Even Better Bike Lanes
Project overview
We’re making many of Seattle’s protected bike lanes more durable by replacing flexible posts with hardened buffer materials like tall curbs, sometimes referred to as “Toronto barriers” and precast flat-top curbs. This work will improve separation between people biking and driving, reduce ongoing maintenance needs, and strengthen Seattle’s bike network.
Several projects have been completed, with more planned for 2025 construction that were included in the 2024 voter-approved levy as part of a bike program goal to upgrade 30% of the protected bike lane network.
Project background
We’re replacing ‘paint and post’ protected bike lanes with a variety of concrete, recycled rubber, and plastic material options to improve durability and trips for Seattle’s bike riders.
The original pilot followed the lead of cities like New York and Chicago, which implemented similar programs to help determine the best type of barriers for their protected bike lanes. As we continue to roll out new locations and pilot new materials, we will monitor the performance of these hardened buffers to see how they last and identify process improvements to upgrade the protected bike lane network across the city.
Where are we installing these barriers?
The first location was installed on NE 40th St beneath the University Bridge in 2022 using wheel stops, and we began scoping other locations citywide for feasibility.
Below is a map of the completed locations around the city, and the locations that have been scoped so far for 2025-2027 delivery. Due to limited materials as we scale up our purchasing contracts, equipment needs, and storage space after the recent approval of the new 2024 levy, we will likely be delivering between 4-5 miles of hardened buffers along our existing PBLs as early as summer 2025. There are also a few projects in early planning to build new protected bike lanes with hardened buffers where feasible along their extent noted below.
Completed Locations (in blue)
- S Dearborn St. from 10th Ave S to Rainier Ave S - .36 mile segment
- S Columbian Way from 16th Ave S to MLK - 1 mile segment
- NE 40th St from 7th Ave NE to Lincoln Way - .16 mile segment
- 9th Ave N from Republican to Mercer - .1 mile segment
- Swift/Myrtle/Othello from S Eddy St to MLK - 1.4 mile
- 4th Ave from Jefferson to Vine - 1.3 mile segment
- 5th and Main from Jackson to 4th
Total: over 4 miles of upgrades
Future Upgraded Locations (in orange)
(Starting Construction/Design/Planning in 2025)
- Andover/Yancy/28th between Delridge and Avalon
- SW Admiral Way from SW Spokane St. to SW Olga St.
- NE Campus Pkwy between U Bridge and Brooklyn
- Yesler between Boren and 14th
- Banner Way NE between Banner Pl and NE 77th St
- Gilman/Government/20th between Dravus and Government Way
- Ravenna between E Green Lake Way N to 15th Ave NE
- Union St between 14th Ave S and MLK
- Western between Virginia and Union
- Wilson Ave S between Dawson and Morgan
- 9th Ave N from Westlake to Harrison
- N 92nd St from Wallingford to Corliss
- Renton Ave S from MLK to 55th Ave S
- S Lander St from 5th Ave S to 6th Ave S
- S Henderson St from Chief Sealth Trail to Seward Park Ave S
Total: over 8 miles planned
Upcoming Projects
Projects likely to be constructed as early as summer 2025* include:
- Banner Way NE between Banner Pl and NE 77th St using precast tall curbs.
- NE Campus Pkwy between the University Bridge and Brooklyn Ave NE using a new recycled rubber material that we are excited to pilot and evaluate its durability.
- SW Andover St/SW Yancy St between Avalon and Delridge using precast tall curbs.
- E Union St between 14th Ave S and MLK using a mix of tall curbs, precast flat-top curbs along the parking and loading zones (no parking or loading zones will be changed), and wheel stops in narrow segments.
- Gilman Ave W between 31st Ave W/Government Way and W Dravus St using precast tall curbs.
- S Lander St from 5th Ave S to 6th Ave S using precast tall curbs.
- Ravenna Blvd between E Green Lake Way N to 15th Ave NE using precast tall curbs.
*Construction timelines are dependent on material and crew availability.
Why does SDOT use flexposts?
Currently, plastic posts (also known as flexposts or flexible delineators) are the most common material used for Seattle’s protected bike lanes and have continued to be the national industry standard for over a decade. Due to their availability and ease of installation, plastic posts have helped solve many of the challenges of planning and implementing new protected bike lanes. For example, the flexibility of plastic posts has allowed us to install protected bike lanes throughout the city in locations that may continue to require access for emergency vehicles.
The downside is that because they are flexible, plastic posts require continued maintenance and replacement when they are broken or detached. In 2024, over 700 flexposts were replaced by SDOT crews. Better bike lane upgrades can also decrease maintenance costs for the city over time.
Plastic flexible posts provide separation for the protected bike lane on N 92nd St in the Licton Springs neighborhood. Photo: SDOT.
Protected bike lane on NE Campus Parkway in the University District, with posts that need to be replaced. Photo credit: Seattle Neighborhood Greenways.
What options are we testing?
When considering materials for the Better Bike Lane program, we wanted to test materials that would offer an increased level of protection for bicyclists and be more durable than the current plastic delineator posts.
Precast Concrete Tall Curbs
This is also known as a Toronto Style Barrier. This is a durable alternative to cast in place concrete curbing, suitable for use on busy streets with wide buffers between the bike lane and travel lane.
Precast Parking Stops
This is a durable barrier option useful for streets with less space between the bike and travel lane.
Armadillos
Low-cost direct replacement for flex posts with potentially better durability.
(Photo credit - Bike Delaware)
Precast Flat-Top Curbs
Useful along Seattle’s many parking-protected bike lanes because vehicles pull up alongside it the same as a sidewalk curb. Very similar to cast-in-place concrete islands but with more flexibility to space them according to drainage or loading zone needs and faster, lower-impact construction.
(Photo credit - Universal Precast Concrete, Inc.)
Related Projects
Georgetown to Downtown Safety Project’s Protected Bike Lane
This project used the same low wall concrete curb that was recently installed on S Columbian Way as part of the Better Bike Barriers pilot.
4th Ave Upgrade
This project upgraded the protected bike lane on 4th Ave in downtown Seattle using funding from a grant award to install cast-in-place buffers between Jefferson and Vine.
8th Ave Upgrade
This project upgraded the protected bike lane on 8th Ave between Pike St and Westlake Ave. This project was delivered by contractors and funded by the Convention Center mitigation fund, which is supporting transportation investments near the Seattle Convention Center in downtown Seattle.