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 used 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.
An effective way to address obstacles to bicycle and pedestrian accommodation is to go out and look for them. That was the lesson the Connecticut Department of Transportation (CTDOT) learned in implementing its Community Connectivity Program.
|The Community Connectivity Program helped towns such as Portland, Ct., identify needed improvements. Photo: CTDOT|
The program was developed as part of Gov. Dannel Malloy’s Let’sGoCT! transportation initiative. Launched in 2015, the initiative set forth an ambitious 30-year vision for the state, calling for “a best-in-class transportation system” to be achieved by supporting statewide, corridor, and local projects across all transportation modes.
A key element of the initiative was to support sustainable communities, including a program to promote pedestrian- and bicycle-friendly urban centers. CTDOT officials decided to take the concept one step further, incorporating rural areas as well.
The initiative supports streamlined project delivery by helping to identify and build community support for needed intermodal connections. The aim of the Community Connectivity program was to improve conditions for walking and bicycling in community centers – defined as places where community members meet for social, educational, employment, or recreational activities. It was intended to support intermodal connections with a focus on bicycle and pedestrian safety, including transit “last mile” connectivity and better, safer access to employers, business districts, and residential areas.
Colleen Kissane, Transportation Assistant Planning Director in CTDOT’s Bureau of Policy and Planning, leads the Community Connectivity Program. Kissane said officials decided to follow the lead of a successful pilot road safety audit funded by the Federal Highway Administration (FHWA) in 2015. CTDOT would lead by example, working with towns and cities to conduct their own road safety audits at important bicycle and pedestrian corridors and intersections across the state.
CTDOT reached out to all 169 municipalities, offering to conduct one road safety audit for each town. Criteria were established based on a similar effort conducted in Massachusetts, Kissane said.
The agency received 80 responses and moved forward to conduct all 80 audits within an 18-month period, ending in the spring of 2017. In all, the program brought together over 500 participants from towns and municipalities and evaluated 117 miles of roadway and 583 intersections. The audit program covered all geographic areas of the state, including downtown areas and town centers as well as urban, suburban, and rural areas. Each of the 80 audits resulted in a formal report, all of which are posted online.
Elements of a Road Safety Audit
A road safety audit is a formal assessment of the existing conditions of walking and biking routes. Following FHWA’s road safety audit guidelines, a team including experts in traffic, pedestrian and bicycle operations and design focuses on a particular route. The team – which also includes local officials and other stakeholders – works together to evaluate the safety of a particular location through on-site visits. The team looks at accommodations for all road users, ways to improve access, and ways to reduce the potential for crash risk. The audit team then comes up with options for addressing the concerns – including low-cost actions that can be implemented in the short term and higher-cost, longer-term recommendations.
What did they find?
Patrick Zapatka, who managed the road safety audit program for CTDOT, said the audits identified important safety concerns including:
Identifying the problems was just the first step. Each team also came up with long-term, medium-term, and short-term recommendations for addressing the issues.
Conducting Road Safety Audits
Under the Community Connectivity Program, each road safety audit team was unique, depending on the needs and challenges of the individual location. Typical team members included CTDOT staff, municipal officials and staff, law enforcement officials, consultant experts, and community leaders.
The teams gathered pertinent information about the chosen location, including maps, crash and traffic data, and pedestrian counts. Each audit, which lasted a single day, included a pre-audit meeting to discuss objectives and review available data as well as a field audit, during which the team visited the location.
For each location, teams evaluated a range of factors that could promote or obstruct safe walking and bicycling routes, including:
Following the field audit, the teams conducted post-audit meetings to identify potential short-term and long-term recommendations.
Proposed solutions included infrastructure improvements – such as maintaining sidewalks, signage, sightlines, and crosswalks; upgrading signal equipment and pavement markings; and narrowing vehicular travel lanes to allow for wider shoulders.
In addition, improving communications was a key theme. The audits showcased ways for communities to develop consensus around proposed plans and improvements and helped to improve relationships between municipalities and state agencies.
Taking Action to Improve Conditions
After each town identified needed improvements and solutions, the next step was for CTDOT to provide funding to help towns implement the recommendations. In 2017, the agency launched a $10 million Community Connectivity Grant Program to provide funding for municipalities to perform smaller scale capital improvements. CTDOT again reached out to towns and municipalities with a solicitation and received 80 applications for funding. Although many of the projects proposed for funding stemmed from the road safety audits, applicants were not required to address only those projects. The grants ranged between $75,000 and $400,000 and most of the applicants requested amounts ranging from $200,000 to $300,000.
CTDOT reviewed the applications and made its project selections. In July 2018 CTDOT announced that the State Bond Commission approved its request to fund the program. All municipalities that submitted applications for grants will be notified about specific funding decisions.
In the meantime, the towns “got a free document they can use to go to their local officials to advance some of these needed improvements,” Kissane said. And many towns are moving forward without the grant funding.
For example, the town of New London is targeting available funds to address bicycle and pedestrian challenges identified in its road safety audit. The Williams Street Bicycle and Pedestrian Improvements project includes the construction of a sidewalk, a raised crosswalk, a raised intersection, and shared-road markings for bicyclists. It will be funded with 80 percent federal dollars and a 20 percent match from the town.
CTDOT also has stepped in to address “low-hanging fruit” identified by the various audit teams. CTDOT maintenance staff were invited to participate in the audits and have been able to help towns with tasks such as tree trimming and pavement striping – relatively easy maintenance activities that provide significant safety improvements, according to Kissane.
Challenges and Lessons Learned
Kissane said the audits were a learning process, developing relationships and gathering knowledge from local officials and members of the community.
CTDOT’s initial pilot audit brought in a range of stakeholders who “knew the road” – including public works directors, fire fighters, the police chief, and even the mail carrier, in addition to community members and neighborhood groups. In the process, CTDOT learned that taking two days of people’s time was too much, and for the statewide program it reduced the audits to a single day.
Kissane said she would highly recommend this type of program to other state DOTs. The most beneficial aspect was the one-on-one interactions with the towns during the audit process.
“That’s not something we do in our normal course of business, and we’ve developed better relationships with the towns because of it,” she said.
By reaching out to communities across the state, Kissane said, “it was extraordinary what we learned and what we shared.”
For example, Kissane said one audit revealed disconnects between the local officials and the state DOT. “They had misinformation about what we do,” she said. Now that new relationships have been forged, local officials have a face and a name at the state agency that they can call and ask questions. “That has been a huge benefit,” she said.
As a result of the audits, CTDOT and the 80 towns now have identified issues that need to be addressed and specific ways to streamline needed improvements for bicycle and pedestrian safety and access across Connecticut.
CTDOT officials are hopeful the grant program will continue on an annual basis as a way to continue improving bicycle and pedestrian connections throughout the state.
A 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 email@example.com.
The Pennsylvania Department of Transportation (PennDOT) is reaching out to communities and partner agencies to ensure that all new road projects address a broad range of needs, ranging from bicycle and pedestrian accommodation to safety and environmental stewardship.
The PennDOT Connects initiative, launched by Transportation Secretary Leslie S. Richards in December 2016, establishes a formal process to consider and document community needs for each project in the planning phase, prior to developing project scopes and cost estimates. It requires coordination with local and regional partners on all new projects, starting with those added to the 2017 transportation improvement program.
|The South Street Bridge Reconstruction in Philadelphia included wider bike lines and sidewalks. Photo: PennDOT|
“Our policy’s bottom line is to improve transportation through local government collaboration,” said Richards. “PennDOT Connects places a greater focus on teaming with municipal and rural planning organizations to address local community transportation needs, such as bicycle, pedestrian, and stormwater issues.” Such collaboration also can reduce costly changes later in the project development process, Richards said.
The Federal Highway Administration’s Pennsylvania Division has emphasized the benefits of the initiative.
|Contextual Issue Evaluation|
PennDOT Connects provides issues to consider
during the outreach process:
“The PennDOT Connects initiative is a collaborative effort to provide local communities the opportunity to meet with PennDOT to identify and discuss transportation project details unique to their goals, according to Moises Marrero, FHWA’s Assistant Division Administrator for Pennsylvania.
“This extraordinary level of collaboration at the early stages of a project ensures the effective use of taxpayer dollars by advancing safety and innovative practices, maximizing project investment, and improving the overall project delivery process,” Marrero said.
To implement the initiative, the agency has launched a new system to document local government outreach for each project on a screening form. The form requires coordination on a wide range of local planning objectives and community mobility needs such as:
For example, for pedestrian access, the project initiation form states that dedicated pedestrian facilities should be evaluated for all highway projects. It provides a checklist allowing the user to identify the type of facility that will be accommodated, including:
If none of these apply, the form prompts the user to choose from a selection of potential reasons why pedestrian facilities will not be accommodated on the project, such as unique site constraints.
South Street Bridge Project Sets Groundwork
When PennDOT Connects was first launched, Secretary Richards pointed to Philadelphia’s South Street Bridge reconstruction project as an example of the PennDOT Connects principles, with features that incorporate “balanced elements of urban mobility.”
The original bridge replacement project was geared toward improved vehicular access. But as the community evolved over the years, there was an increased call to accommodate the significant mix of pedestrian, vehicular, and bicycle traffic, according to Chuck Davies, PennDOT Assistant District Executive for Design.
The project was changed late in the process to meet needs identified through community outreach, including meetings with neighborhood groups, city officials, and other stakeholders.
Ultimately, the project incorporated many of the features desired by the community and provided lessons that were incorporated into the PennDOT Connects approach.
“Car lanes were reduced from five to four, and speed limits were dropped from 30 mph to 25 mph. We also made the bridge more bicycle- and pedestrian-friendly with wider bike lanes and sidewalks, bike boxes to give cyclists a head start on drivers, and signal priority for walkers,” Secretary Richards said.
Projects Benefit from Early Outreach
Results of the increased outreach spurred by PennDOT Connects are visible across the state.
As of July 2018, PennDOT had collaborated with municipal officials on more than 2,000 projects, including more than 800 face-to-face meetings. These have ranged from multi-million dollar maintenance projects to a $100 million highway or bridge project.
PennDOT’s District 11 Executive Cheryl Moon-Sirianni, said PennDOT Connects “shifted our thinking—we formalized our existing coordination efforts with county and city officials and are pursuing earlier local involvement with greater collaboration.”
|Community input helps PennDOT ensure connectivity of bicycle and pedestrian trails on the US 422 West Shore Bypass project. Image: PennDOT|
For example, the PennDOT Connects process for the US 422 West Shore Bypass project – a five-mile highway widening and reconstruction effort in Reading (Berks County, District 5) -- included a series of workshops, open houses, and meetings as well as a 21-member stakeholder workgroup to provide a collaborative voice for the community. The workgroup – which was established by the Greater Reading Chamber Alliance and the Berks County Commissioners – focused on maintaining connectivity for businesses and the community, providing effective trail access, and improving bike/pedestrian safety, according to PennDOT District 5 officials.
“We have received positive feedback from the stakeholders for soliciting their input early in the project and not just listening to their concerns, but making conscious efforts to address their concerns,” said District 5 Consultant Project Manager Earl Armitage.
At the same time, he said, balancing the differing needs of various stakeholders was the most challenging aspect of the process.
“For example, a pedestrian bridge was added to the project over Lancaster Avenue to provide grade-separated crossings for bicycles and pedestrians where an at-grade crossing was originally proposed,” he said. “This proposal is a direct result of feedback from the stakeholders.”
The stakeholders also expressed concerns with the uncontrolled pedestrian crossings at the existing cloverleaf interchange ramps at 422 and Penn Street/Penn Avenue. PennDOT is proposing an innovative diverging diamond interchange at this location, which is designed to simplify vehicular and pedestrian movements and provide signalized pedestrian crossings with “hand/man” pedestrian signal heads and countdown timers to improve pedestrian accommodations. The diverging diamond also allows for shorter pedestrian crossing distances at the signalized intersections compared to other interchange options. For the ramp(s) that will not be controlled by a traffic signal, rapid rectangular flashing beacons are proposed to notify vehicles when a pedestrian is planning on crossing the ramp.
As another example, officials pointed to the Cementon Bridge replacement project in Lehigh County.
In addition to carrying vehicular traffic over the Lehigh River, the bridge has served as a vital connection for bicycle and pedestrian uses. It is the only connection linking the Delaware and Lehigh Trail on either side of the river. For residents of Cementon, the bridge has served as the sole means for pedestrians to access the Northampton Borough business district.
PennDOT Connects offered a process for neighborhoods and agencies to discuss the importance of the bridge to the community and to find ways to maintain the links it has provided. As a result, PennDOT is proposing to add a 10-foot multipurpose trail on the new bridge with a ramp to connect to the Delaware and Lehigh Trail on both sides, maintaining bicycle and pedestrian connections for the community.
This solution is being supported by many stakeholders in the region.
Successes, Challenges, and Lessons Learned
PennDOT’s Bicycle/Pedestrian Coordinator, Roy Gothie, said PennDOT Connects “is exactly how business ought to be done.”
“PennDOT can leverage our high-level data and funding to support local knowledge and expertise as we scope, plan, design, construct and maintain a more cost-effective and safer transportation network,” Gothie said.
According to Gothie, managing the PennDOT Connects meetings adds a significant amount of work for district staff, but the meetings are well received. Staff report “a big benefit from the local knowledge and relationship building – social capital that helps things get done, even things not directly related to the ‘project-at-hand’.”
The effort also has increased interest in bicycle and pedestrian issues, including requests from metropolitan planning organizations (MPOs) and rural planning organizations (RPOs) to fund bicycle/pedestrian counters and provide data from bicycle/pedestrian tracking applications, such as Strava, Gothie said.
In addition, PennDOT has been working with the State’s health and environmental agencies to support walkable communities planning and policies – leading to more informed local planning units, stronger grant applications, and improved project scopes.
A key lesson learned: “PennDOT Connects is bigger than just the meetings with the locals and MPO/RPOs if you can leverage other departments and programs to push for a larger goal of healthy communities: economic, social, health, access, and environmental well-being,” Gothie said.
Gothie stressed that the program aimed to “develop better projects that more appropriately addressed locally identified needs in the planning and pre-scoping process so that once funded for design and construction, we’d have better cost estimates, more accurate schedules for construction, and finished projects that truly worked to support the communities.”
PennDOT expects the initiative will lead to greater process efficiencies.
“We anticipate that the identification of issues in planning – and hopefully resolving them in planning – will result in better predictability in the process,” said Brian Hare, Chief of PennDOT’s Planning and Contract Management Division.
Next Steps: Training and Outreach
Gothie said the need to provide training on the initiative for PennDOT staff, planning partners, and local governments has been a challenge, but those efforts are ongoing.
To help in that regard, PennDOT has developed the “PennDOT Connects Support Hub,” an interactive online help desk that includes guidance, a newsletter, and an online form where municipalities can sign up for technical assistance. The Hub also provides access to a series of municipal outreach sessions scheduled in each of the 12 districts across the state.
PennDOT Connects also will be integrated throughout the agency’s programs and projects as it is incorporated into applicable manuals and processes.
“By being proactive and initiating the conversations about local needs as part of our work, PennDOT can show the value in developing the local plans for cyclists and pedestrians. That planning work can help support the purpose and need statements for our projects and encourage local discussions about integrating all modes of transportation, about health outcomes of a better active transportation system, and eventually issues of equity,” Gothie said
The effort also is supporting goals set forth as the state updates its 2007 Statewide Bicycle and Pedestrian Master Plan: encouraging local planning, evaluating health and equity issues at a state level, and providing access for those who walk and bike out of necessity rather than by choice.
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 firstname.lastname@example.org.
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.
Featured Case Study
- items posted in the last 7 days