We Need Your Voice

There are a few ways to participate: 

1. Attend the Drop in Open House on Wednesday, Dec. 10th from 6pm – 8pm at Asheville Middle School (211 S French Broad Ave, Asheville, NC 28801)
2. Take the Riverfront Park Recovery Survey. The survey is open until Dec. 19th.
3. Extend an invite to the Drop in Open House and survey the people in your circles. Greenway and trail expansion requires robust public input.  

When completing the survey or providing public comment, be sure to highlight support for a variety of bicycle park facilities including trails, greenways, bike parks, traffic gardens, and fix it stations.

Our Vision for French Broad Riverfront Recovery

As a key stakeholder in Asheville’s active transportation network, Asheville on Bikes has submitted the following letter to Parks and Recreation Director Tyrell McGirt outlining our priorities for the recovery process.

This letter emphasizes the critical importance of prioritizing continuous greenway and trail connections along the French Broad and Swannanoa Rivers—not just as local park amenities, but as the backbone of the regional Hellbender Trail Network connecting communities across Western North Carolina. As the City makes decisions about how to rebuild, we have a once-in-a-generation opportunity to advance longstanding connectivity goals and create infrastructure that serves both immediate community needs and long-term regional vision.

Letter to Asheville Parks and Recreation

Submitted December 5, 2025

Dear Mr. McGirt,

On behalf of Asheville on Bikes, I want to express my appreciation for the work you and your team have done to reopen Asheville’s parks and recreation facilities following the recent devastation from Hurricane Helene. I recognize that the work ahead requires a careful balance of short- and long-term planning, financing, and implementation. I value both the complexity of the recovery effort and the opportunity to coordinate with the City of Asheville on the AVL Unpaved Trails project, as well as to provide input on the French Broad and Azalea Riverfront Recovery Projects.

The parks and greenways along the French Broad and Swannanoa Rivers are tremendous community assets in their own right. As the riverfront is restored and reimagined, it is critical to understand this corridor as the backbone of the Hellbender Regional Trail Network (adopted in 2020 by the French Broad Metropolitan Planning Organization), which is intended to connect communities across Western North Carolina through greenways, trails, and slow streets.

The Hellbender Regional Trail Network will “knit together existing and planned infrastructure from the local level to the regional. The goal of this approach is to form a regional bicycle and pedestrian network that is more than the sum of its parts – connecting the communities of Western North Carolina and enabling a safe way for residents and visitors to explore our region on foot or bike.”

We are not just restoring Asheville’s river corridor — we are investing in the spine of a regional active transportation network that will ultimately connect communities from Mars Hill to Brevard and Waynesville to Black Mountain. Asheville is the hub of this future system, making it imperative that planning today fully considers future regional use.

With that regional context in mind, I urge the City to prioritize the development of safe and protected greenway and trail connections from the Hominy Creek Greenway to Azalea Park above other park facilities within the recovery scope. The vision for continuous greenways and trails along the French Broad and Swannanoa Rivers is longstanding. In 1989, RiverLink published the Asheville Riverfront Plan, and thirty-six years later, this primary riverfront connection remains incomplete. Most recently, the Recreate Asheville: Shaping Our City’s Parks plan reaffirmed that residents continue to prioritize investment in greenways and trails, with the Facilities and Amenities Survey identifying multi-use paved and unpaved trails as the two highest community priorities.

Additionally, the first goal identified in the “Access & Connectivity” chapter of the park’s plan is to “Create a Safe Routes to Parks program – increase the ease of access to parks” (Recreate Asheville: Shaping Our City’s Parks, p. 109). Investment in greenways and trails along the river corridors would safely connect a wide range of neighborhoods from west to east, linking one park and recreation facility to another, while also serving as a vital active transportation corridor.

Using unpaved greenways and trails can be a cost-effective strategy to maximize connectivity throughout the corridor. Priority should be given to creating continuous connections even if some segments remain unpaved.

I recommend incorporating bicycle playgrounds, pump tracks, and traffic gardens into park facilities throughout the corridor. The Richmond Hill park and its unpaved trail network provide strong local examples of how urban trail amenities can be successfully integrated into city parks. Replicating these features closer to neighborhoods and schools will greatly increase access for young people and reduce reliance on cars to reach safe, engaging riding environments.

These facilities should be designed for more than “just bikes,” as they can also accommodate skateboards, Onewheels, roller skates, and other light mobility devices. Benches adjacent to these features should consider the needs of parents and caregivers, providing comfortable places to relax and socialize while young people play.

Local organizations, including Asheville on Bikes, Pisgah Area Southern Off-Road Biking Association, Pisgah Rage, Blue Ridge Dirt Skrrts, Blue Ridge Bicycle Club, and Catalyst Sports could leverage these park features to expand programming, engage more residents, and provide educational opportunities.

Bike racks and repair stations should be included near other high-use features such as basketball and pickleball courts and restrooms, ensuring predictable and plentiful parking. Racks should accommodate a variety of light mobility devices, including adaptive bikes, e-cargo bikes, scooters, and Onewheels, encouraging active transportation to access park facilities.

Finally, artistic wayfinding and interpretive kiosks should reflect the natural and cultural history of the parks. Karen Cragnolin Park and Nasty Branch Greenway offer strong examples of interpretive signage that should inform future designs.

Asheville on Bikes stands ready to partner in this work, as evidenced by our ongoing collaboration with AVL Unpaved and other local organizations. We bring expertise in trail design, programming, youth engagement, and active transportation planning, and we are committed to supporting the City in realizing a safe, accessible, and connected river corridor that serves both Asheville residents and the broader regional trail network. We welcome continued dialogue and opportunities to collaborate on design, programming, and stewardship to ensure these park facilities achieve their full potential for the community.

Sincerely,
Mike Sule

Executive Director
Asheville on Bikes

Learn more at the French Broad Riverfront Parks Recovery and Azalea Parks Recovery project page

The post Call to Action: Asheville Riverfront Recovery – Support Trail and Greenway Investment appeared first on Asheville On Bikes.

Our letter below outlines specific recommendations: reduced speed limits, traffic calming at 11 key intersections, better signage, and policy changes that would give NCDOT more tools to protect vulnerable road users statewide. Read Mike’s full letter to NCDOT below.

I am following up regarding our September 30 meeting to discuss safety spot improvements on NC Scenic Byway 251, aimed at enhancing the safety and functionality of the corridor for all road users by implementing existing safety measures currently at the disposal of NCDOT. On behalf of Asheville on Bikes (AoB), I thank you for your commitment to improvements following the tragic collision on July 1, 2025, which resulted in the deaths of Jacob Hill and Leonard Antonelli.

I agree that this corridor continues to present significant safety challenges due to its mix of commercial and commuter vehicular traffic, bicycle use, and the topographical and physical constraints of the route. I recognize that there is no simple solution to maximize both safety and utility, and I deeply appreciate your department’s focus on safety improvements. I also thank you for including me and Abby Walker—AoB’s Executive Assistant, Pisgah Rage Head Coach, BB Barnes Race Team Member, and co-founder of Dirt Skirrts—in the discussion of potential improvements.

While the focus of our meeting was NC 251 between Asheville and Marshall, I must also note that current North Carolina Department of Transportation (NCDOT) policies sometimes limit the safety of our most vulnerable road users. I urge you and your office to advocate for broader policy changes within the agency and the legislature. Safety is a shared responsibility, and this moment offers an opportunity to influence policies that enhance safety statewide.

For example, the Strategic Transportation Investments (STI) Law (GS 136.89.11), passed in 2013, prohibits NCDOT from funding and constructing stand-alone bicycle and pedestrian facilities. This restriction also prevents NCDOT funds from being used as federal matches to expand infrastructure for vulnerable road users. While NCDOT officials cannot lobby for legislative changes, you can speak to the impacts of current law, which constrain the department’s ability to improve safety along this and similar corridors.

Additionally, NCDOT’s  Multimodal Guidance, published by the Safety and Mobility Division, does not include the Bicycles May Use Full Lane (BMUFL, R4-11 or R9-20) sign. This sign is included in the Manual on Uniform Traffic Control Devices (MUTCD, 11th Edition), adopted by FHWA in 2023 and required for state adoption by January 2026. (It also appeared in the 10th Edition, adopted in 2009.) NCDOT’s 2024 Multimodal Guidance references the 11th Edition MUTCD but does not include BMUFL signage.

While municipalities like Asheville have deployed BMUFL signs, NCDOT has not. This sign clearly communicates that people on bikes have the right to use the full lane. We encourage NCDOT to include this sign in its manual and deploy it along NC 251 between Asheville and Marshall. Doing so would demonstrate Division 13’s leadership and commitment to improving safety for all users.

These two policy changes—STI law reform and BMUFL sign adoption—would significantly enhance the safety of public roads across North Carolina.

Short-Term Recommendations for NC Scenic Byway 251

Align improvements with Woodfin’s Walk Bike Woodfin Comprehensive Bicycle & Pedestrian Plan (2025), the Hellbender Regional Trail :
These plans outline a comprehensive active transportation network and reflect increasing recreational use along the NC 251 corridor. The Riverside Park Expansion, Silver Line Park, Taylor’s Wave, Beaverdam Greenway, and NC 251 Greenway all indicate rising demand for safe multimodal access. NCDOT improvements should complement this emerging network and use.

Reduce the speed limit a range between 30mph – 25mph  from Asheville to Marshall:
The 11th Edition of MUTCD explicitly states that the 85th percentile speed should not be the sole basis for setting speed limits when pedestrian and bicycle safety is a factor. Woodfin’s plan notes that NCDOT’s Corridor Section Safety Score along Riverside Road “has a relatively higher safety score, indicating that safety may be an issue” (Bike Walk Woodfin, p. 51). We encourage NCDOT to use other FHWA-adopted methods, such as  USLIMITS2, to evaluate potential speed limit changes.

Collect pre- and post-treatment data:
Measure the impact of short-term safety treatments on vehicle speeds, paying special attention to outliers that may indicate a need for further traffic calming. Conduct pre- and post-speed audits of the corridor.

Implement traffic calming at intersections:
Use hardened centerlines —devices that extend the centerline beyond the stop bar—to slow turning vehicles. These can be low-cost and mountable for larger vehicles. Incorporate crosswalks where sidewalks exist and consider raised intersections.

The raised intersection at 301 Linville Ave in Linville, NC, has proven effective since the mid-2000s and functions well despite regular snowfall. Given that the Woodfin area receives less annual snowfall than Linville, raised intersections are a feasible option here as well.

Priority intersections for traffic calming:

•  Elk Mountain Rd / NC 251
•  Bannister Dr / Hogan View Dr / NC 251
• Old Marshall Highway / Canoe Ln / NC 251
• Louise Rdg Dr /NC  251
• Wiley Dr / NC  251
• Monticello Rd / NC 251
• Fletcher Martin Rd / NC 251
• Lower Flat Crk Road / NC 251
• Panther Branch Rd / NC 251
• Panhandle Rd / NC 251
• Ivy Hill Rd / NC 251 / US 25

Intersection signage and sharrow treatments:
Install signage at all intersections to alert motorists that they are entering a heavily used bicycle corridor, and apply sharrow surface markings to reinforce this message.

Consult best practices for rumble strips:
Reference the FHWA Rumble Strip Implementation Guide: Addressing Bicycle Issues on Two-Lane Roads and Adventure Cycling’s Solutions for Making Rumble Strips Safer for Cyclists.

Coordinate with local stakeholders:
Collaborate with the cities of Asheville and Woodfin, the Town of Marshall, the Downtown Asheville Racing Club (DARC), the Blue Ridge Bicycle Club, and Asheville on Bikes to account for events, weekly rides, and anticipated increases in bicycle traffic.

Public awareness campaign:
Communicate that:

• People on bikes have the right to ride.
• Motorists should respond safely and respectfully to cyclists.
• Citizens can report harassment or unsafe driving behavior to authorities.

On behalf of Asheville on Bikes, we believe these immediate interventions will meaningfully enhance the safety and functionality of NC Scenic Byway 251. Thank you for the opportunity to work together toward safer streets.

We also encourage NCDOT Division 13 to pursue additional safety improvements by combining such efforts with other projects—such as corridor modernization or resurfacing—that allow for safer designs without constituting “stand-alone” bicycle or pedestrian projects. Other divisions have successfully used this approach to prioritize safety, and Division 13 should do the same.

Finally, we urge Division 13 to use discretionary spot treatment funds to address the longstanding safety issues along this corridor. Our region continues to lead the state in pedestrian and cyclist injuries and deaths, making it imperative that Division 13 adopt new, creative approaches to elevate safety across our public rights-of-way. This safety crisis requires innovative, proactive problem-solving from NCDOT and its divisions.

Sincerely,
Mike Sule

Executive Director
Asheville on Bikes

The post NC Scenic Byway 251 Short Term Safety appeared first on Asheville On Bikes.

As the Board of Directors of Asheville on Bikes, we write with heavy hearts in the wake of the recent pedestrian and cyclist fatalities that have shaken our community. We grieve the lives lost and hold in our thoughts the families, friends, and neighbors mourning them.

The death of Jake Hill and Lennie Antonelli, the recent death anniversary of Alex Rosas, and the pedestrians Tyler Michael White and Claude Alie-Alexander McPherson Jr. killed on Patton Avenue will not be forgotten or in vain.

We also need to acknowledge the recent injuries and issues of harassment of cyclists in our community. The assault of the cyclist on Merrimon is senseless violence.

We stand with you in sorrow, in solidarity, and in shared determination.

Walking, biking, and other forms of active transportation should be expressions of connection, health, and belonging–not life-threatening risks. We recognize our community is missing the opportunity to enjoy safe and predictable connections to neighbors, necessities, attractions, and business districts because the issue of safe streets has been deprioritized. Each project delay is a missed opportunity for a better connected and resilient community.

Asheville continues to rank at the top of the list of the most dangerous cities for pedestrian and cyclist injuries and deaths. The Transportation page on the City of Asheville’s website states:

The City of Asheville was identified as one of the cities with higher rates of pedestrian/motor vehicle crashes in the document entitled “North Carolina Pedestrian Facts 2008-2012” that was published in 2014. (City of Asheville’s Transportation Department, 2025)

Given the recent incidents of violence, it’s likely this unfortunate distinction will continue through 2025. Without meaningful action, the pattern of harm and loss may persist.

We are grateful to local journalists at AVL Watchdog, WLOS, and The Asheville Citizen Times who have documented the human cost of unsafe street conditions with clarity and care. These stories break the hearts of our community, but they are not surprising given the historic reluctance of our political and business leaders to support continued investment in complete streets, greenways, and trails. While it’s necessary to document the lives lost and people injured, documentation won’t solve the issue. Political action however will. This is a solvable problem.

AoB’s board of directors cannot accept the existing conditions nor the entrenched reluctance to address longstanding issues of safety on our public rights of way as ethical. We cannot be passive when our neighbors, friends, and loved ones are at risk.

As a board, we commit to sustaining and intensifying advocacy for the timely implementation of state, regional, and city transportation plans, all of which speak directly to continued investment in active transportation and complete street facilities.

City of Asheville Plans & Policy

• GAP Plan, adopted in 2022
• Recreate Asheville, adopted in 2024
• Living Asheville: A Comprehensive Plan for Our Future, adopted in 2018 revised 2025
• Transit Master Plan, adopted 2018 currently being updated
• Asheville In Motion, adopted in 2016
• Asheville Complete Street Policy, adopted 2012
• Comprehensive Bike Plan, adopted in 2008
• Pedestrian Plan, adopted 2005

The plans and policy are in place, the blueprints for complete streets, greenways, and trails are codified, but our political leaders and transportation agencies at all levels are slow to implement the policy. City of Asheville leadership continually delays or misses opportunities to advance complete street investments due to small but influential pushback from community and business members who are reluctant to embrace the necessary change to establish safe transportation networks.

The Biltmore Ave resurfacing project and the College / Patton Ave Complete Street Project are two recent examples of missed opportunities to prioritize and elevate public safety in our city’s rights of way. Regarding the Biltmore Ave resurfacing, the City released the following statement:

Based on community and stakeholder input, the City has decided to take a phased approach to improving this section of Biltmore Avenue. In direct response to business concerns, the City will first work with the NCDOT to address immediate functional and operational issues related to loading and vehicle speeds…

Bike lanes will not be added at this time, rather the City will aim to enhance delivery access in the corridor by adding new loading zones and expanding existing ones. (City of Asheville announces Biltmore Avenue Striping Plan, 2022).

The implementation of loading zones was a higher priority than the inclusion of complete street facilities for the City of Asheville in regards to Biltmore Ave.

The College / Patton Complete Street project has been delayed twice. The recent delay was justified by the City as “an effort to support economic recovery and minimize disruption in the upcoming year” in the wake of Helene (Downtown Asheville College, Patton bike lanes delayed until 2026; Sidewalk work resumes).

The culture of delay must be overcome and there are current trends that suggest safer streets are gaining momentum.

Most recently, our community voted overwhelmingly for the GO Bonds that earmark $20 million for transportation improvements. While the public continues to support complete street investments, the City continues to resist complete streets unless intense advocacy is applied to City leaders and public resisters.

We acknowledge that change is, at times, complex. We are committed to approaching our advocacy and projects with an equity lens, especially in regard to Legacy neighborhoods where our fellow community members have made it clear that bike lines represent the threat of gentrification. We hear and empathize with those concerns. Where there are intersections of unsafe conditions and legacy neighborhoods, we will work directly with the neighborhood community to ideate possible solutions rather than push ahead on our own.

We believe that safe, dignified public space is a cornerstone of a thriving community. We’ve recently adopted the core value of “Create Safe Spaces.” This includes holding safe spaces for challenging conversations. We believe there are always solutions to be found when everyone comes together. Asheville on Bikes welcomes everyone and every voice to be part of creating safe spaces.

There are a variety of projects to create safe spaces that Asheville on Bikes has been active, which advance active mobility:

• Merrimon Ave resurfacing project that resulted in a variety of safety improvements.
• The planned Haywood Rd Resurfacing Project, which will implement a variety of complete street improvements recommended by AoB’s policy and advocacy committee in partnership with East West Asheville Neighborhood Association, West Asheville Business Association, and Strong Towns Asheville.
• The likely passing of AVL Unpaved which will double Asheville’s natural surface trails and provide access into Asheville’s forested areas via transit, sidewalks, bike facilities and public parking.
• The opportunity to collaborate with NCDOT, the City of Ashville, the I-26 Citizens’ Coalition to include robust active transportation facilities that will not only better connect our City but also serve as the backbone to the future Hellbender Regional Trail System.

AoB’s leadership is firm in our resolve to elevate safety and dignity in our public rights of way through a complete streets approach and we invite you to participate in our advocacy, accountability, investment, and follow-through. There is always something to do. Right now, you can:

• Email Asheville City Council and Buncombe County Leaders to share your support for continued investment in greenways, complete streets, and trails. Share that these facilities are central to our region’s Hurricane Helene recovery.
  • Email Asheville City Council: ashevillenccouncil@ashevillenc.gov
  • Use the Buncombe County Commissioner directory to find and contact your commissioner.
• Submit Public Comment to the Elevate 2050 Regional Active Transportation Plan – Public comment is open until July 27th.
• Take full advantage of AoB’s bike valet program and attend a public event by bike. If an event doesn’t include a bike valet, let the organizers know you’d appreciate bicycle parking.
• Share the joy of riding the City with people in your community. Invite people to Summer Cycle ‘25 hosted on Saturday, August 23rd. This community event is open to the public and includes three routes. The Cruiser route is perfect for newer or younger cyclists as it features protected bike facilities, greenway connections, and is mostly flat.
• Donate to Asheville on Bikes. Your financial support enables AoB to influence design, fund projects and education programs like Smart Cycling and our youth cycling program, Bike Club.

We are proud of our community. We are proud to serve it. We know there is a better future for our community; it’s a matter of effective commitment over time – project by project and mile by mile, year after year. We believe in a community where everyone can move safely and with dignity.

With deep gratitude,

The Board of Directors, Asheville on Bikes

Brian Randall, Board President
Kent Cranford, Board Treasurer
Jen Thompson, Board Secretary
Jesse Dingle, Board Member
Ben Hanna, Board Member
Sophie Mullinax, Board Member
Laura Richardson, Board Member
Emily Richter, Board Member

The post AoB Board Response to the Tragic Events of the Summer appeared first on Asheville On Bikes.

TOMORROW ( Tuesday Aug. 22) City staff will present an update on the proposed College / Patton Complete Street Project. City Council’s support continues to waver  in regards to complete street investment in downtown Asheville. Email City Council and voice your support for the College / Patton project.

It’s best when Asheville residents craft their own letters to Council and incorporate AoB’s talking points and data, but your response is urgent. Send an email TODAY. Cut and paste the below copy if you’re short on time. 

If you have pictures from riding the City at the Summer Cycle or another time, please include a pic with your email. Asheville City Council needs to know that riding bikes is more than a recreational activity; it’s an essential part of urban mobility. 

Call to Action Email. Email Asheville City Council & CC AoB at ashevilleonbikes@gmail.com

I support the College / Patton Complete Streets project. It’s important that our City commits to expanding its mobility options to provide safer and greater access into and through downtown Asheville.

This project is more than just adding bike lanes:

• It adds an additional 115 linear feet of loading zones;
• It increases the number of people who can safely use the public right of way;
• It improves pedestrian crosswalks and provides a greater buffer between people and moving vehicles;
• And it’s part of the antidote for strengthening downtown’s economy. Thousands of residents live in a 5 mile circle around downtown, but they cannot spend money there if they don’t have an easy and safe way to get there.

The results from the COA’s “College Patton Bike Lanes Project Public Survey” speak to the community’s support for continued investment in safe streets. 

• 86% of respondents listed “Pedestrian accommodations (sidewalks, high-visibility crosswalks, curb ramps, pedestrian signalization)” as their highest priority.
• 82% of respondents listed “Bicyclist accommodations (bicycle lanes, shared lane markings, bicycle signage)” as their second highest priority.
• 78% of respondents listed “Traffic calming to slow vehicle speeds” as their third  priority. 

On top of that, 40% of respondents indicated that they would be more likely to ride bicycles through the project area if “high-quality bicycle infrastructure is in place.” The City’s public engagement and the survey clearly demonstrates overwhelming support for  prioritizing  street design that supports safe and predictable mobility options. The College / Patton project, including the changes due to feedback from business owners Downtown, addresses all of the above.

Recently approved developments and proposed housing mean we need mobility options now. The approved projects at 319 Biltmore Ave project, Aston St Project, 360 Hilliard Ave Apartment, and the Maple Crest Apartments are examples of the density coming to downtown. It is not possible to scale car infrastructure and meet the needs already created by the current plans of various developers and building owners.

Active transportation is a component of housing affordability. Overwhelmingly, lower income households rely on bicycle commuting. 8.3% of City residents do not own a car; the City has the obligation to provide safe and accessible infrastructure for these residents as well as motorists.  

Please honor the good work that’s been done by City staff and respond with a show of  public support for complete streets by supporting this project at tomorrow’s City Council meeting.

The post City Council needs more encouragement to support College Street / Patton Avenue appeared first on Asheville On Bikes.

At its core, this map is one idea: We should plan for and build a connected network for biking and walking, routes that connect people to places without requiring the use of car.

Black lines are low speed play streets. This network could work very similarly to the one in Oakland, which required only that the City designate the list of streets to be treated as slow streets. The enforcement and signage on these streets is put up and maintained by neighbors on the street.

Red and Purple are separated infrastructure on existing streets. Purple is the circulator, a mostly flat route that flows people to and from their destinations without requiring them to use a car.

Some of the lines on this map include existing bike lanes, existing greenways, or planned greenways. Our current City and County plans (AIM plan, Greenway plans) do not go far enough and we want to see a network built, not individual projects that do not connect to each other.

On all these streets cars continue to come and go, but portions of the right of way are altered to make safe paths for other users.

What streets should be added to this map? What streets should be removed? We welcome your comments.

The post Asheville on Bikes Low Speed Street Network and Circulator Map appeared first on Asheville On Bikes.