DelDOT's Ignorance of AASHTO Bicycle Facility Guidance

The typical DelDOT "shared use" curb cut, in clear violation of AASHTO guidance

2012 AASHTO Guide for the Development of Bicycle Facilities (pdf)

5.3.5 Other Intersection Treatments: Curb Ramps and Aprons
The opening of a shared use path at the roadway should be at least the same width as the shared use path itself. If a curb ramp is provided, the ramp should be the full width of the path, not including any side flares if utilized. The approach should provide a smooth and accessible transition between the path and the roadway.

AASHTO No-No: Sidewalks as "Bikeways", signed as such

DelDOT's Pavement & Rehabilitation section routinely installs as little as 4' wide ramps and island cut-throughs on bi-directional shared-use pathway (SUP) facilities. According to AASHTO guidance, this practice relegates these facilities to sidewalks. Perhaps nobody even notices this, after all, "why build good bike facilities, when nobody rides because of the lack of good facilities?" ~Barry Childress (Chair, Baltimore Spokes).

According to unnamed experts in the field, DelDOT's ignorance of AASHTO makes them responsible in the advent of an accident or crash. Further, the installation of signs indicating these are bikeways, when in fact bicycle equity and safety is gravely compromised should be an embarrassment to the Department. It also indicates just how involved the various advocacy orgs (DE Bicycle Council, DE Greenways, Bike DE, etc) are in "connecting everyone with a bicycle-friendly transportation network".

All of the $44M in RAISE funds granted to DE are going into two high profile projects that will fix none of the problems with Delaware's current bicycling infrastructure. Most of what we see now is in a state of disconnect and ruin, and will stay that way thanks to the above parties. Instead of developing design guidance for SUP width and alignment through stroad intersections, for example, and turning the countless "goat paths" in New Castle County into AASHTO-compliant pathways, every dollar goes to benefit a tiny minority.

The installation of grossly inadequate "multi-modal" infrastructure continues unabated in Delaware, and will guarantee that we remain a whopping ~0.02% bicycling modeshare. The State will continue as most dangerous in the U.S. for bicyclists and 2nd most deadly behind Florida. Oil-based transportation is the #1 source of AGW emissions, as our "leaders" in govt agencies and non-profits (most of whom never actually bike, or even walk apparently) make the decisions that seal this fate. Shame on all of them.

10' wide is reduced to 5' on the Linden Hill shared use pathway at Skyline Drive in Pike Creek

DelDOT: NO to Shared Zone signage on Creek Road

Creek Road on a recent winter's day

Sadly, DelDOT has denied Advocate's pleas for Shared Zone signage on Creek Road. Creek Road is a historic, narrow, 2-lane, unimproved rural route that extends from Newark through the White Clay Creek Valley. It is especially rich with pedestrian and bicycling activity just north of Newark, given University of Delaware's vast student population. It was abandoned for auto use starting about 0.8 miles south of Wedgewood Road, as much of the asphalt collapsed into the White Clay Creek, but enough width remains for dedicated trail use.

Creek Road is not actually a road; though rural, it qualifies as a Street and shared-use path (Pomeroy Trail) system. Upon our initial ask, Delaware State Parks eagerly embraced the idea and installed Shared Zone signs on DSP-managed roads open to automobiles. However, despite Creek Road having the highest mode-share by far, DelDOT wouldn't allow it. In a response from a DelDOT spokesperson:

DelDOT has implemented the low stress bikeway practices and designs. The Newark Bikeways signs was collaboration between Bike Newark, Wilmapco, Delaware Greenways, City of Newark and DelDOT. Traffic’s view is that this portion of Creek Rd is dedicated to highlight the low stress Newark Bikeway as far as signage is concerned. We don’t recommend any additional signage at this time. We can engage the City of Newark to see if they would like to include any in their limits along Creek Rd.

Traffic Studies also worked with Captain McDerby and Park Superintendent Lee with the posting of additional 25 mph speed limit signs. They stated it is a huge help with providing pedestrian, bike safety on this road for visitors entering White Clay Creek State Park.  

Sure, speed limit signs where before there were none helps. But DelDOT is citing the small, brown, relatively inconspicuous "Low Stress Bikeway" sign as adequate. We disagree, especially since bikes are the minority of  non-motorized users, and cars -- many speeding -- are expected to mix with majority walkers, hikers, runners etc.

Delaware is ranked the most dangerous State to bike in, and consistently ranks top 3 in pedestrian fatalities. As of March 1, 4 bicyclists have already been killed in Delaware. At this rate it'll be 24 for the year -- annihilating past (annual per-capita) totals of any State. To make matters worse, Delaware has no Statewide advocacy organization fighting in the interests of bike/ped safety.

If DelDOT is so mired in regulations that they cannot make this simple improvement, then they must develop, test and approve a similar custom sign for Delaware's MUTCD (traffic devices manual pdf). Advocates have offered to help, similar to the W11-1-DE project, but DelDOT has declined to answer.

When common sense is defied in such a manner, we cannot help but question the State's sincerity in terms of non-motorized encouragement and safety, climate mitigation and the greater good. Let's hope things change, and that DelDOT engineers and planners are given more autonomy to create safe streets environments.

Shared Zone implemented throughout White Clay Creek State Park -- except on Creek Road where it's needed most.

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

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

Image courtesy of the Public Workshop

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

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

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

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

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

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

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

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

Mark Luszcz, Chief P.E., DelDOT

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!

How can we "retrofit" the suburbs?

While Stevenage England has demonstrated that even the best of separated networks is no guarantee for "build it and they will come", multi-modal safety should still be top priority in any civilized society. The chance to enrich one's community, care for the environment, and live sustainably must be put in the hands of the people, regardless how they choose to travel. That is a moral imperative.

Again, relative to other States, DelDOT has made enormous strides in this area, in spite of a challenging budget. They know that, in spite of the numbers, many people do in fact bike for many different reasons -- not just transportation. They realize we have an indigent population whose only transportation is the bicycle. They know that many fitness and recreational clubs exist, and they sponsor rides whose only arena is the public roads. They understand that folks are out there now trying to consolidate trips and reduce or eliminate auto usage in favor of more Earth-friendly means of transport. Then there are the economic benefits that bicycling brings to the State, and its role in building local and regional economies. Governor Markell famously embraced bicycling, knowing full well that our future depends on making Delaware more attractive for education and commerce. Finally, there are the grim statistics that place Delaware as a consistent top 10 in bike/ped fatalities, and the dire need to improve safety.

Above: As a case study, we took this Google Earth snip of the 4 Seasons (north of Glasgow) region of New Castle County, and traced out a crude bicycle-friendly network. The area enjoys excellent proximity to retail, employment, schools, dining, trails, parkland, and has several low stress connections to these features. If we really wanted a test case for "retrofitting the suburbs" in Delaware, there may not be a better place to try it out at reasonable cost.

Regardless of what has been achieved in terms of road paint, signage, and a few pathways projects, DelDOT can't do it all. As mentioned previously, making bicycling attractive takes a holistic approach, all of which can be found in the 6 "Es" of advocacy. This includes getting New Castle County on board, and having a pragmatic and effective State advocacy organization that is willing to work within the built environment. Sadly, both are lacking at this time.

DelDOT moving ahead with progressive crosswalk signage

The R10-15, that includes both foot and peddle traffic

Advocates for pathway safety are feeling some solace after Bike Delaware's quashing of the pedestrian safety bill: DelDOT is moving forward with the testing of multi-modal yield signage at crosswalks.

It's bad enough that Delaware has an outdated and ambiguous pedestrian code. But to anyone reading it, bicycles are largely unaccounted for and misunderstood on pathway facilities of any kind. For example, if a crash were to occur while riding on a parallel (with the road) pathway, especially where it enters a crosswalk with apparent right of way, there is nothing in the vehicle code and no clear legal standards that apply. It will fall on the courts to determine fault, and in nearly every case, the motorist finds favor.

In any civilized society, laws typically provide that turning traffic must always yield to through traffic, regardless of which side the vehicle is on. Unfortunately, the typical right turn in Delaware is designed to maintain speed, usually with a radius curve and yield sign. The first leg of the crosswalk starts midway here, where it's brought perpendicular to what is normally and expected to be a parallel pathway. With this, motorists are lured into a sense of entitlement, thinking that it's only incumbent upon pathway users to yield to them.

The new R10-15 will certainly help. From the desk of DelDOT's Matt Buckley:  "... at Amy [Wilburn's] request, we're going to document the effectiveness of ​the following modified R10-15 sign at Rockland Rd/W Park Drive. If the before vs. after results are promising, then we will consider adding a similar sign in an addendum for SR72/Old Baltimore Pike. Theoretically, the supplemental plaque below a conventional YIELD sign should read TO EVERYONE; therefore, we're suggesting a tweaked version of the standard R10-15 sign"

In this example via Google Streetview, we see a MUP (multi-user pathway) traveling south in parallel with Route 72/Chapel St, until it reaches a radius right turn at Old Baltimore Pike. The zebra-striped crossing is brought somewhat perpendicular, making it appear instead as a  traditional crosswalk to motorists. Legally, the pathway facility and all legs of its crosswalk should be treated as parallel, requiring right turning cars to yield to users in the crosswalk (note: improved language in the Pedestrian Bill would have included simple intent to cross as reason to yield, whereas current language requires physically being in it).

An early step in the right direction: The standard yield sign with a "to pedestrians" blade is found on New Linden Hill Rd at Skyline Dr in Pike Creek.

A big tip of the helmet goes to DelDOT's Traffic Division for pursuing this progressive and long overdue bike-ped safety signage.

Confirmed: Alternative 3 for Elkton Road Reconstruction Project

In light of recent comments and 1st State Bikes advocacy, DelDOT has confirmed that the Elkton Road reconstruction/expansion project will be scaled back by nearly 2/3 to reflect actual needs. This number is derived from a reduction in added lanes between Otts Chapel Road and Route 4/896 (Christina Parkway).

Courtesy of Heather Dunigan, Wilmapco

The revision guarantees that only one additional lane will be added on the NE-bound side, to serve as an extended right turn-only lane. The SW-bound direction will maintain two through lanes similar to the existing design as we see it.

Latest excerpts from the Project Manager:
We have indeed moved forward with this change and are currently only proposing a 3rd through lane in the eastbound direction of Elkton Road from Otts Chapel to SR 4.

We are hoping to begin right-of-way acquisitions this Fall with the goal being to go to construction in the Spring of 2019.  Thanks for your interest in the project!

A huge tip of the helmet goes to Mark Tudor of DelDOT, for responding quickly and bringing our comments and concerns before the Project Team. Also Bryan Behrens, Project Manager, for his excellence in transparency and genuine consideration of public comments. Surely, other DelDOT folks contributed as well; a hat tip goes to everyone involved.

Runners and bicyclists are commonplace on Elkton Road between Newark and Maryland.

The view from the handlebars, thanks to Alex Soroka. Interim bike lanes were installed on Elkton Road prior to the latest Pave & Rehab (resurfacing).

WNJ: DelDOT turns to crowdsourcing to find best bike routes

Piecing together low stress roads is a major challenge in DE.

Featured in the Wilmington News Journal --  Transportation officials are seeking feedback from cyclists to find out where in Delaware the best bike routes are located and where barriers to safe cycling lie.

It is a crowdsourcing effort that will help the Delaware Department of Transportation formulate its statewide bicycle policy plan, officials said.

DelDOT this week published an interactive website online that allows cyclists to draw the location of a preferred bike route and label with a red exclamation mark any obstructions that lie along the path. Users can also view other cyclists' routes, and state whether they agree with listed barriers.

More than two dozen commenters posted notes on the map by Friday morning. Examples included a cyclist who pinned an obstruction on Hercules Road west of Wilmington, stating there is "NO SAFE WAY TO TRAVEL EITHER DIRECTION from RT 41 to Hercules Road."

A Lewes bike rider stated the "Junction & Breakwater Trail under the Freeman Highway overpass has no marking to separate bicycles from street traffic. Also Bikes traveling down hill Northbound on Trail have no warning going into blind corner."

Those kinds of comments will help DelDOT identify problems "and prioritize needs for bicycling, including connections for separated facilities," agency officials said in a statement.

The map will remain online until October. [Cont. Reading ...]

Poster's note: Very important that bicyclists participate in this.

Important: DelDOT Bicycle-Friendly Public Workshops

Don't forget to mark your calendar, and attend a DelDOT public workshop for bicycle-friendliness and safety in the First State!

• 4–7 pm, Feb. 22, Sussex County Council Chambers (2 The Circle, Georgetown)
• 4–7 pm, Feb. 27, Middletown HS Commons (120 Silver Lake Rd, Middletown)
• 4:30–7:30 pm, Feb. 28, Dover Public Library (35 East Loockerman St, Dover)
• 4–7 pm, March 1, Wilmington Public Library (10 East 10th St, Wilmington)

Balanced advocacy includes supporting on and off the road bicycle-specific infrastructure, as long as they are designed to best practices. Though we are seeing better quality as time goes by, it would be a serious mistake for advocates to assume equal level of service with vehicle drivers. Many are still being designed to relegate bicyclists to little more than wheeled pedestrians. Equal road rights and access cannot be ignored, because bicyclists will always depend on them for virtually every trip we make.

In any comments you make at these workshops, it is important to stress this fact. For example, a nearby bike path should never trump safety considerations on the roads they parallel. Failure here will lead to increased bullying from motorists, who see it as confirmation of "their" road given the nearby facility. In a worst case - as seen in some States now - the road itself may even go off limits to bicycling with mandatory use laws. Visit the workshop page HERE, and stand up for bicyclists as legitimate road users, facilities or no facilities. See you there!

DelDOT May Revise Elkton Road Reconstruction Plan

In light of recent comments, DelDOT may scale back the Elkton Road reconstruction/expansion project by nearly 2/3 to reflect actual needs. This number is derived from a reduction in added lanes between Otts Chapel Road and Route 4/896 (Christina Parkway).

Courtesy of Heather Dunigan, Wilmapco

The revision would ensure that only one additional lane will be added on the NE-bound side, to serve as an extended right turn-only lane. The SW-bound direction would maintain two through lanes similar to the existing design as we see it.

Excerpts from the Project Manager:
Based on the analysis, the alternative that could provide an effective alternative to the recommendations from the Planning study is the third option, which maintains two westbound lanes and adds a third eastbound lane from Otts Chapel Road that would end at the Route 4 intersection. With this option, the widening would be reduced in scope, but most importantly not sacrifice the needed safety improvement from Otts Chapel Road to Route 4.

We also recognize the comments that these improvements may facilitate toll evasion. Please note any roadway improvements in this part of Newark could be viewed as facilitating toll evasion; however, we feel limiting any capacity improvements to east of the Otts Chapel Road intersection should further minimize this potential issue.

We will post again on this project after a review of the updated drawings. We have also asked DelDOT to provide us the estimated cost savings over the original proposal. In the meantime, a tip of the helmet goes to Mark Tudor of DelDOT, for responding quickly and bringing our comments and concerns before the project team. Thanks so much, Mark!

DelDOT may spend millions to better accommodate I95 toll evasion

In 2005, the first public comments were gathered, and a DelDOT Working Group was assigned to select among three alternatives for the Elkton Road Reconstruction Project, Phase 2. They ultimately chose Alternative 2, the most invasive of the three, costing an additional $5M (in 2005 dollars). Among other "improvements", it includes double right turn-only lanes at Christina Parkway, and the lengthening of other dedicated turn lanes. Alternative 1, the least costly, came the closest to the original road footprint, maintaining 2 lanes in each direction.

For the record, we do not believe that bike/ped/quality of life advocates were fairly represented in this working group. All three alternatives do include a parallel pathway and bike lanes, and we are grateful for that. But we are unaware of any study data that might suggest how much of Elkton Road's current VMT (vehicle miles traveled) is the result of I95 toll evasion, and if Alternative 2 is justified.

We already know that our State Police officers are assigned to prosecuting commercial vehicles for toll evasion, using large black SUVs. It is a common sight to see, yet it is a foregone conclusion that probably most car and light truck drivers do the same to avoid paying the $4+ toll, especially if driving locally. For example, someone driving from Ogletown and points East will choose to stay on Route 4 to Elkton Road to get on I95, as opposed to using Route 896 and hitting the toll. For long haul or out of state travelers, there are even websites on how to easily circumvent.

Regardless of the toll problem, we simply can't solve congestion problems by turning our roads into a Route 13 and every intersection into a Hares Corner. Yet DelDOT is recommending a plan that will bring Elkton Road that much closer, with many more to come, and this will ultimately condemn us to 99% auto-dependency if they continue on this trajectory. Induced demand is another factor that DelDOT Planners and Engineers seriously need to consider when expanding roads and highways, but it is not clear how often they do. In the current mindset, the goal appears to be solving weight problems by adding more notches to the belt.

With this project, we may be about to spend millions of taxpayer dollars to better accommodate losing millions for our transportation coffers, which is a total travesty.

We will post further updates when we have them. In the interim, please direct your comments to Mark Tudor, Project Manager at dot-public-relations@state.de.us

Siemens Healthcare asks DelDOT to shore up commuter safety

For folks biking in the Ogletown-Glasgow area, Siemens Healthineers supports adding multi-modal safety provisions on key commuter routes. Several of their employees commute by bike, and the company recognizes the importance of reducing auto dependency.

The following letter was sent in March 2016, encouraging DelDOT to support bicycle safety and thus Green transportation alternatives. Siemens has also adopted Route 72 in the area of GBC Drive, performing annual litter patrols and cleanups. A big tip of the helmet goes to Jonathan Kroc and his Environmental Health and Safety Dept, for their wonderful stewardship on our behalf.

Note: Route 4 (Chestnut Hill Rd) has already been retrofitted with bike/shared lane treatments, and all of us hope that Route 72 (S. Chapel/Purgatory Swamp Rd) is scheduled for this year.

Who better appreciates DelDOT ... drivers or bicyclists?

Traffic . . . they don't care about us. Ya know, they want the pot holes fixed, yet, they want you out of their way. So . . . you have to deal with it.

Hopefully, DelDOT's crews understand that most of us in the bicycling advocacy community do appreciate their efforts to make our roads safer. Bicyclists even passed a bill that identifies roadside construction workers as vulnerable road users, adding additional penalties.

Here is just a sampling of the many instances where advocates heaped praise on DelDOT for their positive actions:

• First bicycle-friendly rumble strips spotted south of the C&D Canal
• New crosswalk and bike lane at key Ogletown intersection 
• Riders Rejoice: DelDOT's New Sweeping Plan Favors Hot Spots 
• Delaware Ave bike lane restored – thank you DelDOT 
• Recent Progress – Thank you DelDOT 
• Thank you, Cleon Cauley, DelDOT Interim Secretary 
• Help Bike Delaware thank our Legislators, DelDOT 
• Saint Georges Bridge Sweeping – A Letter of Thanks 
• An open letter to Carolann Wicks, DelDOT Secretary 
• DelDOT answers the call, adjusts Brownleaf loop detector

Technicians from DelDOT Traffic adjust a faulty detector at the intersection of Route 273/Brownleaf Road. The signal was not tripping for bicyclists, and was reported by Bike Delaware's then Vice President, Caroline Honse. (photo by Caroline Honse).

DelDOT's Bhatt leaving for Colorado agency

Sec. Bhatt, riding the Amish Country Tour in 2011

Delaware On-Line -- Transportation Secretary Shailen Bhatt is leaving Delaware after 31/2 years to head the Colorado Department of Transportation, starting in mid-February.

"I want to wrap up a revenue package for DelDOT before then. That's the biggest challenge," Bhatt said. "I want to ensure the transition is as seamless as it can be, and that I leave the agency in a good place."

Gov. Jack Markell said Monday afternoon he's nominating Division of Motor Vehicles Director Jennifer Cohan to succeed Bhatt at the top of the 2,800-employee agency, pending her confirmation by the state Senate.
Jennifer Cohan2.jpg

In recent years, Cohan managed nearly all of DelDOT's divisions during vacancies in senior posts, while still running the DMV. [Full article ...]

Poster's note:  We wish Shailen and his family all the best in his new endeavor. Colorado has some of the most bicycle-friendly cities in America. During his time DelDOT Secretrary, he presided over a more bicycle-friendly DelDOT and promoted the Trails and Pathways initiative. Most notably, he worked closely with Bike Delaware to expedite the completion of the Industrial Track Rail Trail between Old New Castle and Wilmington.

Why does DelDOT repave good, smooth roads?

A major concern among our followers is DelDOT's penchant for repaving roads that show few signs of wear or distress. Several examples have been noted over the past several years, including some where we collected before and after photos. Among the most recent is Harmony Road in Ogletown, currently being stripped (milled) of its surface, in preparation for fresh blacktop.

A wide angle view of the Harmony Road/Ruthar Drive intersection reveals little, if anything in the way of potholes, cracks, or uneven road surface. Area readers are at a loss to understand how or why this road needs repaving, but it is currently being done.

A closer look at the lanes on Harmony Road shows an excellent road surface. What few potholes or cracks there are could easily be patched, as opposed to repaving the entire road.

Old Ogletown Road, undergoing the milling (surface grinding) process a few years back. What appears to be a perfectly smooth surface was stripped and replaced.

Marrows Road in Newark also had its nice and smooth surface removed a few years ago, and replaced with fresh blacktop. In the photo above, the shoulders still remained - in perfect condition - but these too were milled and resurfaced shortly thereafter.

So why are they doing this? Removal and replacement of a road's surface is very costly, yet funding is supposed to be tight. Advocates are routinely told there is little money available for desperately needed projects like the Route 72 sidepath. And, not to mention, DelDOT's solvency is in question right now given a lack of reliable income.

So, we contacted DelDOT to inquire, and received this very thoughtful response:

In order to determine which roads will be worked on, a condition survey of every state-maintained road segment is performed every other year. This survey, which uses both computer based and visual measurements, that evaluates the condition of the roadway segment based on the severity and extent of pavement distresses such as cracking or rutting. The pavement management section prioritizes roadways using this condition data as well as other factors which include the amount of traffic on the road, the functional classification of the road, the facilities that are accessed from that road (employment centers, schools, fire houses, etc), and other circumstances that must be considered (project linkage, overall route continuity). A survey is performed by Pavement Management staff evaluating the roadway and a numerical value is assigned in each category.  We have a priority formula which uses these values to give each roadway segment a score. Road segments with a higher score are given higher priority. The highest scoring segments are reviewed in the field a second time by representatives throughout the department and a final treatment/plan for rehab is decided.

The Pavement and Rehabilitation program strives to maintain the condition of Delaware's roadways by systematically identifying candidates for rehabilitation and determining the most cost effective treatment. The program provides rehabilitation in the form of pavement preservation (patching, sealing, micro-surfacing, thinner overlays), replacement (mill and overlay), or reconstruction (cold in-place recycling, or full-depth reclamation). Because the cost of repairs increases disproportionately as the pavement condition worsens, it is important to balance rehabilitation work such that roads that may be in fair to good condition receive cost-effective preservation treatments, and poor condition roads are more substantially rehabilitated each year. The preservation treatments extend the life of the pavement, and result in not spending the annual budget on fixing only a few roads that are rated "poor".

To which I responded:

Thank you so much for the very thoughtful response. I have lived in several states, and traveled most others at some point, and can honestly say that I have never seen a system that pre-empts future deterioration and spending by replacing a good existing surface. It's usually moderate to severe deterioration and then act. North Jersey in particular is very bad, with roads rarely repaved until the surface is cratered throughout. Wheel alignment is all but a racket up there, yet property taxes are 5-7x higher than here in DE.
 
Even with your detailed explanation, it is still hard to wrap our heads around the removal and replacement of a smooth road surface. I have taken many pictures before and after, even the milling machine at one point on Old Ogletown Rd. As walking and bicycling advocates, we are routinely advised that funds are insufficient to include, i.e., the re-surfacing of parallel side paths as part of a road rehab project even when said paths are a safety hazard. This is our primary motivation for getting in touch on this issue.

Above: Sunset Lake Road/Route 72. Now here's a road that is far more in need of repaving than Harmony Road. Yet, DelDOT only recently installed rumble strips, which seems to indicate that the road is not on the schedule - at least for this year. Additionally, the rumble strips in the area of Reybold Road leave far less than the required shoulder width (4') to safely ride behind them. This issue was addressed and fixed in Sussex County, but so far it appears, not in New Castle County.

4 Seasons Parkway in Bear is also in desperate need. This road is an excellent bike lane candidate, with many key connections to schools and services. Again, much worse condition than Harmony Road.

DelDOT Is Delaware’s 2nd Bicycle Friendly Business

Cross-posted from Bike Delaware's website

The League of American Bicyclists has designated the Delaware Department of Transportation a silver-level Bicycle Friendly Business.

DelDOT is the the only government agency in Delaware [to] have earned this distinction, a distinction shared by only one other state department of transportation in the United States. Perhaps even more impressively, though, DelDOT is only the 2nd business in Delaware to be so designated. (The only other business in the state to be recognized as a Bicycle Friendly Business is the Bike Boutique in Wilmington.)

DelDOT earned the league’s silver-level designation in recognition of its efforts to encourage department employees to bike to work and its efforts to encourage the public to bike for recreation and transportation alike. [Full article ...]