TRANSPORTATION 

"Promote mobility for people and goods through a balanced, multi-modal transportation system."  One of the State's 10 Goals from the Cabinet Committee on State Planning Issues' “Shaping Delaware’s Future” Summary Report, April 1995.    

"In cooperation with the Delaware Department of Transportation (DelDOT), identify and implement measures to protect the rights-of-way of existing and future transportation projects (e.g., the SR-1 Corridor Preservation Project) which will move people and goods throughout the County, State, and Region efficiently, effectively, and economically." One of the Kent County Levy Court's Goals for the 1996 Comprehensive Plan Update, still valid in this 2002 Update.  

 “Transportation investments cannot be effective if local land use controls do not support sustainable transportation by directing land use, controlling access, and improving site design” From the 1997 Delaware Statewide Long-Range Transportation Plan.   

Introduction   

Rather than documenting transportation statistics found in many sources, this Comprehensive Plan Update will provide some Internet sites where these statistics can be found.  Some of these sites include but are not limited to: <http://www.epa.gov/OMSWWW/> (EPA’s Office of Transportation and Air Quality);

<http://www.dartfirststate.com/> (Delaware’s Transit Corporation); <http://www.deldot.net/> (Delaware Department of Transportation); <http://www.doverkentmpo.org/indexmpo.html> (Dover/Kent County Metropolitan Planning Organization (MPO)).  In addition to these reference internet sites, the Kent County Comprehensive Plan Update site (http://www.smartmap.com/kent_co/) contains some transportation related maps, parcel information, comprehensive plan (long range) map, and zoning maps.  

By having the Kent County Comprehensive Plan Update in an electronic format on the Internet, the reader can easily search any of these sites for a variety of Kent County, Delaware transportation statistics. 

 Background 

            Since 1990, the United States Congress has enacted three pieces of legislation that dramatically affect the way long-range transportation planning is done: the Clean Air Act Amendments (CAAA) of 1990; the Inter-modal Surface Transportation Efficiency Act (ISTEA) of 1991; and the Transportation Equity Act for the 21st Century (TEA-21) of 1998.  The CAAA requires planners to explore modes of travel other than private vehicles to improve air quality and meet the population's transportation demands.  ISTEA requires an emphasis on improving air mobility and increasing the number of options available for moving people and goods.  Planning has to be multi-modal and inter-modal.  In addition, transportation plans and programs must conform to fiscal and air quality requirements, and incorporate a proactive public participation process.  TEA-21 builds on the initiatives established in ISTEA. This Act combines the continuation and improvement of current programs with new initiatives to meet the challenges of improving safety as traffic continues to increase at record levels, protecting and enhancing communities and the natural environment as we provide transportation, and advancing economic growth and competitiveness domestically and internationally through efficient and flexible transportation.   

Following the 1990 Census, the City of Dover and areas adjacent to it were declared a Metropolitan Statistical Area (MSA).  This designation, together with provisions contained in ISTEA, resulted in the creation of the Dover/Kent County Metropolitan Planning Organization (MPO) in 1992.  The MPO is an organization of local, county, and state agencies and acts as a coordinating and facilitating body concerned with regional transportation issues, systems, services, plans, and programs.  The MPO's planning area encompasses all of Kent County, including the entire municipalities of Smyrna and Milford.   

The MPO completed its Long-Range Transportation Plan (LRTP) for Kent County in September 1996.  Because Kent County is a leading member of the Dover/Kent County MPO and because the County's Planning Department was represented on both the Steering and Technical Advisory Committees for the LRTP, it was decided that the LRTP would serve as the basis for the Transportation element of the Comprehensive Plan Update.  A majority of the following information contained within this chapter came directly from the Dover/Kent County Metropolitan Planning Organization Long-Range Plan.  

Roads 

The roadway system serving Kent County includes 1,342.9 centerline (route) miles and 2,772.49 lane miles of roadway.  The number of lane miles is a function of the number of lanes of each roadway.  Across the state, the Department of Transportation has jurisdiction over 88 percent of public roads, and thus, has jurisdiction over the large majority of the total mileage in Kent County.  The county's roadways range in character from four lane highways to dirt roads.  The functional classification system classifies roadways based on the degree to which they limit access.  Another measure of roadway performance is Vehicles Miles Traveled (VMT).  The main functional classes of roadways are as follows:   

Principal Arterials - Major highways or streets with multilane design that serve high volume traffic and connect major generators of travel.  Kent County has 57.9 route miles of principal arterials including U.S. 13, U.S. 113, and S.R. 1.   These are among the earliest modern roadways built in Delaware.  Although they comprise the smallest amount of route miles in the county, they accommodate the majority (36.03 percent) of the annual VMT.   

Minor Arterials - Highways or streets that link towns by distributing trips to smaller areas.  These highways serve higher classification roads by providing access to and from less developed areas.  The county has 76.44 route miles of minor arterials including DE 8 and DE 300.   

Collectors - Roads that enable moderate quantities of traffic to move between arterials and local roads.  Collectors also provide access to adjacent properties.  The county has 267.17 route miles of collector roadways.   

Local Roads - Roads with a principal function of providing direct access to adjoining properties.  The county has 941.49 miles of local roads including suburban development streets.  The bulk of the county's roadway system (70.1 percent of route miles) is local roads. 

At the Dover/Kent MPO TAC meeting September 8, 2000, DEDO’s Gary Smith distributed some Internet literature that showed Dover, Delaware and Juneau, Alaska as the only two state capitols without interstate access.  He spoke in favor of designating SR-1 as an Interstate Highway to attract companies interested in locating near an interstate highway.  Carol Ann Wicks of DelDOT said they were committed to studying the issue.  The Dover/Kent MPO’s approach is to create a commercial corridor on U.S. 13 by: implementing Access Management; rerouting bikes to parallel routes away from trucks; constructing service roads; adding street trees; improving bus stops; installing attractive lighting; and burying utilities.     

Public Transportation   

Public transit service is provided by DART First State, including South District bus service, Paratransit, and Intercity transit (formerly Blue Diamond).  Some additional Paratransit services serve Kent County with capital and operating funding for other public and/or private transportation providers.  Private operators provide commercial intercity bus service into Kent County.  Public transit is provided to a service area covering approximately 27.45 square miles in Kent County using a public transit service area definition as any location within one-quarter mile on either side of a bus route.  Within this service area reside approximately 37,761 Kent Countians who can reasonably access transit from their homes (approximately 34% of total population based on 1990 census data).  Local public transit is only available in the Dover area with some intercity services between Dover and points to the north and southeast.  The new DelDOT Kent County transit site is located on 12 acres in the City of Dover.  There is parking for 71 revenue vehicles, with 60 expected at first and then later expansion.     

Additional Paratransit and special transit services are available in other parts of Kent County for elderly and disabled residents.  The Delaware Transit Corporation’s (DTC) ridership is growing between four and five percent annually, with one of the biggest increases in specialized bus service for persons unable to use regular bus service due to age or disability.  Kent County employers participate in DTC’s “Get a Job, Get a Ride” program, which allows employees to use this transit for work.     

Ridesharing   

Kent County also has facilities and services that promote ridesharing (carpooling and vanpooling).  The county has six designated public park and ride locations, with an average usage of twenty vehicles per weekday.  Also, the Statewide Employees Vanpool Program operates in the county.  In 1995, fourteen state employee vanpools were operating in Kent County.  The vast majority of persons who carpool do so in two-person carpools; participation in ridesharing has decreased over the last ten years.  In 1990, the total number of carpools in Kent County was 7,881 and the estimated reduction of vehicle trips on roadways in the county was approximately the same.    

Bicycling and Walking   

Several facilities accommodate the use of bicycling and walking as a travel mode.  Bicycle facilities on separate rights-of-way include bike paths, bike trails, and greenways.  Bicycle facilities within the roadway rights-of-way include bike lanes, paved shoulders, wide curb lanes, shared roadways, and bike routes.  These bikeways are predominately paved shoulder roadways and may or may not be signed as bike routes.  These in street bicycle facilities are sometimes referred to as Class II type facilities.   

Bike Paths.  A bike path provides travel path completely separate from vehicular traffic.  Bike paths are typically bi-directional and should be at least eight feet wide or greater depending upon the expected usage level.  Bike paths may also be used by pedestrians, roller skaters, and other wheeled non-motorized modes (and some paths may be expected to accommodate golf carts and maintenance vehicles that are motorized).  Therefore the width and design should account for the variety of users and potential conflicts.  The Department of Transportation does not have any bike paths in Kent County, but municipalities, state parks, and local parks may maintain other bike paths.   

Bike Trail.  A bike trail is similar to a bike path, but with an unimproved surface. Pedestrians for hiking, bird watching, or basic transportation needs may also use bike trails, and the facility design should account for the variety of users and potential conflicts.  The Department of Transportation does not have any bike trails in Kent County, but municipalities, state parks, and local parks may maintain other bike trails.   

Greenway.  Greenways are primarily developed for environmental preservation purposes as habitat corridors, but may also provide corridors for the development of bicycle paths and trails.  The transportation value of a greenway may be to provide public access to the natural resource or to provide access through or between destinations as an alternative to roadway environments for bicyclists and pedestrians. The Coastal Heritage Greenway originates in Kent County and extends along the Delaware Bay coast to Cape Henlopen State Park in Sussex County.   

Bike Lanes.  A bike lane provides an officially designated (with signs and pavement markings) travel path for bicyclists within the roadway.  National standards and guidelines recommend appropriate pavement markings, intersection treatments, and lane widths (generally four feet) for bike lanes.  Bike lanes create a more visible and predictable operating environment for bicyclists and automobiles.  Currently, there are no bike lanes in Kent County.   

Paved Shoulder.  Similar to a bike lane, paved shoulders provide a potential travel path for bicyclists within the roadway.  Unlike a bike lane, paved shoulders do not provide any special signs, markings, or intersection treatments to direct bicycle/automobile interactions.  To accommodate bicycles, a paved shoulder must be smooth surfaced and at least four feet wide.  The pavement type may be concrete, hot mix, or surface treated to provide an acceptable riding surface for bicyclists. Sometimes these roadways are augmented with cautionary "Bicyclists Sharing Roadway" sign to increase motorists' awareness of the presence of bicycles.  Kent County has over 330 miles of paved shoulder that meet these criteria.   

Wide Curb Lane.  Vehicular travel lanes that are wider than twelve feet are considered wide curb lanes.  These lanes provide an environment where motorists can typically pass a bicyclist without needing to change lanes.  Wide curb lanes also provide additional maneuvering room when drivers are exiting driveways or in areas with limited sight distance.  Wide curb lanes with greater than fourteen feet width may encourage the undesirable operation of two motor vehicles in one lane, especially in urban areas, and consideration should be given to striping as a bicycle lane when wider widths exist.  Many roadways in Kent County provide the extra width of a wide curb lane, although they are not readily recognized for their benefit as a bicycle facility.  Sometimes these roadways are augmented with a cautionary "Bicyclists Sharing Roadway" sign to increase motorists’ awareness of the presence of bicycles.     

Shared Roadway.  In Delaware, bicycles are legally defined as vehicles, and therefore, may ride on any vehicular roadway unless specifically prohibited.   These prohibitions may be found on limited access highways such as interstates with very high vehicular speeds.  These roads do not provide separate lanes or paved shoulders specifically for bicyclists, but bicyclists may choose to use them depending upon individual bicyclist's experience and transportation needs.  Roadways that have low speed and/or low volumes of vehicular traffic may be suitable for bicycle use without any special treatments.  Sometimes these roadways are augmented with a cautionary "Bicyclists Sharing Roadway" sign to increase motorists' awareness of the presence of bicycles.   

Bike Route.  Bike routes provide special directional signs to direct bicyclists to roadways that are convenient access routes for bicyclists.  These routes may be part of a recreational route system and/or may provide bicycle access routes that serve as alternatives to more heavily trafficked roadways.  Roads with low traffic volumes and low-posted speeds may be designated as bike routes, even if they lack bike lanes or paved shoulders.  The state currently has one officially designated bike route (Delaware Bike Route 1) which passes through portions of west and south Kent County linking Newark and Rehoboth Beach.  Additionally, the Department of Transportation has published a map that indicates the suitability rating of Kent County roadways for bicycle travel.     

Sidewalks.  Sidewalks are the primary pedestrian facility type, although pedestrians may use bike paths, bike trails, greenways, and paved shoulders when no sidewalk is present.  Sidewalks should be designated to be a minimum of five feet wide and should provide curb ramps for wheelchair access.  Bicyclists are legally permitted on sidewalks unless specifically prohibited, such as in certain downtowns or other locations where potential conflicts with pedestrians are high.  Generally, sidewalks are not designated to safely accommodate most adult bicyclists, who can reach speeds of 15-20 miles per hour.   Sidewalks are designated to accommodate travel at about 3 miles per hour, a typical walking speed.  Sidewalks are common within urbanized areas, but are less common in outlying unincorporated areas.  The Department of Transportation maintains an inventory of roadways with sidewalks in municipalities and in suburban developments.  Kent County has 82.45 miles of roadways with sidewalks on both sides of the roadway, and 29.55 miles of sidewalks on one side only. 

In addition to these basic facility types, the careful design of crosswalks, traffic signals, medians, overpasses, underpasses, bicycle parking, and pedestrian plazas further support bicycling and walking.  These facilities may be particularly critical for children, senior citizens, and disabled pedestrians.  Bicycle parking is a critical factor for commercial destinations, employment sites, and public transit connections.  Also, various types of "traffic calming" devices may service to facilitate pedestrian travel by slowing motor vehicle traffic, increasing visibility, and providing pedestrian crossing refuge islands.  Two suburban developments in Kent County have utilized traffic calming features, primarily speed humps, on their streets.  Additionally, downtown Dover provides sidewalk bulb-outs, textured pavements, on street parking, and a traffic diverter to calm traffic and create a more pedestrian friendly environment.     

Railroads   

Kent County has approximately 56 miles of active freight railroad lines, which are primarily operated by Conrail.  These lines include the Delmarva Secondary Line and Indian River Secondary Line.  Both of these lines are rated as "Class 3" railroads by the Federal Railroad Administration (FAR) with standard allowable operating speeds of 40 miles per hour.   

Delmarva Secondary Line.  This primary north-south connection along Delmarva is operated by Conrail and roughly parallels the U.S. 13 roadway corridor.  This line continues south into Maryland making a connection to the Eastern Shore Railroad (ESHR) in Pocomoke, Maryland and continuing to a barge that floats rail cars across the Chesapeake Bay at Cape Charles, Virginia.  To the north, this line connects to the Northeast Corridor serving many destinations in the northeastern United States.  This is the longest rail line in Kent County spanning approximately 34.5 miles within the county.     

Indian River Secondary Line.  Another Conrail line in Kent County, the Indian River Secondary Line, connects Harrington with Milford and continues in a southerly direction near the Atlantic coast of Delmarva covering approximately 7.8 miles in Kent County.  Primary commodities on these lines include coal, chemicals, agricultural products, forest products, and construction aggregates. 

Chesapeake Railroad.  The Chesapeake Railroad provides service to Easton, Maryland and has an interchange point with the Delmarva Secondary Line at Clayton, Delaware.  The Delaware portion of this line extends nearly fourteen miles from Clayton to the Maryland state line at Marydel.  The Maryland Department of Transportation owns the track, which had been out of operation since 1983, but recently reopened. At the time of reactivation, three potential Delaware customers along with shippers in Maryland expressed interest in shipping by rail on this line.  In addition to start up freight service, the Chesapeake Railroad runs a limited excursion operation for tourist travel on this line.  The portion of the line existing in Kent County is approximately 13.4 miles long. 

Tourist passenger rail service is available in Kent County to bring visitors from other parts of the State to the Delaware State Fair Grounds in Harrington for the duration of the Fair and for special excursions on the Chesapeake Railroad from Clayton, Delaware to Easton, Maryland.  In June 2001 and September 2001 NASCAR races in Dover will have passenger train service to the race from origins north.  Although there are no plans in the immediate future for commuter rail service in Kent County, the state is currently conducting a study on the feasibility of such service.  However, the future of rail in Delaware remains uncertain.  In recent years, railroads have played a small and diminishing role in Delaware's transportation system, as they are designed to carry large or bulk goods, not people.  Due to the limited extent of Delaware's 288-mile rail network and related terminal and transfer facilities, railroads typically require connections with trucks to start or complete shipments.  Nationwide, the railroad industry is seeking to disinvest in low volume, non-profitable rail lines.  This is true of Conrail, which is the leading rail freight hauler in Kent County and throughout Delaware.  Conrail is currently evaluating the performance of each of its branch lines to determine their future viability.  The reopening of the Chesapeake Railroad through Kent County is a positive sign in contrast to this overall trend.  Additional inter-modal transfer centers, switching yards, and similar facilities greatly increase the feasibility of rail transport.  Kent County currently has two such facilities in operation, offering limited services for rail transport.   

  Jell-O Yard.  This yard services the General Foods and Scott Paper plants on the west side of Dover.  Here, many cars of raw materials arrive from various points in North America for the manufacture of paper and food products. 

  Harrington Yard.  At the Harrington Yard train crews report to duty; scheduled freights begin and end their journeys for destinations throughout the northeastern United States; and trains from the Indian River Secondary and destinations on the lower Delmarva Peninsula begin and end their journeys. 

  Corrado America.  A rail-to-truck commodity transfer facility, owned by Corrado America, exists in Felton for the transfer of aggregates.   

Aviation   

Kent County has eight aviation facilities available for public use.  The primary aviation facility in Kent County is the Dover Air Force Base, which permits limited public service at an adjacent civil air terminal, the Central Delaware Commuter Air Facility.  A joint use agreement between the base and the Delaware Department of Transportation allows the use of the civil air terminal for multi-engine corporate aircraft flown by pilots who are instrument rated. Additionally, pilots must obtain permission to land 24 hours in advance.  DelDOT and the base are currently negotiating a new agreement to modify these restrictions, permitting greater public use of the facility.  DelDOT has explored the feasibility of regularly scheduled airline service between the civil air terminal at the Dover Air Force Base and major airports in the region.  A recent study found that such service might generate 20,000 flights annually from Dover.   

In addition to the facilities at Dover Air Force Base, five of Kent County's other public use aviation facilities provide general aviation services.  Another facility, the DelDOT Helistop is a publicly owned helicopter-landing pad, located at the Delaware Department of Transportation complex in Dover.  An ancillary facility, the Kent County AeroPark is a 115-acre county owned industrial/business park located next to the Dover Air Force Base.  Several of the 23 lots in the Park are reserved for aircraft related industries.   

The annual number of operations at each public use facility is currently well within the facility's capacity for annual service volume.  However, most of the privately owned airfields are anticipated to provide inadequate capacity over the next 15 to 20 years.  This resulted in the State of Delaware purchasing the Airpark at Cheswold, which is being managed by the Delaware River and Bay Authority (DRBA). 

Marine   

The Delaware Bay, Leipsic River, St. Jones River, Murderkill River, and the other waterways of Kent County provide avenues for recreation as well as the movement of people and goods.   The estuary formed by the Delaware River and Delaware Bay meets the Atlantic Ocean at Cape Henlopen, south of Kent County.  Part of the Intracoastal Waterway, which runs along the entire eastern seaboard, this estuary is also a major shipping channel serving the ports of Wilmington and Philadelphia.  With the onset of the Second World War, the U. S. Army Corps of Engineers began to deepen the Delaware's shipping channel to a depth of 40 feet.  Today, the Corps dredges approximately five million cubic yards of material annually to maintain the channel at this depth. Without continuous dredging, the channel would be only 18 feet deep, and unable to accommodate the largest ships bound for the ports upstream.  The bay/river is the world's largest freshwater port.  The combined activities of the various shippers using it rank the waterway second in the United States in total waterborne commerce.  The Delaware River and Bay carries approximately 2,700 ships per year to and from several public port facilities and private industry facilities along its banks in Delaware, Pennsylvania, and New Jersey.   

Most of the bay coastline in Kent County is marsh, and forms the Bombay Hook National Wildlife Refuge and other important wildlife areas.  Therefore, most of the water access in the county is for small-scale recreational use.  The Bowers Beach fishing facilities, both commercial and recreational, are the most significant docking facilities in the county.     

Fundamental Strategies   

Five fundamental strategies form the framework of the Dover/Kent County MPO LRTP and subsequent transportation actions.  The fundamental strategies are: 

1. Preserve and maintain the existing transportation system;

2. Improve the management of the existing transportation system;

3. Develop and expand other modes of transportation;

4. Provide additional roadway system capacity; and

5. Focus transportation investments. 

The first four strategies are ranked in order of their relative importance and impact on the County and its residents.  Actions intended to preserve and maintain the existing system will be more cost-effective and less intrusive on residents than building additional roadway capacity. Consequently, preference will be given to more cost-effective strategies.   

The fifth strategy provides an overall framework for all transportation investments.  Given the strong desire expressed by County residents to better manage growth, and that growth often results from transportation system expansion, the most important aspect of this strategy is to concentrate transportation investments in areas where growth is felt to be desirable.  This approach, which proactively coordinates transportation investments with land use decisions, can create a more sustainable transportation system.   

1.   Preserve and maintain the existing transportation system   

The first step which should logically be taken in the effort to provide adequate access and mobility and to maximize the value of the transportation system investments is to ensure that the existing transportation system continues to provide at least as much capacity in 2020 as it does today.  This means that the system must be maintained properly and that steps must be taken to prevent the reduction of its operating capacity.  Improved maintenance also includes taking steps to ensure the safe movement of people and goods.       

Encroaching development and unlimited access onto the region's major roadways reduces system capacity.  By guiding development, controlling access, and taking active steps to preserve the existing transportation system, investments that have already been made can be maintained to a large degree.  Two methods for preserving and maintaining the existing transportation system are access management and corridor preservation.   

 Access management focuses on preserving and improving the operating condition of corridors by regulating the number, spacing, and design of access points.  Through access management, local trips are directed from regional corridors to side streets, frontage roads, and internal connectors.  Overall site design and multimode access are important components of access management because they address issues such as transit oriented development, building setbacks, and walkable communities.  While the specifics of Delaware's Access Management Code are still being developed, this Plan recommends that the following roads be given extra attention in the access management program.  Though they are not designated as having a high functional classification, they operate as important  regional corridors:   

-SR 1/US 113

-US 13

- DE 9

- DE 8, from the Maryland state line to Dover City limits

- DE 10

- DE 12

- DE 14

- DE 15

- DE 300/6 

                  Corridor preservation is the process of reserving land to 1) preserve the operating condition on existing corridors by controlling access or 2) to use as right-of-way for future multi-modal transportation needs before development and access preclude a feasible facility expansion.  Corridor preservation can prevent the need for costly parallel facilities that relieve roadways overburdened by development, and provide the needed right-of-way for reducing the number of access points.  It also allows DelDOT to protect the integrity of the corridor, thus protecting existing transportation investments.  Consequently, resources elsewhere in the region (economic, environmental, and/or financial) will not need to be expended to address future capacity problems.  The Plan recommends that the County's major north/south corridors be included in the corridor preservation program, thereby ensuring that long-distance traffic can be accommodated:   

 -US 13, south of Dover

 -US 113, south of Dover (already in the existing program)

 -SR 1 

 2.  Improve the management of the existing transportation system       

                 Increasing the capacity of the region's transportation system does not necessarily start with building new roadways or adding more buses.  Improving the management of our current transportation system will improve our roadways’ efficiency and capacity.  DelDOT estimates that the current system's capacity could be increased 25 percent through better management.  For example, better management may consist of implementing traveler information systems.  These systems provide up-to-date, real-time information such as location of traffic congestion caused by accidents, to help travelers make informed decisions, and choose more efficient routes to arrive at their destinations.   

                  Installation of advanced fare collection systems such as EZ Pass may reduce delays at transit stops, thus improving the efficiency of the system.  Better traffic signal systems may reduce delays at transit stops, thereby improving the efficiency of the system.  Better traffic signal systems can also improve the flow of traffic by eliminating unnecessary waiting at intersections.  DelDOT’s web page features camera shots of traffic and up-to-the-minute traffic reports.  Actions that help improve management of the existing transportation system will avert the need for new roadway facilities.     

3.  Develop and expand other modes of transportation      

            The next step in meeting the access and mobility needs of Kent Countians is to provide more transportation options so residents don't have to own an automobile to get where they need to go.   

                Expanding facilities and services for other modes of transportation such as walking, bicycling, taxis, and transit increases travel options for residents, provides mobility for those who cannot drive, and reduces the need to own an automobile.  These improvements are not necessarily expensive.  For example, providing a sheltered bench on which riders may wait for the bus or adding a half-mile of paved shoulder for bicyclists will allow and encourage people to use these other modes. Effort should be exerted to make these modes more convenient, secure, and affordable.   

4.  Provide additional roadway system capacity     

            For the past century, transportation development efforts focused primarily on roads.  The region now has an extensive network of excellent roads.  Although the emphasis of the Delaware Long Range Transportation Plan is not on the construction of new roadway capacity, it will be necessary to provide additional capacity in cases where other strategies are not sufficient.   Roadway improvements developed for the Delaware Long Range Transportation Plan are, for the most part, relatively small scale. All future roadway improvements, with the possible exception of interstate type facilities, should include facilities that support walking, bicycling, and transit.   

5.  Focus Transportation Investments      

                 Supporting the four strategies listed above is a transportation investment strategy that recognizes the important link between land use, transportation, and air quality.  It is virtually impossible to plan for one without considering the other.  Transportation demand is "derived" from land use.  In other words, the fact that people live in one place and work, shop, and play in another creates the need for transportation.  Transportation by motor vehicles will produce emissions of air pollutants, which may affect ambient air quality.  

                  Working together, municipal, county, state, and MPO staff identified three types of areas to reflect the level of transportation investment needed to support anticipated development. These areas are called "growth", "management", and "preservation" areas.  They were developed based on the location of existing and approved developments, local comprehensive plans, location of water and sewer facilities, environmental sensitivity, farmland preservation efforts, and the Vision.  Each area is defined below, along with an explanation of the transportation planning implications.   

                  "Growth areas" are those in which new development and redevelopment will be encouraged.  These areas include the major municipalities of the County, and some of the areas between those municipalities, such as the area between Dover and Woodside.  In these areas, economic development is desirable.  Development is expected to occur in densities ranging from those found in downtown Dover, to one unit per 10 acres, allowed in the County's agricultural-residential zoning district.  However, new zoning ordinances recently adopted by Dover and Kent County are aimed at creating more compact, mixed use development that will use the infrastructure more efficiently, a major goal in growth areas.   

In growth areas, travel demand should be the highest; therefore, transportation investments and improvements should be focused to make transportation facilities and services function most effectively.  Investments should diversify the transportation system, add capacity, and support growth.  In areas with the appropriate density, investments should focus on walking, bicycling, ridesharing, and transit since distances and community design can support them. Transit should be used as a congestion management tool, and all projects should be planned multi-modally, and to demonstrate sustainability.  Creating a balance between modes and providing viable choices for system users should be emphasized. 

Goals in these areas should include:   

·        Increasing the availability and efficiency of all modes using transit, ridesharing, bicycling, walking, and transportation demand management tools to lessen the impacts of congestion and air quality; 

·        Increasing safety; 

·        Sustaining improvements and performance of investments; 

·        Creating positive social impacts from transportation investments; 

·        Decreasing total door-to-door travel time for auto, truck, and transit modes; and  

·        Using highway capacity improvements to decrease congestion, improve air quality, make regional connections, incorporate facilities for non-auto modes, and providing sustainable cost-effective solutions.  

"Management areas" are those in which moderate, carefully considered growth is expected to occur in a carefully managed manner.  Sprawl type and strip developments, for example, should be discouraged in favor of mixed uses or other flexible approaches.  Management areas may experience development pressures that must be planned consistent with local growth management goals and concurrent with infrastructure capacities.  

Transportation investments should enhance existing highway infrastructure to address congestion and safety, with transit providing basic mobility.  Measures regarding Single Occupancy Vehicle (SOV) trips, congestion, air quality, and other growth issues should have a more preventative emphasis rather than remedial.  Congestion should be managed by improving the efficiency of the transportation system, such as with intersection improvements and Intelligent Transportation Systems (ITS) applications.  Large capacity improvements should be made only after other options have been exhausted.  Transportation projects should use a multi-modal approach and demonstrate sustainability.  Safety, travel time, environmental quality, and the goals listed in growth areas will also be important in management areas.   

"Preservation areas" are those in which growth is least desirable.   These areas include agricultural lands in the western portion of the county, some of which are home to the Amish community, and environmentally sensitive areas east of SR 1.  Other than on special facilities, such as US 13 and US 113, transportation investments should only be made for maintenance and safety.  They should not be considered if they would stimulate new development.  Measures such as travel time, congestion, and mobility choices should be the least important in these areas. Transit should still be provided on a limited basis to provide basic mobility to the elderly and disabled, or connect rural communities.  Bicycle and pedestrian facilities may be important as recreation components.  Air quality and environmental issues should be addressed in preservation areas by minimizing roadway improvements and focusing on maintaining the transportation system.   

            Section 176(c) of the Clean Air Act requires than any transportation plan or transportation improvement program in Kent County must not cause motor vehicle VOC and NOX emissions exceeding the emission budgets set forth in Delaware's State Implementation Plans (SIPs) for attaining the 1-hour ozone standard.  To ensure transportation conformity with air quality, the County will work very closely with the Delaware Department of Transportation (DelDOT) and the Delaware Department of Natural Resources and Environmental Control (DNREC) in any major land use planning changes, policies, or activities.  Assessment of major land use planning projects shall include: 1) the magnitude of impact (i.e. magnitude of emission increases; 2) an evaluation of whether the emission increases would lead to exceeding of the SIP budgets; and 3) if exceeding would occur, what the possible remedies would be to get the vehicle emissions back to the SIP budgets or lower.   

This transportation investment strategy has a number of important implications for the LRTP.  First, improvements to the highway system that would encourage growth would be made in areas where growth is desired.  Second, transportation policies would support a development pattern for which all services can be provided more cost effectively, while maintaining traffic carrying capabilities of important regional and interstate roadways.  Finally, focusing transportation improvements to complement desired land use patterns would lead to a more rational transportation system.  Finally, the strategy would create a tight link among land use, transportation, and air quality.  Thus, the strategy could support potential improvement in ambient air quality while complementing the desired land use patterns to meet the demographic growth in the area.  

The transportation investment strategy fully supports the Vision and the transportation goals.  Growth areas will allow more efficient use of existing transportation resources and may lead to infill development and redevelopment.  Maintaining the density of development (or even increasing density), will better support alternative modes of travel such as transit, and will make walking and bicycling more feasible.  At the other end of the investment spectrum, preservation areas will reflect Kent County's vision of a region that retains its rural character, preserves recreational opportunities, and protects environmentally sensitive assets.   

Transportation Reports 

There are several transportation-related reports and studies conducted in recent years that pertain to Kent County.  Many of these studies are project specific; that is to say, they pertain to one specific area within Kent County where a transportation construction project is occurring. The Kent County Department of Planning Services reviewed some of these reports and incorporated, where practicable, some land use techniques as outlined in the various reports.  The following reports can be obtained through the Delaware Department of Transportation’s Division of Planning: 

1.      Transportation and Delaware’s Future (Statewide Long-Range Transportation Plan) January 1997.  This plan established three goals and set a direction for transportation policy, planning, and investment for the next 25 years to meet those goals.  Goal #1: To provide a safe transportation system that sustains or improves 1995 levels of access and mobility; Goal #2: To support the state’s economic well being while remaining sensitive to environmental needs and issues; and Goal #3: To achieve efficiency in operations and investment on the transportation system.   It identified priority actions that needed to be taken in the next few years to start achieving results and to stay on track.  The following is a synopsis of land use related issues and goals outlined within this report. 

“This plan recognizes the significant links between transportation and land use.  It recommends strong coordination between them at the policy, planning, and investment levels”.  Pages 24 through 26 outline seven goals as they pertain to land use:  strengthen partnerships with the counties; offer technical assistance to reduce dependence on automobiles and directing growth toward applicable areas; initiate a county roads program that would classify roads for preservation, alternative travel options, and road maintenance; implement transit friendly guidelines into new development; replace traffic impact studies with transportation impact studies; require multi-modal analyses in land use plans where applicable; and support the Metropolitan Planning Organizations.  

2.      Technical Report #2 (Policies & Actions, Statewide Long-Range Transportation Plan) January 1997.  This report goes into more detail regarding the data analyzed for the Long-Range Plan.  Data to include but not limited to:  vehicle use; vehicle trips; population; fuel used; travel demand and forecasts; retail and commercial travel; employment; land development impacts; roadway conditions; public transportation; rail, freight, and shipping; transportation investment areas (multi--modal, management, and preservation); and priority actions. 

3.   Suburban & Community Street Design Standards Project (Ordinance Recommendations from the Dover/Kent MPO), June 2000.  “The focus of this project was to develop design criteria that will foster a more efficient and effective community street network that incorporates alternative modes of transportation resulting in expanding choices for citizens.”  The report describes 16 recommendations that are separated into four categories:  Community Street Design Issues; Pedestrian Amenities; Transit Provisions; and Bicycles Provisions.  All 16 recommendations can be implemented through adopted county ordinances where practicable. 

4.      Delaware Freight Rail Plan (DelDOT), December 2000.  This plan augments the 1997 Delaware Long Range Transportation Plan.  Specifically, the document establishes goals and sets a direction for transportation policy, planning and investment through the year 2020 regarding tangible benefits toward the achievement of strategic goals such as maximizing the use of underutilized rail facilities, reducing highway congestion, and supporting economic growth.   

5.      Delaware Park and Ride Study (DelDOT), January 2000.  This DelDOT project augments the 1997 Delaware Long Range Transportation Plan specific to park and ride policies.  The purpose of this plan is to, through enhanced efforts, attract new Park and Ride customers utilizing single occupancy vehicles, as well as to improve service to persons already using Park and Ride.  The report describes the surveys attained for this study; overview of Park and Ride network; and strategic approaches to Park and Ride development.  Pages 4-15 through 4-20 describe Kent County’s Park and Ride locations. 

6.      Dover/Kent County (MPO) Long-Range Transportation Plan Update, draft.  The MPO Long-Range Plan ties the 2001 Kent County Comprehensive Plan Update with the Delaware Long Range Transportation Plan.  Unlike the County’s Comprehensive Plan however, the MPO plan must be updated every three years.  Similar to all the above referenced plans, this plan outlines strategies and actions needed to help augment the State’s transportation goals.  A majority of transportation data used in the Kent County Comprehensive Plan Update came from this report. 

7.      Delaware Scenic and Historic Highways Program.  Legislative action by the Delaware General Assembly in 2000 authorized DelDOT to develop the Delaware Scenic and Historic Highways Program.  An advisory board was created to assist in the development of the program guidelines and designation process.  A Scenic and Historic Highway is a transportation route which is adjacent to and travels through an area that has particular intrinsic qualities - scenic, historic, natural, cultural, archaeological, or recreational.  Program guidelines are anticipated for the Fall of 2001.  

Delaware Cabinet Committee on State Planning Issues 

In a June 15, 2000 letter to Kent County, the Delaware Cabinet Committee on State Planning Issues outlined several general principles and criteria that each of Delaware’s three counties should consider during their Comprehensive Plan Update processes.   Regarding transportation, this letter suggested counties: (1) include a mobility element in the Comprehensive Plan Update that is consistent with the State’s Implementation Plan for air quality attainment; (2) utilize a regional (sub-county) approach to appropriately address planning for a collector road system to be built as part of the development process; (3) encourage redevelopment and infill efforts to address issues in older suburbs, including transportation system management; (4) promote future multi-modal transportation options; (5) identify how development patterns and densities impact the transportation system; (6) encourage alternative modes of transportation, protect the integrity of existing road systems, and reduce the growth in vehicle trips; and (7) identify and implement programs to protect the capacity of officially designated corridors.    The Kent County Levy Court is reviewing these suggestions.  The recommendations at the end of this chapter include techniques to meet transportation related goals, some of which address the criteria outlined in the June 15, 2000 Cabinet Committee letter. 

Comprehensive Plan Update Workshops 

From September 2000 through November 2000, the Kent County Department of Planning Services conducted 12 workshops throughout the County.  During each of these workshops, participants were asked to complete a survey on a variety of land use issues, some of which covered transportation related topics.  The entire survey results can be found at http://www.smartmap.com/kent_co/comp_plan/survey.htm.  From the 189 survey respondents, 111 thought traffic congestion extremely important; 64 thought it was important; 4 had no opinion; 4 thought it not important; and 6 thought traffic congestion not an issue.  Below is a summary of transportation results: 

Table 13.1 - Results of Transportation Survey 

Extremely Important       Important       No Opinion       Not Important       Not an Issue

   1                               2                       3                          4                         5