FABB Blog

Bicycle-friendly amenities are contributing to a surge in property values in communities across the globe, marshaled by developments in urban centers and suburban outposts that accommodate “active” transportation.

“Today, bike trails, bike lanes, bike-share systems, and other forms of active transportation infrastructure are helping spur a new generation of ‘trail-oriented development,’” states a recently released report by the Urban Land Institute (ULI) that profiles 10 such developments.

The report, “Active Transportation and Real Estate: The Next Frontier,” cites a considerable statistic: on a national scale, the values of homes in areas with “above-average” access to active transportation are higher than those of comparable properties by as much as $34,000.


Homes in proximity to the bike-able Indianapolis Cultural Trail, for instance, have seen an astronomical rise in value since the trail’s opening six years ago—148 percent, the report states. In Radnor Township, Pa., the Radnor Trail has raised the values of properties within a quarter-mile by an average approaching $70,000. Similar trends have also emerged in Atlanta and Dallas.

The draw to these trails, or networks, is primarily enhanced well-being, with the increased sense of safety—made possible by features like graded paths, protective posts and “bicycle boulevards” —especially appealing to bicycle commuters, who contend with motorists daily. The opportunity for outdoor physical activity has also markedly peaked interest.

Beyond those benefits, bicycle networks can lead to a reduction in air pollution and vehicle greenhouse gas emissions. The Department of Transportation claims half of all trips taken in the U.S. are less than three miles long—a 20-minute ride by bicycle, according to the report.

Yes, let’s have an honest discussion about being the “fattest people in the world.” Every day, “decision makers” make transportation infrastructure and planning decisions that favor cars over people, decisions that make walking and biking—walking or biking to real public transit options, to work, to school, to the store—come to seem more and more…radical. It is indeed time we took responsibility for these and for the full range of consequences they entail. Let’s take some personal responsibility and make sure we as a society make the decisions that instead favor people over cars, favor transportation infrastructure built around the human scale.

"About two out of three adults are willing to take civic action to support local street-scale urban design policy changes that make walking and biking easier in their neighborhoods, according to a new CDC study published in the January 2011 issue of the Journal of Physical Activity and Health.

Street-scale design changes were recommended by the Task Force on Community and Preventive Services based on studies that showed physical activity increased by an average of 35% following such changes in neighborhoods.

Audience: What ideas do you have for how we can promote and encourage active transportation?
Governor: Bikes, mopeds, horses.
A: The simplest being walking.
G: I guess if you live close enough to your workplace.
A: Most trips are less than 3 miles.
G: You mean the average commute? Really?
A: Most trips be they commuting, to get to the store, to get kids to soccer games are less than 3 miles.
G: You know what I think the biggest problem is? How busy are lives are. I would love to walk but you know what, I don't have time. With your busy lives and all of the demands you don't factor in that half an hour it takes you to walk and you factor in the 3 or 4 minute drive it takes to get there I think that's the biggest inhibitor. I tell you I know there have been some things done between our Secretary of Transportation and Norfolk Southern and some of the bike trails that have been created. Does anybody have a better answer? Secretary Connaughton's not here.
A: (The trail between Williamsburg to Richmond was mentioned.)
G: What would be your ideas; what do you think we ought to do?
A: There are many much cheaper, much simpler ways than that such as bike lanes on roadways, some pathways are important, replacing parking lanes with bike lanes, and making bike parking easier than car parking, reducing speed limits on roads is an important one.
G: Why don't we look at that. I'm doing my part, I actually walk to work now. Don't just think you have just one shot in the year [to provide feedback]. If you like what I'm doing or don't like what I'm doing, please tell me.

Dear Governor McDonnell,

I encourage you to promote better active transportation in Virginia. There are many solutions to our transportation problems, and active transportation is a very low cost way to encourage more people get out of their cars and using bicycles and walking to nearby destinations.

As you learned recently, most of our trips do not involve commuting to work, and most are shorter than 5 miles. Rather than taking 3 or 4 minutes to drive, in our area these trips often take much longer. Using a bicycle is a very a viable option in many areas and would be an even better option if we had better on-road bike facilities. While trails are useful, we have a connected road network that exists; we just need to make it better for bicyclists.

Sincerely

People are significantly fatter in countries, states, and cities where car use is more common. Mass transit use, on the other hand, is correlated with lower obesity. But there has been scant evidence that public transportation actually causes widespread weight loss — until now. A study of residents in Charlotte, N.C., found that users of the city’s new light rail system were 81 percent less likely to become obese, and reduced their Body Mass Index by an average 1.18 points — the equivalent of 6.45 pounds for a person 5’5″ tall. The study appears in the American Journal of Preventive Medicine.

RESULTS: Countries with the highest levels of active transportation generally had the lowest obesity rates. Europeans walked more than United States residents (382 versus 140 km per person per year) and bicycled more (188 versus 40 km per person per year) in 2000.

DISCUSSION: Walking and bicycling are far more common in European countries than in the United States, Australia, and Canada. Active transportation is inversely related to obesity in these countries. Although the results do not prove causality, they suggest that active transportation could be one of the factors that explain international differences in obesity rates.

The current U.S. transportation infrastructure focuses on motor vehicle travel and provides limited support for other transportation options for most Americans.

• Physical activity and active transportation have declined compared to previous generations. The lack of physical activity is a major contributor to the steady rise in rates of obesity, diabetes, heart disease, stroke and other chronic health conditions in the United States.
• Motor vehicle crashes continue to be the leading cause of injury-related death for many age groups. Pedestrians and bicyclists are at an even greater risk of death from crashes than those who travel by motor vehicles.
• Many Americans view walking and bicycling within their communities as unsafe because of traffic and the lack of sidewalks, crosswalks, and bicycle facilities.

provide communities with concentrated investments to complete walking and bicycling networks to shift short driving trips to active transportation. By providing communities with the resources needed to build safe and connected non-motorized routes between the places where people live, work, learn, play and shop, the bill will provide cost-effective transportation choices for millions of Americans.

The U.S. Department of Transportation will administer a competitive fund, which will invest in communities that best make the case for resources to shift large numbers of trips from driving to walking and bicycling.