UTW Column Archive: September 2005 Archives

An edited version of this piece was published in the September 14, 2005, issue of Urban Tulsa Weekly. The archived version is no longer online. Posted on the web April 3, 2012.

Walkability and Disability
by Michael D. Bates

Urban design can be a dry topic, and the details of urban design - scale, setbacks, screening - can make your eyes glaze over, but it's all about the shape of our city and how it shapes our everyday lives.

A few weeks ago, my wife spotted a man making his way down our street, sweeping a white cane in front of him. Like most Tulsa neighborhoods built since the 1920s, when the automobile came into common use, our mid-'50s neighborhood doesn't have sidewalks, so this gentleman was in the street itself, close to the curb.

This blind gentleman told my wife that he was out "having a look" (his words) around the neighborhood where he grew up. He was happy to learn from her that our neighborhood would once again have a supermarket. He had heard that his neighborhood supermarket was closing. In the future, going to the store would mean walking an extra mile and a half - entirely without sidewalks - and making his way across one of the city's busiest intersections.

Urban planners talk about the importance of "walkable" neighborhoods, with homes, shops, and workplaces in close proximity. Walkability is more than sidewalks; the sidewalks have to lead somewhere useful.

Tulsa doesn't have many walkable neighborhoods, and the few that exist were built mainly in the 1910s and 1920s, before most people had their own cars and before Tulsa adopted a zoning code designed to strictly segregate homes from shops and offices from factories. Many walkable neighborhoods were destroyed by urban renewal or dismembered by freeway construction, and our biggest and oldest walkable neighborhood - downtown - has been reduced to little more than a suburban office park.

For tens of thousands of our fellow Tulsans, walkability isn't about rows of trendy cafes and quirky consignment shops, or about sidewalks to nowhere; it's about independence. For them, driving simply isn't an option. I'm not talking just about those who can't afford to operate a car.

There are those who are physically unable to drive. Many senior citizens, troubled by glare at night or uncertain of their reflexes, prefer to drive only during daylight or not at all. Teenagers are old enough to get around on their own, but either can't drive yet or shouldn't. For those who can't drive, urban design makes the difference between freedom and frustrating dependence.

Danny, a friend from church, has cerebral palsy and suffers from seizures. He can't drive, and he can only walk short distances with a cane, but he can get around with his electric scooter. Unfortunately, he lives on South Lewis, and he's been pulled over by the police more than once trying to go to the supermarket on his scooter. There aren't any sidewalks, and the only way to get to the store is on the street. Using Tulsa Transit's LIFT paratransit service requires booking a day in advance, waiting outside up to an hour for a ride, and leaving early enough to pick up and drop off other passengers on the way to his destination. LIFT isn't available on Sundays. If the next errand isn't reachable from the first by foot or scooter, it means another bus ride and another long wait. Because of the shape of our city, Danny doesn't have the freedom to go where he wants to go when he wants to go, and it makes Tulsa a frustrating place to live.

Compare Danny's situation to that of Nick, whom I met earlier this year at a pub trivia night in
New York City. Nick, a walking encyclopedia of pop music who led our team to victory, is blind, but that doesn't seem to limit his ability to get where he wants to go. Nick arrived at the pub on his own and left on his own, aided only by his cane. Was it the shape of New York City that made his independence possible? He told me that the grid of streets and avenues made most of Manhattan easy to navigate; public transit covers most of the city and runs frequently and all night; you can get a cab just about anywhere, anytime; wide sidewalks make it safer to get from the public transit stop to his destination; and there are usually people on the street to give directions and warn of hazards. Notice that last point: Because getting around on foot is convenient for people who could be driving, the streets are that much safer for someone for whom driving is not an option.

Notice, too, that more frequent and longer-running public transit service isn't a solution by itself. It still has to be safe and convenient to get from the transit stop to the store or the doctor's office by foot. In Tulsa, after you get off the bus, you still have to dodge cars and endure the weather on your quarter-mile trek across the parking lot to the store's entrance.

Most of Tulsa is designed for the private automobile, but there ought to be at least a part of our city where those who can't drive, those who'd rather not drive, and those who'd like to get by with just one car can still lead an independent existence. At least one section of our city ought to be truly urban.

Making that happen involves urban design. It means rethinking the way we build neighborhoods, thinking beyond the isolated building or subdivision, and thinking about how the parts come together to create the whole. It involves elected officials, the planning commission, property owners, developers, and neighborhood leaders. It means dealing with scale, setback, density, and a good mixture of uses. It requires learning from other cities, and applying those lessons to the details of Tulsa's land use regulations.

Some of that urban design work is already underway, and in the weeks to come we'll look at how good urban design can make Tulsa a more livable city.