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.
We reviewed the updated vehicle code resulting from the passage of HB-185 (Bicycle-Friendly Delaware Act), found in DE Title 21, Chapter 41, Section 4116. Missing is any reference to safe passing distance of bicyclists unless being overtaken by a vehicle in the same lane, assuming it is wide enough to safely share. Riding within shoulders and/or bike lanes is not accounted for, which are very common and count as a lane in their own right.
A Newark commuter enforces the 3' passing law - with a shovel.
The original vehicle code wasn't the clearest either, but it could have been construed that motorists are to move out at least 3' regardless. By not including shoulders and/or bike lanes, Bike Delaware failed to cement these as applicable; therefore, you are not covered under the safe passing law because you are in your own lane of travel. Motorists who overtake while straddling the white line -- common, often deliberate -- are permitted to do so as long as keeping to their own lane. In a 4' bike lane, for example, the bicyclist's footprint can occupy as much as 3' elbow to elbow. For a motorist with a tire on the white line, this would leave a foot or less passing clearance. This is especially terrifying in high speed conditions.
As we already discussed in previous articles, HB-185 did include some long overdue updates to the vehicle code, and we applaud the hard work that went into that. Unfortunately, what could have been a great bill ended up fair, and somewhat hurting past progress as seen here. The bill also came up short by failing to include any anti-harassment language, except a ban on frivolous honking, as we discussed in this analysis.
This is what to expect when you have a LAB sanctioned State organization whose approach to advocacy lacks pragmatism and balance. Their inner sanctum only recognizes total separation from traffic -or- total integration with cars, and nothing in-between. As a result, they do not support on-road bicycling infrastructure, but at the same time, believe it is they -- and only they -- that represent the interests of bicyclists in the State of Delaware. Because of this, they would never think to engage the wider bicycling community for input. Had they done so, we might not be faced with this predicament.
Conclusion: We'll again repeat that, as a non-profit organization, Bike Delaware must become more open and transparent. Nobody knows what they are doing until it is already in motion. It's time for them to lift the veil of secrecy, and put their projects out to comment among the broader bicycling community. Most would agree, for example, that upping the law to a 4' passing distance anywhere a bicyclist is encountered would suffice. Lane changes could still be required with narrow or multiple lane configurations, and an anti-harassment component could have been included. Let's hope that any efforts to amend the bill, or further update the vehicle code is carried out in a more open and accessible manner.
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
A big tip of the helmet to Mark Luszcz, Chief P.E., and his Team at DelDOT Traffic for working with Advocates in pioneering the shared right turn-only lane treatment. It is the opinion of 1st State Bikes that, if Bicycle-Friendly State rankings were based on DOT responsiveness alone, Delaware would top the list.
The design, testing, and implementation of this basic yet anxiously awaited treatment exemplified Advocates working alongside DelDOT to improve safety in the built environment. The boards below, displayed on easels at their Innovation Fair, capsulized the effort to attendees, which included these quotes:
"For virtually no added cost beyond a little extra paint, bicyclists (and e-bikes, and even mopeds) are now encouraged to ride in the most optimal position where visibility (and thus safety) is concerned. Few things can improve arterial roads for multi-modal safety, but adapting road shoulders to bike lanes and sharing right turn-only lanes does improve awareness and respect. It validates bicyclists as legitimate road users by defining a continuous lane that accounts for the laws of movement. It's a win-win for all road users, and has become the envy of other State's advocacy organizations that can only wish their DOT was this creative and forward thinking. A big tip of the helmet to Mark Luszcz and his Traffic Dept from bicyclists statewide." ~Frank Warnock, Chair, 1st State Bikes
"Although it is fortunate that many of Delaware’s arterial roads have a shoulder, before the shared bicycle/right turn only lane and accompanying legislation, cyclists were legally required to merge into high speed traffic at intersections with a right turn only lane. Cyclists now have a choice: they have the on road facilities and the legal right to maintain a continuous and predictable line of motion outside of the lanes of high speed traffic. This adds to comfort and safety for many of us cyclists, and is greatly appreciated." ~Amy Wilburn, Past Chair, Delaware Bicycle Council
"Good decision on the road markings ... this will increase vehicle awareness of bikes on the roadway ... and add clarity to the new law." ~Fred Tarburton, Citizen Advocate
Though Advocates still diverge with DelDOT on some issues, it has been a superb working relationship, especially since Complete Streets was enacted. It's also important to note that it's not always a one-way street; Advocates have a history of helping DelDOT when it comes to efficiency and streamlining. This includes improving W-11 warning signage, reducing "share the road" sign clutter in favor of a more targeted approach, and helping revise their sweeping program to focus on areas most prone to debris.
Thank you DelDOT for featuring this project and we look forward to many more in the future!
John Allen penned a wonderful piece back in 2013, explaining why the use of a right turn-only lane (RTOL) as a through lane for bicycles does not have to violate the rules of movement in most cases. Excerpts:
Installations formalizing this [shared RTOL] treatment have been made in a number of places in the USA. It is accepted under the Manual on Uniform Traffic Control Devices if shared-lane markings are used, though state laws generally still do not allow it… Most importantly though, treating a right-turn lane as a dual-destination lane when it is empty, or lightly-used, or carrying slow traffic while the through lane is blocked, and riding at its center or left side does not violate the rule of destination positioning and does not lead the cyclist into a conflict. I yield when entering the lane (if there is any vehicle to yield to) and I never place myself to the right of right-turning traffic. I have never gotten into a hazardous situation by doing this. I must anticipate that a driver waiting in line in the through lane to the left may decide instead to turn right and enter the right-turn lane late. This is the same concern as when overtaking any line of stopped traffic, and the countermeasure is the same; stay far enough away from the stopped traffic to be able to avoid a merging vehicle. In my opinion, the assertion that a cyclist should never ride centered or left in a right-turn lane when proceeding straight across an intersection is rigid, legalistic, and impractical. But on the other hand, it doesn’t make sense everywhere, either as an informal practice or a standard treatment. That is why, in my opinion, a standard is needed to establish where it may be formalized, and education is needed, as always, so cyclists will be able to judge when it is advisable or inadvisable.
Examples of shared right turn-only lanes being installed by DelDOT
This was the very platform that 1st State Bikes advocates used in convincing DelDOT that a shared RTOL/bike through lane treatment made sense. The project ran from 2011-2016 and has now resulted in a RTOL design that accommodates bicyclists and encourages safe positioning relative to turning traffic. And it comes at only the cost of a few extra man hours and a little added paint with each pave & rehab project. Delaware bicyclists are also covered under SB-120, a bill that was passed in 2012 to legalize the use of RTOLs in this manner. With everything in place, what we see now is continuous shoulders and/or bike lanes with "mixing zones" (a painted symbol and broken taper line) in advance of intersections. Depending on the conditions, the bicyclist can take the through lane, or legally choose to continue up the middle or left side of the RTOL to continue straight.
This design is becoming the new normal on Delaware's primary roads, so why are we posting this now? Nationally, John Allen is a renowned advocate for bicyclists’ rights as participants in vehicular traffic. He is looked to and admired by the "Bicycle Driving" movement and those who advocate alongside the American Bicyclist Education Association (ABEA). Yet, John is pragmatic when it comes to dedicated bicycling facilities, gauging their safety and his approval by whether or not they adhere to the laws of movement. The above mentioned DelDOT project and treatment does just that.
John adds (October 2017): A lane may serve more than one destination, while forbidding a destination to one or another category of vehicles. A lane where a truck route turns right, but other traffic may also proceed straight, is exactly the same in principle as a lane where all motor traffic must turn right but bicyclists may also proceed straight. Bicyclists must ride left or centered in the lane for this to work. A bicyclist who rides at the right side of the lane risks a right-hook collision – hence the shared-lane markings. And there must be a receiving lane at the far side of the intersection, so bicyclists do not merge inside the intersection.
A big tip of the helmet to John Allen for contributing to this article. We encourage you to visit John's website for a wealth of information on bicycling safety in the built environment!
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
Newark's Main Street is up for Pave & Rehab in 2017. Advocates have a historic opportunity to greatly improve bicycle safety and comfort downtown, if the City communicates to DelDOT their desire to participate in a national green lane experiment. DelDOT will not initiate this on their own; it will take the City, or the Newark Bicycle Committee, to spearhead the effort, with DelDOT in a supporting (and application) role. According to NACTO's website: . . . in 2009, the city of Long Beach received FHWA and CTCDC approval to
experiment with a shared lane marking that is set within a 5’ green
painted area at the midpoint of the roadway in the left-most and
right-most lanes. A study conducted as part of the experiment measured
a 100% increase in cyclists and an improvement in bicyclist lateral
position in the roadway.
It is important that cities participate in these studies, in order for new infrastructure concepts to be adopted into National and State manuals as standard treatments. For example, in 2007, Ithaca NY was among several cities that participated in the use of Sharrows, and having them included in the 2009 MUTCD for the first time.
Newark is moving forward with "Parkettes". It goes without saying that designating Main Street's right lane (clearly marked) for mixed use would only increase safety. Sitting outside within the confines of a parking space, immediately adjacent to passing traffic will be a leap of faith for most people in the current environment. Though uncommon, parkettes have been struck by cars.
It should also be noted that for many years, Newark officials (most notably Mayor Vance Funk) declared that they had a vision for a Main Street bike lane, even if it came at the expense of one side of car parking. Instead, we have businesses and city planners scrambling to add a parking garage.
Though it has been strictly outlawed, most UD students and locals that bike Newark simply refuse to ride in Main Street's right lane in its current configuration (sharrows only). Aggressive and distracted driving are among the top reasons cited, and that's not about to change anytime soon.
Conclusion: Though there would need a push, and some initial work involved, Newark has a unique opportunity to improve bicycle and (future) parkette safety on Main Street. They would encourage more folks to ride in the right lane where they belong. Mode share for non-motorized traffic would increase. The City would be participating in a national process to have shared green lane infrastructure nationally approved. They would be making due on their long promised Main Street bike lane, though a shared lane compromise (but one we could all embrace). It would be a great shame if Newark did not pursue this idea, and chose to commit this upcoming Pave & Rehab project with only Sharrows to show for it, for the duration of its life, which could be 15 years or more.
Seasons Greetings, Delaware Street Bicyclists, and Happy New Year 2017!
In the face of popular demand, it has been decided that we should add a post that reflects our ongoing bicycling and pedestrian (and more recently, land use) advocacy in the Greater Newark area since early 2015. It's been a busy and productive time! Here are the projects that we at 1st State BIKES have taken active leads on, along with an update on their status.
The Shared Right Turn-Only (RTO) Lane treatment is finally approved and being implemented. First was Limestone Rd through Pike Creek, followed by Kirkwood Hwy between Red Mill Rd and Saint James Church. The most recent is Route 4 between Newark and Stanton. These improvements are by no means a panacea, but they do increase safety and comfort for riders today that have no choice but to ride on arterial roads. They tell motorists to expect bicyclists on the roadway, and encourage respect and safer positioning when overtaking on the approach to intersections. Upon the request of advocates, DelDOT has agreed to use the treatment during pavement & rehabilitation projects, but also agreed to "retrofit" one existing corridor (not in need of repave) per year. Route 4 above was for 2016. You can read past posts giving a history of the shared RTO treatment HERE.
The Multi-Use Pathway running parallel to Route 72 (S. Chapel St) south from Newark will, apparently, be repaved/reconstructed sometime in 2017. We only learned of this recently from the Newark Bicycle Committee's newsletter "Mailbag". Since 2003, rehab of this facility between Route 4 and Old Baltimore Pike was my personal priority, as evidenced by continuous postings in this blog. It began with DelDOT's Bicycle Coordinator Dave Petroski, followed by Joe Cantalupo, and lastly Anthony Aglio. For whatever reason, the last - despite many years working closely together - didn't see it fit to inform us, assuming it's true.
We were caught completely off guard with a lane expansion project on eastbound Route 4, just east of Harmony Road in Ogletown. To the chagrin of motorists, thru-moving bicyclists must control of the inside of two RTO lanes before picking up the shoulder again east of Samoset Dr. A well designed parallel MUP was also included in the project, but cannot be reached without leaving the street and changing to a pedestrian. We continue to ask DelDOT to apply Sharrows in the inside RTO lane, or provide easy on/easy off ramp access to the MUP immediately east of Harmony Rd (at the onset of the outside RTO lane). As it stands now, this approx two block stretch is a bicyclist's worst nightmare.
Based on a DelDOT working group's recommendation, they are planning to go ahead with lane expansion (3 lanes in each direction between Otts Chapel and Christina Pkwy) for the Elkton Rd Reconstruction Project, Phase 2. This, in addition to double RTO lanes at Christina Pkway. We do not believe that bike/ped/quality of life advocates were fairly represented in the group. The project does include a parallel MUP and bike lanes, but we are opposing the added 3rd lane. We simply can't solve congestion problems by turning every road into a Route 13 and every intersection into a Hares Corner. That is what our future could hold if DelDOT continues on its current trajectory. There is also induced demand, but most damning is the fact that a significant amount of Elkton Rd traffic is from motorists evading the I95 toll. Projected demand out to 2030 supposedly calls for the added lanes, but we have strongly urged DelDOT - with Wilmapco in CC - not to spend the additional $5M added cost until studies have been conducted. We already know that the police stake out the area, and routinely prosecute commercial vehicles for toll evasion.
Last year, Delaware was #1 in the nation for per-capita pedestrian fatalities, and to that end, an attempt is underway to reform Delaware's vehicle code. Known as the "Pedestrian Bill", it would be modeled after other progressive States such as WA, MA, OR, etc, bringing it up to date with modern times. As ours stands now, the language is almost totally car-centric, placing most of the onus on pedestrians not to get killed. It actually requires peds to be in the crosswalk before a yield is legally required, whereas other States only require intent to cross as a trigger. There are other issues as well, including an antiquated reference to Father's Day somehow influencing the law's enforcement. An upgrade here would be a monumental step in the right direction, and give pedestrians the confidence they need to use proper crosswalks where available. As members and constituents of the NCC Civic League, we will be looking to them for its first endorsement. A huge tip of the helmet goes to Amy Wilburn for spearheading this effort.
1st State Bikes is working with the region's first Lidl grocery store (expected construction in 2018) to become the model for bike/ped/transit-friendliness. Angela Connolly proudly accepted a position in their Community Working Group as an active transportation advocate. Originally, the company had committed to maintaining 70% of the property (now a 3-hole golf course) as dedicated open space. That could drop to 50% if the company decides to include a coffee shop and/or bakery (think Panera) in tandem with the grocery store. But no less than 50% will be set aside regardless. Angela is working very hard to ensure that both have state of the art (apbp approved) bike parking, an outdoor cafe', and site pathways and other important features centered around community building and place-making. Do you live in the area? Have your say with this quick 5-question project survey. A tip of the helmet to Angela for taking this on, and pursuing only the best for current and future Ogletown residents!
We have repeatedly asked DelDOT to lower the speed limit on Route 4 through Ogletown. Currently, it is 50 mph, with many driving well in excess. Sympathetic to our cause, Senator Karen Peterson requested that a speed study be conducted and the corridor be re-evaluated from a safety standpoint. It was found that the average speed was 53 mph. Considering the stop and go nature of Route 4, it takes many folks far exceeding the speed limit to create said average, and it shows. Unfortunately, to the average person, 3 mph over doesn't sound so bad. Unfortunately, despite several schools - including one for the deaf (where students can be seen walking the a adjacent pathway and crosswalks) - and multiple intersections and retail centers rich with bike/ped activity, DelDOT refuses to budge on this one - not even a drop to 45 mph. At issue is the "85th Percentile" , a method used to determine speed limits that is actually based on the assumption that most motorists are law abiding citizens (good drivers).
A major housing development is planned for one of the last remaining significant tracts open space in the greater Newark area. Comprised largely of forests and wetlands - including a few vernal pools - clearing and paving over these natural areas will have major repercussions for threatened and endangered wildlife species. It will also add to existing flood problems, and substantially increase traffic in neighborhood communities and on Route 4. This will have serious
consequences for bike/ped/transit users as well. Our vision is for the State and New Castle County to buy most of the property and add it to the park system. To that end, we created the community Facebook page "Save Ogletown Pond", with nearly 800 genuine likes and dedicated followers. Progress is at a standstill for now, given the holidays, but we expect the good news to come sometime in early 2017 (we hope). A park here would be the region's first, possibly modeled after Glasgow Park with all its amenities (pathways, pavilions, courts, bike parking, etc).
November, two advocates from 1st State Bikes accepted positions on the Executive Board of the Coalition for Natural Stream Valleys. If you haven't already heard of this org, the CFNSV was the main advocacy force behind White Clay Creek SP, Middle Run Valley, the recently State acquired Deerfield Golf and Country club, etc. It consists of several legendary land use advocates, including Arabella Bianco, Richard DuPont and Donald Sharpe. The hope is to strengthen our alliances in the face of non-support from other bicycling-related orgs. We also see this as an opportunity to better position ourselves in the fight to Save Ogletown Pond (orphanage property). We already joined forces with the CFNSV back in April, in an unsuccessful attempt to have open space funding (originally legislated at $10M for farmland and $9M for open space) reinstated in the bond bill. We also worked hard to convince the Democratic Party to include open space as a plank in their campaign platform, and are still waiting for their decision. If led, please visit and like their Facebook page!
An opportunity to eliminate a dangerous crosswalk design with a pave & rehab project in Glasgow (across Route 896 at the jct of GBC Dr) appears to be lost. DART Bus Route 55 drops Siemens Healthcare transit commuters at a bus stop just north of the intersection. The existing crosswalk (to nowhere) crosses on the south side, and sees virtually no users because of the added time and steps involved. Rather than cross two legs of crosswalk and back again without one (3 legs total), commuters find it much simpler to run across 896 either from the bus stop or on the non-crosswalk side. Unfortunately, it wasn't until after the concrete was laid did we realize that no redesign was in the works. We informed both DelDOT and DART officials, and informed them of this rare opportunity to right a potentially deadly design flaw. DelDOT claims that they reached out to DART without a response, and DART claims no such actions were taken. It is not clear if DelDOT will consider moving the crosswalk to the north side - where it belongs - at this late stage of the rehab. We are still waiting for a formal decision one way or the other.
As always, we continue to monitor pave & rehab projects for opportunities to improve multi-modal safety. We asked for and won bike pocket lanes on Elkton Rd (between Newark and the MD line) with a recently completed interim repave project. We have asked for shared RTO treatments (first item above) on Route 72/Sunset Lake Rd south of Newark, and believe DelDOT will come through for us with a repaving next year. 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, in the face of refusal by our State's LAB sanctioned advocacy org.
Finally, it is critically important that we monitor all car-bicycle crashes, and rally to the cause of bicycle safety. Only this way can we make the Vulnerable Road Users law an established penalty by the court, and draw attention to the price we all pay for reckless, aggressive, and or distracted driving. Sadly, again, our State's nationally sanctioned (and hugely popular) advocacy org had this to say regarding a high profile case in 2015: "We will announce the sentencing dates for [name withheld]
but not actively promote "packing" the courtroom. Our position is that
it's up to each cyclist to decide about the value of them personally
attending".
"Packing the Courtroom" is a strategy that has been used with much success
elsewhere. Even a few cyclists helps, as it is unusual for people who did
not know a victim to attend hearings or write impact statements; the more the better. Yet, though said org was the lone recipient of memorial funds, they went on to ignore an advocate's request to post the date of the sentencing and encourage attendance (they also refused to support the 3' passing law PR campaign, but that's another story). This is unacceptable. The first thought should be getting bicyclists to the
courthouse that day, after having written even the simplest of impact statements beforehand. The following excerpt from Bicycling Magazine
makes an excellent case. Excerpt:
A lawyer named Oren Noah, one of the group's founding members,
proposed a campaign similar to one that had been waged five years
earlier in Marin County, after a rider named Cecily Krone—an
occupational therapist who worked with handicapped children—was killed
at 9:30 a.m. on a Sunday by a drunk driver searching for a cigarette.
Cyclists packed county courtrooms at every hearing related to the case,
and the driver was sentenced to six years in jail for vehicular
manslaughter. Noah now suggested that Sonoma cyclists follow that
example, not only to draw the attention of judges and the media, but
also to show the perpetrators themselves "that they killed humans with
friends and robbed from the community.... [and to] maintain the focus
where it should be: on the drunk killers"
That's all for now, folks. This article does not signify a return to regular blogging, however, occasional updates on the efforts listed above, or the addition of new ones may appear from time to time. And as always, we at 1st State BIKES will continue to advocate for safer facilities for all bicyclists and pedestrians, as well as advocating for land conservation/preservation and responsible land development where necessary. -FW-
Tuesday, March 17 was about as ordinary as one could expect riding into Newark via S. Main Street (formerly Elkton Road). But even with bike lanes, that still isn't enough for some motorists who simply detest those not driving being on 'their' road.
Not only is it sad beyond belief that bicyclists must endure this kind of harassment, it is also sad that the City and DelDOT planners saw fit to include 12' travel lanes in a 30 mph zone, in an up and coming "village-like" part of town. The result, as seen in the video above, is narrow bike lanes straddling long stretches of curb. Savvy bicyclists will ride near the white line, or even in the lane to avoid debris and keep a safe distance from curbs and pedestrians, as cars wiz by at induced speeds far exceeding the speed limit in most cases. For a very compelling argument on why 12' travel lanes are disastrous for safety, visit HERE.
A center turn lane further north - on the approach to Delaware Ave - is 16' wide. It comes at the expense of wider bike lanes, which is completely uncalled for in a 25 mph zone. One excuse offered by Wilmapco was that transit routes require 12' lanes, due to the possibility of sideswipe collisions with buses. No evidence has been found to substantiate this claim. In fact, it is not uncommon to find 10'-11' lanes in other U.S. cities that provide bus service.
Where wide center turn lanes are concerned, today's DelDOT engineers are beginning to realize this absurdity, as evidenced by the upcoming Route 72 widening project. Having them reduced to 11', and thus adding a couple extra feet of bike lane was a major victory. This would not have happened without the intervention of a few dedicated road bicycling advocates, and a project engineer that was willing to consider non-motorized safety.
Unfortunately, today's offender will probably strike again; next time against someone a lot more skittish and not wearing hearing protection. Someone that might be startled, swerve, and possibly fall into the lane next to them (or on the curb). The Tag number is 965952. I will forward a link to this blog post to the Newark Police, in the hopes that they will follow up and ticket this motorist. But I'm not holding my breath, given such widespread lack of enforcement for even the most basic traffic violations, never mind where a bicyclist or pedestrian is concerned.
Most drivers are too stupid to realize the speed that an infuriated bicyclist can travel, especially in an urban environment. The motorist's tag number was easily captured further up the road, along Delaware Avenue.
On Wednesday, February 25, 1st State BIKES advocates attended DelDOT's public workshop for a "Diverging Diamond Interchange" on SR 72 (Wrangle Hill Road) where it crosses over Route 1. According to DelDOT, the goal of the workshop was to present improvements that address immediate automobile congestion and safety concerns.
The SR72/Route 1 interchange as it appears today, via satellite
There is no question that this innovative interchange design will provide improved traffic flow, congestion relief, and safety - for motorists. A most notable innovation is the channeling of all non-motorized traffic to a shared use pathway in the center median. How this channeling is achieved was the main focus of our comments. The design shown above and in the video below uses shared use pathways throughout the entire interchange, and that is what they were showcasing at the workshop. That, however, is unacceptable for most intermediate and advanced folks on bikes. Similar pathways that exist now in Delaware relegate bicyclists to pedestrians at intersections, side streets and driveways, with narrowing and acute zigzagging through channelizing islands. It is critical that those lobbying for active transportation at the State level, and those working for us as DOT planners and engineers realize that bicycles are vehicles. They require equal level of service when it comes to ease and continuity in the public right of way. Progress is being made, but getting Complete Streets implemented to its fullest and safest can still be an uphill battle.
It was not clear how many other bicyclists showed up at the workshop. When we arrived at 6:30 pm, it appeared that attendance was light. No other bicyclists were there with us at that time. Hopefully our presence and comments were enough to sway the project engineers to consider a design that also involves the use of bike lanes that lead up to the median pathway facility before feeding into it (and then away from it again). The engineers were very receptive and showed a true willingness to include our suggestions, and for that we are grateful.
Based on the recommendations of advocates, DelDOT will increase bicycle safety with the upcoming Route 72 widening project. Represented in the effort was the White Clay Bicycle Club, the Delaware Bicycle Council, and 1st State BIKES.
In an email today, Joe Hofstee, Project Engineer, had this to say:
I wanted to let you know that the Department is recommending modifying the design of SR72 to provide an eight foot shoulder, two feet of which will be comprised of the gutter pan. In addition we are recommending the incorporation of the two foot wide painted buffer between the travel lane and bike lane. Before these changes are incorporated into the project we will be soliciting the public for feedback. We will be sending out a letter to the residents in the area and those who have attended public workshops for the project next week. The public will have until March 31, 2015 to provide feedback. In April the Department will make an official announcement on the proposed changes to the project.
It is also important that bicyclists attend an upcoming DelDOT Workshop that involves the Route 1 interchange at Route 72. Advocates want to see the new bike lanes (included with the above project) continued across Route 13 and Route 1 to connect up with Route 9 into Delaware City. This important piece, however, is only in the proposal phase. Details of that workshop as follows:
Subject: SR 1 Interim Improvements Location:Leasure Elementary School, Gymnasium Date: February 25, 2015. Time: 4:30 PM to 7:30 PM. Project pageHERE.
Check out our original post on this project HERE, which includes the recommendations made.
The author, preparing to take a relaxed ride to Main Street
By Angela Connolly -- It was
with great interest that I watched this video, and read the article. I
was especially curious, as these roads are part of my regular ride to and
from Downtown Newark, and I ride them often. Even as a new cyclist,
several years ago, I was not terrified to ride on these roads - only
eager to learn from my mentors how to take my proper place on them. To
support the need for this cycle track, this video presents Ms. Jones's view of cycling these roads, and while I agree that they can
be challenging to ride, her behavior at times had me concerned.
For
myself, I have learned that in order to be safe, in Newark and anywhere
else, I must ride responsibly and predictably. To me, that
means cycling defensively, and anticipating different possibilities at
all times. That means slowing down at crosswalks, especially around the
busy University, or the Newark High School, and anticipating that I
might encounter pedestrians. Pedestrians approaching the crosswalk are
intending to cross, and must be yielded to. When sharrows are present, I
ride right down the middle of the lane, keeping myself visible and out
of the door zone. And when no sharrows are present, and I must take the
lane to get where I need to go, I behave predictably - I don't stay near the curb unless I am intending to turn right.
I don't hesitate or slow down in the bike lane when it is clear to move
ahead. That sends mixed signals - where will motorists think you are
going? Take your proper place on the road, and behave appropriately. And
tell yourself this, as I have many times, while motorists honk at me
and call me names - I am traffic. I belong here. It is my right to be in this lane. Put simply, if drivers are harassing and threatening bicyclists that are in the lane, the City and its police department are not doing their job (we already know that DMV - here and nationally - are not doing their jobs in terms of education and re-testing).
This isn't to say it's always easy. Is it always safe? No. And it's not always fun. But when cyclists don't claim their rightful place on the
roads, it sends a signal loud and clear that we are letting ourselves
continue to be treated as second class citizens, and not valid road
users. Whether we ride for recreation, transportation, or both, we have
the right to infrastructure that encourages us, not scares us. And that
includes on-road facilities as well as off road. And while I agree that
trails, pathways, and cycle tracks do have
a place in the overall network, they are only part of the solution.
I feel like, instead of promoting the proposed cycle track, this article and video made a better argument for education and enforcement, both for bicyclists and motorists. It was an eye-opener that made me look at my behavior, and the sometimes inappropriate behaviors of my fellow
cyclists, as seen in the video, who sometimes need to be educated, and
more importantly, encouraged to ride the roads. A cycle track won't cure those bad behaviors. The use of the word
"terrifying" to describe cycling on our LAB designated Bike Friendly
hometown newspaper's front page is discouraging, and inappropriate. And it undermines the positive efforts that the Newark Bicycle Committee, and other advocates, have put forth. Fear-mongering will discourage cyclists and keep them from cycling in
Newark until years pass and the cycle track might be built. This is Ms. Jones's experience, and it does not reflect all of our experiences.
Cyclists have been made to feel like they do not belong in traffic for
too long.
In summary, this proposed cycle track might be a good idea, but it won't immediately address the concerns of those who need to commute and navigate all of the areas of
Newark. Even if the cycle track is built, there will have to be
education
provided, so that those who ride it will do so properly, with the proper
etiquette. So in the meantime, as we anticipate Newark's first cycle
track, it's also important that bicyclists remain a steady and accepted presence on the road as well.
The author (not terrified) rides Delaware Avenue past S. Chapel Street in 2011. In its current condition, bicyclists need to have confidence and take the lane as needed, especially where the bike lane narrows across from the 7-11. Surface conditions also demand lane control, as cracks and holes from shifts in the asphalt present a safety hazard. Lane control is necessary on many roads in Newark, especially those with sub-standard or door zone bike lanes.
From the Newark Post-- Kirsten Jones is no stranger to the perilous Delaware Avenue bicycle lane.
The University of Delaware graduate student uses her bike as her primary means of travel around Newark and estimates she treks down Delaware Avenue at least five times a week.
In her daily travels on the road, she’s learned to be ready for anything: pedestrians stepping out into the street, cars abruptly turning in front of her, buses pulled over in her path and cars parked in the bike lane in front of Newark High School.
“Those are pretty standard experiences,” Jones said, noting that she knows several cyclists who have been in accidents on Delaware Avenue.
Recently, Jones strapped a camera on her bike to create a video documenting the obstacles cyclists face on Newark’s main west-to-east route. It was part of a study Jones did looking at the feasibility of building a two-way cycle track on Delaware Avenue. [Complete article ...]
Delaware Avenue at the S. Chapel Street intersection in 2010. A brand new "pork chop" (concrete) island was recently installed, nudging bicyclists much closer to the lane of traffic than before.
Poster's note: A cycle track segregates bicyclists from traffic. How they will safely negotiate intersections and other access points from within, that remains to be seen. Many advocates for education and enforcement oppose such facilities, because they reduce or eliminate the bicyclist's rights as a participant in vehicular traffic.
The University of Colorado Denver is conducting a study about bicyclist behavior. They request your participation in this survey, which will take about 10 or 15 minutes of your time. Your participation is completely voluntary. The results of the survey will be used for research and planning purposes, and your responses are confidential.
If you have any questions about this survey, please contact Dr. Wes Marshall (principal investigator) at 303.352.3741 or wesley.marshall@ucdenver.edu. If you have any questions for the Institutional Review Board at the University of Colorado Denver, they may be contacted at: (303) 724-1055 or COMIRB@ucdenver.edu.
Description of Survey:
This survey asks questions about your travel patterns and experiences as a bicyclist under various situations. The survey is part of a larger study intending to better understand our transportation system and what factors might correlate with different behavior patterns. [Visit the survey site for more ...]
Poster's note: A few years ago, we conducted our own survey in Delaware, and the results showed that bicyclists would be less inclined to break the law if properly designed bicycle facilities were provided. Check it out here, including a link to the actual survey results. Check out the results of a study conducted in Portland OR, showing a 94% compliance rate.
Surveys show overwhelming support for striping, signage, and other treatments that safely integrate bicycling with other road users. Properly designed, they should place the bicyclist in an optimal position against right turning vehicles, and never hug curbs or door zones. The above bike lane was added after the road was already striped for cars only; the erased taper lines can still be seen cutting across just ahead of the bicyclist in the picture.
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.
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.
Posted from Delaware Today's website -- Here are the first 25 picks for our 101 Reasons to Love the First State! What do you think? David Amado, Music Director of the Delaware Symphony Orchestra agrees that there is a lot to enjoy about the First State. "I love that Delaware is small enough to feel cozy and big enough to have great amenities. It’s wonderful to live in a place where everyone seems to know each other, and equally great to be in a place that boasts great live music, art, theater, dance, opera, museums, gardens, etc. It’s a special place snuggled in between busier, grimier worlds," Amado says.
Poster's note: Yes, we have lots of bike lanes compared to other states. But many are improperly designed, show up in pieces, fail to make connections, and/or terminate before intersections. With Bike Delaware's record against bike lanes as viable infrastructure, stay tuned to Delaware Bikes for all the latest news and information on how you can help us fill this crucial void in bicycle advocacy.
From the Chicago Metropolitan Agency for Planning -- Most studies concerned with the influence of on-street bike lanes on safety rely on crash data for evaluation, but a study from researchers at the University of Waterloo examined the lateral
separation (passing distance) between motorized vehicles and cyclists
when the motorized vehicles were passing the cyclist. The study, which
primarily focused on four-lane urban arterials with/without exclusive
bike lanes where the maximum posted speed limit was 50 km/h (31 mph),
finds that roadways with exclusive bike lanes result in greater
separation between bicyclists and motor vehicles, as compared to roads
with no bike lanes. In addition, unsafe passing maneuvers (defined as
passing distances of less than 1,000 mm, or 39 inches) were observed
less frequently on the facilities where exclusive bike lanes were
present. Furthermore, when bike lanes were not present, a much higher
proportion of vehicles passing cyclists move laterally (to their left)
and encroach upon the adjacent lane, resulting in higher number of
potential conflicts between motor vehicles on both two- and four-lane
facilities. [Visit the website ...]
Properly designed bike lanes like this one on Glasgow Ave in Glasgow make an excellent case. At least for this photo, all vehicles are seen moving well away from the bicyclist, providing far more than the required 3' of passing space.
Poster's notes: Not sure what the results would be here, where bike lanes are commonly found on arterial roads with speed limits in the 45-50 mph range.
Bike lanes can be controversial because many are poorly designed and fail to consider bicyclist's needs as participants in vehicular traffic. Often times, however, the opposite is true. Many bike lane treatments - like the above in Glasgow - are properly designed and find support among a large majority of Delaware bicyclists.
One example of an improperly designed bike lane is found on Red Lion Road/Route 71. If it was striped this way for cars, the solid white line would guide them into the woods.
