existing pedestrian and bicycle situation

Transcription

CITY OF REHOBOTH BEACH PEDESTRIAN AND BICYCLE PLAN
EXISTING PEDESTRIAN AND BICYCLE SITUATION
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TABLE OF CONTENTS
Introduction ............................................................................................................................................................................... 1
Pedestrian and Bicycle Plan Development Process.............................................................................................. 2
Streets and Transportation Committee ..................................................................................................................... 3
Stakeholders Committee.................................................................................................................................................. 4
Coordination with Related Plans and Policies ........................................................................................................ 4
The 2010 Comprehensive Development Plan ........................................................................................................ 5
Technical Memoranda ...................................................................................................................................................... 5
Regional Perspective .............................................................................................................................................................. 6
Regional and Statewide Agencies and Organizations .......................................................................................... 6
Regional Pedestrian and Bicycle Connections ........................................................................................................ 7
Existing Infrastructure Conditions ................................................................................................................................. 10
Street Level Interviews .................................................................................................................................................. 10
Safety Assessment ............................................................................................................................................................ 15
Existing Traffic Volumes ................................................................................................................................................ 19
Public Transportation Service ..................................................................................................................................... 22
On Street Parking.............................................................................................................................................................. 24
Bicycle and Pedestrian Generators ........................................................................................................................... 25
Bicycle Infrastructure ..................................................................................................................................................... 27
Preliminary Bicycle Network .................................................................................................................................. 27
Connectivity Analysis ...................................................................................................................................................... 35
Pedestrian Infrastructure.............................................................................................................................................. 37
Wayfinding .......................................................................................................................................................................... 44
Regulatory and Warning Signing ............................................................................................................................... 44
Management and Policy Analysis............................................................................................................................... 44
City Code Provisions Related to Pedestrians and Bicycles ......................................................................... 44
Analysis of the Ordinance Provisions .................................................................................................................. 47
Rehoboth Beach Police Department .................................................................................................................... 48
Early Action Items ............................................................................................................................................................ 48
INTRODUCTION
As part of its continuing planning process, the City of Rehoboth Beach is preparing a Pedestrian and
Bicycle Plan. 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
become magnets for enhanced
public life and economic
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.
Figure 1 – Bicycle and Pedestrian Plan Study Area Map
The Pedestrian and Bicycle
Plan is designed to cover the entire City as well as the connections to the proposed Half Moon Trail,
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
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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.
A four task work program has been established to develop the plan to improve mobility for
pedestrians and bicycles as well as estimate its effectiveness in reducing greenhouse gasses.
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Task 1: Inventory The Current Pedestrian And Bicycle Physical, Management And Policy
Infrastructure. This task sets the baseline from which the analysis proceeds. As part of this
task, the existing pedestrian and bicycle
infrastructure is examined for
deficiencies and safety. Management and
policies related to pedestrians and
bicycles are examined for effectiveness
and comprehensiveness.
Task 2: Evaluate The Existing
Infrastructure And Identify
Opportunities And Constraints. In this
task, the deficiencies are reviewed in
light of the physical infrastructure as
well as management and policies are
reviewed to identify opportunities and
Pedestrians on Rehoboth Avenue
constraints for improvements.
Task 3: Develop The Pedestrian And
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Bicycle Master Plan And Its Accompanying Management And Policy Actions. In this task, the
Plan is developed based upon the results of the first and second tasks.
Task 4: Establish An Implementation And Funding Plan. This task represents the action plan in
which individual actions with regards to infrastructure and management are prioritized and
grouped into projects. Action steps, responsible parties and funding sources are identified.
Task 5: Estimate Potential Greenhouse Gas Reduction Due To Plan Implementation. This task
is designed to demonstrate the potential benefits of the plan in terms of greenhouse gas
reduction.
As part of the development of the Plan, a Public Outreach Program will be conducted. The Program
consists of four basic components:
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The Streets and Transportation Committee of the City of Rehoboth Beach. This committee
will manage the development of the Plan. 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 will meet periodically throughout the
development of the plan 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 to enhance the comprehensiveness of the Plan.
Street Level Conversations. Conversations with folks ‘on the street’ are being conducted
during the project to provide another conduit for public input into the process.
Public Workshops. Two public workshops will be conducted to involve the general public in
the development of the Plan. The first workshop will be a visioning session designed to
establish a formal set of goals and objectives that the Plan will meet and the second will be
designed to enable to public to comment on the elements of the Plan.
As the Pedestrian and Bicycle Plan will be a component of the City’s Comprehensive development
Plan, it must be adopted by the Commissioners of the City of Rehoboth Beach. This process will
include a formal hearing in which the Commissioners will consider public input prior to a formal
vote to adopt the Plan.
STREETS AND TRANSPORTATION COMMITTEE
The Streets and Transportation Committee consists of the following members:
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Commissioner Pat Coluzzi, Co-Chairperson
Commissioner Lorraine Zellers
Dennis Diehl
Jim Ellison
John Gauger
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Cindy Lovett
Kathy Osterholm
June Embert (ex officio member)
Mel Craig (ex officio member)
This committee is responsible for developing the Pedestrian and Bicycle Plan and shepherding it
through the adoption process.
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STAKEHOLDERS COMMITTEE
A Stakeholders Committee consists of the
following members:
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.
COORDINATION WITH RELATED PLANS
AND POLICIES
Table 1
Stakeholders Committee Members
Name
Organization
Keith Banks
City of Rehoboth Beach Police
Department
Carol Everhart
Rehoboth Beach-Dewey Beach Chamber
of Commerce and Visitors Center
June Embert
Mike Peterman
City of Rehoboth Beach Parking Authority
City of Rehoboth Beach Parking Authority
Anthony Aglio
Crystal Nagyiski
Delaware Department of Transportation
Delaware Department of Natural
Resources and Environmental Control
Main Street Rehoboth
Policies, plans and practices in Sussex
Annmarie
County and throughout the State of Delaware Westerfield
Mike Mitchell
Bikes to Go
also guide the Pedestrian and Bicycle Plan.
Alex
Moore
The Avenue Inn and Spa
Similarly, this Plan will draw from best
Christine Hastings
Jolly Trolley
practices in cities and towns throughout the
David Dooley
Delaware Transit Corporation
nation. The principles of Complete Streets
Karen Zakarian
Boardwalk Plaza Hotel
are now policy in the State of Delaware and
Tim Bamforth
Rehoboth Running Club
in many communities across the nation. The
Anthony Pezone
Sussex Cyclists
Alison
Blythe
Go Fish Restaurant
principle of allocating space in the public
Preston Littleton
City of Rehoboth Beach Planning
right of way for all modes of transportation
Commission – Chair
is a guiding principle of the Plan. The
John Gauger
City of Rehoboth Beach Planning
Delaware Department of Transportation
Commission – Member
manages a Statewide Bicycle Plan. This Plan
Mel Craig
City of Rehoboth Beach Public Works
Department
is designed to promote safe bicycling and
Bunky
Markert
Schoolvue Neighborhood
promote the construction of bicycle and
Kate Markert
multi-use trails throughout the state. As
Patrick Gossett
North Rehoboth Neighborhood
with Bicycles, the Department of
Howard Menaker
North Rehoboth Neighborhood
Transportation is developing a Pedestrian
Jim Horty
The Pines Neighborhood
Plan for the State. All of the plans and
Frank Cooper
John
Bisch
policies noted in this paragraph are
Barry Brandt
Country Club Estates
buttressed by the Federal Highway
David
Mellen
South Rehoboth
Administration’s (FHWA) policies and
Hoyte Decker
South Rehoboth
elements of a pedestrian and bicycle master
Greg Winstatt
The Pines
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.
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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, they 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 will be built upon this Plan and begin with these rules.
TECHNICAL MEMORANDA
The development of this Plan will be guided by technical memoranda designed to be reviewed by
the Stakeholders Committee.
1.
2.
3.
4.
Technical Memorandum 1: Existing Pedestrian and Bicycle Situation
Technical Memorandum 2: Gaps, Opportunities and Constraints
Technical Memorandum 3A: Proposed Infrastructure Improvements
Technical Memorandum 3B: Proposed Management and Policy Actions
This document is Technical Memorandum No. 1.
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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 nonmotorized 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 promotes 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
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,
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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 existing byways, trails and walking tours that exist in the coastal region
connecting places of interest and providing for recreation. Figure 2 shows the regional connections
in the Lewes and Rehoboth area. Following is a description of the regional connections:
Figure 2
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
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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 Central Avenue 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.
The Lewes Historic and Scenic Byway, called the Lewes Byway on the map, includes of 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 and completing the connections to Lewes and Cape Henlopen.
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The American Discovery Trail begins in the Lewes area on Cape Henlopen Drive and then connects
to Savannah Road, Old Orchard Road, New Road to Route 1 to 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 an 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:
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, 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.
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EXISTING INFRASTRUCTURE CONDITIONS
This section consists of an assessment of existing conditions of the transportation infrastructure
affecting pedestrian and bicycle safety and mobility and covers the following topic areas:
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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
Early Action Items
STREET LEVEL INTERVIEWS
The project team spent the afternoon at the Rehoboth Beach Farmers Market on September 6, 2011
between the hours of noon and 4:00 PM 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. We noted that 24 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
several indicating they come to the city
Resident
every year. These visitors traveled to
30%
Rehoboth from a variety of areas, including:
Visitors
44%
Washington, D.C. and its surroundings;
Harrisburg, PA; Nanticoke PA; Pittsburgh,
Full Time
PA; Atlanta, GA; and even the Ukraine. The
Resident
most common state mentioned was
26%
Pennsylvania with nine responses and
Figure 3 September survey at the Rehoboth Beach Farmers
Maryland, a close second with eight
Market
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.
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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 the Project Team spoke to, 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
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,
Gordon’s Pond Trail at the trailhead in Cape Henlopen
including Rehoboth Avenue, Lake Avenue,
State Park
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, staff 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:
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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
right turn that might not have seen
The right lane on Route 1 is a shoulder, right turn lane,
bike lane and a bus lane.
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the bicyclist creates fear on the part 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:
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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 the relatively high speeds for a residentially
oriented 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 sometimes filled.
 One person indicated that
cyclists ignore the rules and
this leads to bike-pedestrianauto 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.
The project team then turned its attention to the pedestrian situation. Some of the same problems
the cyclists mentioned were also mentioned as pedestrian issues.
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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 that made them feel that way such as Rehoboth Avenue. None of
the respondents permitted their children
in that age bracket to walk or ride their
bicycle alone in the city.
Street level interviews are continuing
with Project Team members conducting
informal conversations with shopkeepers,
visitors and residents of the City.
Following is a summary of interviews
conducted in October:
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
Family riding on Rehoboth Avenue
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 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.
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Another suggestion he made was to designate one lane in 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
indicate that Surf Avenue is a ‘great ride’
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.
Rehoboth Avenue is a very busy street. A motorist backing
out of a parking spot would not see an oncoming bicyclist let
alone a car.
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.
A father and his two young daughters just moved to the area from California were on Rehoboth
Avenue when they stopped to speak to the Project Team. He makes sure that he and his daughters
ride with full safety gear.
14
Recent data was collected by Delaware
Greenways for the Bicycle Connectivity
study that is focusing on the Junction
and Breakwater trail used by many of
those interviewed. The data
summarized in Figure 4 shows 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.
Figure 4 Public Trail Use is predominately by Bicyclists
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.
Table 2
Pedestrian, Bicycle and Moped
Crash Summary by Year
Year
2009
2010
2011
Total
Percent
Total
All
188
195
178
561
Pedestrian
Bicycle
Injury
7
4
3
14
2%
10
11
17
38
7%
11
9
15
35
6%
Moped
Scooter
1
4
11
16
3%
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 2 provides a summary of the crash data.
As shown in the table, pedestrians were involved in 2% of all crashes and bicycles, 7%. Mopeds
and scooters were involved in more crashes than pedestrians. Because these are typically low
15
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.
Table 3
Pedestrian, Bicycle and Moped Crash
Summary by Month
Number
Number of
Month
of
Injuries
Crashes
January
6
5
February
2
1
March
0
0
Further analysis of the totals by month reveal that of
the highest month for pedestrian, bicycle and
moped/scooter crashes is July with 22 crashes
followed closely by August and June with 16 and 13
crashes, respectively. Injuries followed a similar
pattern with June recording nine injury crashes, while
July and August recorded seven and five injury crashes,
respectively. Surprisingly, January recorded 5 injury
crashes.
Figures 5 and 5A are shown on the following pages.
Figure 5 illustrates the location of the pedestrian,
May
3
2
bicycle and moped/scooter crashes. As shown in the
June
13
9
figure, Rehoboth Avenue figured in 36 crashes or 52%
July
22
7
of the crashes. Of those Rehoboth Avenue crashes, 23
August
16
5
were bicycle crashes, five involved pedestrians and
there were eight moped/scooter crashes. Rehoboth
September
3
2
Avenue figured in 19 injury crashes, meaning 80% of
October
2
2
the pedestrian, bicycle and moped/scooter crashes was
November
0
0
an injury crash. Further, Rehoboth Avenue made up 19
of the 35 injury crashes in the City of Rehoboth Beach.
December
0
0
Figure 5A 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.
April
2
2
16
Figure 5
17
Figure 5A
Table 4 illustrates the crashes by street. As shown in the Table, Except for Baltimore Avenue and
Rehoboth Avenue, the crashes are spread throughout the city.
18
Street
Rehoboth Avenue
Bad Hair Day Parking
Lot
Baltimore Avenue
Bayard Avenue
Brooklyn Avenue
Christian Street
Columbia Avenue
First Street
Kent Street
King Charles Avenue
Lake Avenue
Laurel Street
Maryland Avenue
Olive Avenue
Sand Castle Parking
Garage
Virginia Avenue
Wilmington Avenue
Table 4
Bicycle, Pedestrian, Moped/Scooter
Crash Summary by Street
Moped
Pedestrian
Bicycle
Scooter
5
23
8
Injury
19
1
2
5
1
1
1
1
1
2
1
1
1
2
6
1
2
2
2
1
2
2
2
1
1
1
2
1
1
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 5 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.
19
Table 5
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
300
Lane 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 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 completely 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 6 illustrates the qualitative level of traffic and congestion on
the city streets.
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.
1
20
Figure 6
21
As shown in the figure, Rehoboth Avenue and Bayard Avenue as noted above 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 Avenues 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 Avenue 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
22
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 Street/Second
Street to Rehoboth Avenue to the
Boardwalk and then return via Rehoboth
Avenue to Christian Street and then to
The Jolly Trolley
Bayard Street. Service frequency varies
but the service operates throughout the
day.
A number of the hotels, most notably the
Rehoboth Hotel, operate shuttles for their
guests.
Figure 7 – The Jolly Trolley operates between Dewey and
Rehoboth Beaches.
23
ON STREET PARKING
Parking is generally permitted on all streets within the city limits. Within the blue shaded area on
Figure 8, 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.
Figure 8 – 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 as follows:
24
Table 6
City of Rehoboth Beach On-Street Parking Fees
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
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
Bicyclist being ‘doored’
parking are without problems for bicyclists. Because
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.
25








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.
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
The Junction and Breakwater Trail begins on the
and Breakwater Trail between Church Road in northwest side of the Canal. Those beginning their
West Rehoboth and the City of Lewes via Cape trips within the City Limits must use Rehoboth
Avenue to cross the Canal.
Henlopen State Park. It also connects to the
outlets on Route 1. The second trail is the
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
side of Route 1. There is ample evidence that
Rehoboth end of the Gordon’s Pond Trail.
Improvements are slated to extend the trail for
pedestrians and bicyclists to Lewes and to Cape
Henlopen
26



folks from these residential neighborhoods 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 9 on the following page shows the location of the pedestrian and bicycle generators.
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
Henlopen Avenue
First Street



Second Street
Lake Avenue
Part of Lake and Olive Avenues
South of Rehoboth Avenue, the preliminary network consists of:




State Road
Hickman Street
Stockley Street
Lake Drive




First Street
King Charles Avenue
Second Street
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.
27
Figure 9
28
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, or its design.
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 a recreational trail. Figure 10 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. Also, 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.
29
Figure 10
30
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 11 on the next page 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.
31
Figure 11
32
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,
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 12 displayed on the
next page illustrate 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 the narrow
travel lanes, the parked vehicles and hidden driveways. The 200 blocks of Baltimore and
Wilmington Avenues and First and Second Streets with 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
enough for a separate bicycle lane.
King Charles Avenue is wide with angle parking on both sides.
33
Figure 12
34
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. In short, is there connectivity around the City for bicyclists?
Figure 13, displayed on the following page, 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 Street 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.
35
Figure 13
36
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.
This photo shows the connection between the Schoolvue
and Country Club Estates Neighborhoods. While adequate
for pedestrians, it is 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
uncomfortable for bicyclists, or where
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 14 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
The connection also passes through the campus of the
Rehoboth Elementary School.
37
Figure 14
38
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 7 have more than light
pedestrian traffic and no sidewalks:
Street
Columbia Avenue
Second Street
Lake Avenue
From
North Surf
Avenue
Henlopen
Avenue
North Surf
Avenue
Table 7
Pedestrian Access Issues
To
Issue
Rehoboth
No clear area to walk
Avenue
Oak Avenue
Access to Gerar Park from Henlopen Acres
First Street
No sidewalks on the Gerar Park side, no
marked crossing to park
Oak Avenue
First Avenue
Third Street
Access to north frontage of Gerar Park, no
Pennsylvania
Avenue
First Avenue
Second Street
Access between Ocean and Gerar Park, no
Henlopen
Avenue
Columbia
Avenue
Columbia
Avenue
Poor intersection design for pedestrians
Cookman Street
Major pedestrian access from Henlopen
Acres, no clear area to walk
Third Street
Cookman Street
Lake Avenue
No clear area to walk, no marked crosswalks
to Gerar Park
Fourth Street
Columbia
Avenue
Rehoboth
Avenue
School Lane
State Road
Stockley Street
Gerar Street
Third Street
Pedestrian connection to Rehoboth Avenue,
no clear place to walk
No sidewalks for children walking to
playgrounds.
Even where there are sidewalks, based upon the qualitative assessment, there are pedestrian
access issues. Table 8 illustrates those issues.
39
Street
Table 8
Pedestrian Access Issues in Areas With Sidewalks
From
To
Issue
First Street
Wilmington
Avenue
Baltimore
Avenue
Useable sidewalk too narrow for business
area
Second Street
Wilmington
Avenue
Baltimore
Avenue
Useable sidewalk too narrow for business
area
Ocean Avenue
Deauville and Oak Street Beach
Area
Rehoboth Avenue
Circle
Grove Avenue/Columbia Avenue
side of Circle
King Charles
Avenue
Philadelphia
Street
Lake Drive
No marked crosswalks between Park
Avenue and Lake Avenue to the beach
North side crosswalks are not where the
demand is for pedestrians to walk into
Henlopen Avenue
There are no marked crosswalks for this
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 sites
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
15 on the following page. 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
Rehoboth Avenue has fairly wide sidewalks but many times
they are congested with people, a sign of a vibrant street.
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 importance of constructing the missing
sidewalks.
40
Figure 15 -- The City of Rehoboth Beach listing of critical missing sidewalk links.
41
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
doors. Ordinances for cities are beginning to
Source: Smart transportation Guidebook
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 areas. 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 residential areas
First Street approaching Rehoboth Avenue. The
sidewalk in front of the pink building is six feet wide.
of five (5) feet which is 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.
42
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.
M Crosswalks to Lake Gerar Park
Missing Crosswalks at
Lake Gerar Park
43
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 Breckenridge, Colorado.
Example of Wayfinding Signing in Breckenridge, Colorado
Examples of Regulatory and Warning Signs directed at
Pedestrians and Bicyclists
REGULATORY AND WARNING SIGNING
Regulatory and Warning signing such as the
examples in the illustration are not very
common in Rehoboth Beach. This is also an
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.
44
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 too 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.
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 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.
45
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
traffic control device diagonally.
92-220: Use of sidewalks
A. Where sidewalks are present, it is
unlawful to walk on the adjacent
roadway.
B. Where sidewalks are not present,
pedestrians walking in the street
shall walk on the left side facing
traffic.
If a new home is constructed on Columbia Avenue,
sidewalks would not be required to be constructed.
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 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.
Four Wheeled ‘Surreys”
46
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
structure for maintaining city streets for all
users. Addressing a number of details could
improve the Ordinances:
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.
A Bicycle Stop. A warning and a brochure were issued by
the officer.
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.
47
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.
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 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
safety for all. To accomplish this goal,
the officers are instructed to use
judgment when making a vehicle, bicycle Officers have a difficult time distinguishing between Mopeds
and Scooters
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.
EARLY ACTION ITEMS
The preceding analysis identified that the crash problem in the Downtown Area and along
Rehoboth Avenue is serious enough to warrant action in advance of the upcoming summer season.
A meeting was conducted with DelDOT representatives and a path forward was discussed. There
are two parts to the path forward.


DelDOT will begin a safety assessment and traffic engineering assessment of Rehoboth
Avenue and the Downtown area to determine if short term improvements to traffic signals,
pavement markings and signing can be implemented.
The City will develop an educational program addressed to visitors designed to address lack
of familiarity with the laws regarding the operation of bicycles, mopeds/scooters,
pedestrian responsibilities and motorist responsibilities.
48
This is an ongoing effort and will be updated in subsequent memoranda.
49

existing pedestrian and bicycle situation

Transcription

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