PennDOT recommends road diet on Atherton Street between Westerly Parkway and Allen Street; council raises diversion and school‑crossing concerns

PennDOT on Thursday recommended implementing a three‑lane “road diet” on South Atherton Street between Westerly Parkway and Allen Street and transitioning back to the existing two‑lane‑each‑direction configuration east of Allen, following a road‑diet feasibility study.

The study, presented by Jared Lipinski, PennDOT design project manager for District 2, assessed pavement, drainage and safety upgrades along the corridor and evaluated whether lane reductions could be implemented without unacceptable traffic impacts. “I just wanna thank you guys, Borough Council, State College Borough for giving us the opportunity to provide an update on the Atherton Street phase 4 project,” Lipinski said at the start of the presentation.

The consultant presenting the study described the road diet as “the removal of travel lanes from the roadway or the reduction of travel lane, which creates space for other uses,” and said key goals are to reduce vehicle conflicts, improve side‑street access and create space for pedestrians and bicyclists. The project limits under study run from Westerly Parkway to University Drive; PennDOT recommended the diet only for the Westerly→Allen segment and a return to the existing cross‑section east of Allen because of auxiliary lanes, driveway movements and the need to avoid major widening near Pew Street.

What the study examined

The team conducted 2024 counts and projected conditions to 2049 for both a no‑build and a build (road‑diet) scenario. Counts showed average daily traffic (ADT) rising from about 7,700 vehicles near campus to roughly 11,000–15,000 mid‑corridor and approaching 25,000 near the eastern end. The presentation noted that road diets are commonly targeted for corridors with ADTs near or below about 15,000, though other conditions can affect feasibility.

Engineers performed left‑turn‑phasing analyses, turn‑lane warrant checks, level‑of‑service (LOS) and queuing analyses, and a traffic‑signal warrant screening at Pew Street. The Pew Street signal warrant was not met in 2024 or in the 2049 projections, the study reported. For the Westerly→Allen segment, the team found minimal right‑of‑way impacts and no net increase in queuing; east of Allen, queue lengths and turn‑lane needs increase and would require additional widening.

Design features and schedule

PennDOT and the consultant proposed an 11‑foot travel lane, a 14‑foot center turn lane and a shared‑use path on one side for the Westerly→Allen segment; east of Allen the corridor would match the existing two lanes each direction with dedicated left‑turn lanes at major intersections. The presentation also listed curb/gutter replacement, selective full‑depth base repairs, ADA ramp upgrades, pipe/manhole work and traffic signal replacements at Allen Street and University Drive as project elements.

The schedule shown at the meeting placed final design in spring 2026 through September 2027, a tentative bidding date in August 2027 and construction beginning in spring 2028 with an estimated two‑year construction window. PennDOT said utility coordination, MPO funding alignment and public meeting feedback could alter the timeline.

Council questions and remaining issues

During a lengthy council question period, members raised several outstanding concerns that PennDOT said it would consider in final design. Council member Hayes pressed the team on whether the traffic model accounted for behavioral changes—specifically whether drivers might divert to University Drive or neighborhood streets as a result of a road diet. PennDOT responded that manual turning‑movement counts and recorded video counts informed the model and that growth was extrapolated to the design year, but acknowledged uncertainties around rerouting behavior.

Council President Myers asked whether PennDOT would undertake a post‑implementation follow‑up study; PennDOT said follow‑up monitoring is commonly done elsewhere and could be incorporated for this project. Several council members and residents asked about a safe crossing for children near Pew Street; PennDOT confirmed safety improvements at that area will be studied as part of the project.

Funding and multimodal connections

PennDOT said funding for a shared‑use path remains to be coordinated with the borough, the MPO and Centre County planning; the agency indicated it will pursue discussions with those partners and incorporate shared‑use path options into final design. Multiple council members advocated extending a continuous shared‑use path through the corridor rather than isolated segments.

What changed (recommendation vs. action)

The presentation contained a PennDOT recommendation for a road diet between Westerly Parkway and Allen Street and continued study east of Allen; the council did not take a formal vote or adopt a final decision at the meeting. PennDOT said it will present public‑meeting materials and environmental clearances as the design advances.

Speakers

Jared Lipinski, PennDOT design project manager (Engineering District 2); John Tate, PennDOT traffic signals unit supervisor; Lou Spasiano, design consultant (Verdantas); Jim Kearns, Stahl Schafer Engineering; Council President Myers (unnamed first name in transcript), Council member Hayes, Council member Herndon, Council member Balchandran (name spelling in transcript inconsistent).

Clarifying details (from meeting)

- ADT counts (2024): ~7,700 near campus; ~11,000–15,000 mid‑corridor; just under ~25,000 at eastern end (speaker: Lou Spasiano). - Typical section (Westerly→Allen): 11‑ft travel lanes, 14‑ft center turn lane, shared‑use path on one side (speaker: Lou Spasiano). - Target ADT for road diets noted ~15,000 (speaker: Lou Spasiano). - Signal warrants: Pew Street not warranted under MBTCD checks for 2024 and 2049 projections (speaker: Lou Spasiano). - Schedule: final design spring 2026–Sept 2027; bid Aug 2027; construction spring 2028 with ~2 years of construction (speaker: Jared Lipinski).

Authorities referenced

- Center Region Bike Plan (policy) — used to identify planned shared‑use path locations. - MBTCD (warrant guidance referenced in presentation) — term used in transcript for the traffic‑signal warrant checks.

Provenance

Topic introduction: transcript excerpt at 00:00:12: "We have, PennDOT with us this evening, to provide, an update on the South African street, phase 4, road diet study. Jared Lipinski, the project manager with PennDOT, John Tate from the PennDOT traffic unit, and Luis Castiano with, Verdantus is here this evening to present the act 1 excuse me, the South Atherton Street 154 phase 4 road diet study." (transcript block b2).

Topic finish: transcript excerpt at 01:01:18: "Great discussion. Thank you for the presentation again, and we look forward to, you know, seeing you the next time, and possibly, if there's emails or other questions, we'll follow-up with those as well. Thank you." (transcript block b146).

Searchable tags:["Atherton Street","road diet","shared use path","PennDOT","pedestrian safety","Pew Street","Westerly Parkway","Allen Street"]