POTENTIAL CONFLICTS

One common reason for not implementing road diets is that they can lead to congested roads. Traditionally, decreasing a two-lane road into a one-lane road with any number of modifications from the expansion of sidewalks, creation of a bike lane on either side, or even a center turn lane creates a more restricted environment for drivers. In an article from 2015, one city in Florida (Gainesville) decided to reverse their road diet. After a trial run with the lane reduction, it was decided that the road diet caused more problems for drivers in reality than originally predicted and the added amenities were not used to their full potential the way the city had hoped it would be. To read the article, click here.

Another common reason to not implement a road diet is that they can lead to residential roads being used as a pass-through or cutthrough for drivers. Neighborhood roads often are not designed to handle high levels of driving (meaning they do not see the same traffic patterns as a major roadway does). Neighborhood roads are not able to withstand the constant wear-and-tear of higher traveled and reinforced collector and arterial streets making it expensive to fix in the long term.

Despite this, studies of road diet projects have found that reducing the number of lanes decreases vehicle crashes from 19-52 percent. Speeds are often decreased because of the environment and road dieting often does not reduce the limit of drivers who can use the roadway. By taking away the left-hand lane, drivers cannot take on a mindset of “driving faster” to get around people and tend to drive safer based on the immediate change of the environment.

Additionally, road diets are most commonly applied to streets that are not facing a “capacity” issue. Therefore, implementation will not create congestion on the road or increased traffic for local and neighborhood roads. They can encourage multi-modal use by providing a safe space for bicyclists to use to roadway without having to be in a driving lane.

Road diets do not work in all situations and studying the traffic counts and patterns should be done prior to implementation. Restriping the road for a trail run, similar to what was done in Gainesville, Florida, can be good in the interim to determine if it should become a permanent installation. This is a cost-effective way to study driver habits on the roadway.

Cost

Low-cost

Road dieting for a four to three-lane conversion can cost around $46,000.

Funding

Surface Transportation Program (STP)

Highway Safety Improvement Program (HSIP)

Others that could be a part of funding include: sources such as pedestrian and bicycle programs and transit grants and Safe Routes to School grants for Road Diet installations