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54 CHAPTER FIVE CONCLUSIONS Many communities are encouraging pedestrian transportation to improve public health and safety, reduce the public costs of private automobile travel, improve personal mobility, and cre- ate other economic benefits. This synthesis documents prac- tices that diverse communities have undertaken in a range of settings and contexts with the goal of improving the pedestrian environment, along with the challenges faced, and the keys to success for the communities that implemented these practices. It is important to note that transportation planning is not conducted in a vacuum and that the needs of pedestrians must be considered in the broader context of a transporta- tion system that has many goals and responsibilities. This synthesis does not address the complexities and tradeoffs of balancing the needs of pedestrians with other modes, includ- ing automobiles, transit, freight, and bicycles. The practices in this report were each developed to match specific institutional, legal, and environmental frameworks. And yet, several recurring and themes relating to the effec- tiveness of practices have emerged. Architectural and urban design guidelines were reported as effective in several communities where they were adopted as mandatory requirements and when the lead agency policy requires the incorporation of the guidelines into its designs or contracting language. Right-of-way engineering and geometric design guide- lines were also reported as effective when compulsory. However, these guidelines are often subject to scrutiny and discretionary authority of agencies at the county, state, and federal levels. Collaboration and negotiation with these higher levels of government was reported as necessary. Planning and land development regulations were reported as effective in communities where the local community expressed substantial support. In several communities, this support was bottom up, while in others, the lead agency had to conduct considerable outreach to build support. A wide range of financing mechanisms were reported as successful in funding pedestrian projects; many of the prac- tices described in this report benefited from creative imple- mentation of available mechanisms. Operations, maintenance, and enforcement measures were reported as successful by communities that conducted ample community outreach and collaboration between relevant agencies, including engineering and police departments. SUMMARY OF FINDINGS Each of the practices documented in this report was tailored to suit the specific financial, political, institutional, and geographic context of its community. There is no one-size- fits-all panacea for the promotion of safe pedestrian environ- ments. However, several recurring themes emerged from the information gathered for this synthesis. Support from the Top Support from high-ranking agency leaders and elected offi- cials is often an important component of these practices. In examples throughout this report, the success of the practice was enabled by clear and prominent support from mayors, City Council members, and agency or department heads. This support provides staff with guidance on priorities and can induce crucial cooperation and collaboration among agencies and different levels of government, and can help overcome opposition from external sources. Policy Guidance Similarly, many of the practices in this report have benefited from high-level policy guidance. This guidance may take the form of comprehensive plans, action plans, or policy state- ments. This policy guidance provides departments and their staff with clear direction for policy shifts that favor practices that support the creation of safe pedestrian environments. Agency Collaboration The creation of safe pedestrian environments often occurs at the intersection of various fields. Many of the practices in this report benefited from cooperation and collaboration among agencies and departments including transportation, plan- ning, public works, and parks and recreation departments, design studios, law enforcement, emergency response, and transit agencies.
55 Often the success of these practices also relied on the ability to cooperate with local, county, regional, state, and federal levels of government. Throughout the examples in this report, collaboration and cooperation among the city, county, and state was essential to producing workable and effective products. Public Outreach Similarly, outreach and collaboration with the general pub- lic demonstrated great benefit for many of the practices included here. Some of these practices are based on commu- nity-driven processes, and most require public support, for without that support, the practice cannot be sustained. Pragmatism and Practical Approaches Throughout the practices in this report, success has largely been driven by the ability of those involved in the develop- ment and implementation of the practices to make accurate and clear assessment of the institutional, political, or finan- cial framework at play and adapt a practical approach that fits within that framework. Barriers to Implementation Philosophical and policy priority differences between part- nering agencies presented a barrier to implementation for many of the practices included here. Municipalities are the central bodies involved in the implementation of safe pedes- trian environments, but frequently they are dependent on funding and review from agencies at various administrative levels. Philosophical differences between these bodies can present a significant barrier. This type of barrier can also arise when the various agencies or departments that must collaborate at the same administrative level disagree. Funding challenges also pose a significant barrier to the implementation of practices that support safe pedestrian environments. The agencies responsible for the implemen- tation of these practices have utilized all types of funding mechanisms, including dedicated budgetary line items, grants, private funds, various forms of taxes, impact fees, and state and federal programs. RECOMMENDATIONS FOR FURTHER RESEARCH The examples in this report are intended to provide a broad range of settings and developmental contexts for pedestrian- supportive practices. However, in conducting this research, little information was found on practices employed in rural contexts (defined as communities with fewer than 5,000 res- idents and regions with fewer than 50,000 residents). Large cities and metropolitan areas dominate the literature on the topic of pedestrian safety. Future research should focus on strategies employed by rural communities to provide safe pedestrian environments. Little information was found on the removal of snow and debris from sidewalks. Considering the importance of clean, clear, unobstructed, and safe pedestrian facilities, the nature and efficacy of these policies and practices could serve as a topic of further research. Similarly, sidewalk repair and maintenance policies and practices would provide interest- ing subject matter for further research. There is great variation in the quantity and quality of pedes- trian safety data. The kinds of information collected as well as the techniques for collecting, maintaining, and analyzing these data vary from community to community and state to state. Further research could focus on the practices of communities and states that have found successful methods for improving the quality and quantity of pedestrian safety data and analy- sis. Potential practices for further exploration could include the Chicago Department of Transportationâs training of police officers, and New Jerseyâs Plan4Safety GIS analysis tool that allows for geospatial analysis of all crashes in the state.
