A: The current speeds along SR 1 in North Bethany are 55 MPH. In the proposed condition, speeds would be reduced to 45 MPH. The Delaware Manual on Uniform Traffic Control Devices (DE MUTCD) requires that the roadway context be considered when setting a speed limit. Factors defined by the DE MUTCD that are considered when evaluating speed limits include the roadway environment (such as roadside development, number and frequency of access points, land use), functional classification of the roadway, public transit volume and location or frequency of stops, parking practices, and pedestrian and bicycle facilities and activity; roadway characteristics (such as lane widths, shoulder condition, grade, alignment, median type, and sight distance); geographic context; reported crashes; and the speed distribution of free-flowing vehicles. When the 85th-percentile speed is appreciably greater than the posted speed limit, and the roadway context does not support setting a higher speed limit, it should be considered whether changes to geometric features, enforcement, and/or other speed-reduction countermeasures might improve compliance with the posted speed limit. According to the DE MUTCD, the posted speed limit within a speed zone should be within 5 MPH of the 85th-percentile speed of free-flowing motor-vehicle traffic, after the previous measures have been considered to the extent practicable.

SR 1 through North Bethany is a Principal Arterial, and the primary roadway in eastern Delaware used for northbound and southbound through traffic destined north or south of North Bethany. The roadway carries over 21,000 vehicles per day, even during non-summer months. This stretch of SR 1 is also used by residents to access the entrances to their neighborhoods, for bicyclists and pedestrians who travel north and south along SR 1 via the shoulders, and for bicyclists and pedestrians crossing SR 1. While there are 8 neighborhood driveways/trailheads on the bayside of SR 1, in between these locations the land use along SR 1 southbound is uninhabited State Park property made up of thick vegetation. Over half of the crashes along this stretch of SR 1 are either collisions between vehicles and deer, or rear end crashes. The geometry of the roadway is straight with no sight distance concerns, has a flat grade, and is currently designed with wide medians, wide lanes, and wide shoulders. Even neighborhoods along the ocean side of SR 1 are hidden from view by thick vegetation or fencing. The geometry of this stretch of roadway invites vehicles to travel at high speeds. Parking is not allowed along SR 1 in this area, which further drives up speeds as little friction is felt by driving motorists. The 85^th-percentile speed just south of the Indian River Inlet Bridge is 64 MPH.

Federal guidance recommends a speed limit within 5 MPH of current 85th-percentile speeds. The proposed 45 MPH speed limit is much lower than the 64 MPH 85th-percentile speeds, already creating an almost 20 MPH speed differential. This initial reduction to 45 MPH has been proposed to try to incrementally drive down the 85th-percentile speeds. A speed limit lower than 45 MPH would be a significant reduction from current conditions, and without constant enforcement and geometric changes it is not likely that drivers would abide by it. Mid-term improvements are proposed along SR 1, with the goal of creating an overall context of the road geometry that will make motorists less comfortable and will force slower speeds. Once these improvements are implemented, the speed could be reevaluated.

A: No - DelDOT’s proposed speed zone safety modifications (reductions) are presently being vetted by the public and area elected officials. Your constructive feedback during the May/June 2024 public comment period is part of this process, so please formalize your opinions and concerns via the survey on the project website.

A: Once the proposed speed limit reduction is approved, the speed reduction could be implemented as soon as 12 weeks.

A: DelDOT is not responsible for the enforcement of speed limits. The enforcement of current speed limits along SR 1 in the North Bethany area is the responsibility of the Delaware State Police.

A: House Substitute No. 1 for House Bill 94 was enacted by the 152^nd General Assembly and signed into law by Governor John Carney on June 30, 2023. This established an electronic speed monitoring system to assist the State, counties, and municipalities in the enforcement of speed limits. This act was codified under Title 21, § 4170A of the Delaware Code. Through Title 21, § 4170A, DelDOT may approve the installation and use of an electronic speed monitoring system for motor vehicles travelling in a work zone, or in a residence district in either New Castle County or a municipality. As this stretch of SR 1 is not located in New Castle County, nor in a municipality, it is not eligible for an electronic speed monitoring system.

A: Historically, in March of 1999, seasonal speed limits were authorized along SR 1 between 1 mile south of the Indian River Inlet Bridge (approximate at 3 R’s Road), to the North Bethany town limits. The 55 MPH speed was reduced to 50 MPH during the summer months, from late May to early September. The speed reverted back to 55 MPH for the remainder of the year. This was accomplished by physically switching the speed limit signs along this stretch of SR 1 before Memorial Day and after Labor Day.

The proposed speed limit reduction along this stretch of roadway would reduce the current posted speed of 55 MPH to 45 MPH, effective year-round. This reduction would be even greater than the previous seasonal speed limit reduction to 50 MPH.

A: The 3 prioritized RRFB crossing designs have been completed and programmed into DelDOT Traffic’s construction schedule to be constructed as soon as possible, considering available funding, supply chain issues, and approved construction time frames. The pole equipment for Location 1 has already been ordered, but due to supply chain issues it could take as long as 30 weeks for the equipment to be delivered. Also, lane restrictions in this area cannot occur during the peak summer months, so construction must be limited to the months of October through April.

A: Additional RRFB crossing locations across SR 1 in North Bethany could be designed and implemented in conjunction with mid- and long-term corridor wide improvements.

A: Installing an advance crosswalk warning sign using an RRFB system is recommended by the DE MUTCD to provide additional stopping sight distance for roadways. The National Cooperative Highway Research Program (NCHRP) Report 562 guidance provides guidance on what is the most appropriate type of pedestrian facility at a location and addresses the pedestrian volumes that would result in the implementation of a pedestrian facility. Based on NCHRP Report 562, the rule of thumb is less than 14 to 20 pedestrians per hour at a location would result in no pedestrian facility being recommended. The only location along SR 1 in North Bethany that meets these minimum pedestrian volumes is the crossing at Fresh Pond North, while Fresh Pond South comes close. All other crossing locations along SR 1 in North Bethany do not warrant a pedestrian facility being installed, according to this guidance.

The FHWA also says “To enhance pedestrian conspicuity and increase driver awareness at uncontrolled, marked crosswalks, transportation agencies can install a pedestrian actuated RRFB to accompany a pedestrian warning sign.” The FHWA also says “Reserve the use of RRFBs for locations with significant pedestrian safety issues.” While the FHWA provides conditions where Pedestrian Hybrid Beacon HAWK signals should be considered, DelDOT has done independent research regarding the compliance at these types of signals with negative results. See the following question answer regarding pedestrian hybrid beacon HAWK signals. FHWA’s documentation notes that “…for multi-lane roadway crossings where vehicle AADTs are in excess of 10,000, more substantial crossing improvements are also needed to prevent an increase in pedestrian crash potential. Examples of more substantial treatments include the refuge island, PHB, and RRFB. … To further increase visibility of pedestrian crossings, agencies often integrate multiple countermeasures.” The proposed RRFB locations are implementing advance RRFB signal systems on both sides of SR 1, overhead RRFB signal systems at the crossing, and ground mounted RRFB signal systems at each crossing. Curb extensions are also being proposed where they are feasible, and pedestrian refuge areas are provided in the medians. While the FHWA guidance suggests that “RRFBs are particularly effective at multilane crossings with speed limits less than 40 MPH”, Delaware has installed multiple RRFBs at locations across the state with speeds of 40 MPH and higher, with yielding results higher than those where no crossing is present.

DelDOT has determined that RRFBs are the most appropriate tool available for increasing motorist awareness of active crossings. Driver compliance at any signal, be it pedestrian or vehicular, is on the onus of the driver. While an educational component would be beneficial for pedestrians, bicyclists, and motorists alike, DelDOT’s statewide compliance and safety studies indicate a noticeable compliance of yielding at crossings with the installation of an RRFB, contrary to HAWKs.

A: DelDOT completed a study in May 2020 that reviewed the compliance at HAWK pedestrian signals. The study indicated that due to unpredictable motorist behavior at several of the HAWK signals, combined with the generally poor pedestrian compliance at the HAWK signals, especially when compared to similar “traditional” intersections, as well as crash data that showed almost no change in pedestrian/bicycle crashes, it was recommended that HAWK signals no longer be installed at intersections in Delaware.

Also, HAWK pedestrian signals need to be coordinated with other surrounding HAWKs/full color signalized intersections (such as Fred Hudson) to help facilitate the flow of traffic. Due to this coordination, the HAWK pedestrian signals would be dark for a relatively long period of the cycle length to allow the vehicles on SR 1 to move along the corridor, forcing pedestrians to wait for their turn in the cycle. In past experience with HAWK pedestrian signals in Delaware, this time where the pedestrian is forced to wait leads to the pedestrian repeatedly pressing the button, becoming impatient with the cycle delay, selecting a “safe” gap in traffic to cross (i.e., jaywalking), and then once the pedestrian movement is finally allowed to go the motorist stops for a “ghost ped,” who has long since left the crosswalk. This behavior ultimately leads to joint non-compliance and safety concerns. On the contrary, RRFBs provide pedestrians/bicyclists “instant gratification”, allowing pedestrians/bicyclists to refresh the warning flashers at any time by simply re-pressing the pushbutton.

A: Full color signalized intersections can only be installed if they meet warranting conditions established in the Delaware Manual on Uniform Traffic Control Devices. Typically, for a signalized intersection to be warranted due to high pedestrian volumes, there would need to be about 100 pedestrians observed per hour in the peak hour. None of the SR 1 crossing locations that were studied in North Bethany meet that requirement, even during peak summer hours.