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Road Diet (Roadway Reconfiguration)

Road Diet (Roadway Reconfiguration). Every Day Counts 3 Innovative Safety Initiative. Presentation Agenda. Overview of Road Diets New York City Example Washington DC Example Tampa FL Example Resources and Questions. Safety – A Central Goal for USDOT.

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Road Diet (Roadway Reconfiguration)

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  1. Road Diet (Roadway Reconfiguration) Every Day Counts 3 Innovative Safety Initiative

  2. Presentation Agenda • Overview of Road Diets • New York City Example • Washington DC Example • Tampa FL Example • Resources and Questions

  3. Safety – A Central Goal for USDOT “Safety is our highest priority and that commitment is the same regardless of which form of transportation people choose, including walking and biking.” Secretary Anthony Foxx ProWalkProBikeProPlace Conference September 10, 2014

  4. What is a Road Diet? 4 Through Lanes 2 Through Lanes TWLTL and Bike Lanes

  5. What is a Road Diet? 4 Through Lanes 2 Through Lanes TWLTL and Bike Lanes

  6. Other Roadway Reconfigurations 4-Lane to 5-Lane 2-Lane to 3-Lane 3-Lane to 3-Lane 5-Lane to 3-Lane

  7. Determining Road Diet Purpose/Feasibility • Improve safety • Reduce speeds and speed variance • Mitigate left turn/through traffic conflicts • Improve bicyclist accessibility • Improve walkability • Enhance transit service • Fit the community context

  8. Determining Road Diet Purpose/Feasibility Other Factors (Challenges/Obstacles) • Funding Formulas • Public and Business Concerns • Parallel roadways • Parking • Truck Traffic • Transit Vehicles

  9. Why Consider a Road Diet? -- Case Studies • New York City – Advantages & Disadvantages • District of Columbia – East Street • Tampa, FL – Nebraska Avenue

  10. New York City Road Diets • Improved MOBILITY and ACCESS for all modes Pedestrian and Bicyclist Benefits

  11. Improved safety and mobility for cyclists and pedestrians Reduction in fastest speeds Crash reduction Road Diet Advantages -- NYC

  12. Increased travel delay Increased delay on side streets Loss of passing opportunities Road Diet Disadvantages -- NYC

  13. District of Columbia Road Diets Livabililty and Complete Streets • “COMPLETE STREETS” characteristics

  14. Goals for DC Road Diets so far • Create space for bike lanes • Improve ‘livability’ • Increase pedestrian safety

  15. Build it and they will come

  16. E Street NW Road Diet Before After

  17. E Street, NW. Turn Lanes.

  18. E Street Peak Hour Cyclists Before: 11 Peak Hour Cyclists After: 32

  19. 15th Street Protected Bike Lane (cycletrack)

  20. 15thSt. Before • 4 lanes 1-way North • North half residential, south half CBD • Parking both sides • Concerns of safety, traffic speeds • Posted speed 25 • 85th Percentile between 36-45 mph • Excess capacity • 6,000 to 12,000 ADT

  21. 15thSt. After • Remove 1 NB auto lane in north half • Initially, SB contraflow cycle track behind full-time parking lane, with NB sharrows • Later, converted to 2-way cycle track on west curb and extended south to CBD • LOS drop of one letter grade at most intersections

  22. 15th Street--Increase in cyclists

  23. 15th Street NW--LOS and Speed

  24. 15th Street NW--Bike Crashes

  25. 15th Street--Bicycle Volume and Crashes

  26. Sherman Ave Rehabilitation

  27. Sherman Ave. NW Road Diet, 2013 • Median • Wider sidewalks • Trees • Sharrows After: • 85th% Speeds: • before: 35mph • after: 28mph • Too early for crash data

  28. Tampa, FL Road Diet – Nebraska Avenue NEBRASKA AVE DOWNTOWN TAMPA

  29. Tampa, FL Road Diet – Nebraska Avenue • 3.15 miles • Before: 4-lane undivided urban arterial • Construction 2007-2008 • $11.1 million • After: 2-lane arterial • Two way left turn lane • Painted medians • Bus pull outs • Bike lanes

  30. Tampa, FL Road Diet – Nebraska Avenue

  31. Nebraska Avenue – Before/After Crash Comparison • Before (2004 – 2006) • 17,900 ADT • 174 crashes per year • 13 fatal/incapacitating crashes per year • 7 pedestrian crashes per year • After (2009-2013) • 15,000 ADT • 71 crashes per year • 6 fatal/incapacitating crashes per year • <3 pedestrian crashes per year • 59% reduction in crashes, 51% reduction in crashes per MVMT

  32. Nebraska Avenue – Before/After Crash Comparison

  33. Tampa, FL Road Diet – Nebraska Avenue

  34. Tampa, FL Road Diet – Nebraska Avenue

  35. Tampa, FL Road Diet – Nebraska Avenue

  36. Tampa, FL Road Diet – Nebraska Avenue

  37. Nebraska Avenue – Summary Results • Reduction in crashes per year • Improved pedestrian safety • Reduction in key crash types • Sideswipe • Left Turn/Angle • Head on • Crash Rate is less than the statewide average for 2-lane divided roadways (Previously 50% higher than the 4-lane undivided average). • Favorably compares to the FHWA estimated reduction of 29%-53% (Desktop Reference for Crash Reduction Factors) • 59% reduction in crashes, 51% reduction in crashes per MVMT

  38. Resources • FHWA Road Diet Informational Guide – Coming Soon! • FHWA Road Diet Case Studies – Coming Soon! • EDC 3 Initiatives: Road Diet Fact Sheet • FDOT Road Diet Policy – Coming Soon!

  39. Questions

  40. For Additional Information: Becky Crowe FHWA Office of Safety (804) 775-3381 Cell: (804) 517-5598 Rebecca.Crowe@dot.gov Peter Hsu, P.E. FDOT District Safety Engineer Office: (813) 975-6251 Ping.Hsu@dot.state.fl.us

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