Tuesday, January 16, 2018

Save the Orphanage Property 4th and final press release

STOP has finally reached an end; Ryan Homes moving forward with Chestnut Hill "Preserve"

On Dec 11, Joe Setting and Bob Sippel (the developers) were taken out to brunch, basically getting them to the table. The goal was to find out if there was still the remotest possibility that they might consider a buyout offer for the Orphanage Property. It became apparent that both were sympathetic to the cause, and willing to consider a sale price of just over $7M. And with that, the County and State would be gifted another chance to negotiate a deal.

Unfortunately, this did not materialize in writing due to, again, lack of County commitment. New Castle County Executive Matthew Meyer was heard saying that he would consider $3M for County Council to vote on, but wanted no part in the buyout or logistics in any agreement. As the State is ill-equipped, this would leave nobody to oversee the transaction.

Despite the County, it appears that over half of the needed funding had come together on the State side, but without NCC contributing in the manner necessary, it simply wouldn't happen. Councilwoman Diller has put no known effort into convincing Meyer or her colleagues of the importance of pursuing STOP. When it comes to political will, there is nothing we as citizens can do to change it, except in the voting booth, after it's too late. And even then, by virtue of how districts are gerrymandered, even Mrs Diller as an incumbent is considered "safe" for future terms in office.

As seen early on during the first sale opportunity with the Felician Sisters, nothing in either Diller or Meyer's actions suggested that they want STOP to happen. And now, despite the gift of a second opportunity, they have chosen to run out the clock instead.

While the State has appeared the hero in all of this, it cannot be forgotten that all of STOP's district electeds were aware of the Felician Sisters attempts to develop the property as far back as 2011. No one seems to recall any of them bringing this to the community, its leaders, or the press as a "code red". They did not see the value in any of the points and arguments that STOP presented over the last 2 years. Had it been put on the radar, even in 2013, we would have worked under Exec Gordon's watch well before this Chestnut Hill "Preserve" was even conceived, and very likely achieved the outcome that Ogletown so desperately wanted and deserved.

The pre-construction meeting between NCC Land Use Dept and Ryan Homes (builders) took place yesterday. Earth movers are expected to commence clearing, grading, laying the roads, and digging the utilities in the coming days or weeks, according to the DLU. Actual building permits will come in May.

The dream of doing something great for the community is over, and will soon be replaced by a nightmare that nobody wants. Gone is bringing folks together for the sake of the planet, to preserve our quality of life, and address the need for place making in Ogletown. Now, the region will never be the same, nor will they ever have another chance at something like this.

Tuesday, January 2, 2018

1st State Bikes Year In Review for 2017

Amy Wilburn, left, dictates terms to James Wilson of Bike DE
Our Top 10 articles for 2017:

Thursday, December 28, 2017

Delaware set for first place in pedestrian fatalities (again)

By Angela Connolly --

What can we say, about Delaware's consistent ranking among the worst States in the U.S. when it comes to pedestrian fatalities? Unfortunately, 2017 will almost match 2015, when we took the #1 spot per capita -- even beating Florida. Currently at 32 dead, that translates to 3.9 per 100,000 residents, and will likely get us there.

With advocate's help, DelDOT is doing an excellent job when it comes to adding crosswalks, sidewalks, bike lanes, etc whenever possible, on a limited budget, usually during repave and reconstruction projects. But facilities can only do so much; Delaware has an enormous problem when it comes to aggressive and distracted driving. Most use "smart" phones behind the wheel --  and very few drive defensively. Law enforcement is weak to non-existent, mainly throughout the State's unincorporated zones (most of the State's suburbs). Combine that with some pedestrians who are wayward and/or wear "dark clothing" -- as the press loves to point out -- and that's what gives us this horrible distinction.

As most are now aware, the Advisory Council on Walkability and Pedestrian Awareness was created in October 2015 to begin addressing the issue. Unfortunately, little they propose will change anything; their main focus is reigning in careless pedestrian behavior. Without stepping up vehicle law enforcement, too many drivers will continue to speed, act with aggression and intolerance, share attention on the road with their "smart" phone, and fail to account for vulnerable road users. As a result, they see them when it's too late. According to every national study ever conducted on the subject, use of phones while driving is the equivalent of  DWI -- yet even texting is readily dismissed by law enforcement as a societal norm. This gross disparity is where most of the problem lies.

Shortly after its inception, the ACWPA was gifted a historic opportunity to reform Delaware's vehicle code for the purpose of pedestrian safety. On Christmas Eve, 2015, Amy Wilburn (former Chair of the Delaware Bicycle Council) and Frank Warnock sat together at Friendly's Restaurant and crafted language for a Senate bill. They did not re-invent the wheel; they merely borrowed language found in States ranking far higher than Delaware, including those at the top like Massachusetts and Oregon.

For reasons we'll never understand, the Council handed Bike Delaware control of a subcommittee that ultimately quashed any notion of changing the law. Passage of the "Pedestrian Bill", as it was referred to, would have been just the shake-up Delaware needed to put the focus on pedestrian safety and motorist's behavior around them. Instead, they thought it best to go on victim blaming,  and to better accommodate bad driver behavior. Until that changes, we will continue to be the "1st deadliest State" in the nation where walking is concerned.

Finally, DelDOT's stubborn insistence on utilizing the 85th Percentile when setting speed limits is literally killing us. Too often, this method results in highway speeds that are permitted through zones rich in walking and bicycling activity, including residential, retail -- even in front of schools. By assuming that basically 85% are "good drivers", this too is a direct contributor to the problems outlined above.

In the years ahead, let's hope life overtakes the need for speed and saving scant seconds in every trip we take, regardless of transportation mode.

Wednesday, December 20, 2017

Is Bike Delaware a Tool of Developer Interests?

4 things to consider if you support Bike Delaware and believe in their mission and vision -- 

SB-130, Enterprise Districts
  • Bike Delaware's signature legislation centers around land use. At the core is Transit Oriented Development (TOD) Districts, which promote large, high density mixed use developments. Selling them as multi-modal could see NCC relax vehicle level of service (LOS) requirements, and put such development on the fast track.
Lobbying efforts
  • Lobbying for high profile trails and pathways projects. These increase surrounding property values, draws developer interest, and ultimately becomes a selling point for homes clustered nearby.
Dissing and undermining of on-road safety efforts
  • Ignoring efforts at road bicycling education and infrastructure. Any pragmatist would agree that we need to fix what we already have -- before heaping on more development. This would rightfully suggest that we can and should retrofit the built environment -- first. Instead, Bike Delaware advocates for multi-modalism with new housing developments, giving these a higher likelihood of density waivers and project approval (tip: doesn't work when surrounded by auto-dependent suburbs).
Touting the impossible
  • Selling an impossible vision to Delaware's bicycling community, by insisting that we can build a low-stress bicycling network locally accessible to everyone, including 8-80 year olds. The facts say otherwise. (tip: a course in home rule and county land use would also help).
Few bicyclists like seeing this sign
Conclusion:
What little open space remains in NCC is mostly what planners and developers refer to as "infill", where any type of connectivity is fiercely opposed by existing neighborhoods. Most larger tracts -- also surrounded by car-dependent sprawl -- are either off limits or being hotly contested for open space acquisition. That said, if they really are intent on paving over most of the State's remaining farmland in Kent and Sussex, it might be possible to build enough contiguous TOD that more folks do indeed bike and walk between communities, and use transit if the State arranges and funds it. Alternatives to car usage might become a little more popular. But then you have the cheapest gas in history (inflation factored) to ruin the incentive, and examples like Stevenage to explain around.

Delaware's recent fall from #3 to #7 as a Bicycle Friendly State was largely due to a lack of low stress connectivity and a bicycling mode share that barely registers. Unless the State is prepared to spend enormous sums and begin using eminent domain, connectivity that the 8-80 yo "interested but concerned" folks can use to circumvent arterial roads and intersections will remain impossible. Govt would have to strategically condemn and raze private properties in order to install non-motorized pathway connections between developments, and designate their streets as "bike boulevards". Doing so would draw the ire of adjacent residents, and trigger a frenzy of lawsuits. Except in a rare case or two, it isn't going to happen.

The Oil Crisis of 1973 was the last time in U.S. history that bicycling was truly popular for transportation purposes. With mode share currently at 0.2% in Delaware, major Govt spending on bike path infrastructure by confiscating private property would be political suicide. Bike Delaware should also understand that where cities and countries have high bicycle mode share, car ownership and fuel costs are prohibitively expensive and/or inconvenient. Raising the cost of driving to encourage alternative modes would again be political suicide.

So decide for yourself what Bike Delaware's true motive is, and just who may be bankrolling their staff and for what purpose. We're not saying it's a fact, because we have no real way to prove it (and, they are anything but transparent). But the evidence seems pretty clear.

Wednesday, December 13, 2017

Bicycle-Friendly Delaware Act weakens 3' Passing Law


We reviewed the updated vehicle code resulting from the passage of HB-185 (Bicycle-Friendly Delaware Act), found in DE Title 21, Chapter 41, Section 4116. Missing is any reference to safe passing distance of bicyclists unless being overtaken by a vehicle in the same lane, assuming it is wide enough to safely share. Riding within shoulders and/or bike lanes is not accounted for, which are very common and count as a lane in their own right.

A Newark commuter enforces the 3' passing law - with a shovel. 
The original vehicle code wasn't the clearest either, but it could have been construed that motorists are to move out at least 3' regardless. By not including shoulders and/or bike lanes, Bike Delaware failed to cement these as applicable; therefore, you are not covered under the safe passing law because you are in your own lane of travel. Motorists who overtake while straddling the white line -- common, often deliberate -- are permitted to do so as long as keeping to their own lane. In a 4' bike lane, for example, the bicyclist's footprint can occupy as much as 3' elbow to elbow. For a motorist with a tire on the white line, this would leave a foot or less passing clearance. This is especially terrifying in high speed conditions.

As we already discussed in previous articles, HB-185 did include some long overdue updates to the vehicle code, and we applaud the hard work that went into that. Unfortunately, what could have been a great bill ended up fair, and somewhat hurting past progress as seen here. The bill also came up short by failing to include any anti-harassment language, except a ban on frivolous honking, as we discussed in this analysis.

This is what to expect when you have a LAB sanctioned State organization whose approach to advocacy lacks pragmatism and balance. Their inner sanctum only recognizes total separation from traffic -or- total integration with cars, and nothing in-between. As a result, they do not support on-road bicycling infrastructure, but at the same time, believe it is they -- and only they -- that represent the interests of bicyclists in the State of Delaware. Because of this, they would never think to engage the wider bicycling community for input. Had they done so, we might not be faced with this predicament.

Conclusion
We'll again repeat that, as a non-profit organization, Bike Delaware must become more open and transparent. Nobody knows what they are doing until it is already in motion. It's time for them to lift the veil of secrecy, and put their projects out to comment among the broader bicycling community. Most would agree, for example, that upping the law to a 4' passing distance anywhere a bicyclist is encountered would suffice. Lane changes could still be required with narrow or multiple lane configurations, and an anti-harassment component could have been included. Let's hope that any efforts to amend the bill, or further update the vehicle code is carried out in a more open and accessible manner.

Thursday, December 7, 2017

SR896/I95 Intersection Project on-line and ready for comments

The public workshop for the SR896 (S. College Ave) and I95 intersection project was very successful, according to DelDOT. Hopefully, the bicycling community was present, and voiced our needs. According to the project page:

We are still in the preliminary stages of our project development process. A public workshop was held on December 5, 2017. Thank you to all who were able to attend! We will solicit comments for a 30 day time period. A preferred alternative will be chosen in Spring 2018 and we will begin design.

We had a very successful public workshop on December 5, 2017 with over 120 people in attendance! For those who were unable to attend, below are copies of the boards that were shown. We have 3 different alternatives that will address the purpose and need of the project. We will be collecting comments for an additional 30 days. Please utilize the official comment form on our website.

Facilitating bicyclists and pedestrians is nowhere mentioned in the scope, so it will be up to citizens and advocates to encourage DelDOT in this direction, citing the State's multi-modal Complete Streets policy. According to the University of Delaware's Institute for Public Administration:

The intent of Delaware’s policy is for “the Delaware Department of Transportation (DelDOT) [to] enhance its multi-modal initiative by creating a Complete Streets policy that will promote safe access for all users, including pedestrians, bicyclists, motorists and [transit] riders of all ages to be able to safely move along and across the streets of Delaware.”

There should be no justification whatsoever for nixing multi-modal accommodations from these plans. SR896 is open to bicyclists, and there is a long history of conversation that a safe passage over I95 here is sorely needed. It is the direct route south out of Newark, and would ultimately connect with new and existing pathways parallel to SR896 en-route to Glasgow and points south.

What can you do to help us advocate, and get this included in the project? It is very early in the planning, and these simple steps may just make the difference:

  • Visit the project page, and use the comment form
  • Email your comments to the project engineer breanna.kovach@state.de.us and CC dotpr@state.de.us to ensure it's recorded.
  • Cross-post this as an action alert to other pages, and share to other orgs on social media sites, i.e. Bike Newark, Newark Bike Project, etc.
  • Email Bike Delaware and ask that they approach DelDOT, advocating for a safe, multi-modal connection here, over I95: james@bikede.org
  • Talk this project up on Bike Delaware's web and social media pages (1st State Bikes is blocked) and if they don't support it, ask them why

Below are reduced-size JPG images of the 3 options. As discussed, none contain bike/ped facilities of any type. Should they be included, a multi-user pathway (MUP) could be extended between I95 and Old Baltimore Pike on the south side, on plentiful county-owned lands (Iron Hill Park). From there, existing pathways continue on the southbound side, past Glasgow HS, 4-Seasons, and Glasgow Business Community. These could be readily connected to the Rt.40 corridor via Old SR896 and its future pathways currently being built piecemeal.




We will contact DelDOT to inquire on a periodic basis, and provide updates as they come available.

Wednesday, December 6, 2017

DBC fails to recognize Amy Wilburn, Chair of 8 years

It's almost never that we call out DelDOT and/or the Delaware Bicycle Council for something shameful. But here, we are clearly justified.

Amy Wilburn served as Chair of DBC for 8 immensely productive years, from 1997 through 2015. As such, she initiated, presided over, and/or worked alongside others on the following projects (in no particular order):
Amy was on DBC's 10/5-2016 agenda for 5 minutes, where they planned to at least acknowledge her tenure:


. . . but as seen in these meeting minutes, that never happened.

Bike Delaware, unhappy with DBC's focus on road advocacy and safety, tried to replace Amy in 2015 with their Executive Director James Wilson, who was defeated handily by the loved incumbent. Bike Delaware would finally have their way in 2016, with Tom Hartley taking the Chair uncontested (upon Amy's decision not to run for a historic 9th term).

Amy was deliberately cropped out of this photo on Bike Delaware's website, of Governor John Carney signing the "Bicycle-Friendly Delaware Act" on 10/5/2017 in Newark.

For those that do not know who or what the Delaware Bicycle Council is, their website contains the following history:

The Delaware Bicycle Council was established in May of 1990 by House Bill 505 to "consider, review and work on matters pertaining to bicycling, bicycle safety and bicycle safety education and to make recommendations to various state agencies." Originally organized with nine members, the Council was expanded to 15 members in May of 1996 by House Bill 556. Members are appointed by the Governor with staggered terms and include representatives from the Department of Transportation, The Council on Transportation, The Department of Education, The Delaware State Police, The Office of Highway Safety, The Division of Parks and Recreation, The Council on Greenways and Trails, The Division of Public Health. In addition, seven citizen members are appointed - two from New Castle County, one from Kent County, one from Sussex County and three At-large. The Council meets at least five times a year. Staff support is provided by DelDOT's Bicycle/Pedestrian Coordinator at 760-BIKE.

With this level of participation and oversight by multiple other organizations, it disturbs us that volunteer recognition at this level was blatantly disregarded. The internet is teaming with books, guides, pages of information pertaining to its importance. For example:

"It is also important to give both appreciation and recognition. Appreciation expresses “thank you” for time and effort, which can be done in a variety of formal and informal ways. Recognition, with its root “cognition,” conveys the message that one is mindful of and values the unique contributions made by a volunteer."  ~John L. Lipp

Let's hope the DBC and/or DelDOT recognizes this issue, given the importance of cultivating new volunteers and new relationships that will help move bicycling forward in Delaware.

Friday, December 1, 2017

CRITICAL Workshop: I-95 and SR 896 Interchange Project

I-95 and SR 896 Interchange Project
 
Glasgow HS Cafeteria, 1901 S. College Avenue, Newark
Tuesday, December 5, 2017, 4:00 PM to 7:00 PM (directions)

From DelDOT's Website:

The public is invited to attend the I-95 and SR 896 Interchange workshop. The interchange currently experiences peak hour congestion and has safety concerns throughout the day. Alternatives have been analyzed that will improve safety and traffic operations.

We welcome your input and comments on the project and encourage you to identify and discuss project related issues. Interested persons are invited to express their views in writing, giving reasons for support of, or opposition to, the proposed changes.


Comments will be received at the workshop or can be mailed to DelDOT Community Relations P.O. Box 778, Dover, DE 19903, sent via email to
dotpr@state.de.us or by fax (302) 739-2092. Visit the project notification page for more info.

Since the beginning, Advocates have been asking DelDOT to add multi-modal safety at the I-95 crossings in New Castle County. A direct link from Newark to Four Seasons, Glasgow HS, Glasgow Park, the Rt.40 corridor, and points south on SR 896/S. College Ave has never been considered with road construction along the corridor. Soon, another opportunity will present itself with the above project.

History has taught us that Bike Delaware will be a no-show or even oppose the effort, so if we truly want connectivity from town to town and place to place, bicyclists must stand up and ask for it. Please take a moment out of your schedule to attend this workshop, and submit comments in favor. Or at least submit comments via email: dotpr@state.de.us

In the above snip taken from Google Earth, the yellow lines represent a combination of paved multi-user pathways and 25 mph frontage roads with wide shoulders -- all reasonably safe for bicycling. Red is where additional pathways should and could easily be added on already govt owned lands. The SR 896 intersection is circled in red. It would require some additional engineering to include a safe multi-modal provision to connect Newark.

Despite the horror of an interstate cloverleaf intersection, some bicyclists are still seen going for it.

A tangled mess ensues as you're greeted by cars coming off of I95 westbound to SR 896 southbound. A W11 Bicycle Warning Sign is seen as the merge unfolds, but is largely ineffective -- if it's even seen.

Thursday, November 30, 2017

Advisory Lane Roads on DBC meeting agenda for 12/6

Courtesy of Streets MN
Bike Delaware's James Wilson will be discussing "Advisory Lane Roads" at the next meeting of the Delaware Bicycle Council. From the Association of Pedestrian and Bicycle Professional's article:

What's an advisory bicycle lane? Also called a "non-compulsory bicycle lane” or "suggestion lane” (translated from the Dutch "suggestiestrook”), it’s a bicycle lane into which motor vehicles may legally encroach. Therefore, the line demarcating the lane is dashed instead of solid. An advisory bicycle lane is often—but not always—used in conjunction with centerline removal.

Generally, a mandatory bicycle lane is preferable; an advisory bicycle lane should only be used when a mandatory lane cannot be used. Advisory bicycle lanes should be considered 1) when street width is inadequate for mandatory bike lanes or 2) where cars are likely to encroach on a bike lane as it approaches a bike box. Advisory bike lanes should not be used where they are likely to be blocked by parked motor vehicles.

Advisory bike lanes in conjunction with centerline removal on roads with substandard width are common across Europe and are generally well received by cyclists.

A  year ago, we suggested THIS opportunity for Newark's Main Street (probably lost now). It's time to move past talking about shared lanes to actually implementing them, even if on a FHWA experimental basis. As it stands now, the MUTCD forbids any kind of delineated bicycle lane within a normal vehicle lane; data from the field is needed over a long period before these are approved in the manuals.

Delaware Bicycle Council Meeting
DelDOT Administration Building-Felton/Farmington Conference Room, 800 Bay Road, Dover
Wednesday, December 6, 2017, 5:00 PM to 7:00 PM
AGENDA

 I.  Welcome, Introductions, and Minutes (0-5 minutes)
  • Minutes Review from October 4, 2017 – 0-5 minutes (Tom Hartley)
II.  Council Membership (0-10 minutes)
  • Discuss Members Profile for the website and other website updates – 0-5 minutes (Tom Hartley)
  • Discuss Greenways and Trails appointment to Council – 0-5 minutes (Tom Hartley)
III. Old Business (0-5 minutes)
  • Bridgeville Bicycle Trail Ribbon Cutting – 1st Recipient of Innovation Grant – 0-5-minutes  (Tom Hartley)
IV. New Business (0-60 minutes)
  • Nominees for 2018 Chair (Voting to occur at February 7, 2018 meeting) – 0-5 minutes (Tom Hartley)
  • Bicycle Friendly State Ranking – 0-10 minutes (John Bare)
  • Advisory Lane Roads – 0-15-minutes (James Wilson)
  • Council discussion and vote on Innovation Grant - 0-30 minutes (Fran Cardaci)
 V. Updates (0-30 minutes)
  • DelDOT Bicycle Plan – 0-30 minutes (Andrea Trabelsi)
 VI. Public Comments (0-10 minutes)
  • Opportunity for Non-Council Members to Address the Council 
Next Meeting: Wednesday February 7, 2018 from 5 p.m. until 7 p.m. Please e-mail John T. Fiori and Tom Hartley with any potential agenda items at least two (2) weeks prior to meeting. Visit DBC's webpage at www.bike.DelDOT.gov

Thursday, November 23, 2017

Save The Orphanage Property 3rd Press Release

With the loss of the Orphanage Property, and with that, what appears any possibility of a regional park for the entire Ogletown-S.Newark region, it is important that we continue to document exactly what went wrong, and hold those in charge accountable. Issuing a press release is an excellent way to do this, and reach a maximum audience including the media.

Whether it was a vested interested in the Chestnut Hill "Preserve" (CHP), corruption, or simple indifference, one thing is abundantly clear; both property owner and political will was lacking. The Ogletown-S. Newark region was already known to be dis-enfranchised in matters of community, place-making, and local access to quality regional parkland facilities. What has taken place here only cements this issue further, and in a way that can never be reversed.

View the official press release in PDF

Wednesday, November 15, 2017

Drilling down on the Chestnut Hill "Preserve" TIS

Save the Orphanage Property (STOP) Advocates continue fielding questions from concerned New Castle County citizens over the Traffic Impact Study (TIS) for the Chestnut Hill "Preserve". Folks want to know why the Unified Development Code was disregarded in the approval of the project by the Dept of Land Use (DLU) and the NCC Council. As a result, only two steps remain before demolition and construction will begin; closing on the sale of the property with the developer (presumably Joseph Setting II, or involving his company), and then NCC issuing the building permits. According to Senator Bryan Townsend, closing is expected by the end of this week.

The way we see it, the developer will be doing this at their own peril. The TIS is flawed, with DelDOT's findings excluded in the scope. According to Vic Singer, this is irregular and inconsistent with County law:

Victor Singer (13 years former
Chair of NCC's Planning Board)
The area of influence, under UDC Section 40.11.124, needn't extend beyond the third intersection in any direction from any access/egress feature of the proposed development unless the Land Use Department and/or DelDOT expand the scope at the scoping meeting.

For the Chestnut Hill Preserve TIS, DelDOT did indeed add six intersections to the TIS scope, to include the Route 4 intersections with Salem Church Road and Library Avenue. And a 9/9/2016 DelDOT letter (with copies to the LU Department) reminds the TIS author of that addition and acknowledges the author's and DelDOT's finding that both above-mentioned intersections would be well into the "E" LOS range, and that no remedial system improvements are contemplated. (read Vic's full essay)

Here are the adjustments needed to fix the TIS:


It should also be noted that Vehicle Miles Traveled (VMT) was down significantly in 2010 due to the great recession, and gas prices were approaching $4/gallon. People were consolidating trips, using other means, and/or driving less in general. If these intersections were a grade "E" in LOS in 2010, it's a virtual certainty that they're an "F" now (for a simple chart showing each grade and the delays involved, open the CMS report and turn to page 3).

As seen in this FHWA trend above, national VMT dropped significantly in 2010. The result was gasoline "demand destruction", which triggered a surplus resulting in the record low (adjusted for inflation) pump prices we are seeing today. VMT since returned to where it left off, and has continued to new record highs.

Above: This interactive map, courtesy of Wilmapco, clearly illustrates Vic's allegation. If we examine the SR4-Salem Church Rd intersection alone, we see an "E" grade fail in 2010 (ditto for SR72-Library Ave). The odds are overwhelming that it would score an "F" if measured today, in 2017. Not that it makes a whole lot of difference, since both letters are a fail and come under the same UDC rules. But it does show how dire the situation is out on SR4, a hospital corridor and evacuation route no less.

Let's hope that God's kindness, love of thy neighbor, charitable giving, and just plain sanity will lead to the Felician Sisters canceling whatever deal is pending with the developers, and go with a NCC/State offer instead. For a whole host of reasons too numerous to mention but thoroughly documented on this website, the correct use of the Orphanage Property is within the public realm, as a regional park.

Monday, November 13, 2017

Shared Right Turn-Only Lane a hit at DelDOT's Innovation Fair

Mark Luszcz, Chief P.E., DelDOT
big tip of the helmet to Mark Luszcz, Chief P.E., and his Team at DelDOT Traffic for working with Advocates in pioneering the shared right turn-only lane treatment. It is the opinion of 1st State Bikes that, if Bicycle-Friendly State rankings were based on DOT responsiveness alone, Delaware would top the list.

The design, testing, and implementation of this basic yet anxiously awaited treatment exemplified Advocates working alongside DelDOT to improve safety in the built environment. The boards below, displayed on easels at their Innovation Fair, capsulized the effort to attendees, which included these quotes:
  • "For virtually no added cost beyond a little extra paint, bicyclists (and e-bikes, and even mopeds) are now encouraged to ride in the most optimal position where visibility (and thus safety) is concerned. Few things can improve arterial roads for multi-modal safety, but adapting road shoulders to bike lanes and sharing right turn-only lanes does improve awareness and respect. It validates bicyclists as legitimate road users by defining a continuous lane that accounts for the laws of movement. It's a win-win for all road users, and has become the envy of other State's advocacy organizations that can only wish their DOT was this creative and forward thinking. A big tip of the helmet to Mark Luszcz and his Traffic Dept from bicyclists statewide."  ~Frank Warnock, Chair, 1st State Bikes
  • "Although it is fortunate that many of Delaware’s arterial roads have a shoulder, before the shared bicycle/right turn only lane and accompanying legislation, cyclists were legally required to merge into high speed traffic at intersections with a right turn only lane.  Cyclists now have a choice: they have the on road facilities and the legal right to maintain a continuous and predictable line of motion outside of the lanes of high speed traffic.  This adds to comfort and safety for many of us cyclists, and is greatly appreciated."  ~Amy Wilburn, Past Chair, Delaware Bicycle Council
  • "Good decision on the road markings ... this will increase vehicle awareness of bikes on the roadway ... and add clarity to the new law."  ~Fred Tarburton, Citizen Advocate
Though Advocates still diverge with DelDOT on some issues, it has been a superb working relationship, especially since Complete Streets was enacted. It's also important to note that it's not always a one-way street; Advocates have a history of helping DelDOT when it comes to efficiency and streamlining. This includes improving W-11 warning signage, reducing "share the road" sign clutter in favor of a more targeted approach, and helping revise their sweeping program to focus on areas most prone to debris.

Thank you DelDOT for featuring this project and we look forward to many more in the future!