Midsize Cities Shift Back to Two-Way Streets to Enhance Safety and Revitalize Downtowns

For decades, parallel one-way streets near a once-bustling electronics manufacturing plant in Indianapolis were notorious among locals for aggressive speeding, earning them the nickname "racetrack" reminiscent of the nearby Indianapolis Motor Speedway. Originally configured as two-way streets, Michigan and New York streets were converted in the 1970s to opposing one-way routes. This adjustment facilitated rapid commutes for numerous workers at the RCA plant who produced televisions and vinyl records. When the RCA plant ceased operations in 1995, these streets experienced a decline in traffic volume which paradoxically encouraged even more reckless driving behaviors. It was not until the previous year that city authorities decided to revert these corridors back to their original two-way traffic scheme. James Taylor, who oversees a community center located close to the former RCA factory, observed that the reopening and the return to two-way traffic significantly transformed public perception and use of the corridor. This local example aligns with a broader national trend wherein transportation planners, especially in midsize urban centers, are re-examining the widespread adoption of one-way street systems. The oft-repeated maxim "paint is cheap" underlines the relative ease and cost-effectiveness of such street conversions. By moving back to two-way streets, cities aim to enhance public safety and make their downtown districts more attractive for consumers, diners, and residents alike. Dave Amos, an assistant professor specializing in city and regional planning, notes that one-way streets are rarely original constructs in the U.S.; historically, two-way streets predominated before suburban sprawl redirected priorities toward faster commuter traffic at the expense of walkability in urban cores. Since one-way streets prioritize rapid vehicle movement, this design inherently sidelines the needs of pedestrians and cyclists, increasing their vulnerability. Further complicating safety considerations, Wade Walker, an engineer who has participated in multiple street conversion projects across several states, highlights that the popular belief in one-way streets simplifying pedestrian crossings is a misconception. When one-way and two-way streets intersect to form urban grids, pedestrian crossing patterns become more complex, resulting in numerous possible vehicular movement sequences that pedestrians must navigate. This complexity can lead to confusion and elevated risk, not merely from the number but also from the nature of traffic conflicts. The city of Louisville, Kentucky, has undertaken extensive efforts to restore historic two-way traffic flows along major corridors including stretches housing cultural and sports landmarks. A particularly notable project is occurring in Louisville's western neighborhoods, predominantly inhabited by Black residents, where earlier one-way conversions designed to accommodate a new interstate bridge over the Ohio River disrupted local commerce and severed community connectivity. Transportation officials there lament that local businesses faded as these neighborhoods became thoroughfares prioritized for quick vehicle passage rather than community engagement. Chattanooga, Tennessee, presents another illustrative case. After some downtown streets were converted to one-way configurations, vacancy rates among businesses surged and the University of Tennessee at Chattanooga struggled with pedestrian safety concerns that effectively isolated its campus. Subsequent restoration of two-way streets catalyzed renewed development and expansion across previously divided areas within the city. In Lynchburg, Virginia, initial apprehension from business owners about the potential negative impact of restoring two-way traffic proved unwarranted once the transformation was completed. One local restaurateur candidly admitted to misjudging the outcome, highlighting a pattern of initial skepticism followed by acceptance and approval witnessed in multiple municipalities. Similarly, in Austin, Texas, the reconversion of one-way streets in the urban core was met with growing support and calls to eliminate remaining one-way segments entirely, underscoring a trend toward favoring more traditional, pedestrian-friendly street designs. Conversely, Chicago recently implemented changes converting some two-way streets into one-way routes within a busy restaurant district, which sparked complaints from local residents. This highlights that such street design changes can provoke community concern if not adequately consulted. Following the Indianapolis example, the city’s Department of Public Works plans to undertake numerous additional two-way street conversions, financed partly through a substantial federal grant allocation. While conclusive effects are still emerging, early indicators include plans for new business developments along the reconstructed streets, reflecting renewed interest sparked by the altered traffic patterns. James Taylor reflects on the evolving urban landscape in his neighborhood, noting the familiar streets now being experienced from an entirely new perspective after several decades. The changes represent a significant recalibration in urban design philosophy, privileging safety, connectivity, and community vitality over merely vehicular throughput.