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this page updated June 10, 2005
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Fig. 1.01: A busy pedestrian district in downtown Indianapolis
Fig. 1.02: The 2004-2005 Indianapolis Metropolitan Planning Area
Fig. 1.03: Example of Analysis Map showing Employment Patterns
Fig. 1.04: Determination of greatest pedestrian need for Employment as one-mile walk zone from the ten-largest employers in each township (shown in yellow)
Fig. 1.06: Ranking of Existing and Projected Pedestrian Need
Fig. 1.05: Representative Design Principle for proposed Pedestrian Corridors and Districts |
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Introduction The Indianapolis Regional Pedestrian Plan is a guide to integrating the pedestrian mode of travel into the Indianapolis urban transportation system. This report concludes a planning effort focused on Marion County and the Regional Center. The next phases of the planning process will address the jurisdictions outside of Marion County and the development of Design Guidelines, completing the final phases of the Regional Pedestrian Plan.
The jurisdictions and agencies operating in the Indianapolis Metropolitan Planning Organization (MPO) planning area are constantly making improvements to the pedestrian system in both the public and private sector. Development, especially residential development, usually includes improvements to the pedestrian system. These pedestrian improvements, however, are currently being accomplished in an ad-hoc fashion. Where possible, pedestrian improvements are incorporated into projects, but they may not work together to form a system that links the user from their origin to their destination.
The goal of this study is to incorporate pedestrian considerations into the MPO‘s long-range transportation plan and encourage the adoption of the plan by the individual jurisdictions within the MPO planning area to create a network of pedestrian facilities that will form a linked, regional, pedestrian system.
Why create a walkable community? Almost every trip starts and ends as a pedestrian, either from a car to a final destination, or from a home to a bus stop and then on to a final destination. Some walks are longer, and may be to work, school, neighborhood shopping, or perhaps around the neighborhood for exercise. The intent of this plan is to encourage the option of walking to reduce the use of the automobile. Short automobile trips can be replaced by walking if the physical infrastructure is in place, the network is interconnected, and the pedestrian environment is comfortable and attractive. In addition, walking is a great form of exercise and can be part of a healthy lifestyle. The pedestrian system, which includes sidewalks, off-street paths, and greenways, is a component of the transportation system, just like streets and highways. It is also an essential part of the transportation system for those without a car, too old or young to drive, or with disabilities. Walking is an essential mode of the transportation system, healthy for the individual, and integral to community livability.
Summary of PLANNING PROCESS The Indianapolis Regional Pedestrian System Plan has been developed consistent with the requirements of the Transportation Equity Act for the 21st Century (TEA-21). TEA-21 requires metropolitan areas to develop plans and programs that provide for the development and integrated operation of transportation systems and facilities (including bicycle/pedestrian facilities) that will function as an inter-modal transportation system for the metropolitan area, the State of Indiana, and the nation. The planning process evolved and changed during each of the previous phases based on new information. The project had intense public input sessions with community members, departmental representatives and municipal representatives. Pedestrian needs were analyzed using the main components of Home, Work, Education, Commerce, Recreation, Transit and Social Need factors. Based upon the needs analysis, an overall pedestrian system is proposed that establishes a hierarchy utilizing system components of collector sidewalks, off-street paths and greenways. Additional designations, including pedestrian corridor and pedestrian district, have been developed to assist in identifying future, project -based funding opportunities. (See Fig. 1.01 for pedestrian district photo example.)
the MPO Is Responsible for Each Urbanized Area with a population of 50,000 or more is required to have a designated Metropolitan Planning Organization (MPO) with the responsibility of conducting a continuing, cooperative and comprehensive transportation planning process. In the Indianapolis region, the City of Indianapolis, Department of Metropolitan Development (DMD) is the designated MPO. Currently, all MPO's are governed by federal legislation called the Transportation Equity Act for the 21st Century (TEA-21). The MPO planning process is a prerequisite to the area receiving federal funds for airport, transit and highway improvements.
Transportation
planning by the Indianapolis MPO is regional in scope because the
transportation system is larger than local governmental boundaries, and
improvement programs require the cooperation and participation of all
levels of government in the region.
INTERFACE WITH Other Initiatives The Plan is a dynamic and responsive document that will be affected by other planning initiatives and changing conditions resulting from capital improvement projects. It is acknowledged that the following list of parallel and on-going planning initiatives will influence and change the Indianapolis Regional Pedestrian Plan in its next iteration. Where possible, the planning team incorporated relevant direction, trends, and information from these on-going processes:
Because of the dynamic nature and interface with these plans and parallel ongoing capital improvement projects, it is recommended that the Regional Pedestrian System Plan be updated at regular intervals, and that the pedestrian facilities database be kept current.
Pedestrian Plan Planning Partners The Indianapolis MPO has been working diligently since 1993 with its jurisdictions to support the development of pedestrian facilities in the Indianapolis region. Participating in this plan’s development were:
In addition, other constituencies partnered with the MPO on the development of the pedestrian plan, including the MPO Multi-Modal Task Force and Township School Corporations. The extensive public participation process provided opportunities for neighborhood constituencies, elected officials at both the Township and City level, and the general public to provide input and comment into the development of the Plan.
UNDERSTANDING Conditions During the Plan development process, the planning team mapped the County utilizing GIS files as the basis for determining existing and proposed facilities. The existing and proposed thoroughfare system, existing sidewalks, proposed bicycle system, existing and proposed greenway system, and transit routes were documented. This enabled the planning team to understand the complex hierarchy of transportation modes within the County and their points of existing intersection and engagement.
Once the mapping was completed, windshield surveys were conducted by car on a township basis with the Township Administrator to review the mapping and identify any gaps, discrepancies, or proposed conditions or trends. The maps were then revised as needed to reflect survey results.
Determination of Pedestrian Need It was understood by the planning team that in addition to proposing an interconnected pedestrian system, a methodology was sought to prioritize system implementation. It was recognized that pedestrian need would likely be pervasive. Therefore it was important that the plan develop a methodology that would result in an easily understood prioritization process for the implementing agencies to utilize in planning their capital improvements.
Therefore the basis of determining pedestrian need was the foundation for evaluating pedestrian system priorities. The criteria for determining pedestrian need was scrutinized by the MPO Planning Partners for this study, and several methodologies were tested before proceeding with the one outlined in this report.
The determination of pedestrian need methodology can be summarized as follows:
1. Pedestrian need was determined by categorizing destinations and trip generation into seven areas: Access to and from Home Access to and from Work Access to and from Education Access to and from Commerce Access to and from Transit Access to and from Recreation Factors of Social Justice 2. Each category of need was mapped to show existing conditions and patterns. For example, the existing condition map for Access To and From Work showed existing commercial, industrial and school land uses. In addition, to land use, the ten largest employers, by number of employees, for each township was indicated. (see Fig. 1.03 for an example)
3. The existing condition map was analyzed in each category and a determination of need hierarchy was established. For example, in the Access to and From Work map, a walk zone of one-mile (20-minutes) was drawn around the largest employers in bright yellow. A 1/4-mile walk zone was drawn around the remaining areas of employment in a gray color. The bright color in each map was designated as the greatest pedestrian need, with the dark gray being the secondary need. In this case, the most important need was determined to be the ability to walk to work to one of the township’s largest employers if you lived within one-mile. (see Fig. 1.04 for an example)
Note: The maximum walk zone criteria utilized in establishing the hierarchy of need is based on the Indianapolis Public Schools walk boundary of: 1-mile for elementary students 1.25-miles for middle-school students, and 1.5-miles for high school students This analysis process was undertaken for each category of trip destination and generation, and a hierarchy of need was developed (See Fig. 1.06)
PEDESTRIAN SYSTEM Once each category of trip destination and generation was analyzed, the overall transportation system was reviewed to assess pedestrian network needs. For walking to be an equal partner in the multi-modal transportation system, it was agreed that it was important that a hierarchy of pedestrian movement be established that interfaced with other transportation modes and land use.
To accomplish this network, pedestrian system classifications are proposed that form a hierarchical and linked system: (See Fig. 1.05.)
Off-street Greenway Urban Greenway Residential Sidewalks Collector Sidewalks Off-Street Paths Pedestrian Crossings These classifications were mapped and presented to stakeholders in a series of Focus Group meetings throughout the county. Stakeholders were given an overview of the project goals, analysis process, and pedestrian need determination. Large-scale maps were used to discuss proposed locations of pedestrian system elements. Stakeholders participated by identifying gaps or additional needs in the system, or opportunities to provide connectivity. After review with the Steering Committee, the system map was adjusted and refined. A Draft System Map was presented to the public at an ArtsGarden meeting on October 20, 2004 where additional comments were received. The final Pedestrian System Map is shown in Fig. 1.07.
In an effort to assist the implementing agencies with priorities, the planning team combined the highest level of existing and proposed need from each Analysis Map. These were then intersected with each other and grouped so that the darkest color shows the greatest need based on how many values were layered. It is intended that the ranking be used to prioritize capital improvement projects so that the greatest impact can be realized from the investment. In addition to this report, final documents have been posted on a public web site and GIS shape files of the proposed system conveyed to the Indianapolis MPO.
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