What kind of "Non-Profit" is the White Clay Bicycle Club?

The White Clay Bicycle Club does not appear
in any search of the IRS Non-Profits database.

What kind of "non-profit" is the White Clay Bicycle Club? Virtually everyone you ask -- including past Board members -- believe it is a 501(c)3. However, the organization does not appear on any search of the IRS non-profits database, using the simple keywords "White Clay". Six other orgs do appear, however (see image on right).

Assuming WCBC is missing in the results somehow, and it is indeed a 501(c)3 or (c)7 or other 501-type, is it appropriate for them to donate relatively large sums of member dues and event fee monies to another 501(c)3 that does not follow the recommended rules of transparency? The recipient org, Bike Delaware is a confirmed 501(c)3, but has:

• No annual report
• No periodic newsletter of any kind
• No annual meeting with minutes and election results
• No search feature on their website to search out these items or topics of interest
• No posted meeting minutes
• No lobbying records or reports at the county and regional level, much (if not most) of which centers around land use

WCBC's main source of revenue is membership dues and event fees; probably half or more is sourced from non-members participating in their recreational cycling events that are open to all. Is it legal and appropriate that non-members (and members alike) are helping fund activities that they may not approve of, in this case lobbying for developer and builder interests at the expense of parks, green space, and retrofitting the built environment for multi-modal transportation?

John Haupt, President of WCBC, gave these terse replies when asked about his org's Form-990 and/or a financial disclosure:

Q: Is WCBC a 501(c)3, or (c)7, as described here?

• ... do not include the WCBC or any members of the WCBC Executive Committee on your email messages or correspondence.
• The White Clay Bicycle Club is not a 501(c)(3) as you state in a prior message.
• The White Clay Bicycle Club is not a "political organization" as you possibly elude to in a prior message.

Summary: According to the IRS website at this time, WCBC is not a non-profit org. Even if this is an oversight on their part, it would still appear that there is a 509(a)3 "Type 3" relationship between WCBC and Bike Delaware, meaning that regardless of revenue totals each year, they should still file a Form-990 (or other documentation) and be transparent about it. This can be found in the IRS' 4221-PC Compliance Guide (pdf).

Given this is an inquiry, of which we can only hope there is nothing fraudulent in the end, we will update this article as we learn more. Feel free to comment below.

White Clay Bicycle Club ignores Cycle For Cecil

Cycle for Cecil riders at the start, at the Patsy DuPont Farm

It is no mystery to anyone that the White Clay Bicycle Club (WCBC) has been a disappointment when it comes to supporting Cycle For Cecil (CFC), a charity bicycling event whose goal it is to preserve the rural character of Cecil County Maryland. Immediately west of New Castle County (NCC), Cecil County is heavily relied upon by WCBC members for club sanctioned rides, serving as a congestion-free escape of NCC's ever growing suburban sprawl nightmare. Unlike any org in NCC, the Cecil Land Trust (CLT) is working very hard to preserve farmland and open space in this idyllic countryside for cyclists. However, it appears that WCBC does not see fit to enthusiastically support the event, beyond a brief blurb in their "out of bounds" page. There is no call for attendance and/or support of CFC on their website, and nothing is found in a search of "Cecil" on their Facebook page.

In an effort to find out what is going on, a 1stbikes.org PT journalist reached out to Mr JW Haupt, who has been President of WCBC for many years. We wanted to know why, if it were true, the Club did not fully support this charity event ride. We asked for any commentary that Mr Haupt might have for an upcoming editorial in 1st State Bikes, regarding Cycle for Cecil. We had found out on the day of the ride that WCBC had been Ambivalent, unhelpful, even refusing to share their e-mail list to help publicize the ride, when approached by the Cecil Land Trust. But why would WCBC act in this manner, given the immense importance of a rural Cecil County to club rides in particular? With many of WCBC events canceled, and considering the very basic nature of help CLT asked for, it seems unbelievable. Land and farm conservation should be a natural fit for WCBC as an outdoors non-profit org itself.

This request set off a bizarre, and unexpected response. Although we emailed him directly, Mr Haupt did not reply to us, instead, a CLT volunteer did. Although the response was very polite and positive, it appeared that the volunteer had been bullied and shamed by the President of WCBC. The volunteer profusely apologized for "misspeaking" to us, saying that he was "wrong and naive" in how WCBC treated the event. This confused us, because, as explained below, there is only the barest minimum of mention of the CFC ride, certainly not what the Club would be capable of, given their powerful reach to the cycling community. The volunteer went on the say that he and CLT would support WCBC in their efforts, even going so far as to volunteer to help WCBC in the future.

In our reply, we affirmed that nothing in the CLT Volunteer's email appears naive or inappropriate. Contrary to what Mr Haupt said, WCBC should have gone a lot further than a brief Cycle For Cecil blurb in an "out of bounds" section (the last section) of their webpage. In doing a search we found that the Cycling Sistahs of Baltimore, with no vested interest in Cecil County in particular, did promote CFC. It was refreshing and beautiful to see diversity in the ride. They even created an Event page for their members to promote CFC. In contrast, WCBC did no active promoting -- despite the critical nature of a rural Cecil County to its members.

Unfortunately, WCBC has a reputation for being exclusive. There are virtually no active members of color. Many alumni -- even past board members -- dropped membership over political and/or leadership issues. Most were dedicated volunteers who had given countless hours of their time to the bicycling cause. Among other issues, WCBC was recently caught in a lie about their non-profit status; they are not a 501(c)3 according to the IRS. While everyone assumes that they are a non-profit given their URL, they financially support Bike Delaware -- a pro-development org in the pockets of the building industry, whose own activities and finances are shrouded in secrecy. Regardless, WCBC assists them with fundraising and generous annual donations -- none of which are publicly accounted for. This raises questions about a possible connection between Mr Haupt, his position with WCBC, and his VP position with one of the largest development firms on the east coast -- never mind the ignorance of a nearby major ride that's trying desperately to protect farmland and open space is reason to be suspect.

Yes, WCBC is a busy club, with 4 major rides every year (one of which, the Shore Fire, was launched by yours truly) to organize. However, they have had to cancel several due to the pandemic. Meanwhile, the basics of promoting an event such as CFC hardly qualifies as "work", as the Cycling Sistahs of Baltimore readily showed. The CLT draws on orgs in Baltimore for publicity and attendance, which is a sharp move and gives the ride its wonderful diverse and welcoming character. But it's a sad day when a club with the resources of a WCBC exists right nearby, and they all but ignore this charity ride, as they have done since its inception.

We commend the commitment of the CLT to land conservation. Those of us who fought, and still lost (to mass govt corruption) the Orphanage Property in Ogletown, the last remaining green space/habitat area of its kind, understand the struggles that CLT are facing. In a world where biodiversity is disappearing at an alarming rate, and the planet is headed for climate catastrophe, we are very grateful for orgs like theirs. We will continue to support their efforts, and, as we have in the past, promote the Cycle For Cecil Event on our pages.

The "White" Clay Bicycle Club, in a historic photo seen on their Facebook Page. WCBC has an identity and diversity problem, hence their decades-long membership plateau of ~200. Their failure to embrace and support other orgs and events nearby only hastens their image as an insiders only club.

Is WCBC's sponsorship of Bike Delaware a conflict of interest?

Does the White Clay Bicycle Club (WCBC) care if their generous annual donations are used in lobbying efforts to dismantle development codes, zoning rules, and open space requirements? To promote density waivers, and other pro-development initiatives? Are their members aware that by supporting what is purported to be a "non-political" 501(c)3 organization, they may be supporting the loss of green space, decimation of wildlife/biodiversity, hastening of climate change, and increases in traffic congestion and stress on the very roads they ride on?

This may be the case with WCBC's generous annual financial support of Bike Delaware. In addition to a vocally pro-development Executive Director James Wilson, at least two of Bike Delaware's Executive Board members have ties to the building industry. SB-130, first opposed by the New Castle County Civic League, was widely recognized among advocates as a developer windfall. Since then, similar legislation has been introduced and passed. Recently, NCC Council largely dismantled traffic impact requirements in the approval of even major building/land use projects in much the same context as Bike DE's SB-130.

Because they are a top sponsor, WCBC should be asking the tough questions, and holding Bike Delaware to the highest standards of accountability and transparency. This goes well beyond their Form 990; it needs to include detailed lobbying reports (beyond this), meeting minutes, and donor lists. As the 4th most corrupt State in the nation, Delaware has no County-level mechanism for tracking lobbyist interactions over specific Council legislation unlike the State, which maintains a reporting system for all lobbying on bills and is overseen by the Public Integrity Commission.

We raised these concerns with WCBC's President John Haupt on June 27, asking whether or not pro-development/anti-open space lobbying fits his org's mission, and if they do demand transparency from Bike Delaware. If the document(s) are there to prove it, his org should present this (or make it available to) their membership. Contrary to similar organizations, nothing except Bike Delaware's Form 1023-EZ and 2019 Form 990 is made available on the Internet.

It's also noted that WCBC's Haupt has a land-use connection as an Associate Vice President & Manager with a major land surveying company. While that may or may not directly implicate him given everything above, it is fair to ask for WCBC's position on open space, the environment, and road safety and education. It directly relates to what his organization endeavors to provide for their sanctioned rides and events, in terms of more rural and scenic roads with fewer cars. Historically, WCBC has also supported the 6 Es of bicycling advocacy, few of which Bike Delaware actively pursues in the built environment.

Summary: WCBC has claimed to be a "non-profit" since the early 1970s, but the club cannot be found in any search of the IRS's "Tax Exempt Organization" database. They raise significant funds (possibly up to half of their income) from non-members -- mainly in the form of event fees -- and donate said funds to Bike Delaware, another non-profit that lacks transparency (no newsletter, no annual report, no annual meeting, no posted meeting minutes, no website search tool, etc) and engages in lobbying activities for pro-building and development causes.

WCBC is one of Bike Delaware's top sponsors, and as the largest recreational bicycling club in the State, that makes them responsible for transparency and accountability for monies donated. Its President and Executive Board owes it to those who pay dues, event fees (non-members included) and other monies into the organization, believing it has their best interests at heart. WCBC needs to demand detailed transparency from Bike Delaware before handing over thousands of dollars in member dues and event fees on an annual basis.

The Last Post (for now)

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

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

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

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

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

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

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

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

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

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

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

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

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.

Abandoned Roads in NCC: Old Harmony

Old Harmony Road was replaced by Harmony Road, a 2-lane arterial with wide shoulders. Fragments of Old Harmony can still be found, including the original bridge over the White Clay Creek. For those with a keen eye, this historic structure is still visible from "New" Harmony Road.

The below stretch between Brookhaven, Green Valley and Richardson's Garden Center serves today as a defacto linear park and non-motorized travel connector. There are no apparent plans to improve upon this wonderful place-making opportunity. It is quite likely that DelDOT owns the property, and that someday the bridge will be demolished. Worse yet, the corridor will be developed or reclaimed as a bypass road. Let's hope that is not the case, and that the community or a non-profit advocacy org will fight for its protection for future generations to enjoy.

Photos below are from June of 2018; it remains virtually unchanged today. At bottom is Google Streetview, to the best location to walk, bike or park your car to begin this trip back in time.

See our entire series on abandoned roads and railroads, in Delaware and beyond, HERE.

Bicycle-Friendly Delaware Act weakens 3' Passing Law

We reviewed the updated vehicle code resulting from the passage of HB-185 (Bicycle-Friendly Delaware Act), found in DE Title 21, Chapter 41, Section 4116. Missing is any reference to safe passing distance of bicyclists unless being overtaken by a vehicle in the same lane, assuming it is wide enough to safely share. Riding within shoulders and/or bike lanes is not accounted for, which are very common and count as a lane in their own right.

A Newark commuter enforces the 3' passing law - with a shovel. 

The original vehicle code wasn't the clearest either, but it could have been construed that motorists are to move out at least 3' regardless. By not including shoulders and/or bike lanes, Bike Delaware failed to cement these as applicable; therefore, you are not covered under the safe passing law because you are in your own lane of travel. Motorists who overtake while straddling the white line -- common, often deliberate -- are permitted to do so as long as keeping to their own lane. In a 4' bike lane, for example, the bicyclist's footprint can occupy as much as 3' elbow to elbow. For a motorist with a tire on the white line, this would leave a foot or less passing clearance. This is especially terrifying in high speed conditions.

As we already discussed in previous articles, HB-185 did include some long overdue updates to the vehicle code, and we applaud the hard work that went into that. Unfortunately, what could have been a great bill ended up fair, and somewhat hurting past progress as seen here. The bill also came up short by failing to include any anti-harassment language, except a ban on frivolous honking, as we discussed in this analysis.

This is what to expect when you have a LAB sanctioned State organization whose approach to advocacy lacks pragmatism and balance. Their inner sanctum only recognizes total separation from traffic -or- total integration with cars, and nothing in-between. As a result, they do not support on-road bicycling infrastructure, but at the same time, believe it is they -- and only they -- that represent the interests of bicyclists in the State of Delaware. Because of this, they would never think to engage the wider bicycling community for input. Had they done so, we might not be faced with this predicament.

Conclusion: We'll again repeat that, as a non-profit organization, Bike Delaware must become more open and transparent. Nobody knows what they are doing until it is already in motion. It's time for them to lift the veil of secrecy, and put their projects out to comment among the broader bicycling community. Most would agree, for example, that upping the law to a 4' passing distance anywhere a bicyclist is encountered would suffice. Lane changes could still be required with narrow or multiple lane configurations, and an anti-harassment component could have been included. Let's hope that any efforts to amend the bill, or further update the vehicle code is carried out in a more open and accessible manner.

Save Open Space: Cycle For Cecil on Saturday April 25th

Join us on Saturday, April 25th 2015 at Fair Hill for Cycle for Cecil. There are a variety of distances offered: 15 miles, 35 miles and 65 miles. It is a great way to see the natural beauty of Cecil County! Sign up on-line with Active.com HERE.

This is a beautiful ride through the beautiful countryside of Cecil County Maryland. Cecil County is located in the north east corner of Maryland, on the Delaware border. The ride will take you through some of the vast open space that Cecil County Land Trust has worked to protect. The ride has multiple stops for drinks, snacks, and restrooms. The roads are very well marked, and the views are amazing!

The Cecil Land Trust is a non-profit 501(c)(3) charitable organization  that preserves farmland, woodlands, natural habitat and historic rural communities in Cecil County. One of our goals is to provide assistance to those interested in land conservation. You can help our cause by coming on this ride!

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TBO: Co-op closes shop, rolls on with bicycling advocacy

Photo courtesy of the Tamp Bay Bike Co-op

TAMPA TRIBUNE -- After seven years, the Tampa Bay Bike Co-op is closing up shop.

The organization, which has been dedicated to helping local cyclists learn how to maintain and repair their bicycles on their own, held one last sale and barbecue Saturday before the staff closed down the Seminole Heights garage for good.

All the proceeds from the sale will go to help fund a bike project for The Well, a non-profit dedicated to helping the homeless, said board member Dana Putney. What parts, tools and bikes that didn’t sell will be donated to the St. Petersburg Bike Co-op.

“It’s definitely a bittersweet thing,” said Putney, 26. “Co-ops don’t necessarily last that long and ours has stayed around for quite a while in Tampa.”

A lot of people came by the garage Saturday to say farewell, Putney said. The members of the co-op are sad, but they understand why the board wanted to change things up.

“It got to be too much like a bike shop,” said Dave Horst, president of the cooperative’s board.

The organization formed in 2007 and started meeting once a month at the Transitions Art Gallery on Columbus Avenue, hosting clinics that taught people how to use tools and do minor bike repairs. Eventually, the cooperative moved into a stall at a storage facility at Waters and Armenia avenues, where the owner let them operate rent-free, Putney said.

Bike-riders from all over the Tampa area came to the co-ops stall to buy used parts and frames and get one-on-one attention from the volunteers who helped them tinker with their bikes. Recently, the group’s 10 or so regular volunteers were working unpaid shifts every Monday, Wednesday and Saturday.

And because all the volunteers also work full-time jobs, the hours were starting to be too demanding.

“At that point, you’re taxing volunteers so much that it doesn’t make sense,” Horst said.

So the board decided to go in a different direction.

“I think we could make a bigger impact in the community if we weren’t spending all our hours in the shop,” Putney said.  [Full article ...]

Founded in 2011, the Newark Bike Project first opened shop at a temporary location on W. Park Place, that was provided rent-free by a local developer. After relocating two more times - to buildings slated for demolition - they recently opted for new construction (and a commensurate lease rate) at 136 South Main Street.

Boycott Sierra Club Over The Orphanage Property Travesty

Sierra Club: Corporatism over Grassroots

Originally published in Ogletown Resilience

As our readers are all too aware, the Delaware Chapter of the Sierra Club would not support or endorse the effort to Save the Orphanage Property (STOP) as critical habitat area, as a wildlife refuge, as a regional park, and a trails & pathways opportunity for Ogletown-S. Newark. This opportunity will never come again. We urge all of our readers to see through the facade and the fraudulence of Sierra Club, and to ignore all of their events including Earth Day. Alternatives can be found, including this one with Delaware Estuary.

The below article is from 2011, but nothing has changed since. Corporatist money has no place in non-profit environmental organizations -- whether that be at the national, state or local levels. This article explains why, after repeated asks for Sierra's endorsement of STOP, their reply was "this isn't something we generally do". Ditto from DE Audubon Society, given they too are a national org and thus accepting of corporate payoffs and kickbacks.

Sierra Club Chooses Corporate Sponsorship Over Grassroots Activists

Excerpts:

• According to the Associated Press, in 2002 Sierra Club head Carl Pope threatened to dissolve the southern Utah chapter for “speaking out against the Bush administration’s push toward war with Iraq.”  The Sierra Club’s Board of Directors had passed a resolution “supporting efforts to strip Iraq of weapons of mass destruction” (i.e., supporting the war) ...
• This is the first time in Sierra Club’s 116-year history that it has endorsed a product and even Club executive director Carl Pope, who’s been a driving force in the partnership, admitted that the decision by a well-known environmental group to endorse a company known for its bleach, plastics, and chemical products is “controversial.”
• Until progressive groups successfully address the challenge of funding themselves independent of the elite individuals and institutions that act as enforcers of a corporate agenda, they will not be able to successfully advocate for progressive causes. Any success they might have will mean that their funding dries up, and they will cease to exist.
• The Sierra Club is a marquee name that has indeed gone for the green:  cash.  Environmental activists should carefully examine the way in which the organization is operating, and whether its agenda is worthy of continued support.

STOP to Delaware's Environmental Organizations: Epic Fail

Do you support environmental conservation in Delaware? Support and donate to the Delaware Nature Society. DNC, along with a dozen other local and State orgs, didn't hesitate and immediately jumped on board to help save the Orphanage Property.

In matters of transparency, Bike Delaware is a joke

It's critical that donors to a non-profit know exactly

where and what their money is going toward.

"Secrecy is one of the shadier sides of private and public life"  ~Ian Hacking

Bike Delaware falls far short compared to other similar orgs when it comes to the activities they are engaged in, particularly those of their Exec Director who has been confirmed as a lobbyist for land-use matters (favoring developers) at the County level. It appears that their startup documents and a Form-990EZ is Bike Delaware's only known record-keeping and reporting.

To learn how an advocacy organization should go about its business, click on the images below from neighboring Bike Maryland, which takes matters of transparency very seriously. On their home page, note the newsletter subscription, as well as an up to date blog of current events and action alerts. Their website is also fully searchable, so folks can readily investigate what the organization is up to and grab at opportunities to get involved at every level.

Other Neighbors (in pdf format):
Bike Pittsburgh 2017 Annual Report and Strategic Plan 2016-2019.
Bicycle Coalition of Greater Philadelphia Annual Report FY2018.

How Wal-Mart destroyed the Huffy Bicycle Corporation

Excerpts from Wikipedia: Huffy Bicycles had manufacturing and assembly facilities in Azusa, California (closed in the late 1970s), and Ponca City Oklahoma (closed in the early 1980s), but largely manufactured most of their bicycles in Celina, Ohio, and at one time was Celina's largest employer. At their peak, the bicycle division manufactured over two million bicycles per year and were the free world's largest bike company.

Angela Connolly, riding her 2003 Huffy Prospect - made in China.

By the mid 1990s, Huffy was in deep financial trouble. The U.S. Bicycle industry had consolidated, sharply reducing the number of channels for selling bikes. High-volume retailers had claimed three fourths of the U.S. market, gaining tremendous leverage over bicycle makers. Wal Mart in particular was pressuring Huffy: it ordered 900,000 bikes at one time, but insisted that Huffy lower its prices significantly. To remain a major player in the bicycle market, the Ohio company had little choice but to agree. Even with Huffy's other non-unionized manufacturing plants, it could not make a profit selling bicycles at the prices Wal Mart, its biggest customer, was willing to pay. After requesting and getting a pay cut for its unionized workforce in Ohio, Huffy returned to profitability for two years only to again crumple under the pricing pressure applied by Wal Mart. This forced Huffy to close its Celina, Ohio plant and lay off all 935 employees. Their other two factories in Missouri and Mississippi soon fell to the same fate for the same reason. Even after subcontracting production to China, where plant workers earned only 25 to 41 cents per hour, it remained unable to operate at a profit.

In federal banktruptcy court in Dayton, Ohio, in 2004, Huffy's assets were turned over to its Chinese creditors. After years of struggling against the cut-rate Chinese bicycles that set the price target guiding Wal-Mart, Huffy essentially had become a Chinese-owned company. [Full article ...]

Poster's note: Well, there you have it, folks. Check out Big Box Swindle for more details.

In 1998, Huffy Corporation produced the high quality M600 Mountain Bike for Raleigh, the frame manufactured here in the USA. It was a last gasp effort at solvency before collapsing under pressure from Wal-Mart. Hundreds of American jobs paying a living wage were swapped for poverty class wages in China. 

 

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.

Money, political comatose ends the STOP campaign

Another article in the Wilmington News Journal today confirms that the STOP (Save The Orphanage Property) campaign has officially ended in defeat. While most would expect it was the outcome of a price bidding war between government and developer interests, that was anything but the case. Multiple examples of dishonesty, and/or a gross lack of political will are to blame, and will go down as having ended the Ogletown-S. Newark's last hope for a regional park --- forever.

Instead, they have ensured us thousands more car trips per day on an already failed LOS (level of service) Route 4 corridor, and all kinds of havoc on multiple quality of life issues that have been thoroughly documented on this website. These include loss in real estate values, destruction of endangered wildlife habitat, paving over vast swaths of already flood-prone land, etc.

The following was gleaned directly from the WNJ article. It more than substantiates STOP's claim of dishonesty and political comatose, by those who we elected to represent our best interests. We italicized comments that are either suspect or conflicting:

• [Mark Schafale, Felician Sisters of North America] expects his organization on Friday to finalize an agreement to sell 172 acres to a housing developer. That agreement ends a two-year push for government to derail the development by purchasing the land for a park.
• "It is hard to put blame on one, two or three people," said Angela Connolly, one of the founding members of the Save the Orphanage Property Facebook group. "There are so many players in this nasty tragedy comedy."
• "It isn't fair to say the sisters are trying to profit from this," Schafale said.

• "I just don't think the county ever understood or chose to look at it from our perspective," Schafale said.
• Meyer’s first publicly disclosed offer for the property came in July. The offer was rejected, prompting state Sens. Bryan Townsend and Ed Osienski, both D-Newark, to criticize Meyer for offering too little and suggesting the executive didn’t really want to get a deal done.
• Meyer has criticized Townsend, saying the state legislator had said he could secure the entire $6 million purchase through the state. Ultimately, the Legislature committed $1.25 million in a bill that also made it easier for the Sisters to build the apartments without the entire development. Schafale said that was a boost to the park effort.
• Townsend said that money was approved with the understanding he'd be seeking more to cover the state's half of the cost. He denies that he ever represented the state would pay the entire purchase price.
• On Thursday, Townsend said the land being sold is "deeply disappointing" and the county had not acted with the urgency necessary to close a deal.
• "Oddly, it was like pulling teeth to try to get the urgency from them on behalf of the public," Townsend said.
• Meyer brushed off that criticism saying he had made four offers for the property without receiving a single written counter.
• "If you make four written offers to buy a property ... and you never receive a single counteroffer in writing, who is being insincere?" Meyer said.
• Schafale said Meyer's first two offers were "non-starters" because there was no acceptable path to executing the apartment development without the houses. He added his organization was in regular communication with the county about what was necessary for them to reach a deal.
• "Our representatives laid out in very precise terms what we needed, and there was significant movement on that in August but it wasn't everything and wasn't enough," Schafale said.

We have nothing else to say at this point, except that with this level of government dysfunction, we cannot be called a "democracy". No wonder so few citizens attend civic meetings and legislator coffees -- why bother when you don't have a voice? Shame on all of our elected that we are going to lose this magnificent (and only remaining) parkland opportunity for the Ogletown-S. Newark region. 

Where is Bike Delaware on these top 5 action items?

One of numerous "goat paths" in New Castle County. Without the State's

advocacy org working with DelDOT on pathway connections between
neighborhoods and commerce, foot traffic will make their own.

A frequent question we receive at 1st State Bikes is this: What exactly is Bike Delaware doing in the interest of bicycle & pedestrian safety? What are they actually doing to advocate for local access to pathways, connectors, and regional parks in order that folks can stay out of harms way -- not just for bike/ped transportation but for recreation as well? They did advocate for some local spur trails to connect a few high profile projects, such as the Jack Markell Trail in New Castle. Beyond that, it is very difficult to quantify any efforts they are making. There is virtually no organizational transparency, nothing to the effect on their web platforms, and countless opportunities have come and gone without their support or involvement. If anything, they have a history of undermining the advocacy efforts of others, that could have brought sweeping reforms e.g. the updating of the vehicle code for pedestrians.

In no particular order, here are 5 badly needed action items that Bike Delaware -- along with State and County legislators -- could and SHOULD be working on right now:

Update Delaware's vehicle code for modern times, commensurate with other progressive States

Delaware consistently ranks in the top 5 most deadly States to walk in, even taking #1 just a few years ago. An overhaul (pdf) of Delaware's vehicle code for walking was completed 4 years ago in bill form. The draft "Pedestrian Bill" was modeled after other progressive States such as WA, MA, OR, etc. It brought Delaware's code up to date with our built environment and modern times. As it stands now, Delaware's code is overwhelmingly car-centric, placing the onus squarely on pedestrians not to get killed. It actually requires a person to be in a crosswalk before a yield is legally required, whereas other States require simple intent to cross. In other words, you could stand at the curb waiting for all eternity, because motorists are legally permitted to continue (at speed) through crosswalks unless you physically place your body out there - in harms way.

Other issues with Delaware's current pedestrian code include dispensation for soliciting just prior to Father's Day which has no relevance today. Meanwhile, the State's death and injury rate -- consistently ranking top 5 per-capita in the U.S. -- continues unabated. The legal system targets pedestrians, holding motorists blameless in virtually every case. Routine patterns such as smart phone use, speeding, and aggressive driving are never cited, though most drivers engage in it. Updating the language would be a monumental step in the right direction, helping to provide a sensible basis for education and enforcement and to give pedestrians the confidence they need to use proper facilities where available. (NOTE: Bike Delaware actually quashed Advocate's attempts at a bill to update the vehicle code to increase safety and priority of pedestrian travel. You can view the updated code in pdf here).

Fight that everyone has local access to their own regional park(s)

According to Nemours and the CDC: Comprehensive recommendations for reducing the prevalence of obesity identified improving access to outdoor recreational facilities as a key strategy for creating safe communities that support physical activity. A comprehensive review of more than 100 studies supports the CDC’s recommendation. The review found that time spent outdoors and access to recreation facilities and programs near their homes correlated positively with increased physical activity among children and adolescents. Additionally, the economic benefits are critical to community health and wellbeing.

In the corrupt defeat of regional park Advocates in Ogletown-S. Newark, losing the last significant open space on the entire Rt.4 corridor suitable for such a purpose had serious implications for biking in the region. Gone forever is a bicycle-friendly destination, key trails and/or pathways connections between several existing developments, local place-making and an enhanced quality of life. Now being paved over with hundreds of unneeded homes, thousands of residents are forever condemned to racking up and driving their bikes (or sneakers, if walking or running) 15-20 minutes, either to Glasgow or Pike Creek if they wish to enjoy such a facility. This contradicts Gov Ruth Ann Minner's Livable DE and Bike Delaware's Trails & Pathways initiatives, among others. (NOTE: Bike Delaware is not on record anywhere, at any time (since their incorporation) as having supported open space acquisition and preservation. If anything, the record shows that they prioritize development, even when an entire region will lose its last park opportunity forever).

Advocate for a "20 IS PLENTY" campaign or similar

One of the most popular advocacy campaigns in the world is 20 Is Plenty. Without question, Bike Delaware should be at the forefront and leading this effort for their State. We asked Senator John "Jack" Walsh (D: Dist 9) to explore the possibility of such a campaign based on chronic speeding in Harmony Woods in Ogletown. DelDOT is unwilling to implement speed humps due to flawed and/or inadequate speed study data using the 85th Percentile. Then the legislators cite constant demand (i.e. "everybody wants speed bumps") as a further problem. We received the following reply from Mr Walsh:

We have completed an initial review with DelDOT and received a relative cost estimate that would be necessary if we were to change the residential speed limit from 25 MPH to 20 MPH statewide. The estimate ranges from approximately $550,000 to $1.1M for the installation of 2 signs per development since we maintain 1,501 developments statewide. This type of effort would involve fabrication and installation of over 3,000 signs at a minimum. However, the estimate doesn’t account for 1) developments that have multiple access points or speed limit signs (some developments have as many as 4-5 access points, if not more). 2) Speed limit signs co-posted with radar speed signs within developments. 3) Roads within municipalities that are state or locally maintained, such as Wilmington, Newark, Dover, Rehoboth, Lewes, etc. We have also discussed these bills with our colleagues, and we will continue to do so over the next few months. For the reasons listed above, however, we are not confident that we would be able to move legislation you proposed forward at this time.

Demand min 8' wide asphalt bike paths instead of sidewalks where shoulder bike lanes do not exist

There are numerous projects (or potential projects) all around Delaware that present clear opportunities for dedicated bicycling infrastructure, adjacent to or outside the lanes of traffic. Of crucial importance is when there is no shoulder bike lane on a given road, and access can only be had by taking and controlling the lane of traffic -- often times at freeway speeds. An infamous example is SR72 (S. Chapel Street) that many bicyclists use as a bike path connection between Newark, S. Newark, Bear, and points south. Advocates fought for 17 long years to upgrade the deteriorated 6' of asphalt sidepath to a more formal 8' shared use or "cycle track" facility. DelDOT finally agreed to "rehab" the existing facility using the same failed design standards used in the 1980s when it was first built.

The Marrows Rd to Library Ave/SR72 phase of Newark's "Main Street Improvements" project is another example. Ironic that nobody -- not even WILMAPCO made a strong case (if any) that bicyclists cannot safely access buildings along this stretch, in particular the post office. But most disturbing was the absence of Bike Delaware, that they didn't care to address this gross deficiency with DelDOT during the planning of this project or at any time before construction began. Here was a prime opportunity to include bicycle access in the form of, e.g. an 8' asphalt sidepath or shared use facility instead of the lane with cars or a narrow sidewalk. Yet they didn't even publicize the project notification for this critical aspect, never mind the project itself (and this). Wilmapco was content to leave it in their Newark Bicycle Plan as something for "future study". It will now be 15-20 more years before another rehab/reconstruction opportunity might present itself.

Reform County Codes to better facilitate bicycling

While New Castle County does mandate bicycle parking with new construction, the most glaring deficiency in their Unified Development Code (UDC) involves the retrofitting or reconstruction of existing structures. Essentially, a building and its property is only bound by rules set forth on the day of its first recorded plan; more recent requirements -- including bicycle parking -- can be disqualified, unless the project expands the building by least 1,000 square feet.

In NCC, for an existing structure, multi-modal access and improvements are put squarely in the hands of the business or property owner. They can omit said access in favor of dozens of other choices, as long as it meets this "400% improvement" matrix, however that's determined. And the problem isn't just limited to reconstruction; missing code requirements are sometimes found on brand new buildings.

In short, this represents a major opportunity for Bike Delaware to advocate for change, by asking for bicycle facilities to be a required feature in all construction types. They should also spearhead a call or write-in campaign to encourage and assist bicyclists in their own efforts to attain bicycle parking or access where it is needed most, e.g. shopping malls and strips.

Also of note: NCC continues to use motor vehicle barrier types that include hanging chains or cables. These force bicyclists -- that are permitted -- into an inconvenient detour situation, which can be very dangerous. When it comes to keeping out cars, appropriately spaced bollards (one removable) perform the exact same function as a gate, yet allow non-motorized users to pass through safely as if nothing was there.

Summary: Though certainly not alone in this, Delaware's built environment is a microcosm of the death and carnage now accepted as "normal" in the U.S. -- normal by placing motor vehicle traffic at human scale. Currently, Delaware ranks as the #1 most deadly State for bicycling. The above five advocacy goals are just a few of the many outlined on this website over the last 7 years that could help turn things aground. As the self-proclaimed #1 bicycling and walking advocacy org for the State, it is incumbent upon Bike Delaware to act and to advocate for the best possible retrofits and improvements in THIS built environment, in all contexts. In other words, advocate to fix what we already have. Unfortunately, Bike Delaware's main focus is walkable-bikeable design with NEW housing developments and increasing builder's profit margins. Unless this changes, walking and bicycling as "safe, convenient and fun" will continue to flat line or even decline in Delaware.