Listed below are examples of success stories, best practices, and/or innovative tools/approaches. This section will grow as entries are submitted or links to other sites with useful examples are provided. If you believe your agency has utilized a best practice/approach that others could learn from, please submit a short description to AASHTO (including any pertinent links) on the Share Info with AASHTO form. Please note that currently submissions are only being accepted from governmental entities.
A new focus on pedestrian safety and the benefits of walking can be seen throughout Hawaii thanks to the nation’s first Statewide Pedestrian Master Plan adopted by the Hawaii Department of Transportation.
Released in May 2013, the Hawaii Statewide Pedestrian Master Plan was developed to improve pedestrian safety, mobility, and connectivity. At the same time, the plan sought to promote the benefits of walking – including a healthier environment, healthier citizens, and a stronger economy.
The plan provides a formalized process to assess the needs of pedestrians, develop and prioritize projects, and provide an implementation strategy, according to Rachel Roper, the project manager for the plan and a civil engineer with the HDOT Highways Division Planning Branch.
The plan identifies ways to improve pedestrian safety and mobility through engineering, education, and enforcement. It prioritizes 31 pedestrian infrastructure projects, advances the state’s complete streets policy, and fulfills federal multimodal planning requirements.
A key component of the plan is the Hawaii Pedestrian Toolbox, a companion document containing best practices for planning, design, operation, and maintenance of pedestrian facilities.
|Features such as this pedestrian bridge on the east shore of Kauai are described in the Hawaii Pedestrian Toolbox. (photo: Hawaii DOT)|
To ensure effective implementation, the plan also describes potential funding strategies and provides performance measures for monitoring progress. The performance measures reflect specific objectives and methods to achieve the following goals of the plan:
Examples of the pedestrian projects HDOT is advancing include implementing Walk Wise Hawaii, a program to educate communities about pedestrian and driver awareness; replacing traditional traffic signals with countdown timers; and installing sidewalks to improve connectivity.
The American Planning Association recognized Hawaii’s pedestrian plan with its 2014 National Planning Award for Excellence in Transportation Planning, citing the plan for being the first in the nation with a statewide, pedestrian-only focus and for being transferable to other states.
HDOT’s efforts in engaging the public and identifying priority areas of concern also were featured as noteworthy practices in the Federal Highway Administration’s Statewide Pedestrian and Bicycle Planning Handbook, released in September 2014.
Developing the Plan
HDOT sought to develop a pedestrian-focused plan to fulfill a goal of reducing traffic-related deaths in Hawaii’s Strategic Highway Safety Plan, 2007-2012. Hawaii had the fifth highest pedestrian fatality rate nationwide due to traffic-related crashes from 2001-2005, with 22 percent of traffic crashes statewide involving pedestrians.
The agency structured the plan development process to balance technical expertise from HDOT’s Highway Design and Traffic Operations Sections with extensive involvement from the public, Roper said. HDOT established two stakeholder committees: a Technical Advisory Committee and a Citizens Advisory Committee. The technical group was comprised of staff from federal, state, and city and county agencies. The citizens committee represented diverse public interests, such as neighborhood organizations, seniors, students, local businesses, and minority and disadvantaged populations. HDOT also held a series of public meetings and workshops and maintained a project website throughout the plan development process.
The public validates existing conditions at a public workshop in Maui. (Photo Hawaii DOT)
The project team identified “areas of concern” for recommended pedestrian improvements through a geographic information system analysis of existing conditions statewide. This was combined with input from the stakeholder committees and the public. Criteria to evaluate the areas of concern and to prioritize recommended solutions were developed based on the key factors of pedestrian connectivity, accessibility, pedestrian-oriented populations, and safety. The criteria were reviewed by the two advisory groups and validated through public meetings.
The project team then applied best practices in pedestrian-oriented design from the companion Hawaii Pedestrian Toolbox to evaluate potential solutions in the areas of engineering, education, and enforcement. The process – which included sharing potential solutions with the citizens’ advisory committee and the public – resulted in a prioritized list of 31 recommended pedestrian projects and programs.
HDOT invested a lot of time with stakeholder groups to develop a comprehensive set of goals, objectives, and recommendations addressing all the facets of pedestrian issues, Roper said.
“While the extensive process of public and stakeholder involvement was immensely valuable, it was also challenging and added a lot of time to the plan development process,” Roper said. This is something that other state DOTs should consider when developing a project schedule or contract.
Roper also emphasized that it’s important to approach the process holistically, including both technical and nontechnical staff as well as internal and external stakeholders. “It can’t be thought of separately and then just mushed together at the end,” she said.
Having an established process for decision-making and sharing of information between the project team and stakeholders at the start of the process also was key, Roper said. HDOT was doing extensive outreach, and there was a lot of interest in the project from the public, community groups, the media, and others.
“A lot of people wanted to provide input and wanted to see it in the plan, but some were afraid that all the input we received would go into a ‘black box’ somewhere and get lost,” according to Roper. “It was important to ensure that accurate and consistent information was being disseminated” so everyone involved could see how information was used in the plan.
The process also featured a two-way information flow between the project committees and stakeholder groups throughout, Roper said. Members of the technical committee attended public meetings, as did HDOT leadership, when possible.
Other challenges included scheduling meetings with stakeholders who have busy schedules; collecting and responding to the many comments; and balancing the wide variety of opinions.
Ultimately, HDOT wanted the plan to be implemented by its staff and not to “just sit on the shelf,” Roper said. The agency conducted internal roll-out sessions to make sure staff needs were addressed and that “everyone involved in the project delivery process, including planning, design, construction, operations, and maintenance, was aware of the plan and felt it was feasible and implementable.” In the end, this extensive and transparent public involvement process succeeded in generating a lot of support for the plan, both within HDOT and externally, and was a key contributor to the success of the plan and its implementation, Roper said.
For more information, link to the Statewide Pedestrian Master Plan and Hawaii Pedestrian Toolbox or contact Rachel Roper, HDOT Highways Division Planning Branch, at firstname.lastname@example.org.
The Utah Department of Transportation (UDOT) is building support for bicycling programs across the state through a grass-roots program to help communities with bicycle planning and promoting active transportation.
The Road Respect Community program provides local governments with guidance in planning and developing their bicycle programs and infrastructure. The program also provides recognition, allowing localities to earn the “Road Respect Community” title for their efforts to encourage active transportation.
The program is an offshoot of the Road Respect bike safety education campaign, launched in 2011 by UDOT in collaboration with the Utah Department of Public Safety (DPS), Zero Fatalities and Bike Utah. The goal of the campaign is to educate both cyclists and drivers about state safety laws and encourage mutual respect on the road.
|UDOT Executive Director Carlos Braceras Speaks at Road Respect Event (Photo: UDOT)|
The centerpiece of the Road Respect campaign has been an annual, statewide cycling tour to teach cyclists proper road etiquette and educate drivers on sharing the road. The Road Respect Tour – which is led by representatives from UDOT, DPS, health agencies, law enforcement and cycling advocates – also holds community events along the route to promote safe cycling.
The ongoing success and popularity of the campaign led UDOT to develop the Road Respect Community program to work directly with communities to help them improve their active transportation options.
"The Road Respect Community Program is a big asset to UDOT because it offers Utah's cities and towns opportunities to expand their bicycle and active transportation programs based on the needs and desires of the community,” according to UDOT Executive Director Carlos Braceras. “Because the program reaches people on the grassroots level, it encourages communities to 'own' their planning process, while opening avenues of communication between UDOT, local municipalities, and active transportation advocates across the state," he said.
“What we found as we went from community to community on the tour is they were very interested in promoting bicycling and growing their bicycling programs, but they needed a little bit of guidance on doing that,” said Evelyn Tuddenham, Bike-Pedestrian Coordinator at UDOT.
UDOT sought to design a comprehensive program to help communities advance their bicycle planning programs. To do so, the department developed a set of criteria based on League of American Bicyclists requirements for Bicycle Friendly Communities and other bicycle planning criteria. These criteria were used to develop checklists of actions communities can take to earn the title, “Road Respect Community,” Tuddenham said.
The program features three Road Respect Community Levels – Activate, Ascend and Peak – with corresponding requirements leading up to applying for League of American Bicyclists’ Bicycle Friendly Community status. Requirements include:
Level 1 – Activate
Level 2 – Ascend
Level 3 – Peak
As of May 2015, 12 cities or counties around the state had been designated as Road Respect Communities. Eight more cities and counties are slated to join in 2015, and at least seven more are in line to come onboard in 2016.
|Kids and adults ride out together for a family ride, part of a Road Respect Event marking Logan, Utah's induction as a Road Respect Community. (Photo: UDOT)|
Consultation and Recognition
After a community has applied, UDOT conducts a forum to address local issues and generate potential solutions. The forum brings together representatives from UDOT, planning and law enforcement agencies, cycling advocates and other stakeholders to discuss the needs of the roadway and how they can work together to improve conditions for bicyclists. The forums have been very successful in getting issues out on the table and coming up with preliminary plans for communities to move forward, Tuddenham said.
For example, UDOT conducted a forum to help the city of Moab find bicycle-friendly solutions for its Main Street, a heavily used corridor serving business, trucking and travel. The community and cycling groups were looking for ways to help cyclists safely use Main Street to access the trails at the nearby Arches and Canyonlands national parks. The forum helped educate local stakeholders about their options on the multi-use corridor, and together with UDOT they came up with a plan for mapping and signs. Moab has since earned recognition as a Level 2 Road Respect Community.
The Road Respect Community program also offers promotional opportunities to highlight communities’ commitment to developing active transportation solutions. UDOT produces a Road Respect Community newsletter with resources including information about grants and funding, Tuddenham said. UDOT also has developed an interactive map on its website highlighting the Road Respect communities, including links to local information on bicycling and tourism.
Communities that participate in the program also are encouraged to apply for League of American Bicyclists’ Bicycle Friendly Community recognition. When they complete all the Road Respect requirements “they are perfectly positioned to do that,” according to Tuddenham.
|Springdale, Utah, a gateway community to Zion National Park, becomes a Road Respect Community. (Photo: UDOT)|
The program offers a model of a collaborative approach to building an integrated transportation system, according to Tuddenham.
The program has been very successful in bringing together state agencies that may not be involved in infrastructure but are involved in promoting active transportation, Tuddenham said. For instance, UDOT has worked closely with the Utah Department of Health. The health agency has offered $3,000 grants under its Cancer Control Program to help prospective Road Respect communities get started with their bicycle planning.
The program also improves communication between communities and UDOT regarding active transportation, Tuddenham said. When working with a Road Respect Community, members of UDOT and its regional offices “know they are dealing with a community that has an understanding of what it takes to install infrastructure and what it takes to work with UDOT as an agency,” Tuddenham said.
In addition, the program has helped channel the enthusiasm of cycling advocates, Tuddenham said. In 2015, the League of American Bicyclists ranked Utah fifth among the states in bicycle friendliness, the state’s highest ranking ever.
“In a short period of time we’ve made some really impressive and very strategic advances [for bicycling] in Utah, and I think a lot of that has been because of the collaborative approach that’s come about through this program,” Tuddenham said.
Transferability and Lessons Learned
The program is very transferable to other state DOTs, according to Tuddenham. However, she emphasized that in the beginning “you have to have a hook, you have to have something that really sparks people’s imagination to get them to come on board,” Tuddenham said. For Utah it was the Road Respect Tour, but for other states it might be something different, she said.
Tuddenham also stressed the role of agency leadership. “It’s a very grass-roots program, and that’s the strength of it…people want to be involved because they see it make a difference on their level,” she said. It is important that those at the top of the organization understand and are supportive of what’s going on at the community level, she said.
In Utah, the program has benefited from the support of UDOT Executive Director Braceras, an avid cyclist himself who has participated in numerous Road Respect events. Braceras has been a big supporter of the agency’s commitment to active transportation.
For more information, link to the UDOT Road Respect webpage, or contact Evelyn Tuddenham, UDOT Bicycle-Pedestrian Coordinator at email@example.com.
Transportation Enhancement Program case studies and examples are tracked by the National Transportation Alternatives Data Exchange (formerly the National Transportation Enhancements Clearinghouse) website.
PBIC Case Study Compendium - The Pedestrian and Bicycle Information Center has a compendium of case studies of pedestrian and bicycle projects and programs implemented by communities in the United States and abroad. The collection of brief case studies are categorized by the main activity involved in the community initiative: engineering, education, enforcement, encouragement, planning, health promotion, and comprehensive safety initiatives.
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