1

FREQUENTLY ASKED QUESTIONS AND THEIR ANSWERS

whot is comp/ete 5treets?
Legislation passed in 2010 defines Complete Streets to mean roadways planned,
designed, and constructed to provide appropriate access to all legal users in a manner that
promotes safe and efficient movement of people and goods whether by car, truck, transit,
assistive device, foot, or bicycle.

whot is o comp/ete 5treets po/icy?
According to the legislation, Complete Streets policy means a document that provides
guidance for the planning, design, and construction of roadways or an interconnected
network of transportation facilities being constructed or reconstructed and designated for
a transportation purpose that promotes complete streets and meets all of the following
requirements:
(i) Is sensitive to the local context and recognizes that needs vary according to urban,
suburban, and rural settings.
(ii) Considers the functional class of the roadway and project costs and allows for
appropriate exemptions.
(iii) Considers the varying mobility needs of all legal users of the roadway, of all ages
and abilities.

ls o comp/ete 5treets po/icy reouired for my community?
Complete Streets is not a mandate as of yet. Recently passed legislation enables local
units of government to include Complete Streets elements in master plans and requires
the Michigan Department of Transportation (MDOT) to provide technical assistance, but
does not require local units of government to adopt a Complete Streets policy.

why wou/d my community poss o comp/ete 5treets ordinonce if we o/reody hove o
reso/ution?
Resolutions are not law, binding, or enforceable; they express a vision for a community.
An ordinance is law, institutionalizes the vision so as to withstand governmental
turnover, and provides the teeth behind the vision (resolution). Ordinances can define
specific strategies and actions that will support Complete Streets, and assign
responsibility for follow-through.

One of MDOTs biggest needs when working with local municipalities is to understand
the communitys vision before a project begins. By having Complete Streets ordinances
on the books and a non-motorized plan in place, better communication can occur.
Additionally, communities can exert a stronger degree of control over what the trunk
2
lines through their community look like when they have an ordinance and plan in place.
Additionally, Michigans Transportation Enhancement budget prioritizes communities
with Complete Streets policies in place so having a Complete Street ordinance in place
positions a community for potential funding and project coordination opportunities.

koods for o// modes?
A common tagline for Complete Streets is roads for all modes. It is important to
remember that Complete Streets principles should include all modes of travel, including
by vehicle, it does not advocate all modes on all roads. Rather, Complete Streets policies
and principles should prioritize routes for non-motorized traffic. Additionally, some roads
like expressways, dont allow for non-motorized traffic. Many communities use parallel
streets for non-motorized transportation routes to avoid placing bicyclists and pedestrians
on or near high volume roadways. It is important to infuse any decision or plan with
public comment and input.

4rent roodwoys just for motorited vehic/es?
No. Michigans Vehicle Code (Act 300 of 1949, Sec 657) states that Each person riding
a bicycle, electric personal assistive mobility device, or moped or operating a low-speed
vehicle upon a roadway has all of the rights and is subject to all of the duties applicable to
the driver of a vehicle by this chapter, except as to special regulations in this article and
except as to the provisions of this chapter which by their nature do not have application.

con bicyc/ists use sidewo/ks?
The answer to this question is, it depends. Local municipalities control sidewalks and
have the authority to restrict their use further than the state law. Michigans Vehicle Code
(Act 300 of 1949, Sec 657.660c) states that (1) An individual operating a bicycle upon a
sidewalk or a pedestrian crosswalk shall yield the right-of-way to pedestrians and shall
give an audible signal before overtaking and passing a pedestrian. (2) An individual shall
not operate a bicycle upon a sidewalk or a pedestrian crosswalk if that operation is
prohibited by an official traffic control device. (3) An individual lawfully operating a
bicycle upon a sidewalk or a pedestrian crosswalk has all of the rights and responsibilities
applicable to a pedestrian using that sidewalk or crosswalk.

There are some significant risks associated with biking on sidewalks, however. In
addition to collisions with pedestrians, collisions with motorists are still possible. Drivers
have limited visibility of a bicyclist crossing an intersection or a driveway while riding on
a sidewalk and typically dont expect to see bicyclists on a sidewalk.

why wou/d my community shift money from roodwoys for non-motorited foci/ities?
Complete Streets does not advocate shifting funding away from vehicular purposes to
non-motorized purposes. At least 1% of Act 51 funds are supposed to be used for non-
motorized transportation projects. Complete Streets advocates shifting how we think and
plan for all users in the right-of-way, not just motorized vehicles. It actually costs less to
implement a non-motorized transportation project by incorporating non-motorized
elements into traditional transportation projects as opposed to implementing them
separately. Complete Streets advocates using all of the required Act 51 funding available
3
for non-motorized projects for non-motorized purposes. Many communities identify
higher targets (5-10%) for Act 51 non-motorized funding within their ordinances. It is
important however to consider that a community could spend 10% and still have a poor
system or utilize less than 10% and have a higher-functioning system. Each community
needs to balance its needs and vision with the resources available.

now con my community justify bui/dino ond mointoinino non-motorited foci/ities
when non-motorited users moke up on/y o froction of the user bose ond dont poy into
the system?
a. Roadway funding is complex and beyond the scope of this document. However, user
fees such as the gas tax, vehicle registrations, tolls, etc. are only a portion of the funds
used to build and maintain roadways. In 2008, the Federal Highway Administration
estimated revenue from user-based fees as making up less than 52% of the total
federal revenue generated. The remaining 48% comes from property taxes and
assessments, general fund appropriations (income and sales tax revenue), bond issue
proceeds (paid for with general funds), and other taxes and fees that all citizens
contribute to. When the federal Highway Trust Fund money that is distributed to the
states experiences a shortfall, general funds (from income and other taxes) are used to
make up the difference.
b. In Michigan, bike trips represent between 3-15% of the total trips taken depending on
the location. Nationally, 7% of all trips are taken by bike. Compared to the 1% Act 51
requirement, non-motorized transportation use (including bike) is actually higher than
the 1% funding requirement from Act 51. One could argue that non-motorized
transportation funding should be higher to represent those users.
c. Additionally, many non-motorized users still own and operate vehicles and therefore
pay into the transportation system. The Complete Streets philosophy is about creating
a range of transportation choices.

wi// my community /ose 4ct 51 fundino if o roodwoy ooes throuoh o rood diet {o
chonoe in the number of trove/ /ones or width of existino /ones, with the oddition of
other e/ements such os bike /ones or vehic/e porkino)?

Before: After:


MDOT has determined that for the purposes of distribution of Act 51 funding, the
number, width, and configuration of lanes are non-issues since the funding distribution
formula only considers road miles. This means that the number, configuration, and width
of the lanes do not affect local Act 51 funding.