Acknowledgments

The development of the Clayton Comprehensive Bicycle Plan was a collaborative effort that involved numerous stakeholders, including the Clayton Town Council, the Clayton Bicycle Advisory Committee, Johnston County, CAMPO, and the North Carolina Department of Transportation (Division of Bicycle and Pedestrian Transportation and Division 4).

Clayton Town Council Jody McLeod, Mayor Michael Grannis Robert Ahlert Alex Harding Alexander Atchison Bob Satterfield

Town of Clayton Larry Bailey Skip Browder Steve Biggs Tim Simpson Lt. Wayne Bridges

NCDOT David Bender Bob Mosher

CAMPO Jake Petrosky

Special Thanks to the Following Bicycle Advisory Committee Members Jimmy Baughan Angela Pendergrass Scott Brown Randolph Reid Paul Gorman Allen Tutt David Holmes

Consultants Allison Lockwood Brett Wood Michael Rutkowski Todd Delk Janet Doughty Natalie Smusz Mengelkoch Roger Henderson Table of Contents

Chapter 1 –Introduction

Chapter 2 – Existing Conditions

Chapter 3 – Facility Opportunities and Guidelines

Chapter 4 – Recommendations

Chapter 5 – Implementation

Appendices Figures and Tables

Chapter 1

Figure 1.1 –Bicycling Conditions in Clayton Survey Response

Chapter 2 Figure 2.1 –Existing Conditions

Table 2.1 –Street and Right-of-Way Widths

Chapter 3 Figure 3.1 –Vehicle Ownership Figure 3.2 –Destinations and Attractions Figure 3.3 –Typical Bike Lane Cross-Sections on Two-Lane or Multi-Lane Highways Figure 3.4 –Striped Bike Lanes Cross-Section Figure 3.5 –Striped Bike Lanes and Parking Cross-Section Figure 3.6 –Wide Outside Lanes Cross-Section Figure 3.7 –Multi-Use Path Cross-Section Figure 3.8 –Bike Lane Transitions at Roundabouts for On-and Off-Street Cyclists Figure 3.9 –Striping for Bike Lane with Parking at Intersection with Two-Lane Arterial Figure 3.10 –Striping for Bike Lane with Parking at T-Intersection with One-Way Local Street Figure 3.11 –Striping for Bike Lane at 60’Wide Intersection with Left- and Right-Turn Bays Figure 3.12 –Typical Bike Lane Signage at Intersection Chapter 4 Figure 4.1 –Recommended Bicycle Routes Figure 4.2 –Recommended Bicycle Facilities Figure 4.3 –Community Park Loop Figure 4.4 –Legend Park Loop Figure 4.5 –Little Creek Loop Figure 4.6 –Municipal Park Loop Figure 4.7 –Neuse River Loop Figure 4.8 –Town Center Loop Figure 4.9 –Little Creek Greenway Figure 4.10 –Neuse River Greenway Figure 4.11 –Park Greenway

Table 4.1 –Route and Network Characteristics

Chapter 5 Figure 5.1 –Proposed Route Priorities Chapter 1 –Introduction regional service center, it is clear that Vision Statement Clayton is a growing community. With Located off of US 70 near I-40 and I-95, the growth in population comes changes Clayton is the second largest town in in the needs for transportation, which Johnston County. The downtown of will begin to show significant impacts on Clayton is a thriving area, with a variety Clayton in the coming years. The of businesses and restaurants. The community will need an integrated adopted goals for the Town of Clayton multimodal transportation system to include being “the safest, healthiest town support its vision for the future. As in the Triangle area”as well as “a place people seek ways to enjoy more of their for family fun communities and travel more efficiently, and leisure.” it is valuable to consider the bicycle as Clayton Goals Both of these an important component in meeting 2000-2010 goals address those needs. the desire of the community’s This bicycle plan balances several Safest, Healthiest Town leadership to responsibilities. It identifies the specific in Triangle Area improve the needs in the community, a vision for the town’s quality future, the investment opportunities and Downtown: The of life, including financial realities, and a disciplined Community Hub in the area of investment strategy. bicycle The Town of Clayton’s vision for a Regional Service Center transportation. Comprehensive Bicycle Plan includes Yet bicycle providing its citizens with safe, A Place for Family Fun access, mobility, convenient, and more complete bicycle and Leisure and safety travel facilities within continue to be the community. This Vision project is intended to Business Community: compromised by This project is intended create bike friendly Diverse and Profitable manufactured to create bike friendly barriers such as environments, environments, evaluate the North evaluate current current biking trends, Value for Taxes and Carolina biking trends, develop develop a viable bike Public Fees Railroad, US 70 a viable bike transportation system, corridors, and transportation system, enhance the safety and the focus on enhance the safety and health of users, and moving cars. health of users, and promote livability. promote livability. As the community leadership works to establish a diverse and profitable business community and make Clayton a 1 Chapter 1 — Introduction History § It represents the “livability”of a place. Being able to reach a Benefits of Bicycling destination via bicycle gives Today, bicycling as a primary means of people another alternative for transportation is widely popular in choosing a travel mode. It densely populated cities around the combines the functionality of world. Sometimes commuters find actually getting there with the cycling more efficient, affordable, and benefits of exercise and convenient than traveling by automobile recreation. In places where on congested urban streets. Although residents are regularly seen most people choose to travel by cars and outside walking or bicycling, trucks in the United States, bicycling is visitors feel a sense of community still the first — and sometimes the only and safety there. A town with — choice for some people. great “livability”constantly attracts new residents and Bicycling is recognized to be an businesses. appealing alternative to traveling by car because of the benefits it offers, § The economics of bicycling make including: sense. According to a study by the Boston Foundation, in 2003, § It is environmentally-friendly. typical American households Cyclists power the machines spent an average of $7,125 on themselves and do not use fossil transportation costs, including fuels. Since bicycles do not insurance, repair, maintenance, release polluting emissions into fuel costs, taxes, and other fees — the air and run on gears versus a significant annual investment. engine power, both air and noise The average cyclist spends only qualities are improved. $120 per year on bicycle costs. § Bicycling promotes good health Choosing to ride a bicycle versus practices. The United States the bus or personal automobile Surgeon General advises could save one person thousands Americans to get 30-60 minutes of dollars in a single year. of exercise 4 to 6 times each § Bicyclists can generally avoid week. Bicycling is a low-impact traffic congestion. Since a way to exercise and can improve bicycle only takes up about a a person’s health by lowering quarter of the physical space that blood pressure, strengthening the average car does, cyclists can muscles, lowering stress levels, maneuver more easily through increasing the size, strength, and traffic in urban areas. Often, efficiency of the heart and cyclists can use dedicated bicycle cardiovascular system, burning lanes or greenways, which allow fat, and increasing metabolism. for an even more efficient trip.

2 Chapter 1 — Introduction § It is easy. According to a 1995 where the Town of Clayton hopes to go National Personal Transportation with their bicycle planning efforts. Survey, analysts found that approximately 40 percent of all One of the top priority projects for the trips made are less than 2 miles in 2002 to 2004 Work Plan for the Town of distance from origin to Clayton specifically identified the destination. Most bicyclists can development of a mountain biking trail. make that level of trip in This measurable goal was successfully approximately ten minutes. realized when the 6-mile bicycle path connecting to Legend Park was designed The Bicycle’s Role in and constructed under the supervision of Clayton: Plans, Projects, the Clayton Parks and Recreation Involved Agencies, and Department. This is really only one step Citizen Initiatives of many that have been taken to make Clayton the kind of community where Incorporated in 1869 but first settled people feel comfortable riding bikes and around 1770, the Town of Clayton has encourage others to join them on always revolved around transportation. bikeway facilities. The community served as a depot for the North Carolina Railroad, and fostered a In addition to the Clayton Parks and transportation network to support its Recreation and Planning Departments’ tobacco, cotton, and lumber industries. involvement in promoting biking Clayton is now located near two through the development of trails, interstate highways and is the fastest citizens have been involved in Clayton’s growing town in Johnston County. bike development as well. The Triangle Off-Road Cyclists (TORC) was The Town of Clayton has conducted a instrumental in designing and building variety of efforts that all take bicycle multi-use trails in the town’s Legend planning into consideration. Clayton Park. This group has expressed interest recently updated their Comprehensive in helping the Town develop programs Parks and Recreation Master Plan which to increase the cycling and passive proposes additions to the mountain bike recreational opportunities in Clayton. trail and greenway system in the town. The Town of Clayton is also in the Current Trends and process of updating its long-range Initiatives transportation plan in collaboration with Bicycle education programs have been NCDOT. In addition, the Clayton in place in Clayton for several years Strategic Growth Plan performed in now. Since 1996, bicycle safety 2000 outlines strategies to enhance and programs have included classroom and expand the town’s open spaces and to road training. For completing the provide improved services for its program, children were given helmets, citizens. These plans set a precedent for which reinforced the message that safety

3 Chapter 1 — Introduction is critical to being a responsible education, enforcement, and bicyclist. encouragement measures in Clayton. Local corporate sponsors have validated When asked where they would most like the importance of this program by to see safety improved for bicyclists, the lending support, including Bayer and committee frequently mentioned Caterpillar of Clayton. The Clayton Covered Bridge Road, US 70, and the Police Department has worked with the downtown area (including specific Parks and Recreation Department to facilities such as Main Street and Front reach children with this program during Street). The two most important the summer. education initiatives expressed by the committee were those of bike safety Community Support (through schools, forums, etc.) and When the town applied to the North sharing the road. Members of the Carolina Department of Transportation’s committee felt that the support of Bicycle Planning Grant, letters of greenways and parks is an important support from the community were encouragement initiative. included with the grant application. The Demonstrations of the economic and Town of Clayton Planning Board, environmental benefits of bicycling, Clayton Recreation Advisory advertisement of the bicycle planning Committee, the Clayton Chamber of results, and reiteration of proper bicycle Commerce, the Town Council, and the safety practices were also considered Upper Coastal Plain Area Rural desirable encouragement practices. The Planning Organization all adopted law that the advisory committee felt resolutions in support of the Town’s most needed enhanced enforcement is efforts to provide safe, convenient, and that of wearing a helmet. Riding with more complete bicycle travel facilities traffic and speed enforcement in general within the community. Many people and around schools were two additional have been committed to making Clayton enforcement measures mentioned a community where bicyclists feel safe frequently by committee members. and can be active. Survey results from the long-range Goals and Objectives transportation plan update were also Through regular meetings with an considered for this study. The Town of advisory committee and a charrette Clayton/Western Johnston County process, the public expressed their Transportation Goals and Objectives interests in the bicycle plan’s goals and Survey was conducted by the Town of objectives. The advisory committee Clayton and NCDOT in order to obtain participated in a “King or Queen”survey information about all modes of travel. that addressed the desires of the There were many bicycle-oriented committee to improve engineering, comments received from this survey, of which the most frequent are listed here:

4 Chapter 1 — Introduction § Improved crossings of and § Traffic volume facilities on US 70 Survey respondents were also asked to § Provide bicycle facilities and rate bicycling conditions in Clayton. Out enforce speed limits around of all participants, only one felt that schools bicycling conditions in Clayton are good. Over half of respondents § Widen shoulders or outside lanes considered conditions to be fair, while and incorporate bicycle lanes almost 45% felt that conditions were § Provide bicycle and pedestrian poor, as shown in Figure 1.1. This connections between indicates that measures should be neighborhoods implemented in an attempt to make the bicycling environment more suitable for § Get through traffic out of users. downtown to make it more bicycle-friendly Figure 1.1 Bicycling Conditions in Clayton Survey Response In addition to these tools, the Clayton Bicycle Planning Survey was conducted Bicycling Conditions in Clayton in conjunction with this plan. Using this survey, participants indicated their Good bicycling preferences and tendencies. 4% 64% of the respondents considered themselves advanced riders, while the rest considered themselves basic riders. Poor This statistic is not representative of the 44% true makeup of the bicycle population; rather, it reflects the types of individuals Fair attending meetings and participating in 52% the planning process. The survey participants identified concerns with several bicycle-related issues, with the most frequently This plan will seek to address these mentioned including: issues through its recommendations and implementation strategies. § Roads too narrow to accommodate both cars and In order to make Clayton’s bicycle bicycles system more user-friendly, the concerns presented in these surveys were taken § Cars ignoring or crowding into consideration to develop a set of bicycles along the roadside short- and long-range goals. § Cars turning or stopping in front of bicycles 5 Chapter 1 — Introduction Short-Range: § Encourage the design, finance, and construction of transportation § Increase the number of people facilities that provide safe, secure, who regularly bicycle and efficient linkages for § Organize periodic events that bicyclists throughout the Town encourage new riders and promote safety § Provide safe and efficient bicycle connectivity between § Pursue funds to construct high neighborhoods, businesses, and priority facilities recreation areas

Long-Range: § Encourage safe riding practices on roads and trails § Increase public awareness of bicycling as a viable mode of § Promote the development of travel seamless transitions for all bicycle facilities crossing over the town § Promote rights and limits responsibilities of bicyclists, pedestrians and motorists in a Scope and Purpose of Plan shared transportation network while improving safety and Scope enforcement The Clayton Comprehensive Bicycle § Ensure bicycle accommodations Plan does not exist in a vacuum. As a result, significant consideration was are considered in the Plan in a given to several influential factors. balanced approach with education and enforcement programs The plan focuses on both on-road and off-road facilities within the study area § Provide solutions for safe — the extra-territorial jurisdiction limits crossing opportunities of major of Clayton. natural and manufactured barriers, in particular US 70 As mentioned previously, this plan addresses several issues. It considers the § Create additional physical activity plans already developed that would opportunities in Clayton, impact bicycling in the community, the increasing physical and mental expectations of current members of the wellness, as well as improving air community along with federal and state quality regulations, and financial constraints and opportunities. It is intended to serve as a § Provide improved opportunity master plan for investments of local, and access for bicycling to all state, and federal monies. residents

6 Chapter 1 — Introduction Purpose to serve as a tool, guiding the future success of implementing the Town of The purpose of this planning effort is to Clayton’s bicycle facilities. increase bicycling trips, improve bicycle access and transportation options, assess This plan includes descriptions of the current conditions, initiatives, and development of several key plan opportunities in the area, and understand components. These components, critical and meet the needs of the public. to making a plan successful in terms of being able to be implemented, are To do this, the plan looked at bicycling addressed within the following chapters: trip characteristics, transportation priorities, safety considerations barriers § Evaluating Current Conditions to bicycling, and the needs of special and Existing Plans, Programs, and populations. This plan identifies long- Policies and short-range project and program priorities by integrating the plan with § Developing Bicycle System Plan, other state, regional and local planning Facility Standards and Guidelines, initiatives, implementing existing local, and Ancillary Facilities and state, and federal policies and guidelines, Programs identifying high-priority transportation § Project Development, improvement projects, and enhancing Recommendations, and the interface with other transportation Implementation Plan modes. The plan provides standards and guidelines for the development for bicycle facilities and outlines strategies for raising community awareness of bicycle needs and issues. In addition, the comprehensive bicycle plan includes an action plan that identifies tasks and involves state, regional, and local agencies, elected officials, advocacy groups, and public/private partnerships. It includes implementation strategies, including recommendations for projects, policies, funding, staffing/committees, local ordinances, and program initiatives. The vision of a connected, financially feasible bicycle plan for Clayton can become a reality. This Clayton Comprehensive Bicycle Plan is intended

7 Chapter 1 — Introduction Chapter 2 –Existing Conditions this process is utilized to determine the With its gently rolling hills, proximity to most appropriate and cost-effective many rivers and streams, and situation as facility types for the recommended a bedroom community to the Triangle bicycle routes. area on the busy US 70 corridor, Clayton is a very desirable area for bicycle travel. Bicycle Statutes and This chapter will outline the existing Ordinances conditions for bicycling in and around Clayton, the existing statutes and There are currently no bicycle or ordinances, the current and planned pedestrian in existence for the Town of bicycle programs and initiatives, and Clayton. However, there is an existing major barriers to bicycle travel. greenway plan embodied in the recreation and parks master plan that Existing Bicycle Facilities provides suggested standard facilities. The Clayton street design guidelines are At this time, there are no designated on- outlined in the Town’s Unified road bicycle facilities in Clayton. Development Code. Major and minor Legend Park boasts an 8-mile long thoroughfares, collector streets, mountain bike trail. While this facility is residential collector streets, commercial ideal for those individuals who enjoy streets, frontage roads, residential riding on a natural trail, it is not an streets, and alleys are all defined. option for road bikes and is not a Roadway and right-of-way widths have connected part of the transportation been stipulated in the ordinances and are network due to its lack of additional shown in Table 2.1. connections. These widths are also accompanied by a As a part of the bicycle planning set of cross-sections depicting the process, an extensive data collection various street types. Each cross-section effort was undertaken in Clayton. Once depicts a standard sidewalk width; an inventory of existing information had however, none of the cross-sections been assessed, the data collection effort make special provisions for bicycles. identified a core network of Section 72.01 of the code prohibits interconnected roads. Information such bicycles riding on all public sidewalks. as the number of lanes, presence of It is recommended that this policy be sidewalks, curb of gutter, and shoulder revised to allow bicycles on sidewalks in were then obtained through a field certain areas or along high traffic roads review. If a shoulder was identified, the where they may not feel comfortable type (such as paved or grass) and the riding with traffic. width were also determined. This information is shown in Figure 2.1. Ultimately, the data collected through

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D E J DBU G RE B AC H P U K D C O K E R E N S X A A WILDBERRY T H YMON ID R WA E C A O PP LE L WO E OD TIFFANY Clayton Bicycle Plan Figure 2.1 - Existing Conditions

Clayton ETJ Sidewalk One Side Combination Curb/Gutter and Grass Two Lanes County Boundary Two Lanes with Planted Median Sidewalk Both Sides Curb and Gutter Bodies of Water Four Lanes with Two Way Left Turn Lane Grass Shoulder Railroads 1 Foot Paved Shoulder 0 0.1250.25 0.5 0.75 1 Two Lanes with Left Turn Lane Miles Bridges 2 Foot Paved Shoulder Table 2.1 Street and Right-of-Way additional feet on each side, there would Widths be adequate room for striped bicycle lanes on these types of facilities. Street Widths Minimum Right- Without the presence of curb and gutter, (B/C to B/C) of-Way Widths two ten-foot lanes are allowed. Three or Street Type (feet) (feet) four feet on either side should be Major Thoroughfare 41-77 70-100 considered to allow for wide lanes or Minor Thoroughfare 35-45 70-80 striped bicycle lanes. While striped Collector Street 41* 60 bicycle lanes or wide outside lanes are Residential Collector Street 31* 50 not always the preferred option on every Commercial Street 41 60 road, these modified street section would Frontage Road 27 40 provide a viable option for on-street Residential Street 27** 50 bicycle accommodations. Alley 20 20 *May be reduced to 24 feet if no curb Current Programs and and gutter is required to be used. Initiatives **May be reduced to 20 feet if no curb and gutter is required to be used. Clayton has some bicycle programs in place that help to promote awareness in These widths are also accompanied by a the community. The police force set of cross-sections depicting the conducts bicycle rodeos at schools on a various street types. Each cross-section by-request basis. In addition, the police depicts a standard sidewalk width; force has recently hired an expert from however, none of the cross-sections the city of Chicago who will train make special provisions for bicycles. bicycle officers for Clayton. Section 72.01 of the code prohibits bicycles riding on all public sidewalks. The Town of Clayton is also striving to It is recommended that this policy be improve its bicycle facilities. The Town revised to allow bicycles on sidewalks in is currently working with NCDOT to certain areas or along high traffic roads determine an alignment for a section of where they may not feel comfortable the Mountains to Sea Trail along the riding with traffic. Neuse River. This will ultimately connect Clayton to a statewide route, When examining the pavement widths bringing new bicycle traffic to the area. provided in the Unified Development Code, it can be seen that for a two-lane Barriers for Bicycling in residential collector with eleven-foot Clayton lanes and allowing one foot total for the curb section, there is adequate room to NC 42 at Little Creek install two four-foot bike lanes. The The NC 42 bridge crossing at Little section provided for residential streets, Creek is two lanes with a two-foot however, only allows for two 13-foot shoulder on one side and a one-foot lanes. If this section was widened two shoulder on the other side. In addition to

3 Chapter 2 — Existing Conditions this vehicle bridge, there is a separate feet when it reaches a feasible six-foot wide bridge to accommodate location. pedestrian traffic. This bridge connects with a sidewalk but appears to be in poor § NC 42 from the proposed greenway condition, with pitted pavement and a back towards the elementary school bent, overgrown fence. Bicycling and on to Amelia Church Road conditions in this area are poor, with currently has 2 feet of shoulders on high speeds and narrow lanes posing a each side. These shoulders should danger on the road with multiple utility be widened to four feet on each side poles crowding the narrow sidewalks. of the road. This will allow bicyclists a refuge area that will be Recommendation: especially helpful on the steep hill by the West Clayton Elementary School. A mid-block crossing should be installed before reaching the bridge to allow bicyclists on the road an opportunity to cross onto the multi-use path. § If a new bridge cannot be built to accommodate the proposed multi-use path, the existing pedestrian bridge should be rehabilitated with a new fence and new pavement. § Little Creek is the proposed site for a future greenway (10-foot multi-use § When NC 42 is widened, path) connection. As a result, it is accommodations should be made for recommended that the section of NC wide shoulders over the length of the 42 between the proposed greenway road and on the bridge. This would and the downtown area be improved give advanced riders an opportunity to a 10-foot multi-use path. A multi- to travel more comfortably on the use path in this location would allow road. bicyclists of all skill levels to stay off US 70 Underpass at of the narrow roadway while also Lombard Street/NC 42 allowing beginner and intermediate bicyclists an opportunity to connect As Lombard Street heads downtown and to the proposed greenway from the meets with the US 70 bridge, the downtown area. It may be difficult sidewalk slopes steeply upwards until to construct a 10-foot multi-use path reaching a flight of stairs that lead to in this area due to constrained right- intersection level. The steep terrain of-way. As a result, an 8-foot multi- could make street level sidewalks tight, use path may be more appropriate. especially with a verge. Under the The path should be widened to 10 bridge, the sidewalk continues on the

4 Chapter 2 — Existing Conditions northwest side. The other side of the § After the multi-use path ends at underpass does not include sidewalks, Hamby Street, it is recommended instead using the space for drainage that Lombard Street be restriped to facilities. include bike lanes. These lanes should extend through the downtown The Lombard Street lanes are area and would allow bicyclists not approximately 13 to 14 feet wide leading comfortable with riding in traffic a up to the bridge, a width that indicates dedicated space. wide curb lanes but prohibits the construction of bike lanes. After the Before bridge, the downtown side of Lombard Street widens to a cross-section suitable for bike lanes. This is a key crossing of US 70 since there is a grade separation at this location. Recommendation: After § The existing sidewalk leading up to the underpass should be removed and the slope of the hill reworked to provide room for a 10-foot multi-use path and a 2-foot verge. The sidewalk under the underpass is currently wide enough to support this and would simply need to be resurfaced. Crosswalks would need to be created to get across the US 70 § The section of Lombard Street/NC exit ramps, with a refuge area in the 42 without bike lanes should be island. The creation of a multi-use marked with “Share the Road”signs path here would not only to indicate that bicyclists may be accommodate bicyclists but also present in the vehicle lanes. provide a more user-friendly facility for pedestrians and create an ADA- Amelia Church Road at Little accessible environment. The multi- Creek use path should extend to Hamby Amelia Church Road crosses Little Street to keep bicycle traffic off-road Creek with a box culvert and wide grass until all traffic has exited for US 70. shoulders on both sides. There is a In addition, it should connect with sidewalk on the west side of the road the recommended multi-use path starting by the apartment complex. across Little Creek. However, this facility ends before the bridge and does not continue to US 70. 5 Chapter 2 — Existing Conditions either end of the bridge on the east side of the roadway. Recommendations:

Recommendations: § The wide grass shoulders on either side of the bridge should be paved to create three-foot shoulders. This would give the cyclist a refuge area on the bridge and should be extended to the intersection with US 70 if possible. § It is recommended that a 10-foot multi-use path be constructed along § A removable bridge should be placed the east side of Shotwell Road from next to the existing bridge to the shopping center near US 70 to accommodate a multi-use path. This Amelia Church Road. This path path will ultimately continue along would entail the use of a removable Amelia Church Road from Little bridge installed to the side of the Creek to the future community vehicle bridge across Shotwell. The center and the Clayton Community recommended multi-use path would Park. In addition, there will be a also connect with the proposed connection at this point to the greenway along Little Creek at this proposed Little Creek greenway. point. § “Share the Road”signs should be posted along Shotwell Road to alert drivers of the possible presence of bicyclists on the roadway. This will help more advanced riders who prefer riding on the road rather than on a multi-use path.

Shotwell Road at Little Creek The bridge over Little Creek at Shotwell Road is narrow, with approximately 26 feet total between the guard rails. Little Creek itself is relatively narrow at this point, measuring about 10 to 12 feet wide. There is ample grass shoulder on

6 Chapter 2 — Existing Conditions US 70 Crossings cleaning the “porkchop”area of this road more frequently. US 70 poses a major barrier for residents of Clayton. The photo below shows an o Pave the existing grass shoulders intrepid bicyclist preparing to cross US on Robertson Street to create 70 at Amelia Church Road/Robertson bicycle lanes in each direction. Street. As shown in the photo, the This will give the bicyclist a refuge area where the bicyclist is waiting dedicated space to cross when is filled with debris. If the bicyclist were coming to or from Amelia to wait in the queue with the Church Road. A bicycle detector automobiles, it would be difficult to should be placed in the bicycle clear the intersection in the time allotted. lane on the southbound approach. This scenario is echoed at the crossing Also, sign the Amelia Church with Shotwell Road and needs to be and Robertson sections as bike addressed with the realignment with routes. Main Street, Champion Street, and Boling Street. o Stripe crosswalks and install push-button pedestrian crossing signals with countdown clocks. These are helpful for pedestrians at the intersection and also for bicyclists uncomfortable riding with traffic. § US 70 at Shotwell Road

o We do not recommend a crossing at this location. This intersection appears to be the most dangerous crossing for bicycles. The Recommendations: bicyclist can utilize the proposed § US 70 at Amelia Church Road Little Creek greenway to access the Amelia Church intersection o Install a bicycle detector in the from here. “porkchop”of Amelia Church Road. This will allow bicycles to § US 70 at Main Street/Champion trigger the light when there are Street/Boling Street not vehicles present. If the o This intersection is currently current signal length is too short being improved with a for bicycles to cross comfortably, realignment project. When this the bicycle detector could trigger is completed, provisions such as a longer phase. Also, improve striped crosswalks, pushbutton maintenance of this road by pedestrian signals and

7 Chapter 2 — Existing Conditions countdown clocks should be implemented at the intersection. o Champion Street should be striped to include 4-foot bike lanes on either side. A bicycle detector should be placed in the northbound bicycle lane at the intersection. Main Street is wide enough to support wide outside lanes. Placement of a bicycle detector should be explored on this approach.

8 Chapter 2 — Existing Conditions Chapter 3 –Facility Opportunities and Guidelines Chapter 3 seeks to build on the existing commute to work or school. As a result, conditions outlined in Chapter 2 by an improved bicycle infrastructure identifying options for the future bicycle would be beneficial to people with system. This section discusses bicycle limited access to cars. opportunities and focus areas, facility planning and design guidelines, and This plan considers connections with ancillary facilities and projects. shopping areas, municipal buildings, libraries, parks and community centers, Bicycle Focus Areas and schools— the major destinations in and around Clayton. A map of these A bicycle focus area is a location where locations is shown in Figure 3.2. The the addition of bicycling facilities and development of a bicycle route system amenities could potentially provide heavily favors the connection of these benefits for the greatest number of users. facilities so that the bicycle routes link These types of areas can include those citizens and tourists with places they underserved by automobiles or linking want to ride. major destination points. Trip origins and destinations were One objective of this plan is to fulfill the investigated as a part of the Clayton needs of special segments of the Bicycle Planning Survey. Many of the population that require bicycling for connections that respondents desired more than just recreational activity. included natural destination points such Captive riders are those who have few as those shown in Figure 3.2. transportation options and often turn to Downtown Clayton, the town parks, modes such as biking or walking for schools, and major neighborhoods and utilitarian purposes. Using U.S. Census subdivisions were all identified as areas 2000 data, the percentage of households that survey respondents would like owning one vehicle or no vehicle at all connected by bicycle routes. A smaller was examined within Clayton’s but significant number of participants extraterritorial jurisdiction. This emphasized longer-distance cross-town information is shown in Figure 3.1. The or out-of-town connections. Census reports that in a representative sample of Town residents, 10% of the households had no vehicle available to them, and just over 31% of the households have access to only one vehicle. Members of these households in many cases must turn to other modes of travel to complete errands and

1 Chapter 3 — Facility Opportunities and Guidelines N N N O W O S C A S EL F P D HA L A C A N O E Y E I O R Z O P A

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D E J DBU G RE B AC H P U K D C O K E R E N S X A A WILDBERRY T H YMON ID R WA E C A O PP LE L WO E OD TIFFANY Clayton Bicycle Plan Figure 3.1 - Vehicle Ownership Clayton ETJ % of Households with No or One Vehicle 30% to 40% County Boundary Less than 20% More than 40% Bodies of Water 20% to 30% 0 0.125 0.25 0.5 0.75 1 Railroads Miles N

O S C S RIVERWOOD ELEMENTARY PEL T HA L A A C A N N E Y E I S

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K C T AMEL S E KE K R N RIDGE MO The Clayton Center S MANDARIN C RE

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WINSTO 2 R N 4 I CLAYTON MIDDLE NC D G E G RACI WEST CLAYTON ELEM E G M W L W Ellington V A E Y H A D O R N N R N H S A U L TO B G H D Fire Station O D L N M P O B O U A E L A J B L Moss Creek Village P E A U R O B M N A S O R K S C

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D E J DBU G RE B AC H P U K D C O K E R E N S X A A WILDBERRY T H YMON ID R WA E C A O PP LE L WO E OD TIFFANY Clayton Bicycle Plan Figure 3.2 - Destinations and Attractions

Clayton ETJ US Highways Library County Boundary State Highways Destinations

Bodies of Water Railroads Schools 0 0.125 0.25 0.5 0.75 1 Miles Bicycling Opportunities the existing section of Front Street with NC 42. As this project is still in its Current and Planned planning stages, no funding is allocated Roadway Projects for right-of-way or construction in the Currently, two hazard elimination TIP. projects are under construction at intersections in Clayton. Project W- Bicycle Facility Design 4409 recommends improvements along Guidelines US 70 between Shotwell Road and NC With the exception of interstates and 42, while project W-4703 freeways, all new and reconstructed recommends improvements roadways in Clayton should be along US 70 with the designed to accommodate bicycles realignment and other in some manner. While each intersection improvements roadway construction, paving, or of Boling Street, Main striping project must be appropriate Street, John Street, and for the topography and land use of the Moore Street. corridor, the guidelines in this section should be utilized as a blueprint for Two other major incorporating bicycle facilities in projects are scheduled to be roadway corridors. partially or fully funded in the 2006-2012 TIP. Project To develop recommended bicycle R-2552 is the Clayton design standards for the Clayton, Bypass, which runs from I- the Study Team reviewed several 40 to US 70/US 70 Business existing documents. The review and is fully funded during included the AASHTO Guide for the 2012 planning period. the Development of Bicycle This facility will be a Facilities,1 the North Carolina freeway on new location Bicycle Facilities Planning and and as a result will not Design Guidelines,2 and the accommodate bicycles. Manual on Uniform Traffic There is also an NC 42 Control Devices.3 widening project (R-3825) between US 70 and Buffaloe Road. A portion of this facility has already been completed, but the remainder of the project is expected to have funding in 2006, 2008 and beyond 1 American Association of State Highway and Transportation the 2012 TIP planning schedule. Officials (AASHTO), AASHTO Guide for the Development of Bicycle Facilities, Washington, DC, 1999. There is also a study currently underway 2 North Carolina Department of Transportation (NCDOT), North Carolina Bicycle Facilities Planning and Design examining the extension of Front Street. Guidelines, Raleigh, NC, 1994. Ultimately, this extension will connect 3 Federal Highway Adminstration (FHWA), Manual on Uniform Traffic Control Devices, Washington, DC, 2003.

4 Chapter 3 — Facility Opportunities and Guidelines Existing Design Guideline for signing, striping, markings, signals, Documents islands, and traffic work zone devices (e.g., cones and barricades). It provides The section below summarizes the three information on what symbols may be main bicycle design guideline used on signs and when sign text can documents that were reviewed for this vary from the signs provided. The color, plan. width, types, and applications of striping AASHTO Guide for the are defined in detail. It also provides Development of Bicycle dimensions and shapes of pavement Facilities markings and pavement lettering. Referred to as the Bicycle Guide, this is North Carolina Bicycle a federal document which sets forth the Facility Planning and current design practices accepted by Design Guidelines FHWA. This document discusses Design standards and guidelines for planning, design, operations, and bicycle planning in North Carolina are maintenance issues associated with provided in this manual produced by the bicycle facilities. With respect to design, NCDOT. This document seeks to clarify it addresses width dimensions, grades, specific aspects of standards that should cross slopes, radii, acceleration rates, be used when designing bicycle deceleration rates and sight distances. facilities. The Bicycle Guide is not intended to establish strict standards. It provides Designing Roadways for “sound guidelines that are valuable in Bicyclists attaining good design sensitive to the needs of both bicyclists and other It is important for roadway designers to highway users”.4 understand how roadway and traffic characteristics affect bicyclists. Several FHWA Manual on Uniform research studies have suggested factors Traffic Control Devices that influence bicyclist safety and (MUTCD) comfort when riding on a roadway segment.5,6,7,8 These factors include: Unlike the AASHTO Bicycle Guide¸ the MUTCD does constitute a standard. Failure to comply with the MUTCD can result in being denied federal funds and opens up non-compliant jurisdictions to 5 Landis, Bruce W., “The Bicycle Interaction Hazard Score: A Theoretical Model.” Transportation Research Record additional liability in the event of a 1438, Transportation Research Board, Washington, DC, crash. The MUTCD addresses standards 1994. 6 Sorton, Alex. “Bicycle Stress Level as a Tool to Evaluate Urban and Suburban Bicycle Compatibility.”Transportation Research Record 1438, TRB, Washington, DC, 1994. 7 Epperson, Bruce. “Evaluating Suitability of Roadways for Bicycle Use: Toward a Cycling Level-of-Service Standard.” Transportation Research Record 1438, TRB, Washington, 4 AASHTO, p.2. D.C. 1994.

5 Chapter 3 — Facility Opportunities and Guidelines § Effective Both studies identified lateral width of the separation between bicyclists and roadway, motor vehicles as one of the most which significant factors influencing bicyclist includes the comfort levels. The studies found that width of the bicyclists preferred having wider outside lane and paved pavement space to ride on. Further, both shoulder/bike lane space studies found that most bicyclists prefer § Presence of a bike lane or paved having a shoulder or bike lane stripe shoulder provided on roadway segments when § Motor vehicle traffic volumes on compared to the same pavement width the roadway without a stripe. In addition, a third § Traffic from intersecting study found that motorists give bicyclists roadways/driveways more lateral space when bike lanes are § Speed of the traffic on the striped.11 These are particularly roadway important findings because bicycle lanes § Percent heavy vehicles on the and shoulders can be incorporated roadway during roadway design. § On-street parking § Pavement surface condition These studies provide the background behind the recommendations to provide In the late 1990s, groundbreaking bicycle lanes and paved shoulders as research was performed to quantify the preferred bicycle facilities in Clayton. influence of each of these factors on the perceptions of bicyclists. One research Guidelines for Specific study had bicyclists rate the Facilities characteristics of roadways in the field;9 another had cyclists rate roadway This section describes the types of segments from video clips.10 The former bicycle facilities that should be study resulted in the Bicycle Level of incorporated into roadway projects in the Service Model, and the latter resulted in Clayton. the Bicycle Compatibility Index. All of Bicycle Lanes the factors listed above were found to influence bicyclist comfort. A bike lane is a portion of the roadway that has been designated by striping, signing, and pavement markings for the preferential or exclusive use of 8 Davis, Jeff. Bicycle Safety Evaluation. Auburn University, bicyclists. Bike lanes are always located 1987. 9 Landis, Bruce W., et al. “Real-Time Human Perceptions: Towards a Bicycle Level of Service,”Transportation Research Record 1578, TRB, Washington, DC, 1996. 10 Harkey, D.L., et al. “Development of the Bicycle Compatibility Index: A Level of Service Concept: Final 11 Hunter, William W., et al. “A Comparative Analysis of Report,”Report No. FHWA-RD-98-072, FHWA, Bicycle Lanes Versus Wide Curb Lanes: Final Report,” Washington, DC, August 1998. FHWA, FHWA-RD-99-034, December 1999.

6 Chapter 3 — Facility Opportunities and Guidelines on both sides of the road (except one- improve safety for motor vehicles, way streets), and carry bicyclists in the prevent pavement damage to travel same direction as adjacent motor vehicle lanes, and provide space for pedestrians. traffic. The minimum width for a bicycle lane is 4 feet; 5- and 6-foot bike lanes While paved shoulders are generally are typical for collector and thoroughfare acceptable for roadway sections without roads. Increasing the width of bike lanes frequent intersections, on those where provides greater comfort for bicyclists. intersections are frequent, appropriate bike lane striping should be applied.12 The AASHTO Bicycle Guide states, “[Bike lanes may be provided] by Wide Curb Lanes reducing the width of vehicular lanes or Wide curb lanes (typically 14 feet wide) prohibiting parking… ”(p. 8). The North have been used to provide extra space Carolina Bicycle for bicyclists. While wide curb Planning and Design lanes are an effective way to Guidelines (adapted from encourage motorists to give the AASHTO Bicycle cyclists adequate clearance Guide), specifies widths when passing, they are largely for bike lanes. This unrecognized by casual cyclists graphic is provided on the as bike facilities. As noted in following page. the research studies above, NCDOT recommends that bicycle lanes having a striped bike lane greatly be considered for a roadway based on improves cyclists’feelings of safety and the demand, connectivity of origin and comfort. In communities like Clayton destination points, surrounding land that want to significantly increase the uses, traffic and geometric conditions, number of people riding bicycles, it is and presence of other route alternatives. recommended that a program to create striped bike lanes be adopted in areas Paved Shoulders that may attract a large number of riders, such as in the downtown area. However, Paved shoulder space improves the each roadway should be evaluated safety and comfort of bicyclists. There is individually to determine what treatment no minimum width for paved shoulders; is most appropriate for the surroundings however, a width of 4 feet is preferred. and conditions. Even wider shoulders provide greater levels of bicyclist safety and comfort. On many roadways, motor vehicle travel lanes can be narrowed to provide more shoulder space. According to the 12 In addition, AASHTO’s Guide for Achieving Flexibility in Highway Design (2004) states, “Paving part or all of the AASHTO Bicycle Guide, “where 4-foot shoulder… helps reduce crash rates… and helps to facilitate widths cannot be achieved, any use of the road by bicyclists. Shoulder paving also reduces maintenance requirements… .Where a ‘full width’shoulder additional shoulder width is better than cannot be achieved, the designer should strive to provide as none at all.”Paved shoulders also wide a shoulder as possible that meets functional requirements”(p. 66).

7 Chapter 3 — Facility Opportunities and Guidelines Figure 3.3 Typical bike lane cross sections on two-lane or multi-lane highways

(Source: North Carolina Bicycle Planning and Design Guidelines, 1994)

8 Chapter 3 — Facility Opportunities and Guidelines Shared Roadways minimum radii, stopping sight distance requirements and other criteria just as Shared roadways are streets and roads there are for roadways. High standards where bicyclists can be served by should be observed when designing sharing the travel lanes with motor these paths, especially considering that vehicles. Usually, these are streets with there is typically little federal and state low traffic volumes and/or low speeds, money available for their maintenance. which do not need special bicycle Designers must comply with the accommodations in order to be bicycle- MUTCD and AASHTO Bicycle Guide friendly. when designing these facilities. Multi-Use Paths on Independent Though paths should be thought of as Alignments roadways for geometric and operational Multi-use paths (or shared use trails) are design purposes, they require much more becoming quite popular, not only with consideration of amenities than do bicyclists, but with many non-motorized roadways. Shade and rest areas with transportation device users across the benches and water sources should be country. They can provide a high- designed along multi-use paths. Where quality bicycling experience in an possible, vistas should be preserved. environment that is protected from Way finding signs (how far to the library motor traffic because they are or the next rest area or directions to constructed in their own corridor, often restrooms) are important for non- within open-space area. Multi-use paths motorized users. These types of design can be paved and should be a minimum considerations can help make a multi- of 10-feet wide. Their width may be use path more attractive to potential reduced to eight feet if there are physical users. or right-of-way constraints. Additional Sidepaths/Wide Sidewalks width should be considered for areas with difficult terrain or heavy traffic. A sidepath is essentially a multi-use path that is oriented alongside a road. The AASHTO Bike Guide and North Carolina Design Guidelines strongly caution those contemplating a sidepath (or wide sidewalk) facility to investigate various elements of the roadway corridor environment and right-of-way before making a decision. AASHTO provides

Multi-use paths are, in effect, little roads and should be designed as such. This means there are clearance requirements,

9 Chapter 3 — Facility Opportunities and Guidelines nine cautions/criteria for designing direction as adjacent traffic. Finally, the sidepaths.13 long-term strategy on these roadways should be to widen the road or narrow In addition to the AASHTO cautions, the lanes to provide additional space for research from the US and abroad bicyclists in on-road bike lanes or confirm that bicycle/ motor vehicle crash shoulders. rates are higher for bicyclists riding on a sidepath than on a roadway.14,15,16,17,18 One recently completed research study Consequently, designers are advised to suggests that there may be ways to be very careful when choosing to design mitigate some of the safety risks sidepaths. associated with sidepaths.19 This research effort found that crashes occur There are some high-volume, high-speed less often when the speed of the trail roadways where sidepaths are the only user is reduced. This means some sort of bicycle facility that can be “traffic calming”treatment provided without very costly for the trail may be changes to the roadway appropriate at intersections. corridor. In these cases, a At signalized intersections, it sidepath may be the preferred is best to treat the path alternative. This decision roadway crossings as must consider the magnitude crosswalks, bringing the of intersecting driveway and pathway close to the adjacent roadway conflicts. If roadway so its signals can be possible, sidepaths should be incorporated into the overall provided on both sides of the signalization plan. Additional roadway to encourage treatments to the typical bicyclists to ride in the same pedestrian heads may be desirable at these intersections. The most significant of these supplemental treatments is the blank-out sign. NO RIGHT ON RED or 13 AASHTO, pp. 34-35. 14 Kaplan, J. “Characteristics of the Regular Adult Bicycle YIELD TO PEDS IN CROSSWALK User.”FHWA, U.S. Department of Transportation, 1975. signage may increase motorist awareness 15 Moritz, W. “Adult Bicyclists in the United States - Characteristics and Riding Experience in 1996.” of individuals riding (or walking) in the Transportation Research Record 1636, TRB, Washington, crosswalks. DC, 1998 16 Wachtel, A. and D. Lewiston. “Risk Factors for Bicycle- Motor Vehicle Collisions at Intersections.”ITE Journal, At unsignalized intersections it is best to September, 1994. move the sidepath out of the area of the 17 Räsänen, M. “How to decrease the number of bicycle accidents? A research based on accidents studied by road accident investigation teams and planning guides of four cities.”Finnish Motor Insurer’s Centre, Traffic Safety Committee of Insurance Companies. VALT. Finland, 1995. 18 Summala, H., E. Pasanen, M. Räsänen, and J. Sievänen, J. “Bicycle Accidents and Drivers’Visual Search at Left and 19 Petritsch, Landis, Huang, Challa. “Sidepath Safety Model - Right Turns.”Accident Analysis and Prevention. Elsevier Bicycle Sidepath Design Factors Affecting Crash Rates,” Science Ltd., 1996/03, 28(2), pp.147-53, 1996. submitted to TRB for publication, July 2005.

10 Chapter 3 — Facility Opportunities and Guidelines side street intersection with the adjacent BIKE ROUTE signing (MUTCD D11-1 roadway. This allows motorists to deal sign with D1-1b subplate) is another with one intersection at a time. treatment which can be implemented to Additionally, bicyclists are only required improve conditions for to scan in two directions. bicyclists. BIKE ROUTE signs help Signed Bicycle Routes guide bicyclists to Signed routes will be an integral part of preferred routes –roads the bicycling network in Clayton. These with lower motor facilities are an inexpensive way to vehicle traffic speeds, guide riders to more bicycle-friendly fewer trucks, or lower roads. They can be used with any of the volumes. Typically they are facilities listed above, including roads supplemented with destination and with bicycle lanes, shared roadways, and distance signing. shared use paths. The traffic and Special signs should be designed to geometry of a road are important guide bicyclists along the recommended considerations when determining the Town Center Route. These signs should location of a signed route. In addition, incorporate their own colors and logo so the functionality of the route for the that they can be recognized easily and purpose it was intended (e.g. scenic help advertise the route to potential route or utilitarian connector) is a bicyclists. necessary component in the decision- making process. Other Bicycle Facilities and Amenities SHARE THE ROAD The North Carolina Bicycle Facility signs (MUTCD W11-1 Planning and Design Guidelines also warning sign with W28- provide design considerations and 1 subplate) can be used recommendations for other types of to alert drivers to the ancillary bicycle facilities and amenities. presence of bicyclists. These items, such as bike racks, bikes on They are typically buses, and bike-friendly drainage grates considered when one or and railroad crossings help to complete more of the following the bicycle system by eliminating criteria are met: barriers and providing security. In addition, the guidelines also discuss the § Safety problems exist and the maintenance of bicycle facilities, which roadway cannot be improved with is essential for the continued safe travel bicycle lanes of bicyclists. Ancillary bicycle facilities § Bicycling volumes are high and amenities are discussed in a § A conflict or obvious courtesy subsequent section. problem exists between motor vehicle and bicycle traffic sharing the road

11 Chapter 3 — Facility Opportunities and Guidelines Recommendations for Recommended Changes to Incorporating Bicycle Clayton Development Codes Facilities Land development and redevelopment When feasible, all new collector and projects are excellent opportunities to thoroughfare roadways in Clayton improve conditions for bicycling in should include bicycle lanes when they Clayton. The Town can ensure that are constructed. New construction is the bicycle facilities are provided as a part easiest and most cost-effective of development projects by updating its opportunity to include bicycle facilities zoning and subdivision codes. This plan because they can be integrated as a part recommends several revisions to the of a larger roadway project. Clayton municipal code. When collector and throughfare § 153.41: Streets roadways are resurfaced or reconstructed, the Town of Clayton § Require bicycle lanes or wide should evaluate the roadway cross- outside shoulders to be provided sections to identify opportunities for on all roadways classified as bicycle facilities. This evaluation should thoroughfares consider how much motor vehicle travel § Require bicycle lanes to be lane width can be re-allocated and used provided on all roadways for bike lanes or shoulders, given the classified as collectors lane configuration, traffic volumes, and traffic composition of the roadway. Two § 153.46: Public Facilities types of modifications should be § Add bicycle lanes to public considered to provide additional recreation and open space areas in pavement width for bicycling: striping which developer/subdivider must narrower lanes and/or removing travel dedicate land or payment-in-lieu lanes on roads with excess capacity. of dedication with similar Reconfiguring a roadway during a suitability criteria reconstruction project is also more cost- effective than adding shoulders or restriping lanes as an independent § 153.59: Required Improvements retrofit project. § Require sidewalks to be provided Neighborhood streets and rural roadways on both sides of all thoroughfare with low traffic volumes may be suitable and collector streets (this reduces for bicycling as shared roadways (i.e., the need for pedestrians to make special bicycle facilities are not needed). unnecessary street crossings and provides greater opportunity for bicyclists who choose to use the sidewalk to ride in the same direction as traffic)

12 Chapter 3 — Facility Opportunities and Guidelines § 153, Appendix C: Street § Nonresidential uses with an off- Specifications street parking requirement greater than 40 spaces should provide § Revise typical thoroughfare right- bicycle parking spaces equal to of-way specifications by 5% of the total number of spaces replacing note requiring 8’ required up to 50 spaces. sidewalks for shared bicycle and pedestrian facility with 4’bicycle Conversion of Motorized Spaces to lane or wide outside shoulder in Bicycle Parking: each direction as part of the roadway cross-section (design § During the site plan approval should encourage construction of process, the development review bike lanes on appropriate streets approval board may allow a new and discourage bicycle use on or pre-existing development to shared use path) convert up to 5% of its motorized § Revise typical collector street vehicle spaces to additional right-of-way specifications by bicycle parking, as long as the replacing note requiring 8’ spaces are conveniently located sidewalks for shared bicycle and near a building entrance. pedestrian facility with 4’bicycle Converted parking spaces should lane in each direction as part of yield at least six bicycle parking the roadway cross-section spaces per motorized vehicle § Provide note that if bike lanes not space. feasible, design should include 10’shared/multiuse path with Sample Cross-Sections maximum separation for the travel lanes A set of sample cross-sections has been developed to reflect road treatments for specific bicycle recommendations. These § 155.065: Off-Street Parking cross-sections can be adapted to correspond to different road conditions Add minimum bicycle parking space and attributes as necessary. Figure 3.4 requirements for different types of corresponds to a cross-section with office, institutional, and commercial land striped bike lanes. Figure 3.5 uses. corresponds to a cross-section with striped bike lanes and parking. Minimum Required Bicycle Parking: Figure 3.6 denotes a cross-section that § Nonresidential uses with an off- has used differential striping to obtain street parking requirement for wide outside lanes. Figure 3.7 shows a motorized vehicles of at least 15 cross-section containing a multi-use path on one side of the road. spaces and not more than 40 spaces should provide a minimum of two bicycle parking spaces.

13 Chapter 3 — Facility Opportunities and Guidelines Figure 3.4 Striped Bike Lanes Cross-Section

Figure 3.5 Striped Bike Lanes and Parking Cross-Section

14 Chapter 3 — Facility Opportunities and Guidelines Figure 3.6 Wide Outside Lanes Cross-Section

Figure 3.7 Multi-Use Path Cross-Section

15 Chapter 3 — Facility Opportunities and Guidelines Roadway Intersections They often believe the signals are non- responsive and consequently run red Intersections should be designed with a lights. However, most traffic signal balanced level of accommodation for all loops designed for motorists can detect modes, including pedestrians, bicyclists, cyclists if the cyclists know where to motor vehicle traffic, and public transit. place their bicycle. One effective way to Narrow intersections decrease crossing address this problem is to distances for all users, including mark the location on the bicyclists. Narrower intersections can pavement where a cyclist have a shorter traffic signal cycle length would have to stop the bike than wide intersections (when the to be detected by a traffic intersection is signalized) and are safer signal. The sign pictured for pedestrians and bicyclists in general. here and the symbol it shows Special care must be given to bike lane have been tested for cyclist design at intersections. Since understanding and are being intersections represent significant considered for future updates conflict points for bicyclists, appropriate to MUTCD. To implement striping, marking, and them before they are signing is critical to included in the MUTCD would require a help ensure the proper request to experiment be filed with behavior of cyclists FHWA. and motorists. Specific signal loops for bike lanes (or When designing shared use paths) can also serve to bike lanes at improve cycling conditions. A typical intersections, the treatment is a quadrapole loop with Town of Clayton overall dimensions of 2 feet by 20 feet. should follow examples in the Pedestrian and Bicycle Information Center’s Bike Lane Design Guide, which can be downloaded at www.bicyclinginfo.org/ de/bikelaneguide.htm. This document is a summary of the Chicago Bike Lane Design Guide. Three example intersection striping treatments and a typical signing plan for an intersection from the Chicago manual are provided at the end of this subsection (Figures 3.9 – 3.12). Signal Loops. Bicyclists frequently have trouble being detected at traffic signals.

16 Chapter 3 — Facility Opportunities and Guidelines Roundabouts. Bicycles fare well at Roundabout Guide20 is shown below in urban compact roundabouts. With low Figure 3.8 design speeds, minimized conflict areas, and yield upon entry traffic control, It should be noted that the MUTCD well-designed urban compact states, “Bicycle lanes shall not be roundabouts are convenient and safe for provided on the circular roadway of a bicyclists. The approaches to roundabout intersection.”This statement roundabouts should be treated just as any is given as a STANDARD and is thus other unsignalized intersection: the bike not to be violated. lanes should be terminated prior to the roundabout, and cyclists should be allowed to claim the lane in the circulating roadway. At more complex roundabouts such as the one at right and on the following page, designs can provide bicyclists with a choice to either claim the lane and ride through the circulating roadway, or to dismount, move to a widened sidewalk, and traverse the roundabout as pedestrians. An example drawing and illustration of this treatment, from the Kansas

Figure 3.8 Bike lane transitions at roundabouts for on- and off-street cyclists

(Source: Kansas Roundabout Guide, Kansas DOT, 2003)

20 Kansas Department of Transportation. Kansas Roundabout Guide. Topeka, KS. October 2003.

17 Chapter 3 — Facility Opportunities and Guidelines 18 Chapter 3 — Facility Opportunities and Guidelines Figure 3.9 Striping for bike lane with parking at intersection with two-lane arterial

(Source: Chicago Bike Lane Design Guide, Chicago DOT, 2002)

19 Chapter 3 — Facility Opportunities and Guidelines Figure 3.10 Striping for bike lane with parking at T-intersection with one-way local street

(Source: Chicago Bike Lane Design Guide, Chicago DOT, 2002)

20 Chapter 3 — Facility Opportunities and Guidelines Figure 3.11 Striping for bike lane at 60’wide intersection with left- and right-turn bays

(Source: Chicago Bike Lane Design Guide, Chicago DOT, 2002)

21 Chapter 3 — Facility Opportunities and Guidelines Figure 3.12 Typical Bike Lane Signage at intersection

(Source: Chicago Bike Lane Design Guide, Chicago DOT, 2002)

22 Chapter 3 — Facility Opportunities and Guidelines Signed Route Sample Cost Estimates $300 per sign or $1200 per mile To accommodate the bicycle facilities being considered, a set of sample This estimate accounts for four construction cost estimates were signs to be placed in a mile developed. These cost estimates were section, with two signs in each derived based on unit costs for similar direction. Many bicycle routes in facilities in other areas as well as by urban and suburban areas require referencing the NCDOT cost estimation more than four signs per mile. spreadsheet. Each unit cost is included Striped Bike Lanes below, along with a description of how it $18,000 per mile was obtained. The construction costs do not include right-of-way acquisition or The estimate for striped bike mitigation. All estimates are provided in lanes accounts for striping lanes 2006 dollars. A twenty percent (thermoplastic) in each direction contingency cost has been added to these and signing the route. Also, estimates in order to account for painting the bike lane with a fluctuations in construction costs. more visible color may be desired at a cost of $30,000 per Multi-Use Path mile. This will help to calm $360,000 to $600,000 per mile traffic by creating a sense of This estimate assumes a 10 foot enclosure. These lanes are often wide asphalt surface and does not created in conjunction with include other potential mitigation resurfacing projects; however, such as building a structure over the cost of resurfacing is not a wetland area. included here. Wide Paved Shoulder Wide Outside Lanes $360,000 to $480,000 per mile $18,000 per mile This figure assumes a 4 foot wide Wide outside lanes are used here paved shoulder being built where when differential striping can be there was currently a grass applied to a roadway. As a result, shoulder. Other factors such as no additional widening is extensive ditch work are not necessary. The estimate accounts considered. for the cost of restriping and signing the route. When additional pavement is necessary, an estimate of $440,000 per mile is more appropriate.

23 Chapter 3 — Facility Opportunities and Guidelines Signed Route with Striped Parking Ancillary Facilities and $18,000 per mile Programs

These routes are again the result According to the Clayton Bicycle of working within the existing Planning Survey, there is a large demand cross-section to create a new for many different types of ancillary facility type. This estimate facilities in the Clayton area. Bicycle accounts for striping and signing route signage, clean road surfaces, maps costs. of bicycle routes, drainage grates flush with pavement surface, and bicycle racks Neighborhood Connector at destination points were all considered $60,000 to $102,000 for a to be important to survey respondents. prefabricated or removable This section outlines several different bridge types of ancillary facilities and their This estimate assumes that the potential benefits to the community. neighborhood connector would consist of a prefabricated bridge Mapping and Signing run for a short section over a Projects stream or other barrier. Comprehensive Route Systems The recommendations shown in Chapter 4 have been set forth in order to create a comprehensive route system for the Clayton linking commercial, recreational, and residential areas. Over the next twenty years, the implementation of these routes will ultimately result in an interconnected set of facilities. To accommodate these facilities, the proposed area-wide Bike Route System should be mapped and signed with bicycle route signs. Potential improvements are identified in this chapter. These recommendations encompass issues from maintenance to design and include but are not limited to: § Provision of bike lanes on local streets where space is available and on-street parking is not an issue

24 Chapter 3 — Facility Opportunities and Guidelines § Exploration of the use of the bike route or system in the northeast shared lane symbol under section of Clayton may provide restricted conditions opportunities for a spur or route leading § Marking and signing signal loops to the US Bike Route 1, NC Bike Route (and possibly repairing them) for 5, and the various municipal bike routes bicyclists near Raleigh. The bicycle routes § Repairing utility lids within the recommended in Chapter 4 will discuss bicyclists’line of travel these potential connections in greater § Marking railroad crossings to detail. improve safety § Route signage Share the Road Signing Initiative While the first five items listed above North Carolina has been installing are important for the bicyclist who has “Share the Road”signage since 1987. decided to use a specific route, the last Although it was not part of the Manual — route signage — is critical to helping on Uniform Traffic Control Devices cyclists determine which route to use. (MUTCD) at that time, the sign has since Route signage should provide useful been standardized and included in that information to the bicyclists. When manual. This sign serves to make creating a route system signing plan, the motorists more aware of the possibility destinations being served and the best of bicyclists on high-use roads with roadways (or facilities) to access those potentially hazardous conditions. When destinations must be considered. Signing this sign is placed along a bicycle route, should include information on the it typically denotes a major roadway direction and distance to destination connecting with less frequently traveled points, as well as intermittent roads. These signs serve as important confirmation that the bicyclist is still on and cost-effective safety and education the correct route. tools. In fact, the visibility and impact of these signs has recently been Facilities that can be used acknowledged by the state by to create a comprehensive the issuing of a “Share the route system include Road”license plate. The multi-use paths, bike additional funds received lanes, shoulders, and wide through the sale of this outside curb lanes. license plate will be used to State/Regional Routes promote bicycle education and safety initiatives statewide. Any route system implemented by Suitability Rating System Clayton should consider the existing state routes that run through the Triangle The bicycle level of service (LOS) region and those that have been methodology allows planners and developed in the City of Raleigh and the designers to select a level of Town of Cary nearby. Development of a accommodation rather than a required

25 Chapter 3 — Facility Opportunities and Guidelines specific design treatment to provide for Spot Improvement/ bicyclists along a bike route. What the Maintenance Programs bicycle LOS methodology does not do is dictate what level of service is General Considerations appropriate for a given community or user. This means that a community can All non-controlled access roadways decide that for one type of bike route should be maintained so they are safe for system, such as a neighborhood route bicyclists to use. The surface should be system, a LOS A or B may be required. free of debris. Longitudinal cracks Conversely, LOS C may be acceptable should be patched and drainage grates for the routes serving cross-town with longitudinal slots should be commuter cyclists. In addition to being replaced. Utility covers should be flush widely accepted by state DOTs and local with the roadway surface. Paved jurisdictions, the bicycle LOS method is shoulders should be installed where also being considered as the basis for a rutting is occurring on the side of non- national LOS model to be included the curb and gutter roadways. These items Highway Capacity Manual (HCM). should be addressed through the normal Chapter 19 of the current version of the roadway maintenance and Powell Bill HCM outlines LOS criteria for exclusive program. off-street bicycle paths, multi-use off- The alignment of drainage grates and street paths, on-street bicycle lanes on gutter pans with existing pavement is urban streets, and for bike lanes at also an area of concern in Clayton. Over signalized and unsignalized 21 repeated repavings, the pavement level intersections. on streets with curb and gutter can A bicycle level of service analysis was become significantly higher than the not conducted as a part of this study. gutter pan. This poses a safety hazard for However, it is recommended that the bicyclists and cars by creating a Town works with Johnston County to dangerous edge of pavement. This perform a level of service analysis with a situation can be avoided by milling corresponding map component. down the pavement so that a repaving Ultimately this exercise also could serve will be flush with the gutter pan or by as a benchmark for the road system in raising the drainage grates and paving all Clayton during future re-evaluations of the way to the curb. the system. Bicycle facilities, including trails, require an additional level of effort to provide acceptable maintenance. These maintenance issues occur most frequently on the right side of the pavement, where the cyclists is likely to be riding. Consequently, a more frequent maintenance cycle to address these 21 Transportation Research Board, Highway Capacity Manual 2000, Washington, DC, 2000. defects should be provided for bicycle

26 Chapter 3 — Facility Opportunities and Guidelines routes. Areas such as bridges where some excessively long yellow-plus-all excessive debris tends to build up and red periods for signals. If the facility bicyclists have limited refuge options consists of a shared use path or a bike should be maintained even more lane, a signal loop can be placed in the frequently. bike lane or on the path in advance of the intersection. When a cyclist passes Signal Clearance over the loop, the signal will extend the green time for the intersection approach Traffic signal timing and loops along to accommodate the crossing cyclists. bicycle facilities require extra attention. This treatment is in common use for According to the MUTCD,22 motorist and has been applied in various “At installations where visibility-limited locations for bikes. The design of the signal faces are used, signal faces shall loop is critical; the wrong loop in a bike be adjusted so bicyclists for whom the lane will detect cars in the adjacent lane. indications are intended can see the An effective loop design for detecting signal indications. If the visibility- bikes in bike lanes is a quadrapole 2 feet limited signal faces cannot be aimed to wide and 20 feet long (approximately serve the bicyclist, then separate signal half the size of a normal 40-foot faces shall be provided for the bicyclist. roadway loop). Such a loop readily “On bikeways, signal timing and detects cyclists, but will not detect a car actuation shall be reviewed and six inches to the side. adjusted to consider the needs of bicyclists.” Roadway Symbol Buildup While the former can be easily Thermoplastic buildup is another evaluated, the latter concern (that of concern of bicyclists. Bike lane symbols, signal lane use (directional) symbols, even timing) is a crosswalks can all build up with repeated little harder application and cause handling problems to address. for bicyclists. More than two layers of The thermoplastic (one marking) should not AASHTO be allowed on bicycle facilities. Bike Guide provides The slipperiness of thermoplastic and information paints is another concern of bicyclists. of clearance One way to mitigate this concern is to intervals and minimum green times for add sharp silica sand to the glass spheres 23 bicyclists. At wide intersections, the when it is being applied to the wet clearance interval equation can result in thermoplastic or paint. This increases the roughness of the markings’surface, reducing the potential for bicyclists to slip on the thermoplastic.

22 FHWA, MUTCD, pg. 9D-1. 23 AASHTO, p.65

27 Chapter 3 — Facility Opportunities and Guidelines Safety Railings along Bicycle Facilities must also consider the security of the parking and the protection afforded to Bridge railing heights have been the the bicycle. subject of recent revisions to the AASHTO Bike Guide and ongoing The security concerns of bicycle parking debates among bicycle facility design can be addressed in several ways. High professionals. The current guide states visibility of the parking rack can that railing heights should be at least 42 improve security. By locating parking inches to prevent bicyclists who hit the near storefronts, or in high pedestrian railing from tipping over the top. use zones, the potential for theft or However, the current AASHTO Bridge vandalism is reduced. Well-lit areas can Specifications require a 54-inch railing. improve the security in areas where In practice, designers have been using bicycles are parked after dark. Providing the 54-inch railing when a structure is racks that support the frame instead of being built to the AASHTO the wheel make it easier to lock a bike specifications and a 42-inch railing without damaging it. Locking bike along non-structural locations, such as lockers also provide good security for when protecting bicyclists from bicycles. embankments. The protection required for a bicycle Bicycle Parking Facilities varies with respect to the purpose of the bicycle trip. For short duration trips, Just as motorists need a place to park such as to the grocery store or the their cars when they arrive at library, U-shaped bicycle racks on a destinations, bicyclists also need a place concrete pad in front of the building may to park their bicycles. Consequently, be acceptable. At a park and ride lot, or when creating a transportation system to in front of an office building where the accommodate bicycling, parking must be parking is for commuters, bike lockers included in that system. Bicycle parking or covered parking is more appropriate. is critical in areas where there are There are four basic elements to bicycle frequent bicycle riders such as shopping rack design. First, the bicycle should be areas, schools, and other recreational supported upright by its frame in at least areas. Bicycle parking should also be two places. considered in Downtown Clayton and Second, the rack near businesses where bicyclists may should enable frequent. the frame and Typically, when parking is installed for one wheel to be bicyclists, the primary consideration is locked. Third, simply the accessibility or the the rack should convenience of the parking. While these be anchored so are significant concerns for bicyclists, that it cannot be stolen with bikes on it. they are not the only issues. Bicyclists Fourth, the rack should be placed as

28 Chapter 3 — Facility Opportunities and Guidelines close to the building it two bicycle crashes reported, with serves as possible. neither resulting in a serious injury. However, this low number may be a Bicycle racks can be reflection of the number of crashes tailored to reflect the reported rather than the number of culture or character of crashes that actually occurred. The next an area, or as a form step for further study could include an of public art. Bike analysis of the bicycle crashes in the racks such as the one area with mitigation measures provided shown to the right at each problem site. make a statement about the area in which they serve as Engineering/Traffic Calming well as providing parking Countermeasures facilities for bicyclists. Intersection Signage For additional information on bike rack Static signs such as NO TURN designs, the Association ON RED when Pedestrians of Pedestrian and Present or the Left Turning Bicycle Professionals Vehicles Yield to Pedestrians have (APBP) has produced been found to reduce the incidence a guidance document of pedestrian conflicts at on good bicycle intersections. Consequently, it is 24 parking design. reasonable to expect that these signs The guidelines outlined would also reduce the conflicts in the reference covers rack design, between motorists and bicyclists riding rack placement, and specifics for on the sidewalk or on a sidepath. appropriate layout of the rack area in However, they should be used dimensions and relation to the sparingly and only where a problem surrounding land uses. has been documented and relatively constant pedestrian/bicycle use of Safety Initiatives to Reduce the intersection exists. The overuse Bicycle Motor Vehicle of signs or the use of the signs Crashes in Clayton where pedestrians or bicyclists are not using the crosswalks dilute the An analysis of bicycle crashes through ability of the signs to command the the Division of Bicycle and Pedestrian attention of motorists. Eventually Transportation database showed that this results in the signs being just between 1997 and 2004, there were only background visual clutter. Because they are real time traffic control devices, blank out signs like the one pictured to the right can 24 Available at continue to be effective at intersections http://www.bicyclinginfo.org/pdf/bikepark.pdf.

29 Chapter 3 — Facility Opportunities and Guidelines because they are only activated when areas, such as adjacent to on-street there is a potential conflict. If motorists parking, or completing a link in a bicycle see a YIELD TO PEDS sign next to a route. permissive left turn signal, the motorists will know a pedestrian is crossing the This treatment is experimental and has conflicting crosswalk at that time. This not been approved by FHWA, so it “real-time”aspect of blank out signs would require filing a Request to allows for them to be placed at locations Experiment with FHWA prior to where conflicts are not frequent or implementation. An evaluation plan constant enough to make a static sign must accompany this Request to appropriate. Experiment and this must include measures of effectiveness. The following Shared Lane Symbol measures of effectiveness are suggested for Clayton: The Shared Lane Symbol, or “sharrow,” has the potential to reduce several § Separation between parked cars different types and bicyclists of crashes and is § Percent of bicyclists riding on the being used in sidewalk jurisdictions § Percent of bicyclists riding across the against traffic country. § Motorists’understanding of the Because cyclists symbol tend to center § Bicyclists’understanding of the over the symbol, symbol it may be useful for reducing Transit Interface door crashes At this time, no bicycle amenities are (where a parked included in the transit services that motorist opens a door into the path of a service the Clayton area. The town does cyclist). Additionally, a similar treatment have subscription and dial-a-ride has been found to reduce wrong way paratransit to certain authorized citizens riding and riding on the sidewalk, and to provided by Coordinated Transportation improve bicyclists’position in the travel Systems Inc. The Triangle Transit lanes. Authority (TTA) offers bus- and vanpool Consequently this treatment may services to commuters likewise. actually reduce the incidence of motorist TTA regional buses are equipped with failure to yield to the bicyclist crashes bicycle racks. However, this service is and overtaking crashes. Despite the not currently available in Clayton. Bike potential for these collateral racks on these vehicles help eliminate a improvements, this treatment is barriers presented to those individuals recommended only in very selective who need their bicycle for supplemental

30 Chapter 3 — Facility Opportunities and Guidelines transportation after they deboard. Amenities for bikes on TTA or other future bus services should be considered as a way to enhance the multimodal riding experience for users by extending the catchment area for the transit service, giving bicyclists more options, and potentially increasing transit ridership. Another amenity that should be considered to more fully integrate bicycle use and the transit system is the installation of bike racks near heavily used bus stops and destination points in town. With features such as bike racks, benches, and shelters, bus stops become more user- friendly environments.

Public Amenities In addition to bicycle parking and provisions for bikes on buses, other amenities should be considered for implementation in order to create a more user-friendly bicycle system. Benches, water fountains, public restrooms, and changing areas provide riders with valuable services. These amenities are especially helpful in high traffic areas such as downtown and by major destination points such as shopping areas and schools.

31 Chapter 3 — Facility Opportunities and Guidelines Chapter 4 –Recommendations access to both schools in the loop. A After considering the bicycle focus areas series of multi-use paths is and opportunities in Clayton, the next recommended for the remainder of this step in developing a comprehensive route. Part of the route will follow the bicycle plan is to recommend a set of Little Creek Greenway, and then split off routes and facility types. A set of 6 to utilize a sidepath near the Lionsgate named bicycle loops and connectors is neighborhood. This will ultimately recommended along with proposed connect the Little Creek Greenway with greenway system improvements as the Community Park and the future shown in Figure 4.1. These loops and community center. The Community connectors can be studied from the Park Loop also provides a connector perspective of individual routes or as an along Amelia Church Road across US overall interconnected system. The 70. After this point, striped bicycle facility types recommended for the lanes are recommended to continue segments of these routes are shown in along Robertson Street as a part of the Figure 4.2. This chapter describes the Legend Park Loop. attributes of these 6 routes and 3 greenways in detail and provides a The estimated construction cost for this corresponding cost estimate for each. loop and associated connectors including Cost estimates have been developed for the section running concurrently with the each route based on the unit costs Little Creek Greenway is $3.4 million. outlined in Chapter 3 and on specific Without the Little Creek Greenway project attributes. section, the total estimated construction cost is $2.6 million. Proposed Bicycle Routes Legend Park Loop (Figure 4.4) Community Park Loop (Figure 4.3) The 5.5-mile Legend Park Loop The Community Park Loop is a 7.3- connects downtown Clayton to Legend mile route that connects the Clayton Park. As a part of the connection to Community Park and future community Legend Park this loop will also link center with two schools and several users to the 8-mile mountain bike trail neighborhoods. In addition, this loop within the park. connects with the Little Creek Loop, the This loop also Legend Park Loop, and the Little Creek connects to the Greenway. Neuse River The recommendations for this facility Loop, the Town consist of both on- and off-road Center Loop, the improvements. Paved shoulders and Municipal Park wide outside lanes are recommended for Loop, the the majority of the route, providing 1 Chapter 4 — Recommendations Community Park Loop, and the Park volume of motorized traffic while still Greenway. providing a space for bicycles. However, due to the low traffic volumes Except for sections of O’Neil and and rural character of the area around Robertson Streets in the downtown area, Barber Mill Road, it is recommended all of the roads used for the Legend Park that this road be signed as a bicycle Loop are recommended to have paved route. The Little Creek Loop crosses US shoulders and wide outside lanes 70 at two locations, both of which are constructed. This will provide bicyclists discussed in the barrier analysis in with a refuge area while on the road, Chapter 2. There will also be two particularly important on a street such as connection points to the Little Creek Covered Bridge Road with its steep hills. Greenway on this route. Stallings Street currently has the width necessary to stripe wide outside lanes, The total construction cost estimated for and N O’Neil Street will have curb and the Little Creek Loop is $2 million. gutter installed as new development comes into the area, thus making it an Municipal Park Loop (Figure 4.6) ideal candidate for wide outside lanes. The Municipal Park Loop is a 4.8-mile There will be two connections to the route that connects the Municipal Park Park Greenway from this route, with one with Legend Park and the Clemmons on O’Neil Street and one on City Road. State Forest. This loop also connects The cost estimated for the construction with the Legend Park Loop and the Park of the Legend Park Loop is $2.2 million. Greenway. Little Creek Loop (Figure 4.5) Little Creek Loop is an 8.4-mile route linking many different neighborhoods and downtown Clayton. In addition, the Little Creek Loop connects with the Community Park Loop, the Town Center Loop, and the Little Creek Greenway. The alignment for the future Clayton Bypass also passes through the Little Creek Loop. The Municipal Park Loop recommends paved shoulders over its entire length, The Little Creek Loop employs a variety with a connector to the State Forest of facility types over its length. Paved along Old US 70 recommended as a shoulders are recommended on Ranch signed route. There will be two Road since there is an interchange connections to the Park Greenway along proposed for the Clayton Bypass the Municipal Park Loop, with one on (currently under construction) on that Shotwell Road and one on City Road road. This will accommodate a higher near Legend Park.

2 Chapter 4 — Recommendations their more rural character and their location well outside of the ETJ. The portion of the Neuse River Loop that runs along the Front Street extension and onto NC 42 up to the location of the future fire station runs concurrently with the Park Greenway and as such is The total estimated construction cost for recommended to be a multi-use path, this route is $1.7 million. functioning as a sidepath along the roads Neuse River Loop (Figure 4.7) until reaching the existing Front Street. A signed bicycle route is recommended The Neuse River Loop is a nearly 16- along Front Street to accompany the mile loop that connects downtown proposed street improvements in that Clayton with Riverwood and the area. communities off of NC 42. The Town Center Loop, the Legend Park Loop, the The estimated total construction cost for Park Greenway, and the Neuse River the Neuse River Loop is $3.3 million. Greenway all connect to this route. Without the portion running concurrent There are two connections to the Neuse with the Park Greenway, the total River Greenway and four connections to construction cost is $2.6 million. the Park Greenway along the Neuse Town Center Loop (Figure 4.8) River Loop. The Town Center Loop is a 3.2-mile facility that provides a route around the heart of downtown Clayton and links features such as the Clayton Center, the library, Cooper Elementary, and All-Star Park. This loop also connects with the Legend Park Loop, the Neuse River Loop, the Little Creek Loop, and the Park Greenway.

Wide outside lanes are recommended for O’Neil Street and paved shoulders are recommended for NC 42 and Covered Bridge Road until reaching the Riverwood area due to the high traffic levels and terrain on these roads. The remainder of Covered Bridge Road, as well as Loop Road and Castleberry Road are recommended to be signed due to

3 Chapter 4 — Recommendations O’Neil Street and Lombard Street have area in or near the Clayton ETJ, resulting widths amenable to accommodating in a distance of 5.2 miles. This striped bicycle lanes. The remainder of estimated construction cost is $3.1 this route is recommended to be signed million. due to the low speeds and low volumes on the roads. Park Greenway (Figure 4.11) Due to the fact that no additional The Park Greenway is multi-use path pavement has to be laid to create the running 8.8 miles primarily along small facilities in this route, the construction creeks in the area. This combined cost of the Town Center Loop is greenway, consisting of the Sam’s estimated to be $75,000. Branch Greenway and the East Clayton Greenway, connects Legend Park, the Little Creek Greenway (Figure 4.9) future park by the Neuse River, downtown, and the neighborhoods in The Little Creek Greenway is a 4.7- East Clayton. This multi-use path also mile multi-use path that runs from near connects the Municipal Park Loop, the the Buckingham and Hunts Bridge Legend Park Loop, the Neuse River neighborhoods to its terminus at Ranch Loop, the Town Center Loop, and the Road. The greenway will follow the Neuse River Greenway. alignment of Little Creek and will provide a sort of parallel route for The Park Greenway runs concurrently bicyclists and pedestrians to US 70. with the Neuse River Loop for a portion of Front Street and NC 42. Along these The total construction cost estimated for areas the greenway will function as a this facility is $2.8 million. sidepath. Elsewhere the easements Neuse River Greenway (Figure 4.10) along the small creeks are already owned by the Town, thereby eliminating The Neuse River Greenway runs along purchasing or negotiating use of the the river bearing its name. This multi- right-of-way. A portion of the greenway use path will serve as the re-routed south of NC 42 will be constructed by a location for the Mountains to Sea Trail, developer in the area. connecting Clayton with Raleigh and Smithfield, and ultimately the entire The total estimated construction cost for state. the Park Greenway is $5.3 million. The Neuse River Greenway will connect Construction Cost to a future park, and will also intersect Estimates with the Park Greenway and the Neuse Table 4.1 provides a synopsis of the River Loop. bicycle routes recommended in the The cost for this greenway was Clayton Bicycle Plan. Each route is estimated from Castleberry Road to the listed along with the presence of the County Line in order to account for the various facility types within that route.

4 Chapter 4 — Recommendations The lengths and estimated construction network. This overall cost accounts for costs for the individual loops are also overlapping in the network so no facility shown. These values assume that there is considered more than once. are no existing facilities that will be shared, so that the cost can be considered From this table, it is shown that the total for each route as a stand-alone value. In estimated construction cost for the addition to this information, Table 4.1 proposed 55 miles of bicycle facilities is provides the total mileage of each 21 million dollars. Additional cost facility type estimated as a part of the estimate information can be found in the network, the overall length of all Appendix. facilities in the network, and the total estimated construction cost for the entire

Table 4.1 Route and Network Characteristics Striped Wide Signed Paved Multi- Length Routes Bike Outside Cost Route Shoulder Use Path (miles) Lane Lane Community Park Loop ü ü ü ü 7.3 $3,400,000 Legend Park Loop ü ü ü 5.5 $2,200,000 Little Creek Loop ü ü ü ü ü 8.4 $2,000,000 Municipal Park Loop ü ü ü 4.8 $1,700,000 Neuse River Loop ü ü ü ü ü 15.6 $3,300,000 Town Center Loop ü ü 3.2 $75,000 Little Creek Greenway ü 4.7 $2,800,000 Neuse River Greenway ü 5.2 $3,100,000 Park Greenway ü 8.8 $5,300,000 Total (length in miles) 14.6 1.7 3.9 14.2 20.6 55.0 $21,000,000

5 Chapter 4 — Recommendations N N N O W O S C A S EL F P D HA L A C A N O E Y E I O R Z O P A

J E O R W SA HY P B RT

E A R C K y O C t y M A O t O

n K n T FOREST H u GA S u SARATO IE I AT L o R K O o L P I C C D P G D E MAYLON O e I N E n N E NA k N R E

o R A a T IVER B O t R AKS L A T B s A W W R Y O SMITH E W O

n R K Y B G

O L D R S L L h B I I R

S E L I L

I B o T O

O W F D O

H J P M E P S E B S R E E A Y B R N V N B N

N I I E O

P L D C D E O E

G Y U M E

B Q R SE VEN R A OA C KS

O Y A L

H D D U T N

S I 7 O 0 C

V C C O IE H

W N Municipal N E A

L D

B O

A O E

R Park D Legend W I

S S R

U E E L K V L I L A E L C R L Loop E Park R 70 A W L M T T I E B E W O T I E K H M R A

S M L T Loop U S Y S CA TA ME L R RO LI O N N N S OAKDALE M G B E H T O S A M R U O S O W R A A N F IN N R PINELAND F T T H H K E Y S G T E IT S Y B I A A L R SP DOGWOOD R R E K I OL O A E L E D D MULBERRY L F A H O R R R R I V G M K N M U A O A M E N H O N I N C S A T H Neuse

K T I T L N C Town L R R S E L R T E KE E E I U S P K R N H B RIDGE MO E H E O S C R C O 'N C MANDARIN E IT R H W O L U O C L M O A B K R River E S CW enter P W R N E LEY S D L E O VA IE N H E C WIGEON D A L V O E E O W L S O I E N V K E

S E S V G R D O O I E A R E P U D U R W R T O T T M Loop B C D R E Loop R E G E Y R L A E A A U A A R R F R D H T T Y G F B E N O C R E E T N I N C I H H A L X Y S E IL

O M

C I H M O C S F S R

WINSTON A S

C E 2 I W E D N 4 R R S EG U C ENCY R N G A O G G C CommunityT E R D M W L T D A A

B V E W A R R Y A H A O R N N E B A N H S M U L TO O G H H D L D M O L N O O B U 42 A E J B L P E A U Park AL O B M N A S O R H IN S C W D N P R ECAN E C A K C D T A L R N F R F T U O E B E O

O W 2 I H 4 F O R R

D R C P L C LoA op L RT N O L F F G A I E C M A L N A O M I R D BRIGAD S E O A N ON G L A I O T R H N N E U I I V R G D C VEY T E Y CO M P O T E W U A C Y L N O N I R TA WESTMINISTER P S O IT D O R H E O B R T D

R E T O S Y J K F O L H H X N L U

S E O D O N N K T O

E O

R E S W E

T D ON D E L R HE NE I A NG I H 42 E QU W H E ER T S FO E Little N R L I D S GRANT IT P H T A JA L GLENN L S C L D E P Y O A C E R U Creek T M R E T N E T A E T H K E R D S Y O K B C

E E R NI W R HA H

P E A TE U O S IO S M Loop R R C W

LEEWAY L C C

E A E H D S

E COUNTRY TRAIL C NICK A EL K N A RM

O D N A L F Y O Y CANTERBURY E N O R B PO N C R AN HAT O POW O CH QUAIL K TE GALLOP RTH X NO

G M T O WIN A R CRES

V E ON E D B OR R G

M B

E V N IN M SON U T W E U L E S

O L

E L

R R 7

E 0

D E J DBU G RE B AC H P U K D C O K E R E N S X A A WILDBERRY T H YMON ID R WA E C A O PP LE L WO E OD TIFFANY Clayton Bicycle Plan Figure 4.1 - Recommended Bicycle Routes

Clayton ETJ Recommended Bicycle Routes Town Center Loop Town Center Connector County Boundary Neuse River Loop Little Creek Loop Community Park Connector Bodies of Water Municipal Park Loop Community Park Loop Proposed Greenways 0 0.125 0.25 0.5 0.75 1 Railroads Legend Park Loop Municipal Park Connector Miles N N N O W O S C A S EL F P D HA L A C A N O E Y E I O R Z O P A

J E O R W SA HY P B RT

E A R C K y O C t y M A O t O

n K n T FOREST H u GA S u SARATO IE I AT L o R K O o L P I C C D P G D E MAYLON O e I N E n N E NA k N R E

o R A a T IVER B O t R AKS L A T B s A W W R Y O SMITH E W O

n R K Y B G

O L D R S L L h B I I R

S E L I L

I B o T O

O W F D O

H J P M E P S E B S R E E A Y B R N V N B N

N I I E O

P L D C D E O E

G Y U M E

B Q R SE VEN R A OA C KS

O Y A L

H D D U T N

S I 7 O 0 C

V C C O IE H

W N N E A

L D

B O

A O E

D W I

S S R

U E E L K V L I L A E

L R L C

E R 70 A W L M T T I E B E W O T I E K H M R A

S E S V G R D O O I E A R E P U D U R W R T O T M T B C D R R E E G E Y R L A E A A U A A R R F R D H T T Y G F B E N O C R E E T N I N C I H H A L X Y S E IL

O M

C I H M O C S F S R

WINSTON A S

C E 2 I W E D N 4 R R S EG U C ENCY R N G A O G G C T E R D M W L T D A A

B V E W A R R Y A H A O R N N E B A N H S M U L TO O G H H D L D M O L N O O B U 42 A E J B L P E A U AL O B M N A S O R H IN S C W D N P R ECAN E C A K C D T A L R N F R F T U O E B E O

O W 2 I H 4 F O R R

R E T O S Y J K F O L H H X N L U

S E O D O N N K T O

E O

R E S W E

T D ON D E L R HE NE I A NG I H 42 E QU W H E ER T S FO E R N L I D S GRANT IT P H T A JA L GLENN L S C L D E P Y O A C E R U T M R E T N E T A E T H K E R D S Y O K B C

E E R NI W R HA H

P E A TE U O S IO S M R R C W

LEEWAY L C C

E A E H D S

E COUNTRY TRAIL C NICK A EL K N A RM

O D N A L F Y O Y CANTERBURY E N O R B PO N C R AN HAT O POW O CH QUAIL K TE GALLOP RTH X NO

G M T O WIN A R CRES

V E ON E D B OR R G

M B

E V N IN M SON U T W E U L E S

O L

E L

R R 7

E 0

D E J DBU G RE B AC H P U K D C O K E R E N S X A A WILDBERRY T H YMON ID R WA E C A O PP LE L WO E OD TIFFANY Clayton Bicycle Plan Figure 4.2 - Recommended Bicycle Facilities

Clayton ETJ Recommended Facility Types Paved Shoulder County Boundary Bike Lane Signed Route Bodies of Water Multi-Use Path Wide Outside Lanes 0 0.125 0.25 0.5 0.75 1 Railroads Intersection Improvements Miles L TE IB W T E I R M E T M L Y U A S D N Y O T I IR N 70 E C R R S A R W E LL U C Municipal Park C M O G

L CA I M S K E TA RO L N LI NG S D O E H P T O N O D O O O W R H D O S N O F N IN E W D T R K E F E T N H A R G F M O I A N L IN T

E N R O O S O T M S R OLD MULBE E P E RRY L A B W R H R O O A IL K RS H L R E C O N C W IA E O N N I D B G S R IR

R O V

E O

T K

I N N L K 70 O L U C T S E G H A L K W R L IN

C T T E L E H L IL U O R C E E B RIDGE H IT 'N S M O

W A K H The Clayton Center A E B R BRIA F S N L C R R A O WOO R M A L D R E O N A W K C Y W M R E H O I E O N D G P E T CLAYTON HIGH N O N Y N D O FEENEY E O L W W IL E IE N V G V E E A R K E T P U E LINDSAY R T E G E O Y H B R S A R C PR F J A A I O M B NG N B W JOEL E Y O S O D AS PE GARRISON N D R Clayton Community Park A B M E I BI O Z LT L E M

I N OR K

N C E

E T E E

O T K R

WINSTON R

D U C C

S D

N G C Y R CLAYTON MIDDLE M P A

A O B E M

H E O PAR W L Y KSIDE VIL B L ENC L O S AGE REG L L WEST CLAYTON ELEM O

T F G E E UY K R C N E I E W R R E T WYN V STON C O O LIV OW O T D G O NU EA B T M U D U ES H E T C T T ET S P I O N F U A S N L S F R A W A A T O K K N I N O E Y D BE W D DOVE LH V D O NING A I U O MOR V E N R O E W H C N W A A O H L M D EL OD ZEWOOD W T O EE E BR W N W S L H G D E A OO A E M

W N RO 2 T W X BREE UNDTREE G E D O ZE I 4 C C E R T A D N O V D I D R R F R A O N H

R O F

O F X O D

L E

R W W R R B

H E

C E D R R E F T R D F I

OR U F I N A

N L R

U I A O A G R A T P T N H L U LE L G C N R G L N TE I I A T K I U N B O M N L ROSCOMMON E O E E W R V B D R E O A M D A O B C IR A B O L E Y N W R O LE N N B T A O RO 42 S U O D W RE B A NIN T T T G N G S I IA C R R B R E R A ON M N E INN E O CK Y T K EASTWOOD M L TAN S E IT WOOD B BR END A

H S C ROVEWOOD HO H G R L R T L I J S O E HN T S H Y O C Y H N T L B I L U R M E N O K O T K E R VI R O E CK W H Y C B RA N NC A H R B H

O N I R B S A E C M A C N O S TO 'S R N E H R B E NG I E E E IN D T U G T EQ E

Clayton Bicycle Plan Figure 4.3 - Community Park Loop

Clayton ETJ Recommended Facility Types Paved Shoulder Intersection Improvements Bodies of Water Bike Lane Signed Route Library Railroads Multi-Use Path Wide Outside Lanes Destinations

TIP R-2552 Community Park Loop Schools 0 0.1 0.2 0.3 0.4 0.5 Miles Y

A I

I B

SMI M L B TH

Q L

I I

T U

W E

L L I H K O

O R B CO VER ED BRI DGE

T I C Legend Park

E K L A IB L E R T Y GOR DON

N R E R E R T

A S A W R

E W L L E U M C Municipal Park G

D C I

M E

O O T

G S E A L I R K C E G N ID R OAKDALE

S T O R T O S A S S E T R IN E E K H P RN M M O O A R T R D E O A A H C N D W W N R E Y L W E W O T T

O E D S I N PINELAND

D W B W H A A Y H E R I B E IT E N K L E RM S A D S A R R E E O M R O E A T K IL S N T I A E K N N E O B N L R M L L E X U IN L M M G L DOGWOOD IL S I L E 'N COOPER ELEMENTARY S O L E P H A L A IN I R W R M A K T H IL O C L N O W IA COOPER IN N D G O O B IR S F O R V T R W O R O E K O E N H L O K B F T C CAME D O O IR R L N R R N S U A B O T H C T T C G C A S L R E L IN S W T W L T T E E L A S A H E L E S R C L H IT IN W IN M G D G The Clayton Center S R H TO A IN N B T M O O N L L L A B L C H W N A L O R O N A R E C Y N P O H E O C E O All-Star Park C C M A E A R L P S T F L R E T CLAYTON HIGH I E O V N U C H N O O X 70 E N E T Y B W T E D D E G R V E A S E Y A B O P N A D D 70 F H A E M D E N R E B H R A D Y B IT L M M A O S L W Clayton Bicycle Plan Figure 4.4 - Legend Park Loop

Clayton ETJ Recommended Facility Types Paved Shoulder Intersection Improvements Bodies of Water Bike Lane Signed Route Library Railroads Multi-Use Path Wide Outside Lanes Destinations

TIP R-2552 Legend Park Loop Schools 0 0.1 0.2 0.3 0.4 0.5 Miles L L KE H S NM IL C T H RIDGE E O N R F A IN RE The EClayton Center R L W O 'N U L T T S H M O I O W T O N N N L N F O C A A R T G L A H IN S A O H E R S 70 B T S W M O G R R B H All-Star Park

I N E L O I N H A S URC K R H E H G C N AMELIA CLAYTON HIGH N C C S T H E O D A O O E E N L D W D N O E D IL H O W G E V A A H O N E M E E P E I T R E T B R E L N W R Y U D L E D E C G Y JO O R D E A B N A R L R F N R H H JOEL E O O E A A S S S B R AL W N E N R T D H E E NT GARRISON R O D CE Clayton Community Park W A R J R N O B E A H W E L H H H L I M O L S T T J IL A

Z O I I M

E N K L I O L F M

N E

N E D

T H S C E C

O E T S S A T R

D E N U U.S. Post Office E E C R R

N S CLAYTON MIDDLE C K Y N PA G P C A C R M KSIDE O I E CY O V R R N T

IL H E E LAG G P E B C L RE GUY S WEST CLAYTON ELEM M 70 O C M RD A A BA R N RH OM A H U L V H O D O O J OW T D G I B A F P U E M U F H A H T T E A O R N T SE P L R O O N A N D M J O U IS A B S R Y I D O N N H B AM G Y W K P S O L S E O N

O A G E W N O K PE R CA D D N

D I

E I W OOD N EZEW V BRE R A D L W OLD NC 42

T E I L E I T 2 4 E O D

N E R E W F C D VA N R N R O G R R R A O B O O E F H I F D L O

U X A W R E O P D W B N L

A I

C L R I O F N R M D N 2 L IF E A R D O A R G 4 O A I A N T T A H E N U G C C I D N R N G R R LE N C W N P E G I T W N T N OO U E D AD IN B A N IG W B V E A BR Y O L O B I N R E R 42 N C Y Y A S

U T T N

42 T T W N M I FALCON

C T E A R O N U O J R R B S L E N O IN R IP E T K L N D C WESTMINI E I STER O E M A Y WOO O O D B A S END K N C N R I T K H H D S R E D S WOO H I L GROVE I R R R B L E I O R E S F O H T X Y O C Y O N T L H SO K I L HN U JO M E T N H OR K SH T C E N

R A R H B O N R I S B E A M C A STO N NE 'S HE NG E R E IN I QU D E G

F E

A M E T

L H IA G E C H I O H E SH R E U RT RS R F B HO C ANGUS O GRANT H RD H C SHADY MEADOWS GLENN N A J L A R I S C T PE T R O L U E C N C T R R O R O E Y I O K E W E K H D C S A C H R S T EEN R U E GR D A P E R H L A C M E N A Y IE K H N L B L IK O S O ' L P N I L IS O N LI

Y N IL

N O NIC N KEL Y

N E

A P

GALLOP

B T WIN ACRES

WOODSIDE

E L E E V P INSON HEDGEROW REDBUD Clayton Bicycle Plan Figure 4.5 - Little Creek Loop

NA A LE S L P OAK I ER A N RIV E T R

B A R EY K LL VA

Q H T U I

E M

E S

P R E B R

K B Y L C E Clemmons State Forest O

R E DG BRI ED VER CO

T S SEVEN D OAKS L

E I OL F D U S 70

L L

D E L U E B W A W T

O O

P H V

E D I S E K A L

T I

T H A IN

Y TE L A W I W IT B E M E T E R A M L T G U A Y S D N O IR N E R R A S R W E LL U C Municipal Park C 70 M

CA G M L ER I ON K

RT D WA E TE B O H S S A O N E P N R O C O E N W O R H D S N O D W E N IN E N W O W S R K D E D H E T N IT F A A LIGHTFOOT K Y E R S R R T E E A E B L D L M L IL U A IN K M I G N S E R O S OLD MULBERRY O E P M L A R W R H A K O IL H IL E L R N C O N O F 'N E S R O W IA T O N R N 70 I E T D G B O B IR O O R V R W O E K O F L K I O N R D O S N R O E T A B T L C C T L G IL A S L IN V R E O L E T E H L T E W H A E T KE R C R E NM IT A Y OR M A RIDGE E F Clayton Bicycle Plan Figure 4.6 - Municipal Park Loop

Clayton ETJ Recommended Facility Types Paved Shoulder Intersection Improvements Bodies of Water Bike Lane Signed Route Library Railroads Multi-Use Path Wide Outside Lanes Destinations

TIP R-2552 Municipal Park Loop Schools 0 0.1 0.2 0.3 0.4 0.5 Miles B U F F A L O

H H UN A TE R E RS RID D N GE IN DOE O G PR T IT S B CH L U A L L R I C D M K H IC T O E L LE RIVERWOOD ELEMENTARO Y E

H N R T H N A W B C E A N RIVERWOOD MIDDLE A E O

A W

F L O R V

HER S D O E CHRISTOP S T C T

D R D O W L A E A O D A N N D E S O S I Z S O R O A T B R W E R D A A U O C B S Y R N A B TH E S D AR Y E R P E CC FOREST OAKS AMSTERDAM T H M A OP L T I E IS S R B H L C E E

R E EL Y I A R AT ICH K M Y Y L R E B

N M A I L K L A B SMIT IL O H H

M K E

B Y

A O G

B I S O ID

L I S R R

T I L L B B O I O

M D E P W ER V O C

N A NT

R O Y THM

B U T O

I S

D ER ASP S N G I E

A R

S L R

I N ND E A O OP W M H R D AY R I

O D O

O G O E

R E

S V U I TR L R ANTHAM L Legend Park E Future Park C R A M

E D

K N A

E W L A B T S COVENTRY R O

T E N Municipal Park S ' V S E I M R R IL

C S R T A L T O

E S A S L G OAKDALE E E B R E E D M M G I A R L R O M I R A D C I N N R PINELAND A D

E Y P F T R O

R S L O I F N F H DOGWO N OD A T O L D S R IL IA IV E M N E I R 'N COOPER ELEMENTARY H R V I O LL E L N M H S V IL O A C I M Y T IN R R R A G U E Y E F IN H D P S G L TheL Clayton CC enter R O U R O L A O N E E O W E B B C A U L O N S N N E A M T R O O T D N H All-Star ParkG S C L O S O N C E H R S I C P L D H E O N E H C O O E C E A E LE O S V S O AN E E D A R E G N O S EAST CLAYTON ELEM L R R R D 42 A D W U NC

U R P W O M INT I B R O PO V R M AKE H E L E I O A IA A A E D F R E R H H J B B M D O D T H G T IS L G A B R T O B W V A I E X D T Y A I S N R E I E H M R R E C S N R B M N H E I R N W D I N A Y N N R G A E E D U.S. Post Office E N 42 B E M E A 70 A FO U R H W Q E R 42 X K A G U A H C H N D H O I L Fire Station D O H O L W I D L D J O R O L L T O B B J E DEERFIELD W E P I S K B A L E Y M N O F E R S O A N S R R I R A N C PEC U E AN U P D P R K M A L N VISTA F O L I A B O Y P R IN O R LE D R M R L E A N A I E E A N S G D U C LEN K SE R H G LA H I N T U D Y I RE R GE C B L I T B N C N E O O W R S M A N A K L I O A AFO A V T Y FALCON T O E R V E T U I H LI E N R WESTMINISTER P R E B S D I L L R IR Y O F S X H E O TAN C NE N R' Y I D S

R D P

U U 70 Y H O L R E C O W PE Z R VIN K D SON R

E L

I O E T

W R E HARDE PALMER S C N

H E E O L GA A VY T I N D T Y I RE L FF GRANT JE Clayton Bicycle Plan Figure 4.7 - Neuse River Loop

Clayton ETJ Recommended Facility Types Paved Shoulder Intersection Improvements Bodies of Water Bike Lane Signed Route Library Railroads Multi-Use Path Wide Outside Lanes Destinations

TIP R-2552 Neuse River Loop Schools 0 0.2 0.4 0.6 0.8 1 Miles O T M G S E R L A I E R R D E K O T O C A S E W E G B W M D R E A I O R R O G Y K D E S T Y A T R H I T M E E C R O R P A N IT O W N T A H E E G D T W E W D S E O N D

N O S T R E B B A O R R N E S K E N N W E IL L S O E N E D S IL T K A L L IN G S COOPER ELEMENTARY N H O IN S T L T O IA R N M E B O R W L H I IT E A 'N K E O R COOPER

F R O N T

N F H O IR C T S R G T U IN H L C L O E H A T R S A E S W T A L L IN G S W A H S O H R The Clayton Center H IN N IN G E T T D O O R N N A B M L O L L A W

R E E P L B O IL L O V A C E N Y T C A T H L All-Star Park E E C Y R A U F O B R A B

M P E A N T N T Y H E W S

M A IN

E G A P E E S D E R C A O H N D G R O H C V C A A E R M N B A E Y D E Y K H S A N I O D N O R D S N E R N E E H W O AL S J E TR E EN D C R A H D R A U.S. Post Office B R N M E G H N O H I H O L S J I L IT B F L R M T A O S N A A N C T K E H S C A S ILL R E M 70 D R C Clayton Bicycle Plan Figure 4.8 - Town Center Loop

Recommended Facility Types Clayton ETJ Paved Shoulder Intersection Improvements Bodies of Water Bike Lane Signed Route Library Railroads Multi-Use Path Wide Outside Lanes Destinations TIP R-2552 Town Center Loop 0 0.05 0.1 0.15 0.2 0.25 Miles Schools

Y S R R T E I E

L T L C U T A C S C E W CA M R E

M C G E E R D O G N Municipal Park E ID D N H R O D N H D O O R D E B O S W A M U O N O N IN E R R W D O N T 70 K Y A S T N T S E W A R F B R T S R O R A W R E Y I E L D O F H A E B N L R G F I R L O IN T E D A E V T O U S G IN E M T K V E H O S R S E H A H C M E P R IL G OLD MU A E I L I LBERRY L H B M N L R R O T A W K R O A F O H R IN R N IL N C L E O N L S B O R W T IA R O H M

E S N O

I E C T L K C R K L N

N C 70 O O U S E A L N H U R L T K W E G D C H T K T C EN E H IN L O M R C L I D U R O E IDGE H RE IT LThe Clayton Center R B E 'N A S M B MANDARIN W O F M A A R BR A B O R IA H L R OW RW R L W OO S A E O D M N P O R O I C D E Y N H O VALLE K C G CLAYTON HIGH E WIGEON T D O E O L W N O L E E I G R All-Star Park I W V A U S V N E E H P O E E K T A E E T M B E R E R E R D Y J B A R C R OD G O Y C WO A B N A A G F N H H N PRI JOEL E O O L S S T S N R A A E R G S D H E N N P A E I U E GARRISON R O D Y N W J C A R R D Clayton Community Park O B E A Y

E R L H H H

I M L S T T A O I Z I N E K L F I O C M E N E

T H S C E C

O T S R S P A T

A K WINSTON D E R E U E C K R R

S C S

N ID CLAYTON MIDDLE C K Y E G C P C

M V O ILL I E CY A R R N H E E GE L EG B C R S WEST CLAYTON ELEM

RD A BA R N E OM A H E W L V O R YN H J T ST O E ON W T O IV B O G I L D F O U EA M T M U F H A T T E A O N O SE P L H O A N R N UN D AM S R Y IN U D W G D O K P L

E O O A

D W G

K N D

E D

I I W OOD N EEZEW V BR R A L D W DS O T E I E O L 2 I T D W BREEZE 4 E O X N E R O W E C A C F D V R N R O G R R

R A O O E F H H F D

U X W R O C D E

W B A

C L R R O F N R L IF A T U E D O R P R FO O I T A T A N G H H U I D N N G R C R E E L N P E G T W I ON A A T N O I U E AD B A N D G S I W L V R Y L E A B L A E O I N D E L B R N I C N O Y Y A M S

U V M T T A E COVEY T N T 42 T L W R N M I

E E A R O N R

J R B O R B S E N O K IN C E R R T K L N A D A C R E E I R O M A O E D WOO B D A BEND K N C N T IN T H H D IS E D A S WOO L GROVE L R R N B I L I O M R E S F T O H T X S Y E N O C Y O O T L H W NS K I L H U JO M E N H RT K O C SH T E N

R A R H B O N R I S B E A M C A STO N NE 'S HE NG E R E IN I QU D E G

F E

G E I O HE SH R R RSE TF B HO ANGUS O RANT RD G

SHADY MEADOWS J AS P C ER O U N T R Y IO W T H

T S A E R ST EN B E GRE A P R HA M N O Y IE C N L L IK T O S O T ' L P LEEWAY O N I C L S IS O N LI N IL COUNTRY TRAIL O Y

L A H E C C E N CHASE A CANTERBURY R

DEER RUN Clayton Bicycle Plan Figure 4.9 - Little Creek Greenway

N I L

E N DOE O T S P L R L IT I B C U HA M L RD C

C K TI LE O P H RIVERWOOD MIDDLE O T A

A R Y N T B W O E A H N L F E N RIVERWOOD ELEMENTARY D A Y O D R HER R RISTOP S IT CH B A T

C D B S R B W B O L O O

S B A O O O N N I E O R K W Z A A D E H R A R T I B A S L B S L E Y D TH AR R CC FOR E Y HE M ST OAKS AMSTERDAM OP WOOD E T AY L IS H K

R S

H I C A O A

P AEL T IE ICH S AT M K O P

Y L R E B

N M I A K K

SMITH N

M Y E

S I G D

L S I

I L R L I B O M D O W E P ER V O C P LANT ATION

H L O

C N

N G A T ON R C UTHM B O SO

Y E

D R ASPE N G

I D N N MO HOPE

W RAY D O R

O O

O EZ O

D FE

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Clayton ETJ Recommended Facility Types Paved Shoulder Intersection Improvements Bodies of Water Bike Lane Signed Route Library Railroads Multi-Use Path Wide Outside Lanes Destinations

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E E E V S E E L O S EAST CLAYTON ELEM E R R D L U I G U V A O M W E P B T O T R H E E A A E O Y B U.S. Post Office F D A M D O F B R H B T X Y A I T E

H M N R R H S E I R O N D C Y O G C S E T W E U P R M O T WEST CLAYTON ELEM C O T D C A M F A N A O D R H H W 42 E AR V R X B T A O U O A H M M I H J D O F P H O L G O O L Fire Station F L O D P U N L D ET A J O L G 42 S A E D O B E 2 DEERFIELD U UN N A 4 W IE R N C C B B S N M Y N Y Y N F S O K N S L R O I P A W E ECAN U M C L E R M

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Clayton ETJ Recommended Facility Types Paved Shoulder Intersection Improvements Bodies of Water Bike Lane Signed Route Library Railroads Multi-Use Path Wide Outside Lanes Destinations TIP R-2552 Park Greenway Schools 0 0.2 0.4 0.6 0.8 1 Miles Education, Enforcement, encouragement programs for their and Encouragement community. The results indicated that Program the following programs ranked the highest: Recommendations The network of bicycle facilities § Public Service Announcements recommended in Clayton should be (i.e., Share the Road”) complemented by § Safe Routes to School education, enforcement, and § Public Bicycle Map encouragement programs. As new Education Programs shoulders, bike lanes, and The community itself often provides pathways are valuable resources in developing and constructed, it will promoting bicycle programs. Law be important for enforcement officials, local bicycle bicyclists of all shops, local bicycle advocacy groups, skill levels to be educators, church organizations, public educated about health professionals, local media, and safe ways to use these facilities. Bicycle other community groups can all offer safety is not the sole responsibility of resources to the Town as it strives to bicyclists, however. To provide a establish a broad-based bicycle safety comfortable and approachable education campaign. environment for bicycles, motorists must treat bicyclists as legitimate users of the road. Both motorists and bicyclists have a responsibility to use roadways in a safe manner. If they behave unsafely, their actions should be discouraged through police enforcement. And while discouraging inappropriate and unsafe behavior is important, it is Incorporating the diverse community equally as important to encourage groups listed above in education appropriate behavior. Below are some programs allow people of all ages and recommendations for ways to promote bicycling abilities to become more safe use of Clayton’s network of bicycle informed about bicycle safety. Because facilities. these programs can help drivers operate more safely around bicyclists, they As a part of the public outreach effort, should address both bicyclists and local citizens and the BAC were asked to drivers. rank several bicycle educational and

17 Chapter 4 — Recommendations § Avoid riding on sidewalks. If it is necessary to ride on a sidewalk, be aware of risks at intersections. For motorists: § Obey speed limits. Higher speeds result in greater injuries to cyclists and pedestrians. Rules of the Road § Obey signs, signals, and markings. Never run red lights. Conveying the proper way to operate on roadways is a cornerstone of any bicycle § Yield to cyclists. Always look for safety education campaign. A summary bicyclists when turning. of these “rules of the road”is provided below. § Pass cyclists with care. Slow down and provide enough space For cyclists: when passing. § Always wear a properly fitting § Do not honk your horn close to helmet. cyclists. § Be visible. If riding at night, use § Look for cyclists when opening lights, reflectors, and bright car doors. clothing. § Watch for children. § Ride predictably and defensively. Use hand signals before turning. § Watch for bicyclists riding at night. § Follow the same laws that apply to motorists, obeying all traffic Other Critical Safety Issues signals, signs, and lane markings. In addition to the rules of the road, other Always yield to pedestrians. critical safety issues that should be § Ride on the right side of the road addressed by the Clayton bicycle safety with the flow of traffic — never campaign include: against it. § Riding against traffic § Riding on sidewalks

18 Chapter 4 — Recommendations § Riding at night When forced to ride on the sidewalk These three behaviors can increase the because no other choice would be risk of bicycle-motor vehicle crashes. reasonable, bicyclists should try to ride in the same direction as vehicles in the adjacent roadway lanes. Even so, an education program should inform bicyclists who chose to ride on the sidewalk about the potential dangers they face with this behavior. Riding Against Traffic — A common Riding at Night — Riding at night can practice in the Clayton area is riding be dangerous for bicyclists, when road against traffic, which increases the risk hazards can be of being involved in crashes at hidden in the dark driveways or intersections. Most right- and motorists don’t turning drivers only look left before they have as much sight turn, which means they can miss seeing distance as in the day. bicyclists approaching from the opposite Bicyclists who must direction. Graphics like the one below travel at night need to can be used by the Town to educate ride with lights in bicyclists about the risks associate with order to increase their this behavior. visibility to drivers. Riding on Yet even bicycles Sidewalks — properly fitted with When asked reflectors and lights can be overlooked why they ride by motorists until it is too late for the on sidewalks driver to react. rather than on Bicyclists need to be educated about the roads, dangerous impacts of a dark bicyclists environment. The Town should often say they feel more comfortable distribute posters or fliers that show being on a facility that is separated from sight distances for various colors of motor vehicles. They are not as safe, clothing and illustrate the limitations of however, as they might think. Similar to reflectors. the hazards faced by riding against traffic, bicyclists riding on sidewalks do The educational campaign should help not approach intersections from the same inform bicyclists about various safety areas as motor vehicles, making it issues. However, motorists also need to difficult for drivers to see them and be informed so they can be made aware making them more susceptible to of bicycle crash risks. The Town’s crashes. education program should instruct

19 Chapter 4 — Recommendations motorists to look in both directions for is the perfect bicyclists when turning at intersections, opportunity to drive more slowly, and be aware the work with local potential for bicyclists to be riding at elementary night. schools to develop a Elements of the Safety Education pedestrian and Campaign bicycle safety To be truly effective, the Town should education implement a broad-based education program. campaign. Bike rodeos, bicycle safety Pedestrian and bicycle safety could be education programs in schools, public incorporated into the regular physical service announcements, and documents, education classes. While children in such as posters, brochures, and websites Kindergarten and Grades 1 and 2 could can all be valuable tools in creating a be taught about pedestrian safety, Grades bike-friendly environment. 3, 4, and 5 could be given hands-on bicycle safety lessons about wearing Bike Rodeos helmets, following the rules of the road, Clayton police currently offer bicycle and turning and signaling. NCDOT’s rodeos by request only to teach basic Basics of Bicycling Curriculum could bicycling skills and rules of the road. serve as the basis for Clayton’s The Town of Clayton should partner classroom efforts. The Town also could with local law enforcement and enlist the support of local bicyclists and volunteer bicyclists to offer bicycle law enforcement officers for bike rodeos several times during the year. lessons. These rodeos could be the initial stages in developing a more comprehensive To make the most of the education safety education program for local program, Clayton should target one or schools. two schools during its first year, then expand it to all elementary schools in the Town. One potential source of funding could be the Governor’s Highway Safety Program 402 Funds or the new state Safe Routes to School program. Building partnerships with local public and private schools could also lead to additional financial support. School-Based Bicycle Safety Education Public Service Announcements The current school curriculum does not One method of informing the public spend much time on bicycle safety. Now about safe bicycle riding and driver

20 Chapter 4 — Recommendations courtesy is through public announcements on television and radio. By developing and broadcasting public State Support for Bicycle Education service messages about bicycle safety, A significant amount of information the Town of Clayton will be able to regarding bicycle safety already has reach additional community members. been developed by the NCDOT Department of Bicycle and Pedestrian Transportation. Educational materials for children to learn the basics of bicycling, safety, and how to follow the law are available, and posters, pamphlets and brochures, and educational videos can be ordered online or by calling the Department. In addition to offering educational programs, the NCDOT Bicycle Policy also supports the development of bicycle programs in Clayton: § State, county, and local law enforcement agencies are encouraged to provide special training for law enforcement Other Educational Materials personnel with regard to In addition to announcements and hands- bicycling. on programs, the Town should develop § Education of both motorists and written material and images to distribute bicyclists on bicycle rights and throughout the community. Brochures, responsibilities shall be an posters, and web pages all will help integral part of the NCDOT increase awareness of potentially Bicycle Program. dangerous situations. The print materials can be provided at local businesses, § School systems are encouraged to schools, and public buildings. conduct bicycle safety education programs as a part of and in addition to the driver’s education program, to the maximum extent practicable. § The Division of Motor Vehicles is urged to include bicycle safety and user information in its motor vehicle safety publications.

21 Chapter 4 — Recommendations Enforcement Programs public roads, paths, and rights-of- way. When it comes to bicycle safety, education is important, but so is § Bicycles traveling under the enforcement. The Town of Clayton posted speed limit must ride in the should work with right-hand lane or as close as Johnston County and practicable to the right-hand curb the North Carolina or edge of the highway, except State police to when overtaking and passing establish a well- another vehicle or when preparing publicized for a left turn. countywide, coordinated bicycle Laws Addressing Drivers enforcement § A vehicle overtaking a bicyclist campaign. Through this enforcement must pass at least two feet to the effort, bicycle safety will be shown as a left of the bicyclist, and is not shared responsibility between bicyclists allowed to drive to the right side and motorists. To enforce the laws of the roadway until safely clear regarding bicycle safety, it is important of the bicyclist. to understand what they are and what they mean. § Motorists must not follow a bicyclist more closely than is State Bicycle Statutes reasonable, showing appropriate Some of the North Carolina statute respect for the speed of such bicycle-related laws are identified vehicles and conditions of traffic below: and pavement on the highway.

Laws Addressing Bicyclists Targeted Behaviors § In North Carolina, the bicycle has Behaviors that go against the laws in the legal status of a vehicle. North Carolina concerning bicycles Bicyclists have full rights and should be targeted for enforcement, responsibilities on the roadway including the following: and are subject to the regulations governing the operation of a Bicycle Behaviors motor vehicle. § Violating traffic signals § Bicyclists are required to use both § Riding against traffic on the a front lamp and rear reflector roadway when riding at night. § Riding at night without lights § All bicyclists under the age of 16 must wear a bicycle helmet on

22 Chapter 4 — Recommendations Driver Behaviors improved facilities and encouragement. § Not allowing enough space when For additional information about this passing cyclists program, please see the website www.saferoutestoschools.org. § Not yielding to bicyclists when turning § Speeding Bicycle Licensing Program A bicycle licensing program is one method of enforcing bicycle safety that the Town of Clayton should also consider. By requiring bicyclists to register and affix a license tag to their bicycles, the program could help identify Two pilot schools should be selected to bicyclists who might be unresponsive be the first in Clayton to implement the after an accident. This could help rescue Safe Routes to Schools program. The personnel quickly establish an accident program can then be expanded to victim’s identity, leading to improved additional schools in the future. In terms decision-making for emergency medical of funding, the 2005 SAFETEA-LU treatment. Another benefit of a bicycle federal transportation bill has allocated licensing program is deterring bicycle $2.36 million in funding for Safe Routes theft and increasing the opportunity for to Schools Programs in North Carolina stolen bicycles to be returned to their in Fiscal Year 2006. This year, NCDOT proper owners. will identify a new NCDOT Safe Routes to School Program Coordinator who can Encouragement Programs provide advice and help guide the Several sets of programs can be program in Clayton. established to encourage residents to use Walk and Bicycle to School Day the new bicycle facilities. In the past decade, many North Carolina Safe Routes to School schools have identified “walk and The implementation of a Safe Routes to bicycle to school”days. Through these School program has helped communities programs, schools are able to increase across the nation promote pedestrian and awareness of bicycling and walking as bicyclist safety. Funding is available for fun, healthy transportation choices. This this program, and the Town of Clayton should work with local schools and bicycle advocacy groups to apply for state funding. The program should be designed increase the number of students walking and bicycling to school through 23 Chapter 4 — Recommendations kind of encouragement also brings the education program. added benefit of reducing automobile congestion and pollution near schools. Bike Mentor Program One way to encourage bicyclists is by Other School-Based Programs taking advantage of the people who are Other activities that could encourage already bicycling. Clayton should bicycling include organizing a consider establishing a bike mentor “bicycling program to match adults who would like school bus” to learn more about commuting by where bicycle with an experienced volunteer. students This gives bicyclist the opportunity to meet and share optimal commuting routes as well bicycle to as cover important safety basics, such as school as a how to bicycle in traffic, in the dark, or group, in the rain. This is an effective way to establishing make new bicyclists more comfortable a “frequent rider”club through which with the idea of bicycling for students could earn points and prizes, transportation purposes. and giving away bicycle helmets to classes that have the highest number of students bicycling to school. Local bicycle groups should be contacted to see if they can sponsor these programs. Public Bicycle Map A public bicycle map for the Clayton area can be an effective means of spreading information regarding bicycle routes and education measures. Bike to Work Week Identifying safe bicycle paths and Another idea for promoting bicycling is making the public aware of the bicycle identifying and publicizing a “Bike to amenities available to them is the Work”week. Local employers might cornerstone of an effective bicycle compete to see which can have the greatest percentage of employees bicycle at least one day during the week, or give away bicycles or bicycle helmets. Clayton should consider sponsoring a bicycle rally downtown. May is typically considered Bicycle Month in the U.S., so Clayton could select a week to

24 Chapter 4 — Recommendations encouraging bicycling to work. In fact, Friendly Communities Campaign May 2006 marks the 50th Annual identifies communities that provide safe National Bike Month™ designated by accommodations for bicyclists while the League of American Bicyclists. also encouraging bicycling for transportation and recreation. Clayton Bicycle Rideabout should apply for the Bicycle Friendly Community designation within five A bicycle rideabout can be a great way years of developing the Comprehensive to promote interest in bicycling in Bicycle Plan. Cary and Carrboro are two Clayton. A rideabout typically consists cities in the region that have been of a short (three to five mile) ride around awarded this honor previously. bicycle-friendly roads in the community. The Town of Clayton Police Department should also get involved with the ride in order to provide this opportunity to inexperienced riders who may want to participate as well as to help direct traffic at key intersections along the route. Bicycle groups in the area can use a rideabout as a recruiting opportunity or just a fun exercise. This also allows citizens to speak with town staff and learn about the bicycle planning projects that are ongoing in the community. A bicycle rideabout is suitable as a stand-alone event, as a part of a larger festival or event, or as an event kicking

off/opening a new bicycle facility or program.

Bicycle Friendly Community Administered by the League of American Bicyclists, the Bicycle

25 Chapter 4 — Recommendations Chapter 5 –Implementation supported by ancillary facilities such as Introduction bike parking, water fountains, Plan, design, and implementation are all bathrooms, and bike route kiosks can critical components of a successful plan. further the Town’s goal of developing a Bicyclists and walkers within the safe and convenient bicycle-friendly community desire the facilities that will community. Specifically, this chapter allow them to commute, exercise and attempts to identify short-, mid- and enjoy the “small town” long-term implementation character and natural Bicyclists and walkers strategies for bicycle environment that gives within the community policy measures, Clayton its charm. However, desire the facilities that education and waiting on public funds to will allow them to encouragement program build needed bicycle commute, exercise and initiatives as well as amenities can be frustrating enjoy the “small town” infrastructure and time-consuming. In character and natural improvements. addition, the planning, environment that gives Ultimately, the “action design, and construction of Clayton its charm. plan”will be used by publicly-funded bicycle local planning staff and projects and greenways can be a multi- elected officials to implement year commitment. With this in mind, improvements and programs on a now is the time to think about how continual and timely basis –building on public policy can benefit from partnering the momentum of this study. with the state and local development community to help expedite the Action Plan implementation of bicycle To firmly establish Comprehensive improvements. Bicycle Plan principles into the normal course of business in Clayton, several amendments to current policies and This chapter programs are recommended, including provides general the following: policy recommendations 1. Clayton Comprehensive Bicycle and an action plan Plan — the Town of Clayton to assist local should adopt the Comprehensive decision-makers and planning staff in Bicycle Plan (map) as a part of the implementation of the Clayton the Comprehensive Plan and Comprehensive Bicycle Plan. As shown state-maintained Comprehensive in previous chapters of this report, an Transportation Plan (CTP) map. interconnected network of bicycle loops The State will serve as the lead transportation agency to

1 Chapter 5 — Implementation implement bike planning minimum, all new collector activities within other streets with posted areas of the region, speeds of 35 mph or less while the Town will should include two four- control the areas foot bike lanes. Also, within Clayton itself. the Town should update These will use all the Unified available strategies to Development Code to obtain rights-of-way, include bicycle parking ensure connectivity, and sidewalk approve requested requirements on new variations, and secure development projects. funding agreements. 5. Performance Measures – 2. Clayton and Johnston County Clayton should work with the should update the Street Design BAC to establish performance Standards to include general measures to benchmark progress street design requirements (pages in achieving the goals of this 3-5 through 3-13) and plan. These performance recommended cross-sections measures should (pages 3-14 and 3-15). be stated in an Establish official report performance 3. Considering the success of the after the plan is measures to recent Rodeo/Rideabout held on completed. The benchmark June 11, 2006, the Town can performance progress carry that momentum forward measures should and implement annual public address the following aspects of events to celebrate bicycling in bicycle transportation in Clayton: Clayton. With this in mind, the Town should conduct two annual § Usage — Measures that sponsored bicycle events – document how many people possibly spring and fall activities. are bicycling The events could include a Bike Rodeo or Rideabout to encourage § Safety — Measures of more riders as well as educate bicycle crashes or injuries cyclists on proper “rules of the § Facilities — Measures of road”. how many bicycle facilities 4. Development Review Process — are available or the suitability of bicycling on roadways The Town should require new development projects to § Education/Enforcement — incorporate bicycle provisions in Measures of the number of their proposed projects. At a people educated or number of

2 Chapter 5 — Implementation people ticketed as a pursue a part of a bicycle multiuse safety campaign path along Amelia § Institutionalization — Church Measures of the total Road budget spent on connecting bicycle projects and Little Creek Greenway to the programs or the number of Community Park. This Town employees receiving would require a 10 foot bicycle facility design removable bridge across training Little Creek. The Town should set § O’Neil Street, Lombard performance measures that: Street, Robertson Street –As § Are related to the goals of the local streets are programmed plan for resurfacing, it will be important to include bicycle § Provide a description of the provisions in the data that need to be collected improvements. O’Neil Street, Lombard Street and § Utilize data that can be Robertson Street are all wide collected cost-effectively enough to accommodate bike § Are quantifiable and time- lanes. Local planning staff constrained (e.g., construct 2 officials should work closely miles of bike lanes by 2008) with the Public Utilities Department to incorporate a § Can be reported at regular new cross section along these intervals, such as in an annual roadways to including 5 foot bicycle performance bike lanes. measures report 7. Public 6. Incidental Bicycle Projects - As a Amenities - In result of Transportation addition to Improvement Program or Public- bicycle Private funds, certain sections of parking and some of the bicycle routes may provisions for be implemented earlier than the bikes on routes of which they are a part. buses, other These sections are listed below. amenities should be considered for implementation in order to § Amelia Church Road –Town staff is currently working create a more user-friendly with a private developer to bicycle system. Benches, water 3 Chapter 5 — Implementation fountains, public restrooms, and the BAC, a set of project and program changing areas provide riders priorities were developed. These with valuable services and were priorities were developed in an attempt frequently requested during this to provide an equitable distribution of plan’s public involvement projects that would benefit a range of process. These amenities are geographical areas as well as user groups especially helpful in high traffic in the community. Specific projects areas such as Main Street or represent on-road as well as off-road Lombard Street and by major facilities. Bicycling initiatives and destination points such as Legend program priorities were developed based Park and schools. Bicycle rentals, on their ease of implementation (including set-up costs), connectivity to existing routes and benefit received by the largest contingency of population.

especially within the downtown and near the future Community Park, can also be a great amenity for visitors and residents alike. This service could be provided through a private entity or administered by the parks and Six independent bicycle route loops recreation department. The were developed as a part of this plan Town should partner with local connecting neighborhood communities, agencies, schools and shopping commercial areas and public areas to establish an annual institutions/facilities in Clayton. The budget ($20,000) toward the intent of developing the bicycle loops implementation of public amenities. was to provide bicycle facilities to a greater percentage of population. If this Project Prioritization plan is implemented, over 95% of the local population would have access to Based on input bicycle facilities, representing all three received levels of bicycle users. during the public Route Priorities workshops as well as Three levels are used to classify the information priority level of each route: short-term, provided by mid-term, and long-term improvements.

4 Chapter 5 — Implementation segments that can be accomplished O’Neil Street more easily in different time frames, “Before” some of the routes were split between priority levels. Each route has been classified into one of these priority levels, as shown in Figure 5.1 and described below. Short-Term: O’Neil Street “After” § Crosswalks/ enhanced signage at US 70/Robertson Street ($10,000) § Restripe bike lanes through The total probable construction cost of resurfacing program: O’Neil the bicycle projects for the plan is Street, Lombard Street, Robertson $21,000,000 representing over 55 miles Street ($65,000)1 of bikeways. Short-term improvements are those projects that are recommended § Little Creek from Lombard Street for or can be completed within a 5-year to Amelia Church multi-use period. The total probable construction path/bridge (removable) – cost for the short-term projects is ($290,000)2 - Dedicated right-of- $600,000 (average $120,000 per year). way exists Granted, this may be a significant amount of capital investment. However, § Amelia Church Road from Lions a large portion of the multi-use path (i.e., Gate Greenway to Community Center, 10’multi-use path Amelia Church Road and Little Creek) 2 implementation can be facilitated ($215,000) through right-of-way reservation, § Town Center Loop signage donation and “in-kind”services and ($10,000) contributions. Mid-term improvements are expected to occur between 5 and 10 § Lions Gate multi-use path - under years into the future for which construction (privately funded)3 $2,765,000 in projects is recommended (average $553,000 per year). Long-term § Bike racks at key destinations – improvements are those projects that fall Municipal/Legend Parks, Clayton outside of a 10-year horizon for which a High School, Middle School, total of $18.6 million in projects is Shopping Centers, Town Hall presented (this would take 20 years Center ($12,000) spending almost $1 million each year). Mid-Term: Note that all figures are presented in year 2006 dollars, thus not accounting § Lombard Street multi-use path for inflation or escalation of construction connection ($500,000)3 costs. In order to accommodate route

5 Chapter 5 — Implementation § Amelia Church Road striped bike Project implementation will be a shared lanes and signal improvements responsibility between multiple (i.e. pedestrian signal, crosswalks, agencies. Additional detail on agency pedestrian lighting, bike loop participation is provided in the funding detection) ($20,000)4 section of this chapter. § Town Center Loop enhancements ($45,000)5 § Legend Park Loop ($2,200,000)

Long-Term: § Community Park Loop ($2,300,000) § Little Creek Loop ($1,800,000) § Municipal Park Loop ($1,100,000) § Neuse River Loop ($2,500,000) § Little Creek Greenway ($2,500,000) § Neuse River Greenway ($3,100,000) § Park Greenway ($5,300,000)

1 Paint paved shoulders (non-slip), signage and bike symbols. Partial improvements of Legend Park Loop, Town Center Loop and Little Creek Loop 2 Partial improvement of Community Park Loop 3 Partial improvement of Little Creek Loop 4 Partial improvement of Community Park Connector 5 Enhanced crosswalks, signage and actuated signal at major locations along Main Street

6 Chapter 5 — Implementation N N N O W O S C A S EL F P D HA L A C A N O E Y E I O R Z O P A

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D E J DBU G RE B AC H P U K D C O K E R E N S X A A WILDBERRY T H YMON ID R WA E C A O PP LE L WO E OD TIFFANY Clayton Bicycle Plan Figure 5.1 - Proposed Route Priorities

Clayton ETJ Proposed Route Priorities County Boundary Short Term Bodies of Water Mid Term 0 0.125 0.25 0.5 0.75 1 Railroads Long Term Miles Policy and Program The poster should include a map Priorities of the bicycle routes as well as provide education, enforcement There are very few existing bicycle- and encouragement information. related policies or program initiatives for The bicycle plan and map could the Town. However, the following also be advertised or discussed in initiatives should be pursued in Clayton the local newspaper (i.e., The during the next 2-4 years to ensure Clayton Star-News) or magazines adequate (i.e., The Triangle Journal). education, encouragement § Public Service Announcements: and enforcement of bicycle awareness for its citizenry. The following items were identified as the highest priority bicycle programs as voted on by the BAC and town staff. Another program initiative that was highly supported by the BAC § Bicycle Advisory Committee was the need for enhanced public (BAC): One of the most service announcements. These important groups advocating educational and encouragement bicycling in Clayton is the BAC. announcements could be geared It is though their efforts that the towards cyclists as well as voice of the community is heard. motorist (as discussed in Cpt. 4). Their knowledge of the Plan as The announcements could cover well as influence with key issues like “Rules of the Road”or decision-makers is key upcoming events like a Bike component to good Rodeo, Rideabout or the Clayton implementation. With this in Road Race. mind, the BAC should continue committee activity to promote § Bicycle Events: Special implementation. community events that reach out to its citizens have always been a § Bicycle Summary Poster: Within huge success for a number of NC one year of the adoption of this communities. However, there are Plan, the Town should produce a no active “ongoing”bike quality bicycle summary poster programs in the Town. The Town for local and visitor distribution. staff should organize and

8 Chapter 5 — Implementation advocate the Schools Programs in North following Carolina in Fiscal Year 2006. See bicycle events the website: on an annual http://www.saferoutestoschools.or basis: Bike g/ Rodeos for elementary and § Route Signage Program: The middle schools Town should work cooperatively (through with NCDOT to develop a route actively signing plan to improve bicycle soliciting school participation) awareness and information. and Rideabouts (at different Signing should include geographical locations). These information on the direction and events can be conducted on their distance to destination points, as own or in conjunction with local well as intermittent confirmation festivals such as Clayton Road that the bicyclist is still on the Race (May) or Riverwood correct route (see Ancillary Festival (April). Facilities and Programs –Cpt 3). Route maps placed on kiosks at § Safe Routes to School Program: destination points or along One way to stimulate the heavily traveled portions of the educational programs would be to routes (such as downtown and introduce a Safe Routes to School Legend Park) can also help to program to the Town of Clayton. publicize the interconnected route The Town should work closely system. with the State Safe Routes to School coordinator to apply for § Traffic Calming Program: As a funding as the part of the Town’s program is ongoing traffic established in calming efforts, Clayton schools. bicycle facilities Safe Routes to such as striped and Schools funds do not painted bike lanes require a local should be match. The program incorporated into the should be offered at two pilot program as a viable schools in the first year after this option for calming traffic. plan is adopted and expand to § Spot Improvements and additional schools in the future. Maintenance Programs: The Note that the SAFETEA-LU Town receives Powell Bill funds federal transportation bill has for street maintenance and apportioned $2.36 million in dedicates grant-matching funding funding for Safe Routes to

9 Chapter 5 — Implementation through their CIP funds for street services announcements on the improvement projects. If the radio and television should be an Town is truly interested in integral part of this program. becoming a bicycle friendly community, there must be Funding and Phasing dedicated funding towards bike Concepts improvements and maintenance. One of the primary purposes of the As a bold initiative, the Town Clayton Comprehensive Bicycle Plan is should consider creating a set- to communicate the framework for the aside for spot improvements and future bikeway network and ancillary maintenance of bicycle facilities. facilities. This plan conveys a concept It is recommended that adequate of a system of bikeways that work funding be allocated to this together to provide for an interconnected program on an annual basis. network. Only through the adoption of These monies can be used local policies and programs, State towards small projects like programs, and private contributions can improved signing, drainage the incremental construction of bikeway grates, intersection crosswalks, facilities effectively occur. With this in shoulder repair debris removal, mind, it will be important for the Town railroad flangeway repairs and of Clayton to identify funding sources to repairing edge of pavement seams implement the recommendations of this (see Ancillary Facilities and plan. While some projects and programs Programs –Cpt 3). will be funded by the Town, many other § Safety Education Programs: ways are available to provide financial Safety education programs need support for improving local bicycling to be initiated within the next two conditions. years targeted to specific audiences and specific road user Bicycle Facility Funding problems and combined with Bicycle facility projects can be divided enforcement activities that are into two types: independent and coordinated with the appropriate incidental projects. Independent projects law enforcement agencies. are those that are independent of Education programs at churches, scheduled highway projects, while schools, and the Clayton incidental projects are bicycle Community Center will allow all accommodations that are created as a age levels to become more part of a highway project. Both types of informed about bicycle safety. projects should be funded to create a Coordination with the Clayton well-connected and user-friendly Police Department will allow for network in Clayton. this program to be spread throughout the Town and to target Clayton should take advantage of cost- areas that need it most. Public effective opportunities to include bicycle

10 Chapter 5 — Implementation facilities in church groups, health professionals, and incidental roadway educators to develop bicycle programs. improvements, such as repaving State Funding Support and reconstruction projects. The Many of the roadways where bicycle Town administers facilities are needed in Clayton are a number of resurfacing projects owned and maintained by NCDOT. throughout the Town on an annual basis. Therefore, the Town should take Most recently, the Town has completed advantage of strong state support for projects for areas such as Wilson Street funding bicycle projects and programs. and Center Street. The Planning To obtain state funding, the Town Department should coordinate regularly should take the following actions: with the Town Utilities Director and § Send the recommendations of this state transportation planners to make plan to the NCDOT Bicycle and sure that upcoming projects in the Pedestrian Program and to the Clayton area include bicycle facilities. NCDOT Division 4 Engineer immediately after the plan is Bicycle Program Funding adopted. This will improve the While the Town may be able to fund likelihood that bicycle some program activities, it should seek accommodations will be included to build partnerships as a cost-effective during incidental construction and way to offer comprehensive programs. paving projects. For example, the Town § Check the State should partner with Johnston Build Transportation County and state law partnerships Improvement Program enforcement departments to with local bicycle (STIP) on a regular basis implement the bicycle safety shops, bicycle to identify opportunities to enforcement campaign. In advocacy groups, include bicycle facilities addition, having local co- church groups, as a part of STIP projects sponsors of events such as health in Clayton. For projects Walk and Bike to School professionals, where bicycle facilities are Day and Bike to Work Week and educators to possible, the Town bicycle can help fund events and develop bicycle and pedestrian coordinator build relationships with other programs (i.e., Parks and groups that believe bicycling Recreation) should notify is important in the community. both the NCDOT Division 4 Therefore, the Town should build Engineer and the NCDOT Bicycle partnerships with local bicycle shops, and Pedestrian Program to make bicycle advocacy groups (i.e., TORC), sure that bicycle facilities are included during the scoping,

11 Chapter 5 — Implementation design, and construction phases of § Submit spot improvement the project. projects to NCDOT Division 4 so that they can be fixed with § Submit one or two of the plan’s Division Discretionary Funds. Top Priority projects to NCDOT Through the course of this study, during the first year after the plan three dangerous intersections is adopted so that they can be were identified as priority “spot considered for the safety”projects. These Bicycle/Pedestrian Program intersections are: section of the State Transportation Improvement Program (STIP). o US 70/Amelia Church Typically, the total cost of Road –heavily congested construction should not exceed area, no bicycle or $500,000. Continue to submit pedestrian provisions one or two additional projects for exist today, vehicular consideration each year in the sight distance problems future. Projects that do not require associated with approach the Town to purchase additional grades right-of-way are the best candidates for this funding o US 70/Shotwell –high source. The Bicycle/Pedestrian volume, high speed, TIP can include incidental and inadequate crosswalks, independent projects. Currently, lighting, and lack of $6 million is available per year actuated pedestrian signal for the entire state through this o US 70 Ramps/Lombard funding source, and it does not Street – high volume, require local matching funds. vehicular sight distance § Apply for Transportation problems, school related Enhancement Program funding pedestrian activity, no for an important bicycle project. bicycle or pedestrian Bicycle facilities are one of provision exist today. several types of projects that are § Using Discretionary Funds will eligible to be funded by this allow the improvement requests program. This funding source to go through an abbreviated TIP requires a 20% local match. For process so that they are funded more information on the and implemented within one to Enhancement Grant Program see two years rather than six. Spot the following web page link: improvement projects include www.ncdot.org/planning/develop short road sections that need ment/Enhancement/enhancement shoulders, drainage grate /enhancement.htm replacements, and improvements to minor intersections.

12 Chapter 5 — Implementation § Apply for grants from the § Take advantage of programs Governor’s Highway Safety similar to N.C. Moving Ahead!, Program (GHSP) to fund which provided $5 million for education, enforcement, and bicycle and pedestrian encouragement campaigns. These improvements (out of $70 million federal Section 402 Highway total for multimodal Safety funds can be used for transportation). If a similar bicycle programs. program is established in the future, the Town should actively pursue having several bicycle projects funded through this source.

Local Funding Programs Alternative Funding Measures It is evident that Powell Bill and general § Consider applying for state grants fund revenues alone will not be to purchase bicycle helmets for sufficient to fund a systematic low- and moderate- Apply for state program of constructing bicycle income children so that grants to facilities within the Town. they can participate in purchase Alternative funding measures the new Pedestrian and bicycle helmets that other jurisdictions use for Bicycle Safety for low- and bike system improvements Education Program. moderate- include: NCDOT may have income funds available for this children purpose through its “Share the Road”license plate § Transportation/Recreational campaign. Bonds § Take advantage of state planning § Impact Fees grant funding to update this plan in five years. In addition, seek § Oversize Agreements state planning grant funding to Transportation/Recreational Bonds implement a pedestrian plan. Typically, improving conditions Transportation and recreational bonds for pedestrians also makes it safer have been instrumental in the strategic and more convenient to bicycle. implementation of local roadways, In fact, this plan was funded in bicycle and pedestrian facilities part by a grant from the Division throughout North Carolina. Voters in of Bicycle and Pedestrian communities both large and small Transportation of NCDOT. regularly approve the use of bonds in

13 Chapter 5 — Implementation order to improve their transportation those who buy property in the new system. Projects that have historically developments. Impact fees free other been funded include sidewalk projects, taxpayers from the obligation to fund bikeways, greenways, new road costly new public services that do not construction, and streetscape directly benefit them. Only a handful of enhancements. communities in North Carolina have legislative approval to use impact fees § As Clayton continues to grow, the (e.g., Cary). The use of impact fees Town should incorporate bicycle requires special authorization by the facility improvements into future North Carolina General Assembly. local bond initiatives. Incorporating a pilot bicycle Oversize Agreements project into a bond package This is an agreement between the Town would be an effective way to and a developer to identify cost sharing secure short-term bicycle funding. to compensate a developer for § Powell Bill or other road constructing a collector street with maintenance funds can be utilized bicycle and pedestrian facilities instead to create incidental bicycle of a local street with no provisions for projects through repaving and bicyclists. For example, instead of a restriping roads. developer constructing a 30-foot back- to-back local street, additional funding Impact Fees would be provided by the Town to The Town Administration is currently upgrade the particular cross section to a working well with the development 33-foot back-to-back cross section community to look beyond the bare (including bike lanes). necessities of the development. Developers are being asked to incorporate more pedestrian and bicycle amenities into their site plans. Developer impact fees and system development charges are another funding option for communities looking for ways to pay for bicycle facilities and associated infrastructure. They are most commonly used for water and wastewater system connections or police and fire protection services but they have recently been used to fund school systems and pay for bicycle and pedestrian connections. Impact fees place the costs of new development directly on developers and indirectly on

14 Chapter 5 — Implementation Appendices