September 2010

In cooperation with:

American Association of State Highway 

and Transportation Officials

National Cooperative Highway

Research Program

Sponsored by:

International Technology Scanning Program

REVIEW

Public Policies for Pedestrian and 

Bicyclist Safety and Mobility

An Implementation Project of the Pedestrian and

Bicyclist Safety and Mobility International Scan
NOTICE

The Federal Highway Administration provides high-quality information to serve Government, industry, 

and the public in a manner that promotes public understanding. Standards and policies are used to 

ensure and maximize the quality, objectivity, utility, and integrity of its information. FHWA periodically 

reviews quality issues and adjusts its programs and processes to ensure continuous quality improvement.

Contents

Executive Summary ...................................................................... 1

Introduction .......................................................................... 1

Findings ............................................................................. 1

Conclusions .......................................................................... 2

Introduction.............................................................................. 3

Purpose of Report ..................................................................... 3

Scope of Report ....................................................................... 3

Organization .......................................................................... 3

Findings.................................................................................. 4

Methodology ......................................................................... 4

Listing and Brief Description of Policies ..................................................... 4

Conclusions .............................................................................. 7

Appendix A | Complete Streets Policies.................................................... 8

Appendix B | Examples of Walking and Bicycling Policies and Policy Language Excerpts .... 34
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 1

Executive Summary

I

n May 2009, a team of 12 transportation professionals from the United States with expertise in bicycling 

and walking visited five countries in Europe to identify 

and assess effective approaches to improve pedestrian and bicyclist safety and mobility.1 The countries 

visited—Denmark, Germany, Sweden, Switzerland, and the 

United Kingdom—were chosen because of their innovative 

approaches to pedestrian and bicycle transportation, as well 

as the potential transferability of their policies and practices.

Later in 2009, the international scan team developed 

a summary report that outlined its findings and a list of 

recommended implementation actions. One of the highest 

rated implementation actions was the development of 

a policy review for bicycling and walking safety and 

mobility. This report is the result of that recommended 

implementation action.

Introduction

A key element of livable communities is a safe and 

convenient place for people to bike and walk as part of their 

daily activities. The purpose of this report is to identify and 

provide examples of effective policies and implementing 

programs that support pedestrian and bicyclist safety and 

mobility. The examples are from cities in the United States 

as well as from other countries.

In this report, a policy is considered to be a deliberate 

plan of action taken by governmental entities to guide 

decisions and achieve desired outcomes. Policies are 

typically issued in official written documents, such as laws, 

ordinances, or planning documents. These policies often 

come with the endorsement or signature of the leaders of 

governmental entities to legitimize the policy and demonstrate that it is considered in force. In some cases, though, 

policies may be implicit and indicated by funding priorities 

or unwritten institutional practices.

Findings

Extensive policy and program information was gathered 

and organized into logical groupings for comparative 

analysis purposes. This review identified several excellent 

policy resource documents that are referenced for further 

exploration by interested readers.

The policies were grouped into two general categories: 

1) “complete streets” and enabling policies, and 

2) supporting policies. 

Complete streets policies are overarching directives that are 

meant to “. . . ensure that transportation agencies routinely 

design and operate the entire right-of-way to enable safe 

access for all users.” 2 Enabling policies for complete streets 

include the following:

◗ Funding policies 

◗ Planning policies

◗ Engineering and design policies

◗ Maintenance policies

Supporting policies address elements that are not directly 

related to street facilities or road improvements, but nonetheless are critical for improving pedestrian and bicyclist safety 

and mobility. Supporting policies include the following:

◗ Motor vehicle parking policies

◗ Motor vehicle restrictions

◗ Traffic calming

◗ End-of-trip facilities

◗ Integration with transit

◗ Education policies

◗ Encouragement policies

◗ Enforcement policies

◗ System evaluation

Appendices A and B contain numerous examples for each 

of these categories.

1 The final report, Pedestrian and Bicyclist Safety and Mobility in Europe, is at http://international.fhwa.dot.gov/links/pub_details.cfm?id=662.

2 National Complete Streets Coalition, www.completestreets.org, accessed March 24, 2010.
2 | Executive Summary

Conclusions

Several themes and conclusions that emerged from this 

policy review are summarized below.

1. No single “silver bullet” policy or action exists to 

make streets and roads safer and more conducive 

to pedestrians and bicyclists. Instead, it is about 

changing priorities on how we address transportation 

demand and land use, which requires a comprehensive 

approach of political support, coordinated transportation 

and land use policies, enabling programs, adequate 

funding, implementation champions, competent agency 

staff, and clear technical guidance. There is also a need 

to change typical road user behavior, such as distracted 

and aggressive driving as well as bicyclists and pedestrians not obeying traffic control devices.

2. To achieve desired outcomes, pedestrian and 

bicyclist policies should clearly state a purpose 

and vision, as well as a way to measure progress 

toward the desired outcomes. Policies that are 

unclear or ambiguous could be interpreted and 

implemented very differently. Policies that have no 

quantifiable goal could be viewed as “feel-good” 

language that never gets implemented or enforced.

3. Several model policies and programs in the 

United States (e.g., in New York, NY; Portland, OR; 

Seattle, WA; and Washington, DC) can serve as 

examples and best practices for other U.S. cities 

and States. However, inspiration and innovation for 

these U.S. leaders will most likely come from countries 

in Western Europe that place a higher priority on walking 

and cycling as transport modes.

4. Complete streets policies appear to be the most 

widely publicized policy approach used in many 

U.S. cities, counties, and States.3 Extensive guidance 

and example language for complete streets policies have 

been assembled by the National Complete Streets 

Coalition and are reprinted in the appendices of this 

report. However, effective policy implementation 

requires more than just an official position statement 

(see #2); it requires enabling programs, adequate 

funding, technical guidance, and other essential 

ingredients (see #1).

5. There are numerous examples of enabling 

programs and strategies that can be used 

to implement complete streets policies. These 

programs and strategies have been documented in 

various other reports and sources. Two of the best 

national sources are the Federal Highway Administration-funded Pedestrian and Bicycle Information Center 

(www.pedbikeinfo.org) and the National Complete 

Streets Coalition (www.completestreets.org). New 

technical resources are being released regularly. 

A recent example is the ITE Recommended Practice: 

Designing Walkable Urban Thoroughfares: A ContextSensitive Approach from the Institute of Transportation 

Engineers.

3 In fact, U.S. Transportation Secretary Ray LaHood announced a U.S. Department of Transportation complete streets policy on March 12, 

2010, while this report was being written.
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 3

Introduction

In May 2009, a team of 12 transportation professionals 

from the United States with expertise in bicycling and 

walking visited five countries in Europe to identify and 

assess effective approaches to improve pedestrian and 

bicyclist safety and mobility.4 The countries visited—Denmark, 

Germany, Sweden, Switzerland, and the United Kingdom—

were chosen because of their innovative approaches to 

pedestrian and bicycle transportation, as well as the 

potential transferability of their policies and practices.

Later in 2009, the international scan team developed 

a summary report that outlined its findings and a list of 

recommended implementation actions. One of the highest 

rated implementation actions was the development of a 

policy review for bicycling and walking safety and mobility. 

This report is the result of that recommended implementation action.

Purpose of Report

A key element of livable communities is a safe and convenient place for people to bike and walk as part of their daily 

activities. The purpose of this report is to identify and provide 

examples of effective policies and implementing programs 

that support pedestrian and bicyclist safety and mobility. The 

examples are from cities in the United States, as well as from 

other countries (in particular, the five countries visited in the 

international scan). 

Scope of Report

In this report, a policy is considered to be a deliberate plan 

of action taken by governmental entities to guide decisions 

and achieve desired outcomes. Policies are typically issued 

in official written documents, such as laws, ordinances, or 

planning documents. These policies often come with the 

endorsement or signature of the leaders of governmental 

entities to legitimize the policy and demonstrate that it is 

officially promulgated and in force. In some cases, though, 

policies may be implicit based on funding priorities or 

unwritten institutional practices—despite applicable laws and 

policies. Examples of typical U.S. institutional practice include 

the routine lack of enforcing pedestrian- and bicycle-related 

laws until a crash or fatality occurs, routine lack of enforcing 

motorist right turns on red without stopping, and bicyclists 

ignoring traffic control devices.

Policies are commonly implemented by a wide variety of 

decisions, programs, and practices that support the desired 

outcomes. Policy effectiveness is determined by performance 

measures and indicators.

The main intent of this report is to provide examples of 

effective policies and programs that support pedestrian 

and bicyclist safety and mobility. This report is not a comprehensive inventory of all possible policies, but a snapshot of 

policies typically used in cities and countries considered to 

be pedestrian-friendly and bicyclist-friendly.

Organization

This report is organized into the following sections:

◗ Introduction—Introduces the topic and describes the 

purpose of this report

◗ Findings—Summarizes the findings of the policy review

◗ Conclusions—Outlines major themes and conclusions

◗ Appendices—Contains an extensive tabular listing of 

pedestrian and bicyclist policies and programs, as well 

as excerpted policy language

4 The final report, Pedestrian and Bicyclist Safety and Mobility in Europe, is at http://international.fhwa.dot.gov/links/pub_details.

cfm?id=662.
4 |Findings

Findings

This section outlines the main findings of this policy review 

and summarizes the central themes.

Methodology

Researchers gathered information on pedestrian and 

bicyclist policies and programs from a number of sources. 

The Internet was the most frequently used resource, and 

researchers gathered several comprehensive policy reviews 

from other sources. They also gathered policy and program 

information from State and local agency sites (e.g., comprehensive transportation plans, bicycling and pedestrian 

planning documents). Finally, they gathered information 

mentioned in e-mail discussion groups, blog postings, 

and conversations with personal contacts.

Once gathered, the policy and program information was 

organized into logical groupings for comparative analysis 

purposes. The rest of this section provides a brief description of pedestrian and bicyclist policies identified in this 

policy review.

Listing and Brief Description of Policies

This section provides a brief description of the categories 

of walking and bicycling policies identified in this review. 

Appendices A and B contain numerous examples for each 

policy category. This review also identified several excellent 

policy resource documents. Interested readers are 

encouraged to obtain these resources for extensive 

policy information:

◗ National Complete Streets Coalition Web site, 

www.completestreets.org/.

◗ Planning Complete Streets for an Aging America,

May 2009, http://assets.aarp.org/rgcenter/ppi/livcom/2009-02-streets.pdf. In particular, see Appendix A, 

Complete Streets Policy Inventory and Evaluation.

◗ Healthy, Equitable Transportation Policy: 

Recommendations and Research, January 2009, 

www.convergencepartnership.org/

transportationhealthandequity. 

◗ “Infrastructure, programs, and policies to increase 

bicycling: an international review,” Preventive 

Medicine 50 (2010), pp. S106-S125.

◗ Bicycle policies of the European principals: continuous 

and integral, Fietsberaad Publication number 7, 2009, 

www.fietsberaad.nl/library/repository/bestanden/

Fietsberaad_publicatie7_Engels.pdf. 

Complete Streets Policies

“Complete streets” refers to the concept that streets are 

designed and operated to enable safe access for all users, 

including pedestrians, bicyclists, motorists, and transit users of 

all ages and abilities. Complete streets policies are overarching directives that are meant to “. . . ensure that transportation agencies routinely design and operate the entire 

right-of-way to enable safe access for all users.” 5 According to 

the most recent information, 129 jurisdictions have adopted 

complete streets policies or made a written commitment to 

do so in 2009.6 Numerous examples are reprinted in 

Appendix A.

Complete streets policies typically do not address specific 

agency processes and procedures. Therefore, many agencies 

will need to develop division- or department-level policies 

that implement the intent of the complete streets policy. 

In this report, these complete streets enabling policies are 

categorized as funding policies, planning policies, engineering 

and design policies, and maintenance policies.

◗ Funding policies—Refers to the process by which 

funding is allocated to pedestrian and bicycle improvement projects, facilities, and programs. For example, 

is there a process by which funding for safety 

improvements is allocated to pedestrian and bicycle 

improvements (such as by proportion of fatalities)? 

5

 National Complete Streets Coalition, www.completestreets.org, accessed March 24, 2010. 

6 See www.completestreets.org/complete-streets-fundamentals/complete-streets-atlas/, accessed March 24, 2010.
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 5

Is there a dedicated percentage of construction funding 

for pedestrian and bike facilities, or do pedestrian and 

bike facilities compete with motor vehicle capacity 

improvements through a quantitative process?

◗ Planning policies—Refers to the process by which 

pedestrian and bicycle improvement projects and 

facilities are identified and developed. For example, is 

there a process to identify and fund the most important 

routes for pedestrian and bicycle improvements? Or are 

pedestrian and bicycle improvements only considered 

when a motor vehicle capacity improvement occurs? 

Most important, is land use coordinated with transportation improvements?

◗ Engineering and design policies—Refers to the 

process of designing and constructing pedestrian and 

bicycle facilities that meet or exceed accepted standards 

and guidelines. For example, is there clear technical 

guidance on design parameters for different types of 

streets and highways? Is there clear direction on how to 

deal with design policy exceptions on restricted rights-ofway? Is there a design review process that ensures 

compliance with engineering and design policies, 

including for construction work zones?

◗ Maintenance policies—Refers to the process by 

which pedestrian and bicycle facilities are operated and 

maintained. For example, what is the snow removal 

policy for sidewalks, bike paths, and bike lanes? How 

often are bike lanes and other facilities swept of debris? 

Are signal timings and equipment—including bicycle 

detection—updated to ensure compliance with current 

pedestrian and bicyclist requirements?

Supporting Policies

Supporting policies are those that are not directly related to 

street facilities or road improvements, but nonetheless are 

critical for improving pedestrian and bicyclist safety and 

mobility.

◗ Motor vehicle parking policies—Refers to the pricing 

and availability of automobile parking. Often overlooked, 

auto parking policies can have a very strong effect on 

transportation mode choice. If parking is expensive and 

has limited availability, a bicycling or walking trip is more 

competitive with an auto trip.

◗ Motor vehicle restrictions—Refers to rules, regulations, or policies that control motor vehicle drivers’ 

behavior in an attempt to protect pedestrians’ and 

bicyclists’ safe operation on roadways. Typical examples 

include regulating the safe passing distance of motor 

vehicles to bicyclists, right-of-way assignment at marked 

crosswalks, and motor vehicle travel restrictions on 

certain streets (e.g., pedestrian streets).

◗ Traffic calming—Refers to physical measures that 

reduce the negative effects of motor vehicle use and 

improves conditions for walking and cycling. Traffic 

calming measures for bicyclists and pedestrians include 

roundabouts, mini traffic circles, chicanes, speed tables/

humps/cushions, traffic diverters, raised intersections, 

curb extensions, crossing islands, and raised pedestrian 

crossings.

◗ End-of-trip facilities—Refers to facilities and spaces at 

either end of a biking or walking trip. The most common 

examples are bicycle parking and workplace showers 

and changing areas. Bike parking policies address the 

required provision, types, location, size, and quantity of 

bike parking in residential and retail areas. Workplace 

facilities are typically shower and changing areas, but 

other workplace incentives include secure indoor bicycle 

storage, reimbursement for parking/travel costs, bike/

bus passes, and flextime for bicyclists.

◗ Integration with transit—Refers to policies for transit 

agencies to provide services for bicyclists to make it 

more convenient to link bike and transit trips. These 

services include establishing bicycle-on-bus, bike racks 

on taxis, bicycle-on-rail, and bicycle on vanpools and 

ferries programs; installing bicycle racks and lockers at 

transit stations; and providing staffed bicycle parking 

facilities (bike stations) at major transit hubs.7

◗ Education policies—Refers to the process by which 

all road and street users are instructed on legal and 

safe operation within the public right-of-way. The most 

common example of this is mandatory traffic safety 

education (that includes bicycling in traffic and crossing 

7 See TCRP Synthesis 62: Integration of Bicycles and Transit, 2005, http://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_syn_62.pdf, accessed 

March 24, 2010.

Public Policies for Pedestrian and Bicyclist Safety and Mobility | 5
6 | Findings

streets) for elementary school students. Another 

example is more effective motorist education about 

safe operation around bicyclists and pedestrians.

◗ Encouragement policies—Are intended to encourage 

and promote increased use of sustainable travel modes, 

especially cycling and walking. Common examples 

include support for organized events, promotional 

activities, and public information campaigns.

◗ Enforcement policies—Establishes the process by 

which existing traffic laws are enforced. For example, is 

there a program to enforce motorists yielding at crosswalks? Are bicycle-based patrols used in certain areas to 

indicate the legitimacy of bicycling? Are law enforcement 

training academies providing sufficient training on 

pedestrian and bicycling topics? Are law enforcement 

agencies meaningfully enforcing laws that will result in 

increased and safe usage of bicycling and walking? Are 

penalties for distracted driving severe enough, especially 

when it involves vulnerable road users like bicyclists and 

pedestrians?

◗ System and policy evaluation—Refers to the process 

by which an agency gauges the effectiveness of its 

policies and projects using performance measures and 

key indicators. Typical examples of pedestrian and 

bicyclist performance measures are usage and safety 

experience, such as mode share, before-and-after 

counts, crash rates, and crash rate improvements. 
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 7

Conclusions

Several themes and conclusions that emerged from this 

policy review are summarized in this section.

1. No single “silver bullet” policy or action exists to 

make streets and roads safer and more conducive 

to pedestrians and bicyclists. Instead, it is about 

changing priorities in how we address transportation 

demand and land use, which requires a comprehensive 

approach of political support, coordinated transportation 

and land use policies, enabling programs, adequate 

funding, implementation champions, competent agency 

staff, and clear technical guidance. There is also a need 

to change road user behavior, such as distracted and 

aggressive driving as well as bicyclists and pedestrians 

not obeying traffic control devices.

2. To achieve desired outcomes, pedestrian and 

bicyclist policies should clearly state a purpose 

and vision, as well as a way to measure progress 

toward the desired outcomes. Policies that are 

unclear or ambiguous could be interpreted and implemented very differently. Policies that have no quantifiable goal could be viewed as “feel-good” language that 

never gets implemented or enforced.

3. Several model policies and programs in the 

United States (e.g., in New York, NY; Portland, OR; 

Seattle, WA; and Washington, DC) can serve as 

examples and best practices for other U.S. cities 

and States. However, inspiration and innovation for 

these U.S. leaders will most likely come from countries 

in Western Europe that place a higher priority on walking 

and cycling as transport modes.

4. Complete streets policies appear to be the most 

widely publicized policy approach being used 

in many U.S. cities, counties, and States.8 Extensive 

guidance and example language for complete streets 

policies have been assembled by the National Complete 

Streets Coalition and are reprinted in the appendices of 

this report. However, effective policy implementation 

requires more than just an official position statement 

(see #2); it requires enabling programs, adequate 

funding, technical guidance, and other essential ingredients (see #1). The interest and concurrence of the 

general population and user groups are also needed.

5. There are numerous examples of enabling 

programs and strategies that can be used to 

implement complete streets policies. These 

programs and strategies have been documented in 

various other reports and sources. Two of the best 

national sources are the Federal Highway Administration-funded Pedestrian and Bicycle Information Center 

(www.pedbikeinfo.org) and the National Complete 

Streets Coalition (www.completestreets.org). New 

technical resources are being released regularly. A 

recent example is the ITE Recommended Practice: 

Designing Walkable Urban Thoroughfares: A ContextSensitive Approach from the Institute of Transportation 

Engineers.

8 In fact, U.S. Transportation Secretary Ray LaHood announced a U.S. Department of Transportation complete streets policy on 

March 12, 2010, while this report was being written.
8 | Appendix A: Complete Streets Policies

Appendix A: 

Complete Streets Policies

Pages 9–11 have been reprinted with the permission of the National Complete Streets Coalition.

Pages 12–33 have been reprinted with the permission of the AARP Public Policy Institute.
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 9

Policy Level Type Language Adoption 

Year

Source

Massachusetts 

Department of 

Transportation Project 

Development and 

Design Guide

State design 

manual

“A guiding principle of the Guidebook is that the roadway 

system of the Commonwealth should safely accommodate 

all users of the public right-of-way including: pedestrians, 

(including people requiring mobility aids);...bicyclists; 

drivers and passengers of transit vehicles, trucks, 

automobiles and motorcycles.”

2006 http://www.vhb.com/mhdGuide/

mhd_GuideBook.asp

Caltrans Deputy 

Directive 64-R1

State internal 

policy

“...[P]rovides for the needs of travelers of all ages and 

abilities in all planning, programming, design, construction, 

operations, and maintenance activities and products on

the State highway system. The Department views all 

transportation improvements as opportunities to improve 

safety, access, and mobility for all travelers in California and 

recognizes bicycle, pedestrian, and transit modes as 

integral elements of the transportation system.”

2008 http://www.dot.ca.gov/hq/tpp/

offices/bike/guidelines_files/

DD64.pdf

New Jersey Department 

of Transportation 

Complete Streets Policy

State internal 

policy

”The New Jersey Department of Transportation shall 

implement a Complete Streets policy though the planning, 

design, construction, maintenance and operation of new 

and retrofit transportation facilities...”

2009 http://www.completestreets.org/

webdocs/policy/cs-nj-dotpolicy.pdf

North Carolina 

Department of 

Transportation 

Complete Streets Policy

State internal 

policy

”Complete Streets is North Carolina’s approach to 

interdependent, multi-modal transportation networks that 

safely accommodate access and travel for all users.”

2009 https://apps.dot.state.nc.us/pio/

releases/details.aspx?r=2777

State of Oregon ORS 

366.514

State legislation “Footpaths and bicycle trails, including curb cuts or ramps 

as part of the project, shall be provided wherever a 

highway, road or street is being constructed, reconstructed 

or relocated.”

1971 http://www.pdxtrans.org/bicycles/

bikebill.htm

State of Florida Statute 

335.065

State legislation ”Bicycle and pedestrian ways shall be given full consideration in the planning and development of transportation 

facilities, including the incorporation of such ways into 

state, regional, and local transportation plans and 

programs. Bicycle and pedestrian ways shall be established 

in conjunction with the construction, reconstruction, or 

other change of any state transportation facility, and special 

emphasis shall be given to projects in or within 1 mile of 

an urban area.”

1984 http://www.leg.state.fl.us/statutes/

index.cfm?mode=View%20

Statutes&SubMenu=1&App_

mode=Display_Statute&Search_

String=335.065&URL=CH0335/

Sec065.HTM

Metropolitan Transportation Commission San 

Francisco Bay Area 

Regional Policy for the 

Accommodation of 

Non-Motorized 

Travelers

MPO resolution ”Projects funded all or in part with regional funds 

(e.g. federal, STIP, bridge tolls) shall consider the 

accommodation of non-motorized travelers, as described 

in Caltrans Deputy Directive 64...to facilitate the accommodation of pedestrians, bicyclists, and disabled traveler 

needs into all projects where non-motorized travel is 

consistent with current, adopted regional and local plans.”

2006 http://www.marinbike.org/

Campaigns/CompleteStreets/

MTCres.pdf

East-West Gateway 

Council of Governments St. Louis Area 

Legacy 2030 

Long-Range Plan

MPO plan “... [A]s a matter of standard practice the transportation 

system should be designed, built, and maintained in a 

manner that accommodates not only automobiles but 

transit vehicles and non-motorized modes of travel as 

well.”

2007 http://www.ewgateway.org/pdffiles/

library/trans/legacy2030/

legacy2030-032105.pdf

Complete Streets Policies Examples
10 | Appendix A: Complete Streets Policies

Policy Level Type Language Adoption 

Year

Source

Bloomington-Monroe 

County, IN, MPO 

Complete Streets Policy

MPO internal 

policy

”This policy will ensure that the entire right-of-way is 

designed and operated to enable safe access for all users 

and that all transportation agencies participating in the 

BMCMPO adhere to implementing the principles of 

inclusion in all transportation projects appropriate to the 

local context and needs.”

2009 http://bloomington.in.gov/media/

media/application/pdf/4425.pdf

San Diego County, CA, 

Transnet Tax Extension

County tax 

ordinance

”All new projects, or major reconstruction projects, funded 

by revenues provided under this Ordinance shall 

accommodate travel by pedestrians and bicyclists, except 

where pedestrians and bicyclists are prohibited by law 

from using a given facility or where the costs of including 

bikeways and walkways would be excessively disproportionate to the need or probable use.”

2004 http://www.sandag.org/uploads/

committeeid/committeeid_75_

5344.pdf

Ada County, ID, 

Complete Streets Policy

County resolution ”Streets, bridges and transit stops within Ada County 

should be designed, constructed, operated and maintained 

so that pedestrians, bicyclists, transit riders, motorists, and 

people of all ages and abilities can travel safely and 

independently.”

2009 http://www.achd.ada.id.us/PDF/

staff_reports/2009/052709/6.pdf

Sacramento, CA, 

Best Practices Guide

City best 

practices

”This document outlines an approach to designing streets 

that are more “complete” in the sense of accomplishing all 

of the goals associated with the dominant form of public 

space in urban societies—our streets. ... Complete streets 

are those that adequately provide for all roadway users, 

including bicyclists, pedestrians, transit riders, and 

motorists, to the extent appropriate to the function and 

context of the street.”

2005 http://www.cityofsacramento.org/

transportation/dot_media/

engineer_media/pdf/bpUniversalDesign.pdf

San Francisco, CA, 

Transit First policy

City legislation “Decisions regarding the use of limited public street and 

sidewalk space shall encourage the use of public rights of 

way by pedestrians, bicyclists, and public transit, and shall 

strive to reduce traffic and improve public health and 

safety.”

1995 http://library.municode.com/

HTML/14130/level1/AVIIIA.

html#AVIIIA_s8A.115

Hendersonville, TN, 

Transportation & 

Land Use Plan

City plan “The inclusion of complete streets in the Hendersonville 

Land Use & Transportation Plan is a response to a public 

interest. Local citizens, business owners, and officials 

recognize the importance of a shift from an automobiledominated roadway to a balanced, multi-modal transportation system that respects all users of the roadway and the 

rights of adjacent land owners.”

2009 http://www.hvilletn.org/

comprehensiveplan.aspx

Colorado Springs, 

CO, Amendment to 

the Intermodal 

Transportation Plan

City plan 

amendment

“Construct complete streets designed to accommodate all 

users. In all new roadway projects or major reconstruction 

projects, accommodate travel by pedestrians, bicyclists, and 

transit users, except where pedestrians and bicyclists are 

prohibited by law from using a given facility or where...

unsafe or impractical.”

2005 http://www.springsgov.com/units/

council/051122/051122_40.pdf

Rockville, MD, 

Complete Streets Policy

City internal 

policy

“The Complete Streets policy of the City of Rockville is 

developed to provide guidance for its residents, decision 

makers, planners and designers to ensure that multimodal 

elements are incorporated into all transportation 

improvement projects.”

2009 http://www.rockvillemd.gov/

residents/traffic/pdf/complete_

streets_policy_adopted.pdf
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 11

Policy Level Type Language Adoption 

Year

Source

Charlotte, NC, 

Urban Street Design 

Guidelines

City internal 

policy

”The Guidelines will allow us to... provide more capacity 

and safe and comfortable travel for motorists, pedestrians, 

bicyclists, and transit riders.” Establishes a new six-step 

planning process that begins by assessing all user needs.”

2007 http://www.charmeck.org/

Departments/Transportation/

Urban+Street+Design+Guidelines.

htm

North Myrtle Beach, 

SC, Complete Streets 

Ordinance

City ordinance “All streets shall be designed and operated to enable safe 

access for all users. Pedestrians, bicyclists, motorists and 

transit riders of all ages and abilities must be able to safely 

move along and across a complete street.”

2009 http://www.completestreets.org/

webdocs/policy/cs-sc-northmyrtlebeach-ordinance.pdf

Rochester, MN, 

Complete Streets Policy

City ordinance “The City of Rochester will seek to enhance the safety, 

access, convenience and comfort of all users of all ages 

and abilities, including pedestrians (including people 

requiring mobility aids), bicyclists, transit users, motorists 

and freight drivers, through the design, operation and 

maintenance of the transportation network so as to create 

a connected network of facilities...”

2009 http://www.co.olmsted.mn.us/

departments/planning/

transportation_planning.asp

Decatur, GA, 

Community 

Transportation Plan

City plan “...CTP employs a Complete Streets philosophy that 

defines the street by more than just its mobility and 

accessibility functions, but by its role as a critical 

community character shaper.”

2008 http://www.decaturga.com/cgs_

citysvcs_dev_transportationplan.aspx 

DeSoto, MO, 

Bill No. 45-08

City ordinance ”The City of De Soto establishes a “policy statement” to 

ensure that the City will design, build, and maintain its 

roadways in a manner that accommodates safe and 

contiguous routes for all users including pedestrians, 

individuals of all ages and abilities (including individuals 

with disabilities), bicyclists, transit vehicles and users 

and motorists.”

2008 http://www.completestreets.org/

webdocs/policy/cs-mo-desotoordinance.pdf

Las Cruces, NM, 

Resolution No. 

09-0058R1

City resolution ”Every public right-of-way shall be planned, designed, 

constructed, and maintained such as that each Las Crucen 

will have transportation options to safely and conveniently 

travel to their destinations.”

2009 http://lcmpoweb.las-cruces.org/

Complete%20Streets/City%20of%20

Las%20Cruces%20Complete%20

Streets%20Resolution.pdf

Seattle, WA, Complete 

Streets Ordinance

City ordinance ”...[S]o that transportation improvements are planned, 

designed and constructed to encourage walking, bicycling, 

and transit use while promoting safe operations far all 

users.”

2007 http://clerk.ci.seattle.wa.us/~scripts/

nph-brs.exe?d=CBOR&s1=115861.

cbn.&Sect6=HITOFF&l=20&p=1&u=/

~public/cbor2.htm&r=1&f=G
planning complete streets

For an aging america

Jana Lynott, AICP

AARP PUBLIC POLICY INSTITUTE

Washington, D.C.

Jessica Haase, Kristin Nelson, ASLA, Amanda Taylor, 

Hannah Twaddell, Jared Ulmer, AICP

RENAISSANCE PLANNING GROUP

Charlottesville, Virginia

Barbara McCann

NATIONAL COMPLETE STREETS COALITION

Washington, D.C.

Edward Stollof, AICP

INSTITUTE OF TRANSPORTATION ENGINEERS

Washington, D.C.

AARP’s Public Policy Institute (PPI) informs and stimulates public debate on the issues we 

face as we age. Through research, analysis, and dialogue with the nation’s leading experts, PPI 

promotes development of sound, creative policies to address our common need for economic 

security, health care, and quality of life.

The views expressed herein are for information, debate, and discussion and do not necessarily 

represent official policies of AARP.

#2009-02

May 2009

© 2009, AARP

Reprinting with permission only

AARP Public Policy Institute

601 E Street, NW, Washington, DC 20049

http://www.aarp.org/ppi

12 | Appendix A: Complete Streets Policies
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 13

77

appenDiX a

complete streets policY inVentorY anD eValUation

appendix a | complete streets

policy inventory and evaluation

Policy Reach How far does the policy reach in affecting road planning and construction decisions? Is it likely to be implemented?

Limited Average Broad

Limited Complete Streets policies 

often cover only roads controlled by 

the policy-making agency, which does 

not include privately owned or built 

roadways. They are often not linked 

to other planning documents and 

infrequently list specific next steps in 

enacting the policy.

Average policies usually affect only 

roads controlled by the policy-making 

agency, though occasionally cover private roadways as well. They are often 

explicitly linked to other procedures and 

documents and feature next steps and 

goals more frequently. They tend to 

use stronger prescriptive language.

Broad policies are most likely to 

affect privately built roads in addition to roadways controlled by the 

policy-making agency. They are 

almost always linked to other plans 

and have specific next steps in policy 

enactment. Language used in these 

policies is generally quite firm.

Complete Streets Policy Analysis 

Ratings Descriptions

Since Complete Streets policies are adopted in so many different forms, it is important to note that different policy types will be strong in different 

areas. A resolution, for example, is more likely to get a strong ranking for purpose and vision than a state law, which would be expected to do better 

in the Policy Reach category. Therefore, policies should be compared to their own policy type. Note that this evaluation is based entirely on the 

language contained in the policy document.

Modes Pedestrians Bicycles Motorists Transit Freight

A policy that covers a wider variety of modes is considered stronger than others. 

Purpose & Vision Does the policy express a clear purpose and vision for the transportation system?

Limited Average Strong

Limited Complete Streets policies 

rarely acknowledge the importance of 

establishing a network of Complete 

Streets or balancing user needs. 

Specific measurable outcomes are 

rarely established.

Average policies always acknowledge 

the need for Complete Streets 

networks and for balancing a variety 

of user needs, occasionally making 

extensive notes on one or the 

other. They occasionally list specific 

outcomes.

Strong policies almost always have 

extensive sections on establishing 

Complete Streets networks and 

on the necessity of balancing user 

needs across those networks. They 

frequently outline quantifiable results 

of the policies.

Users What type of road users are covered by the policy?

Users with Disabilities No Mention Acknowledged Extensive

If a policy makes note of users with disabilities in its text, these users’ needs 

are “acknowledged.”

If a policy makes specific references 

to the special considerations and 

design necessary to properly accommodate users with disabilities, the 

policy is “extensive.”

Older Adults No Mention Acknowledged Extensive

If a policy makes note of older adults 

in its text, these users’ needs are 

“acknowledged.”

If a policy makes specific references 

to the special considerations and 

design necessary to properly accommodate older adults, the policy is 

“extensive.”

Coverage What roads and what types of projects does the policy cover, and are exceptions clear and specific?

Limited Average Extensive

Limited Complete Streets policies most 

often do not apply to anything other 

than new construction or reconstruction. They generally do not specify 

allowable exceptions to policy implementation.

Average policies rarely apply to 

anything beyond new construction or 

reconstruction projects. They generally do specify allowable exceptions, 

of which there are generally three or 

fewer.

Extensive policies usually cover a 

variety of road projects beyond new 

construction and reconstruction, including repaving and retrofit projects. 

They frequently specify allowable 

exceptions, of which there are generally three or fewer.

Context No Mention Acknowledged
14 | Appendix A: Complete Streets Policies

78

aarp public policy institute

Agency Policy Level Description/Language

Type: Legislation/Ordinance

San Francisco 

County, CA

Transit First 

Policy

County “Decisions regarding the use of limited public street and sidewalk space shall 

encourage the use of public rights of way by pedestrians, bicyclists, and public 

transit, and shall strive to reduce traffic and improve public health and safety.”

State of 

California

The Complete 

Streets Act (AB 

1358)

State “This bill would require...that the legislative body of a city or county...modify 

the circulation element to plan for a balanced, multimodal transportation 

network that meets the needs of all users of streets, roads, and highways, 

defined to include motorists, pedestrians, bicyclists, children, persons with 

disabilities, seniors, movers of commercial goods, and users of public 

transportation, in a manner that is suitable to the rural, suburban, or urban 

context of the general plan.”

State of Florida Bicycle & 

Pedestrian Ways 

statute (335.065)

State “Bicycle and pedestrian ways shall be given full consideration in the planning 

and development of transportation facilities, including the incorporation of 

such ways into state, regional, and local transportation plans and programs. 

Bicycle and pedestrian ways shall be established in conjunction with the 

construction, reconstruction, or other change of any state transportation 

facility, and special emphasis shall be given to projects in or within 1 mile of 

an urban area.”

Honolulu, HI Charter 

Amendment 8

City “It shall be one of the priorities of the department of transportation services to 

make Honolulu a pedestrian- and bicycle-friendly city.”

State of Illinois Public Act 095-

0665

State “An act...requiring incorporation of bicycle and pedestrian ways into state, 

regional, and local transportation plans and programs; bicycle lanes shall be 

established if there is sufficient right-of-way whenever there is construction, 

reconstruction, or other change of any state transportation facility...Provides 

for the inclusion of bicycle and pedestrian ways into planning and design 

standards for scenic highway designation.”

LouisvilleJefferson 

Metro, KY

Cornerstone 2020 

Comprehensive 

Plan Complete 

Streets Ordinance

County & 

City

“A thoroughfare system that creates ‘Complete Streets’ will require facilities 

that promote safe pedestrian trips for individuals of all ages and abilities.”

State of 

Massachusetts

BicyclePedestrian 

Access Law 

(Chapter 90E)

State “The commissioner shall make all reasonable provisions for the 

accommodation of bicycle and pedestrian traffic in the planning, design, and 

construction, reconstruction or maintenance of any project undertaken by the 

department.”

State of 

Maryland

Trans. Code Ann. 

Title 2 subtitle 

602

State “Include enhanced transportation facilities for pedestrians and bicycle riders 

as an essential component of the State’s transportation system...in all 

phases of transportation planning, including highway design, construction, 

reconstruction, and repair as well as expansion and improvement of other 

transportation facilities.”

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 15 79

appendix a | complete streets

policy inventory and evaluation

Agency Year Modes Covered Users with 

Disabilities

Older 

Adults

Policy 

Reach

Purpose 

& Vision Coverage Context

Type: Legislation/Ordinance

San Francisco 

County, CA

1995

State of 

California

2008

State of Florida 1984

Honolulu, HI 2006

State of Illinois 2007

LouisvilleJefferson 

Metro, KY

2008

State of 

Massachusetts

1996

State of 

Maryland

2000

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 
16 | Appendix A: Complete Streets Policies 80

aarp public policy institute

Agency Policy Level Description/Language

Montgomery 

County, MD

County Road 

Code (Bill 4806)

County “Each County road and street must be designed so that the safety and 

convenience of all users of the roadway system - including pedestrians, 

bicyclists, transit users, automobile drivers, commercial vehicles and freight 

haulers, and emergency service vehicles - is accommodated. Each road and 

street must facilitate multi-modal use and assure that all users can travel 

safely in the public right of way.”

Columbia, MO Model Street 

Standards

City “All new development will include: residential streets that are 28’ wide (instead 

of 32’); residential sidewalks that are 5’ wide (instead of 4’); major collectors 

and arterials with 8’ or 10’ multi-use ‘pedways’; major collectors and arterials 

with 6’ striped bike lanes or wide shared-use travel lanes.”

DeSoto, MO Bill No. 45-08 

(Amending 

Municipal Code 

Section 410.020)

City “...[T]o ensure that the City will design, build, and maintain its roadways in a 

manner that accommodates safe and contiguous routes for all users including 

pedestrians, individuals of all ages and abilities (including individuals with 

disabilities), bicyclists, transit vehicles and users and motorists.”

Ferguson, MO Bill Amending 

Article 1 of 

Chapter 40 of the 

Municipal Code

City “The purpose of this Policy is to set forth guiding principles and practices 

to be considered in public transportation projects, where practicable, 

economically feasible, and otherwise in accordance with applicable law, 

so as to encourage walking, bicycling and transit use while promoting safe 

operations for all users.”

Buffalo, NY Complete Streets 

Ordinance 

Amending 

Chapter 413 of 

the Code

City “The Commissioner of Public Works, Parks and Streets shall include 

pedestrian and bicycle facilities in all new street construction, street 

reconstruction, street maintenance, public works and park projects undertaken 

by the City of Buffalo...”

State of 

Oregon

ORS 366.514 State “Footpaths and bicycle trails, including curb cuts or ramps as part of the 

project, shall be provided wherever a highway, road or street is being 

constructed, reconstructed or relocated.”

State of Rhode 

Island

Chapter 31-18: 

Pedestrians

Section 31-18-21

State “Department of Transportation is authorized and directed to provide for the 

accommodation of bicycle and pedestrian traffic in the planning, design, 

construction and reconstruction, and to consider this in the resurfacing and 

striping of any project undertaken by the department...”

Roanoke, VA Complete Streets 

Policy

City “...[A]ll transportation agencies within the City shall routinely plan, fund, 

design, construct, operate, and maintain their streets according to the 

Complete Street principles of the City’s ‘Street Design Guidelines’ with the 

goal of creating an attractive connected multimodal network that balances 

the needs of all users, except where there are demonstrated exceptional 

circumstances.”

University 

Place, WA

Pedestrian 

Sidewalks and 

Bicycle Lanes

City “Develop facilities for pedestrians and bicyclists as alternative travel modes 

to the automobile...Require sidewalk facilities on all public streets...Develop 

a system of bicycle routes, both east/west and north/south, that provides for 

travel within the City with connections to local parks and regional facilities.”

Kirkland, WA City Ordinance 

(Ordinance No. 

4061)

City “Bicycle and pedestrian ways shall be accommodated in the planning, 

development and construction of transportation facilities, including the 

incorporation of such ways into transportation plans and programs.”

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 17 81

appendix a | complete streets

policy inventory and evaluation

Agency Year Modes Covered Users with 

Disabilities

Older 

Adults

Policy 

Reach

Purpose 

& Vision Coverage Context

Montgomery 

County, MD

2007

Columbia, MO 2004

DeSoto, MO 2008

Ferguson, MO 2008

Buffalo, NY 2008

State of 

Oregon

1971

State of Rhode 

Island

1997

Roanoke, VA 2008

University 

Place, WA

2004

Kirkland, WA 2006

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 
18 | Appendix A: Complete Streets Policies 82

aarp public policy institute

Agency Policy Level Description/Language

Seattle, WA Ordinance No. 

122386

City “An ordinance relating to Seattle’s Complete Streets policy, stating guiding 

principles and practices so that transportation improvements are planned, 

designed and constructed to encourage walking, bicycling, and transit use 

while promoting safe operations far all users.”

Redmond, WA Municipal Code 

Chapter 12.06: 

Complete the 

Streets

City “The City of Redmond will plan for, design and construct all new transportation 

projects to provide appropriate accommodation for bicyclists, pedestrians, 

transit users and persons of all abilities in comprehensive and connected 

networks.”

Issaquah, WA Municipal Code 

Chapter 12.10: 

Complete Streets 

(Ordinance No. 

2514)

City “Bicycle and pedestrians facilities should be included in the planning, 

engineering, design and construction of transportation facilities, including 

transportation plans and programs.”

Type: Resolution

Sacramento, 

CA

Pedestrian 

Friendly Street 

Standards

City “The city’s street system should encourage alternate mode use, especially 

walking and bicycling, by working toward a balance of all street users...Staff 

[will] revise street standard variance procedures to include consideration 

of enhancing and improving the pedestrian environment and encouraging 

alternate mode use.”

Metropolitan 

Transportation 

Commission

(San Francisco 

Bay Area)

Regional 

Policy for the 

Accommodation 

of Non-Motorized 

Travelers

MPO “Projects funded all or in part with regional funds...shall consider the 

accommodation of non-motorized travelers, as described in Caltrans 

Deputy Directive 64...These recommendations are intended to facilitate the 

accommodation of pedestrians, bicyclists, and disabled traveler needs into 

all projects where non-motorized travel is consistent with current, adopted 

regional and local plans.”

Novato, CA City Council 

Resolution

City “...consider the installation of multi-modal transportation elements in each 

project in the City of Novato...”

Fairfax, CA Town of Fairfax 

Resolution #2527

City “Town of Fairfax recognizes that Complete Streets, which serves the needs 

of pedestrians, bicyclists, transit users, the disabled and automobile users 

generally provide for the safest travel conditions...”

San Anselmo, 

CA

Bicycle Master 

Plan Appendix B: 

Complete Streets 

Resolution

City “...shall consider the installation of Complete Streets transportation elements 

in each capital project and development project.”

La Plata 

County, CO

Resolution No. 

2007-33

City “...[T]he La Plata County Board of County Commissioners hereby requests 

that all transportation planning initiatives and development take into 

consideration a balanced, responsible, and equitable approach with regards to 

the recommendations set forth in the Inventory and Prioritization of Roads in 

La Plata County for Improved Bicycling, Pedestrian, and Motorist Safety.”

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 19 83

appendix a | complete streets

policy inventory and evaluation

Agency Year Modes Covered Users with 

Disabilities

Older 

Adults

Policy 

Reach

Purpose 

& Vision Coverage Context

Seattle, WA 2007

Redmond, WA 2007

Issaquah, WA 2007

Type: Resolution

Sacramento, 

CA

2004

Metropolitan 

Transportation 

Commission

(San Francisco 

Bay Area)

2006

Novato, CA 2007

Fairfax, CA 2008

San Anselmo, 

CA

2008

La Plata 

County, CO

2007

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 
20 | Appendix A: Complete Streets Policies 84

aarp public policy institute

Agency Policy Level Description/Language

Cascade, IA Policy Statement: 

Complete Streets

City “The design and construction of new facilities...should anticipate likely future 

demand for bicycling and walking facilities and not preclude the provision 

of future developments... Bicycle and pedestrian ways shall be established 

in new construction and reconstruction projects with in the city limits of 

Cascade...”

Iowa City, IA Resolution 

Adopting a 

Complete Streets 

Policy for the City 

of Iowa City, IA 

and Repealing 

Resolution No. 

07-109

City “All public street projects or public street reconstruction projects (not including 

maintenance) in the City of Iowa City shall be designed to accommodate 

travel by pedestrians, bicyclists, public transit, and motorized vehicles and 

their passengers.”

Des Moines, IA Complete Streets 

Policy

City “The City of Des Moines recognizes this need for complete streets and will 

accommodate elements that create a complete street where possible...The 

design and development of the transportation infrastructure shall improve 

conditions for transit users, motorists, bicyclists and pedestrians...”

DuPage 

County, IL

Healthy Roads 

Initiative

County “Construct a sidewalk or bicycle path where right-of-way is available; ensure 

that the new construction project is safe for both the user and the community; 

ensure that the new construction project adds a lasting value to both 

motorized and non-motorized users; ensure the project incorporates context 

sensitive and environmentally sensitive design...”

Region 2 

Planning 

Commission 

(Jackson, MI)

Complete Streets 

Resolution 

MPO “...[T]hat bicycling and walking accommodations using the latest design 

standards should be a routine part of the [Region 2 Planning] Commission’s 

planning, design, construction, maintenance, and operating activities, and will 

be included in the everyday operations of our transportation system.”

Jackson, MI Complete Streets 

Resolution 

City “...[T]hat bicycling and walking accommodations using the latest design 

standards should be a routine part of the City’s planning, design, construction, 

maintenance, and operating activities, and will be included in the everyday 

operations of our transportation system.”

Jackson 

County, MI

Complete Streets 

Resolution 

County “...[T]hat bicycling and walking accommodations using the latest design 

standards should be a routine part of the [Road] Commission’s planning, 

design, construction, maintenance, and operating activities, and will be 

included in the everyday operations of our transportation system.”

State of North 

Carolina 

Department of 

Transportation

Bicycling and 

Walking in North 

Carolina

State “... bicycling and walking accommodations shall be a routine part of the North 

Carolina Department of Transportation’s planning, design, construction, and 

operations activities.”

Binghamton, 

NY

A Resolution 

Adopting 

Complete the 

Streets/Institute 

for Healthy 

Infrastructure 

Policies

City “Whereas Complete the Streets supports construction of streets to enable 

safe access for all users, including motorist, pedestrians, bicyclist, and public 

transportation.”

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 21 85

appendix a | complete streets

policy inventory and evaluation

Agency Year Modes Covered Users with 

Disabilities

Older 

Adults

Policy 

Reach

Purpose 

& Vision Coverage Context

Cascade, IA 2006

Iowa City, IA 2007

Des Moines, IA 2008

DuPage 

County, IL

2004

Region 2 

Planning 

Commission 

(Jackson, MI)

2006

Jackson, MI 2006

Jackson 

County, MI

2006

State of North 

Carolina 

Department of 

Transportation

2000

Binghamton, 

NY

2007

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 
22 | Appendix A: Complete Streets Policies 86

aarp public policy institute

Agency Policy Level Description/Language

Erie County, 

NY

Complete Streets 

Resolution

County “...[T]he Erie County Commissioner of Public Works shall include pedestrian 

and bicycle facilities in all new street construction, street reconstruction and 

park projects undertaken by the County of Erie, where feasible.”

Columbus, OH Complete Streets 

Resolution

City “That this Council supports the implementation of Complete Streets policies in 

Columbus, and urges the Public Service Department and the Transportation 

Division to include these policies in all street construction, reconstruction and 

repair projects.”

State of South 

Carolina

Department of 

Transportation 

Commission 

Resolution

State “...[B]icycling and walking accommodations should be a routine part of the 

Department’s planning, design, construction and operating activities.”

Spartanburg, 

SC

Complete Streets 

Resolution

City “...[T]hat in making decisions regarding the use, maintenance, and 

enhancement of public street and sidewalk space, the City shall seek to 

facilitate and encourage the use of public rights of way by pedestrians and 

bicyclists and shall strive to reduce traffic and improve public health and 

safety.”

Greenville, SC Resolution 2008-

49

City “...[S]o that transportation systems are planned, designed, constructed, and 

operated to make bicycling and pedestrian movements an integral part of 

the City’s transportation planning and programming while promoting safe 

operation for all users.”

Pierce 

County, WA

Resolution 2008-

86s

County “...[T]hat the Transportation Plan Update include an assessment of the 

plan’s support of the “Complete Streets” concept, identification of relevant 

policies within the plan that support the creation of ‘Complete Streets,’ and 

an identification of barriers to, and opportunities for, the development of 

‘Complete Streets’ throughout Pierce County. The Council further requests 

that a specific ‘Complete Streets’ policy be included within the Transportation 

Plan Update.”

Type: Tax Ordinance

Sacramento, 

CA

Ordinance No. 

STA 04-01

County “Revenues from the tax shall be used for transportation purposes only and 

may include, but are not limited to, administration, construction, maintenance, 

improvements, and operation of local streets, roads, and highways, state 

highways and freeways, public transit systems including rail, bicycle and 

pedestrian facilities and related purposes.”

San Diego 

County, CA

Transnet Tax 

Extension 

(Proposition A)

County “All new projects, or major reconstruction projects, funded by revenues 

provided under this Ordinance shall accommodate travel by pedestrians and 

bicyclists, except where pedestrians and bicyclists are prohibited by law..

or where the cost...would be excessively disproportionate to the need or 

probable use. Such facilities for pedestrian and bicycle use shall be designed 

to the best currently available standards and guidelines.”

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 23 87

appendix a | complete streets

policy inventory and evaluation

Agency Year Modes Covered Users with 

Disabilities

Older 

Adults

Policy 

Reach

Purpose 

& Vision Coverage Context

Erie County, 

NY

2008

Columbus, OH 2008

State of South 

Carolina

Department of 

Transportation 

2003

Spartanburg, 

SC

2006

Greenville, SC 2008

Pierce 

County, WA

2008

Type: Tax Ordinance

Sacramento, 

CA

2004

San Diego 

County, CA

2004

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 
24 | Appendix A: Complete Streets Policies 88

aarp public policy institute

Agency Policy Level Description/Language

Seattle, WA Bridging the Gap City “The Mayor and City Council support the principles of ‘Complete Streets’ and 

will work with SDOT so that to the maximum practicable extent, all Bridging 

the Gap projects will provide appropriate accommodation for pedestrians, 

bicyclists, transit riders, and disabled persons while promoting safe operation 

for cars and trucks.”

Type: Executive Order

Salt Lake City, 

UT

Executive 

Order on 

Accommodation 

of Bicyclists and 

Pedestrians

City “All transportation facilities in the public right of way owned by Salt Lake City 

on which bicyclists and pedestrians are permitted by law...shall be designed, 

constructed, operated, and maintained so that users, including people with 

disabilities, can travel safely and independently.”

Type: Internal Policy

Marin County, 

CA

Best Practice 

Directive for 

Inclusion of 

Multimodal 

Elements into 

Improvement 

Projects

County “At the outset of all projects, other than routine maintenance (e.g. cape seals, 

slurry seals, skin patches, crack seals, and dig outs and patches), the City 

Engineer of each MPWA municipality shall review each relevant capital project 

for consideration of inclusion of all necessary, appropriate and reasonable 

multi-modal facilities and improvements.”

State of 

California 

Department of 

Transportation

Deputy Directive 

64-R1

State “The Department fully considers the needs of non-motorized travelers 

(including pedestrians, bicyclists and persons with disabilities) in all 

programming, planning, maintenance, construction, operations and project 

development activities and products. This includes incorporation of the best 

available standards in all of the Department’s practices.”

Wilmington 

Area Planning 

Council 

(Wilmington, 

DE Area)

Regional 

Transportation 

Plan 2030

MPO “All projects funded through the TIP shall address bicycles and pedestrian 

facilities in both planning and design...sidewalks, shared use paths, street 

crossings, pedestrian signals, signs, street furniture, transit stops and 

facilities, and all connecting pathways should be designed, constructed, 

operated and maintained so that all modes, including pedestrians and people 

with disabilities, can travel safely and independently.”

Johnson 

County 

Council of 

Governments

(Iowa City, IA 

Area)

Complete Streets 

Policy

County “All new roadway projects, or major reconstruction projects (not including 

maintenance), funded in whole or part by JCCOG under this policy shall 

accommodate travel by pedestrians and bicyclists.”

Chicago, IL Safe Streets for 

Chicago

City “The safety and convenience of all users of the transportation system 

including pedestrians, bicyclists, transit users, freight, and motor vehicle 

drivers shall be accommodated and balanced in all types of transportation 

and development projects and through all phases of a project so that even the 

most vulnerable – children, elderly and persons with disabilities – can travel 

safely within the public right of way.”

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 25 89

appendix a | complete streets

policy inventory and evaluation

Agency Year Modes Covered Users with 

Disabilities

Older 

Adults

Policy 

Reach

Purpose 

& Vision Coverage Context

Seattle, WA 2006

Type: Executive Order

Salt Lake City, 

UT

2007

Type: Internal Policy

Marin County, 

CA

2007

State of 

California 

Department of 

Transportation

2008

Wilmington 

Area Planning 

Council 

(Wilmington, 

DE Area)

2007

Johnson 

County 

Council of 

Governments

(Iowa City, IA 

Area)

2006

Chicago, IL 2006

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 
26 | Appendix A: Complete Streets Policies 90

aarp public policy institute

Agency Policy Level Description/Language

State of 

Kentucky

Pedestrian and 

Bicycle Travel 

Policy

State “The Kentucky Transportation Cabinet (KYTC) will consider the incorporation 

of pedestrian facilities on all new or reconstructed state-maintained roadways 

in existing and planned urban and suburban areas....KYTC will consider the 

accommodation of bicycles on all new or reconstructed state-maintained 

roadways. KYTC will also consider accommodating bicycle transportation 

when planning the resurfacing of roadways, including shoulders.”

Northeast 

Ohio Areawide 

Coordinating 

Agency

(Cleveland, OH 

Area)

Regional 

Transportation 

Investment Policy

 MPO “Bicycle and pedestrian ways shall be established in new construction 

and reconstruction of road and bridge projects unless one or more of four 

conditions are met.” 

Mid-Ohio 

Regional 

Planning 

Commission

(Columbus, OH 

Area) 

Bicycle and 

Pedestrian 

Planning Policy

MPO “Project sponsors are required to accommodate bicycles and pedestrians in 

the planning and design of all proposed transportation projects using MORPCattributable federal funds. Sponsors using local, state, or other federal funds 

are encouraged to accommodate bicycles and pedestrians in the planning and 

design of all proposed transportation projects.”

State of 

Pennsylvania 

Department of 

Transportation

Design Manual 

1A Appendix 

J: Bicycle and 

Pedestrian 

Checklist

State “Department policy requires the evaluation of the access and mobility needs 

of pedestrians and bicycle users in highway and bridge transportation 

corridors. This revised policy mandates that highway and bridge projects must 

evaluate the existing, latent, and projected needs of pedestrians and bicycle 

users. It requires the integration of the identified needs into project planning 

and design processes.”

State of 

Tennessee 

Department of 

Transportation

Bicycle and 

Pedestrian Policy

State “The policy of TDOT is to routinely integrate bicycling and pedestrian facilities 

into the transportation system as a means to improve mobility and safety of 

non-motorized traffic.”

United States 

Department of 

Transportation

Design Guidance 

- Accommodating 

Bicycle and 

Pedestrian Travel: 

A Recommended 

Approach

Federal “Bicycle and pedestrian ways shall be established...Sidewalks, shared use 

paths, street crossings, pedestrian signals, signs, street furniture, transit stops 

and facilities, and all connecting pathways shall be designed, constructed, 

operated, and maintained so that all pedestrians, including people with 

disabilities, can travel safely and independently...Manuals...should incorporate 

design information that integrates safe and convenient facilities for bicyclists 

and pedestrians - including people with disabilities [- and] also be amended to 

provide flexibility...to develop facilities that are in keeping with transportation 

needs, accessibility, community values, and aesthetics.”

Commonwealth 

of Virginia 

Department of 

Transportation

Policy for 

Integrating 

Bicycle and 

Pedestrian 

Accommodations

State “The Virginia DOT will initiate all highway construction projects with the 

presumption that the projects shall accommodate bicycling and walking.”

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 27 91

appendix a | complete streets

policy inventory and evaluation

Agency Year Modes Covered Users with 

Disabilities

Older 

Adults

Policy 

Reach

Purpose 

& Vision Coverage Context

State of 

Kentucky

2002

Northeast 

Ohio Areawide 

Coordinating 

Agency

(Cleveland, OH 

Area)

2003

Mid-Ohio 

Regional 

Planning 

Commission

(Columbus, OH 

Area) 

2004

State of 

Pennsylvania 

Department of 

Transportation

2007

State of 

Tennessee 

Department of 

Transportation

2003

United States 

Department of 

Transportation

2000

Commonwealth 

of Virginia 

Department of 

Transportation

2004

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 
28 | Appendix A: Complete Streets Policies 92

aarp public policy institute

Agency Policy Level Description/Language

Type: Plan

Scottsdale, AZ Transportation 

Master Plan

City “To design, operate and maintain Scottsdale’s streets to promote safe and 

convenient access and travel for all users: pedestrians, bicyclists, transit 

riders, and equestrians, as well as cars, trucks, and buses.”

Santa Barbara, 

CA

Circulation 

Element to the 

City General Plan

City “Emphasize alternative modes in order to provide real options and 

opportunities for people to choose among different forms of transportation 

rather than relying exclusively on the automobile.”

Boulder, CO Multimodal 

Corridors: 

Transportation 

Network Plans

City “Improve access and mobility to, through, and within the BVRC area for 

all modes of travel by developing a multi-modal transportation grid where 

possible.”

Fort Collins, 

CO

Master Street 

Plan

City “It is critical that the transportation system provide mobility throughout the 

community and access between origins and destinations for all travel modes, 

accommodating all types of people...The MSP network is designed to achieve 

the following results: A significant shift in travel behavior, with more trips 

shifting away from single-occupant travel into transit, walk and bicycle, and 

multi-occupant vehicle travel modes; A reduction of growth in daily Vehicle 

Miles Traveled (VMT); Attainment of City air quality objectives.”

Colorado 

Springs, CO

Complete Streets 

Amendment 

to the City’s 

Intermodal 

Transportation 

Plan

City “Construct complete streets designed to accommodate all users. In all new 

roadway projects or major reconstruction projects, accommodate travel by 

pedestrians, bicyclists, and transit users, except where pedestrians and 

bicyclists are prohibited by law from using a given facility or where...unsafe or 

impractical.”

West Palm 

Beach, FL

Transportation 

Element to the 

Comprehensive 

Plan

City “To provide transportation systems that achieve the economic, social, 

and environmental goals of the City of West Palm Beach which fosters 

sustainability, livability, and economic success.” 

FloridaAlabama 

Transportation 

Planning 

Organization 

(Pensacola, FL 

Area)

 Bicycle & 

Transportation 

Plan

MPO “The purpose of this plan is to provide transportation choices by integrating 

bicycle and pedestrian facilities in transportation planning activities, and to 

encourage and implement complete streets.”

Decatur, GA Community 

Transportation 

Plan

City ”Complete Streets are defined as streets with safe travel facilities for all 

users – pedestrians, bicyclists, motorists and transit riders – of all ages and 

ability levels...As the focus is...on increasing opportunities for non-motorized 

transportation alternatives, it provides safe and reliable options for everyone 

to become active participants, both physically and socially, in the community. 

It is especially beneficial to the City’s most vulnerable populations such as low 

income households, children and older adults, all of who experience differing 

physical, mental and financial challenges to mobility.”

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 29 93

Agency Year Modes Covered Users with 

Disabilities

Older 

Adults

Policy 

Reach

Purpose 

& Vision Coverage Context

Type: Plan

Scottsdale, AZ 2008

Santa Barbara, 

CA

1998

Boulder, CO 1996

Fort Collins, 

CO

2004

Colorado 

Springs, CO

2005

West Palm 

Beach, FL

2003

FloridaAlabama 

Transportation 

Planning 

Organization 

(Pensacola, FL 

Area)

2005

Decatur, GA 2008

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 

appendix a | complete streets

policy inventory and evaluation
30 | Appendix A: Complete Streets Policies 94

aarp public policy institute

Agency Policy Level Description/Language

Champaign, IL Transportation 

Master Plan

City “The Plan creates a vision for a multi-modal transportation system that helps 

achieve the City’s goals of sustainable growth. Champaign Moving Forward 

considers all transportation modes, including cars, public transportation, 

bicycling, and walking.”

Washtenaw 

County, MI

Non-Motorized 

Plan

County “Road agencies...shall provide for pedestrian and bike movements with 

appropriate crossings that are ADA compliant...for all urbanized area road 

reconstruction. Facilities shall be constructed so that there is adequate 

access for all types of non-motorized users and to support transit wherever 

possible...For areas outside the urbanized area at a minimum all road 

reconstruction or major improvements involving federal aid eligible roads and 

non federal aid eligible roads that connect existing or proposed non-motorized 

facilities shall include a paved shoulder or paved shoulder and accessible 

ADA compliant sidewalks on rural roads where traffic and speed necessitate a 

separate pedestrian facility.”

St. Joseph 

Area 

Transportation 

Study 

Organization

(St. Joseph, 

MO Area) 

St. Joseph 

Bicycle and 

Pedestrian 

Master Plan

MPO “Bicycle and pedestrian ways shall be established in new construction 

and reconstruction projects throughout the metropolitan area...Sidewalks, 

shared use paths, street crossings, pedestrian signals, signs, street furniture, 

transit stops and facilities, and all connecting pathways shall be designed, 

constructed, operated, and maintained so that all pedestrians, including 

people with disabilities, can travel safely and independently.”

East-West 

Gateway 

Council

(St. Louis, MO 

Area) 

St. Louis Legacy 

2035 Long-Range 

Plan

MPO “...[E]very road project should provide routine accommodations. That is, as 

a matter of standard practice the transportation system should be designed, 

built, and maintained in a manner that accommodates not only automobiles 

but transit vehicles and non-motorized modes of travel as well.”

Charlotte, NC 

Department of 

Transportation

Urban Street 

Design 

Guidelines and 

Transportation 

Action Plan

City & 

County

“The Guidelines will allow us to provide better streets throughout Charlotte 

– streets that reflect the best aspects of the streets built in the past, and that 

will provide more capacity and safe and comfortable travel for motorists, 

pedestrians, bicyclists, and transit riders.”

New York City, 

NY

Sustainable 

Streets Strategic 

Plan

City “Our streets must be safe for all New Yorkers, of all ages. We will design, 

build, sign, and signal roadways to safely move motorists, cyclists, transit 

passengers and pedestrians and ensure the safety of [ferry passengers].”

Capital Area 

Metropolitan 

Planning 

Organization

(Austin, TX 

Area) 

Texas Mobility 

Plan 2030

MPO “...[P]rovide pedestrian facilities/bicycle accommodations with all new 

construction and reconstruction of roadways in this plan within urban and 

suburban areas unless pedestrians/bicycles are prohibited by law from using 

the roadway, or the jurisdiction constructing the project has demonstrated that 

providing the bicycle accommodation is not feasible due to excessive cost.”

Arlington 

County, VA

Master 

Transportation 

Plan 

County “Ensure all streets are ‘complete streets,’ safe and comfortable for 

pedestrians, bicyclists, transit riders, motorists and other users.”

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 31 95

Agency Year Modes Covered Users with 

Disabilities

Older 

Adults

Policy 

Reach

Purpose 

& Vision Coverage Context

Champaign, IL 2008

Washtenaw 

County, MI

2006

St. Joseph 

Area 

Transportation 

Study 

Organization

(St. Joseph, 

MO Area) 

2001

East-West 

Gateway 

Council

(St. Louis, MO 

Area) 

2007

Charlotte, NC 

Department of 

Transportation

2007

New York City, 

NY

2008

Capital Area 

Metropolitan 

Planning 

Organization

(Austin, TX 

Area) 

2005

Arlington 

County, VA

2006

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 

appendix a | complete streets

policy inventory and evaluation
32 | Appendix A: Complete Streets Policies 96

aarp public policy institute

Agency Policy Level Description/Language

State of 

Vermont 

Agency of 

Transportation

Bicycle 

Pedestrian Plan

State “Institutionalize bicycle and pedestrian planning and accommodation within 

all VAOT programs and project development...Accommodate the need 

for flexibility with respect to established design standards and increased 

awareness of aesthetic considerations with transportation project design...

Develop a bicycle and pedestrian design manual for use by bicycle and 

pedestrian project designers and agency personnel.”

Madison Area 

Transportation 

Planning 

Board

(Madison, WI 

Area)

Regional 

Transportation 

Plan Update

MPO “Develop and maintain a safe, effective, and efficient street and roadway 

system that meets the combined needs of all users for travel within and 

through the region, and enhances community and economic vitality.”

Type: Manual/ Standards

San Diego, CA Street Design 

Manual

City “To offer guidelines for the design of streets that will create harmony and 

promote function for all users while respecting and supporting the needs of 

the surrounding community.”

Sacramento, 

CA

Best Practices 

Guide

City “This document outlines an approach to designing streets that are more 

“complete” in the sense of accomplishing all of the goals associated with the 

dominant form of public space in urban societies – our streets...Complete 

streets are those that adequately provide for all roadway users, including 

bicyclists, pedestrians, transit riders, and motorists, to the extent appropriate 

to the function and context of the street.”

Basalt, CO Complete Street 

Design

City “Creating a pedestrian environment priority within the overall transportation 

system and ensuring all modes are adequately considered and properly 

addressed is a goal of this document and of the Town of Basalt...While there 

needs to be functionality to the management of the vehicle, there also needs 

to be safety, accessibility, and pleasure for individuals walking or using 

alternative transportation to move and enjoy the qualities of Basalt.”

LouisvilleJefferson 

Metro, KY

Complete Streets 

Manual

County & 

City

“Louisville Metro’s transportation system shall accommodate and balance a 

broad range of factors within all transportation and development projects, both 

new and retrofit, including design, planning, maintenance, and operations, 

for the entire right of way. The goal of this policy is to develop a multi-modal 

network....”

State of 

Massachusetts

Project 

Development and 

Design Guide

State “...[T]o ensure that the safety and mobility of all users of the transportation 

system (pedestrians, bicyclists and drivers) are considered equally through all 

phases of a project so that even the most vulnerable (e.g., children and the 

elderly) can feel and be safe within the public right of way.”

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 33 97

Agency Year Modes Covered Users with 

Disabilities

Older 

Adults

Policy 

Reach

Purpose 

& Vision Coverage Context

State of 

Vermont 

Agency of 

Transportation

1998

Madison Area 

Transportation 

Planning 

Board

(Madison, WI 

Area)

2006

Type: Manual/ Standards

San Diego, CA 2002

Sacramento, 

CA

2005

Basalt, CO 2005

LouisvilleJefferson 

Metro, KY

2007

State of 

Massachusetts

2006

This inventory of policy language is based on an assessment by the National Complete Streets Coalition as part of an AARP Public Policy Institute research project; actual policy performance was not evaluated. It is based on policies in the National Complete Streets Coalition database as 

of December 2008. 

appendix a | complete streets

policy inventory and evaluation
Appendix B:

Examples of Walking and Bicycling Policies 

and Policy Language Excerpts

34 | Appendix B: Examples of Walking and Bicycling Policies and Policy Language Excerpts

Complete Streets Policies

Funding Policies

◗ Entity ◗ Source ◗ Policy Language

Cambridge, 

MA

Boston Regional 

Bike Plan 2007

CMAQ [Congestion Mitigation and Air Quality] and TE [Transportation Enhancement] funds should be fully obligated. . . . 

Allocating funds to TE and CMAQ to the full obligation authority would show a commitment to a more sustainable 

transportation system.

A mechanism for funding smaller scale bicycle and pedestrian projects should be developed.

The Chapter 90 Program, funded by the State, is a 100 percent reimbursement program for local transportation projects. 

Chapter 90 funds may also be used to design and construct bicycle and pedestrian projects.

Boston MPO should consider a funding program for the local communities in Boston Region to develop local bicycle and 

pedestrian plans.

Charlotte, NC City of Charlotte 

Bicycle Plan

Seek all potential funding opportunities to implement the recommendations in the Bicycle Master Plan.

The City will strive to continue to fund the full-time Bicycle Program Manager position to spearhead the City’s bicycle 

planning efforts. 

The City will strive to provide an annual allotment for bicycle improvements in the City budget to implement bicycle projects 

called for in this Plan and to leverage other funds.

The City will seek State and Federal funds for bicycle projects.

The City will seek additional funding and partnerships for planning, design, and construction of critical greenway and bike 

connection projects.

The City will seek public and private partnerships to implement bicycle improvements.

Colorado Colorado 

Department of 

Transportation

Virtually all the major transportation funding programs can be used for bicycle and pedestrian-related projects. It is the intent 

of this policy to apply funds in the most efficient and effective way possible by integrating full consideration of bicycle and 

pedestrian needs early in the project development and programming process, by encouraging use of low-cost solutions to 

increase safety and mobility for all modes, and by focusing on high-priority bicycle corridors for the more costly improvements. Project programming estimates used for the Statewide Transportation Implementation Program (STIP) shall include 

the costs related to planned bicycle and pedestrian accommodations.

Columbus, OH Columbus 

Bicentennial 

Bikeways Plan

Clear Ohio Trail Fund: Columbus receiving approximately $400,000 per year to fund cyclists. 

Bicycle facility funding is estimated at 25 percent of the total available funding for Columbus.

Madison, WI Platinum Biking 

City Plan 2008

Establish a mini-grant program to support community efforts that encourage bicycling.
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 35

Federal 

Nonmotorized 

Transportation 

Pilot Program1

In carrying out the program, the Secretary may make a grant of $6,250,000 per fiscal year for each of the communities set 

forth in subsection (a) to State, local, and regional agencies that the Secretary determines are suitably equipped and 

organized to carry out the objectives and requirements of this section. An agency that receives a grant under this section may 

suballocate grant funds to a nonprofit organization to carry out the program under this section.

AUTHORIZATION OF APPROPRIATIONS.—There is authorized to be appropriated to carry out this section, out of the Highway 

Trust Fund (other than the Mass Transit Account), $25,000,000 for each of fiscal years 2006 through 2009. (2) CONTRACT 

AUTHORITY.—Funds authorized to be appropriated by this section shall be available for obligation in the same manner and to 

the same extent as if the funds were apportioned under chapter 1 of title 23, United States Code, except that the Federal 

share of the cost of the project shall be 100 percent, and the funds shall remain available until expended and shall not be 

transferable.

Minneapolis, 

MN

Minneapolis 

Pedestrian Plan 

2009

The City will explore potential cost‐sharing programs, such as the bike rack cost share program, to fund different types of 

pedestrian improvements.

ORS 366.514 

Funding Bill

The law requires that in any given fiscal year, the amounts expended to provide walkways and bikeways must be a minimum 

of 1 percent of the state highway fund received by the Department, a city, or county.

New 

Hampshire

New Hampshire 

Statewide 

Bicycle and 

Pedestrian Plan

NHDOT [New Hampshire Department of Transportation] will receive approximately $31.4 million in NHS [National Highway 

System] funds each year. These funds may be used for . . . bicycle transportation, and pedestrian walkways.

All classes of STP [Surface Transportation Program] funds can be used for bicycle/pedestrian projects.

New York 

State

Law A 2343 

Hoyt

The new law includes bicycle and pedestrian paths within the types of construction and improvement projects of the 

department of transportation which are eligible for “Marchaselli funds.” These funds can be used for the local 20 percent 

match for federal funding projects and the law specifies that such eligibility shall not be interpreted to restrict the use of other 

funds for the design, construction, land acquisition, or other ancillary uses for bicycle paths or pedestrian paths. 

Portland, OR Bicycle Bill 

366.514

Oregon Bicycle 

and Pedestrian 

Advisory 

Committee

2009 Oregon 

Statewide 

Bicycle and 

Pedestrian 

Transportation 

Plan

Safe Routes to 

School

Out of the funds received by the department or by any county or city from the State Highway Fund reasonable amounts shall 

be expended as necessary to provide footpaths and bicycle trails, including curb cuts or ramps as part of the project. 

Footpaths and bicycle trails, including curb cuts and ramps as part of the project, shall be provided wherever a highway, road 

or street is being constructed, reconstructed or relocated. Funds received from the State Highway Fund may also be 

expended to provide footpaths and trails along other highways, roads, and streets and in parks and recreation areas. The 

amount expended by the department or by a city or county as required or permitted by this section shall never in any one 

fiscal year be less than 1 percent of the total amount of the funds received from the highway fund.

The Pedestrian and Bicycle Grant Program is a competitive grant program that provides approximately $5 million dollars 

every 2 years to Oregon cities, counties, and ODOT [Oregon Department of Transportation] regional and district offices for 

design and construction of pedestrian and bicycle facilities. Proposed facilities must be within public rights-of-way.

Portland receives $1 million in traffic fine revenues annually and dedicates a portion of those funds to bicycle and pedestrian 

safety campaigns.

In Portland, OR, a portion of an increase in fines for violations such as speeding and red-light running goes to the 

comprehensive pilot Safe Routes to School program at 25 elementary schools. The program has generated over $1.2 million 

in its first 2 years.

San Francisco, 

CA

City and County 

of San Francisco

Notes to Basic 

Financial 

Statements

The one-half cent sales tax would be used for maintenance of local streets; transportation for the elderly and disabled; 

construction of a Central Subway; upgrades to the bus system, including new buses, stations, and dedicated lanes; a Caltrain 

extension to a new Transbay Terminal; projects to improve pedestrian and bicycle safety; support for regional transportation 

systems (BART, Caltrain, and ferries); and replacing the roadway to Golden Gate Bridge (Doyle Drive).
Bicycle 

Programs for 

City and County 

of San Francisco 

Employees

The City offers employees the following two bicycle programs: 

1. The City Bicycle Fleet: Instead of driving from one meeting to another, employees can conduct work-related business by 

pedaling around San Francisco, helping reduce vehicle trips and greenhouse gas emissions. Individuals or departments can 

sign up to receive a free bicycle, helmet, U-lock, and a 1-year maintenance plan. 

2. The City Hall Bicycle Room: For employees who work at or near the City Hall, there is a secure bike room available to store 

bicycle and personal items for day use only. Lockers and showers are also available. 

San Francisco County Transportation Authority: The Authority is the designated TFCA [Transportation Fund for Clean Air] 

Program Manager for San Francisco. In that capacity, it programs approximately $800,000 every year to bicycle, pedestrian, 

and other transportation projects that help clean up the air by reducing motor vehicle emissions. The Authority also provides 

assistance to project sponsors in applying regional TFCA funds, programmed directly by the Bay Area Air Quality Management District. 

Tucson, AZ Regional Bicycle 

Plan 2009

Regional Transportation Authority’s (RTA) regional transportation plan includes $60 million for Bicycle, Pedestrian, and 

Shared-use Path facilities (as part of the much larger $2.1 billion RTA plan).

Provide dedicated local funding sources for the construction and maintenance of bikeways: Revenue Bonds issued by local 

jurisdictions, General Obligation bonds issued by local jurisdictions, Roadway Overlay Program (local jurisdictions), RTA funds, 

Public/Private Grants, Highway User Revenue Funds (HURF).

Bicycle facilities can be built using local and federal funds, and can take advantage of the land use development process. 

Developers, in constructing commercial and industrial properties, provide roadway improvements and new construction, 

including bicycle facilities, lockers, and racks for employees and customers.

Regional 

Pedestrian Plan 

2000

Support the establishment of a dedicated funding source for alternative modes of travel. 

Encourage local jurisdictions to establish and/or increase their budgets for pedestrian facilities.

Encourage the formation of Special Improvement Districts (SID) for pedestrian facility construction in neighborhoods. 

Wisconsin Funding for 

Bicycle and 

Pedestrian 

Facilities

Sidewalk Construction—Each year, WisDOT [Wisconsin Department of Transportation] constructs or replaces about 15 miles 

of sidewalk and another mile of sidewalk as part of bridge projects at an annual investment of about $1.5 million.

Safety, Education, and Enforcement—WisDOT invests about $350,000 of federal and state funds each year on bike and 

pedestrian education, safety, and enforcement.

Bicycle 

Transportation 

Plan for 

Madison Urban 

Area and Dane 

County 

(September 

2000)

WisDOT created the Transportation Demand Management (TDM) Grant Program in 1991, which is supported solely with state 

funds. Projects that promote alternatives to automobile travel. including bicycling and walking, are eligible for funding. A 20 

percent applicant matching share is required.

Thirty percent of the Recreational Trails Program funds must be used for nonmotorized trail uses, and 40 percent for diverse 

trail uses (any combination).

The Dane County Highway and Transportation Department has a relatively small “Bicycle Paths” fund, which may be used 

by local municipalities for bicycle-related projects. No more than 50 percent of the total available funds may be requested 

by any one municipality. 

36 | Appendix B: Examples of Walking and Bicycling Policies and Policy Language Excerpts
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 37

Planning Policies

◗ Entity ◗ Source ◗ Policy Language

Davis, CA Comprehensive 

Bike Plan 2006

Assure safe and convenient bicycle access to all areas of the city. 

Provide bicycle lanes along all collector and arterial streets.

Cambridge, MA Journey to 2030 

(Boston Region 

Metropolitan 

Transportation Plan)

To improve mobility for people and freight, the MPO [metropolitan planning organization] will provide better 

access for all to transportation throughout the region, including for our youth, elderly, and disabled users, and 

members of zero-vehicle households. This includes identifying and addressing structural and operational barriers 

to mobility. To improve mobility for people and freight, the MPO will:

• Put a priority on projects and programs that increase the availability of transportation options for people and 

freight by improving connections, access to and within the system, services, and infrastructure to meet needs.

• Assist agencies and communities in planning and implementing projects that provide bicycle and pedestrian 

routes, networks, and facilities.

Boston Regional 

Bike Plan 2007

To better distribute knowledge and technical assistance, MAPC [Metropolitan Area Planning Council] should 

develop materials such as a handbook, Web site, and video that address the process of planning, funding, 

constructing, and maintaining shared-use paths.

Boston Regional 

Bike Plan 2007

To guide users of off-road paths to destinations and to other bicycle routes, it is vital to include descriptive 

signage along the route, especially at the path’s beginning and end. Signage can be provided on kiosks with a 

map of an entire path, indicating connections and destinations, or with directional signs provided at junctions 

with important roads or other paths. Printed bicycle maps are a valuable tool as well, but the reality is that not 

every cyclist will have the right map with them at all times: it should be easy for cyclists without a map to find 

popular destinations and connect to other routes. 

To improve safety and security for all transportation system users and prepare the transportation system for its 

role in emergency response preparedness, the MPO will:

• Support designs and fund projects and programs that address safety problems and enhance safe travel for all 

system users. This includes designs and projects that encourage motorists, public transportation riders, bicyclists, 

and pedestrians to share the transportation network safely. 

To promote the integration of land use, economic development, and transportation planning to achieve 

efficiencies; benefits for mobility and the environment, including sustainable communities and transportation; 

and stronger economic opportunities, the MPO will:

• Make transportation investments where existing or planned development will encourage public transportation 

use, walking, and bicycling.

Boston Regional 

Bike Plan 2007

Cities and towns without an advisory bicycle and pedestrian committee, or with an unofficial committee, should 

explore creating an official local bicycle and pedestrian committee.
38 | Appendix B: Examples of Walking and Bicycling Policies and Policy Language Excerpts

Charlotte, NC City of Charlotte 

Bicycle Plan

Incorporate bicycle facilities in all transportation planning, design, and construction activities.

The Bicycle Program Manager should continue to be a member of the Mecklenburg-Union Metropolitan Planning 

Organization’s Technical Coordinating Committee (TCC). This continued appointment will ensure that bicycle 

issues have a voice on projects and planning initiatives at the regional level.

The City will require that Bicycle issues be considered in all plan reviews and that the Bicycle Program Manager 

has a voice in all roadway construction review processes.

The City will continue to incorporate prioritized bicycle improvements into the annual Transportation 

Improvement Program (TIP).

The City should update the Bicycle Master Plan every 5 years in conjunction with TIP updates.

The City will coordinate with the Mecklenburg County Parks and Recreation Department to provide connections 

between on-street bikeways and greenway trails.

The City will seek to improve coordination between resurfacing and bicycle planning efforts.

The City will strive to complete the Near to Medium-Term bicycle route network by 2015. In doing so, it will 

enable the City to exceed the goal set in the TIP to create 150 miles of bicycle facilities by 2015.

The City should install a signed bicycle route system as shown on the Bicycle Route Network and Near to 

Medium-Term Opportunities maps in this Plan. This will accomplish Policy 2.6.2 in the TIP which states “The City 

will place bike route signs on selected local streets as bike routes, as needed, to provide a connected network of 

bikeways.” These signed bicycle routes should be on roads with favorable bicycling conditions that also provide 

important functional connections throughout the City. Signed routes can link major destinations such as key parks, 

transit stations, and schools while providing information on continuous bicycle routes in the City. Signed routes 

also draw attention to bicycling as an efficient form of transportation.

The City will explore ways that the Urban Street Design Guidelines and key code changes can provide for bicycle 

connections between residential developments and activity centers and between new roads and the existing 

road network.

The City will consider amending the subdivision and zoning ordinances to incorporate provisions for on-road 

bicycle facilities and other bicycle-friendly amenities.

Colorado Colorado Department 

of Transportation

Planning for existing and potential bicycle and pedestrian use shall be integrated into the overall Statewide 

transportation planning process. Along with the Statewide Long Range Plan update, a statewide bicycle and 

pedestrian plan will be developed or revised as part of that process. CDOT [Colorado Department of Transportation] staff shall provide technical support and education assistance for bicycle and pedestrian planning to the rural 

Transportation Planning Regions (TPRs). Planning for bicycle and pedestrian improvements shall be consistent 

with local and regional transportation plans. The transportation planning process shall identify criteria for 

high-priority corridors that can be used to evaluate locations within each region for bicycle and pedestrian 

improvements for the purpose of focusing resources for future improvements and/or maintenance activities. 

The Metropolitan Planning Organizations include a bicycle and pedestrian plan as part of their Regional 

Transportation Plan (RTP). Those plans will be included within the Statewide Long Range Plan.

Colorado Department 

of Transportation

It is the policy of the Colorado Transportation Commission to provide transportation infrastructure that 

accommodates bicycle and pedestrian use of the highways in a manner that is safe and reliable for all highway 

users. The needs of bicyclists and pedestrians shall be included in the planning, design, and operation of 

transportation facilities, as a matter of routine. A decision to not accommodate them shall be documented 

based on the exemption criteria in the procedural directive.
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 39

Colorado Department 

of Transportation

CDOT shall continue its ongoing programs that support education for motorists, bicyclists, pedestrians, and law 

enforcement personnel regarding their shared responsibilities, as well as programs that provide design and 

planning instruction to internal and external audiences.

Columbus, OH City of Columbus 

Operation 

SAFEWALKS

SAFEWALKS program: Operation SAFEWALKS was created by Mayor Coleman in February 2007 and aims 

to provide safe pedestrian routes along major arterial roadways through the investment in new roadway 

infrastructure, including sidewalks, within older areas of the City of Columbus incorporated by 1958. The 

program signals a more meaningful cooperation between the Departments of Public Utilities and Public 

Service in how they manage their Capital Improvement Programs (CIP) to advance pedestrian safety. 

Issues to be addressed by any projects under Operation SAFEWALKS include: 

• Provision of safer pedestrian routes along older arterial roadways; 

• Installation of storm sewers, curbs, and gutters along roadways where flooding occurs; 

• Resolution of roadway and adjacent property flooding; 

• Replacement of old roadway pavement. 

Leadership in 

Energy and 

Environmental 

Design

LEED School 

Rating System

Provide dedicated bike lanes that extend at least to the end of the school property in two or more directions with 

no barriers (e.g., fences) on school property.

Madison, WI Platinum Biking 

City Plan 2008

Accelerate development of bicycle routes, lanes, and paths.

Create a community of compact, walkable, transit and bicycle-oriented mixed-use neighborhoods, districts, 

and corridors.

Identify an arterial bicycle network and incorporate into the Bicycle Transportation Plan and other 

appropriate plans.

Study and determine a location for two to three bike boulevards. Construct one and evaluate.

Develop, implement, and enforce a written bicycle access policy through and around public and private 

construction projects.

Complete a comprehensive review of physical barriers and missing links to biking routes.

Accelerate elimination of sidewalk bike routes by providing convenient alternate routes and/or bike lanes.

Identify, formalize, and improve known bike “shortcuts.” 

Convert current bike route network and signage to a destination-based network. Ensure traffic signals actuate to 

bicycles and allow sufficient time for a bicyclist to cross the street with the signal. 

Consider bicycle signals (has bike symbol) at appropriate signal locations where bikes may have a different 

movement than a motor vehicle.

Develop policy to mark bike lanes at signalized intersections on bike routes (and other streets where bikes are 

expected) even if the street does not have bike lanes. 

Where a side path crosses an intersecting street with a stop sign or yield sign, place a supplemental sign indicating 

two-way bicycle traffic. Install bicycle actuation for signals and pedestrian countdown signals at signalized path 

crossings (where appropriate). Adjust signal timing/progression on significant bike routes to better favor bicycle 

commuters.

Update and repair the current network of wayfinding map signs on the path system and install additional 

wayfinding map signs on the expanding path system and at key locations on the street system. Ensure that path 

etiquette is clearly outlined. Evaluate placing stop signs on low-volume local streets where a high-volume path 

crosses. Evaluate adding lighting to paths or sections of paths that do not currently have lighting. Install Bicycle 

Friendly Community signs at path and on-street bike route entrances to the city.
40 | Appendix B: Examples of Walking and Bicycling Policies and Policy Language Excerpts

Review and strengthen the zoning ordinance to ensure adequate onsite pedestrian and bicycle access, parking, 

and circulation.

Review and strengthen the subdivision ordinance to ensure a connected street network with bicycle facilities.

Develop a map of urban-to-rural routes and a written policy for their future preservation and rehabilitation.

Provide all needed bicycle facilities when constructing or reconstructing city streets and including the 

requirements of bicycle traffic in the design of all traffic control devices.

City of Madison 

Comprehensive 

Plan

In general, the City will encourage and support the transformation of existing, auto-oriented strip commercial 

areas, stand-alone “big box” retail developments, conventional suburban-style shopping centers, and malls into 

compact, mixed-use “town centers” that are visually attractive and equally conducive to pedestrian, bicycle, transit, 

and motor vehicle activity. Such transformations should be consistent with adopted detailed plans for the area. 

Create a city interdepartmental staff team to meet at least quarterly to improve communication and joint planning 

for future bicycle facilities.

Dedicate shared-use paths recommended in adopted plans in the same manner as streets and roads in the 

development approval process.

Support designing new neighborhoods to minimize the need for driving to access school, shopping, and 

recreational facilities.

To enhance pedestrian comfort and create a more pedestrian-oriented environment, encourage a mix of land 

uses and densities, high-quality design of the built environment, and pedestrian-scale streetscapes.

Enhance the pedestrian environment and pedestrian connections throughout the City of Madison. Encourage a 

scale of development and variety of land uses that make walking an attractive alternative to other means of travel.

Madison 

Comprehensive 

Plan

Integrate on-street bicycle lanes as part of roadway construction and reconstruction projects. Stripe and sign 

on-street bicycle routes and lanes, as appropriate.

Ensure that bicycle facilities are adequately planned for as part of Madison’s detailed neighborhood development 

planning processes. 

Ensure that these planned bicycle facilities provide for good connectivity within and between neighborhoods.

Ensure that facilities for bicycling and walking are included as components of newly constructed or reconstructed 

arterial or collector streets, and local streets, as appropriate.

Sidewalks should be provided on all new streets in all new subdivisions.

Improve and enhance the pedestrian connections between buildings within development areas, utilizing 

pedestrian amenities such as trees, planters, street furniture, awnings, building windows, etc. 

Consider the use of in-street “yield to pedestrian” signs in neighborhood business districts.

Identify existing barriers to bicycle and pedestrian mobility (such as highways without adequate crossing facilities, 

cul-de-sacs, and other nontraditional street designs such as L-shaped streets) and prioritize locations where 

improvements are most needed. Such improvements could include new crossings or connections to link areas 

within neighborhoods (including sidewalks or multiuse paths that link the ends of cul-de-sacs to one another). 

Identify barriers to pedestrian mobility for users of the pedestrian system with special needs (such as elderly 

populations and wheelchair users) and prioritize locations where improvements are most needed. Such 

improvements could include pedestrian ramps and special crossing accommodations.

Require continuity of walking and/or bike paths along the lakeshore adjacent to new lakeshore development.

Retain public rights-of-way that extend to the lakeshore and improve and maintain them to provide pedestrian 

access to the lake, whether or not they are improved for vehicular traffic.

Madison General 

Ordinances

The Subdivider, at his/her sole expense, shall install public streets and walkways within the subdivision in 

accordance with the plans prepared by the City Engineer.
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 41

Minneapolis, 

MN

2008 Comprehensive 

Plan Policies Relating

to Bicycles

Ensure that development plans incorporate appropriate transportation access and facilities, particularly for bicycle, 

pedestrian, and transit.

Support a limited number of Major Retail Centers, while promoting their compatibility with the surrounding area 

and their accessibility to transit, bicycle, and foot traffic.

Encourage growth and reinvestment by developing a multimodal transportation system that includes light rail, 

commuter rail, intercity high-speed rail, streetcars, high-frequency buses, and other modes.

Endorse the use of alternative modes of transportation, such as public transit, bicycles, car and bike share 

programs, and carpools, as well as promote alternative work schedules.

Ensure that bicycling throughout the city is safe, comfortable, and pleasant.

Complete a network of on- and off-street primary bicycle corridors where bicycles are given priority. Strive to 

accommodate bicycles on all streets but, when other modes take priority in a corridor, provide accessible 

alternate routes. 

Increase public recreational access to and across the river in the form of parks, cyclist/pedestrian bridges, 

greenways, and trails along the river. 

Minneapolis Plan for 

Sustainable Growth

Ensure that development plans incorporate appropriate transportation access and facilities, particularly for bicycle, 

pedestrian, and transit.

Support a limited number of Major Retail Centers, while promoting their compatibility with the surrounding area 

and their accessibility to transit, bicycle, and foot traffic.

Encourage walking throughout the city by ensuring that routes are safe, comfortable, and pleasant.

Through attention to the mix and intensity of land uses and transit service, the City will support development 

along Community Corridors that enhances residential livability and pedestrian access.

The Metropolitan 

Council 2030 

Transportation 

Policy Plan

Local governments shall consider safe and convenient access when planning neighborhoods and places with the 

potential to draw significant numbers of pedestrians, such as schools, civic gathering sites, and employment and 

commercial centers. In addition, cities, counties, and MnDOT [Minnesota Department of Transportation] shall 

consider pedestrians when planning, designing, and constructing all roadways and bridges.

The Council will coordinate with MnDOT’s Bicycle and Pedestrian section and city and county planners to improve 

interjurisdictional coordination and provide technical assistance to communities.

The Metropolitan Council will work with local trail implementing agencies, MnDOT, the DNR [Department of 

Natural Resources], counties, and cities to develop and implement a signage plan, including guidelines for sign 

content and placement to help bicyclists navigate the network within and between jurisdictions.

The Metropolitan Council, along with local and state agencies, will coordinate planning efforts to develop efficient 

and continuous bikeway systems and pedestrian paths, eliminate barriers and critical gaps, and ensure adequate 

interjurisdictional connections and signage.

Local and state agencies will implement a multimodal roadway system and design and planning for principal or 

minor arterial road construction, and reconstruction projects will explicitly consider off-road walkway and both 

on- and off-road bicycle accommodation with special emphasis placed on travel barrier removal and safety for 

bicyclists and pedestrians.

The Council supports interjurisdictional coordination to resolve conflicts and to create connections across 

boundaries (for continuous bike network).

Every bridge that is newly constructed or reconstructed that removes or crosses a barrier for pedestrians and 

bicyclists must safely accommodate bicycle and pedestrian travel unless a reasonable alternative exists within 

one-half mile for bicyclists and one-quarter mile for pedestrians.
42 | Appendix B: Examples of Walking and Bicycling Policies and Policy Language Excerpts

When there is potential for trail user conflict, bicycle facilities should be separate from pedestrian

facilities. All new or reconstructed roadways, with the exception of freeways, should be designed with

the assumption that bicycles and pedestrians may use them and so designed to minimize conflict with

motorized vehicles. Particular attention to bicycle and pedestrian safety should be paid at intersections

where vehicle movement is most complex and conflict points increase.

The Council encourages local governments to implement a system of interconnected arterial and local streets, 

pathways, and bikeways.

Zoning Code Most zoning districts should have “pedestrian walkways connecting building entrances to public sidewalks.”

Zoning Code:

Pedestrian 

Oriented Overlay

Districts

The purpose of these districts is to preserve and encourage the pedestrian character of commercial areas and 

to promote street life and activity by regulating building orientation and design and accessory parking facilities, 

and by prohibiting certain high-impact and automobile-oriented uses. There are currently 17 Pedestrian 

Oriented Overlay Districts in Minneapolis, including many of the activity centers and commercial corridors 

identified in The Minneapolis Plan for Sustainable Growth.

Minneapolis 

Pedestrian Plan 2009

Establish sidewalks as standard infrastructure.

Investigate funding sources and legal mechanisms to fill sidewalk gaps: The City will investigate funding tools and 

legal mechanisms to fill sidewalk gaps, including the current requirement that private property owners fund 100 

percent of the cost of sidewalk infill and a potential 50/50 cost share program similar to the bike rack cost share 

program where the cost is shared equally between the City and property owner.

Maintain and improve pedestrian network connectivity. 

The City will implement the skyway‐related recommendations in the Access Minneapolis Downtown 

Transportation Action Plan related to skyway expansion, skyway and building design, skyway‐sidewalk vertical 

access, wayfinding, hours of operation, maintenance, and security.

The City will continue to work with community partners to implement pedestrian wayfinding improvements in 

appropriate locations and where funding and responsibility for maintenance of signage is established.

The City will develop wayfinding signage guidelines to foster consistent placement, use, and design of wayfinding 

signage and to create a highly legible Minneapolis wayfinding system.

Identify and remove accessibility barriers on pedestrian facilities.

Improve and institutionalize best design practices for accessibility.

The City will investigate using the school pedestrian safety program model for other types of vulnerable users, 

such as a Safe Routes to Parks program or a Safe Routes for Seniors program. The City will pursue potential 

funding sources to support these potential programs.

The City will investigate strategies to encourage private property owner participation in keeping porch and 

storefront lighting on at night.

The City will implement a coordinated street furniture program to improve the condition and placement of bus 

shelters, bus benches, and potentially other street furniture.

The City will continue to implement the successful Art in Public Places program to integrate public art into the 

pedestrian environment. The City will also support other arts partnerships that enhance the pedestrian environment and that comply with City policies and regulations.

The City will investigate new approaches for creating vibrant public spaces for street life. This could include 

expanded use of street vendors, pocket parks, and spaces for sidewalk cafes.

Local governments shall consider the needs of all bicyclists—experienced, commuter, and recreational—when 

planning and designing bicycle facilities and programs.
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 43

When planning for bicycle transportation, local governments should seek the knowledge of local bicyclists to 

understand the local conditions for bicycling and to identify barriers to travel and safety problems. Many 

jurisdictions have created bicycle advisory committees that provide advice to cities and counties on bicycle issues 

in transportation.

New York, NY NYC Bicycle Master Plan 

1997, Appendix A: 

Recommendations

Reconstructing New York City with Bicycles In Mind. City agencies should consider permanent, dedicated bicycle/

pedestrian facilities in the planning, design, and reconstruction of such major facilities as bridges and highways.

New York City Bike 

Master Plan 1997

Implement the city-wide network, starting with the on-street priority routes.

Implement the New York City Greenway system.

Investigate enhanced access and safety to Brooklyn and Manhattan termini of the promenade (Bridge Access).

PlaNYC Agenda—

Promote Cycling We will complete the city’s 1,800-mile bike master plan.

Portland, OR Portland Bicycle 

Plan For 2030

Create conditions that make bicycling more attractive than driving for trips of 3 miles or less. Form a citywide 

network of connected bikeways on streets, including streets with low traffic speeds and low traffic volumes. 

Provide the highest degree of separation on busier streets to preserve access to common destinations. 

Accommodate cyclists of all ages and abilities.

Provide continuous bicycle facilities and eliminate gaps in the bikeway network. 

Install bicycle signage along bikeways where needed to define the route and/or direct bicyclists to a destination 

or other bikeway. 

Maintain a system of bikeways to serve all bicycle users and all types of bicycle trips in a manner that makes 

bicycling more attractive than driving for short trips. This system include “bicycle districts,” “major city bikeways,” 

“city bikeways,” “local service bikeways.”

Ensure that the health, social, economic, and environmental benefits of bicycling are accessible to all Portlanders 

regardless of race, ethnicity, age, economic status, geographical location, or language spoken. 

Promote bicycling as safe and convenient transportation to and from school. Provide bikeway system 

improvements that will serve key destinations, such as Metro 2040 centers and main streets, employment 

centers, commercial districts, transit stations, institutions, schools, and recreational destinations. Support 

bike-sharing programs aimed at visitors, tourists, employees, and residents to increase access to bicycles. 

Provide planned bicycle facilities on designated alignments and in conjunction with street improvements, or 

develop equally safe and convenient alternative access for bicycles on parallel streets when the appropriate 

bikeway facility cannot be provided on the designated street.

Require adequate right-of-way or easements where adequate space for planned bikeway and pedestrian facilities 

is not available.

Seattle, WA Designation 2030 By the year 2030, biking and walking could account for as much as 20 percent of all trips in the region. 

Destination 2030 calls for creating a regionally integrated network of nonmotorized facilities linking bicycle and 

pedestrian infrastructure within urban places and connecting these facilities to regional transit services. Priority 

investments are those that complete the nonmotorized system by filling gaps in the existing network, creating 

connections to, and improved circulation within, urban centers and high-capacity station areas, and developing 

intermodal connections. Nonmotorized transportation investments include:

• Over 700 miles of new paths and bikeways by 2010, including over 180 miles of separated off-road bicycle/

pedestrian paths and over 550 miles of on-road bicycle lanes.

• Over 500 additional miles of new paths and bikeways by 2030, including over 170 additional miles of off-road 

bicycle/pedestrian paths and over 370 miles of on-road bicycle lanes.

• Five commuter bicycle stations by 2010.

• Pedestrian improvements in selected transit station and designated urban center zones.
44 | Appendix B: Examples of Walking and Bicycling Policies and Policy Language Excerpts

Seattle Comprehensive 

Plan 2004–2024

Provide sufficient transportation facilities and services to promote and accommodate the growth this Plan 

anticipates in urban centers, urban villages, and manufacturing/industrial centers while reducing reliance on 

single-occupancy vehicles.

Designate, in the Transportation Strategic Plan, a bicycle classification network to accommodate bicycle trips 

through the City and to major destinations. Designate as follows:

• Urban Trails: a network of on- and off-street trails that facilitate walking and bicycling as viable transportation 

choices, provide recreational opportunities, and link major parks and open spaces with Seattle neighborhoods. 

• Streets: an on-street bicycle network that connects neighborhoods and urban centers and villages and serves 

major intermodal connections.

• Increase walking and bicycling to help achieve City transportation, environmental, community, and public health 

goals. Improve mobility and safe access for walking and bicycling, and create incentives to promote nonmotorized 

travel to employment centers, commercial districts, transit stations, schools and major institutions, and recreational 

destinations. 

• Create and enhance safe, accessible, attractive, and convenient street and trail networks that are desirable 

for walking and bicycling. Look for opportunities to reestablish connections across I-5 by enlarging existing 

crossings, creating crossing under, or constructing lids over I-5 that can also provide opportunities for 

development or open space.

• Recognize that stairways located within Seattle’s public rights-of-way serve as a unique and valuable pedestrian 

resource in some areas of the City. Discourage the vacation of public rights-of-way occupied by stairways, and 

protect publicly owned stairways from private encroachment.

• Accelerate the maintenance, development, and improvement of pedestrian facilities, including public stairways. 

Give special consideration to: access to recommended school walking routes; access to transit, public facilities, 

social services, and community centers; access within and between urban villages for people with disabilities and 

special needs; areas with a history of pedestrian/motor vehicle crashes and other safety problems; and areas with 

high levels of growth.

• Provide and maintain a direct and comprehensive bicycle network connecting urban centers, urban villages, 

and other key locations. Provide continuous bicycle facilities and work to eliminate system gaps.

• Provide facilities for nonmotorized modes of travel that keep pace with development in the City.

• Promote safe walking, bicycling, and driving behavior through education, enforcement, and engineering 

design in order to provide public health benefits and to reinforce pedestrian, bicycle, and motorist rights 

and responsibilities.

Tucson, AZ Arizona Department 

of Transportation 

Statewide Bicycle 

and Pedestrian Plan

Promote the link between land use and transportation by encouraging smart growth initiatives.
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 45

Davis, CA Comprehensive 

Bike Plan 2006

Consider bicycle-operating characteristics in the design of intersections and traffic control systems.

Require compliance with bikeway policies and standards for new development, including bikeways within 

greenbelts. Ensure interconnection of new facilities with the existing bikeway system.

Cambridge, MA Boston Regional Bike 

Plan 2007

Chapter 90 projects funded by the state are exempt from the excellent design provisions of MassHighway’s 

[Massachusetts Department of Transportation Highway Division] Guidebook for bicyclists and pedestrians, though 

following these provisions is encouraged. EOT and MassHighway should consider what elements of the 

Guidebook might be applied to the Chapter 90 program to ensure that the many roads improved with those 

funds accommodate bicyclists and pedestrians.

Charlotte, NC City of Charlotte 

Bicycle Plan

Design and build new and reconstructed roadways to be bicycle-friendly.

The City and NCDOT [North Carolina Department of Transportation] will require bicycle lanes designed consistent 

with the Urban Street Design Guidelines on all new or reconstructed roadways within the City. Where bicycle 

lanes are not feasible, justifications will be included as part of the road preliminary design process and alternative 

routes will be identified. The City of Charlotte will be widening many roads in the future, and new and reconstructed roads will be part of the development process. The Urban Street Design Guidelines will play an important 

role in ensuring that these new roads include bicycle facilities. In doing so, they will ensure that Charlotte 

becomes a more bicycle-friendly City in the future. 

The City of Charlotte prefers bicycle lanes over wide outside lanes on both City and State-maintained roads.

The City will develop design standards and guidelines for intersection and greenway/bike crossings.

The City will seek to implement a minimum 5-foot bicycle lane on all new or reconstructed bridges and 

overpasses depending on posted speeds and on-street parking.

The City will further study how to retrofit drainage grates in a way that would accommodate paving over the gutter 

pan so as to widen the road for adding bike lanes.

The City will consider eliminating or reducing the gutter pan to 12 inches on roadways with constrained 

right-of-way to improve the quality of the bicyclists’ experience and reduce tensions that exist between passing 

motorists and bicyclists.

Colorado Colorado Department of 

Transportation

The Department will continue to publish a Colorado Bicycle Manual to provide guidance on shared 

roadway usage.

A wide range of options can serve to enhance bicycle and pedestrian mobility. Bicycle and pedestrian accommodation comes in many sizes and styles from signage and striping to sidewalks and shoulders. Context-sensitive 

solution practices shall be used to determine the appropriate solution for accommodating bicyclists and 

pedestrians within the project area so that they are consistent with local and regional transportation plans. 

Proposed bicycle and pedestrian improvements shall be integrated into the overall design process for state 

highway projects. Current AASHTO [American Association of State Highway and Transportation Officials] and 

MUTCD [Manual on Uniform Traffic Control Devices] standards for bicycle and pedestrian facilities shall be used in 

developing potential facility improvements. To provide consistent information on accommodating bicyclists and 

pedestrians on the state highway system, staff shall develop a chapter on bicycle and pedestrian design guidelines 

as part of the existing CDOT Design Manual. Safety analysis of state roadways will include bicycle and pedestrian 

information. Any rumble strip installation shall abide by CDOT’s Rumble Strip Standard M-614-1.

In high-use areas or routes for bicyclists or pedestrians, accommodations for continued use during construction 

will be made or reasonable detour routes will be provided and appropriately signed.

ENGINEERING AND DESIGN Policies

◗ Entity ◗ Source ◗ Policy Language
46 | Appendix B: Examples of Walking and Bicycling Policies and Policy Language Excerpts

Madison, WI Platinum Biking 

City Plan 2008

Convert existing wide streets to two- or three-lane roads with bike lanes.

Review the impact on commuting bicycles of the Rush Hour Parking Policy that converts parking lanes to motor 

vehicle lanes.

Madison Comprehensive 

Plan

New developments should include walkways that create a grid pattern for pedestrians at locations where 

cul-de-sacs and other nontraditional street designs fail to provide direct routes along a roadway sidewalk.

Revise the Standard Detail Drawings and construction standards to address several bicycle-related elements. 

Allow two-way bicycle operation on short one-way streets.

Streets should be designed to facilitate transportation by foot, bicycle, auto, and transit. A balanced circulation 

system promotes mobility choices and helps make transit comfortable and convenient. 

Madison General 

Ordinances

Public walkways or sidewalks shall be installed within all public rights-of-way and public walkway easements 

unless the Plan Commission, after considering the recommendations of the Planning Unit Director, the City 

Engineer, and the Traffic Engineer, determine that public walkways are not required. In making this determination, 

consideration shall be given to anticipated pedestrian volumes, pedestrian access to schools or bus routes, 

continuity of the sidewalk or bicycle route systems, land use density, cul-de-sacs or loop street patterns, and the 

pattern of development of adjacent lands. The installation and location of public walkways may be modified to 

protect and preserve significant trees. 

The subdivider shall install public walkways or sidewalks within the right of way of existing streets on the perimeter 

of the subdivision.

Minneapolis, 

MN

Minneapolis Plan for 

Sustainable Growth

Integrate pedestrian-scale design features into Downtown site and building designs and infrastructure 

improvements.

New multifamily development or renovation should be designed in terms of traditional urban building form with 

pedestrian-scale design features at the street level.

Design streets and sidewalks to ensure safety, pedestrian comfort, and aesthetic appeal.

2008 Comprehensive 

Plan Policies Relating 

to Bicycles

New multifamily development or renovation should be designed in terms of traditional urban building form with 

pedestrian-scale features at the street level. 

Metropolitan Council 

2030 Transportation 

Policy Plan

Pedestrian facilities should be provided along roads unless demonstrated to be impractical, considering that many 

roads in the region currently do not have adjacent sidewalks or separated pedestrian paths. Designs for major 

complex multilane intersections on minor arterials and collectors should also pay particular attention to the safety 

of bicyclists and for pedestrians.

Bicycle facilities should be provided within existing rights-of-way whenever feasible instead of acquiring exclusive 

new rights-of-way. Improvements could include the addition of wide marked shoulders or bike lanes, sidewalks, 

or multiuse paths, as well as intersection treatments that are sensitive to the safety of nonmotorized users of the 

roadway. Improvements for bicycle and pedestrian safety and mobility should be made on minor arterials so long 

as they do not diminish the capability for multimodal function and capacity.

Minneapolis Pedestrian 

Plan 2009

The City will develop a plan and priorities for installing pedestrian countdown signals citywide over the 10-year 

period anticipated to be required by the proposed 2009 version of the MUTCD.

The City will explore new technologies for detecting pedestrians at signals, such as automatic pedestrian detection, 

and for making pedestrian signal push buttons more convenient, such as “hot response” buttons that give a visual 

indication that the signal system has received the pedestrian’s call.
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 47

The City will utilize the Design Guidelines for Streets and Sidewalks in all infrastructure improvements to provide 

the sidewalk and boulevard width needed to accommodate the four distinct pedestrian zones (edge zone, 

furnishing/planting zone, through walk zone, and frontage zone).

The City will design bridges and underpasses to encourage walking.

The City in coordination with the Minneapolis Park and Recreation Board will develop and implement guidelines 

for trees and landscaping in the public right‐of‐way, consistent with previous City Council direction. These 

guidelines will be published as Chapter 9 of the Access Minneapolis Design Guidelines for Streets and Sidewalks.

The City will develop guidelines for staff and contractors on safety and accessibility in work zones, drawing upon 

guidance in the Manual on Uniform Traffic Control.

The City will actively promote use of 311 for the public to report pedestrian issues and track and respond to 

those issues.

The Council supports improvements such as on-street bike lanes or wide shoulders on roads that can 

accommodate them or off-road separated bike paths, as long as they provide safe bicycle travel conditions.

Communities should strive to become truly walkable by including features such as trees, plantings, and other 

landscaping, benches for resting, and attractive pedestrian-scale lighting in pedestrian projects.

New York, NY Street Design Manual

New York City Bike 

Master Plan 1997

Sidewalks should always be provided on both sides of the street roadway.

Sidewalks (and planting strip, if applicable) should be as wide as possible appropriate to foot traffic and available 

street width.

The Plan’s Bicycle Facility Design Guidelines should be followed in implementing the citywide bicycle network. 

Agencies should implement demonstration projects of innovative bicycle facilities, such as shared bike-bus lanes, 

pigmented lanes, bicycle boulevards, speed tables, and traffic circles.

Reconstructing New York City With Bicycles in Mind. City agencies should consider permanent, dedicated bicycle/

pedestrian facilities in the planning, design, and reconstruction of such major facilities as bridges and highways.

Portland, OR Portland Bicycle Plan 

for 2030

Design bicycle facilities with safety and comfort as basic requirements to attract riders of all ages and skill levels

Continue to test, evaluate, and implement appropriate innovative design treatments that improve operating 

conditions and safety for cyclists.

Utilize interim bicycle facility improvements where the preferred design treatment is not currently feasible.

Tucson, AZ Arizona Department 

of Transportation 

Statewide Bicycle 

and Pedestrian Plan

Provide planning and design training of bicycle and pedestrian accommodations to other ADOT [Arizona 

Department of Transportation] staff, MPOs, and city staff. Assist in the development of state, regional, 

and local bicycle maps.
48 | Appendix B: Examples of Walking and Bicycling Policies and Policy Language Excerpts

MAINTENANCE Policies

◗ Entity ◗ Source ◗ Policy Language

Cambridge, MA Boston Regional Bike 

Plan 2007

A centralized, Internet-based hazard-reporting system would simplify matters for both the public and the various 

agencies and governments responsible for maintenance. Increasingly common tools like digital cameras and 

wireless Internet access make it easier for the public to provide accurate and useful information on road hazards, 

and the World Wide Web provides an excellent means for collecting, tracking, and reporting these hazards. A 

system of this type at the regional level could improve prioritization, efficiency, and organization for governments 

and agencies, while also being user friendly and responsive to the public.

Fix-It-First is a smart growth policy of the Office for Commonwealth Development that places priority on the 

improvement, repair, and maintenance of existing roads, bridges, transit, and parks over investment in new 

infrastructure.

Cambridge Pedestrian 

Plan: Sidewalk 

Cleanliness

Litter: The City Municipal Code bans littering (8.24.170, 180, 190, 200). However, littering is widespread. 

According to the code, every owner or occupant of private property is required to maintain his property free of 

litter and to prevent litter from escaping from his property. Every owner or occupant of private property bordering 

on a sidewalk is required to keep the sidewalk and the adjoining gutter to the center of the street free of litter. 

Actions: Publicize responsibilities of people using the sidewalks and of building owners and occupants to keep 

sidewalks clean. Emphasize quality-of-life benefits of clean sidewalks. Trash cans need to be in place near major 

sources of litter (e.g., outside convenience stores).

Dogs: The Cambridge Municipal Code (6.04.060) states: “It shall be the duty of each person who owns, 

possesses or controls a dog to remove and dispose of any feces left by his dog on any sidewalk, gutter, street, or 

other public area, or on any private property neither owned nor occupied by such person. No such person shall 

appear with a dog on any sidewalk, gutter, street, or other public area, or on any private property neither owned 

nor occupied by such person without the means of removal of any feces left by such dogs.” The Cambridge 

Animal Commission has three full-time Animal Control Officers, but it is difficult for them to enforce the 

ordinance because they can rarely catch dogs in the act. Instead they rely primarily on public education, including 

written materials sent to owners when they license their dogs.

Pigeons: Pigeon excrement on sidewalks can be a problem in some areas. There is no law

against feeding pigeons, and as long as they are fed and have shelter they are unlikely to stop congregating in 

places like Central Square. Public education and social pressure are the best ways to eliminate litter and 

excrement. Undertake a public relations campaign to remind people of the law and to persuade them that 

dirtying our sidewalks diminishes the quality of everyone’s life.

Cambridge Pedestrian 

Plan: Sidewalk 

Maintenance

Sidewalks should be kept free of impediments such as branches and roots that can impede pedestrians. 

Residents are expected to consider this when planting trees or bushes and to maintain plantings so they do not 

interfere with passage on the sidewalk. Inspectional Services is the city department that responds to complaints 

about botanical obstructions from private property. At the same time, Cambridge is full of old trees that intrude 

on sidewalk space but add greatly to the quality of life. Recognition of the need for clear passage for pedestrians 

and the need to accommodate these trees and other important vegetation should be the guiding principles. 

Actions: Develop planting guidelines for residents and businesses and increase public education about the 

importance of keeping sidewalks clear.

Develop additional public education and systematic enforcement to increase awareness and compliance to the 

City Ordinance 12.16.110 regarding snow and ice: the owner or occupant of property that borders a sidewalk must 

clear it within 12 hours after snow ceases to fall in the daytime and before 1:00 p.m. the day after a snowfall 

during the evening. Building owners and occupants must remove all ice or cover it with salt, sand, or another 

suitable substance within 6 hours after the sidewalk becomes icy. For people with corner property, responsibility 

for shoveling or sanding includes clearing the sidewalk to its intersections with the street. Property owners are 

also responsible for clearing paths from the sidewalk to the street at bus stops unless other agreements exist.

Construction Sites: Pedestrian safety will be considered equally with vehicular safety at all construction 

sites in conformance with the Manual on Uniform Traffic Control Devices. A safe pedestrian walkway will be 

maintained and signed through all construction areas on City projects. The Department of Public Works will 

also work with utilities in the city to bring them into compliance with pedestrian safety requirements.
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 49

It is important that Cambridge, its abutting communities, and the MDC [Metropolitan District Commission] 

work together to develop solutions to the problem of uncleared sidewalks on bridges and MDC roads.

Charlotte, NC City of Charlotte 

Bicycle Plan

Implement bicycle improvements as a part of all resurfacing and maintenance activities.

The “Dial 311” system is a central number that citizens can call to report problems and seek improvements. 

Numerous spot-improvement requests such as bicycle lane sweeping or drainage grate replacement are received 

and acted upon each year through the 311 system. The City should publicize this as an important resource for 

identifying needed bicycle-related spot improvements and ensuring that they are addressed. The City should 

ensure that the menu selection as part of the online 311 system includes bicycling as a category.

Colorado Colorado Department 

of Transportation

When shoulders, bike lanes, and paths are filled with sanding materials, broken glass, and other debris, bicyclists 

will avoid them and use travel lanes. To reduce conflict with motorized vehicles, to provide safer travel for all 

users, and to protect the investment of public funds in bikeways and walkways, maintenance plans should 

provide accommodation for bicycle travel to include scheduled inspection and maintenance of state facilities. 

Priority should be given to high-use areas and to facilities where potential conflicts with other users are greatest.

Bikeways which are adjacent to or are an integral part of State Highways including the shoulder area, and which 

are not separated by a physical barrier from that portion of the highway used by motor vehicles, shall be 

maintained by the Department of Transportation. Bikeways within the right-of-way of controlled-access State 

Highways will be maintained by the Department, except where a maintenance agreement provides otherwise. All 

traffic control devices within State Highway right-of-way shall be maintained by the Department of Transportation. 

All bikeways other than those defined above shall be the maintenance responsibility of others. These will include, 

but not be limited to 1) Bikeways which are within federal-aid system right-of-way, but which are beyond that 

portion of the highway used by motor vehicles including the shoulder area and, 2) Bikeways which are outside 

the federal-aid system right-of-way. Responsibilities for operation, maintenance, and policing of facilities in CDOT 

ROW shall be determined and outlined prior to construction of such facilities.

Madison, WI Platinum Biking 

City Plan 2008

Update, improve, and implement a written street, path, bridge/tunnel, and bicycle parking maintenance policy.

Minneapolis, 

MN

Minneapolis Pedestrian 

Plan 2009

The City will build upon existing priorities for snow and ice clearance on sidewalks to establish a hierarchy of 

pedestrian facilities for prioritized snow and ice and clearance. The City will focus enforcement of private property 

responsibilities and City responsibilities for snow and ice clearance according to this priority system, as is currently 

done for snow clearance on streets.

The City will investigate expanding the fee‐based assistance programs provided to property owners unable to 

clear snow themselves, using community organizations and youth programs.

The City will continue to implement an annual sidewalk repair program and will seek to resume and maintain 

an appropriate frequency of inspections and repairs to maintain safe and accessible sidewalks.

Minneapolis City 

Ordinance Chapter 445: 

Snow and Ice Removal

The person having the care, custody, or control of any building or lot (except one- and two-family dwellings) 

adjoining, abutting, or bordering on any street located within the city shall, within the first 4 hours of daytime 

after the ceasing to fall of any snow, cause the snow and/or ice to be removed from the sidewalk adjoining 

said building or lot.

Portland, OR Portland Bicycle Plan 

for 2030

Make improvements to the bicycle network, including removing physical hazards, and maintain the bicycle 

infrastructure in a timely and efficient manner. Support activities and programs that preserve, maintain, 

and prevent deterioration of the existing transportation system.
50 | Appendix B: Examples of Walking and Bicycling Policies and Policy Language Excerpts

MOTOR VEHICLE PARKING Policies

◗ Entity ◗ Source ◗ Policy Language

Minneapolis, MN Minneapolis Plan 

for Sustainable 

Growth

Balance the demand for parking with objectives for improving the environment for transit, walking, and 

bicycling, while supporting the city’s business community.

Reduce the visual impact of automobile parking facilities.

MOTOR VEHICLE RESTRICTIONS

◗ Entity ◗ Source ◗ Policy Language

Madison, WI Platinum Biking 

City Plan 2008

Provide information (print and Web) to city employees who drive for work purposes about sharing the 

road with bicycles. 

Minneapolis, MN Minneapolis 

Statutes 2005, 

Table of Chapters, 

Driving Rule

Minneapolis Plan 

for Sustainable 

Growth

The operator of a motor vehicle overtaking a bicycle or individual proceeding in the same direction on the 

roadway shall leave a safe distance, but in no case less than 3 feet clearance, when passing the bicycle or 

individual and shall maintain clearance until safely past the overtaken bicycle or individual.

Limit new and expanded auto-oriented uses in the city so impacts on the form and character of 

commercial areas and neighborhoods can be minimized.

Discourage new and expanded high-traffic, auto-oriented uses in neighborhood commercial nodes.

Direct auto-oriented uses to locations on Commercial Corridors that are not at the intersection of two 

designated corridors, where more traditional urban form would be appropriate.

Auto-oriented uses should be designed with aspects of traditional urban form, to minimize the impact on 

the pedestrian realm.

Portland, OR Oregon Driver 

and Motor Vehicle 

Services Driver 

Manual About 

Bicycles

Do not drive on a bicycle lane. You may cross a bicycle lane when turning or when entering or leaving 

an alley, private road or driveway. You may use a bicycle lane as part of an official duty, such as delivering 

mail. Farm equipment may briefly use a bicycle lane to let other traffic pass.

You must yield to bicycles in a bicycle lane or on a sidewalk before you turn across the lane or sidewalk.

You may not park any motorized vehicle on a bicycle path or lane.

You must yield to bicycle riders at intersections, the same as you do for other types of vehicles.

Do not crowd bicyclists. Wait for a clear stretch of road before passing a bicycle that is moving slower than 

your motor vehicle in a lane too narrow to share. Remember, the bicycle is a slow-moving vehicle and 

may require you to slow down. The greater the speed difference between you and a bicyclist, the more 

room you should allow when passing.

Do not honk at a bicyclist unless you have good cause to warn them you are close by. The loud noise 

could startle the rider. There may be good reason for the bicyclist to be riding in the travel lane, such 

as roadway hazards not visible to motorists.

City of Portland 

Bureau of 

Transportation: 

Pedal PowerBicycle Legal 

Guide and 

Resource Manual

Vulnerable User Law ORS 811.135(3): Pedestrian and bicyclists are defined as “vulnerable users” in 

the law, which are protected with an enhanced penalty for careless driving.

“Safe Passing” Law: The driver of a motor vehicle may only pass a person operating a bicycle by driving 

to the left of the bicycle at a safe distance and returning to the lane of travel once the motor vehicle is 

safely clear of the overtaken bicycle. For the purposes of this paragraph, a “safe distance” means a 

distance that is sufficient to prevent contact with the person operating the bicycle if the person were to 

fall into the driver’s lane of traffic.

Supporting Policies
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 51

Crosswalk Laws: The pedestrian crosswalk law requires that vehicles allow pedestrians to exercise the 

right-of-way in a marked or unmarked crosswalk or with a walk signal if the pedestrian is in the lane or 

next to the lane of travel. If the intersection has a traffic control device, the vehicle must yield if the 

pedestrian is less than 6 feet from the lane into which the vehicle is turning. If the roadway has a safety 

island, then the vehicle must only yield when the pedestrian is on the vehicle’s side of the island. And all 

overtaking vehicles are to stop and remain stopped if one vehicle stops to allow a pedestrian to cross. On 

a street without a signal, the driver may proceed only if the lane involved in a turn and the adjacent lane 

are clear of pedestrians.

Oregon law allows bicyclists to have the right-of-way in crosswalks like a pedestrian; the law also sets a 

speed limit for bicycle riders that conditions the right-of-way on proceeding no faster than a “walking 

speed.”

TRAFFIC CALMING

◗ Entity ◗ Source ◗ Policy Language

Charlotte, NC City of Charlotte 

Bicycle Plan

Vehicle speed is one of the main factors influencing a bicyclist’s perception of a roadway. The City should 

consider lowering the speed limit on roads that provide important connections in the bicycle network. On 

roads that provide important bicycle connections, the City should consider reducing the speed limit to at 

most 35 miles per hour.

City of Charlotte 

Pedestrian and 

Bicycle Neighborhood Connectivity 

Study 2006

It is recommended that the City of Charlotte develop new details which will enable designers to select 

an end of roadway treatment that will allow for pedestrian and bicyclist access in areas where it is not 

necessary to restrict their access for safety considerations.

Madison, WI Platinum Biking 

City Plan 2008

Construct Bike Boxes at select and appropriate signalized intersections.

Portland, OR

City of Madison 

Comprehensive 

Plan

Portland Bicycle 

Plan for 2030

Utilize traffic calming techniques and strategies in high pedestrian activity areas, such as schools and parks, 

using the Traffic Engineering Neighborhood Traffic Management program. Identify priority areas for the 

possible use of traffic calming strategies in a sidewalk system plan.

Use traffic calming tools and other available tools and methods to create and maintain sufficiently low 

automotive volumes and speeds on bicycle boulevards to ensure a comfortable cycling environment 

on the street.

END-OF-TRIP FACILITIES

◗ Entity ◗ Source ◗ Policy Language

Davis, CA Comprehensive 

Bike Plan 2006

Develop and implement bicycle parking standards.

Cambridge, MA Boston Regional 

Bike Plan 2007

Every Boston Region community should consider zoning requirements for appropriately placed 

and designed bicycle parking in new developments and for significant redevelopments. 

Every community, especially suburban communities with open land that will be developed, should 

consider enacting subdivision regulations that plan ahead for bicyclists and pedestrians. Example: 

Bicycling- and Pedestrian-Friendly Zoning and Subdivision Regulations.

Communities are encouraged to participate in the Regional Bike Parking Program. All Boston Region 

communities are eligible to purchase bike parking racks at a discount through the program. Communities 

are also eligible for reimbursement of 100 percent of the purchase costs through funds allocated by the 

Boston Region MPO.
52 | Appendix B: Examples of Walking and Bicycling Policies and Policy Language Excerpts

Amount of Bicycle Parking: For residential uses with seven (7) dwelling units, one (1) unit of bicycle 

parking shall be provided. For residential uses with more than seven (7) dwelling units, bicycle parking will 

then be provided at a ratio of one (1) bicycle parking space for every three (3) additional residential units. 

Any fraction of one half or greater shall require one (1) additional parking space. All other uses: bicycle 

parking shall be provided in proportion to the number of off-street parking spaces required by this Article.

Bicycle parking shall conform to the following requirements:

1. A bicycle rack, post, or bicycle storage fixture or structure shall accommodate a bicycle six feet (6’) in 

length and two feet (2’) in width. Bicycle racks, posts or storage fixtures must be secured against theft by 

attachment to a permanent surface that has a foundation. Bicycle parking apparatus shall be installed in 

a manner that will not obstruct pedestrian or motor vehicle traffic.

2. To the extent feasible, bicycle parking shall be separated from motor vehicle parking to minimize the 

possibility of bicycle or auto damage. 

3. Bicycle racks or posts shall be capable of securing a standard bicycle frame and one wheel using a 

common U-type security lock without the need to remove either wheel. Bicycle racks designed to hold 

a bicycle by its front wheel alone shall not be considered to meet the bicycle parking requirements of 

this Ordinance.

4. Bicycle parking shall be located on the property where off-street parking is located, except where the 

SPGA [Special Permit Granting Authority] is agreeable to allowing required bicycle parking on City-owned 

property through its bicycle ring program. Any outdoor bicycle parking located on site shall not be 

included as part of a lot’s minimum landscaping requirement.

5. When covered off-street parking is provided for more than four (4) vehicles, or when off-street parking 

is provided in a secured lot or garage, covered bicycle parking or bicycle parking in the secured lot or 

garage, or inside a building, shall be provided in proportion to the number of covered or garaged 

off-street parking spaces as determined by Section 9.15.1.

6. For commercial uses requiring bicycle parking for less than ten (10) bicycles, the bicycle parking shall 

be provided no further away from the main egress of the building than the nearest motor vehicle parking 

space.

7. For commercial uses requiring bicycle parking for ten (10) or more bicycles, at least ten percent of the 

bicycle parking shall be provided within fifty feet (50’) of the main egress point of the building.

Charlotte, NC City of Charlotte 

Bicycle Plan

The City will work with government agencies as well as private employers to provide incentives for 

biking to work. Local governments and employers should provide incentives for bicycle use. Some 

employers reimburse employees for parking and/or travel costs. The Bicycle Program Manager should 

assist the City and County governments in setting good examples for other major employers in the 

area. Bike parking should be visible and accessible. If possible, bicycle travel should be incorporated 

into all reimbursable travel expenses. It will be easier to approach private companies to adopt 

bicycle-friendly practices if the City and County are leading the way with good examples. Additional 

incentives for biking to work include availability of lockers and showers, bike/bus passes, convenient 

bike parking locations, and flextime for bicyclists.

Continue to provide bicycle parking and other supporting facilities to encourage bicycling as a viable 

mode of transportation.

The City should continue to provide bicycle racks at major destinations and provide bicycle racks and 

lockers at major transit connections. The City should continue to make bicycle racks available to private 

properties through a public/private partnership arrangement.

The City will seek to improve enforcement of the bicycle parking ordinance to ensure that parking is 

located close to building entrances. 
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 53

City of Charlotte 

Zoning Ordinance, 

Part 2: Off-Street 

Parking and 

Loading

(b) Location. Short-term bicycle parking should be located along a major building approach line and 

clearly visible from the approach. The rack area should be no more than a 30-second walk (120 feet) from 

the entrance it serves and should preferably be within 50 feet. A rack area should be as close or closer 

than the nearest nonhandicap car parking space. A rack area should be clearly visible from the entrance 

it serves. A rack area should be provided near each actively used entrance. In general, multiple buildings 

should not be served with a combined, distant rack area. It is preferred to place smaller rack areas in 

locations that are more convenient.

The City will provide bicycle parking in all City garages and encourage bicycle parking in private garages.

Leadership in Energy and 

Environmental Design

LEED Silver 

Standards

LEED 

New Building 

Construction and 

Major Renovation 

Standards

LEED-ND

LEEDCore and Shell

LEEDNeighborhood 

Development

Providing bicycle storage and changing and shower facilities.2

For commercial or institutional buildings, provide secure bicycle storage with convenient changing/shower 

facilities (within 200 yards of the building) for 5 percent or more of regular building occupants.

For retail buildings, provide at least one onsite shower with changing facility for any development with 100 

or more new workers and at least one additional onsite shower with changing facility for every 150 new 

workers thereafter. For nonresidential other than retail, provide at least one onsite shower with changing 

facility for any development with 100 or more new workers and at least one additional onsite shower with 

changing facility for every 150 new workers thereafter.3

Intent: To reduce pollution and land development impacts from automobile use.

Requirements: For commercial or institutional projects 300,000 square feet or less, provide secure 

bicycle racks and/or storage within 200 yards of building entrance for 3 percent or more of all building 

users (calculated on average for the year); provide shower and changing facilities in the building, or within 

200 yards of a building entrance, for 0.5 percent of fulltime equivalent (FTE) occupants. 

For commercial or institutional projects larger than 300,000 square feet: Provide secure bicycle storage for 

3 percent of the occupants for up to 300,000 square feet, then an additional 0.5 percent for the occupants 

for the space over 300,000 square feet. Mixed-use buildings with a total gross square footage greater than 

300,000 square feet mush apply this calculation for each use of the building. Provide shower and 

changing facilities in the building, or within 200 yards of a building entrance, for 0.5 percent of FTE 

occupants.

Provide bicycle parking and storage capacity to new buildings as follows:

a. Multiunit residential. Provide at least one secure, enclosed bicycle storage space per occupant for 30 

percent of the planned occupancy but no fewer than one per unit. Provide secure visitor bicycle racks 

onsite, with at least one bicycle space per 10 dwelling units but no fewer than four spaces per project site.

b. Retail. Provide at least one secure, enclosed bicycle storage space per new retail worker for 10 percent 

of retail worker planned occupancy. Provide visitor or customer bicycle racks onsite, with at least one 

bicycle space per 5,000 square feet of retail space, but no fewer than one bicycle space per business or 

four bicycle spaces per project site, whichever is greater. Provide at least one onsite shower with changing 

facility for any development with 100 or more new workers and at least one additional onsite shower with 

changing facility for every 150 new workers thereafter.

c. Nonresidential other than retail. Provide at least one secure, enclosed bicycle storage space per new 

occupant for 10 percent of planned occupancy. Provide visitor bicycle racks onsite with at least one bicycle 

space per 10,000 square feet of new commercial nonretail space but not fewer than four bicycle spaces 

per building. Provide at least one onsite shower with changing facility for any development with 100 or 

more new workers and at least one additional onsite shower with changing facility for every 150 new 

workers thereafter. Secure, enclosed bicycle storage areas must be locked and easily accessible to 

residents and/or workers. Provide informational signage on using the storage facilities. 
54 | Appendix B: Examples of Walking and Bicycling Policies and Policy Language Excerpts

Madison, WI Platinum Biking 

City Plan 2008

Complete a public bicycle parking needs study for the central city area.

Institute a program of city-provided public bicycle parking racks. The City would provide bicycle racks 

(usually a two-bike rack such as a U-rack, post, or ring) to be placed in the public right-of-way at the 

request of businesses or citizens. Also consider using a limited number of on-street automobile parking 

spots as locations for public multi-bicycle racks.

Revise, implement, and enforce the existing bicycle parking ordinance.

Bicycle parking should be provided at all city buildings and transit centers.

Promote business-based bicycling programs and incentives.

City of Madison 

Comprehensive 

Plan

Ensure that bicycle parking facilities within the public right‐of‐way, within public parking facilities, and on 

development sites are located in appropriate locations (such as near building entrances), are appropriately 

designed and sized, are located in prominent and convenient public areas, and are well maintained 

(including adequate snow removal).

Ensure that development review processes acknowledge bicycle parking and other bicycle facility needs. 

Madison General 

Ordinances

For all buildings and structures erected and all uses of land established after the effective date of this 

ordinance, accessory parking and loading facilities shall be provided as required by the regulations of the 

districts in which such buildings or uses are located. However, where a building permit has been issued 

prior to the effective date of this ordinance, and provided that construction is begun within ninety (90) 

days of such effective date and diligently prosecuted to completion, parking and loading facilities in the 

amounts required for the issuance of said building permit may be provided in lieu of any different 

amounts required by this ordinance.

Bicycle parking facilities shall be provided as required for all new structures and uses established as 

provided in Sec. 28.11(2)(a)1. or to changes in uses as provided in Secs.28.11(2)(a)2. and 3.; however, 

bicycle parking facilities shall not be required until the effective date of this paragraph. Notwithstanding 

Secs. 28.08(1)(i), 28.09(1)(i) and 28.09(5)(a), bicycle parking facilities shall be provided in all districts 

including districts in the Central Area. (Cr. by Ord. 9426, 3-11-88).

Required bicycle parking spaces shall be at least 2 feet by 6 feet. An access aisle of at least 5 feet shall be 

provided in each bicycle parking facility. Such space shall have a vertical clearance of at least 6 feet. (Am. 

by Ord. 11,205, Adopted 3-21-95).

Accessory off-street parking for bicycle parking shall include provision for secure storage of bicycles. Such 

facilities shall provide lockable enclosed lockers or racks or equivalent structures in or upon which the 

bicycle may be locked by the user. Structures that require a user-supplied locking device shall be designed 

to accommodate U-shaped locking devices. All lockers and racks must be securely anchored to the ground 

or the building structure to prevent the racks and lockers from being removed from the location. The 

surfacing of such facilities shall be designed and maintained to be mud and dust free. (Cr. by Ord. 9426, 

3-11-88) (Sec. 28.11(3)(h)2. R. & Recr. by Ord. 4556, 5-13-74.)

Minneapolis, MN Minneapolis 

Parking Ordinance

Motorized and nonmotorized bicycles shall be permitted to be parked upon a sidewalk and to be 

temporarily attached to sign posts and bicycle racks. When parked or attached as permitted, motorized 

and nonmotorized bicycles shall not impede the normal and reasonable movement of pedestrian or 

other traffic.

2008 Comprehensive Plan Policies 

Relating to 

Bicycles

Manage parking in line with objectives for improving the environment for transit, walking, and bicycling. 
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 55

The Metropolitan 

Council 2030 

Transportation 

Policy Plan

Recognizing the importance of walking and bicycling to a multimodal transportation system, the Council 

will strongly encourage local units of government to develop a safe and attractive pedestrian environment 

near major transit corridors and stations with linkages for pedestrians and bicyclists from origins and 

destinations to buses and trains.

To encourage a strong intermodal link, the policy for all transit modes, including light-rail transit and 

commuter rail, will be to allow bicycles on board.

The Council will pursue bike rack technology that can accommodate the greatest number of bikes

as reasonably possible.

The Council shall pursue ways to provide covered bike parking at bus stops, park-and-ride lots, and transit 

stations wherever practical. The Council will monitor bicycling potential to park-and-ride lots and other 

transit stops and provide bicycle parking to encourage such travel.

New York, NY New York City 

Bike Master Plan 

1997

Continue to implement on-street bicycle parking throughout the City under DOT’s CITYRACKS Program.4

Investigate amending City regulations to improve opportunities for secure bicycle storage in public and 

private buildings.

Install bicycle lockers at intermodal stations throughout the city.

Portland, OR Portland Bicycle 

Plan For 2030 

Policy 6.26 

On-Street Parking 

Management

Portland Bicycle 

Plan for 2030 

Policy 6.27 

Off-Street Parking

Portland Bicycle 

Plan for 2030

Support land uses in existing and emerging regional centers, town centers, and main streets with an 

adequate supply of on-street parking spaces while emphasizing grouped bicycle parking in the street.

Provide and maintain public bicycle parking at high-demand locations in the Central City, neighborhood 

business nodes, cultural and recreational destinations, transit nodes, and employment centers.

Ensure a highly functional and high-quality design of bicycle parking installed in the public right-of-way.

Support changes to regulations to ensure that all land uses provide an ample quantity of short- and 

long-term bicycle parking and end-of-trip facilities consistent with an increasing bicycle mode share.

Encourage owners of existing residential or commercial buildings to supplement and upgrade off-street 

long-term and short-term bicycle parking.

Encourage the provision of showers and changing facilities for commuting cyclists, including the 

development of such facilities in commercial buildings and at central locations.

Tucson, AZ City of Tucson The City Cycle Bike-Sharing Program offers City of Tucson employees an easy and healthy option for 

traveling to appointments. Three-speed KHS Manhattan Green bikes, helmets, locks, and other safety 

equipment are available for use at designated check-out locations. The bikes can also be used for 

wellness rides.

Integrate With Transit

◗ Entity ◗ Source ◗ Policy Language

Charlotte, NC City of Charlotte 

Bicycle Plan

Include bicycle improvements in ongoing transit and greenway planning activities.

The City will consider bicycle accommodations in the planning, design, and development of all rapid 

transit corridors, station areas, and transit hubs.

Madison, WI Platinum Biking 

City Plan 2008

Increase bicycle capacity on Madison Metro buses.

Work to improve bicycle access on State Van Pool vans.

Incorporate bike access and bike transport in/on all streetcars, and commuter rail planning and 

construction, and remain mindful of impact of tracks on bicyclists.
56 | Appendix B: Examples of Walking and Bicycling Policies and Policy Language Excerpts

Support efforts to improve bike access on/in intercity buses.

Provide high-quality bicycle route and bicycle facility linkages among recommended high‐intensity activity 

centers (such as TODs [transit-oriented developments] and other areas of high trip generation) and transit 

hubs/stations. Ensure that adequate bicycle parking facilities are located at TODs and transit hubs/stations.

Ensure that adequate wayfinding facilities are included along bicycle routes.

City of Madison 

Comprehensive 

Plan

Maintain sidewalks and walkways for year-round use, including appropriate snow removal. Enforce 

sidewalk snow removal and maintenance ordinances, as appropriate. Ensure adequate snow removal at 

transit boarding pads, and at areas connecting to and within transit shelters.

Create strong pedestrian and bicycle linkages between major activity areas and existing and future transit 

facilities. 

Minneapolis, MN Minneapolis Plan 

for Sustainable 

Growth

Support urban design standards that emphasize traditional urban form with pedestrian scale design 

features at the street level in mixed‐use and transit‐oriented development.

New York, NY New York City 

Bike Master Plan 

1997

Subway: The MTA [Metropolitan Transit Authority] should guide cyclists by placing bicycle stencils on the 

front and rear cars.

Rail: The MTA should standardize the permitting process for the LIRR [Long Island Rail Road] and 

MetroNorth; permit cyclists on trains which travel against the dominant flow during peak hours; and 

provide bicycle access and storage as the trains are upgraded.

Ferries: Access on the Staten Island Ferry could be improved through the installation of bicycle

storage at the terminals and on-board the ferries. Bicycle access on privately operated ferries

should be required by the City.

Buses: Install bike-on-bus racks in appropriate locations, such as those areas of the city with

limited subway access.

Portland, OR Portland Bicycle 

Plan For 2030

Increase the number of multimodal trips that include bicycling for at least one trip segment by improving 

and simplifying connections and transfers to transit.

Seattle, WA Seattle 

Comprehensive 

Plan 2004–2024

Seattle 

Comprehensive 

Plan 2004–2024

Integrate pedestrian and bicycle facilities, services, and programs into City and regional transportation and 

transit systems. Encourage transit providers, the Washington State Ferry System, and others to provide safe 

and convenient pedestrian and bicycle access to and onto transit systems, covered and secure bicycle 

storage at stations, and especially for persons with disabilities and special needs.

Accelerate the maintenance, development, and improvement of pedestrian facilities, including public 

stairways. Give special consideration to: access to recommended school walking routes; access to transit, 

public facilities, social services, and community centers; access within and between urban villages for 

people with disabilities and special needs; areas with a history of pedestrian/motor vehicle crashes and 

other safety problems; and areas with high levels of growth.
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 57

Education Policies

◗ Entity ◗ Source ◗ Policy Language 

DOT Safety 

Education Program

The Bicycle Network Development Project will work closely with the Safety Education Program in Part II 

of the Project.

Cambridge, MA Boston Regional 

Bike Plan 2007

Local officials at DPWs [departments of public works] and highway departments will need training in the 

policy changes of MassHighway’s new Project Development and Design Guidebook, and would likely 

appreciate general guidance on the needs of bicyclists on the roadway. Part of this training should focus 

on bicycle and pedestrian issues. The Baystate Roads Local Technical Assistance Program has been 

conducting thorough training sessions on the Guidebook in 2006, but continued reinforcement of the 

new focus on pedestrians and bicyclists will help to implement this paradigm shift.

Educating bicyclists on safe on-road riding practices is an excellent way to increase the number of safe

riders. MassBike [Massachusetts Bicycle Coalition] offers frequent courses in on-road riding skills with 

instructors certified by the League of American Bicyclists. Recently, the Town of Natick paid the costs for 

interested residents to take this low-cost course. Other communities should consider providing venues 

and resources for their residents to learn how to be safe bicyclists.

Charlotte, NC City of Charlotte 

Bicycle Plan

Provide targeted and effective educational and awareness opportunities for bicyclists and motorists.

The City will initiate and hold annual bike events to provide education opportunities and raise 

awareness of bicycling.

The City will educate bicyclists on the use of bike racks on buses to promote safe usage.

The City will encourage Mecklenburg County Schools to implement a bicycle education curriculum in 

local schools.

The City will support and encourage programs that promote motorist awareness of bicycle rights.

The City will support and encourage programs that educate bicyclists on responsibilities and safe riding 

habits.

The City will consider supporting the addition of bicycle safety information in the local Safety and Health 

Council of North Carolina driver safety courses.

Germany www.

fahrradinspiration.

de/links-zumkapitelradfahren-zur-schule

(also see specific 

references after 

each item)

Germany has numerous school-based safety programs that promote as well as educate school-aged 

children about traffic safety.

1. Campaigns “Ride your bike!” for children and young people

2. Mobility education for grades five through seven (www.nationaler-radverkehrsplan.de/praxisbeispiele/

anzeige.phtml?id=2017)

3. Tandem to School—Innovative and environmentally friendly family mobility: the parental taxi 

(www.nationaler-radverkehrsplan.de/praxisbeispiele/anzeige.phtml?id=2107) 

4. Road safety activities for children and young people (www.nationaler-radverkehrsplan.de/

praxisbeispiele/anzeige.phtml?id=2013) 

5. Student Transportation: Action bike2school (www.nationaler-radverkehrsplan.de/praxisbeispiele/

anzeige.phtml?id=2080) 
58 | Appendix B: Examples of Walking and Bicycling Policies and Policy Language Excerpts

Germany and 

The Netherlands

www.policy.rutgers.

edu/faculty/pucher/

AJPHfromJacobsen.

pdf

Driver training for motorists in the Netherlands and Germany is much more extensive, thorough, and 

expensive than in the United States. A crucial aspect of that training in the Netherlands and Germany is 

the need to pay special attention to avoiding collisions with pedestrians and cyclists. Motorists are 

required by law to drive in a way that minimizes the risk of injury for pedestrians and cyclists even if 

they are jaywalking, cycling in the wrong direction, ignoring traffic signals, or otherwise behaving 

contrary to traffic regulations. Traffic education of children has high priority in both the Netherlands and 

Germany. By age 10, all schoolchildren have received extensive instruction on safe walking and bicycling 

practices. They are taught not just the traffic regulations, but also how to walk and bicycle defensively, 

anticipate dangerous situations, and react appropriately. That sort of safety education is completely 

lacking in the United States.

Madison, WI Platinum Biking 

City Plan 2008

Create a training, peer review, on-the-job training, and mentoring program for bicycle facility concept, 

design, and construction.

Minneapolis, MN Minneapolis 

Pedestrian 

Plan 2009

The City will collaborate with regional partners to help educate the public about the pedestrian safety 

and traffic laws. Potential efforts include the Bike/Walk Ambassador Program, press releases, information on the City’s Web site, school traffic safety education programs, driver education programs, and 

public media campaigns.

The City will Create a social norm of snow clearance through communications and education.

The City will improve communication tools and online information to inform the public and property 

owners of requirements for maintaining landscaping, fencing, newspaper boxes, sandwich boards, 

and other potential encroachments into the public sidewalk, as well as how to report problems.

The Metropolitan 

Council 2030 

Transportation 

Policy Plan

The Council encourages educational and promotional programs to increase awareness of and respect 

for the rights of pedestrians and bicyclists by motorists and to educate bicyclists on the proper and safe 

use of public roadways.

The Council supports building upon the existing education and promotion activities of community and

county bicycle/pedestrian advisory boards, Metro Transit Rideshare, local Transportation Management

Organizations, and local community initiatives in support of bicycling and walking, including helping to

improve the knowledge and ease of bicycle commuting by interested residents and employees in 

congested activity centers.

Local and state agencies are encouraged to establish safety programs oriented toward educating the 

public in the proper use of sidewalks and crosswalks by pedestrians and of shared lanes, bicycle lanes, 

and paths by bicyclists. Programs will also provide training in proper bicycling procedures such as 

making turns and stopping at stop signs and signals. In addition, programs will educate motorists 

regarding pedestrian roadway crossing laws, how to safely interact with bicyclists riding legally in 

the roadway, and generally to be aware of pedestrians and bicyclists.

New York, NY New York City Bike 

Master Plan 1997

Public schools must instruct elementary and secondary school students in safety education, including 

highway, traffic, and bicycle safety, as required by NYS [New York State] Education Law. Successful DOT 

projects, such as the YES (Youth Education for Safety) and the Safety City Program should be expanded.

The DOT-NYPD [New York City Police Department] Share the Road Safely public service effort should be 

expanded from radio announcements to include bus and subway posters.

Portland, OR Portland Bicycle 

Plan For 2030

Increase bicycle safety education, enforcement, and outreach to encourage safe travel behavior of all

modes and to increase bicycling in Portland.

Promote bicycling as safe and convenient transportation to and from school.

Maintain an education program to promote bicycle use and safety.
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 59

Sweden www.cykelsmart.se/

tag/skolprojekt/

(translated using 

Google Translate)

http://publikationswebbutik.vv.se/

upload/1603/88514_

pedestrian_and_

bicycle_crossings.

pdf (translated using 

Google Translate)

Swedish Cycling’s national School Project Cycle Heroes: 

The “Cycle Heroes” program is a half-day cycling safety education program for fourth-graders in 

Sweden. Students learn about why cycling is good for their health and environment, as well as receive 

classroom instruction on how to bicycle on the roads. Then the fourth-grade students participate in 

practical exercises on a bicycle obstacle course. The “Cycling Heroes” program started in May 2010 with 

four schools in Sweden. The program is now open to other schools within Sweden.

Driving Rules regarding pedestrians and cyclists:

1. You must give way to pedestrians who have correctly entered or are about to enter a pedestrian 

crossing.

2. You must give enough time to pedestrians to cross the road. This applies even if the motor vehicle 

traffic signals are green.

3. When you have turned off at a crossroad, you must drive at a low speed and you must give way to 

pedestrians who have correctly entered or are about to enter a pedestrian crossing.

4. When you are about to enter a road from a cycle path, you must give way (for cyclists).

5. When you are approaching an unsupervised bicycle crossing, you must adjust your speed so as not 

to endanger cyclists or Class II moped riders who are using the crossing.

6. When you have turned off at a crossroad and are about to pass an unsupervised bicycle crossing, you 

must drive at a low speed and give cyclists and Class II moped riders who are on or about to enter the 

bicycle crossing an opportunity to cross.

7. When you are exiting a roundabout and are about to pass an unsupervised bicycle crossing, you must 

drive at a low speed and give cyclists and Class II moped riders who are on or about to enter the bicycle 

crossing an opportunity to cross.

Tucson, AZ Arizona Department 

of Transportation 

Statewide Bicycle 

and Pedestrian Plan

Support advertising campaigns and public service announcements that educate the public on the

virtues of nonmotorized transportation.

Develop basic pedestrian and bicycle education programs for communities and schools.

Continue to consider additions to driver’s education products that emphasize safe motorist driving

when encountering bicyclists and pedestrians on the road.

Local governments, school districts, and civic groups need to continue and expand sessions on traffic 

safety, including adult courses such as the Bicycle Education Program of the League of American 

Bicyclists.

ADOT [Arizona Department of Transportation] also should develop a program to provide important 

instructional and informational brochures and safety literature, including guides that will expand 

knowledge of laws implementing pedestrians and the safe operation of bicycles and motor vehicles.
60 | Appendix B: Examples of Walking and Bicycling Policies and Policy Language Excerpts

United Kingdom www.direct.gov.uk/

en/TravelAndTransport/Highwaycode/

DG_069858

The U.K. Highway Code has a specific section entitled “Road users requiring extra care” 

(excerpts below):

• There is a risk of pedestrians, especially children, stepping unexpectedly into the road. You should 

drive with the safety of children in mind at a speed suitable for the conditions.

• Drive carefully and slowly when

1. In crowded shopping streets, Home Zones, and Quiet Lanes (see Rule 218) or residential areas.

2. Driving past bus and tram stops; pedestrians may emerge suddenly into the road.

3. Passing parked vehicles, especially ice cream vans; children are more interested in ice cream than 

traffic and may run into the road unexpectedly.

4. Needing to cross a pavement or cycle track; for example, to reach or leave a driveway. Give way to 

pedestrians and cyclists on the pavement.

5. Reversing into a side road; look all around the vehicle and give way to any pedestrians who may be 

crossing the road.

6. Turning at road junctions; give way to pedestrians who are already crossing the road into which you 

are turning

7. The pavement is closed due to street repairs and pedestrians are directed to use the road.

8. Approaching pedestrians on narrow rural roads without a footway or footpath. Always slow down 

and be prepared to stop if necessary, giving them plenty of room as you drive past.

• Near schools. Drive slowly and be particularly aware of young cyclists and pedestrians. In some places, 

there may be a flashing amber signal below the ‘School’ warning sign which tells you that there may be 

children crossing the road ahead. Drive very slowly until you are clear of the area.

• Motorcyclists and cyclists:

1. It is often difficult to see motorcyclists and cyclists, especially when they are coming up from 

behind, coming out of junctions, at roundabouts, overtaking you, or filtering through traffic. Always 

look out for them before you emerge from a junction; they could be approaching faster than you 

think. When turning right across a line of slow-moving or stationary traffic, look out for cyclists or 

motorcyclists on the inside of the traffic you are crossing. Be especially careful when turning, and 

when changing direction or lane. Be sure to check mirrors and blind spots carefully.

2. When passing motorcyclists and cyclists, give them plenty of room (see Rules 162–167). If they look 

over their shoulder it could mean that they intend to pull out, turn right, or change direction. Give 

them time and space to do so.

3. Motorcyclists and cyclists may suddenly need to avoid uneven road surfaces and obstacles such as 

drain covers or oily, wet, or icy patches on the road. Give them plenty of room and pay particular 

attention to any sudden change of direction they may have to make.

United Kingdom www.bikeforall.net/

linkcat.php?cid=67

The United Kingdom has numerous school-based safety programs that promote as well as educate 

school-aged children about traffic safety. These include:

• Cycle Training

• Bike It!

• School Travel Plan grants

• Sustainable travel to school program
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 61

Encouragement Policies

◗ Entity ◗ Source ◗ Policy Language 

Cambridge, MA Journey to 2030 To minimize transportation-related pollution or degradation of the environment; promote energy 

conservation; support preservation of natural resources and community character; advance 

sustainability, regional environmental benefits, and health promoting transportation options, 

the MPO will

• Support, through planning and programming, projects that make transportation in the region more 

sustainable.

• Encourage, through planning and programming, transportation choices that promote a healthy 

lifestyle such as walking and bicycling.

Davis, CA Comprehensive 

Bike Plan 2006

Promote use of bicycles as a viable and attractive alternative to cars.

Madison, WI Platinum Biking 

City Plan 2008

Institute a Sunday Parkways ride once per month.

Pilot an individualized marketing campaign to people receptive to replacing automobile trips 

with bicycling.

Provide information and incentives to all city employees about bicycling for transportation/recreation 

and encourage other businesses and corporations to do so as well. 

Establish a Bicycling Buddy program.

Establish Bicycle User Groups (BUGs).

Establish neighborhood-based bike clubs.

Encourage regular bike programs/workshops at neighborhood centers and nonprofit organizations. 

Contract with a media public relations firm to develop a comprehensive traffic safety and bicycle 

promotion campaign to run throughout the year.

Develop an online interactive bicycle route mapping to include segment suitability and average 

biking time.

Develop a bike festival.

Create a Bicycle Ambassador program.

Investigate implementation of a bike sharing program.

City of Madison 

Comprehensive 

Plan

Employer-based Transportation Demand Management (TDM) measures should be instituted as part of 

a comprehensive City-wide TDM program, in order to enhance the desirability of nonsingle-occupancy 

vehicle-based transportation modes, including bicycle transportation. The formation of Transportation 

Management Associations should be considered, where appropriate, as a mechanism to organize 

individual employers and administer TDM initiatives.

Utilize streetscapes and other creative pedestrian crossing improvements to enhance pedestrian safety 

and security, and improve the overall pedestrian environment in the City.

The City will promote walking among youth to other activities in addition to school, consistent with 

work underway by the Bike Walk Ambassador Program.

The City will continue to promote walking for health purposes, including through programs such as the 

Steps to a Healthier Minneapolis.

The City will continue to promote walking to work, including through programs such as Bike Walk to 

Work Week.

The City will collaborate with other public and private entities to develop walking maps that showcase 

great places to walk in Minneapolis.

The City will collaborate with other public and private entities to develop and promote walking tours, 

such as the current Minneapolis Heritage Preservation commission Walking Tours. These tours could be 

promoted in conjunction with the walking maps referenced above.

Minneapolis, MN Minneapolis 

Pedestrian 

Master Plan
62 | Appendix B: Examples of Walking and Bicycling Policies and Policy Language Excerpts

The City will collaborate with other public and private entities to showcase and encourage walking 

through public celebrations. Opportunities could include: an annual walking celebration that showcases 

the many programs and resources for walking; one or more summer street closures to celebrate and 

enjoy bicycling and walking, such as the Sunday Streets in San Francisco, Summer Streets in New York 

City, and the Sunday Parkways in Portland, Oregon; a combined walkability audit and walking 

celebration, such as the Pasadena Playhouse District Association Walkabout.

The City will foster positive public messaging about great places to walk, improvements to the 

pedestrian environment, and experiences of people who walk through the media and city communications tools.

The City will support neighborhood-level advocacy for pedestrian needs. One means of doing so is to 

offer training in walkability audits.

New York, NY Law of Bicycle in the 

Building5

New York City Bike 

Master Plan 1997

PlaNYC Agenda: 

Promote Cycling

The Building Owner or Manager will either: Implement and post a Bicycle Access Plan that allows the 

Tenant’s employees to bring bikes into the Tenant’s office space within 30 days of receipt of Tenant 

Request OR Request an exception due to A) alternate bicycle parking facilities or B) safety concerns 

related to the building’s freight elevator(s) within 15 days of receipt of Tenant Request.

Distribute the New York Cycling Map, and update as needed.

Expand the use of bicycles in issuing parking summonses if the DOT pilot program proves successful. 

The NYPD should expand the highly successful Community Policing Bicycle Patrol Program.

The All-Agency Bicycle Policy should be formally adopted by the relevant agencies as a step toward 

institutionalizing cycling.

We will pursue strategies to encourage the growth of cycling across the city.

We will facilitate cycling.

Portland, OR Portland Bicycle Plan 

For 2030

Continue and expand encouragement programs that provide services and equipment, support 

behavior changes, raise awareness, and provide incentives that increase bicycling in Portland.

Tucson, AZ Arizona Department 

of Transportation 

Statewide Bicycle 

and Pedestrian Plan

Assist in promoting bike-to-work days and safe routes to school programs.

Enforcement Policies

◗ Entity ◗ Source ◗ Policy Language 

Charlotte, NC City of Charlotte 

Bicycle Plan

The City should consider providing funding to enable the Police Department to do more enforcement 

to protect pedestrians and bicyclists while ensuring livable neighborhoods. The Police Department 

should work with the Bike, Pedestrian, and Traffic Calming programs within CDOT [Charlotte 

Department of Transportation] and in other City departments to undertake targeted police work for 

traffic control for bicyclists.

Encourage law enforcement agencies and community organizations to improve bicycle safety through 

increased bicycle helmet usage.

The City will consider supporting the inclusion of bicycle safety information in the State of North 

Carolina’s Department of Motor Vehicles (DMV) procedures as part of the City’s annual legislative 

request and lobbying efforts.

Colorado Colorado 

Department of 

Transportation

The Colorado State Patrol will police bikeways within State Highway right-of-way which are adjacent to 

and are an integral part of the traveled portion of State Highways and the shoulder area, and which 

are not separated from the roadway by a physical barrier, except where such bikeways are within the 

jurisdiction of a city, city and county, or incorporated town. The policing of all other bikeways shall be 

the responsibility of local law enforcement agencies or other state agencies.
Public Policies for Pedestrian and Bicyclist Safety and Mobility | 63

Germany and 

The Netherlands

www.timesonline.

co.uk/tol/news/

politics/

article6841326.ece

In both Germany and the Netherlands, the civil law places “. . . the presumption of blame against 

whoever was driving the most powerful vehicle involved in an accident, so they or their insurers would 

be liable for costs or damages. If a cyclist were hit by a car, the presumption of blame would fall on the 

driver, while a cyclist would automatically be blamed if he or she knocked down a pedestrian.”

Madison, WI Platinum Biking 

City Plan 2008

Create a formal bicycle program, with an identified program coordinator, within the Madison Police 

Department to standardize police bicycle operations and to increase the degree to which bicycles are 

used as a mode of transport by police personnel for general enforcement as well as for bicycle/

pedestrian enforcement.

Increase the number of police personnel available to be assigned to traffic law enforcement to allow for 

consistent enforcement.

Continue practice of deferring prosecution for cited bicyclists who successfully complete bicycle traffic 

safety classes.

Improve use of media in covering crashes. 

Minneapolis, MN Minneapolis 

Pedestrian Plan 

2009

The City will investigate opportunities to improve enforcement of traffic violations that endanger 

pedestrians. One option is the use of crosswalk “stings,” whereby police officers, behaving in 

accordance with traffic laws, provide education, warnings, and citations to motorists who violate traffic 

laws in a particular location. To ensure public support of these operations, crosswalk stings are typically 

well publicized in advance and provide clear identification of the crosswalk, sight distance, and the 

presence of pedestrians. Another option is to prioritize investigating crashes involving pedestrians and 

prosecuting the responsible party.

New York , NY New York City Bike 

Master Plan 1997

The NYPD should increase awareness of the bicycle registration program in an attempt to

deter bicycle theft.

All modes—motorists, pedestrians, and cyclists—must respect the rightful place of others in the

street. Such traffic violations as double-parked motor vehicles in bicycle lanes must be enforced.

The City will identify strategies to reduce the amount of time it takes to respond to snow removal 

complaints and investigate the expanded use of enforcement mechanisms, such as citations and 

business license/permit revocation, which are currently infrequently used.

Tucson, AZ Arizona Department 

of Transportation 

Statewide Bicycle 

and Pedestrian Plan

Develop enforcement strategies and programs aimed at bicyclist and pedestrian law violations that are 

most likely to result in serious crashes.

Develop enforcement strategies aimed at motorist errors and aggressive behaviors.

System Evaluation Policies

◗ Entity ◗ Source ◗ Policy Language 

Cambridge, MA Boston Regional Bike 

Plan 2007

Regular bicycle counts at specified locations and times, including bicycle parking counts at transit 

stations and usage surveys of bus bike racks, would be an excellent aid to planning bicycle projects and 

evaluating their benefits. Regular counts would also improve our ability to address safety problems. 

As the program progresses, its recommendations should be incorporated into a bicycle and pedestrian 

counting program for the Boston Region.

A standardized bicycle crash analysis system should be developed at the regional or state level. MAPC 

should, at a minimum, prepare annual reports analyzing the last year’s bicyclist/auto and pedestrian/

auto crash data, as this data is available from the Registry of Motor Vehicles.

Adding information about on-road bicycle facilities to the Roadway Inventory File would help to keep 

track of our progress and develop priorities.

The City will conduct field tests of various emerging design treatments to improve bicycling conditions 

in the City.
64 | Appendix B: Examples of Walking and Bicycling Policies and Policy Language Excerpts

The City will conduct regular before and after bicycle counts and studies to evaluate the impact of the 

emerging bicycle network.

The City will continue to conduct annual accident analyses to determine local accident characteristics.

Madison, WI Platinum Biking 

City Plan 2008

Create a Bicycle Level of Service Analysis.

Annual bicycle counts are taken on major bicycle routes and bicycle/pedestrian counts on bike paths.

Develop a Bicycle Crash Report “study sheet” so officers reporting bicycle crashes include necessary 

information for crash analysis.

Continue to educate and train law enforcement personnel in the enforcement of laws concerning 

bicyclists’ rights and responsibilities.

As part of the programmed retiming of all traffic signals citywide in 2009–2012 and other future signal 

retiming activities, the City will evaluate signal timing for pedestrians and provide recommended 

pedestrian crossing times and other signal timing improvements.

Portland, OR Portland Bicycle 

Plan For 2030

Maintain Portland’s position as a national leader in the evaluation of bicycle improvements and 

ridership through ongoing data collection and monitoring of changes to bicycling infrastructure and in 

riding behavior. Support changes to remove institutional barriers in statutes, policies, and codes that 

discourage safe and efficient bicycle use.

Seattle, WA Seattle 

Comprehensive 

Plan 2004–2024

Develop, apply, and report on walking and bicycling transportation performance measures in the 

Transportation Strategic Plan to evaluate the functioning of the nonmotorized transportation system; 

to ensure consistency with current industry standards; to identify strengths, deficiencies, and potential 

improvements; and to support development of new and innovative facilities and programs.

Tucson, AZ Arizona Department 

of Transportation 

Statewide Bicycle 

and Pedestrian Plan

ADOT should develop a program to provide data, data analysis, resources, tools, standards, and 

guidance on bicycle and pedestrian safety.

ENDNOTES

1. SAFEATEA-LU Section 1807 established the Nonmotorized Transportation Pilot Program (NTPP). This program provides $25 million each to four 

communities—Columbia, MO; Marin County, CA; Minneapolis Area, MN; and Sheboygan County, WI—to demonstrate how improved walking and 

bicycling networks can increase rates of walking and bicycling. The Federal Highway Administration is required to report on the results of the NTPP.

2. http://leedcasestudies.usgbc.org/process.cfm?ProjectID=654

3. http://www.cnu.org/leednd

4. CITYRACKS is a program run by the New York City Department of Transportation that provides free sidewalk bicycle parking racks throughout New York City 

to encourage cycling for commuting, short trips, and errands. CityRacks are not intended to be used for long-term parking.

5. www.nyc-gov/html/dot/html/bicyclists/bikesinbuildings.shtml

Publication No. FHWA-PL-10-028 HPIP/09-10(3.5)EW

OFFICE OF INTERNATIONAL PROGRAMS

FHWA/US DOT (HPIP)

1200 New Jersey Ave., SE

Washington, DC 20590

Tel: (202) 366-9636

Fax: (202) 366-9626

international@fhwa.dot.gov

www.international.fhwa.dot.gov