This has been demonstrated in numerous cities where dedicated busways have separated bus traffic from motor vehicles or non-motorized vehicles to achieve better public transport speed, reliability, and capacity. If street space is insufficient to accommodate demand even with separation, it is often useful to dedicate different streets to different modes and to impose or expand restrictions or costs for private automobiles, the most inefficient mode. This is especially the case where private automobiles are used by only a small share of travelers in the corridor. Such measures could be complementary to road pricing, another effective but little used method of allocating scarce street space. Even in cities where streets are generally quite congested, it is often possible to find underutilized street space.
Similar opportunities exist in other cities, such as Bangkok.
Where space cannot be found, NMVs and public transport should be favored in allocating street space. The design of transportation facilities can significantly affect traffic safety. Segregation of slow from fast traffic, careful design of intersections to maintain good sight distances, to reduce turning conflicts, and to channelize traffic to enhance predictability of flows can all reduce safety problems while improving operational performance. Poorly designed and improperly maintained separate cycle facilities can lead to an increase in safety problems, particularly if there are many intersections or driveways crossing the cycle paths and sight distances are poor. This is a problem that afflicted many bicycle paths created in the U.S. in the 1970s and led to opposition from some U.S. cyclists to creation of additional bicycle paths.