Royal Oak adopts hybrid plan to reconfigure 11 Mile Road, prioritizing safety and green space

The Royal Oak City Commission voted June 23 to advance a hybrid redesign of 11 Mile Road between Woodward and I‑75, choosing a compromise that combines curb‑inward green buffers with targeted on‑street parking to support future redevelopment and pedestrian safety.

Commissioners and staff framed the change as a safety‑first lane conversion: the road will be reconfigured to three lanes (one lane each direction plus a center left‑turn lane) to reduce rear‑end and side‑swipe collisions and to provide safer crossing opportunities. Traffic staff said the corridor study predicts a 15–17% reduction in crashes and only a 12–54 second increase in peak‑hour travel time across the corridor, depending on the segment and mitigations implemented.

"The biggest one is safety," traffic planner Holly Donahue told the Commission, summarizing the three design concepts staff tested. "We want to improve safety along 11 Mile Road, primarily by having that dedicated center left‑turn lane so there are fewer rear‑end accidents and side swipes." (Ms. Donahue said the recommended hybrid mixes the curb‑inward green approach with parking concentrated between Main and Campbell.)

The hybrid motion, moved by Commissioner Colo and seconded by Commissioner Hunt, directs staff to implement the curb‑realignment/green‑space approach across most of the corridor while accommodating on‑street parking on the north side near the downtown stretch. The Commission approved the motion by voice vote.

The plan moves beyond a simple lane reduction. Staff presented three full options earlier in the meeting: Option A (on‑street parking), Option B (buffered bike lanes), and Option C (move curbs inward to create tree‑lined buffers and pedestrian refuges). Option C was staff’s initial recommendation for its pedestrian and stormwater benefits, but a hybrid option—intended to balance safety, aesthetics and redevelopment—won majority support.

Public comment was lengthy and split. Neighbors and some businesses urged caution. "What’s going to happen if we go to this three‑lane situation…?" Denise Allard asked, warning of backups that could affect nearby residents. Several speakers, including a former city engineer and members of the Traffic Committee, argued the redesign would make crossing safer for children and seniors and would encourage walking and local commerce.

Donahue said staff conducted broad outreach (nearly 2,000 responses) and performed sensitivity checks on the 2022 traffic model. She told the Commission the city has budgeted $9.4 million in its capital plan but that the curb‑inward option (Option C) carries an estimated price tag of $12.8 million—about $3.4 million over the current allocation. "We’re preparing a detailed Safe Streets for All application that’s due this week," Donahue said. She added that winning that grant would largely close the funding gap.

The adopted hybrid directs staff to proceed to design and request for proposals while pursuing grants and regional coordination with neighboring communities to improve connectivity. Commissioners flagged several implementation issues to address in detailed design, including: consolidation and relocation of bus stops to create bus pull‑outs, provisions for emergency vehicle access (mountable curb treatments at pedestrian refuges), and maintenance responsibilities for new trees and planting strips.

Commissioner Douglas urged design choices that reduce curb cuts and make pedestrian crossings more consistent. Commissioner Herzog called for attention to regional connectivity so bike/pedestrian improvements match what neighboring communities are planning.

Staff said they will return with detailed plans, cost estimates and grant‑application updates. Construction is proposed for 2027–28 after nearby freeway construction is complete.