Right-of-way impacts will be determined after environmental clearance has been awarded.
If your property is impacted, you will be contacted by the PennDOT acquisition team, and PennDOT’s acquisition team will listen to all of your issues and involve the engineering team during that negotiation process to make sure that the best solution is put in place for any impacted property owners.
Additional information on PennDOT’s land acquisition process can be found at the following link: PennDOT Pub 83.
For the cemetery, the frontage road from Parkvale south would be converted to a two-lane driveway. We were told that is the way their precessions prefer to go, and that is the front entrance or the frontage for the cemetery. The back entrance off of Old Lincoln Highway will also still be accessible.
Regarding the Sinclair gas station, we will be maintaining the section of frontage road between Bellevue Avenue and the station to allow for access out to Bellevue Avenue. To access the gas station from Route 1, you would use the interchange like any normal limited-access highway.
We have done some preliminary studies regarding traffic control through the corridor. It won’t necessarily be sequential from south to north, nor will it be done all at once.
There will be certain sections that are easier to work on because we do have to maintain two lanes of U.S. 1 traffic through the corridor at all times, during high traffic times, peak hour times, and sometimes during the daytime hours.
The project will be a little more patchwork. It will be completed in as big of sections as possible to be convenient and more efficient for the contractor.
Our updated traffic analysis shows the same level of service for the build and no-build conditions. Prep-analysis has levels of service A through F, with A being the best and F being the worst. Our level of service for both the build and no-build conditions at Pine Street and Maple Avenue is rated C. Our projections show that the signal will not get much worse.
The new signals are projected to be level of service B, which is a very good level of service. Our traffic analysis shows that they will operate well. It should be noted that with the two new signals, they will be coordinated to work together, so when someone gets a green arrow at one, the next light they reach will also be green.
A roundabout is a traffic calming feature used as an alternative to stop signs. There are increased safety benefits with roundabouts versus stop control or signal control. Due to the low-volume roadways in the area, traffic analysis and models have shown that the mini roundabout functions very well. It helps slow traffic while keeping it flowing as drivers traverse around the central island.
Another benefit is that roundabouts fit within primarily the existing footprint of a smaller intersection, so this limits any adjacent property impacts to be minimal.
Roundabouts also maintain truck turning movements if a bigger truck needs to turn through the intersection by using the center island. All islands would be raised with a truck apron curb. So, it’s mountable, but not desirable for a passenger vehicle to travel on.
Please click the following link and navigate to slide 18. Project Presentation
In this particular example, you can see the proposed typical section traveling north has eleven-foot travel lanes with a three-foot outside shoulder. This choice was made after multiple options were discussed with Langhorne Borough.
By closing the northbound left turn lane, a mountable median can be constructed, which would also count as a pedestrian refuge, so pedestrians would only have to cross one lane of traffic at a time. In addition, new crosswalk markings, a rectangular rapid flashing beacon, and solar-powered lights would be triggered to get the attention of motorists whenever someone is crossing the road.
An alternative option is to not install the median, but maintain the left turn lane and crosswalk with the rapid flashing beacon. We are looking at potential bulb-outs that would potentially narrow the shoulders from three feet to just one foot at the intersection. Northbound Flowers Avenue currently has one-foot shoulders, so the bulb-out would only be possible on the southern side of the intersection. Various options are being considered that combine some of those different aspects to aid in traffic calming.
That was addressed through our origin-destination study, where we analyzed additional intersections as part of our updated traffic analysis. There will be additional local traffic on Gillam Avenue, but we are not finding that it will cause increased delays.
The Maple Avenue interchange with U.S. 1 will remain in its current state. That intersection was reconstructed in 2014 and will remain open during construction.
The RC3 project will add an auxiliary lane to the intersection, which will add a weave lane between the Route 213 interchange and the Route 413 off-ramp interchange. You would still enter U.S. 1 from Route 213, Maple Avenue.
This was a design decision made by PennDOT based on maintaining access to the driveways north of Park Avenue and Timber Lane. Once north of Fox Court, there is no property access onto the service road heading north, so there is no reason to continue the service road at that point.
The proposed roundabout at West Highland Avenue has traffic calming effects that will reduce speeds for drivers traversing the roundabout, especially with this being a standard roundabout at this location.
No additional measures are currently being looked at beyond what is shown on the plan at this point. Traffic heading west on West Highland Avenue encounters stop-controlled intersections that are controlled by the Langhorne Manor borough.
Within the confines of the project limits, we are doing as much as we can to slow and calm down traffic heading onto West Highland Avenue.
