TechnicalReport
ProfessionalServices
DelawareValleyRegionalPlanningCommission
NewJerseyTrafficSignalRetimingInitiative
HaddonfieldRoad,CamdenCountyRoute644,
From Town Center Drive to Wyndam Road
InCherryHillandPennsaukenTownships,
CamdenCounty,NJ
Prepared For:
June28,2021
Prepared By:
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Traffic Signal Retiming Initiative Page 2
I. Summary
A. Project Overview
Under contract with Delaware Valley Regional Planning Commission (DVPRC) and in cooperation with the
New Jersey Department of Transportation, Camden County, Pennsauken Township, and Cherry Hill
Township, the Taylor Wiseman & Taylor consultant project team has completed traffic signal retiming
work at twelve (12) signalized intersections along Haddonfield Road (Camden County Route 644) in
northwest Camden County. This work started in May 2019, following the completion of the Phase 1
project meeting which established a priority list with the county. In accordance with the process
established by DVRPC, updated timing plans,
including adjustments to cycle lengths, splits, and
offsets, as well as the introduction of additional
time-of-day coordination patterns, was completed
by November 1, 2020.
Between the project meeting and implementation,
field data collection activities were conducted,
including peak hour turning movement counts,
automatic traffic recorder counts, intersection
operational assessments and ‘before’ travel time
runs. The collected data was analyzed using traffic
engineering software including Synchro™ and Tru-
Traffic™. New timing plans were developed for the
corridor which were implemented by the
consultant team in October 2020. Implementation
of the timing plans was impacted by the COVID-19
pandemic, which has dramatically changed travel
patterns in March 2020 to the present day. Field
observations were conducted throughout
implementation, resulting in minor timing changes
to those initially implemented. Follow-up field
verifications were done in November 2020 after
public schools reopened in Cherry Hill Township.
This brief report summarizes the activities,
observations, and results of this project.
B. Project Description
Haddonfield Road, Camden County Route 644 (CR 644), is a north to south oriented urban principal
arterial. The corridor study limits extend 3.4 miles, from Wyndam Road (MP 5.53) on the northern limit
in Pennsauken Township to Town Center Drive (MP 2.12) on the southern limit in Cherry Hill Township.
NJ Route 70 intersects Haddonfield Road at a signalized intersection, south of the southern project limit.
The intersection of NJ Route 70 and Haddonfield Road (MP 1.75) and the intersection of Haddonfield Road
and Wynwood Avenue (MP 1.84) were not included as part of this project as these signalized intersections
are maintained by NJDOT. NJ Route 38 has access to CR 644 via on/off ramps at the interchange, located
at MP 3.07. NJ Route 90 (MP 5.74), Pennsauken Highway (MP 5.88), NJ Route 73 (MP 6.21) and US Route
130 (MP 6.48) intersect Haddonfield Road north of the northern project limits.
Photo 1
: Looking NB on CR 644 at Colwick
Drive/NorthMallPlaza
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 3
Land use at the southern end of CR 644 is primarily “big box” retail in the “Market Place at Garden State
Park” and the “Town Place at Garden State Park”, that include Wegmans, Home Depot, Costco, Dicks
Sporting Goods, Nordstrom,
Best Buy and Bed Bath &
Beyond. The central part of the
corridor includes the Cherry
Hill Mall, home of over 1.2
million square feet of retail
shopping. A variety of casual
and fine dining restaurants
line the southern end of the
Haddonfield Road corridor.
Access driveways to a variety
of commercial and smaller
retail land uses line
Haddonfield Road. The
Pennsauken Country Club is
just north of the Cherry Hill
Mall. Land use along the
northern end of the corridor
transitions to smaller
commercial buildings and
residential housing.
Within these limits, twelve (12) signalized intersections were included as part of the retiming project:
1. Haddonfield Road (CR 644) & Wyndam Road
2. Haddonfield Road (CR 644) & Park Avenue (CR 621)
3. Haddonfield Road (CR 644) & New York Avenue
4. Haddonfield Road (CR 644) & Maple Avenue (CR 537)
5. Haddonfield Road (CR 644) & Colwick Drive/North Mall Plaza
6. Haddonfield Road (CR 644) & Church Road (CR 616)
7. Haddonfield Road (CR 644) & Dudley Avenue
8. Haddonfield Road (CR 644) & Cherry Hill Mall Drive
9. Haddonfield Road (CR 644) & Movie Theater Entrance
10. Haddonfield Road (CR 644) & Chapel Avenue (CR 626)
11. Haddonfield Road (CR 644) & Garden Park Boulevard
12. Haddonfield Road (CR 644) & Town Center Drive
The project location is shown in Figure1.
C. Project Impact of COVID-19 Pandemic
COVID-19, a highly contagious respiratory illness caused by a virus, impacted the Haddonfield Road Signal
Retiming Effort as both the State of New Jersey and the Federal Government imposed restrictions which
influenced travel behavior in 2020 and 2021. Important milestones in the COVID-19 fight included:
Photo 2
: Development remains robust on Cherry Hill's
"Golden Mile".  New developments include a COSTCO with
gasolinefuelingpositions
,ShakeShack,HomeGoods,TJMaxx,
TraderJoe’s,andothers.
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 4
• New Jersey Governor Murphy Executive Order 104, March 16, 2020: Closed Movie Theaters,
Casinos, Gyms. Restricted Restaurants and Bars to take out and delivery services. Closed all public
and private schools (including pre-kindergarten, colleges, and universities).
• New Jersey Governor Murphy Executive Order 107, March 21, 2020: Directs all New Jersey
residents to effectively “stay at home” until further notice. This order resulted in non-essential
businesses closing or telecommuting from home.
• New Jersey Governor Murphy Executive Order 150, June 3, 2020: Provided for outdoor dining
protocols for New Jersey restaurants.
• New Jersey Governor Murphy Executive Order 157, June 26, 2020: Provided guidance for non-
essential retail operations and individualized instruction at gyms and fitness centers.
• New Jersey Governor Murphy Executive Order 175, August 13, 2020: Provided guidance for
schools to reopen subject to critical health and safety protocols.
• New Jersey Governor Murphy Executive Order 183, September 1, 2020: Allowed for reopening of
indoor dining (25% capacity) on September 4, 2020.
From a traffic engineering perspective, traffic volumes decreased significantly as New Jersey residents
complied with stay-at-home directives. Business operations changed significantly to comply with social
distancing and other public
health protocols. The
consultant team delayed
implementation of new
timings waiting for traffic
volumes to stabilize and
increase from the height of
the restrictive period in
March-May 2020.
In October 2020 the
consultant team, working
with Cherry Hill Township,
Pennsauken Township and
the Delaware Valley Regional
Planning Commission,
moved forward with
implementation of the new
signal timings on the
Haddonfield Road corridor.
Restrictions impacting the corridor during implementation included:
• Cherry Hill Township public schools were closed in October 2020. They would reopen briefly in
November 2020 and the consultant team did observe the corridor under school traffic conditions.
Pennsauken Township schools stayed open during the October implementation period.
• Retail occupancy was restricted to 50% of building capacity, including employees.
• Restaurants and bars operated outdoor dining sites, also allowing 25% of indoor capacity with
appropriate social distancing.
• Businesses implemented telecommuting and remote work policies to protect health of employees.
• Ridership on public transit had reduced due to potential exposure to COVID-19.
Photo3
: Looking SB on HaddonfieldRoadfromGarden Park
BoulevardtoTownCenterDrive.
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 5
• Many businesses closed in New Jersey directly attributed to COVID-19 protocols and restrictions.
The consultant team did conduct a single automatic traffic recorder count to attempt to quantify the impact
of the pandemic on average daily traffic. The results, presented later in this report, are inconclusive.
Comparisons on a typical weekday (Thursday) showed a 19% reduction in traffic, although weekend
volumes were 4% higher on Saturday and 14% higher on Sunday. The volume increases during weekend
traffic could be attributed to new land development on the corridor and an extended holiday shopping
season due to the pandemic. It is reasonable to state that on a typical weekday, Haddonfield Road traffic
volumes remain lower than counted in 2019. It is harder to establish the impact of the COVID-19 health
emergency on weekend traffic due to the robust development occurring in the southern area pf the
corridor.
D. Existing Signal Documentation/Operation:
Typically, signalized intersections in New Jersey may have signal timing directives, electrical plans and
layout plans. The consultant team reviewed record archives in Camden County, Cherry Hill Township and
Pennsauken Township with a focus on signal timing documentation. Table 1 presents the results of the
consultant team’s record search:
Table1
HaddonfieldRoad(CamdenCountyRoute644)
RecordArchiveResults
IntersectionCrossStreet Record
Town Center Drive Layout Plan, Electrical Plan, Timing Directive (on
plan sheets)
Layout Plan & Timing Directive;
Photograph of
Timing Directive in Controller Cabinet;
Chapel Avenue Layout Plan & Timing Directive
Movie Theatre Driveway Layout Plan & Timing Directive
South Mall Driveway Layout Plan & Timing Directive
Dudley
Avenue
Layout Plan, with
T
iming
D
i
rective on plan
Church Road
Layout Plan & Timing Directive
North Mall Plaza/Colwick Drive Layout Plan & Timing Directive
Maple Avenue Layout Plan with Timing Directive on plan
New York Avenue Timing Directive & hand sketch Layout Plan
within Pennsauken Township email
Park Avenue
Layout Plan
Wyndam Road
Layout Plan & Timing
Page
within
NJDOT letter to
Pennsauken Township
The historical signal timing records are found in AppendixA.
A review of the existing traffic signal documentation revealed “free” operation at the majority of the
Haddonfield Road signals. The Maple Avenue traffic signal, located on the boundary between Pennsauken
and Cherry Hill Townships, was programmed to technically operate coordinated but utilized a simple 90
second program throughout the day and was not coordinated with the adjacent signals on Haddonfield
Road. A second time-based coordination system was designed to operate between Town Center Drive and
the Movie Theater entrance on the southern end of the corridor. This system operated with a common
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 6
120-second cycle length and the only intersection which changed phase/movement times was the Movie
Theater entrance.
E. Results
With implementation of the 1) updated timing plans, 2) modifications to the
corridor’s time-of-day schedule, and, 3.) potential decreases in corridor
volume attributed to the COVID-19 health emergency, the project consultant
team has documented significant reductions in corridor travel times and
delay. Northbound weekday morning, mid-day, evening, and weekend mid-
day peak travel times have been reduced by 20.8%, 30.5%, 19.3%, and 8.4%,
respectively. Southbound weekday morning, mid-day, evening, and
weekend mid-day peak travel times have been reduced by 34.1%, 29.3%,
26.1%, and 22.5%, respectively. Cumulative (combined northbound and
southbound) travel time on Haddonfield Road has been reduced 27.7%,
29.9%, 22.5% and 15.8% during the weekday morning, mid-day, evening,
and weekend mid-day time periods. Cumulative stops have decreased
79.1% in the weekday morning, 53.8 % in the weekday mid-day, 54.2% in the
weekday evening and 45.5% in the weekend mid-day peak period.
“Cumulativestops
havedecreased79.1%
intheweekday
morning,53.8%in
theweekdaymid-day,
54.2%intheweekday
eveningand45.5%in
theweekendmid-day
peakperiod.“
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 7
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 8
II. DataCollection
A. Turning Movement Counts
Peak hour intersection counts were conducted at the above intersections during the weekday morning
(7:15 am to 9:15 am), weekday mid-day (12:00 pm to 2:30 pm) and evening (3:45 pm to 7:45 pm) peak
hour periods. Saturday counts were taken between 9:00 am to 11:00 am, 12:00 pm and 4:00 pm. The
manual turning movement counts were taken on Tuesday, May 14, 2019 and Saturday, May 11, 2019 by
Imperial Traffic & Data Collection. The TMCs are available on the project website,
http://dvrpc.taylorwiseman.com.
B. Automatic Traffic Recorder (ATR) Counts
In May 2019, automatic traffic recorder counts were taken as follows:
Table1
2019AverageDailyTraffic(ADT)
HaddonfieldRoad--CamdenCountyRoute644
Location AverageDailyTraffic
311: Haddonfield Road, North of Pennsauken Highway – NB Traffic
Haddonfield Road, North of Pennsauken Highway – SB Traffic
Total ADT
8,383 vehicles
7,447 vehicles
15,830 vehicles
312: Haddonfield Road, Between Maple Avenue and New York Avenue
– NB Traffic
Haddonfield Road, Between Maple Avenue and New York Avenue
– SB Traffic
Total ADT
10,456 vehicles
10,496 vehicles
20,952 vehicles
313: Haddonfield Road, Between Cherry Hill Mall and Dudley Avenue
– NB Traffic
Haddonfield Road, Between Cherry Hill Mall and Dudley Avenue
– SB Traffic
Total ADT
12,393 vehicles
12,134 vehicles
24,527 vehicles
314: Haddonfield Road, Between Garden Park and Town Center
– NB Traffic
Haddonfield Road, Between Garden Park and Town Center
– SB Traffic
Total ADT
12,990 vehicles
13,010 vehicles
26,000 vehicles
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 9
The twenty-four hour counts clearly shows higher volumes at the south end of CR 644 in the vicinity of the
Cherry Hill Mall and Garden State Park Market Place near State Route 70.
C. Impact of COVID-19 Pandemic on Haddonfield Road
To document traffic variances associated with the COVID-19 pandemic in Cherry Hill, New Jersey, check
counts were taken at one location 313: Haddonfield Road, between Cherry Hill Mall and Dudley Avenue in
November (11
th
-14
th
) 2020. Table 2 illustrates the observed volume, as well as a comparison to the May
2019 counts at the same location. The automatic traffic recorder counts are available on the project
website: http://www.dvrpc.taylorwiseman.com.
Table2
HaddonfieldRoad,betweenCherryHillMallandDudleyAvenue
ImpactsofCOVID-19PandemiconTrafficVolume
ADTComparisons,May2019toNovember2020
2019-Date&Day
Volume,
Vehicles
2020-Date&Day Volume,
Vehicles
Percent
Variance
May 9, 2019, Thursday 26,434
November 12, 2020, Thursday 21,335
-19.29%
May 10, 2019, Friday 25,581
November 13, 2020, Friday 24,472
-4.34%
May 11, 2019, Saturday 23,222
November 14, 2020, Saturday 24,609
+5.97%
May 12, 2019, Sunday 15,577
November 15, 2020, Sunday 17,806
+14.31%
This data is further illustrated by
Figure1.
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 10
In reviewing the automatic traffic recorder data, one should realize that the 2020 data was taken in the
extended holiday shopping season (two weeks before Thanksgiving) in an area which has experienced
aggressive retail development. The Thursday weekday comparison showed a significant drop in traffic
(19.29%) which may be explained by various COVID-19 restrictions and protocols. Given the time periods
involved and the limited data available in 2020, it is hard to reach any broad conclusions regarding the
current impact of COVID-19 on Haddonfield Road in Cherry Hill, New Jersey.
D. Travel Time Runs
Travel time runs were collected within the project area both before and after initial timing plan
implementation. Using a GPS enabled laptop with the software Tru-Traffic
TM
Version 10.0, floating car
studies were completed in both the northbound and southbound directions on Haddonfield Road between
Town Center Drive and Wyndam Road. Studies were completed during the weekday AM, mid-day, and PM
peak hours, as well as the weekend mid-day peak hours. The travel time runs are presented in Appendix
Dof this report.
E. Traffic Signal Timing and Phasing Data
Existing traffic signal timing and phasing data were obtained from existing signal timing directives. All
operational data was verified by direct controller download in October 2019. The existing timing
directives are presented in Appendix A of this report. The existing timing directives and controller
downloads are presented on the project website: http://www.dvrpc.taylorwiseman.com.
F. Field Review of Existing Operations
Field notes were collected at the intersection on various intersection, signal, and traffic characteristics to
assist in model development and signal optimization. Information gathered included lane geometry,
storage lengths, number and types of signal heads, cabinet and pedestrian push button locations, and signal
phasing.
Posted speed limits, left turn types (protected, protected/permitted, or permitted), turn restrictions, and
the presence of roadway lighting and signal back plates were noted. Pedestrian push buttons were tested
for proper operation during the field review. Any other unique characteristics were also recorded.
As noted in the project summary, the consultant team found a simple coordinated signal system operating
between Town Center Drive and the Movie Theater entrance (4 intersections). The system operated via
time based coordination and at three out of four intersections, maintained a single set of phase times and
a 120-second cycle throughout the day. The northern most signal in the system, the Movie Theater
Entrance did modify phase times as three specific coordination programs were identified, each running a
120-second cycle. The intersection of Maple Avenue operated with a single 90-second cycle coordinated
program, but was not coordinated with any other signal on Haddonfield Road.
During the initial field review of project controller assemblies on the project corridor the consultant team
found a mixture of Econolite ASC/2, Econolite ASC/3, Econolite COBALT, TCT LMD8000 and Peek 3000
controllers. The cabinets were all configured in a NEMA TS1-1989 configuration. Optical-based emergency
preemption was found at the Town Center, Garden Park Boulevard and Cherry Hill Mall intersections.
Some intersections were equipped with battery backup systems, In October 2019 there was no consistent
controller assembly standard on the corridor irrespective of municipality. In general, maintenance on the
corridor appeared to be response-only. The cabinets were generally in fair condition, however numerous
detection failures as well as other maintenance items were observed on the corridor.
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 11
As there is no communication between the project intersections (Town Center Drive to Wyndam Road),
the consultant team compared displayed clock time to the time.gov internet standard. The results of the
October 2019 field inspection are presented in Table 3.
Table3
ExistingControllerTimeVariance
HaddonfieldRoad:TownCenterDrivetoWyndhamRoad
October2019
Intersection
CrossStreet
Variance(comparedto
time.gov)

Comments
Town Center Drive 13 seconds slow
Garden Park
Boulevard
47 seconds fast
Chapel Avenue
3 seconds slow
Movie Theat
er
Driveway
57 seconds fast
South Mall
Driveway
45 seconds slow
Dudley
Avenue
120 seconds slow (2 minutes)
Church Road
3 seconds fast
North Mall
Plaza/Colwick Drive
1 hour,
28 seconds slow
Maple Avenue 22 seconds slow
New York Avenue 3 seconds fast
Park Avenue
11 hours fast
Date read May 4, 1985
Wyndham Road
9 hours fast
Date read
March 12, 1974
The internal clocks in modern traffic signal controllers are typically accurate and theoretically capable of
maintaining a common time standard allowing for coordinated operation. The time clocks are dependent
on the power company supplied frequency to
keep time accurately. The variances found in the
initial Haddonfield Road field inspection could
be attributed to several things:
• Power outages.
• Irregularities in the power company
supplied frequency. This could be
mitigated by backup power
supply/power smoothing units which
were found in some Haddonfield Road
cabinets.
• Controllers/clocks at the end of their
useful life.
Photo 4
:  Garden Park Boulevard Controller
Assembly(NEMATS1-1989)--November2020
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 12
• Errors in time/date setting during installation/maintenance of timing patterns. The availability
of smartphones with atomic time, time.gov, and Naval Observatory time has made the
synchronization of time on traffic signal clocks much easier.
• Lack of synchronization devices such as GPS pucks or communication systems.
• Lack of routine preventive maintenance in the controller assemblies.
To the credit of Pennsauken and Cherry Hill Townships, equipment was upgraded on this corridor where
recommended during this project prior to implementation of coordinated operation. Although cabinet
assemblies were not upgraded, the intersection timer units were upgraded where recommended to new
Econolite COBALT controllers. Where Econolite ASC/3 controllers existed, those controllers remained. In
addition, GPS pucks were installed at all intersections. This investment will ensure that all project
intersections will maintain a common time-standard, effectively eliminating time base coordinator drift.
The new controllers/GPS pucks will ensure that coordinated operation will operate at maximum efficiency
for the foreseeable future. Table 2 illustrates controller equipment observed on the Haddonfield Road
corridor.
Table2
HaddonfieldRoad-CamdenCountyRoute644
ControllerInventory,October2019-October2020
ID
CrossStreet Municipality
Controller
10/2019
GPS
10/2019
Controller
10/2020
GPS
10/2020
Emergency
Premption
10/2020
1 Wyndam Road Pennsauken
Econolite
ASC/3
NO Econolite
ASC/3
YES
2 Park Avenue (CR 621) Pennsauken
TCT LMD
8000
NO Econolite
COBALT
YES
3 New York Avenue Pennsauken
Econolite
COBALT
NO Econolite
COBALT
YES
4
Maple Avenue
(CR537)
Cherry Hill
Econolite
ASC/2
NO
Econolite
COBALT
YES
5
Colwick Drive/North
Mall Plaza
Cherry Hill Peek 3000
NO Econolite
COBALT
YES
6 Church Road (CR 616) Cherry Hill
Econolite
ASC/2
NO
Econolite
COBALT
YES
7 Dudley Avenue Cherry Hill
Econolite
ASC/3
NO Econolite
ASC/3
YES
8 Cherry Hill Mall Drive Cherry Hill
Econolite
ASC/2
NO Econolite
COBALT
YES Optical
9
Movie Theater
Entrance
Cherry Hill Peek 3000
NO Econolite
COBALT
YES
10
Chapel Avenue
(CR 626)
Cherry Hill
Econolite
ASC/2
NO Econolite
COBALT
YES
11
Garden Park
Boulevard
Cherry Hill
Econolite
ASC/2
NO
Econolite
COBALT
YES
Optical
12 Town Center Drive Cherry Hill
Econolite
ASC/3
NO Econolite
ASC/3
YES Optical
Field observations on the corridor revealed the following maintenance concerns:
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 13
Haddonfield Road and Garden Park Boulevard, Cherry Hill Township: The video detection for the NBLT
(Phase 1) and NB (Phase 6) movements are showing a constant call, resulting in these phases receiving
maximum time irrespective of vehicular demand. Video detection zone and operation needs to be
reviewed.
Haddonfield Road and Chapel Avenue, Cherry Hill Township: All eastbound and westbound pedestrian
buttons call both phase 4 and 8. Operations would be significantly improved if the pedestrian phases would
only call the adjacent pedestrian phase. The eastbound buttons would call only pedestrian phase 4 and
westbound phases would call only pedestrian phase 8. This would limit the impact of pedestrian actuations
on the coordinated operations. The southbound left turn three section head indication is tilted slightly, so
not straight (vertical).
Haddonfield Road and Movie Theatre Entrance, Cherry Hill Township: The Walk signal on the northwest
corner is partially out. The Walk signal for the northbound pedestrian movement on the northeast corner
signal head is out. Northeast corner red indication is out for the westbound right turn overlap five section
signal head.
Haddonfield Road and Cherry Hill Mall Drive, Cherry Hill Township: The eastbound (Phase 4) video
detector was observed to be unreliable, often missing vehicles on the approach. The video detection zone
should be reviewed to ensure that vehicles are picked up. Vehicles in the center of the approach appear to
be a problem for the current zone. The southbound pedestrian signal head on the southwest corner is tilted
45 degrees away from the crosswalk so indications cannot be seen from the crosswalk. Pedestrian buttons
on the northwest and southwest corners are inoperable. The controller is currently in pedestrian recall,
impacting the efficiency of the timing plans.
Haddonfield Road and Dudley Avenue, Cherry Hill Township: Both the eastbound and westbound video
detectors have constant calls. The video detection system needs to be adjusted and/or replaced.
Haddonfield Road and Church Road, Cherry Hill Township: The existing cabinet configuration has this
signal as a four-phase intersection where the northbound left turn and southbound left turn are both tied
to Phase 1. The southbound left turn volumes are significantly higher than the northbound left turn, so
separating these phases and assigning a lower split time to the northbound left turn would significantly
improve the operation of this signal. All eastbound and westbound pedestrian buttons call Phase 4, due to
the existing configuration of this signal. Being able to separate these pedestrian buttons to individual
phases would improve operations.
Haddonfield Road and Colwick Rd./ N. Mall Plaza, Cherry Hill Township: Phase 1 (northbound left turn)
has no detection, so services each cycle regardless of demand.
Haddonfield Road and Maple Avenue, Cherry Hill Township: Vehicle detection at this intersection needs
to be replaced. The intersection is currently running on maximum recall, which impacts the efficiency of
the signal operation. Pedestrian indications on the northeast (Phase 2-NB) and northwest (Phase 6-SB)
corners are not working.
Haddonfield Road and New York Avenue, Pennsauken Township: Detection needs to be replaced at this
intersection. Northbound three-section head has a failed amber indication. Pedestrian indications on the
northwest and southeast corners are in need of maintenance.
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 14
Haddonfield Road and Park Avenue, Pennsauken Township: Side street detection is in fault mode and
needs to be replaced. The pedestrian button for the westbound pedestrian movement on the northwest
corner needs to be replaced. Due to this, the pedestrian movement must be covered in the splits and the
pedestrian recall is enabled. Red indication for the westbound pedestrian movement signal head needs
maintenance.
Haddonfield Road and Wyndam Road: Side street detection at this intersection needs to be replaced.
Intersection is running pre-timed.
III. AnalysisandImplementation
A. Modeling
The Project Team developed a set of base Synchro
TM
Version 10 models for management of the new traffic
data, initial analysis of the intersection with and without various timing and a screening level review of
each intersection’s overall potential for capacity-level improvements using the Intersection Capacity
Utilization (ICU) Methodology. Microscopic simulation using SimTraffic
TM
was used to assess the impact
of unmet demand, turn pocket overflow, metering and spillback, and the effects of origin-destination pairs.
TruTraffic
TM
was used to assist in offset determination in order to assess early release issues created when
minor phases gap out and unused cycle time is typically sent back to the coordinated phases.
It is important to note that the delay minimization focus of the optimization routine in Synchro
TM
is helpful
to a point in deriving improved cycle lengths and splits; however, this method does not necessarily favor
corridor progression and bandwidth requirements. After development of the base models and
supplemental evaluations in SimTraffic
TM
, the UTDF file transfer feature with various spreadsheets were
used to create base TruTraffic
TM
models for more in-depth optimization.
B. Initial Results--Modeling
Using the data collected to date and the modeled (i.e. theoretical) timing plans, several network-wide
measures of effectiveness were presented for the then pre-existing conditions without retiming (Existing),
and with the proposed signal retiming (Proposed). The results showed significant time savings, reductions
in delays and reductions in fuel consumption throughout the Project area. Weekday total delays decrease
by approximately 21.9% during the AM peak hour, 18.2% during the Mid-Day peak hour, 15.1% during the
weekday PM peak hour, 16.9% during the weekday PM off-peak hour, 20.5% during the weekend am peak,
19.7% during the weekend mid-day and 20.5% during the weekend PM peak hour. Table 3 illustrates the
results of the Synchro modeling effort. For additional information, Table 3 includes the “observed” results
obtained from field studies using Tru-Traffic™ 10 on the corridor. The differences are to be expected,
especially given the dynamic conditions experienced in New Jersey due to COVID-19 restrictions and
population behavior.
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 15
Table3
Synchro™10.0NetworkPerformanceMeasures
(WeekdayandWeekend-Modeled)
AMWeekdayPeak
Existing Implemented Difference
Observed
Difference
Total Delay (hr) 128 100 -21.9%
-69.4%
Total Stops 14,455 10,820 -25.1%
-79.1%
Total Travel Time (hr) 322 294 -8.7%
--
27.7%
Fuel Consumed (gal) 526 460 -12.5%
NA
WeekdayMid-dayPeak Existing Implemented Difference
Observed
Difference
Total Delay (hr) 159 130 -18.2%
-62.4%
Total Stops 16,192 14,651 -9.5%
-
53.8%
Total Travel Time (hr) 366 337 -7.9%
-
29.
9
%
Fuel Consumed (gal) 584 544 -6.8%
NA
WeekdayPMPeak Existing Implemented Difference
Observed
Difference
Total Delay (hr) 258 219 -15.1%
-
44.1%
Total Stops 23,664 19,812 -16.3%
-
54.2%
Total Travel Time (hr) 533 493 -7.5%
-22.5%
Fuel Consumed (gal) 829 753 -9.2%
WeekdayPMOff-Peak Existing Implemented Difference
Observed
Difference
Total Delay (hr) 118 98 -16.9%
NA
Total Stops 12,565 11,406 -9.2%
NA
Total Travel Time (hr) 292 272 -6.8%
NA
Fuel Consumed (gal) 466 436 -6.4%
NA
WeekendAMPeak Existing Implemented Difference
Observed
Difference
Total Delay (hr) 151 120 -20.5%
NA
Total Stops 15,026 13,069 -13.0%
NA
Total Travel Time (hr) 352 321 -8.8%
NA
Fuel Consumed (gal) 556 508 -8.6%
NA
WeekendMid-DayPeak Existing Implemented Difference
Observed
Difference
Total Delay (hr) 319 256 -19.7%
-33.5%
Total Stops 24,753 22,228 -10.2%
-45.5%
Total Travel Time (hr) 606 543 -10.4%
-15.8%
Fuel Consumed (gal) 908 831 -8.5%
NA
WeekendPMPeak Existing Implemented Difference
Observed
Difference
Total Delay (hr) 151 120 -20.5%
NA
Total Stops 15,026 13,168 -12.4%
NA
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 16
Total Travel Time (hr) 352 321 -8.8%
NA
Fuel Consumed (gal) 556 509 -8.5%
NA
It should be noted that Synchro™ 10.0 includes a simulation module, SimTraffic™. Additional modeling was
performed to obtain measures of effectiveness generated by SimTraffic™ 10.0. Table 4 illustrates the
measures of effectiveness generated by SimTraffic™.
Table4
SimTraffic™10.0NetworkPerformanceMeasures
(WeekdayandWeekend-Modeled)
AMWeekdayPeak Existing Implemented Difference
Observed
Difference
Total Delay (hr) 134 107 -20.5%
-
69.4%
Total Stops 11,763 8,513 -27.6%
-
79.1%
Total Travel Time (hr) 387 357 -7.7%
--27.7%
Fuel Consumed (gal) 335 316 -5.9%
NA
WeekdayMid-dayPeak Existing Implemented Difference
Observed
Difference
Total Delay (hr) 176 132 -24.8%
-62.4%
Total Stops 13,958 11,673 -16.4%
-53.8%
Total Travel Time (hr) 445 400 -10.1%
-29.9%
Fuel Consumed (gal) 368 353 -4.1%
NA
WeekdayPMPeak Existing Implemented Difference
Observed
Difference
Total Delay (hr) 386 256 -33.8%
-44.1%
Total Stops 21,422 16,285 -24.0%
-54.2%
Total Travel Time (hr) 741 614 -17,2%
-22.5%
Fuel Consumed (gal) 517 482 -6.7%
NA
WeekdayPMOff-Peak Existing Implemented Difference
Observed
Difference
Total Delay (hr) 116 99 -15.0%
NA
Total Stops 10,469 9,290 -11.3%
NA
Total Travel Time (hr) 342 327 -4.4%
NA
Fuel Consumed (gal) 299 294 -1.5%
NA
WeekendAMPeak Existing Implemented Difference
Observed
Difference
Total Delay (hr) 190 122 -35.9%
NA
Total Stops 12,954 10,480 -19.1%
NA
Total Travel Time (hr) 450 381 -15.3%
NA
Fuel Consumed (gal) 357 335 -6.1%
NA
WeekendMid-DayPeak Existing Implemented Difference
Observed
Difference
Total Delay (hr) 441 305 -30.8%
-
33.5%
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 17
Total Stops 24,434 18,713 -23.4%
-45.5%
Total Travel Time (hr) 822 682 -17.0%
-
15.8%
Fuel Consumed (gal) 552 518 -6.1%
NA
WeekendPMPeak Existing Implemented Difference
Observed
Difference
Total Delay (hr) 190 129 -32.4%
NA
Total Stops 12,954 10,619 -18.0%
NA
Total Travel Time (hr) 450 388 -13.7%
NA
Fuel Consumed (gal) 357 338 -5.5%
NA
C. Implementation
During the week of October 20, 2020, the consultant team implemented the optimized timing plans into
each of the project intersection controllers via direct link and manual keystroke. The consultant team
verified that each controller maintained a common time standard via the newly installed GPS pucks,
utilizing time.gov as a reliable standard.
In developing timing plans, the collected 24-volume counts were studied during both the weekday
(Monday-Friday) and weekend (Saturday-Sunday) time periods. A time-of-day plan was developed with
custom cycle lengths and phase times for each observed traffic condition. The time periods varied by
intersection slightly. Timing plans were developed for the following time periods:
• Weekday AM peak hour
• Weekday Mid-Day peak hour
• Weekday PM peak hour
• Weekday PM off-peak
hour (early
evening/overnight)
• Weekend AM peak hour
• Weekend Mid-Day peak
hour
• Weekend PM peak hour
• Free Program
The system was broken into two
zones which coincidentally
mirrored municipal boundary
lines. Higher volume/demand was
seen between Town Center Drive
and Maple Avenue (Cherry Hill
Township) so typically these
signals were programmed with
longer cycle lengths. The cycle
length experienced by motorists on the southern end during the early morning and late evening hours was
dropped from 120 to 100 seconds, which should significantly reduce delay experienced by motorists
entering the system. The Pennsauken system, New York Avenue to Wyndham Road, was programmed with
Photo 5: Left to Right: Brian Jatzke, Iteris
; Colleen
Richwall,CorridorProjectManager,TWT;andDanMiller,
TWTinstallnewtimingsatTownCenterDrive.
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 18
lower cycle lengths and fewer overall programs, due to the lower vehicular demand and lack of vehicular
detection. The 24-hour count analyses, as well as graphic representation of day plans installed are
presented in AppendixB.
D. Fine-Tuning of Signal Timings
The project team observed each new timing plan at every intersection during its respective program period
to ensure each phase split was appropriate for the traffic conditions present. If a movement or intersection
is over capacity, split adjustments were made to manage queue spillback and blockage. In addition to fine-
tuning splits, offset adjustments often have a larger effect on the performance of the network. Offsets were
adjusted at the coordinated intersections by conducting travel time runs along the corridor. Travel time
runs were conducted using Tru-Traffic™ in conjunction with a direct connect GPS unit which tracks the
location of the test vehicle within the traffic signal system. This provides the user dynamic information
about the performance of the traffic signal system such as travel time and delay and approximate position
in a dynamic time/space diagram. Results of the travel time runs under existing timings (the “before” runs)
and implemented signal timings (the “after” runs) are discussed in the next section of this report.
The revised signal timings are available from the project website, http://dvrpc.taylorwiseman.com.
Updated signal timing directives were developed by the consultant team, with electronic and paper
copies delivered to Camden County and laminated copies placed in each controller. Copies of the final
signal timing directives are presented in AppendixC.
IV. Results
A. Before and After Data
Travel time data along the corridor was collected before and after implementation of the initial timing
plans during the weekday morning, mid-day, evening and the weekend mid-day peak hour periods. Refer
to Table 4 and Table 5 that includes the cumulative measures of effectiveness for the before and after
conditions, as well as the percent differences between the two scenarios, per peak period based on actual
field data, as opposed to the theoretical values highlighted in the previous section.
With implementation of the new timing plans and maintenance of a uniform time clock via the GPS pucks
between controllers, progression along Haddonfield Road (CR 644) improved significantly, in both
directions. For all four peak hour periods, the implemented retiming is producing positive results and
significant savings in travel time, delay, the number of stops, and travel speed in both directions. Refer to
AppendixD for the travel time plots for the time periods.
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 19
Table4
PeakHourTravelTimeandDelayImprovements
Tru-Traffic™10FloatingCarStudies

AMPeak Mid-dayPeak PMPeak
WeekendMid-day
Peak
Travel
Time(s)
Delay
(s)
Travel
Time(s)
Delay
(s)
Travel
Time(s)
Delay
(s)
Travel
Time(s)
Delay
(s)
Northbound
Existing 433 161 511 239 550 278 477 205
Implemented 343 71 355 83 444 172 437 166
Difference -90 -156 -106 -40
%Difference -20.8% -55.9% -30.5% -65.3% -19.3% -38.1% -8.4% -19.5%
Southbound
Existing 469 197 535 263 555 283 550 278
Implemented 309 37 378 106 410 138 426 155
Difference -160 -157 -145 -124
%Difference -34.1% -81.2% -29.3% -59.7% -26.1% -51.2% -22.5% -44.6%
Cummulative
Existing 451 180 522 250 552 281 513 242
Implemented 326 54 366 95 428 156 432 160
Difference -125 -156 -124 -81
%Difference -27.7% -69.4% -29.9% -62.4% -22.5% -44.1% -15.8% -33.5%
Northbound: Town Center Drive to Wyndam Road
Southbound: Wyndam Road to Town Center Drive
Table5
PeakHourStopandFuelConsumptionImprovements
Tru-Traffic™10.0FloatingCarStudies

AMPeak Mid-dayPeak PMPeak
WeekendMid
-
day
Peak
Stops
Fuel
Cons
(gal/hr)
Stops
Fuel
Cons
(gal/hr)
Stops
Fuel
Cons
(gal/hr)
Stops
Fuel
Cons
(gal/hr)
Northbound
Existing 3.9 134 4.8 162.6 5.9 249.7 4.7 228.5
Implemented 1.3 88.2 2.4 111.2 3.2 181 3.3 189.7
Difference -2.6 -45.8 -2.4 -51.4 -2.7 -68.7 -1.4 -38.8
%Difference -66.7% -34.2% -50.0% -31.6% -45.8% -27.5% -29.8% -17.0%
Southb
ound
Existing 4.7 180.5 5.7 202.1 5.9 253.4 6.2 285.7
Implemented 0.6 97.4 2.4 136.3 2.1 155.7 2.8 192.5
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 20
Difference -4.1 -83.1 -3.3 -65.8 -3.8 -97.7 -3.4 -93.2
%Difference -87.2% -46.0% -57.9% -32.6% -64.4% -38.6% -54.8% -32.6%
Cummulative
Existing 4.3 158 5.2 181.3 5.9 251.6 5.5 257.1
Implemented 0.9 92.8 2.4 123.7 2.7 168.9 3 191
Difference -3.4 -65.2 -2.8 -57.6 -3.2 -82.7 -2.5 -66.1
%Difference -79.1% -41.3% -53.8% -31.8% -54.2% -32.9% -45.5% -25.7%
Northbound: Town Center Drive to Wyndam Road
Southbound: Wyndam Road to Town Center Drive
B. Opportunities for Improvement
Haddonfield Road, Camden County Route 644, is a heavily utilized route in Camden County, New Jersey.
This route provides access to three major state routes, New Jersey Route 73 north of the northern project
limit, New Jersey Route 38 at its midpoint and New Jersey Route 70 south of the southern project limit for
this corridor. This corridor provides access to one of the heaviest developed roadway segments in
Southern New Jersey, Cherry Hill Township’s “Golden Mile”. The corridor provides access to numerous
retail, office, restaurant and institutional land uses.
This report has documented significant improvements in traffic flow associated with this project. Average
delay, travel time and vehicle stops have all improved with new signal timing. The significant investment
by Cherry Hill and Pennsauken Townships, namely 10 new controller units and GPS pucks throughout,
should sustain the coordination settings for the foreseeable future.
However, there are numerous opportunities for improvement on this corridor, including the following
general and specific recommendations:
GeneralRecommendations:
1. The overall level of maintenance of the corridor traffic signals is well-below average. Sixty-seven
percent (67%) of the intersections have observed detection failures, which dramatically impacts
the efficiency of these signals. There is no evidence of preventive maintenance on the corridor.
Camden County may wish to evaluate its policy of delegating maintenance of traffic signals on
County roadways to municipalities. There are numerous examples of faulty pedestrian and
vehicular indications on the corridor which impact the safety of both pedestrian and vehicular
traffic on the corridor.
2. The corridor would benefit from standardized specifications for traffic signal installations.
Optically based emergency preemption was observed at three of the twelve corridor signals
(25%). The benefit associated with preemption would be better realized if all signals within the
municipality or county were similarly equipped. Non-invasive detection, utilizing video and/or
radar should be considered.
3. The municipalities involved have invested in GPS pucks to synchronize time clocks on the corridor,
which will be vital to the sustainability of the coordination settings. However, given the regional
importance of this corridor and the intense demand associated with the retail/restaurant
component as well as the proximity of three major state routes, this corridor is a good candidate
for total modernization. In this modernization the following issues could be addressed:
a. The appropriate use of battery back-up systems should be considered.
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 21
b. LED signals should be the norm. 12” indications should be considered for all vehicular
indications.
c. The use of computer control, or adaptive control should be considered.
d. Detection issues were identified on the corridor. New non-invasive detection systems
based on state-of-the-art video and radar should be considered.
e. Phasing, both pedestrian and vehicular, should be upgraded.
f. Emergency preemption should be installed the entire length of the corridor if being used
by County municipalities.
g. Pedestrian facilities should include countdown timer signals, ADA compliant ramps and
MUTCD compliant pedestrian detectors.
h. Street name signing should be included at all signals.
4. Land development access should be scrutinized for impact on the corridor. The Chick-fil-A, for
example, north of Route 38 on the corridor, effectively blocks a northbound lane during meal
rushes, secondarily causing notable queues on northbound Haddonfield Road where both through
traffic and that associated with Route 38 are trying merge.
SpecificRecommendations:
1. Haddonfield Road and Garden Park Boulevard, Cherry Hill Township:
a. Phase 1—northbound left turn video detection zone is showing constant call. Video
detection zone/detection system needs to be revised or replaced.
b. Northbound through video detection zone is also showing constant call. Video detection
zone/detection system needs to be revised or replaced.
2. Haddonfield Road and Chapel Avenue, Cherry Hill Township:
a. All eastbound/westbound pedestrian pushbuttons call both phases 4 and 8. Operations
would be significantly improved if the pedestrian phases would call the adjacent
pedestrian phase (EB buttons call phase 4, WB buttons call phase 8).
b. The southbound facing left-turn three section head is tilted slightly and should be aligned
to be vertical.
3. Haddonfield Road and Movie Theater Entrance, Cherry Hill Township:
a. Walk indication on the northwest corner needs maintenance.
b. Walk indication for the northbound pedestrian movement on the northeast corner needs
maintenance.
c. Westbound right-turn overlap five-section signal head on northeast corner has red
indication not working.
4. Haddonfield Road and Cherry Hill Mall Drive, Cherry Hill Township:
a. Video detection for the eastbound approach is not working reliably.
b. The southbound pedestrian indication on the southwest corner is tilted from the
crosswalk so indications cannot be seen.
c. Pedestrian pushbuttons on the northwest and southwest corners do not place calls in the
controller.
5. Haddonfield Road and Dudley Avenue, Cherry Hill Township:
a. Side street video detection (both directions, eastbound and westbound) is not working
reliably. Detection system should be revised or replaced.
6. Haddonfield Road and Church Road, Cherry Hill Township:
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 22
a. The existing cabinet configuration at this intersection provides for four phases.
Accordingly, the northbound and southbound left-turn phases are linked together. Since
southbound left-turn volumes are notably higher, reconfiguration of these phases and
reducing northbound left-turn
phase time will significantly
improve signal operations.
b. Both eastbound and westbound
pedestrian pushbuttons call
Phase 4. Separating these
actuations to Phases 4 and 8
respectfully will improve
operations.
7. Haddonfield Road, Colwick Drive and
North Mall Plaza, Cherry Hill Township:
a. Northbound left turn phase
(Phase 1) should be actuated.
8. Haddonfield Road and Maple Avenue,
Cherry Hill Township:
a. All vehicle detection at this
intersection has failed.
Detection should be
reestablished at this location.
b. Pedestrian indication for northbound pedestrian movement (Phase 2) on northeast
corner does not illuminate.
c. Pedestrian indication for southbound pedestrian movement (Phase 6) on northwest
corner does not illuminate.
9. Haddonfield Road and New York Avenue, Pennsauken Township:
a. Vehicle detection needs to be reestablished.
b. Three-section signal head for the northbound inside approach has a failed amber
indication.
c. Pedestrian indication on southeast corner for northbound (Phase 2) movement needs
maintenance.
d. Pedestrian indication on northwest corner for southbound movement (Phase 6) needs
maintenance.
10. Haddonfield Road and Park Avenue, Pennsauken Township:
a. Existing eastbound/westbound vehicular detection is faulting and needs repair or
replacement.
b. Pedestrian pushbutton on northwest corner for westbound pedestrian movement does
not place calls.
c. Pedestrian signal head (3-section) for westbound pedestrian movement needs repair to
red indication.
11. Haddonfield Road and Wyndham Road, Pennsauken Township:
a. Vehicular detection at this intersection should be repaired. Intersection is currently
operating in maximum recall (pre-timed operation).
Photo 6: Photo depicts hig
h demand for
southbound left-
turn at Church Road during
fine tuning. Problem could be mitigated
somewhat if CR 644 left-
turn phases were
separated.
TECHNICALREPORT
Haddonfield Road--Camden County Route 644
DVRPC New Jersey Signal Retiming Initiative Page 23
C. Additional Resources/Project Data
Additional information, including project data, analysis files, and other detailed reports will be available
on the project website at: http://dvrpc.taylorwiseman.com. Additional information about traffic signal
retiming projects in the Philadelphia/Southern New Jersey region is available from the Delaware Valley
Regional Planning Commission, Transportation Systems Management and Operations (TSM&O) office,
https://www.dvrpc.org/transportation/tsmo.
AppendixA—ExistingTimingDirectives
AppendixB—24CountAnalyses/ImplementedDayPlans
AppendixC—FinalSignalTimingDirectives
AppendixD—TravelTimeRuns
AppendixE—October2019CabinetPhotos