THORNDALE TRAIN STATION TRAFFIC STUDY

Transcription

1 THORNDALE TRAIN STATION TRAFFIC STUDY JUNE 1992 ~~ DELAWARE VALLEY ~~ REGIONAL PLANNING COMMISSION --- ~ ~ ~-~ ;:-:: ::;----,

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3 THORNDALE TRAIN STATION TRAFFIC STUDY JUNE 1992 "'~ DELAWARE VALLEY ~W REGIONAL PLANNING COMMISSION -- ~ , ~, - THIS REPORT IS PRINTED ON RECYCLED PAPER-

4 This reprt, prepared by the Transprtatin Planning Divisin f the Delaware Valley Reginal Planning Cmmissin, was financed by the Federal Transit Administratin f the U. S. Department f Transprtatin. The authrs, hwever, are slely respnsible fr its finding and cnclusins, which may nt represent the fficial views r plicies f the funding agencies. Created in 1965, the Delaware Valley Reginal Planning Cmmissin (DVRPC) is an interstate, intercunty and intercity agency which prvides cntinuing, cmprehensive and crdinated planning fr the rderly grwth and develpment f the Delaware Valley regin. The regin includes Bucks, Chester, Delaware, and Mntgmery cunties as well as the City f Philadelphia in Pennsylvania and Burlingtn, Camden, Glucester, and Mercer cunties in New Jersey. The Cmmissin is an advisry agency which divides its planning and service functins amng the Office f the Executive Directr, the Office f Public Affairs, and three line Divisins: Transprtatin Planning, Reginal Infrmatin Services Center, which includes the Office f Reginal Planning, and Finance and Administratin. DVRPC's missin fr the 1990s is t emphasize technical assistance and services and t cnduct high pririty studies fr member state and lcal gvernments, while determining and meeting the needs f the private sectr. The DVRPC lg is adapted frm the fficial seal f the Cmmissin and is designed as a stylized image f the Delaware Valley. 'Dle uter ring symblizes the regin as a whle while the diagnal bar signifies the Delaware River flwing thrugh it. The tw adjining crescents represent the Cmmnwealth f Pennsylvania and the State f New Jersey. 'Dle lg cmbines these elements t depict the areas served by DVRPC.

5 DELAWARE VALLEY REGIONAL PLANNING COMMISSION Publicatin Abstract TITLE Date Published: June 1992 THORNDALE TRAIN STATION TRAFFIC STUDY Publicatin N Gegraphic Area Cvered: Caln Twnship, Chester Cunty, Pennsylvania. Key Wrds: SEPTA, R-5 Reginal Rail Line, Thrndale Train Statin, existing and future traffic cnditins, level f service analysis, trip generatin methdlgy, traffic signal warrant analysis. ABSTRACT This study investigates traffic impacts assciated with SEPTA's prpsed Thrndale Train Statin. This R-5 Reginal Rail Line statin, t be lcated in Caln Twnship, Chester Cunty, is prjected t pen in Rads and intersectins impacted by the cnstructin f the train statin were identified and analyzed. Future traffic vlumes were calculated. Existing and future peak hur traffic vlumes are presented. Level f service analyses were cnducted at the intersectins in the study area under existing cnditins and future scenaris. Pssible strategies fr rectifying deficiencies within the study area are discussed. Fr Mre Infrmatin Cntact: Delaware Valley Reginal Planning Cmmissin Reginal Infrmatin Services Center The Burse Building 21 Suth 5th Street Philadelphia Pa (215)

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7 THORNDALE TRAIN STATION TRAFFIC STUDY PAGE i TABLE OF CONTENTS EXECUTIVE SUMMARY... 1 INTRODUCTION EXISTING TRAFFIC CONDITIONS DESCRIPTION OF ROADS AND INTERSECTIONS EXISTING TRAFFIC VOLUMES... 8 EXISTING LEVEL OF SERVICE ANALYSIS TRAFFIC SIGNAL WARRANT ANALYSIS FOR EXISTING CONDITIONS FUTURE TRAFFIC CONDITIONS TRIP GENERATION METHODOLOGY FUTURE TRAFFIC VOLUMES FUTURE LEVEL OF SERVICE ANALYSIS FUTURE LEVEL OF SERVICE ANALYSIS WITH IMPROVEMENTS., 27 FINDINGS AND RECOMMENDATIONS FINDINGS RECOMMENDATIONS APPENDICES A. EXISTING PEAK PERIOD TRAFFIC VOLUMES... A-I B. LEVEL OF SERVICE (LOS) CRITERIA... B-1 C. TRAFFIC SIGNAL WARRANT ANALYSIS US 30/S0UTH BAILEY ROAD INTERSECTION AUTOMATIC TRAFFIC RECORDER (ATR) COUNTS C-l D. TRAFFIC SIGNAL WARRANT ANALYSIS US 30/S0UTH BAILEY ROAD INTERSECTION MANUAL TURNING MOVEMENT COUNTS... D-l E. TRAFFIC SIGNAL COORDINATION ANALYSIS E-l F. TRAFFIC VOLUMES AND LEVEL OF SERVICE (LOS) SUMMARY SHEETS... F-l G. LEVEL OF SERVICE (LOS) CALCULATION WORKSHEETS.... G-l

8 PAGE ii THORNDALE TRAIN STATION TRAFFIC STUDY LIST OF FIGURES 1. STUDY AREA EXISTING AM PEAK HOUR TRAFFIC VOLUMES EXISTING PM PEAK HOUR TRAFFIC VOLUMES EXISTING PEAK HOUR LEVELS OF SERVICE (LOS) VEHICLE ARRIVAL DISTRIBUTION PATTERN A. AM TRANSIT ACTIVITY AT ADJACENT R-5 REGIONAL RAIL LINE TRAIN STATIONS B. PM TRANSIT ACTIVITY AT ADJACENT R-5 REGIONAL RAIL LINE TRAIN STATIONS AM PEAK HOUR TRAIN STATION GENERATED TRIPS PM PEAK HOUR TRAIN STATION GENERATED TRIPS TOTAL 1993 AM PEAK HOUR TRAFFIC VOLUMES TOTAL 1993 PM PEAK HOUR TRAFFIC VOLUMES PEAK HOUR LEVELS OF SERVICE (LOS) PEAK HOUR LEVELS OF SERVICE WITH IMPROVEMENTS... 28

9 THORNDALE TRAIN STATION TRAFFIC STUDY PAGE iii LIST OF TABLES A-I. PEAK PERIOD TRAFFIC COUNTS US 30 (LINCOLN HIGHW AY)/NORTH BAILEY ROAD A-3 A-2. PEAK PERIOD TRAFFIC COUNTS US 30 (LINCOLN HIGHW A Y)/SOUTH BAILEY ROAD A-4 A-3. PEAK PERIOD TRAFFIC COUNTS SOUTH BAILEY ROAD/HAZELWOOD AVENUE A-5 B-1. LEVEL OF SERVICE (LOS) CRITERIA SIGNALIZED INTERSECTIONS... B-4 B-2. LEVEL OF SERVICE (LOS) CRITERIA UNSIGNALIZED INTERSECTIONS... B-4 C-I. TRAFFIC SIGNAL WARRANT ANALYSIS... C-3 D-1. AM TRAFFIC SIGNAL COORDINATION RUN US 30 AT NORTH AND SOUTH BAILEY ROADS D-3 D-2. PM TRAFFIC SIGNAL COORDINATION RUN US 30 AT NORTH AND SOUTH BAILEY ROADS D-l1 EXISTING AND FUTURE PEAK HOUR TRAFFIC VOLUMES E-I. US 30 (LINCOLN HIGHWAY)/NORTH BAILEY ROAD... E-3 E-2. US 30 (LINCOLN HIGHW A Y)/SOUTH BAILEY ROAD E-4 E-3. SOUTH BAILEY ROAD/HAZELWOOD AVENUE E-5 EXISTING AND FUTURE PEAK HOUR LEVEL OF SERVICE (LOS) E-4. US 30 (LINCOLN HIGHWAY)/NORTH BAILEY ROAD... E-6 E-5. US 30 (LINCOLN HIGHWAY)/SOUTH BAILEY ROAD E-7 E-6. SOUTH BAILEY ROAD/HAZELWOOD AVENUE E-8 LEVEL OF SERVICE (LOS) ANALYSIS CALCULATION WORKSHEETS F-I. - F-6. US 30 (LINCOLN HIGHWAY)/NORTH BAILEY ROAD..... F-3 F-7. - F-12. US 30 (LINCOLN HIGHWAY)/SOUTH BAILEY ROAD..., F-l1 F F-16. SOUTH BAILEY ROAD/HAZELWOOD AVENUE... F-19

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11 THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 1 EXECUTIVES~Y This study investigates traffic impacts f the prpsed Thrndale Train Statin. The statin is ne cmpnent f a larger Sutheastern Pennsylvania Transprtatin Authrity (SEPTA) prgram t cnstruct new statins with funding prvided thrugh a Federal Transit Administratin (FTA) grant. The Thrndale Train Statin will be lcated n Suth Bailey Rad just west f the intersectin f Suth Bailey Rad and Hazelwd Avenue in CaIn Twnship. The statin is prjected t pen in It will be lcated n SEPTA's R-5 Reginal Rail Line which cnnects Parkesburg/Pali and Center City. SEPTA plans t cnstruct apprximately 500 parking spaces, althugh the exact number is cntingent upn final engineering and the desire t reach mutually agreeable parking standards with Caln Twnship. At the twnship's request, three intersectins were analyzed in the study: US 30 (Lincln Highway)/Suth Bailey Rad, US 30/Nrth Bailey Rad, and Suth Bailey Rad/Hazelwd Avenue. The Nrth Bailey Rad intersectin is signalized, while the ther tw are nt. Intersectins created by cnstructin f the parking lt and the kiss-and-ride area at the prpsed Thrndale Train Statin were analyzed under future cnditins. Fr the traffic impact analysis, AM and PM peak perid turning mvements at the three intersectins were cllected. A level f service analysis was cnducted t determine hw the intersectins currently perate. Future traffic vlumes were prjected and analyzed. Ptential deficiencies were identified. The US 30/Nrth Bailey Rad and Suth Bailey Rad/Hazelwd Avenue intersectins currently perate with acceptable level f service. The US 30/Suth Bailey Rad intersectin presently perates with pr level f service in the PM peak due t high traffic vlumes n US 30. A narrw apprach and pr site distance n Suth Bailey Rad further cntribute t the prblem. Future train statin activity will have a minimum impact n the study area because the traffic peak hurs (8:00 AM t 9:00 AM and 4:30 PM t 5:30 PM) are significantly different frm the train peak hurs (6:15 AM t 7:15 AM and 5:45 PM t 6:45 PM). In the AM, nly 5 percent f the train passengers are prjected t bard a train during the aut peak while 65 percent are prjected t bard during the train peak. Thus, the new statin adds nly 35 new

12 PAGE 2 THORNDALE TRAIN STATION TRAFFIC STUDY vehicles, including kiss-and-ride activity, t the highway system during the AM peak hur. A cmparisn f PM peak hur alighting patterns shw similar percentages, with apprximately 87 mre trips added t the highway netwrk. Barding and alightings were estimated frm train activity at nearby train statins. Kiss-and-ride refers t the drpping ff and picking up f passengers. It is imprtant t identify if future train statin activity at the prpsed Thrndale Train Statin will shift the peak hur frm the current traffic peak hur t the future transit peak hur at each intersectin in the study area. This" Shifting Peak" analysis was cmpleted simply by calculating future traffic vlumes during the AM and PM transit peak hurs and cmparing these values t future traffic prjectins during the AM and PM traffic peak hurs, respectively. At each intersectin the peak hur with the higher prjected traffic vlumes will be mst representative f the wrst case traffic cnditins. The "Shifting Peak" analysis cnfirmed that the traffic peak hur represents the wrst case cnditins at the US 30/Nrth Bailey Rad intersectin and the US 30/Suth Bailey Rad intersectin. Hwever, at the Suth Bailey Rad/Hazelwd Avenue intersectin, the AM and PM peak hurs will "shift" t the respective transit peak hurs. At the intersectins created by the driveways t the prpsed parking lt and kiss-and-ride area, the transit peak hurs were analyzed. Under future cnditins with the Thrndale Train Statin in peratin, the US 30/Suth Bailey Rad intersectin will perate with unsatisfactry service levels during the AM and PM traffic peak hurs. The US 30/Nrth Bailey Rad intersectin will still perate in a very satisfactry manner. At the Suth Bailey Rad/Hazelwd Avenue intersectin, the level f service n Suth Bailey Rad will perate at level f service C, a satisfactry service level. T rectify existing and future deficiencies at US 30/Suth Bailey Rad a new traffic signal is prpsed. Due t their clse prximity, the traffic signals at the Suth Bailey Rad and Nrth Bailey Rad intersectins need t be crdinated. Based upn traffic cunts taken fr this study, the intersectin presently meets vlume warrants fr a traffic signal. A level f service analysis f future cnditins with the new tra(fic signal and a traffic simulatin f signal crdinatin, indicate that the signals will perate in a satisfactry manner.

13 THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 3 INTRODUCTION The Thrndale Train Statin will be lcated n Suth Bailey Rad just west f the Suth Bailey Rad/Hazelwd Avenue intersectin in CaIn Twnship (Figure 1). The prjected pening date fr the statin is The statin will serve the Sutheastern Pennsylvania Transprtatin Authrity's (SEPTA) R-5 Reginal Rail Line which cnnects Parkesburg/Pali and Center City. SEPTA is prpsing t cnstruct 500 parking spaces as part f the statin, althugh the exact number f spaces is cntingent upn final design and a mutual agreement between SEPTA and CaIn Twnship n parking standards. T determine the impacts f the prpsed statin n adjacent intersectins in CaIn Twnship, SEPTA requested that the Delaware Valley Reginal Planning Cmmissin (DVRPC) undertake a traffic impact study. Existing and future AM and PM traffic cnditins were investigated as part f this study. Rads affected by the prpsed statin include US 30 (Lincln Highway), Suth Bailey Rad, Nrth Bailey Rad, and Hazelwd Avenue. US 30 is an east-west tw-lane arterial linking Philadelphia and Lancaster. Suth Bailey Rad and Nrth Bailey Rad are tw-lane cllectr rads riented in a nrth-suth directin. There is an apprximate 350 ft. ff-set between the tw rads when they intersect US 30. Hazelwd Avenue is an east-west tw-lane lcal rad paralleling US 30 t the suth. It intersects Suth Bailey Rad adjacent t the prpsed statin. Caln Twnship fficials identified three key intersectins impacted by the prpsed rail statin: US 30/Suth Bailey Rad, US 30/Nrth Bailey Rad, and Suth Bailey Rad/Hazelwd Avenue. The traffic impact analysis fcused n these three intersectins. Intersectins created by the cnstructin f the parking lt and the prpsed kiss-and-ride area at the prpsed Thrndale Train Statin were analyzed fr future cnditins. DVRPC staff cllected existing AM and PM peak perid turning mvements fr these intersectins n July 9, 1991, between 6:15 AM t 9:00 AM and 4:00 PM t 6:45 PM. Twenty-fur hur autmatic traffic recrder (ATR) cunts were taken n US 30, Suth Bailey Rad and Hazelwd Avenue in the Thrndale Train Statin study area. A level f service analysis fr existing cnditins was cnducted. Existing deficiencies were identified. In additin, a traffic signal warrant analysis fr the US 30/Suth Bailey Rad intersectin was cnducted.

14 PAGE 4 THORl'.'DALE TRAIN STATION TRAFF1C STUDY Figure 1: STUDY AREA I I I Ifl--n---A--.::"-.. I I I I..-l.J CALN THORNDALE STATION <9 (Prpsed) ~< WEST CHESTER , EAST FAL OWFIELD ----RD WEST BRADFO ~ PREPARED BY V DELAWARE VALLEY REGIONAL PLANNING COMMISSION If.!fz IIILE E3 E3 E3 J:=::t t=::1 I

15 THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 5 AM and PM future traffic vlumes were prjected. They are based n existing traffic, backgrund grwth, and train statin generated traffic. These traffic estimates were analyzed t determine the impact f the new rail statin. A level f service analysis f future cnditins was als cnducted. Pssible strategies fr imprving the existing and future traffic cnditins within the study area were als briefly addressed. The primary recmmendatin is t install a traffic signal at the US 30/Suth Bailey Rad intersectin. Since the traffic signals in this sectin f US 30 are intercnnected, the new traffic signal at the US 30/Suth Bailey Rad intersectin shuld be intercnnected with the ther signals in the US 30 crridr. The traffic signals at the US 30/Nrth Bailey Rad intersectin and US 30/Suth Bailey Rad intersectin will be crdinated thrugh a hard wire cnnectin. A level f service analysis f future cnditins with the recmmended imprvements evaluates the effectiveness f the imprvements.

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17 THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 7 EXISTING TRAFFIC CONDITIONS DESCRIPTION OF ROADS AND INTERSECTIONS US 30, Suth Bailey Rad, Nrth Bailey Rad, and Hazelwd Avenue are the main rads in the study area. They will als be the principal access rutes t the Thrndale Train Statin when it is cmpleted. US 30, riented in an east-west directin, is a tw-lane arterial. It cnnects Philadelphia and Lancaster. Cmmercial develpment lines the nrth side f US 30 in the study area, the suth side is largely vacant because f the railrad. In the vicinity f the prpsed Thrndale Train Statin, left-turn lanes prvide access t shpping center driveways and ther crssrads n the nrth side f US 30. The psted speed limit n this sectin f US 30 is 40 miles per hur. Suth Bailey Rad is a tw-lane nrth-suth cllectr rad cnnecting East Fallwfield and West Bradfrd Twnships t the shpping centers n US 30. It is als the main access rad t the CaIn Industrial Park. Apprximately 30 ft. suth f the US 30 intersectin is a tunnel under the Amtrak Harrisburg Line. The tunnel is fairly narrw, less than 30 ft. wide. There are tw sharp curves n Suth Bailey Rad in the immediate vicinity f the prpsed statin, ne just suth f the rail tunnel at the Hazelwd Avenue intersectin, and the ther by the CaIn Industrial Park. The psted speed limit n Suth Bailey Rad is 25 miles per hur. Nrth Bailey Rad is a tw-lane nrth-suth cllectr rad cnnecting US 322 t US 30. It is primarily used as a cnnectr between Carlsn Bulevard and US 30 and as an entry way int the Ingleside Shpping Center. There is apprximately a 350 ft. ffset between Suth Bailey Rad and Nrth Bailey Rad where they intersect US 30. Hazelwd Avenue is a tw-lane lcal rad riented in an east-west directin paralleling US 30. Its terminal pints are Suth Bailey Rad t the west and Gallagherville Rad t the east. Land use alng the rad is mainly residential in character. The psted speed limit is 25 miles per hur. The intersectin f US 30 and Suth Bailey Rad is an un signalized T-intersectin, Suth Bailey Rad is under stp cntrl. The westbund apprach f US 30 cnsists f a thrugh lane and an exclusive left-turn lane; its eastbund apprach cnsists f ne travel lane, hwever right

18 PAGE 8 THORNDALE TRAIN STATION TRAFFIC. STUDY turning vehicles frequently use the unimprved shulder as a tum lane. There is a ne apprach lane n Suth Bailey Rad because f the narrw Amtrak tunnel, while the intersectin flares ut nrth f the tunnel it still effectively perates as a ne-lane apprach. The intersectin f US 30 and Nrth Bailey Rad is a T-intersectin. It perates under a three phase traffic signal, the eastbund apprach has a leading green phase. The westbund US 30 apprach cnsists f an exclusive right-tum lane and a thrugh lane, the eastbund apprach cnsists f an exclusive left-tum lane and a thrugh lane. Nrth Bailey Rad has tw apprach lanes, an exclusive left-tum lane and an exclusive right-tum lane. The intersectin f Suth Bailey Rad and Hazelwd Avenue is an un signalized T intersectin with suthbund Bailey Rad and nrthbund Hazelwd A venue frming the tp f the "T" and eastbund Suth Bailey Rad the stem f the "T". The intersectin is situated n a curve. Hazelwd Avenue which is generally riented in an east-west directin appraches the intersectin in a nrtherly directin because f the curve just prir t the intersectin. The eastbund Suth Bailey Rad apprach is under stp cntrl. All three legs f the intersectin cnsist f ne-lane appraches; in fact nne f the rads have pavement markings t delineate ppsing lanes. EXISTING TRAFFIC VOLUMES DVRPC staff cllected and analyzed existing peak hur turning mvements fr the three intersectins in the Thrndale Train Statin study area. Manual turning mvement cunts were cllected at these intersectins n Tuesday, July 9,1991. The cunts were cnducted between 6:15 AM t 9:00 AM and 4:00 PM t 6:45 PM. The elngated hurs fr data cllectin encmpassed traditinal peak traffic.cnditins, as well as the typical reginal rail transit ridership peak. A summary f the turning mvement data fr the AM and PM peak perids is presented in Figures 2 and 3, respectively. Detailed turning mvement tabulatins fr the three intersectins are presented in Appendix A. In additin, 24- hur ATR cunts were taken n US 30, Suth Bailey Rad and Hazelwd Avenue in the study area n the same day as the manual turning mvement cunts. Specifically, machines were placed n US 30 between Nrth and Suth Bailey Rads, n Suth Bailey Rad between US 30 and Hazelwd Avenue and n Hazelwd Avenue just suth f Suth Bailey Rad. These data were used t identify daily traffic patterns in the study area. The peak hur f aut usage is between 8:00 AM t 9:00 AM and 4:30 AM t 5:30 PM.

19 THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 9 11I111I I I1111I Figure 2: EXISTING AM PEAK HOUR TRAFFIC VOLUMES 0 IO: 1->- O:w AM PEAK HOUR: 8:00-9:00 AM 0--1 z:«i\)-..j a:l JL -..J~ L-S4 LINCOLN HIGHWAY,S US , J THORNDALE TRAIN STATION lr w (PROPOSED) t""'" SOUTH BAILEY ROAD SEPTA R-S 0 AMTRAK a: >- w A J 4, mol :«a:l HAZELWOOD I) DVRPC ~.4. AVENUE SCHEMATIC NOT TO SCALE J! I I- ::::> 0 en

20 PAGE 10 THORNDALE TRAIN STATION TRAFFIC STUDY Figure 3: EXISTING PM PEAK HOUR TRAFFIC VOLUMES Cl ::r:1i: tc(;j PM PEAK HOUR: 4:30-5:30 PM \)... Z;;;(... "'" (0 01\) JL L-159 LINCOLN HIGHWAY r t- US 30 54, J 516- THORNDALE TRAIN STATION lr... (PROPOSED) "'... C» SOUTH BAILEY ROAD SEPTA R-5 Cl AMTRAK II:... ~ 1\) I J 9, COl\) ;;;( (Xl J~ ::r: I- ::::> 0 en e:~ DVRPC A SCHEMATIC NOT TO SCALE HAZELWOOD AVENUE

21 THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 11 Peak hur traffic vlumes represent the fur highest cnsecutive IS-minute perids. Hwever, frm previus train statin studies cnducted by DVRPC fr SEPTA, it is knwn that the peak hurs f transit usage at a suburban train statin are traditinally earlier in the AM and later in the PM than the traffic peak hurs. Fr existing cnditins, the 'current traffic peak hur will be used. Fr future cnditins, this study will include a "Shifting Peak" analysis t determine which peak hur will be mst representative f the true peak hur experienced by mtrists. EXISTING LEVEL OF SERVICE ANALYSIS T quantitatively evaluate existing intersectin peratins, a level f service analysis was cnducted fr the three study area intersectins. The cncept f level f service is a qualitative measure describing peratinal cnditins within a traffic stream and their perceptin by mtrists in terms f speed and travel time, traffic interruptins, freedm t maneuver, cmfrt, and cnvenience. Six levels f service are defined; they are given letter designatins, A t F, with level f service A representing the best perating cnditins and level f service F the wrst. Level f service C is the minimum desirable cnditin; hwever, jurisdictins frequently tlerate level f service D when the cst t upgrade the highway facility becmes prhibitive. Methdlgy t determine level f service is presented in the Highway Capacity Manual, Transprtatin Research Bard Special Reprt 209. Different methdlgies are specified fr signalized and un signalized intersectins. A detailed descriptin f the methdlgy used is presented in Appendi~ B. All intersectins were analyzed using the Highway Capacity Sftware (HCS). Because the Highway Capacity Manual emplys different methdlgies t calculate levels f service at signalized and un signalized intersectins, the results are nt cmparable. The existing levels f service in the vicinity f the prpsed Thrndale Train Statin are presented n Figure 4. The US 30/Nrth Bailey Rad intersectin presently perates at verall level f service B in bth the AM and PM traffic peak hurs. In the AM peak hur, all travel lanes n US 30 perate at level f service A. The exclusive left-turn and right-turn lanes n the suthbund Nrth Bailey Rad apprach perate at level f service C. In the PM peak hur, the lanes n the eastbund US 30 apprach perate at level f service A, the lanes n the westbund US 30

22 LAIB --AlB PAGE 12 THORNDALE TRAIN STATION TRAFFlC STUDY Fi!!Ure 4: EXISTING PEAK HOUR LEVELS OF SERVICE (WS) AlB-AM PEAK LOS/PM PEAK LOS AM PEAK HOUR: 8:00-9:00 AM PM PEAK HOUR: 4:30-5:30 PM LINCOLN HIGHWAY US 30 THORNDALE TRAIN STATION (PROPOSED) T Cl Ill: r- AIA AlA~ AlA- 1->a:W Z«00 CO JL -6- SOUTH BAILEY ROAD SEPTA R-5. AlA--1 a: (U...J <C CD I I AMTRAK -6- TRAFFIC SIGNAL -.- STOP SIGN NOTE: LOS AT SIGNALIZED AND NON-SIGNALIZED INTERSECTIONS NOT COMPARABLE 10 DVRPC I A SCHEMATIC NOT TO SCALE HAZELWOOD AVENUE

23 THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 13 apprach perate at level f sel)'ice B, and the Nrth Bailey Rad apprach lanes perate at level f service C. The un signalized US 3D/Suth Bailey Rad intersectin perates in a satisfactry manner in the AM peak hur, and in an unsatisfactry manner in the PM peak hur. In the mrning, the Suth Bailey Rad apprach perates at level f service C, in the PM it perates at level f service E. The high PM traffic vlumes are respnsible fr the lwer level f service. Pr sight distance and the single lane apprach f Suth Bailey Rad als cntribute t the pr service level. The left-tum lane n westbund US 30 perates at level f service A in bth the AM and PM peak hurs. All appraches at the Suth Bailey Rad/Hazelwd Avenue intersectin perate at level f service A during the AM and PM peak hurs. This is due t the lw traffic vlumes passing thrugh the intersectin. TRAFFIC SIGNAL WARRANT ANALYSIS FOR EXISTING CONDITIONS A traffic signal warrant analysis was cnducted t determine if a traffic signal is justified at the US 3D/Suth Bailey Rad intersectin. Pennsylvania Department f Transprtatin (PennDOT) Publicatin 201, titled Engineering and Traffic Studies, specifies 12 warrants that shuld be investigated when evaluating the need fr a traffic signal. The warrants set frth in the publicatin are based upn traffic vlumes, pedestrian activity, and accident experience. PennDOT will nt authrize installatin f a traffic signal unless ne r mre f the signal warrants is met. The US 3~/Suth Bailey Rad intersectin meets Warrant 2 - interruptin f cntinuus traffic. This vlume warrant applies t perating cnditins where the traffic vlumes n a majr street (e.g., US 30) is s heavy that traffic n a minr intersecting street (e.g., Suth Bailey Rad) suffers excessive delay r hazard in entering r crssing the majr street. The warrant is satisfied when, fr each f eight hurs f an average day, the fllwing traffic vlumes exist n the ne-lane appraches f the majr street and n the higher-vlume ne-lane minr street apprach t the intersectin and the signal installatin will nt seriusly disrupt prgressive traffic flw: a ttal f 750 vehicles per hur n the majr street and 75 vehicles per hur n the higher vlume minr street apprach. Based upn the ATR cunts taken n the appraches t the intersectin, it meets signal Warrant 2 fr 14 hurs ver an average day. The

24 PAGE 14 THORNDALE TRAIN STATION TRAFFIC STUDY warrant analysis is summarized in Appendix C. Because the nrthbund Suth Bailey Rad apprach is very narrw, the apprach vlumes used in the analysis were slightly adjusted dwnward t reflect inadvertent cunting f suthbund vehicles. After it was determined frm the ATR cunts that a traffic signal at the US 30/Suth Bailey Rad intersectin was warranted, manual traffic cunts were taken at the intersectin between 9:00 AM t 4:00 PM t further substantiate the analysis. These cunts d cnfirm that the US 30/Suth Bailey Rad intersectin des meet Warrant 2, justifying the need fr a traffic signal. See Appendix D fr these manual traffic cunts at the intersectin. A quick check f Warrant 1 - minimum vehicular vlume and Warrant 10 - shrt-term minimum vehicular and pedestrian vlumes (fr ne and fur hur perids) revealed that the warrants were nt satisfied. Accident experience, Warrant 6, was nt investigated.

25 THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 15 FUTURE TRAFFIC CONDITIONS TRIP GENERATION METHODOLOGY There were a number f steps invlved in generating future trips at the Thrndale Train Statin. The first step was t estimate AM and PM peak hur arrival and departure patterns at the prpsed statin by evaluating the barding and alighting patterns at adjacent statins n the R-5 Line. Next, the directinal distributin t the statin was determined by first identifying the statin service area and then prprtining traffic t the statin amng ingress/egress rutes based upn ppulatin densities. Backgrund grwth cnsisting f prpsed cmmercial and industrial develpment and general backgrund grwth was als calculated. Finally, ttal future traffic vlume was estimated by summing existing turning mvements, backgrund grwth, and train statin generated traffic. Backgrund grwth cnsists f tw separate cmpnents, specific develpment and general backgrund grwth. Accrding t CaIn Twnship fficials, tw new shpping centers are planned in the study area - a 120,000 sf shpping center at the nrthwest crner f US 30/PA 340 (Bndsville Rad) intersectin, and a45,000 sf shpping center at the nrthwest crner f the US 30/Caln Rad intersectin. They als reprted that ten t twelve parcels have been apprved in the CaIn Industrial Park. Hwever, n develpment has ccurred in the industrial park fr a while, and its site plan apprval may elapse if a new cnnectr rad t Caln Rad is nt cnstructed. Fr study purpses we cnservatively assumed fur parcels will be cmpleted by the pening f the Thrndale Train Statin (tw parcels cnstructed each year). AM and PM peak hur trips frm these develpments were calculated and added t the study area highway netwrk. General backgrund grwth is a reflectin f the influence f ppulatin and ther develpment n the highway system. This reprt used a rate f 3 percent per year. This rate is cnsistent with ther studies and is generally acceptable as a reginal grwth rate. The next step f this prcess was t calculate train statin generated trips. Fr mst new prjects, it is a relatively simple prcedure t estimate peak hur trips using the Institute f Transprtatin Engineers (ITE) Trip Generatin Manual. Hwever, train statins are nt a categry cvered in the manual. Parking demand at train statins is difficult t estimate because many external factrs must be cnsidered. In fact, demand varies by rail line and even amng statins alng the line.

26 PAGE 16 THORNDALE TRAIN STATION TRAFFIC STUDY Because Thrndale is a prpsed train statin, the existmg parking lt usage and passenger arrival and departure patterns were nt available. Therefre, it was determined that the mst effective means t identify future train statin activity at Thrndale was t examine bardings and alightings at similar statins in the vicinity f Thrndale n SEPTA's R-5 Reginal Rail Line. The statins chsen - Dwningtwn, Whitfrd, Extn and Malvern - are all east f the prpsed Thrndale Train Statin. Cmmutatin at suburban rail statins is influenced by ffice schedules. Cmmuters bund fr Philadelphia must use a train that allws them ample time t reach Center City, exit the statin, and arrive at wrk n time, be it 8:00 AM r 8:30 AM. In the PM the reverse is true. Under the present SEPTA rail schedule, nly tw trains extend past the Dwningtwn Statin in the AM and PM peak perids. Neither train arrives during the AM and PM vehicular peak hur. In fact, the last AM train which wuld leave the Thrndale Statin at apprximately 7:32 AM, cnsiderably earlier than the vehicular peak hur which begins at 8:00 AM, arrives at Suburban Statin at 8:35 AM. T demnstrate the maximum impact f future parking lt usage n lcal traffic, tw key assumptins were made. The first key assumptin is that the train statin parking lt will be filled by 9:00 AM. This may be an verestimate f future parking lt usage, therefre representative f a wrst case scenari. The secnd key assumptin is that trains terminating at the Dwningtwn Train Statin will be extended t serve the prpsed Thrndale Statin. This scenari will generate cnsiderably mre vehicles during the traffic peak hur than the present train schedule. Based upn 1990 SEPTA barding and alighting activity at Dwningtwn, Whitfrd, Extn and Malvern train statins, an average f 5 percent f the AM bardings will ccur during the AM traffic peak hur and 13 percent f the ttal daily alightings will ccur during the PM traffic peak hur. Since the prpsed Thrndale Statin parking lt will cntain 500 spaces, it is therefre expected that 25 vehicles will arrive in AM peak traffic hur and 65 vehicles will depart during the PM peak traffic hur. Train statin generated trips als include kiss-and-ride activity. Based upn a previus DVRPC study, which included SEPTA R-5 Line statins, kiss-and-ride activity in a area similar t Thrndale is apprximately 16 percent f ttal train statin ridership. Therefre, 5 kiss-andride vehicles will arrive at the Thrndale Train Statin during the AM traffic peak hur and 11 will depart during the PM peak hur.

27 THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 17 The next step in the prcess was t identify the statin service area. This was accmplished using the Statin Access Travel Patterns fr the SEPTA Reginal High Speed Lines, published by DVRPC in 1984, as a guide. This reprt identified service areas f rail statins in the Delaware Valley regin. Adhering t the general shape and size f train statin service areas displayed in the reprt, the basic service area fr the Thrndale Train Statin was identified. ThIS catchment area was mdified slightly t reflect ptential natural barriers. As an example, US 322 divides the service areas between the Thrndale and Dwningtwn train statins. The service area was then subdivided int sub-znes reflecting the actual rutes t he used t access the rail statin. Ppulatin data frm the 1990 census and aerial phtgraphs were used t estimate the percentage f ppulatin in each sub-zne. Figure 5 identifies the resulting arrival percentages. As an example, 28 percent f the vehicles will arrive via eastbund US 30. Cnversely, in the PM, 28 percent will exit the statin via westbund US 30 in the PM. With the individual steps f the prcess cmpleted, each element - general backgrund grwth, industrial and cmmercial develpment, train statin parking lt generated trips, and kiss-and-ride trips - wiere added t existing turning mvements. The result is 1993 AM and PM peak hur traffic vlumes. FUTURE TRAFFIC VOLUMES It is imprtant t identify if future train statin activity at the prpsed Thrndale Train Statin will shift the peak hur frm the current traffic peak hur t the future transit peak hur at each intersectin in the study area. This "Shifting Peak" analysis was cmpleted simply by calculating future traffic vlumes during the AM and PM transit peak hurs and cmparing these values t future traffic prjectins during the AM and PM traffic peak hurs, respectively. The "Shifting Peak" analysis cnfirmed that the traffic peak hur represents the wrst case cnditins at the US 30/Nrth Bailey Rad and the US 30/Suth Bailey Rad intersectins. Nn-train statin traffic levels,n US 30 are s high that they will verwhelm any train statin impact. Hwever, at the Suth Bailey Rad/Hazelwd Avenue intersectin, the AM and PM peak traffic hurs will "shift" t the respective transit peak hurs. Level f service analyses during the AM and PM traffic and transit peak hurs cnfirm that lwer service levels ccur will ccur during the transit peak hur. Because it is a fairly lw vlume intersectin, and the vast

28 +-110/0 PAGE 18 THORNDALE TRAIN STATION TRAFFIC STUDY Fi!!Ure 5: 1993 VEHICLE ARRIVAL DISTRIBUTION PATTERN a: ~ -' 24%~ :::c h: z LINCOLN HIGHWAY US /0 THORNDALE TRAIN STATION (PROPOSED) 'I I I / SEPTA R-5 16%--+ KISS-AND-RIDE AREA (PROPOSED) SOUTH BAILEY ROAD a: ~ -' «III :::c I AMTRAK I fij DVRPC PARKING LOT (PROPOSED) A SCHEMATIC NOT TO SCALE HAZELWOOD AVENUE

29 THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 19 majrity f passengers destined t the statin will pass thrugh it, the peak hur will shift t reflect train statin activity. All 1993 traffic prjectins and analyses fr the intersectin are based n peak train cnditins. At the intersectins created by the driveways t the prpsed parking lt and kiss-and-ride area, the transit peak hurs were analyzed. Figures 6-A and 6-B graphically display transit activity at the selected SEPTA R-5 Reginal Rail Line train statins adjacent t the prpsed Thrndale Train Statin. The figures demnstrate that the traffic peak hurs in the study area and the reginal transit peak hurs d nt cincide. Figure 6-A displays that the AM transit peak hur ccurs earlier than the AM traffic peak hur. As shwn in Figure 6-B, the PM traffic peak hur ccurs befre the PM transit peak hur. It is als clearly evident in Figures 6-A and 6-B that there are limited trains daily t/frm Philadelphia n this sectin f the R-5 Reginal Rail Line, with the mst frequent inbund service clustered in the early mrning and utbund service clustered in the late afternn t early evening. Thus, the claim that cmmuters must use certain trains t arrive at wrk in Center City by 8:00 AM r 8:30 AM is substantiated. Traffic vlumes were calculated at the driveways t the parking lt and the kiss-and-ride area at the prpsed Thrndale Train Statin. In rder t calculate future traffic vlumes, several assumptins were made cncerning the design f the statin. It was assumed that the parking lt will be situated n the suth side f Suth Bailey Rad and tw tw-lane driveways will prvide access t it. It was als assumed the kiss-and-ride drp-ff area will be situated n the nrth side f Suth Bailey Rad adjacent t the statin, a ne-way lp will serve the kiss-and-ride. It is imprtant t nte hwever, that the cnceptual design f the Thrndale Train Statin will be cmpleted by a design cnsultant. The increase in traffic vlumes in the study area is mre attributable t backgrund grwth than train statin activity. This can be readily bserved by cmparing the train statin generated traffic t existing and future vlumes. The difference between existing and future vlumes far exceed traffic generated by the statin. The ne exceptin is the intersectin f Suth Bailey Rad/Hazelwd Avenue where train statin generated trips exceed backgrund grwth. Hwever, during the traffic peak hur the reverse wuld be true. Generally, within the study area, traffic generated by the CaIn Industrial Park is the largest cntributr t the increase in AM traffic, and the apprved shpping centers are the largest cntributrs t the increase in PM traffic.

30 PAGE 20 THORNDALE TRAIN STATION TRAFFIC STUDY Figure 6-A: AM TRANSIT ACTIVITY AT ADJACENT R-5 REGIONAL RAIL LINE TRAIN STATIONS I Transit Peak I J (Jl C) z is ~ CD 40 Traffic Peak ~ : O~.-~-.~~~~~-r~~ ~~.--r ~~-r ~ 6:00 6:30 7:00 7:30 8:00 8:30 9:00 9:30 10:00 10:30 11 :00 11 :30 NOON APPROX. AM ARRIVAL TIME AT THORNDALE I ~ DOWNINGTOWN. WHITFORD ~EXTON E2l MALVERN Figure 6-B: PM TRANSIT ACTIVITY AT ADJACENT R-5 REGIONAL RAIL LINE TRAIN STATIONS 1001, , , I Transk Peak I 80.. l ,.....I... ~:~~~.~:~~... L (Jl 60 C) Z ~ 50 C) ~ [... ~.... Ol~.--r~b ~ ,-.~~-.--.-~L-.--.~~~-.~~-,--.-~-.--~ 2:00 2:30 2:00 3:30 4:00 4:30 5:00 5:30 6:00 6:30 7:00 7:30 8:00 APPROX. PM DEPARTURE TIME AT THORNDALE I ~ DOWNINGTOWN. WHITFORD ~EXTON EZl MALVERN

31 THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 21 At the parking lt and kiss-and-ride driveways, the future AM and PM train peak vlumes were representative f wrst case cnditins. Thus, the transit peak hur vlumes were assigned t the driveways. Because a disprprtinate number f passengers arrive frm the east and parking spaces in that sectin f the lt will fill rapidly, vehicles frm that directin were prprtined amng bth driveways. Eastbund vehicles will use the first driveway int the lt. Traffic generated by the train statin is shwn in Figures 7 and 8 fr the AM and PM peak traffic hurs. Included is traffic generated by park-and-ride as. well as kiss-and-ride activity. Ttal 1993 AM and PM traffic vlumes in the prpsed Thrndale Train Statin study area are shwn in Figures 9 and 10. FUTURE LEVEL OF SERVICE ANALYSIS Future level f service withut imprvements at the intersectins in the Thrndale Train Statin study area are shwn graphically in Figure 11. Again, the analysis examines wrst case cnditins - aut peak hur alng US 30 and train peak hur at Suth Bailey Rad/Hazelwd Avenue and the driveways t the parking lt and kiss-and-ride area. In the future, level f service at the US 30/Nrth Bailey Rad intersectin will nt experience any deteriratin frm existing service levels. The eastbund left-turn lane and thrugh lane will perate at level f service A during the AM and PM peak hurs. The westbund right-turn lane and thrugh lane will perate at level f service A during the AM and level f service B during the PM peak hur. Bth lanes n the Nrth Bailey Rad apprach will perate at level f service C during bth peak perids. Level f service at US 30/Suth Bailey Rad will deterirate frm existing service levels. The Suth Bailey Rad apprach will perate at level f service E during the AM and level f service F during the PM peak hur. It presently perates at level f service C in the AM and level f service E in the PM. The westbund left-turn lane will perate at level f service A in the AM and level f service B in the PM. This analysis des nt cnsider signalizatin f the intersectin. The eastbund apprach f Suth Bailey Rad/Hazelwd Avenue will perate at level f service A in the AM peak hur and level f service C during the PM peak hur. Althugh

32 PAGE 22 THORNDALE TRAIN STATION TRAFFIC STUDY Fimre 7: 1993 AM PEAK HOUR TRAIN STATION GENERATED TRIPS AM TRAFFIC PEAK HOUR: 8:00-9:00 AM AM TRANSIT PEAK HOUR: 6:15-7:15 AM LINCOLN HIGHWAY US 30 THORNDALE TRAIN STATION (PROPOSED) ,, l r( -"N,11 'I I / 1 --.J 1-' SOUTH BAILEY ROAD SEPTA R , KISS-AND-RIDE AREA (PROPOSED) L , J 11, ~... e J~ 0: ~...I «CD :c 5 rj)... 0 JL :c: Ii:~ Z«CD AMTRAK L VOLUMES DURING TRAFFIC PEAK 237 VOLUMES DURING TRANSIT PEAK NOTE: TRAFFIC VOLUMES ON US 30 ARE BASED ON THE TRAFFIC PEAK HOUR; TRAFFIC VOLUMES AT THE SOUTH BAILEY ROAD/HAZELWOOD AVENUE INTER SECTION ARE BASED ON THE TRANSIT PEAK HOUR I '~DVRPC ee ee PARKING LOT (PROPOSED) A SCHEMATIC NOT TO SCALE HAZELWOOD AVENUE

33 L- --1 PAGE 23 THORNDALE TRAIN STATION TRAFFIC STUDY Figure 8: 1993 PM PEAK HOUR TRAIN STATION GENERATED TRIPS PM TRAFFIC PEAK HOUR: 4:30-5:30 PM PM TRANSIT PEAK HOUR: 5:45-6:45 PM LINCOLN HIGHWAY US 30 THORNDALE TRAIN STATION (PROPOSED) 0-- 3, lrl 1\)1\) ,4 19~ 8- ClO JL :::r:a: li:~ O...J z~ SOUTH BAILEY ROAD SEPTA R , KISS-AND-RIDE AREA (PROPOSED) L ,0 230~ 75, ~ J! a: ~...J «m :::r: 5 en AMTRAK 4 VOLUMES DURING TRAFFIC PEAK 32 VOLUMES DURING TRANSIT PEAK NOTE: TRAFFIC VOLUMES ON US 30 ARE BASED ON THE TRAFFIC PEAK HOUR; TRAFFIC VOLUMES AT THE SOUTH BAILEY ROAD/HAZELWOOD AVENUE INTER SECTION ARE BASED ON THE TRANSIT PEAK HOUR I t:i;;vrpc PARKING LOT (PROPOSED) A SCHEMATIC NOT TO SCALE HAZELWOOD AVENUE

34 L PAGE 24 THORNDALE TRAIN STATION TRAFFIC STUDY Fh!ure 9: TOTAL 1993 AM PEAK HOUR TRAFFIC VOLUMES AM TRAFFIC PEAK HOUR: 8:00-9:00 AM AM TRANSIT PEAK HOUR: 6:15-7:15 AM LINCOLN HIGHWAY US 30 THORNDALE TRAIN STATION (PROPOSED) , lrl \) f ~ 461- Cl III: h:~ I\) Z<i; 0... al CD CD JL SOUTH BAILEY ROAD SEPTA R , KISS-AND-RIDE AREA (PROPOSED) L f ~ 13, t ClO) J+ Cl II: ~...I <i; al I ~ Cf) AMTRAK 200 VOLUMES DURING TRAFFIC PEAK 443 VOLUMES DURING TRANSIT PEAK NOTE: TRAFFIC VOLUMES ON US 30 ARE BASED ON THE TRAFFIC PEAK HOUR; TRAFFIC VOLUMES AT THE SOUTH BAILEY ROAD/HAZELWOOD AVENUE INTER SECTION ARE BASED ON THE TRANSIT PEAK HOUR [t:~ DVRPC PARKING LOT (PROPOSED) A SCHEMATIC NOT TO SCALE HAZELWOOD AVENUE

35 L PAGE 25 THORNDALE TRAIN STATION TRAFFIC STUDY Fimre 10: TOTAL 1993 PM PEAK HOUR TRAFFIC PM TRAFFIC PEAK HOUR: 4:30-5:30 PM PM TRANSIT PEAK HOUR: 5:45-6:45 PM LINCOLN HIGHWAY US 30 THORNDALE TRAIN STATION (PROPOSED) , lrl 0>1\)...,01 UJ , ~ :ca: 1->a:UJ Q.-J UJ... z <C 001 c UJUJ JL SEPTA R-5 SOUTH BAILEY ROAD.t.. CkI I, J L 0, KISS-AND-RIDE AREA (PROPOSED), , ,0 L ~ 84 t - ~~ Jl a: (U.-J <C III :c I ::::> Q (J) 200 VOLUMES DURING TRAFFIC PEAK 443 VOLUMES DURING TRANSIT PEAK NOTE: TRAFFIC VOLUMES ON US 30 ARE BASED ON THE TRAFFIC PEAK HOUR; TRAFFIC VOLUMES AT THE SOUTH BAILEY ROAD/HAZELWOOD AVENUE INTER SECTION ARE BASED ON THE TRANSIT PEAK HOUR 10 DVRPC l rl!!!!!:!!:!:!::::!!:!:::::!::!::::::::1 l r c;j'j~ l PARKING LOT (PROPOSED) i SCHEMATIC NOT TO SCALE HAZELWOOD AVENUE

36 PAGE 26 THORNDALE TRAIN STATION TRAFFIC STUDY LA/B 4-A/B Figure 11: 1993 PEAK HOUR LEVELS OF SERVICE (LOS) NB - AM TRAFFIC PEAK LOS/PM TRAFFIC PEAK LOS AlB - AM TRANSIT PEAK LOS/PM TRANSIT PEAK LOS LINCOLN HIGHWAY US 30 THORNDALE TRAIN STATION (PROPOSED) - TRAFFIC SIGNAL -- STOP SIGN N/A - NOT AVAILABLE (NO TURNS) -6- T'- ~ Cl :c: b:(;j Z«00 m JL r-a/b A/A~ A/A- SEPTA R SOUTH BAILEY ROAD ~..1- KISS-AND-RIDE AREA (PROPOSED) r-ailiva AlA~,AlA AlC-{ Cl 0: (;j...i «m :c I AMTRAK NOTE: TRAFFIC VOLUMES ON US 30 ARE BASED ON THE TRAFFIC PEAK HOUR; TRAFFIC VOLUMES AT THE SOUTH BAILEY ROAD/HAZELWOOD AVENUE INTER SECTION ARE BASED ON THE TRANSIT PEAK HOUR LOS AT SIGNALIZED AND NON-SIGNALIZED INTERSECTIONS NOT COMPARABLE r t:~ DVRPC ~~ ~~ ~ ~ (PROPOSED) ~ ~ PARKING LOT ~ A SCHEMATIC NOT TO SCALE ~ HAZELWOOD AVENUE

37 THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 27 the eastbund apprach is prjected t experience a deteriratin f PM service levels frm level f service A t level f service C, it is still a satisfactry service level. This is representative f wrst case cnditins with passengers exiting the train statin. An analysis f the AM and PM aut peak hur indicates level f service A perating cnditins (nt shwn in the reprt). Level f service analyses indicate all driveways t the parking lt and kiss-and-ride area will functin at level f service A during the AM and PM peak perids. FUTURE LEVEL OF SERVICE ANALYSIS WITH IMPROVEMENTS A level f service analysis f future cnditins with imprvements was cnducted fr the intersectins in the study area. The main imprvements mdeled were installatin f a traffic signal at US 30/Suth Bailey Rad, widening the shulder n the eastbund apprach f US 30 at Suth Bailey Rad t serve right turning vehicles, and crdinating the traffic signals at the Suth Bailey Rad ~nd Nrth Bailey Rad intersectins. Future level f service with imprvements are sh~wn graphicaliy in Figure 12. Again, the analysis examined aut peak cnditins alng US 30 and train peak cnditins at the Suth Bailey Rad/Hazelwd Avenue intersectin. The feasibility f crdinating the tw intersectins, ptimizing their signal timings, and evaluating the capacity f the left-turn lanes, was evaluated using a TRANSYT-7F traffic simulatin mdel. TRANSYT -7F, a mdel spnsred by the Federal Highway Administratin (FHW A), is used by PennDOT t evaluate traffic signal timing and crdinatin. This sectin f US 30 has a backgrund cycle fr traffic signals f 80 secnds. T remain cnsistent with the existing backgrund cycle length f the crridr, this cycle length was emplyed t ptimize the phasing fr the existing US 30/Nrth Bailey Rad intersectin traffic signal and the recmmended traffic signal at the US 30/Suth Bailey Rad intersectin. The TRANSYT -7F mdel shwed that effective crdinatin will result. TRANS YT -7F did indicate that the eastbund exclusive left-turn lane at the US 30/Nrth Bailey Rad intersectin may nt have adequate strage capacity. Hwever, this prblem is relatively minr and since this mvement has a prtected phase, the queues will dissipate quickly during the next green phase. The analysis indicated a lesser prblem will be encuntered n the westbund US 30 left-turn t Suth Bailey Rad. With cnstructin f a new traffic signal at Suth Bailey Rad, the US 30 appraches t the intersectin are prjected t perate at level f service A during the AM traffic peak hur.

38 PAGE 28 THORNDALE TRAIN STATION TRAFFIC STUDY LAlB '-BlB Fi!!Ure 12: 1993 PEAK HOUR LEVELS OF SERVICE (LOS) WITH IMPROVEMENTS AlB - AM TRAFFIC PEAK LOS/PM TRAFFIC PEAK LOS AlB -AM TRANSIT PEAK LOS/PM TRANSIT PEAK LOS LINCOLN HIGHWAY US 30 THORNDALE TRAIN STATION (PROPOSED) Q- TRAFFIC SIGNAL -.- STOP SIGN NlA - NOT AVAILABLE (NO TURNS) AlC- AlB, T g.-alb r- AlB AlB--.J AlA -- Cl Ill: li:~ O...J 00 Z <C 00 al JL -Q- -6- SOUTH BAILEY ROAD SEPTA R-5 :t. ~ ~ KISS-AND-RIDE AREA (PROPOSED) r-ainla AlA--.J r-aia AlC---1 Cl Il: ~...J <C al I I ::::> en AMTRAK NOTE: TRAFFIC VOLUMES ON US 30 ARE BASED ON THE TRAFFIC PEAK HOUR; TRAFFIC VOLUMES AT THE SOUTH BAILEY ROAD/HAZELWOOD AVENUE INTER SECTION ARE BASED ON THE TRANSIT PEAK HOUR LOS AT SIGNALIZED AND NON-SIGNALIZED INTERSECTIONS NOT COMPARABLE I ~:~ DVRPC ~~ ~ ~ (PROPOSED) PARKING LOT ~~... ~ ~ A SCHEMATIC NOT TO SCALE "%r HAZELWOOD AVENUE

39 THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 29 During the PM traffic peak hur the eastbund US 30 thrugh-lane will perate at level f service C and the right-turn lane will perate at level f service B. With the traffic signal imprvement, bth US 30 westbund lanes will perate at level f service B during the PM traffic peak hur. The Suth Bailey Rad apprach will perate at level f service C during bth peak hurs. Level f service analyses at the US 30/Nrth Bailey Rad intersectin using the ptimized signal timing frm the TRANSYT -7F mdel runs, indicated that service levels will be indistinguishable frm service levels prir t the signal mdificatin. Tw mvements, the westbund thrugh lane during the AM traffic peak hur and the eastbund left-turn lane in the PM traffic peak hur, will experience an insignificant reductin in service levels frm service level A t level f service B. At the Suth Bailey Rad/Hazelwd A venue intersectin and the intersectins created by cnstructin f the parking lt and kiss-and-ride area at the prpsed Thrndale Train Statin, n capacity imprvements are envisined. Therefre n change in level f service is expected.

40

41 THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 31 FINDINGS AND RECOMMENDATIONS FINDINGS Based upn the analyses cnducted, the fllwing cnclusins are presented regarding traffic impacts assciated with cnstructin f the Thrndale Train Statin: The US 30/Nrth Bailey Rad and Suth Bailey Rad/Hazelwd Avenue intersectins currently perate with acceptable level f service. The US 30/Suth Bailey Rad intersectin presently perates with pr level f service, service level E in the PM peak hur. Based n existing traffic vlumes, a traffic signal at the intersectin f US 30 and Suth Bailey Rad is warranted. Accrding t hurly traffic cunts taken by this study, it satisfies Warrant 2 - interruptin f cntinuus traffic. Future train statin activity will have a minimum impact n the study area because the train and, traffic peak perids will nt cincide. Based upn train barding and alighting patterns at nearby statins, cmmuters will bard trains prir t the AM aut peak and alight trains after the PM peak. Fr example, in the AM, nly \5 percent f the train passengers are prjected t bard a train during the aut peak (8:00 AM t 9:00 AM) while 65 percent are prjected t bard during the train peak (6:15 AM t 7:15 AM). The intersectin mst adversely impacted by the prpsed train statin is the Suth Bailey Rad/Hazelwd Rad intersectin. Because it is currently a fairly lw vlume intersectin, and the vast majrity f passengers destined t the statin will pass thrugh it, the peak hur at the intersectin will "shift" t reflect train statin activity. Even under these wrst case cnditins, it will still perate at service level C r better. Under future cnditins, US 30/Nrth Bailey Rad will perate with essentially the same level f service as it presently experiences. Level f service n the Suth Bailey Rad apprach f the US 30/Suth Bailey Rad intersectin will deterirate frm level f service C t level f service E in the AM, and level f service E t