Feds won’t fund Detroit road diets

March 11, 2026

The Trump administration has modified federal grant requirements to discourage road diet projects that reduce vehicle lane capacity, directly impacting Detroit's street safety initiatives. Despite road diets being recognized as effective safety measures by transportation officials, the policy change prevents Detroit from removing lanes on Gratiot Avenue, a dangerous corridor that is part of the city's High Injury Network where a disproportionate number of serious crashes occur. Detroit had received $12.

Who is affected

Detroit residents, particularly pedestrians, cyclists, and transit riders
People living in neighborhoods adjacent to Gratiot Avenue
Students using Safe Routes to School programs
District 7 Council Member Denzel McCampbell and Council Member Scott Benson
Christina Peltier, Deputy Director of Complete Streets
Businesses along Gratiot Avenue corridor
Detroit City government and the Michigan Department of Transportation

What action is being taken

Design work is being done for the $31 million grant received in 2022 to address 17 dangerous local corridors
Community engagement will start later this year for the $31 million 2023 grant to improve 56 dangerous bus stop locations
Safe Routes to School program is providing approximately $2.5 million annually for sidewalk improvements, crosswalks, and signage
A traffic garden is being planned for Keidan Special Education Center
Detroit is updating its 2006 non-motorized plan through a federal grant
Detroit's 2022 Streets for People Safety Action Plan is being updated
The city is urging residents to paint murals on crosswalks and residential streets

Why it matters

Road diets are a proven safety intervention for reducing crashes on dangerous streets, and the federal policy change undermines local governments' ability to address public safety concerns. Gratiot Avenue, where lane reduction is now prohibited, is part of Detroit's High Injury Network—just 3% of streets accounting for 34% of serious crashes—making it a critical priority for safety improvements. The street's excessive width encourages dangerous speeding and creates barriers for pedestrians accessing social, educational, and economic opportunities, while also hindering business development and dividing rather than connecting neighborhoods. This policy shift contradicts the U.S. Department of Transportation's own recognition of road diets as safety measures and prevents cities from creating the walkable, accessible environments that residents desire.

What's next

Community engagement will start later this year for the $31 million bus stop improvement grant program
The city will schedule community meetings in the next six months to consider placement of bicycle networks and "slow streets" during the non-motorized plan update

Read full article from source: bridgedetroit.com