Complete Streets Policies Research Articles

How do complete streets policies and legislative ordinances implement explicit wording regarding low-income populations and communities of color? A qualitative analysis

OverviewActive transportation, walking/bicycling for transportation, provides physical/mental health benefits to those who participate; however, there are inequities in participation among various populations, which creates health disparities among groups (racial/ethnic minorities, LGBTQ+ communities, low-income, disabled/older individuals, youth/children, women). Complete Streets policies and legislative ordinances aim to ‘create useable streets for all’ in various cities across the United States; however, previous studies showed a lack of wording surrounding low-income populations and communities of color within these specific city-level literatures. The purpose of this current study was to qualitatively examine city-level policies/legislative ordinances addressed low-income populations and communities of color using thematic analysis. MethodsComplete Streets plans which had mentioned low-income populations and communities of color were obtained from a previous study and a public database. Thematic qualitative analysis was conducted to identify common themes. ResultsComplete Streets initiatives (n = 57) were analyzed with various themes identified, including actionable strategies for implementation, identification of funding mechanisms, and others. DiscussionComplete Streets policies and legislative ordinancesguide key stakeholders to creating safe and accessible roads for populations of different demographics and traveling in different transportation modes. Underserved and under resourced populations need be included within policy/legislation literature to ensure equitable engagement within city-level Complete Streets plans.

Association between Built Environment Policy and Good Health Status

ABSTRACT Introduction/Purpose Access to a high-quality built environment may help improve resident health status. However, city-level evidence regarding the health benefits of community assets is lacking. Thus, we aimed to examine the association between environmental indicators of cities and health statuses of residents. Methods This panel study used the American Fitness Index® data reported annually between 2018 and 2022 for the 100 most populous US cities. The study outcome was self-reported good health status of residents, and exposures were environmental factors: parks per 10,000 residents, percentage of walking distance parks, Walk Score®, air quality index, Bike Score®, Complete Streets policy, park expenditure per resident, and physical education requirement. We applied crude and multivariable-adjusted linear mixed and general models in our analyses. Results Among the 100 largest US cities, 84 increased in percentage of good health status from 2018 to 2022, but the increase was at most 13.1%. Furthermore, the maximum percentage with good health status was only between 60% and 70% in most fit cities, and the gap in good health status between most and least fit cities was approximately 40%. Good health status of residents was significantly (in the positive direction) associated with walking distance parks, Walk Score®, Bike Score®, and Complete Streets policy. The baseline percentage for walking distance parks, Walk Score®, and Complete Streets policy were each significantly associated with higher percentages of good health status of residents over the follow-up period. Conclusion Our study shows room for improvement in environments in all cities. Findings furthermore suggest that environmental factors, such as availability of parks within walking distance, walkability, bikeability, and Complete Streets policy, have the potential to impact the general health status of residents of the largest US cities.

Governance, Investors Motivations and Foreign Direct Investment Inflow in Selected African Countries: Does John Dunning’s Eclectic Paradigm Matters?

Abstract Over the years, studies have focused on the implications of institutional quality as a key factor of FDI inflows into Africa and how it influences the economic processes of various African countries. However, in the studies on Africa, investors’ motivations as determinants of foreign direct investment inflows into African regions are grossly understudied and yet determined. As a result, there is a need to investigate the impact of FDI inflows on African countries, as well as the implications of home and host country investment phenomena. The study employs ex-post-facto research using panel data obtained from different World Bank publications; world development indicators, and the Transparency Index database from 1997 to 2022. The System Generalized Method of Moments (SGMM) was used to examine the data. The results reveal that governance and investor motivations have a negative impact on each other; the effect of the interacted variables is less than the total of the impacts of governance and investor motivations separately. Therefore, FDI in the selecte3d African countries will decline by 7.5 points for every unit increase in the level of poor governance and investor motivations, and this validates the locational assumption of John Dunning Eclectic Paradigm with the proposition that FDI inflows is a function of the home and host investment phenomena As a result, we recommend that African governments implement Regulatory reform, market reform, complete streets policies, and contingency-based planning that are FDI inflow induced.

Strategic Reflection on Mobility, Gender, and Sustainable Development in Complete Streets: Here’s How

As the aspirational Complete Streets movement sweeps North America with multimodal transportation policies and plans, communities need practice-ready tools that reinforce social inclusion and sustainable development through the movement’s implementation. Here we present two such tools: (1) gender analysis, which considers gendered experiences and roles in the context of Complete Streets so as to benefit diverse travelers with improved safety, transportation choices, support for caregivers, and more; and (2) an approach called SDG 360 Thinking, a holistic analysis of Complete Streets policy co-benefits, unintended harms, and trade-offs using the UN Sustainable Development Goals. We piloted these tools in workshops with community members and technical experts. Workshop participants gained new insights, made connections across sectors, took more inclusive and diverse perspectives, and made recommendations about Complete Streets policies. These tools are practical, easy to understand, and could be broadly impactful for communities.

Pediatric emergency department visits for pedestrian injuries in relation to the enactment of Complete Streets policy.

This study aimed to evaluate the rate of pediatric emergency department (ED) visits for pedestrian injuries in relation to the enactment of the Complete Streets policy. The National Complete Streets policies were codified by county and associated with each hospital's catchment area and date of enactment. Pedestrian injury-related ED visits were identified across 40 children's hospitals within the Pediatric Health Information System (PHIS) from 2004 to 2014. We calculated the proportion of the PHIS hospitals' catchment areas covered by any county policy. We used a generalized linear model to assess the impact of the proportion of the policy coverage on the rate of pedestrian injury-related ED visits. The proportion of the population covered by Complete Streets policies increased by 23.9%, and pedestrian injury rates at PHIS hospitals decreased by 29.8% during the study period. After controlling for years, pediatric ED visits for pedestrian injuries did not change with increases in the PHIS catchment population with enacted Complete Streets policies. After accounting for time trends, Complete Streets policy enactment was not related to observed changes in ED visits for pedestrian injuries at PHIS hospitals.

Physical Activity-Friendly Policies and Community Design Features in the US, 2014 and 2021.

The 2014 Community-Based Survey of Supports for Healthy Eating and Active Living documented the prevalence of US municipal policy and community design supports for physical activity. The survey was repeated in 2021. Our study examined change in the prevalence of supports from 2014 to 2021, overall and by municipality characteristic. Municipalities were sampled independently each survey year. We calculated prevalence in 2014 and 2021 and the prevalence ratio (PR) for 15 supports covering zoning codes, park policies and budgets, design standards, Complete Streets policies, and shared use agreements. We used a Bonferroni-corrected Breslow-Day test to test for interaction by municipality characteristic. In 2014 (2,009 municipalities) compared with 2021 (1,882 municipalities), prevalence increased for several zoning codes: block sizes of walkable distances (PR = 1.46), minimum sidewalk width (PR = 1.19), pedestrian amenities along streets (PR = 1.15), continuous sidewalk coverage (PR = 1.14), and building orientation to pedestrian scale (PR = 1.08). Prevalence also increased for design standards requiring dedicated bicycle infrastructure for roadway expansion projects or street retrofits (PR = 1.19). Prevalence declined for shared use agreements (PR = 0.87). The prevalence gap widened between the most and least populous municipalities for Complete Streets policies (from a gap of 33.6 percentage points [PP] in 2014 to 54.0 PP in 2021) and for zoning codes requiring block sizes that were walkable distances (from 11.8 PP to 41.4 PP). To continue progress, more communities could consider adopting physical activity-friendly policies and design features.

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.)

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.

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.

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.

Evaluating users’ perceptions of a Main Street corridor: Before and after a Complete Street project

IntroductionOver 1,600 municipalities in the U.S. have adopted Complete Streets (CS) policies to date. For urban planners, the design of CS projects is an opportunity to influence active transportation, transit use, and public health. For users, improved street designs can enhance community mobility and physical activity. To date, there are no practice standards related to CS initiatives, and the implementation of CS projects has not been rigorously studied. In response to this knowledge gap, the current study sought to capture the impact of a CS implementation project in a mid-sized U.S. city. MethodsA post occupancy evaluation (POE) methodology compared a street corridor before and after it underwent significant street improvements aligned with CS. Convenience samples of pedestrians and bicyclists, both pre- and post-construction, completed a survey either in person using a paper-based survey or online at their convenience. ResultsSurvey results (pre, n = 148 and post, n = 100) indicated that streetscape users post CS implementation rated the street as significantly more satisfactory than the pre-construction survey participants; frequent walkers reported increased perceived convenience and higher overall satisfaction. Post-construction participants were more likely to report there were sufficient crosswalks and pedestrian signals but faster traffic speeds. Overall, the CS project did not result in any changes to self-reported physical activity (i.e., walking and biking). ConclusionFindings indicated that CS projects can improve pedestrian satisfaction, but they do not necessarily guarantee positive outcomes or a change in health behaviors. New CS-related street features may create unexpected results such as perceptions of increased traffic speed. These findings call attention to context-specific design interventions and a need to educate drivers and pedestrians on novel design features.

Almost Automating the Planner: Florida Department of Transportation’s Approach to Understanding Places through Context Classification

Context-based thinking is a transportation planning and design approach that aims to create infrastructure that serves diverse places and users. In Florida, context-based design is the approach Florida Department of Transportation (FDOT) has taken to implement its Statewide Complete Streets policy. FDOT intends to use the context of a roadway to better tailor design and planning solutions for the roadway, thereby putting the “right street in the right place.” To this end, FDOT developed a context classification system and guidance document for project corridors and has since applied the classification effort to the entire state road network. This paper shares a method that two FDOT districts, District One and District Five, used to accomplish their districtwide context classification efforts. The method leverages geographic information systems (GIS) to appropriately segment the road network, analyze connectivity, land use, and density measures, and evaluate the context classification for all state roads within each district. The resulting database is regularly updated using a GIS-based tool and serves as a rich source of information for FDOT and partner agency planners and designers.

Creating Built Environments That Expand Active Transportation and Active Living Across the United States: A Policy Statement From the American Heart Association.

Physical activity is vital for the health and well-being of youth and adults, although the prevalence of physical activity continues to be low. Promoting active transportation or human-powered transportation through policy, systems, and environmental change is one of the leading evidence-based strategies to increase physical activity regardless of age, income, racial/ethnic background, ability, or disability. Initiatives often require coordination across federal, state, and local agencies. To maximize the effectiveness of all types of interventions, it is imperative to establish strong and broad partnerships across professional disciplines, community members, and advocacy groups. Health organizations can play important roles in facilitating these partnerships. This policy statement provides recommendations and resources that can improve transportation systems, enhance land use design, and provide education to support policies and environments to promote active travel. The American Heart Association supports safe, equitable active transportation policies in communities across the country that incorporate consistent implementation evaluation. Ultimately, to promote large increases in active transportation, policies need to be created, enforced, and funded across multiple sectors in a coordinated and equitable fashion. Active transportation policies should operate at 3 levels: the macroscale of land use, the mesoscale of pedestrian and bicycle networks and infrastructure such as Complete Streets policies and Safe Routes to School initiatives, and the microscale of design interventions and placemaking such as building orientation and access, street furnishings, and safety and traffic calming measures. Health professionals and organizations are encouraged to become involved in advocating for active transportation policies at all levels of government.

Health Disparities, Transportation Equity and Complete Streets: a Case Study of a Policy Development Process through the Lens of Critical Race Theory.

Historic disinvestment in transportation infrastructure is directly related to adverse social conditions underlying health disparities in low-income communities of color. Complete Streets policies offer a strategy to address inequities and subsequent public health outcomes. This case study examines the potential for an equity-focused policy process to address systemic barriers and identify potential measures to track progress toward equity outcomes. Critical race theory provided the analytical framework to examine grant reports, task force notes, community workshop/outreach activities, digital stories, and stakeholder interviews. Analysis showed that transportation inequities are entrenched in historically rooted disparities that are perpetuated in ongoing decision-making processes. Intentional efforts to incorporate equity into discussions with community members and representatives contributed to explicit equity language being included in the final policy. The potential to achieve equity outcomes will depend upon policy implementation. Concrete strategies to engage community members and focus city decision-making practices on marginalized and disenfranchised communities are identified.

Complete streets at the municipal level: A review of American municipal Complete Street Policy

The Complete Streets Act of 2009 preceded a proliferation of municipal level complete streets policies across United States. These policies aim to challenge auto-centric street design standards in favor of “complete streets” that are safe for users of all abilities. This proliferation of “complete streets” policy is noteworthy progress in addressing the needs of non-motorized street users and sustainable transportation. However, research that critically and systematically analyzes the specific content of the policies and how they attempt to guide street design decision-making is limited. We address this gap through a review of municipal level Complete Street policy. We sampled a total of 113 municipal level complete streets policies drawn from The National Complete Streets Coalition’s database. We reviewed the policies to inventory their qualitative content, probe their definitions, and understand their implications for design and implementation. We conclude that most municipal Complete Street policies do not guide the negotiation of tradeoff between users within the street right-of-way. The policies are broad and defer to idealistic goals of safely accommodating all user types equally without recognizing the implicit hierarchy of accommodation. This study is limited to analyzing the content of the policies alone; we argue this is a necessary first step in critically thinking through Complete Street policy development and examining if current municipal policies are able to successfully challenge the primary accommodation of automobility. Without a critical analysis, there is a risk of replicating policy that is ineffective at achieving the core goals outlined by the Complete Streets concept.

"Complete Streets" and Adult Bicyclist Fatalities: Applying G-Computation to Evaluate an Intervention That Affects the Size of a Population at Risk.

"Complete streets" policies require transportation engineers to make provisions for pedestrians, bicyclists, and mass transit users. These policies may make bicycling safer for individual cyclists while increasing the overall number of bicycle fatalities if more people cycle due to improved infrastructure. We merged county-level records of complete streets policies with Fatality Analysis Reporting System counts of cyclist fatalities occurring between January 2000 and December 2015. Because comprehensive county-level estimates of numbers of cyclists were not available, we used bicycle commuter estimates from the American Community Survey and the US Census as a proxy for the cycling population and limited analysis to 183 counties (accounting for over half of the US population) for which cycle commuting estimates were consistently nonzero. We used G-computation to estimate the effect of complete streets policies on overall numbers of cyclist fatalities while also accounting for potential policy effects on the size of the cycling population. Over a period of 16 years, 5,254 cyclists died in these counties, representing 34 fatalities per 100,000 cyclist-years. We estimated that complete streets policies made cycling safer, averting 0.6 fatalities per 100,000 cyclist-years (95% confidence interval: -1.0, -0.3) by encouraging a 2.4% increase in cycling but producing only a 0.7% increase in cyclist fatalities. G-computation is a useful tool for understanding the impact of policy on risk and exposure.

Law Accommodating Nonmotorized Road Users and Pedestrian Fatalities in Florida, 1975 to 2013.

To examine the effect of Florida's adoption of Statute 335.065-a law requiring the routine accommodation of nonmotorized road users (i.e., a "Complete Streets" policy)-on pedestrian fatalities and to identify factors influencing its implementation. We used a multimethod design (interrupted time-series quasi-experiment and interviews) to calculate Florida's pedestrian fatality rates from 1975 to 2013-39 quarters before and 117 quarters after adoption of the law. Using statistical models, we compared Florida with regional and national comparison groups. Semistructured interviews were conducted with 10 current and former Florida transportation professionals in 2015. Florida's pedestrian fatality rates decreased significantly-by at least 0.500% more each quarter-after Statute 335.065 was adopted, resulting in more than 3500 lives saved across 29 years. Interviewees described supports and challenges associated with implementing the law. Florida Statute 335.065 is associated with a 3-decade decrease in pedestrian fatalities. The study also reveals factors that influenced the implementation and effectiveness of the law. Public Health Implications. Transportation policies-particularly Complete Streets policies-can have significant, quantifiable impacts on population health. Multimethod designs are valuable approaches to policy evaluations.

An assessment tool to evaluate complete streets in developing countries: the case of Qatar

Complete streets refer to a simple and effective transportation policy to improve traffic safety and comfort for all users within urban areas. Car dependency is a major concern in developing countries. Endorsing complete streets in any place could improve the sense of security and make people less dependent on cars. The purpose of this study is to develop a ten-point assessment tool to evaluate the neighbourhoods in developing countries. This tool is capable of identifying strengths and weaknesses areas in any neighbourhood based on the complete streets policy. The tool was developed and tested on a traditional neighbourhood in Qatar. The assessment tool was successful in identifying specific and detailed improvement areas in the case study. This tool can be used in the future to investigate new neighbourhoods during the development phase, redevelop existing neighbourhoods, and improve provisions for modes of transport.

An assessment tool to evaluate complete streets in developing countries: the case of Qatar

Complete streets refer to a simple and effective transportation policy to improve traffic safety and comfort for all users within urban areas. Car dependency is a major concern in developing countries. Endorsing complete streets in any place could improve the sense of security and make people less dependent on cars. The purpose of this study is to develop a ten-point assessment tool to evaluate the neighbourhoods in developing countries. This tool is capable of identifying strengths and weaknesses areas in any neighbourhood based on the complete streets policy. The tool was developed and tested on a traditional neighbourhood in Qatar. The assessment tool was successful in identifying specific and detailed improvement areas in the case study. This tool can be used in the future to investigate new neighbourhoods during the development phase, redevelop existing neighbourhoods, and improve provisions for modes of transport.