Many local government leaders across the country know the types of street designs that reduce the number of serious accidents, but they continue to delay changes because they are waiting for money. Waiting for a big federal grant. Waiting for a total reconstruction project. Waiting for the perfect and permanent solution. But while Americans wait, people continue to get hurt.
There is a better way and it doesn’t require breaking a single path. Road diets reuse the space that already exists. By narrowing or reducing car lanes on overly wide streets, cities can create protected bike lanes, pedestrian refuges, and calmer traffic conditions, without the need for major reconstruction.
But this is the real choice facing cities: act now with rapid construction methods to establish a secure network across dozens or even hundreds of blocks, or wait decades for funding to deliver premium concrete infrastructure on just a handful of blocks.
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This is not an argument against quality. Bike lanes protected by concrete or landscaped islands are excellent. But a standard lane on a street doesn’t help the person trying to ride a bike safely 10 blocks away. Coverage is important, and rapid build methods make coverage possible right now, in a single generation.
Capture the territory first and strengthen it over time.
What do road diets do?
A road diet reorganizes street space by narrowing and/or reducing regular automobile lanes to add protected bicycle lanes without major reconstruction. Road diets offer measurable improvements beyond bike lanes. Data and studies from the Federal Highway Administration and the U.S. Department of Transportation show that they benefit drivers, pedestrians, and the overall street environment:
General security benefits. Road diets reduce total accidents by 19% to 47% on average when converting a four-lane undivided highway to a three-lane configuration with a center turning lane. This includes reductions in rear-end crashes, left turns and side crashes due to fewer conflict points and better separation from turning traffic. An analysis of 45 road diet sites in California, Iowa and Washington found a 29% reduction in total accidents.
Driving benefits. Narrower lanes and fewer passing lanes encourage more consistent speeds, reduce aggressive passing and weaving, and minimize “accordion” stop-and-go patterns. This can improve traffic flow for drivers in many cases, with dedicated turn lanes easing delays when turning left. Reduced speed differences also reduce the severity of the accident.
Benefits of walking. Fewer lanes to cross means less exposure to moving traffic and reduced crossing times. Road diets create opportunities for pedestrian refuge islands, which can reduce pedestrian accidents by up to 46%. They also support sidewalk extensions or wider sidewalks for added safety.
Two types of protection, same space
The two main types of protection below use the same amount of physical space.
1. Concrete-protected bike lanes
- Use raised concrete curbs or bumpers (generally 6 to 8 inches high) for separation.
- More durable and effective in preventing vehicle incursions.
- They require more equipment, forming, pouring and intersection work, so costs are higher.
2. Paint and make the rear bike lanes more flexible
- Use painted stops with flexible delineator posts (usually spaced every 20 feet).
- Quick to install (often in weeks), economical and adjustable or removable if necessary.
- Provide good visual and physical separation for lower speeds and traffic volumes.
What your budget can buy
Below are three different budget examples to show the difference in coverage, based on recent project costs in places like Richmond, Virginia. These assume protected bike lanes on both sides of the street and a typical block length of approximately 300 feet:
- With a budget of $50,000:
- Concrete: 1 to 2 city blocks
- Paint and flex poles: 15 to 20 city blocks
- With a budget of $200,000:
- Concrete: about 5 city blocks
- Painting and bending poles: about 50 city blocks
- With a budget of $1,000,000:
- Concrete: approximately 20 to 40 city blocks
- Paint and bend poles: about 300 to 500 city blocks
Rapid build approaches enable generational improvements in a single generation. Premium-only strategies can take generations to achieve meaningful coverage.
Cities can start with paint and poles to quickly establish a basic network, demonstrate its use, and then reinforce high-priority segments with concrete as funds allow. This phased approach makes more streets safer for everyone sooner, rather than delaying everything for premium designs.
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