Complete Streets Research Articles

Quantitative Evaluation of Friendliness in Streets’ Pedestrian Networks Based on Complete Streets: A Case Study in Wuhan, China

In recent years, with the rapid growth in the number of cars, the safe and convenient street pedestrian traffic network in cities has been broken by motor vehicle lanes. The pedestrian traffic function of streets as an important urban public space has been lost, and the pedestrian friendliness of streets needs urgent improvement. However, the existing pedestrian-friendly street space assessment has not yet formed a set of full-factor quantitative evaluation systems, making the construction of pedestrian-friendly streets still in the conceptual stage and lacking practical significance. The complete streets design concept clarifies the goal of street pedestrian space construction and proposes the full elements of street pedestrian space design, which provides important support for the construction of the street pedestrian friendliness evaluation system. Based on the complete streets design concept, this study constructs a complete set of quantitative evaluation systems of street walkability from three aspects of street space: traffic, environment and function. Meanwhile, a street pedestrian usability evaluation method is proposed to further explore the actual demand of streets. Combined with the comprehensive evaluation matrix of street pedestrian friendliness and usability, the areas where the planning of street pedestrian space does not match with the actual space are explored. The case study in Wuhan found that the overall pedestrian friendliness was high in the area, but there was significant variability. The study area is dominated by streets in need of improvement, with medium demand–low friendliness, and both the pedestrian friendliness and usability of the streets need to be improved.

140-OR: Adoption of State-Level Complete Streets Legislations and U.S. Prevalence of Obesity

Background: The US obesity prevalence has increased from 30.5% in 1999 to 41.9% in 2020, and the medical cost of obesity is estimated at $173 billion annually. Given the health and cost implications of obesity and its direct relationship with the growing prevalence of diabetes, there is a need to identify policy levers that can ameliorate these public health burdens. Complete Streets policies aim to strengthen transportation systems, promote physical activity and improve health outcomes related to obesity and in turn diabetes. It addresses issues like sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. This study examines the effect of state adoption of Complete Streets policies on prevalence of obesity. Methods: We combined data on state obesity rates from America's Health Ranking database with legal information on state's adoption of Complete Streets policies from the PHACCS Initiative. Using the data we estimated overall average, as well as state specific, policy effects due to Complete Streets policy adoption. Our approach utilized a generalized difference-in-difference design and additional testing of model assumptions. Results: Our analysis sample consisted of a panel of 1,479 state-year observations (across 50 US States and the District of Columbia, for the period of 1990-2018). This corresponds to 22 exposed states (with Complete Streets policies), and 29 control states (without Complete Streets policies). Preliminary analyses indicate significant reduction of obesity prevalence (-0.5%; 95%CI: -0.9 to -0.1; p=0.006) in exposed vs. control states, with heterogenous policy effects across states. Conclusions: Complete Streets policy adoption is associated with reduced obesity rates. Given these associations, Complete Street policy adoption is also likely to result in reductions in prevalence of diabetes. Disclosure S.Linde: None. L.E.Egede: None. Funding National Institute of Diabetes and Digestive and Kidney Disease (K24DK093699, R01DK118038, R01DK120861 to L.E.E.); National Institute for Minority Health and Health Disparities (R01MD013826 to L.E.E.)

Insight into vegetation inclusion along urban roads: A pilot study on the preferences of expatriate roadside users in downtown Doha, Qatar

Physical Activity (PA) is vital for health and well-being. Automobile-oriented urban development hinders PA in rapidly urbanized cities. In this regard, Complete Streets’ is an emerging design approach to provide equitable services for all road users while promoting PA. Qatar is introducing ‘Complete Streets’ as part of an urban beautification project in which trees are an integral design element. In the capital city of Doha, expatriates constitute a large portion of the resident population; and primary roadside users due to their dependence on public transportation like the Metro rail. Using a quantitative survey, this pilot study conducted in a typical road segment of downtown Doha investigated the preferences of expatriate roadside users for ecosystem services (ES) offered by the street vegetation, the four potential roadside vegetation types, and the associated reasons. The results revealed that the top two preferred ESwere the benefits of street vegetation in the aesthetic enhancement of streets and microclimate regulations. The vegetation type that was perceived to have more greenery was most preferred. The perceived ‘restorative’ benefits of street vegetation mainly influenced the preferences. The findings of this study provide insight into the inclusion of vegetation along roads under the beautification projects in downtown Doha by the Public Works Authority, Ashghal. It is the first study in Qatar that focuses on the preferences of expatriate roadside users for the ES offered by street vegetation and street vegetation types.

Lessons learned from evaluating complete streets project outcomes with emerging data sources

ABSTRACT Complete Streets projects can bring multifaceted benefits but before-and-after analysis regarding their mobility and accessibility outcomes is quite limited in practice. This study used emerging data sources to conduct longitudinal project outcome evaluations. Two projects from Louisiana were selected as case studies for demonstration. The two projects did not induce heavier congestion in a pilot analysis region. One project with sidewalks/bike lanes contributes to traffic calming in an urban context, while the other project consisting only of a widened shoulder marked for bicycle use may raise speeding concerns in a rural context. Both projects are likely to bring accessibility benefits as they attract more businesses and longer visits. The authors also noted data source and outcome measure challenges in different contexts. The proposed evaluation approach and identified data gaps will benefit the private sector in diversifying/improving their data products and facilitate the public sector in making more data-driven decisions.

Complete Streets policy in Louisiana: Insights from a decade of state DOT implementation

Complete Streets policies have been adopted at all levels of government to facilitate systematic and intentional accommodation of all modes of transportation, including walking and bicycling, over the last two decades. Louisiana was an early adopter of such a policy within its state Department of Transportation (DOT), but implementation in the subsequent decade has been uneven. Through a process evaluation centering on survey and interview data, this case study probes into the experience of implementing a policy at the state DOT level to identify successes, barriers, and opportunities based on 10 years of incremental change and persistence, highlighting the need to update agency processes and data to align with emerging federal policy and funding priorities, as well as the challenge of lateral and vertical policy assimilation in established agency culture.

Program Infrastructure the Key to Success: A Pilot Crosswalk Installation to Promote Walkability, Pedestrian Safety, and Physical Activity in the U.S. Virgin Islands.

While physical inactivity can contribute to chronic diseases, regular activity like walking can help prevent them. In 2010, one in three adults in the U.S. Virgin Islands (USVI) was physically inactive, higher than most U.S. states and territories. There are few walkable destinations and sidewalks along streets in the USVI. Since community- and street-scale design features can influence walking, we convened a 3-day walkability institute in the USVI to (1) learn about physical activity and best practices for design and (2) develop public health infrastructure that supports implementation. Island teams were formed to develop and implement a territory-wide action plan, focused on passing a Complete Streets policy, and demonstration projects on the islands of St. Croix, St. John, and St. Thomas to advance and pass this policy. An example of the demonstration projects and their significance is the completed one in St. Croix, which is the focus of this article. Island teams applied critical components of functioning program infrastructure as described in the Component Model of Infrastructure (CMI) such as engaged data, multilevel leadership, responsive plans and planning, and networked partnerships. We evaluated whether a crosswalk installation in St. Croix could alter driver and pedestrian behavior and create a safer environment for pedestrians. Observers recorded pedestrian crossing time, driver speed, and other behaviors before and after crosswalk installation. Pedestrians took significantly fewer average seconds to cross the street in the postdemonstration period (9.83) compared with predemonstration (13.4) (p = .03). Average car speed declined between the predemonstration (24.3) and long-term demonstration periods (p < .01) and from the postdemonstration (24.7) to the long-term demonstration period (18.2) (p < .01). A greater percentage of pedestrians used the crosswalk to cross the street between the postdemonstration (12.5%) and long-term demonstration periods (53.7%) (p < .01). The demonstration project in St. Croix shows that improvements to built environment infrastructure can increase safety for pedestrians, thus improving walkability in the USVI. We discuss the importance of CMI elements observed in the success of the St. Croix demonstration and its effectiveness in promoting a Complete Streets policy and the lack of these elements on St. John hindering progress there. Public health practitioners can apply the CMI to future physical activity promotion projects in the USVI and other settings as having functioning program infrastructure helps overcome challenges including natural disasters and a global pandemic and can achieve progress toward sustained policy and systems change.

Improving a pedestrian friendly environment in low income Egyptian districts

In many developing countries, districts were mainly designed for cars ratherthan pedestrians’ despite of the need for encouraging walkability. Furthermore,streets are becoming more crowded and congested with poor or even non-existentpedestrian facilities. In addition to, low income residents claimed that they sufferedfrom walking daily a distance 1-2 km without any facilities to be found in the streetwithin the district. Therefore, the aim of this research is to develop a checklist forthe factors that would aid in the decision –making process for the improvement ofpedestrian facilities in the Egyptian districts. Delphi technique is used to correlatethe urban design sustainability with both principles of walkability & pedestrianfacilities. the Result shows that the most important facility that should be appliedat first Infrastructure then followed by Side Walk, complete streets, Livability,Safety then Mobility. This list would be as a guide for the futuristic urban plannersand authorities in order to develop the pedestrian facilities in Egypt and also in another developing countries

Linking Urban Planning, Community Environment, and Physical Activity: A Socio-Ecological Approach.

Lack of physical activity is a growing concern among public health advocates and urban planners. Our socio-ecological model incorporates urban planning and World Health Organization actions on physical activity to identify key factors related to leisure-time physical activity at the community level. Our 2019 nationwide US survey of 1312 communities enables examination of the influence of individual, community, and policy levels on physical activity. Individual factors-poverty, aging, minority population, and longer commuting time-result in lower physical activity. Community-level factors have both positive and negative effects. Physical activity is lower in rural and suburban communities, but higher in communities with more transportation services, recreation and social activities, and safety. Communities with mixed-use neighborhoods and complete streets also show higher levels of physical activity. At the policy level, zoning and cross-agency collaboration have an indirect effect on physical activity by increasing these community-level factors. This suggests an alternative approach to promoting physical activity. Local governments can promote transportation, recreation and safety, especially in rural and minority communities lacking active-friendly built environments and facing challenges from aging population, poverty, and longer commuting time. This socio-ecological approach can assess multilevel factors related to physical activity in other countries.

Ruas Completas no Brasil

This report systematizes the implementation process, challenges, learnings, and results of complete street interventions in eight cities from different regions of Brazil. The document showcases the applicability of the complete streets concept in the Brazilian urban reality to promote positive impacts on people's quality of life. The work, coordinated by WRI Brasil, involves 21 authors, including WRI Brazil technicians, city agencies' representatives, and professors from the Network of University Professors for Complete Streets. The streets documented in the case studies of this report highlight the flexibility of applying the concept to different realities, scales, and contexts, reinforcing the importance of all complete street interventions, regardless of their size and scale. The complete streets approach seeks to undo the predominant culture in urban and transportation planning in Brazil, which prioritizes car flow. Complete streets are designed to provide safety and comfort to all people of all ages, using all modes of transportation. In 2017, WRI Brasil, in partnership with the National Front of Mayors (FNP), created the National Network for Low-Carbon Mobility, which concluded its first cycle with 21 member cities and pilot projects implemented in Campinas, Curitiba, Juiz de Fora, Niterói, Porto Alegre, Salvador, São José dos Campos, and São Paulo. These eight interventions are documented in this report, conducted with the support of Itaú.

The Scanner of Heterogeneous Traffic Flow in Smart Cities by an Updating Model of Connected and Automated Vehicles

The problems of traditional traffic flow detection and calculation methods include limited traffic scenes, high system costs, and lower efficiency over detecting and calculating. Therefore, in this paper, we presented the updating Connected and Automated Vehicles (CAVs) model as the scanner of heterogeneous traffic flow, which uses various sensors to detect the characteristics of traffic flow in several traffic scenes on the roads. The model contains the hardware platform, software algorithm of CAV, and the analysis of traffic flow detection and simulation by Flow Project, where the driving of vehicles is mainly controlled by Reinforcement Learning (RL). Finally, the effectiveness of the proposed model and the corresponding swarm intelligence strategy is evaluated through simulation experiments. The results showed that the traffic flow scanning, tracking, and data recording performed continuously by CAVs are effective. The increase in the penetration rate of CAVs in the overall traffic flow has a significant effect on vehicle detection and identification. In addition, the vehicle occlusion rate is independent of the CAV lane position in all cases. The complete street scanner is a new technology that realizes the perception of the human settlement environment with the help of the Internet of Vehicles based on 5G communications and sensors. Although there are some shortcomings in the experiment, it still provides an experimental reference for the development of smart vehicles.

Sustainable Complete Streets Design Criteria and Case Study in Naples, Italy

Background: A growing number of communities are re-discovering the value of their streets as important public spaces for many aspects of daily life, creating the need for a transformation in the quality of those streets. An emerging concept of ‘complete streets’ is to accommodate all users of the transportation system. Methods: In this paper, we present sustainable complete streets design criteria that integrate complete streets by adding socio-environmental design criteria related to the aesthetics, environment, liveability, and safety. To help set priorities, identify the street design features, and create intuitive multimodal networks throughout the city, we have defined a list of the general and specific criteria to be addressed for sustainable complete streets. Results: The proposed design criteria provide a street network with improvements in its aesthetics, to recover the historical urban character and realize historical area planning goals; the environment, to increase the permeable surfaces, reduce the heat island effect, and to absorb traffic-related air pollution; the liveability, to create a public space destination in the urban landscape; and safety, to improve the safety of all road users. The design scenarios proposed in the study were conceived to help practitioners to consider these context-based uses and design accordingly by gaining knowledge from past experiences to benefit future projects. Conclusions: The case study of the urban rehabilitation of the “Mostra d’Oltremare” area and its cultural and architectural assets in Naples, Italy, highlights the practical application of the proposed criteria and the possibility of using these criteria in other urban contexts.

Social Innovation in Active Mobility Public Services in the Megacity of Sao Paulo

This article aims to explore the relationship between social innovation and opportunities for innovation in public services, focusing on a range of initiatives intended to improve services and infrastructure for pedestrians in the city of São Paulo, the largest Brazilian megacity, namely: Reduced Speed Zone, Safe Routes to School, and Complete Street. We apply the multiagent framework for innovation in services, incorporating nine variables that characterize social innovation. As for the main results, in the local context, there is the role of third-sector organizations in creating and introducing solutions for active mobility services through co-creation. Co-creation was identified as a key process and is highlighted in actions to obtain community involvement, interviews to measure the acceptance of the project and detect potential points of improvement not foreseen in the pilot project, participatory workshops, installation of informative and interactive panels, preparation and approval of the temporary intervention project, and joint discussion and analysis with municipal agencies about the points that could receive the temporary intervention. The initiatives are recent and cover specific geographic–temporal boundaries. There is a need to deepen the dialogue between social innovation and service innovation with the co-design and co-construction approaches proposed in this paper, applied in different political, economic, urban, and social contexts. In addition, some barriers are highlighted relating to the lack of public funding, compliance with national regulations, political will, non-partisan actions, and long-term vision. There are potentials for the continuous introduction of innovations for the improvement of public services for pedestrians, promoting participatory restructuring as a form of (re)appropriation of urban public spaces.

Evaluating the Implementation of the Complete Streets Policy in Louisiana: A Review of Practices and Projects in the Last 10 Years

The goal of Complete Streets is to accommodate all road users and draw attention to the needs of those who are vulnerable. In the last 10 years, thousands of local/regional/state agencies in the U.S.A. have adopted Complete Streets policies. However, it is not clear how successfully these policies have been implemented and to what extent agencies have achieved related policy goals. Responding to the call from Louisiana, the research team reviewed the state’s practices and projects over 10 years to evaluate whether/how the state transportation agency has made progress toward the adopted policy goals. Based on the practice review results, much progress has been made compared with where the state started in 2010. However, shifting agency culture to balance multimodal needs is a long-term process. Continuous effort is needed to train and educate staff in both the state agency and local governments. Based on the project review results, improving the state’s project management system could facilitate periodic performance reviews on a more frequent basis. From the perspective of influencing the built environment, more attention should be given to preservation projects to improve routine integration of low-cost safety measures and support decision-making on roadway reconfiguration needs. Although the review was conducted for Louisiana specifically, the review procedure and recommendations may be applicable to other states and government agencies facing challenges in Complete Streets policy implementation.

MMLOS-based study of central streets: re-planning Beyhaq St., Sabzevar, Iran

Planners have been seeking new urban solutions to increase the presence of citizens once again without any constraints to ensure a safe urban space and provide equal opportunities for using transportation modes. Multi-modal level of service, used as a tool for analyzing complete streets, facilitates the creation of a fair and equal environment for all users and the enhancements of public safety and security against road accidents. The main purpose of this study is to resolve the problems of urban space allocation of central streets to all users in cities of middle-income countries that lie in historical context. The analysis is based on the multi-modal level of service indicators and is influenced by efficient plans and global policy strengths. In this regard, identifying the characteristics affecting the road network system in the high-income country plans is inspiring for this research. In this paper by probing the case study and identifying the most important criteria affecting the comfort of street users, the proposed planning framework is presented in two stages: strategies and alternatives. The alternatives are presented at 3 levels based on the type of intervention, which is weighted by the AHP method. Then, the best and most practical alternative is selected based on the local criteria fitting the conditions of Sabzevar city with the TOPSIS technique. The results indicate that historical contexts, especially in the core of the cities, require conservative approaches; so, as much as possible, without physical destruction, the existing spaces need to distribute among all urban users in the most optimal way for ease of movement. Therefore, in Beyhaq Street, as a historical street in the center of Sabzevar city, by inspiring the methods of global traffic planning, a contextual format of devising has been presented to improve traffic problems.

Walking the Last Mile: Barriers and Solutions to Suburban Transit Access

Pedestrian infrastructure plays a critical role in facilitating first-/last-mile access to transit. Efforts to connect pedestrians to transit through infrastructure improvements, however, often face considerable implementation barriers. These barriers can be particularly pronounced for suburban transit providers, which serve low-density, automobile-oriented development and often must coordinate across many jurisdictions. In this analysis, we examine strategies that transit agencies, metropolitan planning organizations, and municipalities use to build pedestrian infrastructure near suburban transit services in the United States, and the barriers they face in this process. We use Pace Suburban Bus, a transit provider in the Chicago, Illinois region, as an illustrative case study, conducting surveys with planners and interviews with diverse stakeholder groups in the agency’s service area. To complement these findings, we conduct an online survey of similar agency types in ten peer regions across the United States. The results suggest that agencies support pedestrian access to transit through a variety of plans, policies, programs, and partnerships. However, agencies face significant implementation barriers, including limited funding, competing investment priorities, jurisdictional/coordination issues, automobile-oriented planning and development, regulatory compliance issues, and limited staff capacity. Based on these findings, we propose recommendations related to planning (e.g., better inclusion/documentation of pedestrian needs in plans), policy (e.g., regional support for Complete Streets and Americans with Disability Act related policy efforts), funding (e.g., regional platforms for sharing funding opportunities), and education (e.g., staff training and community awareness campaigns). These recommendations provide specific actions that agencies at multiple levels of government can take to better support pedestrian access to transit in suburban communities.

Mixed-methods approach to studying multiuser perceptions of an interim Complete Streets project in Norway

Research on multiuser perceptions of street environment alterations has been gathering attention in recent years given an increased focus on both sustainable city development and public participation. This study investigated the value of applying a mixed-methods approach to investigating user perceptions of Complete Streets projects. It employed an online survey of 719 users of a case study street in Trondheim, Norway which received an interim infrastructural treatment including a road diet and a separated bicycle path. The survey presented the respondents with manipulated photographs showing the implemented interim design solution and six different potential streetscape configurations in order to explore their street design preferences. Additionally, the use of an integrated mapping application programming interface (API) allowed the participants to place markers with comments along the project map to explain where and why they had felt unsafe in relation to their use of the street before and after the implementation of the interim street modification, although both were collected in the after period. The ability of users’ demographic characteristics and transport behavior to explain variations in perceptions and preferences was explored. It was confirmed that the participants favored separated bicycle path designs and that their preferences did not vary considerably among the different user types. The analysis of the distribution of the unsafe points from both time periods helped in the identification of traffic safety issues that might not have been uncovered if only stated preference methodologies were used. Additionally, it was shown that implementing such street alternations as interim projects could be beneficial for the planning process by providing the planners with insights on the way changes to the street environment would be experienced by the users.

U.S. complete streets initiatives are lacking explicit language surrounding various demographic populations: A call to action

OverviewActive travel, walking and bicycling for transportation, has been shown to provide positive health benefits to those who participate. Despite these known benefits, there are many inequities seen throughout the U.S. which create decreased participation in disadvantaged populations. Complete Streets initiatives attempt to create useable streets for all and may have the potential to create equitable opportunities for all modes of transportation (car/transit/bicycle/walk) and demographic populations (race/ethnicity/gender/etc.). The aim of this study was to examine the frequency of explicit demographic language use in Complete Streets literature, while also understanding differences in frequency by type (legislative ordinances, resolutions, internal/city-wide policies, design guides, and executive orders), year (before/after 2015), and region of U.S. Methods: A list of Complete Streets initiatives were obtained from a public database, and research assistant's search each initiative for explicit verbiage regarding the six specific disadvantaged populations: racial/ethnic minorities, LGBTQ + communities, low-income, disabled/older individuals, youth/children, women). Results: Complete Streets initiatives (n = 1342) were analyzed. Less than 7% of all initiatives mentioned low-income populations, racial/ethnic minorities, LGBTQ + communities, or women in their literature. Discussion: Although the Complete Streets initiatives attempt to provide equitable opportunities for active travel and land use, most initiatives are lacking explicit verbiage regarding these disadvantaged populations. The lack of explicit verbiage may lead to an oversight in implementation, and future Complete Streets policies should attempt to place explicit language regarding strategies to reach disadvantaged populations, in turn to bind stakeholders and transportation departments into spending time and resources in areas that need Complete Streets.

Using A Simulation to Improve Learning Outcomes In An Undergraduate Determinants of Health Course

To allow reality to be brought into the classroom, simulation based learning can be used. Digital technology is reshaping the student experience in and out of the classroom and it is reforming the ways students read and think. The pedagogical benefits of simulations offer new ways to achieve a more student‐centered and teacher‐centered double‐centered approach. Simulations can be used as an educational tool with which the student can physically interact to mimic real‐life situations. Simulations based learning can be an effective approach to develop complex skills. Moreover, simulation based learning allows limitations of learning in reality to be overcome. A unique aspect of using simulations as an educational tool allows for the opportunity to alter and adjust aspects of reality which facilitates learning and practice. When you think about being healthy what comes to mind? Typically we think about physical and mental health, but it includes so much more. Being healthy incorporates mental, physical, spiritual, emotional, environmental, and social well‐being. It also focuses on areas that influence health such as housing, transportation, food, race, and socioeconomic status. These are known as determinants of health and can impact health and the health of communities. Simulations have the power to immediately standardize the context for those that have little awareness of the actualities of particular situations such as homelessness, poverty, and inequalities and increase prosocial behavior and empathetic concern. The technology has the ability to deliver messaging and true, lived experiences faster and at scale, giving people the ability to truly connect and relate to the subject matter at hand. For example, in one virtual experience you may walk through a community with sidewalks and complete streets, a grocery store nearby, and a subway station right around the corner. In another scenario, you may be walking along the street carefully avoiding traffic with no healthy food options or public transportation in sight. How do these two scenarios impact the heath of individuals that are in these two different scenarios? There has been little to no research in the area of simulations in the area of public health at the undergraduate level. Therefore, a digital simulation will be used to analyze the impact of learning outcomes. To achieve this, undergraduate public health majors taking Determinants of Health at Georgia State University participated in the study (N=55) The simulation known as SPENT was used to assess the effects of poverty simulation on student’s beliefs, attitudes, and actions. Data was collected using Qualtrics as the survey instrument. As a result of the stimulation, 81% of students felt like the activity helped them better understand the effects of poverty on health. Moreover, after completing the simulation 98% of the students understood the complexity of poverty. In conclusion, simulations can be effectively used to facilitate the learning of complex processes in the public health field.

Toward a Gender-Inclusive Complete Streets Movement

Research offers ample insights into how people of different genders could experience transportation systems in equitable ways, but gender equity is still not part of mainstream transportation practice. We propose that Complete Streets could serve as an implementation system to advance gender equity. We provide empirical information, gender concepts, and regional cases from literatures on gender and transportation, multimodal travel, and public space to support this call to action. We find that a gender-aware Complete Streets movement would: 1) implement gender-specific tools and data; 2) address social environments and infrastructure; and 3) establish a gender-inclusive agenda to reform transportation policy.

Active Transport Network Design Based on Transit-Oriented Development and Complete Street Approach: Finding the Potential in Qazvin

Today, automobile dependency constantly causes traffic congestion, delays, reduced access, increased fuel and energy consumption, and environmental emissions. Automobile dependency has caused many direct and indirect transportation problems that may influence our life. Urban planners and transportation engineers seek to improve transport networks considering social issues. One of the most successful solutions for advocating sustainable transport is transit-oriented development (TOD). Another solution that planners encourage to use is designing the roadways based on a complete street approach, which is a system that provides safe, convenient, and comfortable travel and increases accessibility for users of all ages regardless of their transport modes. The present study employed the saturated roads that have heavy traffic most of the time and public transport e-ticket data to investigate the potential complete streets in Qazvin. An online questionnaire was developed using the Analytic Hierarchy Process (AHP) method based on the TOD and the complete street framework to investigate the essential criteria for redesigning the network based on the active transport approach. Thus, after analyzing the six criteria (density, diversity, distance, accessibility, demand management, and design) and eight sub-criteria (pedestrian flow, pedestrian density, connectivity, safety, bike route, bus route, road width, and urban tree canopy index), the proposed active transport network emerged and results show that five high priority streets were identified to be considered as a solution.