The City of Raleigh is updating its 2009 Bicycle Plan because of the growing bicycle culture, the need to re-evaluate progress and set new priorities, and the commitment to becoming a higher-ranking bicycle friendly community. The BicycleRaleigh Plan Update provides a framework of recommendations to identify bicycle network gaps, prioritizes improvements, and identifies policy and program updates. A Project Steering Committee, formed of City staff, local stakeholders, and citizens guided the planning process. This project also included multiple opportunities for public engagement. The project consisted of the following overall phases with public engagement opportunities during two key periods of the project:
Phase One: Existing Conditions Analysis & Report
Download the draft existing conditions (Chapter 2)
Download State of Bicycling in Raleigh Report
Phase Two: Public Engagement Period #1
- Stakeholder and public meetings (Complete!)
- Website, social media, comment form, interactive map (Complete!)
Phase Three: Draft Recommendations
- Bicycle Network Review and Preliminary Recommendations (Complete!)
- Identification of High-Priority Corridors (Complete!)
- Wayfinding and Bike Route Evaluation (Complete!)
- Policy and Program Recommendations (Complete!)
- Implementation Recommendations (Complete!)
Phase Four: Public Engagement Period #2
- Stakeholder and public meetings (Complete!)
- Online review and comment (Complete!)
Phase Five: Final Plan
The BikeRaleigh Plan Update provides a framework of recommendations with a goal of making Raleigh more bicycle-friendly. More specifically, the study:
- Identifies gaps in the existing bicycle network and prioritize recommendations to improve connectivity
- Identifies preferred bicycle routes and wayfinding opportunities
- Evaluates existing education, encouragement, and enforcement programs and propose additions and modifications
- Assesses bicycle-related policies and recommend updates
- Provides an implementation framework with action steps and procedures for implementing the Plan
- Updates bicycle design guidelines to include more recently-developed and innovative bicycle treatments
Raleigh is a place where people of all ages and abilities bicycle comfortably and safely for transportation, fitness, and enjoyment. The BikeRaleigh network is integrated into the transportation system to connect people to where they live, work, play, and learn.
Please provide your comments to the project team
Send us your comments
To make your voice heard or to make a suggestion, please click on the following link:
Please visit our wikimap (en Español) to tell us where you would like to see bicycle infrastructure improvements such as bicycle lanes, cycle tracks, and bicycle racks. The map allows you to draw your preferred routes, highlight areas that need improvement, suggest locations for bicycle racks, and more! Although the draft plan is complete, suggestions and comments will still be reviewed by city staff in order to continuously improve Raleigh's bicycle infrastructure.
When considering the level of dedication in time and valuable resources that it takes to create a bicycle-friendly community, it is also important to assess the immense value of active transportation. Better bicycling facilities improve safety and encourage more people to ride, which in turn improves health, provides a boost to the local economy, creates a cleaner environment, reduces congestion and fuel costs, and contributes to a better quality of life and sense of community. Communities across the country are experiencing the benefits of providing a supportive environment for bicycling. With a better active transportation network, Raleigh can create a stronger, more vibrant community and take advantage of the many types of benefits described below.
- “If you build it, they will come. Folks are more likely to bike if protected bike lanes are available. Cities that added protective bike lanes saw bike traffic growth, compared to pre-installation levels.”
- +266% Buffered bike lanes on Spruce and Pine Streets in Philadelphia
- +55% Protected bike lane on Kinzie St. in Chicago
- +56% Protected bike lane on Columbus Avenue in NYC
- +54% Protected bike lane on Dunsmuir St. in Vancouver, Canada
- +200% Buffered median bike lanes in Washington, DC on Pennsylvania Ave.
- +190% Protected bike lane on Prospect Park West in NYC
- +115% Protected bike lane on Market St. in San Francisco
- “The average young person is driving 23% less, biking 24% more, and taking transit 40% more.”
- “Homes within a half-mile of Indiana’s Monon Trail sell for an average of 11% more than similar homes farther away.”
- “For every quarter mile nearer to an off-street bicycle trail, the median home value in Minneapolis-St. Paul increases by $510.”
- Each year the U.S. bicycling industry contributes an estimated $133 billion to the national economy. It generates $17.7 billion in federal, state, and local taxes and supports over 1 million jobs.
- Beaufort, SC: An increase in bicycling and walking due to a $30.4 million complete streets project is estimated to contribute over $3.8 million in livability benefits. Job creation due to the pedestrian and bicycle elements are estimated at almost $48 thousand. Other walking and bicycling investments contributed to a total benefit of $137.1 million, resulting in a net benefit of $106.7 million.
- Walking and biking for transportation is more affordable than driving. Many North Carolinians cannot afford to own a vehicle and are dependent on walking, biking, and transit for transportation. Approximately 12% of all workers in Raleigh do not own a vehicle. viii
- North Carolinians spend over $24 billion each year on health care costs associated with a lack of physical activity, diabetes, obesity, and related conditions.
- 60 percent of North Carolinians say they would increase their level of physical activity if they had better access to walking and bicycling facilities such as sidewalks and trails.
- Every $1 spent on bicycling and walking projects yields:
- $2.94 in direct medical benefits in Lincoln, Nebraska
- $3.40 in healthcare cost savings in Portland, Oregon, or $100 in benefits when the value of statistical lives is considered
- $11.80 in benefits in Kansas City
- At least $4 to $5 in safety, health, and traffic benefits
Types of Facilities
SHARED LANE MARKINGS
- Encourages bicyclists to position themselves appropriately in lanes too narrow for a motor vehicle and a bicycle to comfortably travel side by side within the same tra>c lane.
- Alerts motor vehicle drivers to the potential presence of bicyclists.
- Alerts road users of the lateral position bicyclists are expected to occupy within the travel lane.
- Demonstrated to increase the distance between bicyclists and parked cars, keeping bicyclists out of the “door zone.”
- Requires no additional street space.
- Reduces the incidence of wrong-way bicycling.
- Implementation: lowest cost, widest application.
FOR BICYCLISTS: No separation
EASE OF IMPLEMENTATION: High
- Increases bicyclist comfort and confidence on busy streets.
- Creates separation between bicyclists and automobiles.
- Increases predictability of bicyclist and motorist positioning.
- Increases total capacities of streets carrying tra>c.
- Visually reminds motorists of bicyclists’ right to the street.
BUFFERED BIKE LANES
- Provides greater shy distance between vehicles and bicyclists.
- Provides space for bicyclists to pass another bicyclist without encroaching into the adjacent motor vehicle travel lane.
- Appeals to a wider cross-section of bicycle users.
- Encourages bicycling by contributing to the perception of safety among users of the bicycle network.
- Implementation: higher cost, wide application, limited by roadway width/ROW
FOR BICYCLISTS: Better separation
EASE OF IMPLEMENTATION: Medium
- Dedicates and protects space for bicyclists in order to improve perceived comfort and safety.
- Eliminates risk and fear of collisions with over-taking vehicles.
- Reduces risk of ‘dooring’ compared to a bike lane and eliminates the risk of a doored bicyclist being run over by a motor vehicle.
- Prevents double-parking, unlike a bike lane.
- More attractive for bicyclists of all levels and ages.
- Implementation: highest cost, narrower application, additional design/operations analysis, limited by roadway width/ROW
FOR BICYCLISTS: Separation
EASE OF IMPLEMENTATION: Low