1st State Bikes Year In Review for 2017

Amy Wilburn, left, dictates terms to James Wilson of Bike DE

Our Top 10 articles for 2017:

• Justice prevails: Alternative 3 for Elkton Road Reconstruction Project
• Public Workshops: Main St Newark, Red Mill Rd, S. College Ave/I95
• Bike Delaware Quashes Pedestrian Safety Bill
• "Bicycle-Friendly Delaware Act" passes, rightly scrutinized
• DelDOT's 2018 Pave & Rehab list available for comment
• DelDOT moves ahead with progressive crosswalk signage
• Delaware slips to #7 in Bicycle Friendly States ranking
• DelDOT touts success of Shared Right Turn-Only Lane treatments
• Battle for open space, and to bring Ogletown/S. Newark its own regional park and trail system
• Push for bike/ped facilities with the SR896 (S. College Ave) I95 Interchange Project begins
• Bicycle-Friendly Delaware Act weakens 3' Passing Law
• Recognizing Amy Wilburn for 8 magnificent years as Chair of the DBC, in the State's absence. Since they won't do it, WE will:

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!

1st State Bikes set to expand in 2018

At 1st State Bikes, we are looking to increase our scope of influence in 2018, and hope you will join us! Among our goals will be the appointment of a min. 7 member advisory committee, the crafting of a mission statement, the improvement of marketing strategies, and to strengthen our existing watchdog efforts. Below is a sampling of what our organization commits to:

• The support the ABEA's sixth "E", which surpasses the League of American Bicyclists (LAB's) five with the addition of "Equality". That is, bicycles are considered and treated as equals with all other road users in traffic laws and policies.
• To serve in the role of parity to Bike Delaware's segregationist views, that bicyclists must ride apart from cars (and thus roads in general) to be safe, driven by the fear factor.
• To promote Complete Streets, in the form of planning, engineering and infrastructure that facilitates the laws of movement.
• To monitor DelDOT projects, attend workshops, and rally comments on their annual Pave & Rehab (road resurfacing) list summary.
• To advocate for safer roads in terms of increased education and law enforcement, that will better protect vulnerable road users.
• To resist mandatory use laws, though still supporting dedicated bicycle facilities -- on and off the road -- that are designed to best practices.
• To be the voice of safety for everyone who bikes and walks, from the indigent to the commuter to the recreational, that depend on today's built environment.
• To fight for transparency with any organization that purports to represent the interests of everyone in the bicycling community.

We are not a 501(c)3 organization, and have no reason to be. Meetings will be held quarterly if necessary. If you would like to contact us for an advisory position on 1st State Bikes, email: angela@1stbikes.org

Below: Bike Maryland is an exemplary organization in terms of balance and transparency, and working to represent all advocates and organizations that have a stake in bicycle safety and encouragement. All sources of funding, including charitable giving are strictly accounted for. When an organization fails in these capacities as Bike Delaware (with LAB's backing) surely has, it becomes necessary for independent oversight.

The California Bicycle Coalition, below, is completely on top of what's going on through all facets of advocacy, and monitors everything. They, like any model advocacy org, are not the least bit apprehensive about sharing proposed legislation, policy additions and changes.

John Allen: Right turn-only lane as dual-destination lane?

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!

Bicycle-Friendly Delaware Act featured in Bicycling Magazine

 Governor Markell signs into effect the Vulnerable Road Users Law in 2010

Surrounded by cycling fanfare, Governor Carney signed the Bicycle-Friendly Delaware Act into law this afternoon in Newark.

Our critical analysis of HB-185, both pro and con, was posted on June 21. We will not discuss it any further here, except to say that at least one valuable opportunity was lost. In their usual secretive manner, Bike Delaware crafted something with zero input from fellow advocates or anyone else in DE's bicycling community.

Sad -- but expected -- it takes another source or article (here, Bicycling Magazine pens Carney's signature a day early) for some of the finer and more sought after details to emerge. Clearly, the Idaho Stop (rolling, yield stop) provision was the main goal of the bill, with most of the rest intended to diversify the language and limit discussion on the floor. The best chance at passage came by circumventing a prolonged debate that killed the Idaho Stop in other States. It was a brilliant move and it worked.

From Bicycling's article, these excerpts reveal a pleasant surprise, something advocates thought they could only ever hope for, and doubted would even be considered with the passage of HB-185:

None of the new rules will have an impact, however, without public awareness. Bike Delaware aims to launch an educational campaign across the state, while Whitmarsh said officers will get a chance to read the new laws and ask questions at upcoming training sessions. He also said the department will promote the changes to the press.

Bare, who took the lead on crafting the legal language of the bill, said making sure drivers, cyclists, and police understand the law is essential to its success.

“There is no limit to the number of ways that something like this can fail,” Bare said. Starting the conversation before the rollout, he said, gives the state a head start.

We hope Bike Delaware stays true to their word above. But in order to do so, they will need to break from their usual pattern of secrecy and provide regular updates on how their PR campaign is progressing. Laws and changes to laws are completely useless if the public is unaware of it, except maybe after a crash (if the victim is still alive, knows about it, and can cite it to the judge). If an effective PR campaign is achieved, Bike Delaware will deserve much in the way of kudos for moving the State forward in a more bicycle-friendly direction. 

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).

DO: Ogletown park proposal gets state funding commitment

By Lex Wilson, Delaware On-Line -- State money has boosted an effort to create a park on a former orphanage property in Ogletown, an effort to fend off a proposed 269-home development.

Tucked inside legislation that funds state construction projects is a commitment for the state to pay $1.25 million toward the purchase of a portion of the former Our Lady Of Grace Home for Children property.

"It is a huge step forward," said State Sen. Bryan Townsend, D-Newark, who sits on the committee responsible for crafting the state's legislation for construction. "The key question at the county level is, are they similarly able to formalize a financial commitment to making this park possibility a reality."

The state's current commitment will only cover a portion of the $5.9 million appraised value of the property. New Castle County Executive Matt Meyer said his government is evaluating how much money it can put toward the proposal.

"The state's work done. It is now fully on the county to act," said Angela Connolly, co-founder of a residents' group bent on preserving the property. [Full story ...]

A look at Bike Delaware's "Bicycle Friendly Delaware Act"

Bike Delaware may be well on their way to a major legislative victory. The "Bicycle Friendly Delaware Act", or HB-185, includes five significant improvements:

• Allowing DelDOT to use bicycle-specific traffic signals
• Making it illegal to honk at bicyclists without legitimate cause
• Requiring motor vehicles to change lanes when passing bicyclists in a sub-standard width lane
• To better define the bicyclist's correct position on the roadway in the vehicle code
• Allowing bicyclists to either stop or yield to other vehicles at stop signs

If the language of this bill survives as written, it would be significant and might push Delaware even higher than #3 in the League of American Bicyclists Bicycle-Friendly States ranking.  It would also make Delaware only the second State after Idaho to legalize rolling stops for bicyclists.

Unfortunately, a major opportunity is missing from HB-185: Bicyclist Anti-Harassment. In 2011, the City of Los Angeles CA passed such an ordinance, citing five hostile actions that commonly occur toward bicyclists. Below is a capture from their actual code, found under "Prohibited Activities":

Even though HB-185 (if passed) will see little to no public education -- never mind enforcement -- strong language is still critical for incident reporting. As it stands now, even if you bike with full time video surveillance and capture the tag number of an offender, going to law enforcement is a lesson in futility. For example, the Delaware State Police insist that shouting at bicyclists and pedestrians from an open car window is protected under 1st Amendment free speech. This bill could have been the opportunity to fix that, and allow charges to be filed. In the long run, it could send a strong message that such behavior will not be tolerated.

Below is a short 7 second clip of one such incident, which is not uncommon, that was much louder than the camera recorded. Had it not been for the use of hearing protection, the bicyclist might have been startled into loss of vehicle control.

Despite this deficiency, and Bike Delaware's usual fail at consensus, HB-185 is worth supporting as an attempt to bring road bicycling into modern times.

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!

Green Transportation Safety at the Glasgow Business Community

In the coming weeks, Mark Luszcz (Chief P.E, DelDOT), along with a DART Transit representative will be meeting with the Siemens Facilities Group and Dept of Environmental Health and Safety. The focus will be on bike/ped/transit improvements at the Route 896/GBC Drive intersection. Presentation below.

The area has not been upgraded since highway construction in the mid-'90s. It was poorly designed, and left in a dangerous and undesirable condition for non-driving visitors to the Glasgow Business Community. Pedestrians are sometimes seen running across Route 896 on the north side of GBC Drive, because the existing crosswalk is on the non-building side and presents unnecessary challenges. Additionally, there are no pathway connections to and from the bus stop on the northbound side.

Further progress TBA.

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.

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-

Pick your favorite candidates for "Bicycles In Lane" signs

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

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

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

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

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

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

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).

Diverging Diamond Interchange coming to SR 72 bridge over Route 1

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.

If you would like to comment on this project, email DelDOT Public Relations. You can also CC the project engineer at: nbergeron@rkk.com.

Mike Castle Trail Phase 2 construction to start in a few weeks

Press Release -- February 26, 2015

Final phase of Michael N. Castle Trail to begin in early March at the C&D Canal

St. Georges -- Delaware's Department of Transportation (DelDOT) and Department of Natural Resources and Environmental Control (DNREC) today announced that the final phase of the Michael N. Castle Trail Project at the C&D Canal will begin in early March. The final phase, consisting of open-end construction services, is scheduled to be completed within 75 calendar days and will extend from the Maryland border to Guthrie Run.

This $190,856.10 phase of the total contract of $3,092,329.40 was awarded to GrassBusters Landscaping Inc., of Newark, who submitted the lowest of seven bids. Once completed, the trail will extend the full 16 miles from Delaware City to Chesapeake City, Maryland.

The scenic stretch along the canal bank will serve as a multi-use pathway, designed to accommodate pedestrians, bicyclists, anglers and equestrians; offering recreational activities including hiking, running and cycling on the trail.

Managed by DNREC's Division of Fish & Wildlife as part of the C&D Canal Conservation Area, and part of the First State Trails and Pathways Initiative initiated by Governor Jack Markell, the project is a partnership led by DelDOT and DNREC with regional and local organization and government partners.  [Check out the official press release ...]

Above: Phase 1 of the Mike Castle Trail, built in 2013. Phase 2 completes the path between Delaware City and Chesapeake City Maryland.

$30M in TIP funding for Bicycle and Pedestrian Projects

Bike Delaware claims that their strategic funding campaign - Walkable Bikeable Delaware - has helped win $30 million in new and discretionary state and federal funding for bicycling and walking over the next 4 years. Some of our readers have been asking for details on how this money will be spent, so we contacted Wilmapco for an accounting. The table below quantifies bicycle and pedestrian spending for each fiscal year in the 2016-2019 TIP, as well as FY 2015, in New Castle County:

Click on table above to enlarge. Kent and Sussex found here.

Two items that appear vague are Bicycle and Pedestrian Improvements and Recreational Trails. Below is how these are defined according to Wilmapco:

DE / Bicycle and Pedestrian Improvements: These are additional bicycle and pedestrian improvements that can be incorporated into projects listed as "multi-modal" in the TIP. Examples include adding sidewalks or connecting trails and pathways.

An example of a "multi-modal" TIP project is shown above, which includes pedestrian improvements on the S. Union Street railroad bridge. A bicyclist was killed a few years ago trying to ride on the existing elevated sidewalk, but improvements appear to be pedestrian-only.

Recreational Trails: These are Federal Highway Administration (FHWA) funds that DelDOT passes on to Delaware State Parks. These can be used for both building and maintaining off-road facilities, including pieces of the Newark-Wilmington Trail that fall within state park boundaries.

What percent of the overall budget will be spent on these projects? DelDOT's total allowance for 2014 was $486M, however, this number is expected to fall to under $400M in 2015 if the legislature fails to agree on new sources of revenue. Assuming we stay at or near this amount, however, it comes to roughly 1.5% of the total transportation budget that is dedicated to bike/ped. 

Is this funding fair and equal in terms of percent dead? Not even close. According to this source, there were 30 pedestrian & bicyclist fatalities in 2014 and 28 in 2013. There were 125 total traffic fatalities in 2014, therefore, people walking and bicycling accounted for 24%. In the 10 year period from 2003 to 2012, pedestrian & bicycle deaths accounted for 18% of the total, so we have seen a sharp increase in the last 2 years.

Is this set to change anytime soon? Apparently not, especially if DelDOT continues to pursue boondoggles like the Route 301 expansion project, which will cost roughly $600M. According to Angie Schmitt of Streetsblog, "Americans drive fewer miles today than in 2005, but since that time the nation has built 317,000 lane-miles of new roads - or about 40,000 miles per year. Maybe that helps explain why America’s infrastructure is falling apart" [Full article ...] 

In summary, we acknowledge Bike Delaware's steady strategic funding campaign that helped put aside funds for several bicycle and pedestrian projects. However, as impressive as $30M sounds, it's only a start and will have minimal, if any impact on safety among vulnerable roadway users. And that is why we need a balanced approach to bicycle (and pedestrian) advocacy; one that also includes retrofitting our existing infrastructure, updating and/or amending relevant laws, and stepping up education and enforcement. The roads will always be there in our travels, and must be addressed on equal terms.