Pedestrian's Hierarchy of Needs

Why Walk

Walk, run or cycle. People who regularly exercise know their benefits: it makes them feel better and it makes them happier. The Surgeon General has recommended 30 minutes of exercise daily for adults (60 for children), yet most Americans do not get enough exercise. Why?

One reason is time (and effort). Exercising is hard and it takes time from our already busy days. But it is not just time that keeps people rooted to their couches. Choosing to be a pedestrian, the simplest form of exercise, means fighting our incumbent car-first infrastructure nearly every step of the way.

As a society, if we want to reap the many social, economic, health and environmental benefits of people power, then we need to create an environment where pedestrians are not just tolerated, but encouraged. Fortunately, the costs of active transportation infrastructure are comparatively low (especially if included in a project from the beginning) when compared with automobile costs, while the benefits extend far beyond just the individual walker or cyclist.

What do Pedestrians Need?

For the most part pedestrian needs are simple: they want to reach their destination without being killed. But the more welcome pedestrians feel, the more they will choose to walk, run or cycle. Making a community pedestrian friendly requires several considerations, which can be described by borrowing Maslow's Hierarchy of Needs. This lists pedestrian's needs, starting with the most basic and necessary.

1. Achievable - Corresponding to Maslow's physiological needs, if a person is not capable of walking, if the desired route is not available (i.e. there is a foot of snow on the ground) or there are insurmountable barriers (such as crossing a highway or river) then any pedestrian activity is not feasible.
2. Safe - Once an viable route is selected, one of the next considerations is safety. If I follow a route from A to B will I be safe? Is the route safe from external hazards. Are there sidewalks and crosswalks along the way? Are there protected bike lanes? Will drivers expect to see me and is there space for them to react in a safe and predictable manner? What is the traffic volume, speed differential and proximity between car traffic and pedestrian traffic?
   
   This is why programs like Complete Streets and Safe Routes to School have been so important. This is why so many communities are creating multi-use paths that are totally separated from traffic.
   
   Personal safety extends beyond tension with vehicular traffic. In some areas there is a threat of violent crime. Dark, lonely routes at night through seedy areas should be avoided. If I choose to drive to the start of my walking route, will my car and possessions still be there when I return?
   
   Many pedestrian trips never happen because no safe route exists.
   
   
3. Convenient - Can I get to my route easily. Is it available when I want to use it? Ideally, every front door is a trail head...but that is not the reality. In our town we have a beautiful, wildly popular rail trail with the sad irony that most, if not all, users drive to reach it. The overflow lot is across a speedy town artery and although there is a crosswalk, many drivers fail to see and therefore stop, for people waiting to cross.
   
   Cyclists know many great routes that are only rideable in the early hours of Sunday morning, before drivers wake up and stumble out to get their iced flabbaccinos and pancakes.
   
   
4. Rewarding - Most people who walk, run or ride realize that the act is its own reward but to engage more people either the route or the destination should provide a reward. Our rail trail ranges along a river and through a beautiful valley. For many, the time spent close to nature, in a safe, quiet, car-free environment where they can chat with friends, or use the time to reflect on something or nothing is all the reward they need. But, not every trip needs to be through pristine woods or include scenic vistas.
   
   Riding a bike to a desirable destination such as a coffee shop, restaurant, drug store, even work, is a reward. Taken to its extreme, the reward could be as simple as not being penalized for choosing to be a pedestrian: hostile traffic, no sidewalks and crosswalks, no place to lock your bike, etc.
   
   There are other, less obvious ways that walking can be rewarded. Pokemon Go is a video game that not only encourages walking, it requires it. Step counters, Fitness Challenges and other "gamifications" have quantified activities in a way that motivates users to not break the streak.
   
   
5. Repeatable - No action can become a habit if it is not repeatable. If a user wants to walk again tomorrow, will they be able to? Will they enjoy the same success as on previous trips? Ciclovias and popup bike lanes are great, but they are not habit forming. Is the route only rideable on the weekends? Is it only available seasonally? Are leaves removed in the fall? Is the snow cleared in the winter? Are limbs and branches quickly removed after a storm?
   
   
6. Multipurpose - One size does not fit all. The biker's needs are different from the walker's needs. Routes and infrastructure should accommodate all activities and users with any ability.
   
   
7. Comfortable - Is the route accommodating? Does it offer physical niceties such as water and sanitary services? Are there benches to stop and rest? Are there picnic areas? Is it covered with tree canopy to avoid the summer heat and does it offer covered shelters to wait out a flash thunderstorm? Are users made to feel like this is a place where they are welcomed or just tolerated?
   

Pedestrian's Hierarchy of Needs

The Pedestrian Hierarchy of Needs

The more a community provides elements from the above list, the further they move up the hierarchy, the more walkable a community becomes. A more walkable community will encourage more people to get out and be pedestrians, and more pedestrians means fewer cars, a healthier community and a happier society.

Planning & Zoning remarks RE: 960 White Plains Road

On July 20th, 2016 Trumbull Planning and Zoning Commission held a special meeting. One item on the docket was, Application #16-18 Brinsmade Associates, LLC Special Permit and site plan approval to construct of a 21,000 sf one-story retail building, including two drive throughs at 960 White Plains Road.

The following are my remarks, read before the Trumbull Planning & Zoning Commission, regarding the application.*

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Introduction

Good evening. My name is Shelby LeVino and I represent Trumbull Walks, a pedestrian advocacy group that believes that making Trumbull a better place to walk, run and ride will have positive long term environmental, social and economic benefits for the town of Trumbull and its residents.

We know that Trumbull is a community of walkers -- you need only look at the Tait Road parking lot on a weekend day, which is full much of the time. These people have a strong preference for walking. We know this because many drive to the trail just to get out and walk. They choose to walk along the trail because it is safe, rewarding, convenient and approachable.

These are not just pedestrians, these are regular visitors of the trail, who will become regular customers of the proposed property. They include families with children, young adults and people my senior (I hesitate to call them "older").

I say "they will be customers" but only if they can safely and easily get across the street.

A Vision for Downtown

The complaint I hear most often from residents is that Trumbull lacks a downtown. But what does that mean?

Residents want a destination. A place where they get out of their cars and walk. A convenient place where they feel safe and are rewarded for their efforts. A place with destinations that are connected and approachable.

Ask residents to close their eyes and describe what downtown looks like to them. They use words like "sidewalks," "shade trees," "park benches," "open spaces" and "shopping". Perhaps they mention ice cream cones and chatting with friends on the corner.

They are describing mixed-use villages with networks of interconnected corridors that are safe and accessible. A place where they can "eat, pray, love." But also where they can work, learn, sleep and shop. And eat (we like to eat).

I have never heard anyone include the words "strip mall" -- not even "colonial strip mall." There is nothing wrong with a strip mall, it is just not the right look and feel for downtown Trumbull.

They want a Norman Rockwell Main Street, a downtown where they can park and walk, shop, say hello to friends or just sit and relax. They want a "Village" feel like Fairfield, New Canaan and South Norwalk have. Those towns have buildings close enough to the street to be approachable on foot, housing a variety of retail, commercial, residential and of course food.

Show people a picture of Newtown, near the flagpole, and a picture of a strip mall and ask them which is more welcoming...

And Trumbull could have that if this commission were to reject the current proposal but encourage this developer to return with a plan that merely flips the site layout. Bring the stores to the curb, make them combined use, and put the cars -- and car activity -- in the rear away from the pedestrians. Offer the front of the stores to the street with wide sidewalks, benches, shade trees and bike racks, welcoming and encouraging customers who arrive on foot. This is the formula for a vibrant downtown, which is what our neighbors want, and the foot traffic that retailers need.

I ask this commission and the developer to work together to literally and figuratively make this property the cornerstone for the new Trumbull Village.

Specific Site Questions, Concerns and Problems

The traffic consultant spoke about the additional auto traffic and its impact on the intersection. But he did not mention how much foot traffic will come from the trail or how the applicant has planned to accommodate those pedestrians. How will this increased volume of pedestrians activating the walk signals at the cross walks affect traffic at the Daniels Farm and White Plains Road intersection? I would ask the commission to require a multi modal transit analysis that considers pedestrian, bike and transit traffic and not just cars.

The current lack of pedestrian infrastructure at Church Hill and Grandview puts our citizens at great risk: it would be much safer if there was a pedestrian crossing light at that intersection. I know there have been accidents at that intersection, there was one just the other day. I have personally witnessed young adults in the crosswalk nearly get run over because one lane of cars stops but the other does not. I have stood there waiting to cross while car after car fails to stop. This is not pedestrian friendly and it is going to get worse. 

The existing sidewalk is too narrow and too close to the road to be safe. Walkers on the sidewalk have cars driving literally inches away. The speed limit is 35, dropping from 40, and we know that means drivers are probably traveling closer to 45 or 50. Inches from pedestrians. Please require the applicant to widen the sidewalk and move it away from the street, making it compliant with the most pedestrian-friendly standards. It would also be beneficial to offer a shorter, direct path from the existing Grandview lot directly to the stores.

In fact, why not retain the lot and encourage food trucks to park there on the weekends. This would offer a huge reward for pedestrians to cross the street, bringing them closer to being customers.

How does the site design accommodate bicycle traffic? Through the existing motor vehicle lanes? I would ask the applicant to describe the traffic flow for a family with younger kids on bikes. How will they get in, get through the lot, and park those bikes? Once parked how will those pedestrians get to the stores?

Please require the applicant to maintain the 25 foot building to parking lot minimum. The current proposal of five feet is simply not enough room, especially when you account for bicycles and bicycle traffic from the trail.

Require a fourth crosswalk and pedestrian signal at the lot entrance to allow pedestrians to cross White Plains Road safely (currently only three crossings have marked crosswalks and pedestrian lights).

I thank the commission for their patience tonight and their efforts every night.

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* Comissioner Silber raised many of the points I intended to raise (and some that I missed). I edited my original remarks drastically to try to eliminate redundancy. The above is what I would have like to read had I been able to follow all of my scribbled changes.