Case Study Compendium - Pedbikeinfo
Pedestrian and Bicycle Information CenterCase StudY COMPENDIUMJuly, 2010
Table of ContentsForewordvCOMPREHENSIVE1Anthem Park Development — Vancouver, WA3Bicycle and Pedestrian Safety Campaign — Burlington, VT5City of Richmond Pedestrian Strategy — Richmond, Canada7Info 2 Share — Hamilton Township, NJ9Missoula Pedestrian Safety Campaign — Missoula, MTPhoenix School Safety Program — Phoenix, AZ1113TrailNet — St. Louis, MO15EDUCATION17Bicycle and Pedestrian Safety and Education Program — Tucson, AZ19Bringing Bicycle Education to Spanish-Speaking Communities — Amarillo, TX23Comprehensive School-Age Pedestrian Safety Program — Orange County, FL27Cross Safely Drive Safely — Amherst, MA29Cross the Street As If Your Life Depends On It — Ontario, Canada31Let the Bus Go, Then You Go — Toledo, OH33Look Out For Each Other, Share the Responsibility — Edmonton, Canada35Mayor Daley’s Bicycling Ambassadors — Chicago, IL37Pedestrian Safety Education in a San Diego County School — San Diego, CA41Pedestrian Safety Enforcement DVDs — Madison, WI43Perils for Pedestrians — Bethesda, MD45Share the Road for a Healthy Maine — Portland, ME47Street Smarts — San Jose, CA49Walk Safe Program — Miami-Dade County, FL51i
Table Of Contents — ContinuedENGINEERING5328th Street Multi-Modal Improvements — Boulder, CO55A Partnership for Pedestrian Safety — Eagle County, CO57Bicycle Boulevards — Emeryville, CA59Bringing Life to Transportation — Tucson, AZ63Camelback Pedestrian Underpass — Phoenix, AZ65City of Boulder Crosswalk Compliance Studies & Treatment Implementation — Boulder, CO67Complete Streets Laws and Ordinances — Nationwide69Destination Doylestown Bike & Hike Path — Doylestown, PA71Development of Boulder’s Multimodal System — Boulder, CO73El Cajon’s Road Diet — El Cajon, CA79Elementary School Crosswalk Enhancement Project — Bellevue, WA81Engineering Solutions to Pedestrian Safety — Cambridge, MA83False Creek Pedestrian and Cyclist Crossings Study — Vancouver, Canada85Interstate Interchange Pedestrian Enhancement — City of Englewood, OH87Iowa City Bike Library — Iowa City, IA89Irondequoit Lakeside Multi-Use Trail — Irondequoit, NY91Ke Ala Hele Makalae Trail — Kauai, HI93Linear Shared Use Path — Piqua, OH95Local Street Improvements Make Walking Safer and Easier — Seattle, WA97Mulberry Street Improvement Project — Milton, DE99Phillip A. Rayhill Memorial Trail — New Hartford, NY101Pulaski County Pedestrian and Bicycle Bridge — Pulaski County, AR103Reconfiguration of Thomas Circle — Washington, D.C.105Route 71 Pedestrian Tunnel at Monmouth University — West Long Branch, NJ107Serene Way Sidewalk Project — Snohomish County, WA109Severance Circle Project — Cleveland Heights, OH111Sidewalk Construction Program — County of Alameda, CA113Sidewalk Improvements in the Downtown Area — Village of Okauchee, WI115Smart Traffic Signal System — Northern Virginia117Sunnyslope High School Pedestrian Demonstration Project — Phoenix, AZ119Tempe Crosscut Canal Multi-Use Path — Tempe, AZ121The Padden Parkway Pedestrian/Bicycle Bridge — Clark County, WA123ii
Table Of Contents — ContinuedThurston Avenue Bridge Rehabilitation Project — Ithaca, NY125Traffic Calming and Crime Prevention — Ohio, Florida, & Virginia127Traffic Calming to Enhance Pedestrian Safety — Great Neck Plaza, NY131ENCOURAGEMENT133Bikestation Long Beach — Long Beach, CA135Bike to Work Week — Victoria, British Columbia137Denver Bike Map — Denver, CO141Let’s Walk Downtown — Atlanta, GA145Portland SmartTrips — Portland, OR147South Carolina Bicycling and Walking Resolution — State of South Carolina151PLANNING153City of Charlotte Commitment to the Pedestrian Program — Charlotte, NC155Community Involvement During the Planning Process — Norfolk, VA157Creating a Pedestrian Facility Inventory — New Castle County, DE159Downtown Orlando Transportation Plan — Orlando, FL161Intermodal Transportation Planning and Development — Tucson, AZ165Livable Streets Plan — Raleigh, NC171New Jersey Governor’s Pedestrian Safety Initiative — State of New Jersey173Pedestrian and Bicycle Travel Policy — State of Kentucky177Pedestrian Generator Checklist — State of New York179Pedestrian Safety Planning Group — Bethlehem, NY181Technical Assistance for Small Cities and Rural Communities — Northwest Georgia183Traffic Calming Guidelines — Sacramento, CA185Trail User Counts and Surveys — Ozaukee County, WI187Tucson Region Sidewalk Inventory — Tucson, AZ191OTHER195Charlotte’s South Corridor — Charlotte, NC197Citizen’s Accessibility Evaluation Tool — Hillsborough County, FL199Community Action and Fundraising in Portland, OR — Portland, OR201Corridor Traffic Calming — Albemarle, VA203iii
Table Of Contents — ContinuedCreating Active Rural Communities — Haliburton County, Ontario205Creating Walkable Communities, Partnership Campaign — Upstate South Carolina209Crosswalk Flags and the Adopt-a-Crosswalk Program — Salt Lake City, UT211East Winston Heritage Trails — Forsyth County, NC213Get Active Orlando — Orlando, FL215Green Ribbon Month — Davis County, UT217Health Impact Assessment of Proposed Atlanta Beltline — Atlanta, GA219Keep Kids Alive, Drive 25 — Omaha, NE221Main Street Project — Trumansburg, NY223Mayor’s Committee on the Built Environment — Louisville, KY227Mobile Tablet Bus Stop Inventory — Louisville, KY229Norfolk Pedestrian Safety Initiatives — Norfolk, VA231Olympia’s Parks and Sidewalks Funding Measure — Olympia, WA233Overcoming Opposition to Sidewalk Construction — Winston-Salem, NC237Pedestrian Design Assistance Program — Phoenix, AZ239Pedestrian Safety Initiative — Baltimore, MD241Quantifying Countermeasure Effectiveness — Orlando, FL243Saranac Lake River Walk — Saranac Lake, NY247Transit Waiting Environments — Cleveland, OH249Walk Oakland! Map and Guide — Oakland, CA251Walk Wise, Drive Smart — Hendersonville, NC253iv
ForewordThis PBIC Case Study Compendium contains a collection of brief, original case studies developed by the Pedestrianand Bicycle Information Center and the Association of Pedestrian and Bicycle Professionals (APBP). The casestudies, or success stories, cover pedestrian and bicycle projects and programs from across the US and abroad,including engineering, education, enforcement, encouragement, planning, health promotion, and comprehensivesafety initiatives. They are intended to provide ideas and spur thinking about potential activities communities canundertake to further support bicycling and walking. Each case study provides a context in which the program orproject takes place, a description of the pedestrian and/or bicycle issues faced, as well as how the community soughtto address their concerns through various measures. Finally, a results section describes the successes and lessonslearned from the planning or implementation of the activity. When available, data are provided to support results.The case studies in the compendium are categorized into different sections depending on the main activity that thecommunity initiative involved:1. Comprehensive2. Education3. Engineering4. Encouragement5. Planning6. OtherMany case studies involve multiple components and could be categorized in several sections at once. To explorespecific issues or browse overlapping topics, we recommend using the Advanced Search in the PBIC Library to findindividual case studies.This compendium is a dynamic document that is updated regularly, so please check the PBIC web sites for the latestversion: http://www.walkinginfo.org/case studies and http://www.bicyclinginfo.org/case studies. Additionally, weinvite you to share your pedestrian or bicycle program’s activities and successes with us. To submit a case study orshare an idea, please email Laura Sandt at sandt@hsrc.unc.edu.v
COMPREHENSIVE1
PBIC CASE STUDY — VANCOUVER, WAAnthem Park DevelopmentProblemThe Vancouver Housing Authority (VHA) wanted to connect an apartment complex with the neighboringcommunity by redeveloping a brownfield property next to the complex.BackgroundSince its construction, Columbia House Apartments was separated from Main Street by the empty site of the oldVancouver High School. Senior citizens living in the apartments had to navigate a 6 percent grade in front of thebuilding and were confronted with abandoned school buildings.In addition, in 2002 the majority of Clark County residents were overweight or obese. As a result, the city wanted toencourage residents to incorporate walking and other physical activity into their daily lives.SolutionThe VHA partnered with a private development firm to create a new project called Anthem Park to redevelopa 1.5 acre portion of neighboring property. This mixed-use, mixed income property would include 58 units ofaffordable housing, 22 owner-occupied townhomes, two retail spaces, and underground parking. The objectives ofthe project were to “remove barriers to pedestrian activity for the elderly and disabled residents of Columbia House”and to “create a comfortable transition between the west side of the block and the Main Street frontage to invitemore pedestrian activity among residents.” Anthem Park was designed to enhance the outdoor environment andencourage residents to get outside and be more active in their daily lives.ResultsThe Anthem Park development was able to use the existing topography by converting what was the old high schoolfootball stadium into an underground parking garage. The project is an excellent example of thoughtfully designinga new property to incorporate the pedestrian needs of existing elderly and disabled neighbors. Anthem Park wasable to successfully remove barriers to pedestrian activity for the residents of Columbia House through a number ofchanges including: Connecting a landscaped public plaza to Columbia House by a skybridge that enters the second floor of the buildingcreating a flat approach Constructing new sidewalks with curb ramps on both sides of the property Retrofitting a wheelchair ramp to meet ADA standards Designing the plaza to be fully accessible for residents who use wheelchairs and scootersThe costs of the project totaled 16,182,700, approximately 10 million of which was paid for by the VHA, withthe remainder paid by the developer. Of the VHA’s portion of the costs, construction costs were 7.3 million, andinsurance, developer fees, funding fees, reserves, and administration were 2.1 million. The predevelopment costswere 600,000.3
Anthem Park Development — Vancouver, WAContactVancouver Housing Authority2500 Main StreetVancouver, WA 98660(360) 694-2501For more information, please visit the Pedestrian and Bicycle Information Center Web site at www.walkinginfo.org.4
PBIC CASE STUDY — BURLINGTON, VTBicycle and Pedestrian SafetyCampaignProblemThe city felt driven to improve pedestrian and bicycle safety in their town in order to make a more livable community.BackgroundThe Burlington Department of Public Works is one partner in a long-term effort to institutionalize pedestrian safetyin the community. In 2006, they launched an annual pedestrian safety campaign based on materials in the FederalHighway Administration’s Pedestrian Safety Toolkit.SolutionThe campaign included education, engineering, and enforcementcomponents.For the engineering component, the town worked to: Develop a multimodal transportation improvement plan Plan, develop, and construct an intermodal transit facility indowntown Burlington to improve pedestrian access to transit Improve circulation and access around the waterfront for allmodes, with particular emphasis on enhancing the safety andclarity of pedestrian travel Facilitate the development of pedestrian improvements to CliffStreet and other locationsA poster with a message for driversto yield to pedestrians.On the enforcement side, the department worked with the Mayorand the Police Department to distribute educational materials to violators, with specific information targeted atmotorists, cyclists, and pedestrians. Extra enforcement in the downtown area focused on bicycle and pedestrianrelated violations.For the education component, public service announcements were broadcast over radio and television and displayedon safety slides at the downtown cinema. The Department of Public Works collaborated with the Mayor, PoliceDepartment, and local advocacy organizations to develop press releases and hold press conferences highlightingsafety initiatives, using the media to spread the message. Additionally, safety coupons were designed and distributedfor discounts on reflective clothing and other safety products.ResultsThe city hosted a Pedestrian Summit to involve all stakeholders in a city-wide dialogue. The campaign is now anannual tradition.5
Bicycle and Pedestrian Safety Campaign — Burlington, ortation/bikewalk/safety/Image Source:Burlington Department of Public ation/bikewalk/safety/For more information, please visit the Pedestrian and Bicycle Information Center Web site at www.walkinginfo.org.6
PBIC CASE STUDY — RICHMOND, CANADACity of Richmond Pedestrian StrategyProblemThe city needed an improved pedestrian environment.BackgroundOne of Richmond City Council’s top five priorities for the 2003–2005 term was toimprove community mobility and reduce reliance on personal vehicles. In order to meetthis goal, the City developed a multifaceted, comprehensive strategy to improve thepedestrian environment and reach the vision of being the “most appealing, livable andwell-managed community in Canada.”A sign for pedestriansused in Richmond.SolutionRichmond’s strategy consisted of five main objectives: 1) Enhance pedestrian facilities, 2) Improve accessibility,3) Educate on safety, 4) Develop a network of trails, and 5) Foster partnerships. The facility improvements werefocused on improving pedestrian visibility. Crosswalks in 4-lane and 3-lane roads were upgraded with internallylit overhead signage featuring downward lighting and pedestrian-actuated amber flashers. The downward lightingcreated a well lit crossing area 24 hours per day and the amber flashers notified drivers when pedestrians were presentin the crosswalk. In addition, signage at each special crosswalk illustrated the proper procedure for pedestrians tofollow when crossing the street. Funding came through the Arterial Crosswalk Programme, which is identifiedin the City’s annual capital Programme. The 157,000 (Canadian Dollars) allocated per year covers the cost ofupgrading about 5 crosswalks. It was expected that upgrades would continue through the year 2010.Richmond’s second objective was to improve the mobility-impaired community’s access to transit services. A new“community shuttle” bus service was implemented in 2004, making it the first 100% accessible transit route inRichmond. Wheelchair access at bus stops was improved through the installation of landing pads, connectedsidewalks, and where necessary due to topography, railings or extruded curbs. Additionally, audible crosswalk signalswere installed in a number of locations for the visually-impaired. An “accessible” signal was still being tested inspring 2007. It included a pole locator sound, pushbutton depress acknowledgement sound, and a tactile component,such as an arrow that vibrates when the walk light is on. Pedestrian signs had a yellow background, as opposed tothe national standard of white, due to the color’s greater visibility, particularly for the visually impaired. Monies forbus stop upgrades were identified in the Infrastructure Programme, and were all eligible for 50–50 cost sharing withthe region’s transportation authority (TransLink). Funding for accessible pedestrian signals came out of the generalcity fund for Traffic Signal Installation.On the education front, the City developed several safety brochures for motorists and pedestrians, including“Important Safety Tips for Scooter Users,” “Traffic Safety Around Schools and Playgrounds,” “Slips, Trips, andFalls,” and “What to do at Special Crosswalks.” All brochures were distributed through the community via cityfacilities, partner agencies like schools and shopping mall information kiosks, and safety related conferences.Additionally, the city operated a 24-hour phone line for the public to report uneven walking surfaces and otherfacilities needing attention. The publication of brochures was funded through the Neighborhood Traffic SafetyProgramme, which receives an average of 165,000 (Canadian Dollars) every two years. This fund also supportstraffic calming measures and pathway construction.7
City of Richmond Pedestrian Strategy — Richmond, CanadaAt the end of 2003, the Richmond City Council approved the 2010Richmond Trail Strategy to guide the long-term development of aninterconnected network of trails, greenways, blueways, and cyclingroutes. The goal was to have a city-wide trail of designated cycling routewithin one kilometer of every resident. Not only did the documentcontain goals for construction, but also for promoting community use.As a part of the plan, wheelchair ramp design standard was changed tospecify two separate ramps at corners. The Trails Capital Programmeruns on an annual budget of 250,000 (Canadian Dollars).Two separate programs fostered partnerships between the city, theRichmond School District, and the Richmond Health Services. TheWalkable Richmond Accord provides an overall City policy to encourage asafe and walkable city. Planned events and publications include an annualwalk week, neighborhood walking maps, wellness and falls preventionclinics, and walkability checklists for public comment. The Traffic Safety Awareness Week is an annual event hosted by thecity School Board, the City, the local auto insurance agency, and auto insurance brokers. The campaign educates studentsabout traffic safety, and encourages walking to school through the “Walking Yellow Wednesday” interschool challenge. Theprogram is funded as a part of the City’s on-going traffic safety education strategies.ResultsThe crosswalk enhancements seem to have made an improvement, as the upgraded crosswalks were found to have thelowest number of pedestrian-related incidents per location when compared to other types of crosswalks in the city.As of 2003, the City of Richmond had a higher percentage of accessible bus stops and accessible pedestrian signalsthan any other municipality in the Greater Vancouver region. Education brochures sent out in 2004 were wellreceived by the public, and a survey of the general public indicated that 72% of respondents used the Richmondtrails either daily or weekly.The “Walking Yellow Wednesday” challenge has shown consistent success, with more and more schools participatingeach year: 30 out of 40 schools as of 2004.ContactCity of Richmond6911 No. 3 RoadRichmond, BCV6Y 2C1 Canada(604) 276-4000Images Source: Institute of Transportation Engineers Pedestrian Project Award Application. City of Richmond. a.pdfFor more information, please visit the Pedestrian and Bicycle Information Center Web site at www.walkinginfo.org.8
PBIC CASE STUDY — HAMILTON TOWNSHIP, NJInfo 2 ShareProblemFrom 1998 to 2004 the Hamilton Township experienced 23 pedestrian crashes and 6 deaths along the same corridor.BackgroundAt the end of 2004 the Township began a concerted safety campaign involving education, engineering andenforcement solutions. The Police Department reviewed all the crashes and found several common characteristics;crashes occurred at dusk or nighttime; crashes usually involved young, old, or otherwise impaired citizens; crashesinvolved pedestrians crossing at unauthorized areas.SolutionSeveral low cost measures were taken immediately, including fencing along highway medians, temporary messagesigns to pedestrians and drivers, improved intersection markings, countdown signals, and revised intersectiontiming. Longer-term solutions were also planned including median barriers, sidewalks, and overpasses.An education program was implemented in the form of public flyers distributed at intersections and to jaywalkers,presentations given at schools and community centers, and radio and television messages.After six months without much improvement in the jaywalking rate, the city undertook an aggressive enforcementeffort. The Police Department increased traffic enforcement along the route by 600 percent and established a trafficsafety coordinator. The New Jersey Division of Highway Safety helped establish funds for the creation of a TrafficSafety Unit dedicated to this and similar problems. The department also began issuing summonses to jaywalkersrather than mere warnings.ResultsEfforts were apparently successful, with only two pedestrian crashes in 2005 and 2006 (and no fatalities) comparedto 10 in 2004 alone.ContactJay McKeen, Chief of Policejmckeen@townshipofhamilton.com9
PBIC CASE STUDY — MISSOULA, MTMissoula PedestrianSafety CampaignProblemThe city had a chronic problem of motorists not stopping for pedestrians in crosswalks. The crash data showed thaton average there were around 35 pedestrian-motorist accidents each year, of which 80 percent were the driver’s fault.BackgroundThe Missoula Bicycle and Pedestrian Program pursued a Congestion Mitigation and Air Quality (CMAQ) grant,funding the creation of a pedestrian safety campaign that began in 2004, and has been operating since.SolutionThe campaign educates the public through street signs, a media campaign, andpolice “stings.” The program leaders recognized through the process that therewere three key elements necessary to make the project have a lasting effect:1) It must be multi-pronged, 2) It must be sustained over a long period of time,and 3) It must be relevant and appropriate to the local environment. Thoughthe city was selected as one of three communities to pilot a pedestrian packagedeveloped by National Highway Traffic Safety Administration (NHTSA), theboard determined that the dramatic message would cause a backlash of anger inthe community, and they opted to develop their own program instead with thehelp of a local consultant.The signs bear the motto, “You Have the Power, Stop for Pedestrians,” andare of nonstandard form and colors, in order to stand out to drivers. Almost300 large and small posters were placed around town on signal poles and at inhighly visible, yet unexpected, locations. The same logo and words were used inthe radio and television spots to maintain a consistent message. Eighty percentof the messages were targeted at motorists and 20 percent towards pedestrians.Though over 2,700 radio spots were paid for, the department was able to airover 7,000 free spots. Any pedestrian facility improvements that are madeare also announced to the press to garner additional attention to the subjectof pedestrian safety. In addition, the board compiled a list of organizationsmaintaining membership newsletters, and sent out very short pedestrian safetymessages every 6 months, requesting that they be included in the paper.The Police Department also contributes to the efforts by conducting PedestrianSafety Operations, or “stings,” with great media coverage. Modeled after aprogram started in Redmond, Washington , one officer in plain clothes playsthe role of a pedestrian, stepping off of the curb once the driver has reacheda distance from the crosswalk which gives them plenty of time to stop. If thedriver does not stop, the officers in motorcycles then pull them over to issuestickets. The typical fine was 140, and the board spoke with Judges asking themto not be lenient, in order to send the message that the law was serious.One of the signs used in theMissoula campaign.Another sign used in theMissoula campaign.11
Missoula Pedestrian Safety Campaign — Missoula, MTThe efforts are funded through a combination of local funds and a large CMAQ grant. Spread over the past 3 years,the total costs have come to roughly 90,000.ResultsThough the city lacks the resources to carry out any statistically valid evaluation, anecdotal evidence shows thatlocations notorious for drivers not stopping have seen a remarkable change. The same people who previously wouldreport frequent “close calls” now say that drivers almost always stop for them.ContactPhil SmithBicycle Pedestrian Program ManagerMissoula Department of Transportation.PSmith@ci.missoula.mt.us(406) 552-6352Image SourcePhil Smitth, Missoula Department of Transportation.For more information, please visit the Pedestrian and Bicycle Information Center Web site at www.walkinginfo.org.12
PBIC CASE STUDY — PHOENIX, AZPhoenix School Safety ProgramProblemSchool crossings needed improved safety measures.BackgroundThe Phoenix School Safety Program was developed by a task force created following a tragic collision involvinga young student who ran into a busy street against a traffic signal. The task force included a local parent andindividuals from the local police, transportation, highway safety, and law departments, as well as representativesfrom local schools.SolutionThe task force recommendations yielded eleven major changes.The solution was a combination of education, enforcement, andfacilities improvement. Education measures included a newSchool Crossing Guard training video, which was producedin English and Spanish to be used in all subsequent trainingprograms. A new training handbook (English and Spanishversion) was developed and distributed, in addition to a “SafestRoute to School” walking plan to encourage parents and studentsto safely walk to school. In addition, a School Safety Summitbrought together the state’s school and traffic officials to worktogether to implement the recommendations.Sample walking map for OrangewoodElementary School.For enforcement measures, a school crossing safety audit wasdeveloped to help identify those areas of a school most in need ofimprovement. Phoenix also equipped schools with radar-controlled cameras mounted to vans to enforce the speedlimit during school start and dismissal times.Other improvements included the installation of “SCHOOL” pavement stencils on roads approaching the schoolarea, fluorescent yellow-green school warning signs, safety vests for guards, staggered crosswalks, and two trialactive speed monitors that flash when a driver’s speed exceeds the speed limit during school operating hours. Anexperimental in-pavement flashing crosswalk was installed at a local high school. Once activated by a pushbutton,the device issues verbal warnings to pedestrians that cars may not stop. Additionally, school staff developed a set ofguidelines for drop-off and pick-up times to reduce congestion and spillover onto the street in front.Funding of 500,000 per year was provided by the City of Phoenix.ResultsThe program resulted in the most significant advance in safety at Arizona schools since the inception of the 15 mphschool zone in 1950. The program reached 400 schools statewide, 6,872 speed citations were given, 11 Safest Routeto School walking plans were completed, and 173 crossing safety audits were conducted.13
Phoenix School Safety Program — Phoenix, AZContactThomas E Callow, P.E.Street Transportation DirectorThe City of Phoenix200 West Washington Street, 6th FloorPhoenix, AZ 85003(602) 262-6136 or (602) 262-7597Image SourceInstitute of Transportation Engineers Pedestrian Project Award Application. City of 0.pdfFor more information, please visit the Pedestrian and Bicycle Information Center Web site at www.walkinginfo.org.14
PBIC CASE STUDY — ST. LOUIS, MOTrailNetProblemThe St. Louis area was in need of a better trail system to make the city more pedestrian and bicycle friendly.BackgroundTrailnet was founded in 1988 to promote the St. Louis Riverfront trail, still one of the longest multiuse trails inthe region. Since then it has either led or partnered to lead development on more than 8 different bi-state trails,including the “MetroBikeLink” — a cycling path that follows the MetroLink commuter rail line and is connected toa park-and-ride so that commuters may choose to bicycle part of their commute.SolutionThe organization is an exceptionally active non-profit thatsponsors a variety of activities to promote active living. In 2005,they began a family oriented “Pedal in Our Parks” bicycle rideseries, which incorporated bicycle safety training and returnedto one of five partnering cultural destinations at the end ofthe ride. The Bicycle Fun Ride program sponsors 20 differentrides annually for varying skill levels, and brings out about 500participants on average. Trailnet is also active in the schools, andhas worked to expand the Safe Routes to School program into agreater number of school districts.One of the rides organized by Bicycle Fun Ride.The group is not only education and promotion driven, and maintains a competent staff. They receive funding fromthe East-West Gateway Council of Governments to develop bicycle and pedestrian plans for local communities.They completed 10 such plans in 2006. In 2005, they worked with the regional transportation planning agencyto help develop the Marketing and Education section of the plan, which emphasizes the benefits of walking andbicycling to all people, not just those who choose to use those modes. The organization currently is also the leadnon-profit partner in the development of The Confluence Project, which is a 200 square mile recreation corridorgoing through downtown and following two separate rivers.Trailnet receives a majority of its funding through grants and contracts, however a large portion (35 percent) comes frommember contributions, and another 12 percent comes from consulting work, investments, and other earned income.ContactGrant’s Trail Office(314) 416-9930www.trailnet.orgImage SourceTrailnet. www.trailnet.org.15
EDUCATION17
PBIC CASE STUDY — TUCSON, AZBicycle and Pedestrian Safetyand Education ProgramProblemThis project was developed to improve safety for pedest
safety initiatives, using the media to spread the message. Additionally, safety coupons were designed and distributed for discounts on refl ective clothing and other safety products. Results Th e city hosted a Pedestrian Summit to involve all stak
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