Bike Durham

Timeline of Bike Durham’s History

Prehistory

2006

The Durham Bike Co-op is founded in the Old Five Points neighborhood. The City of Durham unveils the city’s first bicycle and pedestrian plans, and issues bonds in 2006 and 2008 to partially fund them. 

Durham Bicycle Coalition

2009–2010

Copy of poster distributed advertising the organizing meeting for the Durham Bicycle Coalition, precursor to Bike Durham.

Longtime Durhamite Adam Haile is chatting with Rachel Raney, a recent transplant from the San Francisco area, outside the preschool their kids attend, when they see a police officer scold a parent for bringing a child to school in a bicycle trailer. Haile and Raney team with Mark Dessauer, Lisa Miller, and Jack Warman to launch an advocacy group called the Durham Bicycle Coalition. They set up a website, post notices on the Bike-Ped listserv (managed by the City), and leave flyers at the Bike Co-op. Momentum builds when the joint City-County Bicycle and Pedestrian Advisory Committee (BPAC) organizes Bike Month activities with help from the Co-op, which moves to new quarters near the old Durham Athletic Park (the Durham Bulls’ original home) on Morris Street.

2011

The inaugural Tour de Fat bike festival is brought to Durham by New Belgium Brewery (occurs annually through 2016).

2012

Around 70 people attend initial discussions in the Trotter Building on Geer Street to found a new membership-based group, the Durham Bicycle Coalition. Omisade Burney-Scott facilitates. The interim board includes Casey Collins, Adam Haile, Cameron Heath, Branson Kimball, Kevin Magill, Lisa Miller, Rusty Miller, Chris Russo, Carl Sundstrom, Jack Warman, and Debra Campbell West, with Haile and Miller as co-chairs. The East Coast Greenway Alliance acts as fiscal sponsor.

Bike Durham

2013

The name is changed from Durham Bicycle Coalition to Bike Durham. Its mission, bylaws (borrowed from another organization), and 501(c)(3) status are established, and Facebook and Twitter accounts set up. Branson Kimball’s friend Morris Young designs a logo. We join BPAC in planning Bike Month events and we bring bike parking to the Eno River Festival, using BPAC’s bike racks, and bike valet parking to Centerfest. We organize a ride to the movies to see PeeWee’s Big Adventure.  A “kidical mass” ride begins Bike Durham’s engagement with children, which will continue with Walk, Bike & Roll to School activities, and, later, Safe Routes to Schools. Seth Vidal, a prominent local bicyclist, is killed while riding on Hillandale Road, galvanizing the community. The nascent organization has 17 members, including 11 founding members. 

Original Bike Durham logo in teal and brown designed by Morris Young.

2014

The first working board includes Ryan Asher, Carlo Diy, Kosta Harlan, Bethany Kell, Christin Lampkowski, Harry Mendez Jr., Chris Russo, Rachel Waltz, and Jack Warman. Warman is elected board chair. Bike Durham buys coffee & donuts for City Council, for whom sidewalks become a priority. Investments are made in changes to West Club Boulevard, without consideration for cyclists. Warman presents to Durham Area Transit Authority bus drivers about how to interact with bikes. Bike Durham hosts a bicycle film festival at the Durham Arts Council, a major expense (at the time). The first Bike-a-Bull City event (named by Russo) is held at Bull McCabe’s.

2014–2015

In a six-month span, four Durham cyclists—Pamela Lane, Isidro Razo, Tony Morris Turner, and Kent Winberry—are killed in crashes. 

2015

Ride of Silence Banner with event logo and words “Silently honoring bicyclists killed and injured on our streets

In light of recent cyclist deaths, a community meeting draws over 100 people. Bike Durham begins leading the annual “Ride of Silence,” an event that takes place in May throughout the U.S. to mourn killed bicyclists. It gains a lot of volunteers and more of an advocacy focus, and wins an Indy Week “Citizen Award.”  NCDOT entertains a potential Durham-Chapel Hill Boulevard road diet, while the City Council is fine with the status quo. Bike Durham reaches out to neighborhood groups, local businesses, and City Council members, gathering more than 1,000 signatures on a petition supporting the road diet. In June, Board Chair Christin Lampkowski live-tweets the City Council meeting where they vote 7-0 in support of the road diet. Bike Durham conducts its first City Council candidate questionnaire. Bike-a-Bull City is held at Ciderworks. 

2016

Bike Durham pushes board member Bryan Poole’s hire as a bicycle-oriented planner in Durham’s Transportation Department. He wins the job and steps off the Bike Durham board. Bike-a-Bull City is held at Ponysaurus Brewing. The Durham Bike Co-op moves to Duke Park, where it remains today.

2017

Membership exceeds 60 for the first time. The logo is updated to its current, more colorful design. Former board member Poole, now working for the City, managed the Bike+Walk Implementation Plan, bringing it to City Council adoption in 2017- these are the improvements that the City is still working to complete in 2023. Bike-a-Bull City is held at Durty Bull. Bike Durham begins participating in Durham’s December holiday parade. James Nishimuta is board chair. 

2018

Photo and poster design by Toro Town Storyworks.

Membership exceeds 100. Bike Durham pushes for protected bike lanes when Broad Street is resurfaced, but the new design features only painted lanes. The Advocacy Committee devises plans for a citywide Low-Stress Network of connected, protected bike infrastructure. Bike Month Kick-off is held in partnership with Durham’s Bicycle & Pedestrian Advisory Committee (BPAC) at Ponysaurus Brewing. Landis Masnor is board chair. 

2019

Membership exceeds 200. Board starts the year adopting a broader mission statement and a commitment to center racial equity.  Bryan Poole leaves the Department of Transportation. Bike Durham rents space at the Re:City co-working space for meetings. Masnor leaves Durham, but not before urging board members to hire an executive director to raise capacity to a higher level. Bike-a-Bull City is held at the Scrap Exchange.

2020

Membership rises to 300. Bike Durham hires former GoTriangle leader John Tallmadge as its first executive director, and he goes to work fundraising for an organization that has never had more than a $10,000 bank balance. The COVID-19 pandemic causes an upsurge in bicycling and neighborhood walking, and a drop in transit ridership. Buses go fare-free and introduce rear-door entry to protect drivers; Bike Durham distributes masks at Durham Station. Tallmadge and Erik Landfried launch the Transit Equity Campaign in partnership with the Durham Committee on the Affairs of Black People, People’s Alliance, Durham Congregations in Action, and the Coalition for Affordable Housing & Transit.  Allison Shauger is board chair.

2021

Membership approaches 400. We partner with former board member Jen McDuffie submitting a winning proposal to be the program manager for the City’s Safe Routes to School program.  Following Jen’s planned departure for Vermont, Jacopo Montobbio and Stephen Mullaney are hired part-time to lead the Safe Routes to School program.  We contract with Nikola Milenkovic to work with the Burch Avenue neighborhood and Durham’s Transportation Department on traffic calming. We win adoption of a 2050 long-range transportation plan that removes highway expansion projects toward meeting goals of zero carbon emissions, zero deaths or serious injuries, and zero racial disparity of access. Bike Durham also supports Council adoption of one-half penny property tax dedication to equitable and green infrastructure projects. Move-a-Bull City (rebranded from Bike-a-Bull City to include a pedestrian/transit focus) is held at the Scrap Exchange. Marc Maximov is board chair.

2022

Comparison of traditional approach to traffic safety and the safe systems Vision Zero approach

Bike Durham is named “Advocacy Organization of the Year” by the League of American Bicyclists. An anonymous donor makes a three-year gift that greatly increases the organization’s financial capacity, enabling the Board to hire Tallmadge on a full-time basis, and to create full-time positions for director of development and communications (Nancy Cox) and manager of education programs (Jacopo Montobbio). We contract with Ali Shoenfelt and Nikola Milenkovic to work with Old West Durham and Watts Hospital-Hillandale neighborhoods on traffic calming plans. Matt Simpson, husband and father of two young children, is killed bicycling across Guess Road with his family. In response, we organize a memorial ride and a volunteer Safe Streets Research Team. Post-COVID, monthly community rides and meetings return. Move-a-Bull City is held at Golden Belt.  In November, we hold our first event marking the World Day of Remembrance for Road Crash Victims, calling on the City to fund a Vision Zero Coordinator and to adopt a Vision Zero Action Plan within a year. Marc Maximov continues as chair.

2023

We are nearing 500 members/donors. Bike Durham hires Surrayyah Chestnut as Advocacy Campaign Organizer, and two new half-time lead educators (Ashley Scott and Desiree Squire) for the Safe Routes to School program. We organize a successful campaign urging City Council to fund #VisionZeroDurham - including the Vision Zero Coordinator position and $40 million of sidewalk, safe crossings, bicycle facilities, and traffic calming. 10th anniversary activities kicked off at the Museum of Durham History during Bike Month. Shaun King is board chair. 

Vision Zero Durham

Remembering John Allore

As I was preparing to write this post last Thursday about our Vision Zero Durham rally and comments at the City Council public hearing on March 20, I heard the tragic news that John Allore, Durham’s budget director, had been killed while riding his bike in western Orange County.  I had known John from my years working at GoTriangle and more recently through Bike Durham’s advocacy on City budget priorities.  My impression of John was always that he was genuine, caring, and good at his work for the City.  I was also always interested to hear about his acting, too.  He was an avid bike rider, both for recreation, and as a commuter (bike-bus-bike from Carrboro to Durham).

I have been in touch with some of his family, as well as his colleagues at the City, about whether there is support we can offer to honor John’s memory.  We are also coordinating with advocates in Chapel Hill and Carrboro, where John lived.  As a reminder to all, we will host the annual Ride of Silence on Wednesday, May 17 at 6pm, starting downtown at CCB Plaza.  

John’s death is yet another tragic reminder that the time is past due for the local, regional, and state governments to change our approach to transportation to Vision Zero. 

Calling for Vision Zero Durham at City Hall

On Monday, March 20th, nearly fifty people gathered at the intersection of W. Main, Morgan, and Watts Streets to rally for safer streets and to protect one another as we rode to City Hall for the public hearing on the budget.  BIke Durham Advocacy Committee Co-Chair Erik Landfried remembered Tysiea Gurley and Mike Possley who had both been killed recently while crossing Durham streets.  He also spoke about the serious injuries suffered by Noah Goyette when the bike lanes on West Main Street were blocked by idling cars and he hit a pothole when swerving to avoid the cars.  On behalf of Bike Durham, Erik called for the City to invest in a Vision Zero Durham agenda:

  • Fund a full-time, dedicated Vision Zero Coordinator. The person in this position will lead an interdepartmental, interdisciplinary team in identifying, prioritizing, and implementing measures to reduce traffic deaths and serious injuries. It’s important to hire this position now as a Vision Zero Action plan will be developed later this year.

  • Fund the repair of existing sidewalks, bring curb ramps up to ADA standards and convert all existing bike lanes into protected bike lanes.

  • Provide annual funding commitments for traffic calming and the completion of safe city-wide sidewalk and protected bike lane networks.  

Residents, many with their bikes, gathered to rally for safer streets.

Brian Hawkins spoke on behalf of the Durham Bicycle & Pedestrian Advisory Commission (BPAC), stating, “...what we are asking for is the city to prioritize the usability and safety of the infrastructure in which we have already invested. Bike lanes are a welcome addition to our cityscape, but it is clear that simply painting a stripe on the road is not sufficient. In fact, we would argue that a bike lane that is suddenly and unpredictably unavailable creates a more dangerous situation than no bike lane at all, which we saw right here last month.

We call on the City Council to prioritize the following to address this issue: 

1. The addition of physical barriers to existing bike lanes

2. More consistent enforcement of parking restrictions 

3. A program and policy whereby the City conducts public visits to sites of serious and/or deadly crashes involving pedestrians or cyclists, and produces crash memos that describe how similar tragedies can be avoided in the future”

Following the media event, we created a cyclist-protected bike lane to start our ride to City Hall for the public hearing.  Seven of us signed up to speak to Council in support of the Vision Zero Durham agenda.  I highly encourage you to watch the remarks made at this link.  In addition to powerful comments in support of the Vision Zero approach to traffic safety, there were others advocating for expansion of the community safety department, known as the HEART program.

We received excellent media coverage, including CBS17, WRAL, News & Observer, IndyWeek, and 9th Street Journal.  

Why Do We Advocate for Vision Zero?

Bike Durham was incorporated ten years ago as a voice for residents who wanted streets safe for people on bicycles.  We have since broadened our vision to a transportation system that is safe, affordable, and sustainable for everyone, regardless of who they are or where they live.  One key approach to achieving this vision is known as Vision Zero.

According to the Vision Zero Network, Vision Zero is a strategy to eliminate all traffic fatalities and severe injuries, while increasing safe, healthy, equitable mobility for all. First implemented in Sweden in the 1990s, Vision Zero has proven successful in communities across Europe — and is now gaining momentum in American cities and states.

Vision Zero is not just a catchy slogan.  It is a fundamentally different approach to thinking about our transportation system.  

Again according to Vision Zero Network, Vision Zero is a significant departure from the status quo in two major ways:

  1. This approach recognizes that people will sometimes make mistakes, so the road system and related policies should be designed to ensure those inevitable mistakes do not result in severe injuries or fatalities. This means that system designers and policymakers at the city, state, and federal levels are expected to improve the roadway environment, policies (such as speed management), and other related systems to lessen the severity of crashes.

  2.  This approach is multidisciplinary, bringing together diverse and necessary stakeholders to address this complex problem. In the past, meaningful, cross-disciplinary collaboration among local and state traffic planners and engineers, policymakers, and public health professionals has not been the norm. Vision Zero acknowledges that many factors contribute to safe mobility — including roadway design, speeds, behaviors, technology, and policies — and sets clear goals to achieve the shared goal of zero fatalities and severe injuries.

More is described in Vision Zero Network’s document Core Elements for Vision Zero Communities and their recorded webinar Vision Zero 101.

Here in Durham, the City Council adopted a Vision Zero resolution back in 2017, following the adoption of a Vision Zero program at the state level in 2015.  Our regional transportation organization also adopted a goal of zero deaths and serious injuries by 2050.  The goals have been set, but the paradigm shift has not occurred.  In recent meetings with NCDOT engineers, it is clear that safety is not yet prioritized ahead of minimizing traffic delay.  We still hear City staff putting too much emphasis on the behaviors of people driving, walking, biking, or rolling, and accepting enough responsibility for the changes that they could make to our streets to encourage slow speeds and safe spaces for everyone to use our streets.

We need our City leaders to recommit to Vision Zero through this year’s budget by approving:

  • Funds for a full-time, dedicated Vision Zero Coordinator. The person in this position will lead an interdepartmental, interdisciplinary team in identifying, prioritizing, and implementing measures to reduce traffic deaths and serious injuries. It’s important to hire this position now as a Vision Zero Action plan will be developed later this year.

  • Funds for the repair of existing sidewalks, bring curb ramps up to ADA standards and convert all existing bike lanes into protected bike lanes.

  • Annual funding commitments for traffic calming and the completion of safe city-wide sidewalk and protected bike lane networks.  

You can sign our petition in support of the Vision Zero Agenda and share it with your friends.  Our goal is 500 signatures by April 30.

Today is Transit Equity Day

Today, February 4th is Transit Equity Day in the U.S., named in memory of Rosa Parks on her birthday.  When Rosa Parks refused to yield her seat in the Whites Only section of a Montgomery bus in 1958, she sparked a 381-day boycott of the bus system, demanding equal treatment.  Today, public transit is an essential service in a transportation system that is still inequitable.  Access to reliable transportation is closely linked to educational and economic opportunity, and in regions like the Triangle, that means access to a private automobile.

In order to achieve a transportation system that provides equitable access for everyone, while also eliminating carbon emissions and traffic deaths or serious injuries, we are going to have to make the public transit system work better for today’s customers.  We have been advocating for this through the Durham County Transit Plan since 2020.  This is the plan that establishes how $1.1 billion will be spent on public transit in Durham over the next 17 years (until 2040).  The final draft plan was released in December and the County, the regional planning organization (DCHC MPO), and GoTriangle are soliciting comments on the plan now.  This will be the topic of our next Community Meeting on February 27.

Through the Transit Equity Campaign, we have been successful at getting the public agencies to invest in authentic community engagement, and to put the needs of current transit riders at the front of the plan.  More than $800 million (74%) of the recommended investments accomplish those goals. These investments include increasing bus service frequency, running service later on weekends, and new crosstown routes that will shorten travel times.  It will speed up the construction of bus stop shelters and safe access to those stops, invest in improvements to the speed and reliability of bus services, and study the possibility of bringing Bus Rapid Transit to Durham.  The Plan also funds a study of the needs of the paratransit service for those whose disability keeps them from using the bus; the costs of paying increased wages to operate and maintain a growing transit system; and provides staff resources to increase the accountability for whether these dollars are being spent effectively.

This is Not Enough

This is an important start on transforming our public transit system to one that creates more opportunities for riders as we make a transition to a clean, safe transportation system for everyone.  However, it is not enough.  For all the investments recommended in improving our bus systems, other improvements are left out:

  • The plan leaves many critical bus routes unfunded (listed on page 107 of recommended plan), meaning that travel times will remain too long and services will remain too infrequent for too many people.  

  • The plan doesn’t show a commitment to electrifying the entire bus fleet.  

  • The plan does not make a commitment to keep zero fares.  

  • The plan does not show how sidewalk connections, or the Better Bus Project recommendations on Holloway and Fayetteville Streets and other locations throughout the city, will be fully funded.  

  • Finally, the plan does not show a viable option for how riders will experience fast, reliable, and frequent regional transit service between Durham and opportunities in RTP, Cary, and Raleigh, or Chapel Hill.

The Commuter Rail is Not Viable in Durham Today

Bike Durham is strongly supportive of fast, reliable, and frequent regional transit services between Durham and opportunities in RTP, Cary, and Raleigh.  And we understand the desire to bring rail service to the Triangle.  However, the Commuter Rail project that has been studied would not be reliable or frequent because it would only offer two trips in the middle of the day, two trips at night, and no service on weekends.  This would not be useful for people who work jobs other than 9-to-5'ers, nor for getting to cultural or entertainment opportunities.  We are disappointed that options for frequent all-day, all-week service have not been studied to this point in tim

GoTriangle has only been studying rail service in the existing rail corridor, and that is limited to what the North Carolina Railroad and Norfolk-Southern Railway will allow.  At this point in time, these entities have not even agreed to participate in an evaluation of the feasibility of frequent, all-day service in the corridor.  This is why GoTriangle has only been evaluating Commuter Rail service levels (eight trips in the morning, two in the middle of the day, eight in the afternoon, and two at night - weekdays only).  They have recently presented the results of their Commuter Rail Feasibility Study and are also soliciting public comments right now.

The project is estimated to cost $3.2 billion and carry about 12,000 daily person trips by 2040.  At this cost and this level of ridership, GoTriangle has determined that the project is unlikely to be eligible for the Federal funding source that often pays about 50% of major project costs.  The Durham segment of the corridor between RTP and West Durham is estimated to cost about $1.6 billion due to the need for an additional set of tracks and complicated designs for the east Durham railyard and several street crossings.  The draft final Durham County Transit Plan recommends reserving 26% of the revenues through 2040 for a regional connection, or about $290 million.  That leaves a BIG gap - upwards of $1.3 billion - to build a project that doesn’t even have the service levels that we need.  Until Durham and Wake have new robust local transit tax options available to build the full project and operate frequent service, this rail project in Durham is not viable.

Wake County has a stronger tax base and could afford to build either the leg from Garner to downtown Raleigh, or from downtown Raleigh to RTP without Federal funding.  If Wake County is inclined to commit money to the central segment, Durham leaders should not be seduced into spending any transit tax revenues to extend the service beyond RTP until we can fully fund a frequent connection all the way to West Durham.

Here’s why:

  • It would not provide any new access benefits for current riders or those using transit to access the opportunities east of RTP.  For the foreseeable future, an Ellis Road station would be predominantly a park-and-ride location, not a walk-to-transit location. Current riders going to opportunities east of RTP would still make bus connections at an RTP station since GoTriangle would not relocate their regional transit center to Ellis Road.

  • It would consume most, if not all, of the $290 million recommended to be reserved for regional transit connections in the draft final Durham County Transit Plan.  We still would need to raise more than $1.3 billion in order to build out a fast, frequent, and reliable regional transit connection from east Durham, downtown Durham, and west Durham.

  • GoTriangle’s evaluation is that there is a significant level of risk that the project might ever get completed.  In order to build and operate the studied service, GoTriangle would need agreement from North Carolina Railroad, Norfolk Southern Railway, CSX Railway, and Amtrak.  These negotiations usually take years, are unpredictable, and sometimes fail.  Charlotte thought they had an agreement with Norfolk Southern to purchase a corridor for the proposed Red Line project, when Norfolk Southern changed their mind.  That was in 2013.

  • There are other, feasible opportunities to provide fast, frequent, and reliable transit service to key regional destinations that can be accessed from more parts of Durham.

Graphic rendering of a Bus Rapid Transit station.

Another Path to Regional Transit Connections

Though a rail connection is not viable for Durham at this point in time, we must still find solutions to improve regional transit connections between Durham, RTP, Cary, and Raleigh, or Chapel Hill.  As housing prices rise in Durham, demand is growing for connections to other communities like Butner, or Graham, or even Oxford.  Bus connections should be pursued now that increase the frequency of express service to downtown Raleigh and to Chapel Hill.  We should be studying investments that make it possible for these buses to bypass traffic with wider freeway shoulders, priority at traffic signals, and bus only ramps for easy on-off at key stops.  We should also be studying high quality bus rapid transit services where buses have dedicated lanes and stops that are similar to rail stations.  This can be a progression of steps over time that starts now and improves as our communities are ready and can afford them. 

Our local leaders throughout the region should also begin working with their counterparts throughout the state on building support for greater funding options for transit.  We can only achieve our vision for excellent transit with more local and state revenues.

Our recommendations

For Durham’s elected leadership:

  • Durham leaders should support Wake County in their decision about whether to pursue one of the two eastern segments with Wake County funds, but they should not support spending Durham transit tax revenues on this project.

  • Durham staff should pursue state and federal funding for projects that would make at-grade crossings and rail bridges safer for everyone in Durham and make it less expensive to pursue a regional rail project in the future. 

  • Durham, and the region, should evaluate transit service and infrastructure improvements that can be made in the next few years with bus service to provide more frequent access between Durham, RTP, Cary, and Raleigh, or Chapel Hill.  This includes evaluating bus rapid transit as an alternative to rail service.

  • Our local elected officials need to begin working with colleagues across the state to educate NC legislators about the need for additional investment in transit infrastructure and operations.

For you.

You can support transit equity in the Triangle by taking these three steps:

  • Submit comments on the Commuter Rail Feasibility Study by February 19 urging that the project not be pursued west of RTP at this time.

  • Send an email to Durham elected officials on the final draft of the Durham County Transit Plan supporting the investments in improvements to our local and regional bus networks and urging study of alternative regional connections that would be fast, frequent, and reliable.

  • Sign up for Bike Durham’s email list to get updates on transit and safe, affordable, and sustainable transportation in Durham.

Another Hit-and-Run Driver Sends a Friend, who was Riding his Bike, to the Hospital

On the evening of Friday, September 9th, a Bike Durham member and frequent volunteer was struck by the driver of a truck while cycling through the Five Points intersection in downtown Durham. The crash was a hit-and-run, though we understand that the driver and vehicle have been located thanks to several eyewitness accounts. Two off-duty paramedics immediately assisted the crash victim until an ambulance could arrive at the scene.

Photo of damaged bike on ground at Five Points in Durham following crash when driver hit man on bike and drove away

Photo of damaged bike on ground at Five Points on September 9

The crash victim suffered a fractured pelvis and broken hand and is currently recovering in the hospital following three surgeries. Despite this, he is in good spirits and plans to continue biking and advocating for safer streets in Durham once he recovers from his injuries. Bike Durham wishes him a speedy and complete recovery.

Unfortunately, these types of crashes are all too common in Durham. On average every 16 days someone is killed or seriously injured while walking or biking in Durham. Just two months ago, Matt Simpson was killed crossing Guess Road on his bike with his family. These tragedies will continue to occur in Durham as long as motor vehicle speed and delay at intersections continue to be the number one priority for how our streets are designed.    

The formula for safer streets is simple:

  1. Reduce motor vehicle speed on all streets. Speed kills.

  2. Create fully protected places for people walking, biking, and using transit on larger streets. 

  3. Shift funding away from projects that make it easier to drive to projects that make it easier to walk, bike, or use transit.

Cities that have implemented a human-centered transportation system instead of a vehicle-centered one have achieved remarkable success. Oslo, Norway, a city twice the size of Durham, recorded zero pedestrian or cyclist fatalities in 2019 and only a single vehicle fatality. This is not some type of Scandinavian exceptionalism - Oslo had 41 traffic fatalities as recently as 1975. By prioritizing people instead of cars, Oslo made the streets safer for everyone, not just those walking or biking.

The City of Durham must do more to implement the Vision Zero program adopted in 2017. Vision Zero is a framework to eliminate traffic fatalities. There needs to be dedicated funding for the Vision Zero program in the City’s Fiscal Year 2024 budget, beginning with the hiring of a Vision Zero coordinator staff position.

The City should also begin conducting more holistic crash investigations that include people from the City, State (if it is on a State-maintained road), and transportation safety advocates. They should also produce follow-up reports available to the public following each crash that leads to a fatality or serious injury, similar to those done in Washington, DC.

Bike Durham Member Cynthia Bland on Her Car-Free Summer

I appreciate the friends and family who have offered rides and the strangers with their tepid or apologetic waves as I've lived car-free this summer, but I don't need those. Instead, I ask you to contact your local and state government leaders to support your friends and neighbors who travel by walking, rolling, riding bikes or transit. We need safety, visibility, care, and funding. 

For context, I was in a severe crash in June where my car was totaled.

The totaled car

I was headed to get a Friday night milkshake at the Cook Out when the driver of a cargo van turned left in front of me and crashed into the driver’s side door of my Corolla. I blame this crash on a flashing yellow turn signal that lulled this driver into thinking it was safe to turn left. The driver wasn’t sure exactly what happened, except that it was his fault, and he was really sorry. I’m grateful to the good vehicle engineering that left me remarkably OK and just some lingering neck soreness these two months later.

Site of the crash

It’s hard to get a car these days and part of me doesn’t want a car again. I struggled with the idea that I could look at this as an opportunity to make a personal change, but it’s been hard to get around Durham without a car. I worry about my safety as a pedestrian and cyclist. Even being on the fence, I started the paperwork and contacted a car dealership and my credit union soon after the crash and it still looks like it’ll be September before they can secure a car for me. I wasn’t too worried since I’m a household of one, don’t travel a lot, mostly work from home, live near a grocery store and on some bus routes.

Plus, I love my bike! A big thank you to the folks at Bullseye Bicycle who listened to my needs and got me set up in 2019. My office in RTP reopened in late June. One of the things I missed about the office was a once or twice a week trip by bike. It’s 40 minutes each way. Much of that is on the American Tobacco Trail (ATT), but also includes a few places that feel uncomfortable with traffic. 

Cynthia Bland

So what’s not working? Much of it can be summed up as: Cars. Or more specifically that Durham plans for and prioritizes cars and little else. Drivers go really fast! It’s a me-first attitude. Our city is designed so that cars get to take up space and people walking or cycling seem barely considered.

It’s also summer and it’s hot out. There’s very little shade on our streets. Organizations like Keep Durham Beautiful do great work to increase our street trees by raising money to plant native species, but trees grow slowly. The bus stops near my house are just posts without benches or shelters. Fellow riders and I try to stand in the shadow of the power poles or anything for a respite from the direct sun. My floppy brimmed hat helps, but walking in this heat or even waiting at bus stops without shade is hard.

GoDurham bus stop on Fayetteville Road

As a kid I was confused by the Shel Silverstein book “Where the Sidewalk Ends” because it ended in so many places! My mom had to explain that in cities like New York and DC sidewalks are continuous. They sure aren’t in Durham! I live in a neighborhood with walking trails, but not sidewalks. To get to the bus stops I walk through sections of town where there aren’t sidewalks or they start and stop. Last week I traveled to a conference out of town so I took my rolling suitcase with me as I walked and took three buses to RDU. I rolled it more than I carried it, but just barely. Sometimes the sidewalks need intensive repair and other times they’re blocked by signage or seemingly random spools of heavy wire.

Where the Sidewalk Ends, Durham style

Sidewalks connect people and places. They’re the last little bit that can make a trip feel safe or dangerous. I would have more choices of destinations near my home if we had more continuous sidewalks and if there were safe places for people to cross bridges. I live near Southpoint Mall and the roads over I-40 are not at all designed for people to travel by foot. Sidewalks make a place feel like a community and are vital to the transportation of people with wheelchairs, strollers, or luggage.

I would love to see more prominently marked crosswalks. The zebra-style crossings look more like crosswalks to drivers and maybe that type would keep cars out of the crossing areas at intersections. Mostly, I’d really love the white walk signal to actually mean it’s safe for me to cross the street. I discovered this summer that it doesn’t! The traffic lights are set up to allow drivers to think it’s their turn when it’s also my turn to walk. This is a huge conflict and has led to several close calls since I have to turn and keep looking back for turning left-traffic and ahead for right-turning traffic. That sore neck hasn’t made this any more fun.

It would help for drivers to use turn signals. They're cheap and easy! Please use them all the time, not just when you think another car needs to know where you're headed. They’re super helpful to pedestrians and cyclists. Using turn signals should be a habit and not a decision. A bit of advice to new drivers that seemed obvious was “look where your car is going.” Wow, huh? Well, it’s excellent advice related to turning! I can tell that many drivers are not looking where they are going. If they were, they might notice a person trying to cross the street.   

Turning to transit, many of our GoDurham and GoTriangle bus routes only come every 30 minutes or 60 minutes. This lack of frequency means transit users have to meticulously plan our day! There are some decent apps for this, but riders pay a high price for their time when bus schedules don’t align or when you have to arrive somewhere 45 minutes early so you’re not 15 minutes late.   

Many transit routes are organized to funnel riders to our downtown station. That worked well in a world where people commuted to a job each day. But there are other reasons to use the bus like shopping, childcare, doctors, entertainment and this model doesn’t work as well. There’s also evidence that this type of model doesn’t serve women as well as men. Women tend to travel in off-peak hours and link more errands or activities together. The move toward telemedicine is helpful in some situations and I wish my doctors would be more adaptable in offering that for situations that are more conversational.

Most GoDurham routes end at the downtown bus station

Back to cars: people tout the freedom and pure fun of driving. That’s totally fine! But while they say they love driving, they don’t demonstrate it. I see so many people who are much more interested in their phones than the road. Please show your love for driving by using care, focus, and attention! 

That’s a lot of complaining, but I’m having a great summer! I’ve gained strength by riding my bike more often. I’ve enjoyed summer smells and breezes, increased my time with birds and nature, eaten blackberries along the ATT, stopped for ice cream and donuts, said hello to more people and had fun! This whole post is apparently about how I only travel for my sweet tooth! I’m proof that people on buses, bikes, and sidewalks really do stop into more shops than people driving who are worried about finding parking.

My story isn’t a sad one. I’m OK from my crash. I can afford a new car loan. I haven’t missed out on summer adventures. I’m not worried about me, but I’m worried about our community. We need to prioritize people in Durham. That means all people. We need a city where we can work, shop, attend school, visit parks, and enjoy entertainment without having to use a car or be subject to traffic violence. 

I believe that being a true local shouldn't be about the university you went to, team you root for, hot restaurant you're a regular at, or how long your family has lived here. I feel like a real local knows where their closest bus stop is to their residence. What's that route number? How often does it come? Where does it go?  

Talk to your city, town, county, and state leaders. Donate and get involved with local advocacy organizations like Bike Durham. Even if you have and use a vehicle, make a plan to use transit! It’s not just for people who have to use it. Start with a bus near you: What are the points of interest you might use? Plan a trip to explore and have fun!   

Bike Durham’s Open Letter to Local Officials on Erwin Road Repaving

On August 2, 2022, Bike Durham sent a letter to the local NCDOT district engineer, the City’s director of transportation, and the VP for Administration at the Duke University Health System. The letter outlines our disappointment with current restriping plans, which will essentially keep Erwin Road as-is rather than making it safer for all users. The text of the letter is below.

Memorial Gathering and Ride of Silence for Matt Simpson

Photo of Matt Simpson; credit Allison Simpson

Photo of Matt Simpson; credit Allison Simpson

With the approval of Allison Simpson, Matt's widow, Bike Durham has organized a memorial gathering and ride of silence to honor the memory of Matt Simpson who was killed in traffic violence while bike riding with his family.

We will gather Sunday morning, July 24th, at 11am at Westover Park near the intersection where the West Ellerbee Creek Trail crosses Guess Road.  Allison and her friends placed a ghost bike at this spot last weekend.

Photo of ghost bike for Matt Simpson

We will have cards for you to write messages that you can insert into spokes of the ghost bike, and markers for you to sign the bike directly.  We will have black armbands for you to wear, if you choose to participate in the ride of silence.  We also encourage you to bring a cut flower to place at the ghost bike.

At about 11:15, we will call everyone together and Allison Simpson will address the group, and likely one or more of Matt's friends will say a few words.  I will follow with a message about how you can continue to honor Matt's memory with further action to make Durham's streets safer for everyone and some instructions about the ride for those who are able to join us.

We will have a moment of silence before starting the ride.

The ride will be just over three miles in a mostly “on-road” loop starting with a crossing of Guess Road where Matt was hit and killed and finishing up back at Westover Park.  We'll take it at a slow pace and should complete it in about 30 minutes.  We will have at least 8 ride "facilitators" to keep the group safe and together.  They will ride at the front, at the rear, and positioning themselves at intersections to make sure we can all go through together.  We'll have one or two mechanics on the ride in case anyone gets a flat tire or a chain falls off.

The forecast is for hot and sunny weather.  We'll have plenty of cold water.  We encourage you to bring your own water bottles, sunscreen, hats, and helmets if you are riding.

We know that Matt's death has touched many people in his family's circle, in his neighborhood, and in the wider Durham community.  We hope that this event will be an opportunity for you to join in solidarity with others to honor Matt's loss of life and to recommit ourselves to organizing for safer streets for all in Durham.  Please let us know if you plan to join at this link so that we have an idea of the size of crowd to expect.  If you cannot join us, but would like to leave a message for Allison, we have created a digital way for you to express your thoughts.

Statement about the Death of Matt Simpson

We are deeply saddened at the tragic news that Matt Simpson died Friday after being hit while bike riding with his wife and two young children last Sunday. We are angry at the driver, Omari Newsom, who crashed into Matt and then drove away from the scene after removing the bike from under his car. And we are fed up with the officials at legislature, NCDOT, and the City who have not done enough to keep us all safe while walking and biking on Durham streets.

This tragedy is not isolated. On average every 16 days someone is killed or seriously injured while walking or biking in Durham. Unfortunately, it is often difficult to find out details about the victims and their families' interests. Through neighbors, we have been connected with Matt's widow and know that she wants Matt's memory honored with the placement of a ghost bike at the site where he was killed. We will follow up soon with details about the ghost bike event and how you can get involved to make our streets safe for everyone.

Here are links to two media stories about what happened:

https://www.newsobserver.com/news/local/article263536723.html

https://www.wral.com/durham-police-search-for-hit-and-run-driver-after-bicyclist-crash/20368469/ (from last Monday)

Learn more about our Safe & Healthy Streets work here.

Creating a Better Erwin Road

Most people in Durham have likely experienced Erwin Road in some capacity, whether driving to a medical appointment at a Duke clinic, taking a bus to the VA Hospital, biking to work, or walking to class. This experience is generally not a positive one. The road is very wide, there are limited bike lanes, no bus lanes, and sidewalks are usually right up against the road, making it very unpleasant to walk. It is, like so many wide roads devoted mostly to private vehicles, dangerous. There were over 350 crashes on this corridor between 2017-21, including 19 involving people walking. Despite the presence of a pedestrian tunnel, the most crashes occurred at the intersections directly in front of Duke Hospital and the VA Hospital.

Source: Google Maps

The Previous Vision for Erwin Road

For most of the 2010s, the plan was to transform Erwin Road by adding a light rail line along it. Even then, many compromises had to be made because the North Carolina Department of Transportation (NCDOT), who owns and maintains Erwin Road, would not allow the removal of any general purpose lanes despite the fact that more people would be able to access the residential areas, restaurants, world-renowned medical services, and tens of thousands of jobs using transit. Still, light rail and associated improvements for people walking and biking along Erwin Road would have provided significantly better access for people living and working in the area.

Unfortunately, no comprehensive vision for Erwin Road has been developed since the light rail project ended over three years ago. One of the options shown to the public in the ongoing update to the Durham Transit Plan included a Bus Rapid Transit (BRT) line along Erwin Road. BRT, if done well, can mimic many of the best aspects of light rail. However, no work has yet been done to flesh out this concept and it’s not clear whether BRT along Erwin Road will make it into the final Transit Plan update or be anything more than a slight improvement over current bus service.

The Next Opportunity

The lack of a current vision for Erwin Road means that when opportunities arise, they are often missed. One such opportunity is occurring this fall when NCDOT will be repaving Erwin Road, something that last happened 15 years ago. Roads have to be restriped after they are paved, but they don’t have to be restriped the same way they were before. Durham has long taken advantage of this low-cost opportunity to repurpose excess space for private vehicles to create bike lanes, bus stops and better crosswalks. In fact, most of the existing bike lanes in Durham were created through repaving projects.

According to their own Complete Streets Guidelines, NCDOT is expected to consider improvements that will enhance the safety and access of those walking, biking, using transit, and driving:

They did not do so on Erwin Road and have not done so for any NCDOT-maintained road in Durham to our knowledge. NCDOT also moved the repaving of Erwin Road up a year, shortening the planning time for any restriping changes that could make the road safer, more accessible, and more inviting. The City of Durham and local transportation advocates recognized that an opportunity existed despite the short timeframe. Unfortunately, the City did not have staff capacity to do the necessary design work and public engagement in-house, so they hired a consultant. The scope of the contract focused mostly on potential transit improvements—a good start for sure—but did not include a more holistic set of potential improvements such as dedicated lanes for people biking.

To meet NCDOT’s requirements, the consultant had to determine whether these potential changes would cause traffic to be delayed at intersections in the year 2035. This nearly singular focus on intersection delay, often codified in a misleading concept called Level of Service, is problematic for a number of reasons. First, it assumes that other goals of a transportation system—safety, equity, health, sustainability, accessibility—are secondary to making sure people don’t have to hit the brake pedal for too long. Second, projecting future traffic delay relies on imprecise traffic models that will almost certainly be wrong. Just as no one would have predicted huge traffic decreases in 2020 due to a pandemic and shift to telework, no one knows what traffic will be like in 2035. Finally, these projections fail to take into account how many people will switch to walking, biking, and using transit when these modes of transportation become more enticing.

The initial ideas presented to NCDOT included bus lanes in both directions on Erwin Road or, if that was not feasible, a bus lane in either the eastbound or westbound direction.

Bus Only Lanes in New York City

Source: https://nacto.org/publication/transit-street-design-guide/transit-lanes-transitways/

All of these options were rejected by NCDOT because they do not believe there is enough spare capacity on Erwin Road to repurpose any lanes. In other words, NCDOT believes that the majority of road space on Erwin Road should continue to be for private vehicles and that even more road space would need to be created to accommodate other ways of moving around.

If Durham is going to get serious about addressing its transportation and sustainability goals, adding more asphalt is not the answer. We have to be more intentional about how we use the space that is already paved on our streets. On Erwin Road, that means carving out some of that space to make walking, biking, and using transit safer and more reliable.

As a reminder, these concerns about capacity are based on imprecise projections looking out thirteen years into the future. Remember also that this project only includes new pavement and new paint. If bus and/or bike lanes really create massive traffic jams, make the street less safe, or delay emergency vehicles in the future, they can quickly be converted back to general purpose lanes until a better solution can be found.

Unfortunately, the City and its consultants abandoned the idea of bus lanes and quickly shifted to looking at smaller improvements. These smaller improvements are still being developed but may include more and improved pedestrian crossings and queue jump lanes for buses. Queue jumps allow buses to use the right lane to move ahead of other traffic at certain intersections, which gives them a speed and reliability advantage over general traffic.

Source: https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/ 

A Vision for Erwin Road

While things like queue jump lanes would be welcome improvements, they fall far short of what Erwin Road needs to be. It is a big challenge for most people to envision what a street that’s existed in its current state for decades could potentially look like, so we asked for examples of great streets in front of major hospitals in North America. One of the best examples people sent us is Broadway in Seattle:

Source: Google Maps

Look at how much Seattle is able to accomplish in a much narrower space than Erwin Road! Two general purpose lanes w/streetcar tracks, a center turn lane, two-way cycle track, on-street parking, and wide sidewalks with street trees. This is a street that is safe and inviting for everyone who uses it, whether they are walking, riding in a wheelchair, biking, using transit, or driving.

Meanwhile, on Erwin Road…

Source: Google Maps

Despite being up to 60% wider than Broadway in Seattle, there is no protection for people biking, no priority for the thousands of people who use transit on Erwin Road every day, wide lanes that encourage speeding, and narrow sidewalks, oftentimes right up against that speeding traffic. A repaving will not create streetcar tracks or the curb between the cycle track and general travel lanes, but there is more than enough room for a shared bus/bike lane that can also be used by emergency vehicles if we decide to prioritize it. 

Shared bus/bike lanes have become increasingly popular in the United States. They are not a perfect solution because of continued conflicts between cyclists and buses and where possible, both cyclists and buses should have their own dedicated lanes. However, it eliminates conflicts with the things that are the biggest safety hazard to cyclists and cause for delay for buses, which is cars. Despite an initial rejection from NCDOT engineers, the City should continue to push for these lanes and present them to the public for their consideration. The good news is that there is already an example of a shared bus/bike lane in North Carolina in Charlotte, so Durham does not need to reinvent the wheel:

Source: https://charlottenc.gov/newsroom/cityhighlights/Pages/Bus_bike_lane_debuts_on_4th_Street.aspx

What’s Next

Even if we can get bus and/or bike lanes and improved pedestrian crossings during this repaving, that will not be the end of the story. Paint alone is not going to create a safe, accessible, and beautiful Erwin Road. The City, NCDOT, and key stakeholders along the corridor like Duke University, Duke Hospital, and the VA Hospital must commit to developing a long-term plan for the road and figure out how to fund its construction. But we can also do a lot now to make significant progress towards making Erwin a road Durham can be proud of.

Last year, Bike Durham called for a bold vision of Zero Carbon Emissions, Zero Deaths or Serious Injuries, and Zero Racial or Economic Disparity of Access as the major goals of a regional 2050 transportation plan, which was adopted by local elected officials. Now it’s time to make that vision a reality. You can support us by signing up for updates on the Erwin Road repaving project. Public engagement is scheduled to begin in July and time will be of the essence, so we will need your voices.

Click this button to receive updates on Erwin Road, including information about public meetings and ways to provide input online.

Bike Durham Comments on Draft Policies for the Comprehensive Plan

Durham is currently updating its Comprehensive Plan, which is a long range vision for how and where things can be built in Durham. The Planning Department is currently seeking public feedback on draft policies that will be included in the Comprehensive Plan update.

Bike Durham, with a huge assist from the Bicycle and Pedestrian Advisory Commission (BPAC), sent the following responses regarding the transportation-related draft policies. The format below matches that of the survey.

Bike Durham encourages you to review the draft policies and submit your own comments on them. If any of the responses below speak to you, please feel free to include them as well.

1. Check all the policy areas you reviewed:

Transportation

2d. How well do the draft policies under “Transportation” meet the priorities and needs of those in your community?

Very well

3d. If you responded neutral, somewhat, or not well, how should the draft “Transportation” policies change to meet the needs and priorities of those in your community?

n/a

4d. How do the draft policies under "Transportation" address a problem you have seen or experienced? How might the draft "Transportation" policies impact your community if they were implemented?

Overall, the draft policies related to transportation promote a Durham that is equitable, safe, accessible, and sustainable. The key will be to work with the departments who implement the majority of these policies, both within the City and outside of it, to make sure these policies are being realized on the street. A few aspects to improve the transportation system in Durham, particularly for those cycling and using transit, could be strengthened. See the next two responses for details.

5d. How would you change the wording of the “Transportation” policies to make them more understandable? You can write the policy number if you have feedback on specific policies

Bike Durham supports the following wording suggestions, most of which were made by the Bicycle and Pedestrian Advisory Commission (BPAC):

T.01  Add the following sentence: "Prioritize pedestrian-oriented design elements such as street trees and raised crosswalks."

T.02   Add the following sentence: “Allow more communities to share in growth and investment by improving non-automotive connections between the north and south sides of Durham Freeway."

T.03  Rephrase sentence to read “Improve ADA design and conditions at crosswalks, along sidewalks, store frontages, bus stops and other transportation corridors …”

T.07  Rephrase sentence to read “Reinvest, retrofit, and maintain areas and facilities which have current transportation needs or network gaps…”

T.08  Add sentence: “Improve service frequency, route expansion, timeliness, reliability, and other key performance indicators of the mass transit system to benefit existing users and facilitate increased ridership”.   

T.09  Rephrase last sentence to read "...increase investment in high-quality, frequent, and reliable transit that expands coverage and  serves mixed-use, high-density areas."

T.10  Add to the first sentence “with a focus on street design".   Add the following sentence: “Ensure that Vision Zero approach does not rely on over policing and does not obviate need for better infrastructure.”

T.11  Change “speeding traffic” to “unsafe speed”.   Add to the last sentence “...raised crosswalks, reduced curb radii, street trees”.

T.13  Rephrase first sentence to read "Implement and design streets using a complete streets approach that allow and encourage walking, riding transit…."

T.14  Rephrase first sentence to read "Provide great, high frequency regional connectivity to destinations in the Triangle." Consider better defining what types of regional destinations are most important to serve, such as major employment centers, medical centers, and universities. The current wording is very general and does not reflect that prioritization will need to be done based on the highest needs. The needs of low-wealth communities should come first.

T.16 Add sentence "Prioritize reduction of parking."

T.18  Rephrase to read "... limit investment in infrastructure that prioritizes single occupancy gas, electric or diesel cars."

T.20  Rephrase last sentence to read “...in formats that are accessible and legible to all people.  “

T.20  As a general comment, this should not be limited to transportation policies.

GI.23  Add sentence “Encourage medium density housing and commercial development, and minimize surface parking.”

N.03  Rephrase first sentence to read "Create neighborhood and site designs in new development that accommodate residents in all non-single occupancy vehicle modes of movement with different mobility needs."   

N.03  Add the following to the last sentence "...and other complete streets methods."

N.16  Add to the second sentence “...locating vehicle access and parking to the side or rear of lots and buildings; providing covered bus stops, and designing buildings …”

6d. What policies are missing in the “Transportation” topic that you would add?

Bike Durham supports the following additions, many of which were suggested by BPAC:

  • Propose a new policy for bicycle networks similar to T.01 about sidewalk networks and pedestrian facilities. "Create and maintain a complete, safe, and accessible community-wide bicycle network where bike lanes, off-road paths, and other safe bicycle facilities provide access to daily needs such as work, school, and shopping. Ensure this network serves everyone in Durham, prioritizing communities with residents who do not have access to a car or have few transportation options, and areas with high numbers of bicycle crashes, injuries, and fatalities." In addition, language should be added about ensuring safe and convenient bicycle parking, whether in this policy or one about parking in general..

  • Propose a new policy on government support. "Create, promote, and support programs supported by local government or other agencies that reduce financial barriers for residents to utilize non-motor-vehicle transportation modes. For example, subsidies or rebates to enable acquisition of bicycles, e-bikes, or other equipment; share programs; or other methods to lower the cost obstacles for people to use these modes.

  • Propose a new policy focused on street design: “Ensure that streets are designed to prioritize the safety, mobility, and experience of pedestrians, cyclists, and transit-users. This includes designing streets for low speeds for single-occupancy automobiles, promoting pedestrian-focused design elements, and creating great cycling and transit facilities on our roadways. At a minimum, modifications and new streets should comply with the “Complete Streets" standards followed by NCDOT as well as NACTO standards.”

  • Maximize opportunities to make streets safer and more accessible such as street resurfacings (note: this may be more of an action item rather than a policy statement).

  • Propose a new policy that promotes reduction of parking and appropriate pricing for parking.

  • Note: A policy should be added that aims to improve the quality of the transit system in Durham beyond maintaining fare-free service. If this is not included as additions to T.08, T.09 and T.14 as suggested in Question 5d, then it should be its own policy statement.

7. Is there anything else you want to share?