Protected Bike Lanes Coming to Lake Drive in Milwaukee

We have some good news for those who would like to see Lake Drive in Milwaukee and Shorewood be better for all users. As indicated in prior blog posts, Lake Drive in Milwaukee will be reconstructed in 2024, and as part of the redesign process, the City of Milwaukee proposed adding protected bike lanes ("PBLs") on both sides of the street. 

As Lake Drive is a state highway connector, the final say on the design is in the hands of Wisconsin Department of Transportation.  As indicated in the below letter, the City and the DOT have announced that the DOT has approved the City’s proposal for PBLs on the entire stretch of Lake Drive in the project area. 

What About Lake Drive in Shorewood?

What significance does this development have for the Lake Drive reconstruction project in Shorewood? Obviously, it would make a great deal of sense for there to be a consistent bike lane configuration in Milwaukee and Shorewood. As mentioned in below posts, the Shorewood reconstruction project is now scheduled to occur in 2025.  The above decision of the DOT and the City is good news for those who know that PBLs make streets safer for all users (pedestrians, bike riders, residents, and car users). Why is that? Primarily because PBLs promote traffic calming, and provide everyone greater levels of certainty regarding where street users are likely to be. 

Of course, no one is talkng about adding PBLs in the Atwater Park Area. Instead, we are talking about the area of Lake Drive south and north of Atwater Park (the area of Lake Drive in Shorewood where cars are more likely to exceed the 30 mph speed limit). And currently we are only talking about having a parking-PBL (or some other type of PBL) on the east side of Lake Drive in Shorewood. If we compare those portions of Lake Drive in Shorewood, to that portion of Lake Drive in Milwaukee from the intersection of Lake/Lincoln-Memorial/Kenwood to the intersection of Lake/Edgewood, it's fair to say those sections are comparable. (Yes, the street standard profile in portions of Shorewood is 44' compared to 46' in Milwaukee, but that is not a meaningful difference; there is plenty of room for PBLs in Shorewood.)

The DOT's approval of PBLs on Lake Drive in Milwaukee (which has even higher levels of traffic then in Shorewood), is an acknowledgment that PBLs are likewise feasible and safe in Shorewood.  

It is unfortunate that the Village of Shorewood Board was pushed by the DOT at the Board's Monday, November 21st meeting to take a position on whether the parking lane on Lake Drive in Shorewood should be located at the curb, or instead whether the bike lane should be placed next to the curb. With the decision in Milwaukee less than two weeks away, there is no reason why the DOT needed to push the Village Board to make a decision on the 21st. Would the Board have come to a different conclusion on the 21st, if the Board had known then that the DOT was going to approve PBLs in Milwaukee?  

But it is certainly not too late for the Village Board to revisit this issue. The Shorewood Lake Drive project is not until 2025.

The Village Board on the 21^st unfortunately did little to advance the concept of a Shorewood active micromobility network (see below blog posts for more on that network). We have a great start on that network (the Oak Leaf Trail on the Village's western border). Now is the time to focus on building out that network on the southern border (the Edgewood/River-Park Corridor), and the eastern border (Lake Drive). 

Stay tuned for future developments.

Alexander "Sandie" Pendleton (414.418.4469; sandiependleton@gmail.com)

P.S.:  Please choose to “follow” this blog, so you get notice of new articles as they appear. 

Shorewood Village Board Votes in Favor of “Parking at the Curb” on Lake Drive

To sum up what happened at the Village Board meeting on November 21^st, it was something of a mixed decision. A motion was made in favor of “Option 1” but that motion failed for a lack of a second. As you may recall, Option 1 is probably the least favorable of the four DOT options, because with its wide travel lanes it would do the least to reduce speeding on Lake Drive, it offers no buffer lanes between driving lanes and bike lanes, and it does not include a parking-protected bike lane on the east side of the road. No trustee made a motion in favor of any of the other 3 DOT options (including the protected bike lane option that GSB has been advocating for, a/k/a “Option 4”).

There was some discussion about whether it was possible to defer a decision until sometime in the future. Specifically, as indicated in the below diagram, Milwaukee is requesting that protected bike lanes be included on both sides of Lake Drive in Milwaukee, when Milwaukee’s segment of Lake Drive is to be reconstructed in 2024 (a year ahead of Shorewood’s project).

However, on the 21^st no trustee made a motion to defer the vote.

In the end, the trustees voted in favor of having the parking lane in Shorewood at the curb (5-1, with Trustee Lynn voting “no,” and President McCaig abstaining).

So the Board chose to provide some guidance to the DOT, but not as much guidance as the DOT may have preferred.

Three or four of the trustees indicated during the discussions that they saw a value to the bike lane configuration in Shorewood being consistent with the bike lane configuration in Milwaukee. Some trustees questioned why the DOT isn’t favoring a consistent bike lane design all along Lake Drive (essentially, Milwaukee, Shorewood, Whitefish Bay, Fox Point, Bayside). Those same trustees expressed frustration that the DOT was pushing for a decision from Shorewood, before the DOT decided whether it was going to agree with Milwaukee’s request for protected bike lanes on both sides of its portion of Lake Drive.

There were a few residents who attended the Board meeting on the 21st who spoke in favor of Option 4, and a few residents who spoke in opposition to having a bike lane along the curb on the east side of Lake Drive (most of who reside on Lake Drive). For the most part though, I would characterize the meeting as a well-conducted Village meeting, one consistent with Shorewood's tradition of civic dialogue on important issues. It was also clear on Monday evening how much work that Village staff and Village Board members have put into this issue, to try to meet the DOT's demand for a review and decison on this issue in a less than three-week period.     

Where Does that Leave Us?  What's Next?  

It is likely the DOT will consider the comments of the Board, and the comments of the public, as it makes a decision on Milwaukee’s request for protected bike lanes (PBLs) on both sides of Lake Drive. As indicated in the above diagram, Milwaukee is requesting on the east side of Lake Drive a parking-protected bike lane (a parking-PBL) and on the west side a curb-protected bike lane (a “curb-PBL”). If the DOT ultimately chooses not to have a parking-PBL in Milwaukee, it likely makes no sense to have a parking-PBL in Shorewood. Currently, we do not know by when the DOT will make its decision as to Milwaukee, but that is likely to be soon, if construction is going to start in 2024. 

On the other hand, if the DOT accepts Milwaukee’s request for PBLs on both sides of Lake Drive, it makes sense for folks in Shorewood respectfully to demand something similar in Shorewood from the DOT. Folks should have an opportunity to do that when the DOT schedules its next Public Information Meeting (“PIM”) in Shorewood, likely sometime in January or February. (As also indicated below, we are asking supporters of protected bike lanes in Milwaukee and Shorewood to express that support to the DOT in writing now.)  

It is also possible that Shorewood’s final design could involve a PBL, but not a parking-PBL. That is, the DOT could come up with a design that would place car parking at the curb on the east side (consistent with the Village Board’s vote on November 21^st), then the bike lane, then some type of physical “barrier” or “delineation” between the bike lane, and the driving lane. Such a delineation could be achieved in several ways.

One option would be to place a low curb between the bike lane and the driving lane (as Milwaukee is proposing to add between the bike lane and the driving lane on the west side of Lake Drive, see the above diagram). Such a “curb” is low enough that it can be driven over, but it would feel very awkward for a driver to do that, at anything other than a low speed. Or the delineation could be achieved by adding a painted buffer lane between the bike lane and the driving lane, with some bollards in that buffer lane. Milwaukee has built bollard-PBLs on both the North Avenue Bridge and the Locust Avenue Bridge. Another option would be to have what is sometimes referred to as a “shelf” protected bike lane, that is, a design whereby the road is constructed so that the bike lane and the parking lane are a few inches higher than the driving lane. Milwaukee has such a shelf-PBL on the South side. The above alternatives may not provide as much protection as a parking-PBL, but they still offer a greater separate of motor vehicles and bikes than do conventional bike lanes.

That’s not to say that such curb-, bollard- or shelf-PBL designs would not bring with them maintenance and/or cost issues, that would need to be thoughtfully considered.

Again, there is value in Shorewood’s design being consistent with whatever design the DOT ultimately approves as to Milwaukee’s segment.

As soon as we know more (either about the DOT’s decision relating to Milwaukee, or the date for a PIM in Shorewood), I’ll be sure to let you know.

The Time for Protected Bike Lanes in Shorewood Has Come 

Madison has had PBLs for 50 years, and parking-PBLs since 2019. And cities all over the U.S., Canada and other countries have PBLs. If cities that have snow (e.g., Madison, Milwaukee, Chicago, New York City, and even Buffalo) can have successful PBLs, so can Shorewood. Cities that have dynamic (even chaotic) street environments (with driveways, alley entrances, and delivery vehicles and public service vehicles) have successful PBLs. If other communities can do it, so can Shorewood. If cities that have a history of aggressive driving styles (for example NYC or Chicago) can have successful PBLs, so can Shorewood. Every study I am aware of indicates that PBLs make streets safer for all users of that street (pedestrians, bike riders and car users).

Thanks to the many, many of you who took the time to contact the Village and the DOT about this issue. We appreciate the foresight you have, and your desire to improve Shorewood through civic engagement.

Creating the Active Shorewood Micromobility Network

Big picture, Shorewood eventually is going to re-design and re-construct its streets, so that our community and streets are less car-centric in their design. Eventually, we are going to have streets that can be safely and confidently used by persons of all ages and by a variety of means (a "multi-modal" transportation design, that also works in conjunction with such things as transit and ride-sharing services). There should not be a single street in Shorewood that people say about it things like “I would never ride on that street, it’s not safe,” or “I would never let my kids ride on that street, it’s just not safe.” 

Let's Create the Active Shorewood Mircomobility Network

More Mobility  |  More Safety  |  More Prosperity

Better Air   |  Better Water |  More Health

   Fewer Cars  |  Fewer Car Trips

We need to design and build in Shorewood an active micromobility network, a network so that active people can safely and confidentially move around our community. A network so that people who choose to drive less, can instead choose to get around Shorewood safely and confidently via bike, ebike, scooter, or escooter (whether that bike or scooter is privately owned, or owned by a rideshare service). People should be able to live in Shorewood, and get to school, work, shops, bars, restaurants and everyplace else safely and confidently without a car. We want (and climate change makes essential), that we have a walkable and bikeable community, that enables people to choose to live lifestyles that are car-free or at least car-light. 

The debate over Lake Drive is a part, an important part, of the above.

How Can You Help?

The Village Board on the 21^st unfortunately did little to advance the concept of a Shorewood active micromobility network. But the debate over Lake Drive is not over yet.

The debate now turns to the DOT. (The final design decision is one for the DOT to make, because Lake Drive is a “state highway connector”). If you want to help in our efforts to persuade the DOT to see reason, you can send a message like this to the DOT:

I [live in Shorewood, or Milwaukee, or I routinely bike or drive on Lake Drive]. I am in favor of protected bike lanes (“PBLs”) on Lake Drive. I ask that the DOT accept the City of Milwaukee’s recommendation and include PBLs on Lake Drive. I believe that it makes sense to have consistency as to the basic bike lane design along Lake Drive. If the DOT includes PBLs on Lake Drive, I asked that the DOT also include PBLs on Lake Drive in Shorewood as well.

Your comments can be sent to the following professionals who are in charge of the design process with the DOT:

debra.tarnow@dot.wi.gov; christine.hanna@dot.wi.gov; Reem.Shahin@dot.wi.gov; abubb@kapurinc.com.

Public comments can make a difference. So if you’ve read this far, please consider taking a minute, and sending an email something like the above to the DOT now. Thanks!     

Stay tuned for future developments.

Alexander "Sandie" Pendleton (414.418.4469; sandiependleton@gmail.com)

P.S.:  Please choose to “follow” this blog, so you get notice of new articles as they appear. And we hope to see you in person, at Three Lions Pub, when bike riders from across the northshore gather, and then participate in all or some of the Santa Cycling Rampage (details in the below article). Cheers!   

Santa Cycle Rampage Time Is Here! Join Us!

 

The Bike Fed is holding its annual  Santa Cycling Rampage on Saturday, December 3^rd, and you’re invited. If you’ve never participated in the Santa Ride, I highly recommend it (see video from the 2021 Ride here, and see the “Why Ride in the Santa Cycle Rampage” article I penned for the Bike Fed a few years back, as published in Urban Milwaukee, complete with 10 “can’t miss” holiday dad jokes). The Santa Ride is a joyous and silly way to get in the holiday mood, and it’s the gateway drug of winter biking. It also helps raise money for the Bike Fed, so it can continue to do its crucial and important work. Riders are encouraged to dress as Santa (Santa costumes start as low as $15 on Amazon), or to wear some other creative holiday costume. Those of you who are doing the Ride from Shorewood, Glendale, Whitefish Bay or other points North, are invited to gather at 8:00 a.m. on Saturday December 3^rd at Three Lions Pubin Shorewood on Oakland Avenue (they are expecting us). The plan is to gather there, then ride over together to Café Hollander (leaving Three Lions at 9:30 sharp, so we get to Café Hollander before the “Southern Wave of Santas” gets there around 10 or 10:30). Three Lions serves wonderful breakfast food, has a wide selection of beers, and will have that morning’s World Cup game on. Convince yourself and your friends this is the year you are all going to ride a part of the Rampage. Hope to see you at Three Lions on the 3^rd.  Cheers!     

P.S.: Buried in all of the frivolity of the Santa Ride is a serious issue too, as it helps spread the message--in a fun and postive way--that our streets should be for everyone, not just cars:

Village Board Defers Lake Drive Protected vs. Non-Protected Bike Lane Issue

On November 7^th, after a productive discussion, the Shorewood Village Board deferred the issue of protected bike lanes vs. non-protected bike lanes for two weeks. Such delays on important issues are not unusual, and here the purpose of the delay is so that the Parks & Public Spaces Committee (and its Pedestrian & Bike Safety Subcommittee) can consider the issue, and make a recommendation to the Board.

The P&PS Committee will meet on Tuesday, November 15^th at Village Hall, starting at 6:00. The meeting is open to the public, and anyone who wishes to come and hear the presentation, and/or offer comments, is welcome to attend. (I plan on attending, as there are several bike and pedestrian related issues that I want to offer comments on.)  Those of you who want to see protected bike lanes on Lake Drive should consider attending Tuesday's P&PS Committee meeting.  

It is fair to say that the Village Board came close to expressing its approval for Option 3 on the 7^th, as opposed to Option 4 (the protected-bike-lane option GSB has been advocating for). As discussed below, ultimately the final decision is for the DOT, because Lake Drive is a state highway, but it is likely that the Village Board’s position would carry some weight with the DOT, as the DOT makes its decision. At the November 7 meeting, a motion was made by Trustee Kathy Stokebrand to express support for Option 3. After further discussion, the motion failed 4-2. The Board then voted 5-1, to defer a decision on the issue for two weeks, so that the P&PS Committee can consider the issue at its monthly meeting on Nov. 15^th.  The Village has also written to all residents on Lake Drive, urging them to weigh in the four alternative designs.  

Concerns Discussed at the Meeting

As indicated in my below article, of the four bike lane options the DOT has recently defined, prior to the meeting on the 7^th, the Director of the Village’s DPW (Leeann Butschlick) made staff’s recommendation to the Village Board, indicating that staff was recommending the Board express its support for “Option 3.” That option is shown on DOT slide 19 (and is entitled “Buffered 5-Foot Bike Lane – Parking at Curb”). In support of that option, Director Butschlick in her written materials to the Board indicated the following: “This option provides for the requested buffered dedicated bike lane while providing the standard layout of travel and parking lanes familiar to the traveling public.”

During the debate about Option 3 vs. Option 4, President McKaig passed along three concerns that had been raised by Village staff regarding Option 4. Here’s my understanding of the concerns (my apologies in advance to President McKaig and/or DPW staff if my notes of the meeting do not completely capture the concerns identified during the meeting; the meeting was recorded, so anyone wanting to hear the concerns as stated at the meeting, can watch the video). Here is my understanding of the three concerns: 

1. Snow Maintenance. If the village opts for Option 4, it would need to have a plan as to how that bike lane and buffer zone (an 8’ width in total, that would be next to the curb, and protected from the driving lane by a parking lane) would be maintained during the winter months. The Village, of course, has many miles of streets (and sidewalks and trails in Village parks) that need to be addressed and tended to when snow falls. President McKaig passed along the view of DPW, that the DPW (as currently staffed, funded and equipped), would be unable to remove snow from a Lake Drive parking-protected bike lane, if that is the option ultimately selected by the DOT.
2. Leaf Removal. There was also a concern (mentioned briefly) raised about leaf collection, if Option 4 is the option selected/built. Although President McKaig’s comments on this issue were brief, as I understand the concern, if Option 4 is selected the DPW has apparently indicated that could make it difficult (more difficult than if Option 3 were selected) for the Village’s leaf removal crew to remove leaves raked and placed along Lake Drive on that east side of the street.
3. Safety. If the Village opts for Option 4, would that be less safe than Option 3? Again, although the discussion was brief, President McKaig indicated that Village staff had raised concerns on this issue, particularly as to whether, if Option 4 were to be selected, that would create “sight line issues,” making it more difficult (if I understood President McKaig’s brief comment) for drivers pulling into or out of driveways on the east side of Lake Drive to see northbound bike riders riding in the protected bike lane envisioned by Option 4.

I’m looking forward to hearing from Village staff more at next week’s meeting regarding their views on this issue. But here are my preliminary thoughts or questions on these issues, based on the information I have now.

1.    Snow. Whenever a bike trail, bike lane or protected bike lane is proposed, it is not uncommon for snow removal issues (or objections) to be raised. I readily admit that the Shorewood DPW has a difficult job when it comes to snow removal (especially some years), and they do miracles with limited resources, serving a clientele who can often have high expectations as to Village services. Staff members and Board members are sensitive to this issue, as it is they who are the ones who need to deal with resident complaints when those come in.

It is not like the DPW is oblivious to the needs and desires of winter bike riders and winter bike commuters. The DPW clears snow of the "bike path" through River Park, and often gets that job done before the County crews get that job done on the Oak Leaf Trail.  

Is It Possible to Manage Snow, So that Winter Biking Occurs?

Protected bike lanes exist in many other cities that have snow. That’s true in the U.S. (e.g., in Milwaukee, Madison, Minneapolis, Chicago). And that’s true in many cities in Canada, and in Scandinavian countries.

I’ve mentioned previously the YouTube series “Not Just Bikes,” a well-produced, thoughtful and entertaining series created and narrated by Jason Slaughter, that explores many issues about “strong cities,” bikes, and urban street design. Often the theme or lesson of Slaughter’s videos is that it is multiple public policy decisions that lead to high levels of bike riding in some countries and some communities, compared to others. I highly recommend the series. In one of the episodes, Slaughter addresses how snow removal affects whether or not residents in a community bike in the winter. Below is a link to an episode entitled “Why Canadians Can’t Bike in the Winter (But Finnish People Can).”

 

So, the lesson is that snow removal has not been an insurmountable problem in other communities, precluding the creation of protected bike lanes in those communities.

As I mentioned above, the discussion during the actual board meeting was relatively short. So further exploration of these issues will probably have to wait until the P&PS Committee meeting on the 15^th.

What Should be Discussed on the 15^th About Snow? 

On the snow maintenance issue, questions I can think of now that I would want to ask staff are questions such as the following. What snow removal equipment does the Village currently have? The Village clears snow off 8’ wide trails in River Park and Atwater Park – can that same equipment be used to clear an 8’ wide section (5’ bike lane and 3’ buffer lane) next to the curb on Lake Drive? 

If the DPW’s current equipment is not sufficient, maybe the issue is “if we were to invest in new equipment that would enable the DPW to clear an 8’ wide section of street on Lake Drive, what would the cost be?” Let’s discuss what that cost is, and weigh that cost against the benefits of protected bike lanes.

For example, on November 7^th he Board approved expenditures of up to $60,000 to obtain and install three sets of pedestrian blinking crossing beacons, which would be installed on Lake Drive when it is reconstructed, with a goal of enhancing pedestrian safety. If we want to install protected bike lanes on Lake Drive, and equipment needs to be acquired so that snow can be removed from those lanes, what will that equipment cost?

And if it’s a staff issue (e.g., Option 4 would require more staff hours than Option 3), let’s discuss what the differential is, and the cost of that differential.

Or, if the issue is “we would need to contract-out snow removal as to a protected bike lane on Lake Drive if Option 4 is the selected option,” let’s discuss that issue. I understand the Village already contracts out some other snow removal jobs in the Village. For example, the Village in its design for Oakland Avenue reconstruction has included addition pedestrian bump outs (to improve pedestrian safety), and there was a comment made at the Village Board meeting on the 7th that the Village is going to contract out to a private service the job of snow removal at those bump outs. If this snow removal job as to Option 4 really would need to be contracted out, let’s discuss what that cost would be, and weigh that cost against the benefits of protected bike lanes. Also, if the Village is already planning on contracting-out snow removal at the bump outs at five intersections on Lake Drive that it approved on November 7^th, ho much more would it cost the Village, if the Village hires the same service provider to also clear the snow on a protected bike lane.  Or, many households that or on the east side of Lake Drive are already contracting for snow removal as to the household private driveways (some of them quite long).  Should the Village contract with one of those service providers, that is already coming to Lake Drive to do snow removal (and already have the pick-up trucks that might be better suited to removing snow from an 8' wide area next to the curb, if Option 4 is selected.

Overall, we should consider/discuss any increased cost of snow removal that might be associated with Option 4 (if there is any), compared to Option 3, against the increase in property values in the Village associated with having first-class, modern protected bike lanes in the Village (and other benefits associated with a protected bike lane).

Or, let’s discuss or explore options that might negate the necessity of either buying new equipment, or contracting out snow management, and still get snow managed in the area of a protected bike lane on Lake Drive.

For example, the Village regulations already allow for a declaration of a snow emergency (which temporary prohibits parking between midnight and 6:00 a.m.), and allows the DPW to also post “temporary no parking” signage on any street, so that the snow can be cleared. If a snow emergency was to be declared, the DPW could either plow unimpeded Lake Drive overnight, or (if the snow plowing needed to be done outside of those hours), put up temporary no parking signs, and plow all of Lake Drive while such signs are up. Because no bollards (or other structures) are involved in Option 4, with no vehicles parked on Lake Drive, the Village could proceed as it regularly proceeds now to remove snow from the full width of Lake Drive. If the Village decides to use this “declare a snow emergency” option, it would appear that the Village would not need to purchase any new equipment, or contract-out to a third party the cost of snow removal on any portion of Lake Drive.  No additional personnel should be needed either, because the crews would be clearing snow from the same width of Lake Drive that it is now.

If current Village “snow emergency” regulations are inadequate, let’s explore or discuss modifying current regulations, in a way that could address the challenge. For example, many communities have “snow emergency route regulations,” that designate certain streets (or sides of streets) as snow emergency routes, and which prohibit parking on those streets, whenever it snows over a certain amount in a 24-hour period. If the Village were to adopt such a regulation, it could designate the east side of lake drive as such a route, and post signs there indicating such (for example, simple signs that say "SNOW ROUTE No Parking Until Snow Removed." Doing that should enable the DPW use its current street snowplows to clear snow from the entire width of Lake Drive.

We should consider too the issue of how many cars park on Lake Drive on the east side of the street, during or immediately after snow falls? (It would be nice to have data on this, but I’m not aware that such studies have been done, or that such data exists.) Would invoking a Snow Emergency, or designating Lake Drive as a Snow Emergency Route, cause much disruption to on-street parking patterns? The Village already has overnight parking regulations (no parking 2 - 5 a.m.), and daytime parking regulations; it would not seem an insurmountable problem to craft regulations that would restrict parking during certain times on Lake Drive, so that snow can be removed.  And the Village Board could instruct the Police Department not to give permission to any resident who asks for permission to park overnight on the east side of Lake Drive, if snow is falling or it is within 24 hours of a snow storm.

Looking to other streets in the Village, the DPW already deals with dynamic and varied street environments already (streets with cars parked on them, and some that have none, and "alternating side parking regulations on Oakland Avenue, and parts of Capitol Drive).  If there is a will to get parking regulations modified in a sensible way so that snow plowing can occur, there seems like there ought to be a way.  And it must be remembered, it's not the bikes or bike riders who are causing this problem for snow plows; instead, its car drivers who believe they should have the unfettered right to park free on any Shorewood street (especially Lake Drive), even in the middle of or immediattely after a snow fall. 

We all know that after certain snowfalls, all snow does not get removed, even if a plow has gone over the street in question. Sometimes that is due to parked cars on a particular street. And sometimes that is just because of the nature of the snow fall in question. Sometimes snow becomes packed hard on the street, and if the temperature stays below a certain temperature, there is nothing the DPW can do to remove such “pack ice.”

Drivers drive on (and winter bike riders ride on) streets in Shorewood that have on them such “pack ice,” snow, or just plain ice. If Option 4 were to be selected and such pack ice were to exists in a bike lane on Lake Drive, that won’t be a novel winter street condition.

When it comes to whether winter bike riders are expecting perfection, I don’t think that is the case. Drivers in Shorewood do not expect perfection when it comes to snow plowing.  Also, winter bike riders (many of whom now ride with studed tires) are not "delicate flowers" that are going to wilt at the prospect of riding on a street that either has not yet been plowed, or which (even though it has bee plowed), still has some snow on it. Winter bikers tend to be an experienced, hearty and resourceful group of people (compared to those who bike in spring, summer and fall). Winter riders are used to biking on snow or ice-covered streets (or bike trails). If a bike lane for some reason one day is not in good winter riding conditions, winter riders do "a work around" (or avoid that street or trail, or don’t go biking that day). The phrase “the perfect should not be the enemy of the good” comes to my mind, when considering this snow maintenance issue. Is this a real, determinative issue, or only a way (or excuse) to avoid doing something in Shorewood that we have not done before?

I don’t claim to be an expert on snow removal, or the DPW’s budget. I look forward to learning more about Village staff’s views on this issue on the 15^th, and seeing if this is an insurmountable problem with Option 4, or a problem that can be addressed (and if so, what would be the best way to address the problem). But again, other communities (including budget-strapped Milwaukee, and including many communities that on average get a lot more snow than Shorewood does) have protected bike lanes, and they seem to be able to handle snow removal on protected bike lanes, even when we are talking about raised-protected bike lanes, or bollard-protected bike lanes--neither of which is being proposed by the DOT for Shorewood. 

Stay tuned for an upcoming blog post that will discuss what Milwaukee is proposing for its portion of Lake Drive. More details to follow, but Milwaukee is proposing a parking-protected bike lane on the east side of Lake Drive, and a curb- protected bike lane on the west side of Lake Drive.  That is, Milwaukee is proposing/supporting protected bike lanes on both sides of Lake Drive in Milwaukee.  Obviously, Milwaukee doing such suggests that Milwaukee does not see the snow plowing issue as insurmountable. Also obviously, it would seem like there would be some advantage to having a consistent protected bike lane design in Milwaukee and Shorewood on Lake Drive.  

2.  Leaf removal. I don’t know about you, but sometimes I rake my yard’s leaves out to the terrace, and then when the leaf vacuum truck comes by, cars are parked in front of my house, and the vacuum truck goes right on by. Maybe the truck gets them next time (when cars are not parked in front of my house), or maybe it doesn’t (and I end up bagging the leaves, or they sometimes just stay until the spring thaw/yard clean up). This, of course, is a first world problem to have.

I assume that people on Lake Drive experience the same issue. So as we consider which option is better (Option 3 or 4), we have to keep in mind that Option 3 (allowing car parking next to the curb) can also make it impossible (or at least more difficult) for the Village’s leaf vacuum truck to get to the leaves piled on the terrace next to the curb.

Either way, considering the relatively low rates of parking during the late fall time period on most sections of Lake Drive, I do not see this as an insurmountable problem.

Also, we need to hear from Village staff, their view as to whether the DPW’s current leaf collection equipment could be used on the east side of Lake Drive, if Option 4 is selected. If not, what would be the equipment the DPW might need to get leaves moved to a location that they could be vacuumed up? I routinely see in Milwaukee leaf collection crews using pick-up trucks or "parking jeeps" with plow like structures on their front ends pushing leaves into large piles, so those can be vacuumed up by larger trucks. If Shorewood’s vacuum truck is too large to fit down an 8’ lane width protected bike lane (5’ of bike lane, and 3’ of buffer), could the Village do a similar work around with a Village pick-up truck or gator?  Or again, just like some communities have "street sweeper day" parking regulations, it would seem like the Village could likewise adopt such regulations, that would give them certain days, when parking would be prohibited on the east side of Lake Drive, so that parked cars would not impede vacuum truck access to leaves piled by residents on the terrace.

3.  Safety. I hope we can have a real discussion about safety. If some folks have studies that indicate conventional bike lanes (Option 3) are safer than protected bike lanes (Option 4), let’s see those studies, and let’s discuss them.

We should also be sure we are defining the safety issue, and its components. I suggest that there are a couple of them. Let’s first discuss collisions between cars and bikes. If Option 3 (conventional bike lane), as compared to Option 4 (protected bike lane) is selected, would that:

• Decrease the chances of a bike-car crashes?
• Decrease the severity of a bike-car collisions to a bike rider? 

As a person who regularly rides (and drives) on Lake Drive, and has done so for over 30 years, my experience (yours may differ) has been that it is very rare (at least for me) to see a car pulling out of or into a driveway on the east side of Lake Drive. I know it happens, but I just rarely see it. I’ve never encountered a problem with it. 

So given the level of bike traffic and the low-frequency level of bike rider interaction with “driveway” cars, it would seem that Option 3 would not decrease appreciably the frequency of collisions between bikes and “driveway” cars.

Both Option 3 and Option 4 present “sight line” issues. If one diagrams it out, the sight line issue is probably “a wash.” Here is why:

• With Option 3 (with cars parked next to the curb), one can imagine a scenario where a driver-pulling-out-of-a-driveway does not see a northbound bike rider in the bike lane, because the driver’s view is blocked by cars parked next to the curb, south of the driveway the car is pulling out of. But a driver-pull-into-a-driveway (approaching from either north or south on Lake Drive) would have a clear view of the bike lane, and any bike in the bike lane.
• With Option 4 (with the bike lane next to the curb), one can imagine a scenario where a driver-pulling-into-a-driveway does not see a northbound bike rider in the bike lane, because the driver’s view is block by cars parked in the parking lane to the south of the lane being pulled into. But a driver-pulling-out-of-a-drive (intending to head either north or south on Lake Drive), would have a clear view of the bike lane, and any bike rider in the bike lane.

If I’m missing something in my analysis above, let me know.

It’s on the severity question of car-bike collisions that I think Option 4 is superior to Option 3. Here’s why.

Cars pulling into or out of driveways tend to be driving at a relatively low speed (5 or 10 mph). Compare that to the speed of a car in the driving lane on Lake Drive (30 mph, or sometime 40 or even 50 mph). If I’m going to be on a bike, and have a collision with a car, I would prefer to have a collision with a car going between 5 and 10 mph, as opposed to 30-50 mph. The 5-10 mph could cause injury. The 30-50 mph would likely cause death.

Next, let’s discuss car-car collisions. If Option 3, as compared to Option 4 is selected, would that:

• Decrease the chances of car-car collisions?
• Decrease the severity of a car-car collisions?

Again, for the same reasons as indicated above, the “sight line” issue is probably “a wash.”

As to the severity of any car-collisions that might occur, it is here where I think Option 4 shows itself again to be the better option. Here’s why.

It should be remembered that studies regarding streets that have protected bike lanes (as in Option 4) indicate that they decrease the incident of all types of collisions (including car-car collisions). What explains this? Some of this is due to the traffic calming effect of protected bike lanes, but there are likely other explanations as well (for example, greater predictability of where bikes are going to be, and decreases in the opportunity for cars to change lanes while traveling).

So as residents on Lake Drive consider what it would be like to pull out of, or into, driveways on Lake Drive, residents should consider which Option (Option 3 or Option 4), is going to result in traffic calming, that is, which is more likely bring down speeds on Lake Drive (especially speeds in excess of 30 mph), and which is likely to decrease cars switching lanes as they travel on Lake Drive.

My sense is that Option 4 would probably have a greater traffic calming (speed reduction) effect than Option 3. This is because when drivers perceive a narrow driving path, they naturally tend to slow their speed. With parked cars right next to the northbound driving lane (compared to having just a painted-buffer-and-bike-lane next to that driving lane), that would give a “narrow driving path view,” especially to cars headed North. Of course, if cars traveling north or south on Lake Drive decrease their speed, that both reduces the risk of collisions occurring, and decreases the severity of any accidents that do occur.

One final thought on the “sight line” issue. Much of the issue of whether a driver’s view of approaching traffic would be obscured would depend on how far back from a driveway a parked vehicle is. My understanding is that Shorewood parking regulations require that parked vehicles park no closer than 4’ to an “unmarked, regular” driveway, or no closer than allowed as indicated by signage or paint (on the curb or on the street). As the design for Lake Drive is developed, no matter which option is selected, if the DOT were to want to limit the chances that a driver’s view would be limited, there would be nothing that would preclude the DOT as it designs the paint scheme for Lake Drive (in conjunction with the Village) from defining parking set-backs from driveways at more than four feet. That would involve a trade-off of course. Doing such would likely cut down on the total potential parking spots on Lake Drive. So a calculation would need to be done, to determine what the reduction would be, at various setback-levels. Village residents would need to consider what they want more; more parking spaces on the east side of Lake Drive, or making it potentially more easy, comfortable and safer as drivers exit and enter driveways. If sight line issues are a concern with either option, the above would be at least one way to address the concern. 

The final decision as to which option the Village is going to endorse will likely be made by the Village Board at its next meeting on November 21^st. That position will then be considered by the DOT. The DOT has indicated that it will hold a 3^rd Public Information Meeting regarding Lake Drive, sometime in January or February 2023. Ultimately, because this Lake Drive is state highway, the DOT will make the final decision on which of the four alternatives will be constructed.

Again, if you want to weigh in on these issues, you can attend the upcoming Village meetings on these issues (either the P&PS meeting starting at 6:00 on Tues., Nov. 15^th) or the Village Board meeting on Monday, Nov. 21^st (time TBD). Or you can email comments or concerns to the Village and DOT at the addresses indicated below. Thanks to all who have already submitted comments in support of Option 4 to the Village.

As always, I’m willing to discuss these issues, and I can be reached at the below email or cell phone number. Hopefully, discussions we have in the Village will ultimately result in our having an even better Lake Drive than we have now.

Alexander "Sandie" Pendleton (414.418.4469; sandiependleton@gmail.com)

Village Board to Choose Between Protected vs. Un-Protected Bike Lanes

Representatives from the Wisconsin Department of Transportation will be present at the November 7 Shorewood Village Board meeting to discuss the Lake Drive re-design/re-construction project. The DOT will present a project overview, and review the scope and results of the second public information meeting (held 6/12/2022). Importantly, at Monday’s meeting DOT will describe its four current designs, each of which include bike lanes, and two of which propose a “parking-protected bike lane.”  WisDot will be asking the Village Board to choose one of those designs on Monday.   

Greater Shorewood Bikers ("GSB") is asking Shorewood residents to contact Village and DOT officials, to express support for a protected bike lane on Lake Drive in Shorewood.  

For more information about the four alternatives, see the DOT’s Power Point Presentation slides (pages 10 -30 in the Village Board packet, available at this link). In particular, see slide numbers 17-20 which provide diagrams for each of the four current alternatives.

Milwaukee has bollard-protected bike lanes on several streets (such as on Locust Avenue and North Avenue), and parking-and-bollard-protected bike lanes on several other streets (for example, on Kilbourn Avenue). 

(The "parking-and-bollard-style protected bike lane" on Kilbourn Avenue.)

As the Shorewood Village Board considers the merits of the four design options, I suggest it should consider these five questions:

1. Which option will more likely make Lake Drive safer for all users?
2. Which option will more likely increase bike use and the adoption of active/healthy lifestyles in Shorewood more generally? 
3. Which option will more likely make Lake Drive safer for bike riders (and users of the several other emerging micromobility means of getting around, such as e-bikes and e-scooters)?
4. Which option will make it more likely that young, educated and talented individuals will want to move to Shorewood, and grow a family or business here?
5. Which option is most consistent with Shorewood’s oft expressed desire to be the premier walkable and bikeable community in this area?

The DOT’s materials indicate that the DOT has not changed the legal position that it articulated at the Public Information Meeting (“PIM”) in June. That is, the DOT’s position (which is correct) is that federal law requires if federal funds are going to used that bikes lanes be added to Lake Drive when it is reconstructed. Clearly, the Village wants to use federal funds to do the re-construction (unless there are some Shorewood residents who want to fork over ~$7MM to repave Lake Drive in 2025, just to keep it the way it is configured now).

There are several different ways that bike lanes could be added to Lake Drive. As indicated by our prior blog entries (see below), GSB has been advocating for protected bike lanes on Lake Drive.  In its Power Point Presentation, the DOT has presented four options as to how parking lanes, travel lanes, and bike lanes could be configured on Lake Drive.   

Of the four options, the Director of the Village’s DPW (Leeann Butschlick) is at least preliminarily recommending to the Village Board that the Village Board choose “Option 3,” the option that is shown on DOT slide 19 (entitled “Buffered 5-Foot Bike Lane – Parking at Curb”).  In support of that option, Director Butschlick in her written materials to the Board only indicates the following: “This option provides for the requested buffered dedicated bike lane while providing the standard layout of travel and parking lanes familiar to the traveling public.”

I will be attending next Monday’s meeting, and advocating in favor of “Option 4.” The only difference between Option 3 and Option 4 is the location of the northbound bike lane; that is, whether the bike lane will be placed next to the driving lane (Option 3), or between the parking lane and the curb (Option 4).   

Here is why Option 4 is the better option.

There is a substantial amount of research indicating the benefits of protected bike lanes. If you are unfamiliar with protected bike lanes, I recommend watching the short 4-minute video at this link. If you are interested in reviewing a brief summary of some of the many research studies that have identified the multiple benefits of protected bike lanes, I recommend this “protected bike lane research compilation” webpage. Finally, National Geographic Magazine published an article last year regarding the increasing rates of everyday, routine biking in U.S. urban areas, and how better biking infrastructure and networks (including protected bike lanes), are playing an important role in that trend. 

If we want to have a “complete streets” approach to street design in Shorewood, that means the street designs we move towards must be ones that create streets that can confidently and safely be used by all types of road users (not just drivers, but also pedestrians, bike riders and other micromobility users). We want to encourage more people more often to get around Shorewood using means other than motor vehicles. We want that because that is good for the environment, good for individuals’ health, good for the healthy/active lifestyles we want to promote in Shorewood, and good for the community feeling we want to create in Shorewood. The speed limit on Lake Drive is 30 miles per hour. If we want to configure Lake Drive so it is a street that families feel safe riding on with their children (which we do), the option that is the safest, and the one most likely to engender that feeling of safety for biker riders and other micromobility users, is the option that puts the “bike” lane furthest away from the 30-mph-traveling-4100-pound-on-average car (a car possibly being operated by a distracted or impaired driver). 

One can think of painted on bike lanes as “Bike Lanes 1.0” and protected bike lanes as “Bike Lanes 2.0.” Studies clearly indicated that protected bike lanes are safer than conventional “just paint” bike lanes. Shorewood wants to be a leader when it comes to being bike friendly. What Shorewood does as to bike lanes, will likely influence how bike lanes are configured on Lake Drive in Milwaukee, Whitefish Bay, Fox Point and Bayside. 

This is a once in a generation opportunity, because Lake Drive is reconstructed approximately once every 20 years.  As we think about Lake Drive's design now, we should think ahead to how mobility in this area is likely to change in the next 10 to 25 years. Some trends that we are likely to see during that period:

• More people in this area purchasing e-bikes, and choosing to use e-bikes instead of motor vehicles.
• More people in this area purchasing e-scooters, and choosing to use e-scooters instead of motor vehicles.
• More people choosing to use traditional bikes to get to work or around the Village (instead of motor vehicles), so as to gain the health benefits associated with bike-usage and active lifestyles.
• The increase in shared bike, e-bike and/or e-scooter networks (both dockless and undocked systems), and the use of such services/networks to get around instead of  using motor vehicles.
• Decreases in personal motor vehicle ownership, as more people in this area work from home, or decide they want to live a more car-free lifestyle.
• Vehicle crash avoidance systems continuing to improve, so that they become better at enabling cars from coming into contact with pedestrians, bike riders, and other users of micromobility means; this development will cause more people to perceive that it is safe to use bikes or scooters, and be more likely to more often use such methods (as opposed to using motor vehicles as frequently as they do today). 

Several of these trends suggest that we may want to adopt a new term for what we have traditionally been calling “bike lanes,” and instead start calling them something else (e.g., “micromobility lanes,” or “MM lanes,” or “alt lanes”). As we decide where such lanes should be placed on the public right-of-way, we should choose to locate these lanes where they are most likely to encourage people to use alternatives-to-motor-vehicles. Actually safety, and the perception of safety, are both important. Protected bike lanes in other communities (e.g., Milwaukee, Madison, Minneapolis, Chicago, New York and San Francisco), have been very popular, have improved road safety for all road users including drivers, and have increased ridership levels. (See this “protected bike lane research compilation” webpage to see citations to the many studies that support the above assertions.)   

Shorewood likes to promote itself as a walkable, bikeable, active community. It differentiates itself from other competing communities by promoting itself as such a community. Is that just all talk? The location of bikes lanes on Lake Drive in Shorewood is an opportunity for Shorewood to act on its convictions. By being the first community on Lake Drive to choose to add a protected bike lane on Lake Drive, that increases the likelihood that other neighboring communities will follow Shorewood’s lead.

Lake Drive is one of the most visible streets in Shorewood. If it is configured in an outdated manner (“Bike Lanes 1.0”), that sends the message that Shorewood is an outdated, non-progressive, non-cutting edge community. If Lake Drive is configured in a modern manner (“Bike Lanes 2.0”), that helps to send the message Shorewood wants and needs to convey. Shorewood is in a competition with other communities to attract young, educated, and talented individuals and families, and those individuals and families are looking for communities that are truly bike friendly and progressive in their street designs (not ones that just “talk the talk”).

GSB asks you consider sending an email to Village officials, that says something along the following lines:   

I live in Shorewood [and/or I regularly bike on Lake Drive]. I have reviewed the four alternative designs the DOT has prepared regarding bike lanes on Lake Drive. Of those four alternatives, I favor “Option 4,” the one entitled ““Buffered 5-Foot Bike lane – Bike Lane at Curb.” I do that because having the bike lane for northbound riders be between the curb and the parking lane (rather than having the bike lane next to motor vehicles weighing on average 4100 pounds traveling at 30 mph), is the better and safer alternative. Shorewood choosing to approve a protected bike lane on the east side of Lake Drive, is consistent with Shorewood’s identity as a community that wants to promote healthy and active lifestyles. If we are committed to a complete streets approach in Shorewood (one where all types of users feel confident they can safely use all streets in Shorewood), we need to take this opportunity to create at least one protected bike lane in Shorewood. (Milwaukee is ahead of us, as it has already built protected bike lanes on several streets, and the Mayor recently proposed in his 2023 budget $500,000 for new protected bike lanes in Milwaukee.) People choose to move to Shorewood because of its reputation as a pedestrian-friendly and bike-friendly community. Protected bike lanes are safer for bikers, and are superior to conventional “just paint” types of bike lanes. Lake Drive is one of the most biked on streets in Shorewood, and it is time it had modern, first-class bike infrastructure. When Shorewood has the opportunity to choose protected bike lanes, it should do so. I ask that on Monday you vote in favor of “Option 4” (the one entitled ““Buffered 5-Foot Bike lane – Bike Lane at Curb”). Thank you for your service and consideration of my above comments.

Feel free to cut and paste the above into an email, but please send something, no matter how short (constituent emails can make a huge difference in decisions made by Village officials). If you are sending an email on this issue, please send your email to the following Village officials (and to the DOT team members working on this project).  Their email addresses are as follows: 

PresidentMcKaig@shorewoodwi.gov;  TrusteeArndorfer@villageofshorewood.org; trusteebaldauff@shorewoodwi.gov; trusteecouto@shorewoodwi.gov; trusteeIrcink@shorewoodwi.gov; trusteelynn@shorewoodwi.gov; TrusteeStokebrand@villageofshorewood.org; lbutschlick@shorewoodwi.gov; glbrunk@gmail.com; bgriepentrog@shorewoodwi.gov; debra.tarnow@dot.wi.gov; Reem.Shahin@dot.wi.gov; abubb@kapurinc.com; canderson@shorewoodwi.gov; tkuhlmann3920@icloud.com; lakedriveshorewood@gmail.com

I have already sent an email to the above individuals expressing my support for Option 4, and I will be attending Monday’s meeting to advocate for protected bike lanes. If you would like to attend Monday’s meeting in person, that could have an impact as well. The meeting starts at 6:00 pm on Monday evening at the Village Courtroom in Village Hall. 

The mission of GSB is to encourage people to bike more (and drive less), and to that end, we advocate for better, safer infrastructure for bike riders and pedestrians. GSB believes that making Shorewood an even better place than it already is to bike and walk, and less car-centric and car-dependent, makes Shorewood an even better place than it already is to live, play, raise a family, work and grow a business.

If there are any questions, or you would like to discuss this issue with me (whether you favor protected bike lanes or oppose them), do not hesitate to reach out to me, as I’m always happy to have a civil discussion with folks on these issues.  Thanks for your consideration of these issues.

Alexander "Sandie" Pendleton (414.418.4469; sandiependleton@gmail.com)

Milwaukee County Secures $1.3MM in TAP Money to Improve the Oak Leaf Trail Near UWM

Governor Evers announced yesterday $35MM in awards over the next 5 years to improve bike and ped infrastructure in Wisconsin, including $1.3MM to build a ramp (and make other trail improvements) just south of Shorewood, on the Milwaukee River Line near the UWM Campus. The new ADA-compliant ramp will be suitable for use by pedestrians and bike riders (and other heroes of micromobility), and will replace some of the informal (and often unsafe) pedestrian trails that have existed in that area for many years.  

The new ramp will be located near the intersection of N. Cambridge Avenue and E. Hampshire Street (the intersection where the famous “boat house” is located).  The ramp will provide a much better and more convenient connection between the southwest side of the UWM campus, and the OLT, compared to the existing ramp options (the ramp at Riverside High School at Locust, and the trail connections at the Shorewood/Milwaukee border).  

(Above, images of the current steep and unsafe connecting trail at Cambridge and Hampshire.)

The new funds come from the federal Transportation Alternatives Program (“TAP”), and are designed to make it easier and safer for folks to choose to get around using non-motor-vehicle methods. 

(Above, images of the well-designed and safe bike/ped ramp connector at the Urban Ecology Center.) 

Construction on the project will not happen right away (as there is a 20% “local matching” requirement to TAP funds, and the County budget is already streatched thin). But the trail improvement on this part of the OLT is much closer to being built now, then it was before the Governor's announcement.   

For more details about this project, see the Governor’s Press Release, the State’s list of projects designated for TAP funds, and last year’s Urban Milwaukee article regarding the proposed project.

The securing of these funds is the result of several years of work/attention by many active transportation advocates, including at the Wis Bike Fed (e.g., Kirsten Finn, Dave Schlabowske, Jake Newborn), Greater Shorewood Bikers, and with the County (in particular, Jessica Wineberg, the County’s Trails Coordinator).