Petition: "Bicycles On Roadway" Warning Signs

Please click above to have a voice!

Delaware Department of Transportation: Install signs that serve a dual purpose of warning motorists that bicycles will be in the roadway and educating motorists that bicyclists have the right to ride in the lane, or the right to use the full lane if necessary.

As it stands now, DelDOT is generously installing generic bicycle warning signs (yellow diamond with a bicycle symbol) on a widespread basis, and we applaud their willingness to do so. The "Share the Road" sub-sign below it has been discontinued.

According to Federal Highway Administration and the Manual for Uniform Traffic Control Devices (MUTCD), the bicycle warning sign by itself is used to indicate "bicycles ahead", i.e. crossing or entering the roadway. While no one is suggesting that DelDOT refrain from using the sign to raise awareness of bicyclists on the roadway, something more is needed on non-shouldered roads with sub-standard width lanes, something that is both a warning sign and that carries an educational message to drivers that bicyclists are legally entitled to ride in the lane of traffic.

DelDOT’s first attempt to use the standard "Bicycles May Use Full Lane" (BMUFL) sign on a 2 lane non-shouldered road in Sussex County - Gills Neck – raised the ire of motorists and legislators, and the signs were removed. A second sign, at a bridge crossing the White Clay Creek on Papermill Road in Newark, is still in place. These are black on a white background, and are intended to inform motorists about the law, but are not as visible as the larger and brighter yellow warning signs.

Given the issues surrounding BMUFL signs used for any distance along Delaware's non-shouldered roads, a sign that is a customized version of the bicycle warning sign and that includes the words “On Roadway” would make an excellent compromise, and should be installed on roads where substandard width lanes and higher speeds present a safety hazard. This sign would not be intended to replace the bicycle warning sign in widespread use. It would be used going forward, only in areas where substandard width lanes, aggressive driving, and/or higher speeds present a safety hazard.

Major justification for this initiative comes from Maryland's State Highway Administration. SHA combined the bicycle warning sign with the Bicycles May Use Full Lane sign, and are using it on 2 lane non-shouldered roads. This appears as a standard yellow diamond with a bicycle symbol, and the words "Bicycles May Use Full Lane". This is a custom design and not found in any of the national manuals, yet the signs are used with much success in Cecil County and will soon be installed on Route 896 just north of Newark. The story behind that advocacy effort can be viewed HERE.

Does this sign increase safety? If you think so, please sign our petition!

DelDOT to install "Bicycles IN LANE" signs at key I95 crossings

Despite poor results with our petition drive, a new and unique bicycle warning sign is heading for approval. Working with 1st State BIKES advocates, Mark Luszcz (P.E, DelDOT) designed the sign that will give Delaware another 1st on the national stage, rolling out the words "IN LANE" in conjunction with the standard bicycle warning sign (bicycle symbol on yellow sign). Safe to say, this wouldn't be happening without a Chief Traffic Engineer who takes a pro-active approach toward bicycle and pedestrian safety.

According to the Federal Highway Administration and the Manual for Uniform Traffic Control Devices (MUTCD), the bicycle warning sign by itself is used to indicate that bicycles are ahead, i.e. crossing or entering the roadway. But if you add a message in a sub-sign or "plaque", or in conjunction with the symbol on the sign itself, it then becomes useful for whatever the conditions dictate.

Few will argue that something more is needed on non-shouldered roads with sub-standard width lanes. Something like a warning sign, yet carries an educational message that bicyclists are legally entitled to ride in the lane of traffic. DelDOT had considered wider spread use of the "Bicycles May Use Full Lane" (BMUFL) regulatory sign, and tested it on Gills Neck - a 2 lane non-shouldered road in Sussex County. But it raised the ire of motorists and legislators, who claimed that bicyclists were abusing the privilege and deliberately impeding traffic. Under pressure, DelDOT removed the signs. Fortunately, a second location, at the bridge crossing the White Clay Creek on Papermill Road in Newark, is doing very well and will remain. Main Street in Newark is also working very well. Both are placed in conjunction with sharrows, of which have their own safety benefit. So it appears that DelDOT will limit use of the BMUFL sign to downtown environments and pinch points like the above.

It has not yet been determined when the first "IN LANE" warning signs will be installed, but it should be in time for Spring. For pinch points, the following four I95 crossings were selected: Chapman Road, Salem Church Road, Otts Chapel Road, and Welsh Tract Road. Each has limited shoulders or no shoulder space at all, yet draw regular bicycle traffic because they are direct spans with no I95 access.

Though Welsh Tract Road appears to have a narrow shoulder, it isn't usable. Occasional storm grates and debris collection, and a close proximity to the curb make it very dangerous to ride in. Safest position here is the traffic lane.

MDOT to install "Bicycles May Use Full Lane" warning signs on Route 896

We are pleased to report some wonderful progress in neighboring Cecil County

Amy Wilburn, Chair of the Delaware Bicycle Council, followed our action alert by asking MDOT for Share the Road signs along MD 896. Michael Jackson, Director of Bicycle and Pedestrian Access, responded with the following:

Thanks for writing. Regarding MD Route 896, I have received the following word from the Maryland State Highway Administration [SHA] yesterday:

We have initiated a work order to install the W16-1(3) sign at each end of this section of MD 896. We determined that a warning sign to alert motorists that bikes may be in the lane would be of greater use. The  florescent yellow of the warning sign provides that little more punch through the shade that grabs the motorists attention. We expect the signs to be installed within the next 45 to 60 days, weather permitting. 

This is a warning sign with black letters on a yellow background alerting motorists that bicycles may be present in the travel lane.

A huge tip of the helmet to Michael Jackson, MDOT, and SHA for putting safety and common sense at the forefront. According to the Maryland's Bicycle Policy & Design Guidelines manual, this sign is used under the following circumstances:

W16-1(3) The BICYCLES MAY USE FULL LANE sign should be installed at locations where lane widths and/or other conditions create an extraordinary hazard for bicyclists sharing a lane with motorized vehicles on roadways where no specific bicycle facility such as bicycle lanes, shared lanes, or adjacent shoulders exist. This sign, as shown in Figure 3.6, shall be used only where "substandard width" lanes could make it particularly unsafe for a bicyclist to travel along the right curb or edge of the roadway.

What we have learned from this effort is that Maryland's State Highway Administration is less hard-line than DelDOT when it comes to custom bicycle signs. The above is not found in the National MUTCD. The closest was a similar sign used by the City of San Francisco, CA.

We think it is safe to say that, had this stretch of Route 896 been in Delaware, the best we could have hoped for would be the standard W11-1 Bicycle Warning Sign with no plaque of any kind. Unfortunately, most traffic engineers would agree that this sign by itself has little impact on motorist's behavior toward bicyclists in the roadway. In fact, its original intent was to warn drivers of bicyclists entering the roadway ahead, not riding on the roadway itself.

A more creative, and accurate use of the W11-1 sign would entail using the words "On Roadway" as depicted on the right. Don't expect this anytime soon, though.

The section in Delaware's MUTCD that specifies the bicycle warning sign is above. You can also access the manual on-line, and scroll down to page F.2.3. DelDOT's revised use of the sign - as campaigned for by Bike Delaware - does not currently match its intended use.

"Share the Road" makes a comeback in Delaware

This modified W11 Bicycle "Share the Road" sign is found along Churchmans

Road just south of I95. Others have been reported in the DE City vicinity.

Brand new "Share The Road" signs are appearing along various Delaware roads. We have received several emails from our followers, one with the photo evidence seen at right. The signs appear to be showing up with repave or reconstruction projects, which contradicts Bike Delaware's commitment to ending "Share The Road" (oh, the horrors), not only from roadway signage but in all other DOT contexts and vocabulary. The photo at right was recently taken on Churchmans Road, SR58 in New Castle County, where the latest little piece of the East Coast Greenway (parallel bike path) was added.

According to Bike Delaware's IRS Form 990 for 2018: "Bike Delaware partnered with DELDOT in campaigning to end “Share The Road” signage in Delaware". Bike Delaware did indeed make the push to end "Share The Road", though not everyone agreed with the idea and most didn't believe it was a priority if given a choice of other advocacy pursuits. Upon the retirement of STR, Bike Delaware -- off the backs of former and non-member Advocates -- went on to take credit for the design and implementation of a replacement sign. With DelDOT's generosity and willingness to act immediately, The W11 In Lane sign replaced STR and became an instant hit, used primarily in lane-only configurations.

What is 1st State Bikes position on STR? There is nothing intrinsically wrong with sharing the road, or "Share The Road" on a sign. That said, we did not argue with the technicality used to justify its removal, as long as a suitable replacement was found. The average travel lane in Delaware is substandard width (11'-12' in most cases), therefore, it is impossible for a bicyclist and most cars to fit within the same lane - abreast - when factoring in the 3' Passing Law. Regardless, the fact that Bike Delaware made the removal of this sign and phrase a priority (and fissures now appear in its oversight) shows the length they will go to win over the support of Delaware's road bicyclists while secretly pushing a much bigger agenda.

"Share The Road" sign on Casho Mill Road in Newark, similar to those used by PennDOT (Oct 21, 2019)

W11 sign with "Share The Road" plaque found on Apple Road in Newark (Oct 21, 2019)

Pick your favorite candidates for "Bicycles In Lane" signs

Given our recent project to optimize and consolidate bicycle safety signage in Delaware, DelDOT will be accepting bicyclist's input to help them locate some of the first "Bicycles In Lane" signs. While not the celebrated "Bicycles May Use Full Lane" sign recently won in Maryland, it is an acceptable compromise nonetheless. It is a warning sign that now carries a brief, yet powerful educational message to drivers that bicyclists are legally entitled to ride in the lane of traffic.

The map below contains the input of a very few road safety advocates. You will need to zoom in for a closer look. If you know of a good candidate road, and it is not on the map with green highlight, just submit a comment below with your suggestion(s), or send it via email.

According to the Manual for Uniform Traffic Control Devices (MUTCD), the bicycle warning sign by itself is used to indicate "bicycles ahead", i.e. crossing or entering the roadway. With the removal of "Share the Road" as a sub-sign, or "plaque", most of these signs are no longer effective when it comes to bicyclists using the roadway. Therefore, in order to move forward with DelDOT, and achieve effective and correctly placed signage, a more comprehensive and holistic approach is needed. This includes the removal or replacement of many - if not most of the existing signs, mainly, the W11-1 warning sign.

After folks are given a chance at input, we will then construct a roll out plan with DelDOT. Such a plan will start by paring down the above candidates to those most in need. In other words, the best roads to go after in terms of traffic volume, bicycle counts, incident likelihood, etc. From there, the remaining candidates - and continued requests - may be documented, and addressed over time.

We sincerely thank DelDOT for their willingness to engage in this project. It is a good compromise for both parties, that will not only increase safety, but will also help remove unnecessary sign clutter.

Sadly, bicyclist interest has been weak. For more info, visit the complete timeline on this project.

The Last Post (for now)

1st State BIKES was started by the need for on-road safety and advocacy in Delaware, and to support the Delaware Bicycle Council. In doing so, it filled an obvious void left by Bike Delaware, the State's League of American Bicyclists supported bicycling advocacy organization. In nearly two years, 400 articles were written or cross-posted, that run the gamut of bicycle advocacy as described in the LAB's 5 Es. These included Engineering, Education, Encouragement, Enforcement, and Evaluation, mostly as they pertain to riding on our public roads. Missing from LAB's equation, however, is a 6th "E" that was somehow forgotten: Equality. As described by the American Bicyclist Education Association, it stands for the following:

Equal Level of Service is a critical part
of bicycle advocacy.

• Uniformity: Ensuring uniform laws throughout a state to protect against access, movement, and equipment ordinances that discriminate against cyclists.
• Access: Affirming the legal rights of bicyclists to use all highways, and all parts and features of those highways, particularly the roadway itself (i.e. the part designated for driving of vehicles, excluding shoulders, sidewalks, etc.), except possibly for controlled access freeways for which sound and reasonable alternatives are available.
• Movement: Affirming that the default behavior for motorists, lane control on laned roadways, is also the default behavior for bicyclists. This means no bicyclist (class) specific movement rules that prohibit lane control or restrict turning movements or the use of turn lanes. Also unacceptable are any laws that prevent cyclists from making the same movements as other drivers or subject them to more restrictive lane usage rules than other drivers. This equal legal roadway movement status does not prevent or inhibit bicyclists from using special facilities, which serve as options for bicycle travel.
• Equipment: Ensuring that minimum bike propulsion, fit, braking and lighting requirements are adequate for effective operation and precluding restrictions unrelated to safety or effective operation.

Due to our high percentage of arterial roads, however, equality is not always safe, easy, or desirable. Geographically, only a small percentage of Delaware is truly urbanized or early 20th century suburban where bicycle driving (aka "vehicular cycling") can be effective. For those wishing to ride away from the road for transportation, very few rail trail or other right of way (row) possibilities exist. As a result, shoulder and bike lane riding with high speed traffic is very common here compared to many other States. It is for this reason that we have advocated for well designed infrastructure treatments that define a bicyclist's safest position on the roadway, especially leading up to and through intersections. We also worked with DelDOT to improve our warning signs for bicyclists, and offered to help with the targeted removal of generic (symbol only) signs over time. Known in the manuals as the W11-1, this sign is no longer applicable in most locations, since Bike Delaware campaigned to eliminate "Share the Road" from DelDOT's manuals based on a technicality. Another notable success was bicycle-friendly rumble strips - not only in Delaware, but in Maryland as well (though in recent applications, some important specs have been ignored, hence the need for continued advocacy).

Jennifer Wallace stresses the importance of non-profit accountability
during the 2015 Delaware Environmental Summit in Dover. Transparency
is a foreign concept to some bicycling organizations in Delaware,
including co-ops.

With the LAB refusing to help our cause, having stated as much in writing, we have little choice but to accept the fact that separated infrastructure (sidepaths and off-alignment trails) is the first choice among Delaware's bicyclists. As a result, riding for transportation and recreation in the built environment - at least for those that appreciate leaving from home - will remain a huge uphill battle. Bicyclists are a virtual no-show for even the simplest of action items that could positively impact bicycle-friendliness in the 1st State. They seldom show up at DelDOT public workshops, or sign petitions regardless of how well publicized. Progress will be difficult, as long as Delaware's bicycling community - including its cooperatives and mountain bicyclists - refuse to unite in a single front that works together for its own common good.

There needs to be one large tent that all of us can work under, as seen in other bicycle-friendly States. The approach needs to be holistic, and all-inclusive. Unfortunately, even Delaware's most committed road bicyclists are content to follow the lead of an organization with a very small tent - akin to a Chinese cocktail umbrella - that lobbies exclusively for separated facilities. In doing so, they are undermining the efforts of those that do advocate for on-road safety and infrastructure. Further, the State's recreational clubs continue with monetary support of said organization, despite the lack of an annual report, and the lowest level of transparency and accountability for a non-profit. No one even questions the acceptance of charitable donations collected on behalf of the Phillip Bishop tragedy, and why at least some of it wasn't allocated for PSA campaigns like this one.

Here is a sampling of the issues, where said organization (Bike Delaware) has damaged the cause of road bicycling:

• Absent on anything to do with the Vulnerable Road Users Law. Never supported the Delaware Bicycle Council on matters of legislation, i.e. Refused to "babysit" the 3' passing law by attending its hearing, and only agreed with it in principle.
• Hijacked the LAB's Bicycle Friendly State's year to year rankings, providing instead what appeared a linear climb to the top for Delaware. Has everyone believing that our Top 5 ranking is based almost exclusively on pathway funding, when in fact it was also due to State legislation and policy changes/additions that address bicycle safety (the work of others).
• Undermined a bus PSA banner that read "Same Roads, Same Rules, Same Rights", to where DelDOT replaced it with "Safety Begins With Sharing".
• In a negative letter giving borderline support, the E.D. almost undermined AASHTO standard bike lanes on Rt.13 in Dover, which have since improved the safety of hundreds of commuters including migrant workers along the corridor.
• Did not support a joint survey with RideShare Delaware, aimed at the users of the Rt.13 bike lanes, to find out whether or not they felt safer as a result.
• Publicly stated that bike pocket lanes are "human meat grinders".
• Despite initial support, and DelDOT's requesting it, the E.D. steadfastly maintained that SB-120 (a law to provide legal protections for bicyclists using a dedicated right turn-only lane as a continuation of a bike lane) wasn't necessary.
• Pushed for the removal of our widespread (on most major roads) Share the Road signs, but did not support the efforts of others to redesign and replace them with something better (i.e. Bicycles "In Lane").
• Has never once supported the application of Complete Streets during a Pave & Rehab project. Unfortunately, most often, these are the only chance we have at improvements.
• Did not support an on-line petition for the enforcement of bicycle parking ordinances in New Castle County, given how often they are waived.
• Did not support an on-line petition for the creation of an on-road Wilmington to Newark marked route, one that DelDOT would watch for enhanced safety improvements.
• Never rallies attention to DelDOT public workshops unless it's for a separated facility or pathways project. It was the work of other advocates that drew attention to and won bicycle accommodations through Delaware's first "Diverging Diamond" Rt.1 overpass on Rt.72, coming next year.
• Does little to memorialize bicycling fatalities, unless it benefits their agenda or bottom line. Did nothing to rally bicyclists to attend the Eloy Sandoval and Phillip Bishop vehicular manslaughter hearings, despite the proven advantages of doing so. For the latter, a Bike Delaware board member did attend and actually said that "it could've been any one of us" when referring to the defendant's horrific crime.

As of April 1, 2015 1st State Bikes is discontinued. We urge those of you that are following us until now (if you support road bicycling safety) to rethink your membership with the League of American Bicyclists, and instead support the American Bicyclists Education Association. This is an organization that, much to the chagrin of the LAB, is trying to address the needs of today's bicyclists in the built environment (an environment that won't be changing much for most Americans, for many generations to come) in the form of education, enforcement, and correctly designed infrastructure. This blog, as you see it now, will remain on-line indefinitely as an archive for those who might stumble upon it for the first time, and wish to read about our former projects and/or progress.

Pedestrian Channelizing Islands, aka "Pork Chops", are an ongoing problem in Delaware. In 2009, DelDOT committed in writing to maintain 5 feet of offset for bike lanes through intersections and side streets. This requirement is also in their Bicycle Policy. In the May 2013 picture above, a bicyclist is unnecessarily forced out into the lane of high speed traffic to continue in a bike lane. Without continued oversight, guidelines such as these will continue to be ignored or forgotten.

The future? Delaware bicyclists show overwhelming support for facilities that remove them from public roads, and thus, sacrifices their legal rights as vehicles. As very few actually use these facilities, they fall into serious disrepair, and are left to abandonment by DelDOT or adjacent landowners who are supposedly responsible for their maintenance.

Who is advocating on-road safety in Delaware, Part 3

The third of a 4 part series, we will now highlight the specific on-road infrastructure improvement projects going on around Delaware.

1st State Bikes and the Delaware Bicycle Council both believe that on-road bicycle safety and infrastructure is at least as important - if not more important than off-road or segregated (i.e. bike path) facilities. The successful planning of any bicycle-friendly network comes with an understanding that we must rely on our roads and arterial highways, if we are to ride from home thus reducing auto dependency. In this regard, a balanced approach to advocacy is vital in the success of any bike-friendly community, city, or state.

So, what is going on around Delaware in terms of on-road safety improvements? Several key projects are nearing fruition - or ongoing - that will not only help our current cycling population, but perhaps encourage others to start riding. According to a study conducted in Portland OR, the "Enthused and Confident" are the best hope for growing bicycle mode share.

Failure to improve our roads for bicycle safety will only result in more car trips, as folks will rack up and drive with their bikes over to the nearest bike path facility. The below on-road infrastructure projects are designed to help turn things around (you can preview an acronym definitions list HERE).

Enforcement of Bicycle Facilities with the New Castle County Building Code
A bike lane and bike parking are required with new developments in New Castle County that contain a right turn-only lane entrance. It appears too many waivers are issued, however. The following was recently provided to Delaware Bikes by Delaware's Bicycle Coordinator.

• As of January 28, going forward, Bicycle/Pedestrian Staff will be the deciding factor on bike lane requirements. This includes environmental, ROW, and safety limitations.
• Current policy states that if there is no shoulder, or there is an existing right turn lane, a bike lane is not considered if current requirements are met.
• If a right turn deceleration lane is not warranted for new development, we don’t get a bike lane.

Without something in writing, we cannot legitimately confirm this. We must also advocate for a change to the policy, that it shall include the bike lane if a right turn lane pre-exists or it is a redevelopment plan. Anthony Aglio, Delaware's Bicycle Coordinator, has been a true friend and ally to bicycle advocates going back many years. Working in Planning, he will help us stay on top of this. Stay tuned for more.

Funding Pools for Small-Medium Size Bicycle and Pedestrian Projects
Funding Pools are a proposal by the Delaware Bicycle Council to restore funding for small-medium sized bicycle and pedestrian projects.

• Slush funds are allocated to each county to pay for smaller projects that can greatly improve on and off-road bicycle networks and connectivity.
• Not long ago, Funding Pools were a regular part of DelDOT's budget.
• The Paper Mill Road bike lanes were made possible by Funding Pools, and are a favorite among area bicyclists connecting Newark and Pike Creek.
• Re-establishment of Funding Pools received the support of Governor Markell and Sec. Bhatt in 2012, as well as most other bike related organizations in the State. Bike Delaware and Delaware Greenways were the only two that did not support Funding Pools.
• The Funding Pools were to be a part of the $13 million dollars that the General Assembly voted to allocate to bicycle and pedestrian improvements.
• Although efforts were made towards developing the logistics of the Funding Pools, the funding never materialized. Instead, virtually all of the $13 million went to trail planning, design, and construction over the next several years.

Funding pools remain stalled, although they are an active Delaware Bicycle Council goal. It will be difficult, if not impossible to create viable bicycling networks without them.

Pavement and Rehabilitation

With the help of 1st State Bikes and the State’s cyclists, the Delaware Bicycle Council continues to review upcoming pave and rehab projects, and to issue recommendations to install bike facilities along bike routes and other roads that are a valuable part of the state’s bicycle network. This has been an ongoing struggle since 2009, much of it related to our lack of the shared right turn-only lane treatment described below, which is very much in progress. Stay tuned as this effort continues to grow, given added tools in the toolbox.

Removal of "Share the Road" Plaque (from Bicycle Warning Signs)
A consensus was reached among advocates that many drivers were misinterpreting "Share The Road" as only applying to bicyclists. In addition, it is not possible to share a sub-standard width lane (under 13 feet, which accounts for most) when factoring the 3 foot passing law.

• A complete history of DelDOT's Bicycle Warning Sign, and the eventual removal of "Share the Road" wording as part of it, can be found by clicking the above link.
• DelDOT's Chief Traffic Engineer, Mark Luszcz, listened to Delaware bicyclists and advocates and did not wait for an active campaign to address this topic.
• Mark Luszcz solicited comments from multiple advocates and bike related organizations.
• As of 2014, the Share The Road "Plaque", will no longer be included with Bicycle Warning Signs.

This was a great example of consensus building among our state's cyclists and bicycling organizations.

Secretary Bhatt's Bucket List 
This is a special projects list that was requested by Transportation Secretary Shailen Bhatt, and acted upon by the Delaware Bicycle Council.

• Several recommendations are in progress now, including the addition of bike lanes on Limestone road north of Millcreek.
• Most of the improvements listed will be seriously considered with future Pave & Rehab projects.

The approval of the Shared Right Turn-Only Lane treatment below will help produce more complete projects and retrofits.

Shared Right Turn-Only Lanes
This goal was originally conceived during the early years of Bike Delaware by a former member of Bike Delaware. The below list was compiled by DelDOT's Traffic Section, and provided to 1st State Bikes, and we tip our helmet to them.

• Aug 2012: First meeting of Research Advisory Panel.
• Fall 2012: Survey efforts undertaken, including data collection and analysis.
• Feb 2013: Progress report including results of part 1 (survey) of research.
• Mar 2013: Second “advisory panel” meeting.
• Apr 2013: DelDOT/UD discuss in more detail possible field study locations and make selections for first 3 locations, one for each option.
• May 2013: DelDOT staff assigned to review 3 field locations to confirm “before” conditions are acceptable and meet current MUTCD standards. 2 of 3 are good. 1 requires minor signing/striping modifications.  DelDOT staff begins developing detailed signing/striping plans required to implement experimental RTOL conditions.
• June 2013: Minor signing/striping modifications complete; all 3 locations good for “before” data collection.
• July-Sept 2013: “Before” data collection undertaken.
• Nov 12, 2013: Implementation complete for experimental RTOL conditions at all three locations.

We are now in the final stage of approval, which includes collecting the "After" data at all three locations. Stay tuned for more, as this exciting project concludes.

Sweeping Reform
Details provided by Randy Cole, DelDOT's Environmental Program Manager

• Sept 2012: A former Bike Delaware Advocate collected comments and submitted a database of sweeping "hot spots" to DelDOT's Maintenance and Operations Division.
• As fate would have it, DelDOT was due for a new NPDES permit, and submitted an outline to DNREC describing an improved strategy for implementing the Storm Water Management Plan (SWPP&MP), due by May 7, 2014.
• The SWPP&MP will lay out the specifics and measurable goals for the various elements, including DelDOT's Sweeping Program. This includes additional emphasis on "reflection" zones (those with curbs/barriers, such as bridges) that typically collect more debris.
• As of Oct 2013, a pilot study was in progress.
• When the sweeping plan is finally submitted to DNREC, it may go through several iterations before it is approved.

Still a few months away from full implementation (as of Oct 2013). We can expect an update on this project very soon, by Spring at the latest.

That's all we have for now. Stay tuned to DelawareBikes.org, your #1 source for advocacy news in today's built environment. And tell your friends!

Related:
Who is advocating for on-road safety in Delaware (Part 1)
Who is advocating for on-road safety in Delaware (Part 2)

An unjust war on "Share The Road"

By Amy Wilburn, Chair, Delaware Bicycle Council -- There is nothing intrinsically wrong with the phrase “share the road”. In fact, when it’s used in an educational setting where other information is provided as opposed to on road signage, it’s not confusing at all. It imparts a positive sentiment about caring and respect which we would do well to propagate. We do after all want motorists and bicyclists to share the road, don’t we? We want to impart the idea that one form of transportation doesn’t dominate the others. It’s an important concept to get across, and one that makes biking viable in other countries. So how has a simple phasing out of the signs turned “share the road” into public enemy number one? Why are some advocates urging DelDOT to spend the time and money to completely eliminate the phrase from all promotional and instructional materials?

What transpired with the signage was that some cyclists experienced evidence that the signs were being misunderstood by some motorists (whether due to ignorance or as a willful attempt to target cyclists). These motorists decided that the signs were meant for cyclists and not motorists, and that the signs indicated that cyclists need to move over and to get out of the way of the motorists. No studies were conducted to determine whether and how often the signs were being misinterpreted. We have no quantifiable evidence one way or the other, only anecdotal reports.

Over the past several years, some Delaware cyclists reported concerns about the signs. Mark Luszcz, Chief Traffic Engineer at DelDOT, became aware of these concerns and that some cyclists held a strong negative opinion of the signs. He conscientiously reached out to the cycling community to seek our input on the matter. Feedback received was not extensive but indicated that cyclists would prefer to retire the signs.  Because the signs could not be justified as a positive and there was evidence that they were being misinterpreted, and because they added to expense and sign clutter, it was decided to discontinue their use.

It makes sense to discontinue the use of “share the road” signs, which no matter how well meaning, appear to be misinterpreted by some motorists. Of course, they may have a positive impact on others, but we don’t have evidence of this. The proverbial squeaky wheel gets the grease after all. Cyclists and motorists should not split lanes that are not wide enough to accommodate both vehicles safely. So I agree that it does make more sense to use either a simple bike symbol, or when appropriate, a sign stating “bikes may use full lane”.  But in no way did DelDOT endorse a complete elimination of the phrase from our vocabulary. And in no way do we have evidence that all, or even most, members of the cycling community endorse total elimination of the phrase. That was not the question that Mark was asking, and not the question to which cyclists provided a response. In addition, DelDOT decided to stop installing the “share the road” signs and to slowly phase out existing ones. DelDOT did not propose an all out campaign to remove the signs ASAP with the associated cost and effort. And frankly, that makes sense. This is far from the most urgent matter facing cyclists. Time and money would be far better used in other areas.

In the end, we have to make every effort to encourage our fellow citizens, whether they are driving motor vehicles, horse-drawn vehicles, or people powered vehicles, to share our roads just as we need to share our communities, and yes, our lives. When we begin to treat each other with respect and to think of each other more as fellow travelers and less as adversaries, we will take a big step towards bringing our transportation crash rates more in line with the substantially lower rates experienced in much of Europe. So here’s a toast to “sharing the road”.

A bicycle warning sign with "share the road" is included with a new CVS Drug Store, at the corner of Route 4 and Marrows Road in South Newark. According to the NCC building code, there should have been bike lanes as well.

As of August 11 (possibly earlier), the share the road sign was removed. This has been the trend with many other existing signs around the State. The goal should have been a slower phasing out of the sign, not an all out war on the saying. Put simply, we should not be urging DelDOT to spend the time and money to completely eliminate the phrase from all promotional and instructional materials. It is frivolous and a waste of taxpayer dollars.

Poster's note: It is ridiculous that Bike Delaware is pushing DelDOT in a campaign to completely eliminate Share the Road. It was originally understood that implementation was going forward with new sign installations and maintenance, not the active removal of existing signs. Put simply, there are much bigger fish to fry.

Action Alert: Route 72 "Improvement" Project a threat to bicycle safety

Back in November of 2012, while serving with Bike Delaware, I posted a notice calling on bicyclists to attend a public workshop for "Route 72 Intersection Improvements". It is not clear how many bicyclists showed up, or what their comments were, because such information is (normally) not published or followed up. In fact, the biggest complaint we have about these workshops is that nobody really knows if their comments are even considered. In any case, in my own experience attending that night, public turnout appeared to be light.

Now, 2 years later, we find ourselves surprised to learn that this project is moving forward, expanding this very popular bicycle route from 2 lanes to 4. Bike lanes are included, but what is now an 8'-10' shoulder will be effectively reduced to 4' (5' through intersections) for most of the length. The project also calls for curbs, which means that debris collection could be a problem, minus frequent sweeping of the corridor. In other words, even with marked bike lanes, the experience riding on Route 72 (Wrangle Hill Road) could end up even more stressful than it already is.

Advocates from the White Clay Bicycle Club and Delaware Bikes recently met with Anthony Aglio, our trusted Bicycle Coordinator within DelDOT, to discuss what - if anything can be done at this late juncture. We were relieved to find out that DelDOT is still open to suggestions to improve bicycle safety, and will take in our concerns.

In a formal letter, we included the following:

• Narrow the center turn lane from 15' to 11', thereby adding 2' to the bike lanes on both sides. The result will now be 6' bike lanes, 8' when including the curb offset (which normally doesn't count).
  
• Instead of vertical curbs, use the standard sloped curb (or mounted, gutter pan, etc.) allowing bicyclists the option to bail out under extreme or threatening circumstances.
  
• Use bicycle-friendly rumble "stripes", as opposed to rumble strips. The latter tend to be offset from the white line, thus robbing valuable shoulder space, while the former are part of the white line itself.
  
• To accommodate the many bicyclists that ride to and from Delaware City and points east, connect the bike lanes through the SR1 ramps to the project limits, connecting them to the existing shoulders.
  
• Provide a 5' bike lane on McCoy. Where bike lanes transition back to the travel lane, place a Bikes May Use Full Lane Sign.

 

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Above: Curbside bike lanes can be found in Centerville along Route 52, what may be the most popular bicycle route in Delaware. 2 lanes at 35 mph, however, is a much safer environment than a 4 lane 50 mph arterial highway. Hence, the need for a carefully considered Complete Streets design on Route 72.

1st State BIKES 2014 Year In Review

2014 was the first full year of 1st State BIKES (formerly known as Delaware Bikes) existence. It was a year full of challenges, and hard earned successes. Much work remains to be done; 2015 promises at least as much, if not more action. Below we highlight the highs - and a few lows - of the past year in bicycle advocacy. Some are joint projects with the Delaware Bicycle Council and the White Clay Bicycle Club.

January-March:

• DelDOT Pave & Rehab Projects opened for comment
• Who is advocating for on-road safety in Delaware (series)
• Building the case for the Newark to Wilmington Bikeway Proposal

April:

• Bicycle-unfriendly rumble strips first brought to DelDOT's attention
• Bike Delaware hires attorney, demands Delaware Bikes forfeit name and domain
• SUCCESS: Promoted Cycle for Cecil for land conservation in neighboring Cecil County
• Building the case against bicycle-unfriendly rumble strips

May:

• Building the case for updating the penalty for failure to yield in a crosswalk
• SUCCESS: New crosswalk and bike lane added at key Ogletown intersection
• Petitioned DelDOT to Save Our Shoulders (cease adding rumble strips) 

July-August:

• Petitioned DelDOT to create a Newark to Wilmington on-road bikeway
• Building the case for updating the penalty for failure to yield in a crosswalk
• Survey: Is Route 13 in Dover safer with Bike Lanes?
• SUCCESS: DelDOT sweeping reform comes to fruition
• Building the case for complete crosswalks at Elkton Road/Christina Parkway

September:

• New DelDOT rumble strip design opened for comment  
• SUCCESS: First bicycle-friendly rumble strips installed south of Middletown
• Building the case for bollards instead of gates in New Castle County

October:

• Building the case for Share the Road signs on Route 896 in Cecil County
• EZ Roller Rides introduced
• SUCCESS: Bicycles May Use Full Lane signs to be installed on Route 896 in Cecil County

November:

• Petitioned DelDOT to upgrade bicycle warning sign to include "On Roadway"
• SUCCESS: Inaugural EZ Roller Ride
• Building the case for bike lanes with the next Elkton Road resurfacing project

December:

• Building the case for safe bicycle facilities with the Route 72 widening project
• FAIL: Too late to add 4th crosswalk at Elkton Rd/Christina Parkway 
• Building the case against bicycle parking waivers in New Castle County
• Petitioning New Castle County to enforce APBP compliant bicycle parking in the UDC
• SUCCESS: Test sites for bicycle warning signs, to include "In Lane" goes forward

Want to know more? 1st State BIKES is a committee made up of advocates from different organizations that believe in on-road infrastructure and safety. In the quest for a balanced network of bicycle facilities, our advocates also support the surveys, petitions, and projects from trails and pathways organizations such as Bike Delaware, Delaware Greenways, Trailspinners, etc. We also support education, including B.E.S.T. (Bringing Education and Safety Together).

DelDOT agrees on test sites for enhanced bicycle warning signs

According to Mark Luszcz, our Chief Traffic Engineer, DelDOT will not consider putting "Bicycles May Use Full Lane" on a yellow warning sign. It is their view that this is a regulatory message, which requires a sign with a white background.

However, in response to our recent petition, DelDOT is willing to entertain ideas for a smaller sub-sign (or "plaque"). It would simply be added under the normal bicycle (black on yellow) warning sign where appropriate. A leading favorite now among advocates is "In Lane" as opposed to "On Roadway" as called for in the petition. It would only be used on non-shouldered roads, or added to signs that may have formerly carried "Share the Road". Also included would be pinch points, such as bridges and overpasses where the shoulder is limited or vanishes entirely. The majority of warning signs now along shouldered and arterial roads will remain as is, since in those environments, the shoulder is the preferred travel path of most bicyclists.

For approval, test sites will be selected on a handful of roadways throughout Delaware to gauge how they work (ideas for locations will be solicited from the bicycling community). The “gauge” will simply be comments from road users. Stay tuned for news and updates as we move this forward!

See also: MDOT to install "Bicycles May Use Full Lane" warning signs on Route 896

DelDOT: W11-1-DE Signs Restored on Paper Mill Rd

The W11-1-DE signs were removed from Paper Mill Rd at the White Clay Creek road bridge in Newark, upon the installation of a new pedestrian bridge. This sent the wrong message to car drivers that bicyclists are required to use this new bridge to circumvent the road bridge. We requested that the W11-1-DE signs be re-installed since bicyclists are legally permitted and will continue to use the road and its bike lanes. Failure to do so will result in drivers harassing bicyclists, given the new bridge is in plain sight.

Image courtesy of the Public Workshop

While this new bridge is a valuable amenity, the apparent switch to mandatory-use for bicyclists is problematic for 2 reasons:

• It requires two crossings of 2 lanes of high VMT traffic in the northbound direction of Paper Mill Rd, which is statistically more dangerous, and more time consuming, and
• Much of the pathway between the new bridge and Curtis Mill Park is 5' wide and not the min. 8' required to be safe. Therefore, it does not qualify as a bi-directional facility (this alone makes it ped-only) according to DelDOT's manual (pdf). 

In this current config, the new bridge and its connecting pathways and crosswalks are not a suitable replacement for experienced bicyclists. DelDOT immediately responded, and re-installed the W11-1-DE signs on Mon Jan 24, and for that we are grateful.

Given how many people (esp students) ride the sidewalk now, it would certainly help if there was the required 8' asphalt SUP connected from the Old Paper Mill Rd crosswalk to the Pomeroy Trail. Regardless, we should never remove bicycling safety infra (in this case signage and sharrows) from the road. You can still see the signs in Streetview HERE.

Original W11-1-DE sign at Paper Mill Rd bridge southbound

With us backing him, Mark Luszcz (DelDOT Chief Traffic P.E. at the time) did a lot of work to get these signs approved and out there. This resulted in the removal of hundreds of "Share the Road" signs, replacing a mere fraction with W11-1-DE in strategic locations. This includes pinch points like the Paper Mill Rd road bridge. It was a big contribution in the reduction of sign clutter. It was also -- tho' not officially -- a compromise with P.E.s who don't like "Bicycles May Use Full Lane", because that sign (R4-11) preceded this one at this bridge and it was switched out unannounced.

Even if there is a project someday to connect 8' of asphalt between the Curtis Mill Park and the Pomeroy Trail, there are still bike lanes on Paper Mill Rd, so the signs should remain -- now more than ever actually. Kudos to DelDOT for listening, and answering the call of safety.

Tour of Vermont and New Hampshire Revisited, Part 2

Chuck, firming up his bid for the Lantern Rouge

Day 7: As much as I loved the scenery, it was a relief to watch VT fade behind as we entered Massachusetts. You become immediately aware that this state takes bicycle and pedestrian safety more seriously. During our entire time in VT, not once did we see a share the road sign, sharrow, or bike lane of any kind. And the driver behavior toward us reflected a huge lack of education and enforcement. VT deserves to be placed at the bottom of the BFS rankings, and I plan to make LAB, VT Tourism, and VDOT aware of that. Starting right out in North Adams, the downtown had bicycle pavement detection markings at major intersections. They had some bike lanes. And once again, they had warning signs with fines for failure to yield in a crosswalk. We felt more welcome here, despite the generally poor condition of the infrastructure. The same went for Adams, where Chris, Ed, Ira and I took the Ashuwillticook Rail Trail en-route to Pittsfield. Sabine opted late for the 3,446' climb of Mt Greylock in advance of forecast showers on Day 8. My day ended short of the Q-sheet, as I rolled into the Crown Plaza Hotel with 70 miles.

Day 8: This was the Tour's only optional rest day - in Pittsfield. Forecast showers appeared to be holding off, and would provide the opportunity for some who were planning to climb Mount Greylock starting at 7:30 a.m. With nagging pain in my right Achilles yesterday, I instead opted for a walk around the city, and a visit to the Berkshire Museum. Like so many others, Pittsfield's local economy appears in economic decline. The Wal Mart sits outside an architecturally stunning, once thriving downtown, where independent businesses struggle to survive. Most obvious, of course, were the tattoo parlors, bail bonds, insurance agents, manicurists, etc. that come to make up Main Street USA these days. Adams and North Adams weren't much different. After stretching the legs a bit, I jumped on the bike for a short 11 mile ride to Hancock's Shaker Village. What a great way to spend a rest day.

The peloton enjoys lush woods and beautiful scenery along the Harlem Valley Rail Trail

Day 9: Thoroughly enjoyed today's ride of 87 miles. There was heavy rain overnight, and things started off damp, drizzly, with patchy fog until mid-day. As feared, we faced lots of debris, storm damage, even a detour for down power lines. Much of today followed lovely Route 22, one of my all-time favorite roads. This would be a day to reminisce, as I've biked this route on several occasions. In 1985, I led my very first Tour from North Jersey to Vermont, and used Route 22 for most of the 3 day journey. This time, however, we had a wonderful option in the Harlem Valley Rail Trail (video above). As much of a non-factor traffic was at this point, it was a beautiful 11 mile deviation, having entered at Copake Falls. Lunch was in Millerton, NY, where Rt 44 splits from 22. Despite several tough climbs late in the day, the miles went by fast, with a tailwind, well paved roads and good shoulders. Most arrived in downtown Poughkeepsie at around 3:30.

Shadow boxing is over. Sabine Cranmer bids for control of the peloton

Day 10: One of the most scenic days on Tour, we started out immediately crossing the Walkway Over the Hudson. I don't have past numbers, but I believe this Tour will set a record for most rail trails used. Shortly after crossing, and getting tons of photos, Sabine and I departed for a mini-tour of Highland NY, knowing we wouldn't be seeing much of the group after that. Though the day's profile was mostly uphill to Port Jervis, the miles were fewer and this was a day to relax and enjoy. With that came lunch at the Karma Road Organic Cafe in New Paltz. From there, Sabine got the itch to take back time on the group ahead, and once in sight of the Shawangunk Ridge, I biked mostly alone after stopping one too many times for the breathtaking views. The roads were superb, with lower speed limits and light traffic overall. They were also familiar; in 1994, I chaired my first century event from the now abandoned Red Apple Rest (Rt 17, Southfields, NY) called "A-round Orange" using many of these roads. So there was plenty here to remember, to reflect on, to cherish. I really didn't want to rush this part of the tour. The hills increased in the end, with about a 400' net gain in elevation on the day. It would have been much more, had we not descended fast and furious at the very end. With the added sightseeing, I ended the day with 60 miles.

Day 11: First of all, last night's Days Inn Was a dump. We knew we were in trouble from the start, when two in the group were assigned rooms that were already occupied. There was garbage in the hallways. The AC in my room obviously didn't work, as everything was moist and washed clothes didn't drip dry. When we woke and went down for breakfast, the first thing I grabbed was an English Muffin, one side solid green with mold. I was so eager to put this place behind us, that I forgot to fill my water bottles. With only about a bottle's worth of yesterday's water, I rode almost 40 miles through Delaware Water Gap NP to Kittatinny Visitors Center before finding a fountain. I regretted not shooting more photos, but I already have tons of this region from past tours. The highlight of the day was a bear sighting on Old Mine Road, and I just grabbed my camera in time to snap a picture from a distance. From there, we headed into Worthington State Forest and eventually into the town of Delaware Water Gap, PA where 4 of us had lunch. Then, we crossed back into NJ and continued south through Warren County NJ, where I again left the group for a visit to Roxburg Station and Fiddlers Elbow Road. "The Elbow" offers the steepest paved incline in NJ and is the scene of total devastation for many during the Hillier Than Thou Century. I made the right turn off of Ridge Road onto Fiddlers, but ended it about a quarter mile later, before the pavement (27% grade) reached for the sky. After the furious descent back down to Roxburg, the day continued as it was - scenic and lightly traveled roads along the Delaware River, before crossing back over again to Easton PA. Distance: 83 miles.
 

Day 12: The final day is usually a formality, as roads grow increasingly familiar, and those who remain start splitting off for home. The reality sets in that the tour is over, and by this time, the number of participants is at its lowest. Picture taking all but ceases. A handful did the full circuit, riding from their home to their transport (Amtrak for most) to Saint Albans, then biking all the way back home - a remarkable feat. For those doing the math, those who rode back to Newark had just over 120 miles. Most who departed the Tour early did so at the end of the Penultimate day into Easton, PA, and achieved what they set out to accomplish. All agree that this was a superb event, meticulously planned by Wally Hertler and led by one of WCBC's all-time great ride leaders, Mary Clare Matsumoto. Let's hope for many more in the years ahead!

Part 1 HERE. View my full Tour photo album on Shutterfly. Revisit the 2013 Tour of Erie.

Wallly Hertler has organized the most amazing club rides and tours every year since 1976. For a complete history of the White Clay Bicycle Club, including Wally, click HERE.