Local streets should enable people to reach nearby destinations safely and comfortably without relying solely on a car. Their design should signal that people come first. Yet transportation planning and engineering practices often continue to prioritize vehicle movement, even in downtowns, school zones, and other built environments where safety and livability are paramount. As New Jersey advances goals related to eliminating roadway fatalities and reducing the transportation sector’s carbon footprint by encouraging more non-motorized travel, the connection between transportation, land use, and street design has never been more important. Good local street design is key to making all street users—pedestrians, cyclists, people with disabilities, and drivers of all ages and abilities—feel welcome.
Panelists in the session “Designing Local Streets for All Users, Not Just Cars” at the 2026 NJ Planning and Redevelopment Conference, hosted by New Jersey Future and APA-New Jersey, talked about the various factors that make a street feel safe, convenient, and pleasant for people not in cars, and offered insights into how local leaders and professionals in both land use and transportation can refocus on designing local streets for people rather than prioritizing vehicle throughput. Panelists included Blythe Eaman, Director of Environmental and Sustainability Planning at the North Jersey Transportation Planning Authority (NJTPA); Anthony Durante, Senior Project Manager-Planning at Michael Baker international; Nancy Facey-Blackwood, Councilmember in the Borough of Red Bank; and Leigh Ann Von Hagen, Executive Director of the Alan M. Voorhees Transportation Center at Rutgers University. Tim Evans, Research Director at New Jersey Future, served as moderator.
Local streets are not just for getting people from point A to point B, as Ms. Von Hagen reminded attendees—they are destinations unto themselves. They provide access to all kinds of business, shopping, and recreational attractions in proximity for many people who are not using cars. They even function as important social spaces (as was illustrated by “open streets” programs during the COVID-19 pandemic) as well as generating economic development, like when streets are temporarily closed to vehicular traffic for street fairs or outdoor dining on summer weekends. Local streets can have different uses at different times of day (consider school zones as an example), so it is important to keep in mind who the various user categories are. People with disabilities are another group whose specific needs are often overlooked. Ms. Facey-Blackwood observed that Red Bank thinks of pedestrians and cyclists as having priority on their local streets, with cars as secondary users. However, she also noted that expectations about a street’s functions can differ from one part of town to another, and even from one street to another in the same part of town. In general, a good way to think about what a street should look like is by asking who will be using it, how they will be using it, and when they will be using it, rather than trying to start with the type of classification system (arterial, major collector, etc.) favored by traffic engineers.
The concept of a “complete street” accounts for the needs and concerns of all users, not just those in cars. What are factors that make a street feel “complete?” At the beginning of 2025, the Target Zero Commission was created, tasked with developing strategies for eliminating deaths and serious injuries on New Jersey’s streets and roads. The Commission then established a Working Group, which conducted an extensive outreach campaign soliciting feedback on a wide range of street characteristics that not only affect pedestrian safety (the Commission’s explicit task) but also make the pedestrian environment pleasant and convenient. Among the seven categories the Working Group used to organize its recommendations, three of them focused substantially on the characteristics of the road segment and the development adjoining it.
Some of the factors are transportation-related—what does the actual right-of-way look like, in terms of number of lanes, lane widths, speed limits, presence of on-street parking, turning radii that determine the speed at which a vehicle can make a right turn at an intersection, etc.? Other factors are land-use-related: the types of land uses that abut the street; the presence of driveways and curb cuts that could create conflicts between vehicles and pedestrians; building setbacks; the size and style of commercial signage; or whether parking is out front of the building or in back. Panelists stressed that it is important for leaders and decision-makers to consider both the transportation and land-use elements of a street environment, rather than treating them as separate issues, because people don’t perceive them as separate when navigating a street. Both components send a message: Do non-motorized users belong here or not? Ms. Eaman noted that transportation and land use are often addressed separately within municipal master plans, even though the two are inherently connected. She explained that when planning decisions are not integrated, street design can become disconnected from broader community goals, leading to street segments that feel more car-focused than people-focused.
This separation of transportation and land-use considerations is one obstacle to creating a street that feels welcoming to all users. Mr. Durante noted that transportation engineers can suffer from institutional inertia, where they tend to rely on the same set of industry-standard manuals and guidebooks they’ve used for decades, which focus on accommodating and expediting vehicular traffic, often at the expense of consideration for non-motorized users. Focusing on vehicle through-put results in lanes that are too wide, speed limits that are too high, turning radii that are too big (allowing vehicles to make turns at speeds that are too high for them to stop if they encounter a pedestrian attempting to cross the street at the corner), and other characteristics that make non-motorized users of the street feel as if they are an afterthought at best. As Chuck Marohn, founder of Strong Towns and a self-described reformed transportation engineer, has said, “If you need a sign to tell people to slow down, you designed your street wrong.”
Photo: Chuck Marohn, Strong Towns
Mr. Durante also mentioned physical constraints on making a street more “complete,” especially where there is no room to widen a road to add elements such as a protected bike lane or a center pedestrian-refuge median due to adjacent buildings or topographical features. In such situations, the existing space can be reallocated among different categories of users, like converting a through-lane to on-street parking or to a center turn lane (or vice versa), or reducing the number of through-lanes to create a dedicated bike lane. Traffic-calming features like speed humps and curb bulb-outs can also be added to encourage drivers to reduce their speed. Ms. Von Hagen made the larger point that, whatever the constraints and whatever the road segment initially looks like, reducing vehicle speed is generally the key to making non-drivers feel safer. Designing for people, in most contexts, means designing to slow cars.
In most contexts, designing a street for people means designing it to reduce vehicle speeds.
Another factor that can get in the way of creating complete streets is more political – a lack of coordination among local players and resistance from residents. Getting everybody in town on the same page is important. Mr. Durante said that proposals from planners or developers for “complete streets” modifications often generate pushback from local officials or the general public, especially if they involve reducing on-street parking. Ms. Facey-Blackwood seconded the point about parking and observed that in Red Bank, the pushback is mainly from residents, since local leaders are already on board with design changes meant to make streets safer. She also reminded attendees that “local leaders” include not only elected officials but also representatives from the fire department, public works, the health department, and others with expertise in how a street functions and the concerns of the people who use it. Convening these interested parties early in the process and securing buy-in for the goal of making streets safer and more pleasant for all users will increase the likelihood of success when specific changes are proposed.
Finally, jurisdiction can be an obstacle to implementing streetscape improvements. In many towns, the “main street” is actually owned and controlled by the state or county. Mr. Durante advised that one thing local leaders can do is decline to pass resolutions of support when required for projects that conflict with their complete streets goals. They can also establish a complete streets policy committee, working group, or advisory board dedicated to advocating for complete streets, which can include both volunteers and professionals. In fact, Ms. Facey-Blackwood recommends such a move. She said that Red Bank has a good working relationship with Monmouth County, which helps them make improvements because the county already understands, thanks to the work of the borough’s policy committee.
In general, Ms. Eaman said that municipal leaders have more power than they think. Once the governing body has identified complete streets as a goal, they can staff relevant committees with members who bring diverse perspectives – public works, health, school safety, etc. They can identify champions, including residents, who can keep the momentum going when leadership changes. They can talk about why the status quo needs to change—temporary demonstration projects can aid with this—to help people imagine how things could look different. Sometimes, success is just a matter of making sure that municipal employees follow through on items that leadership has already approved.
What can local leaders do to make “complete streets” outcomes more likely?
Ms. Facey-Blackwood reinforced the point about getting the right people in the room at the beginning to create consensus on the goals, and also about having data on traffic volumes and pedestrian counts (if available) to help make the case for proposed improvements. Mr. Durante said that local leaders can encourage transportation engineers to consult other design guidebooks besides the car-focused ones they’re accustomed to, which have become standard practice but are not required by regulation. He mentioned the design guides issued by the National Association of City Transportation Officials (NACTO) as the gold standard. Still, there are others, including NJDOT’s own Complete and Green Streets guide and NJTransit’s Transit Friendly Planning: A Guide for New Jersey Communities.
Thinking more broadly, Ms. Von Hagen encouraged complete streets advocates to take advantage of the fact that public officials are now saying out loud that traffic deaths are preventable (thanks to initiatives like the Target Zero Commission) to start talking more about how street design plays a role. All of New Jersey’s 21 counties are now developing their own safety action plans toward the goal of zero roadway deaths, so they will be thinking about ways to work toward that goal, including evaluating local street design. Municipalities will be able to use the crash data in these plans to inform their land-use planning and steer their actions toward the most serious problem areas. The identification of “High Injury Networks” provides a similar opportunity for prioritizing improvements; Ms. Eaman noted that municipalities can work with their Metropolitan Planning Organization (MPO), North Jersey Transportation Planning Authority, Delaware Valley Regional Planning Commission, or South Jersey Transportation Planning Organization, for more help with addressing these problem areas.
Ms. Von Hagen suggested that another part of the broader effort to change the culture is to call out the tendency among public figures toward “victim blaming,” where the first instinct on the part of police responders, elected officials, or media coverage is often to ask what the pedestrian or cyclist did wrong. Why didn’t they cross at the crosswalk? Why were they wearing dark colors? Sometimes, public figures may also blame the driver. Why were they speeding? Why didn’t they see the person in the crosswalk? But the underlying question of the fundamental design of the street—why was this street designed to encourage high-speed vehicle travel in the first place—rarely comes up. Complete streets advocates should refocus the discussion of roadway safety on the things we can change about the streets themselves, rather than on the people and vehicles that use them, to make local streets better for all users, particularly the most vulnerable. If we design streets to be safe, pleasant, and convenient for an 8-year-old and an 80-year-old, we’re going to cover everyone in between.
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