PEDESTRIAN AND BICYCLE PLAN SAMUEL R. COOPER, MAYOR
COMMISSIONERS Stan Mills Lorraine Zellers Mark Hunker Pat Coluzzi Patrick Gossett Bill Sargent
STREETS AND TRANSPORTATION COMMITTEE
Commissioner Pat Coluzzi, Jim Ellison Chairperson Dennis Diehl Commissioner Lorraine Zellers John Gauger Commissioner Bill Sargent June Embert (ex officio) Cindy Lovett Mel Craig (ex officio member) Kathy Osterholm
PROJECT STAFF: Delaware Greenways, Inc. Jeffrey L. Greene, PE, Project Manager Andrea J. Trabelsi, Project Planner Christopher Kline, Assistant Planner
This project has been funded by a grant awarded by the Department of Natural Resources and Environmental Control under the Delaware Greenhouse Gas Reduction Projects Grant Program.
TABLE OF CONTENTS
Section Page No. Executive Summary……………………………………………………………………………………………………………ES-1 1 Introduction………………………………………………………………………………………………………...1-1 2 Regional Perspective……………………………………………………………………………………………2-1 3 Existing Conditions Assessment ……………………………………………………………………...... 3-1 4 Findings, Challenges, Vision and Goals …………………………………………………………………4-1 5 Infrastructure Component …………………………………………………………………………………..5-1 6 Education and Wayfinding…………………………………………………………………………………...6-1 7 Funding and Implementation ………………………………………………………………………………7-1 Appendix …………………………………………………………………………………………………………..……………….A-1 A1 Pedestrian and Bicycle Plan Cost Estimate Unit Costs……………………………………………A-1 A2 Acronyms and Glossary of Terms………………………………………………………………………....A-3 A3 Greenhouse Gas Calculations……………………………………………………………………………….A-7 A4 Coastal Sussex Interconnectivity Study Summary……………………………………………….A-15
Executive Summary
EXECUTIVE SUMMARY
BACKGROUND The City of Rehoboth Beach covers an area of 1.18 square miles and is home to 1,600 year around residents. During the summer the entire coastal Sussex County area attracts some 3.5 million visitors, and the City hosts thousands on any given summer day and even more on weekends. Its closely spaced network is taxed to the limit with vehicles both motorized and non-motorized and its sidewalks, particularly in the downtown area, are crowded with pedestrians. There are times when it is difficult to accommodate additional motorized vehicles. Each year, the city sees more and more bicycles and pedestrians as moving around by auto becomes more and more difficult. The purpose of this Plan is to accommodate bicyclists and pedestrians in the public rights of way in a safer and friendlier way.
Development of the Plan was undertaken by the Streets and Transportation Committee, a standing committee appointed by the City Commissioners. They were assisted by a Committee of Stakeholders consisting of 29 representatives of local businesses, the City’s neighborhoods, and state and county government. Two public workshops were conducted and all meetings of the Streets and Transportation Committee were open to the public. Additionally, elements of the Plan were reviewed at two different regular meetings of the City Commissioners and at two workshop meetings of the Commissioners. The Pedestrian and Bicycle Plan reflects the input received from the attendees at each meeting.
A detailed assessment of the streets and sidewalks of the city was undertaken and the findings can be summarized as follows:
1. Rehoboth Beach presents pedestrians and bike riders with many challenges. 2. Bike riders have a limited understanding of where it is safe to ride and where to gain access to appropriate trails outside of the city. 3. Rehoboth's streets have no special provisions such as bike lanes to accommodate bike riders. 4. In Rehoboth it is difficult to go between neighborhoods without crossing busy streets which many consider dangerous. 5. The need to provide parking for large numbers of automobiles and Rehoboth's dependence on parking revenue significantly limit what can be done for bicycle riders. 6. Many streets lack sidewalks and others have significant gaps between existing sidewalks. 7. It is very difficult to add sidewalks where none exist, and it will be a long time until existing gaps are filled. 8. A number of sidewalks in the downtown area are relatively narrow.
Pedestrian and Bicycle Master Plan June 2012 ES-1
Executive Summary
9. Some intersections in Rehoboth, particularly on Rehoboth Avenue, where bike riders are apt to cross, lack striping and protective signs. 10. There are few wayfinding signs that indicate destinations within or outside of Rehoboth. 11. There are limited materials indicating routes where it is relatively safe to ride within Rehoboth.
The Pedestrian and Bicycle Plan is designed to improve the safety of bicyclists and pedestrians as they move around the City by achieving the following goals:
1. Improve safety for pedestrians and bicyclists through physical improvements and policy initiatives. 2. Identify bicycle routes that are enjoyable and relatively safe within the city. 3. Improve connections for pedestrians and bicyclists within the city and to the region's trails and parks. 4. Coordinate with appropriate entities to improve connections to destinations that lie outside of the city's jurisdiction. 5. Promote walking and biking, particularly for short trips to downtown Rehoboth Beach. 6. Create appropriate educational materials for motorists, bicyclists and pedestrians. 7. Promote Rehoboth Beach as a bicycle friendly city. 8. Establish a city policy that provides an ongoing review of the continuity of safe pedestrian and bicycle travel throughout Rehoboth Beach from season to season.
In planning infrastructure improvements, a key step is to develop the most appropriate improvement that addresses the problem at hand. To insure the recommended improvements are the right fit for the City of Rehoboth, a series of seven guiding principles were established. They are:
1. Design for families. Design the bicycle plan for families that bicycle. Bicyclists who come to Rehoboth range from expert bicyclists to novices. Their ages range from adult to children. 2. Try the least intrusive, least costly improvement first. Implement first the least intrusive, least costly solutions to the identified challenges but maintain the ability to move to more costly solutions later as bicycling and pedestrian conditions warrant. 3. Find the best balance between vehicles, pedestrians and bicycles. As transportation systems developed over time, they were designed for motor vehicles as the predominate mode of transportation. This plan is about finding the best balance to reflect the actual demand for the street-space. In Rehoboth, unlike many other jurisdictions, bicycles and pedestrians make up a significantly larger part of the demand for space than in many other cities. 4. Consider the streets and sidewalks as a system. Look at the public rights of way as a system. Consider improvements that benefit the system rather than a series of isolated locations. 5. Establish a convenient and easy to use bicycle network. Creation of a network of bicycle friendly streets enables the bicyclists to circulate to all points within the City and to
Pedestrian and Bicycle Master Plan June 2012 ES-2
Executive Summary
destinations outside the City along a safer path. Insure that the bicycle network goes to or near all major destinations. 6. Make best use of the least traveled streets. Route bicycles to the least traveled streets. When considering the safety of bicyclists, fewer cars mean more flexibility for bicycles to travel. Rehoboth streets are used by riders of all levels of ability and experience. Lower traffic provides more comfort for riders of lesser experience. 7. Implement separate trails where possible. Where feasible, create a separate facility for bicycles (e.g., off-street trail). Trails have been shown to increase bicycling as much as 18% to 25% in some communities. Separating bicycle traffic from auto traffic is the safest way to accommodate bicycles but it is not always feasible due to cost and the availability of land.
THE PLAN The City of Rehoboth Beach Pedestrian and Bicycle Plan contains both infrastructure and education recommendations. However, its major focus is educating visitors and residents alike about safe bicycling and walking. The Plan elements include:
1. Biking in Rehoboth Map. The Plan calls for it to be published as each group of significant elements of the Plan are implemented. It will contain information on the bicycle network, the Bike Friendly Street network, and interesting bike rides and tours. It will also outline the ‘rules of the road’ relative to bicycling and list services for bicyclists. 2. A system of signing that includes wayfinding destination signs and signs notifying visitors and residents of rules specific to bicycling and walking on the streets of the City. The destination signing will display the Biking in Rehoboth Bicycle Map and have bins that are designed to contain copies of the map for distribution. The signs informing the community of the rules of bicycling and walking will also include signs relative to bicycling on the Boardwalk, bicycling on sidewalks and yielding to pedestrians in crosswalks. 3. A page on the City’s website dedicated to safe bicycling and walking. This page will include information on safe bicycling and walking, news of events of interest to the community, information about the implementation of the Plan, welcoming messages from public officials, and a listing of services such as bike shops and key phone numbers. 4. A City Ambassador Program. A number of cities have established a Bike-Walk Ambassadors Program in which volunteers spread out throughout the city to engage with bicyclists and walkers, to talk with them about safe practices, the importance of wearing helmets and inform folks of happenings around the City. In Rehoboth, this concept is expanded into a City Ambassadors Program in which the Ambassadors assist all visitors by informing them about the City, its attractions and how to enjoy them safely. The Ambassadors will also encourage safe walking and bicycling. The program will be administered by Rehoboth Beach Main Street, Inc.
Pedestrian and Bicycle Master Plan June 2012 ES-3
Executive Summary
The Plan also contains a robust infrastructure component, highlighting network wide and location specific recommendations.
Figure ES-1 illustrates the infrastructure elements of the Plan. As shown in the figure, each street in the city is classified by its configuration after implementation of the Plan. The Figure also shows the location of the recommended improvements.
1. Bike Friendly Street Network: Similar to Bicycle Boulevards which are low speed and low volume streets optimized for safe bicycling, Rehoboth’s Bike Friendly Streets are designed to assist families on bicycles to all destinations around the City via a low volume, low speed street. They will be designated by a special sign containing the words, ‘Bike Friendly Street’ and by a pictograph of a bicycle. To further aid bicyclists, they will also be designated as ‘Trail Connector Streets’ or ‘Reach the Beach’ Streets. Some Bike Friendly Streets are sufficiently wide such that the Plan calls for a bicycle lane to be striped but most have shared lanes where vehicles and bicycles must share the available travel lanes. It should also be noted that the Delaware Department of Transportation (DelDOT) has designated Rehoboth Avenue and Bayard Avenue as ‘Suggested Bicycle Connector Routes’. While the Plan recognizes this designation on the State Bicycle Map, only experienced bicyclists should consider those routes. The Bike Friendly Street Network provides safe alternatives for younger, less experienced bicyclists and families to travel from the City’s gateways throughout the City. 2. Bicycle Parking Stations. There is a need to provide a significant amount of bicycle parking within the City. To accommodate this demand, a number of bicycle parking stations that include one or more bicycle racks of a special design, along with landscaping and curbing to create a safe and attractive environment for bicycles have been identified. It is important to note that because of the difficulty bicyclists have in navigating Rehoboth Avenue, the locations of the bicycle parking stations in the downtown area are located off the Avenue. 3. Location-Specific Bicycle Infrastructure Improvements. These improvements are designed to address a specific need and are noted on the map by number. 1) Rehoboth Avenue Gateway. Most visitors and residents staying outside the City along the Route 1 Corridor or are destined to or from the Junction and Breakwater Trail, enter the City along Rehoboth Avenue. But for bicyclists, getting to the City is a difficult ride. The designated bicycle lane on the west side of the Canal ends before the bridge, leaving bicyclists of all levels of experience to mix with heavy traffic volumes on the Avenue. Further complicating matters, the bridge deck is not bicycle friendly and there is no wayfinding to or from the Junction and Breakwater Trail. The recommended improvements are designed to provide a logical and safe connection between Rehoboth Avenue to the west of the City, the Junction and Breakwater Trail, and the Bicycle Boulevard Network in the City. The Rehoboth Avenue Gateway improvement consists of the following elements:
Pedestrian and Bicycle Master Plan June 2012 ES-4
Executive Summary
A bicycle-friendly bridge deck plates providing for the extension of the bicycle lane into the City.
Figure ES-1 – Summary of the Recommended Improvements of the Pedestrian and Bicycle Plan
Pedestrian and Bicycle Master Plan June 2012 ES-5
Executive Summary
A potential Junction and Breakwater Trailhead on the Suburban Propane Company Property to the west of the City. A bicycle trail through Grove Park connecting to Henlopen Avenue and Grove Avenue and a series of bicycle boulevards to the downtown area. A bicycle and pedestrian crossing with overhead flashing warning lights across Rehoboth Avenue to connect Grove Park and the bicycle boulevards to the south of Rehoboth Avenue. 2) Northern Gateway. The Northern Gateway connects the City to Cape Henlopen State Park and Gordon’s Pond Trail via Ocean Drive. Lots of bicyclists ride to and from the park. Surf Avenue, with its many intersections and large number of pedestrian crossing points as well as the number of parked vehicles is not very friendly to bicyclists. Surf Avenue also connects two bicycle boulevards: Oak Avenue and Henlopen Avenue. The City has striped crosswalks for pedestrians but bicyclists must navigate among vehicular traffic. Two alternative recommendations have been developed: Rebuild and widen the shoulders on the ocean side of Surf Avenue to provide a two-way bicycle lane retaining the opposite side for parking; or, Rebuild the shoulders on both sides, prohibit parking and stripe bicycle lanes on both sides of the street. 3) Connecting Schoolvue and Country Club Estates. Schoolvue is a neighborhood that is isolated from the rest of the City by Silver Lake. The neighborhood also contains the City’s elementary school. Years ago, a pedestrian bridge was constructed to connect Schoolvue and the school to Country Club Estates. The bridge, called the ‘Turtle Bridge’, was designed for pedestrians only. Bicycles must use State Road or travel through Dewey Beach to travel to the rest of the City. A direct bicycle connection is needed to encourage the residents to bicycle to the rest of the City. To make the connection, a trail connecting to Stockley Street Extension is proposed to connect via a bicycle bridge across Silver Lake through Stockley Street Park to Stockley Street. The new bridge would be a connection in the Bicycle Boulevard Network. 4) Southern Gateway and Lake Drive. Arguably one of the most picturesque sections of the City, due to the narrowness of the bridge on Bayard Avenue over Silver Lake, it is also one of the most difficult areas for bicycles and pedestrians coming in from Dewey Beach to navigate. There are three parts to this improvement: Replacement of the structure over Silver Lake with a context sensitive bridge sufficiently wide to accommodate vehicles, bicycles and pedestrians. Because replacing the structure will take a long time, a short term improvement has been developed which removes the existing 18 inch sidewalks on each side of the structure, stripes a four foot pedestrian pathway on one side of the bridge and shifts the traffic lanes away from the pedestrian pathway.
Pedestrian and Bicycle Master Plan June 2012 ES-6
Executive Summary
Lake Drive west of Bayard Avenue. This section of Lake Drive is one way eastbound towards the ocean. With a width of between 19 and 29 feet, except for a short section, a two-way bicycle lane can be striped on the south side of the street. Where the street is less than 25 feet in width, there are three options to extending the two-way bicycle lane. The first is to widen on the lake side a short distance to maintain the eight foot wide, two-way bicycle lane. The second option is to eliminate nine parking spaces. The third option is to require bicycles to yield to one another, leaving the lane at four feet in width. Lake Drive east of Bayard Avenue. This section of Lake Drive is one-way westbound. It is a consistent 25 feet in width, ideal for a two-way bicycle lane. Together with the recommendation for a bicycle lane on King Charles Avenue, a family friendly bicycle route between the downtown area and the bridge to Dewey Beach is created. 5) King Charles Avenue. King Charles Avenue is a 40 foot wide street striped for angle parking on both sides as it approaches the downtown area and parallel parking south of New Castle Street. It is sufficiently wide to provide a bicycle lane on each side of the street and increase the parking supply by providing angle parking on one side and parallel parking on the other side for its entire length. 6) First and Second Streets. The downtown area is the scene of the majority of pedestrian and bicycle crashes in the City. Because of the need to provide parking in a manner that serves the existing businesses, it is not possible to provide bicycle lanes. Accordingly, the Plan calls for the installation of SHARROWS (see Figure ES-
Figure ES-2 SHARROW Pavement Marking. The SHARROW denotes that vehicles and bicycles must share the travel lane.
Pedestrian and Bicycle Master Plan June 2012 ES-7
Executive Summary
2) at key locations to remind motorists of the presence of bicyclists. 4. Location Specific Pedestrian Improvements. Figure ES-1 also shows the pedestrian improvements, shown by letter designation. A. Rehoboth Avenue Pedestrian Improvements. Crossing Rehoboth Avenue is not easy. While there are signalized pedestrian crosswalks at First and Second Streets and a number of unsignalized crosswalks, the existing crosswalks are not conveniently located or evenly spaced and all but one of the median parking islands does not have marked crosswalks that connect it to either sidewalk. The Plan recommends 11 new crosswalks. In locating the new crosswalks, it is important to minimize the loss of parking spaces and insure that ADA requirements are met. B. State Road Pedestrian Improvements. Between Rehoboth Avenue and Coastal Highway, there are no marked crosswalks. Sidewalks along State Road are only installed on the west side. To remedy this situation, marked crosswalks are recommended for the State Road intersections of Grove Street/Munson Street and Canal Street/Hickman Street. ADA requirements must be addressed in the design of this improvement. 5. As previously noted, the City has been striping crosswalks at selected locations around the city where an excessive number of conflicts between pedestrians and vehicles are observed. Should an excessive amount of conflict continue to occur, the Plan recommends In-Street Pedestrian Warning Signs be considered for installation. Experience shows that that these signs improve yielding by motorists by almost 40%.
The 2012 Early Action Plan contains the following items:
1. The first generation of the map, Biking in Rehoboth – 2012 2. Bicycle Friendly Bridge Plates across the Rehoboth Avenue Bridge across the Canal. 3. An initial set of Bike Friendly Streets with appropriate signing connecting the downtown area with the west with Dewey Beach and connecting Ocean Drive to Grove Park. 4. Bicycle Parking Stations at four locations, two of which are located in the downtown area. 5. Installation of SHARROWS on First and Second Streets in the downtown area.
The Streets and Transportation Committee, which has the responsibility to recommend policies and actions to the Mayor and to the City Commissioners, is the Committee responsible for recommending when and how the elements of the Plan are implemented. Each year, it is recommended that the Committee meet to determine the implementation items for that year and determine the necessary updates to the Pedestrian and Bicycle Plan for possible action by the Commissioners.
Pedestrian and Bicycle Master Plan June 2012 ES-8
Introduction
1. INTRODUCTION
The City of Rehoboth Pedestrian and Bicycle Plan provides the City with the projects, policies and management structure necessary to create a first-class city for bicycling and walking, reduce overall carbon emissions, and provide for a well-designed, integrated, safe, and efficient multi-modal transportation system for residents and visitors alike. This plan is designed to strengthen the role that bicycles and pedestrians play in mobility in and around the City of Rehoboth Beach. A beachfront resort of only 1,600 full time residents, it attracts some 3.5 million visitors each year in its 1.18 square miles. Many trips within the city are made on foot or by bicycle and there is a large contingent of residents and visitors that make use of the trails and recreational areas nearby the City.
The 2010 Rehoboth Beach Comprehensive Development Plan speaks to a basic principle regarding mobility: “Streets are the most prominent and prevalent public space next to our beach, and making them more pedestrian-friendly is the closest thing we have to a silver bullet for improvement. A walkable downtown Rehoboth and pedestrian-oriented neighborhoods will quickly
Figure 1.1 – Bicycle and Pedestrian Plan Study Area Map become magnets for enhanced public life and economic
Pedestrian and Bicycle Master Plan June 2012 1-1 Introduction expansion that will enrich our community in several ways at the same time.” The Plan goes on to state boldly: “Rehoboth will accept more people; it will not accept more cars.” This Plan is designed to develop a set of strategies and improvements that will lead the City towards that goal.
The Pedestrian and Bicycle Plan is designed to cover the entire City as well as the connections to the State’s regional trail network, which includes a fully accessible Gordon’s Pond Trail and an expanded and fully connected Junction and Breakwater Trail, together with the proposed water taxi service on the Canal. It challenges conventional wisdom that streets belong to automobiles and in the public domain, autos get priority. After all, most of the City of Rehoboth Beach is reachable on foot or by bicycle and many of the visitors and residents alike are here because of that. It is this compactness that makes Rehoboth Beach as special as it is different from other beachfront resorts.
This Plan will build upon what makes Rehoboth Beach so special and draw upon the experiences of other communities of similar size and character throughout the nation.
PEDESTRIAN AND BICYCLE PLAN DEVELOPMENT PROCESS The City of Rehoboth Beach Pedestrian and Bicycle Plan is funded through a grant provided through the Department of Natural Resources and Environmental Control (DNREC) of the State of Delaware under the Delaware Greenhouse Gas Reduction Projects Grant Program. The goal of A common sight in Rehoboth Beach. the grant program is to demonstrate that greenhouse gasses can be reduced by public policy actions, in this case, encouraging travel on foot and on bicycle as well as through targeted infrastructure and policy change.
As part of the development of the Plan, a Public Outreach Program will be conducted. The Program consists of four basic components:
The Streets and Transportation Committee of the City of Rehoboth Beach. This committee oversaw the development of the Plan and met 10 times over the course of the Plan’s development. The Streets and Transportation Committee is a standing committee that advises the City Commissioners on issues related to the streets network. Committee of Stakeholders. This Committee participated in the development of the plan and helped to guide the recommendations and bring forward concerns and ideas from their own experiences and the experiences of their friends, neighbors, businesses and organizations in a manner that enhanced the comprehensiveness of the Plan.
Pedestrian and Bicycle Master Plan June 2012 1-2 Introduction
Street Level Conversations. Conversations with folks ‘on the street’ were conducted during the project to provide another conduit for public input into the process. Overall, some 50 interviews were conducted. Public Workshops. Two public workshops were conducted to involve the general public in the development of the Plan. The first workshop was a visioning session designed to establish a formal set of goals and objectives that the Plan will meet and the second was enabled the public to comment on the elements of the Plan.
STREETS AND TRANSPORTATION COMMITTEE The Streets and Transportation Committee consists of the following members:
Commissioner Pat Coluzzi, Chair Commissioner Lorraine Zellers Commissioner Bill Sargent Dennis Diehl Jim Ellison John Gauger Cindy Lovett Kathy Osterholm June Embert (ex officio member) Mel Craig (ex officio member) The Streets and Transportation Committee has the responsibility to recommend policies and actions to the Mayor and City Commissioners. As such, the committee is responsible for developing the Pedestrian and Bicycle Plan and working towards implementing its recommendations with the approval of the Mayor and the City Commissioners.
STAKEHOLDERS COMMITTEE This committee is an advisory committee to the Streets and Transportation Committee, formed specifically to provide advice and build support for the Plan in the Community.
A Stakeholders Committee consists of the following members:
Pedestrian and Bicycle Master Plan June 2012 1-3 Introduction
Table 1 Committee of Stakeholders Name Organization Keith Banks City of Rehoboth Beach Police Department Carol Everhart Rehoboth Beach-Dewey Beach Chamber of Commerce and Visitors Center June Embert City of Rehoboth Beach Parking Authority Mike Peterman City of Rehoboth Beach Parking Authority Anthony Aglio Delaware Department of Transportation Crystal Nagyiski Delaware Department of Natural Resources and Environmental Control Annmarie Main Street Rehoboth Westerfield Mike Mitchell Bikes to Go Alex Moore The Avenue Inn and Spa Christine Hastings Jolly Trolley David Dooley Delaware Transit Corporation Karen Zakarian Boardwalk Plaza Hotel Tim Bamforth Rehoboth Running Club Anthony Pezone Sussex Cyclists Alison Blythe Go Fish Restaurant Preston Littleton City of Rehoboth Beach Planning Commission – Chair John Gauger City of Rehoboth Beach Planning Commission – Member Mel Craig City of Rehoboth Beach Public Works Department Bunky Markert Schoolvue Neighborhood Kate Markert Schoolvue Neighborhood Patrick Gossett North Rehoboth Neighborhood Howard Menaker North Rehoboth Neighborhood Jim Horty The Pines Neighborhood Frank Cooper Schoolvue Neighborhood John Bisch Schoolvue Neighborhood Barry Brandt Country Club Estates David Mellen South Rehoboth Hoyte Decker South Rehoboth Greg Winstatt The Pines
COORDINATION WITH RELATED PLANS AND POLICIES Policies, plans and practices in Sussex County and throughout the State of Delaware also guide the Pedestrian and Bicycle Plan. Similarly, this Plan draws from best practices in cities and towns throughout the nation. The principles of Complete Streets are now policy in the State of Delaware and in many communities across the nation. The principle of allocating space in the public right of way for all modes of transportation is a guiding principle of the Plan. The Delaware Department of Transportation manages a Statewide Bicycle Plan. This Plan is designed to promote safe bicycling and promote the construction of bicycle and multi-use trails throughout the state. As with Bicycles, the Department of Transportation is developing a Pedestrian Plan for the State. All of the plans and policies noted in this paragraph are buttressed by the Federal Highway Administration’s (FHWA)
Pedestrian and Bicycle Master Plan June 2012 1-4 Introduction policies and elements of a pedestrian and bicycle master plan. Perhaps, most significant of all is Executive Order No. 6 (2009) titled “The Importance of Walking and Bicycling” signed by Governor Jack A. Markell. Finally, the City’s ADA Transition Plan and the Pedestrian and Bicycle Plan must be consistent with one another.
THE 2010 COMPREHENSIVE DEVELOPMENT PLAN The 2010 Comprehensive Development Plan for the City of Rehoboth Beach, approved by the Mayor and Commissioners on April 30, 2010, sets the basic direction for the City’s continued development. Chapter 7.0, Access for People and Cars, establishes three rules for traffic management:
1. Stop Planning for Speed. The public right of way should be configured to provide access to people. This means that the current presumptive priority for vehicles must be changed. Bicycles and pedestrians must be considered as having equal presence in the public’s right of way. If this means shrinking the space for automobile traffic, so be it. 2. Start Planning for Public Outcomes. Rehoboth, because of its small size, is walkable and bikeable, regardless of the size of the street. Considering how each street should be used is the first step in maximizing its value as a public space. 3. Think of Transportation as Public Space. More than just a sluiceway for cars, streets serve many activities even beyond bicycling and walking. As a resort community, Rehoboth is a place for gathering as a community, shopping, eating, and just enjoying a beautiful day.
The Pedestrian and Bicycle Plan is built upon this Plan and begins with these rules.
Pedestrian and Bicycle Master Plan June 2012 1-5 Introduction
Pedestrian and Bicycle Master Plan June 2012 1-6 Regional Perspective
2 REGIONAL PERSPECTIVE There are non-motorized vehicle connections that either exist or are in various stages of planning that link the coastal area and the inland communities together, highlighting the natural beauty and cultural heritage of the area. This section reviews the regional and statewide agencies that are responsible for the programs, initiatives and connections and the current status of each.
REGIONAL AND STATEWIDE AGENCIES AND ORGANIZATIONS There are agencies both within and outside government that promote, encourage, design, construct and maintain the trails, greenways and byways discussed in this section. The State of Delaware, beginning with the Governor’s office has been promoting trails, bikeways and travel by non- motorized vehicles across several administrations. The current administration of Governor Jack Markell and the Secretaries of the Delaware Department of Natural Resources and Environmental Control(DNREC) and the Delaware Department of Transportation (DelDOT) have signed a Memorandum of Understanding providing for the funding, planning and development of trails across the state. The State Legislature has authorized $6,000,000 in funding in the current budget for this purpose. DNREC is responsible for the state’s park system and has been promoting trails within the parks such as the Gordon’s Pond Trail. The agency has been constructing trails throughout the state such as the Junction and Breakwater Trail and, with DelDOT, is active with the state’s bicycling community in promoting safe bicycling. DNREC is also promoting through its grant programs, improved accessibility for non-motorized vehicles with the goal of reducing greenhouse gasses. DelDOT is the agency responsible for implementing Delaware’s Complete Streets Policy which is designed to make all of the state’s roadways accessible to bicycles and pedestrians, subject to the appropriate needs and function of each roadway. The Delaware Transit Corporation (DART) operates a statewide public transit service and in the resort area of Sussex County, promotes bicycling by equipping its busses with bike racks.
Delaware Greenways (DGI) is a statewide, community-based organization, specializing in natural and scenic resource protection and sustainable land use to improve quality of life and promote healthy and active lifestyles. It has been a leader in the development and management of byways, greenways, and trails for almost a quarter century.
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
Pedestrian and Bicycle Plan June 2012 2-1 Regional Perspective
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.
Bike Delaware is a non-profit advocacy group whose mission is to make bicycling a safe, fun, and convenient transportation option by working in partnership with government, business, and community groups.
REGIONAL PEDESTRIAN AND BICYCLE CONNECTIONS There are a number of byways, trails and walking tours that exist in the coastal region connecting places of interest and providing for recreation. Figure 2.1 shows the regional connections in the Lewes and Rehoboth area. Following is a description of the regional connections:
DelDOT maintains a statewide bicycle system that classifies bicycle routes as a Statewide Bicycle Route, a Regional Bicycle Route or a Connector Bicycle Route. DelDOT also divides each into two categories: with a bikeway or without a bikeway. Bikeways are defined by DelDOT as having a shoulder and wide outside lanes. They also note which roads are challenging for bicyclists. In the vicinity of Rehoboth Beach, Route 1 between Route 9 and Airport Road is considered challenging for bicyclists even though it has a shoulder designated for use by bicyclists, busses and right turning vehicles. To the south of Airport Road, it is considered a Bicycle Arterial. DelDOT has designated a bypass to this section of Route 1 consisting of Plantations Road, Warrington Road, Old Landing Road and Airport Road. Rehoboth Avenue is a Bicycle Connector as is the street portion of the Junction and Breakwater trail described in the next paragraph. Finally, connecting Rehoboth Avenue into Dewey Beach, Second Street and Bayard Avenue is designated as a Bicycle Connector Route.
Junction and Breakwater Trail – This trail extends from Rehoboth Beach to Lewes. Beginning on Rehoboth Avenue, it travels across the Canal to Church Street and then to Hebron Road. At Holland Glade Road, it follows the old railroad right of way to the Lewes area where it follows Gills Neck Road to Kings Highway where it ends opposite Cape Henlopen High School. There are several spurs to the trail. In the Rehoboth area, a spur begins at Hebron Road and travels on its own right of way to where it links up with the main trail just past Holland Glade Road. A second spur begins at the trail head in a parking area behind the Tanger Outlet Mall and joins the main trail just to the east. A third spur connects to Wolfe Neck Road where a parking area denotes the trail head. A separate study is under way to improve access to the Junction and Breakwater Trail with better connections in the Lewes area, across Route 1, into Rehoboth and at points in between. Potential improvements identified in that study are better pedestrian crossings across Route 1, denoted on the map with asterisks, a better connection to downtown Lewes and a better connection into Rehoboth Beach. The Junction and Breakwater trail is also an alternate route to bicycling or walking on Route 1. That alternate route is also shown on the map.
Pedestrian and Bicycle Plan June 2012 2-2 Regional Perspective
Figure 2.1 – Regional Trails and Bicycle Routes in Coastal Sussex County
Pedestrian and Bicycle Plan June 2012 2-3 Regional Perspective
The Lewes Historic and Scenic Byway, called the Lewes Byway on the map, includes the following streets in Lewes: Pilottown Road, New Road, Savannah Road, Kings Highway and Gills Neck Road. The Byway connects to the Junction and Breakwater Trail and several other non-motorized vehicle initiatives as noted in the paragraphs to follow. Currently, the preliminary work for the Corridor Management Plan is underway.
The Rehoboth Beach Canal Park Trail which is under development by the City of Rehoboth Beach extends between the Junction of Route 1 and State Road and extends along the Lewes and Rehoboth Canal to Rehoboth Avenue. This trail is also a part of the alternate route for bicycles to Route 1. South of the Route 1 and State Road junction, the bicycle lane on Route 1 is considered a fairly comfortable ride by bicyclists.
The Gordon’s Pond Trail and the associated trails in Cape Henlopen State Park provide a very scenic pedestrian experience. Some of the trails are paved and the section of the Gordon’s Pond Trail on the Rehoboth Beach side of the park is available to bicyclists. However, the trail system traverses dunes and environmentally sensitive areas making a continuous bicycle ride between Lewes and Rehoboth impossible and making walking through these areas also difficult. DNREC has proposed improvements to the trails with additional paved sections and an elevated section that crosses an environmentally sensitive area and will extend the area available for bicycling and walking in the park, completing the connections to Lewes and Cape Henlopen.
The American Discovery Trail begins in the Lewes area on Cape Henlopen Drive and then connects to Savannah Road, Old Orchard Road, New Road, Route 1, Minos Conway Road, and finally west to Route 9 where it travels west connecting with towns in central Sussex County.
The Bay to Bay Byway is a proposed byway that consists of two parts. The first part is a loop of roads to the north of Lewes connecting Milton, Georgetown, Laurel, Seaford, Bridgeville, and Milford via scenic roadways in central Sussex County. It also consists of a spur along Route 1 connecting the loop section which intersects Route 1 at Route 5, following Route 1 to the coastal portion of the Byway which begins in Lewes on Kings Highway. The coastal portion of the Byway leaves Lewes on Kings Highway and then travels south on Route 1 to the Maryland line.
The Half Moon Trail and the Georgetown to Lewes Rail Trail is a proposed trail in the planning stage connecting Lewes to Georgetown via the existing Georgetown-Lewes Running Track rail line using a ‘rail with trail’ design. This is part of the Half Moon Trail system which is a proposed to include the Gordon’s Pond Trail and Georgetown to Lewes Rail Trail. It also will connect to New Jersey via the Cape May Lewes Ferry.
There are three interesting walking tours promoted by the Lewes-Rehoboth Rotary Club as a public service. These walking tours are as follows:
Pedestrian and Bicycle Plan June 2012 2-4 Regional Perspective
City of Lewes Trenny’s Loop – This tour follows the Freeman Highway from its starting point at Kings Highway to Cape Henlopen Drive. Then it follows Savannah Road and loops around Gills Neck Road and Roland Avenue before returning on Savannah Road to Kings Highway and the starting point. Downtown Lewes Walking Tour – This tour covers Front and Second Streets as well as Shipcarpenter Square. Rehoboth and Henlopen Walk – This tour covers the length of the Boardwalk between Lake Avenue and Queen Street and forms a loop that reconnects at both locations using Surf Avenue, Broad Hollow Street, Rolling Road, Dodd’s Lane, Second Street, First Street, Olive Avenue, Second Street and Bayard Avenue to Lake Drive and Queen Street.
Proposed Water Taxi – A proposal has been made to operate a water taxi service between Lewes and Rehoboth using the Lewes and Rehoboth Canal. The water taxi station serving Rehoboth is proposed to be located behind the Rehoboth Museum on the north side of Rehoboth Avenue.
Pedestrian and Bicycle Plan June 2012 2-5 Regional Perspective
Pedestrian and Bicycle Plan June 2012 2-6 Existing Conditions Assessment
3. EXISTING CONDITIONS ASSESSMENT This section consists of an assessment of existing conditions of the transportation infrastructure affecting pedestrian and bicycle safety and mobility. It covers the following topic areas:
Street Level Interviews Safety Assessment Existing Traffic Volumes Public Transportation Service On-Street Parking Bicycle and Pedestrian Generators Bicycle Infrastructure Pedestrian Infrastructure Signing Management and Policy Analysis
STREET LEVEL INTERVIEWS On September 6, 2011 between the hours of noon and 4:00 PM interviews were conducted at the Rehoboth Beach Farmers Market to gauge how full time residents, part time residents and visitors view the pedestrian and bicycle situation in the City of Rehoboth Beach. Interviews using a baseline questionnaire were conducted with passersby in the marketplace using a conversational format. Persons interviewed were self-selected, as some people declined requests to be interviewed, while others, particularly bicyclists, were enthusiastic.
A total of 43 interviews were conducted. Twenty-four of the interviewees were either full or part time residents with 11 of those being full Type of Visitor or Resident time residents of the city or neighboring communities. Nineteen were visiting with Part Time Resident several indicating they visit the city every 30% year. These visitors traveled to Rehoboth Visitors from a variety of areas, including: 44% Washington, D.C. and its surroundings; Harrisburg, PA; Nanticoke PA; Pittsburgh, Full Time Resident PA; Atlanta, GA; and even the Ukraine. The 26% most common state mentioned was Pennsylvania with nine responses and Figure 3.1 September survey at the Rehoboth Beach Farmers Market Maryland, a close second with eight responses. Seventeen residents and visitors stayed within the city limits and the rest in the immediate area. One individual interviewed was visiting only for the day.
Pedestrian and Bicycle Plan June 2012 3-1 Existing Conditions Assessment
All visitors arrived in the Rehoboth area by automobile. Once settled in their residence in the Rehoboth Beach area, many switched to walking or bicycling to circulate around the City. Of those who stayed outside the City, only four indicated that they drove to the city. The majority of the remainder either walked or bicycled to the city and only two persons indicated that their primary mode of travel within the City was auto. The visitors equally cited both pedestrian and bicycle transport as their preferred mode. In short, while this survey was not intended to be scientific and no attempt was made to prescreen those interviewed, it is clear that bicycle riders and pedestrians are an integral component of the transportation network in the City of Rehoboth Beach.
Twenty-nine interviewees used the Junction and Breakwater Trail and/or the Gordon’s Gordon’s Pond Trail at the trailhead in Cape Henlopen State Park Pond Trail on more than an occasional basis with the majority of those using both of them. Several persons indicated that they use the Junction and Breakwater Trail to bike to the outlets along Route 1 and to Lewes and that they hoped Gordon’s Pond Trail would be completed to Cape Henlopen. Other bicycle routes were mentioned by those interviewed, including Rehoboth Avenue, Lake Avenue, Henlopen Avenue, 2nd and 3rd Streets, and around Silver Lake. In addition, several persons indicated that they enjoyed biking on the boardwalk early in the morning and often made it a family event.
Route 1 was mentioned by those interviewed as a problem spot even though it is not with in the city limits (to set reasonable expectations, it was clarified that Route 1 is outside of the city limits and the city’s influence there is limited). There were three specific problems raised by the interviews:
Shared Right Turn, Bus, and Bicycle Lane: The right lane which is a shared right turn, bus and bicycle lane was noted as an improvement over no lane at all, but the sudden presence of vehicles conducting a The right lane on Route 1 is a shoulder, right turn lane, right turn that might not have seen bike lane and a bus lane. the bicyclist creates fear on the part
Pedestrian and Bicycle Plan June 2012 3-2 Existing Conditions Assessment
of the cyclist. Crossing Route 1: The intersections on Route 1 are not pedestrian and bicycle friendly given the right turning traffic. Many persons will also simply cross the road in the middle of the highway instead of going to a designated crosswalk. Missing Sidewalks: There are missing sidewalk links that cause persons to walk in the roadway or in a parking lot. As previously indicated, the Junction and Breakwater Trail was mentioned as an alternative route to the shopping centers. Questions related to bicycle problem areas and potential solutions were the next component of the interview. Most indicated that the city was a generally safe to bicycle but they universally pointed out Rehoboth Avenue and the ‘Circle’ as problem areas. Major issues and opportunities included:
Bicyclists indicated the parking movements along Rehoboth Avenue and particularly the angle parking was an issue with them as vehicles back out and cannot see bicyclists moving in the right lane. The roundabout or circle, as it is commonly known, is also a problem as motorists have a difficult time seeing bicycles to yield to them. Several respondents indicated that they simply avoid the traffic circle or walk their bikes through the pedestrian crosswalks. (Walking bicycles in the pedestrian pathways is recommended by roundabout advocates). Columbia Avenue with its narrow cartway is a problem for bicyclists given the cars parked each way along the side of the road, plus vehicles travel at relatively high speeds for a residential street. Another respondent indicated that the DART Park and Ride operation could be improved with better bike racks and more frequent service. Several cited not enough bike racks are placed around the city and that those that are,
are oftentimes filled. One person indicated that cyclists ignore the rules and this leads to bike-pedestrian- auto conflicts. Another indicated that they ride on the sidewalks and was surprised to learn it was unlawful. Finally, there was near unanimity that riding in bike lanes was generally safer than riding in general purpose Filled Bike Racks are common in the Downtown lanes with motorized vehicles. Questions were then asked about the pedestrian situation. Some of the same problems the cyclists mentioned were also mentioned as pedestrian issues.
Pedestrian and Bicycle Plan June 2012 3-3 Existing Conditions Assessment
Again, Route 1 was most commonly noted. Crossing Route 1 and the missing sidewalk links along it were mentioned yet again. Several thought a pedestrian overpass or better crosswalks were needed. The circle again provided some issues; vehicles were not yielding to pedestrians and the crosswalks were not conveniently placed, particularly on the Columbia Avenue and Grove Street side of the circle. A number of respondents indicated that an education program directed at pedestrians was needed. Most thought that the city did a good job in providing for pedestrians. Sidewalks in disrepair seemed to be repaired promptly and that the streets with missing sidewalks didn’t need them anyway. One respondent noted that she visited her mother in Rehoboth who has ‘low vision’ and while her mother can see objects without detail, differences in elevations on sidewalks and at crosswalks are a problem for her. Questions were asked regarding the perceived safety of children between the ages of six and 12. The first question for those indicating that they had children in that age range was whether they felt safe biking or walking in the city limits with their children. Resoundingly, the vast majority indicated that they felt safe walking and biking in the city with their children. A small number indicated that they felt biking was less safe. Those feeling less safe about bicycling with their children cited specific locations such as Rehoboth Avenue that made them feel that way. None of the respondents permitted their children in that age bracket to walk or ride their bicycle alone in the City.
Additional interviews were conducted in October 2011:
A Bayard Avenue resident was concerned about bicycle safety on Bayard Avenue. In the past, while bicycling on Bayard Avenue, he was hit by a car door and was injured. Recognizing that in order to stripe a bike lane on Bayard Avenue, parking must be removed, he suggested that some parking be removed from Family riding on Rehoboth Avenue Scarborough Avenue to create bike lanes on that street instead. He spoke about Columbia and Henlopen Avenues, indicating that they were beautiful streets but neither was safe to bicycle on. He thought shoulders and bike lanes on Columbia Avenue or widening Henlopen Avenue would be difficult to accomplish. Another suggestion he made was to designate one lane in
Pedestrian and Bicycle Plan June 2012 3-4 Existing Conditions Assessment each direction as a bike lane on Rehoboth Avenue in order to slow traffic. Finally, he suggested making First and Second Streets a one way loop so a bike lane could be designated on each.
An owner of a business on Rehoboth Avenue also noted that Bayard Avenue is a ‘tight bicycle ride’ and the potential for being struck by an errant car door is an issue. In addition, he was specific regarding bicycling through the ‘Circle’ on Rehoboth Avenue, indicating that landscaping, a hill, and the lighthouse make it difficult for bicyclists to be seen by autos. Adding to the positive comments regarding the Gordon’s Pond Trail, he went on to Rehoboth Avenue is a very busy street. A motorist backing indicate that Surf Avenue is a ‘great ride’ out of a parking spot would not see an oncoming bicyclist let alone a car. but because the Gordon’s Pond Trail doesn’t go anywhere, it is rarely used. Lots of bicycles use State Road to travel to and from the resort communities to the south.
A recent college graduate who lives and works in Rehoboth was interviewed. A regular walker and bicyclist, she has learned to stay out of the way of traffic. Interestingly, she pointed out noticing fewer skaters and more bicyclists and joggers on the streets than in previous years. She expressed concern about personal safety bicycling alone on the Junction and Breakwater Trail and along Surf Avenue to the Gordon’s Pond Trail. When biking on the Avenue, she expressed concern relative to parking maneuvers and in the ‘high season’ avoids Rehoboth Avenue entirely.
A long term resident who volunteers in the downtown enjoys walking in the City. As a woman, she is also concerned about personal safety walking alone and avoids the trails and the area surrounding Rehoboth Beach. Figure 3.2 -- Public Trail Use is predominately by Bicyclists A father and his two young daughters just moved to the area from California
Pedestrian and Bicycle Plan June 2012 3-5 Existing Conditions Assessment were on Rehoboth Avenue when they were interviewed. He makes sure that he and his daughters ride with full safety gear.
Recent data was collected by Delaware Greenways for the Coastal Sussex Interconnectivity Study that is focused on the Junction and Breakwater Trail and overall bicycle safety between Lewes and Rehoboth. The data, summarized in Figure 3.2, reveals that 80% of the people using the trail ride their bicycles on it. It should be noted that the Junction and Breakwater Trail can be difficult to walk to and does not connect directly to either Rehoboth Beach or Lewes. This explains the predominance of bicycles using it. Further, a number of those interviewed indicated that sometimes they will use the Junction and Breakwater trail to travel to the outlet centers along Route 1.
SAFETY ASSESSMENT The Rehoboth Beach Police Department maintains a data base of all complaints logged whether criminal or otherwise. To support the creation of the Pedestrian and Bicycle Plan, the complaint logs were reviewed for all pedestrian, bicycle and scooter/moped crashes for the period beginning January 1, 2009 and ending August 30, 2011.
During that period, there were 561 total crashes that were investigated. Of that total, 69 involved a pedestrian, bicycle, or moped/scooter. Of those 69 crashes, 35 crashes resulted in one or more injuries. Table 3.1 provides a summary of the crash data.
Table 3.1 Pedestrian, Bicycle and Moped Crash Summary by Year
Moped/ Year Total Pedestrian Bicycle Injury Scooter 2009 188 7 10 11 1 2010 195 4 11 9 4 2011 178 3 17 15 11 Total 561 14 38 35 16 Percent 2% 7% 6% 3%
As shown in the table, pedestrians were involved in 2% of all crashes and bicycles were involved in 7%. Mopeds and scooters were involved in more crashes than pedestrians. Because these are typically low speed vehicles and the smaller displacement models can use the sidewalk to connect to a bike rack, it is appropriate to include them in this analysis.
Pedestrian and Bicycle Plan June 2012 3-6 Existing Conditions Assessment
Table 3.2 Further analysis of the totals by month shown in Table Pedestrian, Bicycle and Moped Crash 3.2, reveal that of the highest month for pedestrian, Summary by Month bicycle and moped/scooter crashes is July with 22 Number crashes followed closely by August and June with 16 Number Month of of Injuries and 13 crashes, respectively. Injuries followed a Crashes similar pattern with June recording nine injury crashes, January 6 5 while July and August recorded seven and five injury February 2 1 crashes, respectively. Surprisingly, January recorded 5 March 0 0 injury crashes. April 2 2 Figures 3.3 and 3.4 are shown on the following pages. May 3 2 Figure 3.3 illustrates the location of the pedestrian, June 13 9 bicycle and moped/scooter crashes. As shown in the figure, Rehoboth Avenue figured in 36 or 52% of the July 22 7 crashes. Of the Rehoboth Avenue crashes, 23 were August 16 5 bicycle crashes, five involved pedestrians eight were September 3 2 moped/scooter crashes. Rehoboth Avenue figured in October 2 2 19 injury crashes, meaning 80% of the pedestrian, bicycle and moped/scooter crashes involved an injury. November 0 0 Further, Rehoboth Avenue made up 19 of the 35 injury December 0 0 crashes in the City of Rehoboth Beach. Figure 3.4 focuses in on the crashes that occurred in the Downtown Area and on Rehoboth Avenue. Some 70% of the pedestrian, bicycle and moped/scooter crashes occurred there.
Pedestrian and Bicycle Plan June 2012 3-7 Existing Conditions Assessment
Figure 3.3 – Rehoboth Beach Crash Locations
Pedestrian and Bicycle Plan June 2012 3-8 Existing Conditions Assessment
Figure 3.4 – Downtown Rehoboth Beach Crash Locations
Table 3.3 illustrates the crashes by street. As shown in the Table, except for Baltimore Avenue and Rehoboth Avenue, the crashes are spread throughout the city.
Pedestrian and Bicycle Plan June 2012 3-9 Existing Conditions Assessment
Table 3.3 Bicycle, Pedestrian, Moped/Scooter Crash Summary by Street Moped Street Pedestrian Bicycle Injury Scooter Rehoboth Avenue 5 23 8 19 Bad Hair Day Parking 1 Lot Baltimore Avenue 2 5 1 6 Bayard Avenue 2
Brooklyn Avenue 1 1 1
Christian Street 1 1 2
Columbia Avenue 1 2
First Street 2 2
Kent Street 1
King Charles Avenue 1
Lake Avenue 1
Laurel Street 2
Maryland Avenue 2 2
Olive Avenue 1 1
Sand Castle Parking 1 1 Garage Virginia Avenue 1
Wilmington Avenue 2 1 1
Based upon the above, it can be concluded that the crashes involving bicycles, pedestrians and mopeds/scooters are concentrated on Rehoboth Avenue and in the Downtown Area. Crashes in the residential neighborhoods do not appear to be a frequent occurrence.
EXISTING TRAFFIC VOLUMES The City of Rehoboth Beach contains streets that are state highways as well as streets that are not state highways. These non-state highways or city streets are maintained and managed by the City of Rehoboth Beach. Existing traffic volume data is collected on a routine basis by DelDOT for all state highways, including those within the City of Rehoboth Beach. This data provides an insight into the amount of traffic within the city.
Table 3.4 illustrates the average annual daily traffic volumes (AADT) as published by DelDOT for the year 2010. As shown in the figure, Rehoboth Avenue carries about 20,000 vehicles per day. Ocean Drive, Surf Avenue, and Lake Avenue carry between 300 and 600 vehicles per day. Bayard Avenue carries 4,500 vehicles per day but as the street system of Rehoboth Beach converges on Bayard Avenue, traffic volumes double as it crosses Silver Lake. State Road carried about 2,000 vehicles per day and School Lane carries just over 700 vehicles per day.
Pedestrian and Bicycle Plan June 2012 3-10 Existing Conditions Assessment
Table 3.4 State –Owned Roadway Average Annual Daily Traffic1 Roadway AADT (Rounded) Rehoboth Avenue, Circle to Christian Street 22,000 Rehoboth Avenue, Christian Street to First Street 17,000 Surf Avenue, Henlopen Avenue to Lake Avenue 600 Lake Avenue, First Street to Second Street 600 Lake Avenue, Third Street to Rehoboth Avenue, also includes Olive Avenue between Lane 300 Avenue and First Street between Olive Avenue and Lake Avenue Second Street/Bayard Avenue, Rehoboth Avenue to Lake Drive 4,500 State Road, Rehoboth Avenue to Route 1 2,000 Stockley Street, State Road to Rehoboth Elementary School 700 Scarborough Avenue Extension, Route 1 to end 100
Because traffic volume data for the remaining streets in the city is not available, a qualitative assessment was prepared by riding each street in the city and using the experiences of residents that use the streets. This measure, purely based upon what folks see, is not scientific in the least but it does provide a sense of where the residents believe traffic problems and congestion exist. It should be noted that, as with any qualitative measure, there will be disagreement. On the other hand, these measures will be an invaluable assistance in building the Pedestrian and Bicycle Plan. It should be noted that summer conditions are documented for this assessment. Four classes were established: high, fairly high, fairly low and low. High is defined as a relatively constant flow of traffic or a typically congested block. Fairly High represents few gaps between platoons of traffic slowed or stopped with some periods of congestion. Fairly low is defined as longer gaps between smaller platoons of traffic, and rarely, if ever is there congestion. Low is defined as random vehicles traveling the street. Figure 3.5 illustrates the qualitative level of traffic and congestion on the city streets.
1 Average annual daily traffic is defined as the total volume of vehicle traffic of a highway or road for a year divided by 365 days. AADT is a useful and simple measurement of how busy the road is. In a resort area, such as Rehoboth Beach, it can be misleading in that traffic varies widely between the high season and the winter time. It is presented here only as a comparative measure between the usage level of the roadways within the City Limits.
Pedestrian and Bicycle Plan June 2012 3-11 Existing Conditions Assessment
Figure 3.5 – Motorized Traffic Conditions
Pedestrian and Bicycle Plan June 2012 3-12 Existing Conditions Assessment
As shown in the figure, Rehoboth Avenue and Bayard Avenue are classed as high, in line with the traffic volumes each carries. State Road, carrying somewhat lower volumes, is also classed as high due to the stream of vehicles exiting the City. Ocean Drive and Surf Avenue are classed as high due to the level of all activities on those roadways. Similarly, First Street and Second Street below Rehoboth Avenue are also rated high given the level of activity on each as is Columbia Avenue. Interestingly, within the downtown area, parts of Baltimore and Maryland Avenues are classed as high as well.
Roadways classed as fairly high north of Rehoboth Avenue are Oak Street and First Avenue north of Gerar Lake. Olive and Lake Avenues are also classed as fairly high. The tight street width contributes to the congested feeling. South of Rehoboth Avenue, Christian Street and Delaware Street are similarly classed as fairly high. Munson Street is also classified as fairly high as is King Charles Avenue.
Streets classified as fairly low include Henlopen Avenue, Park Street and Pennsylvania Avenue as they serve Deauville and Oak Beaches. Third Street and Maryland Avenue are classed as fairly low as they serve Gerar Park and beachfront hotels.
South of Rehoboth Avenue, School lane, Lake Drive and Hickman Street in the beach block are classed as fairly low in traffic and congestion.
PUBLIC TRANSPORTATION SERVICE The City of Rehoboth Beach is served by DART as well as a private transit company called the Jolly Trolley. In addition, several hotels provide shuttles to ferry guests around the city. DART and Jolly Trolley service is scheduled and hotel shuttle service is generally ‘on demand’. DART operates Route 201 from the Park and Ride lot to Rehoboth Avenue and then on Rehoboth Avenue to the Boardwalk. For much of the day, the service is hourly. Typically, the buses on the route operate with bike racks on the front of the buses. Plus, the service operates with special fares of $2.10 which permits the rider to ride all day. If the rider parks in the park and ride lot for a fee of $7.00, the rider can ride free all day. DART Park and Ride Lot off Route 1
Pedestrian and Bicycle Plan June 2012 3-13 Existing Conditions Assessment
The Jolly Trolley operates a shuttle service between Dewey Beach and Rehoboth. The service operates during the peak season on a daily basis and in the shoulder seasons on weekends only. Fares are $2.50 for adults and $1.00 for children. As shown in the figure, the route in Rehoboth Beach is along Bayard Avenue/Second Street to Rehoboth Avenue to the Boardwalk and then return via Rehoboth Avenue to Christian Street and then to
The Jolly Trolley
Bayard Avenue. Service frequency varies but the service operates throughout the day.
A number of the hotels, most notably the Figure 3.6 – The Jolly Trolley operates between Dewey and Rehoboth Beaches. Rehoboth Hotel, operate shuttles for their guests.
ON STREET PARKING Parking is generally permitted on all streets within the city limits. Within the blue shaded area on Figure 3.7, parking is permitted by permit only. Metered parking is permitted in the areas denoted by colored stripes. In short, there is no ‘free’ parking’ and all parking is controlled.
Pedestrian and Bicycle Plan June 2012 3-14 Existing Conditions Assessment
Figure 3.7 – City of Rehoboth Beach Parking Map
Parking meters are in effect from the Friday immediately preceding Memorial Day through the second Sunday following Labor Day, from 10 a.m. until 12:00 a.m. (midnight). Meter rates are $1.50 per hour. Parking permits are also available to residents and visitors.
Table 3.5 City of Rehoboth Beach On-Street Parking Fees – 2011 Permit Type Fee Notes Seasonal Non-Transferable $175 After August 1 -- $88.00 Seasonal Transferable $200 After August 1 -- $100.00 Weekly $45.00 Three Day Weekend $30.00 Three consecutive days from Friday through Monday Weekend Daily $13.00 Saturday - Sunday Weekday Daily $8.00 Monday - Friday
Pedestrian and Bicycle Plan June 2012 3-15 Existing Conditions Assessment
Because parking generates significant revenue for the City, and businesses and residents typically rely on convenient on-street parking, it is unlikely that the on-street parking supply is subject to significant changes.
In order to maximize the amount of parking within the City and calm traffic flow, some blocks are striped for angle parking. Most of the angle parking is located on Rehoboth, Olive, Maryland, Baltimore, Wilmington and Delaware Avenues between Second Street and the Boardwalk. In addition, King Charles Avenue has angle parking on it. Many times, a small car exiting an angled space parked between two SUVs cannot see vehicles moving in the travel lane. For the same reason, bicyclists who are not "taking the lane", and are riding close to parked vehicles are very wary of angled parking.
This doesn’t mean that the majority of streets with parallel parking are without problems for bicyclists. Because Bicyclist being ‘doored’ bicyclists typically travel on the right side of the travel lane, they are susceptible to being ‘doored’ by people exiting parked cars.
BICYCLE AND PEDESTRIAN GENERATORS A bicycle or pedestrian generator is defined as a location that either attracts or originates a concentration of pedestrian or bicycle trips. In Rehoboth Beach, the following may be considered generators:
The boardwalk and the beach. This is why people come to Rehoboth and many trips are destined here. The Central Business District: The area bounded by Second Street, the Boardwalk, Baltimore and Wilmington Avenues. This is the focal point of all commercial activity in the City and a very popular place to congregate. This area includes the Bandstand, the site of many concerts and events, shops, and restaurants. The Rehoboth Beach Convention Center. Located behind City Hall, this meeting and event facility is used for many community and business events. Hotels within the City limits. Once in the City, many families leave their cars and use bicycles and walk to points within the City. City Parks. Grove Park, Stockley Street Park, and Lake Gerar Park attract many pedestrians and bicyclists. Rehoboth Beach Farmers Market. Held every Tuesday afternoon between March and through October in Grove Park attracts many shoppers on foot and on bicycle.
Pedestrian and Bicycle Plan June 2012 3-16 Existing Conditions Assessment
Rehoboth Beach Museum. Since 1974, the Rehoboth beach Museum, located at 511 Rehoboth Avenue represents the history of Rehoboth Beach. Rehoboth Beach Elementary School. This elementary school, part of the Cape Henlopen School District, has an enrollment of 586 students. Other public schools serving Rehoboth Beach are located outside the City. Trails. There are two trails that serve the City of Rehoboth Beach. The first is the Junction and Breakwater Trail between Church Street
in West Rehoboth and the City of Lewes via The Junction and Breakwater Trail begins on the Cape Henlopen State Park. It also connects to northwest side of the Canal. Those beginning their the outlets on Route 1. The second trail is the trips within the City Limits must use Rehoboth Avenue to cross the Canal. Gordon’s Pond Trail which extends along the ocean beginning at Ocean Drive north of Henlopen Acres and travels around Gordon’s Pond in Cape Henlopen State Park. Both trails are popular with bicyclists and pedestrians in
Rehoboth. The Rehoboth-Lewes Canal. This canal, extending from south of the City of Rehoboth to the City of Lewes may, in the future, support a water taxi service.
Outside the City limits, there are a number of generators of bicycle traffic. These generators include:
The residential neighborhoods on the west Rehoboth end of the Gordon’s Pond Trail. side of Route 1. There is ample evidence that Improvements are slated to extend the trail for folks from these residential neighborhoods pedestrians and bicyclists to Lewes and to Cape Henlopen bicycle to Rehoboth Beach. The shopping centers along Route 1, especially the Tanger Outlet Mall near the Junction and Breakwater Trail Head. The resort communities of Dewey Beach, Bethany beach and Fenwick Island. The street level interviews indicated that folks bicycle to Rehoboth Beach from these communities. The DART Park and Ride Lot located on Shuttle Road at Route 1. Many bicyclists bike to the Park and Ride Lot and take the bus to Rehoboth Beach. Some also meet there and bicycle to
the City.
Figure 3.8 shows the location of the pedestrian and bicycle generators.
Pedestrian and Bicycle Plan June 2012 3-17 Existing Conditions Assessment
Figure 3.8 – Pedestrian and Bicycle Generators
Pedestrian and Bicycle Plan June 2012 3-18 Existing Conditions Assessment
BICYCLE INFRASTRUCTURE This section inventories the existing infrastructure that serves bicycles and pedestrians within the public right of way.
The City and many businesses provide bicycle racks within the City. Observations indicate that during peak periods in the summer, many of the city-owned bicycle racks are completely filled. City employees move the bike racks around to meet the changing demands for bicycle parking.
PRELIMINARY BICYCLE NETWORK The 2010 Comprehensive Development Plan sets a preliminary bicycle network which includes the following streets north of Rehoboth Avenue:
Ocean Drive Second Street Henlopen Avenue Lake Avenue First Street Part of Lake and Olive Avenues South of Rehoboth Avenue, the preliminary network consists of:
State Road First Street Hickman Street King Charles Avenue Stockley Street Second Street Lake Drive Bayard Avenue …..and, of course, the Boardwalk for the times when bicycling is permitted. Rehoboth Avenue, the ‘spine’ of the preliminary network is also a state designated ‘connector’ bicycle route without provisions for bicycles; e.g., no bicycle lanes within the city limits.
There are no formal bicycle lanes in the City of Rehoboth Beach and parking is typically permitted on all streets. Wider streets are striped for angle parking on some of the blocks. However, because of the level of bicycling activity in the city, contrary to the Comprehensive Development Plan, all streets, as this is currently the case, were assumed to be a part of the bicycling network, regardless of the level of usage, function in the transportation system and current design or configuration. In assessing the existing condition of the city’s bicycle network, an observational survey was made of the entire street network to classify each street, again based upon summer conditions according to the function it serves to the bicycling community, the level of usage by bicyclists and how comfortable the street is to bicycle on.
Pedestrian and Bicycle Plan June 2012 3-19 Existing Conditions Assessment
Function: There are three functional classifications of streets for bicyclists: A Local Bicycle Street serves only one neighborhood, a Bicycle Connector Street connects two neighborhoods together, and a Bicycle Arterial connects to a roadway leaving the city or to a recreational trail. Figure 3.9 on the following page illustrates the classification by function. As can be seen in the figure, there are two key Bicycle Arterials used by bicyclists to access external destinations: Rehoboth Avenue and State Road for Route 1 north and south and the combination of streets extending between Cape Henlopen State Park and Dewey Beach consisting of Ocean Drive, Surf Avenue, First Street, King Charles Avenue, Lake Drive and Bayard Avenue. A series of roadways are classed as Bicycle Connector streets. North of Rehoboth Avenue, these streets include Columbia and Henlopen Avenues, First, Second, Third and Fourth Streets, and Sussex, Olive and Lake Avenues. South of Rehoboth Avenue, the streets include Munson Street, Hickman Street, Christian and Philadelphia Streets, Scarborough Avenue and Lake Drive. All other streets are considered Local Bicycle Streets.
Bayard Avenue looking south to Dewey Beach. Classed as a Bicycle Arterial, Bayard Avenue is the main route for bicyclists between Rehoboth Beach and Dewey Beach.
Pedestrian and Bicycle Plan June 2012 3-20 Existing Conditions Assessment
Figure 3.9 -- Bicycle Classification by Function
Pedestrian and Bicycle Plan June 2012 3-21 Existing Conditions Assessment
Level of Usage: Level of usage is classed as high bicycle traffic, fairly high bicycle traffic, fairly low bicycle traffic and low bicycle traffic. High Bicycle Traffic: relatively constant flow of bicycles, Fairly High Bicycle Traffic: less constant flow of bicycles, Fairly Low Bicycle Traffic: lightly used by bicycles, Low Bicycle Traffic: sparsely used by bicycles. Classification by usage is important in that the amount of bicycle traffic will bring forward different types of and priorities for improvements. Classification by level of usage is based upon qualitative observations of summer conditions, not a program of data collection. Figure 3.10 illustrates the classification by usage. High bicycle traffic is found on Rehoboth Avenue, State Road, Ocean Drive, Surf Avenue, and First Street, Second Street and Bayard Avenue and in the downtown area on Baltimore Avenue and a portion of Wilmington Avenue. North of Rehoboth Avenue, there is fairly high bicycle usage on Henlopen Avenue, Second Street, a part of Oak Avenue at Gerar Lake, Olive and Lake Avenues, and Baltimore Avenue between First and Second Streets. Fairly low usage was observed on Columbia Avenue, Park and Pennsylvania Avenues approaching the ocean, Second and Third Streets between Columbia and Lake Avenues and Maryland Avenue. South of Rehoboth Avenue, School Lane in and around Rehoboth Elementary School, Hickman Street in the ocean block, and Lake Drive between King Charles and Bayard Avenues. All other streets are lightly used by bicycles.
Columbia Avenue is not friendly for bicycles and as a result carries a fairly low amount of bicycle traffic. A parallel street, Henlopen Avenue carries more bicycle traffic.
Pedestrian and Bicycle Plan June 2012 3-22 Existing Conditions Assessment
Figure 3.10 – Bicycle Classification by Level of Usage
Pedestrian and Bicycle Plan June 2012 3-23 Existing Conditions Assessment
Design: The design of a street largely dictates whether a street is bicycle friendly. Bicyclists tend to speak of streets that are comfortable or uncomfortable for bicycling. This analysis places streets into three classifications: comfortable, fairly comfortable or uncomfortable. Comfortable for bicycling typically means wide travel lanes, few conflicts with driveways and parked vehicles. Fairly comfortable for bicycling would mean narrower lanes, sufficient sight distance in conflict areas and some open parking spaces for refuge. Uncomfortable for bicycling is defined as narrow lanes, fully parked, poor sight lines, higher levels of congestion, and many conflicts. Figure 3.11 illustrates classification by design. As with the others, this is an observational classification with the key criteria being the comfort a bicyclist feels riding on the street. Rehoboth Avenue was chosen as uncomfortable due to the high level of vehicular and pedestrian congestion, the circle, the conflicts with parked vehicles and the on-street loading operations. Columbia Avenue was uncomfortable due to the narrow travel lanes, the speed of traffic and the lack of a shoulder area. Christian Street and Lake Avenue were classed as uncomfortable due to its narrow travel lanes, parked vehicles and hidden driveways. The 200 blocks of Baltimore and Wilmington Avenues and First and Second Streets in the downtown area were classed as uncomfortable due to the parked vehicles, narrow lanes and the level of congestion on the blocks. Many of the remaining streets in the downtown area were classed as fairly comfortable, even though they had the same characteristics as the 200 blocks of Wilmington and Baltimore Avenues, because of the lower vehicular congestion.
Bayard Avenue is a tight fit for bicycles. It is not wide King Charles Avenue is wide with angle parking on both enough for a separate bicycle lane. sides.
Pedestrian and Bicycle Plan June 2012 3-24 Existing Conditions Assessment
Figure 3.11 – Bicycle Classification by Street Design
Pedestrian and Bicycle Plan June 2012 3-25 Existing Conditions Assessment
CONNECTIVITY ANALYSIS Assessing the accommodations for bicyclists circulating around Rehoboth Beach is based on whether there are comfortable and acceptable streets for bicyclists to travel between the generators and the neighborhoods. Put as a question, is there connectivity around the City for bicyclists? Figure 3.12 illustrates how bicyclists circulate around the city to and from the generators. Each part of the City is given a label, for example, the area between Gerar Park and Deauville Beach, locally called the Pines, is labeled A. D is the area south of the downtown area between Bayard Avenue and the Boardwalk, locally called South Rehoboth. Each labeled area has a marked centroid shown on the figure and arrows in the major directions. If traveling between areas or from an area to a bicycle generator, or between generators requires the use of or crossing a street that is marked as uncomfortable for a bicycle, then, for the purposes of this analysis, a broken link in the bicycle system has been identified.
Review of the figure notes the following:
Neighborhood to neighborhood travel o A to B is barrier free and can be made using Park Avenue, a relatively lightly used street as well as Oak Avenue which has somewhat higher usage. While Columbia Avenue is the bicycle connector street between the two areas, it is not currently bicycle friendly. o Traveling between areas B and C requires crossing Rehoboth Avenue, considered an uncomfortable street for bicycles even though it is a bicycle arterial. Crossing points are at the circle or at the several median openings on the Avenue. o Travel between areas C and D requires crossing Bayard Avenue, a street deemed uncomfortable. Since all intersections provide a direct crossing, Bayard Avenue doesn’t present as great a barrier as crossing Rehoboth Avenue. o Travel to or through the downtown, area E cannot be done on a street deemed comfortable for bicycles.
Pedestrian and Bicycle Plan June 2012 3-26 Existing Conditions Assessment
Figure 3.12 – Bicycle Connectivity Map
Pedestrian and Bicycle Plan June 2012 3-27 Existing Conditions Assessment
A long standing issue exists in the Schoolvue neighborhood in the southwest quadrant of the City. Schoolvue is connected to the rest of the City by auto and bicycle in a roundabout manner via State Road. This makes it difficult for Schoolvue residents to bike to the remainder of the City. There is, however, a connection designed to accommodate pedestrians that begins at the Rehoboth Elementary School, crosses Silver Lake on a bridge and enters Country Club Estates connecting to Stockley Street. The path is five feet wide but narrows to 4.5 feet in width on the bridge. It is minimum width for pedestrians and too narrow for bicycles.
Rehoboth Beach is a City that is built out. The street system is also built out. It is doubtful that new streets or street widening will occur in the foreseeable future. Therefore, it is important to make the existing street infrastructure as bicycle friendly as possible. That does not necessarily mean changes to on-street traffic operations; rather, it means that where possible and where justified, improvements to improve bicycle mobility are warranted. In short, where streets are demonstrably This photo shows the connection between the Schoolvue and Country Club Estates Neighborhoods. While adequate uncomfortable for bicyclists, or where for pedestrians, it is too narrow for bicycles. bicycles are a large part of the traffic stream, improvements should be considered.
PEDESTRIAN INFRASTRUCTURE Pedestrian infrastructure typically consists of sidewalks, safe places to cross streets at intersections and at mid-block locations, designed in a manner to accommodate the disabled in accordance with the American Disability Act. Figure 3.13 illustrates the sidewalk locations and marked crosswalk locations in the City of Rehoboth Beach. As shown in the figure, sidewalks are generally present on all streets south of Rehoboth Avenue except in the area surrounding the Rehoboth Elementary School, an older The connection also passes through the campus of the neighborhood. Rehoboth Elementary School.
Pedestrian and Bicycle Plan June 2012 3-28 Existing Conditions Assessment
Figure 3.13 – Pedestrian Pathway Map
Pedestrian and Bicycle Plan June 2012 3-29 Existing Conditions Assessment
North of Rehoboth Avenue, sidewalks are present South of Gerar Lake and from Second Street east to the Boardwalk. Sidewalks in the rest of the City are spotty but generally consistent in the Deauville Beach area on Surf Avenue. Most significantly, the Boardwalk, which extends from just south of Lake Avenue to the southern border of the City, is connected by sidewalk to every street that approaches it.
A qualitative assessment of pedestrian traffic was also conducted for the ability of pedestrians to walk along each street. The following streets and blocks shown in Table 3.6 have more than light pedestrian traffic and no sidewalks:
Table 3.6 Pedestrian Access Issues Street From To Issue North Surf Rehoboth Columbia Avenue No clear area to walk Avenue Avenue Henlopen Second Street Oak Avenue Access to Gerar Park from Henlopen Acres Avenue North Surf No sidewalks on the Gerar Park side, no Lake Avenue First Street Avenue marked crossing to park Access to north frontage of Gerar Park, no Oak Avenue First Avenue Third Street marked crossing to park Pennsylvania Access between Ocean and Gerar Park, no First Avenue Second Street Avenue marked crossing to park Henlopen Gerar Street Columbia Avenue Poor intersection design for pedestrians Avenue Columbia Major pedestrian access from Henlopen Acres, Third Street Cookman Street Avenue no clear area to walk No clear area to walk, no marked crosswalks Third Street Cookman Street Lake Avenue to Gerar Park Columbia Rehoboth Pedestrian connection to Rehoboth Avenue, no Fourth Street Avenue Avenue clear place to walk No sidewalks for children walking to School Lane State Road Stockley Street playgrounds.
Even where there are sidewalks, based upon the qualitative assessment, there are pedestrian access issues. Table 3.7 illustrates those issues.
Pedestrian and Bicycle Plan June 2012 3-30 Existing Conditions Assessment
Table 3.7 Pedestrian Access Issues in Areas With Sidewalks Street From To Issue Wilmington Baltimore Useable sidewalk too narrow for a business First Street Avenue Avenue area Wilmington Baltimore Useable sidewalk too narrow for a business Second Street Avenue Avenue area No marked crosswalks between Park Avenue Ocean Avenue Deauville and Oak Street Beach Area and Lake Avenue to the beach North side crosswalks are not where the Rehoboth Avenue Grove Avenue/Columbia Avenue demand is for pedestrians to walk towards Circle side of Circle Henlopen Avenue Philadelphia There are no marked crosswalks for this King Charles Avenue Lake Drive Street very wide street
Sidewalks are desirable to support both mobility and safety. Their presence has been shown to reduce the risk of pedestrian crashes in residential areas. A 1987 FHWA study found that locations with no sidewalks were more than twice as likely to have pedestrian/motor vehicle crashes as locations where sidewalks existed. The safety benefit was particularly pronounced in residential and mixed residential areas. Approximately 15% of pedestrian accidents in suburban and rural areas occur when a pedestrian is struck while walking along a roadway. A basic strategy for improving pedestrian conditions is to provide sidewalks along all roadways with developed land uses as well as insuring that the sidewalks are of sufficient width for the pedestrian traffic that they serve as well as all of the activities that are desirable in a walkable downtown area.
Recognizing this, the City of Rehoboth Beach maintains a listing of properties to consider for sidewalks, displayed in Figure 3.14. This list, developed in 2008, represents what the City believes are critical links of sidewalk that are missing. As recently as December 2008, the City surveyed the blocks containing missing sidewalks to determine whether action should be taken as to the installation of sidewalks. While no action has been taken to date, this Plan is to consider the Rehoboth Avenue has fairly wide sidewalks but many times importance of constructing the missing they are congested with people, a sign of a vibrant street. sidewalks.
Pedestrian and Bicycle Plan June 2012 3-31 Existing Conditions Assessment
Figure 3.14 -- The City of Rehoboth Beach listing of critical missing sidewalk links.
Pedestrian and Bicycle Plan June 2012 3-32 Existing Conditions Assessment
In planning for pedestrians in cities and towns with vibrant business districts, many look at sidewalks as having three distinct parts. The first part is the ‘shy distance’ which is defined as the area along sidewalks closest to buildings, fences, plantings and other structures generally avoided by pedestrians. This is only applicable in urban contexts, where a zero building setback is common. The second component is the clear sidewalk width, defined as the width of the sidewalk available for walking. This is the most essential component of the sidewalk. The last component of the urban sidewalk is the paved buffer which is defined as the part of the sidewalk adjacent to the curb that accommodates street furniture and opening car Components of an Urban Sidewalk Source: Smart transportation Guidebook doors. Ordinances for cities are beginning to consider these components in their sidewalk ordinances. The Institute of Transportation publication Context Sensitive Solutions in Designing Major Urban Thoroughfares for Walkable Communities, establishes minimum dimensions for the three sidewalk components in urban areas2. Shy distances are recommended to be two (2) feet, clear sidewalk widths are set at six (6) feet (but when pedestrian volumes are higher, the clear sidewalk width should be increased to 10 feet) and the minimum buffer area is four (4) feet which sets the minimum sidewalk area to be 12 feet . The publication also calls for a minimum sidewalk width in First Street approaching Rehoboth Avenue. The residential areas of five (5) feet which is sidewalk in front of the pink building is six feet wide. consistent with current practice in the City. In the downtown area, First and Second Streets have insufficient sidewalk widths as they approach Rehoboth Avenue and there are even short ‘spots’ on the Avenue that have insufficient sidewalk widths.
2 Institute of Transportation Engineers, Context Sensitive Solutions in Designing Major Urban Thoroughfares for Walkable Communities, An ITE Proposed Recommended Practice, 2006
Pedestrian and Bicycle Plan June 2012 3-33 Existing Conditions Assessment
Midblock Crosswalks are typically controversial among traffic engineers and the public. Some traffic engineers believe that they are inherently unsafe as some motorists do not yield to pedestrians in the crosswalk. On the other hand, pedestrians cross at midblock locations routinely. This is the case in Rehoboth Beach just as in many other communities. For Rehoboth Beach, the approach to mid-block pedestrian crossings should be one of identifying where they ought to be and then identifying what is required to make each as safe as possible. Again, the First Street approaching Baltimore Avenue. Street Institute of Transportation publication, furniture narrows the clear sidewalk path to four feet. Context Sensitive Solutions in Designing Major Urban Thoroughfares for Walkable Communities, provides guidance. According to the publication midblock crosswalks help channel pedestrians to the safest midblock location, provide visual cues to allow approaching motorists to anticipate pedestrian activity and unexpected stopped vehicles as well as providing pedestrians with opportunities to cross during heavy traffic periods where there are few natural gaps in traffic. Midblock crosswalks are demonstrably missing in the area of Gerar Park. The City has, however, been striping mid-block crosswalks as time and finances permit.
WAYFINDING Given the summer influx of visitors to the City each year and the high number of first time visitors, there should be a system of signs to show vehicles, bicycles and pedestrians where the points of interest are and the best route to them. Currently, once in the City, there is plenty of literature but little else to assist. Given the tightness of the public rights of way in the City, the program will need to be sized for the available space and targeted to groups of destinations. Wayfinding signing can take many forms. The illustration is from Example of Wayfinding Signing in Breckenridge, Breckenridge, Colorado. Colorado REGULATORY AND WARNING SIGNING Regulatory and Warning signing such as the
Examples of Regulatory and Warning Signs directed at examples in the illustration are not very Pedestrians and Bicyclists common in Rehoboth Beach. This is also an
Pedestrian and Bicycle Plan June 2012 3-34 Existing Conditions Assessment issue for the Plan to address.
MANAGEMENT AND POLICY ANALYSIS The City of Rehoboth Beach City Government is made up of a City Commission which consists of the Mayor and six Commissioners. Day to day governmental service is delivered under the direction of the City Manager. Key policies and management related to bicycles and pedestrians are found in the City Code as follows:
CITY CODE PROVISIONS RELATED TO PEDESTRIANS AND BICYCLES Chapter 92 Automobiles, Vehicles and Traffic
Article IV: Bicycles
This article regulates bicycles operated within the City limits. Aside from the regulations that define behavior that is outlandish, the following represents the key provisions applicable to this Plan:
92-18: Restriction on Operation
A. Sidewalks: All bicycle riding is restricted on Rehoboth Avenue sidewalks between Sixth Street and the Boardwalk and on First Street between Virginia Avenue and Brooklyn Avenue at all times by all ages of riders. Persons over 12 are restricted on all other sidewalks in the City. B. Boardwalk: Bicycle riding is prohibited between 10:00 am and 5:00 am between May 15 and September 15.
92-21: Regulation for Operation
A. Definition of a bicycle: human-powered two and three wheeled vehicles but can have a small electric motor less than 750 watts but with a 170 pound operator cannot exceed 20 miles per hour. B. Groups of riders must ride single file. C. When emerging from an alley, driveway, garage, private walkway or intersecting street exercise extreme care prior to crossing a public sidewalk. D. Bicycles must stay as far to the right as possible in the public right of way. E. Bicyclists must obey all traffic signs and signals and all officers. F. When turning right the bicyclist shall follow the right edge of the public street and when turning left shall turn left from the left most travel lane. G. Bicyclists must signal when stopping and turning. H. All riders under 16 shall wear a helmet.
Pedestrian and Bicycle Plan June 2012 3-35 Existing Conditions Assessment
Article XI: Traffic Control Devices
This article convers traffic control devices and is required because the City owns many of the streets in the city limits.
92-98: Designation of Crosswalk; establishment of safety zones
The City Manager is authorized to establish and maintain crosswalks at intersections where there is particular danger to pedestrians and at such other places as he may deem necessary. He also is authorized to establish safety zones for the protection of pedestrians as he may deem necessary.
Article XXII: Pedestrians
This article covers the protection of pedestrians in the public right of way.
92-215: Pedestrians are subject to traffic control devices but at all other places, they are subject to the provisions that follow.
92-216: Right of way when in a crosswalk
A. When traffic control signals are not in place or in operation, the driver shall yield the right of way by slowing, stopping to yield to a pedestrian on the driver’s half of the roadway or is close enough on the other half of the roadway so as to be in danger. B. Pedestrians must not leave the curb suddenly or walk or run into the path of a vehicle making it impossible for the driver to yield. C. A vehicle yielding to a pedestrian is not permitted to pass a vehicle yielding to a pedestrian.
92-217: Pedestrians must stay to the right in a crosswalk.
92-218: When crossing a roadway at a location other than a marked crosswalk, pedestrians must yield the right of way to vehicles.
92-219: Between adjacent signal controlled intersections, pedestrians must cross only at marked crosswalks and unless directed to by an officer, shall not cross an intersection with a If a new home is constructed on Columbia Avenue, traffic control device diagonally. sidewalks would not be required to be constructed.
92-220: Use of sidewalks
A. Where sidewalks are present, it is unlawful to walk on the adjacent roadway.
Pedestrian and Bicycle Plan June 2012 3-36 Existing Conditions Assessment
B. Where sidewalks are not present, pedestrians walking in the street shall walk on the left side facing traffic.
Chapter 232 Streets and Sidewalks
232-1: Property owners shall repair sidewalks within five days of official notice by the city to do so. Property owners shall also construct sidewalks along or in front of the lot where work is proposed when (1) the aggregate value of the improvement projects in one year is at least $20,000 and (2) 50% of
the lots on the street have sidewalk.
232-5: Five feet is the minimum width of sidewalk. (Note: Chapter 270 requires a seven foot wide sidewalk for all new sidewalks where no other sidewalk exists and in areas where sidewalks are wider than five Four Wheeled ‘Surreys” feet adjacent to the property in question, that wider width shall be matched).
Article VI: Curb Cuts
232-58: Each property gets one curb cut but no more than two, located to maximize the availability of on-street parking spaces. The combined width of the curb cuts shall not exceed 20 feet. Each curb cut shall connect to an off-street parking space.
Chapter 236 Subdivision of Land and Site Plan Review
Sidewalks where required, shall be placed between the curb line and the property line as determined by the Planning Commission and the City Engineer
ANALYSIS OF THE ORDINANCE PROVISIONS
The ordinances provide a comprehensive A Bicycle Stop. A warning and a brochure were issued by structure for maintaining city streets for all the officer. users. Addressing a number of details could improve the Ordinances:
Pedestrian and Bicycle Plan June 2012 3-37 Existing Conditions Assessment
Rehoboth’s Traffic Ordinances are fully consistent with Delaware’s Vehicle Code, Chapter 41, Rules of the Road.
Curb cuts: The Ordinance calls for one to a maximum of two curb cuts for each property subject to a maximum of 20 feet of curb cut. ITE recommends a maximum length for each curb cut of 24 feet and only one per frontage. But the publication recommends only one curb cut per block. It appears that the Rehoboth Ordinance is fairly consistent and will achieve the same result. However, the issue of sight distance should be addressed, particularly on streets where bicycle traffic is fairly high.
Sidewalks: While the City requires sidewalks if most of the properties on the block have them, a minimum width is set and guidance is provided for additional width, it is not based upon a technical basis that will provide a connected sidewalk system, hence the gaps noted in this report.
Use of the Sidewalks: There is no section that controls how the sidewalk provided or constructed may be used. For example, the minimum width required for a planter, a temporary business sign, a bench or a sidewalk café is not provided nor is guidance as to where such use may be appropriate.
Maintenance of Sidewalks: The City Code does not directly require the maintaining of sidewalks such as cutting and removing vegetation and broken slabs. It also does not actively require construction of sidewalks on the critical sidewalk list shown above.
The City does not routinely enforce the ban on cars parked across or blocking sidewalks.
Four-wheeled Surreys: There is no special mention of this type of vehicle in the Code.
Mopeds and Motorized Scooters: The Delaware Code distinguishes the two only by engine size. Those below 50 cc’s can park on the sidewalk; those above are considered motorcycles and must park on the street. Some riders take advantage of this ambiguity. Officers have a difficult time distinguishing between Mopeds and Scooters REHOBOTH BEACH POLICE DEPARTMENT Except for the ordinances related to construction of improvements and the placement traffic controls, the City Police Department enforces the ordinance paragraphs noted above. The Patrol Division is responsible for all traffic enforcement activities. Patrol activities are accomplished by
Pedestrian and Bicycle Plan June 2012 3-38 Existing Conditions Assessment car, bicycle and on foot. The Patrol Division has both full time and seasonal officers. Typically, four officers are on patrol with each shift.
Chief Keith Banks was interviewed to ascertain how the Department views its enforcement duties. The Chief believes that with the summer visitors, education is an effective tool to achieve the goal of safety for all. To accomplish this goal, the officers are instructed to use judgment when making a vehicle, bicycle or pedestrian stop. This judgment is to encourage visitors, especially first time visitors to obey the law. In fact officers take time to explain the offense as opposed to just issuing a citation. Warnings are given for first time violations. Flagrant violations, especially those violations common to all cities and repeat offenders are issued citations.
SUMMARY OF FINDINGS The findings of the assessment of existing pedestrian and bicycles conditions can be summarized as follows:
1. Rehoboth Beach presents pedestrians and bike riders with many challenges. 2. Bike riders have a limited understanding of where it is safe to ride and where to gain access to appropriate trails outside of the city. 3. Rehoboth's streets have no special provisions such as bike lanes to accommodate bike riders. 4. In Rehoboth it is difficult to go between neighborhoods without crossing busy streets which many consider dangerous. 5. The need to provide parking for large numbers of automobiles and Rehoboth's dependence on parking revenue significantly limit what can be done for bicycle riders. 6. Many streets lack sidewalks and others have significant gaps between existing sidewalks. 7. It is very difficult to add sidewalks where none exist, and it will be a long time until existing gaps are filled. 8. A number of sidewalks in the downtown area are relatively narrow. 9. Some intersections in Rehoboth, particularly on Rehoboth Avenue, where bike riders are apt to cross, lack striping and protective signs. 10. There are few wayfinding signs that indicate destinations within or outside of Rehoboth. 11. There are limited materials indicating routes where it is relatively safe to ride within Rehoboth.
Pedestrian and Bicycle Plan June 2012 3-39 Existing Conditions Assessment
Pedestrian and Bicycle Plan June 2012 3-40 Findings, Challenges, Vision and Goals
4. FINDINGS, CHALLENGES, VISION AND GOALS The First Pedestrian and Bicycle Plan Workshop set the stage to finalize the challenges that the Plan must address and the Vision and Goals that will frame the recommendations.
THE FIRST PEDESTRIAN AND BICYCLE PLAN PUBLIC WORKSHOP On Saturday, November 19, 2011, 39 people attended a public workshop designed to gather comments about the problems perceived by the attendees with respect to pedestrian and bicycle safety in Rehoboth. The results of the workshop largely corroborated the findings and provided many suggestions for possible plan recommendations.
The attendees were divided into six working groups of six to eight individuals. Those present reviewed a summary of the existing pedestrian and bicycle situation that included the findings previously noted. Then, working with maps and a strong familiarity of the city, they identified the challenges faced by pedestrians and bicyclists in and around the City of Rehoboth Beach. The groups were not limited in their work and considered all One of the groups discussing challenges suggestions before recording the challenges on the maps and on poster paper provided to each group. When the groups finished, the lists were
Finishing up discussions and considering Attendees placed colored stickers to vote on the priorities challenges that they viewed as their first through fourth priority challenges.
Pedestrian and Bicycle Plan June 2012 4-1 Findings, Challenges, Vision and Goals
consolidated and then grouped the challenges into general categories. Next, the attendees reviewed the consolidated lists to be sure that all challenges were present. This review produced two additional challenges that were added to the list.
Each attendee was then asked to prioritize the challenges by placing a colored “dot” next to each challenge noting their four top priorities with the color red indicating the top priority, green the 2nd, yellow the 3rd, and blue, the 4th priority. The scores were then tallied, assigning four points to the first priority, three points to the second, two to the third and one to the fourth priority.
Connectivity was also a priority among the attendees Silver Lake Bridge on Bayard Route 1, although not within the Avenue was considered an City, received a large number of important challenge. votes.
By far the Number 1 priority was finding an alternative route to Rehoboth Avenue for bicycles. Rehoboth Avenue had lots of Education also received a large challenges number of votes.
Pedestrian and Bicycle Plan June 2012 4-2 Findings, Challenges, Vision and Goals
Table 4.1 contains each challenge and the corresponding score. It also groups the challenges into general categories.
Table 4.1 Pedestrian and Bicycle Challenges Identified and Prioritized by the Public General Category Challenge Rank General Category Challenge Rank Education of Motorists to Bayard Avenue – E-1 look/beware of bikes 11T S-1 uncomfortable for and pedestrians riding Bikes must obey traffic Silver Lake Bridge -- E-2 14T laws/rules of the road Speed of traffic, Rehoboth Beach Police S-2 closeness of passing 3 E-3 unfriendly to bicyclists traffic and crossing Education and Education of Tourists bridge in general E-4 2 Familiarity and Residents Surf Avenue S-3 Familiarity and congestion E-5 awareness of Bike 9 S-4 School access Routes Scarborough Signage 11T S-5 Avenue/Schoolvue 4 Total 2 Specific Locations connectivity Mix of Bikes and Lake Drive Bike Lane C-1 is wrong way as Lake Pedestrians on Trail S-6 Trails/Connectivity Connecting to Junction Drive is a one-way C-2 7 and Breakwater Trail street Total 5 State Road/Bay Road Unaware of locations, not S-7 are unfriendly to 6 P-1 enough parking, scooters 12 bicycles Bike Parking use bike parking Columbia Total 6 Avenue/Henlopen R-1 Right turn conflicts 16T S-8 Avenue unfriendly to 15 R-2 First Street crossing 13 bicyclists – not Traffic congestion enough space R-3 especially between First 14T N/A Street and Boardwalk Limited Space at intersections to R-4 Bike safety – ‘dooring’ G-1 Traffic Circle dangerous accommodate all R-5 8 for bikes modes of traffic Canal Bridge hard to Walkable sidewalks – R-6 cross G-2 no tree blow-ups, 10 Cars backing out of General blockages, etc. Rehoboth Avenue R-7 spaces Lack of east-west bike G-3 route other than 1 Speeding on west end of Rehoboth Avenue R-8 Rehoboth Avenue near 17T Cars don’t stop for Traffic Circle G-4 Presence of delivery people in cross-walks R-9 trucks Total 1 Crossing Rehoboth Very difficult to cross R-10 16T safely, specifically at Avenue in general R1-1 14T Left turn, U-turn Super G and Food R-11 Route 1 (although Lion congestion outside the City, Lack of continuous Total 3 the attendees still R1-2 17T sidewalks listed the Crossing Route 1 from Legend: challenges) 12: Priority Red: Top five challenge R1-3 west to get to 5 12T: Tied Yellow: Challenge 6 to 10 Rehoboth Blank: No votes Shades of violet: grouped challenges Total 4
Pedestrian and Bicycle Plan June 2012 4-3 CITY OF REHOBOTH BEACH PEDESTRIAN AND BICYCLE PLAN FINDINGS, CHALLENGES, VISION AND GOALS
The top five challenges as prioritized by the workshop attendees are:
1. Lack of an east-west bike route other than Rehoboth Avenue (70 points) 2. Education of tourists and residents (40 points) 3. Silver Lake Bridge – speed of traffic, closeness of passing traffic and crossing the bridge in general (26 points) 4. Scarborough Avenue/Schoolvue connectivity (21 points)
5. Crossing Route 1 from the west to get to Rehoboth (18 points)
The individual challenges were also grouped into general categories. Five of the categories were able to be prioritized. The top three general categories are:
1. General, not geographically specific (82 points). This was largely due to the top rated individual challenge, the need for an east-west bike route other than on Rehoboth Avenue. 2. Education and Familiarity (81 points). This is largely due to the education of tourists and residents and the need for more familiarity of the bike routes. 3. Rehoboth Avenue (39 points). The challenges related to Rehoboth Avenue did not rate high on an individual basis but taken together were the third highest group of challenges.
It should be noted that the challenges receiving priority votes are not the only ones that will be addressed by the Plan. They will be – but all challenges identified in the study process will be evaluated and addressed to the extent possible.
THE VISION FOR THE PLAN While, as the findings indicate, pedestrians and bicyclists face significant hazards in Rehoboth due to need to accommodate the movement and parking of thousands of cars daily on its arterial ways and in its downtown area, it is possible to imagine, in harmony with the vision of Rehoboth's Comprehensive Development Plan, a town in which pedestrians and bicyclists are much safer than they are today and that the use of automobiles for short trips to the downtown gives way to increased walking and riding. It is also possible to imagine that visitors have educational materials readily available that indicate areas in which bicycle riders, particularly younger ones, are relatively safe and how riders can connect to the state's increasing network of trails that are safe and beautiful.
THE GOALS OF THE PLAN To address the vision, the findings, and the challenges brought forward by the attendees of the Public Workshop, the following goals were established:
1. Improve safety for pedestrians and bicyclists through physical improvements and policy initiatives. 2. Identify bicycle routes that are enjoyable and relatively safe within the city. 3. Improve connections for pedestrians and bicyclists within the city and to the region's trails and parks.
Pedestrian and Bicycle Plan June 2012 4-4 CITY OF REHOBOTH BEACH PEDESTRIAN AND BICYCLE PLAN FINDINGS, CHALLENGES, VISION AND GOALS
4. Coordinate with appropriate entities to improve connections to destinations that lie outside of the city's jurisdiction. 5. Promote walking and biking, particularly for short trips to downtown Rehoboth Beach. 6. Create appropriate educational materials for motorists, bicyclists and pedestrians 7. Promote Rehoboth Beach as a bicycle friendly city. 8. Establish a city policy that provides an ongoing review of the continuity of safe pedestrian and bicycle travel throughout Rehoboth Beach from season to season.
Pedestrian and Bicycle Plan June 2012 4-5 CITY OF REHOBOTH BEACH PEDESTRIAN AND BICYCLE PLAN FINDINGS, CHALLENGES, VISION AND GOALS
Pedestrian and Bicycle Plan June 2012 4-6 Infrastructure Component
5. INFRASTRUCTURE COMPONENT The purpose of this chapter is to present the infrastructure component of the Rehoboth Beach Pedestrian and Bicycle Plan. The recommended infrastructure improvements are based on the analysis of the Existing Pedestrian and Bicycle Situation, the challenges arising from the Public Workshop and the resultant goals, as well as research into the experiences of other jurisdictions.
The challenges will be addressed and the goals achieved through the use of building blocks that will make the Plan a success. These building blocks are:
statewide bicycle and pedestrian policies , and the national policies that they are based upon; national and state standards; types of improvements typically implemented as a part of a pedestrian and bicycle plan, and the resultant level of improvement experienced in other jurisdictions when implementing the improvements; and, guiding principles based upon the input received from the stakeholders, the general public and the lessons learned by other jurisdictions.
A description of the building blocks follows.
STATEWIDE POLICIES At the statewide level, two policies apply to the establishment of a Pedestrian and Bicycle Plan. They are:
Delaware’s Complete Streets Policy DelDOT’s Bicycle Policy
DELAWARE’S COMPLETE STREETS POLICY The State of Delaware has instituted a Complete Streets Policy designed to ensure that the Delaware Department of Transportation (DelDOT) system modifications are routinely planned, designed, constructed, operated and maintained in a way that enables safe and efficient access for all users. The result should be a system for all users that is comprehensive, integrated, connected, safe, and efficient allowing users to choose among different transportation modes, both motorized and non-motorized.1
The term “Complete Street” means a roadway that accommodates all travelers, particularly public transit users, bicyclists, pedestrians (including individuals of all ages and individuals with mobility, sensory, neurological, or hidden disabilities), and motorists, to enable all travelers to use the roadway safely and efficiently. Creating complete streets means planning, designing, constructing,
1 P.I. Number No. 0-6 Complete Streets Policy, Delaware Department of Transportation, Effective 1/06/2010.
Pedestrian and Bicycle Plan June 2012 5-1 Infrastructure Component maintaining and operating streets and all directly related components for motorized and non- motorized modes of travel, as appropriate for the area. The most basic element of a complete streets policy is that it ensures that roads are planned and built to serve all users.
DelDOT applies the Complete Streets Policy to:
1. All projects in the state right-of-way that are considered road reconstruction, widens the pavement width, or allows for the inclusion of facilities for all users, shall consider all transportation modes and accommodate accordingly. 2. System maintenance projects where the opportunity exists to improve safety for other modes.
Delaware’s Complete Streets Policy is based upon the partnership between the Federal Highway Administration, the US Department of Housing and Urban Development and the Environmental Protection Agency and the follow-up guidance document from the Federal Highway Administration based upon SAFETEA-LU.2
DELDOT BICYCLE POLICY DelDOT’s Bicycle Policy is to include appropriate accommodations for bicycles as part of all System Management and System Expansion Projects as indicated above in its execution of the Complete Streets Policy3. Specifically, DelDOT utilizes the guidance provided by AASHTO’s Guide for the Development of Bicycle Facilities and the Federal Highway Administration's (FHWA) "Selecting Roadway Design Treatments to Accommodate Bicyclists" in designing accommodations for bicycles.
The elements of that policy applicable to Rehoboth Beach include:
Priority is given to facilities that provide connections between neighborhoods, shopping, schools, transit, park and ride lots and employment centers. If an appropriate width cannot be provided for bicycle travel, the area shall be appropriately marked as a hazard for bicyclists and the Department shall concurrently nominate a project that will result in the restoration of appropriate accommodations for bicycle travel. Impacts to the suitability of roadways for bicycle travel due to traffic increases caused by land development shall be assessed and mitigated as part of the Department's Traffic Impact Study and Project Development process as recommended by the Bicycle and Pedestrian Coordinator. Support facilities such as parking devices, transport racks on buses, and signal detection for bicycles shall be considered for incorporation into transportation projects during planning and project development.
2 FHWA Guidance - (Updated October 22, 2008) Bicycle and Pedestrian Provisions of Federal Transportation Legislation 3 P.I. Number: D-06 Bicycle Policy, Delaware Department of Transportation, Effective: 12/22/2000.
Pedestrian and Bicycle Plan June 2012 5-2 Infrastructure Component
Bicycle friendly drainage grates shall be used to replace parallel bar grates on all roadway reconstruction and rehabilitation projects or replaced individually upon request. The policy does not currently address bicycle travel markings through at-grade intersections.
DELAWARE STATEWIDE PEDESTRIAN ACTION PLAN Executive Order No. 83 signed by Governor Minner in March 2006 directed the development of a Statewide Pedestrian Action Plan that:
Ensures that paths and sidewalks are continuous and interconnected where feasible; Develops consistent design standards for crosswalks, sidewalks, and pathways; Clarifies maintenance responsibility for sidewalks; Reviews traffic rules and driver behavior to help support a safer pedestrian environment; and, Promotes land use and traffic patterns that encourage walking and reduce air pollution.
NATIONAL AND STATE STANDARDS Two manuals containing standards apply to all streets and highways in Delaware. They are:
Manual on Uniform Traffic Control Devices Delaware Department of Transportation’s MUTCD
MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES4 The Manual on Uniform Traffic Control Devices (MUTCD) is approved by the Federal Highway Administrator as the National Standard in accordance with Title 23 of the U.S. Code. The MUTCD governs all traffic signs, signals and pavement markings on all roadways of the United States regardless of jurisdiction. It specifies placement, design, layout and location of all such devices. All improvements recommended by this Plan must be in accordance with the MUTCD.
DELAWARE DEPARTMENT OF TRANSPORTATION’S MUTCD5 The National MUTCD provides some limited flexibility for the States to develop their own standards for streets and highways within that state. States use this flexibility to account for their laws regulating streets and highways as well as conditions unique to the state. As with the National Bicycle Design Factors MUTCD, all improvements recommended by this Plan must also be in accordance with the Delaware MUTCD.
4 United States Department of Transportation, Federal Highway Administration, Manual on Uniform Traffic Control Devices, 2009 Edition. 5 Delaware Department of Transportation, Delaware Manual on Uniform Traffic Control Devices, 2010.
Pedestrian and Bicycle Plan June 2012 5-3 Infrastructure Component
GENERAL TYPES OF INFRASTRUCTURE IMPROVEMENTS The infrastructure improvements, policies, and management initiatives associated with the Pedestrian and Bicycle Plan, borne out of the challenges and findings, and shaped by the goals are also guided by the policies of the state. The types of improvements that are typically made to the street network for bicycles range from signing and pavement markings to changes to street operation and re-allocation of street space to street widening.
With some exceptions, the streets of Rehoboth Beach have similar characteristics: parking is permitted and arranged to maximize the number of spaces. Travel lanes are, for the most part, 10 feet wide. Except for the Pines and Schoolvue neighborhoods, most all streets have sidewalks. Of course, there are exceptions. King Charles Avenue is an exceptionally wide street and Rehoboth Avenue is a divided thoroughfare with directional travel lanes blanketed on each side by parking. The travel lanes on Rehoboth Avenue are 15 feet wide to permit room to maneuver easily into and out of the parking spaces. Still, on most streets, adding bicycle lanes to streets is typically not possible without removing parking spaces or converting streets from two-way to one-way operation.
In planning infrastructure improvements, a key step is to develop the most appropriate improvement that addresses the problem at hand. To insure the recommended improvements are the right fit for the City of Rehoboth, a series of seven guiding principles were established. They are:
1. Design for families. Design the bicycle plan for families that bicycle. Bicyclists who come to Rehoboth range from expert bicyclists to novices. Their ages range from adult to children. 2. Try the least intrusive, least costly improvement first. Implement first the least intrusive, least costly solutions to the identified challenges but maintain the ability to move to more costly solutions later as bicycling and pedestrian conditions warrant. 3. Find the best balance between vehicles, pedestrians and bicycles. As transportation systems developed over time, they were designed for motor vehicles as the predominate mode of transportation. This plan is about finding the best balance to reflect the actual demand for the street-space. In Rehoboth, unlike many other jurisdictions, bicycles and pedestrians make up a significantly larger part of the demand for space than in many other cities. 4. Consider the streets and sidewalks as a system. Look at the public rights of way as a system. Consider improvements that benefit the system rather than a series of isolated locations. 5. Establish a convenient and easy to use bicycle network. Creation of a network of bicycle friendly streets enables the bicyclists to circulate to all points within the City and to destinations outside the City along a safer path. Insure that the bicycle network goes to or near all major destinations. 6. Make best use of the least traveled streets. Route bicycles to the least traveled streets. When considering the safety of bicyclists, fewer cars mean more flexibility for bicycles to travel. Rehoboth streets are used by riders of all levels of ability and experience. Lower traffic provides more comfort for riders of lesser experience.
Pedestrian and Bicycle Plan June 2012 5-4 Infrastructure Component
7. Implement separate trails where possible. Where feasible, create a separate facility for bicycles (e.g., off-street trail). Trails have been shown to increase bicycling as much as 18% to 25% in some communities. Separating bicycle traffic from auto traffic is the safest way to accommodate bicycles but it is not always feasible due to cost and the availability of land.
BICYCLE LANES Bicycle lanes are defined as "a portion of the roadway which has been designated by striping, signing and pavement marking for the preferential or exclusive use by bicyclists". Bicycle lanes make the movements of both motorists and bicyclists more predictable and as with other bicycle facilities; there are advantages to all road users in striping them on the roadway. The minimum width of a bike lane on roadways with no curb and gutter is four feet and five feet when adjacent to parking, measured from the face of the curb or Example of a bicycle lane found guardrail. Bicycle in most communities lanes tend to improve safety and promote proper cycling behavior. In Davis, California, the installation Typical shared lane condition. Establishing a bicycle lane adjacent to a parking lane places of bicycle lanes reduced bicycle crashes by 31%. bicyclists in the ‘door zone’. Bicycle lanes on a major avenue in Eugene, Oregon resulted in an increase in bicycle use and a substantial reduction in the bicycle crash rate. The crash rate per 100,000 bike miles fell by almost half and the motor vehicle crash rate also fell significantly. In Chicago, Illinois, crash severity was reduced in one study of marking bike lanes in a narrow cross section where 5 foot bike lanes were marked next to 7 foot parking lanes6.
6 Federal Highway Administration, Bicycle Safety-Related Research Synthesis, 1995
Pedestrian and Bicycle Plan June 2012 5-5 Infrastructure Component
SHARED LANES In situations where it is not feasible to provide separate bicycle lanes, a travel lane shared by both motorized vehicles and bicycles is an option. This is the case on most streets in Rehoboth given the width of the street network and the need to provide for on-street parking.
More and more, communities are marking such lanes with SHARROWS and share the road signing. In all installations, SHARROWS raise the visibility of bicycles in the eyes of the motorist. In situations where bicyclists and motorists can operate side by side, SHARROWS improve the relative This sign is designed for use when positioning of vehicles and bicyclists in the travel lane is too narrow for bicyclists and motor vehicles to Sharrow Pavement relation to parked cars. In cases where operate side by side. Marking denoting a the right lane is 15 feet wide and Shared Lane adjacent to a parking lane, SHARROW markings have been shown to move both vehicles and bicyclists to the left in the lane with bicycles moving almost out of the typical door zone. In cases where the shared lane is 10 feet in width, motor vehicles and bicycles move
left very little if at all.
BICYCLE BOULEVARDS Due to the nature of the existing street network in Rehoboth, bicyclists will be sharing travel lanes with motorists on most of the City’s streets. Yet, not all are comfortable for bicyclists. To address this issue, a new concept for shared lanes is emerging in which bicycles are given a higher priority in the flow of traffic on lesser traveled roadways. This new concept is called a ‘bicycle boulevard’. Bicycle boulevards are a popular improvement in cities like Portland, Oregon and in Berkeley, California. Other communities use With high levels of bicycling, these Some cities use street name signing uniquely designed signs to cities concluded that bicycles could be to highlight their Bicycle denote Bicycle Boulevards Boulevards encouraged to stay away from high
Pedestrian and Bicycle Plan June 2012 5-6 Infrastructure Component
traffic volume streets and use parallel low volume streets if the low volume streets were operationally reconfigured to prioritize the bicycle rather than the automobile, without inconveniencing the automobile or the resident any more than would a traffic calming project designed to reduce speeding or through traffic.
Bicycle Boulevards are designed to be used by bicyclists of all experience levels but are especially targeted to families.
A bicycle boulevard is defined as a low volume, low speed street that has been optimized for bicycle travel through treatments such as traffic calming, traffic reduction, signage and pavement markings, and intersection crossing treatments. This is a
Bike Boulevards in Portland Oregon are very popular with bicyclists and residents alike. working definition and a bicycle boulevard can include any or all of the elements noted in the definition.
Within the street grid, some streets are more An example of traffic calming on a Bicycle Boulevard conducive to bicycling than others and considering the characteristics of a bicycle boulevard, the ideal characteristics become clear:
Low motor vehicle volumes Low motor vehicle speeds
Pedestrian and Bicycle Plan June 2012 5-7 Infrastructure Component
Logical, direct and continuous routes that are well signed and marked Provide convenient access to desired destinations Minimal bicyclist delay Comfortable and safe crossings at major intersections
Traffic calming on bicycle boulevards typically consists of speed humps and bulb-outs at intersections to manage speed and diverters to manage the amount of traffic. Each candidate for boulevard treatment must be analyzed individually for the most appropriate treatment. Increasingly, proximity to bicycle facilities is being marketed as an amenity of a property. Real estate professionals in Portland, Oregon noted that a greater number of their clients are specifically “I couldn’t put a number to a higher sales price, looking for homes in close proximity to bicycle and but it [location of a property on a bicycle transit facilities. boulevard] is a definite plus. People are looking for more walkable/bikeable neighborhoods.” – Many homebuyers, particularly those with Jarrett Altman - Portland, OR Real Estate families, display a preference for homes on streets that have low traffic volumes and speeds. Research Professional finds that this preference for quiet neighborhood streets is the reason homes located on cul de sacs command a price premium. Current residents also appreciate these conditions. Indeed, many communities have backlogged requests from citizens for traffic calming on residential streets. Bicycle boulevards that effectively incorporate traffic reduction and calming elements on residential streets may have similar impacts on housing values.
Bicycle boulevards got their start in Europe as the Fahrradstraße in Germany and the Fietstraten in the Netherlands. Literally translated as “bike streets,” these roadways act as major cycling routes where motor vehicle traffic has been reduced or restricted and bicyclists have priority. In the US and Canada, bicycle boulevards are known by several different names. In Vancouver, British Columbia, bicycle boulevards are called Local Street Bikeways. In Minneapolis, Minnesota, they are known as Bike/Walk Streets. In other locations, they are called bicycle priority streets. In each case, the design elements vary widely, depending upon the local conditions but each bicycle boulevard has a common theme: they serve low traffic volumes, carry vehicles at low speeds, and with specific design elements, favor bicycles more than vehicles, or at least change the balance to make the street more comfortable for bicycles7.
Because vehicles on the road travel at low speeds, pressure is reduced on bicyclists to hug the edge of the roadway. Intersections are designed to reduce the need for bicyclists to stop frequently and are improved to allow convenient and safe crossings of major roadways. Clearly marked routes lead bicyclists to the multiple destinations they need and want to go while clearly indicating to motorists that the street is intended for bicycle travel. Due to these conditions, bicycle boulevards attract
7 Initiative for Bicycle Planning and Innovation, Alta Planning and Design, and the Portland State University, Fundamentals of Bicycle Boulevard Planning and Design, July 2009.
Pedestrian and Bicycle Plan June 2012 5-8 Infrastructure Component bicyclists of all ages and abilities. Research indicates that there is a strong preference by bicyclists for bicycle boulevards, and suggests that they may be a key tool for attracting new bicyclists who are typically less comfortable riding in traffic8. In addition, these low-speed and low-volume facilities are also pleasant places for pedestrians and other non-motorized users. In fact, in Portland Oregon, the city is changing the designation of their bicycle boulevards to ‘neighborhood greenways’ because they have found that pedestrians and neighbors along the route find the streets a gathering place for families.
Bicycle boulevards are attractive to local agencies for their ability to serve bicyclists on existing road networks, including bicyclists who may not feel comfortable riding on busy streets, even when bike lanes are provided. They may encourage people to consider cycling for even more of their trips, which in turn may reduce local traffic congestion and help local agencies meet overall sustainability goals.
Bicycle boulevards also allow creation of bikeways along corridors where other bikeway treatments may not be feasible due to right of way or funding constraints. Although the cost of construction will vary depending on the specific traffic calming and intersection treatments implemented, bicycle boulevards can be relatively inexpensive compared to other bicycle facility improvements, particularly when the design builds upon existing traffic calming features.
BIKE FRIENDLY STREETS The concept of bicycle boulevards has taken a foothold in Rehoboth – but in a manner that is uniquely Rehoboth. The reason is that the street network is small. Few of the streets are close to one mile in length, yet many already have or could easily adopt the characteristics of a bicycle boulevard, even in the summer. Little would have to be done, most do not need traffic calming measures and because of the short length of many of the streets, pavement markings such as SHARROWS could be limited in number. Therefore, this Plan proposes a network of Bike Friendly Streets. The basic difference is that it is not proposed to optimize each street for bicycles; rather, the goal of a bike friendly street is to find the right balance between accommodating bicycles, pedestrians and vehicles. The true test of a bike friendly street is whether Bike Friendly Street Signs to be located families can feel safe bicycling on that street or if traffic can be on the same pole as street name signs. calmed in a way such that families can feel safe bicycling on the street.
8 Professor Jennifer Dill of Portland State University (Oregon) led a study researching how the built environment influences cycling behavior using Geographic Positioning Systems (GPSs). The study was funded by the Robert Wood Johnson Foundation Active Living Research program and the Oregon Transportation Research and Education Consortium (OTREC)
Pedestrian and Bicycle Plan June 2012 5-9 Infrastructure Component
Bike Friendly Streets also receive special designation through signs. The signs also indicate where the street goes so visitors can easily navigate the street system. There are two basic destinations of bicyclists in the City – bicycling to or between the trails and bicycling to the beach. Special signing, modeled after Bicycle Boulevard signing used elsewhere in the country has been designed for Bike Friendly Streets.
THE BICYCLE NETWORK In Rehoboth Beach, bicycle riding and bicyclists of all levels of experience and of all ages can be found on every street in the City, travelling between points within the City and to destinations outside the borders.
The following is a list of the key destinations that should be connected into a bicycle network:
Trails: o Junction and Breakwater o Gordon’s Pond Parks o Grove Park o Laker Gerar Park o Stockley Street Park o Cape Henlopen State Park Municipal Complex/Convention Center Downtown Area Beaches/Boardwalk Neighborhoods o South Rehoboth o Country Club Estates o Schoolvue Neighboring Communities o Dewey Beach o Neighborhoods served by Route 1
The Bicycle Network is designed to connect the listed points as directly as possible. To facilitate the needs of less experienced bicyclists and families bicycling together, streets with lower traffic volumes were utilized. Figure 5.1 illustrates the bicycle network. As can be seen, the Bicycle Network does not include Rehoboth Avenue except as it enters the City across the Canal and it does not include Bayard Avenue again, except as it enters the City across Silver Lake. The reason is that bicyclists are safer and more comfortable traveling on lesser traveled streets. The Plan goes one step further by designating – and calling for the design of – bicycle boulevards. Table 5.1 illustrates the bicycle network and its attributes.
Pedestrian and Bicycle Plan June 2012 5-10 Infrastructure Component
Figure 5.1 – The City of Rehoboth Beach Bicycle Network Figure 1 – Rehoboth Beach Bicycle Network
Pedestrian and Bicycle Plan June 2012 5-11 Infrastructure Component
Table 5.1 Bicycle Network Tabulation Street From To Key Connections Rehoboth Avenue and North Grove Park Trail Rehoboth Avenue Henlopen Links Junction and Breakwater and Gordon’s Pond Trail Avenue Rehoboth Avenue Church Avenue The Circle Links Junction and Breakwater and points west and Gordon’s Pond Trail and Bicycle Network to Downtown and the Neighborhoods Grove Street Rehoboth Avenue Henlopen Local Avenue Henlopen Avenue Grove Street Surf Avenue Links Junction and Breakwater and Gordon’s Pond Trail Columbia Avenue Grove Street Sussex Street Northern Alternate to Rehoboth Avenue Sussex Street Columbia Avenue Third Street Northern Alternate to Rehoboth Avenue to Downtown and Gerar Park Kent Street Fourth Street Third Street Northern Alternative to Rehoboth Avenue to Downtown and Gerar Park Fourth Street Kent Street Sussex Street Northern Alternative to Rehoboth Avenue to Downtown and Gerar Park Gerar Street/Third Henlopen Avenue Maryland Links North Rehoboth to Downtown and Gerar Park Street Avenue Oak Avenue Third Street Surf Avenue Links North Rehoboth to the Pines and to Oak Street Beach North First Street Henlopen Avenue Lake Avenue Local – avoids tight spot at Surf Avenue and Lake Avenue Curve Surf Avenue/Lake Ocean Drive Rehoboth Links Gordon’s Pond Trail to Downtown and to the Boardwalk Avenue/First Street Avenue and Beaches Olive Avenue Third Street Boardwalk Northern Alternative to Rehoboth Avenue to Downtown and Boardwalk and Beaches Maryland Avenue Third Street Boardwalk Northern Alternative to Rehoboth Avenue to Downtown and Boardwalk and Beaches South of Rehoboth Avenue Canal Street Rehoboth Avenue State Road Links Grove Park, North Rehoboth to Country Club Estates and Schoolvue and points south Sixth Street State Road to Grove Street Local Hickman Street State Road Boardwalk and Links Country Club Estates to the Boardwalk and Beaches Beaches Grove Rehoboth Avenue Scarborough Southern Alternative to Rehoboth Avenue to Downtown and Street/Munson Avenue the Boardwalk and Beaches Street Philadelphia Scarborough Boardwalk and Southern Alternative to Rehoboth Avenue to Downtown and Street/Delaware Avenue Beaches the Boardwalk and Beaches Avenue Stockley Street Hickman Street Boardwalk and Links Country Club Estates and Schoolvue to the Boardwalk Beaches and Beaches Rodney Avenue Scarborough Bayard Avenue Alternative to Lake Drive until Two-Way Bicycle Lane is Avenue implemented Saint Lawrence Bayard Avenue Boardwalk and Alternative to Lake Drive until Two-Way Bicycle Lane is Street Beaches implemented First Street/King Rehoboth Avenue Lake Drive Links Gordon Ponds Trail, the Downtown, the Boardwalk and Charles Avenue Beaches to points south Lake Drive Scarborough Charles Avenue Links the City to points south Avenue King Bayard Avenue Lake Drive To Dewey Links the City to points south
Lee Street/School Coastal Highway Stockley Street Local Lane Extension
Pedestrian and Bicycle Plan June 2012 5-12 Infrastructure Component
Street From To Key Connections Stockley Street Coastal Highway Trail to Turtle Links Schoolvue to Country Club Estates Extension Bridge Scarborough Street Coastal Highway Trail to Turtle Local Extension Bridge State Road Canal Street City Limits Connection to Route 1 and south
THE BIKE FRIENDLY STREET NETWORK In Rehoboth Beach, many trips are made by bicyclists. It is not uncommon to see bicyclists even during the off-season. Bicycling occurs on all of the streets and avenues in the City, regardless of whether it is comfortable for bicyclists. The amount of bicycling on the non-comfortable streets and avenues like Rehoboth Avenue and Bayard Avenue is of great concern such that an alternative must be provided that is safe, comfortable and family friendly. Looked at from a city-wide perspective, the answer becomes clear: That alternative is the Bike Friendly Street Network because these streets are attractive to bicyclists and pedestrians alike.
A network of well-conceived and designed bike friendly streets is the unifying concept of the bicycle component of the Rehoboth Beach Pedestrian and Bicycle Plan. Figure 5.2 illustrates the Bike Friendly Street Network. The network is comprehensive and enables a bicyclist to travel throughout the City on a bike friendly street as well as access external destinations such as the Junction and Breakwater Trail, Gordon’s Pond Trail, and Dewey Beach. Similarly, bike friendly streets connect the City’s neighborhoods together and form a framework to each of the infrastructure improvements to follow.
Table 5.2 tabulates the bike friendly streets and describes the type of bicycle facilities on each.
Pedestrian and Bicycle Plan June 2012 5-13 Infrastructure Component
Rehoboth Beach Bike Friendly Street Network
Bike Friendly Street
Figure 5.2 – The Rehoboth Beach Bike Friendly Street Network
Pedestrian and Bicycle Plan June 2012 5-14 Infrastructure Component
Table 5.2 Bike Friendly Street Network Tabulation Street From To Type of Facility Grove Street Rehoboth Avenue Henlopen Shared Lane Avenue Henlopen Avenue Grove Street Surf Avenue Shared Lane Columbia Avenue Grove Street Sussex Street Shared Lane Sussex Street Columbia Avenue Third Street Shared Lane Kent Street Fourth Street Third Street Shared Lane Fourth Street Kent Street Sussex Street Shared Lane Gerar Street/Third Henlopen Avenue Maryland Shared Lane Street Avenue Oak Avenue Third Street Surf Avenue Shared Lane North First Street Henlopen Avenue Lake Avenue Shared Lane Olive Avenue Third Street Boardwalk Shared Lane Maryland Avenue Third Street Boardwalk Shared Lane Canal Street Rehoboth Avenue State Road Shared Lane Sixth Street State Road to Grove Street Shared Lane Hickman Street State Road Boardwalk and Shared Lane Beaches Grove Rehoboth Avenue Scarborough Shared Lane Street/Munson Avenue Street Philadelphia Scarborough Boardwalk and Shared Lane Street/Delaware Avenue Beaches Avenue Laurel Street King Charles Boardwalk and Shared Lane Avenue Beaches Stockley Street Hickman Street Boardwalk and Shared Lane Beaches Scarborough Christian Street Lake Drive Shared Lane Avenue Rodney Avenue Scarborough Bayard Avenue Shared Lane Avenue Saint Lawrence Bayard Avenue Boardwalk and Shared Lane Street Beaches King Charles Avenue Rehoboth Avenue Lake Drive Bike Lane Lake Drive Scarborough Charles Avenue Two-Way Bike Lane Avenue King Lee Street/School Coastal Highway Stockley Street Shared Lane Lane Extension Stockley Street Coastal Highway Trail to Turtle Shared Lane Extension Bridge Scarborough Street Coastal Highway Trail to Turtle Shared Lane Extension Bridge
Bike Friendly Streets in the City of Rehoboth Beach are designed to be tailored to the neighborhoods that they pass through and connect. Generally, residents and visitors alike relish the quiet neighborhoods and low key life-style they provide. Accordingly, bike friendly streets are designed to be uniquely Rehoboth – low key but visible in a tasteful way. Figure 5.3 shows what a bike friendly street in Rehoboth will look like.
Pedestrian and Bicycle Plan June 2012 5-15 Infrastructure Component
Figure 5.3 – Bike Friendly Street Elements
Review of the Figure illustrates that the bike friendly street consists of required elements and optional or ‘as needed’ elements. Required elements include special signing showing the bike friendly street along with what is connects and either SHARROWS indicating shared lanes or bicycle lanes as recommended by the Plan. SHARROWS would be placed at key locations along the bike friendly street. Optional items include additional signing as directed by a traffic study such as additional share the road signs, and traffic calming devices as directed by a traffic study. Pedestrian safety improvements will also be directed by the traffic study. Such items would be cross walk markings and bulb-outs to shorten the distance a pedestrian must walk to cross the street. Finally, the bike friendly street is an opportunity to ‘green’ a street through the installation of ‘rain gardens’ to more effectively manage stormwater, as well as upgraded landscaping.
Pedestrian and Bicycle Plan June 2012 5-16
Infrastructure Component
Designing a bike friendly street is a community exercise designed to bring together the neighborhoods involved and the city in a ‘bottom-up’ exercise. Expertise is also needed from traffic engineers and, as needed, the planning profession.
Implementation Notes The implementation of the bike friendly streets will occur over time and require close coordination with the neighborhoods and the neighbors who live along them. Under the leadership of the Streets and Transportation Committee, special neighborhood committees would be established to work on each bike friendly street. In addition, the City should retain the services of a traffic engineer, licensed in Delaware, with knowledge of what makes a street bike friendly and traffic calming and establish an ‘on-call’ contractual relationship.
The Streets and Transportation Committee could either solicit neighborhoods or wait for petitions from individual neighborhoods and then, begin to work with each neighborhood as time and resources permit. The consulting traffic engineer would collect volume data for vehicles, bicycles and pedestrians, traffic speed data, origin-destination data if applicable, measurements documenting the physical characteristics of the street and prepare a short report on who uses the street, how it is used and the opportunities and challenges faced by the neighbors. In short, determine if current vehicle operating characteristics are acceptable for a street designated as a bike friendly street. If actions need to be taken to calm traffic, the traffic engineer would identify the available strategies for review by the neighborhood committees.
Typical challenges that would be identified are vehicle speeds, vehicle volumes, cut-through traffic or a combination of the challenges. With the challenges quantified, the neighborhood committee would be convened to review the traffic engineer’s report and develop a path forward. With the committee, the first order of business would be to address the challenges with traffic calming strategies specific to the street. Strategies such as speed humps and bulb-outs to address vehicular speeds and traffic diverters to address cut through traffic would be examined.
With the traffic calmed, attention would be turned to implementing the elements of the bike friendly street. Such elements would include as applicable:
SHARROW pavement markings Special signing to indicate that the street is bicycle friendly Other traffic signing as needed to ensure safety Bicycle lanes if sufficient width exists (bicycle lanes also tend to reduce traffic speed) Improved pedestrian crosswalks as bike friendly streets sometimes attract more pedestrians
Pedestrian and Bicycle Plan June 2012 5-17 Infrastructure Component
BICYCLE PARKING STATIONS Currently, the City of Rehoboth Beach dispatches bike racks to accommodate the magnitude and location of bicycle parking demand. Many times, however, the City’s efforts are simply overwhelmed by the demand for bicycle parking during the summer, especially in the downtown area and at street access points along the Boardwalk. Bicycle parking is currently located on the sidewalk where space exists.
Analysis of crash data has led to the conclusion that bicycles should be discouraged from using Rehoboth Avenue. The crash analysis also identified that in the Bicycle parking space at the boardwalk end of downtown area, when parking is permitted right up to Rehoboth Avenue is always in high demand in the the crosswalk at the corner, crashes increase. As a summer. By establishing bike parking stations off safety issue, that last space should be removed to the ‘Avenue’, bicycles will be less prone to congregate on the ‘Avenue’. increase intersection sight distance. In the place of a parking space, a bicycle parking station could be established instead. Since bicycles do not block the line of sight, intersection safety would be improved.
Figure 5.4 shows the proposed bicycle parking stations.
Unique design that limits access to the sidewalk side
Simple on-street design of a parking station
Pedestrian and Bicycle Plan June 2012 5-18 Infrastructure Component
Bike Friendly Street
Figure 5.4 – Bicycle Parking Stations
Pedestrian and Bicycle Plan June 2012 5-19 Infrastructure Component
Tucson, Arizona has a location very similar to First Street north of Rehoboth Avenue. The first picture illustrates the existing conditions on First Street. Note the narrow sidewalks and the parking lane. Allocating one space in a manner similar to what the City of Tucson, Arizona has done in the artist’s conception below would be one way to encourage bicyclists to park their bikes at a convenient location off of the Avenue.
Implementation Notes Prior to installing bicycle parking stations, the City First Street carries a significant amount of traffic should investigate the potential of a standard design and bicycles, and looks like the Tucson example. as part of it branding initiative. In addition, the City should consider involving the private sector in ‘adopting’ some or all of the parking stations in exchange for permitting advertising in conformance with the design selected by the city.
It is recommended that the first stations be located in the city parks and at locations along the boardwalk where it intersects with the Bike Friendly Street Network. In the downtown area, the location of the on- street parking stations should be subject to a process that balances the demand for parking, the impact on the parking supply, and safety. To appropriately locate parking stations, the Streets and Transportation Committee should coordinate with the Police and the City Manager.
Another key issue in the downtown area is permitting local businesses to provide bicycle parking in the public rights of way – e.g., on the sidewalk in front of their business or in a close-by on-street parking space – should be addressed. An analogous situation would be to erect posts which bicycles could attach to.
Given that some businesses attract a significant number of customers on bicycle, a policy should be Artist’s conception: Before and after in Tucson, established to permit bicycle parking if certain Arizona. Note the simple design that enables bikes to conditions are present such as: access the station from either the sidewalk side or the street side.
Pedestrian and Bicycle Plan June 2012 5-20 Infrastructure Component
Sufficient sidewalk space for walking or other activities that the City deems in the public interest such as sidewalk cafes Sufficient property frontage Demand for bicycle parking in the specific block in question is sufficient A maintenance agreement with the owner is in place The lost revenue is recovered through permit fees and/or other means
LOCATION SPECIFIC BICYCLE INFRASTRUCTURE IMPROVEMENTS The improvements recommended for the bicycle network are grouped by the streets and links shown in Figure 5.5.
The improvement locations are noted below:
1. Rehoboth Avenue Gateway 2. Northern Gateway 3. Connecting Schoolvue and Country Club Estates 4. Southern Gateway and Lake Drive 5. King Charles Avenue 6. First and Second Streets
Each improvement is designed to be part of a neighborhood plan designed to implement the Bike Friendly Street Network.
Pedestrian and Bicycle Plan June 2012 5-21 Infrastructure Component
Bike Friendly Street
6
Figure 5.5 – Location Specific Bicycle Infrastructure Improvements
Pedestrian and Bicycle Plan June 2012 5-22 Infrastructure Component
1. REHOBOTH AVENUE GATEWAY The Rehoboth Avenue Gateway is a confluence of a series of municipal, state and county initiatives.
Figure 5.6 – Rehoboth Avenue Gateway Improvements
Figure 5.6 shows the initiatives and key links that the Rehoboth Avenue Gateway connects with. First and foremost, it begins the system of trails and bike friendly streets that provide a safe and low traffic route to Downtown Rehoboth via a safe and convenient route – not via Rehoboth Avenue. It also links the popular Junction and Breakwater Trail that begins just outside the city limits to the west and begins the connection to the Gordon’s Pond Trail to the northeast via Henlopen Avenue. A key link in both the routing to the downtown area and to Gordon’s Pond Trail is a short bicycle trail through Grove Park connecting Rehoboth Avenue to Grove Street and Henlopen Avenue.
Importantly, with many bicyclists originating their bicycle trips on the west side of Route 1, it links to the proposed bicycle lane slated to travel westward on Rehoboth Avenue, via the Service Road
Pedestrian and Bicycle Plan June 2012 5-23 Infrastructure Component
and across Route 1 at the intersection of Shuttle Road and Route 1, with recommendations for improvements that will make it bicycle and pedestrian friendly9.
The neighborhoods south of Rehoboth Avenue have a difficult time crossing Rehoboth Avenue with the only connection at the ‘Circle’. While designed as a modern roundabout intersection, the circle has proven difficult for bicyclists to maneuver through. Many families walk their bicycles on the pedestrian paths while the more experienced stay in the travel lanes. Regardless, in the street level interviews and at the public workshop, the public responded that navigating the Circle is difficult at best for bicyclists and pedestrians.
A potential new trailhead for the Junction and Breakwater Trail on the old Suburban Propane property as an effort to bring the trail as close as practical to Rehoboth has been suggested and a new water taxi service along the Rehoboth-Lewes Canal with a station stop behind the Rehoboth Museum is under active consideration by the City.
Finally, the drawbridge bridge over the canal has a steel grate bridge deck. This type of deck is not easy for bicyclists to navigate, particularly in wet weather when wet steel becomes extremely slippery. As a result, DelDOT ended the bicycle lane on the west side of the An example of a bicycle friendly bridge deck. bridge and many bicyclists ride their bicycles on the sidewalk of the bridge.
The existing bridge deck can be made bicycle friendly using a product that is becoming widely available and has proven to be bicycle friendly. Depending upon the manufacturer and
Existing Rehoboth Avenue Proposed Bicycle Improvements
Figure 5.7 – Proposed Bicycle Lane for Rehoboth Avenue between Church Street and Grove Park/Canal Street
9 A companion study, also funded through Greenhouse Gas Reduction Funds, is the Coastal Sussex Interconnectivity Study. This study has identified a series of improvements designed to improve connections to the trail from the west side of Route 1, the Lewes area and from Rehoboth Beach.
Pedestrian and Bicycle Plan June 2012 5-24 Infrastructure Component specifications, the bicycle friendly bridge deck can either be bolted to or welded on top of the existing bridge deck.
The proposed improvement stripes Rehoboth Avenue with continuous bicycle lanes between Church Street and Canal Street. Sufficient width exists to narrow the travel lanes across the bridge over the canal and continue to the Canal Street intersection across from Grove Park as shown in Figure 5.7.
Figure 5.8 illustrates the proposed configuration of the Intersection of Rehoboth Avenue and Canal Street. As shown in the Figure, the bicycle lane on each side of Rehoboth Avenue as it crosses the Canal Bridge into the City ends at the Canal Street intersection with a bicycle crossing of Rehoboth Avenue to connect Canal Street, a bike friendly street, with Grove Park and points west along Rehoboth Avenue such as the Junction and Breakwater Trail and its potential trailhead. The bicycle
Figure 5.8 – Intersection Detail: Canal Street and Rehoboth Avenue at Grove Park crossing also connects to the proposed station for the water taxi behind the museum.
Currently, DelDOT prohibits left turns from Canal Street to westbound Rehoboth Avenue. The proposed intersection configuration continues that prohibition and, to reduce the conflicts with bicycles crossing to Grove Park or to the westbound bicycle lane, a raised median is proposed to permit only bicycles to cross Rehoboth Avenue. Vehicles desiring to access the westbound lanes of Rehoboth Avenue can do so at the Circle via Grove Street. Finally, to inform motorists on Rehoboth Avenue that there is a bicycle crossing at Canal Street, an overhead trail crossing sign is proposed.
The proposed Grove Park Trail is a critical link in the bicycle network as it enables bicycles to completely bypass the Rehoboth Avenue Circle and Rehoboth Avenue using Sussex and Kent
Pedestrian and Bicycle Plan June 2012 5-25 Infrastructure Component
Streets, Maryland and Olive Avenues to ride to the downtown area and connect directly to Henlopen Avenue to travel to Cape Henlopen State Park and the Gordon’s Pond Trail.
Implementation Notes It is recommended that the Rehoboth Avenue Gateway improvements be coordinated with the sponsors of the proposed water taxi service, the Lewes-Rehoboth Canal Improvement Association; DNREC and DelDOT, the management entities of the Junction and Breakwater Trail; DelDOT for the on-street improvements along Rehoboth Avenue; the Rehoboth Beach Historical Society, operator of the Rehoboth Beach Museum; and the Rehoboth Beach-Dewey Beach Chamber of Commerce, operators of the Visitors Center.
2. NORTHERN GATEWAY The Northern Gateway links the Pines Neighborhood, Deauville and Oak Street Beaches, Cape Henlopen State Park and the Gordon’s Pond Trail together. Bike Friendly Streets linking to the
See Alternativ es for Surf Avenue
To Grove Park and Junction Legend Bike Friendly Street and Bike Lane Breakwat Shared Lane
Figure 5.9 – Northern Gateway
Pedestrian and Bicycle Plan June 2012 5-26 Infrastructure Component
Northern Gateway include:
Henlopen Avenue – connecting to the Rehoboth Avenue Gateway Oak Avenue – linking to Gerar Park and Sussex/Kent Bike Friendly Streets The Downtown Area and south via the Oak Avenue/North First Street Bike Friendly Streets
Figure 5.9 illustrates the Northern Gateway.
During the high season, the Oak Street and Deauville beaches are quite crowded and there are many bicyclists using Surf Avenue and the Bicyclists riding along Surf Avenue. Note that parking is permitted by permit along both sides of Surf Avenue on shoulders that are poorly paved. other connecting streets. Additionally, with cars parking on Surf Avenue and the intersecting streets as well as pedestrians walking to and from the breaches, there are many conflicts between the modes.
Two on-street improvement options have been developed for consideration. The first option is shown in Figure 5.10 and calls for a two-way bicycle lane on the ocean side of Surf Avenue between Ocean Drive and Oak Avenue. As shown in the figure, a seven foot parking lane is retained along the land side of Surf Avenue. To achieve the two way bicycle lane, existing Surf Avenue must be widened between five and 10 feet as required to repair Figure 5.10 -- Two-way bicycle lane option between the existing shoulder pavement and provide Ocean Drive and Oak Avenue five feet of new paving for the10 foot lane. The existing pedestrian crosswalks would be continued across the bicycle lane at the current locations.
The second option is a bicycle lane on each side. Shown in Figure 5.11, this option maintains the existing paved cross section but requires the repair of the shoulder/parking lane on each side to provide a safe riding surface for bicyclists. This option eliminates the permit parking between Ocean Drive and Oak Avenue, requiring beach goers to park further in on the intersecting streets.
Pedestrian and Bicycle Plan June 2012 5-27 Infrastructure Component
Implementation Notes Because there are two options available for consideration for the Northern Gateway Improvements, the first step is to choose the preferred option. This requires coordination between the City and DelDOT. This step in the implementation process should be led by the City given the place the Northern Gateway holds in the day to day life of the City. It is a key transportation and recreation node in the City’s network. Recently, in preparation for the next high season, City personnel striped pedestrian crosswalks across Surf Avenue as part of the City’s crosswalk program. Figure 5.11 -- Improvement option to provide a bicycle lane on each side of Lake Avenue between Ocean Drive Issues to be considered in choosing the most and Oak Avenue appropriate option include the availability of replacement parking, the cost of the additional pavement, and compatibility with pedestrian crossings to and from the beaches and into the neighborhoods.
An interim improvement would be the installation of SHARROWS on Surf Avenue but at the end of the day, it is important that the Northern Gateway improvements be installed to be ready for the opening of the Oak Avenue and Henlopen Avenue Bicycle Boulevards.
3. CONNECTING SCHOOLVUE TO COUNTRY CLUB ESTATES The lack of an acceptable bicycle connection between Schoolvue and Country Club Estates was the third highest rated challenge brought forward by the public at the first public workshop. Currently, the there is a bridge connecting the two neighborhoods but it is only 5 feet wide and not suitable for bicycles. Bicyclists not using the bridge to travel to the rest of the City must use State Road, a facility that is unfriendly to bicycles. Additionally, on the Schoolvue side of the bridge is the Rehoboth Elementary School. Recently, the sidewalks between the school and the bridge were replaced as part of the Safe Routes to School Program. The sidewalks constructed were simply not designed for bicycles and shouldn’t be used by bicyclists due to the width and the fact that the sidewalks were designed to connect the school building to the play fields and to the bridge The ‘Turtle Bridge’ connects Schoolvue and to enable the students to walk to school. Country Club Estates but the bridge was designed exclusively for pedestrians.
Pedestrian and Bicycle Plan June 2012 5-28 Infrastructure Component
Simply put, a new bicycle connection is needed. Figure 5.12 shows the nearby bike friendly streets of Stockley Street and Stockley Street Extended. Skirting school property and connecting to Stockley Street through Stockley Street Park, bicyclists can travel on a trail between the two neighborhoods.
Figure 5.12 – Proposed Connection between Schoolvue and Country Club Estates
Figures 5.13 and 5.14 illustrate the typical section for the proposed trail. The basic trail would be
Figure 5.13 – Proposed trail on structure
Pedestrian and Bicycle Plan June 2012 5-29 Infrastructure Component
10 feet wide with two foot wide shoulders on each side, paved on the structure and grass on grade.
Figure 5.14 – Proposed trail on grade
There is a growing industry of manufacturers of pre-engineered structures designed for crossings such as is proposed for the Schoolvue-Country Club Estates Connection. Figure 5.15 shows three examples of such structures:
Fiberglass truss Aluminum truss Alapocas Run State Park Location: Fairfax, VA Lancaster Country Club, Wilmington, DE Span: 55’ Lancaster, PA Span: 120’ Steel truss, Span: 110’
Figure 5.15 – Engineered bicycle structures
Implementation Notes Because the proposed structure which will have a span of 150 feet, this is a costly project and will need additional time to be implemented as funding is secured. Until funding is secured and design and construction occurs, an interim action can be taken by the City Commission. An ordinance requiring bicycles to walk their bicycles across the existing Turtle Bridge would allow pedestrians and bicyclists to co-exist.
The proposed trail and structure is within a city owned park and in a city street right of way. The City should be the entity to progress this project. Once into the design phase, the engineers should work with the structure manufacturers to identify the most attractive and economical structure.
Pedestrian and Bicycle Plan June 2012 5-30 Infrastructure Component
4. SOUTHERN GATEWAY AND LAKE DRIVE The Southern Gateway with Silver Lake and the park surrounding it represent one of the most picturesque sections of the City of Rehoboth Beach. From the birds to the flowers and shrubs to the iconic gazebos, people are attracted to it, many of them on bicycles. There are three components to the Southern Gateway: The bridge carrying Bayard Avenue over Silver Lake into Dewey Beach, Lake Drive between Scarborough Avenue and Bayard Avenue and Lake Drive between King Charles Note the tight travel lanes between the landscaped median and the parking lane on Bayard Avenue Avenue and Bayard Avenue.
Bayard Avenue is not bicycle friendly. It is a divided street with one 10 foot lane in each direction and parallel parking on both sides. There is a landscaped median that contains left turn pockets. Carrying the second highest traffic volumes in the City, it is an unforgiving environment for bicycling. This places more emphasis on two streets that are parallel to The narrow travel lanes and the lack of ADA compliant sidewalks make the bridge over Silver Lake Bayard Avenue: Scarborough Avenue to the pedestrian and bicycle unfriendly. west and King Charles Avenue to the east, both of which are bicycle friendly streets. A connection from those two streets is needed to connect to Bayard Avenue and Dewey Beach. Still, the Bayard Avenue Bridge over Silver Lake is also not bicycle – or pedestrian – friendly.
The ultimate solution to this situation is a new bridge that is ADA compliant and provides lanes for bicycles and sidewalks for pedestrians in both directions. Such a structure would have a cartway width of 36 feet, providing two 12 foot lanes for motorized vehicle traffic and two six foot bicycle lanes, one in each direction. There would also be sidewalks of six feet on each side of the bridge. In short, the structure would have a parapet The sidewalk is only three feet wide. to parapet width of 48 feet. An example of a similar structure would be the structure carrying First Street over Gerar Lake.
Figure 5.16 shows an interim improvement that can be completed relatively quickly.
Pedestrian and Bicycle Plan June 2012 5-31 Infrastructure Component
Existing Conditions Proposed Interim Improvement
Figure 5.16– Comparison of the existing cross section on the left with the interim improvement cross section on the right
As shown in the figure, by removing the sidewalk on one side of the bridge and widening the sidewalk on the other side to six feet, an interim sidewalk minimally compliant with ADA requirements can be established. Additionally, SHARROWS should be placed on the bridge deck to warn motorists of the potential presence of bicycles and to remind them to be courteous.
There are two sections of Lake Drive. The first, shown in Figure 5.17is between Scarborough
Figure 5.17 – Lake Drive between Scarborough Avenue and Bayard Avenue. Avenue, a bike friendly street, and Bayard Avenue and the second is between King Charles Avenue, also a bike friendly street, and Bayard Avenue. In the block between Scarborough Avenue and Bayard Avenue, Lake Drive varies in width between 19 feet and 29 feet. Circled in red on Figure 5.17, is the section of Lake Drive less than 25 feet in width.
Figure 5.18 illustrates the existing cross section of Lake Drive and the proposed cross section of Lake Drive in this block. As shown, the travel lane and the bicycle lane would be striped for a minimum of 10 feet and 8 feet, respectively.
Pedestrian and Bicycle Plan June 2012 5-32 Infrastructure Component
Existing Conditions Proposed Improvements
Figure 5.18 -- Comparison of the existing cross section on the left with the proposed two-way bicycle lane on the right.
The second section of Lake Drive is between King Charles Avenue and Bayard Avenue, shown in Figure 5.19. In this section, the cross section is a constant 25 feet in width. Figure 5.20 illustrates
Figure 5.19– Lake Drive between King Charles Avenue and Bayard Avenue
Existing Conditions Proposed Improvements
Figure 5.20-- Comparison of the existing cross section on the left with the proposed two-way bicycle lane on the right.
Pedestrian and Bicycle Plan June 2012 5-33 Infrastructure Component the typical section of Lake Drive between Bayard Avenue and King Charles Avenue.
Lake Drive is a bike friendly street. In the past, there has been a speeding issue brought forward by the neighbors resulting in the installation of a speed hump. The re-striping for the two way bicycle lane should maintain a high degree of speed control as the travel lane is reduced in width to 10 feet.
Implementation Notes There are three parts to this improvement – the Bayard Avenue Bridge over Silver Lake and the two sections of Lake Drive. Lake Drive is an improvement that could be implemented with the involvement and approval of the neighborhood. The amount of widening on Lake Drive near Scarborough Avenue is relatively minor but would need to be a City-sponsored project due to federal and state rules regarding roadway improvements in parks. Parking demand along that section of Lake Drive may point to widening as the preferable solution.
The Bayard Avenue Bridge over Silver Lake should be replaced in its entirety with a pedestrian and bicycle friendly structure by the owner of the structure, DelDOT. However, as a short term improvement, DelDOT should construct the temporary sidewalk as previously described. The City should coordinate with DelDOT relative to the interim bridge improvement and the ultimate improvement.
5. KING CHARLES AVENUE King Charles Avenue extends from Laurel Street at its northern terminus to Lake Drive at its southern end. It is 60 feet wide, curb to curb. Between Laurel Street and New Castle Street, there is angle parking on both sides of the street. South of New Castle Street there is parallel parking on both sides of the street. Figure 5.21 illustrates the existing conditions on King Charles Avenue.
Given the width of the street, it is possible to examine a series of alternatives. The Figure 5.21 – Illustrates the existing conditions on King alternatives examined are: Charles Avenue. The diagram at the top extends between Laurel Street and New castle Street and the diagram at the Retain the existing parking bottom extends between new castle Street and Lake Drive patterns, adding bicycle lanes in the southern portion with SHARROWS in the northern portion: or, Create bicycle lanes the entire length to the right of the travel lanes
Retaining the existing parking patterns permits shared lanes between Laurel Street and New Castle Street as shown in Figure 5.22 and Figure 5.23 shows the section between New Castle Street and
Pedestrian and Bicycle Plan June 2012 5-34 Infrastructure Component
Lake Drive. While the separate configurations are possible, the lengths are too short to be a realistic solution.
With angle parking located on one side of the street with parallel parking on the other, it is possible to provide a bicycle lane the entire length of King Charles Avenue. As shown in Figure 5.24, one way bicycle lanes are established to the right of each travel lane. The bicycle lane adjacent to the angle Figure 5.22– Shared lane option Figure 5.23 – Potential bicycle lanes between Laurel Street and New between New Castle Street and Lake parking is offset from the back Castle Street Drive of the angle parking by five feet to provide a buffer that enables a vehicle backing up a better chance to see a bicyclist and a bicyclist additional time to evade a backing vehicle. It should also be noted that the angle parking works equally well if placed on the opposite side of the street and that this parking plan actually increases the number of on-street parking spaces.
SHARROWS should be installed on the curve to First Street. Further, either striped or curbed bulb outs should be considered to reduce the distance a pedestrian must travel to cross King Charles Avenue. Figure 5.24 – One-way bicycle lane option Implementation Notes The presence of bicycle lanes provides a measure of traffic calming and organization to a very wide street. King Charles Avenue provides a connection between the downtown area and Dewey Beach. As such, it should see a significant amount of bicycle traffic. It also has independent utility and doesn’t depend upon any other bicycle improvement to be effective.
6. FIRST AND SECOND STREETS The downtown area was the scene of the majority of pedestrian and bicycle crashes in the City. It is congested as the limited street space is allocated only to travel lanes and parking lanes and the amount of parking is maximized to accommodate the demands of an active and vibrant town center. Bicycles must share all traffic lanes with motor vehicles. In the north-south direction, First and Second Streets share the travel demand, Second Street connecting with Bayard Avenue to the south and First Street to King Charles Avenue also to the south. To the north, First Street connects to Lake Avenue, Surf Avenue and the Northern Gateway.
Pedestrian and Bicycle Plan June 2012 5-35 Infrastructure Component
At 33 feet wide, with parking and turning lanes, a bicycle lane is not possible. However, an improvement that could prove a significant benefit in directing bicycles through the downtown area is the strategic placement of SHARROWS. Figures 5.25 and 5.26 illustrate how SHARROWS might be placed both north of Rehoboth Avenue and south of Figure 5.25 – Second Street at Figure 5.26 – Second Street Christian Street and Delaware north of Rehoboth Avenue Rehoboth Avenue at the complex Avenue intersection of Second Street, Christian Street and Delaware Avenue.
First Street with parking along both sides of the street and two travel lanes is also a candidate for SHARROWS. Figure 5.27 illustrates how SHARROWS would be placed on First Street. Typically, a SHARROW would be placed at the beginning of the block in the entering direction.
Implementation Notes First and Second Streets represent a major feeder route into and through the downtown area. In striking the proper balance between the competing needs of automobile, bicycle and pedestrian traffic, it was decided to retain the existing street traffic patterns and raise the visibility of bicycle traffic through signing and the SHARROW pavement markings. Should the recommended improvements not prove sufficient, more intrusive improvements may be indicated. However, it is also important to understand that the more intrusive improvements such as parking removals to permit the striping of bicycle lanes or a one way street pattern to permit the retention of all parking spaces require a significant level of study to quantify the impacts to businesses, the parking supply, and traffic flow. Such an Figure 5.27 –This block of First analysis is required so that the balance of impacts, costs and benefits Street south of Rehoboth Avenue is typical throughout the can be properly weighed. downtown area. The implementation of SHARROWS and bicycle route signing should occur as one of the first orders of business given the urgency of the crash patterns.
PEDESTRIAN INFRASTRUCTURE IMPROVEMENTS Pedestrian difficulties that can be addressed by infrastructure improvements are concentrated within the downtown area and along Rehoboth Avenue. Infrastructure-related difficulties were
Pedestrian and Bicycle Plan June 2012 5-36 Infrastructure Component also noted on State Road. Figure 5.28 illustrates the location of improvements that focus on pedestrians.
Types of Improvements: Rehoboth Beach Pedestrian Improvements Locations 1. Increase corner
clearance 2. Rehoboth Avenue Bike Friendly Street Pedestrian Improvements 3. State Road Crosswalk
Improvements
Figure 5.28 – Pedestrian Infrastructure Improvement Locations
1. INCREASE CORNER CLEARANCE The City of Rehoboth Beach generates a significant amount of parking revenue from its parking meters. To maximize the opportunity to capture this revenue, many intersections, particularly within the downtown area, permit metered parking to occur within the intersection sight distance triangle as shown in Figure 5.29. This has resulted in intersection crash clusters that could be mitigated by increasing corner clearance. The Plan recommends bicycle parking stations to be located within the downtown area, with some being considered for on-street locations due to
Pedestrian and Bicycle Plan June 2012 5-37 Infrastructure Component
insufficient room on sidewalks or at other locations within the public right of way. As noted, a logical location for a parking station could be the first parking space from the intersection. Switching a parking space to a bicycle parking station would increase sight distance for pedestrians and vehicles as parking stations typically do not block sight distance to the extent a parked vehicle does.
These cars are parked too close to the intersection. They limit sight distance for vehicles, bicycles and pedestrians. Removal of one space adds 20 additional feet of sight distance, sufficient for low speed traffic. Note that the white truck in the photo on the right is parked legally.
Figure 5.29 -- Corner clearance analysis
Implementation Notes See the Parking Station section.
2. REHOBOTH AVENUE PEDESTRIAN IMPROVEMENTS There are two pedestrian issues related to Rehoboth Avenue. First is the spacing of the crosswalks and the second is the accessibility of the median parking islands via pedestrian crosswalks. The issues are related and can be addressed together.
Pedestrian and Bicycle Plan June 2012 5-38 Infrastructure Component
In a city, a good rule of thumb is to provide pedestrians an opportunity to cross a street at about 500 foot intervals. As can be seen in the figure, except for two blocks, the spacing of crosswalks is less than 500 feet. These blocks, between Fifth Street/State Road and Scarborough Avenue/Christian Street, and between Second and First Streets, have crosswalk spacing of 1,011 feet and 772 feet, respectively as shown in Figure 5.30.
506 1,011 446 441 772
Figure 5.30 – Existing crosswalk spacing along Rehoboth Avenue.
The second issue is accessibility to the median parking areas from the sidewalks. The following three figures illustrate the missing crosswalks to the center parking islands. Figure 5.31 illustrates the section of Rehoboth Avenue between Fifth Street/State Street and Scarborough Street/Christian Street. As can be seen in the figure, the only crosswalks are at both intersections but there are no crosswalks to the two median islands.
Figure 5.31 – Rehoboth Avenue between Fifth Street/State Street and Scarborough Avenue/Christian Street. Note the lack of sidewalks to the two median parking islands. The situation is no different between Scarborough Avenue/Christian Street and Second Avenue. This block includes City Hall and the Convention Center. It is also the beginning of the concentrated downtown business area. Yet, as shown in Figure 5.32, there is only one marked crossing to each of the median parking areas.
Pedestrian and Bicycle Plan June 2012 5-39 Infrastructure Component
Figure 5.32 – Rehoboth Avenue between Scarborough Avenue/Christian Street and Second Street. Marked crosswalk access to the change machine is only available from the eastern parking island. Note that these areas are parked full in the photograph. As a result, pedestrians must walk up to half the length of the block to access a marked crosswalk. Additionally, there is a change kiosk located at the mid-block crossing. Parkers in the western island do not have a marked crosswalk to the change machine.
In the block from Second Street to First Street, there are three median parking islands as shown in Figure 5.33. Each is connected to the other by a marked crosswalk but there are no midblock crosswalks to the sidewalks which are the destination of the people who parked in the median area.
Figure 5.33 – Rehoboth Avenue from Second Street to First Street. Folks parked in the median must walk the block in the middle to access a crosswalk to the sidewalk. Between First Avenue and the Bandstand, shown in Figure 5.34, there is a marked crosswalk between the median parking area and the south sidewalk on Rehoboth Avenue but no crossing to the north side. To access the north side, a pedestrian must walk to First Street and then cross.
Figure 5.34 – Rehoboth Avenue from First Street to the Bandstand. Note that there is a midblock crosswalk to the south sidewalk but not to the north sidewalk. Because of the demand for parking, and the revenue that it generates, a solution was developed that does not eliminate any parking spaces along Rehoboth Avenue or in the median parking areas. Figure 5.35 illustrates the location of the additional crosswalks.
Pedestrian and Bicycle Plan June 2012 5-40 Infrastructure Component
Fifth Street/State Road to Scarborough Avenue/Christian Street
Scarborough Avenue/Christian Street to Second Street
Second Street to First Street
First Street to the Bandstand
Figure 5.35 -- Proposed crosswalks between the sidewalk area and the median parking islands.
Pedestrian and Bicycle Plan June 2012 5-41 Infrastructure Component
The design of the existing crosswalks include ornamental pavement and are typically wide and connected to a ‘bulb-out’. While it would be an attractive improvement to continue with that design, implementation would cause the loss of as many as two parking spaces for each crosswalk across Rehoboth Avenue. To eliminate the loss of parking spaces, each proposed crosswalk connects to a location that doesn’t have parking. Further due to the tightness of the space each connects to, a narrower design is required. Currently, the City has been striping ‘ladder style’crosswalks throughout the city. It is proposed to utilize this design and stripe the crosswalks using a more permanent material such as thermoplastic as opposed to traffic paint.
Implementation notes: Figure 5.36 – Ladder style The implementation of the additional crosswalks on Rehoboth Avenue requires Crosswalk the approval of DelDOT and, in this case, DelDOT should be the implementing agency. There are no pre-requisites to this recommendation.
Each of the crosswalks must also be ADA compliant and as such require the construction of curb ramps.
3. STATE ROAD PEDESTRIAN IMPROVEMENTS State Road carries the third highest traffic volumes in the City. The only facilities to accommodate pedestrians are along the east side of the roadway where a continuous sidewalk exists, except as State Road approaches Rehoboth Avenue. There is no sidewalk on the west side of the roadway. In this section of State Road, and as shown in Figure 5.37, there are two intersections: Canal Street/Hickman Street and Grove Street/Munson Street. Neither intersection has marked
Figure 5.37– Within the City, State Road has limited provisions for pedestrians.
pedestrian crosswalks. Further complicating matters is a slight vertical crest midway between the intersections that provides a sight distance obstruction eliminating the prospect of a midblock crosswalk as a mitigation.
While providing sidewalks on the west side and on Grove and Canal Streets is the ultimate solution, it is not realistic within the framework of this plan without assessing all property owners. Accordingly, a less intrusive solution is proposed which limits improvements to the two intersections. Figure 5.38 illustrates the proposed improvements.
Canal Street Grove Street
Pedestrian and Bicycle Plan June 2012 5-42 Infrastructure Component
Hickman Street Grove Street Street Figure 5.38 – Proposed crosswalk improvements for State Road at its intersection with Canal and Hickman Streets and its intersection with Grove and Munson Streets
Implementation Notes: This improvement requires that each crosswalk be ADA compliant. As such, on the Grove Street and Canal Street side of the crosswalks, an ADA compliant ‘landing pad’ should be constructed. Similarly, on the Munson and Hickman Street side of the crosswalks, ADA compliant handicap ramps are required.
As State Road is a state highway, DelDOT approval is required. It is also recommended that DelDOT become the implementing agency. There are no prerequisite improvements that must be implemented in advance of this improvement.
4. PEDESTRIAN HEAD START TRAFFIC SIGNALS Current Delaware law requires vehicles to yield to pedestrians in a marked crosswalk, including crosswalks at signalized intersections. In a busy downtown area, however, the facts on the ground are much different. At signalized intersections where there is heavy pedestrian crosswalk volumes, vehicles and pedestrians compete for space in the crosswalk with right turning vehicles. Traffic engineers have developed a strategy to shift the balance to pedestrians in the crosswalk by holding the right turning vehicles for a few seconds to give pedestrians a ‘head-start’ into the crosswalk before the right turning vehicles are permitted to move. Many cities across the country are adopting this strategy at intersections where the following conditions exist:
A separate right turn lane exists of sufficient length to hold right turning vehicles for an additional few seconds; and, Significant vehicle-pedestrian conflicts exist in the crosswalk that the right turning vehicles turn across.
Pedestrian and Bicycle Plan June 2012 5-43 Infrastructure Component
There are two signalized intersections in the downtown area of Rehoboth Beach: the intersection of First Street and Rehoboth Avenue and the intersection of Second Street and Rehoboth Avenue. This concept would work well for the southbound approach of First Street at Rehoboth Avenue, where there is a separate right turn lane. When the signal turns green for First Street, the right turn lane would still be faced with a red signal for a short time, delaying their entrance into the intersection so that pedestrians
The right turn lane located at the curb alongside the pink desiring to cross on the west crosswalk building would be held to give pedestrians a head start across Rehoboth Avenue could begin to crossing Rehoboth Avenue. cross without conflict. Motorists turning right would be less tempted to race to the crosswalk to beat pedestrians, thereby lessening the conflict and the potential of a vehicle/pedestrian crash.
Implementation Notes: The proposed traffic signal operation is permitted in Delaware. Although it is not currently in operation in the state, it has been considered for installation by DelDOT and could be considered for both signalized intersections should the other pedestrian improvements along Rehoboth Avenue not provide sufficient relief. A detailed traffic study would be required and modifications to the intersection traffic signals would be needed.
This improvement requires DelDOT approval.
5. PEDESTRIAN CROSSING WARNING SYSTEMS The City of Rehoboth Beach operates a crosswalk striping program in which crosswalks at both unsignalized intersections and midblock pedestrian crossings where sufficient demand exists are striped. In addition, this Plan has recommended additional midblock crossings. While in most cases, crosswalk markings are sufficient to provide adequate protection to pedestrians, at some locations, conditions may warrant additional protections. This section describes the additional protections that could be implemented as warranted.
The first method and least costly method is the use of ‘In-Street In-Street Pedestrian Crossing Pedestrian Crossing Signs. These are relatively inexpensive. They Signs are bolted to the pavement and designed that if struck by a vehicle,
Pedestrian and Bicycle Plan June 2012 5-44 Infrastructure Component
they bend away and return to the upright position without damage. They could be put out for the high season when the problem exists and taken down for the winter. However, because they are designed to be left in place on a year around basis, there may be additional steps required to remove or cover the anchor bolts.
Whitefish Bay, Wisconsin performed a before and after analysis of the effectiveness of In-Street Pedestrian Warning Signs. Table 5.3 illustrates the results. As shown in the table, upon installation, there was a jump in compliance from 6% before installation to 19% immediately Table 5.3 after installation. Effectiveness of In-Street Pedestrian Warning Signs Whitefish Bay, WI The true measure, however, is how the Observation Period Yield Rate Before Installation 6% improvement holds up over time. In the Immediately After Installation (Fall 2004) 19% case of Whitefish Bay, WI, the One Year After Installation (Fall 2005) 39% percentage of motorists yielding to pedestrians in the crosswalk increased to 39%, an increase of five and one half times over the ‘before’ condition.
The improvement noted in Whitefish Bay is one case of many. There may be cases where the installation of In-Street Pedestrian Warning Signs does not bring the expected improvement in yielding to pedestrians in a crosswalk and additional actions are warranted.
The next level of action would be the ‘rapidly flashing pedestrian warning signal’. This improvement consists of a standard pedestrian crossing sign and arrow on each side of the crosswalk as well as a rectangular series of LED lights that are very eye-catching.
Most installations are push-button activated with the pedestrian desiring to cross pushing the button and when the lights begin flashing, crosses the street. The length of time that the lights flash is based upon the time it takes a pedestrian to cross the street.
With the advances in camera technology and the development of image recognition software, push buttons can be eliminated in favor of video detection. This type of detection can recognize whether a pedestrian is ready to cross the street, just finished crossing the street or just passing by. Figure 5.39 illustrates the effectiveness of Two views of a Rapidly Flashing Pedestrian Warning Signal rapidly flashing pedestrian warning signals in St. Petersburg, Florida. As shown in the graph, the average
Pedestrian and Bicycle Plan June 2012 5-45 Infrastructure Component yielding percentage after installation ranges from a low of 75.7% to a high of 86%. The average yielding percentage is 82%.
Yielding Percentage Across Time 100.00% 90.00% 80.00% 70.00% 60.00% 50.00% 40.00% Percent Yielding 30.00% 20.00% 10.00% 0.00%
Figure 5.39-- Percent Yielding Across Time at Rapidly Flashing Pedestrian Warning Signals, St. Petersburg, FL
Implementation Notes: In-Street Pedestrian Warning Signs are approved for use in Delaware by DelDOT. However, on state highways, DelDOT’s approval is required and application must be made by the City with the City agreeing to certain specific conditions before approval is issued. Rapidly flashing pedestrian signals are a special application of an approved traffic control device so DelDOT approval is also required. Since they are an electrical device, DelDOT approval is required even on city owned streets.
As the Streets and Transportation Committee monitors traffic conditions around the City on a regular basis and crash and citation data is collected for this purpose by the Police, each year the data should be reviewed by the Committee and a determination made in conjunction with the Police Chief whether additional actions are warranted to protect pedestrians.
Pedestrian and Bicycle Plan June 2012 5-46 Education and Wayfinding
6. EDUCATION AND WAYFINDING An important strategy to improve bicycle and pedestrian safety and the attractiveness of the City as a resort is through an effective education and wayfinding strategy. Both education and wayfinding must be considered together because they are tightly intertwined. Currently, the only wayfinding in the City are a limited number of signs in the downtown area highlighting key shopping streets off the Avenue. There are currently no signs directed to bicyclists.
Wayfinding is a system of The City, particularly informational signing that through the Police guides people to destinations Department and its via the best route. officers on the street, provide a significant level of education through their enforcement duties. As a matter of policy and practice, they make every attempt to balance their enforcement duties with their obligation to educate. Simply put, if in the judgment of the officer on the scene, the behavior could be avoided with a warning and a leaflet, a citation is not issued. This practice is applied to pedestrians jaywalking, bicyclists riding on the sidewalk, bicyclists and motorists not yielding to one another and other minor infractions. The goal of the Police Department is to encourage proper behavior, not to issue citations, and do so in a way that visitors return to Rehoboth year after year.
The Education and Wayfinding Program is proposed to consist of the following elements:
SIGNING Special street name signs denoting the bike friendly streets Destination signing on local streets only as needed and accepted by the neighborhoods Figure 6.1 – Destination signing with map. Courtesy of Tucson, AZ
Pedestrian and Bicycle Plan June 2012 6-1 Education and Wayfinding
Destination signing with the Bike Friendly Street Network map at the following locations: o Silver Lake Park entering the City o Grove Park o Ocean Drive (near the parking lot) o Stockley Street Park o Bandstand (by the dolphin) Rules of the road signing o No-riding on sidewalks o Walk bikes on sidewalk o Share the Road signs Other signs would be specific to the application such as the site specific improvements or for the bike friendly streets.
EDUCATION The elements of the Educational Program consists of a multi-pronged approach designed to both encourage bicycling in a safe manner and provide enjoyment through readily available information and maps. Currently, there are initiatives to educate visitors, many of whom bicycle while in the City, about the ‘rules of the road’. A number of private initiatives are in place as well. Following is a summary of the current initiatives:
1. Bike-To-Go, a bicycle shop on Rehoboth Avenue publishes a map that includes lots of useful information for the bicyclist. It suggests bicycle rides to scenic and interesting sites and suggests the safest route to the sites. 2. The City of Rehoboth Beach publishes two leaflets as a public service. One, titled “Courtesy Notice to Our Visitors” is published each year and contains helpful hints for visitors so that they can better enjoy their stay in the City. Among its 12 hints is one that reminds cyclists to obey all Bike-To-Go, a bicycle shop The City publishes this Courtesy Notice that contains on Rehoboth Avenue, has helpful hints to help visitors enjoy their experience. vehicle published a free map for While it contains some bicycle information, it is not regulations, not to its customers that include directed at bicyclists. tips, tours and other ride on sidewalks helpful advice for cyclists.
Pedestrian and Bicycle Plan June 2012 6-2 Education and Wayfinding
and the hours cyclists can ride on the Boardwalk. It is distributed widely within the City. The second leaflet is targeted to Motorists, Pedestrians, Skateboarders, Skaters and Bicyclists. The purpose of the leaflet is to inform folks of safety regulations. It is distributed by Police at violation stops and is also available at other locations around the City. 3. State of Delaware is a national leader in the promotion of bicycling. The Department of Transportation (DelDOT) employs a full time Pedestrian and Bicycle Coordinator insuring that DelDOT maintains a strong focus on bicycling and pedestrians across the state and throughout the Department’s program, insuring that all projects and initiatives are bicycle and pedestrian friendly. 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." The Council works closely with DelDOT in moving its programs forward. In conjunction with DelDOT, the Council publishes a series of brochures covering the following topics: Cyclists Ahead Bicycle Manual For Kids The City Police distribute this leaflet Bicycle Safety Checklist at violation stops. It is also available Bike Checkpoint Schedule at other locations around the City. Delaware Bike Laws
A multi-lingual bicycle brochure is also published and distributed. The English version is shown on the following page.
Finally, Delaware’s Department of Environmental Conservation and Recreation (DNREC) works closely with DelDOT on trail and greenway development, sharing responsibilities as the state implements the First State Trails Plan.
Pedestrian and Bicycle Plan June 2012 6-3 Education and Wayfinding
DelDOT has a series of educational brochures directed at bicyclists. It is available in many languages, an advantage in Rehoboth Beach which attracts a significant number of foreign language speakers.
Pedestrian and Bicycle Plan June 2012 6-4 Education and Wayfinding
RECOMMENDED PROGRAM It is clear that a coordinated educational program is required. The program should have the following elements:
Regulatory and Advisory Signing Website Page Public Service Announcements City Ambassador Program Biking in Rehoboth Beach Map
A description of the recommended wayfinding and education program follows.
REGULATORY/ADVISORY SIGNING Review of the crash data and citation data reveals that a key issue is the use of sidewalks by bicyclists. The City prohibits bicycles on the sidewalks of the following streets at all times:
Rehoboth Avenue between Sixth Street and the Boardwalk. First Street from the south side of Virginia Avenue to the north side of Brooklyn Avenue.
On all other streets with adjoining sidewalks, no one 12 years of age or older may ride their bicycles on the sidewalks. Cities with similar regulations have used signs shown in Figure 6.2 for this purpose.
Implementation Notes: The city sign shop could make and post the signs shown in Figure 6.2 on a continuing basis at problem spots noted by the Police.
WEBSITE PAGE The City of Rehoboth Beach uses the city’s website to communicate to residents, businesses and visitors about items of official business and the many fun things to do in the City. It does not currently have a page dedicated to Figure 6.2 -- Two options informing of sidewalk bicycle restrictions bicycle transportation and walking. Given the high level of bicycling and walking in the City, there should be a web page that provides the following types of information:
Rules of the road and tips to make bicycling safe and fun for families. The bike friendly street network and how it can be identified through street name signing. Bicycling on the boardwalk.
Pedestrian and Bicycle Plan June 2012 6-5 Education and Wayfinding
Pavement markings used. Bicycle parking locations and regulations. Best routes to key destinations. Links to bicycling websites. Links to the city’s bicycle shops. Great bicycle rides for the family. Bicycle safety tips and maintenance tips. Contact information for police and emergency services. The Pedestrian and Bicycle Plan and other related documents.
This page should be open to direct linking by hotels, Rehoboth businesses, bike shops, bicycle organizations, visitor bureaus, and other groups. As such, while part of the City’s website, it is a standalone page that is a one-stop shop for everything related to bicycles in Rehoboth Beach.
Figure 6.3 illustrates the webpage for cycling in Minneapolis, MN.
Pedestrian and Bicycle Plan June 2012 6-6 Education and Wayfinding
Figure 6.3 – The City of Minneapolis, MN is considered one of the nations ‘gold standards’ for bicycling. This is their ‘Home Page’ for bicycling in the City. It provides key information and links to pages providing specialized information. It even contains a video of a public service announcement about safe bicycling.
Pedestrian and Bicycle Plan June 2012 6-7 Education and Wayfinding
PUBLIC SERVICE ANNOUNCEMENTS During the summer season, public service announcements (PSAs) made available to the local media and to the hotels could be used to inform the large number of visitors of safe bicycling and walking. As is done in many cities, the PSAs are placed on the city’s website.
Because Rehoboth Beach is a resort community, its needs are different than a city with a constant population with a consistent number of cyclists among the year-round population. The City would need to contract with a professional media firm familiar with Rehoboth Beach.
Given the number of bicycle shops and the number of businesses that cater to the visitors that cycle, the City could partner with these interests in the production of the PSA.
Implementation Notes: Once the partners are identified, raising the funds for the PSA could begin and it is also possible that federal safety funds (Section 402 Funds, the same program used by the Rehoboth Beach Police Department for equipment purchases) could be utilized.
CITY AMBASSADORS PROGRAM A number of American cities have established ambassador programs. These programs are designed to provide outreach and education encouraging people to bike more, walk more, and drive less. The ambassadors provide information, presentations, clinics, workshops, and instructional courses on biking and walking as a part of everyday trips. They also Philadelphia’s Bicycle Ambassadors assist others in developing bike and walk friendly events, businesses, and neighborhoods.
In the City of Rehoboth Beach, an ambassador program would provide services in the following program focus areas:
Youth and Visitor Education Community‐based Programming Chicago’s Bicycle Ambassadors
Pedestrian and Bicycle Plan June 2012 6-8 Education and Wayfinding
Foreign Worker Education Workplace Outreach Bicycle and Pedestrian Planning and Technical Assistance
The program and the target audience are tailored to the special needs of each city. For example, some cities target specific populations like adults and commuters. Others target children. In Rehoboth Beach, there is a need to target residents and visitors of all ages, as well as all modes of travel: bicyclists, pedestrians and motorists. Some programs participate in community and neighborhood events while others circulate around, speaking to folks about the benefits of safe cycling, walking and driving. The City Ambassador program could sponsor events like a bicycle rodeo and conduct classes in safe bicycling and walking.
Most of all, they would be an important presence on the streets of Rehoboth, augmenting the summer police. Most cities provide training and a uniform consisting of golf or T-shirts and helmets (for the times that they are on bicycles) so that they are readily identifiable. While they have no enforcement powers, they can engage the public on the street with safety tips and assistance.
The City Ambassador Program would be managed Rehoboth Beach Main Street. One of its functions would be to partner with the Cape Henlopen School District and in particular, the Rehoboth Elementary School to promote safe bicycling and safe walking practices. Visitors, especially young visitors, seeing good practices upon arrival would be much more likely to follow good safety practices.
Implementation Notes Annual costs for a city ambassador program vary widely and depending upon how the program is structured. For the purposes of this Plan, it is assumed that the ambassadors are all volunteers, there is a paid city employee assigned to the program on a part time basis and sponsors are recruited on a continuing basis. State College plans to recruit three volunteer ambassadors and plans to assign a part time staffer to the program. They estimate the cost of the program is about $21,000 the first year and have budgeted $6,000 in successive years.
Many programs solicit sponsorships from the community. In the case of Chicago, the program used Section 402 Safety Funds for part of its funding. Other sponsors included Illinois DOT (IDOT), several bicycle shops, a clothing manufacturer that supplied shirts, a bicycle lock maker, and others interested in serving the bicycle community, in addition to the City itself.
State College, PA is beginning a Bicycle Ambassador Program and is using a transportation enhancement grant and contributions from local businesses.
Pedestrian and Bicycle Plan June 2012 6-9 Education and Wayfinding
Each year the City of Chicago, IL issues a report on the accomplishments of the Bicycling Ambassadors Program. The 2010 Report is illustrated above. The Rehoboth Beach program would be smaller due to geography and population but more significant due to the summertime influx of visitors.
Pedestrian and Bicycle Plan June 2012 6-10 Education and Wayfinding
BIKING IN REHOBOTH BEACH MAP A bicycling map should be prepared similar to the map on the destination signs shown in Figure 6.1. The map should be foldable and widely available. In addition to showing key destinations, the bicycle network and bike friendly street network, it should show the bicycle parking stations. The back of the map should contain the ‘rules of the road’ for bicycles. Regional destinations and maps detailing how to bike to them should also be included. For example, there should be an insert showing the best routes to the Junction and Breakwater Trail, Gordon’s Pond Trail and Dewey Beach. There should be a list of bicycle shops and other resources for cyclists. Figure 6.4 shows the map for the 2012 season.
Implementation Notes:
It is recommended that the design and production of the Biking in Rehoboth Beach Map be contracted to an experienced professional cartography/design firm. While the City should take the lead, it should also work with the business community to potentially defray the cost of design and production of the map. It is anticipated that the elements of the Pedestrian and Bicycle Plan will be implemented over time. Accordingly, the Bicycling in Rehoboth Map will need to be re-published on a periodic basis as the Plan is implemented.
Pedestrian and Bicycle Plan June 2012 6-11 Education and Wayfinding
Figure 6.4 – Biking in Rehoboth Beach Map for the 2012 Season. It is recommended that the map be re- published periodically as significant parts of the Bicycle and Pedestrian infrastructure recommended in the Plan are implemented.
Pedestrian and Bicycle Plan June 2012 6-12 Funding and Implementation
7. FUNDING AND IMPLEMENTATION This chapter describes the cost of the City of Rehoboth Beach Pedestrian and Bicycle Plan and describes potential funding sources for each of the projects included in the Plan. To estimate the costs of the program, the elements of cost experienced by other programs were examined to develop unit costs for the various items of work. Then each project was reviewed to identify the work items required for implementation. Finally, because some of the projects need further development to be more accurately estimated, one of two approaches were followed. The first approach was to estimate the cost for the project with the available information and the second was to estimate the cost of a known length, such as the typical block length of a street, which would enable the City to use the cost of that section as a building block as the Pedestrian and Bicycle Plan is progressed.
Potential funding sources and responsibilities for each project are also described. In these challenging times, funding sources also change. Accordingly, as the City moves forward to implement the elements of the Plan, the potential funding sources should also be re-examined for applicability and whether new potential funding sources emerge.
COST ESTIMATE METHODOLOGY The engineering and construction costs used in the development of the implementation component of the City of Rehoboth Beach Pedestrian and Bicycle Plan are planning level; that is, they are based upon the experience of other jurisdictions and cover only the major items of work. They are not engineering estimates and as such are not based upon detailed construction plans. Such estimates will have to await further engineering activities which typically occur when the decision to implement a given improvement has been made. They are prepared using the best available data.
Additionally, many of the sources of unit cost data utilized data collected in recent years. To adjust the construction costs from the years that the data was collected to the present Figure 7.1 – Highway Construction Cost Index time, the graph shown in Figure 7.1 Source: Federal Highway Administration, Office of Highway Policy was utilized. Review of the graph, Information, "National Highway Construction Cost Index (NHCCI)" indicates that construction cost data
Pedestrian and Bicycle Plan June 2012 7-1 Funding and Implementation collected in 2003 would be increased by 8% to account for changes in construction costs to June 2011. On the other hand, construction cost data collected in June 2006 would be corrected downward by 40% to June 2011. The reasons for the variation in construction costs range from the overall performance of the economy to the level of competition for work to simply inflation. While the last several months in the graph show a slight up-tick in costs, it is not evident whether the spikes in 2006 and 2008 are aberrations that will not be repeated or a normal cost level with the costs of 2009 through 2011 being the aberration. Accordingly, cost data collected during the years that the index was above 1.2 were not be corrected and the data collected during the years that the index was below 1.2 were adjusted upward by 20%.
Several sources were utilized in the development of the unit costs. These sources include:
1. Transportation Research Board, NCHRP 7-14, Guidelines for Analysis of Investments in Bicycle Facilities. Final Report, Chapter 1, Estimating Bicycle Facility Costs, August 2005. This data was collected prior to 2005 and was corrected upwards by 20% 2. Metropolitan Transportation Commission Pedestrian Districts Study, San Francisco, CA, Pedestrian Districts Study, Generic Cost Estimating Tool, 2005. This data was corrected upwards by 20%. 3. Albemarle Comprehensive Pedestrian Plan, North Carolina DOT, 2007, Appendix E: Cost Estimates and Examples. These costs were not adjusted. 4. Vermont Agency of Transportation, Shared Use Paths and Sidewalk Unit Costs, 2006. These costs were not adjusted. 5. Easley Pedestrian and Bicycle Master Plan, Easley, South Carolina, 2008. These costs were not adjusted. 6. Santa Rosa Pedestrian and Bicycle Master Plan, Sonoma County California, 2010. These costs were adjusted upwards by 20%. Table A-1 in the Appendix reveals the results of the survey of unit prices as adjusted for each of the work items and the average of the adjusted unit prices which were used to develop the cost estimates.
When considering the project costs of the construction projects (non-programmatic costs), it is necessary to account for engineering, permitting, construction inspection and construction engineering costs. In addition, a contingency is included to account for items of cost unknown at this time. Contingencies that account for these costs vary between 20% and 55%, depending upon the size, complexity and type of project. For the purposes of the Pedestrian and Bicycle Plan, a contingency of 25% has been utilized. The cost estimates represent 2012 costs.
CONSULTING TRAFFIC ENGINEER Because the City is the lead agency for most of the projects and the lead for implementing the Bike Friendly Street Network, it is recommended that the City retain the services of a traffic engineer with the following qualifications:
Pedestrian and Bicycle Plan June 2012 7-2 Funding and Implementation
Licensed to practice engineering in the State of Delaware Experienced in the traffic conditions in a resort community like Rehoboth Beach Understands planning and engineering for bicycles and pedestrians Experience in the implementation of bicycle and pedestrian improvements not only in Delaware but in neighboring states.
It is recommended that the engagement would be on an ‘on-call, when and as directed basis’. The work would be authorized based upon a proposal for each assignment as accepted by the City. The typical assignment would be to engage with the Streets and Transportation Committee as it works with the neighborhoods to implement a Bike Friendly Street. It is estimated that the fee of the traffic engineer would be approximately $5,000 for the typical boulevard.
FUNDING SOURCES Traditionally, transportation improvements are funded using varying combinations of federal, state and local funding. However, in these economically challenging times, resources are not only dwindling but the funding classifications are also changing. In particular, at the federal level, the funding picture has been changing and the traditional classifications used to fund pedestrian and bicycle improvements may not be available or as readily available. Because the current transportation re-authorization legislation is not complete, it is difficult to predict whether the transportation enhancement program will survive or whether all transportation needs must compete for the same funding.
At the state level, the situation is more optimistic. In fact, Delaware is one of the leaders in supporting bicycling and pedestrian activities. The Fiscal Year 2012 Bond Bill includes five million dollars. A portion of this funding could be used to design and build the off road trail part of the plan (Grove Park Trail, the Junction and Breakwater Trailhead and the bicycle bridge across Silver Lake). The signage and pavement marking projects should be implemented over the next several years and as time and funding allows.
The projects eligible for federal funding such as the crosswalks, bicycle lanes and other higher cost on-street projects, the process begins by writing a letter to the Secretary of the Delaware Department of Transportation and describing the project desired as the program is administered within the Department of Transportation. If the Department chooses to use federal funding, the project must first be included in the statewide Capital Transportation Program (CTP) and the Sussex County’s Transportation Improvement Program (TIP). Several of the programs in the Plan could be funded through public/private partnerships. For example, the educational components of the program could also be a way of introducing visitors the joys of cycling and walking in the City and to the destinations accessible by cycling and walking just outside the City as well as the services provided to cyclists an pedestrians by the business partners.
Pedestrian and Bicycle Plan June 2012 7-3 Funding and Implementation
PROJECT COSTS Table 7.1 includes the cost estimates for each project and program of the City of Rehoboth Beach Pedestrian and Bicycle Plan.
Table 7.1 City of Rehoboth Beach Pedestrian and Bicycle Plan Cost Estimate of Improvements Project Description Cost Potential Funding Notes Sources Bike Friendly Bike Friendly Street $500 City Costs developed for a typical Street (each Network blocks include the block 500 feet in length. The block) following major items: cost of the traffic engineer, signing (assume 2 special $5,000.00) is not included. signs) and 2 SHARROW Speed humps represent 90% Markings) of the cost of each block. Bicycle Parking Bicycle rack either located $2,300 City Assumes one bicycle rack Stations (each on street or off street and and one sign on a paved area station) one sign indicating bicycle with no requirement for parking station additional paving. Rehoboth On-street bicycle lanes $368,000 DelDOT (on –street Includes the Grove Park Avenue Gateway along Rehoboth Avenue, improvements) Trail, trail connecting Canal Avenue Rehoboth DNREC (Trail, Hebron Avenue and Avenue Intersection trailhead) Rehoboth Avenue, bicycle improvements, bridge deck lanes and bridge deck plates. improvements and connecting trails. Northern Two alternatives have been $97,000 City (project also Cost assumes two way Gateway developed: one way and eligible for federal bicycle lane on Surf Avenue. two way bike lanes. highway funding Includes crossing of Surf through DelDOT Avenue and of Ocean Drive Southern Remove narrow sidewalks $152,000 DelDOT (Bridge Assumes widening of 180 Gateway on Bayard Avenue Bridge; costs) feet on Lake Drive install two way bike lanes City (Lake Drive) on Lake Drive. King Charles Install a two way bicycle $53,000 City Avenue lane and SHARROWS at the northern end. Install striped bulb outs. Downtown Area Install SHARROW Markings $12,200 City This improvement should be Bicycle monitored to determine its Improvements effectiveness prior to considering additional improvements. Head Start Permits pedestrians a head $19,000 DelDOT (Traffic) Requires DelDOT approval. Traffic Signal start across the west First Street and crosswalk across Rehoboth Rehoboth Avenue. Avenue Connecting Includes a trail connecting $388,000 DNREC (Bond Bill) This estimate assumes that Schoolvue to Stockley Street Extended to the bridge is a single span Country Club Stockley Street and the and the entire project is Estates bridge over Silver Lake within existing public right (120 foot span). of way.
Pedestrian and Bicycle Plan June 2012 7-4 Funding and Implementation
Project Description Cost Potential Funding Notes Sources Rehoboth Includes 12 crosswalks $96,000 City and DelDOT Requires DelDOT approval Avenue that connect the median (Traffic) Pedestrian parking islands to the Improvements sidewalks State Road Install crosswalks on State $34,000 City and DelDOT Requires DelDOT approval. Pedestrian Road at the Grove and (Traffic) Improvements Canal Street intersections In-Street Install In-Street Pedestrian $300 (each City Except for state highways Pedestrian Warning Signs at key sign) for which DelDOT approval Warning Signs crosswalks around the City is required, the City should (each location) place them based upon need. Rapidly Flashing Install at crosswalks if In- $50,000 (each DelDOT (Traffic) Requires DelDOT approval Pedestrian Street Pedestrian Warning installation) Crosswalk Signs are not effective. Warning Systems Cycling in A map of the Bike Friendly $20,000 (each City in partnership Assumes 20-25,000 copies Rehoboth Map Street Network with printing) with businesses printed. services and tips for bicycling Information Kiosk type sign with $15,000 City Four signs, one each: Kiosks Cycling Map and other Rehoboth Avenue (near information. canal and near Boardwalk), Silver Lake Park at Bayard Avenue and Surf Avenue on the beach side. Bicycle City led group of $21,000 (first City in partnership Costs based upon State Ambassador volunteers assisting year), $6,000 with businesses College PA program. Costs Program bicyclists and conducting following will vary depending upon educational programs years scope of program. Public Service Short announcement $20,000 City in partnership Cost of the PSA based upon Announcements provided to media outlets with businesses the experience of Santa Rosa and hotels regarding CA. bicycling and walking in Rehoboth. Regulatory, These signs warn about the $6,000 City 12 signs assumed to be Advisory Signs prohibition of riding on the needed. sidewalks
MANAGEMENT OF THE PEDESTRIAN AND BICYCLE PLAN The City of Rehoboth Beach Pedestrian and Bicycle Plan is a living document. Accordingly, it should be managed by an ongoing entity of the City. It is recommended that the management of the Plan be assigned to the Streets and Transportation Committee, a committee established by the City Commission. The Committee should report to the City Commission each year relative to Plan accomplishments of the previous year and proposed program and activities for the upcoming year. It should also advocate for the Plan in the neighborhoods of the City, among the business community, the tourism industry and at the County and the State.
Pedestrian and Bicycle Plan June 2012 7-5 Funding and Implementation
IMPLEMENTATION PLAN The Plan is proposed to be implemented in four phases: Early Action (summer 2012), Short to Mid Term (next two to five years) and Longer Term (beyond five years).
EARLY ACTION IMPROVEMENTS Figure 7.2 illustrates the early action set of improvements and Table 7.2 discusses the details of the improvements for the summer of 2012. It is anticipated that the Early Action Improvements will be completed early on in the summer season. It is also important to note that implementation will also be subject to the approval of individual Plan recommendations by the City Commissioners.
Table 7.2 2012 Early Action Implementation Items Reviews/Approvals Improvement Implementer Implementation Steps Required 2012 Cycling in Rehoboth City City Retain designer, develop Map map, arrange for and distribute map Install Destination Signing City City Develop design, select with the Cycling Map at as vendor and install at many as three locations selected locations. Keep entering the City the weatherproof pockets filled with Cycling in Rehoboth Maps and other visitor information. Install bicycle-friendly DelDOT Coordination with DelDOT coordinates bridge plates and extend City with City and Legislator bicycle lane to Grove Park dedicating CTI funds Install signing to guide City Coordinate with Designate bike route, bicyclists through Grove Visitor Center and coordinate as specified Park between Rehoboth Chamber of and install signs Avenue and Grove Avenue Commerce Install the Bike Friendly City City Work with designer to Street Network noted in design signs and the sign green on the figure. shop to install in coordination with each neighborhood. Install bicycle parking City City City Engineer designs stations on Baltimore plan, City selects bike Avenue on the SW and NE rack design. City Corners of its intersection bids/awards contract, with First Street on bulb- contractor installs bulb- outs outs, bike racks and signs.
Pedestrian and Bicycle Plan June 2012 7-6 Funding and Implementation
Reviews/Approvals Improvement Implementer Implementation Steps Required Install Bicycle Parking City City These installations may Stations at Maryland start as only an Avenue and the installation of bicycle Boardwalk, Delaware racks following the rack Avenue and the design selected by the Boardwalk, Stockley Street City. As time and and the Boardwalk and funding permit, curbing, Delaware Avenue and First landscaping and other Street amenities will be installed. Install share the road signs DelDOT Coordination with DelDOT analyzes and and SHARROWS across the City designs the Bayard Avenue Bridge and improvements. consider removing the existing sidewalks and creating a 6 foot walkway on one side of the structure. Purchase and Install In- City DelDOT approval Purchase and install at Street Pedestrian Warning required on State locations selected by the Signs Highways Police Department Implement a City Rehoboth City Recruit and train Ambassador Program Beach Main ambassadors and Street purchase equipment.
SHORT TO MID-TERM IMPROVEMENTS It is anticipated that the Short to Mid-Term Improvements would be implemented in two to five years. During this period, it is anticipated that the Cycling in Rehoboth Map would be re-published at as many as two times during this period as the Bike Friendly Street Network and additional Bicycle Parking Stations are implemented. It is also anticipated that the City Ambassador Program would grow to maturity during this period as well. Public service announcements would be prepared and distributed. Table 7.3 shows the details of the Short to Mid-Term Improvements.
Pedestrian and Bicycle Plan June 2012 7-7 Funding and Implementation
Table 7.3 Short to Mid Term Improvements Reviews/Approvals Improvement Implementer Implementation Steps Required 2013 Cycling in Rehoboth City City Retain designer, Map develop updated map, arrange and distribute map Install Bicycle Parking City City City Engineer designs Stations in the City Hall plan, City bids/awards Parking Lot contract, contractor installs bulb-outs, bike racks and signs. Install Bicycle Parking City City City Engineer designs Stations in the Christian plan, City bids/awards Street Parking Lot contract, contractor installs bulb-outs, bike racks and signs. Install Bicycle Parking City City City Engineer designs Station at the intersection plan, City bids/awards of Wilmington Avenue and contract, contractor First Street installs bulb-outs, bike racks and signs. Implement the Bike City DelDOT (for the Work with sign shop to Friendly Street Network on intersection with design signs and install. the south side of Rehoboth Second Street) Coordinate with Avenue consisting of Grove DelDOT regarding the Street, Munson Street, dog-leg intersection Scarborough Avenue, with Second Street. Philadelphia Street and Delaware Avenue Install crosswalks between City DelDOT City Engineer designs, the median parking island DelDOT reviews and and the north sidewalk at approves, City Fourth Street bids/awards contract, contractor installs. Install crosswalks and City DelDOT City Engineer designs, pedestrian landing areas DelDOT reviews and across State Road at its approves, City intersections with Canal bids/awards contract, Street contractor installs. Continue to install the City City Work with sign shop to Bicycle Friendly Street design signs and install. Network Continue to install bicycle City City City Engineer designs parking stations and plan, City bids/awards bicycle racks throughout contract, contractor the City as demand installs bulb-outs, bike warrants racks and signs.
Pedestrian and Bicycle Plan June 2012 7-8 Funding and Implementation
Reviews/Approvals Improvement Implementer Implementation Steps Required Install Remaining City/DelDOT Grove Park Trail: City Engineer/DelDOT Rehoboth Avenue Gateway City; Traffic Island design and agree upon Improvements and overhead Sign: which agency bids and DelDOT awards contract. Implement Northern City DelDOT for overhead City Engineer designs Gateway Improvements flashing sign plan, City bids/awards (bicycle lane, paving, contract and contractor overhead signs). installs. Convert King Charles City City City Engineer lays out Avenue shared lane into a bicycle lanes and city bicycle lane. forces stripe and install signs. Implement Downtown City City staff installs Area Bicycle SHARROWS Improvements Install Remaining City DelDOT City Engineer prepares Rehoboth Avenue engineering studies and Pedestrian Improvements designs, DelDOT reviews and approves, City bids/awards contract, contractor installs. Implement State Road City DelDOT City Engineer prepares Pedestrian Improvements engineering studies and designs, DelDOT reviews and approves, City bids/awards contract, contractor installs. Install additional City City City continues the Destination Signing at program begun in the selected locations 2012 program. Develop Public Service City City City arranges for the Announcements production and distribution Implement a City Rehoboth City Recruit and train Ambassador Program Beach Main ambassadors and Street purchase equipment.
LONGER TERM IMPROVEMENTS Improvements classed as longer term are improvements that take a long time to secure funding, have long design times or have extensive permit requirements. Two bridge projects are slated for the longer term. The bridges are:
Pedestrian and Bicycle Plan June 2012 7-9 Funding and Implementation
The proposed bicycle bridge across Silver Lake connecting Schoolvue and Country Club Estates. This structure, slated to be implemented by the City requires a significant level of funding, coordination with neighbors, permitting and construction. The recommended replacement of the Bayard Avenue Bridge across Silver Lake. This replacement structure is DelDOT owned and the process to replace it is the DelDOT project development process. The process required prioritization within the DelDOT Transportation Improvement Program and funding before the design process is started. Once the design process starts, there will be a design and construction period of approximately two years for each phase (four years total).
Pedestrian and Bicycle Plan June 2012 7-10
APPENDIX
Appendix
APPENDIX 1 – UNIT PRICES USED IN THE COST ESTIMATES
Table A-1 illustrates the unit prices used in the cost estimates for the improvement recommendations included in the Pedestrian and Bicycle Plan. Because the unit prices are based upon national data and represent projects of all different sizes, it is important to consider the unit prices as averages. It is recommended that the cost of the improvements be revisited as additional information is developed and each recommendation proceeds towards implementation.
Pedestrian and Bicycle Plan June 2012 A-1 Appendix
7.20
12.70
30.55
17.10
163.50
240.00
264.00
350.00
455.50
300.00
213.60
380.00
540.00
159.67
121.33
3,000.00
5,200.00
2,991.00
1,440.00
7,200.00
6,000.00
7,200.00
24,000.00
24,000.00
27,500.00
41,000.00
40,000.00
60,000.00
108,000.00
Average
Adjusted
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
5.40
7.20
44.40
17.10
240.00
240.00
300.00
540.00
300.00
540.00
240.00
126.00
3,000.00
8,400.00
7,200.00
6,000.00
7,200.00
24,000.00
60,000.00
108,000.00
Santa Rosa Santa
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
$ $
600.00
Easley
8,000.00
1,000.00
$
$
$ $
20.00
25.00
87.00
300.00
100.00
132.00
$ $
$ $
$ $
$
$
$
Vermont
350.00
106.00
5,000.00
40,000.00
25,000.00
40,000.00
40,000.00
Adjusted Unit Prices Unit Adjusted
$
$
$ $
$
$
$ $
$ $
Albemarle
26.40
228.00
139.00
MTC
5,400.00
1,282.00
1,440.00
30,000.00
42,000.00
$
$ $
$
$ $
$ $
$ $
$ $
$ $
26.40
371.00
213.60
240.00
1,282.00
$ $
$ $
$ $
$ $
$ $
NCHRP 7-14 NCHRP
Table A-1 Table
City of Rehoboth Beach Beach Rehoboth of City
Cost Estimate Unit Prices Unit Estimate Cost
Pedestrian and Bicycle Plan Bicycle and Pedestrian
Unit
Each Year Each
Lump Sum Lump
Each
Each
Each
Each
Each
Each
Foot
Each
Foot
Foot
Each
Each
Each
Each
Foot (500 ft min)ft (500 Foot
Foot (500 ft min)ft (500 Foot
Square yard Square
Each
Each Intersection Each
Each Intersection Each
Foot (500 ft min)ft (500 Foot
Foot (500 ft min)ft (500 Foot
Foot
Square FootSquare
Each
Each End Each
Foot
Item
WebsiteDevelopment/Maintenance
System Maps Design/Print System25,000) Maps
Programmatic Improvements Programmatic
Median IslandMedian
Bulb-outs(Curb/Landscaping)
Traffic CalmingTraffic Devices (Speed etc.)Humps,
Chicanes
RapidlyFlashing Pedestrian lightsCrossingSigns/LED
PedestrianFlasher (Overhead)
CrosswalkThermoplastic, blockstyle
PedestrianRamp
Curb and Gutter and Curb
ConcreteSidewalk feet (5 wide)
Pedestrian Infrastructure Pedestrian
Bike Parking Rack (large)Bike ParkingRack
Post and Ring Rack (parks 2 bikes) 2 (parks Rack Ring and Post
Inverted U-Rack (Parks 2 bikes) (Parks2 Inverted U-Rack
Bicycle Parking Bicycle
SHARROWS Only SHARROWS
BicycleBoulevardOnly) (Signing SHARROWS and
Installl Signing (Up to 1 sign/500 feet) Installlsign/500 1 Signingto (Up
Bicycle Route Improvements Route Bicycle
Pavement(shoulder pavement)to removal, reconstruct
Signs
IntersectionStriping (bike poclets,lanes bar) stopturn advanced
InstallDetectors Loop
ReconfigureStriping,Roadway Bike add Lanes
InstalSigns, StripingStencils and
Bike Lanes Bike
Boardwalk (12 feet in(12 width)Boardwalk
Trail BridgeTrail(includes abutments)
At-Grade Roadway CrossingRoadway At-Grade
Trail Entry Improvements Entry Trail
Construct Multi-UsePathway Construct Multi-UseTrail
Pedestrian and Bicycle Plan June 2012 A-2 Appendix
APPENDIX 2 – ACRONYMS AND GLOSSARY OF TERMS
ACRONYMS AADT Average annual daily traffic or the total annual traffic on a given roadway divided by 365. AASHTO American Association of State Highway and Transportation Officials ADA Americans with Disabilities Act DART Delaware Transit Corporation Delaware’s MUTCD A supplement to the MUTCD that incorporates Delaware’s laws and traffic regulations and applies them to its streets and highways. DelDOT Delaware Department of Transportation DNREC Delaware Department of Natural Resources and Environmental Control FHWA Federal Highway Administration ITE Institute of Transportation Engineers MUTCD (or National Manual on Uniform Traffic Control Devices. The rule book on signage and Manual) other facilities related to the road system. USDOT United States Department of Transportation
GLOSSARY OF TERMS
Bicycle A vehicle having two tandem wheels, either of which is more than 16 inches in diameter or having three wheels in contact with the ground any of which is more than 16 inches in diameter, propelled solely by human power, upon which any person or persons may ride (drive). Bicycle (Bike) Boulevard A bicycle boulevard is a low speed street which has been optimized for bicycle traffic. Bicycle boulevards discourage cut-through motor vehicle traffic but allow local motor vehicle traffic. They are designed to give priority to cyclists as through-going traffic. Bicycle (Bike) Lane A portion of a roadway which has been designated by striping, signing and pavement markings for the preferential or exclusive use of bicyclists. Bicycle (Bike) Path A bikeway physically separated from motorized vehicular traffic by an open space or barrier and either within the highway right-of-way or within an independent right-of-way. Typically a minimum 10-foot wide (if two-way) paved surface physically separated from motorized vehicular traffic by an open space or barrier.
Pedestrian and Bicycle Plan June 2012 A-3 Appendix
Bicycle (Bike) Route A segment of a system of bikeways designated with appropriate directional and informational markers, with or without specific bicycle route number. Or, designating existing roadways as preferential for bicycle use by adding "bike route" signs, without providing other specific bicycle facilities. Bicycle (Bike)Friendly A roadway not designated by directional and informational markers, striping, signing nor pavement markings for the preferential or exclusive use of bicyclists, but containing appropriate bicycle-friendly design standards such as wide-curb lanes and bicycle safe drain grates. Bicycle Facilities A general term denoting improvements and provisions made by public agencies to accommodate or encourage bicycling, including parking facilities, mapping all bikeways, and shared roadways not specifically designated for bicycle use. Also included are "new or improved lanes, path or shoulders for the use of bicyclists, traffic control devices, and shelters and parking facilities for bicycles." Bicycle Parking Station, A Bicycle Parking Station is a location with facilities for a large number Corral or Rack of bicycles to park in a secure setting. Bulb-out or Curb The construction of curbing such that the width of a street is reduced. Extension Often used to provide space for parking or a bus stop or to reduce pedestrian crossing distances. Comprehensive The official plan of the City that guides its development as a community. Development Plan It guides the land use, transportation and infrastructure decisions of the City. Congestion Mitigation This program funds transportation improvement programs that and Air Quality (CMAQ) mitigate congestion and provide air quality benefits. Funding Curb Ramp or Handicap A short ramp cutting through a curb or built up to it designed to permit Ramp a wheel chair bound person to easily navigate the vertical distance between the street and the sidewalk. Engineering Study The comprehensive analysis and evaluation of available pertinent information, and the application of appropriate principles, provisions, and practices for the purpose of deciding upon the applicability, design, operation, or installation of a traffic control device. An engineering study shall be performed by an engineer, or by an individual working under the supervision of an engineer, through the application of procedures and criteria established by the engineer. An engineering study shall be documented. Greenhouse Gasses Gases that trap heat in the atmosphere are called greenhouse gases. They consist of methane, nitrous oxide, carbon dioxide and water vapor. These gases allow sunlight to enter the atmosphere freely. When sunlight strikes the Earth’s surface, some of it is reflected back towards space as infrared radiation (heat). Greenhouse gases absorb this infrared radiation and trap the heat in the atmosphere.
Pedestrian and Bicycle Plan June 2012 A-4 Appendix
Greenway As part of a wider movement to protect linear features in the landscape, greenways have been created around railroad rights-of-way, canals, ridgelines, waterfronts, and rivers. The concept is to keep the corridor "green" with natural vegetation and a "way" or trail to connect the interesting points along the river and reservoir system. A greenway is created for direct and indirect human benefit and use. Guide Signing A sign that shows route designations, destinations, directions, distances, services, points of interest, or other geographical, recreational, or cultural information. They typically have a green background. Wayfinding and street name signs are classed as guide signing in the MUTCD. Highway A general term denoting a public way for purposes of vehicular travel, including the entire area within the right-of-way. Intersection Sight The distance required for a driver without the right-of-way to perceive Distance and react to the presence of conflicting vehicles. Ladder or Zebra A crosswalk marked by transverse white stripes where vehicles are Crosswalk required to yield to pedestrians. Level of Service (LOS) A qualitative measure describing operational conditions within a traffic stream, generally described in terms of service measures such as speed and travel time, freedom to maneuver, traffic interruptions, comfort, and convenience. Modern Roundabout (or A term used to distinguish newer circular intersections conforming to ‘Circle’ as known locally) the characteristics of roundabouts from older-style rotaries and traffic circles. The ‘circle’ on Rehoboth Avenue is a modern roundabout. It is not a traffic circle. Pedestrian One who walks or journeys on foot, on a skateboard, on skates or in a wheel chair. Queue A platoon of vehicles waiting at a traffic signal or stop sign or travelling along a street. Regulatory Signing Regulatory signs are used to inform road users of selected traffic laws or regulations and indicate the applicability of the legal requirements. Stop, yield, speed limit and parking signs are examples of regulatory signing. Right of Way (1) An intersection user that has priority over other users. (2) Land owned by a public agency for transportation uses. Shared Lane A traffic lane that is shared by different modes of traffic such as bicycles, busses and cars. Shared Turning Lane A traffic lane shared by vehicles making different movements at an intersection such as straight through and turning right. Sidewalk The portion of a highway or roadway designed for preferential or exclusive use by pedestrians. Sidewalks are generally not acceptable for adult bicyclists, as they put the bicyclist in conflict with motorists using driveways, and with pedestrians, utility poles, and signposts. Bicyclists on sidewalks are also not as visible to motorists, creating hazardous conditions at intersections.
Pedestrian and Bicycle Plan June 2012 A-5 Appendix
Traffic Calming Roadway features used to slow traffic speeds or to discourage the use of a roadway by nonlocal traffic. Such features typically include speed humps, speed tables, landscaping, bulb-outs to narrow the cartway at crosswalks, center islands and barriers to limit through traffic. Traffic Control Device Signs, signals or other fixtures, whether permanent or temporary, placed on or adjacent to a roadway, street, sidewalk, pedestrian path or bicycle path by authority of a public body having jurisdiction to regulate, warn or guide traffic. Transportation This is a program contained in the federal transportation program Enhancement Program which permits each state to dedicate up to 10% of its federal highway (TE) funds to projects that, among other items, include funding for pedestrian and bicycle projects. Transportation A list of transportation projects that have been developed through a Improvement Program public process for implementation over a given period of time, typically (TIP) five years. The first year of the TIP is called the annual element which consists of the projects to be implemented in that year. Travelled Way The portion of the roadway for the movement of vehicles, exclusive of the shoulders, berms, sidewalks, and parking lanes. Volume The number of vehicles, bicycles and/or pedestrians passing a given point in a specified period of time, typically one hour or one day. Warning Signing Warning signs call attention to unexpected conditions on or adjacent to a highway, street, or private roads open to public travel and to situations that might not be readily apparent to road users. Warning signs alert road users to conditions that might call for a reduction of speed or an action in the interest of safety and efficient traffic operations. They typically have a yellow background. Wayfinding Signing Wayfinding signs are part of a coordinated and continuous system of signs that direct tourists and other road users to key civic, cultural, visitor, and recreational attractions and other destinations within a city or a local urbanized or downtown area. Wayfinding guide signs are for conventional roads with a common color and/or identification enhancement marker for destinations within an overall wayfinding guide sign plan for an area.
Pedestrian and Bicycle Plan June 2012 A-6 Appendix
APPENDIX 3 – CALCULATION OF GREENHOUSE GAS REDUCTION
INTRODUCTION The Pedestrian and Bicycle Plan for the City of Rehoboth Beach and the Coastal Sussex Interconnectivity Study (also known as the Junction and Breakwater Trail Interconnectivity Study) were funded by the Department of Natural Resources and Environmental Control (DNREC) Delaware Greenhouse Gas Reduction Projects Grant Program. The purpose of the grant program is to identify and quantify the reduction in greenhouse gasses by the projects funded by the program. This appendix calculates the reductions in greenhouse gasses projected to result from implementation of the project recommendations.
Calculating greenhouse gasses is not an exact science; however, a tool has been developed that calculates the amount of greenhouse gas emitted when a gallon of gasoline is burned by the internal combustion engine of an automobile. That knowledge and an understanding of the level of automobile travel in a given area allow a baseline level of greenhouse gas related to automobile travel to be estimated. A reduction in greenhouse gasses can be projected by understanding the potential reduction in automobile travel attributable to the recommendations contained in the City of Rehoboth Pedestrian and Bicycle Plan and the Coastal Sussex Interconnectivity Study. In the case of these studies, the actual traffic reduction experienced by the City of Portland, Oregon was used as the basis to make the calculation..
SOURCES OF INFORMATION UTILIZED The purpose of the calculation is to project the reduction of greenhouse gasses by the reduction in automobile trips due to the implementation of the strategies contained in the two plans. Because no current data on the level of bicycling and walking in the City of Rehoboth Beach or the surrounding Coastal Sussex study area exists, it is proposed to use actual data from another jurisdiction that has successfully implemented a Pedestrian and Bicycle Plan and continuously monitors its performance over time – Portland Oregon. In addition, DelDOT maintains an extensive data base of traffic volumes and mode share on a statewide basis. The Environmental Protection Agency monitors fuel consumption of the national vehicle fleet and develops data that relates fuel consumption to the emission of greenhouse gasses.
Pedestrian and Bicycle Plan June 2012 A-7 Appendix
EXPERIENCE OF PORTLAND, OREGON1 Portland, Oregon is a city that operates a large scale innovative bicycle program. Many of the recommendations incorporated in the Rehoboth Beach Plan have been in service in Portland for a number of years; those recommendations are so successful that Portland is expanding the bicycle and pedestrian program. The improvements in the City of Rehoboth Beach and in the surrounding Coastal Sussex Area include bicycle boulevards, bicycle lanes, signing, and an extensive educational program; all major components of the Portland program. Accordingly, it is reasonable to examine the changes in modal split within the City of Portland. Figure 1 illustrates how bicycling has
Figure 1 – Mode Share, City of Portland Oregon Source: City of Portland, OR, Department of Transportation increased and automobile traffic has decreased in the City between 1996 and 2006. Portland is a big city with a population of 584,000 according to the US Census of 2010. When compared to the population of the City of Rehoboth Beach with a population of 1,300 (US Census, 2010) and the population of the Coastal Sussex study area of 27,000 (US Census, 2010), it is reasonable to believe that to two cities are not comparable in any way. On the other hand, during the summer, with an influx of some 3.5 million visitors to Coastal Sussex, (Source: Rehoboth Beach-Dewey Beach Chamber of Commerce), the cities become much more similar in size. This analysis assumes that implementation of the recommendations in both plans will provide similar results as was experienced in Portland, Oregon. As shown in Figure 1, traffic volumes for automobiles actually decreased by 5.16 percent while cycling increased by almost 146 percent between 1996 and 2006.
1 The Case for Federal Support for Bicycle and Pedestrian Improvements in the City of Portland and Portland Metropolitan Region, Rails to Trasils.org, 2008
Pedestrian and Bicycle Plan June 2012 A-8 Appendix
TRAFFIC VOLUME DATA Traffic Volumes in the City of Rehoboth Beach and Coastal Sussex collected by DelDOT were used to develop estimates of the number of vehicles on the streets of the study area roadway network. However, data is collected by DelDOT for many but not all roadways. For example, in the City of Rehoboth Beach, not all roadways are state owned highways so data is not available for those roadways. Outside the City, while all roadways are state owned, many are minor and the data is either non-existent or not significant in the calculation.
Table 1 illustrates the average annual daily traffic volumes for the roadways with significant enough traffic to be included in the calculation in the City of Rehoboth Beach and Table 2 shows the same information for the Coastal Sussex Area2.
Table 1 Annual Average Daily Traffic Volumes City of Rehoboth Beach 2000 ADT 2010 ADT Source: Source: Annualized Jurisdiction Link No. Link Name From To Length DelDOT DelDOT Change City of Rehoboth Beach 1 Rehoboth Avenue Canal Christian Street 0.64 19732 20186 1% City of Rehoboth Beach 2 Rehoboth Avenue Christian Street First Street 0.5 17576 13569 -8% City of Rehoboth Beach 3 State Road Coastal Highway Rehoboth Avenue 0.75 2879 1940 -12% City of Rehoboth Beach 4 Second Street/Bayard Avenue Rehoboth Avenue Lake Drive 0.86 3820 4501 6% Totals 2.75 44007 40196 -3%
Table 2 Annual Average Daily Traffic Volumes Coastal Sussex Area 2000 ADT 2010 ADT Source: Source: Annualized Jurisdiction Link No. Link Name From To Length DelDOT DelDOT Change Coastal Sussex 1 Coastal Highway Rehoboth Avenue John Williams Hwy 2.2 43397 57053 10% Coastal Sussex 2 Coastal Highway John Williams Hwy Kings Highway 1.42 38115 53331 12% Coastal Sussex 3 Coastal Highway Kings Highway US Route 9 1.12 21768 51179 33% Coastal Sussex 4 Savannah Road Cape Henlopen Front Street 0.47 392 914 33% Coastal Sussex 5 Savannah Road Front Street Coastal Highway 2.69 107 371 51% Coastal Sussex 6 Kings Highway Savannah Road Freeman Hwy 0.76 13525 7401 -18% Coastal Sussex 7 Kings Highway Freeman Hwy Coastal Highway 1.5 14139 15747 4% Coastal Sussex 8 Freeman Highway Cape Henlopen Kings Highway 1.47 4301 4884 4% Coastal Sussex 9 Gills Neck Road Kings Highway Freeman Highway 1.99 293 1058 53% Coastal Sussex 10 Plantation Road US Route 9 Postal Road 1.54 5422 11173 27% Coastal Sussex 11 Plantation Road Postal Road Old Landing Road 3.12 4570 8509 23% Coastal Sussex 12 Postal Road Plantatation Road Coastal Highway 0.7 5359 5293 0% Coastal Sussex 13 John J Williams Highway Plantation Road Coastal Highway 0.72 3870 18998 70% Coastal Sussex 14 Old Landing Road Plantation Road Coastal Highway 0.63 7974 10880 11% Coastal Sussex 15 Country Club Entire Length 1.5 1307 4584 52% Totals 21.83 164539 251375 15%
2 Average annual daily traffic volume is defined as the sum of the total traffic for the entire year divided by 365 days. Note that in a resort area like Coastal Sussex, summer traffic is significantly higher than winter traffic. However, because bicycling occurs during most of the year, more in the summer than in the winter, it is reasonable to base the calculations on the average annual daily traffic volumes.
Pedestrian and Bicycle Plan June 2012 A-9 Appendix
As shown in Tables 1 and 2, traffic volume has decreased in the City of Rehoboth Beach but has substantially increased in the Coastal Sussex Area outside Rehoboth between the years of 2000 and 2010. This is reasonable given the large numbers of new housing and commercial development that has occurred in the Coastal Sussex Area, particularly in the first part of the decade. In Rehoboth, given the fixed street network, the cost of parking, and the limited capacity of that street network, there is little room for any growth in traffic.
ESTIMATION OF TRAFFIC SUSCEPTIBLE TO MODE SHIFT Not all traffic on the roadways of the study area is susceptible to shift from motorized vehicles to foot or to bicycle. As such, the level of truck traffic and existing bicycle traffic must be deducted from the calculation. Further, the number of automobiles must be factored to deduct through traffic. Based upon mode share data provided by DelDOT, it is estimated that between 8 percent and 12 percent of the traffic stream is trucks. Accordingly, is assumed for the purposes of this study that 10 percent of the traffic stream is trucks. Bicycle traffic must be deducted from the traffic stream as well. Typically, DelDOT uses a baseline figure of 1%. While this analysis concedes that that number is higher in the City, the lack of comprehensive data directs that a generic number be used in the analysis. It should be noted, however, that the deduction for bicycle traffic has only a marginal impact on the calculation of greenhouse gas reductions since that traffic has already switched modes.
Additionally, the tables also adjust for through trips and vehicle occupancy. Through traffic must be deducted from the calculation since it is highly unlikely that they would shift to bicycles or walk. Tables 3 and 4 illustrate these adjustments.
Table 3 Adjusted AADT3 Volumes City of Rehoboth Beach 65% of Correct for ADT to Vehicle delete Occupancy residents of 1.2 PPV and Yields Delete Delete Automobiles through number of Jurisdiction Link No. Link Name From To 2010 ADT Trucks Bicycles Only trips visitors City of Rehoboth Beach 1 Rehoboth Avenue Canal Christian Street 20186 2019 202 17966 11678 14013 City of Rehoboth Beach 2 Rehoboth Avenue Christian Street First Street 13569 1357 136 12076 7850 9420 City of Rehoboth Beach 3 State Road Coastal Highway Rehoboth Avenue 1940 194 19 1727 1122 1347 City of Rehoboth Beach 4 Second Street/Bayard Avenue Rehoboth Avenue Lake Drive 4501 450 45 4006 2604 3125 Totals 40196 4020 402 35774 23253 27904
3 AADT or average annual daily traffic is the total number of vehicles on a given road segment each year divided by 365.
Pedestrian and Bicycle Plan June 2012 A-10 Appendix
Table 4 Adjusted AADT Volumes Coastal Sussex Area 65% of Correct for ADT to Vehicle delete Occupancy residents of 1.2 PPV and Yields Delete Delete Automobiles through number of Link No. Link Name From To 2010 ADT Trucks Bicycles Only trips visitors Coastal Sussex 1 Coastal Highway Rehoboth Avenue John Williams Hwy 57053 5705 571 50777 33005 39606 Coastal Sussex 2 Coastal Highway John Williams Hwy Kings Highway 53331 5333 533 47465 30852 37022 Coastal Sussex 3 Coastal Highway Kings Highway US Route 9 51179 5118 512 45549 29607 35528 Coastal Sussex 4 Savannah Road Cape Henlopen Front Street 914 91 9 813 529 634 Coastal Sussex 5 Savannah Road Front Street Coastal Highway 371 37 4 330 215 258 Coastal Sussex 6 Kings Highway Savannah Road Freeman Hwy 7401 740 74 6587 4281 5138 Coastal Sussex 7 Kings Highway Freeman Hwy Coastal Highway 15747 1575 157 14015 9110 10932 Coastal Sussex 8 Freeman Highway Cape Henlopen Kings Highway 4884 488 49 4347 2825 3390 Coastal Sussex 9 Gills Neck Road Kings Highway Freeman Highway 1058 106 11 942 612 734 Coastal Sussex 10 Plantation Road US Route 9 Postal Road 11173 1117 112 9944 6464 7756 Coastal Sussex 11 Plantation Road Postal Road Old Landing Road 8509 851 85 7573 4922 5907 Coastal Sussex 12 Postal Road Plantatation Road Coastal Highway 5293 529 53 4711 3062 3674 Coastal Sussex 13 John J Williams Highway Plantation Road Coastal Highway 18998 1900 190 16908 10990 13188 Coastal Sussex 14 Old Landing Road Plantation Road Coastal Highway 10880 1088 109 9683 6294 7553 Coastal Sussex 15 Country Club Entire Length 4584 458 46 4080 2652 3182 Totals 251375 25138 2514 223724 145420 174505
As shown in the tables, some 23,253 trips in Rehoboth Beach and 145,420 trips in the Coastal Sussex area are susceptible to diversion to either bicycling or walking for their trips based upon 2010 data
Vehicle miles travelled is another way to evaluate the traffic volumes in an area. Some vehicles travel the entire length of a segment, while others travel only a portion. The amount of miles travelled by vehicles in the road segments can be estimated by multiplying the length of the segment by the number of vehicles on the segment. This information is useful when calculating the actual greenhouse gas emissions later in the document.
Table 5 expresses the traffic volume data in terms of vehicle miles of travel, a measure typically used by planners in measuring the amount of vehicle travel in a roadway network in 2010.
Table 5 Vehicle Miles Traveled Vehicle Miles Location Traveled City of Rehoboth Beach 63,947 Coastal Sussex 3,174,528 Total 3,238,475 *Length of Segments x Number of Cars Per Segment
PROJECTED CHANGE IN TRAFFIC VOLUME It is not likely that much reduction in greenhouse gasses will occur before the improvement projects defined in the two plans are implemented. While the City of Rehoboth Beach Pedestrian
Pedestrian and Bicycle Plan June 2012 A-11 Appendix
and Bicycle Plan has an early action component, a mid-term program and a long term program in its Implementation Plan, review of the data from Portland, Oregon shows that in the decade that data has been collected, most of the growth in bicycling occurred in the latter half of the decade after the pedestrian and bicycle program was well underway. The Implementation Plan for the Coastal Sussex Interconnectivity Plan is assumed to take some 10 years to implement before the true effect of the Plan on greenhouse gas can be measured. Accordingly, a ten year horizon has been selected to calculate the projected reduction in greenhouse gas.
Review of DelDOT’s Traffic Summary Book, indicates that traffic can be anticipated to increase at a rate of about one (1) percent per year. This modest growth rate accounts for the lowered amount of driving in the past several years due to the economy and the price of gasoline. Over a 10 year period, this annualized rate of growth means that traffic can be expected to grow 10 percent. Applying the Portland Oregon experience in which traffic decreases 5.16 percent over ten years and the aforementioned local growth rate for traffic to automobile traffic, the decrease in automobile traffic and vehicle miles travelled in the two study areas is shown in Table 6.
Table 6 Daily Reduction in Automobile Traffic and Vehicle Miles Travelled (2020) Vehicle Miles Study Area Vehicles Travelled City of Rehoboth Beach 1,320 3,645 Coastal Sussex 8,254 180,943 Total 9,574 184,588
As shown in the table, on the roadways included in the study, some 9,500 trips and over 184,000 vehicle miles travelled could be eliminated from the roadway network each day and diverted to bicycling or walking.
ESTIMATION OF THE REDUCTION IN GREENHOUSE GASSES To convert the reduction in traffic volume into a reduction in greenhouse gasses, it is necessary to determine the amount of greenhouse gases emitted from an automobile’s exhaust. According to the EPA, the nation’s automobile fleet currently achieves 22.1 miles per gallon and each gallon of gasoline emits 20.42 pounds of greenhouse gas when burned in an internal combustion engine.4
4 It should be noted that the Nation’s CAFÉ standards for fuel economy require a substantial increase in fuel economy with the new cars averaging 49.6 miles per gallon by 2025. However, because older vehicles will still be in service, those numbers will not be achieved by that date. The literature does not project what the fuel economy of the fleet would be at that time. Further, because the purpose of this calculation is to determine the reduction in greenhouse gasses achieved only by the improvements recommended in the two studies, it is assumed that the fuel economy of the fleet remains constant.
Pedestrian and Bicycle Plan June 2012 A-12 Appendix
Table 7 Greenhouse Gas Calculation Greenhouse 2020 Gas Emitted Projected Projected Volume Miles Per per Gallon Reduction Reduction Jurisdiction Difference Gallon Miles of Gas (lbs./day) (tons/year) City of Rehoboth Beach 1,320 22.1 2.75 20.42 3,354.23 612 Coastal Sussex 8,254 22.1 21.83 20.42 166,496.09 30,386 Total Both Study Areas 9,574 169,850.32 30,998
As shown in Table 7, successful implementation of the City of Rehoboth Beach Pedestrian and Bicycle Plan will reduce the level of greenhouse gasses emitted by vehicles using the streets included in Tables 1 and 2 by over 3,000 pounds per day and in the Coastal Sussex Area by over 166,000 pounds per day. Together both projects reduce greenhouse gas by about 31,000 tons/year.
Pedestrian and Bicycle Plan June 2012 A-13 Appendix
Pedestrian and Bicycle Plan June 2012 A-14 Appendix
APPENDIX 4 – COASTAL SUSSEX INTERCONNECTIVITY STUDY
A parallel and complementary study to the City of Rehoboth Beach Pedestrian and Bicycle Plan called the Coastal Sussex Interconnectivity Study. Funded by a grant from the Delaware Department of Energy, this study seeks to reduce greenhouse gas emissions in the region by promoting bicycling and walking through:
• infrastructure improvements; • development of additional links and a regional bicycle network; and, • building awareness of bicycling and walking opportunities and resources.
In addition, the study makes recommendations to improve the region’s bicycle and pedestrian infrastructure and proposes a regional network of trails and on-road designated bike routes to serve a variety of visiting and local riders. This map provides a current picture of existing bicycle infrastructure and “best routes” for casual bike riders.
RECOMMENDATIONS A key component to the study is the creation of recommended improvements to the region’s bicycle and pedestrian infrastructure. If implemented, these recommendations will create a pleasant and safe bicycling experience for people new to the area or new to bicycle travel. Recommendations include:
NAVIGATION AND WAYFINDING New users of the region’s bicycle routes are challenged by the simple questions, “Which way to go?” and “How far?” The study recommends installing navigation signs that clearly identify bicycle routes and distances to make bicycling and walking more appealing to all.
CONNECTING DESTINATIONS Pedestrians are challenged by sidewalks and bicycle lanes that are not continuous along major roadways. The study recommends that sidewalks and bicycle lanes be continuous and not preempted by automobile traffic. Connecting homes with recreation and shopping destinations through low-traffic, people-friendly corridors will help riders get to their destinations quickly.
SAFE ROUTES ACROSS MAJOR ROADWAYS The study addresses this critical concern by recommending the installation of crosswalks and crossing signals where needed and changing the timing on existing signals to give pedestrians ample time to cross the road. Children, seniors, and anyone unable to quickly maneuver from roadside to roadside will particularly benefit from this accommodation.
Pedestrian and Bicycle Plan June 2012 A-15 Appendix
SPECIFIC IMPROVEMENTS The following site-specific improvements would improve the bicycling experience for all:
• Create an extension of the Junction & Breakwater Trail (J&B) directly to downtown Lewes • Redesign the intersections of Route 1/Postal Lane and Route 1/Shuttle Road to better provide for bike and pedestrian safety • Install slip-proof grates on the Rehoboth Canal bridge leading into Rehoboth Beach • Create a bicycle trail in the undeveloped area behind the Tanger Outlet Mall and K-Mart that will connect Miller Rd. with the Junction & Breakwater Trail
A map showing the current trails and destinations is shown in Figure A-1. It also highlights caution areas to aid pedestrians and bicyclists remain safe.
Pedestrian and Bicycle Plan June 2012 A-16 Appendix
Figure A-1 – Coastal Sussex Bike Map
Pedestrian and Bicycle Plan June 2012 A-17
About Delaware Greenways
Delaware Greenways is celebrating its 23rd anniversary in 2012. When our work first began, our focus was on preservation of valuable open space and creation of the Northern Delaware Greenway Trail. We have come a long way since then, from focusing on a single greenway, to today serving as statewide advocate for greenways, community design for public health, scenic byways, multi-modal connected transportation networks, easy access to recreational spaces, and communities that contain a thoughtful and intentional mix of housing, employment, schools, retail, and other uses, all of which enable healthier lives that are less reliant on automobiles. We are working to ensure that our valuable environmental resources are protected, that our favorite places remain for all to enjoy, and that our communities function in a sustainable way.
Delaware Greenways is a 501c (3) non-profit organization.