Skip to content.

Car dependence stands at odds with new housing

In Columbus, Georgia, there’s another attempt to rezone for more multifamily town homes, and it’s meeting a familiar foe: the public’s fear of car traffic. In a city council meeting this week, residents and officials both cited increased traffic in their arguments against rezoning an area from 83 single-family homes into 93 homes, 78 townhomes plus 15 larger lots.

The Ledger-Enquirer has the story here.

Columbus residents spoke against a rezoning request during Tuesday’s Columbus Council meeting, arguing the proposed development off Veterans Parkway would exacerbate traffic problems.

“We’ve met with Mr. Ericson and talked several times, trying to work out another traffic outlet to relieve the stress on this community,” [Mayor Pro Tem Gary] Allen said. “So far, he has not been able to do that, and I said I cannot support this going forward unless you can get another outlet.”

The debate isn’t only about traffic. Some people are concerned that this is just a big developer trying to make more money from the community. Some people say that townhomes don’t belong in the area. There’s also an argument that the traffic increase won’t be as bad as people fear anyway.

But in the big picture, this traffic debate is another episode in a recurring narrative. Personal vehicles are virtually required for anyone living in most American cities, including Columbus. When more people move into a neighborhood, the number of cars on the road goes up, and the roads get more crowded. Car infrastructure isn’t efficient, and it doesn’t scale evenly with population growth. Those fundamental problems are exacerbated by the pervasive suburban-style planning where cars are mostly funneled into large arterial roads rather than dispersed evenly across a city grid.

Unless we want car dependence to remain the bottleneck for population growth, cities need to invest in diverse, efficient mobility infrastructure. If the land in the proposal had walkable access to transit and shopping, if cars were optional rather than required, then the debate over this development could focus on its other aspects. But as long as we expect every new resident to drive a car daily, then new housing will keep facing this problem again and again.



Dragonfly Trail system in Columbus, Georgia expanding

The Dragonfly Trails in Columbus, Georgia is on track to grow next year. The upcoming project will add new multi-use trails that people can use for recreation and active transportation, and it will improve crosswalks and parking for the Midtown area.

The Ledger-Enquirer has a report about it.

Dinglewood Park Trail is the first step in creating an east-west connection through midtown, Dragonfly Trails executive director Becca Zajac told the Ledger-Enquirer in an email. It will run through one of Columbus’ most active residential areas, she said, including Lakebottom Park, the Columbus Museum and Columbus High School.

“For years, residents have asked for safer ways to reach these parks, schools and nearby businesses without navigating busy streets,” Zajac said.

Besides connecting people to existing parks and businesses, this new trail segment will also connect to the upcoming children’s bicycle playground. The Dragonfly Trails have been a fantastic asset to the city over the years, so it’s great to see that they’re still improving and expanding.


The Human Cost of Mobility in the Atlanta Metro

Propel ATL has their latest Human Cost of Mobility report online, which combines storytelling with data visualization to show the human lives that are lost to the Atlanta Metro’s transportation system. The report should be alarming if it was not so aligned with the nationwide trend of rising traffic deaths. Since traffic deaths rose drastically during the pandemic, they have still never returned close to their pre-pandemic levels. The few areas which have improved have only gone down slightly, and biking and walking remain as vulnerable as ever.

A chart showing five-county fatal and serious injury crashes.

A chart showing five-county total fatal crashes broken down by mode of transportation.

The full report is rich with information and stories of individual victims, and it is worth reading in its entirety.

The Atlanta Journal-Constitution has also picked up the story and focused on one notable angle: the fact that traffic fatalities outpace homicides. They share some quotes from Propel ATL’s Rebecca Serna.

“Homicide gets so much attention and it’s so challenging to solve because every murder is so distinct,” said Rebecca Serna, executive director of Propel ATL. “Whereas traffic fatalities — people killed just trying to cross the street or due to high speeds — the resolution to those underlying circumstances is so much simpler."

“This is not fate, it’s design,” Serna said. “It’s the way that decision makers have designed our streets to move cars through quickly and to minimize congestion — we get deaths and serious injury as a result.”

Indeed, traffic deaths are no accident but rather the result of decisions our leaders have made, creating a system that’s dangerous by design.


A photo of the groundbreaking ceremony.

Construction begins on Columbus GA's new children's bicycle playground

This past Wednesday was Groundbreaking Day for the MidTown Children’s Bicycle Playground. Once complete, it will feature trails, bridges, and pump tracks designed for children and teenagers to learn the basics of mountain biking. You can read more in the Ledger-Enquirer’s report:

“The MidTown Children’s Bicycle Playground will encourage children to exercise, learn basic biking skills, and take those learned skills with them to Standing Boy and the Dragonfly Trails, all while enjoying outdoor activities and quality time away from their screens,” the news release says. “It will draw diverse families to the area and clearly serve as an enhanced amenity to MidTown.”

They plan to have it open by January. There are also plans to extend the Dragonfly Trails, Columbus’ multi-use path network, to connect directly to the new park, which will help strengthen that network for everyone who uses it for recreation and transportation.


Georgia Bike-Walk-Live Summit 2025

I had the privilege of attending and presenting at Go Georgia’s Bike-Walk-Live Summit last week (no relation with this blog, Bike Walk Life). I joined a panel about bicycle outreach in southwest Georgia. We discussed what Bicycle Columbus does and compared it with our neighbor organization, Sumter Cycling.

This was my first bike summit, and it was a great experience. It felt refreshing and reassuring to meet professionals who understand the state of transportation in Georgia today as well as talk honestly about how much more work we need to do.

As an aside, regular readers may have noticed that this is my first update on this blog in a little over a year. Writing has taken a backseat to my other priorities in life lately, but I’m hoping to start again soon. Even when the updates here are few, be assured that life is going well over here.


Midsummer blog catch-up

It’s been a couple of months since I blogged here. Being busy making bicycle events happen left me with hardly any time to write about other bike news. Here’s a quick update with the stuff I’ve done since my last post.

May was Bike Month, and Bike Month is big in Columbus Georgia. We at Bicycle Columbus hosted our Ride With the Mayor, Bike-to-work day, and the Ride of Silence tribute. We also got our mayor Skip Henderson to officially proclaim May as Bike Month for the first time in Columbus.

You can watch my interview with WRBL about bike-to-work day and other events that month here.

But as soon as Bike Month was over, June was still packed with more bicycle events. We hosted our annual Juneteenth Black History bicycle tour and the cycling portion of the Georgia Police and Fire Games. We also helped cut the ribbon for our city’s latest park-and-ride.

You can watch my interview with WTVM about the Juneteenth ride here.

You can read about the park-and-ride here, and you can watch the full video of the ribbon-cutting ceremony here (I take the stage at 11:20).

A photo of me speaking at the ribbon-cutting ceremony.

That’s all for now. It’s been an exhausting summer so far, and I look forward to when I’ll be able to get back to blogging again.


A photo of a mostly-empty parking lot and a church steeple in the distance.

Walking in a hollow city

As I recovered from my car crash last year, I took up walking more. Each Sunday morning I would walk to church and, thanks to the calmer weekend traffic, I noticed all sorts of details around my neighborhood that I never paid attention to before. But after several weeks of this, I felt a deep awareness of how empty my city can be.

My route from Columbus’ Lakebottom Park to downtown makes for a lonely journey. You can walk it many times before you cross paths with another human being, and the chances that you even see another person from a distance is probably fifty-fifty.

You might see an athlete zip past as they cycle or jog on our Dragonfly Trail. But most of the time, if you see anyone in public at all, you see people who don’t have anywhere else to go. They don’t dress fashionably and don’t smile when they pass you. Many of them talk to themselves while they walk. They’re almost all male and at least middle-aged. I probably look like I fit right in. Even if I didn’t, it’s not like anyone else is around to notice.

A photo of a sidewalk and houses.

A photo of a parking lot that's vacant except for a single pickup truck.

My route is walkable in every technical sense. It has multiple sidewalks for its entire length, and even the aforementioned multi-use path for part of it. But it would be a stretch to call it comfortable, friendly, or possibly even safe. It feels less like walking and more like hiking.

(For the record, I’ve never felt unsafe on this route, but I likely owe that to my background and demographic. A parent would probably get a visit from the state if they were caught letting their child walk here unsupervised.)

As lonely as these walks can be, part of me enjoys them. Before I settled down in the “big city” of Columbus, I spent much of my young life in the great outdoors. I feel comfortable with solitude, and I like being alone with my thoughts.

But this whole situation feels wrong. It’s like walking through a forest that should be teeming with animals but you can’t hear a single chirp of birdsong. Even if you don’t know why the birds vanished, their silence betrays the ecosystem’s collapse. It’s hard not to wonder why one of Georgia’s most populous cities is so eerily quiet. Why can you cross neighborhood after neighborhood and only see empty front yards, empty sidewalks, and empty storefronts?

A photo of an empty parking lot with a store that says "Corner Lot."

A photo of an empty street.

Even if everyone is just enjoying themselves indoors, the population on this stretch is especially thin. After I pass through the park district, commercial buildings mainly line the streets. These aren’t businesses that invite socializing, but rather they’re storage units and auto shops. Many of the buildings are vacant. There are a few newer restaurants and antique stores that do well in a revitalized section, but they’re like isolated islands in the emptiness, and they’re purely commercial. When business hours are over, the parking lots empty and people vanish.

And there’s a lot of blight. So much architecture along my walk consists of rotting buildings that have been empty for decades. They’ve persisted that way across many administrations and as other businesses have come and gone.

It again evokes an spooky sense that something is deeply wrong. My neighborhood, a few blocks away, is vibrant and thriving with people. The downtown area, a few blocks in the other direction, is experiencing a renaissance of new businesses and housing. Why is the area between the two so desolate? Shouldn’t it be prime real estate?

A photo of a sidewalk curving up a hill with a chainlink fence.

A photo of an sidewalk beside an empty parking lot.

When the North American suburban experiment kicked off a couple of generations ago, new development accelerated in urban outskirts, sucking resources from the city centers. As a result, historic towns became hollowed-out, full of empty roads and crumbling buildings. The new parts of the cities, patchworks of strip malls, subdivisions, and interstates, surrounded the centers like a donut.

Southern cities saw most of their growth during this era, and they especially bought into this experimental development pattern. Columbus followed suit. A few decades later, we’re living in its natural end-result.

Some of the damage is reversing now, and I don’t want to shortchange the progress that people in my city are making. The restaurants and stores I mentioned earlier have breathed new life into the old buildings they inhabit. Piece by piece, these blighted blocks are transforming into something friendly and productive.

But today, on a beautiful Sunday morning, on this walkable route, this part of the city is empty. Maybe everyone is at home with their screens or out shopping in the strip malls, but they’re not here.

A photo of a mostly-empty parking lot and a church steeple in the distance.

During my last walk, I passed two men on bicycles swerving in and out of the lanes. They were not cyclists; they wore street clothes with no helmets, and their seat posts looked uncomfortably low. They each balanced a cardboard box on their handlebars. One of them looked at me and shouted a question I didn’t catch, but he made a “lighter” gesture with his thumb. I said I don’t smoke, and the two kept cruising past down the hill.


Your town used to be walkable

It probably seems that your city must have always been built around interstates and parking lots. You may even have difficulty imagining that your city could ever function without cars. But that’s a modern myth. The truth is that your town used to be walkable, and it could be walkable once again.

Strong Towns published a piece recently called “Dallas Used to be Walkable,” in which they share a film recorded in downtown Dallas in 1939. It shows streets bustling with people on foot. They’re going to homes, restaurants, and businesses. It’s unrecognizable as the Dallas we have today.

This reminded me of when I shared a photo of my city, Columbus Georgia, from 1900. Here it is again, courtesy of the Digital Library of Georgia:

Historic photo of Springer Opera House.

Now compare it to what that intersection looks like today:

Google Street view of Springer Opera House today.

A corner that once saw carriages, trolleys, bicycles, and people is now only home to cars. This isn’t to romanticize the past (I doubt many of us want to bring back horse-drawn carriages) but look at how diverse the mobility options were over a century ago compared to now. Our city used to be alive with people, and now it’s a giant parking lot for cars.

In the 50s and 60s, people thought maximizing car infrastructure was the way to the future. The article about Dallas quotes its mayor at the time: “Dallas will never be a modern city as long as it is tied to an antiquated, electric rail system.”

Now we live in that future, but we don’t have to stay trapped in it. If people in the 50s could raze neighborhoods to build parking lots and interstates, then we can build neighborhoods back at human scale like they were before.


Preliminary data shows that pedestrian deaths fell slightly in 2023, but are still higher than pre-pandemic levels

The Governors Highway Safety Association (GHSA) released data from the first half of 2023 which shows pedestrian fatalities dropped 4% compared to the same time period in 2022. However, deaths are still far higher than every other year in the past decade.

A chart showing U.S. pedestrian fatalities from 2013-2023, January-June.

Image source: Governors Highway Safety Association.

The GHSA press release cites several factors that led to our deadly roads:

A steep drop in traffic enforcement across the country since 2020 has enabled dangerous driving behaviors – including speeding and driving impaired – to flourish. At the same time, roads are largely designed to prioritize fast-moving vehicle traffic instead of slower speeds that are safer for people walking. Many parts of the country lack infrastructure – such as sidewalks, crosswalks and lighting – that help protect people on foot. The U.S. vehicle fleet is increasingly dominated by larger, heavier vehicles that are more likely to injure or kill people walking.

While any drop in deaths is good news, we still haven’t seen those root problems addressed at a nationwide scale yet. It’s uncertain whether or not that 4% decrease is a statistical anomaly or the sign of a new trend.

2022 marked a 40-year high in pedestrian and cyclist deaths in the United States. Even with 2023’s drop (so far), we’re still seeing near-record fatalities. The deaths are worse in southern states, with 37% of all deaths taking place in California, Florida, and Texas.

GHSA cites the South’s nice weather as an explanation for their higher death rates. “These states have warmer climates, which tend to increase travel on foot, […]”

They’re also the states that saw most of their growth after highway expansion was pushed nationwide, and thus have highly car-oriented cities. Either way, if our weather is so good that more people want to get outside on foot, then that’s all the more reason why we need to seriously invest in better pedestrian safety and comfort.


The first study comparing cargo bicycles and car ownership shows that most riders find their bikes superior

At least in Germany, where the study was held. Nonetheless, the cargo bicycle advantages are not merely theoretical. Researchers took 2,590 people who rode cargo bikes and surveyed their car ownership status along with their opinions comparing the two options. The results show not only that car ownership goes down when people ride cargo bikes, but respondents claimed that their bikes were superior by almost every metric.

You can read the full study here: “Can cargo bikes compete with cars? Cargo bike sharing users rate cargo bikes superior on most motives – Especially if they reduced car ownership.”

The data reveals that 18% of cargo bike riders either got rid of a car they already owned, or they had planned to buy a car but ultimately chose not to.

But that’s just part of the story. When participants rated how their bikes compared to cars, bikes won in most categories, especially in ones that they selected as more important.

Cargo bikes were rated superior in categories like: flexibility, low price, no stress, freedom, pleasure, social recognition, self-expression, and environmentally friendly. The only categories that cars won were, perhaps unsurprisingly: travel speed, comfort, weather-independence, and just barely traffic safety.

Ratings of cargo bikes and cars with regard to different motives.

Of course there may be a degree of selection bias. The study targeted people in Germany who already use cargo bikes. But I don’t believe that detracts from the main takeaway. Outside’s Velo made this observation:

“Duh,” you’re probably saying to yourself. “Of course someone using a cargo bike will cut down their car ownership! You don’t buy a cargo bike to not use it.”

What’s more interesting is that surveyed people agreed that cargo bikes are better than cars across nearly all aspects, regardless of whether the person was considered car-dependent or had reduced car ownership outright.

This is what makes the study significant. It challenges the conventional wisdom (at least in North America) that cars are naturally superior to all other modes of transportation. Our governments have capitalized on this belief to justify huge investments into single-use car infrastructure at the expense of every other mobility option, and usually at enormous deficits. The reality is that even a car-dependent person may find a bicycle superior to their car at times.

Looking beyond the car-versus-bicycle dichotomy, there’s another obvious truth this study reveals. Different people have different preferences for their transportation, and some people may enjoy choosing from many options. They can be “car-dependent” but still want the choice to ride a bike. This may seem self-evident, but even this is a radical idea in a culture that values car-superiority.

If it’s easy for us in North America to see these studies and say “that won’t work here,” then maybe now is the time for us to instead ask, why won’t we let it work here?


People Powered Movement reports on bicycle safety in Columbus Georgia

People Powered Movement, an organization that focuses on improving bicycle advocacy across the United States, just published a bicycle safety overview of Columbus Georgia. They summarize the state of our infrastructure, crash data, and the city’s progress so far.

You can read their report here. It’s a birds-eye view of all of the available public data. So while it does not make any new insights that Columbus residents probably haven’t seen before, it neatly organizes the information into one page.

Hopefully reports like this will help the city’s name get more traction with the larger bicycling culture, at least among anyone who follows this kind of reporting or who searches the web for them.


All of the ways you can follow the Bike Walk Life blog

Now that I’m back to writing for this blog, here’s how you can stay up-to-date with each new post.

Option 1: Web feed

The most basic and reliable way is to subscribe to this website’s feed. Just point your favorite feed reader app to this website and you should be good to go. If you need to configure your reader manually, the feed’s direct URL is here: https://bikewalk.life/feed.xml

I think web feeds are a great bit of technology, even if they never quite hit the mainstream. Here is a quick primer for how feeds work.

Option 2: Email newsletter

If you aren’t using a feed reader app, then you can subscribe to my email newsletter version here. This newsletter is set up to automatically take the feed’s content and aggregate it into a weekly summary. The key difference between this and option 1 is that it only updates once a week. We all have too much in our inboxes already, so I consider that to be a feature.

Option 3: Social media (to an extent)

I have a couple of social media accounts I use in conjunction with this blog. They sort of mirror the feed too, except I haven’t gotten around to automating them.

My official accounts are:

Why only those and not whatever-other-social-media-app instead? The technical answer is that the Bridgy service works with those.

The longer answer is that they allow me to take any “likes,” “reposts,” etc. and display those on each page of this blog. You can see the bottom of my recent “I’m back” post for an example of how “likes” display.

Use whatever works for you

Just like bicycles, I like to keep my digital technology simple and elegant. Back when the word “blog” first appeared, in the olden days of the early 2000s, people followed them by just checking bookmarks regularly. If that still works for you, go for it.

Personally, I get exhausted by keeping up with the revolving door of new apps and services, since the good ol’ web still works fine for me. I hope that the options I provide here can empower you to keep reading however you enjoy.