Mayors' Challenge Award Winners Announced!
Communities interested in receiving updates about pedestrian and bicycle safety, and what comes next from USDOT, can join the network by emailing firstname.lastname@example.org.
The 2016 Safer People, Safer Streets Summit was held on September 16, 2016 at USDOT headquarters in Washington, DC. See Fastlane blog post here recapping this event!
- Take a Complete Streets approach
- Identify and address barriers to make streets safe and convenient for all road users, including people of all ages and abilities and those using assistive mobility devices
- Gather and track biking and walking data
- Use designs that are appropriate to the context of the street and its uses
- Take advantage of opportunities to create and complete ped-bike networks through maintenance
- Improve walking and biking safety laws and regulations
- Educate and enforce proper road use behavior by all
Complete streets make it safe and convenient for people of all ages and abilities to reach their destination whether by car, train, bike, or foot. A Complete Streets approach starts with a policy commitment to prioritize and integrate all road users into every transportation project.
Identify and address barriers to make streets safe and convenient for all road users, including people of all ages and abilities and those using assistive mobility devices
The ability for older adults, young children, and people with disabilities to travel safely is critical to freedom of mobility and quality of life. People may have challenges with eyesight, reaction times, cognitive ability and muscle dexterity that make travel difficult.
The lack of systematic data collection related to walking and bicycling transportation, such as count data, travel survey data, and injury data, creates challenges for improving non-motorized transportation networks and safety. Communities that routinely collect walking and biking data are better positioned to track trends and prioritize investments.
Transportation agencies are encouraged, when possible, to go beyond designing walking and bicycling facilities to the minimum standards. It is more effective to plan for increased usage than to retrofit an older facility. Planning projects for the long-term should anticipate likely future demand for bicycling and walking facilities and not preclude the provision of future improvements.
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Expanding and improving existing roads and facilities to build biking and walking networks as part of regular and routine resurfacing and other maintenance programs can be a low cost alternative to building new roads or widening existing roads.
Traffic laws such as reduced speed, failure to yield, passing, and helmet laws can be effective in improving safety for pedestrians, bicyclists, and others.
Highly-visible and well publicized targeted enforcement tied with educational campaigns has shown to be effective in reducing crashes.