DelDOT: NO to Shared Zone signage on Creek Road

Creek Road on a recent winter's day

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

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

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

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

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

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

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

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

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

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

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

Image courtesy of the Public Workshop

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

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

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

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

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

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

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

East Coast Greenway Fail in Ogletown

According to the East Coast Greenway (ECG) website greenway.org:

The East Coast Greenway is a walking and biking route stretching 3,000 miles from Maine to Florida, connecting our nation’s most populated corridor. The East Coast Greenway is designed to transform the 15 states and 450 communities it connects through active and healthy lifestyles, sustainable transportation, community engagement, climate resilience, tourism, and more. The Greenway offers a safe place for bicyclists, walkers, runners, and more — of all ages and abilities — to commute, exercise, and visit new destinations.

For Delaware's portion of the ECG: Enjoy the charming historic city of New Castle before continuing on the New Castle Riverfront Greenway along the Delaware River and heading westward to Newark, starting out on the Penn Farm Trail. The route incorporates a mix of side paths and roads to Newark, a small college town near the Maryland border where travelers will find themselves on the James F. Hall Trail before hitting the road again to the Maryland border.

There are numerous infrastructure and safety issues with the East Coast Greenway (ECG) in Delaware. Among them a section of shared use path (SUP) along Route 4 in Ogletown, where it crosses Augusta Drive to a 1 block section of shared Route 4 frontage street. This crossing is impeded by a raised N-S center median and there is no marked crossing through it. Crossing here is taking your life in your hands, with high speed traffic blindly turning onto Augusta exactly where ECG users attempt to cross.

Very recently, this intersection was marked out for a traffic signal upgrade (photo left). In contacting DelDOT, it turns out that other features are being replaced as well, including pedestrian refuge islands and corner curb ramps. An existing pedestrian crosswalk across Route 4 to the "Shops at Augusta" (a small strip mall) will also be refreshed, but DelDOT will not be adding a crossing of Augusta to maintain ECG continuity.

Why isn't the ECG part of this upgrade? Even leveling the median for an unmarked at-grade crossing would be of help, as bicyclists are likely to circumvent around nearer to the lanes of Route 4. We wrote to DelDOT to inquire, and learned that none of this would be considered. In their words, "this signal rebuild has a limited scope and would not be able to address the geometric issues regarding the installation of a new crossing on SB Augusta Drive. However, as you requested we can add the R10-15 (turning vehicles yield to pedestrians sign) on the right side of SB Augusta Drive. It will be added at the end of the construction. In addition, we will forward your request for this intersection to DelDOT Project Development or the PAR program for further investigation or consideration in future projects" and "it would have doubled the scope of the project in both time and cost".

Adding a R10-15 on southbound Augusta is hardly solace for what should have been. This was a big pathways opportunity missed that could and should have earned the scope of this signal project. Minus any fix -- even a simple median leveling as suggested -- Augusta will now remain an impediment, as an unmarked and unsafe crossing in the ECG for years to come. It will still require stepping over or biking around a median in an uncontrolled manner (YouTube video). Meanwhile, there are plenty of examples of crosswalks added in similar rehab projects around Delaware one could point to. And, It has been understood for a decade now that Complete Streets improvements should be considered via reconstruction & rehab projects if at all possible -- even if additional funds might be needed. The ECG right of way should be of no exception.

Par for the course. Just like the loss of the Orphanage Property as a park and pathways system (the region's last chance), privilege does indeed matter. Ogletown-S. Newark is 'undeserving' of these amenities based largely on socio-economic status. Other regions of higher rank and privilege fair much better in Delaware when it comes to multi-modal and community investment. Think: would it be the same outcome if this involved the Delaware Greenway in North Wilmington?

For the record: As we have seen over and over again, it was just another failure on the part of oversight orgs such as Bike Delaware, Wilmapco, DE Greenways, and area Legislators that a critical greenways/pathways improvement opportunity came and went with nary a peep. If they weren't made aware, perhaps DelDOT lacks the mechanism to reach out when a rehab or reconstruction project impacts a SUP pathway system like the ECG? Each of these org's missions emphasizes the need for multi-modal connectivity and networks that facilitate safe bicycling and walking. Bike Delaware in particular has a dismal track record in this regard.

Above: Google Streetview. East Coast Greenway 8' wide SUP is seen coming down from the above left straddling the Route 4 shoulder/bike lane to the side street intersection of Augusta Drive. A narrow sidewalk continues north on Augusta but there lacks any safe crossing of Augusta to continue east bound on the ECG (or vice versa).

"Share the Road" makes a comeback in Delaware

This modified W11 Bicycle "Share the Road" sign is found along Churchmans

Road just south of I95. Others have been reported in the DE City vicinity.

Brand new "Share The Road" signs are appearing along various Delaware roads. We have received several emails from our followers, one with the photo evidence seen at right. The signs appear to be showing up with repave or reconstruction projects, which contradicts Bike Delaware's commitment to ending "Share The Road" (oh, the horrors), not only from roadway signage but in all other DOT contexts and vocabulary. The photo at right was recently taken on Churchmans Road, SR58 in New Castle County, where the latest little piece of the East Coast Greenway (parallel bike path) was added.

According to Bike Delaware's IRS Form 990 for 2018: "Bike Delaware partnered with DELDOT in campaigning to end “Share The Road” signage in Delaware". Bike Delaware did indeed make the push to end "Share The Road", though not everyone agreed with the idea and most didn't believe it was a priority if given a choice of other advocacy pursuits. Upon the retirement of STR, Bike Delaware -- off the backs of former and non-member Advocates -- went on to take credit for the design and implementation of a replacement sign. With DelDOT's generosity and willingness to act immediately, The W11 In Lane sign replaced STR and became an instant hit, used primarily in lane-only configurations.

What is 1st State Bikes position on STR? There is nothing intrinsically wrong with sharing the road, or "Share The Road" on a sign. That said, we did not argue with the technicality used to justify its removal, as long as a suitable replacement was found. The average travel lane in Delaware is substandard width (11'-12' in most cases), therefore, it is impossible for a bicyclist and most cars to fit within the same lane - abreast - when factoring in the 3' Passing Law. Regardless, the fact that Bike Delaware made the removal of this sign and phrase a priority (and fissures now appear in its oversight) shows the length they will go to win over the support of Delaware's road bicyclists while secretly pushing a much bigger agenda.

"Share The Road" sign on Casho Mill Road in Newark, similar to those used by PennDOT (Oct 21, 2019)

W11 sign with "Share The Road" plaque found on Apple Road in Newark (Oct 21, 2019)

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!

The Last Post (for now)

1st State BIKES was started by the need for on-road safety and advocacy in Delaware, and to support the Delaware Bicycle Council. In doing so, it filled an obvious void left by Bike Delaware, the State's League of American Bicyclists supported bicycling advocacy organization. In nearly two years, 400 articles were written or cross-posted, that run the gamut of bicycle advocacy as described in the LAB's 5 Es. These included Engineering, Education, Encouragement, Enforcement, and Evaluation, mostly as they pertain to riding on our public roads. Missing from LAB's equation, however, is a 6th "E" that was somehow forgotten: Equality. As described by the American Bicyclist Education Association, it stands for the following:

Equal Level of Service is a critical part
of bicycle advocacy.

• Uniformity: Ensuring uniform laws throughout a state to protect against access, movement, and equipment ordinances that discriminate against cyclists.
• Access: Affirming the legal rights of bicyclists to use all highways, and all parts and features of those highways, particularly the roadway itself (i.e. the part designated for driving of vehicles, excluding shoulders, sidewalks, etc.), except possibly for controlled access freeways for which sound and reasonable alternatives are available.
• Movement: Affirming that the default behavior for motorists, lane control on laned roadways, is also the default behavior for bicyclists. This means no bicyclist (class) specific movement rules that prohibit lane control or restrict turning movements or the use of turn lanes. Also unacceptable are any laws that prevent cyclists from making the same movements as other drivers or subject them to more restrictive lane usage rules than other drivers. This equal legal roadway movement status does not prevent or inhibit bicyclists from using special facilities, which serve as options for bicycle travel.
• Equipment: Ensuring that minimum bike propulsion, fit, braking and lighting requirements are adequate for effective operation and precluding restrictions unrelated to safety or effective operation.

Due to our high percentage of arterial roads, however, equality is not always safe, easy, or desirable. Geographically, only a small percentage of Delaware is truly urbanized or early 20th century suburban where bicycle driving (aka "vehicular cycling") can be effective. For those wishing to ride away from the road for transportation, very few rail trail or other right of way (row) possibilities exist. As a result, shoulder and bike lane riding with high speed traffic is very common here compared to many other States. It is for this reason that we have advocated for well designed infrastructure treatments that define a bicyclist's safest position on the roadway, especially leading up to and through intersections. We also worked with DelDOT to improve our warning signs for bicyclists, and offered to help with the targeted removal of generic (symbol only) signs over time. Known in the manuals as the W11-1, this sign is no longer applicable in most locations, since Bike Delaware campaigned to eliminate "Share the Road" from DelDOT's manuals based on a technicality. Another notable success was bicycle-friendly rumble strips - not only in Delaware, but in Maryland as well (though in recent applications, some important specs have been ignored, hence the need for continued advocacy).

Jennifer Wallace stresses the importance of non-profit accountability
during the 2015 Delaware Environmental Summit in Dover. Transparency
is a foreign concept to some bicycling organizations in Delaware,
including co-ops.

With the LAB refusing to help our cause, having stated as much in writing, we have little choice but to accept the fact that separated infrastructure (sidepaths and off-alignment trails) is the first choice among Delaware's bicyclists. As a result, riding for transportation and recreation in the built environment - at least for those that appreciate leaving from home - will remain a huge uphill battle. Bicyclists are a virtual no-show for even the simplest of action items that could positively impact bicycle-friendliness in the 1st State. They seldom show up at DelDOT public workshops, or sign petitions regardless of how well publicized. Progress will be difficult, as long as Delaware's bicycling community - including its cooperatives and mountain bicyclists - refuse to unite in a single front that works together for its own common good.

There needs to be one large tent that all of us can work under, as seen in other bicycle-friendly States. The approach needs to be holistic, and all-inclusive. Unfortunately, even Delaware's most committed road bicyclists are content to follow the lead of an organization with a very small tent - akin to a Chinese cocktail umbrella - that lobbies exclusively for separated facilities. In doing so, they are undermining the efforts of those that do advocate for on-road safety and infrastructure. Further, the State's recreational clubs continue with monetary support of said organization, despite the lack of an annual report, and the lowest level of transparency and accountability for a non-profit. No one even questions the acceptance of charitable donations collected on behalf of the Phillip Bishop tragedy, and why at least some of it wasn't allocated for PSA campaigns like this one.

Here is a sampling of the issues, where said organization (Bike Delaware) has damaged the cause of road bicycling:

• Absent on anything to do with the Vulnerable Road Users Law. Never supported the Delaware Bicycle Council on matters of legislation, i.e. Refused to "babysit" the 3' passing law by attending its hearing, and only agreed with it in principle.
• Hijacked the LAB's Bicycle Friendly State's year to year rankings, providing instead what appeared a linear climb to the top for Delaware. Has everyone believing that our Top 5 ranking is based almost exclusively on pathway funding, when in fact it was also due to State legislation and policy changes/additions that address bicycle safety (the work of others).
• Undermined a bus PSA banner that read "Same Roads, Same Rules, Same Rights", to where DelDOT replaced it with "Safety Begins With Sharing".
• In a negative letter giving borderline support, the E.D. almost undermined AASHTO standard bike lanes on Rt.13 in Dover, which have since improved the safety of hundreds of commuters including migrant workers along the corridor.
• Did not support a joint survey with RideShare Delaware, aimed at the users of the Rt.13 bike lanes, to find out whether or not they felt safer as a result.
• Publicly stated that bike pocket lanes are "human meat grinders".
• Despite initial support, and DelDOT's requesting it, the E.D. steadfastly maintained that SB-120 (a law to provide legal protections for bicyclists using a dedicated right turn-only lane as a continuation of a bike lane) wasn't necessary.
• Pushed for the removal of our widespread (on most major roads) Share the Road signs, but did not support the efforts of others to redesign and replace them with something better (i.e. Bicycles "In Lane").
• Has never once supported the application of Complete Streets during a Pave & Rehab project. Unfortunately, most often, these are the only chance we have at improvements.
• Did not support an on-line petition for the enforcement of bicycle parking ordinances in New Castle County, given how often they are waived.
• Did not support an on-line petition for the creation of an on-road Wilmington to Newark marked route, one that DelDOT would watch for enhanced safety improvements.
• Never rallies attention to DelDOT public workshops unless it's for a separated facility or pathways project. It was the work of other advocates that drew attention to and won bicycle accommodations through Delaware's first "Diverging Diamond" Rt.1 overpass on Rt.72, coming next year.
• Does little to memorialize bicycling fatalities, unless it benefits their agenda or bottom line. Did nothing to rally bicyclists to attend the Eloy Sandoval and Phillip Bishop vehicular manslaughter hearings, despite the proven advantages of doing so. For the latter, a Bike Delaware board member did attend and actually said that "it could've been any one of us" when referring to the defendant's horrific crime.

As of April 1, 2015 1st State Bikes is discontinued. We urge those of you that are following us until now (if you support road bicycling safety) to rethink your membership with the League of American Bicyclists, and instead support the American Bicyclists Education Association. This is an organization that, much to the chagrin of the LAB, is trying to address the needs of today's bicyclists in the built environment (an environment that won't be changing much for most Americans, for many generations to come) in the form of education, enforcement, and correctly designed infrastructure. This blog, as you see it now, will remain on-line indefinitely as an archive for those who might stumble upon it for the first time, and wish to read about our former projects and/or progress.

Pedestrian Channelizing Islands, aka "Pork Chops", are an ongoing problem in Delaware. In 2009, DelDOT committed in writing to maintain 5 feet of offset for bike lanes through intersections and side streets. This requirement is also in their Bicycle Policy. In the May 2013 picture above, a bicyclist is unnecessarily forced out into the lane of high speed traffic to continue in a bike lane. Without continued oversight, guidelines such as these will continue to be ignored or forgotten.

The future? Delaware bicyclists show overwhelming support for facilities that remove them from public roads, and thus, sacrifices their legal rights as vehicles. As very few actually use these facilities, they fall into serious disrepair, and are left to abandonment by DelDOT or adjacent landowners who are supposedly responsible for their maintenance.

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.

DelDOT to install "Bicycles IN LANE" signs at key I95 crossings

Despite poor results with our petition drive, a new and unique bicycle warning sign is heading for approval. Working with 1st State BIKES advocates, Mark Luszcz (P.E, DelDOT) designed the sign that will give Delaware another 1st on the national stage, rolling out the words "IN LANE" in conjunction with the standard bicycle warning sign (bicycle symbol on yellow sign). Safe to say, this wouldn't be happening without a Chief Traffic Engineer who takes a pro-active approach toward bicycle and pedestrian safety.

According to the Federal Highway Administration and the Manual for Uniform Traffic Control Devices (MUTCD), the bicycle warning sign by itself is used to indicate that bicycles are ahead, i.e. crossing or entering the roadway. But if you add a message in a sub-sign or "plaque", or in conjunction with the symbol on the sign itself, it then becomes useful for whatever the conditions dictate.

Few will argue that something more is needed on non-shouldered roads with sub-standard width lanes. Something like a warning sign, yet carries an educational message that bicyclists are legally entitled to ride in the lane of traffic. DelDOT had considered wider spread use of the "Bicycles May Use Full Lane" (BMUFL) regulatory sign, and tested it on Gills Neck - a 2 lane non-shouldered road in Sussex County. But it raised the ire of motorists and legislators, who claimed that bicyclists were abusing the privilege and deliberately impeding traffic. Under pressure, DelDOT removed the signs. Fortunately, a second location, at the bridge crossing the White Clay Creek on Papermill Road in Newark, is doing very well and will remain. Main Street in Newark is also working very well. Both are placed in conjunction with sharrows, of which have their own safety benefit. So it appears that DelDOT will limit use of the BMUFL sign to downtown environments and pinch points like the above.

It has not yet been determined when the first "IN LANE" warning signs will be installed, but it should be in time for Spring. For pinch points, the following four I95 crossings were selected: Chapman Road, Salem Church Road, Otts Chapel Road, and Welsh Tract Road. Each has limited shoulders or no shoulder space at all, yet draw regular bicycle traffic because they are direct spans with no I95 access.

Though Welsh Tract Road appears to have a narrow shoulder, it isn't usable. Occasional storm grates and debris collection, and a close proximity to the curb make it very dangerous to ride in. Safest position here is the traffic lane.

UPDATE! And please invite your friends to follow 1st State BIKES

What has made 1st State BIKES so successful in its first full year of existence? Our loyal followers have played a huge part. But we need more of you, in order to mature and become a true force in Delaware bicycle advocacy. And really, we shouldn't have any trouble at all, considering the popularity of bicycling and that we're not even looking for paid members. Supporting 1st State BIKES is absolutely free! And always will be.

We launched 3 petitions in 2014. The first, advocating for a Newark to Wilmington on-road bikeway did quite well, clearing well over 200 signatures. As a result, several cyclists and three key folks from DelDOT rode the route. They took notes on the various obstacles, and many of the fixes involve some traffic signals, parking, and striping. Remediation could begin as early as Spring. Look for updates on this project as we get further into 2015.

The other two petitions, not so well. We collected just over 30 for the Bicycle Warning Sign "In Lane" enhancement, and are still struggling below 15 for enforcement of New Castle County's Unified Development Code where bicycle parking is concerned. The latter is a truly dismal showing, and very discouraging when considering it involves equal level of service. Folks, we have to do better. Signing these petitions truly means something. The signatures are real, and collected in a printable form, and submitted to those in charge. Simply put, projects like this will fail if the bicycling community doesn't support them in the simplest terms.

A huge barrier to gaining support is Bike Delaware. The State's #1 advocacy organization (according to the League of American Bicyclists) is not only ignoring our petitions, and not cross-posting our action alerts, but some of us are even blocked from posting on their Facebook page. This, despite us promoting Bike Delaware's projects and programs. So we definitely have our work cut out for us, in gaining the support we need to not only defend current policies and legislation, but improve or add to what we already have.

So please everyone, spread the word! Tell your friends to stop by and check out 1st State BIKES. Likes tell us lots about how we are doing, and we urge you to please invite your friends - via your own page - to like our page. We prefer to grow organically, as opposed to paying Facebook to grow fake numbers for us.

1st State BIKES 2014 Year In Review

2014 was the first full year of 1st State BIKES (formerly known as Delaware Bikes) existence. It was a year full of challenges, and hard earned successes. Much work remains to be done; 2015 promises at least as much, if not more action. Below we highlight the highs - and a few lows - of the past year in bicycle advocacy. Some are joint projects with the Delaware Bicycle Council and the White Clay Bicycle Club.

January-March:

• DelDOT Pave & Rehab Projects opened for comment
• Who is advocating for on-road safety in Delaware (series)
• Building the case for the Newark to Wilmington Bikeway Proposal

April:

• Bicycle-unfriendly rumble strips first brought to DelDOT's attention
• Bike Delaware hires attorney, demands Delaware Bikes forfeit name and domain
• SUCCESS: Promoted Cycle for Cecil for land conservation in neighboring Cecil County
• Building the case against bicycle-unfriendly rumble strips

May:

• Building the case for updating the penalty for failure to yield in a crosswalk
• SUCCESS: New crosswalk and bike lane added at key Ogletown intersection
• Petitioned DelDOT to Save Our Shoulders (cease adding rumble strips) 

July-August:

• Petitioned DelDOT to create a Newark to Wilmington on-road bikeway
• Building the case for updating the penalty for failure to yield in a crosswalk
• Survey: Is Route 13 in Dover safer with Bike Lanes?
• SUCCESS: DelDOT sweeping reform comes to fruition
• Building the case for complete crosswalks at Elkton Road/Christina Parkway

September:

• New DelDOT rumble strip design opened for comment  
• SUCCESS: First bicycle-friendly rumble strips installed south of Middletown
• Building the case for bollards instead of gates in New Castle County

October:

• Building the case for Share the Road signs on Route 896 in Cecil County
• EZ Roller Rides introduced
• SUCCESS: Bicycles May Use Full Lane signs to be installed on Route 896 in Cecil County

November:

• Petitioned DelDOT to upgrade bicycle warning sign to include "On Roadway"
• SUCCESS: Inaugural EZ Roller Ride
• Building the case for bike lanes with the next Elkton Road resurfacing project

December:

• Building the case for safe bicycle facilities with the Route 72 widening project
• FAIL: Too late to add 4th crosswalk at Elkton Rd/Christina Parkway 
• Building the case against bicycle parking waivers in New Castle County
• Petitioning New Castle County to enforce APBP compliant bicycle parking in the UDC
• SUCCESS: Test sites for bicycle warning signs, to include "In Lane" goes forward

Want to know more? 1st State BIKES is a committee made up of advocates from different organizations that believe in on-road infrastructure and safety. In the quest for a balanced network of bicycle facilities, our advocates also support the surveys, petitions, and projects from trails and pathways organizations such as Bike Delaware, Delaware Greenways, Trailspinners, etc. We also support education, including B.E.S.T. (Bringing Education and Safety Together).

DelDOT agrees on test sites for enhanced bicycle warning signs

According to Mark Luszcz, our Chief Traffic Engineer, DelDOT will not consider putting "Bicycles May Use Full Lane" on a yellow warning sign. It is their view that this is a regulatory message, which requires a sign with a white background.

However, in response to our recent petition, DelDOT is willing to entertain ideas for a smaller sub-sign (or "plaque"). It would simply be added under the normal bicycle (black on yellow) warning sign where appropriate. A leading favorite now among advocates is "In Lane" as opposed to "On Roadway" as called for in the petition. It would only be used on non-shouldered roads, or added to signs that may have formerly carried "Share the Road". Also included would be pinch points, such as bridges and overpasses where the shoulder is limited or vanishes entirely. The majority of warning signs now along shouldered and arterial roads will remain as is, since in those environments, the shoulder is the preferred travel path of most bicyclists.

For approval, test sites will be selected on a handful of roadways throughout Delaware to gauge how they work (ideas for locations will be solicited from the bicycling community). The “gauge” will simply be comments from road users. Stay tuned for news and updates as we move this forward!

See also: MDOT to install "Bicycles May Use Full Lane" warning signs on Route 896

Action Alert: Route 72 "Improvement" Project a threat to bicycle safety

Back in November of 2012, while serving with Bike Delaware, I posted a notice calling on bicyclists to attend a public workshop for "Route 72 Intersection Improvements". It is not clear how many bicyclists showed up, or what their comments were, because such information is (normally) not published or followed up. In fact, the biggest complaint we have about these workshops is that nobody really knows if their comments are even considered. In any case, in my own experience attending that night, public turnout appeared to be light.

Now, 2 years later, we find ourselves surprised to learn that this project is moving forward, expanding this very popular bicycle route from 2 lanes to 4. Bike lanes are included, but what is now an 8'-10' shoulder will be effectively reduced to 4' (5' through intersections) for most of the length. The project also calls for curbs, which means that debris collection could be a problem, minus frequent sweeping of the corridor. In other words, even with marked bike lanes, the experience riding on Route 72 (Wrangle Hill Road) could end up even more stressful than it already is.

Advocates from the White Clay Bicycle Club and Delaware Bikes recently met with Anthony Aglio, our trusted Bicycle Coordinator within DelDOT, to discuss what - if anything can be done at this late juncture. We were relieved to find out that DelDOT is still open to suggestions to improve bicycle safety, and will take in our concerns.

In a formal letter, we included the following:

• Narrow the center turn lane from 15' to 11', thereby adding 2' to the bike lanes on both sides. The result will now be 6' bike lanes, 8' when including the curb offset (which normally doesn't count).
  
• Instead of vertical curbs, use the standard sloped curb (or mounted, gutter pan, etc.) allowing bicyclists the option to bail out under extreme or threatening circumstances.
  
• Use bicycle-friendly rumble "stripes", as opposed to rumble strips. The latter tend to be offset from the white line, thus robbing valuable shoulder space, while the former are part of the white line itself.
  
• To accommodate the many bicyclists that ride to and from Delaware City and points east, connect the bike lanes through the SR1 ramps to the project limits, connecting them to the existing shoulders.
  
• Provide a 5' bike lane on McCoy. Where bike lanes transition back to the travel lane, place a Bikes May Use Full Lane Sign.

 

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Above: Curbside bike lanes can be found in Centerville along Route 52, what may be the most popular bicycle route in Delaware. 2 lanes at 35 mph, however, is a much safer environment than a 4 lane 50 mph arterial highway. Hence, the need for a carefully considered Complete Streets design on Route 72.

Greenville Village Study fails to address on-road bicycle safety

Above: Bicyclists riding through Greenville on Kennett Pike - the only efficient means in which to to do so.
(picture courtesy of the Greenville Village Plan)

From Delaware Greenways -- Partnering with the New Castle County Department of Land Use and the Delaware Department of Transportation, Delaware Greenways conducted the first of several public meetings for the Greenville Village Study and Special Area Plan on May 8, 2014 at A. I. DuPont High School. The purpose of the meeting was to introduce the public to the study and solicit input on four questions which the study and the resultant special area plan will address.

Assisting at the meeting were volunteers from the Board of Directors of both Delaware Greenways and the Kennett Pike Association and the Brandywine Valley National Scenic Byway Partnership. [Full article ...]

Poster's note: The next workshop for this project will likely be scheduled early next year. You can view the latest workshop notifications on DelDOT's website. Transportation and recreation bicyclists who depend on roads like Kennett Pike need to attend. As more pathways are built in view of motorists, their tolerance of bicycles using the roads will decline. The only mention of bicycles so far was the following: "A village square or central park was suggested as a missing element as were better bicycle and pedestrian connections so residents can walk and bike to the commercial and other areas, open spaces and schools and perhaps a trail along the railroad". Straight away, it appears that the emphasis is on off-road pathways, which will serve limited needs for most transportation and recreational bicyclists traveling the Route 52 corridor.

The State of Maryland is already using
this sign. DelDOT is considering
something similar.

It should be noted that road bicycling advocates have thrown their full support behind the First State Trails and Pathways Plan (FSTPP) since its inception, because we know that off road facilities are a vital part of any balanced bicycle-friendly community or network. Unfortunately, advocates for bike paths and trails are weak on reciprocation.

Advocates have maintained for years that Kennett Pike through Greenville is a hostile environment for bicyclists, given 4 lanes of curb to curb traffic and no shoulder. Despite aggressive drivers and a lack of bicycle facilities, it is still commonplace to see folks riding this stretch of road in the right lane, usually traveling to and from Centerville and points north and west. Advocates have asked repeatedly for the right lane in each direction to be designated as a shared bike lane/car lane, or at the least, have "Bicycles May Use Full Lane" signs installed. A recent improvement did include the addition of bicycle warning signs, but this is much less effective compared to a bicycle lane or even Sharrows. Bike Delaware has opposed the latter idea because of the 35 mph speed limit, even though MUTCD guidance makes this exception.

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Petition: "Bicycles On Roadway" Warning Signs

Please click above to have a voice!

Delaware Department of Transportation: Install signs that serve a dual purpose of warning motorists that bicycles will be in the roadway and educating motorists that bicyclists have the right to ride in the lane, or the right to use the full lane if necessary.

As it stands now, DelDOT is generously installing generic bicycle warning signs (yellow diamond with a bicycle symbol) on a widespread basis, and we applaud their willingness to do so. The "Share the Road" sub-sign below it has been discontinued.

According to Federal Highway Administration and 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. While no one is suggesting that DelDOT refrain from using the sign to raise awareness of bicyclists on the roadway, something more is needed on non-shouldered roads with sub-standard width lanes, something that is both a warning sign and that carries an educational message to drivers that bicyclists are legally entitled to ride in the lane of traffic.

DelDOT’s first attempt to use the standard "Bicycles May Use Full Lane" (BMUFL) sign on a 2 lane non-shouldered road in Sussex County - Gills Neck – raised the ire of motorists and legislators, and the signs were removed. A second sign, at a bridge crossing the White Clay Creek on Papermill Road in Newark, is still in place. These are black on a white background, and are intended to inform motorists about the law, but are not as visible as the larger and brighter yellow warning signs.

Given the issues surrounding BMUFL signs used for any distance along Delaware's non-shouldered roads, a sign that is a customized version of the bicycle warning sign and that includes the words “On Roadway” would make an excellent compromise, and should be installed on roads where substandard width lanes and higher speeds present a safety hazard. This sign would not be intended to replace the bicycle warning sign in widespread use. It would be used going forward, only in areas where substandard width lanes, aggressive driving, and/or higher speeds present a safety hazard.

Major justification for this initiative comes from Maryland's State Highway Administration. SHA combined the bicycle warning sign with the Bicycles May Use Full Lane sign, and are using it on 2 lane non-shouldered roads. This appears as a standard yellow diamond with a bicycle symbol, and the words "Bicycles May Use Full Lane". This is a custom design and not found in any of the national manuals, yet the signs are used with much success in Cecil County and will soon be installed on Route 896 just north of Newark. The story behind that advocacy effort can be viewed HERE.

Does this sign increase safety? If you think so, please sign our petition!