THORNDALE TRAIN STATION TRAFFIC STUDY · Thorndale Train Station were analyzed under future conditions. For the traffic impact analysis, AM and PM peak period turning movements at

THORNDALE TRAIN STATION TRAFFIC STUDY

JUNE 1992

~~ DELAWARE VALLEY ~~ REGIONAL PLANNING COMMISSION

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JUNE 1992

"'~ DELAWARE VALLEY ~W REGIONAL PLANNING COMMISSION

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- THIS REPORT IS PRINTED ON RECYCLED PAPER-

This report, prepared by the Transportation Planning Division of the Delaware Valley Regional Planning Commission, was financed by the Federal Transit Administration of the U. S. Department of Transportation. The authors, however, are solely responsible for its finding and conclusions, which may not represent the official views or policies of the funding agencies.

Created in 1965, the Delaware Valley Regional Planning Commission (DVRPC) is an interstate, intercounty and intercity agency which provides continuing, comprehensive and coordinated planning for the orderly growth and development of the Delaware Valley region. The region includes Bucks, Chester, Delaware, and Montgomery counties as well as the City of Philadelphia in Pennsylvania and Burlington, Camden, Gloucester, and Mercer counties in New Jersey. The Commission is an advisory agency which divides its planning and service functions among the Office of the Executive Director, the Office of Public Affairs, and three line Divisions: Transportation Planning, Regional Information Services Center, which includes the Office of Regional Planning, and Finance and Administration. DVRPC's mission for the 1990s is to emphasize technical assistance and services and to conduct high priority studies for member state and local governments, while determining and meeting the needs of the private sector.

The DVRPC logo is adapted from the official seal of the Commission and is designed as a stylized image of the Delaware Valley. 'Dle outer ring symbolizes the region as a whole while the diagonal bar signifies the Delaware River flowing through it. The two adjoining crescents represent the Commonwealth of Pennsylvania and the State of New Jersey. 'Dle logo combines these elements to depict the areas served by DVRPC.

DELAWARE VALLEY REGIONAL PLANNING COMMISSION·

Publication Abstract

TITLE


Geographic Area Covered:

Caln Township, Chester County, Pennsylvania.

Key Words:

Date Published:

Publication No.

June 1992

92018

SEPTA, R-5 Regional Rail Line, Thorndale Train Station, existing and future traffic conditions, level of service analysis, trip generation methodology, traffic signal warrant analysis.

ABSTRACT

This study investigates traffic impacts associated with SEPTA's proposed Thorndale Train Station. This R-5 Regional Rail Line station, to be located in Caln Township, Chester County, is projected to open in 1993. Roads and intersections impacted by the construction of the train station were identified and analyzed. Future traffic volumes were calculated. Existing and future peak hour traffic volumes are presented. Level of service analyses were conducted at the intersections in the study area under existing conditions and future scenarios. Possible strategies for rectifying deficiencies within the study area are discussed.

For More Information Contact:

o Delaware Valley Regional Planning Commission Regional Information Services Center

The Bourse Building 21 South 5th Street

Philadelphia Pa. 19106 (215) 592-1800

THORNDALE TRAIN STATION TRAFFIC STUDY PAGE i

TABLE OF CONTENTS

EXECUTIVE SUMMARY ................................... 1

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

EXISTING TRAFFIC CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

DESCRIPTION OF ROADS AND INTERSECTIONS . . . . . . . . . . . . . . 7 EXISTING TRAFFIC VOLUMES .......................... 8 EXISTING LEVEL OF SERVICE ANALYSIS .................. 11 TRAFFIC SIGNAL WARRANT ANALYSIS FOR EXISTING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

FUTURE TRAFFIC CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

TRIP GENERATION METHODOLOGY. . . . . . . . . . . . . . . . . . . . . . 15 FUTURE TRAFFIC VOLUMES ........................... 17 FUTURE LEVEL OF SERVICE ANALYSIS ................... 21 FUTURE LEVEL OF SERVICE ANALYSIS WITH IMPROVEMENTS ., 27

FINDINGS AND RECOMMENDATIONS ......................... 31

FINDINGS ........................................ 31 RECOMMENDATIONS ................................ 32

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

PAGE ii THORNDALE TRAIN STATION TRAFFIC STUDY

LIST OF FIGURES

1. STUDY AREA .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

2. EXISTING AM PEAK HOUR TRAFFIC VOLUMES .............. 9

3. EXISTING PM PEAK HOUR TRAFFIC VOLUMES .............. 10

4. EXISTING PEAK HOUR LEVELS OF SERVICE (LOS) . . . . . . . . . . . . 12

5. 1993 VEHICLE ARRIVAL DISTRIBUTION PATTERN ............ 18

6-A. AM TRANSIT ACTIVITY

AT ADJACENT R-5 REGIONAL RAIL LINE TRAIN STATIONS. . . . . . 20

6-B. PM TRANSIT ACTIVITY

AT ADJACENT R-5 REGIONAL RAIL LINE TRAIN STATIONS. . . . . . 20

7. 1993 AM PEAK HOUR TRAIN STATION GENERATED TRIPS ...... 22

8. 1993 PM PEAK HOUR TRAIN STATION GENERATED TRIPS. . . . . . . 23

9. TOTAL 1993 AM PEAK HOUR TRAFFIC VOLUMES ............ 24

10. TOTAL 1993 PM PEAK HOUR TRAFFIC VOLUMES . . . . . . . . . . . . . 25

11. 1993 PEAK HOUR LEVELS OF SERVICE (LOS) . . . . . . . . . . .. . . . . 26

12. 1993 PEAK HOUR LEVELS OF SERVICE WITH IMPROVEMENTS ... 28

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-13. - F-16. SOUTH BAILEY ROAD/HAZELWOOD AVENUE ........ F-19

THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 1

EXECUTIVES~Y

This study investigates traffic impacts of the proposed Thorndale Train Station. The station is one component of a larger Southeastern Pennsylvania Transportation Authority (SEPTA) program to construct new stations with funding provided through a Federal Transit Administration (FTA) grant.

The Thorndale Train Station will be located on South Bailey Road just west of the intersection of South Bailey Road and Hazelwood Avenue in CaIn Township. The station is projected to open in 1993. It will be located on SEPTA's R-5 Regional Rail Line which connects Parkesburg/Paoli and Center City. SEPTA plans to construct approximately 500 parking spaces, although the exact number is contingent upon final engineering and the desire to reach mutually agreeable parking standards with Caln Township.

At the township's request, three intersections were analyzed in the study: US 30 (Lincoln Highway)/South Bailey Road, US 30/North Bailey Road, and South Bailey Road/Hazelwood Avenue. The North Bailey Road intersection is signalized, while the other two are not. Intersections created by construction of the parking lot and the kiss-and-ride area at the proposed Thorndale Train Station were analyzed under future conditions.

For the traffic impact analysis, AM and PM peak period turning movements at the three intersections were collected. A level of service analysis was conducted to determine how the

intersections currently operate. Future traffic volumes were projected and analyzed. Potential deficiencies were identified.

The US 30/North Bailey Road and South Bailey Road/Hazelwood Avenue intersections currently operate with acceptable level of service. The US 30/South Bailey Road intersection presently operates with poor level of service in the PM peak due to high traffic volumes on US 30. A narrow approach and poor site distance on South Bailey Road further contribute to the problem.

Future train station activity will have a minimum impact on the study area because the traffic peak hours (8:00 AM to 9:00 AM and 4:30 PM to 5:30 PM) are significantly different

from the train peak hours (6:15 AM to 7:15 AM and 5:45 PM to 6:45 PM). In the AM, only 5 percent of the train passengers are projected to board a train during the auto peak while 65 percent are projected to board during the train peak. Thus, the new station adds only 35 new

PAGE 2 THORNDALE TRAIN STATION TRAFFIC STUDY

vehicles, including kiss-and-ride activity, to the highway system during the AM peak hour. A

comparison of PM peak hour alighting patterns show similar percentages, with approximately

87 more trips added to the highway network. Boarding and alightings were estimated from train

activity at nearby train stations. Kiss-and-ride refers to the dropping off and picking up of

passengers.

It is important to identify if future train station activity at the proposed Thorndale Train

Station will shift the peak hour from the current traffic peak hour to the future transit peak hour at each intersection in the study area. This" Shifting Peak" analysis was completed simply by

calculating future traffic volumes during the AM and PM transit peak hours and comparing these values to future traffic projections during the AM and PM traffic peak hours, respectively. At

each intersection the peak hour with the higher projected traffic volumes will be most representative of the worst case traffic conditions. The "Shifting Peak" analysis confirmed that the traffic peak hour represents the worst case conditions at the US 30/North Bailey Road

intersection and the US 30/South Bailey Road intersection. However, at the South Bailey

Road/Hazelwood Avenue intersection, the AM and PM peak hours will "shift" to the respective

transit peak hours. At the intersections created by the driveways to the proposed parking lot and

kiss-and-ride area, the transit peak hours were analyzed.

Under future conditions with the Thorndale Train Station in operation, the US 30/South Bailey Road intersection will operate with unsatisfactory service levels during the AM and PM

traffic peak hours. The US 30/North Bailey Road intersection will still operate in a very

satisfactory manner. At the South Bailey Road/Hazelwood Avenue intersection, the level of

service on South Bailey Road will operate at level of service C, a satisfactory service level.

To rectify existing and future deficiencies at US 30/South Bailey Road a new traffic signal is proposed. Due to their close proximity, the traffic signals at the South Bailey Road and North Bailey Road intersections need to be coordinated. Based upon traffic counts taken for this

study, the intersection presently meets volume warrants for a traffic signal. A level of service

analysis of future conditions with the new tra(fic signal and a traffic simulation of signal

coordination, indicate that the signals will operate in a satisfactory manner.


INTRODUCTION

The Thorndale Train Station will be located on South Bailey Road just west of the South Bailey Road/Hazelwood Avenue intersection in CaIn Township (Figure 1). The projected opening date for the station is 1993. The station will serve the Southeastern Pennsylvania

Transportation Authority's (SEPTA) R-5 Regional Rail Line which connects Parkesburg/Paoli

and Center City.

SEPTA is proposing to construct 500 parking spaces as part of the station, although the

exact number of spaces is contingent upon final design and a mutual agreement between SEPTA and CaIn Township on parking standards. To determine the impacts of the proposed station on adjacent intersections in CaIn Township, SEPTA requested that the Delaware Valley Regional Planning Commission (DVRPC) undertake a traffic impact study. Existing and future AM and PM traffic conditions were investigated as part of this study.

Roads affected by the proposed station include US 30 (Lincoln Highway), South Bailey

Road, North Bailey Road, and Hazelwood Avenue. US 30 is an east-west two-lane arterial

linking Philadelphia and Lancaster. South Bailey Road and North Bailey Road are two-lane collector roads oriented in a north-south direction. There is an approximate 350 ft. off-set

between the two roads when they intersect US 30. Hazelwood Avenue is an east-west two-lane local road paralleling US 30 to the south. It intersects South Bailey Road adjacent to the

proposed station.

Caln Township officials identified three key intersections impacted by the proposed rail

station: US 30/South Bailey Road, US 30/North Bailey Road, and South Bailey Road/Hazelwood

Avenue. The traffic impact analysis focused on these three intersections. Intersections created

by the construction of the parking lot and the proposed kiss-and-ride area at the proposed

Thorndale Train Station were analyzed for future conditions.

DVRPC staff collected existing AM and PM peak period turning movements for these intersections on July 9, 1991, between 6:15 AM to 9:00 AM and 4:00 PM to 6:45 PM.

Twenty-four hour automatic traffic recorder (ATR) counts were taken on US 30, South Bailey Road and Hazelwood Avenue in the Thorndale Train Station study area. A level of service analysis for existing conditions was conducted. Existing deficiencies were identified. In

addition, a traffic signal warrant analysis for the US 30/South Bailey Road intersection was

conducted.

PAGE 4

Figure 1: STUDY AREA

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AM and PM future traffic volumes were projected. They are based on existing traffic,

background growth, and train station generated traffic. These traffic estimates were analyzed to determine the impact of the new rail station. A level of service analysis of future conditions

was also conducted.

Possible strategies for improving the existing and future traffic conditions within the study area were also briefly addressed. The primary recommendation is to install a traffic signal at the US 30/South Bailey Road intersection. Since the traffic signals in this section of US 30 are interconnected, the new traffic signal at the US 30/South Bailey Road intersection should be interconnected with the other signals in the US 30 corridor. The traffic signals at the US 30/North Bailey Road intersection and US 30/South Bailey Road intersection will be coordinated through a hard wire connection. A level of service analysis of future conditions with the recommended improvements evaluates the effectiveness of the improvements.


EXISTING TRAFFIC CONDITIONS

DESCRIPTION OF ROADS AND INTERSECTIONS

US 30, South Bailey Road, North Bailey Road, and Hazelwood Avenue are the main roads in the study area. They will also be the principal access routes to the Thorndale Train

Station when it is completed.

US 30, oriented in an east-west direction, is a two-lane arterial. It connects Philadelphia

and Lancaster. Commercial development lines the north side of US 30 in the study area, the

south side is largely vacant because of the railroad. In the vicinity of the proposed Thorndale Train Station, left-turn lanes provide access to shopping center driveways and other crossroads on the north side of US 30. The posted speed limit on this section of US 30 is 40 miles per

hour.

South Bailey Road is a two-lane north-south collector road connecting East Fallowfield

and West Bradford Townships to the shopping centers on US 30. It is also the main access road

to the CaIn Industrial Park. Approximately 30 ft. south of the US 30 intersection is a tunnel

under the Amtrak Harrisburg Line. The tunnel is fairly narrow, less than 30 ft. wide. There are two sharp curves on South Bailey Road in the immediate vicinity of the proposed station, one just south of the rail tunnel at the Hazelwood Avenue intersection, and the other by the CaIn Industrial Park. The posted speed limit on South Bailey Road is 25 miles per hour.

North Bailey Road is a two-lane north-south collector road connecting US 322 to US 30.

It is primarily used as a connector between Carlson Boulevard and US 30 and as an entry way

into the Ingleside Shopping Center. There is approximately a 350 ft. offset between South

Bailey Road and North Bailey Road where they intersect US 30.

Hazelwood Avenue is a two-lane local road oriented in an east-west direction paralleling

US 30. Its terminal points are South Bailey Road to the west and Gallagherville Road to the east. Land use along the road is mainly residential in character. The posted speed limit is 25 miles per hour.

The intersection of US 30 and South Bailey Road is an un signalized T-intersection, South

Bailey Road is under stop control. The westbound approach of US 30 consists of a through lane

and an exclusive left-turn lane; its eastbound approach consists of one travel lane, however right

PAGE 8 THORNDALE TRAIN STATION TRAFFIC. STUDY

turning vehicles frequently use the unimproved shoulder as a tum lane. There is a one approach lane on South Bailey Road because of the narrow Amtrak tunnel, while the intersection flares out north of the tunnel it still effectively operates as a one-lane approach.

The intersection of US 30 and North Bailey Road is a T-intersection. It operates under

a three phase traffic signal, the eastbound approach has a leading green phase. The westbound US 30 approach consists of an exclusive right-tum lane and a through lane, the eastbound approach consists of an exclusive left-tum lane and a through lane. North Bailey Road has two

approach lanes, an exclusive left-tum lane and an exclusive right-tum lane.

The intersection of South Bailey Road and Hazelwood Avenue is an un signalized Tintersection with southbound Bailey Road and northbound Hazelwood A venue forming the top

of the "T" and eastbound South Bailey Road the stem of the "T". The intersection is situated on a curve. Hazelwood Avenue which is generally oriented in an east-west direction approaches the intersection in a northerly direction because of the curve just prior to the intersection. The

eastbound South Bailey Road approach is under stop control. All three legs of the intersection

consist of one-lane approaches; in fact none of the roads have pavement markings to delineate opposing lanes.

EXISTING TRAFFIC VOLUMES

DVRPC staff collected and analyzed existing peak hour turning movements for the three intersections in the Thorndale Train Station study area.

Manual turning movement counts were collected at these intersections on Tuesday, July 9,1991. The counts were conducted between 6:15 AM to 9:00 AM and 4:00 PM to 6:45 PM.

The elongated hours for data collection encompassed traditional peak traffic .conditions, as well

as the typical regional rail transit ridership peak. A summary of the turning movement data for

the AM and PM peak periods is presented in Figures 2 and 3, respectively. Detailed turning

movement tabulations for the three intersections are presented in Appendix A. In addition, 24-hour ATR counts were taken on US 30, South Bailey Road and Hazelwood Avenue in the study

area on the same day as the manual turning movement counts. Specifically, machines were

placed on US 30 between North and South Bailey Roads, on South Bailey Road between US 30

and Hazelwood Avenue and on Hazelwood Avenue just south of South Bailey Road. These data

were used to identify daily traffic patterns in the study area. The peak hour of auto usage is

between 8:00 AM to 9:00 AM and 4:30 AM to 5:30 PM.

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However, from previous train station studies conducted by DVRPC for SEPTA, it is known that

the peak hours of transit usage at a suburban train station are traditionally earlier in the AM and later in the PM than the traffic peak hours. For existing conditions, the 'current traffic peak hour will be used. For future conditions, this study will include a "Shifting Peak" analysis to

determine which peak hour will be most representative of the true peak hour experienced by

motorists.

EXISTING LEVEL OF SERVICE ANALYSIS

To quantitatively evaluate existing intersection operations, a level of service analysis was

conducted for the· three study area intersections.

The concept of level of service is a qUalitative measure describing operational conditions

within a traffic stream and their perception by motorists in terms of speed and travel time, traffic

interruptions, freedom to maneuver, comfort, and convenience. Six levels of service are

defined; they are given letter designations, A to F, with level of service A representing the best

operating conditions and level of service F the worst. Level of service C is the minimum desirable condition; however, jurisdictions frequently tolerate level of service D when the cost to upgrade the highway facility becomes prohibitive.

Methodology to determine level of service is presented in the Highway Capacity Manual,

Transportation Research Board Special Report 209. Different methodologies are specified for

signalized and un signalized intersections. A detailed description of the methodology used is

presented in Appendi~ B.

All intersections were analyzed using the Highway Capacity Software (HCS). Because

the Highway Capacity Manual employs different methodologies to calculate levels of service at

signalized and un signalized intersections, the results are not comparable. The existing levels of

service in the vicinity of the proposed Thorndale Train Station are presented on Figure 4.

The US 30/North Bailey Road intersection presently operates at overall level of service

B in both the AM and PM traffic peak hours. In the AM peak hour, all travel lanes on US 30

operate at level of service A. The exclusive left-turn and right-turn lanes on the southbound

North Bailey Road approach operate at level of service C. In the PM peak hour, the lanes on

the eastbound US 30 approach operate at level of service A, the lanes on the westbound US 30

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approach operate at level of sel)'ice B, and the North Bailey Road approach lanes operate at level of service C.

The un signalized US 3D/South Bailey Road intersection operates in a satisfactory manner in the AM peak hour, and in an unsatisfactory manner in the PM peak hour. In the morning, the South Bailey Road approach operates at level of service C, in the PM it operates at level of service E. The high PM traffic volumes are responsible for the lower level of service. Poor sight distance and the single lane approach of South Bailey Road also contribute to the poor service level. The left-tum lane on westbound US 30 operates at level of service A in both the AM and PM peak hours.

All approaches at the South Bailey Road/Hazelwood Avenue intersection operate at level of service A during the AM and PM peak hours. This is due to the low traffic volumes passing through the intersection.

TRAFFIC SIGNAL WARRANT ANALYSIS FOR EXISTING CONDITIONS

A traffic signal warrant analysis was conducted to determine if a traffic signal is justified at the US 3D/South Bailey Road intersection. Pennsylvania Department of Transportation (PennDOT) Publication 201, titled Engineering and Traffic Studies, specifies 12 warrants that should be investigated when evaluating the need for a traffic signal. The warrants set forth in the publication are based upon traffic volumes, pedestrian activity, and accident experience. PennDOT will not authorize installation of a traffic signal unless one or more of the signal warrants is met.

The US 3~/South Bailey Road intersection meets Warrant 2 - interruption of continuous traffic. This volume warrant applies to operating conditions where the traffic volumes on a major street (e.g., US 30) is so heavy that traffic on a minor intersecting street (e.g., South Bailey Road) suffers excessive delay or hazard in entering or crossing the major street. The warrant is satisfied when, for each of eight hours of an average day, the following traffic volumes exist on the one-lane approaches of the major street and on the higher-volume one-lane minor street approach to the intersection and the signal installation will not seriously disrupt progressive traffic flow: a total of 750 vehicles per hour on the major street and 75 vehicles per hour on the higher volume minor street approach. Based upon the ATR counts taken on the approaches to the intersection, it meets signal Warrant 2 for 14 hours over an average day. The


warrant analysis is summarized in Appendix C. Because the northbound South Bailey Road approach is very narrow, the approach volumes used in the analysis were slightly adjusted downward to reflect inadvertent counting of southbound vehicles.

After it was determined from the ATR counts that a traffic signal at the US 30/South Bailey Road intersection was warranted, manual traffic counts were taken at the intersection between 9:00 AM to 4:00 PM to further substantiate the analysis. These counts do confirm that the US 30/South Bailey Road intersection does meet Warrant 2, justifying the need for a traffic signal. See Appendix D for these manual traffic counts at the intersection.

A quick check of Warrant 1 - minimum vehicular volume and Warrant 10 - short-term minimum vehicular and pedestrian volumes (for one and four hour periods) revealed that the warrants were not satisfied. Accident experience, Warrant 6, was not investigated.


FUTURE TRAFFIC CONDITIONS

TRIP GENERATION METHODOLOGY

There were a number of steps involved in generating future trips at the Thorndale Train

Station. The first step was to estimate AM and PM peak hour arrival and departure patterns at the proposed station by evaluating the boarding and alighting patterns at adjacent stations on the

R-5 Line. Next, the directional distribution to the station was determined by first identifying

the station service area and then proportioning traffic to the station among ingress/egress routes based upon population densities. Background growth consisting of proposed commercial and industrial development and general background growth was also calculated. Finally, total future traffic volume was estimated by summing existing turning movements, background growth, and

train station generated traffic.

Background growth consists of two separate components, specific development and

general background growth. According to CaIn Township officials, two new shopping centers

are planned in the study area - a 120,000 sf shopping center at the northwest corner of US 30/PA 340 (Bondsville Road) intersection, and a45,000 sf shopping center at the northwest

corner of the US 30/Caln Road intersection. They also reported that ten to twelve parcels have been approved in the CaIn Industrial Park. However, no development has occurred in the

industrial park for a while, and its site plan approval may elapse if a new connector road to Caln

Road is not constructed. For study purposes we conservatively assumed four parcels will be

completed by the opening of the Thorndale Train Station (two parcels constructed each year).

AM and PM peak hour trips from these developments were calculated and added to the study

area highway network.

General background growth is a reflection of the influence of population and other

development on the highway system. This report used a rate of 3 percent per year. This rate is consistent with other studies and is generally acceptable as a regional growth rate.

The next step of this process was to calculate train station generated trips. For most new projects, it is a relatively simple procedure to estimate peak hour trips using the Institute of

Transportation Engineers (ITE) Trip Generation Manual. However, train stations are not a

category covered in the manual. Parking demand at train stations is difficult to estimate because

many external factors must be considered. In fact, demand varies by rail line and even among

stations along the line.


Because Thorndale is a proposed train station, the eXIstmg parking lot usage and passenger arrival and departure patterns were not available. Therefore, it was determined that

the most effective means to identify future train station activity at Thorndale was to examine boardings and alightings at similar stations in the vicinity of Thorndale on SEPTA's R-5

Regional Rail Line. The stations chosen - Downingtown, Whitford, Exton and Malvern - are

all east of the proposed Thorndale Train Station.

Commutation at suburban rail stations is influenced by office schedules. Commuters bound for Philadelphia must use a train that allows them ample time to reach Center City, exit the station, and arrive at work on time, be it 8:00 AM or 8:30 AM. In the PM the reverse is

true. Under the present SEPTA rail schedule, only two trains extend past the Downingtown

Station in the AM and PM peak periods. Neither train arrives during the AM and PM vehicular peak hour. In fact, the last AM train which would leave the Thorndale Station at approximately

7:32 AM, considerably earlier than the vehicular peak hour which begins at 8:00 AM, arrives

at Suburban Station at 8:35 AM.

To demonstrate the maximum impact of future parking lot usage on local traffic, two key assumptions were made. The first key assumption is that the train station parking lot will be filled by 9:00 AM. This may be an overestimate of future parking lot usage, therefore representative of a worst case scenario. The second key assumption is that trains terminating at the Downingtown Train Station will be extended to serve the proposed Thorndale Station.

This scenario will generate considerably more vehicles during the traffic peak hour than the

present train schedule.

Based upon 1990 SEPTA boarding and alighting activity at Downingtown, Whitford,

Exton and Malvern train stations, an average of 5 percent of the AM boardings will occur during

the AM traffic peak hour and 13 percent of the total daily alightings will occur during the PM

traffic peak hour. Since the proposed Thorndale Station parking lot will contain 500 spaces, it

is therefore expected that 25 vehicles will arrive in AM peak traffic hour and 65 vehicles will depart during the PM peak traffic hour.

Train station generated trips also include kiss-and-ride activity. Based upon a previous

DVRPC study, which included SEPTA R-5 Line stations, kiss-and-ride activity in a area similar to Thorndale is approximately 16 percent of total train station ridership. Therefore, 5 kiss-and

ride vehicles will arrive at the Thorndale Train Station during the AM traffic peak hour and 11

will depart during the PM peak hour.


The next step in the process was to identify the station service area. This was accomplished using the Station Access Travel Patterns for the SEPTA Regional High Speed

Lines, published by DVRPC in 1984, as a guide. This report identified service areas of rail

stations in the Delaware Valley region. Adhering to the general shape and size of train station service areas displayed in the report, the basic service area for the Thorndale Train Station was

identified. ThIS catchment area was modified slightly to reflect potential natural barriers. As

an example, US 322 divides the service areas between the Thorndale and Downingtown train

stations.

The service area was then subdivided into sub-zones reflecting the actual routes to he used to access the rail station. Population data from the 1990 census and aerial photographs were used to estimate the percentage of population in each sub-zone. Figure 5 identifies the

resulting arrival percentages. As an example, 28 percent of the vehicles will arrive via

eastbound US 30. Conversely, in the PM, 28 percent will exit the station via westbound US 30

in the PM.

With the individual steps of the process completed, each element - general background growth, industrial and commercial development, train station parking lot generated trips, and kiss-and-ride trips - wiere added to existing turning movements. The result is 1993 AM and PM

peak hour traffic volumes.

FUTURE TRAFFIC VOLUMES

It is important to identify if future train station activity at the proposed Thorndale Train Station will shift the peak hour from the current traffic peak hour to the future transit peak hour

at each intersection in the study area. This "Shifting Peak" analysis was completed simply by

calculating future traffic volumes during the AM and PM transit peak hours and comparing these

values to future traffic projections during the AM and PM traffic peak hours, respectively. The

"Shifting Peak" analysis confirmed that the traffic peak hour represents the worst case conditions

at the US 30/North Bailey Road and the US 30/South Bailey Road intersections. Non-train

station traffic levels o,n US 30 are so high that they will overwhelm any train station impact.

However, at the South Bailey Road/Hazelwood Avenue intersection, the AM and PM

peak traffic hours will "shift" to the respective transit peak hours. Level of service analyses

during the AM and PM traffic and transit peak hours confirm that lower service levels occur will

occur during the transit peak hour. Because it is a fairly low volume intersection, and the vast

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Figures 6-A and 6-B graphically display transit activity at the selected SEPTA R-5

Regional Rail Line train stations adjacent to the proposed Thorndale Train Station. The figures demonstrate that the traffic peak hours in the study area and the regional transit peak hours do

not coincide. Figure 6-A displays that the AM transit peak hour occurs earlier than the AM

traffic peak hour. As shown in Figure 6-B, the PM traffic peak hour occurs before the PM

transit peak hour.

It is also clearly evident in Figures 6-A and 6-B that there are limited trains daily to/from Philadelphia on this section of the R-5 Regional Rail Line, with the most frequent inbound service clustered in the early morning and outbound service clustered in the late afternoon to early evening. Thus, the claim that commuters must use certain trains to arrive at work in

Center City by 8:00 AM or 8:30 AM is substantiated.

Traffic volumes were calculated at the driveways to the parking lot and the kiss-and-ride area at the proposed Thorndale Train Station. In order to calculate future traffic volumes,

several assumptions were made concerning the design of the station. It was assumed that the

parking lot will be situated on the south side of South Bailey Road and two two-lane driveways will provide access to it. It was also assumed the kiss-and-ride drop-off area will be situated

on the north side of South Bailey Road adjacent to the station, a one-way loop will serve the

kiss-and-ride. It is important to note however, that the conceptual design of the Thorndale Train

Station will be completed by a design consultant.

The increase in traffic volumes in the study area is more attributable to background

growth than train station activity. This can be readily observed by comparing the train station

generated traffic to existing and future volumes. The difference between existing and future

volumes far exceed traffic generated by the station. The one exception is the intersection of

South Bailey Road/Hazelwood Avenue where train station generated trips exceed background growth. However, during the traffic peak hour the reverse would be true. Generally, within the study area, traffic generated by the CaIn Industrial Park is the largest contributor to the increase in AM traffic, and the approved shopping centers are the largest contributors to the

increase in PM traffic.


Figure 6-A: AM TRANSIT ACTIVITY AT ADJACENT R-5 REGIONAL RAIL LINE TRAIN STATIONS

90 •••••......................•.•.........................................................................................................................•...................................................................

I Transit Peak I 80 .............. J. ••••••••••••••••••••••••••••• 1 ••.••••••••.••••••••••••••••.•••••••••••••••••••••••••••••••••••••••••••••••••••••••••.•••••••.•••••.•••••••••••••••••••••••••••••••••.•.•.•.••.•..•.•••••••••••••••••••••

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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,-----------------------------------------------------------------------,

90 ............................................................................................................................................................................................................................. .

, I Transk Peak I 80 .. ··································l·················· .................................................................................................................................................................... .

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APPROX. PM DEPARTURE TIME AT THORNDALE

I ~ DOWNINGTOWN. WHITFORD ~EXTON EZl MALVERN


At the parking lot and kiss-and-ride driveways, the future AM and PM train peak

volumes were representative of worst case conditions. Thus, the transit peak hour volumes were

assigned to the driveways. Because a disproportionate number of passengers arrive from the east

and parking spaces in that section of the lot will fill rapidly, vehicles from that direction were

proportioned among both driveways. Eastbound vehicles will use the first driveway into the lot.

Traffic generated by the train station is shown in Figures 7 and 8 for the AM and PM peak traffic hours. Included is traffic generated by park-and-ride as . well as kiss-and-ride

activity.

Total 1993 AM and PM traffic volumes in the proposed Thorndale Train Station study

area are shown in Figures 9 and 10.

FUTURE LEVEL OF SERVICE ANALYSIS

Future level of service without improvements at the intersections in the Thorndale Train Station study area are shown graphically in Figure 11. Again, the analysis examines worst case conditions - auto peak hour along US 30 and train peak hour at South Bailey Road/Hazelwood Avenue and the driveways to the parking lot and kiss-and-ride area.

In the future, level of service at the US 30/North Bailey Road intersection will not

experience any deterioration from existing service levels. The eastbound left-turn lane and

through lane will operate at level of service A during the AM and PM peak hours. The

westbound right-turn lane and through lane will operate at level of service A during the AM and level of service B during the PM peak hour. Both lanes on the North Bailey Road approach will operate at level of service C during both peak periods.

Level of service at US 30/South Bailey Road will deteriorate from existing service levels.

The South Bailey Road approach will operate at level of service E during the AM and level of

service F during the PM peak hour. It presently operates at level of service C in the AM and

level of service E in the PM. The westbound left-turn lane will operate at level of service A

in the AM and level of service B in the PM. This analysis does not consider signalization of

the intersection.

The eastbound approach of South Bailey Road/Hazelwood Avenue will operate at level of service A in the AM peak hour and level of service C during the PM peak hour. Although

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the eastbound approach is projected to experience a deterioration of PM service levels from level

of service A to level of service C, it is still a satisfactory service level. This is representative of worst case conditions with passengers exiting the train station. An analysis of the AM and

PM auto peak hour indicates level of service A operating conditions (not shown in the report).

Level of service analyses indicate all driveways to the parking lot and kiss-and-ride area will function at level of service A during the AM and PM peak periods.

FUTURE LEVEL OF SERVICE ANALYSIS WITH IMPROVEMENTS

A level of service analysis of future conditions with improvements was conducted for the intersections in the study area. The main improvements modeled were installation of a traffic

signal at US 30/South Bailey Road, widening the shoulder on the eastbound approach of US 30

at South Bailey Road to serve right turning vehicles, and coordinating the traffic signals at the

South Bailey Road ~nd North Bailey Road intersections. Future level of service with improvements are sh~wn graphicaliy in Figure 12. Again, the analysis examined auto peak

conditions along US 30 and train peak conditions at the South Bailey Road/Hazelwood Avenue·

intersection.

The feasibility of coordinating the two intersections, optimizing their signal timings, and evaluating the capacity of the left-turn lanes, was evaluated using a TRANSYT-7F traffic

simulation model. TRANSYT -7F, a model sponsored by the Federal Highway Administration

(FHW A), is used by PennDOT to evaluate traffic signal timing and coordination. This section

of US 30 has a background cycle for traffic signals of 80 seconds. To remain consistent with

the existing background cycle length of the corridor, this cycle length was employed to optimize the phasing for the existing US 30/North Bailey Road intersection traffic signal and the

recommended traffic signal at the US 30/South Bailey Road intersection. The TRANSYT -7F

model showed that effective coordination will result. TRANS YT -7F did indicate that the eastbound exclusive left-turn lane at the US 30/North Bailey Road intersection may not have

adequate storage capacity. However, this problem is relatively minor and since this movement

has a protected phase, the queues will dissipate quickly during the next green phase. The analysis indicated a lesser problem will be encountered on the westbound US 30 left-turn to

South Bailey Road.

With construction of a new traffic signal at South Bailey Road, the US 30 approaches to

the intersection are projected to operate at level of service A during the AM traffic peak hour.

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During the PM traffic peak hour the eastbound US 30 through-lane will operate at level of

service C and the right-turn lane will operate at level of service B. With the traffic signal

improvement, both US 30 westbound lanes will operate at level of service B during the PM

traffic peak hour. The South Bailey Road approach will operate at level of service C during

both peak hours.

Level of service analyses at the US 30/North Bailey Road intersection using the optimized

signal timing from the TRANSYT -7F model runs, indicated that service levels will be

indistinguishable from service levels prior to the signal modification. Two movements, the

westbound through lane during the AM traffic peak hour and the eastbound left-turn lane in the

PM traffic peak hour, will experience an insignificant reduction in service levels from service

level A to level of service B.

At the South Bailey Road/Hazelwood A venue intersection and the intersections created

by construction of the parking lot and kiss-and-ride area at the proposed Thorndale Train Station,

no capacity improvements are envisioned. Therefore no change in level of service is expected.


FINDINGS AND RECOMMENDATIONS

FINDINGS

Based upon the analyses conducted, the following conclusions are presented regarding traffic impacts associated with construction of the Thorndale Train Station:

• The US 30/North Bailey Road and South Bailey Road/Hazelwood Avenue intersections currently operate with acceptable level of service. The US 30/South Bailey Road intersection presently operates with poor level of service, service level E in the PM peak hour.

• Based on existing traffic volumes, a traffic signal at the intersection of US 30 and South Bailey Road is warranted. According to hourly traffic counts taken by this study, it satisfies Warrant 2 - interruption of continuous traffic.

• Future train station activity will have a minimum impact on the study area because the train and traffic peak periods will not coincide. Based upon train boarding and , alighting patterns at nearby stations, commuters will board trains prior to the AM auto peak and alight trains after the PM peak. For example, in the AM, only \5 percent of the train passengers are projected to board a train during the auto peak (8:00 AM to 9:00 AM) while 65 percent are projected to board during the train peak (6:15 AM to 7:15 AM).

• The intersection most adversely impacted by the proposed train station is the South Bailey Road/Hazelwood Road intersection. Because it is currently a fairly low volume intersection, and the vast majority of passengers destined to the station will pass through it, the peak hour at the intersection will "shift" to reflect train station activity. Even under these worst case conditions, it will still operate at service level C or better.

• Under future conditions, US 30/North Bailey Road will operate with essentially the same level of service as it presently experiences. Level of service on the South Bailey Road approach of the US 30/South Bailey Road intersection will deteriorate from level of service C to level of service E in the AM, and level of service E to


level of service F in the PM. Traffic increases attributable to commercial and industrial development previously approved by Caln Township far surpasses new

traffic generated by the train station.

• When the Thorndale Train Station is completed, the driveways to the parking lot and kiss-and-ride area will operate at superior levels of service.

• With installation of a traffic signal at US 30/South Bailey Road, the intersection will function in a satisfactory manner. The South Bailey Road approach will operate with level of service C in the AM and PM while the US 30 approaches will generally operate with level of service A and level of service B.

• As indicated in the TRANSYT -7F runs, coordination - using the existing 80 second background cycle length - between the US 30/North Bailey Road and US 30/South Bailey Road intersections will be very effective.

• Because the signal phasing was optimized using the existing background cycle length, service ~evels at the US 30/North Bailey Road intersection will not be adversely

effected.

• The exclusive left-turn lane on eastbound US 30 at North Bailey Road may have

inadequate storage capacity. However, these queues will quickly dissipate. To a lesser extent, this problem will also exist at the US 30 westbound left-turn lane to

South Bailey Road at the US 30/South Bailey Road intersection. The westbound US

30 shoulder will allow for westbound US 30 through vehicles to pass the queued vehicles.

RECOMMENDATIONS

New Traffic Signal at the US 30/South Bailey Road Intersection

To rectify congestion problems at the US 30/South Bailey Road intersection, a new traffic

signal is recommended. The intersection presently meets traffic signal Warrant 2 - interruption

of continuous traffic (see Appendix C). It is recommended that the signalization improvement incorporate the following elements:


• Building up the eastbound US 30 shoulder at the intersection for right-turns to South Bailey Road intersection. This improved shoulder will serve as a short right-turn lane; a level of service analysis indicated an exclusive right-turn lane is needed.

• Provision of a leading green phase for the westbound left-turn lane on US 30 at South Bailey Road. A conflict factor analysis shows the intersection exceeds the warrants specified by PennDOT.

• Installation of "Signal Ahead" signs on the South Bailey Road approach. Although it does meet minimum visibility distance standards for a traffic signal as specified in the Manual On Uniform Traffic Control Devices (MUTCD), supplemental "Signal Ahead" signs will improve safety.

• Coordination of the traffic signals at South Bailey Road and North Bailey Road. This can be accomplished through a physical hard wire connection.

• Striping of a crosswalk on the eastbound US 30 approach with pedestrian push button actuation at the recommended traffic signal.

US 30/N orth Bailey Road Intersection

Due to their close proximity, the existing US 3~/North Bailey Road intersection and the proposed US 3D/South Bailey Road intersection traffic signals need to be coordinated. As mentioned, this can be accomplished through a physical hard wire connections. Using the existing 80 second background cycle length in this section of US 30, the TRANSYT-7F runs

indicated that signal phasing at the US 3~/North Bailey Road intersection needs to be adjusted.

No recommendations are offered for the potential storage capacity problem of the eastbound left-turn lane at North Bailey Road. Shortening the back-to-back westbound left-turn lane at South Bailey Road is not a viable solution. If left-turn vehicles spill back into the eastbound through lane, it will cause a short-term disruption. Because the traffic signal will change so frequently, the left-turn lane queue will quickly dissipate. Furthermore, some of the vehicles currently performing this movement will be diverted to Carlson Boulevard when it is completed. Caln Township is in the process of constructing Carlson Boulevard, a northern parallel route to US 30. When the last phase is completed, it will provide a continuous link


between CaIn Road and US 322 via Lloyd Avenue. Thus, eastbound US 30 vehicles will have

more opportunities to make this left-tum at other less congested intersections.

, South Bailey Road/Hazelwood A venue Intersection

Even though the intersection will operate with acceptable service levels, a number of physical improvements are called for. The improvements are listed below:

• All approaches to the intersection should be marked with center lines. There are no center lines on any of the approaches at the present time.

• A modified "Side Road" sign should be erected on Hazelwood A venue to give motorists advance warning of the South Bailey Road interseCtion. Because the

intersection is situated on a curve, warning signage will give advance notice of

possible turning vehicles. Train station signs should also be posted on Hazelwood Avenue in advance of the intersection.

• Consideration should be given to cutting back the eastern curb line of the intersection and/or the southwest comer. This will permit Hazelwood Avenue through traffic to by-pass vehicles turning onto South Bailey Road. Opening up

the intersection will also make it easier for two vehicles to make concurrent turns.

• Consideration should also be given to constructing a second eastbound approach lane on South Bailey Road. The cost effectiveness of constructing additional

capacity to handle the surge of vehicles exiting the lot only once or twice a day must be balanced with the added construction cost.

THORNDALE TRAIN STATION TRAFFIC STUDY PAGE A-I

APPENDIX A

EXISTING PEAK PERIOD TRAFFIC VOLUMES


Table A-1: PEAK PERIOD TRAFFIC COUNTS US 30 (LINCOLN HIGHWA y)/NORTH BAILEY ROAD

Date: Weather:

TIME

6:15 - 6:30 6:30 - 6:45 6:45 - 7:00 7:00 - 7:15 7:15 - 7:30 7:30 - 7:45 7:45 - 8:00

6:15 - 9:00 PEAKHR

Date: Weather:

TIME

4:00 - 4:15 4:15 - 4:30

5:45 - 6:00 6:00 - 6:15 6:15 - 6:30 6:30 - 6:45

4:00 - 6:45 PEAKHR

Tuesday, July 9, 1991 Clear

N. BAILEYRD SOUTHBOUND

144 291 71 127 ,

Tuesday, July 9, 1991 Clear

N. BAILEY RD SOUTHBOUND

...1 ...R

35 66 29 67

24 71 31 53 36 57 29 49

352 696 142 270

PEAK HOUR

AM PEAK PERIOD

US 30 EASTBOUND

310 983 143 377

PM PEAK PERIOD

US 30 EASTBOUND

...1 2

54 106 51 119

34 114 40 106 51 110 37 113

540 1,295 225 516

US 30. WESTBOUND

2

25 42 64 57 58 77 71

707 313

104 54

US 30 WESTBOUND

2 ...R

134 39 129 29

133 23 134 38 117 21 108 21

1,440 364 554 159

PAGE A-3

2,359 1,085

TTL

434 424

399 402 392 357

4,687 1,866

PAGE A-4 THORNDALE TRAIN STATION TRAFFIC STUDY

Table A-2: PEAK PERIOD TRAFFIC COUNTS US 30 (LINCOLN HIGHWAY)/SOUTH BAILEY ROAD

AM PEAK PERIOD

Date: Tuesday, July 9, 1991 Weather: Clear

S. BAILEYRD US 30 US 30 NORTHBOUND EASTBOUND WESTBOUND

TIME -.1 ..R ~ ..R L ~ TTL

6:15 - 6:30 1 7 80 2 8 18 116 6:30 - 6:45 3 10 93 14 10 41 171 6:45 - 7:00 5 21 83 16 23 48 196 7:00 - 7:15 5 23 93 8 8 70 207 7:15 - 7:30 5 20 94 13 14 65 211 7:30 - 7:45 12 19 100 15 14 88 248 7:45 - 8:00 10 21 95 15 15 80 236

6:15 - 9:00 80 205 1,065 131 150 772 2,403 PEAKHR 39 84 427 48 58 362 1,018

PM PEAK PERIOD


S. BAILEY RD US 30 US 30 NORTHBOUND EASTBOUND WESTBOUND

TIME -.1 ..R ~ ..R -.1 ~ TTL

4:00 - 4:15 8 30 130 11 39 165 383 4:15 - 4:30 10 25 139 15 31 166 386

5:45 - 6:00 12 29 108 11 40 152 352 6:00 - 6:15 5 27 116 15 41 140 344 6:15 - 6:30 6 29 126 8 30 143 342 6:30 - 6:45 9 22 128 10 26 131 326

4:00 - 6:45 90 312 1,505 138 397 1,709 4,151 PEAKHR 33 116 629 54 156 654 1,642

PEAK HOUR

THORNDALE TRAIN STATION TRAFFIC STUDY PAGE A-5

Table A-3: PEAK PERIOD TRAFFIC COUNTS SOUTH BAILEY ROAD/HAZELWOOD AVENUE

AM PEAK PERIOD


HAZELWOOD AVE S. BAILEY RD S. BAILEY RD NORTHBOUND SOUTHBOUND EASTBOUND

TIME ...1 ~ ~ ..R ...1 ..R TTL

6:15 - 6:30 0 5 0 11 6 0 22 6:30 - 6:45 2 7 0 24 8 0 41 6:45 - 7:00 1 10 4 28 14 0 57 7:00 - 7:15 0 9 0 12 16 0 37 7:15 - 7:30 2 5 7 16 21 1 52 7:30 - 7:45 3 6 10 18 20 0 57 7:45 - 8:00 3 6 11 21 22 0 63

6:15 - 9:00 20 93 82 190 178 5 568 PEAKHR 9 45 50 60 71 4 239

PM PEAK PERIOD


HAZELWOOD AVE S. BAILEY RD S. BAILEY RD NORTHBOUND SOUTHBOUND EASTBOUND

TIME ...1 ~ ~ ..R ..1 ..R TTL

4:00 - 4:15 2 8 17 33 29 1 90 4:15 - 4:30 2 11 18 27 25 3 86

5:45 - 6:00 2 14 14 31 23 85 6:00 - 6:15 0 9 25 31 15 81 6:15 - 6:30 3 9 10 24 20 67 6:30 - 6:45 2 10 12 19 16 59

4:00 - 6:45 23 135 184 321 256 20 939 PEAKHR 12 58 72 129 103 9 383

PEAK HOUR


APPENDIXB

LEVEL OF SERVICE (LOS) CRITERIA

PAGE B-1

THORNDALE TRAIN STATION TRAFFIC STUDY PAGE B-3

LEVEL OF SERVICE (LOS)

The concept of level of service is a qualitative measure describing operational conditions

within a traffic stream and their perception by motorists in terms of speed and travel time, traffic interruptions, freedom to maneuver, comfort, and convenience. Six levels of service are defined; they are given letter designations, A to F, with level of service A representing the best

operating conditions and level of service F the worst. Level of service C is the minimum desirable condition; however, jurisdictions frequently tolerate level of service D when the cost to upgrade the highway facility becomes prohibitive.

Methodology to determine level of service is presented in the Highway Capacity Manual,

Transportation Research Board Special Report 209. Different methodologies are specified for signalized and unsignalized intersections.

SIGNALIZED INTERSECTIONS

Level of service for signalized intersections is defined in terms of delay. Delay is a

measure of driver discomfort, frustration, fuel consumption, and lost travel time. Delay is a complex measure dependent upon a number of variables, including the quality of signal progression, cycle length, and the volume to capacity (VIC) ratio. Level of service criteria is stated in terms of the average stopped delay per vehicle on an approach or lane basis. Table C-1 gives a subjective description of each level of service and its delay range. It is important to note

that delay (i.e., level of service) is not related to capacity in a simple fashion. Thus, the designation of level of service F does not automatically imply the approach is overloaded. Long

cycle length and poor signal progression can result in excessive delays. Conversely, an

overloaded approach with a short cycle length may result in a high level of service.

UNSIGNALIZED INTERSECTIONS

Level of service criteria for unsignalized intersections are defined in terms of reserved

or unused capacity. Reserve capacity is related to general delay ranges (see Table C-2). Since delay is stated in general terms, without specific numeric values, it is not possible to compare

or associate unsignalized level of service with signalized level of service. The potential capacity

of a lane is based upon two factors: (1) distribution of gaps in the cross traffic stream and (2)

driver judgement in selecting gaps through which to execute the desired maneuvers. Reserve

PAGE B-4 THORNDALE TRAIN STATION TRAFFIC STUDY

capacity represents the difference between the approach volume and potential capacity. The analysis focuses on lanes on the minor stopped street and left tum maneuvers from the major

street.

Table B-1: LEVEL OF SERVICE (LOS) CRITERIA SIGNALIZED INTERSECTIONS

LEVEL OF SERVICE A - Very low delay, good progression; most vehicles do not stop at intersection. Delay less than 5 seconds per vehicle.

LEVEL OF SERVICE B - Generally good signal progression and/or short cycle length; more vehicles stop at intersection than Level of Service A. Delay range 5-15 seconds per vehicle.

LEVEL OF SERVICE C - Fair progression and/or longer cycle length; significant number of vehicles stop at intersection. Delay range 15-25 seconds per vehicle.

LEVEL OF SERVICE D - Congestion becomes noticeable; individual cycle failures; longer delays from unfavorable progression, long cycle length, or high volume/capacity ratios; many vehicles stop at signal. Delay range 25-40 seconds per vehicle.

LEVEL OF SERVICE E - Considered limit of acceptable delay, indicative of poor progression, long cycle length, high volume/capacity ratio; frequent individual cycle failures. Delay range 40-60 seconds per vehicle.

LEVEL OF SERVICE F - Unacceptable delay, indication of oversaturation (i.e., arrival flow exceeds capacity). Average delay exceeds 60 seconds per vehicle.

Table B-2: LEVEL OF SERVICE (LOS) CRITERIA UNSIGNALIZED INTERSECTIONS

Level of Reserve Service Capacity

A Greater than 400 B 300-400 C 200-299 D 100-199 E 0-99 F *

Expected Delay to Minor Street Traffic

Little or no delay Short traffic delays Average traffic delays Long traffic delays Very long traffic delays

*

* When demand volume exceeds the capacity of the lane, extreme delays will be encountered with queuing which may cause severe congestion affecting other traffic movements in the intersection.

THORNDALE TRAIN STATION TRAFFIC STUDY PAGE C-l

APPENDIXC

TRAFFIC SIGNAL WARRANT ANALYSIS US 30/S0UTH BAILEY ROAD INTERSECTION

AUTOMATIC TRAFFIC RECORDER (ATR) COUNTS

THORNDALE TRAIN STATION TRAFFIC STUDY PAGE C-3

Table C-l: TRAFFIC SIGNAL WARRANT ANALYSIS US 30/S0UTH BAILEY ROAD INTERSECTION AUTOMATIC TRAFFIC RECORDER (ATR) COUNTS

us 30 N BAILEY ROAD MEET HOUR EB WB TOTAL NB AD,INB WARRANT 2?

12-1 68 102 170 9 8 N

1-2 35 31 66 9 8 N

2-3 13 25 38 6 5 N

3-4 18 18 36 5 4 N

4-5 44 29 73 12 11 N

5-6 146 56 202 32 28 N

6-7 385 201 586 70 61 N

7-8 493 387 880 143 126 Y

8-9 554 471 1025 143 126 Y

9-10 680 536 1216 133 117 Y

10-11 709 613 1322 125 110 Y

11-12 779 763 1542 145 127 Y

12-1 838 866 1704 160 140 Y

1-2 699 761 1460 122 107 Y

2-3 677 742 1419 135 118 Y

3-4 760 774 1534 166 146 Y

4-5 696 819 1515 160 140 Y

5-6 705 783 1488 181 159 Y

6-7 626 726 1352 150 132 Y

7-8 584 697 1281 120 105 Y

8-9 501 596 1097 111 97 Y

9-10 335 460 795 54 47 N

10-11 230 271 501 33 29 N

11-12 130 200 330 55 48 N

TOT 10705 10927 21632 2279 1999

THORNDALE TRAIN STATION TRAFFIC STUDY PAGE D-1

APPENDIXD

TRAFFIC SIGNAL WARRANT ANALYSIS US 30/S0UTH BAILEY ROAD INTERSECTION

MANUAL TURNING MOVEMENT COUNTS


Table D-l: TRAFFIC SIGNAL WARRANT ANALYSIS

AM

6: 15- 6:30 6:30- 6:45 6:45- 7:00 7:00- 7:15 7:15- 7:30 7:30- 7:45 7:45- 8:00 8:00- 8:15 8: 15- 8:30 8:30- 8:45 8:45- 9:00

MID-DAY

9:00- 9:30 9:30-10:00

10:00-10:30 10:30-11:00 11:00-11:30 11:30-12:00 12:00-12:30 12:30- 1 :00

1 :00- 1 :30 1:30- 2:00 2:00- 2:30 2:30- 3:00 3:00- 3:30 3:30- 4:00

PM

4:00- 4:15 4: 15- 4:30 4:30- 4:45 4:45- 5:00 5:00- 5:15 5: 15- 5:30 5:30- 5:45 5:45- 6:00 6:00- 6:15 6: 15- 6:30 6:30- 6:45

US 30/S0UTH BAILEY ROAD INTERSECTION MANUAL TURNING MOVEMENT COUNTS

S BAILEY RD US 30 NORTH EAST

L R TOT S R TOT L

1 7 8 80 2 82 8 3 10 13 93 14 107 10 5 21 26 83 16 99 23 5 23 28 93 8 101 8 5 20 27 94 13 107 14

12 19 31 100 15 115 14 10 21 32 95 15 110 15 12 15 27 103 14 117 13 12 23 36 107 9 116 17 8 20 28 110 13 123 17 7 26 36 107 12 119 11

10 55 65 302 9 311 23 14 37 51 302 13 315 36 15 48 63 326 20 346 29

7 42 49 320 15 335 28 14 68 82 314 16 330 60 13 51 64 325 11 336 57 18 57 75 375 16 391 65 10 60 70 362 11 373 49 9 56 65 301 12 313 53

17 32 49 283 13 296 43 10 44 54 304 21 325 38 10 41 51 384 22 406 59 20 49 69 325 14 339 68 20 47 67 357 20 377 51

8 30 38 130 11 141 39 10 25 35 139 15 154 31

7 25 32 151 13 164 31 8 27 36 154 11 165 38

13 32 45 173 13 186 46 5 32 38 151 17 168 41 7 34 41 129 14 143 34

12 29 42 108 11 119 40 5 27 33 116 15 131 41 6 29 35 126 8 134 30 9 22 31 128 10 138 26

US 30 WEST

S TOT

18 29 41 54 48 73 70 79 65 80 88 104 80 97 85 99 84 103 90 109

103 120

220 243 270 306 276 305 318 346 239 299 369 426 391 456 347 396 394 447 306 349 336 374 352 411 381 449 364 415

165 206 166 199 175 210 167 207 152 202 160 202 158 196 152 198 140 186 143 178 131 162

DAILY TOTAL 357 1,204 1,572 7,150 482 7,632 1,206 7,044 8,315

PAGE D-3

INT TOT

119 174 198 208 214 250 239 243 255 260 275

619 672 714 730 711 826 922 839 825 694 753 868 857 859

385 388 406 408 433 408 380 359 350 347 331

17,519

THORNDALE TRAIN STATION TRAFFIC STUDY PAGE B-1

APPENDIXE

TRAFFIC SIGNAL COORDINATION ANALYSIS

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PAGE

7

o o

o

THORNDALE TRAIN STATION TRAFFIC STUDY PAGE F-l

APPENDIXF

TRAFFIC VOLUMES AND LEVEL OF SERVICE (LOS) SUMMARY SHEETS

THORNDALE TRAIN STATION TRAFFIC STUDY PAGE F-3

Table F-l: US 30 (LINCOLN HIGHWAY)/NORTH BAILEY ROAD

AM PEAK HOUR EXISTING AND FUTURE TRAFFIC VOLUMES

1993 1993 LANE GROUP EXISTING NO BUILD BUILD

EASTBOUND LEFT 143 167 168 THROUGH 377 460 461

WESTBOUND THROUGH 313 419 423 RIGHT 54 58 58

SOUTHBOUND LEFT 71 76 76 RIGHT 127 199 206

PM PEAK HOUR EXISTING AND FUTURE TRAFFIC VOLUMES


EASTBOUND LEFT 225 287 306 THROUGH 516 669 677

WESTBOUND THROUGH 554 674 675 RIGHT 159 171 171

SOUTHBOUND LEFT 142 153 153 RIGHT 270 300 303

PAGE F-4 THORNDALE TRAIN STATION TRAFFIC STUDY

Table F-2: US 30 (LINCOLN HIGHWAY)/SOUTH BAILEY ROAD



EASTBOUND THROUGH 427 494 494 RIGHT 48 55 63

WESTBOUND LEFT 58 189 200 THROUGH 362 407 407

NORTHBOUND LEFT 39 49 50 RIGHT 84 123 125


.. 1993 1993

LANE GROUP EXISTING NO BUILD BUILD

EASTBOUND THROUGH 629 734 734 RIGHT 54 68 71

WESTBOUND LEFT 156 196 200 THROUGH 654 763 763

NORTHBOUND LEFT 33 46 67 RIGHT 116 226 253


Table F-3: souro BAILEY ROAD/HAZELWOOD AVENUE


1993 1993 LANE GROUP EXISTING NO BUILD BUILD*

EASTBOUND LEFT 71 79 111 RIGHT 4 2 13

NORTHBOUND LEFT 9 14 93 THROUGH 45 37 37

SOUTHBOUND THROUGH 50 6 6 RIGHT 60 206 443


1993 1993 LANE GROUP EXISTING NO BUILD BUILD *

EASTBOUND LEFT 103 145 375 RIGHT 9 9 84

NORTHBOUND LEFT 12 14 23 THROUGH 58 54 54

SOUTHBOUND THROUGH 72 74 74 RIGHT 129 134 166

* BASED ON THE TRANSIT PEAK HOUR


Table F-4: US 30 (LINCOLN HIGHWAY)/NORTH BAILEY ROAD

AM PEAK HOUR EXISTING AND FUTURE LEVELS OF SERVICE

1993 1993 BUILD

LANE GROUP EXISTING BUILD WI lMPTS

EASTBOUND LEFT A A A THROUGH A A A

WESTBOUND THROUGH A A B RIGHT A A A

SOUTHBOUND LEFT C C C RIGHT C C C

INTERSECTION B B B

PM PEAK HOUR EXISTING AND FUTURE LEVELS OF SERVICE

1993 1993 BUILD

LANE GROUP EXISTING BUILD WI lMPTS

EASTBOUND LEFT A A B THROUGH A A A

WESTBOUND THROUGH B B B RIGHT B B B

SOUTHBOUND LEFT C C C RIGHT C C C

INTERSECTION B B B


Table F-5: US 30 (LINCOLN HIGHWAy)/SOUTH BAILEY ROAD

LANE GROUP

EASTBOUND THROUGH RIGHT

WESTBOUND LEFT THROUGH

NORTHBOUND

INTERSECTION

LANE GROUP

EASTBOUND THROUGH RIGHT

WESTBOUND LEFT THROUGH

NORTHBOUND

INTERSECTION


EXISTING

A

C

1993 BUILD

A

E

1993 BUILD

WI IMPTS

A A

A A

C

A


EXISTING

A

E

1993 BUILD

B

F

1993 BUILD

WI IMPTS

C B

B B

C

B

NOTE: 1993 IMPROVEMENTS CALL FOR SIGNALIZATION OF THE US 30/S0UTH BAILEY ROAD INTERSECTION. THEREFORE, LEVEL OF SERVICE IS NOT COMPARABLE BETWEEN EXISTING AND FUTURE CONDITIONS BECAUSE THE HIGHWAY CAPACITY METHODOLOGY FOR SIGNALIZED AND UNSIGNALIZED INTERSECTIONS IS DIFFERENT.


Table F-6: SOUTH BAILEY ROAD/HAZELWOOD A VENUE

LANE GROUP

EASTBOUND

NORTHBOUND LEFT

LANE GROUP

EASTBOUND

NORTHBOUND LEFT


EXISTING

A

A

1993 BUILD *

A

A

1993 BUILD

WI IMPTS*

A

A


EXISTING

A

A

1993 BUILD *

c

A

1993 BUILD

WI IMPTS*

c

A

* BASED ON THE TRANSIT PEAK HOUR


APPENDIX G

LEVEL OF SERVICE (LOS) CALCULATION WORKSHEETS

PAGE G-l


US 30 (LINCOLN HIGHW A Y)/N BAILEY ROAD

INCLUDES:

EXISTING CONDITIONS 1993 WITH TRAIN, NO IMPROVEMENTS 1993 WITH TRAIN, WITH IMPROVEMENTS

PAGE G-3


Table G-l: LEVEL OF SERVICE (LOS) ANALYSIS SIGNALIZED INTERSECTIONS

PAGE G-5

INTERSECTION: US 30 (LINCOLN HIGHWAy)/NORTH BAILEY ROAD TIME: AM PEAK HOUR COMMENT: EXISTING CONDITIONS

No. Lanes Volumes Lane width RTOR Vols

Northbound L T R

Phase combination 1 NB Left

Thru Right Peds

SB Left * Thru Right * Peds

EB Right WB Right Green 13A Yellow/A-R 5 Lost Time 1.5 CYcle Length: 80 secs

2

Southbound L T R

Eastbound L T R

1 71

11.0

Signal 3

111 127 143 377

12.0 12.0 12.0 '0

Operations 4 I

I IEB Left I Thru I I Right I I Peds I IWB Left I Thru I I Right I

Peds NB Right SB Right Green Yellow/A-R

5

* *

6A 3

Lost Time 0.0 Phase combinatlon order: #1 #5

o

6

* *

* *

Westbound L T R

1 1 313 54

12.0 12.0 o

7 8

48A 5

1.5 #6

-----------------------------------------------------------------------Intersection Performance Summary

Lane Group: Adj Sat vjc g/c Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ------- ----- ----- ----- -----

SB L 1454 300 0.26 0.21 20.4 C 19.2 C R 1499 309 0.46 0.21 18.6 C

EB L 1684 189 0.00 0.78 0.0 A 1.3 A T 1773 1374 0.30 0.77 1.7 A

WB T 1755 1130 0.31 0.64 4.1 A 4.0 A R 1492 960 0.06 0.64 3.4 A

Intersection Delay = 5.5 (sec/veh) Intersection LOS = B

PAGE G-6 THORNDALE TRAIN STATION TRAFFIC STUDY

Table G-2: LEVEL OF SERVICE (LOS) ANALYSIS SIGNALIZED INTERSECTIONS

INTERSECTION: US 30 (LINCOLN HIGHWA y)/NORTH BAILEY ROAD TIME: PM PEAK HOUR COMMENT: EXISTING CONDITIONS

No. Lanes Volumes Lane Width RTOR Vols

Northbound L T R


Thru Right Peds

SB Left Thru Right Peds

EB Right

*

*

2

Southbound L T R

Eastbound L T R

1 142

11.0

1 270

12.0 o

1 1 225 516

12.0 12.0

Signal operations 3 4 I

IEB I

Left Thru

~ Right Peds

WB Left Thru Right Peds

NB Right SB Right

5

* *

Green 9A IYellow/A-R 3

WB Right Green Yellow/A-R Lost Time

17A 5

1.5 CYcle Length: 80 secs

I Lost Time 0.0 Phase combination order: #1 #5

Intersection Performance Summary Lane Group: Adj Sat vic g/c

Westbound L T R

o

6

* *

* *

41A 5

1.5 #6

1 554

12.0

7

1 159

12.0 o

8

Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ------- ----- ----- ----- -----

SB L 1477 378 0.38 0.26 19.0 C 20.2 C R 1522 390 0.71 0.26 20.8 C

EB L 1684 253 0.00 0.72 0.0 A 2.0 A T 1773 1285 0.41 0.73 2.9 A

WB T 1782 991 0.57 0.56 8.0 B 7.5 B R 1515 843 0.19 0.56 5.7 B




PAGE G-7

INTERSECTION: US 30 (LINCOLN HIGHWA y)/NORTH BAILEY ROAD TIME: AM PEAK HOUR COMMENT: 1993 WITH TRAIN, NO IMPROVEMENTS

Northbound I Southbound Eastbound Westbound I L T R I L T R L T R L T R I

---- ---- ----1----No. Lanes I 1 1 1 1 1 1 I Volumes I 76 206 168 461 423 58 I Lane Width 111.0 12.0 12.0 12.0 12.0 12.0 RTOR Vols I 0 0 0 I

Signal Operations Phase combination 1 2 3 4 I 5 6 7 8 I NB Left IEB Left * *

Thru I Thru * * I Right I Right I Peds I Peds I

SB Left * IWB Left Thru Thru * Right * Right * Peds Peds

EB Right NB Right WB Right SB Right Green 13A Green 6A 48A Yellow/A-R 5 Yellow/A-R 3 5 Lost Time 1.5 Lost Time 0.0 1.5 Cycle Length: 80 secs Phase combinatlon order: #1 #5 #6 -----------------------------------------------------------------------

Intersection Performance Summary Lane Group: Adj Sat vic glc Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ------- ----- ----- ----- -----

SB L 1454 300 0.28 0.21 20.5 C 23.4 C R 1499 309 0.74 0.21 24.5 C

EB L 1684 189. 0.00 0.78 0.0 A 1.4 A T 1773 1374 0.37 0.77 1.9 A

WB T 1755 1130 0.42 0.64 4.6 A 4.5 A R 1492 960 0.07 0.64 3.4 A




INTERSECTION: US 30 (LINCOLN HIGHWAy)/NORTH BAILEY ROAD TIME: PM PEAK HOUR COMMENT: 1993 WITH TRAIN, NO IMPROVEMENTS


Northbound L T R


Thru Right Peds


EB Right WB Right Green 17A Yellow/A-R 5 Lost Time 1.5 Cycle Length: 80 secs

2

Southbound L T R

Eastbound L T R

1 153

11.0

1 303

12.0 o

1 1 306 677

12.0 12.0 \

Signal operations 3 4 I 5 I

IEB Left * I Thru * Right Peds

WB Left Thru Right Peds

NB Right SB Right Green 9A Yellow/A-R 3 Lost Time 0.0

Phase combinatlon order: #1 #5

o

6

* *

* *

Westbound L T R

1 675

12.0

7

1 171

12.0 o

8

41A 5

1.5 #6


Lane Group: Adj Sat vic g/c Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ------- ----- ----- ----- -----

SB L 1477 378 0.41 0.26 19.2 C 22.5 C R 1522 390 0.79 0.26 24.1 C

EB L 1684 253 0.44 0.72 4.2 A 3.7 A T 1773 1285 0.54 0.73 3.5 A

WB T 1782 991 0.70 0.56 9.6 B 8.8 B R 1515 843 0.21 0.56 5.8 B




INTERSECTION: US 30 (LINCOLN HIGHWAY)/NORTH BAILEY ROAD TIME: AM PEAK HOUR COMMENT: 1993 WITH TRAIN, WITH SIGNAL IMPROVEMENTS

PAGE G-9

I Northbound Southbound Eastbound Westbound I I L T R L T R L T R L T R I 1 ____ ---- ----I

No. Lanes I 1 1 1 1 1 1 I Volumes I 76 206 168 461 423 58 I Lane Width I 11.0 12.0 12.0 12.0 12.0 12.0 I RTOR Vols I 0 0 0 I

Signal Operations Phase combination 1 2 3 4 I 5 6 7 8 I NB Left IEB

I Left * * Thru I Thru *. * I Right I Right I Peds I Peds I

SB Left * IWB Left Thru I Thru * I Right * I Right * I Peds I Peds I

EB Right INB Right WB Right ISB Right Green 15A I Green 7A 45A Yellow/A-R 5 IYellow/A-R 3 5 Lost Time 1.5 I Lost Time 0.0 1.5 CYcle Length: 80 secs Phase combination order: #1 #5 #6 -----------------------------------------------------------------------

Intersection Performance Summary Lane Group: Adj Sat vic g/c Approach: Mvrnts Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ------- ----- ----- ----- -----

SB L 1454 336 0.25 0.23 19.2 C 20.3 C R 1499 347 0.66 0.23 20.7 C

EB L 1684 210 0.00 0.75 0.0 A 1.7 A T 1773 1330 0.39 0.75 2.4 A

WB T 1755 1064 0.44 0.61 5.6 B 5.5 B R 1492 905 0.07 0.61 4.2 A


PAGE G-lO THORNDALE TRAIN STATION TRAFFIC STUDY


INTERSECTION: US 30 (LINCOLN HIGHWAY)/NORTH BAILEY ROAD TIME: PM PEAK HOUR COM.M:ENT: 1993 WITH TRAIN, WITH SIGNAL IMPROVEMENTS

Northbound L T R

Southbound L T R

Eastbound L T R

Westbound L T R



Thru Right Peds


EB Right WB Right Green 19A YellowjA-R 5 Lost Time 1.5 CYcle Length: 80 secs

2

1 153

11.0

1 303

12.0 o

1 1 306 677

12.0 12.0

Signal Operations 3 4 I 5 I

IEB Left * I Thru * I I Right I I Peds I IWB Left

Thru Right Peds

NB Right SB Right Green 9A YellowjA-R 3 Lost Time 0.0

Phase combinatlon order: #1 #5

o

6

* *

* *

39A 5

1.5 #6

1 675

12.0

7

1 171

12.0 o

8


Lane Group: Adj Sat vjc gjc Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ------- ----- ----- ----- -----

SB L 1477 415 0.38 0.28 17.8 C 19.4 C R 1522 428 0.72 0.28 20.2 C

EB L 1684 253 0.56 0.70 6.6 B 4.9 A T 1773 1241 0.56 0.70 4.2 A

WB T 1782 947 0.73 0.53 10.9 B 10.0 B R 1515 805 0.22 0.53 6.4 B

Intersection Delay = 9.7 (secjveh) Intersection LOS = B


US 30 (LINCOLN lllGHWAY)/S BAILEY ROAD

INCLUDES:

EXISTING CONDmONS 1993 WITH TRAIN, NO Th1PROVEMENTS 1993 WITH TRAIN, WITH Th1PROVEMENTS

PAGE G-ll

THORNDALE TRAIN STATION TRAFFIC STUDY PAGE G-13

Table G-7: LEVEL OF SERVICE (LOS) ANALYSIS UNSIGNALIZED INTERSECTIONS

INTERSECTION: US 30 (LINCOLN HIGHWAY)/SOUTH BAILEY ROAD TIME: AM PEAK HOUR COMMENT: EXISTING CONDITIONS

CAPACITY AND LEVEL-OF-SERVICE

POTEN- ACTUAL FLOW- TIAL MOVEMENT SHARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY

MOVEMENT v (pcph) c (pcph) c (pcph) c (pcph) c = c - v LOS P M SH R SH

------- -------- --------- ------------ ------------ ---

MINOR STREET

NB LEFT 40 232 222 > 222 > 182 > D > 390 > 265 >C

RIGHT 85 600 600 > 600 > 515 > A

MAJOR STREET

WE LEFT 60 794 794 794 734 A



INTERSECTION: US 30 (LINCOLN HIGHW A Y)/SOUTH BAILEY ROAD TIl\fE: PM PEAK HOUR COM.MENT: EXISTING CONDITIONS




------- -------- --------- ------------ ------------ ---MINOR STREET

NB LEFT 33 91 75 > 75 > 41 > E > 215 > 64 >E

RIGHT 117 462 462 > 462 > 345 > B

MAJOR STREET

WB LEFT 157 631 631 631 474 A



PAGE G-15

INTERSECTION: US 30 (LINCOLN HIGHWA Y)/SOUTH BAILEY ROAD TIME: AM PEAK HOUR COMMENT: 1993 WITH TRAIN, NO IMPROVEMENTS


MOVEMENT

MINOR STREET

NB LEFT

RIGHT

MAJOR STREET

WE LEFT

FLOWRATE v (pcph)

51

127

206

POTEN"TIAL CAPACITY c (pcph)

P

152

548

724

ACI'UAL MOVEMENT CAPACITY c (pcph)

M

119

548

724

SHARED CAPACITY

c (pcph) SH

> 119 > > 270 > > 548 >

724

RESERVE CAPACITY

c = c - v R SH

LOS

68 > E 92 >E

421 > A

518 A



INTERSECTION: US 30 (LINCOLN HIGHWAy)/SOUTH BAILEY ROAD TIME: PM PEAK HOUR COMMENT: 1993 WITH TRAIN, NO IMPROVEMENTS



MOVEMENT v(pcph) c (pcph) c (pcph) c (pcph) c = c - v LOS P M SH R SH

------- -------- --------- ------------ ------------ ---

MINOR STREET

NB LEFT 68 72 51 > 51 > -17 > F > 163 > -160 >F

RIGHT 256 395 395 > 395 > 139 > D

MAJOR STREET

WE LEFT 201 548 548 548 347 B

THORNDALE TRAIN STATION TRAFFIC STUDY PAGE G-I7

Table G-U: LEVEL OF SERVICE (LOS) ANALYSIS SIGNALIZED INTERSECTIONS

INTERSECTION: US 30 (LINCOLN HIGHWA Y)/SOUTH BAILEY ROAD TIME: AM PEAK HOUR COMMENT: 1993 WITH TRAIN, WITH SIGNAL IMPROVEMENTS

I Northbound Southbound Eastbound Westbound I I L T R L T R L T R L T R I 1---- ---- ---- ---- ---- ----

No. Lanes I > < 1 1 1 1 I Volumes I 50 125 494 63 200 407 I Lane Width I 13.0 13.0 12.5 10.5 12.5 I RTOR Vols I 0 0 0 I

Signal Operations Phase combination 1 2 3 4 I 5 6 7 8 I NB Left * IEB Left

Thru I Thru * I Right * I Right * I Peds I Peds I

SB Left IWB Left * * Thni Thru * * Right Right Peds Peds

EB Right NB Right WB Right SB Right Green 17A Green 7A 43A Yellow/A-R 5 Yellow/A-R 3 5 Lost Time 1.5 Lost Time 0.0 1.5 cycle Length: 80 secs Phase combinatlon order: #1 #5 #6 -----------------------------------------------------------------------

Intersection Performance Sunnnary Lane Group: Adj Sat vic g/c Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ------- ----- ----- ----- -----

NB LR 1283 329 0.57 0.26 18.2 C 18.2 C EB T 1808 1051 0.50 0.58 4.9 A 4.7 A

R 1514 880 0.08 0.58 3.5 A WB L 1584 198 0.00 0.71 0.0 A 1.3 A

T 1781 1291 0.34 0.73 1.9 A Intersection Delay = 4.9 (sec/veh) Intersection LOS = A



INTERSECTION: TlJ\!IE: COMMENT:

US 30 (LINCOLN HIGHW AY)/SOUTH BAILEY ROAD PM PEAK HOUR 1993 WITH TRAIN, WITH SIGNAL IMPROVEMENTS

Northbound L T R

Southbound L T R

Eastbound L T R

Westbound L T R

---- ---- ---- ---- ---- ---- ----

No. Lanes > < 1 1 1 1 Volumes 67 253 734 71 200 763 Lane Width 13 .0 13 .0 12.5 10.5 12.5 RTOR Vols 0 0 0

Signal Operations Phase combination 1 2 3 4 5 6 7 8 NB Left * EB Left

Thru Thru * Right * Right * Peds Peds

SB Left WE Left * * Thru Thru * * Right Right Peds Peds

EB Right NB Right WE Right SB Right Green 23A Green 9A 35A YellowjA-R 5 YellowjA-R 3 5 Lost Time 1.5 Lost Time 0.0 1.5 Cycle Length: 80 secs Phase combinatlon order: #1 #5 #6 -----------------------------------------------------------------------

Intersection Performance Summary Lane Group: Adj Sat vjc gjc Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ------- ----- ----- ----- -----

NB LR 1282 425 0.79 0.33 21.5 C 21.5 C EB T 1835 883 0.88 0.48 16.5 C 15.5 C

R 1537 740 0.10 0.48 5.3 B WE L 1616 242 0.50 0.63 7.4 B 5.9 B

T 1818 1182 0.68 0.65 5.5 B Intersection Delay = 12.0 (secjveh) Intersection LOS = B


SOUTH BAILEY ROADIHAZELWOOD AVENUE

INCLUDES:

EXISTING CONDmONS -1993 WITH TRAIN, NO IMPROVEMENTS



INTERSECTION: SOUTH BAILEY ROAD/HAZELWOOD AVENUE TIME: AM PEAK HOUR COMMENT: EXISTING CONDITIONS


MOVEMENT

MINOR STREET

EB LEFT

RIGHT

MAJOR STREET

NB LEFT

FLOWRATE v (pcph)

73

4

9

POTENTIAL CAPACITY c (pcph)

P

786

996

999

ACTUAL MOVEMENT CAPACITY c (pcph)

M

782

996

999

>

SHARED CAPACITY

c (pcph) SH

782 >

RESERVE CAPACITY

c = c - v R SH

LOS

709 > A > 791 > 714 >A > 996 > 992 > A

999 990 A



INTERSECTION: SOUTH BAILEY ROAD/HAZELWOOD AVENUE TIME: PM PEAK HOUR COMMENT: EXISTING CONDITIONS


MOVEMENT

MINOR STREET

EB LEFT

RIGHT

MAJOR STREET

NB LEFT

FLOWRATE v (pcph)

104

9

12

POTENTIAL CAPACITY c (pcph)

P

714

957

984

ACTUAL MOVEMENT CAPACITY c (pcph)

M

709

957

984

>

SHARED CAPACITY

c (pcph) SH

709 >

RESERVE CAPACITY

c = c - v R SH

LOS

605 > A > 724 > 611 >A > 957 > 948 > A

984 972 A



INTERSECTION: SOUTH BAILEY ROAD/HAZELWOOD A VENUE TIME: AM PEAK HOUR COMMENT: 1993 WITH TRAIN, NO IMPROVEMENTS


POTEN- ACWAL FLOW- TIAL MOVEMENT SHARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY

MOVEMENT v (pcph) c (pcph) c (pcph) c (pcph) c = c - v P M SH R SH

------- -------- --------- ------------ ------------

MINOR STREET

PAGE G-23

LOS

---

EB LEFT 114 592 545 > 545 > 464 > A

RIGHT 13 863 863

MAJOR STREET

NB LEFT 93 755 755

> 550 >

> 467 863 >

755

>A 860 > A

662 A



INTERSECTION: SOUTH BAILEY ROAD/HAZELWOOD AVENUE TIME: PM PEAK HOUR COMMENT: 1993 WITH TRAIN, NO IMPROVEMENTS


POTEN- ACWAL FLOW- TIAL MOVEMENT SHARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY


------- -------- --------- ------------ ------------ ---

MINOR STREET

EB LEFT 379 712 706 > 706 > 327 > B > 741 > 278 >C

RIGHT 85 952 952 > 952 > 867 > A

MAJOR STREET

NB LEFT 23 977 977 977 963 A

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THORNDALE TRAIN STATION TRAFFIC STUDY · Thorndale Train Station were analyzed under future conditions. For the traffic impact analysis, AM and PM peak period turning movements at