On Tuesday, January 24^th from 11 am to noon Mountain, the Colorado Department of Transportation is hosting a free webinar presented by the Safe Routes Partnership.

Key takeaways:

• This study seeks to reframe the narrative around transportation accessibility as a form of epistemic justice, valuing the knowledge of low-income people of color, as well as the diversity of knowledge they hold.
• “Lived expertise” or lived experience, the researchers argue, should be valued as part of a holistic understanding of transportation accessibility.
• Quantitative data – such as which demographic groups walk, bike, drive, and use public transportation - and technical language about the condition (or existence) of roads, sidewalks, bike lanes, and transit often takes the spotlight from individuals and groups who live in neighborhoods being studied for transportation research.
• Framing transportation inequities solely on quantitative data detracts from the lived experience of a neighborhood – access to a car, cost of travel, proximity or structure of the transportation system, and physical limitations or disabilities.
• Perception is a factor that cannot be quantified. Lived experiences tell the story of harassment, fear for personal safety, fear of certain public spaces, interactions with police, and social judgment.
• Generating local knowledge derived from lived experiences of low-income people of color requires talking and, more importantly, listening.

On Wednesday, December 14^th from 11 am to noon Mountain, the Colorado Department of Transportation is hosting a free webinar presented by the Safe Routes Partnership.

Key takeaways:

• Using the mobility justice framework means recognizing the challenges and inequities that low-income youth of color face (particularly regarding active transportation) and integrating their knowledge into the transportation decision-making process.
• This study employed community-based participatory research, specifically photovoice, which uses photography and storytelling to set priorities and advocate for change. Through a series of sessions, the five domains known as the 5 D’s of the Mobility Justice
• The 5 D’s of Mobility Justice for Youth have been adapted from the mobility justice conceptual framework model from People for Mobility Justice.

• Providing free transit was one policy solution identified to reduce inequitable access to public transportation. This policy has received pushback due to unproven, non-materialized fears that such a policy would lead to an increase in problematic passengers, that would dissuade ridership.
• Youth in this study also recommended well-lit, connected sidewalks, leading to public transportation, green spaces, and community hubs, to increase perceptions of safety and comfort with neighborhood mobility.

Key takeaways:

• A community concern of “tactical urbanism” - low-cost, temporary changes to streets and roadways to increase safety, especially for people walking and biking – is that such changes increase traffic congestion and negatively impact local businesses. The findings of this case study indicate otherwise and that rather than increasing traffic, tactical urbanism contributes to “traffic evaporation” – a decrease in traffic flow following a decrease in road space.
• The study measured the relative changes in traffic following the implementation of multiple tactical urbanism interventions on eleven streets in Barcelona, Spain, during the COVID-19 pandemic.
• Four areas were studied: intervention streets (directly impacted by changes), adjacent streets (parallel to where changes took place), buffer streets (within 1/3 mile of where changes took place), and control streets (greater than 1/3 mile from where changes took place). Following the changes, traffic decreased significantly on the intervention streets, without a corresponding increase in the other three areas.

On Wednesday, November 30^th from 11 am to noon Mountain, the Colorado Department of Transportation is hosting a free webinar presented by the Safe Routes Partnership.

Communities are healthier when people can use and access parks and green spaces. This resource provides actionable strategies and inspiring examples for public health agencies to take an active role in their communities’ Safe Routes to Parks efforts.

States manage significant funding that can support Safe Routes to Parks.  This factsheet lays out how states can use grant guides and project  election criteria to prioritize projects backed by meaningful community engagement.

Funding reflects priorities. State funding allocations, grant programs, project selection criteria, and technical assistance programs shape communities across the state. This fact sheet covers how states prioritize goals like equity, local planning, and project implementation by incentivizing actions that move communities toward those goals. It includes examples from multiple states to serve as inspiration and ideas for how to connect these approaches to Safe Routes to Parks initiatives.

The Bipartisan Infrastructure Law made many positive changes to the Transportation Alternatives Program (TAP), including a new requirement that states define high-need communities and prioritize them in TAP project selection. Use this factsheet to see how states currently define high-need communities as part of their TAP application process and the variety of opportunities states can use to prioritize and support them.

Federal funding for local park, trail, and active transportation projects can be transformative for a community! This fact sheet profiles several
federal funding sources that have the potential to support infrastructure improvements that increase access to everyday destinations, especially parks and greenspace.

Key takeaways:

• In this study, nearly 25 percent of people consider traffic a barrier to walking. Of this group, 80 percent cite vehicle speed as the major cause of concern. 
• Also of concern are the number of vehicles and distracted driving. The type of vehicle (e.g., large trucks) was not a significant concern.
• People who use walking as a mode of transportation are more likely to perceive the number of vehicles as a barrier than people who walk for recreational purposes.
• Improved sidewalks were seen as the best way to improve walkability. Other options included crosswalks, pedestrian signals, street lighting, traffic calming, separating the sidewalk/road, and road diet.