Detroit Cultural District V3

DETROIT CULTURAL DISTRICT

Mobility&Access 2019-2022

DETROIT CULTURAL DISTRICT

MOBILITY &

The Detroit Cultural District

Creating spaces that combine culture, civic infrastructure, and sustainable systems is essential for equitable urban regeneration.

The Cultural Center Planning Initiative (CCPI) will introduce civic infrastructure that’s smart, efficient, and serves all communities. Beyond the physical rejuvenation of public spaces, this initiative will create a sense of ownership and engagement between citizens and the cultural institutions that hold the keys to their history—and their future. The

CCPI proposes a comprehensive 80-acre campus that integrates green infrastructure; cultural engagement and inclusion; and urban biodiversity into an accessible space that is equally welcoming to all Detroiters and visitors.

While providing pedestrians the right of way, a shared street option on East Kirby Street safely combines cycling, social activities, parking for universal access, and local car traffic to create a shared public space. Eliminating the traditional segregation of motor vehicles, pedestrians and cyclists using bollards; varied textures in the hardscape; and signage create a shared and more vibrant streetscape.

Mobility & Access

More than a set of measures to optimize movement in the District, the CCPI Mobility Plan captures dynamic relationships by considering ways space shapes activities, objects, and ideas. Designed for fluid, efficient, and inclusive mobility, the Plan takes on the ethical dimensions of what’s mobile and what is not, who has access and who does not. It intentionally plans for movement, stillness, and transformation.

There are many factors that contribute to the CCPI Mobility Plan: street design, walkability, availability of active transportation routes, and the presence of open spaces for recreation. Specifically, the Plan addresses roadways, shared streets, bridges, pathways, bike lanes, final mile transportation systems, signage, activities in the public right-of-way, climate adaptation, and infrastructure equity. All of these considerations contribute to an integrated approach that improves the health, well-being, and sense of belonging for visitors to the District.

The CCPI Mobility Plan builds on a robust study completed by Arcadis in collaboration with ROWE Professional Consulting. The mobility study considers a range of data points: traffic volume and vehicular

speed; planned construction; existing transportation networks; bike share usage; and more. Arcadis’ analysis models the most ambitious proposal for a pedestrian centered network of street closures and bike share usage. The outcome illustrates that there is no significant vehicular disruption or major change to acceptable levels of service when road usage alterations are imposed. As a result, CCPI has worked with stakeholders institutions, residents, and local officials to tailor less restrictive shared street options that respond to collective needs. In this approach, CCPI shifts attention from the design of urban streets for automobile movement and safety, to include access, pedestrian safety, and mobility for all users. Environmental quality, economic benefit, enhancement of place, public health, and overall quality of life become fully integrated into the District.

Once realized, the CCPI’s Mobility Plan will create physical linkages to improve the overall experience of the Cultural District by plugging into existing transportation networks, reimagining land use for public programming, and ensuring that staying in the District is welcoming and affordable for all.

Shared streets create a more generous public space for programming and outdoor activities. Here, the International Institute serves patrons on their new World Cafe outdoor patio adjacent to the Square.

The District will be composed of four landscape elements and their interactions: The Square, The Band, The Ecotone, and The Necklace. Each of these are designed to be adjusted through stakeholder and public engagement. The elements will define the District in distinct ways by offering varied perspectives, engaging experiential sequences, and architecturally legible points of entry. The elements will also unify by bringing together a site that was formerly residential and

divided by streets or small plots.

Focusing on what will be shared, CCPI merges the district parts into a generous whole.

A pedestrian framework defines the boundaries of the district by transforming a network of auto-centric streets into a people-focused pedestrian experience. It welcomes the possibility of shared infrastructure while offering institutions generous spaces for outdoor programming and public amenities. CCPI’s adaptation offers a democratic foundation for an urban plan where each institution, big or small, connects equitably to public space and the District’s amenities.

A series of open green spaces highlights the historic axis of the Cultural District and creates adaptable eventscapes for daily exceptional activation. The surface parking lot on Brush is transformed into a Great Lawn by consolidating cars below grade. On Woodard Avenue, an ephemeral plaza emphasizes the well-proportioned relationship between the Detroit Institute of Arts and the Detroit Public Library, opening possibilities for seasonal happenings. Connecting the College for Creative Studies and Wayne State University, the Band integrates open spaces that unite the venerable campuses on both the east and west sides of the plan.

The Ecotone

The Ecotone incorporates nature into the city by merging infrastructure with the beauty of an inhabitable landscape, reimagining engineering and ecological requirements as a public attractor. In the form of two green zones bracing the District’s open plazas, the Ecotone addresses climate adaptation, provides valuable solutions to urban overheating, augments biodiversity, mitigates noise/air pollution, and introduces stormwater management at a district scale.

A meandering pathway that links the District with unique programming opportunities. If the Square is the destination, then the Necklace is the journey. The walking path connects smaller sites and experiences: sculptures, places for play, climate gardens, and other discrete activities, while offering moments for quiet reflection. A tool for navigating the District in an open-ended or theme-driven way, the Necklace creates distinct atmospheric experiences by facilitating intimate encounters with art, culture, and landscape.

The Square at the intersection of Farnsworth Street and John R Street looking west highlights a shared street that privileges pedestrian activity and creates space for commercial programs to activate the public life of the District.

THE DETROIT CULTURAL DISTRICT

Connecting to Networks

CCPI has coalesced in a vision of shared public space, watermanagement landscaping, and amenities that will serve an almost unparalleled density of institutions with rich artistic diversity and reach. The District currently welcomes two million visitors annually with another 70,000 students in the vicinity. As the comprehensive effort to reimagine and transform a nine-block neighborhood in Midtown Detroit into a preeminent, connected, and interactive cultural destination,

the District will grow its audience and impact.

The Plan starts by building an understanding of current users and existing transportation networks to create physical linkages that will improve the overall experience of the District.

A vibrant district needs to serve Detroiters on a daily basis, host activities that draw visitors from the Metropolitan area, and envision ways to make regional connections to invigorate the city.

Detroit and Southeast Michigan have set large-scale priorities and agendas that guide how the city might grow, develop, or change over time. The CCPI Mobility Plan takes these projections into consideration, integrating the long-term goals of the city with a strategy to fully integrate local and regional users.

District Reach

As Detroit looks expectantly toward a post-Covid19 world, rebuilding and renewing the city will be an important challenge. It will also be an opportunity for transformational change that can help create a greener, more inclusive, and more resilient city for all.

To that end, the Cultural District will offer a powerful source of hope for Detroit, aiming to reignite the economies and strengthen the resilience of local communities. The value of the Cultural District is immense, multi-layered, and far-reaching, promising to build community, increase social capital, attract resources, and elevate Detroit’s distinctive identity.

20,000 people live within a 15-minute walk to the District. Directly impacting families of Art Center, Medical Center, North Cass, Wayne State and New Center. CCPI has designed amenities for their daily use, shaping environments that are fundamental to the health and well being of local residents. Within a 15-minute vehicular radius, the District extends its footprint to include more than 115,000 people, impacting more than 20 percent of Detroiters. This area includes Highland Park, The North End, East Village, Corktown, and Woodbridge,

to name a few. Extending the radius to include a 60-minute drive expands the market to over million people.

As improvements to the District are made, the Plan will serve extended populations. It is critical to consider the many users and activities that will shape this public asset. The Plan considers existing transportation networks, upcoming changes to highway systems, and evolving development projects designed to ensure benefits to the city, its residents, and cultural tourists.

The Detroit Cultural District will contribute to and be shaped by the wider global community. It is designed to operate on an international scale, connecting with national and overseas partners, collaborators, and audiences. Global engagement will amplify opportunities for ideas and inspirations, elevate the visibility of Detroit-based artists, solidify cultural partnerships, and amplify opportunities for the city.

15 minute walk: ~ 20,000 people

30 minute drive: ~ 3,458,000 people

15 minute drive: ~ 117,500 people

60 minute drive: Over 2,000,000 people

The District is a cluster of creative and cultural activity concentrated within Midtown Detroit, designed to create, maintain, and nurture the conditions in which culture and creativity thrive. Adding significantly to the quality of urban life, the Plan takes daily users into account, carefully considers their needs, and ensures that new visitors to the District feel welcome. Currently, the District accommodates:

~400 employees working for the 12 institutions within the Cultural District; ~27,000 students from Wayne State University, and the College for Creative Studies, who are located in the heart of the Detroit Cultural District; ~50,000 Detroit public school students, who have the opportunity to visit the Cultural District at multiple points during their primary education through programs such as the Cultural Passport Initiative; ~100,000 visitors who attend large scale events, such as Dlectricty and Noel Night; ~1,500,000 total patrons visiting the District each year.

The Square at the intersection of Woodward Ave and East Kirby Street looking east highlights a shared street that privileges pedestrian activity and creates space for commercial programs to activate the public life of the District.

CCPI considers the many people and processes that shape the District’s Mobility Plan and its connection to existing transportation systems and streets. It models a district with a robust multimodal transportation network, suited to provide sustainable growth, equal economic opportunity, and a high quality of life to Detroiters. A walkable, cyclable, and transitoriented destination is what the Cultural District will be.

The District’s streets are reimagined to improve the urban context and to ensure a safe and dynamic public realm. They prioritize sustainable modes of transportation through dedicated space and consolidating automobile traffic to leave more room for other street activities that support urban life.

Public Transportation

There are three public transit networks that connect the District to the City: Detroit Department of Transportation (DDOT) buses, Suburban Mobility Authority for Regional Transportation (SMART) buses, and the QLINE.

DDOT Bus Route

With over 91,000 riders annually, DDOT is the largest public transit provider in Michigan that serves the City of Detroit, surrounding suburbs, and neighboring cities. Route 4 (Woodward Ave) has 4 stops in the District. Route 8 (Warren Ave) has 7 stops in the District. Route 16 (Cass Ave) has 6 stops in the District.

SMART Bus Route

As a network, SMART is Southeast Michigan’s only regional public transportation provider, offering transportation to Macomb, Oakland and Wayne Counties. SMART bus routes provide access to more than 67,000 businesses and 850,000 jobs. Route 445 has 1 stop in the District.

QLINE Streetcar Route

Launched in 2017, the QLine is Detroit’s streetcar system that runs along Woodward Avenue.There is 1 stop in the District.

Wayne State University Shuttle

Wayne State University offers three complimentary shuttle stops that serve the main campus, medical campus, and the Mike Ilitch School of Business. The university shuttles are available to all students, faculty, and staff who have a WSU OneCard. Riders are able to track the shuttle through the use of the SmartTraxx app, downloadable on Apple and Android devices. Each shuttle stop has posted signs and shuttle buses connections (from Wayne State University, more information available online).

College for Creative Studies Shuttle

College for Creative Studies’s private shuttle services, manned by a security officer, run between the Walter & Josephine Ford Campus and the A. Alfred Taubman Center for Design Education (1 mile apart) transports students between sites 24/7. (from College for Creative Studies, more information available online)

Originally known as the M-1 Rail, the QLINE streetcar opened in 2017. The QLINE follows the historic Woodward Avenue Corridor from the city’s Downtown to New Center and the North End. Spanning 3.3 miles, the QLINE connects an array of compelling Detroit destinations beyond the Cultural District: Little Caesars Arena, Detroit Symphony Orchestra, Comerica Park, and the Museum of Contemporary Art Detroit (MOCAD) to name a few. An economic and cultural spine, the QLINE runs directly through the Cultural District, connecting seamlessly to Detroit’s extended ecosystem of urban attractors.

In the future, the QLINE will extend access to the District by linking to the Detroit New Center Intermodal Facility planned to expand operations of the existing Amtrak Railway Station. The proposed Ann Arbor–Detroit Regional Rail system will strengthen existing transportation infrastructure, creating more regional links between the cities of Ann Arbor and Detroit along approximately 40 miles of rail.

MACK

CANFIELD

WARREN

FERRY

AMSTERDAM

BALTIMORE

CONGRESS

CAMPUS MARTIUS

MONTCALM THE Q LINE

ADELAIDE

The QLINE

MDOT INTERMODAL STATION

The service along the Michigan Line is proposed to operate eight round-trips each day: three during morning and afternoon rush-hours, one during the midday, and one in the evening according to the Regional Transit Authority of Southeast Michigan. An end-to-end ride is estimated to take 45 minutes, with stops in Ann Arbor, Ypsilanti, Wayne, Dearborn and the New Center neighborhood in Detroit. Of these stops, four are existing or proposed Amtrak stations, and one (Wayne) will be a new station used exclusively for the regional rail service

DDOT + SMART + QLINE ROUTES

The Detroit Department of Transportation (DDOT) buses, Suburban Mobility Authority for Regional Transportation (SMART) buses, as well as the Q-Line intersect the Detroit Cultural District. DDOT has 11 stops in the District along Woodward and Warren Avenue servicing Route 4 (Woodward Ave) and Route 8 (Warren Ave). SMART has 1 stop in the District that services the 851, 461, and 462 lines

Major Roadways

Major roadways connect the District to the city, offering entry points for automobile traffic. The highways surrounding the District are some of the most heavily traveled roads in Detroit. Interstate 75, running north and south between Interstate 94 and the Interstate 375 Interchange, and running east and west between the Interstate 375 Interchange and the Michigan State Highway 10 (The Lodge Freeway); and lastly the Michigan State Highway 10 running north and south between Interstate 94 and Interstate 75.

As relics of mid century urban renewal policies, the roadways also present challenges for pedestrians and adjacent neighborhoods. Understanding how they function and define the District helps develop solutions for greater accessibility and connectivity.

John C. Lodge Freeway

Also known as the M-10, the John C. Lodge Freeway runs from Detroit to West Bloomfield. The freeway was built during the 1950s and 1960s. When the intersection between the John C. Lodge Freeway and the Edsel Ford Freeway was constructed it was the first complete interchange between two freeways in the United States. The freeway was named after the mayor of Detroit from 1927 to 1928.

Edsel Ford Expressway

This expressway, also called the I-94, is part of one of the oldest urban highways in the country. After the United States entered World War II in 1941, construction began on the Willow Run Expressway to get Detroiters from the city to Willow Run Bomber Plant in Ypsilanti. Today, it is a small part of the 275 mile I-94 freeway that runs across southern Michigan. While this new interstate highway aided urban expansion, it also had devastating effects on certain urban areas, demolishing over 2,800 buildings and disproportionately affecting AfricanAmerican neighborhoods in Detroit. The highway was named to honor Edsel Ford, the only son of Henry Ford.

Walter P. Chrysler Freeway

Construction of the Chrysler Freeway began in 1959. As automobile manufacturers relocated to sites outside of the city, expressways also made it easier for workers to get from urban areas to the plants, which also led to a significant amount of highway construction. The southern segment was built through the Black Bottom neighborhood in the 1960s, paving over much of the neighborhood. Black Bottom was a historic district and home to many African-American entrepreneurs and businesses.

The Cultural District is framed by the Ford Freeway to the North, the Chrysler Freeway to the East, and the John C Lodge Freeway to the West. Warren Avenue is a major roadway to the South of the District, and Woodward Avenue bisects the site.

Woodward Avenue

Woodward Avenue was created after the Detroit Fire of 1805. The route followed the Saginaw Trail which ran from Detroit to Pontiac. The first mile of concrete paved roadway in the United States was located on Woodward Avenue. It still hosts a streetcar line (QLine) that operates along a 3.3 mile stretch.

Warren Avenue

Warren Avenue opened in 1869 and was named after Revolutionary War General Joseph Warren. As part of the Wayne State University master plan, Dumont Janks has proposed a “road diet” along Warren Ave that will reduce the lanes of traffic to five lanes leaving more space for cyclists and pedestrians.

WARREN AVENUE

WOODWARD AVENUE

CHRYSLER FREEWAY

JOHN C LODGE FREEWAY

FORD FREEWAY

Pedestrian Experience

In an automobile-centric city, the Cultural District Plan makes room for people. By removing the formal distinctions between spaces dedicated to pedestrians, cyclists, and motorized vehicles, the street is shared by everyone, with each user becoming increasingly aware and respectful of the others.

Positive pedestrian experience blends the physical qualities of public spaces (scale, materials, amenities) with programming

(enterprise and cultural life).

In turn, the management, organization, and governance of public spaces and the shared street networks that sponsor them ensure inclusive and dynamic outcomes.

Shared Streets

Streets are more than just a means of mobility. Streets are a public stage where urban life unfolds. From parades and festivals, to markets and public happenings, streets are where we come together with our neighbors and encounter people who are different from ourselves.

Streets typically represent the largest area of public space a neighborhood has. In the Detroit Cultural District, for example, 40% percent of the District is currently occupied by cars. Appropriately, the District’s streets will contribute to the public space network, adding vibrancy and activity with outdoor dining, public seating, artwork, and landscaping. For residents, shared streets will become places to meet neighbors and build communities. Shared treatments will make streets safer for all users.

Successful models have shown that shared streets work best where potential for pedestrian activity is high, while vehicular volumes remain low. CCPI takes advantage of this scenario in the Cultural District, transforming generous streets into spaces for public activity that balance the needs of diverse users in order to shape an enticing environment that ensures access, safety, comfort, biodiversity, and enjoyment for all.

DESIGNATED BIKE LANE

DESIGNATED BIKE LANE PUBLIC TRANSPORTATION ONE-WAY TRAFFIC TEMPORARILY CLOSED

The capacity of car-oriented streets and multimodal streets. This series of diagrams illustrates the capacity of the same existing street area to fulfill variable needs. In the first example, the typical street section allocates the majority of available space to motor vehicles, either moving or parked. In the multimodal street drawings, the street meets the requirement to balance allocation of space between cars, bicycles, access parking, and pedestrians. This redistribution of space allows for a variety of non-mobility activities such as seating and resting areas, bus stops, as well as trees, planting and green infrastructure.

Closures are most successful when programmed with events and activities throughout the day. Programs may include performances, seating, food stalls, and other activities. Here East Kirby Street is reimagined through a temporary closure allowing the Detroit Historical Museum to host an outdoor automobile exhibit.

Keeping Options Open

Roadways make up the vast portion of a city’s public spaces. Transforming them through temporary closures allows cities to take better advantage of their assets, especially at off-peak hours and on weekends. Closures call attention to neighborhood commerce and destinations, while increasing foot traffic on designated corridors.

Creating space for active recreation and exercise, temporary street closures align with larger public health goals and encourage residents to take advantage of existing hardscapes as public amenities. Temporary street closures transform urban experiences for pedestrians, cyclists, roller skaters, and final mile transportation travelers throughout the year. While many streets are periodically closed to traffic for special events, temporary street closures refer to streets with a regularly scheduled closing. Temporary east-west street closures considered in the CCPI plan are:

Open Streets

Streets defining the Square can be closed on weekends for a specific set of off-peak traffic hours. Open streets typically include pedestrians, bicyclists, and other recreational users,

as well as public and institutionally sponsored programs.

Play Streets

Low-volume streets can be closed for a specific portion of the afternoon and/ or weekend for play and recreation. Play streets will extend the activity of CCPI’s stakeholder campuses and schools as well as serve families in the area.

Pedestrian Streets

Pedestrian streets can be activated either on weekends or seasonally. They are based around cultural and community programming and events.

Markets

Streets can be fully or partially closed for a food fair or artisanal market. Markets will be activated seasonally and open during daylight hours.

The E-W Streets are reconfigured as shared streets along the Square. Each adjacent institution has a say in the level of access that will be maintained.

On East Kirby Street the design will retain functional vehicular access for drop-offs and service, but leave the rest of the interstitial space open to create cohesive flow between institutions, inviting cross-pollination between their visitors.

Setting an Example

CCPI starts with the most aspirational pedestrian model in order to build consensus and invite appraisal and adjustment around each shared street scenario in the District. Existing outdoor programs on an institutional and individual level are integrated and amplified. By unifying the horizontal ground plane, we will enhance access, increase safety, and create a destination where everyone feels comfortable, welcome, and accommodated.

Working with Arcadis, an ITS and Traffic Engineering firm, we tested whether this ambitious pedestriancentric plan would create a negative impact on traffic flux in the Cultural District. The results of the traffic study demonstrate that the impact of closing the E-W axis streets through the District has many benefits and few drawbacks. The VISSIM model - discussed further in Chapter 4confirms that the closure of E-W axis streets would cause no significant traffic disruptions to the overall area, and doing so invites partnering institutions to reimagine public space together.

As an example of how the open street negotiation model works, institutions

Center

and residents on East Kirby Street established collective goals, determined a shared street strategy that is mutually-beneficial, and agreed to a preferred model. The resulting option retained functional vehicular access for drop-offs and service, but left the rest of the interstitial space open to create cohesive flow between institutions, inviting cross-pollination between their visitors.

“Working on a shared street plan with institutional partners requires us to consider the culture and climate of what we do as individual entities and as a collective in the future. We know our urban context is changing. And to meet shifting community goals and priorities, we need to prepare for the extents of that change over time.

Oliver Ragsdale, President, The Carr

The streets along the east - west axis of the plan combine cycling, pedestrians, social activities, parking, and local car traffic to create a shared public space. Each adjacent institution participated in determining a shared street strategy and a preferred level of access to be maintained.

Temporary closures defining the open street model create spaces for play, block parties, street fairs. Open streets demonstrate the range and diversity of ways in which a city’s streets may be utilized and reimagined. Whether designed to host seasonal or weekly events, temporary closures can activate the street and showcase participating businesses, cultural programs, and communities.

Drop off access is maintained according to an established schedule, and may be limited to local deliveries, pick-ups and drop-offs, necessary city service vehicles, utility vehicles, and emergency vehicles.

Pedestrian Safety

There are proven steps we can take to increase safety for people walking, biking, and rolling. We can take a systemic approach, which, instead of assuming perfect individual behavior, looks to procedures and designs to make our streets safer. Such an approach requires us to work holistically, and combine considerations of state and city policies.

on automobiles. Redesigning streets doesn’t just improve safety; it also transforms them from vehiclecentered arteries into public spaces. The benefits of these design improvements in the District will strengthen local businesses while helping residents feel more connected to the community.

Addressing High Volume Thoroughfares

Reducing Speed Limits

Higher speed limits lead to higher risks for pedestrians and drivers alike. There are proven methods to set safe speed limits, including: engineered approaches, signal optimization, and expert mobility systems. Working with Arcadis, the Design team has identified a number of opportunities in the District to slow traffic on Woodward Avenue, optimize flow on Warren Avenue, and minimize vehicular access on east-west streets.

Focusing on Design

The CCPI plan will create safer and more pleasing environments for pedestrians and cyclists by improving street design: from adjusting traffic lanes; to introducing high-visibility crosswalks; to changing hardscaping materials and improving signaling; to ensuring sidewalk networks are connected and accessible. CCPI also integrates public transit into the plan in order to decrease reliance

A review of every pedestrian accident throughout the District shows, unsurprisingly, that large arteries are the most dangerous. Wide, fast, high-traffic thoroughfares prove particularly unsafe for people walking, and require new approaches to street design that is efficient and beautiful. The District plan prioritizes Woodward and Warren Avenue, which in their current configurations sever the east and west sides of the Cultural District and cut the neighborhood off from urban areas south of Warren Avenue.

Giving the State, City, and Residents a Say

Woodward Avenue, also known as the M-1, is a north–south state trunkline highway in Metro Detroit. Detroit’s unofficial “main street”, Woodward runs from Detroit north-northwesterly to Pontiac. The Federal Highway Administration (FHWA) has listed the highway as the Automotive Heritage Trail, an All-American Road in the

National Scenic Byways Program. It has also been designated a Pure Michigan Byway by the Michigan Department of Transportation (MDOT), and was included in the MotorCities National Heritage Area designated by the US Congress in 1998. This means that a number of government agencies have been engaged in imagining a better visitor experience on Woodward Avenue in the Cultural District. This includes: SEMCOG, MDOT, the Planning and Development Department and the Office of Mobility Innovation at the City of Detroit, and of course, residents, among others.

Planning for Tomorrow

The future of mobility is at a crossroads. Trends are showing notable decreases in individual auto sales, replaced by ride sharing services. In parallel, growing environmental consciousness casts the spotlight on emissions concerns and advances the importance of electric vehicles. With these projections in mind, the CCPI plan will incorporate EV charging stations in every parking garage, and ridesharing drop-off locations proximate to Institutions.

Pressing safety concerns at key intersections on Woodward Ave include long crossing times across eight lanes of traffic, and potential for collisions between motorists, pedestrians, and non-motor-driven wheeled vehicles.

Mitigating Risk

Many factors contribute to the risk of collisions, including speed, road design, signage, environmental conditions, and human behavior. Tracking vehicle and pedestrian collisions between 2015-2018, we can see that all of the intersections along Warren Avenue are significant challenges for safety. The current boulevard design encourages speed of operation and prohibits left turns at many of these intersections. Mitigating the ongoing risk of collision is a top priority for everyone in the District, especially Wayne State University, which addresses this issue in their current master plan. The intersection of John R Street and Warren is a particular challenge due to the change in the number of lanes on one side of the intersection compared to the other. Additionally, access to the above ground car park on John R Street creates an accident prone area for both people and vehicles as visitors access the lot.

RomoGIS’s study shows that the most common day and time for accidents throughout the area is Thursday evenings at approximately 7:40 p.m.

Right: In 2015, there were a total of 102 total crashes within the District. In 2018, there were a total of 101 total crashes within the District. On average, the number of crashes per year was approximately 97 crashes in the District, remaining rather consistent across the number of reported crashes per year and prominent crash locations.

The Cultural District will connect with pedestrian and bike mobility networks including the Dequindre Cut/Eastern Market, the Riverfront, and other travel routes as pictured above.

Prototyping A Connected District

The mobility study for CCPI modeled the most ambitious pedestrian-centric plan to understand its impact on the flux of traffic through the Cultural District. This included: converting all east-west streets to a fully pedestrian square; slowing traffic along the north-south arteries; and closing John R between Frederick and Farnsworth Streets.

The resulting analysis showed that these bold interventions will create no significant impact on traffic through the District.

Consequently, the strategy allows the design to negotiate between the aspirational and the functional, and invites stakeholders to weigh in on the future level of access street by street.

Level of Service (LOS)

According to the most recent edition of the Highway Capacity Manual (HCM), level of service (LOS) is a qualitative measure describing operational conditions of a traffic stream or intersection (The Highway Capacity Manual, 6th Edition, 2016). LOS ranges from A to F, with LOS A representing desirable traffic operations characterized by low delay and LOS F representing extremely poor traffic operations characterized by excessive delays and long vehicle queues. LOS D or above is generally considered to be acceptable in an urban/suburban area. The Highway Capacity Manual (HCM) defines levels of service as:

Level of Service A: Free-flow traffic with individual vehicle users are virtually unaffected by the presence of others in the traffic stream.

Level of Service B: Stable traffic flow with a high degree of freedom to select speed and operating conditions but with some influence from other users.

Level of Service C: Restricted flow that remains stable but with significant interactions with others in the traffic

stream. The general level of comfort and convenience declines noticeably at this level.

Level of Service D: High-density flow in which speed and freedom to maneuver are severely restricted and comfort and convenience have declined even though flow remains stable.

Level of Service E: Unstable flow at or near capacity levels with poor levels of comfort and convenience.

Level of Service F: Forced traffic flow in which the amount of traffic approaching a point exceeds the amount that can be served. LOS F is characterized by stop-and-go waves” poor travel times; low comfort and convenience: and increased accident exposure.

Pressing safety concerns at key intersections on Woodward Ave, include long crossing times across six lanes of traffic and potential for collisions between motorists, pedestrians, and non-motordriven wheeled vehicles.

District intersections, M-1 Main Route

How CCPI Models Traffic

The CCPI mobility study utilized Synchro and VISSIM analysis and optimization softwares to model the current LOS within the District and to assess the plan’s future impacts.

Synchro: Synchro is a macroscopic analysis and optimization software application. Synchro supports the Highway Capacity Manual’s (HCM) 6th Edition, 2010 and 2000 for signalized intersections, unsignalized intersections and roundabouts. Synchro also implements the Intersection Capacity Utilization method for determining intersection capacity.

The Synchro model analyzed existing conditions and background improvements for the AM and PM peak hours at 40 intersections within, and in proximity to, the District footprint. Vehicular, pedestrian, and cyclist turning movement counts (TMCs) were collected at the study intersections during the weekday AM (7 to 9 a.m.) and PM (4 to 6 p.m.) peak periods. The study was conducted in September 2020 and charted prepandemic mobility volumes.

VISSIM: VISSIM is a microscopic multi-modal traffic flow simulation software that the CCPI team used

to evaluate the implementation of pedestrian-only streets and lane reductions on Woodward and Warren Avenue. At the most basic level, VISSIM is a visual block diagram that uses key intersections within the district to evaluate traffic flow during every hour of the day.

The VISSIM model provides a more in-depth analysis of the M-1 corridor (Woodward Avenue) from the EB I-94 Services Drive to Mack Avenue. VISSIM models were completed in the AM and PM peak hours for existing and proposed alternative conditions and included the Q-Line along with other multi-modal transportation routes.

OFFICE

CADILLAC PLACE COMMERCIAL 3044 W GRAND BLVD

ORCHESTRA PALCE 3663 WOODWARD AVE

MIXED-USE MEDICAL

THE BOULEVARD 2911 W GRAND BLVD

BALTIMORE STATION II 66 E BALTIMORE AVE

SUGAR HILL GARFIELD ST / JOHN R STREET

MIDTOWN WEST 4118 JOHN C LODGE SERVICE DR

SELDEN CORRIDOR 644 SELDEN ST

TEMPLE DETROIT 640 TEMPLE ST

CHROMA 2937 E GRAND BLVD

6001 CASS 6001 CASS AVE

SOMA 3510 WOODWARD AVE

THE WOODWARD BUILDING 1449 WOODWARD AVE

CITY MODERN 318 EDMUND PL

BREWSTER DOUGLAS AT BRUSH PARK 2700 ST. ANTOINE ST

HFHS CANCER CENTER 2799 W GRAND BLVD

HENRY FORD - DETROIT PISTONS PERFORMANCE CENTER 690 AMSTERDAM ST

ST. REGIS HOTEL 3071 W GRAND BLVD

WSU ARENA WARREN / TRUMBULL

WSU HILBERRY GATEWAY PERFORMANCE COMPLEX 4743 CASS AVE

Modeling the District Now

To determine the potential impact of the District plan, the CCPI mobility study first established a baseline for understanding of current traffic conditions, and the level of service each intersection provides. The results of the HCM operational analyses for the intersections within the study limits for existing conditions are summarized below:

Cass Avenue Corridor:

All approaches at every intersection along the Cass Avenue Corridor operate at a LOS C or better during the AM and PM peak hours.

Woodward Avenue Corridor:

All approaches at every intersection along the Woodward Avenue Corridor operate at a LOS D or better during the AM and PM peak hour, except the westbound Warren Avenue approach. At Warren Avenue the intersection operates at a LOS F during the AM peak hour. An additional challenge to traffic flow currently occurs at the westbound Ferry Street approach, which operates at a LOS E during the PM peak hour. Note that at

both W. Ferry and Warren Avenue intersections, the overall intersection operates at an acceptable LOS (A and D, respectively).

John R Street Corridor:

All approaches at every intersection along the John R. Street Corridor operate at a LOS C or better during the AM and PM peak hours.

Brush Street Corridor:

All approaches at every intersection along the Brush Street Corridor operate at a LOS D or better during the AM and PM peak hours.

East/ West Warren Avenue Corridor:

All approaches at every intersection along the E.W. Warren Avenue Corridor operate at a LOS D or better during the AM and PM peak hour except for the westbound Warren Avenue approach, which operates at LOS E during the AM peak hour. Note that the Warren Avenue at St. Antoine intersection operates at an acceptable LOS in the AM peak hour (LOS D).

Left: Initiatives in the area, ranging from office to mixed-use development, were taking into consideration with Phase II research, projecting how traffic patterns would change going forward. We need to design a District that serves not only the current mobility needs, but those of a growing and thriving urban condition. These kind of projects in this configuration may or may not come to bear 10 years down the line. We’ve been incredibly conservative in the modeling of the mobility, taking future growth for granted and into account.

Tested Geometric Modifications

The mobility study for CCPI modeled the most ambitious pedestrian-centric plan to understand its impact on the flux of traffic through the Cultural District. This included:

• Conversion of Putnam Street from one-way to two-way traffic from Cass Avenue to the parking garage entrance and vacation of Putnam Street from the parking garage to Woodward Avenue (M1) with limited access

• Vacation of Kirby Street from Cass Avenue to John R. Street with limited access

• Vacation of Farnsworth Street from the parking structure just east of Woodward Avenue (M- 1) to John R. Street with limited access for deliveries or bus drop off

• Vacation of Farnsworth Street from John R. Street to Brush Street with limited access

• Vacation of Frederick Street from John R. Street to Brush Street with limited access

• Conversion of John R. Street from one-way to two-way traffic from Warren Avenue to Farnsworth Street and vacation of John R. Street from Farnsworth Street to the alley just south of Ferry Street with limited access

• Conversion of Brush Street from one-way to two-way from I-94 south to Canfield Street

• Reduction in lanes on Woodward Avenue (M-1) from seven lanes (3 lanes in each direction with a center left turn lane) to a fourlane cross-section (2 lanes in each direction) with a Traffic Analysis: Phase 2 – Future Conditions Midtown Detroit, Inc. Page 5 Executive Summary Section I Section II center median island from Warren Avenue to Ferry Street. Left turn bays in the median will be included for southbound Woodward Avenue (M-1) at Farnsworth.

• Reduction in lanes along Warren Avenue from three lanes with fourth parking lane in each direction to two lanes with a protected bike lane and marked parking. This proposed crosssection applies for westbound traffic from Anthony Wayne Drive to St. Antoine Street and for eastbound traffic from the Lodge Service Drive to Brush Street. Auxiliary lanes are provided as needed at the following intersections: Westbound left at Brush Street of Eastbound left at John R. Street, Eastbound and westbound right at Woodward Avenue (M-1), Eastbound and westbound right at Cass Avenue

Most ambitious pedestrian-centric mobility plan for the District: E-W Streets are transformed into a pedestrian network, lane reductions slow traffic along Warren and Woodward Avenue, and all vehicle access is maintained along Cass Avenue and Brush Street.

• Removal of direct left turns at Woodward Avenue (M-1) and Warren Avenue

• Conversion of traffic signals at Woodward Avenue (M-1) and Farnsworth Street and Woodward Avenue (M-1) and Kirby Street to midblock pedestrian crossings with widened pedestrian crosswalks and pedestrian-actuated traffic control signals.

• Installation of new traffic signal at Woodward Avenue (M-1) and East Ferry Street

• Conversion of a minor stop to a four-way stop control at Brush Street and Palmer Street and Brush Street and Ferry Street

Modeling CCPI’s Impacts

Arcadis Design & Engineering

Consultancy and ROWE Professional Services completed a mobility study that confirmed after geometric changes were implemented all intersections studied still operated at an overall acceptable level of service.

Among many considerations, the study projected an estimated future targeted institutional visitor growth rate of 20 percent over a period of 10 years. Therefore, the number of new inbound Cultural Center visitors was calculated by applying the 20 percent growth factor to the AM and PM peak hour visitor demand. The Institute of Transportation Engineers (ITE) Trip Generation Manual was referenced to project outbound visitor demand based on the directional distributions provided for land use types “Museum” and “Library”. Finally, to maintain a conservative analysis, it was assumed that each inbound and outbound visitor trip equated to a single-occupant inbound or outbound vehicle trip.

Overall, 121 new vehicle trips were projected for the AM peak hour (99 inbound and 22 outbound) and 350 new vehicle trips were projected for the PM peak hour (66 inbound and 284 outbound) in the 2030 horizon year analysis. All data used in the calculation of new vehicle trips associated with the projected 2030

institutional visitor increase have been appended to the report.

As was the case with the analysis of background conditions, the Southeast Michigan Council of Governments (SEMCOG) provided data regarding projected traffic volume growth to the horizon year of 2030. These data included peak hour person trips originating from and destined to all 2,799 of the SEMCOG model Traffic Analysis Zones (TAZ) in the following seven counties: Wayne, Oakland, Macomb, St. Clair, Livingston, Washtenaw, and Monroe.

All peak hour person-trips identified in the model that originated from and were destined to the two TAZs that contained the stakeholder institutions comprising the Cultural Center (bound by I-94 in the north, Brush Street in the east, Cass Avenue in the west, and Warren Avenue in the south) were considered in the analysis of the future trip distribution.

The results of the HCM operational analyses for the intersections within the Woodward Avenue (M-1) Corridor indicate that, with the addition of future traffic, all approaches at each intersection along the corridor operate at a LOS D or better during the AM and PM peak hour. One exception was identified for the westbound Farnsworth Street approach, which

operates at an overall acceptable LOS B. However, during the PM peak hour the LOS drops, but can be resolved through signal optimization at the intersection.

Cass Avenue Corridor

The results of the HCM operational analyses indicate that, under future conditions, all approaches at each intersection along the corridor operate at LOS D or better during the AM and PM peak hours.

Woodward Avenue (M-1) Corridor

The results of the HCM operational analyses indicate that with the addition of future traffic, all approaches at each intersection along the corridor operate at LOS D or better during the AM and PM peak hour, except for the westbound Farnsworth Street approach, which operates at LOS F during the PM peak hour. Note that the overall intersection at Woodward Avenue and Farnsworth Street continues to operate at an acceptable LOS (B).

along the corridor operate at LOS C or better during the AM and PM peak hours.

Brush Street Corridor

The results of the HCM operational analyses indicate that, under future conditions, approaches at each intersection along the corridor operate at LOS D or better during the AM and PM peak hours, except for the northbound Brush Street approach at Palmer Street which operates at LOS E during the PM peak hour. Note that the overall intersection at Brush Street and Palmer Street continues to operate at an acceptable LOS (D).

East/West Warren Avenue Corridor

John R. Street Corridor

The results of the HCM operational analyses for the intersections indicate that, under future conditions, all approaches at each intersection

The results of the HCM operational analyses indicate that with the addition of future traffic, all approaches at each intersection along the corridor operate at LOS D or better during the AM and PM peak hour, except for the southbound Anthony Wayne Drive approach which operates at LOS E. Note that the overall intersection continues to operate at acceptable LOS in the PM peak hour LOS (C).

OVERALL LOS BEFORE: B (11.2)

OVERALL LOS AFTER: A (4.9)

OVERALL LOS BEFORE: A (0.8) OVERALL LOS AFTER: A (4.3)

OVERALL LOS BEFORE: B (19.2)

OVERALL LOS AFTER: N/A

The results of the HCM operational analysis for the intersections within the Woodward Ave. (M-1) Corridor indicate that with the addition of future traffic, all approaches at each intersection along the corridor operate at a LOS D or better during the AM (pictured here) and PM peak hour, except for the westbound Farnsworth St. approach, which operates at a LOS F during the PM peak hour. Note that the overall intersection at Woodward Ave. and Farnsworth St. continues to operate at an acceptable LOS B.

OVERALL LOS BEFORE: B (19.5)

OVERALL LOS AFTER: A (2.3)

OVERALL LOS BEFORE: D (44.0)

OVERALL LOS AFTER: C (25.9)

The results of the HCM operational analysis for the intersections within the East/West Warren Avenue Corridor indicate that with the addition of future traffic, all approaches at each intersection along the corridor (detailed in the Arcadis full report) operate at a LOS D or better during the AM and PM peak hour, except for the westbound Warren Avenue approach at St. Antoine Street, which operates at a LOS E during the AM peak hour. Note that the overall intersection continues to operate at an acceptable LOS D.

OVERALL LOS BEFORE: A (5.1) OVERALL LOS AFTER: C (30.7)

OVERALL LOS BEFORE: B (19.5) OVERALL LOS AFTER: B (17.8)

OVERALL LOS BEFORE: D (44.0) OVERALL LOS AFTER: C (25.9)

A Closer Look at VISSIM

In response to a request by the Michigan Department of Transportation (MDOT), a corridor study was completed for M-1 (Woodward Avenue) from the EB I-94 Service Drive to Mack Avenue in the City of Detroit, MI for the Cultural Center Planning Initiative (CCPI).

VISSIM, part of PTV Vision integrated software for transportation planning and traffic engineering tasks, is a microscopic simulation software for modeling traffic flow on arterial streets as well as freeways. The software was used to simulate and analyze various design alternatives and conduct traffic impact studies at a granular urban level. The output included measures of effectiveness such as traffic volume, mean speed, travel times, delay, queue length, number of stops, timespace-diagrams; integration of public transportation such as buses and the Q Line; and signal control data such as minimum, maximum, and average green time per signal group/phase.

In response to a request made by the Michigan Department of Transportation (MDOT), a corridor study was completed for M-1 (Woodward Avenue) from the EB I-94 Service Drive to Mack Avenue in the

City of Detroit, MI for the Cultural Center Planning Initiative (CCPI). VISSIM models were completed in the AM and PM peak hours for existing, no build, and proposed alternative conditions.

The operational analysis of the existing, no build, proposed alternative scenarios indicates that most of the approaches and movements at the study intersections operate at LOS D or better, which is considered acceptable. The movement that experiences a LOS less than D can be improved through traffic signal phasing optimization. Some queue lengths exceed 600 feet (24 vehicles). Further traffic signal timing optimization along the M-1 (Woodward Avenue) corridor could reduce these forecasted queues.

Street by Street

There are no significant negative impacts to the overall LOS for the District in the most ambitious pedestrian plan, the mobility model is a call to action. It invites all stakeholder institutions and adjacent residents to negotiate a common vision for each street.

This requires that participants in the co-design of each street take into account current programs and operations; dream big about what public space can sponsor in the future; and ensure that functional

needs are met. What follows are examples of design outcomes created through the open street negotiation model with input from institutions and residents in the District.

The process helped establish collective goals, determined a shared street strategy that is mutually-beneficial, and agreed to a preferred model.

CassAvenue

Above: Cass Avenue, Proposed Mobility Scheme

Next Page: Cass Avenue, Reimagined

West Kirby Street, Existing Conditions

CassAve.

Above: West Kirby Street, Proposed Mobility Scheme

Next Page: West Kirby Street, Reimagined

WestKirbySt.

EastKirbySt.

WoodwardAve.

East Kirby Street, Existing Conditions

FerrySt.

WoodwardAve.

NEW PARKING ENTRANCE

LIMITED ACCESS: DROP-OFFS + EMS

EastKirbySt.

Above: East Kirby Street, Proposed Mobility Scheme

Next Page: East Kirby Street, Reimagined

ENTRANCE

31 ON-STREET PARKING SPACES RELOCATED

JohnR.St.

Putnam Street, Existing Conditions

MOBILITY BOLLARDS PutnamSt.

FarnsworthSt. WoodwardAve. PARKING

Above: Putnam Street, Proposed Mobility Scheme

Next Page: Putnam Street, Reimagined

CassAve.

WarrenAve.

Farnsworth Street, Existing Conditions

LIMITED ACCESS: PARKING ENTRY + EXIT

Above: Farnsworth Street, Proposed Mobility Scheme

Next Page: Farnsworth Street, Reimagined

33 ON-STREET PARKING SPACES RELOCATED

WarrenAve.

John R. Street, Existing Conditions

JOHN

STREET BY STREET

Proposed changes to Woodward produce the opportunity to create a generous ephemeral plaza between the Detroit Institute of Arts and the Detroit Public Library for large-scale events such as DLectrity and Noel Night.

Woodward Avenue Proposal

Woodward Avenue, commonly known as the M-1 Corridor, is the north–south state trunkline highway in Metro Detroit that divides the District. The Federal Highway Administration (FHWA) has listed the highway as the Automotive Heritage Trail, an AllAmerican Road in the National Scenic Byways Program. It has also been designated a Pure Michigan Byway by the Michigan Department of Transportation (MDOT), and was also included in the MotorCities National Heritage Area designated by the US Congress in 1998.

In order to connect the east and west sides of the District, improve pedestrian safety, and increase capacity for shared programming, CCPI modeled a reduction of Woodward Avenue to two-lanes in each direction with speed suggestions. This represents a reduction in lanes on M-1 (Woodward Avenue) from seven lanes (3 lanes in each direction with a center left turn lane) to a four-lane cross-section (2 lanes in each direction) with a center median island from Warren Avenue to Ferry Street. Left turn bays in the median will be included for southbound M-1 at Farnsworth. Traffic patterns will benefit from removal of direct left turns at M-1 (Woodward Avenue) and Warren Avenue. These changes produce the opportunity to create a generous ephemeral plaza between the Detroit Institute of Arts

and the Detroit Public Library when Woodward Avenue is shut down for events.

While these transformations represent a bold vision for the unification of the District, an interim solution to improve pedestrian experience may be achieved through improvements to crosswalks; updated signage and signaling; and extension of sidewalks.

Any alteration to Woodward Avenue needs to be approved by MDOT, the City of Detroit, and coordinated with the Q Line and other public transportation routes.

The Future of Mobility

Amidst continued urbanization and environmental concerns, new forms of mobility are critical to support tomorrow’s cities and their economic activity. Many US cities have mobility systems that suffer from congestion, inefficiency, and high costs. CCPI plans for the future and aims to address needs for convenient, safe, and economic mobility which improves health and the environment.

Mobility is undergoing a transformational technological,

social, and economic shift shaped by three key forces: electric vehicles and alternative powertrains; connected and autonomous vehicles; and on demand mobility services.

Integrating these innovations into the Cultural District Plan creates outcomes that are as groundbreaking as they are enduring.

Micro Mobility and CCPI

Micro mobility refers to a range of small, lightweight, generally low-speed vehicles and conveyances that can be electric or human-powered, privately owned, or part of shared fleets. Micro mobility devices include most small, predominantly one-person vehicles that are not gas-powered, such as bicycles, e-bikes, electric scooters, and electric skateboards. Most micro mobility devices fit within a standard bike lane or sidewalk. Although the term applies to everything from skateboards to wheelchairs, the term gained popularity when fleets of bikes and scooters flooded city streets in the 2010s, kicking off a revolutionary trend that has altered the way planners and policymakers think about and regulate street space in many cities.

Micro mobility received another boost during the recent pandemic. With city residents seeking more isolated and hygienic ways to get around, these light and individual modes of transportation stepped into the limelight as a viable supplement to public transportation. Electric scooter sharing platforms, for instance, reported a significant uptick in new ridership and extended times of use. Large auto manufacturers, including Ford and General Motors, began to invest in the micro mobility industry.

Our District

In the District, micro mobility hubs are safe and accessible infrastructure that will support micro mobility devices to bridge the gap between public transit options (bus and QLine), replace cars for short trips, and will connect to parking structures, EV charging stations, MoGo bicycle sharing, ride-sharing drop offs, and electric scooters.

Bike Sharing

MoGo is an active transit system of on-demand bikes that serves a wide range of people and needs. Striving to be a leader in ensuring all people in metro Detroit have access to equitable and reliable transportation, MoGo offers affordable pass and payment options while providing innovative programming that promotes health, safety, and connectivity. By forming partnerships with other organizations to reduce barriers to biking, MoGo is focused on getting people where they need to go in a convenient, affordable, and fun way.

Currently, there are two MoGo stations located within the Cultural District. The first is on Kirby across from the Detroit Historical Museum. The second is on Farnsworth adjacent

CURRENT MOGO STATION

CURRENT MOGO STATION

Above: Micro mobility hubs are safe and accessible infrastructure that will support micro mobility devices to bridge the gap between public transit options, replace cars for short trips, and will connect to parking structures, MoGo bicycle sharing, ride-sharing drop offs, and electric scooters.

to the DIA, the RAC, and the MSC. As the plan for the District progresses, the project team will assess needs of patrons and facilitate conversations about additional stations if necessary.

Ride Sharing

Ride-sharing, or shared mobility, is defined as an “innovative transportation strategy that enables users to gain short-term access to transportation modes on an asneeded basis.” It can include various forms of transportation, such as

platform-based ride services like Uber and Lyft.

The District offers designated transportation zones that work with smartphone applications. Ridesharing companies can pick up and drop off at these designated locations.

.

ZIP CAR PICK-UP AREA

LYFT RIDESHARE ZONE

ZIP CAR PICK-UP AREA

Two underground parking garages will address parking demand in the District

DIA EXISTING UNDERGROUND

CAR PARK: 336 PARKING SPOTS

NEW UNDERGROUND CAR PARK: 282 PARKING SPOTS

DHS DROP OFF AREA

DPL DROP OFF AREA

All drop-off locations in the District will be maintained or reconfigured in order to retain access to all institutions.

CCS DROP OFF AREA

DIA DROP OFF AREA CHW DROP OFF AREA

EV charging stations will be introduced to parking garages and surface lots within the District.

EV CHARGING AT WAYNE UNIVERSITY’S PARKING

UNDERGROUND EV CHARGING AT BRUSH STREET CAR PARK

CHARGING INTRODUCED IN DIA’S JOHN R LOT

UNDERGROUND EV CHARGING AT WOODWARD AVENUE

WAYNE STATE DECK

Above: Dumont Janks’ proposed changes to Wayne State University’s campus buildings

Wayne State University Building Cultural District Connections

Repurposed Building

*Source: Traffic Study from Dumont Janks’ Wayne State Masterplan

PRENTIS PLAZA

WARREN AVE

Wayne State University

CCPI cannot exist on its own and, in addition to the mixed-use development in the District, the University is a huge component of the plan to expand mobility and access in the area. With two master plans coming together, it’s crucial to create continuity—especially on the shared axial thoroughfare of Warren Ave. The plan already proposes to reduce Warren from eight traffic lanes to four; to expand sidewalks and bike lanes around the District; and extend that intervention beyond Woodward all the way to the highway.

Beyond the continuity it will create through the University and the Cultural District, it returns Warren Ave to a pedestrian experience. It creates shade as infrastructure; signage and urban markers that welcome people; and intuitively highlight Warren as the gateway to the District. By slowing down traffic and doubling or tripling sidewalk scale, we foster a pedestrian experience that is safe, generous, visible, and shaded. At the same time, it

creates a cohesive suture between the two highways. Rather than a corridor, we create an envelope of protection for safe and enjoyable cultural and urban exploration. Further, narrowing the run of automotive traffic along Warren helps bridge the Cultural District to existing commercial infrastructure currently separated across Warren from the dense residential pockets in the area. This intervention is not just serving people visiting the District, or students at the university, but helping institutions, local commerce, and neighborhood residents.

“

Rather than a corridor, we create an envelope of protection for safe and enjoyable cultural and urban exploration

Jean Louis Farges Principal, Akoaki

Plugging Into The District In Conversation With Ashley Flintoff

Sarah Carter (SC): Prior to the Cultural Center Planning Initiative, Wayne State University launched its own master planning process to reimagine a more connected and dynamic campus. Can you talk a little bit about that initiative and your involvement?

Ashley Flintoff (AF): The previous master plan for the university was completed in 2000. So, it was almost 20 years old when we revisited it in 2018 - it was definitely time for a refresh! We determined that instead of just updating a 20 year old plan, we wanted to do a comprehensive rework of the campus. This required a deep dive into operations and utilizations in order to develop a framework to guide the university’s decision-making around the physical environment and infrastructure.

Ashley Flintoff, Director of Planning and Space Management, works with the Facilities, Planning and Management department to document and steward the physical infrastructure on Wayne State University’s campus. When she is not assessing buildings, contributing to master planning, or overseeing projects, you will find her walking her dogs along Gullen Mall. Design team member Sarah Carter sat down with Ashley to understand how the CCPI project and Wayne State’s master plan connect.

Do you see productive overlaps and commonalities between the CCPI process and Wayne State’s framework?

Yeah, absolutely. The Wayne State campus plan process took about 14 months to develop. The final plan was approved in 2019 by our Board of Governors. Over the course of that process - very similar to the CCPI process - we completed an extensive amount of outreach engagement. I think the last time I calculated it, we talked to over 900 individuals, and had over 200 interactions through focus groups, town halls, one-on-one, and meetings with all key constituencies.. That doesn’t even include the breadth of interactions that we had with the CCPI planning team to ensure that the symbiotic efforts aligned.

Could we talk about when the two planning initiatives began to intersect?

We first engaged with CCPI around the middle of our master planning process. The timing was perfect because we were far enough along to identify the main themes and strategies of each plan, and to recognize their productive overlaps. CCPI easily offered opportunities for the campus to plug in and to create seamless transitions between the two plans. We see the cultural center as an extension of our campus. Not that we own it, but that it is an amazing amenity across the street. We want our students and our faculty and staff to think of it as part of the overall campus experience.

Both plans do have common concerns. For one, a concern not only with building, but with the quality of the public space between them. Could you comment on Wayne State’s treatment of what we might consider the “interstitial landscape” in the plans.

Wayne State has been an urban campus since it was established in 1868we’re very proud of that, and want to celebrate that we don’t have a physical barrier. We are integrated into the fabric of the city: no fence, no gate, no walls. There are of course intangible barriers that may be perceived. Much of what we’re doing centers on identifying and diminishing those perceived barriers to create a more accessible and welcoming built environment.

The beauty of our urban campus is that we are stitched into the very fabric of the city. We offer effortless connections with CCPI, its cultural institutions, Midtown, and the metropolitan region beyond. This ensures our institutional thresholds are easy to traverse and inviting for all.

SC The campus connects students to the cultural district and the city, but also provides extraordinary amenities for all Detroiters. Can you comment on how that works?

A campus without barriers is a public amenity. Gullen Mall, our central pedestrian campus axis, creates a public space where neighbors walk dogs, enjoy open space, mix, and encounter some of the city’s best modern buildings. Our Yamasaki buildings, among other architectural gems, are internationally recognized, drawing both design aficionados and casual sightseers. Connections to the cultural district point visitors to some of the city’s more beloved cultural resources: the Public Library, the Historical Museum, and the DIA just across Woodward.

Let’s zoom into the connection between CCPI and the Wayne State Campus. Prentiss Hall seems to be an important potential link.

Great point. Prentiss Hall, a Yamasaki building, offers a natural threshold between the campus and the cultural district. Reimagined as a community hub for the arts, it offers ample opportunity for activation. At Dlectricity we illustrated how that might work by hosting an installation. It was awesome! It demonstrated how the building could operate as a gateway to our campus.

More broadly, we are continuing to explore how the campus meets Cass Avenue and seamlessly integrates elements from the Cultural Center plan.

Wayne State serves a significant student population. Could you describe the way students interact with the campus currently? Is there a value to what they bring to the cultural district?

With just under 30,000 students, our student body is significant and draws primarily on enrollment from a hundred mile radius to the university. Many of our students are commuters who engage the campus and then return to different communities. Our international population is consequential as well. With the geographic and demographic diversity of our community, our campus activates the physical environment, spaces in Midtown, and ultimately far beyond our immediate footprint. Our students are an invaluable asset to the district, radiating their experiences back to neighborhoods at the metropolitan scale.

The university’s cultural assets, collections, institutes, and public programs are not so shabby either. In fact, they offer exciting potential reciprocity with resources available in the cultural district.

Truth! For example, we have the Reuther Archives, which are a preeminent resource on the history of labor in this country. Having that in close proximity to the Burton Collection at the Detroit Public Library and the Detroit Historical Museum’s collections gets historians and curators excited beyond words. Not to mention, our theatre, music, dance, and performance

department is just steps away from the cultural district. It’s all right here, and Wayne State University is in the heart of it - and has been for 150 years!

SC And the CCPI planning process - what can you share about it?

Honestly, it was so cool to work with such a great group! There’s always varying levels of what stakeholder engagement means. From day one, this team was phenomenal. The way that they reached out to ensure that they were broadening their outreach as much as possible, was exemplary.

It makes a huge difference when you have consultants that come in and embed themselves in the community that they’re working in, rather than flit in and out. The design team is physically here, you see them on the street, at district programs, and events. They’re actually living in the space in which they’re working, and that makes for a much richer experience.

I really enjoyed working with the team. I really enjoyed watching the designs develop, and I never felt like the design team was coming in and telling us what we needed. They came in, they listened, and they took feedback. They took interest in what people wanted to see and the result is a plan that has the ability to adapt and grow with what the city needs.

Warren Avenue Proposed Redesign

Lanes along Warren Avenue would be reduced from three lanes with a fourth parking lane in each direction to two lanes in each direction with a protected bike lane and marked parking. This proposed cross-section applies to westbound traffic from Anthony Wayne Drive to St. Antoine Street, and to eastbound traffic from the Lodge Service Drive to Brush Street. Auxiliary lanes are provided as needed at the following intersections:

• Westbound left at Brush Street

• Eastbound left at John R. Street

• Eastbound and Westbound right at M-1 (Woodward Avenue)

• Eastbound and westbound right at Cass Avenue

Additionally, traffic patterns will benefit from the removal of direct left turn lanes at M-1 (Woodward Avenue) and Warren Avenue.

Right: Dumont Janks’ proposed changes to Warren Avenue. These changes are part of the larger master plan for Wayne State University’s campus. These changes prioritizes inhabitable space, and use trees as infrastructure.

It was really easy for us to see where CCPI plugged into that and where the opportunities were to both incorporate some of the initial ideas that CCPI was working through.

Ashley Flintoff Director of Planning and Space Management, Wayne State University

Prentis Plaza Landscape

There is an identified discord with the role of Cass Ave in the District, and the way it currently works. People don’t feel safe opening their car doors because of bikers, and the overall logic of the street is unpleasant. By allowing the Square to cross Cass, we diminish the presence of automotive thoroughfare, and reconsider the mixture of bikes, humans, and cars in the space. Stitching Cass into the fabric of the Square acknowledges the University as a cultural asset that belongs in the District. The simple removal of already fraught and limited parking from Cass enables the extension of the pedestrian experience into the WSU campus and mall. It calls for a very small sacrifice on Cass, and in return receives a huge two-way extension of both campus and Square.

The plans in motion at Wayne State University are a perfect match for the Cultural District. Prentiss Hall is already primed as a threshold, courtesy of its stunning Yamasaki design featuring lower-level transparency. This space can serve as public enticement, preview for more interior points of interest, and a gateway to university

life, as the Square traverses Cass and engages campus. The Band and the Necklace gently extend into campus, creating a subtle material and vegetal connection between the two master plans. This seamless joining makes both the Square and university larger and more integrated, as well as amplifying the scope of their cultural offerings.

Right: The Band connects the Detroit Public Library with the Wayne State Univerisity campus. Next Page: Looking towards Wayne State University from a proposed gathering space located on the lawn of the Detroit Public Library.

“ “

This space can serve as public enticement, preview for more interior points of interest, and a gateway to university life, as the Square traverses Cass and engages the campus.

Ashley Flintoff Director of Planning and Space Management, Wayne State University

LAWN OF THE DPL AND PRENTIS

THE CULTURAL CENTER PLANNING INITIATIVE HAS BEEN FUNDED

BY:

Community Foundation for Southeast Michigan

Fred A. and Barbara M. Erb Family Foundation

Hudson Webber Foundation

Ralph C.Wilson,Jr. Foundation

Rocket Community Fund

The John S. and James L. Knight Foundation

The Kresge Foundation

University of Michigan

Walters Family Foundation

Wayne State University

William Davidson Foundation