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Collier County Health Livability, Walkability and the Bottom LineMay 1, 2018 Dan Burden, Blue Zones, LLC 1 Collier County Health Livability, Walkability and the Bottom Line Report prepared by: Dan Burden, Director of Innovation and Inspiration, Blue Zones Project 1 Health Through Active Transportation 2 A Preamble? WE improve lives. We don’t just plan and build transportation housing, commerce and recreation projects, we change lives for the better, we incite and build community loyalty, we draw people to a place called “home.” We make it easy for people to get out, enjoy every season, every neighborhood and trail. We maximize and make it easy for people to bump into others, take ownership and delight in their community, while building support for their city/county/regional/state staff and elected leaders. We inform, we inspire and we find and empower champions of change ... People who will bring passion for needed change for decades. 3 4 Quality Of Life 5 WHAT WE WANT 6 WHAT WE BUILT 7 8 TWO WOLVES One evening an old Cherokee told his grandson about a battle that goes on inside people. He said, "My son, the battle is between two wolves inside us all. "One is Evil -  It is anger, envy, jealousy, sorrow, regret, greed, arrogance, self-pity, guilt, resentment, inferiority, lies, false pride, superiority, and ego. "The other is Good -  It is joy, peace, love, hope, serenity, humility, kindness, benevolence, empathy, generosity, truth, compassion and faith." The grandson thought about it for a minute and then asked his grandfather: "Which wolf wins?" The old Cherokee simply replied, "The one you feed." 9 Complete Streets 10 “What is the first thing an infant wants to do and the last thing an older person wants to give up?” Walking is the exercise that does not need a gym. It is the prescription without medicine, the weight control without diet, and the cosmetic that can’t be found in a chemist. It is the tranquilizer without a pill, the therapy without a psychoanalyst, and the holiday that does not cost a penny. 11 The street is the river of life of the city, the place where we come together, the pathway to the center. William H. Whyte 12 The street is the river of life of the city, the place where we come together, the pathway to the center. William H. Whyte 13 Aging-in-place means remaining in one's home safely, independently, and comfortably, regardless of age, income, or ability level. It means the pleasure of living in a familiar environment throughout one's maturing years, and the ability to enjoy the familiar daily rituals and the special events that enrich all our lives. (National Association of Home Builders) Aging In Place 14 Why This Conference? We have run out of room, and we must now get more performance, safety and economy from our roads, and allow greater transportation equity, health and vitality to our people. We cannot get there by cars alone. Agenda of this presentation. 15 16 We Shape Our Cities and our Cities Shape Us 17 Over the last 60 years, American cities and counties, both large and small, have focused policy on auto-centric street and land-use practices (i.e. sprawl), which has led to many unintended negative effects on both individual and community health, economic vitality, social connectedness, affordable lifestyles and overall well-being.   The formula is simple, pump less money into those things we don’t want, and more into those things we do want. TALKING POINTS: Our 60-70 years of building until the land runs out, requiring home buyers to move further out, has created a system that we cannot afford to maintain. Our lifestyles are interrupted by being in a car for an hour or longer each day. The U.S. population now seeks far less time in cars, and more time being active, socializing, volunteering and being engaged with their community. 17 Conventional Approach System Management More Pavement More Lanes More Roads ITS More Cars More Car-Carrying Capacity 18 Widen Road Reduce Delay Reduce Cost Move Home Range Farther Drive More Own More Cars FIRST ORDER SECOND ORDER THIRD ORDER Chain of Impacts Higher Carbon Footprint Increased Energy Demand Lose Business & Jobs Community Disinvestment Big Box Inactivity Epidemic More VMT Increased Household Transportation Costs 19 20 “Automobiles are often conveniently tagged as the villains responsible for the ills of cities and the disappointments and futilities of city planning. But the destructive effects of automobiles are much less a cause than a symptom of our incompetence at city building. The simple needs of automobiles are more easily understood and satisfied than the complex needs of cities, and a growing number of planners and designers have come to believe that if they can only solve the problems of traffic, they will thereby have solved the major problems of cities. Cities have much more intricate economic and social concerns than automobile traffic. How can you know what to try with traffic until you know how the city itself works, and what else it needs to do with its streets? You can't.” Jane Jacobs, Death and Life of Great American Cities , 1961 The notion of combining land use and transportation is not new 21 Not Walkable Walkable High Car Dependency Low Car Dependency Serious Congestion Moderate Congestion 22 23 24 Such places do not sprout by happenstance. Driven by irresistible economic forces and shaped by subtly shifting social patterns, they are being created, down to the tiniest detail, by a handful of major developers with a master plan for the new America. …. NY Times, August 15, 2005 25 Orlando, Florida 1550 feet from NOTHING 26 Envision a Healthy People and Economy 27 Why health is helping small to large towns and cities to frame, build and fuel long term health through active transportation.  How to form partnerships with the health community. Their role in advancing local programs. How this trend will grow, and help drive local and regional economic development. Home builders and the National Association of Realtors recognize that 80% of home buyers want Walkable communities, and that today only 14% of neighborhoods are Walkable. Ten keys to walkability (what you can learn from the Blue Zones research and focus    Life radius and Walk Shed    Street Connectivity    Street design and target speed     The role of trails and complete streets    Getting the right mix and scale    The vital role of density, and how to overcome resistance    Best practices and success stories    The role of public engagement (ground cover and more)    The importance of model projects, and how to advance them    Finding champions and building for success TALKING POINTS: Even though our nation is in a health crisis, the good news is that only 20 percent of our health is related to genetics; at least 70% of our health is within our control by managing our behaviors and our environment. The built environment either encourages or discourages healthy behaviors by making walking, cycling and outdoor activities convenient, comfortable and safe. 28 HEALTH 29 29 30 Even if you say, “I don’t do this!” there are constituents who DO! And this is what we are becoming. Where it All Began TALKING POINTS: In 2004, Dan Buettner teamed up with National Geographic and the world’s best longevity researchers to identify pockets around the world where people lived measurably better. In these Blue Zones, they found that people reach age 100 at rates 10 times greater than in the United States. These people also report the top quintile of well-being. So they are not only living a long time, but they are happy. 31 DAN BUETTNER IS A NATIONAL GEOGRAPHIC FELLOW. HE HAS 4 HEALTH RELATED COVER STORIES WITH NATIONAL GEOGRAPHIC, AND HE IS WORKING ON HIS 5TH DAN ALSO HOLDS 4 GUINNESS WORLD RECORDS IN LONG DISTANCE ADVENTURE CYCLING Dan wrote up these stories for National Geographic as well as a New York Times best selling book called, The “Blue Zones”. From there our team identified two other two Blue Zones in Ikaria, Greece, and the Nicoya Peninsula of Costa Rica, where we found much of the same. Ikaria, Greece Blue Zones Longevity Hot Spots 33 TALKING POINTS: After identifying the world’s Blue Zones, Dan and National Geographic took teams of scientists to each location to identify lifestyle characteristics that might explain longevity. They found that the lifestyles of all Blue Zones residents shared nine specific characteristics. We call these characteristics the Power 9. See next slide. 33 34 35 TALKING POINTS: Even though our nation is in a health crisis, the good news is that only 20 percent of our health is related to genetics; at least 70% of our health is within our control by managing our behaviors and our environment. The built environment either encourages or discourages healthy behaviors by making walking, cycling and outdoor activities convenient, comfortable and safe. 35 Economics 36 Seniors have 77% of the nation's wealth, and 40% of its disposable income. Exercise can help to improve all aspects of a senior's life, including cognitive functioning, physical strength and social interaction. Exercising can help prevent serious physical and emotional problems, such as depression, chronic conditions, and memory decline. 36 Economics 37 37 Courtesy of Ian Lockwood 38 Courtesy of Ian Lockwood 39 Courtesy of Ian Lockwood 40 Courtesy of Ian Lockwood 41 Economics 42 42 Economics 43 43 Economics 44 New York City Tampa Housing Costs Transportation Costs 37.1% 15.1% 52.2% 31.1% 25.1% 56.4% Total Cost Comparisons Suburban vs. Urban 44 Traffic Economics 2:00 AM Noon Midnight 7:00 PM 7:00 AM Traffic Volume LOS F! Capacity Slide courtesy of Jeff Tumlin, Nelson Nygaard Recapture Other Values 45 Traffic Economics 2:00 AM Noon Midnight 7:00 PM 7:00 AM LOS F! Capacity Slide courtesy of Jeff Tumlin, Nelson Nygaard Not everything that counts can be counted, and not everything that can be counted counts. … William Bruce Cameron 46 47 The simple needs of automobiles are more easily understood and satisfied than the complex needs of cities, and a growing number of planners and designers have come to believe that if they can only solve the problems of traffic, they will thereby have solved the major problems of cities. Following that philosophy led to this, redundantly. A new beaker and measure will lead to this. 48 Marine Drive, Dundarave, B.C. Highway 93, Missoula, Montana Economics 50 A 1 percent increase in walkability yielded $1,329 increase in property values (CEO’s of America ($800 to $1,400/point increase) Dollar for dollar spent on infrastructure building for walkability costs 1:24 of providing for the auto Building trails and sidewalks employs 7 times more people with jobs than money spent on other transportation infrastructure An average bicycle tourist leaves behind $175/day in the community they visit 50 Economics 51 Tourism Visitors should have access to a safe and enjoyable trail of at least 5 miles in length (or about a half-day experience), as well as access to bike rentals and other amenities. 51 The Solutions 52 Values Driven Health Economics Scale Pattern Connectivity Mix of Uses Location Density 52 Land Use Patterns Traditional Conventional This illustration has the same number of homes and commercial space as the conventional. Protected lands are now increased by a factor of ten. External trips (Traffic) are cut by 60-70% 53 54 11-12 du/a net 8-10 du/a net 55 Connectivity 56 56 57 The Life Radius Approach to Community-Building 58 TALKING POINTS: What we find is that the only places in the world that have sustainably improved their population health, did so by making long term changes to the built environment. We can shrink a life radius by building well-connect, asset-rich environments which allow people to access goods and services locally – on foot or by bike – rather than requiring people to drive 3 – 10 miles to buy a loaf of bread. 58 Connectivity 59 Size neighborhoods for a 5-minute walk 59 60 Connectivity It costs $2.8M per year for one fire station with two apparatus. A well connected system covers 4.6 times more houses. ($159 per year for well connected vs $740 for poorly connected) City of Charlotte, N.C. 61 Internal Trip Capture Two auto trips Four non-Auto trips 62 Disappearing Trips – Internal Trip Capture B A 3 Destinations 6 Trips 3 Destinations 2 Trips B A C C 63 If Cities are to reduce auto-dependence a working alternative should include: Developers no longer block access to those places people want to reach. 64 Connectivity 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 Density 83 Density 84 Vancouver has 5,400 people per square kilometer, which makes it the fourth-most densely populated city in North America, with over 250,000 residents,  behind New York City, San Francisco] and Mexico City . As density has increased 4-fold since 1980, traffic congestion has come down – walking, bicycling, transit, and short distance driving are now easy. Cars made up 42% of the mode split in 2014. 85 86 Why Connectivity? 86 Why Density? 87 11-12 du/a net 8-10 du/a net 88 Best Practices / Success Stories 89 89 Speed Matters Reduce Speeds in School Zones to 20mph Higher speeds increase the likelihood and severity of crashes while lower speeds improve safety for everyone, especially people walking and cycling. Survival for a pedestrian is directly tied to vehicular speed. Engage the Honolulu City Council, the Honolulu Department of Transportation Services, the Complete Streets Administrator and the Complete Streets Task Force to craft and pass a resolution that reduces the default speed limit around schools to 20 mph from 25 mph. Policy Opportunity 90 TALKING POINTS: Many Honolulu streets encourage higher driving speeds. Posted speeds are often significantly lower than observed speeds. The U.S is the most dangerous place to be a pedestrian in the Western World – due to the way we build our cities. We can overcome this by building human scaled streets. Davis, California, for example, a city of 100,000+ rarely has a fatal pedestrian crash because they are designing for people first. The vast majority of fatal crashes occur on our suburban arterial roadways. As we create safer conditions for pedestrians and bicyclists, motorist crashes also decline. A win-win-win. 90 Target Speed 91 Chico, CA Nord Avenue 92 Chico, CA Nord Avenue 93 Chico, CA Nord Avenue 94 Chico, CA Nord Avenue 95 Chico, CA Nord Avenue 96 Chico, CA Nord Avenue 97 © Citizen Planner Institute Before and After Espanola Way, circa 1986 98 99 100 101 South Beach, Florida Ocean Drive 102 The Breakdown Winter Park Village 103 104 105 106 107 Orlando Avenue Webster Ave. Lee Rd. Denning Dr. Solana Ave. Winter Park Village K Mart Winter Park Vo Tech 108 Orlando Avenue Webster Ave. Lee Rd. Denning Dr. Winter Park Village K Mart Residential Redevelopment Mixed Use Redevelopment Lee Road Extension W.P.V. Development 109 Bridgeport Way, University Place, Washington Trees provide an edge, buffering people on foot from moving autos A small forest preserve park of 4 acres Medians provide ground cover to absorb 20 percent of noise 110 Bridgeport (1999) Bridgeport Way, University Place, Washington 111 University Place, Washington 112 113 114 Fairview Village 115 Complete Streets 116 Buffered Bike Lane Castle Rock, Colorado Built a 4-lane entry to a community, but immediately painted the road as a wide buffered bike lane. Possibly the road will remain as a safer 2-lane road (20-60% fewer crashes) for decades, or throughout the life of the development. 117 118 119 120 121 122 America’s First School Roundabout 123 124 125 126 127 128 Ten foot travel lanes Olive Avenue, West Palm Beach, Florida – Former 3-lane, One-Way 129 130 Sidewalk 5’ feet wide Median Width Varies 10’ feet 7’ feet 6’ feet Edge 131 Can handle 25,000 vehicles per day Can handle 25,000 vehicles per day 132 LaJolla Boulevard, Birdrock, San Diego, CA 133 LaJolla Boulevard, Birdrock, San Diego, CA 134 PUBLIC ENGAGEMENT -- BRING ON THE MAGIC 135 135 136 Why Do Plans Fail To Get Off Of Shelves? Successful public engagement, from start to finish, is essential. In the scene to the left, the Michigan DOT realized that a crucial sidewalk was missing (where the homes are). They scheduled an open house style meeting. The result, 300 people showed up to oppose the sidewalk, they wanted to look rural. Both Blue Zones and Planning NEXT have interwoven planning with activation, making public engagement fun and productive for both sides. PUBLIC ENGAGEMENT -- BRING ON THE MAGIC 136 Civic Participation “I know no safe depository of the ultimate powers of the society but the people themselves. And if we think them not enlightened enough to exercise their control with a wholesome discretion, the remedy is not to take it from them, but to inform their discretion.” 137 Smart growth is a public process and must include not only narrow sections of the public interest, but also be a response to the community’s larger needs. Participation by a wide variety of community stakeholders is essential. The focus of the planning is the process itself, rather than any specific outcome. It is through the planning process that community participants, including individual stakeholders, become involved and committed. The plan itself evolves, as the community’s needs change, thus enhancing the potential sustainability of the plan. 138 Sammamish, Washington 228th Avenue The Sammamish public works director was told it would take 10 years to go from concept to concrete. Bulldozers were moving dirt on this unfunded project in 300 days. Effective public participation can lead to shortened times to construction 139 140 PROCESS 141 Methodology and Innovation 142 Walk/Bike Audits Walking and Bicycling Audits are special tools allowing a mix of staff, elected leaders, business leaders, neighbors and many other stakeholders to come to a common understanding and reach “common ground” by seeing and sensing the issues opportunities and challenges before presenting their long held point or concern. Many new systems and tools come to life using the right public engagement process. 142 143 Next Steps 144 144 Next Steps 145 Minimum Density Requirements Incentives for adding density Incentives for internal trip capture, and connectivity Incentives for adding density Vehicle Miles Traveled Measures, vs LOS Impact Fees based on traffic impacts and loss of mode choice INCENTIVES VS REGULATION 145 Contacts Dan Burden, Bluezones.LLC 614-595-0976, dan.burden@bluezones.com 146