Why the Cass Avenue bike lanes?

Mini-Festivus poles separate the bike lane

WDET held its annual Festivus Airing of Grievances show and perhaps surprisingly the Cass Avenue bike lanes rose to the top.

Show panelist Candice Fortman said, “The problem is that they put these bike lanes in, so now you’ve got the bike lanes and you’ve got the parking in the middle of the street, and then you’ve got one lane of traffic, and buses and cars and snow, and it’s too much.” Panelist Matt Marsden said he doesn’t see people on it but flashed his behind-the-windshield bias by saying he wasn’t a biker, “I’m a commuter” apparently unaware that bicyclists commute, too.

These grievances are not news to us, but think many are missing the larger picture.

We did appreciate the WDET commenter “Jennifer” who correctly noted that Cass Avenue got bike lanes in exchange for MDOT making Woodward much less safe for biking.

MDOT knowingly made Woodward significantly less safe for bicyclists by allowing the streetcar to operate at the curbs. Since the rails have been installed, we know of bicyclists breaking collar bones, hips, and loosing front teeth due to crashes. Though not a bicyclist, in August 2016 a Detroit senior crashed his moped and later died due to the rails according to the Detroit Police Department report. And because everyone knew these types of events would occur ahead of time, the Federal Transit Authority required an improved parallel route for bicyclists. That’s Cass Avenue.

Any discussion about the discomfort motorists have with the new Cass should be weighed against the sacrifices bicyclists made (and continue to make) on Woodward. While every road user group has made compromises with the redesign of Cass and Woodward, bicyclists crashes and injuries from the streetcar rails are atop the list.

But let’s also address the other Cass bike lane grievances.

There’s no one using them

Clearly that’s untrue. Back in September 2015 we took bicycle counts on Cass and recorded 300 in 24 hours on a Wednesday. There were probably another 100 we missed that rode on the sidewalk. That’s comparable to the bike counts we see on the Dequindre Cut at Gratiot.

With the new Cass Avenue bike lanes, we expect this counts to be much higher. Automated bike counters are being installed along Cass and we should have real data this summer.

A lane was taken away for motorists

Some segments of Cass south of I-75 did lose a lane but traffic counts showed they were not necessary to handle the traffic volumes. Most of Cass was and still is a two-lane road. The lanes used to be wider and people would drive in the parking lanes. That option has been removed. The expected result is more motorists will drive the speed limit and there will be fewer sideswipes from cars passing other cars on the right. Lower speeds bring a significantly safer environment for all modes, but especially pedestrians and bicyclists. Lower travel speeds have also been shown to improve sales for local businesses along the streets, too.

Pedestrians also benefit from these narrower lanes as there is now a much shorter crossing distance.

Motorists now open their doors into traffic

This is not new. However, before motorists could swing open their doors without looking and not get hit by another car due to the over-sized vehicle lanes. The newer narrower lanes make it more important to look before opening ones door into traffic. Opening a door into oncoming cars and bicyclists is illegal. We recommend learning the Dutch Reach.

Ideally there would have been more room for parking so people would be more comfortable exiting their cars, but there wasn’t enough room. This was one compromise among many.

There’s no education on bike lanes

This is an underlying problem in Michigan. There isn’t a mechanism for informing drivers about new road designs. There’s no longer testing for driver’s license renewals. MDOT has bike lane brochure for motorists, but it’s not been widely printed or distributed. The Detroit Greenways Coalition, City of Detroit, Jefferson East Inc., MoGo Bike Share, SEMCOG and others are working to develop and share information. While there is funding at the state level for education on these laws, we’re finding it very difficult to use effectively.

Change is hard but especially when there is not a good existing process for education. As we often tell people, bike lanes are the new roundabouts. Everyone will eventually figure this out. We’ll all work together to try make that happen sooner than later.

Photo by L. Demchak

Grievances from Bicyclists

We’ve also heard complaints from bicyclists, mostly about the maintenance of the new lanes with respect to debris and snow. The Detroit Department of Public Works is responsible for their maintenance and have told us the recent snow storm has been a major learning lesson for their staff. Certainly there is a learning curve to maintaining this new style of bike lane and Detroit will eventually get past this as other cities have.

Motorists are parking and sometimes driving in bike lanes. From what we’ve seen, there’s not been much enforcement. There has been a grace period to allow time for motorists to learn how to drive and park legally, but that won’t last forever.

Lastly, we’ve heard from fast cyclists saying they don’t feel safe in the protected bike lanes — and that’s totally understandable. The new lanes are designed for slower, less confident bicyclists. MoGo riders, too. Under Michigan law, bicyclists can ride in the vehicle travel lanes and are not required to use the bike lanes. As far as we know there are no plans to change the traditional bike lanes on parallel routes along Second and Third Avenue.

If there are design deficiencies at specific locations along the route (e.g. bad sight lines), the city has shown interest in tweaking the design to make it better.

And it will get better. It’s part of our mission to make certain.

UPDATE: We were reminded by Alice on Twitter that left turns at many intersections are now more challenging for bicyclists using the bike lanes. It’s more difficult to get to the vehicle lane and make the left. This is certainly a trade off of having protected bike lanes. At some intersections, a two-stage turn can help especially those with green bike boxes. 

MDOT to add protected bike lanes to Grand River Project

MDOT recently held an open house on August 10th, 2017 open house to discuss their Grand River Avenue reconstruction project.

Although this project is already under construction, the re-striping will be changed before it is completed in September. The seven-lane road between Cass Avenue and I-94 will be road-dieted to five lanes and (mostly) protected bike lanes. On-street parking will be removed except in locations where it is needed by small businesses. In those limited locations, bicyclists will loss the protected bike lane and have to share a 14-foot vehicle travel lane.

That is not certainly not ideal. However, the MDOT project team was unwilling to remove another lane of travel at this time, especially given the uncertainty of the new arena and its new traffic patterns. City planning did propose an alternative pavement marking where the protection drops that would alert motorists and encourage them to stay left.

Some small businesses did attend and affirm their need for on-street parking since they did not have off-street options. There seemed to be a respectful acknowledgement from both bicyclists and these owners that the road design wasn’t ideal but a fair compromise to benefit both parties.

Bicyclists also raised concerns about the maintenance of existing protected bike lanes. The city confirmed that they now have specialized equipment to sweep these lanes that are too narrow for standard width sweepers.

These Grand River bike lanes provide a key connection between many destinations, including Downtown, Woodbridge, Beacon Park, RiverWalk and more. East of Cass Avenue, a two-way cycletrack is planned to connect through downtown. It is anticipated that they will eventually get extended for the entirety of the Grand River.

With the completion of this year’s E. Jefferson, Cass, Warren, and Grand River Avenue projects, Detroit appears to be one of the top five U.S. cities for miles of protected bike lanes, up from 76th in 2015.

 

Proposed Detroit streetcar ordinances affects biking

There is a public hearing on Monday, May 8th at 10:06AM for new Detroit ordinances relating to the QLine. They mostly relate to streetcar operations but some affect bicycling on Woodward Avenue.

The initial ordinance language raised a couple primary concerns for Woodward bicyclists.

  • Though not intended as such, 58-10-18 appeared to prohibit bicyclists from riding near or across streetcar tracks.
  • Both 58-10-11 and 58-10-51 prohibit bicyclists riding “in a manner calculated” to delay the streetcar.

The ordinance specified these as misdemeanors with up to a $500 fine and/or 90 days in jail.

We met with MDOT, M1 Rail, and Council member Scott Benson’s office to review the language and address these concerns. Council member Benson was able to get positive changes made to the ordinance language before Monday’s hearing.

For the first concern, the intention was to prohibit people from making devices that could ride specifically on the rail. The language has been clarified to better match this intent.

As for the second concern, the wording was changed from the “calculating” to the more common legal term “intentionally”. While still open to interpretation from enforcement, it’s an improvement. Besides this may not end up being too much of a concern as the QLine is rather slow and makes numerous stops. It’s more likely to impede bicyclists than vise versa.

Enforceable?

Although the ordinance is expected to pass City Council on the 9th, we still have questions of how enforceable these bicycle ordinances will be given the State’s Motor Vehicle Code (MVC). The MVC smartly tries to keep road regulations uniform across the state while requiring notice to users when they are different at the local level.

The MVC does allow local governments to regulate the operation of bicycles, but those regulations must be posted.

An ordinance or regulation … shall not be enforceable until signs giving notice of the local traffic regulations are posted upon or at the entrance to the highway or street or part of the highway or street affected, as may be most appropriate, and are sufficiently legible as to be seen by an ordinarily observant person.

There had not been any prior plans to post such signs.

Another question involves conflicts between this ordinance and the MVC. The latter gives bicyclists the right to ride on the right side of Woodward. The local ordinance (58-10-52) says bicyclists lose that right when the streetcar gives a signal. That seems to conflict with the MVC language on local regulations, but that’s unclear.

Be Safe!

None of this is to say you shouldn’t get out of the way of a heavy streetcar for your own safety. However, given the meandering rail alignment, safely getting of the way of anything is a challenge enough without adding the fear of a misdemeanor.

Other tips: Always try to cross the rails at a 90-degree angle and remember that wet rails are extra slippery.

Under many circumstances, Cass Avenue and John R will be the safer bike routes. As a result of these Woodward bicycle safety issues, MDOT is funding improvements on Cass Avenue. Protected bike lanes from Lafayette to W. Grand Boulevard will be built this summer after the road is repaved.

Above all, if you ride Woodward, be careful! We’ve already heard of far too many bicycle crashes due to the rails and that was before streetcars were added to the mix.

We don’t want to add your name to the list.

Detroit going “Zero-to-sixty” on protected bike lanes

Livernois protected bike lane under construction near Michigan Avenue

Livernois protected bike lane under construction near Michigan Avenue

Yes, “Zero-to-sixty” is a car term unless you’re a really fast cyclist and thinking in metric. However, it was used by city staff and it’s certainly accurate.

Detroit has three of the nation’s longest protected bike lane (PBL) projects under construction now. Four more significant projects are planned for construction in 2017. With only 0.3 miles of PBL completed today, Detroit is ranked #78 among US cities. We expect it to be in the top ten by the end of the year and in the top five next year.

We’re jumping from one end of the bell curve to the other.

While this is really exciting it also brings concerns about how this rapid change affects the users.  Whenever you add new designs to the roads (e.g. roundabouts), it takes education and time for people to adjust. It’s not just motorists. It’s bicyclists, pedestrians, public transit users, DDOT drivers, law enforcement, delivery vehicles, street sweepers, snow plow operators, local businesses and more.

The good news is there’s a group meeting to discuss safety and education programming with some likely funding behind it. We’re working with MDOT on updates to their “What every motorist must know about bike lanes” brochure since it doesn’t include PBLs. It’s going to take time.

In the meantime, here are four suggestions for all of us:

  1. Be Careful & Considerate — Don’t expect everyone to instantly know how to operate around the new lanes, but especially if the planned two-way PBLs for Downtown get installed as expected. This is a major change for everyone. (Imagine the Dequindre Cut being routed on Downtown streets!) If you’re ever unsure, just be especially careful, go slow, and watch out for others. Remember that next year, Detroit Bike Share should get more people on bikes that may not be as experienced.
  2. Be Patient — As much as the city is trying to get PBLs designed perfectly from the start, they may need to be tweaked over time (see the next suggestion.) In some cases what’s wanted in the design is not yet approved by MDOT and the Federal Highway Administration. That could take additional time.We also need to step up education on motorists and where they should be parking. Motorists have been parking against the curb for the past century. Until we get to the next phase and start replacing the PBL separating posts with raised curbs, it’s going to look odd parking in the street. It’ll take time getting this message out to everyone.Lastly, sweeping and snow removal maintenance is a work in progress. The city is investing in special equipment that fits in the narrow PBLs. In some case they’ll be maintaining the PBLs on MDOT roads. They need to coordinate snow removal so that they’re not pushing the white stuff back and forth between the vehicle travel lanes and PBLs — or blocking the sidewalk. It’s going to take some time to get this working well.
  3. Provide Feedback — Please document your concerns and send them to us, info@detroitgreenways.org. We’ll share them with the city. We’ve already heard about drivers opening passenger car doors in the E. Jefferson lanes. Those buffer areas are much narrower than what’s typical due to the lack of space between the curbs. On the new projects, most of the buffer areas between the PBLs and parked cars will be twice as wide.
  4. Be aware of your options — PBLs are intended to create a safe riding area for less experienced and less confident bicyclists. That may not be you. State law doesn’t require that you ride in PBLs (or any bike lane for that matter.) If you’re going fast or riding in a large group, it may make more sense that you stay in the other travel lanes. We’ll educate local law enforcement on this legal option.

We will vouch that the city and all the stakeholders are putting a great deal of effort into this. There’s a huge learning curve for everyone. We’ve seen nothing but the best intentions from all involved to get over that curve.

As more Detroiters feel comfortable biking in PBLs (and we have the data to prove it), we can expect more investment in them. Over time, those white plastic posts can be enhanced with planters or replaced raised curbs. It’s going to take time, effort, education and bit of discomfort, but working together, we can adjust and improve — and get a whole lot more people feeling comfortable riding bicycles in Detroit.

Lastly, with this rapid change, we expect the national bicycle organizations won’t have a choice but to start acknowledging Detroit’s bicycle friendliness. Add in the nation’s most diverse bicycle culture and they’ll realize we’re the role model they’ve been looking for. The spotlight is coming. Let’s make sure we’re ready for our closeup.

Open host to discuss proposed Michigan Ave protected bike lanes

Press Release from the City of Detroit (includes corrections to earlier copy):

FOR IMMEDIATE RELEASE FRIDAY, SEPTEMBER 16, 2016

CONTACT: Vince Keenan, City of Detroit Department of Neighborhoods, 313-236-3523, keenanv@michigan.gov

City of Detroit to host Open House with MDOT to discuss proposal to add protected bike lanes on US-12 Michigan Avenue from Cass Avenue to Livernois

WHAT:
An open house-style meeting to gather public input from interested parties about the proposed changes to US-12 (Michigan Avenue) to add protected bike lanes to Michigan Avenue between Livernois and Cass Avenue. Michigan Avenue is a State highway and the City of Detroit is working with MDOT and community groups throughout this process.

WHEN/WHERE:
Thursday, Sept. 22, 2016
4 – 7 p.m.

UAW Local 22
4300 Michigan Ave, Detroit, MI 48210

WHO:
City of Detroit Department of Public Works & Traffic Engineering
City of Detroit Planning and Design Department
City of Detroit Department of Neighborhoods
Michigan Department of Transportation (MDOT)
Residents and interested stakeholders

Accommodations can be made for persons with disabilities and limited English speaking ability. Large print materials, auxiliary aids or the services of interpreters, signers, or readers available upon request. Please call 313-236-3523 to before meeting date.

BACKGROUND:
As part of ongoing predestination efforts, The City of Detroit and MDOT are proposing a pilot project to add protected bike lanes on US-12 (Michigan Avenue) from Cass Avenue to Livernois. The change would connect the Livernois bike pathway and the planned Cass Avenue bike path. Existing bike lanes adjacent to motor vehicle travel lanes would be moved inside the parking lane to allow bike riders to travel next to the curb. Areas without bike lanes would be added.

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Updates on Belle Isle’s streets and sidewalks

20150416_113940Last Friday the DNR called a meeting to address the concerns we’d outlined in a previous post about the construction and conditions on Belle Isle related to the Grand Prix. The meeting also included MDOT representatives, State Representative Stephanie Chang, and Michele Hodges from both the Belle Isle Conservancy and Belle Isle Advisory Committee.

This meeting was mostly about information gathering. The DNR is hiring a planner soon and will host public listening sessions this summer to discuss these issues further with a much wider audience. We’ll let everyone know when those listening sessions are scheduled.

Three MDOT issues seemed to rise to the top.

  • MDOT took a small portion of the $4 million road funding for project management. The remainder went to the Grand Prix, who designed and built the Belle Isle roads. There were no public meetings and MDOT thought that listening to the DNR was sufficient stakeholder input. We don’t believe this follows their Context Sensitive Solutions or Complete Streets policies.
  • On portions of the new road, they will paint a pedestrian lane. This is not a sidewalk, but a pedestrian lane next to the curb and in the street. A bike lane will be next to this walking lane. An on-street walking lane does not follow AASHTO guidelines even though that was a design requirement. Also per AASHTO, “sidewalks, provided on both sides of a street, are the preferred pedestrian facility.” We learned that the initial Grand Prix design removed more sidewalks, so perhaps this was a compromise. We are waiting to see the road design cross sections from MDOT. However we do know these designs were not reviewed by MDOT’s bike and pedestrian coordinator.
  • On some new sections of road, no sidewalks were installed despite the MDOT Complete Streets policy. MDOT ‘s explanation was that they typically assume local governments will add them,  or in this case, the DNR. While local governments can be asked to contribute to adding sidewalks, MDOT cannot assume others will keep them compliant with their own Complete Streets policy.

One frustrating point that others made was that the sidewalk was in poor condition and that this somehow justified it being removed. However there was no evidence of its poor condition in Google Streetview. We passed around photos showing that. Besides, under this logic, the road was in poor condition. Why wasn’t it removed? That logic has no place under a Complete Streets policy.

Grand Prix impact on other park users

The other major concern discussed was the impact of this year’s Grand Prix event set up on other park users. The DNR inherited this event permit from the city of Detroit and we were told there are some gray areas within in. Seemingly unbeknownst to those at the meeting, the Grand Prix had a different interpretation of the permit requirements and set up earlier than expected.

The DNR will discuss this with the Grand Prix to make improvements for 2016. They plan to update the permit when it expires after next year’s event.

As a means for overseeing all this activity, Michele Hodges will add this entire topic as a standing agenda item to the Belle Isle Advisory Committee meetings.

We look forward to addressing all these issues and keeping Belle Isle as a great place to bike and walk.

Complete Streets? MDOT removes sidewalks at Belle Isle

MDOT has undertaken $4 million in road “improvements” at Belle Isle State Park where they not only failed to build sidewalks that were missing — they removed existing sidewalks.

When we first learned that substantial taxpayer dollars were allocated to Belle Isle roads, we wrote MDOT and the DNR asking that “All of the park roads, including the MacArthur Bridge, should be designed using Complete Streets principles. The major park roads should have wide sidewalks.” We also asked for other non-motorized improvements.

We were clearly ignored.

Now we can expect to see more pedestrians having to walk in the roadway, and more specifically in the bike lane, forcing cyclists to swerve into the vehicle lanes.

Not smart. This certainly does not follow MDOT’s Complete Street Policy.

The political reality is the Detroit Grand Prix got the $4 million from the state legislature with the intention of improving Belle Isle roads for racing. But these are state trunklines — and in a state park no less — and that same legislative body also passed the Complete Streets laws.

Making matter worse, for at least a month now MDOT has allowed the Belle Isle bike lanes and sidewalks to be blocked and inaccessible. We expect this to last at least two more months until after the Grand Prix finishes.

Neither MDOT nor the DNR are being proper stewards of a state park when public access is compromised for a quarter of the year.

While some may point to the benefits the Grand Prix brings to the island, they must be weighed against the $4 million benefit it got from the Michigan taxpayers.

In the end there must be a balance. This is a state park first and foremost for the people.

UPDATE, April 19, 2015: Through Michele Hodges of the Belle Isle Conservancy, the DNR has stated that the removed sidewalks were in poor condition. That is not true, so we’ve added three more photos showing the very good sidewalk condition prior to their removal. (The replaced road surface looks very good as well.)

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How MDOT’s I-94 project affects biking and walking

MDOT has plans to modernize I-94 between Trumbull and Conner, including portions of M-10 and I-75. That modernization includes:

  • Widening, primarily by adding six lanes of service drives in some places
  • Removing 14 bridges, including a few pedestrian bridges
  • Removing some roads
  • Elevating some pedestrian bridges that are currently at grade

Many of these design decisions can have a negative impact on biking and walking within this corridor. We’ve documented the proposed changes on this map.

The Detroit Greenways Coalition has been working others, including Wayne State University, Midtown Detroit Inc., the Detroit Eastside Community Collaborative, SEMCOG, the Henry Ford Health System, the city of Detroit and others to better understand and propose alternative designs that can lessen the impacts.

The good news is MDOT is listening.

It’s too early to say what changes might be possible. Analysis is underway on how the John R bridge could remain. We’ve also highlighted the need for the Ferry Street bridge since the alternative at Warren is a congested and unsafe crossing for bikes and pedestrians.

No one seems to know why the Canfield pedestrian bridge is being removed.

We’ve also aren’t fond of the odd 8-foot bike/bus lanes proposed for the service drive. Does anyone really want to ride on service drives? They’re typically filled with speeding motorists and little else. Their one-way designs also limit their usefulness.

The elevated bridges are not preferred. Having them at-grade makes them more convenient, even if that meanshaving to cross the service drive. We heard from the disabled community that this was important to them , too.

We’ll continue to work with MDOT on this and tweak their design.

Belle Isle bike lane maintenance & snow removal

They’re the oldest bike lanes in Detroit — almost 10 year old.

They were implemented under the guidance of Al Fields in the Mayor’s office. Al now serves as President of the Detroit Greenways Coalition.

But the Belle Isle bike lanes are no longer under city control. They’re not controlled by the DNR either. As part of the Belle Isle lease, all of the roads on Belle Isle, including the MacArthur Bridge are now state trunklines controlled by MDOT. Also as part of the lease, MDOT receives the state fuel tax money for these roads that used to go to Detroit.

Last summer the bike lane sweeping wasn’t the best, but it did seem to improve.

While at a Metro 313 Cyclones meeting last week we heard the snow was being consistently plowed from the bike lanes, so we contacted MDOT.  They said they’ve had some problems getting all the snow removed on the same day.

How well the bike lanes are cleared initially depends on the characteristics of the snow event. The crews may not always be able to clear the bike lanes immediately; they may have to get to them after the main roadways have been made passable.

MDOT had planned to contract the snow plowing but the bids came in too high, so their own maintenance garage is handling it.

What do you think about the maintenance of the Belle Isle bike lanes?

Top 5 Detroit bike and trail projects for 2015

Let’s start by saying it’s not easy picking only five — and that speaks well about all that is happening to make the city of Detroit a better place for biking and trails. But here we go in no specific order…

Link Detroit

Link Detroit project for Tiger-IIIThis multi-faceted $20 million non-motorized project will be completed by the summer. Yes, it was supposed to be completed by last November but construction was delayed with unexpected utility issues and a polar vortex.

What does this project involve?

  • Extending the Dequindre Cut from Gratiot to Mack Avenue with a additional connecting trail into Eastern Market along the north side of Wilkins.
  • Adding bike lanes from the end of the Cut to Hamtramck, mostly along St. Aubin. These are done.
  • Replacing three bridges over the Dequindre Cut. If you’ve ridden the pothole-ridden Wilkins bridge before then you know this is good news for bicyclists.
  • Improving Russell Street. This mostly focuses on pedestrian improvements, but it also include some very nice bike parking stations.
  • Adding bike lanes and a Midtown Loop path connection from Eastern Market to Midtown.

We thought it would be invaluable to count how many people are using this new section of the Dequindre Cut, so we got the DEGC (who’s managing the project) to add 3 automated bike and pedestrian counters.  These will count 24/7 and the data will be part of the Coalition’s much larger city wide effort to count usage and document trends.

Inner Circle Greenway

Inner Circle GreenwayDetroit city staff refer to this as the “mother of all non-motorized projects.” If you’ve not heard about it before, the Inner Circle Greenway is a 26-mile pathway that encircles the city of Detroit while passing through Hamtramck, Highland Park, and a little bit of Dearborn. It makes use of existing trails such as the Southwest Detroit Greenlink, RiverWalk, and Dequindre Cut, so roughly half of the pathway is complete. For all these reasons and more, it is a very high-priority project for our Coalition.

The largest gap is an 8.3 mile segment of abandoned railroad property. If all goes as planned, we expect Detroit will purchase the property this year using $4.5 million in grant funding the Coalition helped secure. We will be making another announcement soon about additional grant funding for planning. We will also work with the city on a substantial federal grant to build out the Greenway while also trying to get funding for more community engagement.

Lastly, we are finalizing some nice new maps of the trail. We’ll have those by the bike show in March.

Conner Creek Greenway

This Greenway begins at Maheras Gentry Park on the Detroit River and heads north roughly following Conner Avenue. It’s a mix of bike lanes, shared roadway, and off-road paths — and it’s nearly complete. This year it will get extended from Conner along E. Outer Drive to Van Dyke, crossing Eight Mile, and ending at Stephens Road (9.5 mile.) While this seems like a modest project for the top five, one should consider how many organizations were involved in making this happen: Community Foundation for Southeast Michigan, Detroit Eastside Community Collaborative, Nortown CDC, Eight Mile Boulevard Association, the Detroit Greenways Coalition, City of Warren, City of Detroit, SEMCOG, Wayne County and two MDOT TSCs.

It also is significant since it crosses Eight Mile and is part of the Showcase Trail between Belle Isle and Wisconsin. Look for plenty of green bike lanes in Warren’s section.

Separated bike lanes in Chicago via NACTO

Separated bike lanes in Chicago via NACTO

E. Jefferson Bike Lanes

A very short segment of E. Jefferson will get bike lanes this year from Alter Road to Lakewood. Why is this a big deal? They’ll be the first separated (aka protected) bike lanes in Southeast Michigan. This is precedent setting and could serve as a model for all of Detroit’s major spoke roads.

East Jefferson Inc. is also working with other members of the GREEN Task Force and the city of Detroit to extend those bike lanes to the Belle Isle entrance at E. Grand Boulevard.

Cass Avenue Bike Lanes and Midtown Loop

Bike counting kiosk example from Montreal

Bike counting kiosk example from Montreal

M1-Rail is creating a major cycling safety hazard on Woodward by locating streetcar rails near the curbs where bicyclists ride. As a result, the FTA and MDOT agreed to make Cass Avenue a more attractive cycling option. This summer Cass will be getting bike lanes (some buffered) from W. Grand Boulevard to Lafayette. A mixture of bike lanes, sharrows, and off-road paths will connect Cass to the RiverWalk via Lafayette, Washington Boulevard, E. Jefferson, and Bates.

But that’s not all. Public bike repair stations and air pumps will be installed along with automated counters including two kiosks that display bike counts in real-time. Those counts will also be automatically uploaded and available on the web as well.

This project also completes the final leg of the Midtown Loop along Cass Avenue between Canfield and Kirby.

Honorable Project Mentions

  • The Detroit Riverfront Conservancy should complete two new sections of the RiverWalk in 2015: Chene Park East and Chene Park West. A third project will begin later this year that connects the current dead end near Riverplace to Chene Park East.
  • The Downtown Detroit Partnership is becoming our non-motorized champion in the downtown area. They are currently developing a plan for sorely needed biking connections. They’re looking to take the best of what New York City, Chicago, Portland have done and bring it here, which couldn’t happen soon enough.
  • We really need to mention the amazing work of the Detroit Public Lighting Authority. Their ongoing installation of new LED street lights is making biking and walking much safer. Pardon the bad joke, but it’s like night and day.

Complete Streets ordinance

This is not really a project but a policy change that the Coalition, Detroit Food and Fitness Collaborative and others have been working on for years. We expect it to go before a City Council vote this year and we’d be surprised if it didn’t pass. For more information, check out Detroit Complete Streets page.

No, we didn’t mention the public bike sharing or the Uniroyal Site. We need to save some projects for future years!