1. Efficiency through technology and collaboration 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 2

3. Safety – A Central Goal for USDOT 3 “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 ProWalk ProBike ProPlace Conference September 10, 2014

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

5. What is a Road Diet? 5 4 Through Lanes2 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 6

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 7

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

9. Why Consider a Road Diet? -- Case Studies New York City – Advantages & Disadvantages District of Columbia – East Street Tampa, FL – Nebraska Avenue 9 Enhanced SAFETY for ALL ROAD USERS LOW COST and LOW IMPACT Improved MOBILITY and ACCESS for all modes “COMPLETE STREETS” characteristics

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

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

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

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

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

15. Build it and they will come

16. E Street NW Road Diet BeforeAfter

17. E Street, NW. Turn Lanes. 17

18. 18

19. E Street 19 11 Peak Hour Cyclists Before: 11 32 Peak Hour Cyclists After:32

20. 15 th Street Protected Bike Lane (cycletrack) 20

21. 4 lanes 1-way North North half residential, south half CBD Parking both sides Concerns of safety, traffic speeds – Posted speed 25 – 85 th Percentile between 36-45 mph Excess capacity – 6,000 to 12,000 ADT 15 th St. Before

22. 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 15 th St. After

23. 15 th Street--Increase in cyclists 23

24. 15 th Street NW--LOS and Speed 24

25. 15 th Street NW--Bike Crashes 25

26. 15 th Street--Bicycle Volume and Crashes 26

27. Sherman Ave Rehabilitation

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

29. Tampa, FL Road Diet – Nebraska Avenue 29 DOWNTOWN TAMPA NEBRASKA AVE

30. Tampa, FL Road Diet – Nebraska Avenue 30 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

31. Tampa, FL Road Diet – Nebraska Avenue 31

32. Nebraska Avenue – Before/After Crash Comparison 32 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

33. Nebraska Avenue – Before/After Crash Comparison 33

34. Tampa, FL Road Diet – Nebraska Avenue 34

35. Tampa, FL Road Diet – Nebraska Avenue 35

36. Tampa, FL Road Diet – Nebraska Avenue 36

37. Tampa, FL Road Diet – Nebraska Avenue 37

38. Nebraska Avenue – Summary Results 38 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

39. 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

40. Questions 40

41. 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 41