​Bicycle Infrastructure in Dallas

There are many different types of bicycle infrastructure that exist in the City of Dallas. Different types of infrastructure are used in different situations, and consider traffic volumes, speed limits, and available space in the right-of-way to determine the best fit. Bike lane design has evolved over the last few decades as new best-practices are released. Knowing what to expect on the road, and how to interact with bicycle infrastructure will create a safer, more predictable roadway for all road users.

Bicycle Infrastructure provides the following benefits and functions:

• Provides comfort for bicyclists on roadways.  
• Indicates the location for bicyclists to ride on the roadway with moving traffic and parked cars (mid-block locations and approaching intersections).
• Increases the capacity of roadways that carry mixed bicycle and motor vehicle traffic.
• Increases predictability of bicyclist and motorist movements.
• Increases drivers' awareness of bicyclists while driving and when opening doors from an on-street parking space.
• Increases the amount of lateral separation between motor vehicles and bicyclists (not including Shared Lanes/Neighborhood Bikeways).

An interactive map of all existing and funded bicycle infrastructure can be viewed here: Existing Bicycle Infrastructure Interactive Map.

​Bike Lanes/Travel Lane Treatment Typologies

Physically Separated Bike Lanes

​Cycle Track A cycle track is separated from the vehicle lane by a horizontal buffer and a physical barrier or buffer such as a flex post, zebra, concrete curb, planting strip, or parked cars. Though most cycle tracks are one-way with bicycle travel lanes parallel to vehicular travel lanes, two-way facilities used in limited situations where both directions of bicycle travel are on the same side of the street. Though cycle tracks "behind the curb" offer the most protection and security to bicyclists, there are considerations for their design that must be addressed when placing a lane "behind the curb" at sidewalk-level, including bicyclist visibility for other road users, and vehicle turning patterns. Cycle Track Examples: S Tyler St/Vernon Ave from W Pembrooke Ave to W Illinois Ave (one-way); Jefferson Viaduct from Young St to Zang Blvd (two-way).

​    Left: Houston St; Right: Northaven Rd.

Visually Separated Bike Lanes Buffered Bike Lane A buffered bike lane is separated from a travel lane or parking lane by a space of two or more feet (up to five feet). It is always a one-way lane and is buffered by cross-hatched pavement markings. Buffered Bike Lane Examples: Boedecker St from Park Ln to Royal Ln; Akard St from Young St to Corinth St. ​ Bike Lane A bike lane is a portion of the roadway designated by striping, signing, and/or pavement markings for the use of bicyclists and have a width of five feet. Bicycle lanes include a bicycle pavement marking with an arrow to indicate that bicyclists should ride in the same direction as adjacent motor vehicle traffic. Bike Lane Examples: Matilda St from E Mockingbird Lane to Ross Ave; Edgefield Ave from Lebanon Ave to W Illinois Ave.

​   Above: Riverfront Blvd; Below: Bexar St

Shared Lane/Mixed Traffic Treatments

Neighborhood Bikeway

Neighborhood Bikeways are a new facility type to the City of Dallas. Neighborhood Bikeways are placed on low-volume neighborhood streets and are designed to slow vehicle speeds, discourage cut-through vehicle traffic, and prioritize bicycle travel. Neighborhood Bikeways use many traffic calming strategies together, including signs, pavement markings, speed humps, and vehicle access management.  With these strategies, Neighborhood Bikeways offer a safe, comfortable bicycle route with mixed local traffic without a dedicated bike lane. Neighborhood Bikeways also include infrastructure to create safe, convenient bicycle crossings at intersections with busy arterial streets.

The current draft Bike Plan recommends upgrading streets with existing shared lane markings to Neighborhood Bikeways as appropriate, and as funding is made available.

Neighborhood Bikeway Examples: There are currently no constructed Bike Boulevards in Dallas. Future Bike Boulevards are funded for Montclair Ave from 10^th St to Ranier St; Ranier St from Mary Cliff Rd to Winnetka Ave; Winnetka Ave from Rainier St to Stewart Ave; and Canty St from Winnetka Ave to Tyler St.

​Shared Lane Markings (Sharrows) Shared lane markings are pavement markings that are placed within the vehicular travel lane of the roadway. These markings exist on our streets; however, they are no longer a recommended facility for installation. Neighborhood bikeways are replacing Shared Lane Markings as the standard low-volume facility. It is important to note that bicyclists have legal access to the roadway and vehicular travel lanes, even in the absence of shared lane markings or a bike lane. Shared lane markings do not designate a particular part of the roadway for the exclusive use of bicyclists, but instead indicate the location where bicyclists should operate within the travel lane. These markings are often used to connect the gaps between other bicycle facilities, such as a narrow section of roadway between bicycle lane segments. Shared Lane Examples: Peak St/Lemmon Ave from Haskell Ave to Perry Ave, Main St from Lamar St to Canton St (facility transitions to a Bike Lane under I-45).

​ Above: Throckmorton St.

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Intersection Treatment Typologies

Bike Signal

Bike signals are a specialized signal head for the control of bicycle movements. These signals look like regular traffic signals, but use bicycle icons over the red, yellow, and green lights. Bike signals can be used when bike lanes present different needs to cross intersections than cars (ex: a two-way cycle track on a one-way road, allowing bicycle traffic to move before vehicles are given the green light to increase visibility, etc). Bike signals will automatically detect cyclists as they approach the light.

Bike signal examples: Abrams Rd and Gaston Rd; Union Bikeway: Ashland St at Harry Hines Blvd.
For more information, see the City of Austin's Bike Signal Explainer Video.

Bike Box

Bike boxes are a designated waiting area for bicyclists at a signalized intersection in front of the stop line for motor vehicles. Bike boxes provide bicyclists with a safe, visible space in front of queueing traffic during a red light.

Along with increasing visibility, bike boxes group bicyclists together to clear intersections quickly, minimizing impediment to transit and vehicle traffic. The buffer space between vehicle stopping space and the crosswalk created by the bike box benefits the pedestrian experience at the intersection.

Bike Box Examples: Houston St at Nowitzki St, Northbound Bike Lane; S Akard St at Corinth St., Southbound Bike Lane.

Green Pavement/Conflict Zone Markings Contrasting green color pavement is used with different types of bicycle infrastructure to highlight areas with potential bicycle-vehicle conflicts, such as intersections or merge areas where turning vehicles cross through bike lanes. Color is typically applied to sections of bike lanes that were previously delineated by dotted white lines. Intersection crossing or "through" treatments are pavement markings indicating the intended path of bicyclists through an intersection. The same type of treatment can be used to clearly define the intended path of a bicyclist across a driveway or a highway ramp. Green Pavement Example: Northaven Rd at Park Central Pl; Main St near Harwood St. Intersection Crossing Treatment Example: Main St at Canton St., Westbound Bike Lane.

​ Above: Main St (Downtown); Below: Main St (Deep Ellum)