An updated bike master plan to guide development of high-quality trails accessible by all Houstonians is headed toward approval but remains dogged by the same issues that divided neighbors as cyclists claimed space on the roadways.

The comprehensive citywide plan is expected to be approved Wednesday morning by the City Council, cementing Houston's desire to consider cyclists in future road planning where on-street lanes and off-street trails can connect to a bigger, better network for riders.

Advocates of the plan say that's absolutely critical to serve a growing number of cyclists in the area.

"All three of the largest U.S. cities, (New York City, Los Angeles and Chicago) have current bike plans and funding mechanisms," said John Long, executive director of BikeHouston, in a statement. "Passing the Houston Bike Plan, our first plan in 20-plus years, is the first step of catching up."

Skeptics, however, worry the city is promising more than necessary to appease a vocal cadre of cyclists with plan that could re-ignite community conflicts and cost far more than the $552 million maximum the plan envisions spending over the next 20 years.

"I think there is a need for a bike plan that gives you a safe plan to ride bikes," said District G Councilman Greg Travis, one of five councilmen who delayed passage of the plan by tagging it on March 9. "I'm not sure this is the plan for Houston. We're not Amsterdam or San Francisco, and we don't know what's needed here, really needed."

As with almost any decision related to bicycling, much of the criticism comes down to priorities.

"We are in an economic shortfall, and we don't want to take lanes from streets away and make it a bike lane," said At-large Councilman Michael Kubosh.

Supporters note the plan does not commit money but identifies ideal locations for bike lanes as streets are widened or rebuilt.

Balancing interests

Explore Houston's Bikeways Map

The interactive Bikeways Map shows the city's existing bikeway network and long term vision for bikeways in Houston.Click here for the full version.

Developed and modified over nearly 18 months, the plan sets a goal of making Houston a gold-level city based on scoring by the League of American Bicyclists. In Texas, only Austin has been awarded a gold rating by the group, with Houston, San Antonio, El Paso and The Woodlands, among others, receiving bronze status.

To improve Houston's lot, supporters and city planners said the area needs high-comfort bike lanes where people feel safe riding.

The city has an extensive trail system popular with riders, but it does not cover large portions of where people live and work in Houston.

The bike plan plots tripling the amount of off-street bike trails from 221 miles to 668 miles. Much of that relies on trail connections along bayous and within parks and electrical transmission utility easements. On Tuesday, city and Texas Department of Transportation officials announced construction would start soon on a long-awaited bridge spanning Brays Bayou.

"This is a big step in building complete communities," Mayor Sylvester Turner said, noting the crossing helps connect neighborhoods north and south of the bayou on the east side that were often cut off from the city's trail improvements over the last decade.

The bridge, when completed in about a year, will connect more communities to the Green Line light rail along Harrisburg, too, officials said.

Those connections are key. Without them, advocates said the only people riding - especially in non-ideal conditions - are committed, confident cyclists. Leisure riders and others are left out.

Core riders, meanwhile, said the current network of 495 miles relies heavily on 165 miles of shared space with cars along Houston streets to connect good places to ride. Those shared lanes - such as along Fairview - offer little buffer between cyclists and automobiles.

"It's like taking your life in your hands," said Steven Mulligan, 29, who lives in Midtown and rides daily to his job near Loop 610 and Richmond.

Plans for bike lanes in some places, however, have received push-back as city plans conflict with resident opposition.

Proposed bike lanes along Kirkwood, for example, continue to draw strong opposition from residents. The plan, part of ReBuild Houston, calls for widening the street, thereby narrowing a tree-lined median.

"They are losing their trees, and they'd rather have the trees than have the bicycle lanes," Travis said.

The street now has bike lanes that are 2 feet wide - far less than the 5-foot standards for safety, not including a 3-foot buffer between automobiles and bikes.

Disagreement

Travis said he fears an approved bike plan will allow the city to force more lanes into more parts of Houston where they will face opposition. Further, he noted the city and cycling supporters lack quality data showing more bike lanes are a priority for most people.

About 0.5 percent of Houstonians commute to work by bicycle, according to U.S. Census Bureau data used in the bike plan. Most of those commuters are concentrated in dense neighborhoods within or along Loop 610, notably around the Texas Medical Center and Rice University, the central business district and Montrose.

In those areas, where bicycling is more prevalent, Travis said bike lanes could be a much more important function of future streets.

"One size just does not fit all," he said, noting that Houston has many needs and those should not lose funding because of bike lane costs.

Skeptics have repeatedly questioned whether ReBuild Houston money - specifically focused on drainage and streets - should be diverted to bike lanes. Supporters said ReBuild money will not be used to advance lanes, though separate funding could be used to add bicycle lanes to projects within ReBuild.

Inaction, advocates said, has left cyclists vulnerable, left to a harrowing ride along some major streets.

"Really this is about us having a vision to look for and coming together to get it," said BikeHouston advocacy director Mary Blitzer.