The Safety Of Cycling On Salem Church Road

Big shout out to BFF Productions for making this possible!

This video is a collaboration of Frank Warnock of 1st State Bikes and Mario Nappa. With Mario hosting, Frank Warnock answers questions about the hazards of riding on a 1/2-mile stretch of Salem Church Road between the I95 overpass on the north end to Old Baltimore Pike on the southern end.

At the end of the video we give you contact information so you can connect with your state representative to encourage that bike lanes are added along this section for the safety of cyclists, pedestrians, and motorists.

Thank you for watching and for your help in making Bike Route One a safer place to ride.

One Dozen Safety Suggestions For Wilmapco and NCC

WILMAPCO is appealing for feedback to reverse the "1st" that Delaware asked for over many decades time with poor land-use and infrastructure planning. Kudos to them for making this big step. But if our State is really serious about reducing injuries and fatals, it is going to take more than infra improvements on gov-owned roads and other public rights of way (ROW). In no particular order, here is our top 12 recommendations that SSFA (Safe Streets for All) must consider and implement to be effective:

1. Reform the vehicle code for pedestrians. DE's code now ranks among the most inadequate and dangerous in the country. Bike Delaware fought and defeated past attempts at bringing said code in line (pdf) with other truly progressive States.

2. 

   Typical goat path from SR4 in S. Newark

   A holistic approach to infra that includes non-state lands and properties, e.g. abaondoned roads, "goat paths" and/or other potential buy or easement possibilities. These make critical connections e.g. Cavaliers to Christiana Mall, yet are actually discouraged! Shared-use pathways are paved parallel to shopping centers or strip commerce, but the only "connections" are goat paths traversing high curbs or over high fences. Ditto with neighborhoods and other vital destinations. This is grossly unacceptable and any safety campaign must address this issue. That said, the NCC "Safe Streets for All" interactive mapping tool is a great start; please participate.
3. 
   "20 is Plenty" (or similar) for neighborhoods and side streets, including replacement of all 25
   mph speed limit signs (Sen John Walsh performed a cost analysis), accompanied by an awareness campaign. This has had demonstrable results elsewhere in western society (i.e. Europe).
4. Restrict use of radial turns and slip lanes to high speed roads only; these should never be used on streets at human scale, which DelDOT continues to do. Roads should have limited access via frontal streets only; Streets require crossroads to be safe. There is a big difference.
5. Lower speed limits on arterial roads that have frequent red lights, crosswalks, bike lanes, shopping centers, schools etc. SR4 (E. Chestnut Hill Rd) thru Ogletown-S.Newark is posted at 50 mph, which is recklessly dangerous. Average speeds approach 60 mph, even through intersections where the East Coast Greenway parallels a deaf-blind and elementary school according to one speed study. Eliminate the 85th Percentile as exclusive guidance when setting speed limits.



Carth Vader

6. Robust laws aimed at curbing drag racing and aftermarket and modified exhaust systems. Such vehicle terrorism discourages anyone from venturing near DE's arterial roads and streets unless forced. And we all have connections that can only be made via arterial roads. Sen Walsh/Rep Williams already passed HB328 for the former, and HB35 is in process for the latter. PD and/or NCC follow-up to citizen complaints is key to enforcement. Kudos to the legislators involved.
7. Redundant DMV driver training. Even a simple periodic quiz would help, perhaps with renewals. License and registration as a "right" has to end, replaced with the privilege to drive AND re-earning it from time to time.
8. A gas tax to fund improvements across all vulnerable user types, given the unspeakable damage caused by people driving cars and burning fossil fuels vs non-motorists.
9. Bike parking with ALL new commercial establishments (NCC), including refurbs -- not just ground-up construction. Find a way to incentivize existing services and establishments. Reform the land-use code in this manner.
10. Stop using cement barriers and hanging cables instead of bollard(s) where bike/ped but not cars are permitted. This is lacking of common sense and results in tripping or crash hazards.
11. 
    Design, test and implement a Delaware MUTCD-specific Shared Zone signage, for use in mixed zones where speeding is notable. Examples include Creek Road north of Newark.
12. Car-free and car-lite housing incentives at Delaware's schools, colleges and universities. This includes reducing student car parking and replacing it with car-sharing services instead.

Is there a #13 and beyond? Where is Bike Delaware and Delaware Greenways on any of these issues? Let us know in the comments section below if you have anything to add. Beyond that, this post marks the end of what we can do to help Delaware move forward in multi-modal safety and quality of life issues. Now on to populating the SSFA map.

Related: 
Where is Bike Delaware on these top 5 action items?

DelDOT: NO to Shared Zone signage on Creek Road
Safety Fail: Lack of Zebra Crossings on ECG in Ogletown
Our Comments on the Churchmans Crossing Plan

Safety Fail: Lack of Zebra Crossings on ECG in Ogletown

Seriously eroded ECG used for car parking

Cross-posted from Ogletown Resilience

With the approval of a Historical Marker commemorating Ogletown, and a quarter millennia  since the passing of its founder, the time has come to improve multi-modal access to this historic site. Regional legislators, including Senator Jack Walsh, have already agreed on action to address the failed infrastructure surrounding Thomas Ogle's tomb and green space. This includes the East Coast Greenway (ECG) west from SR273, and two connectors: one to Prides Crossing and the other to Chestnut Hill Estates via Old Ogletown Rd.

More recently, we discovered the gross lack of zebra striping of the ECG (streetview) through Chestnut Hill Plaza, a Meineke repair shop, and a Liberty gas station. Meinekie has even adopted the ROW as defacto car parking. This facility was originally paved at the width (8') required for bidirectional bike-ped traffic, and is eroded and narrowing in many sections. It rises up and back down through driveways, when the opposite is required for traffic calming and multi-modal awareness. Adding zebra crossings won't fix the problem of high speed entrances from SR4, but will bring awareness (and thus some added safety) for ECG users and Ogletown destination-making.

ECG just west of Augusta Drive

We were rebuffed in an effort to improve the Augusta Drive intersection further west. Instead, ECG continuity was broken, with a new, cars-only signal upgrade. Further west, driveways at the DE School for the Deaf (DSD) are properly aligned and zebra striped, as seen in the photo right. It would appear that Complete Streets is being applied sporadically, or by socio-economic status, with consequences that could take decades to fix.

The long range goal for the ECG is a continuous facility brought up to modern design standards, some of which can be found further to the east. Recent setbacks like Augusta, however, only cement Ogletown among the disenfranchised. When asked, there are few to no answers from several oversight orgs. In contrast, Advocates should be pouncing on each and every opportunity to improve the ECG -- even with basic highway maintenance projects as called for in DelDOT's Complete Streets policy.

This proposal to enhance placemaking in Ogletown would bring some consolation -- not just for Thomas Ogle but also the loss of the Orphanage Property as a regional park -- the chance of which will never come again.

Application for Historical Marker, ECG Rehab and Spur Trail in Ogletown

Thomas Ogle's Tomb, as of Aug 21, 2021

Cross-posted from Ogletown Resilience

The following has been submitted with an application for a Historical Marker at the grave site of Thomas Ogle, who will have died 250 years ago as of Dec 23, 2021.

Background:

In 1955, when DelDOT first widened State Road (SR) 4 at Salem Church Road, the Thomas Ogle House stood in the way. The State purchased the land containing the house, which included his grave site. Delaware donated the historic house to the Daughters of the American Revolution (DAR), which agreed to relocate it. Unfortunately, the DAR’s plans fell through and the historic house was razed.

The original gravesite, a flat stone slab inscribed with the epitaph of Thomas Ogle, was placed over a slightly raised base. It split into sixteen pieces (large and small) that were removed in the late 1980s during an expansion of SR4. The broken sections, some with illegible or missing words, are being preserved at the University of Delaware’s Center for Archaeological Research. During the period the gravesite became overgrown and unsightly.

While building the new SR4/SR273/Salem Church Road interchange, DelDOT took historic and cultural responsibility for the gravesite. It avoided the grave area by shifting the ramp away. Using proven archaeological techniques, DelDOT expertly and respectfully confirmed that Thomas Ogle’s remains were still at the original location. Without disturbing the remains, DelDOT prepared new concrete footings on which a new brick mausoleum/base was constructed to support a restored capstone. The red brick wall is backed with solid blocks to establish a masonry wall of 6’ 6” long by 3’ 6” wide by 20” high.

New wayside on the Jack Markel Rail Trail in New Castle

Thomas Ogle's restored gravesite commemorates the Ogletown area and the Ogle family influence, but is poorly maintained with no visible emphasis on history, place making and public access. Citing highway safety, no parking of any kind was installed from the SR4/Salem Church intersection. However, the East Coast Greenway (ECG) is a shared-use pathway (SUP) facility along SR4 that passes approx 50 yards' from the gravesite. The ECG connects to the Ogletown Baptist Church (OBC) via a 4' wide, 500' long asphalt sliver of what was formerly Red Mill Road. With no maintenance to speak of, mother nature (the elements) is reclaiming both of these facilities along with the gravesite. It should be noted that OBC greatly expanded its car parking lot since the idea of public access was last revisited in the 1990s. This lot is grossly underutilized except on Sunday mornings, and today serves as defacto gravesite car parking. Either the OBC or DelDOT needs to repave the 4' Red Mill asphalt out to 8' (according to MUTCD guidelines), and the ECG similarly repaved in an inviting manner that includes a spur pathway, bike parking and kiosk immediately adjacent to the gravesite.

Originally a cross-roads, farming and gathering community, Thomas Ogle and Ogle family generations have lived in the Area for over 250 years. A writer for the Wilmington News Journal in 1998 said it well: “Thomas Ogle’s grave is the last vestige of a town that was founded before the American Revolution and has been virtually under siege ever since”. Large office buildings, condos, apartments, sub-divisions, shopping centers, highways and streets have long since replaced the pastoral setting of Thomas’ days.

Statement of Significance:

Thomas Ogle, (born 1705 in DE, died 23 Dec. 1771 in New Castle Co., DE) was a grandson of the soldier/immigrant John Ogle, (born 1648/49 – died 1684) who came from England with the Richard Nicolls’ Expedition in 1664 and was possibly the first Ogle in the Americas. Thomas became a wealthy and influential businessman and planter in New Castle County, DE. His various businesses, large land holdings and community influence led to the sizable area around his home being named Ogle Town (later Ogletown) sometime before 1762. The stately house, which Thomas operated as an Inn, survived for 216 years. Thomas was buried near the historic house and a reasonable distance from the then narrow, dirt roads that formed the crossroad.

Thomas Ogle’s various businesses, large land holdings and community influence led to the sizable area around his home being named Ogle Town (later Ogletown) sometime before 1762. The stately house, which Thomas also operated as an Inn, survived for 216 years. Thomas was buried near the historic house and a reasonable distance from the then narrow dirt roads that formed the crossroads.

Respectfully Submitted by:
Kenneth M. Ogle, President, Ogle/Ogles Family Association, Inc.
Francis Warnock & Angela Connolly, OgletownResilience.org, 1stBikes.org

Above: Bicycling to Thomas Ogle's tomb in Spring of 2016. The site appears somewhat maintained as little as 5 years ago. Today, a quarter millennium since his death, it has nearly disappeared under tree overgrowth.

Also see: Abandoned and forgotten: Thomas Ogle, 1705-1771

Our Comments on the Churchmans Crossing Plan

Project boundary (click to enlarge)

Greetings, Wilmapco. Please add our comments below to the Churchmans Crossing Plan, before the Sept 2021 deadline. Upon generations of failed elected leadership, and climate catastrophe now looming, the need to facilitate active and green transport modes could not be more dire. Thank you very much.

In no particular order:

• The project scope contains several bi-directional MUP facilities (Multi-User Pathways) that were built decades ago. Along SR4 and SR58 is the East Coast Greenway (ECG). These need to be improved and/or rehabbed using best design & engineering guidance (APBP/NACTO compliance) esp where crossing through intersections.
• Where MUP facilities exist, or will be added, these should never go off-alignment with acute zig-zagging through intersections via narrow sidewalks; MUPs should maintain their full width (min. 8' wide asphalt, buffered where possible) and continue in parallel to the road they are on, including through radial turns. Look to DelDOT's "SR299, SR1 to Catherine Street Project (pdf)" as a good example, or APBP/NACTO guidelines.
• An 8' asphalt MUP facility should replace the narrow sidewalk on SR58/Churchmans Rd from just east of Christiana Hospital to at least Cavaliers, and include a marked, button actuated crosswalk (of equal width) under SR7/1. A MUP currently exists along the Christiana Hospital property, and there is a well designed bike-ped bridge over I95 further east on SR58 as you approach Cavaliers. These should all be connected in one contiguous 8' bi-directional facility, as an improvement to the ECG.
• Upgrade/improve/rehab the following MUP connectors using best design & engineering guidance (APBP/NACTO compliance):
  => East Coast Greenway within project scope
  => Lisbeth Rd to Brennen School parking lot
  => Old Ogletown Rd to SR4-Salem Church Jct
  => Prides Crossing to SR4 MUP/ECG
  => E. Cherokee Dr to Johnson Rd
  => SR4 MUP/ECG continuity at Augusta
• Convert abandoned roads into MUPs:
  => Old Harmony Rd from north of Greenridge Rd to Old Capitol Trail
  => S. Wakefield thru Leathermans Run

• 

  Dearth of parks: Streets used as ball courts
  

  A park that includes ball courts, walking & biking paths, benches and other forms of place and destination-making is desperately needed for Harmony Woods and the region in general.
  
• Add a shoulder bike lane on Salem Church Rd between I95 and Old Baltimore Pike, on what is technically "Bike Route 1". Cars and trucks cannot safely pass cyclists here without entering the opposing lane, and road rage commonly ensues.
  
• Reduce the speed limit on SR4 from 50 mph to 40 mph, and 35 mph in school zones: DE Deaf-Blind, Kirk MS. Several speed studies over the years have shown rampant speeding along this corridor, in access of 57 avg mph. Investigate the use of traffic calming measures such as median vegetation plantings, signage, and other means to protect the children from these schools, as well as the surrounding neighborhoods. They often cross SR4 at Augusta, going to and from 7/11 for snacks. Reducing the speed limit cannot be emphasized enough. Delaware is now ranked #1 deadliest State in the nation for biking, and near #1 for walking, largely due to abject failure in this regard.
• Recognize and honor the passing of Thomas Ogle, founder of Ogletown, who died exactly 250 years ago on 12/23/1771. This should include a spur pathway connector from the existing SR4 MUP aka ECG, along with a historical wayside and some bike parking (as seen at regular intervals along, e.g. the Markell Trail/Indus Track). This article in Delaware on-line from 2015 highlights that very need, which went ignored.

• 

  Typical "goat path" from the ECG in S. Newark
  

  Reduce neighborhood street speed limits from 25 to 20 mph, led by a "20 is Plenty" safety campaign or similar. Cost estimate HERE.
• Assess, formalize and convert all "goat path" connections into MUPs. These are commonly visible coming off existing MUPs, usually connecting to adjacent shopping centers and strip malls. These occur when numerous people walk or bike across grass that eventually erodes and forms its own trail. These should be upgraded to pathways.

Please advise how we may track our comments through the process, to verify if they are being considered for implementation or not. Thank you for listening.

SIGNED: Angela Connolly and Frank Warnock

Where is Bike Delaware on these top 5 action items?

One of numerous "goat paths" in New Castle County. Without the State's

advocacy org working with DelDOT on pathway connections between
neighborhoods and commerce, foot traffic will make their own.

A frequent question we receive at 1st State Bikes is this: What exactly is Bike Delaware doing in the interest of bicycle & pedestrian safety? What are they actually doing to advocate for local access to pathways, connectors, and regional parks in order that folks can stay out of harms way -- not just for bike/ped transportation but for recreation as well? They did advocate for some local spur trails to connect a few high profile projects, such as the Jack Markell Trail in New Castle. Beyond that, it is very difficult to quantify any efforts they are making. There is virtually no organizational transparency, nothing to the effect on their web platforms, and countless opportunities have come and gone without their support or involvement. If anything, they have a history of undermining the advocacy efforts of others, that could have brought sweeping reforms e.g. the updating of the vehicle code for pedestrians.

In no particular order, here are 5 badly needed action items that Bike Delaware -- along with State and County legislators -- could and SHOULD be working on right now:

Update Delaware's vehicle code for modern times, commensurate with other progressive States

Delaware consistently ranks in the top 5 most deadly States to walk in, even taking #1 just a few years ago. An overhaul (pdf) of Delaware's vehicle code for walking was completed 4 years ago in bill form. The draft "Pedestrian Bill" was modeled after other progressive States such as WA, MA, OR, etc. It brought Delaware's code up to date with our built environment and modern times. As it stands now, Delaware's code is overwhelmingly car-centric, placing the onus squarely on pedestrians not to get killed. It actually requires a person to be in a crosswalk before a yield is legally required, whereas other States require simple intent to cross. In other words, you could stand at the curb waiting for all eternity, because motorists are legally permitted to continue (at speed) through crosswalks unless you physically place your body out there - in harms way.

Other issues with Delaware's current pedestrian code include dispensation for soliciting just prior to Father's Day which has no relevance today. Meanwhile, the State's death and injury rate -- consistently ranking top 5 per-capita in the U.S. -- continues unabated. The legal system targets pedestrians, holding motorists blameless in virtually every case. Routine patterns such as smart phone use, speeding, and aggressive driving are never cited, though most drivers engage in it. Updating the language would be a monumental step in the right direction, helping to provide a sensible basis for education and enforcement and to give pedestrians the confidence they need to use proper facilities where available. (NOTE: Bike Delaware actually quashed Advocate's attempts at a bill to update the vehicle code to increase safety and priority of pedestrian travel. You can view the updated code in pdf here).

Fight that everyone has local access to their own regional park(s)

According to Nemours and the CDC: Comprehensive recommendations for reducing the prevalence of obesity identified improving access to outdoor recreational facilities as a key strategy for creating safe communities that support physical activity. A comprehensive review of more than 100 studies supports the CDC’s recommendation. The review found that time spent outdoors and access to recreation facilities and programs near their homes correlated positively with increased physical activity among children and adolescents. Additionally, the economic benefits are critical to community health and wellbeing.

In the corrupt defeat of regional park Advocates in Ogletown-S. Newark, losing the last significant open space on the entire Rt.4 corridor suitable for such a purpose had serious implications for biking in the region. Gone forever is a bicycle-friendly destination, key trails and/or pathways connections between several existing developments, local place-making and an enhanced quality of life. Now being paved over with hundreds of unneeded homes, thousands of residents are forever condemned to racking up and driving their bikes (or sneakers, if walking or running) 15-20 minutes, either to Glasgow or Pike Creek if they wish to enjoy such a facility. This contradicts Gov Ruth Ann Minner's Livable DE and Bike Delaware's Trails & Pathways initiatives, among others. (NOTE: Bike Delaware is not on record anywhere, at any time (since their incorporation) as having supported open space acquisition and preservation. If anything, the record shows that they prioritize development, even when an entire region will lose its last park opportunity forever).

Advocate for a "20 IS PLENTY" campaign or similar

One of the most popular advocacy campaigns in the world is 20 Is Plenty. Without question, Bike Delaware should be at the forefront and leading this effort for their State. We asked Senator John "Jack" Walsh (D: Dist 9) to explore the possibility of such a campaign based on chronic speeding in Harmony Woods in Ogletown. DelDOT is unwilling to implement speed humps due to flawed and/or inadequate speed study data using the 85th Percentile. Then the legislators cite constant demand (i.e. "everybody wants speed bumps") as a further problem. We received the following reply from Mr Walsh:

We have completed an initial review with DelDOT and received a relative cost estimate that would be necessary if we were to change the residential speed limit from 25 MPH to 20 MPH statewide. The estimate ranges from approximately $550,000 to $1.1M for the installation of 2 signs per development since we maintain 1,501 developments statewide. This type of effort would involve fabrication and installation of over 3,000 signs at a minimum. However, the estimate doesn’t account for 1) developments that have multiple access points or speed limit signs (some developments have as many as 4-5 access points, if not more). 2) Speed limit signs co-posted with radar speed signs within developments. 3) Roads within municipalities that are state or locally maintained, such as Wilmington, Newark, Dover, Rehoboth, Lewes, etc. We have also discussed these bills with our colleagues, and we will continue to do so over the next few months. For the reasons listed above, however, we are not confident that we would be able to move legislation you proposed forward at this time.

Demand min 8' wide asphalt bike paths instead of sidewalks where shoulder bike lanes do not exist

There are numerous projects (or potential projects) all around Delaware that present clear opportunities for dedicated bicycling infrastructure, adjacent to or outside the lanes of traffic. Of crucial importance is when there is no shoulder bike lane on a given road, and access can only be had by taking and controlling the lane of traffic -- often times at freeway speeds. An infamous example is SR72 (S. Chapel Street) that many bicyclists use as a bike path connection between Newark, S. Newark, Bear, and points south. Advocates fought for 17 long years to upgrade the deteriorated 6' of asphalt sidepath to a more formal 8' shared use or "cycle track" facility. DelDOT finally agreed to "rehab" the existing facility using the same failed design standards used in the 1980s when it was first built.

The Marrows Rd to Library Ave/SR72 phase of Newark's "Main Street Improvements" project is another example. Ironic that nobody -- not even WILMAPCO made a strong case (if any) that bicyclists cannot safely access buildings along this stretch, in particular the post office. But most disturbing was the absence of Bike Delaware, that they didn't care to address this gross deficiency with DelDOT during the planning of this project or at any time before construction began. Here was a prime opportunity to include bicycle access in the form of, e.g. an 8' asphalt sidepath or shared use facility instead of the lane with cars or a narrow sidewalk. Yet they didn't even publicize the project notification for this critical aspect, never mind the project itself (and this). Wilmapco was content to leave it in their Newark Bicycle Plan as something for "future study". It will now be 15-20 more years before another rehab/reconstruction opportunity might present itself.

Reform County Codes to better facilitate bicycling

While New Castle County does mandate bicycle parking with new construction, the most glaring deficiency in their Unified Development Code (UDC) involves the retrofitting or reconstruction of existing structures. Essentially, a building and its property is only bound by rules set forth on the day of its first recorded plan; more recent requirements -- including bicycle parking -- can be disqualified, unless the project expands the building by least 1,000 square feet.

In NCC, for an existing structure, multi-modal access and improvements are put squarely in the hands of the business or property owner. They can omit said access in favor of dozens of other choices, as long as it meets this "400% improvement" matrix, however that's determined. And the problem isn't just limited to reconstruction; missing code requirements are sometimes found on brand new buildings.

In short, this represents a major opportunity for Bike Delaware to advocate for change, by asking for bicycle facilities to be a required feature in all construction types. They should also spearhead a call or write-in campaign to encourage and assist bicyclists in their own efforts to attain bicycle parking or access where it is needed most, e.g. shopping malls and strips.

Also of note: NCC continues to use motor vehicle barrier types that include hanging chains or cables. These force bicyclists -- that are permitted -- into an inconvenient detour situation, which can be very dangerous. When it comes to keeping out cars, appropriately spaced bollards (one removable) perform the exact same function as a gate, yet allow non-motorized users to pass through safely as if nothing was there.

Summary: Though certainly not alone in this, Delaware's built environment is a microcosm of the death and carnage now accepted as "normal" in the U.S. -- normal by placing motor vehicle traffic at human scale. Currently, Delaware ranks as the #1 most deadly State for bicycling. The above five advocacy goals are just a few of the many outlined on this website over the last 7 years that could help turn things aground. As the self-proclaimed #1 bicycling and walking advocacy org for the State, it is incumbent upon Bike Delaware to act and to advocate for the best possible retrofits and improvements in THIS built environment, in all contexts. In other words, advocate to fix what we already have. Unfortunately, Bike Delaware's main focus is walkable-bikeable design with NEW housing developments and increasing builder's profit margins. Unless this changes, walking and bicycling as "safe, convenient and fun" will continue to flat line or even decline in Delaware.

Senator Jack Walsh obtains quotes for "20 is Plenty" in Delaware

Dear Senator Walsh,

In researching problems of speeding on neighborhood streets, there are Cities and States around the country that have come up with non-infrastructural solutions that quantifiably reduce speed. These involve flexibility in lowering speed limits by 5 (via unique signage and/or a campaign), or more effectively enforcing existing ones with better or more pronounced signage. Please review the following two PDFs of bills that were passed in 2 States: Washington and Oregon.

It has become clear that "everyone wants speed bumps"; that is the immediate answer anytime when asked for at a meeting. If so, then we have a serious problem in DE with speeding in residential areas. If a vocal resident is one of the lucky ones, the State sets out to measure 85th percentile, then they may issue a warrant if it exceeds 5 mph. Apparently, these asks are frequent, and costs high for installing speed bumps. And many are rejected even if there is a demonstrable speeding problem as in the case of Medley Drive.

As your constituent, would you consider writing a bill, perhaps combining the best of the two above, gather some co-sponsors and bring it to the floor for a vote? It may be tabled, or not pass the first time, but after repeated attempts, it might. Then, DelDOT would be free to try other calming means, e.g. signage, that is far less expensive than speed bumps, and could save lots of money and asphalt. We will attach a couple examples of such signs.

As an annual top-5 most deadly State in the U.S. for walking, we ask that you (and/or your Colleague Rep Bentz) consider writing and introducing such a bill, and if you will not, please explain why. Here is some additional reading on the subject (here and here).

Thank you very much, and we look forward to your reply.

Frank Warnock & Angela Connolly
www.ogletownresilience.org
---

Senator Jack Walsh responds:

Good Afternoon Mr. Warnock,

Thanks again for sending us those bills. We have completed an initial review with DelDOT and received a relative cost estimate that would be necessary if we were to change the residential speed limit from 25 MPH to 20 MPH statewide. The estimate ranges from approximately $550,000 to $1.1M for the installation of 2 signs per development since we maintain 1,501 developments statewide. This type of effort would involve fabrication and installation of over 3,000 signs at a minimum. However, the estimate doesn’t account for:

• Developments that have multiple access points or speed limit signs (some developments have as many as 4-5 access points, if not more).
• Speed limit signs co-posted with radar speed signs within developments.
• Roads within municipalities that are state or locally maintained, such as Wilmington, Newark, Dover, Rehoboth, Lewes, etc.

We have also discussed these bills with our colleagues, and we will continue to do so over the next few months. For the reasons listed above, however, we are not confident that we would be able to move legislation you proposed forward at this time.

However, we have asked for an estimate for a radar signs to be installed on Medley Dr. This will show drivers how fast they are going along with displaying the speed limit. We will review once receiving the estimate.

Have a nice day,

Jack J Walsh
State Senator 9th District
O: 302-744-4163
C: 302-660-6295

Editors note: Why isn't Bike Delaware working on this? Unfortunately, their record suggests they won't, given other priorities.

Senator Bryan Townsend (a time capsule)

Introducing bryan-townsend.com, an all new web page that will serve as an on-line environment and quality of life time capsule for Senator Bryan Townsend (Delaware's District 11). Here, you can follow the ascension of the State's most prolific con-artist, as he makes his way to the top of the political dung heap, en-route to State Governor or a U.S. Congressional Seat. Already in his young career (38 years old), Mr Townsend has destroyed former Gov Russell Peterson's legacy by selling out Delaware's Coastal Zone to industry. He also refused to champion saving open space and critical habitat area (for both humans and wildlife) right in his own district. He, along with Rep Ed Osienski, denied Ogletown-S. Newark its last chance for its own regional park with open fields and a complete Trails & Pathways network already in place. That he posts articles on social media about the environmental crisis we now face only serves as a mask for his bought and paid-for agenda.

Help us spread the word; please share our posts around the Internet, including on social media, as you see fit.

SR896/I95 Intersection Project Page

The public workshop for the Route 896 (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.

CRITICAL Workshop: I-95 and SR 896 Interchange Project

Public Workshop

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.

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

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

SR 273 & Red Mill Road Intersection Workshop

Complete Streets coming to the SR 273 and Red Mill Road Connector? Citizen participation at the project workshop is strongly encouraged.

Where: Christiana High School Cafeteria, 190 Salem Church Road (corner of Chapman Rd) in Ogletown.

When: Tuesday October 24, 2017, from 4:00 PM to 7:00 PM

The Delaware Department of Transportation (DelDOT) is holding a Public Workshop to obtain comments from surrounding residents and the general public for intersection improvements at the intersection of SR 273 and Red Mill Road. Please click on the link above for full details.

Pedestrians, bicyclists, the handicapped, and motorists are strongly encouraged to attend. The current intersection design has multiple safety issues, including the lack of pathway facilities up to SR 273. A crosswalk and bike lane were narrowly retrofitted a few years ago, thanks to Senator Karen Peterson. This project page says it includes the addition of sidewalks that should safely connect Harmony Woods and Liberty Square Apts to said crosswalk. An email from the project engineer did confirm that bike lanes are also included, and thus the Complete Streets Policy being adhered to.

The intersection is a key connection in the on-road Wlmington to Newark bike route, as well as for bicycle commuters piecing together neighborhoods and side streets to avoid arterial roads. Please show up and let DelDOT know what you would like to see included in this project. If you cannot attend, please submit comments to dotpr@state.de.us using the title of this post as the subject line. Safety and fluidity for all is at the forefront!

The above video showcases riding through the intersection from Old Ogletown Road. We hope that DelDOT engineers take note at :42, and that foot and pedal traffic is frequently seen out there.

Eloy Sandoval-Mateoz waits to cross SR 273 from Red Mill Road before the addition of bike lanes and a crosswalk. He was killed in July 2014 by a reckless driver at the next intersection to the west, Ruthar Drive.

2018 Pave & Rehab list available for comment

As always, we continue to monitor Rave & Rehab projects for opportunities to improve multi-modal safety. Not long ago, we asked for and succeeded in getting bike pocket lanes on Elkton Rd (between Newark and the MD line) with an interim project. We continue to ask for shared right turn-only lane treatments on roads such as Route 72/Sunset Lake Rd south of Newark, and believe DelDOT will come through for us next time it is resurfaced. Each year, more and more opportunities arise, within the confines of what can be achieved with a basic Pave & Rehab project (beyond that, it becomes capital reconstruction) and re-striping. It is up to road safety advocates to take the lead on this, since Delaware's LAB sanctioned advocacy org has never once taken an interest.

According to Mark Luszcz, our Chief Traffic Engineer, DelDOT is closely aligned with the Federal Highway Department's recommendations as found in the manual Incorporating on-road bicycle facilities and safety treatments during repave/rehab projects. It is by far the most bang for the buck, as roads and shoulders are re-striped regardless. Combined with a Pave & Rehab project, it comes out much less expensive because a little added paint is the primary cost. On the other hand, bike paths cost vastly more to build and maintain. In an October 2013 article, we revealed the spending of nearly $2M to complete a 1/4 mile section of the Northern Delaware Greenway along Talley Road. A protected bike lane could have served a similar purpose at a small fraction of the cost.

As a bicyclist in the built environment, and follower of 1st State Bikes, you are invited to browse over DelDOT's list of upcoming (2018) Pave & Rehab projects. Please comment on any roads (or stretch of road or intersection) that you are familiar with, and could be safety enhanced. Send your input directly to DelDOT's Bicycle Coordinator at: John.Fiori@state.de.us

Visit the FHWA Program Page for full information

Newark's Main Street Rehabilitation Workshop set for 8/15 at 7pm

Project Overview:
The scope of work for this project includes the replacement of the existing bituminous concrete pavement, pcc curb, sidewalk, drainage improvements, signal upgrades, curb extensions, pavement markings and signage. Visit the workshop page HERE for location and further details.

What a disappointment that advocates aren't pushing for this. We discussed the possibility with DelDOT's Mark Luszcz, Chief P.E. in Dec. 2016, and found that it basically requires the City getting on board with it, at least with a proposal.

An attractive and livable downtown for Newark will stay an impossible dream until traffic is sharply reduced (one lane, with serious bike lanes and sidewalks) or eliminated from Main Street. The congestion, noise, fumes, etc is oppressive, to say the least. This project won't change that. The City needs to reconfigure its traffic pattern to allow Main Street -- or at least a good stretch of it (i.e. Tyre to Academy) -- to close to motor traffic. It could become one of a growing number of Pedestrian Malls in the U.S.

Since everyone knows that this level of change -- one that would actually reduce motor vehicles on Main Street -- is too progressive for Newark, everything else must be considered. Treatments like a green sharrow lane will at least help bicycle (and indirectly, pedestrian) safety, and wonderfully compliment other traffic calming measures.

Most of the cars in downtown Newark are University of Delaware students that live nearby (within easy walking/biking distance) and out of town cruisers checking out the "scenery". What a waste. So many other cities are transforming their Main Streets now (Charlottesville VA, Cumberland MD to name a few) in favor of non-motorized traffic. Sad that Newark can't take lessons from them.