CCW PACKET-Revised to Replace SA&T Presentation

COUNCIL COMMITTEE OF THE WHOLE AGENDA FEBRUARY 28, 2017 - 6:00 P.M. CITY HALL COUNCIL CHAMBERS 15 LOOCKERMAN PLAZA - DOVER, DELAWARE PUBLIC COMMENTS ARE WELCOMED ON ANY ITEM AND WILL BE PERMITTED AT APPROPRIATE TIMES. WHEN POSSIBLE, PLEASE NOTIFY THE CITY CLERK (736-7008 OR E-MAIL AT CITYCLERK@DOVER.DE.US) SHOULD YOU WISH TO BE RECOGNIZED. SAFETY ADVISORY AND TRANSPORTATION COMMITTEE AGENDA ADDITIONS/DELETIONS 1. PRESENTATION BY C. DAVID JAMISON - SPEED CONTROL MEASURES - INDEPENDENCE BOULEVARD 2. ADJOURNMENT OF SAFETY ADVISORY AND TRANSPORTATION COMMITTEE MEETING UTILITY COMMITTEE AGENDA ADDITIONS/DELETIONS 1. STREET AND ALLEY SURVEY UPDATE (COMMITTEE ACTION NOT REQUIRED) 2. ADJOURNMENT OF UTILITY COMMITTEE MEETING ADJOURNMENT OF COUNCIL COMMITTEE OF THE WHOLE MEETING /TM S:\AGENDAS-MINUTES-PACKETS-PRESENTATIONS-ATT&EXH\COMMITTEE-AGENDAS\2017\02-28-2017 CCW AGENDA.WPD THE AGENDA ITEMS AS LISTED MAY NOT BE CONSIDERED IN SEQUENCE. PURSUANT TO 29 DEL. C. §10004(E)(2), THIS AGENDA IS SUBJECT TO CHANGE TO INCLUDE THE ADDITION OR THE DELETION OF ITEMS, INCLUDING EXECUTIVE SESSIONS, WHICH ARISE AT THE TIME OF THE MEETING.

Annual Council Meeting Safety Advisory Transportation Committee May 9, 2016 Speed Control Measures-Independence Boulevard * Working Group: Rep.Sean Lynn, Tom Dix, William Garfinkel, Mike Somers (DeiDOT) Working on Traffic Calming Measures Since Summer 2015 * Representative Sean Lynn to Pay for Proposed Traffic Calming Measures ( PTCM) with Community Transportation Funds (CTF) * Tom Dix and William Garfinkel Spoke of Bypass Traffic and Speeding * 5 Residents had Concerns/Questions/Opposition * Captain Spicer of DPD Spoke of Accident History, 15 Accidents 2013 Thru 2015 * Mayor Christiansen and Councilman Hare Wanted the Community's Approval Sean Lynn Stated that the CTF Needed to be "Expended Relatively Quickly" or they would Go to Another Project. Council Approved Working Group's Recommendations

1 Independence 'Boufevard Traffic Ca{ming :M-easures 'Report Prepared by C. David Jamison, PE cdjpe1 @gmail.com

2 Independence Boulevard Existing Traffic Calming Measures

3 Independence Boulevard Proposed Traffic Calming Measures Locations W Green Blade Dr. Realignment TCM Colony Drive Round-a-Bout TCM

4 Independence Boulevard I W. Green Blade Drive Realignment Traffic Calming Plan * Issues: Continental Park is used for outdoor events. (St. Johns Lutheran School Annual Field Day) TCM will eliminate 50°/o of available parking . lfsicycle users will lose use of shoulders * Snow removal will damage proposed islands * Estimated Cost $ 54,000

5 Independence Boulevard I Colony Drive Round-a-Bout ISSUES lf4 Yield Signs, Who Goes First? lfsicycle users will lose use of shoulders * Snow removal will damage islands * Estimated Cost $122,000 Round-A-Bout TCM D~etDOT Concept Plan

6 Potential! Traffic Diversion from ln~depe~ ndence B~oulevard to Bicent~enn,ial 8"oulevard W Green Blade Dr. Realignment Bypass TCM

Alternative Traffic Calming Measure 7 Radar Speed Sign ' *The Estimated Cost $ 5,000. Radar Speed Sign N State Street N Governors Avenue

8 Radar Speed Sign (RSS) The Radar Speed Sign gives Drivers notice that they are speeding by shifting the Driver's brain out of the alpha state where the brain is aware but relaxed into the beta state where the brain is alert and focused. As a result, the Driver responds to the flashing speed sign and slows down. 1. TRAFFIC INFORMATION CAPTURED When a driver speeds the RSS collects data, then flashes the speed which tells the driver they are exc ing the speed limit. SPEED LIMIT 2. DATA HITS HOME 20 Because the RSS Displays the 4. DRIVERS REACTION YOURSPEED Driver's Speed along with the When Alerted by a Flashing Radar Speed Sign Speeding Drivers Slow Down - Posted Speed Limit the Flashing Sign has Relevance 3. CONSEQUENCES Drivers are Reminded of the Safety Issues and are Warned of the Penalty if they get a Speeding Ticket.

9 Independence Boulevard Bypass Traffic Bypass Traffic 2017 Traffic Volumes Avoids Annual Average Daily Traffic (AADT) Signalized Signalized ¢ & Overloaded Intersection Intersections Avoided by and Uses Bypass Traffic Independence Boulevard As Bypass Route Overloaded Intersection Avoided by Bypass Traffic Rt. 8 Independence Boulevard Types of Traffic 1. Residents Traffic Not a Gated Community Roadway 2. Traffic Going to Shopping Centers 3. Bypass Traffic

Location of Speed Studys 10 Conducted by Dover Police Department Speed Monitor 2 February, 2017 Ave. Speed 29 mph . . .The Speed Study at Monitor 1 without Yellow Centerline Stripes (2016) Speed Monitor 1 May, 2015 Ave. Speed 29 mph * Institute of Transportation Engineers Journal: Yellow Centerline Stripes "can successfully reduce speeds from two (2) to more than seven (7) miles per hour".

11 2013 Accident Driver Hit Entrance Sign Independence Boulevard Accident Locations No Accidents 2013 thru 2016 2013 5 accidents ~~.:::~~......... 2014 4 accidents ~Uif!U:l._~......~~~~ 2015 5 accidents 2016 2 accidents

12 --------------------------- Conclusions • Speed Problem? Average Speed 29 mph • No Accidents • No Justification for Proposed ,, Traffic Calming Measures Recommendations • Install Radar Speed Sign • Use Community Transportation Funds for Cost Effective & Needed Road Repairs in all Districts ll

13 Traffic Calming Voting Requirements Regular Project 1. If atraffic calming project is warranted and requires specific construction plans, the project will be classified as a REGULAR traffic calming project. 2. If initiated by local goverments, community associations, elected officials or individual citizens, a traffic calming request is presumed to have a degree of public support. 3. Once a final traffic calming plan is selected by the Working Group, presented at a public workshop (if required} and approved by the Department*, mail-in ballots will be distributed to each household and business located within the defined impact area. * In this case, approved by local government (City of Dover Council) 4. For REGULAR Project Approval: After ballots from the affected residents are collected, they are counted and an approval percentage is determined. Fifteen percent (15%} of the ballots must tle returned anCI two-tHirds (213) of the returned ballots must approve the calming project for the implementation process to proceed. Comments from the May 9, 2016 SATC Meeting "Mayor Christiansen: "echoed concerns of the community and stated the desire to make sure the entire community signs onto this plan or another plan." Councilman Hare wanted the matter to be "a representation of more than just two (2) or three (3) people. Mr. Hare indicated that the community has to be the deciding factor, noting that he would like at least to see something reflecting the views of those who live on Independence Boulevard. A Vote by the Community is Needed

14 1. Proposed Traffic Calming Measures (PTCM) 4 Way Yield Total Cost + $176,000 $54,000 Round-A-Bout OR $122,000 2: Radar Speed Sign (RSS) Total Cost $5,000

Petition to Stop Proposed Traffic Calming Measures (TCM) 15 on Independence Boulevard Proposed TCM (PTCM) Issues Alternative: Radar Speed Sign (RSS) lf. Safety: Round-A-Bout with 4 Way Yields?? i} Use Radar Speed Sign to Calm 11 Speeding" lf. Takes Continental Park Parking i} Existing Average Speed 29.1 mph lf. Bikers Lose Shoulder Lanes i} A DeiDOT Approved Traffic Calming Measure lf. Slows Snow Removal and Fire Response ** Adds Traffic to Colony DR & Bicentennial Blvd Cost $176,000 i} Purchase using Community Transportation Funds (CTF) i} Frees CTF for other needed Projects i} Cost $ 5,000 We the undersigned are concerned citizens who urge the City of Dover Mayor and Councilmen to endorse a Radar Speed Sign Pick One on Independence Boulevard and not authorize the Proposed TCMs 1 or 2 Name Printed Siqnature Address Email PTCM RSS Date Scan, photograph or edit PDF and send completed Petition to cdjpe1@gmail.com

16 Petition Responses PTCM OR RSS PTCM OR RSS Name Address PTMC RSS Name Address PTMC RSS 1 Jannette Chritian 35 Freedom Drive X 31 Bradley Ebaugh 27 Liberty Drive X 2 Gergette Chriatian 35 Freedom Drive X 32 Susan Ebaugh 172 Continental Drive X 3 Constance Mahoney 5 Pewter Court X 33 Sharon Shuman 23 Liberty Drive X 4 Mel Mahoney 5 Pewter Court X 34 Mary Paullesky 42 Liberty Drive X 5 Kirk Jamison 32 Lamplighter Lane X 35 Erica Wildrick 234 Green Blade Drive X 6 Joeseph Parks 740 Bicentennial Blvd X 36 Mrs. Jackson Williams 236 Green Blade Drive X 7 Tanda Parks 740 Bicentennial Blvd X 37 Susan Hessler 120 Cobblestone Lane X 8 Michael Kelley 63 Freedom Drive X 38 Ed Bates 10 Pewter Court X 9 Mageline Kelley 63 Freedom Drive X 39 Kathy Bates 10 Pewter Court X 10 Kurt Katz 8 Pewter Court X 40 Barbara Ratte 4 Pewter Court X 11 June Katz 8 Pewter Court X 41 Lmelody Peters 347 Cold Spring Place X 12 Laticia Prophet 4 Freedom Drive X 42 Patricia Fox 36 Lamplighter Lane X 13 Peter Ackles 9 Pewter Court X 43 Linda Miller 34 Lamplighter Lane X 14 James Facer 15 Freedom Drive X 44 John Celatka 30 Lamplighter Lane X 15 Tina Facer 15 Freedom Drive X 45 Hazel J Showell 13 Freedom Drive X 16 Fred Facer 15 Freedom Drive X 46 Donald Walker 13 Freedom Drive X 17 Nancy Frankl 44 Freedom Drive X 47 Camela Trower 244 Green Blade Drive X 18 Eric Frankl 44 Freedom Drive X 48 Samuel Kolubash 35 Lamplighter Lane X 19 Stan Trier 39 Freedom Drive X 49 Ann Edmonds 11 Lamplighter Lane X 20 Ellen Trier 39 Freedom Drive X 50 Margie Shuman 283 Green Blade Drive X 21 Thos Woo Jr. 159 Colony Drive X 51 William White 261 Green Blade Drive X 22 Moe Naftzinger 102 Colony Drive X 52 Brian E Reid Sr. 252 Green Blade Drive X 23 Robert Naftzinger 102 Colony Drive X 53 Kimberly Butler 260 Green Blade Drive X 24 Michele Churchman 224 Green Blade Drive X 54 John Walson 228 Green Blade Drive X 25 Greg Henry 12 Pewter Court X 55 Mary Walson 228 Green Blade Drive X 26 Kimberly Henry 12 Pewter Court X 56 Valerie Anderson 250 Green Blade Drive X 27 Rhonda Lewis 27 Liberty Drive X 57 Pam/Eddie Lopez 703 Bicentennial Blvd X 28 Randy Lewis 27 Liberty Drive X 58 Gale Hartley 232 Green Blade Drive None 29 Kim Acevedo 287 Green Blade Drive X 59 April Henry 11 Liberty Drive X 30 Akira Wise 11 Liberty Drive X 60 Katherine Ommanney 245 Green Blade Drive X

16a Petition Response St. John's Lutheran School/ Continental Park PTCM OR RSS PTCM OR RSS Name Address PTMC RSS Name Address PTMC RSS 1 Dina Vendetti 1156 Walker Road X 29 Ralph Mallamace 968 S. Gov. Avenue X 2 Terri Teelucksingh-Jackson S. Brittingham Drive X 30 Nikki Netsch 1 N Penbrook Drive X 3 Melinda Ransdell 16 W Camden Wyoming X 31 Jamie Fairbanks 20 E. Darby Circle X 4 Jerry Seager 17Teal Court X 32 Rosa Sutton 19 Tudor Court X 5 Jackquelynne J. Walden 239 Merion Raod X 33 Matt Sutton 19 Tudor Court X 6 Meredith Abbate 108 Woodland Drive X 34 Jen Feaser 413 N Bradford St X 7 Richard D Brown 108 Woodland Drive X 35 Khairat Makanjuola Markham Court X 8 April Henry 11 Liberty Drive X 36 9 Jennifer Rundle 114 S. Laytron Avenue X 37 10 Lisa Rushman 402 Union Street X 38 11 Joann Evans 734 Northwest X 39 12 Akira Wise 11 Liberty Drive X 40 13 Charlene Pagan 1911 Blue Heron X 41 14 Chrissy Adams 2229 E. Huntington Drive X 42 15 Melissa Macolley 155 Carlise Drive X 43 16 Christopher Los 133 Glenda Road X 44 17 Tara Surowilec 205 Noprthdown Drive X 45 18 Rebecca Sahraoui 929 Blackbird Statiopn Rd. X 46 19 Stephanie Harrison 43 Turningleaf Court X 47 20 Denise Wilson 1262 N Farmview X 48 21 Jan Sherinko 65 Medal Way X 49 22 Ronald Taylor 5140 S. State Street X 50 23 John Clendaniel 2 Gregory Court X 51 24 Leslie Harper PO Box 1065 X 52 25 Kim Clendanial 2 Gregory Court X 53 26 Wendy Taylor 5140 S. State Street X 54 27 Betty Paulin 840 Wilson Drive X 55 28 Donn Paulin 840 Wilson Drive X 56

17 Community Transportation Funds Cost Effective Measures Install Radar Speed Signs & Repair Pot Holes

18 City of Dover Votina Districts 31st Legislative District c:J

19 Community Transportation Fund Priority List Flow Chart Councilman co.uncilman ~o--.. ,.....----t Councilman Councilman Councilman Councilman 1----4 1-----1 Councilman Councilman District 1 District 2 District 3 District 4 CTF Priority List CTF Priority List CTF Priority List CTF Priority List I I I , Department of Safety Advisory Council Public Works Transportation President Committee ,, Community Transportation Fund Master Priority List Legislator: Representative or Senator

The Independence Boulevard Proposed Traffic Calming Measures 3Ws No Yes Warra~-~£d ~ D Wanted ~ D Wa5ted Cff~ D g

664 Independence Blvd . FEB 2 1 2017 Dover, DE 19904-2630 OFFICE OF THE CITY CLERK February 13, 2017 Office of the Mayor and Council City Hall 15 Loockerman Plaza Dover, DE 19903 Dear Gentlemen, Over a year ago, I was appointed to a committee by the Mayor to w ork with Del DOT and State Representative Sean Lynn in order to solve our traffic problems in Bicentennial Village. The result of our work was presented by Del DOT and a proposal was presented to the Traffic Advisory Council and the full Council with open comments from residents and approved on May 9, 2016 . Since then DeiDOT has been going through the steps, and we met with Mike Somers to iron out some details . Mike also made a presentation in January of 2016 to a regular meeting of our Bicentennial Village Civic Association . A DeiDOT education session with Mike, hosted by Councilman Jim Hosfelt, is planned for this Wednesday, February 15. As usual, residents have been encouraged to attend. Sometime in January, I received a draft copy of "Independence Boulevard Traffic Calming Measures Report" prepared by C. David Jamison. It was dated , signed on January 10, 2017, and sealed with a Professional Engineer Seal. My rebuttals to his remarks follow in the same sequence as his report . I am writing thi s for no other purpose than to set the record straight as I see it. Sincerely, ~~ ~·' Thomas J. Di x · Col. USAF(Ret.)

SUBMITIED BY THOMAS J.DIX MR. JAMISON ' S REMARKS "Continental Park is a City of Dover park and used for outdoor events (ex. St. Jolm's Church armual Field Days). The proposed Realignment TCM will eliminate 50% of available parking that now exists on the east side oflndependence Boulevard." MY REBUTTAL Between Continental Drive and Freedom Drive is just less than 800 feet. The realigned intersection runs for less than 140 feet. Less than 20%. I personally talked to the teacher from St. John's during her two-day outing at Continental Park. They walked from the school. Continental Park is listed as a passive park by the city of Dover. Football and soccer practice used to take place there. I talked to the coaches on a few occasions . They found the dog poop unacceptable. I believe it has been four or five years since they used the field. They now practice in the field just north of Redner's. Mr. Jamison wants us to believe that this class is one of many that use the park. The fact is that this was the only use by an organized group in recent history. Nowadays, you will seldom, if ever, see a car parked along here. This portion has the highest speeds of any part of Independence Blvd. That is why it was chosen for this remedy. MR. JAMISON'S REMARKS "Bicycle users will have to negotiate tlu·u the realigned intersection as opposed to using the shoulders under existing conditions." MY REBUTIAL Bicycles should by law use the ordinary road unless there is a designated bike lane. With a stop sign as part of the realigned intersection, bikes have a better chance of being seen. Speeding will be reduced and bikes will be safer. MR. JAMISON'S REMARKS "Snow removal by City of Dover forces will be made difficult by the proposed islands as part of the realignment TCM." MY REBUTIAL I have lived on Independence Blvd since 1999. The snow removal crews have never hit the median island. However, the marquee has been hit three or four times by ordinary drivers! MR. JAMISON ' S REMARKS "Having four yield signs to control traffic thru the intersection creates an opportunity for bad judgement/human error and potential vehicular and pedestrian accidents." MY REBUTIAL Roundabouts generally reduce deadly accidents, according to the Federal Highway Administration. [See Mr. Jamison's remarks beginning "Round -A-Bout at Colony Drive" on p. 3 and my rebuttal.]

MR. JAMISON'S REMARKS "Snow removal by City of Dover forces will be made difficult by the proposed islands as pati of the Round-A-Bout TCM." MY REBUTIAL Snow removal will occur the same as at any other curve in the City. At the several other roundabouts, collisions with the islands have not been a problem . MR JAMISON'S REMARKS "Single unit 30' length Trucks (ex. UPS) will be challenged making left turns via the Round-A-Bout. Larger 3 or more axle trucks will have to reroute." MY REBUTIAL I have personally consulted the State publications. They indicate that a truck with a 35-foot wheelbase can do a 360-degree turn on a 70-foot roundabout . Trucks are prohibited unless doing local delivery on Independence Blvd. The longest wheelbase truck that normally transits Independence Blvd is a school bus, with a 34-foot wheelbase. The three-axle fire dept. ladder truck has a wheelbase under 35 feet. A UPS single unit, 30-foot length truck has a wheelbase under 25 feet and will have no problem going 360 degrees around our upcoming roundabout. Tractor-trailers can go straight through using the apron. MR. JAMISON'S REMARKS "DelDOT' s Traffic Calming Supervisor Mike Somers, who is coordinating the TCMs on Independence Boulevard project, has noted before to the City of Dover Council that Radar Speed Signs have proven to be successful in reducing the vehicular speed." MY REBUTIAL I have personally reviewed the minutes of that May 9, 2016, council meeting and do not see those words recorded . I have served on the Mayor's committee that worked with DeiDOT in developing the traffic calming project. Douglas Stamm, who lives on Bicentennial Blvd., was also on this committee. He recently wrote to me to tell me that the radar speed sign on Bicentennial Blvd. is not effective. The major problem with the Radar Speed Sign is that it is passive . The driver can totally ignore the sign. The State Traffic Calming Manual does not call the Radar Speed Sign successful. It clearly states that police enforcing is required . In addition, the sign only works in one direction! MR JAMISON'S REMARKS "There are two existing TCMs in place on Independence Boulevard, All-Way Stops at the intersections at Freedom Drive and Continental Drive (see Figure 1). In 2016 a double yellow stripe centerline was installed on Independence Boulevard which has a calming effect on drivers using the roadway. The speed study performed in May, 2015 (prior to the yellow centerline striping) showed that the mean (average) speed of drivers was 29.1 mph." 2

MY REBUTIAL I do not understand the point of the above remark . The Mayor's committee requested the city to paint the double lines. Painted lines are addressed in the State Traffic Calming Manual. They do have effect but they are passive. Some drivers totally ignore them. I find a mean of 29.1 mph to be totally unacceptable. We have half the people driving at 24.1 and the other half driving at 34.1. One group being safe and the other group avoiding a ticket! The top 3% do not care about tickets. We have cars clocked at over 39 mph on Independence Blvd. That is unacceptable . MR. JAMISON'S REMARKS "The plan calls for a stop condition with islands being placed on Independence Boulevard. This gets the drivers attention by the redirecting of travel lanes. A major downside to this plan is the impact to the adjacent City of Dover Continental Park. It would eliminate 50% of the parking on the Continental Park frontage which is used during Park events." MY REBUTIAL The fourth sentence should be at 20% not 50%. There are no park events. MR. JAMISON'S REMARKS "Round-A-Bout at Colony Drive This concept has been used to calm traffic at various locations in Delaware. Most of them are used in developments or low volume roads. Independence Boulevard, however, is a high volume roadway (5,000 daily trips+/-) which would be atypical for the use of the type of Round-A-Bout being proposed. A safety concern is, with the volume of traffic on Independence Boulevard, that the 4 Way Yield scenario would create accident potential due to driver's decision-making-stress resulting in human error (who goes first)." MY REBUTIAL The roundabout would increase the capacity of that intersection vs. the existing stop-start condition. The Federal Highway Administration, Transportation Research Circular E-C 018 states that the maximum flow rate for a single lane urban roundabout is 1,800 vehicles/hr. The F.H .A. has stated that roundabouts reduce fatalities up to 90%, reduce injury crashes 75%, reduce pedestrian crashes 30%-40%, and greatly reduce the severity of injuries sustained in crashes. Also, roundabouts are used in most states and countries worldwide. Maryland, for example, has a policy to use roundabouts instead of stop signs or traffic signals at every appropriate location. Since the "give-way" rule was invented in the U.K. in 1966- there is no stress or confusion. Diverter islands will be incorporated to make sure the driver does not try to make a left turn on entry. If accidents are reduced, I would expect that the stress factor is lower. For further info: Two attachments follow. The first is Delaware roundabouts. The second is federal roundabouts. 3

MR. JAMISON ' S REMARKS " An alternative to the proposed TCMs would be the installation of a Radar Speed Sign on Independence Boulevard. These are known to reduce speeding on roadways as acknowledged by DelDOT. An example can be observed at the Radar Speed Sign located on southbound N01ih Governors Avenue just to the south of the State Street intersection. Drivers see their speed blinking on the sign and slow done to meet the posted 25 mph speed limit. "In the final analysis, the problems that the proposed Realignment and Round-A-Bout Traffic Calming Measures create outweigh any benefits. That makes the cost difference between the proposed TCMs plans and the Radar Speed Sign a significant decision making factor. .." MY REBUTIAL The State Traffic Calming Manual page 111-9 has two anticipated impacts for Radar speed signs. Under Traffic Diversion: "No impact." [We are looking to reduce the bypass traffic.] Under Disadvantages: "Impact may be reduced over time unless regularly enforced by local police ." [Note Doug Stamm's letter below.] MY FINAL REBUTAL A letter from Douglas Stamm, who lives close to the intersection of Bicentennial Blvd. and Declaration Ave. From: Douglas Stamm To: Thomas J. Dix Subject: Re: flashing radar sign Tom, Since the sign was installed, I have not noticed a significant difference in the behavior of drivers on Bicentennial Boulevard. While it may cause some southbound (direction in which the sign is facing) drivers to pay more attention to their speed, a majority of the cars heading South continue to exceed the posted limit. Obviously, it has no impact on the vehicles heading North towards Walker Road nor has it impacted in any manner the number of vehicles heading in either direction which ignore the stop signs at the intersection of Bicentennial and Declaration ... regardless of the time of day/night, many vehicles run the stop sign with a number of them being residents ofthis community. In theory, the speed limit sign was a good idea but that is all it is ... it has not been an effective deterrent to excessive speed . The only effective deterrent to reduce speed and sign violation is DPD presence but I doubt they have the resources to sustain their visibility for an extended time period. Doug Please Note: Doug Stamm, Will Garfinkel and Tom Dix were appointed by Mayor Christensen to work with Del DOT to solve our traffic problems in Bicentennial Village. The Traffic Calming Measures designed by DeiDOT for Bicentennial Village were approved by the City of Dover Traffic Advisory Committee and subsequently by the City of Dover Council with a public hearing on May 9, 2016. The measures are fully funded with Community Traffic Funds from our State Representative and State Senator. -END- 4

Fe~turing: • Navigation Tips • Roundabout Benefits

Why roundabouts? Hundreds of communities throughout the United States are replacing regular intersections with roundabouts because they are often a safer way to move traffic. Safer than traditional intersections Drastically reduces severe crash injuries In a traditional four-way intersection, there are 32 The circulating movement of roundabouts nearly points of conflict in which two vehicles may collide. eliminates the potential for high-speed, right-angle, Roundabouts have only eight conflict areas, greatly and left-turn/head-on collisions . '"'""''-"'"-"""'-L!-"'....\~""" reducing the potential for crashes . Slower vehicle speeds mean drivers have more time to judge and react. This is especial ly important for -eg mni!'lg nveT; n ()Ia ~ -rivers. A . 007 study by the University of Delaware looked at the needs of older drivers and recommended replacing conventional intersections with roundabouts, especia lly in areas where there are large populations of seniors.

Delaware Depatiment of Transportation - Community Programs and Services Page 1 of 1 Select Language . V Community Programs and Services What is a Roundabout? Roundabouts are circular intersections that incorporate new design features that reduce traffic accidents, traffic delays and traffic speeds when installed at appropriate locations. There are no traffic signals or stop signs in a roundabout. Most roundabouts have the following design features: • Yield at Entry- Traffic entering the roundabout yields the right-of-way to vehicles already in the roundabout. • One-Way Travel- Vehicles in a roundabout travel in one direction only (counterclockwise) . • Central Island- A raised , painted, or landscaped central island . • Slower Speeds- Geometric features physically limit vehicle speeds to 25 mph or less. • No parking • No Pedestrian Access to Central Island Thru Traffic ou. rurn Yield to traffic in the Yield t·o traffic in the roundabout! Stay to the roundabout! Stay to the right and continue thru. light and continue around the roundabout and exit on the same road you entered from . DLeftTurn Yield to traffic in the Yield to traffic in the roundabout! Go 3/4 roundabout! Stay to the around the roundabout right and complete your turn . and complete yourturn . http://deldot.gov/infonnation/community _programs_and_services/roundabouts/about.shtml 2/8/2017

Delaware Depatiment of Transportation - Community Programs and Services Page 1 of 1 Select Language · 'f Commun ity Programs and Services Roundabout History It all began around 1905 ... Traffic circles have been part of the transportation system in the United States since 1905, when the Columbus Circle designed by William Phelps Eno opened in New York City. After that, many large circles or rotaries were built in Canada and the Un ited States. The designs at that time al lowed vehicles to merge and weave at high speeds . Entering vehicles had the right-of-way, allowing high-speed entries . High crash experience and congestion in the circles led to rotaries fall ing out of favor in North America after the mid-1950s . Internationally, the experience with traffic circles was also bad , as many countries found that traffic circles locked up as traffic volumes increased . Changes in the United Kingdom created the modern roundabout... The modern roundabout was developed in the Un ited Kingdom to fix traffic circle problems. In 1966, the United Kingdom adopted a mandatory "give-way" rule at all circular intersections that required entering traffic to give way, or yield , to circulating traffic. This rule prevented circular intersections from locking up, by not allowing vehicles to enter the intersection until there were enough gaps in circulating traffic. In addition, smaller circular intersections were proposed that made vehicles turn more tightly, resulting in slower entry and circulating speeds. Modern roundabouts have improved traffic safety and traffic operations over older circles ... These changes improved the safety of the circular intersection by reducing the number and particularly the severity of collisions. The modern roundabout is significantly different from the older traffic circle both in how it operates and in how it is designed . The modern roundabout is greatly improved in terms of operations and safety, when compared with older rotaries and traffic circles. Many countries have adopted the modern roundabout as a common intersection form . Modern roundabouts have improved environmental impacts .. . A well designed , strategically placed modern roundabout is better for the environment than a signalized intersection because it creates shorter delays for motorists and shorter vehicle queues. The longer delays associated with traffic signals result in more vehicles idl ing for longer periods. Vehicles approaching a roundabout tend to arrive in a slow "rolling" pace rather than the typical stop/start behavior at signalized intersections. This results in lower fuel consumption. Recent studies have shown that idling vehicles emit larger amounts of some types of pollutants than vehicles traveling at moderate speeds . Based on this finding, fewer idling vehicles at a roundabout wi ll result in lower emissions of certain pollutants than the same traffic at a signalized intersection . References: Federal Highway Administration , Roundabouts: An Informational Guide, Report No. FHWA-RD-00-067, June 2000 . http://deldot.gov/information/community_programs_and_ services/roundabouts/history .shtml 2/8/20 17

Delaware Department of Transpmiation - Community Programs and Services Page 1 of 1 Select Language V Community Programs and Services Frequently Asked Questions Q. Once I'm in the roundabout, should I stop to let other vehicles enter the roundabout? A. No, do not stop except to avoid a collision . You have the right-of-way over entering traffic. Q. What determines the size of a roundabout? A. Factors that determine the size of a roundabout generally include the amount of traffic, the size of the largest vehicle, and an appropriate travel speed. Q. Are roundabouts appropriate everywhere? A. No. The choice of using a roundabout versus other types of traffic control is a case-by-case decision . Q. I drive a big truck, and that roundabout looks awfully tight. Willi fit? A. Yes . The roundabout is designed so that large trucks can traverse them . Most trucks, even large ones, should drive on the travel lanes like most vehicles. Your trailer may track onto the portion of the center island termed the "truck apron" . Q. What if an emergency vehicle comes through the roundabout? A. If you have not yet entered the roundabout, let the emergency vehicle pass you. If you are in the roundabout, continue on and exit as normal, then pull to the right where there is room for the emergency vehicle to pass . Do not stop inside the roundabout because you may block the emergency vehicle. Q. What about snow removal at roundabouts? A. A number of communities in snowy areas have installed roundabouts, including Hamilton, Ontario; Kemptville , Ontario; Howard (Green Bay) , Wisconsin; Montpelier, Vermont; and Vail, Colorado. All have indicated that while there are some changes at first for snowplow crews, there are generally no major problems with snow removal in roundabouts. In Howard, Wisconsin for example, one truck will start on the truck apron and plow around the roundabout to the outside , while another truck will plow each entry and exit, pushing the snow to the outside . Roundabouts make it easier to turn snowplows. http://deldot.gov/information/community_programs_and_services/roundabouts/faq .shtml 2/8/2017

uuersecnon :sarety - :Satety 1 Federal Highway Administration Page 1 of7 • ,. U.S . Depruiment of Transp01iation Federal Highway Administration 1200 New Jersey Avenue, SE Washington, DC 20590 202-3 66-4000 Safety Roundabouts and Mini Roundabouts Outreach & Eel ucation p·,wem;.•nl ~~..... M ~ r kinr.)~ , t t m ry ·rechnical Materials Sh M ed UH: Other Resources C o unt erdo ~ kw i s e · path State & Federal Research dn:vl~ lio n National Pmtners Clrcul alory r ()~d w .w A roundabout is a type of circular intersection, but is quite unlike a neighborhood traffic circle or large rotary. Roundabouts have been proven safer and more efficient than other types of circular intersections. Roundabouts have ce1iain distinguishing features and characteristics (as shown in the adjacent Sillitw diagram). While these noted features are blcJnd common to many roundabouts, they are not L.Mld S( ap~ always present, as roundabouts are adapted to b-uffer the context of the location. In fact, roundabouts A cc'!'~$ib!e -~-- pedt>slr ian cr ossin g don't even need to be perfectly circular! Successful roundabouts come in all shapes and sizes. Some are oval-, teardrop-, peanut- and dogbone- shaped. Some have as few as three legs and others as many as six. There are small, simple mini roundabouts, and larger, more complex multilane roundabouts. However, regardless of size, circular shape, or number of legs, the fundamental and essential characteristics of all roundabouts include: Counterclockwise Flow . Traffic travels cotinterclockwise around a center island. Entry Yield Control. Vehicles entering the roundabout yield to traffic already circulating. Low Speed. Curvatme that results in lower vehicle speeds, generally 15-25 MPH, throughout the roundabout. Roundabouts can provide lasting benefits and value in many ways. They are often safer, more efficient, less costly and more aesthetically appealing than conventional intersection designs. https :IIsafety. fhwa. dot. gov/intersecti onlinnovati ve/roundabouts/ 2/8/2017

mtersecnon ;:::;arety - :sarety 1Federal Highway Administration Page 2 of7 Furthermore, roundabouts are an excellent choice to complement other transportation objectives - including Complete Streets, multimodal networks, and conidor access management - without compromising the ability to keep people and freight moving through our towns, cities and regions, and across the Nation. The FHWA Office of Safety identified roundabouts as a Proven Sa(et:v Countermeasure because of their ability to substantially reduce the types of crashes that result in injury or loss of life. Roundabouts are designed to improve safety for all users, including pedestrians and bicycles. Most significantly, roundabouts REDUCE the types of crashes where people are seriously hurt or killed by 78-82% when compared to conventional stop-controlled and signalized intersections, per the AASHTO Highway Safety Manual. By reducing the number and severity of conflict points, and because of the lower speeds of vehicles moving through the intersection, roundabouts are a significantly safer type of intersection. The diagram below excerpted from Roundabouts: An ln(ormational Guide, Second Edition (published as NCHRP Report 672) illustrates the difference in conflict points between a conventional, four- legged intersection and an equivalent single lane roundabout. There are 32 conflict points associated with a conventional intersection- 8 merging (or joining), 8 diverging (or separating) and 16 crossing. In contrast, there are only 8 total conflict points at an equivalent roundabout- 4 merging and 4 diverging. Not only are conflict points halved with the roundabout, the type of conflicts that remain are the same-direction variety, which result in substantially less severity, and as a result, less likelihood of injury. The reduction of both the total number of conflict points and their severity is also true for pedestrians, also shown below in diagrams excerpted from the Guide. 11 -~~~-r ~~t ,.~, iJI~.,, t':J'r;.;t"! "' ;:lJ,.; if,f; ~· ri•~t~r,i ~..:~~... - ~ ~ Mti Qil\g • t ~·· ~...w ~r'~ ,;;>"m9• i ~n.. if: 0 cr~.&no {) i'~P)IO_:!J.•,Jri't'f\i·.""'•'.:J'l'--.,-J•r,1f·>'"!']:.:.:f"t""1 Outreach and Education Like any new technology or idea, it is necessary that people tmderstand how roundabouts work and why they are needed. This conversation begins by communicating the magnitude and importance of the intersection safety challenge. With roughly 1!1 of all traffic fatalities in the United States associated with intersections, it is critical that safer designs are implemented as widely and routinely as possible. But safer designs must also keep people and goods moving. Roundabouts have proven to be a safer and more efficient type of intersection. Still, because they may be unfamiliar to most people, successful implementation of a roundabout requires extra outreach and education. To help state and local road agencies advance roundabouts, the FHWA produces materials intended to communicate the advantages and benefits of roundabouts to a variety of different audiences. Many of these resources can be found in the Roundabouts Outreach & Education Toolbox, and are also listed below: https://safety.fhwa.dot.govlintersection/innovative/roundabouts/ 2/8/2017

STREET & ALLEY SURVEY CITY OF DOVER DEPARTMENT OF PUBLIC WORKS 2/13/2017

INFRASTRUCTURE ELEMENTS CURRENT AND RATED INVENTORY: • CITY STREETS – 93.22 miles • ALLEYS – 16.70 miles • TOTAL – 109.92 miles STREET & ALLEY SURVEY PAGE 2

ROAD RATINGS • A PHYSICAL INSPECTION OF THE ROADWAY SURFACE WAS PERFORMED TO ESTABLISH EXISTING ROAD CONDITIONS. • RATINGS ARE BASED UPON SEVERITY AND EXTENT OF DISTRESSES, TRAFFIC VOLUME AND ROAD IMPORTANCE. • UTILIZED ROAD SYSTEM MANAGEMENT SOFTWARE (RSMS 11). STREET & ALLEY SURVEY PAGE 3

PAVEMENT DISTRESSESS • ALLIGATOR CRACKING • LONGITUDINAL / TRANSVERSE CRACKING • EDGE CRACKING • PATCHING / POTHOLES • ROUGHNESS • RUTTING • ROADSIDE DRAINAGE STREET & ALLEY SURVEY PAGE 4

MAINTENANCE STRATEGIES • NO MAINTENENACE- ROADS ARE IN EXCELLENT CONDITION AND REQUIRE NO MAINTENANCE. • ROUTINE- ROADS ARE IN REASONABLY GOOD CONDITION AND ONLY PERIODIC LOWER COST REPAIRS ARE REQUIRED TO MAINTAIN THEIR CONDTION. PROPOSED SOLUTION - PATCHING AND CRACK SEALING. • PREVENTATIVE- ROADS ARE IN FAIR CONDITION AND REQUIRE MORE EXPENSIVE REPAIRS DESIGNED TO STOP DETERIORATION BEFORE IT BECOMES A SERIOUS PROBLEM. PROPOSED SOLUTION - SURFACE COAT. STREET & ALLEY SURVEY PAGE 5

MAINTENANCE STRATEGIES • REHABILITATION- ROADS REQUIRE SIGNIFICANT REPAIRS THAT USUALLY REQUIRE SOME MAJOR FUNDING AND WILL ADD MANY YEARS OF LIFE IF DONE CORRECTLY. PROPOSED SOLUTION - OVERLAYS (ASPHALT), GRADE/ADD MATERIAL (UNPAVED). • RECONSTRUCTION- ROADS HAVE REACHED THE END OF THEIR USEFUL LIFE AND MUST BE COMPLETELY REBUILT. PROPOSED SOLUTION - REBUILD/REPLACE. • DRAINAGE- ROAD DRAINAGE IS A CRITICAL FACTOR IN DETERMINING THE FUTURE CONDITION OF THE ROAD. PROPOSED SOLUTION - CLEAN DITCHES, PATCHING, CRACK SEALING. STREET & ALLEY SURVEY PAGE 6

STREET MAINTENANCE RSMS SOFTWARE STREET SURVEY RESULTS RECONSTRUCTION NO MAINTENANCE 26.73% 12.81% ROUTINE 12.41% REHABILITATION PREVENTATIVE 26.44% 21.60% STREET & ALLEY SURVEY PAGE 7

ALLEY MAINTENANCE RSMS SOFTWARE ALLEY SURVEY RESULTS RECONSTRUCTION NO MAINTENANCE 28.86% 10.78% ROUTINE 21.62% REHABILITATION PREVENTATIVE 33.41% 5.33% STREET & ALLEY SURVEY PAGE 8

MAINTENANCE REQUIREMENTS 20–YEAR PLANNING HORIZON • CURRENT STRATEGY: • PAVEMENT REHABILITATION / RECONSTRUCTION • REPAIR OR REPLACE CURB, SIDEWALK AND CATCH BASINS • BRING ALL CURB RAMPS, SIDEWALKS AND CROSSWALKS INTO ADA COMPLIANCE • ADJUST UTILITIES / INSTALL MISCELLANEOUS LANDSCAPING • ESTIMATED CAPITAL MAINTENANCE COSTS *$51 MILLION +/- • ANNUAL FUNDING NEEDS (ROUGH ESTIMATE): *$2.5 MILLION +/- *THE ESTIMATED COSTS SHOWN ABOVE WERE CALCULATED FOR A COMPLETE MILL AND OVERLAY IN EACH OF THE MAINTENANCE CATEGORIES. STREET & ALLEY SURVEY PAGE 9

RATINGS AND MAINTENANCE • RATINGS RESULTED IN EACH STREET AND ALLEY BEING PRIORITIZED WITHIN ONE OF THE FIVE MAINTENANCE CATEGORIES. • THE HIGHER THE PRIORITY NUMBER, THE MORE DETERIORATED THE SURFACE CONDITIONS ARE WITHIN THAT CATEGORY. • STREETS AND ALLEYS WITH THE WORST PRIORITY NUMBER AND MAINTENANCE CATEGORY WILL BE SELECTED FOR FY18 STREET PROGRAM. STREET & ALLEY SURVEY PAGE 10

LOWEST RATED STREETS Road Name Sec Subdivision From To Length Import Traffic Surface Drainage FY17 Cost 1 Beiser Blvd. Enterprise Business Park Gateway Blvd. Enterprise Place 0.38 med-high med-high Reconstruct-8 Good-8 $237,902 2 Bicentennial Blvd. 2 Bicentennial Village III Patriot Drive Declaration Drive 0.14 med-high med-high Reconstruct-8 Good-8 $93,552 3 Bicentennial Blvd. 3 Bicentennial Village III Declaration Drive Colony Drive 0.17 med-high med-high Reconstruct-8 Good-8 $113,598 4 Bicentennial Blvd. 4 Bicentennial Village III Colony Drive Paul Revere Court 0.08 med-high med-high Reconstruct-8 Good-8 $53,459 5 Blue Hen Blvd.-north 2 Blue Hen Mall Complex S. Bay Road County Entrance 0.06 med-high med-high Reconstruct-8 Good-8 $38,407 6 Blue Hen Blvd.south 3 Blue Hen Mall Complex S. Bay Road County Entrance 0.06 med-high med-high Reconstruct-8 Good-8 $40,094 7 Buttner Place 1 Walker Road Woodcrest Turn 0.06 med-high med-high Reconstruct-8 Good-8 $40,094 8 Caroline Place Hampton Square Greenway Lane Hampton Drive 0.04 med-high med-high Reconstruct-8 Good-8 $26,729 9 Carver Rd 2 Bend Saulsbury Road 0.09 med-high med-high Reconstruct-8 Good-8 $56,345 10 Clara Street 1 Pear Street N. West Street 0.07 med-high med-high Reconstruct-8 Good-8 $46,776 11 Clara Street 2 N. West Street N. Queen Street 0.14 med-high med-high Reconstruct-8 Good-8 $93,552 12 Clara Street Ext Saulsbury Road End 0.24 med-high med-high Reconstruct-8 Good-8 $62,023 13 E. Water Street-North 1 Capital Green River Road New Castle Ave. 0.13 med-high med-high Reconstruct-8 Good-8 $72,250 14 E. Water Street-South 2 Capital Green River Road New Castle Ave. 0.13 med-high med-high Reconstruct-8 Good-8 $72,250 15 Hope Street S. Governors Ave. S. State Street 0.14 med-high med-high Reconstruct-8 Good-8 $88,632 16 Innovation Way E. Loockerman St. End 0.08 med-high med-high Reconstruct-8 Good-8 $55,145 17 Kesselring Avenue 1 Mayfair New Burton Road Alder Road 0.12 med-high med-high Reconstruct-8 Good-8 $80,188 18 Mary Street 3 N. New Street N. Governors Ave. 0.07 med-high med-high Reconstruct-8 Good-8 $47,760 19 Mont Blanc Blvd. 3 Four Seasons Matterhorn Drive Matterhorn Drive 0.22 med-high med-high Reconstruct-8 Good-8 $125,362 20 Park Drive 1 Eastover Hills E. Loockerman St. Greenhill Road 0.09 med-high med-high Reconstruct-8 Good-8 $60,141 21 Park Drive 2 Eastover Hills Greenhill Road E. Division Street 0.16 med-high med-high Reconstruct-8 Good-8 $106,917 22 River Road 1 Capital Green MLK Jr. Blvd Kent Ave. 0.11 med-high med-high Reconstruct-8 Good-8 $71,959 23 River Road 5 Capital Green New Castle Ave. S. Dupont Hwy. 0.07 med-high med-high Reconstruct-8 Good-8 $46,284 24 S. American Ave. E. Division Street Kings Hwy. SW 0.10 med-high med-high Reconstruct-8 Good-8 $66,823 25 S. Bradford Street 1 W Division Street W Reed Street 0.13 med-high med-high Reconstruct-8 Good-8 $88,698 STREET & ALLEY SURVEY PAGE 11

LOWEST RATED STREETS Road Name Sec Subdivision From To Length Import Traffic Surface Drainage FY17 Cost 26 S. Bradford Street 2 W Reed Street W. Loockerman St. 0.13 med-high med-high Reconstruct-8 Good-8 $88,698 27 S. New Street 3 W. Loockerman St. Bank Lane 0.15 med-high med-high Reconstruct-8 Good-8 $102,343 28 S. New Street 4 Bank Lane W. Water Street 0.10 med-high med-high Reconstruct-8 Good-8 $66,823 29 S. New Street 5 South Street W. Water Street 0.14 med-high med-high Reconstruct-8 Good-8 $93,552 30 S. New Street 6 South Street Dover Street 0.23 med-high med-high Reconstruct-8 Good-8 $153,692 31 S. Queen Street 3 W. Loockerman St. W North Street 0.09 med-high med-high Reconstruct-8 Good-8 $60,141 32 Silver Lake Blvd 3 1st parking ent. 2nd parking ent. 0.13 med-high med-high Reconstruct-8 Good-8 $86,870 33 Townsend Blvd 1 Towne Point N. Dupont Hwy. Burlington- west ent 0.06 med-high med-high Reconstruct-8 Good-8 $50,215 34 Townsend Blvd 2 Towne Point Burlington- west ent Burlington- east ent 0.05 med-high med-high Reconstruct-8 Good-8 $37,629 35 Townsend Blvd 3 Towne Point Burlington- east ent Buckson Drive 0.04 med-high med-high Reconstruct-8 Good-8 $26,729 36 Townsend Blvd 4 Towne Point Buckson Drive Nimitz Road 0.33 med-high med-high Reconstruct-8 Good-8 $220,515 37 W. North Street 1 S. West Street S. Queen Street 0.13 med-high med-high Reconstruct-8 Good-8 $75,905 38 W. North Street 2 S. Queen Street S. Governors Ave. 0.14 med-high med-high Reconstruct-8 Good-8 $81,744 39 Weston Drive 2 School Ent End 0.11 med-high med-high Reconstruct-8 Good-8 $78,144 40 Whatcoat Drive Saulsbury Road Cul-de-sac 0.17 med-high med-high Reconstruct-8 Good-8 $113,598 41 William Street 1 Fairview End Pear Street 0.10 med-high med-high Reconstruct-8 Good-8 $66,823 42 Acacia Place 1 Acorn Farms Shadybrook Drive N. Little Creek Rd 0.10 medium med-high Reconstruct-7 Good-7 $66,823 43 Alder Road 1 Mayfair Kesselring Avenue Kesselring Avenue 0.30 medium med-high Reconstruct-7 Good-7 $179,382 44 Alder Road 2 Mayfair Kesselring Avenue Mayberry Lane 0.20 medium med-high Reconstruct-7 Good-7 $119,588 45 Augusta Court Retreat Pine Valley Road Cul-de-sac 0.05 medium med-high Reconstruct-7 Good-7 $32,709 46 Bacon Ave. 2 Towne Point Nimitz Road Cul-de-sac 0.10 medium med-high Reconstruct-7 Good-7 $59,794 47 Baker Turn Crossgates Fiddlers Green Shadow Court 0.05 medium med-high Reconstruct-7 Good-7 $29,897 48 Baltusrol Road 3 Fox Hall Bellrive Court Oakmont Drive 0.16 medium med-high Reconstruct-7 Good-7 $91,173 49 Bank Lane 1 S. West Street S. Queen Street 0.13 medium med-high Reconstruct-7 Good-7 $86,870 50 Bank Lane 2 S. Queen Street S. Governors Ave. 0.14 medium med-high Reconstruct-7 Good-7 $93,552 STREET & ALLEY SURVEY PAGE 12

LOWEST RATED ALLEYS Road Name Sec Subdivision From To Length Import Traffic Surface Drainage FY17 Cost 1 Elm Terrace North Alley S. State St. E. Alley Kerbin Street 0.09 low-med med-high Reconstruct-6 Good-6 $6,326 2 Kent Ave. North Alley Capital Green River Road New Castle Ave. 0.08 low-med med-high Reconstruct-6 Good-6 $6,748 3 Kent Ave. South Alley Capital Green River Road New Castle Ave. 0.10 low-med med-high Reconstruct-6 Good-6 $8,434 4 Lotus St. South Alley 1 Morris Estates S. State Street Park Avenue 0.08 low-med med-high Reconstruct-6 Good-6 $8,434 5 Pine St. North Alley 1 Morris Estates S. State Street East Alley Park Avenue 0.06 low-med med-high Reconstruct-6 Good-6 $5,061 6 Pine St. North Alley 2 Morris Estates Park Avenue Orchard Avenue 0.11 low-med med-high Reconstruct-6 Good-6 $9,278 7 Pine St. North Alley 3 Morris Estates Orchard Avenue U.S. 13 West Alley 0.07 low-med med-high Reconstruct-6 Good-6 $5,904 8 River Road East Alley 1 Capital Green Sussex Ave. North Alley Sussex Ave. 0.02 low-med med-high Reconstruct-6 Good-6 $1,968 9 River Road West Alley Capital Green End End 0.16 low-med med-high Reconstruct-6 Good-6 $16,869 10 River Road West Alley North Ent. Capital Green River Road River Road West Alley 0.03 low-med med-high Reconstruct-6 Good-6 $3,163 11 S. Edgehill Ave. West Alley 2 Edgehill E. Division Street E. Loockerman St. 0.14 low-med med-high Reconstruct-6 Good-6 $11,808 12 S. State Street Alley W Reed Street W. Loockerman St. 0.12 low-med med-high Reconstruct-6 Good-6 $13,495 13 S. State Street East Alley 1 Morris Estates Pine Street North Alley Pine Street 0.04 low-med med-high Reconstruct-6 Good-6 $3,374 14 S. State Street East Alley Elm Terrace North Alley Elm Terrace 0.01 low-med med-high Reconstruct-6 Good-6 $1,054 15 Sussex Ave. North Alley Capital Green New Castle Ave. River Road East Alley 0.10 low-med med-high Reconstruct-6 Good-6 $9,840 16 E. Division Street North Alley 1 Pennsylvania Ave. Maple Ave. 0.07 low med-high Reconstruct-5 Good-5 $5,904 17 E. Division Street North Alley 2 Maple Ave. Kent Ave. 0.06 low med-high Reconstruct-5 Good-5 $4,639 18 E. Division Street South Alley 2 S. Edgehill Ave. Halsey Rd. 0.22 low med-high Reconstruct-5 Good-5 $18,557 19 E. Loockerman St. North Alley Edgehill E. Division Street S. Alley S. Edgehill Ave. East Alley 0.24 low med-high Reconstruct-5 Good-5 $18,557 20 Green Blade Drive West Alley Greens of Dover Green Blade Drive Independence Blvd. 0.23 low med-high Reconstruct-5 Good-5 $19,399 21 Holmes Street East Alley Stoney Creek Moriarity Street Holmes Street 0.37 low med-high Reconstruct-5 Poor-5 $36,028 Maple Pkwy South Alley 1 Edgehill N. Edgehill Ave. West Alley N. Edgehill Ave. 0.04 low med-high Reconstruct-5 Good-5 22 $2,812 23 Marsh Creek Lane West Alley Marsh Creek Marsh Creek Lane Marsh Creek Lane 0.09 low med-high Reconstruct-5 Good-5 $7,591 24 N. Edgehill Ave. East Alley 1 Edgehill Maple Pkwy E. Division Street 0.18 low med-high Reconstruct-5 Good-5 $15,182 25 N. Edgehill Ave. East Alley 2 Edgehill Maple Pkwy N. Edgehill Ave. 0.13 low med-high Reconstruct-5 Good-5 $10,965 STREET & ALLEY SURVEY PAGE 13

COST ESTIMATE SUMMARY LOWEST RATED STREETS AND ALLEYS $4,299,547 TOTAL $4,048,155 $251,392 $2,661,423 CONCRETE $2,661,423 $0 $1,638,124 PAVING $1,386,732 $251,392 $0 $1,000,000 $2,000,000 $3,000,000 $4,000,000 $5,000,000 STREETS ALLEYS * CONCRETE COSTS WERE DETERMINED USING THE AVERAGE COST OF CONCRETE WORK PER MILE OF ROAD REPAIRED IN THE FY 16 AND FY 17 STREET AND ALLEY PROGRAMS. STREET & ALLEY SURVEY PAGE 14

CAPITAL FUNDING SOURCES • COMMUNITY TRANSPORTATION FUNDS (CTF) • CITY OF DOVER GENERAL FUND (GF) STREET & ALLEY SURVEY PAGE 15

COMMUNITY TRANSPORTATION FUNDS • LEGISLATORS ARE ALLOTED DISCRETIONARY FUNDS FOR EACH FISCAL YEAR. • HISTORICALLY, THE CITY HAS RECEIVED EXCELLENT COOPERATION IN CTF ASSISTANCE FOR STREET PROGRAM PROJECTS. STREET & ALLEY SURVEY PAGE 16

CURRENT FUNDING (FY17) CITY OF DOVER GENERAL FUND: • $812,000 COMMUNITY TRANSPORTATION FUNDS: • $247,600 STREET & ALLEY SURVEY PAGE 17

STREET PROGRAM PROGRESS TALLOWICK LANE BEFORE 2016 AFTER 2016 STREET PROGRAM STREET PROGRAM STREET & ALLEY SURVEY PAGE 18

STREET PROGRAM PROGRESS MILLER ROAD BEFORE 2016 AFTER 2016 STREET PROGRAM STREET PROGRAM STREET & ALLEY SURVEY PAGE 19

STREET PROGRAM PROGRESS MARTIN STREET BEFORE 2016 AFTER 2016 STREET PROGRAM STREET PROGRAM STREET & ALLEY SURVEY PAGE 20

STREET PROGRAM PROGRESS MAPLE PARKWAY BEFORE 2016 AFTER 2016 STREET PROGRAM STREET PROGRAM STREET & ALLEY SURVEY PAGE 21

STREET PROGRAM GOALS 1) 5 YEAR CAPITAL INVESTMENT PLAN 2) ROUTINE MAINTENANCE PROGRAM STREET & ALLEY SURVEY PAGE 22

DEPARTMENT OF PUBLIC WORKS DEDICATED TO THE DELIVERY OF CAPITAL PROJECTS AND SERVICES WHICH MAKE THE CITY OF DOVER A PLACE WHERE PEOPLE WANT TO LIVE. SHARON J. DUCA, P.E. DIRECTOR/CITY ENGINEER STREET & ALLEY SURVEY PAGE 23