With the policy change, we will be seeing a citywide culture shift across board from elected leaders, city staff, and ordinary citizens; everyone. One of the goals of the complete streets movement is about winning over the engineering profession, and Making them have a vision about streets for everyone.


Much like a Bicycle Friendly Community action plan, Complete Streets Policy envisions a Nigeria’s alternative transportation future, rather than a prescriptive, one-mode-fits all strategy. Complete streets policy allow the fostering needs and character of the community to guide the work. Emphasis on the complete street policy does not only serve to further acknowledge bicycling as the safest means of transportation and the most effective form of sporting activity aside swimming, it also sets a design standard for a nation’s infrastructural facilities ensuring that they are designed right the first time. The purpose of this city’s policy is to set forth guiding principles and practices to be considered in the design operations and maintenance culture of streets infrastructures to promote safe and convenient access and travelers facilities for all users.


Complete Streets Policy is not that complicated yet, sometimes it can be a tough sell. Finding a common cause of concern can be an excellent way to start the conversation. Our focus is to reduce traffic fatalities.

How were we going to do it?

This just means proper and integrated infra-structural adherence and legal compliance.


One of the goals of the Complete Streets movement is about winning over the engineering professional and showing them a vision of streets for everyone. Appealing to the problem solving side of engineers are hoped to yield great results. The Nigerian Society of Engineers should be supportive of the Complete Streets Policy.

In order to sell it, you need to bring in the experts that can lay out the complete street master plan, meaning there is often a misconception of what they look like. Good design guidance and training is crucial. Once it is explained how, some paint and small adjustments can be inexpensive, safe solutions to the problem are ensured.


While there are lots of great expectations, it is thoughtful to note that the concept of a complete street components includes, street and sidewalk lighting, pedestrian and bicycle safety improvements, that is in compliance with the International disabilities Act, public transit facilities accommodation including pedestrian access improvement to transit stops and stations, street trees and landscaping, drainage and other street amenities.

This policy and its implementation should follow a project-by project systematic approach. At the planning phase, the city will conduct a study and analysis to see how best to integrate these elements into the project. Complete road diet includes the addition of bike lanes as part of a resurfacing project, arterial road running through cities, town. Bicyclists will be ecstatic about the road and how it offers an improved option to commute to work/schools, exercise or visit remote sites.

A six-step planning process is built into road projects to incorporate an up-to-date land and transportation use, as well as the planned future use in context. This process is hoped to be successfully integrated into the Complete Streets Coalition Training Workshops. Many agencies will enjoy the expanded toolbox that Complete Streets offers them. The program is very well outlined. City officials will learn to do by experimentation and then codify what works. Such flexible approaches will alleviate transportation agencies’ fears, so that their plans will include all modes, regardless of need or of context. Policies should also include a list of exceptions, like when a mode is prohibited (think limited access highway), when costs are exceptionally disproportion to the anticipated use or when there is a documented lack of current or future need.

These policies may require a high-level agency sign off. Policy is simple and headache free. Complete Streets Policy will help our Nigeria states move away from being an auto-centric community. We should strive to encourage transportation in the full sense of the word. Cities should work on improving
their BFC status and ensure a Complete Streets Policies, Adherence and invest significantly in capital improvements by designing and constructing first class transportation facilities for all users.

Complete Streets Policy sets a framework for continued smart growth, well into the future. The sentiment of many bicycling advocates is very timely for us now. We should have been doing this years ago.

As a business, collaborate, should invest heavily in mobility choices for their employee through bus passes and stipends for biking and walking. Advocacy is just the beginning. Legislature should recognize the need to address multi-modal access to get our expansion plan passed, we need to find a way to mitigate that impact, to be a good neighbour. Bicycle Boulevards and connections to trails should be made as part of the plan of Hospitals preliminary design framework, make financial investments in multi-modal transportation in the neighbourhood, transportation improvements surrounding the campus. Effort should be geared towards installing walk-able, bike-able, pedestrian ways. Local advocates and hospital representatives should host a ride-about for city council to show where these improvements are going and the impacts on the patients. Without these efforts toward auto traffic mitigation, critics will push the city council to reject the contentious bicycle improvements plan.

The most effective Complete Streets policies should be applied across the
transportation network, ensuring strong connectivity for all modes throughout.

Communities, businesses and states designated as bicycle-friendly are working to encourage active and livable streets for all users including; pedestrians, bicyclists, motorists and transit riders of all ages and abilities. A Complete Streets policy and guidance for implementation are vital to any bicycle-friendly effort and requires consideration of all modes of travelling in every aspect of the transportation planning process. Bicyclists are at the core of this movement because Complete Streets mean more access, mobility and comfort on road infrastructure.

Cities, states and business rally behind the Complete Streets Policies because they mean improvements in sustain ability, personal health and economic development. Building Complete Streets calls for a broad spectrum collaboration, sets good standards, builds strong and secured communities.


Bicyclists often lead the push for Complete Streets infrastructures. Their passion for improvements for cycling goes further to ensuring making roads better for everyone, a focal point for a community to play around, before the policy is put in place. Nigerian roads were built for cars with no thought for bicyclists with little or no thought for pedestrians. With policy change, we are yet to enjoy a citywide culture shift across board from elected leaders, city staff, and ordinary citizens; everyone. Implementation of creative transportation options like a light rail and bike racks on buses energized constituents. The authorities will receive calls from citizens wanting to know when their area will get bicycle lanes.

Complete Streets benefit bicyclists, pedestrians, transit users and people with disabilities, youth, and older people through better-connected facility networks. Implementing a Complete Streets policy is better done by building partnerships with the host community.

Complete street policies can be implemented nationwide as the transportation sectors strive to improve. As the population grow, policies should be built off one another. Business communities can adopt the complete street policy, cycling for health and fitness program. Hospitals planners can adopt program to expand their health and fitness periscope. Hospital communities’ health and active living system can benefits from bicycling. Hospitals can build-in trails and make connections internally and externally to enable people move around their campus by foot or on bicycles. As a result, we will be noticing prompt recovery and lower healthcare costs. The importance of implementing an integrated bicycle friendly system, built environment and its role in achieving an important- health and well-ness objectives, is simply about building the connections.

The Advocacy Advance Collaboration is task to make that difference for bicyclists everywhere in Nigeria by funding researches to help bicyclists and offering grants to local advocates. One of such grant will help to teach planners and engineers in Nigeria about the needs and requirements of bicyclists. Our interest in educating planners and engineers is critical and so the state’s civil engineers and planners must be well equipped with this background training on bicycle infra-structural apparatuses. Advocacy has been our core focus and active in the state. Speaking at conferences, offering continuing training, workshops, seminars and lectures, but did not feel that we have really been successful at reaching targeted audiences. With the Advocacy Advance grant in hand, we shall set out to create a course that would educate planners and engineers on the needs of bicyclists. Our special introduction to bicycle planning, is our direct program designed to orientate bicyclists on the road and how to coexist and interact with other road users, Tagged; ‘here is a bicycle lane’. The seminar starts with a 15-minutes abridged Traffic Skills TS100 course teaching them some highlights of the course evolving to show interactions on the roadway, could come in video.

The courses are planned for different locations around the states and LBN realistically hopes for people to attend and complete these courses. We do publicity to municipalities, engineering and planning firms, mainly sending postcards speaking about these courses. Collaborations are drawn from engineering and planning firms, the state department of transportation, and some the Federal Road Safety Commission, and the Police highway Patrol departments.

Engineers & Mr. Bicycle believes that one of the keys to their success will be the access to continuing education credits for planners and engineers. It is hoped to be expensive and extensive to earn the right to offer certifications. That is why their attendance is so highly important and esteemed. For planners, LBN is working with the International Planning Association to offer certification program to people keeping up with their certification courses. For engineers, their requirements may vary state-by-state and in-line with the IEEE certification requirements, and for our consumption, it simply requires that the person offering the course should be an “expert in the field.”