Route 9 Corridor Study Traffic Improvements 6/1992ROUTE 9 CORRIDOR STUDY
TRAFFIC IMPROVEMENTS
Prepared by the
Pioneer Valley Planning Commission
June 1992
Prepared in cooperation with the Massachusetts Highway Department and the U.S.
Department of Transportation - Federal Highway Administration and
Federal Transit Administration.
Staff Credits
Prepared by James P. Cope, Principal Planner and
Jeffrey Pechulis, Senior Transportation Planner, under
the direction of Timothy W. Brennan, Executive Director.
Design and typsetting by Shaun Hayes, Principal Planner /Cartographer,
cover by van Schouwen Associates.
PREAMBLE TO TRAFFIC REPORT
This final Traffic Report of the Route 9 Corridor Study is
a compendium of combined efforts of the Massachusetts Highway
Department, Pioneer Valley Planning Commission, Town of
Hadley, Town of Amherst, City of Northampton, University of
Massachusetts, Five Colleges, Incorporated and other local
and regional committees organized to enhance the capacity and
safety of this essential highway corridor and its environs.
These efforts have been continuous since the 1987
commencement of the study by the Pioneer Valley Planning
Commission and are expected to continue until implementation
of both short and long range improvements are successfully
completed.
The final two - volume Route 9 study identifies existing and
future land use, as well as traffic conditions associated
with the Route 9 corridor. Recommendations regarding land
use policies to minimize adverse traffic impacts and
conceptual roadway and intersection improvements are
presented to address both current and forecasted Route 9
corridor deficiencies. Actions are proposed to be taken to
implement the study recommendations by numerous organizations
and institutions, including the three participating
municipalities, the University of Massachusetts, Five
Colleges, Inc., the Pioneer Valley Planning Commission, the
Route 9 Corridor Advisory Committee, the Pioneer Valley
Transit Authority and the Massachusetts Highway Department,
among others.
The recommendations outlined in this report, however, do not
constitute an absolute commitment to construct specific
roadway improvements on the part of the Massachusetts Highway
Department. Moreover, the Route 9 highway improvements
presented to the Massachusetts Highway Department herein are
intended to assist the Department to, first, understand the
needs of the . corridor, and then, to advance the short and
long term highway improvements which will result in enhanced
Route 9 corridor capacity and safety for the 1990's and
beyond. In accordance with sound transportation planning and
engineering practices, therefore, it is recognized that the
Massachusetts Highway Department must reserve the right to
modify and /or further refine specific highway improvement
measures so as to achieve the most beneficial, cost effective
and workable solutions possible for this Route 9 corridor.
i
Abstract
Overview
The Route 9 Corridor
Segments
Intersections
Transit Operations
Corridor Transportation Deficiencies
Segments
Intersections
Other Locations
Transit
Recommended Corridor Improvements
Short Term Improvements - Highway
Intersection Geometry /Signal Timing Modifications at
Route 9 and Damon Road 31
Old Bay Road 36
Movement Restrictions at the Route 9 and West Street
Intersection 38
TABLE OF CONTENTS
Route 9 and East Street Intersection Signal
Installation
Movement Restriction at the Bread &
Entrance to and from Route 9
Install Continuous Right -Turn Lane,
(Segment V)
Circus
Eastbound
i
1
3
5
8
23
24
24
25
26
26
28
31
42
47
47
TABLE OP CONTENTS
(Continued)
Transit /Transportation System Management Improvements 49
Develop Commuting Alternatives /Discourage
Single- Occupant Automobile Usage 53
Employer- Sponsored Carpooling and Vanpooling 53
Institute Alternate Work Hours Program 55
Establish One or More Transportation Management
Associations (TMA) in Conjunction with Educational
Institutions 55
Long Term Improvements - Highway 57
Segment I 57
Segments II, III & IV 60
Segment V 67
LONG TERM IMPROVEMENTS - TRANSIT 69
OTHER LONG TERM IMPROVEMENTS 71
Appendices
A. 1991 Average Daily Traffic Counts
B. Signal Warrant Analysis
C. Massachusetts Highway Department
1990 Route 9 Curb -cut Survey
D. Route 9 Corridor Supplemental Report
LIST OF FIGURES
Figure 1 Study Area 4
Figure 2 Segments & Intersection Locations 7
Figure 3 Condition Diagram, Bridge St. & Damon Rd 10
Figure 4 Condition Diagram, Route 9 & Bay Rd 11
Figure 5 Condition Diagram, West St & Route 9 15
Figure 6 Condition Diagram, Route 9 & Middle St 16
Figure 7 Condition Diagram, Route 9 & East St 17
Figure 8 Condition Diagram, Route 9 & Mtn. Farms Mall 18
Figure 9 Condition Diagram, Route 9 & North /South Maple 19
Figure 10 Condition Diagram, Routes 9 & 116 20
Figure 11 Condition Diagram, Route 9 & Campus Plaza 21
Figure 12 Condition Diagram, Route 9 & University Dr 22
Figure 13 AM Peak Hour Turning Movement Counts 29
Figure 14 PM Peak Hour Turning Movement Counts 30
Figure 15 Recommended Improvement, Bridge St. & Damon
Rd 34
Figure 16 Damon Rd. /I -91 Ramp Existing Condition 35
Figure 17 Old Bay Rd. Reopened As A One -way Street 37
Figure 18 Recommended Restrictions, Route 9 & West St 41
Figure 19 Recommended Signal Phasing, Route 9 & East St 44
Figure 20 Recommended Traffic Signal with Turning Bay,
Route 9 & East St 45
Figure 21 Existing & Recommended Traffic Signals on
Route 9 Corridor 46
Figure 22 Continuous Right -Turn Lane 48
LIST OF FIGURES
(Continued)
Figure 23 Existing Bus Stop Locations & Shelter
Recommendations 52
Figure 24 Calvin Coolidge Bridge Existing Condition 59
Figure 25 Existing Bridge - Four Lanes 59
Figure 26 Calvin Coolidge Bridge Total -
Reconstruction 59
Figure 27 Alternative I: Segments II & IV, Widen
From Two To Four Lanes 63
Figure 28 Alternative II: Four -lane Diversion
Between the Bridge & West St 64
Figure 29 Alternative III: Two -lane Diversion
Between the Bridge and West Street 65
Figure 30 Alternative IV: Four -lane Diversion Between
the Bridge and B &M Crosssing 66
Figure 31 Service Roads to Commercial Development 68
LIST OF TABLES
Table 1 Damon Road Turning Movement Counts 31
Table 2 Existing Signal Timing. 32
Table 3 Recommended Signal Timing 32
Table 4 West Street Turning Movement Counts 38
Table 5 West Street Signal Warrant Analysis 39
Table 6 East Street Turning Movement Counts 42
Table 7 East Street Signal Warrant Analysis 43
Table 8 Types of Accidents 1984 -1987 47
Table 9 Bus Shelter Inventory 51
Table 10 Parking Permits 70
OVERVIEW
Route 9 has been an important travel corridor in the Pioneer
Valley since at least the second quarter of the 18th Century
when some of the residents of the Town of Hadley moved to the
"East Precinct ", which is now the Town of Amherst. Growth
and development occurred at a relatively steady and modest
pace for the next 200 years. During the 1960s, however,
things began to change rapidly as the University of
Massachusetts began a decade of rapid growth. Enrollment
increased from 6,495 to over 25,000 students. In addition,
Hampshire College was founded in the early 1970s, and Amherst
College increased its enrollment as it began to admit women
students. Other economic activity grew during this same
period, such as the establishment of two large shopping malls
in Hadley and the regeneration of downtown Northampton as a
vital shopping and office center. This growth caused many
changes, not the least of which were the institution of an
extensive fare -free bus system in the area as well as a
dramatic jump in the amount of traffic on Route 9 between
Amherst and Northampton.
Today, Route 9 connects the Pioneer Valley to Boston and
Worcester to the east and Pittsfield and Albany to the west.
Its role as a long -haul route, however, has been overtaken in
large part by the Massachusetts Turnpike, and its principal
role is now as the principal east -west arterial highway in
the northern part of the Pioneer Valley region.
One of the main reasons for this Corridor Planning Study is
the incapacity of Route 9 to handle the volumes of traffic
that regularly try to traverse it between Northampton and
Amherst. The roadway's ability to accommodate traffic is the
lowest at the westerly end of the study area, especially
between Damon Road in Northampton and West Street in Hadley,
yet the traffic volumes in the corridor are the highest in
this section. The system breaks down under the strain, and
the result is severe congestion and stop- and -go conditions
during many hours of the day.
The problem undoubtedly will get worse unless actions are
taken both to increase the capacity of the road system and to
manage travel demand. Doing one without the other is akin to
boxing with one arm tied behind one's back: the effort will
at best be frustrating. A companion report on land use
measures that are designed to help manage traffic growth
along the corridor has also been prepared.
Several assumptions have been made which were necessary for
this effort to be completed. First, financial resources are
limited. No new equivalent of the Interstate Highway Program
is in the offing. Second, environmental and other reasons
militate against the development of any major new by -pass of
Route 9. Third, a multi- faceted approach is considered to be
more likely to succeed than is a unilateral approach.
Components of the solution will involve multiple modes of
transportation, numerous funding sources, new technologies,
and travel demand management through land use controls and
incentives.
This report summarizes the findings of Phase I of the Route 9
Corridor Study, completed in January, 1989, as well as
additional work and analysis during Phase II. It includes
basic information on land use and transportation, identifies
deficiencies, and presents recommended short -term and long-
term improvements for the Route 9 Corridor.
2
Land along the Route 9 Corridor in Amherst, Hadley, and
Northampton was, until recently, mostly farm land. Due to
geographic factors, including the location of several
colleges and the University of Massachusetts in the area,
large numbers of working people and students use the corridor
for commuting. Traffic on the highway has been on the
increase for many years. With rapid commercial development on
former agricultural land, coupled with the increase in travel
and traffic congestion in the Route 9 Corridor, it became
necessary to conduct a corridor study in order to analyze the
corridor and make recommendations addressing deficiencies
that were found.
The Route 9 Study Corridor runs in a generally southwest to
northeast direction for a distance of approximately five
miles, from Damon Road in Northampton, across the Connecticut
River, and through the Town of Hadley to University Drive in
Amherst. Figure 1 shows the study area.
THE ROUTE 9 CORRIDOR
Rapid commercial growth along Route 9 between Northampton and
Amherst along with several other factors, such as the
development of much new housing at low densities in the area,
a larger student population, smaller households, a general
increase in car ownership, and increasing car ownership by
teenagers, have resulted in frequent congestion and high
numbers of accidents in the corridor.
An origin/destination survey conducted in the area indicates
that a majority of the people begin and end their trips in
Amherst, Northampton and Hadley.
The highway varies from one lane to two lanes in each
direction with a paved width ranging from 22 feet to 48 feet.
The average daily traffic ranges from 23,200 vehicles per day
in the vicinity of Mill Valley Road intersection on Route 9
to over 33,000 vehicles per day at the Calvin Coolidge
Bridge. There are three unsignalized and eight signalized
intersections along the corridor that were analyzed in the
study. Speed limits vary from 35 to 45 mph.
3
SEGMENTS
For analysis purposes, the Route 9 Corridor was originally
divided into five segments as shown in Figure 2. However,
some changes have been made in the definition of where the
segments start and end. These changes were made to provide a
better fit with the physical characteristics of the corridor,
including the geometry of the highway, the number of lanes
within the roadway, and intersections.
Segment I
This segment starts about 150 feet west of the Damon Road
intersection at the I -91 on -ramp and ends to the east of the
Calvin Coolidge bridge. At Damon Road, Route 9 is marked for
three lanes in each direction.
The Coolidge bridge is fifty feet wide including eight feet
used for a raised pedestrian sidewalk along north side of the
bridge. The bridge is striped for one lane in the westbound
direction and two lanes in the eastbound direction. The
alignment of this segment is relatively straight. The bridge
does not have shoulders, but they are present on the rest of
the segment and range in width from three to six feet. The
road width varies from 24 feet east of the bridge to 50 feet
at the bridge.
Segment II
The second segment extends from the east end of the bridge to
the eastern leg of West Street in Hadley. Its approximate
length is one mile. The alignment of this segment is
generally straight, but there is a curve just west of the
segment and it consists of one lane in the westbound
direction and a taper zone where eastbound traffic coming off
the bridge is merging from two lanes to one lane. The road
width is 44 feet at the western end of the section, and
shoulders are narrow, ranging from two to three feet. East
of Bay Road the road narrows to about 41 feet.
An "S" curve is located at the eastern end of segment II in
the vacinity of the West Street intersections. Pavement
markings include centerlines and edge lines. Along this
segment land uses are mixed residential and commercial, with
numerous curb cuts provided.
Segment III
The third segment extends from the eastern leg of West
Street, past Middle Street (Rte. 47), to a point 300 feet
5
beyond the Middle Street and intersection. This segment is
characterized by two lanes in each direction, and is
undivided with a road width of about 48 feet. Shoulders are
virtually non - existent. Pavement markings include a double
yellow centerline, lane markings, and edge markings. East of
Middle Street the roadway narrows to one lane in each
direction. Like the previous segment, the land uses are
mixed, but with a higher density. Service and institutional
type uses are predominant.
Segment IV
The fourth segment is the longest and extends 1.8 miles from
a point approximately halfway between Middle and East Streets
to the signals at Mountain Farms Mall. This section of the
roadway has only one horizontal curve in the vicinity of East
Street. It then continues easterly in a straight alignment.
This segment consists of one travel lane in each direction
with narrow shoulders. Pavement markings include centerlines
and edge lines. Land uses are extensively mixed along this
segment. They include a limited number of commercial uses,
though this use is growing, some residential uses, and a
large proportion of open space or agricultural land. Curb
cuts are spaced relatively far apart. This segment is the
least developed of any of the segments.
Segment V
The fifth segment that was studied extends from the Mountain
Farms Mall entrance east to a point about 100 feet past the
University Drive and Route 9 intersection in Amherst. It is
approximately 1.5 miles in length. This segment is divided,
with two lanes in each direction. Pavement markings include
lane markings and edge lines. Shoulders are eight to ten
feet wide. The roadway alignment is straight and flat. This
segment has the most intensive commercial development, with
two shopping malls, one of which contains two major
department stores (J C Penney and Steigers) and a large
discount store (K- Mart). There are also a number of smaller
shopping centers and numerous independent commercial and
retail establishments. Curb cuts are numerous, although the
presence of a center median barrier minimizes cross -
movements.
6
INTERSECTIONS
The following are the eleven major intersections along the
corridor. (See Figures 3 - 12). Three are unsignalized and
eight are signalized. Some of the signals at the inter-
sections are pre- timed, or semi - actuated. A pre -timed signal
operates on the basis of fixed cycle lengths and phases. It
is frequently used where there are predictable and stable
traffic volumes. Semi - actuated signals provide a continuous
green indication on the major street except when vehicles
approach the intersection on the minor street. Vehicle
detectors are placed on the minor street to trigger a change
in phase for the minor street traffic movements.
UNSIGNALIZED INTERSECTIONS
West Street and Route 9
West Street is one of the oldest streets in Hadley. Its
right -of -way is so wide there is a park -like common over 100
feet wide located in the center of it. Two parallel roadways
flank the common, one to the east and one to the west.
Therefore, the intersection of Route 9 and West Street is
actually two intersections separated by approximately 150
feet. Traffic control both north and south of Route 9 is
provided by "STOP" signs on both western and eastern segments
of West Street. Both of these segments are two -way. Lane
width at the western segment of West Street is 24 feet for
the north approach and 24 feet for the south approach of the
intersection. At the eastern segment of West Street, the
north approach is 24 feet wide and the south approach is 28
feet wide. Stop lines are marked on all minor approaches.
Route 9 in this area is marked for two lanes in each
direction, narrowing to one lane west of the intersection.
The road width is 44 feet.
East Street and Route 9
This four -way intersection is controlled by "STOP" signs on
the East Street approaches. One 15 -foot lane in each
direction is provided on East Street. Route 9 is also marked
for one lane in each direction. Pavement width on Route 9
west of the intersection is 42 feet and to the east is 39
feet. These approaches are sufficiently wide, however, for
through vehicles to maneuver around turning vehicles,
provided the latter are far enough over to the left or right.
A crosswalk is provided on the north side of the
intersection.
8
Mill Valley Road and Route 9
This'intersection is formed by Mill Valley Road joining Route
9 at an acute angle, and it functions almost like a "T"
intersection. The minor street, Mill Valley Road, is
controlled by a "STOP" sign and it is very narrow. It is
marked for two lanes and is without shoulders. Due to the
geometry of the intersection, motorists on Mill Valley Road
find it difficult to make left turns onto Route 9. Also the
traffic volume on Route 9 is far greater than the traffic
volumes on this minor street, making it hazardous for
motorists making left turns. Route 9 in this area is marked
for one lane in each direction.
10
12
12
R3-7
12
12
12
10
BRIDGE ST.
(RTE. 9 )
scale
j
0 5 10 20 40
feet
22
R6 -1
R6 -1
11
18
Condition Diagram
Bridge St. & Damon Rd.
Route 9 Corridor Study
R1 -1 R5 -1
,R10 -12
R4 -7
R6 -1
R6 -1
ENTER
'1
KEEP
RIGHT
R4 -7 '
12
12
12
LEFT LANE
MUST
TURN LEFT
R3 -7
LEFT' TURN
YIELD
ON GREEN
R10 -12
PIONEER VALLEY
PLANNING COMMISSION
Figure 3
19
19
RESTAURANT
SPEED
LIMIT
3.0
r
BAY ROAD
scale
r1_I I I
0 5 10 20 40
feet
'RIGHT LANE
MUST
'TURN RIGHT
r
21'
10
21'
only
10'
Condition Diagram
Route 9 & Bay Road
Route 9-Corridor-Study-_____- ____
4 ;
10 '
0
m
co
WEST
9
HOUSE
PIONEER VALLEY
PLANNING COMMISSION
Figure 4
SIGNALIZED INTERSECTIONS
Damon Road and Route 9
This intersection, located at the western end of the study
area in Northampton, is a four -way facility and it is
controlled by a two -phase semi - actuated control. The southern
leg of the intersection is an off -ramp from Interstate 91
with a combined left- through lane and an exclusive right turn
lane. The right turn movement from the off -ramp from I -91 is
controlled by a "STOP" sign. The two lanes (not marked) for
through and left turning traffic are controlled by the
signal. There is a significant amount of friction between the
through traffic heading north on Damon Road and the
southbound Damon Road traffic seeking to turn left to go over
the bridge, as well as between left - turning traffic from the
off -ramp and right- turning Damon Road traffic seeking to
switch into the left turn lane to go south on I -91. The Damon
Road approach is 22 feet wide. Although it is not marked for
two lanes, it can accommodate two lanes. The Route 9
westbound approach has an exclusive right turn lane, which
handles the heavy right turning volumes onto Damon Road, and
two through lanes. Route 9's eastbound approach has three 12
foot lanes including an exclusive left turn lane with an
advance green signal. Pavement markings are provided on all
approaches.
Bay Road and Route 9
This intersection is a "T" intersection that is controlled by
a semi- actuated two -phase traffic signal. Bay Road is divided
by a traffic island and it is marked for one 19 foot wide
lane in each direction. This section of the road can allow
two lanes of traffic, but it is not striped for two. Right
turns on red are permitted. On Route 9 two lanes are
provided on each approach with the eastbound right turn lane
and the westbound left turn lane signed for exclusive use.
Both the westbound and eastbound approaches are marked for
two lanes and each lane is ten feet wide.
Middle Street (Rte. 47) and Route 9
This location is a four -way intersection controlled by a two -
phase signal with pedestrian actuation. An advance green
phase for eastbound traffic on Route 9 allows left- turning
traffic to clear out.of the intersection. Right turns on red
are prohibited on all approaches. Middle Street is marked
for one lane on the northbound and southbound approaches. The
lanes are 20 feet wide with an eight foot wide shoulder west
of the southbound approach lane. Route 9 at the intersection
has two 12 foot lanes in each direction with a double yellow
line and lane markings, and no approach shoulders.
12
Mountain Farms Mall Entrance and Route 9
This intersection serves as an entrance to the Mountain Farms
Mall and to the Montgomery Rose Company. Traffic control is
provided by semi - actuated signals. Both minor approaches and
the exclusive left -turn lanes on Route 9 are actuated. The
northern leg of the intersection is 34 feet wide and the
southern leg is 51 feet wide. West of the intersection, Route
9 narrows to one lane, and it is 23 feet wide. Route 9
eastbound has three lanes and is 32 feet wide. East of the
intersection, Route 9 is marked - for two lanes and is 22 feet
wide. There are no shoulders at the intersection.
Maple Street and Route 9
Route 9 in each direction is provided with exclusive right
and left turn lanes in addition to two through lanes. The
road width in each direction is 34 feet. On Route 9 in both
directions the right turn lanes are separated from through
lanes by a triangular island and are not controlled by
signals. Traffic control is provided by a three -phase signal
with both left turns and the minor street approaches under
actuated control. Maple Street is marked for one lane in
direction. The northern leg of the intersection is
marked for an 18 foot lane in each direction and the southern
leg has a 12, foot lanes each way. At this location, roadway
markings are provided in all approaches.
Route -116 and Route 9
This intersection is a "T" intersection controlled by a
three -phase semi - actuated signal. Route 116 is divided and
has an 18 foot approach lane. The exit ramp for traffic
heading west from Route 116 is controlled by a "YIELD" sign.
Route 9 eastbound has a 10 foot shoulder, two through lanes,
and an exclusive left turn lane. Westbound Route 9 has the
same geometr though the left turn lane provides for "U "-
turns.
Presently, this location is under construction due to the
development of the Westgate Center located on Route 9 across
from the Route 116 approach. The development will improve
the intersection to include siganlized service for the
northbound Westgate driveway approach.
Campus Plaza Road and Route 9
This intersection is controlled by a three - phase, semi -
actuated signal. Campus Plaza Road is divided with
sufficient width for two lanes in each direction. It is 27
feet wide, though lanes are not clearly marked. Route 9 is
divided at this location. An exclusive left turn lane is
13
provided on the eastbound approach of Route 9, and an
exclusive right turn lane for the westbound traffic is
provided.
University Drive and Route 9
This intersection is located on the east end of the study
area. It is a four -way intersection controlled by a three -
phase semi - actuated signal. The eastbound approach of Route 9
has two through lanes 'and an exclusive left lane. Each lane
is 12 feet wide. On the southbound approach, University Drive
has three lanes, which include two 12 foot through lanes
and a separate exclusive right turn lane. The exclusive
right turn lane is controlled by a "YIELD" sign and is 22
feet wide. Confusion is created, however, by the placement of
a signal head on a post on the triangular island near the
right turn lane. The Route 9 westbound approach has only two
lanes, and the pavement width is 28 feet. The northbound
approach of the intersection (University Drive South) has two
lanes. It is 26 feet wide. University Drive is divided at
the intersection by a 12 foot wide island. Crosswalks are
marked on both of the minor approaches, as well as the east
side of the intersection, crossing Route 9. Pedestrian
actuated signals are provided.
14
.SPED
LIMIT
35
WEST ST.
0 15 30
feet
RETAIL
11'
13
TOWN COMMON
12'
12'
scale
60
0
m
a
2'
2'
Condition Diagram
West St. & Route 9
---- Route 9 Corridor Study-- -
L
RESTAURANT
RETAIL
12'
14'
9
28'
PIONEER VALLEY
PLANNING COMMISSION
Figure 5
i
BANK
PEDESTRIAN SIGNAL
5
12'
12
12
10'
12'
SCHOOL
feet
17
0 5 10 20 4
scale
o'
0
/
2 d
19'
Condition Diagram
Route 9 & Middle St. (Rte. 47)
Route 9 Corridor Study
ALL
/ APPROACHES
RUSSELL ST.
( RTE.. 9)
PED
XING
NO
TURN
ON
RED
LIBRARY
10'
12
12'
12
12'
i
Figure 6
J'
TOWN HALL
PIONEER VALLEY
PLANNING COMMISSION
RESIDENTIAL
Condition Diagram
Route 9 & East St.
Route 9 Corridor Study
scale
0 5 10 20
feet
RESIDENTIAL
PIONEER VALLEY
PLANNING COMMISSION
Figure 7
40
25
26
MTN. FARMS
MALL
DRIVEWAY
�f
KEEP
RIGHT
"BURGER KING"
scale
0 5 10 20
feet
40
0
c
—I
m
to
12
12'
No U
TURN
22'
1,7
KEEP
RIGHT
12'
1
Condition Diagram
Route 9 & Mtn. Farms Mall
Route 9 Corridor Study
23
20'
34
PIONEER VALLEY
PLANNING COMMISSION
Figure 8
22
�r
KEEP
RIGHT
LEF UNE
MUST
TURN LEFT,i
Condition Diagram
North & South Maple Sts. & Rte. 9
Route 9 .- Corridor Study
- LEFT -
TURN
ON
ARROW
O'NL Y
NO
TURN
ON
RED
41
4'
ENTER
HERE
FOR U TURN
Figure 9
r
PIONEER VALLEY
PLANNING COMMISSION
U TURN
FOR
PASSENGER
CARS ON LY
I�
KEEP
RIGHT
10
KEEP
RIGHT
26'
12
12
2
11
2
1
24
12
KEEP
RIGHT
8
LEFT ON
GREEN
ARROW
ONLY
Condition Diagram
Routes 9 & 116
Route 9 Corridor Study
ROUTE 116
12'
12'
10'
scale
1
0 10 20 40 80
feet
6
18'
24'
PIONEER VALLEY
PLANNING COMMISSION
Figure 10
CAMPUS PLAZA DR.
7'
27'
SCALE 1"20'
12' / 12 / 12'
12'
LEFT
ON
ARROW
ONLY
12'
KEEP
RIGHT
i TURN
/1/
Condition Diagram
Campus Plaza Dr. & Route 9
Route 9 Corridor Study
12'
LEFT
ON
ARROW
ONLY
10' 2
LEFT LAIE
MUST
TURN LCT 1
12' 10'
No U
TURN
12'
0
0
—I
m
c0
PIONEER VALLEY
PLANNING COMMISSION
Figure 11
KEEP
RIGHT
UNIVERSITY
DRIVE SOUTH I►
KEEP
RIGHT
Condition Diagram
Route 9 & University Dr.
Route 9 Corridor Study
NO U
TURN
scale
YIELD
PEDESTRIAN SIGNALS
0 5 15 '30 60
feet
PIONEER VALLEY
PLANNING COMMISSION
Figure 12
TRANSIT OPERATIONS
The Route 9 Corridor is served by Pioneer Valley Transit
Authority (PVTA) Route 703 which runs from Amherst to
Northampton. Bus service extends to Williamsburg on some
runs. Although there are numerous stops along Route 703,
only three stops are indicated on the bus schedule, Amherst
College, Smith College, and Haigis Mall. It is one of the
most heavily utilized routes in the PVTA system. Bus service
during week days starts at 6:30 AM and stops at 2:00 AM with
10 minute headways during the peak periods (7:20 -9:40 AM and
2:20 -5:40 PM) and with 20 minute headways in the off -peak
times.
Previously, on -time problems had been experienced with Route
703 due to the bus schedule not realistically reflecting the
actual run time of peak hour trips. However, revisions of the
bus schedule were made, and improvements in schedule
adherence have been realized.
There are eight bus stops within the study area served by
Route 703. In Technical Memorandum I of the Route 9 Corridor.
Study, six of the eight bus stops along the corridor were
identified as without signage. These stops were recommended
for signage, and they have been recently signed by the
Pioneer Valley Transit Authority.
Route 703 currently operates weekend service, generally with
one hour headways, on Saturday and Sunday.
Buses fare -free during the school year, which yields
a highly efficient operation with minimal time spent at
transit stops. Passengers can load at both front and rear
doors. Student fees are assessed by the area colleges to
provide the equivalent revenue that would otherwise be
collected as fares. During the summer months a normal fare
system is in operation on this route.
2.3.
The following operational and safety deficiencies have been
identified along Route 9.
SEGMENT DEFICIENCIES
CORRIDOR TRANSPORTATION DEFICIENCIES
o Damon Road to Eastern End of Bridge (Segment I) and from
the Eastern End of the Bridge to West Street (Segment
II): Recent analysis of these segments shows that they
operate at level of service F during the afternoon peak
hour and that the accident rate was approximately equal
to the critical rate which is based on a state averages
of vehicle exposure and type of area. In addition,
travel speeds over these segments were consistently
lower relative to the other segments along Route 9. The
Calvin Coolidge bridge has one lane in the westbound
direction and two lanes in the eastbound direction,
which are inadequate to handle the traffic flow.
Segment II of Route 9, (from the east end of the bridge
to West Street) is marked for one lane in each
direction. Traffic flow on this section of the road is
heavily congested during the peak periods of the day,
and frequently causes traffic to back up and come to a
stop throughout this segment.
o From Hadley Center (Between Middle Street and East
Street) to Mountain Farms Mall Entrance (Segment IV):
This segment of Route 9 has one lane in each direction.
Analysis of the segment shows that it operates a level
of service E during the peak hour. Although congestion
at this segment is not as bad as segments I and II, this
section of the road is barely able to handle peak hour
traffic volumes.
o From Mountain Farms Mall Entrance to University Drive
(Segment V): This segment of Route 9 has an accident
rate greater than that expected for a similar facility.
This segment operates at level of service C. The high
accident rate is directly attributable to the
surrounding land uses and numerous curb cuts.
At the time that Technical Memorandum I was published,
the portion of the segment between Mountain Farms Mall
and University Drive was found to lack proper signal
coordination for the progressive flow of traffic. The
effects of this were made evident in excessive travel
time and delays as well as in the intersection analysis.
The traffic signals at this segment have been recently
coordinated and synchronized by the Massachusetts
Highway Department and traffic flow has improved.
24
INTERSECTIONS - DEFICIENCIES
- Intersection of I -91 On -Ramp with Route 9: Westbound
traffic wanting to turn left onto I -91 South often
exceeds the capacity of the storage lane during peak
hours. In addition, traffic that has turned right from
Damon Road has but a short distance to weave over to the
left on Route 9 westbound and get into position for this
left turn movement.
- Intersection of Damon Road and Route 9: For both the
morning and afternoon peaks, this location was found to
operate at level of service E or F. For vehicles that
are travelling southbound on Damon Road and turning left
onto Route 9, delays are being experienced due to the
high volumes of traffic making left turns as well as
opposing traffic coming from the I -91 off -ramp, and, as
a result, the intersection operates poorly. In
addition, analysis of accident data showed that while
the accident rate was not higher than expected, there
was a high proportion of rear -end collisions on the
eastbound Route 9 approach.
- Intersection of Bay Road and Route 9: This location was
found to operate at level of service F during the
morning peak period. This is a result of heavy through
traffic plus right turning traffic both being forced to
travel in a single lane until a right -turn lane appears
shortly before the intersection.
- Intersection of West Street and Route 9: The western
segment of this intersection was found to operate at a
level of service F during the late afternoon. This is a
result of the "bottle neck" situation to the west.
This results in an excessive delay for traffic on both
the major and minor streets.
Intersection of East Street and Route 9: This location
operates at level of service E during the morning peak
and at a level of service F during late afternoon.
However, this condition is experienced only by the minor
street (East Street) traffic volumes wanting to go
through or turn onto Route 9. This is due to the lack of
gaps in the traffic flow and can be remedied by a
traffic signal.
Bread & Circus Entrance: This location has a raised
island designed for only right- turn -in and right -turn-
out vehicle movements. Route 9 at this location provides
for one lane in each direction. The location was found
to be hazardous to motorists because of a lack of
signage. Vehicles carry out illegal left- turn -in and
left- turn -out movements at this location.
25
- Intersection of Maple Street and Route 9: This location
operates at level of service D during the afternoon peak
period. This is a borderline condition for an road such
as the Route 9 corridor and its operation will likely
degenerate into traffic congestion as additional
corridor development takes place with its resulting
traffic growth.
Intersection of Route 116 and Route 9: As with the
Maple Street intersection, this location operates at a
level of service D during the afternoon peak period. The
underway improvements to this intersection associated
with the Westgate Center development is expected to
maintain the present service levels as additional growth
and development occur.
Intersection of University Drive and Route 9: This
location was found to operate at a level of service E
during the afternoon peak period. This was in part due
to the lack of proper coordination of signals. However,
the traffic signals at all of the intersections from
University Drive to Mountain Farms Mall have recently
been coordinated and these intersections now operate at
a level of service C.
OTHER LOCATIONS
A number of less serious problems were observed to exist
at other locations along the Route 9 study corridor
during the extensive field data collection work. Many of
these would require only minor changes to correct, such
as pavement markings, signage, or signal
retiming /coordination.
TRANSIT - DEFICIENCIES
- Weekend Transit Capacity: The majority of Saturday
ridership on Route 703, which runs along the entire
length of the Route 9 study corridor, tends to be during
the afternoon hours, from 1:00 PM - 5:00 PM, and most
trips during this period operate over capacity. The
reason for this is too few buses (or too small buses)
being made available to carry the riders. The operator of
this route has resorted to using "trippers ", which are
extra buses, to accommodate the heavy demand. Sunday
service for Route 703 experiences an occasional overload
during the mid - afternoon period. This overload is not as
severe as the frequent overloading seen on Saturdays.
- Weekend Schedule Adherence: Staff observations have
noted that on -time performance is not satisfactory for
26
Saturday operations on Route 703. Upon entering the study
area at Damon Road, the bus is frequently full and
falling behind schedule. While loading and unloading at
the malls, a stop which draws many passengers, on -time
performance continues to deteriorate. Another reason for
passenger build -up is attributed to late buses. There is
only one bus per hour on Saturday, and no relief is seen
for those gathering for an already late bus. As a result
of this, extra time is spent loading and unloading and
on -time performance continually suffers. The ill effects
are eventually halted when a shift change occurs, and a
new bus begins a run on time and the late bus returns to
the garage.
- Bus shelters: Currently there is only one bus stop
locations on the Route 9 Corridor that have shelters.
This bus shelter is located in front of the Hampshire
Mall.
27
RECOMMENDED CORRIDOR IMPROVEMENTS
The Phase I Study of the Route 9 corridor recommended several
improvements along the entire corridor that would reduce the
existing traffic congestion and improve capacity and safety.
This report contributes additional proposals for improving
traffic conditions. Analyses of these improvements were made
based on the data in Figures 13 and 14. The improvements have
been divided into the following:
- Short term improvements: Traffic improvements or
solutions that can be implemented within a short period
(less than five years).
- Long term improvements: Traffic improvement measures
that can implemented in five years or more.
28
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SHORT TERM HIGHWAY IMPROVEMENTS
TRANSPORTATION SYSTEM MANAGEMENT
INTERSECTION GEOMETRY /SIGNAL TIMING MODIFICATIONS AT ROUTE 9
AND DAMON ROAD
The existing traffic signal at Damon Road is a three phase
semi - actuated signal with a cycle length of 75 seconds.
The analysis of the existing traffic signal operation and the
intersection geometry was taken into account to determine the
current operational level of service. The analysis shows that
the intersection is operating at a level of service F.
Table 1 shows the existing signal timing.
By modifying the signal timing, widening and restriping Damon
Road in the southbound direction for exclusive left /right
turn lanes, the performance of the intersection would
improve.
Approach
Table 1
Route 9 (Bridge Street) and Damon Road Intersection
Turning Movement Counts, PM Peak Hour
Route 9 W/B - 962
Route 9 E/B 72 658
Damon Road 417
Approach
Left Through Right Total
Total entering volumes
31
481
209
1,443
730
629
2,799
Movement
Movement
Table 2
Existing Signal Timing Route 9 and Damon Road
Semi - Actuated
Rte. 9 left turn only
Rte. 9 through & left
Damon Rd. & Ramp, all
movements
Green Time
(sec.)
7
35
20
Cycle length: 74 sec.
Table 3
Green Time
(sec.)
Cycle length: 95 sec.
32
Yellow + Red Clearance
(sec.)
4
4
4
The analysis was carried out by using the existing turning
movement count (see Table 2), which was entered into the
Highway Capacity Software for signalized intersections.
The signal should be pre -timed with a total cycle length of
95 seconds with three phases. The best level of service that
can be achieved is C. The estimated delay at the intersection
is 23.7 seconds. Table 3 documents the timing and movements
during each phase.
Recommended Signal Timing - Pretimed, Route 9 and Damon Road
Rte. 9 all movements 35 7
Damon Rd. lefts 28 6
Damon Rd. /Ramp through 15 4
& right
Yellow + red clearance
(sec.)
By restriping Damon Road southbound lanes to two 11 -foot
lanes (see Figure 15) for exclusive right and left turn
movements, and also adjusting the signal timing, the
following conditions can be achieved:
- By providing an auxiliary lane for right turns, left
turning traffic would not impede traffic making right
turns. As a result, there would be a progressive
movement of traffic.
- Also, the addition of a right turn lane would provide
added safety and reduction of accidents.
It should be noted that occasionally the left turn volume of
the westbound traffic heading towards I -91 south exceeds the
left turn storage lane capacity, thereby backing traffic up
to the Damon Road /I -91 off ramp on Route 9. This causes
disruption of traffic movements when the traffic signal on
Route 9 and Damon Road changes to green for vehicles on Damon
Road /Off Ramp (See Figure 16). There are two alternative
solutions to correct this problem:
The first alternative would be to provide a traffic signal
system at the on -ramp intersection that would be green
constantly for the vehicles heading west on Route 9. During
off -peak times eastbound vehicles would also have a constant
green, and vehicles wanting to carry out a left turn movement
heading towards I -91 south could do so within a safe gap. A
detector would be installed in the left turn storage lane `so
that when vehicle volume exceeds storage capacity during peak
times, the signal would be activated. Traffic heading
eastbound would then receive a red phase and those making
left turns would receive a green phase. This would clear the
traffic congestion in this area.
The second alternative would be adopted only if this
situation continues and tends to get worse. This solution
will involve the coordination of the existing and proposed
signals so that vehicles could move progressively when the
signals change phases on at Route 9 and Damon Road /Off Ramp.
Traffic would thus be cleared from both intersections.
33
12
12
R3 -7
12
j
12 -
12
10
BRIDGE ST.
(RTE. 9 )
5/
R6 -1
scale
0 5 10 20 40
feet
11
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18
DO NOT
ENTER
R5 -1
R6 -1
12
Recommended Improvement
Bridge St. & Damon Rd.
Route 9 Corridor Study
KEEP
RIGHT
R4 -7
LEFT LANE
MUST
TURN LEFT
R3 -7.
LEFT TURN
YIELD
ON GREEN
•
R10 -12
12
12
PIONEER VALLEY
PLANNING COMMISSION
Figure 15
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0
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cd
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cc
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OPEN OLD BAY ROAD ONE -WAY FOR EASTBOUND TRAFFIC TO PROVIDE
DIRECT ACCESS TO BAY ROAD
Old Bay Road, currently a dead -end street, is 22 feet wide
and approximately one quarter of a mile in length consisting
of two lanes. (See Figure 17).
By reopening Old Bay Road and designating it as a one -way
street eastbound, direct access to Bay Road would be
provided. Traffic diverted to Old Bay Road would eliminate or
reduce right turns at the Bay Road /Route 9 intersection. This
concept was evaluated by using the Highway Capacity analysis
software which indicated that the portion of Route 9 between
the Bay Road Route 9 intersection and the eastern section of
the Coolidge bridge would improve from the level of service
F to E. Reopening and designating Old Bay Road one -way
eastbound would reduce approximately 2,000 vehicles daily at
the Bay Road intersection.
The reopening of Old Bay Road would require resurfacing, with
a one half inch binder course and a one half inch over -lay of
finish black top. The resurfacing would require an addition
of a 3 foot shoulder on each side of the road. In addition, a
"speed- change lane" would be required on Route 9 west of the
Old Bay Road /Route 9 intersection. According to the
Massachusetts Highway Department, the speed- change lane would
be 12 feet wide and 300 feet long. The speed limit on this
section of Route 9 is 35 M.P.H. This lane would function as
a deceleration lane for traffic turning onto Old Bay Road,
and would help to reduce traffic congestion in this critical
area of Route 9. It is estimated that the cost of this
project would be about $75,000. Some additional costs due to
land acquisition, excavation, and removal of utility poles
could increase the estimate somewhat.
36
one way
sign
Reopen
N
Rte. 9
Old Bay Road
(one way traffic eastbound)
existing traffic
signal
2 Lanes
Cleft only and through)
Old Bay Road: Reopened as a one way
street (eastbound)
Bay Rd.
Prepared by: Pioneer Valley Planning Commission, 1989 - Figure 17
TRAFFIC MOVEMENT RESTRICTIONS AT WEST STREET INTERSECTIONS
WITH ROUTE 9
West Street
West Street is actually two intersections separated by
approximately 150 feet. The geometry of the intersection is
dictated by the presence of a Town Common which divides the
street (western and eastern segments). Both segments are two -
way. However, the western segment of West Street's inter-
section with Route 9 was chosen for analysis due to the fact
that it is the busier of the two segments.
Western Segment
The intersection of West Street and Route 9 experiences peak
travel conditions during the PM commuter period. Table 4
shows the existing late afternoon peak hour traffic volumes.
The vehicle volumes along the West Street approaches are
comprised of right turn movements exclusively. The Route 9
vehicle volumes are significantly high for the through
movements with a minimal number of vehicles turning onto West
Street.
Approach
Table 4
Route 9 and West Street Intersection
(Turning Movement Counts, PM Peak Hour)
Approach
Left Through Right Total
Route 9 Westbound 32 1,087 13 1,132
Route 9 Eastbound 48 877 7 932
West St. Northbound 0 0 0 0
West St. Southbound 0 1 133 134
Total Entering Volumes = 2,198
38
Intersection data for the western segment of West Street was
applied to the signal warrant criteria outlined in the Manual
on Uniform Traffic Control Devices (MUTCD) developed by the
U.S. Department of Transportation and the Federal Highway
Administration. The western segment of West Street /Route 9
intersection satisfied five of the eleven traffic signal
warrants set by MUTCD. The five signal warrants satisfied
are on the basis of accident experience, network system
improvement, peak hour vehicle volumes and peak hour delay.
The warrant analysis is summarized in Table 5. See appendix
for details of this warrant.
Table 5
Traffic Signal Warrant Analysis Summary
Route 9 and West Street
Signal Warrant Satisfied
1. Minimum Vehicular Volume No
2. Interruption of Continuous Traffic No
3. Minimum Pedestrian Volume No
4. School Crossing Not Applicable
5. Progressive Movement No
6. Accident Experience Yes
7. Systems Warrant Yes
8. Combination of Warrants No
9. Four Hour Volumes Yes
10. Peak Hour Delay Yes
11. Peak Hour Volume Yes
Number Satisfied 5
Number Not Satisfied 5
Number Not Applicable 1
Total 11
The satisfaction of a signal warrant is not in itself
justification for a signal. Indication of improvement to the
overall safety and operation of the intersection is a
necessity. Review of the turning movement information in
Table 4 identifies that all West Street traffic is making a
right turn onto Route 9 westbound. Installation of a traffic
signal will delay the Route 9 through traffic while
accommodating the less critical movement on West Street.
Installation of signals at this location is not recommended
at this time, however, this location should be monitored
regularly to identify changes in the intersection safety and
operation.
39
Eastern Segment of West Street
The eastern segment of the West Street intersection with
Route 9 experiences minimal vehicle traffic. In order to
reduce several conflicting turning movements, it is
recommended that turning movement restrictions be imposed at
the intersection of the eastern segment of West Street and
Route 9. Figure 18 shows allowed traffic movements in a
scheme that would prevent movements which would interfere
with the functioning of the intersection. No left turns
would be allowed from the easterly segment at this
intersection, and left turn restrictions would also apply to
traffic on Route 9 at this location, with the exception of
emergency vehicles. Only through and right turn movements
would be allowed on all approaches.
Service to Route 9 for all vehicles presently traveling on
the northern leg of West Street will be maintained via an
existing 22 -foot wide cross -road in the common that connects
the western and eastern segments of West Street north of
Route 9. Vehicles could use the cross -road to make left
turns onto Route 9 via the western segment of West Street.
The southern leg of West Street does not have a cross -road,
thereby, restricting travel to Route 9 westbound from the
eastern segment. In order to maintain service, a proposed
cross road would have to be provided.
These changes to Route 9 and two West Street intersections
are examples of ways in which travel conditions can be
improved. Rather than attempting to develop definitive
traffic control proposals at this time, it is recommended
that further engineering studies be conducted in
collaboration with the Town of Hadley which consider defined
circulation changes, geometric changes and other control
options. This process will best suit the needs of the local
residents and the operations of the corridor.
40
4
West St.
(western segment)
Rte. 9
Y
existing cross road
Y
i
700'
o •
"4:t
IMO
West St.
(eastern segment)
proposed cross road
(approximately 700 feet from Rte. 9 intersection)
No left turns to be allowed at
the intersection of Rte. 9 and
the eastern segment of West St.
Pioneer Valley Planning Commission,, 1992
Recommended Turning
Restrictions
- M.
GO
- --
0 stop sign
proposed road
Figure 18
TRAFFIC SIGNAL INSTALLATION AT THE INTERSECTION OF EAST
STREET WITH ROUTE 9
The intersection of East Street and Route 9 is unsignalized.
Traffic is controlled by stop signs at the East Street
approaches. Table 6 shows afternoon peak hour turning
movement counts which were taken in March 1987. The turning
movement count was entered into the Highway Capacity Software
(HCS) in order to analyze the intersection performance and
level of service. It is based on the Highway Capacity
Manual, cited earlier. The unsignalized intersection
operates at a level of service E during peak hour conditions.
Approach
Table 6
Route 9 and East Street Intersection
Turning Movement Counts, PM Peak Hour
Approach
Left Through Right Total
Route 9 Westbound 33 889 48 970
Route 9 Eastbound 73 751 18 842
East St. Northbound 5 16 29 50
East St. Southbound 21 20 114 155
Total entering volumes = 2,017
Intersection data for the East Street and Route 9
intersection was applied to the signal warrant criteria
outlined in the MUTCD. Six of the eleven signal warrants
were satisfied based on this data. The six signal warrants
satisfied are associated with continuous traffic flow,
accident experience, .network system improvement, peak hour
vehicle volumes and peak hour delay. The warrant analysis is
summarized in Table 7. See appendix for details of this
warrant.
42
Table 7
Traffic Signal Warrant Analysis Summary
Route 9 and East Street
Signal Warrant Satisfied
1. Minimum Vehicular Volume No
2. Interruption of Continuous Traffic Yes
3. Minimum Pedestrian Volume No
4. School Crossing Not Applicable
5. Progressive Movement No
6. Accident Experience Yes
7. Systems Warrant Yes
8. Combination of Warrants No
9. Four Hour Volumes Yes
10. Peak Hour Delay Yes
11. Peak Hour Volume Yes
Number Satisfied 6
Number Not Satisfied 4
Number Not Applicable 1
Total 11
By installing a traffic signal at Route 9 and East Street
the following can be achieved:
- Fewer serious accidents would occur at the
intersection.
- The signal would provide better traffic movement on the
minor street (East Street) in both directions. East
Street traffic would not have to wait for a safe gap in
the opposing traffic stream to make movements.
- The Route 9 vehicles accessing the Hadley Post Office
would be provided breaks in the constant Route 9
traffic flow. Turning delays for these movements will
be reduced. Figure 20 shows Route 9 and East Street
intersection with a turning bay.
The HCS program was applied to the East Street intersection
to analyze conditions under signal control. The result of
the analysis indicates that the intersection would operate at
a Level of Service "B" with an estimated delay of 7.4
seconds. Figure 19 presents the proposed signal phasing
analyzed for this location.
43
Figure 19
Route 9 and East Street Intersection
Signal Phasing Diagram
Green time
Y & R time
50 sec.
6 sec.
Cycle Length
Cost of Traffic Signal Installation
44
Green time
Y & R time
80 sec.
20 sec.
4 sec.
Sources at the Massachusetts Department of Public Works
indicate that the cost of construction and installation of
the traffic signals at the intersection of East Street and
Route 9 is estimated to be about $60,000. Assuming that
contracts and permits had been issued, it would take about
six months to complete the required work. Engineering and
design tasks will require additional funds and time prior to
the construction and installation phases.
2
1 i.‘ f
I xi v I
Figure 19
Route 9 and East Street Intersection
Signal Phasing Diagram
Green time
Y & R time
50 sec.
6 sec.
Cycle Length
Cost of Traffic Signal Installation
44
Green time
Y & R time
80 sec.
20 sec.
4 sec.
Sources at the Massachusetts Department of Public Works
indicate that the cost of construction and installation of
the traffic signals at the intersection of East Street and
Route 9 is estimated to be about $60,000. Assuming that
contracts and permits had been issued, it would take about
six months to complete the required work. Engineering and
design tasks will require additional funds and time prior to
the construction and installation phases.
GAS STATION
RESIDENTIAL
Recommended Traffic Signal w/ Turning Bays
Route 9 & East St.
Route 9 Corridor—Study
POST OFFICE
scale
r
0510 20
feet
RESIDENTIAL
PIONEER VALLEY
PLANNING COMMISSION
Figure 20
MOVEMENT RESTRICTIONS AT THE BREAD & CIRCUS ENTRANCE TO AND
FROM ROUTE 9
The intersection of the Bread & Circus entrance with Route 9
is restricted to only right -in and right -out vehicle
movements. This intersection is not properly signed and
motorists tend not to observe or obey the traffic movement
restriction at this location. To correct this problem, and to
prevent motorists from carrying out illegal movements,
adequate and visible signage should be provided the Bread
& Circus Entrance. In addition to the installation of signs,
local police enforcement of left -turn movement restrictions
is strongly recommended.
INSTALL CONTINUOUS RIGHT -TURN LANE, EASTBOUND (SEGMENT V)
A review of accident data covering the period 1984 to 1987
showed that a relatively high number of rear -end type
collisions occurred along the eastbound portion of Route 9
between Maple Street and University Drive (Segment V). Table
8 summarizes the types of accidents which occurred in this
Route 9 segment. These accidents were found to have taken
place near driveways to several commercial businesses. These
accidents occur because of a large differential in speed
between vehicles slowing to make right turns and through
traffic behind them.
Table 8
Types of Accidents 1984 -1987
Type Number
Rear -End 24
Sideswipe 4
Cross - Movement 3
Fixed Object 2
Head -On 1
Total 34
One way to reduce the frequency of this type of accident is
to establish a continuous right -turn lane where there is a
high frequency of driveways joining the highway, such as at
the vicinity of McDonald's and the Ski shop or along the
stretch between Soda and Pet Food City and Dominoes Pizza.
Such a lane would allow right- turning traffic to decelerate
without risking being hit by vehicles behind them. It would
also allow vehicles entering the highway to accelerate before
joining the stream of traffic. (See Figure 22).
47
TRANSIT /TRANSPORTATION SYSTEM MANAGEMENT IMPROVEMENTS
IMPROVE TRANSIT PASSENGER AMENITIES
Bus Shelters
Bus shelters at bus stops are very important, particularly
during inclement weather. Currently, out of the eight bus
stops in the corridor, only the bus stop location at the
Hampshire Mall is provided with a bus shelter. Bus shelters
should be provided at the rest of the stops. However, due to
the possibility that funds might not be available, the
following six bus stop locations are considered most
important for bus shelter installation due to their strategic
locations: (See Figure 23)
- Mountain Farms Mall
- Hadley Village Barn
- Mobil Car Wash
- Former Carbur's location
- Hadley Town Hall
- Crown Point Apartments
There are other factors involved in the installation of bus
shelters. The Pioneer Valley Transit Authority indicates that
the following have to be considered before a bus shelter can
be installed:
The presence of activities near the bus stop, such as
retail shops or other generators of activity, and
whether the bus stop is used by many riders.
- Whether a bus stop is in close proximity to housing for
the elderly or apartment complexes.
- Safety concerns, such as whether waiting passengers are
going to be protected from fast - moving traffic.
- Whether shelters are to be located on private property,
which may require more negotiation than public locations
In addition, Route 9 is a state highway. Therefore, the
Massachusetts Highway Department requires a permit before a
bus shelter can be installed. The Pioneer Valley Transit
Authority indicates that they consider requests from citizens
for bus stop shelter installations.
49
Bus Shelter Size
The bus shelter size at the Hampshire Mall is twelve feet by
four feet with a height of eight feet. It is 40 feet from the
entrance to the J C Penney Department Store. The number of
passengers waiting at the shelter at Hampshire Mall often
exceeds the bus shelter capacity during peak hours,
particularly on major shopping days such as Saturdays and
during the Christmas holiday season. Consequently, bus
passengers resort to using the J C Penney entrance as an
additional waiting area, and crowding at the entry sometimes
occurs.
The bus stop shelter at the Hampshire Mall should be expanded
to accommodate more passengers waiting to board the bus.
The Pioneer Valley Transit Authority should explore entering
into an agreement with the Mall owner to expand the bus
shelter. If possible, the shelter should be built as an
extension of the J C Penney building with a heated waiting
area.
During the early part of weekdays, westbound buses stop near
the Kentucky Fried Chicken establishment near Mountain Farms
Mall instead of the Hampshire Mall. (This is done mainly to
save time and keep the buses on schedule.) A substantial
shelter should be erected at this location as well.
50
Table 9
Route 9 Corridor Bus Shelter Inventory
Bus Stop
Bus Stop Direction Sign Shelter
Hadley Village Barn EB /WB Yes No
Mobil Car Wash EB /WB Yes No
Carbur's EB /WB Yes No
Town Hall EB /WB Yes No
Hadley P.O. EB /WB Yes
Antique Shop EB /WB Yes No
Hampshire Mall EB /WB Yes Yes
Mountain Farms Mall EB /WB No No
Crown Point Apartments EB /WB Yes
* EB /WB - Denotes Eastbound and Westbound directions
51
c
N
W
53
The following are possible ways to increase efficiency and
reduce vehicle trips:
DEVELOP COMMUTING ALTERNATIVES /DISCOURAGE SINGLE- OCCUPANT
AUTOMOBILE USAGE
Analysis of the origin and destination survey conducted by
the Pioneer Valley Planning Commission in June, 1987
indicates that most people travelling work on Route 9
commute between Northampton and Amherst.
The results of the survey show that, out of 2,026 people
surveyed, 74% ride alone in their vehicles, 19% ride with
another person, 3% ride with two other persons, and 2% ride
with three other persons. Also, the origin- destination survey
showed that Northampton, Hadley and Amherst were the top
ranked communities in terms of where the majority of
commuters began and ended their trips. The primary reason for
this is the large student and staff populations in the area
that are destined for the University and the other colleges
in Amherst, Northampton, and South Hadley.
EMPLOYER- SPONSORED CARPOOLING AND VANPOOLING
A carpooling program involves matching people according to
their origins and destination and time of travel.
Participants either take turns driving or contribute funds to
the driver.
Vanpool programs are usually organized by companies or
institutions. The van is typically provided by the employer
and given or leased to a driver. The program is coordinated
by the company. The company assigns the driving of the van to
a principal driver who also manages his or her vanpool. As an
incentive, the driver is allowed to keep the van for personal
use on weekends.
If a ridesharing program is effectively promoted and
coordinated with area businesses, colleges and towns, it
could result in some reduction in daily traffic on the Route
9 Corridor. In order to coordinate effectively a carpool/
vanpool program, the following steps should be taken:
Encourage people to switch to ridesharing modes.
Computer matching techniques and a classified "ad"
style publication similar to Connecticut's "Commuter
Register" should be tested in the area.
Increase parking fees. If the area colleges increase
parking fees, users would be influenced to find an
alternative means of transportation.
- Establish ridesharing staging lots. These staging lots
would serve as parking, loading and unloading areas
for commuters.
Express Bus Service
Further exploration of the feasibility of commuter express
bus service operations from outlying communities such as
Easthampton and Williamsburg to the University and Amherst
College is recommended. By establishing an express bus
service within the Route 9 Corridor in conjunction with park
and ride lots, the traffic congestion along this corridor
could be reduced.
Express bus services are geared to eliminate local stops and
reduce travel time. By this action, bus services could become
more competitive with the automobile. Consequently, they
could attract more riders.
Park and Ride Lots
The primary purpose of establishing a park and ride lot is
that it serves as a meeting place for commuters in a
residential area who wish to take a bus or other transit
vehicle to commute to a high density area, like an area of
employment concentration. It can also serve those who carpool
or vanpool. They are usually located outside the central
business areas in lower density areas. Implementation of a
park and ride lot program can be achieved within a short time
by utilizing existing parking facilities that are under-
utilized during the work week, such as those associated with
churches.
Park and ride lots would also support ridesharing by carpool
and vanpool users. A park and ride lot should be sited in a
good location that is easily accessible, and also it should
be large enough in size to provide enough parking to meet the
expected demand.
The effectiveness of establishing a park and ride lot in
reducing traffic congestion depends on the following
conditions:
- The distance from the lots to travel destination
(which should be a minimum of about 15 miles). The
longer the distance the more likely the program would
prove to be effective.
- Trips should be exclusively trips to work (or class),
and trips should be scheduled at least every 15
minutes over a two -hour period inbound in the morning
and a two -hour period outbound in the afternoon.
54
Benefits and Costs of Ridesharing
The following are benefits involved in a rideshare program:
- There are savings involved by riding together since
the Cost is shared by individuals sharing the ride.
- The cost to individual riders in a carpool or
vanpool program varies. On the average, it costs a
rider about $15 to $25 per month to commute to and
from work for a typical round trip of 25 miles,
compared to $50 per month if driving alone.
- Because people are teaming up and riding together,
there are fewer vehicles and less congestion and
pollution in the area. Also, the roadways would
last longer, and travel times for everyone using
the corridor would be reduced.
INSTITUTE ALTERNATE WORK HOURS PROGRAM
Employers with more than fifteen employees in their workforce
should consider establishing variable work hours for their
The program would allow employees to come to work within a;
specified span of time and leave after having put in the
required number of hours. Due to employees arriving and
leaving their work place at different times, the program
would ease congestion during the morning and afternoon peak
hours of traffic. The results of employers implementing
variable work hours could improve employee morale, reduce
sick leave and increase productivity.
ESTABLISH ONE OR MORE TRANSPORTATION MANAGEMENT ASSOCIATIONS
(TMA) IN CONJUNCTION WITH EDUCATIONAL INSTITUTIONS
In order to respond effectively to Route 9's traffic
congestion, the Towns of Hadley and Amherst, the City of
Northampton, the University of Massachusetts, and the
colleges in the area should consider forming a Transportation
Management Association (TMA). Members of a TMA typically
come from various backgrounds, neighboring communities, and
employers in the area and can effectively address, make
recommendations on, and respond to commonly -felt
transportation problems. TMAs are usually private non - profit
groups formed to facilitate private sector involvement in
addressing transportation issues in communities such as those
in the study area.
55
TMAs typically play the following key roles in communities:
- Policy Leadership and Advocacy. TMAs serve as the private
sector's voice on highway and transit planning, priorities
and funding.
- Mitigation of Transportation Impacts. Through education
and technical assistance, TMAs facilitate transportation
demand management programs of member organizations.
- Planning. TMAs work with public officials on transportation
planning, implementation and evaluation.
The Towns of Hadley and Amherst, the University and colleges,
along with major businesses in the area should, through the
efforts of PVPC, draw up a cooperative memorandum of
agreement to form a TMA.
Traffic Management Plan
An immediate action which is cost effective that would have a
major long -term impact in the relief of traffic congestion on
Route 9 is the application of a traffic management plan by
the TMA. Such plans generally include the following:
Ridesharing coordination program
- Vanpool commuting program
- Transportation coordinator at major employers
- Ridesharing staging 'lots/ Priority for high occupancy
vehicle parking
- Alternate work hours program
Transportation impact fees
- Timing coordination of major functions.
- Policy recommendations regarding automobile ownership
and use by students.
56
LONG TERM IMPROVEMENTS - HIGHWAY
Out of a large universe of potential solutions to the Route 9
traffic problem, only a few are discussed here. These were
chosen because they represent fundamentally different
approaches. They attempt to reduce the adverse effects of the
present situation where traffic volumes greatly exceed the
capacity of the road system, as well as take into account the
projections of additional traffic to be generated from new
development along the corridor and in areas tributary to it.
Demand reduction efforts will supplement the proposals made
in this section. They are covered in the Land Use volume of
the study.
As noted previously, the entire length of Route 9 that is
studied in this report is not uniform in its configuration or
in the extent of its deficiencies. The corridor has segments
that have two lanes, three lanes, and four lanes. Shoulders
are broad and paved in some sections, whereas other areas
have no shoulders at all. The focus of the long -range
recommendations made here is on those segments of the
corridor that are deficient now or are expected to become so
within the next ten years.
Segment I
The Calvin Coolidge Bridge acts as a serious bottleneck to
traffic at the present time because it provides only
one lane for westbound vehicular traffic. There are three
basic choices to resolving this problem:
1. Create four lanes on the existing bridge. According
to plans of the original construction of the bridge,
there is a width of about 50 feet between the stone
monuments at each end of the bridge. This would allow
four 12 -foot lanes, plus a few inches between the fog
lines and the curb on each side. There is'no easy way
to provide sidewalks short of cantilevering off one
or both sides, and these would have to wrap around
the monuments in some fashion. Bicyclists will need
to be directed to the former B & M Railroad bridge
that is part of the Five College Bikeway, now under
construction. This concept should, therefore, be
considered in concert with the Bikeway in that it
would be dependent on it to provide safe movement for
the significant numbers of cyclists, and to a lesser
extent pedestrians, who would use it. The alignment
of lanes at the western end of the bridge could be
somewhat difficult in that the alignment of the
bridge itself doesn't "aim" directly at the I -91
57
underpass. With four lanes, those that are westbound
could not start to curve until the end of the stone
wall guardrails. (In contrast, the single existing
westbound lane begins its curve before the end of the
bridge.) The result would be a rather abrupt curve to
the left as.motorists are coming off the bridge, and
safety problems might ensue. If these issues can be .
successfully addressed in the engineering feasibility
study now underway, this option may prove to be very
cost - effective and it would preserve a local landmark
in its familiar form. (See Figure 24)
2. Add width to the existing bridge. A more ambitious
concept would be to add width, perhaps equivalent to
two lanes (24 feet), to the north or south side of
the Calvin Coolidge Bridge. Adding lanes in this
manner would require new support structures extending
to the same bearing material as for the existing
bridge, as if an entirely new structure were being
constructed. The advantage would be a savings in
material in that the new structure would be only 24
feet wide, rather than over 70 feet. Placing the
addition on the north side would be preferable from a
historic preservation standpoint, as no view of that
side is generally seen. Its feasibility from the
standpoint of alignment, however, will need to be
determined. (See Figure 25)
3. Replace the bridge. A new four -lane structure could
be fully designed to accommodate vehicular, and
pedestrian traffic. Four 12 -foot travel lanes, two
8 -foot shoulders, and two 5 -foot sidewalks would
result in a paved width of 74 feet. Perhaps it would
be wise to anticipate future expansion of the
structure to accommodate two more lanes, but this
will be a function of the economics of the project.
Other issues may arise, such as the relationship of
Route 9 and Interstate 91, and whether a northbound
on -ramp should be included in the design solution.
The alternative of building a new bridge will
certainly be expensive, but it would have a long
lifespan, and the annual amortization costs may be
acceptable. (See Figure 26.)
58
Figure 24
Calvin Coolidge Bridge
Segment 1
Existing Condition
Figure 25 Existing Bridge - Four Lanes
Figure 26
Total Reconstruction
48' 5" —
74'
48' —
8' sidewalk
16' 5" lane
12' lane
12' lane
12' lane
12' lane
12' lane
12' lane
5' sidewalk
8' shoulder/bike lane
12' lane
12' lane
12' lane
12' lane
8' shoulder/bike lane
5' sidewalk
Segments II, III and IV
The bottleneck created on the bridge becomes worse in Segment
II. This section of Route 9 is located between the bridge and
West Street in Hadley and it operates at a level of service
F. Only two lanes, with minimal shoulders, are provided, and
traffic is often backed up in both directions for several
hours per day. Of all areas studied in this project, traffic
volumes were found to be highest in this segment. Additional
lane capacity is clearly needed.
Analysis of the proposal to add two more lanes, one in each
direction, indicates that traffic flow would be greatly
improved with less delay, and that the level of service would
change from F to D.
Segment III, from West Street to the American Legion Hall,
seems generally capable of handling the amount of traffic
that passes through it, although the center of the Town of
Hadley has become dominated by vehicles. This produces visual
impacts as well as difficulties for school- children and other
pedestrians who wish to cross the road. The lack of
shoulders is a deficiency in this segment.
Four ways were examined in seeking the least adverse means
for accomplishing improvements to these situations,
particularly between the bridge and West Street (Segment II):
1. Widen the existing roadway. The recommended
improvement to Segment II is to add two lanes to the
existing roadway. The width of the right -of -way
between Aqua Vitae Road and West Street is only 50
feet, whereas a minimum of 74 feet is recommended.
Thus, in order to widen the road to four lanes, and
provide for shoulders lanes and sidewalks on both
sides, additional land will be required. Taking 12
feet from each side would result in the loss of most,
if not all, of the front yards of the parcels located
along the north side of the road. The impacts on the
use of many of these properties might be sufficiently
severe to require the acquisition of them in their
entirety. Another alternative, which would result in
far fewer takings, would be to acquire, to the extent
possible, the additional needed land from properties
located along the south side of Route 9. A
substantial portion of this land is undeveloped, and
only a few buildings are located close to the road.
Some problems, such as the multitude of driveways
that enter onto Route 9, particularly on the north
side but increasingly on the south, will not be
solved by simply widening this stretch, nor will the
hazardous "S" curve near West Street be made
much safer. Nevertheless, it is likely that the
level of service would show significant improvement.
60
A major risk, however, is that vehicle trips will
continue to grow as vacant and underdeveloped land
parcels along the route are developed. There would
consequently be an increase in the number of curb
cuts, which would cause decay in the increased
capacity created by the added lanes. General growth
of the area will also contribute additional traffic,
thereby further congesting the improved facility.
No special bikeway provisions are proposed under this
alternative; construction of the Five - College Bikeway
is expected to accommodate all bike traffic. (See
Figure 27).
2. Develop a four -lane diversion between the Calvin
Coolidge Bridge and West Street. This concept would
involve the use of the old Boston & Maine Railroad
right -of -way for a new four -lane highway designated
as a divided boulevard with a median strip between
signalized intersections. It is proposed that access ..
to this stretch of road be restricted to prevent
drive -ways from entering directly onto it. The
pavement of the existing Route 9 would remain
substantially as it presently is, except that its
"ends" (near the east end of the bridge and near West.
Street) would no longer connect directly to Route 9
east and west. Instead, access to this section would
be via Bay Road (extended north to intersect with the
new road) and via West Street. Two houses and one
business would need to be moved to new sites, and
three to four acres of land would need to be acquired
if this proposal were adopted. Provisions for
accommodating the Five College Bikeway are included,
and a grass strip would separate the roadway from the
bikeway. (See Figure 28.)
3. Develop a two -lane diversion for westbound traffic
along the old B & M right -of -way, and set up the
existing section of Route 9 between the bridge and
West Street to carry eastbound traffic. This
proposal would use the same section of the old
railroad right -of -way as the one described above, but
only two lanes would be constructed. At the West
Street Common, westbound traffic would continue
straight ahead, rather than having to make the "S"
curve around Carmelina's Restaurant. It then would
gradually curve to the left to pass over the old B &
M rail route. These lanes would rejoin their
eastbound counterparts just east of the bridge where
the former B & M right -of -way abuts the state
highway. The eastbound lanes would use the existing
pavement of Route 9, which would receive some
61
improvements, such as a shoulder along the south
side, sidewalks, and curbs. The "S" curve at West
Street would continue to be somewhat of a problem for
eastbound traffic, as would the numerous existing
driveway entrances. In addition, motorists would
need to be "trained" to use the new configuration in
order to minimize wrong -way traffic, particularly as
it exits from properties abutting the roadway.
Perhaps driveway entrances could be designed to be
separated from exits, as was done at the Bread &
Circus driveway, to minimize drivers' errors. Two
houses and a business would have to be moved, as in
the four -lane concept described above, but less land
would need to be acquired, probably on the order of
two acres. Similar provisions for the Five College
Bikeway would be made under this proposal as for
Alternative 2, above. (See Figure 29).
4. Construct a four -lane divided roadway between the
bridge and old crossing of the B & M tracks over
Route 9. This alternative would divert through
traffic onto the old railroad right -of -way, causing a
drastic reduction in traffic in the center of Hadley.
The Five College Bikeway could still be accommodated,
paralleling the new road but separated from it by a
landscaped buffer. Access onto the new road should
be limited to a few points, including Spruce Hill
Road, East Street, Middle Street, and a northerly
extension of Bay Road. No driveway access directly
onto the new road should be permitted. Existing Route
9 could be realigned to connect with Mill Valley
Road. (See Figure 30.)
The first alternative, described above, is recommended.
Simply put, it will solve the traffic problem in this
segment. It should be borne in mind that no "solution" will
be free of any adverse effect.
62
-
21
m
e
m
43
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The difficulty with the segment of Route 9, which lies to the
east of Segment II and extends to the main entrance of
Mountain Farms Mall, is simply that the traffic volumes
exceed the capacity of the road. It operates at a level of
service E. A straightforward solution would be to widen the
roadway to four lanes. Land is generally undeveloped along
this stretch, and the few buildings that do exist are, for
the most part, set well back. A major concern, however, would
be control of future access onto the improved roadway and the
generation of new trips. Otherwise, the present problem of
traffic congestion will recur a few years hence.
Analysis shows that by adding extra lanes in both directions,
traffic flow would improve and the level of service would
rise from E to C in this segment. It is recommended that
Route 9 in this segment be widened to four lanes, divided if
possible with a median. Paved shoulders should be provided
along both sides, but sidewalks would seem to be unnecessary
east of Mill Valley Road.
Segment V
One type of long -term improvement is recommended for the
portion of Route 9 between the Mountain Farms Mall entrance
and University Drive. This is the establishment of service
roads to extend either in front of or behind areas of future
commercial development that otherwise will have no
alternative but to obtain access directly off of Route 9.
(See Figure 31.) No further recommendations are made for this
segment because major improvements made a few years ago
appear to be adequate for the foreseeable future, assuming
effective actions are taken to control future development.
67
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LONG TERM IMPROVEMENTS - TRANSIT
With respect to the potential of mass transit to ameliorate
the degree of traffic congestion on Route 9, trends in the
use of public transportation in the Pioneer Valley are not
encouraging. Transit ridership has been declining while auto
ownership has risen over the past several years, and auto
ownership among young drivers in particular has gone up
dramatically. This fact is reflected in the number of parking
permits that have been issued over the past several years at
the University of Massachusetts. (See Table 10.)
Nevertheless, transit can play an important role in affecting
congestion as well as increasing the mobility of the region's
population. The following long -term measures to increase the
use of public transit in the Route 9 Corridor should be
seriously considered:
1. Support of the recommendations of Transit 1990s, a
project sponsored jointly by the Pioneer Valley
Transit Authority and the Pioneer Valley Planning
Commission. These recommendations cover a basic
restructuring of public transit in the region, the
provision of transportation services to elderly and
disabled residents, new transit technologies, and
involvement of the private sector in supporting
transit services.
2. Support for continued funding of transit services by
all levels of government as well as private sources.
The resources that have been available to provide
high quality transit service in the region for the
past 15 years are now threatened, and the future of
the service in increasingly in doubt. At the federal
level, the Gramm- Rudman - Hollings law requires that
the federal budget meet ever -more stringent targets
in an effort to reduce and eventually eliminate the
federal budget deficit. This is impacting resources
for public transit by forcing the Federal Transit
Administration to cut back on allocations of capital
and operating funds for local transit agencies. In
addition, the President is seeking to eliminate all
operating subsidies, which currently provide 22.5% of
the PVTA's operating budget, about $3,284,788 million
annually. At the state level, there is much concern
about the Commonwealth's ability to pay its
traditional share (about 28.7 %) of the transit
budget. Finally, local communities are feeling the
effects of "Proposition 2 1/2" and are having to cut
back their commitments to public transportation. New
approaches to supplement traditional funding sources
may be necessary.
69
3. Investigation of the feasibility of rail transit to
parallel Route 9. New rail transit technology may
make the reinstitution of rail passenger service
possible between Amherst and Northampton, and perhaps
extending beyond to Springfield, Hartford, and points
south.
4. Support for a campaign to promote the use of transit
as a means for improving air quality and reducing
impacts on the environment. Transit generally
produces far less pollution per passenger mile than
any other mode of transportation except walking,
bicycling, and hang gliding.
Table 10
Parking Permits Issued by
the University of Massachusetts at Amherst
Year Date A Permits Issued
79 -80 February 10,009
80 -81 April 9,501
81 -82 April 9,939
82 -83 April 10,114
83 -84 April 10,659
84 -85 April 11,665
85 -86 April 13,251
86 -87 April 15,419
87 -88 April 16,366
88 -89 April 16,173
70
OTHER LONG TERM IMPROVEMENTS
In addition to the improvements described in the preceding
sections, there are some further actions that could aid in
reducing the congestion and inconvenience that are
characteristic of the Route 9 Corridor. Many of these are
presented in the Land Use element of the corridor study,
which is a companion volume to this report. However, some
additional potential transportation actions can be taken to
improve capacity, decrease congestion, and increase safety in
the Route 9 Corridor, including:
1. Complete the Five College Bikeway with extensions at
each end to assure safe integration of bicycle
traffic onto local streets.
2. Establish a communications center to monitor the use
of Route 9. Transit vehicles are already equipped
with radios, and bus drivers, along with drivers of
other vehicles with citizens band, short wave, and
cellular phone equipment, could act as "eyes and
ears" of the system. They would be encouraged to
report in to the center any incidents, such as
traffic accidents, emergencies, or traffic tie -ups,
in order that the general public could be informed
about traffic conditions by tuning to a special radio
channel.
71