Practices for Selecting Pedestrian and Bicycle Projects (2021) / Chapter Skim
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16 A survey was developed and distributed to the FHWA-maintained list of state bicycle and pedestrian coordinators in all 50 state DOTs and the District of Columbia. The survey was reviewed by the synthesis Topic Panel and revised based on their comments.
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Survey of the State of the Practice 17 environmental/sustainability (44 percent) policy goals in their respective pedestrian and bicycle project selection processes (see Table 3)
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18 Practices for Selecting Pedestrian and Bicycle Projects state DOTs reported using criteria, metrics, and/or targets for its policy goals in the selection of pedestrian and bicycle projects in all seven of the plan types listed in Table 4. Conversely, 26 percent of the responding state DOTs did not apply any criteria, metrics, and/or targets to the evaluation and selection of pedestrian and bicycle projects in the plans listed in Table 4.
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Survey of the State of the Practice 19 The most commonly used policy goal criteria, metrics, and/or targets by responding state DOTs to select pedestrian and bicycle projects in their long-range statewide transportation plans were these: economic development (75 percent) , multimodal trips (64 percent)
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20 Practices for Selecting Pedestrian and Bicycle Projects According to the responses to the survey for this synthesis and a review of state DOT Pedestrian Safety Action Plans, pedestrian and bicycle projects included in these plans were identified through analyses conducted either as part of other plans or as part of a proscribed analysis outside of the development of the Pedestrian Safety Action Plan itself. Accordingly, the use of criteria, metrics, and/or targets for any policy goal was not a major component of these plans, as the emphasis of these plans is to identify recommended countermeasures to address previously identified safety issues.
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Survey of the State of the Practice 21 selection process. The most models, post processors, and other analysis tools used by a responding state DOT is seven, with 21 percent of responding state DOTs indicating that they use more than three in their respective pedestrian and bicycle project selection process.
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22 Practices for Selecting Pedestrian and Bicycle Projects Funding According to the responses of state DOTs to the survey for this synthesis, federal funding is most often programmed to pedestrian infrastructure as part of a larger project (26 percent) and to bicycle infrastructure as part of a larger project (25 percent)
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Survey of the State of the Practice 23 The survey for this synthesis also requested information on what pedestrian and bicycle project types are eligible to be awarded state funds (see Table 9)
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24 Practices for Selecting Pedestrian and Bicycle Projects Program Type State Highway Safety Office State Recreational Trails Program Administration Agency Metropolitan Planning Organization Rural Planning Local Government Long-range statewide plans 13.5% 14.9% 10.8% 9.5% 9.5% 10.8% 13.5% 13.5% Strategic Highway Safety Plans 11.3% 12.9% 12.9% 9.7% 8.1% 12.9% 11.3% 12.9% Pedestrian Safety Action Plans 8.1% 2.7% 8.1% 5.4% 8.1% 8.1% 5.4% 8.1% Statewide pedestrian plans or assessments (non–Pedestrian Safety Action Plans) 5.1% 7.7% 5.1% 5.1% 10.3% 12.8% 10.3% 12.8% Regional pedestrian plans or assessments conducted by state DOT 2.6% 7.9% 7.9% 7.9% 10.5% 5.3% 2.6% 13.2% Statewide bicycle plans or assessments 9.5% 9.5% 7.1% 4.8% 11.9% 11.9% 9.5% 11.9% Regional bicycle plans or assessments 9.1% 11.4% 9.1% 6.8% 11.4% 6.8% 2.3% 13.6% conducted by state DOT Statewide transportation improvement programs 11.4% 7.6% 11.4% 8.9% 10.1% 15.2% 13.9% 17.7% Organization State Law Enforcement Local Law Enforcement Advocacy Organizations Table 10.
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Survey of the State of the Practice 25 Program Type State Highway Safety Office State Recreational Trails Program Administration Agency Metropolitan Planning Organization Rural Planning Organization Local Government Advocacy Organizations Long-range statewide plans 11.8% 4.7% 12.9% 11.8% 16.5% 8.2% 17.6% Strategic Highway Safety Plans 11.3% 2.8% 11.3% 9.9% 14.1% 12.7% 16.9% Pedestrian Safety Action Plans 8.9% 6.7% 8.9% 8.9% 4.4% 4.4% 8.9% Statewide pedestrian plans or assessments (non–Pedestrian Safety Action Plans) 11.9% 5.1% 10.2% 5.1% 13.6% 8.5% 11.9% Regional pedestrian plans or assessments conducted by state DOT 7.9% 5.3% 5.3% 5.3% 5.3% 10.5% 10.5% Statewide bicycle plans or assessments 11.6% 4.3% 11.6% 7.2% 11.6% 10.1% 15.9% Regional bicycle plans or assessments 9.4% 3.8% 11.3% 7.5% 9.4% 11.3% 13.2% conducted by state DOT Statewide transportation improvement programs 11.3% 3.2% 14.5% 8.1% 17.7% State Law Enforcement 9.4% 12.7% 8.9% 10.2% 10.5% 10.1% 9.4% 11.3% 8.1% 19.4% Local Law Enforcement Table 11.
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26 Practices for Selecting Pedestrian and Bicycle Projects Program Type State Highway Safety Office State Recreational Trails Program Administration Agency Metropolitan Planning Organization Rural Planning Organization Local Governments Long-range statewide plans 11.5% 6.7% 23.1% 16.3% 17.3% 5.8% 4.8% 12.5% Strategic Highway Safety Plans 18.3% 4.2% 15.8% 10.8% 12.5% 14.2% 10.0% 11.7% Pedestrian Safety Action Plans 11.8% 2.9% 10.3% 7.4% 11.8% 8.8% 10.3% 13.2% Statewide pedestrian plans or assessments (non–Pedestrian Safety Action Plans) 9.5% 7.4% 17.9% 12.6% 13.7% 7.4% 8.4% 12.6% Regional pedestrian plans or assessments conducted by state DOT 9.7% 6.9% 16.7% 12.5% 15.3% 4.2% 6.9% 9.7% Statewide bicycle plans or assessments 10.8% 7.8% 18.6% 12.7% 13.7% 6.9% 7.8% 13.7% Regional bicycle plans or assessments 7.0% 8.5% 16.9% 12.7% 15.5% 2.8% 7.0% 12.7% conducted by state DOT Statewide transportation improvement programs 8.0% 12.5% 28.4% 19.3% 19.3% 2.3% 2.3% 4.5% Advocacy Organizations State Law Enforcement Local Law Enforcement Table 12.
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Survey of the State of the Practice 27 Metropolitan planning organizations were the non–state DOT stakeholder that most frequently had a direct role in the development of state plans by state DOTs responding to the survey. MPOs were involved more frequently than any of the other non–state DOT stakeholders in the development of long-range statewide transportation plans, statewide pedestrian plans or assessments (non–Pedestrian Safety Action Plans)
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