sr 0070, section q10 new stanton interchange project · sr 0070, section q10 new stanton...

SR 0070, Section Q10 New Stanton Interchange Project

SR 0070, Section Q10New Stanton Interchange Project

2015 MASITE Annual MeetingKing of Prussia, PAOctober 5, 2015

SR 0070, Section Q10 New Stanton Interchange ProjectProject Location

Adjacent to PA Turnpike

I‐70 Westmoreland County

Exit 57B: New Stanton Interchange

Exit 57A: Hunker Interchange

Heavy truck traffic – 48%

UPS, Supervalu, FedEx


The Needs | Background Information

Crash Rates (5-Year Period from 2009-2013)

• Center Avenue is more than 4x the statewide average• The EB I-70 crash rate in the Hunker-New Stanton weave area is more than 4x the

statewide average.• The EB I-70 crash rate in the New Stanton On-ramp merge area and WB I-70 in the

Turnpike-New Stanton weave area is more than 2x the statewide average.

Center Avenue• No Pedestrian Connectivity Across SR 0070• High Truck Volumes• Desire of New Stanton Boro for Town Center Concept

Poor Levels of Service throughout the Corridor

Queuing and Existing Back-Ups onto the Interstate


$53 Million Project – Joseph B. FayComplex Traffic Control – 3 yearsABC Techniques – A+Bx biddingDesign Partnering Approach

• Design Consultant and Agency Charter Agreement

• ROW Acquisition Coordination – 2 years• Weekly Conference Call• Monthly Coordination Meetings• Public Involvement Process - CAC

Public Involvement – 30+ meetings

Project Highlights


Creative Imaging | New Stanton Overview Video


Proposed | BENEFITS OF MOVING WEST

• Improved Safety and Mobility within Entire Corridor – I-70 and local road network

• Decreases Residential and Business Displacements

• Enhances and Allows for Growth of Future Economic Development

• FHWA and State Requirements are Satisfied w/o Design Exceptions


Final Design of the New Stanton Interchange

Roundabouts off an Interstate in PA• Design Criteria • Analysis and Methodology

Construction of the New Interchange• Traffic Control & Phasing• Analysis


Roundabouts| Design Criteria

• NCHRP Report 672, Roundabouts An Information Guide, Second Edition

• Single lane roundabout based on operational analysis

• Maximum entry speed = 25 mph

• Design Vehicle – WB-67

• Inscribed circle diameter of the roundabout = 160 ft

• Circulatory roadway width is 17’-0” and 12’-0” truck apron for WB-67• Fastest path calculations used to determine theoretical design

speeds• Sight Distance


Roundabouts| Design Criteria


Roundabouts| Northern Roundabout


Roundabouts| Rachel Roundabout


Roundabouts| SIDRA Traffic Analysis

Model Feature HCM 2010 Model* SIDRA Standard Model

MethodologyBased on empirical capacity model with clear basis in gap‐acceptance theory

Based on gap‐acceptance theory with empirical regression equations to model gap‐acceptance parameters

Roundabout Geometry Features

Number of entry lanesNumber of circulating lanes

Number of entry lanesNumber of circulating lanesAverage entry lane widthInscribed diameter, entry radius, entry angle

Heavy VehiclesCapacity is decreased directly Circulating flow rate is increased, follow‐up

headway and critical values

Level of Service HCM 2010 LOS methods Uses HCM and additional LOS methods

Delay, Queues and Stops

• Simple queue theory for delay• Geometric delay not determined• 95th percentile queue only for

unsignalized intersections• No back of queue model

• Gap‐acceptance cycles are identified for modeling delay, back of queue, stop rate, etc. for each lane

• Geometric delay is determined• Back of queue is important for modeling

short lane capacity and blocking of upstream intersections

* Required by DM‐2


2038 PM Sidra Roundabout AnalysisSidra HCM 2010

HVE = 2 HVE = 3 HVE = 2 HVE = 3LOS Queue (ft) LOS Queue (ft) LOS Queue (ft) LOS Queue (ft)

Rachel RoundaboutSR 3089 SB Approach A 71.8 A 80.7 B 72.9 B 73.2SR 3089 NB Approach A 35.3 A 38.7 A 54.1 A 54.3Rachel Dr NB Approach A 15.9 A 16.8 A 17.8 A 18.1Intersection A A A A

Northern RoundaboutSR 3089 SB Approach B 166.3 C 230.9 D (33.5) 235.6 F (54.9) 356.8SR 3089 NB Approach A 0 A 0 A 0 A 0I70 WB Off‐Ramp ‐ LT/T A 44.8 A 52.1 A 45.3 B 46.1I70 WB Off‐Ramp ‐ RT A 42.8 A 48.3 B 49.6 B 51.5Intersection B C C D (27.2)

Southern RoundaboutSR 3089 SB Approach A 94.9 A 111.7 B 125.9 C 126.7I70 EB Off‐Ramp ‐ LT/T A 30.3 A 37.4 B 41.2 C 45.5I70 EB Off‐Ramp ‐ RT A 6 A 6.9 A 8.6 A 8.8SR 3089 NB Approach A 125.1 B 171.2 D (26.2) 154 E (41.1) 200.8Pennsylvania ‐ LT/T A 25.8 A 30.4 B 30.4 B 33.3Pennsylvania ‐ RT A 12.3 A 14.5 A 14.4 A 15Intersection A B C C

Roundabouts| Levels of Service & Queuing


Traffic Control | Sequence of Construction


Modeling | Critical Phase

• Phase 2 Construction• Hunker Closure• Temporary Signals @ I-70 WB Ramps, I-70 EB

Ramps, and Pennsylvania Avenue• PM Peak with heavy truck traffic


VISSIM Model | Phase 2 Construction


Modeling | Phase 2 Construction

Alternatives Considered • Extension of Westbound Off Ramp

Green Time• No SB Lefts onto EB On-Ramp• No Trucks Exiting at New Stanton• Traffic Diversion with Alternative

Routes• PA 66 (Arona Road) to the

North• US 119 (Technology Drive)

to the South.• What’s acceptable assumption for

diversion?• No available O-D

information


O-D Study | Bluetooth Date Collectors

• Detect anonymous Bluetooth signals on mobile devices in vehicles• Phones• Headsets• Music Players

• Easy installation• Time-Stamped data that identifies users over multiple devices• 2 week battery life


O-D Study | Diversion Assumptions

Traffic from Hunker Interchange• 5% - US 119• 9% - South Center Avenue• Assumed Diversion – 7%

Traffic from Center Avenue• 8% - North Center to PA 66 NB• 9% - South Center to US 119 SB• Assumed Diversion – 8%

Traffic from US 119 NB / PA 66 SB• 31% - Center Avenue from 119• 29% - Center Avenue from 66• Assumed Diversion – 20%


VISSIM Model | Phase 2 with Diversions


THANK YOU!!!!

COMMENTS / QUESTIONS?

FOR MORE INFO SEEwww.i‐70projects.com/I‐70NewStanton.html

sr 0070, section q10 new stanton interchange project · sr 0070, section q10 new stanton...

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