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1Repair Windows errors before they cause bigger problems2Fix the driver behind crashes, sound loss and screen glitches3Clear out junk files and repair common Windows errorsResidential streets can be calmed without speed bumps by changing the street’s path, width, intersection design, or access. Chicanes, curb extensions, mini traffic circles, gateways, road diets, and traffic diverters each address different problems; the right choice depends on whether the main concern is speeding, cut-through traffic, or both. Because these are public-road design decisions, ask the responsible transportation agency to evaluate the street, neighboring routes, and the needs of everyone who uses it.
Start by identifying the problem you want to solve
“Traffic calming” can mean reducing vehicle speeds, reducing the number of vehicles using a street, or doing both. Those aims are related, but not interchangeable. A treatment that changes how a driver moves through a block may encourage slower driving without preventing through trips. A closure or diverter can restrict through movement, but it also changes access and may send vehicles onto other streets.
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The Federal Highway Administration (FHWA) describes traffic calming as a way to bring speeds and traffic volumes to levels appropriate for a street and the land uses beside it. Before advocating for a particular design, document what is happening and where: for example, whether the concern is high speeds on one block, vehicles using a residential route to bypass another road, or both. Note the times and locations when the issue occurs. That gives the transportation agency a more useful starting point than a request for a predetermined device.
There is no universally best alternative to a speed bump. FHWA’s treatments have different purposes and potential effects, and its published speed figures come from earlier studies rather than a single head-to-head trial. Local conditions and engineering judgment matter.
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It also helps to be specific about what “calmer” would mean on your street. Is the priority a lower operating speed, fewer through trips, a safer-feeling crossing, or a better allocation of street space? One treatment may address only one of those outcomes. Separating the goals makes it easier for an agency to explain why an option fits—or why it does not.
Compare the main alternatives
| Treatment | How it changes the street | FHWA-reported potential speed effect | Key fit question |
|---|---|---|---|
| Chicane | Creates a lateral bend or alternating shift in the vehicle path. | Potential 85th-percentile speed reductions of 16% in an urban study setting with reported volumes of 1,380–3,200, and 29% in another study context with reported volumes of 1,380–1,965. FHWA’s 2022 Speed Management Toolkit compiles these estimates from prior studies. | Can vehicles move through the altered path safely, including opposing traffic and turning movements, and can the layout work with existing parking? |
| Lateral shift | Moves the vehicle path sideways rather than keeping it straight. | Potential 85th-percentile speed reductions of 8% for an urban local road and 25% at a rural city limit, as compiled in FHWA’s 2022 toolkit. | Does the street have room for a shift, and will the resulting alignment preserve visibility and access? |
| Curb extension or choker | Narrows the roadway at selected points; a curb extension can also shorten a pedestrian crossing. | FHWA’s 2010 simulator study reported that bulb-outs reduced speeds by about 1 mi/h or not at all in tested small-town scenarios. That simulated result is limited evidence, not a forecast for a particular street. | Can the narrowed area accommodate the vehicles and users who need to pass, and how will intersections and crossings work? |
| Mini traffic circle | Changes the geometry at an intersection. | Potential 85th-percentile speed reduction of 11% in an urban setting with reported traffic volumes of 240–10,910, according to FHWA’s 2022 toolkit. | Is an intersection treatment suitable for the site under the agency’s design review? |
| Gateway treatment | Signals entry into a neighborhood; FHWA describes combinations of signs, monuments, landscaping, and potentially other calming measures. | Potential 85th-percentile speed reduction of 7% in an urban setting and 5% in a rural transition-area main-road context, according to FHWA’s 2022 toolkit. | Is the issue partly a transition into a neighborhood, and what combination of measures fits the setting? |
| Road diet or lane narrowing | Reallocates roadway width, potentially to bicycle facilities, parking, medians, buffers, or pedestrian space. | FHWA’s road-diet guidance calls for analysis and monitoring; it does not establish a single speed-reduction figure for this treatment. | Can the street’s traffic operations accommodate a different allocation of space? |
| Partial or full closure, or diverter | Restricts some or all through movement, depending on the design. | Potential 85th-percentile speed reductions of 20% for a half closure and 17% for a full closure in urban settings, typically on local or residential streets, according to FHWA’s 2022 toolkit. | Is through traffic the central problem, and what access or traffic-diversion effects would follow? |
The speed percentages in the table are estimates compiled by FHWA in its 2022 Speed Management Toolkit from earlier studies. The metric is reduction in 85th-percentile speed, not a guaranteed change in average speed. The contexts, traffic volumes, and study settings differ, so the percentages should not be treated as results from one controlled comparison or as predictions for a specific block. FHWA cautions that effects vary with site conditions and prior speeds.
The 85th-percentile speed is a particular way of describing observed speeds, so it should not be casually translated into “every driver will go this much slower.” A percentage from one setting is not a direct forecast for another street. For example, the toolkit reports different potential figures for lateral shifts in an urban local-road context and at a rural city limit. That contrast reinforces the importance of asking what evidence and local conditions an agency is using for its recommendation.
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Chicanes and lateral shifts: interrupt a straight driving path
A chicane creates a series of bends; a lateral shift moves the path sideways. Both use geometry to make a straight, uninterrupted driving line less available. FHWA’s 2006 course chapter, Lesson 20: Traffic Calming, states: “Where full closure or speed humps are not feasible, chicanes may be used to reduce traffic speeds.” That is guidance on a possible treatment, not a promise of a particular result on every street.
Alternating parking is one possible way to arrange a lateral shift. An agency would need to assess visibility, opposing traffic, turning movements, and whether parking must be removed. A change that appears simple on a drawing can affect driveways and how vehicles meet or turn, so residents should ask the agency to explain how those conditions would be handled.
These designs are worth discussing when a street’s long, straight alignment is part of the concern, but the geometry must work for the actual block. Ask whether the shift creates clear sight lines and how drivers traveling in opposite directions will negotiate it. Ask, too, whether the layout relies on parking as part of the design and, if so, what parking changes would be required. Those questions connect the intended speed effect to practical details rather than treating a bend on a plan as a complete solution.
Curb extensions and chokers: narrow selected points
A curb extension projects the curb into the roadway, often at a crossing; a choker narrows the roadway at a selected location. These designs can change the space drivers have and, for a curb extension, may shorten the pedestrian crossing. FHWA’s 2010 executive summary of a simulator study found that bulb-outs reduced speeds by about 1 mi/h or not at all in the tested small-town scenarios. Because the study was simulated and its authors recommended field validation, that finding should not be used as an expected local outcome.
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The question is not only whether a narrower section might influence driving. The agency must consider whether vehicles can negotiate it and how it works with intersections and other road users. Ask how the proposed design addresses pedestrian access and visibility as well as the movement of vehicles.
A curb extension may have a crossing-related purpose even if its speed effect is modest or uncertain in a particular context. That distinction is useful when comparing proposals: ask the agency to state the intended benefit of each element, rather than assuming every physical change is primarily a speed-control device. Also ask how the narrowed roadway would function at the approaches and nearby intersections, where turning movements and visibility may matter.
Mini traffic circles: change intersection geometry
A mini traffic circle changes the layout of an intersection and is included in FHWA’s toolkit as a traffic-calming treatment. The toolkit’s 11% potential reduction is for 85th-percentile speed in an urban setting with reported traffic volumes of 240–10,910; it is not a guaranteed site result. Whether a circle fits a particular intersection depends on the street and the agency’s design review.
Because a circle is an intersection treatment, it is not a direct answer to every speeding complaint along a mid-block stretch. Ask whether the concern is concentrated at the intersection or whether the agency is proposing it as one part of a broader street plan. A treatment’s location should match the location and type of problem being addressed.
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Gateways: make a neighborhood transition legible
A gateway marks the point where a driver enters a neighborhood. FHWA’s toolkit describes possible combinations of signs, monuments, landscaping, and other calming treatments. Its reported potential 85th-percentile reductions—7% in an urban setting and 5% in a rural transition-area main-road context—differ by setting. That difference is a reminder to evaluate the actual location rather than assume that a gateway has a fixed effect everywhere.
Gateways are especially relevant to ask about where a street transitions into a neighborhood, rather than as a one-size-fits-all treatment for every block. Since a gateway can be a combination of elements, have the agency identify what it would include and what outcome each element is intended to support. The toolkit figures describe potential effects in particular contexts, not a guarantee that signs or landscaping alone will produce a specified reduction.
Road diets and lane narrowing: reallocate roadway width
A road diet changes how roadway space is assigned. Depending on the street, space may be reallocated to bicycle facilities, parking, medians, buffers, or pedestrian space. It is not suitable simply because residents want fewer or slower cars: traffic operations must be able to accommodate the change.
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FHWA’s road-diet guidance calls for data analysis and engineering judgment. Its review considerations include traffic volumes, intersections, turn lanes, driveways, transit, signs, markings, and pedestrian and bicycle facilities. It also recommends monitoring after installation. Ask the transportation agency to explain which of these factors apply to the proposed street and what it would monitor.
This makes a road diet a broader allocation decision, not just a narrower-lane proposal. A design might create room for a bicycle facility or pedestrian space, for example, but the agency still needs to assess how traffic operates through intersections and driveways and how transit fits. Ask what the proposed layout changes for each user group and whether signs, markings, or other facilities also need to change. Monitoring matters because an installation is not itself proof that operations or safety have improved.
Closures and diverters: address through traffic
A partial closure or diverter limits some vehicle movements; a full closure blocks through movement at the treated location. FHWA’s toolkit reports potential 85th-percentile reductions of 20% for a half closure and 17% for a full closure in urban settings, typically on local or residential streets. Those are prior-study estimates, not a guarantee that either treatment will produce the same effect locally.
Because closures and diverters change access, the evaluation should include more than the treated street. FHWA cautions that traffic calming can divert vehicles to nearby residential streets. Ask the agency to consider where displaced trips would go and how the change would affect emergency access, transit, school buses, bicycles, and pedestrians. A measure that relieves one block but creates a new problem nearby needs to be assessed as a network change, not just a site improvement.
This option is most directly connected to a cut-through concern because it can restrict through movement, but that does not mean it is automatically the right answer. Ask which movements would remain possible, who would need access, and what alternative routes drivers might take. The important comparison is not only what happens at the point of closure but also how nearby residential streets and services could be affected.
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Stop signs are not a reliable shortcut for calming an entire neighborhood. FHWA’s resident guide warns that excessive stop signs can lead to disrespect for the signs, running stop signs, and higher speeds between stops. Whether a stop sign is appropriate depends on warrants and local conditions; it should not be treated as a substitute for diagnosing the actual traffic problem.
That distinction matters when the complaint is speeding along a block rather than a specific intersection problem. Ask the agency to explain what condition a proposed sign is intended to address and whether another design treatment better matches the concern.
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In other words, asking for a sign at every intersection does not answer whether the problem is a particular intersection, a long straight block, or through traffic across a neighborhood. A stop sign may be considered where it is warranted, but FHWA’s resident guide specifically cautions that excess signs can undermine compliance and contribute to higher speeds between stops. Request an explanation tied to the location and the diagnosed issue.
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- Describe the concern precisely. Separate speeding from cut-through traffic, and identify the block, intersection, or route where the problem occurs. Record when it is most noticeable rather than describing the street only in general terms.
- Ask for an agency assessment. Contact the transportation agency responsible for the public road and request an evaluation. FHWA’s guidance supports data-led analysis and engineering judgment; it does not establish a universal petition process or a single procedure that applies in every locality.
- Ask which treatments match the diagnosis. If speed is the primary issue, ask the agency to consider options that alter the path, selected roadway width, or intersection geometry. If cut-through movement is central, ask whether a diverter or closure is appropriate and where traffic might be redirected. If both are concerns, ask how the proposal addresses each separately.
- Request a review of tradeoffs before a design is chosen. Ask how the proposal affects emergency access, transit, school buses, bicycles, pedestrians, parking, driveways, intersections, and neighboring streets. The relevant set of issues will depend on the site; the point is to make effects on other users and routes part of the assessment.
- Ask how the agency will judge the result. For a road diet, FHWA specifically recommends monitoring after installation. More generally, ask what conditions the agency will evaluate after a treatment is in place and how it will identify unintended effects, including traffic diversion. Do not assume the treatment has succeeded merely because it was installed.
When you contact the agency, it can help to frame the request as an assessment rather than demand a specific device: identify the location and concern, explain whether speeds, through volume, or both are at issue, and ask which options fit the street. FHWA’s resident guide and road-diet guidance support evaluation based on conditions and engineering judgment, not a single application form or resident procedure for every jurisdiction.
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At a public meeting or in written comments, useful follow-up questions include: What measurements or observations informed the diagnosis? Which alternatives were considered, and why were some ruled out? What happens to access and traffic on nearby streets? What will be monitored after installation? These questions do not presume that one treatment is best; they help make the reasoning, tradeoffs, and intended outcomes clear.
There is no single cost estimate or universal installation price in the FHWA material cited here. Costs would need to come from the responsible agency’s assessment of the actual design and street. Ask for the local project estimate and what work it includes rather than comparing options using an assumed price.
What the evidence can—and cannot—tell you
FHWA’s toolkit is useful for comparing the kinds of treatments agencies may consider, but its percentages should not be read as a ranked menu of guaranteed outcomes. The reported 85th-percentile reductions come from different prior-study contexts, and FHWA says actual effects can vary by site, prior speed, and other conditions.
For perspective, the same 2022 toolkit lists speed humps at a 22% potential 85th-percentile reduction in one urban-local-road context and speed tables at 16% in one urban context. Those comparison figures are also context-specific prior-study estimates; they do not show that one treatment will produce the same result on a particular residential street. Comparing them with the figures for chicanes, closures, or other options as if all came from one controlled trial would be misleading.
A separate FHWA 2010 executive summary reports a simulator study of small-town scenarios. In those tested scenarios, chicanes reduced speeds by an average of 4 to 9 mi/h, parked cars on both sides by about 4 mi/h, and bulb-outs by about 1 mi/h or not at all. These are simulated findings, and the report recommends field validation. They are limited evidence, not predictions for a real street or a direct comparison with the toolkit’s percentages.
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The useful comparison is therefore broader than one number. Consider whether the primary goal is lower speed, fewer through trips, or both; how strong and context-appropriate the evidence is; and what happens to emergency, transit, school-bus, bicycle, and pedestrian access. Include parking, driveways, intersections, and traffic diversion to neighboring streets. Finally, ask whether the agency can monitor what happens after installation and identify unintended effects.
For a resident, the useful conclusion is not that one option always wins. It is that the proposed treatment should match the diagnosed problem, be reviewed for effects on all users and nearby streets, and be evaluated after installation. FHWA’s material does not establish one universally best treatment or a universal local application process.
Frequently Asked Questions
Why can’t we just install stop signs at every intersection to slow traffic?
FHWA’s resident guide warns that excessive stop signs can lead to disrespect for the signs, running them, and higher speeds between stops. Stop signs should be considered where warrants and local conditions support them; they are not a substitute for identifying whether the concern is speeding along a block, an intersection issue, or cut-through traffic.
Won’t installing speed humps slow down traffic?
FHWA’s 2022 Speed Management Toolkit lists potential 85th-percentile speed reductions of 22% for speed humps in one urban-local-road context and 16% for speed tables in one urban context. Those are estimates compiled from earlier studies, not guaranteed local outcomes. If humps are not feasible or the agency is considering other approaches, it can evaluate alternatives such as chicanes, shifts, circles, gateways, or access changes against the street’s needs and tradeoffs.
Which traffic-calming option is best for a residential street?
There is no universally best option. A chicane or lateral shift changes the driving path; curb extensions and chokers narrow selected points; circles change intersection geometry; gateways mark a neighborhood transition; road diets reallocate street space; closures and diverters can restrict through movement. The right fit depends on whether the main goal is lowering speed, reducing cut-through traffic, or both, along with the street’s access and operating needs.
Do the FHWA speed-reduction percentages predict what will happen on my street?
No. The toolkit’s figures are potential reductions in 85th-percentile speed compiled from earlier studies in differing contexts. FHWA cautions that effects vary by site, prior speeds, and other conditions. They should not be treated as guaranteed changes in average speed or as results from a single head-to-head trial.
Can a closure or diverter solve cut-through traffic without affecting nearby streets?
A closure or diverter can restrict some or all through movement, but it changes access and may redirect traffic. FHWA warns that traffic calming on one street can divert vehicles to nearby residential streets. Ask the transportation agency to assess neighboring routes as well as emergency, transit, school-bus, bicycle, and pedestrian access.
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The FHWA material cited here does not provide a universal price for these options. The responsible transportation agency would need to estimate the cost for the specific design and street. Ask what the local estimate includes rather than assuming one treatment has a fixed price.
The Bottom Line
Calm traffic by matching the treatment to the problem: path changes and intersection designs may address speed, while closures or diverters can restrict cut-through movement. Ask the responsible transportation agency to compare effects on access, neighboring streets, and all road users—and to monitor what happens after installation. FHWA’s figures are context-specific estimates, not promises for a particular block.
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