Car Lane Conversion Drives People Up the Wall

In September, Stevens Point was awarded a Transportation Alternatives Program grant to implement over 13 miles of bike lanes from the Wisconsin Department of Transportation. The goal of the project is to create a more integrated multi-modal transportation system.

Also in September, ReVisioning Point, a grassroots organization aimed at enhancing the livability, appearance and economy of Stevens Point, as well as University of Wisconsin-Stevens Point, Adjunct Professor, Dr. Tori Jennings, began talking with city leaders and residents about a possible 4-to-3 lane reconfiguration or “road diet” on Stanley Street.

Four-to-three lane conversions realign existing through travel lanes for other uses, such as two-way center turn lanes; bike lanes; pedestrian islands; parking; bus lanes and landscaping.

This proposal is not revolutionary or radical. States around the country and even cities in Wisconsin have made this conversion, including Madison and Tomahawk. The improvements span from the economy and safety to the environment.

Despite prior successes in small and large cities, this project has received strong pushback from some residents of Stevens Point.

On Oct. 26, Stevens Point held a public information meeting where input was given from residents.

Approximately half of the people who spoke were emotionally charged and against the proposal but didn’t have much substance or merit to their arguments.

Wade Wilquet, Stanley St. resident, said, “I have two children, and I want to know, are you guys going to come console them when they’re washing blood off the street because some bicyclist gets killed out there?”

At first, shifting a street from four lanes to three lanes would seem to clog up traffic. The middle lane will be for left turns, so there will still be two lanes for either direction of traffic. Traffic studies have consistently shown that 4-to-3 conversions will not worsen congestion under the appropriate conditions.

Some residents are concerned about the affordability of the project. The current estimate is that the restraining of Stanley Street is $50,000, which is relatively small when stacked against other expenses on a city’s budget.

Even so, something would still have to be pushed off the to-do list to make room in the financial forecast.

Mike Wiza, mayor of Stevens Point, is open to consideration but also cautions that there are always more projects than the city can afford.

Wiza said, “If the city council choose to proceed with the re-striping of Stanley Street, then we would likely push back the resurfacing of Whiting Avenue.”

Most of the residents who spoke at the meeting had mentioned that they have lived on Stanley Street for numerous years. Jennings was surprised that there was so much resistance from the people of Stevens Point to something bringing beneficial change.

“This is something that should be appealing to everyone,” Jennings said. “It will better suite our changing demographics and economy.”

When new people come to Stevens Point, they are met with north Division Street and its array of fast food restaurants, which isn’t the most aesthetically appealing thing to look at. Instead, if Jennings and other road activists have their project advance to other parts of the city, Division Street and others will look a lot more urbanized and alluring to young people.

Jennings urges young people to have their voice be heard.

This is an issue that isn’t about bike lanes or road conversions but instead about having a future where the city or even country is shaped by young people. When it comes to voter turnout, or advocacy at a city council public meeting, younger people have the lowest turnout rates.

Adding bike lanes to a single street is not actually about bike lanes; rather, this is an issue of traditionalism.

Wesley Hortenbach

Reporter

Whort350@uwsp.edu