Walkability in Zimbabwean Neighborhoods

TABLE OF CONTENTS

Abstract

Dedication

Acknowledgements

Table of Contents

List of Tables

List of Figures

List of Boxes

List of Appendices

List of Acronyms

CHAPTER ONE: INTRODUCTION AND BACKGROUND
1.0 Introduction
1.1 Background of the Study
1.2 Problem Statement
1.3 Aim of the Study
1.4 Objectives of the Study
1.5 Significance of the Study
1.6 Theoretical Overview
1.7 Methodological Overview
1.8 Delineation
1.9 Chapter Overview
1.10 Conclusion

CHAPTER TWO: LITERATURE REVIEW
2.0 Introduction
2.1 Sustainable city
2.2 Theoretical Framework
2.2.1 Walkability defined
2.3 Elements of a walkable neighborhood
2.3.1 Safety
2.3.2 Availability of mixed land uses
2.3.3 Aesthetics/Ambience
2.4 Benefits of Walkable Neighborhoods
2.4.1 Environmental
2.4.2 Economic
2.4.3 Social
2.5 Transport and Urban Planning Legislation
2.6 Experience of Walkable Neighborhoods
2.6.1 Walkable Neighborhoods at a Global Level
2.6.2 Walkable Neighborhoods at a Regional Level
2.7 Tools for measuring neighborhood walkability
2.7.1 Walk Score
2.8 Conclusion

CHAPTER THREE: RESEARCH METHODOLOGY
3.0 Introduction
3.1 Research Approach and Design
3.2 Study Area and Population
3.2.1 Selection of the Study Area
3.3 Data Collection Tools
3.3.1 Interviews
3.3.2 Questionnaires
3.3.3 Observations
3.3.4 Walk Score
3.3.5 Walkable Distance
3.4 Data Collection Strategies
3.4.1 Response Rate
3.5 Problems Faced by the Researcher
3.6 Data Organization and Analysis
3.7 Validity and Reliability
3.8 Ethical Considerations
3.9 Conclusion

CHAPTER FOUR: DATA PRESENTATION AND ANALYSIS
4.0 Introduction
4.1 Level of Safety for Pedestrians
4.1.1 Availability of Road Signs
4.1.2 Road User Behavior
4.1.3 Pedestrian Facilities
4.1.4 State of Vegetation
4.1.5 Level of Crime
4.2 Availability of Amenities (Mixed Uses)
4.2.1 Commercial Amenities
4.2.2 Recreational Services
4.2.3 Employment Areas
4.2.4 Educational Facilities
4.3 Level of Aesthetics in Rhodene
4.3.1 Tree Lining and Vegetation Maintenance
4.3.2 Street Lighting
4.3.3 Landscaping Architecture
4.4 Conclusion

CHAPTER FIVE: CONCLUSIONS AND RECOMMENDATIONS
5.0 Introduction
5.1 Summary of Main Findings
5.2 Policy Implications and Recommendations
5.3 Limitations of the Study and Areas for Further Research
5.4 Conclusion

REFERENCES

ABSTRACT

Climate change has become a major problem affecting urban environments. The transport sector is a major contributor of climate change through the release of green gases by automobiles. In addressing these issues city planners are advocating for sustainable cities that contain elements of a walkable neighborhood walking. However, the level of walkability in neighborhoods of developing counties remains unclear because of limited knowledge. The main aim of the study is to investigate the level of walkability of Zimbabwean neighborhoods based on the availability of mixed land uses, safety and aesthetics in Rhodene, Masvingo. Data collection was done through observations, expert based scores from key informants and experiences from residents. The major findings showed that Rhodene was not a walkable neighborhood based on the lack of amenities, safety and aesthetics. In conclusion, the researcher proposed a shift from auto-centric policies to sustainable policies of creating walkable neighborhoods.

DEDICATION

This dissertation is dedicated to my parents, the entire family and my best friend Dejavu who kept on encouraging me to work hard.

ACKNOWLEDGEMENTS

I express my utmost gratitude to my supervisor, Mr. Mabaso for helping me tirelessly in producing this dissertation. I remember his common phrase “Hausati watanga chikomana” which was somehow humorous yet a phrase encouraging me to be diligent with my work.

I also give thanks to Great Zimbabwe University on behalf of the Department of Department of Rural and Urban Development for providing satisfactory services that enabled the swift completion of my studies.

Lastly, I give credit to Masvingo City Council and the Traffic Safety Council for allocating me their time and vital information to ensure that my project is a success. I give thanks to Mr. Geza of City of Masvingo and Mrs. Chitoro of the Traffic Safety Council.

List of Tables

Table 3.1: Response rate

Table 3.2: Research design matrix

Table 4.1:Safety scores for Areas in Rhodene

Table 4.2 Amenity Score for Areas in Rhodene

Table 4.3: Aesthetic sores

Table 5.1:Policy recommendation matrix

List of Figures

Figure 2.1: Narrow Streets

Figure 2.2: Zebra Crossing

Figure 2.3 Puffin crossing

Figure 2.4: Median Refuge Island

Figure 2.5: Dimensions of sustainable development

Figure 3.1: Rhodene Residential Neighborhood

Figure 3.2: Rhodene Clusters

Figure 3.3: Data collection route

Figure 4.1:Inadequate crossing signs

Figure 4.2: Absence of refuge islands

Figure 4.3:Road potholes

Figure 4.4:Bar graph of safety scores

Figure 4.5: Rhodene amenity map

Figure 4.6:Bar graph of amenity scores

Figure 4.7: Aesthetic facades

Figure 4.8: Aesthetic facades

Figure 4.9: Poorly maintained road servitude

Figure 4.10:Poor maintained road servitude

Figure 4.11:Pie chart showing Aesthetic scores

List of Boxes

Box 2.1: Pedestrian Master Plan – Vancouver, Canada

Box 2.2: Skinny Streets - Poland

Box 2.3 Walkable Neighborhoods – Cape Verde

List of Appendices

Appendix 1: Interview Guide – City of Masvingo

Appendix 2: Interview Guide – Traffic Safety Council of Zimbabwe

Appendix 3: Questionnaire

List of Acronyms

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CHAPTER ONE: INTRODUCTION AND BACKGROUND

1.0 Introduction

This chapter will highlight, the research`s background of the study, the problem statement, the research`s aim and objectives and significance of the study which were undertaken in the study.

1.1 Background of the Study

Climate change has become one of the greatest challenges facing modern day urban environments (Merton Council, 2017). The transport sector is a major contributor of climate change through the release of greenhouse gases (Environment Canada 2010; Regional Greenhouse Gas Initiative 2012). To address the consequences of greenhouse gas emissions city planners are designing neighbourhoods that promote zero carbon friendly modes of transport. This entails walking and cycling, a concept known as walkability largely applicable in developed countries (Speck, 2012). However, Walkability in developing countries such as Zimbabwe remains unclear because of inadequate research (Polvora, 2013).

Concentration of greenhouse gases into the atmosphere is accelerating the rate of climate change, (IEA, 2016). These concentrations are because of fossil fuels, deforestation and other human activities, spurred on by economic and population growth (IPCC, 2012). Human activities are common in urban areas where motorized transport and expansion of cities is predominant (Schinke and Klawitter, 2016). The impacts of climate change include resource shortages, loss of livelihoods, flooding, health problems and increase in global temperatures (Burtis 2006). The Intergovernmental Panel on Climate Change projects a global mean temperature increase of 1.1°C to 6.4°C by 2100 (IPCC 2015).

Climate change mitigation and adaptation strategies are very important to promote future sustainability of cities (Stern 2006; McMullen and Jabbour 2012). Policies and concepts have been formulated on creating a sustainable city. According to Kennedy et-al (2013) a sustainable city involves the use of resources that do not exceed the carrying capacity of the city’s surrounding environment. The response strategies towards sustainability have included enforcing emission standards, mass transit and use of renewable energy (1EA, 2016 and Merton Council, 2017). On the other hand, city planners have been advocating for the creation of Walkable neighbourhoods (Tregoning et-al, 2010). A Walkable neighbourhood is a safe, well-serviced neighbourhood with qualities that make walking a positive experience (Speck, 2012)

The level of neighbourhood walkability is influenced by the availability of mixed land uses, safety and aesthetics. (Salinas, 2017). Walkability is thus the extent to which walking is readily available as a safe, connected, accessible and pleasant mode of transport (Transport for London, 2004).

Most developed countries have introduced walkability in neighbourhoods by providing tools that encourage cycling and walking. Mixed land use initiatives have been introduced in San Diego by locating houses near workplaces, shops, restaurants, schools, clinics and structured parking (Haahs, 2012).

On the hand, Poland introduced a skinny streets program and expanded bicycle lanes to improve safety of pedestrians. In the region, South African stakeholders are investing in eco-estates that include landscaping and beautiful gardens, which facilitates an interest to walk (Ballard, Richard and Jones, Gareth A, 2011).

Insofar, there is little or no research in Zimbabwe in assessing walkability of neighbourhoods. Therefore, the level of walkability in Zimbabwean neighbourhoods remains unclear in terms of the availability of mixed land uses, safety and aesthetics.

1.2 Problem Statement

Tackling climate is one of the greatest challenges facing the urban environments (Merton Council, 2017). According to Abraham et-al (2010), the primary greenhouse gases are produced by the transportation sector. The impacts of climate change over the years include water scarcity, environment insecurity, human health risks and natural resource depletion (UNFCC, 2012). Furthermore, human activities such as urban sprawl continue to consume the precious open space (Tregoning et-al, 2010). The planning profession has been pressing more on tenets of smart growth such as creating Walkable neighbourhoods (Tregoning, Agyeman and Shenot, 2010). Researchers including Shay eta-al, 2003 Heath, Ross, Brownson and Miles, 2006, have provided literature on walkability as a tool to improve physical activity. These studies have mainly centred on health aspects with little research on the extent to which a neighbourhood can be defined as walkable. Walkability assessment literature is found in developed cities with insufficient knowledge on walkability available in developing countries (Polvora, 2013). Therefore, it remains unclear whether most Zimbabwean cities in particular neighbourhoods are walkable.

1.3 Aim of the Study.

The study aims to investigate the level of walkability of Rhodene residential neighbourhood.

1.4 Objectives of the Study

- To examine the availability of amenities within walkable distance in Rhodene, Masvingo.
- To assess the level of pedestrian safety of in Rhodene neighbourhood.
- To assess the influence of aesthetics on walking behavior of pedestrians.
- To deduce recommendations on promoting neighborhood walkability in Zimbabwean neighborhoods.

1.5 Significance of the Study

Walkability in cities has become a topical issue in urban planning and development because of its immediate relevance in addressing climate change. The research study seeks to explore whether Masvingo fulfills all the dimensions of sustainability by assessing the level of walkability in Rhodene. Therefore the study will bring in new urban design knowledge towards better policy formulation among city planners, architects, environmentalists and other professions.

In addition, the knowledge gathered by the researcher will be vital to academicians interested in walkabilityy researches. It is worth to note that walkability has not been fully explored since most researches have centered on walkability as tool to improve physical activity. The research will help students to identify the research gaps and explore more on walkability as a solution for sustainable environments.

The research will also provide information to the community on the benefits of walking. This is because most people are not generally aware of the economic, social and environmental benefits of walkable neighborhood. Therefore, the research will emancipate residents on the benefits of a walkable neighbourhood.

1.6 Theoretical Overview.

The researcher used the general theory of walkability by Speck (2012). According to Speck (2012), introducing walkability in neighbourhoods addresses the impacts of cars dominating the urban green spaces. Walkability in neighbourhoods can thus be promoted by providing a balance of uses, safety, comfort and interest (Fazinn, 2003). Duany (2013) prefaces the elements of walkability into three keys aspects such as mixed uses, safety and aesthetics. The availability of these elements promotes proximity and access to amenities, pedestrian safety and walkability ambience in a neighbourhood (Speck, 2012). This theory will assist in investigating the level of walkability in Zimbabwean neighbourhoods towards rich conclusive results.

1.7 Methodological Overview

A combination of both qualitative and quantitative methodology was used in the study. Qualitative fieldwork surveys such as data interviews, field observations and questionnaires were used as data collection tools. The researcher used expert based scores on safety and mixed use from key informants. Therefore, in order to achieve accurate results the researcher used the mixed method research for validity and reliability of the study.

1.8 Delineation

The research was conducted in the city of Masvingo located southeast of Zimbabwe. The researcher chose Masvingo as a case study area representing Zimbabwean cities to save time and resources. The researcher focused onlyy on Rhodene out of various neighbourhoods in Masvingo because of resource constraints. The research’s scope was focusing mainly on three elements of walkability namely safety, mixed use and aesthetics because they are noted by many reseachers. Lastly, the researcher focused mainly of walkability of pedestrians because of the time factor.

1.9 Chapter Overview

Chapter 2: Chapter 2 provides a literature review on Walkability in neighbourhoods.

Chapter 3: This chapter will describe the research methodology that was used in the study. It also gives an overview of the study area.

Chapter 4: This chapter presents and analyses major findings of the study. Result presentation and analysis will relate to the objectives and research questions of the study.

Chapter 5: This is the concluding chapter, provides a summary of major findings, policy implications, and recommendations. The last section of the chapter will give limitations of the study and areas for further research.

1.10 Conclusion

This chapter discussed the background of study highlighting climate change as an environmental problem affecting urban areas. The chapter introduced the concept of walkability in cities as a response strategy to mitigate the effects of greenhouse gas emissions. The chapter went further on to highlight the problem statement, aim of the study, research objectives and justification of the study. The next chapter will review literature on Walkability in neighborhoods.

CHAPTER 2: LITERATURE REVIEW

2.0 Introduction

This chapter will give a literature overview on walkability in neighbourhoods to address research questions and objectives of the study. It seeks to define walkable neighbourhood by identifying key elements put forward by various researchers. The chapter will also discuss the concept of a sustainable city in the context of walkability in neighbourhoods. Finally experiences of walkable neighbourhoods on a global, regional and local scale are outlined.

2.1 Sustainable City

Climate change continues to be a major issue affecting cities and towns around the globe (Merton Council, 2017). The transportation sector continues to be a major contributor of climate change through the release of green houses gases from automobiles. City planners have advocated for creating sustainable cities as solution to mitigate effects of climate change.

A sustainable city or eco-city is a city designed for the people in consideration of environmental impacts dedicated towards minimization of green house gas emissions (World bank, 2015).It is worth to note that sustainable cities contain elements of a walkable neighborhood. The elements of a walkable neighborhood include mixed land uses, pedestrian safety and aesthetics (Adielsson and Freiberg, 2001).

The overall goal of a sustainable city is to enhance quality of human life through sustainable development. According to the UNHABITAT (2012) sustainable development promotes equity and viability of social, economic and environmental aspects in a built environment (Fig 2.5). The outcomes of a sustainable city are inter-generational equity, a scenario where present needs are met without compromising future generations to also meet their needs (Abbot and Gibson, 2002).

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Figure 2.5 Dimensions of sustainability. Source (Brunt, 1987)

2.2 Theoretical Framework

The general theory of walkability explains how neighbourhoods can be designed to promote walking and cycling (Speck, 2012).The theory assesses walkability of neighbourhoods based on elements such as mixed land uses, safety and aesthetics. These elements ensure that walking and cycling is recognized as a real transportation option rather than as an ancillary tool (Khan, 2013). A walkable neighbourhood provides a walker’s paradise through provision of infrastructure that is pedestrian friendly (Speck, 2012). The theory was developed in the 21st century as a new concept of urbanism to promote smart growth of settlements (Khan, 2013). Walkability in neighbourhoods thus discourages car dependence on destinations that can be accessed on foot. The theory provides a framework through which local authorities and city planners can follow to address the effects of climate change.

2.2.1 Walkability Defined

According to Transport for London (2004), walkability refers to the extent at which walking and cycling is readily available as an accessible, safe, connected and pleasant mode of transport. This is supported by (Ariffin and Zahari, 2013, Shay; 2003, Burden, 1995) who emphasize that walkability is expressed in terms of proximity to amenities, safety and suitability. Seilo (2004) goes on to say that, walkability involves element measurability on the urban landscape design and alterations made on it.

Acheson et al (1985, 5) asserts that “Walkable neighbourhoods are characterized by different types of land use, easy routes between destinations, good pedestrian and cycling facilities, well maintained pavements, cycle routes, traffic calming measures, good accessibility such as a variety of easily reached destinations or amenities, such as shops, green spaces, and transport links.”

Therefore, the dominant categories of walkability literature are the presence of pedestrian facilities, accessibility to amenities and a pleasant atmosphere in neighbourhoods.

2.3 Elements of a Walkable Neighbourhood

The elements of a walkable neighborhood include safety, availability of mixed uses and aesthetics. A walkable neighbourhood is a safe, well-serviced neighbourhood with qualities that make walking a positive experience (Speck, 2012).

2.3.1 Safety

Speck’s general theory of Walkability (2012) recognizes safety as a driving instrument that encourages people to walk. This is because walking behaviour is influenced by perception and actual walking experiences in a neighbourhood. A research study conducted by Speck (2013) shows that safety of residents can be stimulated by designing narrower streets in neighbourhoods (Fig 2.1). A lot of transport research has revealed that motorists tend to over speed on wider roads than on narrower streets. The commonly prescribed road width in neighbourhoods is 22 feet to discourage over speeding. Thus, residents walk more in neighbourhoods that offer safe, healthier and friendlier places (Boston, 1994).

Safety is also associated with comfort hence pedestrian friendly routes should be sited in harmony with other land uses. (Washington, DC, 1997, 3). For example, a safe walking route between residences and local schools may encourage more children to walk to school (ITF, 2012). Schools should have pedestrian access points, traffic-calming features and low posted speeds (Shay et-al, 2003)

The incorporation of pedestrian facilities in the design of neighbourhoods promotes walkability (Lalani, 2011). Streets should be reconstructed to cater for all age groups and people living with disabilities (Washington, D C, 1997). Pedestrian facilities for the disabled include walkways, trails and sidewalks (Satariano and McAuley, 2003). According Clifton (2004) safety at night can be enhanced by traffic lights and streets lights.

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Figure 2.1 Narrow streets with tree lining to reduce vehicle speeds in South Carolina.Source: (Speck, 2013)

The use of Geographic Information Systems (G.I.S) has enhanced safety through the merging of databases on crash reports and driver perceptions to help minimize fatalities (McMahon et al, 1999).

Other considerations to enhance pedestrian safety include enforcement of laws and regulations to all road users. Traffic organizations should educate walkers, cyclists and motorists on road safety rules. (Campbell et al, 2004).

City planners have designed various pedestrian facilities to promote safety in neighbourhoods. These include sidewalks, crosswalks, medians, trails and road signage.

- Side walks

These are known as footpaths in developing countries. Sidewalks are either located adjacent to the primary and local distributor roads or as an avenue from one street block to the other. The design manual of Zimbabwe (1994) provides for at least a 2-meter wide footpath. The application of such a guideline in practice is however debatable. The height of the sidewalk on the carriage way should be such that disabled people do not eexperience difficulties (Shay et al, 2003). There is need for continuous repair and maintenance of sidewalks to ensure safety of pedestrians.

- Crossings

- Zebra crossing: A facility that gives first preference to pedestrians over motorists (Fig 2.2). It is located where there is frequent mobility of pedestrians indicated by black and white bands painted on the carriageway (Khattak, 2003).
- Flattop road hump: Designed to reduce vehicle speeds and give pedestrians an opportunity to cross. The hump is usually 75-100mm high (Federal Highway Administration, 1999).
- Signage: Various types of signal crossings include pelican and puffin crossings (Fig 2.3). The latter is a pedestrian friendly system that monitors pedestrians waiting to cross. The pelican crossing is a light controlled system that is activated by pushing a button giving a similar function to a puffin crossing (Federal Highway Administration, 1999).
- Median / Refuge Island: usually consist of curbing and signs in the midst of the carriage allowing pedestrians to cross with ease (Fig 2.4).

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Figure 2.2 A Zebra crossing; curb ramp and flat top speed hump. Source: (Federal Highway Administration, 1999)

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Figure 2.3 Puffin crossing that signals pedestrians their right of way. Source: (Federal Highway Administration, 1999)

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Figure 2.4 Median Refuge Island. Source: Federal Highway Administration, 1999

2.2.2 Availability of Mixed Land Uses in the Neighbourhood

Walkability in neighbourhoods is promoted by providing a development that offers a live, work and play environment (Rabiansk and Clements, 2007). Mixed land-use development is a smart growth concept of combining different land-use functions like residential, commercial, recreational, and institutional in one neighborhood (Bahadure, 2015 and Troy, 2003). The provision of amenities such as retail shops, offices, residential, hotel and parks in one area shortens distances making it easier to access services by foot (Rabiansky, 2007). ).

Khorthakar (2012) asserts that there is an association between availability of amenities and safety of pedestrians because of the distances covered by pedestrian in search of a good or service. The idea of mixed land use development is to provide an adequate mix of non-residential uses to serve residential areas (Dover and Kohl, 2014). This ensures accessibility and proximity of services towards a walkable neighborhood (Pretorius, 2007).

2.2.3 Ambience/Aesthetics

Elements such as residential density, land use mix, and connectivity have been among the studied features of the built environment in walkability literature, (Gina et-al, 2013). However, it is also worthy to note that highly walkable neighbourhoods may have important aesthetic aspects that make active transportation attractive and comfortable. Aesthetics relates to the ambience of an area including the arrangement of furniture for the public (Lovasi, 2012). When walking through a built environment a person is affected one way or another by the visual appearance of a place. Huang et-al (2009) asserts that positive natural or community amenities, such as shade trees or sidewalk cafés, may provide pedestrian comfort and interest that encourages walking.

A walkable neighbourhood should thus provide clean, efficient and well-maintained surroundings, with adjacent storefronts and activities that provide sidewalk interest, (Boston, 1994). Shay (2003) argues that walkability is influenced by quality of pedestrian environment, and quality of local parks and shopping that lure residents into doing outdoor activities. Local residents should be welcomed with a pleasant atmosphere of attractive architecture, landscaping, street trees on major streetscape and well-lit public areas. (Shay et-al, 2003). There is supporting evidence that links walking activity with aesthetics. The provision of aesthetic places can promote recreational walking that offers health benefits. This means that recreational walking is associated with aesthetics where open spaces and street orientation improve the visual quality and outdoor experience for pedestrians (Giles-Corti, 2005). Therefore there is need to promote walkability ambience in neighbourhoods.

2.4 Benefits of Walkable Neighbourhoods

Walkable neighborhoods provide environmental, economic and social benefits that generally improve the quality life of residents.

2.4.1 Environmental

Walking instead of driving protects the environment (Speck, 2012). As such, increasing walkability in neighbourhoods will reduce traffic congestion, air and noise pollution, wear and tear on roads and the need for additional infrastructure (Ewing et al. 2010). Literature on sustainability views a walkable neighbourhood as development that enhances the ecological footprint by minimizing car travel, energy consumption and encroachment on open lands (Van derRyn and Calthorpe, 1986; Ewing et al., 2010). This will in turn benefit plants, watersheds, and green corridors giving residents an ambient walkable environment (Handy et al, 2003).

2.4.2 Economic

Research on economic development, worker and household mobility strategies can all be linked to the issue of walkability in neighborhood context. According to Ryan (2003), a study by the Urban Land institute on four pedestrian communities revealed that housing values are higher where it is walkable. Homebuyers were willing to pay $20,000 more for homes in walkable areas compared to similar homes in surrounding areas, (Burden, 2010). Walkable neighborhoods thus enjoy significantly higher housing values than traditional suburban neighborhoods. Workers and employees in neighborhoods that do not provide for mixed uses incur high costs of commuting and traffic congestion, (Robertson, 2001). These costs include lost hours, fuel, and traffic accidents While traffic volume is not an issue in small towns, commuting costs generally increase as distance increases (Local Government Commission, 2007). In terms of energy conservation the benefits of walkable neighborhoods are believed to outweigh those of green building since traveling to a building is said to account for twice as much energy as operating a building (Wilson and Navaro,2007). The construction of a walkable community provides the most affordable transportation system any community can plan, design, construct and maintain, (Marine Development Foundation, 2012).

Walkable neighborhoods are capturing a greater share of revenue from visitors interested in experiencing community life. A research has showed that tourists come to walk and cycle in the pleasant human scale towns and compact towns resulting in the growth of that local economy, (Ryan, 2003). Providing bookstores and craft centers promote visitors that improve the local economy of the area.

2.4.3 Social

Various researches claim that walkable neighborhoods promote healthy and active lifestyles (Lovasi, Grady, and Rundle, 2012, Duncan et al, 2011, Giles et al, 2009, Saelens & Handy, 2008). Modern societies are experiencing health related diseases because of passive lifestyles (Pivo & Fisher, 2011). About five million deaths are occurring annually because of physical inactivity in the world, (Giles-Corti et al, 2015). Walking and biking can have a positive impact in addressing physical inactivity and inactive lifestyles (Alliance for Biking and Walking, 2012). More than 300 studies have examined the correlates of physical activity and conditions that help individuals reach recommended levels of physical activity in North Carolina.

According to Kingsley (2009) a walkable neighbourhood promotes social diversity. Researchers have argued that access to amenities in walkable neighbourhoods is essential in promoting social diversity (Nyden, Marly, Lukehart, 1997; Nyden 1998). According to a report prepared by the Marine development Foundation (2015), walking improves a community’s interaction since people are more likely to talk with neighbours as they shop in local stores.

2.5 Transport and Urban Planning Legislation

The current acts in road and town planning include the Roads Traffic Amendment Act (Chapter 13: 11) of 2000, Roads Act of 2001 and RTCP act (Chapter 29:12) (Kodero, 2005. These acts provide for efficient transport systems and proper planning and design of neighbourhoods (Bryceson, 2003). The transport policy has various institutions and sub structures such as Traffic Safety Council of Zimbabwe established under the Traffic Safety Council Act Chapter 13:17. These institutions aim to promote safety of pedestrians and all other road users (TSCZ, 2013).

2.6 Experiences of Walkable Neighbourhoods

Walkable neighbourhoods are being adopted across different parts of the globe. The approach is more defined in developed cities with little being done in developing countries.

2.6.1 Walkable Neighbourhoods at a Global Level

The planning and designin of walkable neighbourhoods is attracting a lot of attention because of its immediate benefits in terms of sustainability. Transportation research is being incorporated into the design of neighbourhoods by making areas more walkable (Larsen, 2004). Walkable neighbourhoods are very much common in the United States of America, Canada and parts of Europe. Organisations have been formed such as the Council for European Urbanism at an April 2003 conference in Brussels (Ellis, 2002) to promote walkability in cities.

In Washington, city council officials managed to produce a pedestrian master plan for Vancouver aimed at promoting pedestrian and cyclist’s mobility (Box 2.1).Poland introduced a skinny streets program to enhance safety of pedestrians in neighbourhoods (Box 2.2)

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