SR 1 Turnpike Introduction

The SR 1 Turnpike is a $900 million+ facility that stretches 51 miles from Dover A.F.B. to Churchman's Crossing. Sections opened in various stages:²

• 08/1991 - Exit 156-160
• 11/1991 - Exit 160-162
• 04/1993 - Exit 162-165
• 12/1993 - Exit 95-119
• 12/1995 - Exit 148-156 (tolled)
• 12/1998 - Exit 93-95
• 11/1999 - Exit 140-148 (tolled)
• 07/2000 - Exit 92-93
• 12/2000 - Puncheon Run Connector
• 05/2003 - Exit 119-140 (tolled)
• 09/2003 - Project Complete

On May 20, 2003, the final segment of the SR 1 Turnpike between Smyrna and Odessa opened to traffic. The tolled portion of highway features no exits and a 65 MPH speed limit as it bypasses U.S. 13. The completion of the project culminates an almost 25 year project and provides a seamless limited access highway between the Wilmington metropolitan area and south Dover in Kent County.

Overall the SR 1 Turnpike is four lanes with an original concrete surface. From the Biddles Corner toll plaza south of the Chesapeake and Delaware Canal to Exit 156 at Tybout's Corner (U.S. 13) the turnpike provides six overall lanes. The SR 1 Turnpike exit numbering convention adheres to the distance from the Maryland state line northward for Delaware 1. DelDOT decided in 1993 to make the SR 1 Turnpike metric and thus the exit numbers are based upon kilometers rather than miles. All other units of measurement however while initially in metric, are now in English units.

SR 1 Turnpike Annual Average Daily Traffic (AADT)

Begin Milepost	Location	To:	AADT Composite
Kent	Road 68 & S. Dover limits	Exit 92 Road 357	28,362
Kent	Exit 92 Road 357	Exit 93 Delaware 10	26,583
Kent	Exit 95 U.S. 113	Exit 104 Scarborough Road	28,870
Kent	Exit 104 Scarborough Road	Exit 114 U.S. 13 S. Smyrna	33,075
Kent	Exit 114 U.S. 13 S. Smyrna	New Castle County line	35,676
New Castle	Kent County line	Road 18	35,887
New Castle	Road 18	Exit 119A/B U.S. 13 N. Smyrna	19,276
Break in Data
New Castle	Exit 148 U.S. 13 S. St. Georges	Exit 152 Delaware 72	58,153
New Castle	Exit 152 Delaware 72	Exit 156 U.S. 13 north	57,978
New Castle	Exit 156 U.S. 13 north	Exit 160 U.S. 40	40,235
New Castle	Exit 160 U.S. 40	Exit 162 Delaware 273	41,097
New Castle	Exit 162 Delaware 273	Exit 164 Mall Road	63,134
New Castle	Exit 164 Mall Road	Exit 165A/B Interstate 95	68,063
New Castle	Exit 165A/B Interstate 95	Exit 166 Delaware 58	57,603
Source: Traffic Summary 2002 (DelDOT)

SR 1 Turnpike From South to North

After many compromises between the U.S. Department of Defense and DelDOT, the final plans included an interchange for the main gate to Dover Air Force Base and a signalized intersection for the south gate. An agreement between the two entities was struck after concessions were made on both parties on how to resolve the issue of handling traffic movements to the main gate and the land needed for the construction of an interchange. The main gate interchange with the SR 1 Turnpike was completed in 1998. Exit 92 with the South Gate reopened as the "DAFB Commercial Gate" in March of 2007. The partial interchange is only accessible from the northbound lanes; southbound trucks must travel to the Bowers Beach Road intersection and U-turn to access the commercial gate.⁵

At Exit 95, Dover traffic and Bay Road (former U.S. 113) depart Delaware 1 for downtown and U.S. 13. The SR 1 Turnpike meanwhile curves eastward to bypass the majority of the city. Exit 95 represents the last untolled exit for northbound motorists. Otherwise the 18 mile Dover-Smyrna Bypass carries a $1.00 passenger car toll on weekdays and $2.00 passenger car toll on weekends (as of October 1, 2007). Opened on December 21, 1993, the turnpike gives beach bound traffic a limited access alternative to traffic light plagued U.S. 13 (Dupont Highway). Interchanges along the original tolled portion of turnpike include Exit 95 (Bay Road & Delaware 10), Exit 104 (Scarborough Road), Exit 114 (U.S. 13 South Smyrna), Exit 119 (U.S. 13 North Smyrna).

Around New Years Day of 2001, the Puncheon Run Connector was finally opened to traffic. The Puncheon Run Connector consists of a freeway between the SR 1 Turnpike via Exit 97 and U.S. 13 south of Dover. This limited access segment allows travelers bound for southern Delaware, Salisbury, Maryland, and Norfolk, Virginia convenient access to the Dupont Hwy (U.S. 13). The name of the roadway derives from the small creek that parallels it - Puncheon Run. The roadway has a set of exit numbers independent of the main SR 1 Turnpike.

The SR 1 Turnpike and Puncheon Run Connector provide a pivotal role in the traffic flow of Dover. Delaware 1 bypasses the city center to the east while the Puncheon Run Connector provides a high speed connection between the Turnpike and U.S. 13 in south Dover.

During July and August of 2002, work was underway to upgrade the emergency and maintenance road access ramps to Delaware 8 east of Dover for general use. The resulting half-diamond interchange opened just in time for the September 2002 NASCAR race at Dover Downs. The partial interchange facilitates traffic from southbound Delaware 1 to Delaware 8 (Little Creek Road), and from Delaware 8 to Delaware 1 northbound. Exit 98 allows bus traffic of Delaware 1 southbound access to Dover Downs International Speedway. The new ramp also aids local traffic in the commute to Central Dover and the capital district along Division Street. No toll barriers are in place on the ramps due to the 1.5 mile proximity to the main plaza to the north. EZ Pass discounts are not offered to motorists that utilize Exit 98.³

The Smyrna Bypass portion (exit 114-119) of the original 18-kilometer toll highway opened a few days before the southern 15 kilometers (exit 95-114). During the initial opening of the bypass, the U.S. 13 Duck Creek Bridge in Smyrna underwent an emergency rehabilitation project that mandated a ban on truck travel through Smyrna. So the Smyrna bypass was opened (toll free temporarily) for all motorists until December 23 and remained toll free to commercial truckers until the completion of the bridge project on U.S. 13. Other projects surrounding the SR 1 Dover-Smyrna Bypass project include the upgrading of the rest area/tourist information center on U.S. 13 at Exit 119 and the creation of Scarborough Road between the Exit 104 trumpet interchange and Delaware 15. Scarborough Road was touted as Alternate Route 8 initially.

On November 18, 1999 the Odessa-South St. Georges section of the turnpike opened to traffic. After many years of debate about where the toll plaza would be placed, this long needed section now allows traffic to bypass Odessa and Boyd's Corner. Cars are charged $1.00 on weekdays and $2.00 on weekends (as of October 1, 2007) to travel this stretch of toll road.

The location of the toll plaza was a controversial one. Southern New Castle County is expected to see 10,000 new homes constructed over the next 10 years, including a 4000 acre town known encompassing the nearby Whitehall project, since renamed to BayBerry. How does this effect the SR 1 Turnpike?
Some of this development had already occurred before groundwork began for Delaware 1 including a subdivision known as Asbury Chase. The subdivision resides just west of Delaware 1 and north of Delaware 896 adjacent to the new toll plaza at Boyd's Corner.
Residents claimed that they were unaware of the eventual toll plaza location when they first purchased their new homes. They blamed DelDOT, then Governor Tom Carper, and the developer for this lack of information. The location for the toll plaza had been chosen in the late 1980s when impact studies were done for the turnpike (before Asbury Chase was built). This angered residents who felt that the state gave them a "raw deal" for withholding information regarding the location of the planned toll plaza. Residents even went so far as to install signs on U.S. 13 protesting DelDOT and then Governor Tom Carper before the plaza was constructed. The state answered back with a proposal to construct sound barriers adjacent to the plaza to appease noise concerns. These have yet to be put in place.

On December 23, 1995 the new cable stayed Chesapeake and Delaware Canal bridge and six-lane section of the SR 1 Turnpike opened to traffic. A public bridge walk and opening ceremony occurred on the 21st with an estimated 2,000 people attending. Senator Joe Biden was one of the officials to speak at the event. Ground breaking for the bridge occurred in 1991 with an expected completion date of Spring 1996. The bridge itself carries six lanes but can be restriped to allow for eight overall lanes and two full shoulders. On July 9, 2007 the SR 1 Turnpike Bridge was rededicated as the U.S. Senator William V. Roth, Jr. Bridge.

The bridge was originally to be tolled, but to garner maintenance of the bridge by the Army Corps of Engineers required at least one toll free crossing at St. Georges. The pending closure and dismantling of the St. Georges Bridge nixed the proposal to include the new bridge as part of the tolled section of the SR 1 Turnpike, and thus the bridge remains a free entity. To maintain the toll free status DelDOT added an exit for U.S. 13 (by way of Lorewood Grove Road) at South St. Georges to the project. As for the St. Georges Bridge, all proposals to close or remove the bridge were greeted with disapproval from local area residents. A temporary closure in 1997 brought numerous complaints to DelDOT and thus officials decided to reopen the span. Since then St. Georges Bridge underwent a rehabilitation project including the removal of lead paint and the replacement of the bridge deck itself. The span continues to carry U.S. 13 across the Canal between the split St. Georges.

Further north of St. Georges, U.S. 13 and Delaware 1 join together for a four kilometer overlap. The corridor of Delaware 1 closely parallels or overtakes the Dupont Highway alignment of U.S. 13 through here. Therefore U.S. 13 turns westward onto Wrangle Hill Road (Delaware 72) from Dupont Highway to join the SR 1 Turnpike via Exit 152. Dupont Highway north of Wrangle Hill Road is now a part of an extended Delaware 7. Dupont Highway between the original Delaware 7 southern terminus and Governor Bacon Road remains partially open as a two lane facility serving local residents and businesses. The northbound carriageway however is completely abandoned. At Exit 156 Delaware 1 and U.S. 13 part ways for Christiana and New Castle respectively.

In 1991 the first section of the turnpike opened between Delaware 273 (Exit 162) and U.S. 13 (Exit 156). At the time development in Bear was minimal so it was thought that four lanes of capacity were enough. Unfortunately heavy development increased the traffic counts to 40,000 vehicles per day as of 2002. To augment some of the traffic issues, DelDOT constructed a new ramp from Delaware 1 southbound to Delaware 71 (Red Lion Road) at Tybout's Corner. The new Exit 156A ramp allows commuters destined for Red Lion and new subdivisions an alternate to the busy U.S. 40 (Pulaski Highway) interchange at Exit 160. The ramp opened to traffic Spring of 1999.

Between 1991 and late 1992 traffic on Delaware 1 was forced to exit at Delaware 273 (Exit 162) from the south. The segment of the turnpike between Exit 162 and Delaware 7 (Exit 164) was not complete for another year because of wetlands impacts and environmental hurdles associated with the marshy area between the two interchanges.

At Interstate 95, Delaware 1 utilizes an older divided section of Delaware 7 from the Interstate to Christiana Mall. A partial interchange and overpass for Mall Road were constructed along Delaware 7 south of Interstate 95 in 1979 and 1980. The project coincided with the construction of the 1980-opened Christiana Mall. Until 1991, the configuration entailed a sharp loop ramp to the mall from Delaware 7 south and a traffic light for mall traffic entering Delaware 7 from the east. In 1991 major reconstruction of the area involved the removal of the traffic light and realignment of Delaware 7 to a new access road at what is now Exit 164. The original Mall Road overpass was incorporated as Exit 164A for southbound Delaware 1 and the Mall Road overpass westbound traffic was diverted to old Delaware 7 north of the new alignment.

The junction of Interstate 95 and Delaware 1 & 7 is one of the busiest in the entire state of Delaware. Essentially a full cloverleaf interchange, the junction between the two freeways features dangerous weaving traffic scenarios and ramps that succumb to congestion on a daily basis. Announced on May 10, 2004, DelDOT chose a plan to improve the interchange and adjacent Interstate 95 to address congestion and capacity issues.⁴

Road work at the Interstate 95 & Delaware 1 & 7 interchange was thought to begin as soon as Summer 2006, however DelDOT's budget woes have pushed back construction until 2010 at the earliest. The four year project entails the expansion of Interstate 95 from eight to ten lanes between Delaware 1 & 7 (Exit 4) and U.S. 202 & Delaware 141 (Exit 5), the creation of a new two-lane high speed ramp from Interstate 95 south to Delaware 1 south, and the separation of ramps to Interstate 95 north from both Delaware 1 & 7 and the Christiana Mall. The $51.2 million widening of Interstate 95 entails the conversion of the existing shoulders into travel lanes and the creation of new 12 to 14 foot shoulders. Work on the expansion began in June 2007. The $90 million interchange improvement project includes the creation of seven new overpasses.⁴ Some preparatory work for the project goes as far back as 1991 with the creation of berms in the cloverleaf ramps for eventual use in grading work. See the Interstate 95 guide for more details of the interchange redesign project.

Between 1996 and 1999 a new partial-cloverleaf interchange was constructed at the intersection of Delaware 7 and 58 (Churchman's Road). The interchange was designated Exit 166 and extended the Delaware 1 routing slightly north of the terminus at Interstate 95. The interchange configuration is not quite complete as a direct access ramp from southbound Delaware 1 & 7 to Interstate 95 south does not yet exist. Until traffic counts warrant the ramp, DelDOT is holding off on the completion of that missing element. In the meantime motorists wishing to access Interstate 95 from Delaware 1 & 7 south must use the Exit 166 off-ramp and on-ramp system to access a segregated collector/distributor roadway for the cloverleaf interchange.

SR 1 Turnpike History

SR 1 Turnpike Planning

Concepts for the SR 1 Turnpike date back to 1958 with the conducting of studies for a Dover Bypass and Dover to Frederica limited access highway. These studies continued until 1971. From that point onward studies were conducted for a Delaware Turnpike north-south extension through to 1978. Neither of these proposals came to pass and it was not until 1983 that the official beginning of the SR 1 Turnpike can be determined.¹ The early 1980's study led to an October of 1985 Environmental Impact Study revealing three potential corridors and their associated alternatives or combinations. By June of 1987 the final study was approved. In the following month ground breaking commenced on construction of the first SR 1 Turnpike segment, that of Tybout's Corner-Christiana freeway. The initial roadwork focused upon the U.S. 40 to Delaware 273 portion. By August of 1991, the first leg of SR 1 opened to traffic. This consisted of the U.S. 13/Tybout's Corner connection to U.S. 40 at Bear. By November of the same year the route extended to Delaware 273.² The interim years between 1991 and 2003 saw Delaware 1 overlap with U.S. 13 until each respective segment opened to traffic.

SR 1 Turnpike Adjustments

"No Services on SR 1" signs were installed in 1995 on southbound U.S. 13 before the northern end of the Smyrna-Dover bypass. Many drivers complained about a lack of a service plaza or rest area on the turnpike. So these signs were installed to inform people that they would have to remain on U.S. 13 for these needs.

The exit numbers on the Tybout's Corner-Christiana segment of Delaware 1 originally utilized a mile-based convention. Early in his first term, then President Bill Clinton made known of his intentions to incorporate the metric system into the U.S. road network. Based upon that recommendation, DelDOT agreed to signpost the Smyrna-Dover Bypass portion of the SR 1 Turnpike entirely in metric units. The premise was that the entire turnpike would be signed with metric units as it was completed. Therefore to be consistent with the southernmost portion of highway and associated metric exit numbers, exit numbers on the Tybout's Corner-Christiana segment of Delaware 1 were renumbered to metric units as well. Thus Exit 96 became Exit 156, Exit 98 became Exit 160, Exit 99 became Exit 162, Exit 100 became Exit 164, and Exit 101 became Exit 165.

With all that stated, many drivers found metric units to be confusing and numerous complaints were presented to DelDOT So in 1996 DelDOT decided to convert all units except the exit numbering system from metric to English units. All future segments feature kilometer based exit numbers but English based units of measurement otherwise.

Also in 1996, Governor Carper signed into law a provision that allowed the Smyrna-Dover Bypass to see an increase in speed limit from 55 to 65 mph. Speed limits remained 55 on other portions until July 29, 2000 when speed limits on the Odessa/South St. Georges Turnpike segment were also upgraded to 65 mph.

The Wilmington Area Planning Council (WILMAPCO) technical advisory committee approved the inclusion of a new Delaware 1 interchange near Townsend in its three year budget on February 19, 2004. Planning for the exit began in the early 1990s but was shelved by former DelDOT Secretary Anne P. Canby. The vote means that the project is recommended for funding in the 2005-2007 plan's fiscal year budget. Townsend area residents are generally pleased with the prospective $5-million project. The 10.5-mile stretch between Odessa and Smyrna on the SR 1 Turnpike is currently the longest without an exit. Ramps to U.S. 13 in the vicinity of Delaware 71 (Summit Bridge Road) would benefit the area from an economic standpoint. However some civic activists propose that a new interchange could induce sprawl. The access point was apart of original turnpike plans but was dropped in a cost cutting effort before construction began. Construction may begin as early as 2006 for the interchange⁵ but had yet to start as of July 2007.

SR 1 Turnpike Highway Guides

• Delaware 1 Northbound (Dover to St. Georges)
• Delaware 1 Northbound (St. Georges to Churchman's Crossing)
• Delaware 1 Southbound (Churchman's Crossing to St. Georges)
• Delaware 1 Southbound (St. Georges to Dover)
• Puncheon Run Connector

The suite of photos below chronicle the construction and completion of the SR 1 Turnpike between Tybout's Corner and South Saint Georges. The images are grouped in chronological order and are orientated from the south to north (Bridge walk photos are organized in the order of the walk). Images revealing the 1992 construction of the Christiana to Tybout's Corner segment are found on the Delaware Highways Vidcaps Page.

SR 1 Turnpike Construction - March of 1995
	The Chesapeake and Delaware Canal Bridge as seen from U.S. 13 in South Saint Georges. The bridge was not quite complete at this point, as visible in the next series of photos. Photo taken 03/95.
	View of the pier supports and south tower as seen from Lorewood Grove Road. The two lane highway that straddles the southern reaches of the Chesapeake and Delaware Canal Preserve Zone was relocated slightly underneath the bridge. A short abandoned stretch of the roadway still exists between the southern approach and first set of piers. DelDOT uses the old roadway to store construction equipment at times. Photo taken 03/95.
	U.S. 13/Delaware 1 southbound crossing the Saint Georges Bridge. Crews were partway complete in bridging the gap between the two bridge towers. The precast concrete segments from the south approach to the south tower were put in place before those connecting the north toward with the north side of the Chesapeake and Delaware Canal. Photo taken 03/95.
	Northbound on then U.S. 13 & Delaware 1 at the future SR 1 Turnpike. This railroad line spurs from the west into Delaware City and the refinery areas of the coastal town. The main travel lanes of the Dupont Highway were narrowed through the Delaware 1 underpass. This is not so much of an issue now, as this four lane highway only carries light traffic between Red Lion and Kirkwood with the designation of Delaware 7.
	This location is where U.S. 13/Delaware 1 first merged onto the new freeway. Looking south, to the left is now the SR 1 Turnpike. To the right are the now abandoned travel lanes of U.S. 13/Dupont Highway. The overpass is for a local road between Delaware 7 and Delaware 9 at Delaware City.
	Northbound on U.S. 13/Delaware 1 at the same location. The original southbound lanes were still in use, while northbound was shifted to the right as a bridge was constructed over a local creek. The Exit 96 guide sign stood from 1991 to 1995 for the original three mile segment of Delaware 1 between U.S. 13 and Delaware 273. The sign was subsequently removed upon the completion of the SR 1 Turnpike to the right.
Construction - November 19, 1995
	The scene again from Lorewood Grove Road of the new cable-stayed canal bridge. One month and two days before the official opening, the lighting fixtures are in place, the two segments are linked, and the approach pavement is now laid.
	Looking from the median at the northbound beginning of the bridge. Some residual work was still ongoing, and pavement markings and highway signage had yet to be installed.
	The last expansion joint for the bridge on the south side with the old steel Saint Georges Bridge protruding from behind. Until 1999, all traffic from this bridge southbound directly transitioned to U.S. 13. Now traffic must utilize a cloverleaf ramp onto Lorewood Grove Road to the original U.S. 13 lanes in South Saint Georges.
	Standing on the right-hand should of the southbound lanes, the view looks to the north with the late Fall sunshine illuminating the gold colored cables. The current configuration of the bridge is for six through lanes with wide shoulders. The width is capable of being restriped to allow for an overall eight travel lanes.
	The Saint Georges Bridge appears quite elegant in this rustic amber and bronze colored setting over the village of Saint Georges. The scene is contrast to the bitter battles that have been fought over the bridge's future. Additionally the bridge has had issues with lead paint during the 1980s and 1990s.
	Here is how the bridge appeared from the Kirkwood-Saint Georges Road overpass, just north of the Chesapeake and Delaware Canal. Only thing yet to be completed by this point was lane striping and signage installation.
	Peering northward from the same overpass as in the above photograph. The farm lands/open space that buffer the SR 1 Turnpike are drastically changing due to suburban sprawl. The same setting had existed on the northernmost segment in and around Bear.
	Six travel lanes await to be opened for Delaware 1 as they travel within the Delaware 72 diamond interchange. The Saint Georges Bridge again protrudes into the sky along the horizon.
	Northward perspective from the same Delaware 72 perch. This segment of highway carries all of U.S. 13 now.
Chesapeake and Delaware Canal Public Bridge Walk - December 21, 1995
	Cars were allowed to park on the north and southbound travel lanes and shoulders for the Public Bridge Walk. There were so many attendees, that cars were parked as far north as the Delaware 72 diamond interchange.
	Over 2000 people attended the ceremony and bridge walk on a cold blustery day. Among those in attendance were Senator Joe Biden (D), a stark supporter of the new span and SR 1 Turnpike. View looks at the northern edge of the bridge. Walkers first walked on the southbound lanes to the end, turning around and returning on the northbound side. There was no time limit in how long one could take in the bridge.
	The bridge walk commences on the southbound side. Residual snowfall remains on the shoulders from a 3 inch storm on the 15th of December. Temperatures hovered around the 23 degree Fahrenheit mark during the event.
	This guide sign proclaims the name of the Chesapeake and Delaware Canal. The waterway was constructed in the late 1800s, offering access to the ports of Baltimore to the Delaware River and Bay. The snowy fields are part of the Canal Wildlife Area.
	A closer look at the northern tower of the bridge and cable connections. Old glory proudly flaps in the breeze high above the canal surface.
	A wider view of the north tower and cable structure. The lighting fixtures are only situated on the bridge itself. The approaches remain dark. This gives the bridge an odd appearance at night, resembling a floating boat of light from as far as Bear on Delaware 1 southbound.
	Midway along the southbound side of the bridge, the sun prepares to set. The structure in the background is a railroad lift bridge between Saint Georges and Summit Bridge. It is the only railroad crossing of the canal in either Delaware or Maryland.
	Now at the south end of the bridge, the grace of the cable-stayed bridge is realized. Most people quickly U-turned northward. We hung out around the south end to catch the setting sun. Somewhat visible on the horizon to the northwest (left), is the 380 foot Iron Hill. The elevation is just southwest of Newark, and was once the site where General George Washington observed British troop movements at nearby Coochs Bridge.
	The Saint Georges Bridge, just two days before it would lose most of its role of supporting U.S. 13 and Delaware 1. The Canal Bridge officially opened to traffic on December 23, 1995.
	Two views to the west as the sun departs for the day from the south approach of the bridge. This area is undergoing drastic changes, as suburban sprawl of the Wilmington metropolitan area migrates south of the canal.
	A look at the cable connections to the bridge deck. Another photograph was also hanging around the south end of the bridge taking snaps left and right.
	The south tower and its associated cables. The pier was also completed with stacked pre cast concrete segments, similar to the bridge deck.
	A thin layer of altostratus clouds loom overhead, as skies darken over the western horizon and Delaware and Chesapeake Canal The photographs on this page were taken over the course of a two hour time period.

Potential Interstate 101

From the Potential Interstates Page:

Delaware completed a feasibility study for a limited access highway paralleling U.S. 13 between the Maryland state line and the city of Dover. However no time table has been set for any potential construction.

Sources:

1. State Route 1 - Overview and Contents (DelDOT)
2. State Route 1 - Project Timeline (DelDOT)
3. James Cayz, email: "New interchange on Delaware 1." October 6, 2002.
4. "State decides on a fix for I-95 traffic." The News Journal, May 11, 2004.
5. "Del. 1 interchange wins an approval." The News Journal, February 20, 2004.
6. Bob Chessick, email: "DE-1 Exit 92 Re-Opened." April 14, 2007.

SR 1 Turnpike Offsite Links

• DE Route 1 - Korean War Veterans Highway (Scott Kozel)
• Delaware 1 @ DelmarvaHighways.com (Corey Dukes)
• Delaware Roads - DE 1 (Steve Alpert)
• Delaware Road Snaps (C.C. Slater/Bob Chessick)
• Delaware Multiplexes @ Multiplex.com (Tim Reichard)
• Delaware Trip Part 1 @ OKRoads.com (Eric Stuve)
• Delaware Trip Part 2 @ OKRoads.com (Eric Stuve)

Page Updated October 25, 2007.