Recent approaches to speed management have shifted from focusing on the 85th percentile speed to a more comprehensive, safety-focused approach. This new approach incorporates thoughtful design, appropriate speed limits, education, and enforcement to create safer environments for all road users. This includes the incorporation of a Complete Streets approach to roadway design, which uses cross-sectional characteristics that reduce speeds and create a more accommodating environment for people biking and walking. This study examines how drivers adjust their speeds as they transition from high-speed roadways to low speeds based on contextual factors related to the roadway environment. Speed data were collected from 19 highway corridors across Minnesota using handheld lidar guns as drivers transitioned from high-speed rural highways to lower-speed rural and suburban communities. The study results in the estimation of a series of speed-reduction factors, which detail the impacts of various site-specific characteristics on travel speeds. Various features are shown to serve as effective speed-control measures, such as single-lane roundabouts, which reduced speeds by about 7 mph. Speeds were also lower on segments that included two-way, left-turn lanes (0.7 mph), depressed medians (1.2 mph), and raised medians (3.1 mph). The results also showed that drivers typically begin reducing their speeds approximately 800-ft upstream of posted speed limit signs and continue to reduce their speeds to a distance 400-ft beyond the sign location. The measures that were found to reduce speeds were also associated with lower variability in speeds.

Complete streets are a widely used planning concept that decenters cars and provides roadway and boulevard space to pedestrians, cyclists, and transit; often with the objective of accommodating road users of ‘all ages and abilities’. However, the inclusivity of complete streets has been recently called into question due to a disconnect between what is promised and what is realized. We argue that to understand this gap, the politics of mobility—including the ideologies, norms, and values—produced and reproduced within complete streets planning processes must first be understood. We conducted a critical discourse analysis of five complete streets design guidelines from Ontario, Canada, examining the plans for their relationality to automobility and velomobility, including the mobilities supported, places produced, and types of bodies and identities considered. In this, we found that complete streets reproduce ideologies of automobility through positioning sustainable transportation modes and the public space of streets as efficient and economically productive. Such entanglements to automobility can limit the potential of complete streets to meaningfully accommodate ‘all ages of abilities’. These findings suggest that understanding the positionality and politics of complete streets is essential in reaching their potential within a just mobilities future.

ABSTRACT This study investigates the processes and challenges of complete streets and tactical urbanism as strategies to promote walkability in knowledge territories, focusing on Global South contexts marked by urban inequality and car-centric planning. It adopts a qualitative exploratory approach, combining interpretative analysis of secondary data, including Geographic Information Systems shapefiles, institutional reports, and participatory workshop records, to examine the University of Campinas campus and its adjacent innovation district. The study reveals significant gaps in pedestrian and cycling infrastructure, such as poor sidewalk connectivity and fragmented bicycle lanes. Key challenges identified include governance barriers, weak integration across institutional teams, limited community participation beyond academic stakeholders, and reliance on outdated or incomplete data. Despite these constraints, the living lab approach emerges as a promising tool to support iterative and inclusive urban design processes. The findings highlight the importance of structural reforms in governance, data management, and participation mechanisms to unlock the full potential of tactical urbanism and complete streets for sustainable mobility in knowledge territories.

The horizontal and vertical growth of contemporary cities is an inevitable requirement that has resulted in the mechanization of existence and heightened reliance on cars. This has rendered the building of transportation networks a need rather than a choice. However, cities can only thrive and endure if they maintain a suitable balance between infrastructure and a variety of urban land uses. The Complete Street concept is a novel approach to urban planning and transportation. This essay explores the notion of a full street and assesses the feasibility of its implementation on Dar-Ul-Aman Street in Kabul through a case study of the adjacent areas. This research, aimed at assessing the feasibility and implementation of a complete street in Kabul, is applied in nature and employs both quantitative and qualitative methodologies. Quantitative data were analyzed using SPSS software, while qualitative data were reviewed through strategic environmental analysis. This research presents three potential models for converting Dar-al-Aman Street into a complete street. After that, the models were compared and judged based on factors such as sustainable development, improving the quality of life in cities, boosting social life, and reducing the need for personal cars. The alternative with the highest score was recognized as the optimal model for the execution of a comprehensive roadway on the Dar-Ul-Aman route. The findings of this research suggest that the execution of the Complete Street plan on Dar-Ul-Aman Street possesses significant potential and can substantially enhance quality of life, promote sustainable urban growth, and foster a more efficient urban environment.

The conceptual cost estimation for complete street sidewalk projects represents early-stage budget forecasting, conducted when complete planning data is not yet available. This type of estimation is used by the Provincial Government of DKI Jakarta to propose sidewalk construction budgets over a five-year period through its Strategic Plan. However, the current estimation practices still exhibit a low level of accuracy, leading to inefficiencies in regional development planning and misaligned budget utilization due to shifting priorities. This issue stems from several influencing factors in the estimation process, including scope quality, information quality, estimation procedures, estimator competence, uncertainty, cost information, government regulations, and procurement methods. To improve the accuracy of conceptual cost estimation, it is necessary to develop a model that describes the relationships among these factors and their influence on estimation accuracy. This model can help identify key variables and dominant factors that significantly affect cost estimation outcomes. Using the SEM-PLS method, the study reveals 11 significant relationships among variables involved in the conceptual cost estimation process for complete street sidewalks, with an R² value of 0.308. The analysis also identifies five dominant factors influencing estimation accuracy: information quality, estimation procedures, estimator competence, government regulations, and procurement. Based on these findings, a series of improvement strategies were formulated and compiled into the Technical Guidelines for Conceptual Cost Estimation of Complete Street Sidewalk Projects by the DKI Jakarta Provincial Government.

ABSTRACT This case study examines the transformation of Fresno’s Fulton Street from a pedestrian mall to a Complete Street, emphasizing the role of federal funding in local urban planning. Originally developed in 1964, the Fulton Mall struggled with retail vibrancy and economic sustainability. In response, the City of Fresno secured a TIGER grant in 2013 to reintroduce automobile traffic, aiming to revitalize the downtown area. This study explores the research question: To what extent did TIGER funding and the associated streetscape redesign support the city’s intended goals of downtown redevelopment and a vibrant street life? To answer this question, the study employs a mixed-methods approach, including qualitative interviews with key stakeholders, a document analysis of city plans and grant applications, and a quantitative analysis of ground floor vacancy rates using business directories from 1949 to 2021. The findings reveal contradictions between policy objectives and actual outcomes. While city officials promoted the redesign as a catalyst for private investment, the project resulted in significant disruptions, particularly affecting Latino- and Hispanic-owned businesses. The study highlights the limitations of targeted federal funding in achieving sustainable urban redevelopment and suggests that broader financial and policy support for existing businesses and historic preservation may be necessary.

ABSTRACT The transitional process from “space” to the more complex “place”, through human-assigned locational significance, has garnered significant interest in various disciplines including psychology (e.g. place attachment, place identity), urban planning (e.g. new urbanism, placemaking), and transport (e.g. transit-oriented development, complete street). This interest has yielded valuable yet fragmented insights and definitional inconsistencies in place-based terminologies resulting in perceived disorganisation of the literature and hindrance to transdisciplinary scholarship. This study aims to bring these disciplinary scholarships into a unified conceptual framework to foster interdisciplinary discourse, understanding, and collaboration. Based on a scoping review of 194 journal articles and conference papers, 13 books, and 2 reports, the study found that places are studied from the perspective of “interpreters”, “shapers”, and “connecters”. The place-based vocabularies and methodologies as used within each of these perspectives are synthesised, defined, and framed to enable cross-disciplinary discourse. The framework outlines the strength of interlinkages among the three perspectives, with shapers serving as an intermediary between interpreters and connecters, borrowing concepts and methods from both ends of the spectrum (e.g. subjective vs. objective analysis of places). Significant gaps in research among the linkages are presented, paving the way for future collaboration and understanding of places in the context of transport research.

Street Landscape Design with Complete Street Approach on Raden Intan Street, Bandar Lampung City

Complete Streets (CS) are defined as streets that accommodate all types of users, regardless of ability, safely and equitably allowing for the presence of pedestrians, bicyclists, transit users, and vehicle drivers to share the roadway. Several agencies have developed CS policies as a vital strategy to create more inclusive and accessible environments for all road users. CS are an efficient way to support the implementation of a multimodal transportation system, providing alternatives to car-oriented roadway designs. The Kentucky Transportation Cabinet recently developed the Complete Streets, Roads, and Highways Manual, aiming to implement a safe and equitable transportation system throughout the state. However, there is a need to evaluate the benefits of CS regarding their safety performance. This study aims to present crash data and summary statistics for CS projects that have been completed in Kentucky. The methodology involves a comparative analysis of safety data collected before and after the implementation of these projects. The results reveal that CS can be an effective approach to improve safety for all road users, including vulnerable and motor vehicle users. The findings also contribute to the existing knowledge on CS, offering insights into their impact on safety performance. Given that transportation agencies continue to prioritize sustainable and inclusive transportation solutions, the outcomes of this study will provide practical guidance for urban planners, policymakers, and transportation engineers seeking evidence-based solutions for creating safer roads.

This research seeks to demystify the ambiguity surrounding key terms in urban design. These terms include sustainable, complete, livable, and humane streets. These concepts are key to improving citizens' satisfaction with their cities. They can also boost participation in urban development discussions. However, the literature and studies misuse these terms. This causes confusion about their meanings. This study reviews relevant literature and research. It seeks to see if these terms reflect distinct ideas within a common framework. We will check these terms based on their criteria and uses. The results show that these concepts are similar. They all aim to preserve the environment, improve transport, and boost city interactions. Nevertheless, each term has its advantages. Livable streets focus on comfort and well-being. Sustainable streets focus on the environment and protecting natural resources. Complete streets value diversity and many transport options. Humane streets aim to boost social cooperation and community prosperit

The concept of Complete Streets prompts a re-evaluation of the road design paradigm of the past century, which prioritized vehicles over human-centered use. It seeks to integrate land-use planning with urban mobility, focusing on a safer, more accessible allocation of street space that supports diverse transportation modes, stimulates local economic development, encourages active mobility, and reinforces place identity while recognizing each street’s unique purpose. However, Complete Streets have competing planning demands that vary according to their context and capacity to serve different functions and users. Identifying these priorities and street types is crucial for managing the trade-offs between functions according to each street’s role. This article presents a framework for assessing a street’s purpose and guiding interventions, focusing on the first two of the three key functions of Complete Streets: place, movement, and environment. The proposed framework is flexible and objective while allowing qualitative and subjective insights to be integrated. The preliminary results align with the empirical analysis of street segments, indicating the framework’s potential for diagnosing and evaluating street completeness. The developed experiment helped identify the framework’s limitations and its value as a tool for urban planning and design.

Designing Complete Street: A Way Towards Healthy Community

This article is a research on the dissemination of the concept of "Complete Streets", more specifically in the context of the built environment, also aiming to contribute to a higher quality of life for the inhabitants in the urban environment. The concept of "Complete Streets" is an urban design proposal that emphasizes the creation of roads that are safe, comfortable, and convenient for all users, regardless of constraints and mobility or capacity. This concept brings a series of benefits such as inclusivity, safety, sustainability and encouragement of physical activity, providing resilience in economic vitality. The article aims to analyze the main challenges in the implementation of "Complete Streets", using the comparison between cities that have already had this implementation and the Brazilian reality, verifying what are the political and technical barriers to respecting the importance of green infrastructure in urban mobility. The methodologies used were field research in surveys of the municipality of Rio de Janeiro. This theme, in light of the criticisms and suggestions generated, will certainly continue to provide important discussions as more cities would seek ways to become healthier and more inclusive, requiring contributions on how the predicates for the implementation of a "Complete Streets" project should be.

Rural small towns with small main streets and compact downtown development can be ideal locations to create walkable communities. The Centers for Disease Controls and Prevention (CDC)’s High Obesity Program (HOP) funds Cooperative Extension programs to implement strategies to improve food access and support active transportation in high obesity (often rural) counties. The [STATE] State University AgCenter HOP program had previously partnered with rural low-income communities to create Complete Streets plans but struggled to find ways to implement those plans. A technical assistance webinar through the CDC provided by Safe Routes Partnership made the [STATE] AgCenter HOP team aware of new flexibility in the Transportation Alternatives Program (TAP), a primary source for federal formula funding for bike and pedestrian infrastructure. Through ongoing engagement with the [STATE] Department of Transportation and Development, the local cost responsibility for the TAP for towns under 5,000 decreased from a previous approximate 40% cost burden to 5%, making TAP an accessible program for rural communities. Although each state follows federal guidelines for the TAP program, there is substantial variation in state processes and local match requirements, which creates an opportunity for public health professionals to engage with state department of transportations to improve equity in TAP.

Complete Streets encompasses policymaking, planning, design, and operations to improve safety, connectivity, and equity for all road users. Existing safety performance analysis and evaluation methods have gaps related to predicting the safety benefits of Complete Streets projects. Specifically, the methods do not fully capture expected multi-modal safety performance effects or address the combined effects of multiple safety treatments implemented in combination. This paper describes a research effort to 1) apply predictive safety analysis methods to quantify the safety performance effects of Complete Streets projects in the project planning stage and 2) compare the predicted safety performance effects with actual effects estimated with a project evaluation after construction. The paper serves as a basis for understanding the current capabilities, challenges, and needs associated with safety performance analysis of Complete Streets projects.

This paper undertakes an analysis and provides strategic design recommendations to urbanise Liverpool City Centre, Sydney; by proposing the conversion of the existing fragmented car oriented space into one that is inclusive, pedestrian orientated public domain. Those include problems with car monopolisation and lack of facilities for pedestrians and cyclists, the "Rethinking Streets" project noted. The Complete Street project designs streets for all users, with four modes of transportation accommodated in the same right-of-way. In theory, measures like extending the pedestrian sphere, facilitating linear bike connections and updating streetscape elements as well as parking removal to ease through-traffic could be considered. These enhancements aim to promote a healthier environment, improve connectivity among major attractions, and support economic growth, aligning with Liverpool's vision as a regional hub in Sydney's Metropolitan Plan.

Background: In many cases, the planning of public and social space in Indonesia is not accompanied by the planning of green open space, which is their functions as a healthy environmental balancer. One of the public spaces is the street landscape. This results in to the impact of natural phenomena such as floods, waterlogging in the rainy season, and hot weather in summer. The purpose of this study is to provide an overview of the Green Infrastructure model of roads, can also function as a place to anticipate waterlogging, flooding, air quality improvement, and human-friendly designation. Materials and Methods: The methodology was carried out through field inventory, mapping based on Shp ArcGis data, and a modified literature study. The location of the research is on roads spread across 8 subdistricts of Sungai Penuh City, Jambi Province. Results: Based on government administration and axis content, the public roads of Sungai Penuh City are categorized into class III Provincial Roads. The number of road sections in Sungai Penuh City is 49 (forty-nine) road sections. The details are that the primary collector road landscape consists of 11 road sections, the secondary collector road landscape consists of 12 road sections, and the local road landscape is very dominant, which is as many as 26 roads. The total length of the entire Sungai Penuh City road section is 51.43 km with an average width of 6 meters. Based on the level of urgency, the results of the assessment of priority sub-districts determined 31 road sections spread across Sungai Penuh District, Sungai Bungkal District, and Pondok Tinggi District as priority sub-districts for the implementation of the Green Infrastructure system. Based on hydrological calculations of rainfall for the last 20 years (2003-2023). Conclusion: The Green Infrastructure Model is prioritized for 3 sub-districts. Based on the assessment of the Green Infrastructure Implementation Indicator, two green infrastructure concepts are applied, namely Green Stormwater Infrastructure 1 (GSI 1) and Green Stormwater Infrastructure 2 (GSI 2) which are equipped with the Complete Street concept. The GSI 1 system is applied on 24 roads in Sungai Penuh City using the Stormwater Tree Trench and planter. The GSI 2 system consisting of Stormwater Bump-Out, Stormwater Tree Trench, and Stormwater Planter and the Complete Street concept will be applied on 7 roads in Sungai Penuh City

Complete streets meet fragmented policies: Sidewalks in 30 U.S. cities

Cities often deploy infrastructure-based solutions to tackle problems such as congestion caused by increasing motorisation rates. Such solutions include the introduction of complete streets or improved public transit systems. However, these solutions are often viewed as ‘quick fixes’ that are expected to resolve issues with ease. This article examines this phenomenon, which we call infrastructure solutionism, through two case studies in Bengaluru, India – re-shaping public transportation to attract car users through demand management, and redesigning major streets to accommodate varied users through parcelling. Through these case studies, it becomes evident that infrastructure solutions did not address the problems caused due to motorisation. Building upon the literature on technological solutionism in Science and Technology Studies, this article unpacks rationalities of infrastructure solutionism by examining material, valuational and expectational commitments mobilised through each case, and suggests that such solutions appear to be concerned with city image building, rather than addressing the chokehold of automobilisation.

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