existing transportation facilities report - co.berks.pa.us · pdf fileexisting transportation...

©Herbert, Rowland & Grubic, Inc., 2012

369 East Park Drive Harrisburg, PA 17111 (717) 564-1121 www.hrg-inc.com

JUNE 2012

EXISTING TRANSPORTATION FACILITIES REPORT

FOR

ALLENTOWN PIKE / FIFTH STREET HIGHWAY

REVITALIZATION STUDY

MUHLENBERG TOWNSHIP BERKS COUNTY, PA

HRG Project No. R005683.0425


FOR ALLENTOWN PIKE / FIFTH STREET HIGHWAY


MUHLENBERG TOWNSHIP BERKS COUNTY, PA

PREPARED BY: Herbert, Rowland & Grubic, Inc.

STAFF PROFESSIONALS: BENJAMIN J. BRUBAKER, P.E. PAUL F. WOOD, P.E. SUPERVISING ENGINEERS: ERIC J. STUMP, P.E., PTOE CHRISTOPHER K. BAUER, P.E., PTOE

JUNE 2012

HRG PROJECT NO.: R005683.0425

Existing Transportation Facilities Report For Allentown Pike / Fifth Street Highway Revitalization Study Muhlenberg Township, Berks County, Pennsylvania




TABLE OF CONTENTS PAGE EXECUTIVE SUMMARY ............................................................................................................................ i INTRODUCTION ...................................................................................................................................... 1 ROADWAY SEGMENT OPERATIONAL CONDITIONS ............................................................................... 3 ROADWAY SEGMENT 1 (4-LANE HIGHWAY) ............................................................................. 3

� Roadway Segment Description ........................................................................................................ 3 � Roadway Network Description ........................................................................................................ 4 � Capacity Analyses ............................................................................................................................ 5 � Transit Facilities ............................................................................................................................... 5 � Miscellaneous Geometric and Operational Concerns....................................................................... 5

ROADWAY SEGMENT 2 (3-LANE HIGHWAY) ............................................................................. 6 � Roadway Segment Description ........................................................................................................ 6 � Roadway Network Description ........................................................................................................ 7 � Capacity Analyses ............................................................................................................................ 7 � Transit Facilities ............................................................................................................................... 8 � Miscellaneous Geometric and Operational Concerns....................................................................... 8

ROADWAY SEGMENT 3 (5-LANE HIGHWAY) ........................................................................... 10 � Roadway Segment Description ...................................................................................................... 10 � Roadway Network Description ...................................................................................................... 11 � Capacity Analyses .......................................................................................................................... 11 � Transit Facilities ............................................................................................................................. 12 � Miscellaneous Geometric and Operational Concerns..................................................................... 13

ROADWAY SEGMENT 4 (5-LANE HIGHWAY WITH MEDIAN) ................................................... 14 � Roadway Segment Description ...................................................................................................... 14 � Roadway Network Description ...................................................................................................... 14 � Capacity Analyses .......................................................................................................................... 15 � Transit Facilities ............................................................................................................................. 16 � Miscellaneous Geometric and Operational Concerns..................................................................... 16

PEDESTRIAN AND NON-MOTORIZED FACILITIES ................................................................................ 17 � Pedestrian Facilities at Signalized Intersections ............................................................................. 17 � Sidewalk Locations ........................................................................................................................ 17 � Shoulder Adequacy ........................................................................................................................ 18

ACCESS MANAGEMENT ........................................................................................................................ 20 � Roadway Segment 1 – Access Management .................................................................................. 21 � Roadway Segment 2 – Access Management .................................................................................. 23 � Roadway Segment 3 – Access Management .................................................................................. 27 � Roadway Segment 4 – Access Management .................................................................................. 30

LIST OF REFERENCES........................................................................................................................... 33

Existing Transportation Facilities Report For Allentown Pike / Fifth Street Highway Revitalization Study Muhlenberg Township, Berks County, Pennsylvania



REVITALIZATION STUDY LIST OF TABLES TABLE NO. Summary of Roadway Segments ............................................................................................................. 1

Roadway Segment 1 – Study Intersections ............................................................................................... 2

Roadway Segment 2 - Study Intersections ............................................................................................... 3



LIST OF EXHIBITS EXHIBIT Roadway Segments ................................................................................................................................ A

Roadway Segment 1 – Existing Transportation Conditions ..................................................................... B

Roadway Segment 2 – Existing Transportation Conditions ..................................................................... C

Roadway Segment 3 – Existing Transportation Conditions ..................................................................... D

Roadway Segment 4 – Existing Transportation Conditions ...................................................................... E

LIST OF APPENDICES

APPENDIX A: Traffic Signal Permit Plans

APPENDIX B: ATR Count Data

APPENDIX C: TMC Data

APPENDIX D: Capacity Analyses

APPENDIX E: Bus Routes

Existing Transportation Facilities Report For Allentown Pike / Fifth Street Highway Revitalization Study i Muhlenberg Township, Berks County, Pennsylvania




EXECUTIVE SUMMARY

Corridor Overview

� The Allentown Pike / Fifth Street Highway corridor consists of 3.9 miles of highway within Muhlenberg Township and services approximately 20,000 vehicles per day for predominately residential and commercial land uses.

� The corridor has been divided into four roadway segments which consist of varying numbers of lanes. The corridor also varies between a community arterial / suburban neighborhood and a regional arterial / suburban corridor.

� Analyses of the sixteen study intersections show that the corridor generally operates at acceptable levels of service with very few deficient movements.

Transit Facilities

A BARTA bus route is provided throughout the corridor and provides ample stops within Roadway Segments 1, 2, and 3. Stops within Roadway Segment 4 are limited to the Fairgrounds Square Mall development. Some of the bus stops lack proper accessibility. Pedestrian and Bicycle Facilities

� Sidewalk and pedestrian paths are provided throughout the corridor, but these facilities are disjointed in some areas, lacking adequate connections and linkages. Many of the facilities do not comply with ADA accessibility requirements.

� A bicycle lane is not provided anywhere along the corridor. The existing shoulders can accommodate bicycles for parts of Roadway Segments 1 and 2, but not for any of Roadway Segments 3 or 4.

Access Management

� Many of the big box retail uses have good access management through defined driveways at signalized intersections.

� The majority of the land uses throughout the corridor exhibit poor access management through poorly defined driveways, a lack of buffer / green areas, and an unnecessary amount of access points.

Existing Transportation Facilities Report For Allentown Pike / Fifth Street Highway Revitalization Study Page 1 Muhlenberg Township, Berks County, Pennsylvania



REVITALIZATION STUDY INTRODUCTION Muhlenberg Township is in the process of completing a revitalization study for the Allentown Pike / Fifth Street Highway corridor. This report is a part of that study and has been completed in order to inventory and analyze the existing transportation facilities along the Allentown Pike / Fifth Street Highway corridor with an eye on potential development / redevelopment constraints and opportunities. The transportation network is a key component to the corridor revitalization process. Historically, many planners and designers have developed land use plans and transportation plans independently, resulting in roadway networks that are inconsistent with the needs of the surrounding land uses. It is imperative that land development planning efforts consider the impacts to the transportation network to ensure that the infrastructure can adequately accommodate and complement the land uses. Likewise, it is critical that the transportation plan consider future development expectations so that the facilities can service the properties in an appropriate manner. Transportation infrastructure, when appropriately integrated and balanced with surrounding land uses, can protect and serve the traveling public, stimulate economic growth, and enhance or define the character of an area. The Allentown Pike / Fifth Street Highway corridor and consists of 3.9 miles of highway within Muhlenberg Township. The Allentown Pike / Fifth Street Highway corridor is classified as an urban principal arterial highway with an average daily traffic volume of approximately 20,000 vehicles per day between PA Route 12 and Leesport Avenue and 15,000 vehicles per day north of Leesport Avenue. The corridor is comprised of primarily commercial, but there are also substantial residential areas along the corridor. As a part of the revitalization study, the corridor has been divided into four Roadway Segments which are outlined in Table 1 and detailed on Exhibit A.


TABLE 1: SUMMARY OF ROADWAY SEGMENTS

ROADWAY SEGMENT DESCRIPTION LIMITS

1 4-Lane Highway From Twp Line (north of Wal-Mart) to just south of Leesport Ave

2 3-Lane Highway From just south of Leesport Ave to just north of Elnore Ave

3 5-Lane Highway From just north of Elnore Ave to Maderia Plaza / Muhlenberg Plaza

4 5-Lane Highway with Median

From Maderia Plaza / Muhlenberg Plaza to Twp Line (south of PA Route 12)

In addition to the above roadway segments, the intersection of Kutztown Road and Leesport Avenue / Mt. Laurel Road was included in the revitalization study. For discussion purposes, this intersection has been included with Roadway Segment 1 (4-Lane Highway). The objectives of this study were to evaluate the Allentown Pike / Fifth Street Highway corridor transportation system operations with respect to level of service (LOS), transit, safety, pedestrian and non-motorized facilities, and overall geometric and service deficiencies. A corridor location map outlining the four roadway segments and sixteen study intersections is provided as Exhibit A.


ROADWAY SEGMENT OPERATIONAL CONDITIONS

ROADWAY SEGMENT 1 (4-LANE HIGHWAY)

Allentown Pike approaching Kutztown Road, south of Wal-Mart

Roadway Segment Description Roadway Segment 1 is located between the northern Township boundary (just north of Wal-Mart) and ends just south of Leesport Avenue. Roadway Segment 1 is generally located within the North Muhlenberg Gateway Zone and extends into Cherokee Ranch Residential Fringe Zone. Additionally, the intersection of Kutztown Road and Leesport Avenue / Mt. Laurel Road was included with this Roadway Segment. Roadway Segment 1 generally consists of a 4-lane highway, with two northbound through lanes, one southbound through lane and a center-left-turn


lane. Wal-Mart, Sam’s Club, and various other commercial land uses are located on the western side of this Roadway Segment. Additional commercial uses are located along the eastern side of this Roadway Segment just north of Kutztown Road. Single family residential homes are located along the eastern side of this Roadway Segment immediately south of Kutztown Road. The intersection of Kutztown Road and Leesport Avenue / Mt. Laurel Road is located within the Village of Temple which is primarily residential. Exhibit B depicts the existing transportation conditions along portions of Roadway Segment 1. Based on PennDOT’s Smart Transportation Guidebook (1), Roadway Segment 1 is classified as a regional arterial and a suburban corridor; but, based on the eastern side of Allentown Pike, the section of Roadway Segment 1 between Kutztown Road and Leesport Avenue could also be classified as a community arterial / suburban neighborhood. Roadway Network Description Roadway Segment 1 includes three study intersections which are indicated in Table 2. Traffic signal permit plans detailing the signalized intersections are included in Appendix A.

TABLE 2: ROADWAY SEGMENT 1 – STUDY INTERSECTIONS

INTERSECTION NUMBER NORTH/SOUTH STREET(S) EAST/WEST STREET(S) SIGNALIZED/

UNSIGNALIZED

1 Allentown Pike Kutztown Rd / North Reading Plaza Signalized 2 Allentown Pike Leesport Ave Signalized

16 Kutztown Rd Leesport Ave / Mt Laurel Rd Signalized The shoulders along Roadway Segment 1 vary between 6 feet and 15 feet. There are also portions of Roadway Segment 1 that are curbed. The posted speed limit along Roadway Segment 1 is 45 miles per hour. Automatic traffic recorder (ATR) data obtained just south of Kutztown Rad indicates that most vehicles are traveling at or below 44 MPH and 40 MPH for northbound and southbound traffic, respectively. Heavy vehicle percentages obtained from the ATR data were observed to be approximately 6%. The average daily traffic volume along Roadway Segment 1 is 14,823 vehicles. ATR data is included in Appendix B.


Capacity Analyses SYNCHRO (1) was used to perform capacity analyses at each of the study intersections in order to document the existing levels of service for each movement at each intersection during the AM and PM peak hours of a typical weekday. The capacity analyses were based on existing traffic controls, roadway geometries, and traffic volumes. This information was obtained from the traffic signal permit plans, through field views, and from manual turning movement counts. Traffic signal permit plans are included in Appendix A. Turning movement counts are included in Appendix C. A summary of the levels of service and worksheets for the level of service/capacity analyses are included in Appendix D. All movements at the study intersections along Allentown Pike operate at acceptable levels of service (LOS) during the AM and PM peak hours. Overall these intersections operate at LOS B. The southbound movement at the intersection of Kutztown Road and Leesport Avenue / Mt. Laurel Road operates at a failing level of service during the AM and PM peak hours. This intersection consists of five legs which is atypical. Transit Facilities A BARTA bus stop is located at the North Reading Plaza (Wal-Mart) and provides service to Route 1 (Temple via 5th St) and Route 3 (Temple via Kutztown Road). Details of the bus routes are included in Appendix E.

Miscellaneous Geometric and Operational Concerns The sidewalk and pedestrian accommodations at the signalized intersections are not ADA compliant (with the exception of the intersection of Allentown Pike and Kutztown Road). Sidewalk is only provided adjacent to the residential uses and does not provide good interconnectivity with the commercial uses along this Roadway Segment.



5th Street Highway Adjacent to Sam’s Club Facing North

Roadway Segment Description Roadway Segment 2 is located just south of Leesport Avenue and ends just north of Elnore Avenue. Roadway Segment 2 is generally located within the Cherokee Rand Residential Fringe Zone and the PennDOT and Rail Zone. Roadway Segment 2 consists of a three-lane highway (one lane in each direction and a shared center-left turn lane). North of Tuckerton Road, Roadway Segment 2 is primarily residential (Cherokee Ranch) with the exception of the land uses immediately adjacent to Tuckerton Road and the Sam’s Club development and Temple Plaza to the north. Between Tuckerton Road and the southern limit of Roadway Segment 2, the adjacent land uses are primarily non-residential. Exhibit C depicts the existing transportation conditions along portions of Roadway Segment 2.


Based on PennDOT’s Smart Transportation Guidebook (1), Roadway Segment 2 is classified as:

• A regional arterial and a suburban corridor between Tuckerton Avenue / Tuckerton Road and the southern limit of Roadway Segment 2

• A community arterial / suburban neighborhood between Leesport Avenue and Tuckerton Avenue / Tuckerton Road; but, based on the western side of Allentown Pike; the section of Roadway Segment 2 between Leesport Avenue and Las Vegas Drive could also be classified as a regional arterial / suburban corridor.

Roadway Network Description Roadway Segment 2 includes two study intersections which are indicated in Table 4. Traffic signal permit plans detailing the signalized intersections are included in Appendix A.

TABLE 3: ROADWAY SEGMENT 2 - STUDY INTERSECTIONS


UNSIGNALIZED

3 5th Street Hwy Tuckerton Ave / Tuckerton Rd Signalized 4 5th Street Hwy Water St Signalized

The shoulders along Roadway Segment 2 vary between 6 feet and 23 feet. There are also portions of Roadway Segment 2 that are curbed. The posted speed limit along Roadway Segment 2 is 45 miles per hour. Automatic traffic recorder (ATR) data obtained just north of Euclid Avenue indicates that most vehicles are traveling at or below 40 MPH and 43 MPH for northbound and southbound traffic, respectively. Heavy vehicle percentages obtained from the ATR data were observed to be approximately 6%. The average daily traffic volume along Roadway Segment 2 is 19,118 vehicles. ATR data is included in Appendix B. Capacity Analyses SYNCHRO (1) was used to perform capacity analyses at each of the study intersections in order to document the existing levels of service for each movement at each intersection during the AM and PM peak hours of a typical weekday. The capacity analyses were based on existing traffic controls, roadway geometries, and traffic volumes. This information was obtained from the traffic signal permit plans, through field views, and from manual turning movement counts. Traffic signal permit plans are included in Appendix A. Turning movement counts are included


in Appendix C. A summary of the levels of service and worksheets for the level of service/capacity analyses are included in Appendix D. All movements at the study intersections along Allentown Pike / Fifth Street Highway operate at acceptable levels of service (LOS) during the AM and PM peak hours. Overall these intersections operate at LOS B. Transit Facilities BARTA bus routes pass through Roadway Segment 2, and there are two signed bus stops. These bus stops do not provide shelters and are located:

• Along the east side of Allentown Pike just north of 8th Avenue • Along the west side of Allentown Pike opposite Euclid Avenue

Details of the bus routes are included in Appendix E.

Miscellaneous Geometric and Operational Concerns The shoulder along the east side of Allentown Pike between Leesport Avenue and Tuckerton Road is excessive, as wide as 23 feet in some locations.

Excessive Shoulder Width


The pedestrian accommodations at the signalized intersections are not ADA compliant in all locations. There is a southbound right turn lane provided along 5th Street Highway into Sam’s Club, but no painted pavement arrows are provided to indicate the right turn lane. Also at this intersection, left turns are restricted coming out of the Sam’s Club driveway, but there is no sign present to enforce this restriction.



5th Street Highway Adjacent to Muhlenberg Square Facing North

Roadway Segment Description Roadway Segment 3 begins just north of Elnore Avenue and ends at Maderia Plaza / Muhlenberg Plaza. Roadway Segment 3 generally includes the Target Commercial Zone, the Schools and Quarry Zone, and a portion of the Fairgrounds Square Mall and Shopping Centers Zone. Roadway Segment 3 consists of a five-lane highway (two lanes in each direction and a shared center-left turn lane). Roadway Segment 3 is primarily commercial with the exception of the Schools and Quarry Zone, which consists of the quarry on the west side of 5th Street Highway and Muhlenberg High School on the east side. Based on PennDOT’s Smart Transportation Guidebook (1), Roadway Segment 3 is classified as a regional arterial and a suburban corridor. Exhibit D depicts the existing transportation conditions along portions of Roadway Segment 3.


Roadway Network Description Roadway Segment 3 includes six study intersections which are indicated in Table 6. Traffic signal permit plans detailing the signalized intersections are included in Appendix A.

TABLE 4: ROADWAY SEGMENT 3 – STUDY INTERSECTIONS


UNSIGNALIZED

5 5th Street Hwy Elnore Ave (Target / Giant) Signalized 6 5th Street Hwy S. Temple Blvd (Target) Signalized 7 5th Street Hwy Bellevue Avenue Signalized 8 5th Street Hwy Elizabeth Ave Unsignalized 9 5th Street Hwy Muhlenberg Plaza / Plaza 222 Signalized

10 5th Street Hwy Muhlenberg Plaza / Maderia Plaza Signalized The shoulders along Roadway Segment 3 vary between 3 feet and 15 feet. There are also portions of Roadway Segment 3 that are curbed. The posted speed limit along Roadway Segment 3 is 45 miles per hour. Automatic traffic recorder (ATR) data obtained near Elizabeth Avenue indicates that most vehicles are traveling at or below 43 MPH for southbound traffic and 33 MPH for northbound traffic. Heavy vehicle percentages obtained from the ATR data were observed to be approximately 10%. The average daily traffic volume along Roadway Segment 3 is 19,554 vehicles. ATR data is included in Appendix B. Capacity Analyses SYNCHRO (1) was used to perform capacity analyses at each of the study intersections in order to document the existing levels of service for each movement at each intersection during the AM and PM peak hours of a typical weekday. The capacity analyses were based on existing traffic controls, roadway geometries, and traffic volumes. This information was obtained from the traffic signal permit plans, through field views, and from manual turning movement counts. Traffic signal permit plans are included in Appendix A. Turning movement counts are included in Appendix C. A summary of the levels of service and worksheets for the level of service/capacity analyses are included in Appendix D. All movements at the study intersections along Fifth Street Highway operate at acceptable levels of service (LOS) during the AM and PM peak hours with the exception of Fifth Street Highway and Bellevue Avenue (the westbound left operates at a failing LOS during the AM peak hour and the eastbound left operates at LOS E during both peak hours). Overall the study intersections


operate at LOS A and B with the exception of Fifth Street Highway and Bellevue Avenue (LOS C and D during the AM and PM peak hours, respectively). Transit Facilities BARTA bus routes pass through Roadway Segment 3 and bus shelters are provided in the following locations:

• On the east side of 5th Street Highway on the corner of North Temple Boulevard • On the west side of 5th Street Highway south of Bellevue Avenue between CVS

Pharmacy and Sleepy’s. This bus shelter is not ADA accessible. A photograph is shown below.

• On the west side of 5th Street Highway just north of the traffic signal at the Muhlenberg Plaza driveway / Plaza 222 driveway. Along the east side of 5th Street Highway at this location, there is a signed bus stop without a shelter.

• On the west side of 5th Street Highway just north of the traffic signal at the Muhlenberg Plaza driveway / Maderia Plaza driveway

Handicap Inaccessible Bus Shelter South of Bellevue Avenue

Details of the bus routes are included in Appendix E.


Miscellaneous Geometric and Operational Concerns At the intersection of 5th Street Highway and Elnore Avenue, North Temple Boulevard is the fifth leg of the intersection, but is not a part of the traffic signal. North Temple Boulevard is right-in / right-out. This operation is not entirely clear to all drivers in part due to the presence of an excessively large striped island along North Temple Boulevard. A picture of this island is shown below.

Striped Island at North Temple Boulevard

The intersection of 5th Street Highway and Bellevue Avenue is signed to prohibit right turns on red between 1:00 PM to 5:00 PM for the eastbound approach, but the traffic signal permit plan indicates that the restriction should be signed for all four approaches.


ROADWAY SEGMENT 4 (5-LANE HIGHWAY WITH MEDIAN)

5th Street Highway Adjacent to Fairgrounds Square Mall

Roadway Segment Description Roadway Segment 4 is located between Maderia Plaza / Muhlenberg Plaza and the southern Township boundary. Roadway Segment 4 connects from the Fairgrounds Square Mall and Shopping Centers Zone through the Hyde Park Neighborhood Zone, the Route 12 Gateway and Big Box Zone, and through the South Muhlenberg Gateway Zone. Roadway Segment 4 consists of a five-lane highway with a median (two lanes in each direction and a left turn lane). Roadway Segment 4 is primarily commercial with the exception of some residential and office land uses located in the Hyde Park Neighborhood Zone. Based on PennDOT’s Smart Transportation Guidebook (1), Roadway Segment 4 is classified as a regional arterial and a suburban corridor. Roadway Network Description Roadway Segment 4 includes five study intersections which are indicated in Table 8. Traffic signal permit plans detailing the signalized intersections are included in Appendix A.


TABLE 5: ROADWAY SEGMENT 4 - STUDY INTERSECTIONS


UNSIGNALIZED

11 5th Street Hwy Fairgrounds Square Mall / Penn Plaza Signalized 12 5th Street Hwy George Street Signalized 13 5th Street Hwy Madison Ave Signalized 14 5th Street Hwy Route 12 Westbound Ramps Signalized 15 5th Street Hwy Route 12 Eastbound Ramps Signalized

The shoulders along Roadway Segment 4 vary between 2 feet and 10 feet. There are also portions of Roadway Segment 4 that are curbed without shoulders. The posted speed limit along Roadway Segment 4 is 45 miles per hour. Automatic traffic recorder (ATR) data obtained just north of Wilson Street indicates most vehicles are traveling at or below 44 MPH and 43 MPH for northbound and southbound traffic, respectively. Heavy vehicle percentages obtained from the ATR data were observed to be approximately 7%. The average daily traffic volume along Roadway Segment 4 is 18,353 vehicles. ATR data is included in Appendix B. Capacity Analyses SYNCHRO (1) was used to perform capacity analyses at each of the study intersections in order to document the existing levels of service for each movement at each intersection during the AM and PM peak hours of a typical weekday. The capacity analyses were based on existing traffic controls, roadway geometries, and traffic volumes. This information was obtained from the traffic signal permit plans, through field views, and from manual turning movement counts. Traffic signal permit plans are included in Appendix A. Turning movement counts are included in Appendix C. A summary of the levels of service and worksheets for the level of service/capacity analyses are included in Appendix D. All movements at the study intersections along Fifth Street Highway operate at acceptable levels of service (LOS) during the AM and PM peak hours with the exception of Fifth Street Highway and Penn Plaza / Fairgrounds Square driveway (the southbound left operates at a LOS E during both peak hours) and Fifth Street Highway and George Street / Fairview Street (the northbound left movement operates at LOS E during the AM peak hour). Overall the study intersections operate at LOS A and B with the exception of Fifth Street Highway and Route 12 Eastbound Ramps (LOS C during the PM peak hour).


Transit Facilities A BARTA bus stop is located at the Fairground Square Mall (Boscov’s) and provides service to Route 1 (Temple Via 5th St) and Route 3 (Temple via Kutztown Road). Details of the bus routes are included in Appendix E. There is an additional bus shelter on the east side of 5th Street Highway just south of the traffic signal at the Muhlenberg Plaza driveway / Maderia Plaza driveway. This bus shelter is not ADA accessible. A photograph is shown below. A bus stop is also signed on the east side of 5th Street Highway just north of the traffic signal at Penn Plaza driveway / Fairgrounds Square driveway.

Handicap Inaccessible Bus Shelter Just South of Maderia Plaza Driveway

Miscellaneous Geometric and Operational Concerns After entering the Penn Plaza driveway across from the Fairgrounds Square driveway, there is a stop bar at the internal intersection, but there is no stop sign. This is confusing to motorists. The intersection of 5th Street Highway and George Street is a five-leg intersection. Northbound left turning traffic is prohibited from turning onto George Street and can only enter the mall via Fairview Street. This type of operation and is atypical and can lead to driver confusion. On several occurrences, vehicles were observed turning left onto George Street which resulted in close calls with the opposing traffic along Fairview Street.


PEDESTRIAN AND NON-MOTORIZED FACILITIES Pedestrian Facilities at Signalized Intersections Pedestrian facilities are provided across each leg of the Roadway Segment 1 study intersections. Pedestrian facilities are provided at the following locations at the Roadway Segment 2 study intersections:

• The north and east legs at the intersection of 5th Street Highway and Water Street • The south leg at the intersection of 5th Street Highway and Tuckerton Road

Pedestrian facilities are provided across each leg of the Roadway Segment 3 study intersections with the following exceptions:

• The north and east legs at the intersection of 5th Street Highway and Muhlenberg Plaza / Plaza 222

• The north and east legs at the intersection of 5th Street Highway and Muhlenberg Plaza / Maderia Plaza

Pedestrian facilities are provided across each leg of the Roadway Segment 4 study intersections with the following exceptions:

• All legs at the intersection of 5th Street Highway and Fairgrounds Square Dwy / Penn Plaza driveway

• The north legs (5th Street Highway and Fairview St) at the intersection of 5th Street Highway and George Street

• All legs at the intersection of 5th Street Highway and Route 12 Westbound Ramps • All legs at the intersection of 5th Street Highway and Route 12 Eastbound Ramps

Sidewalk Locations Sidewalk is provided in the following locations:

• Along the eastern side of Roadway Segment 1 south of the National Penn Bank (along Cherokee Ranch Residential Fringe)

• Along both sides of Kutztown Road beginning just east of Allentown Pike • Along both sides of Leesport Road • Along both sides of Mt Laurel Road


The sidewalk along Roadway Segment 2 is provided in several locations, but outside of the Cherokee Ranch Residential Zone the sidewalk is disjointed and does not connect well with the signalized intersections. Sidewalk is provided along Roadway Segment 2 in the following locations:

• Along the east side between Leesport Avenue and San Mateo Lane (within Cherokee Ranch)

• Along the east side between Mt Laurel Road and Euclid Avenue • Along the west side between Temple Plaza and America Dental Services, LLC • Along the west side adjacent to a portion of the 4700 North 5th Street Highway building

frontage A pedestrian path is provided along portions of Roadway Segment 3. This path generally consists of a paved surface and is very worn and narrow in spots. There are also portions of the path that are blocked by utility poles, signs, etc. This path is located in the following areas:

• Along the west side from Apollo Pools & Spas (north of Bellevue Avenue) to the Muhlenberg Plaza driveway. This path generally consists of a paved surface and is very worn and narrow in spots.

• Along the east side from the China Wok property line to the Wendy’s property line A pedestrian path is provided along a portion of Roadway Segment 4. This path consists of a paved surface. This path is located between the Muhlenberg Plaza driveway and Kentucky Fried Chicken just to the south. Sidewalk is located between George Street and Fairview Street along the east side of 5th Street Highway. Shoulder Adequacy The shoulders along Roadway Segment 1 are wide enough to accommodate bicycles with the following exceptions:

• The southbound right turn lane at the intersection of Allentown Pike and Kutztown Road / North Reading Plaza is a 14-foot curbed lane and does not provide any shoulder.

• There is an 11-foot curbed shoulder along the east side of Roadway Segment 1 south of Kutztown Road. This shoulder is used for parking by the adjacent single family homes within Cherokee Ranch.


The shoulders along Roadway Segment 2 are wide enough to accommodate bicycles with the following exceptions:

• The west side of 5th Street Highway along the Sam’s Club property frontage due to the presence of the curbed southbound right turn lane

• Along the west side of 5th Street Highway adjacent to the 4700 North 5th Street Highway property due to the presence of on-street parking on the 9-foot shoulder

The shoulders along Roadway Segment 3 are generally not wide enough to accommodate bicycles because of the following physical restrictions:

• The curbed southbound right turn lanes along the west side of 5th Street Highway adjacent to the Target / Giant property frontage

• The portions of narrow shoulders along both sides of 5th Street Highway between South Temple Boulevard and Carpet Mart

• The curbed travel lanes between Carpet Mart and Maderia Plaza / Muhlenberg Plaza The shoulders along Roadway Segment 4 are generally not wide enough to accommodate bicycles because of the curbed travel lanes between Maderia Plaza / Muhlenberg Plaza and Madison Avenue.


ACCESS MANAGEMENT Access management is the proactive management of vehicular access points to land adjacent to roadways. According to the TRB Access Management Manual, the implementation of good access management practices can reduce crashes along a corridor by 50%. Good access management promotes safe and efficient use of the transportation network by providing appropriate access spacing, driveway spacing, safe turn lanes, etc. Access management provides an important means of maintaining mobility by calling for effective ingress and egress to a facility, efficient spacing and design to preserve the functional integrity, and overall operational viability of street and road systems. Access management also minimizes points of conflict between cars and bicycles / pedestrians and provides more visually appealing landscape by defining driveways and providing green areas. Poor access management adds conflicts and friction to the traffic stream, which increases travel time and the potential for crashes. Some common examples of poor access management include:

� Excessive driveway widths or wide-open driveway access – This can create a “free-for-all” entering and exiting the public road, leading to several potentially unsafe conditions, such as:

o Conflicts between decelerating vehicles from the roadway and vehicles in the parking area

o Higher vehicle speeds entering the parking area o Side-by-side exiting vehicles, which can obscure driver sight distance and add

conflict points to turning maneuver o A lack of a defined crossing area for pedestrians or separation between walking

areas and driving areas

� Closely spaced driveways – This can lead to driver confusion, as the intent of other drivers may be unclear when they decelerate to enter a driveway. Additionally, there is an increased accident potential when multiple exiting movements are made simultaneously from closely-spaced driveways.

� Driveways located within turn lanes or near traffic signals – Stopped traffic at a traffic signal can potentially block turning maneuvers into and out of driveways, and the stopped traffic can block the sight distance of vehicles entering or exiting the driveways.


Roadway Segment 1 - Access Management Within Roadway Segment 1, proper access management is provided for North Reading Plaza (Wal-Mart development). Access is provided via the traffic signal across from Kutztown Road and via a second driveway along Leesport Avenue. The commercial uses along the east side of Roadway Segment 1 north of Kutztown Road have poor access management. Rather than having defined access points, this portion of Allentown Pike has full access across the property frontage of several adjoining businesses. This open access blends into the alley adjacent to Fehl’s Home & Garden which can lead to further driver confusion. Additionally, the shoulder adjacent to these businesses is 15 feet wide. This width is excessive and can lead to driver confusion. The 5th Street Diner has a similar issue. The diner has two defined access driveways along Allentown Pike with parking stalls striped in between these driveways. There is no physical barrier between the parking area and Allentown Pike other than several parking curbs adjacent to the diner, which allows people to access the site via areas other than the defined driveways. Photographs of these two locations are shown in the pictures below.

Poor Access Management along the East Side of Allentown Pike North of Kutztown Road


Poor Access Management at the 5th Street Diner

Access to the Dunkin Donuts / Baskin Robbins / Pretzel Factory is provided via two driveways utilizing one-way circulation. This is good access management; however, the shoulder adjacent to these businesses is excessively wide and can lead to driver confusion. A picture of this property frontage is shown below.

Excessive Shoulder Width Adjacent to Dunkin Donuts / Baskin Robbins / Pretzel Factory

The building on the northwest corner of the intersection of Allentown Pike and Leesport Avenue is vacant. Access to this building is provided via two driveways along Allentown Pike and two driveways along Leesport Avenue. The property frontage is curbed. The transition from shoulder to curbing along Allentown Pike is poor. The curb protrudes within the middle of the shoulder at the northern limit of the property. The double-faced curb has asphalt on both sides and it does not stand out or clearly delineate the access points. The first driveway is located within the limits of the southbound left turn lane along Allentown Pike at Leesport Road, with the driveway beginning adjacent to the stop bar of this southbound approach. This driveway is


too close to the signalized intersection. A photograph of this property frontage is shown in the below picture.

Poor Transition from Shoulder to Curb just North of Leesport Avenue

There are driveways for each single family home within Cherokee Ranch along the eastern side of Allentown Pike between Leesport Avenue and the National Penn Bank. Additionally, parking is provided along Allentown Pike for these residences. The various residential driveways and on-street parking are atypical for the corridor. Roadway Segment 2 - Access Management Good access management has been identified in the following location within Roadway Segment 2:

• Access to the Sam’s Club development is provided via a full-access driveway along Leesport Avenue and a driveway along Allentown Pike. The driveway along Allentown Pike restricts lefts out which forces these lefts to access Allentown Pike via the traffic signal at Leesport Avenue. This is good access management.

Poor access management has been identified in the following locations within Roadway Segment 2:

• The Cherokee Ranch Residential area provides driveways for each single family home along the eastern and western sides of Allentown Pike and on-street parking is provided for these residences. These homes are situated on approximately 0.25-acre lots and the spacing between the driveways minimal. The residential nature of this section and degree of on-street parking is atypical for the corridor. Additional access management deficiencies noted along this section of Roadway Segment 2 are as follows:


� Access to the Temple Plaza is provided via two full-access driveways. The northern driveway is within approximately 100 feet of the Sam’s Club Driveway which is too close.

� The garage and offices on the northeast corner of the intersection of Allentown Pike and Tuckerton Road are accessed via two driveways along Allentown Pike. The garage also has a driveway along Tuckerton Road. The driveways along Allentown Pike are both located within the limits of the southbound left turn lane for the intersection of Allentown Pike and Tuckerton Road.

• Most properties within the PennDOT and Rail Corridor Zone exhibit poor access management. The overwhelming majority of the accesses, driveways, and streets along this stretch of Roadway Segment 2 do not have adequate separation. The following properties have additional issues and are of particular concern:

� The Temple Diner – Open access along the entire property frontage


� Dairy Queen – Open access along the entire property frontage. The only separation with Long Alley is provided with striped parking stalls.

� Mattress Discount Shop – The driveways are too wide and are not clearly defined because only curbing separates the parking lot and the shoulder.

� Discount Cigarette Outlet and Smokin’ Koby’s Hilltop BBQ – The driveways along 5th Street Highway are too wide and the northern driveway is too steep as evidenced by the marks on the pavement where vehicles have bottomed out. The only separation between the parking lot and the shoulder are limited sections of sidewalk. The driveway along Mt. Laurel Road is too close to 5th Street Highway (within approximately 50 feet). The parking adjacent to Smokin’ Koby’s Hilltop BBQ forces customers to back out onto the 5th Street Highway shoulder.

� Trimmaster property – Most of the property frontage is open access. The building

and planters prevent vehicles from entering most of site frontage, but there is no separation between the shoulder and the pavement on the Trimmaster property other than two brief sections of double-faced curbing.

� The vacant property immediately south of the car wash – Open access along the

entire property frontage.

� Pennsylvania Department of Transportation property – Open access along the entire property frontage.


� Dairy Swirl – Open access along the

entire property frontage. � Schell’s Hot Dogs Bar B-Q – Open

access along the entire property frontage.

� Temple Sunoco – The southern driveway is excessively wide and is open access along the northern half of the property frontage.

� Pizza Como USA – Open access along the entire property frontage of both 5th Street Highway and Water Street.

• South of Water Street, access concerns within Roadway Segment 2 have been noted along the following properties:

� Naughty but Nice – The only separation between 5th Street Highway and the parking area is a section of curbing. Open access is provided along the property frontage with Darby Avenue.

� Ford Dealership – Open access along the majority of the property frontage is provided.

� Sovereign Bank / Temple Mall – Access to the Sovereign Bank is provided via a driveway along 5th Street Highway and a driveway along Darby Avenue. Access to Temple Mall is provided via two driveways along 5th Street Highway. The northern driveway for the Temple Mall is within approximately 50 feet of the driveway for the Sovereign Bank. This spacing is undesirable.


Roadway Segment 3 - Access Management Good access management has been identified in the following locations within Roadway Segment 3:

• Access to the Target / Giant development is provided via a two full-access signalized driveways along 5th Street Highway.

• Between South Temple Boulevard and a point approximately 1000 feet north of Bellevue Avenue, there are no driveways. There is a quarry along the west side of 5th Street Highway, and Muhlenberg High School is along the east side. Both of these land uses are provided access via local roadways.

• Between the traffic signal at Muhlenberg Plaza driveway / Plaza 222 driveway and the traffic signal at Muhlenberg Plaza driveway / Maderia Plaza driveway, there are no driveways. The commercial uses in this area are provided access by the traffic signals.


• Between South Temple Boulevard and the northern limit of Roadway Segment 3:

� Sunshine Beverage – Access is provided via a driveway along North Temple Boulevard and a driveway along Elnore Avenue. The driveway along Elnore Avenue is too close to the intersection of 5th Street Highway and Elnore Avenue. Additionally, the only separation between the parking lot and the adjacent roadways (North Temple Boulevard and Elnore Avenue) is double-faced curbing.

� Auto Pro – Access is provided via a driveway along 5th Street Highway and open site frontage along Elnore Avenue. The driveway along 5th Street Highway is adjacent to the northbound left turn lane at the intersection of 5th Street Highway and Elnore Avenue. This driveway is also too wide.


• From a point approximately 1000 feet north of Bellevue Avenue to the traffic signal at Muhlenberg Plaza / Plaza 222, almost every property has poor access management. In general, the overwhelming majority of the accesses, driveways, and streets along this stretch of Roadway Segment 3 do not have adequate separation. The following properties have additional issues and are of particular concern:

� Carpet Mart – Three poorly-defined driveways are provided within a relatively short distance of one another. The northernmost driveway transitions from shoulder to curbing in the middle of the driveway and the other two driveways are provided with depressed curb. Only double-faced curbing separates the parking lot and the shoulder.

� Apollo Pools and Spas – Two driveways are provided within a relatively short distance of one another. The driveways are poorly defined. The northernmost driveway transitions from shoulder to curbing in the middle of the driveway and the other driveway is provided with depressed curb. Only double-faced curbing separates the parking lot and the shoulder.

� Burger King – Full access driveways are provided along 5th Street Highway and

Bellevue Avenue. The driveway along 5th Street Highway is too close to Bellevue Avenue and is within the limits of the northbound left turn lane at that intersection.

� Muhlenberg Square – A right-in / right-out driveway is provided along 5th Street

Highway and two full access driveways are provided along Elizabeth Avenue. The right-in / right-out driveway is not signed properly.


� Sovereign Bank / CVS Pharmacy – Access is provided via a driveway along Bellevue Avenue and a driveway along 5th Street Highway. The driveway along 5th Street Avenue is a boulevard access, but each side of the driveway is wide enough to support two-way traffic.

� China Wok – Access is provided via a driveway along Elizabeth Avenue, a driveway along 5th Street Highway, and a connection to the Muhlenberg Plaza development. Lefts out are restricted at the driveway along 5th Street Highway, but the driveway is not signed properly in order to enforce this restriction.

� MAB Paints / Sleepy’s – Access is provided via two full-access driveways along 5th Street Highway located in close proximity to one another. The driveways are poorly defined because only double-faced curbing separates the parking lot and the shoulder.

� Abandoned Hess Station – Access is provided via two full-access driveways along 5th Street Highway and two full access driveways along Elizabeth Avenue. The driveways along both streets are excessively wide and in relatively close proximity to one another.


� Carvel Ice Cream and Bakery – Access is provided via two driveways along 5th Street Highway and a connection to Muhlenberg Plaza. The northern driveway is intended for entering traffic only, but this restriction is not signed properly.

Roadway Segment 4 - Access Management Good access management has been identified in the following locations within Roadway Segment 4:

• Between the Muhlenberg Plaza driveway / Maderia Plaza driveway and George Street along the west side of 5th Street Highway, access management is good with the exception of the Kentucky Fried Chicken driveway (see below). The only other access along this section is a right-in driveway for the Fairgrounds Square Mall.

• Between the Penn Plaza driveway and Wilson Street along the east side of 5th Street Highway, access management is good with the exception of Fairview Street (see below). The only other accesses along this section are two right-in / right-out driveways for Autostar, Inc.

• Between Madison Avenue and the Township line towards the south, there is only one driveway intersection which is appropriately spaced.


• Within the Fairgrounds Square Mall and Shopping Centers Zone:

� Kentucky Fried Chicken (KFC) – A right-in / right-out driveway is provided along 5th Street Highway just north of the restaurant. KFC is a part of Muhlenberg Plaza and other signalized accesses exist and could be utilized for traffic currently using this driveway. This driveway is not well defined and does not provide a good transition from the roadway into the shopping center.


� Bojangles – A right-in-only driveway is provided along 5th Street Highway. This driveway is too steep and is not signed properly to prohibit exiting traffic. Additionally, Bojangles is a part of Maderia Plaza and other signalized accesses exist which could be utilized for traffic currently using this driveway.

� National Tire and Battery (NTB) – A right-in driveway and a right-out driveway are provided for NTB, but these driveways are not properly signed. Additionally, NTB is a part of Maderia Plaza and other signalized accesses exist which could be utilized for traffic currently using this driveway.

• Along the Hyde Park Neighborhood Fringe Zone, the overwhelming majority of the accesses, driveways, and streets do not have adequate separation and are not clearly defined; only curbing separates the paved properties and the shoulder. The following have additional issues and are of particular concern:

� Temple Tire Inc. – Four right-in / right-out driveways are provided along 5th Street. The driveways are generally too wide and spaced in close proximity to one another.

� Alley just north of Wilson Street – This roadway meets up with 5th Street Highway on a very sharp angle and provides open access for Advance Motors and Berks Family Podiatry at the intersection with 5th Street Highway. This driveway is too wide.


� Jack O’Reilly Tuxedos – Access is provided via Madison Avenue and a private alley. The driveway along Madison Avenue actually begins between the stop bar along Madison Avenue and 5th Street Highway. The driveways are too wide and should provide more separation from the signalized intersection.

� Today’s Church – Access is provided via three right-in / right-out driveways along 5th Street Highway and a private alley. Two of the driveways along 5th Street Highway appear unnecessary. The center driveway begins in front of the building where vehicles cannot enter and the northern driveway provides access through an approximately 10-foot portion of this property to a private alley. A separate access to the private alley is provided less than 50 feet to the north.

� This private alley meets up with 5th Street on a very sharp angle and provides an open access “free-for-all” for the business along the private alley adjacent to 5th Street Highway. The private alley intersection is also too close to Wilson Street.

• Fairview Street (just south of George Street) – This roadway meets up with 5th Street on a very sharp angle and is too wide and too close to George Street.


LIST OF REFERENCES

1. SYNCHRO 5, Traffic Signal Coordination Software, Transportation Research Board, Washington D.C., 2000.

2. “Homogenous Report for State Road Crashes in Years 2006 to 2010”, Pennsylvania

Department of Transportation, Bureau of Highway Safety and Transportation, Center for Highway Safety, March 31, 2011.

3. Manual of Transportation Engineering Studies, Institute of Transportation Engineers,

Washington D.C., 1994.

4. Access Management Manual, Transportation Research Board, Washington, D.D., 2003.

5. Smart Transportation Guidebook, New Jersey Department of Transportation and Pennsylvania Department of Transportation, New Jersey and Pennsylvania, March 2008.

6. Transportation and Land Development, 2nd Edition, Institute of Transportation Engineers,

Washington D.C., 2002.

7. Traffic Engineering Handbook, Institute of Transportation Engineers, 5th Edition, Institute of Transportation Engineers, Washington D.C., 1999.

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