Support Safer Streets: Complete Streets Standards Update on June 17

Edmonton’s streets could get safer and more inclusive! On June 17, the Urban Planning Committee will discuss Edmonton’s updated Complete Streets Design and Construction Standards (CSDCS). These standards may sound technical, but they boil down to a simple idea: streets should be designed for everyone, not just for cars. This meeting is a crucial chance to push for streets that are safer and friendlier for cyclists, pedestrians, transit users, and drivers alike.

In this post, we’ll break down what the Complete Streets standards are (in plain language), why they matter for cycling and active transportation, what changes are proposed on June 17, and how they tie into Edmonton’s big plans like The City Plan and The Bike Plan. Most importantly, we’ll tell you how you can help – by urging your City Councillor to support these new standards. Let’s build a safer, more active city together!

If you're already convinced that Complete Streets are a good thing, you can show support by writing your councillor to let them know! 

What Are Complete Streets Standards (In Plain English)?

A Complete Street is a street designed to be safe and welcoming for all users – whether you’re walking, rolling in a wheelchair, cycling, taking transit, or driving. In Edmonton, the Complete Streets Design and Construction Standards are basically the City’s rulebook for building or rebuilding roads. They guide engineers and planners to include things like sidewalks, bike lanes, safe crosswalks, and transit-friendly features whenever a street is constructed or upgraded. The goal is that every road project, big or small, considers the needs of everyone who uses the street – not just motorists.

This approach is actually official City policy. Back in 2015, Edmonton City Council adopted Policy C573A, stating that “Streets that reflect the surrounding area, are safe and welcoming to all users are important for the quality of life, competitiveness and growth of our city”. In other words, every time we build or fix a road, we should apply Complete Streets principles so that the street works for people of all ages and abilities, in all seasons. The policy says Complete Streets are meant to provide travel options for all users in a safe, accessible way, form a connected network, and even be vibrant, attractive places. It’s about moving people, not just cars.

The Design and Construction Standards put this policy into practice. They include detailed guidelines (engineering drawings, measurements, etc.) to ensure things like: if a road is in a busy urban area, it gets wide sidewalks and protected bike lanes; if it’s a transit route, it has safe bus stops; if it’s in a school or shopping zone, it’s designed to slow down traffic and improve crossings. By having these standards, the City makes sure new infrastructure is consistent and meets a high bar for safety and accessibility. In simple terms, it’s the rulebook that says: “Don’t build roads like we did in the 1950s – build them for 2025 and beyond, where people might drive or bike or walk or take a scooter.”

Why Does This Matter for Cycling and Active Transportation?

These standards matter a lot if you care about biking, walking, or taking transit in Edmonton. Why? Because how we design our streets directly affects your safety and whether you feel comfortable choosing active transportation. If streets are designed only for fast car traffic, most people won’t risk biking or walking – and those who do are in danger. But with better design – think protected bike lanes, well-marked crosswalks, curb extensions, good lighting – cycling and walking become safe, viable options for everyday travel.

Edmonton has big goals to shift more trips to active modes. The City Plan (Edmonton’s vision towards a city of 2 million people) sets a bold target: by 2050, 50% of daily trips should be made by transit or active transportation (walking, biking, etc.). Today, we’re nowhere near that – currently less than 25% of trips are by transit or active modes. Achieving this 50/50 goal will make our city greener, healthier, and more livable. But to get there, we need to make cycling and walking safe and convenient for everyday people. Complete Streets standards are a key tool to do that, by ensuring new streets and rehabilitated roads are built with bike lanes, sidewalks, and safe crossings by default.

We’ve already seen evidence that better infrastructure leads to more cycling. When Edmonton opened its downtown protected bike lane network in 2017, cycling trips immediately doubled compared to the year before, because suddenly people had a safe place to ride. Those bike lanes carried the equivalent of about 12% of the vehicle traffic volume on those roads – showing that if you build it, people will use it. It’s not just about convenience, it’s about safety too. Research from other cities and experts has shown that protected bike lanes reduce the risk of injury by up to 90% for people on bicycles. That is huge – it means designs like bike lanes separated from traffic by curbs or planters can virtually eliminate serious cyclist injuries.

And it’s not only cyclists who benefit. Complete Streets make things safer for everyone. For example, better crosswalk design and traffic calming reduce collisions for pedestrians and drivers alike. Edmonton has adopted a Vision Zero approach (zero traffic fatalities goal) in its Safe Mobility Strategy, and since 2015 we’ve seen traffic fatalities drop by 50% after implementing safety measures. But still, in 2022, 25 people were killed and over 500 seriously injured on Edmonton streets – many of them vulnerable road users. Every one of those is a tragedy that smarter street design could help prevent. Features like lower speed limits, raised crosswalks, and protected intersections (all elements in Complete Streets design) are proven to reduce collisions. For instance, intersection improvements that increase visibility and reduce turning speeds can make a big difference – more on that shortly.

Lastly, there’s an economic and quality-of-life benefit. Building streets for active transportation saves money in the long run – both for individuals and the city. Maintaining a bike lane or sidewalk is far cheaper than repairing roads chewed up by heavy traffic. In fact, Edmonton’s data shows the annual cost to maintain active pathways (bike lanes, trails) is only about $178 per km, whereas maintaining roadways is around $1,285 per lane-km. And globally, cost-benefit studies find walking and cycling projects often return 10 to 35 times the value of what they cost in health benefits, congestion relief, etc. Plus, when more people bike or walk, we see less congestion for those who do need to drive, less pollution, and even boosts to local businesses (people who walk or bike to shops tend to shop local and more often). It’s truly a win-win for the community.

What’s Being Proposed in the June 17 Update?

So, what’s happening on June 17? Essentially, City administration is bringing forward an updated Complete Streets policy and standards for Council’s Urban Planning Committee to review. Edmonton’s current Complete Streets guidelines (Version 4) have been in effect since 2018, and a newer Version 5 took effect in early 2024. This update likely builds on Version 5, aiming to strengthen the policy (City Policy C573A) and reflect new best practices in street design.

According to the meeting agenda, the update is to City Policy C573A – Complete Streets to “better reflect infrastructure needs” and clarify things like how we implement “Main Streets” (special streets that are key community shopping/dining areas). The full standards aren't being reviewed, but the Guiding Principals will be reviewed by Committee:

• Higher-quality bike lane designs: The City’s Bike Plan (2020) explicitly called for updating street design standards to require high-quality bike facilities. For example, the Bike Plan says we should implement features like floating bus stops and raised bike lanes wherever bike lanes and bus routes intersect. A floating bus stop means the bike lane goes behind the transit stop – so when a bus pulls over to pick up passengers, it doesn’t block the bike lane, and cyclists don’t ride in front of the bus door. This keeps both cyclists and transit riders safe by separating their movements. A raised bike lane is a bike lane that’s elevated (near sidewalk level) instead of at road level, often with a curb separating it from traffic – this makes it clearer that the bike space is distinct and also helps with drainage and snow clearing. We expect the updated standards to incorporate these kinds of designs as the new normal, rather than exceptions.

We hope that this means the new standards will REQUIRE the use of properly protected bike lanes, not just paint or “flexi-post” sticks. In fact, local advocates have been very clear on this: the Edmonton Bike Coalition argues for “fully protected bike lanes — no more painted lanes or flexipost-only solutions” on our streets/ The new standards need to echo that sentiment and ensure that painted infrastructure is explicitly banned from use in any context.

• Safer intersections for cyclists and pedestrians: A lot of accidents happen at intersections, so this update is expected to tighten standards on intersection design. One likely focus is promoting protected intersections – intersections engineered to reduce conflict points between turning cars and people walking/cycling. A protected intersection often includes corner “islands” that force cars to slow their turns and gives cyclists a set-back stop line and dedicated crossing path, so they are more visible. If you want a real example, look at the design for the new 132 Avenue rebuild. At 132 Ave and 97 Street, the plans include no “slip lanes” (those yield-turn lanes that let cars turn quickly) and instead place crosswalks and bike crossings on a raised platform in front of where cars must stop and turn. This means drivers must slow down and can see people crossing much better. One reviewer called that intersection “extremely well-designed: pedestrians and cyclists are always visible in front of turning vehicles, rather than to the side. No slip lanes discourages high-speed turns.” That’s exactly what a protected intersection looks like. 

We want the updated standards to make this the gold standard for busy crossings – especially anywhere a bike route crosses a major road or in high pedestrian locations, especially for multi-use paths (MUPs) that are otherwise just wide sidewalks.

• Continuous, accessible pathways: Another proposal we anticipate is a push for continuous pedestrian and bike facilities at minor crossings and driveways. This means instead of the sidewalk or bike lane dropping down to road level at every little intersection (making people on foot or bike stop or lose right-of-way), the sidewalk/bike path stays raised and level, and cars have to go up a ramp to cross the path. This design, often called a continuous crossing or continuous sidewalk, makes it very clear that the path of pedestrians and cyclists is the priority, and vehicles must yield when turning in or out. It also physically slows down turning cars (since they go over a bump) and improves accessibility for anyone using mobility aids (no more curb dips every block) and they have major advantages in the winter by preventing slush or ice accumulation that pedestrians need to get over or step into. In the 132 Avenue project mentioned above, there are several continuous raised crossings, and they make intersections far safer by increasing visibility, raising awareness, and slowing traffic. 

We want the new standards to require continuous sidewalks and bike lanes across neighborhood street intersections and driveways, to create a more seamless network. No more vanishing bike lanes that dump you into traffic at the intersection – the bike lane should continue through, marked and elevated, so drivers see it and yield.

• Better winter design and maintenance considerations: Because Edmonton is a winter city, street standards need to ensure infrastructure works year-round. The update is likely to address things like snow storage (e.g. boulevards wide enough to pile snow without blocking sidewalks/bike lanes) and materials or designs that make snow clearing easier (like those raised bike lanes – easier for plows than squeezing between curb and cars). However, even the best design means little if not maintained. A point of advocacy is to include maintenance standards for active transportation facilities – for instance, setting a high snow-clearing priority for major bike routes, and ensuring bike lanes are kept clear of ice, gravel, and debris. As Councillor Erin Rutherford recently noted, “the City is not able to clear snow or maintain pathways at a level that makes walking or rolling viable across Edmonton in all seasons”. She highlighted that inconsistent winter upkeep is a big barrier, and even though Council boosted the active pathways snow-removal budget by 20% in 2022, a report said we’d need about $34 million more per year to reach the desired service level city-wide. 

We need our design standards to not only build great infrastructure but also ensure it can be used 12 months a year. That could mean requiring a certain pavement quality, drainage for meltwater, or simply formally tying the standards to maintenance policies (so that a new bike lane isn’t considered complete unless there’s a maintenance plan for it). Build it right and take care of it.

• “Main Streets” enhancements: The policy update will also deal with “Main Streets,” which are important shopping or community streets (think Whyte Ave, 124 Street, Alberta Ave, etc.). Main Streets are supposed to get an “enhanced urban standard” in design, meaning extra emphasis on wide sidewalks, street trees, benches, bike parking, and slower speeds to make them great public spaces. The June 17 update likely clarifies how the City will identify and design these Main Streets. This is good news for active transportation because Main Streets tend to be where lots of people want to walk or cycle if it’s safe and pleasant. 

We want the standards to underline features like mid-block pedestrian crossings, curb bump-outs (extensions) to shorten crossing distance, protected bike lanes or routes nearby, and high-quality transit stops on these key corridors.

In summary, the proposed Complete Streets standards update is about raising the bar. It’s taking what we’ve learned in recent years – from projects like Downtown bike lanes, 102 Ave, 132 Ave renewal, etc. – and baking those best practices into the rules for all future projects. The Bike Plan’s vision of an “All Ages and Abilities” bike network, the City Plan’s vision of walkable 15-minute communities, and the Vision Zero goal of safe streets all intersect here. This update is the “mechanical” step that ensures new developments and road rebuilds actually follow through on those high-level visions.

How This Supports Edmonton’s Big Plans (City Plan, Bike Plan, etc.)

It’s important to note that these standards aren’t coming out of thin air – they are a key step toward fulfilling several official city plans and targets that have already been approved:

• The City Plan (Edmonton’s Municipal Development Plan) – As mentioned, this plan imagines Edmonton growing to 2 million people in a much more sustainable way. One of its goals is having 50% of trips made by transit or active modes by the time we reach that population. That goes hand-in-hand with creating 15-minute districts where people can meet their daily needs without a long drive. Complete Streets are the mechanism to achieve this. If half of trips are going to be by foot, bike, or transit, then 100% of our streets must be built to accommodate those modes safely. The City Plan explicitly calls for a “well-connected city where all Edmontonians can easily meet their daily needs within a short 15-minute walk, roll or transit ride. Updating the street design standards is how we retrofit and build our infrastructure to meet that vision. In practical terms, it means no more wide suburban roads without sidewalks (how can one meet daily needs walking if there’s literally no sidewalk?), and no more major arterial roads without safe crossings or bike lanes between neighborhoods. The City Plan’s climate goals (carbon neutral by 2050) also rely on shifting many trips to active transportation – which again circles back to designing streets that induce people to choose those modes. Complete Streets = Complete Communities.

• The Bike Plan (2020) – Edmonton’s Bike Plan lays out the strategy for expanding our cycling network to be safe, connected, and usable year-round. A big theme in the Bike Plan is building “All Ages and Abilities” (AAA) bike routes, meaning even a 12-year-old or an 80-year-old in a tricycle should feel comfortable using them. The Bike Plan specifically recommended updating the design standards to ensure new bike infrastructure meets AAA criteria. For example, as noted earlier, the Bike Plan says we must “update the Complete Streets Design and Construction Standards to require high quality design configurations, such as floating bus stops and raised bike lanes, where bike lanes traverse bus stop locations”. In other words, don’t allow shoddy designs that force bikes and buses into conflict – design it right. Additionally, the Bike Plan’s target of dramatically increasing cycling mode share (with an aspirational scenario of perhaps ~10% or more of trips by bike in coming decades) only works if infrastructure is expanded and improved. The Bike Plan and its Implementation Guide set out networks of bike routes across the city; the Complete Streets standards ensure that when those routes are built – say as part of a road renewal – they are built to the proper high standard (protected, safe, continuous). We don’t want any new “bike lanes” that are just a painted line – that’s not AAA. The updated standards will hopefully banish such low-quality implementations.

• Safe Mobility Strategy (Vision Zero) – Edmonton’s traffic safety strategy emphasizes street design as a primary tool for reducing collisions. One of the principles of Vision Zero is “Safety by Design” – designing streets to reduce the chances and severity of crashes. The updated Complete Streets standards put this into action by embedding features like better crosswalk markings, lighting, traffic calming measures (narrower lanes, curb extensions), lower design speeds in pedestrian-heavy areas, and so forth. The new standards should require a certain distance without parking near crosswalks, or use curb bump-outs to physically create that visibility. Little things like this save lives, and when they’re standard practice on all streets, the cumulative effect is big. We’ve already reduced pedestrian fatalities by 27% since adopting Vision Zero, and better street design can drive those numbers down further. The standards update is a chance to incorporate the latest safety research (for instance, tighter curb radii to slow turns, or raised medians as pedestrian refuges on wide roads) into every project.

• Climate and Health Goals – The City’s Energy Transition Strategy and public health initiatives also back active transportation. Edmonton has the highest per-capita greenhouse gas emissions of any large Canadian city, partly due to our car-dependent transport. Getting more people biking and walking will cut emissions significantly, and also increase physical activity levels in the population (tackling issues like heart disease, obesity, etc.). The Complete Streets standards contribute by making the healthy, emissions-free choice the easy choice. If a street has a protected bike path and safe crossings, a lot more people (including families) will choose to bike to a park, or let their kids walk to school. If it doesn’t, they’ll likely drive. It’s that simple. So while this is an “infrastructure standard,” it’s really a public health and climate tool as well.

In short, the updated Complete Streets standards are a linchpin to turn our high-level city goals into on-the-ground reality. They ensure that every construction crew and consultant has to follow designs that align with Edmonton’s vision of a more active, safe, and livable city. Without strong standards, we risk falling back into old habits of building wide, speeding roads that divide communities – undermining our own plans. With strong standards, every new road or rehab can incrementally build a city where, by 2050, taking transit, biking or walking is just as easy as driving, if not easier.

Ideas to Make Streets Even Safer and More Bike-Friendly

The proposed standards update is very welcome, and as advocates we strongly support it. But we can always strive for even better. Here are a few additional improvements we’d love to see Council push for – either as part of this update or in the final Design and Construction Standards – to truly make Edmonton’s streets world-class for safety, connectivity, and encouraging more cycling:

• Protected Intersections: It’s time to make protected intersection design (as described above) the default for any intersection on a bike route or any busy pedestrian crossing. This means adding elements like corner refuge islands, forward stop bars for bikes, and removing high-speed turn lanes (especially slip lanes, which should be banned when bike lanes are present). Protected intersections greatly reduce conflict points and force cars to slow down and yield properly. 

• Intersection Daylighting: A simple but effective measure is to ban parking or large obstacles near corners. By daylighting every intersection (especially around busy crosswalks and cycle crossings), we improve sightlines and reduce crashes. Drivers can see anyone in the crosswalk before turning, and vice versa. The standards can mandate, for instance, at least 10 metres of clear space from an intersection corner. San Francisco found this improves safety by giving drivers and pedestrians a better line of sight. 

• Continuous Sidewalks and Bike Lanes: Let’s eliminate the “drop-offs” in our active network. Continuous facilities mean the sidewalk or bike lane does not suddenly end at a property line or intersection. This could mean extending pavement across alleys and minor road crossings. The 132 Ave plan’s continuous raised crossings are a fantastic example, making intersections “far safer by increasing visibility... and slowing traffic”. We should require continuous design on all local/collector intersections where a bike route or sidewalk crosses – essentially treating the bike/ped path as the “main road” and the turning car as the one doing a minor movement. This will stitch together the network so that a cyclist or a wheelchair user doesn’t have to navigate a cliff or abrupt curb gap every block.

• Higher Winter Maintenance Standards: Design and maintenance go hand in hand. We should couple these design standards with clear maintenance standards that prioritize active transportation. For example, if a new bike lane is built, ensure it’s classified as a Priority 1 route for snow clearing (cleared within 24 hours of a snowfall, similar to main roads). The reality is, if paths aren’t plowed, people can’t use them – and that sets us back on our mode share goals. Edmonton’s active transportation community has been vocal about this: “winter maintenance remains unreliable — bike lanes are often unusable after major snowfalls,” as noted in our 2024 survey.

• Better Transitions and Connections: A standard is only as good as its implementation at the edges. We should look at transitions – for example, from a bike lane to a shared pathway, or from a protected lane to a quiet street bikeway. Often, the most confusing or risky spots are where infrastructure changes form. The new standards could specify typical designs for transitions: like tapered merging areas, clear signage, and continuous protection until the transition is complete. Also, network connectivity should be a guiding principle. We shouldn’t end a bike lane 200 m before the next connection because “project limit” – it should tie in smoothly to the next piece of bike infrastructure or at least a safe interim solution. 

Time for Action: Tell Council to Approve and Strengthen These Standards

The June 17 Urban Planning Committee meeting is our moment to push these improvements through. As an Edmontonian who cares about safe, livable streets, you have a powerful voice in this process. Here’s how you can help:

➤ Email your City Councillor (and the Mayor) to express your support for the updated Complete Streets Design and Construction Standards before June 17. Let them know that you want streets designed for people, not just cars. Emphasize that this is important for you and your family’s safety and for the future of our city. Councillors pay attention to what their constituents are saying – even a few emails can make a difference. You can find your councillor’s contact info here.

➤ In your message, hit the key points: for example, you can write “I’m asking you to support the proposed Complete Streets policy updates. We need streets that are safe for cycling, walking, and transit. Please ensure the new standards include things like protected bike lanes, safe intersections, and good year-round maintenance. This will help Edmonton reach its goal of 50% trips by transit/active modes by 2050, and more importantly, it will prevent injuries and make our neighbourhoods better for everyone.” Feel free to cite facts: you might mention that protected lanes can reduce cycling injuries by 90% or that building these features is cost-effective in the long run. Showing that you’re informed gives your argument weight.

➤ If you have personal experiences, share them. For instance, “My teenage daughter would bike to school if there was a safe route – but right now there isn’t. Complete Streets standards can change that.” Or “I drive and I cycle, and I actually feel safer driving when I know bikes are in a protected lane and not mingling in car traffic.” Real stories stick with decision-makers. They remind Council that these aren’t abstract engineering details, but changes that affect people’s daily lives – whether it’s a senior walking to the store or a kid crossing the street to the playground.

➤ You can also register to speak at the committee meeting on June 17 if you’re comfortable. As a public hearing item (or committee item), citizens can usually make short presentations (5 minutes). This can be done via phone or in person. You can request to speak here. Having a few voices from the cycling and active transportation community speak in favor can help counter any opposition or hesitancy. We expect opposition to these standards from developers who are concerned about the impact of your safety on their bottom line.

➤ Rally others: Encourage your friends, family, and colleagues in Edmonton to also email or speak up. Share this information in your circles – the more people Councillors hear from, the more confident they’ll feel voting to adopt robust standards. Remind folks that even if they personally don’t bike, they benefit from safer, more complete streets (their kids might walk to school, or maybe they’d like less congested roads as more people opt to cycle). This is truly about building a city for everyone.

In summary, our call to action is simple: tell our elected officials to build the kind of streets that we can all use safely. Edmonton’s Complete Streets standards update is a critical step towards a city where your transportation choice doesn’t have to be a car – it could be a bike, your own two feet, a mobility aid, or a bus, and you’d still be safe and comfortable. We’re on the cusp of that change, but it needs political will to cement it in policy. By voicing your support, you are helping push Edmonton to finally align its infrastructure with its vision of a healthy, active city.

Let’s not miss this opportunity. Safer bike lanes, better sidewalks, and human-friendly streets are within reach – let’s urge City Council to grab it with both hands. Send that email, make that call, and let’s roll forward on June 17 toward an Edmonton with Complete Streets for all!