Williamson St Lane Closure

We expect minimal changes, and potentially improvements, on nearby residential streets. Prior to the trial, many drivers already diverted to Jenifer, Spaight, or E. Main to avoid congestion or make faster turns. Slowing speeds and creating a calmer, more predictable flow on Williamson Street can actually reduce the incentive to “cut through” quieter streets.

Additionally, by designing Williamson to feel like a shared, people-centered corridor rather than a mini-highway, we set clear expectations for drivers: this is a place to move steadily and safely, not speed through. Over time, that tends to reduce spillover traffic, not increase it. The city is closely monitoring traffic volumes and speeds on Williamson, Jenifer, and a number of other nearby streets during the pilot to track changes.

Anticipating that some drivers may try to cut along Jenifer, the neighborhood association requested additional traffic enforcement from MPD throughout the duration of the trial. 

It’s true: many of the most dangerous crashes on Williamson happen outside the designated rush-hour windows. That’s part of the reason this project matters.

The extra travel lanes- even if only open for a few hours a day- influence how the street feels and functions 24/7. Their presence encourages higher average speeds, wider turning angles, and driver behavior more typical of a highway than a neighborhood main street. By reclaiming that space full-time and designing it for people, we make slower, safer driving the default condition at all hours, not just during the commute.

This isn’t a silver bullet, but it’s a foundational step toward preventing future crashes and creating a safer corridor for everyone. We shouldn't limit the scope of possible improvements to be solely focused on reducing vehicle-on-building collisions; the Mother Fool's crash was merely the impetus that restarted the conversation.

Counterintuitively, calmer, safer streets tend to benefit our most vulnerable neighbors the most. People who walk, bike, use mobility devices, rely on transit, or don’t own a car are disproportionately represented among traffic crash victims. They’re also more likely to be priced out of neighborhoods where unsafe streets limit their mobility.

A street that prioritizes safe speeds, predictable crossings, and welcoming public space improves access for everyone- especially children, older adults, and people with disabilities.

It’s also important to remember that car travel isn’t going away. The goal isn’t to exclude drivers, but to balance the street so that it serves the entire community, not just those behind the wheel.

Most drivers will see little to no change in overall travel time. Research and real-world examples consistently show that reducing lane width or the number of travel lanes doesn’t necessarily lead to significant congestion; traffic tends to “calm” and flow more smoothly when lanes are simplified and turning movements become more predictable.

You may notice slightly lower top speeds during certain times of day. However, because stop-and-go conditions and abrupt merges are less common on a calmer street, many drivers report that their total trip time stays about the same, and often feels less stressful.

If the pilot is successful, it could mean a future where driving through the isthmus is steadier, safer, and more predictable, even as we make room for people walking, biking, and riding transit.

The short answer is that closing the rush-hour lanes is by far the fastest, most cost-effective way to meaningfully improve safety and comfort on Williamson Street in the near term. Other interventions, while valuable, come with significant barriers:

• Bollards: Bollards are metal or concrete posts installed in the ground, required by state law to stop vehicles traveling up to 30 mph. Even a “simple” curb-extension-style bollard installation would cost roughly $600,000. That’s because each bollard costs around $5,000, and with 3 bollards per corner × 4 corners per intersection × 10 intersections, the total adds up quickly. That scale of investment isn’t currently budgeted, and would require a formal capital project, engineering review, and lengthy procurement process before anything could happen.

• Left-turn lanes: Similarly, adding dedicated left-turn lanes sounds straightforward but would require redesigning traffic signal timing, restriping pavement, and potentially acquiring right-of-way- steps that would take several years just to pilot, and far longer to permanently implement.

By contrast, repurposing the existing rush-hour lanes requires no construction, minimal physical supplies/materials, and can be deployed quickly and at low cost. It’s the only approach that allows us to test a safer, more people-focused version of Williamson Street within a single season rather than waiting years and spending hundreds of thousands of dollars to learn the same lessons.

If the pilot proves successful, it will also provide crucial real-world data to guide more permanent investments like bollards or intersection redesigns in the future. First, we need to understand how the street performs with a simpler, low-cost intervention, and lane closures are the fastest way to get there.

This pilot is just the beginning, and community feedback is essential. Here’s how you can get involved:

• Try the street in different ways. Walk it, bike it, drive it, sit & enjoy it- notice how it feels.

• Share your experiences. The city is gathering feedback throughout the trial via this survey, and will likely hold a follow-up meeing with the neighborhood after it concludes. Attend that meeting, fill out the survey, and talk to Alder Mayer.

• Support local businesses. One of the goals is to make Willy a more vibrant commercial corridor- your visits and purchases help show the value of a people-first street.

• Think long-term. This pilot is about more than lane closures; it’s about shaping a vision of Williamson Street as a place that is safe, welcoming, and economically strong for decades to come.