1971 Circulation PlanO S T O N. rl r vd v o N K F. A LO A L. 0 H I1:; A c
HAi:RIb•! ^J P EE3NY. 3H
IJIANKY 1. KI NSF L
JOHN W. KAY MOND. Jt:
JC'I'IN ti C f I=1 f. L.. JP
ANDREW C PATO
ELI ASS I:: N. S, O.
\'P1. AN COIBUI -N
;'.HAI. LI.;; Y HITCHCOCK .JP
A: A THOI.IAS
FNANGIS A. OPF_f+T
DAVID A L3UNC.AN
RUSSEL. L C HOLT
OK ION SOLOMON
CLAIN N SAWYER, PH D
'JOHN PONC;I:L3
:•1OO('DROW W. WILSON
CH AI:LE.S A ICNAPP
JAMES T' O'rROURKE. I5 O.
NATHANIEL CLAPP
GEORGE 5 LI'VINGSTON. NAA
JAMES R WOGLOM. AIF'
DONALD G, BALL
JAMES A. FIFE
,JN.ALTER AMORY
FRANKLIN L. BURTON
'1JOHN G. CHALAS
'IGEORGE P. FULTON
:GEOF ?GE K. TOZER
'WILLIAM B VR•.RIPE.F', JR
GI_t•: F. DENNIS
G. STEPIIF-N GEORGE
DONALD E. SCHWI1IN
ALBERT J. FOX
COY SLI LT /TUTS
ALLEN J. BU RDOI1J
G1103G,F. J. SCHROI:PF ER
EDWIN B. COFJ F1
ALBERT B. RICH
GERALD J. LAUER. P11.0.
C1fc f d„
M E 'L''` c 6¢
I I10.
3,J
Northampton Planning Board
DATE: December 1971
SUBJECT:
Contents
P L A N N I N G VALUATIONS LABORA r0RTLS RE�S EAFT CFI
STATLER R »L BOSTON MASSACHUSETTS O2IIT
1. N G I N L. E R S
REGIONAL TRAVEL PATTERNS AND HIGHWAY SYSTEM
LOCAL STREET SYSTEM
Street Classification
Travel Patterns and Adequacy of Street System
Traffic Flow
IMPACT OF NEW AND PLANNED FACILITIES
I• -91
Route 9 Relocation
Route 10 Relocation
TOPICS
National Park
CIRCULATION FACILITIES AND FUTURE LAND USE
CIRCULATION RECOMMENDATIONS
Policies
Program of Improvements
Implementation
Recommended Mass Transit Studies
APPENDIX
1'AI3L_r' ADDRESS: ME:TEFID- BOSTON
ELL 9-1. (05,9
11:171 423 5,10
This is an informal and unedited. memorandum The data
contained .herein are preliminary in nature and are issued at this
time to furnish a basis of subsequent .discussion and review.
Following the review, the data will be summarized, revised as
necessary, and issued as part of a final report.
INVESTIGATIONS REPORTS DESIGNS ADVICE DURING CONSTRUCTION ADVICE ON OPERATION
CIRCULATION
Circulation refers to the movement of vehicles throughout
the City of Northampton. This study is undertaken to determine
the adequacy of the existing street system to accommodate that
traffic movement in an efficient and safe manner. As develop-
ment increases and land uses change, a need for improvement and
extension of the existing system will become necessary. These
improvements, which are needed to maintain an efficient street
network, constitute the major concern of the study.
Regional Travel Patterns and Highway System
Northampton, as part of the Lower Pioneer Valley Region,
is located about midway between the areas of influence of
Hartford, New York, and Boston, and, therefore, its regional
circulation facilities focus on these urban areas. The Massa-
chusetts Turnpike (Interstate 90) and the recently constructed
Interstate 91 provide this regional access.
Within the region, the orientation of major transporta-
tion facilities and the predominant travel pattern, is in the
north -south direction,garalleling the development in the
Conne River valley. East -west travel is growing however.
Local Street System
The existing Northampton, street system is evaluated
according to travel patterns, location, and use (traffic flows).
As the basis of this analysis, the streets in Northampton are
functionally classified.
Street Classification. The streets are generally classi-
fied in accordance with the functional classifications set forth
in the Springfield Urbanized Area Comprehensive Transportation
Study. The classification system consists of a heirarchy of five
categories. The category definitions are as follows:
1. Freeway. This classification is the highest
order of street usage and includes highways of
the type on the interstate system. These routes
have fully- controlled access, grade separations
at intersections, and generally connect the
region with other regions of the northeast and
the nation.
2. Expressway. This is the second highest order
of street usage, and is similar to freeway, except
that access may be only partially controlled,
with at- grade, signalized intersections.
METCALF EDDY
3< Arterial. This system serves as feeders to the
freeways and expressways. Generally they connect
population centers within the region. Access is
generally not controlled.
4. Collector: This category provides for local
traffic movements between arterials, and access
to property on the right -of -way.
5. Local. Thiscategory is the lowest order of street
usage and includes all those streets not classified
by the above. Generally these streets provide
access only to the property on the right -of -way.
Through traffic is often deliberately discouraged.
The functional classification of streets in Northampton
is shown on Figure 1. There are no expressways in the city;
hereafter only freeways, arterials, and collector streets are
studied.
Travel Patterns and Adequacy of the Street System. An
analysis of.origin and destination data collected in the
Springfield Urbanized Area Comprehensive Transportation Study
indicates that there are four major traffic generators in the
city. As major generators in the city, a high proportion of
trips taken within the city, either begin or end in these areas.
They are:
1. The Central Business District (CBD), including
adjacent residential areas.
2. The King Street and North King Street area.
3. The Florence -Bay State area.
4. The I -91 interchanges, particularly those providing
access to and from the south.
In the future the above areas are expected to continue as
major traffic generators. Because of the industrial park develop-
ment and more intensive commercial development, the King Street
and North King Street area should increase in importance as a
generator. A fifth area, not mentioned above, but expected to
develop into a major generator in the future, is the Ryan Road
area.
There are literally an infinite number of existing and
expected travel patterns within the city, so only those patterns
which are not adequately served by the street system are dis-
cussed. These patterns are:
METCALF EDDY
1 Between the Ryan Road area and
a. the CBD.
b. King Street.
c. 1 -91 south.
d. Hadley and Amherst.
2. Between the Bay State Florence area and
a. King Street.
b. Hadley and Amherst.
3. Between the CBD and
a. Williamsburg.
b. Leeds.
c. Bay State Florence area.
Between King Street and North King Street and
from I -91 south.
The inability of the street system to adequately serve
the above travel desires is obviously caused by deficiencies in
the pattern and location of existing streets. As in most older
New England cities, streets in Northampton developed individually
as they were needed, with the resultant lack of overall continuity.
The CBD and Florence as the historical centers of population be-
came the focal point or "hubs" of the street network. Because of
rural development between these areas, there was little need for
connecters between the radials or "spokes" of the hubs. Because
of increased mobility and a diminishing of the need to` travel to
the CBD, the developing rural areas of the city have generated a
need for such connectors, or circumferential routes.
There are also some severe physical limitations to develop-
ment of the desired street pattern, namely the rivers and topog-
raphy. The Connecticut River has limited the number of connec-
tions to Amherst and Hadley to one, that being on Bridge Street.
Likewise the Mill River has restricted adequate connectors be-
tween the development on its northeast and southwest banks. This
is particularly important because the southwest side of the Mill
River is presently the area of greatest potential residential
growth in the city. Severe topography in the northwest and west-
ern portions of the city has also limited the• development of the
street network.
METCALF EDDY
Traffic Flow. Traffic flow is the number of vehicles
which travel over a section of roadway within a specified period
of time. Traffic flow is.generally measured on the "average" day,
and is important as a valuable index of street usage.
The existing (1971)* and expected (1990) traffic flows
on major streets in Northampton are shown in Table 1.. The 1990
flow is projected for the existing street system to indicate
what the volumes could be if no improvements were undertaken.
,Impact of New and Planned Facilities
There are several recently completed and planned circula-
tion facilities whose effect have or will have a rather profound
impact on the City of Northampton. These facilities are discussed
separately below.
I -91. There are three interchanges on I -91 in Northampton.
One is a full interchange at Mt. Tom Road. The other two are
partial interchanges which provide access in one direction only.
At the Bridge Street interchange access is limited to or from the
south and at the North King Street interchange it is limited to
the north.• These partial interchanges were developed out of ne-
cessity because of space limitations at the interchange locations.
The impact of 1-91, particularly the impact of the location
of "the interchanges, .should have and will continue to have an
effect on both local traffic patterns and land use in the city.
One of the major problems affecting traffic patterns is that
vehicles seeking access to I -91 south must take either the Brige
Street or Mt. Tom Road interchange. Most of these vehicles must
travel through one of the two congested CBD intersections at
State Street or Pleasant Street. This is particularly important
since travel in the southerly direction is prominent. Those ve-
hicles coming from the south and wishing to go to the King Street
and North King Street area must get off at the Mt. Torn Road in-
terchange and travel through the CBD or get off at the Bridge
Street interchange and travel either on Damon Road or through the
CBD.
Lack of access from I -91 south to North King Street has
created a major arterial out of Damon Road. And the necessity
to travel to the CBD to or from the southerly direction has quite
obviously contributed to the congestion in the CBD.
The use of the land adjacent to the interchanges on 1 -91
should also be affected. Location of interchanges generally
creates high -value land, land which is usually in demand for
*Sources: Massachusetts Department of Public Works, "Areawide
TOPICS Plan," and Road Inventory.
**Projection by Metcalf Eddy, Inc.
METCALF EDDY
Route 5
Mount Tom Road
Pleasant Street
King Street
North King Street
Route 9
Haydenville Road
North Main Street
Locust Street
North Elm Street
Elm Street
Main Street
Bridge Street (West of 1 -91)
Bridge Street (East of
Route 10
Easthampton Road
South Street
Main Street
King Street
North King Street
Route 66
Westhampton Road
Rocky Hill Road
Chapel Street
Prince Street
West Street
Table 1. Traffic Flow
I -91)
Traffic Volume (A.D.T.)(1)
1971( 1990(3)
4,500(
7,900 10,700
11,300- 17,200
4,400 -7,400
7,800
7,800 11,800
11,200 12,200
11,200
12,800 17,900
15,000 15,700
10,500- 11,200
22,700
7,500
10,800 12,900
15,000- 15,700
11,,300- 17,200
4,400.7,400
1,200(
2,300
2,000 -2,100
4,400
5,000
7,200
12,400 18,400
20,000 30,400
6,900 11,600
12,200
12,200 20,100
19,700 21,400
19,700
22,500- 30,500
30,000 30,500
19,800- 20,000
40,600
11,800
18,50o-20,20o
22,500 30,500
20,000- 30,400
6,900 11,600
2., 00.0
3
3,900
8,60o
9,800
1. A.D.T. means average daily traffic (vehicles per day).
'2. Source Massachusetts Department of Public Works, Areawide
TOPICS Plan.
3. Source Estimates by Metcalf &.Eddy, Inc.
4. 1969 volume.
METCALF EDDY
commercial, industrial, or high density residential uses. The
interchanges in Northampton, because of their location, should
place increased development pressure on adjacent land for these
purposes. The future land use plan reflects this impact in
Northampton.
Route 9 Relocation. Route 9 is an east -west state route
which generally connects Boston with western areas of Massachu-
setts. It connects Northampton to Amherst and Hadley to the
east with Williamsburg and Goshen to the northwest. Within the
City of Northampton, it begins on the Coolidge Bridge and passes
through the CBD, Florence and Leeds.
The state DPW has prepared a report on the relocation of
Route 9 which shows five alternative locations in the vicinity
_of Northampton. Following an environmental impact study, a loca-
tion will be selected. Since terminal points at the city bound-
aries have not been determined to date, this study is concerned
with what terminal points are necessary to provide the best al-
ternative location within the city.
Relocating Route 9 west of I -91, in Northampton, although
of a lower priority to the state is of monumental importance to
the city. The decision to relocate or not relocate the route,
and where, should affect travel patterns, land use, and the eco-
nomic viability of the city far beyond 1990. There appear to be
three courses the city could follow in treating Route 9, all
with appropriate advantages and disadvantages.
One alternative is simply to do nothing and leave Route 9
as it is. This course is viable only if residents of the city
are willing to put up with low speeds and high travel times along
Route 9 and an exaggeration of the acute congestion in the CBD
with its consequences on business activity.
The second alternative is to improve existing Route 9 to
carry the projected traffic demand. To date, it has n'ot been
clearly documented as to whether this is a reasonable alternative,
and in fact if relocation is immediately necessary. It could be
that with improvements to the existing route, and TOPICS improve-
ments to intersections, that Route 9 as it is presently located
would have adequate capacity to handle the increased traffic
demand.
However, it must be recognized that this solution in the
long range is somewhat less than desirable. The major growth
area in the city is in the southwest. As noted in the section
on local travel patterns, access to I -91 from this area is
through the CBD, and as .a result, as this area continues to grow,
the congestion in the CBD should grow also.
METCALF !k EDDY
The third alternative is, of course, the relocation of
Route 9. Providing suitable locations can be found for the pro-
posed route, this appears to be the best local solution. The
southern route, a variation of the location in the state Route 9
Relocation Study, appears to be the most desirable for the city
since it satisfies the travel demands of the developing area to
the southwest of the city, and provides dispersed access points
into the CBD and I -91 south..
The terminal points in Northampton are recommended at
North Main Street and Bridge Road in the northwest, and the Mt.
Tom Road interchange of I -91 in the southeast. The northwest
terminal point could provide distribution of traffic to Bridge
Road, the northern arterial, and North Main Street, the central
arterial. The tie -in with the Mt. Tom Road interchange is.ex-
pected to present design difficulties, but would minimize taking
of floodplain land caused by creating a separate interchange.
The alternative location shown on Figure 1 is the southern
location studied by the state DPW. It is expected that the
relocated route would be designed as a freeway, with complete
control of access.
Route 10 Relocation. Route 10 is a major north -south
state highway which connects Westfield and the Massachusetts
Turnpike on the south with Northampton and the Greenfield area
to the north. In Northampton Route 10 joins with Route 5 on
Main Street and coincides with Route 5 through the City. Pre-
sently the state DPW is in the process of upgrading Route 10
from Westfield to Northampton. Partial sections in Westfield
have already been completed and possible relocation routes are
being studied in Easthampton and Northampton. Relocation of
Route 10 in Northampton is not considered justifiable because of
the north -south access provided by I -91. One of the major rea
sons for relocating Route 10, to provide access to I -91 for
residents of northern Easthampton, would be satisfied by relo-
cating Route 9 in a southerly location.
TOPICS. The TOPICS program, with a combination of federal
and state funds, provides for the improvement of existing streets
to increase the capacity and safety. The areawide TOPICS Plan
has recently been completed for Northampton and specifies im-
provements eligible for TOPICS funding. These improvements
are identified on Figure 1, with an associated priority. Since
the capacity of a street network in an urban area is primarily
determined by the capacity of the intersections, these improve-
ments, if implemented, could substantially improve traffic 'f low
throughout the city.
In review of the 1970 Registry of Motor Vehicles accident'
records, there appear to be some high accident intersections
(more than five accidents) not considered in the study. Since
the safety aspects of the program are emphasized, reconsideration
METCALF tf EDDY
of these .intersections seems necessary.
National Park. The proposed Mt. Holyoke unit of the Con-
necticut Historic Riverway incorporates some land in the Connec-
ticut River Oxbow area in Northampton. It is of concern here
because there appear to be some access problems to the land.
1 -91 effectively blocks off an access from Route 5 thereby ne-
cessitating the construction of an access road from a point north
of the interchange and running along the frontage of 1 -91 to the
proposed park area. This proposal is shown on Figure 1.
Circulation Facilities and Future Land Use
Circulation facilities stimulate land development, and
conversely, development generates the need for circulation faci-
lit ies. Generally the circulation: plan recommended herein re-
fleets the proposed land development under the future land use
plan. It is essential that policy on land development and circu-
lation facilities development are in accord so that each is mu-
tually beneficial to the other.
Circulation Recommendations
Circulation recommendations consist of three components;
the adoption of municipal policies relating to circulation, the
recommended program of improvements, and methods to implement
that program. Each is discussed separately below.
Policies. The following circulation policies were used
as a basis for the circulation plan and are recommended for
adoption and use in future circulation facilities planning in
Northampton.
1. Relate the city's circulation facilities plan to
regional plans and needs in such a manner that
the location and type of the proposed Northampton
streets are coordinated with the proposals in
adjacent towns.
2. Adopt a plan for circulation which will enhance,
where practical, land values and the environment,
and will complement and serve existing and pro
posed land uses.
3 Provide for convenient connectors between major
arterials in the City.
Where feasible improve existing roads and where
new locations or relocations are needed, avoid
taking existing structures, eliminating any
public facility, or disrupting environmental
assets.
METCALF EDDY
5 Select priorities for road improvements and new
circulation facilities with due consideration
for the safety of both pedestrians and vehicle
occupants.
6 Adopt and utilize the recommended geometric
and crossectional design standards recommended
in Appendix Tables A -1 and A -2 respectively.
7. Coordinate circulation elements with other
elements of the Master Plan to assure compati-
bility and overall benefit.
Program of Improvements. The recommended improvements in
the Northampton street system are indicated by three levels of
priority; immediate improvements, to be implemented between 1972
and 1975; improvements to be implemented in the short range,
between 1975 and 1980; and long -range improvements to be imple-
mented within 1980 and 1990. In addition, other improvements
are recommended to be implemented in no specific time frame,
but are necessary as development in the adjacent area dictates.
These improvements generally pertain to the construction of
collector streets.
A. For Immediate Implementation. The following improvements are
recommended for implementation between 1972 and 1975.
1. Make a formal request to the State Department of
Public Works regarding the following:
a. In reference to the relocation of Route 9
to request justification for the need for
relocation and the expected inability of the
improved TOPICS network to satisfy the ex-
pected traffic loading. If relocation ap-
pears necessary, then preference shouldbe
indicated to the southern route with its
connection at Mt. Tom Road. interchange of
1 -91. This connection was not recommended
in the Route 9 relocation study. The city
should also recommend a northern connection
to the existing Route 9 on North Main Street
at the Bridge Road intersection.
b. Request the construction of a full inter-
change at Bridge Street providing access to
traffic going and coming in all directions.
c. Request the consideration of additional
street segments and intersections which were
not originally studied under .TOPICS. These
are shown on Figure 1.
METCALF 11 EDDY
Z4..
King Street and North King Street
Jackson Street Bridge Road
Hatfield Street North King Street
Main Street Center Street
Elm Street Paradise Road
Elm Street from North Elm to Main Street
Audobon Road Kennedy Road.
2. Reserve the right-of-way for a one-way frontage
road on the west side of I -91 from Bridge Street
to Damon Road.
3 Construct the Bridge Road Route 9 connector
between Hatfield Street and Nonotuck Street and
widen Hatfield Street to two full lanes.
4. Widen and realign Florence Road between Ryan
Road and Burts Pit Road.
B. For Short Range. Implementation. The following improvements
are recommended for implementation between 1975 and 1980.
1. As determined by A.1.a. above, construct the
relocated Route.9 between Burts Pit Road and 1 -91
(state responsibility).
2. Realign and widen Burts Pit Road from Florence
Road to Prince Road.
4
3. Realign and widen Ryan Road from Burts Pit Road
.to the Mill River.
Realign and widen Burts Pit Road between the
relocated Route 9 and West Street.
5. Realign Westhampton Road between the Westhampton
town line and West Farms Road.
6 Construct .a one -way frontage road adjacent to I -91
between Bridge Street and North King Street for
south -bound traffic. Utilize Damon Road for
one -way north -bound traffic.
7. Construct the Grove Street South Street
connector.
METCALF P< EDDY
Construct the Route 66 Route 10 connector.
Construct Bridge Road Route 9 connector
between Nonotuck Street and relocated Route 9.
C. Long -Range Implementation. The following improvements are
recommended for implementation beyond 1980.
1. Construct relocated. Route 9 between Burts Pit
Road and North Main Street.
2. Realign Burts Pit Road from Ryan Road to
Florence Road.
3. Construct a new realigned bridge on Ryan Road
over the Mill River.
4 Realign and widen Westhampton Road (Route 66)
between the Westhampton town line and Florence
Road.
5. Realign and widen Rocky Hill Road (Route 66)
from Florence Road to Grove Street.
Widen Pine Street and Maple Avenue.
Realign Burts Pit Road between Ryan Road and
relocated Route 9.
Widen and realign Westhampton Road between West
Farms Road and Grove Street.
Construct the Route 9 Elm Street connector
and widen and reconstruct Washington Street.
D. Improvements Dictated by Development. The following are
recommended to be constructed as development in adjacent
areas dictates. Locations shown on Figure 1 are schematic
only final routes are to be located in accordance with de-
velopment. The streets are:
1. Laurel Park collector.
2. Ryan Road collector.
3. Burts Pit Road Westhampton Road collector.
Implementation. The following are recommended methods
for implementing the proposed improvements:
1. TOPICS. The TOPICS program is previously discussed
in this report. The "Areawide TOPICS Plan" for
METCALF EDDY'
Northampton has been completed in prelirinary
form and qualifies the city for implementation
of the improvements recommended therein. No
city funds are involved with the exception of
a minimal amount of land taking.
2. Official Mapping. An official map is a document,
adopted by the City Council, that pinpoints the
location of future streets and other public fa-
cilities. In effect, the map informs developers
that the city intends to acquire certain speci-
fied property in the future. When used realis-
tically, an official map can serve as a positive
influence to sound development of future public
facilities. In view of the roads proposed in
the Circulation Plan, particularly those in ex-
isting undeveloped areas, it would be judicious
for the city to locate the proposed roads and
designate them on an official map. This would
entail a location survey and study for the pro-
posed routes, since exact locations must be
shown on the official map.
3. Chapter 90 Funds. The city could utilize state
Chapter 90 new construction funds, either annually
or pooled, to implement the plan improvements.
Subdivision Regulations. The city could require
developers under subdivision regulations, site
plan review, to build collector streets recom-
mended herein of adequate width and locate the
streets with the intent of future connection.
5. Zoning Ordinance. The city could provide sight
triangle provisions in its Zoning Ordinance to
preclude development at intersections which
restrict visibility.
Recommended Mass Transit Studies. The term "balanced
transportation" describes a system of various transportation
modes used in .oncord to satisfy travel needs. Although generally
applicable and economically feasible only in large metropolitan
areas, such balance certainly warrants consideration in Northamp-
ton.
Because of the population density in Northampton and ob-
vious cost considerations, the bus service must .be relied upon
to provide the necessary balance. An evaluation of the adequacy
of present service and ability and need to expand that service
is recommended as the emphasis in any future studies. More
specifically the following items are recommended:
METCALF EDDY
1. Review of previous studies including Springfield
Urbanized Area Comprehensive Transportation
Study.
2. Survey of existing bus company routing and
scheduling, and adherence thereto.
3. Study of trip times and passenger costs.
4. Evaluation of rolling stock by capacity, age,
and condition.
7. Citizen survey to determine attitudes, needs,
and expected usage of expanded bus service.
8 Review of bus companies' plans for expanded or
reduced service and methods utilized in making
such decisions.
Identification of problems and recommended solu-
tions for lack of continuity of service, if any.
10. Recommended expansion or improvement of service.
The city could seek federal assistance in undertaking
this study under Mass Transportation Technical Studies Grant
Program administered by the Department of Transportation.
5. Count of passenger volumes and bus occupancy.
6 Survey of passenger travel desires by origin
and destination. Use 1965 Springfield Urbanized
Area Comprehensive Transportation Study data as
base.
METCALF EDDY
APPENDIX
Appendix Table A -1. Street Cross-Sectional Design Standards
Type
Characteristic
Design speed
Average daily traffic
(approximate)
°Right of-way width, ft.
Moving lanes:
Number
Width (each), ft.
Parking lanes
Number
Width (each), ft.
Minor
Arterial
Controlled Full Full
access access' access
6o
5,000 to
12,000
8 to 100
2 to 4
12'
Shoulder width (each), ft. 9 9
Collector
Urban /in-
dustrial Rural
areas areas Local
4o
12
2
50
60 to 72 60 60
2
12
2 2 1 1
10 10 10 8
9 9
Full
access
30
2,500 to 600 to Under
10,000 2,500 600
2
12
Total width of pavement
(including shoulders), ft. 40 to 68 40 to 44 34 to 40 32
Planting strip width 8 to 12• 4 to.10 3 to 8 3 to 8
(each), ft.
Note:
Sidewalk width (each), ft. 6
6
1. Parking lanes may be part of the standard cross- section in
place of right -hand shoulders.
Source: Generally accepted cross sectional standards adjusted
by Metcalf Eddy, Inc., to reflect the needs of
Northampton.
Design standards for freeways and expressways and prin-
cipal arterials shall be determined by the Massachusetts
Department of Public Works.
METCALF EDDY
Appendix Table A-2. Street Geometric Design Standards
Characteristic
Horizontal alignment
Minimum radius at center
line, ft.
Vertical alignment
Clear sight distance
at 3.75 feet above 4
pavement, ft.. 75 275 350 200
Grade
Maximum percent
Minimum percent
Intersection
Minimum intersection 60 60
angle, degrees 60 60
Minimum center line off- 125 125
set, ft. 125 125
Minimum radius at edge
of roadway, ft. 50 50 30 25
Sight distance at inter-
section requiring a 650 300
stop, ft. 750 550
Dead -end streets
Maximum length, ft. Not Not Not 500
permitted permitted permitted
Minimum turnaround
radius at outer edge
of roadway, ft.
Urban /in-
Minor dustrial Rural
Arterial areas areas Local
1,260
500
6 4 6(1)
0.5 0.5 0.5 0.5
880 27o
45
1. May be increased on local streets in unusual circumstances.
Source: Generally accepted geometric design standards adjusted
by Metcalf Eddy, Inc., to reflect the needs of
Northampton.
METCALF EDDY
Appendix Table A -3. Off- Street.Parking Standards
Uses
1. Single -and two family
dwelling
2. Multifamily dwelling
3. Lodging house
4. Elderly housing
5. Theater, restaurant, audi-
torium, church or similar
place of public assembly
with 'seating facilities
6. Automotive retail and ser-
vice establishment and
other retail and service
establishments utilizing
extensive display areas,
either indoor or outdoor,
which are unusually exten-
sive in relation to cus-
tomer traffic
7. Retail stores and
personal service shops
8. Sit -down restaurant,
lounges, bars, and nightclubs
9. Drive -in restaurants
10. Offices
11. Hotel, motel, tourist
court
12. Wholesale establishment,
warehouse, or storage estab-
lishment
Number of spaces per unit
Two for each dwelling unit
One and one -half for each
dwelling unit
One for each lodging unit
Two for each dwelling unit
One for each four seats of
total seating capacity
One per 1,000 square feet of
gross floor space. In the
case of outdoor display areas,
one for each 1,000 square feet
of lot area in such use.
One per 150 square feet of
gross floor area
Three for each four seats
of total capacity
One per 50 square feet of
gross floor area
One per 300 square feet of
gross floor area.
One for each sleeping room plus
one for each 400 square feet of
public meeting room and restau-
rant space
One per each 1,000 square feet
of gross floor space
METCALF EDDY
A -3
Appendix Table A-3 (Continued)
Uses
13. Manufacturing or industrial
establishment
14. Hospital
15. Nursing home
.16. Business, trade or indus-
trial school or college
17. Public school
18.'Community facility (town
building, recreation, etc.,
except offices.)
19. Public utility
20. Transportation terminal
establishment
21. Mixed use
Off Street Parking Standards
Number of spaces per unit
One per each 500 square feet
of gross floor space OR 0.75 per
each employee of the combined
employment of the two largest
successive shifts, whichever is
larger.
One for each bed at design
capacity
One for each bed at design
capacity
One for each 200 square feet of
gross floor area in classrooms
Two per classroom in an elemen-
tary and junior high school;
four per classroom in a senior
high school plus space for
auditorium or gymnasium, which-
ever has the larger capacity.
One per each 400 square feet
of gross floor space
One for each.300 square feet
of gross floor area devoted to
office use
One for each 500 square feet of
gross floor area
Sum of various uses computed
separately
Source: Nationally recognized standards adjusted by Metcalf
Eddy, Inc., to reflect the needs of Northampton.
METCALF EDDY