Plan On It
A Dutchess County Planning Federation eNewsletter
June 2012
Complete Streets
By Emily Dozier, Planner
The concept of “Complete Streets”
has been getting a lot of attention
lately, with support from diverse
groups including the AARP, bicycle
advocates, disability organizations,
transit agencies, and parent teacher
associations. Across the country,
many cities and states are adopting
Complete Streets policies. New York
State recently passed a Complete
Streets Act, and local municipalities
have been working to incorporate
these principles into their road
design projects. This article explains
the concept, shows examples, and
provides resources for creating
Complete Streets.
This street in the Village of Fishkill provides a
comfortable space for walking with wide, tree
-lined sidewalks, outdoor seating, and onstreet parking and narrow travel lanes to calm
traffic speeds.
What is a “Complete Street”?
A Complete Street supports the convenient and safe travel of all people —
of all ages and abilities. This includes older adults walking, kids bicycling,
parents pushing strollers, students riding the bus, friends operating
wheelchairs, and people driving cars. There is no one prescription for a
Complete Street—each will vary with its context (whether it is urban,
suburban, or rural) and surrounding land use. However, elements of a
Complete Street may include:
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Sidewalks with landscaped buffers;
Crosswalks with curb ramps and pedestrian signals;
Corner curb extensions and median refuges;
Bicycle lanes, shared lanes, or wide paved shoulders;
Bus stops and shelters;
Traffic calming features, such as narrower vehicle lanes and
roundabouts or neighborhood traffic circles;
Street trees, benches, landscaping, fountains, art and other elements
of a comfortable “streetscape”.
Complete Streets in our Centers
In a city, town, village or hamlet
center, a Complete Street would
have:
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wide, well-maintained sidewalks;
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street trees in a landscape strip;
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clearly-marked crosswalks with
pedestrian signals;
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sharrows (shared-use markings
that indicate the safest location for
bicyclists in a shared lane) or
bicycle lanes to help bicyclists and
other vehicles safely share the
road;
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and dedicated bus stops with
shelters, seating, and signs.
This curb extension in the Village of Fishkill
shortens the crossing distance for pedestrians
and makes them more visible to motorists.
Photo Credit: NYS DOT Region 8
In commercial areas with wider roads, a Complete Street could have
median refuges and curb extensions. Such a street may have undergone a
“road diet”-- decreasing the number of travel lanes to reduce speeding
and increase safety while providing space for elements such as bike lanes,
left turn lanes, and a landscaped median.
This “road diet” on Raymond Avenue in the Arlington area transformed a four-lane
speedway into a two-lane road with a partially landscaped median, a series of roundabouts,
and high-visibility crosswalks with median refuges, which protect pedestrians and allow
them to cross in two stages.
Complete Streets in our Residential and Rural Areas
In a residential area, a Complete Street would be part of a connected
network, rather than an isolated cul-de-sac. It could include sidewalks,
traffic calming elements, and slow-speed, shared lanes for bicyclists.
In rural areas outside of hamlets and villages, a Complete Street would
have a wide (5-6 foot) shoulder for walking and bicycling, and/or a
separate walking path. Bicyclists may be accommodated through shared
lanes depending on vehicle speeds and volumes.
Plan On It, June 2012 Issue 2 The Complete Streets concept
recognizes that people walking,
bicycling and using transit are part
of the transportation system — they
are “traffic” and deserve as much
consideration as those driving or
riding in cars. In fact, Complete
Streets promotes public health,
economic development and
community interaction by
encouraging people to be out and
about, rather than isolated in their
cars.
New York’s Complete Streets Act
This road in Hyde Park has a wide, wellmaintained shoulder and an unpaved
walking trail.
New York State passed a Complete Streets Act in August 2011 which took
effect in February 2012. The Act states that “For all State, county, and
local transportation facilities that receive both federal and state funding
and are subject to Department of Transportation oversight, the
department or agency with jurisdiction over such facilities shall consider
the safe travel on the road network by all users of all ages, including
motorists, pedestrians, bicyclists, and public transportation users through
the use of complete street design features in the planning, design,
construction, reconstruction, restriping and rehabilitation [emphasis
added], but not including resurfacing, maintenance, or pavement
recycling of such facilities.” The Act notes that Complete Streets design
features should facilitate safe travel by future users as well as current
users.
In addition to exempting resurfacing and basic maintenance projects, the
law provides three exceptions:
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Roads, like interstate highways, where use by pedestrians and
bicyclists is prohibited by law;
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When the cost would be disproportionate to need, based on land use
context, traffic volumes, population density, or other factors;
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Demonstrated lack of need based on the above factors or
demonstrated lack of community support.
Local Complete Streets Legislation
The state law only applies to projects that are funded with federal and
state funds. However, many municipalities have adopted local laws
supporting Complete Streets principles. As of May 2012, at least twenty
municipalities and two counties in New York State have adopted Complete
Streets policies, resolutions, plans, or design guidance:
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Legislation & Policies: Buffalo, Rochester, Babylon, Bethlehem, Great
Neck Plaza, Lewisboro, North Hempstead, Saratoga Springs
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Resolutions: Erie County, Ulster County, Brookhaven, Cuba, East
Hampton, Elizabethtown, Gowanda, Ilion, Islip, Kingston, Lewis, New
Rochelle
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Plans: New York City, Salamanca
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Design Guidance: New York City
Plan On It, June 2012 Issue 3 Where to Start
If you’re interested in making your community’s streets more “complete,”
consider the following:
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Conduct a Walkability audit to determine areas for improvement
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Conduct a Bikeability audit to determine areas for improvement
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Adopt a local Complete Streets policy
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Incorporate Complete Streets principles into your Comprehensive Plan,
Zoning Code, Subdivision Regulations, and local road standards.
More Information
National Complete Streets Coalition
Cornell Local Roads Program:
Complete Streets: Planning Safer Communities for Bicyclists and Pedestrians
Pedestrian and Bicycle Information Center, including:
Walkability Info
Walkability Audit Checklist
Bikeability Info
Bikeability Audit Checklist
Complete Streets Atlas (map and chart)
NYS Complete Streets Act
DC Planning Federation eNewsletters on bicycle/pedestrian issues:
Dutchess Rail Trail – A Park with Something for Everyone
Rhinebeck Village – Worth Walking
Health Benefits of “Active Transportation”
Driving Less – It’s Not Just About Your Commute
Trail Enhancements in Northern Dutchess
US Department of Transportation’s Bicycle and Pedestrian Program
CLICK HERE for a PRINT version (.pdf) of this issue and to view past issues of Plan On It.
This newsletter was developed by the Dutchess County Department of Planning and Development, in
conjunction with the Dutchess County Planning Federation.
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Plan On It, June 2012 Issue 4