Figure 1_Study Area and Regional Setting - Illustrates the 7 study area municipalities, their setting within the DVRPC region, and the street and highway system throughout.

Figure 2_2000 Land Use - Shows land coverage in 2000, and categorizes its use. Note: commercial centers in Richboro, Newtown and Yardley; Industrial / business parks on Jacksonville Road in Northampton, and the Newtown Office Commons at the intersection of Newtown-Yardley Road and the Newtown Bypass in Newtown Township; the quarries in Wrightstown; the degree of suburbanization, noteably single family residences, throughout the southern half of the study area; and the areas devoted to agriculture, or stand vacant or wooded in Wrightstown and Upper Makefield.

Table 1: Population and employment data in the study area: according to the 2000 US Census, and forecasts to the year 2030 by DVRPC

Figure 3_Key Roadways with Traffic Classification Counts - DVRPC conducted about 60 traffic classification counts in preparing for this study. The counts were performed while schools were in session and provide a snapshot of the mix of vehicles (from cars to heavy trucks to total vehicles) using the Key Roadways throughout the study area on the day of the count.

Figure 4_Highway Functional Classification - Illustrates federal-aid highway functional classification system and roadway ownership of the study area network. The interconnected system reflects a highway’s service relative to carrying through traffic (i.e., mobility) versus serving local traffic (land access). All of the Key Roadways are classified “collector” or above, and according to school district personnel, all of the classified roads are used by school buses.

Where secondary effects of the recommended improvements are to be judged, it is upon this full network that the evaluation will be centered-as it is expected that all of these roadways carry some component of through traffic. Any lower order highway would not be expected to be attractive to through travelers.

Figure 5_Annual Average Daily Traffic Volumes - Traffic counts are performed routinely by DVRPC for many reasons throughout the region. The volumes shown are a historical record in the study area reaching back to 1999. More AADTs can be researched by going to: http://www.dvrpc.org/asp-
files/traffic/trafficcount.htm.

Figure 6a_Journey-to-Work (from study area municipalities) - Selected major commuting patterns of the study area’s resident workers to the municipalities where they are employed (according to the 2000 US Census). For clarity, flows greater than 300 daily work trips were used for mapping. Wrightstown and Upper Makefield have commuters, of course, but not in the range of the mapping threshold. Values in the ovals are number of residents that work in their home municipality.

The suburbanized communities of Northampton, Newtown Township and Lower Makefield are the biggest “exporters” of work trips.

Figure 6b_Journey-to-Work (to study area municipalities) - Selected major commuting pairs into the study area. Again, for clarity, only “desire lines” exceeding 300 daily work trips are mapped.

Newtown Township’s employment base draws the most focused set of work trips into the study area.

Figure 7_Current Transportation Improvement Projects - Study area transportation projects on DVRPC’s current Transportation Improvement Program (TIP) for Pennsylvania, and for New Jersey are shown.

Of note: the Richboro Road Bridge replacement, in progress (MPMS # 13357); the Swamp Road Reconstruction Project, undergoing environmental study and preliminary engineering (MPMS # 64780); the reconfiguration of the I-95 and PA 332 interchange, now open to traffic (MPMS #13518); PennDOT’s Traffic Signal Enhancement Initiative to provide a responsive traffic signal system along the Newtown Bypass, in progress (TSEI).

More information can be obtained by going to: http://www.dvrpc.org/transportation/
capital/tip.htm - and then navigating to/through: “Current TIPs” -- “PA” -- “Online TIP Search - PA” and plug in the MPMS number shown on Figure 7!

Figure 8_Long-Range Transportation Improvement Projects - Destination 2030, DVRPC’s long range plan for transportation and land use, identifies the following transportation projects for development in the study area: widening of I-95 north of PA 332 and into New Jersey via a replacement and widening of the Scudder Falls Bridge; Reconstructing I-95 south of PA 332; Reconstructing US 1; pursuing access management strategies along PA 413.

More information about DVRPC's current Long Range Plan can be accessed at: http://www.dvrpc.org/longrange.htm

Figure 9_Truck Travel Pattern Concerns - Heavy truck travel patterns and concerns as cited in meetings held with representatives of each study area municipality.

Figure 11_Traffic Volume Concerns - The graphic highlights segments of the study area roadway system which are experiencing or are sensitive to: high volumes of general traffic, truck traffic, cut-through or pass-through traffic; and/or are or are expected to experience traffic growth from ongoing regional development, pass-through, cut-through and seasonal traffic—according to information obtained in meetings held with representatives of the study area municipalities.

Figure 12_Traffic Safety and Roadway Alignment Concerns - Areas cited in the municipal meetings which involve concerns about: roadway horizontal / vertical alignment, intersection sight distances or geometry, and/or pedestrian activity concerns. In the study, crash data from the Pennsylvania Department of Transportation will be assessed along the Key Roadways, to verify locations and perceptions in these matters.

Figure 13_Transportation Improvement Suggestions - Improvement suggestions raised during the municipal meetings which might address congestion, alignment deficiencies, etc. Some improvement suggestions are advancing to construction, or may have emanated from traffic studies, or engineering reports (“Clearly Defined”); others (“Conceptual”) are deemed good ideas, but lack formal study, municipal support, public acceptance and/or funding for advancement.

Figure 14_Traffic Calming Initiatives - Traffic calming initiatives are advancing in various levels in the study area. Compliance with PennDOT’s procedures are required where state highways are involved.

Alternative plans for providing traffic calming measures along Stoopville Road in Newtown Township have been prepared, and are being considered by the township and PennDOT. With funding assistance provided by the Pennsylvania Department of Community and Economic Development, and the approval of PennDOT, Lower Makefield is on the verge of constructing raised median islands and textured crosswalks along portions of Lindenhurst Road. Upper Makefield has installed three speed humps along Woodhill Road, a township owned and maintained road, between Pineville and Eagle roads. Pedestrian friendly streetscape improvements have recently been completed on Sycamore Street, in the Township, extending the “feel” of the Borough’s village center across the Newtown Creek. A pedestrian wayfaring plan is being developed for the enlarged village center’s business district

Table 2: Existing conditions inventory provides desciptive information for Figures 9 through 14, as ascertained in the municipal meetings.

Figure 15_Major Land Development Proposals - The graphic shows the approximate location and use of land development applications within the study area submitted to the Bucks County Planning Commission between 2003 and September 2006. Specific information about the developments are available by referring to Table 3: Land development proposal
descriptions. For mapping purposes all non-residential development applications have been mapped. Only residential applications proposing 10 or more dwelling units have been mapped.

By this time, some of the developments may have been constructed and occupied. Some applications may have been withdrawn. But most are probably still active, and being reviewed by the County and respective municipality.

The information suggests that indicated growth will trend and amplify current land development patterns. A potential use of the information-that traffic improvement may be delivered through the land development review and approval process.

Figure 16_Degrees of Disadvantage of Resident Population - “Degrees of disadvantage” are regional indicators of a resident population’s precondition to be fairly represented and treated, and meaningfully involved in the transportation improvement development process. “Environmental Justice” requirements of the 1964 Civil Rights Act, as amended, seek to ensure that no racial, ethnic or socioeconomic group bears a disproportionate share of any negative environmental consequence where federal investments are made. The 8 categories of “disadvantage” according to the regulations are: minority; Hispanic; elderly; disabled; car less households; impoverished households; female head of household with child; and limited English proficiency. Regional averages are computed and where resident populations within census tracts equal or exceed the defined threshold-the tract’s resident population is determined to be “disadvantaged.” Multiple categories may exist for a given census tract.

According to the 2000 US Census there are two tracts in the study area which exceed the threshold for Elderly resident population. One tract in Northampton contains a resident population which exceeds the Elderly and the Disabled thresholds.

Figure 17_Cultural Landmarks and Historic Resources

Cultural resources and natural settings provide recreational opportunities, and enhance the quality of life for residents. The proximity of these important and sensitive areas to any potential roadway improvement need to be clearly identified and understood. Figures 17 and 18 identify sites and areas identified in DVRPC’s GIS mapping resources.