Amy Wilburn wins easy re-election as DBC Chair

Wednesday, February 5th  - In a landslide victory, Amy Wilburn remains Chair of the Delaware Bicycle Council by a 9-2 margin. The day's lingering winter storm didn't keep Council members away, each braving the cold and icy roads to cast their vote. Newly appointed member James Wilson (Executive Director, Bike Delaware) in a surprise and unexpected challenge, gained 1 vote on top of his own, barely registering a challenge to the long time incumbent. The result was no surprise, given Amy's tenure as one of Delaware's top bicycling advocates, and winner of Delaware's Advocate of the Year in 2011.

Some of the accomplishments that she is most proud of leading DBC through are:

• Vulnerable Users Law
• Three Foot Passing Law
• SB-120, which validates right turn-only lanes as through shoulders for bicyclists
• Driver’s education curriculum which has been accepted by Delaware’s public schools
• Creation of a motorist awareness video stemming from the Vulnerable Users Law
• Updates to the Delaware Driver’s Manual
• Bike lanes on the St. George’s Bridge
• Signal detectors that recognize bicycles in bike lanes

Amy is very excited about the victory. She is proud of DBC's many accomplishments during her years of service, and is looking forward to more great advocacy achievements in 2014!

Formidable foes? Amy Wilburn (L) and James Wilson (R) discuss terms during the 2011 Bike Delaware Goals Meeting.

DBC fails to recognize Amy Wilburn, Chair of 8 years

It's almost never that we call out DelDOT and/or the Delaware Bicycle Council for something shameful. But here, we are clearly justified.

Amy Wilburn served as Chair of DBC for 8 immensely productive years, from 1997 through 2015. As such, she initiated, presided over, and/or worked alongside others on the following projects (in no particular order):

• Vulnerable Road Users Law
• Delaware's first (and still best) Bike Summits
• Three Foot Passing Law
• SB120, which validates right turn only lanes as through shoulders for bicyclists
• Driver’s education curriculum which has been accepted by Delaware’s public schools
• Sweeping reform
• Creation of a motorist awareness video stemming from the Vulnerable Users Law
• Updates to the driver’s manual
• Bike lanes on the St. George’s Bridge
• Design and implementation of DE's new W-11 "In Lane" signs
• Bicycle memorial in the Smyrna Rest Area Memorial Garden
• Creation of a Newark-Wilmington on-road bike route
• More

Amy was on DBC's 10/5-2016 agenda for 5 minutes, where they planned to at least acknowledge her tenure:

. . . but as seen in these meeting minutes, that never happened.

Bike Delaware, unhappy with DBC's focus on road advocacy and safety, tried to replace Amy in 2015 with their Executive Director James Wilson, who was defeated handily by the loved incumbent. Bike Delaware would finally have their way in 2016, with Tom Hartley taking the Chair uncontested (upon Amy's decision not to run for a historic 9th term).

Amy was deliberately cropped out of this photo on Bike Delaware's website, of Governor John Carney signing the "Bicycle-Friendly Delaware Act" on 10/5/2017 in Newark.

For those that do not know who or what the Delaware Bicycle Council is, their website contains the following history:

The Delaware Bicycle Council was established in May of 1990 by House Bill 505 to "consider, review and work on matters pertaining to bicycling, bicycle safety and bicycle safety education and to make recommendations to various state agencies." Originally organized with nine members, the Council was expanded to 15 members in May of 1996 by House Bill 556. Members are appointed by the Governor with staggered terms and include representatives from the Department of Transportation, The Council on Transportation, The Department of Education, The Delaware State Police, The Office of Highway Safety, The Division of Parks and Recreation, The Council on Greenways and Trails, The Division of Public Health. In addition, seven citizen members are appointed - two from New Castle County, one from Kent County, one from Sussex County and three At-large. The Council meets at least five times a year. Staff support is provided by DelDOT's Bicycle/Pedestrian Coordinator at 760-BIKE.

With this level of participation and oversight by multiple other organizations, it disturbs us that volunteer recognition at this level was blatantly disregarded. The internet is teaming with books, guides, pages of information pertaining to its importance. For example:

"It is also important to give both appreciation and recognition. Appreciation expresses “thank you” for time and effort, which can be done in a variety of formal and informal ways. Recognition, with its root “cognition,” conveys the message that one is mindful of and values the unique contributions made by a volunteer."  ~John L. Lipp

Let's hope the DBC and/or DelDOT recognizes this issue, given the importance of cultivating new volunteers and new relationships that will help move bicycling forward in Delaware.

A Warm Welcome for a Bike Rack

By Amy Wilburn -- Once upon a time, there was one small wheelbender rack in the parking garage shared by the Carvel State Building and the Redding City/County Building in Wilmington. Bicycles were crowded together, and some unfortunate souls were turned away for lack of space. The wheelbender rack supported the bicycles only by the front or back wheels, which risked deforming their lovely round shape. U-locks were useless. The bicycles were sad. But in August of 2013, the little wheelbender rack was joined by a brand new modern bike rack.

Wow! The new bike rack supports the bicycles by the frames instead of the wheels, and makes it possible to lock up both the frame and the wheels with a U-lock or a cable lock.

 

But not to worry. The little wheelbender rack is never lonely because it still has one loyal adherent. Lets just hope no one knocks it over!


 

Amy Wilburn is Chair of the Delaware Bicycle Council

In Memory of Bicyclists

Cross-posted from Bike Delaware's website

Three days short of a year after Bob Wheeler died tragically, after being hit by a car while out on a recreational ride, a new area in the Smyrna Memorial Garden was dedicated. On June 25, six WCBC/Bike DE members, Amy Wilburn (chair of the Delaware Bicycle Council), and Anthony Aglio and Jim Westhoff from DelDOT met at the Memorial Garden to place a sign identifying an area as a Bike Memorial. In addition, we placed a brick along the sidewalk “In Memory of Bob Wheeler – June 28, 2012.”

Three days short of a year after Bob Wheeler died tragically, after being hit by a car while out on a recreational ride, a new area in the Smyrna Memorial Garden was dedicated.  On June 25, six WCBC/Bike DE members, Amy Wilburn (chair of the Delaware Bicycle Council), and Anthony Aglio and Jim Westhoff from DelDOT met at the Memorial Garden to place a sign identifying an area as a Bike Memorial.  In addition, we placed a brick along the sidewalk “In Memory of Bob Wheeler – June 28, 2012.”

I shared a few thoughts at the dedication of the memorial.

“Bob was a giant when it came to bicycling and the White Clay Bicycle Club. He was a founding member of WCBC in the 1970’s, and contributed to the development of some of the major rides.  More recently, Bob helped us learn how to use the GPS, taught us how to make cue sheets using his tool “Googly Cue”, searched out shady roads to ride on hot days and bike paths tucked away in secluded corners, and he shared cue sheets on his website.  He fixed our bikes, sometimes in his home shop but often on the road, adjusting brakes, replacing gear cables, changing tires. At the time of his death, Bob was 81 years old, but still riding strong. [full story ...]

Christiana Mall Project a black eye for Complete Streets

By Amy Wilburn, Chair, Delaware Bicycle Council -- It appears that Delaware's largest shopping mall is set to become even less bicycle and pedestrian accessible, and has many scratching their head given the state's 5th place ranking as a bicycle-friendly state. Among the casualties is a "goat path" connector between the Cavalier Country Club Apartment complex adjacent to the Mall, which was recently eliminated due to the construction of a cars-only entrance ramp. According to Marco Boyce of DelDOT, the option of a formal pathway was discussed as part of the ‘Mitigation Berm’ project between the Cavaliers Country Club Apartments and I-95. "Unfortunately, at this late stage, this will not be possible due to spatial constraints within State ROW for the berm and earthen wall. Also, it was indicated that the residents within the Cavaliers community are already thoroughly agitated by the reconstruction of the SR 1/I-95 interchange and probably won’t be receptive to an official pathway placed adjacent to their community at this time".

According to Boyce, any pathway along the I-95 berm would have to be coordinated with on-going development at the Christiana Mall. Mass grading is well underway for both the future Cabellas and future movie theater, thus indicating that site plans have already been approved to some extent by New Castle County’s Department of Land Use. It is unclear if any pathway connections were included as part of these specific projects, or if any leverage still exists to modify site plans to include pathway connections to the Mall. DelDOT did hold a meeting to discuss various projects under future consideration within the Churchmans Crossing/Christiana Mall area and how pathways can be included to provide the connections to this keystone area of the County. The solution will likely be a coordinated mix of pathway segments completed as part of future roadway and bridge projects, developer-funded upgrades and stand-alone pathway projects. While this is an admirable goal and I commend those who are working on it,  many components are years away from fruition.

In summary, there will be no connection to the Mall or park-n-ride for transit users without cars, or for cyclists or pedestrians, at least not for a very long time. How did this slip through the cracks? What happened to Complete Streets? It is difficult to accept these plans, because they are actually in reverse of the progress we've made. The goal is not to put bicyclists and pedestrians out on high traffic roads, but this is exactly what is now happening. There are those who do not have cars but need to get to the area. Our buses do not provide sufficient service or a sufficient network to provide for everyone’s needs. The traffic will now also increase once the construction is completed, making it even worse for non-motorized users. Most of us who walk or bike by choice can either avoid the Mall or drive to it, unfortunate as it is in the 21st century to be forced into either option. But a segment of our population does not have the luxury of either driving to the Mall or avoiding it altogether. These people include Mall employees and park-n-ride transit users who reside in the area. I have even been told about patients from the nearby Christiana Medical Center, who had to ask that medical staff drive them to the park-n-ride because it is simply too dangerous to walk.

Why are we allowing our fellow citizens to be “thrown under the bus”? I find it very depressing that these conditions exist in the state the LAB ranked as the fifth most bicycle friendly in the nation.  We can’t even get cyclists and pedestrians to a flagship destination. Maintaining bicycle and pedestrian connections to important destinations such as the Mall and its associated park-n-ride is not just a nicety, it is a matter of environmental justice. The state, county and DelDOT are tasked to meet the needs of all citizens in a country where all human beings are considered to be equal. We need to make sure that we are doing just this.

-Amy Wilburn has been the Chair of the Delaware Bicycle Council since 2008.

1st State Bikes Year In Review for 2017

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

Our Top 10 articles for 2017:

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

Input needed for Howell School & Denny Road re-alignment project

By Amy Wilburn, Chair, Delaware Bicycle Council --

DelDOT will be realigning the intersection of 896 and Howell School/Denny Roads, and wants our input. Construction will also occur on at least some of the length of Howell School Road. The project goes out to bid this Winter and will occur over the next couple of years. In planning for construction, DelDOT's Rich Palmer wants to know about any cycling events that use Route 896 and/or Howell School Road.

I know that at least one Triathlon event leaves from Lums Pond, and I imagine that a number of others use that area as well. If you know of any events, please let me know as many details as possible, including the organizer, and I’ll pass the information along to Rich.

Poster's note: The Route 896 intersection of Howell School Road and Denny Road - well offset from one another - appear in the center of the map above. A construction project is scheduled to align the two in order to create one single intersection, and DelDOT is asking bicyclist's input. It will be especially helpful to pass along any info about events that take place in the area, and when.

Please contact Amy Wilburn at: dioglaert@gmail.com to offer your comments and suggestions.

How Delaware dramatically improved its bike-friendly ranking

By Amy Wilburn – Back in 2008, Delaware ranked 31st in the League of American Bicyclist’s Bicycle-Friendly States program. It was disappointing and embarrassing, and was one of many factors that helped motivate us to work harder. Our ranking shot up 22 points in 2009 to 9th place, in good part due to the Complete Streets policy (creation, as it was not yet implemented) and the first bike summit (a joint effort by representatives from WILMAPCO, Dover/Kent MPO, DelDOT, Delaware Bicycle Council, Bike Delaware, Parks and Recreation, WCBC, Sussex Cyclists and others). In 2010, we dropped slightly to 10th and then even farther to 18th in 2011.  We moved back up to 10th in 2012. This year (2013) we are 5th, in good part due to the progress we’ve made but also based on the hope that good intentions will translate into a more bike friendly state. And that is important to keep in mind. Ensuring that good intentions translate to a bike friendly environment is definitely possible, but it will not be easy. It will take the efforts of many organizations and individuals on many fronts to achieve.

Governor Jack Markell

Over the years, numerous agencies worked to build a foundation. Further progress was made once we had a bike friendly governor who initiated Complete Streets and the First State Trails and Pathways Plan. In addition to funding, legislation and infrastructure, we have made inroads in education, enforcement and encouragement. But we have a long way to go. Funding is necessary but that alone won’t do it. First, we have to ensure that whatever funding we receive is put to best use. Certainly, we should consider recreational opportunities since they impact quality of life and health. We also need to encourage more people to use their bikes for transportation, which will help our citizens, communities and environment in so many ways. That is perhaps the most difficult challenge, since it is impacted by so many factors, including attitudes, knowledge, infrastructure and land use.

In terms of infrastructure, we need to make best use of the facilities that already exist including our roads, since this is the quickest, cheapest, and in many cases, the only practical solution. It is important to create networks that include viable, best practice facilities on a combination of arterial roads, low-stress and neighborhood roads, and trails in order to allow people to travel from their homes to destinations like work and shopping and school. Bike friendly communities have discovered that providing more than one viable route between point A and point B - as we do for motorists - increases bicycle mode share. It is unrealistic to think that we can create networks with only one type of facility due to the hostile nature of some roads, the lack of land to construct trails, the length of time it will take to create trails and similar facilities, and the large amount of money needed in some cases. We need many tools in our toolbox. Maybe someday we will create a utopia. But for now, we should work on the short term needs as well as the long term goals. We should correct deficiencies, often minor, that create barriers to usable routes. In this way, for a relatively low cost and within a short period of time, we can create usable facilities that the majority of cyclists–from road warriors to the timid– will find adequate, if not ideal.

Infrastructure involves more than trails and roads, however.  Commuters, shoppers and school students need a safe and accessible place to park their bicycles.  Commuters need a place to shower and to change into work clothing.  Providing these facilities is another quick and relatively inexpensive way to make biking a practical choice.

The way we conceive of and build our environment also needs to change, to accommodate a bigger picture that makes mass transit, walking and biking feasible, safe and convenient. Our communities and counties have the biggest input into our built environment, although we the people are also an important component since we choose how and where to live.

Attitude is truly critical as well. A car culture combined with exaggerated fears and numerous misunderstandings is a serious barrier. It is important that we don’t allow fear or stereotyping to become the excuse for our choice. We need to support, encourage and educate the cyclists who are currently on the roads. Those of us who bike serve as role models and show other interested people that it is both fun and feasible to bike for transportation and recreation today.

Motorist education as well allows people to share the roads. And publicizing and enforcing our laws is critical. Only when people take driving seriously, whether by motor vehicle or by bike, will we be able to make transportation safe and comfortable. All transportation.

Progress is slow. It is a nuts and bolts, one foot in front of the other approach coupled with both a realistic vision and visionary goals, that will allow us to achieve a truly bike friendly state. It’s complex, and it feels pretty daunting. You know what, though? Change is slow, but sometimes after years of establishing a foundation, it takes off and moves far more quickly. History is replete with examples. I find it helps to think of change as more exponential than linear.

- Amy Wilburn has been Chair of the Delaware Bicycle Council since 2008.

Newark to Wilmington Bikeway unveiled at Heels and Wheels Summit

The 2014 Delaware Walk-Bike Summit "Heels and Wheels" was a fabulous success. A capacity crowd of 250+ arrived to hear an exceptional array of speakers covering all facets of bicycling and walking advocacy. The event was focused primarily on Complete Streets and the Trails and Pathways initiative, but on-road bicycle safety was also covered. This included the powerful new driver awareness video "It Only Takes a Second", a project spearheaded by the Delaware Bicycle Council.

Heels and Wheels was also Delaware Bikes' first major tabling opportunity, and every minute counted. We chose this time to debut our wildly popular "Newark to Wilmington Bikeway", a project of Delaware Bikes and the DBC. The route was created by cyclists who ride the route on their daily commutes, including Laura Wilburn, Executive Director of the Urban Bike Project. Enthusiastically learning about the route, scores of attendees signed our petition that will formally ask DelDOT for a feasibility study connecting these two major cities via on-road bicycle facilities. We will keep everyone updated on this initiative, and hope that you will join the groundswell of support!

A big round of applause goes to everyone who made this event possible, including the sponsoring organizations. A complete list can be found HERE.

The audience enjoying Dan Burdan, of the Walkable and Liveable Communities Institute, at one of the several break-out  sessions featuring noted speakers.

A man visits our table to sign the petition during a breakout session.

Governor Jack Markell addresses the crowd.

A jam packed crowd for lunch, waiting to hear Delaware Bicycle Council Chair Amy Wilburn present the poignant Driver's Awareness video. The audience was visibly moved by the powerful content.

Senator Dave Sokola introduces Transportation Secretary Shailen Bhatt.

Visit HERE for additional photos of the event.

It's all about choice

By Amy Wilburn -- I ride a bicycle for transportation as frequently as I can. When I commute to the office in Wilmington, I most often bike, but sometimes I ride the bus and very occasionally I drive. So I got to thinking about what it takes for bike transportation to become a really viable option. And I realized that’s exactly what it takes: Options. As in choices. Not a one-size-fits-all attitude, but an understanding that no two cyclists are alike and that any given cyclist isn’t alike two days in a row.

Cyclists aren’t all that unlike motorists. Motorists need to get used to driving on the roads. So do cyclists. Practice makes perfect. Motorists need a safe place to put the car at the end of a trip. Motorists need routes that get them where they are going, efficiently and conveniently and comfortably. They don’t always go to and from the same destinations. When they commute to work, they may need to run an errand on the way home. Or they may try to avoid congestion caused by construction. And a bit of variety never hurt anyone. Same thing with cyclists, only more so because there are a number of additional factors that cyclists need to take into consideration when choosing a route. Not to mention that if the trip is longer than a few miles, the terrain is hilly, or the day is hot, there may be a real need for locker room and shower facilities at the end of the ride. Especially if the cyclist is employed in a position that requires contact with the public. Yet on a cooler evening, that same cyclist may bike dressed for a party a few miles away.

In this series of three articles, I hope to use my own experiences to encourage and guide others to transport themselves by bicycle. Exploring the various options is an adventure worth taking. I have discovered amazing aspects about Wilmington and its suburbs that I would never have discovered if I hadn’t been biking.

I also hope to help non-cyclists who are responsible for designing our transportation facilities to understand how important options are to cyclists as well as to begin to see our roads and trails through the eyes of a bicyclist.

Keeping in mind that we are not identical, that we have different ability levels and tolerance for adverse conditions, what are the factors that a cyclist must consider when choosing a route? Some are obvious, but some most people - unless they bike regularly - have probably never considered. Usually one factor isn’t make or break. All of the factors must be weighed together. It’s a cost-benefit analysis, even if only in the subconscious.

Road/Trail conditions

This one is pretty basic, for the most part:

• Does the road have facilities? A usable shoulder?  Well-designed bike lanes that aren’t in the door zone or only 3 feet wide on a downhill?  Sharrows?  Bike route signage?  Are there obstructions on the shoulder?
• If it is a trail or sidepath does it have a safe entrance and exit or does it dump users off unceremoniously into the middle of a right turn lane or a busy highway with no shoulders?
• Are the sight lines good?
• On both roads and trails, how frequent are intersections and other conflict points?
• What is the condition of the road surface?  Potholes, deteriorating surface, tar and chip, and micro-surface take more time to traverse and are significantly less comfortable.  They can present a real hazard to cyclists on road bikes, as can debris and poorly designed grates.  Gravel trails, overgrown and deteriorating trails, trails where the pavement is heaved up by roots, trails with obstructions like electric poles, street signs and litter are also a problem.  We may be more tolerant of a poor surface when we’re out riding for fun or exercise, but not so much if we have an important meeting to make and a long day ahead.  In addition, a poor road surface increases the odds that the bicycle will get a dreaded flat tire.
• Is there road or trail construction?  Does it accommodate cyclists?
  
  

Traffic conditions

While some cyclists are comfortable in heavy traffic, others are not.  A road that is comfortable on a Sunday or at 10 in the morning or 9 in the evening may be miserable during rush hour or when school has just let out.  In fact, the school crowd is one of the worst.  Traffic conditions fall into volume and speed.  Many cyclists will feel reasonably comfortable if there is a wide shoulder or a well-designed bike lane, even on higher volume and higher speed roads.  Others not so much.  Sometimes a road without a shoulder is fine when traffic is light, but if you wind up being passed constantly or you wind up being the 11th vehicle in line at a traffic light, not so much.  Even though 10 cyclists can get through a light faster than a line of 10 cars due to size of vehicle and reaction time, the motorists will always blame the cyclist for missing the light.  And because cyclists can’t accelerate as fast as motor vehicles, if there are 10 cars ahead, you can bet we’re going to block the cars behind and we all might miss the light.  No matter what, all of us wind up giving traffic some thought.  And if there is the option to use flex time to avoid rush hour, I say go for it.

Length of route

For cyclists who are strong and fast enough to cover a lot of ground in a short period of time, few commutes under 15 or 20 miles seem too long.  Others are not that strong and capable.  Transportation cyclists can’t afford to chill out at the end of the ride.  We need ample energy reserves to do everything everyone else including our coworkers needs to accomplish in a day.  We need a route that is well within our capabilities (which of course improve with time - one of the great things about biking).  When riding for transportation, most cyclists like to take the fastest route.  Often the fastest route is the shortest and most direct route, but sometimes it is not.  So we are going to weigh all the different factors.  How fast are we capable of riding?  How many traffic lights, stop signs, school buses, trails crowded with walkers, and congested intersections are we going to encounter?  Hills tend to reduce average speed.  Which leads me to the next category.

Terrain

I’ll admit to it.  I like hills, although there are days when I’m tired, have a heavy load, or am confronting a head wind, and I just don’t want to do that stupid hill yet again.  Some cyclists hate hills and will go miles out of the way to avoid them.  Time, safety and scenery are most important to me, but that doesn’t apply to everyone.  Yeah we have hills in northern Delaware and lots of them, but the above photo is not one of them.  I just happen to really like this photo.  The photo was taken in Virginia.  And yes, that hill was a wall.

Time constraints

Yeah, just as it is with motorists, time matters.  Being forced to go way out of your way for a viable route can be a real deal breaker.  If it’s a beautiful day and I have time to spare, or if I’m on my last nerve, that winding trail along the creek or the quaint network of roads with the century old homes is probably going to call my name.  But if I’m late for work, need to make an appointment or run errands, or just plain want to get home fast, that trail and those roads won’t cut it and I’ll be out there with the traffic.  Enough said.

Weather

Snow, ice, rain, heat, cold, all of that fun stuff.  Different people have different tolerance levels.  An ice or snow cover, thunderstorms, high winds that are gusty or blowing at an angle, and rain at night are all deal breakers for me.  It’s got to be extremely hot or cold to cause me to sack it, though.  I commute on 100 degree days.  Some roads seem to be perpetually icy in the winter, and the quieter ones aren’t plowed as quickly, while others clear out fast.  Know your roads.  And trails are rarely plowed or otherwise cleaned up.  They can remain alternately icy and muddy for months.  I know folks who will ride through anything, though, and others who hang up their bikes when the temperature drops below 60.  And wind.  Cyclists get used to prevailing winds, that’s for sure.  And they can be a real nuisance.  But when the wind is at my back, life has never been better.

Lighting conditions 
Daylight and dark are what come to mind.  But sun glare is a much bigger issue for me.  I have a bunch of blinking and high intensity lights and have gotten used to riding at night.  It has its own benefits.  The roads are quieter, the night sounds are amazing, riding always feels smoother and faster even though in reality it’s a bit slower, the full moon or the Christmas lights are well. . . .  Sun glare is something else all together.  That feels uncomfortable and dangerous.  Different routes are more subject to it than others, not only depending on direction, but also on the buildings and trees that line the road.  Sunny days mean glare, cloudy days get dark earlier, winter days lack sun blocking foliage, and the sun always seems to be low and weakly glaring in December and January.  Time of year is a big factor.  It’s dark at 6:45 AM in October, but in November 6:45 means sun glare.  Just one more reason why it’s important to have a choice of routes.

Isolation and crime
This speaks for itself.  In addition to the obvious, I avoid off-road trails at night.  I’d definitely rather take the lane when it’s quiet and dark.  Not to mention that many of the trails in the parks are closed.

Scenery

I definitely think about this one.  Some cyclists do and some don’t.  But having choices and variety so that I don’t have to look at the same stuff every day is a plus.  Still, in the end, no scene is the same twice in a row.  Lighting, weather, time of year add variety.  When you’re biking, you really get to know your world.  I can’t emphasize the joy and benefits of that enough.

So putting it all together, what does it mean? There are roads I absolutely love at 9:30 AM or 6 AM or 8 PM that I won’t ride at 5 PM, especially when sun glare is present, at least not unless I’m in a real hurry and it’s the only speedy choice. It could be a large part of the route, or it could be a short but hair-raising section which could and should be fixed, that nixes it in my mind. And that trail that is too crowded on a sunny June afternoon, too icy in January, too dark and isolated on a November evening, is just perfect on a warm October morning.

And now for the end of the ride

At my destination, are there good options for parking?  Or am I afraid that my bike will get damaged or stolen even if I lock it?  Can I put my bike on a bus if the weather takes a turn for the worse?  If I’m going to work, is there a locker room, place to change and wash up?

So you see, it all comes down to choices.  Getting where I need to go when I need to go, and getting there reasonably comfortably.  Just like it is for motorists.  And when I get there, having the right facilities.  If I had fewer options and choices of route, if I had inadequate end of the ride facilities, I’m sure that I’d still bike, but probably not nearly as much.

My commute is a great example of the need for choices.  I’m fortunate to have several viable routes, and each of them can be altered slightly for variety.  Some in Delaware aren’t so lucky.  But each of my routes has pluses and minuses, and barriers that could and should be eliminated.  Another great example is a trip to Downingtown.  Not exactly in Delaware, but well, you’ll see. . . . .

 

Amy Wilburn is Chair of the Delaware Bicycle Council

Join the safe passing campaign with a simple lawn sign!

A bicyclist tries to self-enforce the 3 foot
passing law in Newark - using a shovel.

Amy Wilburn of the Delaware Bicycle Council, and Gail E. Robillard of the White Clay Bicycle Club have been working tirelessly on a safety awareness platform. At this time, Delaware has not put the funds aside for an education program dedicated to bicycling. But we won't let that stop us; a safety awareness campaign can also be funded by the private sector, and the interest is definitely there.

From the litany of comments on WCBC’s Facebook page and list server over recent bicycling fatalities, using lawn signs to promote a safety message was the overall consensus. Safety PSAs using these signs - much like political campaign signs - have been implemented successfully by national and State motorcycle organizations. As a theme, it was determined that the 3’ passing law carried the strongest message.

We now have the following:

• Sponsors willing to fund this project
• A storage facility to house the signs
• Methods of distribution: bike clubs, sponsors, and other bicycle friendly organizations

THIS IS WHERE WE NEED YOUR COMMITMENT!

Those interested will be asked to place a sign in their front yard to help us get this message out. If you would like to participate, please email Gail with your full name and a full time contact number. As soon as the signs are complete, we will arrange getting them to you. Our target is to implement this campaign during May (Bike Month) which will increase our exposure, and have them available at Delaware bicycling events throughout 2015.

Below are the 3 signs being considered:

Don't hesitate ... please join the effort! This makes it very easy to help with an aspect of bicycle advocacy that has been largely ignored, given the drive for segregated bicycle facilities. Email Gail today at: ibike2@verizon.net

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

We are pleased to report some wonderful progress in neighboring Cecil County

Amy Wilburn, Chair of the Delaware Bicycle Council, followed our action alert by asking MDOT for Share the Road signs along MD 896. Michael Jackson, Director of Bicycle and Pedestrian Access, responded with the following:

Thanks for writing. Regarding MD Route 896, I have received the following word from the Maryland State Highway Administration [SHA] yesterday:

We have initiated a work order to install the W16-1(3) sign at each end of this section of MD 896. We determined that a warning sign to alert motorists that bikes may be in the lane would be of greater use. The  florescent yellow of the warning sign provides that little more punch through the shade that grabs the motorists attention. We expect the signs to be installed within the next 45 to 60 days, weather permitting. 

This is a warning sign with black letters on a yellow background alerting motorists that bicycles may be present in the travel lane.

A huge tip of the helmet to Michael Jackson, MDOT, and SHA for putting safety and common sense at the forefront. According to the Maryland's Bicycle Policy & Design Guidelines manual, this sign is used under the following circumstances:

W16-1(3) The BICYCLES MAY USE FULL LANE sign should be installed at locations where lane widths and/or other conditions create an extraordinary hazard for bicyclists sharing a lane with motorized vehicles on roadways where no specific bicycle facility such as bicycle lanes, shared lanes, or adjacent shoulders exist. This sign, as shown in Figure 3.6, shall be used only where "substandard width" lanes could make it particularly unsafe for a bicyclist to travel along the right curb or edge of the roadway.

What we have learned from this effort is that Maryland's State Highway Administration is less hard-line than DelDOT when it comes to custom bicycle signs. The above is not found in the National MUTCD. The closest was a similar sign used by the City of San Francisco, CA.

We think it is safe to say that, had this stretch of Route 896 been in Delaware, the best we could have hoped for would be the standard W11-1 Bicycle Warning Sign with no plaque of any kind. Unfortunately, most traffic engineers would agree that this sign by itself has little impact on motorist's behavior toward bicyclists in the roadway. In fact, its original intent was to warn drivers of bicyclists entering the roadway ahead, not riding on the roadway itself.

A more creative, and accurate use of the W11-1 sign would entail using the words "On Roadway" as depicted on the right. Don't expect this anytime soon, though.

The section in Delaware's MUTCD that specifies the bicycle warning sign is above. You can also access the manual on-line, and scroll down to page F.2.3. DelDOT's revised use of the sign - as campaigned for by Bike Delaware - does not currently match its intended use.

Has "Share The Road" helped or hurt bicycle safety?

In North America, "Share The Road" (STR) is one of the most, if not the most popular slogan used when it comes to education and enforcement. The League of American Bicyclists website reveals a dozen or more articles and references that put STR in a positive light. But here in Delaware, the attacks continue unabated, from the only organization formally recognized by LAB as representing the State's bicyclists and constituent organizations. We continue to see the active removal of STR signs, and a push to erase any reference to the slogan found on-line. To help our readers draw their own conclusion about the effectiveness of STR, we ran an Internet search and found tons of successful campaigns, including vanity license plates in close to 20 States. Below is a small sampling, complete with links and excerpts:

From AAA, 5/10 -- AAA appreciates the continued efforts of stakeholders and transportation officials towards making roads safer for motorists and cyclists alike. In recognition of National Bike Month, AAA reminds both motorists and cyclists to be vigilant about sharing the road, and to exercise caution year round.

Cascade Bicycle Club, 7/13 -- “The Share the Road license plate is the only plate that actually sends a message to drivers of other vehicles about safe behavior on the street. A mini-billboard for better behavior, it lets every vehicle that sports the plate convey the message that Washington bikes - even our cars say so,” explained Barb Chamberlain, Executive Director of Bicycle Alliance of Washington.

Bike Portland -- Over the weekend, I noticed several new “Share the Road” billboards throughout the city. I also appreciate how the bicycle is prominently featured and (whether the designers realized it or not) the design highlights a dangerous road condition - sun glare.

ShareTheRoad.org -- Through the sale of the Share the Road specialty license plates, Bike Florida and the Florida Bicycling Association established mini-grant programs to provide funds to organizations throughout the State who are promoting bicycle and pedestrian safety programs.

Share the Road Cycling Coalition -- Following the 2011 CAA Changing Lanes conference in Vancouver where Share the Road spoke with an international cross section of experts, we approached CAA about helping us with a province-wide "Share the Road" ad campaign. They immediately said yes.

Bike Delaware -- In November, the Delaware Department of Transportation announced that, effective immediately, Delaware would stop using the MUTCD-approved “Share The Road” plaque (W16-1P). More, the department would also start removing all “Share The Road” signs currently installed in Delaware.

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Both the Delaware Bicycle Council and Delaware Bikes supported DelDOT's initiative to retire STR signs, assuming that they were phased out going forward with new installations and maintenance. Our decision was based mainly on a technicality. 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. To fix the problem would require that we amend Title 21, making it legal for drivers to cross the double yellow line - with caution - when overtaking bicyclists and other slow moving vehicles. Ohio's Section 4511.31 is one example, and combined with a meaningful PR campaign, would have been the logical choice for us as well.

This latest grandstanding can only hurt the cause of on-road advocacy, and send confusing messages to our government leaders. Unfortunately, it is not without precedent. Bike Delaware's opposition to Same Roads, Same Rules, Same Rights as the official slogan for the See It Both Ways PSA instead gave us "Safety Begins With Sharing". While the former is not ground breaking by any means, it did have a much stronger educational component - and was the clear choice to make.

In summary, let's revisit a post written by Amy Wilburn, Chair of Delaware Bicycle Council, on August 13th: There is nothing intrinsically wrong with the phrase “share the road”. In fact, when it’s used in an educational setting where other information is provided, it’s not confusing at all. It imparts a positive sentiment about caring and respect which we would do well to propagate. We do after all want motorists and bicyclists to share the road, don’t we? We want to impart the idea that one form of transportation doesn’t dominate the others. It’s an important concept to get across, and one that makes biking viable in other countries. So how has a simple phasing out of the signs turned “share the road” into public enemy number one? Why are some advocates urging DelDOT to spend the time and money to completely eliminate the phrase from all promotional and instructional materials?

Trails community lends little support for on-road advocacy

Rachel Anderson promotes a brand new off-road connection in Pike Creek, between Paper Mill Park and neighboring communities ... on her road bike.

The evidence suggests that mountain bicyclists seldom participate in efforts to improve on-road bicycle safety. Despite this, the League of American Bicyclists has embraced mountain biking as part of the National Bike Summit. Here at home, the Delaware Trails Summit was combined with the Delaware Bike Summit in 2014, creating the first annual "Heels and Wheels" Summit. It all sounds like one big happy family, however ...

• In a recent petition for an on-road bicycle route between Newark and Wilmington, there was no evidence of support from the Delaware Trailspinners (whom 1st State Bikes advocates helped promote a petition to keep trails open at night), and Bike Delaware (whom Delaware Bikes advocates helped promote a candidate survey).

• No evidence of support for a recent petition asking DelDOT to develop a new road sign warning motorists of bicyclists using the roadway. The response so far has been dismal.

• For the upcoming "Indoor Line Bike Expo", the cost is $300 for 6' exhibitor table. There is no formal discount for non-profits, including those without a paid membership, i.e. 1st State Bikes.

• 1st State Bikes offered to assist promoting the Indoor Line Bike Expo in exchange for hanging our banner. There was no response from the event Chair, leading one to believe that organizers have little interest in promoting bicycle advocacy, or that which doesn't involve a profit.

It is our hope that Delaware's mountain bike community will one day join forces with bicycling advocates, recognizing the benefits of riding safely from home, for commuting, errands, and other transportation needs. If we cannot work together, divided we will fall.

Amy Wilburn, Chair of the Delaware Bicycle Council, addresses the crowd at the 2014 "Heels and Wheels" Walk/Bike Summit in Newark.

Delaware Bicycle Council, Bike Delaware Special Meeting

A special meeting took place on November 6, between Delaware's two most recognized bicycle advocacy organizations; the Delaware Bicycle Council and Bike Delaware. There have been few opportunities for them to work together, given very different views as to what constitutes bike-friendliness. Bike Delaware believes that segregated facilities deserve most of our focus, while the Delaware Bicycle Council takes the holistic, all-inclusive approach as seen in the League of American Bicyclists 5 Es.

Listen to the meeting in mp3, or visit the Delaware Bicycle Council's webpage for complete meeting information. Anyone interested in advocacy should listen, because it truly highlights the differences between the two organizations. Bike Delaware's absence on Funding Pools, and how they undermined the wording of a road safety PSA is very telling. All told, there is good and bad - but hopefully this meeting will bring forth a new focus on cooperation, and a more well rounded approach to bicycle advocacy.

Amy Wilburn of the Delaware Bicycle Council (L), and James Wilson, Executive Director of Bike Delaware (R) discuss their differences during the 2011 Goals Meeting.

An unjust war on "Share The Road"

By Amy Wilburn, Chair, Delaware Bicycle Council -- There is nothing intrinsically wrong with the phrase “share the road”. In fact, when it’s used in an educational setting where other information is provided as opposed to on road signage, it’s not confusing at all. It imparts a positive sentiment about caring and respect which we would do well to propagate. We do after all want motorists and bicyclists to share the road, don’t we? We want to impart the idea that one form of transportation doesn’t dominate the others. It’s an important concept to get across, and one that makes biking viable in other countries. So how has a simple phasing out of the signs turned “share the road” into public enemy number one? Why are some advocates urging DelDOT to spend the time and money to completely eliminate the phrase from all promotional and instructional materials?

What transpired with the signage was that some cyclists experienced evidence that the signs were being misunderstood by some motorists (whether due to ignorance or as a willful attempt to target cyclists). These motorists decided that the signs were meant for cyclists and not motorists, and that the signs indicated that cyclists need to move over and to get out of the way of the motorists. No studies were conducted to determine whether and how often the signs were being misinterpreted. We have no quantifiable evidence one way or the other, only anecdotal reports.

Over the past several years, some Delaware cyclists reported concerns about the signs. Mark Luszcz, Chief Traffic Engineer at DelDOT, became aware of these concerns and that some cyclists held a strong negative opinion of the signs. He conscientiously reached out to the cycling community to seek our input on the matter. Feedback received was not extensive but indicated that cyclists would prefer to retire the signs.  Because the signs could not be justified as a positive and there was evidence that they were being misinterpreted, and because they added to expense and sign clutter, it was decided to discontinue their use.

It makes sense to discontinue the use of “share the road” signs, which no matter how well meaning, appear to be misinterpreted by some motorists. Of course, they may have a positive impact on others, but we don’t have evidence of this. The proverbial squeaky wheel gets the grease after all. Cyclists and motorists should not split lanes that are not wide enough to accommodate both vehicles safely. So I agree that it does make more sense to use either a simple bike symbol, or when appropriate, a sign stating “bikes may use full lane”.  But in no way did DelDOT endorse a complete elimination of the phrase from our vocabulary. And in no way do we have evidence that all, or even most, members of the cycling community endorse total elimination of the phrase. That was not the question that Mark was asking, and not the question to which cyclists provided a response. In addition, DelDOT decided to stop installing the “share the road” signs and to slowly phase out existing ones. DelDOT did not propose an all out campaign to remove the signs ASAP with the associated cost and effort. And frankly, that makes sense. This is far from the most urgent matter facing cyclists. Time and money would be far better used in other areas.

In the end, we have to make every effort to encourage our fellow citizens, whether they are driving motor vehicles, horse-drawn vehicles, or people powered vehicles, to share our roads just as we need to share our communities, and yes, our lives. When we begin to treat each other with respect and to think of each other more as fellow travelers and less as adversaries, we will take a big step towards bringing our transportation crash rates more in line with the substantially lower rates experienced in much of Europe. So here’s a toast to “sharing the road”.

A bicycle warning sign with "share the road" is included with a new CVS Drug Store, at the corner of Route 4 and Marrows Road in South Newark. According to the NCC building code, there should have been bike lanes as well.

As of August 11 (possibly earlier), the share the road sign was removed. This has been the trend with many other existing signs around the State. The goal should have been a slower phasing out of the sign, not an all out war on the saying. Put simply, we should not be urging DelDOT to spend the time and money to completely eliminate the phrase from all promotional and instructional materials. It is frivolous and a waste of taxpayer dollars.

Poster's note: It is ridiculous that Bike Delaware is pushing DelDOT in a campaign to completely eliminate Share the Road. It was originally understood that implementation was going forward with new sign installations and maintenance, not the active removal of existing signs. Put simply, there are much bigger fish to fry.

Open For Comment: Proposed Rumble Strip Redesign

Back in the early Spring, bicyclists from New Castle and Sussex Counties were dismayed to find Rumble Strips now occupying long stretches of shoulders and bike lanes. Some were installed on roads that had no option to route around. Folks without alternative transportation found themselves riding in the high speed lane of traffic, with cars whizzing by inches away.

One thing was certain; miles of rumble strip can be cut through smooth asphalt seemingly overnight, and cyclists had no idea where, or how many more roads were being targeted. This made planning club rides and cycling routes very difficult. Among the first to notice the rumble strips were cyclists on club rides with the Sussex Cyclists, who found their familiar roads in potentially dangerous condition. Roads that were once reasonably safe to ride on were now potentially life threatening. Advocates - most notably John Kurpjuweit, President of the Sussex Cyclists, and Amy Wilburn, Chair of the Delaware Bicycle Council - were in touch with DelDOT immediately, trying to halt the destruction.

The Delaware Bicycle Council, Delaware Bikes, and Sussex Cyclists kept the issue at the forefront, prompting a swift response from DelDOT. Mark Luszcz, Chief Traffic Engineer, halted any further installation of rumble strips and called an emergency meeting to investigate the issue. Also participating was Anthony Aglio, Bicycle Coordinator for Delaware. A plan of action was taking shape.

It became immediately obvious that the offset specs in the current Design Guidance for the Installation of Bicycle-Friendly Rumble Strips were not being followed. Bicyclist's feedback would be necessary to locate and repair those sections of road where at least 4' of asphalt remained between the rumble strip and the rightmost edge of the shoulder. This would at least bring what's already out there in accordance with the design guidance.

By mid-June, with the help of bicyclist's feedback, a map highlighting all known errant sections was created. But before repair could take place, a suitable method for patching and smoothing over the rumbles had to be found. After a few experiments with continued public feedback, a suitable method was discovered and crews went to work immediately on miles of errant rumble strips.

Help us to help you. Please email your comments!

According to DelDOT, all sections of non-compliant  rumble strip were meticulously patched and smoothed over. Anthony Aglio, Bicycle Coordinator with DelDOT Planning, was then assigned to collect design guidance from other States, especially those that score consistently well in the League of American Bicyclist's Bicycle-Friendly States program. It is from his data that the proposed revision below was agreed upon:

The above drawing presents an enormous improvement over the current design guidance. At less than half the width and half the offset from the white line, these rumble strips would make life a lot safer for bicyclists. In fact, they could now be used effectively as an incursion alarm (motorist lane drift from distracted driving).

Please submit your comments on the above design to Anthony Aglio, Delaware's Bicycle Coordinator with DelDOT. Anthony.Aglio@state.de.us

The above photo was taken a few years ago on Route 213 in Maryland, just South of Elkton. With the help of Michael Jackson (Director of Bicycle and Pedestrian Access with MDOT), Delaware Advocates scored an out of state victory with guideline changes there as well.

In Summary, we commend DelDOT for recognizing the current design as problematic in that it created conflicts between drivers and cyclists. Switching to the proposed guidelines above will encourage bicyclists to ride in the correct position on the shoulder and facilitate cooperation between all user groups. Further, it will allow bicyclists to ride behind the rumble strips instead of at the white line, as well as move safely into the lane when cars are turning in front of them or to avoid debris. Visit our Rumble Strips category to revisit years of persistent advocacy on this safety issue.