SR 1005 SECTION PTC PAOLI TRANSPORTATION CENTER HIGHWAY IMPROVEMENTS CONCEPTUAL ALTERNATIVES ANALYSIS CHESTER COUNTY, PENNSYLVANIA TREDYFFRIN TOWNSHIP

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1 SR 1005 SECTION PTC PAOLI TRANSPORTATION CENTER HIGHWAY IMPROVEMENTS CONCEPTUAL ALTERNATIVES ANALYSIS CHESTER COUNTY, PENNSYLVANIA TREDYFFRIN TOWNSHIP Submitted To: Pennsylvania Department of Transportation District 6-0 February 2017

2 Paoli Transportation Center Highway Improvements SR 1005 Section PTC Agreement # E03578 Tredyffrin Township, Chester County, PA Conceptual Alternatives Analysis Prepared by: Michael Baker International February, 2017 Executive Summary: The Paoli Transportation Center Highway Improvements Project is Phase 2 of the Paoli Intermodal Transportation Center project. The Paoli Intermodal Transportation Center project is comprised of three phases. Phase 1 is currently in construction and includes improvements to the Paoli train station and ADA enhancements. Phase 2 includes highway improvements associated with the Relocated North Valley Road over the Amtrak railroad tracks, removal of the existing North Valley Road Bridge over the tracks, and modifications to the parking lots on both side of the tracks. Although a standalone project, Phase 2 builds off of the work that will be completed in Phase 1, and will be built to accommodate the construction of a parking garage in the existing south parking lot that will be completed in a future phase. The alternatives presented in the Alternatives Analysis Report were developed to accomplish the project s purpose and needs, which were identified based on the following conditions: Geometric and operational deficiencies of the proximate road network Multimodal operations around the station The existing functionally obsolete rating of the structure carrying SR 1005 over the railroad tracks Existing bicycle and pedestrian facilities leading to the station Existing linkages between the station area and local business district A total of five alternatives were developed and evaluated. These alternatives include different roadway alignments for the relocation of North Valley Road, the surrounding road network, and various intersection configurations. Some of these alternatives incorporated elements from previous studies, including the Paoli Intermodal Transportation Center 15% Site Alternatives Report, dated November 29, 2012 by Gannett Fleming and the Paoli Road Improvement Feasibility Study & Public Participation Project, dated March 24, 2015, completed by McMahon Associates, Inc. The primary differences in the alternatives involve the following elements: A realigned North Valley Road and West Central Avenue/East Central Avenue intersection Signalized intersection versus roundabout configurations Configuration of the North Valley Road/relocated North Valley Road and Bracken Avenue intersection Alignment and limits of the relocated North Valley Road To compare the traffic impacts associated with each alternative, design year 2040 volumes were developed and capacity and queueing analyses were performed for the road network immediately surrounding the station. Due to the location and nature of the project, a number of assumptions were made regarding future regional growth, development and redevelopment build outs, as well as trip diversions based on the reconfigured road network.

3 Paoli Transportation Center Highway Improvements SR 1005 Section PTC Agreement # E03578 Tredyffrin Township, Chester County, PA Conceptual Alternatives Analysis Prepared by: Michael Baker International February, 2017 I. Introduction The Pennsylvania Department of Transportation (PennDOT), in cooperation with The National Railroad Passenger Corporation (Amtrak) and Southeastern Pennsylvania Transportation Authority (SEPTA), is advancing the Paoli Transportation Center Highway Improvements Project. The highway improvements included in this project are Phase 2 of the Paoli Intermodal Transportation Center project. The Paoli Intermodal Transportation Center project is comprised of three phases. Phase 1 is currently in construction and includes station improvements and ADA enhancements. Phase 2 includes highway improvements associated with the relocation of North Valley Road over the railroad tracks, removal of the existing North Valley Road Bridge over the tracks, and modifications to the parking lots on both sides of the tracks. Although a standalone project, Phase 2 builds off of the work that will be completed in Phase 1, and will be built to accommodate the construction of future phases. The future phases of the project include the construction of a parking garage in the existing south parking lot. The project is located in Tredyffrin Township, Chester County, PA. A variety of alternatives were developed and evaluated, including different roadway alignments for the relocation of North Valley Road, the surrounding road network, and various intersection configurations. Some of these alternatives incorporated elements from previous studies. The Paoli Intermodal Transportation Center 15% Site Alternatives Report, dated November 29, 2012 by Gannett Fleming (SEPTA Study) was developed for SEPTA and includes preliminary site plans for the station redevelopment and roadway improvements. These plans are the basis for the Phase 1 construction. Additional transportation improvement recommendations were made in the Paoli Road Improvement Feasibility Study & Public Participation Project, dated March 24, 2015, completed by McMahon Associates, Inc. (Township Feasibility Study). This study was completed for Tredyffrin Township to identify solutions that address existing and future multi-modal transportation needs for Paoli. The primary goals of the study were to implement an effective outreach program, develop conceptual transportation improvement options that accommodate all roadway users and multi-modal transportation choices and to support the Township in the selection of a preferred transportation improvement plan. The study focused on Lancaster Avenue, East & West Central Avenue, the North Valley Road/East & West Central Avenue intersections and the Lancaster Avenue/Paoli Pike intersection. Concepts for each of the focus areas were vetted through the public involvement process to obtain rankings of community support and included a recommended implementation plan for short-term, intermediate, and long-term improvements. Both of the studies mentioned above included the build-out of the Amtrak Railyard redevelopment into their analysis. The railyard redevelopment is a planned mixed-use development project that is planned for the Amtrak parcel adjacent to the existing northwest lot. As part of the redevelopment, a spine road will be constructed through the development that extends Bracken Avenue to the vicinity of the Central Avenue and Cedar Hollow Road intersection. A location map of the project is included on the following page (Figure 1).

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5 II. Existing Condition The project area for the proposed roadway improvements is bounded by North Valley Road, Lancaster Avenue, East and West Central Avenue and commercial properties to the east of the existing station. The land uses include residential, transportation and a mixed use of retail and commercial. Amtrak owns and operates the Keystone passenger railroad line that runs through the project study area. Amtrak s Keystone line services Paoli, connecting it to Harrisburg, Philadelphia and New York City, among other destinations. The Southeastern Pennsylvania Transportation Authority (SEPTA) also operates a commuter rail service on the rail line as the Paoli/Thorndale route. The Thorndale/Paoli route provides transportation services from Paoli to Philadelphia and other communities along the route from 4:30 AM to 12:15 AM. During weekday peak hours, there are departures bound for Center City (Philadelphia) approximately every half-hour. During the nonpeak and weekend hours, trains run approximately every hour. The Paoli Station is located on Lancaster Avenue (US 30) at the intersection of North Valley Road (SR 1005). The station building is owned by Amtrak. SEPTA leases the station from Amtrak with both agencies having joint maintenance of the building. Both Amtrak and SEPTA operate ticketing in the building. The existing Paoli Station is unattractive, small, cramped and congested. It is unable to adequately accommodate the full range of intermodal opportunities (onsite transfer to connecting buses, employer vans, taxis and private vehicles) that would be appropriate at a major transportation facility. The existing station is currently served by three adjacent parking lots. Lancaster Avenue (US 30) supports regional mobility, as well as local access to residential areas, businesses and the Paoli Train Station. Several intersections along Lancaster Avenue operate with poor levels of service and are congested during the weekday commuter peak periods. Pedestrian facilities are inconsistent, incomplete and inadequate to support safe access to the Train Station and other destinations in the heart of Paoli. Speeding and cut through traffic are concerns within the project limits, particularly on East and West Central Avenues. There are currently two ongoing transportation projects that are located in the vicinity of the project limits. Tredyffrin Township was awarded funds through PennDOT s Automated Red Light Enforcement (ARLE) Grant Program to upgrade signalized intersections along US 30 between Plank Avenue and SR 252 to incorporate an adaptive traffic control system and provide pedestrian improvements at the intersections. Tredyffrin Township was also awarded funds through the TAP Grant Program to install bike lanes and traffic calming along East Central Avenue from SR 252 to Fennerton Lane. Coordinate will take place between our project and these two projects moving forward in design. There is one active redevelopment project that will be directly impacted by this project. The Station Square office park is an existing commercial development located north of Paoli Station that currently is being planned for redevelopment as mixed-use. The developer of Station Square submitted a Conditional Use Application to Tredyffrin Township for the project in March The Tredyffrin Township Planning Commission recommended a conditional approval for the project in May The conditions of approval included a provision that the project dedicates sufficient right-of-way to accommodate the proposed realigned intersections of North Valley Road and East/West Central Avenue as shown in the Township Feasibility Study. Impacts to this parcel vary depending on the preferred alternative and will be discussed in further detail shortly. An existing conditions map is shown on Figure 2.

6 Figure 2: Existing Conditions Map III. Project Purpose and Need The purpose of the Paoli Transportation Center Highway Improvements Project addresses the following: Improve vertical geometry on North Valley Road. Remove the existing functionally obsolete rating of the structure carrying North Valley Road over the railroad tracks. Improve the offset configuration of East/West Central Avenue and North Valley Road. Improve bicycle and pedestrian access to the station. Relieve congestion within the local roadways and intersections surrounding the Paoli Train Station. Strengthen the linkage between the train station and local businesses. Provide safe, efficient travel for the commuting vehicular and pedestrian traffic.

7 The following needs for this project have been developed based on the existing conditions, future transportation demands, future socioeconomic demands and coordination activity among Tredyffrin Township, Chester County, The Delaware Valley Regional Planning Commission, SEPTA, Amtrak, public officials, and the local communities: The existing bridge carrying North Valley Road (SR 1005) over the Amtrak/SEPTA tracks is functionally obsolete and has substandard vertical geometry. The existing local roadways and intersections surrounding the Paoli Station are inadequate and do not adequately accommodate turn movements. There is high potential for pedestrian and vehicular conflicts due to location of the station relative to local roadway and parking facilities. There is a lack of bicycle infrastructure connecting to the station. The current linkage between the station and local business district is weak. IV. Conceptual Alternatives Development and Evaluation An alternatives development and evaluation process was performed to define and analyze a range of reasonable transportation alternatives for the alignments of North Valley Road, relocated North Valley Road, Central Avenue and all of the aforementioned intersections. The alternatives were developed and analyzed based upon consideration of their ability to meet the identified purpose and need of the project. Alternatives were then advanced or dismissed when their impacts were further evaluated on environmental resources and fiscal constraints of the District. In each of the conceptual alternatives, a design exception is required for the minimum vertical clearance (MVC) of 20-4 from the bridge to the tracks. Due to site constraints and the proximity of Lancaster Avenue to the South of the railroad, there is not enough distance along the Relocated North Valley Road alignment to provide the 24-3 MVC and maintain proper sight distances. The proposed MVC will be greater than the at the existing North Valley Road Bridge but less than Amtrak s minimum requirement of Once the AMTRAK design exception is approved, the alignment will be further evaluated and formally processed. A copy of the MVC design exception request that was submitted to the District on December 2 nd as well as a previously sent letter to Amtrak is included in Appendix A. Design criteria sheets are provided in Appendix B for Central Avenue, Relocated North Valley Road and North Valley Road (North of Central Avenue). A total of five alternatives were developed and evaluated. Four of the five alternatives were developed with the intent of keeping the relocated North Valley Road Bridge over the railroad tracks on the skewed alignment that was previously developed in the SEPTA study to accommodate the catenary placement in Phase 1. These four alternatives also include a realigned North Valley Road and West Central Avenue/East Central Avenue intersection to address the deficiencies of the existing offset configuration. The fifth alternative was developed to carry the relocated North Valley Road over the railroad tracks on a different alignment in order to minimize the structure length and minimize traffic on West Central Avenue. Under the fifth alternative, the relocated North Valley Road intersects East Central Avenue in the vicinity of Fennerton Road. The North Valley Road and West Central Avenue/East Central Avenue intersection would not be realigned under this alternative. However, access would be modified at the North Valley Road and East Central Avenue intersection.

8 In order to analyze future operations of the intersection improvements, Design Year 2040 capacity and queueing analyses were performed. Design Year 2040 traffic volumes were developed with the following assumptions: The Amtrak Railyard redevelopment planned for the Amtrak parcel adjacent to the existing northwest lot will be built out per the approved zoning. This build out has been carried out for the Design Year 2040 analysis only. The spine road/bracken Avenue through the railyard redevelopment will divert 50% of traffic from West Central Avenue. This diversion has been carried out for the Design Year 2040 analysis only. The Station Square redevelopment in the parcel east of North Valley Road will be built out per the proposed zoning. The parking garage to be constructed in a future phase will be built out. Access to the garage was assumed via a full-movement driveway along the adjacent North Valley Road segment, a right-turn only egress drive onto the relocated North Valley Road, and a to be determined ramp off of the northbound relocated North Valley Road for ingress. An annual traffic growth rate of 0.52% will occur per historic growth trends. This growth rate results in a 15.6% total growth in Design Year The relocated North Valley Road will divert 75% of the existing North Valley Road through movements to northbound Darby Road through movements in the future. The relocated North Valley Road will divert 25% of the existing northbound Darby Road left turn movements to South Valley Road left turn movements in the future. Correspondence related to the development of these alternatives is included in Appendix C. V. Alternatives Considered The following alternatives and a No-Build alternative were carried forward for detailed analysis. The operational performance, proposed impacts, anticipated costs and ability to meet the purpose and needs were analyzed for each alternative. A summary of how the alternatives address the criteria relating to these measures of effectiveness is discussed in Section VIII - Alternatives Analysis Matrix. Preliminary cost estimates for each alternative can be found in Appendix D. A summary of the anticipated property impacts for each alternative is included in Appendix E. A summary of the traffic operations analysis is shown in Section VI. A detailed analysis of the traffic operations is included in Appendix F. Preliminary plans and profiles for each alternative have been prepared and will accompany this report.

9 Alternative A: This alternative combines an alignment for the relocated North Valley Road that was developed previously for the SEPTA study and a realigned single-lane roundabout configuration at the North Valley Road and Central Avenue intersection that was previously developed in the Township Feasibility Study. Under this configuration, the relocated North Valley Road crosses the railroad tracks on a skew and then curves sharply to intersect with North Valley Road at an approximate 90 degree angle. In this alternative, the old North Valley Road T s into the relocated North Valley Road/Bracken Avenue and a channelized right turn has been provided for the relocated North Valley Road right turn movement onto North Valley Road. The relocated North Valley Road intersects with Lancaster Avenue at the existing Darby Road terminus and provides one through lane and dedicated left and right turn lanes. Advantages: Provides more developable land for the Station Square Redevelopment than Alternatives C through E. Is compatible with Phase 1 improvements that are currently under construction. Matches existing grades slightly better than other alternatives. Eliminates the offset intersection between East and West Central Avenues. Received more community support than the realigned signalized alternative and offset signalized intersection alternative in the Township Feasibility Study. Directs more non-local traffic through the railyard development and reduces impacts to West Central Avenue. Disadvantages: Creates a stop condition for the north-south movements at the North Valley Road and the relocated North Valley Road/Bracken Ave intersection. Alters North Valley Road southbound thru movement to a left turn movement onto the relocated North Valley Road. A conceptual drawing of Alternative A is included on the following page.

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11 Alternative B: This alternative is similar to Alternative A with the primary difference being a realigned signalized intersection at the North Valley Road and Central Avenue intersection instead of a roundabout. Left turn lanes are provided on all approaches to the traffic signal and a dedicated right turn lane is also provided for the northbound North Valley Road approach. The relocated North Valley Road intersects with Lancaster Avenue at the existing Darby Road terminus and provides one through lane and dedicated left and right turn lanes. Under Alternatives A through D, the old North Valley Road/relocated North Valley Road/Bracken Avenue intersection is analyzed as a signalized intersection in Design Year 2040, but would not require signalization at opening year. A phased traffic signal warrant would be completed during the design phase to determine when a traffic signal would be required at the intersection. Advantages: Provides more developable land for the Station Square Redevelopment than Alternatives C through E. Is compatible with Phase 1 improvements that are currently under construction. Matches existing grades slightly better than other alternatives. Eliminates the offset intersection between East and West Central Avenues. Directs more non-local traffic through the railyard development and reduces impacts to West Central Avenue. Disadvantages: Creates a stop condition for the north-south movements at the North Valley Road and relocated North Valley Road/Bracken Ave intersection. Alters North Valley Road southbound through movement to a left turn movement onto the relocated North Valley Road. Requires more right-of-way than Alternative A in order to develop turn lanes that are necessary to accommodate queued vehicles between closely spaced intersections. A conceptual drawing of Alternative B is included on the following page.

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13 Alternative C: This alternative maintains the alignment of the relocated North Valley Road over the railroad tracks as developed in the SEPTA study and continues the alignment on a similar skew towards the realigned singlelane roundabout configuration at the North Valley Road and Central Avenue intersection that was previously developed in the Township Feasibility Study. An S-curve is required along the relocated North Valley Road in order to obtain proper deflection prior to entering the roundabout. Bracken Avenue T s into the relocated North Valley Road/old North Valley Road in this alternative. Dedicated left and right turn lanes are provided along the relocated North Valley Road and North Valley Road for the turns onto Bracken Avenue. The relocated North Valley Road intersects with Lancaster Avenue at the existing Darby Road terminus and provides one through lane and dedicated left and right turn lanes. Advantages: Is compatible with Phase 1 improvements that are currently under construction. Maintains Bracken Avenue as the minor street teeing into North Valley Road/relocated North Valley Road. Maintains North Valley Road as a main through movement, where Alternatives A, B and E do not. Eliminates the offset intersection between East and West Central Avenues. Provides similar improvements at the intersection of North Valley Road and East Central Avenue/West Central Avenue to Alternative A, which received more community support than the realigned signalized alternative and offset signalized intersection alternative in the Township Feasibility Study. Disadvantages: Provides less developable land for the Station Square Redevelopment than Alternatives A & B. Does not provide relief to West Central Avenue cut through traffic volumes by creating a natural route through the Rail Yards Development (spine road/bracken Avenue) A conceptual drawing of Alternative C is included on the following page.

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15 Alternative D: This alternative is similar to Alternative C with the primary difference being a realigned signalized intersection at the North Valley Road and Central Avenue intersection instead of a roundabout. The S - curve is maintained on relocated North Valley Road in this alternative to align with the north leg of the intersection. Left turn lanes are provided on all approaches to the traffic signal and a dedicated right turn lane is also provided for the northbound North Valley Road approach. Relocated North Valley Road intersects with Lancaster Avenue at the existing Darby Road terminus and provides one through lane and dedicated left and right turn lanes. Advantages: Provides more developable land for the Station Square Redevelopment than Alternative E. Is compatible with Phase 1 improvements that are currently under construction. Maintains Bracken Avenue as the minor street teeing into North Valley Road/relocated North Valley Road. Maintains North Valley Road as a main through movement, where Alternatives A, B and E do not. Eliminates the offset intersection between East and West Central Avenues. Disadvantages: Provides less developable land for the Station Square Redevelopment than Alternatives A & B. Requires more right-of-way than Alternative C (roundabout) in order to develop turn lanes. Does not provide relief to West Central Avenue cut through traffic volumes by creating a natural route through the Rail Yards Development (spine road/bracken Avenue) A conceptual drawing of Alternative D is included on the following page.

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17 Alternative E: In this alternative, the relocated North Valley Road crosses over the railroad tracks at a roughly perpendicular angle and continues straight to intersect with East Central Avenue opposite Fennerton Road. In order to align the bridge perpendicularly with the tracks, the skew of the relocated North Valley Road with Lancaster Avenue and Darby Road is increased. The North Valley Road and West Central Avenue/East Central Avenue intersection would not be realigned under this alternative. A cul-de-sac would be installed on East Central Avenue prior to North Valley Road to eliminate the offset through movement to West Central Avenue at the intersection. Bracken Avenue would be extended to create a new intersection at relocated North Valley Road. Roundabouts are proposed at the East Central Avenue and relocated North Valley Road/Fennerton Road intersection and at relocated North Valley Road/Bracken Avenue intersection. Relocated North Valley Road intersects with Lancaster Avenue at the existing Darby Road terminus and provides one through lane and dedicated left and right turn lanes. Advantages: Requires shortest bridge span length. Disadvantages: Is not compatible with all of the Phase 1 improvements and would require the relocation of two major catenary structures placed in Phase 1. Eliminates the connection of East Central Avenue with West Central Avenue. Continuing from East Central Avenue to West Central Avenue would require traversing four intersections compared to one intersection in Alternatives A through D. Provides least amount of developable land for the Station Square Redevelopment. Requires more displacements than Alternatives A through D. Requires a greater skew between Darby Road and relocated North Valley Road than Alternatives A through D. The relocated North Valley Road/Bracken Avenue roundabout requires a northbound through bypass lane to reduce queueing and improve delay. Queueing problems will occur between the closely spaced signalized intersection at North Valley Road and Bracken Avenue and the roundabout at relocated North Valley Road/Bracken Avenue. A conceptual drawing of Alternative E is included on the following page.

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19 VI. Traffic Operations This section summarizes the evaluation of peak hour traffic operations under future conditions for each of the previously described improvement alternatives. morning commuter peak hour and weekday afternoon commuter peak hour conditions were analyzed consistent with other recent studies. Future traffic operations include both regional traffic growth and local traffic growth associated with the Paoli Intermodal Transportation Center and parking garage, the Station Square residential development, and the redevelopment of the Paoli Rail Yards property (2040 only). A comparison of design year 2040 traffic operating conditions measures of effectiveness for each analyzed intersection are displayed below in Tables 1 through 6. A detailed analysis of the traffic operations is included in Appendix F. This appendix summarizes the evaluation of peak hour traffic operations under existing conditions (refer to Appendix F, Figure 3), future no-build conditions (refer to Appendix F, Figures 4 and 5), and future conditions for each of the previously described improvement alternatives (refer to Appendix F, Figures 6 through 15). Future traffic operations were evaluated in the anticipated opening year 2020, and the design year Lancaster Avenue Intersections: The two Lancaster Avenue study intersections at North Valley Road/South Valley Road (SR 1005) and at Darby Road (SR 2026) will function with nearly identical levels of service and queuing results in the future conditions, and therefore, the future conditions for each condition/alternative are summarized together below. Under existing conditions, traffic congestion builds between these two intersections during the peak hours, a result of the close intersection spacing and poor access to the Paoli Train Station, and creates long queues that extend beyond the adjacent intersections. Future traffic growth will exacerbate these conditions in the future without improvements (see future no-build conditions below). In the future improvement condition (regardless of the improvement alternative), conditions along the Lancaster Avenue corridor and at these intersections will generally improve, despite a few problematic movements. The results of the future no-build and future build conditions (for Alternatives A through E) are summarized in more detailed below for the opening year (2020) and design year (2040). The delay and queuing results are based on the HCM 2010 methodology for signalized/unsignalized intersections and HCM 6 th Edition methodology for roundabouts (utilizing applicable PennDOT variables). It is recognized that additional enhancements to the operational performance of the Lancaster Avenue (US 30) and Darby Road intersection could be accomplished by constructing additional left turn lanes. For the purposes of the alternatives analysis, a dual left turn configuration was not analyzed in order to focus the analysis on the differences between the various alignments. Furthermore, limiting the footprint of intersections is consistent with the project s purpose and need by promoting a walkable environment and striking a balance between the different modes of travel that will be present within the vicinity of the station. Additional analysis of impacts and benefits to accomplish additional turn lanes can be completed during a later phase of the design.

20 Table 1. Traffic Operating Conditions Measures of Effectiveness Comparison Lancaster Avenue (US Route 30) and North Valley Road (SR 1005) Measures of Effectiveness Overall Delay (seconds) Queue Summary 2040 No-Build 2040 Alternatives A, B, C, D, & E AM PM AM PM EB, WB & SB approaches queue through adjacent intersections in both peak hours. - WB & SB queues are significantly reduced compared to no-build conditions. - EB queues are similar to no-build conditions. Table 2. Traffic Operating Conditions Measures of Effectiveness Comparison Lancaster Avenue (US Route 30) and Darby Road (SR 2026)/Relocated North Valley Road Measures of Effectiveness Overall Delay (seconds) Queue Summary 2040 No-Build 2040 Alternatives A & B AM PM AM PM NB queue extend beyond existing turn lane storage. - EBL and WB approach queues extend beyond adjacent signalized intersections. - NBL queue extends beyond existing turn lane storage Alternatives C & D AM PM EBL and WB approach queues extend beyond adjacent signalized intersections. - NBL queue extends beyond existing turn lane storage. Table 3. Traffic Operations Measures of Effectiveness Comparison North Valley Road (SR 1005) and Relocated North Valley Road/Bracken Avenue Measures of Effectiveness Overall Delay (seconds) Queue Summary AM Alternative A Alternative B Alternative C Alternative D PM AM PM AM PM AM PM EB queues extend beyond adjacent internal intersection during weekday PM peak hour. - EB queues extend beyond adjacent internal intersection during weekday PM peak hour. - EBR queue extends beyond adjacent internal intersection during weekday PM peak hour. - EBR queue extends beyond adjacent internal intersection during weekday PM peak hour.

21 Table 4. Traffic Operations Measures of Effectiveness Comparison North Valley Road (SR 1005) and West Central Avenue (SR 1053)/East Central Avenue Measures of Effectiveness North Valley Road (SR 1005) and West Central Avenue North Valley Road (SR 1005) and East Central Avenue AM PM AM PM Overall Delay (seconds) Queue Summary - Significant queuing along EB approach - Significant queuing along WB approach during weekday PM peak hour Table 5. Traffic Operations Measures of Effectiveness Comparison North Valley Road (SR 1005) and Realigned West Central Avenue (SR 1053)/East Central Avenue Measures of Effectiveness Overall Delay (seconds) Queue Summary AM Alternative A 1 Alternative B 2 Alternative C 1 Alternative D 2 PM AM PM AM PM AM PM Queues fit within proposed intersection spacing (stop barto-stop bar) Queues fit within proposed intersection spacing (stop barto-stop bar) Queues fit within proposed intersection spacing (stop barto-stop bar) 1 Delay and queue results are based on HCM 6 th Edition methodology for roundabouts. 2 Delay and queue results are based on HCM 2010 methodology for signalized intersections. Queues fit within proposed intersection spacing (stop barto-stop bar) Measures of Effectiveness Overall Delay (seconds) Queue Summary Table 6. Traffic Operations Measures of Effectiveness Comparison Alternative E Intersections North of SEPTA Station Relocated North Valley Road and Bracken Avenue AM PM Relocated North Valley Road and East Central Avenue AM PM North Valley Road and Bracken Avenue AM PM North Valley Road and West Central Avenue AM PM EB queues through adjacent signal during weekday PM peak hour - No queueing issues - WBT queues through adjacent roundabout during weekday AM peak hour - No queueing issues

22 VII. Pedestrian Traffic Operations The pedestrian crosswalks under existing conditions, future no-build conditions, and future conditions for each of the previously described improvement alternatives. morning commuter peak hour and weekday afternoon commuter peak hour conditions were analyzed consistent with other recent studies. As previously noted, future traffic operations were evaluated in the anticipated opening year 2020, and the design year 2040, and include both regional traffic growth and local traffic growth associated with the Paoli Intermodal Transportation Center and parking garage, the Station Square residential development, and the redevelopment of the Paoli Rail Yards property (2040 only). According to HCM 2010, a Pedestrian Level of Service (LOS) Score is an indication of the typical pedestrian s perception of the overall crossing experience at signalized intersections. HCM 2010 provides a LOS result associated with each range of the reported scoring. Pedestrian Crosswalk LOS is determined by utilizing the vehicular turning volumes, speeds, number of right-turn channelization islands, and intersection geometry. Under the 2020 and 2040 no-build and alternative conditions, the following signalized intersections operate at Pedestrian LOS D or better for all crosswalks, with the majority of crosswalks functioning with even better levels of service. Lancaster Avenue (US Route 30) and North Valley Road (SR 1005) Lancaster Avenue (US Route 30) and Darby Road (SR 2026)/relocated North Valley Road North Valley Road (SR 1005) and relocated North Valley Road/Bracken Avenue North Valley Road (SR 1005) and West Central Avenue (SR 1053)/East Central Avenue VIII. Safety Performance This section summarizes the evaluation of the safety performance under future conditions for each of the previously described improvement alternatives. One of the metrics used to compare relative safety between alternatives is conflict points. The number and type of conflict points influence the frequency and severity of intersection crashes. Roundabouts have fewer conflict points than conventional intersections. Additionally, roundabouts eliminate right angle and left turn head-on conflict points, which are the most hazardous types. Single lane roundabouts also contain less pedestrian conflict points than conventional intersections and simpler crossing maneuvers. Although conventional intersections may be signalized to enhance safety for pedestrian crossings, pedestrians must still be cognizant of turning vehicles from two different directions while crossing unless vehicular turn restrictions are present. Pedestrians crossing a leg of a single lane roundabout cross one lane at a time with no other potential conflicts. Additionally, the amount of exposure for a pedestrian is generally higher at conventional intersections than in roundabouts. Conventional intersections generally have wider crossings due to the need for turn lanes and may or may not have refuge islands. The splitter islands required for roundabouts provide refuge for pedestrians along each leg of an intersection. For these reasons, roundabouts are generally considered to have a greater safety benefit than conventional intersections for both vehicular and pedestrian traffic. A conflict point analysis was performed to determine the amount of vehicular and pedestrian conflict points for each alternative. The results of the conflict point analysis are shown below in Tables 7 through 10.

23 Alternatives A and C both contain the least amount of conflict points, while Alternatives B and D both contain the most conflict points. Although Alternative E is comprised of two roundabouts, the number of conflict points contained in the alternative is higher than Alternative A and C and the No-Build Alternative due to the additional intersections that are created by the alternative. The single lane roundabout configuration shown in Alternative A and C also provides for shorter crossing distances and more refuge than the conventional intersection configuration in Alternatives B and D. Portions of on-street bike lanes will be provided to enhance connectivity between the station area, residential neighborhoods, and Lancaster Avenue. Alternatives A through D all provide similar facilities to promote this connectivity. However, the configuration of Alternative E makes these connections more difficult due to the additional intersections and turning movements. Table 7. Number of Conflict Points No-Build 2040 NO-BUILD Intersection Control Type Number of Legs Number of Intersection Conflict Points Vehicular Pedestrian U.S. Route 30 and Valley Signalized U.S. Route 30 and Darby Signalized driveways Valley and W. Central Unsignalized Valley and E. Central Unsignalized Total Conflicts by Type Total Conflicts by Alternative 158 Table 8. Number of Conflict Points Alternatives A and C 2040 ALTERNATIVES A and C Intersection Control Type Number of Legs Number of Intersection Conflict Points Vehicular Pedestrian U.S. Route 30 and Valley Signalized U.S. Route 30 and Darby Signalized Valley and Bracken / Rel Valley Signalized Valley and Central Roundabout Total Conflicts by Type Total Conflicts by Alternative 130

24 Table 9. Number of Conflict Points Alternatives B and D 2040 ALTERNATIVES B and D Intersection Control Type Number of Legs Number of Intersection Conflict Points Vehicular Pedestrian U.S. Route 30 and Valley Signalized U.S. Route 30 and Darby Signalized Valley and Bracken / Rel Valley Signalized Valley and Central Signalized Total Conflicts by Type Total Conflicts by Alternative 162 Table 10. Number of Conflict Points Alternative E 2040 ALTERNATIVE E Intersection Control Type Number of Legs Number of Intersection Conflict Points Vehicular Pedestrian U.S. Route 30 and Valley Signalized U.S. Route 30 and Darby Signalized Darby and Bracken Roundabout Valley and Bracken Signalized Valley and W. Central Signalized Darby and E. Central Roundabout Total Conflicts by Type Total Conflicts by Alternative 160 IX. Alternatives Analysis Matrix As a basis for comparison, a matrix was created to summarize the various alternatives against different metrics. The matrix utilized the following measures of effectiveness categories: Purpose and Need Traffic Operations Environmental Impacts Engineering Design Risk / Project Development Time Estimated Cost The Alternatives Analysis Matrix is included on the following page.

25 Paoli Transportation Center Highway Improvements Alternatives Analysis Matrix Measures of Effectiveness February 2017 PURPOSE & NEED Improve vertical geometry on North Valley Road No Yes Yes Yes Yes Yes Remove the existing functionally obsolete rating of the structure carrying SR 1005 over the railroad tracks No Yes Yes Yes Yes Yes Improve the offset configuration of East/West Central Avenue and SR 1005 No Yes Yes Yes Yes No Improve bicycle and pedestrian access to the station No Yes Yes Yes Yes Yes Relieve congestion within the local roadways and intersections surrounding the Paoli Train Station No Yes Yes Yes Yes Yes Strengthen the linkage between the train station and local businesses No Yes Yes Yes Yes Yes Provide safe and efficient travel for the commuting vehicular and pedestrian traffic No Yes Yes Yes Yes Yes TRAFFIC OPERATIONS Average Peak Hour Delays (weighted average of both AM & PM peaks in seconds) Queuing Conditions (queues not accommodated by expected storage/spacing) Non Local Traffic Impacts to Local Roads High Low Med Med High Med Vehicular Conflict Points (total) Pedestrian Conflict Points (total) Bicycle Connectivity Low High High High High Low ENVIRONMENTAL IMPACTS Right of Way Impacts (Affected Properties) Approximate Required Right of Way Area (Acre) Properties with Building 50 years or Older Potentially Affected Displacements (residential/commercial or industrial)¹ Approximate Residual Acreage Available for Station Square Redevelopment Approximate Displaced Parking Spaces in the Church Parking Lot ENGINEERING DESIGN Anticipated Design Exceptions Number of Road Network Intersections within Limits (Valley Rd, Central Ave, Relocated Valley Rd, Bracken Ave) Complexity of Construction (Low Med High) Med Med Med Med Med Additional Railroad/Catenary Impacts No No No No Yes Risk / Project Development Time Right of Way / Station Square Low Low Low Low High ESTIMATED COST TOTAL COST $15.3 M $15.9 M $12.9 M $12.7 M $12.1 M No Build (DY 2040) Alternative A SR 1005 Section PTC Concepts Alternative B Alternative C Alternative D Alternative E Notes: 1 Does not include displacement of buildings on the proposed Station Square re development site. 2 Community support based on results from the McMahon study, Paoli Road Improvement Feasibility Study & Public Participation Project, dated March Assumes community support would be similar to support shown for Alternatives A & B in the McMahon study based on similarities between the alternatives.

26 X. Conceptual Stormwater Management All alternatives would require similar sizes of stormwater management (SWM) facilities except for Alternative E which would require slightly more due to more or the proposed alignment being off of the existing alignment. The Potential SWM Locations have been shown on the displays for each alternative. The shapes shown are intended to show conservative areas where SWM will be considered and do not reflect the exact size of the facilities that will be required. For all alternatives the facility in the Southeast quadrant of the Central Ave and North Valley Road intersection will handle the most volume since it is the lowest on the site. Stormwater Management will be considered on proposed vegetated areas south of the railroad crossing, but if required it can be investigated to include subsurface storage in conjunction with the train station parking facility. Contaminated soils will be investigated further in final design, but it is not anticipated that any of the Potential SWM Locations are in areas where contaminated soils exist.

27 APPENDIX A DESIGN EXCEPTION REQUEST

28

29

30

31 Michael Baker International, Inc. 500 Office Center Drive, Suite 210 Fort Washington, Pennsylvania (215) (215) (Fax) Letter of Transmittal SR 1005 Section PTC To: Pennsylvania Department of Transportation S.O. No.: Geerdes Blvd. Date: December 2, 2016 King of Prussia, PA Project: SR 1005 Sec PTC Attn: Mirlene Saintval Doc. No.: We are forwarding the following: Attached Under Separate Cover Other DWG. NO. NO. COPIES TITLE OR DESCRIPTION COMMENTS 1 Amtrak Design Exception Request THESE ARE TRANSMITTED as checked below: As requested No exception taken Revise and resubmit For review and comment Rejected - See remarks Submit specified items For your information Proceed subject to corrections noted Other GENERAL COMMENTS: Enclosed is the Amtrak design exception request form for the minimum vertical clearance of the proposed Darby Road extension over the railroad track, to be submitted to Amtrak for consideration. Should you have any questions, please feel free to give me a call at Michael Baker International, Inc. By: Chris Stanford, P.E.,PMP Title: Project Manager Page 1 Of 1 Cc:

32 DESIGN EXCEPTION REQUEST (DER) This form is to be used when a project warrants an exception to established design standards. Complete Section 1 and 2 and attach supporting documents prior to submission to Amtrak for consideration. Section 1: Request Information Project Name Paoli Transportation Center Highway Improvements (SR 1005 Section PTC) Project DER No. DE #1 Date Exception Location Paoli Transportation Center Roadway Structure over Rail (MP# 19.80) Requesting Agency PennDOT Requester Mirlene Saintval Section 2: Design Exception Description (Provide brief concise statements) Excepted Design Standard and section No. Attach Design Standard, unless it is an Amtrak or AREMA Standard Description of Exception This design exception request is for the minimum vertical clearance (MVC) of the proposed relocated North Valley Road Bridge over the southernmost track (Track 1) in the vicinity of the Paoli Station. The proposed MVC of 20-4 is greater than the existing North Valley Road bridge MVC of but less than Amtrak s standard MVC of This proposed bridge is at MP# The existing North Valley Road bridge is in poor condition, has substandard clearances and is not adequate for safe vehicular and pedestrian travel. This bridge also provides access for all Amtrak and SEPTA passengers between the inbound and outbound platforms and parking. This project is proposing to extend Darby Road to the north over Amtrak and eliminate the existing North Valley Road bridge. This will enable construction of a new bridge with a vertical roadway profile that meets the PennDOT site distance requirements for a 25 mph speed limit. The proposed bridge will be higher, improving vertical clearances for rail operations. Distance between abutments will be widened, allowing for installation of high level platforms and a reconfigured interlocking. Reason for Request The proposed relocated North Valley Road profile increases in elevation as it moves south of north over the tracks, with the peak occurring on the north side. This project proposes providing a minimum 20 4 vertical clearance at the southernmost track (Track 1). This is greater than the existing at the North Valley Road but less than Amtrak s MVC requirement of However, due to site constraints and the proximity of Lancaster Avenue to the south of the railroad, there is not adequate distance along the Darby Road alignment to provide the required MVC while maintaining proper sight distances. Below is a summary of the existing vertical clearances of various overhead bridges in the area of the subject bridge: W. Bridge Avenue vertical clearance to bridge (MP#17.74) N. Valley Road vertical clearance to bridge (MP#19.86) Bridge Street vertical clearance to bridge(mp#21.45)

33 DESIGN EXCEPTION REQUEST (DER) As you can see, there are numerous existing structures within the vicinity of this project that have MVC that are less than our proposed vertical clearance of Although our proposed bridge does not meet Amtrak s MVC requirements, it improves safety and it provides the ability to implement significant improvements to rail operations. It also provides the opportunity to create a gateway into Amtrak s planned future development on the north side of the tracks. The potential impacts of a DER on: safety, capital costs, life cycle costs, future maintenance, or the right-of-way should be described in the Reason for Request field. Additional pages may be attached. Section 3: Amtrak Review Comments Comments and Recommendation Reviewer Name Title Section 4: Amtrak Approval / Denial Status APPROVE or DENY Signature Name Date Title

34 APPENDIX B DESIGN CRITERIA SHEETS

35 Design Criteria Paoli Transportation Center Highway Improvements Central Avenue Road Designation SR 1053 and G 630 Calc By: SMW 07/01/2016 Begin SEG/OFF N/A Rev By: STS 12/19/2016 End SEG/OFF N/A Roadway Typology Functional Classification Current ADT (2016) Design Year ADT (2040 with 1.0% Growth) K DHV (2040) D T% DDHV Trucks DESCRIPTION Design Speed Posted Speed Lane Width Paved Shoulder Width Parking Lane Bike Lane Median Width (if needed) Cross Slope (DM2) S.E. Maximum S.E. Minimum Vertical Grade (Rolling Terrain) Maximum (AASHTO) Minimum (DM2) Horizontal Radius (AASHTO) Minimum Vertical Sight Distance (Min) Stopping (AASHTO) Passing (AASHTO) Horizontal Sight Distance - Curve (Min) Stopping (AASHTO) Urban Community Collector Town/Village Neighborhood REQUIRED CRITERIA PROPOSED mph a 25 mph 25 mph Posted 25 mph Posted 10'-0" to 11'-0" a 4'-0" a 7'-0" to 8'-0" a 5'-0" to 6'-0" a N/A a 11'-0" to 13'-0" N/A (5'-0" Bike Lane - East Central Ave.) N/A (13'-0" Curbed Lane - West Central Ave.) N/A 5'-0" (East Central Ave.) N/A (West Central Ave.) N/A 6.0% a 2.0% 2.0% a 2.0% 12.0% (25 mph) <12.0% 0.5% a >0.5% 134' (25 mph) >134' 155' (25 mph) >155' 900' (25 mph) N/A 155' (25 mph) >155' Clear Zone Width (DM2 Table 12.1) Bridge Width (DM2) Minimum Vertical Clearance (DM2) 14'-0" 40'-0" b Minimum: 14' - 6" a <14'-0" (existing facility) N/A N/A a) From Smart Transportation Guidebook, Community Collector Road, Design Criteria DM 2, Table 1.5, Page b) From Minimum Width Criteria for Bridges, Design Criteria DM-2, Page * Design Exception Required Alternative Analysis Report

36 Design Criteria Paoli Transportation Center Highway Improvements North Valley Road (North of Central Ave.) Township Road SR 1005 Calc By: SMW 07/01/2016 Begin SEG/OFF N/A Rev By: STS 12/19/2016 End SEG/OFF N/A Roadway Typology Functional Classification Current ADT (2016) Design Year ADT (2040 with 1.0% Growth) K DHV (2040) D T% DDHV Trucks Urban Community Collector Town Center DESCRIPTION Design Speed Posted Speed Lane Width Paved Shoulder Width Parking Lane Bike Lane Median Width (if needed) Cross Slope (DM2) S.E. Maximum S.E. Minimum Vertical Grade (Rolling Terrain) Maximum (AASHTO) Minimum (DM2) Horizontal Radius (AASHTO) Minimum Vertical Sight Distance (Min) Stopping (AASHTO) Passing (AASHTO) Horizontal Sight Distance - Curve (Min) Stopping (AASHTO) REQUIRED CRITERIA PROPOSED mph a 25 mph 35 mph Posted 35 mph Posted 10'-0" to 11'-0" a 4'-0" a 7'-0" to 8'-0" a 5'-0" to 6'-0" a N/A a 12'-0" 2'-0" N/A N/A N/A 6.0% a 2.0% 2.0% a 2.0% 10.0% (35 mph) <10.0% 0.5% a >0.5% 314' (35 mph) >314' 250" (35 mph) >250' 1280' (35 mph) N/A 250' (35 mph) >250' Clear Zone Width (DM2 Table 12.1) Bridge Width (DM2) Minimum Vertical Clearance (DM2) 14'-0" 40'-0" b Minimum: 14' - 6" a 14'-0" N/A N/A a) From Smart Transportation Guidebook, Community Collector Road, Design Criteria DM 2, Table 1.5, Page b) From Minimum Width Criteria for Bridges, Design Criteria DM-2, Page * Design Exception Required Alternative Analysis Report

37 Design Criteria Paoli Transportation Center HIghway Improvements Relocated North Valley Road Road Designation SR 1005 Calc By: SMW 7/01/2016 Begin SEG/OFF N/A Rev By: STS 12/19/2016 End SEG/OFF N/A Roadway Typology Functional Classification Current ADT (2016) Design Year ADT (2040 with 1.0% Growth) K DHV (2040) D T% DDHV Trucks DESCRIPTION Design Speed Posted Speed Lane Width Paved Shoulder Width Parking Lane Bike Lane Median Width (if needed) Cross Slope (DM2) S.E. Maximum S.E. Minimum Vertical Grade (Rolling Terrain) Maximum (AASHTO) Minimum (DM2) Horizontal Radius (AASHTO) Minimum Vertical Sight Distance (Min) Stopping (AASHTO) Passing (AASHTO) Horizontal Sight Distance - Curve (Min) Stopping (AASHTO) Urban Community Collector Town Center REQUIRED CRITERIA PROPOSED mph a 25 mph 25 mph Posted 25 mph Posted 10'-0" to 11'-0" a 4'-0" a 7'-0" to 8'-0" a 5'-0" to 6'-0" a N/A a 12'-0" 5'-0" N/A N/A N/A 6.0% a 2.0% 2.0% a 2.0% 12.0% (25 mph) <12.0% 0.5% a >0.5% 134' (25 mph) >134' 155' (25 mph) >155' 900' (25 mph) N/A 155' (25 mph) >155' Clear Zone Width (DM2 Table 12.1) Bridge Width (DM2) Minimum Vertical Clearance (DM2) 14'-0" 40'-0" b Minimum: 14' - 6" a N/A protected with guide rail/barrier 54'-0" 20'-4" a) From Smart Transportation Guidebook, Community Collector Road, Design Criteria DM 2, Table 1.5, Page b) From Minimum Width Criteria for Bridges, Design Criteria DM-2, Page * Design Exception Required Alternatives Analysis Report

38 APPENDIX C COST ESTIMATES

39 December 2016 Item Description Unit Estimated Quantity Estimated Unit Price Full Depth Roadway SY $45.00 $586, Excavation CY 6929 $25.00 $173, Embankment Foreign Borrow CY 1871 $36.00 $67, Embankment Common Borrow CY 6929 $18.00 $124, Curb LF 4825 $32.00 $154, Retaining Wall LF 1375 $2, $3,238, ADA Curb Ramps EACH 29 $1, $43, Sidewalk LF 3050 $60.00 $183, Mountable Median (Truck Apron, Rounabout 8" Depth) SY 771 $35.00 $26, Cement Concrete Pavement 8" Depth SY 349 $75.00 $26, Plain Cement Concrete Mountable Curb Type A LF 884 $40.00 $35, Guiderail LF 327 $ $49, Permanent Impact Attenuating Device. Type III EACH 1 $3, $3, Median Barrier LF 380 $55.00 $20, Lighting LS 1 $65, $65, Signs (Sign, Post and Install) EACH 47 $30.00 $1, Pavement Markings LF $1.75 $19, Traffic Signal Modifications (Darby Road extension/lancaster Avenue) LS 1 $225, $225, Traffic Signal (North Valley Road/Bracken Avenue) LS 1 $225, $225, Landscaping LS 1 $50, $50, Subtotal Darby Road Extension Bridge LS 1 $3,018, $3,018, SEPTA Access Road LS 1 $380, $380, SEPTA Southern Parking Lot Improvements LS 1 $251, $251, SEPTA Northern Parking Lot Improvements LS 1 $333, $333, SUBTOTAL $9,301,694 E&S (2% of SUB) $186,034 MAINTENANCE OF TRAFFIC (10% of SUB) $930,169 STORMWATER MANAGEMENT (2% of SUB) $186,034 DRAINAGE (2% of SUB) $186,034 CLEARING AND GRUBBING (1% of SUB) $93,017 SURVEY, EQUIPMENT PACKAGE, INSPECTION FACILITIES (1% of SUB) $93,017 MOBILIZATION (5%) $548,800 CONTINGENCY (20%) $2,304,960 CONSTRUCTION SUBTOTAL $13,829,759 CM/CI (10%) $1,382,976. TOTAL PRELIMINARY COST ESTIMATE $15,300,000 Preliminary Cost Estimate Alternative A *Note: Does not include Right of Way Cost or Demolition Costs* Paoli Transportation Center Highway Improvements

40 December 2016 Item Description Unit Estimated Quantity Estimated Unit Price Full Depth Roadway SY $45.00 $599, Excavation CY 2778 $25.00 $69, Embankment Foreign Borrow CY 5012 $36.00 $180, Embankment Common Borrow CY 2778 $18.00 $50, Curb LF 5688 $32.00 $182, Retaining Wall LF 1499 $2, $3,530, ADA Curb Ramps EACH 24 $1, $36, Sidewalk LF 2411 $60.00 $144, Mountable Median (Splitter Islands, Truck Apron, Rounabout 8" Depth) LF 95 $35.00 $3, Guiderail LF 327 $ $49, Permanent Impact Attenuating Device. Type III EACH 1 $3, $3, Median Barrier LF 534 $55.00 $29, Lighting LS 1 $65, $65, Signs (Sign, Post and Install) EACH 62 $30.00 $1, Pavement Markings LF $1.75 $19, Landscaping LS 1 $50, $50, Traffic Signal Modifications (Darby Road extension/lancaster Avenue) LS 1 $225, $225, Traffic Signal (North Valley Road/Bracken Avenue) LS 1 $225, $225, Traffic Signal (North Valley Road/Central Avenue) LS 1 $225, $225, Subtotal Darby Road Extension Bridge LS 1 $3,018, $3,018, SEPTA Access Road LS 1 $380, $380, SEPTA Southern Parking Lot Improvements LS 1 $251, $251, SEPTA Northern Parking Lot Improvements LS 1 $333, $333, SUBTOTAL $9,673,086 E&S (2% of SUB) $193,462 MAINTENANCE OF TRAFFIC (10% of SUB) $967,309 STORMWATER MANAGEMENT (2% of SUB) $193,462 DRAINAGE (2% of SUB) $193,462 CLEARING AND GRUBBING (1% of SUB) $96,731 SURVEY, EQUIPMENT PACKAGE, INSPECTION FACILITIES (1% of SUB) $96,731 MOBILIZATION (5%) $570,712 CONTINGENCY (20%) $2,396,991 CONSTRUCTION SUBTOTAL $14,381,944 CM/CI (10%) $1,438,194. TOTAL PRELIMINARY COST ESTIMATE $15,900,000 Preliminary Cost Estimate Alternative B *Note: Does not include Right of Way Cost or Demolition Costs* Paoli Transportation Center Highway Improvements

41 December 2016 Item Description Unit Estimated Quantity Estimated Unit Price Full Depth Roadway SY $45.00 $547, Excavation CY 8956 $25.00 $223, Embankment Foreign Borrow CY 0 $36.00 $0.00 Embankment Common Borrow CY 3919 $18.00 $70, Curb LF 5657 $32.00 $181, Retaining Wall LF 877 $2, $2,065, ADA Curb Ramps EACH 21 $1, $31, Sidewalk LF 3384 $60.00 $203, Mountable Median LF 707 $35.00 $24, Cement Concrete Pavement 8" Depth SY 396 $75.00 $29, Plain Cement Concrete Mountable Curb Type A LF 1044 $40.00 $41, Guiderail LF 277 $ $41, Permanent Impact Attenuating Device. Type III EACH 1 $3, $3, Median Barrier LF 412 $55.00 $22, Lighting LS 1 $65, $65, Signs (Sign, Post and Install) EACH 43 $30.00 $1, Pavement Markings LF $1.75 $18, Landscaping LS 1 $50, $50, Traffic Signal Modifications (Darby Road extension/lancaster Avenue) LS 1 $225, $225, Subtotal Darby Road Extension Bridge LS 1 $3,018, $3,018, SEPTA Access Road LS 1 $380, $380, SEPTA Southern Parking Lot Improvements LS 1 $251, $251, SEPTA Northern Parking Lot Improvements LS 1 $333, $333, SUBTOTAL $7,830,603 E&S (2% of SUB) $156,612 MAINTENANCE OF TRAFFIC (10% of SUB) $783,060 STORMWATER MANAGEMENT (2% of SUB) $156,612 DRAINAGE (2% of SUB) $156,612 CLEARING AND GRUBBING (1% of SUB) $78,306 SURVEY, EQUIPMENT PACKAGE, INSPECTION FACILITIES (1% of SUB) $78,306 MOBILIZATION (5%) $462,006 CONTINGENCY (20%) $1,940,423 CONSTRUCTION SUBTOTAL $11,642,540 CM/CI (10%) $1,164,254. TOTAL PRELIMINARY COST ESTIMATE $12,900,000 Preliminary Cost Estimate Alternative C *Note: Does not include Right of Way Cost or Demolition Costs* Paoli Transportation Center Highway Improvements

42 December 2016 Item Description Unit Estimated Quantity Estimated Unit Price Full Depth Roadway SY $45.00 $590, Excavation CY 6857 $25.00 $171, Embankment Foreign Borrow CY 0 $36.00 $0.00 Embankment Common Borrow CY 6857 $18.00 $123, Curb LF 5515 $32.00 $176, Retaining Wall LF 782 $2, $1,841, ADA Curb Ramps EACH 18 $1, $27, Sidewalk LF 2723 $60.00 $163, Mountable Median LF 0 $35.00 $0.00 Guiderail LF 277 $ $41, Permanent Impact Attenuating Device. Type III EACH 1 $3, $3, Median Barrier LF 384 $55.00 $21, Lighting LS 1 $65, $65, Signs (Sign, Post and Install) EACH 57 $30.00 $1, Pavement Markings LF $1.75 $19, Landscaping LS 1 $50, $50, Traffic Signal Modifications (Darby Road Extension/Lancaster Avenue) LS 1 $225, $225, Traffic Signal (North Valley Road/Central Avenue) LS 1 $225, $225, Subtotal Darby Road Extension Bridge LS 1 $3,018, $3,018, SEPTA Access Road LS 1 $380, $380, SEPTA Southern Parking Lot Improvements LS 1 $251, $251, SEPTA Northern Parking Lot Improvements LS 1 $333, $333, SUBTOTAL $7,730,174 E&S (2% of SUB) $154,603 MAINTENANCE OF TRAFFIC (10% of SUB) $773,017 STORMWATER MANAGEMENT (2% of SUB) $154,603 DRAINAGE (2% of SUB) $154,603 CLEARING AND GRUBBING (1% of SUB) $77,302 SURVEY, EQUIPMENT PACKAGE, INSPECTION FACILITIES (1% of SUB) $77,302 MOBILIZATION (5%) $456,080 CONTINGENCY (20%) $1,915,537 CONSTRUCTION SUBTOTAL $11,493,222 CM/CI (10%) $1,149,322. TOTAL PRELIMINARY COST ESTIMATE $12,700,000 Preliminary Cost Estimate Alternative D *Note: Does not include Right of Way Cost or Demolition Costs* Paoli Transportation Center Highway Improvements

43 December 2016 Item Description Unit Estimated Quantity Estimated Unit Price Full Depth Roadway SY $45.00 $898, Excavation CY 3893 $25.00 $97, Embankment Foreign Borrow CY 6185 $36.00 $222, Embankment Common Borrow CY 3061 $18.00 $55, Curb LF 6779 $32.00 $216, Retaining Wall LF 373 $2, $878, ADA Curb Ramps EACH 32 $1, $48, Sidewalk LF 4445 $60.00 $266, Mountable Median (Truck Apron, Rounabout 8" Depth) SY 1414 $35.00 $49, Cement Concrete Pavement 8" Depth SY 954 $75.00 $71, Plain Cement Concrete Mountable Curb Type A LF 1303 $40.00 $52, Guiderail LF 157 $ $23, Permanent Impact Attenuating Device. Type III EACH 1 $3, $3, Median Barrier LF 180 $55.00 $9, Lighting LS 1 $65, $65, Signs (Sign, Post and Install) EACH 81 $30.00 $2, Pavement Markings LF $1.75 $24, Traffic Signal Modifications (Bracken Ave. / North Valley Road) LS 1 $225, $225, Traffic Signal Modifications (Darby Road Extension/ Lancaster Ave.) LS 1 $225, $225, Landscaping LS 1 $50, $50, Catenary Relocations LS 1 $560, $560, Subtotal Darby Road Extension Bridge LS 1 $2,442, $2,442, SEPTA Access Road LS 1 $289, $289, SEPTA Southern Parking Lot Improvements LS 1 $268, $268, SEPTA Northern Parking Lot Improvements LS 1 $340, $340, SUBTOTAL $7,385,738 E&S (2% of SUB) $147,715 MAINTENANCE OF TRAFFIC (10% of SUB) $738,574 STORMWATER MANAGEMENT (2% of SUB) $147,715 DRAINAGE (2% of SUB) $147,715 CLEARING AND GRUBBING (1% of SUB) $73,857 SURVEY, EQUIPMENT PACKAGE, INSPECTION FACILITIES (1% of SUB) $73,857 MOBILIZATION (5%) $435,759 CONTINGENCY (20%) $1,830,186 CONSTRUCTION SUBTOTAL $10,981,115 CM/CI (10%) $1,098,112. TOTAL PRELIMINARY COST ESTIMATE $12,100,000 Preliminary Cost Estimate Alternative E *Note: Does not include Right of Way Cost or Demolition Costs* Paoli Transportation Center Highway Improvements

44 APPENDIX D RIGHT-OF-WAY IMPACTS

45 Darby Road Extension project Tredyffrin Township, Chester County, Pennsylvania No. Address / Parcel Number Construction Date CRGIS Information East Central Avenue Parcel ID: 4309M Fennerton Road Parcel ID: 4309M Fennerton Road Parcel ID: 4309M Fennerton Road Parcel ID: 4309L East Central Avenue Parcel ID: 4309L East Central Avenue Parcel ID: 4309L Biddle Road Parcel ID: 4309L Construction date based on aerial imagery: pre-1948 Construction date based on aerial imagery: Construction date based on aerial imagery: pre-1948 Construction date based on aerial imagery: pre-1948 Construction date based on aerial imagery: pre-1948 Construction date based on aerial imagery: pre-1950 (possibly 1948) Construction date based on aerial imagery: pre East Central Avenue Parcel ID: 4309L Construction date based on aerial imagery: East Central Avenue Parcel ID: 4309L Vacant Vacant East Central Avenue Parcel ID: 4309L Vacant Vacant Biddle Road Parcel ID: 4309L Construction date based on aerial imagery: pre North Valley Road Parcel ID: 4309L Construction date based on aerial imagery: pre North Valley Road Parcel ID: 4309L Construction date based on aerial imagery: pre North Valley Road Parcel ID: 4309L Construction date based on aerial imagery: pre North Valley Road Parcel ID: 4309L Construction date based on aerial imagery: pre North Valley Road Parcel ID: 4309L Construction date based on aerial imagery: pre North Valley Road Parcel ID 4309L Construction date based on aerial imagery: pre North Valley Road Parcel ID: 4309L Construction date based on aerial imagery: pre West Central Avenue Parcel ID: 4309L Construction date based on aerial imagery: pre West Central Avenue Parcel ID: 4309L Construction date based on aerial imagery: pre West Central Avenue Construction date based on aerial imagery: pre-1948

46 Darby Road Extension project Tredyffrin Township, Chester County, Pennsylvania Parcel ID: 4309L West Central Avenue Parcel ID: 4309L West Central Avenue Parcel ID: 4309L West Central Avenue Parcel ID: 4309L West Central Avenue Parcel ID: 4309L No Address Parcel ID: 4309L E 25 Keystone Avenue Parcel ID: 4309L E 44 West Central Avenue Parcel ID: 4309L West Central Avenue Parcel ID: 4309L E 36 West Central Avenue: Parcel ID: 4309L West Central Avenue: Parcel ID: 4309L West Central Avenue Parcel ID: 4309L West Central Avenue Parcel ID: 4309L West Central Avenue Parcel ID: 4309L West Central Avenue Parcel ID: 4309L West Central Avenue Parcel ID: 4309L West Central Avenue Parcel ID: 4309L West Central Avenue Parcel ID: 4309L West Central Avenue Parcel ID: 4309L North Valley Road Parcel ID: 4309L North Valley Road Parcel ID: 309L Construction date based on aerial imagery: pre-1948 Construction date based on aerial imagery: pre-1948 Construction date based on aerial imagery: pre-1948 Construction date based on aerial imagery: pre-1950 Vacant Vacant Construction date based on aerial imagery: pre-1948 Construction date of Pennsylvania Railroad: Paoli Tower (Key No ), per CRGIS: ca Construction date of rail-related building at western edge of parcel based on aerial imagery: pre Construction date based on aerial imagery: pre-1948 Construction date based on aerial imagery: pre-1948 Construction date based on aerial imagery: pre-1948 Construction date based on aerial imagery: pre-1950 Construction date based on aerial imagery: pre-1948 Construction date based on aerial imagery: pre-1950 Construction date based on aerial imagery: pre-1948 Construction date based on aerial imagery: pre-1950 Construction date based on aerial imagery: pre-1950 Construction date based on aerial imagery: pre-1950 Construction date based on aerial imagery: pre-1948 Construction date per CRIGS: ca. 1860, ca Vacant Vacant Parcel contains a portion of Pennsylvania Railroad: Main Line (Philadelphia to Harrisburg) (Key No ), which has been determined Eligible. Parcel also contains Pennsylvania Railroad: Paoli Tower (Key No ), which contributes to the Railroad and has an individual status of Undetermined. Approximately 800 feet west of Paoli Tower is a rail-related structure that is not shown in CRGIS. (Key No ) Undetermined

47 Darby Road Extension project Tredyffrin Township, Chester County, Pennsylvania Bracken Avenue Parcel ID: 4309L Bracken Avenue Parcel ID: 4309L Bracken Avenue Parcel ID: 4309L Bracken Avenue Parcel ID: 4309L E Bridge Carrying North Valley Road over Amtrak: Main Line No Parcel ID 1 Paoli Plaza Parcel ID: 4309L West Lancaster Avenue Parcel ID: 4309L East Lancaster Avenue Parcel ID: 4309L E Construction date per CRGIS: ca. 1860, ca Construction date per CRGIS: ca. 1860, ca Construction date per CRGIS: ca. 1860, ca Vacant Construction date per PennDOT MPMS IQ is 1983 Construction date per CRGIS: ca. 1860, 1900 Construction date based on aerial imagery: Construction date of rail-related structures, based on aerial imagery: Pre-1948 Deweas & Bracken Coal & Lumber Yard: Worker's Housing (Key No ) - Undetermined (Key No )* - Undetermined *Note: 9 and 11 Bracken Avenue are twin houses covered under the same CRGIS key. (Key No )* - Undetermined *Note: 9 and 11 Bracken Avenue are twin houses covered under the same CRGIS key. Vacant Bridge ID: Not 50+ years old Paoli Inn: Outbuilding (Key No ) Undetermined Not 50+ years old Parcel contains a portion of Pennsylvania Railroad: Main Line (Philadelphia to Harrisburg) (Key No ) which has been determined Eligible East Lancaster Avenue Parcel ID: 4309L Paoli Court Parcel ID: 4309L Paoli Court Parcel ID: 4309L Paoli Court Parcel ID: 4309L East Lancaster Avenue Parcel ID: 4309M Paoli Court Parcel ID: 4309M Paoli Court Parcel ID: 4309M East Lancaster Avenue Parcel ID: 4309M E 13 East Lancaster Avenue Parcel ID: 4309M E No Address Parcel ID: 4309M E 37 North Valley Road Parcel ID: 4309L No Address No Parcel ID Construction date based on aerial imagery: pre-1948 Vacant Construction date based on aerial imagery: pre-1948 Vacant Construction date based on aerial imagery: pre-1950 (possibly 1948) Construction date based on aerial imagery: pre-1948 Construction date based on aerial imagery: pre-1948 Vacant Construction date based on aerial imagery: pre-1948 No Structures Within Project Area Two buildings located on parcel. Construction date of both buildings based on aerial imagery: Vacant Parcel contains rail-related structures not shown in CRGIS. Vacant Vacant Vacant Parcel contains a portion of Pennsylvania Railroad: Main Line (Philadelphia to Harrisburg) (Key No ) which has been determined Eligible. Vacant

48 Darby Road Extension project Tredyffrin Township, Chester County, Pennsylvania Note: In data field Code Name, states Paper ROW (Mapped but not paved) 7 East Central Avenue Parcel ID: 4309L East Central Avenue Parcel ID: 4309M East Central Avenue Parcel ID: 4309M East Central Avenue Parcel ID: 4309M E Construction date based on aerial imagery: Construction date based on aerial imagery: Construction date based on aerial imagery: Pre-1950 Construction date of southern section of structure, per aerial imagery: pre Construction date of northern addition, per aerial imagery: AMTRAK Constructed 1833 Not 50+ years old Not 50+ years old Pennsylvania Railroad: Main Line (Philadelphia to Harrisburg) (Key No ) which has been determined Eligible.

49 E CENTRAL AVE 65 AMTRAK NATIONAL REGISTER-ELIGIBLE BOUNDARY OF PENNSYLVANIA RAILROAD: MAIN LINE (PHILADELPHIA TO HARRISBURG) (KEY NO ) Darby RD Darby RD AREA OF POTENTIAL EFFECT TAX PARCEL VACANT TAX PARCEL # NUMBER IN CORRESPONDING TABLE BRIDGE CARRYING NORTH VALLEY ROAD OVER AMTRAK: MAIN LINE (BRIDGE ID: ) SCALE SOURCE 0ft 275ft 0m 83.8m CHESCOVIEWS 2014 Prepared by CHRS, Inc. DARBY ROAD EXTENSION PROJECT PROPERTIES IN OR ADJACENT TO PROJECT APE 1/10/2017

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