Archives: FAQs

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.

Studies estimate a 10% increase in traffic on Route 413 at the PM peak travel hours. Almost all of the northbound traffic turns left onto Route 213. There will be a slight reduction in traffic on Maple Avenue. The intersection will be balanced, and the volume passing through the intersection will be essentially the same.

This has not been determined yet. PennDOT is coordinating with the school district, although it is too early in the design process to review the effects on bus routes. Bus stops along the frontage road will be safer because there will be less high-speed traffic on the frontage roads. Any buses that were using the service road to get to the school will use U.S. 1 and get off at the new interchange at the south end of the project.

Any commitments to construct a sound wall will not be made until the final design phase of the project. Noise abatement is analyzed through the preliminary design phase. Once a sound wall is considered, the affected communities will be given the opportunity to provide feedback, including support or opposition to potential sound walls. At the same time, the heights are based on the abatement potential and acoustic profiles of the area.