As pedestrian collisions and fatalities increase across Calgary, urgent questions are being raised about the safety of the city's intersections and its overall commitment to walkability. A recent analysis has delivered a stark verdict on the city's pedestrian-friendly credentials, highlighting a systemic reliance on automobiles that leaves many residents with few alternatives.
A Failing Grade for Foot Traffic
Calgary has received an abysmal walkability score of 39 out of 100 from Walk Score, an organization that specializes in evaluating how easy it is for residents to live without a car. This rating places Calgary as the 13th most-walkable large city in Canada, a position that barely edges out Edmonton, which scored 40 and sits in 12th place.
The methodology behind these scores is rigorous. Walk Score assigns maximum points to amenities located within a five-minute walk, with points decreasing as destinations become more distant. No points are awarded for anything beyond a 30-minute walk. The analysis also considers critical urban factors like population density and road metrics, including block length and intersection density.
With a score of 39, Calgary falls squarely into the "car-dependent" category—the second-worst possible tier. This classification means that for most residents, completing everyday errands requires the use of a vehicle.
The Stark Divide Between Neighborhoods
The city's walkability picture becomes even more revealing when examined at the neighborhood level. While the inner city maintains relatively high scores, accessibility plummets in communities outside the urban core.
The Beltline neighborhood stands as Calgary's most walkable area, boasting an impressive walk score of 91. In stark contrast, the community of Crestmont holds the dubious distinction of being the city's least walkable, with a score of just 2.
Expert Analysis: A City Designed for Cars
When asked directly if Calgary qualifies as a walkable city, Francisco Alaniz Uribe, an associate professor at the University of Calgary's School of Architecture, Planning and Landscape, offered a blunt assessment: "No, it's not."
After reviewing the city's walk score and drawing from his professional experience, Uribe explained the fundamental issue: "We are a city that has been designed to be auto-dependent."
Uribe identifies two critical components when evaluating a city's walkability: the physical spaces available for people to walk and navigate safely, and the proximity of essential amenities within a reasonable distance.
According to the professor, nearby amenities constitute the more significant factor in true walkability. He argues that if walking is only viable for recreation, "that's not enough." Uribe defines a reasonable distance as five to ten minutes on foot, noting that this range can be effectively extended through reliable public transportation.
Public transit must be integral to conversations about walkable cities, Uribe emphasizes, as it plays a crucial role in reducing dependency on private vehicles and creating more accessible urban environments for all residents.
