From Speedways to Safe Streets: Why US Cities Are Ditching One-Way Roads for a Two-Way Revival

Cities across the United States are increasingly converting one-way streets back into two-way roads, signalling a major shift in urban planning priorities. Once designed to move cars quickly through city centres, one-way streets are now being blamed for excessive speeding, safety risks, and the decline of local businesses. Transportation planners say simple, low-cost redesigns can deliver outsized benefits.

Indianapolis offers a striking example of this transformation. Michigan and New York streets, once dubbed a “racetrack” due to rampant speeding, were converted to one-way routes in the 1970s to serve a large RCA electronics plant. After the factory shut down, the roads became underused and dangerous, prompting city officials to restore two-way traffic last year—dramatically changing how residents experience the area.

Urban planning experts argue that one-way streets were a byproduct of post-war suburban expansion, which prioritised faster commutes over walkable downtowns. Dave Amos of California Polytechnic State University notes that two-way streets were the norm historically, while one-way systems inherently marginalise pedestrians and cyclists, making them more vulnerable to accidents.

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Safety concerns extend beyond speed alone. Engineers point out that intersections involving one-way streets are more complex and confusing for pedestrians. The mix of one-way and two-way roads creates multiple traffic movement patterns, increasing the likelihood of mistakes and collisions, especially for people on foot unfamiliar with local traffic flows.

Several cities have reported economic benefits following conversions. Louisville, Chattanooga, and Lynchburg saw improved connectivity, reduced vacancies, and renewed business activity after restoring two-way streets. In many cases, neighbourhoods previously cut off by traffic-heavy corridors began reconnecting with city centres, encouraging local commerce and pedestrian movement.

While initial resistance is common, public opinion often shifts after implementation. Business owners and residents in cities like Austin and Lynchburg later acknowledged their concerns were misplaced. As Indianapolis plans additional conversions backed by federal funding, planners say the broader lesson is clear: streets designed for people—not just cars—can reshape cities faster and more affordably than massive infrastructure projects.

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