2 Del. Admin. Code § 5.3
Pedestrian facilities shall meet the requirements of DelDOT's Shared Use Path and/or Sidewalk Process and Sidewalk Termination Policy as described in section 3.5.4.2 of this manual.
Sidewalks are an integral part of DelDOT's infrastructure program and Complete Streets policy. They facilitate and encourage safe and convenient pedestrian travel within communities and among different land uses. They provide safe and reasonably direct access to public transportation and other alternative modes of transportation, thereby helping to alleviate vehicular traffic congestion and reduce emissions. They also reinforce the Americans with Disabilities Act (ADA) by increasing the access opportunity for mobility-impaired individuals. DelDOT requires sidewalks on both sides of subdivision streets.
All sidewalks and curb ramps must be ADA compliant.
In establishing the location of sidewalks, consideration must be given to drainage facilities, sideslopes, new traffic control and signing devices, intersection crossovers, striping, utility appurtenances, mailboxes with posts, and transit stops, in order to avoid conflicts in the design.
For new sidewalks, a minimum width of five feet, not including the width of the top of curb, is required. Wider sidewalks may be preferred or required by local ordinance depending upon the volume and nature of two-way pedestrian traffic. Narrower sidewalks may be allowed subject to consistency with ADA requirements, and surrounding roadside or geographic constraints. Sidewalks should be designed with a 1.5% cross slope and may not exceed 2%. A 6:1 maximum slope is required for 2 feet on both side of the sidewalk. Refer to standard detail no. M-3 for more guidance.
A buffer between the sidewalk and curb shall be considered. For increased user safety, sidewalks should be as far away from travel lanes as practical. Also, a buffer width of at least five feet between the edge of a sidewalk and the edge of pavement, parking lot, or traveled way is preferred. A five-foot wide strip improves safety, driver comfort, and provides an area for snow removal, utilities and mailbox posts. On uncurbed frontage roads, the buffer width should be 10' from the edge of pavement to the edge of sidewalk. If sod is used next to a sidewalk, the area adjacent to the sidewalk shall be graded to ensure that the sod is placed flush or just below the edge of sidewalk to avoid water ponding on the sidewalk.
Standard material for any sidewalk or walkway is usually Portland Cement Concrete. However, sidewalk or walkway materials are not limited to Portland Cement Concrete. Upon approval, other materials may be used.
Minimum thickness can vary according to materials, but must be at least four inches for Portland Cement Concrete (PCC) on four inches of graded aggregate base course (GABC). A minimum thickness of six inches of PCC and six inches of GABC are required where sidewalks traverse entrances and driveways. Channelizing islands shall include a minimum thickness of eight inches of PCC and six inches of GABC.
At intersections, paired perpendicular curb ramps are preferred because they provide an accessible route to enter the crosswalk perpendicular to the travel lane. 4-way intersections should have a total of 4 crossings, whenever possible, with two ramps on each corner. 3-way "T" intersections should have a total of 2 crossings, with one for each road. Where feasible, drainage structures shall be placed to allow for two ramps on each corner and perpendicular crossings. Single ramps at the intersection radius may only be used in exceptional circumstances at entrances or offsite intersection improvements such as retro-fit improvements, where the existing infrastructure or field conditions prohibit two ramps to be installed. In any case, a single ramp on a corner shall not be placed if it is a risk to the user.. See Figure 5.3.1.3-a for suggested curb ramp locations at intersections of subdivision streets.
Figure 5.3.1.3-a Intersection Curb Ramp Detail (Not to Scale)
Curb ramps shall be designed in accordance with DelDOT's standard detail no. C-2. A 24 inch wide strip of detectable warnings (truncated domes) shall be placed along the full width of the ramp at the transition to the street. It is preferred that the difference in grade where a ramp ties into a gutter or pavement be less than 11 percent but in no cases shall it be greater than 13 percent as shown in Figure 5.3.1.3-b. Sidewalks crossing driveway entrances should be designed per DelDOT's standard detail no. C-3. For more guidance on sidewalks and curb ramps refer to Chapter 10 Miscellaneous Design in DelDOT's Road Design Manual.
Figure 5.3.1.3-b Maximum Difference in Grade for all Curb Ramp Types
A shared use path is a facility that is physically separated from the roadway and intended for exclusive use of modes other than motorized vehicles. Figure 5.3.2-a shows a layout for a typical two-way shared use path.
Guidance for signing and pavement marking of shared use paths is shown in the DE MUTCD and various AASHTO publications.
Refer to applicable guidelines and standards such as those available in the DelDOT Road Design Manual and AASHTO's Guide for the Development of Bicycle Facilities for additional design criteria that should be used for shared use paths.
A shared use path should be adequately separated from nearby roadways to prevent operational problems that inconvenience path users. The desirable separation of a shared use path from a roadway is ten feet. The minimum separation of a shared use path from the pavement is five feet. When this minimum is not possible, a separate facility for bicyclists such as a shoulder or a treatment such as rumble strips on the edge of the adjacent roadway should be provided. If sod is used next to a shared use path, the area adjacent to the shared use path shall be graded to ensure that the sod is placed flush or just below the edge of sidewalk to avoid water ponding on the shared use path.
Shared use paths should be at least 10 feet wide. In high use areas it is recommended to increase the width to 12 feet. Paths should be designed with a 1.5% cross slope and may not exceed 2%.
Intersections with roadways are important safety considerations in shared use path design. There are three basic types of path-roadway intersections: mid-block, adjacent path and complex. If alternate locations are available, the one with the most favorable intersection conditions should be selected.
The use of mid-block crossings is generally discouraged. However, if the use of a mid-block crossing is the only option, then a neck-down of the roadway width or curb extension should be considered to minimize the length of the crossing.
Adjacent path intersections occur when the path is parallel to a roadway and it crosses a driveway or other intersecting roadway such as a T-intersection or a simple four-legged intersection. In designing this type of crossing, it is important to keep the location close to the intersection. This allows the motorist and path user to recognize they are a part of the traffic mix and to be prepared to react accordingly
Complex intersections such as grade separated interchanges are site-specific and need to be designed to meet the unique issues associated with them.
When shared use paths terminate at existing roads, it is important to integrate the path into the existing system of roadways. Care should be taken to properly design the terminals to transition the traffic into a safe merging or diverging situation. Appropriate signing is required per the DE MUTCD to warn and direct both bicyclists and motorists regarding these transition areas. Shared use path intersections and approaches should be on relatively flat grades. Stopping sight distances at intersections should be checked and adequate warning should be given to permit bicyclists to stop before reaching the intersection, especially on downgrades.
Curb ramps at intersections should be the same width as the shared use path. Curb ramps shall be ADA compliant and should be designed per DelDOT standard details C-2 and M-3.
Figure 5.3.2.2-a Cross Section - Two Way Shared Use Path (Not to Scale)
DTC has established policy and design guidelines that should be used for designing bus stops and other transit-related facilities. As part of the project development process, highways and corridors served by transit will be identified and appropriate facilities will be included in the project. For specifics, the designer should refer to the applicable guidelines and standards, such as: DTC's "Bus Stop and Passenger Facilities Standards"; Sections 10.10Bus Stops and 10.11 Park-and-Ride Lots of DelDOT's Road Design Manual; and DelDOT's Standard Construction Details. If it is determined that a transit facility is necessary, the facilities are to be installed in locations which maximize pedestrian safety while minimizing operation conflicts within auxiliary lanes and channelizing islands.
2 Del. Admin. Code § 5.3
15 DE Reg. 551 (10/01/11)
16 DE Reg. 1199 (5/1/2013)
18 DE Reg. 240 (9/1/2014)
18 DE Reg. 709 (3/1/2015)
19 DE Reg. 938 (4/1/2016) (Final)