Comprehensive Bicycle Transportation Plan

Bicycle Facility Design Guidelines 5

Chapter Sections: 5.1 Design Principles
5.1 Design Principles
This chapter of the Durham Comprehensive Bicycle Plan is based on current state
5.2 National and State and national documents including the North Carolina Bicycle Facilities Planning
Guidelines and Design Guidelines (NCDOT Office of Bicycle and Pedestrian Transportation,
January 2004) and the AASHTO Guide for Development of Bicycle Facilities
5.3 Bicycle Facility
(AASHTO, 1999). The recommended design guidelines of this plan use these
Classification Descriptions
documents as a baseline for minimum conditions, and are intended to facilitate
5.4 Bicycle Facility creative solutions to a wide range of bicycle facility types. It is recognized that on
Selection Criteria facilities maintained by NCDOT, the State’s design guidelines will apply, and that
Durham has the potential to exceed these minimum guidelines where conditions
5.5 Complete Streets:
warrant within their jurisdiction.
Integrating Bikeways Into
the Roadway System
The following are key principles for these guidelines:
5.6 Bicycle-friendly
Intersections 1. Durham will have both a complete network of greenways trails, and a complete
network of on-street bicycling facilities. These two systems will be interconnected
5.7 Pavement Markings
to make it possible for all destinations in Durham to be accessible by bicycle.
5.8 Innovative Roadside
Treatments 2. All roads in Durham are legal for the use of bicyclists, (except those roads
designated as limited access facilities which prohibit bicyclists). This means
5.9 Signage
that most streets are bicycle facilities, and will be designed and maintained
5.10 Special Purpose Signage accordingly.

5.11 Shared Use Paths, 3. Bicyclists have a range of skill levels, from “Type B/C” inexperienced/
Greenways and Trails recreational bicyclists (especially children and seniors) to “Type A” experienced
cyclists (adults who are capable of sharing the road with motor vehicles). These
5.12 Bicycle Parking
groups are not always exclusive – some elite level athletes still like to ride on
5.13 Bicycle Friendly shared-use paths with their families, and recreational bicyclists will sometimes use
Drainage Grates their bicycles for utilitarian travel.

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4. At a minimum, facilities will be designed for the use of Type “A” cyclists, with
a goal of providing for Type “B” cyclists to the greatest extent possible. In areas
where specific needs have been identified (for example, near schools) the needs of
appropriate types of bicyclists will be accommodated.

5. Design guidelines are intended to be flexible and can be applied with professional
judgment by designers. Specific national and state guidelines are identified in this
document, as well as design treatments that may exceed these guidelines.

5.2 National and State Guidelines

The following is a list of references and sources utilized to develop design guidelines
for Durham’s Comprehensive Bicycle Master Plan. Many of these documents are
available online and are a wealth of information and resources available to the
public.

AASHTO Guide
Guide for the Development of Bicycle Facilities, 1999.
American Association of State Highway and Transportation Officials,
Washington, DC.
[Link]

AASHTO Green Book

Policy on Geometric Design of Streets and Highways, 2001.
American Association of State Highway and Transportation Officials,
Washington, DC.
[Link]

NCDOT
The North Carolina Bicycle Facilities Planning and Design Guidelines, 1994
NCDOT Division of Bicycle and Pedestrian Transportation Figure 5.1 - Manual on
[Link] Uniform Traffic Control Devices
(MUTCD)
html

MUTCD
Manual on Uniform Traffic Control Devices, 2003.
Federal Highway Administration, Washington, DC.
[Link]

PBIC / APBP
Bicycle Facility Selection: A Comparison of Approaches
Michael King, for the Pedestrian and Bicycle Information Center
Highway Safety Research Center, University of North Carolina – Chapel Hill,
August 2002
[Link]

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Bike Lane Design Guide (City of Chicago)

[Link]

Bicycle Parking Design Guidelines

[Link]

Durham Trails and Greenways Master Plan

[Link]

Durham Development Guide

[Link]

Durham Pedestrian Plan Design Standards

[Link]

5.3 Bicycle Facility Classification Descriptions

Design
Width Surface Treatment Function
Designation
On-street lane striped and signed to
Bike Lane 5’-6’ Asphalt For bicyclists on roadways.
NCDOT standards
May either be a low volume
(less than 3000 cars per day)
roadway with traffic calming and Used for designated bicycle routes;
Signed shared
varies Asphalt signage to create a safe shared use can include signage and pavement
roadways
environment, OR a higher volume markings
roadway with wide (14’) outside
lanes.

Multiple traffic calming treatments

Provides a continuous facility on
combined with bike lanes and or
Bicycle Boulevard varies Asphalt streets with varying widths, volumes
signed shared roadways to create
and speeds
priority streets for bicyclists

Utilitarian cycling on streets which

Common facility type in low-speed
Shared Curb Lane 9 - 12’ Asphalt are not otherwise designated as
and low-volume street types.
elements of the bicycle network
For skilled bicyclists who are
Smooth pavement, bicycle
Wide Curb Lane 12- 14’ Asphalt capable of sharing the road with
compatible storm grates
motor vehicles
Asphalt, Typical application for regional trail
concrete and some community pathways and
Designed to NCDOT standards.
or other bikeways. Accommodates bicycles,
Shared Use Path 10’-14’ Separated from roadway by
smooth pedestrians, wheelchairs. Minimizes
planting strip or vertical curbing.
hard potential trail crossing conflicts with
surface autos.

Figure 5.2 - Bicycle Facility

Classification Description Chart

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Figure 5.3 - Typical Bike Lane Cross Sections, AASHTO Bicycle Guide, 1999

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5.4 Bicycle Facility Selection Criteria

The appropriate bicycle facility for any particular roadway whether new or existing
should be primarily dictated by vehicle volume and speed of the roadway. Figure
5.4 below is a summary graphic combining bikeway dimension standards for
ten different communities in North America. This figure is taken from Michael
King’s research, “Bicycle Facility Selection: A Comparison of Approaches” for the
Pedestrian and Bicycle Information Center and Highway Safety Research Center,
University of North Carolina – Chapel Hill in August 2002. The goal of this study
was to survey the varying requirements available and provide a best practices
approach for providing bicycle facilities. The table below provides a matrix for
evaluating bicycle facilities. Along the left side are total traffic volumes per day and
along the bottom is the speed of travel lane. The different colors represent the type
of bikeway facility prescribed given the volume and speed of the travel lane.

Figure 5.4 - North American Speed-Volume Chart. Illustrates prescribed bikeway facilities
appropriate for streets of varying speeds and traffic volumes.

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The tables below represent four different versions of the bicycle facility selection
parameters based on the matrix shown in Figure 5.4. These alternatives incorporate
the variables based on the local conditions identified in the King / UNC study.

Figure 5.5 - Tables from “Bicycle Facility Selection:

A Comparison of Approaches”

5.5 Complete Streets:

Integrating Bikeways Into the Roadway System

The concept of a complete street is based

on the principal that all streets should
include basic amenities that facilitate the
use of all forms of transportation not just Figure 5.6 - A complete street
in Amsterdam includes wide
motor vehicles. Additionally, amenities
sidewalks with landscaping and
such as four foot landscaped median strips bicycle parking, bicycle lanes,
should be constructed to buffer and separate transit lanes and vehicle lanes
vehicle traffic from pedestrians, creating a
furniture zone for facilities such as bicycle
racks or lockers.

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Community pathway and bikeway designs will vary according to the functional
classification of the facility as well as the average daily traffic (ADT) on the adjacent
roadway. Durham’s minimum design requirements for public and private streets are
included in the City of Durham Public Works “Reference Guide for Development”.
Based on Figure 5.4 the appropriate bicycle facility for a typical Durham “Collector
Street” with no parking, speed limit of 35 mph and 2500-4000 ADT should include
a separated bicycle lane or path. The following are vehicle volume and speed
appropriate street configurations supported by research conducted in the “Bicycle
Facility Selection: A Comparison of Approaches” study. These figures also illustrate
the application of community pathways and bikeways on High Volume Roadways
and Low Volume Roadways.

5.5.1 High Volume Roadways

On roadways with 3,000 or more ADT, bicycle lanes should be used to improve
bicyclist safety and comfort. A buffer or curb must separate the shared use path or
sidewalk from the roadway for pedestrian safety. The width of the bicycle lane,
buffer, and sidewalk or path should appropriately reflect the volume and speed of
the vehicles using the roadway.

Figure 5.7 - Option 1: High-Volume, High-Speed Roadway

Figure 5.7 illustrates typical bicycle accommodation in urbanized areas. The

minimum bike facility width is 4 ft. on open shoulders and 5 ft. from the face of
a curb, guardrail, or parked cars, with 6 ft. being the preferred width in urbanized
areas. AASHTO specifies that the national standard for bicycle lane width 5 ft.

Figure 5.8 - Option 2: (Shared Use Path with Bike Lanes) on a

High-Volume, High-Speed Roadway

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The City and County of Durham, North Carolina
Some arterials and major collectors can accommodate a shared use path on one
side of the roadway and on-street bicycle lanes for more experienced bicyclists
(Figure 5.8). This configuration correlates with the “Street Trail” typology cited on
page III-2 of the Durham Trails and Greenways Master Plan. The “Street Trail” is
described as a portion of a Greenway or Trail which is constituted of a standard five
foot sidewalk adjacent to a roadway with a striped bicycle lane. The shared use
path provides a comfortable walking space for pedestrians and enables children and
recreational bicyclists to ride without the discomfort of riding in a busy street. It is
recommended that sidewalk components of the “Street Trail” be upgraded to a width
of 10’ wide and preferably 12-15’ in higher traffic areas. This configuration works
best along roadways with limited driveway crossings and with services primarily
located on one side of the roadway, or along a riverfront or other natural feature.

Figure 5.9 - Option 3 (Shared Use Path) on a High-Volume,

High Speed Roadway

Sometimes a shared use path can provide full bicycle and pedestrian accommodation
on high-volume, high-speed roadways (Figure 5.9). This type of trail works best in
corridors where there are limited driveway/intersection crossings and more desirable
destinations along one side of the roadway, or where no roadway space is available
to provide bike lanes, yet the road travels past a number of desirable locations. The
trail should be at least 10’ wide (preferable 12-15’) with a 6’ or greater vegetated
buffer where possible. Option 3 corresponds to the “Sidewalk Trail” typology
within the Greenways Master Plan which calls for 8 - 10 foot sidewalks adjacent
to a roadway. A local example is the Downtown Trail along Blackwell Street and
around Central Park.

5.5.2 Moderate Volume Roadway with On-Street Parking

On moderate volume roadways, such as minor collectors, on-street parking is often
permitted. Where on-street parking is permitted, and a bike lane is provided, the
bike lane must be between parking and the travel lane. Appropriate space must be
allocated to allow passing cyclists room to avoid open car doors.

Figure 5.10 - Option 1: Bike Lane with On-Street Parking

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5.5.3 Moderate Volume Roadway with Wide Outside Lanes

Additionally, if no bicycle lane is striped, the outside travel lane in either direction
may be widened to provide enough roadway space so that bicyclists and motor
vehicles can share the roadway without putting either in danger.

Figure 5.11 - Option 2: Wide Outside Lane on Moderate Volume Roadway

5.5.4 Low Volume Roadways

On a low volume, low speed roadway (i.e. residential or neighborhood streets);
many bicyclists can safely share the road with vehicles. Pedestrians should be
separated from the roadway with a buffer or a curb. A landscaped buffer is an
excellent way to provide a separated trail environment. A curb must be present if
there is insufficient space for a buffer. The width of the sidewalk or trail should
depend on the traffic volume and speeds of the adjacent roadway.

Figure 5.12 - Low Volume, Low Speed Roadway

INNOVATIVE TREATMENTS

Bicycle Boulevards
To further identify preferred routes for bicyclists, the operation of lower volume
roadways may be modified to function as a through street for bicycles while main-
taining local access for automobiles. Traffic calming devices reduce traffic speeds
and through trips while limiting conflicts between motorists and bicyclists, as well
as give priority to through bicycle movement.

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Figure 5.13 - Bicycle Boulevard Lane Configuration

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Shared Bus/Taxi/Bicycle Lane

An example of a multi-use bicycle lane
within the street is shown to the right. This
innovative bikeway treatment is utilized in
Phoenix, AZ, Philadelphia, PA, and Toronto,
Canada, among other cities in the US and
abroad.

Potential Applications include:

• Auto-congested streets, moderate or long bus headways

• Moderate bus headways during peak hour
• No reasonable alternative route
• Limited ROW space for any other bicycle facility

INNOVATIVE BICYCLE SUPPORT FACILITIES

Affordable and Accessible Bicycle Maintenance

This bicycle repair stand shown at left is a fixture within the
Cambridge, UK, town marketplace. The U.S. equivalent
would be a farmer’s or public market which is a center
for activity, easily accessible by foot or bicycle. Local
bike shops in Durham could provide similar services. The
presence of smaller scale operations that primarily provide
maintenance and repair functions within semi-permanent
structures like the tent and tarp shown below allow for a
lower cost operation, thereby passing on savings to the
customer in terms of lower repair and maintenance costs.

Car-Free Town Centers

Cambridge, UK prohibits vehicles from entering the heart
of town, allowing controlled and specialized access for
designated permit holders. The car free environment ben-
efits both bicyclists and pedestrians. Many cities are im-
plementing car free days to allow the public to experience
their environment without cars. This innovation is par-
ticularly cost effective in that no permanent infrastructure
is necessary to experiment with the arrangement. These
events could be coordinated with health and environmental
promotions, as well as parades and other special events in
Durham.

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Bicycle Facilities on Buses and Trains

Integrating bicycle facilities with transit modes allows bicyclists to greatly expand
their range of travel or “trip chain”. Integration of facilities with transit modes allows
cyclists to use their bicycles on one or both ends of their daily commute, allowing
greater flexibility. Below are examples of commuter trains and bus services with
customized facilities allowing for simple and secure storage of bicycles without
hindering or impeding other passengers.

Figure 5.14 - Instructions on how to load a bicycle onto a bus

equipped with a bicycle rack, developed for a bicycle user map
by Fremont, CA

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5.6 Bicycle-Friendly
Intersections
Intersections represent one of
Figure 5.15 - This bike lane the primary collision points for
protects bicyclists from right bicyclists. Generally, the larger
turning automobiles at the the intersection, the more difficult
intersection it is for bicyclists to cross. On-
coming vehicles from multiple
directions and increased turning
movements sometimes may
make it difficult for motorists
to see non-motorized travelers.
Most intersections do not provide a designated place for bicyclists. Bike lanes and
pavement markings often end before intersections, causing confusion for bicyclists.
Loop and other traffic signal detectors, such as video, often do not detect bicycles.
Bicyclists wanting to make a left turn can face quite a challenge. Bicyclists must
either choose to behave like motorists by crossing travel lanes and seeking refuge
in a left-turn lane, or they may act as pedestrians and dismount their bikes, push
the pedestrian walk button located on the sidewalk, and then cross the street in
the crosswalk. In some situations bicyclists traveling straight may have difficulty
maneuvering from the far right lane, across a right turn lane, to a through lane
of travel. Furthermore, motorists often do not know which bicyclist movement to
expect. Figure 5.16 is an example of an intersection that provides bike lanes at
critical locations. Figures 5.17 to 5.20 further illustrate intersection treatments.

Figure 5.16 - Bike lane through

RIGHT TURN ISLAND
intersection with free right-turn
lanes.

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Figure 5.17 - Bicycle lane configurations at intersections

adopted by Fremont, CA.

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Figure 5.18 - Shared travel lane through right turn island intersection
with exclusive right turn lanes.

Figure 5.19 - Bicycle lane through a freeway ramp.

(See Figure 5.32 for additional treatment options)

Figure 5.20 - Bicycle lane adjacent to a right turn only lane.

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BICYCLE ACTIVATED DETECTOR LOOP

Changing how intersections operate can help make them more “friendly” to
bicyclists. Improved traffic signal timing for bicyclists, bicycle-activated loop
detectors, and camera detection make it easier and safer for cyclists to cross
intersections. Bicycle-activated loop detectors are installed within the roadway to
allow the weight of a bicycle to trigger a change in the traffic signal. This allows
the cyclist to stay within the lane of travel and avoid maneuvering to the side of
the road to trigger a push button, which ultimately provides extra green time before
the light turns yellow to make it through the light. Current and future loops that
are sensitive enough to detect bicycles should have pavement markings to instruct
cyclists on how to trip them.

Quadruple Loop
• Detects most strongly in center
• Sharp cut-off sensitivity
• Used in bike lanes

Diagonal Quadruple Loop

• Sensitive over whole area
• Sharp cut-off sensitivity
• Used in shared lanes

Standard Loop
• Detects most strongly over wires
• Gradual cut-off
• Used for advanced detection

From: Implementing Bicycle Improvements at the Local Level,

FHWA, 1998, p. 70.

Figure 5.21 - Common Loop Detector Types

Figure 5.22 - Appropriate

pavement marking to aid
bicyclists in locating loop
detectors at intersections

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BICYCLE SPECIFIC TRAFFIC CONTROL SIGNALS

A bicycle signal is an electrically powered traffic control device that may only be
used in combination with an existing traffic signal. Bicycle signals direct bicyclists
to take specific actions and may be used to address an identified safety or operational
problem involving bicycles. A separate signal phase for bicycle movement will be
used. Alternative means of handling conflicts between bicycles and motor vehicles
shall be considered first. When bicycle traffic is controlled, green, yellow or red
bicycle symbols are used to direct bicycle movement at a signalized intersection.
Bicycle signals shall only be used at locations that meet Department of Transportation
Bicycle Signal Warrants. A bicycle signal may be considered for use only when the
volume and collision, or volume and geometric warrants have been met:

1. Volume. When W = B x V and W > 50,000 and B > 50.

Where:
W is the volume warrant.
B is the number of bicycles at the peak hour entering the intersection.
V is the number of vehicles at the peak hour entering the intersection.
B and V shall use the same peak hour.

2. Collision. When 2 or more bicycle/vehicle collisions of types susceptible

to correction by a bicycle signal have occurred over a 12-month period and the
responsible public works official determines that a bicycle signal will reduce the
number of collisions.

3. Geometric.
(a) Where a separate bicycle/multi use path intersects a roadway.
(b) At other locations to facilitate a bicycle movement that is not permitted for a
motor vehicle.

From: MUTCD 2003 and MUTCD 2003 California Supplement (May 20, 2004),
Sections 4C.103 & 4D.104 -
[Link]

Figure 5.23 - Bicycle traffic signal

used to bring bicycles leaving the
UC Davis campus back into the road
network.

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BIKE BOX / ADVANCE STOP LINE

A bike box is a relatively simple innovation to improve turning movements for
bicyclists without requiring cyclists to merge into traffic to reach the turn lane or
use crosswalks as a pedestrian. The bike box is formed by pulling the stop line for
vehicles back from the intersection, and adding a stop line for bicyclists immediately
behind the crosswalk. When a traffic signal is red, bicyclists can move into this
“box” ahead of the cars to make themselves more visible, or to move into a more
comfortable position to make a turn. Bike boxes have been used in Cambridge,
MA; Eugene, OR; and European cities.

Potential Applications:
• At intersections with a high volume of bicycles and motor vehicles
• Where there are frequent turning conflicts and/or intersections with a high
percentage of turning movements by both bicyclists and motorists
• At intersections with no right turn on red (RTOR)
• At intersections with high bicycle crash rates
• On roads with bicycle lanes
• Can be combined with a bicycle signal (optional)

Figure 5.25 - Bicycle box in

Eugene, OR. (Photo: Evaluation of an
Innovative Application of the Bike Box,
FHWA, 2000.)

Figure 5.24 - Plan View of the Bicycle Box.

Figure 5.26 - Bike box in England filled in

with color to emphasize allocation of space to
bicycle traffic

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5.7 Pavement Markings

The Manual on Uniform Traffic Control Devices (MUTCD) provides guidance

for lane delineation, intersection treatments, and general application of pavement
wording and symbols for on-road bicycle facilities and off-road paths ([Link]
[Link]/pdfs/millennium/12.18.00/[Link]). In addition to those presented in
the MUTCD, the following experimental pavement markings may be considered.

BIKE LANES

Figure 5.27 - MUTCD examples of optional word and symbol pavement

markings for bicycle lanes

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BIKE ROUTE “SHARROW” STENCIL

San Francisco has created a bicycle shared lane arrow (or
“sharrow” stencil for use on designated on-road bicycle
facilities where lanes are too narrow for striping designated
bike lanes. The stencil can serve a number of purposes, such
as making motorists aware of bicycles potentially traveling in
their lane, showing bicyclists the appropriate direction of travel,
and, with proper placement, reminding bicyclists to bike further
from parked cars to prevent “dooring” collisions. Traditionally
“sharrow” markings are used on roadways with on-street parallel
parking. See Figure 5.28 for placement guidelines.

Denver and San Francisco have effectively used this treatment

for several years. Other cities, such as Portland, Los Angeles,
Gainesville, Cambridge, Oakland, Paris, Brisbane, Zurich,
and Buenos Aires have begun to utilize this new treatment as
well. The “sharrow” treatment is currently being considered for
inclusion in the MUTCD.

Figure 5.28 - San Francisco Sharrow

Dimensions

Figure 5.29 - Sharrow installed on Market

Street, San Francisco

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Figure 5.30 - Plan view of sharrows integrated with a double turn lane.

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COLORED BIKE LANES

European countries have used colored pavement – red,
blue, yellow, and green - in bike lanes that tend to have
a higher likelihood for vehicle conflicts. Examples
of such locations are freeway on- and off-ramps and
where a motorist may cross a bike lane to move into
a right turn pocket. In the United States, the City of
Portland has experimented with blue bike lanes and
supportive signing with favorable results. Studies
after implementation showed more motorists slowing
or stopping at the blue lanes and more motorists using
their turn signals near the blue lanes.
Figure 5.31 - This blue bike lane in Portland is used to
warn motorists approaching the on-ramp that bicyclists
have a through lane.

Figure 5.32 - Colored bicycle lane treatment through conflict area. Figure 5.33 - Blue bicycle
lane use in Denmark.

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CONTRA FLOW BICYCLE LANES

The contra-flow bicycle lane provides a striped lane going against the flow of
automobile travel. The lanes should be separated by a double-yellow line, preferably
with a concrete or landscaped divider. University Avenue in Madison, Wisconsin is
a example of such a facility.

Potential Applications:
• Provides direct access to key destinations
• Improves safety
• Infrequent driveways on bike lane side
• Bicyclists can safely and conveniently re-enter
traffic at either end
• Sufficient width to provide bike lane
• No parking on side of street with bike lane
• Existing high bicycle usage of street
• Less than three blocks in length
• No other reasonable route for bicyclist
• One way streets

Figure 5.34 - Contra-Flow bicycle lanes utilized in Figure 5.35 - Plan view of a
Scotland contra-flow bicycle lane

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5.8 Innovative Roadside Treatments

Filter strips and bio-swales are innovative ways to retain and treat storm water from
impervious surfaces and work well with roadside trails. The design guidelines for
filter strips and swales are similar; both methods use grassy vegetation or aggregate
to remove sediment from storm water runoff. Use of filter strips and swales can be
limited in retrofit situations due to slope, soil, and right-of-way conditions. Existing
underground utility conflicts may increase cost and complexity.

FILTER STRIPS
Filter strips (Figure 5.32 and Figure 5.33) are gently sloped grassy and aggregate
areas that are used to treat small quantities of sheet flow runoff. They are often
used to pretreat storm water flow of minimal depth as it passes from an impervious
area, like a parking lot or roadway, into a swale or infiltration area. Sidewalk width
illustrated is a minimum.

Figure 5.36 - Aggregate Filter

Strip

Figure 5.37 - Grass

Filter Strip

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SWALES
Swales (Figure 5.38) are shallow, wide depressions adjacent to roadways and
trails that direct storm water runoff over vegetation to slowly settle sediments and
particulate matter. The pollutants are filtered out, settled, or removed by plants,
causing fewer pollutants to enter ecologically sensitive water bodies. For more
information and further design guidelines for swales and other Green Street
concepts, consult Metro’s “Green Streets” guidebook ([Link]).

Figure 5.38 - Bio-Swale

Bio-Swale Guidelines
(Metro, “Green Streets”)

Optimal Length 200-250 ft

Slope of sides 1% - 2%
(optimal)

Slope of sides 1%, 6%

(minimum, maximum)

Figure 5.39 - Bio-Swale along a Optimal water depth 3 inches

multiuse path
Optimal width 12 ft

Source: [Link]

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5.9 Signage

This section applies to signed designated bikeways that exist as part of the roadway
network. This includes bike lanes, bike routes, and shared use paths. Locations that
have been identified as bicycle lanes will be striped and maintained by the County/
City of Durham or NCDOT, depending on ownership of roadway and maintenance
responsibility as defined by contract. Bicycle lane striping should follow standards
established in this plan, supported by standards from the AASHTO Guide to Bicycle
Facilities and the Manual on Uniform Traffic Control Devices (MUTCD). Bike lanes
and bike routes should also have additional on-road symbols where appropriate as
established in the standards mentioned earlier. Signage is also an important part of
the bicycle network. Figure 5.36 shows a number of different signs and markings,
both on poles and on the roadway, that the City of Portland has adopted for their
new bicycle signage program. The signs have been approved by the Oregon DOT,
and will be installed around Portland in the near future. Wayfinding signs such as
these improve the clarity of travel direction while illustrating that destinations are
only a short ride away. The signs below are provided only as a point of reference
for the purposes of these guidelines and are not being adopted by Durham.

Figure 5.40 - Innovative On-Road Facilities Signage used in Portland

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ROUTE SYSTEM SIGNAGE

Implementing a well-planned and attractive system of signing can greatly enhance
bikeway facilities by signaling their presence and location to both motorists and
existing or potential bicycle users. Effective signage can encourage more bicycling
by leading people to city bikeways, and by creating a safe and efficient transportation
option for local residents and visitors to the county, .

All bikeway signage should conform to the Manual on Uniform Traffic Control
Devices (MUTCD). This document gives specific information on the type and
location of signage for the primary bike system. A list of bikeway signs from the
MUTCD is shown in Figure 5.41.

Figure 5.41 - Recommended Signing and Marking

In general, the sizes of signs used on bicycle paths are smaller than those used on
roadways. Table 9B-1 of the MUTCD lists minimum sign sizes for both bicycle
facilities. If the sign applies to drivers and bicyclists, then the larger size used for
conventional roads shall apply.

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Figure 5.42 - MUTCD Standard Bicycle Signage

DURHAM TRIANGLE

REGION

Figure 5.43 - Potential Durham Bikeway Signage -

Local, Regional and State Levels of Bikeway Route Signage

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5.10 Special Purpose Signage

Innovative signage is often developed to increase bicycle awareness and

improve visibility. Signs to be installed on public roadways in North Carolina
must be approved by NCDOT’s Traffic Control Devices Committee and/or
the City of Durham. New designs can be utilized on an experimental basis
with NCDOT approval.

In California, San Francisco was the first city to use the approved customized
bike route logo sign, similar to Example 1 below. Jurisdictions may choose
a graphic of their choice for the upper portion of the sign, and a numbering
system, similar to the highway numbering system, can be used in the lower
portion. The “Share the Road” sign (Example 2), is designed to advise
motorists that bicyclists are allowed to share and have the right to cycle on
narrow roadways with motor vehicles.

Example 1 Example 2 Example 3

North Carolina Share the Road The “Bikes
cities can use signs remind Allowed Use of
similar customized motorists that Full Lane” sign is
logo signs to define bicyclists have the currently used on
bike routes. right to ride an experimental
on the roadway basis in
several cities.

Figure 5.44 - Examples of Special Purpose Signage

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The City and County of Durham, North Carolina

5.11 Shared Use Paths, Greenways and Trails

The Durham Trails and Greenways Master Plan ([Link]

departments/planning/[Link]) identifies an extensive network of trails
and greenways planned for the region. Durham is home to an impressive
number of greenways that provide a network for recreation, commuting and
safe access to major recreational destinations. One of the key elements of
designing these trails and greenways is to safely integrate off-street facilities
into vehicle traffic. Part of this includes crossing features for all roadways
include warning signs both for vehicles and trail users. The type, location,
and other criteria are identified in the Manual for Uniform Traffic Control
Devices (MUTCD).

The Bicycle Network (Chapter 4) developed for this Plan is designed

to integrate and complement existing and future trails and greenways in
Durham. Providing connections between on-street and off-street facilities
is a vital link and valuable resource for the area. Sidewalk Trails and Street
Trails defined by the Trails and Greenways Plan are correlated with the on-
street bicycle facility cross sections identified in the section on Complete
Streets. Greenways, Trails fall within umbrella of Shared Use Paths as
they are intended for all non-motorized modes of transportation and not
just bicycles. Definitions for terms described above are provided in the
glossary.

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In addition to dimensional standards, the following is a discussion of

special design considerations unique to Shared Use Paths. Adequate
warning distance is based on vehicle speeds and line of sight. Signage
should be highly visible; catching the attention of motorists accustomed
to roadway signs may require
additional alerting devices such as
a flashing light, roadway striping
or changes in pavement texture.
Intersection signage for trail users
must include a standard stop sign
and pavement marking, sometimes
combined with other features such
as bollards or a kink in the trail
to slow bicyclists. Care must be
taken not to place too many signs
Figure 5.45 - Shared Use Path
at crossings lest they overwhelm Crossing of local street.
the user and lose their impact.

Directional signage may be useful for trail users and motorists alike. For
motorists, a sign reading “Bicycle Trail Xing” along with a Durham trail
emblem or logo helps both warn and promote use of the trail itself. For trail
users, directional signs and street names at crossings help direct people to
their destinations.

The directional signing should

impart a unique theme so trail users
know which trail they are following
and where it goes. The theme
can be conveyed in a variety of
ways: engraved stone, medallions,
bollards, and mile markers. A
central information installation at
trail heads and major crossroads
also helps users find their way and
acknowledge the rules of the trail. Figure 5.46 - As the City of Medicine,
(Figure 5.47) They are also useful Durham could lead the way in designing
for interpretive education about an alternative transportation network that
plant and animal life, ecosystems, accommodates mobility needs of an aging
and local history. population.

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The City and County of Durham, North Carolina

A number of striping patterns have emerged over the years to delineate

trail crossings. A median stripe on the trail approach (Figure 5.45)
will help to organize and warn trail users. The actual crosswalk striping
is a matter of local and State preference, and may be accompanied
by pavement treatments to help warn and slow motorists. The
effectiveness of crosswalk striping is highly related to local customs
and regulations. In communities where motorists do not typically yield
to pedestrians in crosswalks, additional measures may be required.

Figure 5.47 - Trailhead Information Installation Examples

Figure 5.48 illustrates a typical shared use path design, which is the most
common design for Durham’s trail and greenway network. This path is
designed to accommodate two-way bicycle and pedestrian traffic, typically
has its own right-of-way, and can accommodate maintenance and emergency
vehicles. This type of trail is typically paved (asphalt or concrete) but can
also be crushed stone or another smooth surface, as long as it meets ADA
requirements. Wider soft shoulders should be provided for runners/joggers
if space allows.

Figure 5.48 - Typical Shared Use Path Design

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LOCAL NEIGHBORHOOD TRAIL

Neighborhood trails provide access for most, if not all, trail users within
neighborhoods, parks, greenspaces, and other recreational areas. They are
similar to regional trails in that they typically have their own right-of-way
and serve only non-motorized users. These trails should be at least 8’ wide if
bicycle use is anticipated. All efforts should be made so that at least one ADA
accessible trail is available and serves the most desirable parts of the area
(i.e., picnic areas, viewpoints, playground equipment, etc.) Neighborhood
and homeowner association groups are encouraged to identify connector
trails, and complete a “new trail request form” through the City or fund a
new trail through neighborhood dues to expedite the process.

Figure 5.48 - Paved Neighborhood Trail

LOCAL TRAIL: ACCESSWAY

Accessways provide direct connections for trail users to schools, parks,
community centers, retail areas, neighborhoods, and other trails. They
are intended to be short, direct connections to reduce unnecessary out-
of-direction travel for bicyclists and pedestrians. Accessways in parks,
greenways, or other natural resource areas may have a 5’ wide gravel path
with wooden, brick or concrete edgings.

Figure 5.49 - Bicycle and Pedestrian Accessway

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The City and County of Durham, North Carolina

INNOVATIVE ACCESSWAYS
There are also other innovative ways to provide direct access,
particularly in topographically constrained areas (i.e., on steep hills,
over waterways, etc.) Stairs, alleyways, bridges, and elevators can
provide quick and direct connections throughout the city and can be
designed so they are safe, inviting, and accessible to most trail users.
For example, stairways can have wheel gutters so that bicyclists can
easily roll their bicycles up and down the incline and boardwalks can
provide access through sensitive wet areas and across small waterways.

Figure 5.50 - Bicycle wheel

gutters on stairs and boardwalk
bridge

Figure 5.51 - MUTCD examples

of signing and markings for
shared use paths

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Figure 5.52 - Multi-use trail approach towards an intersection

Figure 5.53 - Excellent existing

Rocky Creek Trail directional
and informational
trail signage.

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The City and County of Durham, North Carolina

Wooden bollard with Inlaid medallions Stone mileage marker

directional information

Figure 5.54 - Dual Purpose Bollard - Sign Hybrid Trail Markers

AMENITIES
There are a number of amenities that make a bicycle system inviting to
the user. Below are some common amenities that make systems stand out.

Interpretive Installations
Interpretive installations and signs can
enhance the users experience by pro-
viding information about the history of
Durham. Installations can also discuss
local ecology, environmental concerns,
and other educational information.

Water Fountains and Bicycle Parking

Water fountains provide water for
people (and pets, in some cases) and
bicycle racks allow recreational users
to safely park their bikes if they wish
to stop along the way, particularly at
parks and other desirable destinations.

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Pedestrian-Scale Lighting and Furniture

Pedestrian-scale lighting improves safety
and enables the facility to be used year-
round. It also enhances the aesthetic of the
trail. Lighting fixtures should be consistent
with other light fixtures in the city, possibly
emulating a historic theme.
Providing benches at key rest areas and
viewpoints encourages people of all ages
to use the trail by ensuring that they have
a place to rest along the way. Benches can
be simple (e.g., wood slates) or more ornate
(e.g., stone, wrought iron, concrete).

Maps and Signage

A comprehensive signing system makes a
bicycle and pedestrian system stand out.
Informational kiosks with maps at trail heads
and other pedestrian generators can provide
enough information for someone to use the
network with little introduction – perfect for
areas with high out-of-area visitation rates,
in addition to the local citizens.

Art Installations
Local artists can be commissioned to provide
art for the trail system, making it uniquely
distinct. Many trail art installations are
functional as well as aesthetic, as they may
provide places to sit and play.

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The City and County of Durham, North Carolina

5.12 Bicycle Parking

As more bikeways are constructed and bicycle usage grows, the need for bike
parking will climb. Long-term bicycle parking at transit stations and work
sites, as well as short-term parking at shopping centers and similar sites, can
support bicycling. Bicyclists have a significant need for secure long-term
parking because bicycles parked for longer periods are more exposed to
weather and theft, although adequate long-term parking rarely meets demand.

When choosing bike racks, there are a number of things to keep in mind:

• The rack element (part of the rack that supports the bike) should
keep the bike upright by supporting the frame in two places
allowing one or both wheels to be secured.
• Install racks so there is enough room between adjacent parked
bicycles. If it becomes too difficult for a bicyclist to easily lock
their bicycle, they may park it elsewhere and the bicycle
capacity is lowered. A row of inverted “U” racks should be
installed with 15” minimum between racks.
• The inverted “U” shaped bicycle racks are preferential for short
term parking due to their efficient use of space, ease of use and
security, while bicycle lockers provide a safe and secure option
for long term bicycle parking (Figure 5.62).
• Empty racks should not pose a tripping hazard for visually
impaired pedestrians. Position racks out of the walkway’s
clear zone.
• When possible, racks should be in a covered area protected from
the elements. Long-term parking should always be protected.

The table below provides basic guidelines on ideal locations for parking at
several key activity centers as well as an optimum number of parking spaces.

Figure 5.55 - Recommended Guidelines for Bicycle

Parking Locations and Quantities

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Figure 5.56 - Bicycle parking sponsored by local merchants

1. The Rack Element

Definition: the rack element is the part of the bike rack that supports one bicycle.

The rack element should:

� Support the bicycle upright by its frame in two places
� Prevent the wheel of the bicycle from tipping over
� Enable the frame and one or both wheels to be secured
� Support bicycles without a diamond-shaped frame with a horizontal top tube (e.g. a mixte frame)
� Allow front-in parking: a U-lock should be able to lock the front wheel and the down tube of an
upright bicycle
� Allow back-in
parking: a U-lock
should be able to
lock the rear wheel
and seat tube of the
bicycle

Comb, toast, school-

yard, and other wheel- INVERTED “U” “A”
One rack element supports two bikes. One rack element supports two bikes.
bending racks that
provide no support for
the bicycle frame are
NOT recommended.

The rack element

should resist being
cut or detached using
common hand tools,
especially those that
can be concealed in
POST AND LOOP COMB
a backpack. Such One rack element supports two bikes. One rack element is a vertical
tools include bolt segment of the rack.
cutters, pipe cutters,
wrenches, and pry bars.

WAVE TOAST
One rack element is a vertical segment of the rack. One rack element holds one wheel of a bike.
Not recommended (see additional discussion on page 3)

Bicycle Parking Guidelines | [Link] | 2

Figure 5.57 - Recommended bicycle parking facilities, Source: APBP
([Link])

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The City and County of Durham, North Carolina

Figure 5.58 - Example of a “U” shape bicycle rack. Figure 5.59 - Example of a bicycle rack serving as a piece of
utilitarian public art.

Figure 5.60 - Recommended bicycle parking spacing Figure 5.61 - Although the bicycle rack illustrated in this
dimensions case is not recommended, provision of shelter from rain
greatly increases usefulness of this bicycle parking facility
during inclement weather

Figure 5.62 - Bicycle lockers

are a crucial component of
the bicycle system. They offer
safe and secure storage at
transit centers and destinations.
Parking rates are reasonable at
about 3-5 cents an hour.
([Link])

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ATTENDED BICYCLE PARKING FACILITIES

Attended bike parking is analogous to a coat check – your bike is securely
stored in a supervised location. An organization called The Bikestation
Coalition is promoting enhanced attended parking at transit stations. The
Bikestation concept is now in use in Palo Alto, Berkeley, San Francisco,
Seattle, and Chicago. Bikestations offer secured valet bicycle parking near
transit centers. What makes Bikestations distinctive
are the other amenities that may be offered at
the location – bicycle repair, cafes, showers and
changing facilities, bicycle rentals, licensing, etc.
Bikestations become a virtual one-stop-shop for
bicycle commuters. Attended bicycle parking can
be offered at some special events. For example,
the Marin County Bicycle Coalition sponsors
valet parking at many festivals in the county, the
Sonoma County Bicycle Coalition sponsors valley
parking at the downtown Santa Rosa Farmer’s
Market, and secured bicycle parking is offered at
Pac Bell Park in San Francisco.

Figure 5.63 - Bikestation - Long Beach, California

FREE BIKE
Copenhagen, Denmark pioneered the concept of providing a fleet of bicycles
for free public use throughout the urban center. The Danish free bikes are
subsidized by advertising sales on the bicycles, and they require a coin
or credit card
deposit for
use. The
bicycles are
single speed,
durable and
suitable only
for short
trips. Their
design makes
them less
likely to be
stolen. They can be picked up and dropped off at a variety of destinations
– making them an easy choice for in-town travel by residents and visitors.
A variety of similar programs utilize recycled bicycles or bicycles painted
in a common color for free public use.

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5.13 Bicycle Friendly Drainage Grates

Drainage grates usually occupy portions of roadways, such as bicycle

lanes, where bicycles frequently travel. Often drainage grates are poorly
maintained or are of a design that can damage a bicycle wheel or in severe
circumstances, cause a bicyclist to crash. Improper drainage grates create
an unfriendly obstacle a cyclist must navigate around, often forcing entrance
into a motor vehicle lane in severe cases. Bicycle friendly drainage grates
should be installed in all new roadway projects and problem grates should
be identified and replaced.

Figure 5.64 - Dangerous Figure 5.65 - New Bicycle Friendly

Drainage Grate Condition Drainage Grate on
Martin Luther King Blvd in Durham

Figure 5.66 - Additional Bicycle Friendly Drainage

Grate Designs

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