of color, active transportation options and public transportation can be critical links to jobs and other health supportive destinations that provide essential goods and services. Using bike lanes and other active commuting modes can also be cheaper alternatives to driving and help people save on costs of owning and operating a car.

Walking, bicycling and using public transportation allows people to get regular exercise. The U.S. Surgeon General recommends at least 150 minutes of physical activity per week, and most people can reach that goal simply by walking or biking to work or other destinations, while also building physical activity into their daily lives. This can add up: nearly a third of public transportation users are physically active for 30 minutes or more each day just from walking to and from their pickup location.

Studies have shown that people who use public transportation for any reason were less likely to be sedentary or obese, taking 30% more steps and walking 8.3 more minutes per day than people who mostly drove everywhere.

 Studies also demonstrate that bike lane accessibility is strongly associoated with physical activity among children and adolescents and can be a protective factor against childhood obesity by encouraging active lifestyles.

 Walking to and from public transportation can also save people money on healthcare costs. One study estimated lifetime savings of $5,550 per person.

  Improving the safety and infrastructure of bike lanes and protective pathways can reduce the occurrence of pedestrian and commuter related injuries and fatalities.

However, many Utah cities have developed infrastructure that favors individual car use and offers limited alternatives. People are also more likely to feel unsafe or endangered when riding a bike or commuting without the protection of bike lanes and protected paths. These limitations can make it difficult for those who walk, bike, and take public transportation to get around, especially in rural areas where destinations are further apart. Lack of adequate transportation options can negatively impact one’s health, particularly for those without access to a car. Where transit service is scarce, when routes are cut back, and when sidewalks and bicycle facilities are lacking, people have less access to goods and services, employment, and other opportunities. Low-income individuals and people of color, who use active and public transportation options the most, are greatly impacted by lack of access.

 During extreme heat events and other climate-related events, having available transportation options can greatly impact the health outcomes of these communities. In some cases, transportation is required for survival and sufficient access to the transit system during these events is essential.

This indicator measures the total length of both on-street bike lanes and paved trails in each 2020 census tract divided by the total population. Bike lanes is a proxy HPI measure for active commuting.

Raynault, E., & Christopher, E. (2013). How does transportation affect public health? United States Department of Transportation. Retrieved from https://highways.dot.gov/public-roads/mayjune-2013/how-does-transportation-affect-public-health

Djurhuus, S., Hansen, H. S., Aadahl, M., & Glümer, C. (2014). The association between access to public transportation and self-reported active commuting. International Journal of Environmental Research and Public Health, 11(12), 12632–12651. https://doi.org/10.3390/ijerph111212632

Nahlik, M. J., & Chester, M. V. (2014). Transit-oriented smart growth can reduce life-cycle environmental impacts and household costs in Los Angeles. Transport Policy, 35, 21-30. https://doi.org/https://doi.org/10.1016/j.tranpol.2014.05.004

University of Wisconsin Population Health Institute. (2022). Green space & parks. The County Health Rankings & Roadmaps. Retrieved from https://www.countyhealthrankings.org/take-action-to-improve-health/what-works-for-health/strategies/green-space-parks

Jennings, V., & Bamkole, O. (2019). The relationship between social cohesion and urban green space: An avenue for health promotion. International Journal of Environmental Research and Public Health, 16(3), 452. https://doi.org/10.3390/ijerph16030452

Besser, L. M., & Dannenberg, A. L. (2005). Walking to public transit: steps to help meet physical activity recommendations. American Journal of Preventive Medicine, 29(4), 273–280. https://doi.org/10.1016/j.amepre.2005.06.010

Lopez–Zetina, J., Lee, H. & Friis, R. (2006).The Link between Obesity and the Built Environment. Evidence from an Ecological Analysis of Obesity and Vehicle Miles of Travel in California. Health & Place, 12(4): 656–664; Edwards, R. (2008). Public Transit, Obesity, and Medical Costs: Assessing the Magnitudes. Preventive Medicine, 46(1): 14–21; Frank, L., Andresen, M. & Schmid, T. (2004). Obesity Relationships with Community Design, Physical Activity, and Time Spent in Cars. American Journal of Preventive Medicine, 27(2): 87–96.

Edwards R. D. (2008). Public transit, obesity, and medical costs: assessing the magnitudes. Preventive Medicine, 46(1), 14–21. https://doi.org/10.1016/j.ypmed.2007.10.004

Urban Institute. (2020, October 6). The unequal commute: Examining inequities in four metro areas’ transportation systems. Urban Institute. Retrieved from https://www.urban.org/features/unequal-commute

“Resilience” is defined as “the capacity of any entity – an individual, a community, an organization, or a natural system – to prepare for disruptions, to recover from shocks and stresses, and to adapt and grow from a disruptive

Pucher, J., & Dijkstra, L. (2003). Promoting safe walking and cycling to improve public health: lessons from The Netherlands and Germany. American Journal of Public Health, 93(9), 1509–1516. https://doi.org/10.2105/ajph.93.9.1509

Pan, X., Zhao, L., Luo, J., Li, Y., Zhang, L., Wu, T., Smith, M., Dai, S., & Jia, P. (2021). Access to bike lanes and childhood obesity: A systematic review and meta-analysis. Obesity Reviews: An Official Journal of the International Association for the Study of Obesity, 22 Suppl 1(Suppl 1), e13042. https://doi.org/10.1111/obr.13042

Improving transportation options for active commuters and increasing the accessibility and availability of bike lanes and paths requires a range of strategies, including planning, investment, and community engagement. There are differences in the strategies needed in urban and rural areas, but overall the goal is to provide access to opportunities that improve health outcomes and support healthy community conditions (i.e. access to quality jobs, good schools, grocery stores and farmers’ markets, clinical care, etc). Transportation strategies can also ensure resilience

 in climate-related events by providing access to cooling centers, emergency support services, and organized evacuations.

 by investing in new infrastructure (sidewalks, bicycle facilities and amenities that make it safer and more convenient to walk and bike), supporting education and encouragement programs in schools and the community, and passing policies like 

 that set long-term goals for increasing walking and bicycling while also improving safety. They should also work with transit agencies to 

, both by expanding frequency and routes available, while also ensuring the existing system is maintained. Local governments should also explore different 

 to lower the cost and incentivize greater use of these services. Since most people without a car rely on public transportation, communities should also improve first and last mile connections for those walking and bicycling to route stops. 

 is needed, and local governments should consider partnering with ride-sharing or car-sharing companies, encouraging carpooling, and identifying creative and innovative mobility options to get more people where they need to go.

Local governments should also think about 

 and how building and preserving affordable housing near transit and other mobility networks can facilitate greater rates of walking, bicycling and transit use, while also providing greater access to safety, health supportive destinations, and opportunity. They should also design transportation facilities in ways that reduce the urban heat-island effect and keep people cool while waiting. In planning future investments, local governments should foster 

, which can empower local residents to inform transportation decisions and improve accessibility. Finally, local governments should 

 during emergencies and climate related events for people who walk, bike and take public transportation, and otherwise do not have readily access to a car.

Improving transportation options for active commuters can come with a high immediate price tag, especially related to infrastructure investments. There are a number of funding sources and technical assistance programs that can support local government efforts to build more resilient infrastructure and ensure everyone has adequate transportation options.  

 is the Utah Department of Transportation’s (UDOT) active transportation program.  The Utah Transportation Commission, in consultation with the Utah Department of Transportation (UDOT) and the state’s Metropolitan Planning Organizations (MPOs), developed a written prioritization process to guide the decision-making process for programming. 

Transit Transportation Investment Fund (TTIF)

 monies for transportation capacity projects. Some local governments and transit agencies have their own sources of walking and bicycling funding as well. For more information, see: 

 TTIF Transit,TIF Active Transportation,  TTIF First/Last Mile

.  Like with active transportation, many local governments and transit agencies have their own funding programs, including local sales taxes dedicated to transit service.

Ensure public transportation routes are accessible and frequent enough to get people to and from work and other essential destinations. 

Pollution

Climate

Sufficient Evidence

Equipment Investments

Equity

Transit Service Expansion

Emerging

Cool Transit Facilities

Transit Fix-It-First

Support resident engagement, social connections, and climate awareness, so that active commuters and those without a car are empowered and inform transportation investment decisions.

Best Practice

Transit Rider Surveys

Community Engagement and Connection

Community Organizing

Pedestrian & Bicycle Counts and Surveys

Promising

Effective Community Engagement

Lower the cost and incentivize greater use of public transportation and other mobility services.

Payment Options

Discount Transit Pass Programs

Ensure that private transportation providers, including ride-sharing, car-sharing and bike-sharing, are accessible and affordable for those without access to cars.

Integrate Special Considerations for Rural Areas

Shared Transportation Systems

Transportation Demand Management (TDM)

Demand-Responsive Transit Services

Improve sidewalks, bicycle facilities, and first and last mile connections to public transportation to ensure that riders can travel safely in their communities. 

Active Transportation Plans

Physical Activity

Active Transportation Infrastructure

Pedestrian and Bicycle Safety Education and Encouragement Programs

Strong Evidence

Safe Routes to School Programs

Healthy Neighborhoods

Health

Safety for all Users

Healthy Transportation Policies

Green Space Requirements for New/Revised Construction or Subdividing

Traffic Calming

Trails, Linear Parks, and Greenways

Plan for affordable housing, jobs, retail and other providers of essential goods and services in walkable communities and near transit, in order to provide greater accessibility for active commuters and those without a car.

Transit-Oriented Affordable Housing

General Plans

Regional Transportation Plans (RTP)

Parking Requirements

Ensure that people without access to a car are able to get to safety during extreme weather events and other climate events.

Policy Guide

Bike Lane Access

References