http://safety.fhwa.dot.gov/road_diets

CASE STUDIES
 http://safety.fhwa.dot.gov/road_diets

BACKGROUND

Four-lane undivided highways have a history of increased crashes as traffic volumes rise, due to motorists sharing the inside lane for 

higher speed through movements and left turns. Additionally, as active transportation increases, communities desire more livable spaces, 

pedestrian and bicycle facilities, and transit options, which are not easily accommodated by a 4-lane undivided roadway. One solution that 

benefits all modes is a Road Diet (Roadway Reconfiguration).

A Road Diet is generally described as removing vehicle lanes from a roadway and reallocating the extra space for other uses or travelling 

modes, such as parking, sidewalks, bicycle lanes, transit use, turn lanes, medians or pedestrian refuge islands.

Road Diets have the potential to improve safety, provide operational benefits, and increase the quality of life for all road users. Road Diets 

can be relatively low cost if planned in conjunction with reconstruction or resurfacing projects since applying Road Diets consists primarily 

of restriping.

For additional information about Road Diets, visit the FHWA Office of Safety Road Diets website at http://safety.fhwa.dot.gov/road_diets.

ROAD DIET CASE STUDIES

Improving safety is a top priority for the U.S. Department of Transportation, and the Federal Highway Administration (FHWA) remains 

committed to reducing highway fatalities and serious injuries on our Nation’s roadways through the use of proven safety countermeasures, 

including Road Diets. Along with the development of the Road Diet Informational Guide, the FHWA Office of Safety commissioned a series 

of 24 case studies highlighting Road Diet implementations throughout the United States. The aim of this document is to provide State and 

local agencies and Tribal governments with examples and advice that can assist them in planning and implementing Road Diets in their 

own jurisdictions.

Many of the concepts described in this publication are illustrated in photographs and drawings. The drawings are for illustrative purposes 

only; they are not to scale and should not be used for design purposes. It is important to note that the lettering styles, arrows and symbols 

used in these case studies are not always consistent with those prescribed in the Manual on Uniform Traffic Control Devices (MUTCD). 

When employing treatments included in the case studies, only MUTCD-approved lettering styles, arrows and symbols should be used. 

Additionally, any highway agency wishing to implement a treatment that has not been included in the most recent edition of the MUTCD 

must request experimentation approval from the FHWA.

INTRODUCTION
 http://safety.fhwa.dot.gov/road_diets

Agency Location Title Key Focus of the Case Study

Genesee County Metropolitan 

Planning Commission Genesee County, Michigan Communities Embrace Widespread 

Road Diet Use

Assessment and ranking of all 4-lane roads to 

determine Road Diet potential

City of Grand Rapids Division Street 

Grand Rapids, Michigan

Livability Improves as Number of 

Lanes Decreases

Trial-basis Road Diet; highlights the positive 

outcomes and trade-offs of Road Diets

City of Grand Rapids Burton Street 

Grand Rapids, Michigan

Road Diet and Transit 

Working Together Traffic congestion concerns; transit stops

City of Chicago 55th Street

Chicago, Illinois

Road Diet Includes ParkingSeparated Bicycle LanesImproving bicycle safety and connectivity while 

maintaining efficient bus operation

City of Chicago Franklin Boulevard

Chicago, Illinois

Road Diet Improves Bicycle 

Connectivity, Enhances Livability

Livability benefits; improving safety and 

mobility for bicyclists

City of Chicago Wabash Avenue

Chicago, Illinois Capacity Improved After Road Diet Before-and-after capacity analysis; buffered bicycle 

lanes; signal optimization

City of Pasadena Cordova Street 

Pasadena, California

Road Diet Improves Multimodal 

Level of Service

Improvement in multimodal level of service; 

addressing speeding issues

City of Santa Monica Ocean Park Boulevard 

Santa Monica, California

Road Diet Improves Safety 

Near School Addressing safety issues near school

City of Los Angeles Seventh Street 

Los Angeles, California

Road Diet: Key Ingredient in 

Los Angeles’ Bicycle Master Plan

Improving bicycle mobility and encouraging 

bicycle ridership

Virginia Department of 

Transportation

Lawyers Road 

Reston, Virginia

All-Around Success for Safety 

and Operations

Community input and public perception survey; 

crash reduction; bicycle connectivity

Virginia Department of 

Transportation

Soapstone Drive 

Reston, Virginia

There’s More Than One Way to 

Complete a Road Diet

Multiple configurations of Road Diets; crash 

reduction; bicycle connectivity

Virginia Department of 

Transportation

Oak Street

Dunn Loring, Virginia Improving Safety and Livability Reducing aggressive driving behaviors; 

providing consistent lane configuration

City of Des Moines Ingersoll Avenue

Des Moines, Iowa

Temporary Road Diet 

Becomes Permanent Trial-basis Road Diet; public perception survey

Regional Transportation 

Commission of Washoe County Reno, Nevada Educating the Public on Road Diets Public outreach method for education on 

Road Diet projects

Regional Transportation 

Commission of Washoe County

California Avenue

Reno, Nevada

A Feasibility Evaluation Using 

Traffic Simulation Software

Using traffic simulation software to determine 

feasibility of a Road Diet

Regional Transportation 

Commission of Washoe County

Wells Avenue 

Reno, Nevada

Road Diet Improves Safety for 

Motorized and Non-motorized Users

Evaluating the safety and operational effects 

of the Road Diet

New York City Department of 

Transportation

Luten Avenue 

Staten Island, New York

Safety Solution Near School is a 

Road Diet

Addressing safety issues near school; 

reducing speeds

New York City Department of 

Transportation

Ninth Avenue 

Manhattan, New York

Road Diet on One-Way Street 

Designed for All Users

One-way street; parking-separated bicycle path; 

bicycle signals; pedestrian refuge islands

New York City Department of 

Transportation

Empire Boulevard 

Brooklyn, New York

Road Diet Improves 

Pedestrian Safety

Increasing pedestrian safety; reducing speeds 

and calming traffic

New York City Department of 

Transportation

West Sixth Street 

Brooklyn, New York

NYCDOT Responds to Tragedy 

with Road Diet Addressing pedestrian safety issues

Seattle Department of 

Transportation

Dexter Avenue 

Seattle, Washington Two-Stage Road Diet

4-lane to 3-lane to 2-lane Road Diet; bus bulb-outs, 

buffered bicycle lanes; high bicyclist volume and 

bus ridership

Seattle Department of 

Transportation

Nickerson Street 

Seattle, Washington

Safety Improved & Extreme Speeding 

Virtually Eliminated

Reducing speeds; improving overall safety; 

pedestrian safety features

Seattle Department of 

Transportation

Stone Way 

Seattle, Washington

Despite Early Opposition, 

Road Diet Produces Great Results

Public sentiment on Road Diet project; 

increased bicycle use

City of Indianapolis Indianapolis Cultural Trail

Indianapolis, Indiana

Road Diets Lead to 

Economic Development

Public outreach, planning, and design; 

economic development success

Road Diet Case Studies - Introduction
Case Studies

 Improve safety throughout 

county

 Encourage walking, 

bicycling, and transit use

 Evaluation of 4-lane roads

 Stakeholder collaboration 

and planning

 Education on Road Diet benefits

 Crash reduction

 Improved livability

 Community support

OBJECTIVE FEATURES RESULTS

Genesee County, Michigan

COMMUNITIES EMBRACE WIDESPREAD ROAD DIET USE 

Since 2009, Road Diets have rapidly become culturally accepted in Michigan, and 

agencies are scouring their systems to identify which 4-lane roads are the best 

candidates for a Road Diet.

Genesee County Metropolitan Planning Commission (GCMPC), encompassing one 

county and 33 municipalities, has been both progressive and aggressive with Road Diet 

installations. Since the introduction of this safety treatment to the public, the GCMPC 

set out to make Road Diets a positive treatment in the community’s eyes. The 4- to 

3-lane Road Diet conversions in the county have been so successful that citizens now 

favor the 3-lane cross section where it is operationally feasible.

Road Diet in downtown Flint, Michigan, features on-street parking and bicycle lanes using striping on a brick pavement surface. Photo: Jennifer Atkinson 

Every 4-lane road is assessed for potential of 

conversion to a Road Diet.

RECOMMENDATION/RATING

 Not recommended

 Not recommended without adjustments

 A good candidate

 A very good candidate
 http://safety.fhwa.dot.gov/road_diets

BACKGROUND

The real boost to widespread implementation of Road Diets in the region occurred in 2009 with the adoption of a 

Complete Streets program and completion of a technical study in which the GCMPC assessed every 4-lane road in its 

jurisdiction for potential of conversion to 3 lanes, ranking the desirability of each for Road Diet consideration.

In the beginning, routes with lower volumes (6,000 to 8,000 vehicles per day) were targeted in order to allow for 

easy conversion, and the results included immediate safety benefits. After several successful conversions with positive 

outcomes, GCMPC began selecting implementation sites with higher volumes – up to 15,000 vehicles per day.

GCMPC has encouraged local agencies in the county to try out a low-cost Road Diet by restriping existing 4-lane 

segments to three lanes as part of their ongoing restriping plans. After a trial period, if the conversion is not operating 

as desired or publicly accepted, the road can be restriped back to the original layout.

STAKEHOLDER INVOLVEMENT, EDUCATION, AND BUY-IN

GCMPC uses an educational approach to gain public support for Road 

Diets. Selecting appropriate Road Diet locations within the county based 

on engineering studies is the first step. The GCMPC then approaches 

individual city agencies about the potential Road Diet corridor and 

educates the stakeholders on the benefits. This collaboration begins early 

in the planning process and continues through the Road Diet installation. 

Working together with these stakeholders gives a sense of project 

awareness and buy-in to all involved, and it helps to overcome obstacles 

that arise along the way, leading to smoother implementation.

SAFETY

Road Diet installations have improved safety in Genesee County. Analyzing the traffic crash data from 1996 to 2007, 

the GCMPC completed a before-and-after safety study using seven Road Diet sites, with results showing an overall 

reduction of crashes. 

PHOTO: GCMPC

City of Clio

Genesee County, Michigan

COMMUNITIES EMBRACE WIDESPREAD ROAD DIET USE 

Average Annual Crash Reduction Rates After Road Diets in Genesee County

Crash Type Davison Rd Dupont St Flushing/Fifth Ave ML King Jr Blvd Miller Rd University Ave Vienna Rd OVERALL

Head-on -17% -31% -100% 129% -43% -100% -62% -32%

Head-on Left Turn -28% -74% -100% -41% -37% -100% -24% -58%

Rear End -16% -54% -29% -46% -29% -53% -21% -35%

Rear End Left Turn 92% -79% -100% -17% -37% -100% -13% -36%

Side Swipe Same Side -18% -56% -48% -42% -15% -31% -20% -33%

Side Swipe Opposite Side -31% -5% -100% -17% -33% -100% -55% -39%

All Non-alcohol & Non-deer -16% -47% -42% -38% -23% -35% -26% -32%

“Road Diets are seen as treatments 

that can be used to keep a downtown 

area ‘current’ and follow the national 

[livability] trends.” 

The GCMPC stated that...

5th Ave - City of Flint

Photo: GCMPC
Case Studies

BACKGROUND

The City of Grand Rapids has taken a holistic view of Road Diet 

implementations by identifying all 4-lane facilities within its jurisdiction, 

and then recording and tracking traffic volumes, corridor use, and the 

overall operation under existing conditions. The city recognizes the 

safety benefits of Road Diets and is aware of a roadway reconfiguration’s 

potential effect on traffic operations They also recognize that Road Diets 

can bring a higher quality of life for users and can encourage commercial 

activity and sales.

This approach led the City of Grand Rapids to install a Road Diet on 

Division Street, from I-196 to Wealthy Street. The roadway’s cross section 

changed from four and five vehicle lanes to three lanes and a mixture of 

dedicated bicycle lanes and shared lanes. Although on-street parking 

already existed prior to the Road Diet, the reconfiguration allowed for 

additional parking spots.

Tying the quality and the location of transportation facilities to opportunities such as LIVABILITY access to good jobs, affordable housing, quality schools and safer streets.

 Improve business environment, 

commercial activity, and sales

 Increase parking

 Trial basis Road Diet

 Solicited public feedback

 Commercial district with 

closely spaced traffic signals

 Slower speeds

 Improved livability 

 Increased travel times

OBJECTIVE FEATURES RESULTS

Grand Rapids, Michigan – Division Street

LIVABILITY IMPROVES AS NUMBER OF LANES DECREASES 

Division Street has on-street parking and signals at every intersection through downtown. 

Photo: Jennifer Atksinson

Cherry St

Fulton St

Lyon St

Michigan St

Wealthy St 

Divison St

H

H

HWY195

HWY131

1 mile

15,000 vehicles per day
 http://safety.fhwa.dot.gov/road_diets

PUBLIC INVOLVEMENT

The city conducted two public meetings before this 

Road Diet was implemented to gain public support 

and to educate those who use the route. During these 

meetings, officials learned that citizens wanted the 

opportunity to try the Road Diet for a trial period and 

reconvene before implementing permanently.

RESULTS

After the Division Street Road Diet installation, the City of Grand Rapids reported that businesses along the corridor 

are generally happy with the project because of the perceived improvement in the quality of life attributes and 

livability of the community. A few residential facilities along Division Street that were previously unrented for 2 years 

have been rented after the Road Diet brought improved bicycle accessibility. The owner of those housing facilities 

believes that the bicycle enthusiasts who want to live along the corridor and bike to work have contributed to an 

overall increase in economic activity in the area.

One lesson the city learned from this project was the need to carefully evaluate the potential effects Road Diets 

could have on the reliability of transit schedules. Before installation, Division Street served as a local transit route. 

However, the bus company decided to relocate the route to another corridor after the Road Diet because of 

increased travel times.

Based on positive public feedback, the City of Grand Rapids ultimately chose to retain the Road Diet permanently. 

While the Road Diet project produced many positive outcomes, the project resulted in some negative aspects as 

well. The benefits and trade-offs are summarized in the following table.1

Positive Outcomes Trade-offs

Increased parking Increased delay

Decreased vehicle speeds (-1 to -4 mph) Longer queues (i.e. Northbound increased from 81 feet before 

to 180 feet after in the PM)

Improved bicycle facilities (bike lanes/shared lanes) Longer travel times 

(average increase of 19 to 52 seconds through corridor)

Reduction in head-on left turn (-38%)*, angle (-17%), and 

sideswipe crashes (-20%) Rear-end crashes nearly tripled after installation.

Increased pedestrian/bicycle flow 

(+13% PM, +57% off-peak, and -14% AM)

Increased emissions (+19.8% AM, +1.1% off-peak, 

and -5.3% PM)

Decreased volumes (-18% to -29% north of Wealthy Street) Diversion from the corridor

* Calculated from data in the referenced Report (eight crashes before to five crashes after); this percentage varies from the

 percentage published in the Report table.

1

 City of Grand Rapids, Michigan, “Revision Division Road Diet Traffic Impact Study: Final Report,” February 2013.

Grand Rapids, Michigan – Division Street

LIVABILITY IMPROVES AS NUMBER OF LANES DECREASES

The city posted signs along the corridor

to solicit feedback on the Road Diet project

Photo: Jennifer Atksinson
Case Studies

BACKGROUND

In 2012, the City of Grand Rapids, Michigan, installed a Road Diet on Burton Street stretching from Division Street to Plymouth 

Avenue. At just over 2 miles long with a mix of residential and commercial businesses, this segment of Burton Street experiences 

approximately 15,000 vehicles per day and is home to several schools and a public park. In addition to buses transporting 

students to school, a transit route also runs along this section.

 Install bicycle lanes

 Improve safety

 Accommodate needs of school 

bus and transit bus stops

 Several schools and a public 

park nearby

 Congestion concerns

 Frequent school buses and 

transit stops

 Improved roadway for bicyclists

 Slower speeds

 Addressed transit needs and 

congestion concerns

OBJECTIVE FEATURES RESULTS

Grand Rapids, Michigan – Burton Street

ROAD DIET AND TRANSIT WORKING TOGETHER Division St

Plymouth Ave

Kalamazoo Ave

2 miles

15,000 vehicles per day

Gareld 

Park

Plaster Creek 

Family Park

Ottawa Hills

High School

HWY131

Burton St

BEFORE AFTER AFTER Photo: Jennifer Atkinson
 http://safety.fhwa.dot.gov/road_diets

TRAFFIC CONGESTION CONCERNS

Although recent Road Diets in Grand Rapids had proved successful, there were still apprehensions 

when the city announced the Burton Street Road Diet conversion. Opponents were worried that 

traffic congestion might occur as a result of the frequent stops of school and transit buses traveling 

within the corridor.1

 Residents in the area were also concerned about having sufficient gaps to turn 

onto Burton Street at stop-controlled intersections.

Rick DeVries, Assistant City Engineer, was well aware of the traffic congestion concerns brought to 

the city’s attention, “You try to balance what you’re trying to do safety-wise, and quality of life, with 

those kinds of concerns.” 2

A PRACTICAL COMPROMISE

The city needed a solution that addressed the concern that frequent bus stops might contribute to 

traffic congestion if Burton Street underwent a Road Diet. While transit stops are often equipped 

with bus pull-offs, transit providers in the area indicated they prefer to not remove the bus 

completely from the travel lane, as it interferes with their ability to merge back into mainline traffic.

In response, the city’s Road Diet design included the addition of a designated bicycle lane that 

served a dual purpose: it accommodated Burton Street bicycle traffic and provided a place for 

transit buses to make routine stops. Transit buses are able to utilize the bicycle lane during stops 

and still leave the majority of the through lane available for motorists behind the bus to use if 

they desire. This practical solution met the needs of the transit providers in the area while also 

improving the roadway for bicyclists.

To further address congestion concerns, the city optimized the traffic signal timing along the 

corridor, improving the progression of traffic and allowing motorists to more easily access Burton 

Street at stop-controlled intersections by providing gaps in traffic.

In the end, those living along Burton Street are enjoying the slower speeds and bicycle lanes the 

Road Diet has provided.3

1

 Zane McMillin, “Grand Rapids leaders make case for Burton Street ‘diet’ as business owners cry foul,” mLIVE, January 10, 2012. 

Assessed March 23, 2015. Available at: http://www.mlive.com/news/grand-rapids/index.ssf/2012/01/grand_rapids_leaders_make_

case.html

2

 Ibid. 

3

 Comment from Amy Baas on “Move forward with planned Burton Street (Grand Rapids, MI) Road Diet,” 

an online petition posted by Joshua Leffingwell. Accessed March 23, 2015. 

Available at: https://www.change.org/p/bike-friendly-gr-moveforward-with- planned-burton-street-grand-rapids-mi-road-diet

Grand Rapids, Michigan – Burton Street

ROAD DIET AND TRANSIT WORKING TOGETHER

Photos: Jennifer Atkinson

“I BELIEVE IN 

BOTH IMPROVING 

OUR ROAD’S 

SAFETY AND 

INCREASING THE 

BIKE FRIENDLINESS 

OF GRAND RAPIDS. 

THE BURTON ROAD 

DIET BRINGS THE 

BEST OF BOTH 

WORLDS”

Public Opinion3
Case Studies

BACKGROUND

In 2011, an announcement from Chicago’s mayor that the city would install 100 miles of separated bicycle lanes was the starting 

point that led to the Road Diet on 55th Street. From Cottage Grove Avenue to Dorchester Avenue, this 0.8-mile segment of 

roadway runs along the University of Chicago campus and ends on the west end at Washington Park. This Road Diet transformed 

a 4-lane roadway with parking on both sides to a 3-lane roadway with parking-separated bicycle lanes.

The land use along 55th Street is primarily a mix of institutional, residential, commercial, and service uses, including a fire station. 

The University of Chicago buildings and athletic fields abut 55th Street on one side, and a service drive parallels a portion of 

this corridor.

BEFORE AFTER AFTER

 Improve safety and 

connectivity for bicyclists

 Maintain efficient bus 

operation

 Transit route

 University and athletic fields

 Residential and commercial uses

 Fire station

 Reduced speeds

 Easier crossing at intersections

 Livability benefits

 Increased bicycle use

OBJECTIVE FEATURES RESULTS

Chicago, Illinois – 55th Street

ROAD DIET INCLUDES PARKING-SEPARATED BICYCLE LANES 

30

SPEED 

LIMIT

E 55th St

S Cottage Grove Ave

S Woodlawn Ave

0.8 milesS University Ave

E. 56th St

University of Chicago

S Kimbark Ave

S Kenwood Ave

Dorchester Ave Dorchester Ave

Stagg

Field

Washington Park

Photo: Stacey Meekins
 http://safety.fhwa.dot.gov/road_diets

DESIGNING FOR BUS STOPS AND SEPARATED BICYCLE LANES

The Chicago Transit Authority (CTA) has a primary bus route along this corridor, with headways 

ranging from 5 to 20 minutes throughout the day. The city coordinated extensively with the CTA on 

the design of the Road Diet. The overall design and layout of the bus stops in coordination with the 

separated bicycle lanes was a critical issue to maintain efficient bus operation.

RESULTS

The 55th Street Road Diet experienced the following results after installation.

 Speeding had been an issue on the corridor prior to the Road Diet, but since the conversion, 

drivers have been closely adhering to the 30 mph speed limit.

 One business owner was concerned about losing on-street parking spaces, but overall he felt 

that cars were driving slower now and he saw the bicycle lane as an important addition.

 According to a city engineer, the Road Diet has made it easier for pedestrians to cross 55th 

Street at intersecting roadways.

 The community expressed that the Road Diet has benefited livability. Since 55th Street runs 

along the University of Chicago campus, the addition of bicycle lanes was a great advantage 

to students, staff, and visitors.

THE ADDITION OF 

BICYCLE LANES IS A

GREAT ADVANTAGE

TO UNIVERSITY OF 

CHICAGO STUDENTS, 

STAFF, AND VISITORS

Bus entry Bus stop and shared lane at intersection, 

through intersection markings

Chicago, Illinois – 55th Street

ROAD DIET INCLUDES PARKING-SEPARATED BICYCLE LANES

Photo: Stacey Meekins Photo: Stacey Meekins
Case Studies

BACKGROUND

As part of Chicago’s plan to expand the mileage of bicycle lanes, the 3⁄4-mile Road Diet on Franklin Boulevard from Sacramento 

Boulevard to Central Park Avenue transformed a 4-lane roadway to a 3-lane roadway with separated bicycle lanes in 

each direction.

Franklin Boulevard has good access management, with limited intersecting roadways and parallel one-way service roads 

alongside the main throughway separated by a planted median. The sidewalks serving the neighborhood are located along 

the service roads. The land use along Franklin Boulevard is primarily residential but also contains two schools, a veterans home, 

and a hospital. 

BEFORE AFTER AFTER

 Improve safety and 

connectivity for 

bicyclists

 Separated bicycle lanes

 Neighborhood parks, veterans retirement 

home, nearby schools

 Access management/parallel outer roads

 Improved safety and mobility 

for bicyclists

 Livability benefits

 Improved pedestrian crossings

OBJECTIVE FEATURES RESULTS

Chicago, Illinois – Franklin Boulevard

ROAD DIET IMPROVES BICYCLE CONNECTIVITY, ENHANCES LIVABILITY 

W Franklin Blvd

George

Westinghouse

College Prep Franklin

Square

Westinghouse

Campus

N Central Park Ave

N Sacramento Blvd

30

SPEED 

LIMIT

3,000 vehicles per day

3/4 mile

Photo: Stacey Meekins
 http://safety.fhwa.dot.gov/road_diets

SEPARATED BICYCLE LANES

With Franklin Boulevard’s relatively low average daily traffic (ADT) of approximately 3,000 vehicles, 

traffic congestion was not an issue on this corridor. The reason for this Road Diet conversion was 

due to Chicago’s plans to further expand and connect the bicycle facilities throughout the city. 

The project allowed for the installation of bicycle lanes with a buffer space delineated with vertical 

bollards to separate vehicles and bicycles.

The biking community has been excited and supportive of Chicago’s overall expansion plans, 

“Thanks to these new facilities, Chicago’s streets have never been safer for people on bicycles. And 

people of all ages are taking their first bicycle ride in years, further expanding Chicago’s bicycling 

community and helping us build momentum for better cycling conditions.” 1

RESULTS

Speeding and congestion were not issues for this corridor before or after the conversion, but the 

Road Diet produced positive “livability” or “quality of life” changes, such as:

 Residents along Franklin Boulevard felt the re-design improved both safety and the 

ability of children to bicycle to school.

 A veterans home along Franklin Boulevard, which provides bicycles to their residents and 

visitors, expressed appreciation for the addition of the separated bicycle lanes in the area 

to keep this particularly vulnerable user group safe and mobile.

 The additional bicycle lanes connect three area parks – Garfield Park, Central Park 

Boulevard, and Franklin Square – lengthening the mileage for recreational bicyclists.

 The additional bicycle lanes improved the connectivity to public transit, community 

institutions, and several parks.

“CHICAGO’S 

STREETS HAVE 

NEVER BEEN SAFER 

FOR PEOPLE 

ON BIKES”

3-lane cross-section with bollard-separated bicycle lanes Cross-section at an all-way stop intersection

Chicago, Illinois – Franklin Boulevard

ROAD DIET IMPROVES BICYCLE CONNECTIVITY, ENHANCES LIVABILITY

1

 “Chicago Bikeways Continue to Bloom This Week - Read the Latest Update!” Blogpost Active Transportation Alliance, May 21, 2012. 

Accessed March 30, 2015. Available at: http://activetrans.org/node/9098

Photo: Stacey Meekins Photo: Stacey Meekins
Case Studies

Hwy 41

Wabash Ave

Grant Park

Soldier Field

Ping Tom 

Memorial Park

Lower 

Hutchinson 

Field

M

M

M M

M

M

M

E Cermak Rd

W Harrison St

1.5 miles

30

SPEED 

LIMIT

E Roosevelt Rd

Developing bicycle lanes along Wabash Avenue as part of Chicago’s 

bicycle plan implementation was the city’s primary reason for the 

1.5-mile Road Diet from Cermak Road to Harrison Street. The cross 

section of this corridor was originally 4-lanes with on-street parking. 

It was converted to a 3-lane cross section with on-street parking and 

buffered bicycle lanes on both sides.

Located just south of Chicago’s main business district, “The Loop,” 

the land use on Wabash Avenue is a combination of commercial 

and service-oriented businesses, as well as institutional, with 

a college being located in the area. Intersections along the 

30-mph corridor are mostly controlled by traffic signals with the 

exception of two T-intersections that are all-way stop-controlled.

 Improve connectivity for 

bicyclists

 Commercial and service-oriented businesses, 

college, connections to nearby parks

 Buffered bicycle lanes

 Signal optimization

 Overall capacity and level 

of service improved

 Improved safety and 

connectivity for bicyclists

OBJECTIVE FEATURES RESULTS

Chicago, Illinois - Wabash Avenue

CAPACITY IMPROVED AFTER ROAD DIET

Buffered Bicycle lane

Photo: Stacey Meekins
 http://safety.fhwa.dot.gov/road_diets

IMPLEMENTATION PLAN

Scheduled to undergo a phased resurfacing plan, the city took the opportunity to install buffered 

bicycle lanes along Wabash Avenue when the corridor was re-striped. Just north of the entire 

corridor, Wabash is a one-way street, which provided a logical terminus for the bicycle lanes 

and the Road Diet. The striping plans created separation between vehicles and vehicles and 

bicycles with a 2-ft wide painted buffer zone, and it allowed for the addition of left-turn lanes at 

the intersections. The traffic signals along Wabash Avenue also underwent a signal optimization 

with the Road Diet conversion to mitigate any traffic operations concerns.

RESULTS

A capacity analysis using simulation software revealed that capacity improved along Wabash 

Avenue after installation of the Road Diet and signal optimization. 

Chicago, Illinois - Wabash Avenue

CAPACITY IMPROVED AFTER ROAD DIET

Photo: Stacey Meekins

BEFORE AFTER

The striping plans created 

separation between vehicles 

and vehicles and bicycles 

with a 2-ft wide painted buffer 

zone, and it allowed for the 

addition of left-turn lanes at 

the intersections.
Case Studies

BACKGROUND

With the intent to reduce speeds and improve safety, the City of Pasadena completed a Road Diet in June 2010 on Cordova 

Street in conjunction with a repaving project. In support of the city’s Bicycle Master Plan, the project spanned just over one-half 

mile, from Lake Avenue to Hill Avenue and provided bicycle lanes along the corridor. 

Cordova St at Chester Ave looking west

BEFORE AFTER AFTER

 Lower speeds

 Improve pedestrian safety

 Install bicycle lanes

 Improve pavement conditions

 Multi-family residential

 High traffic

 Excessive speeding

 School, park, and college 

 Increased safety without 

added traffic signals

 Speeds reduced

 Increased bicycle ridership

OBJECTIVE FEATURES RESULTS

Pasadena, California – Cordova Street

ROAD DIET IMPROVES MULTIMODAL LEVEL OF SERVICE 

Cordova St

1/2 mile

11,000 vehicles per day

Pasadena City 

College

California 

Institute of 

Technology Rose High 

School

Grant 

Park 

Lake Ave

Hill Ave

HWY210

35

SPEED 

LIMIT

Photo: Eric Widstrand
 http://safety.fhwa.dot.gov/road_diets

Located adjacent to the Central Business district, Cordova Street includes multi-family residential 

and commercial property and is home to a private school, park, and community college along the 

Road Diet corridor. Cordova Street carries approximately 11,000 vehicles per day, with AM and PM 

peak hour traffic volumes varying between 600 and 1,000 vehicles.

PLANNING AND OUTREACH

Using funds from the American Recovery and Reinvestment Act, a basic repaving project planned 

for Cordova Street allowed for the Road Diet conversion and helped fulfill the city’s goal of installing 

bicycle lanes and enhancing existing curb parking along this corridor.

The City of Pasadena conducted outreach through the city council’s office and the city’s website 

prior to beginning the transformation.

“Pasadena is always looking for new ways to provide non-vehicular alternative modes 

of travel to its citizens,” said city Transportation Director Fred Dock. “This project will serve 

the bicyclists traveling between the South Lake District and Pasadena City College, making 

it safer for pedestrians to cross at intersections and potentially reducing the driving speed 

of motorists.”1

Preceding this project, there had been some speeding issues on Cordova Street, and because 

of safety concerns residents had requested the installation of additional traffic signals to help 

pedestrians cross the street. The Road Diet was able to benefit pedestrians without installing 

new traffic signals by removing two through lanes of traffic and adding painted curb extensions 

at intersections, providing ample opportunities to cross at unsignalized intersections along 

the corridor.

RESULTS

A before-and-after study completed in late 2011 examined traffic speeds, volumes, safety, and the 

multimodal level of service. The results showed an improved bicycle level of service and no changes 

to pedestrian or vehicular levels of service along the corridor. There was also a slight reduction in 

total collisions and injuries. After the Road Diet, traffic speeds were reduced and compliance with 

the posted speed limit increased.

MULTIMODAL 

LEVEL OF SERVICE:

Analysis that assesses 

how well a street 

serves the needs 

of all users.

The city’s analysis followed 

the guidelines presented 

in NCHRP Report 616 

Multimodal Level of Service 

Analysis for Urban Streets. 

Cordova St looking east Cordova St at Mentor Ave looking west toward Lake Ave Cordova St at Hill Ave cross section

Pasadena, California – Cordova Street

ROAD DIET IMPROVES MULTIMODAL LEVEL OF SERVICE

1

 The City of Pasadena, “Cordova Street To Be Placed On A Road Diet,” June 14, 2010. Accessed March 17, 2015. 

Available at: http://www.ci.pasadena.ca.us/EkContent.aspx?theme=Navy&id=8589935066&bid=2970&style=news

Photo: Eric Widstrand Photo: Eric Widstrand Photo: Eric Widstrand
Case Studies

BACKGROUND

The City of Santa Monica installed an interim Road Diet on 

Ocean Park Boulevard in 2008 with hopes of improving safety 

for pedestrians and bicyclists in the area. Extending 1.1 miles, 

from Lincoln Boulevard to Cloverfield Boulevard, the Road 

Diet included restriping, bicycle lanes, and on-street parking.

The corridor is a transit route and carries approximately 

23,000 vehicles per day, the upper end of traffic volumes 

typically recommended for a 3-lane Road Diet. The land use 

along Ocean Park Boulevard includes several schools and a 

neighborhood commercial district. The speed limit on the 

corridor is 35 mph, with a school zone area of 25 mph when 

children are present.

BEFORE AFTER

 Improve safety and pedestrian 

crossing conditions along 

Ocean Park Blvd from 16th to 

18th Streets

 School zone

 Previous safety improvements 

had little influence on speeding 

and number of crashes

 65% reduction in collisions

 60% reduction in injury collisions

 Reduction of speeds

OBJECTIVE FEATURES RESULTS

Santa Monica, California – Ocean Park Boulevard

ROAD DIET IMPROVES SAFETY NEAR SCHOOL 

35

SPEED

LIMIT

Ocean Park Blvd

Santa Monica College

(Main Campus)

John Adams

Middle School Lincoln Blvd

17th St

Clovereld Blvd

1.1 mile

23,000 vehicles per day
 http://safety.fhwa.dot.gov/road_diets

SAFETY ISSUES

The main focus area of the Ocean Park Boulevard Road Diet was a short segment from 16th Street 

to 18th Street, which includes the Will Rogers Elementary School, the John Adams Middle School, 

and recreational facilities. With such a high volume of student activity in this area, vehicle speeds 

and a recent increase in crashes were concerning for parents, school faculty, and nearby residents.

It became apparent to city officials that additional safety improvements were necessary since 

previous efforts such as adding crossing guards, flashing crosswalks, and speed feedback signs 

had little influence on speeding and the number of crashes. 1

RESULTS

In the first 9 months following the reconfiguration, collision data indicated there was a 

65 percent reduction (from 35 to 12 crashes), as compared to the same 9-month period in the 

year prior to the Road Diet installation. Injury collisions were reduced by 60 percent following 

the reconfiguration.

Travel speeds, based on statistics from the local transit provider in the corridor, have generally 

remained constant throughout the day. The 85th percentile speed within the Road Diet is at or 

below 27 mph, and speeds are approximately 10 mph higher outside the Road Diet limits.

Utilizing a survey available online and distributed by mail, the city gauged the community’s 

sentiment on the Road Diet installation. Many people appreciated the improved conditions 

for bicyclists and pedestrians, but others were dissatisfied by delays and a perception that the 

reconfiguration caused motorists to shift onto parallel streets.

The city collected traffic counts on Ocean Park Boulevard and the nearby roadways. Volumes 

on Ocean Park Boulevard decreased by approximately 3,000-4,500 vehicles per day after the 

conversion. The city’s analysis was inconclusive on where these trips shifted. Some of the vehicles 

appeared to move to I-10 Freeway, but traffic counts showed the volumes on nearby local streets 

have been relatively stable.

Because of the resulting safety improvements and reduction of speed, the city made the decision 

in 2010 to retain the Road Diet configuration permanently as part of a resurfacing project along 

Ocean Park Boulevard.

Ocean Park Boulevard looking east at 16th Street Ocean Park Boulevard looking east at 

18th Street marked crosswalk and bicycle lane

Santa Monica, California – Ocean Park Boulevard

ROAD DIET IMPROVES SAFETY NEAR SCHOOL

 1 Ashley Archibald, “Ocean Park Blvd. Lane Change Project Made Permanent” Santa Monica Daily Press, April 12, 2011. Assessed March 17, 2015. 

 Available at: http://smdp.com/ocean-park-blvd-lane-change-project-made-permanent/78451

Photo: Eric Widstrand Photo: Eric Widstrand

THIS ROAD DIET 

CONFIGURATION 

RESULTED IN A 

65% 

REDUCTION 

IN COLLISIONS
Case Studies

BACKGROUND

In 2011, the Los Angeles Department of Transportation (LADOT) completed a Road Diet on Seventh Street in order to install 

bicycle lanes along this east-west arterial just west of downtown Los Angeles from Bixel Street to Catalina Street. With traffic 

volumes of approximately 16,000 vehicles per day and a high number of pedestrians and bicyclists, this corridor is busy with 

several transportation modes.

Los Angeles has 463 miles 

of on-street bicycle lanes

BEFORE AFTER AFTER

 Install bicycle lanes

 Improve pedestrian safety

 Increased bicycle usage

 Urban environment

 High density pedestrians

 Several schools nearby

 Bus routes

 Community leader support

 Bicycle activists support

 Increased bicycle ridership

OBJECTIVE FEATURES RESULTS

Los Angeles, California – Seventh Street

ROAD DIET: KEY INGREDIENT IN LOS ANGELES’ BICYCLE MASTER PLAN 

HWY110

S Bixel St

S Catalina St

W 7th St

Wilshire Blvd 30

SPEED 

LIMIT

25

SPEED 

LIMIT

SCHOOL

2 miles

17 Traffic Signals

16,000 vehicles per day

SOURCE: Alliance of Biking and Walking 

PHOTO: Jabin Botsford / Los Angeles Times

Photo: Eric Widstrand
 http://safety.fhwa.dot.gov/road_diets

This 2-mile stretch of Seventh Street contains 17 traffic signals and serves numerous metro bus 

routes. The land use is mainly multi-family residential and commercial, with several large parks 

along the corridor. A high school is located on the west end, and there are two middle schools 

nearby. The speed limit for the roadway is 30 mph except in areas where there are 25 mph school 

speed zones.

The City of Los Angeles developed a Bicycle Master Plan that provides direction for improving 

bicycle mobility and encouraging more bicycle ridership by expanding the existing bikeway 

network and improving connectivity. As a result of this Bicycle Master Plan, the installation of 

bicycle lanes is a major driving force for Road Diets in Los Angeles, but the overarching goal for 

the conversions is safety.

OUTREACH

Prior to the implementation of the Road Diet, LADOT prepared a presentation that discussed 

expected benefits to safety, traffic calming, non-motorized accessibility, business access, and 

community health. LADOT discovered that emphasizing the safety benefits of Road Diets is 

important in gaining public acceptance.

Each corridor is unique, and LADOT found that working with their city council was essential to 

beginning a successful outreach process. The Los Angeles County Bicycle Coalition and other 

bicycle activists and community leaders strongly supported the project and assisted in the 

community outreach.1

RESULTS

After the completion of the Seventh Street Road Diet, LADOT received positive feedback from 

users, and a before-and-after bicycle count conducted by the Los Angeles County Bicycle Coalition 

showed that bicycle use in the corridor tripled once the Road Diet and new bicycle lanes were 

completed. LADOT also conducted some traffic analyses at several key intersections along the 

corridor and found that the results were satisfactory. 

1

 Joe Linton, “Seventh Street Bike Lanes Installed,” CICLAVIA, August 15, 2011. Accessed March 17, 2015. 

Available at: https://ciclavia.wordpress.com/2011/08/15/seventh-street-bike-lanes-installed/

BICYCLE USE IN 

THE CORRIDOR 

TRIPLED

ONCE THE ROAD 

DIET AND NEW 

BICYCLE LANES 

WERE COMPLETED

7th Street looking west at Bixel Avenue 7th Street looking west at Bixel Avenue 7th Street looking west at Coronado

Los Angeles, California – Seventh Street

ROAD DIET: KEY INGREDIENT IN LOS ANGELES’ BICYCLE MASTER PLAN 

Photo: Eric Widstrand Photo: Eric Widstrand Photo: Eric Widstrand
Case Studies

SPEED 

LIMIT

BEFORE AFTER AFTER

OBJECTIVE FEATURES RESULTS

Reston, Virginia – Lawyers Road

ALL-AROUND SUCCESS FOR SAFETY AND OPERATIONS 

Photo: Richard Retting

BACKGROUND

As part of a scheduled repaving project, the Virginia Department of Transportation (VDOT) implemented a Road Diet on a 

2-mile section of Lawyers Road in Reston, Virginia, extending from Fox Mill Road to Myrtle Lane. Prior to the installation, Lawyers 

Road had two lanes in each direction; after the Road Diet, the corridor has one travel lane and a bicycle lane in each direction, 

separated by a two-way left-turn lane.

The land use on Lawyers Road is low-density residential with mostly single family homes and relatively long segments between 

intersections. There are no curbs or sidewalks through this area, and the traffic volume is approximately 10,000 vehicles per day. Steeplechase Dr Soapstone Dr Myrtle Ln

Fox Mill Rd

St. John Neumann

Catholic Community

Lawyers Rd

40

10,000 vehicles/day

2 miles

 Reduce crashes and speeding

	Improve safety and connectivity 

for bicyclists

 Suburban area

	Public meetings

	Community “after” survey

 70% reduction in crashes

	Travel time remained consistent

	Bicycle use increases
 http://safety.fhwa.dot.gov/road_diets

FEASIBILITY AND COMMUNITY INPUT

VDOT planned to repave Lawyers Road in 2009 and took that opportunity to evaluate the feasibility of a Road Diet along this roadway. 

A 2-mile segment was identified, and VDOT’s evaluation concluded that the traffic volumes in this area would be accommodated easily 

with a 3-lane section. After analyzing the crash types that were occurring between Fox Mill Road and Myrtle Lane, VDOT determined that a 

number of the crashes occurring could be addressed with a Road Diet conversion. Rear-end crashes involving vehicles waiting to turn left 

from the left through lane is one crash type that can be mitigated when converting a 4-lane roadway into a 3-lane roadway.

Prior to implementation, VDOT discussed the proposed Road Diet at community meetings to answer residents’ questions and solicit 

feedback. Despite some concerns regarding potential traffic congestion and feelings that bicycle lanes were unnecessary on the corridor, 

many supported the Road Diet conversion. Bicyclists favored the 5-ft bicycle lanes proposed in the Road Diet, which would improve their 

overall safety and connectivity in the area. 

RESULTS

A before/after analysis of speeds confirmed that operating speeds were reduced after Road Diet implementation. In response, VDOT 

lowered the speed limit on the 2-mile section of Lawyers Road from 45 mph to 40 mph.

Five years after the Road Diet conversion, a safety study revealed a 70 percent reduction in crashes between Fox Mill Road and Myrtle Lane.

In Fall 2010, VDOT conducted a survey to gauge the community’s thoughts regarding the Road Diet on Lawyers Road. The key findings are 

summarized below:1

 69 percent of respondents said Lawyers Road seems safer after the Road Diet was implemented.

 47 percent of respondents bicycled on Lawyers Road more often than before, indicating that the Road Diet encourages bicycling 

as a travel mode.

 69 percent said auto travel times have not increased, even though 59 percent said speeds dropped.

 74 percent agreed the Road Diet project improved Lawyers Road.

Road Diet treatment on Lawyers Road

Reston, Virginia – Lawyers Road

ALL-AROUND SUCCESS FOR SAFETY AND OPERATIONS

1

 “Lawyers Road Diet Survey Results Report” December 2010. Assessed March 23, 2015. Available at: http://www.

smartgrowthamerica.org/documents/cs/resources/vdot-lawyersroad-survey.pdf

Photos: Richard Retting
Case Studies

BACKGROUND

The success of the Road Diet on Lawyers Road convinced the 

Virginia Department of Transportation (VDOT) to try their second 

conversion on nearby Soapstone Drive. VDOT once again took 

advantage of a regularly-scheduled repaving project to implement 

the Road Diet which stretched from Sunrise Valley Drive to Lawyers 

Road. Carrying 2,000 to 7,000 vehicles per day, the cross section, 

land use, and speed limit vary on this nearly 2-mile segment of 

Soapstone Road, requiring a number of different reconfigurations 

along the corridor.

The most typical Road Diet conversion transforms a roadway with 

two lanes in each direction to a road with a single lane in each 

direction and a center turn lane, with the extra space often being 

used for bicycle lanes or parking. VDOT’s Road Diet on Soapstone 

Road highlights a variety of ways a Road Diet can be implemented.

SUNRISE VALLEY DRIVE TO SOUTH LAKES DRIVE

This 35 mph section of Soapstone Drive is more urban than the following segments, with sidewalks, multi-family housing, and light 

retail. A golf course and an elementary school are located nearby.

BEFORE AFTER AFTER

 Improve safety/mobility for 

pedestrians/bicyclists

 Reduce crashes

 Address issues with street parking

 Three different reconfigurations

 Nature center, parks, 

recreational trails

 Rural/suburban

 70% crash reduction

 Improved access to transit 

station for bicyclists

OBJECTIVE FEATURES RESULTS

Reston, Virginia – Soapstone Drive

THERE’S MORE THAN ONE WAY TO COMPLETE A ROAD DIET 

Photo: Richard Retting

South Lakes Dr

0

D 

T

2,000-7,000 vehicles per day

Walker Nature 

Center

South Lakes 

High School

Glad Dr

Soapstone Dr

2 miles
 http://safety.fhwa.dot.gov/road_diets

Reston, Virginia – Soapstone Drive

THERE’S MORE THAN ONE WAY TO COMPLETE A ROAD DIET

1 Bruce Wright, “Soapstone Bike Lane Project Starts Monday,” FABB Blog - Fairfax Advocates for Better Bicycling. October 14, 2011. Accessed March 23, 2015. Available at: http://fabb-bikes.blogspot.com/2011_10_01_archive.html 

BEFORE AFTER AFTER Photo: Richard Retting

SOUTH LAKES DRIVE TO GLADE DRIVE

South Lakes Drive to Glade Drive has a wider cross-section and is located adjacent to the Walker Nature Center. With a mix of multifamily housing and commercial activity on one end and woodland areas and single family homes on the other, this middle section 

is transitioning from urban to a slightly rural feel.

GLADE DRIVE TO LAWYERS ROAD

While not a traditional Road Diet, VDOT restriped 18-ft lanes down to 12-ft and carried the bicycle lanes throughout. With a speed 

limit of 25 mph, this section of Soapstone Road includes low-density residential neighborhoods with single family homes. The 

surrounding land contains woodland areas and parks with recreational trails that attract pedestrian and bicycle traffic.

BEFORE AFTER AFTER Photo: Richard Retting

RESULTS

 Much like the success on Lawyers Road, the Road Diet on Soapstone 

Road achieved great results, improving safety with a crash reduction 

of 70 percent.

 The resulting linked network of bicycle lanes on Soapstone Road and 

Lawyers Road provides an excellent travel option for access to the 

nearby transit station.

 The success of the Reston projects is leading VDOT to greatly expand 

its use of Road Diets regionwide.

“A big thank you to VDOT for 

having the vision to modify 

Soapstone and Lawyers, making 

both roads safer for everyone 

and creating dedicated bike 

facilities for cyclists.”1

FABB Blog: Fairfax Advocates

for Better Bicycling
Case Studies

With hopes of providing a more consistent 

lane configuration and eliminating the most 

egregious speeding violations, the Virginia 

Department of Transportation (VDOT) 

implemented a Road Diet on a 1⁄4-mile segment 

of Oak Street between Gallows Road and 

Sandburg Street.

Traffic volumes along this section of Oak Street 

are approximately 3,000 vehicles per day, and the 

surrounding neighborhood is mainly residential 

with single- and multi-family housing.

.

BEFORE

AFTER

 Provide consistent lane 

configuration

 Reduce speed violations

 Fix pavement problems

 3,000 vehicles per day

 Residential neighborhood

 Sudden transition from 

4-lanes to 2-lanes

 Improved safety

 Reduced aggressive driving 

behaviors

 Improved livability with addition 

of bicycle lanes and parking

OBJECTIVE FEATURES RESULTS

Dunn Loring, Virginia – Oak Street

IMPROVING SAFETY AND LIVABILITY 

Gallows St

1/4 mile

3,000 vehicles per day

Oak St

Arden St

Sandburg St

Photo: Randy Dittberner, VDOT

Photo: Randy Dittberner, VDOT
 http://safety.fhwa.dot.gov/road_diets

BACKGROUND

Prior to the Road Diet, this 4-lane section of Oak Street ended 

abruptly just east of Sandburg Street, transitioning to a 2-lane 

roadway. This sudden lane drop often caused confusion for 

unfamiliar motorists in the area. In the 4-lane section, speeding 

and aggressive drivers often used the extra through lane in 

order to weave through traffic.

When a parallel street was temporarily closed for a bridge 

replacement, Oak Street absorbed a substantial increase in traffic 

volume, which accelerated the wear on its pavement. VDOT took 

advantage of the unplanned resurfacing to quickly design and 

implement a Road Diet, taking this 4-lane section of Oak Street 

to a 3-lane roadway with bicycle lanes and on-street parking. 

RESULTS

While Oak Street had averaged less than a single crash per year 

in this short segment before the Road Diet was installed, VDOT 

is pleased to report that there have been no crashes in the first 

year following the project’s completion in 2013.

“Through this Road Diet, we’ve been able to create center turn 

lanes, bike lanes, and on-street parking, all of which helped 

improve the safety and livability of the roadway,” said Randy 

Dittberner of VDOT.

Dunn Loring, Virginia – Oak Street

IMPROVING SAFETY AND LIVABILITY

This roadway had an uncomfortable transition, and circumstances required 

an overlay due to wear. VDOT used that opportunity to fix the transition 

with a Road Diet, which also brought about safety and livability benefits.

Oak Street after resurfacing and prior to installation of Road Diet markings

Oak Street after installation of Road Diet markings 

Photos: Richard Retting
Case Studies

BEFORE AFTER BEFORE

 Calm traffic 

 Improve pedestrian and 

bicycle access

 Enhance business environment

 Transit route

 Commercial businesses

 Community concerns

 50 percent reduction in 

crashes

 Majority favored keeping 

Road Diet

OBJECTIVE FEATURES RESULTS

Des Moines, Iowa – Ingersoll Avenue 

TEMPORARY ROAD DIET BECOMES PERMANENT 

Photo: Iowa DOT

BACKGROUND

In 2010, the City of Des Moines, decided to “try out” a Road Diet on 4-lane Ingersoll Avenue between Polk Boulevard and 

Martin Luther King Jr. Parkway for a trial period. The 2-mile long Road Diet was implemented primarily as a Context Sensitive 

Solution (CSS) project to enhance the business environment with traffic calming, improve pedestrian and bicycle access, and 

add landscaping.

2 miles

30

SPEED 

LIMIT

Polk Blvd

42nd St

35th St

28th St

MLK Pwy

Ingersoll Ave

Grand Ave

High St

31st St
 http://safety.fhwa.dot.gov/road_diets

Carrying 11,000 to 17,000 vehicles per day and serving as a transit bus route, Ingersoll Avenue is 

primarily developed with small, locally owned retail stores and restaurants. After the completion 

of the Road Diet, the final cross section included a 3-lane roadway with parking and bicycle lanes 

in both directions. The city provided right-turn lanes at the signalized intersections by prohibiting 

parking prior to the traffic signal.

COMMUNITY CONCERNS

The community initially expressed concerns about a potential Road Diet, mostly centered on 

reducing traffic lanes to accommodate bicyclists. Critics were worried the Road Diet would cause 

more congestion, thereby encouraging motorists to avoid the area and hurting the businesses 

along Ingersoll. The community was also worried the change could result in an increase in crashes.

The city’s response was to offer a 6-month trial period for the Road Diet. If the public’s concerns 

came to fruition, then the city would happily convert Ingersoll back to a 4-lane roadway.

RESULTS

Six months after the conversion, no major traffic problems had developed during the Ingersoll 

Avenue Road Diet. Although the Road Diet was not initially proposed and promoted as a safety 

improvement project, a simple before-and-after crash study revealed a 50 percent reduction in 

crashes. 

Overall, traffic volumes did not decrease. In fact, there was a 5 percent increase in traffic from 11:00 AM 

to 1:00 PM, which suggests that motorists found the Ingersoll corridor to be more comfortable and 

inviting during their lunchtime.

The city conducted an online survey to gauge the public’s view of the Road Diet after implementation. 

Although there remained some opposition, the results revealed that fewer people opposed the 

project after implementation than when the project was first proposed, and a majority favored 

keeping the Road Diet and felt the road was safer.

As a result of these findings, the Des Moines City Council voted to retain the Ingersoll Avenue 

Road Diet.

We were critical of the Des Moines City Council 

for its decision to approve the restriping of 

Ingersoll Avenue to change it from four lanes to 

three lanes...On all accounts, we were wrong. 

Our concerns proved to be unwarranted.

Cityview, Central Iowa’s Independent Weekly1

Des Moines, Iowa – Ingersoll Avenue

TEMPORARY ROAD DIET BECOMES PERMANENT

1

 Editorial Page, “Our View: Road diet makes Ingersoll fit” Cityview, Central Iowa’s Independent Weekly, November 18, 2010. 

Accessed March 17, 2015. Available at: http://dmcityview.com/2010/11/18/columns/ourview.html. 

An online survey 

revealed that a 

majority of the 

community favored 

keeping the Road 

Diet and felt the 

road was safer. 

Photo: Iowa DOT
Case Studies

10

18.6

4.4 7.7

19.4

33.5

85

123

Wells Avenue

Before

Road Diet

After

Road Diet

CRASHES

Percent Reduction

California/

Mayberry

Arlington Mill Street

-42% -46% -43% -31%

BACKGROUND

The Regional Transportation Commission (RTC) of Washoe County has implemented many Road Diets within the City of Reno to allow for 

the addition of bicycle lanes. These projects were created as part of the Complete Street initiative to stimulate economic development and 

improve citizens’ quality of life. The RTC has been proactive in educating the public during the entire process of implementing Road Diets. 

Once projects are complete, the RTC also publicizes the annualized crash rates1 for the road segments which have undergone the Road 

Diet treatment. This increases the public’s understanding of the safety benefits.

 Educate the public about

the benefits of Road Diets

 Increased public’s knowledge 

of Road Diet’s benefits

 Implementation for successful 

Road Diet

 Information provided on how to 

interact with new lane markings 

for drivers and bicyclists

 Answers to frequently asked questions

OBJECTIVE FEATURES RESULTS

Reno, Nevada

EDUCATING THE PUBLIC ON ROAD DIETS

1 These crash rates are based on before-and-after studies of four Washoe County Road Diet 

locations. The numbers of crashes have been annualized to show a direct comparison between 

the locations. The percentages are intended for informational purposes only.

PUBLIC OUTREACH

Prior to their Road Diet implementations, the 

RTC developed a two-page flyer that explains 

the basic concept of a Road Diet, discusses 

its associated benefits, and describes how to 

interact with the new lane markings. 

The simple document describes Road Diets 

in terms that citizens understand and 

addresses issues the public cares about 

such as improving traffic flow, reducing 

crashes, and increasing the number of 

parking spaces. 

The RTC also publicizes the annualized crash rates1

for the road segments which have undergone the 

Road Diet treatment. This increases the public’s 

understanding of the safety benefits.

?

The flyer provides answers to the most frequently 

asked questions:

 What is a Road Diet?

 How can a road with fewer lanes carry the same amount 

of traffic?

 How does a Road Diet make walking safer?

 How does a Road Diet making bicycling safer?

 What are the benefits of a Road Diet?

 What is a shared lane marking?

 Are bicycles supposed to move to the right?

 If I see these markings in a lane, is the lane only 

for bicycles?
 http://safety.fhwa.dot.gov/road_diets

Reno, Nevada

EDUCATING THE PUBLIC ON ROAD DIETS

Experimenting with green-colored pavement in a continuous, longitudinal manner 

in conjunction with the shared-lane marking remains discontinued at this time. 

More information on the FHWA’s active official experiments for green-colored pavement to 

communicate a continuous, longitudinal direction in conjunction with shared-lane markings can 

be found at the following websites: http://www.fhwa.dot.gov/environment/bicycle_pedestrian/

guidance/design_guidance/mutcd/gcp_slm.cfm and the MUTCD Official Rulings Database at http://

mutcd.fhwa.dot.gov/orsearch.asp

In an effort to promote safety, the flyer provides 

additional safety tips for bicyclists and motorists as they 

adjust to sharing the same lanes. These tips include 

reminding bicyclists that they are required to obey traffic 

laws and traffic control devices and encouraging them 

to ride predictably and to consider when drivers may or 

may not see them (e.g., passing traffic on the right-hand 

side or entering intersections when a driver’s view may 

be obstructed). Other safety tips include suggesting 

motorists leave 3 feet of lateral space when passing a 

bicyclist, being aware of bicyclists when turning right 

across a bicycle lane, and checking for bicyclists before 

opening car doors on street-side parking.

RESULTS

The RTC’s approach to Road Diet public education and 

outreach has been a key component in the success of their 

projects and has allowed them to continue to implement 

Road Diet treatments in Reno.

The Road Diet provides opportunities to increase on-street parking, which benefits motorists 

and businesses. The safety and improved flow are especially beneficial on roads like 

California and Arlington with lots of driveways and side streets. Moving the people making 

turns out of the traffic stream improves flow and reduces rear end collisions.

Excerpt from RTC’s public outreach flyer, Road Diets, Sharrows and Shared Lanes

 http://safety.fhwa.dot.gov/road_diets
Case Studies

The Regional Transportation Commission (RTC) of 

Washoe County installed a Road Diet on California 

Avenue between Mayberry Drive and South Virginia 

Street in Reno, Nevada. To evaluate the feasibility of 

completing the Road Diet and to evaluate its impact 

on the existing traffic flow, the RTC used traffic 

simulation software.

 Evaluate feasibility of 

Road Diet and its impact 

on traffic flow

 Collection of traffic volumes, speed 

data, turning movement counts

 Traffic simulation software analysis

 Maintained acceptable level of service

 Feasibility study supported the 

completion of the Road Diet

OBJECTIVE FEATURES RESULTS

Reno, Nevada – California Avenue

A FEASIBILITY EVALUATION USING TRAFFIC SIMULATION SOFTWARE 

Virginia Ave

W Plumb Ln

Keystone Ave

Idlewild 

Park

Reno

High School

California Ave

California Ave

Mayberry Dr

S Arlington Ave

Booth St

Hunter Lane Dr

Plumas St

9,900 vehicles per day

1.4 miles

BEFORE AFTER
 http://safety.fhwa.dot.gov/road_diets

RESEARCH PLAN

Researchers collected 24-hour directional volume counts and spot speed data at three locations along 

California Avenue. Additionally, turning movement counts were manually collected at all intersections along 

the study corridor in order to collect baseline levels of service at each intersection.

The researchers utilized simulation software to mimic the intended roadway configuration after the Road Diet 

and its effect on traffic. Future traffic growth was not considered in the analysis in order to have a direct oneto-one comparison of before-and-after level of service outcomes.

 PROCEDURE

Researchers followed a four-step process for completing the Road Diet simulation.

1. Collection of traffic counts 

The research team collected one week of 24-hour directional traffic volume counts using tube-counters 

at three locations along the proposed segment.

2. Collection of speed data

The research team collected spot speed data at the same three locations as the traffic counts. The team 

determined the 50th and 85th percentile speeds as inputs to the simulation data.

3. Collection of turning movement data at signalized intersections

Researchers obtained manual turning movement counts during morning and evening peak hours at 

intersections along the proposed segment. This data was used to determine the level of service (LOS) 

of the intersections before the Road Diet conversion. 

4. Simulation analysis

Researchers simulated the Road Diet conditions at two combined intersections and at the access points.

For the purpose of the simulation, the access points were treated as two-way stop-controlled intersections.

RESULTS

The intersections experienced 

unchanged LOS or dropped 

by one LOS category (e.g., 

from LOS B to C). The 

outcome of the simulation 

indicated that none of 

the intersections dropped 

below LOS D.

Overall, the results showed that implementation of a Road Diet along this section of road would likely reduce 

the overall LOS, but only to a level still deemed acceptable by the RTC of Washoe County. Based on this finding, 

the RTC concluded that the traffic simulation analysis provided enough support to proceed with the Road 

Diet, and it was implemented in 2010.

Source: Li, H. and Tian, Z., “Feasibility Evaluation of Road Diet Projects - A Case Study in Reno, NV” Accessed March 17, 2015. 

Available at: http://www.westernite.org/annualmeetings/sanfran10/Papers/Poster%20Papers/ITE%20Paper_Poster-Li.pdf

Reno, Nevada – California Avenue

A FEASIBILITY EVALUATION USING TRAFFIC SIMULATION SOFTWARE

Intersection

Signalized Intersection Performance along California Avenue

a.m. peak hour p.m. peak hour

Existing Future Existing Future

LOS V/C LOS V/C LOS V/C LOS V/C

Booth St. B 0.77 C 0.84 B 0.30 C 0.43

Keystone Ave. B 0.76 C 0.88 B 0.53 C 0.69

S. Arlington 

Ave./Clay St. B 0.11 C 0.13 C 0.53 D 0.87

S. Sierra St. A 0.49 A 0.58 A 0.58 B 0.73

S. Virginia St. A 0.37 A 0.37 B 0.43 B 0.43
Case Studies

In 2003, the Regional Transportation Commission (RTC) of 

Washoe County installed a Road Diet on Wells Avenue between 

Stewart Street and South Virginia Street in Reno, Nevada. This 

section of Wells Avenue spans mostly commercial property. The 

original 4-lane cross section of Wells Avenue was converted 

to one vehicle lane in each direction, a center turn lane, a 

dedicated bicycle lane on each side, and wider sidewalks. The 

modification maintained the existing on-street parking on 

the corridor. 

 Reduce crashes along 

the corridor

 Improve pedestrian and 

bicyclist safety

 Bicycle lanes

 Curb extensions

 Medians

 Crosswalks

 Pedestrian refuge areas

 More than 30% decrease 

in overall crashes

 Reduced pedestrian crashes by 54%

 Reduced speeds 5-9 mph

OBJECTIVE FEATURES RESULTS

Reno, Nevada – Wells Avenue

ROAD DIET IMPROVES SAFETY FOR MOTORIZED AND NON-MOTORIZED USERS

Wells Avenue after the completion of the Road Diet. 

Photo: Washoe County RTC

W Plumb Ln E Plumb Ln

E Liberty St

St Lawrence Ave

Wells Ave

1 mile

S Virginia St

Stewart St

H

BEFORE

AFTER
 http://safety.fhwa.dot.gov/road_diets

IMPLEMENTATION PLAN

The Road Diet on Wells Avenue was completed as a part of the RTC’s Complete Streets initiative. 

The reconfiguration allowed for the addition of bicycle lanes and designated parking lanes, and 

the design integrated safety features such as curb extensions, frequent crossing opportunities, 

medians, pedestrian refuge islands, and lighting. To improve the aesthetics and livability of the 

corridor, the RTC also incorporated landscaping, benches, and public art into the project.

RESULTS

Two years after the completion of the Road Diet along Wells Avenue, the RTC reported the reductions 

in crashes were most evident in rear-end, angle, and overtaking sideswipe crashes, which were the 

most common crash types prior to the modifications. The Road Diet is also credited with reducing 

the number of pedestrian crashes by 54 percent.

Crash Type Before After

Angle 33 19

Pedestrian 13 6

Rear End 52 43

Sideswipe, Overtaking 13 4

Head On 0 2

Sideswipe, Meeting 0 3

Rear-to-rear 0 1

Backing 0 2

Unknown 12 5

TOTAL 123 85

After the Road Diet, average traffic speeds had decreased between 5 and 9 miles per hour 

(14-24 percent reduction).

The roadway segment also experienced an approximate 10 percent drop in traffic volume (from 

15,854 to 14,244 vehicles/day). Although RTC has not confirmed that the traffic has shifted to 

parallel streets, this sometimes occurs when a road undergoes a Road Diet. 

The RTC reported no change to the road’s level of service after the Road Diet implementation. 

The RTC speculates that this is likely due to the existence of exclusive left-turn lanes at signalized 

intersections. At unsignalized intersections, the exclusive two-lane left-turn lane provides improved 

service to main street left-turn and side street left-turn traffic.

Source: The Regional Transportation Commission of Washoe County,“ Wells Avenue Traffic Study, Four-to-Three Lane Conversion, Final Report,” 

June 1, 2008. Accessed March 23, 2015. Available at: http://www.westofwells.com/PDImages/docs2/WellsStudy%20Final.pdf

Reno, Nevada - Wells Avenue

ROAD DIET IMPROVES SAFETY FOR MOTORIZED AND NON-MOTORIZED USERS

PEDESTRIAN 

CRASHES 

HAVE BEEN 

REDUCED 

BY 54%
Case Studies

The New York City Department of Transportation (NYCDOT) utilized the Road 

Diet concept to address safety issues along Luten Avenue in Staten Island by 

converting a 4-lane roadway to a 2-lane roadway with a center median and 

parking lanes.

With Luten Avenue running parallel to both Tottenville High School property 

and Wolfes Pond Park, the area experiences heavy pedestrian activity, 

especially during school hours and after school activities. The east side 

of Luten Avenue contains mainly dense vegetation with some access to 

residential areas.

 Calm traffic

 Reduce speeding

 Improve pedestrian safety

 High school and park

 Heavy pedestrian activity

 Medians and painted crosswalks

 Pedestrian refuge islands

 Reduction in vehicles 

exceeding speed limit

 Improved pedestrian safety

OBJECTIVE FEATURES RESULTS

Staten Island, New York – Luten Avenue

SAFETY SOLUTION NEAR SCHOOL IS A ROAD DIET

Photo: NYCDOT 
 http://safety.fhwa.dot.gov/road_diets

BACKGROUND

A tragic fatal crash involving a student pedestrian brought the NYCDOT, the Staten Island Community 

Board 3 (CB3), Tottenville High School, and other community groups together to formulate a plan for 

implementing safety strategies along Luten Avenue. They needed a treatment to reduce excessive speeds 

and to provide for safer pedestrian crossings.

NYCDOT used the information gained from these meetings to develop a proposed Road Diet on Luten 

Avenue, reducing the through lanes in each direction from two to one. To further narrow the roadway and 

calm traffic, the project included a painted center median and parking lanes. To address pedestrian safety, 

the agency installed pedestrian refuge islands and crosswalks. Along with a new signal at the intersection 

of Deisius Street and Luten Avenue, NYCDOT provided left-turn lanes at intersections along the corridor 

to improve traffic operations.

RESULTS

NYCDOT reports that most segments along Luten Avenue have experienced reduced speeds due to the 

Road Diet, with a marked improvement of the vehicles traveling over the speed limit. The percentage 

of vehicles exceeding the speed limit decreased by 34 percent along southbound Luten Avenue and 

decreased by 21 percent in the northbound direction.

Crash data showed the number of crashes involving injuries to motor vehicle occupants and pedestrians 

after the Road Diet was lower than the average for the 3 years prior to project implementation.

Crashes with Injuries along Luten Avenue - Amboy Road to Hylan Boulevard

Before* (3 previous years) After

Total Crashes with Injuries 6 2 2 2.3

Number of Crashes with Injuries to:

Motor Vehicle Occupants 5 1 0 1.7

Pedestrians 1 1 2 0.6

* Before columns show the crash history for each of the 3 years immediately prior to project implementation. 

 After column shows number of crashes since implementation (through January 2012) at annual rate.

Source: New York City DOT, “Sustainable Streets Index 2011.” Accessed March 23, 2015. 

Available at: http://www.nyc.gov/html/dot/downloads/pdf/sustainable_streets_index_11.pdf

Staten Island, New York - Luten Avenue

SAFETY SOLUTION NEAR SCHOOL IS A ROAD DIET

A Road Diet was installed along Luten Avenue to 

enhance safety for all road users.

Photos: NYCDOT 

A pedestrian refuge island improves safety for pedestrians 

near Tottenville High School.
Case Studies

W 16th St

W 23rd St

Ninth Ave

Hudson River

HYW 94

High Line

BEFORE AFTER AFTER

 Create a safer street that 

accommodates all users

 One-way street

 Parking, separated bicycle path

 Bicycle signals

 Pedestrian refuge islands

 58% decrease in injuries for all users

 Improved bicyclist experience

 Project received ITE Best Program Award

OBJECTIVE FEATURES RESULTS

Manhattan, New York - Ninth Avenue 

ROAD DIET ON ONE-WAY STREET DESIGNED FOR ALL USERS

BACKGROUND

In 2007, New York City Department of Transportation (NYCDOT) implemented a Road Diet that completely redesigned Ninth 

Avenue. Prior to the reconfiguration, Ninth Avenue, a one-way street, consisted of four through lanes with parking on both sides, 

but no bicycle facilities and few pedestrian safety features. The redesign included three through lanes, a separated bicycle path 

located between the parking lane and sidewalk, and pedestrian refuge islands.

Located within a very active and dense, mixed-use, central business district, the Ninth Avenue Road Diet extended from West 

23rd Street to West 16th Street. NYCDOT’s primary project goal was to create a safe street that would accommodate all road users.

0.3 miles

Photo: NYCDOT
 http://safety.fhwa.dot.gov/road_diets

PLANNING AND DESIGN

During the planning and design process, NYCDOT communicated openly to determine potential issues and address concerns from 

stakeholders and community representatives. The design considered the needs of all street users including bicyclists, pedestrians, 

motorists, bus riders, delivery persons, and emergency response personnel. Design considerations included the following:

 DOT staff analyzed traffic volumes to ensure excess congestion would not occur with one less 

through lane.

 Designers placed the bicycle path between the parking lane and the sidewalk, creating a safe and 

comfortable atmosphere for bicyclists. New bicycle signals provided traffic control on the bicycle path.

 At intersections where vehicle left-turns cross over the bicycle lane, designers added left turn bays 

adjacent to the bicycle lane and provided protected turn phases to completely separate the conflicting 

through cyclist and left-turning vehicle movements.

 The project included pedestrian refuge islands, narrowing the crossing distance of Ninth Avenue for 

pedestrians by almost 30 feet. The design of the islands also accommodated an opening of 11 feet 

from the curb to allow for ease of curbside cleaning for the city’s mechanical sweepers.

 Special parking locations were incorporated along the corridor such as commercial loading zones that 

utilize multi-space parking meters and parking spaces in high-use areas just for taxi drivers.

RESULTS

“The innovative design [on Ninth Avenue] has created a safe, comfortable, and unique street that will be the foundation for the future 

expansion of our bicycle network in heavily trafficked areas of our city”, says NYCDOT. “This groundbreaking design is one that can be 

utilized by other jurisdictions to promote bicycling while providing safe streets for all users.”2

In 2008, the Institute of Transportation Engineers (ITE) honored the success and creativity of NYCDOT’s Road Diet project on Ninth 

Avenue by awarding it the Transportation Planning Council Best Program Award. The project’s success was confirmed further in 2012 

when NYCDOT reported that Ninth Avenue experienced a 58 percent decrease in injuries to all street users.

3

Bicycle lane, parking, and pedestrian refuge island on Ninth Avenue.

Manhattan, New York - Ninth Avenue

ROAD DIET ON ONE-WAY STREET DESIGNED FOR ALL USERS

Photo: NYCDOT

Turning onto Ninth Avenue and 

heading down the bike lane was a 

spectacular experience – I immediately 

felt comfortable and safe, and my stress 

level decreased by orders of magnitude.1

1

 Nick Grossman ,“Ninth Avenue Gets a Physically Separated Bike Lane” Streetfilms Blog, October 3, 2007. Accessed March 19, 2015. 

 Available at: http://www.streetfilms.org/ninth-avenue-gets-a-physically-separated-bike-lane/

2

 R. Russo, R. Wade, J. Benson, C. Lucas, “Ninth Avenue Bicycle Path and Complete Street,” page 6. Accessed March 19, 2015. 

 Available at: http://www.nyc.gov/html/dot/downloads/pdf/rr_ite_08_9thave.PDF

3

 New York City DOT, “Measuring the Street: New Metrics for 21st Century Streets” page 4. Accessed March 19, 2015. 

 Available at: http://www.nyc.gov/html/dot/downloads/pdf/2012-10-measuring-the-street.pdf

Photo: NYCDOT
Case Studies

BEFORE AFTER

 Increase pedestrian safety 

and comfort

 Calm traffic 

	Improve aesthetic of the 

overall streetscape

 High number of crashes and speeding

 Public school, commercial and 

residential

	Pedestrian refuge islands 

	Turn bays at intersections

 27% fewer injuries 

 9% decrease in total 

crashes

OBJECTIVE FEATURES RESULTS

Brooklyn, New York – Empire Boulevard

ROAD DIET IMPROVES PEDESTRIAN SAFETY 

BACKGROUND

In 2009, the New York City Department of Transportation (NYCDOT) implemented a Road Diet on Empire Boulevard between 

Utica Avenue and Bedford Avenue. The project aimed to increase pedestrian safety and comfort, calm traffic, and improve the 

aesthetic appeal of the overall streetscape.

The area surrounding Empire Boulevard is a mix of businesses, restaurants, and single-family and multi-family housing. There is 

a public school located on the east end of the corridor.

1.4 miles

Empire Blvd

Empire Blvd

Bedford Ave

Utica Ave

Hamilton Metz 

Field

Playground

Beth Rivkah 

Elementary School

Photo: NYCDOT
 http://safety.fhwa.dot.gov/road_diets

SPEEDING AND PEDESTRIAN SAFETY

In 2007, the intersection of Empire Boulevard and Troy Avenue was listed as the second highest pedestrian crash location in New York City. 

Over the prior 10 years, the corridor had experienced a high proportion of mid-block crashes, including 6 fatalities and 33 serious injuries.

NYCDOT found that the 85th percentile speeds during various times of day often exceeded the 30 mph statutory speed limit by 5-10 mph.

With data to support speeding and pedestrian safety concerns, NYCDOT sought changes for Empire Boulevard. The agency determined 

the existing 4-lane cross section was unnecessary for handling the traffic volumes occurring on Empire Boulevard. Since excessive capacity 

often encourages higher speeds, NYCDOT reduced the roadway cross section to two lanes (one in each direction) and allocated the extra 

space for bicycle lanes.

Under existing conditions, the length of the pedestrian crossing on Empire Boulevard was approximately 60 feet, with no raised medians 

to shelter pedestrians. The Road Diet plan included pedestrian refuge islands and shorter crossing paths. NYCDOT also added turn bays at 

intersections, preserved the parking spaces along Empire Boulevard, and improved the streetscape with trees and landscaping.

RESULTS

NYCDOT’s Road Diet project improved safety for nearly all users. Pedestrian injuries decreased by 19 percent and overall crash injuries 

reduced by 27 percent. The area also experienced noticeable reductions in motor vehicle crashes and total crashes. Ultimately, the 

new layout improved both bicycle and pedestrian accessibility and comfort by reducing vehicle speeds and incorporating bicycle and 

pedestrian safety features into the streetscape.

Road Diet treatment on Empire Boulevard has significantly improved pedestrian safety.

Brooklyn, New York – Empire Boulevard

ROAD DIET IMPROVES PEDESTRIAN SAFETY 

CRASHES AND INJURIES

Three-Year After Analysis, Empire Boulevard (Bedford Avenue to Utica Avenue)

Before After Change

‘06 - ’07 ‘07 - ’08 ‘08 - ’09 Average ‘09 - ’10 ‘10 - ’11 ‘11 - ’12 Average Actual Percent

Total Crashes 268 297 301 288.7 284 251 252 262.3 -26.3 -9%

Injuries 88 77 74 79.7 73 62 67 67.3 -12.3 -15%

Motor Vehicle Occupant 109 119 81 103.0 61 71 68 66.7 -36.3 -35%

Pedestrian 35 29 19 27.7 28 21 18 22.3 -5.3 -19%

Cyclist 4 5 3 4.0 10 8 10 9.3 5.3 133%

TOTAL INJURIES 148 153 103 134.7 99 100 93 98.3 -36.3 -27%

Each before year is the 12-month period beginning June 1 and ending May 31. The 3-year after period is Sept. 1, 2009 to August 31, 2012. 

The implementation period of June 1, 2009 to August 31, 2009 is excluded. Source: NYPD AIS/TAMS Crash Database.

BEFORE AFTER

Photo: NYCDOT Photo: NYCDOT
Case Studies

Following three pedestrian fatalities on the same roadway in Brooklyn, the 

New York City Department of Transportation (NYCDOT) conducted a study 

of West Sixth Street in November 2009. This 1.5-mile corridor carried fastmoving through traffic along with a high number of pedestrians heading 

to subway stations in the area. West Sixth Street was a 4-lane undivided 

arterial with excess capacity, long crossing distances for pedestrians, and 

significant separation between marked crosswalks, which led to illegal 

midblock crossings.

Located near residential neighborhoods, West Sixth Street runs parallel to 

the “N” subway train located one block to the west. There are four subway 

stops within the project corridor.

 Calm traffic

 Improve pedestrian safety 

in response to fatal crashes

 Residential neighborhood

 Four subway stops within corridor

 High speeds

 Lower speeds

 Reduction in crashes

 Pedestrian refuge islands improve 

pedestrian safety

OBJECTIVE FEATURES RESULTS

Brooklyn, New York – West Sixth Street

NYCDOT RESPONDS TO TRAGEDY WITH ROAD DIET

Photo: NYCDOT 

AFTER

McDonald Ave

Ocean Parkway

David Brody 

Jr High School

M

M

M

M

West 6th St

Avenue S

Avenue U

Kings Hwy

Avenue P

1.5 miles
 http://safety.fhwa.dot.gov/road_diets

THE PLAN

NYCDOT needed a solution to help calm traffic, reduce speeds, and improve pedestrian safety. Since West Sixth 

Street had excess capacity, NYCDOT adjusted the road to one vehicle lane in each direction and used the extra 

space to install a wide parking lane and painted median with left-turn bays at key intersections.

At the locations with a high frequency of pedestrian crashes, the agency installed pedestrian refuge islands 

and high visibility crosswalk markings. The design and installation of the pedestrian refuge islands included 

prohibiting some left turns to reduce conflicts with pedestrians and opposing left turning traffic. 

RESULTS

NYCDOT’s plan effectively calmed traffic and improved safety along West Sixth Street. The agency analyzed 

crash data and performed speed studies along the corridor before and after the project was completed, with 

results indicating improved safety and speed reductions following the Road Diet.

Overall average speeds on West Sixth Street decreased by 8 to 12 percent, and the percentage of vehicles 

exceeding the speed limit showed a reduction of nearly 30 percent in the northbound direction and more 

than 40 percent in the southbound direction. The before-and-after crash analysis revealed a reduction in the 

number of injury crashes after installation.

Brooklyn, New York - West Sixth Street

NYCDOT RESPONDS TO TRAGEDY WITH ROAD DIET

Crashes have been reduced and 

speeds have decreased along 

West Sixth Street since the Road Diet.

Photos: NYCDOT

CRASHES WITH INJURIES ALONG WEST 6TH STREET (65th St. to 86th St.)

BEFORE (three previous years) AFTER

Total Crashes with Injuries 36 22 27 21.5

Number of Crashes with Injuries to:

Motor Vehicle Occupants 15 11 14 8.8

Pedestrian 20 10 9 10.1

Bicyclists 1 1 4 2.5

WEST 6TH STREET

(Avenue V to Avenue W) Average Traffic Speeds (m.p.h.) Percentage of Vehicles Over the Speed Limit 

BEFORE AFTER BEFORE AFTER*

Northbound 30.4 27.9 53% 34%

Southbound 31.3 27.7 60% 18%

*After column shows number of crashes since implementation (through Jan 2012) at annual rate.

Source: New York City DOT, “Sustainable Streets Index 2011.” Accessed March 23, 2015. Available at: 

http://www.nyc.gov/html/dot/downloads/pdf/sustainable_streets_index_11.pdf
Case Studies

BACKGROUND

More than 20 years ago, Seattle Department of Transportation (SDOT) completed a Road Diet 

on Dexter Avenue, converting it from a 4-lane roadway to a 3-lane roadway with a bicycle 

lane in each direction. In 2011, SDOT revisited the design during a planned repaving project. 

With traffic volumes ranging from 7,100 to 11,000 vehicles per day and a low volume of leftturning vehicles, the SDOT determined a center left-turn lane was unnecessary. Therefore, 

SDOT went one step further on its original Dexter Avenue Road Diet and converted the 

3-lane roadway to a 2-lane roadway with buffered bicycle lanes and bus bulbs.

BEFORE 1991

AFTER

 Improve Dexter 

Avenue for all users

 Transit Route

 Converted from 4 to 3 to 2 

lanes over time

 High bicycle volumes

 Favorable public opinion

 Transit travel times remain 

consistent

 Bus ridership increased

OBJECTIVE FEATURES RESULTS

Seattle, Washington – Dexter Avenue

TWO-STAGE ROAD DIET 

Photo: Seattle DOT

2011

Mercer St

Denny Way

Westlake Ave N

30

SPEED 

LIMIT

7,100 - 11,000

vehicles per day

Dexter Ave N

2 miles

Aurora Ave N

99

99

Queen Anne Dr

Space

Needle

5th Ave N

Dexter Ave N
 http://safety.fhwa.dot.gov/road_diets

Dexter Avenue runs north from Seattle’s Belltown neighborhood, west of Lake Union. The street is 

located in a mixed-use area zoned for multi-family housing; the north end of the corridor contains 

primarily single-family homes.

THE DESIGN

Bicycle Lanes. Initially, SDOT considered parking-separated bicycle lanes on Dexter Avenue, but 

with a high driveway density and relatively steep grade of the roadway, there was a concern that 

sight distance and visibility could be a safety issue. As an alternative, SDOT placed the bicycle lanes 

adjacent to the travel lane separated by a 2-ft buffered area.

Transit. SDOT prioritized buses over general purpose traffic by moving several bus stops to inlane, creating bus bulbs. The bicycle lanes were routed behind the bus stop pads towards the curb, 

creating “floating” bus stops.

Two-Way Left-turn Lane (TWLTL) Removal. With Aurora Avenue (Washington State Route 99) 

running parallel near Dexter Avenue on one side and a bluff on the other, there are very few leftturns onto side streets. This allowed SDOT to feel comfortable removing the TWLTL in the corridor. 

At the few places with significant left-turns, SDOT added left-turn pockets when the two-way leftturn lane (TWLTL) was removed.

Delivery Trucks. The TWLTL had been used by delivery trucks when loading and unloading, so 

there was concern about losing this space. SDOT added “Load Zones” on the route to address 

this need.

RESULTS 

Public opinion on the Road Diet has been favorable, especially among bicyclists. Dexter Avenue is 

the primary bicycle corridor to reach downtown, with 300 southbound bicyclists per hour during 

the AM peak. During the same time, there are approximately 850 motorists per hour heading 

south. Transit travel times have remained consistent and bus ridership has increased by 30 percent 

between 2010 and 2013.

DEXTER AVENUE 

IS THE PRIMARY 

BICYCLE CORRIDOR 

TO DOWNTOWN, 

WITH 300 

SOUTHBOUND 

CYCLISTS IN THE 

AM PEAK HOUR.

Bicycle lane and floating bus stop Transit and non-motorized users are prioritized on Dexter Bicycle rental station utilizes “extra space”

Seattle, Washington – Dexter Avenue

TWO-STAGE ROAD DIET 

Source: National Association of City Transportation Offices (NACTO), “Seattle’s Dexter Avenue Bus Bulb,” NACTO Urban Street Design 

Guide. Accessed March 23, 2015. Available at: http://nacto.org/usdg/street-design-elements/curb-extensions/bus-bulbs/

Photo: Seattle DOT Photo: Brian Chandler Photo: Brian Chandler
Case Studies



In August 2010, the Seattle Department of Transportation (SDOT) completed a Road Diet on Nickerson Street from 13th 

Avenue West to Florentia Street. The goal of this project was to improve pedestrian safety by reducing exposure to multiple 

lanes of traffic and increase driver compliance with the speed limit. Prior to the reconfiguration, there were two travel lanes in 

each direction. The street was restriped to one lane in each direction with a center two-way left-turn lane and bicycle lanes.

Carrying approximately 18,500 vehicles per day, Nickerson Street is in the Queen Anne neighborhood of Seattle. The 

corridor land use is mixed, including service-oriented businesses, restaurants, multi-unit residences, and the Seattle Pacific 

University campus. 

BEFORE AFTER AFTER

 Improve pedestrian safety

 Increase driver compliance 

with speed limit

 Reintroduction of crosswalks

 Addition of curb bulb-outs 

and pedestrian refuge islands

 23% reduction in collisions

 More than 90% drop in 

top-end speeders

OBJECTIVE FEATURES RESULTS

Seattle, Washington – Nickerson Street

SAFETY IMPROVED & EXTREME SPEEDING VIRTUALLY ELIMINATED

Photo: Brian Chandler

13th Ave W

W Nickerson St

30

SPEED 

LIMIT

1.2 miles

18,500 vehicles per day

Nickerson St

12th Ave W11th Ave W

3rd Ave W

Florentia St

W Bertona St

W Ewing St

Fremont Canal

Seattle Pacic University
 http://safety.fhwa.dot.gov/road_diets

BACKGROUND

Prior to the Road Diet, SDOT was removing mid-block crosswalks on the city’s 4-lane roads due 

to safety considerations. This decision was not popular with the community, and as a way of 

addressing the concerns, SDOT implemented the Nickerson Street Road Diet, which included 

the reintroduction of marked crosswalks and addition of curb bulb-outs and refuge islands. 

This configuration provides an opportunity for increased safety since pedestrians do not have 

to cross all lanes of traffic at once.

By decreasing the travel lanes to only one in each direction, SDOT also hoped to lower the 

speeds along Nickerson Street. In 2007, the agency completed a speed study and found that 

90 percent of drivers were exceeding the 30 mph speed limit.

RESULTS

One year after the conversion, SDOT completed a before-and-after study on the Nickerson 

Street Road Diet. The outcome was what SDOT had hoped for – a safer road. Speeding along 

Nickerson Street decreased dramatically, and collisions were reduced. The results also showed 

that the Road Diet accomplished this without significant diversion of traffic to parallel routes. 

Nickerson Street only experienced a 1 percent decrease in traffic volumes between 2009 and 2011.

TOP END 

SPEEDERS 

HAVE BEEN 

REDUCED BY 

MORE 

THAN 90%

To improve pedestrian safety, the Road Diet project incorporated crosswalks with curb bulb-outs and pedestrian refuge islands

Seattle, Washington – Nickerson Street

SAFETY IMPROVED & EXTREME SPEEDING VIRTUALLY ELIMINATED 

Photo: Brian Chandler Photo: Brian Chandler

30

SPEED 

LIMIT

TOP END SPEEDERS

Percent 10+ mph over the speed limit

Before After Change

Westbound 17% 1.4% -92%

Eastbound 38% 1.5% -96%

CHANGE IN NUMBER OF COLLISIONS

from 13th Ave W to N Florentia St

5-Year Average One Year Post Project Change

33.6 26 -23%

Source: City of Seattle Department of Transportation, “Nickerson Street 

Rechannelization Before and After Report,” 2012.
Case Studies

Fremont Cut

13,000 vehicles per day

N 45th St

N 50th St

Woodland Park Woodland Park 

Zoo

HWY 99

Stone Way

N 34th St

N 40th St

As part of a repaving project in 2007, Seattle Department of Transportation 

(SDOT) completed a Road Diet on Stone Way from 34th Street to 45th 

Street. It was the twenty-third lane reduction project undertaken by the 

city since 1972. Along with implementing the Stone Way Road Diet, the city 

also adopted a Bicycle Master Plan, which aimed to make Seattle the best 

community for bicycling in the United States.1

 The Stone Way conversion 

supported this new initiative by adding bicycle lanes.

Connecting the Fremont and Wallingford neighborhoods in Seattle, Stone 

Way is a north-south arterial that carries approximately 13,000 vehicles 

per day and numerous Metro bus routes. There are many pedestrian 

generators in the area including parks, a trail, the Woodland Park Zoo, and 

several schools.

1

 City of Seattle, “Seattle Bicycle Master Plan,” 2007.

 Improve facility for 

bicycling

 Improve pedestrian safety

 Repaving project

 Parks, trail, and zoo

 Nearby school and bus route

 Local business opposition

 Reduction in vehicles exceeding 

speed limit

 Improved pedestrian safety

 Increased bicycle usage

OBJECTIVE FEATURES RESULTS

Seattle, Washington – Stone Way

DESPITE EARLY OPPOSITION, ROAD DIET PRODUCES GREAT RESULTS

Photo: Brian Chandler

AFTER

BEFORE

Photo: City of Seattle, Department of Transportation

0.9 miles
 http://safety.fhwa.dot.gov/road_diets

OPPOSITION AND SUPPORTERS

Although the residents in Seattle were not strangers to Road Diets, there remained some strong opposition 

to the proposed Stone Way reconfiguration. Local business owners felt Stone Way is a vital arterial and 

should not be changed. “We need the road. We need to move traffic, particularly trucks. It’s not a good idea 

to narrow the street down because traffic will overflow on other streets. This is our arterial. We want the four 

lanes of traffic.” 2

On the other hand, the bicycle activist community in Seattle vigorously supported the implementation of 

the project by organizing traffic counts, a demonstration ride, and commissioning an outside consultant 

report that asserted that undue congestion would not occur.3

RESULTS

In 2010, SDOT completed a before-and-after study to evaluate the effects of the Stone Way Road Diet. 

The results are as follows:4

 Top-end speeders reduced.

Top speeders (those traveling more than 10 mph over the speed limit) decreased 

by more than 80 percent.

 Collisions reduced. 

Total collisions were reduced by 14 percent and injury collisions decreased by 33 percent.

 Pedestrian crossings are safer. 

Pedestrian collisions were reduced by 80 percent.

 Bicycle volume has increased. 

The volume of bicyclists increased 35 percent from 2007 to 2010.

 Motor vehicle traffic has not diverted to neighborhood streets. 

Daily traffic counts on parallel streets are down by 12 to 34 percent, which is a greater decrease than 

the slight decline of 6 percent recorded on Stone Way.

 Peak hour capacity has been maintained.

The study confirmed the corridor has sustained its capacity to carry the same number of motor 

vehicles in spite of the reduction in the number of travel lanes.

2 S. Gilmore, “City Wants to Put Four-Lane Stone Way on Road Diet” The Seattle Times, October 12, 2006. Accessed March 23, 2015. Available at: http://www.seattletimes.

com/seattle-news/city-wants-to-put-four-lane-stone-way-on-road-diet/

3 S. Ullman, “Stone Way: 1 of 34 Rightsizing Projects Making Seattle Safer and More Livable” Project for Public Spaces. Accessed March 23, 2015. Available at: http://www.

pps.org/reference/stone-way-one-of-34-rightsizing-projects-making-seattle-safer-and-more-livable/

4 “Stone Way N Rechannelization: Before and After Study, N 34th Street to N 50th Street,” 

City of Seattle Department of Transportation, May 2010

Seattle, Washington - Stone Way

DESPITE EARLY OPPOSITION, ROAD DIET PRODUCES GREAT RESULTS

The Stone Way Road Diet improved pedestrian and bicycle safety by incorporating pedestrian refuge islands 

and a combination of shared lanes and bicycle lanes.

Photos: Brian Chandler
Case Studies

Hwy 65

Hwy 70

St Clair St

Monument Circle State

Capitol

Washington St

South St

Market St

Virginia Ave

Indiana Ave

New York St

Michigan St

Illinois St

West St

The City of Indianapolis, through a public-private partnership, completed the Indianapolis Cultural Trail, an 8-mile biking and walking trail 

system that connects the cultural districts, neighborhoods, and the city’s greenway system. In order to complete this trail system, streets in 

downtown Indianapolis underwent Road Diets.

The streets in downtown Indianapolis were mostly five or six lanes wide, and speeds could reach close to 50 mph. The design team reduced 

both the number of lanes and lane widths as a way of both slowing speeds and gaining extra space within the right of way to allow for the 

separate pedestrian and bicyclist trail. The completed trail loops around downtown and connects to greenways with two spurs. The trail 

includes shared space for bicyclists and pedestrians, and some areas incorporate two separate facilities for pedestrians and bicyclists.

 Improve interconnectivity 

among Indianapolis’ cultural 

districts, neighborhoods, and 

greenway systems

 Improve safety for all users

 Public-private partnership

 Bicycle and pedestrian trails

 Cultural Trail used as 

marketing strategy by 

Indiana Visitor’s Bureau

 Improved economic development

 Significant increase in pedestrian 

and bicycle traffic in downtown 

Indianapolis

OBJECTIVE FEATURES RESULTS

Indianapolis, IN - Indianapolis Cultural Trail

ROAD DIETS LEAD TO ECONOMIC DEVELOPMENT

Alabama Street

Photo: Rundell Ernstberger Associates, LLC

8-mile biking/ 

walking trail
 http://safety.fhwa.dot.gov/road_diets

PUBLIC OUTREACH, PLANNING, AND DESIGN

Central Indiana Community Foundation (CICF) and the Mayor of Indianapolis envisioned that by providing 

improved multi-modal connectivity throughout Indianapolis’ cultural districts and historic neighborhoods, 

economic development in the area would improve. Leaders of the proposed trail project spent years 

explaining the potential benefits to politicians, philanthropists, and community officials and collecting 

private donations. 

With the project consisting of seven phases and construction lasting almost 6 years, team members felt 

their commitment to public involvement and engagement throughout was a key component of the 

project’s success. Early in the conceptual phase, the design team held a workshop to present the concept 

to the stakeholders. The team created a project website with up-to-date progress information and 

conducted many public meetings throughout the duration of the project.

Improving safety for all users was one of the project team’s goals. In addition to the traffic calming effect the 

Road Diets provided, the design also included other safety features, such as curb bulb-outs at intersections 

to reduce crossing distance, chicanes in the bicycle facilities to alert bicyclists of an upcoming intersection, 

and countdown timers and audible pedestrian signals.

RESULTS

Although the last phase of the trail was not completed until the end of 2012, new construction and 

redevelopment started happening in the area well before the project was finished. Over $300 million of 

new development has been constructed along the route since 2008. While tax assessment data from 

2007-2010 from nearby areas decreased by 1.2 percent, the assessed value along the Cultural Trail showed 

a small increase.

Using the Cultural Trail as its main marketing strategy, the visitor’s bureau sees the trail’s influence in 

downtown revitalization success. Vacant lots are being developed into restaurants and businesses. Local 

developers have opened several mixed-use, multi-family residential developments.

This innovative redesign of the area has improved economic development and has brought a significant 

increase in pedestrian and bicycle traffic to downtown Indianapolis as people of all ages and abilities have 

embraced the trail.

Indianapolis, IN - Indianapolis Cultural Trail

ROAD DIET LEAD TO ECONOMIC DEVELOPMENT

The ICT has brought a significant increase in pedestrian 

and bicycle traffic to downtown Indianapolis.

Photos: Indianapolis Convention and Visitors Association Photos: Rundell Ernstberger Associates, LLC Photos: Steve Greist Photography

Pedestrian travel is separated from bicycle travel 

on this segment of ICT.

Riding the Pacers Bikeshare on the Cultural Trail.

OVER $300 

MILLION 

OF NEW 

DEVELOPMENT 

HAS BEEN 

CONSTRUCTED 

ALONG THE 

ROUTE SINCE 

2008.

Source: Pedestrian & Bicycle Information Center, “Indianapolis Cultural Trail”, webpage. Accessed March 18, 2015. 

Available at: http://www.pedbikeinfo.org/data/library/details.cfm?id=4919

 http://safety.fhwa.dot.gov/road_diets
 http://safety.fhwa.dot.gov/road_diets PUBLICATION: FHWA-SA-15-052