The opinions expressed here are those of the m-bike blog, but you already knew that right?
Bikes, walkability and good transit are keys to forming an effective urban transportation system.
The shortcomings of Detroit’s transit — built on the DDOT and SMART buses systems and People Mover — are well documented.
We wish the M1 RAIL would be complement, but from all that we know to date, it won’t be. In many ways, it will diminish the urban transportation system.
First, let’s make one clarifying point. The Detroit Woodward Light Rail project from downtown to Eight Mile was a good one, but it didn’t connect enough Detroiters to jobs nor tap into the more millage-rich surrounding counties. Governor Rick Snyder, Mayor Dave Bing, and U.S. DOT Secretary Ray LaHood changed this project into a Bus Rapid Transit system that would connect Oakland, Macomb, and Wayne Counties with a high-speed regional transit system. It’s a great solution and we support. This is exactly what this region needs for better transit.
But, once this project was no longer running on rails, the M1 RAIL investors restarted their 3-mile streetcar design — something that even they admit is a development project rather than a transit project. Development? Yes. studies show that permanent transit solutions like streetcars spur transit-oriented development along their routes. Guess what? So does Bus Rapid Transit.
There are some key points to keep in mind with the M1 RAIL. It starts at Larned and goes to Grand Boulevard. It runs mostly along the Woodward’s curbs except at the ends. Remember that Lego video that showed how curb running is slow and unsafe? The U.S. DOT’s Woodward Light Rail environmental review concurred as did the majority of the public comments.
Curb-running streets cars will run as slow as the slowest vehicle on the road. Streetcars can’t go around a stopped bus, a slow bicyclist, a parking car, etc. Even without anything in their way, the streetcars are expected to travel at 11 MPH — roughly equivalent to a beginning bicyclist.
This is a linear People Mover, but slower and is projected to carry fewer passengers.
Of course Detroit’s original street car system was center-running.
When asked, a M1 RAIL representative has said the curb versus center running was a “religious argument” among their investors.
If better transit was the goal, the M1 RAIL investors would have put money into level bus boarding stations and pre-sale ticket systems like NYC has. According to NYC’s transportation commissioner this was the best way to improve bus service reliability. It could have been implemented far more inexpensively. This would be a fix-it first strategy that relies on bus rapid transit to deliver transit-oriented development.
One other thought: why do you design a transit system that doesn’t directly connect with the Rosa Parks Transit Center or Cobo Hall or the Ren Cen?
Not Complete Streets
The reason for covering the transit issues first is to make clear that this is not an anti-transit article. We did not want this to read like bicyclists’ sour grapes. It’s not.
However, there’s another reason the Woodward Light Rail concluded that center-running operations was best rather than curb running. Curb running is significantly hazardous for cyclists. Bicycle wheels get caught in streetcar tracks causing serious injuries, and in some cities, lawsuits. This is why most cities don’t build curb running systems, or at least put them one side of one-way streets.
A very recent study found bicycling on streets with curb-running streetcar tracks is 300% more likely to cause a crash over a regular street like Woodward.
A center-running design would be a Complete Street. Putting the M1 RAIL at the curbs makes Woodward Avenue less Complete.
Now if you’ve following the recent Detroit Works Project unveiling, you’d have seen Complete Streets touted as a priority in Detroit.
According to the national experts, streetcar systems should design for safe bicycling from the start. MDOT and M1 RAIL did not. In fact, years ago MDOT’s Tim Hoefner said solving the bicycle safety issue was at the top of their to do list. Apparently they never got to it.
But its a public road
To date, MDOT has shown mostly indifference to this project’s negative impacts on bicycling. In exchange for a significantly less safe state-owned road they offered to put up some directional signs along a couple miles of Cass Avenue. Seriously.
MDOT has also said cyclists can use the sometimes parallel street, John R. Of course MDOT is removing the John R bridge over I-94 and in that project’s environmental review they said cyclists can use Woodward.
MDOT has been quick to deflect blame to others such as the Federal Highway Administration, but it’s a public road, they own most of it, and they have a Complete Streets policy. Why are they allowing a less-safe design based on some investors’ “religious argument?”
U.S. DOT’s role
From what we can gather in speaking with other sources is that the regular process rules are off the table. Secretary LaHood is so enamored with the investors’ commitment that he’s directed his staff to make it happen. And it’s Detroit — a laggard in the public transportation world.
That might explain why he’s giving the M1 RAIL group $25 million before the supplemental review process (which determines if it should be built) is even completed.
And this discussion hasn’t gotten into other more significant issues like social equity. How do the investors justify building a redundant transit system when Detroiters and Detroit school children struggle to find mobility options with the current bus system? That is a far greater travety than any bicycling safety issue.
And where has the media been on this reporting? They’ve certainly covered the happy talk but so far have shown an unwillingness to look any deeper.
Now, what happens when Bus Rapid Transit comes to Woodward? At its ends, the M1 RAIL runs in the center where the Bus Rapid Transit will go. According to one transportation expert, M1 RAIL may have to get torn out.
There are many, many good people involved in the M1 RAIL and we all feel very passionate about doing the right thing for Detroit, but this project as currently designed doesn’t work. It’s a project heavy with investors and light on collaboration.
We need to do better.