The political perspective is one of the most important considerations we will analyze. Policies in which the streets were designed, structured, and maintained will set the boundaries in which our then proposals will take shape in Easton. We will not only look into Easton’s political history in terms of adhering to PennDots requirements and policies but also understand how the United States goes about its procedures in city development and urban planning. Understanding both scopes is crucial because it allows us to understand why Easton is the way it is, understand any barriers in place preventing Easton from being accessible to all, and what will need to change to progress Easton into a more pedestrian-friendly city.
A possible reason for a lack of existing accommodations for active transportation in Easton is the small number of current users. 71% of Easton residents drive alone to work, while only 9% walk or use public transit. During our field interviews, we found that a substantial amount of people walking or biking were doing so recreationally. Another group did so because they did not own cars. We felt that people are choosing to walk not because it’s convenient, but either because they have to or for recreational reasons.
Figure 5: Commuter statistics (Easton Census, 2022)
Apart from the census bureau, we also conducted our own research on LHD. In order to better understand the weight and impact of active transportation reform, we created an asset map pictured below consisting of individuals, community organizations, businesses, and institutions that are key stakeholders and contributors to the active transportation initiative.
Figure 6: Easton Stakeholders Asset Map
Figure 6 visualizes a breakdown of the various stakeholders within our Easton community. We proceeded to split the asset map into three stakeholder groups, individuals, community organizations, and institutions. We divided them into three groups so that we can identify who exactly is our intended users/audience, if there are current initiatives involved in transportation, and who is responsible for enforcing the current infrastructure.
For data collection, we developed a concise survey that captures users’ perceptions of LHD and broader transportation in Easton, PA. To ensure a representative sample, we conducted interviews at different times: a weekday evening and a weekend noon. Greater reforms may need collaboration among city officials, experts, and the community. We aim for our project document to spark productive dialogue on enhancing streets for everyone.
During this project, we employed various data collection methods, including site visits, pedestrian surveys, and interviews. Key interviews included technical experts such as Sam Pearson, who highlighted overlooked locations, and Professor Sanford, who offered potential solutions. We also consulted Brenda Williams, a community contact, to understand Easton’s political context and funding distribution, and Professor Wilford-Hunt, who provided feedback on our proposed solutions and identified areas for improvement.
We conducted 17 interviews, including paired data, and found that nearly 60% of respondents regularly walk in LHD (Figure 7). Additionally, 56% prefer walking or biking as their primary mode of transportation (Figure 8), and 43.8% know someone who is mobility impaired (Figure 9). These results indicate a strong community of walkers and bikers, highlighting the potential for accessibility improvements to benefit not only these groups but also individuals with physical disabilities by creating more inclusive and accessible spaces.
Figure 7: How often do you walk near LHD?
Figure 8: What is your preferred daily method of transportation?
Figure 9: Do you or any loved ones experience mobility issues? (wheelchair, cane, mobility vehicle, etc…)
Our group encountered several challenges throughout this project. First was data collection: we struggled to determine the right questions for our site interviews. Second was site selection: while we identified several areas needing development, a lack of data limited our options. Third, cost feasibility was a constraint; we deemed some radical changes to be infeasible due to their cost. Finally, while we made significant progress this semester, we couldn’t fully design a usable product for the LHD location, hoping future Lafayette College engineers and the WalkWorks organization can build on our foundation.
Figure 10: LHD Safety
During our on-site interviews, we found a notable critique: although LHD is often perceived as dangerous and unsafe, many Easton residents we spoke with felt it was relatively safe. However, several residents expressed that the city’s focus should shift away from LHD and prioritize areas like the West Ward, which lack basic sidewalk and street infrastructure. Despite these insights from the community, the city has yet to acknowledge the West Ward as a problem area. Moving forward, future projects should allocate the time and resources needed to address the West Ward’s infrastructure challenges.
One of our community contacts, Brenda Williams, a lifelong resident of Easton, shared similar concerns about the West Ward. She expressed feeling unsafe and uncomfortable navigating her neighborhood, especially with her husband, who relies on a mobility scooter. The couple noted that her husband often has to ride on the street because the roads are smoother than the cracked and uneven sidewalks. They also pointed out that some streets lack curb cuts, making them inaccessible for mobility scooters. This raises an important question: why is the city prioritizing investment in an area already considered to be in good condition instead of addressing more pressing infrastructure needs in underserved neighborhoods like the West Ward.
Easton’s traffic fatality rate is relatively low, but available data on traffic injuries is limited. This lack of information highlights the need for ongoing monitoring to reduce the risk of injuries and fatalities on city roads. Public policy interventions can be a key factor in achieving these safety goals. A study by Frances Bunn found that area-wide traffic calming, which involves narrowing roads and adding features that encourage slower driving, can effectively reduce traffic injuries in urban settings. In our area of focus near Easton’s city center, current measures—like speed limits, stop signs, and pedestrian crossings—are in place to control traffic speed. However, multiple responses from our site surveys claimed that vehicles often exceed the posted 25 MPH speed limit, which can make the space less safe to walk for pedestrians.
To enhance road safety, we propose exploring additional measures to slow traffic near the city center. Of the Menu of Traffic Calming Strategies and Devices provided in Bunn’s article, Narrowing lanes could encourage drivers to lower speeds. Research suggests that reducing lane widths and adding curb extensions or landscaped barriers can create a visual cue for drivers to slow down, reinforcing the traffic-calming efforts already in place. Such strategies would make streets more accessible and safer for pedestrians and cyclists.
Understanding how transportation initiatives get funded will be key to our project. On October 26, 2023, Congresswoman Susan Wild announced a $120,000 “Safe Streets and Roads for All” (SS4A) grant for the City of Easton (Wild 2023). The grant was funded by the US Department of Transportation as a result of the Bipartisan Infrastructure Law. The SS4A program was created to address the rising roadway fatalities in the United States. It provides $5 billion over five years to prevent roadway deaths and serious injuries, focusing on regional, local, and Tribal initiatives (Dept of Transportation). SS4A offers Planning and Demonstration Grants for creating safety plans and Implementation Grants to fund infrastructure, behavioral, and operational safety projects.
Easton’s Public Works Director, Dave Hopkins, and Mayor Sal Panto have emphasized the urgent need for upgraded safety measures in the city, including adding bike lanes, expanding sidewalks, and improving intersections to enhance pedestrian safety. Mayor Panto expressed enthusiasm for the SS4A Program, saying, “We are excited for this chance to make Easton a safer place to walk, bike, and drive. Some of our streets were designed in the 19th century, and this grant will help us adapt them safely for our residents and visitors” (Wild 2023).
Figure 11: The map of the Easton Local Historic District (City of Easton, 2011)
Making significant changes to Easton’s streets and sidewalks requires careful consideration of the regulations of its historic districts, which are designed to preserve the unique architectural character and aesthetics of the downtown region. Easton, PA, is a city rich in culture and history, recognized by its inclusion on the National Register of Historic Places. Any proposed modifications must not only promote safety and accessibility but also respect the area’s historical significance and charm.
Incorporating active transportation such as adding bike lanes and expanding sidewalks can be challenging. The city of Easton is incentivized to preserve historical landmarks because of the profit generated from tourism, economic development, and a tool to draw in visitors(HDDC). Property owners are also incentivized to continue to preserve historical landmarks because these properties have a tendency to appreciate over time and are more resilient to changes to inflation and economic downturns. When both the city and its property owners benefit from maintaining the historic character of the city, it can be difficult to propose and implement more modern active transportation features.
There are also policy-related procedures that can make adopting active transportation rather difficult. As stated in the Historic District Design Guidelines, “Any proposed changes to a property, which are visible from a public right-of-way… are subject to review by the HDC”(HDDC 2005). This indicates that even minor modifications must undergo an approval process. The Commission’s primary concern is “to protect historic resources from demolition and to preserve the neighborhood’s historic character,” which can slow down or limit the implementation of modern transportation solutions. Additionally, according to Easton’s Local Historic District, “Properties requiring a COA for work must have the proposal reviewed by the Historic District Commission (HDC), which is tasked with ensuring properties are maintained appropriately. The HDC makes a recommendation to the City Council, whether to approve or deny a Certificate of Appropriateness (COA) for any proposed exterior work within the LHD”(LDC). This highlights the multiple steps involved in getting the approval for modifications of the current infrastructure, considering the entirety of downtown is a historical district is safe to imply that making physical progress would take longer compared to areas that are not in the district. As the main focus of our project is Larry Holmes Drive which is in the historical district, we should expect to navigate the HDC and COA for our proposals.
The intricacy of putting in place efficient infrastructure solutions becomes evident as Easton’s active transportation programs gain traction. The focus on cooperation and funding emphasizes the necessity of strategic alliances between local groups, government institutions, and planning experts. In addition to addressing the current pedestrian infrastructure issues, this cooperative endeavor will also be in line with larger state and federal assistance programs.
There are many factors, variables, and groups of people that need to work together in order for the idea of active transportation infrastructure to become a reality. The biggest issue regarding the implementation of new infrastructure is typically funding. Large-scale infrastructure changes are usually very expensive and most small cities and towns do not have the means to begin the implementation stage for any type of infrastructure construction or maintenance. This is why cities typically rely on state or federal funding through grants and subsidies for any large-scale projects, unfortunately, this typically results in lengthy project timelines and long waiting periods.
The city of Easton is currently working with Traffic Planning and Design, Inc. to come up with a possible solution to the disaster that is the current pedestrian infrastructure surrounding the Larry Holmes Drive area. One of the most feasible solutions proposed is a roundabout that would connect Larry Holmes Drive and S. 3rd Street. This would eliminate the existing traffic lights and would reduce the roads to one lane, with the exception of a right-turn-only lane on the west side of Larry Holmes Drive which is pictured below.
Many government agencies are now issuing grants and other forms of funding to cities and townships that wish to implement a new active transportation plan. The Pennsylvania Downtown Center issued a grant to the City of Easton to conduct research into the existing infrastructure and to help create possible solutions and fixes (Myszkowski 2024). The Easton City Council is generally supportive of the plan, but first have some questions about feasibility, costs, and traffic rerouting which may hinder the implementation of the proposed roundabout. With an increase in political policies pushing for sustainable cities and more eco-friendly transportation initiatives, there will hopefully be an increase in grants and subsidies being awarded to small municipalities and cities, as these small communities are typically overlooked and there is very little research being put into these “at risk” areas with poor pedestrian infrastructure. We see this happening recently with the launch of The Active Transportation Infrastructure Investment Program, or ATIIP, which is a new competitive grant program created by the Bipartisan Infrastructure Law. This incentivizes safe and connected active transportation facilities (Hall 2024).
Figure 12: Traffic Planning and Design, Inc. (Myszkowski, 2024)
We could also consider lengthening the time that traffic lights give right-of-way to pedestrians. This improves walkability for everyone but is especially important for people with mobility issues, such as those in a wheelchair. Many cities do not provide enough time for people with mobility issues to properly cross the road before the sign goes red again.
In conclusion, transforming Easton into a more pedestrian and cyclist-friendly city involves addressing several interconnected challenges and opportunities. The city’s reliance on private vehicles, combined with limited incentives for active transportation, underscores the need for a comprehensive approach. Political history, funding limitations, and the constraints of Easton’s historic district regulations present barriers to progress but also provide a framework for careful, well-integrated urban planning. Grants and other federal and state funding opportunities offer a pathway to address safety concerns and modernize infrastructure. Initiatives like adding bike lanes, expanding sidewalks, and implementing traffic-calming measures can enhance accessibility while maintaining Easton’s historical charm. However, collaboration among city officials, historic preservation bodies, planners, and the community is crucial to overcoming procedural and logistical hurdles.