Walking the Talk: Empowering Black Communities through Inclusive Active Transportation

Introduction

As the Biden administration strives for cleaner energy sources, a crucial element is the swift decarbonization necessary to meet the nation’s climate goal of reducing economywide greenhouse gas emissions by 50-52% below 2005 levels by 2030. This undertaking is a crucial component of the overarching goal to achieve a net-zero economy-wide greenhouse gas emission status no later than 2050.1 This transition to cleaner energy aligns with the pressing need to address challenges in the walkability of U.S. cities. The Institute for Transportation and Development Policy (ITDP) found that although American cities like Baltimore, Boston, New York City, and San Francisco are pedestrian-friendly, they often do not receive high rankings compared to other global cities due to issues such as urban sprawl, a continuous rise in pedestrian fatalities, and inadequate mixed-use development. The absence of integrated amenities, which has the potential to enhance proximity to facilities and foster a lifestyle wherein individuals opt to refrain from driving, is a contributing factor to the diminished rankings.2

Active transportation is any self-propelled, human-powered mode of transportation, such as walking, bicycling, using a wheelchair, in-line skating, skateboarding, scooting, or rolling. 3-5

1: TAXONOMY OF ACTIVE TRAVEL MODES AND RELATED CATEGORIES6

FIGURE

The transformation from pedestrian-friendly to car-centric cities is apparent in the significant reduction in the frequency of walking among Americans, which amounts to a staggering 36% decline since 2019. The prioritization of car-centric infrastructure by state and municipal governments, along with inadequate funding and reliability issues in public transportation, exacerbates the decline in pedestrian mobility. The prevalence of wide streets and large parking lots worsens the problem, making it difficult for pedestrians to move around in regions with little or no sidewalks.7-12

The presence of easily accessible active transportation infrastructure, including sidewalks, bicycle lanes, paths and racks, overpasses, crosswalks, and multi-use pathways, is not solely an issue of convenience but rather a crucial component to promote social inclusion and equity. In an era marked by the urgent need for equitable and long-lasting transportation options, active transportation offers a path to safer, more affordable, and easily accessible mobility. To fully unlock the potential of active transportation, it is crucial to guarantee that it is accessible to everyone, including Black communities that are disproportionally impacted by historic disparities in transportation infrastructure. This comprehensive research brief examines the disparities associated with active transportation and offers policy recommendations that specifically focus on fulfilling the needs of underserved communities. The goal is to prioritize pedestrians and develop a strategy for enhancing fairness and inclusivity in transportation networks.

Background

The limited availability of non-motorized transportation infrastructure often restricts the options available to individuals from marginalized communities. Consequently, they may engage in activities such as jaywalking, prompted by the absence of safe crossing points, or cycling on sidewalks in areas where such practices are prohibited. The harmful impact of jaywalking and its associated issues underscores the need to promote active transportation within Black neighborhoods. Often misattributed to pedestrian accidents by auto companies, jaywalking encourages aggressive driving behavior and contributes to the oversight or dismissal of pedestrian fatalities. The inadequacy of urban street designs, particularly on wide and fast arterials, compounds the problem, leading to pedestrian deaths at intersections, sidewalks, and road margins.13

Biased enforcement of jaywalking laws disproportionately affects Black individuals in economically disadvantaged neighborhoods. A study by ProPublica in Jacksonville, Florida, found that Black residents received 55% of all pedestrian tickets in Jacksonville while only accounting for 29% of the population. According to research by the Transportation Choices Coalition, police involvement in jaywalking stops in Washington state is not primarily focused on educating the public about public safety. Instead, these stops frequently justify law enforcement officers’ abrupt halting of individuals moving through economically disadvantaged regions, with officers conducting searches for unresolved warrants in up to 77% of these stops. Pedestrian ticket fines sent to collections are known to harm individual’s credit and can result in driver’s license suspensions. These tickets may accrue points even after payment, particularly impacting truck and bus drivers.14-15

The transportation preferences of immigrants in the United States reveal a distinct trend. New immigrants have a significantly higher probability of utilizing public transportation, seven times more likely than those born in the United States. Additionally, they are twice as inclined to use walking as a means of transportation. Among recent immigrants, 19% do not possess a household automobile, whereas just 13% of immigrants who have resided in the United States for 11 or more years are without one. The average proportion of households in the United States that do not have a vehicle is slightly less than 8%. Therefore, the distinct transportation preferences observed among immigrants in the United States, characterized by a higher reliance on walking and public transportation, underscore the mobility patterns shaped by the dependence on private transport.16

The unsettling disparities in safety perceptions and interactions with law enforcement are even more apparent for Black women in the U.S. Less than half of Black women in the U.S. (46%) report feeling safe walking alone at night in the area where they live, compared with about three in four Black men (75%) and U.S. adults overall (73%). Meanwhile, if they were to have an interaction with police in their area, two in three Black women (67%) say they believe they would be treated fairly and with respect, slightly lower than among Black men (72%) and much lower than the national average (86%).17 Furthermore, the term “Walking While Black” has gained popularity as a way to draw attention to the structural racial inequalities and discriminatory behaviors that Black folks frequently encounter while engaging in everyday walking activities. This statement emphasizes tackling racial profiling and guaranteeing fair treatment in public spaces.18-20

In 2004, Smart Growth America took steps to tackle these inequalities by establishing the National Complete Streets Coalition. The primary function of Complete Streets regulations is to reduce traffic-related incidents, promote fairness in access to health resources, address climate challenges, and correct a long-standing history of unequal access to transportation resources. Since the early 2000s, more than 1,700 Complete Streets policies have been approved, including those adopted by 37 state governments, the Commonwealth of Puerto Rico, and the District of Columbia.21

Complete Streets are designed and managed at the state, regional, and local levels to prioritize safety and mobility for users of all ages and abilities, encompassing various modes of transportation such as driving, walking, biking, or public transport. 22

FIGURE 2: COMPLETE STREETS23

Active Transportation User Characteristics

User characteristics on active mobility travel vary among racial groups, shedding light on diverse habits and preferences.24

White individuals consistently demonstrate a high daily usage of bicycles and walking, with rates of 82.62% and 74.84% , respectively, highlighting a strong inclination towards integrating cycling into their daily routines. In contrast, Black Americans exhibit lower rates at 13.46% for cycling and 12.54% for walking, implying potential barriers or preferences that deter regular cycling.

White individuals show the highest rates of walking and biking to work, with percentages of 75.41% and 82.86% , respectively. In comparison, Black Americans have lower rates, with 10.78% walking and 4.76% biking.

White individuals lead in walking and biking to and from school, with 67.19% and 75.85% , respectively. In contrast, Black American individuals follow with 19.49% for walking, trailing behind Asian individuals at 7.42% for biking.

FIGURE 3: BIKE AND WALK AS AN ALTERNATIVE MODE AMONG AFRICAN AMERICANS

FIGURE 4: COUNT OF BIKESHARE PROGRAM USAGE

Within the Black American community, 4% choose walking and biking as an alternative mode of transportation. The majority, comprising 85% , neither walk nor use a bicycle, while 10% prefer walking and only 1% favor biking.

Bikeshare Program usage indicates that the White population has the highest participation, contributing to 81% of the total use. Black Americans follow with 13% , while Asians account for 6% .

Addressing potential barriers and promoting awareness of the economic advantages associated with active mobility may contribute to American’s more widespread acceptance of it as a viable and economical mode of transportation.

Among Black Americans, 53.52% agree that travel imposes a financial burden, while 19.90% disagree that travel represents a financial strain.

White individuals overwhelmingly support the idea of using bicycles and walking to alleviate financial burdens, with percentages of 70.17% and 60.57% , respectively, reflecting a positive inclination towards considering cycling as an economical mode of transportation. In contrast, Black individuals show lower percentages at 16.12% for bicycles and 23.41% for walking.

The findings indicate an apparent association between distinct obstacles and viewpoints within the Black population about affordability and transportation options. A significant portion of Black Americans acknowledge that traveling incurs financial hardship. Moreover, a distinct correlation exists between the diminished support by Black individuals in adopting bicycles and walking as a means to mitigate financial hardships, particularly in comparison to their White counterparts.

Active Transportation Disparities

An obvious and startling disparity in leisure-time physical activity participation occurs mostly along boundaries of race and ethnicity. Thirty eight percent of non-Hispanic Black women, in contrast to 23% of non-Hispanic White women, reported little or no participation in leisure-time physical activity. Concurrently, non-Hispanic Blacks face higher mortality rates from leading causes such as heart disease, cancer, cerebrovascular diseases, and diabetes. Particularly alarming is the fact that Black individuals have the highest cancer death rates and shortest survival periods compared to other racial/ethnic groups in the United States. For instance, Black women are 41% more likely to die from breast cancer than their White counterparts, despite fewer diagnoses.25 This population consequently bears a substantial burden of chronic diseases, including obesity,

CPAR | Walking the Talk? Empowering Black Communities through Inclusive Active Transportation hypertension, diabetes, and cardiovascular diseases—all closely associated with physical inactivity. Recognizing and addressing these health disparities is critical to the promotion of equitable healthcare outcomes and to the fostering of healthier communities.26

FIGURE 5: OBESITY IN THE BLACK AMERICAN COMMUNITY27

Obesity disproportionately affects the African American population

Higher obesity prevalence versus other racial groups

Racial disparity among women occurs regardless of socioeconomic status

Challenges in obesity management among African Americans

Systemic and interpersonal racism contribute to racial disparities in obesity

Residential segregation and lack of safe spaces for exercise

Disproportionally low income, unemployment status

Restricted access to healthy food

Racial disparities in education and facilities

Lack of medication and insurance

Inadequate patient-HCP communication

Cultural body image preferences

Intervention strategies for African Americans with obesity

Reducing health disparities is key to improving health outcomes

Introduce racial bias training and increase diversity of HCP workforce

Ensure communication of patients’ weight status, consequences of obesity, and benefits of weight loss

Use of culturally sensitive and personalized weight-loss programs

Augment lifestyle interventions with greater use of pharmacotherapy and bariatric surgery

Ensure patient awareness of management options and their potential benefits

Since 2009, there has been a consistent and alarming rise in the number of injuries and fatalities among pedestrians, which has reached unprecedented levels in over three decades.28 Pedestrian deaths reached a 40-year high in 2021. The number of pedestrian fatalities increased by 18%, resulting in an additional 519 lives lost from the first half of 2019 to 2022.29 Despite a decline in driving incidents in 2020, the rate of pedestrian accidents increased by 4.7%. Particularly troubling is the fact that older individuals and those navigating low-income communities experienced disproportionately higher rates of being struck by drivers and fatally injured during walking activities in 2020.

OBESITY

Higher prevalence of some obesity-related complications vs whites, including:

Driven by higher rates in African American Women vs men

Hypertension

Diabetes Stroke

CPAR | Walking the Talk? Empowering Black Communities through Inclusive Active Transportation

The disparities in pedestrian safety are pronounced along racial and ethnic lines, with Black and Native Americans facing a significantly higher likelihood of fatalities while walking compared to other groups. The inequities are compounded by the limited availability of parks, designated crosswalks, sidewalks, and street designs conducive to slower speeds in low-income communities. Notably, major arterial roads, designed for higher speeds and accommodating larger traffic volumes, are more prevalent in these neighborhoods, elevating the inherent risks associated with walking.30-34

6: PEDESTRIAN DEATHS PER 100,000 BY RACE AND ETHNICITY (2016-2020)28

People of color, particularly Native and Black Americans, are more likely to die while walking than any other race or ethnic group

7: PEDESTRIAN FATALITIES PER 100,000 PEOPLE BY CENSUS TRACT INCOME28

People walking in lower-income areas are killed at far higher rates

FIGURE

FIGURE

In terms of specific risks, the air exposure index for Black individuals exceeds that of White individuals by 18 points. On a national scale, the air pollution index is marginally more adverse for Black individuals living below the poverty line. The greatest air pollution exposure index is evident among Black residents in southern states like Alabama, Georgia, and Louisiana. At the same time, the lowest air pollution exposure index is identified in states such as Wyoming and Hawaii.35 Black Americans and Hispanics in the United States typically reside in areas where PM2.5 concentrations are higher than those in predominantly White communities. This results in an elevated daily exposure to pollution for these groups. Frequently, their neighborhoods are situated closer to highways, industrial plants, and other sources of pollutants. This inequality is primarily a consequence of persistent racial segregation, shaped by historical practices like racially exclusive housing covenants and zoning laws, as well as contemporary issues such as discriminatory hiring and mortgage lending.36

UNITED STATES (2020)35

A noticeable disparity in sidewalk quality is

when comparing sidewalks in neighborhoods in Starkville, Mississippi. Notably, 75% of sidewalk segments labeled as “excellent” are concentrated inside or near most White blocks, in contrast to a mere 20.7 percent found in the plurality of Black blocks.37 In New Orleans, Louisiana, a comprehensive examination by Kate Lowe scrutinized sidewalk consistency around bus stops, delving into the relationship between sidewalk continuity, poverty, and racial composition at the census tract level. The data underscores a significant correlation, revealing a strong link between minority populations and subpar sidewalk connectivity.38

FIGURE 8: AIR POLLUTION EXPOSURE INDEX BY RACE/ETHNICITY IN THE

Furthermore, an extensive audit covering 1,780 street segments in the St Louis metropolitan area highlights that block groups predominantly inhabited by Black American residents are 38 times more likely to experience significant unevenness, 15 times more prone to numerous obstructions, and 12 times more likely to exhibit physical disorder. This emphasizes the widespread challenges in achieving equitable and balanced sidewalk infrastructure across diverse communities.39

Policy Recommendations

Allocate funds to support transportation projects, prioritizing the development and maintenance of secure and interconnected active transportation facilities within networks or spines. Encourage walking and cycling to school, ensuring inclusivity for children with disabilities. Acknowledge trails, walkways, and cycling lanes as vital components of a network that fosters community connections. Tackle potential barriers and raise awareness about the economic benefits of active mobility as a practical and costeffective transportation mode. Finally, it is imperative that these initiatives align closely with the equity-focused objectives of the Infrastructure Investment and Jobs Act (IIJA) while strategically deploying infrastructure funding.

1. The Transportation Alternatives (T.A.) Set-Aside, part of the Surface Transportation Block Grant (STBG) Program, allocates funding for a range of typically smaller-scale transportation projects focused on pedestrian and bicycle facilities through:

• The Recreational Trails Program (RTP), reauthorized under The Bipartisan Infrastructure Law of 2021 for Federal fiscal years 2022 through 2026, allocates federal transportation funds to states for the creation and upkeep of recreational trails and associated facilities catering to both non-motorized and motorized recreational trail activities.

• The Safe Routes to School program is crafted to promote walking and bicycling to school for children, including those with disabilities. It aims to enhance the safety and attractiveness of these modes of transportation, fostering a healthy and active lifestyle from an early age. Additionally, the program seeks to facilitate the planning, development, and execution of projects and activities that enhance safety, decrease traffic, reduce fuel consumption, and mitigate air pollution in the proximity of primary and middle schools.

2. The Active Transportation Infrastructure Investment Program (ATIIP) is a recently established competitive grant initiative outlined in Section 11529 of the Bipartisan Infrastructure Law, enacted as the Infrastructure Investment and Jobs Act (Pub. L. 117-58). Its purpose is to fund the construction of projects that create safe and interconnected active transportation facilities within active transportation networks or spines. Eligible applicants include local or regional governmental organizations, such as metropolitan planning organizations, regional planning organizations or councils, multicounty special districts, states, multistate groups of governments, or Indian tribes.

3. The Reconnecting Communities and Neighborhoods (RCN) Program finances initiatives to enhance walkability, safety, and affordable transportation access. These projects utilize context-sensitive strategies and target existing transportation facilities that hinder community connectivity or harm the human or natural environment.

Conclusion

Prioritizing active mobility for transportation needs, particularly for individuals without driver’s licenses or those experiencing mental health issues, positively impacts the economy and job opportunities. The scarcity of data on sidewalks and crosswalks in the United States emphasizes the critical need for the Department of Transportation to take action. Addressing transportation disparities and promoting awareness of the economic advantages associated with active mobility may contribute to a more widespread acceptance of active mobility as a viable and economical mode of transportation in the Black community. Finally, in light of the United States’s ambitious goal of achieving netzero emissions by no later than 2050, active mobility should be placed at the forefront of transportation considerations. As we address transportation disparities, we must walk the talk and ensure that active and effective transportation benefits everyone. By mandating a comprehensive and inclusive active transportation infrastructure, the government can promote mobility for all individuals.

Call for Action

URBAN AND COMMUNITY PLANNERS

Prioritize active mobility. Champion and foster inclusive planning that prioritizes active mobility for all. Urban and community planners should leverage RTP funds to cultivate interconnected networks within urban landscapes. Additionally, urban planners can utilize the RCN Program to improve walkability, safety, and affordable transportation; enhance access to essential services like employment, education, healthcare, food, and recreation; and foster more equitable and vibrant neighborhoods.

ELECTED OFFICIALS

Shape policies that promote inclusive and accessible active mobility. Take charge by formulating and endorsing laws that prioritize infrastructure supporting pedestrians.

U.S. DEPARTMENT OF TRANSPORTATION (USDOT)

Be the catalyst for change. The U.S. Department of Transportation must oversee the equitable distribution of the IIJA’s funds, carefully maintaining a balance between nonmotorized and motorized development. Through ATIIP, U.S. Department of Transportation officials can incentivize the development of cohesive active transportation systems, promoting sustainable travel options. It is time to establish a comprehensive and freely accessible active mobility database for the nation. This database should be a wellspring of information on crosswalk markings, visual and non-visual signage, and pedestrianaccessible signals. Recognizing trails, walkways, and cycling lanes as essential components of a network that connects communities highlights their significance.

LOCAL AND REGIONAL GOVERNMENTS

Local and regional governments, as eligible applicants of the ATIIP funds, can strategically invest in infrastructure that encourages active commuting, reduces dependency on motorized vehicles, and enhances overall community health.

COMMUNITY ADVOCATES AND CITIZENS

Hold elected officials accountable. Engage with local authorities, support pedestrianfriendly policies, and demand transparency in their implementation. Simultaneously, community advocates should actively collaborate to identify areas needing improvement and passionately advocate for including underprivileged neighborhoods in allocating funds.

CPAR | Walking the Talk? Empowering Black Communities through Inclusive Active Transportation

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CPAR | Walking the Talk? Empowering Black Communities through Inclusive Active Transportation

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