Bicycles, Rolling Stops, and the Idaho Stop

A simple pavement marking
can make it intuitively obvious
where to place your bike to
trip a red light to green. These
have yet to appear in Delaware.

One state gets it. The rest don't, at least not yet anyway.

In Idaho, it is legal for bicyclists to treat stop signs as yields, and red lights as stop signs. Why? With the latter, it was understood long ago that traffic signals don't always detect bicycles. And even if they did, without painted guidance (right), most would still miss the rquired position over the loop detector. Another advantage is less friction and altercations with motorists, assuming the public is properly educated about it and it is properly enforced.

When comparing Idaho's crash statistics (including Boise - a relatively large city) with other states, there is nothing gained from requiring bicyclists to put a foot down at every stop. In fact, doing so can waste valuable momentum and actually infuriate motorists, i.e. by impeding traffic behind as the cyclist stops, then remounts and struggles to clear the intersection in a timely manner.

The success of the Idaho Stop law proves that it is difficult - if not impossible to impose laws designed for cars and trucks on bicyclists, unless the road is designed as a Complete Street (adapted to all user types, including the non-motorized). Bicycles are not motor vehicles, and very few roads are designed to safely accommodate them. The video below is a must watch for anyone who disputes these facts.

Bicycles, Rolling Stops, and the Idaho Stop from Spencer Boomhower on Vimeo.

Murder Machines: Why Cars Will Kill 30,000 Americans This Year

“At some point, we decided that somebody on a bike or on foot is not traffic, but an obstruction to traffic.”

Featured in Collectors Weekly -- There’s an open secret in America: If you want to kill someone, do it with a car. As long as you’re sober, chances are you’ll never be charged with any crime, much less manslaughter. Over the past hundred years, as automobiles have been woven into the fabric of our daily lives, our legal system has undermined public safety, and we’ve been collectively trained to think of these deaths as unavoidable “accidents” or acts of God. Today, despite the efforts of major public-health agencies and grassroots safety campaigns, few are aware that car crashes are the number one cause of death for Americans under 35. But it wasn’t always this way.

“If you look at newspapers from American cities in the 1910s and ’20s, you’ll find a lot of anger at cars and drivers, really an incredible amount,” says Peter Norton, the author of Fighting Traffic: The Dawn of the Motor Age in the American City. “My impression is that you’d find more caricatures of the Grim Reaper driving a car over innocent children than you would images of Uncle Sam.”

Though various automobiles powered by steam, gas, and electricity were produced in the late 19th century, only a handful of these cars actually made it onto the roads due to high costs and unreliable technologies. That changed in 1908, when Ford’s famous Model T standardized manufacturing methods and allowed for true mass production, making the car affordable to those without extreme wealth. By 1915, the number of registered motor vehicles was in the millions.  [Full article ...]
 

 

Ben Adler weighs in on Brandt vs United States

The new Mike Castle Trail along the C&D Canal

Cross-posted from Grist

By Ben Adler -- Rail trails - the biking and walking paths that have sprouted up on disused railroad lines over the last couple of decades - can be beautiful and popular public spaces. The Capital Crescent Trail on the outskirts of Washington, D.C., for example, passes scenic waterfronts and is packed on sunny weekend afternoons. As cars and trucks displaced passenger and freight rail in the 1950s, ‘60s, and ‘70s, abandoned rail lines fell into disrepair and became an eyesore. In 1983, Congress passed the “Rails-to-Trails Act.” Since then, the federal government has worked with rail companies and the communities traversed by tracks to reclaim these spaces for the public. Some 20,000 miles of rail trails have been established, with more constantly in development.

So it was alarming news for trail advocates when the Supreme Court ruled 8-to-1 on Monday in favor of a private property owner, and against the federal government, on the question of who owns the rail-line right-of-way on his property. The media headlines made it sound like a dramatic defeat: “U.S. justices deliver blow to ‘rails-to-trails’ policy,” from Reuters, was typical.

It was indeed a bad ruling for rail trail enthusiasts. But relax! The effect will be very limited. [Full article ...]

Poster's note: Only time will tell how this ruling will affect present and future rail trail projects. We do know that, time and time again, those in opposition end up warming to these trails. They even end up taking advantage of the higher real estate value that comes with having a bicycle and pedestrian facility nearby.

As it stands now, off-alignment trails are the most expensive, difficult, and time consuming when it comes to building bicycle facilities. Issues of land ownership and right of way almost always factor. Planning the Pomeroy Trail in Newark saw 10 years pass before actual construction began, and the Enola Low Grade Line in Lancaster County is finally coming to fruition after 20 exhaustive years of local opposition and litigation. It is not clear how long a project like the Newark to Wilmington Trail will take, given the usual issues above and little established ROW to begin with.

Major blow to the Rail Trail Movement, thanks to the U.S. Supreme Court

From NPR -- The federal government loses its control of land that's granted to railroad companies after the track has been abandoned, the U.S. Supreme Court ruled Monday. The court sided with a private landowner in Wyoming who is fighting efforts to convert disused tracks into a bike path near his house.

The court's decision overturns decisions by district and appeals courts. The wider impact of the ruling is difficult to estimate, partly because the U.S. government doesn't have a central database of the land it owns under such circumstances, according to the SCOTUS blog .

The justices and attorneys acknowledged that uncertainty during oral arguments over the case in January.

"For all I know, there is some right-of-way that goes through people's houses, you know," Justice Stephen Breyer said, "and all of a sudden, they are going to be living in their house and suddenly a bicycle will run through it."

Today's ruling could have "implications for about 80 other cases involving some 8,000 claimants," according to USA Today. "Tens of thousands of other property owners also could emerge as victors." [Full article HERE]

Abandoned Railroads make the best shared use pathways, because of their long, relatively uninterupted rights of way. This ruling could allow past claimants to virtually shut down, or even reclaim railroad property repurposed for such use.

Related: Rails-to-Trails Conservancy Heads to the Supreme Court in the Defense of Rail-Trails

Delaware Bicycle Council's Stunning New Driver Awareness Video

In June of 2012, long time cyclist, Bob Wheeler, died immediately following a crash with a motorist at the intersection of Marsh Rd and Baynard Blvd in North Wilmington. The motorist was making a left turn and failed to yield to Bob. She was sentenced under the Vulnerable Users Law. The following video is the product of the community service element of her sentence which required her to participate in the making of a motorist awareness video under the auspices of the Delaware Bicycle Council. Click on the image below to open the video:

In 2010, Delaware passed a law to protect vulnerable users, including bicyclists and pedestrians. The law creates additional penalties, including education and community services, for motorists whose careless or inattentive behavior contributes to the serious injury of a vulnerable user who is lawfully in the public right of way.

Road safety, in terms of education and enforcement are not the most glamorous aspects of bicycle advocacy. Without the efforts of the Delaware Bicycle Council, and advocates working alongside them on these issues, Delaware would not have come close to achieving its award as a Bronze top 10 Bicycle-Friendly State. For a complete rundown of who's advocating for on-road safety and infrastructure, and a list of current projects and proposals, check out our ongoing series "Who is advocating for on-road safety in Delaware"

No hope Congress passed fewer than 1% of bills introduced in 2013

The record is clear that, even with supposed bi-partisan
support, this bill still has little chance of passing.

ACTive Communities Transportation. Federal Surface Transportation Policy and Planning Act. The American Power Act. Safe and Complete Streets Act of 2011. These are are just a few of the bills that could have improved non-motorized transportation over the past several years - some greatly. Yet all failed in one way or the other, and were not enacted into law.

History aside, we applaud Bike Delaware's lobbying efforts at the National Bike Summit. They will be meeting today with Representative John Carney, as well as Senators Tom Carper and Chris Coons, and asking for their endorsement of HR3494 and S1708. Known as the "Pedestrian and Bicycle Safety Act", this bill directs the Secretary of Transportation (DOT) - under the highway safety improvement program - to establish performance measures for states to use to assess significant reductions in the number of serious injuries and fatalities for both motorized and non-motorized transportation.

It is difficult, if not impossible to have confidence that this bill will pass, and not end up like the others before it. It should be noted that when 2013 began, members of Congress introduced 6,366 pieces of legislation. 12 months later, with the session nearly over, less than 1% of these bills actually passed. By December 21, 2013, the House and Senate had approved only 58 measures - the lowest for a single year since 1947.

In a word, the U.S. Congress is functionally useless, and bicycle & pedestrian safety (at the national level) and any funding it requires is is no exception. An internet search reveals nothing in terms of successful legislation in at least the last 5 years. Only the stripping of Transportation Enhancements in favor of MAP-21, along with several other assaults aimed at the elimination of bicycle and pedestrian funding from the Federal Transportation Budget.

We believe that energy expended on Capitol Hill would be far more effective at the state level. There are multiple on-road safety projects and proposals here in Delaware that would benefit greatly from Bike Delaware's (as well as the League of American Bicyclist's) interest and support.

Related: Who is advocating for on-road safety in Delaware (4 part series)

Corinne Bailey Rae "Put Your Records On"

Nothing compares to the simple pleasure of a bike ride. ~ John F. Kennedy

Corinne Bailey Rae (born Corinne Jacqueline Bailey on 26 February 1979) is a British singer-songwriter and guitarist from Leeds, West Yorkshire.

Bailey Rae was named the number-one predicted breakthrough act of 2006 in an annual BBC poll of music critics, Sound of 2006.

She released her debut album, Corinne Bailey Rae, in February 2006, and became the fourth female British act in history to have her first album debut at number one. Read all about her in Wikipedia HERE.

Market Watch: The end of the car is coming

 Maybe there is hope, after all.

 . . . and bigger picture, let’s not discount the demographic and geographic shifts that threaten to reshape the auto market - among many other areas of Wall Street.

Mounds of data shows that in the wake of the Great Recession, Americans are moving back into cities in droves. One of the megatrands that comes from this re-urbanization is an increased reliance on public transportation and a shunning of cars.

In fact, last year billionaire real estate mogul Sam Zell said we may be seeing the “end of suburbia” as a result of this shift to cities - and if the suburbs die, so does the need for a preponderance of vehicles to commute in.

Younger Americans are clearly already moving away from autos. Consider that the University of Michigan Transportation Research Institute estimated that in 2010, 69.5% of 19-year-olds in the U.S. had a driver’s license compared with 87.3% in 1983 . This is thanks to urbanization, as well as the psychosocial trend that has put the “freedom” offered by mobile devices and technology on equal footing with the “freedom” once offered by getting behind the wheel of mom’s station wagon on the weekend. [Read the full article ...]

Newark Post: Council approves Bicycle Plan for Newark

Heather Dunigan was key
in developing the Plan

By Karie Simmons - ksimmons@newarkpostonline.com

After getting approval from council Monday night, the city can now move forward with its newest plan to make Newark a more bicycle-friendly community over the next several years.

Two years in the making, the 2014 Newark Bicycle Plan was created by the Newark Bicycle Committee and was a collaboration between area residents, city officials, the Wilmington Area Planning Council, the Delaware Department of Transportation and local bicycle advocacy organizations.

According to Planning and Development Supervisor Michael Fortner, the city has come a long way since its last bike plan in 2002 with the creation of the Hall and Pomeroy trails, the Newark Bike Project and a bicycle safety-checkpoint program. In addition to improving bike lanes on South Main Street and Paper Mill Road, Newark now has more bike racks on Main Street and on DART and University of Delaware buses, but there is still more improvements to be made, Fortner said.

Between 2005 and 2010, there have been 106 bike-related crashes in Newark, with 17 occurring on College Avenue, 16 on South Main Street, 15 on Delaware Avenue and 13 East Main Street. Fortner said 44 of those crashes were at busy intersections such as Delaware Avenue and Academy Street, South Main Street and Casho Mill Road and Delaware.  [Full Story ...]

Who is advocating on-road safety in Delaware, Part 3

The third of a 4 part series, we will now highlight the specific on-road infrastructure improvement projects going on around Delaware.

1st State Bikes and the Delaware Bicycle Council both believe that on-road bicycle safety and infrastructure is at least as important - if not more important than off-road or segregated (i.e. bike path) facilities. The successful planning of any bicycle-friendly network comes with an understanding that we must rely on our roads and arterial highways, if we are to ride from home thus reducing auto dependency. In this regard, a balanced approach to advocacy is vital in the success of any bike-friendly community, city, or state.

So, what is going on around Delaware in terms of on-road safety improvements? Several key projects are nearing fruition - or ongoing - that will not only help our current cycling population, but perhaps encourage others to start riding. According to a study conducted in Portland OR, the "Enthused and Confident" are the best hope for growing bicycle mode share.

Failure to improve our roads for bicycle safety will only result in more car trips, as folks will rack up and drive with their bikes over to the nearest bike path facility. The below on-road infrastructure projects are designed to help turn things around (you can preview an acronym definitions list HERE).

Enforcement of Bicycle Facilities with the New Castle County Building Code
A bike lane and bike parking are required with new developments in New Castle County that contain a right turn-only lane entrance. It appears too many waivers are issued, however. The following was recently provided to Delaware Bikes by Delaware's Bicycle Coordinator.

• As of January 28, going forward, Bicycle/Pedestrian Staff will be the deciding factor on bike lane requirements. This includes environmental, ROW, and safety limitations.
• Current policy states that if there is no shoulder, or there is an existing right turn lane, a bike lane is not considered if current requirements are met.
• If a right turn deceleration lane is not warranted for new development, we don’t get a bike lane.

Without something in writing, we cannot legitimately confirm this. We must also advocate for a change to the policy, that it shall include the bike lane if a right turn lane pre-exists or it is a redevelopment plan. Anthony Aglio, Delaware's Bicycle Coordinator, has been a true friend and ally to bicycle advocates going back many years. Working in Planning, he will help us stay on top of this. Stay tuned for more.

Funding Pools for Small-Medium Size Bicycle and Pedestrian Projects
Funding Pools are a proposal by the Delaware Bicycle Council to restore funding for small-medium sized bicycle and pedestrian projects.

• Slush funds are allocated to each county to pay for smaller projects that can greatly improve on and off-road bicycle networks and connectivity.
• Not long ago, Funding Pools were a regular part of DelDOT's budget.
• The Paper Mill Road bike lanes were made possible by Funding Pools, and are a favorite among area bicyclists connecting Newark and Pike Creek.
• Re-establishment of Funding Pools received the support of Governor Markell and Sec. Bhatt in 2012, as well as most other bike related organizations in the State. Bike Delaware and Delaware Greenways were the only two that did not support Funding Pools.
• The Funding Pools were to be a part of the $13 million dollars that the General Assembly voted to allocate to bicycle and pedestrian improvements.
• Although efforts were made towards developing the logistics of the Funding Pools, the funding never materialized. Instead, virtually all of the $13 million went to trail planning, design, and construction over the next several years.

Funding pools remain stalled, although they are an active Delaware Bicycle Council goal. It will be difficult, if not impossible to create viable bicycling networks without them.

Pavement and Rehabilitation

With the help of 1st State Bikes and the State’s cyclists, the Delaware Bicycle Council continues to review upcoming pave and rehab projects, and to issue recommendations to install bike facilities along bike routes and other roads that are a valuable part of the state’s bicycle network. This has been an ongoing struggle since 2009, much of it related to our lack of the shared right turn-only lane treatment described below, which is very much in progress. Stay tuned as this effort continues to grow, given added tools in the toolbox.

Removal of "Share the Road" Plaque (from Bicycle Warning Signs)
A consensus was reached among advocates that many drivers were misinterpreting "Share The Road" as only applying to bicyclists. In addition, it is not possible to share a sub-standard width lane (under 13 feet, which accounts for most) when factoring the 3 foot passing law.

• A complete history of DelDOT's Bicycle Warning Sign, and the eventual removal of "Share the Road" wording as part of it, can be found by clicking the above link.
• DelDOT's Chief Traffic Engineer, Mark Luszcz, listened to Delaware bicyclists and advocates and did not wait for an active campaign to address this topic.
• Mark Luszcz solicited comments from multiple advocates and bike related organizations.
• As of 2014, the Share The Road "Plaque", will no longer be included with Bicycle Warning Signs.

This was a great example of consensus building among our state's cyclists and bicycling organizations.

Secretary Bhatt's Bucket List 
This is a special projects list that was requested by Transportation Secretary Shailen Bhatt, and acted upon by the Delaware Bicycle Council.

• Several recommendations are in progress now, including the addition of bike lanes on Limestone road north of Millcreek.
• Most of the improvements listed will be seriously considered with future Pave & Rehab projects.

The approval of the Shared Right Turn-Only Lane treatment below will help produce more complete projects and retrofits.

Shared Right Turn-Only Lanes
This goal was originally conceived during the early years of Bike Delaware by a former member of Bike Delaware. The below list was compiled by DelDOT's Traffic Section, and provided to 1st State Bikes, and we tip our helmet to them.

• Aug 2012: First meeting of Research Advisory Panel.
• Fall 2012: Survey efforts undertaken, including data collection and analysis.
• Feb 2013: Progress report including results of part 1 (survey) of research.
• Mar 2013: Second “advisory panel” meeting.
• Apr 2013: DelDOT/UD discuss in more detail possible field study locations and make selections for first 3 locations, one for each option.
• May 2013: DelDOT staff assigned to review 3 field locations to confirm “before” conditions are acceptable and meet current MUTCD standards. 2 of 3 are good. 1 requires minor signing/striping modifications.  DelDOT staff begins developing detailed signing/striping plans required to implement experimental RTOL conditions.
• June 2013: Minor signing/striping modifications complete; all 3 locations good for “before” data collection.
• July-Sept 2013: “Before” data collection undertaken.
• Nov 12, 2013: Implementation complete for experimental RTOL conditions at all three locations.

We are now in the final stage of approval, which includes collecting the "After" data at all three locations. Stay tuned for more, as this exciting project concludes.

Sweeping Reform
Details provided by Randy Cole, DelDOT's Environmental Program Manager

• Sept 2012: A former Bike Delaware Advocate collected comments and submitted a database of sweeping "hot spots" to DelDOT's Maintenance and Operations Division.
• As fate would have it, DelDOT was due for a new NPDES permit, and submitted an outline to DNREC describing an improved strategy for implementing the Storm Water Management Plan (SWPP&MP), due by May 7, 2014.
• The SWPP&MP will lay out the specifics and measurable goals for the various elements, including DelDOT's Sweeping Program. This includes additional emphasis on "reflection" zones (those with curbs/barriers, such as bridges) that typically collect more debris.
• As of Oct 2013, a pilot study was in progress.
• When the sweeping plan is finally submitted to DNREC, it may go through several iterations before it is approved.

Still a few months away from full implementation (as of Oct 2013). We can expect an update on this project very soon, by Spring at the latest.

That's all we have for now. Stay tuned to DelawareBikes.org, your #1 source for advocacy news in today's built environment. And tell your friends!

Related:
Who is advocating for on-road safety in Delaware (Part 1)
Who is advocating for on-road safety in Delaware (Part 2)

Is this what we really want for South Main Street?

This footage was gathered over a weeklong period from four 24-hour Super WaWas with gas pumps in Pottstown, West Chester, Center Square, and Schwenksville PA. The video shows motorist's confusion coming in and out of the parking lots, congested side streets, and near-constant backups at traffic lights and stop signs. This congestion and erratic driving - and the accidents that come as a result - have been dubbed the “WaWa Effect” in an article by The News Journal about traffic studies being conducted by the University of Delaware as part of a larger, ongoing project for the Delaware Department of Transportation. The study suggests an increase in new traffic patterns and erratic driving around convenience stores like WaWa, citing U-turns, running red lights, and increased accidents as a result of the influx of traffic coming and going.

Typically, engineers will claim that the proposed Super WaWa will operate largely on existing traffic patterns, drawing minimal new congestion to the areas and residential streets that surround the site. This is false, given induced demand from a greater area - which the pumps are designed to do. They also fail to address the heavy truck traffic that is expected to frequent the store for deliveries and fuel, especially during night and early morning hours.

This increase in traffic is one of the main reasons more than 1,000 residents and business owners rallied to oppose a new Super WaWa in the Borough of Conshohocken, PA. More than seven hundred letters and petition signatures were mailed to Borough Council expressing the community’s opposition to the zoning text amendment WaWa submitted for a 24-hour diesel fuel Super WaWa. Read this update on how they prevailed.

It appears we are in for a similar battle to keep Newark's downtown as a walkable, bikeable, livable community. WaWa wants to build a major gas pump facility on South Main Street, at the intersection of Apple Road, across from the Municipal Building. As in Conshohocken, we can expect a fight to the bitter end - all in the name of profiteering - against residents who are justifiably opposed.

The Super WaWa on Route 273 and Marrows Road is anything but a "neighborhood store", regardless of what its PR Dept claims. With the help of the Newark Bicycle Committee, advocates even had to enforce ADA sidewalk compliance, and a city ordinance calling for bike parking - which resulted in a useless wheelbender.

Those on foot or bike are seldom seen around these mega-pump stores, because they are a safety nightmare. Wally Hertler, however, tries for a quick fill-up at a shuttered Citgo station in Cochranville PA a few years ago.

Lily Allen - London Town

Lily Allen explains what bicycling is like in London --

Action Alert: Newark City Council to vote on Bicycle Plan, Monday 2/24

A bicyclist's presence is called for at an upcoming Newark City Council meeting, to ensure smooth passage of the long awaited Newark Bicycle Plan. The meeting takes place on Monday,  February 24th and starts at 7pm. The Plan is fairly early on the agenda (Item 4), however, the Public Comment section near the beginning of the agenda has been taking a lot of time as a result of the Data Center controversy. So it is hard to predict how soon the NBP will be considered.

On Tuesday 2/18, the Newark Bicycle Plan achieved a strong endorsement from the Newark Traffic Committee. Everything appears in our favor, as most, if not all, Council members view bicycling very favorably and see it as something we should encourage both as a transportation choice and for recreation. So we don’t expect any automatic opposition. However, it is very important to encourage many bicyclists to attend - preferably dressed to ride - and to have them prepared to speak in support of it. This is important because even if a few people show up to speak AGAINST adopting the Newark Bicycle Plan, if there are not enough people present to speak for it other than City Staff, the Council could choose to table or even vote it down.

Among the concerns:

• Some other localities, when considering Bicycle Plans, have had an attendance of “Agenda 21” opponents, and that could very well happen in Newark. For those of you who do not know what Agenda 21 is, it's a non-binding U.N. resolution that promotes a more livable and sustainable way of life. With that comes a fringe political movement that thinks it's a U.N. sponsored, socialist government takeover. Increasingly, members are showing up at these meetings - and attempting to derail multi-modal transportation plans.
• There are people who think the roads are only for cars and that bicyclists are a nuisance. A number of these were present at Newark's Comprehensive Plan workshops, and may be speaking here as well.
• And finally, there could be someone who is a bicyclist who is well intentioned but wasn’t involved in the planning process, and they could speak against it because they perceive that something in the Plan is less than perfect.

All of the above have happened before with other City projects and plans, and without area residents there to speak in favor, we could see the adoption of the Bicycle Plan delayed or even derailed altogether.

If you are available this coming Monday, 2/24 at 7pm, we strongly encourage you to come. You do not have to stay for the entire meeting - just through the Bicycle Plan approval process. A map to the Newark Municipal Building, at 220 South Main Street, is below.

View Larger Map

Other people make mistakes; learn how to avoid them

These simple and important lessons in Bicycle Safety will sharply lower your chances of a conflict or crash. BicycleSafe.com tells us how.

This is a far cry from normal bicycle safety guides, which usually tell you little more than to wear your helmet and to follow the law.  But consider this for a moment: Wearing a helmet will do absolutely nothing to prevent you from getting hit by a car. Sure, helmets might help you if you get hit, but your #1 goal should be to avoid getting hit in the first place. Plenty of cyclists are killed by cars even though they were wearing helmets. Ironically, if they had ridden without helmets, yet followed the advice on this page, they might still be alive today. Don't fall for the myth that wearing a helmet is the first and last word in biking safety. In truth, an ounce of prevention is worth a pound of cure. It's better to not get hit. That's what real bicycle safety is about.  [Continued .....]

Poster's note:  The dangers faced by bicyclists riding on the road can indeed be greatly minimized, not only with the tips above, but also using simple paranoia. Tell yourself that most drivers are distracted by a phone or other electronic device, and let it dictate your every assumption. Always use a bicyclist's rear-view mirror to monitor traffic from behind as you approach intersections. If riding recreationally, the day of the week and/or time of day can factor; smart cyclists tend to avoid the times when folks are most likely intoxicated, cruising, or driving around for pleasure more than purpose. Ride your bike, or use your feet - no one should tolerate a built environment that discourages us from biking and walking.

Sidewalk riding, approved by at least 1 advocacy organization in Delaware, is not without danger. In fact, some studies suggest that sidewalks and pathways in general see a greater number of bicycle crashes due to intersection frequency and overcrowding among multiple user types.

Funding for Road Safety in Delaware: DelDOT Responds

Bike Delaware recently published the first in a series of articles concerning road safety in Delaware, especially as it relates to the different funding types for pedestrians and bicyclists.

Road Safety in Delaware: How We Can Reduce the Number of Dead Pedestrians (Part 1)

Road Safety in Delaware: How We Can Reduce the Number of Dead Pedestrians (Part 1) - See more at: http://www.bikede.org/2014/02/04/dead-pedestrians/#sthash.ZJ9Omcn5.dpuf

Road Safety in Delaware: How We Can Reduce the Number of Dead Pedestrians (Part 1) - See more at: http://www.bikede.org/2014/02/04/dead-pedestrians/#sthash.ZJ9Omcn5.dpuf

We commend Bike Delaware for raising awareness, and putting a strong focus on non-motorized safety and spending. However, though educational and informative on many fronts, we felt it necessary to publish DelDOT's response to help clarify several points in the article.

Mark Luszcz, P.E., PTOE, DelDOT

Mark Luszcz, DelDOT's Chief Traffic Engineer wrote:

1. From your article: “Road safety in Delaware (just as everywhere else) is primarily funded through a federal program called the Highway Safety Improvement Program (HSIP).” This is not entirely true. Many different sources of funding are used to improve road safety in Delaware. Just one example: I spent many years as both a consultant and DelDOT employee working on the planning, design, and implementation of the South Governors Avenue Project in Dover. This 1.5 mile upgrade included the addition of bike lanes, sidewalks, crosswalks, transit stops, and a two-way center-turn lane. This project cost many millions of dollars (not HSIP), years of staff effort, and coordination with hundreds of local residents, businesses, and property owners. The bicycle, pedestrian, and transit safety and operational upgrades were at least as important, if not more so, than the motor vehicle upgrades. Similar projects include the SR 54 Project (completed in 2012) and the SR 26 Project (recently started).

2. You are correct about the cluster analysis, which is one of our longstanding, primary tools for identifying, analyzing, and correcting safety issues. Because motor vehicle mode share vastly outweighs pedestrian and bicycle mode share, motor vehicle crash issues are what are almost exclusively identified through the Hazard Elimination Program, which is a subset of our HSIP and uses the cluster analysis to identify site locations. However, since at least 2005, DelDOT has attempted to incorporate pedestrian improvements into HEP projects whenever possible, and has done so in a high percentage of those projects. For instance, if a left-turn motor vehicle crash problem at a traffic signal was identified through the cluster analysis, we will still consider and implement if possible pedestrian improvements such as new/upgraded crosswalks, curb ramps, and pedestrian countdown signals. For small projects like signal upgrades, these types of pedestrian improvements are often feasible. Bicycle improvements which often involve road widening are not feasible for this scale of project. Sometimes minor transit improvements can be incorporated as well, such as relocating a bus stop to a better location, or including a short piece of sidewalk. We do not get “credit” for these upgrades in the FMIS budget chart that you included.

3. In the late '90s and early 2000s, highway safety experts at the state and federal levels began to recognize that the cluster analysis had flaws, and should not be the only tool used in addressing crash problems and highway safety. This led to the federal requirement for states to adopt Strategic Highway Safety Plans. DelDOT’s first plan was adopted in 2006, and the current plan was adopted in 2010. The plan requires states to analyze many different crash types, compare to national crash rates, and select emphasis areas that either show a high percentage of crashes, or a higher percentage than the national average. Delaware’s plan is available online. It has 7 primary and 4 secondary emphasis areas. One of the emphasis areas is related to intersection safety. This is generally well suited to the cluster analysis. Another is related to run off the road crashes, which comprises 47 percent of fatal crashes in Delaware (2007-2008 data). These crashes are generally not found in clusters and are more susceptible to correction by systematic upgrades: upgrading the types of roads with these crashes, not just specific locations with a high number of crashes. Countermeasures include edge-line rumble strips, delineation of roadside obstacles, etc. Another emphasis area is related to pedestrian safety. We agree this is a major issue for Delaware highway safety, which is why the pedestrian/bike working group was formed. That group is attempting to better coordinate improvements through engineering, education, enforcement, and emergency services. We believe one tool to attempt to address this issue is the use of pedestrian/bicycle safety audits, which you will further explain in your next article. Note that the Kirkwood Highway study is not the first of these conducted in Delaware, but the third. The first two were US 13/US 40 (Wilton Blvd/Llanglon Blvd. to SR 273), and SR 273 (US 13 to Newark). Without giving too much away for your next article, I wanted to note that the US 13/US 40 study, completed in 2009, resulted in several relatively small and one medium size project. Almost all short-term recommendations from that study have now been implemented, including additional warning signs, additional crosswalks/pedestrian signals, and the full lighting of the corridor from Wilton Boulevard to SR 273. The combined cost of the projects was over $1,400,000. HSIP budgets were not used, but a variety of other funding sources were.

4. One final example I would like to present is the implementation of almost 8 miles of bike lanes on US 13 in Dover. These lanes were created by narrowing the travel lanes and striping the bike lanes through a pavement and rehabilitation project. Several pedestrian upgrades were incorporated into this project as well (e.g., crosswalks, pedestrian signals, curb ramps). The bicycle lanes themselves were not cheap, as they required the resetting of the crown of the roadway and adjustment of signal heads at approximately 14 traffic signals. These major operational and safety upgrades for bicycles and pedestrians were funded by DelDOT’s Pavement & Rehabilitation Program. Not HSIP, or other funding sources that are primarily used for bicycle/pedestrian projects such as Transportation Enhancements/Transportation Alternatives, or the statewide trails initiative.

5. This response likely sounds a bit defensive and it probably is. My primary point is that DelDOT has spent a large amount of effort in the last 10 years to better accommodate and improve the safety of all road users, including motorists, pedestrians, bicyclists, and transit users. We do not necessarily do a great job of tallying up the costs or the results of some of those efforts, or publicizing them. Our current programs and projects are certainly not above criticism and we look forward to continuing our working relationship for the good of all road users in Delaware.

Thanks!
Mark Luszcz, P.E., PTOE
Chief Traffic Engineer
Delaware Department of Transportation

Funding Pools (aka small-medium size project slush funds) were another source of funding for on and off-road bicycling improvement projects, which helped fund Paper Mill Road's bike lanes about 10 years ago. These funds were eliminated a few years later, and without Bike Delaware's support, they have yet to be re-established. Fortunately, DelDOT has picked up some of the slack during Pave & Rehab operations, making improvements whenever feasible and within budget.

Newark Bike Project's Year End Review

By Patrick Correale, Chair, Newark Bike Project

2013 was a very exciting and expansionary year here at NBP. Throughout the course of the year we faced the challenges of continued sustainability, transitioned to our first on-founding board, and expanded into our newest and largest location on Main Street. However, this would not have been possible without the dedicated help of our community and volunteers. In the beginning of 2013, we launched Mechanic’s Class sessions through grant funding, which has allowed NBP to excel in educating the community on bike repairs and maintenance. We have also expanded many of our community groups, and established key relationships with businesses and other non-profits in the Newark area, namely the Down to Earth Food Co-op. NBP was even able to orchestrate the Chainbreakers Collaborative, a summer camp over several weeks that focused on childhood education of bicycling and related topics. We also filed for our own 501c(3) status, making us an independent non-profit from our previous sponsor, Urban Bike Project. [Read the full letter in pdf ...]

Chairman Pat Correale cuts the ribbon at NBP's official Grand Opening on October 11, 2013

NBP tabled at numerous events in 2013, including UD's Earth Week in April. Some of these included free bike tune-ups.

University of Iowa Considers Campus Bike Share

When will the University of Delaware get on board?
 
By Vanessa Miller -- Pretty soon, University of Iowa campus commuters might not need to own a bike to use one for quick trips to class, work or anywhere else they want to go.

The university, through its Office of Sustainability, applied in October for a $96,000 grant to implement a “third generation bike share program.” The money would help fund a $120,000 initiative to set up three bike rental stations across campus.

The stations – proposed near eastside student residential housing, by Seamans Center in the central campus area, and by an entrance to the pedestrian mall – each would house 15 docks and 10 bicycles, according to the grant application.

Users could buy annual memberships or swipe credit cards to rent the shared bikes, which officials propose making available by Oct. 30, 2014. B-cycle, a bike sharing system that has launched programs in Des Moines, Madison, Denver and other communities, is among the vendors that could apply to implement the UI program.  [Full story in The Gazette ....]

A Bike Share program in Williamsport, PA. This station operates from the Genetti Hotel.

The Pottstown, PA Community Bike Share operates out of a local bike shop.

Late last Summer, the Blue Hen Leadership Program gave a presentation on bike sharing for the University of Delaware. As could be expected, several malcontents were also present, providing a negative opinion on the idea. There has been no further updates that we know of. Meanwhile, growth of bike share systems in other U.S. cities continues to sore.

Q'dos for Doctor Q, and the NJ Spine Institute

By Angela Connolly, Certified Medical Assistant

For spinal fusion surgery patients, the journey to a full recovery is often a long one. For Frank, it's been a journey filled with highs and lows, and some unexpected turns. Wednesday, February 12th marked a milestone, as Frank met with Dr Louis Quarteraro for his final visit at just about 7 months post op. Although Frank won't officially be out of the post-op period until the one-year mark, this visit was the final visit in person with Dr. Q, and a chance to say good bye with a special gift.

A giant Q for Doctor Quartararo, aka "Dr Q", of the NJ Spine Institute in Paramus, NJ

X-Ray at 12 weeks post-op

The human body is an amazing thing in its power to heal and rebuild itself. The small scars from the Endoscopic fusion are barely visible now, and the battery nerve stimulator pack has been removed. The things that Frank learned in "back school" during his Physical Therapy now come automatically to him, like the distinct ways of bending, kneeling and lifting that protect the fusion and the hardware inside him. Although he sometimes still suffers from occasional low back ache that anyone can get, the crushing pain that traveled down his legs is gone. With caution, he can now lift things without worry of injury. He no longer fears hurting himself unexpectedly. In the early days of a rough recovery, it was sometimes difficult to picture the good days that were just around the corner, but Frank did, and he never for one moment doubted that he had made the right decision to have the surgery. Throughout the recovery period, even at the lowest moments, he remained cheerful and optimistic.

X-Ray at 12 weeks, side

Frank started riding his bicycle again at 12 weeks post-op. Although it has been a cold and snowy winter, he is commuting to work on the days that he can, riding on the weekends when weather permits, and continuing to mentor and coach me. His strength is returning quickly, and he is really looking forward to participating in a full season of cycling, including a 12 day tour to Vermont and New Hampshire, as well as planning Rail Trail tours with me and other friends that we enjoy riding with.

Frank hopes that his story will encourage others who might be struggling with back pain. And he would like to thank Dr Quarteraro and his wonderful staff, all of whom were helpful and encouraging. With his healthy new back, Frank will be able to ride comfortably and strongly. As a matter of fact, he feels so good that, in a hint as to what his future might perhaps hold, I thought I heard the words "cross country ride" from him........  (see also "For 2013, Three Tours and a Surgery")

10 years of chronic back pain started here in Atglen, on the final day of the 900+ mile Tour of Central PA (June 2004).

MRI images taken before 2 Micro-Discectomies and finally, the Endoscopic Posterior Lumbar Interbody Fusion, or "PLIF" procedure. The latter provided the objective evidence for a permanent fix.

Angela Connolly is a Certified Medical Assistant, most recently in practice with St. Francis Healthcare in Wilmington, DE. With prior experience in Gynecology/Urology, her experience caring for Frank has given her new insight and appreciation into the issues surrounding patients undergoing treatments for Orthopedic/Spinal conditions. Caring for Frank throughout this experience has been very rewarding for her, and she is very pleased to have helped Frank through the recovery process, sharing the journey from first consult to his full recovery.

Modern technology could grow DART ridership

"Catch The Bus" makes use of GPS trackers on each bus to give you an accurate prediction for when the next bus will arrive at your stop. Its simple and intuitive interface will get you the information you need fast. Here is how it works in Boston, Mass.

• Available for iPhone, iPod Touch, iPad & Android devices.
• Has complete coverage for all routes in Boston's MBTA & SF Muni.
• Tells you when your bus will be at your stop, using GPS trackers on each bus.
• Save your favorite or most frequent bus stops to "My Stops" for easy access
• Search for bus stops on a Google Map view, which will display your current location alongside the stops. Making it very easy to find your stop.

All too often, using DART (Delaware Transit Corp) is a last resort, with many buses running from 20 minutes to an hour+ late of their scheduled stops. Unlike streetcar systems that rely on their own right of way, a bus is only as fast as the traffic or weather they're stuck in, and it becomes very frustrating as you stand outside waiting.

Email David Dooley at DART, and let him know about this amazing upgrade. Tell him it will help folks match their arrival time to that of the bus itself, making transit a much more attractive option: david.dooley@state.de.us

Visit Catch The Bus for a tour of this amazing time saving technology.

Transit can be very useful for bicycle commuters. Most, if not all DART buses are outfitted with a carrier. 
Photo by Caroline Honse

Marion Meadows - A Thousand Dreams

What a neat video. Marion Meadows is a competitive cyclist who races on a team in Phoenix, and has several race wins to his credit.

He is also an American Saxophonist, composer, and smooth jazz recording artist of Native American, African American and Caucasian descent. Marion has released a total of 9 albums to date.