Morton ConnectsMultimodal Transportation StudyBorough of Morton | June 2018

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DRAFTMany thanks to the following individuals for their continued interest in the Morton Connects Multimodal Transportation Study and their immense support during the planning process which greatly contributed to helping shape Morton Borough’s transportation future:

Mayor: Bruce R. Blunt

Borough Manager: Robert J. Poole

Borough Council: Mario Cimino, Council PresidentMichelle Miller, Council Vice-PresidentMichele Roberts, Council MemberNatalie R. Young, Esquire, Council MemberJohn Miller, Council MemberRobert McGrath, Council MemberBernice Clark-Dickerson, Council Member

Steering Committee Mario Cimino, Council President Members: Robert J. Poole, Borough Manager

Martha Preston, Borough Secretary Robert McGrath, Council Member Keriann Williams, Council Member Hiele Hodnett, Morton Resident Chief Joseph LaSpina, Morton Borough Police Department Frank Ursone, UTC/RAS Bill Hefner, FEA Industries Mark Cassel, Southeast Pennsylvania Transportation Authority Tom Schaffer, Delaware County Planning Department Charles Catania, Borough Engineer

Planning Consultant: CHPlanning Ltd 1520 Locust St, Suite 401 Philadelphia, PA 19102

Acknowledgements

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DRAFTContents

Acknowledgements i

Executive Summary 1

1. Introduction 5Background 6

2. Study Overview 7The Morton Connects Study Area 8Study Goals 8

3. Outreach and Engagement 9Steering Committee Meetings 10Public Meetings 10Community Surveys 13MoTV/Website/Social Media 15PennDOT Connects 15

4. Existing Conditions 17Mobility Needs Assessment (Walking Charrette) 18Traffic Analysis 21Selected Intersection Analysis 27

5. Recommendations 31Selected Intersection Improvements 32Alternative Truck Routes 35Pedestrian Improvements 35Bicycle Infrastructure 37Transit Improvements 37Parking Improvements 39Gateway Improvements 40Downtown Revitalization 41Stormwater Management 41Interagency Coordination 43Municipal Complete Streets Policy 43Recommendations Summary and Cost Estimates 43Additional Considerations 52

6. Funding Methods 55

7. Annotated Bibliography 61

Appendix 63

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Executive Summary

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DRAFTMorton Borough, a historic municipality in Delaware County, PA, is located along the SEPTA Media/Elwyn Regional Rail line, is bisected by PA Route 420, and offers its residents easy access to the region’s network of state and interstate highways, SEPTA Regional Rail, local and regional shopping centers, the Philadelphia International Airport, and Center City Philadelphia. Community amenities include a historic downtown shopping area and the original Morton-Rutledge train station.

In 2002, Morton Borough created a Comprehensive Plan, which, along with a 2005 Community Impact assessment by DVRPC, identified several specific issues related to heavy automobile and truck congestion, awkwardly designed intersections, a lack of comprehensive pedestrian infrastructure, conflicts between automobiles and transit, conflicts between drivers and pedes-trians, parking limitations, and bicycling. The Morton Connects Multimodal Transportation Study was created to address these issues and provide recommendations through an in-depth, community-driven process.

The Study provides general recommendations for all of Morton Borough, and specific recommendations for six intersections identified as areas of particular concern:

• Morton Avenue and Providence Road • Morton Avenue, Amosland Road, and Alfa Terrace • Franklin Avenue and PA Route 420, located just over the

Borough line in Ridley Township • Morton Avenue, Yale Avenue, and PA Route 420 • Stony Creek Drive (BJ’s driveway) and PA Route 420

Church Road and Yale Avenue, an uncontrolled intersection, was examined related to speeding issues.

The goals of the Study are:

• To create a safe and efficient transportation system for all users

• To connect neighborhoods to downtown Morton • To celebrate Morton’s multimodal resources and unique

character

Opposite: Downtown Morton businesses (CHPlanning). Boroughwide Intersection Location Map (see p. 12).

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DRAFTTo facilitate these goals, a thorough public outreach process was an integral part of the Study. Monthly meetings were held with a Steering Committee consisting of residents, local busi-nesses, Borough staff, elected officials, SEPTA, and Delaware Country Planning Department staff. Two public meetings were held at Morton Borough Hall to identify specific issues and to review preliminary recommendations. Two community surveys were provided to public meeting attendees, and online versions were posted on the Borough website, which together had over 80 responses. Public meetings were broadcast on Morton TV, and outreach was conducted through Morton’s website, social media, email blasts, flyers, and postcard mailings.

Along with community input, an existing conditions analysis was conducted to identify issues. This began with a “Walking Charrette” along a route that included five of the study intersections with members of the Steering Committee. A transportation analysis was conducted that included level of service and Synchro analysis, speed and volume analysis, crash analysis, the exiting truck route, pedestrian access, bicycle facilities, transit services, and parking. A selected intersection analysis dove into the specific issues identified at these six intersections.

Community members marking up maps at the first public meeting (see p. 14).

Gateway Locations (see p. 43).

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DRAFTWith input from the community and information from the existing conditions analysis, the Study was able to provide several recommendations for how to address the various issues identified.

• Specific recommendations are provided for each of the study intersections.

• Several alternative truck routes were identified. • Pedestrian improvements recommended include

improved crosswalks, a sidewalk evaluation, ADA compliance, prioritizing sidewalk improvements in specific areas, and requiring sidewalk installation as a part of any redevelopment.

• Bicycle parking improvements and adding sharrows and bike lanes are also recommended.

• The Study recommends that Morton Borough officials work with neighboring municipalities, Delaware County, PennDOT and elected officials at all levels of govern-ment to fund and implement an engineering solution to alleviate congestion on PA Route 420 at the intersection with Yale/Morton/SEPTA, including moving the station westward so that trains clear the intersection

• Wayfinding signage improvements are recommended for the train station, Borough buildings, parking, and other facilities.

• Parking improvements include adjusting parking on Morton Avenue to be back-in angled parking.

• Gateway feature locations and designs are recom-mended to help create a sense of place when entering Morton.

• Pedestrian improvements and streetscape enhance-ments are recommended to revitalize downtown Morton.

• Where roadway improvements are made or sites rede-veloped, they should be evaluated for opportunities to incorporate stormwater management elements.

The Study includes a list of agencies that Morton could partner with to implement these recommendations. A table summa-rizing the recommendations, along with order of magnitude cost estimates, is also included.

The Study concludes with a listing of potential funding opportunities that could be leveraged to implement the recommendations, as well as an annotated bibliography and appendices for more information. With a foundation built on public input and professional analysis, these recommendations can be implemented to help Morton Borough to reach its goals to be safe, connected, and celebrated.

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1. Introduction

Morton’s Regional Rail station (CHPlanning).

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DRAFTThe central business area for Morton Borough developed as a transit-oriented village over a 140-year period. The historic character of Morton’s “Village Mall”, along with multi-modal transportation options, is what other suburban communities have been trying to replicate since the urban revitalization wave hit the Philadelphia region a decade ago. Morton’s central location in Delaware County, access to multiple regional road networks, and its position on the heavily-travelled Southeastern Pennsylvania Transportation Authority’s (SEPTA) Media/Elwyn Regional Rail line present ideal conditions for a thriving busi-ness and residential community.

However, these very assets that typically bolster downtown revitalization and community connections have presented Morton Borough with more challenges than opportunities, given the sheer volume of traffic, awkward intersection design, lack of a complete sidewalk network, and conflicting train, pedestrian, and vehicular crossings.

The purpose of the Morton Connects Multimodal Transportation Study (the Study), therefore, is to examine these mobility challenges and, together with the Morton Borough community, create recommendations for a connected, safe, and accessible transportation environment for all Morton residents, businesses, and visitors.

BackgroundMorton Borough’s historic town center, with its extensive but challenging multi-modal transportation network, has been the subject of several studies and plans, first and foremost the Morton 2002 Comprehensive Plan (the Comprehensive Plan). Recommendations from the Comprehensive Plan prompted further study, including a Community Impact Assessment for the intersection of Morton Avenue and Woodland Avenue/Kedron Avenue (PA Route 420), prepared by the Delaware Valley Regional Planning Commission (DVRPC) in 2005. These plans used the community visioning process and focused analysis to raise the following key mobility issues in the Borough:

• Heavy traffic volumes along the PA Route 420 corridor • A staggered five-point intersection at Woodland/Kedron

(PA Route 420)/Morton/Yale Avenues• Lack of access control and various movements at this

five-point intersection• Missing sidewalks on either side of Leamy Avenue

leading to Baltimore Pike• Not enough sidewalks in the commercial area• Lack of pedestrian signals and/or crosswalks• Pedestrian crossings at the SEPTA station are unsafe• A misaligned intersection of Stoney Creek Drive/

Providence Road/N. Morton Avenue• Speeding along several through streets in the Borough,

with ongoing resident concerns regarding Morton Avenue, Yale Avenue, Sylvan Avenue, Walnut Street and Providence Road.

• The 53 daily weekday Media/Elwyn train crossings of PA Route 420 at the five-point intersection

• Cars and heavy trucks cut through residential streets to avoid congestion

• Difficult parking access hurts downtown businesses• Lack of commuter parking creates spillover parking on

neighborhood streets• Lack of wayfinding signage• Lack of accommodation for bicyclists

Morton Connects provides a strategy to implement the goals of the Comprehensive Plan, address the findings of the Community Impact Assessment, and identify new issues and strategies through an in-depth, community driven mobility study that focuses on improving multi-modal safety and access in and around Morton Borough through the following process:

• Mobility Needs Assessment• Traffic conditions analysis• Public outreach and engagement • Recommended transportation improvements• Innovative funding methods

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2. Study Overview

Geographic Context Map

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DRAFTThe Morton Connects Study AreaMorton Borough is, geographically, a small borough at just under half a square mile. Most of its residents live within about a ten minute walk of the train station on the SEPTA Media/Elwyn Regional Rail line. The two major transportation corridors are Baltimore Pike, along the northern edge of the Borough; and State PA Route 420, known locally as Woodland Avenue and Kedron Avenue, running north-south through the Borough. There are several major retail establishments along these routes generating significant traffic through the Borough, including the Springfield Mall and Target along Baltimore Pike, and BJ’s along PA Route 420.

The Morton Connects Study Area (the Study Area) encom-passes the entirety of Morton Borough but focuses on five key intersections and addresses the downtown commercial core. The five key intersections, one of which is located just outside of the Borough, were identified through the comprehensive planning process, which included a review of previous studies and solicitation of stakeholder input, as being particularly prob-lematic and dangerous. These intersections are identified on the Study Intersections Map and include the following:

• The intersection of Morton Avenue and Providence Road • The intersection of Morton Avenue, Amosland Road, and

Alfa Terrace• The intersection of Franklin Avenue and PA Route 420,

just outside the Borough in Ridley Township • The intersection of Morton Avenue, Yale Avenue, and PA

Route 420 (Kedron Avenue)• The intersection of Stony Creek Drive (BJ’s driveway)

and PA Route 420 (Woodland Avenue)

In addition, the team was asked to look at issues related to speeding vehicles in the area around the intersection of Church Road and Yale Avenue .

Study GoalsThe primary goals of this Study are:

• To create a safe and efficient transportation system for all users;

• To connect neighborhoods to downtown Morton; and,• To celebrate Morton’s multimodal resources and unique

character.

To achieve these goals, the first steps in the Study required an in-depth analysis of existing traffic conditions and an assess-ment of mobility needs identified through the community engagement process. This analysis can be found in Section 4. An extensive public engagement process, guided by the require-ments of the PennDOT Connects policy, further informed the identification of mobility needs and provided recommendations for implementation strategies.

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3. Outreach and Engagement

Boroughwide IntersectionLocation Map

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DRAFTThe public outreach and engagement process for this Study was designed to not only disseminate information, but to actively engage people to generate excitement and build momentum for change. The goal of this Study is to facilitate implementation and improvements by obtaining community involvement early and often. The public engagement process was guided by the Morton Connects Steering Committee (the Steering Committee), which was comprised of community stakeholders and tasked with providing initial observations, validating information, and keeping the planning process on track. Public outreach and engagement platforms, including community meetings and community surveys, provided input and feedback to ensure that this Study will meet transportation and mobility goals with beneficial impacts for the community.

Steering Committee MeetingsThe Steering Committee is comprised of community stake-holders who serve as representatives of the various users and implementers of Morton Borough’s transportation network, including residents, local businesses, Borough staff, elected officials, SEPTA, and Delaware County Planning Department staff.

The role of the Steering Committee is to guide the planning and public outreach process to ensure that the recommended strategies are feasible and representative of the community’s expressed needs. Regular monthly meetings with the Steering Committee throughout the planning process provided consis-tent feedback to maintain Study progress and build momentum with the community.

Public MeetingsTwo public meetings were held at the Morton Borough Hall to provide a venue for residents, business owners, and other interested stakeholders to convene and openly discuss their concerns and aspirations for Morton’s mobility network and downtown experience. The first public meeting took place early in the process, before any specific improvement options were defined. As an open-house event, community members had a chance to learn about the purpose and goals of the Study, speak directly with consultants and Borough staff and Council members, and participate in hands-on exercises to prioritize issues and possible remedies. It was also an opportunity to identify individuals and groups that could help build momentum towards Study implementation.

After receiving input from the public and the Steering Committee, the consultant team developed a set of draft prelim-inary recommendations to address concerns and aspirations for the Study Area. The second public meeting was held just after the midpoint of the planning process to review the draft recommendations with the community.

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Over 50 members of the Morton community attended Public Meeting 1 (CHPlanning).

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Attendees reviewed proposed recommendations at Public Meeting 2 (CHPlanning).

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DRAFTCommunity SurveysTwo community surveys were prepared for residents and business owners at key points in the community engagement process. The first survey was administered to help identify and prioritize issues along the PA Route 420 corridor. The second community survey was designed to elicit community feedback on the draft recommendations. The community surveys were provided in both hard copy format for distribution at public meetings and as an online version for those unable to attend. The online surveys were made available one week prior to the two public meetings and kept open for a period of one month.

In the first community set there were 77 total responses, from both the online and paper formats. Survey participants were asked information about their stake in the community (resident, business owner, neighboring community, train commuter, shop in Morton Borough), how often they shop on PA Route 420 in Morton, what types of changes would persuade them to shop on PA Route 420, and what they feel are the most pressing issues on PA Route 420. Participants were also asked two open ended questions regarding other comments or issues related to PA Route 420 in Morton.

Responses to the close ended questions are summarized in the following graphs:

As indicated in the graphs, most of the survey participants (93.5%) were Morton residents. A significant number of partic-ipants shop on PA Route 420 (40.3%) and take the train from Morton Station (31.2%).

Most participants shop on PA Route 420 in Morton Borough regularly – 54.5% shop weekly and 16.9% shop two to three times per month.

Most participants would shop in Morton Borough more often if there were safe and continuous sidewalks (60.6%), if it were more attractive (60.6%), if there were more parking (54.5%), and if there were less traffic (51.5%).

The four most pressing issues related to PA Route 420 in Morton cited most often by the survey participants were: traffic in general (77.3%), walking on PA Route 420 (61.3%), attractive-ness (53.3%), and driving on PA Route 420 (45.3%).

There were two open-ended questions on the community survey:

• Do you have any additional comments about PA Route 420 in Morton?

• Are there any other issues that are not included above?

Many participants commented on the lack of pedestrian cross-walks and pedestrian facilities in general, the lack of or need for improved signalization/stop signs at other key intersections, the need to address other dangerous intersections and high-speed corridors besides those along PA Route 420, and the need to increase the number of businesses and improve the appearance of existing businesses in the downtown.

The second community survey was distributed at the second public meeting, also in online and paper formats, to gather feed-back on the draft recommendations. 80 percent of respondents said that the recommendations address their top priorities for the study, and 60 percent of respondents agreed that Morton should commit municipal funds for those priorities.

The Morton Connects Community Survey questions and responses are available in Appendix A.

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Results from Community Survey 1.

How often do you shop on Route 420?Please tell us a little about yourself.

Would you shop more on Route 420 if: The most pressing issues related to Route 420:

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DRAFTMoTV/Website/Social MediaStudy updates and information were provided on various digital media and social media platforms. Public meetings were broadcast on Morton TV (MoTV) and all information on events, products, and surveys were published on Morton’s website and social media sites (Twitter, Facebook, and Instagram). Email blasts, paper flyer distribution, and postcard mailings were also used to maximize outreach for promoting public meetings and community surveys. The Borough and consultant team also worked with stakeholders to field media inquiries and interview requests.

PennDOT ConnectsPennDOT Connects is a recent policy that reinforces the need for community collaboration in the transportation planning process. PennDOT Connects requires that PennDOT staff and their planning partners, including Metropolitan Planning Organizations and local governments, consider commu-nity mobility needs at the beginning of the planning process to ensure the most efficient and productive allocation of resources. These mobility needs should include, as identified through the local government outreach process, strategies to improve safety, mobility, access, and environmental outcomes for all modes and local contexts. New projects on the state’s Draft 2019-2022 Transportation Improvement Program (TIP) implement PennDOT Connects requirements to meet with local governments and planning partners.

Social media sessions at Public meeting 1 (CHPlanning)

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Walking Charrette Map

4. Existing Conditions

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DRAFTThe existing conditions analysis began with a visual tour and assessment of mobility conditions in the Study Area and progressed to include a detailed analysis of traffic conditions, pedestrian and bicycle facilities, transit services, parking, and the impacts of these mobility conditions on downtown Morton Borough.

The information gathered through the extensive existing condi-tions analysis provided a set of preliminary recommendations to review with the Steering Committee and public for vetting toward a detailed set of mobility improvement recommenda-tions and funding strategies.

Mobility Needs Assessment (Walking Charrette)The consultant team and the Steering Committee conducted a “Walking Charrette” of the Study Area to identify preliminary mobility issues and needs. The walking charrette path started from Morton Borough Hall at 10.30am on Tuesday, October 31st, 2017, then proceeded north to Providence Road and subse-quently followed a path to all selected Study intersections, as indicated on the Walking Charrette map, and ending at the BJ’s driveway.

During the walking charrette some members of the Steering Committee showed concern about the intersection of Morton Avenue, Amosland Road and Alfa Terrace, pointing out various challenges being faced at this 5-point intersection and requested some recommendations for improvements. Conditions and concerns at each intersection, and the areas in between, were observed and documented. Detailed notes and sketches from the Walking Charrette are included in Appendix B.

Key takeaways from the Walking Charrette observations started the existing conditions analysis and outlined the public input framework and recommendations for improvement.

Morton Avenue and Providence Road (CHPlanning).

Walking Charrette – Preliminary Observations:

N. Morton Avenue -- Providence Road :

• Speeding concerns downhill on Providence Road• Long crossing distances and lack of crosswalks• ADA concerns / minimal sidewalk provisions• Lack of edge markings and stop bars

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DRAFTFranklin Avenue -- Kedron Avenue (PA Route 420)

• High peak traffic volumes• Road markings/pedestrian infrastructure in fair

conditions• ADA concerns

Morton/Yale Avenue--Kedron Avenue (PA Route 420)

• Lack of bicycle and pedestrian infrastructure• Lack of pedestrian head signals• Lack of clearly defined edge markings• Lack of clearly defined crosswalks• Speeding through intersections or bends on Yale Avenue• Spillover traffic on Walnut Street due to congestion

Franklin Avenue and Route 420 (CHPlanning).. Morton/Yale Avenue and Route 420 (CHPlanning).

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Stoney Creek Drive and Route 420 (CHPlanning). Morton Avenue, Amosland Road and Alfa Terrace (CHPlanning).

Stony Creek Drive -- Woodland Avenue (PA Route 420)

• Lack of bicycle and pedestrian infrastructure• Long crossing distances/ wide road widths• Snow storage/ sight distance concerns• ADA concerns

Morton – Amosland Road and Alfa Terrace

• Traffic speed concerns on North Morton Avenue• Low visibility at stops• Missing stop bars• Missing pedestrian crossing signs• Lack of caution signs

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DRAFTTraffic AnalysisThe analysis of existing traffic conditions includes data collec-tion and evaluation for traffic volumes, level of service analysis, signal timing/coordination, crash data, speed recording, and truck route observations.

Level of Service and Synchro Analysis

Level of service (quality of traffic service based on speed, density and delays) and delay comparisons (the average time a vehicle will spend processing through an intersection) for the three major signalized intersections in Morton along PA Route 420 were analyzed using Synchro/Sim Traffic software to access the feasibility of coordinating signals to improve opera-tions along PA Route 420. Intersections analyzed included:

• PA Route 420 (Kedron Avenue) and Franklin Avenue• PA Route 420 (Kedron Avenue) and Morton Avenue• PA Route 420 (Woodland Avenue) and Stoney Creek

Drive (BJ’s Club entrance driveway)

A tabular summary of the level of service/delay comparisons of existing conditions vs. coordinated conditions is included in Appendix C. With coordination along the PA Route 420 Corridor, average delay per vehicle on the higher volume main street (i.e., PA Route 420) is generally reduced as a higher percentage of vehicles will get the opportunity once in the corridor to travel the length of the corridor with all green signals. Overall, the average delay per vehicle is reduced for all intersections, and for the corridor, with coordinated signal timings.

Speed and Volume Analysis

To determine the extent and severity of reported speeding at Yale Avenue between Christian Street and Church Road, an Automatic Traffic Recorder (ATR) was placed along Yale Avenue to record vehicle volume and speeds over a 24-hour period at one-hour intervals. ATR results revealed 85th Percentile Speeds of 29 miles per hour, which were above the posted speed limit of 25 miles per hour. The 85th Percentile Speed is the speed that

85 percent of vehicles do not exceed. In other words, only 15 percent of vehicles go faster than this speed, and 85 percent go at or below this speed. Tables summarizing the tabulated results for speeds and volume count data along Yale Avenue are included in Appendix D.

Although the results of the ATR data collection show speeds that are not significantly higher than the posted speed limit, the lack of edge markings, stop bars and crosswalks encour-ages speeding while increasing pedestrian-vehicular conflicts. Additionally, there were vehicular right-of-way conflicts observed at the Church Road and Yale Avenue intersection.

Crash Analysis

The existing traffic conditions analysis includes crash “hotspot” locations to find statistically significant clusters of vehicle collisions using crash data from 2011 – 2016 provided by the Morton Borough Police Department.

The Crash Analysis Map shows the six intersections with the highest number of vehicle collisions during the data period. As indicated on the map, two intersections with Baltimore Pike had by far the highest number of crashes in the data period, with 250 or more collisions. The next two highest crash rates occurred at Kedron Avenue / Morton Avenue and Kedron Avenue / Silver Lake Terrace, with over 100 crashes during the data period. The Kedron Avenue / Morton Avenue intersection is one of the intersections selected for focused analysis in the Study, the remaining selected intersections are not one of the six highest crash sites, but they do have other significant chal-lenges that will be addressed in this Study.

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Crash Analysis MapData source: Morton Police Department

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DRAFTTruck Routes

Trucks are commonplace along PA Route 420, serving the many industrial businesses in Morton Borough and region. In Morton, there is an established truck route, shown on the Established Truck Route Map, which was designed to keep trucks out of residential areas to the greatest extent possible. Truck-generating businesses in the area, such as UTC, provide their drivers with maps depicting the established route.

On Thursday, December 14th, 2017, between 3:30 and 6:00 PM, a “truck following study” was conducted to determine if trucks are adhering to the established route. For purposes of this anal-ysis trucks are defined as a vehicle with at least two axles and six tires. Two delivery trucks were followed entering and exiting Morton. At that time, the trucks that were followed stayed on the accepted truck route and neither deviated.

Pedestrian Access

The results of the community survey indicate that many in Morton feel unsafe when walking to school or the train, and while shopping. Issues crossing PA Route 420 were well docu-mented, with one public meeting participant commenting, “I take my life into my hands crossing Kedron [PA Route 420] to the Wawa every day.” However, PA Route 420 was far from the only area that pedestrians considered unsafe. The sidewalk network is not complete, and even along main streets, missing sections require pedestrians to walk through grass, through commercial parking lots, or in the street. In some of the neigh-borhoods a sidewalk may exist only along one side of the street, or in some cases roads have no sidewalks at all. Sidewalks are typically quite narrow, with some less than four feet wide, making it difficult for those in wheelchairs to use the sidewalk network. Obstructions in the sidewalk, such as utility poles, are common, lowering the effective width to as little as two feet in some locations. Crosswalks are rare beyond the main streets, and where they are present, they tend to be standard transverse line crosswalks with faded paint.

One group interested in pedestrian infrastructure in Morton is the walking and running group We Run Morton, which consists of an active social group of residents who run in and around Morton Borough. The group usually meets at 7:00 PM every Thursday at the Borough Hall for their weekly run. Their run usually includes a 1.5-mile routine which goes around the Borough Hall and through the Morton Avenue/Amosland/Alfa Terrace intersection.

Existing Truck Route Map

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General overview of Boroughwide sidewalk conditions (CHPlanning).

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DRAFTBicycle Facilities

Bicycling infrastructure in Morton is limited. There are no established bike lanes other than the on-road designated route for Bicyclists Baltimore Pike. This route runs along Franklin Avenue in Ridley Township, turns up Mitchell Avenue in the Borough, then down Morton Avenue and up Sylvan Avenue to Yale Avenue, where it continues into Springfield Township. The route is marked by green directional signs whenever the route turns onto a new street. Bicycle parking is also extremely limited throughout the Borough, but it is provided at the Morton train Station and will soon be upgraded by SEPTA. According to DVRPC’s Level of Traffic Stress analysis, while many of the neighborhood streets in Morton are suitable for children to bike on, major routes such as Morton Avenue and Yale Avenue are only suitable for “enthused and confident” cyclists, while PA Route 420 is only suitable for “strong and fearless” cyclists.

Responses to the community survey indicate that bicycle infrastructure is not a high priority for Morton residents. In survey questions and in the voting exercise at the first public meeting, bicycling infrastructure got the fewest votes of all the mobility issues. That is not to say that bicycle infrastructure should not be addressed. Residents typically don’t bicycle in the area because it is considered unsafe; making modest safety improvements could encourage more cycling in Morton and help advance goals for the regional bicycle network.

Transit Services

Morton is well-connected by transit, with both train and bus service. Morton’s train station is strategically located on the heavily-travelled SEPTA Media/Elwyn Regional Rail line with direct local and express service to Center City Philadelphia. However, there are several issues with the train, primarily when the train is in the station. It stops so close to PA Route 420 that it triggers the railroad gates, essentially closing the intersection

Bicyclist’s Baltimore Pike signage (CHPlanning). SEPTA Regional Rail train at Morton Station (CHPlanning).

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DRAFTfor up to 5 minutes, 53 times per day, resulting in approximately four hours total traffic disturbance on weekdays as long as the train is in the station and until it can clear the station.

Also, improvements can be made to handicap accessibility to the train station and platform and parking at the station is limited, leading to private parking facilities around the station, as well as illegal parking throughout the neighborhood. Pedestrian connections between the private lots and the station are limited and there are no crosswalks across Yale Avenue between them. There is little in the way of wayfinding signage for the station, and residents expressed a desire for more direc-tional signage. There is currently limited bicycle parking at the station but SEPTA advised the consultants that there is a plan in place to improve and expand bicycle parking at the Morton-Rutledge station.

SEPTA’s Route 107 bus runs along PA Route 420 in Morton with service between 69th Street Terminal in Upper Darby and

SEPTA Route 107 bus shelter on Route 420 (CHPlanning). Station area parking (CHPlanning).

Lawrence Park in Broomall. There are few stops in Morton because SEPTA requires that bus stop sites allow a ramp to extend from the bus to the stop for Americans with Disabilities Act of 1990 (ADA) compliance. The bus only runs once an hour and high traffic on PA Route 420 often results in delays. SEPTA’s Route 109 bus runs along Baltimore Pike on the northern boundary of the Borough.

Parking

Community residents and businesses cited several concerns with parking in the Study area, primarily limited parking avail-ability at many local businesses. Competing businesses on Baltimore Pike have more parking to offer customers. Because of traffic volumes on PA Route 420 parking is difficult to access during peak traffic times, and proximity to travel lanes on PA Route 420 makes drivers feel unsafe. Citizens were also concerned that the lack of commuter parking creates spillover parking on neighborhood streets.

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DRAFTSelected Intersection AnalysisThe existing conditions data analysis, community feedback, and site observations of the five targeted intersections in this Study raised many mobility issues, primarily with pedestrian/vehicle conflicts; train/vehicle conflicts; and communication, such as letting drivers know, through visual cues, where their correct placement should be in an intersection; where they should stop; where pedestrians should be; and other information that is essential to safe driving in Morton.

Morton/Providence/Stoneybrook

This four-way, offset intersection is on the northern border, half in Morton and half in Springfield Township (See below). The northbound Morton Avenue approach is in Morton, the borough/township boundary runs down the centerline of Providence Road, and Stoneybrook Drive is in Springfield Township. The intersection is 4-way stop controlled. Stop signs

on the Springfield side include supplementary “Four Way Stop” signs, but the signs on the Morton side do not. There are no painted stop bars or crosswalks. The sidewalks on the Morton side are not ADA compliant. The Steering Committee was also concerned about sight distances and crash potential between northbound Morton Avenue and eastbound Providence Road vehicles. Northbound vehicles tend to drive straight across on a diagonal path rather than turn right and then left, as geometry might indicate.

Morton/Amosland/Alfa

Although not part of the original scope of services, the commu-nity requested that this intersection be reviewed (See below). This is a four-way intersection in the eastern portion of Morton. The northbound Morton Avenue, northbound Amosland Road, and westbound Alfa Terrace approaches are stop sign controlled; the southbound Morton Avenue approach is not stop sign controlled, but there is a stop sign one short block to the

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DRAFTnorth of this intersection at Broad Street. One of the Borough’s school bus stops is located one block south at the intersection of Morton Avenue and Baker Street. The northbound leg of Morton Avenue and Alfa Terrace are the posted and accepted route for heavy trucks accessing one of the Borough’s major employer, UTC. There are stop bars and crosswalks painted at the northbound Morton Avenue and Amosland Road approaches, a crosswalk with no stop bar at the Alfa Terrace approach, and a stop bar with no crosswalk on the southbound Morton Avenue approach, at the intersection with Broad Street. The intersection’s geometry is unusual, with Alfa and Amosland approaching an angled bend in Morton Avenue, with a large and very old tree gracing that angled bend. Because the stop sign is one short block to the north, the actual southbound Morton Avenue approach is uncontrolled. Due to the proximity of the school bus stop, pedestrians (both adults and children) can be found in the vicinity of this intersection during pick up and drop off times.

PA Route 420/Franklin

This four-way signal controlled intersection is located just to the south of Morton, in Ridley Township. While this intersection is important to Borough residents and businesses, Morton has no jurisdictional authority to make changes to this intersec-tion. Tight curb angles cause difficulty for turning of SEPTA Route 107 buses due to conflict with opposing traffic cue in left turning traffic from PA Route 420 south bound onto Franklin Avenue east bound.

PA Route 420/Stony Creek Drive (BJ’s driveway)

This thee-way signalized intersection is on the northwestern border of Morton. The BJ’s driveway and the west side of PA Route 420 are in Springfield Township. This driveway is unusu-ally wide, with no painted channelization for vehicles and no pedestrian refuge or markings. At one time a SEPTA bus stop was located just to the north of this intersection, but dangerous

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DRAFTpedestrian conditions led SEPTA to discontinue it. A south-bound bus shelter remains north of the intersection, but it is decommissioned and is therefore not used as a bus stop.

There is no pedestrian signal phase, and there is not enough time in either green phase to safely cross the driveway or PA Route 420. There is sidewalk on the Morton Borough side of the intersection, but it is narrow and a large missing link south of the intersection means there is no continuous east side pedes-trian connection from the Borough. At one time there was a painted island in the driveway, which served both to channelize vehicles and provide pedestrian refuge, but the paint is fading, and a recent driveway project partially paved over the island. This was not identified as a high crash site, but it is confusing to drivers exiting the property and is consequently dangerous for pedestrians.

PA Route 420/Morton Avenue/Yale Avenue/ Media/Elwyn Regional Rail Line

PA Route 420 is a major north-south route in Delaware County, and because it runs parallel to Interstate 476 (I-476 also known as “The Blue Route”) it is also one of the primary alter-nate routes posted for incidents and accidents, as well as a commonly known way to avoid congestion on the Blue Route. There is no longer a pedestrian phase to the signal. The pedes-trian signal head and call button are still there, but they are inactive, which is confusing and frustrating to pedestrians. PA Route 420 is a highly important regional road which essentially bisects Morton. The intersection is significantly complicated by the 5-point road configuration of Morton Avenue and Yale Avenues intersecting PA Route 420, also bisected by the SEPTA Media/Elwyn Regional Rail double track line.

Even when there are no trains in the station, heavy traffic impacts travel times, air quality, and the regional economy. When a train is in the station, the gates remain closed until all passengers have boarded or de-trained and the train clears the station, stopping PA Route 420 traffic in both directions. If another train comes along while one in the opposite direction is still in the station, the gates stay closed and additional delay ensues. In the evening, traffic on Morton Avenue is significantly delayed by departing train commuters’ cars.

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5. Recommendations

32

DRAFTRecommendations were developed in several categories to facilitate the goals of this Study. These recommendations address the five specific intersections that the Study was meant to address, as well as general recommendations for:

• Alternative truck routes

• Pedestrian improvements

• Bicycle infrastructure

• Transit improvements

• Parking improvements

• Gateway improvements

• Downtown revitalization

• Interagency coordination

• Municipal complete streets policy

Selected Intersection ImprovementsThe following set of recommendations were developed to address these issues identified in the Selected Intersection Analysis above.

Morton/Providence/Stoneybrook

For this intersection it is recommended that Morton Borough install “Four Way Stop” signs beneath the current stop signs on Providence Road and Morton Avenue. It is further recom-mended that the Borough paint or engage a contractor to paint stop bars and a crosswalk across Morton Avenue. The last recommendation, if budget permits and permission is granted by Springfield Township, is to paint a crosswalk across Providence Road.

Morton Borough will be responsible for these upgrades.

Opposite: SEPTA Regional Rail train crossing Route 420 (CHPlanning).

33

DRAFTMorton/Amosland/Alfa

It is recommended that an additional stop sign, with the corresponding painted stop bar, be installed at the angled bend corner on North Morton Avenue opposite the Alfa and Amosland approaches. For safety purposes, the stop sign at Broad Street is not to be removed, but rather supplemented by this additional stop sign. There is precedent for two stop signs so close together in other parts of Delaware County.

Morton Borough will be responsible for this project. Further, an arborist should be consulted on the best way to install the sign without harming the tree.

PA Route 420/Franklin

Upgrades are planned for this intersection as part of a PA Route 420 corridor project in Ridley Township, and Morton Borough-based trips will be impacted during construction. It is recommended that Borough officials familiarize themselves

with the project and publicize information, such as project parameters, duration, and any community meetings, to resi-dents and businesses through their website and mailings. It is also recommended that the Borough coordinate with Ridley Township should any Borough roads be impacted.

North of this intersection, a painted median on Kedron Avenue functions as a de-facto extended northbound left turn lane for the intersection at Morton Avenue during congested periods. According to Morton Borough’s Chief of Police, this is a high crash area. A median planter located in this lane would serve to deter illegal left turn traffic as well as reduce crashes, and, in addition, would create a gateway sign opportunity (see Gateways, below). Since PA Route 420 is a state-owned road, the Borough would need PennDOT’s permission to install the median.

PA Route 420/Stony Creek Drive (BJ’s driveway)

BJ’s property and driveway are wholly within Springfield Township and thus giving Springfield jurisdictional control over traffic signals and timing. Morton Borough however has standing to request a change in signal timing to permit a safer pedestrian crossing should they choose to pursue this option, this will require coordinating with Springfield Township and PennDOT.

PA Route 420/Morton/SEPTA Rail

Because of existing traffic delays, and because of this inter-section’s regional importance, it is recommended that Morton Borough work with its neighboring municipalities, the County Planning Department, the County Council, PennDOT and other locally elected officials to create a coalition of stakeholders to support the development and implementation of an engineering solution to this complex problem. The result of this solution will be to move the train platform to the west so it clears the inter-section before stopping (minimizing gate closures), restore a safe pedestrian crossing, and minimize traffic delay caused by departing commuters.

34

DRAFTThere are four recommendations that can make a difference in the short term:

• Re-work the island at Morton Avenue and Yale Avenue to make it sufficiently long and wide enough to function as a pedestrian refuge. Create a ladder- or zebra-style crosswalk from the north side of Yale Avenue to the south side across the island. This will also help chan-nelize traffic on Yale Avenue.

• Mill Yale Avenue west of the intersection with Morton Avenue to alert drivers to the upcoming stop sign.

• Remove the pedestrian signal heads and call buttons. This will dissuade those who believe that the presence of the signal indicates safe crossing. When this crossing is restored in the future, new technology will be used.

• Add a “Keep Right” sign on the end of the island facing PA Route 420 (subject to PennDOT approval).

Traffic Calming at Yale Avenue and Church Road

Traffic calming is a way of slowing vehicle speeds through the placement of physical features, and there are a variety of traffic calming techniques that could be used at the intersection of Yale Avenue and Church Road. A speed hump is recommended for Yale Avenue west of Church Road to control speeding, with Morton Borough’s Engineer to recommend appropriate place-ment. For purposes of this Study, a speed hump is defined as a low-profile, wide, flat-topped concrete or asphalt installation across the travel lane that, when traversed at the posted speed, would cause no discomfort to drivers or damage to vehicles.

35

DRAFTAlternative Truck RoutesThe truck following study indicated that observed trucks were following the established route, however in case of incident, or if a driver uses their GPS which does not recognize truck routes, better “No Truck” signage is recommended. In addi-tion, it is recommended that Morton Borough adopt alternative truck routes to provide different options for avoiding traffic congestion without impacting residential streets. The Borough, or neighboring townships, have the authority to restrict trucks on local roads, but a PennDOT permit must be obtained for any truck restriction signs on state roads. A map showing potential alternate routes is shown on the Alternative Truck Routes Map.

Pedestrian ImprovementsPedestrian safety is a significant concern cited by Morton Borough residents, primarily the lack of pedestrian cross-walks and signals, gaps in the sidewalk network, and high traffic intersections. Pedestrian improvements at selected intersections have been described and illustrated previously. Recommendations for general, Borough-wide pedestrian improvements and policies include:

• Implement a program to install continental-, ladder-, or zebra-style crosswalks, install crossing signals, and to improve sidewalks and the sidewalk network throughout the Borough; paint or let painting contract to install stop bars and crosswalks.

• Conduct a sidewalk evaluation (partner with scouts, a school, a service organization, etc.), create and implement a sidewalk improvement plan; establish a Pedestrian Committee to evaluate and prioritize side-walk and pedestrian improvements, install “missing link” sidewalks.

• Make all pedestrian crossings ADA compliant.• Where appropriate, add “Children at Play” signs.• Prioritize sidewalks and safe crossings improvements

that coincide with PennDOT’s Safe Routes to School program.

• Work with the County and PennDOT to get an agreed-upon solution for Woodland/Kedron projects, and seek TIP funding.

• Design pedestrian improvements to alleviate dangerous situations such as lack of sidewalks on significant parts of east side of PA Route 420, and lack of sidewalk and railing at culvert over PA Route 420 at northern Borough line with Springfield Township.

• Require sidewalk installation as part of any re-develop-ment application review process.

Recently improved continental crosswalk at Yale Avenue and Morton Avenue (CHPlanning).

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DRAFT

Alternative Truck Route Map

37

DRAFTBicycle InfrastructureMorton Borough currently has limited bicycle parking and defined bike paths other than signage directing cyclists to the Bicyclists Baltimore Pike route. Space for new bike paths is limited in the developed Borough; however, small improvements can make a large impact on bicycle safety in Morton:

• Install bicycle parking in business district and the train station (SEPTA is upgrading stations along Media/Elwyn line to install covered bicycle parking); Seek information on likely places to install parking and route markers from Borough bicycling enthusiasts.

• Install “Share-the- Road” signs and sharrows along primary bicycle routes. Sharrows are a combination of “share” and “arrow”, a simple reminder to drivers that they should expect to share the street with bicycles.

• Publicize “Bicyclists Baltimore Pike” route in Borough publications and on website.

• Install bike lanes on overly wide roads that feed into Bicyclists Baltimore Pike route (see Proposed Bicycle Improvements Map)

• Make sure any traffic calming installations are bicycle-friendly.

Transit ImprovementsIt is recommended that Morton Borough work with SEPTA to seek funding to move the outbound train platform further west and the opportunity to make this change is bolstered by SEPTA’s plan to install high-level platforms at Media/Elwyn line stations in the foreseeable future. This will allow outbound SEPTA Regional Rail trains to clear the intersection at PA Route 420, and will allow the train gates on PA Route 420 to remain open until inbound trains are fully loaded and ready to head east across the intersection. The new platform should be ADA compliant. A feasibility study would likely be required to deter-mine if the Regional Rail platform could be relocated.

It is also recommended that any future changes to station operations should be undertaken in a way that minimizes any degradation of the historic fabric of the station complex. The Morton Train Station Complex, including the Passenger Station, Freight Station, and Westbound Passenger Shelter, are important borough historical resources deemed eligible for listing on Federal historical registers, as it comprises the only complete 19th Century suburban train station complex in Greater Philadelphia and should be preserved.

Morton Borough should install wayfinding signage to help Regional Rail commuters better find their way between the station and overflow parking lots. Pedestrian crossings connecting overflow lots to the station should be made safe.

The Morton-Rutledge Train Station is currently slated for station improvements in 2018 to install covered bicycle parking. Bicycle riders at the station should be surveyed to determine their needs.

Morton Borough should make the SEPTA customer service number available to residents, either through their website or other communication methods, so that residents may request additional bus service. The Borough should also make bus stop amenities a part of the approval process for any properties being developed along PA Route 420.Example of a sharrow (public domain).

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DRAFT

Proposed Bicycle Infrastructure Map

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DRAFTParking ImprovementsMost of the businesses in Morton Borough have dedicated parking lots, however the number of spaces is limited; in many cases the parking areas were established before adoption of minimum parking standards in the zoning ordinance. In addi-tion, some of the buildings have residential components, and parking for business customers is further constrained by tenant and employee parking.

Various street widenings over the years have caused the parking lots to be very close to the street, causing traffic to slow down and disrupt traffic flow. At the Woodland/Kedron/Morton Avenue intersection, illegal sidewalk parking is commonplace adjacent to the parcel at the northeast corner, which currently houses a check cashing operation. At the southwest corner, angled parking is difficult to access or leave during peak hours due to traffic volumes on South Morton Avenue.

Examples of a back-in angled parking in Pottstown (top), Philadelphia (above), and Wilmington (left, CHPlanning).

On-street parking along South Morton Avenue is also very limited and it is hard to back out of angled spaces during peak hours. It is recommended that Morton Borough consider back-in angle parking along this corridor. Changes to angled parking must be approved by PennDOT.

40

DRAFTGateway ImprovementsGateways are design elements that mark the entrance to a community. They should be designed as an inhabitable place and not simply as a single feature, with signage, landscaping, pedestrian amenities, and wayfinding to important community sites. Addition of sidewalk amenities such as trash/recycling receptacles, benches and street trees will also help improve attractiveness of downtown business areas, as well as helping to improve storm water management. Morton Borough should work with PennDOT, neighboring municipalities, and local businesses to identify appropriate gateway locations at the entrances to the Borough.

Where a road is sufficiently wide, a gateway element could be installed on a median in the center of the road. Where road width or traffic conditions make a median unfeasible, gateway elements could be installed on the side of the road, ideally on both sides.

Exterior overview of proposed gateway element.

Gateway Locations.

41

DRAFTDowntown RevitalizationMorton Borough’s downtown is comprised of commercial properties concentrated along a section of Morton Avenue and the intersection of Morton Avenue and PA Route 420. In many small communities, the downtown area is both a great source of local pride with activities and attractions for residents and visitors alike, and a welcomed generator of tax dollars to local government. The defining factor in vibrant and successful places is twofold: pedestrian connectivity for locals and parking for visitors.

Both parking and pedestrian connectivity are constrained in Morton Borough’s downtown (see Parking Improvements and Pedestrian Improvements, above). In addition, there are very few wayfinding signs directing pedestrians to major community destinations, such as the post office, Borough offices, the train station, or to downtown.

In addition, the buildings’ designs are more utilitarian and practical (from a cost-effective construction and maintenance point of view) than visually attractive. Building upgrades can also create a sense of place. Lastly, there are no street trees, planters, or other street furniture to give the feeling of a “Downtown.”

Morton Borough can work collaboratively with SEPTA, PennDOT, neighboring municipalities, and local businesses to develop improvements near the train station and along Morton Avenue, including:

• Prioritize pedestrian improvements and placemaking efforts in this area

• Identify preferred streetscape enhancements, such as continental-, ladder-, or zebra-style crosswalks, street trees, widened sidewalks, and back-in angled parking.

• Consider hiring a Main Street Manager to coordinate improvements to commercial properties and attract new tenants.

• Consider possible locations for pedestrian gathering spaces, plazas, or gateways.

Stormwater ManagementInfrastructure improvement projects, particularly for road corridor, intersection, and sidewalk improvements, provide the opportunity to implement green infrastructure elements in the design and construction. For example, where new sidewalks are being proposed or repaved, ADA ramps are added, or medians constructed or resurfaced, rain gardens and pervious surfaces can be incorporated into the design. Such features will absorb and filter stormwater, mitigating flooding and discharge of contaminated stormwater into water sources.

Example of a rain garden planter in Philadelphia (CHPlanning).

42

DRAFT

43

DRAFTInteragency CoordinationMany of the improvements recommended in this Study are in areas where Morton Borough has a limited ability to act without coordinating with other agencies and municipalities. The Borough must partner with neighboring municipalities, public authorities, and local groups to fully accomplish these recommendations. Agencies that should be contacted for coor-dination include:

• PennDOT• DVRPC• SEPTA• Congressional and State Legislators• Bicycle Coalition of Greater Philadelphia• Delaware Valley Association of Rail Passengers• Delaware County• Springfield Township• Ridley Township• Morton Borough Police Department• Local businesses• We Run Morton

Municipal Complete Streets PolicyMorton Borough can adopt a complete streets resolution policy, ideally in coordination with PennDOT and adjacent municipali-ties, to ensure that all traffic and transportation improvements are designed to enable safe access for pedestrians, bicy-clists, motorists, and transit riders of all ages and abilities. An example of a local complete streets policy for Lancaster County, PA can be found in (Appendix E).

Recommendations Summary and Cost EstimatesThe table on the following page summarizes the recommenda-tions and includes order of magnitude cost estimates.

The costs associated with the recommended improvements are presented on an order of magnitude basis, rather than actual

costs, because costs of materials and labor change over time. These cost ranges, as outlined in the scale below, have been applied to recommended actions and improvements.

Order of magnitude scale for costs of recommended action or improvements:

$ means the project can be done by Morton Borough staff or contractor, and is estimated to cost less, and in many cases much less, than $10k for materials, labor, administration, reporting, and any fees. Duration of such projects is estimated to be one week or less. It is unlikely that grant funding is needed for such projects. The Borough will be responsible for all costs.

$$ means the project requires partnerships and likely grant funding. Projects in this category include minor construction requiring a multi-day work zone that will result in traffic disrup-tion. Work in this category will require a contractor, and will include costs for materials, labor (construction and work zone safety contractors) administration (both to seek the grant and to monitor and report on work) as well as any fees. Costs of these projects will range between $10 and $75K, and Duration of these projects is projected to be one month or less. Morton Borough would be required to contribute the match portion to any grant received.

$$$ projects are multi-year efforts that will incur annual costs which ultimately will add up, over the course of the effort, to more than $75K. In small enough phases, the costs can be absorbed by Morton Borough, or, if grant funds are available, the effort could be accelerated. The Borough would be responsible for any required grant matching funds.

$$$$ These are multi-million dollar, multi-year construction proj-ects. Partnerships and grants will be required, as the costs will be beyond what the Morton Borough budget could accommo-date. Projects in this category will significantly impact Borough life. Costs include engineering studies, labor, materials, coordi-nation, administration, fees, meetings and public hearings, and the local match for any grants.

44

DRAFTIntersection Locations Major Issues Identified Recommended Action Permission/ Partnership Responsible

Party

A) Morton Avenue/Providence Road/ Stoneybrook Drive

Order of magnitude cost for recommended action = $

*Lack of stop bars and crosswalks make it unclear where drivers should stop.

*Rolling stops.

*Speeding along Providence Road.

*Sidewalks not ADA compliant.

*Motorists drive diago-nally across Providence Road rather than turning onto Providence and then onto side street.

A-1. Paint stop bars at all 4 approaches; paint or hire a contractor to paint stop bars and continental, ladder, or zebra style crosswalks.

A-2. Add “4-way” sign to current signposts; purchase signs and install.

A-3. Increase enforcement – develop and execute a memo-randum of understanding (MOU) with Springfield to allow cross-enforcement at all border intersections.

A-4. Make sidewalks ADA compliant; install ADA Compliant sidewalk curb cuts.

A-5. Paint lane markings on Providence Road delineating correct motorist placement.

Partner with Springfield for signs, paint and enforcement.

Morton Borough

45

DRAFTIntersection Locations

Major Issues Identified

Recommended Action Permission / Partnership

Responsible Party

B) Woodland Avenue/ Kedron Avenue (Route 420)/Morton Avenue/Yale Avenue

Order of magni-tude cost for recommended action = $$$$

*Unsafe pedestrian crossing at Morton /Kedron Avenue and Morton /Yale Avenue.

*Heavy traffic makes intersection operate at Level of Service E at peak times.

*Left turning traffic delays through traffic because of volumes and lane configuration.

*SEPTA trains cause regular delays.

*Train gates remain closed long after train passes inter-section or close well before train proceeds into intersection.

*High vehicle crashes at Morton/Kedron Avenue and vehicle crashes with stop sign island.

B-1. Restore safe pedestrian crossings at Yale/Morton Avenue and Kedron/Morton Avenue. Use ladder or zebra-style crosswalks.

B-2. Add left turn phase from northbound Route 420 to southbound Morton Avenue to signal.

B-3. Work with County and neighboring munic-ipalities to develop a realistic engineering solution to well-documented traffic and safety issues.

B-4. Because this intersection has been exten-sively studied and is considered important to the region, work with County, SEPTA, and PennDOT to address and resolve traffic issues including persistent pedestrian and vehicle safety issues.

B-5. Seek TIP funding to develop and implement engineering solution.

B-6. Seek County and PennDOT funding for chan-nelization on left turn lane on Morton Avenue turning onto Route 420 to avoid motorist turning on the inside of the island.

B-7. Seek PennDOT funding to bring Yale/Morton Avenue island into standard compliance/create an island that would serve as pedestrian refuge.

B-8. Mill sections of Yale Avenue prior to island to alert EB motorists of an impending stop ahead and reduce crashes with island.

B-9. Add a “Keep Right” sign on the end of the island facing PA Route 420 (subject to PennDOT approval).

Partner with Delaware County and PennDOT as well as neigh-boring townships.

A coalition to support this project’s addition to the TIP and to raise the required funding match (percentage dependent on funding program) will considerably increase the likelihood of its selection.

For intersection improvements:

Morton Borough, collaborate with County and spearhead forma-tion of coalition to support this project. A PennDOT left turn confluct study would need to be performed to determine warrants on any left turn arrow.

For Yale Avenue improvements:

Morton Borough.

For Yale/Morton Avenur island:

PennDOT, Borough to initiate.

46

DRAFTIntersection Locations

Major Issues Identified

Recommended Action Permission / Partnership

Responsible Party

C) Amosland Road/Alfa Terrace/N. Morton Avenue/ Broad Street

Order of magni-tude cost for recommended action = $

*Five-point intersection confuses drivers and makes pedestrians feel unsafe.

*Insufficient crosswalks.

C-1. In addition to WB stop sign at Broad Street, install WB stop sign at N. Morton Avenue and Alfa Terrace/Amosland Road; purchase and install new stop sign; inform residents and County of new sign location.

C-2. Paint stop bars at all Stop signs.

C-3. Paint continental, ladder, or zebra style crosswalks where needed.

C-4. Increase enforcement; Coordinate with Police Department for enforcement.

Intersection is wholly within and controlled by Morton Borough

Morton Borough

D) Yale Avenue/Church Road

Order of magni-tude cost for recommended action = $

*EB traffic on Yale Avenue does not stop.

*Sight distance from Church Road is limited for left turns to Yale Avenue, increasing likeli-hood of crashes if EB traffic does not stop.

*Speeding on Yale Avenue.

D-1. Make intersection a 3-way stop so that traffic approaching Yale Avenue from Church Road will have safe egress; Make WB Yale Avenue stop sign free flow for right turns from Yale Avenue to Church Road; Purchase and install stop signs and “3-Way Stop” informational signs. Install Stop Bars at all intersection approaches.

D-2. Enforce speed limit.

D-3. Consider lane striping or speed humps along Yale Avenue to slow traffic down; Evaluate potential targeted locations of speed humps and install, if feasible. Speed humps to be shaped and installed in a manner that will impede only those drivers travelling faster than the posted speed.

D-4. Property on island at intersection is up for sale and is being considered for redevelopment- incorporate sight distance requirements into any plans submitted for consideration.

D-5. Paint double yellow center line on Yale Avenue to define travel lanes.

Partner with Morton Borough police.

Morton

Borough

47

DRAFTIntersection Locations

Major Issues Identified Recommended Action Permission / Partnership

Responsible Party

E) Kedron Avenue/Route 420/Franklin Avenue

Order of magnitude cost for recom-mended action = $

*Drivers confuse this for N. Morton Avenue intersection.

*Intersection is entirely within Ridley Township- Morton Borough has no jurisdictional authority to request or make any changes.

*High crash rate in center lane of Kedron Avenue north of intersection.

E-1. Cooperate with Ridley Township during this intersection’s upcoming reconstruction project, part of a Route 420-corridor project in Ridley Township.

Ridley Township, PennDOT

Ridley Township, PennDOT

F) Woodland Avenue/Route 420/BJ’s Driveway

Order of magnitude cost for recom-mended action = $$

*Springfield side: Unsafe Pedestrian situation because roadway width and configuration doesn’t allow for safe crossing during signal phase.

*Morton side: left turn signal phase needed for NB Woodland traffic.

* Springfield side: Painted pork-chop island is faded and doesn’t provide clear channelization of exiting traffic or provide pedes-trian refuge.

*Sidewalk on Morton’s side isn’t continuous.

F-1. Re-time signal phase to allow safe crossing time; Coordinate with Springfield Township and PennDOT to revise signal timing and/or install pedestrian phase

F-2. Alternatively, restrict crossing (physical barrier) to re-direct pedestrians to safer crossing place; install pedestrian barriers and continental, ladder, or zebra style crosswalks at safe locations.

F-3. Coordinate with Springfield to get island re-painted or installed.

F-4. Install sidewalk on Morton side, south of inter-section; Compel landowner to install and maintain missing sidewalk.

F-5. Consider relocation of crosswalk to south side of intersection.

F-6. Add northbound bus stop for SEPTA Route 107 bus.

Since the issues are primarily on the Springfield side, partner with Springfield.

Partner with PennDOT to get signal timing changed and crosswalk locations approved

Morton Borough

PennDOT

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DRAFTBorough-wide Major Issues

IdentifiedRecommended Action Permission /

PartnershipResponsible Party

G)Bicycle Considerations

Order of magni-tude cost for recommended action = $$

*Limited bicycle infrastructure to support bicycling to the train, to shopping, or for recreation

G-1. Install bicycle parking in business district; Seek informa-tion on likely places to install parking and route markers from Borough bicycling enthusiasts.

G-2. Install “Share-the- Road” signs along primary bicycle routes.

G-3. Publicize “Bicyclists Baltimore Pike” route in Borough publi-cations and on website.

G-4. Install bike lanes on overly wide roads that feed into Bicyclists Baltimore Pike route (see traffic considerations).

.

Bicycle Coalition of Greater Philadelphia, Delaware County Bicycle Planner, DVRPC Bicycle Planner.

Morton Borough, PennDOT

H) Truck Considerations

Order of magni-tude cost for recommended action = $

*Heavy trucks cut through residen-tial areas to avoid traffic.

*Truck drivers get lost trying to find their destinations.

*Lost truck drivers or those avoiding traffic cause damage to residen-tial properties and parked vehicles.

H-1. Improve signage for truck routes.

H-2. Establish “No Truck” routes. Work collaboratively with truck-generating businesses to establish “Truck” and “No Truck” Routes; purchase and install signage to mark these routes. Seek funding from truck generating businesses to mark routes to their businesses; create maps for businesses to give to drivers.

H-3. Install traffic calming devices in residential areas (land-scaping circles to replace stop-controlled intersections, for example) that would discourage trucks without impeding cars.

H-4. Enforcement; Enforce and fine truckers who use residential “No Truck” routes.

H-5. Consider alternative designated truck route that will serve UTC-RAS and FEA.

H-6. Re-route truck detour for Ridley construction projects off Morton Avenue and onto MacDade Boulevard.

Morton businesses

Morton Police

Morton Borough

49

DRAFTBorough-wide Major Issues Identified Recommended Action Permission/ Partnership Responsible

Party

K)Traffic Considerations

Order of magnitude cost for recommended action = $$$$

*Heavy traffic on Woodland/Kedron Avenue makes it diffi-cult to go between the eastern and western parts of the Borough by foot, bicycle or car.

*Heavy traffic on Woodland/Kedron Avenue means that drivers use residen-tial streets to bypass congestion, affecting quality of life.

*Road network’s design limits alternative routes, exacerbating congestion on side streets.

*SEPTA trains routinely block intersections.

K-1. Work with County and neigh-boring townships to support development and implementation of an engineering solution to delays at Morton/Kedron Avenue.

K-2. Work with SEPTA to develop and implement a plan for trains to pull through intersection, limiting delay on Woodland/Kedron Avenue and thus reducing the need for alternative routes.

K-3. Install edge markings, stop bars, and continental, ladder, or zebra style crosswalks to make roadway network safer for all who use it.

K-4. Use bike lanes to narrow travel lane widths on overly wide roads.

K-5. Use lane striping for traffic calming.

K-6. Coordinate signals on Route 420.

County, Ridley Township, Springfield Township, PennDOT, SEPTA, DVRPC

Morton Borough

50

DRAFTBorough-wide Major Issues Identified Recommended Action Permission/ Partnership Responsible

Party

L) Gateways

Order of magnitude cost for recommended action = $$

*Gateways to the Borough are not easily identifiable.

*Some residents expressed interests in wayfinding signage.

L-1. Install gateway features along major entrances to the Borough or to the commercial core; identify potential gateway locations, such as: BJ’s driveway and Woodland Avenue; railroad tracks and Woodland Avenue; Franklin and Kedron Avenue; Morton Avenue and Stoney Creek Drive; Morton Avenue and Providence Road; work with neighboring townships, PennDOT, and potentially with local busi-nesses/property owners to identify appropriate sites.

L-2. Include wayfinding elements to important community sites such as the Borough hall, train station, or downtown.

L-3. Design gateways as a place rather than a feature, with signage, landscaping, and pedes-trian amenities if appropriate.

PennDOT, neighboring townships, Morton businesses

Morton Borough

51

DRAFTBorough-wide Major Issues Identified Recommended Action Permission/ Partnership Responsible

Party

M) Downtown improvements

Order of magnitude cost for recommended action = $$$$

*Designated pedestrian connections from the train station to down-town are limited.

*Downtown Morton needs pedestrian improvements, bicycle infrastructure, and an improved sense of place.

M-1. Develop a pedestrian plaza/park/gathering place adjacent to the train station; Work with SEPTA and PennDOT to develop improvements near the station and along Morton Avenue, incorporating these into future redevelopment plans.

M-2. Prioritize pedestrian improvements and placemaking efforts in the downtown area; identify preferred streetscape enhancements, including upgraded continental, ladder, or zebra style crosswalks, street trees, sidewalk widening, etc. Seek grants to fund these improvements.

M-3. Consider a Business Improvement District (BID)/Main Street Manager to coordinate improvements to commercial properties to attract new tenants; work with Morton businesses to implement a BID, a mechanism whereby commercial property and business owners fund improvements within that district. Funds contributed to a BID are a business expense.

SEPTA, PennDOT, Morton businesses

Morton Borough

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DRAFT

Examples of areas that could be used for a festival space (CHPlanning).

Additional ConsiderationsSeveral additional improvements were considered for achieving the maximum impact for Morton Borough’s mobility network, including;

• Install median planter north of Wawa driveway to deter Northbound drivers who use median as a travel lane during periods of congestion (See proposed rendering of median planter in Appendix F).

• Evaluate the potential for a “festival” space in various Borough locations. Although this evaluation is not part of the study, two sites were identified:

o The parcel just north of the tracks in Springfield Township that is bounded by Woodland Avenue is rumored for redevelopment. Should this come to pass Morton Borough may want to seek a lease arrangement for space at the southeastern part of the parking lot along the border with Morton to use as a festival and/or gateway space. Funding for the lease and associated construction costs could be provided by sponsorship or grant.

o SEPTA is generally willing to lease Regional Rail parking areas to municipal entities for community use on weekends. Morton Borough officials could pursue this arrangement for a festival space at the Morton-Rutledge station by contacting SEPTA’s Real Estate department. Further, the street treatment of Yale Avenue could be painted or paved in different colors and closed off to expand the useable space if the site was used for a community festival. On the right is an example of a street treatment for a festival space.

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DRAFTIn addition, a number of conditions were evaluated where recommendations are not practicable for reasons including financial constraints, political considerations, jurisdictional issues, safety concerns, and lack of community support. These are:

• Install a modern roundabout at Yale Avenue and Church Street in lieu of stop signs

• Install a modern roundabout at Amosland/Alfa/Morton and remove stop signs

• Install a modern roundabout on Walnut Street to make roadway unpassable by trucks

• Channelize turns from Morton Avenue to Stoneybrook Drive

• Tie-in closed-loop signal system on PA Route 420 controlling signals on Baltimore Pike

• Re-install pedestrian crossing at PA Route 420• Coordinate with Springfield Township to install protec-

tive railing/barrier along bridge at PA Route 420/BJ’s driveway intersection

• Schedule truck pickups for specific time windows or days

• ADA concerns regarding street light poles located in the middle of sidewalks

• Grade separation of railroad at Morton Avenue and PA Route 420. It must be noted however that most common types of grade separation involving elevation or depres-sion of the roadway over or under the railroad tracks does prove to have an adverse effect on a community’s downtown. A typical example would be PA Route 320 in Swarthmore

• Add additional bus stops/bus service• Install a street or sidewalk tree on Morton Avenue imme-

diately east of PA Route 420 to prevent illegal parking on the sidewalk

Example of a modern roundabout (CHPlanning).

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6. Funding Methods

Downtown Morton (CHPlanning).

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AssistanceAdministration

Transportation and Community Development Initiative (TCDI)

TCDI is a DVRPC opportunity to support smart growth initiatives that implement the Connections 2045 Plan for Greater Philadelphia. It focuses on projects that link land use and transportation planning.

Available grants between $25,000 and $175,000 per year

DVRPC

Transit Support Program (TSP)

Ongoing program providing annual set-aside to fund special studies of limited duration.

Average grant amount of $50,000 

Administered by DVRPC but must be initiated by the County

Safe Routes to Transit Supports local governments in the design and funding process - DVRPC staff work with municipalities to shape and/or perform plan-ning-level design in order to strengthen their applications to competitive funding sources.

Technical Assistance

DVRPC

Automated Red Light Enforcement (ARLE) Funds

This consists of revenue from fines collected at automated red light enforcement cameras and is collected and used to fund projects that improve highway safety or mobility.

Available grants between $3 million and $8.8 million per year

PennDOT

Congestion Mitigation and Air Quality (CMAQ) Funds

Provides funding in air quality nonattainment and maintenance areas for ozone, carbon monoxide and particulate matter that reduce trans-portation related emissions.

Available grants between $500,000 and $2 million per year

DVRPC

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DRAFTFunding Program Description Type of

AssistanceAdministration

Department of Community and Economic Development (DCED) Multimodal Transportation Fund

This program provides financial assistance to municipalities, councils of governments and businesses in order to improve transporta-tion assets that enhance communities and encourage economic development.

Available grants between $100,000 and $3,000,000

DCED

Green Light-Go Program

This is a reimbursement grant program set up to improve mobility and safety at signalized intersections. Applicants are required to provide a minimum 20% match.

Available grants are up to $40 million per year

PennDOT

Highway Safety Funds These are used to support State and community programs aimed at reducing crashes, deaths, injuries, and property damage. Eligible programs are funded with Section 402 funds. Section 402, under the “Moving Ahead for Progress in the 21st Century Act”(Map 21) supports state highway safety programs, designed to reduce crashes and resulting deaths.

Grant PennDOT/DVRPC

Municipal Liquid Fuels Funds

This program funds a range of selected projects to support municipali-ties and counties in the construction, reconstruction, maintenance, and repair of public roads and streets. Questions about these funds can be directed to the PennDOT District Municipal Services Section of Morton Borough.

Grant PennDOT

Pennsylvania Transportation Alternatives Set-Aside Program

This program provides federal funds for community-based “non-tra-ditional” transportation projects designed to strengthen the safety, cultural, aesthetic, and environmental aspects of the state’s intermodal system.

Available grants up to $55 million Statewide

PennDOT

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DRAFTFunding Program Description Type of

AssistanceAdministration

PennDOT Discretionary Multimodal Transportation Funds (MTF)

This program is intended to provide financial assistance to munic-ipalities, councils of governments, and businesses to enhance communities, pedestrian safety and transit revitalization.

Available grants between $100,000 and $3 million per year

PennDOT

Green Light Go:Pennsylvania’s Municipal Signal Partnership Program

Provides funds for traffic signals along designated state routes. The program is intended to “improve safety and mobility by reducing congestion and improving efficiency”

Available grants up to $540 million Statewide

PennDOT

C2P2 Community Conservation Partnership Program

Community grants for public recreation spaces such as trails, parks, greenways, playgrounds. 

Grant PA Department of Community and Natural Resources

Pennsylvania Horticultural Society (PHS) Tree Tenders®

The program offers hands-on tree care training, covering biology, identi-fication, planting, and proper care.

Technical training and assistance with trees/tree planting

Pennsylvania Horticultural Society

PHS Civic Landscapes and Park Projects

Creates gardens, landscapes, and green infrastructure in neighbor-hoods, libraries, school yards, supportive housing, and streetscapes.

Technical training and assistance

Pennsylvania Horticultural Society

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DRAFTFunding Program Description Type of

AssistanceAdministration

PHS Garden Tenders Offers workshops and technical assistance to empower community gardeners to build thriving gardens in their neighborhoods.

Technical training and assistance

Pennsylvania Horticultural Society

PHS LandCare Program A comprehensive approach to managing abandoned land by creating park-like settings that not only improve the appearance and livability of communities, but contribute to public health and safety, raise property values, and stimulate new investment.

Technical training, assis-tance and maintenance

Pennsylvania Horticultural Society

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7. Annotated Bibliography

Morton’s Regional Rail station (CHPlanning).

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Reference Annotation

DVRPC (2005): Community Impact Assessment for the Intersection of Morton Avenue & PA Route 420 in Delaware County, PA. Retrieved from dvrpc.org/reports.

This report reviews baseline conditions in the Study area and provides recom-mendations for specific improvements. It also summarizes possible funding sources transportation infrastructure implementation which can be explored by the municipality.

Pennsylvania State Association of Boroughs : The creation of shade tree commission and adoption of rules and standards for the planting, maintenance and removal of shade trees within the Public right-of-way. Retrieved from boroughs.org/ordfiles

This document provides an interpretation for the shade tree ordinance of Pennsylvania State Association of Boroughs. It further outlines rules and regulations guarding the planting and removal of shade trees within the Public right-of-way in Boroughs. The document also provides insight into violations, penalties and fees that are associated with Shade tree ordinances.

PennDOT(2017) : TIP Visualization Project Report: Morton Avenue resurfacing. Retrieved from proj-ects.penndot.gov/TipVisMap

This report summarizes the total funding made available for the Morton Avenue resurfacing Project in the Transportation Improvement Program and provides timelines for project implementation.

PennDOT(2017): TIP Visualization Project Report: Chester Pike Surface Treatment. Retrieved from projects.penndot.gov/projects/TipVisMap

This report summarizes the total funding made available for the Chester Pike Surface Treatment Project in the Transportation Improvement Program and provides timelines for project implementation.

PennDOT(2017): TIP Visualization Project Report: 9th – Swarthmore Avenue widening and safety improvements. Retrieved from projects.penndot.gov/projects/TipVisMap

This report summarizes the total funding made available for the 9th – Swarthmore Avenue widening and safety improvements Project in the Transportation Improvement Program and provides timelines for project implementation.

PennDOT(2017). TIP Visualization Project Report: 9th – Kedron Avenue at Franklin Avenue Intersection Improvements. Retrieved from projects.penndot.gov/projects/TipVisMap

This report summarizes the total funding made available for the 9th – Swarthmore Avenue widening and safety improvements Project in the Transportation Improvement Program and provides timelines for project implementation.

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Appendix

Inbound SEPTA Regional Rail train at Morton Station (CHPlanning).

Appendix A: Responses to the Morton Connects Community Surveys

Community Survey 1

1. Please tell us a little about yourself. (Choose all that apply) 2. How often do you shop on Rt. 420 in Morton? (Choose one)

3. Would you shop more often on Rt. 420 in Morton if: (Choose all that apply)

4. Please select the 4 most pressing issues related to Rt.420 in

Morton.

Total responses from 77 respondents as at March 2nd 2018 (Questions 5 & 6)

Q5. Do you have any additional comments about Rt. 420 in Morton? (open-ended 500 words)

1. Traffic that circumvents Woodland Ave and travels at a high rate through our residential neighborhoods. Please the intersection of Walnut St

& Woodland (420) Walnut is the main access to Morton Ave.

2. Yes, I am at the corner of (one way) Maple & Woodland Ave with Main as a back street. The truck (tractor trailer) presence is unsafe

disrespectful and burdensome to residents & children walking & driving.

3. Left turn signal 420 N onto Yale/Morton Ave Unchecked speeding on Yale Ave in both directions.

4. Main concern is speeding on Yale Ave between 420 and Swarthmore Ave -- Please -- stop signs! No green left turn arrow from 420 onto Yale

(@ Morton Ave).

5. Speeding on Highland Ave -- Suggest speed bumps or stop sign @ Cedar & Highland

6. Traffic lights (on demand) (Maple St and RT 420) (School and RT 420) (Amosland & Morton Ave Broad St) Crossing 420 to go to BJ's and other

places of business. More street lights throughout Morton. The LED lights are nice. We could use solar panels to power the lights.

7. I really liked the "Art in Transit" ideal of using the blank space on the FEA building (and behind Alfredo's/etc) along the train line to give a

memorable impression of Morton as you pull into the station.

8. My primary concern is that there are no crosswalks on Yale Ave. at the train station and parking lots. High traffic, no control. Crossing between

Taylor Ave & Yale Street is very hazardous. - Traffic blows through stop signs on Yale, Bridge, Beech & Sylvan daily. Hazardous to school children

and all pedestrians. Not enough law enforcement!

9. Walk to train No walking path.

10. Check on some elderly residents living alone to see if they are ok or need anything -- ooops you’re only talking about traffic on 420 Lot cars

parking in lot next to 27 Walnut all day to catch train. And Pennington Ave.

11. a. Speeding on Highland b. Speeding on Providence c. Intersection of Morton & Providence is dangerous d. No one stops at stop signs on

Providence and Highland e. Traffic light at Leamy & Baltimore Pike is inconsistent.

12. left turn signal at intersection of 420 & Morton Ave. - Crosswalk needed on end of SEPTA platform on Church Rd. to cross Church Rd to

parking lot - More crosswalks dedicated to pedestrians are needed around the train stations - Walking down Yale Ave. to the train station is

dangerous for crossing = need more crosswalks.

Community Survey 2

1. Please tell us a little about yourself. (Choose all that apply) 2. What are your top 3 priorities for the study?

(choose all that apply)

3. Do these recommendations address the priorities noted

above? (Choose one)

4. Do you agree that Morton should commit municipal funds for

those priorities? (Choose one)

Appendix B: Detailed notes and sketches from the Walking Charrette

Appendix C: Summary of the level of service/delay comparisons of existing conditions vs. coordinated conditions

Table #: Level of Service Level of Service Comparisons 3 Major Intersections

Intersection AM Peak Hour LOS (Delay sec./veh.)

PM Peak Hour LOS (Delay sec./veh.)

Existing Future with Coordination

Existing Future with Coordination

Kedron Ave(PA Route 420) & Franklin Ave Peak hour AM>7:00am—8:00am, PM>4:15pm—5:15pm

B (17.5) B (16.1) B (16.0) B (13.6)

Kedron Ave (PA Route 420) & Morton Avenue Peak hour AM>7:30am—8:30am, PM>4:00pm—5:00pm

B (14.7) B (11.6) B (17.0) B (12.3)

Woodland Ave (PA Route 420) & BJ’s Club Driveway Peak hour AM>8:00am—9:00am, PM>4:00pm—5:00pm

A (5.9) A (4.3) B (10.1) A (6.9)

Note: The table is only for the three currently uncoordinated (i.e., without coordinated signal timings) signals. It is assumed there would be no altering the signal timing or signal offset timings at Greenbriar or at Baltimore Pike, thus both intersections are not shown in the table.

Source: Quality Counts, LLC (http://www.qualitycounts.net)

Appendix D: Summary of the tabulated results for speeds and volume count data along Yale Avenue

Speed and Volume Analysis

Table #1: Traffic Speed Count Data - Yale Avenue

Speeds

WB EB WB/EB

85th Percentile (MPH) 31 28 29

Mean Speed (MPH) 25 22 23

Median (MPH) 26 22 24

Mode (MPH) 28 23 23

Source: Quality Counts, LLC (http://www.qualitycounts.net)

Table #2: Traffic Volumes Data Count - Yale Avenue

Volumes

WB EB WB/EB

12:00 AM 1:00AM 2:00AM 3:00AM 4:00AM 5:00AM 6:00AM 7:00AM 8:00AM 9:00AM

4 8 12

3 4 7

3 0 3

1 6 7

6 11 17

22 33 55

71 105 176

135 248 383

153 274 427

137 127 264

85% of Percentile Speed is the

speed that 85 percent of

vehicles do not exceed.

Peak Volumes in the Mornings

WB = 153 cars at 8:00am

EB = 274 cars at 8:00am

WB/EB = 427 cars at 8:00am

10:00AM 11:00AM 12:00PM 1:00PM 2:00PM 3:00PM 4:00PM 5:00PM 6:00PM 7:00PM 8:00PM 9:00PM

10:00PM

11:00PM

94 139 233

135 155 290

153 184 337

141 163 304

145 182 327

149 217 366

141 238 379

129 208 337

91 136 227

64 103 167

58 78 136

60 46 106

20 16 36

8 14 22

Day Total 1923 2695 4618

AM Peak Volume 153 @ 8:00AM 274 @ 8:00AM 427 @ 8:00AM

PM Peak Volume 153 @ 12:00PM 238 @ 4:00PM 379 @ 4:00pm

Source: Quality Counts, LLC (http://www.qualitycounts.net)

Peak Volumes in the Evenings

WB = 153 cars at 12:00pm

EB = 238 cars at 4:00pm

WB/EB = 379 cars at 4:00pm

Appendix E: An example of a local complete streets policy for Lancaster County, PA

Borough/Township Complete Streets Resolution and Policy

June 2014

WHEREAS “Complete Streets” are streets that are safe and convenient for all users, including pedestrians, bicyclists, public transportation riders

and motor vehicle drivers of all ages and abilities; and

WHEREAS, [Municipality] recognizes that streets are a key factor in the way people experience the public realm and play a vital role in promoting

economic development, public safety, health and quality of life; and

WHEREAS, the design and function of our streets has often favored the motorist over the needs and safety of other users of the transportation

network, particularly pedestrians, bicyclists, transit users and persons with disabilities; and

WHEREAS, [Municipality] is committed to providing increased mobility choices and improved safety for all its residents, as embodied in the goals

and policies of the Municipality’s Comprehensive Plan; and

WHEREAS, investments in pedestrian, bicycle and transit infrastructure will help promote “active transportation” and bring physical activity into

the daily lives of the citizens of [Municipality] which will improve their health, reduce the incidence of diseases related to inactivity such as

obesity and heart attacks and improve air quality and limit greenhouse gas emissions by reducing traffic congestion; and

WHEREAS, [Municipality] seeks to create an interconnected network of transportation facilities that accommodate all modes of travel in a

manner consistent with the community context and goals and that incorporate green infrastructure measures, where appropriate;

NOW THEREFORE BE IT RESOLVED that [Municipality], Pennsylvania commits to a Complete Streets Policy that will incorporate Complete Streets

into the planning, design and operation of all future street, sidewalk, trail and other transportation projects, whether new construction,

reconstruction, rehabilitation or pavement resurfacing and restoration; and

BE IT FURTHER RESOLVED that municipal staff are directed to review and update, as needed, language in the [Municipality] Comprehensive Plan,

SALDO, zoning ordinance, other codes and Capital Improvement Plan, to incorporate the intent of this Complete Streets Policy and use best

practice design guidelines as set forth in the attached Municipality Complete Streets Policy, which shall be effective immediately upon the

enactment.

Borough/Township Complete Streets Policy Draft Model by LCPC, June 2014

Complete Streets Policy Statement

It is the policy of [Municipality] to establish an interconnected network of streets that is planned, designed and maintained in a manner that

provides safe and convenient access for users of all modes of travel, including motorists, pedestrians, bicyclists and transit, and all ages and

abilities.

Purpose

The [Municipality] seeks through this Complete Streets Policy to create an interconnected network of streets, sidewalks, pathways and other

transportation facilities that accommodate users of all ages and abilities and modes of travel, including motorists, pedestrians, bicyclists and

transit users, in a manner consistent with community context and goals. The intent of this Policy is to better integrate physical activity into the

daily lives of those who live in and visit [Municipality] through an increased emphasis on active transportation modes which will contribute to

improved safety, health, reduced traffic congestion, improved air quality, reduced emissions of greenhouse gases and more economically vibrant

communities.

Goals

A. Create an efficient and interconnected multi-modal transportation system that ensures that the safety and convenience of all users of the

transportation system are accommodated

B. Support the Municipality Comprehensive Plan, and, in particular, its transportation elements, and efforts to create more walkable, livable

communities

C. Incorporate the principles in this Policy into all aspects of the transportation project development process, including project identification,

scoping procedures, design and all phases of construction

D. Ensure the use of the latest and best design standards, policies and guidelines

E. Provide flexibility for different types of streets, areas and users

F. Ensure that the Complete Streets are designed be context-sensitive and meet the values and design of the communities in which they are

located.

Directives

1. This Complete Streets Policy applies to all municipal street, sidewalk and trail projects, including new construction, reconstruction or

rehabilitation projects to accommodate users of all ages and abilities, including pedestrians, bicyclists, transit users, motorists, emergency

responders and other road users. It applies to all street projects whether public or private and all improvements regardless of funding source.

2. Accommodations for all users of the surface transportation network shall be in accordance with the latest and best design standards,

principles, policies and guidelines and shall be consistent with the context and character of the surrounding built and natural environments and

enhance the appearance of such. Innovative and/or nontraditional design options will also be considered, as appropriate.

3. Roadways, sidewalks, shared-use paths, street crossings, pedestrian signals, signs, street furniture, transit stops and facilities and all

connecting pathways shall be designed, constructed, operated and maintained so that all users of the surface transportation network can travel

safely, reliably and independently.

4. Reasonable effort shall be made to identify adjacent alternative routes and/or methods of travel to provide a safe, reliable and

interconnected surface transportation network where accommodations for all users cannot be made;

Implementation

The [Municipality] will establish a Complete Streets program that includes the following elements:

1. Municipal staff will review and update, as needed, language in the [Municipal] comprehensive plan, SALDO and zoning ordinance and other

codes to incorporate the intent of this Complete Streets Policy. The municipality will update and/or create a Capital Improvement Program (CIP)

that will provide the financial mechanism and commitment to support complete street projects.

2. Design Guidelines on how to build Complete Streets will be adopted and implemented.

3. Workshops will be designed and offered to Municipal decision makers, planners and engineers to provide information on the design and

implementation of Complete Streets.

4. A system of performance measures will be implemented and data collected and analyzed to determine the increased use of active

transportation modes and the success of this Policy.

5. The [Municipal] Planning Commission shall prepare and provide to the [City or Borough Council or Board of Supervisors] an annual report on

the municipality’s consistency with this Complete Streets Policy with respect to all street construction, reconstruction, rehabilitation and

pavement maintenance projects.

Exemptions

Exemptions from the Complete Streets Policy shall be considered under the following conditions:

The Municipal Engineer or Director of Public Works determines and provides written justification that establishing such new facilities

would require an excessive and disproportionate cost;

The Municipal Engineer or Director of Public Works determines and provides written justification that inclusion of such new facilities

would create a public safety risk for users of the public right-of-way

he Municipal Engineer or Director of Public Works determines and provides written justification that there is insufficient space within

the right-of-way to safely accommodate such new facilities;

Pedestrians and bicyclists are prohibited by law from using the facility;

The project is limited to routine or seasonal maintenance activities such as mowing, sweeping or spot pavement repairs.

The [Municipality] Complete Streets Policy shall be in effect immediately upon adoption by the [City Council/Borough Council or Board of

Supervisors]. Surface transportation projects in the final stages of design or under construction at the time of adoption are exempt from this

Policy.

Adopted by the City Council/Borough Council/Board of Supervisors

Date____________________________________

Appendix F: Rendering of proposed median planter

Exterior Overview 1

Exterior Overview 2

Borough of Morton500 Highland AvenueMorton, PA 19070Tel: 610-543-4565