mayor's task force for safer streetsCITY OF NORTHAMPTON, MA
MAYOR'S TASK FORCE FOR
SAFER STREETS
FINAL RECOMMENDATIONS
JULY 2000
Acknowledgements
This report was produced as the final report and recommendations of the City of Northampton's
Mayor's Task Force for Safer Streets.
Members of the Task Force:
Andrew Crystal, Chair
George Andrikidis, Department of Public Works
Bill Brandt, Smith College
John Dietrich, Resident
Wayne Feiden, Office of Planning and Community Development
Alex Ghiselin, City Councilor
Ed Hagelstein, Resident
Greg Kerstetter, Resident
George Kohout, Resident
James Lowenthal, MassBike
Billy Macri, Smith College
John Norton, Resident
David Paine, Resident
Catherine Ratte', Resident
David Reckhow, Board of Public Works
Russ Sienkiewicz, Police Department
Fran Volkman, City Councilor
Peter Whittredge, Smith Campus School
Cynthia Williams, Mayor's Office
Keith Wilson, Resident
Background /Creation of Safer Streets Task Force
Mayor Mary Ford formed the Safer Streets Task Force in September 1999. The mission of the Task
force was: to assess the conditions "that impact the safety of bicycling, walking and driving
throughout the city" of Northampton and recommend a plan that would lead to measurable
improvements.
The Mayor appointed members from the Police Department, the Office of Planning and Community
Development, both the Department of Public Works and the Board of Public Works, the City
Council, MassBike, the Commonwealth's bicycle advocacy group, and interested citizens. Smith
College, already engaged in a safety study of Elm Street joined the Task Force in October as did
several neighborhood groups and a representative from the Triad program. Planning Board member
Andrew Crystal chaired the Task Force.
The Task Force met for two months to clarify its roles and responsibilities and elaborate a plan of
action. In its third month the Task Force decided to form five sub committees charged with
researching and reporting on specific transportation safety problem areas and solutions. The five sub-
committees are:
Elm Street and Smith College
Downtown and Florence Center
Outlying Areas and Secondary Streets
Schools
Traffic Policy and Management
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Table of Contents
Executive Summary 1
Process Implementing the Task Force's Mission 2
Problem Definition/Background 2
Existing City Commitment to Transportation Safety 3
Summary of Previous Planning Efforts 3
Strategic Plan for Resource Conservation Comprehensive Roadway Study, 4
Route 9 Corridor Study and Route 10 Corridor Study 4
Downtown Technical Assistance Report, May 1999 4
Vision 2020, June 1999 4
Toward Solutions 4
Model Transportation Safety Programs /Communities 5
Plans 5
Public Participation 5
Staff 5
Oversight 6
Solution: Northampton's Three Pronged Solution 6
Implementation Plan 6
City Departments: 6
Volunteers: 7
Consultant: 7
Conclusion 7
Appendix
Existing transportation safety- related work in Northampton
Sub committee Action Plans
Making Northampton's Roadways Safer —an action plan
Hampshire County Crash Data
From 1996 to 1999, Northampton averaged 112 traffic- related crashes per
month. On average, those crashes resulted in 23 personal injuries per month
and 1 fatality every 4 months.
Executive Summary
The members of the Mayor's Task Force for Safer Streets completed a strategic analysis of
transportation safety concerns in the city of Northampton and have concluded that the city
could benefit from an enhanced effort to assure a safe transportation system.
While the city of Northampton can take pride in its "livability achieved through a
coordinated effort of dedicated staff, elected officials and volunteers, there are still significant
areas for improvement in the city's ability to create, operate and maintain a safe, efficient and
equitable transportation system for all city residents and visitors.
Based on:
D. an analysis of the City's transportation safety problems, both real— crash data, and
perceived— citizen complaints and staff and elected officials perceptions;
research on model communities, and
an analysis of existing city efforts to assure transportation safety,
the Safer Streets Task Force concludes that Northampton could improve its livability by
implementing the following recommendations:
Launch a strategic transportation planning process which develops a city
transportation plan;
Create a permanent transportation commission charged with the responsibility for
facilitating and implementing the city's transportation plan;
Assure adequate staff throughout city departments to support the transportation
planning process, the creation of the transportation commission and the ongoing work
of the Safer Streets Task Force sub committees.
Mayor's Task Force for Safer Streets
Final Recommendations
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Process Implementing the Task Force's Mission
Once the Mayor's Task Force for Safer Streets had been formed, the members decided to
form five sub committees to carry out the Task Force's mission, that of assessing the
conditions "that impact the safety of bicycling, walking and driving throughout the city" of
Northampton and recommending a plan that would lead to measurable improvements. The
five sub committees: Policy, Elm Street, Outlying Areas, Schools and Downtown met
independently of the full task force and reported to the task force at their monthly meeting
from November, 1999 to April, 2000. The four subject area committees developed action
plans designed to enhance transportation safety (see Appendix). The policy sub committee
analyzed the city's transportation safety problems and resources and prepared the task force
recommendations and final report.
In the course of preparing the task force recommendations, the policy sub committee:
D Reviewed and summarized existing transportation planning functions within the city
and provided to the city by other agencies, and the roles, responsibilities and current
practices of three city departments (Planning, Police and Public Works) with respect
to transportation safety issues. Based on this review the sub committee determined
that, while there is stated commitment to transportation safety by all city departments,
this stated commitment is variably supported and implemented by existing
department policies and initiatives.
Researched national models and best practices of communities known for their
commitment to transportation safety. These communities included Madison, WI,
Santa Cruz, CA, Cambridge, MA, and Amherst, MA. This research produced a list of
three essential ingredients for a successful transportation safety program: community
commitment and guidance, i.e. a plan, an institutionalized mechanism for
communication, cooperation and collaboration among and between concerned and
interested citizens, elected officials and city staff, and finally, staff to implement the
transportation plan recommendations.
Analyzed Northampton's current practice, (as observed by members, as reported on
by Department staff, and as articulated in existing plans), and compared it with
national models.
The sub committee concluded that Northampton could improve transportation safety by
institutionalizing the city's commitment to transportation safety via the above mentioned 3-
fold approach: transportation plan, a transportation commission, and staff.
Problem Definition/Background
While the city of Northampton is generally regarded as a very livable community, both
residents and city officials want to make Northampton an even safer place to walk, bicycle
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and drive a car. Both anecdotal information and traffic crash data attest to the need to
enhance the safety of Northampton's streets. Elected officials state that the overwhelming
majority of contacts they have with their constituents pertain to transportation safety.
Previous planning processes in the city, most notably the recently completed, Vision 2020
planning process, yielded almost unanimous agreement among participants that
transportation safety is a pressing concern facing city residents. The Hampshire County Safe
Roads program rates Northampton as the most dangerous community in Hampshire County
with respect to transportation safety. While this rating may over -state Northampton's actual
crash problem, because it is based on crashes per population, not vehicle miles traveled, and
therefore does not consider the large number of non resident travelers who pass through the
city every day, it does testify to the need for the City to take steps to make our streets safer
(see Appendix for crash data information).
Existing City Commitment to Transportation Safety
Part of the work of the task force was conducting an inventory of existing city efforts to
assure transportation safety for all residents and visitors. There are three key city departments
working on transportation safety issues: the Office of Planning and Development, the Police
Department and the Department of Public Works (see Appendix for detail on each city
departments current transportation safety- related work).
Task Force members were very impressed with the interest in and commitment to
transportation safety demonstrated by city staff. There seem to be no institutional hurdles in
the way of the city's desire to improve transportation safety. Instead there seems to be an
agreed -upon desire to improve transportation safety combined with recognition of the lack of
infrastructure (resources, organizational commitment, and guidance from the citizenry —i.e. a
transportation plan) to achieve this goal. City staff would like to do more to make the streets
safe, but at times they are hindered by the lack of resources and/or they are not sure if the
citizenry at large supports a coordinated approach to improving transportation safety for all
road users in the city. The attitudes and practices of existing city staff support the
recommendations of the task force.
Summary of Previous Planning Efforts
Just as it did not make sense for the task force to make any recommendations without
understanding existing city efforts to assure transportation safety, so did it not make sense for
the task force to recommend a transportation plan without reviewing previous transportation
related planning efforts in Northampton. In the last 14 years the city has participated in four
planning efforts that have direct relevance to safer streets. The key recommendations of these
five plans are summarized below:
Mayor's Task Force for Safer Streets
Final Recommendations
Strategic Plan for Resource Conservation Comprehensive Roadway Study,
May 1987
This plan highlighted the linkage between residential land use patterns and traffic, and
indirectly between land use patterns and unsafe streets. It recommended that the City
adopt land use regulations to encourage infill development and denser land use patterns in
the historic core and open space preservation in historically rural areas.
Route 9 Corridor Study and Route 10 Corridor Study
These plans focused on how current and future land use patterns influence the traffic and
safety of these two key routes (Route 10 from Northampton center south and Route 9
from Northampton center east). They provided recommendations for transportation
system improvements.
Downtown Technical Assistance Report, May 1999
Following a site visit to Northampton in May 1999, the DHCD recommended several
actions to ensure bicycle safety and access in the City, including among other things the
following:
establishment of a dedicated account to fund bicycle programs;
development of safe bicycle links to schools;
improvement and institutionalization of bicycle parking facilities;
traffic calming; and
conversion of the existing Northampton Rail Trail Advisory Committee into a
sanctioned, appointed Bicycle Advisory Committee.
Vision 2020, June 1999
All of the recommendations included in this draft report are consistent with the relevant
Goals and Objectives of the Northampton Vision 2020 "Vision and Consistency
Analysis In particular, goal 1 (Maintain Vibrant Urban and Village Centers), goal 4
(Improve Multi -Modal Transportation, Circulation, Parking and Communication
Systems), goal 5 (Calm Traffic to Preserve Neighborhoods and Villages), and goal 7
(Preserve Traditional Land Use Patterns Without creating Sprawl) all include objectives
that directly address traffic safety and volume, traffic calming, pedestrian and bicycle
access and safety, and roadway use and design. A significant portion of the specific
comments offered by Vision 2020 citizen participants also reflected great concern with
traffic safety and a desire for access to safe and convenient alternatives to automobiles,
e.g. bike lanes and paths and improved pedestrian facilities.
Toward Solutions
Having documented Northampton's commitment to transportation safety, the task force
recognized the need to research and summarize key ingredients of a safe transportation
system. A number of communities are nationally recognized as model safe communities with
respect to transportation safety. Task force members researched these communities
transportation programs, reviewing existing plans and speaking with agency staff.
Mayor's Task Force for Safer Streets
Final Recommendations
Model Transportation Safety Programs /Communities
The cities of Madison, WI, Santa Cruz, CA, and Cambridge MA, are all known as "livable"
communities. They are thought of as places where people feel comfortable walking, bicycling
and driving one's car. An analysis of their transportation programs yielded four essential
ingredients for a safe transportation system: plans, public participation, staff and oversight
Plans
Each community has developed transportation plans and policies to ensure their
accommodation of all road users in all present and future work on their city streets. The
communities studied use their transportation plans to design programs to respond to
citizen complaints and concerns and improve their agency efforts at insuring resident's
transportation safety.
A plan is useful when it is based on citizen input. Many communities find that while
people will say that they support a pedestrian friendly community, individual residents do
not want the DPW chopping down a tree on their front lawn to put in a sidewalk. This
behavior, called "NIMBYism" (not in my backyard -ism) can be addressed with a genuine
community -based plan. If the DPW has the community's go -ahead to chop down trees
necessary to put in a sidewalk, they will have a voice to respond to NIMBYism. In
addition, research shows that oftentimes residents complain about `problems' in their
neighborhood, such as speeding, when in fact they themselves are guilty of speeding.
A citizen -based plan works to educate residents about their own contribution to
transportation safety problems, and shares the responsibility for solving existing problems
between city staff, elected officials, and residents.
Public Participation
Each community has policies in place to deal with neighborhood requests for action and
encourages (requires) resident's participation in solving traffic related problems, such as
speeding and dangerous intersections. The city of Madison, Wisconsin received a grant
from the state Office of Transportation Safety to create a bicycle hazard elimination
program, modeled after a successful program in Seattle, Washington. Bicyclists are
encouraged to report any identified road hazards to the Transportation department, via an
easy to fill out form, available electronically, and the city is committed to responding to
reported hazards within 48 hours. Madison also has a resident driven traffic calming
program. Neighborhood groups are encouraged to file requests for traffic calming
measures. Once a neighborhood reaches critical mass in support of the traffic calming
measure, the city installs the `device' and the neighborhood agrees to do basic
maintenance of the site.
Staff
Each community has dedicated staff implementing the transportation plan. There is no
one right way to assign staff to work on transportation issues. Some communities charge
one person with the responsibility, while others spread the responsibility across staff in
numerous departments. It is difficult to count the number of staff working for the city of
Cambridge on transportation safety. Instead of dedicating just one person responsible for
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Final Recommendations
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transportation safety issues, all transportation and community development staff is aware
of the safety needs and concerns of pedestrians, bicyclists and motorists, and takes their
needs into consideration in their daily work. The city of Madison has a traffic engineer
charged with pedestrian and bicycle design and implementation, a full -time pedestrian
and bicycle program manager, and a bicycle and pedestrian safety educator. The city also
has a traffic calming section in the traffic department, a city highway safety coordinator,
and a dedicated traffic safety officer in the Police Department.
Oversight
Each community has a standing committee of city staff and citizen members overseeing
the implementation of the city's transportation plan(s). These advisory committee
generally meet monthly, are staffed by city staff, and are responsible not only for
implementing existing plans, but also for hearing citizen concerns which might create a
need to modify the existing plans.
Solution: Northampton's Three Pronged Solution
As can be seen by the existence of transportation safety problems in Northampton, as well as
the frustration expressed by some city staff at their inability to implement all the good ideas
they are aware of which could improve transportation safety in the city, the city of
Northampton has some significant gaps in its transportation program.
The task force recommends the following solutions to address Northampton's transportation
safety problems:
Launch a strategic transportation planning process which develops a city
transportation plan;
Create a permanent transportation commission charged with the responsibility of
facilitating and implementing the city's transportation plan;
Assure adequate staff throughout city departments to support the transportation
planning process, the creation of the transportation commission and the ongoing work
of the Safer Streets Task Force sub committees.
Implementation Plan
(see implementation plan in Appendix for details)
City Departments:
City staff will be responsible for facilitation of the transportation planning process, for
assuring the creation of a transportation commission, and for assuring implementation of
sub committee action plans.
Mayor's Task Force for Safer Streets Final Recommendations
Volunteers:
Staff will use volunteers where appropriate for all of the above.
Consultant:
The city should consider hiring a consultant to research and summarize existing
transportation data, and to analyze that data to forecast problem areas and identify
possible solutions for use in the city's transportation plan.
Conclusion
The essential recommendation of this task force rests on the city's commitment to undertake
a community- driven transportation (with recognition of the intersection between
transportation and land use concerns) planning process— focused on understanding and
clarifying the city's transportation safety problems and on articulating an agreed upon path to
rectify identified problem areas and enhance existing strengths. Once the city has a
transportation plan—the Mayor's Task Force for Safer Streets believes it will be relatively
easy for a standing committee and dedicated staff to implement the plan's recommendations.
Mayor's Task Force for Safer Streets
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Final Recommendations
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Appendix
Existing transportation safety- related work in Northampton
Sub committee Action Plans
Making Northampton's Roadways Safer —an action plan
Hampshire County Crash Data
Mayor's Task Force for Safer Streets
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Existing transportation safety-related work in Northampton
Mayor's Task Force for Safer Streets Appendix
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Office of Planning and Development (OPD)
Primary areas of involvement with safer streets:
Permit Granting Activities (for the Planning Board and Zoning Board)
Planning and Development reviews all applications for subdivision permits, special permits, site
plan review, and other zoning relief. Reviewing for safer streets, pedestrian and bicycle
circulation, and sustainable land use patterns is a major part of this review.
Visioning, Comprehensive and Study Plans (for the Planning Board and others)
Planning and Development does the staff work and writing of comprehensive and study plans,
which, under state law, are ultimately approved by the Planning Board. Planning for a city with
I_ 1 safer streets and pedestrian and bicycle circulation is a major focus. Planning for sustainable land
use patterns that promote safe traffic circulation and patterns is often less expensive than solving
new problems with engineering solutions.
Regional Transportation Efforts
Planning and Development helps represent the city on a variety of regional efforts to encourage
regional approaches to problems and equitable distribution of limited state and federal resources.
Planning and Development is part of the City's representation on the Pioneer valley Planning.
Commission, the Joint Transportation Committee, the Route 9 Corridor of Critical Concern, the
Route 9 Transportation Management Association, the Bike Commute 2000 Advisory Committee,
and numerous other related committee and efforts.
Capital Improvements
Planning and Development administers the Community Development Block Grant (CDBG)
program for the city. These funds, which are allocated by the Mayor following public hearings,
local consolidated plan, and federal regulations, are often used for transportation infrastructure in
low and moderate income neighborhoods.
Rail Trails, Pedestrian, Bicycle, and Transit Activities
Planning and Development is charged with oversight of a planned new network of 10 miles of
rail trails. This system will eventually create one continuous trail linking Leeds, Florence and
Northampton with Easthampton, Amherst, and Williamsburg. In addition, OPD is working on
longer -range plans for a larger network of walking rails, bike paths, bike lanes and bike routes,
bicycle racks, bicycle lockers, park- and -ride lots, transit, and other facilities to encourage non
vehicular circulation. OPD also works on relevant grant funded projects from time to time, such
as greenways, walkways, and linkages.
Data Analysis
The OPD's Northampton Geographic Information System (GIS) is used by the city, our
consultants, and private project proponents as the primary data source for initial site planning.
OPD is beginning to add such data as historic traffic counts and accident data to the system. (All
of the raw data will soon be available through the Internet).
Mayor's Task Force for Safer Streets Appendix
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Police Department
Other City Road Projects
In addition to CDBG projects, Planning and Development has a role in initiating or supporting
transportation projects necessary to support economic development. Other than these projects,
however, OPD historically has only had a supporting role in planning for city road
improvements, such as serving in an advisory capacity and membership on the City's Capital
Improvements Committee.
Traffic Safety Initiatives:
In addition to its everyday traffic endorsement, accident investigation, traffic- related permit
issuance and /or endorsement responsibilities, the police department has engaged in many other
traffic safety related initiatives over the past year. Some of these are as follows:
D Applied for and received a Governor's Highway Safety Bureau (GHSB) Pedestrian Safety
Grant.
D Conducted a Pedestrian Safety Awareness Enforcement Campaign in the downtowns and
Smith College areas. This included:
a public awareness component
The acquisition and installation of crossing walk warning signage,
An enforcement effort.
Traffic Safety Information Campaign at the Taste of Northampton.
D Approximately, 200 child safety seat inspections conducted by the Community Services
Bureau (CSB) certified inspectors.
Four Bicycle Safety Programs conducted for elementary school children. This included
safety instruction, bicycle inspection and the distribution of bicycle helmets. (NOTE: nearly
2,000 low or no cost helmets have been distributed since the inception of this program in
1997).
D Three CSB personnel, as well as Highway Safety Officer (HSO) attend Traffic Occupant
Protection Strategy (TOPS) training. Additionally, these officers have submitted applications
for the TOPS Instructor Certification Program. The HSO is scheduled for the next instructor
class 29 FEB 00.
The Traffic Supervisor represented the department at numerous meetings pertaining to traffic
safety issues.
The Captain of Administration was assigned to membership on the Elm Street Area Parking
Study Committee, as well as the Mayor's Task Force on Resident Only Parking.
The Captain of Operations is directly involved in the planning of any event in the city to
maximize safety and minimize traffic disruption.
Mayor's Task Force for Safer Streets Appendix
This Captain is also liaison to the Planning Dept., Planning Board, Zoning Board of Appeals,
Building Inspector and DPW to address traffic safety issues in pre development planning
relative to traffic and safety.
CSB Personnel address traffic safety concerns at numerous neighborhood meetings.
In partnership with SAFE KIDS, the SCB participated in a child safety seat point inspection
last fall.
The CSB provided a traffic safety booth at the Smith Vocational Agricultural High School
Safety Fair and at the city's Big Rig Day.
CSB Personnel presented bicycle safety instruction at Safety Village and to participants in
recreation Department's Summer Air (Bicycle) Program.
The SRO conducted OUI Awareness and Driver's Safety Instruction classes at the local
driver's school.
The HSO investigated and provided recommendations on numerous ordinance proposals
relating t traffic control and/or parking issues.
The Traffic Supervisor and/or HSO followed up on a multitude of traffic complaints or
concerns brought to the department's attention. Patrol officers are utilized frequently in these
areas.
Individual officers are empowered to advise other personnel/shifts via email of traffic
problems that come to their attention or are called in by citizens.
Four of the six front line cruisers have permanent mounted radar. On hand held available for
flexibility. HSO has own unit. Breakdowns of others necessitated budgeting for two
additional units in FY 2001.
We will apportion some of the state community police monies for the purchase of a state of
the art visual radar display for education, which also has the ability to record statistics of
traffic- Spring 2000 purchase.
As part of accreditation process, 12 traffic related policies in the new Administration and
Operations Manual (AOM) have been developed and implemented to state and national
standards, yet customized for our agency.
Police Chief has been actively involved in the development, writing and passage of several
city ordinances in the area of safety (i.e. bicycles, boards, etc.) and enforcement (local speed
ordinance, etc.).
Chief participates on the Safer Streets Task Force as a city staff person available for advice
and assistance to this community -based group.
1 Mayor's Task Force for Safer Streets Appendix
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Proposed and implemented a grant funded establishment of nighttime Parking Enforcement
Officers (PEOs) as well as a change in the fine structure to address the safety issues of the
growing illegal parking problem.
D Ensured by advance planning, selection and substantial training a seamless replacement of
retiring HSO.
D Chief co- chaired a regional committee to secure funding, plan, and implement cruiser based
laptops (250 throughout Western Mass, 7 in Northampton) with direct connection to state
and national data bases for instantaneous driver and vehicle information look -ups enabling
patrol officers to identify and remove from the road illegal vehicles and operators.
Department of Public Works (DPW)
Design of Roadways
D Horizontal alignment and vertical profile are based on established engineering practices so
that safety is improved with the minimum impact on surrounding areas.
D Roadways are designed for the existing speed limits. If the existing speed limit is deemed to
be not safe, a recommendation is made to the City Council to lower it. If a speed limit has
not been established, the design assumes a 30 -mph speed limit.
Accident reports (supplied by the Police Department) are studied to identify areas of
concern.
If necessary, the Pioneer Valley Planning Commission (PVPC) is requested to perform
traffic counts.
D Handicap accessibility is implemented in all designs.
D All intersections are evaluated and replaced as needed. Of particular importance is an
efficient drainage system.
Sidewalks and bikelanes will be presented as an alternative design during the preliminary
informational meetings with abutters.
Traffic calming devices approved by the Safe Streets Committee and adopted by the BPW
will be considered in all designs.
Traffic Control
In the future, the DPW will take a more proactive role working closely with the prospective
Traffic Safety Committee in identifying and resolving traffic safety related issues. In addition,
the present practice of responding to all citizen concerns in regard to safety will continue by:
Collecting all available data (accident reports, traffic counts, available plans, etc.).
Performing an analysis of traffic warrants, which apply to traffic, controls (yield signs, stop
signs, multi -way stop signs, and traffic lights).
Drafting the appropriate ordinances for City Council action.
Requesting funding for capital projects such as traffic lights.
Being involved in the educational process, which precedes the installation of traffic controls.
Mayor's Task Force for Safer Streets
Appendix
Data Collection
The DPW is in the process of establishing a data collection system, which will allow the efficient
retrieval of traffic counts. In the future, we will work closely with other City Departments to
create a system for sharing important information such as accident reports and speed records.
Mayor's Task Force for Safer Streets Appendix
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Sub committee Action Plans
Mayor's Task Force for Safer Streets Appendix
SHORT TERM RECOMMENDATIONS
Downtown Northampton
Identified Trouble Spots
User Group
Preliminary Recommendations
Main Street Crosswalks:
Pedestrians
Install sidewalk Build -outs.
Install Pedestrian Refuges (center island)
Increase visibility of crosswalk with different
surface material and/or color.
Install lights or reflectors in pavement surface.
Maintain warning signage
Provide driver and pedestrian educational
information.
Excessive crossing distance increases
vulnerability for pedestrians.
Relatively poor crosswalk visibility to
drivers at night and wet weather.
Hotel Northampton Crosswalk:
Pedestrians
Install sidewalk Build -outs.
Increase visibility of crosswalk with different
surface material and/or color.
Install lights or reflectors in pavement surface.
Place crosswalk sandwich board in center of
road
Low driver adherence to presence of
pedestrians waiting to cross in crosswalk.
Poor crosswalk visibility to drivers at night
and wet weather.
Main Street/King Street Intersection
Pedestrians
Provide driver and pedestrian educational
information.
Crosswalk:
Long signal cycle time, results in pedestrian
jaywalking.
Main Street/Route 10 /State Street
Pedestrians
Cyclists
Drivers
Provide audible walk signal.
Increase "walk" time.
Make Street One -Way
Investigate installation of bike -lanes leading to
and through the intersection.
Investigate banning right turn on red for Main
Street to Route 10 turn.
intersection Crosswalks:
Excessive crossing distances for some.
Pedestrian signal phasing confusing.
Long signal cycle time, results in pedestrian
jaywalking.
Intersection layout inhospitable to cyclists.
Right turn on red from Main Street
(eastbound) onto Route 10.
The Downtown Sub committee was charged with identifying specific safety and perceived safety
concerns within the areas encompassing the downtowns of both Florence and Northampton. The
major focus of the sub committee attention was spent on issues on the Main Streets of both
downtowns. The sub committee members assessed which aspects of both downtown areas it saw as
having a detrimental effect on safety, or perceived safety and comfort for all users.
Out of these discussions short, medium and long -term recommendations were developed which the
sub committee members felt would enhance safety for all users of both downtown areas. The short-
term recommendations generally contain measures that could be implemented at relatively low cost
and on an individual basis. The medium and long -term recommendations require more detailed
study before specific recommendations can be implemented.
Future work should include a review of accident data to identify additional hazardous locations and
qualify hazardousness of perceived hazardous locations in both downtowns. Such an analysis could
assist with prioritizing implementation of the recommendations made by the sub committee.
Out of these discussions the following recommendations have been developed for both downtown
'I areas:
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Downtown Sub committee
Mayor's Task Force for Safer Streets
Appendix
SHORT TERM RECOMMENDATIONS
Downtown Northampton (Continued)
Identified Trouble Spots
User Group
Preliminary Recommendations
Main Street/Route 10 /State Street
Pedestrians
Cyclists
Drivers
Provide audible walk signal.
Increase "walk" time.
Make Street One -Way
Investigate installation of bike -lanes leading to
and through the intersection.
Investigate banning right turn on red for Main
Street to Route 10 turn.
intersection Crosswalks:
Excessive crossing distances for some.
Pedestrian signal phasing confusing.
Long signal cycle time, results in pedestrian
jaywalking.
Intersection layout inhospitable to cyclists.
Right turn on red from Main Street
(eastbound) onto Route 10.
Downtown Pedestrian Jaywalking:
Pedestrians
Drivers
Provide driver and pedestrian educational
information.
Investigate placing a crosswalk across Main
Street at Gothic Street. (Large volume of
pedestrians between Court and Bagel Store).
Bus Stops:
Bus Passengers
Drivers
Provide paved area at the Post Office bus stop
instead of grass strip to make it more suitable
for wheelchair access.
Reinstate Thornes Bus Stop.
Aggressively enforce no parking zones.
Move bus stop presently east of Cracker Barrel
Alley to the west side to prevent bus
obstruction of crosswalk.
Limited areas for passenger getting on and
off the bus.
Particular problems for passengers in
wheelchairs.
Some bus stops cause buses to obscure
pedestrians crossing in crosswalks
SHORT TERM RECOMMENDATIONS
Downtown Florence
Identified Trouble Spots
User Group
Preliminary Recommendations
Friendly's and Florence Savings Bank
Pedestrians
Install sidewalk Build -outs.
Increase visibility of crosswalk with different
surface material and/or color.
Install lights or reflectors in pavement surface.
Place crosswalk sandwich board in center of
road.
Provide driver and pedestrian educational
information.
Crosswalks:
Poor pedestrian visibility for drivers.
Parking too close to crosswalks.
Infrequent use by pedestrians who take
shortest route which is generally not the
crosswalk.
Mayor's Task Force for Safer Streets
Appendix
MEDIUM AND LONG TERM RECOMMENDATIONS
Downtown Northampton
Identified Trouble Spots
User Group
Preliminary Recommendations
Traffic Flow through Downtown:
Drivers
Cyclist
Review accident data to determine collision
patterns.
Investigate ways to improve traffic flow and
channelization through downtown.
Investigate ways to better accommodate
cyclists
Currently debating if confusing nature of
downtown has a positive or negative effect
on safety downtown due to low travel
speeds.
Unfriendly environment to cyclists.
Main Street/King Street Intersection:
Pedestrians
Drivers
Study improving efficiency of intersection, by
optimizing signal timing or investigating
alternate form of control (modern roundabout).
Long signal cycle time, results in
inefficiency and pedestrian jaywalking.
Main Street/Route 10 /State Street
Pedestrians
Drivers
Study improving efficiency of intersection, by
optimizing signal timing, making State Street
one -way or investigating alternate form of
control (modern roundabout).
Intersection:
Long signal cycle time, results in
inefficiency and pedestrian jaywalking.
Excessive crossing distances for some.
Intersection layout inhospitable to cyclists
Downtown as a Whole:
Drivers,
Cyclists
Pedestrians
Investigate changing the focus of the
downtown to be more pedestrian orientated.
Expand sidewalks, raise and change road
surface to match sidewalks. Etc.
Currently the Downtown is primarily
dominated by the motor vehicles.
MEDIUM AND LONG TERM RECOMMENDATIONS
Downtown Florence
Identified Trouble Spots
User Group
Preliminary Recommendations
Route 9/Park Street Intersection:
Drivers
Investigate traffic flow and alternative
intersection controls.
Safety problems related to queuing traffic
extending back into Meadow Street.
Drivers take risks entering into Route 9.
Pine Street/Park Street Intersection:
Drivers
Study Traffic Flow
Move Florence Community Center entrance to
Cortoselly Street
Create 3 way stop or roundabout
Dangerous intersection due to vehicle
speed, driveways and "who's going where"
syndrome
Mayor's Task Force for Safer Streets Appendix
Schools Sub committee
Rather than try to tackle developing a plan to address transportation safety at all the schools in
Northampton, the school zones sub committee started with one school, the Bridge Street school, to
develop a model that other schools could follow. The goals of the project were to: 1) improve safety
for children walking, riding and rolling to and from school, and 2) to encourage more people to leave
their cars at home and instead walk, ride or roll to school.
Process
We followed the following steps in our study of safety issues at the Bridge Street school.
Recruited parents, teachers and students to form a transportation safety committee;
Designed and conducted a survey, including a map, sending it home with students, to collect
information about street and sidewalk safety issues and concerns
Held a forum at lunch time to speak directly with students to inform and educate them about
transportation safety;
Received a 30% response rate to the survey;
Published the results and sent them home with students in a printed newsletter;
Beginning to take steps to implement some of the recommendations.
Priority Problems
Speeding
Sidewalks in disrepair
Not enough people walking
Too few crossing guards
Need things like the walking school bus and more education
Lack of consistent crosswalk striping
Recommendations:
Each school in Northampton should maintain a Safe Streets Committee comprising parents,
students, staff, and teachers to serve as a contact and planning group addressing safety
issues.
The School Department with the individual schools should host a School Zones Safety
Workshop at least once a year to teach, promote safety awareness, proper behavior and
habits and to consider new ideas.
A City position should be established (Safe Streets Coordinator) to manage traffic,
pedestrian and bicycling issues in a coordinated way between all the pertinent departments
this recommendation duplicates the general recommendation of the Task Force.
All arterial roads adjacent to schools should have mandatory yellow flashing "School Zones"
signage to alert drivers.
All lesser roads around schools should have proper signage indicating school zones and
reduced speed limits during certain prescribed hours.
All crosswalks with one mile of schools should be clearly striped with consistent graphic and
vertical bollards on busier street crossings.
Mayor's Task Force for Safer Streets Appendix
r7
Crossing guards are recommended at all arterial roads and particularly busy or dangerous
street crossings.
All sidewalks at a minimum within one mile of schools should be four feet wide, smooth,
well maintained, and ideally have three to four feet landscape buffer between the walk and
the street. These well- maintained, safe sidewalks will allow and encourage more residents,
children, and adults to walk, ride, or blade to school. Non vehicular transport of kids to
school accomplishes some of the following:
Fewer cars mean safer street, drop -off areas, less pollution and less traffic.
Exercise for the children, which means improved health.
Learning opportunities to and from school (responsibility, knowing neighbors and the
neighborhood, and scheduling time, etc.)
Action Plan Summary of Key Problems with Strategies to Address them.
Problem: School walking zone areas typically have a street or multiple streets that feel unsafe
to pedestrians due to speeding vehicles.
Action: 1. Petition State or City for flashing lights near schools.
2. Organize a grassroots effort to make signs that tell drivers to slow down.
3. Lobby the Police Dept. to more aggressively stop and ticket speeders.
Problem: Lack of crossing guards at critical street intersections.
Action: 1. Study schools, survey principals and parents to locate problem areas.
2. Develop incentive program with Police Department to get more candidates for
the job.
3. Better market the job opportunities for crossing guards, recruiting actively
among senior citizens.
Problem: Inconsistent design, and often missing crosswalk striping, at intersection where kids
are walking to school.
Action: 1. Petition DPW to paint striping. We suggest that the best design is parallel
striping, running with the direction of vehicle traffic and perpendicular to
pedestrians.
2. Vertical bollards should be placed at the busiest intersections.
Problem: Some sidewalks are missing and some are in disrepair within the one -mile walking
distance from schools.
Action: 1. Lobby the Mayor, City Council and DPW to bring all sidewalks up to acceptable
standards.
2. Use federal Housing and Urban Development funds to build sidewalks where
none exist.
Mayor's Task Force for Safer Streets Appendix
Problem: Parents do not, for various reasons, walk their children to school or have them walk
to school.
Action: 1. Fix all safety issues mentioned above.
2. Start a "Walking School Bus" program.
3. Develop an education, information program to inform parents of their walking
options and the benefits to the kids and parents that walking provides.
Problem: Schools do not have an organized way to promote walking, rather than driving, to
school.
Action: 1. All six public schools should maintain a Safe Streets Committee comprised of
parents, students and staff, in order to both solve safety questions and promote
walking.
2. School Department could become more active in promoting walking by hosting
a system -wide workshop on walking safety.
Details on the Walking School Bus
What Is It?
It is a school bus without the bus. Children, along with an adult, walk in a line with leaders
and "tailers" carrying flags.
Here is how it works:
Groups of kids with parent or guardian leaders meet at an agreed to neighborhood meeting
place (park or house) every day and they walk together in an organized fashion to school
and back home from school.
Who is it for?
For any family who walks to school now and would like to have others join, or wouldn't
mind sharing the responsibility of walking the kids.
For those families who currently do not walk their children because of safety concerns, but
who would consider walking if promised more supervision. Also, for families who could
share walking responsibilities a couple of days a week, or only mornings.
Flags. What are they for?
The flags are for the kids to hold at the front and back of the "Walking School Bus" line, in
order to identify the group. They will also make the group very visible to motorists and the
flags would be, simply, fun.
Flags. What should be on them?
The words," Walking School Bus and the name of the school children are walking to.
Mayor's Task Force for Safer Streets Appendix
Elm Street Sub committee
The Elm St. Sub Committee was charged with studying traffic safety issues along Elm St. near
Smith College, site of a tragic recent pedestrian fatality and long a concern of local residents and the
Smith community. The Sub Committee's goal was to treat the zone as a traffic calming pilot study,
making concrete recommendations that could serve as a model for other areas of the City.
The overarching problem identified along Elm St., as in many other neighborhoods and cities, was
that drivers (often arriving from the less residential stretch of Route 9 between Downtown and
Florence) speed through on the wide roadway, oblivious to the residential and campus nature of the
neighborhood and the associated pedestrian and bicycle traffic. The road is so wide in places that
drivers occasionally attempt to pass other vehicles that are sometimes stopped to allow pedestrians to
cross. Additionally, crosswalks in the area are poorly marked, are not highly visible, and are not
respected by drivers, and bicyclists feel intimidated by the high -speed traffic.
A wide range of possible solutions and approaches was discussed, including "The Three E's" of
traffic safety: Education, Enforcement, and Engineering. The recommendations considered included
possibly re- routing either automobile or pedestrian traffic through a tunnel or over a bridge, but this
approach was rejected as too costly and impracticable, as well as inconsistent with the desired multi
modal traffic mix.
Steps taken immediately to calm traffic and improve safety along Elm St. include:
An education campaign at Smith consisting of fliers handed out to students and motorists
alerting them to their respective rights and responsibilities;
D Police officers stationed near crosswalks to monitor traffic and enforce speeding and
pedestrian priority laws;
D A new ordinance prohibiting parking within 28 feet of Elm St. crosswalks, to enhance the
visibility of crossing pedestrians; and
Sandwich boards with prominent signage for motorists and pedestrians placed in crosswalks.
The sandwich boards alone were reported anecdotally to have had a significant effect in
slowing down motor vehicle traffic and encouraging drivers to yield to crossing pedestrians.
A final list of more far reaching recommendations was drawn up, approved by the Task Force, and
forwarded to the Mayor to request swift action.
The major improvements suggested, in addition to the parking change and education campaign
mentioned above, are:
Improve crosswalk safety by adding, for instance, "bulb- outs" (curb extensions), texture
(e.g., cobblestones), lights embedded in the roadway, and/or improved overhead lighting;
and
Add bicycle lanes to both sides of Elm St. to help make driver and bicycle placement more
predictable, to encourage shared roadway use, and to lessen the temptation to speed along
the wide roadway.
Smith College is also looking into ways to highlight the pedestrian nature of the Elm St.
neighborhood, for example by constructing a gateway or otherwise conveying to motorists a sense of
campus rather than throughway.
Mayor's Task Force for Safer Streets Appendix
Smith College has agreed to fund part or all of the implementation of the suggested improvements.
The engineering firm Fuss O'Neill, which is working on the Smith College Master Plan, is
conducting traffic counts along Elm Street. They have tentatively agreed to conduct a formal study of
the crosswalks and bicycle lanes; the Sub Committee expects that by mid spring of 2000 the DPW
will be ready to proceed with final engineering and implementation of the improvements.
Mayor's Task Force for Safer Streets Appendix
Outlying Areas Sub committee
The policy recommendations designed to produce safer conditions on secondary streets and outer
area roads are based on the traditional three tiered approach to transportation safety countermeasure
programs, education, engineering, and enforcement. This philosophical approach is supported by
local ordinances and state legislation, under the guidance of the proposed "City Safety Director"
working in conjunction with the proposed standing citizen and department head transportation
committee. To ensure objectivity on the committee, the citizen membership should represent a
majority of the committee.
An essential precursor to the success of the proposed program recommendations is that the city starts
immediately to improve and update its traffic records management system. Crash data is being
collected but never used. The Governor's Highway Safety Bureau and the National Highway Traffic
Safety Administration (NHTSA) are both committed to working with communities to improve traffic
records management. Northampton should pursue state and federal assistance.
The area of education applies to the City as a whole and should include the following:
A regular newspaper column or article, conspicuously placed, highlighting a transportation
safety tip or reminder.
Annual mailing of a street safety pamphlet to every city household.
Classroom instruction for every school system student at the beginning and end of each
school year. Class would include instruction, discussion, and a test.
Encourage City safety personnel to correct observed unsafe practices on the spot while on
patrol.
The information disseminated in the above activities should encompass all aspects of street safety.
Topics, which are considered "common sense" or are less publicized, should be included. A partial
listing of such topics would include:
Proper procedure for crossing a street where no crosswalk exists.
Walking or jogging with and without a dog on a street with no sidewalk.
Rules for cell phone use: "park, or hang up and drive
4 -way stop sign rules.
Bicycle safety.
Promote daytime driving with headlights on.
Information on typical auto insurance premium decreases and increases for good and bad
driving based on the safe driver insurance plan.
Hazards and risks created by parking in fire lanes.
Speed limits for driving in shopping area parking lots (Stop Shop, Big Y, etc.)
Engineering recommendations:
Red light running is on the increase nationwide and, in the process, is building a case for
increased use of 4 -way stop signs in lieu of expensive traffic lights. The effectiveness of 4-
way stop signs is based on the fact that two drivers must make a mistake at the same instant
to cause a crash, while only one mistake is required at a traffic light to cause a crash. The 4-
way stop signs recently installed at two dangerous intersections have almost eliminated
accidents at those locations.
Mayor's Task Force for Safer Streets Appendix
LI\
t,
Bicycle lanes should be installed in outlying areas where road width allows and included in
any road reconstruction plans such as those for Route 66.
Sidewalk and crosswalk installation should be considered in outer areas where justified by
potential pedestrian traffic volume.
With soundproofing and engineering features of newer cars, many speeders are "innocent"
people who truly do not mean to speed. Raise awareness with occasional signs: "Check
Speedometer —Are you speeding
Enforcement recommendations:
Enforcement of traffic laws is the primary countermeasure for speeding and other forms of unsafe
driving. Since the City has limited police resources available for traffic enforcement, and officers
cannot be everywhere, a more creative approach is required to change the behavior of drivers who
routinely speed whether deliberately or not. Vehicles from all other City departments should be made
available for police traffic enforcement in rotation on a regular periodic basis. As this practice
became widely known, and the news spread quickly, the perception that any City vehicle may be a
police radar unit would deter speeding.
The problem of limited human resources in traffic enforcement will not be rectified in the
foreseeable future and is probably here to stay. Fortunately we are in an age of electronic technology
which provides the means to compensate for the shortfall in human resources. Automated
enforcement devices are available, which use cameras to identify vehicles that speed, run red lights,
or run stop signs. A traffic ticket is mailed to the vehicle owner with information about the date,
time, location, and type of infraction. If the fine ..is:paid, no further action is taken; if contested, a
photo of the vehicle and license plate is presented in court. This practice also eliminates the need for
a ticketing officer to appear in court.
City ordinances:
After the death of a young girl, a city in Pennsylvania recently passed an ordinance banning
certain cell phone use while driving. Northampton needs such an ordinance with a stiff fine
penalty to end this dangerous practice. It is generally accepted that the minds of cell phone
users are not on driving and crash avoidance rests solely on the defensive driving skills of
those who encounter drivers using cell phones. A 1997 study has shown that accident risk
quadruples during cell phone use while driving.
Driving with headlights on during the day, even on a sunny day, is a proven safe practice.
Auto manufacturers are producing cars in which headlights are turned on automatically as
daytime running lights when the car is started. All motorcycles, all busses, and many trucks
operate with headlights on at all times. Connecticut has a law requiring headlights on in bad
weather. Yet a high percentage of vehicles in Northampton are driven without headlights in
rain, fog snowstorms, and other diminished visibility conditions. An ordinance is needed
requiring all motor vehicles to be operated with headlights turned on at all times.
State Legislation:
The Safe Driver Insurance Plan (SDIP) should be modified to increase the reward for safe drivers.
The SDIP utilizes a step system of surcharges and credits based on driving record. Step 15 is
designated a neutral step. Surcharges are assessed for the violations and crashes, which place the
driver at a higher step with insurance premiums increasing up to a maximum of 140 Safe driving
Mayor's Task Force for Safer Streets Appendix
earns credits, which place the driver below step 15 allowing premium decreases up to 42
Surcharge steps range from 16 to 35 while credit steps range from 14 to 9. A driver with surcharges
can reduce those surcharges by one point for each year of incident -free driving. However, there is a
three -year Clean Slate provision whereby if, after three years of incident -free driving, the driver's
SDIP step is still greater than 15, his SDIP step is set a 14. By contrast, a safe driver needs six years
of incident -free driving to reach step 9. If the safe driving record continues for 20 years, 40 years, or
even a lifetime, the driver's SDIP step remains at step 9. If everyone drove this safely, insurance
premiums would be reduced to a small administrative fee. Such exemplary driving should be
encouraged and rewarded. The state legislature should be petitioned to modify the SDIP so that the
credit step range is expanded to increase the economic incentive to be a good driver.
Safe Streets Program Funding:
All monies from traffic violation fines should be used to support the program.
Apply for Chapter 402 federal highway safety funding
Encourage donations from the general public, businesses, and other organizations.
The traffic light at Route 66 and Florence Road is expected to cost approximately $1 50,000.
Install cheaper, safer 4 -way stop signs at this intersection on a trial basis and if proven
effective, investigate the possible diversion of funds to the Safe Streets program. Install
cheaper, safer 4 -way stop signs and explore diversion of the savings to this program.
Miscellaneous:
Investigate the feasibility of a bus route connecting downtown Northampton, Florence center, Ryan
Road, Route 66 and Florence Rd. to reduce traffic volume and provide service to outlying residents
with limited transportation options.
Mayor's Task Force for Safer Streets Appendix
Making Northampton's Roadways Safer—an action plan
Mayor's Task Force for Safer Streets Appendix
April -June
City staff and
volunteers: Continue to
facilitate and oversee
transportation planning
process.
Consultant: wrap -up
data
goaew Nenuep
City staff and volunteers:
continue outreach
efforts, facilitate
planning process
Consultant: report on
existing data-> trends to
forecast problem areas
and solutions
October December
City staff and volunteers:
continue outreach efforts and
research other communities'
plans. Assure consideration of
land use concerns
Consultant: collect and analyze
existing data; research model
transportation plans
staff it!
aaqumidas -aunt
City staff: Coordinate outreach efforts of staff
and volunteers
Revise scope of work for Plan
commission or if a transportation commission
City staff: Mayor and Department heads make
commitment to assure adequate staffmg.
Downtown: determine if an existing entity
(perhaps downtown committee) can take on
responsibility for prioritizing and
implementing sub committee
recommendations.
Elm Street: Smith College implements
recommendations in collaboration with city
staff.
Schools: sub committee works with School
department to refine implementation plan.
Outlying areas: sub committee works with
city staff to fmd a home for implementation.
Traffic Policy: members work with city staff
on transportation plan and commission
creation.
Create a strategic
transportation plan
for the city of
Northampton
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Mayor's Task Force for Safer Streets
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Hampshire County Crash Data
Mayor's Task Force for Safer Streets Appendix
I
r The Western Massachusetts Traffic Safety Program
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Safe Roads examined a number of different crash statistics to determine which Hampshire County towns
have the most significant traffic safety problems. Total injuries, injury rates by population, total crashes,
crashes rates by population and fatal crashes for 1993 through 1997 were examined. This composite allows
for a comparison of crash and injury totals across five variables. These variables were chosen for contrast
because they examine large numbers of crashes and injuries as well as rates per population over a number of
years, which helps to create a statistically accurate and significant picture of the crash and injury problem. In
addition, these numbers represent five areas of impact targeted by Govemor's Highway Safety Bureau
funded regional programs.
Hampshire county towns were ranked in each category with 1 being the highest problem and 20 being the
lowest problem. Each of these rankings was added for a total score, which determined the rankings, listed
below.
Northampton
Haiilee
3 Easthampton*
Giannby..'
5/6 South Hadley*
'Aaihei t
7 Ware
8 ...Bel tieitorvii*
9 Williamsburg
10 PeIham i.
11 Southampton
12 Hatfield:
13 Cummington
14 Huntington--
15 Goshen
16 Westhampton
17 Plainfield
18 Middlefield
19 Chesterfield
20 Worthington
*Currently Sae Roads pilot towns.
Hampshire County Crash Data
Analyzed by the Safe Roads Program
i
446 .45.47 804'. 81.97
4.13 3 731; 69.
122 48.51 215 85.49
67 :48.80. 117 85.2E
130 29.03. 249. 55.61
1.19. 37.37 .240. 75.38
33 42.04 68 86.62
39.76 162 81.53
41 49.40 59 71.08
42 31.65 98 73.85
21 36.78 36 63.05
13 33.16 21 53.57
27 25.76 57 54.39
17 14.71 47 40.66
Hampshire County Human Services Department 99 Main St. Northampton, MA 01060. 413- 585 -1617 fax 413 584 -1465
sponsored by the Governor's Highway-Safety Bureau and Hampshire County Commissioners
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