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REPORT
to the
DELAWARE STATE HIGHWAY DEPARTMENT
on the
ARTERIAL HIGHWAYS AND STREETS
in the
WILMINGTON METROPOLITAN AREA
--"
MAY, 1952
PARSONS, BRINCKERHOFF, HALL & MACDONALD
ENGINEERS
51 BROADWAY, NEW YORK 6, NEW YORK
UNIVERSITY OF MICHIGAN LIBRARIES
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COM M I SS I C NERS
J. H. TYLER McCO N N ELL CHAIR MAN
E ENJANA I N F. SHAW, II
U. D. RAF ER E ROWN. J. R.
J. Go RD ON SMITH'
STATE OF DE LAWARE
RICHARD A. HAB ER, CF. I EF ENGINEER
LE ROY F. HAVVKE, secretaRY
H A R O LD H - K E L L E R
M OTOR VEH | Ci-E CONM M I SS i O N E R
HARRY S. SH EVV
wi LLIAM P. Ric HARD SON SU PER I NT END ENT
sAMUEL N. culver HON. ELBERT N. CARVEL, Governor
C. LAYTON A. E U N T N G
STATE POLICE DIVISION
STATE HIGHVAY DE PARTMENT
DOVER, DE LAWARE
June 5, 1952
Chairman and Members
State Highway Department
Dover, Delaware
Gentlemen:
This report, prepared by Parsons, Brinckerhoff, Hall & MacDonald,
is transmitted for your approval under your directive Of December 21,
1951.
The recommendations of the engineers who made this study are submit-
ted as interim solutions to the Wilmington Metropolitan Area traffic
problem and are intended to become a permanent part of the overall so-
lution. Any work carried out as a result of these recommendations will
immediately assist the present traffic problem, but should in no case
be considered as temporary.
The engineering staff of the Department concurs in the recommendations
of the Consulting Engineers and believe that they have shown excellent
judgment in confining this report to a present day solution, thinking in
terms of available money and available time.
The Wilmington Metropolitan Area is changing rapidly in population, in-
dustry, and traffic demands. It is impossible at this time to forecast
the needs for the next twenty years, therefore, it is my recommendation
that a report of the nature of this one be made periodically, perhaps,
every five years in order to bring to the attention of the public the chang-
ing situation and to keep the overall picture in its proper perspective.
I also recommend that the report be accepted and approved by the members
of the Department. It is further recommended that the work involving the
crossing of the Christina River at Walnut Street be initiated at a very early
date.
Very truly yours,
22%
R. A. Haber
Chief Engineer
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REPORT
to the
DELAWARE STATE HIGHWAY DEPARTMENT
on the
ARTERIAL HIGHWAYS AND STREETS
in the
WILMINGTON METROPOLITAN AREA
MAY, 1952
PARsons, BRINCKERHOFF, HALL & MACDoNALD
* * ENGINEERS
51 BROADWAY, NEW YORK 6, NEW YORK
Transportation Library
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DELAWARE
STATE HIGHWAY DEPARTMENT
1952
J. H. TYLER MCCONNELL, Chairman
BENJAMIN F. SHAw, II
DR. J. DRAPER BROWN, JR.
J. GORDON SMITH
WILLIAM P. Richardson
SAMUEL N. CULVER
CLAYTON A. BUNTING
RICHARD A. HABER, Chief Engineer
LEROY F. HAWKE, Secretary

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PARsons, BRINCKERHoFF, HALL & MACDONALD
E N G 1 N E E R S
FOUNDED BY WILLIAM BARCLAY PARSONS IN 1885
EUGENE L. MACDONAL.D C O N 3U LTANT 8
LAWRENCE S. WATERBURY 5 i BROADWAY, NEW YORK 6, N. Y.
MAURICE. N. QUADE JOHN P. HOGAN
WALTER S, DOUGLAS W. E. R. COVELL
ALFRED HEDEFINE May 26, 19 52
Mr. R. A. Haber,
Chief Engineer,
State Highway Department,
Dover, Delaware.
Dear Mr. Haber:
In accordance with our Agreement, as set forth in our letter of Jan-
uary 25, 1952, we have made a study to develop methods of alleviating traffic
congestion on the arterial highways and streets in Wilmington and the Metro-
politan Area, and here with submit our report.
A map at the end of this report shows the City of Wilmington and the
Wilmington Metropolitan Area. In the upper left hand corner, there is an
insert showing, at a somewhat larger scale, a portion of the Downtown Area
of the City of Wilmington.
Included in this report is a discussion of the highway work which has
recently been completed; also those projects under construction; and that
work which is planned for construction. In addition, a full discussion has
been included of the improvements which we recommend as essential to the
alleviation of traffic congestion on the arterial highways and streets in the
City of Wilmington and the Metropolitan Area.
The City and the Area, for convenience, are discussed separately
in the report.
The map lists the projects which come under the four phases of our
study and they are identified on the map by the use of letters coupled with
numerals.
For the relief of traffic congestion in the City of Wilmington, we be -
1ieve that the most important of our recommendations is that for a new entr-
ance into Wilmington from the south which involves an additional crossing of
the Christina River. Several alternate studies were made, and as a result
of these our recommendation is for the development of this entrance at
Walnut Street. In addition, modifications to the existing street traffic regu-
lations must be made in order to make this improvement fully effective.
F.
º
:
--
º
We have carefully reviewed those projects which have recently been
completed, those under construction and those planned for construction by
the State Highway Department and thoroughly approve and endorse them.
When this program is completed much progress will have been made but it
is still essential that the improvements recommended in this report be made
as soon as possible. This applies not only to the area in the City of Wilming-
ton, but to the recommendations made for the Metropolitan Area as well.
We believe the ultimate solution of the overall traffic problem of the
City of Wilmington is in the construction of a Limited Access Arterial High-
way. Such a facility does not make use of the existing city streets but allows
a free flow of traffic to move into or through the heavily travelled business
sections of the city. Pending the development of such a facility, we have in
this report submitted some recommendations for the alleviation of the traffic
problems in the City of Wilmington and in certain areas outside of the City.
These recommendations will serve traffic entering and leaving the
City of Wilmington from the south which has been needed for a long time
and also serve those areas where traffic volumes have increased rapidly
due to the creation of new industrial and residential developments. These
recommended facilities are required to handle not only the existing traffic
but that estimated for the immediate future and the money required to con-
struct these highways will be well spent to accommodate the growth of traf-
fic and to assure the continued favorable development of the City of Wilming-
ton and the Metropolitan Area.
We wish to express our appreciation for the very helpful as sistance
rendered by the staff of the Delaware State Highway Department and the
officials of the City of Wilmington and others who have been most helpful
in this study of traffic problems in this region.
Sincerely yours,
PARSONS, BRINCKERHOFF, HALL & MAC DONALD

Waterbury l
Lawrence S.
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THE REPORT
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REPORT
on the
ARTERIAL HIGHWAYS AND STREETS
in the
WILMINGTON METROPOLITAN AREA
Introduction
This report covers a study made to develop methods of alleviating
traffic congestion on the arterial highways and streets in Wilmington
and the Metropolitan Area. The problem was divided, for convenience,
into the area inside the City of Wilmington and the area outside the
City of Wilmington. The study consisted of many parts. One was to
investigate and make recommendations for immediate traffic relief in
the City of Wilmington, taking into consideration primarily the traffic
now using the southern entrances to the City of Wilmington. An attempt
was to be made to improve conditions using existing facilities. Modi-
fications to street traffic regulations were studied as well as improve-
ments to the existing street system. Also studied were possible additional
highway entrances or an entrance into Wilmington from the south,
involving an additional crossing of the Christina River. The results of
these studies are delineated on the map at the end of this report. This
map may be spread out for easy reference during the reading of this
report.
This map illustrates the Recommended Improvements as well as
those now taking place, those already completed and those planned and
On the design boards. Along the right hand side, under appropriate
headings, the projects are listed.
Work which is Completed is shown in a solid line symbol on
the map, and the letter C, coupled with a number.
Projects Under Construction are shown in a long dash symbol
on the map and the letters UC, coupled with a number.
Work Planned for Construction is shown in a short dash symbol
on the map and the letters PC, coupled with a number.
The Recommended Improvements are shown in symbol as à,
series of small circles on the map and the letters RI, coupled with
a number.
The City of Wilmington is indicated in a shaded portion on the
map and represents that area included within the City Limits. The
Downtown Business Section of the City is shown in greater detail on
the insert at the upper left hand corner of the map.
The Metropolitan Area is the entire area of the State of Delaware
which is shown on the map. In this report, discussion of the facilities
in the Metropolitan Area refer to those outside of the City.
Previous Reports
During the years 1947, 1948 and 1950 various traffic studies were
made in Wilmington and the Metropolitan Area; and recommendations
were made for improvements. However, the addition of new facilities
and changed conditions in the Metropolitan Area require a review to
fit the change in the traffic patterns.
Some of the changes that have occurred include the opening to
traffic of the Delaware Memorial Bridge, the relocation of offices of the
DuPont Company and other industries, and the development of new
housing areas. In addition there has been a greater increase in traffic
volumes than anticipated, causing much additional congestion.
CITY OF WILMINGTON
Present Facilities
For the purpose of more clearly showing the existing street system
and present traffic facilities serving the downtown area of the City of
Wilmington, a large scale map is shown at the upper left hand corner
of the map at the end of this report.
The only entrances to the City from the South are the Market Street
and 3rd Street Bridges over the Christina River. The traffic entering
Wilmington must then use the existing streets in the downtown area
for distribution in the City and for travel through the downtown area.
These existing facilities are not adequate under the present method
of operation to serve the traffic entering or passing through the down-
town area.
Several studies were made to develop methods for alleviation of
the intolerable traffic conditions in this area. The locations of these
studies are shown on the large scale portion of the map.
º
F.
H
E
Under Construction
A new street is now under construction by the State Highway
Department from King Street to South Market Street, and is called the
“South Market Street Cutoff”. The location is indicated on the map as
UC-4.
At present, Market Street is a two-way artery from the south,
across the Christina River to Front Street. It was noted that the left
turns by vehicular traffic at the intersection of Front and Market
Streets were causing considerable congestion. The new street, now
under construction on the south side of the Pennsylvania Railroad via-
duct between Market and King Streets, will alleviate this congestion.
It will allow traffic, now travelling northbound on South Market Street
to cross the Christina River; to turn right after crossing the Christina
River into this proposed street; to make a left turn at King Street,
through the existing structure under the Pennsylvania Railroad viaduct;
to turn left on to Front Street, and to cross Market Street at right angles.
This maneuver completely eliminates the heavy left turn motion of
traffic at the Front and Market Street intersection.
Planned for Construction
Concord Pike (U. S. Route 202) from Baynard Boulevard in the
City of Wilmington to Murphy Road is planned for construction and will
be a divided four lane facility with adequate parking lanes. This is
identified on the map as PC-3.
Broom Street, is planned for construction, and will be, when com-
pleted, a 42 ft. wide pavement, curb to curb. This is indicated on the
map as PC-6.
Maryland Avenue inside the City of Wilmington, is planned for
construction and will be, when completed, a 42 ft. wide pavement, curb
to curb. This is shown on the map as PC-7.
Alternate Studies
Several plans were studied in an effort to alleviate the traffic prob-
lems in downtown Wilmington and to improve approaches to the City
from the South. The location of these studies are indicated on the large
Scale map.
The intersection of Front and Market Streets, has been studied for
the development of an interchange to accommodate the vehicular traffic
movements. Since the Pennsylvania Railroad is on a viaduct, approxi-
mately 20 feet higher than Market Street, and since the railroad has
overhead, electrification catenaries, it can be readily realized that an
overpass at this point would have extremely long approaches, if anything
like reasonable approach grades are to be secured. On the other hand,
if a tunnel under the Christina River and under Front Street were to
be constructed, not only would lengthy approaches be required on both
sides of the River, but an extremely costly structure also would be
necessary. The subject of expense also enters into both of these plans on
the matters of demolition and right-of-way.
An alternate is a bridge to the west of Market Street, similar
in type to the Market Street structure connecting with South
Market Street, crossing the Christina River at “low level”. One or
two of the existing railroad underpasses would be satisfactory to pass
traffic into — say Shipley or Orange or Thorn or Tatnall or West
Streets or a combination of two or more of these streets. This plan
would require, of course, the restriction of all parking under the
structures, as well as on the approaches to the selected underpass
or underpasses. All the streets mentioned above are, in general, very
narrow and used extensively for parking, particularly in the business
Section from 4th to 10th Street. -
The “low level” bridge construction cost, plus the cost of demolition
of several valuable business buildings, as well as the cost of right-of-
way acquisition for either of these plans can not be justified for the
traffic service received. A better investment, for such a connection,
to move traffic to and from the south of the city and also to use the
existing city streets has been found and will be explained later in this
report.
:
-- --
On the eastern section of the City of Wilmington, tWO Streets, Spruce
Street and Church Street, are used as one-way arteries; Spruce Street
south bound and Church Street north bound. Present traffic, travelling
South bound on North East Boulevard or the GOvernor Printz Boulevard
from Philadelphia or points north of the city or north of Brandywine
Creek now travel southerly across the Brandywine Bridge to the vicinity
of Kirkwood Park, at which point it travels along 11th Street, or a
branch of 11th Street through the park southerly on Spruce Street to
4th Street, at which point those desiring to cross the Christina River
turn left and head down 4th Street across the existing 3rd Street Bridge.
North bound traffic, from south of the city travelling north on Heald
Street, crosses the existing 3rd Street Bridge, underpasses the existing
viaducted section of the electrified main line of the Pennsylvania Rail-
road, turns right and travels up Church Street to the 11th Street inter-
section with the bridge across the Brandywine Creek, and then north
along North East Boulevard and the Governor Printz Boulevard.
Several studies were made in seeking a solution for the elimination
of the existing “at grade” railroad tracks and their attendant impediment
to the free movement of traffic at this point. At present considerable
freight is shuttled across 4th Street into the 3rd Street Yard. Some-
times this shifting, at hours of peak or partial peak traffic, seriously
destroys the capacity of the existing 3rd Street Bridge and the Spruce
Street and Church Street arteries. This section of 4th Street is con-
trolled, for vehicular traffic, by gates which are lowered at times of
freight handling.
The elimination of the grade crossing, so that vehicular traffic
can flow continuously, is the ideal solution. The possibility of detour-
ing traffic between the existing 3rd Street Bridge and the Pennsyl-
vania Railroad viaduct, parallel to the Railroad and connecting with
Church and Spruce Streets was studied. This would entail the
destruction of some valuable buildings, and the purchase of expensive
right-Of-Way, as well as the construction of a major structure to underpass
the existing railroad.
The net result would not be much of a gain, since the resultant
motions for vehicular traffic would not be materially better than the
existing grade crossing at 4th Street. One of the reasons for this
statement is that several tracks, on the north side of the Pennsylvania
Railroad viaduct, are “at grade” and when the busy hours for vehicular
traffic and the freight shifting times coincide, not only the 4th Street
crossing is blocked off by the lowered railroad gates, but traffic at this
new point would also be blocked effectively.
Another possibility is to cross the Christina River on the existing
3rd Street Bridge, tunnel under the Pennsylvania Railroad viaduct and
4th Street, coming to grade between Church and Spruce Streets. This
would require extensive property damage and a very expensive structure,
with some rather steep grades. It would also require the closing off of
streets to allow for the construction of the tunnel approach between
Spruce and Church Streets and 4th Street and 8th Street, to allow
adequate room to make the grade for the tunnel entrance.
At this point, the street rises in grade from 4th Street, and this rapid
change in elevation would necessarily cause extremely steep grades for
trucks and other heavily loaded vehicles to negotiate. However, south
bound traffic on Spruce Street could enter the tunnel and avoid the pres-
ent impediment to traffic at the 4th Street grade crossing. Nevertheless,
this tunnel would be an extremely costly structure, and it is not suggested
that it be incorporated into the Recommended Plan for the alleviation of
traffic congestion at this point.
It is however suggested that, with due cooperation between the
City, the State and the Officials of the interested railroads, who use
these “at grade” tracks, a suitable agreement be entered into for the
cooperation of all concerned. If the shifting of traffic on the tracks
can be adequately handled at times of other than peak vehicular
traffic, the ability of the existing 3rd Street Bridge, in combination
with both Spruce and Church Streets, to act as traffic arteries, along
this eastern edge of the City of Wilmington, will be greatly increased.
-§
Recommended Improvements
The existing streets on the easterly side of Market Street can be
more advantageously employed to distribute and carry traffic to and
from the Wilmington City Business District from the south of the city
than comparably located streets west of Market Street. The streets
under consideration, starting at Market Street and progressing easterly
in order are: King Street, now one-way north bound; French Street,
now one-way south bound; Walnut Street, now one-way north bound;
Poplar Street; Lombard Street; Pine Street; Spruce Street, now one-
way south bound; and Church Street, now one-way north bound.
The only two existing crossings of the Christina River are the
bridges at Market Street and at 3rd Street, further east. In an effort
to find an adequate connection from South Market Street across the
Christina River to these above-named streets, all possible locations Were
studied. In attempting to connect these streets with a new structure
over the Christina River, some difficulties were encountered.
A new structure across the Christina River at King Street Will
require extensive property damage to the Warner Company’s installa-
tions on the south side of the Christina River, as well as to other com-
mercial structures. A new structure at French Street is impractical
because of its interference with the operations of vehicular traffic, taxis,
buses, trackless trolleys, etc. at the Pennsylvania Railroad Station.
King Street, one block east of Market Street, has a Farmers' Market
located on its pavement area. King Street is now one-way north bound,
and is now receiving north bound travel of the overhead electrified,
trackless, trolley buses which has been recently transferred from Market
Street, between 9th and 16th Streets. It is an absolute necessity, in
order to prevent the strangulation of traffic in this section of the city,
to eliminate the Farmers' Market from the pavement on King Street.
A plan should be worked out whereby available space in the immediate
vicinity with suitable privileges could be obtained, so that a more
adequate service to the customers of the Farmers' Market could be
rendered, as well as to allow free flow of traffic on King Street.
This problem of the Farmers' Market arises when the farmers’ trucks
back into the curb on King Street, for the sale of their wares. These
trucks effectively block free flow of traffic on King Street, which, at pres-
ent, cannot now be considered an artery. Because of the overhead electri-
fied, trackless, trolley buses on King Street, adequate supervision of the
parking on one side of King Street will be required to allow the trolley
bus system to function without seriously destroying the usefulness of the
pavement area as a traffic artery.

For a new southerly entrance to the City of Wilmington to accom-
plish its purpose it must be connected to a one-way street System, prefer-
ably four lanes of traffic north bound. An inspection on the ground of
Poplar, Lombard and Pine Streets for possible bridge crossings of the
Christina River indicated that extremely expensive condemnation pro-
ceedings for right-of-way against large ship construction and repair
installations and other commercial structures would have to be faced.
A reasonable solution is possible by continuing Walnut Street, south
of Front Street, through a new underpass of the Pennsylvania Railroad
tracks, which are overhead on a viaduct between walls at this point, and
a new structure, of the proper river channel span and vertical channel
clearance, as required by the U. S. Army Engineers over the Christina
River. This new structure could be joined to a new artery running in
a southerly direction to an intersection with U. S. Route 13, in the
vicinity of the southerly Wilmington City Line near the South Market
Street overpass. This new structure would have sufficient vertical chan-
nel clearance to provide the maximum traffic service with the least
bridge openings, for the passage of river traffic. Maximum traffic service
includes: flatness of grade, ease of approach, adequateness of sight dis-
tance, together with the fewest interruptions to the continuous flow of
vehicular traffic. This recommended improvement is indicated as RI-11
On the map.
The cost of this proposed new entrance to the City of Wilmington
from the south will be divided thus: demolition, right-of-way, construc-
tion. The cost of demolition and right-of-way can be obtained only after
a careful survey has been made of the existing ground conditions; a
search made of the properties to be acquired; and their fair market
values determined. It should be noted that the approach is relatively
cheap right-of-way as it passes over the dumps and swamp areas and
also that the right-of-way damage would not be high through the rail-
road property since this, it is believed, is an easement from the City.
We estimate the construction cost of the proposed entrance to the City
of Wilmington from U. S. Route 13, northerly across the Christina
River, including the proposed bascule bridge, and underpassing the
Pennsylvania Railroad viaduct to a suitable connection with Front
Street, to be four million dollars ($4,000,000). The estimates of quan-
tities and unit costs are based on what we believe are reasonable quanti-
ties and present values, to the best of our information at this time.
Eº
E
As a requirement of the plan of the new crossing at Walnut Street,
one-way traffic north bound would be designated for Walnut Street and
the Walnut Street Bridge; one-way south bound for Market Street and
the Market Street Bridge; King Street as one-way north bound; and
French Street as one-way south bound. All these four streets should
terminate at 16th Street as one-way streets.
Traffic from French Street that desires to travel southward out of
the City of Wilmington will, under this traffic pattern, turn right into
Front Street, left into King Street, under the existing Pennsylvania
Railroad underpass, right into the new “South Market Street Cutoff”
and then left into Market Street.
Parking on Market Street should be restricted, as required. Park-
ing on King Street should be restricted as hereinbefore mentioned. Park-
ing on French Street should be restricted, as required. Parking on
Walnut Street should be eliminated completely. The pavement area
of Walnut Street should be widened. Four lanes of traffic pouring
into it from the new proposed 48 ft. wide artery which will underpass
the Pennsylvania Railroad makes this a necessity. A more adequate
and higher type of pavement than now there will be required.
Another recommended improvement is referred to as “Shipley
Street — South Market Street Connection” and is indicated on the map
as RI-12.
Much of the confusion at the intersection of Front and Market
Streets is the right turn motion, south into Market Street of east bound
traffic on Front Street. To alleviate the condition, east bound traffic
on Front, from the western part of the city and from Maryland Avenue
can turn right at Shipley Street; pass under the existing underpass of the
viaducted Pennsylvania Railroad; turn left into a proposed street; con-
tinue easterly several hundred feet to Market Street; turn right on
Market Street and continue southerly on Market Street. To accomplish
this, a small piece of right-of-way will have to be purchased and several
hundred feet, of adequately wide pavement, will have to be constructed
between Shipley and Market Streets.
Other streets which, on the basis of existing traffic volumes and
pavement condition, should be considered for improvement at a very º
early date are listed below in two categories — those which by agree- T
ment are the responsibility of the State Highway Department, and those -
which are the responsibility of the City of Wilmington.
State Highway Department
Broom Street, between Front Street and Pennsylvania Avenue.
Concord Avenue, between Baynard Boulevard and North Market
Street.
French Street, between Front and 16th Street.
North Market Street, between 18th Street and Wilmington City -
Line. º
Union Street, between Wilmington City Line and Pennsylvania
Avenue.
Washington Street between Front Street and Brandywine Creek.
City of Wilmington -
4th Street, between Union Street and 3rd Street Bridge. º
Lincoln Street, between Wilmington City Line and Pennsylvania
Avenue.
Walnut Street, between Front Street and 16th Street.
Washington Street, between Brandywine Creek and Wilmington º
City Line. - E
The streets listed above will not satisfactorily care for the traffic
volume which is expected to use them if their present surface only is
corrected. In many cases widening will be needed; in some cases one-
way street patterns should be inaugurated; and in nearly every case
parking restrictions must be applied to enable the users to obtain the
maximum benefits for the streets provided for them.
- -, -ī

10
º
s
| ||
f
We believe the ultimate solution of the overall traffic problem of
the City of Wilmington is in the construction of a Limited Access
Arterial Highway. A Limited Access Arterial Highway does not make
use of existing streets. It allows a free flow of traffic to move into or
through the heavily travelled business sections of the city. Generally,
city streets, parallel and adjacent to the proposed Limited Access facili-
ties, serve adequately as Service Roads for collecting and dispersing the
traffic at the interchange points on the artery.
In this report are submitted some recommendations for the allevia-
tion of the traffic problems of the City of Wilmington.
These recommendations will serve traffic: entering and leaving
the City of Wilmington from the south; they have been needed for a
long time; they are required to handle both the existing traffic, as well
as the future traffic; the money required for them will be well spent to
accommodate the growth of traffic in this area, and they are necessary
additions to the traffic handling facilities of the City of Wilmington.
Other recommendations are offered for some of the problems which
exist outside of the City in the Wilmington Metropolitan Area.

11
WILMINGTON METROPOLITAN AREA
Present Facilities
The principal highways now serving the traffic in the Metropolitan
Area of Wilmington are shown on the map at the end of this report.
This map also shows those projects recently completed (C) and those
under construction (UC).
There have been a number of changes in the Metropolitan Area
which have caused marked changes in the traffic pattern in this region.
On the map there have been indicated those projects planned for con-
struction (PC) and also additional recommended improvements (RI).
The map shows the location of the new DuPont “Louviers Building”
at Milfords Crossroad just north of the City of Newark. The DuPont
Engineering Division will, in part, occupy some of the new structures
which are built, being built, and planned for this area. The daily
travel to and from these buildings will increase the total number of cars
in the area, since it will be necessary to have all services handled by
truck, and also since the purchasing department will be located in these
new buildings.
The Chief Engineer of the Delaware State Highway Department,
Mr. R. A. Haber, sent a letter on February 18, 1952 to the Chairman
and Members of the State Highway Department in Dover, Delaware
setting forth the facts pertaining to this proposed DuPont improve-
ment. Mr. Haber states, “This anticipated traffic will present a very
real problem on the narow, congested roads of this vicinity, particu-
larly since major movements will be peak hour traffic. That is to
say the entire number will be moving within a very short space of time,
both coming to and leaving the building”. As indicated on the map,
the three new DuPont office buildings eventually expect to employ ap-
proximately ten thousand people.
We concur in this statement and our recommendations follow, in
general, those suggested by Mr. Haber.
In the lower left hand corner of the map, below the City of Newark,
cross-hatched and outlined is the approximate area of the existing
Chrysler Corporation Plant. Approximately three thousand cars daily
travel to and from this area.
12
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Completed Projects
The projects recently completed are shown on the map and are
identified by the letter C coupled with a number. These are described
below:
C-1, part of the Robert Kirkwood Highway, has been widened to 24 feet
and resurfaced. Part of the right-of-way is sufficient for a divided
highway. (State Route 2).
C-2, is part of the Robert Kirkwood Highway, and is a new 24 foot wide
road. Right-of-way for a divided highway is now available. (State
Route 2). (See also Recommended Improvements).
C-3, still part of the Robert Kirkwood Highway, is at present a divided
highway. (State Route 2).
C-4, a portion of Newbridge Road (State Route 141) has been recently
reconstructed, and relocated to 24 ft. wide with adequate shoulders.
(See also Recommended Improvements).
Under Construction
Those projects now under construction in the Metropolitan Area
are shown on the map and are identified by the letters UC coupled with
a number. These are described below:
UC-1, Corner Ketch Road, is an existing 9 foot concrete road leading
from Milfords Crossroads to the Pennsylvania Line and is being
Widened. :
UC-2, a continuation of Maryland Avenue, is now under construction
and Will, when completed, be four-12 ft. running lanes and with
appropriate space for two-8 ft. parking lanes.
UC-3, Barley Mill Road (State Route 141) is now under construction
and will be two-12 ft. running lanes with two-8 ft. parking lanes.
A new bridge over Brandywine Creek is also under construction.
UC-4, is within the City of Wilmington and has been previously
described. >
UC-5, is above New Castle at Basin Corner. (Intersection of U. S. Route
13 and State Routes 41 and 141). Presently, for temporary relief
of traffic movement at this location, the State of Delaware has
under construction the channelization of this intersection. (See
also Recommended Improvements).

13
Planned for Construction
Those projects planned for construction are shown on the map and
are identified by the letters PC coupled with a number. These are
described below: -
PC-1,
PC-2,
PC-3,
PC-4,
PC-5,
PC-6,
PC-7,
Chestnut Hill Road, is to the right of the Chrysler Corporation
Plant. The section as indicated has been approved for recon-
struction. To the right of the Chrysler Corporation plant area,
Brookside Homes, a real estate development for home sites, has
already laid out about 700 units, and many hundreds more are
planned for this area. This is a logical outlet for Chrysler traffic.
Roseville Park- Lumbrook Road, is under discussion between the
City of Newark and the State Highway Department as being
ready for realignment and reconstruction. Right-of-way suitable
for a divided highway should be acquired during these negotia-
tions. (See also Recommended Improvements).
Concord Pike (U. S. Route 202) from Baynard Boulevard in the
City of Wilmington to Murphy Road is planned for construction
and will be a divided four lane facility with adequate parking
lanes. (This is partly within the City of Wilmington and has
also been described therein). -
Possum Park Road, is the present logical outlet for traffic to and
from the new DuPont location and we agree that it should be the
first road to be constructed as it is at present a twisting, narrow
road that has been surface treated. Several housing develop-
ments are being built along this highway. (See also Recom-
mended Improvements).
Murphy Road (State Route 141) now planned for construction,
will be 24 ft. wide with adequate shoulders. Upon the completion
or rebuilding of Center Road and Barley Mill Road (RI-8) and
(UC-3), Newbridge Road (C-4) and (RI-13), a good traffic artery
between Concord Pike (U. S. Route 202) and Robert Kirkwood
Highway (State Route 2) will be available. This road will allow
traffic between these two arteries to by-pass the City of Wilming-
ton, and in this way, will relieve State Route 2, through Elsmere
and some of the streets in the northwestern part of Wilmington.
Broom Street, is within the City of Wilmington and has been
previously described.
Maryland Avenue, is also within the City and has been described.
14
Recommended Improvements
Those projects which are recommended for improvement so as to
alleviate the traffic congestion in the Metropolitan Area are shown on
the map and are identified by the letters RI coupled with a number.
These are described below:
RI-1,
RI-2,
RI-3,
RI-4,
RI-6,
Curtis Mill Road (State Route 72) is an existing 18 foot wide
concrete road leading into the City of Newark and should be
widened immediately.
Lumbrook Road to Wilson Road, is recommended as an extension
of the highway from Roseville Park to Lumbrook Road (PC-2).
The right-of-way for a divided highway for this and Project
PC-2 should be acquired during the negotiations now underway
between the City of Newark and the State Highway Department.
Polly Drummond Hill Road, will be a major undertaking, and
will require a complete construction job. This is regarded as
the probable eventual location of the approach road to and from
Wilmington.
north of Basin Corner (State Routes 41 and 141) requires a four
lane highway, divided if possible, and with adequate parking
lanes. This type of an improvement is recommended because the
present traffic volumes require a four lane facility and in addition
heavier traffic volumes may be expected for the following reasons:
the anticipated increased use of the Delaware Memorial Bridge;
the general increase in traffic in this area; and the tremendous
build-up of new residential areas along the section under con-
struction.
in Newport, is recommended as a one-way street system making
use mostly of two existing east-west streets. It is also recom-
mended that parking be removed from one side of State Route 41
through Newport to facilitate the freer movement of traffic in this
8,I’628.
The Kruse School Crossing (B & O R. R.) is north of Newport.
This is, at present, an “at grade” railroad crossing of the main
highway in this area. About forty main line Baltimore and Ohio
trains per day pass through this intersection, and the present
traffic requires a grade separation structure. We recommend the
construction of this facility as a part of the program.
15
RI-7,
RI-8,
RI-9,
RI-10,
RI-11,
RI-12,
RI-13,
RI-14,
RI-15,
at Prices Corner (Intersection of State Routes 2 and 141) we
recommend a traffic study to ascertain, after the necessary road
connections to the new DuPont and Chrysler areas have been com-
pleted, whether the increase in traffic through this intersection
will require a grade separation structure.
Center Road and part of Barley Mill Road (State Route 141
between State Routes 2 and 52) is recommended for immediate
construction to two-12 foot lanes. Right-of-way should be secured
now for a future four lane highway with adequate parking lanes.
The existing pavement is, in general, narrow, winding, in poor
condition and affords inadequate parking facilities and poor sight
distance and does not satisfactorily handle the present traffic.
a section of Concord Pike north of Murphy Road (U. S. Route
202) now has sufficient traffic to require a four lane facility, with
adequate parking lanes. The balance of Concord Pike north of
this section will, in the future, require a four lane facility, if the
traffic continues to increase as it has in the past few years.
to the northeast of Newport, is a continuation of Maryland
Avenue, and it is recommended that it be improved to four-12 ft.
running lanes and two-8 ft. parking lanes.
is a new approach to the City of Wilmington from the south,
crossing the Christina River at Walnut Street. This has been
completely described previously under City of Wilmington
Projects. .
is the Shipley Street-South Market Street Connection within the
City of Wilmington and has been previously described.
a portion of Newbridge Road (State Route 141) has been recently
constructed (C-4) and it is recommended that the balance to
Murphy Road be constructed to the same standards.
Philadelphia Pike, between Bellevue Road and Governor Printz
Boulevard (U. S. Route 13) on the basis of existing traffic
Volumes and pavement condition, should be considered for im-
provement at an early date.
is a part of the Robert Kirkwood Highway (State Route 2) and
is a new 24 foot wide road (C-2). Right-of-way for a divided
highway is now available and this should be built immediately.
I6
RI-16, is above New Castle at Basin Corner (Intersection of U. S. Route
13 and State Routes 41 and 141). Presently, for temporary relief
of traffic movement at this location, the State of Delaware has
under construction the channelization of this intersection. This
is at best an interim measure. Even if a limited access bridge
approach road to the recently opened Delaware Memorial Bridge,
now under consideration by the State Highway Department, is
built, we strongly recommend that a grade separated interchange
be built at this location.
SUMMARY
This report covers a study of the Arterial Highway and Streets in
Wilmington and the Metropolitan Area. For convenience, the City of
Wilmington and the Metropolitan Area have been discussed separately.
The phases of the study which have been discussed include, both for
the City and the Metropolitan Area; the work which has been recently
Completed; the projects now Under Construction; the work Planned for
Construction and Recommended Improvements.
These have been listed on the map which is included at the end of
this report and since they have been discussed in the same relative order
in the report, further discussion of them will not be repeated in this
summary.
The map at the end of the report does not necessarily include all
the work recently completed or proposed, but does, in general, cover
the immediate arterial problems in the area shown on the map.
Outstanding among the recommendations made for the purpose of
alleviating traffic congestion in the area is the development of a new
southerly entrance to the City of Wilmington which includes a new
crossing over the Christina River at Walnut Street. Included in this
recommendation, of course, is the necessity for traffic and parking con-
trol on the city streets of the Downtown Area in the City of Wilmington.
In the Metropolitan Area some of the most important recommenda-
tions concern those south of the City in the vicinity of the new industrial
plants, office buildings and housing developments.
We believe that the ultimate solution of the overall traffic problem
of the City of Wilmington is in the construction of a Limited Access
Arterial Highway. However, in order to alleviate now the traffic con-
gestion on the arterial highways and streets in the Wilmington and
Metropolitan Area, it is strongly recommended that steps be taken to
put into effect and complete not only those projects Recommended for
Improvement, but also those already Planned for Construction.
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C COMPLETED
11--º I. Robert Kirkwood Highway (State Route 2)
2. Robert Kirkwood Highway (State Route 2)
3. Robert Kirkwood Highway (State Route 2)
4. Newbridge Road (State Route 141)
U C UNDER CONSTRUCTION lºſ º- I -º, ſº ºn
UJ 1. Corner Ketch Road
J 2. Maryland Avenue
3. Barley Mill Road (State Route 141)
* 4. *S. Market Street 1' Cut-off tº
5 Basin Corner (Intersection of U.S. Route 13 and State Routes 41 and 141)
PLANNED FOR CONSTRUCTION
P
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CAE O 3.5/70.4/0s R I 3
^ ****eeeeeeeee 96 Oce e see
Chestnut Hill Road
Roseville Park - Lurnbrook Road
*Concord Pike (U.S. Route 202)
Possum Park Road
Murphy Road (State Route 141)
*Broorn Street
*Maryland Avenue
RECOMMENDED IMPROVEMENTS * * > * > & © e º ºs e e o e s e ee e.
R
Curtis Mill Road (State Route 72)
Lunnbrook - Wilson Road
Polly Drummond Hill Road
State Routes 41 and 141
Newport
Kruse School Crossing (B. & O. R. R.)
Prices Corner (Intersection of State Routes 2 and 141)
Center Road and part of Barley Mill Road (State Route 141)
Concord Pike (U.S. Route 202)
10. Maryland Avenue
1 1. *New Approach to Wilmington
273
.
BAS / K/
COP N E &
12. *Shipley Street – S. Market Street connection
# 3. Newbridge Road (State Route 141)
I4. Philadelphia Pike (U.S. Route 13)
I 5. Robert Kirkwood Highway (State Route 2)
16. Basin Corner (Intersection of U.S. Route 13 and state Routes 41 and 141)
\;. yº oGlfTow PINE SWAMP
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*Wholly or partially within Wilmington city
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/A’OA/ A///ll Thi E STATE OF DE LAWA p E
STATE H ! G H WAY DEPARTMENT
W! LMINGTON METRO poll TAN APEA
APTEP AL HIGHWAYS & STREETS
DEVELOPMENT PROGRAM
COOCA/5 5P/C G &
|
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89.3 o gºº. MAY 1952
XO /*& Wy/7 :
fore Æohway 22,0arºner, f & PARSONS, 3RINCKERHOFF, HALL & MAcDonald
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