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65 Pages·2010·5.28 MB·English

CARLISLEPIKE BRIDGEORRRS
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ANPATTO GATEDWRAY E(E) 11 C(C) C(D)CENTR ET
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LEGEND FIGURE # 2.7 Level of Service –
A(B) Signalized Intersection Overall Level of Service AM (PM) Existing Conditions
d(e) Unsignalized Intersection Lowest Approach Level of Service am (pm) Location: Cumberland County, PA
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SIMPSON FERRY ROAD B(C)
WESLEYDRIVE G ETTYSB U R G R O A D
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C(C) ROHILLATE
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LEGEND FIGURE # 2.8 Level of Service –
A Signalized Intersection Overall Level of Service Existing Conditions
d Unsignalized Intersection Lowest Approach Level of Service Location: Cumberland County, PA
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Page 35Existing Conditions ndustrial Park Drive and Railroad Avenue to the point where they exited the network onto 5 or PA 581) until they reached their destination. Vehicles were also followed from :00 PM. The trucks were followed from the point that they entered the network (from US rocess took place on Thursday May 31, 2007 from 7:00AM to 12:00 PM and 1:00 PM to ntering and exiting Industrial Park Drive and Railroad Avenue. The data collection nd Design Support Services followed trucks throughout the network, including trucks ata, a vehicle following method was proposed. Data collectors from McCormick Taylor he revised approach for the O-D focused on truck travel patterns. In order to collect this nformation than could have been obtained in the original interview O-D study proposed) s sufficient information was known for the automobile travel patterns (significantly more ith this additional information, a new approach was proposed to complete the O-D study. heir home zip code is shown in Figure 2.9.he study area. The percent of employees traveling into the CLASH study area based on pplied using GIS to determine how commuters, generally automobile traffic, are accessing ocal residence to their employers and local employees to their residence. This data was n working with the West Shore Tax Bureau, zip code information was obtained that linked data would be complied. locations, driver cooperation, and survey rate; only a small fraction of truck traffic Minimum survey capture rate for truck traffic. Due to the constrained survey (cid:2)vehicles an hour, not even 1% of the traffic volume would be captured. Minimum survey capture rate. It was estimated even if each surveyor interviewed 4 (cid:2)congested people may view the survey as an intolerable delay.Concern with driver frustration and in-cooperation; as the study area is already (cid:2)narrow lanes and high truck traffic. Safety concerns over having surveyors along the roadway with the combination of (cid:2)shoulder is available. Minimal room available to stop vehicles along the shoulder; in some cases no (cid:2)questions.address, roadway names, or travel information to directly answer the survey Concern with the quality of data obtained. Often drivers do not know street the (cid:2)n planning the O-D study, several concerns arose. 0:00AM and 2:00PM to 6:00PM to capture both commuter and commercial vehicle travel. urveyors. It was also assumed that the survey would be conducted from 6:00AM to ohn’s Church Road (#15)) to be cost-effective and to assure the safety of the motorist and namely Trindle Road and St. John’s Church Road (#9) and Simpson Ferry Road and St. nitially, the O-D study was to be conducted at a limited number of signalized intersections nderstand the existing travel patterns. n Origin–Destination (O-D) study was conducted within the CLASH study area to better O-D Study
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Page 37Existing Conditions reight traveling within the study area.maller businesses with loading docks, and several others also increase the amount of hich ship freight in the study area. The remaining large trucking firms, local deliveries, ach survey can be found in Appendix E. This is only a cross-section of the businesses irms were called. Information was only obtained from 3 out of the 5 firms. The results of tudy area and their ultimate destination outside of the study area. A total of 5 trucking esigned to gain a better understanding of the quantity of vehicles traveling through the tudy area and ascertaining their freight travel patterns for a typical day. The interview was he interview process consisted of calling several of the large trucking firms within the Truck Company Interviews ourse of the study is shown on Figures2.10 and 2.11.ound in Appendix D. The quantity of trucks which used a specific link throughout the ontaining the raw truck data that was collected as well as summary tab sheets can all be r the truck did not turn into a destination such as a shopping center). The excel tables ecorded; with around 260 being deemed “usable” (the truck was not “lost” in the network ithout causing a large disruption to traffic flow. In the end, almost 300 truck paths were reight within the study area and their destinations outside the study area was obtained sing a survey of this type, a large quantity of detailed information about the movement of pproximate travel times were recorded. ddition to noting the truck travel path, general information about the truck was noted and S 15 or PA 581. In both cases, their direction along US 15 and PA 581 was noted. In
CARLISLEPIKE 42 BRIDGEORRRS
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FIGURE #2.10 O-D Link Volumes
LEGEND
Study Intersection Signalized Existing Conditions
Study Intersection Unsignalized Location: Cumberland County, PA
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FIGURE #2.11O-D Link Volumes
LEGEND
Existing Conditions
Study Intersection Signalized
Location: Cumberland County, PA
Study Intersection Unsignalized
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Page 40Existing Conditions ntersection results. he 16 signalized intersections in the corridor were analyzed. Table2.2 summarizes the overall t the intersection, the average stopped delay per vehicle will exceed 55 seconds. ntersections with an overall LOS below D indicate that during the peak 15-minute travel period esirable, a LOS of E is acceptable for areas that experience heavily congested peak periods. etter is generally desirable for a signalized intersection in an urban area. Although LOS of D is he LOS at signalized intersections ranges from A to F. An overall intersection LOS of D or tated in terms of delay per vehicle for the peak 15-minute analysis period. rivers’ discomfort and frustration, fuel consumption, and lost travel time. LOS criteria are he LOS at signalized intersections is defined in terms of delay. Delay is a measure of the ntersections, and traffic signals operating in coordination.through SimTraffic) the affects of vehicles queuing, the interaction between closely spaced oftware was appropriate to analyze the corridor as Synchro can effectively analyze and model he Department. The study team discussed the use of this analytical tool and agreed that the s per PennDOT Strike-Off Letter 470-04-02, Synchro software is recognized and supported by he Level of Service (LOS) and intersection delay that is provided to traffic at the intersection. ynchro 6.0 (Build 614) software was used to apply the general HCM methodology and to derive anual (HCM) that describes the operation of intersections controlled by traffic signals. he intersection analysis utilized the methodology established in the 2000 Highway Capacity . Capacity Analysis and Methodology
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Page 41Existing Conditions pen Space/Recreation, Industrial, Public/Semi-Public, Agricultural and Vacant land. ave been mapped include Residential, Commercial Retail, Commercial Services, Commercialap was prepared (Figure2.12). Land use categories that exist within the study area, and whichumberland County. The land use within the study area was verified in the field and a Land Usehe existing land use information is based on the land use GIS mapping obtained from . Land Use . Local Business and Environmental Characteristics echnical Files, Section 2. he Synchro files used to generate the LOS and capacity analysis are included on the CD in the Delay is expressed in terms of "seconds per vehicle". (cid:2)Synchro v.6, Build 614. HCM Delay and Level-of-Service values are for the overall intersection, as generated by(cid:2)otes: 19 Gettysburg Rd. & Locust St. 16.7 B 22.2 C 18 Gettysburg Rd. & Wesley Dr. 23.6 C 26.6 C 17 Simpson Ferry Rd. & St. John's Church Rd. 27.9 C 30.2 C 14 Simpson Ferry Rd. & Sheely Ln./Wesley Dr.42.3 D 48.9 D 13 Trindle Rd. & 32nd St. 198.5 F 206.9 F 10 Trindle Rd. & St. John's Church Rd. 31.3 C 34.5 C 9 Trindle Rd. & Railroad Ave. 19.3 B 15.0 B 8 Trindle Rd. & Sporting Hill Rd. 18.3 B 21.2 C 7 Trindle Rd. & Sheely Lane 35.0 C 36.1 D 6 Carlisle Pike & 32nd St. 52.6 D 182.7 F 51 Carlisle Pike & Central Blvd. 22.8 C 38.2 D 5 Carlisle Pike & Orr's Bridge Rd. 27.7 C 26.7 C 4 Carlisle Pike & St. John's Church Rd. 24.3 C 26.7 C 3 Carlisle Pike & Sporting Hill Rd. 55.7 E 63.1 E 2 Carlisle Pike & PA 581 off-ramp 36.8 D 126.6 F 1 Carlisle Pike & Van Patton Rd. 19.7 B 18.5 B Node Name DelayLOS Delay LOS Intersections AM PM 2007 Existing Conditions able 2.2 – Existing Overall Intersection LOS and Delay Summary
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