Planning for Pedestrians within Multi-modalism: A Normative Framework
Abstract
It is well
known aphorism that all transit riders are also pedestrians. Transit stations
are planned and built with this truth in mind, though with varying degrees of
success for increasing ridership and pedestrian activities. Though all transit riders are pedestrians is
a matter of fact, addressing the pedestrian environment subsequent to transit
suggests a casualty that may not be appropriate. A more accurate explanation of
the transit rider-pedestrian relationship is that many pedestrians are also transit
riders. By focusing on planning and creating walkable communities first demand
for transit can guide new transit services and offer true mobility enhancements
to pedestrians.
In this
research I examine “chicken and egg” problems with transit investment,
specifically with regard to the development of walkable communities. In this I
argue that planners should not confuse a premium for walkable communities with
a concurrent premium for transit oriented communities. There are multiple
reasons for rethinking the relationship between walking and transit investment. Transit is well suited to managing commute
trips, and depending on the vehicle technology either short or long commutes.
Though transit mode share is quite low as a share of overall travel, as a share
of commute trips into and out of the Central Business Districts transit does
quite well in cities across the country. Where transit does especially poorly
is for non-work trips, which comprise nearly 80 percent of total travel in the
United States. It is these non-work trips that also offer the greatest
opportunities for increasing walking and non-motorized travel.
I argue
that the largest problem facing pedestrian planning and investment is in
financing any investments. However, the
main problem of finance is not one of inadequate resources (though this can be
a problem) but one of decoupled revenue generation from expenditure. As
pedestrian investment improves local property values property taxes and
assessments should be used to finance any improvements. This is not simply for
economic efficiency but if pedestrian improvements are financed by gas taxes then
officials also have strong incentives and requirements to also improve automobility.
This research also examines policy
approaches to re-orient transport planning to give pedestrians priority over
other modes. Local policies that dramatically affect the pedestrian environment
include the supply and location of off-street parking, street widths and
classifications and sidewalk maintenance. Additionally, efforts to use the
Americans with Disabilities Act to improve pedestrian access for all are
evaluated. The paper concludes with policy recommendations—some practical and
some radical—based on a normative approach to pedestrian planning and
multi-modalism.
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