Without New Castle County, forget Walkable, Bikeable Delaware

The State of Delaware has made some strides when it comes to funding a few key, albeit isolated trails and pathways projects. And DelDOT is doing what they can within the framework of a totally car-centric system, to incorporate safety enhancements (crosswalks, bike lane/shared lane treatments, signage, etc) with reconstruction and pave & rehab projects.

Unfortunately, there are few such multi-modal considerations in New Castle County's Unified Development Code (UDC). And with a State level advocacy organization that won't place any emphasis on retrofitting the built environment, expect little in the way of reduced auto dependency. It's an easy conclusion to draw, not only based on the Code itself, but in dealing with the evidence time and time again when attempting to walk or bike.

Probably the most glaring UDC deficiency is found in 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 can be disqualified, unless the project expands the building by least 1,000 square feet.

Examples of items added to the UDC over the years include the ADA (American Disabilities Act, 1990) and bicycle accommodations in the form of a parking rack and an entrance bike lane (1997). The fact that so many (if not most) projects are the reconstruction of older buildings seems to explain why these requirements are commonly waived.

In SECTION 40.08.130 we see the following:

Applicability:

The redevelopment of a site pursuant to Subsection B.6 permits the continuation of certain nonconforming situations, but prohibits the creation of any new nonconformity or the expansion of an existing nonconformity.

Design Element Improvements:

Improvements toward further code compliance shall be made to design elements such as, but not limited to, parking, buffers, landscaping, access, setbacks, storm water management, impervious cover, off-site transportation improvements/capacity, or mitigation of damage to or enhanced protection for existing natural/environmental resources.

The exploratory sketch plan shall identify and quantify all of the existing non-conformities on a property. The property owner must propose improvements in selected design elements listed [below], such that in totaling the individual design element improvements, the aggregate shall be equal to or greater than a four hundred (400) percent improvement.

So what we have in New Castle County is multi-modal (including handicapped) access and improvements put squarely in the hands of the business and/or property owner. They can omit these 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. Regardless, it is extremely difficult - if not impossible - to enforce the UDC after a Certificate of Occupancy has been issued. Obviously, the better odds would come with missing ADA facilities, given the far greater profile of handicap access, as opposed to bike/ped access in general.

This new Dunkin Donuts in Glasgow is the retrofit of an older building, and thus exempt from critical multi-modal requirements. Among them is no bicycle parking, and high curbs (instead of ramps with truncated domes) to connect an adjacent bike path facility that parallels Route 896.

Another serious fault with NCC is their use of gates or hanging chains or cables across roads, driveways and trails to block cars. This often forces foot or bicycle traffic (legal in most cases) to circumvent over curbs or via ditches or culverts. They should be using bollards.

The required bike lane was waived for the newly reconstructed Shop Rite in Glasgow, despite other improvements that were called for en-route to the magic "400%" required in the UDC. These included new curbing, islands and crosswalk at the main entrance from 4-Seasons Parkway.

With regard to bicycle parking, a helpful NCC Dept of Land Use representative had this to offer:

"New bicycle parking usually accompanies new or expanded car parking, since existing parking areas were built from older plans. There has been some resistance to providing bicycle parking, perhaps based on an idea that it won’t be used. And sometimes existing bicycle parking goes unused, with bicycles instead locked to posts and trees."

"Enhancements of County Code may be possible, to more thoughtfully provide bicycle parking with subdivision and land development plans. For example, the current flat requirement for bicycle parking might be replaced with requirements for specific land uses such as non-automotive commercial, offices, and apartments. The Code might also suggest preferred types of bicycle parking, and require fastening them down so they don’t disappear."

It is a foregone conclusion that if folks are dissing bicycle parking in favor of trees or posts, then the rack is either unsafe to use, hidden from view, or inconveniently located. In any case, if the same thinking was applied to handicapped car parking spots -- that in many cases appear underutilized or never used -- they too would be poorly placed, reduced in size and potentially damaging to vehicles.

In conclusion, the need for multi-modal improvements at the county level is a very underrated and all but forgotten area of bicycling advocacy. If we are to have any chance at all of reducing auto dependency, we need code reforms that encourage alternate transportation modes at all levels of building and property development.

Latest UDC waiver: Dunkin' Donuts in Glasgow

The New Castle County Unified Development Code is clear about the requirements. Why isn't it being adhered to?

Too often, New Castle County issues a certificate of occupancy despite clear violations of the Unified Development Code (UDC).

Bicycle parking and handicapped access (as per the American Disabilities Act) are required components of NCC's Unified Development Code, and are supposed to be installed and verified before a new building owner is granted a certificate of occupancy. Our latest spotlight falls on a brand new Dunkin' Donuts, located next to the 4-Seasons Shopping Center on Rt.896 in Glasgow. There is no sign of a bicycle rack, and pathway access has a high curb.

Unfortunately, once the certificate is granted, there is no turning back; the code becomes virtually impossible to enforce. It is for this reason that a funding pool should be established, perhaps fed into by government agencies as well as private sources. Bicycle parking could then be installed on an as needed basis, where it's needed most, via DelDOT work order. Until then, folks on bikes will have no place to lock up for the majority of their trips.

Stay tuned as we contact NCC officials for an answer. We also need to update the language in the code, to reflect the need for APBP compliant bicycle parking (wheel and frame support). The City of Newark updated theirs several years ago, and at least there, wheelbending "toast" racks should be a thing of the past.

Would these same land use inspectors think to leave out car parking? Note: We are not blaming the franchise owners, as the ultimate failure occurred at the final inspection level.

This new IHOP on Kirkwood Highway had its bicycle parking waived in 2014. Land use officials claimed that it involved the retrofit of an existing building.

Related: How effective is the NCC Unified Development Code for bicycles?

1st State Bikes followers demand update. We deliver.

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-

NCC secure bicycle parking campaign canceled

After a month posted on line, and circulating among social media outlets that were expected to show interest, our campaign for New Castle County bicycle parking reform and enforcement is being canceled. The number of signatories jumped to 14 shortly after introduction, and hasn't increased since. To even begin tackling an issue that involves changing a law or policy, this lack of interest can only hurt the effort.

To compare, let's take a look at all recent petitions that were started by 1st State Bikes, or started by others and supported through our blog and social media connections:

1. Extending trail hours beyond dawn to dusk (1,158)
2. Newark-Wilmington on road bicycle route (237)
3. Bicycles on Roadway warning signs (33)
4. New Castle County bicycle parking enforcement (14)

Petition 1, we have not been told of any progress. 2 & 3 are moving forward. Support for 3 is also weak, but we are fortunate that DelDOT Traffic is a willing partner with advocates and recognizes the need regardless of the numbers.

Stay tuned for more advocacy projects in 2015 that will need your support, and participate with us in spreading the word. 1st State Bikes is an all volunteer committee with no formal membership and no budget to back our efforts. Without the support of the LAB and Bike Delaware for road bicycling advocacy, we can only rely on our followers to step up and make the difference. Donating a few minutes of your time for a zero-commitment, easy to sign petition really isn't asking much.

Helping and Facilitating the "Invisible Cyclist"

Cross-posted from WalkBikeJersey Blog -- While it has been frustrating for me to sit on the professional sidelines of bicycle and pedestrian planning, my recent job foray as a professional driver has given me the ability to see and observe a great deal of the real-world transportation environment of northeastern New Jersey.  Recently I had to get the vehicle washed that I was driving at the Super Car Wash of Elizabeth on Rt 1 & 9 just south of the Bayway Circle.  Super Car Wash employs an army of men to do the detail work of sweeping the inside of the car and drying it off everywhere when it comes out of the mechanized washed. Nearly all of these hardworking men are from Spanish speaking America.

Well, to my surprise Super Car Wash provided a bike rack for its employees and from the look of the rack in the photos, it would seem that a large number of its employees get there by bike.  While the rack is of the less than ideal "wheel bender" variety, it seems to work rather well here as the employees can keep an eye on their wheels. [Full article, including photos ...]

The scene outside Dover Downs Casino and Resort on Route 13 is very similar to the one described above. The racks are also of the wheelbending variety, however, commuters enjoy some peace of mind knowing the casino provides full surveillance. Please help us put an end to wheelbending racks in the New Castle County code once and for all, by signing this petition.

Petition: STOP waiving bicycle parking, update the UDC to APBP-compliant

Please sign this PETITION

Enough is enough. Bicyclists are doing their part to reduce auto dependency, reduce emissions and clean up the environment. Providing a bike rack is the least that a business can do to encourage more folks to leave the car home. It is cost effective and easy to install, yet requiring one with a certificate of occupancy still isn't enough to guarantee it will happen.

It is rare or never that a place of business in Delaware provides secure bike parking on its own, and riders are left in search of anything they can find that will take a lock and hold a bike upright. Often times we see multiple bikes scattered about the front of a fast food or grocery store, or other retail outlet. In nearly every case, a tree or sign post becomes the only choice. This is why advocates fought hard and won provisions in New Castle County's Unified Development Code that make bicycle parking mandatory with all new and reconstructed buildings. It is but one reason that Delaware is recognized as a Bicycle-Friendly State, among many others won in past decades. So why is this allowed to slide? Help put an end to routine bicycle parking waivers today by signing the petition above.

Secure bicycle parking is not rocket science, but few business owners are bicyclists so "a rack is a rack". Therefore, the end result - if the code is enforced - is usually a wheelbender. This is why we need the code changed and routinely enforced. As with the model pictured above, a rack must have both wheel and frame support, or two points of frame contact that allows locking the frame and front wheel together.

The classic "wheelbender" or "toast rack", as it's often called. Note how no one is actually in the rack, because the only thing holding the bike upright is the front or rear wheel. If your bike topples or is pushed over, it can destroy the wheel.

Check in with our Bicycle Parking category to learn more about this critical aspect of bicycle advocacy.

Bicycle parking waivers continue in New Castle County

The New Castle County Unified Development Code is quite clear about the requirements. Why isn't it being adhered to?

"Forgot the bicycle parking? Maybe no one will notice. Here is your certificate of occupancy"

Is this, or some variation of this continuing in New Castle County on a regular basis? Bicycle parking is a required component of the Unified Development Code, and is supposed to be installed before receiving a certificate of occupancy. Our latest spotlight falls on IHOP, located in the Meadowood Shopping Center on Kirkwood Highway. First opened in April 2014, there is no sign of a bicycle rack anywhere in the vicinity.

Stay tuned as we contact County officials and find out what is going on. We also need to update the language in the code, to reflect the need for APBP compliant bicycle parking (wheel and frame support). The City of Newark updated theirs a couple of years ago, and at least there, wheelbending "toast" racks should be a thing of the past.

Would these same land use inspectors think to leave out car parking? Note: We are not blaming the franchise owners, as the ultimate failure occurred at the final inspection level.

Related: How effective is the NCC Unified Development Code for bicycles?

What would it say to America if McDonalds became "Bike Friendly"?

From WalkBikeJersey Blog -- If you're "bike aware" (and likely you are because you're reading this blog) and have ever visited a fast food restaurant you've undoubtedly seen bikes haphazardly parked to anything secure all around the restaurant site.  A vast majority of these bikes are undoubtedly owned by members of restaurant staff who depend on their bikes to get to their jobs in the restaurant.

Knowing that a number of their employees rely on a bike to get to work everyday, one would think that these fast food restaurants would provided some official organized bicycle parking that preferably meets the basic APBP bike parking standards.  Unfortunately this is almost always not the case and the sight of bikes parked to whatever the owner can find is common sight not only in New Jersey but at most fast food and chain sit-down restaurants all across the country.  [Full article ...]

Shop Rite in S. Newark remains ignorant when it comes to bicyclist's needs. Several requests to management over the years still hasn't produced bike parking, no matter how many bikes are locked around outside. NCC ordinances that require bike parking only apply to new construction.

Thieves gaining ground on U-Locks

A U-Lock, twisted open with a crowbar.

From CityLab -- What's going on here? I thought U-locks were the best kind of security against the evil mofos who would gank your ride. Police recommend them. Kryptonite insures them. I once lost the keys to one, and it took me 10 minutes with a Dremel to cut it off (a process that involved a broken saw wheel flying into my face). And now it seems people can bend them like Play-Doh?

The MacArthur bike rack is well-lit and in sight of a station attendant. Given the short period of time my cycle was there, and the fact the thief got away with ease, I guessed it was stolen in minutes. And according to San Francisco Police Department Officer Matt Friedman, that guess is probably correct: "Two minutes," he says. "Or less, in some cases."

Friedman runs the department's Twitter feed, @SFPDBikeTheft, and has dealt with a fair share of cycle rustlers. In my case, the thief obviously didn't use a battery-powered angle grinder, he says, which is what might've happened with the 1-shaped lock section pictured above. (That lock could also have been snipped with bolt cutters, according to these videos.) And while the BART officer I met said it could've been a pry bar, Friedman disagrees. [Full article ...]

3 ways that parklets could help [Newark] businesses

Cross-posted from CityLab -- How you feel about parklets - street-parking spaces converted into temporary gathering spots - depends in large part on how you get around the city. If you walk or take a bike, and generally prefer a more human scale to the urban environment, you probably love these little plazas and sitting places. If you drive and spend much of your life in the endless Costanzian battle that is finding a parking spot, you probably don't.

Those positions aren't likely to budge anytime soon. So the real tiebreaking question, at least in terms of public opinion, is how businesses themselves feel about repurposing their storefront parking spots for pedestrians. If Chicago retailers are any indication, get ready for the parklets.

Chicago started allowing businesses to create parklets called People Spots a few years ago. Nine emerged across the city: two in Andersonville, four in Lake View, one in the downtown Loop, and two in Bronzeville. This past summer, the local Metropolitan Planning Council evaluated the business impact of these spots by recording a full day's activity at each and interviewing parklet users and retailer owners alike. [Full article ...]

Poster's note: This could be a wonderful opportunity for Newark if the space was available for proper buffering - and some kind of noise protection. According to the Newark Post, City staff is currently discussing the concept. With sidewalk space already tight, parklets would have to occupy parallel parking spaces between the curb and lane of traffic. With drivers texting and on cell phones, and deafening noise from modified exhaust systems in motorcycles and cars, it's doubtful many will want to sit immediately adjacent to the traffic lanes. At least one instance of a vehicle crashing into a parklet has been recorded. Unless the Newark police start enforcing the law where quality of life is concerned, including vehicle noise ordinances, a better use would be to install a few bicycle parking corrals. This would help maintain space on the sidewalk, while providing the same benefit of greater pedestrian visibility.

“Like locusts eating the fields, so do cars take possession of our streets and squares”  ~ W. Forst

Of course, true progress would mean full or at least partial pedestrianization of Main Street, as seen below in the City of Charlottesville VA. Here, residents relax and enjoy a peaceful, non-threatening 8 blocks of totally car-free space. On Main Street in Newark, that is anything but the case, and may never be.

View Larger Map

It's time to take back the streets in Wilmington

Better Block Wilmington brings new life to Union Street

Cross-posted from Bike Delaware -- For three days last month, the 600 block of Union Street in West Side Wilmington looked a bit different than usual. For these three days (August 11-13), one lane of traffic was closed to vehicles and converted into a lively, vibrant public space where residents could sit, eat, relax, listen to music, and enjoy the re-purposing of an otherwise abrasive environment. This temporary transformation was the doing of Better Block Wilmington, Delaware’s first incarnation of the Better Block Project.

The Better Block Project is a nationally-recognized demonstration tool in which residents temporarily modify the looks and functionality of a small part of their neighborhood. Better Block Projects aim to identify and offer solutions to community concerns of pedestrian safety, livability, and aesthetics. Exhibited over a short period of time and organized with a minimal budget, these projects show how small changes can yield large impacts for businesses, individuals and the community as a whole. [Full article ...]

In other news, it appears that Wilmington's Transportation Enhancements Grant has finally been approved. With it, Bike Wilmington (WBAC) will successfully attain $200,000 to implement bike infrastructure improvements within the City. The effort will address four (4) primary corridors that will serve to connect the City’s neighborhoods to the downtown commercial district. Additionally, the Committee will be working with its consultant McCormick Taylor, DART, Wilmington Initiatives and the Challenge Program to develop a cutting edge, multi-modal bus shelter prototype that will serve the needs of transit riders and bicyclists.

The above improvements were criticized by Bike Delaware, and slow to gain traction within City government. However, Wilmapco Council voted on May 8th to give these improvements the highest priority in the TIP (Transportation Improvement Plan).

The use of sharrows and signage isn’t perfect, but the City will get miles of visible routes on a very small budget, providing for an excellent start. It is important to note that the project was developed and supported by the community itself. You can also visit Wilmington's Bicycle Plan, developed in conjunction with Wilmapco.

The City of Wilmington has an awful lot going for it, including a spectacular Grand Prix every May. Don't miss it in 2015! Visit the event website for details.

In addition, Bike Wilmington has been coordinating and assisting the Department of Public Works to determine logical and safe locations for bike parking (racks) throughout the City. Phase I of a City-wide rack install effort is complete; phase II is under research and development; and a final phase is set to occur next Spring. Sharrows have already been installed on Market Street with the above mentioned sharrows to follow in the near future. If you are aware of a location that is in need of bike parking, please contact Leah Kacanda at lvkacanda@WilmingtonDE.gov.

These students bet you can’t steal their bike

From Grist -- Bolt cutters are a nightmare for bike owners. Thieves can slice through cables and padlocks in seconds. And forget about only locking the front wheel, too (rookie mistake). Good news for bicyclists who resent carting around heavy U-locks or chains: A new bike design incorporates the lock into the bike itself. And its creators claim it’s unstealable.

Here’s how locking up the bike works: The down tube - the part of the frame that connects the head tube (up by your handlebars) to the crankset (next to your pedals) folds open. By connecting the two ends of the down tube using your seat post (and a lock with a key), you can effectively wrap your bike around the nearest lamp post or tree. Stealing the bike would have to involve either uprooting said lamp post or tree - or breaking crucial parts of the bike frame, rendering the bicycle useless.  [Full article ...] 

Related:  A comprehensive guide to locking up your bike

"Retreat" housing fails Main Street, UD commuters

This article recently appeared in the Newark Post --

After several months of construction, hundreds of residents can finally call The Retreat home sweet home now that they officially moved their belongings in on Monday.

The complex, owned by Georgia-based Landmark Properties, which manages several student housing communities around the country, opened at Suburban Plaza off Elkton Road and flanks both sides of the shopping center with its 169 newly constructed units that include 39 two-story cottages and 130 lodge-style apartments for a total of 597 beds.

According to Retreat representatives, over 60 percent of the units are currently leased, with the one and two-bedroom units completely booked. [Full article ...]

Mark Morehead appears to be the only member of City Council who gets it. Yes, Suburban Plaza is immediately adjacent and (hopefully) most will walk or bike the hundred or so yards to shop and dine. But for commuting to Newark's downtown and University of Delaware campus, the "Retreat" is a casualty waiting to happen. No attempt was made to address the needs of bicycle commuters in planning and construction. Residents who still choose (or must) bike into town will need to pedal up a dangerous sidewalk on Elkton Road (technically illegal) to Casho Mill and cross to the frontage road on the opposite side. Those wishing to use the Christina Parkway bike path facility (or wishing to legally ride the shoulder on Elkton Road in the NE direction) will be crossing a very dangerous intersection with no crosswalks until Spring of 2015. And even then, only one is planned across Elkton Road on the NE side, which will tempt potential pathway users to cross on the non-crosswalk (SW) side rather than wait through 2 or 3 signal phase changes. Such poor planning sends a clear message to students and residents - 400+ of them - that they should take their cars to the downtown and campus, where parking and congestion is already intolerable.

It is an epic fail that Newark did not require the developer to provide safe bicycling connections to the Elkton Road bike lanes and the Christina Parkway bike path. This should have been developer funded with an implementation timeline to coincide with the completion of the project. Shame on the Newark Post, for not even mentioning bicycling as a viable means of transportation throughout the entire article above!

Even the bicycle racks shown here are out of compliance with Newark's parking code. "Wave" or "Ribbon" racks provide little frame support to locked bicycles, causing them to fall on to each other - sometimes in a pile. They were also phased out by the University of Delaware, and replaced with the more stable "Inverted U" design. So what are they doing here?

This is what students have to look forward to when leaving "The Retreat" on the road. A lone bike lane hugs the far right curb, to the right of the right turn-only lane - a huge no no in any bike lane design. There isn't even a break, or dashes in the white line to suggest that bicyclists can move out and take the appropriate lane. Also note the bicyclist in the distance, riding through the intersection on Elkton Road. The corridor is a high volume bicycle commuter route, and we are advocating that correctly designed bike lanes also be included with the next resurfacing (pave & rehab) project due in about a year.

In the map above, bicyclists wishing to exit "The Retreat" to the north and west of this intersection will find themselves dealing with an array of pedestrian facilities and a curb-hugging bike lane that does nothing to help them navigate through the intersection.. The 3 sides of crosswalk are not scheduled until Spring 2015 - well after Retreat residents are moved in. Legend: Orange: Sidewalks, which are technically illegal (and dangerous) to ride on . Green: Existing parallel bike path facilities. Red: non-crosswalk side and direct connection to Christina Parkway bike path.

The long abandoned Christina Parkway parallel bike path is an advertisement for abandoning Bike Delaware's bike path fetish, given zero funding for even basic cleanup and maintenance. Yet some folks can still be seen walking and biking on this facility. And this can be expected to increase substantially, with the completion of "The Retreat" and ongoing development of the STAR Campus - both of which are excellent connections to this path.

View Larger Map

Above:  Elkton Road, on the approach to the intersection of Christina Parkway from the SW. The curb cut marking the start of the bike path is seen on the right, well before the intersection. One block further back is the entrance to the Newark Charter School, all but ruling it out for kids riding their bikes to school. Bike lanes are desperately needed on Elkton Road now, especially through here, given the long timeline of the project extending to the Maryland line. Bike lane symbols used to exist on Elkton Road many years ago, but were largely left out during the last surface repaving.

'Parkettes' on Main Street in Newark?

Newark Post -- One complaint Downtown Newark Partnership Administrator Ricky Nietubicz said he often hears about Main Street is the lack of public seating areas.

“We really don’t have any on Main Street,” he said.

To combat the problem, the DNP’s design committee looked to Philadelphia, where parkettes, also called parklets, have recently sprung up across the city as places for pedestrians to sit and hang out.

The parkettes take up one or more on-street parking spaces, typically extending out from the sidewalk and spanning the width of the parking space, and are a growing trend in cities like Los Angeles, San Francisco and Seattle.

Nietubicz said the idea is still in the beginning stages for Newark. “Right now it’s really a conceptual kind of thing,” he said. [Full article ...]

Poster's note:  Who wouldn't support the concept, and desire to sit or dine out on Main Street? But the noise from modified motorcycles, muscle cars, and pickup trucks is so loud, it can gives folks an earache even on the sidewalk - never mind inches from the lane. Until police start enforcing noise laws, a better use would be to install a few bicycle parking corrals to help reduce clutter on the sidewalk and against trees. It would also provide the same benefit of greater pedestrian visibility.

With virtually no vehicle noise law enforcement in Newark, we recommend a variation of the above bicycle parking corral in Rehoboth - designed for parallel parking. It would have many of the same pedestrian safety benefits as a parkette, while reducing sidewalk bicycle clutter and damage to trees.

Millions wasted on new parking garage in Newark?

A huge stacked parking crater sits at the corner of S. Main and Beverly Road in Newark. More to come, apparently.

Newark Post -- Last week, the city secured the final piece of land necessary to move forward and consider plans to build a parking garage behind The Galleria on Main Street, and while some motorists and business owners support the project, others are worried a garage would alter the look of downtown.

“[The lot] gets filled up so fast,” said University of Delaware senior Emily Schmidt. “I know I’ve had several times my friends and I have tried to park here and there’s no spots. “I don’t think it’d block anyone’s views because there’s not much to see here anyways,” she added.

Some Kildare’s employees and Brew Ha Ha! staff, however, say they feel otherwise. “That would block all the views on our back patio,” said Kildare’s hostess Sierra Pinkett. “No one wants to stare at a parking garage. “It’s going to be a big gaudy building,” she added. “That’s why us and Brew Ha Ha! have back patios, because of the views.” [Continue reading ...]

Millions for increased car parking, but no dedicated funding for Bicycle Plan implementation. Studies show that City Council is making a big mistake.

Bloomberg: American Cities Are Haunted by Too Many Parking Spaces -- American car culture may be declining, but much of our urban infrastructure remains steadfastly centered around the automobile. Planning choices made in the heyday of car ownership may prove incompatible with a rising generation of consumers who seem remarkably disinterested in driving.

“In the ’50s and ’60s, cities did things like subsidize garage parking, and they condemned buildings so the lots could be used for parking,” says Norman Garrick, associate professor of civil and environmental engineering at the University of Connecticut. Many, he adds, still require a minimal number of parking spots to be added for each new development. But it turns out that all the parking doesn’t pay off.

A pair of forthcoming studies by Garrick and several of his UConn colleagues examine the economic and sociological impacts of parking trends in six U.S. cities from 1960 to 2000. They conclude that some car-centric cities forfeit more than a thousand dollars per parking space per year in potential municipal revenues by using land for parking rather than more lucrative alternatives. The researchers also found that minimum parking requirements inhibit development and exacerbate traffic by placing incentives on car use rather than on walking and cycling. [Full article ...]

CityLab: Cars and Robust Cities Are Fundamentally Incompatible -- In Cambridge, Massachusetts, for example, officials adopted parking limits in the zoning code – parking limits that are lower than the minimum parking requirements in some cities today. Of the six cities we looked at, parking supplies in three cities just about leveled off after 1980. In the other three, parking supplies nearly doubled for a second time.

If the function of parking in these places was to enable growth and development, the data suggests they were abysmal failures. The number of people and jobs dropped by as much as 15 percent and the median family incomes fell by 20 to 30 percent in some places. Today, these places still struggle to compete in their regions. [Full article ...]

Bike parking still a no can-can do at Shop Wrong

This wonderful video shows how easy it is to shop by bike in the Netherlands:

Of course, back in the U.S., it can be a very different experience. Just finding secure bike parking can be a daunting task. At Shop Rite in Ogletown, it remains a no can-can do, regardless of how many bikes are locked to outside furniture.

The store on Rt.4-Chestnut Hill draws many bike shoppers and commuters, yet repeated pleas for bike parking fall on deaf ears.

6 bags of groceries await careful arrangement in Caroline’s panniers.

“I spend $150 for groceries every two weeks, and this is what I get for bike parking” says Caroline Honse, pictured above. Car-free for over 7 years, she continues faithfully shopping at the Chestnut Hill Shop "Wrong" despite the atrocious bike parking conditions. “Non-drivers are routinely disenfranchised, and this case is a good example. Here we are reducing our dependence on motor vehicles, doing our part for a clean environment and better quality of life. Providing a bike rack is one of the most cost effective ways of encouraging more folks to do the same”.

The food store chain – like too many others in its class – fails to provide secure bike parking, and riders are left in search of anything they can find that will take a lock and hold a bike upright as they load groceries. It is not uncommon to find multiple bikes – as many as a dozen on occasion – scattered about the front of the store. A cart corral above appears to be a common target, and is Caroline’s first choice if space is available. But sometimes there isn’t, and a tree or sign post becomes a last resort. (originally posted on Nov. 6, 2011)