Complete streets

A bicyclist in a bike lane in Toronto.

In U.S. urban planning and highway engineering, complete streets (sometimes livable streets) are roadways designed and operated to enable safe, attractive, and comfortable access and travel for all users, including pedestrians, bicyclists, motorists and public transport users of all ages and abilities. ^[1] Official policies that encourage or require such accommodation are known as complete streets policies.

Proponents of complete streets policies claim that they improve safety, lower transportation costs, provide alternatives to private cars, encourage health through walking and biking, create a sense of place, improve social interaction, and generally improve adjacent property values. ^[2] Opponents may consider automobile infrastructure to be a better use of public funds, or consider efforts to encourage other forms of transportation to be coercive.^[3] Individual projects and policies have sometimes faced specific local opposition, typically based on concerns over traffic flow and automobile access. ^[4][5]

History and current status

Many communities in the United States have long existed in a state of “automobile dependence” – automobiles are the central focus of their transportation, infrastructure and land use policies to the extent that other modes of transportation, such as walking, cycling and mass transit, have become impractical. ^[6]

The first statewide complete streets policy in the United States was enacted in 1971, when the State of Oregon passed a "bike bill" requiring that new or rebuilt roads accommodate bicycles and pedestrians, and required state and local governments to fund pedestrian and bicycle facilities in the public right-of-way. ^[7] In 1984, the State of Florida enacted State Statute 335.065, requiring that transportation planning and development give "full consideration" to bicycle and pedestrian facilities. ^[8]

The current usage of the term "complete streets" dates to 2003, when it was coined by cycling advocates as a replacement for the technical term "routine accommodation." The National Complete Streets Coalition was founded in 2005 by a coalition of advocacy and trade groups, including AARP, the American Planning Association, the American Society of Landscape Architects, and the American Heart Association. ^[9]

As of 2011, complete streets policies have been endorsed or adopted by 224 U.S. jurisdictions, including 23 states. Some of these jurisdictions have passed legislation enacting their policies into law, while others have implemented their policies by executive order or regulation. Still more jurisdictions have passed non-binding resolutions in support of complete streets, or created transportation plans that incorporate complete streets principles. ^[10] Federal complete streets legislation was proposed in 2008 and 2009, but failed to become law. ^{[11] [12] [13]} 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. ^[14]

Elements of a complete street

The National Complete Streets Coalition, a pro-complete streets advocacy group in the United States, defines complete streets as those that are designed and operated to allow all users, not only drivers, to use them safely. The specific design elements of a complete street vary from place to place, but they may include:

• Pedestrian infrastructure such as sidewalks; crosswalks, including median crossing islands and raised crosswalks; accessible pedestrian signals, including audible cues for people with low vision and pushbuttons reachable by wheelchair users; and sidewalk bulb-outs
• Traffic calming measures to lower driving speeds and define the edges of car travelways, including road diets, center medians, shorter curb corner radii, elimination of free-flow right-turn lanes, staggered parking, street trees, planter strips and ground cover
• Bicycle accommodations, such as dedicated bicycle lanes or wide shoulders
• Mass transit accommodations, such as bus pullouts or special bus lanes ^{[15] [16]}

Complete streets policies normally exempt three kinds of roadways: freeways or other roads where non-motorized transportation is banned, roadways where the cost of accommodation would be too disproportionate to the need or expected use, and roadways where accommodation is shown to be unnecessary. ^[17]

Effects

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.^[18] Another study found that installing these features reduced pedestrian risk by 28%.^[19]

Health

A variety of reports and organizations have suggested that complete streets policies could improve public health by promoting walking and bicycling. 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.^[20]The Institute of Medicine recommends fighting childhood obesity by changing ordinances to encourage construction of sidewalks, bikeways, and other places for physical activity.^[21] 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 is complete streets.^[22]

Economic

As areas become more attractive and balanced, land values increase. Some Complete Street projects have increased adjacent land values 30-100%. For instance, a road diet on South Olive Avenue (Complete Street and Road Diet) in West Palm Beach, Florida resulted in an increase in adjacent home values of $115,000 in just one year.^[23]

See also

• Context Sensitive Solutions
• Pedestrian-friendly
• Bicycle-friendly
• Livable Streets
• Shared space
• Smart Growth
• Transit Oriented Development
• Utility cycling
• Vehicular cycling

References

1. ^ Ritter, John (2007-07-29). "'Complete streets' program gives more room for pedestrians, cyclists". USA Today. http://www.usatoday.com/news/nation/2007-07-29-complete-streets_N.htm. Retrieved 2008-08-23. 
2. ^ Unknown, Author. "Complete streets FAQ", "National Complete Streets Coalition", 2010, accessed January 30, 2011.
3. ^ O'Toole, Randal "Secretary of Behavior Modification", "Cato@Liberty", May 29, 2009, accessed April 15, 2011.
4. ^ Goodman, J. David. "Expansion of Bike Lanes in City Brings Backlash". New York Times, November 22, 2010. Accessed April 13, 2011.
5. ^ Juva, Theresa. "New 34th St. plan shrinks road, nixes pedestrian plaza idea". AM New York, March 13, 2011. Accessed April 12, 2011.
6. ^ Newman, P. and J. Kenworthy. Sustainability and Cities: Overcoming Automobile Dependence. Washington, DC: Island Press. 1999.
7. ^ Oregon Department of Transportation. "Bike Bill and Use of Highway Funds". Page updated February 4, 2007, accessed April 12, 2011.
8. ^ Florida Senate. "2010 Florida Statutes". Accessed April 12, 2011.
9. ^ McCann, Barbara "Happy Anniversary, Complete Streets!", "National Complete Streets Coalition", 2010, accessed April 12, 2011.
10. ^ Unknown, Author "Complete Streets Atlas", "National Complete Streets Coalition", 2011, accessed April 12, 2011.
11. ^ "H.R. 1443: Complete Streets Act of 2009", "Govtrack.us", accessed March 10, 2011.
12. ^ "S. 584: Complete Streets Act of 2009", "Govtrack.us", accessed March 10, 2011.
13. ^ Library of Congress, "Bill Summary & Status", Thomas. Accessed April 15, 2011.
14. ^ "Policy Statement on Bicycle and Pedestrian Accommodation", "U.S. Department of Transportation", March 11, 2010, accessed April 15, 2011.
15. ^ Unknown, Author [www.completestreets.org/complete-streets-fundamentals/complete-streets-faq/ "Complete streets FAQ"], "National Complete Streets Coalition", 2010, accessed April 11, 2011.
16. ^ Laplante, John and McCann, Barbara. "We Can Get There From Here". ITE Journal, May 2008.
17. ^ Unknown, Author. "Policy Elements", "National Complete Streets Coalition", accessed February 16 2011.
18. ^ B.J. Campbell, Charles V. Zegeer, Herman H. Huang, and Michael J. Cynecki. A Review of Pedestrian Safety Research in the United States and Abroad. Jan. 2004, Federal Highway Administration, Publication number FHWA-RD-03-042
19. ^ King, MR, Carnegie, JA, Ewing, R. Pedestrian Safety Through a Raised Median and Redesigned Intersections, Transportation Research Board 1828, 2003) pp 56–66
20. ^ Powell, K.E., Martin, L., & Chowdhury, P.P. Places to walk: convenience and regular physical activity. American Journal of Public Health, 93, (2003): 1519-1521.
21. ^ Koplan, J.P., Liverman, C.T., & Kraak, V.I. (Eds.). Committee on Prevention of Obesity in Children and Youth. (2004). Preventing childhood obesity: Health in the balance. Washington, DC: Institute of Medicine. Retrieved December 7, 2004 from http://books.nap.edu/catalog/11015.html
22. ^ Teach Robbins, L., Morandi, L. Promoting Walking and Biking: the Legislative Role. NCSL, December 2002. access: www.activelivingleadership.org/pdf_file/Promoting_Walking_and_biking.pdf
23. ^ Ian Lockwood, P.E., 2006

This page was adapted, with permission, from informational materials developed by the National Complete Streets Coalition [1]. This information is in the public domain, and is not copyrighted material.

External links

• National Complete Streets Coalition
• Thunderhead Alliance National Complete the Streets Campaign
• Livable Communities Resource Guide
• Michigan Complete Streets Coalition