ML20203P935

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Intervenor Exhibit I-LEA-E-23,consisting of 840312 Resolution 84-17,adopting Traffic Master Plan & Engineering Study,State of PA Routes 100 & 113 Corridors
ML20203P935
Person / Time
Site: Limerick Constellation icon.png
Issue date: 11/28/1984
From: Rauch H
UWCHLAN TOWNSHIP, PA
To:
References
OL-I-LEA-E-023, OL-I-LEA-E-23, NUDOCS 8605080376
Download: ML20203P935 (22)
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Text

{{#Wiki_filter:LG E-3 3 L[$ $',9 O k UWCIILAN 70WHSilIP j RESOLUTION NO. 84-17 Q oW[ A RESOLUTION ADOPTING THE TRAFFIC MASTER PLAN _ h ggas AND ENGINEERING STUDY, PENNSYLVANIA ROUTES 100 6 12A"# AND 113 CORRIDORS $4 g .~ ~ / ] WHEREAS, considerable development activity has already taken place and m Q.'.l..a e is anticipated throughout the Township during the next ten (10) years; and ,s ? WHEREAS, the BoarIof Supervisors of Uwchlan Township, foreseeing major traf fic problems in the future without improvements to the existing road system in the northe,astarn portion of the. Township, commissioned a comprehensive traffic engineering / master plan study; and WHEREAS, said study was recently completed by Orth-Rodgers and Associates, Inc., Philadelphia, which firm developed various recommendations for solving the anticipated traffic problems; and WHEREAS, said Board of Supervisors deems that the cost of the traffic recommenda-tions as outlined in the* attached document should be borne equally by the parties creating the demand for traffic improvements, with payments for same to be made in accordance with the schedule contained therein, NOW, THEREFORE, it is hereby Resolved by the Board of Supervisors of Uwchlan Townshippchester County, Pennsylvania, that the Traffic Master Plan and Engineering Study at'tached to this Resolution is hereby adopted as the Township's official Traffic Plan. This Plan may be amended, from time to time, by Resolution of this Board of Supervisors. RESOLVED AND ENACTED this 12th day of March 1984 UWCIL 3 TOWNSHIP BOARD OF SUPERVISORS ) i och $$$g !NDI Cll C l r hChairman PDR / ((M k, p Attest: },. Va/lnus)h / wn) ~ g-f-/h Secretar'y ' ' ~ i 5 0 - 3 5 2 -OL orsciai te. ne. LEA E-23 m Phila. Elec. Co. ,, w,,, g IDENUHED Y g RECEIED IUE Intenseer 28Nov8f Coat's Off'r "E contrater Panel _ _5tr.ess q, " - nceucuerai nep6rters, Inc. 3

~ / TRAFFIC ENGINEERING MASTER PLAN STUDY PA ROUTE 100 AND PA. ROUTE.113 CORRIDORS-UNCHLAN TOWNSHIP, CHESTER. COUNTY,: PENNSYLVANIA 9 PREPARED BY: ORTH-RODGERS & ASS 0cIATES, INC. FEBRUARY, 1984 a

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s, .EN LISTOEliLLUSTRATIONS FIGURE No. s PAGE No. 37 12 Proposed Master P in--Improvements'.s ^ Route 100' and Route 113 Corridors?' Uwchlan Township',.; Chester County ' i ~ ~ 13 Typical Cross-Sections 39 i Proposed Widening Along. ; 4 PA Route 100' and PA Route 1-13 14 Proposed Master Plan, Improvements for the Intersectiori of PA Route 100 and PA(Route 113 c. Uwchlan Township, Chester County ") h 8 4 t 4 ) i '~ s j r s s t 1 .[ t g r ( t y %e" I s A ji ... _ __ J '2,., _,..,.-.

TABLE OF CONTENTS \\ PAGE No. INTRODUCTION 1 EXISTING CONDITIONS 4 ROADWAY CONDITIONS-4 EXISTING TRAFFIC VOLUMES 7 LEVEL OF SERVICE AND. VOLUME / CAPACITY RELATIONSHIPS 11 ACCIDENT HISTORY 19 i FUTURE GROWTH AND DEVELOPMENT AND ANTICIPATED TRAFFIC IMPACT 21 FUTURE REGIONAL GROWTH 22 FUTURE DEVELOPMENT -22 THE FUTURE TRAFFIC SITUATION 30 FUTURE PROBLEM AREAS 34 i THE TRAFFIC IMPROVEMENT PROGRAM 36. PROGRAM COST AND IMPLEMENTATION 44 I

4 INTRODUCTION \\ Uwchlan Township is located in north central Chester County, approximately thirty miles from Philadelphia (Figure 1). Over the years the development - activity within the Township has progressed relatively slowly, being predominantly residential in nature and located in the southeast portion of'the Township. The remainder of the Township, particularly the northern part of the Township, has remained rural and undeveloped. Over the past decade considerable development activity has occurred east of Uwchlan Township in the King of Prussia area and is now progressing steadily westward into Chester County along axes defined by major highway corridors such. as U.S. Route 202 and PA Route 29. Uwchlan Township is a prime, location for development activity since it is served by major highway corridors. .The Downingtown Interchange of the Pennsylvania Turnpike as well as the major intersection of PA Routes 100 and 113 are located in the northern part of the Township. In fact, some of this development activity is now planned within the Township (i. e., Pickering Creek Industrial Park -- expansion of as much as an additional 800,000 square feet of Planned Industrial' Development; Milford Village -- a 150-acre Planned Residential Development; and a planned 122-room expansion of the Holiday Inn) and it will generate additional traffic in-the coming years. Fortseeing future traffic problems without improvements to the existing road system in the northeastern part of the Township, Uwchlan Township commissioned a comprehensive Traffic Engineering Master Plan Study in order to identify I -

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and quantify. existing and projected future traffic conditions and problems in the northeastern part of the Township, and to develop'a plan aimed at minimizing or eliminating these problems while providing for the safe and efficient movement of both present and projected traffic flows. This report summarizes and documents the results of the study and, as such, includes: a complete description ~of present roadway and e traffic conditions in the area (e. g., traffic volumes, road and intersection o capacities, etc.); a discussion of planned and projected possible e future development which might affect both the volume and pattern of future traffic demands; an analysis and estimate of future traffic e demands associated with planned or proposed new development; a review and evaluation of projected future e (i.e., 1993) traffic volumes in the northeastern part of the Township and identification of potential problem areas, and; a discussion of proposed solutions to identified-e problems-including cost estimates and possible implementation strategies. .) + e d.

EXISTING CONDITIONS 4 \\ L Uwchlan Township is served by three major highways -- the Pennsylvania Turnpike, PA Route 100 and PA Route 113. The - area east of PA Route 113 and south of PA Route 100 has under-- j gone development activity with several residential subdivisions,- apartments, and planned residential developments. The 'Pickering Credk' Industrial Park is also located' east'of PA Route 113 between the Turnpike and PA Route 100 and some commercial. development has occurred along PA Route 100 east of PA Route 113. The western half of the Township has also experienced I some residential development activity. Muchlof this development has been spurred by extensions of sewer and water lines northward i from West Chester and Downingtown. The northeastern'part' of Uwchlan Township is not currently served by these-lines which explains why it has remained essentially undeveloped. As shown in Figure 2, much of_the northeastern part'of the ~ t Township includes industrial and commercial zoning districts. It is this area of the Township.which is the focus of this study. ) ROADWAY CONDITIONS The three major highways serving Uwchlan Township include a limited access toll road and two arterial highways. j 1 The Pennsylvania Turnpike is a four-lane, limited access toll facility which traverses the-northern part of Uwchlan Township. 4 Access to the Turnpike is available via the Downingtown Inter-change which is located in Uwchlan Township and connects'with PA Route 100. .E m m. m... i. m.

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i 5 4 PA Route 100 (Pottstown Pike)-is a major' art'eriali highway.which traverses'Uwchlan-Township in an east-west. direction.: East-of PA Rodteill3 it has been widened to:a-four-lane, divided-highway with-all turns from PA Route,100; completedfviaLjughandle ramps at. signalized intersections. Immediately east of PA Route 113, PA Route 100-na'rrows to a two-lane roadway westward through the remainder of the'- T,ownship...The posted speed-limit is SS-mQ.as/per hour. PA Route 113 (Uwchlan Avenue) is-a major arterial highway which traverses Uwchlan Township in a northeast-southwest direction. PA Route ll3 is a two-lane roadway _ which provides-a link with the interchange-with'the Coatesville-Downingtown By-Pass (U.S. Route 30) in the neighboring muni-cipality of East Caln Township. 'The posted speed limit is 45 miles per hour. ~ Other more significant roads in this part of.the Township include Gordon Drive, Whitford Road and Milford Road, which are state l"egislative routes, and Village Avenue, Welsh Pool Road, Sheree Boulevard, Crump Roa'd and Peck Road which are township roads. The only two signalized intersections within the study area are PA Route 100 with PA Route 113 andLPA Route 113 with-Peck Road /Whitford Hills Road. All other cross-streets.and driveways along PA Route 100 (north of Gordon Drive /Rutgers Drive) and along PA Route 113 are STOP-sign controlled. Also,. a flashing red traffic signal operates at-the six-points inter- ~ section of PA Route ll3, Whitford Road, Milford Road and Village Avenue (with the signal ccntrolling flows on the minor cross streets). c EXIST!!1G TRAFFIC VOLUMES Existing traffic volumes on the-roads in the northeastern part of Uwchlan Township were determined from a review of traffic count data collected by the Delaware Valley Regional Planning Commission (DVRPC) and the Pennsylvania DepartmentL 1 t of Transportation (PaDOT) over the last several years, and j through the conduct of manual. turning movement traffic counts. performed in August and' September of 1983 at the.following locations: PA Route 100 and PA Route 113 PA Route 100 and the PA Turnpike ramps j PA Route 100 and Welsh Pool Road i PA Route 113 and Gordon Drive 1 PA Route-113 and Whitford Road, Milford Road and Village-Avenue PA Route 113 and Devon Drive PA Route 113 and Woodland Drive PA Route 113 and Peck Road /Whitford Hills Road Examination of the traffic. count data indicates that PA Route 100 carries the highest volume of traffic on an average day. As shown in Figure 3, average daily traffic (ADT) on PA Route 100 ranges from almost 20,000 vehicles per day between PA Route 113 and the Turnpike Interchange to almost 17,000 vehicles por day east of PA Route 113 to less ~ than 16,000 vehicles per day west of the Turnpike Interchange. Traffic demand along PA Route 113 was also significant ranging fron 15,000 to 17,000 vehicles per day south of PA Route 100 and u'p to almost 9,000 vehicles per' day north of PA; Route 100. The Turnpike Interchange serves 8,000 to 9,000 vehicles per day. Most other area roadways carry less significant traffic volumes (i.e., less than 5,000 vehicles per day). 7.-

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e Further. examination of the traffic count data indicates an hourly pattern similar to that exhibited along major arterial routes in most urban and suburban areas. Traffic demand peaks during two periods of the day -- in the morning between 7:00 A.M. and 9:00 A.M. and in the late afternoon /early evening between 4:00 P.M. and 6:00 P.M. -- with volumes much reduced during the midday period and also later into the evening with an even greater reduction'later into the night and early morning hours.- The actual 60-minute traffic peaks were observed between 7:30 A.M. and 8:30 A.M., when most persons are travelling to work, and between 4:30 P.M. and 5:30 P.M. when most employees are travelling home and when other motorists are also on the road for a variety of reasons (e.g., shopping, personal business trips, etc.). As illustrated in Figure 4, total two-directional traf'fic volume during the morning peak traffic hour generally ranges from 1000 to about 1300 vehicles along PA Route 100, from 1100 to about 1400 vehicles along PA Route 113 south of PA Route 100, and from 600 to 700 vehicles along PA Route 113 north of PA Route 100. The Turnpike Interchange serves about 600 vehicles during the morning peak traffic hour while all other roads carry less than 500 vehicles per hbur. Although, most roads exhibit a directional bias in traffic flow, it is interesting to note that the directional bias on PA Route 113 is particularly pronounced with more than two-thirds of the traffic on PA Route 113 travelling northbound during the morning peak traffic hour. i l 9-

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O f s% s+* e FIGURE 4 8 8 4 EXISTING (1983) TRAFFIC VOLUMES f

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.. - ~ i-t e : ~_ .s c ~ 'i + t,w i l' i Evening. peak. hour: traffic (total,"both directions)'. j generally. ranges from 1500 to'1900 vehicles along-PAbRoute-o 100 with maximum volumes occurring between PA Route 113'and:

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PA Route 113; traffic-volumes' range from 1200 to'1600 vehicles per hour south.of [ j PA Route 100 while evening peak hour volumes: north _of PA.RouteL j j 100 range from 600'to.900-vehicles ~. .The Turnpike > Interchange i serves about.900 vehicles ~during,the evening peak ~ hour 1while i i all other roads carry less than 500 vehicles per hour.. Evening- 'I 4 L peak hour. traffic also exhib'its a directional bias on most. j j road segments. However, as might beiexpected, the. peak. t r t j direction movement is generally the opposite of morning peak i hour traffic flow. i i i LEVEL OF SERVICE AND V01.UME/ CAPACITY RELATIONSHIPS i I j To evaluate the performance of the1 key intersections 3 i under the existingttraffic conditions requires a calculation j of available roadway and intersection capacities. Bydefinition,7f 2 j capacity represents the maxims.m number of vehicles which'can .f be accommodated given the conatraints of roadway geometry,. l }. environment, traffic characteristics.and controls, f ~ s j An unsignalized intersection on a'through route is l i seldom critical from an overall capacity standpoint; however, j t f it may be of great significance to the capacity of the: minor j l cross route and it may influence the level of service on both the through route and the minor cross route'. It is assumed 1 t that the through movement on the major street and the right-i turns from the major street are unimpeded and have the right-1 F of-way over all side street traffic and left-turns from the~ J 1 major street. A descriptive mechanism has-been developed j l i i i i i }}

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%p*s \\ / ,o s e,,,yf'} * + j .z, s' FIGURE 5 8 EXISTING (1983) TRAFFIC VOCUMES J f8 kes4 # 0 EVENING PEAK *100R [# ~'/ f,- / % UWCHLAN TOWNSHIP CHESTER COUNTY ,0, ), 4% (4:45 P.M. TO 5:45 P.M.) ((<M $5 l l

't (based based upon a scala from A to F which relates capacity upon the number of gaps) with the expected traffic delay (described as levels of service) for side street traffic and 'left-turns from the major street.(Il These relationships are described as follows: Level of Service A - Little or no delay Level of Service B - Short traffic delays Level of Service C - Average traffic delays Level of Service D - Long traffic delays Level of Service E - Very long traffic delays Failure, extreme congestion Level of Service E' Level of Service F - Intersection blocked by external causes signalized intersections other factors regulate At the various approach capacities including width of approach, number of lanes, signal " green time", turning percentages, truck volumes, etc. However, operation at capacity is far from satisfactory since substantial delays or reduced operating speeds are likely. Therefore, a descriptive mechanism has been developed (level of service) which will indicate relative smoothness of operation on a scale from A (indicating free flow) to F (indicating maximum congestion and operational breakdown) f 2) This range in levels of service at signalized intersections is defined as follows: (1) Transportation Research Board, Circular Number 212, Interim Materials on Highway Capacity, published by the National Academy of Sciences, Washingtc. D.C., Januaryr 1980. (2) Highway Capacity Manual 196S, Highway Research Board Special Report 87, National Academy of Sciences, Naticnal Research Councli, Washington, D.C. 13 -

e Level of Service A - Typically, the intersection appears quite open, turning movements are easily 4 made, and nearly-all drivers find freedom of-operation. e Level of Service B - An occasional approach s to the intersection is in full use. Most-drivers are affected by other vehicles in the traffic e stream. e Level of Service C - Loading of the intersection is still intermittent, but.more frequent. Occa-sionally, drivers may have to wait before clearing the intersection and queues may develop behind turning vehicles. Most drivers feel ~somewhat restricted, but not objectionably so. i Level of Service D - The intersection. frequently e appears loaded during the peak hour. Delays to approaching vehicles may occur during short periods within the peak hour., but enough intervals I with lower demands occur to permit periodic clearance of developing queues, thus preventing excessive backups. Level of Service E - Maximum capacity occurs e at this level. It represents the largest number of vehicles that any particular intersection can accommodate. At capacity, there will be queues of vehicles waiting upstream of the intersection and delays may be great. Level of Service F - This level represents e jammed conditions. The intersection operates erratically under forced flow and maximum congestion exists. Capacity of a two-lane, two-way highway is based upon operational characteristics which provide an indication of the ability or freedom of motorists to choose and drive at their own desired speed. Factors affecting vehicle operational characteristics on a particular highway section include directional distribution of traffic, lane and shoulder widths, type of terrain, percentage of trucks, average percent of the highway having no passing zones, etc. Traffic operations on two-lane, two-way highways are unique in that -

J lane changing and passing are possible only in the face of oncoming traffic. Motorists-are forced to adjust their indi-vidual travel speeds as traffic. volume' increases'and the frec-dom to pass is reduced. Two traffic stream characteristics, a'verage speed and percent time delay, are used as operational measures of levels of service described as follows:(3) Level of Service A - Highway geometrics~and/or e traffic volume do not significantly affect the choice of speed. . Passing demand is less than passing capacity and almost no platoons of three or more vehicles are observed. Without enforce-ment, average speed would exceed the 55 mph nationwide speed limit and approach 60. mph. 4 Level of Service B . Passing demand is approaching e passing capacity. Multi-vehicle platoons begin to occur although average speed may still i slightly exceed the nationwide speed limit of 55 mph. Level of Service C - Traffic flow is stable o but;is becoming susceptible to congestion due to turning traffic and slow moving traffic. A noticcable increase in platoon formation'and platoon size is evident. Average speed still exceeds 52 mph on high-type roadways, even though passing demand exceeds passing capacity. Level of Service'D - Unstable traffic flow is e approached as the two opposing traffic streams begin to operate'as separate traffic streams and as passing capacity approaches.zero. Platoon sizes of five to ten vehicles and average speeds of 50 mph are common. Turning vehicles or roadside distractions cause major shock waves in the traffic stream. Level of Service E - Operating conditions are e unstable. Passing is not possible and' average operating speed is less than 50 mph.' Terr ~ ain may further reduce operating conditions. (3) Two-Lane Two-Way Rural Highway Level of Service and Capacity Proccdures National Cooperative Highway Rosearch Program o Pro]cct 3-2831, o Februaryo 1983. 9.

Level of Service F - Traffic flow is highly e congested with traffic demand exceeding capacity. Speeds are usually less than 40 mph. A detailed volume / capacity analysis was completed for e'xisting traffic conditions during the morning and evening ~ pe'ak traffic hours. Figure 6 illustrates the resultant levels + of service of existing traffic conditions at the locations analyzed. As shown, several capacity deficiencies exist (i.e., operation below " design" capacity or Level of Service C) during both peak periods. Thosc locations operating at worse than Level of Service C include the following: e Intersection of PA Route 100 and PA Route 113: In general, most, if not all, approaches to the intersection are operating at or in excess of maximum capacity levels-with resultant queueing and considerable congestion during both peak hours. Left-turning traffic, in particular, has extreme difficulty in finding sufficient safe gaps in opposing traffic flows which, in turn, effectively blocks the entire approa,ch to through and right-turning traffic. } o Intersection of PA Route 100 and the PA Turnpike a ramps: Left-turning traffic from the Turnpike off-ramp has difficulty in finding a sufficient number of gaps in traffic travelling along PA Route 100 during both peak hours. ~This difficulty in making left-turns onto PA Route 100, combined with the relatively substantial number of motorists wishing to make the move during peak traffic periods sometimes results in traffic backing up through the Toll Plaza area to the, mainline of the Turnpike itself. Intersection of PA Route 113 and Gordon Drive: e Traffic attempting to exit.from both approaches on Gordon Drive has difficulty finding a sufficient number of safe gaps in traffic travelling along PA Route 113 during both peak periods due to the considerable amount of traffic generated along Gordon Drive and in the Pickering Creek Industrial Park. 16 - b

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UWCHLAN TOWNSHIP, CHESTER COUNTY ,o + p*'$ v- ~,r- ,-e

w Intersection of PA Route 113 and Whitford Road, Milford Road and Village Avenue: Traffic exiting from all the minor approaches to the intersection has difficulty finding a sufficient numbcr of safe gaps in traffic-travelling along PA Route 113 during both peak periods. This situation is further aggravated due to the poor sight lines from the minor approaches and the six-legged approach configuration of the irtersection. e Intersection of PA Route 113 and Peck Road /Whitford Hills Road: Some minor congestion occurs at this intersection during both peak periods due to the narrow approach lanes on Peck -Road and Whitford Ilills Road and the inefficient allocation of signal " green" time to the various approaches during the different peak periods of the day, e Intersections of PA Route 113'and other minor STOP-sign controlled side-street approaches: Minor side-street traffic, in general, has difficulty finding a sufficient number of safe gaps in traffic travelling along PA Route 113 during both peak periods. In addition, analysis of road segments indicates that operating conditions along PA Route 100'and along PA Route 113 south of PA Route 100 can be characterized as approaching I unstable traffic flow during peak traffic. hours. Furthermore, l peak hour traffic volumes along the section of PA Route 100 betwee. PA Route 113 and the Turnpike Interchange are nearing the capacity of a two-lane, two-way highway indicating unstable operating conditions and average operating speeds below the speed limit. w# 4 18 - -}}

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