Md. Code, Transportation § 2-112. Complete streets policy
Effective: 5/31/19 – Through: 5/31/23
Definitions
(a)(1) In this section the following words have the meanings indicated.
(2)(i) “Complete streets design features” means design features that accommodate and facilitate safe and convenient access and mobility to facilities by all users, including bicyclists, motorists, pedestrians, and public transportation users.
(ii) “Complete streets design features” includes:
1. Paved shoulders suitable for use by bicyclists;
2. Protected bicycle lanes;
3. Share the road signage;
4. Crosswalks;
5. Pedestrian control signals;
6. Bus access and safety measures;
7. Sidewalks;
8. Shared use pathways; and
9. Green stormwater infrastructure.
(3) “Complete streets policy” means a policy that provides information for the implementation of complete streets design features during the planning, design, construction, and reconstruction of a facility.
(4) “Facility” means:
(i) An airport facility, as defined in § 5-101 of this article, that is owned or operated by the State;
(ii) A State highway, as defined in § 8-101 of this article; and
(iii) A transit facility, as defined in § 7-101 of this article.
(5) “Green stormwater infrastructure” means infrastructure implemented using best management practices that reduce the volume of stormwater runoff through infiltration, evapotranspiration, the beneficial reuse of water, or any other effective method.
Scope of section
(b) This section applies to a facility in:
(1) The Maryland Aviation Administration, as required under § 5-408.1 of this article;
(2) The Maryland Transit Administration, as required under § 7-310 of this article; and
(3) The State Highway Administration, as required under § 8-204.1 of this article.
Requirements for a complete streets policy
(c) Except as provided in subsection (d) of this section, a complete streets policy adopted in accordance with this section shall:
(1) Be implemented with the objective of creating a comprehensive, integrated, and connected transportation network that allows users to choose among different modes of transportation;
(2) Ensure that all users are considered during the planning, design, construction, and reconstruction phases of a facility;
(3) Benefit all users equitably to the extent feasible while taking into consideration the needs of the most underinvested and underserved communities;
(4) When practicable, require the accommodation of other modes of transportation;
(5) Recognize that all facilities are different and user needs should be balanced to ensure community enhancement; and
(6) Incorporate best practices related to complete streets design features.
Exceptions
(d) Exceptions to the requirements of this section may be adopted when circumstances or laws exist that prohibit or limit the ability to provide favorable conditions for all modes of transportation.
Md. Code, Transportation § 8-902. Complete Streets Program
Effective: 6/30/18 – Through: 5/31/23
There is a competitive matching grant program within the Department known as the “Complete Streets Program”.
City of Baltimore § 40-1. Definitions.
Effective: 4/10/22 – Through: 5/31/23
(a) In general. In this subtitle, the following terms have the meanings indicated.
(b) Complete Streets. “Complete Streets” means a transportation philosophy that calls for streets to be constructed and operated in a way that considers the needs of all users and enables equitable and safe access.
(c) Advisory Committee. “Advisory Committee” means the Complete Streets Advisory Committee established by this subtitle.
(d) Public transit vehicle. “Public transit vehicle” means any vehicle that:
(1) is of a type used primarily for the transportation of the general public; and
(2) has a seating capacity of 10 or more passengers. (e) Street. “Street” means any street, boulevard, road, highway, alley, lane, sidewalk, footway, mall, esplanade, or other way or place that is owned by the City or habitually used by the public.
(f) Transportation Department; Department. “Transportation Department” or “Department” means the Baltimore City Department of Transportation.
(g) Transportation Director; Director. “Transportation Director” or “Director” means the Director of the Baltimore City Department of Transportation or the Director’s designee.
Md. Code, Transportation § 8-903. Purpose and goals of the Program
Effective: 5/31/19 – Through: 5/31/23
(a) The purpose of the Program is to provide matching grants to certified jurisdictions to encourage:
(1) The regular and routine inclusion of complete streets design features and infrastructure during the planning, design, construction, and reconstruction of new or existing locally funded roads;
(2) The adoption of urban retrofit street ordinances designed to provide safe access to users of multiple modes of transportation; and
(3) The development of ranking systems for complete streets projects that consider the needs of underinvested and underserved communities in specific geographic regions of the State.
(b) The goals of the Program are to:
(1) Promote healthy communities by encouraging the use of multiple modes of transportation other than single–occupancy motor vehicles;
(2) Improve safety by designing streets to include design features such as:
(i) Wider sidewalks;
(ii) Dedicated bike facilities;
(iii) Medians;
(iv) Pedestrian streetscape design features; and
(v) Green stormwater infrastructure;
(3) Protect the environment and improve water quality by using green stormwater infrastructure to reduce stormwater runoff from rights–of–way;
(4) Reduce congestion by providing safe alternatives to single–occupancy motor vehicle driving;
(5) Preserve community character by:
(i) Involving local and diverse communities and stakeholders in planning, prioritization, and design decisions; and
(ii) Facilitating access to retail stores that provide healthy foods and other necessities, especially in food deserts designated under § 6–308(c) of the Housing and Community Development Article; and
(6) Provide for the equitable distribution of complete streets funds that takes into consideration the needs of underinvested and underserved communities in specific geographic regions of the State.
Md. Code, Transportation § 8-901. Definitions
Effective: 5/31/19 – Through: 5/31/23
(a) In this subtitle the following words have the meanings indicated.
(b) “Certified jurisdiction” means a local government that has been certified by the Department in accordance with § 8–905 of this subtitle.
(c) “Complete streets” means streets that provide accommodations for users of multiple modes of transportation.
(d) “Complete streets design features” has the meaning stated in § 2–112 of this article.
(e) “Complete streets policy” means a law, a bylaw, an ordinance, or an administrative policy adopted by a local government in accordance with § 8–905 of this subtitle.
(f) “Eligible project” means a local government or State highway, street, or road retrofit project that includes the addition of or significant repair to facilities that provide access for users of multiple modes of transportation.
(g) “Green stormwater infrastructure” means infrastructure implemented using best management practices that reduce the volume of stormwater runoff through infiltration, evapotranspiration, the beneficial reuse of water, or any other effective method.
(h) “Local government” means a county or municipality in the State.
(i) “Program” means the Complete Streets Program established under this subtitle.
City of Baltimore, Council Bill 09-0433
Effective: 4/10/10 – Through: 5/31/23
[…]
Adoption of a “Complete Streets” philosophy for transportation projects is especially advantageous in an urban area such as Baltimore where many people do not have regular access to a car. Ensuring that the needs of all citizens are met by applying “Complete Streets” principals principles across the board will improve access to communities throughout Baltimore, make the City more liveable, encourage healthy behaviors, and reduce negative environmental impacts city-wide.
SECTION 1. BE IT RESOLVED BY THE MAYOR AND CITY COUNCIL OF BALTIMORE, That the Department of Transportation and the Department of Planning are directed to plan for, design, and construct all new City transportation improvement projects to provide appropriate accommodations for pedestrians, bicyclists, transit riders, motorists, and persons of all abilities, while promoting safe operation for all users. This can be accomplished through the incorporation of construction elements such as special bus lanes, transit stops, improved pedestrian street crossings, median islands, accessible pedestrian signals, curb extensions, sidewalks, ADA compliant ramps, and bike lanes.
SECTION 2. AND BE IT FURTHER RESOLVED, That the Department of Transportation is directed to incorporate Complete Streets principals principles, as applicable and subject to State and federal laws and regulations, into all Department plans, manuals, rules, regulations, and programs.
SECTION 3. AND BE IT FURTHER RESOLVED, That the application of Complete Streets principles may be waived for a specific project if the Director of Transportation issues a documented exception concluding that application of Complete Streets principles would be contrary to public safety.
SECTION 4. AND BE IT FURTHER RESOLVED, That Complete Streets may be achieved through single projects or incrementally through a series of smaller improvements over time. It is the Mayor and City Council’s intent that all sources of transportation funding be drawn on to implement Complete Streets.
SECTION 5. AND BE IT FURTHER RESOLVED, That the Department of Transportation is directed to report to the Mayor and City Council annually, on the anniversary of the effective date of this Resolution, on the Department’s progress towards implementing Complete Streets throughout Baltimore. These reports must incorporate performance measures established to gauge how well streets are serving all users and include information such as crash data, uses of new projects by mode, complaints, the linear feet of sidewalk built, the number of ADA compliant ramps built, how many miles of bike lanes have been created, the number of exemptions from the application of Complete Streets principles that have been granted, and the number of, and yearly change in, overall paved lane miles.
SECTION 6. AND BE IT FURTHER RESOLVED, That this Resolution takes effect on the 30th day after the date it is enacted.
[…]
City of Baltimore § 40-2. Applicability of subtitle.
Effective: 12/2/18 – Through: 5/31/23
(a) In general. Except as otherwise provided in this subtitle, this subtitle applies to all project phases undertaken by or, under the authority of the Transportation Department for the improvement of any street and public right of way, including planning, programming, design, acquisition of land, construction, construction engineering, reconstruction, rehabilitation, resurfacing, retrofit, and operation.
(b) Exceptions – Ordinary maintenance. This subtitle does not apply to ordinary maintenance, such as mowing, cleaning, sweeping, pothole filling, concrete joint repair, and other regular or seasonal maintenance. Ordinary maintenance includes local road resurfacing on roadway segments, exclusive of intersections, that experience traffic volumes of fewer than 6,000 vehicles per day, based on the latest available or estimated traffic data.
(c) Exceptions – Preexisting projects. This subtitle does not apply to a project at or above 30% design or under construction as of January 3, 2020.
(d) Exceptions – Limited-access roads. This subtitle does not apply to a street where use by both pedestrians and bicyclists is prohibited by law.
City of Baltimore § 40-6. Department to construct and operate system.
Effective: 12/2/20 – Through: 5/31/23
The Department must construct and operate a comprehensive Complete Streets Transportation System that enables access, mobility, economic development, attractive public spaces, health, and well-being for all people.
City of Baltimore § 40-7. System to ensure safety, etc., and convenience of all users.
Effective: 12/2/18 – Through: 5/31/23
This Transportation System must be designed and operated in ways that ensure the safety, security, comfort, access, and convenience of all users of the streets, including pedestrians, bicyclists, public transit users, emergency responders, transporters of commercial goods, motor vehicles, and freight providers.
City of Baltimore § 40-8. System to include connected facilities accommodating all travel modes.
Effective: 12/2/18 – Through: 5/31/23
This Transportation System must include integrated networks of connected facilities accommodating all modes of travel.
City of Baltimore § 40-11. System to ensure equity.
Effective: 12/2/18 – Through: 5/31/23
This Transportation System must, to the greatest extent possible, ensure equity by actively pursuing the elimination of health, economic, and access disparities.
City of Baltimore § 40-9. System to promote walking, biking, and public transit.
Effective: 12/2/18 – Through: 5/31/23
This Transportation System must, to the greatest extent possible, promote walking, biking, and public transit.
City of Baltimore § 40-26. Definitions.
Effective: 12/2/18 – Through: 5/31/23
(a) In general. In this Part IV, the following terms have the meanings indicated.
(b) Transit street. “Transit street” means any street on which a public transit vehicle provides fixed-route service.
(c) Truck route. “Truck route” means any street so designated on the Transportation Department’s map of “Official Truck Routes”.
City of Baltimore § 40-16. Committee established.
Effective: 12/2/18 – Through: 5/31/23
There is a Complete Streets Advisory Committee
City of Baltimore § 40-21. Duties.
Effective: 12/2/18 – Through: 5/31/23
In addition to the other duties specified elsewhere in this subtitle, the Advisory Committee is responsible for:
(1) promoting interagency cooperation in project identification, funding, and planning;
(2) reviewing proposals for projects brought to the Committee by any of its members;
(3) reviewing the status of projects to which this subtitle is applicable;
(4) making recommendations to the Director about prioritization of projects;
(5) reviewing reports on complete streets implementation, compliance, and performance; and
(6) coordinating interagency cooperation in community engagement.
City of Baltimore § 40-30. DoT to use latest and best standards.
Effective: 12/2/18 – Through: 5/31/23
In constructing and operating its Complete Streets Transportation System, the Transportation Department must use the latest and best standards, including:
(1) National Association of City Transportation Officials:
(i) “Global Street Design Guide”.
(ii) “Urban Street Design Guide”.
(iii) “Transit Street Design Guide”.
(iv) “Urban Bikeway Design Guide”.
(v) “Urban Street Stormwater Guide”.
(2) American Association of State Highway and Transportation Officials:
(i) “Guide for Planning Design and Operation of Pedestrian Facilities”.
(ii) “Guide for the Development of Bicycle Facilities”.
(3) Federal Highway Administration:
(i) “Separated Bike Lane Planning and Design Guide”.
(ii) “Report on Incorporating On-Road Bicycle Networks into Resurfacing Projects”.
(4) Institute of Transportation Engineers, “Manual for Context Sensitive Solutions in Designing Major Urban Thoroughfares for Walkable Communities”.
(5) National Cooperative Highway Research Program, Report 616, “Multi-Modal Level of Service Analysis for Urban Streets”.
City of Baltimore § 40-27. Design vehicles.
Effective: 12/2/18 – Through: 5/31/23
(a) “Design vehicle” defined. In this section, “design vehicle” means a selected vehicle, with specific weight, dimensions, and operating characteristics, used to establish street design controls.
(b) In general. The design vehicle used by the Transportation Department for all streets, except for transit streets and truck routes, must be the design vehicle recommended for neighborhood streets by the most recent edition of the National Association of City Transportation Officials, “Urban Street Design Guide”.
(c) Transit streets. The design vehicle used by the Transportation Department for transit streets must be the design vehicle recommended for designated transit streets by the most recent edition of the National Association of City Transportation Officials, “Transit Street Design Guide”.
(d) Truck routes. The design vehicle used by the Transportation Department for truck routes must be the design vehicle recommended for designated truck routes by the most recent edition of the National Association of City Transportation Officials, “Urban Street Design Guide”.
City of Baltimore § 40-36. Director to adopt Complete Streets Manual.
Effective: 1/12/20 – Through: 5/31/23
The Transportation Director, in consultation with the Complete Streets Advisory Committee, must adopt and may amend from time to time a Complete Streets Manual to carry out this subtitle.
City of Baltimore § 40-37. Modal hierarchy.
Effective: 12/2/18 – Through: 5/31/23
The Complete Streets Manual must include a hierarchy of the various modes of travel, indicating the priority to be given to each mode.
City of Baltimore § 40-39. Project prioritization process.
Effective: 1/12/20 – Through: 5/31/23
(a) In general.
The Complete Streets Manual must include a process for identifying, screening, and prioritizing projects seeking funding through federal or state grants, the City Capital Improvement Program, or other means.
(b) Process to include equity assessment.
This project prioritization process must include an equity assessment. The equity assessment must consider transportation disparity trends based on race, gender, sexual orientation, age, disability, ethnicity, national origin, or income and recommend ways to reverse these trends. It must assess and recommend ways to eliminate structural and institutional discrimination in transportation based on immutable characteristics.
City of Baltimore § 40-41. Equity in community engagement.
Effective: 12/2/18 – Through: 5/31/23
The Complete Streets Manual must include community engagement policies that overcome barriers to engagement associated with race, income, age, disability, English language proficiency, and vehicle access of populations affected by a project, including a means of measuring success in overcoming these barriers.
City of Baltimore § 40-40. Project delivery process.
Effective: 12/2/18 – Through: 5/31/23
(a) In general. The Complete Streets Manual must include a project delivery process.
(b) Requirements. This project delivery process must include:
(1) project phases from identification through construction through operation;
(2) a chart listing the types of projects undertaken by, under the authority of, or under the supervision of the Department, and showing project phases for each type, and steps to complete each project phase, and whether, for each project type, a given step is required, optional, or inapplicable;
(3) a decision tree showing how street typology, existing and planned land use, modal hierarchy, and any additional factors determine street design, and whether various elements are required, recommended, optional, or not required; and
(4) a project management checklist.
City of Baltimore § 40-43. Final adoption.
Effective: 1/12/20 – Through: 5/31/23
(a) In general. After the 45-day public comment and hearing period, the Director may modify and adopt the Complete Streets Manual.
(b) Filing with Legislative Reference. A copy of the Complete Streets Manual and, from time to time, any amendment to the Manual must be filed with the Department of Legislative Reference before it becomes effective.
(c) Complete Streets Manual compliance. DOT guidelines, policies, and procedures must be updated for compliance with the Complete Streets Manual.
City of Baltimore § 40-46 Annual report required
Effective: 12/2/18 – Through: 5/31/23
On or before August 31 of each year, the Director, in consultation with the Advisory Committee, must:
(1) prepare a report assessing the status of the Complete Streets Transportation System; and
(2) submit that report to:
(i) the Mayor;
(ii) the City Council; and
(iii) the Advisory Committee.
City of Baltimore § 40-47. Performance measures.
Effective: 4/2/18 – Through: 5/31/23
(a) In general. Performance measures will be established using available data.
(b) Crash data.
(1) In general.
The annual report must measure year-over-year changes in crash data for all modes of travel as measured by:
(i) the “Maryland Statewide Vehicle Crashes Data” collected by the Maryland State Police;
(ii) the “Fatality Analysis Reporting System” data collected by the National Highway Traffic Safety Administration; or
(iii) other similar data.
(2) Separate reporting by category.
Crash data for all modes of travel must be separately reported by the following categories:
(i) all crashes;
(ii) injury crashes; and
(iii) fatal crashes.
(c) Transit on-time performance.
The annual report must measure year-over-year change in transit on-time performance, as measured by:
(1) the performance data collected by the Maryland Transit Administration and published in the Maryland Department of Transportation’s Annual Attainment Report; or
(2) other similar data collected by the Maryland Transit Administration or the Transportation Department.
(d) Commute times.
The annual report must measure commute times for all modes of travel, as measured by the travel-time-to-work data reported in the American Communities Survey’s “Commuting (Journey to Work)”.
(e) Modal share.
The annual report must measure modal share, as measured by the means-of-transportation data reported in the American Communities Survey’s “Commuting (Journey to Work)”.
(f) Infrastructure data.
(1) In general. The annual report must measure:
(i) the amount of transportation infrastructure built, upgraded, replaced, or rehabilitated in the previous 1-year period; and
(ii) the total amount of infrastructure in the City’s overall transportation system.
(2) Separate reporting by type. The measurements required by paragraph (1) of this subsection must be separately reported by type, including:
(i) infrastructure for walking, biking, and public transit;
(ii) public space infrastructure; and
(iii) green infrastructure.
(g) Economic development measures.
The annual report must measure year-over-year changes in certain economic development data points and conditions:
(1) in each of the City’s “Main Streets”, as part of the Baltimore Main Streets program; and
(2) in any other geographical area otherwise designated by the Advisory Committee.
(h) Inventory of projects.
The annual report must include an inventory of all ongoing projects in any phase and the projected cost of those projects.
(i) Conflicts between local and state or federal standards.
The annual report must include a list of all instances in which the local standards set forth in this subtitle or in the Complete Streets Manual were or are planned to be superseded by state or federal standards, pursuant to § 40-31 of this subtitle, as well as citations and causes for the local standard being superseded.
City of Baltimore § 40-48. Equity lens.
Effective: 12/2/18 – Through: 5/31/23
(a) Separate reporting by geographic subunit.
In preparing the annual report, the Department must separately report data by geographic subunit (e.g., census tract, traffic analysis zone, or the like).
(b) Separate reporting by race, income, and vehicle access.
The annual report must separately report data into the following categories:
(1) populations that are above and below the median number of persons of color for Baltimore City.
(2) populations above and below 50% no vehicle access.
(3) populations with a median income above and below the median household income for Baltimore City
City of Baltimore § 40-49. Report and data to be publicly available.
Effective: 12/2/18 – Through: 5/31/23
(a) Report to be posted.
The annual report must be made available to the public by posting it on the Transportation Department’s website.
(b) Data to be made available.
To the greatest extent possible, all underlying data used in preparing the annual report must be made available to the public.
City of Baltimore § 40-50. Accountability to communities.
Effective: 1/12/20 – Through: 5/31/23
The Transportation Department, in consultation with the Complete Streets Advisory Committee, must conduct public meetings and other community engagement and outreach activities to present the Complete Streets annual report to the public and solicit public input.
Maryland DOT Policy 750. Complete Streets
06/01/2024 – 06/01/2024
Purpose
The purpose of this Policy is to:
1. Satisfy the statutory requirement to adopt a Statewide Complete Streets Policy for highway, transit, and airport facilities, as mandated under Transportation Article § 2-112, §5-408.1, §7-310, and §8-204.1;
2. Facilitate the planning, design, and construction of transportation options that are safer and more accessible to all users of all ages and abilities who bike, walk, take transit, drive or use electric personal assistive mobility devices (EPAMDs);
3. Accomplish four primary goals:
a) Establish a framework for future Complete Streets guidance and assigns modal responsibilities that support equitable decision-making in Complete Streets implementation;
b) Require the implementation of planning and design principles from Maryland Department of Transportation (MDOT) Maryland Transit Administration’s (MTA) Bus Stop Design Guide, and State Highway Administration’s (SHA) Context Driven: Access and Mobility for All Users Guide, or Context Guide, to address safety, access, and mobility for all users on all projects in MDOT right-of-way in the following cases;
i. When implementing a capital improvement project, such as construction or reconstruction of a roadway, intersection, or bridge.
ii. When permitting new or reconstructed streets to access MDOT right-of-way; or
iii. When there is an opportunity to improve safety for all users by applying proactive engineering safety countermeasures to resurfacing projects.
c) Prioritize communication to staff, partner agencies, and the public to build awareness around safer interactions for transit, motorists, pedestrians, bicyclists, and those using EPAMDs and expand the implementation of the Context Guide in underserved communities; and
d) Delegate authority to approve design waivers for bicycle and pedestrian accommodations to the Secretary of MDOT.
4. Define certain terms within the context of this Policy.
Reference(s)
Transportation Article, § 2-112, Annotated Code of Maryland
Transportation Article, § 2-602, Annotated Code of Maryland
Transportation Article, § 5-101, Annotated Code of Maryland
Transportation Article, § 5-408.1, Annotated Code of Maryland
Transportation Article, § 7-101, Annotated Code of Maryland
Transportation Article, § 7-102, Annotated Code of Maryland
Transportation Article, § 7-310, Annotated Code of Maryland
Transportation Article, § 8-101, Annotated Code of Maryland
Transportation Article, § 8-102, Annotated Code of Maryland
Transportation Article, § 8-204.1, Annotated Code of Maryland
Transportation Article, § 8-629, Annotated Code of Maryland
Transportation Article, § 8-630, Annotated Code of Maryland
Transportation Article, § 8-635, Annotated Code of Maryland
Transportation Article, § 8-901, Annotated Code of Maryland
Transportation Article, § 8-908, Annotated Code of Maryland
FHWA’s Safe System Approach for Speed Management
Maryland Bicycle and Pedestrian Master Plan
Maryland Strategic Highway Safety Plan
Maryland Vulnerable Road User Assessment
SHA Context Driven: Access and Mobility for All Users Guide
SHA Pedestrian Safety Action Plan
United States Department of Transportation National Roadway Safety Strategy
Scope
This Policy is applicable to all capital improvement projects within MDOT right-of-way, such as construction or reconstruction of a roadway, intersection, or structure, as well as resurfacing projects. Pursuant to State statute, this policy does not apply to corridors where specific users are prohibited. Applicable projects that have not completed the NEPA process or will not achieve 30 percent design within 6 months of the Policy effective date, are also subject to this Policy and shall be reevaluated for opportunities to establish a Complete Streets Objective Statement, or an equivalent statement of project intent, that addresses safe access for all users.
The Policy is applicable to the following modal administrations:
1. The SHA, MTA, and the Maryland Aviation Administration (MAA) as defined by Maryland law.
2. The Policy also applies to enforcement, driver education and licensing, and behavior modification monitoring of insured motorists administered by the Motor Vehicle Administration (MVA), as well as programs and initiatives supported by The Secretary’s Office (TSO) and the Maryland Port Administration (MPA). For these MDOT modes, the Policy shall apply to the work of all employees, contract employees, contractors, consultants, local governments, developers and third parties, working within or on MDOT assets or rights-of-way.
3. The Maryland Transportation Authority (MDTA) projects constructed in any section of MDOT right-of-way. The MDTA will continue to refer to SHA guidelines and standards for the design of transportation facilities on Maryland’s network. In cases where ramps, roads, and structures in MDOT right-of-way abut planned or existing multimodal connections, MDTA shall refer to the Policy.
This Policy rescinds all previous modal policies, processes, and procedures related to and including the 2012 SHA Complete Streets Policy and applicable sections of the MDOT 701 Practical Design Policy. Applicable sections include Roadways (A-I), Transit (A-C), and Bridge (A-B). Akin to Practical Design, however, this requires the development of an objective statement that emphasizes safety, communication, and quality in planning and design.
Responsible Party
Assistant Secretary of Planning and Project Development
Policy Statement
A. The MDOT shall aim to create a safe, comprehensive, integrated, and connected network to accommodate all users in a manner that is suitable to the existing and planned land use context as defined by the Context Guide. Consideration of the safety of all lawful users shall be included in the planning, design, construction, and reconstruction of any transportation facility within MDOT right-of-way. The Maryland Strategic Highway Safety Plan and the United States Department of Transportation National Roadway Safety Strategy articulate broad roadway safety goals.
B. The MDOT recognizes “Complete Streets” as an approach to planning and designing for all modes of transportation. Complete Streets focuses on creating a safe environment for all users including those who employ human-powered means of travel, which includes walking and bicycling with or without the use of mobility aids and may also include using other human-scaled or micro-mobility devices that may be electric-powered or electric-assisted, such as e-bikes and e-scooters.
C. The MDOT will apply “Complete Streets” to all projects within MDOT right-of-way that connect people walking, bicycling, or using e-bikes, scooters, or mobility devices to transportation options.
D. The MDOT projects should employ national best practices in Complete Streets design to provide opportunities for mode shift and improve access for all users consistent with Maryland’s Context Guide, Pedestrian Safety Action Plan, Vulnerable Road User Safety Assessment, Statewide Bicycle and Pedestrian Master Plan, and other MDOT guidance documents.
E. The MDOT Safe System approach empowers and encourages communities to claim ownership of safe streets and public spaces. All modes shall review and update respective public involvement practices to incorporate capacity building approaches that emphasize outreach to underserved communities on applicable projects. The six principles of the Safe System approach as defined by the Federal Highway Administration (FHWA) shall be incorporated as appropriate. The six principles are:
i. Death and serious injuries are unacceptable,
ii. Humans make mistakes,
iii. Humans are vulnerable,
iv. Responsibility is shared,
v. Safety is proactive, and
vi. Redundancy is crucial.
Complete Streets Implementation
A. The Policy shall be implemented on applicable projects starting January 1, 2025. Within six months of the adoption of this Policy, each mode shall develop a Complete Streets Implementation Approach in collaboration with the Office of Active Transportation and Micromobility at TSO, SHA, and MVA’s Highway Safety Office to identify appropriate context driven applications of this Policy that provide equitable access to safer crossings of highways, safer traversing along highways, access to transit, and convenient connections to healthy food and life’s opportunities. These implementation plans will include review and update of related policies and guidelines to ensure full and consistent implementation of this Policy.
B. Implementation of the Policy will be framed by several policies, design guidelines, and project development protocols.
C. The MDOT will review current policies and guidelines and adopt a compliance process to ensure full and consistent implementation of this Policy. Within 90 days after adoption of this Policy, TSO shall complete an initial review of planning, design, and other guidance documents from MDOT modes for compliance with the Policy. The results will be provided to the modes to assist in the development of their Complete Streets Implementation Plans. The review will include, but not be limited to, the following documents:
i. SHA Accessibility Policy & Guidelines for Pedestrian Facilities along State Highways
ii. SHA Bicycle Policy and Design Guidelines
iii. State Highway Access Manual (including TIS Guidelines)
D. Several aspects of Practical Design require design choices that may conflict with context driven principles. Sections of the Practical Design Implementation Guidance, for applicable modal units and projects, shall be revised to prioritize, where lawful, improved safety opportunities for modal shift and increased access to diverse, affordable, and convenient transportation options for all users as core returns on investment.
E. A Complete Streets Objective Statement, or equivalent statement of project intent, shall be adopted for all roadway projects in MDOT right of way where more than one mode is lawfully permitted. For projects that have not previously progressed past 30 percent or have not completed the NEPA process, this objective statement shall be developed prior to 30 percent design or during the planning phase and shall be maintained throughout the project life cycle.
i. Where bicycle use is planned or existing, the objective statement shall identify a target for an improved or maintained Bicycle Level of Traffic Stress (LTS) score via the latest available Statewide LTS model.
ii. The objective statement shall evaluate safety for all users, to the extent such historical crash data are available, and identify opportunities to improve vulnerable road user access.
iii. Other measures shall be considered for non-motorists, for example, pedestrian level of comfort (PLOC), as they are adopted by the modes. All applicable measures for the relevant modes shall be addressed in the objective statement.
F. The MDOT will implement techniques based on FHWA’s Safe System Approach for Speed Management, which provides methods to help practitioners understand the impacts of speed on traffic safety and explore the link between speed management and the Safe System Approach. When speed limits are proactively lowered to address safety risks and implemented alongside speed management treatments, practitioners can expect that operating speeds and crash frequency and severity will decrease. All applicable projects will prioritize safer driving speeds and access for vulnerable road users, where permitted. The SHA shall lead periodic evaluations of the impact of speed management techniques on crashes and document successful safety approaches as Context Driven Case Studies on the Context Driven Web Portal for public viewing.
G. Applicable MDOT projects shall define a measure of effectiveness for engaging key stakeholders, especially vulnerable road users and underserved communities, during planning and design. When there are competing needs among users and/or modes, safety shall be the highest priority; particularly safety for the most vulnerable road users while adhering to the facility’s context and addressing mobility and accessibility for all permitted users.
H. When construction activities necessitate, temporary closures of bicycle and pedestrian routes shall be coordinated with local jurisdictions and pertinent partners to avoid unnecessary impacts to access to the extent practicable. Permanent severance or elimination of an existing bicycle or pedestrian route shall not be considered unless the project provides for construction of a feasible alternative route, or such an alternative route already exists. The MDOT shall work to ensure that transportation options for people walking, bicycling, taking transit, and or operating an EPAMD will not be negatively impacted by any new transportation project or improvement to an existing transportation facility, including impacts to complete bicycle and pedestrian networks from limited-access highway projects. Expanding opportunities for short, non-motorized trips is critical to meeting the State’s safety and emissions targets. Transit providers are encouraged to design and implement innovative treatments such as modular bike lanes, curb extensions, and floating bus stops to preserve bicycle and pedestrian connectivity on multimodal corridors and in dense communities.
I. All modes shall work with the developer community, local governments, and respective Adequate Public Facilities Ordinances (APFO) to ensure Complete Streets design features are provided within MDOT right-of-way pursuant to this Policy, the Context Guide and the Context Driven Toolkit on all applicable projects. Developers seeking access to MDOT right-of-way will be subject to policies in SHA’s Access Manual. Developers shall be encouraged to incorporate Complete Streets design features outside MDOT right-of-way to the extent feasible.
J. To strengthen the connection between transportation investments and land use and address historical disinvestment in underserved communities, all modes shall coordinate with the Maryland Department of Planning (MDP) and the Maryland Department of Housing and Community Development (DHCD) through TSO on initiatives and programs that support or are impacted by Complete Streets. The coordination shall inform an interagency Sustainable Growth Work Plan action item for the Subcabinet to determine how best practices in traffic safety and multimodal planning can expand access to housing, jobs, and healthy food.
K. Appropriate bicycle and pedestrian accommodation at transit facilities and on transit modes will be provided. Where facilities cannot be provided, a waiver is required to be submitted to TSO. The MTA will coordinate with local jurisdictions and other partners to improve pedestrian and bicycle access to transit. The Washington Metropolitan Area Transit Authority (WMATA) is also encouraged to apply sustainability and multimodal planning and design principles to projects to improve station access, increase transit usage, and further reduce vehicle trips.
L. The MDOT’s projects shall continue to be planned, designed, constructed, operated, and maintained in accordance with applicable Federal and State Americans with Disabilities Act (ADA) guidelines. Other uses of the right-of-way, such as parking, loading, curbside management, and green infrastructure, should also be considered.
M. Applicable MDOT projects shall include prioritization and accommodation of transit-oriented development where supportive infrastructure for transit is existing or planned. Modes shall evaluate local master plans for planned walking and bicycling connections to transit. The responsible mode will ensure all projects within MDOT right-of-way including, to the extent the APFO permits, developer projects, provide accessible and convenient facilities for pedestrians connecting to bus, rail, and micromobility, where appropriate.
N. The SHA shall work with the Maryland Highway Safety Office to establish or develop more aggressive Safety Performance Functions (SPFs). The SHA shall adopt related crash reduction or crash modification factors (CRF/CMF) for all Context-Driven Toolkit engineering safety countermeasures based on established SPFs and maintain a CRF/CMF clearinghouse when there is not an existing accepted industry CRF/CMF, including access management, advanced technology/ITS, bicyclists, pedestrians, roadway, and speed management. While CMFs do not yet exist for many safety countermeasures, safety improvements should not be precluded simply because there is not yet an established CMF.
O. The MDTA projects shall also be designed in accordance with the Policy, when access to a transit, walking or bicycling facility, like a transit stop or a regional trail head, is planned or available within a reasonable distance of MDTA’s project limits.
P. The MAA shall incorporate Complete Streets design features to the extent appropriate and feasible for airport facilities and shall ensure consistency with appropriate Federal Aviation Administration (FAA) requirements.
Q. The justification for any exception is to be documented, approved, and signed by all appropriate modal representatives. Justification should reflect consideration of the impacts to surrounding communities and identify safe alternate routes within the scope and objective of the transportation project for which exemption is sought. This Policy requires the Secretary’s approval of all waivers and assigns the development of the framework for the waiver process leading up to the Secretary’s approval to the modes and MDTA.
R. A clear and specific Complete Streets Implementation and Waiver Process shall be developed or identified by each mode and MDTA and included in each Complete Streets Implementation Plan. Thresholds for approved exceptions shall be defined by each mode in the Complete Streets Implementation and Waiver approach. This process shall permit exceptions to the Policy which may be applicable where circumstances or laws exist that prohibit or limit the ability to provide favorable conditions for all modes. A Complete Streets Waiver Process, an overview of roles and responsibilities for undertaking that process, and adequate public notice shall be published and monitored to ensure departmental accountability for implementation of this Policy.
S. Accommodations for cyclists and pedestrians will not be required where:
i. the use of the transportation facility by that user group is prohibited by law,
ii. the cost of new accommodation would be excessively disproportionate to the need or probable use,
iii. current and future need as determined by land use, user volumes, safety data, or population densities cannot be demonstrated,
iv. state or local governments do not include such accommodations in their bicycle/pedestrian master plans,
v. construction of bicycle/pedestrian accommodations is not constructable due to engineering design limitations,
vi. construction of such accommodations would be unsafe for potential users.
T. Excessively disproportionate cost increases must be noted in the justification reviewed and approved by the Secretary.
U. When existing right-of-way is a limiting factor, projects shall balance accessibility and mobility for all users with consideration to the context of the project area and local needs.
V. The best approach to reducing the cost of maintaining bicycle and pedestrian facilities is to plan for future maintenance in the project design phase, selecting sustainable and resilient materials and effectively locating street trees. Maintenance activities can also provide opportunities to comply with ADA and should be used to make facilities as accessible as possible. Every effort must be made by the leading agency to address surface conditions, debris, encroaching vegetation, signage, and markings for the life of the project or the project agreement. Where a lead agency is unable to participate in maintenance or cost share opportunities, the State shall perform its due diligence to investigate innovative alternatives or technical assistance to deliver and maintain the project.
W. On or before November 15 each year, each MDOT mode and MDTA shall submit a report to the Assistant Secretary for Planning and Project Development at TSO, providing status updates on all projects subject to the Policy, including reports on applicable safety and accessibility performance metrics and speed management case studies.
Definitions
For the purposes of this Policy, the following words have the following meanings:
A. Complete Streets means as defined in Maryland Transportation Article §8-901
B. Complete Streets Design Features means design features that accommodate and facilitate safe and convenient access and mobility to facilities by all users, including bicyclists, motorists, pedestrians, and public transportation users.
C. Complete Streets Objective Statement means MDOT’s specific, objective statement of fact that articulates the transportation problem being addressed and what is needed to solve that problem. Safety, accessibility, and mode shift are priority transportation problems to be addressed. All applicable roadway projects lawfully permitting more than one mode of transportation will identify an objective statement which prioritizes multimodal options, improved accessibility, and the application of Complete Streets design features identified in the Context Guide and defined in Maryland Transportation Article § 2-112.
Authorized/Supporting Documents
MDOT 701 Practical Design Policy
Modal Administrator/Executive Director Endorsements
This Complete Streets Policy demonstrates MDOT’s commitment to providing safer, more accessible, and more convenient mobility options for all lawful users of Maryland’s transportation system.
