Complete streets

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Cyclists using a bike lane that passes through a pedestrian crossing, in London, England London cycle superhighway no. 7 (3) - geograph.org.uk - 1979700.jpg
Cyclists using a bike lane that passes through a pedestrian crossing, in London, England

Complete streets is a transportation policy and design approach that requires streets to be planned, designed, operated and maintained to enable safe, convenient and comfortable travel and access for users of all ages and abilities regardless of their mode of transportation. Complete Streets allow for safe travel by those walking, cycling, driving automobiles, riding public transportation, or delivering goods. [1]

Contents

The term is often used by transportation advocates, urban planners, traffic and highway engineers, public health practitioners, and community members in the United States and Canada. Complete Streets are promoted as offering improved safety, health, economic, and environmental outcomes. Complete Streets emphasize the importance of safe access for all users, not just automobiles.

Related concepts include living streets, Woonerf, and home zones.

History

Crosswalk, bike path, and Houston Metro bus in Houston in 2022 Houston May 2022 19 (crosswalk, bike path, and Houston Metro bus).jpg
Crosswalk, bike path, and Houston Metro bus in Houston in 2022

After World War II, many communities in the United States were designed to facilitate easy and fast access to destinations via automobile. In rural and suburban communities, people often rely on the automobile as their sole means of transportation and even in areas with public transportation and safe places to walk and bicycle, they live in a state of automobile dependence wherein automobiles are the central focus of transportation, infrastructure and land use policies to the extent that other modes of transportation, such as walking, cycling and mass transit, have become impractical. [2]

Oregon enacted the first Complete Streets-like policy in the United States in 1971, requiring that new or rebuilt roads accommodate bicycles and pedestrians, and also calling on state and local governments to fund pedestrian and bicycle facilities in the public right-of-way. [3] Since then, 16 additional state legislatures have adopted Complete Streets laws. [4]

In 2003, Barbara McCann, who would later become the Executive Director of the National Complete Streets Coalition, coordinated a search for a replacement for the term "routine accommodation." The term "complete streets" was suggested by David Goldberg, the communications director for Smart Growth America, and it was adopted by a coalition of advocacy groups to refer both to a comprehensive approach to street design and to the coalition itself. [5]

The National Complete Streets Coalition was founded in 2005 by a coalition of advocacy and trade groups, including AARP, the American Planning Association and the American Society of Landscape Architects. The American Public Transportation Association, Blue Cross Blue Shield Minnesota, the National Association of Realtors, and the Institute of Transportation Engineers are examples of other current Coalition Steering Committee members. [5]

Federal complete streets legislation was proposed in 2008 and 2009, but failed to become law. [6] [7] [8]

In 2010, the U.S. Department of Transportation issued a policy statement on bicycle and pedestrian accommodation, declaring its support for their inclusion in federal-aid transportation projects and encouraging community organizations, public transportation agencies, and state and local governments to adopt similar policies. [9]

By early 2013, more than 490 jurisdictions in United States had adopted a Complete Streets policy, including twenty-seven states, the District of Columbia, and the Commonwealth of Puerto Rico. [10] Some of these jurisdictions passed legislation enacting their policies into law, while others chose to implemented their policies by executive order or internal policy. Still more jurisdictions have passed non-binding resolutions in support of Complete Streets, or created transportation plans that incorporate Complete Streets principles. [11]

Design elements

Four traffic lanes were changed into two traffic lanes plus bike lanes and left-turn lanes. Road diet in Davis CA.jpg
Four traffic lanes were changed into two traffic lanes plus bike lanes and left-turn lanes.
New road distribution in Davis, California. Now pedestrians and cyclists have better safety conditions. After DavisCA RoadDiet.jpg
New road distribution in Davis, California. Now pedestrians and cyclists have better safety conditions.

The specific design elements of Complete Streets vary, based on context and project goals, but they may include:

Such elements have been used successfully in projects across the United States as shown in the following examples:

Complete Streets policies normally allow for three kinds of exceptions to roadway projects roadways: freeways or other roads where non-motorized transportation is banned by law; roadways where the cost of accommodation would be too disproportionate to the need or expected use; and roadways where lack of present and future need is shown to make accommodation unnecessary. [19]

Benefits

Proponents of Complete Streets policies believe that they improve safety, lower transportation costs, provide transportation alternatives, encourage health through walking and biking, stimulate local economies, create a sense of place, improve social interaction, and generally improve adjacent property values. [20] Opponents may consider automobile-only infrastructure to be a better use of public funds, or consider efforts to encourage other forms of transportation to be coercive. [21] Individual projects and policies have sometimes faced specific local opposition, typically based on concerns over traffic flow and automobile access. [22] [23] [24]

A diagram showing a guide to complete streets in Los Angeles with emphasis on bicyclist safety Complete Streets Diagram.png
A diagram showing a guide to complete streets in Los Angeles with emphasis on bicyclist safety

Safety

Complete streets policies are meant in part to improve safety, and various studies suggest that Complete Streets principles have done so. A Federal Highway Administration safety review found that designing the street with pedestrians in mind—sidewalks, raised medians, turning access controls, better bus stop placement, better lighting, traffic calming measures, and treatments for disabled travelers—all improve pedestrian, bicyclist and motorist safety. [25] Rates of pedestrian injuries and fatalities decrease 88% when sidewalks are added, 69% hybrid beacon signals are added, and 39% when medians are added. [26] [ clarification needed ] The University of Oregon published a before and after study of 25 complete street projects and found significant automobile speed crash reductions for projects throughout the country. [27]

Health

A variety of reports and organizations have suggested that complete streets policies could improve public health by promoting walking and bicycling. [28] The U.S. Centers for Disease Control and Prevention recommend adoption of a Complete Streets policy as a strategy to prevent obesity. [29] A report of the National Conference of State Legislatures named Complete Streets policies as the most effective policy avenue for encouraging bicycling and walking. [30] One study found that 43% of people with safe places to walk within 10 minutes of home met recommended physical activity levels, while just 27% of those without safe places to walk were active enough. [31] The Institute of Medicine recommends fighting childhood obesity by changing ordinances to encourage construction of sidewalks, bikeways, and other places for physical activity. [32] A report of the National Conference of State Legislators found that complete streets policies are the most effective policy avenue for encouraging bicycling and walking. [30] Over one third of regular public transit users meet the minimum daily requirement for physical activity. [33]

Economic

Proponents of Complete Streets believe that as communities become safer, more attractive, and provide more transportation choices, local economies thrive and land values rise.

Successful Complete Streets implementation has helped some communities stimulate local economies. A revitalization project in Lancaster, CA helped create 50 new businesses and over 800 new jobs. [34] After a 2007 Complete Streets redesign in parts of New York City, there was a nearly 50% increase in retail sales on 9th Avenue in Manhattan and a nearly 50% decrease in commercial vacancies in Union Square. [17]

Transit and bicycle/pedestrian projects create more construction jobs than traditional roadway jobs: Complete Streets projects funded through the American Recovery and Reinvestment Act of 2009 created more jobs than projects on road repair and new construction. Under the stimulus, transit projects created nearly twice the job hours for every $1 billion than highway projects. [35] Pedestrian and bicycle projects create between 1.8 and 3.8 more jobs than auto-only projects. [36] This job creation, however, is not a free lunch since it requires greater government expenditure.

Environment

Complete Streets can also have a positive effect on the environment. By providing safe options for people to walk and bike, Complete Streets can lead to fewer people driving in their cars, resulting in lowered automobile emissions.

The 2009 National Household Travel Survey found that 39% of all trips in metropolitan areas are three miles or less and 17% of all trips are one mile or less. [37] Most of these trips can easily be made on foot or bicycle and Complete Streets provide the infrastructure to allow people to safely do so. Traveling by foot or bike are zero-emission means of travel.

Communities with strong Complete Streets policies and implementation, including Boulder, Colorado, see a reduction in their emissions. Over the last several years,[ when? ] fewer people in Boulder drove alone and bicycle and transit trips increased. As a result, the city cut annual carbon dioxide emissions by half a million pounds. [38]

Benefits in policy

In addition to benefits provided by infrastructural elements of Complete Streets, the development of Complete Streets policy encourages facilitation of community inclusiveness and educational opportunities as well as establishes a context sensitive approach in design and implementation of transportation improvements. [39]

At a total of 899 currently enacted Complete Streets policy documents within U.S, states and territories, the 82 Complete Streets policies passed and enacted in communities in 2015 have been analyzed by the National Complete Streets Coalition in collaboration with Smart Growth America under a policy grading-rubric consisting of comprehensive elements. [40] In this analysis the Coalition found that community outreach and context sensitivity were important characteristics included throughout the documented examples and were weighted considerably in determining the efficiency and effectiveness of examined policies. [40]

Complete Streets implementation is complementary in making sure transportation projects fit within their context in that implementation goals provided within policy align with context sensitive solutions such as instructing municipalities to include public meetings, maintained communication with stake-holders, and street transportation use classification. [41] Additionally, community outreach that is promoted and achieved through educational opportunities of Complete Streets principles helps establish community social connectivity and encourages participation in active transportation modes. [40]

In 2003, the Partnership for Active Communities established a five-year plan to bring together multidisciplinary organizations with the goal of moving toward Complete Streets and improving transportation facilities in the Sacramento, California area. Inter-organizational partnerships and a comprehensive communication plan within the effort lead to awareness of safety issues associated active transportation methods along under-designed infrastructure. Educational opportunities within the project helped solidify connectivity among community members and organizations while working to remedy transportation issues with influence in policy changes. [42]

Counterarguments

Critics have coined the term "incomplete streets" to refer to this trending redesign of roadways, arguing that a standardized redesign of streets neglects the history and social character of public spaces. [43] Projects have been criticized for the use of standardized, less durable design tools that do not compliment pre-existing spatial characters.

Some have claimed that transportation engineers in the US have become too focused on separating cyclists from pedestrians and motorists. This may limit cyclists’ perceptions of where it is acceptable to cycle. It can also compel people to ride on a bike path even if they prefer to ride in traffic.[ citation needed ]

In his 1970s book, Effective Cycling, John Forester advocated for what became known as vehicular cycling.

See also

Related Research Articles

<span class="mw-page-title-main">Smart growth</span> Urban planning philosophy

Smart growth is an urban planning and transportation theory that concentrates growth in compact walkable urban centers to avoid sprawl. It also advocates compact, transit-oriented, walkable, bicycle-friendly land use, including neighborhood schools, complete streets, and mixed-use development with a range of housing choices. The term "smart growth" is particularly used in North America. In Europe and particularly the UK, the terms "compact city", "urban densification" or "urban intensification" have often been used to describe similar concepts, which have influenced government planning policies in the UK, the Netherlands and several other European countries.

<span class="mw-page-title-main">Living street</span> Traffic calming in spaces shared between road users

A living street is a street designed with the interests of pedestrians and cyclists in mind by providing enriching and experiential spaces. Living streets also act as social spaces, allowing children to play and encouraging social interactions on a human scale, safely and legally. Living streets consider all pedestrians granting equal access to elders and those who are disabled. These roads are still available for use by motor vehicles; however, their design aims to reduce both the speed and dominance of motorized transport. The reduction of motor vehicle dominance creates more opportunities for public transportation. Living Streets achieve these strategies by implementing the shared space approach. Reducing demarcations between vehicle traffic and pedestrians create a cohesive space without segregating different modes of transportation. Vehicle parking may also be restricted to designated bays. These street design principles first became popularized in the Netherlands during the 1970s, and the Dutch word woonerf is often used as a synonym for living street.

<span class="mw-page-title-main">Transportation Alternatives</span>

Transportation Alternatives is a non-profit organization in New York City which works to change New York City's transportation priorities to encourage and increase non-polluting, quiet, city-friendly travel and decrease automobile use. TransAlt seeks a transportation system based on a "Green Transportation Hierarchy" giving preference to modes of travel based on their relative benefits and costs to society. To achieve these goals, T.A. works in five areas: Cycling, Walking and Traffic Calming, Car-Free Parks, Safe Streets and Sustainable Transportation. Promotional activities include large group bicycle rides.

<span class="mw-page-title-main">Road diet</span> Transportation planning technique

A road diet is a technique in transportation planning whereby the number of travel lanes and/or effective width of the road is reduced in order to achieve systemic improvements.

<span class="mw-page-title-main">California Bicycle Coalition</span>

California Bicycle Coalition, also known as CalBike, is an advocacy organization based in Sacramento that seeks to expand bicycling in the U.S. state of California. A related organization, the California Bicycle Coalition Education Fund, conducts solely charitable functions. The California Bicycle Coalition was founded in 1994.

<span class="mw-page-title-main">Walkability</span> How accessible a space is to walking

In urban planning, walkability is the accessibility of amenities by foot. It is based on the idea that urban spaces should be more than just transport corridors designed for maximum vehicle throughput. Instead, it should be relatively complete livable spaces that serve a variety of uses, users, and transportation modes and reduce the need for cars for travel.

<span class="mw-page-title-main">The Street Trust</span> American non-profit organization

The Street Trust is a 501(c)(3) non-profit advocacy organization based in Portland, Oregon, United States. The Street Trust advocates for the safety and ease of biking, walking and riding public transit in communities. The organization does legislative work at the statewide and national levels and endorses legislation and ballot measures. It successfully lobbied Portland's mass transit company, TriMet, to accommodate bicycles on buses and prevailed in a lawsuit to uphold Oregon's Bicycle Bill.

Transit for Livable Communities (TLC) is a regional, nonpartisan transit, biking, walking, and development advocacy group based in St. Paul, Minnesota, USA. It was founded in 1996 by Barb Thoman and John DeWitt.

<span class="mw-page-title-main">Cycling in Toronto</span>

Toronto, Ontario, like many North American cities, has slowly been expanding its purpose-built cycling infrastructure. The number of cyclists in Toronto has been increasing progressively, particularly in the city's downtown core. As cycling conditions improve, a cycling culture has grown and alternatives such as automobiles are seen as less attractive. The politics of providing resources for cyclists, particularly dedicated bike lanes, has been contentious, particularly since the 2010s.

<span class="mw-page-title-main">Bike East Bay</span>

Bike East Bay, formerly known as East Bay Bicycle Coalition, is a Californian non-profit organization that worked since 1972 toward "promoting bicycling as an everyday means of transportation and recreation" in Alameda and Contra Costa counties of the California's East Bay.

<span class="mw-page-title-main">Healthy community design</span>

Healthy community design is planning and designing communities that make it easier for people to live healthy lives. Healthy community design offers important benefits:

<span class="mw-page-title-main">Cycling in Los Angeles</span> Bike usage in Californias most populous city and county

Cycling in Los Angeles accounts for less than one percent (0.6%) of all work commutes. Because of the mild climate, there is little need to carry the variety of clothing that cyclists require in other less temperate climates.

<span class="mw-page-title-main">Institute for Transportation and Development Policy</span> American non-profit organization

The Institute for Transportation and Development Policy (ITDP) is a non-governmental non-profit organization that focuses on developing bus rapid transit (BRT) systems, promoting biking, walking, and non-motorized transport, and improving private bus operators margins. Other programs include parking reform, traffic demand management, and global climate and transport policy. According to its mission statement, ITDP is committed to "promoting sustainable and equitable transportation worldwide."

<span class="mw-page-title-main">Cycling in Detroit</span>

Detroit is a popular city for cycling. It is flat with an extensive road network with a number of recreational and competitive opportunities and is, according to cycling advocate David Byrne, one of the top eight biking cities in the world. The city has invested in greenways and bike lanes and other bicycle-friendly infrastructure. Bike rental is available from the riverfront and tours of the city's architecture can be booked.

<span class="mw-page-title-main">Cycling in San Francisco</span>

Cycling in San Francisco has grown in popularity in recent years, aided by improving cycling infrastructure and community support. San Francisco's compact urban form and mild climate enable cyclists to reach work, shopping, and recreational destinations quickly and comfortably. Though San Francisco's famed steep hills can make cycling difficult, many parts of the city are relatively flat, including some of the most densely populated. However, heavy automobile traffic, the lack of bike lanes on many streets, and difficulty in crossing major streets deter most residents from cycling frequently in San Francisco.

The San Francisco Bicycle Plan is the current guiding document for near-term bicycle transportation improvements in San Francisco, and was adopted unanimously by the Board of Supervisors on August 11, 2009. The overall goal of the plan is to "increase safe bicycle use" over an expected implementation timeline of 5 years. The plan recommends 60 near-term improvements to the bicycle route network, 52 of which are the addition of bicycle lanes to 34 miles of city streets to the already existing 45 miles of city streets with bicycle lanes.

<span class="mw-page-title-main">Cycling in Canada</span> Overview of cycling in Canada

Cycling in Canada is experienced in various ways across a geographically huge, economically and socially diverse country. Among the reasons for cycling in Canada are for practical reasons such as commuting to work or school, for sports such as road racing, BMX, mountain bike racing, freestyle BMX, as well as for pure recreation. The amount and quality of bicycle infrastructure varies widely across the country as do the laws pertaining to cyclists such as bicycle helmet laws which can differ by province.

<span class="mw-page-title-main">Cycling infrastructure</span> Facilities for use by cyclists

Cycling infrastructure is all infrastructure cyclists are allowed to use. Bikeways include bike paths, bike lanes, cycle tracks, rail trails and, where permitted, sidewalks. Roads used by motorists are also cycling infrastructure, except where cyclists are barred such as many freeways/motorways. It includes amenities such as bike racks for parking, shelters, service centers and specialized traffic signs and signals. The more cycling infrastructure, the more people get about by bicycle.

<span class="mw-page-title-main">Sustainable Transport Award</span>

The Sustainable Transport Award (STA), is presented annually to a city that has shown leadership and vision in the field of sustainable transportation and urban livability in the preceding year. Nominations are accepted from anyone, and winners and honorable mentions are chosen by the Sustainable Transport Award Steering Committee.

Bikemore is a nonprofit organization comprising a 501(c)(3) organization located in Baltimore, Maryland.

References

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This page was adapted, with permission, from informational materials developed by the National Complete Streets Coalition. This information is in the public domain, and is not copyrighted material.