Archives: FAQs

The purpose of this project is to address safety along U.S. 1 through the frontage road corridor section. Traffic studies identified it as an unsafe, with numerous incidents of crashes, some with fatalities.

At this point, PennDOT is treating potential SEPTA service cuts as a completely separate item from the studies. The studies can only deal with factual data about current traffic and how traffic can be expected to increase over time. However, PennDOT does coordinate with SEPTA on bus stop locations along Route 413.

The materials presented at the public meeting can be found on the Spring 2025 Virtual Public Meeting page.

That cul-de-sac will be a Hammerhead design, but with a slightly different orientation because the connecting road is rotated to near a 90-degree angle. A Hammerhead design features a T-shaped/Hammerhead layout that allows for vehicle turn-arounds but without a full circular area.

This project includes extensive pedestrian and bicycle accommodations. Many new sidewalk connections, ADA ramps provided, pavement markings for crosswalks, and pedestrian signals will be installed. Within the limits of the project, we are accommodating pedestrians and bicycles to the fullest extent possible.

Based on initial indications, the U.S. 1 mainline bridge over Highland Avenue and the bridge carrying Route 413 (Pine Street) over U.S. 1 will be staged construction.

The West Interchange Road bridge and the Corncrib Lane bridge will most likely be replaced using detours. With the lower volumes of traffic, the contractor can demolish and reconstruct the bridges faster than a staged construction.

This is still under analysis.

As part of this project, PennDOT is updating signal timings and coordinating the signals so the cars stay together and reach green lights in succession to get the cars through more efficiently. Additionally, the left-turn lane north on Route 413 to Route 213 will be extended to help store some of the left-turning vehicles for the additional queuing that is expected in the build condition.

When talking about the level of service, that means how much delay will occur. The delay is expected to increase by one second, but the traffic at the intersection is not projected to increase. Traffic is expected to be redistributed, with slightly more traffic on Route 413 and slightly less on Route 213. Additionally, acceptable levels of service are defined in PennDOT publications so that they are consistent across the state.

The previous construction from 2014, at the Maple Avenue/ Route 213 interchange, is not known to have increased traffic. Any increase in traffic at that interchange is due to natural population growth and development.

We do not see any additional major development coming into this area to create traffic generation beyond natural population growth. Any potential development is included in the traffic study using DVRPC’s traffic volume model that takes into account any potential development increase in our traffic numbers.

PennDOT is coordinating with DVRCP to verify that there have not been any additional changes to the traffic model since the last coordination.

 

PennDOT is not allowed to restirct traffic on a state road because roadways are state-owned and every taxpayer has the right to use the roads. If there is a very specific roadway in the project that PennDOT is informed of, they can always inquire further.