The majority of these deaths occur on roadways that are dangerous by design — engineered for speeding traffic with little to no consideration for people walking, biking or using public transit.

None of us should have to deal with losing a child, friend or loved one simply because they were walking in the wrong place at the wrong time. And none of us should find even a single preventable pedestrian death acceptable.

Join us in calling on lawmakers to support streets that are safe and accessible for all users.

While some are quick to dismiss pedestrian safety as purely local problem, the majority of these deaths in fact occur on roads built under federal highway programs. In fact, 67 percent of all pedestrian fatalities in the last 10 years occurred on federal-aid roads — roads eligible for improvement funds based on national design standards.

It’s also a question of resources. When pedestrians account for 12 percent of all traffic deaths, how can we allow state departments of transportation to allocate only 1.5 percent of available federal funds toward repairing dangerous roads or creating safe alternatives?

The status quo is broken and we need to fix it.

By supporting the Safe and Complete Streets Act of 2011, your Senators and Representative will ensure that all users are considered at the start of new transportation projects, making streets safer and preventing the need for costly repairs later.

The Safe and Complete Streets Act of 2011 already commands bipartisan support in the House, with chief sponsors Steve LaTourette, an Ohio Republican, and Doris Matsui, a California Democrat. And, communities across America are embracing their own complete streets policies, even in unlikely places.

With both the House and Senate both active in drafting the next transportation bill, it is more imperative than ever that our Representatives keep pedestrian safety at the forefront.

When people think of “infrastructure,” images of roadways and grids tend to come to mind. But there’s another kind of infrastructure — support from key people and players on the ground — that is equally crucial to how we build our communities.

Wendy Allen and Charlene Lee (pictured at right) of Smart Coast, an advocacy group aimed at strengthening and revitalizing the Alabama coastline, understand the importance of that support structure. Without their coalition-building skills, it’s unlikely the Mobile City Council would have passed a Complete Streets policy this year.

Smart Coast was founded a decade ago to encourage smart and sustainable development in the face of increased population along the coast. In 2009, the Mobile region’s poor ranking on pedestrian fatalities prompted the group to host an event to raise the profile of safe access for all road users.

“We were working in an area that did not have a groundswell or clamor saying ‘my God, this is unacceptable that my area is unsafe,’” said Lee, the programs director for Smart Coast. “We were trying to build that groundswell.”

Allen and Lee cited the recommendations in Transportation for America’s Dangerous by Design report, and T4 Communications Director David Goldberg attended and spoke at the event. Mobile had 138 pedestrian fatalities from 2000 to 2009, according to our most recent report, and the state of Alabama was the fifth most dangerous state overall for people walking.

In January 2010, Smart Coast presented its Complete Streets recommendations to the Mobile City Council for the first time, a meeting Allen described as “a big lovefest.” Prior to the presentation, Allen and Lee had solidified support from Councilmember Gina Gregory, who has a professional background in media and public relations. They also built relationships with business groups, city engineers and other key stakeholders.

The outreach resulted in a “foundational infrastructure with enough people in enough places that cared,” according to Allen, Smart Coast’s Executive Director.

“We had a perfect storm of things happens,” added Lee.

The measure languished for over a year in the council’s Public Safety Committee, but the backing of the Mobile Medical Society, coupled with increased activity among local bicyclists and the full backing of Leadership Mobile, a civic group, helped to finally advance the complete streets proposal to the full Council this year. Growing awareness of the public health implications of unsafe streets was particularly resonant in a state that consistently ranks among the highest in adult obesity.

As the Press-Register reported this week, the measure passed in Mobile is non-binding and lacks an enforcement mechanism, but Lee emphasized that it was important to “get the policy done first” so that advocates would have something to build upon.

Smart Coast is already at work on implementation, with plans to identify three potential Mobile streets that could accommodate a “road diet” that includes bicycle lanes and wider sidewalks. Mobile citizens would be invited to weigh in on where they would prefer to see these changes happen.

“If we can get an early success on the ground, we think that will parlay into this incredible engagement that’s already occurring,” Lee said.

Mobile is the sixth city in coastal Alabama to adopt a complete streets policy, following the lead of Fairhope, Daphne Chickasaw, Mount Vernon and Orange Beach.

Photo courtesy of Smart Coast.

This week’s release of Dangerous by Design has prompted several newspapers to editorialize in favor of tough pedestrian safety measures that address the urgency of the 47,000 killed and 688,000 injured on unsafe streets between 2000 and 2009.

The report generated ample coverage in Florida, home to the nation’s four most dangerous metropolitan areas for pedestrians: Orlando, Tampa, Miami and Jacksonville. Statewide, 5,163 Floridians were killed between 2000 and 2009, at a cost of $22.2 billion.

The Orlando Sentinel weighed in Wednesday, warning: “If you like to walk in Florida, the bad news just keeps coming,” continuing: “What’s attractive about living in a place where it’s dangerous to even walk?”

The Sentinel also turned its attention to Florida’s elected officials who are in a position to make a difference:

Can we look to our current leadership to correct this dubious distinction? Well, U.S Rep. John Mica wants to lift the requirement that 10 percent of federal gas tax proceeds be spent on things like sidewalks and bike lanes. And Gov. Rick Scott’s new Secretary of Transportation, Ananth Prasad, recently testified before Congress that, when money’s tight, it might not make sense to build — you guessed it — sidewalks and bike trails.

(Ed. note: The Sentinel figure is too high — in fact, about 1.5 percent of total federal transportation dollars go toward making walking and biking safer.)

The Gainesville Sun reached a similar conclusion in “A death defying act: Walking across Florida’s mean streets,” saying: “Facilitating the fast movement of automobiles is a far higher priority than saving lives.”

In West Virginia, several newspapers covered the report and the Charleston Daily Mail ran an editorial titled “Protecting pedestrians should be a priority.” They wrote:

Improving safety for pedestrians is essential if the state is going to promote walking as part of any program for healthier living. Given this state’s abysmal rankings in most health categories, the issue seems worthy of government attention.

West Virginia is the home of Nick Rahall, the top Democrat on the House Transportation and Infrastructure Committee, as well as key Republican Shelley Moore Capito, who this week announced her intention to fight for pedestrian safety in the next transportation bill. The state ranked 24th out of 50 in overall pedestrian danger index.

Up north, the Philadelphia Inquirer noted Pennsylvania’s relatively favorable ranking overall while imploring Mayor Michael Nutter to continue efforts toward promoting a walkable city. Philadelphia has already expanded bike lanes and instituted a Complete Streets policy.

And in Hawaii, which had the highest fatality rate among senior pedestrians, the Honolulu Star-Advertiser similarly urged renewed focus on the needs of all road users.

Failure to adopt a policy that helps seniors and all citizens use transportation without undue hazard would be a mistake, more costly in the long run and a contradiction in a state that prides itself on its year-round enjoyment of the outdoors.

You can view more state rankings on our report map here.

UPDATE: The Detroit Free Press, hailing from the cradle of the American auto industry, echoed similar themes this weekend, editorializing: “Designing walkable streets and public places is important to building healthy, livable cities that attract talented employees, innovative businesses and creative entrepreneurs.”

Also, several lawmakers responded in the wake of the report.

As we point out in the report, federal dollars and/or design guidelines have contributed to the dangerous conditions on the roads where two-thirds of these people have died, so the federal government can’t now throw up their hands, pass the buck and declare the ongoing carnage “a local problem.”

Representative Shelley Moore Capito (right), a West Virginia Republican and member of the House Transportation and Infrastructure Committee, told the Charleston Daily Mail that she will “certainly remain a strong voice for making roads safer to pedestrians” while crafting the transportation bill. More than 200 people were killed while walking in West Virginia from 2000 to 2009, according to the report, at a cost of $1.02 billion, and the Charleston metro area had 56 of those fatalities. The entire state ranked 24th out of 50 states in overall danger to pedestrians.

Over in the Senate, the Environmental and Public Works Committee has been drafting their part of the bill and looking for points of agreement among the top four committee members from both parties. Many T4 partners from across the country have been communicating with EPW offices for the last several weeks urging the Senate to retain dedicated funding for making walking and biking safer, a key recommendation of Dangerous by Design 2011.

Sen. Boxer released a joint statement yesterday with her fellow Committee leaders from both parties on the broad principles they’ve agreed upon for the next transportation bill. (Read T4′s official response here.)

• Funds programs at current levels to maintain and modernize our critical transportation infrastructure;
• Eliminates earmarks;
• Consolidates numerous programs to focus resources on key national goals and reduce duplicative and wasteful programs;
• Consolidates numerous programs into a more focused freight program that will improve the movement of goods;
• Creates a new section called America Fast Forward, which strengthens the TIFIA program to stretch federal dollars further than they have been stretched before; and
• Expedites project delivery without sacrificing the environment or the rights of people to be heard

Boxer told reporters she supports federal efforts and funding for walking and biking. “Certainly any mode of transportation – roads that support alternatives such as bike paths, walkways – will be included and get good attention,” she said, according to Streetsblog Capitol Hill, though negotiations continue on all aspects of the bill not included in these core principles above.

California had 6,957 pedestrian deaths from 2000 to 2009, including 2,533 in the Los Angeles metropolitan area and 938 in the Riverside-San Bernardino metro area, which made the list of the top ten most dangerous metros at #5. California ranked 16th out of all 50 states, according to the report’s Pedestrian Danger Index for states.

Demand for mass transit is surging everywhere — from Nashville, Tennessee to Eau Claire, Wisconsin; Terre Haute, Indiana to Pasadena, California. Virginia Governor Bob McDonnell is encouraging his constituents to bike, walk or carpool at least once every two weeks. And, residents in Peoria and central Illinois started coordinating ridesharing schedules online.

In that same vein, the Las Cruces Sun-News, one of the largest newspapers in New Mexico, encouraged readers to consider new options in an editorial this week, opining:

The economic decision to choose public transportation over one’s personal vehicle could turn into a positive for all concerned.

People who’ve never tried it may actually like it. And if a bus is going where they’re going? Yes, they’ll be more likely to continue using that mode of transportation. It beats paying almost $4 a gallon for gasoline, especially when the personal vehicle gets about 15 miles per almost $4.

Gas prices at or above $4 a gallon generate the need for 670 million additional passenger trips on transit systems, resulting in more than 10.8 billion trips per year, according to the American Public Transportation Association.

Bicycling has become a popular alternative, with new riders benefiting from recent investment in bike facilities and programs. Mirroring the increased demand for transit in 2008, biking increased 15 percent nationwide and 23 percent in the 31 largest bike-friendly cities that year, with a similar uptick occurring today, according to Peopleforbikes.org.

Last time gas prices topped $4 and demand for transit surged, cities with well-established public transit systems like New York and Boston saw increases in transit usage of 5 percent of more, while some of the biggest increases in demand came in areas less associated with transit, like the Southwest. But these are many of the same communities that lack the capacity for a large surge in ridership.

Often lost in the discussion is the fact that many people are stuck without realistic alternatives to pain at the pump: streets too dangerous to walk or bike, destinations too far away, no available transit service, no easy options.

Most of the talk in Washington has focused on the supply side of the gas prices equation — speculation, domestic drilling and the like. But a real-world shift in demand is happening right before our eyes. With the nation’s comprehensive surface transportation bill overdue for renewal, this ought to lend greater urgency to the need for robust investment in an array of options to ensure no one gets stranded or left behind.

Last Friday, several of us at T4 took that appreciation a step further — or, several pedals further — by cycling with a handful of national partners, our local partners from the Washington Area Bicyclists Association, and about 50 local bicyclists to the DOT Headquarters across town to thank the Secretary in person.

The ride from Freedom Plaza at 14th and Pennsylvania in Northwest DC to the DOT building near the Southwest waterfront district took about 25 minutes. Most of the ride was taken on bike lanes, a number of which are relatively new, including new separated lanes right in the center of America’s main street, Pennsylvania Avenue.

Watch and share this video from Friday’s ride that we put together:

LaHood was on hand to receive our large bicycling posse, a group which collectively represented more than 200 organizations from every state in America. Lilly Shoup spoke on behalf of T4 America and was joined by Barbara McCann from the National Complete Streets Coalition, Margo Pedroso from the Safe Routes to School National Partnership and Randy Neufield of America Bikes, who joked to LaHood: “it’s not surprising that people who ride bikes like your new policy.”

The Washington Area Bicyclists Association, one of signatories on the letter and a local T4 partner, presented LaHood with a thank you poster signed by hundreds of DC-area bicyclists at Bike to Work Day.

Making our streets safer and more accessible for bicyclists and pedestrians of all ages and abilities is serious business to LaHood, a former Republican Congressman from Peoria, Illinois who cannot be accused of losing touch with mainstream Americans. LaHood goes home often and can be seen on weekends biking with his wife or grandchildren on converted rails-to-trails in both Illinois and Washington.

“You really do great honor to the people at DOT,” LaHood said, intentionally turning his back on the cameras for a few minutes to speak directly to the bicyclists gathered behind him. “What you have done is begin to change some attitudes on Capitol Hill.”

LaHood and to-be-named DC Bikeshare bike Originally uploaded by Transportation for America

The Secretary is right about that. Ohio Congressman Steve LaTourette, for instance, went from questioning whether LaHood’s policy statement on bicycle and pedestrian options was the product of drug use at USDOT to backpedaling with a pro-cycling message on his website actively endorsing the idea. LaTourette heard from his constituents, who liked the bike paths he bad been bringing back to the district over the years, and he listened.

Secretary LaHood was clear about that point: this change in policy is a reflection of what Americans are demanding, a theme which he returned to time and time again in his remarks.

The Secretary also knows, as do many of our partners, that we won’t make lasting progress on increasing walking and biking options without a comprehensive, forward-thinking reauthorization of our surface transportation law. In this crucial six-year bill, we can put real resources into projects that get kids walking to school safely, families biking together on the weekends, short trips being made by foot or bike, and everyone able to live a more active and healthy life.

LaHood was very gracious, saying this morning that our visit was a “great way to start the summer,” and we couldn’t agree more.

To his credit, LaTourette has fully recanted the statement and apologized for any misunderstanding, a result due in part to significant pushback from the bicycling community in his 14th Congressional District and throughout the country. In a message aimed at the cycling community, the Congressman said his comments were intended for levity rather than insult and called biking a legitimate form of transportation that ought to be taken seriously.

I regret the online story caused so much anxiety and that it made some of you question me. Nothing has changed my ardent support of bike trails, bike lanes and the right of cyclists to share the road. This has been a lesson on the power of the Internet, and it sure has given me a new respect for the fierce advocacy from the cycling community.

LaTourette also cited his support for the Safe Routes to Schools program and other active living efforts. LaTourette’s consistent support for funding bike paths in his own district was not lost on Transportation Secretary Ray LaHood, who noted after the initial hearing: “He knows people in his district like them.”

Transportation, like most issues these days, is highly polarized, but LaTourette’s experience with his own constituents confirms what Transportation for America’s recent poll found: people want their streets to be safe enough for kids to ride their bikes to school. They want seniors to be able to cross the street safely and for bicycling and walking to be legitimate ways of getting around. None of this takes away from cars. If anything, giving a greater voice to bicyclists makes our streets safer and more accessible to everyone.

LaTourette did the right thing by clearing up this controversy and making amends with cyclists in Ohio’s 14th Congressional District and around the country.

In the last couple of weeks, we suggested First Lady Michelle Obama’s Task Force on Child Obesity consider transportation and the built environment.

Another important component is enhancing infrastructure for walking and bicycling.

Infrastructure to support walking and biking includes bike lanes, shared-use paths, and routes on existing and new roads as well as sidewalks, footpaths, walking trails and pedestrian crossings.  Improving bicycling infrastructure results in more bicycling, which makes intuitive sense.

Street-scale neighborhood design, such as improved street lighting, street crossings and traffic calming approaches, can also facilitate physical activity in small geographic areas.

On average, people in highly walkable neighborhoods take one or two more walking trips per week than those living in places with poor walkability. This additional 15 to 30 minutes of walking per week means a 150 pound person expends the energy equivalent of about one extra pound per year.

After only two years, participating schools in the Safe Routes to School Program in Marin County, CA, serving 4,665 students in 15 schools, reported an increase in school trips made by walking (64%), biking (114%), and carpooling (91%) and a decrease in trips by private vehicles carrying only one student (39%).

One way to facilitate increased bicycling and walking in through Complete Streets policies, which can happen at the state, local or national level. A Complete Streets approach requires jurisdictions to consider the needs of all users—whether walking, bicycling, taking public transportation or driving—in transportation projects.

As Michelle Obama’s task force continues its work, we hope they will take a look at active living through increased changes to get outside, walk and bike.

Current laws and incentives drive where schools, grocery stores, health centers, and parks are located – and whether they are safely accessible by walking or biking. An Atlanta, Georgia study found that each quartile increase of land-use mix — an attribute of neighborhoods that encourages walking — was associated with a 12 percent reduction in the likelihood of obesity.

Building new communities that are less car dependent and making existing communities more efficient are two strategies to make active living more achievable for adults and children alike. Higher land-use mix encourages more everyday active living, increases travel options and reduces congestion. Other measures like higher residential density, smaller street blocks, and access to sidewalks, also translate to increased walking. Conversely, sprawl that limits connectivity and lengthens the distance between destinations has been associated with less physical activity and higher obesity rates in adults, as well as higher automobile passenger and pedestrian fatality rates.

Compact, mixed-use developments near near destinations and accessible by biking and walking make active living for children easier and more routine. Here’s how:

• The proximity of neighborhood shops to residences has been shown to increase the number of trips on foot or by bicycle.  And people who live in neighborhoods with a mix of shops and businesses within easy walking distance have a 35 percent lower risk of obesity.
• A national study of 448 metropolitan counties found that people living in compact, higher-density counties walk more, weigh less and are less likely to be obese or have hypertension than people living in more sprawling counties.
• People in more compact metropolitan areas suffer from significantly fewer chronic medical conditions than their counterparts in more sprawling regions.

In sum, neighborhood and community designs that create opportunities to get out and be physically active during the course of the day is a great step for kids – and an important goal if we are serious about reducing obesity.

Senator Tom Coburn is a persistent critic of transportation “enhancements” and the author of a failed amendment earlier this year to strip bicycle and pedestrian projects from a spending bill. His latest waste list includes two bike paths. Coburn told the Washington Times, “When we run $1.4 trillion deficits, the money we spend ought to be a high priority for the American people as a whole.” To which LaHood retorts: “What he really means is that, because he doesn’t get bikes, no one else does either.”

LaHood goes on to cite an American Recovery and Reinvestment Act project extending a bike trail between downtown Minneapolis and the new Minnesota Twins stadium.

“I guess a better connection to Minneapolis’s central business district doesn’t count as infrastructure to some folks,” the secretary wrote. In fact, projects aimed at improving biking, walking and livability are central to both economic recovery, livability and future prosperity.

“We don’t call that waste,” LaHood concluded. “We call it progress.”