25% DRAFT-Picture Main Street-609286_Functional Design Report
FUNCTIONAL
DESIGN REPORT
MAIN STREET
January 28, 2021
Prepared for:
Northampton Department of Public Works
125 Locust Street
Taunton, MA 01060
Submitted by:
Toole Design
2 Oliver Street, Suite 305
Boston, MA 02109
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CONTENTS
1 Introduction 4
1.1 Project Purpose and Need 4
1.2 General/Site Location 6
2 Existing Conditions 9
2.1 Existing Roadway Geometry 9
Corridors 9
Intersections 12
Public Transportation 23
Existing parking 24
Bicycle Network 24
Truck Routes 27
3 Safety Analysis 31
3.1 Safety Review 31
3.2 Crash Analysis and Identified Deficiencies 33
Signalized Intersections 34
Unsignalized Intersections 38
4 Traffic Volumes 42
4.1 Existing Traffic Count Data 42
Automatic Traffic Recorder Counts 43
Turning Movement Counts 45
4.2 Future Year Vehicle Volumes 55
Annual Background Growth Rate 55
Private and Other Specific Development Trips 58
5 MUTCD Signal Warrants 60
5.1 Traffic Data 61
5.2 Warrant Analysis 61
6 Proposed Design Alternatives 64
6.1 Public Engagement Up to Design Alternative Development 64
6.2 Geometric Design Alternatives 66
Alternative 1A: Four Vehicle Travel Lanes with Angled Parking and Separated Bike Lanes 66
Alternative 1B: four Vehicle Travel Lanes with Angled Parking 68
Alternative 2: Four Vehicle TraveL Lanes with Parallel Parking and Separated Bike Lanes 69
Alternative 3: Three Vehicle Travel Lanes with Angled and Parallel Parking and Separated Bike
Lanes 70
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Roundabout Analysis 73
6.3 Public Engagement From Alternative Development to Design Assessment74
6.4 Design Assessment 75
6.5 Preferred Design Alternative 78
Evolution of the Preferred Alternative 78
Separated Bike Lanes 80
Design for Trees 80
Sustainable Design 80
Truck Routes 81
6.6 Safety Enhancements 81
6.7 Work By Others 108
7 Traffic Signal Phasing Alternatives and Operational Analysis 110
7.1 Basic Signal Strategy 110
Pedestrian Phasing 110
Phase Separated Turns 111
Right Turn on Red Operations 112
Coordination 113
7.2 Signal Phasing Alternatives 113
Analysis Metrics 114
Main Street at West Street/Elm Street and State Street/New South Street 115
Main Street at King Street/Pleasant Street 118
Main Street at Market Street/Hawley Street 119
7.2 Scenario Analysis 120
8 Traffic Management 135
APPENDICES
Appendix A: Safety Review Components
Appendix B: Traffic Count Data
Appendix C: Signal Warrant Analysis
Appendix D: Traffic Operations at Main Street at West Street/Elm Street and State
Street/New South Street Technical Memorandum
Appendix E: Traffic Operations at Main Street at King Street/Pleasant Street Technical
Memorandum
Appendix F: Traffic Operations at Market Street/Hawley Street Technical Memorandum
Appendix G: Existing and Proposed Capacity Analysis
Appendix H: AutoTurn Diagrams
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s
CHAPTER 1:
INTRODUCTION
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1 INTRODUCTION
For over 300 years, Main Street has been a center for civic activity and commerce. Originally called 'Nonotuck' by
native people who inhabited the lane, Northampton was appropriated and settled by English colonizers in the mid-
1600s. The first store in Northampton opened in 1769 and by the 1800s a concentration of stores along the rutted
Main Street became a shopping destination for local goods and international luxuries. By the 1900s, brick
buildings had replaced wooden ones, giving Main Street much of the look and feel it maintains today.
Today, Main Street is not only a beloved place for locals and tourists to shop and dine but is recognized as a hub
for community activism, arts, culture, and more. The re-envisioning of Main Street through downtown
Northampton is a once in a lifetime generational opportunity with the potential to enhance the city’s social and
economic foundation, ensuring a bright future for this academic, artistic, and countercultural hub.
1.1 PROJECT PURPOSE AND NEED
The existing street design primarily serves to accommodate vehicular traffic, leaving limited space for comfortable
and accessible pedestrian and bicycle facilities. The vehicle-dominated roadway design through Northampton’s
downtown, coupled with a lack of accommodations for people walking and biking through the corridor, creates
unsafe conditions for all roadway users. These conditions are reflected by the inclusion of the entire project area
in the 2008-2017 Highway Safety Improvement Program (HSIP) bicycle and pedestrian crash clusters. These
crash clusters indicate that the study area intersections fall within the top 5% of high crash locations in
Massachusetts.
The reconstruction of Northampton’s Main Street is a natural extension of a decades-long history of proactive
planning. Numerous past and ongoing initiatives have led the City to this point, including initiatives focused
specifically on Main Street and those focused on Northampton as a whole.
The 2021 amendment to the Sustainable Northampton Comprehensive Plan1 lays the groundwork for
Northampton. The plan is built upon a common understanding that emerged through the community
process: that Northampton must "grow and change with a full understanding of this generation's
responsibility to leave behind a community that will not compromise the ability of future generations to
meet their needs." The plan lays out a number of guiding principles, and specifically calls to “make the
city increasingly more walkable, bikeable, and transit-oriented,” a goal that directly influenced the
planning and design process of the Picture Main Street project. As guided by the plan principles and call
for enhanced safety and accessibility for all modes of transportation, the project will better define and
expand sidewalk spaces, install accessible and ADA-compliant curb ramps, provide curb extensions to
shorten crosswalks in key locations, install dedicated and separated bike facilities in both directions
throughout the corridor, and update outdated signal equipment and timing/phasing plans at signalized
intersections.
The Climate Resilience and Regeneration Plan, an element of Sustainable Northampton2 commits
to important benchmarks - such as achieving carbon neutrality by 2050 - and provides a road map to
achieving them. Key recommendations that the Picture Main Street project can support include expanding
1 Sustainable Northampton, Comprehensive Plan. January 2008
(https://www.northamptonma.gov/DocumentCenter/View/838/SustainableNorthamptonPlan?bidId=)
2 https://www.northamptonma.gov/DocumentCenter/View/16237/Northampton-Resilience--Regeneration-Plan-as-adopted-2112021?bidId=
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stormwater management infrastructure, expanding sustainable transportation options, encouraging
development near downtown, and mitigating heat through open space and trees.
The 2020 ADA Self-Evaluation & Transition Plan and Section 504 Plan3 identifies recommendations
to ensure people with disabilities have equal access in all that the City does. While acknowledging the
extensive resources and work that has been done to improve accessibility throughout Northampton in
recent years, the plan includes recommendations such as providing accessible curb cuts at all
crosswalks, prioritizing snow removal of pedestrian routes in commercial areas, enforcement of parking
rules to ensure accessible routes are not blocked, and expansion of accessible parking spaces.
A Downtown Northampton for Everyone: Residents, Visitors, Merchants, and People at
Risk4 acknowledges the complex relationship between panhandling, people at risk, and Downtown
Northampton. With extensive consideration for the complicated societal context surrounding these issues,
the report offers a range of recommendations for community consideration that could help support at-risk
people while seeking to mitigate the concerns of merchants and others and provide services to residents
who might otherwise be suffering and panhandling (the Community Resilience Hub).
The 2018 Transit Mobility Alternatives Study5 examines ways to improve transit service along the
PVTA B43 route in Northampton, Hadley, and Amherst. With 72% Northampton's ridership activity
concentrated at just three stops - Smith College, the Academy of Music, and the Courthouse - the study
recommends enhanced bus stops with shelters, lighting, passenger information, seating, and bike parking
to support existing and future expanded transit use.
The 2017 Route 9 Safety and Livability Study6 addresses the history of crashes on Main Street and to
help advance the City's other livability goals. Key recommendations from the study include shortening
crosswalks, installing bike lanes, and adjusting traffic signals for more efficient vehicle and pedestrian
traffic flow.
The Walk Bike Northampton Plan, an element of Sustainable Northampton7 identified the
reconstruction of Main Streets with enhanced sidewalks, separated bike lanes, and preservation of a mix
of parallel and angled parking as a top project for improving safe and efficient transportation in the City.
The 2016 Main Street Walk/Bike Assessment, an element of Sustainable Northampton8 provides
recommendations to improve the safety of people walking and biking downtown. Key recommendations
include narrowing Main Street to shorten crossing distances, installing bike lanes, upgrading signal
equipment, and upgrading all curb ramps and sidewalks to meet the Americans with Disabilities Act
(ADA).
The Downtown Northampton Parking Management Study9 examined on and off-street parking
throughout the entire core of Downtown. The study found that parking is considered to be a scarce
resource and that drivers prefer to park on-street, even though on- street spaces on Main Street account
for only 10% of all parking spaces Downtown. The study found that the highest percentage of spaces
used within Downtown at any single time was 72%. The study also found that 23% of vehicles parked on
Main Street at any given time had been there for over 3 hours.
The 2006 Route 9 Railroad Overpass Safety Study10 provides recommendations to improve safety and
awareness of the low-clearance railroad bridge across Main Street.
3 http://archive.northamptonma.gov/WebLink/DocView.aspx?id=695817&dbid=0&repo=CityOfNorthampton&cr=1
4 https://northamptonma.gov/DocumentCenter/View/13414/Mayors-Work-Group-on-Panhandling-Study-Report---October-2019-PDF?bidId=
5 https://www.mass.gov/files/documents/2019/02/27/dot-Route_9_2018_Transit_Mobility_Rpt.pdf
6 http://archive.northamptonma.gov/WebLink/DocView.aspx?id=561637&dbid=0&repo=CityOfNorthampton
7 http://archive.northamptonma.gov/WebLink/DocView.aspx?id=561640&dbid=0&repo=CityOfNorthampton
8 https://northamptonma.gov/DocumentCenter/View/4987/NorthamptonBikeWalkAssessment_Final?bidId=
9 https://northamptonma.gov/DocumentCenter/View/3820/Downtown-Parking-Study-April-24-2015?bidId=
10 http://www.pvpc.org/sites/default/files/rte9_overp_final.pdf
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The 2005 Northampton Streetscape Improvement Plan11 recommends a range of interventions
focused on enhanced beauty and functions of Downtown. Key recommendations include defining travel
lanes within the street, providing bike lanes, new and shorter crosswalks, and the establishment of a civic
plaza in front of City Hall.
1.2 GENERAL/SITE LOCATION
The Main Street corridor in Northampton, Massachusetts is an approximately 0.4-mile segment extending from
West Street/Elm Street at the western limits to Market Street/Hawley Street at the eastern limits (Figure 1). The
corridor is a generally east-west-running principal arterial roadway operating under City of Northampton
jurisdiction, providing pedestrian, freight, transit, and vehicle transportation from surrounding residential streets to
Northampton’s downtown commercial area. The project area, which includes the Main Street corridor and ten
intersections, four of which are signalized, crosses the MassCentral Greenway and New Haven and Northampton
Canal Greenway and is located just east of Smith College and approximately one mile west of Interstate 91.
11 http://archive.northamptonma.gov/WebLink/DocView.aspx?id=113883&dbid=0&repo=CityOfNorthampton
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Figure 1. Main Street Corridor
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CHAPTER 2:
EXISTING CONDITIONS
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2 EXISTING CONDITIONS
The following section describes the existing characteristics of the Market Street corridor, the study area
intersections and the surrounding context of the project area.
2.1 EXISTING ROADWAY GEOMETRY
CORRIDORS
Elm Street/Main Street/Bridge Street (Route 9/Route 10)
Massachusetts Route 9 is a principal arterial roadway that is 135 miles long connecting Pittsfield’s city center in
the west to Copley Square in Boston to the east. Massachusetts Route 10 runs from the Connecticut-
Massachusetts border in Southwick to the Massachusetts-New Hampshire border in Northfield. Route 9 runs
along Main Street though the whole project area and Route 10 runs along Main Street between New South Street
and King Street. Main Street is part of the National Highway System (NHS) serving strategic transport facilities
such as rail and truck terminals, airports, and ports. Though Route 9 and Route 10 previously served major east-
west and north-south travel through Massachusetts, I-90 and I-91 primarily serve those movements now. The
study area generally runs in the east-west direction and is approximately 0.4-miles long between West Street/Elm
Street and Market Street/Hawley Street. Land use within the study area primarily consists of commercial and retail
locations, public greenspaces, and some residential uses. Smith College is located at the western end of the
study area and was noted to generate relatively high volumes of foot traffic in downtown Northampton during the
school year.
The street consists of two lanes in each direction between West Street/Elm Street and King Street/Pleasant Street
(Figure 2) before it narrows to one travel lane in each direction from King Street/Pleasant Street to the eastern
terminus of the project area (
Figure 3). The eastbound and westbound travel lanes are generally separated by a double yellow center line with
some median islands scattered throughout the corridor. Turning lanes are provided at all signalized intersections
except Market Street/Hawley Street. The speed limit in the study area is posted at 25 mph. The roadway curb-to-
curb width varies between approximately 54 and 102 feet throughout the corridor with approximately 9- to 28-foot
travel lanes. Pavement, pavement markings, and signage vary from good to poor conditions.
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Figure 2. Approximate Existing Main Street Cross Section from West Street/Elm Street to King Street/Pleasant Street
Figure 3. Approximate Existing Main Street Cross Section from King Street/Pleasant Street to Market Street/Hawley
Street
Concrete sidewalks with brick amenity zones are provided on both sides of the corridor, both of which are
generally in good condition. The amenity zone houses street furniture such as benches, streetlights, mailboxes,
waste receptacles, and bicycle racks. Sidewalks, including the amenity zone, vary between 6 feet and 20 feet
along Main Street which sees a high volume of pedestrians visiting downtown Northampton.
Conventional bike lanes are provided west of State Street/New South Street along Main Street. Dedicated space
for people biking along Main Street is not provided east of State Street/New South Street. The Pioneer Valley
Transit Authority (PVTA) and Franklin Regional Transit Authority (FRTA) both operate transit routes along Main
Street with four bus stops within the project area. On-street, metered parking is available throughout the corridor.
Further discussion of bicycle facilities, public transportation, and available parking is included in following
sections.
West Street (Route 66)
West Street is a primarily east-west roadway part of Route 66, the Massachusetts state highway running between
Huntington to the east to Main Street in the west for approximately 14 miles. Near Main Street the roadway
operates as a minor arterial under city jurisdiction and is part of the NHS. Land uses along the entirety of Route
66 primarily consist of residential homes and greenspaces, the roadway seeing more commercial retail locations
as it approaches Main Street and runs along the Smith College campus. Within the vicinity of the study area,
West Street operates as a two-way roadway with one travel lane in both directions and asphalt sidewalks on
either side of the roadway.
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State Street
State Street is an approximately 0.7-mile minor arterial roadway operating under city jurisdiction in the north-south
direction between Stoddard Street to the north and Main Street to the south. Land uses along State Street
primarily consist of residential homes with some retail locations as it approaches Main Street. Near the study
area, State Street operates as a two-way roadway with approximately 11-foot travel lanes and parking on one or
both sides of the roadway.
New South Street (Route 10)
New South Street is a primarily north-south running principal arterial roadway that is part of Massachusetts Route
10. Land uses along New South Street consist of residential homes. The New Haven and Northampton Canal
Greenway shared use path crosses New South Street approximately 575 feet south of Main Street. Within the
vicinity of the study area, New South Street operates with one travel lane in each direction, has varying-width
shoulders, and sidewalks on either side of the roadway.
Masonic Street
Masonic Street is a major collector roadway under city jurisdiction oriented in the north-south direction between
Center Street to the north and Main Street to the south. The roadway is approximately 0.1-mile long and land
uses primarily consist of commercial locations and parking lots. Masonic Street is a two-way roadway with a curb-
to-curb width of approximately 34 feet, unmarked travel lanes, and parking on the west side of the roadway.
Crafts Avenue
Crafts Avenue is an approximately 450-foot, major collector roadway operating under city jurisdiction. Crafts
Avenue is one-way southbound between Main Street to the north and Old South Street to the south, acting as a
one-way pair with Old South Street. The grade of Crafts Avenue is significant with the roadway sloping downhill
away from Main Street. Parking is available on the west side of Crafts Avenue within the street’s approximate 40-
foot curb-to-curb width.
Old South Street
Old South Street is approximately 0.3-mile long, northbound major collector roadway operating under city
jurisdiction. The roadway is two-way south of Hampton Avenue and is one-way northbound to Main Street. This
portion of the roadway acts as a one-way pair with Crafts Avenue. Old South Street sees a significant grade
change heading northbound towards Main Street and parallel parking is available on the east side of Old South
Street. The curb-to-curb width is approximately 30 feet.
Center Street
Center Street is a primarily east-west running major collector roadway operating under city jurisdiction. The two-
way roadway is approximately 950-feet long and runs between State Street to the west and Main Street to the
east. The curb-to-curb width is approximately 28 feet and parallel parking is available on both sides of the road
approximately 250 feet north of Main Street. The Northampton Police Department station, which serves as the
Northampton Police Department headquarters, is located just north of Main Street.
Gothic Street
Gothic Street is an approximately 0.2-mile-long major collector roadway operating under city jurisdiction between
Trumbull Road to the north and Main Street to the south. The two-way roadway has a curb-to-curb with of
approximately 28 feet and land uses primarily consist of municipal buildings, commercial locations, residential
homes, and parking lots.
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King Street (Route 5)
King Street is a minor arterial roadway that is part of United States Route 5 and Massachusetts State Route 10.
Route 5 is an approximately 300-mile, north-south U.S. highway extending from the southern border of
Connecticut to Vermont’s border with Canada. Within the vicinity of Main Street, King Street is a city-owned, two-
way roadway with one travel lane in each direction, parking on either side of the roadway, and an approximate 44-
foot curb-to-curb width. PVTA bus route 44 runs along King Street and has stops just north of Main Street. The
FRTA operates bus route 31 along King Street north of Main Street. Land uses along King Street within the
vicinity of the project area primarily consist of commercial and residential locations.
Pleasant Street (Route 5)
Pleasant Street runs primarily in the north-south direction between Conz Street to the south and Main Street to
the north. It is a principal arterial that is part of the NHS and operates under city jurisdiction within the vicinity of
Main Street. The roadway is approximately 0.6-mile long, consisting of one travel lane in each direction with
parking on both sides, and has a curb-to-curb width of approximately 44 feet. Land uses along Pleasant Street
primarily consist of commercial and residential locations. PVTA bus routes B48, G73E, and R41 run along
Pleasant Street and the New Haven and Northampton Canal Greenway crosses the roadway approximately 900
feet south of Main Street.
Strong Avenue
Strong Avenue is an approximately 650-foot-long local roadway operating under city jurisdiction. The curb-to-curb
width is approximately 40 feet and parking is available on both sides of the two-way roadway. In 2021, Strong
Avenue was closed to vehicle traffic for “Summer on Strong” which saw the space transformed to pedestrian
plaza with live music and outdoor dining between Memorial Day and Labor Day12. Summer on Strong is planned
for 2022.
Market Street
Market Street is an approximately 0.8-mile-long major collector roadway running in the north-south direction
between North Street and Main Street. The roadway operates under city jurisdiction and has an approximate 28-
foot curb-to-curb width. Parking is available on one side of the two-way roadway. Land uses primarily consist of
commercial and residential locations.
Hawley Street
Hawley Street is an approximate 0.4-mile-long local roadway running in the north-south direction between Main
Street and Holyoke Street. The two-way roadway operated under city jurisdiction and has an approximate curb-to-
curb width of 26 feet. Land uses primarily consist of residential homes with some commercial locations.
INTERSECTIONS
The intersections of Main Street at West Street/Elm Street and Main Street at State Street/New South Street are
located approximately 100 feet from one another. The close proximity of the intersections in conjunction with the
relatively high volumes of traffic flowing between them necessitates close coordination between the two
intersection to avoid queue spillback.
Main Street at West Street/Elm Street
Main Street at West Street/Elm Street is a three leg, actuated-coordinated, signalized intersection at the western
limits of the Main Street project area (Figure 4). West Street (Route 66) is a state highway beginning at Route 112
12 Fieldman, Luis. ‘A little alfresco’: Strong Avenue makeover provides new outdoor dining experience in Northampton. May 26 2021
(https://www.gazettenet.com/StrongAvenue-hg-05252021-40642962)
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in Huntington to the west with its terminus at Main Street in Northampton. The northbound approach of West
Street consists of a left turn lane and a right-turn lane. The Elm Street eastbound approach consists of a through
lane and a right-turn lane while the Main Street westbound approach consists of an exclusive left-turn lane and a
through lane. Though signage indicates that the eastbound right lane must turn right, field observations saw
vehicles in the right lane use it as a shared through/right-turn lane therefore existing conditions analysis is
conducted as such. Median islands separate the eastbound and westbound approach and receiving lanes.
Marked crosswalks with curb ramps and flashing-hand indications are provided across the West Street
northbound approach. A conventional bike lane is provided along the eastbound and westbound approaches.
Right turns on red are allowed for the eastbound and northbound approaches.
Figure 4. Main Street at West Street/Elm Street and State Street/New South Street
The Main Street at West Street/Elm Street and Main Street at State Street/New South Street intersections operate
with 110 second cycle lengths. At West Street/Elm Street, phasing begins with the eastbound and westbound
approaches running concurrently with the southern crosswalk, the westbound left turn is permitted through this
phase. Then, the West Street northbound left turn and right turn run before the Main Street westbound left turn
and West Street northbound right turn overlap. The signal phasing at Elm Street/West Street can be seen in
Figure 5.
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Figure 5. Main Street at West Street/Elm Street Existing Phasing Diagram
Main Street at State Street/New South Street
Main Street at State Street/New South Street is a four leg, actuated-coordinated signalized intersections
approximately 100 feet east of the West Street/Elm Street intersection (Figure 4). The Main Street eastbound
approach consists of a left turn lane, two through lanes, and a right turn lane. A conventional bike lane is provided
between the outermost through lane and the right turn lane and bicycle queue boxes are provided in front of the
eastbound approach. The Main Street westbound approach consists of a dedicated left turn lane, a through lane,
and a right turn lane. The State Street southbound approach consists of a shared left-turn/through lane and a right
turn lane. The northbound approach of New South Street consists of a right turn lane which is channelized and
operates freely despite there being a crosswalk traversing the lane approach.
Crosswalks are provided across the northern, eastern, and southern legs of the intersection in addition to a
diagonal crosswalk from the southwest corner to the northeast corner within the intersection field. A ValleyBike
Share station is located on the southern side of Main Street just east of State Street/New South Street in front of
the Academy of Music and Pulaski Park. Furthermore, eastbound and westbound bus stops are located on the
eastern leg of Main Street in the block between New South Street/State Street and Masonic Street (Figure 6). The
eastbound bus stop is considered a major pulse point in Northampton that sees frequent boarding and alighting,
transfers, and layovers for nine bus routes operated by the PVTA and FRTA.
Figure 6. Pulaski Park Seating (left) Next to Eastbound Bus Stop on South Side of Main Street (right)
At State Street/New South Street, the Main Street eastbound and westbound left turns run concurrently with the
diagonal crosswalk through the middle of the intersection field and a State Street southbound right turn overlap.
Next, the crosswalks traversing State Street and New South Street receive a leading pedestrian interval (LPI)
before running concurrently with the eastbound and westbound through and right turn movements along Main
Street. The eastbound right turn receives a protected right turn arrow if the pedestrian push button for the
southern crosswalk is not actuated. When the crosswalk is activated, the eastbound right turn follows the through
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movement green ball. Alternatively, the westbound right turn receives a green ball regardless if the northern
crosswalk is actuated or not. The northbound and southbound movements then operate sequentially with split
phasing while the eastbound right turn and westbound right turn overlap, respectively. The New South Street
northbound right turn and crosswalk across the channelized right turn are not integrated to the signal and are free
running. The eastern crosswalk from the channel island to the north side of Main Street runs concurrently with the
northbound left-turn/through movement. Signal phasing at State Street/New South Street can be seen in Figure 7.
Right turns on red are permitted for all approaches except the Main Street westbound approach.
Figure 7. Main Street at State Street/New South Street
Main Street at Masonic Street
Main Street at Masonic Street is a three-leg unsignalized intersection approximately 250 feet east of Main Street
at State Street/New South Street (Figure 8). The Main Street eastbound and westbound approaches consist of
general-purpose travel lanes and the Masonic Street southbound approach consists of a shared left-turn/through
lane. Crosswalks are provided across Masonic Street and the eastern leg of Main Street to provide access from
the north side of the roadway to Pulaski Park, the eastbound bus stop, and the Academy of Music. A bus stop
serving PVTA and FRTA westbound buses is located on the western leg of Main Street. Multiple locations
including the on the near side of Masonic Street along Main Street and within the intersection field at the State
Street/New South Street intersection. The bus stop was returned to its current location around 2018 to reduce bus
and vehicle collisions and increase passenger convenience and safety when transferring to the eastbound bus
stop.
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Figure 8. Main Street at Masonic Street
Parallel, on-street parking is provided along both sides of all approaches except the east side of Masonic Street.
There is an off-street lot located along Masonic Street approximately 100 feet north of Main Street that has
accessible parking spaces and a ChargePoint Charging Station.
Main Street at Crafts Avenue
Main Street at Crafts Avenue is a three-leg, unsignalized intersection with access to Cracker Barrel Alley on the
north side of the street (Figure 9). The Main Street eastbound and westbound approaches consist of general-
purpose travel lanes and there is no Crafts Avenue approach because the roadway is one-way southbound away
from Main Street. Crafts Avenue has a significant grade change heading southbound, its intersection with Main
Street acting as the peak of the crest curve. Cracker Barrel Alley is a recently converted pedestrian walkway that
provides access to a parking lot along Masonic Street. The roadway used to provide vehicular access to the
parking lot but was closed to vehicles in 2018 to mitigate the safety issues caused by the blind approach to the
Main Street curve.
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Figure 9. Main Street at Crafts Avenue/Cracker Barrel Alley and Old South Street
Crosswalks are provided across the western leg of Main Street and Crafts Avenue and there are no bike facilities
within the vicinity of the intersection aside from bicycle parking on the southwest corner next to Northampton City
Hall. Vehicle parking is available along both sides of all roadways, except along Cracker Barrel Alley and the east
side of Crafts Avenue. West of Crafts Avenue, there is parallel parking along Main Street, east of Crafts Avenue
there is head-in angled parking on Main Street, and along the west side of Crafts Avenue there is head-in angled
parking.
Main Street at Old South Street
Main Street at Old South Street is a three-leg, unsignalized intersection approximately 125 feet east of Crafts
Avenue (Figure 9). Old South Street acts as a one-way pair with Crafts Avenue, operating northbound towards
Main Street and consisting of a dedicated left-turn lane and right-turn lane at the intersection. The Main Street
eastbound and westbound approaches each consist of two through lanes, a small median island on either leg
separating the approach and receiving lanes. The median island on the eastern leg of the intersection acts as a
crossing island for the rainbow-colored, Main Street crosswalk (Figure 10). Angled parking is provided along both
sides of Main Street except at the eastbound bus stop on the eastern leg of Main Street. Parallel parking is
available on the eastern side of Old South Street.
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Figure 10. Rainbow Crosswalk and Crossing Island on Eastern Leg of Main Street at Old South Street (north side,
looking south)
Main Street at Center Street
Main Street at Center Street is a three-leg, unsignalized intersection where the First Churches of Northampton
sits on the northeast corner (Figure 11). The Center Street southbound approach consists of a shared left-
turn/right-turn lane and the Main Street eastbound and westbound approaches consist of general-purpose travel
lanes. Crosswalks are provided across Center Street and the western leg of Main Street and angled parking is
available along both sides of Main Street. Parallel parking is available on the west side of Center Street
approximately 125 feet north of the intersection.
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Figure 11. Main Street at Center Street and at Gothic Street
Main Street at Gothic Street
Main Street at Gothic Street is a three-leg, unsignalized intersection approximately 175 feet east of Center Street
and approximately 175 feet west of King Street/Pleasant Street (Figure 11). The Gothic street approach consist of
a shared left-turn/right-turn lane and the Main Street eastbound and westbound approaches consist of general-
purpose travel lanes. No crosswalks are provided across Main Street at this location. Angled parking is provided
along the south side of Main Street and the western leg of the north side. A westbound bus stop is located on the
eastern leg of Main Street. A painted median on the western leg and a curbed median on the western leg
separate the approach and receiving lanes on Main Street.
Main Street at King Street/Pleasant Street
Main Street at King Street/Pleasant Street is a four leg, fully actuated, signalized intersection towards the eastern
end of the Main Street project area (Figure 12). The southbound approach of King Street, the northbound
approach of Pleasant Street, and the eastbound approach of Main Street consist of an exclusive left-turn lane,
through lane, and right-turn lane. The westbound approach of Main Street consists of an exclusive left-turn lane
and a wide lane that is generally utilized by vehicles as two separate unmarked lanes that operate as a through
lane and a shared through/right-turn lane13. For existing conditions analysis, the intersection is modeled as it
predominately operates, as two separate lanes. Marked crosswalks with curb ramps and flashing-hand indications
13 The westbound receiving lane also similarly consists of one wide lane, however, functionally operates as two receiving lanes
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are provided across all approaches. There are no bicycle facilities provided at the intersection or along the
intersection approaches. All corners of the intersection have “No Right on Red” signage.
Figure 12. Main Street at King Street/Pleasant Street (northwest corner, looking southeast)
The Main Street at King Street/Pleasant Street cycle length is 141 seconds with the signal phasing represented in
Figure 13. Phasing includes a protected/permitted eastbound and westbound left turns, an exclusive pedestrian
phase, and protected/permitted northbound and southbound left turns. The exclusive pedestrian phase must be
actuated by a person walking or biking.
Figure 13. Main Street at King Street/Pleasant Street Existing Phasing Diagram
Main Street at Strong Avenue/Merrick Lane
Main Street at Strong Avenue/Merrick Lane is currently a four-leg, unsignalized intersection approximately 300
feet east of King Street/Pleasant Street (Figure 14). All approaches to the intersection consist of general-purpose
travel lanes with parking available on both sides of the roadways; parallel parking is available along Main Street
and Strong Avenue while angle parking is provided along Merrick Lane. Merrick Lane is a privately-owned
roadway planned for acquisition by the City of Northampton. The City plans to end vehicle access via Merrick
Lane and install bicycle and pedestrian facilities in the future. A crosswalk is provided across Strong Avenue and
the western leg of Main Street.
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Figure 14. Main Street at Strong Avenue/Merrick Lane and at Market Street/Hawley Street
A pedestrian and bicycle bridge and railroad bridge are located approximately 100 feet east of the intersection
(Figure 15). The pedestrian/bicycle bridge provides access to trails within Northampton including the MassCentral
Rail Trail and the New Haven and Northampton Rail Trail. The sidewalk under the bridge is elevated relative to
the roadway, restricting access to the parallel parking along Main Street. A ValleyBike Share Station is located on
the southern crosswalk next to stairs that provide access to the pedestrian/bicycle bridge and the Northampton
Amtrak station. The bridges are low with 11 feet of clearance space which cannot accommodate large heavy
vehicles such as tractor trailers. Strong Avenue acts as a final escape route for eastbound vehicles approaching
the bridge.
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Figure 15. Pedestrian and Bicycle Bridge just East of Strong Avenue/Merrick Lane
Main Street at Market Street/Hawley Street
Main Street at Market Street/Hawley Street is a four leg, fully actuated, signalized intersection at the eastern end
of the Main Street project area (Figure 14). The Market Street southbound approach, the Bridge Street westbound
approach, and the Hawley Street northbound approach consist of general-purpose travel lanes. The Main Street
eastbound approach is marked as an approximate 28-foot general purpose travel lane; field observations saw this
approach operating as a shared left-turn/through lane and a short right-turn lane where parallel parking ends. For
existing operations, the eastbound approach is modeled as it operates, with two approach travel lanes. Marked
crosswalks with curb ramps and flashing-hand indications are provided across all approaches. There are no
bicycle facilities provided at the intersection or along the intersection approaches. Right turns on red are restricted
for the eastbound approach. Parking is available on both sides of the western leg of Main Street and on the south
side of the eastern leg of Bridge Street. Hawley Street acts as a final escape route for westbound heavy vehicles
approaching the low-clearance bridge just to the east.
The Main Street at Market Street/Hawley Street cycle length is 101.5 seconds with the signal phasing represented
in Figure 16. Phasing includes concurrent eastbound and westbound approach movements, an exclusive
pedestrian phase, and concurrent northbound and southbound approach movements. The exclusive pedestrian
phase must be actuated by a person walking or biking. Right turns on red are allowed for all approaches except
the Main Street westbound right.
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Figure 16. Main Street at Market Street/Hawley Existing Street Phasing Diagram
PUBLIC TRANSPORTATION
The Pioneer Valley Transit Authority (PVTA) and Franklin Regional Transit Authority (FRTA) both operate transit
routes along Main Street. The FRTA operates route 31 from Northampton to Greenfield Mondays through Fridays
with about 2-hour headways between State Street and King Street along Main Street. The PVTA operates the
following routes along Main Street:
» 39 (Smith College/Hampshire College/Mount Holyoke College),
» 39E (Smith/Mount Holyoke Express),
» R41 (Northampton/Easthampton/HCC),
» R42 (Northampton/Williamsburg),
» B43 (Northampton/Hadley/Amherst),
» R44 (Florence Heights vis King Street and Bridge Road),
» B48 (Northampton/Holyoke via Route 5), and
» The Nashawanuck Express.
There are four bus stops along Main Street within the project area: eastbound and westbound stops at Masonic
Street (Academy of Music), an eastbound stop at Old South Street, and a westbound stop at Gothic Street
(Courthouse). The eastbound bus stop in front of the Academy of Music is a major transit hub serving all routes to
Northampton. Before the COVID-19 Pandemic beginning in March 2020, over 265,000 trips started or ended at
the Academy of Music in 2019 and over 60,000 bus trips started or ended at the westbound Courthouse stop. The
eastbound Academy of Music stop is a major pulse point acting as a transfer location where buses arrive and
leave around the same time to minimize passenger wait time.
Two of the four bus stops (eastbound Academy of Music stop and westbound Courthouse stop) have bus shelters
and all stops have benches for people who are waiting. Buses sometimes have difficulty pulling up directly to the
curb at stops which requires people to get on and off the bus from the street.
Regional transit providers including Amtrak, Peter Pan, and Greyhound all have a station or bus stop within a five-
minute walk of the project area. These stations and their services provide connections to Eastern Massachusetts,
Vermont, Connecticut, and beyond. In 2019, people took over 22,000 trips starting or ending at Northampton’s
Amtrak Station which can be accessed along Main Street between Strong Avenue and Market Street/Hawley
Street. The Peter Pan bus terminal is located approximately 500 feet south of Main Street at Crafts Avenue’s
intersection with Old South Street. A Greyhound bus stop is located approximately 900 feet south of Main Street
on Conz Street.
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EXISTING PARKING
One hundred thirty-six on-street parking spaces are available on Main Street within the project area, including 84
angled parking spaces and 52 parallel parking spaces. Of these existing spaces, 75% (102 spaces) are located
west of King Street/Pleasant Street and 25% (34 spaces) are to the east. Available spaces west of Crafts Avenue
and east of King Street/Pleasant Street primarily consist of parallel spaces and the remaining consisting of head-
end, angled spaces. Five spaces (4%) in the project area are reserved for people with disabilities. Within the
context of the core downtown area (the area within a five-minute walk of Main Street), parking spaces on Main
Street make up 8% of all available parking. Approximately 1,580 parking spaces are available within the
Downtown Northampton core, approximately 543 of which are on-street spaces, including those on Main Street.
There are also over 1,000 additional off-street parking spaces in the downtown area that are privately owned, and
which were not included in this analysis. Some of the primary parking lots available near Main Street are on Old
South Street, Masonic Street, Amory Street along Pleasant Street, and Gothic Street.
A study14 of parking utilization within the downtown area completed in 2015 showed that use of on-street parking
spaces was highest on weekday afternoons when 73% of spaces were occupied. On Saturday, use of on-street
Downtown parking spaces was highest in the evening when 81% of spaces were occupied. Parking on Main
Street is metered with a 2-hour maximum time limit for $1.00 per hour. The 2015 parking study showed that 23%
of people parked on Main Street stay for three or more hours.
BICYCLE NETWORK
People biking can access the MassCentral Rail Trail and the New Haven and Northampton Canal Greenway at
Northampton’s Amtrak Station, Union Station (Figure 17). The MassCentral Rail Trail extends to the north of the
station while the New Haven and Northampton Canal Greenway extends to the south from the station. This well-
established trail network brings people near downtown where there is little to no dedicated space for people on
bikes on Main Street. Conventional bike lanes are provided to the west of State Street/New South Street and
bicycles ride within mixed traffic east of State Street/New South Street. People biking are expected to follow
vehicular traffic signals at the signalized intersections throughout the corridor. At the King Street/Pleasant Street
and Market Street/Hawley Street a mix of behavior is currently observed by bicycles travelling through the
intersections, with some bicyclists waiting to use the vehicular traffic signals and others using the existing
exclusive pedestrian phases depending on when in the signal cycle they arrive at the intersections.
14 Walker Parking Consultants. Parking Management Study, Downtown Northampton, MA. April 24, 2015.
(https://northamptonma.gov/DocumentCenter/View/3820/Downtown-Parking-Study-April-24-2015?bidId=)
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Figure 17. Existing Bike Travelways, ValleyShare Bike Stations, and Bike Rack(s) within Vicinity of Project Area
Level of traffic stress (LTS) is a planning tool used to quantify the level of traffic stress that a person bicycling is
likely to perceive while riding on any street or path. The analysis correlates to traffic stress with the physical and
operational characteristics of roadways and crossings. It is based on the premise that a person’s level of stress on
a bicycle decreases as separation from vehicular traffic increases and as traffic volume and speed decrease. The
result of the analysis is a numerical traffic stress ranking for every block, from the lowest stress (LTS 1) to the
highest stress (LTS 4). The analysis is based on the Mineta Transportation Institute’s15 research on low-stress
bicycling and network connectivity. It uses a weakest link principle to score road segments based on vehicular
speed, volume, curbside use, and bicycle facility width/separation, as shown in Figure 18 for bicycles riding in
mixed traffic and Figure 19 for bicycles riding in bike lanes not adjacent parking lanes. The LTS for people biking
along Main Street in existing conditions varies between LTS 2 and LTS 3, as indicated in Table 1.
15 Mekuria, M., Furth, P., and Nixon, H., Low-Stress Bicycling and Network Connectivity, Mineta Transportation Institute (2012)
(http://www.northeastern.edu/peter.furth/wp-content/uploads/2014/05/LTS-Tables-v2-June-1.pdf).
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Figure 18. Mineta Transportation Institute's Level of Traffic Stress Rankings for Mixed Traffic Conditions
Figure 19. Mineta Transportation Institute's Level of Traffic Street Rankings for Mixed Traffic Conditions
Table 1. Level of Traffic Stress Criteria and Rankings along Main Street
Evaluation Criteria
West Street/Elm Street to
New South Street/State
Street
New South Street/State
Street to King
Street/Pleasant Street
King Street/Pleasant
Street to Market
Street/Hawley Street
Biking Condition Conventional Bike Lanes Mixed Traffic Mixed Traffic
Number of Travel
Lanes per Direction 2 2 1
Effective ADT 8,001+ vpd
Bike Lane Width 5 ft - -
Prevailing Speed 25 mph
LTS 2 3 3
In 2019, people took 11,643 trips starting and ending at the six ValleyBike stations within the vicinity of the project
area (Figure 17). On average, each trip was six miles and lasted 32.5 minutes. Many of the trips start at the
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stations around Main Street start and end at the same station, suggesting that people use ValleyBike for
recreational trips and not for commuting or shopping trips to/from home. Most bike racks on Main Street provide
space for one or two people to park their bikes. Today, there are 45 bike racks on Main Street, the majority of
which are clustered around the Academy of Music or located within Pulaski Park. Between the rainbow crosswalk
at Old South Street and Strong Avenue, there are 10 bike racks available for use (Figure 17).
TRUCK ROUTES
The 11-foot underpass at the pedestrian and bicycle bridge and the railroad bridge requires heavy vehicles to
circumvent the bridge to avoid striking it. The eastern-most bridge is a dead bridge that remains to prevent
damage and subsequent time delays for inspection to the bridge that carries the railroad tracks. Approaching the
bridge from the east, low clearance warnings begin to be provided approximately 1.5 miles west of the bridge in
Hadley. Signage on the approach to Interstate 91 ramps indicate that westbound trucks should turn right to
Damon Road then left onto King Street to access Main Street west of the bridge. The eastbound route similarly
suggests using the King-Damon reroute to avoid the low-clearance bridge. Figure 15 shows where existing
signage is located to reroute traffic away from the bridge.
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Figure 20. Existing Truck Warning Signs ahead of the Low-Clearance Bridge along Main Street (Source: Pioneer
Valley Planning Commission)
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The Route 9 Railroad Overpass Safety Study conducted in August 2006 says that the alternate route signs are
often white, small, and posted too low, making them difficult to see16. In 2021 there have been four bridge strikes
between January and October and there were three strikes in 2020 and 2019 each. Strikes have caused damage
to the underside of the dead bridge and prolonged delays along Main Street while trucks are being removed. The
study suggested a number of recommendations to improve the existing truck route warning system, including
adding and improving signage as well as installing an active warning system with audible alarms and message
sign when an over-height vehicle triggers a beam across the approach roadways.
Figure 21. Bridge Strike in June 2020 causing Damage to Dead Bridge and Truck17
16 Pioneer Valley Planning Commission, Route 9 Railroad Overpass Safety Study. August 2006
(http://www.pvpc.org/sites/default/files/rte9_overp_final.pdf)
17 Trains in the Valley, Route 9 Railroad Overpass in Northampton (https://trainsinthevalley.org/route-9-railroad-overpass-in-northampton/)
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CHAPTER 3:
SAFETY ANALYSIS
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3 SAFETY ANALYSIS
Toole Design performed a safety analysis in conjunction with a Road Safety Audit at the project area intersections
and corridors to identify and evaluate possible safety issues that may exist. Crash data was obtained by the
Northampton Police Department and Massachusetts State Police Department to support both efforts. The
following section discusses the crash history patterns and potential roadway features that may contribute to such
patterns.
3.1 SAFETY REVIEW
In January 2016, WalkBoston and MassBike conducted an assessment of pedestrian and bicycle facilities
provided along Main Street between West Street/Elm Street and King Street/Pleasant Street. The assessment,
attached in Appendix A, captured pedestrian and bicycle activity while local colleges were in session and while
those modes saw their highest activity throughout the year. Key findings of the report highlight the walkable
environment of downtown Northampton but identify the wide cross section of Main Street as a barrier between the
shops, restaurants, and other amenities on either side of the street. The undefined lanes and poor sight distances
due to parked cars was attributed to the crashes involving pedestrians and rear ends when drivers unexpectedly
yield to pedestrians in crosswalks. Furthermore, the assessment said the wide, undefined travel lanes, angled
parking, and complex intersections make it difficult to navigate Main Street on a bicycle.
A Road Safety Audit (RSA) was conducted on Thursday, November 21, 2021 and its subsequent report can be
found attached in Appendix A. RSAs are a prerequisite for meeting funding criteria under the Federal Highway
Administration’s (FHWA) Local and Rural Safety Program. Additionally, RSAs are required where all or part of a
proposed project is eligible for the Highway Safety Improvements Program (HSIP). Within the project area, the
intersection of Main Street at King Street/Pleasant Street is part of the 2014-2016 HSIP crash cluster indicating
that it falls within the top 5% of high crash locations in Massachusetts (Figure 22). The entire project corridor also
falls within the 2008-2017 HSIP pedestrian and bicycle crash clusters (Figure 23).
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Figure 22. Highway Safety Intersection Program Vehicle Crash Clusters within the Project Area
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Figure 23. Highway Safety Intersection Program Bicycle and Pedestrian Crash Clusters with the Project Area
All Safety Issues and Potential Safety Enhancements from the RSA Report are provided on Table 10 through
Table 19 in Chapter 6 of this Functional Design Report. Responses are given to indicate how the proposed safety
issues will be addressed in this project at the two intersections evaluated in the RSA.
3.2 CRASH ANALYSIS AND IDENTIFIED
DEFICIENCIES
Toole Design reviewed crash data available from the Northampton and Massachusetts Police Departments crash
data inventory between the years 2015 and 2017. Crash rates are determined based on the number of crashes
per million vehicles entering the intersection. The average MassDOT District 2 crash rate for signalized
intersections is 0.89 and is 0.62 for unsignalized intersections18. Crash rates, crashes per year, crash severity,
and crash type are summarized for signalized and unsignalized intersections in Table 2 and Table 3, respectively.
A total of 167 crashes occurred throughout the corridor, 82 at signalized intersections, 74 at unsignalized
intersections, and 11 at the bridge underpass between Strong Avenue and Market Street/Hawley Street.
Discussion of the frequently occurring crash types and the potential cause of those crashes as identified in the
18 MassDOT Intersection and roadway crash rate data for analysis (https://www.mass.gov/service-details/intersection-and-roadway-crash-rate-
data-for-analysis)
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RSA and Pedestrian and Bike Audit are discussed in the following sections. Additionally, the following sections
outline some of the additional deficiencies identified in the RSA that were not attributed to crashes. Collision
diagrams and crash summary tables can be found in the RSA attached in Appendix A.
SIGNALIZED INTERSECTIONS
Main Street’s intersections with King Street/Pleasant Street and Market Street/Hawley Street have crash rates
above MassDOT District 2’s average rate of 0.89 at signalized intersections (Table 2). A majority of collisions at
signalized intersections occurred in 2015 and most, 76%, resulted in property damage only. The most common
crash type was angle collisions (32%), followed by rear-end collisions (29%), and sideswipes in the same
direction (22%).
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Table 2. Signalized Intersections Crash Summary (2015-2017)
West St/
Elm St
State St/ New
South St
King St/
Pleasant St
Market
St/
Hawley St
Total Percent of
Total
Year
2015 5 11 9 8 33 40%
2016 7 4 11 7 29 35%
2017 2 7 7 4 20 24%
Total 14 22 27 19 82 -
Severity
Property Damage 10 14 24 14 62 76%
Non-fatal Injury 4 8 3 5 20 24%
Fatality 0 0 0 0 0 0%
Type
Single Vehicle 0 5 3 5 13 16%
Rear-end 3 7 9 5 24 29%
Angle 10 4 5 7 26 32%
Sideswipe, same direction 1 5 10 2 18 22%
Sideswipe, opposite direction 0 1 0 0 1 1%
Head-on 0 0 0 0 0 0%
Total 14 22 27 19 82 -
Crash Rate 0.55 0.78 0.94 1.08 - -
District Average Rate 0.89 0.89 0.89 0.89 - -
Red text indicates where intersection crash rates exceed District 2 averages for signalized intersections.
Main Street at West Street/Elm Street and State Street/New South Street
Among Main Streets intersections with West Street/Elm Street and State Street/New South Street there were 36
crashes in the period analyzed between 2015 and 2017, twelve (33%) of which resulted in non-fatal injuries. The
three most frequently reported crash types include:
» Angle collisions (14 crashes, 39%);
» Rear-end collisions (10 crashes, 28%); and
» Sideswipe (same direction) collisions (6 crashes, 17%).
Angle Collisions
RSA attendees attributed the majority of the angle collisions at both intersections to the wide roadway, offset
geometries, and inconsistent signal equipment and indications that complicate turn movements and confuse
drivers. For example, the Main Street westbound left turn lane onto West Street and the Main Street westbound
right turn lane onto State Street are not provided dedicated signal indications, and instead utilize the indications
provided for the through lanes. Missing indications such as these were noted to be confusing because drivers are
unsure how their movement is controlled within the dedicated turning lanes. Furthermore, while the signal
indications for Main Street, Elm Street, and West street approaches are mounted on mast arms, the indications
for the State Street and New South Street approaches are post mounted on the far side of the intersection. Post
mounted indications are acceptable by MUTCD standards in certain settings; however, mast arm mounted signal
indications provide greater visibility of signal heads which can enhance driver understanding of signal timing and
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phasing as they approach an intersection19. Due to the skewed nature of Main Street at State Street/New South
Street, signal visibility is important in maintaining controlled flow through the intersection.
Sideswipe Collisions
The six sideswipe collisions at the intersections were primarily attributed to poor pavement markings, sign clutter,
and poor advance lane assignment signage. There are no lane assignment designations for the West Street
northbound approach or Main Street approach at State Street, and the Main Street eastbound approach at New
South Street consists of two through lanes but the receiving lanes are wide and unmarked. The pavement
markings and signage are also inconsistent or poorly placed in some locations. For instance, the Elm Street
eastbound approach operates as a dedicated through lane and a shared through/right-turn lane. There are no
advance warnings or pavement markings ahead of the intersection indicating that the outer lane of Elm Street is a
right-turn only lane, but at the intersection a “RIGHT LANE MUST TURN RIGHT” sign faces the eastbound
approach. Though the sign is likely a warning sign for the Main Street eastbound right turn at New South Street,
the placement faces the Elm Street eastbound approach at West Street which may confuse drivers.
Rear-end Collisions
Roadway and traffic control features that are most often attributed to rear-end collisions, as seen on all legs of the
intersection, include inadequate change intervals, speeding to avoid being stopped by a red light, poor signal
visibility, and poor pavement friction. RSA team members noted that many of the crashes at the intersection were
congestion related, specifically the ten rear-end collisions. The relatively lower visibility of the post mounted
indications, as compared to those that are mounted on mast arms, may also be attributed to these rear-end
collisions.
Additional Observed Deficiencies
In addition to the features attributed to collisions above, the RSA noted additional roadway and traffic control
deficiencies that may be confusing or unsafe to drivers, pedestrians, and cyclists through the intersections. First,
the driveway on the south side of Main Street between West Street and New South Street results in unpredictable
turning movements going into and out of the driveway. RSA team members observed Main Street westbound
drivers at West Street making a U-turn and cutting across all eastbound approach travel lanes to access the
driveway. The team also saw drivers turn left out of the driveway, continue in the opposing eastbound approach
travel lanes, and then merge into Main Street westbound traffic within the intersection. Both movements are
unpredictable and unsafe for people driving through Main Street at West Street/Elm Street and State Street/New
South Street.
The RSA noted several deficiencies for people walking and biking through both intersections. At West Street/Elm
Street, team members said that the proximity to Smith College evokes high volumes of jaywalking on Elm Street
between Bedford Terrace and West Street, some using the median island along Elm Street at West Street as a
median island despite no marked crosswalks or curb ramps. The curvature of the Elm Street eastbound approach
also results in the rear passenger side corner of vehicles blocking the bike lane. Blocking the bike lane makes it
more difficult for people biking to establish themselves ahead of vehicles during a red light. When bicycles have
full access, they may ride to the front of the queue and establish themselves ahead of vehicles so they may have
priority through their approach to New South Street where they must weave with motor vehicles. With the
approach blocked, people biking are in mixed with vehicle traffic through the large conflict zone.
At State Street/New South Street, the Main Street eastbound right turn lane is controlled by a green ball when the
southern crosswalk is actuated by a pedestrian and with a green arrow when the crosswalk is not actuated. RSA
19 MUTCD, Part 4D: Traffic Control Signal Features, Section 4D.11 Number of Signal Faces on an Approach, Support 06
(https://mutcd.fhwa.dot.gov/htm/2009/part4/part4d.htm)
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team members noted that the permitted/protected control is confusing and suggested evaluating the effectiveness
of having the movement be protected or permitted, rather than permitted/protected.
For people crossing along the diagonal crosswalk from the southwest corner to the northeast corner at State
Street/New South Street, the existing marked crosswalk is faded and difficult to see. Considering the nature of the
crosswalk through the middle of the intersection during concurrent left turn phases, it is important that they are
highly visible during the long exposure. The Main Street eastbound and westbound left turns run concurrently with
the pedestrian crossing that calls for 31 seconds when actuated. This time was noted to be too long for those
vehicular movements, and it was suggested that the crosswalk layouts be adjusted and any additional time within
the cycle be reallocated to other movements, specifically the State Street southbound approach that was said to
only allow approximately three vehicles to exit before the end of its phase. RSA team members noted that the
timing and phasing of both signals was “inefficient in meeting the needs of existing traffic demands.” Finally, the
bicycle queue boxes at the Main Street eastbound approach to New South Street are not painted green and their
placement after the short block between West Street and New South Street makes it difficult for people biking to
utilize them.
Main Street at King Street/Pleasant Street
At Main Street at King Street/Pleasant Street there were 27 crashes in the period analyzed between 2015 and
2017, three of which resulted in non-fatal injuries. The three most frequently reported crash types include:
» Sideswipe collisions (10 crashes, 37%);
» Rear-end collisions (9 crashes, 33%); and
» Angle collisions (3 crashes, 11%).
Sideswipe Collisions
RSA attendees attributed seven of the ten sideswipe collisions at the intersection to poor pavement marking
conditions that lead to a misunderstanding among drivers regarding appropriate lane assignment and usage when
approaching and navigating the intersection. Specifically, team members said the Main Street eastbound right
lane was often confused with a parking space, and the four sideswipe collisions on the southwest corner involving
right turning vehicles were likely a result.
Rear-end Collisions
Roadway and traffic control features that are most often attributed to rear-end collisions, as seen on all legs of the
intersection, include inadequate change intervals, speeding to avoid delay, poor signal visibility, and poor
pavement friction. Though none of these features were specifically called out by RSA team members or within
each rear-end collision’s respective crash report, they are the features most commonly associated with rear-end
collisions.
Angle Collisions
Three of the four angle collisions at the intersection involved eastbound left-turning drivers colliding with
westbound through drivers on Main Street. The crash reports reviewed suggested these collisions occurred
during the permitted left-turn phase of the eastbound and westbound movements when the left-turning vehicle
failed to yield to oncoming traffic. For the eastbound left drivers, it may be difficult to judge gaps in the two-
opposing westbound through and through/right travel lanes.
Additional Deficiencies
For people walking at Main Street at King Street/Pleasant Street, audit members noted pedestrians often cross
diagonally from opposite corners of the intersection instead of along marked crosswalks. The pedestrian
clearance time programmed for the exclusive pedestrian phase is inadequate for a diagonal crossing, but RSA
attendees said pedestrians are willing to take the risk to avoid having to wait through the long cycle length for the
next exclusive pedestrian phase.
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Furthermore, the RSA notes the narrow sidewalk on the northwest corner of the intersection acts as a pinch point
unable to accommodate the high volumes of pedestrians that queue in that space waiting to cross. The northwest
corner is also the location of a ValleyShare bikeshare station and a bus stop is located just to the west of the
station. The amenities on this corner and the foot traffic attracted to them often creates congested walking
conditions through the narrowed portion of the sidewalk.
Main Street at Market Street/Hawley Street
At Main Street at Market Street/Hawley Street there were 19 crashes in the period analyzed between 2015 and
2017, five of which resulted in non-fatal injuries. The two most frequently reported crash types were angle
collisions (seven crashes, 37%) and rear-end collisions (five crashes, 26%).
Angle Collisions
RSA attendees attributed the seven angle collisions to vehicles phases occurring concurrently with one another
for all movements, though specifically the northbound and southbound movements due to the skewed
approaches and the wide geometry of the Hawley Street northbound approach. Four of the seven angle collisions
were between northbound and southbound vehicles. These drivers are expected to have difficulty finding gaps in
the opposing travel lanes because of the poor sight lines of opposing travel lanes and difficulty in finding gaps in
that traffic as a result. Team members suggested evaluating the feasibility of providing protected left-turn phasing,
narrowing the Hawley Street approach to better align with the Market Street approach, installing lane tracking
pavement markings through the intersection, and relocating Market Street and Hawley Street signal heads to
overhead mast arms to increase safety for all vehicles.
Rear-end Collisions
Team members noted that the post office approximately 250 feet east of the intersection along Bridge Street may
be a source of some of the rear-end collisions on the eastern leg as it attracts a large number of trips and
because some drivers were observed using the post office’s access points to avoid the Market Street/Hawley
Street intersection. The rear-end collisions on the eastern leg may also be due to the parallel parking on the south
side of Bridge Street where vehicles may stop abruptly to pull into a parking space or to let a parked vehicle exit
their space. RSA recommendations do not specifically address the rear-end collisions.
Additional Deficiencies
RSA team members noted that the exclusive pedestrian phase timing was not sufficient for people crossing from
one corner of the intersection to the other despite such observed behavior. It was suggested that either the
exclusive pedestrian phase be extended to allow for the diagonal crossings or that concurrent phasing be
evaluated to reduce delay for all users.
UNSIGNALIZED INTERSECTIONS
Main Street’s intersections with Masonic Street, Old South Street, and Gothic Street have crash rates that exceed
MassDOT’s District 2 average rate of 0.62 for unsignalized intersections (Table 3). A majority of the collisions at
the unsignalized intersections occurred in 2017 and most, 77%, resulted in property damage only. The most
common crash types were angle collisions (31%), single-vehicle collisions (28%), and rear-end collisions (26%).
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 39
Table 3. Unsignalized Intersections and Bridge Overpass Crash Summary (2015-2017)
Masonic
St
Crafts
Ave
Old
South
St
Center
St
Gothic
St
Strong
Ave
Unsignalized
Intersections
Total
Percent of
Unsignalized
Intersection
Total
Bridge
Overpass
Year
2015 5 0 3 5 4 1 18 24% 3
2016 5 3 10 2 2 3 25 34% 2
2017 5 4 6 4 7 5 31 42% 6
Total 15 7 19 11 13 9 74 - 11
Severity
Property
Damage 8 7 14 8 13 7 57 77% 11
Non-fatal
Injury 7 0 5 3 0 2 17 23% 0
Fatality 0 0 0 0 0 0 0 0% 0
Type
Single
Vehicle 6 2 5 3 1 4 21 28% 11
Rear-end 6 3 4 2 3 1 19 26% 0
Angle 2 0 5 6 7 3 23 31% 0
Sideswipe,
same
direction
1 2 5 0 2 0 10 14% 0
Sideswipe,
opposite
direction
0 0 0 0 0 1 1 1% 0
Head-on 0 0 0 0 0 0 0 0% 0
Total 15 7 19 11 13 9 74 - 11
Crash
Rate 0.94 0.44 0.97 0.59 0.73 0.51 - - -
District
Average
Rate
0.62 0.62 0.62 0.62 0.62 0.62 - - -
Red text indicates where intersection crash rates exceed District 2 averages for unsignalized intersections.
Main Street at Masonic Street
Of the 15 collisions occurring at Masonic Street, five involved vehicles turning southbound left out of Masonic
Street, three of which collided with pedestrians in the crosswalk across Main Street. RSA attendees noted that the
wide cross section of Main Street makes it difficult to judge gaps in traffic when attempting to turn southbound left
from Masonic Street to eastbound Main Street. Attendees also observed that there is not a stop line or stop sign
for the Masonic Street southbound approach. The lack of signage and markings may amplify the safety risks of
the approach as drivers may not be fully aware that they are required to stop.
Six rear-end collisions occurred along Main Street at Masonic Street, three heading eastbound towards the
crosswalk and three heading westbound towards the crosswalk. RSA team members said the westbound
collisions were likely a result of congestion and spillback from the State Street/New South Street intersection.
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 40
The audit team identified that the intersection sees relatively high volumes of pedestrians due to its proximity to
Pulaski Park and the eastbound pulse point bus stop on the south side of Main Street. The crosswalk across Main
Street was said to be highly utilized though there were occurrences of people crossing at unmarked locations
across Main Street. The team also observed that large groups of people waiting for the bus near the crosswalk
make it difficult for drivers to be able to tell when pedestrians are going to cross the crosswalk and that buses
often encroach on the crosswalk when a car is parked in the single space on the south side, west of the
crosswalk.
Main Street at Crafts Avenue
Seven collisions occurred at the intersection, three involving rear-end collisions on the eastbound and westbound
approaches to the crosswalk across Main Street. Rear-end collisions like these at the approach to crosswalks can
often be attributed to poor sight lines of people within the crosswalk that result in a following driver not realizing
the leading vehicle is yielding for a pedestrian waiting to cross. The wide cross section of Main Street and the
parking that inhibits views of the curb ramps may result in poor visibility of pedestrians attempting to cross Main
Street.
RSA attendees said that the wide curb radius of the southeast corner of the intersection and the down sloping
grade of Crafts Avenue away from the intersection results in drivers making high speed turns from Main Street to
Crafts Avenue. This was noted to be concerning due to the poor visibility of the crosswalk across Crafts Avenue
that difficult to see due to street furniture, the curve of the roadway, and the angled parking on the southeast
corner.
Main Street at Old South Street
The primary roadway feature attributed to the collisions at the intersection is the steep uphill grade of Old South
Street as it approaches Main Street. RSA team members said that the steep grade results in drivers being unable
to see the crosswalks across Main Street as well as approaching eastbound and westbound drivers. The steep
grade paired with sight challenges imposed by the angled parking make it difficult for drivers to enter or cross
Main Street traffic.
Main Street at Center Street
RSA team members said that the limited sightlines of the Center Street southbound approach makes it difficult to
enter or cross Main Street traffic, especially with respect to the wide Main Street cross section that becomes more
congested as it approaches the King Street/Pleasant Street intersection. These limited sightlines are apparent at
the crosswalk as well due to the alignment, parking, and oncoming traffic from Main Street.
Main Street at Gothic Street
Similar to Center Street, Gothic Street has difficult sightlines on its approach to Main Street which make it difficult
to enter of cross Main Street traffic. The angled parking at the intersection was attributed to the four of the 13
collisions at the intersection as drivers back out of these spots into oncoming traffic.
Main Street at Strong Avenue
Audit team members observed that Main Street westbound drivers typically make wide turns and do not slow
when turning left onto southbound Strong Avenue.
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 41
CHAPTER 4:
TRAFFIC VOLUMES
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 42
4 TRAFFIC VOLUMES
Toole Design utilized traffic counts collected in 2019 to evaluate corridor and intersection operations within and
around the project area. The following section outlines the 2019 traffic conditions at all study area intersections
4.1 EXISTING TRAFFIC COUNT DATA
Traffic volume data were collected by automatic traffic recorders (ATRs) and video collection turning movement
counters (TMCs) throughout the study area to analyze vehicular, pedestrian, and bicycle activity. The locations of
the ATR and TMC recordings can be seen in Figure 24.
Figure 24. Traffic Count Locations in Project Area
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 43
AUTOMATIC TRAFFIC RECORDER COUNTS
ATR counts were conducted for 24 hours each in 2019 between Strong Avenue and Market Street and between
Masonic Street and Crafts Avenue on:
Tuesday, April 30th,
Wednesday, May 1st, and
Saturday, November 2nd.
The Saturday ATRs at both locations include data for both eastbound and westbound traffic while the weekday
counts do not include eastbound Main Street traffic between Masonic Street and Crafts Avenue. The weekday
eastbound Main Street traffic between Masonic Street and Crafts Avenue were estimated based on 15-minute
directional distributions Table 4 summarizes the existing traffic data collected by the ATRs including daily volume,
design hour volumes, peak-hour percentage (K), directional distribution, vehicle class breakdown, and 85th
percentile speed.
Table 4. Weekday Average Daily Traffic (ADT) Count Summary
Between Masonic Street & Crafts Avenue Between Strong Avenue & Market
Street/Hawley Street
Eastbound* Westbound
Eastbound
&
Westbound
Eastbound Westbound
Eastbound
&
Westbound
Average Daily
Traffic 6,711* 5,925 12,635 7,253 6,750 14,002
Design Hour
Volume 515* 427 940 549 526 1,059
K Factor 7.7%* 7.2% 7.4% 7.6% 7.8% 7.6%
Directional
Distribution 53%* 47%* - 52% 48% -
85th Percentile
Speed (mph) - 20 - 21 23 -
Vehicle Classification
Bikes - 1% - 10% 4% 7%
Light Vehicles - 94% - 79% 87% 83%
Heavy
Vehicles - 4% - 4% 6% 5%
Unclassified - 1% - 7% 3% 5%
*Eastbound metrics estimated based on directional distributions at count location located between Strong Avenue
and Market Street/Hawley Street
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 44
The average daily traffic variations for the ATR located between Masonic Street and Crafts Avenue can be seen
in Figure 25 and Figure 26 for the ATR located between Strong Avenue and Market Street/Hawley Street.
Figure 25. Average Daily Traffic Variations - Main Street between Masonic Street and Crafts Avenue (*eastbound
metrics estimated based on directional distributions at count location located between Strong Avenue and Market
Street/Hawley Street)
Figure 26. Average Daily Traffic Variations – Main Street between Strong Avenue and Market Street/Hawley Street
0
250
500
750
1,000
1,250
12:00 AM02:00 AM04:00 AM06:00 AM08:00 AM10:00 AM12:00 PM02:00 PM04:00 PM06:00 PM08:00 PM10:00 PMVolume (vehicles/hour)Tues., April 30, 2019*
Wed., May 1, 2019*
Sat., November 2, 2019
Average
0
250
500
750
1,000
1,250
12:00 AM02:00 AM04:00 AM06:00 AM08:00 AM10:00 AM12:00 PM02:00 PM04:00 PM06:00 PM08:00 PM10:00 PMVolume (vehicles/hour)Tues., April 30, 2019
Wed., May 1, 2019
Sat., November 2, 2019
Average
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 45
TURNING MOVEMENT COUNTS
Weekday turning movement counts (TMCs), provided in Appendix B, were collected on Wednesday, May 1, 2019
between 7:00 am and 9:00 am and between 3:00 pm and 7:00 pm at all study area intersections. Counts were
redone at Main Street at Market Street/Hawley Street on Wednesday, September 25, 2019 and at Main Street at
Center Street and at Gothic Street on Wednesday, November 6, 2019. Analysis determined that counts did not
require seasonal adjustments. Saturday midday TMCs were collected on November 2, 2019 at all study area
intersections except Main Street at Center Street and Main Street at Gothic Street. Saturday midday counts at
those two intersections were projected based on assumptions considering surrounding intersection volumes and
relative proportions during weekday peak hours.
Peak hours by intersection fall between 7:45 am and 9:00 am in the morning peak hour, 4:15 pm and 6:00 pm in
the evening peak hour, and 11:15 am and 2:00 pm on midday Saturdays. Table 5 outlines the morning and
evening peak hours recorded at each intersection. Analysis determined the network peak hour is from 8:00 am to
9:00 am in the morning peak hour, 4:45 pm to 5:45 pm in the evening peak hour, and 1:00 pm and 2:00 pm on
Saturdays midday. The intersection peak hours and the calculated network peak hour are consistent with ATR
data.
Table 5. Peak Hours by Intersection
Main Street at… Morning Peak
Hour (am)
Evening Peak Hour
(pm)
Saturday Midday Peak Hour
(am/pm)
West Street/Elm Street 8:00 – 9:00 4:15 – 5:15 11:15 – 12:15
State Street/New South Street 7:45 – 8:45 4:30 – 5:30 11:45 – 12:45
Masonic Street 8:00 – 9:00 4:45 – 5:45 12:00 – 1:00
Crafts Avenue 8:00 – 9:00 5:00 – 6:00 11:30 – 12:30
Old South Street 8:00 – 9:00 4:45 – 5:45 11:30 – 12:30
Center Street 7:45 – 8:45 5:00 – 6:00 -
Gothic Street 7:45 – 8:45 4:30 – 5:30 -
King Street/Pleasant Street 8:00 – 9:00 4:30 – 5:30 11:15 – 12:15
Strong Avenue 8:00 – 9:00 4:45 – 5:45 1:00 – 2:00
Market Street/Hawley Street 8:00 – 9:00 4:45 – 5:45 1:00 – 2:00
Network 8:00 – 9:00 4:45 – 5:45 1:00 – 2:00
Existing traffic volumes for the morning, evening, and Saturday midday peak hour can be found in Figure 27
through Figure 29. Pedestrian and bicycle counts were also conducted. Pedestrian volumes during the peak
hours can be found in Figure 30 through Figure 32 and bicycle volumes can be found in Figure 33 through Figure
35. All ATR and TMC data can be found in Appendix B.
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6/29/2020EXISTING VEHICULAR VOLUMES
AM PEAK HOUR
JUNE 29, 2020
PAGE 1 OF 9
*BRIDGE@ MARKET & HAWLEY AM COUNTS WERE REDONE
ON WEDNESDAY, SEPTEMBER 25, 2019. ADDITIONALLY,
MAIN @ CENTER & MAIN @ GOTHIC COUNTS AM & PM
WERE REDONE ON WEDNESDAY, NOVEMBER 6, 2019. IT
WAS DETERMINED THAT THE UPDATED COUNTS DID NOT
REQUIRE SEASONAL ADJUSTMENT.
MAIN STREET (ROUTE 9) NORTHAMPTON FUNCTIONAL DESIGN REPORT
DATA COLLECTED: MAY 1, 2019*
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377
6/29/2020EXISTING VEHICULAR VOLUMES
PM PEAK HOUR
JUNE 29, 2020
PAGE 2 OF 9
*BRIDGE@ MARKET & HAWLEY AM COUNTS WERE REDONE
ON WEDNESDAY, SEPTEMBER 25, 2019. ADDITIONALLY,
MAIN @ CENTER & MAIN @ GOTHIC COUNTS AM & PM
WERE REDONE ON WEDNESDAY, NOVEMBER 6, 2019. IT
WAS DETERMINED THAT THE UPDATED COUNTS DID NOT
REQUIRE SEASONAL ADJUSTMENT.
MAIN STREET (ROUTE 9) NORTHAMPTON FUNCTIONAL DESIGN REPORT
DATA COLLECTED: MAY 1, 2019*
H
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.
(RT
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208
7/3/2020EXISTING VEHICULAR VOLUMES
SATURDAY MIDDAY PEAK HOUR
JUNE 29, 2020
PAGE 3 OF 9
MAIN STREET (ROUTE 9) NORTHAMPTON FUNCTIONAL DESIGN REPORT
DATA COLLECTED: NOVEMBER 2, 2019*
*MAIN ST AT GOTHIC ST COUNTS WERE NOT COLLECTED,
COUNTS DETERMINED THROUGH CALCULATIONS BASED
ON ASSUMPTIONS FROM SURROUNDING INTERSECTIONS &
AM & PM PEAK HOUR COUNTS.
H
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.
(RT
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38
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3452
1
12
4518
6/29/2020EXISTING PEDESTRIAN VOLUMES
AM PEAK HOUR
JUNE 29, 2020
PAGE 4 OF 9
*BRIDGE@ MARKET & HAWLEY AM COUNTS WERE REDONE
ON WEDNESDAY, SEPTEMBER 25, 2019. ADDITIONALLY,
MAIN @ CENTER & MAIN @ GOTHIC COUNTS AM & PM
WERE REDONE ON WEDNESDAY, NOVEMBER 6, 2019. IT
WAS DETERMINED THAT THE UPDATED COUNTS DID NOT
REQUIRE SEASONAL ADJUSTMENT.
MAIN STREET (ROUTE 9) NORTHAMPTON FUNCTIONAL DESIGN REPORT
DATA COLLECTED: MAY 1, 2019*
H
AW
L
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.MARKET ST
.BRIDGE ST. (RT. 9)S
T
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.
(RT
.
9
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MAIN
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T. (
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9,
1
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134
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166
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110
186
130
144
97
193
181
87
22
127187
9
37
11393
6/29/2020EXISTING PEDESTRIAN VOLUMES
PM PEAK HOUR
JUNE 29, 2020
PAGE 5 OF 9
*BRIDGE@ MARKET & HAWLEY AM COUNTS WERE REDONE
ON WEDNESDAY, SEPTEMBER 25, 2019. ADDITIONALLY,
MAIN @ CENTER & MAIN @ GOTHIC COUNTS AM & PM
WERE REDONE ON WEDNESDAY, NOVEMBER 6, 2019. IT
WAS DETERMINED THAT THE UPDATED COUNTS DID NOT
REQUIRE SEASONAL ADJUSTMENT.
MAIN STREET (ROUTE 9) NORTHAMPTON FUNCTIONAL DESIGN REPORT
DATA COLLECTED: MAY 1, 2019*
H
AW
L
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Y
S
T
.MARKET ST
.BRIDGE ST. (RT. 9)S
T
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O
N
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A
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MER
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A
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(
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ST
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(RT
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5
,
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.CRAFTS AVE.MASONIC ST.STATE ST.NEW SOUTH ST. (RT. 10)WEST ST. (RT. 66)ELM ST
.
(RT
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MAIN
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7125
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27
237
135
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77122
286
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159192
6/29/2020EXISTING PEDESTRIAN VOLUMES
SATURDAY MIDDAY PEAK HOUR
JUNE 29, 2020
PAGE 6 OF 9
MAIN STREET (ROUTE 9) NORTHAMPTON FUNCTIONAL DESIGN REPORT
DATA COLLECTED: NOVEMBER 2, 2019*
*MAIN ST AT GOTHIC ST COUNTS WERE NOT COLLECTED,
COUNTS DETERMINED THROUGH CALCULATIONS BASED
ON ASSUMPTIONS FROM SURROUNDING INTERSECTIONS &
AM & PM PEAK HOUR COUNTS.
H
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.
(RT
.
9
)
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9,
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1
6/29/2020EXISTING BICYCLE VOLUMES
AM PEAK HOUR
JUNE 29, 2020
PAGE 7 OF 9
*BRIDGE@ MARKET & HAWLEY AM COUNTS WERE REDONE
ON WEDNESDAY, SEPTEMBER 25, 2019. ADDITIONALLY,
MAIN @ CENTER & MAIN @ GOTHIC COUNTS AM & PM
WERE REDONE ON WEDNESDAY, NOVEMBER 6, 2019. IT
WAS DETERMINED THAT THE UPDATED COUNTS DID NOT
REQUIRE SEASONAL ADJUSTMENT.
MAIN STREET (ROUTE 9) NORTHAMPTON FUNCTIONAL DESIGN REPORT
DATA COLLECTED: MAY 1, 2019*
H
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T
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.BRIDGE ST. (RT. 9)S
T
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N
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A
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MER
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A
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.
(
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.
(RT
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5
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10
)
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.
CE
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R
S
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.OLD
SOU
TH
S
T
.CRAFTS AVE.MASONIC ST.STATE ST.NEW SOUTH ST. (RT. 10)WEST ST. (RT. 66)ELM ST
.
(RT
.
9
)
MAIN
S
T. (
R
T.
9,
1
0)
0
0
0
0
1
0
0
0
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202163050
0 5
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6/29/2020EXISTING BICYCLE VOLUMES
PM PEAK HOUR
JUNE 29, 2020
PAGE 8 OF 9
*BRIDGE@ MARKET & HAWLEY AM COUNTS WERE REDONE
ON WEDNESDAY, SEPTEMBER 25, 2019. ADDITIONALLY,
MAIN @ CENTER & MAIN @ GOTHIC COUNTS AM & PM
WERE REDONE ON WEDNESDAY, NOVEMBER 6, 2019. IT
WAS DETERMINED THAT THE UPDATED COUNTS DID NOT
REQUIRE SEASONAL ADJUSTMENT.
MAIN STREET (ROUTE 9) NORTHAMPTON FUNCTIONAL DESIGN REPORT
DATA COLLECTED: MAY 1, 2019*
H
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6/29/2020EXISTING BICYCLE VOLUMES
SATURDAY MIDDAY PEAK HOUR
JUNE 29, 2020
PAGE 9 OF 9
MAIN STREET (ROUTE 9) NORTHAMPTON FUNCTIONAL DESIGN REPORT
DATA COLLECTED: NOVEMBER 2, 2019*
*MAIN ST AT GOTHIC ST COUNTS WERE NOT COLLECTED,
COUNTS DETERMINED THROUGH CALCULATIONS BASED
ON ASSUMPTIONS FROM SURROUNDING INTERSECTIONS &
AM & PM PEAK HOUR COUNTS.
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 55
4.2 FUTURE YEAR VEHICLE VOLUMES
Future traffic volumes reflect project, city, regional, and state goals on mode shift and emission reduction,
concepts of reduced demand, and local traffic trends surrounding the project area.
ANNUAL BACKGROUND GROWTH RATE
The MassDOT Traffic and Safety Engineering 25% Design Submission Guidelines suggest use of a background
growth rate to develop future conditions traffic volumes. Guidelines suggest background growth under the
assumption that motor vehicle traffic volumes would continue to grow across the state and that by growing the
volumes, future traffic congestion could be avoided. Motor vehicle traffic growth is inappropriate for this project
considering the project goals and emissions reductions goals of the Pioneer Valley Planning Commission (PVPC)
and City of Northampton. First, the goals of this project include increasing the mode shares of walking, biking, and
transit, and reducing the mode share for vehicular traffic on Main Street. The appropriate basis of design for this
project should therefore be reduced volumes, not increased motor vehicle traffic. Second, the State of
Massachusetts, the PVPC, and the City of Northampton have policies in place that encourage reducing emissions
of greenhouse gases to address the climate crisis. The redesign of our streets to encourage walking, biking, and
transit by making it safe and comfortable is a powerful tool to reduce the greenhouse gas emissions from the
State.
The following sections present the concept of induced and reduced demand, and also presents historic traffic
volumes and trends for Main Street and Northampton.
Induced Demand and Reduced Demand
Conventional engineering practices give priority to avoiding traffic congestion over other important functions of
streets. This practice has left cities with streets that carry more vehicular traffic than necessary and conditions that
are undesirable and unsafe in supporting a multimodal, vibrant downtown, especially for people walking and
biking. If a vehicle trip is made easy and cheap in terms of time and/or money with conveniences such as free
parking and uncongested roads, more people will choose to drive. “Induced traffic” is a term that describes an
increase in motor vehicle traffic volume that follows an increase in capacity or reduction in vehicle travel times. If
the capacity of a street or network is reduced or changes are made that increase travel time and lower speeds,
driving becomes a less appealing travel choice, thus resulting in a reduction of traffic demand, or “traffic
evaporation.” While some trips are still necessary to access offices, schools, medical appointments, grocery
stores, and shops, other discretionary types of trips can be diverted to other modes, routes or times of day, or not
made at all20,21 (Figure 36). It is expected that some reduced demand or traffic evaporation on Main Street will
occur through the implementation and expansion of enhanced pedestrian and bicycle facilities that will welcome
and encourage a greater diversity of users to access Main Street via non-motorized personal vehicles.
20 Cairns, Hauss-Klau and Goodwin, Disappearing traffic? The story so far, 2002 (https://nacto.org/docs/usdg/disappearing_traffic_cairns.pdf)
21 Litman, Generated Traffic and Induced Travel: Implications for Transport Planning, 2021 (https://www.vtpi.org/gentraf.pdf)
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 56
Figure 36. Potential for Traffic Evaporation through Mode Share, Diverted Trips, and Change in Travel Time22
Traffic Volume Trends
Throughout the COVID-19 Pandemic there have been vast changes in traffic patterns since March 2020, and
those patterns are continuously evolving. Even outside of these changes brought on by the pandemic, traffic
volumes surrounding Main Street have shown declining trends despite an increase in the population of
Northampton between 2010 (population: 28,549) and 2020 (population: 29,571)23. MassDOT maintains
permanent count stations along Main Street just west of Center Street as well as along Mount Tom Road just
south of Conz Street. On Main Street, traffic counts were recorded every year between 2001 and 2013, then
again in 2015, 2017, 2019, and 2020. The 2020 counts with an ADT of 9,273, 32% lower than 2019 counts, give
an idea of the drastic changes traffic saw within the peak of the COVID crisis. Pre-pandemic counts in 2019 saw
no growth compared to 2017 counts and are about 6% lower than the average of the previous two decades of
available counts. Even without the 2020 outlier, traffic along Main Street has seen a steady decrease over the last
two decades as seen in the negative sloping trendline of Figure 37.
22 National Association of City Transportation Officials Global Street Design Guide, 2016 (https://oxlivsts.org.uk/evidence/traffic-evaporation/)
23 United States Census Bureau, QuickFacts Northampton city, Massachusetts
(https://www.census.gov/quickfacts/fact/table/northamptoncitymassachusetts,MA/PST045219)
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 57
Figure 37. Average Daily Traffic Trends on Main Street West of Center Street over the Last Two Decades
Though 2021 traffic counts are not available along Main Street to get a better understanding of what current and
near-future traffic may look like in downtown Northampton, a permanent count station on Mount Tom Road just
south of Conz Street suggests that traffic counts may see be lower than in pre-pandemic conditions. At this
location, traffic counts were collected every year between 2000 and 2013, and again in 2015, 2018, and 2021
(Figure 38). The 2021 traffic counts conducted in February were 13% lower than the 2018 counts and 11% lower
than the average of all previous years analyzed. The decrease relative to historic traffic counts may reflect a new
“normal” and what conditions a traffic analysis should consider.
Figure 38. Average Daily Traffic Trends on Mount Tom Road South of Conz Street over the Last Two Decades
The basis of design for this project is improved safety and comfort for people walking, riding bicycles, and taking
transit, and increased use of these modes of travel. The review of the historic volume on and near Main Street 14,80018,64915,90016,00113,70013,74614,50014,24313,60013,63013,61013,34713,29215,16213,70913,67110,000
12,000
14,000
16,000
18,000
20,000
2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020Average Daily TrafficYear of Data Collection
Main Street west of Center Street
17,00020,36422,50021,00020,65921,60020,70020,31123,50021,10021,39921,76821,71823,15921,63718,82815,000
17,500
20,000
22,500
25,000
2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022Average Daily TrafficYear of Data Collection
Mount Tom Road South of Conz Street
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 58
demonstrates that there is no risk that this assumption would underestimate future traffic, as traffic has not grown
for the past 20 years, despite population growth and a vibrant local economy. Applying a growth factor to the
existing traffic volumes would be inconsistent with the project’s fundamental goals and local traffic trends within
Northampton.
PRIVATE AND OTHER SPECIFIC DEVELOPMENT TRIPS
Two developments are proposed within the vicinity of the study area at 79 King Street and at 10 Hawley Street.
Discussion with the City of Northampton also indicated potential redevelopment of St. Mary’s Church on the
corner of Main Street West Street/Elm Street and a residential/mixed-use development in the parcel behind
Northampton City Hall. These developments have not yet been permitted and were not investigated further.
The proposed mixed-use development at 79 King Street will consist of approximately 115,000 square feet of
mixed-use space including 70 senior (55+) residential units and approximately 43,000 feet of retail space. 79 King
Street is approximately 875 feet north of Main Street at King Street/Pleasant Street. The site is to be accessed by
a driveway on King Street which was evaluated to have sufficient sight lines when exiting and entering the
driveway. The residential and retail developments are expected to result in a minor increase ADT along King
Street%. As discussed in the traffic study, the increase in traffic is not expected to significantly impact the
adjacent roadway system, and therefore the impacts of the project were not incorporated in the capacity analysis
of the Picture Main Street project24.
The development at 10 Hawley Street proposes demolition of three buildings associated with the St. John Cantius
Church located on the corner of Hawley Street and Phillips Place and development of six condominium blocks on
the same corner. Additionally, a commercial space (400 square feet) is proposed in one of the condominium
buildings and access will be provided via two driveways, one on Hawley Street and one on Phillips Place. The
traffic impact study of the site expects five or fewer vehicles to be added to the Hawley Street northbound left and
right turn and Main Street eastbound right turn in the peak hours at the intersection of Main Street at Market
Street/Hawley Street. The minor increase in traffic of these maneuvers is not expected to significantly impact the
intersection, as shown in the study, and therefore those trips were not incorporated in the capacity analysis of the
Picture Main Street project.
24 SLR International Corporation, Traffic and Site Access Evaluation, May 11, 2021.
(http://archive.northamptonma.gov/WebLink/edoc/717037/79%20KING%20ST_traffic_07.12.21.pdf?dbid=0&repo=CityOfNorthampton)
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 59
CHAPTER 5:
MUTCD SIGNAL WARRANTS
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 60
5 MUTCD SIGNAL WARRANTS
A signal warrant analysis was conducted for all intersections in the project area. Traffic signal warrant analysis
follows the methodology of Chapter 4C, Traffic Control Signal Need Studies from the 2009 Manual on Uniform
Traffic Control Devices (MUTCD). The 2009 MUTCD recommends that one or more traffic signal warrants are
satisfied to justify the installation of a traffic signal, though installation is not required based on satisfaction. Per
MassDOT guidelines, the Eight-Hour Vehicular Volume warrant must be satisfied to justify signal installation. The
following outlines the intent of each signal warrant:
» Warrant 1, Eight-Hour Vehicular Volume – Satisfaction of this warrant indicates that a high volume of
intersecting traffic from the major street approaches likely causes excessive delay or conflict to the
minor street approaches.
» Warrant 2, Four-Hour Vehicular Volumes – The warrant is satisfied when large approach volumes
from both the major and minor roadways create excessive conflict at their intersection.
» Warrant 3, Peak Hour – The is satisfied where there is excessive delay or conflict between high
approach volumes from minor and major roadway approaches, but it may only be applied in “unusual
cases, such as office complexes, manufacturing plants, industrial complexes, or high-occupancy
vehicle facilities that attract or discharge large numbers of vehicles over a short time.”25
» Warrant 4, Pedestrian Volume – The warrant is applicable where pedestrians experience excessive
delay attempting to cross the major street.
» Warrant 5, School Crossing – The warrant is evaluated when the presence of crossing school
children is the major factor for consideration of a signal.
» Warrant 6, Coordinated Signal System – The warrant is applicable where signalizing a currently
unsignalized intersection within a coordinated system will help to maintain proper platooning of
vehicles.
» Warrant 7, Crash Experience – The warrant is evaluated when installing a traffic signal may reduce
the severity and frequency of recorded crashes.
» Warrant 8, Roadway Network – Evaluation of this warrant is typically provoked by the need to
concentrate and organize traffic patterns within a network.
» Warrant 9, Intersection Near a Grade Crossing – This warrant is evaluated when all other warrants
are not applicable but the proximity to a grade crossing is the primary reason for consideration.
Of the nine signal warrants, the Four-Hour Vehicular Volume warrant and the Pedestrian Volume warrant are
applicable at nearly all study area intersections and were evaluated, as indicated in Table 6. The only location the
Four-Hour Vehicular Volume warrant is not applicable at is Main Street at Crafts Avenue because Crafts Avenue
is one-way southbound away from Main Street. The Pedestrian Volume warrant is still applicable at this location
because there is a crosswalk across the western leg of Main Street. The Roadway Network warrant is applicable
at West Street/Elm Street, State Street/New South Street, and King Street/Pleasant Street because those
intersecting roadways are classified as principal or minor arterial roadways. Though the Eight-Hour Vehicular
Volume warrant is not applicable throughout the corridor because traffic data are not available for eight hours,
ATRs were used to project midday traffic counts, between 9:00 am and 3:00 pm. Similar to the Four-Hour
Vehicular Volume warrant, the Eight-Hour Vehicular Volume warrant is not applicable with the projected data at
Crafts Avenue because the Crafts Avenue is one-way away from Main Street.
The Peak Hour warrant is not applicable at any of the study area intersections because none are located near
“unusual cases” as defined above. There are no schools located within the vicinity of the corridor, making the
25 MUTCD, Section 4C.04 Warrant 3, Peak Hour, Paragraph 2. https://mutcd.fhwa.dot.gov/htm/2009/part4/part4c.htm
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 61
School Crossing warrant not applicable. The Coordinated System warrant is not applicable because signalizing
any of the existing unsignalized intersections would result in signalized intersection spacing less than 1,000 feet.
The Crash Experience warrant is not applicable at any of the intersections because the primary reason for
evaluating the warrants at the unsignalized intersections is not because of the crash histories. The Roadway
Network warrant is not applicable at Masonic Street, Crafts Avenue, Old South Street, Center Avenue, Gothic
Street, or Strong Avenue because each of those intersecting roadways is classified as a collector or local
roadway. Finally, there are no at-grade crossings near any of the study area intersections, therefore Warrant 9 is
not applicable.
Table 6. Summary of Applicable and Evaluated Warrants at Study Area Intersections
Is the traffic signal warrant applicable and was it evaluated?
Warrant
West
St/
Elm
St
State
St/New
South
St
Masonic
St
Crafts
Ave
Old
South
St
Center
St
Gothic
St
King St/
Pleasant
St
Strong
Ave
Market
St/
Hawley
St
1* 🗸 🗸 🗸 X 🗸 🗸 🗸 🗸 🗸 🗸
2 🗸 🗸 🗸 X 🗸 🗸 🗸 🗸 🗸 🗸
3 X X X X X X X X X X
4 🗸 🗸 🗸 🗸 🗸 🗸 🗸 🗸 🗸 🗸
5 X X X X X X X X X X
6 X X X X X X X X X X
7 X X X X X X X X X X
8 🗸 🗸 X X X X X 🗸 X X
9 X X X X X X X X X X
*Traffic counts used for analysis of this warrant were estimated between 9:00 am and 3:00 pm based on available
ATRs
5.1 TRAFFIC DATA
The traffic count data used for the signal warrants were collected on May 1, 2019 between 7:00 am and 9:00 am
and between 3:00 pm and 7:00 pm at all study area intersections. Since only six hours of traffic data are available
for evaluation, traffic counts between 9:00 am and 2:00 pm were estimated for all study area intersections with
available ATRs. Traffic count data is included in Appendix B and discussed further in Chapter 4.
5.2 WARRANT ANALYSIS
A summary of the traffic signal warrant analysis at each of the study area intersections is provided in Table 7 and
the signal warrant analysis workbooks are included in Appendix C.
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 62
Table 7. Summary of Signal Warrant Analysis at Study Area Intersections
Is the traffic signal warrant satisfied?
Warrant
West
St/
Elm
St
State
St/New
South
St
Masonic
St
Crafts
Ave
Old
South
St
Center
St
Gothic
St
King St/
Pleasant
St
Strong
Ave
Market
St/
Hawley
St
1, Eight-
Hour
Vehicular
Volume*
Yes Yes No ** Yes Yes No Yes Yes Yes
2, Four-Hour
Vehicular
Volume
Yes Yes No ** Yes Yes No Yes Yes No
4,
Pedestrian
Volume
No No No No No No No No No No
8, Roadway
Network Yes Yes ** ** ** ** ** Yes ** **
*Traffic counts used for analysis of this warrant were estimated between 9:00 am and 3:00 pm based on available
ATRs
**Warrant not applicable at intersection
The Pedestrian Volume warrant is not satisfied at any intersection during the weekday counts available and the
Roadway Network warrant is satisfied at all signalized intersections evaluated. The Eight-Hour Vehicular Volume
warrant and the Four-Hour Vehicular volume warrant is satisfied at the signalized intersections of West Street/Elm
Street, State Street/New South Street, and King Street/Pleasant Street and the unsignalized intersections of Old
South Street and Strong Avenue. Though satisfaction of these warrants may warrant signal installation based on
traffic volumes, installing a traffic signal at these locations would result in signal spacing less than 1,000 feet
which may result in disrupted traffic flow along the corridor. As such, signal installation at Old South Street and
Strong Avenue is not proposed in this project.
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 63
CHAPTER 6:
PROPOSED DESIGN
ALTERNATIVES
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 64
6 PROPOSED DESIGN
ALTERNATIVES
6.1 PUBLIC ENGAGEMENT UP TO DESIGN
ALTERNATIVE DEVELOPMENT
The project team has consistently sought the feedback and support of residents, business owners, visitors, and
other stakeholders to strengthen the responsiveness and relevance of the Main Street design to current and
future users. The engagement process specifically informed the development of conceptual alternatives and
selection of a preferred alternative that has evolved into the plan presented in this Functional Design Report. The
following is a summary of the public engagement process from the beginning and leading up to the selection of a
preferred alternative. The specifics of the preferred alternative components are discussed in 6.5 Preferred Design
Alternative, where the public process leading to the evolution of that alternative is also summarized.
Public and stakeholder engagement started in January 2020. From winter to fall 2020, at least ten meetings were
conducted with stakeholder groups and City committees, including the:
» Project Advisory Group,
» Business Stakeholder Group,
» Joint Parking and Bike/Ped Committee,
» Transportation & Parking Commission,
» Bicycle and Pedestrian Subcommittee,
» Planning Board,
» Downtown Northampton Association, and
» Chamber of Commerce/Economic Development Committee.
Meetings were focused on topics relevant to each group, with the Project Advisory Group providing general
oversight of project priorities and processes. The Project Advisory Group was made up of business owners,
business association members, City committee and commission members, City staff, and Toole Design staff.
Virtual community meetings were held throughout the project via Zoom. Each meeting was attended by 150-180
people. The first open community meeting was held January 13, 2020 and provided an overview of previous plans
and analyses, an existing vision for Main Street that originated with the 2017 Walk Bike Northampton Concept
Design, and the project goals to:
» Provide safety and access for all,
» Promote a vibrant and attractive downtown, and
» Create a functional, enduring, and sustainable streetscape.
Plans for a tactical demonstration project to be installed later in the year were also summarized, and open
discussion was held. Major themes the public asked about were:
» Accessibility related to ramps, sufficient ADA parking, and shuttle service,
» A desire for more data for both traffic on what potential enhancements provide the most benefit,
» Amenities people would like to see, and
» Removal of parking.
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 65
The first community survey was released at this time and closed in March 2020. The survey sought feedback on
goals, with some community themes rising to the forefront under each goal. Themes evolved into the criteria to be
evaluated as part of the design alternatives summarized in the following section (6.2 Geometric Design
Alternatives). Also discussed were specific design elements people identified that they would like to see
incorporated into Main Street. Of twenty-three elements voted on, the top-ranked elements were:
» Café with wider sidewalk,
» Protected bike lane,
» High-visibility crosswalk,
» Art crosswalk, and
» Street closure.
Due to COVID-19, the original vision for the tactical demonstration project was to provide relief for restaurant
owners through the addition of space for outdoor dining in existing parking areas along Main Street. This project
was supported by a MassDOT Shared Streets and Spaces grant. It included painted sidewalk extensions,
protected bike lanes, single travel lanes, and parallel parking in place of some angled parking. The project was
installed August 20-22, 2020, and feedback was received via survey, a meeting with business groups, comments
on social media, and petitions. While many members of the public responded positively to the installation,
negative reactions from business owners drove the installation to be removed September 14-15, 2020.
Takeaways from the public survey on this demonstration project were presented in the next community meeting
held in November 2020.
In the November 2020 community meeting, a summary was provided of the first survey and the work completed
to date, including the demonstration project and lessons learned. Two early conceptual ideas were presented as
well, with one focused on maximizing sidewalk space and the other incorporating a center running median with
trees. Breakout groups were then hosted to discuss these concepts, and once all meeting attendees returned to
the wider group, breakout leaders presented the top items discussed in their sessions. The public was also asked
through a Zoom poll how they would like to be engaged going forward and this informed the public process in
2021.
Partly as a response to the feedback received in the November 2020 public meeting, the project team developed
a story map website called Picture Main Street over winter 2020/2021. It is a living site that is kept updated with
the latest project news, timeline, and public process. Previous plans, studies, and data are linked to the site with
summary information. The reaction to this site has been positive as it communicates how design decisions have
been made from the start and lets the public know how their participation and feedback has informed the direction
of the design.
The website was rolled out in the third public meeting, held February 23, 2021, and several comment forms
included throughout the site. These covered such themes as what people see when they picture Main Street in
2030 and beyond, how the pandemic has affected their travel, where they would like to see bike parking, among
others.
The design alternatives developed, as summarized under the following section, 6.2 Geometric Design
Alternatives, were presented in detail at the fourth public meeting on April 14, 2021. Alternative cross sections
were described along with primary benefits and trade-offs. Evaluation criteria were discussed generally and then
applied across each alternative, with points given for how well the different aspects of each alternative met the
criteria. The full comparative evaluation for each alternative as informed by community feedback and preferences
is summarized in the following section, 6.4 Design Assessment.
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 66
6.2 GEOMETRIC DESIGN ALTERNATIVES
Based on feedback from public meetings, surveys, and conversations held throughout 2020, several high-level
alternatives were developed for consideration on Main Street. These alternatives represent the spectrum of
opinions that were shared with the city and Northampton’s overall goals for safety, accessibility, vibrancy, and
sustainability. From the preservation of parking to shorter crosswalks to adding bike lanes to reducing traffic
congestion, a wide range of priorities were expressed by Northampton stakeholders. A discussion of those
alternatives and their benefits and tradeoffs are provided in the following sections.
ALTERNATIVE 1A: FOUR VEHICLE TRAVEL LANES WITH
ANGLED PARKING AND SEPARATED BIKE LANES
Alternative 1A was developed in direct response to suggestions by community members at public meetings held
in 2020. Between Masonic Street and Gothic Street, this alternative includes four marked vehicle travel lanes,
angled parking, separated bike lanes, and sidewalks ranging from 4.5 to 25 feet in width (Figure 39). Curb
extensions are used to narrow most crossings to an average of 53 feet. At the signalized intersections at New
South Street/State Street and King Street/Pleasant Street, additional vehicle travel lanes are added to manage
turning movements. As a result of the additional space required by the turn lanes at these intersections, sidewalks
are narrowed, on-street parking is removed, and people biking are required to merge into motor vehicle travel
lanes.
Figure 39. Alternative 1A Proposed Cross Section
Benefits
» Four vehicle travel lanes are formalized and clarified. A wider outside lane is included to help with
maneuvering in and out of angled parking spaces.
» Curb extensions shorten some crossings and ensure crossing pedestrians are visible to drivers. The
average crosswalk length in Alternative 1 is 53 feet.
» 3 commercial loading zones/flex zones are provided curbside to improve visibility for drivers on Main
Street, improve safety for delivery workers, and provide space for flexible curbside uses such as pick-
up/drop-off or 5-minute parking during times of day when commercial loading activities are not active.
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 67
» Sidewalks are expanded at select locations, including in front of City Hall, near First Churches, and
near Thornes.
» Separated bike lanes are provided between Masonic Street and King/Pleasant Street.
» Some new trees or green infrastructure may be incorporated at curb extensions.
» Enhanced Courthouse bus stop with amenity space for people waiting to take the bus.
» Potential space for approximately 16 new trees provided.
Trade-offs
» Existing sidewalks are narrowed on almost all blocks. The sidewalk must be decreased to less than 5
feet in multiple places in order to fit all desired elements.
» Multiple threat scenarios are present at unsignalized intersections for crossing pedestrians where two
or more vehicular travel lanes per direction must be crossed. Multiple threat scenarios occur when a
driver, Car A, in one travel lane yields for a person walking or biking in the crosswalk, and a driver in an
adjacent travel lane, Car B, does not yield because their sight line of the pedestrian/bicyclists is
impeded by the yielding vehicle, as illustrated in Figure 40. In the multiple threat scenario, either the
pedestrian/bicyclist or the unyielding vehicle, Car B, must quickly stop to avoid a collision. For a
bicyclist, the likelihood of conflict is potentially higher than for pedestrians due to the relatively faster
speeds that bicyclists travel at and the associated inability to stop suddenly.
» This design makes many existing and potential future outdoor dining spaces impossible to meet ADA
requirements.
» Approximately 20 existing trees are removed.
» Outside of curb extensions, there is little to no space for furnishings, plantings, or green infrastructure
features.
» Widened intersections eliminate space for separated bike lanes between Masonic Street and State
Street, and King Street/Pleasant Street and Strong Street.
» At unsignalized intersections where left turn lanes cannot be accommodated due to the wider cross
section, left turns become more dangerous for all modes. Without dedicated turn lanes, left-turning
motorists must find gaps in two lanes of oncoming traffic, a bike crossing, and crosswalk under
pressure from traffic behind them. This also creates the potential for a line of vehicles to form behind
people waiting to turn left, even if they intend to continue straight, which increases the likelihood of
rear-end crashes.
» An estimated 21% of existing parking spaces are lost to accommodate additional vehicle turn lanes at
intersections, four continuous travel lanes, improved crosswalk visibility, and bike lanes.
Figure 40. Multiple Threat Scenario with Pedestrian Crossing Two Travel Lanes per Direction
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 68
ALTERNATIVE 1B: FOUR VEHICLE TRAVEL LANES WITH
ANGLED PARKING
Alternative 1B differs from 1A by eliminating the separated bike lane in favor of wider sidewalks (Figure 41). All
other design elements remain the same as Alternative 1A. The concept was developed in recognition of the loss
of existing trees in Alternative 1A and the desire for additional sidewalk space. However, Alternative 1B does not
include any dedicated space for people biking. Sidewalks in Alternative 1B range from 4.5 to 33 feet in width.
Painted shared lane bicycle markings are provided in the outside travel lane, which are not shown to provide any
tangible safety or comfort benefit to people biking.
Figure 41. Alternative 1B Proposed Cross Section
Benefits
» Four vehicle travel lanes are formalized and clarified. A wider outside lane is included to help with
maneuvering in and out of angled parking spaces.
» Curb extensions shorten some crossings and ensure crossing pedestrians are visible to drivers.
» Most sidewalks are expanded between Cracker Barrel Alley and Gothic Street. In some areas the
expansion is significant, providing space for wider pedestrian travel ways, new trees, and green
infrastructure, public art, outdoor dining and commerce, snow storage, and more generous buffers
between pedestrians and motor vehicles.
» Approximately 3 commercial loading zones/flex zones are provided curbside to improve visibility for
drivers on Main Street, improve safety for delivery workers, and provide space for flexible curbside
uses such as pick-up/drop-off or 5-minute parking during times of day when commercial loading
activities are not active.
» The bus stop just west of King Street/Pleasant Street is expanded with amenity space for people
waiting to take the bus.
» All existing trees are preserved except for one, and space for an estimated 25 new trees is provided.
Trade-offs
» The sidewalk must be decreased to less than 5 feet in multiple places in order to fit all desired
elements.
» Multiple threat scenarios are present at unsignalized intersections for crossing pedestrians where two
or more vehicular travel lanes per direction must be crossed.
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» Left turns become more dangerous for all modes at minor intersections. Without dedicated turn lanes,
left-turning motorists must find gaps in two lanes of oncoming traffic, a bike crossing, and crosswalk
under pressure from through traffic behind them.
» An estimated 21% of existing parking is lost to accommodate additional vehicle turn lanes at
intersections, four continuous travel lanes, expanded sidewalks, and to improve visibility at crosswalks.
» No dedicated and separated bicycle facilities are provided, leaving safety concerns unaddressed. Note
that it is unlikely that MassDOT would approve this option to receive federal aid assistance for
construction.
ALTERNATIVE 2: FOUR VEHICLE TRAVEL LANES WITH
PARALLEL PARKING AND SEPARATED BIKE LANES
This alternative was developed as a compromise between two commonly-voiced priorities: providing four vehicle
travel lanes and providing space for expanded sidewalks and separated bike lanes (Figure 42). Between Masonic
Street and Gothic Street, this alternative includes four marked vehicle travel lanes, parallel parking, separated
bike lanes, and sidewalks ranging from 4.5 feet to 35 feet in width. Curb extensions are used to narrow most
crossings to an average of 53 feet.
The additional sidewalk width along much of the street provides significant space for expanded public space,
outdoor dining and commerce, lush greenery and trees, snow storage, and green infrastructure. At the signalized
intersections at New South Street/State Street and King Street/Pleasant Street, additional vehicle travel lanes are
added to manage turning movements. As a result of the additional space required by the turn lanes at these
intersections, sidewalks are narrowed, on-street parking is removed, and bike lanes are discontinued.
Under this alternative, parking layout would be consistent the entire length of Main Street, building on what
already works west of City Hall and east of King/Pleasant Street.
Figure 42. Alternative 2 Proposed Cross Section
Benefits
» Four vehicle travel lanes are formalized and clarified.
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» Sidewalks are expanded between Cracker Barrel Alley and Gothic Street. In some areas the expansion
is significant, providing space for wider pedestrian walkways, new trees, and green infrastructure,
public art, outdoor dining and commerce, snow storage, and more generous buffers between all users.
» Curb extensions shorten most crossings and ensure crossing pedestrians are visible to drivers. The
average crosswalk length in Alternative 2 is 53 feet.
» Approximately 3 commercial loading zones/flex zones are provided curbside to improve visibility for
drivers on Main Street, improve safety for delivery workers, and provide space for flexible curbside
uses such as pick-up/drop-off or 5-minute parking during times of day when commercial loading
activities are not active.
» Separated bike lanes are provided between Masonic Street and King/Pleasant Street.
» Space for an estimated 16 new trees provided.
Trade-offs
» The sidewalk must be decreased to less than 5 feet in multiple places in order to fit all desired
elements.
» Multiple threat scenarios are present at unsignalized intersections for crossing pedestrians where two
or more vehicular travel lanes per direction must be crossed.
» Approximately 14 existing trees must be removed.
» Left turns become more dangerous at minor, unsignalized intersections for all modes. Without
dedicated turn lanes, left-turning motorists must find gaps in two lanes of oncoming traffic, a bike
crossing, and crosswalk under pressure from through traffic behind them.
» With the conversion to parallel parking, an estimated 37% of existing parking is lost to accommodate
additional vehicle turn lanes at intersections, four continuous travel lanes, expanded sidewalks,
improved visibility at crosswalks, and bike lanes.
ALTERNATIVE 3: THREE VEHICLE TRAVEL LANES WITH
ANGLED AND PARALLEL PARKING AND SEPARATED BIKE
LANES
This alternative was developed as a compromise between two commonly-voiced priorities: preserving angled
parking and providing space for expanded sidewalks and separated bike lanes. Between Masonic Street and
Gothic Street, this alternative includes three marked vehicle travel lanes including a dedicated left-turn lane,
angled parking, separated, sidewalk-level bike lanes, and sidewalks ranging from 6 feet to 35 feet in width (Figure
43). Curb extensions are used to narrow most crossings to an average of 38 feet.
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Figure 43. Alternative 3 Proposed Cross Section
Based on FHWA case studies, roadways with 25,000 vehicles per day or less can typically achieve safety,
sustainability, and economic vitality goals of a community and project with three travel lanes26. As noted in
Chapter 4, Main Street carries an ADT of approximately 14,000 vehicles per day. The safety benefits of a three-
lane street compared to a four-lane street are also well documented. Studies have shown reductions in overall
crashes by 19% to 47% on streets that have been converted from four lanes to three. When compared to four
lane streets, three lane streets provide safety benefits to all users by significantly reducing the number of common
crash points along the corridor as well as at intersections (Figure 44). Giving people who want to turn left their
own lane minimizes the potential for rear-end crashes and also reduces the likelihood of sideswipe crashes that
occur when people change lanes. It also minimizes the feeling of pressure from behind for making a left turn,
reducing the likelihood of a motorist making a left turn with an insufficient gap in oncoming traffic. For pedestrians,
the multiple threat scenario is eliminated as three lane streets offer significant visibility improvements at
crosswalks and reduce the number of lanes that a person has to cross. A center turn lane also provides a clear
path for emergency vehicles, where four lane streets can be difficult for emergency vehicles to navigate (Figure
45).
26 FHWA Road Diet Case Studies (https://safety.fhwa.dot.gov/road_diets/case_studies/roaddiet_cs.pdf)
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Figure 44. Conflict Points along Corridors and at Intersections with Four Travel Lanes versus Three Travel Lanes27
Figure 45. Emergency Vehicle using Center Lane in Three-Lane Configuration28
The additional sidewalk width along the street provides significant space for expanded public space, outdoor
dining and commerce, lush greenery and trees, snow storage, and green infrastructure. At the signalized
27 MassDOT, What are Road Diets? (https://www.mass.gov/info-details/what-are-road-diets)
28 FHWA Debunking Road Diet Myths (https://safety.fhwa.dot.gov/road_diets/resources/fhwasa16074/fhwasa16074.pdf)
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intersections at New South Street/State Street and King Street/Pleasant Street, additional vehicle travel lanes are
added to manage turning movements while maintaining on-street parking and separated bike lanes.
Benefits
» Three vehicle travel lanes, including dedicated left-turn lanes, are formalized, and clarified. A wider
outside lane is included to help with maneuvering in and out of angled parking spaces.
» Center turn lanes make left turns safer and less stressful for all modes, while also providing efficiency
benefits to traffic flow by reducing merging traffic
» Sidewalks are expanded between Cracker Barrel Alley and Gothic Street. In some areas the expansion
is significant, providing space for wider pedestrian walkways, new trees, and green infrastructure,
public art, outdoor dining and commerce, snow storage, and more generous buffers between all users.
» Curb extensions shorten all crossings and ensure crossing pedestrians are visible to drivers. The
average crosswalk length in Alternative 3 is 38 feet.
» Multiple threat scenarios are mostly eliminated for people walking and biking at marked, unsignalized
crossing locations.
» At major intersections with traffic signals, smaller intersection footprints allow for more efficient traffic
signal phasing and reduce wait time for people walking and biking.
» Continuous, separated, sidewalk-level bike lanes are provided throughout the project area, with a
section of street-level separated bike lanes between Strong Ave and Market/Hawley.
» Approximately 3 commercial loading zones/flex zones are provided curbside to improve visibility for
drivers on Main Street, improve safety for delivery workers, and provide space for flexible curbside
uses such as pick-up/drop-off or 5-minute parking during times of day when commercial loading
activities are not active.
» All existing trees are preserved except for one, and space for an estimated 25 new trees is provided.
» Additional flex space provides space for snow storage and emergency vehicle operations.
Trade-offs
» An estimated 29% of parking is removed to provide visibility at crosswalks, public space, bike lanes,
and additional vehicle turn lanes at intersections.
» Delay for people driving would increase modestly as they approach Downtown along State Street or
West Street. Additional changes to the State Street/Main Street intersection could be considered to
mitigate increased delay for drivers at this intersection.
ROUNDABOUT ANALYSIS
The MassDOT Guidelines for the Planning and Design of Roundabouts was used during the initial stages of the
project to do a high-level analysis of the feasibility of installing roundabouts at the intersections along Main Street.
Roundabouts were not considered further at unsignalized intersections due to the relatively heavy flow of through
traffic along Main Street relative to the light minor street traffic, the proximity to signalized intersections that may
result in spillback, the heavy concentration of pedestrian activity in the corridor, and the unfavorable geometry at
some of the unsignalized intersections29.
At Main Street at West Street/Elm Street and State Street/New South Street the limited right-of-way at State
Street/New South Street, approximately 90 feet at the narrowest points, does not support spatial needs of a
single-lane or multilane roundabout that calls for 105- to 150-foot inscribed circle diameters, respectively (the
29 MassDOT Guidelines for the Planning and Design of Roundabouts, Section 2.2 Context, Table 2-1: Site-Specific Conditions that Influence
Roundabout Implementations (https://www.mass.gov/doc/massdot-guidelines-for-the-planning-and-design-of-roundabouts/download)
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diameter measured from the outer edge of the circulating lanes)30. The limited right-of-way at King Street/Pleasant
Street and at Market Street/Hawley Street are also insufficient to support the spatial needs of single or multi-lane
roundabouts, especially with respect to the need for pedestrian and bicycle facilities that would circulate any
roundabout.
6.3 PUBLIC ENGAGEMENT FROM ALTERNATIVE
DEVELOPMENT TO DESIGN ASSESSMENT
The design alternatives summarized under 6.2 Geometric Design Alternatives were presented in detail at the
fourth public meeting on April 14, 2021. Alternative cross sections were described along with primary benefits and
trade-offs. Evaluation criteria were discussed generally and then applied across each alternative, with points
given for how well the different aspects of each alternative met the criteria. A graphic example of this is shown in
Figure 46, and the evaluation criteria methodology applied to each alternative is summarized in Table 8.
Figure 46. Alternative 2 Benefits, trade-offs, and evaluation
A question-and-answer session was held as part of the April 2020 meeting to seek feedback on the alternatives.
An alternatives-focused survey was also released that asked people to rank the importance of the listed criteria
and to rank the alternatives comparatively, expressing which was most and least preferred. The results of the
survey were presented at a fifth public meeting held on June 24, 2021. Over 1,200 completed responses were
received, and the results showed that:
» Most people feel most of the criteria are important to achieve for Main Street.
» Space for trees and green infrastructure was selected as the highest importance of all design criteria by
80% of respondents.
30 MassDOT Guidelines for the Planning and Design of Roundabouts, Section 2.2 Context, Table 2-3: Roundabout Size Comparison
(https://www.mass.gov/doc/massdot-guidelines-for-the-planning-and-design-of-roundabouts/download)
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» Preserving on-street parking was selected as the lowest importance by just over half (51%) of
respondents.
» Most respondents (70%) selected Alternative 3 as their most preferred.
» Alternative 2 was the middle ground alternative, and it was both least liked and least disliked.
» Alternative 1B was the most disliked, with 40% of people selecting it as their least preferred.
6.4 DESIGN ASSESSMENT
Each of the alternatives were measured against a set of evaluation criteria that align with the project goals, as
seen in Table 8. The ratings shown for each alternative are based on the methodology in Table 9. Alternative 3
was selected as the preferred design and was ultimately chosen to advance due to highest satisfaction of
evaluation criteria compared to the other alternatives and continued engagement with the public, local and state
stakeholders, and City staff. The principles and evolution of the alternative is discussed under 6.5 Preferred
Design Alternative.
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 76 Table 8. Evaluation Criteria Ratings for all Alternatives Provide Safety and Access for All Promote Vibrant and Attractive Downtown Create a Functional, Enduring, and Sustainable Streetscape TotalAlternative Crosswalks are short and minimize conflict All modes have separate and dedicated space for travel All sidewalks provide at minimum 5 feet of clear space Space for accessible parking is provided on every block Emergency vehicle access is preserved Businesses have sidewalk space for outdoor dining and commerce On-street vehicle parking is preserved Space for art, seating and civic gathering, and other amenities is expanded A diversity of business customer, and civic needs are met Space for commercial loading/flex space is defined and convenient Delay for people driving or taking transit is minimized Delay for people walking/biking is minimized Existing trees are preserved Space for new trees and green infrastructure is provided Snow storage and removal operations are considered Alt 1A 1 4 3 3 5 2 4 1 1 4 3 2 2 3 2 40 Alt 1B 1 1 4 3 5 4 4 4 3 4 3 2 4 4 3 49 Alt 2 1 4 3 3 5 3 3 4 3 4 3 2 3 3 3 47 Alt 3 3 5 5 4 5 4 4 5 5 4 3 4 4 5 5 65
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 77 Table 9. Evaluation Criteria Methodology Criteria Rating 1 2 3 4 5 Provide Safety and Access for All Crosswalks are short and minimize conflicts 4+ lanes to cross with no refuge 4+ lanes to cross with refuge 3 lanes to cross 2 lanes to cross 1 lane to cross All modes have separate and dedicated space for travel Modes are fully mixed Modes are mostly mixed Modes are sometimes separated Modes are mostly separated Modes are always separated All sidewalks provide at minimum 5 feet clear space 5’ not provided on any block At least 5’ on a few blocks At least 5’ on some blocks At least 5’ on most blocks At least 5’ on all blocks Space for accessible parking is provided on every block No space provided Space provided on few blocks Space provided on some blocks Space is provided on most blocks Space is provided on all blocks Emergency vehicle access is preserved Significant impediment to access Minor impediment to access No change or improvement in access Promote a Vibrant and Attractive Downtown Businesses have sidewalk space for outdoor dining and commerce Space is provided on no blocks Space is provided on a few blocks Space is provided on many blocks Space is provided on most blocks Space is provided on all blocks On-street vehicle parking is preserved 0-24% preserved 25-39% preserved 40-69% preserved 70-89% preserved 90-100% preserved Space for art, seating, civic gatherings, and other amenities is expanded Space is reduced over existing condition Maintains existing amenity zone Minimal expansion of space Some expansion of space Significant expansion of space A diversity of businesses, customers, and civic needs are met Little flexible space is provided, or it is comfortable for few users Some flexible space is provided or it is only comfortable for some users Much flexible space is provided and it is comfortable for most users Create a Functional, Enduring, and Sustainable Streetscape Space for commercial loading/flex space is defined and convenient No loading zones designated 1 loading zone designated 2 loading zones designated 3 loading zones designated 4+ loading zones designated Delay for people driving or taking transit on Main Street is minimized Increased delay at all intersections Delay mostly increases with some decreases Some reductions in delay, some increases in delay Delay mostly decreases with some increases No changes/improved delay at all intersections Delay for people walking/biking on Main Street is minimized Increased delay at all intersections Delay mostly increases with some decreases Some reductions in delay, some increases in delay Delay mostly decreases with some increases No changes/improves delay at all intersections Existing trees are preserved All trees need to be removed Most trees need to be removed Some trees need to be removed Most trees remain All trees remain Space for new trees and green infrastructure is provided No new space for trees or GI New space for trees/GI on few blocks New space for trees/GI on some blocks New space for trees/GI on most blocks New space for trees/GI on all blocks Snow storage and removal operations are considered No practical space for snow storage Some practical space for snow storage Significant practical space for snow storage GI = green infrastructure
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6.5 PREFERRED DESIGN ALTERNATIVE
Alternative 3 was selected as the preferred alternative based on the evaluation criteria, community input, and
review of over 1,200 survey responses. Alternative 3 generally includes three vehicle travel lanes, expanded
sidewalks, separated bike lanes, and a mix of parallel and angled parking. However, since the alternative was
originally presented in the April 2021 public meeting, it has undergone an evolution as a response to continuing
City and public feedback.
EVOLUTION OF THE PREFERRED ALTERNATIVE
When Alternative 3 was originally presented (Figure 47), angled parking was designated in the central portion of
Main Street where space allowed, from Crafts Avenue to Gothic Street. Parallel parking was necessary in the
narrower portions of the roadway to the west and east of the central section. The full cross section of the street
was discussed in a sixth public meeting held June 24, 2021. The function and dimensional requirements of each
zone were described in detail from the center of the roadway up to building faces at the back of sidewalk.
Figure 47. Alternative 3 cross section as discussed in detail with the public.
Sidewalk zones and elements that support tree health were also described in detail. During the discussion portion
of the meeting, several people stated that they did not think Alternative 3 went far enough in expanding the
sidewalk and space for trees, public amenities, and outdoor dining. Many people simultaneously stated that they
supported converting angled parking to parallel to create space for an expanded sidewalk.
The meeting happened during the summer just before an updated assessment was completed by the City Tree
Warden for all the trees along Main Street. In comparison to a 2016 assessment, which found 63% of trees in
good condition and very few in poor condition, in 2021 the Tree Warden found that only 34% of trees were in
good condition, and 37% were in poor health. The Urban Forestry Commission had called for the updated
assessment and had also provided written notice that the Commission did not feel that Alternative 3 best created
a continuous tree canopy, as the original scheme preserving the majority of trees in locations without an
established spacing and with many gaps.
The tree assessment and public feedback from the June 2021 meeting drove conversations with the City as to
how to advance the design. Toole Design ultimately developed a concept that converted angled parking over to
parallel on the north side of Main Street after finding that the north side was more in need of expanded sidewalk
space than the south.
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This updated concept was presented to the
public in the second of three meetings that
addressed different portions of the street.
Public meetings with the preferred
Alternative 3 design as the focal point of
discussion were as follows:
» September 21 meeting on section east
of King/Pleasant intersection,
» September 30 meeting on the central
section from Masonic Street to
King/Pleasant Streets, and
» October 19 meeting on the west end
from West/Elm Streets to Masonic Street/
The meetings were interactive, where a
portion of the street was presented in plan,
and then attendees could see their input
attached directly to the plan. This was
supported by the Miro online platform.
During the second meeting, cross sections
were used to illustrate the benefit of
converting angled parking to parallel on the
north side, as seen in Figure 48. Nine feet
from parking and three feet from the travel
lane could be devoted to sidewalk space,
therefore supporting a wider treeway, wider
walking space, and more room for outdoor
dining, art, seating, and other amenities.
While sidewalk widths vary, the south side
of Main Street (Figure 49) already had a
large segment, from Crafts Avenue to
Center Street, with expanded sidewalk
space with angled parking adjacent. Thus,
converting angled parking to parallel was
not considered necessary.
The additional parking reductions due to
the north side conversion were specified in
the September 30 meeting. Many people
responded positively to the change and
even pushed for conversion to parallel on
the south side. However, concerns were
raised, particularly by those with
disabilities, as to the increased challenge
of parallel parking versus angled. The
scheme presented with the 25%
Figure 48. Effect of converting angled parking to parallel on the north
side of Main Street
Figure 49 The south side has wider sections of sidewalk even with
angled parking.
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submission maintains angled parking on the south side and includes design changes made to designate ADA
angled parking.
SEPARATED BIKE LANES
As shown in the Alternative 3 cross sections and discussed in Table 10, proposed bike lanes are separated from
the roadway and parking via a 3-4 foot wide buffer. Bike lane width is typically 5.5 feet, though narrowed to 4 feet
wide as necessary due to constrained sidewalk widths and bus stops. The bike lanes are generally raised to
sidewalk level. Some beveled curb is incorporated into the design to make bike lane grades more comfortable for
people on more than two wheels. Beveled curb is also helpful at intersections and bus stops to guide the visually
impaired toward pedestrian crossings and to accommodate curb ramp grading and placement of detectable
warnings on either side of the bike lanes in the next stage of design.
DESIGN FOR TREES
All input received from the City and public to date has prioritized trees and the methods to best support their
health and growth. Due to the assessment mentioned above, most existing trees on Main Street are planned to
be removed. Their current positioning is not optimal under the redesign, and the trees are planted in constrained
pits with poor soils. Removal allows newly planted trees to be spaced at 35 feet on center, a spacing that allows
adequate air and sun to reach leaves. Large tree openings are planned to be surfaced with porous rubber
flexipave with wide openings directly at the base of trees to prevent smothering young trees. Tree root systems
are expected to pull up the flexipave over time.
The design seeks to provide adequate rooting space underneath the sidewalk, aiming for 1,000 cubic feet per
tree. This will partly be achieved by planting trees in a treeway with shared soils. Additionally, structural soil will be
incorporated to a depth of 3 feet and from the curb line to a liner placed 3 feet from building faces and/or known
cellar access points. Part of this width is necessary due to the decreased availability of loam within structural
systems. The City is considering using Cornell mix soil, though sand-based structural soils and structural cells are
also under consideration. Structural cells are not appropriate in areas with many utilities, but elsewhere they have
the advantage of allowing standard planting soil to be placed in their voids and could be minimized to installation
only within the treeway, making them no more costly than structural soil that occupies a wider area.
SUSTAINABLE DESIGN
Part of the benefit of reducing space and pavement devoted to vehicles is that the space can be used to support a
more sustainable Main Street. More volatile weather and temperature changes due to climate change must also
be addressed through a street design that helps reduced greenhouse gas emissions while mitigating and
adapting to the impacts of heat and flooding. Some sustainable elements of the Main Street design include:
» Reducing the amount of heat-absorbing black asphalt through roadway narrowing, helping to mitigate
the urban heat island effect. Materials choices will further advance heat island mitigation.
» Canopy trees, once they are established, will form a more continuous canopy than exists now. This
helps to mitigate the urban heat island effect and filter air pollution while providing shade that makes
the street more comfortable. The canopy will help reduce summertime air conditioning needed in
adjacent buildings while blocking the winds that drive up heating costs in winter.
» Both trees and any understory planting will help support insect and bird habitat, with species choices
determining the level of impact.
» Post 25% submission, materials can be chosen based off their reduction of carbon emissions in
production and delivery.
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Some larger sustainable elements are also incorporated into the Main Street design. Stormwater Best
Management Practices (BMPs) are being used as feasible primarily to attenuate peak flows into the closed
drainage system and to capture and treat runoff. Treatment is important on Main Street as the City is required to
remove 80% of Total Suspended Solids (TSS) and 50% Total Phosphorus average annual loads per the
Environmental Protection Agency. The BMPs currently incorporated into Main Street include:
» Deep sump catch basins
» Bioretention areas including rain gardens
» A water quality swale
» Porous pavement
Understory planting will be included in stormwater infiltrating rain gardens to be located primarily in curb
extensions. A short water quality swale may be incorporated adjacent to Merrick Lane in the sidewalk amenity
zone, as this area has more serious grading challenges that require restriction of that zone to pedestrians. Plant
choices will be made to support pollutant removal in both this and the rain garden areas. Adequate pretreatment
and soil depth will be designed post 25% submittal.
Porous pavement is planned for the amenity zone to attenuate peak flow on the sidewalk and to filter TSS. The
water may also help benefit trees planted along the amenity zone (also called the treeway).
Besides stormwater BMPs, drainage and sewer systems are being fully updated. This is primarily in response to a
need for increased capacity. In the case of the drainage system, existing pipes are very undersized, and the
project area experiences flooding in some locations. With more intense storm and increased flows expected due
to climate change, the City is bypassing design to the standard 10-year storm and instead maximizing its capacity
to handle 25-year storms.
Finally, based on public input the City is exploring options for incorporating a geothermal heat array under Main
Street. This is meant to provide a source of renewable energy for the buildings along and adjacent to Main Street.
This would be a very long-term project, so generally the City is looking to ensure that a reconstruction of Main
Street does not preclude the installation of the heating system by ensuring 8-10 feet of space is left available near
the gas line. Other design considerations will be identified going forward.
TRUCK ROUTES
The heavy vehicle collisions at the bridge between Strong Avenue and Market Street/Hawley Street make up
approximately 7% of all collisions on Main Street (see section 3.2 Crash Analysis and Identified Deficiencies). A
number of options are available for installation to address and mitigate possible strikes to the bridge deck
including enhanced passive warning systems, sacrificial systems, and active warning systems. Passive systems,
like in existing conditions, typically consist of static signage, variable message signs, beacons or flashing signs,
and/or bridge markers. Sacrificial systems provide last-resort physical notifications and often consist of crash
beams or hanging chains that help prevent damage to the overhead structure, but often result in damage to the
heavy vehicle. Active warning systems can consist of GPS locators on driver vehicles that provide visual or audio
warnings activated upon approach to a low-clearance bridge. Alternatively, and as mentioned in the Route 9
Railroad Overpass Safety Study, a sensor system to detect high-clearance vehicles can alert drivers once
triggered. This method is often high-cost and accuracy may be limited.
6.6 SAFETY ENHANCEMENTS
This project proposes to significantly increase safety for all roadway users within the project area. A summary of
all the proposed safety enhancements from the RSA, with responses indicating which treatments were selected
for inclusion in this project, is provided in Table 10 through Table 19.
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 82 Table 10. Potential Safety Enhancements – Main Street (Corridor-wide) Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response Roadway Geometry Evaluate the feasibility of narrowing the roadway corridor and reallocate available space for vulnerable users to increase safety and accessibility. High Long-Term High City of Northampton Implemented as part of this project. Evaluate the need for and feasibility of providing existing and potential designated turn lanes. Medium Mid-Term Medium City of Northampton Implemented in some locations as part of this project. Evaluate the number and mix of travel lanes needed for the intersection and stripe travel lanes, accordingly. Medium Mid-Term Medium City of Northampton Implemented as part of this project. Evaluate the feasibility of curb extensions at intersections to increase sight lines from the minor approaches and increase safety for pedestrians. Consideration should be given to the potential interference with bicycle lanes. High Mid-Term Medium City of Northampton Implemented as part of this project. Evaluate the feasibility of installing rectangular rapid flashing beacons (RRFBs) or other crossing enhancement signage to improve crosswalk visibility. Medium Short-Term Low City of Northampton RRFBs installed at three locations throughout the corridor: Masonic Street, Center Street, and Strong Avenue. Pavement Markings and Conditions Reinstall missing or faded pavement markings to reduce vehicular confusion and improve vehicular and pedestrian safety. Consider updating the markings with longer-lasting thermoplastic or polyurea markings and/or recessed markings Medium Short-Term Low City of Northampton Implemented as part of this project.
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 83 Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response Signal Equipment Replace outdated and old signal equipment, where necessary. Medium Short-Term Medium City of Northampton Implemented as part of this project. Evaluate signal head locations according to lane locations and relocate to appropriate location to increase signal visibility. Evaluate the need to upgrade all traffic signal infrastructure and assess mast arm capacity. Medium Short-Term Medium City of Northampton Implemented as part of this project. Install retroreflective backplates on signals to improve signal visibility. Low Short-Term Low City of Northampton Implemented as part of this project. Update signal equipment with APS push buttons and pedestrian countdown timers for all signalized intersections to increase safety for pedestrians. High Mid-Term Medium City of Northampton Implemented as part of this project. Evaluate the use of camera detection rather than loop detectors that are currently being used. Low Mid-Term Medium City of Northampton Implemented as part of this project. Signal Timing and Phasing Evaluate signal re-timing and phasing at all signalized intersections to reduce delays. High Mid-Term Low City of Northampton Evaluated and implemented as part of this project. Consider signal coordination along the corridor, with the need for transit pre-emption where appropriate. Medium Mid-Term Low City of Northampton Implemented as part of this project. Evaluate the preferred pedestrian phasing for the corridor and provide consistent pedestrian phasing throughout the corridor. High Mid-Term Low City of Northampton Concurrent pedestrian phasing implemented throughout corridor. Install pedestrian advance walk signals for any intersections that have concurrent vehicle/pedestrian phases. Medium Short-Term Low City of Northampton Implemented where feasible as part of this project. Consider implementing LPIs for all signalized crosswalks to increase pedestrian visibility and safety. Medium Short-Term Low City of Northampton Implemented where feasible and
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 84 Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response appropriate as part of this project. Evaluate duration of flashing “Don’t Walk” times. Medium Short-Term Low City of Northampton Flashing Don’t Walk times adjusted to match proposed accommodations throughout project area. Signage Evaluate signage along the corridor and at study area intersections. Remove and replace all non-compliant MUTCD signs. All new signs should confirm to current MUTCD standards. Low Short-Term Low City of Northampton Implemented as part of this project. Remove unnecessary signage to reduce sign clutter and potential confusion Low Short-Term Low City of Northampton Implemented as part of this project. Pedestrian Accommodations and Crossings Consider widening sidewalks using reinforced concrete materials to narrow the roadway, provide more pedestrian space, and accommodate sidewalk cafes without sacrificing pedestrian clearances. High Long-Term High City of Northampton Implemented where feasible as part of this project. Consider implementing curb extensions to shorten crossing distances and increase pedestrian safety. Consideration should be given to the potential interference with bicycle lanes. High Mid-Term Medium City of Northampton Implemented where feasible as part of this project. Consider installing enhanced crossing treatments, such as a hawk signal or RRFB at crosswalks to increase visibility and compliance. Medium Short-Term Low City of Northampton RRFBs installed at three locations throughout the corridor: Masonic Street, Center Street, and Strong Avenue.
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 85 Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response Consider replacing bricks in the buffer spaces next to the sidewalk with smoother, ADA-compliant surface treatment including consideration for design to enhance infiltration from surface drainage (such as porous pavement, rain gardens etc.) Low Short-Term Low City of Northampton Implemented as part of this project. Evaluate lighting along the corridor and above minor street approaches and install or replace where necessary to improve visibility and safety in low-light conditions. Medium Short-Term Low City of Northampton Lighting plan proposed as part of this project. Reinstall crosswalks with high visibility thermoplastic crosswalks to increase visibility. High Short-Term Low City of Northampton Implemented as part of this project. Evaluate and upgrade all ramps and sidewalks to be ADA-compliant. High Short-Term Medium City of Northampton Implemented as part of this project. Evaluate feasibility of raised crossings to slow vehicular traffic at key crosswalks. Coordination with the Police and Fire Departments should be considered. High Long-Term High City of Northampton Implemented along side streets where feasible as part of this project. Bicycle Accommodations Evaluate the feasibility of providing protected and/or separated bicycle accommodation throughout the corridor. High Long-Term High City of Northampton Separated bike lanes in both directions implemented as part of this project. Consider installing high-friction surface treatment for bike lanes especially at intersections, high-volume driveways or areas where traffic is merging to another lane and crossing the bike lane. Medium Short-Term High City of Northampton Implemented as part of this project. Consider dedicated pavement markings for bicycles turning left from bicycle Medium Short-Term High City of Northampton Implemented where appropriate
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 86 Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response lanes including two-stage turn queue boxes at intersections. as part of this project. Add enhancements along the corridor, including signage and wayfinding, to provide better Rail Trail connections Low Short-Term Low City of Northampton Implemented as part of this project. Assess bicycle parking locations, styles, and supply. Consider additional bicycle parking options including corrals, bike racks, bicycle storage boxes, etc. Medium Mid-Term Low City of Northampton To be evaluated in a later design stage. Evaluate bikeshare locations to maximize pedestrian space and improve access to bicycles. Low Short-Term Low MassDOT/City of Northampton Bike share locations relocated to spaces appropriate for accommodating station activity. Transit Accommodations Coordinate with PVTA and other relevant stakeholders to evaluate bus stop locations corridor wide. Consideration should be given to bus operations with the Amtrak station. Medium Long-Term Medium MassDOT/City of Northampton Corresponded with PVTA and other relevant stakeholders on the location of the bus stops throughout the corridor. Consider including transit priority with any future signal upgrades. Medium Mid-Term Low MassDOT/City of Northampton Implemented as part of this project. Discuss upgrading transit facilities with all transit authorities’ needs (such as concrete pads, shelters, benches with compatible seating, real-time electrical connections, bike racks, etc.). Medium Long-Term Low MassDOT/City of Northampton To be evaluated at a later stage of design. Parking and Loading Evaluate the feasibility of designating loading zones and specified loading times. Medium Long-Term Low City of Northampton Implemented as part of this project.
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 87 Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response Restrict parking within appropriate distances of all fire hydrants and crosswalks to improve safety and accessibility to the hydrants and crosswalks. Medium Short-Term Low City of Northampton Implemented as part of this project. Evaluate alternate parking schemes including removal of parking, reverse-angle parking, parallel parking etc. High Long-Term Medium City of Northampton Implemented as part of this project. Restripe parking to provide consistent parking stall widths and angles. Low Short-Term Low City of Northampton Implemented as part of this project. Provide adequate daylighting for on-street parking from all crosswalks based on sight distance requirements. Medium Short-Term Low City of Northampton Implemented as part of this project. Evaluate the number of ADA parking spaces along the corridor to ensure demand is met. Low Short-Term Low City of Northampton Implemented as part of this project. Evaluate parking and loading spaces for the police, taxi, and ride share services. Low Short-Term Low City of Northampton Parking and loading spaces proposed in strategic locations for optimal use. Install parking garage wayfinding signage. Low Short-Term Low City of Northampton Parking garage wayfinding signage installed throughout corridor as part of this project. Freight Accommodations Evaluate truck routes that provide access without taking away space from the corridor. Alternate route options should be coordinated at the federal level. Care must be taken, however, to avoid diverting vehicles that bring business to downtown. Medium Long-Term Medium MassDOT/City of Northampton Altering state-wide truck routes is outside of the scope of this project, though MassDOT/the City of Northampton
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 88 Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response should consider pursuing these recommendations. Table 11. Potential Safety Enhancements - Main Street at West Street/Elm Street and State Street/New South Street Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response Roadway Geometry Evaluate the feasibility of a roundabout or a peanut-about treatment to better accommodate traffic demands and deter speeding. High Long-Term High City of Northampton Available right-of-way was determined to be too narrow for geometric needs of a roundabout/peanut-about that could accommodate heavy vehicle movements along the state numbered routes. Evaluate options that tighten the intersection box to reduce crosswalk and vehicle distances crossing the intersection. High Long-Term High City of Northampton Implemented as part of this project. Confirm that the number of feeding lanes match the receiving lanes to avoid merging problems. Medium Short-Term Low City of Northampton Implemented as part of this project. Extend the median on Main Street, between West Street and State Street, to prohibit vehicles from turning left out of the residential driveway. Medium Mid-Term Low City of Northampton Driveway made right-in-right-out only and median island maintained to prevent left-turn movements.
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 89 Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response Consider prohibiting U-turns for the Main Street westbound approach. Low Short-Term Low City of Northampton Implemented as part of this project. Pavement Markings and Conditions Install advanced lane designation markings where appropriate to reduce driver confusion. Medium Short-Term Low City of Northampton Implemented as part of this project. Implement lane tracking pavement markings for West Street throughs and right turns. Low Short-Term Low City of Northampton Implemented as part of this project. Evaluate and relocate the New South Street stop bar location to maximize sight lines. Low Short-Term Low City of Northampton Implemented as part of this project. Evaluate narrowing the size of the stop bar/box at Main/State/New South to reduce crossing distances for vehicles and pedestrians. Low Short-Term Low City of Northampton Implemented where feasible as part of this project. Reinstall the Main Street bicycle queue box with appropriate green paint. Medium Short-Term Low City of Northampton Separated bike lane facilities remove bicycles from mixed traffic so queue box is not necessary; bicycles have their own dedicated space to queue along the separated bike lanes. Signal Equipment Evaluate the effectiveness and safety of green right-turn arrow versus the green ball options to reduce driver confusion. Medium Short-Term Low City of Northampton Eastbound right turn lane controlled by indications with right turn arrows only. Movement is protected only in proposed conditions.
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 90 Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response Evaluate pedestrian head crossing height to meet MUTCD standards. Low Short-Term Low City of Northampton New signal equipment implemented as part of this project. Evaluate Main Street westbound signal head at State Street. Replace yellow ball if necessary or replace signal head with three-section signal head, as appropriate. Low Short-Term Low City of Northampton Westbound approach controlled by indications with left turn arrows only. Movement is protected-only in proposed conditions. Replace the Main Street eastbound green arrow with a green ball. Low Short-Term Low City of Northampton Main Street eastbound four-section indication replaced with three-section indications with arrows only. Movement is protected-only in proposed conditions. Signal Timing and Phasing Evaluate signal timing and phasing to allow for efficient and safe flow of traffic based on existing demands of all users. High Short-Term Low City of Northampton Signal timing and phasing plans are proposed to accommodate geometric changes. Address the length of the full signal cycle that leads to excessively aggressive pedestrian and vehicle movements (e.g., jaywalking, High Short-Term Low City of Northampton Crossing opportunities are maximized in the proposed signal
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 91 Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response continuing through intersections into the red cycle). timing and phasing plans with adjustments to address safety concerns of existing crossings. Signage Remove unnecessary signage and to reduce sign clutter and potential confusion. Low Short-Term Low City of Northampton Implemented as part of this project. Install lane assignment signage to reduce driver confusion. Medium Short-Term Low City of Northampton Implemented as part of this project. Remove outdated “Stop for pedestrians when turning” sign and the box from the traffic signal. Low Short-Term Low City of Northampton Implemented as part of this project. Evaluate appropriate placement of signs to reduce confusion and improve visibility. Medium Short-Term Low City of Northampton Implemented as part of this project. Pedestrian Accommodations and Crossings Evaluate feasibility of providing a designated crossing with appropriate safety enhancements across Elm Street, either at Main Street or midblock. High Mid-Term Medium City of Northampton/Smith College Implemented as part of this project. Evaluate feasibility of installing sidewalks from the west corner of Elm Street at West Street along the north side of West Street to provide safe pedestrian accommodations to the on-street parking along West Street. Medium Mid-Term Medium City of Northampton/Smith College Outside of scope of project. Evaluate the feasibility of relocating the diagonal Main Street crosswalk to provide a shorter and safer crossing. Recommendations included: a High Mid-Term Low City of Northampton Diagonal crosswalk removed as part of this project.
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 92 Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response crosswalk west of State Street or across Elm Street. Restripe the diagonal crosswalk with continental-style crosswalk markings (the standard for all other downtown crosswalks). Low Short-Term Low City of Northampton High visibility crosswalks implemented throughout project corridor. Consider widening the median at West Street to provide an ADA-compliant pedestrian refuge with detectable warning panels. High Short-Term Low City of Northampton Median widened in proposed conditions. Bicycle Accommodations Consider reinstalling queue box with green paint. Medium Short-Term Low City of Northampton Separated bike lane facilities remove bicycles from mixed traffic so queue box is not necessary; bicycles have their own dedicated space to queue along the separated bike lanes. Consider providing a two-stage turn box in front of the crosswalk at the northbound West Street approach to facilitate turns for less-experienced bicyclists. High Short-Term Low City of Northampton Bicycle turning movement facilitated with conflict markings and buffer openings for access to the proposed separated bike lane facilities. Consider realigning the Elm Street travel lanes and bicycle lane. High Long-Term High City of Northampton Elm Street approach realigned
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 93 Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response by minimizing the curb radii of the southwest and southeast corners of the intersection. Table 12. Potential Safety Enhancements - Main Street at Masonic Street Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response Roadway Geometry Consider restricting left turns from Masonic Street to discourage the unsafe vehicular maneuvers. High Short-Term Low City of Northampton Left turns are not proposed to be restricted to maintain access to the Masonic Street parking lot. Pavement Markings and Conditions Install “Don’t Block the Box” pavement markings and signage to ensure that the intersection is clear from traffic queuing for vehicles to access and egress Masonic Street. Low Short-Term Low City of Northampton “Do not block the box” pavement markings not proposed to maintain clear visibility of the crosswalk across Main Street and shifting lane lanes. Install stop bar on Masonic Street Low Short-Term Low City of Northampton Implemented as part of this project. Consider installing a centerline on Masonic Street. Low Short-Term Low City of Northampton Not implemented as part of his project. Signage Install stop sign for Masonic Street southbound approach Low Short-Term Low City of Northampton Implemented as part of this project. Pedestrian AccommodatioConsider installing a crosswalk across the Main Street eastbound approach or widening the existing High Short-Term Low City of Northampton Crosswalk maintained across eastern leg of Main
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 94 ns and Crossings crosswalk to accommodate the high volume of pedestrians and potentially address jaywalking. Street due to relocation of westbound bus stop to east side of Masonic Street. Evaluate the feasibility of installing a hawk signal or RRFB at the Main Street crosswalk to provide increased safety for crossing pedestrians. Medium Short-Term Low City of Northampton Implemented at this location and others throughout the corridor as part of this project. Consider widening sidewalks, allocating specific locations for outdoor cafes, or converting some brick buffers to concrete sidewalks to ensure that adequate sidewalk space is available for the pedestrian demand and to accommodate outdoor cafes. Medium Mid-Term Medium City of Northampton Sidewalks widened where feasible in conjunction with the project goals. Transit Accommodations Consider whether the main transit pulse point at Pulaski Park should be relocated or lengthened while minimizing crosswalk conflicts and if there are any Bus Rapid Transit light strategies that could increase the speed of bus loading. High Short-Term Low City of Northampton Main transit pulse point maintained at Pulaski Park. Mark out individual bus parking spaces to ensure that buses have a designated space and consider providing additional queueing space for buses on an intersecting street to accommodate longer bus layovers. Medium Short-Term Low City of Northampton Implemented as part of this project. Consider replacing the parking space between the crosswalk and bus stop with a curbed bump-out to physically prevent the buses from encroaching on the crosswalk. This bump-out High Short-Term Medium City of Northampton Parking space removed and curb extension installed as part of this project.
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 95 would also help reduce pedestrian crossing distance and improve pedestrian visibility Parking and Loading Evaluate potential designated loading zones to reduce potential conflict. Medium Short-Term Low City of Northampton Loading zones implemented throughout the project corridor at optimal locations as part of this project. Consider parking signage at Center Street/Main Street to direct vehicles to the Masonic Street lot. Low Short-Term Low City of Northampton Implemented as part of this project. Restrict parking within 20 feet of the intersection to improve visibility. High Short-Term Low City of Northampton Parking restrictions imposed through installation of curb extension.
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 96 Table 13. Potential Safety Enhancements - Main Street at Cracker Barrer Alley and Crafts Avenue Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response Roadway Geometry Consider closing the City Hall driveway or removing public parking in the lot to limit activity into and out of the driveway High Long-Term High City of Northampton City Hall driveway maintained but restricted to right-in/right-out maneuvers. Consider closing Crafts Avenue to vehicle traffic. High Long-Term High City of Northampton Crafts Avenue maintained as one-way southbound away from Main Street to act as one-way pair with Old South Street. Evaluate the possibility of flipping the one-way operations for Crafts Avenue and Old South Street to make Crafts Avenue one-way northbound and Old South Street one-way southbound. High Long-Term Low City of Northampton Flipping one-way directions of Crafts Avenue and Old South Street expected to introduce frequent conflicts at crosswalk at City Hall. Existing directionality maintained. Consider adding a turn pocket for the westbound left turn from Main Street to Crafts Avenue. Medium Short-Term Low City of Northampton Implemented as part of this project.
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 97 Signage Reposition “Do Not Enter” sign to be in appropriate location to increase visibility. Low Short-Term Low City of Northampton Implemented as part of this project. Pedestrian Accommodations and Crossings Evaluate the feasibility of widening the sidewalks and/or installing sidewalk extensions around this area. High Mid-Term Medium City of Northampton Implemented as part of this project. Consider restricting parking on the southwest corners of the intersection to improve visibility between motorists and pedestrians. High Short-Term Low City of Northampton Daylighting implemented as part of this project. Bicycle Accommodations Evaluate the feasibility of adding a connection along Crafts Avenue towards the rail trail/bike path. High Long-Term High City of Northampton Angled parking along Crafts Avenue requires further evaluation for implementation of connection to New Haven and Northampton Canal Greenway. Transit Accommodations Coordinate with PVTA on changes to bus route, especially, if the roadway is to be closed. High Long-Term Low City of Northampton Roadway closure not proposed through this project. Parking and Loading Remove the parking spot in front of City Hall to create additional sidewalk space, potentially shortening the crosswalk length, and improve pedestrian visibility. Medium Short-Term Low City of Northampton Implemented as part of this project.
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 98 Table 14. Potential Safety Enhancements - Main Street at Old South Street Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response Roadway Geometry Install curb extensions and relocate the stop bar further north on Old South Street so vehicles can queue on flatter road surface and do not have to accelerate to pass the intersection. High Mid-Term Medium City of Northampton Implemented as part of this project. Evaluate the possibility of flipping the one-way operations for Crafts Avenue and Old South Street to make Crafts Avenue one-way northbound and Old South Street one-way southbound. High Long-Term Low City of Northampton Flipping one-way directions of Crafts Avenue and Old South Street expected to introduce frequent conflicts at crosswalk at City Hall. Maintained existing conditions. Consider closing Old South Street to vehicles. High Long-Term Low City of Northampton Not implemented as part of this project. Signage Install appropriate crosswalk signage in all directions. Low Short-Term Low City of Northampton Implemented as part of this project. Pedestrian Accommodations and Crossings Evaluate feasibility of moving rainbow crosswalk closer to Old South Street intersection. Medium Short-Term Low City of Northampton Crosswalk relocated further west towards Old South Street intersection.
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 99 Table 15. Potential Safety Enhancements - Main Street at Center Street Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response Roadway Geometry Consider restricting left turns and turning the intersection to a right-in and right-out roadway. High Short-Term Low City of Northampton Existing maneuvers maintained and left-turn lane installed along eastbound Main Street approach. Pavement Markings and Conditions Install stop bar and sign on Center Street if it meets warrants. Low Short-Term Low City of Northampton Stop bar and sign installed on Center Street. Consider installing a centerline on Center Street. Low Short-Term Low City of Northampton Not implemented as part of this project. Pedestrian Accommodations and Crossings Evaluate relocating the crosswalk on Main Street slightly west to provide better visibility from right-turning vehicles from Center Street to Main Street. Medium Short-Term Low City of Northampton Implemented as part of this project. Evaluate making the crosswalk more perpendicular with Main Street to reduce crossing distance. Medium Short-Term Low City of Northampton Implemented as part of this project. Consider installing enhanced crossing treatments, such as a hawk signal or RRFB at crosswalks to increase visibility and compliance. City of Northampton RRFB installed at this location and others throughout corridor as part of this project.
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 100 Table 16. Potential Safety Enhancements - Main Street at Gothic Street Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response Roadway Geometry Evaluate creating one-way couplets for Center Street and Gothic Street. High Long-Term Low City of Northampton Not implemented as part of this project. Consider restricting left turns and turning the intersection to a right-in and right-out roadway. High Short-Term Low City of Northampton Not implemented as part of this project. Extend the median on Main Street to restrict left turns. Medium Short-Term Low City of Northampton Not implemented as part of this project. Pavement Markings and Conditions Install stop bar and sign on Gothic Street if it meets warrants. Low Short-Term Low City of Northampton Implemented as part of this project. Consider installing a centerline on Gothic Street. Low Short-Term Low City of Northampton Not implemented as part of this project. Pedestrian Accommodations and Crossings Consider installing a crosswalk across Main Street. High Short-Term Low City of Northampton Not implemented as part of this project due to the proximity of the King Street/Pleasant Street signal. Parking and Loading Consider alternate parking schemes to prevent head-in angle parking crashes including removal of parking spots, reverse-angle parking, parallel parking, etc. High Long-Term Medium City of Northampton Implemented as part of this project.
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 101 Table 17. Potential Safety Enhancements - Main Street at King Street/Pleasant Street Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response Roadway Geometry Evaluate the impact of new left-turn lane on Pleasant Street. Low Short-Term Low City of Northampton Left-turn lane maintained on Pleasant Street. Pavement Markings and Conditions Consider moving the stop bar on Pleasant Street further south to allow for adequate turning space for trucks and fire vehicles without encroaching to the centerline and reducing any oncoming traffic-related conflicts. Medium Short-Term Low City of Northampton Intersection reconfigured and able to accommodate truck turns. Evaluate the feasibility of installing mountable truck aprons to keep the radii as is while allowing truck movements Medium Mid-Term Medium City of Northampton Not implemented as part of this project. Consider installing clearer right-turn-only pavement markings for the eastbound right-turning lane on Main Street. Medium Short-Term Low City of Northampton Implemented as part of this project. Considering moving the island on Main Street west of Pleasant and King northerly to provide more space for the tight eastbound movements and reduce excess space for westbound movements. Medium Mid-Term Medium City of Northampton Implemented as part of this project. Signal Equipment Evaluate if push button locations are ADA-compliant and if not, relocate to ensure compliancy. Medium Short-Term Medium City of Northampton Signal equipment relocated and replaces as part of this project. APS push buttons located within 10 feet of curb ramp
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 102 level landings per MUTCD guidance. Evaluate adequate placement of signals equipment with respect to the number of approaching lanes in all directions. Medium Short-Term Medium City of Northampton Implemented as part of this project. Consider installing back-plates and retro-reflective boarders to the signals. Medium Short-Term Medium City of Northampton Implemented as part of this project. Signal Timing and Phasing Adjust exclusive pedestrian time to accommodate for diagonal crossing distance. Medium Short-Term Low City of Northampton Pedestrian phasing converted to concurrent phasing. Evaluate the appropriateness of providing concurrent pedestrian crossings. Low Short-Term Low City of Northampton Implemented as part of this project. Evaluate converting the “dummy” pedestrian pushbuttons to actually activated pushbuttons so that the exclusive pedestrian phase is only called when pedestrian actuated. Low Short-Term Low City of Northampton Pedestrian phasing proposed to be on recall with the implementation of concurrent phasing. Pushbuttons maintained for audio capabilities. Re-time existing cycle length so it is shorter to reduce pedestrian wait times. Medium Short-Term Low City of Northampton Implemented as part of this project. Signage Evaluate the condition and location of the low clearance sign to increase visibility. Medium Short-Term Low City of Northampton Low clearance sign moved to roadside post to increase visibility and limit sign clutter on mast arm.
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 103 Pedestrian Accommodations and Crossings Consider Northampton Courthouse easement to widen this portion of the sidewalk to accommodate more pedestrians. Medium Mid-Term Medium City of Northampton Sidewalk space reconfigured.
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 104 Table 18. Potential Safety Enhancement - Main Street at Strong Avenue and railroad bridge Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response Roadway Geometry Evaluate feasibility of tightening the intersection on Strong Avenue by using curb extensions that would force vehicles to stop before turning and prevent them from making a wide turn. High Long-Term Medium City of Northampton Implemented as part of this project. Pavement Markings and Conditions Install appropriate pavement markings on Strong Avenue. Medium Short-Term Low City of Northampton Implemented as part of this project. Improve drainage under the bridge and repave as necessary to improve pavement conditions. Medium Long-Term Medium MassDOT/City of Northampton Implemented as part of this project. Signage Evaluate feasibility for a laser actuated sign that will detect heavy trucks at adjacent intersections for diversion from Railroad Bridge. High Long-Term Medium MassDOT Not evaluated as part of this project, though the City of Northampton should evaluate the recommendation further. Install wayfinding tools to direct people to the rail trail access point. Low Short-Term Low MassDOT/City of Northampton Implemented as part of this project. Pedestrian Accommodations and Crossings Evaluate feasibility of removing the driveway and limited parking lot access to Merrick Lane. High Long-Term Medium City of Northampton Driveway to Merrick Lane closed in proposed conditions. If parking lot access can be closed, move crosswalk across Main Street to westbound approach for better geometry. Medium Long-Term Low City of Northampton Crosswalk location maintained in existing location with proposed curb extensions. Bicycle Accommodations Consider installing more bicycle parking at this section. Low Short-Term Low City of Northampton To be considered at a later stage of the design process.
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 105 Freight Accommodations Evaluate feasibility for a laser actuated sign that will detect heavy trucks at adjacent intersections for diversion from the railroad bridges, and a more aggressive warning system. High Long-Term Medium MassDOT Not evaluated as part of this project, though the City of Northampton should evaluate the recommendation further.
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 106 Table 19. Potential Safety Enhancements - Main Street at Market Street/Hawley Street Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction Response Roadway Geometry Consider narrowing the Hawley Street approach to better align the Hawley Street and Market Street approaches. High Long-Term High City of Northampton Implemented as part of this project. Install lane tracking pavement markings. Low Short-Term Low City of Northampton Implemented as part of this project. Signal Equipment Relocate Market Street and Hawley Street signal heads to overhead mast arms to increase visibility. Low Short-Term Low City of Northampton Implemented as part of this project. Consider relocating the telephone pole to reduce the risk of heavy vehicles striking the pole while performing a turn to or from Hawley Street. Low Short-Term Low City of Northampton Relocating the telephone pole is cost-prohibitive to the project. Signal Timing and Phasing Evaluate providing protected left-turn phasing to increase safety for turning vehicles. High Short-Term Low City of Northampton Protected left-turn phase not implemented as part of this project. Evaluate restricting right-turns on red to increase safety for pedestrians. Medium Short-Term Low City of Northampton Right-turns on red restricted for all approaches due to limited sight lines and conflicts with separated bike lanes. Evaluate providing concurrent pedestrian crossing phasing to improve delay for all users. Medium Short-Term Low City of Northampton Implemented as part of this project. Retime the exclusive pedestrian phase to provide adequate crossing time for pedestrians Medium Short-Term Low City of Northampton Exclusive pedestrian phase converted to
MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 107 crossing the intersection diagonally. concurrent pedestrian phases on recall as part of this project. Signage Replace the bridge height restriction signage with a high visibility sign with ambers. Medium Short-Term Low City of Northampton Implemented as part of this project.
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6.7 WORK BY OTHERS
The Lower Pleasant Street project begins approximately 1,900 feet south of Main Street along Pleasant Street
and extends approximately 1,400 feet from just north of Pound Lane to the Conz Street at Pleasant Street
roundabout. The project proposes installation of separated bike lanes on either side of Pleasant Street that
connect to the existing separated bike lanes. The proposed facilities linking to the existing infrastructure will
enhance bicycle connections to the New Haven and Northampton Canal Greenway at Pleasant Street at Railroad
Avenue. The project is currently being constructed and is not expected to impact construction of the Picture Main
Street project.
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CHAPTER 7:
TRAFFIC SIGNAL PHASING
ALTERNATIVES AND
OPERATIONAL ANALYSIS
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7 TRAFFIC SIGNAL PHASING
ALTERNATIVES AND OPERATIONAL
ANALYSIS
The vehicular, pedestrian, bicycle, and transit needs throughout the corridor call for a customized treatment at the
four signalized intersections. The following section discusses the phasing alternatives evaluated and the preferred
phasing sequences at each signalized intersection.
7.1 BASIC SIGNAL STRATEGY
The primary strategies evaluated at each intersection include pedestrian and bicycle phasing options, phase
separating turns, and right turn on red operations.
PEDESTRIAN PHASING
Two phasing options are typically used for pedestrian phasing at signalized intersections: exclusive and
concurrent. Each serves pedestrians with varying degrees of separation from conflicting vehicular movements
and each reserves their own implications for pedestrian delay.
Exclusive Phasing
Exclusive pedestrian phasing stops all vehicular traffic in all directions so people may cross along all crosswalks,
and if programmed, to cross diagonally through the middle of the intersection. This type of signal phasing grants
full separation and full priority to pedestrians where there are no conflicting vehicular turning movements
permitted. Stopping all vehicular movement for the duration of the time required to cross the longest leg or corner-
to-corner distance at an intersection often leads to high delay for both pedestrians and drivers.
Exclusive phasing offers no legal benefits to people biking. However, in practice exclusive pedestrian phasing is
generally used with discretion regardless of intended use. Today, a mix of behavior is currently observed on Main
Street, with some bicyclists waiting to use the vehicular traffic signals and others using the exclusive pedestrian
phase depending on when in the signal cycle they arrive at the intersection.
Concurrent Phasing
Concurrent pedestrian phasing provides pedestrians a WALK signal at the same time as a green light for parallel
vehicular movements. Concurrent phasing typically reduces the amount of delay both pedestrians and vehicles
experience at an intersection compared to exclusive phasing but requires turning vehicles to yield to pedestrians
in the parallel crosswalk. Leading pedestrian intervals (LPIs) provide a timed buffer to pedestrians, typically
between 3 and 7 seconds long, ahead of the concurrent vehicular movement. During the LPI, pedestrians can
enter the crosswalk before the vehicular movement begins, allowing them to establish their presence in the
crosswalk ahead of any conflicting turning movements.
Concurrent signal phasing offers the ability to formalize shared use of the pedestrian signal for both people
walking and biking. In accordance with the 2009 MUTCD, “the R9-5 sign may be used where the crossing of a
street by bicyclists is controlled by pedestrian signal indications.” In situations where potential conflicts between
people walking across the street and people making turning movements on bikes may be traveling through the
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same phase, supplemental ‘BIKES YIELD TO PED’ (R9-6) are suggested to clarify priority for pedestrians over
people making turning movements on bikes.
Shared phasing between people walking and biking as described above also applies to situations where LPIs are
in use. All of the same benefits accrued to people walking with an LPI are similarly transferred to people biking in
this alternative, including reduction in delay and increased intersection visibility.
Concurrent Protected Phasing
While traditional concurrent phasing typically permits conflicting movements to turn across a parallel crosswalk,
concurrent protected pedestrian phasing eliminates all vehicle-pedestrian conflicts by introducing exclusive turn
lanes for all turning movements (e.g. no turning movements permitted from the same lane as a dedicated through
lane). This allows the signal phasing to be organized such that parallel crosswalks only run concurrently with
through movements while turning movements are restricted to fully protected phases. Similar to the scenario
described above, this phasing style offers the ability to formalize shared use of the pedestrian signal for both
people walking and biking for a movement that is fully protected from all motor vehicle traffic.
While concurrent protected phasing provides the separation benefits of exclusive phasing, the need for dedicated
turn lanes required to accommodate the signal phasing often has spatial impacts, particularly in regard to which
roadway user is allotted that space in a constrained environment. For example, concurrent protected phasing may
provide phasing separation for people walking and biking at an intersection but may come at the cost of being
unable to maintain dedicated bicycle facilities through an intersection, thus impacting network continuity.
Dedicated Bike Signals
Bicycle signals are used to both communicate clearly to a defined user group (people biking) and to reduce
conflicts by phase-separating bicycle movements. Bike signals can be especially helpful or even necessary for
locations with contraflow bike movements (for example on two-way separated bike lanes), locations with high
volumes of bike movements, and locations with high volumes of turning vehicles. Dedicated bike signals also offer
the ability to include leading bike intervals (LBIs) through an intersection, which operate similarly to leading
pedestrian intervals.
Bike signal equipment generally includes either an eight-inch circular indication with a required ‘BIKE SIGNAL’
sign (R10-10b) or a signal with dedicated bike faces (through Federal Highway Administration interim approval IA-
16). When bicycle signal faces are used, no conflicting vehicle movements are allowed, including permissive left
turns and right turn on red movements.
While there are many benefits to bike signals depending on context, none of the current phasing alternatives
include use of dedicated bike signals. In lieu of dedicated bike signals to provide control to the separated bike
lanes, the proposed signal phasing sequences include directing people biking through the intersection to use
pedestrian signalization with ‘BIKE USE PED SIGNAL’ signs (R9-5) for several reasons including overall project
equipment and maintenance cost, impacts to vehicle delay, and existing regulations for dedicated bike signals
which are currently undergoing revisions as part of the update to the MUTCD. In accordance with the 2009
MUTCD, “The R9-5 sign may be used where the crossing of a street by bicyclists is controlled by pedestrian
signal indications.” proposed arrangement will clarify and help guide desired behavior. For all approaches, ‘BIKE
YIELD TO PED’ signs (R9-6) are proposed to clarify priority for pedestrians over people making turning
movements on bikes.
PHASE SEPARATED TURNS
MassDOT’s Separated Bike Lane Planning and Design Guide (SBLPDG) provides recommendations for phase
separating movements that turn across a separated bike lane. The proposed signal phasing, described in the
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following sections, maintains phasing separation where turning movement counts exceed the thresholds outlined
in Figure 50.
Figure 50. MassDOT SBLPDG Recommendations for Phase Separated Bicycle Movements31
While these guidelines primarily prioritize safety for people in the bicycle facilities, motor vehicles similarly benefit
from phase separation where a separated bike lane is present. Drivers turning across opposing lanes of traffic as
well as a bicycle facility must find a gap in multiple travel lanes, be they for people walking, biking, or driving. If the
driver attempted to turn through a perceived gap in motor vehicle traffic during a permitted left turn movement but
meets a person walking or biking in the crosswalk, they may slam on their brakes to avoid the person and
subsequently be hit by the opposing traffic in the lanes they attempted to cross. With phase separation, those
permitted movements and the conflict scenarios reliant on judging gaps in traffic are removed, granting people
walking, biking, and driving a safer roadway environment.
RIGHT TURN ON RED OPERATIONS
Bicycle movements along the separated bike lanes at signalized intersections are phase separated where turning
volumes exceed the thresholds in the MassDOT SBLPDG. The MassDOT SBLPDG also provides the
recommendation that right turns on red (RTORs) be restricted when there is a protected bike phase, right turns
are protected, or when there is a leading bike phase. As discussed in the following section, a number of the right
turn movements are proposed to be phase separated from adjacent crosswalks and bicycle movements,
suggesting that RTOR restrictions be imposed where not mandated already. Eastbound and westbound RTOR
operations are proposed to be restricted across the separated bike lane throughout the corridor, even where right
turns do not have a protected movement, to limit the number of conflicts between crossing pedestrians and
cyclists and those motorists. Additionally, at Market Street/Hawley Street, RTORs are proposed to be restricted
for the northbound and southbound approaches due to the limited sight lines. Table 20 provides a summary of the
existing and proposed RTOR restrictions throughout the corridor.
31 MassDOT Separated Bike Lane Planning and Design Guide, Chapter 6: Signals. (https://www.mass.gov/doc/chapter-6-signals/download)
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Table 20. Summary of Right Turn on Red Restrictions at Signalized Intersections
Movement RTOR allowed in existing
conditions?
RTOR allowed in
proposed conditions?
Main Street at West Street/Elm Street
Elm Street EB Right Yes No
West Street NB Right Yes Yes
Main Street at State Street/New South Street
Main Street EB Right Yes No
Main Street WB Right No No
State Street SB Right Yes Yes
New South Street NB right Yes Yes
Main Street at King Street/Pleasant Street
Main Street EB Right No No
Main Street WB Right No No
King Street SB Right No No
Pleasant Street NB Right No No
Main Street at Market Street/Hawley Street
Main Street EB Right Yes No
Bridge Street WB Right No No
Market Street SB Right Yes No
Hawley Street NB Right Yes No
COORDINATION
The intersections of Main Street at West Street/Elm Street and at State Street/New South Street should operate
with the same cycle length to maintain coordination between the two signals. The intersections of Main Street at
King Street/Pleasant Street and Main Street at Market Street/Hawley Street are currently not coordinated, though
their proximity prompted evaluation of coordination separate from that of the two western intersections at West
Street/Elm Street and State Street/New South Street. Several cycle length options are available when
coordinating signals, including full-cycle coordination, two-thirds-cycle coordination, and half-cycle coordination.
Full-cycle coordination sees both coordinated intersections operate with the same cycle length, often with one
intersection offset to accommodate uni-directional flow between the intersections. Half-cycle coordination allows
one intersection to operate with half the cycle length of what is typically the larger intersection with more vehicle
input, allowing that half-cycle intersection to cycle through its phasing twice for every one time the full-cycle
intersection cycles. Similarly, two-thirds cycle coordination allows one intersection to cycle through its phases
three times for every two times the other intersection cycles. Half-cycle and two-thirds cycle coordination shorten
pedestrian delays at the intersection where a shorter cycle length can be accommodated, leading to a reduced
likelihood of noncompliance. The different coordination styles were evaluated at the western signalized
intersections and the eastern signalized intersections. Half-cycle coordination was ultimately applied to all peak
hours for the coordinated King Street/Pleasant Street and Market Street/Hawley Street intersections based on
vehicle capacity analysis and minimizing average pedestrian delay.
7.2 SIGNAL PHASING ALTERNATIVES
Traffic signal phasing alternatives at West Street/Elm Street and State Street/New South Street, King
Street/Pleasant Street, and Market Street/Hawley Street were vetted with the City of Northampton through a
series of technical memorandums. Each memo summarized existing conditions and RSA and Walk and Bike
Audit findings before proposing a set of alternative phasing options targeting the deficiencies identified and
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encompassing the project goals to provide safety and access for all, promote a vibrant and attractive downtown,
and create a functional, enduing, and sustainable streetscape. The following section summarizes the alternatives
evaluated at each of the study area signalized intersections. West Street/Elm Street and State Street/New South
Street are grouped due to their proximity, and the preferred alternative is identified through correspondence with
the City of Northampton.
ANALYSIS METRICS
Each memo used traffic models to evaluate the vehicular operations and average pedestrian delay of existing and
proposed alternatives.
Motor Vehicle Capacity Analysis
Level of Service (LOS) is a performance measure that defines traffic operations based on the average amount of
time a vehicle waits at an intersection. For example, LOS A defines the condition with minimum vehicular traffic
delay, while LOS F represents the condition with significant traffic delay. The HCM states that “the existence of a
LOS F condition does not, by itself, indicate that action must be taken to correct the condition,” and proposed
traffic conditions reflect this approach by evaluating intersection performance measures not centered around
motor vehicle conditions, as described in the following section. Table 21 indicates the LOS conditions based on
average delay as defined by the Highway Capacity Manual (HCM).
Table 21. Level of Service Criteria
Level of Service Average Stopped Delay at Signalized
Intersection (seconds/vehicle)
Average Stopped Delay at
Unsignalized Intersections
(seconds/vehicle)
A 0.0-10.0 0.0-10.0
B 10.1-20.0 10.1-15.0
C 20.1-35.0 15.1-25.0
D 35.1-55.0 25.1-35.0
E 55.1-80.0 35.1-50.0
F >80 >50.0
To compute the LOS and other performance measures, the HCM methodology was used. For the signalized
intersections, HCM 2010 methodology cannot be used since signals use standard National Electrical
Manufacturing Association (NEMA) phasing, so HCM 2000 methodology was used. Synchro 10 software was
used to apply these methodologies, which allows for inputs such as lane configuration, traffic volumes,
pedestrian/bicycle to vehicle interactions, and peak hour factors. In addition to estimating the delay and LOS at
intersections, Synchro 10 was used to estimate intersection queue lengths. Results were used to compare traffic
operations in existing and proposed alternative conditions to determine a preferred alternative.
In accordance with MassDOT guidelines, all intersection approaches for both existing and proposed alternatives
were evaluated based on the peak 15 minutes of data collected during the network peak hour. Existing traffic
signal timing and phasing were provided by the City of Northampton and are reflected in the Existing Conditions
analysis in each traffic technical memorandum. Calibrations and factors that influence traffic operations analysis
in Synchro 10 are summarized in Table 22.
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Table 22. Synchro 10 Traffic Analysis Adjustment Factors
Adjustment Factor Used in Analysis? Notes
Right Turn on Red Yes Based on existing conditions, adjusted in
proposed conditions
Conflicting Pedestrians/Cyclists Yes Based on available TMC data
PHF Yes By approach based on TMC data
Heavy Vehicle Percentage Yes By movement based on TMC data
Bus Blockages/Hour No Not Applicable
Parking Manuevers No Data not available
Pedestrian Delay
Pedestrian LOS (PLOS) metrics are based solely on delay and the concepts and procedures in the Highway
Capacity Manual (HCM)32. Table 23, an excerpt from the HCM, provides PLOS criteria for signalized
intersections, along with pedestrian noncompliance likelihood guidance. When pedestrians experience more than
a 30 second delay, they become impatient, and are more likely to engage in risk-taking behavior. Average
pedestrian delay represents the average number of pedestrians anticipated to wait at a signal relative to the
average amount of time those pedestrians have to wait and is calculated using the equations below. An additional
4 seconds is included in the pedestrian effective green time to account for pedestrians who begin their crossing a
few seconds after the WALK indication has begun.
Table 23. Pedestrian Level of Service Criteria
Pedestrian Level of Service Pedestrian Delay (seconds) Likelihood of Noncompliance
A 0.0–10.0 Low
B 10.1–20.0
C 20.1–30.0 Moderate
D 30.1–40.0
E 40.1–60.0 High
F >60.0 Very High
Source: Highway Capacity Manual, 2000. Transportation Research Board.
𝑃𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑔𝑟𝑒𝑒𝑛 ൌ 𝑊𝐴𝐿𝐾 𝑡𝑖𝑚𝑒 4 𝑠𝑒𝑐𝑜𝑛𝑑𝑠
𝑃𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑟𝑒𝑑 ൌ 𝐶𝑦𝑐𝑙𝑒 𝑙𝑒𝑛𝑔𝑡ℎ െ 𝑃𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑔𝑟𝑒𝑒𝑛
𝑨𝒗𝒆𝒓𝒂𝒈𝒆 𝑷𝒆𝒅𝒆𝒔𝒕𝒓𝒊𝒂𝒏 𝒅𝒆𝒍𝒂𝒚 ൌ 𝑷𝒆𝒅𝒆𝒔𝒕𝒓𝒊𝒂𝒏 𝒆𝒇𝒇𝒆𝒄𝒕𝒊𝒗𝒆 𝒓𝒆𝒅
𝟐∗ 𝑷𝒆𝒅𝒆𝒔𝒕𝒓𝒊𝒂𝒏 𝒆𝒇𝒇𝒆𝒄𝒕𝒊𝒗𝒆 𝒓𝒆𝒅
𝑪𝒚𝒄𝒍𝒆 𝒍𝒆𝒏𝒈𝒕𝒉
MAIN STREET AT WEST STREET/ELM STREET AND STATE
STREET/NEW SOUTH STREET
The proximity of the western intersections warrants coordination between the two signals to limit spillback of the
Main Street westbound approach to West Street and the Main Street eastbound approach to State Street/New
South Street. Alternative analysis vetted in the “Traffic Operations at Main Street at West Street/Elm Street and
State Street/New South Street” technical memorandum, attached in Appendix D, looked at four alternatives for
the intersection:
32 HCM 2000: Highway Capacity Manual. Washington, D.C.: Transport Research Board, 2000.
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» Alternative A, Preferred Geometry Phasing,
» Alternative B, Preferred Geometry Phasing with Volume Reductions,
» Alternative C, Preferred Geometry Phasing without the State Street Southbound Approach, and
» Alternative D, Additional Main Street Eastbound Through Lane.
Alternative A proposes converting the Elm Street eastbound approach to consist of a through lane and a
dedicated right turn lane to allow the right turns to be phase separated from the southern crosswalk and
eastbound separated bike lane. Phasing begins with the Main Street westbound left turn and through lane running
concurrently with the northbound right turn. Then the eastbound and westbound through movements operate
concurrent with the southern crosswalk before the eastbound right turn movement is provided a protected phase.
Finally, the West Street northbound approach runs concurrent with the western crosswalk. Phasing at Main Street
at West Street/Elm Street in Alternative A can be seen in Figure 51.
Figure 51. Alternative A Phasing at Main Street at West Street/Elm Street
The Main Street at State Street/New South Street preferred phasing has lead/lag left turn phasing for the
eastbound and westbound approaches, beginning with the Main Street eastbound through, eastbound left, and
State Street southbound right turn running concurrently with the crosswalk traversing New South Street and
eastbound separated bike lane. Once the southern crosswalk phase is complete, the Main Street eastbound right
turn runs concurrently with the eastbound and westbound through movements. Then, the Main Street westbound
left turn and through movements run concurrent with the New South Street northbound right turn. The crosswalk
traversing State Street and westbound separated bike lane also run concurrently with these phases. The New
South Street northbound approach then overlaps with the Main Street eastbound right and the eastern crosswalk,
followed by the State Street southbound approach and the western crosswalk. The diagonal crosswalk in existing
conditions is converted to two crosswalks, one across the western leg of Main Street at State Street/New South
Street and one across the eastern leg. Under these conditions, the eastbound and westbound left turn
movements no longer must be timed to accommodate crossing the diagonal crosswalk, and that additional time
can be reallocated to other movements. All crosswalks except the western crosswalk at State Street/New South
Street are on pedestrian recall. The western crosswalk is not on recall but the removal of the diagonal crosswalk
and the addition of the western crosswalk across Elm Street provides more traditional and consistent crossing
opportunities from the north side of the corridor to the south. Alternative A phasing at Main Street at State
Street/New South Street can be seen in Figure 52.
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Figure 52. Alternative A Phasing at Main Street at State Street/New South Street
Alternative B proposes the same phasing as Alternative A with a 10% volume reduction justified by the principles
of traffic evaporation and declining traffic volumes seen in historical counts within the project area. The alternative
sees the same phasing benefits of Alternative A with the added advantage of lower cycle lengths allowable with
the reduced traffic volumes.
Alternative C again proposes the same phasing at Alternative A with adjustments to account for the proposed
conversion of State Street to one-way northbound between Main Street and Center Street. The conversion from
the existing two-way operations removes the southbound approach at Main Street and allows vehicular capacity
demanded by the approach to be reallocated to the other movements at the intersection and the cycle length to
be lowered.
The final alternative evaluated introduces an additional eastbound through lane between West Street and
Masonic Street, requiring removal of the separated bike lanes in each direction west of Masonic Street.
Alternative D would see the Elm Street eastbound approach to West Street consist of a through lane and a
through/right turn lane as in in existing conditions, so that there cannot be phase separation for eastbound right
turning vehicles crossing the southern crosswalk. Phase separation for the southern crosswalk across New South
Street is maintained, but eastbound bicycles must travel within the vehicular travel lane.
All alternatives address deficiencies of the existing geometry and phasing by removing the diagonal crosswalk at
New South Street/State Street, phase separating the Main Street eastbound right turn onto New South Street,
and providing a crosswalk across the western leg of the West Street/Elm Street intersection. Toole Design’s
preferred phasing alternative is Alternative A/Alternative B due to the improvements to safety for all users and
support of project goals through phasing and geometric improvements. Alternative A is advanced through this
analysis to provide a conservative estimate of traffic operations at the western intersections. The proposed cycle
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length at both intersections is 110 seconds in the morning and Saturday midday peak hours and 130 seconds in
the evening peak hour.
MAIN STREET AT KING STREET/PLEASANT STREET
The “Traffic Operations at Main Street at King Street/Pleasant Street” technical memorandum, attached in
Appendix E, evaluated two alternatives, both removing the exclusive pedestrian phasing at the intersection to
reduce average pedestrian delay experienced:
» Alternative A, Concurrent Pedestrian Phasing and
» Alternative B, Concurrent Protected Style Pedestrian Phasing.
Alternative A maintains the three lane approaches of King Street and Pleasant Street and provides a dedicated
left-turn lane and a shared through/right-turn lane to the Main Street eastbound and westbound approaches. The
Main Street through/right-turn lanes run concurrently with the northern and southern crosswalks and the King
Street southbound through and Pleasant Street northbound through run concurrently with the eastern and
western crosswalks. In this alternative, no left turns operate under permitted conditions across any crosswalk or
bike crossing and the northbound and southbound right turns are restricted to protected movements only. The
only movements permitted across the crosswalks are the Main Street eastbound and westbound right turns
across the northern and southern crosswalks. The crosswalks receive leading pedestrian intervals to mitigate
conflicts and allow people walking and biking to establish themselves in the crossing ahead of conflicting
movements.
Alternative B maintains three lanes for all approaches at the intersection: a dedicated left-turn lane, a through
lane, and a right-turn lane. Exclusive turn lanes for all movements allows all turns to be provided dedicated
phases and concurrent crosswalks to only run with through movements. People following pedestrian signals at
King Street/Pleasant Street therefore have no conflicts with turning motor vehicles while crossing any leg of the
intersection. Though the removal of conflicts is favorable for pedestrians, the additional right turn lanes along
Main Street lengthen their crossing distances and limits available space for expanding the sidewalk and/or
amenity zone.
Both alternatives reduce pedestrian delay at the intersection through converting the exclusive pedestrian phase to
concurrent pedestrian movements with little to no turning movement conflicts. Left turns are protected-only in both
scenarios, improving turning conditions for left turns that currently have to judge gaps in opposing travel lanes
during permitted movements. Upon request of the city following review of the memo, a third alternative was
introduced that mixed the two alternatives. In the third alternative, the Main Street eastbound approach follows
Alternative A geometry and phasing with a dedicated right-turn lane and the Main Street westbound approach
follows Alternative B with a shared through/right-turn lane, as shown in the phasing diagram in Figure 53. This
alternative has the same operational benefits for pedestrians and vehicles as Alternative A and Alternative B and
was therefore selected as the preferred alternative at Main Street at King Street/Pleasant Street. The proposed
cycle length at the intersection is 110 seconds in all peak hours.
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Figure 53. Preferred Alternative (Mix of A and B) Phasing at Main Street at King Street/Pleasant Street
MAIN STREET AT MARKET STREET/HAWLEY STREET
The technical memorandum, “Traffic Operations at Main Street at Market Street/Hawley Street”, which can be
found attached in Appendix F, evaluated three traffic signal control and phasing options at the intersection with
respect to vehicular operations, pedestrian and bicycle facilities and operations, and safety analysis. The three
options reviewed were:
» Alternative A, Concurrent Pedestrian and Vehicular Phasing,
» Alternative B, Concurrent Pedestrian Phasing and Split Vehicular Phasing, and
» Alternative C, Unsignalized.
Alternative A maintains the existing vehicular phasing with Main Street eastbound and westbound approaches
running concurrently with the northern and southern crosswalks, and the Market Street and Hawley Street
northbound and southbound approaches running concurrently with the eastern and western crosswalks. Leading
pedestrian intervals (LPIs) are provided ahead of each phase to allow people using the crosswalks to establish
themselves in the crosswalks ahead of any conflicting vehicular movements.
Crash analysis at the intersection suggested that the skewed geometries of the northbound and southbound
approaches result in conflicts between left turning and through vehicles. Alternative B addresses this through split
phasing the northbound and southbound approaches, the Market Street southbound approach running
concurrently with the western crosswalk and the Hawley Street northbound approach running concurrently with
the eastern crosswalk.
Alternative C investigated removing the traffic signal at the intersection based on vehicular and pedestrian
volumes from 2019. The traffic signal warrants evaluated, the Eight-Hour Vehicular Volume warrant, the Four-
Hour Vehicular Volume warrant, and the Pedestrian Volume warrant, were not satisfied with existing or projected
data, suggesting that people driving or walking through the intersection do not experience excessive delay or
conflicts.
Alternative A addresses the northbound and southbound conflicts, maintains vehicular operations similar to
existing conditions, and maintains average pedestrian delay similar to existing conditions. Alternative B improves
on existing vehicular operations and reduces pedestrian delay through converting to concurrent pedestrian
crossings with LPIs, but does not address the northbound and southbound conflicts. While signal warrant analysis
determined the signal to not be warranted, signal removal may result in crashes often seen at unsignalized
intersections and does not address the northbound and southbound conflicts. Of the three alternatives evaluated
in the memo, Toole Design recommended Alternative A as the preferred phasing for the intersection. Upon review
of the technical memorandum, the City of Northampton decided to move forward with Alternative B with the
phasing depicted in Figure 54 due to the improved vehicular and pedestrian operations compared to existing
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conditions and Alternative A. The proposed cycle length at the intersection is 55 seconds in all peak hours to
allow for half-cycle coordination with Main Street at King Street/Pleasant Street’s 110-second cycle length.
Figure 54. Preferred Phasing Alternative (Alternative B) at Main Street at Market Street/Hawley Street
7.2 SCENARIO ANALYSIS
The vehicular and pedestrian operations of the preferred phasing at each signalized intersection and the
geometric changes at the unsignalized intersections were evaluated and compared to the existing Main Street
conditions. The comparative analysis by means of motor vehicle LOS, delay, volume-to-capacity (v/c) ratio, 50th
percentile queues, and 95th percentile queues and average pedestrian delay is discussed in the sections provided
for each intersection for the morning, evening, and Saturday midday peak hours. Detailed Synchro outputs are
provided in Appendix G for the existing and proposed conditions.
Signalized Intersections
All study area intersections and individual movements operate at LOS D or better, except for the movements
noted throughout the following sections. FHWA’s Traffic Analysis and Intersection Considerations to Inform
Bikeway Selection guidance emphasizes that motor vehicle LOS alone does not accurately describe the value or
function of an intersection, and that other performance measures should be considered where the intersection is
used by more than just motor vehicle traffic. Per this guidance, the average pedestrian delay at the signalized
intersection in existing conditions is compared to proposed conditions and discussed for each signalized
intersection.
Main Street at West Street/Elm Street
All movements in all peak hours operate at LOS D or better with the exception of the Main Street westbound left
to West Street in the evening and Saturday midday peak hours which operates at LOS E (Table 24). The
movement has permitted/protected phasing in existing conditions and is changed to being a protected only
movement in proposed conditions per the MassDOT SBLPDG suggests phase separating the movement based
on left turning volumes across the eastbound separated bike lane. The resulting reduction in available green time
is likely the reason the movement sees higher delays relative to existing conditions. Restricting the westbound left
turn to protected-only eliminates the need for the driver to judge gaps in oncoming traffic to execute a turn.
For people using the crosswalks at the intersection, the average pedestrian delay of the southern crosswalk is
maintained compared to existing conditions in the morning and Saturday midday peak hours, as seen in Figure
55. The western and southern crosswalks in the evening peak hour see an increase in average pedestrian delay
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experienced, though an PLOS E is maintained from existing to proposed conditions. The addition of the western
crosswalk in proposed conditions provides a crossing location where RSA attendees noted there to be high
occurrences of crossing against the signal. The western crosswalk reduces the crossing time for people
attempting to get from the southwest corner of the intersection to the north side. In existing conditions,
pedestrians must walk to the State Street/New South Street intersection to cross to the north side of Main Street,
but in proposed conditions they can do so along the western intersection.
Figure 55. Average Pedestrian Delay along All Crosswalks at Main Street at West Street/Elm Street
45 45 4545 45
54 54
45 45
0
10
20
30
40
50
60
Southern Western Southern Western Southern Western
AM Peak Hour PM Peak Hour Saturday Midday Peak HourAverage Pedestrian Delay (sec)Existing Proposed
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Table 24. Capacity Analysis Summary, Main Street at West Street/Elm Street
Existing Conditions Proposed Conditions
V/C a Delay b LOS c Queue
(50th/95th) d V/C a Delay b LOS c Queue
(50th/95th) d
Morning Peak Hour
Elm St EB Thru 0.46 20.0 C 145/259 0.70 32.1 C 261/383
Elm St EB Right 0.62 46.1 D 129/210
Main St WB Left 0.61 24.4 C 139/m157 0.88 55.4 E 151/m218
Main St WB Thru 0.33 11.9 B 114/m130 0.31 1.8 A 18/m22
West St NB Left 0.74 52.3 D 124/188 0.65 45.2 D 121/200
West St NB Right 0.47 23.5 C 124/156 0.35 20.4 C 37/101
Overall 0.63 23.1 C - 0.75 31.1 C -
Evening Peak Hour
Elm St EB Thru 0.56 24.6 C 195/266 0.81 38.7 D 433/511
Elm St EB Right 0.28 35.3 D 75/115
Main St WB Left 0.70 29.3 C 158/m171 0.87 61.1 E 197/m307
Main St WB Thru 0.41 15.9 B 144/m158 0.33 1.7 A 21/m25
West St NB Left 0.31 35.7 D 59/97 0.42 48.8 D 77/129
West St NB Right 0.55 22.1 C 175/205 0.52 29.1 C 124/202
Overall 0.68 23.6 C - 0.78 33.2 C -
Saturday Midday Peak Hour
Elm St EB Thru 0.25 12.3 B 67/131 0.54 27.2 C 180/294
Elm St EB Right 0.24 39.8 D 39/79
Main St WB Left 0.45 12.6 B 84/m104 0.78 40.0 D 142/m194
Main St WB Thru 0.22 7.7 A 67/m77 0.21 1.5 A 12/m16
West St NB Left 0.46 44.9 D 58/100 0.30 37.3 D 52/100
West St NB Right 0.40 28.4 C 74/126 0.23 18.7 B 0/39
Overall 0.46 17.4 B - 0.56 24.7 C -
a Volume-to-capacity ratio
b Average total delay in seconds per vehicle
c Level of service
d 50th and 95th percentile queue length in feet per lane (assuming 25 feet per vehicle)
~ volume exceeds capacity, queue is theoretically infinite
# 95th percentile volume exceeds capacity, queue may be longer
m volume for 95th percentile queue is metered by upstream signal
Main Street at State Street/New South Street
Delay was balanced among all movements at the intersection by removing the diagonal crosswalk and
reallocating some of the time dedicated to the Main Street eastbound and westbound left turns that were paired
with it (Table 25). The LPIs at the intersection were also removed because high-volume turns across the northern
and southern crosswalks are phase separated in proposed conditions. As such, the only conflicting volume across
the northern and southern crosswalks it the Main Street westbound right turn across the northern crosswalk which
has less than 30 vehicles per peak hour. The New South Street right turn movement is also incorporated into the
signal compared to existing conditions where it is free running.
The Main Street westbound through and State Street southbound left-turn/through movements operate
overcapacity in all peak hours in existing conditions. In proposed conditions, the westbound through/right-turn
movement operates under capacity in all peak hours at LOS E in the morning and evening peak hour and LOS D
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 123
in the Saturday midday peak hour. The State Street southbound approach also operates under capacity in
proposed conditions in all peak hours.
The Main Street westbound left in all peak hours and the Main Street eastbound left in the evening and Saturday
midday peak hours operate at LOS E or F in all peak hours. Decoupling the eastbound and westbound left turn
movements from the diagonal crosswalk means their minimum green times are shortened and therefore they see
lesser green time in proposed conditions. The additional time gained from this is reallocated to other movements
to balance delay and maintain v/c ratios less than or equal to 1.00.
The Main Street eastbound through movement in all peak hours and the Main Street eastbound right turn
movement in the morning and evening peak hours operates at LOS E or F. The New South Street northbound
left-turn/through movement operates at LOS E or F in proposed conditions similar to existing conditions. Though
these movements operate at LOS E or F, their v/c ratios are less than 1.00 suggesting that the movements have
the ability to take on additional vehicles without excessive delay that could elongate the peak hour.
Pedestrians in all peak hours along all crosswalks see average pedestrian delays less than PLOS E similar to
existing conditions (Figure 56).
Figure 56. Average Pedestrian Delay for all Crossings at Main Street at State Street/New South Street
45 41 45 41 45 41 45 41 45 41 45 4145 45 45
54 54 54
45 45 45
0
10
20
30
40
50
60
DiagonalNorthernEasternSouthernDiagonalNorthernEasternSouthernDiagonalNorthernEasternSouthernAM Peak Hour PM Peak Hour Saturday Midday Peak HourAverage Pedestrian Delay (sec)Existing Proposed
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 124
Table 25. Capacity Analysis Summary, Main Street at State Street/New South Street
Existing Conditions Proposed Conditions
V/C a Delay b LOS c Queue
(50th/95th) d V/C a Delay b LOS c Queue
(50th/95th) d
Morning Peak Hour
Main St EB Left 0.51 46.4 D 99/196 0.77 53.9 D 128/m#210
Main St EB Thru 0.70 49.6 D 111/141 0.76 51.8 D 217/#331
Main St EB Right 0.30 25.8 C 66/5 0.96 61.3 E ~275/#471
Main St WB Left 0.47 40.7 D 98/165 0.91 93.7 F 106/m#213
Main St WB Thru 1.29 211.6 F ~234/#396 0.81 63.6 E 171/m#310 Main St WB Right 0.01 31.0 C 1/4
New South St NB Left/Thru 0.88 62.1 E 250/#417 0.96 75.7 E 257/#442
New South St NB Right 0.15 0.2 A 0/0 0.16 23.5 C 0/41
State St SB Left/Thru 1.06 136.3 F ~136/#265 0.90 86.0 F 124/#244
State St SB Right 0.08 21.3 C 0/31 0.08 30.0 C 0/0
Overall 0.83 67.5 E - 0.92 61.6 E -
Evening Peak Hour
Main St EB Left 0.54 51.2 D 125/208 0.87 70.4 E 156/m#254
Main St EB Thru 0.86 57.2 E 142/#214 0.98 82.4 F 329/m#522
Main St EB Right 0.40 17.9 B 111/23 0.93 59.5 E ~317/#529
Main St WB Left 0.66 47.2 D 155/244 1.00 111.1 F 205/#379
Main St WB Thru 1.34 228.5 F ~252/#417 0.77 58.3 E 225/#363 Main St WB Right 0.04 30.7 C 3/11
New South St NB Left/Thru 0.94 73.0 E 265/#451 0.97 84.6 F 319/#522
New South St NB Right 0.10 0.2 A 0/0 0.14 24.3 C 0/35
State St SB Left/Thru 1.18 170.7 F ~185/#300 0.99 114.0 F 187/#311
State St SB Right 0.10 21.0 C 0/31 0.10 35.6 D 0/26
Overall 0.92 76.2 E - 0.98 74.8 E -
Saturday Midday Peak Hour
Main St EB Left 0.39 37.0 D 66/135 0.91 90.8 F 100/#213
Main St EB Thru 0.81 57.6 E 130/#193 0.87 63.3 E 254/#396
Main St EB Right 0.17 32.8 C 11/73 0.57 28.0 C 66/160
Main St WB Left 0.46 40.1 D 103/171 0.89 86.7 F 124/m#203
Main St WB Thru 1.17 163.1 F ~212/#373 0.70 48.9 D 180/m241 Main St WB Right 0.10 32.4 C 9/21
New South St NB Left/Thru 0.86 58.5 E 248/#401 0.95 72.8 E 255/#472
New South St NB Right 0.13 0.2 A 0/0 0.13 23.5 C 0/33
State St SB Left/Thru 1.15 165.4 F ~164/#305 0.98 107.1 F 140/#283
State St SB Right 0.10 21.7 C 0/38 0.10 34.5 C 0/10
Overall 0.79 68.0 E - 0.93 61.8 E -
Main Street at King Street/Pleasant Street
All turning movements except for the Main Street westbound right turn are restricted to protected movements at
the intersection. Removing the permitted movements and maintaining right-turn-on-red restrictions relative to
existing conditions reduces the amount of available green time for those movements. The following turning
movements operate at LOS E or F in proposed conditions as a result (Table 26):
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 125
» Main Street eastbound left turn in all peak hours,
» Main Street eastbound right turn in the evening and Saturday midday peak hours,
» Main Street westbound left turn in the Saturday midday peak hour,
» Pleasant Street northbound left turn in the evening peak hour,
» King Street southbound left turn in the morning and evening peak hours, and
» King Street southbound right-turn in the evening and Saturday midday peak hours.
Despite operating at LOS E or F, the movements all operate under capacity with volume-to-capacity ratios less
than 1.00. In addition to those turning movements, the Main Street westbound through/right-turn operates at LOS
E in all peak hours due to changes in lane assignment and signal operations to improve safety. The King Street
southbound through movement operates at LOS E or F in all peak hours similar to existing conditions.
In existing conditions, pedestrians are served with an exclusive pedestrian phase that is timed to allow
pedestrians to cross one leg of the intersection at a time despite observations seeing people cross diagonally.
The exclusive pedestrian phase’s clearance time is approximately 13 seconds shorter than what is required to
cross the longest distance at the intersection, approximately 130 feet from the northeast to the southwest corner.
As such, pedestrians are supposed to cross one leg of the intersection at a time, which could take approximately
168 second in the evening peak hour. The average pedestrian delay in existing conditions to cross just one leg of
the intersection is 60 seconds, or PLOS F. With the introduction of concurrent pedestrian phasing, the time
dedicated to the exclusive pedestrian phase can be reallocated to vehicle movements, allowing the cycle length to
decrease and reduce the average pedestrian delay to between 41 and 45 seconds, or PLOS D, for all crosswalks
in all peak hours (Figure 57).
Figure 57. Average Pedestrian Delay for all Crossings at Main Street at King Street/Pleasant Street
60 60 60 60 60 60 60 60 60 60 60 60
41 45 41 45 41 45 41 45 41 45 41 45
0
10
20
30
40
50
60
70
Northern Eastern Southern Western Northern Eastern Southern Western Northern Eastern Southern Western
AM Peak Hour AM Peak Hour AM Peak Hour
Existing Proposed
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 126
Table 26. Capacity Analysis Summary, Main Street at King Street/Pleasant Street
Existing Conditions Proposed Conditions
V/C a Delay b LOS c Queue
(50th/95th) d V/C a Delay b LOS c Queue
(50th/95th) d
Morning Peak Hour
Main St EB Left 0.50 27.0 C 90/163 0.79 57.5 E 111/m#189
Main St EB Thru 0.75 43.7 D 287/#479 0.65 28.8 C 152/m243
Main St EB Right 0.14 31.2 C 38/82 0.34 50.3 D 41/m76
Main St WB Left 0.48 35.4 D 54/105 0.67 48.9 D 69/m92
Main St WB Thru/Right 0.60 42.9 D 156/241 0.84 55.9 E 276/m#398
Pleasant St NB Left 0.46 29.5 C 70/123 0.60 50.9 D 78/#158
Pleasant St NB Thru 0.69 43.4 D 228/352 0.68 39.3 D 198/2898
Pleasant St NB Right 0.08 33.5 C 20/49 0.23 47.0 D 20/50
King St SB Left 0.20 35.1 D 24/54 0.63 68.7 E 28/#67
King St SB Thru 0.75 52.2 D 196/312 0.81 56.8 E 167/#281
King St SB Right 0.17 26.1 C 57/100 0.55 48.7 D 65/121
Overall 0.56 40.3 D - 0.76 47.3 D -
Evening Peak Hour
Main St EB Left 0.77 45.5 D 128/206 0.99 104.9 F 148/#299
Main St EB Thru 0.82 58.3 E 275/#427 0.60 33.2 C 197/296
Main St EB Right 0.31 40.1 D 77/137 0.84 82.6 F 81/#194
Main St WB Left 0.55 43.3 D 63/113 0.69 54.1 D 82/m117
Main St WB Thru/Right 0.88 67.0 E 211/#317 0.99 72.9 E 323/#532
Pleasant St NB Left 0.49 34.2 C 61/110 0.67 58.5 E 73/#162
Pleasant St NB Thru 0.65 47.0 D 212/329 0.73 44.7 D 187/#317
Pleasant St NB Right 0.09 38.2 D 23/55 0.24 46.1 D 23/56
King St SB Left 0.33 36.7 D 47/88 0.80 85.9 F 57/#135
King St SB Thru 0.86 66.9 E 257/#444 0.99 91.5 F 227/#409
King St SB Right 0.24 27.4 C 85/144 0.82 69.6 E 106/#218
Overall 0.59 52.9 D - 0.96 67.5 E -
Saturday Midday Peak Hour
Main St EB Left 0.67 37.0 D 109/162 0.90 73.5 E 127/m#200
Main St EB Thru 0.80 54.6 D 249/333 0.59 33.3 C 149/m202
Main St EB Right 0.39 40.3 D 94/146 0.81 74.9 E 98/m#160
Main St WB Left 0.63 44.7 D 76/131 0.80 63.6 E 93/m#137
Main St WB Thru/Right 0.84 60.6 E 187/#281 1.00 80.0 F 307/m#444
Pleasant St NB Left 0.43 34.7 C 51/96 0.45 46.5 D 58/110
Pleasant St NB Thru 0.60 46.0 D 164/268 0.62 41.2 D 148/216
Pleasant St NB Right 0.19 40.1 D 40/86 0.41 48.2 D 39/82
King St SB Left 0.32 34.6 C 49/93 0.53 50.2 D 54/#135
King St SB Thru 0.87 67.1 E 238/#417 0.94 78.0 E 207/#367
King St SB Right 0.22 27.2 C 76/131 0.77 64.4 E 94/#194
Overall 0.56 49.9 D - 0.91 62.1 E -
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 127
Main Street at Market Street/Hawley Street
All motor vehicle movements operate at LOS D or better in all peak hours in the existing and proposed conditions
(Table 27). People using the pedestrian indications at the intersection see a decrease in the average pedestrian
delay they experienced, their PLOS improving from D in existing conditions to B in proposed conditions with the
conversion of the exclusive pedestrian phase to concurrent pedestrian phases (Figure 58).
Figure 58. Average Pedestrian Delay for All Crossings at Main Street at Market Street/Hawley Street
Table 27. Capacity Analysis Summary, Main Street at Market Street/Hawley Street
Existing Conditions Proposed Conditions
V/C a Delay b LOS c Queue
(50th/95th) d V/C a Delay b LOS c Queue
(50th/95th) d
Morning Peak Hour
Main St EB Left/Thru 0.78 18.7 B 102/#490 0.99 53.5 D 287/#358 Main St EB Right 0.02 8.6 A 0/0
Main St WB Left/Thru/Right 0.56 12.1 B 70/270 0.77 23.2 C 128/182
Hawley St NB Left/Thru/Right 0.33 22.6 C 22/100 0.32 16.1 B 31/63
Market St SB Left/Thru/Right 0.48 23.6 C 30/120 0.47 17.1 B 45/78
Overall 0.62 17.2 B - 0.74 35.2 D -
Evening Peak Hour
Main St EB Left/Thru 0.76 20.2 C 238/417 0.95 46.0 D 290/#367 Main St EB Right 0.03 10.6 B 0/8
Main St WB Left/Thru/Right 0.59 15.0 B 203/331 0.77 22.9 C 133/#265
Hawley St NB Left/Thru/Right 0.43 25.3 C 59/126 0.37 16.4 B 34/75
Market St SB Left/Thru/Right 0.52 26.0 C 78/137 0.48 17.1 B 47/86
Overall 0.57 19.2 B - 0.73 31.0 C -
Saturday Midday Peak Hour
Main St EB Left/Thru 0.66 16.7 B 187/335 0.87 33.7 C 241/#289 Main St EB Right 0.04 10.7 B 0/16
Main St WB Left/Thru/Right 0.64 16.0 B 205/354 0.85 28.8 C 146/#308
Hawley St NB Left/Thru/Right 0.68 37.7 D 50/103 0.35 16.3 B 35/62
Market St SB Left/Thru/Right 0.52 30.5 C 34/99 0.49 17.2 B 45/88
Overall 0.48 19.9 B - 0.68 28.0 C -
40 40 40 40 40 40 40 40 40 40 40 40
15 18 15 18 15 18 15 18 15 18 15 18
0
10
20
30
40
50
60
NorthernEasternSouthernWesternNorthernEasternSouthernWesternNorthernEasternSouthernWesternAM Peak Hour AM Peak Hour AM Peak HourAverage Pedestrian Delay (sec)Existing Proposed
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 128
Unsignalized Intersections
Main Street at Masonic Street
The Masonic Street southbound approach operates at LOS E in the evening peak hour in proposed conditions
and LOS F in the Saturday midday peak hour in existing and proposed conditions. The removal of one travel lane
in each direction likely increases the density of vehicles along Main Street, making it more difficult to finds gaps in
traffic. The proposed changes will simplify this turning movement, as vehicles attempting to turn left from Masonic
Street no longer have to judge gaps in two opposing lanes of traffic, the crosswalk across the eastern leg of the
intersection, as well as the traffic in the lane they are trying to enter. The narrowed cross section of Main Street
limits the number of conflicts side street approach drivers must navigate and is also expected to reduce the
speeds of through traffic.
Table 28. Capacity Analysis Summary, Main Street at Masonic Street
Existing Conditions Proposed Conditions
V/C a Delay b LOS c Queue
(50th/95th) d V/C a Delay b LOS c Queue
(50th/95th) d
Morning Peak Hour
Main St EB Left/Thru 0.02 1.2 A -/2 0.02 0.7 A -/2 Main St EB Thru 0.21 0.0 - -/0
Main St WB Thru 0.18 0.0 - -/0 0.28 0.0 - -/0 Main St WB Thru/Right 0.11 0.0 - -/0
Masonic St SB Left/Thru 0.11 14.6 B -/9 0.16 20.8 C -/14
Evening Peak Hour
Main St EB Left/Thru 0.03 1.5 A -/3 0.03 0.9 A -/3 Main St EB Thru 0.22 0.0 - -/0
Main St WB Thru 0.20 0.0 - -/0 0.34 0.0 - -/0 Main St WB Thru/Right 0.13 0.0 - -/0
Masonic St SB Left/Thru 0.21 21.0 C -/20 0.34 35.8 E -/35
Saturday Midday Peak Hour
Main St EB Left/Thru 0.09 3.8 A -/7 0.08 2.3 A -/7 Main St EB Thru 0.20 0.0 - -/0
Main St WB Thru 0.15 0.0 - -/0 0.27 0.0 - -/0 Main St WB Thru/Right 0.12 0.0 - -/0
Masonic St SB Left/Thru 0.71 86.9 F -/97 1.03 195.5 F -/146
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 129
Main Street at Crafts Avenue
All movements operate at LOS A or B at the intersection.
Table 29. Capacity Analysis Summary, Main Street at Crafts Avenue
Existing Conditions Proposed Conditions
V/C a Delay b LOS c Queue
(50th/95th) d V/C a Delay b LOS c Queue
(50th/95th) d
Morning Peak Hour
Main St EB Thru 0.20 0.0 - -/0 0.35 0.0 - -/0 Main St EB Thru/Right 0.15 0.0 - -/0
Main St WB Left 0.11 4.5 A -/10 0.12 9.5 A -/11
Main St WB Thru 0.27 0.0 - -/0 Main St WB Thru 0.18 0.0 - -/0
Evening Peak Hour
Main St EB Thru 0.19 0.0 - -/0 0.33 0.0 - -/0 Main St EB Thru/Right 0.14 0.0 - -/0
Main St WB Left 0.20 5.7 A -/18 0.23 10.5 B -/22
Main St WB Thru 0.37 0.0 - -/0 Main St WB Thru 0.25 0.0 - -/0
Saturday Midday Peak Hour
Main St EB Thru 0.16 0.0 - -/0 0.29 0.0 - -/0 Main St EB Thru/Right 0.12 0.0 - -/0
Main St WB Left/Thru 0.15 5.5 A -/13 0.17 10.5 B -/15
Main St WB Thru 0.18 0.0 - -/0 0.27 0.0 - -/0
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 130
Main Street at Old South Street
The Old South Street northbound left turn operates at LOS F in the proposed conditions evening peak hour. The
northbound right turn continues to operate at LOS F in proposed conditions as in existing conditions in the
evening and Saturday midday peak hours. Similar to Masonic Street, the narrowing of the Main Street cross
section increases the density of vehicles along Main Street, which results in fewer gaps for drivers turning left
from Old South Street. The proposed changes also will reduce the number of conflicts, reduce through traffic
speeds, and improve visibility of oncoming traffic for Old South Street drivers.
Table 30. Capacity Analysis Summary, Main Street at Old South Street
Existing Conditions Proposed Conditions
V/C a Delay b LOS c Queue
(50th/95th) d V/C a Delay b LOS c Queue
(50th/95th) d
Morning Peak Hour
Main St EB Thru 0.15 0.0 - -/0 0.30 0.0 - -/0 Main St EB Thru 0.15 0.0 - -/0
Main St WB Thru 0.16 0.0 - -/0 0.32 0.0 - -/0 Main St WB Thru 0.16 0.0 - -/0
Old South St NB Left 0.26 19.8 C -/25 0.35 27.9 D -/37
Old South St NB Right 0.35 13.3 B -/39 0.44 17.2 C -/56
Evening Peak Hour
Main St EB Thru 0.16 0.0 - -/0 0.32 0.0 - -/0 Main St EB Thru 0.16 0.0 - -/0
Main St WB Thru 0.20 0.0 - -/0 0.41 0.0 - -/0 Main St WB Thru 0.20 0.0 - -/0
Old South St NB Left 0.49 42.1 E -/60 0.84 120.6 F -/121
Old South St NB Right 0.82 54.8 F -/170 1.08 130.5 F -/271
Saturday Midday Peak Hour
Main St EB Thru 0.14 0.0 - -/0 0.28 0.0 - -/0 Main St EB Thru 0.14 0.0 - -/0
Main St WB Thru 0.16 0.0 - -/0 0.33 0.0 - -/0 Main St WB Thru 0.16 0.0 - -/0
Old South St NB Left 0.22 18.6 C -/21 0.31 26.0 D -/32
Old South St NB Right 0.79 61.6 F -/145 0.91 91.6 F -/182
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 131
Main Street at Center Street
The Center Street southbound left-turn/right-turn to Main Street operates at LOS F in all peak hours in proposed
conditions. The narrowed cross section of Main Street makes it easier to judge gaps in traffic to enter or cross
Main Street, though the frequency of those gaps is reduced though removal of one travel lane in each direction.
Table 31. Capacity Analysis Summary, Main Street at Center Street
Existing Conditions Proposed Conditions
V/C a Delay b LOS c Queue
(50th/95th) d V/C a Delay b LOS c Queue
(50th/95th) d
Morning Peak Hour
Main St EB Left 0.07 2.5 A -/5 0.07 8.9 A -/6
Main St EB Thru 0.42 0.0 - -/0 Main St EB Thru 0.28 0.0 - -/0
Main St WB Thru 0.16 0.0 - -/0 0.31 0.0 - -/0 Main St WB Thru/Right 0.15 0.0 - -/0
Center St SB Left/Right 0.45 22.9 C -/56 0.69 48.4 E -/112
Evening Peak Hour
Main St EB Left 0.07 2.7 A -/5 0.08 10.0 A -/7
Main St EB Thru 0.35 0.0 - -/0 Main St EB Thru 0.23 0.0 - -/0
Main St WB Thru 0.22 0.0 - -/0 0.39 0.0 - -/0 Main St WB Thru/Right 0.17 0.0 - -/0
Center St SB Left/Right 0.43 24.5 C -/52 1.04 154.1 F -/189
Saturday Midday Peak Hour
Main St EB Left 0.06 2.4 A -/5 0.06 9.6 A -/5
Main St EB Thru 0.36 0.0 - -/0 Main St EB Thru 0.24 0.0 - -/0
Main St WB Thru 0.18 0.0 - -/0 0.31 0.0 - -/0 Main St WB Thru/Right 0.13 0.0 - -/0
Center St SB Left/Right 0.47 34.4 D -/57 0.54 44.2 E -/71
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 132
Main Street at Gothic Street
All movements operate at LOS D of better in existing and proposed conditions at Gothic Street.
Table 32. Capacity Analysis Summary, Main Street at Gothic Street
Existing Conditions Proposed Conditions
V/C a Delay b LOS c Queue
(50th/95th) d V/C a Delay b LOS c Queue
(50th/95th) d
Morning Peak Hour
Main St EB Left/Thru 0.07 2.6 A -/6 0.08 2.0 A -/7 Main St EB Thru 0.27 0.0 - -/0
Main St WB Thru 0.20 0.0 - -/0 0.33 0.0 - -/0 Main St WB Thru/Right 0.13 0.0 - -/0
Gothic St SB Left/Right 0.15 11.8 B -/14 0.29 20.2 C -/29
Evening Peak Hour
Main St EB Left/Thru 0.02 0.9 A -/2 0.03 0.7 A -/2 Main St EB Thru 0.25 0.0 - -/0
Main St WB Thru 0.22 0.0 - -/0 0.35 0.0 - -/0 Main St WB Thru/Right 0.13 0.0 - -/0
Gothic St SB Left/Right 0.20 14.2 B -/18 0.40 29.9 D -/45
Saturday Midday Peak Hour
Main St EB Left/Thru 0.05 2.1 A -/4 0.05 1.3 A -/4 Main St EB Thru 0.23 0.0 - -/0
Main St WB Thru 0.19 0.0 - -/0 0.30 0.0 - -/0 Main St WB Thru/Right 0.11 0.0 - -/0
Gothic St SB Left/Right 0.21 16.6 C -/19 0.26 20.4 C -/25
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 133
Main Street at Strong Avenue/Merrick Lane
All movements operate at LOS D or better in existing and proposed conditions at Strong Avenue/Merrick Lane.
Table 33. Capacity Analysis Summary, Main Street at Strong Avenue/Merrick Lane
Existing Conditions Proposed Conditions
V/C a Delay b LOS c Queue
(50th/95th) d V/C a Delay b LOS c Queue
(50th/95th) d
Morning Peak Hour
Main Street EB Left/Thru/Right 0.00 0.0 - -/0 0.00 0.0 - -/0
Main Street WB Left/Thru/Right 0.03 0.9 A -/2 0.03 0.8 A -/2
Strong Ave NB Left/Thru/Right 0.29 14.3 B -/30 0.29 14.1 B -/29
Merrick Lane SB Left/Thru/Right 0.00 0.0 A -/0 0.00 0.0 A -/0
Evening Peak Hour
Main Street EB Left/Thru/Right 0.02 0.4 A -/1 0.02 0.4 A -/1
Main Street WB Left/Thru/Right 0.00 0.0 A -/0 0.00 0.0 A -/0
Strong Ave NB Left/Thru/Right 0.60 27.2 D -/95 0.59 26.3 D -/92
Merrick Lane SB Left/Thru/Right 0.17 21.2 C -/15 0.17 21.3 C -/15
Saturday Midday Peak Hour
Main Street EB Left/Thru/Right 0.01 0.3 A -/1 0.01 0.3 A -/1
Main Street WB Left/Thru/Right 0.04 1.2 A -/3 0.04 1.1 A -/3
Strong Ave NB Left/Thru/Right 0.57 29.9 D -/83 0.55 28.0 D -/78
Merrick Lane SB Left/Thru/Right 0.09 19.1 C -/7 0.08 18.8 C -/7
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 134
CHAPTER 8:
TRAFFIC MANAGEMENT
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 135
8 TRAFFIC MANAGEMENT
During the construction of the proposed project, at least one lane of traffic in each direction will be maintained on
Main Street. Traffic signals will be maintained in operation to the greatest extent practicable throughout the project
duration. Parking along Main Street may be temporarily removed during construction on the side of the street
being constructed, or to provide adequate space for temporary travel lanes. Access to all properties on the
corridor will be maintained throughout project construction.
An important component of the Traffic Management Plan will be public and stakeholder outreach to ensure that
those affected by the project are aware of the construction activities and phasing. The Traffic Management Plan
will be developed in the next phase of the project.
Figure 59 below, from the MassDOT Project Development Design Guidelines33, shows the hourly capacity for
different construction scenarios.
Figure 59. MassDOT PDDG Average Work Zone Capacities
Table 34 provides estimated design hour volumes and direction peak hour volumes in the construction area and
compares them to the estimated work-zone capacity for the appropriate conditions. For Main Street, it is assumed
that the existing configuration of two lanes in each direction will be reduced to one lane in each direction.
Table 34. Peak Hour/Peak Direction Volumes on Main Street
Location Design Hour
Volume (vph)
Directional
Distribution Direction Peak Direction
Volume
Work zone
capacity*
Main
Street 549 52% Eastbound 286 1,340
All peak direction volumes are expected to be able to be accommodated within the anticipated work zone
according to the capacity parameters outlined in Table 34, therefore no major detours are expected during the
construction period.
33 https://www.mass.gov/doc/2006-project-development-and-design-guide/download
MAIN STREET | FUNCTIONAL DESIGN REPORT
TOOLE DESIGN | 136
Currently, there is expected to be four different phases for construction. Phases are guided by work zone
capacities, as outlined in Figure 59, the existing condition of the roadway, and the proposed work already
constructed previous to any stage.
Stage 1 will include all underground utility work including but not limited to work on drainage, stormwater,
conduits, and sewers. This will take place before the moving of curb lines and resurfacing of the road.
Stage 2 will maintain one lane in each direction during construction. Lanes will be shifted to the northern side of
the corridor while construction on sidewalks and the roadway occurs on the southern portion of Main Street.
Pedestrian access to the adjacent properties will be maintained during construction while parking on the south
side will be prohibited to allow room for construction.
Stage 3 will maintain one lane in each direction during construction. Lanes will be shifted to the southern side of
the corridor while construction on sidewalks and the roadway occurs on the northern portion of the corridor.
Pedestrian access to the adjacent properties will be maintained durcing construction while parking on the north
side of the corridor will be closed to maintain room for construction.
Stage 4 will open up the road and parking to its proposed condition. Stage 4 work will include landscaping and
any remaining striping or miscellaneous work remaining on Main Street.
Detailed exhibits of each stage will be provided in the 75% submission of this report.
APPENDICES
A. SAFETY REVIEW COMPONENTS
B. TRAFFIC COUNT DATA
C. SIGNAL WARRANT ANALYSES
D. TRAFFIC OPERATIONS AT MAIN STREET AT WEST
STREET/ELM STREET AND STATE STREET/NEW
SOUTH STREET TECHNICAL MEMORANDUM
E. TRAFFIC OPERATIONS AT MAIN STREET AT KING
STREET/PLEASANT STREET TECHNICAL
MEMORANDUM
F. TRAFFIC OPERATIONS AT MARKT STREET/HAWLEY
STREET TECHNICAL MEMORANDUM
G. EXISTING AND PROPOSED CAPACITY ANALYSIS
H. AUTOTURN DIAGRAMS
APPENDIX A.
SAFETY REVIEW
COMPONENTS
Pedestrian and Bicycle Audit
Road Safety Audit
Crash Rate Calculations
Walk/Bike Assessment
Main Street
Northampton, MA
January 18, 2016
Prepared for the Massachusetts Department of Transportation Bicycle and Pedestrian Safety
Awareness and Enforcement Program
MassDOT Bicycle and Pedestrian Safety Awareness and Enforcement Program
in partnership withpublished 1/14/2016
iii
Pedestrian Improvements
Corridor-wide Recommendations
1. Narrow Main Street to shorten crossing distances
by installing curb bump-outs and pedestrian
refuge islands. The streetscape design needs to
accommodate people using transit, riding bicycles,
walking, and driving cars.
2. Improve sight distance for pedestrians by
removing parking with 20 feet of crosswalks.
3. Evaluate signal timing for consistent pedestrian
phasing and upgrade pedestrian signal equipment
to include countdown indications and accessible
pedestrian signals (APS).
4. Enforce ordinances that keep sidewalk walking
zones clear. Educate business owners and event
promoters about appropriate location of signage
and tables.
5. Upgrade all curb ramps and install detectable
warning strips to comply with accessibility
requirements on all sidewalks along the corridor.
Northampton is one of 18 communities participating in the MassDOT multi-disciplined program to improve bicycle
and pedestrian safety in Massachusetts. One of the components of the MassDOT program is to conduct walk and
bike assessments that identify infrastructure challenges to biking and walking, and recommend short- and long-term
improvements. These assessments are also a means of building local knowledge of the importance of well-designed
bicycle and pedestrian facilities. WalkBoston and MassBike conducted an assessment of Main Street in downtown
Northampton.
Bicycle and Pedestrian Infrastructure Assessments
Northampton, MA
Bicycle Improvements
Corridor-wide Recommendations
1. Install bike facilities on Main Street through
the study area. In the short-term, this may be
accomplished as a retrofit project using signs and
striping. In the long-term, this should be included
as part of a full reconstruction of Main Street to
provide physically separated bike lanes.
• Alternative 1: Separated bike lane between angled
parking and the curb.
• Alternative 2: Bike lane between parking and the
travel lanes, including a conversion to back-in
angle parking.
2. Implement a truck restriction on Main Street
through downtown.
3. Install wayfinding signage to New Haven
Northampton Canal Line multi-use trail and other
points of interest.
4. Install bike parking in convenient, secure, and
visible locations throughout the Main Street
corridor.
Pedestrian activity in the crosswalk across Main Street at Center Street Bicyclist negotiating Main Street in Northampton, MA
Main Street Corridor: Elm/West/State/New South Streets
to King/Pleasant Streets (Rt. 5)Year 1
Year 2
MassDOT Bicycle and Pedestrian Safety Awareness and Enforcement Program
in partnership withpublished 1/14/2016
ii
Main StMain St
El
m
S
t
West St
New South StState StMain StCrafts AveC
r
a
c
k
e
r
B
a
r
r
e
l
A
l
l
e
y
Main Street: West Street to Crafts Avenue
Elm/West/State/New South Intersection
Priority Improvements
Short-term:
1. Restripe the existing diagonal crosswalk at State
Street.
2. Repaint bike boxes and dashed bike lane through the
intersection with green paint. Install two-stage turn
queue boxes to improve safety for bicyclists turning
to and from the side streets.
3. Install flashing yellow arrow signal phasing at West
Street to clarify for drivers the need to yield to
oncoming traffic (including bikes) when turning left
from Main Street onto West Street.
Long-term:
A. Reduce corner radii at all corners. Reconstruct the
southeast corner of the intersection with New South
Street to remove the channelized right turn island.
B. Construct protected intersection geometry for
through bicyclists and implement dedicated bike
signalization for bicyclists to safely cross the
intersection before motorists.
Cracker Barrel Alley/Crafts Ave Intersection
Priority Improvements
Short-term:
1. Remove parking spaces within 20 feet of crosswalks
to improve sight distances at City Hall and at Cracker
Barrel Alley.
Long-term:
A. Reconstruct Main Street to provide curb geometry
on the south side of the roadway that matches the
curvature of the roadway. Reduce size of curb radius
onto Craft Avenue.
B. Close Cracker Barrell Alley to vehicular traffic to
reduce conflicts with pedestrians on the sidewalk
and allow the realignment of the crosswalk in front
of City Hall.
C. Construct curb extensions and install a pedestrian
refuge island to shorten crossing distance from City
A A
A
A
A
A
A AB
B
B
B
C3
2 1 1
1
10
10
9
66
9
MassDOT Bicycle and Pedestrian Safety Awareness and Enforcement Program
in partnership withpublished 1/14/2016
iii
Main Street: Old South Street to Pleasant Street
Main StreetMain StreetMain StCenter
S
t
Go
t
h
i
c
S
t
K
i
n
g
S
t
Pl
e
a
s
a
n
t
S
t
Armory StKing/Pleasant Street Intersection
Priority Improvements
Short-term:
1. Install full radius corner ramps to allow for diagonal
pedestrian crossing.
2. Update signal clearance times to allow for diagonal
pedestrian crossing. Consider “pedestrian scramble”
pavement markings to facilitate diagonal movement.
3. Upgrade the intersection to provide bicycle facilities
to accommodate through bicyclists. Provide two-
stage turn queue boxes to accommodate turning
bicyclists.
• Alternative 1: Protected intersection geometry
connecting with a proposed separated bike lane.
• Alternative 2: Through bike lane treatment
connecting with a proposed bike lane.
Long-term:
A. Upgrade the signal to provide APS equipment and
pedestrian countdown indications.
B. Reconstruct the intersection to provide a raised table
and/or protected intersection to improve access and
crossing for both pedestrians and bicyclists.
Old South Street to Gothic Street
Priority Improvements
Short-term:
1. Remove the angle parking spaces on both sides
of Main Street adjacent to the crosswalk east of
Old South Street to improve sight distance to the
crosswalk and prevent drivers from backing into the
crosswalk.
2. Consider temporary curb extensions using paint
and bollards or flex posts to shorten pedestrian
cross-times at both the mid-block and Center Street
crossings.
Long-term:
A. Install curb extensions at the mid-block and Center
Street crossings.
B. Consider extending the pedestrian refuge island to
the Center Street crosswalk.
A
A
A
BB
3
3
2
2
2
1
1
1
1
1
1
1010
10
9
9
5
5
1| Northampton Walk/Bike Assessments | Final Draft
WalkBoston and MassBike conducted an assessment of pedestrian and bicycle infrastructure along Main
Street in the City of Northampton on October 23, 2015. The assessment focused on Main Street (Route 9)
through downtown Northampton. The study area included the downtown corridor between the signalized
intersections of Main Street at West Street (Route 66) and Main Street at Pleasant Street/King Street (US
Route 5). The assessment was conducted in October in order to capture conditions during which the local
colleges were in session, when walking behaviors were highest, and to capture the behaviors of the wide
variety of users.
Key Findings
During the Main Street assessment, several key themes were repeated from members of the assessment
team. Team members praised the high quality walking environment through downtown Northampton,
noting the vibrant street activity and wide comfortable sidewalks separated from traffic by parking. It was
repeatedly noted however that crossing Main Street can be difficult given the wide street section, which
exceeds 100 feet curb to curb in some locations. Other issues that make crossing difficult include multiple
undefined lanes and poor sight distance resulting from adjacent parked cars. The crash data supports
these observations, indicating multiple crashes involving pedestrians as well as rear-end crashes resulting
from vehicles yielding at the crosswalks. To address these concerns, the team’s key recommendations
include reducing the length of crosswalks through roadway narrowing, curb extensions, and refuge
islands; improving sight distance through the removal of key parking spaces; improving accessibility at
intersections; and upgrading pedestrian signal equipment at signalized intersections.
Team members noted that access to and from downtown via bicycle is served by New Haven and
Northampton Canal Line Rail Trail that provide excellent access from neighborhoods northeast and
southwest of downtown, as well as bike lanes on Elm Street (Route 9) to the west and South Street to the
southwest. No bike facilities are provided within the study area and crash data indicated several bike
crashes including one fatality at the Pleasant Street/King Street intersection. Members of the team
observed that the wide undefined travel lanes, head-in angle parking, and complex intersections are
challenging for people on bikes. It was also noted that there is insufficient bike parking throughout the
study area, as multiple bikes were observed locked to railings and sign posts. To address these issues, key
recommendations include narrowing the roadway to provide separated bike lanes; installing bike parking;
and upgrading intersections to provide enhanced bicycle treatments and/or protected intersection
treatments.
2| Northampton Walk/Bike Assessments | Final Draft
Summary of MassDOT Bicycle and Pedestrian Safety and Awareness Program
The City of Northampton is one of the 18 communities participating in the Massachusetts Department of
Transportation’s (MassDOT) multi-disciplined program to improve bicycle and pedestrian safety in
Massachusetts in 2015. One of the components of the MassDOT program is to conduct walk and bike
assessments. The assessments have three goals:
1. Foster an awareness of the infrastructure elements which contribute to the biking and walking
environment;
2. Evaluate the safety and quality of the biking and walking environment along the route; and
3. Recommend short and long-term infrastructure improvements.
The assessments are not meant to be a complete inventory of infrastructure deficiencies, nor are they
meant to provide specific designs for every improvement. WalkBoston and MassBike lead the assessments
as a means to build local capacity for improving the built environment for walking and biking. This report
may be used as a resource for municipal staff, traffic engineers, and design professionals who
municipalities may engage to design and implement policies, programs, and infrastructure improvements.
The Northampton Police Department received a grant to conduct enforcement and awareness activities
at specific intersections and along identified corridors known to have high incidences of bicycle and
pedestrian crashes or violations. Police Officers are stopping all road users (drivers, bicyclists, and
pedestrians) who are engaging in dangerous behaviors for three reasons:
1. To inform the road user of the rules of the road;
2. To determine if there is a built environment (or infrastructure) reason that someone is not
following the rules; and
3. To gather qualitative data about the reasons why people are behaving the way they are.
The data collected from the police coupled with the results of the infrastructure assessments will identify
deficiencies and propose recommendations to improve the safety and quality of the walking and biking
environment in Northampton.
Toole Design Group (TDG) is working with WalkBoston and MassBike to complete the assessment reports.
TDG prepared this report which summarizes the observations made by members of the assessment team
and makes recommendations for improvements to the built environment to increase walkability and
bikeability. The observations vary from specific infrastructure deficits, such as faded crosswalks or uneven
sidewalks, to general comments on traffic speeds or land use patterns (e.g., vacant storefronts). Likewise,
the recommendations range from specific fixes (e.g., paint crosswalk) to suggestions for further study
(e.g., evaluate the feasibility of installing raised crosswalks) to non-infrastructure items such as education
and enforcement.
3| Northampton Walk/Bike Assessments | Final Draft
Assessment Team
Representatives from the City of Northampton, MassDOT, Pioneer Valley Planning Commission, Healthy
Hampshire, Massachusetts Department of Public Health, WalkBoston, MassBike, and TDG participated in
this assessment. The members and their affiliations are provided in Table 1.
Table 1 - Assessment Team
Team Member Agency/Affiliation Email Address
Daryl Amaral MassDOT District 2 daryl.amaral@state.ma.us
John Cartledge Northampton Police Department jcartledge@northamptonma.gov
Lisa Schletzbaum MassDOT Safety lisa.schletzbaum@state.ma.us
Laura Hanson MassDOT District 2 Bike/Ped Coordinator laura.hanson@state.ma.us
Luke Hayes MassDOT District 2 Traffic luke.hayes@state.ma.us
Nicole Rogers Greenman-Pederson, Inc. nrogers@gpinet.com
Maggie Chan Northampton Public Works mchan@northamptonma.gov
Donna Salloom Department of Public Health donna.salloom@state.ma.us
Wayne Feiden Northampton Planning & Sustainability wfeiden@northamptonma.gov
Ned Huntley Northampton Public Works nhuntley@northamptonma.gov
Carolyn Misch Northampton Planning & Sustainability cmisch@northamptonma.gov
Jeff McCollough Pioneer Valley Planning Commission jmccollough@pvpc.org
Sarah Bankert Healthy Hampshire, Mass in Motion sbankert@collaborative.org
Sue Cairn Healthy Hampshire scairn@collaborative.org
Debin Bruce Northampton Planning Board bruced@ntsb.gov
Adi Nochur WalkBoston anochur@walkboston.org
Stacey Beuttell WalkBoston sbeuttell@walkboston.org
Barbara Jacobson MassBike barbara@massbike.org
Patrick Baxter Toole Design Group pbaxter@tooledesign.com
Assessment Location
WalkBoston, MassBike, and MassDOT met with representatives from the City of Northampton to identify
and choose appropriate locations for the walk and bike assessments funded through this MassDOT safety
program. The starting points for identifying the proposed locations included the Highway Safety
Improvement Program Top five percent high-crash clusters involving bicycle and pedestrian-related
fatalities and injuries, and the locations selected by the Northampton Police Department for awareness
and enforcement activities under this program; Figure 1 illustrates these locations. One of the goals of
this program is to identify if the built environment or infrastructure is contributing to the high incidence
of crashes and/or bad behavior in the described locations.
4| Northampton Walk/Bike Assessments | Final Draft
The discussions quickly centered on the challenges bicyclists and pedestrians face on Main Street,
especially for bicyclists and crossing pedestrians. While the area as a whole has excellent bicycling and
walking infrastructure, there are safety issues at some of the intersections and within the roadway. The
high-crash cluster analysis revealed that the Main Street corridor experiences a very high rate of
crashes; the corridor includes three crash clusters:
2012 HSIP Pedestrian Cluster - Main Street in the study area and segments of King/Pleasant Street;
2012 HSIP Bike Cluster - Main Street in the study area plus a segment of Pleasant Street; and
2012 Top 200 Intersection Cluster - Ranked 92 - Main Street from Center Street to Market Street.
With the goal of improving safety in Northampton, Main Street was selected for this assessment. The
limits of the area analyzed during the assessment begin at the West Street (Route 66) intersection to the
west and terminate at the Pleasant Street/King Street (US Route 5) intersection to the east. The Main
Street corridor was the subject of a design charrette run by Nelson/Nygaard in March, 2011. The study
discussed three major concerns which continue to be relevant today:
Wide 4-lane cross-section;
Large intersections with long crossing distances; and
Inhospitable biking environment.
Figure 1 - Assessment Area Map
5| Northampton Walk/Bike Assessments | Final Draft
The proposed solutions included creating a bike boulevard, installing reverse angle parking, and widening
sidewalks. These ideas continue to be discussed among City staff and were considered during the
assessment. In 2013, the Main/Elm/State/New South/West Street intersection received approval for
federal aid highway funding in excess of $1 million. The City is rethinking their proposal and considering
resubmitting for additional funding to address the issues that are corridor-wide. There is some hesitancy
to implement short-term solutions, such as curb extensions or travel lane adjustments, just to remove
them once a clear vision for the Main Street corridor is fully formed. This assessment is a means of
soliciting new ideas and validating previously submitted ones to build a safer Main Street for people
walking, riding bikes, and driving.
While bike and walk assessments are often conducted independently, the Northampton representatives
felt that a complete streets approach – that is looking at the patterns of all road users – would be most
appropriate at this location and consistent with the Northampton Complete Streets policy, adopted in
2005. Therefore, this report addresses both pedestrian and bicycle accommodations.
The assessment was conducted on Friday, October 23, 2015, and took approximately three hours. Before
the assessment, WalkBoston and MassBike presented an introduction about the assessment process and
a brief summary of pedestrian and bicycle infrastructure. The group spent about an hour and a half in the
field and regrouped for a discussion of observations and potential recommendations.
During the assessment, the topics covered included the potential for narrowing and reducing the number
of travel lanes, calming traffic, providing improved accessibility at intersections, providing improved
crossing opportunities throughout the corridor through narrower lanes and improved sight distance, and
providing bicycle facilities and bike parking through downtown. The following section describes both the
observations and recommendations by location. The locations include area-wide recommendations as
well as location specific recommendations.
Main Street Corridor Assessment
The study area for the Main Street assessment shown in Figure 1 includes Main Street from West Street
(Route 66) to King Street/Pleasant Street (US Route 5), including the following intersections:
Main Street/Elm Street (Route 9) at West Street (Route 66);
Main Street at State Street/New South Street (Route 10);
Main Street at Masonic Street;
Main Street at Crafts Ave/Crackerbarrell Alley;
Main Street at Old South Street;
Main Street at Center Street;
Main Street at Gothic Street; and
Main Street at King Street (Route 10, US Route 5)/Pleasant Street (US Route 5).
6| Northampton Walk/Bike Assessments | Final Draft
Main Street is a City-owned roadway classified by the MassDOT Office of Transportation Planning as a
principal arterial, and carries state numbered routes 9 and 10 through downtown. Route 9 is a major east-
west connector across the state, beginning to the west in Pittsfield and terminating to the east in Boston.
Locally, Route 9 provides access to Williamsburg to the northwest and Hadley to the east. Within the study
area, the roadway provides a wide cross-section with undefined lanes, on-street parking, and a posted
speed limit of 25 miles per hour. Drivers typically form two lanes in each direction through the study area.
Route 10 is a north-south route, connecting to Connecticut and Vermont, roughly paralleling I-91.
Corridor-wide Observations and Recommendations
The team noted that sidewalks throughout the study area are generally wide and in good condition.
Pedestrian volumes and activity along the sidewalks is busy, and pedestrians are frequently observed
crossing the roadway both within and outside of the marked crosswalks. Outdoor dining is encouraged
and occurs often along Main Street, which adds to the vibrancy of the area. Many establishments
encroach on the walking zone of the sidewalk despite the ordinances which regulate appropriate dining
areas. Sandwich boards and other temporary signage also interrupt the sidewalk, which may be just an
annoyance for some, but a barrier for others. The team noted that more needs to be done to ensure that
the walking zone remains free of obstructions.
Travel speeds through downtown generally appear to be at or below the speed limit, and most drivers
were observed to yield at uncontrolled crosswalks. The team noted several issues, however, with
crosswalks in general through downtown, including pedestrian ramps which do not meet accessibility
standards, wide crossings that result in difficulty for disabled pedestrians, cars parked adjacent to
crosswalks obstruct visibility to pedestrians waiting to cross, and multiple lanes create multiple-threat
scenarios for crossing pedestrians. Members of the team observed that some drivers in the second travel
lane did not stop when the driver in the first lane had stopped, as they may have thought the stopped
vehicle was waiting to park.
Members of the team suggested narrowing the roadway to provide one consistent travel lane throughout
the study area, plus turn lanes at key intersections as needed. Parking should be removed adjacent to all
crosswalks (within 20 feet) in order to maintain safe sight distance between pedestrians and vehicles. As
a long term measure, constructing curb extensions at each crosswalk will further enhance sight distance
for all users. Pedestrian crossing islands should also be considered at major mid-block crossings.
Pedestrian signal phasing is inconsistent throughout the Main Street corridor. Some signals are
concurrent, others are exclusive. Some signals are activated with pedestrian push buttons, others are not.
For those who live in Northampton, these details are known, but for visitors, vehicular traffic movements
are unpredictable and potentially dangerous, as pedestrians may not expect different operations between
adjacent intersections. As the traffic signal equipment is upgraded, pedestrian countdown signals with
Accessible Pedestrian Signals (APS) should be installed and the consistency of phasing should be studied.
7| Northampton Walk/Bike Assessments | Final Draft
Members of the team noted that most of the pedestrian ramps within the study area do not meet
accessibility standards. The City should reconstruct the curb ramps as part of ongoing maintenance work
to provide compliant ramps including appropriate level landing areas and detectable warning surfaces.
Members of the team observed several large
tractor trailer trucks and logging trucks
traveling through downtown which did not
appear to be local trips. City staff noted that
large vehicles typically have to detour up King
Street to Damon Road in order to avoid the low
railroad bridge east of King Street and
continue east on Route 9 towards Interstate
91. Given that the existing through route is
extremely indirect and that the heavy truck
volumes are incompatible with the heavy
volumes of people walking and on bikes, the
City and MassDOT should explore strategies to
reroute through trucks away from Main Street
through downtown. It would be necessary to
provide a sufficient alternate route for through trucks on Route 9.
The team also noted that no dedicated bike facilities are provided on Main Street east of New South
Street, however bicyclists were observed traveling on the roadway and on the sidewalk. Many bikes were
observed locked to bike racks, railings, and signs. Members of the team suggested installing bike lanes or
separated bike lanes as part of the previously proposed travel lane reduction. Separated bike lanes may
be provided at low cost by shifting the parking away from the curb, providing a bike facility along the curb
line separated from traffic by the parked cars. If bike lanes are proposed between the parking and travel
lanes, the angle parking should be reversed to provide back-in parking to provide safe sight distance
between drivers exiting spaces and bicyclists in the bike lane. The team discussed the previous trial that
Northampton conducted for reverse angle parking in which drivers did not understand how to properly
utilize the spaces. Members of the team noted that if reverse angle parking is implemented, it must be
provided for all angle parking spaces in order to minimize confusion.
Lastly, members of the team noted that access routes to and from the nearby trail network were not
clearly marked, and that cyclists and pedestrians may not be aware of the best routes to and from
downtown. The City should consider installing wayfinding signage at key locations on and near Main Street
as well as on the trails to direct users to and from the trails.
Figure 2 - Logging trucks pass through the New South Street
intersection on Main Street.
8| Northampton Walk/Bike Assessments | Final Draft
Short-term Recommendations:
Remove parking adjacent to crosswalks to improve sight distance.
Reduce the number of travel lanes on Main Street to provide a single lane in each direction plus
turn lanes at key intersections to minimize queueing.
Install bike facilities on Main Street through the study area.
o Alternative 1: Separated bike lane between the existing angled parking spaces and the
curb.
o Alternative 2: Bike lane between parking and the travel lanes including a conversion to
back-in angle parking.
o Alternative 3: Two-way center running separated bike lane (cycle track) including left turn
restrictions at side streets.
Install bike parking in convenient and visible locations throughout the study area.
o Single bike racks should be placed frequently within the furniture zone on sidewalks.
Racks should be placed such that locked bicycles do not obstruct the sidewalks or adjacent
parking stalls.
o High capacity, covered bike parking should be located in a secure, visible location.
Reconstruct curb ramps to meet accessibility standards.
Enforce ordinances that keep the sidewalk walking zones clear. Educate business owners about
appropriate locations for signage, seating, and other items placed on sidewalks.
Install bike wayfinding signage directing bicyclists to access points for the adjacent trail network.
Install pedestrian countdown timer indications and accessible pedestrian signals (APS).
Revise signal timing to provide consistent pedestrian timing at all signalized intersections where
possible.
Long-term Recommendations:
Construct curb extensions and consider constructing pedestrian crossing islands at all unsignalized
crosswalks.
Construct street or sidewalk level separated bike lanes (cycle tracks) with curb separation from
adjacent parking. If separated bike lanes are constructed at sidewalk level, there must be
horizontal separation between the bike lane and the sidewalk. The horizontal separation strip
needs to include vertical elements, such as street lights, trees, signs, benches, etc, to ensure that
bikes and pedestrians remain separated.
Implement a truck restriction on Main Street through downtown while maintaining local truck
access. This will require that the City develop an alternate route for through trucks on Route 9. A
truck restriction will require approval from MassDOT.
9| Northampton Walk/Bike Assessments | Final Draft
Intersections: Main Street/Elm Street at West Street and at State Street/New
South Street
Existing Conditions
Elm Street/Main Street at West Street and
Main Street at State Street/New South Street
is a dual intersection controlled by two traffic
signals. Main Street is aligned on a curve
through the intersection with a significant
down grade from west to east. The traffic
signal provides a complex signal phasing
scheme including a protected left turn phase
from Main Street to State Street, a protected
plus permitted left turn phase from Main
Street to West Street, and concurrent
pedestrian phases.
Members of the team noted that the diagonal
crosswalk across the State Street intersection
has faded and not been replaced, however, pedestrian signal equipment provides a protected phase
concurrent with the Main Street Street left turn phase. Members of the team noted that no crosswalk is
provided across Main Street on the west side of State Street or on either side of West Street.
Bike lanes are provided on Elm Street west of
State Street/New South Street. The eastbound
bike lane includes green paint through the
intersection of West Street to highlight the
conflict zone. Members of the team noted that
eastbound vehicles on Main Street that plan
on turning right at New South Street
frequently transition through the bike lane
over a long distance due to the road alignment
and curvature, creating a large conflict zone.
The eastbound approach to State Street/New
South Street also provides a bike box across all
four lanes, however, the markings are faded.
Crash data indicate that there were three pedestrian involved crashes at the intersections during the
period analyzed, all of which involved pedestrians in the crosswalks. There were also three bicycle
involved crashes during the period analyzed, each involving a turning vehicle and a bicycle. All of the
pedestrian and bicycle involved crashes resulted in injuries.
Figure 3 - A bicyclist passes through the New South Street
intersection on Main Street.
Figure 4 - Bike lane intersection markings transition through the
West Street intersection.
10| Northampton Walk/Bike Assessments | Final Draft
Observations and Recommendations
Members of the team noted that the curvature of the roadway through the West Street intersection and
the angle of the West Street approach may confuse some left turning drivers and lead them to believe
they have the right-of-way through the intersection. The City should consider extending the median and
modifying the curb geometry through the intersection to better define the yield point for left turning
vehicles. The City should also consider providing flashing yellow arrow indications for the left turn
movement during the permissive turn phase to further inform drivers to yield when turning.
Members of the team noted that no crosswalks are
provided west of New South Street until Bedford Terrace,
west of the study area. The City should consider installing
crosswalks, ramps, and pedestrian signals across Main
Street at one or both corners of West Street in order to
serve pedestrians who wish to cross between
destinations on West Street and on the north side of
Main Street. The City should also restripe the existing
diagonal crosswalk across Main Street at State Street.
Members of the team also noted that vehicles turning
right from Main Street at New South Street often make
the movement at a high speed during the concurrent
pedestrian phase due to the large curb radius and wide
cross-section of both roads. City staff noted that a
dynamic “YIELD TO PEDESTRIANS” sign has previously
been operated at this location, however, was deactivated
due to traffic congestion issues. The City should consider
reconstructing the southwest corner of the intersection
with New South Street to reduce the curb radius and
possibly include a curb extension, reducing the speed of turning vehicles. The City should also consider
narrowing the intersection by removing or modifying the channelized right turn island and reducing the
corner radius. The team also noted that the signal indications for the right turn movement are unclear, as
the signal displays a through green arrow during the Main Street through phase. This provides no clear
guidance for drivers turning right.
Members of the team noted that the long cycle length for the traffic signals frequently results in high
delays which sometimes causes aggressive driving and red light running. The City should consider revising
the signal timing where feasible to reduce cycle lengths, allowing for more frequent crossing opportunities
for pedestrians and reduced red light times for drivers.
Figure 5 - Faded diagonal crosswalk at New South
Street.
11| Northampton Walk/Bike Assessments | Final Draft
Members of the team observed that the existing signal equipment does not provide accessible pedestrian
signal (APS) control and that the pedestrian signals do not include countdown timers. The City should
consider upgrading the signal to provide APS equipment and countdown indications.
Members of the team noted that vehicles turning right to New South Street frequently make the transition
across the existing bike lane over a large distance, creating an undefined conflict zone for people on bikes.
The City should consider removing the right turn lane if traffic capacity allows or modifying the geometry
and markings to provide a protected intersection treatment, which would tie in to the previous
recommendation to provide separated bike lanes through the study area.
Members of the team noted that the wide, multi-lane approaches make it difficult for bicyclists to make
the left turn to State Street or New South Street, especially for bicyclists who arrive on green and are
unable to use the eastbound bike box. The City should consider installing two-stage turn queue boxes at
the State Street and New South Street to allow bicyclists to make the left turn during the side street green
phase. The city should also restripe the existing bike box and install green pavement markings.
Short Term Recommendations
Restripe the existing diagonal crosswalk at State Street.
Install flashing yellow arrow signal phasing at West Street.
Revise traffic signal timing to reduce cycle lengths.
Install two-stage turn queue boxes.
Upgrade the signal to provide APS equipment and pedestrian countdown indications.
Restripe the existing bike box and add green pavement markings.
Long Term Recommendations
Reconstruct the two intersections to provide the following measures:
o Reduced number of lanes where capacity allows;
o Reduced corner radii, removal or modification of the channelized turn island, and curb
extensions where feasible;
o New crosswalks across Main Street and Elm Street at West Street;
o Protected intersection geometry with bicycle signal control for through bicyclists; and
o Improved geometry for left turns.
Intersection: Main Street at Masonic Street
Existing Conditions
Masonic Street is two-way with parking on the west side. Crosswalks are provided across Masonic Street
and the east leg of Main Street. Members of the team noted that the number of lanes at the Main Street
crosswalk is undefined. West of the crosswalk, two striped through lanes and a right turn lane are provided
at State Street, however, no lane striping is provided at Masonic Street. The existing section at Masonic
Street provides approximately 45 feet between parking lanes, allowing for four lanes of traffic.
12| Northampton Walk/Bike Assessments | Final Draft
Crash data indicate that there were three pedestrian involved crashes at the intersection with Masonic
Street during the period analyzed. Each of the crashes involved a pedestrian within the crosswalk across
Main Street and all resulted in injuries.
Observations and Recommendations
Members of the team noted that parking
adjacent to the crosswalk on the eastbound
and westbound approaches limits sight
distance for pedestrians. The City should
consider removing one parking space on each
approach to provide sufficient sight distance
for pedestrians crossing Main Street. Members
of the team also observed that the existing bus
stop on Main Street eastbound west of
Masonic Street is heavily utilized, and that the
narrow sidewalk has limited space for
pedestrians to disembark from the bus,
especially when the wheelchair loading ramp
was deployed from the bus. Construction work
is ongoing for the adjacent park, and it is expected that the park will include a bus shelter, wider sidewalk
facilities, and bike parking.
Members of the team noted that buses stopping at the bus stop adjacent to Masonic Street conflict with
through bicyclists. Given the high volume of buses stopping at this location, consideration should be given
to providing a floating bus stop treatment as part of a larger project to provide separated bike lanes along
the Main Street corridor.
Short Term Recommendations
Remove parking adjacent to the crosswalk.
Install a bus shelter as part of the ongoing park improvement project.
Long Term Recommendations
As part of the larger recommendation to provide separated bike lanes through downtown,
consider providing a floating bus stop.
Figure 6 - Pedestrians cross Main Street at Masonic Street.
13| Northampton Walk/Bike Assessments | Final Draft
Intersections: Main Street at Crafts Ave/Crackerbarrell Alley, at Old South
Street, and at Center Street
Existing Conditions
The intersections of Main Street at Crafts Ave/Crackerbarrell Alley and at Old South Street are both
unsignalized, with STOP control provided on the northbound Old South Street approach. Crackerbarrell
Alley is one-way away from the intersection, providing shared vehicle and pedestrian access to the rear
parking lot. Crafts Ave is one-way away from the intersection, with angle parking provided on the west
side south of the intersection. Old South Street is one-way approaching Main Street, with separate left
and right turn lanes at the intersection approach and parallel parking provided on the east side.
Crosswalks are provided across the side street approaches and across Main Street at the west corner of
Crafts Ave and the east corner of Old South Street. Parallel parking is provided on both sides of Main
Street west of Crafts Ave while angle parking is provided on both sides of Main Street east of Crafts Ave.
The intersection of Main Street at Center Street is unsignalized. Center Street is a two-way street with
parallel parking provided on the west side. Crosswalks are provided across the Center Street approach
and across Main Street on the west corner.
The crash data indicate that there were two pedestrian involved crashes during the period analyzed, both
involving a pedestrian crossing Old South Street, one of which resulted in an injury. There was one bicycle
involved crash at the intersection with Crafts Ave which also resulted in an injury.
Observations and Recommendations
Members of the team noted that Main Street is extremely wide at the unsignalized crossings which creates
several operational and safety issues for crossing pedestrians. The roadway is 92 feet wide at the
crosswalk east of Old South Street, resulting in unexpected vehicle conflicts, long crossings, and visibility
issues. Pedestrians hear and feel the traffic speeding up behind them while still in the crosswalk which is
disconcerting. Drivers experience delays at the crosswalk due to the long crossing distance for pedestrians
as well. Some drivers stop when seeing a pedestrian in the crosswalk in the opposite lanes, while others
continue through the crosswalk knowing that the pedestrian will not reach them for several seconds.
These potential double threat locations cause pedestrians to move even slower across the street. As
previously noted, the City should consider narrowing the roadway throughout this segment to provide
improved pedestrian and bicycle facilities.
14| Northampton Walk/Bike Assessments | Final Draft
Members of the team noted that the existing
parking, sidewalk furniture, and roadway
geometry at the Crafts Avenue intersection
results in poor sight distance and high vehicle
turning speeds which impact both crosswalks.
The City should consider removing the two
parking spaces and relocating sidewalk furniture
in front of City Hall in order to improve sight
distance to both crosswalks. In the long term,
the City should consider reconstructing the
south side of Main Street to provide curb
geometry that follows the curvature of the
roadway and provides a reduced turning radius
to Crafts Ave. This will reduce turning speeds
and improve driver and pedestrian expectancy.
City staff noted that the City has explored the possibility of closing Crackerbarrell Alley to vehicular traffic,
converting it to a pedestrian access to the rear parking lot. Given that the existing parking lot is also served
by driveways on Masonic Street immediately north of the intersection, this closure would reduce conflicts
between vehicles and pedestrians while having minimal impact on vehicular access to the parking lot.
Closing Crackerbarrell Alley would allow the crosswalk in front of City Hall to be relocated from its current
angled position to a more direct alignment improving visibility and decreasing the crossing distance. City
staff also noted that the sidewalk on Main Street adjacent to Crackerbarrell Alley is a pinch point. The
City should consider widening the sidewalk along this segment in order to match sidewalks along the rest
of the corridor.
Members of the team also noted that the
angle parking spaces adjacent to both
crosswalks across Main Street limit sight
distance for pedestrians. At the crosswalk
across Main Street, the handicap accessible
parking space on the north side west of the
crosswalk requires drivers to back into the
crosswalk in order to exit the space. The City
should remove four angle parking spaces and
relocate the handicap accessible space in
order to improve sight distance and prevent
drivers from backing into the crosswalk. As a
long term measure, the City should consider
constructing curb extensions at both
crosswalks, which may create an opportunity for a pocket park. In the short term, it may be necessary to
Figure 7 - Parked cars block sight distance for pedestrians at
Crafts Avenue.
Figure 8 - Parked cars block sight distance to a midblock crosswalk.
15| Northampton Walk/Bike Assessments | Final Draft
provide temporary curb extensions using flex posts to prevent short-term parking from occurring in the
clear zones adjacent to the crosswalks. Curb extensions may include bike parking within the area formerly
occupied by the angle parking spaces adjacent to the crosswalk, however care should be taken to ensure
that proper sight lines are maintained for pedestrians.
Short Term Recommendations
Remove the two parking spaces and relocate sidewalk furniture in front of City Hall in order to
improve sight distance to the crosswalk across Main Street and to the crosswalk across Crafts Ave.
Remove the angle parking space east of Crackerbarrell Alley to improve sight distance to the
crosswalk across Main Street.
Remove the angle parking spaces on both sides of Main Street within 20 feet of the crosswalk east
of Old South Street to improve sight distance to the crosswalk and prevent drivers from backing
into the crosswalk.
Provide temporary curb extensions using paint and flex posts.
Long Term Recommendations
Reconstruct Main Street to provide curb geometry on the south side of the roadway that matches
the curvature of the roadway, reduces corner radii, widens sidewalks adjacent to Crackerbarrell
Alley, and provides curb extensions at the two crosswalks across Main Street.
Install bike parking within the new curb extensions.
Close Crackerbarrell Alley to vehicular traffic to reduce conflicts with pedestrians on the sidewalk
and allow the realignment of the crosswalk in front of City Hall.
Intersection: Main Street at Pleasant Street/King Street
Existing Conditions
The intersection of Main Street at Pleasant Street/King Street is a large signalized intersection with three
to four travel lanes provided on each approach, including exclusive left turn lanes on all four approaches.
The traffic signal provides protected plus permitted left turn phasing on the northbound, southbound,
and eastbound approaches plus an exclusive pedestrian phase. City staff noted that there is an ongoing
project under design to modify the traffic signal to provide protected plus permitted left turn phasing on
the westbound approach.
Crash data indicate that there was one pedestrian involved crash at the intersection during the period
studied which did not result in an injury. There were five bicycle involved crashes reported at the
intersection four of which resulted in injury and one of which resulted in a fatality. The fatal crash involved
a left turning vehicle which failed to yield to an oncoming bicyclist.
16| Northampton Walk/Bike Assessments | Final Draft
Observations and Recommendations
Members of the team noted that due to the
large size of the intersection and the complex
signal phasing, pedestrians typically comply
with the traffic signals and cross during the
exclusive pedestrian phase. Many pedestrians
were observed crossing the intersection
diagonally during the pedestrian phase. The
City should consider installing continuous
corner ramps to allow for diagonal crossing
and updating the signal timing to provide
appropriate clearance for the diagonal
crossing. Members of the team suggested that
the intersection may be reconstructed as a
raised table intersection, allowing for
pedestrian crossing in all directions during the pedestrian phase.
Members of the team observed that the existing pedestrian push buttons do not provide accessible
pedestrian signal (APS) control and that the pedestrian signals do not include countdown timers. The City
should consider upgrading the signals to provide APS equipment and countdown indications. As part of
the ongoing project to install a protected plus permitted left turn phase for the westbound approach, the
City should also consider installing flashing yellow arrow indications on all four approaches to remind
drivers to yield to through vehicles and bicycles during the through phase.
The existing intersection does not provide any bike facilities consistent with the entire existing corridor.
The City should consider installing protected intersection treatments as part of a project to provide
separated bike lanes along the Main Street corridor as recommended above. Given the large size of the
existing intersection, it would likely be feasible to provide separated bike lanes and protected intersection
geometry, especially if complementary facilities are also provided in the future on Pleasant Street and/or
King Street. The protected intersection treatments would provide improved separation between vehicles,
pedestrians, and cyclists and reduce the incidences of crashes between turning vehicles and cyclists.
Short Term Recommendations
Install full radius corner ramps to allow for diagonal pedestrian crossing.
Update signal clearance times to allow for diagonal pedestrian crossing.
Upgrade the signal to provide APS equipment and pedestrian countdown indications.
Upgrade the signal to provide flashing yellow arrow indications.
Figure 9 - Pedestrians cross during the exclusive pedestrian phase.
17| Northampton Walk/Bike Assessments | Final Draft
Long Term Recommendations
Reconstruct the intersection to provide a raised table and/or protected intersection to improve
access and crossing for both pedestrians and bicyclists.
Appendix A lists all the observations and recommendations that were discussed during the assessment
and described in the previous sections. The observations and recommendations are divided by location.
For each observation and recommendation, the appendix includes the estimated time frame for
completion, estimated construction costs, and the responsible agency. The time frame is categorized as
short-term (0 to 3 years) or long-term (>3 years). The costs are categorized as low (<$10,000), medium
($10,001 to $50,000), or high (>$50,000).
Appendix B provides a toolbox of pedestrian facilities that summarizes typical treatments and provides a
description. The treatments may or may not be recommendations outlined in this report. This toolkit may
be used by the City of Northampton to assist in developing a more pedestrian-friendly town.
Appendix C provides a toolbox of bicycle facilities that summarizes typical treatments and provides a
description. The treatments may or may not be recommendations outlined in this report. This toolkit may
be used by the City of Northampton to assist in developing a more bicycle-friendly town.
Appendix A | Northampton Walk/Bike Assessments | Final Draft
Appendix A: Table of Recommendations
Location Issue Recommendation Time Frame Cost Agency
Corridor-wide
Crosswalks are very long and have
poor sight distance
Remove parking adjacent to crosswalks Short-term Low City of
Northampton
Reduce the number of travel lanes on Main
Street Short-term Medium City of
Northampton
Construct curb extensions and refuge islands
at yield controlled crosswalks Long-term High City of
Northampton
No dedicated bicycle facilities are
provided on Main Street through
downtown
Alternative 1: Install separated bike lanes
(cycle tracks) adjacent to the curb Short-term Medium City of
Northampton
Alternative 2: Install bike lanes and convert
angle parking to back-in Short-term Medium City of
Northampton
Alternative 3: Install center running two-way
separated bike lane (cycle track) Short-term Medium City of
Northampton
Construct street or sidewalk level separated
bike lanes (cycle tracks) with curb separation. Long-term High City of
Northampton
Curb ramps do not meet current
Access Board guidelines
Reconstruct curb ramps to provide ADA
compliant ramps Short-term Medium City of
Northampton
Large trucks use Main Street as a
long-distance through route
Implement a truck restriction on Main Street
through downtown Long-term Low Northampton/
MassDOT
Business signs and sidewalk cafés
obstruct the clear walking path
Enforce ordinances and educate business
owners to keep the walking zones clear. Short-term Low Northampton/
Businesses
Access routes to the adjacent trail
network are unclear
Install wayfinding signage directing bicyclists
& pedestrians to trail access points. Short-term Low City of
Northampton
Bike parking is very limited Install bike parking including single bike racks
and high capacity, covered bike parking. Short-term Medium City of
Northampton
Pedestrian signals do not meet
current standards and provide
inconsistent phasing
Install pedestrian countdown timer
indications and APS equipment. Short-term Medium City of
Northampton
Revise signal timing to provide consistent
pedestrian phasing at all intersections. Short-term Low City of
Northampton
Appendix A | Northampton Walk/Bike Assessments | Final Draft
Location Issue Recommendation Time Frame Cost Agency
Main Street/Elm
Street at West Street
and at State
Street/New South
Street
Existing diagonal crosswalk at State
Street is faded Restripe the existing crosswalk Short-term Low City of
Northampton
Drivers turning left to West Street do
not always yield to oncoming traffic
and pedestrians
Install flashing yellow arrow signal phasing at
West Street Short-term Low City of
Northampton
Long signal cycle length causes driver
frustration and red light running. Modify signal timing to reduce cycle lengths Short-term Low City of
Northampton
Bikes have difficulty turning left to
State Street and New South Street
Install two-stage turn queue boxes on the
side street approaches Short-term Low City of
Northampton
Existing signal equipment does not
provide accessible pedestrian signals
and countdown timers
Install accessible pedestrian signals and
countdown timers Short-term Medium City of
Northampton
Intersection has a high crash rate
Reconstruct both intersections to reduce
lanes, add crosswalks at all legs, reduce
corner radii, improve left turn geometry, and
provide protected intersection treatment for
bicyclists
Long-term High City of
Northampton
Main Street at
Masonic Street
On-street parking limits sight distance
for pedestrians at the crosswalk Remove parking adjacent to the crosswalk Short-term Low City of
Northampton
No shelter is provided at the existing
bus stop
Install a bus shelter as part of the ongoing
park improvement project Short-term Medium City of
Northampton
Buses conflict with bikes at the bus
stop
Install a floating bus stop as part of a project
to install separated bike lanes on Main Street Long-term High City of
Northampton
Appendix A | Northampton Walk/Bike Assessments | Final Draft
Location Issue Recommendation Time Frame Cost Agency
Main Street at Crafts
Ave/Crackerbarrell
Alley, at Old South
Street, and at Center
Street
On-street parking limits sight distance
for pedestrians at the crosswalks
Remove the two parking spaces in front of
City Hall Short-term Low City of
Northampton
Remove the angle parking space east of
Crackerbarrell Alley Short-term Low City of
Northampton
Remove the angle parking spaces on both
sides of Main Street adjacent to the crosswalk
east of Old South Street
Short-term Low City of
Northampton
Curb alignment does not match the
curvature of the roadway
Reconstruct Main Street to provide curb
following the curvature of the roadway and
widen the sidewalk at Crackerbarrell Alley
Long-term High City of
Northampton
Vehicles entering Crackerbarrell Alley
cross the sidewalk Close Crackerbarrell Alley to vehicular traffic Long-term Medium City of
Northampton
Main Street at
Pleasant Street/
King Street
Pedestrians cross the intersection
diagonally
Install full radius corner ramps Short-term Medium City of
Northampton
Update signal clearance times to allow for
diagonal crossing Short-term Low City of
Northampton
Reconstruct the intersection to provide a
raised table Long-term High City of
Northampton
Existing signal equipment does not
provide accessible pedestrian signals
and countdown timers
Install accessible pedestrian signals and
countdown timers Short-term Medium City of
Northampton
Intersection does not provide bicycle
accommodations
Reconstruct the intersection to provide a
protected intersection Long-term High City of
Northampton
Appendix B | Northampton Walk/Bike Assessment | Final Draft
Appendix B: Pedestrian Facility Toolbox
Facility Type Description Sample Photo
Accessible Pedestrian
Signals
Accessible pedestrian signals systems are
the components used at a signalized
intersection to alert pedestrians when
they may cross a roadway. Accessible
pedestrian signals may include audible
and vibrating features to assist visually-
impaired pedestrians.
Crosswalk
Crosswalks indicate to pedestrians the
appropriate place to cross the street and
inform drivers of potential pedestrian
movements in the street.
Curb Ramp and
Detectable Warning
Panels
ADA-compliant curb ramps provide
ramped access and detectable warning
for persons with disabilities. Curb ramps
are typically at least 5 feet wide with a
level landing pad. Detectable warning
panels should be a contrasting color to
the adjacent surface.
Curb Extensions
A curb extension is an extension of the
sidewalk at intersections or mid-block to
reduce the pedestrian crossing distance
and provide greater visibility for
pedestrians waiting to cross a street.
Curb Radii
Modifications to curb lines or edges of
the pavement at an intersection. These
modifications typically are used to
decrease crossing distances for
pedestrians or to reduce vehicular speed
by tightening the turning radii at the
intersection corners.
Appendix B | Northampton Walk/Bike Assessment | Final Draft
Facility Type Description Sample Photo
Edge Lines
Edge lines are solid white lines painted
along the roadside curb that defines the
driving lane and visually narrows the
travel lane. In some cases, edge lanes
may be used to create bicycle lanes.
In-Street Pedestrian
Crossing Sign
A removable high-visibility sign placed on
the centerline of a street prior to a
crosswalk to alert motorists to yield
when pedestrians are present in the
crosswalk.
Leading Pedestrian
Interval
A pedestrian crossing indication that
permits pedestrians to move into the
intersection 3-7 seconds before a green
light is given to turning motorists that
may cross the crosswalk.
Parklet
Permanent or temporary gathering area
installed in the street adjacent to the
curb as an extension of sidewalk space.
Pedestrian Hybrid
Beacon
An overhead flashing beacon activated
by pedestrians. The flashing lights alert
motorists to yield and increase visibility
of pedestrians in the crosswalk.
Appendix B | Northampton Walk/Bike Assessment | Final Draft
Facility Type Description Sample Photo
Pedestrian Refuge
Island
Raised median or island that provides in-
street refuge at a pedestrian crossing.
The crosswalk may be angled at refuge to
encourage pedestrians to make eye
contact with oncoming traffic.
Pedestrian-Scale
Lighting
Light fixtures used to illuminate a
sidewalk or pathway typically closer to
the ground and placed closer together
than roadway lighting.
Raised Intersection
A crosswalk or entire intersection raised
from street-level to sidewalk-level. This
elevated crossing increases pedestrian
priority and visibility and slows
approaching vehicles.
Rectangular Rapid
Flash Beacon
An on-demand activated flashing beacon
with a “wig-wag” pattern that alerts
motorists to pedestrians in the
crosswalk. Typically used on lower
volume and lower speed streets.
Shared Street
The road surface is typically at the same
level as the sidewalk surface to create a
continuous pedestrian space. A shared
street is for motorists, pedestrians, and
bicyclists.
Appendix B | Northampton Walk/Bike Assessment | Final Draft
Facility Type Description Sample Photo
Shared-use Path
A two-way path that is open for
bicyclists, pedestrians, and other non-
motorized users. The path is typically
ADA-compliant and ranges between 10
to 14 feet wide.
Sidewalk
A concrete pathway adjacent to the
roadway. Sidewalks must meet minimum
dimensions and smoothness for ADA-
compliance. They may have decorative
paving or plantings and should be wider
where high pedestrian volumes are
present or desired.
Appendix C | Northampton Walk/Bike Assessment | Final Draft
Appendix C: Bicycle Design Toolbox
Facility Type Description Sample Photo
Shared Lane Markings
Designate positioning for cyclists within
shared travel lanes and alert drivers to
the presence of cyclists. Shared lane
markings should be considered
temporary measures until future
improvements can provide full bicycle
facilities.
Bike Lane
Exclusive travel lane for bicycles, typically
located along the right side of the travel
lanes on a two-way street, however may
be located on either side of a one-way
street.
Buffered Bike Lane
Bicycle lane with a painted buffer
separating cyclists from adjacent vehicle
traffic and/or adjacent parking lanes.
Separated Bike Lane
Bicycle lane protected from vehicle
traffic by adjacent vertical elements,
including flex posts, planters, parked
cars, curbs, or raised medians.
Protected Intersection
Physical separation carried through the
intersection to minimize exposure to
conflicts, reduce speed at conflict points,
communicate right-of-way priority, and
provide adequate sight distance between
all users.
Appendix C | Northampton Walk/Bike Assessment | Final Draft
Facility Type Description Sample Photo
Floating Bus Stop
Floating bus stops adjacent to separated
bike lanes allow for separation between
transit users and bicyclists. The bus stop
geometry provides an island for
passengers to disembark outside of the
bike lane and then safely cross to the
sidewalk.
Bike Box
Advance stop bar allows bicyclists to stop
at a traffic signal ahead of vehicle traffic
to increase visibility and allow for left
turns.
Two-Stage Turn Queue
Box
Turn box typically provided between the
bicycle lane and the cross-street
crosswalk allows cyclists to turn out of
the bicycle lane and complete a left turn
after the traffic signal cycles to the side
street green phase.
Bike Signal
Exclusive traffic signal for bicycle facilities
allows for time separation between
cyclists and vehicles, especially at
locations with high turning volumes.
High Capacity Bike
Parking
Large bicycle racks at key locations.
Bicycle racks should always be placed in
areas of high visibility in order to
maximize use and provide increased
security.
Appendix C | Northampton Walk/Bike Assessment | Final Draft
Facility Type Description Sample Photo
Bike Corral
Bicycle racks placed within the parking
lane of a roadway. A single corral can
replace one vehicle parking space with
10 to 12 bicycle parking spaces.
Individual Bike Parking
Individual bicycle racks typically placed
along sidewalks to provide incremental
bicycle parking throughout a larger area.
Racks should be designed to support the
bicycle at two points.
Wayfinding
Signage provides guidance for cyclists on
recommended routes to key
destinations.
Curb Extensions
Curb and associated accessible sidewalk
ramp is extended to the edge of the
bicycle lane or travel lane in order to
reduce through vehicle speeds and
increase visibility for pedestrians.
Appendix D | Northampton Walk/Bike Assessments | Final Draft
Appendix D: Crash Data
Crash
Date Crash Day Time of Day Comments
m/d/y Type Type Type Type Type D1 D2 D3
1 1/18/12 Wednesday 1:12 PM Rear-end Daylight Clear Dry Inattention 33 62
Vehicles in left turn lane. Left arrow turns green. MV2 starts to move, MV1 does not.
MV2 rear ends MV1.
2 2/2/12 Thursday 7:28 PM Single Vehicle Crash Dark - lighted roadway Unknown Dry Inattention 58 24 MV1 turning right at intersection on red light hit pedestrian.
3 3/27/12 Tuesday 9:05 AM Angle Daylight Clear Dry Failed to yield right of way 58 48 Driver in the curbside lane turned left alongside a vehicle in the left turn lane.
4 3/30/12 Friday 7:37 PM Rear-end Dark - lighted roadway Clear Dry
Operating Vehicle in erratic, reckless,
careless, negligent, or aggressive
manner 35 32 MV2 stops for red light, MV1 did not and rear ends MV2.
5 4/18/12 Wednesday 1:22 PM Sideswipe, same direction Daylight Clear Dry No Improper Driving 25 49
MV1, waiting at red light on state st thru-lane, sees green right arrow and decides to
change lanes. Does not see MV2 coming up in right lane and hits MV2. There are no
lane markings.
6 4/28/12 Saturday 7:59 PM Single Vehicle Crash Dusk Other Dry No Improper Driving 85 65 Pedestrian crossing during do not walk and hit by MV1 who has a green light.
7 5/3/12 Thursday 3:06 PM Angle Daylight Rain Dry Inattention 22 69
Both vehicles had green light but MV1 (making left turn) did not yield to MV2 (going
thru).
8 5/21/12 Monday 7:32 PM Sideswipe, opposite direction Dusk Rain Wet Unknown 70 41
MV2, making left turn, rear spun out and vehicle skidded into MV1, who was stopped
at red light.
9 6/23/12 Saturday 4:35 PM Angle Daylight Clear Wet Driving too fast for conditions 17 51 MV1, making left turn, spun out and skidded into MV2, stopped at red light.
10 6/28/12 Thursday 4:19 PM Single Vehicle Crash Daylight Clear Dry Failed to yield right of way 18
Both vehicles may have had green light but MV1 (making left turn) hit cyclist. Cyclist
fled the scene.
11 7/15/12 Sunday 7:30 PM Angle Dusk Rain Wet No Improper Driving 44 40
MV1 turning left from elm st to west st, claims had green arrow. MV2, going thru, also
claims he had a green light.
12 7/27/12 Friday 9:32 PM Angle Dark - lighted roadway Clear Dry Failed to yield right of way 22 21
Both vehicles had green light but MV1 (making left turn) did not yield to MV2 (going
thru).
13 9/12/12 Wednesday 5:00 PM Rear-end Dusk Clear Dry No Improper Driving 25 37 MV2 waiting to turn left onto west st rear ended by MV1 as the light changed to yellow.
14 10/1/12 Monday 2:41 PM Rear-end Daylight Clear Dry Inattention 47 47 MV2 stopped in traffic rear ended by MV1 who did not stop in time.
15 11/27/12 Tuesday 5:51 PM Rear to Rear Dark - lighted roadway Rain Wet Followed too closely 21 36 22
MV1 and MV2 at green light yielding to an emergency vehicle, MV3 does not realize
this and rear ends vehicles. Miscoded as rear-to-rear.
16 12/3/12 Monday 12:24 PM Rear-end Daylight Clear Dry Followed too closely 18 59 MV1 unable to stop in time before rear ending MV2, glare may have contributed.
17 12/15/12 Saturday 4:37 PM Rear-end Daylight Clear Dry Inattention 39 55
MV1 and MV2 at red light. Light turns green and MV1 accelerates, but MV2 does not.
MV1 rear ends MV2.
18 12/28/12 Friday 12:04 PM Angle Daylight Cloudy Wet Inattention 22 43
MV1 was turning left from elm st to west st and had green. Did not realize they had to
yield to traffic in the opposite direction.
19 10/5/13 Saturday 7:03 PM Angle Dark - lighted roadway Rain Wet No Improper Driving 27 20 Right turning vehicle hit pedestrian who stepped into crosswalk.
20 10/14/13 Monday 4:40 PM Rear-end Daylight Clear Dry No Improper Driving 43 55 MV1 did not see that MV2 had stopped in traffic.
21 10/17/13 Thursday 3:52 PM Rear-end Daylight Clear Dry Inattention 39 45 38 MV 3 and MV 2 stopped at red light, MV1 did not stop in time.
22 11/2/13 Saturday 1:58 PM Rear-end Daylight Clear Dry Other improper action 47 64 Both vehicles stopped at red light, rear one lets up on brake and rolls into front one.
23 12/30/13 Monday 12:32 PM Angle Daylight Clear Dry Other improper action 53 52
MV1 waiting at green light on west st for blocked intersection to clear. MV2 attempts to
go around MV1 on the left and clips MV1.
24 4/2/14 Wednesday 8:03 AM Sideswipe, same direction Daylight Cloudy Dry Inattention 38 50
MV2 attempted to pass bus that was pulling off to the side of the road and clipped the
rear left corner of bus.
25 5/1/14 Thursday 6:05 PM Sideswipe, same direction Daylight Clear Dry Inattention 32 Bus attempting to pull into bus stop hit a parked vehicle.
26 5/4/14 Sunday 4:27 PM Rear-end Daylight Clear Dry Inattention 26 63 MV2 stopped for yellow light, MV1 thought MV2 would go through.
27 5/14/14 Wednesday 5:12 PM Sideswipe, same direction Daylight Clear Dry Inattention 36 22
MV2 was in left turn lane with green light, MV1 attempted to enter left turn lane from
stopped middle lane and hits MV2.
28 6/3/14 Tuesday 10:28 AM Rear-end Daylight Clear Dry Emotional 44 29 MV2 stopped with traffic and was rear ended by MV1
29 6/10/14 Tuesday 9:58 AM Angle Daylight Clear Dry Inattention 35 22 MV1 attempted to merge into right lane and did not see MV2 in right lane next MV1.
30 7/22/14 Tuesday 6:00 PM Rear-end Daylight Clear Dry Distracted 48 60 50
MV1. MV2, MV3 stopped at red light, light turned green and MV3 began to move
without checking ahead, distracted by jewelry.
31 8/22/14 Friday 3:09 PM Sideswipe, same direction Daylight Cloudy Dry Over-correcting/over-steering 64 41
MV1, a bus, took the curve around elm st too tightly and hit MV2 in adjacent lane
waiting to turn left onto state st.
32 9/1/14 Monday 1:24 PM Angle Daylight Clear Dry Failed to yield right of way 56 35
MV1, turning left from elm to west st. One lane of opposing traffic stopped but not
both, resulting in a courtesy crash.
33 10/14/14 Tuesday 7:13 AM Single Vehicle Crash Daylight Rain Wet Inattention 60 18
Bicyclist listening to i-pod riding on sidewalk did not stop at red light and hit vehicle
traveling perpendicularly.
34 11/22/14 Saturday 12:46 PM Sideswipe, same direction Daylight Snow Dry Unknown 33 The rear quarter panel of passing vehicle grazed bicyclist causing him to crash.
Crash Data Summary Table
Manner of Collision Light Condition
Weather
Condition
Jan. 2012-Aug. 2015
Main St/Elm St (Rt 9) at New South St (Rt 10), State St and West St (Rt 66), Northampton MA
Crash
Diagram
Ref #
Road Surface Driver Contributing Code Ages
Crash
Date Crash Day Time of Day Comments
m/d/y Type Type Type Type Type D1 D2 D3
Crash Data Summary Table
Manner of Collision Light Condition
Weather
Condition
Jan. 2012-Aug. 2015
Main St/Elm St (Rt 9) at New South St (Rt 10), State St and West St (Rt 66), Northampton MA
Crash
Diagram
Ref #
Road Surface Driver Contributing Code Ages
35 12/9/14 Tuesday 2:05 AM Single Vehicle Crash Dark - lighted roadway
Sleet, Hail,
Freezing Rain Ice No Improper Driving 37
Driver lost control of vehicle on ice while attempting to slow down approaching
intersection and hit a lamp post.
36 1/13/15 Tuesday 9:47 AM Rear-end Daylight Clear Dry Inattention 35 69 MV2 stopped for red light. MV1 did not notice light change and rear ended MV2.
37 1/30/15 Friday 3:16 PM Angle Daylight Clear Dry No Improper Driving 32 56
Bus suffered mechanical problems and could not negotiate Elm St curve and collided
with MV2.
38 2/6/15 Friday 8:13 AM Angle Daylight Clear Wet Glare 40 51
Both vehicles had green light but MV1 (making left turn) did not yield to MV2 (going
thru).
39 3/23/15 Monday 2:52 PM Sideswipe, same direction Daylight Clear Dry Inattention 23 50 MV1 changed lanes into MV2.
40 3/26/15 Thursday 1:39 PM Single Vehicle Crash Daylight Rain Wet No Improper Driving 36
Motorcycle was turning right and cut off by opposing left turner causing motorcyclist to
“dump.” The motorcycle misjudged the New South St right hand turn.
41 4/8/15 Wednesday 8:18 PM Single Vehicle Crash Dark - lighted roadway Rain Wet
Operating Vehicle in erratic, reckless,
careless, negligent, or aggressive
manner 39 Intoxicated driver failed to navigate elm st curve and crashed into mast arm.
42 5/27/15 Wednesday 11:58 AM Rear-end Daylight Clear Dry Followed too closely 32 35
MV1 and MV2 in right lane waiting to turn. Light for thru movement turns green but not
light for right turn. MV1 thinks he has a green light and starts to move forward into
MV2 who was still stopped.
43 6/4/15 Thursday 12:01 PM Sideswipe, same direction Daylight Cloudy Dry Failed to yield right of way 22 63
MV2 was turning left onto Main St from New South St but had to stop in the
intersection because of queued traffic. MV1, behind MV2, attempted to pass around
MV2 and was struck by MV2.
44 6/26/15 Friday 12:48 PM Sideswipe, same direction Daylight Clear Dry No Improper Driving 48 53
Bicycle alongside vehicle traveling through intersection. Vehicle did not see bicyclist.
Given the offset nature of intersection, the bicycle may have assumed the vehicle was
turning left too
45 6/29/15 Monday 9:00 AM Rear-end Daylight Cloudy Wet Unknown 32 24 MV2 stopped at red light, MV1, travelling behind, did not.
46 6/29/15 Monday 3:46 PM Rear-end Daylight Clear Dry Distracted 39 66 16
All vehicles stopped at red light, MV2, at rear, distracted and let foot off brake rolling
into two vehicles ahead.
47 8/20/15 Thursday 1:33 PM Rear-end Daylight Clear Dry Followed too closely 64 64
MV1 and MV2 in thru lane at red light. Left turn light turns green, but not thru light.
MV1, thought they had a green light and rolled into MV2.
48 8/25/15 Tuesday 4:50 PM Sideswipe, opposite direction Daylight Rain Wet
Swerving or avoiding due to wind,
slippery surface, vehicle, object, non-
motorist in roadway, etc.53 39
An unknown vehicle pulled into MV1's lane to avoid a stopping bus. MV1 slammed on
their brakes and veered into MV2, in the opposing lane.
Summary based on Crash Reports obtained from the Northampton Police Department
Crash
Date Crash Day Time of Day Comments
m/d/y Type Type Type Type Type D1 D2 D3
1 3/7/12 Wednesday 7:15 PM Rear-end Dusk Clear Dry Inattention 47 56
MV2 stopped for pedestrian. MV1 tried to stop but said she slipped on wet
pavement and rearended MV2.
2 4/10/12 Tuesday 1:07 PM Rear-end Daylight Clear Dry Followed too closely 22 22
MV1 stopped for pedestian at crosswalk, MV2 was too close and rearended
MV1.
3 10/25/12 Thursday 12:19 PM Sideswipe, same direction Daylight Cloudy Dry
Failure to keep in proper lane or
running off road 26 79
PVTA bus, parked on side of street, was attempting to reenter traffic. MV1,
alongside bus, attempts to pull in front of bus to park on side of street. MV1
hits the front of the bus.
4 1/24/13 Thursday 11:51 AM Angle Daylight Clear Dry Inattention 51 30
While attempting to pull out of a parallel parking spot, MV2 hit MV1, travelling
in adjacent lane.
5 2/23/13 Saturday 6:44 PM Rear-end Dark - lighted roadway Rain Wet Inattention 41 37 43 MV2, stopped for a pedestrian, was hit by MV1, who was then hit by MV3.
6 3/14/13 Thursday 12:15 PM Angle Daylight Clear Dry Inattention 21
MV1 turned onto Masonic St, thought she was driving the wrong way down
the street and made a U-turn. During U-turn MV1 hit parked MV2.
7 10/8/13 Tuesday 1:04 PM Single Vehicle Crash Daylight Clear Dry
Disregarded traffic signs, signals,
road markings 72 47
Driver was paying attention to a dump truck to the left of his vehicle and did
not see the pedestrian in the crosswalk before hitting him.
8 10/15/13 Tuesday 2:29 PM Angle Daylight Cloudy Dry Inattention 24 46
A vehicle in the right lane of Main St stopped to let MV1 turn left. MV1 did not
wait for left lane to stop and hit MV2.
9 10/21/13 Monday 12:14 PM Angle Daylight Clear Dry Inattention 50 85
A bus pulled out from picking up passengers and was hit by a car pulling out
from a parking space in front of it.
10 3/29/14 Saturday 6:37 PM Angle Dark - lighted roadway Rain Wet Unknown 46 32
A driver making a left turn did not see a pedestrian in the crosswalk and hit
her.
11 7/27/14 Sunday 1:34 PM Sideswipe, same direction Daylight Rain Wet Failed to yield right of way 84 57
MV1was pulling out of a parking spot and hit MV2 who was traveling in the
adjacent lane.
12 10/21/14 Tuesday 1:49 PM Rear-end Daylight Cloudy Dry Followed too closely 23 20
A bus slowed down to pull into a bus stop occupied by a downstream bus. A
car then rear ended the bus.
13 2/1/15 Sunday 12:28 PM Rear-end Daylight Clear Dry Inattention 60 42
V1 stopped to allow a pedestrian to cross at a crosswalk and was rear
ended by V2.
14 7/9/15 Thursday 9:29 AM Single Vehicle Crash Daylight Cloudy Dry Failed to yield right of way 59 52 Vehicle turned left and hit a pedestrian with his mirror.
Summary based on Crash Reports obtained from the Northampton Police Department
Road
Surface Driver Contributing Code Ages
Crash Data Summary Table
Manner of Collision Light Condition
Weather
Condition
Jan. 2012 - Aug. 2015
Main St at Masonic St, Northampton, MA
Crash
Diagram
Ref #
Crash
Date Crash Day Time of Day Comments
m/d/y Type Type Type Type Type D1 D2 D3
1 1/12/12 Thursday 11:54 AM Angle Dark - lighted roadway
Sleet, Hail,
Freezing Rain Snow Inattention 75 18 69
MV1 lost control on snowy road and hit MV2, parked. MV3, parked next to MV2 then
reversed into MV1.
2 2/2/12 Thursday 9:20 AM Rear-end Daylight Cloudy Dry Inattention 46 21 MV1 stopped for pedestrian at crosswalk, MV2 did not stop and rear ended MV1.
3 3/17/12 Saturday 10:34 AM Rear-end Daylight Cloudy Dry Inattention 25 65
MV2 stopped for a pedestrian at crosswalk. MV1, following, looked down for a
moment and did not see MV2 had stopped. Report unclear if vehicles were in EB or
WB direction.
4 6/4/12 Monday 3:41 PM Sideswipe, same direction Daylight Rain Wet Inattention 19 59
MV1 saw an open parking spot and moved to turn into it, but did not see MV2, to
their right and crashed in to MV2.
5 9/25/12 Tuesday 3:45 PM Sideswipe, same direction Daylight Clear Dry
Operating Vehicle in erratic, reckless,
careless, negligent, or aggressive
manner 38 MV1 attempted to parallel park and MV1's trailer hit parked MV2.
6 10/29/12 Monday 3:48 PM Angle Daylight Rain Wet Inattention 54 55
MV1 was turning left and did not check to the right for oncoming traffic and hit by
MV2.
7 11/21/12 Wednesday 6:29 PM Single Vehicle Crash Dark - lighted roadway Clear Dry Inattention 71 29 30 Vehicle was approaching the intersection and hit two pedestrians in the sidewalk.
8 11/27/12 Tuesday 7:08 PM Sideswipe, same direction Dark - lighted roadway Rain Wet Inattention 39 58
MV1 was turning right and stopped for pedestrians in the crosswalk. MV2 turned left
and hit MV1.
9 12/18/12 Tuesday 6:52 PM Rear-end Dusk Rain Wet Inattention 75 19
MV2 stopped for pedestrians at a crosswalk, but MV1, following, did not and rear
ended MV2.
10 2/2/13 Saturday 3:08 PM Angle Daylight Clear Dry No Improper Driving 94 62
While reversing out of an angled parking spot, MV2 backed into MV1, traveling in
adjacent lane.
11 2/14/13 Thursday 2:55 PM Rear-end Daylight Clear Dry Other improper action 32 29
Vehicle stopped at stop sign, pulled up to turn left and stopped again waiting for
traffic to clear. Vehicle then rolled back down steep incline into pedestrian in the
crosswalk.
12 2/18/13 Monday 1:11 PM Sideswipe, same direction Daylight Clear Dry Inattention 39 41
MV2 was stopped and waiting to turn into angled parking space. MV1 attempted to
pass MV2 and had to pass between a snowbank and MV2. MV1 hit MV2 during this
maneuver.
13 4/3/13 Wednesday 4:17 PM Angle Daylight Cloudy Dry Inattention 77 32
MV1 attempted to turn left, looked left but due to glare did not see MV2
approaching.
14 6/21/13 Friday 1:08 PM Angle Daylight Clear Dry Visibility Obstructed 76 56 Both vehicles traveling west on Main St. when MV2 sideswiped MV1.
15 8/26/13 Monday 3:43 PM Angle Daylight Clear Dry Inattention 19 36
While reversing out of an angled parking spot, MV1 backed into MV2, traveling in
adjacent lane.
16 9/12/13 Thursday 9:29 PM Sideswipe, same direction Dusk Rain Wet Failed to yield right of way 22 60 MV1 failed to yield to MV2 while making left turn from a stop.
17 9/13/13 Friday 7:49 AM Rear-end Daylight Rain Wet Followed too closely 51 23
18 10/18/13 Friday 10:10 PM Angle Dark - lighted roadway Clear Dry Inattention 28 60
MV1 attempted to turn into an angled parking spot from the left lane. MV2 had
stopped for a pedestrian in the crosswalk and MV1 thought MV2 was waiting for
him. MV1 began to move into spot and was hit by MV2.
19 11/16/13 Saturday 7:28 PM Rear-end Dusk Clear Dry Wrong side or wrong way 27 65 MV1 was reversing in order to enter a parking spot and hit MV2, who was following.
20 11/17/13 Sunday 2:35 PM Rear-end Daylight Rain Wet Inattention 27 45
MV1 stopped for a pedestrian in a crosswalk. MV2 was not paying attention and
failed to stop.
21 1/30/14 Thursday 6:46 PM Angle Dark - lighted roadway Cloudy Dry Inattention 46 61
MV1 was backing out of angled parking along Main St when MV2 made sharp left
turn toward Crafts Ave.
22 4/11/14 Friday 11:02 PM Angle Dark - lighted roadway Rain Wet Visibility Obstructed 65 63 MV1 was making a left turn and did not see MV2 coming down Main St.
23 7/1/14 Tuesday 4:31 PM Rear-end Daylight Clear Dry Other improper action 43
MV1 and MV2 were parked on a steep incline. MV1 began to exit parking spot and
rolled back into MV2.
24 7/3/14 Thursday 11:59 AM Rear-end Daylight Clear Dry Inattention 30 58 Vehicle pulling out of angled parking was hit by a bicyclist not paying attention.
25 7/7/14 Monday 1:32 PM Angle Dusk Clear Wet No Improper Driving 36 50
MV1, turning right, stopped to let a pedestrian cross. Meanwhile MV2 had turned left
and passed through the crosswalk prior to MV1 starting up again. MV1 then hit the
rear right of MV2.
26 7/15/14 Tuesday 2:47 PM Rear-end Daylight Clear Dry Inattention 63 29
MV2 stopped for a pedestrian at crosswalk. MV1, following, attempted to pull into left
lane but did not have time and rear ended MV2.
27 8/6/14 Wednesday 12:24 PM Angle Daylight Clear Dry Failed to yield right of way 66 52
Courtesy crash. Unknown vehicle in right lane stopped to allow MV1 to cross. MV2
in left lane did not stop.
28 9/10/14 Wednesday 2:36 PM Rear-end Daylight Clear Dry Inattention 24 24
MV1 had stopped for a pedestrian in a crosswalk. MV2, turning right did not see this
and rear ends MV1 after right turn.
29 12/13/14 Saturday 9:56 AM Rear-end Daylight Clear Dry Followed too closely 25 21 MV1 stops quickly and is rear ended by MV2.
30 12/22/14 Monday 3:22 PM Sideswipe, same direction Daylight Clear Dry Unknown 64
While parking by backing into a parallel parking spot, MV2 hit MV1, parked ahead of
MV2.
Road
Surface Driver Contributing Code Ages
Crash Data Summary Table
Manner of Collision Light Condition
Weather
Condition
Jan. 2012 - Aug. 2015
Main St at Old South St and Crafts Ave, Northampton, MA
Crash
Diagram
Ref #
Crash
Date Crash Day Time of Day Comments
m/d/y Type Type Type Type Type D1 D2 D3
Road
Surface Driver Contributing Code Ages
Crash Data Summary Table
Manner of Collision Light Condition
Weather
Condition
Jan. 2012 - Aug. 2015
Main St at Old South St and Crafts Ave, Northampton, MA
Crash
Diagram
Ref #
31 1/7/15 Wednesday 11:45 AM Rear-end Daylight Clear Wet No Improper Driving 70 25
MV1 stopped for a pedestrian at a crosswalk. MV2 attempted to stop but slid on
pavement into MV1.
32 4/8/15 Wednesday 4:10 PM Angle Daylight Cloudy Wet Inattention 76 51
MV1 turned right from Old South St and then wanted to turn left onto Center St but
hit MV2 while attempting to change to the left lane.
33 4/14/15 Tuesday 12:49 PM Rear-end Daylight Cloudy Dry Unknown 67 MV1 and MV2 were parked. MV1, attempting to exit parking spot, backed into MV2.
Summary based on Crash Reports obtained from the Northampton Police Department
Crash
Date Crash Day Time of Day Comments
m/d/y Type Type Type Type Type D1 D2
1 1/8/12 Sunday 6:23 PM Sideswipe, same direction Dusk Clear Dry Emotional UNK 50 MV1 hit adjacent parked vehicle while parking.
2 7/12/12 Thursday 3:03 PM Sideswipe, opposite direction Daylight Clear Dry Other improper action 49 16 MV2 was backing out of a parking spot and hit MV1, waiting in traffic.
3 8/13/12 Monday 10:33 AM Sideswipe, same direction Daylight Clear Dry Failed to yield right of way 51 46
MV1 was pulling out from parking into queued traffic. MV1 positioned
themselves next to MV2 but in the parking stalls and when traffic began to
move MV2 hit MV1.
4 10/24/13 Thursday 1:57 PM Angle Daylight Cloudy Dry Visibility Obstructed 61 61
MV1 was parked in an angle space, could not see MV2 behind MV1, and
reversed into MV2
5 11/23/12 Friday 3:10 PM Rear-end Daylight Clear Dry Inattention 70 23
MV1 slowed down for a pedestrian and was rearended by MV2, following too
closely, who failed to stop.
6 1/14/13 Monday 4:07 PM Angle Daylight Clear Dry Inattention 34 17
MV1 and MV2 were parked next to each other in angle parking spots. MV1
attempted to reverse out of spot and hit MV2.
7 3/5/13 Tuesday 1:50 PM Angle Daylight Clear Dry Inattention 60 37
While backing from an angle parking spot, MV2 hit MV1, stopped in traffic in
the adjacent lane.
8 4/24/13 Wednesday 6:22 AM Angle Daylight Clear Dry Visibility Obstructed 40 43
While reversing out of an angled parking spot, MV1 backed into MV2,
traveling in adjacent lane.
9 9/17/13 Tuesday 4:21 PM Angle Daylight Clear Dry Over-correcting/over-steering 65
While attempting to park in an angled parking spot MV1 hit MV2, parked in
adjacent spot.
10 10/25/13 Friday 1:20 PM Angle Daylight Clear Dry Other improper action 59 53
While attempting to park in an angled parking spot MV2 hit MV1's (parked in
adjacent spot) open door.
11 11/18/13 Monday 2:37 PM Rear-end Daylight Clear Dry Inattention UNK 62
MV1 stopped for a pedestrian in a crosswalk. MV2 was not paying attention
and tried to pass MV1 and hit MV2.
12 12/6/13 Friday 11:58 PM Sideswipe, same direction Dark - lighted roadway Snow Wet Failed to yield right of way 32 31
MV2 was attempting to turn right into an angled parking spot. MV1 attempted
to pass on the right and hit MV2.
13 4/5/14 Saturday 12:57 PM Rear-end Daylight Clear Dry Distracted 51 62
MV2 was stopped in traffic. MV1 was not paying attention to road and
rearended MV1.
14 4/12/14 Saturday 7:21 PM Angle Dusk Clear Dry Failed to yield right of way 63 20
Vehicle turned into an angled parking spot in front of the approaching
bicyclist. Bicyclist hit vehicle.
15 8/14/14 Thursday 10:56 PM Sideswipe, same direction Dark - lighted roadway Clear Dry Inattention 21 44
MV2 was turning into a parking spot and made a sharp right turn while
approaching the spot and then turned right into the spot. MV1, traveling on
the right of MV2 could not stop in time and was hit by MV2.
16 11/1/14 Saturday 3:12 PM Angle Daylight Cloudy Wet Visibility Obstructed 57 73
While reversing out of an angled parking spot, MV1 backed into MV2,
traveling in adjacent lane.
17 11/16/14 Sunday 6:21 PM Angle Dark - lighted roadway Clear Dry Inattention 21 52
MV1 was parked in an angled parking spot and did not see MV2 coming
down Main St while reversing.
18 11/20/14 Thursday 3:36 PM Angle Daylight Clear Dry Inattention 67 32 MV1 failed to yield to oncoming MV2 while turning right.
19 1/6/15 Tuesday 5:55 PM Rear-end Dark - lighted roadway Snow Snow Unknown UNK 58
MV2 made a quick right turn from Center St in front of MV1 and then
suddenly stopped for a pedestrian and was rearended by MV1.
20 2/22/15 Sunday 4:40 AM Sideswipe, same direction Dark - lighted roadway Snow Snow
Swerving or avoiding due to wind,
slippery surface, vehicle, object, non-
motorist in roadway, etc.27 25
MV2, travelling in front of and to the left of MV1, attempted to pull into angle
parking to the right. MV1 stepped on brakes, slid on snow, hit MV2, then slid
into the Pay to Park sign.
21 4/23/15 Thursday 10:07 AM Angle Daylight Clear Dry Inattention 48 39
MV1 had just reversed from angle parking and was attempting to make left
turn onto Gothic St. MV2 was to MV1's left and when MV1 attempted turn,
was hit by MV2.
22 6/1/15 Monday 5:26 PM Angle Daylight Rain Wet Inattention 57 50
While reversing out of an angled parking spot, MV2 backed into MV1,
stopped in traffic in adjacent lane.
23 7/31/15 Friday 2:44 PM Angle Daylight Cloudy Dry Inattention 39 27
While reversing out of an angled parking spot, MV1 backed into MV2,
traveling in adjacent lane.
Summary based on Crash Reports obtained from the Northampton Police Department
Road
Surface Driver Contributing Code Ages
Crash Data Summary Table
Manner of Collision Light Condition
Weather
Condition
Jan. 2012 - Aug. 2015
Main St at Center St and Gothic St, Northampton, MA
Crash
Diagram
Ref #
Crash
Date Crash Day Time of Day Comments
m/d/y Type Type Type Type Type D1 D2 D3 D4
1 2/6/12 Monday 11:03 AM Rear-end Daylight Clear Dry No Improper Driving 28 44
MV1 and MV2 were stopped at red light in through lane. The left turn got a green
arrow and MV1 misinterpreted this light as a solid ball and began to accelerate before
braking quickly after realizing his mistake. MV2 also accelerated and hit MV1.
2 3/14/12 Wednesday 9:11 PM Head on Dark - lighted roadway Clear Dry Failed to yield right of way 60 37
MV1 turned right and ran into an intoxicated cyclist heading the wrong way down Main
St.
3 5/19/12 Saturday 7:11 PM Single Vehicle Crash Daylight Clear Dry Inattention 43 18
Left turning motor vehicle failed to yield to oncoming cyclist. Cyclist suffered fatal
injury.
4 5/25/12 Friday 9:45 PM Rear-end Dark - lighted roadway Clear Dry Distracted 29 50
MV1 and MV2 stopped at red light. MV2 dropped their cell phone and took foot off the
brake and rolled into MV1.
5 6/25/12 Monday 1:26 PM Single Vehicle Crash Dawn Clear Dry Inattention 42 19
MV1 stopped in intersection for slow traffic ahead. MV2 was distracted by eating a
pizza and did not see that MV1 had stopped.
6 6/29/12 Friday 12:42 PM Angle Daylight Clear Dry Unknown 58 34
MV2, turning left, had green left arrow and began making maneuver. MV1 observed
"some green light" and interpreted this as giving him right of way. MV1 then hits MV2.
7 7/14/12 Saturday 12:45 PM Rear-end Daylight Clear Dry Inattention 20 70 75 29
MV2 through 4 stopped at red light. MV1 fails to notice stopped traffic and rear ends
these vehicles.
8 7/17/12 Tuesday 4:13 PM Angle Daylight Clear Dry No Improper Driving 24 51
Two vans abruptly stop in front of MV1 who slams on brakes and attempts to pull into
right lane to avoid a collision and instead hits MV2.
9 11/2/12 Friday 5:33 PM Sideswipe, same direction Daylight Clear Dry Other improper action 57 32
Driver of parked MV2 opened door into travel lane as MV1 was driving by, MV1 hit
open door .
10 12/20/12 Thursday 1:25 PM Angle Daylight Clear Dry Inattention 24 Both vehicle and bicycle attempted a right hand turn on red and the bike ran into MV1.
11 1/26/13 Saturday 2:09 AM Sideswipe, opposite direction Dark - lighted roadway Snow Wet Made an improper turn 58 21
Both vehicles had green lights, but MV1, turning left, failed to yield to MV2, going
through.
12 2/2/13 Saturday 1:57 PM Sideswipe, same direction Daylight Cloudy Dry Unknown 45 23
Vehicle and bicyclist moved simultaneously into right turn lane. The bicyclist was hit by
vehicle side mirror.
13 2/9/13 Saturday 5:49 PM Angle Dark - lighted roadway Snow Snow No Improper Driving 29 54
Icy roads. MV2 attempted to make left turn without yielding to MV1, going through,
MV2 accelerated and MV1 braked, they slid on ice and collided.
14 2/14/13 Thursday 3:21 PM Angle Daylight Clear Dry Inattention 17 30 MV1, inadvertently in left turn only lane, changes lanes and hits MV2 in through lane.
15 2/19/13 Tuesday 5:37 PM Sideswipe, same direction Dark - lighted roadway Rain Snow Inattention 26 52
MV1 pulled to the right for uninvolved emergency vehicle but upon pulling into travel
lane, was struck by a second emergency vehicle.
16 2/27/13 Wednesday 10:29 PM Head on Daylight Rain Wet Inattention 31 25 MV1, turning left, failed to yield to MV2, going straight.
17 4/7/13 Sunday 3:59 PM Rear-end Daylight Clear Dry No Improper Driving 32 50 MV2 was stopped at red light. MV1 thought light was green and rear ended MV2.
18 4/27/13 Saturday 3:03 PM Sideswipe, same direction Daylight Clear Dry Inattention 29 57
MV1 was stuck in right lane behind vehicles attempting to park. She attempted to
merge into left lane and hit the trailer of MV2.
19 9/23/13 Monday 1:28 PM Sideswipe, same direction Daylight Clear Dry Made an improper turn 37 51
MV1 was in through lane, thought they were in the right turn lane. MV2 was in right
turn lane and both attempted to turn at the same time.
20 10/7/13 Monday 3:40 PM Sideswipe, opposite direction Daylight Rain Wet Inattention 84 71
MV1 attempted to reverse into a parallel parking spot. MV2 tried to pass MV1 on left
but had to stop when it was parallel with MV1. As MV1 continued parking maneuver, it
hit MV2.
21 10/20/13 Sunday 1:26 PM Sideswipe, same direction Daylight Clear Dry Inattention 61 23
Tractor Trailer in through lane was turning right at the same time as a vehicle in the
right turn lane.
22 11/1/13 Friday 12:09 PM Angle Daylight Rain Wet Inattention 64 40
MV1 was queued in traffic. MV2 was backing out of angled parking and did not see
MV1 behind her.
23 11/9/13 Saturday 10:29 AM Rear-end Daylight Cloudy Dry Inattention 16 38
A vehicle and tractor trailer were stopped at a red light, but the tractor trailer had
pulled too far ahead. He lost track of where the vehicle in front of him was. When the
light turn green the tractor trailer began to move forward before the vehicle and rear
ended it.
24 11/23/13 Saturday 12:54 PM Sideswipe, same direction Daylight Clear Dry No Improper Driving 38 25
MV1 began to merge from thru lane into right turn lane. Bicyclists was on right hand
side of car and hit car.
25 12/4/13 Wednesday 6:03 PM Rear-end Dark - lighted roadway Clear Dry No Improper Driving 48 27
MV1 and MV2 were stopped at red light. MV1 began to proceed prior to green light
and rear ended MV2.
26 1/13/14 Monday 4:12 PM Rear-end Daylight Clear Dry Inattention 57 49
MV2 stopped at red light; MV1 was not looking at road and did not notice MV2 had
stopped.
27 2/11/14 Tuesday 9:06 PM Angle Dark - lighted roadway Clear Dry Inattention 63 29
MV2, turning left, failed to yield to MV1 as light turned to the permissive phase, going
through, in the oncoming lane.
28 3/15/14 Saturday 9:12 PM Rear-end Dark - lighted roadway Clear Dry Inattention 29 41 MV2 stopped at red light; MV1 was distracted and then rearenended MV2.
29 3/25/14 Tuesday 8:03 AM Sideswipe, same direction Daylight Clear Dry Made an improper turn 56 32
MV1 was in through lane. MV2 was in right turn lane and both attempted to turn right
at the same time.
Road
Surface Driver Contributing Code Ages
Crash Data Summary Table
Manner of Collision Light Condition
Weather
Condition
Jan. 2012 - Aug. 2015
Main St at Pleasant St/King St, Northampton, MA
Crash
Diagram
Ref #
Crash
Date Crash Day Time of Day Comments
m/d/y Type Type Type Type Type D1 D2 D3 D4
Road
Surface Driver Contributing Code Ages
Crash Data Summary Table
Manner of Collision Light Condition
Weather
Condition
Jan. 2012 - Aug. 2015
Main St at Pleasant St/King St, Northampton, MA
Crash
Diagram
Ref #
30 3/30/14 Sunday 10:54 AM Rear-end Daylight Rain Wet Inattention 50 74
MV1 stopped at red light in crosswalk. MV1 then reversed into MV2, stopped behind
them.
31 4/7/14 Monday 8:59 AM Angle Daylight Cloudy Dry No Improper Driving 32 24
Vehicle had green left arrow and was making turn when hit by bicyclists who ran red
light (perhaps bicycle was going the wrong way in EB lane) to"beat all traffic."
32 4/12/14 Saturday 10:02 AM Angle Daylight Clear Dry Failed to yield right of way 81 27 MV1, turning left, failed to yield to MV2, turning right.
33 7/22/14 Tuesday 11:28 AM Single Vehicle Crash Daylight Clear Dry Unknown 70 Driver cannot remember what happened after she started turning.
34 10/25/14 Saturday 11:28 AM Single Vehicle Crash Daylight Clear Dry Inattention 23 57 Driver was turning right on green light when a pedestrian stepped in front of them.
35 11/11/14 Tuesday 2:30 PM Rear-end Daylight Clear Dry Inattention 64 28
MV1 was stopped at red light. MV2 was coming up from behind. Light turned green
and MV1 had yet to start moving forward when MV2 rear ends them.
36 12/2/14 Tuesday 1:13 PM Angle Daylight Clear Dry
Disregarded traffic signs,
signals, road markings 56 57
MV1 was in through lane. MV2 was in right turn lane and both attempted to turn right
at the same time. MV1 thought right lane was for parking.
37 2/20/15 Friday 4:57 PM Angle Daylight Clear Dry
Failure to keep in proper lane or
running off road 20 59
MV1 attempted to move from parking space to left most lane and did not see that it
was occupied by MV2.
38 4/21/15 Tuesday 5:37 PM Angle Daylight Clear Dry Inattention 37 22
Box truck was making right turn from left side of right turn lane. Motor vehicle
attempted to squeeze past on the right to make right turn and the two vehicles collided
while turning.
39 4/24/15 Friday 4:52 PM Rear-end Daylight Clear Dry No Improper Driving 54 23 MV2 was stopped at red light. MV1 did not stop soon enough and rear ended MV2.
40 5/10/15 Sunday 3:36 PM Angle Daylight Clear Dry Inattention 71 17 MV1 reversed out of a parking spot into MV2.
41 5/26/15 Tuesday 8:20 AM Sideswipe, same direction Daylight Clear Dry
Disregarded traffic signs,
signals, road markings 31 73
MV1 was in through lane, thought they were in the right turn lane. MV2 was in right
turn lane and both attempted to turn at the same time.
42 6/11/15 Thursday 12:22 PM Sideswipe, same direction Daylight Clear Dry Other improper action 39 63
While attempting to reverse into a parallel parking spot, MV1 hit MV2, parked in spot
ahead.
43 7/4/15 Saturday 10:40 AM Angle Daylight Cloudy Dry Failed to yield right of way 39 27 MV1, turning left, failed to yield to MV2, turning right.
44 7/13/15 Monday 3:59 PM Sideswipe, same direction Daylight Clear Dry Failed to yield right of way 28 23
MV1 attempted to change to the left lane from the through lane and did not see MV2
occupying the left lane.
Summary based on Crash Reports obtained from the Northampton Police Department
Crash
Date Crash Day Time of Day Comments
m/d/y Type Type Type Type Type D1 D2 D3
1 1/24/12 Tuesday 7:34 PM Sideswipe, same direction Dark - lighted roadway Cloudy Wet Inattention 43 MV1 crashed into parked MV2 while attempting to parallel park.
2 9/29/12 Saturday 11:40 AM Rear-end Daylight Cloudy Wet Inattention 65 25 MV1 stopped for a vehicle and was rear ended bt MV2.
3 11/24/12 Saturday 2:14 AM Rear-end Dark - lighted roadway Rain Wet Inattention 24 32
MV2 stopped for pedestrian in crosswalk. MV1, distracted by tuning radio,
rear ends MV2.
4 1/5/13 Saturday 4:07 PM Rear-end Daylight Clear Wet Distracted 20 21 MV2 stopped in traffic. MV1 did not stop in time and rear ended MV2..
5 1/15/13 Tuesday 5:56 PM Sideswipe, same direction Dawn Clear Dry Inattention 30
Tractor trailer was backing up to turn around because of low bridge clearance
ahead. During the process, Tractor Trailer hit a legally parked vehicle.
6 6/5/13 Wednesday 7:16 PM Rear-end Daylight Clear Dry Inattention 17 24
MV2 was stopped in the travel lane. MV1 was not paying attention and did
not stop in time and rear ends MV2.
7 6/26/13 Wednesday 1:14 PM Rear-end Daylight Clear Dry Distracted 55 62
MV1 stopped for pedestrian in crosswalk. MV2 did not stop in time and rear
ends MV1.
8 7/25/13 Thursday 21:37 Sideswipe, same direction Dusk Clear Dry Inattention 49 44
MV2 was waiting for parking spot along Strong Ave when MV1 attempted to
pass on the left, hitting MV2.
9 11/29/13 Friday 10:54 AM Rear-end Daylight Clear Dry Inattention 76 65 33
MV1 and MV2 were stopped at crosswalk. MV3 was not paying attention to
the road and rear ended MV1 and 2.
10 7/9/14 Wednesday 12:36 AM Single Vehicle Crash Dark - lighted roadway Rain Wet Inattention 29 23
Bicycle traveling to left of vehicle on Main St (single lane). Livery vehicle
made U-turn to pick up fare on opposite sife of street and the bicycle ran into
the left front end of the vehicle.
11 10/18/14 Saturday 9:20 AM Angle Daylight Cloudy Dry Inattention 19 36
MV1 attempted to pull out of a parallel parking spot and hit MV2, travelling I
adjacent lane.
12 4/12/15 Sunday 11:10 AM Sideswipe, same direction Daylight Clear Dry Inattention 31 Vehicle made right turn too soon and clipped a parked car.
Summary based on Crash Reports obtained from the Northampton Police Department
Road Surface
Driver Contributing
Code Ages
Crash Data Summary Table
Manner of Collision Light Condition
Weather
Condition
Jan. 2012 - Aug. 2015
Main St at Strong Ave, Northampton, MA
Crash
Diagram
Ref #
Crash
Date Crash Day Time of Day Comments
m/d/y Type Type Type Type Type D1 D2
1 5/4/12 Friday 10:46 AM Angle Daylight Cloudy Wet Failed to yield right of way 61 53 While making a left turn, MV1 failed to yield to MV2, turning right.
2 5/7/12 Monday 5:00 PM Rear-end Daylight Clear Dry Inattention 56 21
MV1 stopped, waiting for a vehicle to park. MV2 did not notice this and
rearended MV1.
3 9/14/12 Friday 6:52 PM Rear-end Daylight Clear Dry Inattention 23 44
MV2 stopped at red light to turn right. MV1, not paying attention, rear ends
MV2.
4 11/21/12 Wednesday 10:55 PM Angle Dark - lighted roadway Clear Dry Inattention 23 23 MV1 attempted a U-turn and was hit by following vehicle.
5 1/10/13 Thursday 5:20 PM Sideswipe, opposite direction Dark - lighted roadway Clear Dry No Improper Driving 67 MV2 failed to yield to oncoming traffic while making a left turn. Hit by MV1.
6 3/20/14 Thursday 5:32 PM Head on Daylight Rain Wet Other improper action 51 46 Both vehicles had left turn signal on. MV1 made left turn but MV2 went thru.
7 4/22/14 Tuesday 2:55 PM Sideswipe, same direction Daylight Clear Dry Inattention 32 Tractor Trailer failed to negotiate right turn properly and hit parked car.
8 6/13/14 Friday 2:12 PM Head on Daylight Rain Wet Inattention 24 70 MV1 failled to yield to oncoming MV2 while making left turn.
9 12/13/14 Saturday 7:11 PM Sideswipe, same direction Dark - lighted roadway Clear Dry Unknown 62 30
Two vehicles attempted to make a right turn from a one lane road to a one
lane road.
10 2/18/15 Wednesday 12:15 AM Rear-end
Dark, unknown
roadway lighting Clear Dry
Operating Vehicle in erratic, reckless,
careless, negligent, or aggressive
manner 21 47 MV1 hit parked MV2.
Summary based on Crash Reports obtained from the Northampton Police Department
Crash Data Summary Table
Manner of Collision Light Condition
Weather
Condition
Jan. 2012-Aug. 2015
Bridge St at Market St/Hawley St , Northampton, MA
Crash
Diagram
Ref #
Road Surface Driver Contributing Code Ages
ROAD SAFETY AUDIT
Route 9 (Main Street/Bridge Street) From West Street and
Elm Street to Market Street and Hawley Street
Northampton, MA
April 16, 2020
Prepared For:
Massachusetts Department of Transportation
Prepared by:
Toole Design
2 Oliver Street, Suite 305
Boston, MA 02109
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Table of Contents
Background ................................................................................................................................... 4
Project Data ................................................................................................................................... 4
Project Location Description ........................................................................................................ 7
Audit Observations and Safety Enhancements ........................................................................... 16
Summary of Road Safety Audit .................................................................................................. 49
List of Appendices
Appendix A. RSA Meeting Agenda ........................................................................................................ 68
Appendix B. RSA Audit Team Contact List ............................................................................................ 69
Appendix C. Detailed Crash Data ............................................................................................................ 71
List of Figures
Figure 1: Route 9 study corridor ................................................................................................................ 8
Figure 2: Main Street at Elm Street/West Street and State Street/New South Street ................................. 9
Figure 3: Main Street at Masonic Street .................................................................................................. 10
Figure 4: Main Street at Crafts Avenue and Cracker Barrel Alley .......................................................... 11
Figure 5: Main Street at Old South Street ................................................................................................ 11
Figure 6: Main Street at Center Street ..................................................................................................... 12
Figure 7: Main Street at Gothic Street ..................................................................................................... 12
Figure 8: Main Street at King Street/Pleasant Street ............................................................................... 13
Figure 9: Main Street at Strong Avenue and the railroad bridges ............................................................ 14
Figure 10: Bridge Street at Market Street/Hawley Street ........................................................................ 15
Figure 11: Pedestrian crossing on the wide intersection of Main Street at State Street and New South
Street 16
Figure 12: Missing travel lane pavement markings ................................................................................. 17
Figure 13: Countdown timer missing on pedestrian signal ...................................................................... 17
Figure 14: Pedestrian walking beyond the long crosswalk lines on Main Street and State Street ........... 19
Figure 15: Parking space too close to crosswalk ..................................................................................... 20
Figure 16: ValleyBike bike share location and wayfinding map ............................................................. 21
Figure 17: Potential for Everyday Biking Score for Northampton as per 2019 Bicycle Transportation Plan
22
Figure 18: Trucks observed to be loading/unloading in the middle of roadway ...................................... 23
Figure 19: Parking spaces within 10 ft of a hydrant ................................................................................ 24
Figure 20: Pedestrian crossing across the wide intersection at Main Street and State Street .................. 25
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Figure 21: Bicycle turning queue boxes at Main Street on eastbound State Street are not painted green 26
Figure 22: Traffic signal at Main Street and New South Street showing green arrow for right-turning
vehicles 27
Figure 23: "No turn on red" sign blocked by a pole and "Right turn must turn right" sign at Main Street
westbound approach to State Street................................................................................................. 29
Figure 24: "Goat path" observed on the corner of Elm Street at West Street .......................................... 30
Figure 25: Bicycle lane on Elm Street which terminates at State Street .................................................. 31
Figure 26: Sight line issues for southbound vehicles on Masonic Street ................................................. 32
Figure 27: Missing stop bar and centerline on Masonic Street ................................................................ 33
Figure 28: PVTA buses stopped in front of Pulaski Park and Academy of Music .................................. 34
Figure 29: City Hall parking entrance with one access point for entry and exit ...................................... 35
Figure 30: "Do Not Enter" sign is parallel with Cracker Barrel Alley .................................................... 36
Figure 31: Steep grading observed at Old South Street ........................................................................... 38
Figure 32: Crosswalk sign on the median adjacent to the rainbow crosswalk ......................................... 39
Figure 33: Gothic Street has no stop bar or centerline. No crosswalk across Main Street. ..................... 41
Figure 34: Pedestrians observed crossing diagonally on Main Street at King Street/Pleasant Street ...... 43
Figure 35: Low clearance sign for the railroad bridges on the mast arm was not visible ........................ 43
Figure 36: ValleyBike bikeshare station at the northwest corner of Main Street and King Street .......... 44
Figure 37: Parallel parking under the railroad bridges ............................................................................. 44
Figure 38: Driveway with steep curb cut adjacent to Main Street crosswalk at Strong Avenue ............. 45
Figure 39: Railroad Bridge dented due to several truck collisions .......................................................... 46
Figure 40: Outdated pedestrian push button ............................................................................................ 47
Figure 41: Bridge height restriction sign ................................................................................................. 48
List of Tables
Table 1. Participating Audit Team Members ............................................................................................. 5
Table 2. Location and manner of crash along the corridor ........................................................................ 6
Table 3. Estimated Time Frame ............................................................................................................... 49
Table 4. Estimated Costs .......................................................................................................................... 49
Table 5. Potential Safety Enhancement Summary: Main Street/Bridge Street (Corridor-Wide) ............ 50
Table 6. Potential Safety Enhancement Summary: Main Street at Elm Street/West Street and State
Street/New South Street .................................................................................................................. 55
Table 7. Potential Safety Enhancement Summary: Main Street at Masonic Street ................................. 58
Table 8. Potential Safety Enhancement Summary: Main Street at Cracker Barrel Alley and Crafts Avenue
60
Table 9. Potential Safety Enhancement Summary: Main Street at Old South Street ............................... 61
Table 10. Potential Safety Enhancement Summary: Main Street at Center Street .................................. 62
Table 11. Potential Safety Enhancement Summary: Main Street at Gothic Street .................................. 63
Table 12. Potential Safety Enhancement Summary: Main Street at King Street and Pleasant Street ...... 64
Table 13. Potential Safety Enhancement Summary: Main Street at Strong Avenue and railroad bridge 66
Table 14. Potential Safety Enhancement Summary: Bridge Street at Market Street and Hawley Street. 67
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Page 4
Background
As a prerequisite to meeting funding criteria under the Federal Highway Administration’s (FHWA) Local
and Rural Road Safety Program, a Road Safety Audit (RSA) was conducted for the approximately half-
mile segment of Main Street/Bridge Street in Northampton, Massachusetts extending from Elm Street and
West Street on the west to Market Street and Hawley Street on the east. Main Street/Bridge Street is the
main east-west running thoroughfare providing pedestrian, bicycle, bus, freight, and vehicular access
through Downtown Northampton. During the years analyzed (2015 – 2017), 167 crashes occurred along
the corridor. During the RSA, members of the audit team discussed safety issues on a corridor -wide and
intersection-by-intersection basis.
A RSA is an important part of the Highway Safety Improvement Program (HSIP). A RSA is
required for HSIP funding applications, and if all or part of the proposed project is HSIP-eligible,
as RSA is required for 25% design plans. Within the study area limits, the intersection of Main
Street at King Street/Pleasant Street is part of the 2014-2016 HSIP crash cluster. This report
documents the findings of the RSA and is intended to be used by planners, engineers, and local
stakeholders to inform future design modifications. Knowing the success of an RSA, the MassDOT
Safety Management Unit is encouraging MassDOT Districts and communities to conduct RSAs at
the initial stage of the design process so as to help guide the design and reduce fatalities and injury
crashes for locations in which safety has been noted to be a factor in determining needs for
improvement. All future projects to follow from RSAs should implement the latest MassDOT,
FHWA, ADA, MUTCD & City design, traffic signal, and material standards/ guidance (for
example, a new MassDOT Engineering Directive, E-20-001 dated 1/2/2020 regarding
“Controlling Criteria and Design Justification Process for MassDOT Highway Division Projects”).
Project Data
Toole Design Group (Toole Design) facilitated the RSA on Thursday, November 21st, 2019. The audit was
held at the Northampton City Council Chambers in Northampton, MA beginning at 8:00 a.m. and concluded
at 3:30 p.m. Attendants of the RSA (shown in Table 1 below) included local and state stakeholders including
representatives from the Northampton Police Department, Northampton Fire Department, various
Northampton City departments, Pioneer Valley Planning Commission (PVPC), District 2 of the
Massachusetts Department of Transportation (MassDOT), MassDOT Traffic and Safety Engineering
Section, and other advocacy and education groups.
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Table 1. Participating Audit Team Members
Audit Team Member Agency/Affiliation
Wayne Feiden Northampton Planning and Sustainability
Carolyn Misch Northampton Planning and Sustainability
Ann-Marie Moggio Northampton Parks and Recreation
David Veleta Northampton Public Works
Maggie Chan Northampton Public Works
Nanci Forrestall Northampton Parking Administration
Jody Kasper Northampton Police Department
Andrew Pelis Northampton Fire Department
Amy Cahillane Downtown Northampton Association
Bao Lang MassDOT District 2 Traffic Operations
Katherine Masztal MassDOT District 2 Traffic Operations
Laura Hanson MassDOT District 2 Bicycle and Pedestrian Coordinator
Ana Fill MassDOT Traffic and Safety Engineering
Kevin Fitzgerald MassDOT Traffic and Safety Engineering
Christopher Ng MassDOT Traffic and Safety Engineering
Gary Roux Pioneer Valley Planning Commission
Khyati Parmar Pioneer Valley Planning Commission
Galen Mook Massachusetts Bicycle Coalition
Dano Weisbord Smith College
Heather Georgallas Toole Design Group
Lydia Hausle Toole Design Group
Sneha Adhikari Toole Design Group
Prior to meeting, audit team members received a packet containing an agenda, crash details, and RSA
Prompt List. The agenda and additional meeting materials are provided in Appendices A and B,
respectively. Audit team members were asked to review the materials and visit the Main Street/Bridge
Street corridor prior to the audit.
The crash data analyzed for the RSA included 167 crashes occurring over a three-year period between 2015
and 2017. Of the 167 crashes, there were 37 non-fatal injury crashes (22%), with the rest being non-injury
crashes. Crash reports showed that the most common crash type was angle crashes, with 49 angle crashes
(29%) occurring during the study period. However, a similar number of single vehicle (45, 27%) and rear-
end crashes (43, 26%) were reported. In the single vehicle category, 12 crashes involved a parked vehicle
(27%), 11 crashes involved a pedestrian (24%), 11 crashes involved the railroad bridges (24%), 7 crashes
involved a fixed object (16%), and 4 crashes involved bicyclists (9%). Lastly, there were 30 reported side-
swipe crashes (18%).
Patterns in crash manner and locations guided the RSA discussion and form the basis for the organization
of this document. Table 2 and the list below describes the high-frequency crash locations. In addition to
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Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
these locations, other selected locations were discussed during the audit as high-risk locations. Safety issues
and potential enhancements were identified for these areas as well.
Table 2. Location and manner of crash along the corridor
Location/Manner of collision Single Vehicle
Crash (%)
Rear-end (%) Angle (%) Sideswipe (%)
Main Street at Elm Street/West
Street and State Street/New South
Street
14 28 39 19
Main Street and Masonic Street 40 40 13 7
Main Street at Cracker Barrel
Alley and Crafts Avenue
29 43 0 29
Main Street at Old South Street 23 18 36 23
Main Street at Center Street 38 25 38 0
Main Street at Gothic Street 8 23 54 15
Main Street at Pleasant Street and
King Street
75 5 15 5
Bridge Street at Market Street and
Hawley Street
26 26 37 11
• Main Street at Elm Street/West Street and State Street/New South Street: 36 crashes
occurred during the analyzed period, with 12 (33%) non-fatal injuries reported. 14 (39%) angle
crashes, 10 rear-end crashes (28%), 7 (19%) sideswipe crashes, and 5 (14%) single vehicle
crashes were reported. Out of the 5 single vehicle crashes, 2 (40%) involved a bicyclist, 2 (40%)
more involved a fixed object, and 1 (20%) involved collision with a parked vehicle.
• Main Street at Masonic Street: 15 crashes occurred during the analyzed period, with 7 (47%)
non-fatal injuries reported. 6 (40%) single vehicle crashes were reported, 4 (67%) of which
involved a pedestrian at the crosswalk and 2 (33%) of which involved a parked vehicle. One of
the parked vehicle crashes also involved pedestrians getting hit. Additionally, 6 (40%) rear-end
crashes were reported which primarily involved near the vehicles stopping for pedestrians at the
crosswalk. Additionally, 1 (7%) side-swipe crash, and 2 (13%) angle crashes were also reported.
The trend at this location involve pedestrian being hit by vehicles on the crosswalk or vehicles
being rear-ended when they stop for pedestrians on the crosswalk.
• Main Street at Cracker Barrel Alley and Crafts Avenue: 7 crashes occurred during the
analyzed period, with no injury crashes reported. 3 (43%) rear-end crashes were reported which
all involved vehicles stopping for pedestrian on the crosswalk. Furthermore, 2 (29%) side-swipe
crashes, and 2 (29%) single vehicle crashes involving parked vehicles were reported.
• Main Street at Old South Street: 22 crashes occurred during the analyzed period, with 5 (23%)
non-fatal injuries reported. 8 (36%) angle crashes, 5 (23%) side-swipe crashes, 5 (23%) single
vehicle crashes, and 4 (18%) rear-end crashes (3 of which involved vehicles stopping for
pedestrian on the crosswalk) were reported. Of the 5 single vehicle crashes, 3 (60%) involving a
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Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Page 7
pedestrian, 1 (20%) involving a bicyclist, and 1 (20%) involving a fixed object was reported.
Most of the injury cases at this location involved a pedestrian and bicyclist.
• Main Street at Center Street: 8 crashes occurred during the analyzed period, with 3 (38%) non-
fatal injuries reported, all of which were single vehicle crashes involving pedestrians.
Additionally, 3 (38%) angle crashes involving a vehicle backing out of parking space, and 2
(25%) rear-end crashes which was a result of vehicles stopping for pedestrians were reported. The
overarching trend is that crashes either involved a pedestrian (directly or indirectly) or a parked
vehicle backing out.
• Main Street at Gothic Street: 13 crashes occurred during the analyzed period, with no injury
crashes reported. 7 angle crashes (54%) were reported, in which 4 (57%) out of the 7 crashes
involved a vehicle backing out of a parking space. Additionally, 3 (23%) rear-end crashes, 2
(15%) side-swipe crashes, and 1 (8%) single vehicle crash involving a parked vehicle were
reported.
• Main Street at Pleasant Street and King Street: 27 crashes occurred during the analyzed
period, with 3 (11%) non-fatal injuries reported. 10 (37%) side-swipe crashes with many vehicles
colliding while making right turns were reported. 9 (33%) rear-end crashes, 5 (19%) angle
crashes, and 3 (11%) single vehicle crashes involving parked vehicles were also reported.
• Main Street/Bridge Street at Strong Avenue and the railroad bridges: 20 crashes occurred
during the analyzed period, with 2 (10%) non-fatal injuries reported. 15 (75%) single vehicle
crashes were reported, 11 (73%) of which involved the crash of trucks with the railroad bridges, 2
(18%) of which involved a crash with a parked vehicle, 1(9%) of which involved a crash with a
fixed object, and 1 (9%) crash involved a pedestrian. Additionally, 3 (15%) angle crashes, 1 (5%)
rear-end crash, and 1(5%) side-swipe crash was reported. The main trend at this location involved
the bridge crashes.
• Bridge Street at Market Street and Hawley Street: 19 crashes occurred during the analyzed
period, with 5 (26%) non-fatal injuries reported. 7 (37%) angle crashes, 5 (26%) rear-end crashes,
and 2 (11%) side-swipe crashes were reported. Additionally, 5 (26%) single vehicle crashes were
reported, 2 (40%) of which involved a parked vehicle, 2 (40%) of which involved a fixed object,
and 1 (20%) of which involved a bicyclist.
Project Location Description
The RSA was conducted for the Main Street/Bridge Street corridor in Northampton, MA for the
approximately half-mile segment extending from Elm Street and West Street on the west to Market Street
and Hawley Street on the east (Figure 1). Main Street transitions to Bridge Street east of the Railroad Bridge,
located just west of Market Street and Hawley Street. The corridor, Route 9, is classified as a Principal
Arterial. The corridor is the primary east-west running thoroughfare providing pedestrian, bicycle, bus,
freight, and vehicle transportation across Downtown Northampton. Main Street/Bridge Street is a wide two-
way roadway, divided by either a double solid yellow line or a median (indicating no passing allowed). The
roadway functions as two lanes in each direction but is often unclear as there are no existing lane markings
provided aside from the centerline. The roadway width ranges from 62-92 feet (ft). The speed limits
throughout the half-mile corridor is posted as 25 mph.
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Figure 1: Route 9 study corridor
There are concrete sidewalks provided on both sides of the corridor lined with a brick and landscaped buffer
along the majority of the study area. Curb ramps are generally provided along the corridor; however ADA-
compliance is not provided throughout the corridor. Excessive ramp slopes and cross slopes as well as
missing detectible warning panels were noted at many locations. The corridor has several crosswalks that
are located at midblock and at intersections which are unsignalized. There are no dedicated bicycle facilities
along the majority of the corridor. An existing bicycle lane terminates at the western limit of the corridor
at Main Street and State Street. New South Street also has an existing northbound-only bicycle lane that
terminates 500 ft before the intersection of Main Street and New South Street. Additionally, there is an
existing sidewalk-level separated bike lane along a short segment of Pleasant Street south of Main Street.
ValleyBike bikeshare stations are located within the sidewalk on the northwest corner of the intersection of
Main Street at King Street and Pleasant Street, on the sidewalk under the railroad bridge, and at Pulaski
Park just off of Main Street near New South Street. Just south of the railroad bridges, at Union Station, the
New Haven and Northampton Canal Trail connects with the the Manhan Rail Trail in Easthampton and
eventually leads to New Haven. The MassCentral Rail Trail runs from Union Station north, crossing a bike
path bridge across Main Street, adjacent to the railroad bridge, and then extends east to Hadley and Amherst,
and west to Florence, Leeds, and Haydenville.
The Pioneer Valley Transit Authority (PVTA) operates bus service with six different routes (39/39E, B43,
R41, R42, R44, B48), and the Franklin Regional Transit Authority (FRTA) runs one route (Rt 31) within
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
the corridor These routes provide access between Smith College and Mount Holyoke College, Florence and
Downtown Northampton, Hadley and Northampton, Williamsburg and Northampton, Northampton and
Hampshire Mall/Plaza, and Greenfield to Northampton. The bus stop in front of Pulaski Park and the
Academy of Music is a major stop for the majority of the routes, and functions as the city’s primary pulse
point (for PVTA and FRTA routes). Peter Pan buses stop at the nearby Peter Pan bus terminal at the bottom
of Crafts Avenue and utilize a portion of the corridor. Bus stops along the corridor are indicated with a
street post with inconsistent signage and other transit amenities. The Northampton Courthouse and the
Pulaski Park pulse point are the only stops with bus shelters within the study area. The corridor is also
connected to the Northampton Amtrak station, located south of the railroad bridges between Strong Avenue
and Hawley Street.
The corridor has on-street front-in angled parking as well as parallel parking throughout the roadway as
well as side streets. Conflicts with parked vehicles backing out and general difficulty navigating and finding
parking spaces was noted.
The entire half-mile stretches of roadway with intersecting streets, which are all owned and maintained by
the City of Northampton, was discussed during the RSA.
Specific descriptions of the intersections within the study area are provided below.
Page 9
Main Street at Elm Street/West Street and State
Street/New South Street
These two signalized intersections (see Figure 2)
are located at the westernmost end of the RSA
study area. Main Street transitions to Elm Street at
the intersection with West Street and runs in the
general east-west direction. West Street, an Urban
Minor Arterial, and New South Street, an Urban
Principal Arterial, intersects Main Street from the
southwest and southeast, respectively. State Street
is classified as an Urban Minor Arterial and is a
two-way roadway consisting of one lane in each
direction that meets Main Street from the north.
The Elm Street eastbound approach has two marked travel lanes with one through lane and one shared
through/right-turn lane. The westbound approach has one left-turn only lane onto West Street and a
through travel lane to Elm Street. The West Street northbound approach consists of one left-turn only lane
and one right-turn lane for traffic proceeding eastbound to Main Street.
State St Figure 2: Main Street at Elm Street/West Street and State
Street/New South Street
The eastbound Main Street approach at New South Street/State Street has four marked travel lanes: one
left-turn lane onto State Street, two through lanes, and one right-turn lane onto New South Street. There is
also a bicycle lane that terminates into the bicycle storage queue boxes at the intersection. New South
Street provides a shared through/left-turn lane and a dedicated right-turn lane at the northbound approach
to Main Street. The right-turn lane is a slip lane that is not operated through a signal control and is lacking
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
a stop or yield sign. The westbound approach of Main Street at State and New South Street has three
lanes: one marked left-turn lane, one unmarked through lane, and one unmarked dedicated right-turn lane.
With the exception of the west side of West Street, sidewalks are provided along both sides of all
approaches, although the sidewalks on the west side of State Street only extend a short distance from the
Main Street intersection. Continental-style crosswalks are provided across the West Street, New South
Street, State Street, and Main Street on the east side of State Street. Medians on the West Street and New
South Street approaches are also provided. There is also a diagonal crosswalk provided across Main Street
from the southwest corner of New South Street and to the northeast corner of State Street with simple
crosswalk edge markings. Though not ADA-compliant, ramps are provided on either end of the
crosswalks at this intersection. There are bicycle lanes on either side of Elm Street and Main Street that
terminates into the bicycle storage queue boxes before the eastbound approach at State Street and Main
Street.
Elm Street has parallel parking on its north side west of West Street. West Street and New South Street
also have parallel parking provided on their west sides just south of Main Street, while State Street has
parallel parking on both sides. Furthermore, Main Street has some parallel parking spaces on its north side
east of the New South Street and Main Street intersection.
Main Street at Masonic Street
The intersection of Main Street and Masonic
Street (see Figure 3) is an unsignalized, three-
legged intersection with Masonic Street
intersecting from the north. Masonic Street is
classified as an Urban Collector and is a two-
way, unmarked roadway. The street has
marked parallel parking spaces along the west
side of the street as it approaches the
intersection. Sidewalks are provided along
both sides of all approaches. Continental
crosswalks are provided across the Masonic
Street and Main Street westbound approaches.
Existing ramps at this intersection do not
appear to be ADA-compliant on all crosswalk
legs. A major bus stop and layover site is located on the south side of the intersection just west of the
Main Street crosswalk in front of Pulaski Park and the Academy of Music. There is another bus stop on
the north side just west of Masonic Street servicing westbound buses. There is one on-street parallel
parking space provided along the south side of Main Street, between the Main Street crosswalk and the
bus stop location, as well as several other parallel parking spaces provided east of this intersection.
Figure 3: Main Street at Masonic Street
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Page 11
Main Street at Cracker Barrel Alley and
Crafts Avenue
The intersection of Main Street at Cracker Barrel
Alley and Crafts Avenue is a skewed, three-
legged intersection (see Figure 4). The Alley was
closed to vehicular access in the past year and
now serves as a pedestrian-only access point.
Craft Avenue intersects Main Street from the
south, providing a one-way southbound roadway
away from Main Street. Crafts Avenue is
classified as an Urban Collector and is a one-lane
roadway. Sidewalks are provided along both
sides of all approaches. Continental crosswalks
are provided across Craft Avenue and Main
Street west of the intersection, in-line with
Cracker Barrel Alley and the Northampton City
Hall. Ramps for the crosswalks are provided,
however they did not appear to be ADA-
compliant. A traffic island is located on the Main Street westbound approach to Crafts Avenue which
ends before the intersection. There are parallel parking spots west of the intersection and angled parking
spots east of the intersection on both sides of Main Street. Angled parking is also provided on Crafts
Avenue on the west side of the street south of intersection. Additionally, the City Hall parking driveway
is located immediately west of the Main Street crosswalk and it provides one alternating travel lane for
both entering and exiting vehicles.
Main Street at Old South Street
The intersection of Main Street at Old South Street (see
Figure 5) is a three-legged, unsignalized intersection with
Old South Street intersecting Main Street from the south.
Old South Street, classified as an Urban Collector, is a
STOP-controlled, northbound one-way, two-lane roadway
(operates as one-lane until intersection approach where it
splits into a right-only and a left-only lane).. Sidewalks are
provided along both sides of all approaches. A traditional
continental crosswalk is provided across Old South Street,
while a larger, mid-block, decorative crosswalk is
provided across Main Street east of Old South Street.
Ramps for the crosswalks are provided, however they do
not appear to be ADA-compliant. There is a median
present on Main Street on both approaches with the
westbound approach median that serves as pedestrian
refuge for the Main Street crosswalk. Front-in angled
parking is provided along the north and south sides of Main Street at this intersection. Old South Street
Figure 4: Main Street at Crafts Avenue and Cracker Barrel
Alley
Figure 5: Main Street at Old South Street
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
has three parallel parking spaces along the east side, immediately south of the intersection. Additionally,
there is a bus stop located just east of the Main Street crosswalk in front of Thornes Marketplace.
Main Street at Center Street
The intersection of Main Street and Center Street (see
Figure 6) is a three-legged, unsignalized intersection
with Center Street intersecting Main Street from the
north. Center Street is classified as an Urban Collector
and is a two-way roadway. Center Street does not have
any pavement markings to designate directional lanes
and no stop bar or sign is present. Continental crosswalks
are provided across the Center Street and Main Street
west of the intersection. Sidewalks are provided along
both sides of all approaches. The crosswalk across Main
Street at this intersection includes an in-street ‘Yield to
Pedestrian’ sign (R1-6) in the middle within the yellow
centerline line. These signs are removed during
wintertime. Ramps for the crosswalks are provided,
however they do not appear to be ADA-compliant. A
double yellow centerline is provided on Main Street; however, no lane markings are provided in either
direction despite the wide roadway. Front-in angled parking spaces are provided on both the north and
south sides of Main Street. Center Street also has parallel parking spaces on its west side north of the
intersection. Additionally, Main Street was noted to have low clearance sign and warning lights for
trucks, mounted on the light pole on eastbound approach of the intersection.
Figure 6: Main Street at Center Street
Main Street and Gothic Street
The intersection of Main Street and Gothic Street (see Figure 7)
is a three-legged, unsignalized intersection with Gothic Street
intersecting Main Street from the north. Gothic Street is
classified as an Urban Collector and is a two-way roadway.
Gothic Street does not have any lane markings or a stop bar or
sign. Sidewalks are provided along both sides of all approaches.
A continental crosswalk is provided across Gothic Street, with
ramps that did not appear to be ADA-compliant. The west side
of Main Street at this intersection has yellow hatched
centerlines while the east side has a constructed median. Like
much of the corridor, Main Street does not have any lane
markings, despite the wide roadway. Front-in angled parking
spaces are provided on the northwest and southern parts of the
intersection. The northeast corner includes a PVTA bus stop
with a bus shelter in front of the historic Courthouse. Gothic
Street has parallel parking spaces on its west side.
Figure 7: Main Street at Gothic Street
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Final Report
Main Street at King Street and Pleasant Street
The intersection of Main Street and King
Street/Pleasant Street (see Figure 8) is a four-legged,
signalized intersection with King Street intersecting
from the north and Pleasant Street from the south.
Main Street eastbound consists of three travel lanes
providing a dedicated left-turn lane, a through lane,
and a dedicated right-turn lane. The westbound Main
Street approach consists of three travel lanes including
a dedicated left-turn lane, one unmarked through lane,
and an unmarked shared through/right-turn lane.
However, it was noted that it is sometimes used as a
four-lane roadway as vehicles sneak past the on-street
parking to make right turns. King Street is classified as
an Urban Principal Arterial and consists of a dedicated
left-turn lane, through lane, and a dedicated right-turn
lane. Pleasant Street is also classified as an Urban Principal Arterial and consists of a dedicated left-turn
lane, through lane, and a dedicated right-turn lane. The Main Street eastbound and King Street
southbound approaches have center medians while the Main Street westbound and Pleasant Street
northbound approaches have double yellow centerlines. Sidewalks and on-street parallel parking is
provided on both sides of all approaches except for the space in the northwest corner for the bus shelter
and bikeshare station. The northwest corner of the intersection includes a ValleyBike bikeshare station
within the sidewalk. There are continental crosswalks on all intersection approaches. Ramps are provided
on either ends of all crosswalks, however they did not appear to be ADA-compliant.
Exclusive pedestrian phasing is provided at this intersection. All corners of the intersection have “No
Right on Red” signage. The mast arm extending from the eastbound traffic signal located on the southeast
corner includes a non-standard “Low Under Pass 11’ Ahead” sign.
Figure 8: Main Street at King Street/Pleasant Street
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Final Report
Main Street at Strong Avenue and the railroad bridges
The intersection of Main Street and Strong Avenue (see Figure
9) is a three-legged, unsignalized intersection with Strong
Avenue intersecting Main Street from the south immediately
west of the Railroad Bridge. Strong Avenue is classified as a
local road and is a STOP-controlled, two-way roadway. Strong
Avenue provides one travel lane in each direction, however
there are no lane markings provided. Main Street consists of
one travel-lane in each direction, separated by a double yellow
centerline. On-street parallel parking is provided on both sides
of Main Street and Strong Avenue. Sidewalks are provided
along both sides of all approaches. Continental crosswalks are
provided across Strong Avenue and the Main Street west of the
intersection. Though ramps are provided for the crosswalks,
they did not appear to be ADA-complaint.
Just east of the intersection, two railroad bridges sit above
Main Street that carries rail activity and a separate bicycle path
bridge that carries the rail trail. Main Street becomes Bridge
Street immediately east of the bridges. The sidewalk underneath the bridges is significantly elevated from
the roadway with a metal railing provided between the sidewalk and the vertical drop down to the street
level. The northeast side of the intersection has a driveway curb cut to a commercial parking lot. A low
clearance sign with warning lights for the bridge is mounted on a light pole at the southeast corner of the
intersection. A clearance elevation sign is also posted on the eastbound side of the bridge, and low
clearance signs are mounted on posts on each side of the roadway on the westbound approach. A
ValleyBike station is located on the south side of the road under the railroad bridges.
Figure 9: Main Street at Strong Avenue and
the railroad bridges
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Bridge Street at Market Street and
Hawley Street
The intersection of Bridge Street at Market
Street and Hawley Street (see Figure 10) is a
four-legged, signalized intersection. Market
Street is an Urban Collector and intersects
Bridge Street from the north. Hawley Street
is a local street and intersects Bridge Street
from the south. Bridge Street consists of
one-lane in each direction separated with a
double-yellow centerline. Both Market and
Hawley Streets are also two-way roadways
consisting of one lane in each direction,
however, there are no centerlines provided.
Market Street has parallel parking along the east side, and Hawley Street also has parallel parking on the
east side but further south of the intersection. Bridge Street has parallel parking along the north and south
sides, extending under the bridge and along the south side of the roadway. Sidewalks are provided along
both sides of all approaches. Crosswalks and ramps are provided for all legs of the intersection; however,
the ramps do not appear to be ADA-compliant.
Figure 10: Bridge Street at Market Street/Hawley Street
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Final Report
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Audit Observations and Safety Enhancements
During the RSA, the audit team identified safety issues and discussed potential safety enhancements to
address the issues on both a corridor-wide and intersection-by-intersection basis. Each safety issue and
associated enhancement are described below for each location.
Corridor-Wide
Roadway Geometry
Observations
The wide geometry of the roadway was a common topic of
discussion among RSA Members. The RSA team noted
that the wide roadway contributes to irregular traffic
patterns for motorists and long crossings for pedestrians
(see Figure 11). The Main Street corridor typically ranges
from 62 to 92 feet in width. The corridor operates as a two-
way, two-lane roadway with only a double centerline
provided, which causes confusion and discomfort for
many, especially those who are unfamiliar with the area.
The lack of lane delineation within the wide roadway as
well as the overall geometry also contributes to vehicle
weaving, last-minute position changes, vehicle turning
movement issues, and pedestrian safety issues. As a result,
a significant number of crashes along the corridor were
side-swipe (18.5%) and angle (27.5%) crashes. However,
RSA members also noted that the confusion associated
with lack of defined lanes may help to slow down traffic
as drivers are more cautious navigating the roadway.
Sightline issues on the side street connections with Main Street were cited as a contributing factor to unsafe
conditions, queuing in crosswalks, and congestion on Main Street. Specific sight line restriction locations
are discussed further under the appropriate intersection section below. Snow clearance and storage along
the corridor were also discussed as a factor that contributes to low visibility, as snow is currently piled in
the center of roadway during snow events. Furthermore, audit members discussed the general feeling of
chaos and overstimulation throughout the corridor.
Potential safety enhancements
• Evaluate the feasibility of narrowing the roadway corridor and reallocate available space for
vulnerable users to increase safety and accessibility.
• Evaluate the need for existing turn lanes and the feasibility of providing additional designated turn
lanes.
• Evaluate the number and mix of travel lanes needed for the corridor and stripe travel lanes
accordingly
Figure 11: Pedestrian crossing on the wide
intersection of Main Street at State Street and
New South Street
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
• Evaluate the feasibility of curb extensions at intersections to increase sight lines from the minor
approaches and increase safety for pedestrians. Consideration should be given to the potential
interference with bicycle lanes.
• Evaluate the feasibility of installing RRFBs or other crossing enhancement signage to improve
crosswalk visibility.
• Evaluate the installation of medians (raised or flushed) along the Main Street approaches.
Pavement Markings and Conditions
Observations
Many sections of the corridor were noted to have missing or
fading pavement markings (see Figure 12). Stop bars, lane lines,
lane designations markings, and crosswalks were all noted to be
missing or faded at numerous locations along the corridor. This
was discussed as a source of confusion for drivers and a safety
issue for pedestrian visibility.
Potential safety enhancements
• Reinstall missing or faded pavement markings to reduce
vehicular confusion and improve vehicular and
pedestrian safety. Consider updating the markings with
polyurea or recessed thermoplastic markings.
Signal
Equipment
Observations
Members of the audit team observed that the signal equipment
along the corridor was inconsistent, old, or outdated. At several
locations, the signal heads were misaligned with their
appropriate travel lane locations and were missing retro-
reflective backplates, which improve driver awareness and
visibility of traffic signals. Traffic signal locations vary
between side-mounted post signals or mast arm mounted.
Signals for all Main Street approaches along the corridor are
provided on mast arms. State Street, New South Street, Hawley
Street and Market Street signals are side-mounted signals
while King Street, Pleasant Street, Elm Street and West Street
have mast arm mounted signals. These inconsistencies and
missing safety countermeasures were noted as contributing
Figure 13: Countdown timer missing on factors to potentially unsafe conditions for road users.
pedestrian signal
Figure 12: Missing travel lane pavement
markings
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Final Report
Existing pedestrian signals do not have Flashing Don’t Walk countdown timers (see Figure 13) and
accessible pedestrian signals (APS) were missing at the vast majority of signalized crossings.
Potential safety enhancements
• Replace outdated and old signal equipment, where necessary.
• Evaluate signal head locations according to lane locations and relocate to appropriate locations to
increase signal visibility. Evaluate the need to upgrade all traffic signal infrastructure and assess
mast arm capacity.
• Install retroreflective backplates on signals to improve signal visibility.
• Update signal equipment with APS push buttons and pedestrian countdown timers for all signalized
intersections to increase safety for pedestrians.
• Evaluate the use of camera detection rather than loop detectors, some of which are not functioning.
Signal Timing and Phasing
Observations
The audit team discussed that inconsistent signal timing and phasing schematics lead to excessive delay for
all users. These long delays can also lead to unsafe behavior. For example, vehicle weaving, and red-light
running were discussed as a result of impatience caused by long wait times. RSA team members also noted
that there was no signal coordination present throughout the corridor.
Audit team members noted that the pedestrian phasing at intersections is inconsistent across the corridor.
There are some locations that provide exclusive pedestrian phasing, while others provide concurrent
pedestrian crossings. This inconsistency was noted to cause confusion and to potentially encourage
jaywalking. The crosswalk across New South Street was the only observed location equipped with LPIs.
Leading Pedestrian Intervals (LPIs) give the pedestrians an advanced start time to begin cros sing an
approach before the parallel street receives their green light. This allows pedestrians to establish themselves
within the crosswalk before traffic may advance and potentially turn across the pedestrian path of travel.
Audit team members also noted that flashing Don’t Walk times for pedestrians generally did not provide
adequate time for a pedestrian to safety cross the intersection. Furthermore, where exclusive pedestrian
signal phasing is provided, many pedestrians were observed to traverse the intersection diagonally. The
current crossing times within the signal do not account for the distance for a pedestrian to cross diagonally
and therefore do not provide adequate time.
Potential safety enhancements
• Evaluate signal re-timing and phasing at all signalized intersections to reduce delays.
• Consider signal coordination along the corridor, with the need for transit pre-emption where
appropriate.
• Evaluate the preferred pedestrian phasing for the corridor and provide consistent pedestrian phasing
throughout the corridor.
• Install pedestrian advance walk signals for any intersections that have concurrent vehicle/pedestrian
phases.
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Final Report
• Consider implementing LPIs for all signalized crosswalks to increase pedestrian visibility and
safety.
• Evaluate duration of flashing “Don’t Walk” times.
Signage
Observations
Signage clutter, faded signs, and non-compliant signs were consistently brought up by audit members
throughout the corridor.
Potential safety enhancements
• Evaluate signage along the corridor and at study area intersections. Remove and replace all non-
compliant MUTCD signs. All new signs should confirm to current MUTCD standards.
• Remove unnecessary signage to reduce sign clutter and potential confusion.
Pedestrian Accommodations and
Crossings
Observations
A total of eleven crashes (6.6%) involved pedestrians at
unsignalized marked crosswalks throughout the corridor.
Audit members noted that long crossings (see Figure 14),
restricted sight lines, and low lighting were contributing
factors to pedestrian crashes at unsignalized crosswalks. The
excessive wait times for pedestrians throughout the corridor
were also discussed as contributing to impatience and
jaywalking at signalized crosswalks. As previously
mentioned, inconsistent pedestrian signal phasing (concurrent
or exclusive) throughout the corridor was noted as a source of
pedestrian confusion. Continental crosswaks are provided
throughout the corridor, however audit team members noted
that several crosswalks were faded. Curb ramps are generally
provided, however many were not ADA-compliant and were
missing tactile warning panels.
Figure 14: Pedestrian walking beyond the
long crosswalk lines on Main Street andWith the exception of the north side of West Street and the State Street west side of State Street just north of Main Street, sidewalks
are provided along both sides of all approaches within the study area. Sidewalks are generally constructed
of concrete with a brick buffer strip. The condition of sidewalks throughout the corridor was frequently
discussed by audit members. Heaving and c racking was observed as well as errant signposts and street
furniture that create tripping hazards. Some audit members also mentioned that since Main Street has many
restaurant and shops, seasonal sidewalk cafes narrow the sidewalks and force pedestrians to travel closer to
the edge of the roadway onto the brick buffer strip that may not meet ADA standards. The DPW issues
permits for tables and chairs while requiring that a minimum clear path of pedestrian travel be maintained.
The minimum clear path ranges from 5.5 to 9.0 feet is width, depending on the segment along Main Street.
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Final Report
Limited lighting was also mentioned as a
cause of concern for pedestrian visibility,
particularly for the side street approaches.
Audit members mentioned that parking
spaces too close to crosswalks contributed
to the problem of limited sight lines as well
(See Figure 15). Additionally, overhead
lighting was observed above Main Street,
however lighting is not provided over the
minor street approach crosswalks. This may
have contributed to the four (36.3%) of the
eleven crashes involving pedestrians on a
crosswalk took place at night.
Figure 15: Parking space too close to crosswalk
Potential safety enhancements
• Consider widening sidewalks using reinforced concrete materials to narrow the roadway, provide
more pedestrian space, and accommodate sidewalk cafes without sacrificing pedestrian clearances.
• Consider implementing curb extensions and/or pedestrian refuge islands to shorten crossing
distances and increase pedestrian safety while being cognizant of potential interference with bicycle
lanes and snowplow operations.
• Consider installing enhanced visibility crossing signs and pavement markings. Evaluate specific
locations for High-Intensity Activated CrossWalk (HAWK) beacon or Rectangular Rapid Flashing
Beacon (RRFB) applications.
• Consider replacing bricks in the buffer spaces next to the sidewalk with smoother, ADA-compliant
surface treatment including consideration for design to enhance infiltration from surface drainage
(such as porous pavement, rain gardens, etc.).
• Evaluate lighting along the corridor and above minor street approaches and install or replace where
necessary to improve visibility and safety in low-light conditions.
• Reinstall crosswalks with high visibility thermoplastic crosswalks to increase visibility.
• Evaluate and upgrade all ramps, pedestrian signals, and sidewalks to be ADA-compliant.
• Evaluate the location of existing crosswalks and if they should be moved to more visible locations.
• Evaluate feasibility of raised crossings on Main Street and side streets to slow vehicular traffic at
key crosswalks. Coordination with the Police and Fire Departments should be considered.
• Evaluate installation of gore markings to prevent parked vehicles within 20 feet on each side of a
crosswalk.
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Final Report
Bicycle Accommodations
Observations
Bicycle accommodations are not provided along the
corridor, with the exception of conventional bike lanes that
terminate at the westernmost end of the corridor at Main
Street and State Street. New South Street also has an
existing northbound-only bicycle lane that terminates 500
ft before the intersection of Main Street and New South
Street. Additionally, there is an existing sidewalk-level
separated bike lane on a short segment of Pleasant Street
south of Main Street. A ValleyBike bikeshare station is
located within the sidewalk on the northwest corner of the
intersection of Main Street at King Street and Pleasant
Street (See Figure 16) and under the railroad bridges on
the south side of Main Street and Bridge Street. Just south
of the railroad bridge, at Union Station, the New Haven
and Northampton Canal Trail connects with the Manhan
Rail Trail in Easthampton and eventually leads to New
Haven. The MassCentral Rail Trail runs from Union
Station north, crossing a bike path bridge across Main
Street, adjacent to the railroad bridge, and then extends
east to Hadley and Amherst, and west to Florence, Leeds,
and Haydenville. Regarding biking in the corridor itself,
some members noted that this corridor was listed in the
MassDOT Bicycle Transportation Plan as having “100% Potential for Everyday Biking” as it connects to
many existing trails (Figure 17). . The variety and volume of bicycle parking throughout the corridor was
described as inadequate by RSA members. During the audit, members also observed multiple bicyclists
traversing intersections during exclusive pedestrian phases.
Four crashes (2.4%) reported for the corridor involved a bicyclist. With no designated space for bicyclists
within the roadway, sidewalk biking is a common behavior even though it is illegal according to City of
Northampton ordinance. In some instances, contraflow biking was also noted. While Valley-Bike bikeshare
locations are provided along the corridor, RSA members discussed that some stations are placed within the
sidewalk and limit space for pedestrians. This can pose a safety hazard for pedestrians with accessibility
needs and cause queuing at sidewalks. Audit members recommended that while this audit references crash
data from 2015-2017, it would be a worthwhile task to go beyond to see if any bicyclist fatalities existed in
the corridor. In 2012, one bicyclist fatality was identified in the intersection of Main Street and Pleasant
Street, in which the bicyclist was struck by a vehicle making a left turn from Main Street to Pleasant Street.
Potential safety enhancements
• Evaluate the feasibility of providing separated or protected bicycle accommodations throughout the
corridor connecting to existing facilities.
Figure 16: ValleyBike bike share location and
wayfinding map
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Final Report
• Consider installing high-friction surface treatment for bike lanes especially at intersections, high-
volume driveways or areas where traffic is merging to another lane and crossing the bike lane.
• Consider dedicated pavement markings for bicycles turning left from bicycle lanes including two-
stage turn queue boxes at intersections.
• Add enhancements along the corridor, including MUTCD-compliant signage and wayfinding, to
provide better Rail Trail connections
• Assess bicycle parking locations, styles, and supply. Consider additional bicycle parking options
including corrals, bicycle storage boxes, bike racks, etc.
• Evaluate bikeshare locations to maximize pedestrian space and improve access to bicycles.
Figure 17: Potential for Everyday Biking Score for Northampton as per 2019 Bicycle Transportation Plan
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Final Report
Transit Accommodations
Observations
Audit members remarked that there are many bus stops along the corridor that may not be optimally located
or sited for demand. Additionally, there were observed instances of backups and queuing due to transfers
in bus driver shifts and layover time. Buses were sometimes noted to block crosswalks due to lack of queue
space. The locations of the bus stops being sub-optimal and issues with coordination with the Amtrak
station may be contributing to more queuing and confusing traffic operations.
Potential safety enhancements
• Coordinate with PVTA, FRTA, and other relevant stakeholders to evaluate bus stop locations
corridor wide. Consideration should be given to coordination schedules of bus operations with the
Amtrak station.
• Discuss upgrading transit facilities with all transit authorities’ needs (such as concrete pads,
shelters, benches with compatible seating, real-time electrical connections, bike racks, etc.).
Parking and Loading
Observations
Dedicated loading zones are not provided
throughout the corridor and contribute to
curbside challenges for commercial
loading and unloading. Furthermore, truck
loading and unloading is generally
unavailable behind Main Street buildings.
As a result, trucks use the center of
roadway to load and unload (See Figure
18). Audit team members noted that
majority of the commercial loading occurs
during peak traffic times. Trucks were also
noted to parallel park behind the angled
parking, which blocks in vehicles using the
angled parking and limits visibility for
vehicles backing out of angled parking.
Figure 18: Trucks observed to be loading/unloading in the
middle of roadway
Police and the City Parking Enforcement Administrator also noted that enforcement of the road can be
challenging because of parking patterns in the area, which leave the police with few options for parking.
With the rise of rideshare services, pick up and drop off activity has increased in the area, however no taxi
or rideshare zones or curb control are provided, which contribute to double parking, and standing at fire
hydrants and in wheelchair accessible parking spaces. Specific locations where double parking was
observed include spots near banks and the Starbucks at 211 Main Street. The City recently upgraded to a
pay-by-plate parking policy, which has been useful for conducting utilization and turnover analysis.
Front-in angled parking and parallel parking spaces are provided throughout the study area. Many safety
challenges are associated with head-in angled parking including low visibility when backing and qui ck
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Final Report
Figure 19: Parking spaces within 10 ft of a hydrant
movements, including U-turns, by vehicles to turn into open spots. These challenges are illustrated in the
crash reports where 13 (7.8%) of total crashes involving vehicles backing out of the head-in spots. The City
noted that a short period trial to test out converting the head-in parking to back-in parking was conducted
in recent years, however, the trial was done only along a small segment of the corridor and was not clearly
communicated. As a result, the trial was poorly received.
Parking stall widths and angles are inconsistent
throughout the corridor. In addition, multiple
parking spaces were located within 10 feet of a
hydrant, which is against state law (See Figure
19). On-street parking was also noted to be
located too close to crosswalks, which restricts
visibility between motorists and pedestrians
within the crosswalk. While there were some
ADA parking spaces, audit members
mentioned that the utilization of the spaces may
need to be evaluated. Residents and retailers
have the perception that parking along the
corridor is limited, however the lack of
wayfinding to parking garages is contributing
to this perceived notion.
Potential safety enhancements
• Evaluate the feasibility of designating loading zones, specified loading times, and shared ride curb
control.
• Restrict parking within appropriate distances of all fire hydrants and crosswalks to improve safety
and accessibility to the hydrants and crosswalks.
• Evaluate alternate parking schemes including removal of parking, reverse-angle parking, parallel
parking etc.
• Restripe parking to provide consistent parking stall widths and angles or lengths.
• Provide adequate daylighting for on-street parking from all crosswalks based on sight distance
requirements.
• Evaluate the number of ADA parking spaces along the corridor to ensure demand is met.
• Evaluate parking and loading spaces for the police, taxi, shuttle, and ride share services.
• Coordinate with business district to modify parking spaces.
• Install parking garage wayfinding signage.
Freight Accommodations
Observations
Audit members noted that a large volume of heavy trucks pass through the corridor, as the corridor serves
as the main east-west access route from I-91.
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Final Report
Potential safety enhancements
• Evaluate truck routes that provide access without taking away space from the corridor. Alternate
route options should be coordinated at the federal level. Care must be taken, however, to avoid
diverting vehicles that bring business to downtown.
Main Street at Elm Street/West Street and State Street/New South
Street
Roadway Geometry
Figure 20: Pedestrian crossing across the wide
intersection at Main Street and State Street
Observations
The entire intersection(s) was perceived by audit members
to be too expansive (See Figure 20). The wide roadway
and offset geometry complicate turning movements and
may have been a contributing factor in the reported 15
angle crashes (41.7%) out of the total 36 crashes at this
location. The Main Street eastbound approach consists of
two thru travel lanes, but only provides one wide receiving
lane without pavement markings or signage, forcing
vehicles to merge within the intersection and potentially
contributing to the five reported side-swipe crashes
(13.9%) at this location.
This intersection is downhill in the eastbound direction,
which encourages high speeds from drivers and bicyclists,
specifically eastbound from Elm Street to Main Street.
One reported crash at this location involved an eastbound
bicyclist attempting to turn right from Main Street onto
New South Street, for which speed was listed as a
contributing factor. In general, this intersection was noted
to have many congestion-related crashes, which may have
contributed to the 10 rear-end crashes (27.8%) at this
location. Additionally, New South Street and State Street
have offset geometry that was noted to be a cause of confusion.
There is a driveway that intersects Main Street from the south between West Street and New South Street.
The driveway intersects Main Street at a location where Main Street also has a dedicated right turn lane,
bike lane, two through lanes, and a dedicated left turn lane for the eastbound approach at New South Street
and State Street. During the audit, multiple vehicles were observed making a left turn from the driveway
onto Elm Street, causing them to travel in opposing traffic. Additionally, some vehicles were also observed
making a left lane U-turn from Main Street into the driveway causing conflicts with West Street right
turning vehicles.
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Final Report
Potential safety enhancements
• Evaluate the feasibility of a roundabout or a peanut-about treatment to better accommodate traffic
demands and deter speeding.
• Evaluate options that tighten the intersection box to reduce crosswalk and vehicle distances
crossing the intersection.
• Confirm that the number of feeding lanes match the receiving lanes to avoid merging problems.
• Extend the median on Main St, between West Street and State Street, to prohibit vehicles from
turning left out of the residential driveway.
• Consider prohibiting U-turns for the Main Street westbound approach, forcing users of the
driveway to take a safer left turn onto New South St to utilize the alternate entrance.
• Consider the required geometry to accommodate large tractor trailer trucks on these numbered state
routes.
Pavement Markings and Conditions
Observations
The audit team discussed missing and faded pavement
markings at this intersection. In particular, no advanced
warning lane designations along West Street and State Street
are provided. The lack of advance warning markings on West
Street was noted to contribute to eastbound vehicles
attempting to turn left onto State Street and queuing within the
dedicated left-turn lane intended for vehicles turning
westbound onto Elm Street. With vehicles attempting to turn
left onto State Street after turning right from the left-turn lane
on West Street, conflicts with merging becomes an issue with
existing eastbound vehicles turning left onto State Street.
Additionally, westbound vehicles on Main Street were
unaware that there is a left-turn only lane on the approach to
New South Street since markings are faded. As a result, people
attempt to switch lanes at the last moment. This confusion may
be a contributing factor for the 5 (13.9%) of same direction
sideswipe crashes out of the total 36 crashes at this location. Figure 21: Bicycle turning queue boxes at
Main Street on eastbound State Street are
not painted green Audit team members also noted that the New South Street stop
bar was set back, limiting available sight lines and visibility primarily for the right-turning vehicles.
Furthermore, the Main Street eastbound bicycle turning queue boxes at State Street were not painted green
and were too wide spanning several travel lanes (See Figure 21).
Potential safety enhancements
• Install advanced lane designation markings where appropriate to reduce driver confusion.
• Implement lane tracking pavement markings for West Street left and right turn movements.
• Evaluate and relocate the New South Street stop bar location to maximize sight lines.
• Evaluate narrowing the size of the stop bar/box at Main/State/New South to reduce crossing
distances for vehicles and pedestrians.
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Final Report
• Reinstall the Main Street bicycle queue box with appropriate green paint and continue bicycle lane
broken white line through intersection.
Figure 22: Traffic signal at Main Street and New
South Street showing green arrow for right-
turning vehicles
Signal Equipment
Observations
Signal heads are provided overhead on mast arms for the
Main Street, Elm Street, and West Street approaches
while the State Street and New South Street approaches
have post mounted signal heads. The audit team noted
several instances of signal equipment related
inconsistencies. Audit team members discussed that the
Main Street eastbound right-turn green signal at New
South Street should have a green ball or the existing
green arrow. Currently, the signal includes a green
through arrow as well as a green right turn arrow. The
eastbound right-turns operate protected/permissive,
being allowed to proceed with the through traffic. Team
members noted that the green arrow should be changed
to a green ball for this reason and that right-turning
vehicles are to yield to the pedestrians crossing New
South Street during the permissive part of their phase
(See Figure 22). Additionally, the Elm Street westbound
signal at West Street has one overhead signal serving
both through and left-turn lane, with an additional post
mounted signal with flashing beacons that activate when
the pedestrian phase across West Street is active. It was
noted that this sign is active during inappropriate times of the signal cycle. When vehicles have a green left
arrow, that movement should be protected, and the beacons should not be flashing during this time. Other
inconsistencies include the pedestrian head crossing in the southwest corner which was noted to be mounted
too low, Main Street westbound approach to State Street, which has a four-section signal head with a yellow
ball not used, and the out of service “no right on red” box on the mast arm on Main Street eastbound
approach west of New South Street. 8 (22.2%) out of the total 36 crashes at this location involved a vehicle
heading eastbound and another vehicle making a westbound left-turn movement, a pattern that was brought
up by some to be due to confusion with signal equipment
In the Main Street westbound direction, the glare from the sun was noted to restrict visibility of the signal
heads, particularly the left-turn signal head, at West Street. One of the reported angle crashes at this location
involved this westbound left-turning movement, for which sun glare was noted as the contributing factor.
Potential safety enhancements
• Evaluate the effectiveness and safety of green right-turn arrow versus the green ball options to
reduce driver confusion.
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Final Report
• Evaluate Main Street westbound signal head at West St to reduce conflicts with West Street
crosswalk and westbound left turn movements
• Evaluate pedestrian head crossing height to meet MUTCD standards and install pedestrian
countdown timers and APS at all existing crosswalks.
• Evaluate Main Street westbound signal head at State Street. Replace yellow ball if necessary or
replace signal head with three-section signal head, as appropriate.
• Evaluate the feasibility of making eastbound Main Street at New South Street a “no right on red”
and swap out the red/yellow balls with red/yellow right arrows.
• Replace the Main Street eastbound green arrow with a green ball.
Signal Timing and Phasing
Observations
Signal timing and phasing was described by audit members as inefficient in meeting the needs of existing
traffic demands. The intersection of Main Street at Elm Street and West Street operates on a three-phase
cycle: Main Street westbound with Elm Street eastbound; West Street; Main Street westbound and West
Street right-turns. The intersection of Main Street at State Street and New South Street operates on a five-
phase cycle: protected left-turns for the State southbound and Main Street eastbound and westbound
approaches with the concurrent diagonal pedestrian crosswalk; Main Street through movement; New South
Street and Main Street eastbound right-turns; State Street and Main Street westbound right-turns. Both
signal phasing sequences provide concurrent pedestrian phasing.
The Main Street westbound left-turn to New South Street was noted to have an unnecessarily long signal
phase, creating delays for the other movements. In addition, the State Street southbound phase was noted
to be too short, only allowing for approximately three vehicles to clear the intersection . Inadequate signal
timing can cause driver frustration and yellow or red-light running. This may have contributed to the 10
(27.8%) reported rear-end crashes out of the total 36 crashes at this location.
Potential safety enhancements
• Evaluate signal timing and phasing to allow for efficient and safe flow of traffic based on existing
demands of all users.
• Address the length of the full signal cycle that leads to excessively aggressive pedestrian and
vehicle movements (e.g., jaywalking, continuing through intersections into the red cycle).
• Evaluate if concurrent crosswalk phasing is adequate for safety with turning volumes at the
intersection
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Final Report
Figure 23: "No turn on red" sign blocked by a pole
and "Right turn must turn right" sign at Main
Street westbound approach to State Street
Signage
Observations
Missing, faded, and inconsistent signage was brought
up by audit members at this location. There was a “Stop
for Pedestrians When Turning” sign within an outdated
message box on the Main Street eastbound mast arm at
New South Street. Audit team members noted that the
West Street median had a “Keep Right” sign and “Left
turn must turn left” sign stacked, which may cause
confusion for drivers.
Sign clutter was noted corridor-wide, however
particularly in this location. An existing “No turn on
red” sign for the Main Street eastbound approach at
State Street was observed to be blocked by a pole and
“Right turn must turn right” sign (See Figure 23).
Additionally, there were many non MUTCD compliant
signs including the “Left Turners Yield on Green
Light” and the “Left Turn Yield to Pedestrians and
Vehicles When Flashing” for vehicles at westbound
approach of Main Street and West Street
There is no lane assignment signage for the West Street
approach and Main Street eastbound approach at State
Street. Main Street eastbound vehicles queueing to turn left onto State Street were noted to be queued back
within the West Street left-turn lane, intended for vehicles turning left to go westbound on Elm Street. The
vehicles attempting to turn left onto State Street from the left-turn lane on West Street creates a conflict
with eastbound vehicles attempting to turn left onto State Street that have to merge into the left lane at the
appropriate time. As a result, people attempt to switch lanes in the last minute. This confusion may be a
contributing factor to the 5 (13.9%) same direction sideswipe crashes out of the total 36 crashes at this
location. Furthermore, as mentioned earlier, many westbound vehicles were observed making a U-turn into
the driveway causing conflict with eastbound traffic.
Potential safety enhancements
• Remove unnecessary signage and to reduce sign clutter and potential confusion. Ensure all signs
are MUTCD compliant.
• Install lane assignment signage to reduce driver confusion.
• Evaluate if the outdated box that historically displayed the message “No Turn on Red” should be
reactivated/reinstalled/removed from the traffic signal.
• Evaluate appropriate placement of signs to reduce confusion and improve visibility.
• Install a “No U-Turn” sign for westbound Main Street at West Street to prevent dangerous U-turns
into the driveway.
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Final Report
Pedestrian Accommodations and Crossings
Observations
Audit members noted that Smith College building
locations along the Elm Street approach generated high
pedestrian traffic along the sidewalks and jaywalking
across Elm Street. There is currently no crosswalk across
Elm Street east of Bedford Terrace. Audit members
discussed providing a midblock crosswalk across Elm
Street or across Elm Street at the intersection of Main
Street. Additionally, a “goat path” was observed on the
west corner of Elm Street at West Street, indicating a clear
desire line from the sidewalk terminus to the on-street
parallel parking provided along the north side of West
Street (See Figure 24). There is currently no sidewalk
provided along the north side of West Street outside of the
intersection corner.
Continental-style crosswalks are provided across the West
Street, New South Street, State Street, and Main Street
westbound approaches. Medians on the West Street and
New South Street approaches provide pedestrian crossing
refuge but also make the crossing longer and less direct.
Audit members noted that the refuge islands are too narrow
and does not provide detectable warning panels within the
refuge as required by ADA standards.
A crosswalk is provided across Main Street from the southwest corner of New South Street and to the
northeast corner of State Street. Due to the geometry of the crosswalk, the crosswalk is an extremely long
crossing for pedestrians. Audit members noted that the signal phase for this crossing required excessive
time within the cycle to allow for adequate pedestrian crossing time. Audit members discussed relocating
the Main Street crossing to shorten the crossing and necessary time within the signal phase. The crosswalk
had been relocated for a short period before, but it was noted that pedestrians kept crossing in this direction
anyway.
Potential safety enhancements
• Evaluate feasibility of providing a designated crossing with appropriate safety enhancements across
Elm Street, either at West Street, Main Street or midblock.
• Evaluate feasibility of installing sidewalks from the west corner of Elm Street at West Street along
the north side of West Street to provide safe pedestrian accommodations to the on-street parking
along West Street.
• Evaluate the feasibility of relocating the diagonal Main Street crosswalk to provide a shorter and
safer crossing. Recommendations included: a crosswalk west of State Street or across Elm Street.
• Restripe the diagonal crosswalk with continental-style crosswalk markings (the standard for all
other downtown crosswalks).
Figure 24: "Goat path" observed on the corner
of Elm Street at West Street
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Final Report
• Consider widening the median at West Street to provide an ADA-compliant pedestrian refuge with
detectable warning panels.
Bicycle Accommodations
Observations
The existing bicycle lanes on Elm Street terminate at State
Street (See Figure 25). A bicycle queue box is provided for
the Main Street eastbound approach at New South Street.
The bicycle queue box spreads over multiple lanes, which
makes it difficult for bicyclists to safely and comfortably
make turns. Audit team members noted that the queue box
was not painted green, but rather left empty with the white
bicycle symbols. Two reported crashes involving bicyclists
were reported at this location during the study period.
Audit team members also noted that the horizontal curve
along Elm Street and the position of the Elm Street median
force vehicles who are queued at the stop bar to block the
bicycle lane with the rear passenger-side corner of their
vehicles.
Potential safety enhancements
• Consider reinstalling queue box with green paint.
• Consider providing a two-stage turn box in front of
the crosswalk at the northbound West Street
approach to facilitate turns for less-experienced bicyclists.
• Consider realigning the Elm Street travel lanes and bicycle lane.
• Consider adding vertical delineation to help keep vehicles from encroaching on the bicycle lane.
Figure 25: Bicycle lane on Elm Street which
terminates at State Street
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Final Report
Main Street at Masonic Street
Roadway Geometry
Observations
The wide geometry at this intersection was cited as a challenge
for southbound vehicles turning left onto Main Street. When
turning left from Masonic Street onto Main Street, vehicles must
find a gap and navigate this wide turn against the wide travel
lanes (See Figure 26). Furthermore, audit members noted that
left-turning vehicles are typically focused on waiting for the
queued traffic to clear on Main Street and often overlook
pedestrians within the Main Street crosswalk. Five of the
reported crashes (33.3%) out of 15 total crashes at this
intersection involved a left-turning vehicle from Masonic Street.
Out of the five, three (60%) crashes involved a pedestrian within
the crosswalk. Some members of the audit team also noted that
since the closure of the Cracker Barrel Alley, Masonic Street
has seen more traffic as it is now the only access to the Masonic
parking lot from Main Street. Others noted, however, that
vehicles approaching from the east often use Center Street and
there are no traffic counts to support higher traffic on Masonic
between Main Street and the parking lot.
Potential safety enhancements
• Consider restricting left turns from Masonic Street to discourage the unsafe vehicular maneuvers.
• Consider installing a center median on Main Street to restrict this movement.
• Consider reducing the roadway width to decrease the number of lanes being crossed while making
left turns in and out of Masonic Street
Figure 26: Sight line issues for
southbound vehicles on Masonic Street
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Final Report
Page 33
Pavement Markings and Conditions
Observations
The audit team noted that queuing from the traffic signal at
State Street blocks the Masonic Street intersection. Queuing
related congestion may have contributed to the six reported
rear-end crashes (40%) out of the total of 15 crashes at this
intersection. Additionally, it was noted that there are no lane
markings on Main Street at this location which contributes to
difficulty exiting Masonic Street and as a result, can contribute
to conflicts with pedestrians and courtesy crashes for left-
turning vehicles.
It was also noted that although Masonic Street operates as
STOP-controlled, there is no stop bar or centerline on Masonic
Street (See Figure 27).
Potential safety enhancements
• Install “Don’t Block the Box” pavement markings and signage to ensure that the intersection is
clear from traffic queuing for vehicles to access and egress Masonic Street.
• Install stop bar on Masonic Street
• Consider installing a centerline on Masonic Street.
Signage
Observations
The Masonic Street southbound approach operates as stop-controlled, however audit members observed
that a stop sign was not present. Adding STOP sign can alleviate safety risks as an approaching vehicle
becomes aware that they are required to stop for the traffic on Main Street. The lack of appropriate signage
and STOP-control ordinance on this street may have contributed to the six (40%) rear-end crashes along
the Masonic Street approach.
Potential safety enhancements
• Install stop sign for Masonic Street southbound approach.
Pedestrian Accommodations and Crossings
Observations
Pulaski Park and a major transit stop is located across from the Masonic Street intersection. A continental
crosswalk is provided across the Main Street westbound approach at Masonic Street, located at the eastern
corner of the park. Though a crosswalk is present at one corner of the park, members of the audit noted
jaywalking from Pulaski Park to the north side o f Main Street. Audit members also noted that this
intersection experiences high pedestrian activity, specifically during a transit bus pick -up/drop-off time.
Pedestrians clustered at the bus stop may make it difficult for vehicles to determine whether they are just
waiting for the bus or if they intend to cross Main Street at the crosswalk. Crash reports show that four
Figure 27: Missing stop bar and centerline
on Masonic Street
Potential safety enhancements
• Consider whether the main transit pulse point at Pulaski Park should be relocated or lengthened
while minimizing crosswalk conflicts and if there are any Bus Rapid Transit light strategies that
could increase the speed of bus loading.
• Evaluate the bus lane at the Pulaski Park pulse point and determine if it needs to be lengthened
while minimize crosswalk conflicts to the east and the west.
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
(26.7%) out of the total of 15 crashes in this intersection involved a pedestrian at the Main Street crosswalk.
Additionally, outdoor cafes were mentioned to be popular in this area, occupying available sidewalk space
during spring, summer and fall. The outdoor cafes force pedestrians to travel closer to the edge of the
roadway.
Potential safety enhancements
• Consider installing a crosswalk across the Main Street eastbound approach or widening the existing
crosswalk to accommodate the high volume of pedestrians and potentially address jaywalking .
• Consider curb extensions at the existing crosswalk to reduce crossing distance, increase pedestrian
visibility, and deter parking close to the intersection.
• Evaluate if the road can be narrowed to be only one lane in each direction to prevent vehicles from
swerving around other vehicles.
• Evaluate the feasibility of installing a hawk signal or RRFB at the Main Street crosswalk to provide
increased safety for crossing pedestrians, being cognizant of the fact that this might encourage more
jaywalking of pedestrians due to the high volume of pedestrians in this area who are not used to
waiting.
• Consider widening sidewalks or converting some brick buffers to concrete sidewalks to ensure that
adequate sidewalk space is available for the pedestrian demand and to accommodate outdoor cafes.
Figure 28: PVTA buses stopped in front of Pulaski Park and
Academy of Music
Transit Accommodations
Observations
The bus stop in front of the Academy of
Music and Pulaski Park was identified by
the audit members as highly utilized with
multiple buses serving the stop (See
Figure 28). The stop has become
challenging with multiple buses
attempting to pull into the designated
stop that provides space for only two
buses. There is an on-street parallel
parking space located between the front
of the bus stop and the Main Street
crosswalk at Masonic Street. This
parking space was noted by RSA members to be important for deterring buses from parking too close to
the crosswalk. However, audit members noted that when the parking spot is not occupied, buses will still
park within the space and may encroach on the crosswalk. It was also noted that due to multiple buses
parked at the stop, eastbound vehicles often cross the double yellow centerline to go around the buses.
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
• Consider marking out individual bus parking spaces (at Pulaski Park stop and the bus stop on the
north side across for buses going westbound) to ensure that buses have a designated space, and
consider providing additional queueing space for buses on an intersecting street to accommodate
longer bus layovers.
• Consider replacing the parking space between the crosswalk and bus stop with a curbed bump-out
to physically prevent the buses from encroaching on the crosswalk. This bump-out would also help
reduce pedestrian crossing distance and improve pedestrian visibility.
Parking and Loading
Observations
The audit team noted that since the closure of the Cracker Barrel Alley, Masonic Street has seen more
traffic, with some of the traffic from Main Street and some from Main Street to Center Street to Masonic
Street. The audit team members noted that the northeast corner of Masonic Street and northwest corner of
Main Street at Masonic Street was a common loading zone, however due to the narrow geometry of Masonic
Street this can cause additional congestion. In addition, the on-street parallel parking along Masonic Street,
at the corners of Main Street, restrict the visibility for southbound vehicles approaching the intersection.
Potential safety enhancements
• Evaluate potential designated loading zones to reduce potential conflict.
• Consider parking signage at Center Street/Main Street to direct vehicles to the Masonic Street lot.
Restrict parking within 20 feet of the intersection to improve visibility.
Main Street at Cracker Barrel Alley and
Crafts Avenue
Roadway Geometry
Observations
The Northampton City Hall driveway is a narrow one-way
alternating street with one access point for entry and exit,
with a difficult east facing line of sight for existing vehicles
(See Figure 29). The audit team discussed that this has
caused traffic delays and unsafe conditions when a vehicle
is exiting the driveway, and another is attempting to enter.
Additionally, pedestrians often don’t expect this crossing
and due to the nature of entry and exit points being in one
spot, they are often overlooked.
On the east side of City Hall, Crafts Avenue intersects Main
Street from the south and provides one-way travel
southbound away from Main Street. There is on-street
angled parking along the west side of Crafts Avenue and a
notable downward slope away from Main Street. The wide
Figure 29: City Hall parking entrance with
one access point for entry and exit
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
geometry of Main Street at Crafts Avenue encourages vehicles to enter Crafts Avenue at excessive speeds.
The excessive speeds, downward slope, and on-street parking can make navigating the intersection difficult.
Crafts Avenue was discussed as an area with many simultaneous movements including movements into
and out of angle parking, wide left turns onto Crafts Avenue, and steep slope away from Main Street. When
combined, the confluence of these many movements can be difficult to process and navigate for motorists
as well as other users. Furthermore, the PVTA and Peter Pan currently runs bus routes down Craft Avenue.
Audit team members noted that right turns from Main Street eastbound onto Crafts Avenue is challenging
due to the width of the intersection.
Potential safety enhancements
• Consider closing the City Hall driveway or removing public parking in the lot to limit activity into
and out of the driveway.
• Consider closing Crafts Avenue to vehicle traffic.
• Evaluate the possibility of flipping the one-way operations for Crafts Avenue and Old South Street
to make Crafts Avenue one-way northbound and Old South Street one-way southbound.
Coordination with PVTA and Peter Pan buses would be necessary.
• Consider narrowing all sides of the intersection to control many movements occurring at the
intersection. This can potentially be achieved with stamped/scored concrete allowing for truck/bus
movements.
• Consider adding a turn pocket for the westbound left turn from Main Street to Crafts Avenue.
Signage
Observations
Audit members noted that the “Do Not Enter” sign is turned to be
parallel with the closed alley, rather than perpendicular (See Figure
30). Additionally, audit members mentioned that it can be difficult
to see the Crafts Avenue when travelling west on Main Street.
Potential safety enhancements
• Reposition “Do Not Enter” sign to be in appropriate
location to increase visibility.
• Remove the street name sign as the alley is closed to
traffic and consider installing a pedestrian oriented
wayfinding sign instead.
• Consider installing better signage earlier on westbound
approach of Main Street and Crafts Avenue to improve
street visibility.
Figure 30: "Do Not Enter" sign is
parallel with Cracker Barrel Alley
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Pedestrian Accommodations and Crossings
Observations
Sidewalks on the northeast side and west of Cracker Barrel Alley were noted to be narrow. The crosswalk
across Main Street was also noted to be long with poor visibility due to parking on the north side and
southwest side of the intersection, a tight roadway curve to the east. Additionally, audit members noted that
it was difficult for vehicles to see pedestrians crossing Crafts Avenue because of steep grading, a parked
vehicle, newspaper boxes, and mailboxes at the southwest corner of Main Street at Crafts Avenue.
Potential safety enhancements
• Evaluate the feasibility of widening the sidewalks and/or installing sidewalk/curb extensions
around this area to add to more sidewalk space and shorten crossing distance.
• Consider RRFB treatment for the Main Street crosswalk due to existing horizontal curve of Main
Street.
• Evaluate installing pedestrian crossing warning signs for all crosswalks.
• Consider installing a raised crosswalk on Crafts Ave to increase pedestrian visibility.
• Consider restricting parking and relocating newspaper and mailboxes on the southwest corners of
the intersection to improve visibility between motorists and pedestrians.
Bicycle Accommodations
Observations
The audit team remarked that the New Haven and Northampton Canal Trail bike path begins south of Crafts
Avenue and Pulaski Park.
Potential safety enhancements
• Evaluate the feasibility of adding a connection along Crafts Avenue towards the rail trail/bike
path.
Transit Accommodations
Observations
Audit members noted that PVTA and Peter Pan buses go southbound on Crafts Avenue. The angle for the
right-turn from Main Street onto Crafts Avenue was brought up to be a challenge due to many movements
that could be conflicting at this intersection.
Potential safety enhancements
• Coordinate with PVTA and Peter Pan on changes to bus route, especially, if the roadway is to be
closed or if the one-way direction is changed.
Parking and Loading
Observations
Audit members noted that the loading/unloading zone in front of City Hall was too close to the crosswalk
which comes with sight line concerns.
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Potential safety enhancements
• Remove the parking spot in front of City Hall to create additional sidewalk space, potentially
shortening the crosswalk length, and improve pedestrian visibility.
Main Street at Old South Street
Roadway Geometry
Observations
The audit members discussed that Old South Street has
extremely steep grading which has led to vehicles
accelerating when they enter Main Street (See Figure 31).
This movement can be unsafe due to the potential of
conflicts between right-turning vehicles and the adjacent
Main Street crosswalk and left-turning vehicles and
oncoming eastbound traffic. Five (22.7%) crashes at this
intersection were reported during the study period that
involved right and left-turning vehicles and oncoming
eastbound and westbound traffic. In addition, there were two
crashes that occurred in the Old South Street crosswalk, one
involving a bicyclist and one involving a pedestrian, with a
northbound vehicle. Old South Street serves as one of the
exit routes from one of the busiest parking garages in the
Downtown area, which increases the potential of more
traffic conflicts. Furthermore, sightlines around this
intersection are poor due to both horizontal and vertical
curves in the roadway and vehicles are currently encroaching
onto the crosswalk. In addition, due to the significant slope
on Old South Street, the City of Northampton has reported occasionally closing this street to vehicles during
snowy and icy conditions.
Potential safety enhancements
• Install curb extensions and relocate the stop bar further north on Old Sou th Street so vehicles can
queue on flatter road surface and do not have to accelerate to pass the intersection.
• Due to the vertical/horizontal curves effect on the sight lines, vehicles encroach onto the crosswalk,
to prevent this, the flipping of one-way operations is being recommended as it would be safer/easier
movement. Consider closing Old South Street to vehicles.
Figure 31: Steep grading observed at Old
South Street
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Signage
Observations
Audit members noted that crosswalk signage was only provided at
the median and the signs were missing on the ends of the crosswalk
(See Figure 32).
Potential safety enhancements
• Install appropriate crosswalk signage in all directions.
Pedestrian Accommodations and Crossings
Observations
It was noted that the rainbow crosswalk was further away from the
Old South Street intersection which may be undesirable and pose
safety concerns. Parking spaces adjacent to the crosswalk was also
noted to cause visibility issues for pedestrians.
Potential safety enhancements
• Evaluate feasibility of moving rainbow crosswalk closer
to Old South Street intersection.
• Consider restricting parking before the rainbow crosswalk
to increase pedestrian visibility and after the crosswalk to prevent vehicles from backing into the
crosswalk.
• Evaluate feasibility of curb extensions to shorten the Main Street crossing and to increase
pedestrian visibility.
Main Street at Center Street
Roadway Geometry
Observations
The audit members discussed that Center Street has problems with limited sightlines. The left-turning
movement from Center Street was noted to be difficult because it involves crossing two westbound traffic
lanes just as traffic becomes more congested on the approach to the large Main Street/King Street/Pleasant
Street intersection.
Potential safety enhancements
• Consider restricting left turns and turning the intersection to a right-in and right-out roadway.
Evaluate installing a center median on Main Street to restrict left turn movements.
Pavement Markings and Conditions
Observations
Audit members noted that Center Street does not have a stop bar and sign or any centerlines.
Figure 32: Crosswalk sign on the
median adjacent to the rainbow
crosswalk
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Potential safety enhancements
• Install stop bar and sign on Center Street if it meets warrants.
• Consider installing a centerline on Center Street.
Pedestrian Accommodations and Crossings
Observations
Audit members noted that crosswalk visibility from Center Street is limited due to alignment, parking, and
oncoming traffic from Main Street. Additionally, the crosswalk across Main Street at this intersection was
noted to be very long and well-utilized with parking spaces on both sides of the crosswalk causing sight
line issues.
Potential safety enhancements
• Evaluate relocating the crosswalk on Main Street slightly west to provide better visibility from
right-turning vehicles from Center Street to Main Street.
• Evaluate making the crosswalk more perpendicular with Main Street to reduce crossing distance.
• Consider installing enhanced crossing treatments, such as a hawk signal or Rectangular Rapid
Flashing Beacon (RRFB)) at crosswalks to increase visibility and compliance.
• Consider restricting parking before the crosswalk to increase visibility.
• Evaluate feasibility of curb extensions to shorten the Main Street crossing and to increase
pedestrian visibility.
Main Street at Gothic Street
Roadway Geometry
Observations
The audit members discussed that Gothic Street has problems with limited sightlines. The street was also
noted to be used as a northbound cut-through for vehicles looking to avoid Main Street traffic. The left-
turning movement from Gothic Street was noted to be difficult because it involves crossing two westbound
traffic lanes and the beginning of three eastbound lanes (left turn to King Street, thru, and right lanes to turn
to Pleasant Street) which are often queued up.
Potential safety enhancements
• Consider restricting left turns and turning the intersection to a right-in and right-out roadway.
• Extend the median on Main Street to restrict left turns.
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Pavement Markings and Conditions
Observations
Audit members noted that Gothic Street does not have a stop
bar and sign or any centerlines (See Figure 33).
Potential safety enhancements
• Install stop bar and sign on Gothic Street if it meets
warrants.
• Consider installing a centerline on Gothic Street.
Pedestrian Accommodations and Crossings
Observations
Audit members noted that there were no crosswalks provided
across Main Street at this intersection. People were observed to
be jaywalking and using the traffic signals at King Street and
Pleasant Street to find gaps in traffic to cross.
Potential safety enhancements
• Consider installing treatments to deter pedestrians from
crossing and direct them to existing crosswalks at
King/Pleasant Street or Center Street since this
intersection is within 300 feet of an existing controlled intersection (King Street/Pleasant Street).
Consider extending the median and fencing.
Parking and Loading
Observations
The audit team noted that the angled parking spots at this intersection were 15-minute quick turnaround
type. Many frequent movements and backing out crashes were observed as a result. The crash reports show
that four (30.8%) out of the total 13 crashes at this location occurred with vehicles backing out of these
parking spots.
Potential safety enhancements
• Consider alternate parking schemes to prevent head-in angle parking crashes including removal of
parking spots, reverse-angle parking, parallel parking, etc.
Main Street at King Street and Pleasant Street
Roadway Geometry
Observations
The audit team noted that this intersection is extremely large and is traversed by a large volume of heavy
vehicle traffic from Pleasant Street northbound to Main Street westbound and Main Street westbound to
Figure 33: Gothic Street has no stop bar
or centerline. No crosswalk across Main
Street.
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Final Report
Pleasant Street southbound (with a tight curb radii). To facilitate some of these movements, the City of
Northampton installed a westbound left-turn lane from Main Street to Pleasant Street southbound.
Potential safety enhancements
• Evaluate the impact of the new left-turn lane.
Pavement Markings and Conditions
Observations
Audit members mentioned that the eastbound right turning lane on Main Street is not well-marked and as
a result, vehicles don’t realize it is there and sometimes assuming it is a parking spot. The crash reports
show that there were four (14.8%) out of the total 27 crashes at this intersection that involved vehicles
getting side-swiped while making this turn. Furthermore, trucks as well as fire vehicles that were making
this turn were observed crossing the Pleasant Street centerline due to the tight radii. The left-turn pocket on
Pleasant Street was noted to be too short and identified as a potential contributor to the three side-swipes
crashes (11.1%) observed.
Potential safety enhancements
• Consider moving the stop bar on Pleasant Street further south to allow for adequate turning space
for trucks and fire vehicles without encroaching to the centerline and reducing any oncoming
traffic-related conflicts.
• Evaluate the feasibility of installing mountable truck aprons to keep the radii as is while allowing
truck movements
• Consider removing the right turn lane if the turning radii cannot be adequately accommodated.
• Consider installing clearer right-turn-only pavement markings for the eastbound right-turning lane
on Main Street.
• Consider moving the island on Main Street west of Pleasant and King northerly to provide more
space for the tight eastbound movements and reduce excess space for westbound movements.
Signal Equipment
Observations
The audit team noted that the pedestrian push buttons at this intersection were further away from the ramps
than stated in the ADA requirements. Additionally, each mast arm at this intersection has only one overhead
signal but each approach has multiple lanes with additional signals on the posts. Some of the signals were
also missing back plates and none of them have retroreflective borders.
Potential safety enhancements
• Evaluate if push button locations are ADA-compliant and if not, relocate to ensure compliancy.
• Evaluate adequate placement of signals equipment with respect to the number of approaching lanes
in all directions.
• Consider installing back-plates and retro-reflective borders to the signals to improve equipment
visibility.
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Final Report
Signal Timing and Phasing
Observations
Exclusive pedestrian phasing is provided at this intersection.
The audit team noted that pedestrians cross diagonally at this
location to avoid the long signal cycle (See Figure 34).
However, the timing of the phase does not accommodate for the
distance to cross diagonally. It was also noted that the
pedestrian pushbuttons are “dummy” buttons and the WALK
phase is included in every cycle. Additionally, the cycle length
was over three minutes which creates excessive delays for all
roadway users and leads to aggressive disregard of signals.
Potential safety enhancements
• Adjust exclusive pedestrian time to accommodate for
diagonal crossing distance.
• Evaluate the appropriateness of providing concurrent
pedestrian crossings.
• Evaluate converting the “dummy” pedestrian
pushbuttons to actually activated pushbuttons so that
the exclusive pedestrian phase is only called when pedestrian actuated.
• Re-time existing cycle length so it is shorter to reduce pedestrian wait times.
Figure 34: Pedestrians observed crossing
diagonally on Main Street at King
Street/Pleasant Street
Signage
Observations
The audit members pointed out that the low clearance sign for the
two railroad bridges at this intersection located on the mast arm
was not very visible (See Figure 35). The lack of sign visibility
might have been a contributor to the eleven crashes involving
trucks with the railroad bridges.
Potential safety enhancements
• Evaluate the condition and location of the low clearance
sign to increase visibility. Ensure that the signage is MUTCD
compliant.
Figure 35: Low clearance sign for the
railroad bridges on the mast arm was
not visible
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Pedestrian Accommodations
and Crossings
Observations
Members of the audit team noted that the
northwest corner of this intersection has
limited sidewalk space but has a high
volume of pedestrians looking to cross. That
corner is also next to a well-used bus stop
just west of an angled ValleyBike bikeshare
station that occupies the sidewalk space at
this corner (See Figure 36).
Potential safety enhancements
• Consider Northampton Courthouse
easement to widen this portion of
the sidewalk to accommodate more
pedestrians.
• Evaluate narrowing the roadway as it is currently too wide for two westbound lanes.
Main Street at Strong Avenue and the railroad bridges
Roadway Geometry
Observations
Audit team members observed that the Main Street
westbound traffic coming from Bridge Street doesn’t always
stop before making a left onto Strong Avenue.
Potential safety enhancements
• Evaluate feasibility of tightening the intersection at
Strong Avenue by using curb extensions that would
force vehicles to stop before turning and prevent
them from making a wide turn.
Pavement Markings and Conditions
Observations
The audit team observed that there were no pavement
markings on Strong Avenue which could be a source of
confusion. Additionally, the pavement surface was noted to
Figure 37: Parallel parking under the be cracking under the bridges. railroad bridges
Potential safety enhancements
• Install appropriate pavement markings on Strong Avenue.
Figure 36: ValleyBike bikeshare station at the northwest
corner of Main Street and King Street
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
• Improve drainage under the bridge and repave as necessary to improve pavement conditions.
Signage
Observations
The audit team pointed out that the flashing lights indicating caution for trucks under the railroad bridges
for trucks is often on, which has resulted in people ignoring the sign. Audit members also mentioned that
the rail trail access from the bridge is hidden and non-intuitive.
Potential safety enhancements
• Evaluate feasibility for a laser actuated sign that will detect heavy trucks at adjacent intersections
for diversion from the railroad bridges.
• Install wayfinding tools to direct people to the rail trail access point.
Pedestrian Accommodations and Crossings
Observations
The audit team noted that the Main Street
crosswalk at Strong Avenue is diagonal due to
issues with sidewalk grading. Additionally, there
is a driveway with a steep curb cut adjacent to the
crosswalk on the north side of Main Street (See
Figure 38). This driveway portion was identified
to be Commonwealth-owned and can be
accessed by King Street or Merrick Lane. Sight
lines to and from the driveway were observed to
be restricted due to the on-street parallel parked
vehicles along the north side of Bridge Street
immediately east of the driveway. Pedestrian
access from parallel parking was also brought up
as a concern as currently, the sidewalk is at much
higher grade than roadway and people have to
walk on the travel lane after getting out of the parallel parking spot.
Potential safety enhancements
• Evaluate feasibility of removing the driveway and limit parking lot access to Merrick Lane from
King Street.
• If parking lot access can be closed, move crosswalk across Main Street to westbound approach for
better geometry.
• Consider curb extensions to shorten the pedestrian crossing on Main Street.
• Consider feasibility of safety enhancements including a secondary sidewalk at street level on one
or both sides of the street for people to access parking spaces. May require removal of parking from
one side of the street.
Figure 38: Driveway with steep curb cut adjacent to
Main Street crosswalk at Strong Avenue
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Figure 39: Railroad Bridge dented due to
several truck collisions
Bicycle Accommodations
Observations
The audit team noted that there was very limited bicycle parking around this area.
Potential safety enhancements
• Consider installing more bicycle parking at this section.
Freight Accommodations
Observations
The audit team noted that truck collisions continue to be a
problem regardless of signage improvements. The crash
report identified that out of the total 20 crashes at this
location, 11 (55%) involved trucks hitting the bridge.
During the audit, there were dents on the westbound side
of the bridge that show evidence of the crashes (See Figure
39). The protocol for truck rescue was brought up to be a
big hassle requiring police effort, creating delays and other
issues. MassDOT members mentioned that they are
working with industry partners to warn drivers to change
their route well before Main Street near the highway. It
was also noted that currently, the truck escape route to
avoid the railroad bridges is to go down Hawley Street,
Philips Place, Pomeroy Terrace, and then to Bridge Street
eastbound. However, there are issues with trucks
travelling on these routes as the areas are residential and
potentially unsuitable as frequent truck routes.
Potential safety enhancements
• Evaluate feasibility for a laser actuated sign that
will detect heavy trucks at adjacent intersections for diversion from the railroad bridges, and a more
aggressive warning system with the police help number.
Bridge Street at Market Street and Hawley Street
Roadway Geometry
Observations
Audit members noted that Hawley Street is a key school walking route, that there is future residential
development planned, and the business district is expanding in this direction. The Post Office is located just
northeasterly of the intersection and audit members noted that this created vehicular movements along
Hawley Street and Bridge Street to access and egress the site while visiting the site or utilizing the site as a
cut-through to avoid the signal at the study area intersection. The high activity the Post Office driveways
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
experience may have contributed to two crashes that involved a vehicle leaving the parking lot and the three
rear-end collisions potentially from vehicles abruptly deciding to enter the driveways.
Audit team members mentioned that Hawley Street is often the entrance to the route that trucks will use
upon realizing that they will not clear the bridge height restriction to the rail bridge across Bridge Street
immediately west of the intersection. Audit team members also noted the skewed offset between the Market
Street and Hawley Street approaches. The Market Street approach was noted to be particularly narrow while
the Hawley Street approach was noted to be wider. The wide geometry of Hawley Street and misalignment
of the minor street approaches at the intersection may have contributed to the reported five turning-vehicle
crashes that occurred within the intersection.
Potential Safety Enhancements
• Consider narrowing the Hawley Street approach to better align the Hawley Street and Market Street
approaches.
• Install lane tracking pavement markings.
Pavement Markings and Conditions
Observations
All approaches at the intersection of Bridge Street at Market Street
and Hawley Street provide one travel lane in each direction. Audit
team members noted that both Market Street and Hawley Street
provide no centerline separating the opposing travel lanes.
Potential Safety Enhancement
• Install double yellow centerlines along Market Street and
Hawley Street approaches.
Signal Equipment
Observation
The intersection of Bridge Street at Market Street and Hawley Street
is a signalized intersection that, as previously discussed under
Corridor-wide Observations, has dated signal equipment (See
Figure 40). Signal heads for Bridge Street are provided overhead on
mast arms, while the Market Street and Hawley Street approaches provide signal heads mounted on street
side posts. Audit team members also noted a telephone pole, and traffic signal pole located on the southeast
corner of the intersection are often struck by heavy vehicles who are forced to travel along Hawley Street
or Bridge Street eastbound due to the truck height restriction.
Potential Safety Enhancement
• Relocate Market Street and Hawley Street signal heads to overhead mast arms to increase visibility.
• Consider relocating the telephone pole to reduce the risk of heavy vehicles striking the pole while
performing a turn to or from Hawley Street
Figure 40: Outdated pedestrian push
button
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Signal Timing and Phasing
Observation
The intersection of Bridge Street at Market Street and Hawley Street is a signalized intersection that
operates on a three-phase cycle, including an exclusive pedestrian phase. The cycle consists of both Bridge
Street eastbound and westbound approaches, followed by an exclusive pedestrian phase actuated by
pushbuttons, then the Market Street southbound and Hawley Street northbound approaches. Left-turn
movements from all approaches are permissive, which requires vehicles to attempt to find gaps within the
vehicular traffic traveling through the intersection. This may have been a contributing factor for the five
crashes within the intersection and involved a left-turning vehicle.
During the site visit, audit members observed multiple vehicles turn right during their red signal,
particularly during the exclusive pedestrian phase. Furthermore, multiple pedestrians were observed to
cross the intersection diagonally during the exclusive pedestrian phase. The existing signal phase provides
Flashing Don’t Walk time for pedestrians crossing a single approach and does not provide adequate time
for a pedestrian to safely traverse the intersection diagonally within the time provided.
Potential Safety Enhancement
• Evaluate providing protected left-turn phasing to increase safety for turning vehicles.
• Evaluate restricting right-turns on red to increase safety for pedestrians.
• Evaluate providing concurrent pedestrian crossing phasing to improve delay for all users.
• Retime the exclusive pedestrian phase to provide adequate crossing time for pedestrians crossing
the intersection diagonally.
Signage
Observation
The rail bridges overpass is located approximately 70 feet west
of the intersection of Bridge Street at Market Street and Hawley
Street. There is a bridge height restriction right located on both
directions along Main Street (See Figure 41). The bridge height
restriction sign was noted to not have the fluorescent ambers that
increase sign visibility.
Potential Safety Enhancement
• Replace the bridge height restriction signage with a high
visibility sign with ambers.
Figure 41: Bridge height restriction sign
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Final Report
Page 49
Summary of Road Safety Audit
Based on observations and discussions, the RSA team identified the issues and potential enhancements that
could improve safety along Main Street and Bridge Street in Northampton, MA. The timeframe and costs
are categorized below in Table 3 and Table 4.
Table 3. Estimated Time Frame
Table 4. Estimated Costs
Time Frame Number of Years
Short-Term <1 Year
Mid-Term 1-3 Years
Long-Term >3 Years
Cost category Dollar Amount
Low <$10,000
Medium $10,001-$50,000
High >$50,000
Table 5 to Table 14 lists each safety issue and the corresponding potential safety enhancements, for each
intersection and corridor-wide, that were discussed at the audit and within the previous section. These tables
include the safety benefit, estimated timeframe for completion, estimated construction cost, and the
responsible agency for each observed safety issue and potential safety enhancement. Safety payoff
estimates are subjective and may be based on the relative percent of crashes that may be reduced by the
enhancement based on known and documented crash reduction factors, if available, or estimated crash
reduction based on a stated source.
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Table 5. Potential Safety Enhancement Summary: Main Street/Bridge Street (Corridor-Wide)
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Roadway
Geometry
Evaluate the feasibility of narrowing the
roadway corridor and reallocate available space
for vulnerable users to increase safety and
accessibility.
High Long-Term High City of Northampton
Evaluate the need for and feasibility of
providing existing and potential designated turn
lanes.
Medium Mid-Term Medium City of Northampton
Evaluate the number and mix of travel lanes
needed for the intersection and stripe travel
lanes, accordingly.
Medium Mid-Term Medium City of Northampton
Evaluate the feasibility of curb extensions at
intersections to increase sight lines from the
minor approaches and increase safety for
pedestrians. Consideration should be given to
the potential interference with bicycle lanes.
High Mid-Term Medium City of Northampton
Evaluate the feasibility of installing RRFBs or
other crossing enhancement signage to
improve crosswalk visibility.
Medium Short-Term Low City of Northampton
Reinstall missing or faded pavement markings
Pavement
Markings and
Conditions
to reduce vehicular confusion and improve
vehicular and pedestrian safety. Consider
updating the markings with longer-lasting
thermoplastic or polyurea markings and/or
Medium Short-Term Low City of Northampton
recessed markings
Signal
Equipment
Replace outdated and old signal equipment,
where necessary. Medium Short-Term Medium City of Northampton
Evaluate signal head locations according to
lane locations and relocate to appropriate
location to increase signal visibility. Evaluate
the need to upgrade all traffic signal
infrastructure and assess mast arm capacity.
Medium Short-Term Medium City of Northampton
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Install retroreflective backplates on signals to
improve signal visibility. Low Short-Term Low City of Northampton
Update signal equipment with APS push
buttons and pedestrian countdown timers for all
signalized intersections to increase safety for
pedestrians.
High Mid-Term Medium City of Northampton
Evaluate the use of camera detection rather
than loop detectors that are currently being
used.
Low Mid-Term Medium City of Northampton
Signal Timing
and Phasing
Evaluate signal re-timing and phasing at all
signalized intersections to reduce delays. High Mid-Term Low City of Northampton
Consider signal coordination along the corridor,
with the need for transit pre-emption where
appropriate.
Medium Mid-Term Low City of Northampton
Evaluate the preferred pedestrian phasing for
the corridor and provide consistent pedestrian
phasing throughout the corridor.
High Mid-Term Low City of Northampton
Install pedestrian advance walk signals for any
intersections that have concurrent
vehicle/pedestrian phases.
Medium Short-Term Low City of Northampton
Consider implementing LPIs for all signalized
crosswalks to increase pedestrian visibility and
safety.
Medium Short-Term Low City of Northampton
Evaluate duration of flashing “Don’t Walk”
times. Medium Short-Term Low City of Northampton
Signage
Evaluate signage along the corridor and at
study area intersections. Remove and replace
all non-compliant MUTCD signs. All new signs
should confirm to current MUTCD standards.
Low Short-Term Low City of Northampton
Remove unnecessary signage to reduce sign
clutter and potential confusion Low Short-Term Low City of Northampton
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Pedestrian
Accommodati
ons and
Crossings
Consider widening sidewalks using reinforced
concrete materials to narrow the roadway,
provide more pedestrian space, and
accommodate sidewalk cafes without
sacrificing pedestrian clearances.
High Long-Term High City of Northampton
Consider implementing curb extensions to
shorten crossing distances and increase
pedestrian safety. Consideration should be
given to the potential interference with bicycle
lanes.
High Mid-Term Medium City of Northampton
Consider installing enhanced crossing
treatments, such as a hawk signal or
Rectangular Rapid Flashing Beacon (RRFB) at
crosswalks to increase visibility and
compliance.
Medium Short-Term Low City of Northampton
Consider replacing bricks in the buffer spaces
next to the sidewalk with smoother, ADA-
compliant surface treatment including
consideration for design to enhance infiltration
from surface drainage (such as porous
pavement, rain gardens etc.)
Low Short-Term Low City of Northampton
Evaluate lighting along the corridor and above
minor street approaches and install or replace
where necessary to improve visibility and safety
in low-light conditions.
Medium Short-Term Low City of Northampton
Reinstall crosswalks with high visibility
thermoplastic crosswalks to increase visibility. High Short-Term Low City of Northampton
Evaluate and upgrade all ramps and sidewalks
to be ADA-compliant. High Short-Term Medium City of Northampton
Evaluate feasibility of raised crossings to slow
vehicular traffic at key crosswalks. Coordination
with the Police and Fire Departments should be
considered.
High Long-Term High City of Northampton
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Bicycle
Accommodati
ons
Evaluate the feasibility of providing protected
and/or separated bicycle accommodation
throughout the corridor.
High Long-Term High City of Northampton
Consider installing high-friction surface
treatment for bike lanes especially at
intersections, high-volume driveways or areas
where traffic is merging to another lane and
crossing the bike lane.
Medium Short-Term High City of Northampton
Consider dedicated pavement markings for
bicycles turning left from bicycle lanes including
two-stage turn queue boxes at intersections.
Medium Short-Term High City of Northampton
Add enhancements along the corridor, including
signage and wayfinding, to provide better Rail
Trail connections
Low Short-Term Low City of Northampton
Assess bicycle parking locations, styles, and
supply. Consider additional bicycle parking
options including corrals, bike racks, bicycle
storage boxes, etc.
Medium Mid-Term Low City of Northampton
Evaluate bikeshare locations to maximize
pedestrian space and improve access to
bicycles.
Low Short-Term Low MassDOT/City of
Northampton
Transit
Accommodati
ons
Coordinate with PVTA and other relevant
stakeholders to evaluate bus stop locations
corridor wide. Consideration should be given to
bus operations with the Amtrak station.
Medium Long-Term Medium MassDOT/City of
Northampton
Consider including transit priority with any
future signal upgrades. Medium Mid-Term Low MassDOT/City of
Northampton
Discuss upgrading transit facilities with all
transit authorities’ needs (such as concrete
pads, shelters, benches with compatible
seating, real-time electrical connections, bike
racks, etc.).
Medium Long-Term Low MassDOT/City of
Northampton
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Parking and
Loading
Evaluate the feasibility of designating loading
zones and specified loading times. Medium Long-Term Low City of Northampton
Restrict parking within appropriate distances of
all fire hydrants and crosswalks to improve
safety and accessibility to the hydrants and
crosswalks.
Medium Short-Term Low City of Northampton
Evaluate alternate parking schemes including
removal of parking, reverse-angle parking,
parallel parking etc.
High Long-Term Medium City of Northampton
Restripe parking to provide consistent parking
stall widths and angles. Low Short-Term Low City of Northampton
Provide adequate daylighting for on-street
parking from all crosswalks based on sight
distance requirements.
Medium Short-Term Low City of Northampton
Evaluate the number of ADA parking spaces
along the corridor to ensure demand is met. Low Short-Term Low City of Northampton
Evaluate parking and loading spaces for the
police, taxi, and ride share services. Low Short-Term Low City of Northampton
Install parking garage wayfinding signage. Low Short-Term Low City of Northampton
Evaluate truck routes that provide access
Freight
Accommodati
ons
without taking away space from the corridor.
Alternate route options should be coordinated
at the federal level. Care must be taken,
however, to avoid diverting vehicles that bring
business to downtown.
Medium Long-Term Medium MassDOT/City of
Northampton
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Table 6. Potential Safety Enhancement Summary: Main Street at Elm Street/West Street and State Street/New
South Street
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Roadway
Geometry
Evaluate the feasibility of a roundabout or a
peanut-about treatment to better
accommodate traffic demands and deter
speeding.
High Long-Term High City of Northampton
Evaluate options that tighten the
intersection box to reduce crosswalk and
vehicle distances crossing the intersection.
High Long-Term High City of Northampton
Confirm that the number of feeding lanes
match the receiving lanes to avoid merging
problems.
Medium Short-Term Low City of Northampton
Extend the median on Main St, between
West Street and State Street, to prohibit
vehicles from turning left out of the
residential driveway.
Medium Mid-Term Low City of Northampton
Consider prohibiting U-turns for the Main
Street westbound approach. Low Short-Term Low City of Northampton
Pavement
Markings and
Conditions
Install advanced lane designation markings
where appropriate to reduce driver
confusion.
Medium Short-Term Low City of Northampton
Implement lane tracking pavement
markings for West Street throughs and right
turns.
Low Short-Term Low City of Northampton
Evaluate and relocate the New South
Street stop bar location to maximize sight
lines.
Low Short-Term Low City of Northampton
Evaluate narrowing the size of the stop
bar/box at Main/State/New South to reduce
crossing distances for vehicles and
pedestrians.
Low Short-Term Low City of Northampton
Reinstall the Main Street bicycle queue box
with appropriate green paint. Medium Short-Term Low City of Northampton
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Signal Equipment
Evaluate the effectiveness and safety of
green right-turn arrow versus the green ball
options to reduce driver confusion.
Medium Short-Term Low City of Northampton
Evaluate pedestrian head crossing height
to meet MUTCD standards. Low Short-Term Low City of Northampton
Evaluate Main Street westbound signal
head at State Street. Replace yellow ball if
necessary or replace signal head with
three-section signal head, as appropriate.
Low Short-Term Low City of Northampton
Replace the Main Street eastbound green
arrow with a green ball. Low Short-Term Low City of Northampton
Signal Timing and
Phasing
Evaluate signal timing and phasing to allow
for efficient and safe flow of traffic based on
existing demands of all users.
High Short-Term Low City of Northampton
Address the length of the full signal cycle
that leads to excessively aggressive
pedestrian and vehicle movements (e.g.,
jaywalking, continuing through intersections
into the red cycle).
High Short-Term Low City of Northampton
Signage
Remove unnecessary signage and to
reduce sign clutter and potential confusion. Low Short-Term Low City of Northampton
Install lane assignment signage to reduce
driver confusion. Medium Short-Term Low City of Northampton
Remove outdated “Stop for pedestrians
when turning” sign and the box from the
traffic signal.
Low Short-Term Low City of Northampton
Evaluate appropriate placement of signs to
reduce confusion and improve visibility. Medium Short-Term Low City of Northampton
Pedestrian
Accommodations
and Crossings
Evaluate feasibility of providing a
designated crossing with appropriate safety
enhancements across Elm Street, either at
Main Street or midblock.
High Mid-Term Medium
City of
Northampton/Smith
College
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Evaluate feasibility of installing sidewalks
from the west corner of Elm Street at West
Street along the north side of West Street
to provide safe pedestrian accommodations
to the on-street parking along West Street.
Medium Mid-Term Medium
City of
Northampton/Smith
College
Evaluate the feasibility of relocating the
diagonal Main Street crosswalk to provide a
shorter and safer crossing.
Recommendations included: a crosswalk
west of State Street or across Elm Street.
High Mid-Term Low City of Northampton
Restripe the diagonal crosswalk with
continental-style crosswalk markings (the
standard for all other downtown
crosswalks).
Low Short-Term Low City of Northampton
Consider widening the median at West
Street to provide an ADA-compliant
pedestrian refuge with detectable warning
panels.
High Short-Term Low City of Northampton
Bicycle
Accommodations
Consider reinstalling queue box with green
paint. Medium Short-Term Low City of Northampton
Consider providing a two-stage turn box in
front of the crosswalk at the northbound
West Street approach to facilitate turns for
less-experienced bicyclists.
High Short-Term Low City of Northampton
Consider realigning the Elm Street travel
lanes and bicycle lane. High Long-Term High City of Northampton
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Table 7. Potential Safety Enhancement Summary: Main Street at Masonic Street
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Roadway Consider restricting left turns from Masonic
Street to discourage the unsafe vehicular High Short-Term Low City of Northampton Geometry maneuvers.
Pavement
Markings and
Conditions
Install “Don’t Block the Box” pavement
markings and signage to ensure that the
intersection is clear from traffic queuing for
vehicles to access and egress Masonic
Street.
Low Short-Term Low City of Northampton
Install stop bar on Masonic Street Low Short-Term Low City of Northampton
Consider installing a centerline on Masonic
Street. Low Short-Term Low City of Northampton
Signage Install stop sign for Masonic Street
southbound approach Low Short-Term Low City of Northampton
Pedestrian
Accommodations
and Crossings
Consider installing a crosswalk across the
Main Street eastbound approach or
widening the existing crosswalk to
accommodate the high volume of
pedestrians and potentially address
jaywalking.
High Short-Term Low City of Northampton
Evaluate the feasibility of installing a hawk
signal or RRFB at the Main Street
crosswalk to provide increased safety for
crossing pedestrians.
Medium Short-Term Low City of Northampton
Consider widening sidewalks, allocating
specific locations for outdoor cafes, or
converting some brick buffers to concrete
sidewalks to ensure that adequate sidewalk
space is available for the pedestrian
demand and to accommodate outdoor
cafes.
Medium Mid-Term Medium City of Northampton
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Final Report
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Consider whether the main transit pulse
point at Pulaski Park should be relocated or
lengthened while minimizing crosswalk
conflicts and if there are any Bus Rapid
Transit light strategies that could increase
the speed of bus loading.
High Short-Term Low City of Northampton
Transit
Accommodations
Mark out individual bus parking spaces to
ensure that buses have a designated
space, and consider providing additional
queueing space for buses on an
intersecting street to accommodate longer
bus layovers.
Medium Short-Term Low City of Northampton
Consider replacing the parking space
between the crosswalk and bus stop with a
curbed bump-out to physically prevent the
buses from encroaching on the crosswalk.
This bump-out would also help reduce
pedestrian crossing distance and improve
pedestrian visibility
High Short-Term Medium City of Northampton
Evaluate potential designated loading
zones to reduce potential conflict. Medium Short-Term Low City of Northampton
Parking and
Loading
Consider parking signage at Center
Street/Main Street to direct vehicles to the
Masonic Street lot.
Low Short-Term Low City of Northampton
Restrict parking within 20 feet of the
intersection to improve visibility. High Short-Term Low City of Northampton
Page 59
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Table 8. Potential Safety Enhancement Summary: Main Street at Cracker Barrel Alley and Crafts Avenue
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Roadway
Geometry
Consider closing the City Hall driveway or
removing public parking in the lot to limit
activity into and out of the driveway
High Long-Term High City of Northampton
Consider closing Crafts Avenue to vehicle
traffic. High Long-Term High City of Northampton
Evaluate the possibility of flipping the one-
way operations for Crafts Avenue and Old
South Street to make Crafts Avenue one-
way northbound and Old South Street one-
way southbound.
High Long-Term Low City of Northampton
Consider adding a turn pocket for the
westbound left turn from Main Street to
Crafts Avenue.
Medium Short-Term Low City of Northampton
Signage Reposition “Do Not Enter” sign to be in
appropriate location to increase visibility. Low Short-Term Low City of Northampton
Pedestrian
Accommodations
and Crossings
Evaluate the feasibility of widening the
sidewalks and/or installing sidewalk
extensions around this area.
High Mid-Term Medium City of Northampton
Consider restricting parking on the
southwest corners of the intersection to
improve visibility between motorists and
pedestrians.
High Short-Term Low City of Northampton
Bicycle
Accommodations
Evaluate the feasibility of adding a
connection along Crafts Avenue towards the
rail trail/bike path.
High Long-Term High City of Northampton
Transit
Accommodations
Coordinate with PVTA on changes to bus
route, especially, if the roadway is to be
closed.
High Long-Term Low City of Northampton
Parking and
Loading
Remove the parking spot in front of City Hall
to create additional sidewalk space,
potentially shortening the crosswalk length,
and improve pedestrian visibility.
Medium Short-Term Low City of Northampton
Page 60
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Table 9. Potential Safety Enhancement Summary: Main Street at Old South Street
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Install curb extensions and relocate the stop
bar further north on Old South Street so
vehicles can queue on flatter road surface
and do not have to accelerate to pass the
intersection.
High Mid-Term Medium City of Northampton
Roadway
Geometry
Evaluate the possibility of flipping the one-
way operations for Crafts Avenue and Old
South Street to make Crafts Avenue one-
way northbound and Old South Street one-
way southbound.
High Long-Term Low City of Northampton
Consider closing Old South Street to
vehicles. High Long-Term Low City of Northampton
Signage Install appropriate crosswalk signage in all
directions. Low Short-Term Low City of Northampton
Pedestrian
Accommodations
and Crossings
Evaluate feasibility of moving rainbow
crosswalk closer to Old South Street
intersection.
Medium Short-Term Low City of Northampton
Page 61
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Table 10. Potential Safety Enhancement Summary: Main Street at Center Street
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Roadway
Geometry
Consider restricting left turns and turning the
intersection to a right-in and right-out
roadway.
High Short-Term Low City of Northampton
Pavement
Markings and
Conditions
Install stop bar and sign on Center Street if it
meets warrants. Low Short-Term Low City of Northampton
Consider installing a centerline on Center
Street. Low Short-Term Low City of Northampton
Evaluate relocating the crosswalk on Main
Street slightly west to provide better visibility
from right-turning vehicles from Center
Street to Main Street.
Medium Short-Term Low City of Northampton
Pedestrian
Accommodations
and Crossings
Evaluate making the crosswalk more
perpendicular with Main Street to reduce
crossing distance.
Medium Short-Term Low City of Northampton
Consider installing enhanced crossing
treatments, such as a hawk signal or
Rectangular Rapid Flashing Beacon (RRFB))
at crosswalks to increase visibility and
compliance.
City of Northampton
Page 62
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Table 11. Potential Safety Enhancement Summary: Main Street at Gothic Street
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Roadway
Geometry
Evaluate creating one-ways couplets for
Center Street and Gothic Street. High Long-Term Low City of Northampton
Consider restricting left turns and turning the
intersection to a right-in and right-out
roadway.
High Short-Term Low City of Northampton
Extend the median on Main Street to restrict
left turns. Medium Short-Term Low City of Northampton
Pavement
Markings and
Conditions
Install stop bar and sign on Gothic Street if it
meets warrants. Low Short-Term Low City of Northampton
Consider installing a centerline on Gothic
Street. Low Short-Term Low City of Northampton
Pedestrian
Accommodations
and Crossings
Consider installing a crosswalk across Main
Street. High Short-Term Low City of Northampton
Parking and
Loading
Consider alternate parking schemes to
prevent head-in angle parking crashes
including removal of parking spots, reverse-
angle parking, parallel parking, etc.
High Long-Term Medium City of Northampton
Page 63
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Table 12. Potential Safety Enhancement Summary: Main Street at King Street and Pleasant Street
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Roadway Geometry Evaluate the impact of new left-turn
lane on Pleasant Street. Low Short-Term Low City of Northampton
Pavement Markings
and Conditions
Consider moving the stop bar on
Pleasant Street further south to allow
for adequate turning space for trucks
and fire vehicles without encroaching to
the centerline and reducing any
oncoming traffic-related conflicts.
Medium Short-Term Low City of Northampton
Evaluate the feasibility of installing
mountable truck aprons to keep the
radii as is while allowing truck
movements
Medium Mid-Term Medium City of Northampton
Consider installing clearer right-turn-
only pavement markings for the
eastbound right-turning lane on Main
Street.
Medium Short-Term Low City of Northampton
Considering moving the island on Main
Street west of Pleasant and King
northerly to provide more space for the
tight eastbound movements and reduce
excess space for westbound
movements.
Medium Mid-Term Medium City of Northampton
Signal Equipment
Evaluate if push button locations are
ADA-compliant and if not, relocate to
ensure compliancy.
Medium Short-Term Medium City of Northampton
Evaluate adequate placement of
signals equipment with respect to the
number of approaching lanes in all
directions.
Medium Short-Term Medium City of Northampton
Consider installing back-plates and
retro-reflective boarders to the signals. Medium Short-Term Medium City of Northampton
Page 64
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Adjust exclusive pedestrian time to
accommodate for diagonal crossing
distance.
Medium Short-Term Low City of Northampton
Signal Timing and
Phasing
Evaluate the appropriateness of
providing concurrent pedestrian
crossings.
Low Short-Term Low City of Northampton
Evaluate converting the “dummy”
pedestrian pushbuttons to actually
activated pushbuttons so that the
exclusive pedestrian phase is only
called when pedestrian actuated.
Low Short-Term Low City of Northampton
Re-time existing cycle length so it is
shorter to reduce pedestrian wait times. Medium Short-Term Low City of Northampton
Signage
Evaluate the condition and location of
the low clearance sign to increase
visibility.
Medium Short-Term Low City of Northampton
Pedestrian
Accommodations and
Crossings
Consider Northampton Courthouse
easement to widen this portion of the
sidewalk to accommodate more
pedestrians.
Medium Mid-Term Medium City of Northampton
Page 65
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Table 13. Potential Safety Enhancement Summary: Main Street at Strong Avenue and railroad bridge
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Roadway Geometry
Evaluate feasibility of tightening the
intersection on Strong Avenue by using
curb extensions that would force
vehicles to stop before turning and
prevent them from making a wide turn.
High Long-Term Medium City of Northampton
Pavement Markings
and Conditions
Install appropriate pavement markings
on Strong Avenue. Medium Short-Term Low City of Northampton
Improve drainage under the bridge and
repave as necessary to improve
pavement conditions.
Medium Long-Term Medium MassDOT/City of
Northampton
Signage
Evaluate feasibility for a laser actuated
sign that will detect heavy trucks at
adjacent intersections for diversion from
Railroad Bridge.
High Long-Term Medium MassDOT
Install wayfinding tools to direct people
to the rail trail access point. Low Short-Term Low MassDOT/City of
Northampton
Pedestrian
Accommodations and
Crossings
Evaluate feasibility of removing the
driveway and limited parking lot access
to Merrick Lane.
High Long-Term Medium City of Northampton
If parking lot access can be closed,
move crosswalk across Main Street to
westbound approach for better
geometry.
Medium Long-Term Low City of Northampton
Bicycle
Accommodations
Consider installing more bicycle parking
at this section. Low Short-Term Low City of Northampton
Freight
Accommodations
Evaluate feasibility for a laser actuated
sign that will detect heavy trucks at
adjacent intersections for diversion from
the railroad bridges, and a more
aggressive warning system.
High Long-Term Medium MassDOT
Page 66
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Table 14. Potential Safety Enhancement Summary: Bridge Street at Market Street and Hawley Street
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Roadway Geometry
Consider narrowing the Hawley Street
approach to better align the Hawley
Street and Market Street approaches.
High Long-Term High City of Northampton
Install lane tracking pavement markings. Low Short-Term Low City of Northampton
Signal Equipment
Relocate Market Street and Hawley
Street signal heads to overhead mast
arms to increase visibility.
Low Short-Term Low City of Northampton
Consider relocating the telephone pole
to reduce the risk of heavy vehicles
striking the pole while performing a turn
to or from Hawley Street.
Low Short-Term Low City of Northampton
Signal Timing and
Phasing
Evaluate providing protected left-turn
phasing to increase safety for turning
vehicles.
High Short-Term Low City of Northampton
Evaluate restricting right-turns on red to
increase safety for pedestrians. Medium Short-Term Low City of Northampton
Evaluate providing concurrent
pedestrian crossing phasing to improve
delay for all users.
Medium Short-Term Low City of Northampton
Retime the exclusive pedestrian phase
to provide adequate crossing time for
pedestrians crossing the intersection
diagonally.
Medium Short-Term Low City of Northampton
Signage
Replace the bridge height restriction
signage with a high visibility sign with
ambers.
Medium Short-Term Low City of Northampton
Page 67
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Appendix A. RSA Meeting Agenda
Road Safety Audit
Northampton, MA
Main Street/Bridge Street
Elm Street/West Street to Market Street/Hawley Street
Meeting Location: City Council Chambers
212 Main Street
Northampton, MA
Thursday, November 21st, 2019
8:00 AM –6:00 PM
Type of meeting: Road Safety Audit
Attendees: Invited Participants to Comprise a Multidisciplinary Team
Please bring: Thoughts and Enthusiasm!!!
8:00 AM Welcome and Introductions
8:30 AM Discussion of Safety Issues
Crash history,– provided in advance
Existing Geometries and Conditions
10:00 AM Site Visit
We will begin at Main Street at Elm Street and West Street, working out way west.
As a group, identify areas for improvement
12:00 PM Lunch and Discussion of Potential Improvements
Lunch will be provided at Fitzwilly’s
Discuss observations and finalize safety issue areas
Discuss potential improvements and finalize recommendations
2:00 PM Site Visit
We will pick-up wherever we left off for the site visit portion of the RSA
4:00 PM Discussion of Potential Improvements
Meet at the Northampton Council on Again, Great Room, 67 Conz Street
Discuss observations and finalize safety issue areas
Discuss potential improvements and finalize recommendations
6:00 PM Adjourn for the Day – but the RSA has not ended
Instructions for Participants:
Before attending the RSA on November 21st, participants are encouraged to drive/walk
through the study area and complete/consider elements on the RSA Prompt List with a
focus on safety.
All participants will be actively involved in the process throughout. Participants are
encouraged to come with thoughts and ideas, but are reminded that the synergy that
develops and respect for others’ opinions are key elements to the success of the
overall RSA process.
After the RSA meeting, participants will be asked to comment and respond to the
document materials to assure it is reflective of the RSA completed by the
multidisciplinary team.
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Appendix B. RSA Audit Team Contact List
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Participating Audit Team Members
Audit Team
Members Agency/Affiliation Email Address Phone Number
Wayne Feiden Northampton Planning and
Sustainability wfeiden@northamptonma.gov 413-587-1265
Carolyn Misch Northampton Planning and
Sustainability cmisch@ northamptonma.gov 413-587-1287
Ann-Marie Moggio Northampton Parks and
Recreation amoggio@ northamptonma.gov 413-587-1040
David Veleta Northampton Public Works dveleta@ northamptonma.gov 413-587-1570 x
4310
Maggie Chan Northampton Public Works mchan@ northamptonma.gov
Nanci Forrestall Northampton Parking
Administration nforrestall@ northamptonma.gov 413-587-1025
Jody Kasper Northampton Police Department jkasper@ northamptonma.gov 413-587-1100
Andrew Pelis Northampton Fire Department apelis@ northamptonma.gov 413-587-1241
Amy Cahillane Downtown Northampton
Association amy@northamptondna.com 413-387-5145
Bao Lang MassDOT District 2 Traffic
Operations bao.lang@dot.state.ma.us 413-582-0547
Katherine Masztal MassDOT District 2 katherine.masztal@dot.state.ma.us
Laura Hanson MassDOT District 2 Bicycle and
Pedestrian Coordinator
laura.hanson@dot.state.ma.us 413-582-0589
Ana Fill MassDOT Traffic and Safety
Engineering
ana.fill@dot.state.ma.us 857-368-9648
Kevin Fitzgerald MassDOT Traffic and Safety
Engineering
kevin.t.fitzgerald@dot.state.ma.us 857-368-9619
Christopher Ng MassDOT Traffic and Safety
Engineering
christopher.ng@dot.state.ma.us
Gary Roux Pioneer Valley Planning
Commission
gmroux@pvpc.org 413-781-6045
Khyati Parmar Pioneer Valley Planning
Commission
kparmar@pvpc.org 413-781-6045 x 319
Galen Mook Massachusetts Bicycle Coalition galen@massbike.org 617-542-2453
Dano Weisbord Smith College dweisbord@smith.edu 413-585-3352
Heather Georgallas Toole Design Group hgeorgallas@tooledesign.com 617-619-9910 x 219
Lydia Hausle Toole Design Group lhausle@tooledesign.com 617-619-9910 x 221
Sneha Adhikari Toole Design Group sadhikari@tooledesign.com 617-619-9910 x 207
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Appendix C. Detailed Crash Data
2 Oliver Street, Suite 305, BOSTON, MA 02109 PHONE: 617.619.9910 FAX: 301.927.2800 www.tooledesign.com MAIN ST N
Crash Data Summary Table (2015-2017)
Town of Northampton: Main Street at Elm St/West St/State St/New South St
Crash Date Crash Day Time of Day Manner of Collision Light Condition Weather
Condition
Road
Surface Driver Contributing Code Comment
m/d/y Type Type Type Type Type D1 D2 D3 P1 P2
1 1/13/2015 Tuesday 9:47 AM Rear-end Daylight Clear Dry Inattention 35 69
V1 travelling westbound on Elm St rear-ended by V2. V2 operator stated not seeing
light turn red.
2 1/30/2015 Friday 3:16 PM Angle Daylight Clear Dry No improper driving 32
V1 eastbound on Main Street next to V2 when V1 experienced mechanical issues and
was unable to turn without colliding with V2
3 2/6/2015 Friday 8:13 AM Angle Daylight Clear Wet Glare 40 51 V1 eastbound on Elm St while V2 west on Elm making a left turn to West St collide
4 3/23/2015 Monday 2:52 PM Sideswipe, same direction Daylight Clear Dry Inattention 23 50
V1 southbound on State St tries to merge into right turning lane hits V2 heading
southbound on the right lane
5 3/26/2015 Thursday 1:39 PM Angle Daylight Cloudy/Rain Wet No improper driving 36
V1 (motorcycle) was driving eastbound turning right onto New South St when an
unknown vehicle V2 turning left to New South St hits V1
6 4/8/2015 Wednesday 8:18 PM Single vehicle crash Dark - lighted roadway Rain Wet
Operating vehicle in erratic,
reckless, careless, negligent or
aggressive manner 40
V1 travelling eastbound on Main St about to turn right onto New South St when it
went off the roadway on to the sidewalk and struck a traffic light pole - impaired
driving
7 5/27/2015 Wednesday 11:58 AM Rear-end Daylight Clear Dry Followed too closely 32 35
V1 eastbound stopped at traffic light in right lane on Elm at New South St rear-ends
V2 ahead of it. V2 stated that while light turned green for eastbound through traffic,
it remained red for eastbound right turn.
8 6/4/2015 Thursday 12:01 PM Sideswipe, same direction Daylight Cloudy Dry
Failed to yield right of way / wrong
side of wrong way 22 63
V2 and V1 making left turn onto Main St from New South St when V2 stopped due to
unknown vehicle attempting to go on the left lane. V1 attempting to go around V2
and hit V2. V1 operator throught V2 was trying to get into left lane.
9 6/26/2015 Friday 12:48 PM Single vehicle crash Daylight Clear Dry No improper driving 48 53
V1 travelling south from State St attempting to pass through intersection to go to
New South St when a cyclist tried to go around V1 to make a left turn and hits V1
10 6/29/2015 Monday 9:00 AM Rear-end Daylight Cloudy Wet Unknown 32 24
V2 westbound on Main stopped at traffic signal before continuing on Elm when it
was rear-ended by V1
11 6/29/2015 Monday 3:46 PM Rear-end Daylight Clear/Other Dry Distracted 39 66
V1, V2, V3 eastbound at red light on Elm & West. V2 began to roll forward due to
distraction and hits V1 which subsequently hits V3
12 8/20/2015 Thursday 1:33 PM Rear-end Daylight Clear/Unknown Dry No improper driving 64 64
V1 westbound on Main St stopped at traffic signal before continuing on Elm when it
was rear-ended by V2
13 8/25/2015 Tuesday 4:50 PM
Sideswipe, opposite
direction Daylight Cloudy/Rain Wet
Swerving or avoiding due to wind,
slippery surface, vehicle, object, non-
motorist in roadway, etc 53 39
V2 stopped at red light in left turn lane of Main St to turn left onto New South St
when V1 travelling eastbound on Main when V1 swerved to left to avoid another
vehicle moving into his travel lane and impacted V2
14 9/10/2015 Thursday 7:49 PM Angle Dark - lighted roadway Rain Wet Failed to yield right of way 23 21
V1 westbound making a left turn to West St hits V2 travelling eastbound on Elm St
with right of way
15 9/29/2015 Tuesday 4:57 PM Single vehicle crash Daylight Clear Dry Over-correcting/over-steering 38
V1 eastbound on Main St attemps to pull over to shoulder of roadway but hits V2
parked parallely on Main St
16 11/12/2015 Thursday 9:15 AM Rear-end Daylight Rain Wet Inattention 52 51 V1 travelling northbound on New South St stopped with traffic when V2 rear-ends V1
17 2/14/2016 Sunday 5:48 PM Rear-end Daylight Clear Dry Distracted 41 66
V1 slowing/stopping at traffic rear-ended by V2 (both eastbound) when V2 was
distrated by activity in front of Academy of Music
18 2/19/2016 Friday 4:13 PM Rear-end Daylight Clear Dry Other improper action 23 45
V1 rear-ended by V2 (both northbound) when V1 was waiting for traffic light on New
South St
19 3/9/2016 Wednesday 3:26 PM Single vehicle crash Daylight Clear Dry No improper driving 55 32
Cyclist going eastbound turning south to New South St with high speed hits V1
travelling northbound on New South St
20 4/4/2016 Monday 10:01 AM Rear-end Daylight Snow Wet No improper driving 23 56
V2 northbound stopped at red light on West St & Elm struck by V1 behind V2 due to
snowy condition
21 4/11/2016 Monday 8:14 AM Angle Daylight Cloudy/Rain Wet Inattention 59 52
V1 westbound making a left turn to West St hits V2 travelling eastbound on Elm St
with right of way
22 5/26/2016 Thursday 8:26 AM Angle Daylight Clear/Unknown Dry Inattention 63 46 V1 northbound on New South St to State St hit by V2 eastbound on Main St
23 8/8/2016 Monday 7:00 AM Angle Daylight Clear Dry Failed to yield right of way 31 46
V1 eastbound on Elm St towards Main St hits V2 attempting to make a right turn
from West St to Main St. V2 operator stated having green light.
Crash
Diagram #
Age
Main St (Route 9) at Elm St/West St/State St/New South St
Crash Date Crash Day Time of Day Manner of Collision Light Condition Weather
Condition
Road
Surface Driver Contributing Code Comment
m/d/y Type Type Type Type Type D1 D2 D3 P1 P2
24 8/12/2016 Friday 9:13 PM Angle Dark - lighted roadway Rain Wet Unknown 57 54
V1 westbound making a left turn to West St collides with V2 travelling eastbound on
Elm St . Both operators claimed to have green light.
25 8/26/2016 Friday 4:41 PM Angle Daylight Clear/Other Dry No improper driving 67 22
V1 westbound making a left turn to West St collides with V2 travelling eastbound on
Elm St
26 10/26/2016 Wednesday 12:02 PM Sideswipe, same direction Daylight Clear/Cloudy Dry Failed to yield right of way 42 57
V1 on left lane, V2 in right adjacent lane both going from Elm to Main eastbound. V2
remained in right lane and V1 attempted to change lanes from left to right hitting V2
27 11/16/2016 Wednesday 8:36 PM Angle Dark - lighted roadway Clear Dry Unknown 41 26
V1 westbound making a left turn to West St hits V2 travelling eastbound on Elm St
with right of way. Both operators stated having green light.
28 2/6/2017 Monday 12:52 PM Rear-end Daylight Clear Dry Inattention 60 30
V1 turning left into parking lot towards Academy of Music, V2 southbound
stopped/stopping at South St when it was rear-ended by V3 which caused V2 to
strike V1
29 4/5/2017 Wednesday 2:34 PM Single vehicle crash Daylight Cloudy Dry Other improper action 22
V1 (motorcycle) westbound on Main & State at red light lost control of motorcycle
and hits a pole
30 4/21/2017 Friday 3:12 PM Sideswipe, same direction Daylight Rain/Cloudy Wet Unknown 40 28
V1 & V2 on westbound on Main St at New South St changed lanes to enter the left
turn lane and sideswiped each other
31 8/8/2017 Tuesday 6:41 PM Angle Daylight Clear Dry Unknown 21 63
V2 westbound through Main & State hit by V1 southbound on State turning right
onto Main without right of way
32 8/18/2017 Friday 12:12 PM Angle Daylight Cloudy Wet Failed to yield right of way 54 18
V1 entering traffic lane heading southbound when V2 travelling straight ahead
northbound collide
33 9/13/2017 Wednesday 3:33 PM Angle Daylight Clear Dry Inattention 66 17
V1 westbound making a left turn to West St hits V2 travelling eastbound on Elm St
with right of way
34 10/13/2017 Friday 4:58 PM Sideswipe, same direction Daylight Clear Dry Inattention 66 44
V1 westbound on Main St in left turn only lane, V1 merged into straight lane but then
suddently decided to go left and tried to merge to left turn lane when it hit V2
35 12/11/2017 Monday 7:26 AM Angle Daylight Cloudy Dry Inattention 55 27
V2 westbound making a left turn to West St collides with V1 travelling eastbound on
Elm St. V2 did not realize that V1 also had green light.
36 12/13/2017 Wednesday 2:38 PM Sideswipe, same direction Daylight Clear Dry Inattention 26 17
V1 westbound on Main St in straight travel lane attempts to change lanes into right-
hand only lane and hits V2 already on right hand lane
Crash
Diagram #
Age
Main St (Route 9) at Elm St/West St/State St/New South St
Main Street at Elm St/West St/State St/New South St
Crash month
Jan 2 5.6%
Feb 4 11.1%
Mar 3 8.3%
April 5 13.9%
May 2 5.6%
Jun 4 11.1%
Jul 0 0.0%
Aug 7 19.4%
Sep 3 8.3%
Oct 2 5.6%
Nov 2 5.6%
Dec 2 5.6%
36
Crash day of the week
Sunday 1 2.8%
Monday 8 22.2%
Tuesday 4 11.1%
Wednesday 8 22.2%
Thursday 6 16.7%
Friday 9 25.0%
Saturday 0 0.0%
36
Crash time of day
6AM -
8AM 2 5.6%
8AM - 10AM 6 16.7%
10AM - 12PM 2 5.6%
12PM - 2PM 7 19.4%
2PM - 4PM 8 22.2%
4PM - 6PM 6 16.7%
6PM - 8PM 2 5.6%
8PM - 10PM 3 8.3%
10PM - 12AM 0 0.0%
12AM - 2AM 0 0.0%
2AM - 4AM 0 0.0%
4AM - 6AM 0 0.0%
36
Crash manner of collision
Single Vehicle Crash 5 13.9%
Rear-End 10 27.8%
Angle 14 38.9%
Sideswipe, Same Direction 6 16.7%
Sideswipe, Opposite Direc 1 2.8%
Head-on 0 0.0%
Rear-to-rear 0 0.0%
Unknown 0 0.0%
36
Crash light condition
Daylight 32 88.9%
Dawn 0 0.0%
Dusk 0 0.0%
Dark - Lighted Roadway 4 11.1%
Dark - Roadway Not Lighte 0 0.0%
Dark - Unknown Roadway 0 0.0%
Other 0 0.0%
Unknown 0 0.0%
36
Crash weather condition
Clear 21 58.3%
Cloudy 6 16.7%
Rain 8 22.2%
Snow 1 2.8%
Sleet, Hail, Freezing Rain 0 0.0%
Fog, Smog, Smoke 0 0.0%
Severe Crosswinds 0 0.0%
Blowing Sand, Snow 0 0.0%
Other 0 0.0%
Unknown 0 0.0%
36
Crash roadway surface
Dry 24 66.7%
Wet 12 33.3%
Snow 0 0.0%
Ice 0 0.0%
Sand, Mud, Dirt, Oil, Grave 0 0.0%
Water (Standing, Moving) 0 0.0%
Slush 0 0.0%
Other 0 0.0%
Unknown 0 0.0%
36
Crash driver age
15-20 3 4.6%
21-24 10 15.4%
25-34 9 13.8%
35-44 13 20.0%
45-54 12 18.5%
55-64 12 18.5%
65-74 6 9.2%
75-84 0 0.0%
84+ 0 0.0%
unknown 0 0.0%
65
19.4%
5.6%
11.1%
8.3%
13.9%
5.6%
11.1%
0.0%
19.4%
8.3%
5.6% 5.6% 5.6%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
Jan Feb Mar April May Jun Jul Aug Sep Oct Nov Dec
CRASH MONTH
2.8%
22.2%
11.1%
22.2%
16.7%
25.0%
0.0%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
Sunday Monday Tuesday Wednesday Thursday Friday Saturday
CRASH DAY OF THE WEEK
5.6%
16.7%
5.6%
19.4%
22.2%
16.7%
5.6%
8.3%
0.0% 0.0% 0.0% 0.0%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
6AM -
8AM
8AM -
10AM
10AM -
12PM
12PM -
2PM
2PM -
4PM
4PM -
6PM
6PM -
8PM
8PM -
10PM
10PM -
12AM
12AM -
2AM
2AM -
4AM
4AM -
6AM
CRASH TIME OF DAY
13.9%
27.8%
38.9%
16.7%
2.8% 0.0% 0.0% 0.0%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
35.0%
40.0%
45.0%
50.0%
Single Vehicle
Crash
Rear-End Angle Sideswipe,
Same Direction
Sideswipe,
Opposite
Direction
Head-on Rear-to-rear Unknown
CRASH MANNER OF COLLISION
88.9%
0.0% 0.0%
11.1%
0.0% 0.0% 0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Daylight Dawn Dusk Dark - Lighted
Roadway
Dark - Roadway
Not Lighted
Dark - Unknown
Roadway
Lighting
Other Unknown
CRASH LIGHT CONDITION
58.3%
16.7%
22.2%
2.8% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Clear Cloudy Rain Snow Sleet, Hail,
Freezing
Rain
Fog, Smog,
Smoke
Severe
Crosswinds
Blowing
Sand, Snow
Other Unknown
CRASH WEATHER CONDITION
66.7%
33.3%
0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Dry Wet Snow Ice Sand, Mud,
Dirt, Oil,
Gravel
Water
(Standing,
Moving)
Slush Other Unknown
CRASH ROADWAY SURFACE
4.6%
15.4%
13.8%
20.0%
18.5% 18.5%
9.2%
0.0% 0.0% 0.0%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
15-20 21-24 25-34 35-44 45-54 55-64 65-74 75-84 84+ unknown
CRASH DRIVER AGE
2 Oliver Street, Suite 305, BOSTON, MA 02109 N PHONE: 617.619.9910 FAX: 301.927.2800 www.tooledesign.com
Crash Data Summary Table (2015-2017)
Town of Northampton: Main Street between Masonic St and Old South St
Crash Date Crash Day Time of Day Manner of Collision Light Condition Weather
Condition
Road
Surface Driver Contributing Code Comment
m/d/y Type Type Type Type Type D1 D2 D3 P1 P2
37 2/1/2015 Sunday 12:28 PM Rear-end Daylight Clear Dry Inattention 60 42
V2 eastbound on Main St near Masonic rear-ends V1 stopped in traffic for a
pedestrian at crosswalk
38 7/9/2015 Thursday 9:29 AM Single vehicle crash Daylight Clear/Cloudy Dry Failed to yield right of way 59 52
Pedestrian crossing on marked crosswalk on Main St heading northbound when V1
turning left from Masonic to Main nips pedestrian with the driver side mirror
39 9/26/2015 Saturday 7:53 PM Single vehicle crash Dark - lighted roadway Clear Dry No improper driving 65 28
V1 stopped at Old South to turn left to Main when a cyclist going westbound in
crosswalk crossing Old South hit V1
40 10/19/2015 Monday 12:35 PM Rear-end Daylight Cloudy Dry Inattention 24 18
V1 eastbound on Main St near Masonic rear-ends V2 stopped in traffic for a
pedestrian at crosswalk
41 12/5/2015 Saturday 5:03 PM Single vehicle crash Dark - lighted roadway Clear Dry No improper driving 53 24
V1 turning left from Masonic to enter Main St going eastbound strikes pedestrian in
crosswalk
42 12/8/2015 Tuesday 8:06 AM Angle Daylight Clear Dry Failed to yield right of way 40 23
V1 travelling westbound hits V2 turning left from Masonic to Main eastbound
(courtesy crash)
43 1/21/2016 Thursday 11:28 AM Rear-end Daylight Clear Dry No improper driving 58 49
V2 rear-ended V1 (both westbound) when V1 stopped suddenly when another
vehicle pulled from Masonic St
44 2/9/2016 Tuesday 11:17 AM Single vehicle crash Daylight Clear Wet Unknown unknown 24
Pedestrain northbound on crosswalk when V1 making a left turn from Masonic to
Main St hits pedestrian
45 2/15/2016 Monday 2:59 PM Rear-end Daylight Snow Snow Inattention 48 58
V1 (westbound) stopped for another vehicle to come out of parking spot to park in
that space, V2 (westbound) failed to stop and struck V1 in the rear
46 3/30/2016 Wednesday 5:24 PM Angle Daylight Clear Dry Unknown 77 35
V2 eastbound on Main St slowing for crosswalk hit by V1 northbound at Old South &
Main attempting to turn right onto Main
47 4/2/2016 Saturday 12:47 PM Single vehicle crash Daylight Rain/Snow Wet Other improper action 86 50 23
V1, V2, V3 parked on Main St. V1 drove at an angle to V2 causing V2 to strike two
pedestrians, V1 then reversed and struck V3 at an angle
48 4/27/2016 Wednesday 6:27 PM Single vehicle crash Daylight Clear Dry Over-correcting/over-steering 62
V1 attempting to make a left turn onto Main St from Old South hits traffic island to
swerve away from oncoming traffic
49 7/15/2016 Friday 8:22 AM Single vehicle crash Daylight Clear Dry Inattention 58 V2 parked on Main St struck by V1 (westbound) when stopping to parallel park
50 8/10/2016 Wednesday 9:09 AM Rear-end Daylight Rain Wet Inattention 52 53
V2 eastbound stopped at crosswalk for pedestrian, V1 behind V2 did not see
pedestrian and continued striking V1 on the left rear
51 8/22/2016 Monday 1:08 PM Sideswipe, same direction Daylight Clear Dry Visibility obstructed 38 18
V1 travelling eastbound on Main in inner travel lane sideswiped by V2 when V2 also
going eastbound in outer lane attempted to change lanes. V2 stated not seing red
due to a large parked vehicle in left turn lane.
52 9/19/2016 Monday 10:58 AM Angle Daylight Rain/Cloudy Wet Other improper action 69 23 41
V1 making a left turn from Old South St to Main going westbound. V3 eastbound was
stopped in traffic on Main before Old South St leaving V1 room to turn. V2 eastbound
on Main in left hand lane was not seen by V1 and made contact with V2, V2 spun and
hit V3. (courtesy crash)
53 10/25/2016 Tuesday 8:53 PM Sideswipe, same direction Daylight Clear Dry Failed to yield right of way 20 21
V1 in left lane, V2 in right lane behind V1 (no divider lane). V1 turning right to the
parking spot, V2 going straight struck by V1.
54 11/17/2016 Thursday 8:54 PM Rear-end Dark - lighted roadway Clear Dry Inattention 61 25
V1 behind V2 both westbound, V2 stopped at marked crosswalk for pedestrian, V1
failed to stop and rear-ends V2
55 11/29/2016 Tuesday 8:18 PM Angle Dark - lighted roadway Rain Wet Unknown 23 64
V1 making a northbound left from Old South St westbound onto Main and V2 on
curb lane of Main St going westbound collide
56 12/1/2016 Thursday 8:03 PM Single vehicle crash Dark - lighted roadway Clear Dry
Disregarded traffic signs, signals,
road markings 84
V1 travelling westbound on Main St fails to see pedestrian and hits pedestrian at
marked crosswalk near Masonic St.
57 12/2/2016 Friday 7:46 PM Sideswipe, same direction Dark - lighted roadway Clear Dry
Failure to keep in proper lane or
running off road 33 78 V1 & V2 westbound on Main St approaching Masonic St collide
58 4/30/2017 Sunday 1:21 AM Single vehicle crash Dark - lighted roadway Clear Dry Inattention 64 23 Bus going westbound hits side of parked V2
59 6/17/2017 Saturday 7:12 AM Single vehicle crash Daylight Cloudy Dry No improper driving unknown
V1 was left parking on Main but it was still running and while operator was away, it
rolled backwards and traveled northbound across both lanes of Main St and struck
V2 parked facing westbound on Main St
60 6/23/2017 Friday 10:06 PM Angle Dark - lighted roadway Clear Dry Inattention 22 32
V1 turning left from Main to Masonic (northbound), V2 turning left from Masonic to
Main (eastbound) collide
Crash
Diagram #
Age
Main St (Route 9) between Masonic St and Old South St
Crash Date Crash Day Time of Day Manner of Collision Light Condition Weather
Condition
Road
Surface Driver Contributing Code Comment
m/d/y Type Type Type Type Type D1 D2 D3 P1 P2
61 7/12/2017 Wednesday 2:50 PM Rear-end Daylight Rain Wet Inattention 44 56
V2 westbound on Main and slowed down for pedestrian when it was rear-ended by
V1
62 7/29/2017 Saturday 10:07 AM Sideswipe, same direction Daylight Cloudy Dry Inattention 79 43
V1 attempting to pull out of parking spot on Main in City Hall to go eastbound hit V2
travelling eastbound
63 8/1/2017 Tuesday 6:54 AM Rear-end Daylight Clear Dry Distracted 44 20
V1 westbound stopped to let pedestrian walk southbound on crosswalk when it was
rear-ended by V2. V2 admitted to being on the phone.
64 8/24/2017 Thursday 9:53 AM Sideswipe, same direction Daylight Clear Dry Failed to yield right of way 23 60
V2 westbound on Main in inner travel lane when V1 backed from parking spot to
outer lane but later moved to inner lane and sideswiped V2
65 9/3/2017 Sunday 2:30 PM Rear-end Daylight Rain Wet Inattention 57 44
V2 eastbound stopping for pedestrian on crosswalk rear-ended by V1 eastbound
behind V2
66 10/8/2017 Sunday 12:27 PM Sideswipe, same direction Daylight Cloudy Wet Failed to yield right of way 64 38
V2 westbound on Main in left lane, V1 westbound in right lane when V1 turns to left
lane to make U-turn and hits V2
67 10/24/2017 Tuesday 1:01 PM Angle Daylight Clear/Cloudy Wet Visibility obstructed 22 53 V1 backing out of parking space when it hit V2 westbound on Main
68 12/5/2017 Tuesday 12:58 PM Single vehicle crash Daylight Clear Dry Inattention 23
V1 travelling northbound on Old South St hits pedestrian on crosswalk, stating that
operator could not see pedestrian due to large number of vehicles in left turn lane
69 12/23/2017 Saturday 3:53 PM Rear-end Daylight
Cloudy/Sleet,
hail (freezing
rain or drizzle) Wet Inattention 18 59
V2 westbound stopped for pedestrian at crosswalk, V1 could not stop in time and
rear-ended V2
Crash
Diagram #
Age
Main St (Route 9) between Masonic St and Old South St
Main Street between Masonic St and Old South St
Crash month
Jan 1
Feb 3
Mar 1
April 3
May 0
Jun 2
Jul 4
Aug 4
Sep 3
Oct 4
Nov 2
Dec 6
33
Crash day of the week
Sunday 4
Monday 4
Tuesday 7
Wednesday 4
Thursday 5
Friday 3
Saturday 6
3.0%
9.1%
3.0%
9.1%
0.0%
6.1%
12.1%
12.1%
9.1%
12.1%
6.1%
18.2%
12.1%
12.1%
21.2%
12.1%
15.2%
9.1%
18.2%
33
Crash time of day
6AM -
8AM 2 6.1%
8AM - 10AM 5 15.2%
10AM - 12PM 4 12.1%
12PM - 2PM 7 21.2%
2PM - 4PM 4 12.1%
4PM - 6PM 2 6.1%
6PM - 8PM 3 9.1%
8PM - 10PM 4 12.1%
10PM - 12AM 1 3.0%
12AM - 2AM 1 3.0%
2AM - 4AM 0 0.0%
4AM - 6AM 0 0.0%
33
Crash manner of collision
Single Vehicle Crash 11 33.3%
Rear-End 10 30.3%
Angle 6 18.2%
Sideswipe, Same Direction 6 18.2%
Sideswipe, Opposite Direc 0 0.0%
Head-on 0 0.0%
Rear-to-rear 0 0.0%
Unknown 0 0.0%
33
Crash light condition
Daylight 25 75.8%
Dawn 0 0.0%
Dusk 0 0.0%
Dark - Lighted Roadway 8 24.2%
Dark - Roadway Not Lighte 0 0.0%
Dark - Unknown Roadway 0 0.0%
Other 0 0.0%
Unknown 0 0.0%
33
Crash weather condition
Clear 19 57.6%
Cloudy 6 18.2%
Rain 5 15.2%
Snow 2 6.1%
Sleet, Hail, Freezing Rain 1 3.0%
Fog, Smog, Smoke 0 0.0%
Severe Crosswinds 0 0.0%
Blowing Sand, Snow 0 0.0%
Other 0 0.0%
Unknown 0 0.0%
33
Crash roadway surface
Dry 22 66.7%
Wet 10 30.3%
Snow 1 3.0%
Ice 0 0.0%
Sand, Mud, Dirt, Oil, Grave 0 0.0%
Water (Standing, Moving) 0 0.0%
Slush 0 0.0%
Other 0 0.0%
Unknown 0 0.0%
33
Crash driver age
15-20 5 8.8%
21-24 10 17.5%
25-34 3 5.3%
35-44 10 17.5%
45-54 6 10.5%
55-64 14 24.6%
65-74 2 3.5%
75-84 4 7.0%
84+ 1 1.8%
unknown 2 3.5%
57
3.0%
9.1%
3.0%
9.1%
0.0%
6.1%
12.1% 12.1%
9.1%
12.1%
6.1%
18.2%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
Jan Feb Mar April May Jun Jul Aug Sep Oct Nov Dec
CRASH MONTH
12.1% 12.1%
21.2%
12.1%
15.2%
9.1%
18.2%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
Sunday Monday Tuesday Wednesday Thursday Friday Saturday
CRASH DAY OF THE WEEK
6.1%
15.2%
12.1%
21.2%
12.1%
6.1%
9.1%
12.1%
3.0% 3.0%
0.0% 0.0%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
6AM -
8AM
8AM -
10AM
10AM -
12PM
12PM -
2PM
2PM -
4PM
4PM -
6PM
6PM -
8PM
8PM -
10PM
10PM -
12AM
12AM -
2AM
2AM -
4AM
4AM -
6AM
CRASH TIME OF DAY
33.3% 30.3%
18.2% 18.2%
0.0% 0.0% 0.0% 0.0%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
35.0%
40.0%
45.0%
50.0%
Single Vehicle
Crash
Rear-End Angle Sideswipe,
Same Direction
Sideswipe,
Opposite
Direction
Head-on Rear-to-rear Unknown
CRASH MANNER OF COLLISION
75.8%
0.0% 0.0%
24.2%
0.0% 0.0% 0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Daylight Dawn Dusk Dark - Lighted
Roadway
Dark - Roadway
Not Lighted
Dark - Unknown
Roadway
Lighting
Other Unknown
CRASH LIGHT CONDITION
57.6%
18.2% 15.2%
6.1% 3.0% 0.0% 0.0% 0.0% 0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Clear Cloudy Rain Snow Sleet, Hail,
Freezing
Rain
Fog, Smog,
Smoke
Severe
Crosswinds
Blowing
Sand, Snow
Other Unknown
CRASH WEATHER CONDITION
66.7%
30.3%
3.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Dry Wet Snow Ice Sand, Mud,
Dirt, Oil,
Gravel
Water
(Standing,
Moving)
Slush Other Unknown
CRASH ROADWAY SURFACE
8.8%
17.5%
5.3%
17.5%
10.5%
24.6%
3.5%
7.0%
1.8%
3.5%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
15-20 21-24 25-34 35-44 45-54 55-64 65-74 75-84 84+ unknown
CRASH DRIVER AGE
N 2 Oliver Street, Suite 305, BOSTON, MA 02109 PHONE: 617.619.9910 FAX: 301.927.2800 www.tooledesign.com
Crash Data Summary Table (2015-2017)
Town of Northampton: Main Street between Old South St and Gothic St
Crash Date Crash Day Time of Day Manner of Collision Light Condition Weather
Condition
Road
Surface Driver Contributing Code Comment
m/d/y Type Type Type Type Type D1 D2 D3 P1 P2
70 1/6/2015 Tuesday 5:55 PM Rear-end Dark - lighted roadway Snow Snow Unknown 47 58
V1 westbound on Main St, V2 turns from Center St onto Main St heading westbound
and stops abruptly at the crosswalk right after making the turn. V1 hits V2 in the rear
71 1/7/2015 Wednesday 11:45 AM Rear-end Daylight Clear Wet No improper driving 70 25
V1 westbound stopped for pedestrian crossing the street struck from behind by V2
(truck)
72 2/22/2015 Sunday 4:40 AM Sideswipe, same direction Dark - lighted roadway Snow Snow
Swerving or avoiding due to wind,
slippery surface, vehicle, object, non-
motorist in roadway, etc 27 25
V2 eastbound on Main, V1 behind and right to V2. V2 signalled to turn right into
angled parking when V1 eastbound struck V2 due to snowy conditions
73 4/8/2015 Wednesday 4:10 PM Sideswipe, same direction Daylight Cloudy Wet Inattention 76 51
V2 inner lane, V1 outer lane on Main after turning right from Old South. V1
attempted to change lanes to be able to make a left turn on Center hit V2 eastbound
74 4/23/2015 Thursday 10:07 AM Angle Daylight Clear Dry Inattention 48 39
V1 parked in parking spot facing 90 Main backed up into travel lane and began
eastbound on Main just before attempting to turn left on Gothic when it collides with
V2 eastbound on Main who was alongside V1 when V1 turned without checking
75 5/10/2015 Sunday 3:36 PM Angle Daylight Clear Dry Inattention 71 17
V2 eastbound on Main St attempting to stop at traffic light of Main & Pleasant when
V1 attempting to back out of parking spot hits V2
76 6/1/2015 Monday 5:26 PM Angle Daylight Cloudy/Rain Wet Inattention 57 50
V1 stopped in eastbound traffic on Main St when V2 attempting to back out of
parking spot hits V1
77 7/31/2015 Friday 2:44 PM Angle Daylight Clear/Cloudy Dry Inattention 39 27
V1 backing out of parking spot on Main hits V2 travelling straight ahead eastbound
on Main
78 9/30/2015 Wednesday 1:57 PM Angle Daylight Cloudy Dry Made an improper turn 23 52
V1 backing from parking spot near 150 Main St when V2 westbound on Main turns
left across eastbound lane to get to parking space and hits V1
79 11/6/2015 Friday 3:11 PM Single vehicle crash Daylight Clear Dry Other improper action 75 41 V1 westbound on Main hits pedestrian southbound on marked crosswalk
80 12/23/2015 Wednesday 3:49 PM Sideswipe, same direction Daylight Rain Wet Inattention 95 19
V1 westbound on Main attempting to merge to right lane sideswipes V2 on the right
lane going westbound
81 2/27/2016 Saturday 2:59 PM Rear-end Daylight Clear Dry Other improper action 21 18
V2 eastbound on Main stopped at crosswalk for pedestrian rear-ended by V1 who
failed to stop
82 5/6/2016 Friday 11:34 AM Sideswipe, same direction Daylight Clear Dry No improper driving 25 59
V1 westbound on right lane at Main St changing lanes to left lane fails to yield for V2
going straight on left lane
83 10/6/2016 Thursday 2:44 PM Angle Daylight Clear Dry Distracted 56 59
V1 attempting to back out of packing spot did not see V2 going eastbound hit V2, V1
operator distracted by Uhaul truck nearby
84 11/29/2016 Tuesday 6:03 PM Angle Dark - lighted roadway Rain Wet Unknown 67 37
V2 westbound stopped for pedestrian at crosswalk, V1 backed out of parking spot
and hit V2
85 11/30/2016 Wednesday 5:37 PM Angle Dark - lighted roadway Rain Wet
Failed to yield right of way /
Inattention 64 62
V1 making a southbound left onto Main St from Gothic St hits V2 (eastbound on
Main approaching left turn lane to turn onto King St) when V2 spins to hit V3
westbound on Main between Gothic & King
86 12/17/2016 Saturday 10:39 AM Rear-end Daylight Snow Snow Followed too closely 31 31
V2 eastbound stopped in traffic on Main St, V1 behind V2 could not brake due to
slippery condition and rear ends V2
87 12/30/2016 Friday 11:20 AM Angle Daylight Clear Wet Visibility obstructed 58 30
V1 backing up from parking spot on Main St strikes V2 eastbound stopped on traffic
at Main
88 1/27/2017 Friday 9:43 AM Single vehicle crash Daylight Cloudy Dry Other improper action 53 4
V1 westbound on Main St passes stopped vehicle at crosswalk and hits pedestrian
southbound on crosswalk
89 2/2/2017 Thursday 7:42 AM Rear-end Daylight Cloudy Dry Inattention 53 24
V1 eastbound stopped for pedestrian struck by V2 who was turning right from Old
South St to Main St going eastbound, V2 operator was looking left and did not see V1
stopped
90 2/18/2017 Saturday 10:34 PM Single vehicle crash Dark - lighted roadway Clear Dry
Failure to keep in proper lane or
running off road),(Operating vehicle
in erratic, reckless, careless,
negligent or aggressive manner 22 unknown unknown V1 travelling westbound collided with V2 & V3 parked on parking spot
Crash
Diagram #
Age
Main St (Route 9) between Old South St and Gothic St
Crash Date Crash Day Time of Day Manner of Collision Light Condition Weather
Condition
Road
Surface Driver Contributing Code Comment
m/d/y Type Type Type Type Type D1 D2 D3 P1 P2
91 2/22/2017 Wednesday 10:00 AM Angle Daylight Clear Dry Unknown 16 34 V1 eastbound on Main St on left land lane struck by V2 backing out of parking spot
92 3/31/2017 Friday 1:00 PM Single vehicle crash Daylight
Rain/Sleet, hail
(freezing rain
or drizzle) Wet Inattention 51 24 V1 eastbound on Main at Center hit pedestrian southbound at crosswalk
93 4/1/2017 Saturday 7:19 AM Angle Daylight
Sleet, hail
(freezing rain
or drizzle) Slush Inattention / Visibility obstructed 59 34
V2 southbound on Gothic stopped at Gothic & Main and proceeded straight across
the travel lanes to park in front of 96 Main, V1 backing out of parking spot at an
angle hit V2
94 4/8/2017 Saturday 3:26 PM Rear-end Daylight Clear Dry Inattention 24 19
V1 eastbound on Main St rear-ends V2 who had stopped in traffic near Centre St due
to red light
95 5/3/2017 Wednesday 10:03 AM Rear-end Daylight Clear/Cloudy Dry No improper driving 30 67 V1 eastbound on Main St rear-ends V2 who had stopped for pedestrian at crosswalk
96 5/4/2017 Thursday 7:07 PM Single vehicle crash Daylight Clear Dry Inattention 74 72
V1 westbound on Main St approaching crosswalk did not see pedestrian and left
mirror of V1 hits pedestrian
97 6/22/2017 Thursday 8:42 AM Angle Daylight Clear Dry Made an improper turn 55 25
V1 westbound on Main St in outer lane hit by V1 in inner lane when crossing in front
of V1 while attempting to park
98 8/8/2017 Tuesday 10:29 AM Angle Daylight Cloudy Dry Visibility obstructed 48 76
V1 backing out of parking spot to eastbound travel lane on Main when V2 eastbound
on Main hit V1
99 8/29/2017 Tuesday 11:29 AM Rear-end Daylight Clear Dry Unknown 43 75 V1 eastbound on Main when V2 hit V1 from behind trying to pass V2 on the right
100 10/12/2017 Thursday 4:50 PM Angle Daylight Clear Dry Glare 18 70
V1 eastbound on Main hit by V2 backing up from parking space in front of 102 Main
St
101 11/9/2017 Thursday 4:59 PM Single vehicle crash Dark - lighted roadway Clear Dry Inattention 50 V1 turning left to Center St from Main St hits pedestrian on crosswalk
Crash
Diagram #
Age
Main St (Route 9) between Old South St and Gothic St
Main Street between Old South St and Gothic St
Crash month
Jan 3 9.4%
Feb 5 15.6%
Mar 1 3.1%
April 4 12.5%
May 4 12.5%
Jun 2 6.3%
Jul 1 3.1%
Aug 2 6.3%
Sep 1 3.1%
Oct 2 6.3%
Nov 4 12.5%
Dec 3 9.4%
32
Crash day of the week
Sunday 2 6.3%
Monday 1 3.1%
Tuesday 4 12.5%
Wednesday 7 21.9%
Thursday 7 21.9%
Friday 6 18.8%
Saturday 5 15.6%
32
Crash time of day
6AM -
8AM 2 6.3%
8AM - 10AM 2 6.3%
10AM - 12PM 9 28.1%
12PM - 2PM 2 6.3%
2PM - 4PM 7 21.9%
4PM - 6PM 6 18.8%
6PM - 8PM 2 6.3%
8PM - 10PM 0 0.0%
10PM - 12AM 1 3.1%
12AM - 2AM 0 0.0%
2AM - 4AM 0 0.0%
4AM - 6AM 1 3.1%
32
Crash manner of collision
Single Vehicle Crash 6 17.6%
Rear-End 8 23.5%
Angle 14 41.2%
Sideswipe, Same Direction 6 17.6%
Sideswipe, Opposite Direc 0 0.0%
Head-on 0 0.0%
Rear-to-rear 0 0.0%
Unknown 0 0.0%
34
Crash light condition
Daylight 26 81.3%
Dawn 0 0.0%
Dusk 0 0.0%
Dark - Lighted Roadway 6 18.8%
Dark - Roadway Not Lighte 0 0.0%
Dark - Unknown Roadway 0 0.0%
Other 0 0.0%
Unknown 0 0.0%
32
Crash weather condition
Clear 16 50.0%
Cloudy 7 21.9%
Rain 4 12.5%
Snow 3 9.4%
Sleet, Hail, Freezing Rain 2 6.3%
Fog, Smog, Smoke 0 0.0%
Severe Crosswinds 0 0.0%
Blowing Sand, Snow 0 0.0%
Other 0 0.0%
Unknown 0 0.0%
32
Crash roadway surface
Dry 20 62.5%
Wet 8 25.0%
Snow 3 9.4%
Ice 0 0.0%
Sand, Mud, Dirt, Oil, Grave 0 0.0%
Water (Standing, Moving) 0 0.0%
Slush 1 3.1%
Other 0 0.0%
Unknown 0 0.0%
32
Crash driver age
15-20 6 10.0%
21-24 5 8.3%
25-34 12 20.0%
35-44 4 6.7%
45-54 10 16.7%
55-64 10 16.7%
65-74 6 10.0%
75-84 4 6.7%
84+ 1 1.7%
unknown 2 3.3%
60
9.4%
15.6%
3.1%
12.5% 12.5%
6.3%
3.1%
6.3%
3.1%
6.3%
12.5%
9.4%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
Jan Feb Mar April May Jun Jul Aug Sep Oct Nov Dec
CRASH MONTH
6.3%
3.1%
12.5%
21.9% 21.9%
18.8%
15.6%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
Sunday Monday Tuesday Wednesday Thursday Friday Saturday
CRASH DAY OF THE WEEK
6.3% 6.3%
28.1%
6.3%
21.9%
18.8%
6.3%
0.0%
3.1%
0.0% 0.0%
3.1%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
6AM -
8AM
8AM -
10AM
10AM -
12PM
12PM -
2PM
2PM -
4PM
4PM -
6PM
6PM -
8PM
8PM -
10PM
10PM -
12AM
12AM -
2AM
2AM -
4AM
4AM -
6AM
CRASH TIME OF DAY
17.6%
23.5%
41.2%
17.6%
0.0% 0.0% 0.0% 0.0%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
35.0%
40.0%
45.0%
50.0%
Single Vehicle
Crash
Rear-End Angle Sideswipe, Same
Direction
Sideswipe,
Opposite
Direction
Head-on Rear-to-rear Unknown
CRASH MANNER OF COLLISION
81.3%
0.0% 0.0%
18.8%
0.0% 0.0% 0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Daylight Dawn Dusk Dark - Lighted
Roadway
Dark - Roadway
Not Lighted
Dark - Unknown
Roadway
Lighting
Other Unknown
CRASH LIGHT CONDITION
50.0%
21.9%
12.5% 9.4% 6.3%
0.0% 0.0% 0.0% 0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Clear Cloudy Rain Snow Sleet, Hail,
Freezing Rain
Fog, Smog,
Smoke
Severe
Crosswinds
Blowing
Sand, Snow
Other Unknown
CRASH WEATHER CONDITION
62.5%
25.0%
9.4%
0.0% 0.0% 0.0% 3.1% 0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Dry Wet Snow Ice Sand, Mud,
Dirt, Oil,
Gravel
Water
(Standing,
Moving)
Slush Other Unknown
CRASH ROADWAY SURFACE
10.0%
8.3%
20.0%
6.7%
16.7% 16.7%
10.0%
6.7%
1.7%
3.3%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
15-20 21-24 25-34 35-44 45-54 55-64 65-74 75-84 84+ unknown
CRASH DRIVER AGE
N 2 Oliver Street, Suite 305, BOSTON, MA 02109 PHONE: 617.619.9910 FAX: 301.927.2800 www.tooledesign.com
Crash Data Summary Table (2015-2017)
Town of Northampton: Main Street at Pleasant St/King St
Crash Date Crash Day Time of Day Manner of Collision Light Condition Weather
Condition
Road
Surface Driver Contributing Code Comment
m/d/y Type Type Type Type Type D1 D2 D3 P1 P2
102 2/20/2015 Friday 4:57 PM Sideswipe, same direction Daylight Clear Dry
Failure to keep in proper lane or
running off road 20 59
V1 merged into right lane on Main from parking space westbound and hit V2
westbound on Main St when merging into left lane
103 4/21/2015 Tuesday 5:37 PM Sideswipe, same direction Daylight Clear Dry Inattention / Followed too closely 37 22
V1 & V2 eastbound at Main and Pleasant St when V1 (larger than V2) hit V2 while
making a necessary wide right turn to go south on Pleasant
104 4/24/2015 Friday 4:52 PM Rear-end Daylight Clear Dry No improper driving 54 23 V1 stopped in traffic rear-end by V2 (both southbound on King St)
105 5/26/2015 Tuesday 8:20 AM Sideswipe, same direction Daylight Clear Dry
Disregarded traffic signs, signals,
road markings / Made an improper
turn 31 73
V2 eastbound on Main St in right turn lane to turn to Pleasant when V1 in middle lane
turned right getting hit by V2. V1 operator thought right lane was a parking lane.
106 6/11/2015 Thursday 12:22 PM Single vehicle crash Daylight Clear Dry Other improper action 39 63
V1 attempting to parallel park into spot in front of 56 Main when it scraped the rear
bumper of V2 parked
107 7/4/2015 Saturday 10:40 AM Angle Daylight Cloudy Dry Failed to yield right of way 39 27
V2 westbound , V1 eastbound on Main St attempting to turn left to King St collide, V1
thought V2 was not proceeding
108 7/13/2015 Monday 3:59 PM Sideswipe, same direction Daylight Clear Dry Failed to yield right of way 28 23
V2 northbound on Pleasant preparing to turn left sideswiped by V1 on through lane
changing lanes to left lane
109 9/26/2015 Saturday 11:08 PM Single vehicle crash Dark - lighted roadway Clear Dry
Operating vehicle in erratic, reckless,
careless, negligent or aggressive
manner 56
V2 westbound attempted to pull into parking spot and made contact with V2 already
parked in a spot behind V1
110 12/10/2015 Thursday 9:26 PM Rear-end Dark - lighted roadway Clear/Other Dry Other improper action 50 50 V1 stopped at Main/Pleasant intersection rear-ended by V2
111 2/15/2016 Monday 4:08 PM Angle Daylight
Snow/Blowing
sand, snow Snow No improper driving 31 44 V1 backing out of parking space on Main hit V2 eastbound stopped at traffic
112 4/30/2016 Saturday 11:46 AM Sideswipe, same direction Daylight Clear/Cloudy Dry Inattention 23 52
V2 eastbound in left turn lane on Main St to make a left turn on King, V1 on centre
lane moves to left lane crashing to V2
113 5/3/2016 Tuesday 2:38 PM Rear-end Daylight Cloudy Dry No improper driving 43 72
V1 stopped at red light eastbound on Main St at Pleasant St, V2 behind V1 rear-ended
V1 stating that foot slipped off the brakes
114 5/13/2016 Friday 6:53 PM Rear-end Dawn Rain Wet Inattention 20 26
V2 stopped at traffic on Pleasant approaching Main hit by V1 in rear. V1 thought V2
was moving forward as the light turned green
115 5/14/2016 Saturday 11:52 PM Angle Dark - lighted roadway Rain/Cloudy Wet Failed to yield right of way 25 23
V2 westbound on Main when V1 eastbound turned left to go northbound on King and
hit V2
116 5/5/2017 Friday 10:48 AM Sideswipe, same direction Daylight Rain/Cloudy Wet Failed to yield right of way 67 33
V1 & V2 turning right to go southbound on Pleasant St collided, V1 was making a wide
turn and was unaware that right lane of Main St was turn lane that was occupied by
V2
117 5/26/2016 Thursday 10:34 AM Rear-end Daylight Clear/Cloudy Dry Followed too closely 56 62
V1 northbound on Pleasant St behind V2 behind V3. V3 abruptly stopped at traffic
light, V2 stopped but V1 did not and they all rear ended each other
118 7/15/2016 Friday 5:11 PM Sideswipe, same direction Dark - lighted roadway Clear Dry
Failure to keep in proper lane or
running off road, Wrong side or
wrong way 34 52
V1 eastbound on Main St attempted to pass V2 crossing the double yellow line, and
hit V2 on the side upon re-entering the eastbound lane
119 8/11/2016 Thursday 4:09 PM Sideswipe, same direction Daylight Clear Dry Unknown 21 42
V1 northbound on Pleasant turning left to Main, V2 southbound on King making a
right to Main collide. Both operators claim to have green light
120 11/1/2016 Tuesday 2:01 PM Sideswipe, same direction Daylight Clear/Cloudy Dry
Failed to yield right of way / Made
an improper turn 26 49
V2 was in left turn only lane on Pleasant St attempting to turn left onto Main St when
V1 in main travel lane to proceed northbound to King. V1 operator tries to change
lanes to go left and thought V2 was allowing it but V1 gets struck by V2.
121 11/17/2016 Thursday 11:05 AM Angle Daylight Clear Dry
Inattention / Failed to yield right of
way, Visibility obstructed 55 40
V1 eastbound on Main St making a right turn onto Pleasant St hits V2 (truck) making
the same maneuver. V2 needed to make a wide turn from through lane.
122 11/23/2016 Wednesday 9:10 AM Rear-end Daylight Clear/Unknown Dry Followed too closely 53 24 V1 rear-ended by V2 (both westbound) at Main/Pleasant intersection
123 2/15/2017 Wednesday 12:01 PM Rear-end Daylight Cloudy Wet Inattention / Other improper action 20 27 V2 eastbound on Main stopped at traffic approaching Pleasant St rear-ended by V1
124 3/15/2017 Wednesday 5:50 PM Single vehicle crash Dusk Clear/Other Wet
Swerving or avoiding due to wind,
slippery surface, vehicle, object, non-
motorist in roadway, etc 60 unknown V1 (eastbound) turning right to parking on parking spot hits V2 parked at 32 Main St
125 4/19/2017 Wednesday 8:19 PM Sideswipe, same direction Dark - lighted roadway Rain Wet Inattention 41 22 V1 and V2 northbound on Pleasant St, V2 changing lanes hits V1
126 6/20/2017 Tuesday 8:36 AM Rear-end Daylight Clear Wet No improper driving 42 53 31
V1, V2, V3 northbound on Pleasant St approaching Main St. V3 struck V2 which struck
V1
127 8/10/2017 Thursday 11:17 PM Rear-end Dark - lighted roadway Clear Dry Unknown 31 47 V1 rear-ends V2 while both heading southbound on King approaching Main
128 10/12/2017 Thursday 2:11 PM Angle Daylight Clear Dry Unknown 28 66
V1 stopped westbound at Main/King hits V2 making a left turn from Main St to King St
(on yellow turn arrow).
Main St (Route 9) at Pleasant St/King St
Crash
Diagram #
Age
Main Street at King St/Pleasant St
Crash month
Jan 0
Feb 3
Mar 1
April 4
May 6
Jun 2
Jul 3
Aug 2
Sep 1
Oct 1
Nov 3
Dec 1
27
Crash day of the week
Sunday 0
Monday 2
Tuesday 5
Wednesday 4
Thursday 7
Friday 5
Saturday 4
0.0%
11.1%
3.7%
14.8%
22.2%
7.4%
11.1%
7.4%
3.7%
3.7%
11.1%
3.7%
0.0%
7.4%
18.5%
14.8%
25.9%
18.5%
14.8%
27
Crash time of day
6AM -
8AM 0 0.0%
8AM - 10AM 3 11.1%
10AM - 12PM 5 18.5%
12PM - 2PM 2 7.4%
2PM - 4PM 4 14.8%
4PM - 6PM 7 25.9%
6PM - 8PM 1 3.7%
8PM - 10PM 2 7.4%
10PM - 12AM 3 11.1%
12AM - 2AM 0 0.0%
2AM - 4AM 0 0.0%
4AM - 6AM 0 0.0%
27
Crash manner of collision
Single Vehicle Crash 3 11.1%
Rear-End 9 33.3%
Angle 5 18.52%
Sideswipe, Same Direction 10 37.0%
Sideswipe, Opposite Direct 0 0.0%
Head-on 0 0.0%
Rear-to-rear 0 0.0%
Unknown 0 0.0%
27
Crash light condition
Daylight 19 70.4%
Dawn 1 3.7%
Dusk 1 3.7%
Dark - Lighted Roadway 6 22.2%
Dark - Roadway Not Lighte 0 0.0%
Dark - Unknown Roadway 0 0.0%
Other 0 0.0%
Unknown 0 0.0%
27
Crash weather condition
Clear 16 59.3%
Cloudy 6 22.2%
Rain 4 14.8%
Snow 0 0.0%
Sleet, Hail, Freezing Rain 0 0.0%
Fog, Smog, Smoke 0 0.0%
Severe Crosswinds 0 0.0%
Blowing Sand, Snow 1 3.7%
Other 0 0.0%
Unknown 0 0.0%
27
Crash roadway surface
Dry 19 70.4%
Wet 7 25.9%
Snow 1 3.7%
Ice 0 0.0%
Sand, Mud, Dirt, Oil, Grave 0 0.0%
Water (Standing, Moving) 0 0.0%
Slush 0 0.0%
Other 0 0.0%
Unknown 0 0.0%
27
Crash driver age
15-20 3 5.7%
21-24 8 15.1%
25-34 13 24.5%
35-44 9 17.0%
45-54 9 17.0%
55-64 6 11.3%
65-74 4 7.5%
75-84 0 0.0%
84+ 0 0.0%
unknown 1 1.9%
53
0.0%
11.1%
3.7%
14.8%
22.2%
7.4%
11.1%
7.4%
3.7% 3.7%
11.1%
3.7%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
Jan Feb Mar April May Jun Jul Aug Sep Oct Nov Dec
CRASH MONTH
0.0%
7.4%
18.5%
14.8%
25.9%
18.5%
14.8%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
Sunday Monday Tuesday Wednesday Thursday Friday Saturday
CRASH DAY OF THE WEEK
0.0%
11.1%
18.5%
7.4%
14.8%
25.9%
3.7%
7.4%
11.1%
0.0% 0.0% 0.0%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
6AM -
8AM
8AM -
10AM
10AM -
12PM
12PM -
2PM
2PM -
4PM
4PM -
6PM
6PM -
8PM
8PM -
10PM
10PM -
12AM
12AM -
2AM
2AM -
4AM
4AM -
6AM
CRASH TIME OF DAY
11.1%
33.3%
18.52%
37.0%
0.0% 0.0% 0.0% 0.0%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
35.0%
40.0%
45.0%
50.0%
Single Vehicle
Crash
Rear-End Angle Sideswipe, Same
Direction
Sideswipe,
Opposite
Direction
Head-on Rear-to-rear Unknown
CRASH MANNER OF COLLISION
70.4%
3.7% 3.7%
22.2%
0.0% 0.0% 0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Daylight Dawn Dusk Dark - Lighted
Roadway
Dark - Roadway
Not Lighted
Dark - Unknown
Roadway
Lighting
Other Unknown
CRASH LIGHT CONDITION
59.3%
22.2%
14.8%
0.0% 0.0% 0.0% 0.0% 3.7% 0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Clear Cloudy Rain Snow Sleet, Hail,
Freezing
Rain
Fog, Smog,
Smoke
Severe
Crosswinds
Blowing
Sand, Snow
Other Unknown
CRASH WEATHER CONDITION
70.4%
25.9%
3.7% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Dry Wet Snow Ice Sand, Mud,
Dirt, Oil,
Gravel
Water
(Standing,
Moving)
Slush Other Unknown
CRASH ROADWAY SURFACE
5.7%
15.1%
24.5%
17.0% 17.0%
11.3%
7.5%
0.0% 0.0%
1.9%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
15-20 21-24 25-34 35-44 45-54 55-64 65-74 75-84 84+ unknown
CRASH DRIVER AGE
N 2 Oliver Street, Suite 305, BOSTON, MA 02109 PHONE: 617.619.9910 FAX: 301.927.2800 www.tooledesign.com
130
135
140
145
150
155
Crash Data Summary Table (2015-2017)
Town of Northampton: Main Street between Strong Ave and Hawley St/Market St
Crash Date Crash Day Time of Day Manner of Collision Light Condition Weather
Condition
Road
Surface Driver Contributing Code Comment
m/d/y Type Type Type Type Type D1 D2 D3 P1 P2
129 2/11/2015 Wednesday 12:04 PM Rear-end Daylight Clear/Cloudy Dry No improper driving 22 38
V1 behind V2 westbound on Bridge St, V2 stopped short for a vehicle that pulled out
in front, out of Pop's Package Store parking lot. V1 rear-ended V2 when V2 stopped
short.
2/18/2015 Wednesday 12:15 AM Single vehicle crash
Dark - unknown
roadway lighting Clear Dry
Operating vehicle in erratic,
reckless, careless, negligent or
aggressive manner 21 47 V1 eastbound on Bridge St hits rear of parked V2 on Bridge St
131 4/12/2015 Sunday 11:10 AM Single vehicle crash Daylight Clear/Other Dry Inattention 31
V1 eastbound on Main St hit V2 parked when V1 was attempting to make a right turn
towards Strong Ave
132 5/21/2015 Thursday 3:57 AM Single vehicle crash
Dark - lighted
roadway Clear Dry Inattention 49
V1 (truck) westbound on Bridge St struck the railroad bridge - did not see low bridge
sign
133 9/4/2015 Friday 1:15 AM Single vehicle crash
Dark - lighted
roadway Clear Dry
Disregarded traffic signs, signals,
road markings, Inattention 60
V1 (truck) eastbound on Main St struck the railroad bridge - warning sign functional
at time of crash
134 9/9/2015 Wednesday 2:36 PM Rear-end Daylight Clear Dry Inattention 63 21 V2 eastbound rear-ended by V1. V2 had stopped for a vehicle turning left.
9/10/2015 Thursday 11:34 AM Sideswipe, same direction Daylight Cloudy Dry Inattention 68 68
V1 and V2 northbound on Hawley St. V1 stopped at traffic, V2 behind V1 when V2
pulled from behind to make a right turn and hit V1
136 10/4/2015 Sunday 7:56 PM Angle
Dark - lighted
roadway
Clear/Unknow
n Dry Unknown 31 46
V1 turning left onto Hawley St from Bridge St hits V2 eastbound crossing Main and
Hawley St. Operators indicated light turning yellow.
137 10/8/2015 Thursday 3:02 AM Single vehicle crash Dusk Clear Dry Inattention 45 V1 (truck) westbound on Bridge St struck the railroad bridge
138 10/22/2015 Thursday 6:15 PM angle Daylight Clear Dry Failed to yield right of way 44 21
V2 eastbound on Bridge St, V1 parked in legal parallel parking spot on Bridge. As V2
passed, V1 hit V2 as it attempted to pull out of parking spot.
139 11/23/2015 Monday 10:36 AM Angle Daylight Clear Dry Inattention 67 65
V1 attempting to exit rear driveway at Post Office (37 Bridge) when V2 northbound
on Hawley hits V1
11/23/2015 Monday 1:53 PM Single vehicle crash Daylight Clear/Cloudy Dry No improper driving 65 55
V1 attempting to make a left turn to Main from Hawley when it collides with a cyclist
eastbound through intersection. Cyclist went through red light.
141 1/18/2016 Monday 11:07 AM Rear-end Daylight
Clear/Unknow
n Dry No improper driving 65 65 V1, V2, V3 eastbound on Main St approaching Bridge St. V3 struck V2 which struck V1
142 2/11/2016 Thursday 12:00 PM Single vehicle crash Daylight Cloudy Dry No improper driving 68
V2 getting to Bridge St from 20 Bridge St parking lot tried to go around V1 (parked) to
go westbound but hit V1. V1 was illegally parked.
143 4/2/2016 Saturday 5:33 PM Rear-end Daylight Clear Dry
Disregarded traffic signs, signals,
road markings 18 28 V1 rear-ends V2 going eastbound on Main & Hawley St
144 4/4/2016 Monday 3:18 PM Single vehicle crash Daylight
Snow/Blowing
sand, snow Snow No improper driving 32
V2 parked on Strong Ave, V1 eastbound on Main turning right to Strong hit V2 due to
snow and ice
4/11/2016 Monday 2:25 PM Sideswipe, same direction Daylight Cloudy Dry Made an improper turn 30 39
V1 northbound on Hawley approaching Bridge tried to turn next to a right turning V2
but ended up colliding with V2
146 9/23/2016 Friday 3:26 PM Single vehicle crash Daylight Clear Dry
Disregarded traffic signs, signals,
road markings 56
V1 (truck) travelling westbound hits railroad bridge above road. Operator stated it
could not make right onto Market St.
147 9/24/2016 Saturday 10:02 AM Angle Daylight Clear Dry Glare / Failed to yield right of way 37 69
V1 turning left from Market St to Bridge St, V2 travelling straight ahead northbound
to Market St collided. V1 stated glare lead to not seeing V2
148 10/12/2016 Wednesday 4:01 PM Rear-end Daylight Clear Dry Inattention 27 51
V1 rear-ends V2 going eastbound on Main & Hawley St. V2 had stopped to make a
left turn onto Market St.
149 10/13/2016 Thursday 3:55 PM Single vehicle crash Daylight Clear Dry Inattention 26
V1 (TT unit) making a right turn from Hawley St to Bridge St eastbound when rear of
V1 went over the curb and it collides with traffic control signal on corner of Hawley
and Bridge
11/14/2016 Monday 9:02 PM Angle
Dark - lighted
roadway Clear/Other Dry
Failed to yield right of way / Other
improper action 32 29
V1 turning right from Strong Ave to Main hit V2 (police cruiser) eastbound on Main
crossing intersection. V2 was responding to emergency, V1 failed to stop at stop sign
151 12/20/2016 Tuesday 12:39 PM Angle Daylight
Clear/Unknow
n Dry No improper driving 72 23
V1 making a northbound left turn from Strong Ave to Main St gets hit by V2
eastbound on Main St. Congested conditions.
152 12/24/2016 Saturday 2:00 AM Single vehicle crash
Dark - lighted
roadway Clear Dry Inattention 44
V1 (truck) eastbound on Bridge struck the railroad bridge - failed to heed the low
bridge sign
153 1/24/2017 Tuesday 6:50 PM Rear-end
Dark - lighted
roadway
Sleet, hail
(freezing rain
or drizzle) Slush Inattention 20 43
V1 and V2 westbound, V1 rear-ends V2 who had stopped for pedestrian in crosswalk
near Strong Ave
154 2/11/2017 Saturday 8:18 AM Single vehicle crash Daylight Cloudy Snow
Disregarded traffic signs, signals,
road markings 31 V1 (truck) westbound on Bridge St struck the railroad bridge
2/13/2017 Monday 11:45 AM Angle Daylight Clear Wet Inattention 23 74 V1 turning left from Hawley St, V2 turning left from Market St collide
Main St (Route 9) between Strong Ave and Hawley St/Market St
Crash
Diagram #
Age
44
44
Crash Data Summary Table (2015-2017)
Town of Northampton: Main Street between Strong Ave and Hawley St/Market St
Crash Date Crash Day Time of Day Manner of Collision Light Condition Weather
Condition
Road
Surface Driver Contributing Code Comment
m/d/y Type Type Type Type Type D1 D2 D3 P1 P2
153 1/24/2017 Tuesday 6:50 PM Rear-end
Dark - lighted
roadway
Sleet, hail
(freezing rain
or drizzle) Slush Inattention 20 43
V1 and V2 westbound, V1 rear-ends V2 who had stopped for pedestrian in crosswalk
near Strong Ave
154 2/11/2017 Saturday 8:18 AM Single vehicle crash Daylight Cloudy Snow
Disregarded traffic signs, signals,
road markings 31 V1 (truck) westbound on Bridge St struck the railroad bridge
155 2/13/2017 Monday 11:45 AM Angle Daylight Clear Wet Inattention 23 74 V1 turning left from Hawley St, V2 turning left from Market St collide
156 3/21/2017 Tuesday 12:34 PM Angle Daylight Clear Dry Over-correcting/over-steering 30 72
V1 attempting to make a left turn onto Main St from Strong Ave struck by V2
eastbound on Main St. V1 operator stated not seeing V2
157 3/24/2017 Friday 12:55 AM Single vehicle crash
Dark - lighted
roadway Clear Dry Inattention 38 V1 (truck) eastbound on Bridge St struck the railroad bridge
158 4/8/2017 Saturday 9:12 PM Single vehicle crash Dusk Clear Dry
Disregarded traffic signs, signals,
road markings 59
V1 (truck) westbound on Bridge St struck the railroad bridge - did not see low bridge
sign
159 4/18/2017 Tuesday 8:05 AM Angle Daylight Clear Dry Inattention 61 72
V1 southbound turning left from Market St to Bridge St, V2 travelling straight ahead
northbound to Hawley St collide
160 4/30/2017 Sunday 12:13 AM Single vehicle crash
Dark - lighted
roadway Clear Dry Inattention 34 V1 turning left on Main to go southbound on Strong Ave hits pedestrian on crosswalk
161 5/4/2017 Thursday 5:35 PM Single vehicle crash Daylight Clear Dry
Inattention, Disregarded traffic
signs, signals, road markings 42 V1 (truck) westbound on Bridge St struck the railroad bridge
162 6/1/2017 Thursday 1:21 AM Single vehicle crash
Dark - lighted
roadway Clear Dry
Operating vehicle in erratic,
reckless, careless, negligent or
aggressive manner 32
V1 eastbound on Bridge St making a right turn to Hawley St when operator loses
control of vehicle and strikes a telephone pole
163 6/3/2017 Saturday 9:11 PM Angle
Dark - lighted
roadway Clear Dry Failed to yield right of way 44 35
V1 turning left from Market St to Bridge St, V2 travelling straight ahead northbound
to Market St collided
164 8/19/2017 Saturday 1:59 AM Single vehicle crash
Dark - lighted
roadway Cloudy Wet
Operating vehicle in erratic,
reckless, careless, negligent or
aggressive manner 31
V1 turning left onto Main St from Strong Ave, V1 operator accelerates too quickly
causing tires to spin and looses control on the westbound lane and hits curb and
light pole
165 8/24/2017 Thursday 4:38 PM Single vehicle crash Daylight Clear Dry
Disregarded traffic signs, signals,
road markings 43
V1 (truck) westbound on Bridge St struck the railroad bridge. GPS directed this way
and operator failed to see the signs at I-91.
166 8/28/2017 Monday 7:37 PM Single vehicle crash Dusk Clear Dry
Disregarded traffic signs, signals,
road markings 44 V1 (truck) westbound on Bridge St struck the railroad bridge
167 9/30/2017 Saturday 7:58 PM
Sideswipe, opposite
direction
Dark - lighted
roadway Clear Dry Made an improper turn 36 36
V2 makes a right going southbound on Strong Ave and hits V1 northbound on Strong
Ave stopped in traffic.
Main St (Route 9) between Strong Ave and Hawley St/Market St
Crash
Diagram #
Age
Main Street between Strong Ave and Hawley St/Market St
Crash month
Jan 2
Feb 5
Mar 2
April 7
May 2
Jun 2
Jul 0
Aug 3
Sep 6
Oct 5
Nov 3
Dec 2
39
Crash day of the week
Sunday 3
Monday 8
Tuesday 4
Wednesday 4
Thursday 9
Friday 3
Saturday 8
5.1%
12.8%
5.1%
17.9%
5.1%
5.1%
0.0%
7.7%
15.4%
12.8%
7.7%
5.1%
7.7%
20.5%
10.3%
10.3%
23.1%
7.7%
20.5%
39
Crash time of day
6AM -
8AM 0 0.0%
8AM - 10AM 2 5.1%
10AM - 12PM 6 15.4%
12PM - 2PM 5 12.8%
2PM - 4PM 5 12.8%
4PM - 6PM 4 10.3%
6PM - 8PM 5 12.8%
8PM - 10PM 3 7.7%
10PM - 12AM 0 0.0%
12AM - 2AM 6 15.4%
2AM - 4AM 3 7.7%
4AM - 6AM 0 0.0%
39
Crash manner of collision
Single Vehicle Crash 20 51.3%
Rear-End 6 15.4%
Angle 10 25.6%
Sideswipe, Same Direction 2 5.1%
Sideswipe, Opposite Direct 1 2.6%
Head-on 0 0.0%
Rear-to-rear 0 0.0%
Unknown 0 0.0%
39
Crash light condition
Daylight 23 59.0%
Dawn 0 0.0%
Dusk 3 7.7%
Dark - Lighted Roadway 12 30.8%
Dark - Roadway Not Lighte 0 0.0%
Dark - Unknown Roadway 1 2.6%
Other 0 0.0%
Unknown 0 0.0%
39
Crash weather condition
Clear 30 76.9%
Cloudy 7 17.9%
Rain 0 0.0%
Snow 0 0.0%
Sleet, Hail, Freezing Rain 1 2.6%
Fog, Smog, Smoke 0 0.0%
Severe Crosswinds 0 0.0%
Blowing Sand, Snow 1 2.6%
Other 0 0.0%
Unknown 0 0.0%
39
Crash roadway surface
Dry 34 87.2%
Wet 2 5.1%
Snow 2 5.1%
Ice 0 0.0%
Sand, Mud, Dirt, Oil, Grave 0 0.0%
Water (Standing, Moving) 0 0.0%
Slush 1 2.6%
Other 0 0.0%
Unknown 0 0.0%
39
Crash driver age
15-20 2 3.4%
21-24 6 10.2%
25-34 14 23.7%
35-44 14 23.7%
45-54 5 8.5%
55-64 5 8.5%
65-74 13 22.0%
75-84 0 0.0%
84+ 0 0.0%
unknown 0 0.0%
59
5.1%
12.8%
5.1%
17.9%
5.1% 5.1%
0.0%
7.7%
15.4%
12.8%
7.7%
5.1%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
Jan Feb Mar April May Jun Jul Aug Sep Oct Nov Dec
CRASH MONTH
7.7%
20.5%
10.3% 10.3%
23.1%
7.7%
20.5%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
Sunday Monday Tuesday Wednesday Thursday Friday Saturday
CRASH DAY OF THE WEEK
0.0%
5.1%
15.4%
12.8% 12.8%
10.3%
12.8%
7.7%
0.0%
15.4%
7.7%
0.0%
0.0%
5.0%
10.0%
15.0%
20.0%
6AM -
8AM
8AM -
10AM
10AM -
12PM
12PM -
2PM
2PM -
4PM
4PM -
6PM
6PM -
8PM
8PM -
10PM
10PM -
12AM
12AM -
2AM
2AM -
4AM
4AM -
6AM
CRASH TIME OF DAY
51.3%
15.4%
25.6%
5.1% 2.6% 0.0% 0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
Single Vehicle
Crash
Rear-End Angle Sideswipe,
Same Direction
Sideswipe,
Opposite
Direction
Head-on Rear-to-rear Unknown
CRASH MANNER OF COLLISION
59.0%
0.0%
7.7%
30.8%
0.0% 2.6% 0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Daylight Dawn Dusk Dark - Lighted
Roadway
Dark - Roadway
Not Lighted
Dark -
Unknown
Roadway
Lighting
Other Unknown
CRASH LIGHT CONDITION
76.9%
17.9%
0.0% 0.0% 2.6% 0.0% 0.0% 2.6% 0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Clear Cloudy Rain Snow Sleet, Hail,
Freezing
Rain
Fog, Smog,
Smoke
Severe
Crosswinds
Blowing
Sand, Snow
Other Unknown
CRASH WEATHER CONDITION
87.2%
5.1% 5.1% 0.0% 0.0% 0.0% 2.6% 0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Dry Wet Snow Ice Sand, Mud,
Dirt, Oil,
Gravel
Water
(Standing,
Moving)
Slush Other Unknown
CRASH ROADWAY SURFACE
3.4%
10.2%
23.7% 23.7%
8.5% 8.5%
22.0%
0.0% 0.0% 0.0%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
15-20 21-24 25-34 35-44 45-54 55-64 65-74 75-84 84+ unknown
CRASH DRIVER AGE
CITY/TOWN : Northampton COUNT DATE : 5/1/2019
DISTRICT : 2 UNSIGNALIZED : SIGNALIZED :X
~ INTERSECTION DATA ~
MAJOR STREET : Main Street/Elm Street (Route 9)
MINOR STREET(S) : West Street
North
PEAK HOUR VOLUMES
12345
NB SB WB EB
517 ‐ 579 673 1,769
0.076 23,276
14 # OF
YEARS :3
AVERAGE # OF
CRASHES PER YEAR (
A ) :
4.67
0.55 RATE =( A * 1,000,000 )
( V * 365 )
Comments K Factor from ATR location between Strong Ave and Market St/Hawley St
Project Title & Date: Northampton Main Street, 10/20/2021
APPROACH :Total Peak
Hourly
Approach
VolumeDIRECTION :
INTERSECTION CRASH RATE WORKSHEET
INTERSECTION
DIAGRAM
(Label Approaches)
PEAK HOURLY VOLUMES
(AM) :
" K " FACTOR :
()
APPROACH VOLUME :
TOTAL # OF CRASHES :
CRASH RATE CALCULATION :
Main St
CITY/TOWN : Northampton COUNT DATE : 5/1/2019
DISTRICT : 2 UNSIGNALIZED : SIGNALIZED :X
~ INTERSECTION DATA ~
MAJOR STREET : Main Street
MINOR STREET(S) : State Street
New South Street
North
PEAK HOUR VOLUMES
12345
NB SB WB EB
473 297 479 881 2,130
0.076 28,026
22 # OF
YEARS :3
AVERAGE # OF
CRASHES PER YEAR (
A ) :
7.33
0.72 RATE =( A * 1,000,000 )
( V * 365 )
Comments K Factor from ATR location between Strong Ave and Market St/Hawley St
Project Title & Date: Northampton Main Street, 10/20/2021
APPROACH :Total Peak
Hourly
Approach
VolumeDIRECTION :
INTERSECTION CRASH RATE WORKSHEET
INTERSECTION
DIAGRAM
(Label Approaches)
PEAK HOURLY VOLUMES
(PM) :
" K " FACTOR :
()
APPROACH VOLUME :
TOTAL # OF CRASHES :
CRASH RATE CALCULATION :
Main St
New South StState St
CITY/TOWN : Northampton COUNT DATE : 5/1/2019
DISTRICT : 2 UNSIGNALIZED : SIGNALIZED :X
~ INTERSECTION DATA ~
MAJOR STREET : Main Street
MINOR STREET(S) : King Street
Pleasant Street
North
PEAK HOUR VOLUMES
12345
NB SB WB EB
385 479 516 608 1,988
0.076 26,158
27 # OF
YEARS :3
AVERAGE # OF
CRASHES PER YEAR (
A ) :
9.00
0.94 RATE =( A * 1,000,000 )
( V * 365 )
Comments K Factor from ATR location between Strong Ave and Market St/Hawley St
Project Title & Date: Northampton Main Street, 10/20/2021
PEAK HOURLY VOLUMES
(PM) :
" K " FACTOR :
()
APPROACH VOLUME :
TOTAL # OF CRASHES :
CRASH RATE CALCULATION :
INTERSECTION CRASH RATE WORKSHEET
INTERSECTION
DIAGRAM
(Label Approaches)
APPROACH :Total Peak
Hourly
Approach
VolumeDIRECTION :
Main St
Pleasant StKing St
CITY/TOWN : Northampton COUNT DATE : 5/1/2019
DISTRICT : 2 UNSIGNALIZED : SIGNALIZED :X
~ INTERSECTION DATA ~
MAJOR STREET : Main Street
MINOR STREET(S) : King Street
Pleasant Street
North
PEAK HOUR VOLUMES
12345
NB SB WB EB
102 142 481 494 1,219
0.076 16,039
19 # OF
YEARS :3
AVERAGE # OF
CRASHES PER YEAR (
A ) :
6.33
1.08 RATE =( A * 1,000,000 )
( V * 365 )
Comments K Factor from ATR location between Strong Ave and Market St/Hawley St
Project Title & Date: Northampton Main Street, 10/20/2021
PEAK HOURLY VOLUMES
(Saturday midday) :
" K " FACTOR :
()
APPROACH VOLUME :
TOTAL # OF CRASHES :
CRASH RATE CALCULATION :
INTERSECTION CRASH RATE WORKSHEET
INTERSECTION
DIAGRAM
(Label Approaches)
APPROACH :Total Peak
Hourly
Approach
VolumeDIRECTION :
Bridge St
Hawley StMarket StMain St
CITY/TOWN : Northampton COUNT DATE : 5/1/2019
DISTRICT : 2 UNSIGNALIZED :X SIGNALIZED :
~ INTERSECTION DATA ~
MAJOR STREET : Main Street
MINOR STREET(S) : Masonic Street
North
PEAK HOUR VOLUMES
12345
NB SB WB EB
‐ 40 542 527 1,109
0.076 14,592
15 # OF
YEARS :3
AVERAGE # OF
CRASHES PER YEAR (
A ) :
5.00
0.94 RATE =( A * 1,000,000 )
( V * 365 )
Comments K Factor from ATR location between Strong Ave and Market St/Hawley St
Project Title & Date: Northampton Main Street, 10/20/2021
PEAK HOURLY VOLUMES
(PM) :
" K " FACTOR :
()
APPROACH VOLUME :
TOTAL # OF CRASHES :
CRASH RATE CALCULATION :
INTERSECTION CRASH RATE WORKSHEET
INTERSECTION
DIAGRAM
(Label Approaches)
APPROACH :Total Peak
Hourly
Approach
VolumeDIRECTION :Masonic StMain St
CITY/TOWN : Northampton COUNT DATE : 5/1/2019
DISTRICT : 2 UNSIGNALIZED :X SIGNALIZED :
~ INTERSECTION DATA ~
MAJOR STREET : Main Street
MINOR STREET(S) : Crafts Avenue
North
PEAK HOUR VOLUMES
12345
NB SB WB EB
‐ ‐ 637 468 1,105
0.076 14,539
7 # OF
YEARS :3
AVERAGE # OF
CRASHES PER YEAR (
A ) :
2.33
0.44 RATE =( A * 1,000,000 )
( V * 365 )
Comments K Factor from ATR location between Strong Ave and Market St/Hawley St
Project Title & Date: Northampton Main Street, 10/20/2021
PEAK HOURLY VOLUMES
(PM) :
" K " FACTOR :
()
APPROACH VOLUME :
TOTAL # OF CRASHES :
CRASH RATE CALCULATION :
INTERSECTION CRASH RATE WORKSHEET
INTERSECTION
DIAGRAM
(Label Approaches)
APPROACH :Total Peak
Hourly
Approach
VolumeDIRECTION :Crafts AveMain St
CITY/TOWN : Northampton COUNT DATE : 5/1/2019
DISTRICT : 2 UNSIGNALIZED :X SIGNALIZED :
~ INTERSECTION DATA ~
MAJOR STREET : Main Street
MINOR STREET(S) : Old South Street
North
PEAK HOUR VOLUMES
12345
NB SB WB EB
320 ‐ 595 440 1,355
0.076 17,829
19 # OF
YEARS :3
AVERAGE # OF
CRASHES PER YEAR (
A ) :
6.33
0.97 RATE =( A * 1,000,000 )
( V * 365 )
Comments K Factor from ATR location between Strong Ave and Market St/Hawley St
Project Title & Date: Northampton Main Street, 10/20/2021
PEAK HOURLY VOLUMES
(PM) :
" K " FACTOR :
()
APPROACH VOLUME :
TOTAL # OF CRASHES :
CRASH RATE CALCULATION :
INTERSECTION CRASH RATE WORKSHEET
INTERSECTION
DIAGRAM
(Label Approaches)
APPROACH :Total Peak
Hourly
Approach
VolumeDIRECTION :Old South StMain St
CITY/TOWN : Northampton COUNT DATE : 5/1/2019
DISTRICT : 2 UNSIGNALIZED :X SIGNALIZED :
~ INTERSECTION DATA ~
MAJOR STREET : Main Street
MINOR STREET(S) : Center Street
North
PEAK HOUR VOLUMES
12345
NB SB WB EB
‐ 147 485 666 1,298
0.076 17,079
11 # OF
YEARS :3
AVERAGE # OF
CRASHES PER YEAR (
A ) :
3.67
0.59 RATE =( A * 1,000,000 )
( V * 365 )
Comments K Factor from ATR location between Strong Ave and Market St/Hawley St
Project Title & Date: Northampton Main Street, 10/20/2021
PEAK HOURLY VOLUMES
(AM) :
" K " FACTOR :
()
APPROACH VOLUME :
TOTAL # OF CRASHES :
CRASH RATE CALCULATION :
INTERSECTION CRASH RATE WORKSHEET
INTERSECTION
DIAGRAM
(Label Approaches)
APPROACH :Total Peak
Hourly
Approach
VolumeDIRECTION :Center St
Main St
CITY/TOWN : Northampton COUNT DATE : 5/1/2019
DISTRICT : 2 UNSIGNALIZED :X SIGNALIZED :
~ INTERSECTION DATA ~
MAJOR STREET : Main Street
MINOR STREET(S) : Gothic Street
North
PEAK HOUR VOLUMES
12345
NB SB WB EB
‐ 84 481 669 1,234
0.076 16,237
13 # OF
YEARS :3
AVERAGE # OF
CRASHES PER YEAR (
A ) :
4.33
0.73 RATE =( A * 1,000,000 )
( V * 365 )
Comments K Factor from ATR location between Strong Ave and Market St/Hawley St
Project Title & Date: Northampton Main Street, 10/20/2021
PEAK HOURLY VOLUMES
(AM) :
" K " FACTOR :
()
APPROACH VOLUME :
TOTAL # OF CRASHES :
CRASH RATE CALCULATION :
INTERSECTION CRASH RATE WORKSHEET
INTERSECTION
DIAGRAM
(Label Approaches)
APPROACH :Total Peak
Hourly
Approach
VolumeDIRECTION :Gothic St
Main St
CITY/TOWN : Northampton COUNT DATE : 5/1/2019
DISTRICT : 2 UNSIGNALIZED :X SIGNALIZED :
~ INTERSECTION DATA ~
MAJOR STREET : Main Street
MINOR STREET(S) : Merrick Lane
Strong Avenue
North
PEAK HOUR VOLUMES
12345
NB SB WB EB
212 19 541 452 1,224
0.076 16,105
9 # OF
YEARS :3
AVERAGE # OF
CRASHES PER YEAR (
A ) :
3.00
0.51 RATE =( A * 1,000,000 )
( V * 365 )
Comments K Factor from ATR location between Strong Ave and Market St/Hawley St
Project Title & Date: Northampton Main Street, 10/20/2021
PEAK HOURLY VOLUMES
(PM) :
" K " FACTOR :
()
APPROACH VOLUME :
TOTAL # OF CRASHES :
CRASH RATE CALCULATION :
INTERSECTION CRASH RATE WORKSHEET
INTERSECTION
DIAGRAM
(Label Approaches)
APPROACH :Total Peak
Hourly
Approach
VolumeDIRECTION :Merrick LnMain St
Strong Ave
APPENDIX B.
TRAFFIC COUNT
DATA
Page 1
Location: Main St (Route 9 Eastbound)
Location: Between Strong & Market
City, State: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
P.O. Pox 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
Start Sat 02-Nov- Sun 03-Nov- Mon 04-Nov- Daily Average
Time A.M.P.M. A.M.P.M. A.M.P.M. A.M.P.M.
12:00 26 110 0 ***13 110
12:15 19 111 ****19 111
12:30 41 105 ****41 105
12:45 29 101 ****29 101
01:00 36 114 ****36 114
01:15 41 94 ****41 94
01:30 35 71 ****35 71
01:45 21 121 ****21 121
02:00 26 134 ****26 134
02:15 17 136 ****17 136
02:30 8 130 ****8 130
02:45 9 104 ****9 104
03:00 4 102 ****4 102
03:15 8 103 ****8 103
03:30 4 115 ****4 115
03:45 6 90 ****6 90
04:00 10 107 ****10 107
04:15 6 95 ****6 95
04:30 7 93 ****7 93
04:45 5 112 ****5 112
05:00 10 108 ****10 108
05:15 10 106 ****10 106
05:30 14 86 ****14 86
05:45 15 108 ****15 108
06:00 22 81 ****22 81
06:15 19 109 ****19 109
06:30 25 108 ****25 108
06:45 23 100 ****23 100
07:00 32 102 ****32 102
07:15 48 107 ****48 107
07:30 55 87 ****55 87
07:45 54 98 ****54 98
08:00 42 92 ****42 92
08:15 64 103 ****64 103
08:30 70 90 ****70 90
08:45 93 98 ****93 98
09:00 95 74 ****95 74
09:15 92 104 ****92 104
09:30 122 73 ****122 73
09:45 79 79 ****79 79
10:00 96 90 ****96 90
10:15 100 68 ****100 68
10:30 90 57 ****90 57
10:45 91 71 ****91 71
11:00 129 82 ****129 82
11:15 120 58 ****120 58
11:30 143 44 ****143 44
11:45 121 42 ****121 42
Total 2232 4573 0 0 0 0 2219 4573
Combined
Total 6805 0 0 6792
Peak 11:00 01:45 -------11:00 01:45
Vol. 513 521 ------- 513 521
P.H.F. 0.897 0.958 0.897 0.958
ADT ADT 6,792 AADT 6,792
Page 1
Location: Main St (Route 9 Westbound)
Location: Between Strong & Market
City, State: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
P.O. Pox 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
Start Sat 02-Nov- Sun 03-Nov- Mon 04-Nov- Daily Average
Time A.M.P.M. A.M.P.M. A.M.P.M. A.M.P.M.
12:00 20 105 0 ***10 105
12:15 34 124 ****34 124
12:30 33 124 ****33 124
12:45 26 110 ****26 110
01:00 15 105 ****15 105
01:15 34 70 ****34 70
01:30 16 96 ****16 96
01:45 21 91 ****21 91
02:00 17 112 ****17 112
02:15 22 138 ****22 138
02:30 10 128 ****10 128
02:45 17 109 ****17 109
03:00 5 99 ****5 99
03:15 12 95 ****12 95
03:30 8 114 ****8 114
03:45 7 134 ****7 134
04:00 3 106 ****3 106
04:15 3 117 ****3 117
04:30 4 108 ****4 108
04:45 6 107 ****6 107
05:00 3 118 ****3 118
05:15 5 100 ****5 100
05:30 4 123 ****4 123
05:45 7 108 ****7 108
06:00 10 109 ****10 109
06:15 23 108 ****23 108
06:30 22 126 ****22 126
06:45 26 122 ****26 122
07:00 24 117 ****24 117
07:15 29 91 ****29 91
07:30 43 92 ****43 92
07:45 46 107 ****46 107
08:00 36 74 ****36 74
08:15 55 89 ****55 89
08:30 75 73 ****75 73
08:45 74 63 ****74 63
09:00 81 89 ****81 89
09:15 100 73 ****100 73
09:30 90 75 ****90 75
09:45 106 99 ****106 99
10:00 100 64 ****100 64
10:15 122 56 ****122 56
10:30 103 49 ****103 49
10:45 128 91 ****128 91
11:00 114 56 ****114 56
11:15 131 44 ****131 44
11:30 124 38 ****124 38
11:45 108 37 ****108 37
Total 2102 4583 0 0 0 0 2092 4583
Combined
Total 6685 0 0 6675
Peak 10:45 02:00 -------10:45 02:00
Vol. 497 487 ------- 497 487
P.H.F. 0.948 0.882 0.948 0.882
ADT ADT 6,675 AADT 6,675
Page 1
Location: Main St (Route 9 Eastbound)
Location: Between Masonic & Craft
City, State: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
P.O. Pox 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
Start Sat 02-Nov- Sun 03-Nov- Mon 04-Nov- Daily Average
Time A.M.P.M. A.M.P.M. A.M.P.M. A.M.P.M.
12:00 14 87 0 ***7 87
12:15 21 117 ****21 117
12:30 28 85 ****28 85
12:45 16 113 ****16 113
01:00 23 106 ****23 106
01:15 9 97 ****9 97
01:30 21 123 ****21 123
01:45 12 117 ****12 117
02:00 14 121 ****14 121
02:15 7 118 ****7 118
02:30 4 115 ****4 115
02:45 5 104 ****5 104
03:00 5 120 ****5 120
03:15 8 125 ****8 125
03:30 4 115 ****4 115
03:45 7 111 ****7 111
04:00 3 136 ****3 136
04:15 4 113 ****4 113
04:30 4 103 ****4 103
04:45 3 116 ****3 116
05:00 13 113 ****13 113
05:15 13 105 ****13 105
05:30 12 91 ****12 91
05:45 22 100 ****22 100
06:00 17 112 ****17 112
06:15 23 118 ****23 118
06:30 23 103 ****23 103
06:45 40 97 ****40 97
07:00 48 81 ****48 81
07:15 52 90 ****52 90
07:30 38 65 ****38 65
07:45 68 55 ****68 55
08:00 71 63 ****71 63
08:15 81 65 ****81 65
08:30 84 52 ****84 52
08:45 99 54 ****99 54
09:00 103 50 ****103 50
09:15 91 73 ****91 73
09:30 91 46 ****91 46
09:45 110 67 ****110 67
10:00 105 64 ****105 64
10:15 117 45 ****117 45
10:30 119 36 ****119 36
10:45 120 47 ****120 47
11:00 114 38 ****114 38
11:15 131 31 ****131 31
11:30 118 33 ****118 33
11:45 105 18 ****105 18
Total 2240 4154 0 0 0 0 2233 4154
Combined
Total 6394 0 0 6387
Peak 10:30 03:15 -------10:30 03:15
Vol. 484 487 ------- 484 487
P.H.F. 0.924 0.895 0.924 0.895
ADT ADT 6,387 AADT 6,387
Page 1
Location: Main St (Route 9 Westbound)
Location: Between Masonic & Craft
City, State: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
P.O. Pox 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
Start Sat 02-Nov- Sun 03-Nov- Mon 04-Nov- Daily Average
Time A.M.P.M. A.M.P.M. A.M.P.M. A.M.P.M.
12:00 26 103 0 ***13 103
12:15 20 88 ****20 88
12:30 28 95 ****28 95
12:45 23 102 ****23 102
01:00 17 101 ****17 101
01:15 30 82 ****30 82
01:30 13 115 ****13 115
01:45 25 96 ****25 96
02:00 16 82 ****16 82
02:15 13 98 ****13 98
02:30 9 88 ****9 88
02:45 12 82 ****12 82
03:00 2 96 ****2 96
03:15 7 74 ****7 74
03:30 9 73 ****9 73
03:45 4 96 ****4 96
04:00 4 89 ****4 89
04:15 3 88 ****3 88
04:30 2 85 ****2 85
04:45 6 100 ****6 100
05:00 5 84 ****5 84
05:15 6 96 ****6 96
05:30 5 95 ****5 95
05:45 3 96 ****3 96
06:00 12 71 ****12 71
06:15 12 86 ****12 86
06:30 22 101 ****22 101
06:45 24 66 ****24 66
07:00 36 78 ****36 78
07:15 41 72 ****41 72
07:30 46 71 ****46 71
07:45 53 71 ****53 71
08:00 40 72 ****40 72
08:15 56 87 ****56 87
08:30 58 75 ****58 75
08:45 58 62 ****58 62
09:00 83 47 ****83 47
09:15 83 53 ****83 53
09:30 77 84 ****77 84
09:45 83 77 ****83 77
10:00 81 76 ****81 76
10:15 78 59 ****78 59
10:30 96 43 ****96 43
10:45 71 62 ****71 62
11:00 100 40 ****100 40
11:15 102 41 ****102 41
11:30 110 24 ****110 24
11:45 80 32 ****80 32
Total 1790 3754 0 0 0 0 1777 3754
Combined
Total 5544 0 0 5531
Peak 11:00 00:45 -------11:00 00:45
Vol. 392 400 ------- 392 400
P.H.F. 0.891 0.870 0.891 0.870
ADT ADT 5,531 AADT 5,531
Page 1
Location: Main St (Route 9 Eastbound)
Location: Between Strong & Market
City, State: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
P.O. Pox 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
Eastbound
Start 1 16 21 26 31 36 41 46 51 56 61 66 71 76 85th 95th
Time 15 20 25 30 35 40 45 50 55 60 65 70 75 999 Total Percent Percent
11/02/19 40 33 38 4 0 0 0 0 0 0 0 0 0 0 115 23 24
01:00 68 30 28 5 1 0 0 0 0 0 0 1 0 0 133 22 25
02:00 36 12 9 2 0 0 0 1 0 0 0 0 0 0 60 21 25
03:00 7 4 5 5 1 0 0 0 0 0 0 0 0 0 22 27 29
04:00 11 3 8 4 2 0 0 0 0 0 0 0 0 0 28 27 31
05:00 13 4 14 16 1 1 0 0 0 0 0 0 0 0 49 28 29
06:00 18 16 39 12 3 0 0 0 0 0 0 0 0 1 89 25 29
07:00 48 29 89 21 1 0 0 0 0 0 0 0 0 1 189 24 27
08:00 54 41 134 37 2 0 0 0 0 0 0 0 0 1 269 24 28
09:00 149 124 104 10 0 1 0 0 0 0 0 0 0 0 388 22 24
10:00 179 144 49 5 0 0 0 0 0 0 0 0 0 0 377 19 23
11:00 315 165 26 3 0 1 2 0 0 0 0 0 0 1 513 18 21
12 PM 277 132 13 3 0 0 2 0 0 0 0 0 0 0 427 18 19
13:00 305 87 3 0 0 0 0 2 0 0 0 0 2 1 400 16 19
14:00 331 152 18 0 0 0 1 0 0 0 1 0 0 1 504 18 19
15:00 296 100 9 0 1 2 0 0 0 0 1 0 0 1 410 17 19
16:00 259 132 11 2 0 0 1 1 0 0 0 0 1 0 407 18 19
17:00 308 97 2 0 0 0 0 1 0 0 0 0 0 0 408 17 19
18:00 302 90 3 2 0 0 0 0 0 1 0 0 0 0 398 17 19
19:00 281 106 6 1 0 0 0 0 0 0 0 0 0 0 394 17 19
20:00 240 118 24 0 1 0 0 0 0 0 0 0 0 0 383 18 21
21:00 164 133 30 1 0 0 0 0 0 0 0 1 0 1 330 19 22
22:00 137 110 34 4 0 0 0 0 1 0 0 0 0 0 286 19 23
23:00 112 76 34 4 0 0 0 0 0 0 0 0 0 0 226 20 23
Total 3950 1938 730 141 13 5 6 5 1 1 2 2 3 8 6805
Percent 58.0%28.5%10.7%2.1%0.2%0.1%0.1%0.1%0.0%0.0%0.0%0.0%0.0%0.1%
AM Peak 11:00 11:00 08:00 08:00 06:00 05:00 11:00 02:00 01:00 06:00 11:00
Vol. 315 165 134 37 3 1 2 1 1 1 513
PM Peak 14:00 14:00 22:00 22:00 15:00 15:00 12:00 13:00 22:00 18:00 14:00 21:00 13:00 13:00 14:00
Vol. 331 152 34 4 1 2 2 2 1 1 1 1 2 1 504
Grand
Total 3950 1938 730 141 13 5 6 5 1 1 2 2 3 8 6805
Percent 58.0% 28.5% 10.7% 2.1% 0.2% 0.1% 0.1% 0.1% 0.0% 0.0% 0.0% 0.0% 0.0% 0.1%
15th Percentile : 3 MPH
50th Percentile : 12 MPH
85th Percentile : 19 MPH
95th Percentile : 23 MPH
Statistics 10 MPH Pace Speed : 11-20 MPH
Number in Pace : 3255
Percent in Pace : 47.8%
Number of Vehicles > 40 MPH : 28
Percent of Vehicles > 40 MPH : 0.4%
Mean Speed(Average) : 13 MPH
Page 1
Location: Main St (Route 9 Westbound)
Location: Between Strong & Market
City, State: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
P.O. Pox 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
Westbound
Start 1 16 21 26 31 36 41 46 51 56 61 66 71 76 Pace Number
Time 15 20 25 30 35 40 45 50 55 60 65 70 75 999 Total Speed in Pace
11/02/19 21 24 37 28 3 0 0 0 0 0 0 0 0 0 113 21-30 65
01:00 16 10 34 23 2 1 0 0 0 0 0 0 0 0 86 21-30 57
02:00 7 13 24 18 4 0 0 0 0 0 0 0 0 0 66 21-30 42
03:00 5 5 8 10 4 0 0 0 0 0 0 0 0 0 32 21-30 18
04:00 3 2 3 6 1 1 0 0 0 0 0 0 0 0 16 21-30 9
05:00 1 1 3 10 3 0 1 0 0 0 0 0 0 0 19 21-30 13
06:00 19 9 19 24 9 1 0 0 0 0 0 0 0 0 81 21-30 43
07:00 9 7 54 54 17 1 0 0 0 0 0 0 0 0 142 21-30 108
08:00 38 44 86 56 16 0 0 0 0 0 0 0 0 0 240 21-30 142
09:00 67 141 125 38 6 0 0 0 0 0 0 0 0 0 377 16-25 266
10:00 133 226 78 15 1 0 0 0 0 0 0 0 0 0 453 16-25 304
11:00 182 231 51 13 0 0 0 0 0 0 0 0 0 0 477 11-20 292
12 PM 221 197 38 4 1 0 1 0 0 0 0 1 0 0 463 11-20 271
13:00 273 82 4 0 0 0 0 3 0 0 0 0 0 0 362 6-15 182
14:00 251 204 24 8 0 0 0 0 0 0 0 0 0 0 487 11-20 288
15:00 213 192 25 8 2 0 0 2 0 0 0 0 0 0 442 11-20 263
16:00 209 183 38 5 1 0 0 2 0 0 0 0 0 0 438 11-20 253
17:00 265 168 8 0 0 1 0 6 0 0 0 0 0 1 449 11-20 256
18:00 290 163 10 0 0 0 0 2 0 0 0 0 0 0 465 11-20 260
19:00 174 188 40 4 0 0 1 0 0 0 0 0 0 0 407 11-20 246
20:00 91 106 79 21 2 0 0 0 0 0 0 0 0 0 299 16-25 185
21:00 91 169 63 12 1 0 0 0 0 0 0 0 0 0 336 16-25 232
22:00 43 101 79 35 2 0 0 0 0 0 0 0 0 0 260 16-25 180
23:00 25 57 69 23 1 0 0 0 0 0 0 0 0 0 175 16-25 126
Total 2647 2523 999 415 76 5 3 15 0 0 0 1 0 1 6685
Percent 39.6%37.7%14.9%6.2%1.1%0.1%0.0%0.2%0.0%0.0%0.0%0.0%0.0%0.0%
AM Peak 11:00 11:00 09:00 08:00 07:00 01:00 05:00 11:00
Vol. 182 231 125 56 17 1 1 477
PM Peak 18:00 14:00 20:00 22:00 15:00 17:00 12:00 17:00 12:00 17:00 14:00
Vol. 290 204 79 35 2 1 1 6 1 1 487
Total 2647 2523 999 415 76 5 3 15 0 0 0 1 0 1 6685
Percent 39.6% 37.7% 14.9% 6.2% 1.1% 0.1% 0.0% 0.2% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
15th Percentile : 5 MPH
50th Percentile : 16 MPH
85th Percentile : 22 MPH
95th Percentile : 27 MPH
Stats 10 MPH Pace Speed : 16-25 MPH
Number in Pace : 3522
Percent in Pace : 52.7%
Number of Vehicles > 40 MPH : 20
Percent of Vehicles > 40 MPH : 0.3%
Mean Speed(Average) : 16 MPH
Page 1
Location: Main St (Route 9 Eastbound)
Location: Between Masonic & Craft
City, State: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
P.O. Pox 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
Eastbound
Start 1 16 21 26 31 36 41 46 51 56 61 66 71 76 85th 95th
Time 15 20 25 30 35 40 45 50 55 60 65 70 75 999 Total Percent Percent
11/02/19 5 26 34 13 1 0 0 0 0 0 0 0 0 0 79 25 28
01:00 0 14 37 12 2 0 0 0 0 0 0 0 0 0 65 26 29
02:00 1 6 18 4 1 0 0 0 0 0 0 0 0 0 30 25 29
03:00 3 1 13 7 0 0 0 0 0 0 0 0 0 0 24 27 29
04:00 1 2 5 5 1 0 0 0 0 0 0 0 0 0 14 28 31
05:00 1 10 24 21 3 1 0 0 0 0 0 0 0 0 60 28 31
06:00 4 20 55 23 1 0 0 0 0 0 0 0 0 0 103 26 29
07:00 10 78 105 10 2 0 1 0 0 0 0 0 0 0 206 24 26
08:00 62 158 100 15 0 0 0 0 0 0 0 0 0 0 335 23 24
09:00 71 239 80 5 0 0 0 0 0 0 0 0 0 0 395 21 24
10:00 115 280 61 5 0 0 0 0 0 0 0 0 0 0 461 19 23
11:00 200 216 45 4 1 0 1 1 0 0 0 0 0 0 468 19 23
12 PM 195 172 29 1 1 0 0 3 0 1 0 0 0 0 402 19 22
13:00 270 151 22 0 0 0 0 0 0 0 0 0 0 0 443 18 19
14:00 220 208 26 3 0 0 0 0 0 0 0 0 0 1 458 19 21
15:00 230 208 27 6 0 0 0 0 0 0 0 0 0 0 471 19 21
16:00 221 221 24 0 0 1 0 1 0 0 0 0 0 0 468 19 20
17:00 211 173 23 0 0 2 0 0 0 0 0 0 0 0 409 18 20
18:00 211 186 32 1 0 0 0 0 0 0 0 0 0 0 430 19 21
19:00 86 150 51 4 0 0 0 0 0 0 0 0 0 0 291 21 23
20:00 54 127 49 4 0 0 0 0 0 0 0 0 0 0 234 21 24
21:00 47 103 79 5 2 0 0 0 0 0 0 0 0 0 236 23 24
22:00 33 82 69 8 0 0 0 0 0 0 0 0 0 0 192 23 24
23:00 4 32 63 20 1 0 0 0 0 0 0 0 0 0 120 25 28
Total 2255 2863 1071 176 16 4 2 5 0 1 0 0 0 1 6394
Percent 35.3%44.8%16.8%2.8%0.3%0.1%0.0%0.1%0.0%0.0%0.0%0.0%0.0%0.0%
AM Peak 11:00 10:00 07:00 06:00 05:00 05:00 07:00 11:00 11:00
Vol. 200 280 105 23 3 1 1 1 468
PM Peak 13:00 16:00 21:00 23:00 21:00 17:00 12:00 12:00 14:00 15:00
Vol. 270 221 79 20 2 2 3 1 1 471
Grand
Total 2255 2863 1071 176 16 4 2 5 0 1 0 0 0 1 6394
Percent 35.3% 44.8% 16.8% 2.8% 0.3% 0.1% 0.0% 0.1% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
15th Percentile : 6 MPH
50th Percentile : 16 MPH
85th Percentile : 21 MPH
95th Percentile : 24 MPH
Statistics 10 MPH Pace Speed : 16-25 MPH
Number in Pace : 3934
Percent in Pace : 61.5%
Number of Vehicles > 40 MPH : 9
Percent of Vehicles > 40 MPH : 0.1%
Mean Speed(Average) : 16 MPH
Page 1
Location: Main St (Route 9 Westbound)
Location: Between Masonic & Craft
City, State: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
P.O. Pox 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
Westbound
Start 1 16 21 26 31 36 41 46 51 56 61 66 71 76 85th 95th
Time 15 20 25 30 35 40 45 50 55 60 65 70 75 999 Total Percent Percent
11/02/19 8 27 42 19 0 1 0 0 0 0 0 0 0 0 97 26 28
01:00 2 18 50 13 1 1 0 0 0 0 0 0 0 0 85 25 29
02:00 4 17 22 3 3 1 0 0 0 0 0 0 0 0 50 24 32
03:00 1 5 15 1 0 0 0 0 0 0 0 0 0 0 22 24 24
04:00 1 3 8 3 0 0 0 0 0 0 0 0 0 0 15 26 28
05:00 5 1 8 3 2 0 0 0 0 0 0 0 0 0 19 28 32
06:00 8 17 31 11 3 0 0 0 0 0 0 0 0 0 70 26 29
07:00 30 68 67 9 2 0 0 0 0 0 0 0 0 0 176 23 26
08:00 71 85 46 10 0 0 0 0 0 0 0 0 0 0 212 22 24
09:00 109 151 59 7 0 0 0 0 0 0 0 0 0 0 326 21 24
10:00 185 113 23 5 0 0 0 0 0 0 0 0 0 0 326 19 22
11:00 235 125 29 3 0 0 0 0 0 0 0 0 0 0 392 18 22
12 PM 251 111 24 1 1 0 0 0 0 0 0 0 0 0 388 18 21
13:00 251 116 22 4 0 0 0 0 0 1 0 0 0 0 394 18 21
14:00 250 89 11 0 0 0 0 0 0 0 0 0 0 0 350 17 19
15:00 195 108 33 3 0 0 0 0 0 0 0 0 0 0 339 19 22
16:00 227 116 19 0 0 0 0 0 0 0 0 0 0 0 362 18 20
17:00 242 108 21 0 0 0 0 0 0 0 0 0 0 0 371 18 20
18:00 234 80 9 0 0 0 0 1 0 0 0 0 0 0 324 17 19
19:00 157 107 26 1 1 0 0 0 0 0 0 0 0 0 292 19 22
20:00 104 135 50 6 1 0 0 0 0 0 0 0 0 0 296 21 24
21:00 69 111 70 10 1 0 0 0 0 0 0 0 0 0 261 22 24
22:00 44 99 83 12 0 1 0 1 0 0 0 0 0 0 240 23 25
23:00 12 46 66 12 1 0 0 0 0 0 0 0 0 0 137 24 27
Total 2695 1856 834 136 16 4 0 2 0 1 0 0 0 0 5544
Percent 48.6%33.5%15.0%2.5%0.3%0.1%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%
AM Peak 11:00 09:00 07:00 00:00 02:00 00:00 11:00
Vol. 235 151 67 19 3 1 392
PM Peak 12:00 20:00 22:00 22:00 12:00 22:00 18:00 13:00 13:00
Vol. 251 135 83 12 1 1 1 1 394
Grand
Total 2695 1856 834 136 16 4 0 2 0 1 0 0 0 0 5544
Percent 48.6% 33.5% 15.0% 2.5% 0.3% 0.1% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
15th Percentile : 4 MPH
50th Percentile : 15 MPH
85th Percentile : 20 MPH
95th Percentile : 24 MPH
Statistics 10 MPH Pace Speed : 11-20 MPH
Number in Pace : 2754
Percent in Pace : 49.7%
Number of Vehicles > 40 MPH : 3
Percent of Vehicles > 40 MPH : 0.1%
Mean Speed(Average) : 14 MPH
Page 1
Location: Main St (Route 9 Eastbound)
Location: Between Strong & Market
City, State: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
P.O. Pox 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
Eastbound
Start Cars &2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Not
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Classed Total
11/02/19 14 83 10 1 0 0 0 1 0 0 0 0 0 6 115
01:00 28 70 25 2 2 0 0 2 0 0 0 0 0 4 133
02:00 13 27 14 0 0 0 0 0 0 0 0 0 0 6 60
03:00 3 13 2 0 3 0 0 0 0 0 0 0 0 1 22
04:00 5 18 5 0 0 0 0 0 0 0 0 0 0 0 28
05:00 6 25 16 0 1 0 0 0 0 0 0 0 0 1 49
06:00 8 59 19 1 2 0 0 0 0 0 0 0 0 0 89
07:00 24 114 48 1 0 1 0 1 0 0 0 0 0 0 189
08:00 25 207 36 1 0 0 0 0 0 0 0 0 0 0 269
09:00 44 275 56 3 5 1 0 0 0 0 0 0 0 4 388
10:00 51 255 50 4 5 1 1 0 0 0 0 0 2 8 377
11:00 79 318 93 2 3 1 0 1 0 0 0 0 0 16 513
12 PM 53 271 71 5 0 3 0 1 1 0 0 0 0 22 427
13:00 55 253 58 5 3 2 1 2 0 0 0 0 0 21 400
14:00 68 312 87 7 2 0 0 2 0 0 1 0 0 25 504
15:00 65 232 76 4 2 0 1 0 0 1 1 1 1 26 410
16:00 61 247 66 5 1 1 0 0 2 0 0 0 0 24 407
17:00 52 254 66 3 2 1 0 2 2 0 0 0 3 23 408
18:00 57 237 66 10 4 3 0 1 0 0 0 0 2 18 398
19:00 67 230 73 2 0 0 0 2 0 0 0 0 1 19 394
20:00 77 211 76 4 0 0 0 2 0 1 0 0 0 12 383
21:00 48 221 48 0 1 1 0 1 0 0 0 0 0 10 330
22:00 45 177 48 2 3 1 0 1 0 1 0 0 0 8 286
23:00 38 141 33 4 0 1 0 1 0 0 0 0 0 8 226
Total 986 4250 1142 66 39 17 3 20 5 3 2 1 9 262 6805
Percent 14.5% 62.5% 16.8% 1.0% 0.6% 0.2% 0.0% 0.3% 0.1% 0.0% 0.0% 0.0% 0.1% 3.9%
AM Peak 11:00 11:00 11:00 10:00 09:00 07:00 10:00 01:00 10:00 11:00
Vol. 79 318 93 4 5 1 1 2 2 16
PM Peak 20:00 14:00 14:00 18:00 18:00 12:00 13:00 13:00 16:00 15:00 14:00 15:00 17:00 15:00
Vol. 77 312 87 10 4 3 1 2 2 1 1 1 3 26
Grand
Total 986 4250 1142 66 39 17 3 20 5 3 2 1 9 262 6805
Percent 14.5% 62.5% 16.8% 1.0% 0.6% 0.2% 0.0% 0.3% 0.1% 0.0% 0.0% 0.0% 0.1% 3.9%
Page 1
Location: Main St (Route 9 Westbound)
Location: Between Strong & Market
City, State: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
P.O. Pox 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
Westbound
Start Cars &2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Not
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Classed Total
11/02/19 5 95 7 2 0 0 0 2 0 0 0 0 0 2 113
01:00 8 62 10 1 0 2 0 0 0 0 0 0 0 3 86
02:00 3 53 6 0 0 0 0 1 1 0 0 0 0 2 66
03:00 1 23 7 0 0 0 0 0 0 0 0 0 0 1 32
04:00 1 11 2 0 1 0 0 0 0 0 0 0 0 1 16
05:00 0 12 7 0 0 0 0 0 0 0 0 0 0 0 19
06:00 11 50 15 0 3 1 0 0 0 0 0 0 0 1 81
07:00 7 102 20 4 5 1 0 0 0 0 0 0 0 3 142
08:00 21 169 39 1 7 0 0 1 0 0 0 0 0 2 240
09:00 22 274 61 3 10 0 0 1 0 1 0 0 0 5 377
10:00 37 316 66 3 7 3 0 2 1 0 0 0 0 18 453
11:00 31 367 50 3 7 6 0 1 2 0 0 0 0 10 477
12 PM 39 350 49 4 2 3 0 1 0 0 0 0 0 15 463
13:00 46 222 42 11 1 1 0 3 1 0 0 0 0 35 362
14:00 32 377 44 5 4 0 0 3 1 0 1 0 0 20 487
15:00 35 323 47 4 4 2 0 2 1 0 0 1 0 23 442
16:00 38 333 37 4 2 3 0 0 1 1 1 0 0 18 438
17:00 38 321 36 2 6 3 0 2 1 0 1 0 2 37 449
18:00 49 315 49 5 4 4 0 1 2 0 0 0 0 36 465
19:00 41 279 58 5 2 0 0 0 1 0 1 0 0 20 407
20:00 31 220 40 2 1 0 0 2 0 0 0 0 0 3 299
21:00 29 257 39 2 3 1 0 1 0 0 0 0 0 4 336
22:00 16 211 26 1 2 0 0 1 0 0 0 0 0 3 260
23:00 8 148 15 1 1 1 0 0 0 0 0 0 0 1 175
Total 549 4890 772 63 72 31 0 24 12 2 4 1 2 263 6685
Percent 8.2% 73.1% 11.5% 0.9% 1.1% 0.5% 0.0% 0.4% 0.2% 0.0% 0.1% 0.0% 0.0% 3.9%
AM Peak 10:00 11:00 10:00 07:00 09:00 11:00 00:00 11:00 09:00 10:00
Vol. 37 367 66 4 10 6 2 2 1 18
PM Peak 18:00 14:00 19:00 13:00 17:00 18:00 13:00 18:00 16:00 14:00 15:00 17:00 17:00
Vol. 49 377 58 11 6 4 3 2 1 1 1 2 37
Grand
Total 549 4890 772 63 72 31 0 24 12 2 4 1 2 263 6685
Percent 8.2% 73.1% 11.5% 0.9% 1.1% 0.5% 0.0% 0.4% 0.2% 0.0% 0.1% 0.0% 0.0% 3.9%
Page 1
Location: Main St (Route 9 Eastbound)
Location: Between Masonic & Craft
City, State: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
P.O. Pox 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
Eastbound
Start Cars &2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Not
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Classed Total
11/02/19 2 68 4 2 1 0 0 1 0 0 0 0 0 1 79
01:00 4 54 3 1 1 0 0 1 1 0 0 0 0 0 65
02:00 1 25 1 1 0 1 0 0 0 0 0 0 0 1 30
03:00 1 15 1 1 4 0 0 1 0 0 0 0 0 1 24
04:00 0 12 2 0 0 0 0 0 0 0 0 0 0 0 14
05:00 0 44 14 0 2 0 0 0 0 0 0 0 0 0 60
06:00 2 81 15 1 2 0 0 0 0 0 0 0 1 1 103
07:00 9 147 36 4 4 3 0 0 0 0 0 0 0 3 206
08:00 13 265 28 4 4 6 0 1 0 0 1 0 0 13 335
09:00 25 309 38 5 5 3 0 1 1 1 0 0 2 5 395
10:00 22 368 34 7 4 4 0 3 1 2 0 0 2 14 461
11:00 24 369 43 12 2 3 1 2 3 0 0 0 0 9 468
12 PM 30 313 30 4 5 1 0 2 2 0 1 0 0 14 402
13:00 21 360 31 8 4 5 1 1 0 1 1 0 0 10 443
14:00 22 368 39 12 2 3 1 1 1 0 0 0 2 7 458
15:00 31 380 26 7 6 6 0 3 1 3 0 0 0 8 471
16:00 34 370 36 7 1 3 0 2 5 1 0 0 1 8 468
17:00 20 324 22 9 3 3 2 1 4 0 1 0 1 19 409
18:00 32 339 26 3 3 3 0 0 5 3 3 1 0 12 430
19:00 15 244 24 4 1 1 0 0 1 0 0 0 0 1 291
20:00 9 200 13 2 1 2 0 1 1 0 0 0 1 4 234
21:00 12 213 7 1 0 0 0 0 0 0 0 0 0 3 236
22:00 8 167 5 1 2 3 0 1 0 1 0 0 0 4 192
23:00 7 107 1 1 2 1 0 1 0 0 0 0 0 0 120
Total 344 5142 479 97 59 51 5 23 26 12 7 1 10 138 6394
Percent 5.4% 80.4% 7.5% 1.5% 0.9% 0.8% 0.1% 0.4% 0.4% 0.2% 0.1% 0.0% 0.2% 2.2%
AM Peak 09:00 11:00 11:00 11:00 09:00 08:00 11:00 10:00 11:00 10:00 08:00 09:00 10:00
Vol. 25 369 43 12 5 6 1 3 3 2 1 2 14
PM Peak 16:00 15:00 14:00 14:00 15:00 15:00 17:00 15:00 16:00 15:00 18:00 18:00 14:00 17:00
Vol. 34 380 39 12 6 6 2 3 5 3 3 1 2 19
Grand
Total 344 5142 479 97 59 51 5 23 26 12 7 1 10 138 6394
Percent 5.4% 80.4% 7.5% 1.5% 0.9% 0.8% 0.1% 0.4% 0.4% 0.2% 0.1% 0.0% 0.2% 2.2%
Page 1
Location: Main St (Route 9 Westbound)
Location: Between Masonic & Craft
City, State: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
P.O. Pox 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
Westbound
Start Cars &2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Not
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Classed Total
11/02/19 0 85 6 1 2 0 0 2 0 0 0 0 0 1 97
01:00 0 80 3 1 0 0 0 1 0 0 0 0 0 0 85
02:00 0 44 4 0 0 0 0 2 0 0 0 0 0 0 50
03:00 0 20 2 0 0 0 0 0 0 0 0 0 0 0 22
04:00 0 14 1 0 0 0 0 0 0 0 0 0 0 0 15
05:00 0 13 5 0 0 0 0 0 0 0 0 0 0 1 19
06:00 0 56 12 1 0 0 0 0 1 0 0 0 0 0 70
07:00 0 142 17 8 5 1 1 0 1 0 0 0 0 1 176
08:00 6 171 23 2 5 0 0 1 1 0 0 0 0 3 212
09:00 3 273 39 2 3 0 0 1 0 0 0 1 0 4 326
10:00 3 278 32 4 3 1 0 4 0 0 0 0 0 1 326
11:00 5 331 35 7 5 1 0 2 1 0 1 0 0 4 392
12 PM 2 344 25 3 4 2 0 1 1 2 0 1 0 3 388
13:00 2 348 29 4 3 2 1 2 0 0 1 0 1 1 394
14:00 3 302 27 5 4 1 1 0 0 0 0 2 0 5 350
15:00 4 299 22 0 5 1 0 0 1 3 0 2 0 2 339
16:00 1 326 22 4 5 0 0 0 0 0 1 0 0 3 362
17:00 4 331 21 4 1 1 1 0 0 1 0 0 0 7 371
18:00 5 284 18 3 4 0 1 2 0 1 2 0 0 4 324
19:00 3 268 11 4 0 0 0 2 0 1 0 0 0 3 292
20:00 1 261 23 1 5 0 0 1 3 1 0 0 0 0 296
21:00 1 226 24 1 4 2 0 1 0 0 0 0 0 2 261
22:00 2 213 14 1 4 1 0 2 0 1 0 0 0 2 240
23:00 1 126 6 0 2 0 0 1 0 1 0 0 0 0 137
Total 46 4835 421 56 64 13 5 25 9 11 5 6 1 47 5544
Percent 0.8% 87.2% 7.6% 1.0% 1.2% 0.2% 0.1% 0.5% 0.2% 0.2% 0.1% 0.1% 0.0% 0.8%
AM Peak 08:00 11:00 09:00 07:00 07:00 07:00 07:00 10:00 06:00 11:00 09:00 09:00
Vol.6 331 39 8 5 1 1 4 1 1 1 4
PM Peak 18:00 13:00 13:00 14:00 15:00 12:00 13:00 13:00 20:00 15:00 18:00 14:00 13:00 17:00
Vol.5 348 29 5 5 2 1 2 3 3 2 2 1 7
Grand
Total 46 4835 421 56 64 13 5 25 9 11 5 6 1 47 5544
Percent 0.8% 87.2% 7.6% 1.0% 1.2% 0.2% 0.1% 0.5% 0.2% 0.2% 0.1% 0.1% 0.0% 0.8%
Page 1
Location: Main St (Route 9 Eastbound)
Location: Between Strong & Market
Location: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
Start Tue 30-Apr-19 Wed 01-May-1 Thu 02-May-1 Daily Average
Time A.M.P.M. A.M.P.M. A.M.P.M. A.M.P.M.
12:00 10 123 17 133 0 *9 128
12:15 7 143 11 123 **9 133
12:30 9 122 12 109 **10 116
12:45 2 103 12 120 **7 112
01:00 3 116 9 117 **6 116
01:15 2 111 7 129 **4 120
01:30 2 127 9 123 **6 125
01:45 3 111 10 116 **6 114
02:00 3 100 9 124 **6 112
02:15 7 132 1 136 **4 134
02:30 2 146 6 131 **4 138
02:45 2 146 3 141 **2 144
03:00 6 135 5 132 **6 134
03:15 3 146 4 132 **4 139
03:30 6 142 3 118 **4 130
03:45 3 133 4 147 **4 140
04:00 4 150 4 163 **4 156
04:15 4 129 7 161 **6 145
04:30 8 157 6 154 **7 156
04:45 11 150 11 147 **11 148
05:00 10 171 8 156 **9 164
05:15 18 141 16 151 **17 146
05:30 25 144 20 140 **22 142
05:45 25 140 27 116 **26 128
06:00 17 131 30 115 **24 123
06:15 49 119 49 126 **49 122
06:30 61 110 62 111 **62 110
06:45 38 103 62 131 **50 117
07:00 65 105 74 122 **70 114
07:15 85 89 74 103 **80 96
07:30 91 87 96 92 **94 90
07:45 118 79 105 91 **112 85
08:00 154 82 153 92 **154 87
08:15 146 76 124 78 **135 77
08:30 159 78 141 85 **150 82
08:45 112 78 124 61 **118 70
09:00 96 60 109 81 **102 70
09:15 92 62 127 74 **110 68
09:30 124 46 128 51 **126 48
09:45 92 41 103 42 **98 42
10:00 99 60 118 42 **108 51
10:15 101 40 104 39 **102 40
10:30 117 31 123 29 **120 30
10:45 125 12 109 42 **117 27
11:00 114 19 114 28 **114 24
11:15 111 26 95 23 **103 24
11:30 117 16 117 19 **117 18
11:45 113 18 122 15 **118 16
Total 2571 4786 2684 4911 0 0 2626 4851
Combined
Total 7357 7595 0 7477
Peak 07:45 04:30 08:00 03:45 08:00 04:30
Vol.577 619 542 625 557 614
P.H.F.0.907 0.905 0.886 0.959 0.904 0.936
ADT ADT 7,473 AADT 7,473
Page 1
Location: Main St (Route 9 Westbound)
Location: Between Strong & Market
Location: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
Start Tue 30-Apr-19 Wed 01-May-1 Thu 02-May-1 Daily Average
Time A.M.P.M. A.M.P.M. A.M.P.M. A.M.P.M.
12:00 9 116 8 122 0 *6 119
12:15 2 113 16 118 **9 116
12:30 9 114 6 110 **8 112
12:45 5 108 7 111 **6 110
01:00 2 106 9 100 **6 103
01:15 5 107 7 101 **6 104
01:30 2 110 10 121 **6 116
01:45 4 112 2 121 **3 116
02:00 6 104 8 102 **7 103
02:15 5 107 0 70 **2 88
02:30 3 104 1 112 **2 108
02:45 3 123 6 118 **4 120
03:00 2 125 2 147 **2 136
03:15 2 154 2 129 **2 142
03:30 3 145 2 144 **2 144
03:45 0 141 1 152 **0 146
04:00 3 129 3 120 **3 124
04:15 3 127 3 107 **3 117
04:30 8 143 3 126 **6 134
04:45 4 152 7 128 **6 140
05:00 1 120 6 150 **4 135
05:15 13 134 7 146 **10 140
05:30 15 141 19 138 **17 140
05:45 26 137 27 126 **26 132
06:00 25 140 28 138 **26 139
06:15 23 124 35 128 **29 126
06:30 38 118 44 108 **41 113
06:45 40 92 66 110 **53 101
07:00 70 92 58 100 **64 96
07:15 75 97 76 89 **76 93
07:30 74 81 65 87 **70 84
07:45 91 78 91 81 **91 80
08:00 109 83 109 78 **109 80
08:15 97 79 114 67 **106 73
08:30 139 76 109 68 **124 72
08:45 151 48 140 61 **146 54
09:00 84 57 88 67 **86 62
09:15 85 61 97 62 **91 62
09:30 106 49 89 50 **98 50
09:45 100 45 115 59 **108 52
10:00 102 49 94 50 **98 50
10:15 109 42 75 37 **92 40
10:30 89 36 100 30 **94 33
10:45 113 28 86 33 **100 30
11:00 90 25 90 33 **90 29
11:15 97 34 100 36 **98 35
11:30 107 15 90 17 **98 16
11:45 124 15 118 11 **121 13
Total 2273 4536 2239 4519 0 0 2255 4528
Combined
Total 6809 6758 0 6783
Peak 08:00 03:15 08:00 03:00 08:00 03:00
Vol.496 569 472 572 485 568
P.H.F.0.821 0.924 0.843 0.941 0.830 0.973
ADT ADT 6,781 AADT 6,781
Page 1
Location: Main St (Route 9 Westbound)
Location: Between Masonic & Craft
Location: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
Start Tue 30-Apr-19 Wed 01-May-1 Thu 02-May-1 Daily Average
Time A.M.P.M. A.M.P.M. A.M.P.M. A.M.P.M.
12:00 13 110 13 89 0 *9 100
12:15 7 96 20 110 **14 103
12:30 5 95 4 94 **4 94
12:45 1 114 8 95 **4 104
01:00 2 108 9 110 **6 109
01:15 9 99 12 106 **10 102
01:30 1 98 6 95 **4 96
01:45 4 101 7 104 **6 102
02:00 2 84 5 90 **4 87
02:15 6 99 4 89 **5 94
02:30 1 100 3 95 **2 98
02:45 2 115 1 106 **2 110
03:00 2 92 2 113 **2 102
03:15 1 111 2 119 **2 115
03:30 2 110 2 121 **2 116
03:45 2 122 0 113 **1 118
04:00 3 134 3 103 **3 118
04:15 3 109 5 111 **4 110
04:30 9 111 3 120 **6 116
04:45 9 122 10 101 **10 112
05:00 7 111 11 114 **9 112
05:15 5 104 9 120 **7 112
05:30 16 108 14 107 **15 108
05:45 27 123 24 116 **26 120
06:00 34 111 33 106 **34 108
06:15 29 105 36 96 **32 100
06:30 47 103 56 107 **52 105
06:45 58 83 76 103 **67 93
07:00 62 75 65 90 **64 82
07:15 82 94 73 80 **78 87
07:30 72 78 74 82 **73 80
07:45 82 74 87 92 **84 83
08:00 95 64 97 80 **96 72
08:15 91 77 87 65 **89 71
08:30 104 71 106 78 **105 74
08:45 91 58 110 63 **100 60
09:00 82 53 90 68 **86 60
09:15 87 56 81 62 **84 59
09:30 93 39 72 42 **82 40
09:45 83 53 92 53 **88 53
10:00 80 52 89 47 **84 50
10:15 82 38 83 38 **82 38
10:30 88 33 99 27 **94 30
10:45 97 25 73 30 **85 28
11:00 89 31 93 21 **91 26
11:15 82 29 98 30 **90 30
11:30 94 15 91 20 **92 18
11:45 97 13 110 15 **104 14
Total 2040 4006 2148 4036 0 0 2093 4019
Combined
Total 6046 6184 0 6112
Peak 08:00 03:15 08:00 03:00 08:00 03:15
Vol.381 477 400 466 390 467
P.H.F.0.916 0.890 0.909 0.963 0.929 0.989
ADT ADT 6,111 AADT 6,111
Page 1
Location: Main St (Route 9 Eastbound)
Location: Between Strong & Market
Location: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
Eastbound
Start 1 16 21 26 31 36 41 46 51 56 61 66 71 76 85th 95th
Time 15 20 25 30 35 40 45 50 55 60 65 70 75 999 Total Percent Percent
04/30/19 4 0 11 11 1 1 0 0 0 0 0 0 0 0 28 28 30
01:00 0 0 3 4 2 1 0 0 0 0 0 0 0 0 10 29 30
02:00 2 0 3 8 1 0 0 0 0 0 0 0 0 0 14 29 30
03:00 4 1 5 6 2 0 0 0 0 0 0 0 0 0 18 28 30
04:00 0 0 4 15 7 1 0 0 0 0 0 0 0 0 27 32 34
05:00 5 3 9 39 15 7 0 0 0 0 0 0 0 0 78 33 36
06:00 9 6 34 90 25 1 0 0 0 0 0 0 0 0 165 30 33
07:00 48 46 154 92 19 0 0 0 0 0 0 0 0 0 359 27 30
08:00 127 199 200 44 1 0 0 0 0 0 0 0 0 0 571 23 26
09:00 75 118 171 37 3 0 0 0 0 0 0 0 0 0 404 24 26
10:00 99 143 177 22 1 0 0 0 0 0 0 0 0 0 442 23 25
11:00 120 221 101 11 2 0 0 0 0 0 0 0 0 0 455 20 24
12 PM 163 268 54 6 0 0 0 0 0 0 0 0 0 0 491 19 22
13:00 157 248 54 6 0 0 0 0 0 0 0 0 0 0 465 19 22
14:00 201 253 66 3 0 1 0 0 0 0 0 0 0 0 524 19 22
15:00 248 245 61 2 0 0 0 0 0 0 0 0 0 0 556 18 21
16:00 238 287 55 5 1 0 0 0 0 0 0 0 0 0 586 18 21
17:00 233 297 59 7 0 0 0 0 0 0 0 0 0 0 596 18 21
18:00 175 224 63 1 0 0 0 0 0 0 0 0 0 0 463 19 22
19:00 114 174 63 9 0 0 0 0 0 0 0 0 0 0 360 20 23
20:00 86 146 69 12 1 0 0 0 0 0 0 0 0 0 314 21 24
21:00 33 66 93 17 0 0 0 0 0 0 0 0 0 0 209 23 26
22:00 18 24 82 16 2 1 0 0 0 0 0 0 0 0 143 24 27
23:00 5 4 36 30 4 0 0 0 0 0 0 0 0 0 79 28 30
Total 2164 2973 1627 493 87 13 0 0 0 0 0 0 0 0 7357
Percent 29.4%40.4%22.1%6.7%1.2%0.2%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%
AM Peak 08:00 11:00 08:00 07:00 06:00 05:00 08:00
Vol.127 221 200 92 25 7 571
PM Peak 15:00 17:00 21:00 23:00 23:00 14:00 17:00
Vol.248 297 93 30 4 1 596
Page 2
Location: Main St (Route 9 Eastbound)
Location: Between Strong & Market
Location: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
Eastbound
Start 1 16 21 26 31 36 41 46 51 56 61 66 71 76 85th 95th
Time 15 20 25 30 35 40 45 50 55 60 65 70 75 999 Total Percent Percent
05/01/19 8 1 20 20 3 0 0 0 0 0 0 0 0 0 52 28 30
01:00 4 2 13 13 3 0 0 0 0 0 0 0 0 0 35 29 31
02:00 6 1 8 3 1 0 0 0 0 0 0 0 0 0 19 24 26
03:00 2 1 6 3 4 0 0 0 0 0 0 0 0 0 16 31 33
04:00 2 0 1 18 5 2 0 0 0 0 0 0 0 0 28 32 34
05:00 3 1 13 43 8 3 0 0 0 0 0 0 0 0 71 30 34
06:00 16 14 64 101 6 2 0 0 0 0 0 0 0 0 203 28 30
07:00 65 59 122 84 16 3 0 0 0 0 0 0 0 0 349 27 30
08:00 133 198 176 33 2 0 0 0 0 0 0 0 0 0 542 22 25
09:00 130 168 139 29 0 1 0 0 0 0 0 0 0 0 467 22 25
10:00 131 158 155 10 0 0 0 0 0 0 0 0 0 0 454 22 24
11:00 125 239 76 7 1 0 0 0 0 0 0 0 0 0 448 20 23
12 PM 197 237 46 5 0 0 0 0 0 0 0 0 0 0 485 18 21
13:00 187 239 56 3 0 0 0 0 0 0 0 0 0 0 485 18 21
14:00 202 271 50 8 1 0 0 0 0 0 0 0 0 0 532 18 21
15:00 185 266 73 5 0 0 0 0 0 0 0 0 0 0 529 19 22
16:00 241 282 92 9 1 0 0 0 0 0 0 0 0 0 625 19 22
17:00 223 307 30 3 0 0 0 0 0 0 0 0 0 0 563 18 20
18:00 205 206 67 5 0 0 0 0 0 0 0 0 0 0 483 19 22
19:00 129 206 68 4 1 0 0 0 0 0 0 0 0 0 408 19 22
20:00 75 167 71 3 0 0 0 0 0 0 0 0 0 0 316 20 23
21:00 51 109 70 18 0 0 0 0 0 0 0 0 0 0 248 22 26
22:00 23 20 87 22 0 0 0 0 0 0 0 0 0 0 152 25 27
23:00 10 4 45 23 3 0 0 0 0 0 0 0 0 0 85 27 29
Total 2353 3156 1548 472 55 11 0 0 0 0 0 0 0 0 7595
Percent 31.0%41.6%20.4%6.2%0.7%0.1%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%
AM Peak 08:00 11:00 08:00 06:00 07:00 05:00 08:00
Vol.133 239 176 101 16 3 542
PM Peak 16:00 17:00 16:00 23:00 23:00 16:00
Vol.241 307 92 23 3 625
Total 4517 6129 3175 965 142 24 0 0 0 0 0 0 0 0 14952
Percent 30.2%41.0%21.2%6.5%0.9%0.2%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%
15th Percentile : 7 MPH
50th Percentile : 14 MPH
85th Percentile : 21 MPH
95th Percentile : 25 MPH
Stats 10 MPH Pace Speed : 11-20 MPH
Number in Pace : 7604
Percent in Pace : 50.9%
Number of Vehicles > 40 MPH : 2
Percent of Vehicles > 40 MPH : 0.0%
Mean Speed(Average) : 15 MPH
Page 1
Location: Main St (Route 9 Westbound)
Location: Between Strong & Market
Location: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
Westbound
Start 1 16 21 26 31 36 41 46 51 56 61 66 71 76 85th 95th
Time 15 20 25 30 35 40 45 50 55 60 65 70 75 999 Total Percent Percent
04/30/19 2 1 5 14 2 1 0 0 0 0 0 0 0 0 25 29 31
01:00 0 2 2 4 4 1 0 0 0 0 0 0 0 0 13 33 34
02:00 1 0 1 10 4 1 0 0 0 0 0 0 0 0 17 32 34
03:00 0 1 0 5 1 0 0 0 0 0 0 0 0 0 7 29 29
04:00 0 1 0 7 5 4 1 0 0 0 0 0 0 0 18 37 39
05:00 0 5 7 13 25 2 3 0 0 0 0 0 0 0 55 34 36
06:00 1 7 22 51 40 4 1 0 0 0 0 0 0 0 126 33 35
07:00 8 54 123 101 24 0 0 0 0 0 0 0 0 0 310 28 31
08:00 38 182 188 74 13 1 0 0 0 0 0 0 0 0 496 25 29
09:00 32 98 146 91 8 0 0 0 0 0 0 0 0 0 375 26 29
10:00 41 155 153 58 6 0 0 0 0 0 0 0 0 0 413 24 28
11:00 74 183 126 32 3 0 0 0 0 0 0 0 0 0 418 22 26
12 PM 121 263 50 16 1 0 0 0 0 0 0 0 0 0 451 19 23
13:00 94 243 89 8 1 0 0 0 0 0 0 0 0 0 435 20 23
14:00 85 251 90 11 1 0 0 0 0 0 0 0 0 0 438 20 24
15:00 162 327 66 9 1 0 0 0 0 0 0 0 0 0 565 19 22
16:00 169 335 42 5 0 0 0 0 0 0 0 0 0 0 551 18 21
17:00 153 282 87 10 0 0 0 0 0 0 0 0 0 0 532 20 23
18:00 127 239 87 19 2 0 0 0 0 0 0 0 0 0 474 20 24
19:00 62 141 104 37 4 0 0 0 0 0 0 0 0 0 348 23 27
20:00 44 95 111 33 3 0 0 0 0 0 0 0 0 0 286 24 27
21:00 18 53 93 45 3 0 0 0 0 0 0 0 0 0 212 26 29
22:00 6 23 65 55 4 1 1 0 0 0 0 0 0 0 155 28 30
23:00 3 7 29 45 4 1 0 0 0 0 0 0 0 0 89 29 31
Total 1241 2948 1686 753 159 16 6 0 0 0 0 0 0 0 6809
Percent 18.2%43.3%24.8%11.1%2.3%0.2%0.1%0.0%0.0%0.0%0.0%0.0%0.0%0.0%
AM Peak 11:00 11:00 08:00 07:00 06:00 04:00 05:00 08:00
Vol.74 183 188 101 40 4 3 496
PM Peak 16:00 16:00 20:00 22:00 19:00 22:00 22:00 15:00
Vol.169 335 111 55 4 1 1 565
Page 2
Location: Main St (Route 9 Westbound)
Location: Between Strong & Market
Location: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
Westbound
Start 1 16 21 26 31 36 41 46 51 56 61 66 71 76 85th 95th
Time 15 20 25 30 35 40 45 50 55 60 65 70 75 999 Total Percent Percent
05/01/19 5 0 11 13 7 1 0 0 0 0 0 0 0 0 37 30 34
01:00 1 1 3 15 4 4 0 0 0 0 0 0 0 0 28 35 37
02:00 0 1 2 8 2 2 0 0 0 0 0 0 0 0 15 30 31
03:00 0 2 1 4 0 0 0 0 0 0 0 0 0 0 7 28 28
04:00 1 0 1 9 3 2 0 0 0 0 0 0 0 0 16 32 33
05:00 0 2 7 29 18 2 1 0 0 0 0 0 0 0 59 32 35
06:00 4 6 36 82 35 10 0 0 0 0 0 0 0 0 173 32 36
07:00 12 33 104 110 27 4 0 0 0 0 0 0 0 0 290 29 32
08:00 32 160 197 73 10 0 0 0 0 0 0 0 0 0 472 25 28
09:00 45 123 157 55 9 0 0 0 0 0 0 0 0 0 389 25 28
10:00 46 166 103 29 11 0 0 0 0 0 0 0 0 0 355 23 27
11:00 61 191 108 36 2 0 0 0 0 0 0 0 0 0 398 22 26
12 PM 120 246 76 17 1 1 0 0 0 0 0 0 0 0 461 20 24
13:00 108 230 93 12 0 0 0 0 0 0 0 0 0 0 443 20 24
14:00 88 219 75 18 2 0 0 0 0 0 0 0 0 0 402 20 24
15:00 172 305 84 9 2 0 0 0 0 0 0 0 0 0 572 19 22
16:00 112 266 81 20 1 0 1 0 0 0 0 0 0 0 481 20 24
17:00 175 326 54 4 1 0 0 0 0 0 0 0 0 0 560 19 21
18:00 150 245 74 15 0 0 0 0 0 0 0 0 0 0 484 20 23
19:00 47 125 123 56 6 0 0 0 0 0 0 0 0 0 357 25 28
20:00 25 79 119 45 6 0 0 0 0 0 0 0 0 0 274 25 29
21:00 22 54 113 45 4 0 0 0 0 0 0 0 0 0 238 26 29
22:00 14 38 68 29 1 0 0 0 0 0 0 0 0 0 150 25 28
23:00 5 9 29 37 15 2 0 0 0 0 0 0 0 0 97 30 33
Total 1245 2827 1719 770 167 28 2 0 0 0 0 0 0 0 6758
Percent 18.4%41.8%25.4%11.4%2.5%0.4%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%
AM Peak 11:00 11:00 08:00 07:00 06:00 06:00 05:00 08:00
Vol.61 191 197 110 35 10 1 472
PM Peak 17:00 17:00 19:00 19:00 23:00 23:00 16:00 15:00
Vol.175 326 123 56 15 2 1 572
Total 2486 5775 3405 1523 326 44 8 0 0 0 0 0 0 0 13567
Percent 18.3%42.6%25.1%11.2%2.4%0.3%0.1%0.0%0.0%0.0%0.0%0.0%0.0%0.0%
15th Percentile : 8 MPH
50th Percentile : 16 MPH
85th Percentile : 23 MPH
95th Percentile : 28 MPH
Stats 10 MPH Pace Speed : 13-22 MPH
Number in Pace : 7073
Percent in Pace : 52.1%
Number of Vehicles > 40 MPH : 9
Percent of Vehicles > 40 MPH : 0.1%
Mean Speed(Average) : 17 MPH
Page 1
Location: Main St (Route 9 Westbound)
Location: Between Masonic & Craft
Location: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
Westbound
Start 1 16 21 26 31 36 41 46 51 56 61 66 71 76 85th 95th
Time 15 20 25 30 35 40 45 50 55 60 65 70 75 999 Total Percent Percent
04/30/19 0 3 12 9 2 0 0 0 0 0 0 0 0 0 26 28 30
01:00 0 1 9 6 0 0 0 0 0 0 0 0 0 0 16 27 29
02:00 0 0 2 7 1 1 0 0 0 0 0 0 0 0 11 29 30
03:00 0 1 4 2 0 0 0 0 0 0 0 0 0 0 7 25 25
04:00 3 2 10 8 1 0 0 0 0 0 0 0 0 0 24 28 30
05:00 5 8 21 16 5 0 0 0 0 0 0 0 0 0 55 29 32
06:00 22 38 89 16 2 1 0 0 0 0 0 0 0 0 168 24 27
07:00 48 116 120 13 1 0 0 0 0 0 0 0 0 0 298 23 25
08:00 138 197 41 5 0 0 0 0 0 0 0 0 0 0 381 19 22
09:00 78 190 67 9 1 0 0 0 0 0 0 0 0 0 345 20 23
10:00 127 155 60 5 0 0 0 0 0 0 0 0 0 0 347 19 23
11:00 138 174 42 8 0 0 0 0 0 0 0 0 0 0 362 19 22
12 PM 156 224 34 0 1 0 0 0 0 0 0 0 0 0 415 18 21
13:00 181 181 38 5 1 0 0 0 0 0 0 0 0 0 406 18 21
14:00 149 219 28 2 0 0 0 0 0 0 0 0 0 0 398 18 21
15:00 192 223 19 1 0 0 0 0 0 0 0 0 0 0 435 18 20
16:00 178 268 29 1 0 0 0 0 0 0 0 0 0 0 476 18 20
17:00 187 232 22 5 0 0 0 0 0 0 0 0 0 0 446 18 20
18:00 145 216 35 5 1 0 0 0 0 0 0 0 0 0 402 18 21
19:00 91 163 59 8 0 0 0 0 0 0 0 0 0 0 321 20 23
20:00 60 138 66 5 1 0 0 0 0 0 0 0 0 0 270 21 24
21:00 21 68 92 19 1 0 0 0 0 0 0 0 0 0 201 24 26
22:00 7 44 80 16 1 0 0 0 0 0 0 0 0 0 148 24 27
23:00 5 16 47 16 3 1 0 0 0 0 0 0 0 0 88 26 29
Total 1931 2877 1026 187 22 3 0 0 0 0 0 0 0 0 6046
Percent 31.9%47.6%17.0%3.1%0.4%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%
AM Peak 08:00 08:00 07:00 05:00 05:00 02:00 08:00
Vol.138 197 120 16 5 1 381
PM Peak 15:00 16:00 21:00 21:00 23:00 23:00 16:00
Vol.192 268 92 19 3 1 476
Page 2
Location: Main St (Route 9 Westbound)
Location: Between Masonic & Craft
Location: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
Westbound
Start 1 16 21 26 31 36 41 46 51 56 61 66 71 76 85th 95th
Time 15 20 25 30 35 40 45 50 55 60 65 70 75 999 Total Percent Percent
05/01/19 3 11 21 5 4 1 0 0 0 0 0 0 0 0 45 27 31
01:00 0 9 14 9 2 0 0 0 0 0 0 0 0 0 34 27 30
02:00 1 1 3 8 0 0 0 0 0 0 0 0 0 0 13 29 30
03:00 0 1 3 1 0 1 0 0 0 0 0 0 0 0 6 22 22
04:00 4 5 4 6 2 0 0 0 0 0 0 0 0 0 21 27 29
05:00 2 10 28 15 3 0 0 0 0 0 0 0 0 0 58 27 30
06:00 18 68 78 32 4 1 0 0 0 0 0 0 0 0 201 25 28
07:00 47 143 90 15 4 0 0 0 0 0 0 0 0 0 299 22 25
08:00 131 210 54 5 0 0 0 0 0 0 0 0 0 0 400 19 22
09:00 102 173 54 6 0 0 0 0 0 0 0 0 0 0 335 19 23
10:00 130 175 38 1 0 0 0 0 0 0 0 0 0 0 344 18 21
11:00 149 173 62 8 0 0 0 0 0 0 0 0 0 0 392 19 23
12 PM 165 197 25 1 0 0 0 0 0 0 0 0 0 0 388 18 20
13:00 166 224 25 0 0 0 0 0 0 0 0 0 0 0 415 18 20
14:00 123 213 41 3 0 0 0 0 0 0 0 0 0 0 380 19 21
15:00 179 233 50 3 0 1 0 0 0 0 0 0 0 0 466 18 21
16:00 158 248 25 4 0 0 0 0 0 0 0 0 0 0 435 18 20
17:00 194 253 10 0 0 0 0 0 0 0 0 0 0 0 457 17 20
18:00 198 197 17 0 0 0 0 0 0 0 0 0 0 0 412 17 20
19:00 130 171 37 6 0 0 0 0 0 0 0 0 0 0 344 19 22
20:00 92 142 47 5 0 0 0 0 0 0 0 0 0 0 286 19 23
21:00 12 101 94 16 2 0 0 0 0 0 0 0 0 0 225 23 26
22:00 9 43 70 18 2 0 0 0 0 0 0 0 0 0 142 24 27
23:00 4 28 37 17 0 0 0 0 0 0 0 0 0 0 86 25 28
Total 2017 3029 927 184 23 4 0 0 0 0 0 0 0 0 6184
Percent 32.6%49.0%15.0%3.0%0.4%0.1%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%
AM Peak 11:00 08:00 07:00 06:00 00:00 00:00 08:00
Vol.149 210 90 32 4 1 400
PM Peak 18:00 17:00 21:00 22:00 21:00 15:00 15:00
Vol.198 253 94 18 2 1 466
Total 3948 5906 1953 371 45 7 0 0 0 0 0 0 0 0 12230
Percent 32.3%48.3%16.0%3.0%0.4%0.1%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%
15th Percentile : 6 MPH
50th Percentile : 14 MPH
85th Percentile : 20 MPH
95th Percentile : 23 MPH
Stats 10 MPH Pace Speed : 10-19 MPH
Number in Pace : 6831
Percent in Pace : 55.9%
Number of Vehicles > 40 MPH : 1
Percent of Vehicles > 40 MPH : 0.0%
Mean Speed(Average) : 14 MPH
Page 1
Location: Main St (Route 9 Eastbound)
Location: Between Strong & Market
Location: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
Eastbound
Start Cars &2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Not
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Classed Total
04/30/19 1 22 2 0 0 0 0 0 0 0 0 0 0 3 28
01:00 0 9 1 0 0 0 0 0 0 0 0 0 0 0 10
02:00 0 10 2 0 1 0 0 0 0 0 0 0 0 1 14
03:00 1 8 6 0 0 0 0 0 0 0 0 0 0 3 18
04:00 0 20 5 0 2 0 0 0 0 0 0 0 0 0 27
05:00 1 54 11 1 7 0 0 0 0 0 0 0 0 4 78
06:00 4 105 36 3 12 0 0 0 0 0 0 0 0 5 165
07:00 19 275 30 8 12 0 0 1 0 0 0 0 0 14 359
08:00 29 436 44 7 13 2 0 5 0 0 0 0 0 35 571
09:00 19 292 34 5 23 2 0 3 0 0 0 0 0 26 404
10:00 19 332 41 5 15 1 0 3 1 0 0 0 0 25 442
11:00 27 317 41 4 16 0 0 1 0 0 0 0 0 49 455
12 PM 27 364 41 6 7 3 1 6 1 0 0 0 0 35 491
13:00 40 324 38 5 9 1 1 4 1 1 1 0 0 40 465
14:00 49 366 37 6 6 2 0 4 1 0 0 0 0 53 524
15:00 58 392 37 3 8 2 0 6 0 0 0 0 0 50 556
16:00 53 434 21 5 7 1 0 9 0 1 0 0 1 54 586
17:00 63 420 25 5 8 3 0 4 0 0 0 0 0 68 596
18:00 47 330 23 3 6 0 0 4 0 0 1 0 0 49 463
19:00 28 267 19 3 5 0 0 1 1 0 0 0 0 36 360
20:00 31 227 11 0 4 2 0 3 0 0 0 0 0 36 314
21:00 8 168 16 0 1 0 0 1 0 0 0 0 0 15 209
22:00 5 107 11 3 3 0 0 0 0 0 0 0 0 14 143
23:00 3 64 7 1 1 0 0 0 0 0 0 0 0 3 79
Total 532 5343 539 73 166 19 2 55 5 2 2 0 1 618 7357
Percent 7.2%72.6%7.3%1.0%2.3%0.3%0.0%0.7%0.1%0.0%0.0%0.0%0.0%8.4%
AM Peak 08:00 08:00 08:00 07:00 09:00 08:00 08:00 10:00 11:00
Vol.29 436 44 8 23 2 5 1 49
PM Peak 17:00 16:00 12:00 12:00 13:00 12:00 12:00 16:00 12:00 13:00 13:00 16:00 17:00
Vol.63 434 41 6 9 3 1 9 1 1 1 1 68
Page 2
Location: Main St (Route 9 Eastbound)
Location: Between Strong & Market
Location: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
Eastbound
Start Cars &2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Not
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Classed Total
05/01/19 1 39 5 0 0 0 0 0 0 0 0 0 0 7 52
01:00 1 26 4 0 0 0 0 0 0 0 0 0 0 4 35
02:00 1 10 3 0 0 0 0 0 0 0 0 0 0 5 19
03:00 1 11 2 0 1 0 0 0 0 0 0 0 0 1 16
04:00 1 21 3 0 2 0 0 0 0 0 0 0 0 1 28
05:00 1 50 12 1 5 0 0 0 0 0 0 0 0 2 71
06:00 10 138 31 4 13 1 0 2 0 0 0 0 0 4 203
07:00 11 232 43 5 15 2 0 4 0 0 0 0 0 37 349
08:00 35 408 35 6 14 2 0 4 0 1 0 0 0 37 542
09:00 35 327 42 4 12 4 1 3 0 0 0 0 0 39 467
10:00 34 314 48 5 10 1 0 2 0 0 0 0 0 40 454
11:00 37 337 28 5 7 2 0 4 0 0 0 0 0 28 448
12 PM 41 349 34 6 6 1 0 3 2 0 0 0 0 43 485
13:00 52 335 36 5 5 1 0 3 1 0 0 0 0 47 485
14:00 49 373 29 3 6 3 0 2 0 3 0 0 0 64 532
15:00 46 376 36 2 11 2 0 2 0 0 1 0 0 53 529
16:00 62 460 22 3 7 3 0 2 3 1 1 1 0 60 625
17:00 57 405 23 3 2 3 0 4 0 0 3 0 1 62 563
18:00 35 370 15 3 4 2 0 2 0 1 1 1 0 49 483
19:00 34 276 25 2 3 1 0 2 0 0 0 1 0 64 408
20:00 29 233 20 2 2 0 0 2 0 0 0 0 0 28 316
21:00 24 184 11 0 3 0 0 1 0 0 0 0 0 25 248
22:00 5 108 16 4 1 0 0 1 0 0 0 0 0 17 152
23:00 5 65 8 1 2 0 0 0 0 0 0 0 0 4 85
Total 607 5447 531 64 131 28 1 43 6 6 6 3 1 721 7595
Percent 8.0%71.7%7.0%0.8%1.7%0.4%0.0%0.6%0.1%0.1%0.1%0.0%0.0%9.5%
AM Peak 11:00 08:00 10:00 08:00 07:00 09:00 09:00 07:00 08:00 10:00
Vol.37 408 48 6 15 4 1 4 1 40
PM Peak 16:00 16:00 13:00 12:00 15:00 14:00 17:00 16:00 14:00 17:00 16:00 17:00 14:00
Vol.62 460 36 6 11 3 4 3 3 3 1 1 64
Grand
Total 1139 10790 1070 137 297 47 3 98 11 8 8 3 2 1339 14952
Percent 7.6%72.2%7.2%0.9%2.0%0.3%0.0%0.7%0.1%0.1%0.1%0.0%0.0%9.0%
Page 1
Location: Main St (Route 9 Westbound)
Location: Between Strong & Market
Location: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
Westbound
Start Cars &2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Not
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Classed Total
04/30/19 0 17 2 1 2 0 0 0 0 0 0 0 0 3 25
01:00 0 10 3 0 0 0 0 0 0 0 0 0 0 0 13
02:00 0 14 1 0 1 0 0 0 0 0 0 0 0 1 17
03:00 0 7 0 0 0 0 0 0 0 0 0 0 0 0 7
04:00 0 10 6 0 2 0 0 0 0 0 0 0 0 0 18
05:00 0 40 10 1 4 0 0 0 0 0 0 0 0 0 55
06:00 0 83 22 0 19 1 0 1 0 0 0 0 0 0 126
07:00 5 215 48 2 29 1 0 1 0 0 0 0 0 9 310
08:00 7 320 103 8 26 1 0 11 0 2 0 0 0 18 496
09:00 8 225 87 6 36 3 0 7 0 0 0 0 0 3 375
10:00 8 264 83 6 37 2 0 3 0 0 0 0 0 10 413
11:00 4 307 63 4 20 2 0 1 1 0 0 0 0 16 418
12 PM 16 352 37 7 16 0 0 4 0 2 0 0 0 17 451
13:00 7 346 49 5 15 1 0 6 2 0 0 0 1 3 435
14:00 12 347 48 6 10 3 0 4 0 2 0 0 0 6 438
15:00 15 441 59 4 19 5 0 4 1 0 1 0 0 16 565
16:00 20 446 36 5 10 0 0 6 2 3 0 0 0 23 551
17:00 16 444 33 6 11 3 0 4 2 1 1 0 1 10 532
18:00 18 382 39 7 11 0 0 3 0 1 1 0 0 12 474
19:00 11 286 28 2 7 0 0 2 1 0 1 0 0 10 348
20:00 6 234 25 3 6 1 0 0 1 0 0 0 0 10 286
21:00 10 178 13 0 5 0 0 0 0 0 0 0 0 6 212
22:00 1 130 13 2 5 0 0 0 0 0 0 0 0 4 155
23:00 2 76 7 3 0 0 0 0 0 0 0 0 0 1 89
Total 166 5174 815 78 291 23 0 57 10 11 4 0 2 178 6809
Percent 2.4%76.0%12.0%1.1%4.3%0.3%0.0%0.8%0.1%0.2%0.1%0.0%0.0%2.6%
AM Peak 09:00 08:00 08:00 08:00 10:00 09:00 08:00 11:00 08:00 08:00
Vol.8 320 103 8 37 3 11 1 2 18
PM Peak 16:00 16:00 15:00 12:00 15:00 15:00 13:00 13:00 16:00 15:00 13:00 16:00
Vol.20 446 59 7 19 5 6 2 3 1 1 23
Page 2
Location: Main St (Route 9 Westbound)
Location: Between Strong & Market
Location: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
Westbound
Start Cars &2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Not
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Classed Total
05/01/19 2 27 3 1 1 0 0 0 0 0 0 0 0 3 37
01:00 0 15 12 0 1 0 0 0 0 0 0 0 0 0 28
02:00 0 15 0 0 0 0 0 0 0 0 0 0 0 0 15
03:00 0 6 0 0 1 0 0 0 0 0 0 0 0 0 7
04:00 1 8 5 0 2 0 0 0 0 0 0 0 0 0 16
05:00 0 42 12 1 4 0 0 0 0 0 0 0 0 0 59
06:00 3 124 25 0 20 0 0 0 0 0 0 0 0 1 173
07:00 3 194 49 5 32 0 1 4 0 0 0 0 0 2 290
08:00 7 347 62 7 26 3 0 3 2 0 0 1 0 14 472
09:00 13 289 52 4 19 1 0 3 0 0 0 0 0 8 389
10:00 7 269 33 7 20 1 1 9 0 0 0 0 0 8 355
11:00 11 298 48 5 15 1 0 4 1 1 0 0 0 14 398
12 PM 8 377 42 5 13 1 0 6 1 0 0 0 0 8 461
13:00 17 341 36 5 19 4 0 6 0 0 0 0 1 14 443
14:00 20 297 38 7 15 3 0 5 1 1 0 0 0 15 402
15:00 16 444 47 5 25 4 0 8 0 1 1 0 1 20 572
16:00 11 398 33 6 12 0 0 4 0 0 0 0 1 16 481
17:00 24 459 30 3 15 2 0 8 0 0 1 0 1 17 560
18:00 16 413 32 3 5 2 0 2 0 0 0 0 0 11 484
19:00 7 292 34 6 5 0 0 3 0 0 1 0 0 9 357
20:00 7 238 21 2 3 0 0 0 0 0 0 0 0 3 274
21:00 3 201 21 0 6 0 0 1 0 0 0 0 0 6 238
22:00 7 126 11 3 1 0 0 0 0 0 0 0 0 2 150
23:00 2 79 9 1 3 0 0 0 0 0 0 0 0 3 97
Total 185 5299 655 76 263 22 2 66 5 3 3 1 4 174 6758
Percent 2.7%78.4%9.7%1.1%3.9%0.3%0.0%1.0%0.1%0.0%0.0%0.0%0.1%2.6%
AM Peak 09:00 08:00 08:00 08:00 07:00 08:00 07:00 10:00 08:00 11:00 08:00 08:00
Vol.13 347 62 7 32 3 1 9 2 1 1 14
PM Peak 17:00 17:00 15:00 14:00 15:00 13:00 15:00 12:00 14:00 15:00 13:00 15:00
Vol.24 459 47 7 25 4 8 1 1 1 1 20
Grand
Total 351 10473 1470 154 554 45 2 123 15 14 7 1 6 352 13567
Percent 2.6%77.2%10.8%1.1%4.1%0.3%0.0%0.9%0.1%0.1%0.1%0.0%0.0%2.6%
Page 1
Location: Main St (Route 9 Westbound)
Location: Between Masonic & Craft
Location: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
Westbound
Start Cars &2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Not
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Classed Total
04/30/19 0 22 4 0 0 0 0 0 0 0 0 0 0 0 26
01:00 0 14 2 0 0 0 0 0 0 0 0 0 0 0 16
02:00 0 10 0 0 1 0 0 0 0 0 0 0 0 0 11
03:00 0 5 1 0 0 1 0 0 0 0 0 0 0 0 7
04:00 0 18 6 0 0 0 0 0 0 0 0 0 0 0 24
05:00 0 40 7 3 2 2 0 0 0 0 0 0 0 1 55
06:00 2 117 40 1 6 1 0 0 1 0 0 0 0 0 168
07:00 1 229 43 4 10 3 0 3 2 0 0 0 0 3 298
08:00 1 311 40 6 17 2 0 2 0 0 0 0 0 2 381
09:00 1 278 40 5 12 2 0 4 1 1 0 0 1 0 345
10:00 2 258 49 5 27 0 0 1 1 1 0 0 0 3 347
11:00 3 293 41 5 10 1 0 5 1 1 0 0 0 2 362
12 PM 4 339 47 7 13 0 0 2 0 0 0 0 0 3 415
13:00 1 337 48 4 11 2 0 1 0 0 0 0 0 2 406
14:00 0 333 43 8 7 2 0 2 1 0 0 0 0 2 398
15:00 3 364 51 1 9 2 0 3 0 0 0 0 0 2 435
16:00 3 429 29 4 7 1 0 1 0 1 0 0 0 1 476
17:00 5 391 30 4 8 3 0 3 1 0 0 0 0 1 446
18:00 4 358 28 3 3 1 0 5 0 0 0 0 0 0 402
19:00 1 287 26 3 3 0 0 1 0 0 0 0 0 0 321
20:00 0 234 27 1 6 0 0 1 0 1 0 0 0 0 270
21:00 1 192 6 0 1 0 0 1 0 0 0 0 0 0 201
22:00 0 133 9 0 5 0 0 0 0 0 0 0 0 1 148
23:00 0 81 3 0 2 0 0 1 1 0 0 0 0 0 88
Total 32 5073 620 64 160 23 0 36 9 5 0 0 1 23 6046
Percent 0.5%83.9%10.3%1.1%2.6%0.4%0.0%0.6%0.1%0.1%0.0%0.0%0.0%0.4%
AM Peak 11:00 08:00 10:00 08:00 10:00 07:00 11:00 07:00 09:00 09:00 07:00
Vol.3 311 49 6 27 3 5 2 1 1 3
PM Peak 17:00 16:00 15:00 14:00 12:00 17:00 18:00 14:00 16:00 12:00
Vol.5 429 51 8 13 3 5 1 1 3
Page 2
Location: Main St (Route 9 Westbound)
Location: Between Masonic & Craft
Location: Northampton, Massachusetts
Client: Toole Design Group
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
Westbound
Start Cars &2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Not
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Classed Total
05/01/19 0 36 7 1 0 0 0 1 0 0 0 0 0 0 45
01:00 0 31 2 0 1 0 0 0 0 0 0 0 0 0 34
02:00 0 12 0 0 0 0 0 1 0 0 0 0 0 0 13
03:00 0 4 2 0 0 0 0 0 0 0 0 0 0 0 6
04:00 1 15 5 0 0 0 0 0 0 0 0 0 0 0 21
05:00 1 43 10 1 2 1 0 0 0 0 0 0 0 0 58
06:00 1 147 42 0 6 2 0 1 1 0 0 0 0 1 201
07:00 2 241 37 4 10 3 0 0 1 0 0 0 0 1 299
08:00 9 324 43 7 10 2 0 3 0 0 0 0 0 2 400
09:00 1 281 35 3 10 0 0 1 2 0 1 0 0 1 335
10:00 1 283 40 5 6 1 0 1 0 0 0 0 0 7 344
11:00 4 306 60 7 7 3 0 3 1 0 0 0 0 1 392
12 PM 6 315 42 3 15 1 0 1 0 0 0 0 1 4 388
13:00 5 358 37 3 8 2 0 1 0 0 0 0 0 1 415
14:00 1 308 55 5 10 1 0 0 0 0 0 0 0 0 380
15:00 4 386 46 6 14 3 0 5 0 0 0 0 0 2 466
16:00 2 389 26 3 9 2 0 0 0 0 1 0 0 3 435
17:00 5 415 25 2 6 1 0 0 0 0 0 0 0 3 457
18:00 4 373 20 2 6 0 0 1 0 0 1 0 0 5 412
19:00 3 308 23 3 4 0 0 0 0 0 0 0 0 3 344
20:00 0 253 25 3 4 0 0 0 0 1 0 0 0 0 286
21:00 4 202 14 0 5 0 0 0 0 0 0 0 0 0 225
22:00 1 129 10 1 0 0 0 1 0 0 0 0 0 0 142
23:00 2 75 5 1 2 0 0 1 0 0 0 0 0 0 86
Total 57 5234 611 60 135 22 0 21 5 1 3 0 1 34 6184
Percent 0.9%84.6%9.9%1.0%2.2%0.4%0.0%0.3%0.1%0.0%0.0%0.0%0.0%0.5%
AM Peak 08:00 08:00 11:00 08:00 07:00 07:00 08:00 09:00 09:00 10:00
Vol.9 324 60 7 10 3 3 2 1 7
PM Peak 12:00 17:00 14:00 15:00 12:00 15:00 15:00 20:00 16:00 12:00 18:00
Vol.6 415 55 6 15 3 5 1 1 1 5
Grand
Total 89 10307 1231 124 295 45 0 57 14 6 3 0 2 57 12230
Percent 0.7%84.3%10.1%1.0%2.4%0.4%0.0%0.5%0.1%0.0%0.0%0.0%0.0%0.5%
File Name : AM Peak - Main @ West
Site Code : 1
Start Date : 5/1/2019
Page No : 1
N / S: West Street (Route 66)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 76 32 0 108 53 0 26 2 81 17 78 1 0 96 285
07:15 AM 0 0 0 0 0 0 71 57 0 128 67 0 66 3 136 23 95 2 0 120 384
07:30 AM 0 0 0 0 0 0 82 36 0 118 85 0 39 2 126 24 132 0 0 156 400
07:45 AM 0 0 0 0 0 0 87 54 0 141 87 0 61 5 153 21 126 0 0 147 441
Total 0 0 0 0 0 0 316 179 0 495 292 0 192 12 496 85 431 3 0 519 1510
08:00 AM 0 0 0 0 0 0 62 57 0 119 85 0 52 3 140 42 125 0 0 167 426
08:15 AM 0 0 0 0 0 0 76 69 0 145 92 0 45 1 138 50 119 0 0 169 452
08:30 AM 0 0 0 0 0 0 79 70 0 149 82 0 43 5 130 43 126 0 0 169 448
08:45 AM 0 0 0 0 0 0 82 84 0 166 84 0 34 2 120 68 100 0 0 168 454
Total 0 0 0 0 0 0 299 280 0 579 343 0 174 11 528 203 470 0 0 673 1780
Grand Total 0 0 0 0 0 0 615 459 0 1074 635 0 366 23 1024 288 901 3 0 1192 3290
Apprch %0 0 0 0 0 57.3 42.7 0 62 0 35.7 2.2 24.2 75.6 0.3 0
Total %0 0 0 0 0 0 18.7 14 0 32.6 19.3 0 11.1 0.7 31.1 8.8 27.4 0.1 0 36.2
PCs and Peds 0 0 0 0 0 0 587 446 0 1033 625 0 357 21 1003 275 866 0 0 1141 3177
% PCs and Peds 0 0 0 0 0 0 95.4 97.2 0 96.2 98.4 0 97.5 91.3 97.9 95.5 96.1 0 0 95.7 96.6
Heavy Vehicles 0 0 0 0 0 0 26 10 0 36 9 0 9 0 18 13 31 3 0 47 101
% Heavy Vehicles 0 0 0 0 0 0 4.2 2.2 0 3.4 1.4 0 2.5 0 1.8 4.5 3.4 100 0 3.9 3.1
Bicycles 0 0 0 0 0 0 2 3 0 5 1 0 0 2 3 0 4 0 0 4 12
% Bicycles 0 0 0 0 0 0 0.3 0.7 0 0.5 0.2 0 0 8.7 0.3 0 0.4 0 0 0.3 0.4
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 0 0 0 0 0 0 62 57 0 119 85 0 52 3 140 42 125 0 0 167 426
08:15 AM 0 0 0 0 0 0 76 69 0 145 92 0 45 1 138 50 119 0 0 169 452
08:30 AM 0 0 0 0 0 0 79 70 0 149 82 0 43 5 130 43 126 0 0 169 448
08:45 AM 0 0 0 0 0 0 82 84 0 166 84 0 34 2 120 68 100 0 0 168 454
Total Volume 0 0 0 0 0 0 299 280 0 579 343 0 174 11 528 203 470 0 0 673 1780
% App. Total 0 0 0 0 0 51.6 48.4 0 65 0 33 2.1 30.2 69.8 0 0
PHF .000 .000 .000 .000 .000 .000 .912 .833 .000 .872 .932 .000 .837 .550 .943 .746 .933 .000 .000 .996 .980
PCs and Peds
% PCs and Peds 0 0 0 0 0 0 95.3 97.1 0 96.2 98.3 0 98.3 100 98.3 95.6 96.6 0 0 96.3 96.9
Heavy Vehicles 0 0 0 0 0 0 12 5 0 17 5 0 3 0 8 9 15 0 0 24 49
% Heavy Vehicles 0 0 0 0 0 0 4.0 1.8 0 2.9 1.5 0 1.7 0 1.5 4.4 3.2 0 0 3.6 2.8
Bicycles 0 0 0 0 0 0 2 3 0 5 1 0 0 0 1 0 1 0 0 1 7
% Bicycles 0 0 0 0 0 0 0.7 1.1 0 0.9 0.3 0 0 0 0.2 0 0.2 0 0 0.1 0.4
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ West
Site Code : 1
Start Date : 5/1/2019
Page No : 1
N / S: West Street (Route 66)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 4 1 0 5 1 0 0 0 1 1 2 1 0 4 10
07:15 AM 0 0 0 0 0 0 3 3 0 6 1 0 2 0 3 1 5 2 0 8 17
07:30 AM 0 0 0 0 0 0 4 0 0 4 1 0 4 0 5 0 3 0 0 3 12
07:45 AM 0 0 0 0 0 0 3 1 0 4 1 0 0 0 1 2 6 0 0 8 13
Total 0 0 0 0 0 0 14 5 0 19 4 0 6 0 10 4 16 3 0 23 52
08:00 AM 0 0 0 0 0 0 2 1 0 3 1 0 0 0 1 2 5 0 0 7 11
08:15 AM 0 0 0 0 0 0 5 3 0 8 3 0 1 0 4 1 4 0 0 5 17
08:30 AM 0 0 0 0 0 0 2 0 0 2 1 0 2 0 3 2 2 0 0 4 9
08:45 AM 0 0 0 0 0 0 3 1 0 4 0 0 0 0 0 4 4 0 0 8 12
Total 0 0 0 0 0 0 12 5 0 17 5 0 3 0 8 9 15 0 0 24 49
Grand Total 0 0 0 0 0 0 26 10 0 36 9 0 9 0 18 13 31 3 0 47 101
Apprch %0 0 0 0 0 72.2 27.8 0 50 0 50 0 27.7 66 6.4 0
Total %0 0 0 0 0 0 25.7 9.9 0 35.6 8.9 0 8.9 0 17.8 12.9 30.7 3 0 46.5
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:15 AM
07:15 AM 0 0 0 0 0 0 3 3 0 6 1 0 2 0 3 1 5 2 0 8 17
07:30 AM 0 0 0 0 0 0 4 0 0 4 1 0 4 0 5 0 3 0 0 3 12
07:45 AM 0 0 0 0 0 0 3 1 0 4 1 0 0 0 1 2 6 0 0 8 13
08:00 AM 0 0 0 0 0 0 2 1 0 3 1 0 0 0 1 2 5 0 0 7 11
Total Volume 0 0 0 0 0 0 12 5 0 17 4 0 6 0 10 5 19 2 0 26 53
% App. Total 0 0 0 0 0 70.6 29.4 0 40 0 60 0 19.2 73.1 7.7 0
PHF .000 .000 .000 .000 .000 .000 .750 .417 .000 .708 1.00 .000 .375 .000 .500 .625 .792 .250 .000 .813 .779
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ West
Site Code : 1
Start Date : 5/1/2019
Page No : 1
N / S: West Street (Route 66)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 1
07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2 0 0 2 3
07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 3 0 0 3 5
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:30 AM 0 0 0 0 0 0 1 3 0 4 0 0 0 0 0 0 0 0 0 0 4
08:45 AM 0 0 0 0 0 0 1 0 0 1 1 0 0 0 1 0 0 0 0 0 2
Total 0 0 0 0 0 0 2 3 0 5 1 0 0 0 1 0 1 0 0 1 7
Grand Total 0 0 0 0 0 0 2 3 0 5 1 0 0 2 3 0 4 0 0 4 12
Apprch %0 0 0 0 0 40 60 0 33.3 0 0 66.7 0 100 0 0
Total %0 0 0 0 0 0 16.7 25 0 41.7 8.3 0 0 16.7 25 0 33.3 0 0 33.3
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:30 AM 0 0 0 0 0 0 1 3 0 4 0 0 0 0 0 0 0 0 0 0 4
08:45 AM 0 0 0 0 0 0 1 0 0 1 1 0 0 0 1 0 0 0 0 0 2
Total Volume 0 0 0 0 0 0 2 3 0 5 1 0 0 0 1 0 1 0 0 1 7
% App. Total 0 0 0 0 0 40 60 0 100 0 0 0 0 100 0 0
PHF .000 .000 .000 .000 .000 .000 .500 .250 .000 .313 .250 .000 .000 .000 .250 .000 .250 .000 .000 .250 .438
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ State & New South
Site Code : 2
Start Date : 5/1/2019
Page No : 1
N / S: State & New South (Route 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 12 9 3 3 27 1 37 21 3 62 36 18 64 1 119 64 37 19 2 122 330
07:15 AM 17 13 1 1 32 0 48 13 2 63 56 30 64 3 153 77 57 25 3 162 410
07:30 AM 13 25 2 8 48 1 34 20 2 57 47 17 59 5 128 98 63 40 1 202 435
07:45 AM 18 32 4 2 56 1 45 36 4 86 52 27 63 5 147 102 71 55 6 234 523
Total 60 79 10 14 163 3 164 90 11 268 191 92 250 14 547 341 228 139 12 720 1698
08:00 AM 19 28 5 3 55 0 50 36 7 93 62 25 54 2 143 109 69 31 6 215 506
08:15 AM 21 32 5 2 60 0 62 26 6 94 46 28 53 9 136 89 79 48 10 226 516
08:30 AM 24 38 7 8 77 1 62 43 13 119 42 43 52 6 143 92 66 44 12 214 553
08:45 AM 26 34 5 6 71 1 62 41 16 120 40 37 64 11 152 67 65 41 9 182 525
Total 90 132 22 19 263 2 236 146 42 426 190 133 223 28 574 357 279 164 37 837 2100
Grand Total 150 211 32 33 426 5 400 236 53 694 381 225 473 42 1121 698 507 303 49 1557 3798
Apprch %35.2 49.5 7.5 7.7 0.7 57.6 34 7.6 34 20.1 42.2 3.7 44.8 32.6 19.5 3.1
Total %3.9 5.6 0.8 0.9 11.2 0.1 10.5 6.2 1.4 18.3 10 5.9 12.5 1.1 29.5 18.4 13.3 8 1.3 41
PCs and Peds 143 202 31 32 408 5 367 219 52 643 364 223 449 37 1073 667 480 300 47 1494 3618
% PCs and Peds 95.3 95.7 96.9 97 95.8 100 91.8 92.8 98.1 92.7 95.5 99.1 94.9 88.1 95.7 95.6 94.7 99 95.9 96 95.3
Heavy Vehicles 7 9 1 0 17 0 30 17 0 47 16 2 23 0 41 31 21 2 0 54 159
% Heavy Vehicles 4.7 4.3 3.1 0 4 0 7.5 7.2 0 6.8 4.2 0.9 4.9 0 3.7 4.4 4.1 0.7 0 3.5 4.2
Bicycles 0 0 0 1 1 0 3 0 1 4 1 0 1 5 7 0 6 1 2 9 21
% Bicycles 0 0 0 3 0.2 0 0.8 0 1.9 0.6 0.3 0 0.2 11.9 0.6 0 1.2 0.3 4.1 0.6 0.6
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 19 28 5 3 55 0 50 36 7 93 62 25 54 2 143 109 69 31 6 215 506
08:15 AM 21 32 5 2 60 0 62 26 6 94 46 28 53 9 136 89 79 48 10 226 516
08:30 AM 24 38 7 8 77 1 62 43 13 119 42 43 52 6 143 92 66 44 12 214 553
08:45 AM 26 34 5 6 71 1 62 41 16 120 40 37 64 11 152 67 65 41 9 182 525
Total Volume 90 132 22 19 263 2 236 146 42 426 190 133 223 28 574 357 279 164 37 837 2100
% App. Total 34.2 50.2 8.4 7.2 0.5 55.4 34.3 9.9 33.1 23.2 38.9 4.9 42.7 33.3 19.6 4.4
PHF .865 .868 .786 .594 .854 .500 .952 .849 .656 .888 .766 .773 .871 .636 .944 .819 .883 .854 .771 .926 .949
PCs and Peds
% PCs and Peds 96.7 96.2 100 94.7 96.6 100 91.5 91.1 97.6 92.0 96.3 98.5 96.4 92.9 96.7 95.2 95.7 98.2 97.3 96.1 95.5
Heavy Vehicles 3 5 0 0 8 0 18 13 0 31 6 2 7 0 15 17 9 2 0 28 82
% Heavy Vehicles 3.3 3.8 0 0 3.0 0 7.6 8.9 0 7.3 3.2 1.5 3.1 0 2.6 4.8 3.2 1.2 0 3.3 3.9
Bicycles 0 0 0 1 1 0 2 0 1 3 1 0 1 2 4 0 3 1 1 5 13
% Bicycles 0 0 0 5.3 0.4 0 0.8 0 2.4 0.7 0.5 0 0.4 7.1 0.7 0 1.1 0.6 2.7 0.6 0.6
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ State & New South
Site Code : 2
Start Date : 5/1/2019
Page No : 1
N / S: State & New South (Route 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 3 1 0 4 2 0 7 0 9 1 3 0 0 4 17
07:15 AM 3 1 0 0 4 0 3 1 0 4 0 0 4 0 4 3 4 0 0 7 19
07:30 AM 0 2 0 0 2 0 4 0 0 4 3 0 3 0 6 3 3 0 0 6 18
07:45 AM 1 1 1 0 3 0 2 2 0 4 5 0 2 0 7 7 2 0 0 9 23
Total 4 4 1 0 9 0 12 4 0 16 10 0 16 0 26 14 12 0 0 26 77
08:00 AM 0 1 0 0 1 0 3 2 0 5 2 0 1 0 3 5 3 2 0 10 19
08:15 AM 1 0 0 0 1 0 5 1 0 6 2 0 1 0 3 2 2 0 0 4 14
08:30 AM 1 3 0 0 4 0 4 6 0 10 1 2 4 0 7 5 1 0 0 6 27
08:45 AM 1 1 0 0 2 0 6 4 0 10 1 0 1 0 2 5 3 0 0 8 22
Total 3 5 0 0 8 0 18 13 0 31 6 2 7 0 15 17 9 2 0 28 82
Grand Total 7 9 1 0 17 0 30 17 0 47 16 2 23 0 41 31 21 2 0 54 159
Apprch %41.2 52.9 5.9 0 0 63.8 36.2 0 39 4.9 56.1 0 57.4 38.9 3.7 0
Total %4.4 5.7 0.6 0 10.7 0 18.9 10.7 0 29.6 10.1 1.3 14.5 0 25.8 19.5 13.2 1.3 0 34
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 1 1 1 0 3 0 2 2 0 4 5 0 2 0 7 7 2 0 0 9 23
08:00 AM 0 1 0 0 1 0 3 2 0 5 2 0 1 0 3 5 3 2 0 10 19
08:15 AM 1 0 0 0 1 0 5 1 0 6 2 0 1 0 3 2 2 0 0 4 14
08:30 AM 1 3 0 0 4 0 4 6 0 10 1 2 4 0 7 5 1 0 0 6 27
Total Volume 3 5 1 0 9 0 14 11 0 25 10 2 8 0 20 19 8 2 0 29 83
% App. Total 33.3 55.6 11.1 0 0 56 44 0 50 10 40 0 65.5 27.6 6.9 0
PHF .750 .417 .250 .000 .563 .000 .700 .458 .000 .625 .500 .250 .500 .000 .714 .679 .667 .250 .000 .725 .769
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ State & New South
Site Code : 2
Start Date : 5/1/2019
Page No : 1
N / S: State & New South (Route 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 2 0 1 3 5
07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 1
07:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
Total 0 0 0 0 0 0 1 0 0 1 0 0 0 3 3 0 3 0 1 4 8
08:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 2 0 0 2 3
08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 1 1 0 2 4
08:30 AM 0 0 0 0 0 0 2 0 1 3 0 0 0 0 0 0 0 0 1 1 4
08:45 AM 0 0 0 1 1 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 2
Total 0 0 0 1 1 0 2 0 1 3 1 0 1 2 4 0 3 1 1 5 13
Grand Total 0 0 0 1 1 0 3 0 1 4 1 0 1 5 7 0 6 1 2 9 21
Apprch %0 0 0 100 0 75 0 25 14.3 0 14.3 71.4 0 66.7 11.1 22.2
Total %0 0 0 4.8 4.8 0 14.3 0 4.8 19 4.8 0 4.8 23.8 33.3 0 28.6 4.8 9.5 42.9
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
08:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 2 0 0 2 3
08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 1 1 0 2 4
08:30 AM 0 0 0 0 0 0 2 0 1 3 0 0 0 0 0 0 0 0 1 1 4
Total Volume 0 0 0 0 0 0 3 0 1 4 1 0 0 2 3 0 4 1 1 6 13
% App. Total 0 0 0 0 0 75 0 25 33.3 0 0 66.7 0 66.7 16.7 16.7
PHF .000 .000 .000 .000 .000 .000 .375 .000 .250 .333 .250 .000 .000 .250 .375 .000 .500 .250 .250 .750 .813
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ Masonic
Site Code : 3
Start Date : 5/1/2019
Page No : 1
N / S: Masonic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Masonic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 6 0 7 2 15 5 57 0 6 68 0 0 0 0 0 0 87 7 0 94 177
07:15 AM 4 0 2 10 16 6 67 0 9 82 0 0 0 0 0 0 114 9 0 123 221
07:30 AM 5 0 5 10 20 6 65 0 14 85 0 0 0 0 0 0 116 6 0 122 227
07:45 AM 6 0 2 13 21 5 89 0 15 109 0 0 0 0 0 0 127 12 0 139 269
Total 21 0 16 35 72 22 278 0 44 344 0 0 0 0 0 0 444 34 0 478 894
08:00 AM 0 0 3 12 15 7 82 0 17 106 0 0 0 0 0 0 139 3 0 142 263
08:15 AM 2 0 4 9 15 4 86 0 29 119 0 0 0 0 0 0 138 5 0 143 277
08:30 AM 10 0 1 16 27 5 109 0 23 137 0 0 0 0 0 0 122 5 0 127 291
08:45 AM 5 0 4 15 24 9 112 0 26 147 0 0 0 0 0 0 119 10 0 129 300
Total 17 0 12 52 81 25 389 0 95 509 0 0 0 0 0 0 518 23 0 541 1131
Grand Total 38 0 28 87 153 47 667 0 139 853 0 0 0 0 0 0 962 57 0 1019 2025
Apprch %24.8 0 18.3 56.9 5.5 78.2 0 16.3 0 0 0 0 0 94.4 5.6 0
Total %1.9 0 1.4 4.3 7.6 2.3 32.9 0 6.9 42.1 0 0 0 0 0 0 47.5 2.8 0 50.3
PCs and Peds 36 0 27 86 149 44 621 0 135 800 0 0 0 0 0 0 923 56 0 979 1928
% PCs and Peds 94.7 0 96.4 98.9 97.4 93.6 93.1 0 97.1 93.8 0 0 0 0 0 0 95.9 98.2 0 96.1 95.2
Heavy Vehicles 1 0 0 0 1 1 40 0 0 41 0 0 0 0 0 0 30 1 0 31 73
% Heavy Vehicles 2.6 0 0 0 0.7 2.1 6 0 0 4.8 0 0 0 0 0 0 3.1 1.8 0 3 3.6
Bicycles 1 0 1 1 3 2 6 0 4 12 0 0 0 0 0 0 9 0 0 9 24
% Bicycles 2.6 0 3.6 1.1 2 4.3 0.9 0 2.9 1.4 0 0 0 0 0 0 0.9 0 0 0.9 1.2
Masonic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 0 0 3 12 15 7 82 0 17 106 0 0 0 0 0 0 139 3 0 142 263
08:15 AM 2 0 4 9 15 4 86 0 29 119 0 0 0 0 0 0 138 5 0 143 277
08:30 AM 10 0 1 16 27 5 109 0 23 137 0 0 0 0 0 0 122 5 0 127 291
08:45 AM 5 0 4 15 24 9 112 0 26 147 0 0 0 0 0 0 119 10 0 129 300
Total Volume 17 0 12 52 81 25 389 0 95 509 0 0 0 0 0 0 518 23 0 541 1131
% App. Total 21 0 14.8 64.2 4.9 76.4 0 18.7 0 0 0 0 0 95.7 4.3 0
PHF .425 .000 .750 .813 .750 .694 .868 .000 .819 .866 .000 .000 .000 .000 .000 .000 .932 .575 .000 .946 .943
PCs and Peds
% PCs and Peds 94.1 0 100 98.1 97.5 96.0 92.8 0 97.9 93.9 0 0 0 0 0 0 96.5 100 0 96.7 95.5
Heavy Vehicles 0 0 0 0 0 0 23 0 0 23 0 0 0 0 0 0 15 0 0 15 38
% Heavy Vehicles 0 0 0 0 0 0 5.9 0 0 4.5 0 0 0 0 0 0 2.9 0 0 2.8 3.4
Bicycles 1 0 0 1 2 1 5 0 2 8 0 0 0 0 0 0 3 0 0 3 13
% Bicycles 5.9 0 0 1.9 2.5 4.0 1.3 0 2.1 1.6 0 0 0 0 0 0 0.6 0 0 0.6 1.1
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ Masonic
Site Code : 3
Start Date : 5/1/2019
Page No : 1
N / S: Masonic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Masonic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 4 1 0 5 9
07:15 AM 1 0 0 0 1 0 3 0 0 3 0 0 0 0 0 0 3 0 0 3 7
07:30 AM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 3 0 0 3 8
07:45 AM 0 0 0 0 0 1 5 0 0 6 0 0 0 0 0 0 5 0 0 5 11
Total 1 0 0 0 1 1 17 0 0 18 0 0 0 0 0 0 15 1 0 16 35
08:00 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 6 0 0 6 8
08:15 AM 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 5 0 0 5 12
08:30 AM 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 0 1 0 0 1 9
08:45 AM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 3 0 0 3 9
Total 0 0 0 0 0 0 23 0 0 23 0 0 0 0 0 0 15 0 0 15 38
Grand Total 1 0 0 0 1 1 40 0 0 41 0 0 0 0 0 0 30 1 0 31 73
Apprch %100 0 0 0 2.4 97.6 0 0 0 0 0 0 0 96.8 3.2 0
Total %1.4 0 0 0 1.4 1.4 54.8 0 0 56.2 0 0 0 0 0 0 41.1 1.4 0 42.5
Masonic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 0 0 0 0 0 1 5 0 0 6 0 0 0 0 0 0 5 0 0 5 11
08:00 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 6 0 0 6 8
08:15 AM 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 5 0 0 5 12
08:30 AM 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 0 1 0 0 1 9
Total Volume 0 0 0 0 0 1 22 0 0 23 0 0 0 0 0 0 17 0 0 17 40
% App. Total 0 0 0 0 4.3 95.7 0 0 0 0 0 0 0 100 0 0
PHF .000 .000 .000 .000 .000 .250 .688 .000 .000 .719 .000 .000 .000 .000 .000 .000 .708 .000 .000 .708 .833
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ Masonic
Site Code : 3
Start Date : 5/1/2019
Page No : 1
N / S: Masonic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
Masonic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15 AM 0 0 0 0 0 1 0 0 1 2 0 0 0 0 0 0 3 0 0 3 5
07:30 AM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 2
07:45 AM 0 0 0 0 0 0 1 0 1 2 0 0 0 0 0 0 2 0 0 2 4
Total 0 0 1 0 1 1 1 0 2 4 0 0 0 0 0 0 6 0 0 6 11
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
08:30 AM 1 0 0 0 1 1 5 0 1 7 0 0 0 0 0 0 0 0 0 0 8
08:45 AM 0 0 0 1 1 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 2
Total 1 0 0 1 2 1 5 0 2 8 0 0 0 0 0 0 3 0 0 3 13
Grand Total 1 0 1 1 3 2 6 0 4 12 0 0 0 0 0 0 9 0 0 9 24
Apprch %33.3 0 33.3 33.3 16.7 50 0 33.3 0 0 0 0 0 100 0 0
Total %4.2 0 4.2 4.2 12.5 8.3 25 0 16.7 50 0 0 0 0 0 0 37.5 0 0 37.5
Masonic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 0 0 0 0 0 0 1 0 1 2 0 0 0 0 0 0 2 0 0 2 4
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
08:30 AM 1 0 0 0 1 1 5 0 1 7 0 0 0 0 0 0 0 0 0 0 8
Total Volume 1 0 0 0 1 1 6 0 2 9 0 0 0 0 0 0 5 0 0 5 15
% App. Total 100 0 0 0 11.1 66.7 0 22.2 0 0 0 0 0 100 0 0
PHF .250 .000 .000 .000 .250 .250 .300 .000 .500 .321 .000 .000 .000 .000 .000 .000 .625 .000 .000 .625 .469
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ Crafts
Site Code : 4
Start Date : 5/1/2019
Page No : 1
N / S: Crafts Avenue
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
From North
Main
From East
Crafts
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 68 10 0 78 0 0 0 4 4 16 75 0 5 96 178
07:15 AM 0 0 0 0 0 0 76 9 0 85 0 0 0 4 4 9 95 0 4 108 197
07:30 AM 0 0 0 0 0 0 74 20 0 94 0 0 0 11 11 20 92 0 1 113 218
07:45 AM 0 0 0 0 0 0 91 20 0 111 0 0 0 10 10 21 110 0 8 139 260
Total 0 0 0 0 0 0 309 59 0 368 0 0 0 29 29 66 372 0 18 456 853
08:00 AM 0 1 0 0 1 0 100 27 0 127 0 0 0 11 11 21 128 0 7 156 295
08:15 AM 0 0 0 0 0 0 92 25 0 117 0 0 0 11 11 18 102 0 3 123 251
08:30 AM 0 0 0 0 0 0 114 29 0 143 0 0 0 8 8 23 106 0 11 140 291
08:45 AM 0 0 0 0 0 0 117 22 0 139 0 0 0 16 16 20 95 0 13 128 283
Total 0 1 0 0 1 0 423 103 0 526 0 0 0 46 46 82 431 0 34 547 1120
Grand Total 0 1 0 0 1 0 732 162 0 894 0 0 0 75 75 148 803 0 52 1003 1973
Apprch %0 100 0 0 0 81.9 18.1 0 0 0 0 100 14.8 80.1 0 5.2
Total %0 0.1 0 0 0.1 0 37.1 8.2 0 45.3 0 0 0 3.8 3.8 7.5 40.7 0 2.6 50.8
PCs and Peds 0 0 0 0 0 0 673 155 0 828 0 0 0 75 75 139 755 0 52 946 1849
% PCs and Peds 0 0 0 0 0 0 91.9 95.7 0 92.6 0 0 0 100 100 93.9 94 0 100 94.3 93.7
Heavy Vehicles 0 0 0 0 0 0 53 7 0 60 0 0 0 0 0 6 40 0 0 46 106
% Heavy Vehicles 0 0 0 0 0 0 7.2 4.3 0 6.7 0 0 0 0 0 4.1 5 0 0 4.6 5.4
Bicycles 0 1 0 0 1 0 6 0 0 6 0 0 0 0 0 3 8 0 0 11 18
% Bicycles 0 100 0 0 100 0 0.8 0 0 0.7 0 0 0 0 0 2 1 0 0 1.1 0.9
From North
Main
From East
Crafts
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 0 1 0 0 1 0 100 27 0 127 0 0 0 11 11 21 128 0 7 156 295
08:15 AM 0 0 0 0 0 0 92 25 0 117 0 0 0 11 11 18 102 0 3 123 251
08:30 AM 0 0 0 0 0 0 114 29 0 143 0 0 0 8 8 23 106 0 11 140 291
08:45 AM 0 0 0 0 0 0 117 22 0 139 0 0 0 16 16 20 95 0 13 128 283
Total Volume 0 1 0 0 1 0 423 103 0 526 0 0 0 46 46 82 431 0 34 547 1120
% App. Total 0 100 0 0 0 80.4 19.6 0 0 0 0 100 15 78.8 0 6.2
PHF .000 .250 .000 .000 .250 .000 .904 .888 .000 .920 .000 .000 .000 .719 .719 .891 .842 .000 .654 .877 .949
PCs and Peds
% PCs and Peds 0 0 0 0 0 0 93.4 96.1 0 93.9 0 0 0 100 100 97.6 95.1 0 100 95.8 95.0
Heavy Vehicles 0 0 0 0 0 0 24 4 0 28 0 0 0 0 0 2 16 0 0 18 46
% Heavy Vehicles 0 0 0 0 0 0 5.7 3.9 0 5.3 0 0 0 0 0 2.4 3.7 0 0 3.3 4.1
Bicycles 0 1 0 0 1 0 4 0 0 4 0 0 0 0 0 0 5 0 0 5 10
% Bicycles 0 100 0 0 100 0 0.9 0 0 0.8 0 0 0 0 0 0 1.2 0 0 0.9 0.9
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ Crafts
Site Code : 4
Start Date : 5/1/2019
Page No : 1
N / S: Crafts Avenue
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
From North
Main
From East
Crafts
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 8 2 0 10 0 0 0 0 0 0 13 0 0 13 23
07:15 AM 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 1 3 0 0 4 12
07:30 AM 0 0 0 0 0 0 6 1 0 7 0 0 0 0 0 2 3 0 0 5 12
07:45 AM 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 1 5 0 0 6 13
Total 0 0 0 0 0 0 29 3 0 32 0 0 0 0 0 4 24 0 0 28 60
08:00 AM 0 0 0 0 0 0 3 3 0 6 0 0 0 0 0 0 7 0 0 7 13
08:15 AM 0 0 0 0 0 0 6 1 0 7 0 0 0 0 0 0 5 0 0 5 12
08:30 AM 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 1 1 0 0 2 10
08:45 AM 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 1 3 0 0 4 11
Total 0 0 0 0 0 0 24 4 0 28 0 0 0 0 0 2 16 0 0 18 46
Grand Total 0 0 0 0 0 0 53 7 0 60 0 0 0 0 0 6 40 0 0 46 106
Apprch %0 0 0 0 0 88.3 11.7 0 0 0 0 0 13 87 0 0
Total %0 0 0 0 0 0 50 6.6 0 56.6 0 0 0 0 0 5.7 37.7 0 0 43.4
From North
Main
From East
Crafts
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:00 AM
07:00 AM 0 0 0 0 0 0 8 2 0 10 0 0 0 0 0 0 13 0 0 13 23
07:15 AM 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 1 3 0 0 4 12
07:30 AM 0 0 0 0 0 0 6 1 0 7 0 0 0 0 0 2 3 0 0 5 12
07:45 AM 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 1 5 0 0 6 13
Total Volume 0 0 0 0 0 0 29 3 0 32 0 0 0 0 0 4 24 0 0 28 60
% App. Total 0 0 0 0 0 90.6 9.4 0 0 0 0 0 14.3 85.7 0 0
PHF .000 .000 .000 .000 .000 .000 .906 .375 .000 .800 .000 .000 .000 .000 .000 .500 .462 .000 .000 .538 .652
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ Crafts
Site Code : 4
Start Date : 5/1/2019
Page No : 1
N / S: Crafts Avenue
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
From North
Main
From East
Crafts
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 2 2
07:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2 2 0 0 4 5
Total 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 3 3 0 0 6 8
08:00 AM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 3
08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
08:30 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 1 0 0 1 5
08:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
Total 0 1 0 0 1 0 4 0 0 4 0 0 0 0 0 0 5 0 0 5 10
Grand Total 0 1 0 0 1 0 6 0 0 6 0 0 0 0 0 3 8 0 0 11 18
Apprch %0 100 0 0 0 100 0 0 0 0 0 0 27.3 72.7 0 0
Total %0 5.6 0 0 5.6 0 33.3 0 0 33.3 0 0 0 0 0 16.7 44.4 0 0 61.1
From North
Main
From East
Crafts
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2 2 0 0 4 5
08:00 AM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 3
08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
08:30 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 1 0 0 1 5
Total Volume 0 1 0 0 1 0 5 0 0 5 0 0 0 0 0 2 6 0 0 8 14
% App. Total 0 100 0 0 0 100 0 0 0 0 0 0 25 75 0 0
PHF .000 .250 .000 .000 .250 .000 .313 .000 .000 .313 .000 .000 .000 .000 .000 .250 .750 .000 .000 .500 .700
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ Old South
Site Code : 5
Start Date : 5/1/2019
Page No : 1
N / S: Old South Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
From North
Main
From East
Old South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 60 0 4 64 15 0 14 8 37 0 78 0 1 79 180
07:15 AM 0 0 0 0 0 0 64 0 4 68 15 0 17 4 36 0 98 0 1 99 203
07:30 AM 0 0 0 0 0 0 79 0 10 89 21 0 9 7 37 0 97 0 3 100 226
07:45 AM 0 0 0 1 1 0 104 0 5 109 32 0 19 7 58 0 106 0 0 106 274
Total 0 0 0 1 1 0 307 0 23 330 83 0 59 26 168 0 379 0 5 384 883
08:00 AM 0 0 0 0 0 0 119 0 8 127 24 0 16 8 48 0 127 0 0 127 302
08:15 AM 0 0 0 1 1 0 108 0 16 124 53 0 10 7 70 0 104 0 1 105 300
08:30 AM 0 0 0 3 3 0 124 0 10 134 56 0 22 5 83 0 109 0 0 109 329
08:45 AM 0 0 0 1 1 0 134 0 16 150 44 0 16 18 78 0 103 0 0 103 332
Total 0 0 0 5 5 0 485 0 50 535 177 0 64 38 279 0 443 0 1 444 1263
Grand Total 0 0 0 6 6 0 792 0 73 865 260 0 123 64 447 0 822 0 6 828 2146
Apprch %0 0 0 100 0 91.6 0 8.4 58.2 0 27.5 14.3 0 99.3 0 0.7
Total %0 0 0 0.3 0.3 0 36.9 0 3.4 40.3 12.1 0 5.7 3 20.8 0 38.3 0 0.3 38.6
PCs and Peds 0 0 0 0 0 0 752 0 72 824 258 0 116 59 433 0 793 0 3 796 2053
% PCs and Peds 0 0 0 0 0 0 94.9 0 98.6 95.3 99.2 0 94.3 92.2 96.9 0 96.5 0 50 96.1 95.7
Heavy Vehicles 0 0 0 0 0 0 40 0 0 40 2 0 7 0 9 0 29 0 0 29 78
% Heavy Vehicles 0 0 0 0 0 0 5.1 0 0 4.6 0.8 0 5.7 0 2 0 3.5 0 0 3.5 3.6
Bicycles 0 0 0 6 6 0 0 0 1 1 0 0 0 5 5 0 0 0 3 3 15
% Bicycles 0 0 0 100 100 0 0 0 1.4 0.1 0 0 0 7.8 1.1 0 0 0 50 0.4 0.7
From North
Main
From East
Old South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 0 0 0 0 0 0 119 0 8 127 24 0 16 8 48 0 127 0 0 127 302
08:15 AM 0 0 0 1 1 0 108 0 16 124 53 0 10 7 70 0 104 0 1 105 300
08:30 AM 0 0 0 3 3 0 124 0 10 134 56 0 22 5 83 0 109 0 0 109 329
08:45 AM 0 0 0 1 1 0 134 0 16 150 44 0 16 18 78 0 103 0 0 103 332
Total Volume 0 0 0 5 5 0 485 0 50 535 177 0 64 38 279 0 443 0 1 444 1263
% App. Total 0 0 0 100 0 90.7 0 9.3 63.4 0 22.9 13.6 0 99.8 0 0.2
PHF .000 .000 .000 .417 .417 .000 .905 .000 .781 .892 .790 .000 .727 .528 .840 .000 .872 .000 .250 .874 .951
PCs and Peds
% PCs and Peds 0 0 0 0 0 0 95.3 0 98.0 95.5 99.4 0 95.3 92.1 97.5 0 96.6 0 0 96.4 95.9
Heavy Vehicles 0 0 0 0 0 0 23 0 0 23 1 0 3 0 4 0 15 0 0 15 42
% Heavy Vehicles 0 0 0 0 0 0 4.7 0 0 4.3 0.6 0 4.7 0 1.4 0 3.4 0 0 3.4 3.3
Bicycles 0 0 0 5 5 0 0 0 1 1 0 0 0 3 3 0 0 0 1 1 10
% Bicycles 0 0 0 100 100 0 0 0 2.0 0.2 0 0 0 7.9 1.1 0 0 0 100 0.2 0.8
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ Old South
Site Code : 5
Start Date : 5/1/2019
Page No : 1
N / S: Old South Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
From North
Main
From East
Old South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 5 0 0 5 11
07:15 AM 0 0 0 0 0 0 4 0 0 4 1 0 1 0 2 0 3 0 0 3 9
07:30 AM 0 0 0 0 0 0 4 0 0 4 0 0 1 0 1 0 3 0 0 3 8
07:45 AM 0 0 0 0 0 0 3 0 0 3 0 0 2 0 2 0 3 0 0 3 8
Total 0 0 0 0 0 0 17 0 0 17 1 0 4 0 5 0 14 0 0 14 36
08:00 AM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 7 0 0 7 13
08:15 AM 0 0 0 0 0 0 6 0 0 6 1 0 1 0 2 0 5 0 0 5 13
08:30 AM 0 0 0 0 0 0 6 0 0 6 0 0 1 0 1 0 0 0 0 0 7
08:45 AM 0 0 0 0 0 0 5 0 0 5 0 0 1 0 1 0 3 0 0 3 9
Total 0 0 0 0 0 0 23 0 0 23 1 0 3 0 4 0 15 0 0 15 42
Grand Total 0 0 0 0 0 0 40 0 0 40 2 0 7 0 9 0 29 0 0 29 78
Apprch %0 0 0 0 0 100 0 0 22.2 0 77.8 0 0 100 0 0
Total %0 0 0 0 0 0 51.3 0 0 51.3 2.6 0 9 0 11.5 0 37.2 0 0 37.2
From North
Main
From East
Old South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:30 AM
07:30 AM 0 0 0 0 0 0 4 0 0 4 0 0 1 0 1 0 3 0 0 3 8
07:45 AM 0 0 0 0 0 0 3 0 0 3 0 0 2 0 2 0 3 0 0 3 8
08:00 AM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 7 0 0 7 13
08:15 AM 0 0 0 0 0 0 6 0 0 6 1 0 1 0 2 0 5 0 0 5 13
Total Volume 0 0 0 0 0 0 19 0 0 19 1 0 4 0 5 0 18 0 0 18 42
% App. Total 0 0 0 0 0 100 0 0 20 0 80 0 0 100 0 0
PHF .000 .000 .000 .000 .000 .000 .792 .000 .000 .792 .250 .000 .500 .000 .625 .000 .643 .000 .000 .643 .808
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ Old South
Site Code : 5
Start Date : 5/1/2019
Page No : 1
N / S: Old South Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
From North
Main
From East
Old South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1
07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1
07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45 AM 0 0 0 1 1 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0 3
Total 0 0 0 1 1 0 0 0 0 0 0 0 0 2 2 0 0 0 2 2 5
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 1
08:15 AM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 2
08:30 AM 0 0 0 3 3 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 4
08:45 AM 0 0 0 1 1 0 0 0 1 1 0 0 0 1 1 0 0 0 0 0 3
Total 0 0 0 5 5 0 0 0 1 1 0 0 0 3 3 0 0 0 1 1 10
Grand Total 0 0 0 6 6 0 0 0 1 1 0 0 0 5 5 0 0 0 3 3 15
Apprch %0 0 0 100 0 0 0 100 0 0 0 100 0 0 0 100
Total %0 0 0 40 40 0 0 0 6.7 6.7 0 0 0 33.3 33.3 0 0 0 20 20
From North
Main
From East
Old South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 0 0 0 1 1 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0 3
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 1
08:15 AM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 2
08:30 AM 0 0 0 3 3 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 4
Total Volume 0 0 0 5 5 0 0 0 0 0 0 0 0 4 4 0 0 0 1 1 10
% App. Total 0 0 0 100 0 0 0 0 0 0 0 100 0 0 0 100
PHF .000 .000 .000 .417 .417 .000 .000 .000 .000 .000 .000 .000 .000 .500 .500 .000 .000 .000 .250 .250 .625
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ Center
Site Code : 6
Start Date : 5/1/2019
Page No : 1
N / S: Center Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Center
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 7 0 3 3 13 6 0 0 0 6 0 0 0 0 0 0 0 0 1 1 20
07:15 AM 8 0 2 7 17 8 0 0 0 8 0 0 0 0 0 0 0 11 2 13 38
07:30 AM 7 0 6 3 16 10 0 0 0 10 0 0 0 0 0 0 0 4 4 8 34
07:45 AM 5 0 5 16 26 11 0 0 0 11 0 0 0 0 0 0 0 7 5 12 49
Total 27 0 16 29 72 35 0 0 0 35 0 0 0 0 0 0 0 22 12 34 141
08:00 AM 12 0 5 10 27 15 0 0 0 15 0 0 0 0 0 0 0 7 8 15 57
08:15 AM 13 0 12 15 40 23 0 0 0 23 0 0 0 0 0 0 0 21 10 31 94
08:30 AM 15 0 8 20 43 17 0 0 0 17 0 0 0 0 0 0 0 16 9 25 85
08:45 AM 22 0 6 35 63 20 0 0 0 20 0 0 0 0 0 0 0 10 15 25 108
Total 62 0 31 80 173 75 0 0 0 75 0 0 0 0 0 0 0 54 42 96 344
Grand Total 89 0 47 109 245 110 0 0 0 110 0 0 0 0 0 0 0 76 54 130 485
Apprch %36.3 0 19.2 44.5 100 0 0 0 0 0 0 0 0 0 58.5 41.5
Total %18.4 0 9.7 22.5 50.5 22.7 0 0 0 22.7 0 0 0 0 0 0 0 15.7 11.1 26.8
PCs and Peds 89 0 45 107 241 109 0 0 0 109 0 0 0 0 0 0 0 76 54 130 480
% PCs and Peds 100 0 95.7 98.2 98.4 99.1 0 0 0 99.1 0 0 0 0 0 0 0 100 100 100 99
Heavy Vehicles 0 0 2 0 2 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 3
% Heavy Vehicles 0 0 4.3 0 0.8 0.9 0 0 0 0.9 0 0 0 0 0 0 0 0 0 0 0.6
Bicycles 0 0 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
% Bicycles 0 0 0 1.8 0.8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.4
Center
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 12 0 5 10 27 15 0 0 0 15 0 0 0 0 0 0 0 7 8 15 57
08:15 AM 13 0 12 15 40 23 0 0 0 23 0 0 0 0 0 0 0 21 10 31 94
08:30 AM 15 0 8 20 43 17 0 0 0 17 0 0 0 0 0 0 0 16 9 25 85
08:45 AM 22 0 6 35 63 20 0 0 0 20 0 0 0 0 0 0 0 10 15 25 108
Total Volume 62 0 31 80 173 75 0 0 0 75 0 0 0 0 0 0 0 54 42 96 344
% App. Total 35.8 0 17.9 46.2 100 0 0 0 0 0 0 0 0 0 56.2 43.8
PHF .705 .000 .646 .571 .687 .815 .000 .000 .000 .815 .000 .000 .000 .000 .000 .000 .000 .643 .700 .774 .796
PCs and Peds
% PCs and Peds 100 0 93.5 98.8 98.3 98.7 0 0 0 98.7 0 0 0 0 0 0 0 100 100 100 98.8
Heavy Vehicles 0 0 2 0 2 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 3
% Heavy Vehicles 0 0 6.5 0 1.2 1.3 0 0 0 1.3 0 0 0 0 0 0 0 0 0 0 0.9
Bicycles 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
% Bicycles 0 0 0 1.3 0.6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.3
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ Center
Site Code : 6
Start Date : 5/1/2019
Page No : 1
N / S: Center Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
Center
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45 AM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
Total 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:45 AM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
Total 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
Grand Total 0 0 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
Apprch %0 0 0 100 0 0 0 0 0 0 0 0 0 0 0 0
Total %0 0 0 100 100 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Center
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:00 AM
07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45 AM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
Total Volume 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
% App. Total 0 0 0 100 0 0 0 0 0 0 0 0 0 0 0 0
PHF .000 .000 .000 .250 .250 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .250
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ Center
Site Code : 6
Start Date : 5/1/2019
Page No : 1
N / S: Center Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Center
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:15 AM 0 0 1 0 1 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 2
08:30 AM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
08:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 2 0 2 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 3
Grand Total 0 0 2 0 2 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 3
Apprch %0 0 100 0 100 0 0 0 0 0 0 0 0 0 0 0
Total %0 0 66.7 0 66.7 33.3 0 0 0 33.3 0 0 0 0 0 0 0 0 0 0
Center
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:15 AM 0 0 1 0 1 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 2
08:30 AM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
Total Volume 0 0 2 0 2 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 3
% App. Total 0 0 100 0 100 0 0 0 0 0 0 0 0 0 0 0
PHF .000 .000 .500 .000 .500 .250 .000 .000 .000 .250 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .375
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ Gothic
Site Code : 7
Start Date : 5/1/2019
Page No : 1
N / S: Gothic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Gothic
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 2 0 0 5 7 1 62 1 0 64 0 0 0 0 0 0 88 2 0 90 161
07:15 AM 0 0 0 4 4 3 70 0 1 74 0 0 0 0 0 0 106 5 0 111 189
07:30 AM 3 0 3 2 8 4 82 0 0 86 0 0 0 0 0 0 116 3 0 119 213
07:45 AM 4 0 0 11 15 5 108 0 1 114 0 0 0 0 0 0 126 8 1 135 264
Total 9 0 3 22 34 13 322 1 2 338 0 0 0 0 0 0 436 18 1 455 827
08:00 AM 3 0 3 12 18 13 123 0 3 139 0 0 0 0 0 0 148 6 0 154 311
08:15 AM 10 1 2 9 22 12 117 0 4 133 0 0 0 0 0 0 140 12 0 152 307
08:30 AM 9 0 6 19 34 17 118 0 6 141 0 0 0 0 0 0 143 11 0 154 329
08:45 AM 20 0 4 29 53 12 119 0 10 141 0 0 0 0 0 0 132 8 0 140 334
Total 42 1 15 69 127 54 477 0 23 554 0 0 0 0 0 0 563 37 0 600 1281
Grand Total 51 1 18 91 161 67 799 1 25 892 0 0 0 0 0 0 999 55 1 1055 2108
Apprch %31.7 0.6 11.2 56.5 7.5 89.6 0.1 2.8 0 0 0 0 0 94.7 5.2 0.1
Total %2.4 0 0.9 4.3 7.6 3.2 37.9 0 1.2 42.3 0 0 0 0 0 0 47.4 2.6 0 50
PCs and Peds 51 1 18 91 161 66 740 1 25 832 0 0 0 0 0 0 948 54 1 1003 1996
% PCs and Peds 100 100 100 100 100 98.5 92.6 100 100 93.3 0 0 0 0 0 0 94.9 98.2 100 95.1 94.7
Heavy Vehicles 0 0 0 0 0 1 53 0 0 54 0 0 0 0 0 0 44 0 0 44 98
% Heavy Vehicles 0 0 0 0 0 1.5 6.6 0 0 6.1 0 0 0 0 0 0 4.4 0 0 4.2 4.6
Bicycles 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 7 1 0 8 14
% Bicycles 0 0 0 0 0 0 0.8 0 0 0.7 0 0 0 0 0 0 0.7 1.8 0 0.8 0.7
Gothic
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 3 0 3 12 18 13 123 0 3 139 0 0 0 0 0 0 148 6 0 154 311
08:15 AM 10 1 2 9 22 12 117 0 4 133 0 0 0 0 0 0 140 12 0 152 307
08:30 AM 9 0 6 19 34 17 118 0 6 141 0 0 0 0 0 0 143 11 0 154 329
08:45 AM 20 0 4 29 53 12 119 0 10 141 0 0 0 0 0 0 132 8 0 140 334
Total Volume 42 1 15 69 127 54 477 0 23 554 0 0 0 0 0 0 563 37 0 600 1281
% App. Total 33.1 0.8 11.8 54.3 9.7 86.1 0 4.2 0 0 0 0 0 93.8 6.2 0
PHF .525 .250 .625 .595 .599 .794 .970 .000 .575 .982 .000 .000 .000 .000 .000 .000 .951 .771 .000 .974 .959
PCs and Peds
% PCs and Peds 100 100 100 100 100 98.1 92.2 0 100 93.1 0 0 0 0 0 0 95.4 100 0 95.7 95.0
Heavy Vehicles 0 0 0 0 0 1 33 0 0 34 0 0 0 0 0 0 21 0 0 21 55
% Heavy Vehicles 0 0 0 0 0 1.9 6.9 0 0 6.1 0 0 0 0 0 0 3.7 0 0 3.5 4.3
Bicycles 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 5 0 0 5 9
% Bicycles 0 0 0 0 0 0 0.8 0 0 0.7 0 0 0 0 0 0 0.9 0 0 0.8 0.7
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ Gothic
Site Code : 7
Start Date : 5/1/2019
Page No : 1
N / S: Gothic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Gothic
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 5 0 0 5 12
07:15 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 5 0 0 5 9
07:30 AM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 6 0 0 6 11
07:45 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 7 0 0 7 11
Total 0 0 0 0 0 0 20 0 0 20 0 0 0 0 0 0 23 0 0 23 43
08:00 AM 0 0 0 0 0 0 10 0 0 10 0 0 0 0 0 0 8 0 0 8 18
08:15 AM 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 0 8 0 0 8 16
08:30 AM 0 0 0 0 0 0 10 0 0 10 0 0 0 0 0 0 2 0 0 2 12
08:45 AM 0 0 0 0 0 1 5 0 0 6 0 0 0 0 0 0 3 0 0 3 9
Total 0 0 0 0 0 1 33 0 0 34 0 0 0 0 0 0 21 0 0 21 55
Grand Total 0 0 0 0 0 1 53 0 0 54 0 0 0 0 0 0 44 0 0 44 98
Apprch %0 0 0 0 1.9 98.1 0 0 0 0 0 0 0 100 0 0
Total %0 0 0 0 0 1 54.1 0 0 55.1 0 0 0 0 0 0 44.9 0 0 44.9
Gothic
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 7 0 0 7 11
08:00 AM 0 0 0 0 0 0 10 0 0 10 0 0 0 0 0 0 8 0 0 8 18
08:15 AM 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 0 8 0 0 8 16
08:30 AM 0 0 0 0 0 0 10 0 0 10 0 0 0 0 0 0 2 0 0 2 12
Total Volume 0 0 0 0 0 0 32 0 0 32 0 0 0 0 0 0 25 0 0 25 57
% App. Total 0 0 0 0 0 100 0 0 0 0 0 0 0 100 0 0
PHF .000 .000 .000 .000 .000 .000 .800 .000 .000 .800 .000 .000 .000 .000 .000 .000 .781 .000 .000 .781 .792
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ Gothic
Site Code : 7
Start Date : 5/1/2019
Page No : 1
N / S: Gothic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
Gothic
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1
07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 3
Total 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 1 0 3 5
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
08:15 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
08:30 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 4
08:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
Total 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 5 0 0 5 9
Grand Total 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 7 1 0 8 14
Apprch %0 0 0 0 0 100 0 0 0 0 0 0 0 87.5 12.5 0
Total %0 0 0 0 0 0 42.9 0 0 42.9 0 0 0 0 0 0 50 7.1 0 57.1
Gothic
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 3
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
08:15 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
08:30 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 4
Total Volume 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 5 0 0 5 11
% App. Total 0 0 0 0 0 100 0 0 0 0 0 0 0 100 0 0
PHF .000 .000 .000 .000 .000 .000 .500 .000 .000 .500 .000 .000 .000 .000 .000 .000 .625 .000 .000 .625 .688
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ King & Pleasant
Site Code : 8
Start Date : 5/1/2019
Page No : 1
N / S: King & Pleasant (Route 5 & 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 5 41 9 6 1 62 7 51 9 1 68 1 31 8 2 1 43 17 37 20 1 75 248
07:15 AM 10 51 6 2 0 69 3 41 10 0 54 4 74 19 1 0 98 15 53 30 2 100 321
07:30 AM 25 48 8 1 0 82 10 56 8 0 74 3 48 13 2 0 66 11 69 38 6 124 346
07:45 AM 11 54 9 7 0 81 10 66 8 0 84 4 70 25 4 1 104 12 69 25 6 112 381
Total 51 194 32 16 1 294 30 214 35 1 280 12 223 65 9 2 311 55 228 113 15 411 1296
08:00 AM 27 61 9 4 0 101 11 77 17 1 106 7 69 30 4 2 112 6 71 27 3 107 426
08:15 AM 28 52 14 4 0 98 5 69 25 1 100 5 70 28 11 1 115 13 72 32 6 123 436
08:30 AM 23 64 10 6 1 104 12 77 22 3 114 4 50 31 10 4 99 16 73 34 17 140 457
08:45 AM 17 63 8 24 0 112 8 93 23 5 129 12 81 16 9 5 123 13 77 31 26 147 511
Total 95 240 41 38 1 415 36 316 87 10 449 28 270 105 34 12 449 48 293 124 52 517 1830
Grand Total 146 434 73 54 2 709 66 530 122 11 729 40 493 170 43 14 760 103 521 237 67 928 3126
Apprch %20.6 61.2 10.3 7.6 0.3 9.1 72.7 16.7 1.5 5.3 64.9 22.4 5.7 1.8 11.1 56.1 25.5 7.2
Total %4.7 13.9 2.3 1.7 0.1 22.7 2.1 17 3.9 0.4 23.3 1.3 15.8 5.4 1.4 0.4 24.3 3.3 16.7 7.6 2.1 29.7
PCs and Peds 146 433 73 54 2 708 64 509 119 10 702 38 488 166 43 14 749 103 521 236 66 926 3085
% PCs and Peds 100 99.8 100 100 100 99.9 97 96 97.5 90.9 96.3 95 99 97.6 100 100 98.6 100 100 99.6 98.5 99.8 98.7
Heavy Vehicles 0 1 0 0 0 1 1 19 2 0 22 2 5 4 0 0 11 0 0 1 0 1 35
% Heavy Vehicles 0 0.2 0 0 0 0.1 1.5 3.6 1.6 0 3 5 1 2.4 0 0 1.4 0 0 0.4 0 0.1 1.1
Bicycles 0 0 0 0 0 0 1 2 1 1 5 0 0 0 0 0 0 0 0 0 1 1 6
% Bicycles 0 0 0 0 0 0 1.5 0.4 0.8 9.1 0.7 0 0 0 0 0 0 0 0 0 1.5 0.1 0.2
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 27 61 9 4 0 101 11 77 17 1 106 7 69 30 4 2 112 6 71 27 3 107 426
08:15 AM 28 52 14 4 0 98 5 69 25 1 100 5 70 28 11 1 115 13 72 32 6 123 436
08:30 AM 23 64 10 6 1 104 12 77 22 3 114 4 50 31 10 4 99 16 73 34 17 140 457
08:45 AM 17 63 8 24 0 112 8 93 23 5 129 12 81 16 9 5 123 13 77 31 26 147 511
Total Volume 95 240 41 38 1 415 36 316 87 10 449 28 270 105 34 12 449 48 293 124 52 517 1830
% App. Total 22.9 57.8 9.9 9.2 0.2 8 70.4 19.4 2.2 6.2 60.1 23.4 7.6 2.7 9.3 56.7 24 10.1
PHF .848 .938 .732 .396 .250 .926 .750 .849 .870 .500 .870 .583 .833 .847 .773 .600 .913 .750 .951 .912 .500 .879 .895
PCs and Peds 95 239 41 38 1 414 34 297 84 9 424 27 265 101 34 12 439 48 293 123 51 515 1792
% PCs and Peds 100 99.6 100 100 100 99.8 94.4 94.0 96.6 90.0 94.4 96.4 98.1 96.2 100 100 97.8 100 100 99.2 98.1 99.6 97.9
Heavy Vehicles 0 1 0 0 0 1 1 17 2 0 20 1 5 4 0 0 10 0 0 1 0 1 32
% Heavy Vehicles 0 0.4 0 0 0 0.2 2.8 5.4 2.3 0 4.5 3.6 1.9 3.8 0 0 2.2 0 0 0.8 0 0.2 1.7
Bicycles 0 0 0 0 0 0 1 2 1 1 5 0 0 0 0 0 0 0 0 0 1 1 6
% Bicycles 0 0 0 0 0 0 2.8 0.6 1.1 10.0 1.1 0 0 0 0 0 0 0 0 0 1.9 0.2 0.3
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ King & Pleasant
Site Code : 8
Start Date : 5/1/2019
Page No : 1
N / S: King & Pleasant (Route 5 & 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 1
07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45 AM 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 2
Total 0 0 0 0 0 0 0 2 0 0 2 1 0 0 0 0 1 0 0 0 0 0 3
08:00 AM 0 0 0 0 0 0 0 2 0 0 2 0 1 1 0 0 2 0 0 0 0 0 4
08:15 AM 0 0 0 0 0 0 1 3 1 0 5 1 1 1 0 0 3 0 0 0 0 0 8
08:30 AM 0 0 0 0 0 0 0 6 0 0 6 0 1 2 0 0 3 0 0 0 0 0 9
08:45 AM 0 1 0 0 0 1 0 6 1 0 7 0 2 0 0 0 2 0 0 1 0 1 11
Total 0 1 0 0 0 1 1 17 2 0 20 1 5 4 0 0 10 0 0 1 0 1 32
Grand Total 0 1 0 0 0 1 1 19 2 0 22 2 5 4 0 0 11 0 0 1 0 1 35
Apprch %0 100 0 0 0 4.5 86.4 9.1 0 18.2 45.5 36.4 0 0 0 0 100 0
Total %0 2.9 0 0 0 2.9 2.9 54.3 5.7 0 62.9 5.7 14.3 11.4 0 0 31.4 0 0 2.9 0 2.9
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 0 0 0 0 0 0 0 2 0 0 2 0 1 1 0 0 2 0 0 0 0 0 4
08:15 AM 0 0 0 0 0 0 1 3 1 0 5 1 1 1 0 0 3 0 0 0 0 0 8
08:30 AM 0 0 0 0 0 0 0 6 0 0 6 0 1 2 0 0 3 0 0 0 0 0 9
08:45 AM 0 1 0 0 0 1 0 6 1 0 7 0 2 0 0 0 2 0 0 1 0 1 11
Total Volume 0 1 0 0 0 1 1 17 2 0 20 1 5 4 0 0 10 0 0 1 0 1 32
% App. Total 0 100 0 0 0 5 85 10 0 10 50 40 0 0 0 0 100 0
PHF .000 .250 .000 .000 .000 .250 .250 .708 .500 .000 .714 .250 .625 .500 .000 .000 .833 .000 .000 .250 .000 .250 .727
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ King & Pleasant
Site Code : 8
Start Date : 5/1/2019
Page No : 1
N / S: King & Pleasant (Route 5 & 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:15 AM 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
08:30 AM 0 0 0 0 0 0 1 1 1 1 4 0 0 0 0 0 0 0 0 0 1 1 5
08:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 1 2 1 1 5 0 0 0 0 0 0 0 0 0 1 1 6
Grand Total 0 0 0 0 0 0 1 2 1 1 5 0 0 0 0 0 0 0 0 0 1 1 6
Apprch %0 0 0 0 0 20 40 20 20 0 0 0 0 0 0 0 0 100
Total %0 0 0 0 0 0 16.7 33.3 16.7 16.7 83.3 0 0 0 0 0 0 0 0 0 16.7 16.7
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:15 AM 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
08:30 AM 0 0 0 0 0 0 1 1 1 1 4 0 0 0 0 0 0 0 0 0 1 1 5
Total Volume 0 0 0 0 0 0 1 2 1 1 5 0 0 0 0 0 0 0 0 0 1 1 6
% App. Total 0 0 0 0 0 20 40 20 20 0 0 0 0 0 0 0 0 100
PHF .000 .000 .000 .000 .000 .000 .250 .500 .250 .250 .313 .000 .000 .000 .000 .000 .000 .000 .000 .000 .250 .250 .300
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ Strong
Site Code : 9
Start Date : 5/1/2019
Page No : 1
N / S: Strong Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
From North
Main
From East
Strong
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 56 4 0 60 8 0 1 4 13 3 65 0 0 68 141
07:15 AM 0 0 0 0 0 0 64 7 0 71 10 0 0 1 11 3 63 0 0 66 148
07:30 AM 0 0 0 0 0 0 55 5 0 60 13 0 2 2 17 5 72 0 2 79 156
07:45 AM 0 0 0 0 0 0 91 2 0 93 22 0 2 5 29 2 96 0 1 99 221
Total 0 0 0 0 0 0 266 18 0 284 53 0 5 12 70 13 296 0 3 312 666
08:00 AM 0 0 0 0 0 0 94 5 0 99 28 0 7 6 41 7 106 0 4 117 257
08:15 AM 0 0 0 0 0 0 108 7 0 115 34 1 5 12 52 7 87 0 4 98 265
08:30 AM 0 0 0 0 0 0 106 8 0 114 32 0 1 12 45 5 112 0 5 122 281
08:45 AM 0 0 0 0 0 0 122 7 0 129 28 0 3 15 46 3 102 0 5 110 285
Total 0 0 0 0 0 0 430 27 0 457 122 1 16 45 184 22 407 0 18 447 1088
Grand Total 0 0 0 0 0 0 696 45 0 741 175 1 21 57 254 35 703 0 21 759 1754
Apprch %0 0 0 0 0 93.9 6.1 0 68.9 0.4 8.3 22.4 4.6 92.6 0 2.8
Total %0 0 0 0 0 0 39.7 2.6 0 42.2 10 0.1 1.2 3.2 14.5 2 40.1 0 1.2 43.3
PCs and Peds 0 0 0 0 0 0 664 45 0 709 171 1 20 55 247 35 675 0 20 730 1686
% PCs and Peds 0 0 0 0 0 0 95.4 100 0 95.7 97.7 100 95.2 96.5 97.2 100 96 0 95.2 96.2 96.1
Heavy Vehicles 0 0 0 0 0 0 29 0 0 29 4 0 1 0 5 0 23 0 1 24 58
% Heavy Vehicles 0 0 0 0 0 0 4.2 0 0 3.9 2.3 0 4.8 0 2 0 3.3 0 4.8 3.2 3.3
Bicycles 0 0 0 0 0 0 3 0 0 3 0 0 0 2 2 0 5 0 0 5 10
% Bicycles 0 0 0 0 0 0 0.4 0 0 0.4 0 0 0 3.5 0.8 0 0.7 0 0 0.7 0.6
From North
Main
From East
Strong
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 0 0 0 0 0 0 94 5 0 99 28 0 7 6 41 7 106 0 4 117 257
08:15 AM 0 0 0 0 0 0 108 7 0 115 34 1 5 12 52 7 87 0 4 98 265
08:30 AM 0 0 0 0 0 0 106 8 0 114 32 0 1 12 45 5 112 0 5 122 281
08:45 AM 0 0 0 0 0 0 122 7 0 129 28 0 3 15 46 3 102 0 5 110 285
Total Volume 0 0 0 0 0 0 430 27 0 457 122 1 16 45 184 22 407 0 18 447 1088
% App. Total 0 0 0 0 0 94.1 5.9 0 66.3 0.5 8.7 24.5 4.9 91.1 0 4
PHF .000 .000 .000 .000 .000 .000 .881 .844 .000 .886 .897 .250 .571 .750 .885 .786 .908 .000 .900 .916 .954
PCs and Peds
% PCs and Peds 0 0 0 0 0 0 94.7 100 0 95.0 97.5 100 93.8 95.6 96.7 100 95.8 0 94.4 96.0 95.7
Heavy Vehicles 0 0 0 0 0 0 20 0 0 20 3 0 1 0 4 0 13 0 1 14 38
% Heavy Vehicles 0 0 0 0 0 0 4.7 0 0 4.4 2.5 0 6.3 0 2.2 0 3.2 0 5.6 3.1 3.5
Bicycles 0 0 0 0 0 0 3 0 0 3 0 0 0 2 2 0 4 0 0 4 9
% Bicycles 0 0 0 0 0 0 0.7 0 0 0.7 0 0 0 4.4 1.1 0 1.0 0 0 0.9 0.8
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ Strong
Site Code : 9
Start Date : 5/1/2019
Page No : 1
N / S: Strong Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
From North
Main
From East
Strong
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 1 0 0 1 5
07:15 AM 0 0 0 0 0 0 1 0 0 1 1 0 0 0 1 0 6 0 0 6 8
07:30 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 3
07:45 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4
Total 0 0 0 0 0 0 9 0 0 9 1 0 0 0 1 0 10 0 0 10 20
08:00 AM 0 0 0 0 0 0 1 0 0 1 1 0 1 0 2 0 3 0 0 3 6
08:15 AM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 5 0 0 5 11
08:30 AM 0 0 0 0 0 0 6 0 0 6 1 0 0 0 1 0 3 0 1 4 11
08:45 AM 0 0 0 0 0 0 7 0 0 7 1 0 0 0 1 0 2 0 0 2 10
Total 0 0 0 0 0 0 20 0 0 20 3 0 1 0 4 0 13 0 1 14 38
Grand Total 0 0 0 0 0 0 29 0 0 29 4 0 1 0 5 0 23 0 1 24 58
Apprch %0 0 0 0 0 100 0 0 80 0 20 0 0 95.8 0 4.2
Total %0 0 0 0 0 0 50 0 0 50 6.9 0 1.7 0 8.6 0 39.7 0 1.7 41.4
From North
Main
From East
Strong
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 0 0 0 0 0 0 1 0 0 1 1 0 1 0 2 0 3 0 0 3 6
08:15 AM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 5 0 0 5 11
08:30 AM 0 0 0 0 0 0 6 0 0 6 1 0 0 0 1 0 3 0 1 4 11
08:45 AM 0 0 0 0 0 0 7 0 0 7 1 0 0 0 1 0 2 0 0 2 10
Total Volume 0 0 0 0 0 0 20 0 0 20 3 0 1 0 4 0 13 0 1 14 38
% App. Total 0 0 0 0 0 100 0 0 75 0 25 0 0 92.9 0 7.1
PHF .000 .000 .000 .000 .000 .000 .714 .000 .000 .714 .750 .000 .250 .000 .500 .000 .650 .000 .250 .700 .864
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ Strong
Site Code : 9
Start Date : 5/1/2019
Page No : 1
N / S: Strong Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
From North
Main
From East
Strong
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:15 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 3
08:30 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 2 2 0 2 0 0 2 5
08:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
Total 0 0 0 0 0 0 3 0 0 3 0 0 0 2 2 0 4 0 0 4 9
Grand Total 0 0 0 0 0 0 3 0 0 3 0 0 0 2 2 0 5 0 0 5 10
Apprch %0 0 0 0 0 100 0 0 0 0 0 100 0 100 0 0
Total %0 0 0 0 0 0 30 0 0 30 0 0 0 20 20 0 50 0 0 50
From North
Main
From East
Strong
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:15 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 3
08:30 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 2 2 0 2 0 0 2 5
08:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
Total Volume 0 0 0 0 0 0 3 0 0 3 0 0 0 2 2 0 4 0 0 4 9
% App. Total 0 0 0 0 0 100 0 0 0 0 0 100 0 100 0 0
PHF .000 .000 .000 .000 .000 .000 .375 .000 .000 .375 .000 .000 .000 .250 .250 .000 .500 .000 .000 .500 .450
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Bridge @ Market & Hawley
Site Code : 10
Start Date : 5/1/2019
Page No : 1
N / S: Market & Hawley
E / W: Bridge Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 6 1 5 1 13 2 50 0 8 60 3 3 2 3 11 2 62 4 0 68 152
07:15 AM 3 1 6 1 11 3 62 2 1 68 5 5 4 0 14 1 63 2 0 66 159
07:30 AM 6 5 7 0 18 3 53 0 2 58 4 2 2 0 8 1 95 3 1 100 184
07:45 AM 3 9 13 0 25 1 81 0 0 82 2 10 3 0 15 4 92 13 2 111 233
Total 18 16 31 2 67 9 246 2 11 268 14 20 11 3 48 8 312 22 3 345 728
08:00 AM 7 5 4 1 17 1 88 2 6 97 4 6 3 3 16 3 116 22 3 144 274
08:15 AM 8 3 8 2 21 2 69 1 2 74 1 3 2 1 7 5 125 7 0 137 239
08:30 AM 7 11 4 2 24 4 97 1 5 107 4 15 5 4 28 3 127 14 7 151 310
Grand Total 40 35 47 7 129 16 500 6 24 546 23 44 21 11 99 19 680 65 13 777 1551
Apprch %31 27.1 36.4 5.4 2.9 91.6 1.1 4.4 23.2 44.4 21.2 11.1 2.4 87.5 8.4 1.7
Total %2.6 2.3 3 0.5 8.3 1 32.2 0.4 1.5 35.2 1.5 2.8 1.4 0.7 6.4 1.2 43.8 4.2 0.8 50.1
PCs and Peds 39 35 47 7 128 15 476 4 24 519 21 42 20 11 94 19 650 63 12 744 1485
% PCs and Peds 97.5 100 100 100 99.2 93.8 95.2 66.7 100 95.1 91.3 95.5 95.2 100 94.9 100 95.6 96.9 92.3 95.8 95.7
Heavy Vehicles 1 0 0 0 1 1 23 2 0 26 2 2 0 0 4 0 28 1 0 29 60
% Heavy Vehicles 2.5 0 0 0 0.8 6.2 4.6 33.3 0 4.8 8.7 4.5 0 0 4 0 4.1 1.5 0 3.7 3.9
Bicycles 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 0 2 1 1 4 6
% Bicycles 0 0 0 0 0 0 0.2 0 0 0.2 0 0 4.8 0 1 0 0.3 1.5 7.7 0.5 0.4
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:30 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 3 9 13 0 25 1 81 0 0 82 2 10 3 0 15 4 92 13 2 111 233
08:00 AM 7 5 4 1 17 1 88 2 6 97 4 6 3 3 16 3 116 22 3 144 274
08:15 AM 8 3 8 2 21 2 69 1 2 74 1 3 2 1 7 5 125 7 0 137 239
08:30 AM 7 11 4 2 24 4 97 1 5 107 4 15 5 4 28 3 127 14 7 151 310
Total Volume 25 28 29 5 87 8 335 4 13 360 11 34 13 8 66 15 460 56 12 543 1056
% App. Total 28.7 32.2 33.3 5.7 2.2 93.1 1.1 3.6 16.7 51.5 19.7 12.1 2.8 84.7 10.3 2.2
PHF .781 .636 .558 .625 .870 .500 .863 .500 .542 .841 .688 .567 .650 .500 .589 .750 .906 .636 .429 .899 .852
PCs and Peds
% PCs and Peds 96.0 100 100 100 98.9 87.5 94.9 75.0 100 94.7 100 94.1 92.3 100 95.5 100 96.1 96.4 91.7 96.1 95.8
Heavy Vehicles 1 0 0 0 1 1 16 1 0 18 0 2 0 0 2 0 17 1 0 18 39
% Heavy Vehicles 4.0 0 0 0 1.1 12.5 4.8 25.0 0 5.0 0 5.9 0 0 3.0 0 3.7 1.8 0 3.3 3.7
Bicycles 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 0 1 1 1 3 5
% Bicycles 0 0 0 0 0 0 0.3 0 0 0.3 0 0 7.7 0 1.5 0 0.2 1.8 8.3 0.6 0.5
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Bridge @ Market & Hawley
Site Code : 10
Start Date : 5/1/2019
Page No : 1
N / S: Market & Hawley
E / W: Bridge Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 5
07:15 AM 0 0 0 0 0 0 1 1 0 2 1 0 0 0 1 0 7 0 0 7 10
07:30 AM 0 0 0 0 0 0 3 0 0 3 1 0 0 0 1 0 2 0 0 2 6
07:45 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 4 1 0 5 9
Total 0 0 0 0 0 0 11 1 0 12 2 0 0 0 2 0 15 1 0 16 30
08:00 AM 0 0 0 0 0 0 2 1 0 3 0 0 0 0 0 0 5 0 0 5 8
08:15 AM 1 0 0 0 1 0 3 0 0 3 0 0 0 0 0 0 6 0 0 6 10
08:30 AM 0 0 0 0 0 1 7 0 0 8 0 2 0 0 2 0 2 0 0 2 12
Grand Total 1 0 0 0 1 1 23 2 0 26 2 2 0 0 4 0 28 1 0 29 60
Apprch %100 0 0 0 3.8 88.5 7.7 0 50 50 0 0 0 96.6 3.4 0
Total %1.7 0 0 0 1.7 1.7 38.3 3.3 0 43.3 3.3 3.3 0 0 6.7 0 46.7 1.7 0 48.3
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:30 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 4 1 0 5 9
08:00 AM 0 0 0 0 0 0 2 1 0 3 0 0 0 0 0 0 5 0 0 5 8
08:15 AM 1 0 0 0 1 0 3 0 0 3 0 0 0 0 0 0 6 0 0 6 10
08:30 AM 0 0 0 0 0 1 7 0 0 8 0 2 0 0 2 0 2 0 0 2 12
Total Volume 1 0 0 0 1 1 16 1 0 18 0 2 0 0 2 0 17 1 0 18 39
% App. Total 100 0 0 0 5.6 88.9 5.6 0 0 100 0 0 0 94.4 5.6 0
PHF .250 .000 .000 .000 .250 .250 .571 .250 .000 .563 .000 .250 .000 .000 .250 .000 .708 .250 .000 .750 .813
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Bridge @ Market & Hawley
Site Code : 10
Start Date : 5/1/2019
Page No : 1
N / S: Market & Hawley
E / W: Bridge Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:15 AM 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 0 1 0 0 1 3
08:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 2 2
Grand Total 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 0 2 1 1 4 6
Apprch %0 0 0 0 0 100 0 0 0 0 100 0 0 50 25 25
Total %0 0 0 0 0 0 16.7 0 0 16.7 0 0 16.7 0 16.7 0 33.3 16.7 16.7 66.7
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:30 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:15 AM 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 0 1 0 0 1 3
08:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 2 2
Total Volume 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 0 1 1 1 3 5
% App. Total 0 0 0 0 0 100 0 0 0 0 100 0 0 33.3 33.3 33.3
PHF .000 .000 .000 .000 .000 .000 .250 .000 .000 .250 .000 .000 .250 .000 .250 .000 .250 .250 .250 .375 .417
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ West
Site Code : 1
Start Date : 5/1/2019
Page No : 1
N / S: West Street (Route 66)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 1 1 0 65 60 0 125 87 0 28 10 125 14 115 0 2 131 382
03:15 PM 0 0 0 0 0 0 82 64 0 146 72 0 23 6 101 23 126 0 0 149 396
03:30 PM 0 0 0 0 0 0 79 70 0 149 104 0 26 1 131 30 130 0 0 160 440
03:45 PM 0 0 0 0 0 0 84 77 0 161 84 0 29 10 123 25 111 0 0 136 420
Total 0 0 0 1 1 0 310 271 0 581 347 0 106 27 480 92 482 0 2 576 1638
04:00 PM 0 0 0 0 0 0 87 74 1 162 78 0 30 12 120 28 127 0 0 155 437
04:15 PM 0 0 0 0 0 0 80 64 0 144 90 0 31 13 134 34 128 0 0 162 440
04:30 PM 0 0 0 0 0 0 82 69 0 151 84 0 31 5 120 27 150 0 0 177 448
04:45 PM 0 0 0 0 0 0 81 66 0 147 85 0 21 7 113 35 148 0 0 183 443
Total 0 0 0 0 0 0 330 273 1 604 337 0 113 37 487 124 553 0 0 677 1768
05:00 PM 0 0 0 0 0 0 78 75 0 153 105 0 24 6 135 33 127 0 0 160 448
05:15 PM 0 0 0 0 0 0 88 86 0 174 87 0 24 15 126 15 111 0 0 126 426
05:30 PM 0 0 0 0 0 0 115 67 0 182 81 0 18 11 110 14 120 0 0 134 426
05:45 PM 0 0 0 0 0 0 69 84 0 153 69 0 25 9 103 22 87 0 0 109 365
Total 0 0 0 0 0 0 350 312 0 662 342 0 91 41 474 84 445 0 0 529 1665
06:00 PM 0 0 0 0 0 0 84 77 0 161 61 0 12 6 79 23 79 0 0 102 342
06:15 PM 0 0 0 0 0 0 83 67 0 150 59 0 17 6 82 12 75 0 0 87 319
06:30 PM 0 0 0 0 0 0 76 55 0 131 51 0 15 9 75 12 71 0 0 83 289
06:45 PM 0 0 0 0 0 0 68 66 0 134 49 0 10 14 73 14 59 0 0 73 280
Total 0 0 0 0 0 0 311 265 0 576 220 0 54 35 309 61 284 0 0 345 1230
Grand Total 0 0 0 1 1 0 1301 1121 1 2423 1246 0 364 140 1750 361 1764 0 2 2127 6301
Apprch %0 0 0 100 0 53.7 46.3 0 71.2 0 20.8 8 17 82.9 0 0.1
Total %0 0 0 0 0 0 20.6 17.8 0 38.5 19.8 0 5.8 2.2 27.8 5.7 28 0 0 33.8
PCs and Peds 0 0 0 1 1 0 1246 1109 1 2356 1227 0 359 140 1726 350 1698 0 2 2050 6133
% PCs and Peds 0 0 0 100 100 0 95.8 98.9 100 97.2 98.5 0 98.6 100 98.6 97 96.3 0 100 96.4 97.3
Heavy Vehicles 0 0 0 0 0 0 29 7 0 36 6 0 1 0 7 8 45 0 0 53 96
% Heavy Vehicles 0 0 0 0 0 0 2.2 0.6 0 1.5 0.5 0 0.3 0 0.4 2.2 2.6 0 0 2.5 1.5
Bicycles 0 0 0 0 0 0 26 5 0 31 13 0 4 0 17 3 21 0 0 24 72
% Bicycles 0 0 0 0 0 0 2 0.4 0 1.3 1 0 1.1 0 1 0.8 1.2 0 0 1.1 1.1
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:15 PM
04:15 PM 0 0 0 0 0 0 80 64 0 144 90 0 31 13 134 34 128 0 0 162 440
04:30 PM 0 0 0 0 0 0 82 69 0 151 84 0 31 5 120 27 150 0 0 177 448
04:45 PM 0 0 0 0 0 0 81 66 0 147 85 0 21 7 113 35 148 0 0 183 443
05:00 PM 0 0 0 0 0 0 78 75 0 153 105 0 24 6 135 33 127 0 0 160 448
Total Volume 0 0 0 0 0 0 321 274 0 595 364 0 107 31 502 129 553 0 0 682 1779
% App. Total 0 0 0 0 0 53.9 46.1 0 72.5 0 21.3 6.2 18.9 81.1 0 0
PHF .000 .000 .000 .000 .000 .000 .979 .913 .000 .972 .867 .000 .863 .596 .930 .921 .922 .000 .000 .932 .993
PCs and Peds
% PCs and Peds 0 0 0 0 0 0 97.2 99.6 0 98.3 99.5 0 99.1 100 99.4 97.7 97.5 0 0 97.5 98.3
Heavy Vehicles 0 0 0 0 0 0 6 1 0 7 1 0 0 0 1 2 9 0 0 11 19
% Heavy Vehicles 0 0 0 0 0 0 1.9 0.4 0 1.2 0.3 0 0 0 0.2 1.6 1.6 0 0 1.6 1.1
Bicycles 0 0 0 0 0 0 3 0 0 3 1 0 1 0 2 1 5 0 0 6 11
% Bicycles 0 0 0 0 0 0 0.9 0 0 0.5 0.3 0 0.9 0 0.4 0.8 0.9 0 0 0.9 0.6
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ West
Site Code : 1
Start Date : 5/1/2019
Page No : 1
N / S: West Street (Route 66)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 3 1 0 4 1 0 1 0 2 2 5 0 0 7 13
03:15 PM 0 0 0 0 0 0 5 1 0 6 0 0 0 0 0 0 5 0 0 5 11
03:30 PM 0 0 0 0 0 0 1 1 0 2 1 0 0 0 1 1 5 0 0 6 9
03:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 3 0 0 4 5
Total 0 0 0 0 0 0 10 3 0 13 2 0 1 0 3 4 18 0 0 22 38
04:00 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 1 2 0 0 3 7
04:15 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
04:30 PM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 1 0 0 1 2
04:45 PM 0 0 0 0 0 0 4 0 0 4 1 0 0 0 1 0 3 0 0 3 8
Total 0 0 0 0 0 0 9 1 0 10 1 0 0 0 1 1 8 0 0 9 20
05:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2 3 0 0 5 6
05:15 PM 0 0 0 0 0 0 2 2 0 4 1 0 0 0 1 0 2 0 0 2 7
05:30 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 1 0 0 1 2
05:45 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 4 0 0 4 6
Total 0 0 0 0 0 0 5 2 0 7 2 0 0 0 2 2 10 0 0 12 21
06:00 PM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 3 0 0 3 4
06:15 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 1 1 0 0 2 6
06:30 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 2 0 0 2 3
06:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 3 0 0 3 4
Total 0 0 0 0 0 0 5 1 0 6 1 0 0 0 1 1 9 0 0 10 17
Grand Total 0 0 0 0 0 0 29 7 0 36 6 0 1 0 7 8 45 0 0 53 96
Apprch %0 0 0 0 0 80.6 19.4 0 85.7 0 14.3 0 15.1 84.9 0 0
Total %0 0 0 0 0 0 30.2 7.3 0 37.5 6.2 0 1 0 7.3 8.3 46.9 0 0 55.2
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 03:00 PM
03:00 PM 0 0 0 0 0 0 3 1 0 4 1 0 1 0 2 2 5 0 0 7 13
03:15 PM 0 0 0 0 0 0 5 1 0 6 0 0 0 0 0 0 5 0 0 5 11
03:30 PM 0 0 0 0 0 0 1 1 0 2 1 0 0 0 1 1 5 0 0 6 9
03:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 3 0 0 4 5
Total Volume 0 0 0 0 0 0 10 3 0 13 2 0 1 0 3 4 18 0 0 22 38
% App. Total 0 0 0 0 0 76.9 23.1 0 66.7 0 33.3 0 18.2 81.8 0 0
PHF .000 .000 .000 .000 .000 .000 .500 .750 .000 .542 .500 .000 .250 .000 .375 .500 .900 .000 .000 .786 .731
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ West
Site Code : 1
Start Date : 5/1/2019
Page No : 1
N / S: West Street (Route 66)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
03:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 3 0 0 3 4
03:30 PM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 1
03:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 3 0 0 3 4
Total 0 0 0 0 0 0 0 1 0 1 1 0 1 0 2 0 7 0 0 7 10
04:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:15 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
04:30 PM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 2 0 2 0 0 2 4
04:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
Total 0 0 0 0 0 0 2 0 0 2 1 0 1 0 2 0 3 0 0 3 7
05:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 2 0 0 3 4
05:15 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 5
05:30 PM 0 0 0 0 0 0 19 0 0 19 2 0 0 0 2 0 4 0 0 4 25
05:45 PM 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 1 1 0 0 2 4
Total 0 0 0 0 0 0 23 1 0 24 2 0 0 0 2 2 10 0 0 12 38
06:00 PM 0 0 0 0 0 0 1 1 0 2 4 0 0 0 4 1 1 0 0 2 8
06:15 PM 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 2
06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 2
06:45 PM 0 0 0 0 0 0 0 0 0 0 5 0 0 0 5 0 0 0 0 0 5
Total 0 0 0 0 0 0 1 3 0 4 9 0 2 0 11 1 1 0 0 2 17
Grand Total 0 0 0 0 0 0 26 5 0 31 13 0 4 0 17 3 21 0 0 24 72
Apprch %0 0 0 0 0 83.9 16.1 0 76.5 0 23.5 0 12.5 87.5 0 0
Total %0 0 0 0 0 0 36.1 6.9 0 43.1 18.1 0 5.6 0 23.6 4.2 29.2 0 0 33.3
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 05:15 PM
05:15 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 5
05:30 PM 0 0 0 0 0 0 19 0 0 19 2 0 0 0 2 0 4 0 0 4 25
05:45 PM 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 1 1 0 0 2 4
06:00 PM 0 0 0 0 0 0 1 1 0 2 4 0 0 0 4 1 1 0 0 2 8
Total Volume 0 0 0 0 0 0 23 2 0 25 6 0 0 0 6 2 9 0 0 11 42
% App. Total 0 0 0 0 0 92 8 0 100 0 0 0 18.2 81.8 0 0
PHF .000 .000 .000 .000 .000 .000 .303 .500 .000 .329 .375 .000 .000 .000 .375 .500 .563 .000 .000 .688 .420
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ State & New South
Site Code : 2
Start Date : 5/1/2019
Page No : 1
N / S: State & New South (Route 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 20 36 6 2 64 4 49 46 20 119 30 27 56 11 124 106 59 41 23 229 536
03:15 PM 27 39 4 9 79 1 67 61 14 143 26 31 56 11 124 95 65 42 11 213 559
03:30 PM 17 40 2 11 70 5 49 52 13 119 24 32 62 9 127 108 59 43 19 229 545
03:45 PM 26 46 4 3 79 1 58 48 9 116 27 33 62 8 130 86 69 34 28 217 542
Total 90 161 16 25 292 11 223 207 56 497 107 123 236 39 505 395 252 160 81 888 2182
04:00 PM 29 44 4 9 86 0 63 56 17 136 24 30 53 11 118 109 67 44 31 251 591
04:15 PM 18 46 1 10 75 2 65 54 31 152 26 37 43 15 121 91 77 47 20 235 583
04:30 PM 28 39 3 11 81 4 69 49 25 147 34 26 60 9 129 102 82 33 23 240 597
04:45 PM 13 42 3 10 68 2 57 46 26 131 24 21 54 22 121 121 83 39 28 271 591
Total 88 171 11 40 310 8 254 205 99 566 108 114 210 57 489 423 309 163 102 997 2362
05:00 PM 37 46 3 2 88 4 62 66 27 159 33 33 61 9 136 91 87 51 32 261 644
05:15 PM 38 45 6 0 89 3 62 60 25 150 34 26 64 21 145 78 83 41 27 229 613
05:30 PM 27 28 8 1 64 3 67 47 22 139 24 31 65 6 126 87 76 37 23 223 552
05:45 PM 34 40 5 2 81 2 58 49 22 131 43 40 40 10 133 63 66 33 23 185 530
Total 136 159 22 5 322 12 249 222 96 579 134 130 230 46 540 319 312 162 105 898 2339
06:00 PM 20 43 2 6 71 7 69 37 25 138 24 26 58 9 117 61 62 23 20 166 492
06:15 PM 25 32 2 12 71 8 58 51 41 158 25 29 63 7 124 55 60 18 17 150 503
06:30 PM 14 37 1 4 56 10 48 32 26 116 23 19 61 10 113 55 42 20 22 139 424
06:45 PM 17 32 4 6 59 7 54 27 26 114 33 18 38 12 101 38 53 16 21 128 402
Total 76 144 9 28 257 32 229 147 118 526 105 92 220 38 455 209 217 77 80 583 1821
Grand Total 390 635 58 98 1181 63 955 781 369 2168 454 459 896 180 1989 1346 1090 562 368 3366 8704
Apprch %33 53.8 4.9 8.3 2.9 44 36 17 22.8 23.1 45 9 40 32.4 16.7 10.9
Total %4.5 7.3 0.7 1.1 13.6 0.7 11 9 4.2 24.9 5.2 5.3 10.3 2.1 22.9 15.5 12.5 6.5 4.2 38.7
PCs and Peds 386 617 53 97 1153 63 891 757 360 2071 422 448 872 171 1913 1307 1032 558 357 3254 8391
% PCs and Peds 99 97.2 91.4 99 97.6 100 93.3 96.9 97.6 95.5 93 97.6 97.3 95 96.2 97.1 94.7 99.3 97 96.7 96.4
Heavy Vehicles 3 11 5 0 19 0 44 23 0 67 30 10 22 0 62 30 37 3 3 73 221
% Heavy Vehicles 0.8 1.7 8.6 0 1.6 0 4.6 2.9 0 3.1 6.6 2.2 2.5 0 3.1 2.2 3.4 0.5 0.8 2.2 2.5
Bicycles 1 7 0 1 9 0 20 1 9 30 2 1 2 9 14 9 21 1 8 39 92
% Bicycles 0.3 1.1 0 1 0.8 0 2.1 0.1 2.4 1.4 0.4 0.2 0.2 5 0.7 0.7 1.9 0.2 2.2 1.2 1.1
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 28 39 3 11 81 4 69 49 25 147 34 26 60 9 129 102 82 33 23 240 597
04:45 PM 13 42 3 10 68 2 57 46 26 131 24 21 54 22 121 121 83 39 28 271 591
05:00 PM 37 46 3 2 88 4 62 66 27 159 33 33 61 9 136 91 87 51 32 261 644
05:15 PM 38 45 6 0 89 3 62 60 25 150 34 26 64 21 145 78 83 41 27 229 613
Total Volume 116 172 15 23 326 13 250 221 103 587 125 106 239 61 531 392 335 164 110 1001 2445
% App. Total 35.6 52.8 4.6 7.1 2.2 42.6 37.6 17.5 23.5 20 45 11.5 39.2 33.5 16.4 11
PHF .763 .935 .625 .523 .916 .813 .906 .837 .954 .923 .919 .803 .934 .693 .916 .810 .963 .804 .859 .923 .949
PCs and Peds
% PCs and Peds 99.1 97.1 80.0 100 97.2 100 92.4 97.7 95.1 95.1 92.8 99.1 97.9 90.2 96.0 98.0 96.4 100 97.3 97.7 96.6
Heavy Vehicles 0 3 3 0 6 0 19 5 0 24 7 1 5 0 13 4 7 0 0 11 54
% Heavy Vehicles 0 1.7 20.0 0 1.8 0 7.6 2.3 0 4.1 5.6 0.9 2.1 0 2.4 1.0 2.1 0 0 1.1 2.2
Bicycles 1 2 0 0 3 0 0 0 5 5 2 0 0 6 8 4 5 0 3 12 28
% Bicycles 0.9 1.2 0 0 0.9 0 0 0 4.9 0.9 1.6 0 0 9.8 1.5 1.0 1.5 0 2.7 1.2 1.1
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ State & New South
Site Code : 2
Start Date : 5/1/2019
Page No : 1
N / S: State & New South (Route 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 1 0 0 0 1 0 4 2 0 6 1 2 2 0 5 4 3 0 0 7 19
03:15 PM 0 0 0 0 0 0 3 2 0 5 3 0 4 0 7 3 2 0 0 5 17
03:30 PM 0 3 0 0 3 0 3 3 0 6 1 3 1 0 5 6 4 1 0 11 25
03:45 PM 1 3 1 0 5 0 1 2 0 3 4 0 2 0 6 1 3 1 0 5 19
Total 2 6 1 0 9 0 11 9 0 20 9 5 9 0 23 14 12 2 0 28 80
04:00 PM 0 1 0 0 1 0 2 3 0 5 1 1 1 0 3 1 3 1 0 5 14
04:15 PM 0 0 0 0 0 0 2 1 0 3 1 2 0 0 3 2 2 0 0 4 10
04:30 PM 0 3 3 0 6 0 4 1 0 5 2 1 1 0 4 0 2 0 0 2 17
04:45 PM 0 0 0 0 0 0 7 0 0 7 4 0 1 0 5 2 2 0 0 4 16
Total 0 4 3 0 7 0 15 5 0 20 8 4 3 0 15 5 9 1 0 15 57
05:00 PM 0 0 0 0 0 0 4 3 0 7 0 0 1 0 1 1 1 0 0 2 10
05:15 PM 0 0 0 0 0 0 4 1 0 5 1 0 2 0 3 1 2 0 0 3 11
05:30 PM 1 0 0 0 1 0 0 0 0 0 0 0 2 0 2 1 3 0 0 4 7
05:45 PM 0 0 0 0 0 0 3 1 0 4 4 0 1 0 5 2 2 0 0 4 13
Total 1 0 0 0 1 0 11 5 0 16 5 0 6 0 11 5 8 0 0 13 41
06:00 PM 0 0 1 0 1 0 3 0 0 3 1 1 2 0 4 1 2 0 0 3 11
06:15 PM 0 0 0 0 0 0 3 1 0 4 3 0 2 0 5 0 2 0 0 2 11
06:30 PM 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 3 2 0 0 5 7
06:45 PM 0 1 0 0 1 0 1 1 0 2 4 0 0 0 4 2 2 0 3 7 14
Total 0 1 1 0 2 0 7 4 0 11 8 1 4 0 13 6 8 0 3 17 43
Grand Total 3 11 5 0 19 0 44 23 0 67 30 10 22 0 62 30 37 3 3 73 221
Apprch %15.8 57.9 26.3 0 0 65.7 34.3 0 48.4 16.1 35.5 0 41.1 50.7 4.1 4.1
Total %1.4 5 2.3 0 8.6 0 19.9 10.4 0 30.3 13.6 4.5 10 0 28.1 13.6 16.7 1.4 1.4 33
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 03:00 PM
03:00 PM 1 0 0 0 1 0 4 2 0 6 1 2 2 0 5 4 3 0 0 7 19
03:15 PM 0 0 0 0 0 0 3 2 0 5 3 0 4 0 7 3 2 0 0 5 17
03:30 PM 0 3 0 0 3 0 3 3 0 6 1 3 1 0 5 6 4 1 0 11 25
03:45 PM 1 3 1 0 5 0 1 2 0 3 4 0 2 0 6 1 3 1 0 5 19
Total Volume 2 6 1 0 9 0 11 9 0 20 9 5 9 0 23 14 12 2 0 28 80
% App. Total 22.2 66.7 11.1 0 0 55 45 0 39.1 21.7 39.1 0 50 42.9 7.1 0
PHF .500 .500 .250 .000 .450 .000 .688 .750 .000 .833 .563 .417 .563 .000 .821 .583 .750 .500 .000 .636 .800
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ State & New South
Site Code : 2
Start Date : 5/1/2019
Page No : 1
N / S: State & New South (Route 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 1 0 1 2 3
03:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 3
03:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 1 2 0 1 0 2 3 5
03:45 PM 0 0 0 1 1 0 0 0 0 0 0 0 0 1 1 2 1 1 0 4 6
Total 0 0 0 1 1 0 0 0 1 1 0 0 1 2 3 2 6 1 3 12 17
04:00 PM 0 1 0 0 1 0 0 0 1 1 0 0 1 0 1 0 0 0 1 1 4
04:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1
04:30 PM 0 0 0 0 0 0 0 0 1 1 0 0 0 1 1 1 1 0 0 2 4
04:45 PM 0 0 0 0 0 0 0 0 1 1 1 0 0 3 4 0 1 0 2 3 8
Total 0 1 0 0 1 0 0 0 3 3 1 0 1 4 6 2 2 0 3 7 17
05:00 PM 1 1 0 0 2 0 0 0 3 3 0 0 0 1 1 2 0 0 0 2 8
05:15 PM 0 1 0 0 1 0 0 0 0 0 1 0 0 1 2 1 3 0 1 5 8
05:30 PM 0 0 0 0 0 0 15 0 0 15 0 0 0 0 0 0 6 0 0 6 21
05:45 PM 0 0 0 0 0 0 2 1 0 3 0 1 0 1 2 0 0 0 0 0 5
Total 1 2 0 0 3 0 17 1 3 21 1 1 0 3 5 3 9 0 1 13 42
06:00 PM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2 4 0 0 6 8
06:15 PM 0 0 0 0 0 0 3 0 1 4 0 0 0 0 0 0 0 0 0 0 4
06:30 PM 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 1
06:45 PM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 3
Total 0 4 0 0 4 0 3 0 2 5 0 0 0 0 0 2 4 0 1 7 16
Grand Total 1 7 0 1 9 0 20 1 9 30 2 1 2 9 14 9 21 1 8 39 92
Apprch %11.1 77.8 0 11.1 0 66.7 3.3 30 14.3 7.1 14.3 64.3 23.1 53.8 2.6 20.5
Total %1.1 7.6 0 1.1 9.8 0 21.7 1.1 9.8 32.6 2.2 1.1 2.2 9.8 15.2 9.8 22.8 1.1 8.7 42.4
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 0 0 0 0 0 0 0 0 1 1 1 0 0 3 4 0 1 0 2 3 8
05:00 PM 1 1 0 0 2 0 0 0 3 3 0 0 0 1 1 2 0 0 0 2 8
05:15 PM 0 1 0 0 1 0 0 0 0 0 1 0 0 1 2 1 3 0 1 5 8
05:30 PM 0 0 0 0 0 0 15 0 0 15 0 0 0 0 0 0 6 0 0 6 21
Total Volume 1 2 0 0 3 0 15 0 4 19 2 0 0 5 7 3 10 0 3 16 45
% App. Total 33.3 66.7 0 0 0 78.9 0 21.1 28.6 0 0 71.4 18.8 62.5 0 18.8
PHF .250 .500 .000 .000 .375 .000 .250 .000 .333 .317 .500 .000 .000 .417 .438 .375 .417 .000 .375 .667 .536
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ Masonic
Site Code : 3
Start Date : 5/1/2019
Page No : 1
N / S: Masonic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Masonic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 10 0 4 30 44 14 98 0 34 146 0 0 0 0 0 0 105 6 0 111 301
03:15 PM 3 0 5 32 40 8 114 0 22 144 0 0 0 0 0 0 100 6 0 106 290
03:30 PM 5 0 1 34 40 14 110 0 28 152 0 0 0 0 0 0 107 16 0 123 315
03:45 PM 7 0 4 37 48 12 113 0 32 157 0 0 0 0 0 0 119 5 0 124 329
Total 25 0 14 133 172 48 435 0 116 599 0 0 0 0 0 0 431 33 0 464 1235
04:00 PM 7 0 6 37 50 10 99 0 25 134 0 0 0 0 0 0 105 8 0 113 297
04:15 PM 7 0 3 50 60 6 112 0 33 151 0 0 0 0 0 0 113 10 0 123 334
04:30 PM 8 1 3 26 38 11 98 0 28 137 0 0 0 0 0 0 132 4 0 136 311
04:45 PM 8 0 1 46 55 11 117 0 36 164 0 0 0 0 0 0 136 6 0 142 361
Total 30 1 13 159 203 38 426 0 122 586 0 0 0 0 0 0 486 28 0 514 1303
05:00 PM 13 0 2 58 73 15 128 0 30 173 0 0 0 0 0 0 138 8 0 146 392
05:15 PM 4 0 3 45 52 15 120 0 29 164 0 0 0 0 0 0 119 4 0 123 339
05:30 PM 3 0 6 37 46 11 125 0 35 171 0 0 0 0 0 0 112 4 0 116 333
05:45 PM 9 0 0 38 47 20 86 0 46 152 0 0 0 0 0 0 116 11 0 127 326
Total 29 0 11 178 218 61 459 0 140 660 0 0 0 0 0 0 485 27 0 512 1390
06:00 PM 12 0 3 44 59 13 98 0 46 157 0 0 0 0 0 0 99 11 0 110 326
06:15 PM 10 0 5 60 75 15 100 0 47 162 0 0 0 0 0 0 86 7 0 93 330
06:30 PM 16 0 10 49 75 25 90 0 49 164 0 0 0 0 0 0 72 12 0 84 323
06:45 PM 15 0 5 59 79 8 91 0 51 150 0 0 0 0 0 0 95 6 0 101 330
Total 53 0 23 212 288 61 379 0 193 633 0 0 0 0 0 0 352 36 0 388 1309
Grand Total 137 1 61 682 881 208 1699 0 571 2478 0 0 0 0 0 0 1754 124 0 1878 5237
Apprch %15.6 0.1 6.9 77.4 8.4 68.6 0 23 0 0 0 0 0 93.4 6.6 0
Total %2.6 0 1.2 13 16.8 4 32.4 0 10.9 47.3 0 0 0 0 0 0 33.5 2.4 0 35.9
PCs and Peds 136 1 61 672 870 205 1614 0 557 2376 0 0 0 0 0 0 1681 123 0 1804 5050
% PCs and Peds 99.3 100 100 98.5 98.8 98.6 95 0 97.5 95.9 0 0 0 0 0 0 95.8 99.2 0 96.1 96.4
Heavy Vehicles 1 0 0 0 1 0 50 0 0 50 0 0 0 0 0 0 64 1 0 65 116
% Heavy Vehicles 0.7 0 0 0 0.1 0 2.9 0 0 2 0 0 0 0 0 0 3.6 0.8 0 3.5 2.2
Bicycles 0 0 0 10 10 3 35 0 14 52 0 0 0 0 0 0 9 0 0 9 71
% Bicycles 0 0 0 1.5 1.1 1.4 2.1 0 2.5 2.1 0 0 0 0 0 0 0.5 0 0 0.5 1.4
Masonic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 8 0 1 46 55 11 117 0 36 164 0 0 0 0 0 0 136 6 0 142 361
05:00 PM 13 0 2 58 73 15 128 0 30 173 0 0 0 0 0 0 138 8 0 146 392
05:15 PM 4 0 3 45 52 15 120 0 29 164 0 0 0 0 0 0 119 4 0 123 339
05:30 PM 3 0 6 37 46 11 125 0 35 171 0 0 0 0 0 0 112 4 0 116 333
Total Volume 28 0 12 186 226 52 490 0 130 672 0 0 0 0 0 0 505 22 0 527 1425
% App. Total 12.4 0 5.3 82.3 7.7 72.9 0 19.3 0 0 0 0 0 95.8 4.2 0
PHF .538 .000 .500 .802 .774 .867 .957 .000 .903 .971 .000 .000 .000 .000 .000 .000 .915 .688 .000 .902 .909
PCs and Peds
% PCs and Peds 100 0 100 97.3 97.8 100 91.4 0 96.9 93.2 0 0 0 0 0 0 96.2 100 0 96.4 95.1
Heavy Vehicles 0 0 0 0 0 0 15 0 0 15 0 0 0 0 0 0 17 0 0 17 32
% Heavy Vehicles 0 0 0 0 0 0 3.1 0 0 2.2 0 0 0 0 0 0 3.4 0 0 3.2 2.2
Bicycles 0 0 0 5 5 0 27 0 4 31 0 0 0 0 0 0 2 0 0 2 38
% Bicycles 0 0 0 2.7 2.2 0 5.5 0 3.1 4.6 0 0 0 0 0 0 0.4 0 0 0.4 2.7
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ Masonic
Site Code : 3
Start Date : 5/1/2019
Page No : 1
N / S: Masonic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Masonic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 7 0 0 7 13
03:15 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 4 0 0 4 8
03:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 1 0 3 5
03:45 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 4 0 0 4 8
Total 0 0 0 0 0 0 16 0 0 16 0 0 0 0 0 0 17 1 0 18 34
04:00 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 6 0 0 6 8
04:15 PM 1 0 0 0 1 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 6
04:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 3 0 0 3 4
04:45 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 6 0 0 6 10
Total 1 0 0 0 1 0 10 0 0 10 0 0 0 0 0 0 17 0 0 17 28
05:00 PM 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 5 0 0 5 12
05:15 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 4 0 0 4 8
05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
05:45 PM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 3 0 0 3 8
Total 0 0 0 0 0 0 16 0 0 16 0 0 0 0 0 0 14 0 0 14 30
06:00 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 7 0 0 7 9
06:15 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 5
06:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4
06:45 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 4 0 0 4 6
Total 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 0 16 0 0 16 24
Grand Total 1 0 0 0 1 0 50 0 0 50 0 0 0 0 0 0 64 1 0 65 116
Apprch %100 0 0 0 0 100 0 0 0 0 0 0 0 98.5 1.5 0
Total %0.9 0 0 0 0.9 0 43.1 0 0 43.1 0 0 0 0 0 0 55.2 0.9 0 56
Masonic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 03:00 PM
03:00 PM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 7 0 0 7 13
03:15 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 4 0 0 4 8
03:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 1 0 3 5
03:45 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 4 0 0 4 8
Total Volume 0 0 0 0 0 0 16 0 0 16 0 0 0 0 0 0 17 1 0 18 34
% App. Total 0 0 0 0 0 100 0 0 0 0 0 0 0 94.4 5.6 0
PHF .000 .000 .000 .000 .000 .000 .667 .000 .000 .667 .000 .000 .000 .000 .000 .000 .607 .250 .000 .643 .654
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ Masonic
Site Code : 3
Start Date : 5/1/2019
Page No : 1
N / S: Masonic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
Masonic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 1 0 0 1 2
03:15 PM 0 0 0 0 0 2 1 0 0 3 0 0 0 0 0 0 1 0 0 1 4
03:30 PM 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0 0 2 0 0 2 4
03:45 PM 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 1
Total 0 0 0 0 0 2 1 0 4 7 0 0 0 0 0 0 4 0 0 4 11
04:00 PM 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0 0 0 0 0 0 2
04:15 PM 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0 0 0 0 0 0 2
04:30 PM 0 0 0 0 0 0 1 0 1 2 0 0 0 0 0 0 2 0 0 2 4
04:45 PM 0 0 0 1 1 0 1 0 2 3 0 0 0 0 0 0 1 0 0 1 5
Total 0 0 0 1 1 0 2 0 7 9 0 0 0 0 0 0 3 0 0 3 13
05:00 PM 0 0 0 3 3 0 1 0 2 3 0 0 0 0 0 0 0 0 0 0 6
05:15 PM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 0 0 0 0 6
05:30 PM 0 0 0 1 1 0 19 0 0 19 0 0 0 0 0 0 1 0 0 1 21
05:45 PM 0 0 0 2 2 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 3
Total 0 0 0 6 6 0 26 0 3 29 0 0 0 0 0 0 1 0 0 1 36
06:00 PM 0 0 0 1 1 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 2
06:15 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 0 0 0 0 4
06:30 PM 0 0 0 0 0 1 1 0 0 2 0 0 0 0 0 0 1 0 0 1 3
06:45 PM 0 0 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
Total 0 0 0 3 3 1 6 0 0 7 0 0 0 0 0 0 1 0 0 1 11
Grand Total 0 0 0 10 10 3 35 0 14 52 0 0 0 0 0 0 9 0 0 9 71
Apprch %0 0 0 100 5.8 67.3 0 26.9 0 0 0 0 0 100 0 0
Total %0 0 0 14.1 14.1 4.2 49.3 0 19.7 73.2 0 0 0 0 0 0 12.7 0 0 12.7
Masonic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 0 0 0 1 1 0 1 0 2 3 0 0 0 0 0 0 1 0 0 1 5
05:00 PM 0 0 0 3 3 0 1 0 2 3 0 0 0 0 0 0 0 0 0 0 6
05:15 PM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 0 0 0 0 6
05:30 PM 0 0 0 1 1 0 19 0 0 19 0 0 0 0 0 0 1 0 0 1 21
Total Volume 0 0 0 5 5 0 27 0 4 31 0 0 0 0 0 0 2 0 0 2 38
% App. Total 0 0 0 100 0 87.1 0 12.9 0 0 0 0 0 100 0 0
PHF .000 .000 .000 .417 .417 .000 .355 .000 .500 .408 .000 .000 .000 .000 .000 .000 .500 .000 .000 .500 .452
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ Crafts
Site Code : 4
Start Date : 5/1/2019
Page No : 1
N / S: Crafts Avenue
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
From North
Main
From East
Crafts
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 89 31 0 120 0 0 0 21 21 17 88 0 16 121 262
03:15 PM 0 0 0 0 0 0 115 29 0 144 0 0 0 45 45 22 93 0 19 134 323
03:30 PM 0 0 0 0 0 0 124 32 0 156 0 0 0 37 37 12 76 0 32 120 313
03:45 PM 0 0 0 0 0 0 104 25 0 129 0 0 0 43 43 18 99 0 22 139 311
Total 0 0 0 0 0 0 432 117 0 549 0 0 0 146 146 69 356 0 89 514 1209
04:00 PM 0 0 0 0 0 0 114 31 0 145 0 0 0 28 28 21 78 0 22 121 294
04:15 PM 0 0 0 0 0 0 113 23 0 136 0 0 0 43 43 18 104 0 16 138 317
04:30 PM 0 0 0 0 0 0 99 28 0 127 0 0 0 28 28 20 90 0 23 133 288
04:45 PM 0 0 0 0 0 1 59 13 0 73 0 0 0 16 16 11 42 1 10 64 153
Total 0 0 0 0 0 1 385 95 0 481 0 0 0 115 115 70 314 1 71 456 1052
05:00 PM 0 0 0 0 0 0 115 35 0 150 0 0 0 55 55 18 109 0 33 160 365
05:15 PM 0 0 0 0 0 0 131 50 0 181 0 0 0 31 31 23 95 0 23 141 353
05:30 PM 0 0 0 0 0 0 118 38 0 156 0 0 0 42 42 20 103 0 31 154 352
05:45 PM 0 0 0 0 0 0 114 26 0 140 0 0 0 40 40 17 84 0 23 124 304
Total 0 0 0 0 0 0 478 149 0 627 0 0 0 168 168 78 391 0 110 579 1374
06:00 PM 0 0 0 0 0 0 99 30 0 129 0 0 0 15 15 6 81 0 32 119 263
06:15 PM 0 0 0 0 0 0 87 41 0 128 0 0 0 30 30 15 77 0 18 110 268
06:30 PM 0 0 0 0 0 0 93 35 0 128 0 0 0 31 31 11 66 0 24 101 260
06:45 PM 0 0 0 0 0 0 91 25 0 116 0 0 0 35 35 15 72 0 27 114 265
Total 0 0 0 0 0 0 370 131 0 501 0 0 0 111 111 47 296 0 101 444 1056
Grand Total 0 0 0 0 0 1 1665 492 0 2158 0 0 0 540 540 264 1357 1 371 1993 4691
Apprch %0 0 0 0 0 77.2 22.8 0 0 0 0 100 13.2 68.1 0.1 18.6
Total %0 0 0 0 0 0 35.5 10.5 0 46 0 0 0 11.5 11.5 5.6 28.9 0 7.9 42.5
PCs and Peds 0 0 0 0 0 1 1556 483 0 2040 0 0 0 538 538 257 1258 1 371 1887 4465
% PCs and Peds 0 0 0 0 0 100 93.5 98.2 0 94.5 0 0 0 99.6 99.6 97.3 92.7 100 100 94.7 95.2
Heavy Vehicles 0 0 0 0 0 0 73 7 0 80 0 0 0 0 0 7 80 0 0 87 167
% Heavy Vehicles 0 0 0 0 0 0 4.4 1.4 0 3.7 0 0 0 0 0 2.7 5.9 0 0 4.4 3.6
Bicycles 0 0 0 0 0 0 36 2 0 38 0 0 0 2 2 0 19 0 0 19 59
% Bicycles 0 0 0 0 0 0 2.2 0.4 0 1.8 0 0 0 0.4 0.4 0 1.4 0 0 1 1.3
* Count was interupted for approximately 5 minutes during interval 8 to accomodate a parking request
From North
Main
From East
Crafts
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 05:00 PM
05:00 PM 0 0 0 0 0 0 115 35 0 150 0 0 0 55 55 18 109 0 33 160 365
05:15 PM 0 0 0 0 0 0 131 50 0 181 0 0 0 31 31 23 95 0 23 141 353
05:30 PM 0 0 0 0 0 0 118 38 0 156 0 0 0 42 42 20 103 0 31 154 352
05:45 PM 0 0 0 0 0 0 114 26 0 140 0 0 0 40 40 17 84 0 23 124 304
Total Volume 0 0 0 0 0 0 478 149 0 627 0 0 0 168 168 78 391 0 110 579 1374
% App. Total 0 0 0 0 0 76.2 23.8 0 0 0 0 100 13.5 67.5 0 19
PHF .000 .000 .000 .000 .000 .000 .912 .745 .000 .866 .000 .000 .000 .764 .764 .848 .897 .000 .833 .905 .941
PCs and Peds
% PCs and Peds 0 0 0 0 0 0 92.1 98.0 0 93.5 0 0 0 100 100 97.4 94.6 0 100 96.0 95.3
Heavy Vehicles 0 0 0 0 0 0 20 1 0 21 0 0 0 0 0 2 18 0 0 20 41
% Heavy Vehicles 0 0 0 0 0 0 4.2 0.7 0 3.3 0 0 0 0 0 2.6 4.6 0 0 3.5 3.0
Bicycles 0 0 0 0 0 0 18 2 0 20 0 0 0 0 0 0 3 0 0 3 23
% Bicycles 0 0 0 0 0 0 3.8 1.3 0 3.2 0 0 0 0 0 0 0.8 0 0 0.5 1.7
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ Crafts
Site Code : 4
Start Date : 5/1/2019
Page No : 1
N / S: Crafts Avenue
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
From North
Main
From East
Crafts
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 0 8 0 0 8 16
03:15 PM 0 0 0 0 0 0 5 1 0 6 0 0 0 0 0 1 4 0 0 5 11
03:30 PM 0 0 0 0 0 0 10 0 0 10 0 0 0 0 0 1 6 0 0 7 17
03:45 PM 0 0 0 0 0 0 6 1 0 7 0 0 0 0 0 1 7 0 0 8 15
Total 0 0 0 0 0 0 29 2 0 31 0 0 0 0 0 3 25 0 0 28 59
04:00 PM 0 0 0 0 0 0 4 1 0 5 0 0 0 0 0 0 5 0 0 5 10
04:15 PM 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 0 4 0 0 4 6
04:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 4 0 0 4 6
04:45 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 4 0 0 4 7
Total 0 0 0 0 0 0 10 2 0 12 0 0 0 0 0 0 17 0 0 17 29
05:00 PM 0 0 0 0 0 0 9 1 0 10 0 0 0 0 0 0 8 0 0 8 18
05:15 PM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 4 0 0 4 9
05:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 4 0 0 5 6
05:45 PM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 1 2 0 0 3 8
Total 0 0 0 0 0 0 20 1 0 21 0 0 0 0 0 2 18 0 0 20 41
06:00 PM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 7 0 0 7 12
06:15 PM 0 0 0 0 0 0 4 1 0 5 0 0 0 0 0 1 5 0 0 6 11
06:30 PM 0 0 0 0 0 0 2 1 0 3 0 0 0 0 0 0 4 0 0 4 7
06:45 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 1 4 0 0 5 8
Total 0 0 0 0 0 0 14 2 0 16 0 0 0 0 0 2 20 0 0 22 38
Grand Total 0 0 0 0 0 0 73 7 0 80 0 0 0 0 0 7 80 0 0 87 167
Apprch %0 0 0 0 0 91.2 8.8 0 0 0 0 0 8 92 0 0
Total %0 0 0 0 0 0 43.7 4.2 0 47.9 0 0 0 0 0 4.2 47.9 0 0 52.1
* Count was interupted for approximately 5 minutes during interval 8 to accomodate a parking request
From North
Main
From East
Crafts
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 03:00 PM
03:00 PM 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 0 8 0 0 8 16
03:15 PM 0 0 0 0 0 0 5 1 0 6 0 0 0 0 0 1 4 0 0 5 11
03:30 PM 0 0 0 0 0 0 10 0 0 10 0 0 0 0 0 1 6 0 0 7 17
03:45 PM 0 0 0 0 0 0 6 1 0 7 0 0 0 0 0 1 7 0 0 8 15
Total Volume 0 0 0 0 0 0 29 2 0 31 0 0 0 0 0 3 25 0 0 28 59
% App. Total 0 0 0 0 0 93.5 6.5 0 0 0 0 0 10.7 89.3 0 0
PHF .000 .000 .000 .000 .000 .000 .725 .500 .000 .775 .000 .000 .000 .000 .000 .750 .781 .000 .000 .875 .868
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ Crafts
Site Code : 4
Start Date : 5/1/2019
Page No : 1
N / S: Crafts Avenue
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
From North
Main
From East
Crafts
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
03:15 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 1 1 0 2 0 0 2 4
03:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
03:45 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 1 1 0 2 0 0 2 5
Total 0 0 0 0 0 0 4 0 0 4 0 0 0 2 2 0 8 0 0 8 14
04:00 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2
04:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
04:30 PM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 3 0 0 3 9
04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 0 4 0 0 4 12
05:00 PM 0 0 0 0 0 0 6 1 0 7 0 0 0 0 0 0 2 0 0 2 9
05:15 PM 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 0 0 0 0 7
05:30 PM 0 0 0 0 0 0 3 1 0 4 0 0 0 0 0 0 1 0 0 1 5
05:45 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2
Total 0 0 0 0 0 0 18 2 0 20 0 0 0 0 0 0 3 0 0 3 23
06:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
06:15 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 4
06:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
06:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
Total 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 4 0 0 4 10
Grand Total 0 0 0 0 0 0 36 2 0 38 0 0 0 2 2 0 19 0 0 19 59
Apprch %0 0 0 0 0 94.7 5.3 0 0 0 0 100 0 100 0 0
Total %0 0 0 0 0 0 61 3.4 0 64.4 0 0 0 3.4 3.4 0 32.2 0 0 32.2
* Count was interupted for approximately 5 minutes during interval 8 to accomodate a parking request
From North
Main
From East
Crafts
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 3 0 0 3 9
04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
05:00 PM 0 0 0 0 0 0 6 1 0 7 0 0 0 0 0 0 2 0 0 2 9
05:15 PM 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 0 0 0 0 7
Total Volume 0 0 0 0 0 0 19 1 0 20 0 0 0 0 0 0 5 0 0 5 25
% App. Total 0 0 0 0 0 95 5 0 0 0 0 0 0 100 0 0
PHF .000 .000 .000 .000 .000 .000 .679 .250 .000 .714 .000 .000 .000 .000 .000 .000 .417 .000 .000 .417 .694
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ Old South
Site Code : 5
Start Date : 5/1/2019
Page No : 1
N / S: Old South Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
From North
Main
From East
Old South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 137 0 48 185 43 0 19 60 122 0 93 0 0 93 400
03:15 PM 0 0 0 0 0 0 147 0 59 206 44 0 14 75 133 0 92 0 0 92 431
03:30 PM 0 0 0 0 0 0 148 0 45 193 44 0 16 50 110 0 90 0 2 92 395
03:45 PM 0 0 0 2 2 0 138 0 60 198 60 0 28 62 150 0 105 0 0 105 455
Total 0 0 0 2 2 0 570 0 212 782 191 0 77 247 515 0 380 0 2 382 1681
04:00 PM 0 0 0 0 0 0 129 0 57 186 50 0 15 33 98 0 92 0 0 92 376
04:15 PM 0 0 0 0 0 0 135 1 58 194 38 0 21 39 98 0 99 0 2 101 393
04:30 PM 0 0 0 3 3 0 128 0 45 173 51 0 21 39 111 0 103 0 0 103 390
04:45 PM 0 0 0 1 1 0 143 0 50 193 59 0 24 44 127 0 95 0 0 95 416
Total 0 0 0 4 4 0 535 1 210 746 198 0 81 155 434 0 389 0 2 391 1575
05:00 PM 0 0 0 2 2 0 147 0 48 195 65 0 18 48 131 0 135 0 1 136 464
05:15 PM 0 0 0 5 5 0 173 0 44 217 54 0 20 53 127 0 112 0 0 112 461
05:30 PM 0 0 0 1 1 0 132 0 51 183 56 0 24 36 116 0 98 0 0 98 398
05:45 PM 0 0 0 1 1 0 146 0 44 190 52 0 19 37 108 0 99 0 0 99 398
Total 0 0 0 9 9 0 598 0 187 785 227 0 81 174 482 0 444 0 1 445 1721
06:00 PM 0 0 0 1 1 0 164 0 55 219 47 0 16 36 99 0 106 0 1 107 426
06:15 PM 0 0 0 0 0 0 133 0 40 173 43 0 19 39 101 0 90 0 1 91 365
06:30 PM 0 0 0 0 0 0 133 0 38 171 44 0 21 41 106 0 72 0 2 74 351
06:45 PM 0 0 0 0 0 1 101 0 60 162 53 0 18 49 120 0 80 0 0 80 362
Total 0 0 0 1 1 1 531 0 193 725 187 0 74 165 426 0 348 0 4 352 1504
Grand Total 0 0 0 16 16 1 2234 1 802 3038 803 0 313 741 1857 0 1561 0 9 1570 6481
Apprch %0 0 0 100 0 73.5 0 26.4 43.2 0 16.9 39.9 0 99.4 0 0.6
Total %0 0 0 0.2 0.2 0 34.5 0 12.4 46.9 12.4 0 4.8 11.4 28.7 0 24.1 0 0.1 24.2
PCs and Peds 0 0 0 0 0 1 2184 1 792 2978 800 0 305 718 1823 0 1504 0 9 1513 6314
% PCs and Peds 0 0 0 0 0 100 97.8 100 98.8 98 99.6 0 97.4 96.9 98.2 0 96.3 0 100 96.4 97.4
Heavy Vehicles 0 0 0 0 0 0 50 0 0 50 3 0 8 0 11 0 57 0 0 57 118
% Heavy Vehicles 0 0 0 0 0 0 2.2 0 0 1.6 0.4 0 2.6 0 0.6 0 3.7 0 0 3.6 1.8
Bicycles 0 0 0 16 16 0 0 0 10 10 0 0 0 23 23 0 0 0 0 0 49
% Bicycles 0 0 0 100 100 0 0 0 1.2 0.3 0 0 0 3.1 1.2 0 0 0 0 0 0.8
From North
Main
From East
Old South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 0 0 0 1 1 0 143 0 50 193 59 0 24 44 127 0 95 0 0 95 416
05:00 PM 0 0 0 2 2 0 147 0 48 195 65 0 18 48 131 0 135 0 1 136 464
05:15 PM 0 0 0 5 5 0 173 0 44 217 54 0 20 53 127 0 112 0 0 112 461
05:30 PM 0 0 0 1 1 0 132 0 51 183 56 0 24 36 116 0 98 0 0 98 398
Total Volume 0 0 0 9 9 0 595 0 193 788 234 0 86 181 501 0 440 0 1 441 1739
% App. Total 0 0 0 100 0 75.5 0 24.5 46.7 0 17.2 36.1 0 99.8 0 0.2
PHF .000 .000 .000 .450 .450 .000 .860 .000 .946 .908 .900 .000 .896 .854 .956 .000 .815 .000 .250 .811 .937
PCs and Peds
% PCs and Peds 0 0 0 0 0 0 97.8 0 99.0 98.1 99.1 0 96.5 96.7 97.8 0 97.3 0 100 97.3 97.3
Heavy Vehicles 0 0 0 0 0 0 13 0 0 13 2 0 3 0 5 0 12 0 0 12 30
% Heavy Vehicles 0 0 0 0 0 0 2.2 0 0 1.6 0.9 0 3.5 0 1.0 0 2.7 0 0 2.7 1.7
Bicycles 0 0 0 9 9 0 0 0 2 2 0 0 0 6 6 0 0 0 0 0 17
% Bicycles 0 0 0 100 100 0 0 0 1.0 0.3 0 0 0 3.3 1.2 0 0 0 0 0 1.0
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ Old South
Site Code : 5
Start Date : 5/1/2019
Page No : 1
N / S: Old South Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
From North
Main
From East
Old South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 0 7 0 0 7 15
03:15 PM 0 0 0 0 0 0 4 0 0 4 0 0 1 0 1 0 4 0 0 4 9
03:30 PM 0 0 0 0 0 0 3 0 0 3 1 0 0 0 1 0 3 0 0 3 7
03:45 PM 0 0 0 0 0 0 4 0 0 4 0 0 1 0 1 0 4 0 0 4 9
Total 0 0 0 0 0 0 19 0 0 19 1 0 2 0 3 0 18 0 0 18 40
04:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 6 0 0 6 7
04:15 PM 0 0 0 0 0 0 2 0 0 2 0 0 1 0 1 0 2 0 0 2 5
04:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 3 0 0 3 4
04:45 PM 0 0 0 0 0 0 5 0 0 5 1 0 0 0 1 0 4 0 0 4 10
Total 0 0 0 0 0 0 9 0 0 9 1 0 1 0 2 0 15 0 0 15 26
05:00 PM 0 0 0 0 0 0 6 0 0 6 0 0 1 0 1 0 4 0 0 4 11
05:15 PM 0 0 0 0 0 0 2 0 0 2 0 0 2 0 2 0 3 0 0 3 7
05:30 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 1 0 0 1 2
05:45 PM 0 0 0 0 0 0 4 0 0 4 0 0 1 0 1 0 2 0 0 2 7
Total 0 0 0 0 0 0 12 0 0 12 1 0 4 0 5 0 10 0 0 10 27
06:00 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 7 0 0 7 9
06:15 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 3 0 0 3 7
06:30 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 5
06:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 0 2 0 0 2 4
Total 0 0 0 0 0 0 10 0 0 10 0 0 1 0 1 0 14 0 0 14 25
Grand Total 0 0 0 0 0 0 50 0 0 50 3 0 8 0 11 0 57 0 0 57 118
Apprch %0 0 0 0 0 100 0 0 27.3 0 72.7 0 0 100 0 0
Total %0 0 0 0 0 0 42.4 0 0 42.4 2.5 0 6.8 0 9.3 0 48.3 0 0 48.3
From North
Main
From East
Old South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 03:00 PM
03:00 PM 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 0 7 0 0 7 15
03:15 PM 0 0 0 0 0 0 4 0 0 4 0 0 1 0 1 0 4 0 0 4 9
03:30 PM 0 0 0 0 0 0 3 0 0 3 1 0 0 0 1 0 3 0 0 3 7
03:45 PM 0 0 0 0 0 0 4 0 0 4 0 0 1 0 1 0 4 0 0 4 9
Total Volume 0 0 0 0 0 0 19 0 0 19 1 0 2 0 3 0 18 0 0 18 40
% App. Total 0 0 0 0 0 100 0 0 33.3 0 66.7 0 0 100 0 0
PHF .000 .000 .000 .000 .000 .000 .594 .000 .000 .594 .250 .000 .500 .000 .750 .000 .643 .000 .000 .643 .667
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ Old South
Site Code : 5
Start Date : 5/1/2019
Page No : 1
N / S: Old South Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
From North
Main
From East
Old South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:15 PM 0 0 0 0 0 0 0 0 3 3 0 0 0 1 1 0 0 0 0 0 4
03:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0 2
03:45 PM 0 0 0 2 2 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0 4
Total 0 0 0 2 2 0 0 0 3 3 0 0 0 5 5 0 0 0 0 0 10
04:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:15 PM 0 0 0 0 0 0 0 0 1 1 0 0 0 3 3 0 0 0 0 0 4
04:30 PM 0 0 0 3 3 0 0 0 1 1 0 0 0 2 2 0 0 0 0 0 6
04:45 PM 0 0 0 1 1 0 0 0 0 0 0 0 0 3 3 0 0 0 0 0 4
Total 0 0 0 4 4 0 0 0 2 2 0 0 0 8 8 0 0 0 0 0 14
05:00 PM 0 0 0 2 2 0 0 0 2 2 0 0 0 2 2 0 0 0 0 0 6
05:15 PM 0 0 0 5 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5
05:30 PM 0 0 0 1 1 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 2
05:45 PM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
Total 0 0 0 9 9 0 0 0 2 2 0 0 0 3 3 0 0 0 0 0 14
06:00 PM 0 0 0 1 1 0 0 0 2 2 0 0 0 1 1 0 0 0 0 0 4
06:15 PM 0 0 0 0 0 0 0 0 1 1 0 0 0 1 1 0 0 0 0 0 2
06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4 0 0 0 0 0 4
06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 1
Total 0 0 0 1 1 0 0 0 3 3 0 0 0 7 7 0 0 0 0 0 11
Grand Total 0 0 0 16 16 0 0 0 10 10 0 0 0 23 23 0 0 0 0 0 49
Apprch %0 0 0 100 0 0 0 100 0 0 0 100 0 0 0 0
Total %0 0 0 32.7 32.7 0 0 0 20.4 20.4 0 0 0 46.9 46.9 0 0 0 0 0
From North
Main
From East
Old South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 0 0 0 3 3 0 0 0 1 1 0 0 0 2 2 0 0 0 0 0 6
04:45 PM 0 0 0 1 1 0 0 0 0 0 0 0 0 3 3 0 0 0 0 0 4
05:00 PM 0 0 0 2 2 0 0 0 2 2 0 0 0 2 2 0 0 0 0 0 6
05:15 PM 0 0 0 5 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5
Total Volume 0 0 0 11 11 0 0 0 3 3 0 0 0 7 7 0 0 0 0 0 21
% App. Total 0 0 0 100 0 0 0 100 0 0 0 100 0 0 0 0
PHF .000 .000 .000 .550 .550 .000 .000 .000 .375 .375 .000 .000 .000 .583 .583 .000 .000 .000 .000 .000 .875
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ Center
Site Code : 6
Start Date : 5/1/2019
Page No : 1
N / S: Center Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Center
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 15 0 15 49 79 14 0 0 0 14 0 0 0 0 0 0 0 10 33 43 136
03:15 PM 13 0 7 43 63 13 0 0 0 13 0 0 0 0 0 0 0 9 29 38 114
03:30 PM 8 0 7 39 54 19 0 0 0 19 0 0 0 0 0 0 0 12 29 41 114
03:45 PM 13 0 6 45 64 27 0 0 0 27 0 0 0 0 0 0 0 13 38 51 142
Total 49 0 35 176 260 73 0 0 0 73 0 0 0 0 0 0 0 44 129 173 506
04:00 PM 10 0 14 39 63 21 0 0 0 21 0 0 0 0 0 0 0 8 44 52 136
04:15 PM 13 0 13 53 79 20 0 0 0 20 0 0 0 0 0 0 0 7 25 32 131
04:30 PM 10 0 6 47 63 16 0 0 0 16 0 0 0 0 0 0 0 14 35 49 128
04:45 PM 7 0 11 37 55 15 0 0 0 15 0 0 0 0 0 0 0 24 48 72 142
Total 40 0 44 176 260 72 0 0 0 72 0 0 0 0 0 0 0 53 152 205 537
05:00 PM 10 0 23 41 74 22 0 0 0 22 0 0 0 0 0 0 0 29 35 64 160
05:15 PM 12 0 16 53 81 17 0 0 0 17 0 0 0 0 0 0 0 14 40 54 152
05:30 PM 13 0 7 30 50 21 0 0 0 21 0 0 0 0 0 0 0 15 37 52 123
05:45 PM 18 0 6 48 72 20 0 0 0 20 0 0 0 0 0 0 0 14 39 53 145
Total 53 0 52 172 277 80 0 0 0 80 0 0 0 0 0 0 0 72 151 223 580
06:00 PM 13 0 17 39 69 23 0 0 0 23 0 0 0 0 0 0 0 10 30 40 132
06:15 PM 11 0 10 53 74 6 0 0 0 6 0 0 0 0 0 0 0 11 20 31 111
06:30 PM 24 0 5 45 74 14 0 0 0 14 0 0 0 0 0 0 0 12 24 36 124
06:45 PM 11 0 10 42 63 14 0 0 0 14 0 0 0 0 0 0 0 11 29 40 117
Total 59 0 42 179 280 57 0 0 0 57 0 0 0 0 0 0 0 44 103 147 484
Grand Total 201 0 173 703 1077 282 0 0 0 282 0 0 0 0 0 0 0 213 535 748 2107
Apprch %18.7 0 16.1 65.3 100 0 0 0 0 0 0 0 0 0 28.5 71.5
Total %9.5 0 8.2 33.4 51.1 13.4 0 0 0 13.4 0 0 0 0 0 0 0 10.1 25.4 35.5
PCs and Peds 199 0 173 676 1048 276 0 0 0 276 0 0 0 0 0 0 0 211 523 734 2058
% PCs and Peds 99 0 100 96.2 97.3 97.9 0 0 0 97.9 0 0 0 0 0 0 0 99.1 97.8 98.1 97.7
Heavy Vehicles 1 0 0 0 1 4 0 0 0 4 0 0 0 0 0 0 0 2 0 2 7
% Heavy Vehicles 0.5 0 0 0 0.1 1.4 0 0 0 1.4 0 0 0 0 0 0 0 0.9 0 0.3 0.3
Bicycles 1 0 0 27 28 2 0 0 0 2 0 0 0 0 0 0 0 0 12 12 42
% Bicycles 0.5 0 0 3.8 2.6 0.7 0 0 0 0.7 0 0 0 0 0 0 0 0 2.2 1.6 2
Center
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 10 0 6 47 63 16 0 0 0 16 0 0 0 0 0 0 0 14 35 49 128
04:45 PM 7 0 11 37 55 15 0 0 0 15 0 0 0 0 0 0 0 24 48 72 142
05:00 PM 10 0 23 41 74 22 0 0 0 22 0 0 0 0 0 0 0 29 35 64 160
05:15 PM 12 0 16 53 81 17 0 0 0 17 0 0 0 0 0 0 0 14 40 54 152
Total Volume 39 0 56 178 273 70 0 0 0 70 0 0 0 0 0 0 0 81 158 239 582
% App. Total 14.3 0 20.5 65.2 100 0 0 0 0 0 0 0 0 0 33.9 66.1
PHF .813 .000 .609 .840 .843 .795 .000 .000 .000 .795 .000 .000 .000 .000 .000 .000 .000 .698 .823 .830 .909
PCs and Peds
% PCs and Peds 100 0 100 92.1 94.9 98.6 0 0 0 98.6 0 0 0 0 0 0 0 100 96.2 97.5 96.4
Heavy Vehicles 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
% Heavy Vehicles 0 0 0 0 0 1.4 0 0 0 1.4 0 0 0 0 0 0 0 0 0 0 0.2
Bicycles 0 0 0 14 14 0 0 0 0 0 0 0 0 0 0 0 0 0 6 6 20
% Bicycles 0 0 0 7.9 5.1 0 0 0 0 0 0 0 0 0 0 0 0 0 3.8 2.5 3.4
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ Center
Site Code : 6
Start Date : 5/1/2019
Page No : 1
N / S: Center Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Center
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1
03:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:45 PM 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
Total 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 2
04:00 PM 0 0 0 0 0 2 0 0 0 2 0 0 0 0 0 0 0 0 0 0 2
04:15 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
04:30 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 4 0 0 0 4 0 0 0 0 0 0 0 0 0 0 4
05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
06:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1
06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1
Grand Total 1 0 0 0 1 4 0 0 0 4 0 0 0 0 0 0 0 2 0 2 7
Apprch %100 0 0 0 100 0 0 0 0 0 0 0 0 0 100 0
Total %14.3 0 0 0 14.3 57.1 0 0 0 57.1 0 0 0 0 0 0 0 28.6 0 28.6
Center
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 03:45 PM
03:45 PM 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
04:00 PM 0 0 0 0 0 2 0 0 0 2 0 0 0 0 0 0 0 0 0 0 2
04:15 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
04:30 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
Total Volume 1 0 0 0 1 4 0 0 0 4 0 0 0 0 0 0 0 0 0 0 5
% App. Total 100 0 0 0 100 0 0 0 0 0 0 0 0 0 0 0
PHF .250 .000 .000 .000 .250 .500 .000 .000 .000 .500 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .625
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ Center
Site Code : 6
Start Date : 5/1/2019
Page No : 1
N / S: Center Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
Center
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:15 PM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
03:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:45 PM 1 0 0 1 2 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 3
Total 1 0 0 2 3 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 4
04:00 PM 0 0 0 3 3 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 4
04:15 PM 0 0 0 2 2 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 3
04:30 PM 0 0 0 3 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3
04:45 PM 0 0 0 4 4 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 6
Total 0 0 0 12 12 1 0 0 0 1 0 0 0 0 0 0 0 0 3 3 16
05:00 PM 0 0 0 3 3 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4 7
05:15 PM 0 0 0 4 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4
05:30 PM 0 0 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 3
05:45 PM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
Total 0 0 0 10 10 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5 15
06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
06:15 PM 0 0 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 3 3 5
06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
06:45 PM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 2
Total 0 0 0 3 3 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4 7
Grand Total 1 0 0 27 28 2 0 0 0 2 0 0 0 0 0 0 0 0 12 12 42
Apprch %3.6 0 0 96.4 100 0 0 0 0 0 0 0 0 0 0 100
Total %2.4 0 0 64.3 66.7 4.8 0 0 0 4.8 0 0 0 0 0 0 0 0 28.6 28.6
Center
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 0 0 0 3 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3
04:45 PM 0 0 0 4 4 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 6
05:00 PM 0 0 0 3 3 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4 7
05:15 PM 0 0 0 4 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4
Total Volume 0 0 0 14 14 0 0 0 0 0 0 0 0 0 0 0 0 0 6 6 20
% App. Total 0 0 0 100 0 0 0 0 0 0 0 0 0 0 0 100
PHF .000 .000 .000 .875 .875 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .375 .375 .714
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ Gothic
Site Code : 7
Start Date : 5/1/2019
Page No : 1
N / S: Gothic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Gothic
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 4 0 2 42 48 3 0 0 0 3 0 0 0 0 0 0 0 3 0 3 54
03:15 PM 8 0 1 26 35 4 0 0 0 4 0 0 0 0 0 0 0 3 0 3 42
03:30 PM 11 0 10 43 64 4 0 0 0 4 0 0 0 0 0 0 0 6 0 6 74
03:45 PM 14 0 0 21 35 3 0 0 1 4 0 0 0 0 0 0 0 9 0 9 48
Total 37 0 13 132 182 14 0 0 1 15 0 0 0 0 0 0 0 21 0 21 218
04:00 PM 7 0 2 38 47 6 0 0 1 7 0 0 0 0 0 0 0 3 0 3 57
04:15 PM 10 0 2 42 54 5 3 0 0 8 0 0 0 0 0 0 0 3 0 3 65
04:30 PM 19 0 3 42 64 10 0 0 1 11 0 0 0 0 0 0 1 2 0 3 78
04:45 PM 11 0 0 34 45 7 0 0 0 7 0 0 0 0 0 0 0 1 0 1 53
Total 47 0 7 156 210 28 3 0 2 33 0 0 0 0 0 0 1 9 0 10 253
05:00 PM 19 0 3 38 60 4 0 0 0 4 0 0 0 0 0 0 0 4 0 4 68
05:15 PM 20 0 1 36 57 4 6 0 0 10 0 0 0 0 0 0 1 4 5 10 77
05:30 PM 7 0 6 18 31 3 1 0 0 4 0 0 0 0 0 0 0 5 1 6 41
05:45 PM 5 0 2 37 44 2 1 0 0 3 0 0 0 0 0 0 0 5 0 5 52
Total 51 0 12 129 192 13 8 0 0 21 0 0 0 0 0 0 1 18 6 25 238
06:00 PM 5 0 0 43 48 1 1 0 1 3 0 0 0 0 0 0 1 9 0 10 61
06:15 PM 12 0 0 40 52 1 1 0 1 3 0 0 0 0 0 0 0 3 1 4 59
06:30 PM 6 0 2 46 54 4 0 0 0 4 0 0 0 0 0 0 1 3 0 4 62
06:45 PM 4 0 0 36 40 1 0 0 0 1 0 0 0 0 0 0 0 2 1 3 44
Total 27 0 2 165 194 7 2 0 2 11 0 0 0 0 0 0 2 17 2 21 226
Grand Total 162 0 34 582 778 62 13 0 5 80 0 0 0 0 0 0 4 65 8 77 935
Apprch %20.8 0 4.4 74.8 77.5 16.2 0 6.2 0 0 0 0 0 5.2 84.4 10.4
Total %17.3 0 3.6 62.2 83.2 6.6 1.4 0 0.5 8.6 0 0 0 0 0 0 0.4 7 0.9 8.2
PCs and Peds 158 0 32 577 767 60 0 0 5 65 0 0 0 0 0 0 0 65 8 73 905
% PCs and Peds 97.5 0 94.1 99.1 98.6 96.8 0 0 100 81.2 0 0 0 0 0 0 0 100 100 94.8 96.8
Heavy Vehicles 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
% Heavy Vehicles 0 0 2.9 0 0.1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.1
Bicycles 4 0 1 5 10 2 13 0 0 15 0 0 0 0 0 0 4 0 0 4 29
% Bicycles 2.5 0 2.9 0.9 1.3 3.2 100 0 0 18.8 0 0 0 0 0 0 100 0 0 5.2 3.1
Gothic
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 19 0 3 42 64 10 0 0 1 11 0 0 0 0 0 0 1 2 0 3 78
04:45 PM 11 0 0 34 45 7 0 0 0 7 0 0 0 0 0 0 0 1 0 1 53
05:00 PM 19 0 3 38 60 4 0 0 0 4 0 0 0 0 0 0 0 4 0 4 68
05:15 PM 20 0 1 36 57 4 6 0 0 10 0 0 0 0 0 0 1 4 5 10 77
Total Volume 69 0 7 150 226 25 6 0 1 32 0 0 0 0 0 0 2 11 5 18 276
% App. Total 30.5 0 3.1 66.4 78.1 18.8 0 3.1 0 0 0 0 0 11.1 61.1 27.8
PHF .863 .000 .583 .893 .883 .625 .250 .000 .250 .727 .000 .000 .000 .000 .000 .000 .500 .688 .250 .450 .885
PCs and Peds
% PCs and Peds 94.2 0 85.7 96.7 95.6 92.0 0 0 100 75.0 0 0 0 0 0 0 0 100 100 88.9 92.8
Heavy Vehicles 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
% Heavy Vehicles 0 0 14.3 0 0.4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.4
Bicycles 4 0 0 5 9 2 6 0 0 8 0 0 0 0 0 0 2 0 0 2 19
% Bicycles 5.8 0 0 3.3 4.0 8.0 100 0 0 25.0 0 0 0 0 0 0 100 0 0 11.1 6.9
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ Gothic
Site Code : 7
Start Date : 5/1/2019
Page No : 1
N / S: Gothic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Gothic
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:30 PM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
06:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Grand Total 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
Apprch %0 0 100 0 0 0 0 0 0 0 0 0 0 0 0 0
Total %0 0 100 0 100 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Gothic
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 03:45 PM
03:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:30 PM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
Total Volume 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
% App. Total 0 0 100 0 0 0 0 0 0 0 0 0 0 0 0 0
PHF .000 .000 .250 .000 .250 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .250
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ Gothic
Site Code : 7
Start Date : 5/1/2019
Page No : 1
N / S: Gothic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
Gothic
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:15 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 3
04:30 PM 1 0 0 2 3 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 4
04:45 PM 1 0 0 3 4 2 0 0 0 2 0 0 0 0 0 0 0 0 0 0 6
Total 2 0 0 5 7 2 3 0 0 5 0 0 0 0 0 0 1 0 0 1 13
05:00 PM 2 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
05:15 PM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 1 0 0 1 7
05:30 PM 0 0 1 0 1 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 2
05:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
Total 2 0 1 0 3 0 8 0 0 8 0 0 0 0 0 0 1 0 0 1 12
06:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
06:15 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4
Grand Total 4 0 1 5 10 2 13 0 0 15 0 0 0 0 0 0 4 0 0 4 29
Apprch %40 0 10 50 13.3 86.7 0 0 0 0 0 0 0 100 0 0
Total %13.8 0 3.4 17.2 34.5 6.9 44.8 0 0 51.7 0 0 0 0 0 0 13.8 0 0 13.8
Gothic
From North
Main
From East
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 1 0 0 2 3 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 4
04:45 PM 1 0 0 3 4 2 0 0 0 2 0 0 0 0 0 0 0 0 0 0 6
05:00 PM 2 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
05:15 PM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 1 0 0 1 7
Total Volume 4 0 0 5 9 2 6 0 0 8 0 0 0 0 0 0 2 0 0 2 19
% App. Total 44.4 0 0 55.6 25 75 0 0 0 0 0 0 0 100 0 0
PHF .500 .000 .000 .417 .563 .250 .250 .000 .000 .333 .000 .000 .000 .000 .000 .000 .500 .000 .000 .500 .679
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ King & Pleasant
Site Code : 8
Start Date : 5/1/2019
Page No : 1
N / S: King & Pleasant (Route 5 & 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 31 71 18 25 0 145 20 66 28 8 122 13 76 26 37 8 160 30 61 30 6 127 554
03:15 PM 34 72 13 22 0 141 9 93 15 4 121 8 62 26 40 17 153 21 69 43 13 146 561
03:30 PM 37 70 10 18 8 143 12 86 36 8 142 9 54 27 33 5 128 30 59 39 9 137 550
03:45 PM 28 69 11 12 4 124 10 93 27 7 137 15 47 16 32 12 122 26 67 58 8 159 542
Total 130 282 52 77 12 553 51 338 106 27 522 45 239 95 142 42 563 107 256 170 36 569 2207
04:00 PM 32 72 17 19 4 144 18 69 23 4 114 7 73 32 43 8 163 20 67 52 11 150 571
04:15 PM 31 70 32 12 2 147 11 80 18 3 112 9 53 22 27 9 120 27 86 43 16 172 551
04:30 PM 40 93 26 33 0 192 10 76 35 5 126 9 71 18 22 0 120 29 69 39 18 155 593
04:45 PM 38 57 17 21 0 133 12 89 26 9 136 4 73 23 35 11 146 25 72 49 3 149 564
Total 141 292 92 85 6 616 51 314 102 21 488 29 270 95 127 28 549 101 294 183 48 626 2279
05:00 PM 31 72 15 21 3 142 21 73 21 5 120 8 61 26 36 6 137 20 86 56 7 169 568
05:15 PM 37 76 20 21 0 154 16 100 29 5 150 13 53 27 30 7 130 27 91 42 4 164 598
05:30 PM 26 72 18 24 6 146 14 96 19 6 135 7 70 20 26 13 136 31 69 40 8 148 565
05:45 PM 34 52 10 24 2 122 11 81 22 9 123 17 53 27 28 17 142 27 50 35 10 122 509
Total 128 272 63 90 11 564 62 350 91 25 528 45 237 100 120 43 545 105 296 173 29 603 2240
06:00 PM 33 61 14 23 10 141 14 100 23 14 151 15 52 32 29 13 141 22 81 39 4 146 579
06:15 PM 19 46 16 38 1 120 12 71 23 2 108 13 35 11 30 3 92 24 65 40 10 139 459
06:30 PM 26 46 10 23 1 106 18 78 17 1 114 13 29 22 35 0 99 23 57 29 4 113 432
06:45 PM 16 43 21 17 0 97 13 61 14 13 101 8 41 16 31 6 102 21 63 28 10 122 422
Total 94 196 61 101 12 464 57 310 77 30 474 49 157 81 125 22 434 90 266 136 28 520 1892
Grand Total 493 1042 268 353 41 2197 221 1312 376 103 2012 168 903 371 514 135 2091 403 1112 662 141 2318 8618
Apprch %22.4 47.4 12.2 16.1 1.9 11 65.2 18.7 5.1 8 43.2 17.7 24.6 6.5 17.4 48 28.6 6.1
Total %5.7 12.1 3.1 4.1 0.5 25.5 2.6 15.2 4.4 1.2 23.3 1.9 10.5 4.3 6 1.6 24.3 4.7 12.9 7.7 1.6 26.9
PCs and Peds 482 1035 268 337 41 2163 220 1277 372 100 1969 167 900 365 513 132 2077 381 1084 645 141 2251 8460
% PCs and Peds 97.8 99.3 100 95.5 100 98.5 99.5 97.3 98.9 97.1 97.9 99.4 99.7 98.4 99.8 97.8 99.3 94.5 97.5 97.4 100 97.1 98.2
Heavy Vehicles 10 5 0 1 0 16 1 30 3 0 34 1 2 5 0 0 8 19 22 17 0 58 116
% Heavy Vehicles 2 0.5 0 0.3 0 0.7 0.5 2.3 0.8 0 1.7 0.6 0.2 1.3 0 0 0.4 4.7 2 2.6 0 2.5 1.3
Bicycles 1 2 0 15 0 18 0 5 1 3 9 0 1 1 1 3 6 3 6 0 0 9 42
% Bicycles 0.2 0.2 0 4.2 0 0.8 0 0.4 0.3 2.9 0.4 0 0.1 0.3 0.2 2.2 0.3 0.7 0.5 0 0 0.4 0.5
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 04:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:00 PM
04:00 PM 32 72 17 19 4 144 18 69 23 4 114 7 73 32 43 8 163 20 67 52 11 150 571
04:15 PM 31 70 32 12 2 147 11 80 18 3 112 9 53 22 27 9 120 27 86 43 16 172 551
04:30 PM 40 93 26 33 0 192 10 76 35 5 126 9 71 18 22 0 120 29 69 39 18 155 593
04:45 PM 38 57 17 21 0 133 12 89 26 9 136 4 73 23 35 11 146 25 72 49 3 149 564
Total Volume 141 292 92 85 6 616 51 314 102 21 488 29 270 95 127 28 549 101 294 183 48 626 2279
% App. Total 22.9 47.4 14.9 13.8 1 10.5 64.3 20.9 4.3 5.3 49.2 17.3 23.1 5.1 16.1 47 29.2 7.7
PHF .881 .785 .719 .644 .375 .802 .708 .882 .729 .583 .897 .806 .925 .742 .738 .636 .842 .871 .855 .880 .667 .910 .961
PCs and Peds 139 290 92 75 6 602 50 306 100 20 476 29 269 93 126 27 544 98 285 177 48 608 2230
% PCs and Peds 98.6 99.3 100 88.2 100 97.7 98.0 97.5 98.0 95.2 97.5 100 99.6 97.9 99.2 96.4 99.1 97.0 96.9 96.7 100 97.1 97.8
Heavy Vehicles 2 1 0 1 0 4 1 8 2 0 11 0 0 2 0 0 2 3 7 6 0 16 33
% Heavy Vehicles 1.4 0.3 0 1.2 0 0.6 2.0 2.5 2.0 0 2.3 0 0 2.1 0 0 0.4 3.0 2.4 3.3 0 2.6 1.4
Bicycles 0 1 0 9 0 10 0 0 0 1 1 0 1 0 1 1 3 0 2 0 0 2 16
% Bicycles 0 0.3 0 10.6 0 1.6 0 0 0 4.8 0.2 0 0.4 0 0.8 3.6 0.5 0 0.7 0 0 0.3 0.7
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ King & Pleasant
Site Code : 8
Start Date : 5/1/2019
Page No : 1
N / S: King & Pleasant (Route 5 & 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 2 0 0 0 0 2 0 2 1 0 3 0 0 0 0 0 0 5 1 1 0 7 12
03:15 PM 3 4 0 0 0 7 0 3 0 0 3 0 0 0 0 0 0 0 2 2 0 4 14
03:30 PM 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 1 0 3 4
03:45 PM 0 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 0 2 1 0 3 6
Total 5 4 0 0 0 9 0 9 1 0 10 0 0 0 0 0 0 7 5 5 0 17 36
04:00 PM 0 0 0 0 0 0 0 2 1 0 3 0 0 1 0 0 1 2 1 1 0 4 8
04:15 PM 1 0 0 1 0 2 1 1 0 0 2 0 0 0 0 0 0 0 2 1 0 3 7
04:30 PM 0 1 0 0 0 1 0 1 0 0 1 0 0 1 0 0 1 1 1 2 0 4 7
04:45 PM 1 0 0 0 0 1 0 4 1 0 5 0 0 0 0 0 0 0 3 2 0 5 11
Total 2 1 0 1 0 4 1 8 2 0 11 0 0 2 0 0 2 3 7 6 0 16 33
05:00 PM 1 0 0 0 0 1 0 2 0 0 2 0 0 2 0 0 2 2 2 0 0 4 9
05:15 PM 0 0 0 0 0 0 0 1 0 0 1 0 1 0 0 0 1 2 1 2 0 5 7
05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
05:45 PM 0 0 0 0 0 0 0 3 0 0 3 0 0 1 0 0 1 2 0 0 0 2 6
Total 1 0 0 0 0 1 0 6 0 0 6 0 1 3 0 0 4 6 5 2 0 13 24
06:00 PM 1 0 0 0 0 1 0 2 0 0 2 1 0 0 0 0 1 2 2 1 0 5 9
06:15 PM 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 1 1 0 3 5
06:30 PM 1 0 0 0 0 1 0 2 0 0 2 0 1 0 0 0 1 0 1 1 0 2 6
06:45 PM 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 1 1 0 2 3
Total 2 0 0 0 0 2 0 7 0 0 7 1 1 0 0 0 2 3 5 4 0 12 23
Grand Total 10 5 0 1 0 16 1 30 3 0 34 1 2 5 0 0 8 19 22 17 0 58 116
Apprch %62.5 31.2 0 6.2 0 2.9 88.2 8.8 0 12.5 25 62.5 0 0 32.8 37.9 29.3 0
Total %8.6 4.3 0 0.9 0 13.8 0.9 25.9 2.6 0 29.3 0.9 1.7 4.3 0 0 6.9 16.4 19 14.7 0 50
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 04:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 03:00 PM
03:00 PM 2 0 0 0 0 2 0 2 1 0 3 0 0 0 0 0 0 5 1 1 0 7 12
03:15 PM 3 4 0 0 0 7 0 3 0 0 3 0 0 0 0 0 0 0 2 2 0 4 14
03:30 PM 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 1 0 3 4
03:45 PM 0 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 0 2 1 0 3 6
Total Volume 5 4 0 0 0 9 0 9 1 0 10 0 0 0 0 0 0 7 5 5 0 17 36
% App. Total 55.6 44.4 0 0 0 0 90 10 0 0 0 0 0 0 41.2 29.4 29.4 0
PHF .417 .250 .000 .000 .000 .321 .000 .750 .250 .000 .833 .000 .000 .000 .000 .000 .000 .350 .625 .625 .000 .607 .643
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ King & Pleasant
Site Code : 8
Start Date : 5/1/2019
Page No : 1
N / S: King & Pleasant (Route 5 & 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:30 PM 0 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0 0 0 0 0 0 0 2
03:45 PM 0 1 0 0 0 1 0 1 0 0 1 0 0 0 0 2 2 0 0 0 0 0 4
Total 0 1 0 0 0 1 0 1 0 2 3 0 0 0 0 2 2 0 0 0 0 0 6
04:00 PM 0 0 0 0 0 0 0 0 0 1 1 0 1 0 0 0 1 0 0 0 0 0 2
04:15 PM 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 1 1 0 1 0 0 1 3
04:30 PM 0 1 0 4 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5
04:45 PM 0 0 0 4 0 4 0 0 0 0 0 0 0 0 1 0 1 0 1 0 0 1 6
Total 0 1 0 9 0 10 0 0 0 1 1 0 1 0 1 1 3 0 2 0 0 2 16
05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
05:15 PM 1 0 0 2 0 3 0 4 0 0 4 0 0 1 0 0 1 0 2 0 0 2 10
05:30 PM 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 2
05:45 PM 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
Total 1 0 0 4 0 5 0 4 0 0 4 0 0 1 0 0 1 0 3 0 0 3 13
06:00 PM 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 2 3
06:15 PM 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 2
06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
06:45 PM 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 1 0 0 1 2
Total 0 0 0 2 0 2 0 0 1 0 1 0 0 0 0 0 0 3 1 0 0 4 7
Grand Total 1 2 0 15 0 18 0 5 1 3 9 0 1 1 1 3 6 3 6 0 0 9 42
Apprch %5.6 11.1 0 83.3 0 0 55.6 11.1 33.3 0 16.7 16.7 16.7 50 33.3 66.7 0 0
Total %2.4 4.8 0 35.7 0 42.9 0 11.9 2.4 7.1 21.4 0 2.4 2.4 2.4 7.1 14.3 7.1 14.3 0 0 21.4
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 04:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:00 PM
04:00 PM 0 0 0 0 0 0 0 0 0 1 1 0 1 0 0 0 1 0 0 0 0 0 2
04:15 PM 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 1 1 0 1 0 0 1 3
04:30 PM 0 1 0 4 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5
04:45 PM 0 0 0 4 0 4 0 0 0 0 0 0 0 0 1 0 1 0 1 0 0 1 6
Total Volume 0 1 0 9 0 10 0 0 0 1 1 0 1 0 1 1 3 0 2 0 0 2 16
% App. Total 0 10 0 90 0 0 0 0 100 0 33.3 0 33.3 33.3 0 100 0 0
PHF .000 .250 .000 .563 .000 .500 .000 .000 .000 .250 .250 .000 .250 .000 .250 .250 .750 .000 .500 .000 .000 .500 .667
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ Strong
Site Code : 9
Start Date : 5/1/2019
Page No : 1
N / S: Strong Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Parking Lot
From North
Main
From East
Strong
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 1 0 1 2 133 10 0 2 145 48 2 4 34 88 8 96 1 35 140 375
03:15 PM 0 1 2 0 3 136 12 2 1 151 32 0 4 26 62 3 94 2 31 130 346
03:30 PM 1 1 0 0 2 135 10 0 1 146 31 1 6 31 69 8 79 2 19 108 325
03:45 PM 0 0 0 0 0 125 29 0 1 155 46 0 10 34 90 4 82 0 17 103 348
Total 1 3 2 1 7 529 61 2 5 597 157 3 24 125 309 23 351 5 102 481 1394
04:00 PM 2 1 2 0 5 101 9 0 2 112 42 0 7 23 72 3 95 2 13 113 302
04:15 PM 6 0 2 0 8 107 7 0 2 116 37 3 4 22 66 9 108 4 19 140 330
04:30 PM 8 0 2 0 10 100 12 0 4 116 36 0 7 16 59 7 100 1 9 117 302
04:45 PM 8 2 1 0 11 113 14 0 5 132 41 2 2 24 69 5 100 3 26 134 346
Total 24 3 7 0 34 421 42 0 13 476 156 5 20 85 266 24 403 10 67 504 1280
05:00 PM 1 1 2 0 4 121 13 0 2 136 51 2 6 25 84 10 102 2 18 132 356
05:15 PM 2 0 1 0 3 130 15 0 3 148 42 2 6 35 85 21 110 2 21 154 390
05:30 PM 0 0 1 0 1 122 12 1 4 139 49 1 8 29 87 15 76 6 28 125 352
05:45 PM 4 1 0 0 5 118 20 0 5 143 38 1 5 24 68 7 79 2 33 121 337
Total 7 2 4 0 13 491 60 1 14 566 180 6 25 113 324 53 367 12 100 532 1435
06:00 PM 3 2 0 0 5 123 13 0 3 139 23 1 10 22 56 12 81 3 29 125 325
06:15 PM 1 2 2 0 5 112 14 0 1 127 31 0 8 27 66 13 82 2 22 119 317
06:30 PM 6 1 4 0 11 96 10 0 1 107 28 1 10 21 60 11 74 1 22 108 286
06:45 PM 3 0 2 0 5 89 16 0 6 111 28 4 10 27 69 10 84 4 25 123 308
Total 13 5 8 0 26 420 53 0 11 484 110 6 38 97 251 46 321 10 98 475 1236
Grand Total 45 13 21 1 80 1861 216 3 43 2123 603 20 107 420 1150 146 1442 37 367 1992 5345
Apprch %56.2 16.2 26.2 1.2 87.7 10.2 0.1 2 52.4 1.7 9.3 36.5 7.3 72.4 1.9 18.4
Total %0.8 0.2 0.4 0 1.5 34.8 4 0.1 0.8 39.7 11.3 0.4 2 7.9 21.5 2.7 27 0.7 6.9 37.3
PCs and Peds 45 13 21 1 80 1809 216 3 43 2071 598 20 104 415 1137 145 1407 37 363 1952 5240
% PCs and Peds 100 100 100 100 100 97.2 100 100 100 97.6 99.2 100 97.2 98.8 98.9 99.3 97.6 100 98.9 98 98
Heavy Vehicles 0 0 0 0 0 42 0 0 0 42 2 0 3 0 5 1 27 0 0 28 75
% Heavy Vehicles 0 0 0 0 0 2.3 0 0 0 2 0.3 0 2.8 0 0.4 0.7 1.9 0 0 1.4 1.4
Bicycles 0 0 0 0 0 10 0 0 0 10 3 0 0 5 8 0 8 0 4 12 30
% Bicycles 0 0 0 0 0 0.5 0 0 0 0.5 0.5 0 0 1.2 0.7 0 0.6 0 1.1 0.6 0.6
Parking Lot
From North
Main
From East
Strong
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 8 2 1 0 11 113 14 0 5 132 41 2 2 24 69 5 100 3 26 134 346
05:00 PM 1 1 2 0 4 121 13 0 2 136 51 2 6 25 84 10 102 2 18 132 356
05:15 PM 2 0 1 0 3 130 15 0 3 148 42 2 6 35 85 21 110 2 21 154 390
05:30 PM 0 0 1 0 1 122 12 1 4 139 49 1 8 29 87 15 76 6 28 125 352
Total Volume 11 3 5 0 19 486 54 1 14 555 183 7 22 113 325 51 388 13 93 545 1444
% App. Total 57.9 15.8 26.3 0 87.6 9.7 0.2 2.5 56.3 2.2 6.8 34.8 9.4 71.2 2.4 17.1
PHF .344 .375 .625 .000 .432 .935 .900 .250 .700 .938 .897 .875 .688 .807 .934 .607 .882 .542 .830 .885 .926
PCs and Peds
% PCs and Peds 100 100 100 0 100 97.1 100 100 100 97.5 98.9 100 100 100 99.4 100 95.9 100 98.9 96.9 97.7
Heavy Vehicles 0 0 0 0 0 10 0 0 0 10 1 0 0 0 1 0 10 0 0 10 21
% Heavy Vehicles 0 0 0 0 0 2.1 0 0 0 1.8 0.5 0 0 0 0.3 0 2.6 0 0 1.8 1.5
Bicycles 0 0 0 0 0 4 0 0 0 4 1 0 0 0 1 0 6 0 1 7 12
% Bicycles 0 0 0 0 0 0.8 0 0 0 0.7 0.5 0 0 0 0.3 0 1.5 0 1.1 1.3 0.8
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ Strong
Site Code : 9
Start Date : 5/1/2019
Page No : 1
N / S: Strong Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Parking Lot
From North
Main
From East
Strong
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 8 0 0 0 8 0 0 0 0 0 0 2 0 0 2 10
03:15 PM 0 0 0 0 0 3 0 0 0 3 0 0 0 0 0 0 2 0 0 2 5
03:30 PM 0 0 0 0 0 4 0 0 0 4 0 0 0 0 0 0 2 0 0 2 6
03:45 PM 0 0 0 0 0 3 0 0 0 3 1 0 0 0 1 0 2 0 0 2 6
Total 0 0 0 0 0 18 0 0 0 18 1 0 0 0 1 0 8 0 0 8 27
04:00 PM 0 0 0 0 0 1 0 0 0 1 0 0 2 0 2 0 1 0 0 1 4
04:15 PM 0 0 0 0 0 1 0 0 0 1 0 0 1 0 1 0 3 0 0 3 5
04:30 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 1 0 0 0 1 2
04:45 PM 0 0 0 0 0 5 0 0 0 5 0 0 0 0 0 0 3 0 0 3 8
Total 0 0 0 0 0 8 0 0 0 8 0 0 3 0 3 1 7 0 0 8 19
05:00 PM 0 0 0 0 0 4 0 0 0 4 0 0 0 0 0 0 3 0 0 3 7
05:15 PM 0 0 0 0 0 1 0 0 0 1 1 0 0 0 1 0 1 0 0 1 3
05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 3
05:45 PM 0 0 0 0 0 3 0 0 0 3 0 0 0 0 0 0 0 0 0 0 3
Total 0 0 0 0 0 8 0 0 0 8 1 0 0 0 1 0 7 0 0 7 16
06:00 PM 0 0 0 0 0 3 0 0 0 3 0 0 0 0 0 0 2 0 0 2 5
06:15 PM 0 0 0 0 0 3 0 0 0 3 0 0 0 0 0 0 1 0 0 1 4
06:30 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 1 0 0 1 2
06:45 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 1 0 0 1 2
Total 0 0 0 0 0 8 0 0 0 8 0 0 0 0 0 0 5 0 0 5 13
Grand Total 0 0 0 0 0 42 0 0 0 42 2 0 3 0 5 1 27 0 0 28 75
Apprch %0 0 0 0 100 0 0 0 40 0 60 0 3.6 96.4 0 0
Total %0 0 0 0 0 56 0 0 0 56 2.7 0 4 0 6.7 1.3 36 0 0 37.3
Parking Lot
From North
Main
From East
Strong
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 03:00 PM
03:00 PM 0 0 0 0 0 8 0 0 0 8 0 0 0 0 0 0 2 0 0 2 10
03:15 PM 0 0 0 0 0 3 0 0 0 3 0 0 0 0 0 0 2 0 0 2 5
03:30 PM 0 0 0 0 0 4 0 0 0 4 0 0 0 0 0 0 2 0 0 2 6
03:45 PM 0 0 0 0 0 3 0 0 0 3 1 0 0 0 1 0 2 0 0 2 6
Total Volume 0 0 0 0 0 18 0 0 0 18 1 0 0 0 1 0 8 0 0 8 27
% App. Total 0 0 0 0 100 0 0 0 100 0 0 0 0 100 0 0
PHF .000 .000 .000 .000 .000 .563 .000 .000 .000 .563 .250 .000 .000 .000 .250 .000 1.00 .000 .000 1.00 .675
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ Strong
Site Code : 9
Start Date : 5/1/2019
Page No : 1
N / S: Strong Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
Parking Lot
From North
Main
From East
Strong
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 1 1 0 0 0 0 0 2
03:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:30 PM 0 0 0 0 0 1 0 0 0 1 1 0 0 0 1 0 0 0 0 0 2
03:45 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 1 1 2
Total 0 0 0 0 0 3 0 0 0 3 1 0 0 1 2 0 0 0 1 1 6
04:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
04:15 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 1 1 0 1 0 0 1 3
04:30 PM 0 0 0 0 0 1 0 0 0 1 1 0 0 0 1 0 0 0 0 0 2
04:45 PM 0 0 0 0 0 3 0 0 0 3 0 0 0 0 0 0 2 0 1 3 6
Total 0 0 0 0 0 5 0 0 0 5 1 0 0 1 2 0 4 0 1 5 12
05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
05:15 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 1 0 0 1 2
05:30 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 2 0 0 2 3
05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 1 1 2
Total 0 0 0 0 0 1 0 0 0 1 1 0 0 1 2 0 4 0 1 5 8
06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 1
06:15 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 1 1 0 0 0 1 1 3
06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 1 0 0 0 1 0 0 0 2 2 0 0 0 1 1 4
Grand Total 0 0 0 0 0 10 0 0 0 10 3 0 0 5 8 0 8 0 4 12 30
Apprch %0 0 0 0 100 0 0 0 37.5 0 0 62.5 0 66.7 0 33.3
Total %0 0 0 0 0 33.3 0 0 0 33.3 10 0 0 16.7 26.7 0 26.7 0 13.3 40
Parking Lot
From North
Main
From East
Strong
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:00 PM
04:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
04:15 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 1 1 0 1 0 0 1 3
04:30 PM 0 0 0 0 0 1 0 0 0 1 1 0 0 0 1 0 0 0 0 0 2
04:45 PM 0 0 0 0 0 3 0 0 0 3 0 0 0 0 0 0 2 0 1 3 6
Total Volume 0 0 0 0 0 5 0 0 0 5 1 0 0 1 2 0 4 0 1 5 12
% App. Total 0 0 0 0 100 0 0 0 50 0 0 50 0 80 0 20
PHF .000 .000 .000 .000 .000 .417 .000 .000 .000 .417 .250 .000 .000 .250 .500 .000 .500 .000 .250 .417 .500
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Bridge @ Market & Hawley
Site Code : 10
Start Date : 5/1/2019
Page No : 1
N / S: Market & Hawley
E / W: Bridge Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 20 9 7 19 55 12 103 3 5 123 8 8 15 16 47 6 113 17 6 142 367
03:15 PM 9 9 14 10 42 11 99 5 1 116 5 14 9 11 39 7 100 5 11 123 320
03:30 PM 13 15 11 12 51 6 91 2 2 101 7 6 12 6 31 13 70 7 5 95 278
03:45 PM 11 14 8 5 38 9 92 4 3 108 2 11 13 9 35 8 92 9 6 115 296
Total 53 47 40 46 186 38 385 14 11 448 22 39 49 42 152 34 375 38 28 475 1261
04:00 PM 7 11 4 6 28 3 63 3 3 72 12 8 12 6 38 9 97 16 5 127 265
04:15 PM 9 19 8 8 44 7 71 5 1 84 3 8 2 14 27 6 113 5 2 126 281
04:30 PM 10 10 15 19 54 7 62 3 4 76 11 14 11 5 41 6 94 9 9 118 289
04:45 PM 3 13 11 15 42 5 89 3 4 101 5 14 12 6 37 8 109 10 5 132 312
Total 29 53 38 48 168 22 285 14 12 333 31 44 37 31 143 29 413 40 21 503 1147
05:00 PM 15 15 13 6 49 3 93 3 2 101 9 13 10 10 42 4 115 21 5 145 337
05:15 PM 19 8 12 21 60 8 90 4 2 104 4 6 12 10 32 13 101 16 8 138 334
05:30 PM 8 10 12 9 39 6 106 6 2 120 8 13 10 7 38 15 90 16 1 122 319
05:45 PM 6 7 8 1 22 5 92 4 1 102 3 4 11 10 28 4 77 9 1 91 243
Total 48 40 45 37 170 22 381 17 7 427 24 36 43 37 140 36 383 62 15 496 1233
06:00 PM 12 15 4 20 51 9 116 3 0 128 4 10 7 10 31 6 82 11 3 102 312
06:15 PM 6 14 2 16 38 8 95 1 1 105 5 12 8 6 31 7 96 11 8 122 296
06:30 PM 8 9 7 12 36 3 83 1 4 91 3 8 8 9 28 8 77 20 0 105 260
06:45 PM 9 6 4 6 25 3 64 3 0 70 2 6 6 13 27 14 80 11 12 117 239
Total 35 44 17 54 150 23 358 8 5 394 14 36 29 38 117 35 335 53 23 446 1107
Grand Total 165 184 140 185 674 105 1409 53 35 1602 91 155 158 148 552 134 1506 193 87 1920 4748
Apprch %24.5 27.3 20.8 27.4 6.6 88 3.3 2.2 16.5 28.1 28.6 26.8 7 78.4 10.1 4.5
Total %3.5 3.9 2.9 3.9 14.2 2.2 29.7 1.1 0.7 33.7 1.9 3.3 3.3 3.1 11.6 2.8 31.7 4.1 1.8 40.4
PCs and Peds 163 182 139 185 669 104 1376 47 35 1562 86 154 157 148 545 131 1480 192 86 1889 4665
% PCs and Peds 98.8 98.9 99.3 100 99.3 99 97.7 88.7 100 97.5 94.5 99.4 99.4 100 98.7 97.8 98.3 99.5 98.9 98.4 98.3
Heavy Vehicles 0 0 1 0 1 0 30 3 0 33 4 1 0 0 5 0 20 0 0 20 59
% Heavy Vehicles 0 0 0.7 0 0.1 0 2.1 5.7 0 2.1 4.4 0.6 0 0 0.9 0 1.3 0 0 1 1.2
Bicycles 2 2 0 0 4 1 3 3 0 7 1 0 1 0 2 3 6 1 1 11 24
% Bicycles 1.2 1.1 0 0 0.6 1 0.2 5.7 0 0.4 1.1 0 0.6 0 0.4 2.2 0.4 0.5 1.1 0.6 0.5
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 3 13 11 15 42 5 89 3 4 101 5 14 12 6 37 8 109 10 5 132 312
05:00 PM 15 15 13 6 49 3 93 3 2 101 9 13 10 10 42 4 115 21 5 145 337
05:15 PM 19 8 12 21 60 8 90 4 2 104 4 6 12 10 32 13 101 16 8 138 334
05:30 PM 8 10 12 9 39 6 106 6 2 120 8 13 10 7 38 15 90 16 1 122 319
Total Volume 45 46 48 51 190 22 378 16 10 426 26 46 44 33 149 40 415 63 19 537 1302
% App. Total 23.7 24.2 25.3 26.8 5.2 88.7 3.8 2.3 17.4 30.9 29.5 22.1 7.4 77.3 11.7 3.5
PHF .592 .767 .923 .607 .792 .688 .892 .667 .625 .888 .722 .821 .917 .825 .887 .667 .902 .750 .594 .926 .966
PCs and Peds
% PCs and Peds 95.6 100 100 100 98.9 95.5 97.9 81.3 100 97.2 92.3 100 100 100 98.7 95.0 97.6 100 100 97.8 97.8
Heavy Vehicles 0 0 0 0 0 0 7 1 0 8 2 0 0 0 2 0 7 0 0 7 17
% Heavy Vehicles 0 0 0 0 0 0 1.9 6.3 0 1.9 7.7 0 0 0 1.3 0 1.7 0 0 1.3 1.3
Bicycles 2 0 0 0 2 1 1 2 0 4 0 0 0 0 0 2 3 0 0 5 11
% Bicycles 4.4 0 0 0 1.1 4.5 0.3 12.5 0 0.9 0 0 0 0 0 5.0 0.7 0 0 0.9 0.8
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Bridge @ Market & Hawley
Site Code : 10
Start Date : 5/1/2019
Page No : 1
N / S: Market & Hawley
E / W: Bridge Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 5 0 0 5 1 1 0 0 2 0 2 0 0 2 9
03:15 PM 0 0 1 0 1 0 2 1 0 3 0 0 0 0 0 0 2 0 0 2 6
03:30 PM 0 0 0 0 0 0 2 0 0 2 1 0 0 0 1 0 0 0 0 0 3
03:45 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4
Total 0 0 1 0 1 0 11 1 0 12 2 1 0 0 3 0 6 0 0 6 22
04:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
04:15 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
04:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
04:45 PM 0 0 0 0 0 0 4 1 0 5 1 0 0 0 1 0 2 0 0 2 8
Total 0 0 0 0 0 0 7 1 0 8 1 0 0 0 1 0 4 0 0 4 13
05:00 PM 0 0 0 0 0 0 3 0 0 3 1 0 0 0 1 0 2 0 0 2 6
05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
05:45 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 3
Total 0 0 0 0 0 0 6 0 0 6 1 0 0 0 1 0 5 0 0 5 12
06:00 PM 0 0 0 0 0 0 2 1 0 3 0 0 0 0 0 0 1 0 0 1 4
06:15 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4
06:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
06:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
Total 0 0 0 0 0 0 6 1 0 7 0 0 0 0 0 0 5 0 0 5 12
Grand Total 0 0 1 0 1 0 30 3 0 33 4 1 0 0 5 0 20 0 0 20 59
Apprch %0 0 100 0 0 90.9 9.1 0 80 20 0 0 0 100 0 0
Total %0 0 1.7 0 1.7 0 50.8 5.1 0 55.9 6.8 1.7 0 0 8.5 0 33.9 0 0 33.9
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 03:00 PM
03:00 PM 0 0 0 0 0 0 5 0 0 5 1 1 0 0 2 0 2 0 0 2 9
03:15 PM 0 0 1 0 1 0 2 1 0 3 0 0 0 0 0 0 2 0 0 2 6
03:30 PM 0 0 0 0 0 0 2 0 0 2 1 0 0 0 1 0 0 0 0 0 3
03:45 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4
Total Volume 0 0 1 0 1 0 11 1 0 12 2 1 0 0 3 0 6 0 0 6 22
% App. Total 0 0 100 0 0 91.7 8.3 0 66.7 33.3 0 0 0 100 0 0
PHF .000 .000 .250 .000 .250 .000 .550 .250 .000 .600 .500 .250 .000 .000 .375 .000 .750 .000 .000 .750 .611
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Bridge @ Market & Hawley
Site Code : 10
Start Date : 5/1/2019
Page No : 1
N / S: Market & Hawley
E / W: Bridge Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 2 0 0 0 1 1 3
03:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:30 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 2
03:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 1 0 0 1 0 0 0 0 0 1 0 1 0 2 0 0 1 1 2 5
04:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
04:15 PM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 1 0 0 1 2
04:30 PM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 1 0 0 0 1 3
04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 1 0 0 1 0 1 1 0 2 0 0 0 0 0 1 2 0 0 3 6
05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
05:15 PM 2 0 0 0 2 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 3
05:30 PM 0 0 0 0 0 1 0 2 0 3 0 0 0 0 0 2 1 0 0 3 6
05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 2 0 0 0 2 1 1 2 0 4 0 0 0 0 0 2 3 0 0 5 11
06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
06:15 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
Grand Total 2 2 0 0 4 1 3 3 0 7 1 0 1 0 2 3 6 1 1 11 24
Apprch %50 50 0 0 14.3 42.9 42.9 0 50 0 50 0 27.3 54.5 9.1 9.1
Total %8.3 8.3 0 0 16.7 4.2 12.5 12.5 0 29.2 4.2 0 4.2 0 8.3 12.5 25 4.2 4.2 45.8
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
05:15 PM 2 0 0 0 2 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 3
05:30 PM 0 0 0 0 0 1 0 2 0 3 0 0 0 0 0 2 1 0 0 3 6
Total Volume 2 0 0 0 2 1 1 2 0 4 0 0 0 0 0 2 3 0 0 5 11
% App. Total 100 0 0 0 25 25 50 0 0 0 0 0 40 60 0 0
PHF .250 .000 .000 .000 .250 .250 .250 .250 .000 .333 .000 .000 .000 .000 .000 .250 .375 .000 .000 .417 .458
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : Sat Peak - Bridge @ Market & Hawley
Site Code : 10
Start Date : 11/2/2019
Page No : 1
N / S: Markey & Hawley
E / W: Bridge Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 2 8 7 27 44 2 89 5 8 104 9 12 13 13 47 9 91 12 0 112 307
11:15 AM 9 11 15 30 65 4 94 7 1 106 6 15 12 12 45 7 95 8 4 114 330
11:30 AM 4 7 14 22 47 6 89 5 5 105 7 9 18 15 49 7 92 7 3 109 310
11:45 AM 8 12 7 32 59 10 86 5 5 106 7 18 15 7 47 7 104 11 6 128 340
Total 23 38 43 111 215 22 358 22 19 421 29 54 58 47 188 30 382 38 13 463 1287
12:00 PM 12 14 6 6 38 8 75 5 2 90 2 19 15 14 50 6 114 14 2 136 314
12:15 PM 3 12 7 20 42 6 86 3 6 101 5 7 6 12 30 14 96 14 3 127 300
12:30 PM 11 11 9 37 68 11 97 6 2 116 7 15 15 16 53 11 105 5 8 129 366
12:45 PM 8 7 4 26 45 6 98 10 9 123 3 11 9 11 34 13 103 8 3 127 329
Total 34 44 26 89 193 31 356 24 19 430 17 52 45 53 167 44 418 41 16 519 1309
01:00 PM 22 2 9 30 63 15 106 8 1 130 5 5 11 18 39 7 99 8 7 121 353
01:15 PM 23 3 10 9 45 11 100 5 2 118 6 10 3 16 35 19 99 13 9 140 338
01:30 PM 28 1 13 36 78 7 97 6 0 110 9 15 9 7 40 19 99 12 6 136 364
01:45 PM 20 1 10 50 81 16 103 7 4 130 6 15 8 23 52 10 102 7 5 124 387
Total 93 7 42 125 267 49 406 26 7 488 26 45 31 64 166 55 399 40 27 521 1442
Grand Total 150 89 111 325 675 102 1120 72 45 1339 72 151 134 164 521 129 1199 119 56 1503 4038
Apprch %22.2 13.2 16.4 48.1 7.6 83.6 5.4 3.4 13.8 29 25.7 31.5 8.6 79.8 7.9 3.7
Total %3.7 2.2 2.7 8 16.7 2.5 27.7 1.8 1.1 33.2 1.8 3.7 3.3 4.1 12.9 3.2 29.7 2.9 1.4 37.2
PCs and Peds
% PCs and Peds 99.3 98.9 99.1 99.1 99.1 97.1 98 98.6 100 98.1 100 98.7 98.5 98.8 98.8 99.2 98.2 100 92.9 98.3 98.4
Heavy Vehicles 1 1 1 0 3 2 15 1 0 18 0 1 0 0 1 1 14 0 0 15 37
% Heavy Vehicles 0.7 1.1 0.9 0 0.4 2 1.3 1.4 0 1.3 0 0.7 0 0 0.2 0.8 1.2 0 0 1 0.9
Bicycles 0 0 0 3 3 1 7 0 0 8 0 1 2 2 5 0 7 0 4 11 27
% Bicycles 0 0 0 0.9 0.4 1 0.6 0 0 0.6 0 0.7 1.5 1.2 1 0 0.6 0 7.1 0.7 0.7
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 01:00 PM
01:00 PM 22 2 9 30 63 15 106 8 1 130 5 5 11 18 39 7 99 8 7 121 353
01:15 PM 23 3 10 9 45 11 100 5 2 118 6 10 3 16 35 19 99 13 9 140 338
01:30 PM 28 1 13 36 78 7 97 6 0 110 9 15 9 7 40 19 99 12 6 136 364
01:45 PM 20 1 10 50 81 16 103 7 4 130 6 15 8 23 52 10 102 7 5 124 387
Total Volume 93 7 42 125 267 49 406 26 7 488 26 45 31 64 166 55 399 40 27 521 1442
% App. Total 34.8 2.6 15.7 46.8 10 83.2 5.3 1.4 15.7 27.1 18.7 38.6 10.6 76.6 7.7 5.2
PHF .830 .583 .808 .625 .824 .766 .958 .813 .438 .938 .722 .750 .705 .696 .798 .724 .978 .769 .750 .930 .932
PCs and Peds 92 7 42 125 266 48 396 26 7 477 26 45 30 64 165 55 392 40 27 514 1422
% PCs and Peds 98.9 100 100 100 99.6 98.0 97.5 100 100 97.7 100 100 96.8 100 99.4 100 98.2 100 100 98.7 98.6
Heavy Vehicles 1 0 0 0 1 1 7 0 0 8 0 0 0 0 0 0 5 0 0 5 14
% Heavy Vehicles 1.1 0 0 0 0.4 2.0 1.7 0 0 1.6 0 0 0 0 0 0 1.3 0 0 1.0 1.0
Bicycles 0 0 0 0 0 0 3 0 0 3 0 0 1 0 1 0 2 0 0 2 6
% Bicycles 0 0 0 0 0 0 0.7 0 0 0.6 0 0 3.2 0 0.6 0 0.5 0 0 0.4 0.4
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Bridge @ Market & Hawley
Site Code : 10
Start Date : 11/2/2019
Page No : 1
N / S: Markey & Hawley
E / W: Bridge Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 1
11:30 AM 0 0 0 1 1 0 1 0 0 1 0 0 0 1 1 0 0 0 1 1 4
11:45 AM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 2
Total 0 0 0 2 2 0 2 0 0 2 0 0 0 2 2 0 1 0 1 2 8
12:00 PM 0 0 0 1 1 1 1 0 0 2 0 0 0 0 0 0 2 0 2 4 7
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1
12:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2 0 1 0 0 1 3
Total 0 0 0 1 1 1 2 0 0 3 0 1 1 0 2 0 4 0 3 7 13
01:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 1 0 0 1 2
01:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
01:30 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 4
01:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 3 0 0 3 0 0 1 0 1 0 2 0 0 2 6
Grand Total 0 0 0 3 3 1 7 0 0 8 0 1 2 2 5 0 7 0 4 11 27
Apprch %0 0 0 100 12.5 87.5 0 0 0 20 40 40 0 63.6 0 36.4
Total %0 0 0 11.1 11.1 3.7 25.9 0 0 29.6 0 3.7 7.4 7.4 18.5 0 25.9 0 14.8 40.7
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 11:15 AM
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 1
11:30 AM 0 0 0 1 1 0 1 0 0 1 0 0 0 1 1 0 0 0 1 1 4
11:45 AM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 2
12:00 PM 0 0 0 1 1 1 1 0 0 2 0 0 0 0 0 0 2 0 2 4 7
Total Volume 0 0 0 3 3 1 2 0 0 3 0 0 0 2 2 0 3 0 3 6 14
% App. Total 0 0 0 100 33.3 66.7 0 0 0 0 0 100 0 50 0 50
PHF .000 .000 .000 .750 .750 .250 .500 .000 .000 .375 .000 .000 .000 .500 .500 .000 .375 .000 .375 .375 .500
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Bridge @ Market & Hawley
Site Code : 10
Start Date : 11/2/2019
Page No : 1
N / S: Markey & Hawley
E / W: Bridge Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
11:15 AM 0 0 1 0 1 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 3
11:30 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 3
11:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
Total 0 0 1 0 1 0 6 0 0 6 0 0 0 0 0 0 5 0 0 5 12
12:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 1 0 0 1 0 0 1 0 1 0 0 0 0 0 1 3 0 0 4 6
12:45 PM 0 0 0 0 0 1 1 0 0 2 0 1 0 0 1 0 0 0 0 0 3
Total 0 1 0 0 1 1 2 1 0 4 0 1 0 0 1 1 4 0 0 5 11
01:00 PM 0 0 0 0 0 1 1 0 0 2 0 0 0 0 0 0 2 0 0 2 4
01:15 PM 1 0 0 0 1 0 4 0 0 4 0 0 0 0 0 0 0 0 0 0 5
01:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4
01:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
Total 1 0 0 0 1 1 7 0 0 8 0 0 0 0 0 0 5 0 0 5 14
Grand Total 1 1 1 0 3 2 15 1 0 18 0 1 0 0 1 1 14 0 0 15 37
Apprch %33.3 33.3 33.3 0 11.1 83.3 5.6 0 0 100 0 0 6.7 93.3 0 0
Total %2.7 2.7 2.7 0 8.1 5.4 40.5 2.7 0 48.6 0 2.7 0 0 2.7 2.7 37.8 0 0 40.5
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 12:30 PM
12:30 PM 0 1 0 0 1 0 0 1 0 1 0 0 0 0 0 1 3 0 0 4 6
12:45 PM 0 0 0 0 0 1 1 0 0 2 0 1 0 0 1 0 0 0 0 0 3
01:00 PM 0 0 0 0 0 1 1 0 0 2 0 0 0 0 0 0 2 0 0 2 4
01:15 PM 1 0 0 0 1 0 4 0 0 4 0 0 0 0 0 0 0 0 0 0 5
Total Volume 1 1 0 0 2 2 6 1 0 9 0 1 0 0 1 1 5 0 0 6 18
% App. Total 50 50 0 0 22.2 66.7 11.1 0 0 100 0 0 16.7 83.3 0 0
PHF .250 .250 .000 .000 .500 .500 .375 .250 .000 .563 .000 .250 .000 .000 .250 .250 .417 .000 .000 .375 .750
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ Center
Site Code : 6
Start Date : 11/2/2019
Page No : 1
N / S: Center Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Center
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 8 0 13 52 73 17 113 0 0 130 0 0 0 0 0 1 107 7 38 153 356
11:15 AM 8 0 7 49 64 15 112 0 0 127 0 0 0 0 0 0 131 8 40 179 370
11:30 AM 10 0 9 53 72 13 119 0 0 132 0 0 0 0 0 0 147 7 32 186 390
11:45 AM 11 3 11 103 128 14 123 0 0 137 0 0 0 0 0 0 148 10 67 225 490
Total 37 3 40 257 337 59 467 0 0 526 0 0 0 0 0 1 533 32 177 743 1606
12:00 PM 12 0 6 116 134 7 112 0 0 119 0 0 0 0 0 0 154 8 55 217 470
12:15 PM 7 0 13 85 105 18 105 0 0 123 0 0 0 0 0 0 125 10 62 197 425
12:30 PM 10 0 3 86 99 9 118 0 0 127 0 0 0 0 0 0 137 6 49 192 418
12:45 PM 11 0 11 77 99 22 123 0 0 145 0 0 0 0 0 0 142 9 60 211 455
Total 40 0 33 364 437 56 458 0 0 514 0 0 0 0 0 0 558 33 226 817 1768
01:00 PM 13 0 6 67 86 17 114 0 0 131 0 0 0 0 0 0 142 15 45 202 419
01:15 PM 17 0 7 21 45 11 94 0 0 105 0 0 0 0 0 0 122 14 70 206 356
01:30 PM 14 0 12 26 52 16 113 0 0 129 0 0 0 0 0 0 126 5 67 198 379
01:45 PM 11 0 11 21 43 9 95 0 0 104 0 0 0 0 0 0 117 7 55 179 326
Total 55 0 36 135 226 53 416 0 0 469 0 0 0 0 0 0 507 41 237 785 1480
Grand Total 132 3 109 756 1000 168 1341 0 0 1509 0 0 0 0 0 1 1598 106 640 2345 4854
Apprch %13.2 0.3 10.9 75.6 11.1 88.9 0 0 0 0 0 0 0 68.1 4.5 27.3
Total %2.7 0.1 2.2 15.6 20.6 3.5 27.6 0 0 31.1 0 0 0 0 0 0 32.9 2.2 13.2 48.3
PCs and Peds
% PCs and Peds 97.7 66.7 97.2 100 99.3 100 98.1 0 0 98.3 0 0 0 0 0 100 97.6 100 99.2 98.1 98.4
Heavy Vehicles 2 0 1 0 3 0 21 0 0 21 0 0 0 0 0 0 35 0 0 35 59
% Heavy Vehicles 1.5 0 0.9 0 0.3 0 1.6 0 0 1.4 0 0 0 0 0 0 2.2 0 0 1.5 1.2
Bicycles 1 1 2 0 4 0 5 0 0 5 0 0 0 0 0 0 4 0 5 9 18
% Bicycles 0.8 33.3 1.8 0 0.4 0 0.4 0 0 0.3 0 0 0 0 0 0 0.3 0 0.8 0.4 0.4
Center
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:00 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 11:45 AM
11:45 AM 11 3 11 103 128 14 123 0 0 137 0 0 0 0 0 0 148 10 67 225 490
12:00 PM 12 0 6 116 134 7 112 0 0 119 0 0 0 0 0 0 154 8 55 217 470
12:15 PM 7 0 13 85 105 18 105 0 0 123 0 0 0 0 0 0 125 10 62 197 425
12:30 PM 10 0 3 86 99 9 118 0 0 127 0 0 0 0 0 0 137 6 49 192 418
Total Volume 40 3 33 390 466 48 458 0 0 506 0 0 0 0 0 0 564 34 233 831 1803
% App. Total 8.6 0.6 7.1 83.7 9.5 90.5 0 0 0 0 0 0 0 67.9 4.1 28
PHF .833 .250 .635 .841 .869 .667 .931 .000 .000 .923 .000 .000 .000 .000 .000 .000 .916 .850 .869 .923 .920
PCs and Peds 39 2 32 390 463 48 449 0 0 497 0 0 0 0 0 0 547 34 231 812 1772
% PCs and Peds 97.5 66.7 97.0 100 99.4 100 98.0 0 0 98.2 0 0 0 0 0 0 97.0 100 99.1 97.7 98.3
Heavy Vehicles 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 16 0 0 16 21
% Heavy Vehicles 0 0 0 0 0 0 1.1 0 0 1.0 0 0 0 0 0 0 2.8 0 0 1.9 1.2
Bicycles 1 1 1 0 3 0 4 0 0 4 0 0 0 0 0 0 1 0 2 3 10
% Bicycles 2.5 33.3 3.0 0 0.6 0 0.9 0 0 0.8 0 0 0 0 0 0 0.2 0 0.9 0.4 0.6
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ Center
Site Code : 6
Start Date : 11/2/2019
Page No : 1
N / S: Center Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
Center
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
11:45 AM 1 1 1 0 3 0 1 0 0 1 0 0 0 0 0 0 0 0 1 1 5
Total 1 1 1 0 3 0 1 0 0 1 0 0 0 0 0 0 3 0 1 4 8
12:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1
12:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2
12:45 PM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
Total 0 0 1 0 1 0 3 0 0 3 0 0 0 0 0 0 1 0 1 2 6
01:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
01:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1
01:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 2
01:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 3 3 4
Grand Total 1 1 2 0 4 0 5 0 0 5 0 0 0 0 0 0 4 0 5 9 18
Apprch %25 25 50 0 0 100 0 0 0 0 0 0 0 44.4 0 55.6
Total %5.6 5.6 11.1 0 22.2 0 27.8 0 0 27.8 0 0 0 0 0 0 22.2 0 27.8 50
Center
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:00 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 11:15 AM
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
11:45 AM 1 1 1 0 3 0 1 0 0 1 0 0 0 0 0 0 0 0 1 1 5
12:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
Total Volume 1 1 1 0 3 0 2 0 0 2 0 0 0 0 0 0 4 0 1 5 10
% App. Total 33.3 33.3 33.3 0 0 100 0 0 0 0 0 0 0 80 0 20
PHF .250 .250 .250 .000 .250 .000 .500 .000 .000 .500 .000 .000 .000 .000 .000 .000 .500 .000 .250 .625 .500
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ Center
Site Code : 6
Start Date : 11/2/2019
Page No : 1
N / S: Center Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Center
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 0 1 0 1 0 3 0 0 3 0 0 0 0 0 0 4 0 0 4 8
11:15 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 5
11:30 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 0 0 0 0 4
11:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 4 0 0 4 5
Total 0 0 1 0 1 0 10 0 0 10 0 0 0 0 0 0 11 0 0 11 22
12:00 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 5 0 0 5 7
12:15 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 4 0 0 4 5
12:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 3 0 0 3 4
12:45 PM 1 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 3
Total 1 0 0 0 1 0 5 0 0 5 0 0 0 0 0 0 13 0 0 13 19
01:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 0 4 4
01:15 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 2 0 0 2 6
01:30 PM 1 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 4 0 0 4 6
01:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
Total 1 0 0 0 1 0 6 0 0 6 0 0 0 0 0 0 11 0 0 11 18
Grand Total 2 0 1 0 3 0 21 0 0 21 0 0 0 0 0 0 35 0 0 35 59
Apprch %66.7 0 33.3 0 0 100 0 0 0 0 0 0 0 100 0 0
Total %3.4 0 1.7 0 5.1 0 35.6 0 0 35.6 0 0 0 0 0 0 59.3 0 0 59.3
Center
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:00 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 11:00 AM
11:00 AM 0 0 1 0 1 0 3 0 0 3 0 0 0 0 0 0 4 0 0 4 8
11:15 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 5
11:30 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 0 0 0 0 4
11:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 4 0 0 4 5
Total Volume 0 0 1 0 1 0 10 0 0 10 0 0 0 0 0 0 11 0 0 11 22
% App. Total 0 0 100 0 0 100 0 0 0 0 0 0 0 100 0 0
PHF .000 .000 .250 .000 .250 .000 .625 .000 .000 .625 .000 .000 .000 .000 .000 .000 .688 .000 .000 .688 .688
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ Crafts
Site Code : 4
Start Date : 11/2/2019
Page No : 1
N / S: Crafts Avenue
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
From North
Main
From East
Crafts
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 0 0 0 0 0 104 25 0 129 0 0 0 24 24 14 93 0 34 141 294
11:15 AM 0 0 0 0 0 0 97 19 0 116 0 0 0 29 29 17 108 0 32 157 302
11:30 AM 0 0 0 0 0 0 114 20 0 134 0 0 0 30 30 12 105 0 34 151 315
11:45 AM 0 0 0 0 0 0 103 37 0 140 0 0 0 35 35 12 107 0 26 145 320
Total 0 0 0 0 0 0 418 101 0 519 0 0 0 118 118 55 413 0 126 594 1231
12:00 PM 0 0 0 0 0 0 113 26 0 139 0 0 0 48 48 24 112 0 30 166 353
12:15 PM 0 0 0 0 0 0 107 26 0 133 0 0 0 76 76 12 99 0 32 143 352
12:30 PM 0 0 0 0 0 0 90 30 0 120 0 0 0 83 83 14 100 0 50 164 367
12:45 PM 0 0 0 0 0 0 107 34 0 141 0 0 0 71 71 10 99 0 43 152 364
Total 0 0 0 0 0 0 417 116 0 533 0 0 0 278 278 60 410 0 155 625 1436
01:00 PM 0 0 0 0 0 0 94 27 0 121 0 0 0 51 51 20 93 0 43 156 328
01:15 PM 0 0 0 0 0 0 85 31 0 116 0 0 0 95 95 18 95 0 54 167 378
01:30 PM 0 0 0 0 0 0 115 28 0 143 0 0 0 66 66 16 97 0 49 162 371
01:45 PM 0 0 0 0 0 0 107 31 0 138 0 0 0 83 83 17 88 0 70 175 396
Total 0 0 0 0 0 0 401 117 0 518 0 0 0 295 295 71 373 0 216 660 1473
Grand Total 0 0 0 0 0 0 1236 334 0 1570 0 0 0 691 691 186 1196 0 497 1879 4140
Apprch %0 0 0 0 0 78.7 21.3 0 0 0 0 100 9.9 63.7 0 26.5
Total %0 0 0 0 0 0 29.9 8.1 0 37.9 0 0 0 16.7 16.7 4.5 28.9 0 12 45.4
PCs and Peds
% PCs and Peds 0 0 0 0 0 0 96.4 98.8 0 96.9 0 0 0 100 100 96.2 95.2 0 99.8 96.5 97.2
Heavy Vehicles 0 0 0 0 0 0 21 4 0 25 0 0 0 0 0 7 29 0 0 36 61
% Heavy Vehicles 0 0 0 0 0 0 1.7 1.2 0 1.6 0 0 0 0 0 3.8 2.4 0 0 1.9 1.5
Bicycles 0 0 0 0 0 0 24 0 0 24 0 0 0 0 0 0 29 0 1 30 54
% Bicycles 0 0 0 0 0 0 1.9 0 0 1.5 0 0 0 0 0 0 2.4 0 0.2 1.6 1.3
From North
Main
From East
Crafts
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 01:00 PM
01:00 PM 0 0 0 0 0 0 94 27 0 121 0 0 0 51 51 20 93 0 43 156 328
01:15 PM 0 0 0 0 0 0 85 31 0 116 0 0 0 95 95 18 95 0 54 167 378
01:30 PM 0 0 0 0 0 0 115 28 0 143 0 0 0 66 66 16 97 0 49 162 371
01:45 PM 0 0 0 0 0 0 107 31 0 138 0 0 0 83 83 17 88 0 70 175 396
Total Volume 0 0 0 0 0 0 401 117 0 518 0 0 0 295 295 71 373 0 216 660 1473
% App. Total 0 0 0 0 0 77.4 22.6 0 0 0 0 100 10.8 56.5 0 32.7
PHF .000 .000 .000 .000 .000 .000 .872 .944 .000 .906 .000 .000 .000 .776 .776 .888 .961 .000 .771 .943 .930
PCs and Peds 0 0 0 0 0 0 388 115 0 503 0 0 0 295 295 68 353 0 216 637 1435
% PCs and Peds 0 0 0 0 0 0 96.8 98.3 0 97.1 0 0 0 100 100 95.8 94.6 0 100 96.5 97.4
Heavy Vehicles 0 0 0 0 0 0 6 2 0 8 0 0 0 0 0 3 10 0 0 13 21
% Heavy Vehicles 0 0 0 0 0 0 1.5 1.7 0 1.5 0 0 0 0 0 4.2 2.7 0 0 2.0 1.4
Bicycles 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 10 0 0 10 17
% Bicycles 0 0 0 0 0 0 1.7 0 0 1.4 0 0 0 0 0 0 2.7 0 0 1.5 1.2
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ Crafts
Site Code : 4
Start Date : 11/2/2019
Page No : 1
N / S: Crafts Avenue
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
From North
Main
From East
Crafts
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 1 3 4
11:15 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
11:30 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 5
11:45 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 2 0 0 2 6
Total 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 0 9 0 1 10 18
12:00 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 5 0 0 5 8
12:15 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 5
12:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 3
12:45 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 3
Total 0 0 0 0 0 0 9 0 0 9 0 0 0 0 0 0 10 0 0 10 19
01:00 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 4
01:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 0 4 4
01:30 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 3 0 0 3 6
01:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
Total 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 10 0 0 10 17
Grand Total 0 0 0 0 0 0 24 0 0 24 0 0 0 0 0 0 29 0 1 30 54
Apprch %0 0 0 0 0 100 0 0 0 0 0 0 0 96.7 0 3.3
Total %0 0 0 0 0 0 44.4 0 0 44.4 0 0 0 0 0 0 53.7 0 1.9 55.6
From North
Main
From East
Crafts
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 11:30 AM
11:30 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 5
11:45 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 2 0 0 2 6
12:00 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 5 0 0 5 8
12:15 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 5
Total Volume 0 0 0 0 0 0 11 0 0 11 0 0 0 0 0 0 13 0 0 13 24
% App. Total 0 0 0 0 0 100 0 0 0 0 0 0 0 100 0 0
PHF .000 .000 .000 .000 .000 .000 .688 .000 .000 .688 .000 .000 .000 .000 .000 .000 .650 .000 .000 .650 .750
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ Crafts
Site Code : 4
Start Date : 11/2/2019
Page No : 1
N / S: Crafts Avenue
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
From North
Main
From East
Crafts
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 1 3 0 0 4 8
11:15 AM 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 1 2 0 0 3 5
11:30 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 3
11:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 3 0 0 4 5
Total 0 0 0 0 0 0 9 1 0 10 0 0 0 0 0 3 8 0 0 11 21
12:00 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 6 0 0 6 8
12:15 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 3 0 0 3 4
12:30 PM 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 0 2 0 0 2 4
12:45 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 1 0 0 0 1 3
Total 0 0 0 0 0 0 6 1 0 7 0 0 0 0 0 1 11 0 0 12 19
01:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 3 0 0 4 4
01:15 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 2 0 0 2 6
01:30 PM 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 0 3 0 0 3 5
01:45 PM 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 2 2 0 0 4 6
Total 0 0 0 0 0 0 6 2 0 8 0 0 0 0 0 3 10 0 0 13 21
Grand Total 0 0 0 0 0 0 21 4 0 25 0 0 0 0 0 7 29 0 0 36 61
Apprch %0 0 0 0 0 84 16 0 0 0 0 0 19.4 80.6 0 0
Total %0 0 0 0 0 0 34.4 6.6 0 41 0 0 0 0 0 11.5 47.5 0 0 59
From North
Main
From East
Crafts
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 11:00 AM
11:00 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 1 3 0 0 4 8
11:15 AM 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 1 2 0 0 3 5
11:30 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 3
11:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 3 0 0 4 5
Total Volume 0 0 0 0 0 0 9 1 0 10 0 0 0 0 0 3 8 0 0 11 21
% App. Total 0 0 0 0 0 90 10 0 0 0 0 0 27.3 72.7 0 0
PHF .000 .000 .000 .000 .000 .000 .563 .250 .000 .625 .000 .000 .000 .000 .000 .750 .667 .000 .000 .688 .656
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ King & Pleasant
Site Code : 8
Start Date : 11/2/2019
Page No : 1
N / S: King & Pleasant (Route 5 & 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left SW/NE
Peds
Peds App. Total Right Thru Left Peds App. Total Right Thru Left NW/SE
Peds
Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 34 72 6 28 11 151 9 64 29 24 126 9 47 21 39 20 136 13 60 34 26 133 546
11:15 AM 21 62 11 34 12 140 16 77 23 16 132 12 45 27 47 19 150 17 80 44 18 159 581
11:30 AM 33 66 20 37 17 173 12 75 20 16 123 13 66 26 47 23 175 39 65 56 21 181 652
11:45 AM 52 57 16 50 15 190 9 67 24 26 126 15 62 29 39 18 163 30 74 44 25 173 652
Total 140 257 53 149 55 654 46 283 96 82 507 49 220 103 172 80 624 99 279 178 90 646 2431
12:00 PM 26 56 26 59 10 177 22 77 24 21 144 24 55 20 29 16 144 33 59 47 29 168 633
12:15 PM 23 57 14 58 14 166 8 63 24 25 120 12 41 23 53 12 141 28 81 35 34 178 605
12:30 PM 31 58 14 53 12 168 24 72 28 24 148 13 62 30 56 36 197 32 59 32 33 156 669
12:45 PM 29 69 16 76 12 202 12 81 22 29 144 14 48 17 63 7 149 37 71 40 37 185 680
Total 109 240 70 246 48 713 66 293 98 99 556 63 206 90 201 71 631 130 270 154 133 687 2587
01:00 PM 36 72 21 58 24 211 31 75 27 43 176 17 39 14 50 26 146 20 52 34 32 138 671
01:15 PM 21 73 24 77 9 204 38 51 24 17 130 11 44 22 74 14 165 23 67 30 24 144 643
01:30 PM 30 60 11 61 20 182 35 79 29 39 182 9 57 22 58 15 161 36 77 45 25 183 708
01:45 PM 35 62 19 90 10 216 28 50 34 27 139 15 56 19 70 22 182 31 65 36 41 173 710
Total 122 267 75 286 63 813 132 255 114 126 627 52 196 77 252 77 654 110 261 145 122 638 2732
Grand Total 371 764 198 681 166 2180 244 831 308 307 1690 164 622 270 625 228 1909 339 810 477 345 1971 7750
Apprch %17 35 9.1 31.2 7.6 14.4 49.2 18.2 18.2 8.6 32.6 14.1 32.7 11.9 17.2 41.1 24.2 17.5
Total %4.8 9.9 2.6 8.8 2.1 28.1 3.1 10.7 4 4 21.8 2.1 8 3.5 8.1 2.9 24.6 4.4 10.5 6.2 4.5 25.4
PCs and Peds
% PCs and Peds 99.2 99.1 100 100 98.2 99.4 99.2 98.1 100 97.7 98.5 98.2 99.4 99.6 100 99.1 99.5 95.3 97.5 98.3 100 97.8 98.8
Heavy Vehicles
% Heavy Vehicles 0.5 0.7 0 0 0 0.3 0.8 1.2 0 0 0.7 1.8 0.6 0 0 0 0.4 3.2 1.9 1.7 0 1.7 0.8
Bicycles 1 2 0 0 3 6 0 6 0 7 13 0 0 1 0 2 3 5 5 0 0 10 32
% Bicycles 0.3 0.3 0 0 1.8 0.3 0 0.7 0 2.3 0.8 0 0 0.4 0 0.9 0.2 1.5 0.6 0 0 0.5 0.4
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left SW/NE
Peds
Peds App. Total Right Thru Left Peds App. Total Right Thru Left NW/SE
Peds
Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 01:00 PM
01:00 PM 36 72 21 58 24 211 31 75 27 43 176 17 39 14 50 26 146 20 52 34 32 138 671
01:15 PM 21 73 24 77 9 204 38 51 24 17 130 11 44 22 74 14 165 23 67 30 24 144 643
01:30 PM 30 60 11 61 20 182 35 79 29 39 182 9 57 22 58 15 161 36 77 45 25 183 708
01:45 PM 35 62 19 90 10 216 28 50 34 27 139 15 56 19 70 22 182 31 65 36 41 173 710
Total Volume 122 267 75 286 63 813 132 255 114 126 627 52 196 77 252 77 654 110 261 145 122 638 2732
% App. Total 15 32.8 9.2 35.2 7.7 21.1 40.7 18.2 20.1 8 30 11.8 38.5 11.8 17.2 40.9 22.7 19.1
PHF .847 .914 .781 .794 .656 .941 .868 .807 .838 .733 .861 .765 .860 .875 .851 .740 .898 .764 .847 .806 .744 .872 .962
PCs and Peds
% PCs and Peds 100 99.3 100 100 98.4 99.6 98.5 97.3 100 99.2 98.4 96.2 99.5 98.7 100 100 99.4 94.5 98.1 98.6 100 98.0 98.9
Heavy Vehicles
% Heavy Vehicles 0 0.7 0 0 0 0.2 1.5 2.0 0 0 1.1 3.8 0.5 0 0 0 0.5 3.6 1.9 1.4 0 1.7 0.8
Bicycles 0 0 0 0 1 1 0 2 0 1 3 0 0 1 0 0 1 2 0 0 0 2 7
% Bicycles 0 0 0 0 1.6 0.1 0 0.8 0 0.8 0.5 0 0 1.3 0 0 0.2 1.8 0 0 0 0.3 0.3
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ King & Pleasant
Site Code : 8
Start Date : 11/2/2019
Page No : 1
N / S: King & Pleasant (Route 5 & 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left SW/NE
Peds
Peds App. Total Right Thru Left Peds App. Total Right Thru Left NW/SE
Peds
Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 2
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 1 0 0 1 2
11:30 AM 1 0 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 1 0 0 0 1 3
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 3
Total 1 1 0 0 0 2 0 1 0 0 1 0 0 0 0 2 2 1 4 0 0 5 10
12:00 PM 0 0 0 0 2 2 0 1 0 6 7 0 0 0 0 0 0 0 0 0 0 0 9
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 2 2
12:30 PM 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 2
12:45 PM 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 2
Total 0 1 0 0 2 3 0 3 0 6 9 0 0 0 0 0 0 2 1 0 0 3 15
01:00 PM 0 0 0 0 1 1 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 2
01:15 PM 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 0 2 3
01:30 PM 0 0 0 0 0 0 0 0 0 1 1 0 0 1 0 0 1 0 0 0 0 0 2
01:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 1 1 0 2 0 1 3 0 0 1 0 0 1 2 0 0 0 2 7
Grand Total 1 2 0 0 3 6 0 6 0 7 13 0 0 1 0 2 3 5 5 0 0 10 32
Apprch %16.7 33.3 0 0 50 0 46.2 0 53.8 0 0 33.3 0 66.7 50 50 0 0
Total %3.1 6.2 0 0 9.4 18.8 0 18.8 0 21.9 40.6 0 0 3.1 0 6.2 9.4 15.6 15.6 0 0 31.2
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left SW/NE
Peds
Peds App. Total Right Thru Left Peds App. Total Right Thru Left NW/SE
Peds
Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 11:15 AM
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 1 0 0 1 2
11:30 AM 1 0 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 1 0 0 0 1 3
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 3
12:00 PM 0 0 0 0 2 2 0 1 0 6 7 0 0 0 0 0 0 0 0 0 0 0 9
Total Volume 1 0 0 0 2 3 0 2 0 6 8 0 0 0 0 1 1 1 4 0 0 5 17
% App. Total 33.3 0 0 0 66.7 0 25 0 75 0 0 0 0 100 20 80 0 0
PHF .250 .000 .000 .000 .250 .375 .000 .500 .000 .250 .286 .000 .000 .000 .000 .250 .250 .250 .333 .000 .000 .417 .472
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ King & Pleasant
Site Code : 8
Start Date : 11/2/2019
Page No : 1
N / S: King & Pleasant (Route 5 & 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left SW/NE
Peds
Peds App. Total Right Thru Left Peds App. Total Right Thru Left NW/SE
Peds
Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 1 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 3 1 0 0 4 6
11:15 AM 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 1 2 0 3 4
11:30 AM 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 1 0 0 1 2
11:45 AM 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 2 1 0 3 4
Total 0 2 0 0 0 2 0 3 0 0 3 0 0 0 0 0 0 3 5 3 0 11 16
12:00 PM 1 1 0 0 0 2 0 1 0 0 1 0 0 0 0 0 0 2 1 1 0 4 7
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 1 1 2 0 4 5
12:30 PM 1 0 0 0 0 1 0 0 0 0 0 0 2 0 0 0 2 1 2 0 0 3 6
12:45 PM 0 0 0 0 0 0 0 1 0 0 1 0 1 0 0 0 1 0 1 0 0 1 3
Total 2 1 0 0 0 3 0 2 0 0 2 1 3 0 0 0 4 4 5 3 0 12 21
01:00 PM 0 1 0 0 0 1 1 0 0 0 1 0 0 0 0 0 0 2 2 0 0 4 6
01:15 PM 0 0 0 0 0 0 1 3 0 0 4 0 1 0 0 0 1 1 0 1 0 2 7
01:30 PM 0 1 0 0 0 1 0 2 0 0 2 1 0 0 0 0 1 1 2 1 0 4 8
01:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 1 0 0 1 2
Total 0 2 0 0 0 2 2 5 0 0 7 2 1 0 0 0 3 4 5 2 0 11 23
Grand Total 2 5 0 0 0 7 2 10 0 0 12 3 4 0 0 0 7 11 15 8 0 34 60
Apprch %28.6 71.4 0 0 0 16.7 83.3 0 0 42.9 57.1 0 0 0 32.4 44.1 23.5 0
Total %3.3 8.3 0 0 0 11.7 3.3 16.7 0 0 20 5 6.7 0 0 0 11.7 18.3 25 13.3 0 56.7
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left SW/NE
Peds
Peds App. Total Right Thru Left Peds App. Total Right Thru Left NW/SE
Peds
Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 12:45 PM
12:45 PM 0 0 0 0 0 0 0 1 0 0 1 0 1 0 0 0 1 0 1 0 0 1 3
01:00 PM 0 1 0 0 0 1 1 0 0 0 1 0 0 0 0 0 0 2 2 0 0 4 6
01:15 PM 0 0 0 0 0 0 1 3 0 0 4 0 1 0 0 0 1 1 0 1 0 2 7
01:30 PM 0 1 0 0 0 1 0 2 0 0 2 1 0 0 0 0 1 1 2 1 0 4 8
Total Volume 0 2 0 0 0 2 2 6 0 0 8 1 2 0 0 0 3 4 5 2 0 11 24
% App. Total 0 100 0 0 0 25 75 0 0 33.3 66.7 0 0 0 36.4 45.5 18.2 0
PHF .000 .500 .000 .000 .000 .500 .500 .500 .000 .000 .500 .250 .500 .000 .000 .000 .750 .500 .625 .500 .000 .688 .750
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ Masonic
Site Code : 3
Start Date : 11/2/2019
Page No : 1
N / S: Masonic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Masonic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 6 0 1 40 47 14 105 0 15 134 0 0 0 0 0 0 93 4 0 97 278
11:15 AM 9 0 2 51 62 16 84 0 20 120 0 0 0 0 0 0 98 5 0 103 285
11:30 AM 9 0 5 44 58 19 100 0 34 153 0 0 0 0 0 0 117 5 0 122 333
11:45 AM 11 0 3 48 62 16 87 0 36 139 0 0 0 0 0 0 127 8 0 135 336
Total 35 0 11 183 229 65 376 0 105 546 0 0 0 0 0 0 435 22 0 457 1232
12:00 PM 9 0 6 53 68 25 84 0 27 136 0 0 0 0 0 0 119 20 0 139 343
12:15 PM 6 0 10 106 122 22 113 0 37 172 0 0 0 0 0 1 114 14 0 129 423
12:30 PM 14 0 3 105 122 19 79 0 34 132 0 0 0 0 0 0 117 3 0 120 374
12:45 PM 13 0 5 103 121 26 97 0 55 178 0 0 0 0 0 0 127 5 0 132 431
Total 42 0 24 367 433 92 373 0 153 618 0 0 0 0 0 1 477 42 0 520 1571
01:00 PM 10 1 4 79 94 13 92 0 31 136 0 0 0 0 0 0 110 6 0 116 346
01:15 PM 7 0 6 123 136 18 64 0 32 114 0 0 0 0 0 0 132 8 0 140 390
01:30 PM 13 0 9 112 134 20 95 0 51 166 0 0 0 0 0 1 99 8 0 108 408
01:45 PM 8 0 7 113 128 20 97 0 53 170 0 0 0 0 0 0 116 11 0 127 425
Total 38 1 26 427 492 71 348 0 167 586 0 0 0 0 0 1 457 33 0 491 1569
Grand Total 115 1 61 977 1154 228 1097 0 425 1750 0 0 0 0 0 2 1369 97 0 1468 4372
Apprch %10 0.1 5.3 84.7 13 62.7 0 24.3 0 0 0 0 0.1 93.3 6.6 0
Total %2.6 0 1.4 22.3 26.4 5.2 25.1 0 9.7 40 0 0 0 0 0 0 31.3 2.2 0 33.6
PCs and Peds
% PCs and Peds 96.5 100 100 99.6 99.3 96.9 96.9 0 97.6 97.1 0 0 0 0 0 100 96.7 97.9 0 96.8 97.6
Heavy Vehicles 2 0 0 0 2 2 21 0 0 23 0 0 0 0 0 0 33 1 0 34 59
% Heavy Vehicles 1.7 0 0 0 0.2 0.9 1.9 0 0 1.3 0 0 0 0 0 0 2.4 1 0 2.3 1.3
Bicycles 2 0 0 4 6 5 13 0 10 28 0 0 0 0 0 0 12 1 0 13 47
% Bicycles 1.7 0 0 0.4 0.5 2.2 1.2 0 2.4 1.6 0 0 0 0 0 0 0.9 1 0 0.9 1.1
Masonic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 12:45 PM
12:45 PM 13 0 5 103 121 26 97 0 55 178 0 0 0 0 0 0 127 5 0 132 431
01:00 PM 10 1 4 79 94 13 92 0 31 136 0 0 0 0 0 0 110 6 0 116 346
01:15 PM 7 0 6 123 136 18 64 0 32 114 0 0 0 0 0 0 132 8 0 140 390
01:30 PM 13 0 9 112 134 20 95 0 51 166 0 0 0 0 0 1 99 8 0 108 408
Total Volume 43 1 24 417 485 77 348 0 169 594 0 0 0 0 0 1 468 27 0 496 1575
% App. Total 8.9 0.2 4.9 86 13 58.6 0 28.5 0 0 0 0 0.2 94.4 5.4 0
PHF .827 .250 .667 .848 .892 .740 .897 .000 .768 .834 .000 .000 .000 .000 .000 .250 .886 .844 .000 .886 .914
PCs and Peds 43 1 24 416 484 75 334 0 169 578 0 0 0 0 0 1 452 27 0 480 1542
% PCs and Peds 100 100 100 99.8 99.8 97.4 96.0 0 100 97.3 0 0 0 0 0 100 96.6 100 0 96.8 97.9
Heavy Vehicles 0 0 0 0 0 1 7 0 0 8 0 0 0 0 0 0 12 0 0 12 20
% Heavy Vehicles 0 0 0 0 0 1.3 2.0 0 0 1.3 0 0 0 0 0 0 2.6 0 0 2.4 1.3
Bicycles 0 0 0 1 1 1 7 0 0 8 0 0 0 0 0 0 4 0 0 4 13
% Bicycles 0 0 0 0.2 0.2 1.3 2.0 0 0 1.3 0 0 0 0 0 0 0.9 0 0 0.8 0.8
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ Masonic
Site Code : 3
Start Date : 11/2/2019
Page No : 1
N / S: Masonic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
Masonic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 1 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 4
11:15 AM 0 0 0 0 0 2 1 0 0 3 0 0 0 0 0 0 2 0 0 2 5
11:30 AM 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0 0 2 0 0 2 4
11:45 AM 1 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 2
Total 2 0 0 0 2 2 3 0 2 7 0 0 0 0 0 0 6 0 0 6 15
12:00 PM 0 0 0 0 0 0 1 0 1 2 0 0 0 0 0 0 1 1 0 2 4
12:15 PM 0 0 0 1 1 1 1 0 1 3 0 0 0 0 0 0 1 0 0 1 5
12:30 PM 0 0 0 1 1 1 1 0 1 3 0 0 0 0 0 0 0 0 0 0 4
12:45 PM 0 0 0 1 1 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 3
Total 0 0 0 3 3 2 5 0 3 10 0 0 0 0 0 0 2 1 0 3 16
01:00 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 4
01:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
01:30 PM 0 0 0 0 0 1 2 0 0 3 0 0 0 0 0 0 1 0 0 1 4
01:45 PM 0 0 0 1 1 0 0 0 5 5 0 0 0 0 0 0 0 0 0 0 6
Total 0 0 0 1 1 1 5 0 5 11 0 0 0 0 0 0 4 0 0 4 16
Grand Total 2 0 0 4 6 5 13 0 10 28 0 0 0 0 0 0 12 1 0 13 47
Apprch %33.3 0 0 66.7 17.9 46.4 0 35.7 0 0 0 0 0 92.3 7.7 0
Total %4.3 0 0 8.5 12.8 10.6 27.7 0 21.3 59.6 0 0 0 0 0 0 25.5 2.1 0 27.7
Masonic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 12:00 PM
12:00 PM 0 0 0 0 0 0 1 0 1 2 0 0 0 0 0 0 1 1 0 2 4
12:15 PM 0 0 0 1 1 1 1 0 1 3 0 0 0 0 0 0 1 0 0 1 5
12:30 PM 0 0 0 1 1 1 1 0 1 3 0 0 0 0 0 0 0 0 0 0 4
12:45 PM 0 0 0 1 1 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 3
Total Volume 0 0 0 3 3 2 5 0 3 10 0 0 0 0 0 0 2 1 0 3 16
% App. Total 0 0 0 100 20 50 0 30 0 0 0 0 0 66.7 33.3 0
PHF .000 .000 .000 .750 .750 .500 .625 .000 .750 .833 .000 .000 .000 .000 .000 .000 .500 .250 .000 .375 .800
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ Masonic
Site Code : 3
Start Date : 11/2/2019
Page No : 1
N / S: Masonic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Masonic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 0 0 0 0 1 2 0 0 3 0 0 0 0 0 0 2 0 0 2 5
11:15 AM 1 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 3 0 0 3 5
11:30 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 0 0 0 0 4
11:45 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 4 0 0 4 6
Total 1 0 0 0 1 1 9 0 0 10 0 0 0 0 0 0 9 0 0 9 20
12:00 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 5 0 0 5 7
12:15 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
12:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
12:45 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 3
Total 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 10 0 0 10 16
01:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 0 5 5
01:15 PM 0 0 0 0 0 1 3 0 0 4 0 0 0 0 0 0 2 0 0 2 6
01:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 4 0 0 4 6
01:45 PM 1 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 3 1 0 4 6
Total 1 0 0 0 1 1 6 0 0 7 0 0 0 0 0 0 14 1 0 15 23
Grand Total 2 0 0 0 2 2 21 0 0 23 0 0 0 0 0 0 33 1 0 34 59
Apprch %100 0 0 0 8.7 91.3 0 0 0 0 0 0 0 97.1 2.9 0
Total %3.4 0 0 0 3.4 3.4 35.6 0 0 39 0 0 0 0 0 0 55.9 1.7 0 57.6
Masonic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 01:00 PM
01:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 0 5 5
01:15 PM 0 0 0 0 0 1 3 0 0 4 0 0 0 0 0 0 2 0 0 2 6
01:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 4 0 0 4 6
01:45 PM 1 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 3 1 0 4 6
Total Volume 1 0 0 0 1 1 6 0 0 7 0 0 0 0 0 0 14 1 0 15 23
% App. Total 100 0 0 0 14.3 85.7 0 0 0 0 0 0 0 93.3 6.7 0
PHF .250 .000 .000 .000 .250 .250 .500 .000 .000 .438 .000 .000 .000 .000 .000 .000 .700 .250 .000 .750 .958
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ Old South
Site Code : 5
Start Date : 11/2/2019
Page No : 1
N / S: Old South Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
From North
Main
From East
Old South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 0 0 0 0 0 116 0 58 174 35 0 10 33 78 0 96 0 0 96 348
11:15 AM 0 0 0 0 0 0 117 0 54 171 42 0 9 54 105 0 114 0 0 114 390
11:30 AM 0 0 0 0 0 0 127 0 79 206 54 0 15 32 101 0 119 0 0 119 426
11:45 AM 0 0 0 0 0 0 149 0 97 246 44 0 8 77 129 0 138 0 0 138 513
Total 0 0 0 0 0 0 509 0 288 797 175 0 42 196 413 0 467 0 0 467 1677
12:00 PM 0 0 0 0 0 0 129 0 103 232 51 0 17 65 133 0 133 0 0 133 498
12:15 PM 0 0 0 0 0 0 124 0 139 263 40 0 20 104 164 0 134 0 0 134 561
12:30 PM 0 0 0 0 0 0 133 0 96 229 36 0 19 106 161 0 113 0 0 113 503
12:45 PM 0 0 0 0 0 0 133 0 124 257 44 1 18 104 167 0 112 0 0 112 536
Total 0 0 0 0 0 0 519 0 462 981 171 1 74 379 625 0 492 0 0 492 2098
01:00 PM 0 0 0 0 0 0 140 0 109 249 47 0 13 89 149 0 120 0 0 120 518
01:15 PM 0 0 0 0 0 0 112 0 119 231 45 0 19 109 173 0 117 0 0 117 521
01:30 PM 0 0 0 0 0 0 140 0 90 230 40 0 20 98 158 0 114 0 0 114 502
01:45 PM 0 0 0 0 0 0 115 0 122 237 44 0 21 100 165 0 103 0 0 103 505
Total 0 0 0 0 0 0 507 0 440 947 176 0 73 396 645 0 454 0 0 454 2046
Grand Total 0 0 0 0 0 0 1535 0 1190 2725 522 1 189 971 1683 0 1413 0 0 1413 5821
Apprch %0 0 0 0 0 56.3 0 43.7 31 0.1 11.2 57.7 0 100 0 0
Total %0 0 0 0 0 0 26.4 0 20.4 46.8 9 0 3.2 16.7 28.9 0 24.3 0 0 24.3
PCs and Peds
% PCs and Peds 0 0 0 0 0 0 97.7 0 99.8 98.6 98.7 100 96.3 100 99.2 0 96.1 0 0 96.1 98.2
Heavy Vehicles 0 0 0 0 0 0 25 0 1 26 2 0 6 0 8 0 40 0 0 40 74
% Heavy Vehicles 0 0 0 0 0 0 1.6 0 0.1 1 0.4 0 3.2 0 0.5 0 2.8 0 0 2.8 1.3
Bicycles 0 0 0 0 0 0 11 0 1 12 5 0 1 0 6 0 15 0 0 15 33
% Bicycles 0 0 0 0 0 0 0.7 0 0.1 0.4 1 0 0.5 0 0.4 0 1.1 0 0 1.1 0.6
From North
Main
From East
Old South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 12:15 PM
12:15 PM 0 0 0 0 0 0 124 0 139 263 40 0 20 104 164 0 134 0 0 134 561
12:30 PM 0 0 0 0 0 0 133 0 96 229 36 0 19 106 161 0 113 0 0 113 503
12:45 PM 0 0 0 0 0 0 133 0 124 257 44 1 18 104 167 0 112 0 0 112 536
01:00 PM 0 0 0 0 0 0 140 0 109 249 47 0 13 89 149 0 120 0 0 120 518
Total Volume 0 0 0 0 0 0 530 0 468 998 167 1 70 403 641 0 479 0 0 479 2118
% App. Total 0 0 0 0 0 53.1 0 46.9 26.1 0.2 10.9 62.9 0 100 0 0
PHF .000 .000 .000 .000 .000 .000 .946 .000 .842 .949 .888 .250 .875 .950 .960 .000 .894 .000 .000 .894 .944
PCs and Peds 0 0 0 0 0 0 523 0 468 991 163 1 68 403 635 0 462 0 0 462 2088
% PCs and Peds 0 0 0 0 0 0 98.7 0 100 99.3 97.6 100 97.1 100 99.1 0 96.5 0 0 96.5 98.6
Heavy Vehicles 0 0 0 0 0 0 4 0 0 4 1 0 2 0 3 0 12 0 0 12 19
% Heavy Vehicles 0 0 0 0 0 0 0.8 0 0 0.4 0.6 0 2.9 0 0.5 0 2.5 0 0 2.5 0.9
Bicycles 0 0 0 0 0 0 3 0 0 3 3 0 0 0 3 0 5 0 0 5 11
% Bicycles 0 0 0 0 0 0 0.6 0 0 0.3 1.8 0 0 0 0.5 0 1.0 0 0 1.0 0.5
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ Old South
Site Code : 5
Start Date : 11/2/2019
Page No : 1
N / S: Old South Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
From North
Main
From East
Old South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
11:30 AM 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 2 0 0 2 3
11:45 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 3
Total 0 0 0 0 0 0 2 0 1 3 0 0 0 0 0 0 5 0 0 5 8
12:00 PM 0 0 0 0 0 0 3 0 0 3 1 0 0 0 1 0 2 0 0 2 6
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
12:30 PM 0 0 0 0 0 0 2 0 0 2 1 0 0 0 1 0 1 0 0 1 4
12:45 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 2 0 1 0 0 1 3
Total 0 0 0 0 0 0 5 0 0 5 4 0 0 0 4 0 6 0 0 6 15
01:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
01:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
01:30 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 5
01:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 2 0 0 0 0 0 2
Total 0 0 0 0 0 0 4 0 0 4 1 0 1 0 2 0 4 0 0 4 10
Grand Total 0 0 0 0 0 0 11 0 1 12 5 0 1 0 6 0 15 0 0 15 33
Apprch %0 0 0 0 0 91.7 0 8.3 83.3 0 16.7 0 0 100 0 0
Total %0 0 0 0 0 0 33.3 0 3 36.4 15.2 0 3 0 18.2 0 45.5 0 0 45.5
From North
Main
From East
Old South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 11:45 AM
11:45 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 3
12:00 PM 0 0 0 0 0 0 3 0 0 3 1 0 0 0 1 0 2 0 0 2 6
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
12:30 PM 0 0 0 0 0 0 2 0 0 2 1 0 0 0 1 0 1 0 0 1 4
Total Volume 0 0 0 0 0 0 7 0 0 7 2 0 0 0 2 0 6 0 0 6 15
% App. Total 0 0 0 0 0 100 0 0 100 0 0 0 0 100 0 0
PHF .000 .000 .000 .000 .000 .000 .583 .000 .000 .583 .500 .000 .000 .000 .500 .000 .750 .000 .000 .750 .625
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ Old South
Site Code : 5
Start Date : 11/2/2019
Page No : 1
N / S: Old South Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
From North
Main
From East
Old South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 0 0 0 0 0 3 0 0 3 1 0 1 0 2 0 3 0 0 3 8
11:15 AM 0 0 0 0 0 0 3 0 1 4 0 0 0 0 0 0 3 0 0 3 7
11:30 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 0 0 0 0 4
11:45 AM 0 0 0 0 0 0 2 0 0 2 0 0 1 0 1 0 4 0 0 4 7
Total 0 0 0 0 0 0 12 0 1 13 1 0 2 0 3 0 10 0 0 10 26
12:00 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 10 0 0 10 12
12:15 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 6 0 0 6 7
12:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 0 2 0 0 2 4
12:45 PM 0 0 0 0 0 0 2 0 0 2 1 0 1 0 2 0 0 0 0 0 4
Total 0 0 0 0 0 0 6 0 0 6 1 0 2 0 3 0 18 0 0 18 27
01:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 0 4 4
01:15 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 2 0 0 2 6
01:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 1 0 1 0 4 0 0 4 7
01:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 0 2 0 0 2 4
Total 0 0 0 0 0 0 7 0 0 7 0 0 2 0 2 0 12 0 0 12 21
Grand Total 0 0 0 0 0 0 25 0 1 26 2 0 6 0 8 0 40 0 0 40 74
Apprch %0 0 0 0 0 96.2 0 3.8 25 0 75 0 0 100 0 0
Total %0 0 0 0 0 0 33.8 0 1.4 35.1 2.7 0 8.1 0 10.8 0 54.1 0 0 54.1
From North
Main
From East
Old South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 11:15 AM
11:15 AM 0 0 0 0 0 0 3 0 1 4 0 0 0 0 0 0 3 0 0 3 7
11:30 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 0 0 0 0 4
11:45 AM 0 0 0 0 0 0 2 0 0 2 0 0 1 0 1 0 4 0 0 4 7
12:00 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 10 0 0 10 12
Total Volume 0 0 0 0 0 0 11 0 1 12 0 0 1 0 1 0 17 0 0 17 30
% App. Total 0 0 0 0 0 91.7 0 8.3 0 0 100 0 0 100 0 0
PHF .000 .000 .000 .000 .000 .000 .688 .000 .250 .750 .000 .000 .250 .000 .250 .000 .425 .000 .000 .425 .625
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ State & New South
Site Code : 2
Start Date : 11/2/2019
Page No : 1
N / S: State & New South (Route 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left NE/SW
Peds
Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 22 26 2 5 55 14 30 25 7 2 78 21 28 33 11 93 43 28 29 0 100 326
11:15 AM 19 28 5 11 63 5 35 27 4 4 75 20 28 33 5 86 44 49 27 0 120 344
11:30 AM 33 34 4 8 79 9 58 41 9 3 120 45 51 43 10 149 60 73 27 0 160 508
11:45 AM 22 38 9 7 76 7 57 44 11 2 121 43 37 57 8 145 65 99 34 5 203 545
Total 96 126 20 31 273 35 180 137 31 11 394 129 144 166 34 473 212 249 117 5 583 1723
12:00 PM 46 37 3 7 93 14 61 35 14 1 125 41 40 58 24 163 55 89 37 2 183 564
12:15 PM 28 40 2 24 94 6 60 50 20 3 139 35 39 50 34 158 64 73 34 2 173 564
12:30 PM 40 38 4 12 94 6 48 41 14 4 113 37 45 61 40 183 60 77 32 0 169 559
12:45 PM 29 46 1 12 88 12 45 51 8 5 121 47 40 49 22 158 65 61 24 0 150 517
Total 143 161 10 55 369 38 214 177 56 13 498 160 164 218 120 662 244 300 127 4 675 2204
01:00 PM 37 42 5 23 107 9 57 46 18 3 133 35 43 37 27 142 58 72 29 0 159 541
01:15 PM 33 42 6 21 102 8 54 25 15 4 106 32 33 34 30 129 53 95 32 0 180 517
01:30 PM 29 30 11 17 87 7 58 48 10 2 125 44 48 40 49 181 55 61 27 0 143 536
01:45 PM 26 34 5 8 73 5 59 35 24 3 126 32 43 48 45 168 42 79 32 0 153 520
Total 125 148 27 69 369 29 228 154 67 12 490 143 167 159 151 620 208 307 120 0 635 2114
Grand Total 364 435 57 155 1011 102 622 468 154 36 1382 432 475 543 305 1755 664 856 364 9 1893 6041
Apprch %36 43 5.6 15.3 7.4 45 33.9 11.1 2.6 24.6 27.1 30.9 17.4 35.1 45.2 19.2 0.5
Total %6 7.2 0.9 2.6 16.7 1.7 10.3 7.7 2.5 0.6 22.9 7.2 7.9 9 5 29.1 11 14.2 6 0.1 31.3
PCs and Peds 363 433 57 155 1008 100 605 465 153 36 1359 421 472 540 301 1734 661 836 360 9 1866 5967
% PCs and Peds 99.7 99.5 100 100 99.7 98 97.3 99.4 99.4 100 98.3 97.5 99.4 99.4 98.7 98.8 99.5 97.7 98.9 100 98.6 98.8
Heavy Vehicles 1 1 0 0 2 1 13 2 0 0 16 7 2 2 1 12 2 13 4 0 19 49
% Heavy Vehicles 0.3 0.2 0 0 0.2 1 2.1 0.4 0 0 1.2 1.6 0.4 0.4 0.3 0.7 0.3 1.5 1.1 0 1 0.8
Bicycles 0 1 0 0 1 1 4 1 1 0 7 4 1 1 3 9 1 7 0 0 8 25
% Bicycles 0 0.2 0 0 0.1 1 0.6 0.2 0.6 0 0.5 0.9 0.2 0.2 1 0.5 0.2 0.8 0 0 0.4 0.4
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left NE/SW
Peds
Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 11:45 AM
11:45 AM 22 38 9 7 76 7 57 44 11 2 121 43 37 57 8 145 65 99 34 5 203 545
12:00 PM 46 37 3 7 93 14 61 35 14 1 125 41 40 58 24 163 55 89 37 2 183 564
12:15 PM 28 40 2 24 94 6 60 50 20 3 139 35 39 50 34 158 64 73 34 2 173 564
12:30 PM 40 38 4 12 94 6 48 41 14 4 113 37 45 61 40 183 60 77 32 0 169 559
Total Volume 136 153 18 50 357 33 226 170 59 10 498 156 161 226 106 649 244 338 137 9 728 2232
% App. Total
PHF .739 .956 .500 .521 .949 .589 .926 .850 .738 .625 .896 .907 .894 .926 .663 .887 .938 .854 .926 .450 .897 .989
PCs and Peds 136 153 18 50 357 33 220 168 59 10 490 152 159 225 105 641 244 331 133 9 717 2205
% PCs and Peds 100 100 100 100 100 100 97.3 98.8 100 100 98.4 97.4 98.8 99.6 99.1 98.8 100 97.9 97.1 100 98.5 98.8
Heavy Vehicles 0 0 0 0 0 0 4 1 0 0 5 2 2 1 1 6 0 5 4 0 9 20
% Heavy Vehicles 0 0 0 0 0 0 1.8 0.6 0 0 1.0 1.3 1.2 0.4 0.9 0.9 0 1.5 2.9 0 1.2 0.9
Bicycles 0 0 0 0 0 0 2 1 0 0 3 2 0 0 0 2 0 2 0 0 2 7
% Bicycles 0 0 0 0 0 0 0.9 0.6 0 0 0.6 1.3 0 0 0 0.3 0 0.6 0 0 0.3 0.3
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ State & New South
Site Code : 2
Start Date : 11/2/2019
Page No : 1
N / S: State & New South (Route 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left NE/SW
Peds
Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 1 0 0 1 1 0 0 0 1 0 1 0 0 1 3
Total 0 0 0 0 0 1 0 1 0 0 2 1 0 0 0 1 0 1 0 0 1 4
12:00 PM 0 0 0 0 0 0 1 0 0 0 1 1 0 0 0 1 0 1 0 0 1 3
12:15 PM 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 1
Total 0 0 0 0 0 0 2 0 0 0 2 2 0 0 0 2 0 1 0 0 1 5
01:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 2 2
01:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 3
01:30 PM 0 1 0 0 1 0 2 0 0 0 2 0 0 0 3 3 0 1 0 0 1 7
01:45 PM 0 0 0 0 0 0 0 0 1 0 1 1 1 1 0 3 0 0 0 0 0 4
Total 0 1 0 0 1 0 2 0 1 0 3 1 1 1 3 6 1 5 0 0 6 16
Grand Total 0 1 0 0 1 1 4 1 1 0 7 4 1 1 3 9 1 7 0 0 8 25
Apprch %0 100 0 0 14.3 57.1 14.3 14.3 0 44.4 11.1 11.1 33.3 12.5 87.5 0 0
Total %0 4 0 0 4 4 16 4 4 0 28 16 4 4 12 36 4 28 0 0 32
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left NE/SW
Peds
Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 01:00 PM
01:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 2 2
01:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 3
01:30 PM 0 1 0 0 1 0 2 0 0 0 2 0 0 0 3 3 0 1 0 0 1 7
01:45 PM 0 0 0 0 0 0 0 0 1 0 1 1 1 1 0 3 0 0 0 0 0 4
Total Volume 0 1 0 0 1 0 2 0 1 0 3 1 1 1 3 6 1 5 0 0 6 16
% App. Total
PHF .000 .250 .000 .000 .250 .000 .250 .000 .250 .000 .375 .250 .250 .250 .250 .500 .250 .417 .000 .000 .500 .571
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ State & New South
Site Code : 2
Start Date : 11/2/2019
Page No : 1
N / S: State & New South (Route 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left NE/SW
Peds
Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
11:15 AM 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
11:30 AM 1 0 0 0 1 0 3 0 0 0 3 0 0 0 0 0 0 0 0 0 0 4
11:45 AM 0 0 0 0 0 0 1 0 0 0 1 2 0 1 0 3 0 3 0 0 3 7
Total 1 0 0 0 1 0 6 0 0 0 6 2 0 1 0 3 0 3 0 0 3 13
12:00 PM 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
12:15 PM 0 0 0 0 0 0 1 0 0 0 1 0 1 0 1 2 0 0 3 0 3 6
12:30 PM 0 0 0 0 0 0 2 0 0 0 2 0 1 0 0 1 0 0 1 0 1 4
12:45 PM 0 0 0 0 0 1 1 0 0 0 2 1 0 0 0 1 1 1 0 0 2 5
Total 0 0 0 0 0 1 4 1 0 0 6 1 2 0 1 4 1 3 4 0 8 18
01:00 PM 0 1 0 0 1 0 0 0 0 0 0 1 0 1 0 2 0 2 0 0 2 5
01:15 PM 0 0 0 0 0 0 1 0 0 0 1 2 0 0 0 2 1 2 0 0 3 6
01:30 PM 0 0 0 0 0 0 1 0 0 0 1 1 0 0 0 1 0 1 0 0 1 3
01:45 PM 0 0 0 0 0 0 1 1 0 0 2 0 0 0 0 0 0 2 0 0 2 4
Total 0 1 0 0 1 0 3 1 0 0 4 4 0 1 0 5 1 7 0 0 8 18
Grand Total 1 1 0 0 2 1 13 2 0 0 16 7 2 2 1 12 2 13 4 0 19 49
Apprch %50 50 0 0 6.2 81.2 12.5 0 0 58.3 16.7 16.7 8.3 10.5 68.4 21.1 0
Total %2 2 0 0 4.1 2 26.5 4.1 0 0 32.7 14.3 4.1 4.1 2 24.5 4.1 26.5 8.2 0 38.8
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left NE/SW
Peds
Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 11:30 AM
11:30 AM 1 0 0 0 1 0 3 0 0 0 3 0 0 0 0 0 0 0 0 0 0 4
11:45 AM 0 0 0 0 0 0 1 0 0 0 1 2 0 1 0 3 0 3 0 0 3 7
12:00 PM 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
12:15 PM 0 0 0 0 0 0 1 0 0 0 1 0 1 0 1 2 0 0 3 0 3 6
Total Volume 1 0 0 0 1 0 5 1 0 0 6 2 1 1 1 5 0 5 3 0 8 20
% App. Total
PHF .250 .000 .000 .000 .250 .000 .417 .250 .000 .000 .500 .250 .250 .250 .250 .417 .000 .417 .250 .000 .667 .714
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ Strong
Site Code : 9
Start Date : 11/2/2019
Page No : 1
N / S: Strong Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Parking
From North
Main
From East
Strong
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 1 0 0 32 33 3 96 8 0 107 31 2 3 20 56 6 79 1 11 97 293
11:15 AM 2 0 1 40 43 4 93 12 0 109 19 1 4 34 58 8 93 2 21 124 334
11:30 AM 1 1 1 52 55 4 99 11 0 114 26 0 6 29 61 9 87 0 14 110 340
11:45 AM 6 0 0 62 68 7 91 9 0 107 29 0 4 33 66 9 98 4 39 150 391
Total 10 1 2 186 199 18 379 40 0 437 105 3 17 116 241 32 357 7 85 481 1358
12:00 PM 6 0 4 55 65 2 95 10 0 107 33 2 8 32 75 3 104 1 13 121 368
12:15 PM 1 0 2 45 48 4 87 6 0 97 26 0 9 31 66 6 106 3 22 137 348
12:30 PM 1 0 1 60 62 3 103 8 4 118 37 0 13 32 82 8 84 1 29 122 384
12:45 PM 2 0 0 41 43 1 108 9 0 118 25 1 7 26 59 12 86 1 32 131 351
Total 10 0 7 201 218 10 393 33 4 440 121 3 37 121 282 29 380 6 96 511 1451
01:00 PM 0 0 1 54 55 6 120 6 2 134 34 1 6 35 76 10 89 1 33 133 398
01:15 PM 5 1 0 52 58 4 109 9 0 122 35 1 5 37 78 9 101 3 44 157 415
01:30 PM 1 0 2 64 67 7 120 6 0 133 39 0 7 39 85 8 86 1 40 135 420
01:45 PM 1 0 0 95 96 5 106 12 0 123 28 0 5 48 81 14 81 3 75 173 473
Total 7 1 3 265 276 22 455 33 2 512 136 2 23 159 320 41 357 8 192 598 1706
Grand Total 27 2 12 652 693 50 1227 106 6 1389 362 8 77 396 843 102 1094 21 373 1590 4515
Apprch %3.9 0.3 1.7 94.1 3.6 88.3 7.6 0.4 42.9 0.9 9.1 47 6.4 68.8 1.3 23.5
Total %0.6 0 0.3 14.4 15.3 1.1 27.2 2.3 0.1 30.8 8 0.2 1.7 8.8 18.7 2.3 24.2 0.5 8.3 35.2
PCs and Peds
% PCs and Peds 100 100 100 100 100 100 98.2 100 100 98.4 100 100 100 100 100 100 98.1 100 100 98.7 99
Heavy Vehicles 0 0 0 0 0 0 15 0 0 15 0 0 0 0 0 0 14 0 0 14 29
% Heavy Vehicles 0 0 0 0 0 0 1.2 0 0 1.1 0 0 0 0 0 0 1.3 0 0 0.9 0.6
Bicycles 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 7 0 0 7 14
% Bicycles 0 0 0 0 0 0 0.6 0 0 0.5 0 0 0 0 0 0 0.6 0 0 0.4 0.3
Parking
From North
Main
From East
Strong
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 01:00 PM
01:00 PM 0 0 1 54 55 6 120 6 2 134 34 1 6 35 76 10 89 1 33 133 398
01:15 PM 5 1 0 52 58 4 109 9 0 122 35 1 5 37 78 9 101 3 44 157 415
01:30 PM 1 0 2 64 67 7 120 6 0 133 39 0 7 39 85 8 86 1 40 135 420
01:45 PM 1 0 0 95 96 5 106 12 0 123 28 0 5 48 81 14 81 3 75 173 473
Total Volume 7 1 3 265 276 22 455 33 2 512 136 2 23 159 320 41 357 8 192 598 1706
% App. Total 2.5 0.4 1.1 96 4.3 88.9 6.4 0.4 42.5 0.6 7.2 49.7 6.9 59.7 1.3 32.1
PHF .350 .250 .375 .697 .719 .786 .948 .688 .250 .955 .872 .500 .821 .828 .941 .732 .884 .667 .640 .864 .902
PCs and Peds 7 1 3 265 276 22 445 33 2 502 136 2 23 159 320 41 350 8 192 591 1689
% PCs and Peds 100 100 100 100 100 100 97.8 100 100 98.0 100 100 100 100 100 100 98.0 100 100 98.8 99.0
Heavy Vehicles 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 5 0 0 5 12
% Heavy Vehicles 0 0 0 0 0 0 1.5 0 0 1.4 0 0 0 0 0 0 1.4 0 0 0.8 0.7
Bicycles 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 5
% Bicycles 0 0 0 0 0 0 0.7 0 0 0.6 0 0 0 0 0 0 0.6 0 0 0.3 0.3
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ Strong
Site Code : 9
Start Date : 11/2/2019
Page No : 1
N / S: Strong Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
Parking
From North
Main
From East
Strong
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
Total 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 3
12:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
Total 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 4 0 0 4 6
01:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
01:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
01:30 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 4
01:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 5
Grand Total 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 7 0 0 7 14
Apprch %0 0 0 0 0 100 0 0 0 0 0 0 0 100 0 0
Total %0 0 0 0 0 0 50 0 0 50 0 0 0 0 0 0 50 0 0 50
Parking
From North
Main
From East
Strong
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 11:45 AM
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
12:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
Total Volume 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 4 0 0 4 6
% App. Total 0 0 0 0 0 100 0 0 0 0 0 0 0 100 0 0
PHF .000 .000 .000 .000 .000 .000 .500 .000 .000 .500 .000 .000 .000 .000 .000 .000 .500 .000 .000 .500 .500
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ Strong
Site Code : 9
Start Date : 11/2/2019
Page No : 1
N / S: Strong Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Parking
From North
Main
From East
Strong
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
11:15 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
11:30 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 3
11:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
Total 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 5 0 0 5 11
12:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 3
12:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
Total 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 4 0 0 4 6
01:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
01:15 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 0 0 0 0 4
01:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4
01:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
Total 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 5 0 0 5 12
Grand Total 0 0 0 0 0 0 15 0 0 15 0 0 0 0 0 0 14 0 0 14 29
Apprch %0 0 0 0 0 100 0 0 0 0 0 0 0 100 0 0
Total %0 0 0 0 0 0 51.7 0 0 51.7 0 0 0 0 0 0 48.3 0 0 48.3
Parking
From North
Main
From East
Strong
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 12:45 PM
12:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
01:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
01:15 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 0 0 0 0 4
01:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4
Total Volume 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 0 4 0 0 4 12
% App. Total 0 0 0 0 0 100 0 0 0 0 0 0 0 100 0 0
PHF .000 .000 .000 .000 .000 .000 .500 .000 .000 .500 .000 .000 .000 .000 .000 .000 .500 .000 .000 .500 .750
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ West
Site Code : 1
Start Date : 11/2/2019
Page No : 1
N / S: West Street (Route 66)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 0 0 0 0 0 53 83 0 136 67 0 36 0 103 18 98 0 8 124 363
11:15 AM 0 0 0 0 0 0 61 62 0 123 87 0 32 4 123 21 89 0 4 114 360
11:30 AM 0 0 0 0 0 0 52 80 0 132 77 0 27 0 104 16 85 0 3 104 340
11:45 AM 0 0 0 0 0 0 76 57 0 133 63 0 37 0 100 16 109 0 4 129 362
Total 0 0 0 0 0 0 242 282 0 524 294 0 132 4 430 71 381 0 19 471 1425
12:00 PM 0 0 0 0 0 0 66 77 0 143 72 0 33 6 111 18 94 0 8 120 374
12:15 PM 0 0 0 0 0 0 41 90 0 131 61 0 43 7 111 7 93 0 9 109 351
12:30 PM 0 0 0 0 0 0 74 70 0 144 75 0 31 9 115 13 83 0 23 119 378
12:45 PM 0 0 0 0 0 0 64 63 0 127 57 0 26 3 86 12 87 0 5 104 317
Total 0 0 0 0 0 0 245 300 0 545 265 0 133 25 423 50 357 0 45 452 1420
01:00 PM 0 0 0 0 0 0 57 78 0 135 69 0 33 10 112 14 84 0 8 106 353
01:15 PM 0 0 0 0 0 0 44 66 0 110 78 0 16 5 99 14 91 0 17 122 331
01:30 PM 0 0 0 0 0 0 56 57 0 113 68 0 20 4 92 18 72 0 23 113 318
01:45 PM 0 0 0 0 0 0 59 65 0 124 83 0 12 4 99 12 79 0 18 109 332
Total 0 0 0 0 0 0 216 266 0 482 298 0 81 23 402 58 326 0 66 450 1334
Grand Total 0 0 0 0 0 0 703 848 0 1551 857 0 346 52 1255 179 1064 0 130 1373 4179
Apprch %0 0 0 0 0 45.3 54.7 0 68.3 0 27.6 4.1 13 77.5 0 9.5
Total %0 0 0 0 0 0 16.8 20.3 0 37.1 20.5 0 8.3 1.2 30 4.3 25.5 0 3.1 32.9
PCs and Peds
% PCs and Peds 0 0 0 0 0 0 96 98.5 0 97.4 98.4 0 98.3 100 98.4 98.3 96.1 0 99.2 96.7 97.5
Heavy Vehicles 0 0 0 0 0 0 19 9 0 28 10 0 5 0 15 1 27 0 0 28 71
% Heavy Vehicles 0 0 0 0 0 0 2.7 1.1 0 1.8 1.2 0 1.4 0 1.2 0.6 2.5 0 0 2 1.7
Bicycles 0 0 0 0 0 0 9 4 0 13 4 0 1 0 5 2 14 0 1 17 35
% Bicycles 0 0 0 0 0 0 1.3 0.5 0 0.8 0.5 0 0.3 0 0.4 1.1 1.3 0 0.8 1.2 0.8
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 11:45 AM
11:45 AM 0 0 0 0 0 0 76 57 0 133 63 0 37 0 100 16 109 0 4 129 362
12:00 PM 0 0 0 0 0 0 66 77 0 143 72 0 33 6 111 18 94 0 8 120 374
12:15 PM 0 0 0 0 0 0 41 90 0 131 61 0 43 7 111 7 93 0 9 109 351
12:30 PM 0 0 0 0 0 0 74 70 0 144 75 0 31 9 115 13 83 0 23 119 378
Total Volume 0 0 0 0 0 0 257 294 0 551 271 0 144 22 437 54 379 0 44 477 1465
% App. Total 0 0 0 0 0 46.6 53.4 0 62 0 33 5 11.3 79.5 0 9.2
PHF .000 .000 .000 .000 .000 .000 .845 .817 .000 .957 .903 .000 .837 .611 .950 .750 .869 .000 .478 .924 .969
PCs and Peds 0 0 0 0 0 0 251 288 0 539 268 0 142 22 432 54 360 0 44 458 1429
% PCs and Peds 0 0 0 0 0 0 97.7 98.0 0 97.8 98.9 0 98.6 100 98.9 100 95.0 0 100 96.0 97.5
Heavy Vehicles 0 0 0 0 0 0 5 3 0 8 1 0 1 0 2 0 12 0 0 12 22
% Heavy Vehicles 0 0 0 0 0 0 1.9 1.0 0 1.5 0.4 0 0.7 0 0.5 0 3.2 0 0 2.5 1.5
Bicycles 0 0 0 0 0 0 1 3 0 4 2 0 1 0 3 0 7 0 0 7 14
% Bicycles 0 0 0 0 0 0 0.4 1.0 0 0.7 0.7 0 0.7 0 0.7 0 1.8 0 0 1.5 1.0
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ West
Site Code : 1
Start Date : 11/2/2019
Page No : 1
N / S: West Street (Route 66)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 2 0 0 2 3
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 2 2
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1
11:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
Total 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 1 5 0 1 7 9
12:00 PM 0 0 0 0 0 0 0 1 0 1 0 0 1 0 1 0 1 0 0 1 3
12:15 PM 0 0 0 0 0 0 0 1 0 1 1 0 0 0 1 0 2 0 0 2 4
12:30 PM 0 0 0 0 0 0 0 1 0 1 1 0 0 0 1 0 2 0 0 2 4
12:45 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 1 1 0 0 2 5
Total 0 0 0 0 0 0 3 3 0 6 2 0 1 0 3 1 6 0 0 7 16
01:00 PM 0 0 0 0 0 0 3 0 0 3 1 0 0 0 1 0 0 0 0 0 4
01:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 3
*** BREAK ***
01:45 PM 0 0 0 0 0 0 2 0 0 2 1 0 0 0 1 0 0 0 0 0 3
Total 0 0 0 0 0 0 5 0 0 5 2 0 0 0 2 0 3 0 0 3 10
Grand Total 0 0 0 0 0 0 9 4 0 13 4 0 1 0 5 2 14 0 1 17 35
Apprch %0 0 0 0 0 69.2 30.8 0 80 0 20 0 11.8 82.4 0 5.9
Total %0 0 0 0 0 0 25.7 11.4 0 37.1 11.4 0 2.9 0 14.3 5.7 40 0 2.9 48.6
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 12:15 PM
12:15 PM 0 0 0 0 0 0 0 1 0 1 1 0 0 0 1 0 2 0 0 2 4
12:30 PM 0 0 0 0 0 0 0 1 0 1 1 0 0 0 1 0 2 0 0 2 4
12:45 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 1 1 0 0 2 5
01:00 PM 0 0 0 0 0 0 3 0 0 3 1 0 0 0 1 0 0 0 0 0 4
Total Volume 0 0 0 0 0 0 6 2 0 8 3 0 0 0 3 1 5 0 0 6 17
% App. Total 0 0 0 0 0 75 25 0 100 0 0 0 16.7 83.3 0 0
PHF .000 .000 .000 .000 .000 .000 .500 .500 .000 .667 .750 .000 .000 .000 .750 .250 .625 .000 .000 .750 .850
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : Sat Peak - Main @ West
Site Code : 1
Start Date : 11/2/2019
Page No : 1
N / S: West Street (Route 66)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
11:00 AM 0 0 0 0 0 0 2 1 0 3 3 0 2 0 5 0 1 0 0 1 9
11:15 AM 0 0 0 0 0 0 1 1 0 2 1 0 0 0 1 1 2 0 0 3 6
11:30 AM 0 0 0 0 0 0 4 4 0 8 0 0 1 0 1 0 1 0 0 1 10
11:45 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 5 0 0 5 8
Total 0 0 0 0 0 0 10 6 0 16 4 0 3 0 7 1 9 0 0 10 33
12:00 PM 0 0 0 0 0 0 1 1 0 2 1 0 0 0 1 0 2 0 0 2 5
12:15 PM 0 0 0 0 0 0 1 1 0 2 0 0 1 0 1 0 4 0 0 4 7
12:30 PM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 1 0 0 1 2
12:45 PM 0 0 0 0 0 0 2 0 0 2 1 0 0 0 1 0 2 0 0 2 5
Total 0 0 0 0 0 0 4 3 0 7 2 0 1 0 3 0 9 0 0 9 19
01:00 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 1 0 0 1 2
01:15 PM 0 0 0 0 0 0 2 0 0 2 1 0 0 0 1 0 4 0 0 4 7
01:30 PM 0 0 0 0 0 0 2 0 0 2 1 0 0 0 1 0 1 0 0 1 4
01:45 PM 0 0 0 0 0 0 1 0 0 1 1 0 1 0 2 0 3 0 0 3 6
Total 0 0 0 0 0 0 5 0 0 5 4 0 1 0 5 0 9 0 0 9 19
Grand Total 0 0 0 0 0 0 19 9 0 28 10 0 5 0 15 1 27 0 0 28 71
Apprch %0 0 0 0 0 67.9 32.1 0 66.7 0 33.3 0 3.6 96.4 0 0
Total %0 0 0 0 0 0 26.8 12.7 0 39.4 14.1 0 7 0 21.1 1.4 38 0 0 39.4
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 11:00 AM
11:00 AM 0 0 0 0 0 0 2 1 0 3 3 0 2 0 5 0 1 0 0 1 9
11:15 AM 0 0 0 0 0 0 1 1 0 2 1 0 0 0 1 1 2 0 0 3 6
11:30 AM 0 0 0 0 0 0 4 4 0 8 0 0 1 0 1 0 1 0 0 1 10
11:45 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 5 0 0 5 8
Total Volume 0 0 0 0 0 0 10 6 0 16 4 0 3 0 7 1 9 0 0 10 33
% App. Total 0 0 0 0 0 62.5 37.5 0 57.1 0 42.9 0 10 90 0 0
PHF .000 .000 .000 .000 .000 .000 .625 .375 .000 .500 .333 .000 .375 .000 .350 .250 .450 .000 .000 .500 .825
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : AM Peak - Bridge @ Market & Hawley
Site Code : 10
Start Date : 9/25/2019
Page No : 1
N / S: Market & Hawley
E / W: Bridge Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
08:00 AM 12 4 6 4 26 5 69 1 6 81 8 17 5 7 37 4 133 9 3 149 293
08:15 AM 7 13 10 4 34 3 86 3 3 95 6 9 8 3 26 6 104 7 1 118 273
08:30 AM 11 13 11 3 38 3 68 3 11 85 11 12 2 5 30 6 131 14 1 152 305
08:45 AM 21 7 13 9 50 9 99 5 6 119 9 9 5 8 31 3 89 11 8 111 311
Total 51 37 40 20 148 20 322 12 26 380 34 47 20 23 124 19 457 41 13 530 1182
Grand Total 51 37 40 20 148 20 322 12 26 380 34 47 20 23 124 19 457 41 13 530 1182
Apprch %34.5 25 27 13.5 5.3 84.7 3.2 6.8 27.4 37.9 16.1 18.5 3.6 86.2 7.7 2.5
Total %4.3 3.1 3.4 1.7 12.5 1.7 27.2 1 2.2 32.1 2.9 4 1.7 1.9 10.5 1.6 38.7 3.5 1.1 44.8
PCs and Peds 47 34 37 20 138 20 299 11 26 356 34 45 16 23 118 18 434 37 13 502 1114
% PCs and Peds 92.2 91.9 92.5 100 93.2 100 92.9 91.7 100 93.7 100 95.7 80 100 95.2 94.7 95 90.2 100 94.7 94.2
Heavy Vehicles 1 2 1 0 4 0 21 1 0 22 0 1 1 0 2 0 20 3 0 23 51
% Heavy Vehicles 2 5.4 2.5 0 2.7 0 6.5 8.3 0 5.8 0 2.1 5 0 1.6 0 4.4 7.3 0 4.3 4.3
Bicycles 3 1 2 0 6 0 2 0 0 2 0 1 3 0 4 1 3 1 0 5 17
% Bicycles 5.9 2.7 5 0 4.1 0 0.6 0 0 0.5 0 2.1 15 0 3.2 5.3 0.7 2.4 0 0.9 1.4
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 08:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 12 4 6 4 26 5 69 1 6 81 8 17 5 7 37 4 133 9 3 149 293
08:15 AM 7 13 10 4 34 3 86 3 3 95 6 9 8 3 26 6 104 7 1 118 273
08:30 AM 11 13 11 3 38 3 68 3 11 85 11 12 2 5 30 6 131 14 1 152 305
08:45 AM 21 7 13 9 50 9 99 5 6 119 9 9 5 8 31 3 89 11 8 111 311
Total Volume 51 37 40 20 148 20 322 12 26 380 34 47 20 23 124 19 457 41 13 530 1182
% App. Total 34.5 25 27 13.5 5.3 84.7 3.2 6.8 27.4 37.9 16.1 18.5 3.6 86.2 7.7 2.5
PHF .607 .712 .769 .556 .740 .556 .813 .600 .591 .798 .773 .691 .625 .719 .838 .792 .859 .732 .406 .872 .950
PCs and Peds
% PCs and Peds 92.2 91.9 92.5 100 93.2 100 92.9 91.7 100 93.7 100 95.7 80.0 100 95.2 94.7 95.0 90.2 100 94.7 94.2
Heavy Vehicles 1 2 1 0 4 0 21 1 0 22 0 1 1 0 2 0 20 3 0 23 51
% Heavy Vehicles 2.0 5.4 2.5 0 2.7 0 6.5 8.3 0 5.8 0 2.1 5.0 0 1.6 0 4.4 7.3 0 4.3 4.3
Bicycles 3 1 2 0 6 0 2 0 0 2 0 1 3 0 4 1 3 1 0 5 17
% Bicycles 5.9 2.7 5.0 0 4.1 0 0.6 0 0 0.5 0 2.1 15.0 0 3.2 5.3 0.7 2.4 0 0.9 1.4
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : AM Peak - Bridge @ Market & Hawley
Site Code : 10
Start Date : 9/25/2019
Page No : 1
N / S: Market & Hawley
E / W: Bridge Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
08:00 AM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 5 1 0 6 11
08:15 AM 0 0 0 0 0 0 6 1 0 7 0 0 1 0 1 0 7 1 0 8 16
08:30 AM 0 2 0 0 2 0 4 0 0 4 0 1 0 0 1 0 5 0 0 5 12
08:45 AM 1 0 1 0 2 0 6 0 0 6 0 0 0 0 0 0 3 1 0 4 12
Total 1 2 1 0 4 0 21 1 0 22 0 1 1 0 2 0 20 3 0 23 51
Grand Total 1 2 1 0 4 0 21 1 0 22 0 1 1 0 2 0 20 3 0 23 51
Apprch %25 50 25 0 0 95.5 4.5 0 0 50 50 0 0 87 13 0
Total %2 3.9 2 0 7.8 0 41.2 2 0 43.1 0 2 2 0 3.9 0 39.2 5.9 0 45.1
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 08:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 5 1 0 6 11
08:15 AM 0 0 0 0 0 0 6 1 0 7 0 0 1 0 1 0 7 1 0 8 16
08:30 AM 0 2 0 0 2 0 4 0 0 4 0 1 0 0 1 0 5 0 0 5 12
08:45 AM 1 0 1 0 2 0 6 0 0 6 0 0 0 0 0 0 3 1 0 4 12
Total Volume 1 2 1 0 4 0 21 1 0 22 0 1 1 0 2 0 20 3 0 23 51
% App. Total 25 50 25 0 0 95.5 4.5 0 0 50 50 0 0 87 13 0
PHF .250 .250 .250 .000 .500 .000 .875 .250 .000 .786 .000 .250 .250 .000 .500 .000 .714 .750 .000 .719 .797
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : AM Peak - Main @ Center
Site Code : 6
Start Date : 11/6/2019
Page No : 1
N / S: Center Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Center
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 9 0 6 2 17 9 60 0 0 69 0 0 0 0 0 0 94 6 9 109 195
07:15 AM 8 0 10 1 19 10 61 0 0 71 0 0 0 0 0 0 91 2 6 99 189
07:30 AM 7 0 11 2 20 15 82 0 0 97 0 0 0 0 0 0 135 5 3 143 260
07:45 AM 12 0 13 4 29 18 97 0 0 115 0 0 0 0 0 0 179 11 9 199 343
Total 36 0 40 9 85 52 300 0 0 352 0 0 0 0 0 0 499 24 27 550 987
08:00 AM 19 0 13 9 41 14 97 0 0 111 0 0 0 0 0 0 186 13 10 209 361
08:15 AM 19 0 22 5 46 33 85 0 0 118 0 0 0 0 0 0 141 18 9 168 332
08:30 AM 18 0 15 2 35 30 96 0 0 126 0 0 0 0 0 0 155 12 18 185 346
08:45 AM 15 0 26 3 44 25 105 0 0 130 0 0 0 0 0 0 124 17 15 156 330
Total 71 0 76 19 166 102 383 0 0 485 0 0 0 0 0 0 606 60 52 718 1369
Grand Total 107 0 116 28 251 154 683 0 0 837 0 0 0 0 0 0 1105 84 79 1268 2356
Apprch %42.6 0 46.2 11.2 18.4 81.6 0 0 0 0 0 0 0 87.1 6.6 6.2
Total %4.5 0 4.9 1.2 10.7 6.5 29 0 0 35.5 0 0 0 0 0 0 46.9 3.6 3.4 53.8
PCs and Peds
% PCs and Peds 98.1 0 98.3 96.4 98 97.4 94.6 0 0 95.1 0 0 0 0 0 0 94.3 97.6 98.7 94.8 95.2
Heavy Vehicles 2 0 2 0 4 4 34 0 0 38 0 0 0 0 0 0 56 0 0 56 98
% Heavy Vehicles 1.9 0 1.7 0 1.6 2.6 5 0 0 4.5 0 0 0 0 0 0 5.1 0 0 4.4 4.2
Bicycles 0 0 0 1 1 0 3 0 0 3 0 0 0 0 0 0 7 2 1 10 14
% Bicycles 0 0 0 3.6 0.4 0 0.4 0 0 0.4 0 0 0 0 0 0 0.6 2.4 1.3 0.8 0.6
Center
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:30 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 12 0 13 4 29 18 97 0 0 115 0 0 0 0 0 0 179 11 9 199 343
08:00 AM 19 0 13 9 41 14 97 0 0 111 0 0 0 0 0 0 186 13 10 209 361
08:15 AM 19 0 22 5 46 33 85 0 0 118 0 0 0 0 0 0 141 18 9 168 332
08:30 AM 18 0 15 2 35 30 96 0 0 126 0 0 0 0 0 0 155 12 18 185 346
Total Volume 68 0 63 20 151 95 375 0 0 470 0 0 0 0 0 0 661 54 46 761 1382
% App. Total 45 0 41.7 13.2 20.2 79.8 0 0 0 0 0 0 0 86.9 7.1 6
PHF .895 .000 .716 .556 .821 .720 .966 .000 .000 .933 .000 .000 .000 .000 .000 .000 .888 .750 .639 .910 .957
PCs and Peds 67 0 63 19 149 93 357 0 0 450 0 0 0 0 0 0 629 52 46 727 1326
% PCs and Peds 98.5 0 100 95.0 98.7 97.9 95.2 0 0 95.7 0 0 0 0 0 0 95.2 96.3 100 95.5 95.9
Heavy Vehicles 1 0 0 0 1 2 17 0 0 19 0 0 0 0 0 0 30 0 0 30 50
% Heavy Vehicles 1.5 0 0 0 0.7 2.1 4.5 0 0 4.0 0 0 0 0 0 0 4.5 0 0 3.9 3.6
Bicycles 0 0 0 1 1 0 1 0 0 1 0 0 0 0 0 0 2 2 0 4 6
% Bicycles 0 0 0 5.0 0.7 0 0.3 0 0 0.2 0 0 0 0 0 0 0.3 3.7 0 0.5 0.4
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : AM Peak - Main @ Center
Site Code : 6
Start Date : 11/6/2019
Page No : 1
N / S: Center Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Center
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 0 9 0 0 9 17
07:15 AM 0 0 0 0 0 1 3 0 0 4 0 0 0 0 0 0 10 0 0 10 14
07:30 AM 0 0 2 0 2 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 7
07:45 AM 1 0 0 0 1 0 3 0 0 3 0 0 0 0 0 0 12 0 0 12 16
Total 1 0 2 0 3 1 17 0 0 18 0 0 0 0 0 0 33 0 0 33 54
08:00 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 9 0 0 9 12
08:15 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 5
08:30 AM 0 0 0 0 0 2 9 0 0 11 0 0 0 0 0 0 6 0 0 6 17
08:45 AM 1 0 0 0 1 1 3 0 0 4 0 0 0 0 0 0 5 0 0 5 10
Total 1 0 0 0 1 3 17 0 0 20 0 0 0 0 0 0 23 0 0 23 44
Grand Total 2 0 2 0 4 4 34 0 0 38 0 0 0 0 0 0 56 0 0 56 98
Apprch %50 0 50 0 10.5 89.5 0 0 0 0 0 0 0 100 0 0
Total %2 0 2 0 4.1 4.1 34.7 0 0 38.8 0 0 0 0 0 0 57.1 0 0 57.1
Center
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:30 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:00 AM
07:00 AM 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 0 9 0 0 9 17
07:15 AM 0 0 0 0 0 1 3 0 0 4 0 0 0 0 0 0 10 0 0 10 14
07:30 AM 0 0 2 0 2 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 7
07:45 AM 1 0 0 0 1 0 3 0 0 3 0 0 0 0 0 0 12 0 0 12 16
Total Volume 1 0 2 0 3 1 17 0 0 18 0 0 0 0 0 0 33 0 0 33 54
% App. Total 33.3 0 66.7 0 5.6 94.4 0 0 0 0 0 0 0 100 0 0
PHF .250 .000 .250 .000 .375 .250 .531 .000 .000 .563 .000 .000 .000 .000 .000 .000 .688 .000 .000 .688 .794
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : AM Peak - Main @ Center
Site Code : 6
Start Date : 11/6/2019
Page No : 1
N / S: Center Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
Center
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 3
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2 2
08:15 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 1 0 1 2
08:30 AM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
08:45 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 3 0 1 4 6
Total 0 0 0 1 1 0 3 0 0 3 0 0 0 0 0 0 4 2 1 7 11
Grand Total 0 0 0 1 1 0 3 0 0 3 0 0 0 0 0 0 7 2 1 10 14
Apprch %0 0 0 100 0 100 0 0 0 0 0 0 0 70 20 10
Total %0 0 0 7.1 7.1 0 21.4 0 0 21.4 0 0 0 0 0 0 50 14.3 7.1 71.4
Center
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:30 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2 2
08:15 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 1 0 1 2
08:30 AM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
Total Volume 0 0 0 1 1 0 1 0 0 1 0 0 0 0 0 0 2 2 0 4 6
% App. Total 0 0 0 100 0 100 0 0 0 0 0 0 0 50 50 0
PHF .000 .000 .000 .250 .250 .000 .250 .000 .000 .250 .000 .000 .000 .000 .000 .000 .500 .500 .000 .500 .750
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : AM Peak - Main @ Gothic
Site Code : 7
Start Date : 11/6/2019
Page No : 1
N / S: Gothic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Gothic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 1 0 0 5 6 3 67 0 1 71 0 0 0 0 0 0 92 1 0 93 170
07:15 AM 2 0 0 4 6 1 62 0 0 63 0 0 0 0 0 0 107 7 0 114 183
07:30 AM 10 0 0 5 15 9 83 0 0 92 0 0 0 0 0 0 139 5 0 144 251
07:45 AM 17 0 1 8 26 10 103 0 0 113 0 0 0 0 0 0 187 13 0 200 339
Total 30 0 1 22 53 23 315 0 1 339 0 0 0 0 0 0 525 26 0 551 943
08:00 AM 14 0 3 13 30 13 99 0 0 112 0 0 0 0 0 0 178 13 0 191 333
08:15 AM 21 0 3 11 35 8 105 0 0 113 0 0 0 0 0 0 147 21 0 168 316
08:30 AM 20 0 4 12 36 13 104 0 0 117 0 0 0 0 0 0 154 15 0 169 322
08:45 AM 15 0 4 7 26 8 131 0 0 139 0 0 0 0 0 0 125 16 0 141 306
Total 70 0 14 43 127 42 439 0 0 481 0 0 0 0 0 0 604 65 0 669 1277
Grand Total 100 0 15 65 180 65 754 0 1 820 0 0 0 0 0 0 1129 91 0 1220 2220
Apprch %55.6 0 8.3 36.1 7.9 92 0 0.1 0 0 0 0 0 92.5 7.5 0
Total %4.5 0 0.7 2.9 8.1 2.9 34 0 0 36.9 0 0 0 0 0 0 50.9 4.1 0 55
PCs and Peds
% PCs and Peds 98 0 100 100 98.9 100 94.4 0 100 94.9 0 0 0 0 0 0 95 100 0 95.3 95.5
Heavy Vehicles 2 0 0 0 2 0 41 0 0 41 0 0 0 0 0 0 52 0 0 52 95
% Heavy Vehicles 2 0 0 0 1.1 0 5.4 0 0 5 0 0 0 0 0 0 4.6 0 0 4.3 4.3
Bicycles 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 5 0 0 5 6
% Bicycles 0 0 0 0 0 0 0.1 0 0 0.1 0 0 0 0 0 0 0.4 0 0 0.4 0.3
Gothic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 17 0 1 8 26 10 103 0 0 113 0 0 0 0 0 0 187 13 0 200 339
08:00 AM 14 0 3 13 30 13 99 0 0 112 0 0 0 0 0 0 178 13 0 191 333
08:15 AM 21 0 3 11 35 8 105 0 0 113 0 0 0 0 0 0 147 21 0 168 316
08:30 AM 20 0 4 12 36 13 104 0 0 117 0 0 0 0 0 0 154 15 0 169 322
Total Volume 72 0 11 44 127 44 411 0 0 455 0 0 0 0 0 0 666 62 0 728 1310
% App. Total 56.7 0 8.7 34.6 9.7 90.3 0 0 0 0 0 0 0 91.5 8.5 0
PHF .857 .000 .688 .846 .882 .846 .979 .000 .000 .972 .000 .000 .000 .000 .000 .000 .890 .738 .000 .910 .966
PCs and Peds 71 0 11 44 126 44 391 0 0 435 0 0 0 0 0 0 633 62 0 695 1256
% PCs and Peds 98.6 0 100 100 99.2 100 95.1 0 0 95.6 0 0 0 0 0 0 95.0 100 0 95.5 95.9
Heavy Vehicles 1 0 0 0 1 0 19 0 0 19 0 0 0 0 0 0 29 0 0 29 49
% Heavy Vehicles 1.4 0 0 0 0.8 0 4.6 0 0 4.2 0 0 0 0 0 0 4.4 0 0 4.0 3.7
Bicycles 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 4 0 0 4 5
% Bicycles 0 0 0 0 0 0 0.2 0 0 0.2 0 0 0 0 0 0 0.6 0 0 0.5 0.4
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : AM Peak - Main @ Gothic
Site Code : 7
Start Date : 11/6/2019
Page No : 1
N / S: Gothic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Gothic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 9 0 0 9 0 0 0 0 0 0 8 0 0 8 17
07:15 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 5 0 0 5 9
07:30 AM 1 0 0 0 1 0 3 0 0 3 0 0 0 0 0 0 4 0 0 4 8
07:45 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 9 0 0 9 12
Total 1 0 0 0 1 0 19 0 0 19 0 0 0 0 0 0 26 0 0 26 46
08:00 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 8 0 0 8 12
08:15 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 6 0 0 6 9
08:30 AM 1 0 0 0 1 0 9 0 0 9 0 0 0 0 0 0 6 0 0 6 16
08:45 AM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 6 0 0 6 12
Total 1 0 0 0 1 0 22 0 0 22 0 0 0 0 0 0 26 0 0 26 49
Grand Total 2 0 0 0 2 0 41 0 0 41 0 0 0 0 0 0 52 0 0 52 95
Apprch %100 0 0 0 0 100 0 0 0 0 0 0 0 100 0 0
Total %2.1 0 0 0 2.1 0 43.2 0 0 43.2 0 0 0 0 0 0 54.7 0 0 54.7
Gothic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 9 0 0 9 12
08:00 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 8 0 0 8 12
08:15 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 6 0 0 6 9
08:30 AM 1 0 0 0 1 0 9 0 0 9 0 0 0 0 0 0 6 0 0 6 16
Total Volume 1 0 0 0 1 0 19 0 0 19 0 0 0 0 0 0 29 0 0 29 49
% App. Total 100 0 0 0 0 100 0 0 0 0 0 0 0 100 0 0
PHF .250 .000 .000 .000 .250 .000 .528 .000 .000 .528 .000 .000 .000 .000 .000 .000 .806 .000 .000 .806 .766
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : AM Peak - Main @ Gothic
Site Code : 7
Start Date : 11/6/2019
Page No : 1
N / S: Gothic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
Gothic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 3
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
08:15 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
08:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
08:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
Grand Total 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 5 0 0 5 6
Apprch %0 0 0 0 0 100 0 0 0 0 0 0 0 100 0 0
Total %0 0 0 0 0 0 16.7 0 0 16.7 0 0 0 0 0 0 83.3 0 0 83.3
Gothic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
08:15 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
08:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
Total Volume 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 4 0 0 4 5
% App. Total 0 0 0 0 0 100 0 0 0 0 0 0 0 100 0 0
PHF .000 .000 .000 .000 .000 .000 .250 .000 .000 .250 .000 .000 .000 .000 .000 .000 .500 .000 .000 .500 .625
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : PM Peak - Main @ Center
Site Code : 6
Start Date : 11/6/2019
Page No : 1
N / S: Center Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Center
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 13 0 16 9 38 19 129 0 0 148 0 0 0 0 0 0 142 19 23 184 370
03:15 PM 11 0 8 10 29 18 115 0 0 133 0 0 0 0 0 0 108 15 33 156 318
03:30 PM 13 0 7 7 27 17 101 0 0 118 0 0 0 0 0 0 100 13 18 131 276
03:45 PM 14 0 11 8 33 23 103 0 0 126 0 0 0 0 0 0 94 11 22 127 286
Total 51 0 42 34 127 77 448 0 0 525 0 0 0 0 0 0 444 58 96 598 1250
04:00 PM 6 0 17 6 29 26 106 0 0 132 0 0 0 0 0 0 116 18 54 188 349
04:15 PM 11 0 10 4 25 14 92 0 0 106 0 0 0 0 0 0 114 14 40 168 299
04:30 PM 10 0 8 13 31 13 109 0 0 122 0 0 0 0 0 0 134 14 30 178 331
04:45 PM 10 0 14 15 39 19 95 0 0 114 0 0 0 0 0 0 129 19 31 179 332
Total 37 0 49 38 124 72 402 0 0 474 0 0 0 0 0 0 493 65 155 713 1311
05:00 PM 12 0 10 17 39 27 131 0 0 158 0 0 0 0 0 0 151 11 31 193 390
05:15 PM 9 0 8 18 35 20 111 0 0 131 0 0 0 0 0 0 122 14 35 171 337
05:30 PM 19 0 15 12 46 18 124 0 0 142 0 0 0 0 0 0 139 13 37 189 377
05:45 PM 20 0 16 15 51 24 120 0 0 144 0 0 0 0 0 0 163 30 40 233 428
Total 60 0 49 62 171 89 486 0 0 575 0 0 0 0 0 0 575 68 143 786 1532
06:00 PM 13 0 13 7 33 18 125 0 0 143 0 1 0 0 1 0 123 17 37 177 354
06:15 PM 12 0 9 5 26 33 111 0 0 144 0 0 0 0 0 0 139 8 30 177 347
06:30 PM 10 0 11 8 29 26 121 0 0 147 0 0 0 0 0 0 123 11 52 186 362
06:45 PM 24 0 15 8 47 15 116 0 0 131 0 0 0 0 0 0 130 12 35 177 355
Total 59 0 48 28 135 92 473 0 0 565 0 1 0 0 1 0 515 48 154 717 1418
Grand Total 207 0 188 162 557 330 1809 0 0 2139 0 1 0 0 1 0 2027 239 548 2814 5511
Apprch %37.2 0 33.8 29.1 15.4 84.6 0 0 0 100 0 0 0 72 8.5 19.5
Total %3.8 0 3.4 2.9 10.1 6 32.8 0 0 38.8 0 0 0 0 0 0 36.8 4.3 9.9 51.1
PCs and Peds
% PCs and Peds 98.6 0 100 100 99.5 100 97.2 0 0 97.7 0 100 0 0 100 0 95.7 98.7 99.6 96.7 97.4
Heavy Vehicles 1 0 0 0 1 0 38 0 0 38 0 0 0 0 0 0 71 1 0 72 111
% Heavy Vehicles 0.5 0 0 0 0.2 0 2.1 0 0 1.8 0 0 0 0 0 0 3.5 0.4 0 2.6 2
Bicycles 2 0 0 0 2 0 12 0 0 12 0 0 0 0 0 0 16 2 2 20 34
% Bicycles 1 0 0 0 0.4 0 0.7 0 0 0.6 0 0 0 0 0 0 0.8 0.8 0.4 0.7 0.6
Center
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 05:15 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 10 0 8 13 31 13 109 0 0 122 0 0 0 0 0 0 134 14 30 178 331
04:45 PM 10 0 14 15 39 19 95 0 0 114 0 0 0 0 0 0 129 19 31 179 332
05:00 PM 12 0 10 17 39 27 131 0 0 158 0 0 0 0 0 0 151 11 31 193 390
05:15 PM 9 0 8 18 35 20 111 0 0 131 0 0 0 0 0 0 122 14 35 171 337
Total Volume 41 0 40 63 144 79 446 0 0 525 0 0 0 0 0 0 536 58 127 721 1390
% App. Total 28.5 0 27.8 43.8 15 85 0 0 0 0 0 0 0 74.3 8 17.6
PHF .854 .000 .714 .875 .923 .731 .851 .000 .000 .831 .000 .000 .000 .000 .000 .000 .887 .763 .907 .934 .891
PCs and Peds 38 0 40 63 141 79 427 0 0 506 0 0 0 0 0 0 514 57 127 698 1345
% PCs and Peds 92.7 0 100 100 97.9 100 95.7 0 0 96.4 0 0 0 0 0 0 95.9 98.3 100 96.8 96.8
Heavy Vehicles 1 0 0 0 1 0 12 0 0 12 0 0 0 0 0 0 17 1 0 18 31
% Heavy Vehicles 2.4 0 0 0 0.7 0 2.7 0 0 2.3 0 0 0 0 0 0 3.2 1.7 0 2.5 2.2
Bicycles 2 0 0 0 2 0 7 0 0 7 0 0 0 0 0 0 5 0 0 5 14
% Bicycles 4.9 0 0 0 1.4 0 1.6 0 0 1.3 0 0 0 0 0 0 0.9 0 0 0.7 1.0
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : PM Peak - Main @ Center
Site Code : 6
Start Date : 11/6/2019
Page No : 1
N / S: Center Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Center
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 5 0 0 5 7
03:15 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
03:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 4 0 0 4 6
03:45 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 5
Total 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 0 13 0 0 13 21
04:00 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 6 0 0 6 9
04:15 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 7 0 0 7 10
04:30 PM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 6 1 0 7 12
04:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 5 0 0 5 6
Total 0 0 0 0 0 0 12 0 0 12 0 0 0 0 0 0 24 1 0 25 37
05:00 PM 1 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 3 0 0 3 5
05:15 PM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 3 0 0 3 8
05:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 5 0 0 5 7
05:45 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 4 0 0 4 7
Total 1 0 0 0 1 0 11 0 0 11 0 0 0 0 0 0 15 0 0 15 27
06:00 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 11 0 0 11 13
06:15 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 4
06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 0 0 6 6
06:45 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 3
Total 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 19 0 0 19 26
Grand Total 1 0 0 0 1 0 38 0 0 38 0 0 0 0 0 0 71 1 0 72 111
Apprch %100 0 0 0 0 100 0 0 0 0 0 0 0 98.6 1.4 0
Total %0.9 0 0 0 0.9 0 34.2 0 0 34.2 0 0 0 0 0 0 64 0.9 0 64.9
Center
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 05:15 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:00 PM
04:00 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 6 0 0 6 9
04:15 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 7 0 0 7 10
04:30 PM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 6 1 0 7 12
04:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 5 0 0 5 6
Total Volume 0 0 0 0 0 0 12 0 0 12 0 0 0 0 0 0 24 1 0 25 37
% App. Total 0 0 0 0 0 100 0 0 0 0 0 0 0 96 4 0
PHF .000 .000 .000 .000 .000 .000 .600 .000 .000 .600 .000 .000 .000 .000 .000 .000 .857 .250 .000 .893 .771
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : PM Peak - Main @ Center
Site Code : 6
Start Date : 11/6/2019
Page No : 1
N / S: Center Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
Center
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
03:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2
03:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 2 2
Total 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 1 0 1 2 5
04:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
04:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 1 1 4 4
04:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 3
04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
Total 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 5 1 1 7 9
05:00 PM 2 0 0 0 2 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 5
05:15 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 1 0 0 1 5
05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2 2
Total 2 0 0 0 2 0 5 0 0 5 0 0 0 0 0 0 5 1 0 6 13
06:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
06:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
06:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
Total 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 5 0 0 5 7
Grand Total 2 0 0 0 2 0 12 0 0 12 0 0 0 0 0 0 16 2 2 20 34
Apprch %100 0 0 0 0 100 0 0 0 0 0 0 0 80 10 10
Total %5.9 0 0 0 5.9 0 35.3 0 0 35.3 0 0 0 0 0 0 47.1 5.9 5.9 58.8
Center
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 05:15 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 3
04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
05:00 PM 2 0 0 0 2 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 5
05:15 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 1 0 0 1 5
Total Volume 2 0 0 0 2 0 7 0 0 7 0 0 0 0 0 0 5 0 0 5 14
% App. Total 100 0 0 0 0 100 0 0 0 0 0 0 0 100 0 0
PHF .250 .000 .000 .000 .250 .000 .438 .000 .000 .438 .000 .000 .000 .000 .000 .000 .625 .000 .000 .625 .700
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : PM Peak - Main @ Gothic
Site Code : 7
Start Date : 11/6/2019
Page No : 1
N / S: Gothic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Gothic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 10 0 1 38 49 10 132 0 0 142 0 0 0 0 0 0 123 6 0 129 320
03:15 PM 10 0 7 29 46 5 98 0 0 103 0 0 0 0 0 0 124 4 0 128 277
03:30 PM 13 0 1 37 51 5 125 0 0 130 0 0 0 0 0 0 138 5 0 143 324
03:45 PM 6 0 4 46 56 3 111 0 0 114 0 0 0 0 0 0 154 2 0 156 326
Total 39 0 13 150 202 23 466 0 0 489 0 0 0 0 0 0 539 17 0 556 1247
04:00 PM 17 0 2 24 43 7 137 0 0 144 0 0 0 0 0 0 147 2 0 149 336
04:15 PM 5 0 4 46 55 3 128 0 0 131 0 0 0 0 0 0 128 7 0 135 321
04:30 PM 23 0 7 34 64 7 125 0 0 132 0 0 0 0 0 0 143 6 0 149 345
04:45 PM 11 0 4 53 68 6 127 0 0 133 0 0 0 0 0 0 160 1 0 161 362
Total 56 0 17 157 230 23 517 0 0 540 0 0 0 0 0 0 578 16 0 594 1364
05:00 PM 21 0 3 36 60 8 124 0 0 132 0 0 0 0 0 0 138 10 0 148 340
05:15 PM 13 0 4 50 67 8 138 1 0 147 0 0 0 0 0 0 138 1 0 139 353
05:30 PM 7 0 2 27 36 1 147 1 0 149 0 0 0 0 0 0 125 3 0 128 313
05:45 PM 5 0 2 43 50 3 134 0 0 137 0 0 0 0 0 0 130 3 0 133 320
Total 46 0 11 156 213 20 543 2 0 565 0 0 0 0 0 0 531 17 0 548 1326
06:00 PM 6 0 2 39 47 4 137 0 0 141 0 0 0 0 0 0 124 6 0 130 318
06:15 PM 2 0 0 44 46 5 133 0 0 138 0 0 0 0 0 0 115 4 0 119 303
06:30 PM 4 0 1 30 35 3 119 0 0 122 0 0 0 0 0 0 116 3 0 119 276
06:45 PM 2 0 3 32 37 1 118 0 0 119 0 0 0 0 0 0 103 1 0 104 260
Total 14 0 6 145 165 13 507 0 0 520 0 0 0 0 0 0 458 14 0 472 1157
Grand Total 155 0 47 608 810 79 2033 2 0 2114 0 0 0 0 0 0 2106 64 0 2170 5094
Apprch %19.1 0 5.8 75.1 3.7 96.2 0.1 0 0 0 0 0 0 97.1 2.9 0
Total %3 0 0.9 11.9 15.9 1.6 39.9 0 0 41.5 0 0 0 0 0 0 41.3 1.3 0 42.6
PCs and Peds
% PCs and Peds 98.7 0 100 99.5 99.4 98.7 96.6 100 0 96.7 0 0 0 0 0 0 96 100 0 96.1 96.9
Heavy Vehicles 0 0 0 0 0 0 42 0 0 42 0 0 0 0 0 0 63 0 0 63 105
% Heavy Vehicles 0 0 0 0 0 0 2.1 0 0 2 0 0 0 0 0 0 3 0 0 2.9 2.1
Bicycles 2 0 0 3 5 1 27 0 0 28 0 0 0 0 0 0 22 0 0 22 55
% Bicycles 1.3 0 0 0.5 0.6 1.3 1.3 0 0 1.3 0 0 0 0 0 0 1 0 0 1 1.1
Gothic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 05:00 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:15 PM
04:15 PM 5 0 4 46 55 3 128 0 0 131 0 0 0 0 0 0 128 7 0 135 321
04:30 PM 23 0 7 34 64 7 125 0 0 132 0 0 0 0 0 0 143 6 0 149 345
04:45 PM 11 0 4 53 68 6 127 0 0 133 0 0 0 0 0 0 160 1 0 161 362
05:00 PM 21 0 3 36 60 8 124 0 0 132 0 0 0 0 0 0 138 10 0 148 340
Total Volume 60 0 18 169 247 24 504 0 0 528 0 0 0 0 0 0 569 24 0 593 1368
% App. Total 24.3 0 7.3 68.4 4.5 95.5 0 0 0 0 0 0 0 96 4 0
PHF .652 .000 .643 .797 .908 .750 .984 .000 .000 .992 .000 .000 .000 .000 .000 .000 .889 .600 .000 .921 .945
PCs and Peds 60 0 18 167 245 24 487 0 0 511 0 0 0 0 0 0 541 24 0 565 1321
% PCs and Peds 100 0 100 98.8 99.2 100 96.6 0 0 96.8 0 0 0 0 0 0 95.1 100 0 95.3 96.6
Heavy Vehicles 0 0 0 0 0 0 10 0 0 10 0 0 0 0 0 0 21 0 0 21 31
% Heavy Vehicles 0 0 0 0 0 0 2.0 0 0 1.9 0 0 0 0 0 0 3.7 0 0 3.5 2.3
Bicycles 0 0 0 2 2 0 7 0 0 7 0 0 0 0 0 0 7 0 0 7 16
% Bicycles 0 0 0 1.2 0.8 0 1.4 0 0 1.3 0 0 0 0 0 0 1.2 0 0 1.2 1.2
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : PM Peak - Main @ Gothic
Site Code : 7
Start Date : 11/6/2019
Page No : 1
N / S: Gothic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Gothic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 6 0 0 6 9
03:15 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 5 0 0 5 8
03:30 PM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 3 0 0 3 9
03:45 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 5 0 0 5 7
Total 0 0 0 0 0 0 14 0 0 14 0 0 0 0 0 0 19 0 0 19 33
04:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 3 0 0 3 4
04:15 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 3 0 0 3 6
04:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 4 0 0 4 6
04:45 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 4 0 0 4 7
Total 0 0 0 0 0 0 9 0 0 9 0 0 0 0 0 0 14 0 0 14 23
05:00 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 10 0 0 10 12
05:15 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 1 0 0 1 5
05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 0 4 4
05:45 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 5
Total 0 0 0 0 0 0 9 0 0 9 0 0 0 0 0 0 17 0 0 17 26
06:00 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 5 0 0 5 7
06:15 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 5
06:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4
06:45 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 4 0 0 4 7
Total 0 0 0 0 0 0 10 0 0 10 0 0 0 0 0 0 13 0 0 13 23
Grand Total 0 0 0 0 0 0 42 0 0 42 0 0 0 0 0 0 63 0 0 63 105
Apprch %0 0 0 0 0 100 0 0 0 0 0 0 0 100 0 0
Total %0 0 0 0 0 0 40 0 0 40 0 0 0 0 0 0 60 0 0 60
Gothic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 05:00 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 03:00 PM
03:00 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 6 0 0 6 9
03:15 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 5 0 0 5 8
03:30 PM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 3 0 0 3 9
03:45 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 5 0 0 5 7
Total Volume 0 0 0 0 0 0 14 0 0 14 0 0 0 0 0 0 19 0 0 19 33
% App. Total 0 0 0 0 0 100 0 0 0 0 0 0 0 100 0 0
PHF .000 .000 .000 .000 .000 .000 .583 .000 .000 .583 .000 .000 .000 .000 .000 .000 .792 .000 .000 .792 .917
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
File Name : PM Peak - Main @ Gothic
Site Code : 7
Start Date : 11/6/2019
Page No : 1
N / S: Gothic Street
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
Gothic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
03:15 PM 0 0 0 0 0 1 2 0 0 3 0 0 0 0 0 0 3 0 0 3 6
03:30 PM 1 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 3
03:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 3 0 0 3 4
Total 1 0 0 0 1 1 5 0 0 6 0 0 0 0 0 0 9 0 0 9 16
04:00 PM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 2 0 0 2 7
04:15 PM 0 0 0 1 1 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 5
04:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4
04:45 PM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 3
Total 0 0 0 2 2 0 10 0 0 10 0 0 0 0 0 0 7 0 0 7 19
05:00 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4
05:15 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
05:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
05:45 PM 1 0 0 0 1 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 5
Total 1 0 0 0 1 0 7 0 0 7 0 0 0 0 0 0 4 0 0 4 12
06:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
06:15 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2
06:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2
06:45 PM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 3
Total 0 0 0 1 1 0 5 0 0 5 0 0 0 0 0 0 2 0 0 2 8
Grand Total 2 0 0 3 5 1 27 0 0 28 0 0 0 0 0 0 22 0 0 22 55
Apprch %40 0 0 60 3.6 96.4 0 0 0 0 0 0 0 100 0 0
Total %3.6 0 0 5.5 9.1 1.8 49.1 0 0 50.9 0 0 0 0 0 0 40 0 0 40
Gothic
From North
Main
From East From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 05:00 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 03:15 PM
03:15 PM 0 0 0 0 0 1 2 0 0 3 0 0 0 0 0 0 3 0 0 3 6
03:30 PM 1 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 3
03:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 3 0 0 3 4
04:00 PM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 2 0 0 2 7
Total Volume 1 0 0 0 1 1 9 0 0 10 0 0 0 0 0 0 9 0 0 9 20
% App. Total 100 0 0 0 10 90 0 0 0 0 0 0 0 100 0 0
PHF .250 .000 .000 .000 .250 .250 .450 .000 .000 .500 .000 .000 .000 .000 .000 .000 .750 .000 .000 .750 .714
Innovative Data, LLC
P. O. Box 468
Belchertown, Massachusetts
InnovativeDatallc.com or 413.668.5094
APPENDIX C.
SIGNAL
WARRANT
ANALYSES
Main St at West St/Elm St
Main St at State St/New South St
Main St at Masonic St
Main St at Crafts Ave
Main St at Old South St
Main St at Center St
Main St at Gothic St
Main St at King St/Pleasant St
Main St at Strong Ave
Main St at Market St/Hawley St
Traffic Signal Warrant Analysis Workbook
Municipality:Northampton Analysis Date:7/26/2021
County:Hampshire Conducted By:KMB
Agency/Company Name:Toole Design Group
Data Collection Date:5/1/2019
Day of the Week:Wednesday
No
Major Street Name and Route Number:
Major Street Approach #1 Direction:E‐Bound
Major Street Approach #2 Direction:W‐Bound
2 LANE(S)
25 MPH
Minor Street Name and Route Number:
Minor Street Approach #1 Direction:N‐Bound
Minor Street Approach #2 Direction:N/A
1 LANE(S)
Applicable? Warrant Met?
Yes Yes
Yes Yes
No N/A
Yes No
No N/A
No N/A
No N/A
Yes Yes
No N/A
Number of Lanes for Moving Traffic on Each Minor Street Approach:
Is the intersection in a built‐up area of an isolated community of <10,000 population?
STUDY AND ANALYSIS INFORMATION
Main Street (Route 9)
West St
Speed Limit or 85th Percentile Speed on the Major Street:
Major Street Information
Analysis Information
Minor Street Information
Number of Lanes for Moving Traffic on Each Major Street Approach:
TRAFFIC SIGNAL WARRANT ANALYSIS FINDINGS
Warrant 1, Eight‐Hour Vehicular Volume
Warrant 2, Four‐Hour Vehicular Volume
Warrant 3, Peak Hour
Warrant 4, Pedestrian Volume
Warrant 5, School Crossing
Warrant 6, Coordinated Signal System
Warrant 7, Crash Experience
Warrant 8, Roadway Network
Warrant 9, Intersection Near a Grade Crossing
Page 1 of 9
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (N‐Bound) (N/A)
Begin At End Of Volume Volume Total Volume Volume Volume
12:00 AM 12:14 AM 0
12:15 AM 12:29 AM 0
12:30 AM 12:44 AM 0
12:45 AM 12:59 AM 0
1:00 AM 1:14 AM 0
1:15 AM 1:29 AM 0
1:30 AM 1:44 AM 0
1:45 AM 1:59 AM 0
2:00 AM 2:14 AM 0
2:15 AM 2:29 AM 0
2:30 AM 2:44 AM 0
2:45 AM 2:59 AM 0
3:00 AM 3:14 AM 0
3:15 AM 3:29 AM 0
3:30 AM 3:44 AM 0
3:45 AM 3:59 AM 0
4:00 AM 4:14 AM 0
4:15 AM 4:29 AM 0
4:30 AM 4:44 AM 0
4:45 AM 4:59 AM 0
5:00 AM 5:14 AM 0
5:15 AM 5:29 AM 0
5:30 AM 5:44 AM 0
5:45 AM 5:59 AM 0
6:00 AM 6:14 AM 0
6:15 AM 6:29 AM 0
6:30 AM 6:44 AM 0
6:45 AM 6:59 AM 0
7:00 AM 7:14 AM 519 495 1014 484
7:15 AM 7:29 AM 0
7:30 AM 7:44 AM 0
7:45 AM 7:59 AM 0
8:00 AM 8:14 AM 673 579 1252 517
8:15 AM 8:29 AM 0
8:30 AM 8:44 AM 0
8:45 AM 8:59 AM 0
9:00 AM 9:14 AM 652.81 561.63 1214.44 501.49 97% of AM Peak Hour
9:15 AM 9:29 AM 0
9:30 AM 9:44 AM 0
9:45 AM 9:59 AM 0
10:00 AM 10:14 AM 585.51 503.73 1089.24 449.79 87% of AM Peak Hour
10:15 AM 10:29 AM 0
10:30 AM 10:44 AM 0
10:45 AM 10:59 AM 0
11:00 AM 11:14 AM 491.97 615.66 1107.63 402.69 93% of PM Peak Hour
11:15 AM 11:29 AM 0
11:30 AM 11:44 AM 0
11:45 AM 11:59 AM 0
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
Page 2 of 9
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (N‐Bound) (N/A)
Begin At End Of Volume Volume Total Volume Volume Volume
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
12:00 PM 12:14 PM 491.97 615.66 1107.63 402.69 93% of PM Peak Hour
12:15 PM 12:29 PM 0
12:30 PM 12:44 PM 0
12:45 PM 12:59 PM 0
1:00 PM 1:14 PM 513.13 642.14 1155.27 420.01 97% of PM Peak Hour
1:15 PM 1:29 PM 0
1:30 PM 1:44 PM 0
1:45 PM 1:59 PM 0
2:00 PM 2:14 PM 518.42 648.76 1167.18 424.34 98% of PM Peak Hour
2:15 PM 2:29 PM 0
2:30 PM 2:44 PM 0
2:45 PM 2:59 PM 0
3:00 PM 3:14 PM 574 581 1155 453
3:15 PM 3:29 PM 0
3:30 PM 3:44 PM 0
3:45 PM 3:59 PM 0
4:00 PM 4:14 PM 677 603 1280 450
4:15 PM 4:29 PM 0
4:30 PM 4:44 PM 0
4:45 PM 4:59 PM 0
5:00 PM 5:14 PM 529 662 1191 433
5:15 PM 5:29 PM 0
5:30 PM 5:44 PM 0
5:45 PM 5:59 PM 0
6:00 PM 6:14 PM 345 576 921 274
6:15 PM 6:29 PM 0
6:30 PM 6:44 PM 0
6:45 PM 6:59 PM 0
7:00 PM 7:14 PM 0
7:15 PM 7:29 PM 0
7:30 PM 7:44 PM 0
7:45 PM 7:59 PM 0
8:00 PM 8:14 PM 0
8:15 PM 8:29 PM 0
8:30 PM 8:44 PM 0
8:45 PM 8:59 PM 0
9:00 PM 9:14 PM 0
9:15 PM 9:29 PM 0
9:30 PM 9:44 PM 0
9:45 PM 9:59 PM 0
10:00 PM 10:14 PM 0
10:15 PM 10:29 PM 0
10:30 PM 10:44 PM 0
10:45 PM 10:59 PM 0
11:00 PM 11:14 PM 0
11:15 PM 11:29 PM 0
11:30 PM 11:44 PM 0
11:45 PM 11:59 PM 0
6570.81 7083.58 13654.39 5212.01 0Approach Totals:
Page 3 of 9
MUTCD Warrant 1
Sheet 1 of 1
Major Street:2 or More Lanes
Minor Street:1 Lane
No
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11500 400 350 280 150 120 105 84
2 or More 1 600 480 420 336 150 120 105 84
2 or More 2 or More 600 480 420 336 200 160 140 112
12 or More500 400 350 280 200 160 140 112
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11750 600 525 420 75 60 53 42
2 or More 1 900 720 630 504 75 60 53 42
2 or More 2 or More 900 720 630 504 100 80 70 56
12 or More750 600 525 420 100 80 70 56
12 Yes
12 Yes
N/A
N/A
N/A
Number of Unique Hours Met:
Condition B Evaluation
Combination of Conditions A and B Necessary?*:
Combination of Condition A and Condition B Evaluation
*Only applicable for Warrant 1 if after an adequate trial of other alternatives that could cause less delay and inconvenience to traffic has failed
to solve the traffic problems. See Section 4C.02 of the 2009 MUTCD for application.
Condition A Evaluation
Condition B Satisfied?
Combination of Condition A and Condition B Satisfied?
Number of Unique Hours Met for Condition B:
Number of Unique Hours Met for Condition A:
MUTCD WARRANT 1, EIGHT‐HOUR VEHICULAR VOLUME
Condition A Satisfied?
Condition A ‐ Minimum Vehicular Volume
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Lanes for Moving Traffic
on Each Approach
No
Condition B ‐ Interruption of Continuous Traffic
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Unique Hours Met:
Built‐up Isolated Community With Less Than 10,000
Population or Above 40 MPH on Major Street?
Page 4 Traffic Signal Warrant_Market Hawley
MUTCD Warrant 2
Total Number of Unique Hours Met
On Figure 4C‐1
Major Street:2 or More Lanes 12
Minor Street:1 Lane
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
12:00 AM 00
12:15 AM 00
12:30 AM 00
12:45 AM 00
1:00 AM 00
1:15 AM 00
1:30 AM 00
1:45 AM 00
2:00 AM 00
2:15 AM 00
2:30 AM 00
2:45 AM 00
3:00 AM 00
3:15 AM 00
3:30 AM 00
3:45 AM 00
4:00 AM 00
4:15 AM 00
4:30 AM 00
4:45 AM 00
5:00 AM 00
5:15 AM 00
5:30 AM 00
5:45 AM 00
6:00 AM 00
6:15 AM 1014 484 Met
6:30 AM 1014 484 Met
6:45 AM 1014 484 Met
7:00 AM 1014 484 Met
7:15 AM 1252 517 Met
7:30 AM 1252 517 Met
7:45 AM 1252 517 Met
8:00 AM 1252 517 Met
8:15 AM 1214.44 501.49 Met
8:30 AM 1214.44 501.49 Met
8:45 AM 1214.44 501.49 Met
9:00 AM 1214.44 501.49 Met
9:15 AM 1089.24 449.79 Met
9:30 AM 1089.24 449.79 Met
9:45 AM 1089.24 449.79 Met
10:00 AM 1089.24 449.79 Met
10:15 AM 1107.63 402.69 Met
10:30 AM 1107.63 402.69 Met
10:45 AM 1107.63 402.69 Met
11:00 AM 1107.63 402.69 Met
11:15 AM 1107.63 402.69 Met
11:30 AM 1107.63 402.69 Met
11:45 AM 1107.63 402.69 Met
MUTCD WARRANT 2, FOUR‐HOUR VEHICULAR VOLUME
No
Hourly Vehicular Volume
Hour Met?
Number of Lanes for Moving Traffic on Each
Approach
Built‐up Isolated Community With Less Than 10,000 Population or Above 40 MPH
on Major Street?
Page 5 of 9
MUTCD Warrant 2
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
Hourly Vehicular Volume
Hour Met?
12:00 PM 1107.63 402.69 Met
12:15 PM 1155.27 420.01 Met
12:30 PM 1155.27 420.01 Met
12:45 PM 1155.27 420.01 Met
1:00 PM 1155.27 420.01 Met
1:15 PM 1167.18 424.34 Met
1:30 PM 1167.18 424.34 Met
1:45 PM 1167.18 424.34 Met
2:00 PM 1167.18 424.34 Met
2:15 PM 1155 453 Met
2:30 PM 1155 453 Met
2:45 PM 1155 453 Met
3:00 PM 1155 453 Met
3:15 PM 1280 450 Met
3:30 PM 1280 450 Met
3:45 PM 1280 450 Met
4:00 PM 1280 450 Met
4:15 PM 1191 433 Met
4:30 PM 1191 433 Met
4:45 PM 1191 433 Met
5:00 PM 1191 433 Met
5:15 PM 921 274 Met
5:30 PM 921 274 Met
5:45 PM 921 274 Met
6:00 PM 921 274 Met
6:15 PM 00
6:30 PM 00
6:45 PM 00
7:00 PM 00
7:15 PM 00
7:30 PM 00
7:45 PM 00
8:00 PM 00
8:15 PM 00
8:30 PM 00
8:45 PM 00
9:00 PM 00
9:15 PM 00
9:30 PM 00
9:45 PM 00
10:00 PM 00
10:15 PM 00
10:30 PM 00
10:45 PM 00
11:00 PM 00
Page 6 of 9
MUTCD Warrant 4
No
No
N/A
0
0
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
12:00 AM 0
12:15 AM 0
12:30 AM 0
12:45 AM 0
1:00 AM 0
1:15 AM 0
1:30 AM 0
1:45 AM 0
2:00 AM 0
2:15 AM 0
2:30 AM 0
2:45 AM 0
3:00 AM 0
3:15 AM 0
3:30 AM 0
3:45 AM 0
4:00 AM 0
4:15 AM 0
4:30 AM 0
4:45 AM 0
5:00 AM 0
5:15 AM 0
5:30 AM 0
5:45 AM 0
6:00 AM 0
6:15 AM 1014
6:30 AM 1014
6:45 AM 1014
7:00 AM 1014 0
7:15 AM 1252 0
7:30 AM 1252 0
7:45 AM 1252 0
8:00 AM 1252 0
8:15 AM 1214.44 0
8:30 AM 1214.44 0
8:45 AM 1214.44 0
9:00 AM 1214.44
9:15 AM 1089.24
9:30 AM 1089.24
9:45 AM 1089.24
If the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross is less than 300 feet, will the proposed traffic control signal restrict
the progressive movement of traffic?*
No
Total Number of Unique Hours Met for Criterion A:
Total Number of Unique Hours Met for Criterion B:
15th Percentile Pedestrian Crossing Speed Less than 3.5 f/s?*
Is the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross less than 300 feet?
*If applicable, attach all supporting calculations, documentation, and findings.
*If applicable, attach supporting justification.
Built‐up Isolated Community With Less Than 10,000 Population or Above 35 MPH on Major
Street?
MUTCD WARRANT 4, PEDESTRIAN VOLUME
Hourly Vehicular & Pedestrian Volume
Page 7 of 9
MUTCD Warrant 4
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
Hourly Vehicular & Pedestrian Volume
10:00 AM 1089.24
10:15 AM 1107.63
10:30 AM 1107.63
10:45 AM 1107.63
11:00 AM 1107.63
11:15 AM 1107.63
11:30 AM 1107.63
11:45 AM 1107.63
12:00 PM 1107.63
12:15 PM 1155.27
12:30 PM 1155.27
12:45 PM 1155.27
1:00 PM 1155.27
1:15 PM 1167.18
1:30 PM 1167.18
1:45 PM 1167.18
2:00 PM 1167.18
2:15 PM 1155
2:30 PM 1155
2:45 PM 1155
3:00 PM 1155 2
3:15 PM 1280 0
3:30 PM 1280 0
3:45 PM 1280 0
4:00 PM 1280 1
4:15 PM 1191 0
4:30 PM 1191 0
4:45 PM 1191 0
5:00 PM 1191 0
5:15 PM 921 0
5:30 PM 921 0
5:45 PM 921 0
6:00 PM 921 0
6:15 PM 00
6:30 PM 00
6:45 PM 00
7:00 PM 0
7:15 PM 0
7:30 PM 0
7:45 PM 0
8:00 PM 0
8:15 PM 0
8:30 PM 0
8:45 PM 0
9:00 PM 0
9:15 PM 0
9:30 PM 0
9:45 PM 0
10:00 PM 0
10:15 PM 0
10:30 PM 0
10:45 PM 0
11:00 PM 0
Page 8 of 9
MUTCD Warrant 7 and 8
Major Street:2 or More Lanes
Minor Street:1 Lane
Yes
Yes
Yes
Yes
Yes
Yes
No
Yes
Does the major street appear as a major route on an official plan, such as a major street plan
in an urban area traffic and transportation study?
Does the intersection have a total existing, or immediately projected, entering volume of at least 1,000 vehicles per hour during the peak hour of a typical
weekday and has 5‐year projected traffic volumes, based on an engineering study, that meet one or more of Warrants 1,2, and 3 during an average
weekday?
Does the intersection have a total existing or immediately projected entering volume of at least 1,000 vehicles per hour for each of any
5 hours of a non‐normal business day (Saturday or Sunday)?
Is the major street part of the street or highway system that serves as the principal roadway network for through traffic flow?
For each of any 8 hours of an average day, the vehicles per hour given in both the 80% columns of Condition A in Table 4C‐1
exists on the major‐street and the higher‐volume minor‐street approach, respectively, to the intersection.
Five or more reportable and/or non‐reportable crashes, of types susceptible to correction by a traffic control signal, have
occurred within a 12‐month period during the most recent 3 years of available crash data.*
For each of any 8 hours of an average day, the vehicles per hour given in both the 80% columns of Condition B in Table 4C‐1
exists on the major‐street and the higher‐volume minor‐street approach, respectively, to the intersection.
Does the major street include rural or suburban highways outside, entering, or traversing a city?
Is the major street classified as an Urban Extension, Principal Arterial, or Minor Arterial that is a reasonable connection between two
Principal Arterials and/or Urban Extensions as shown on the official Functional Classification Map?
The volume of pedestrian traffic is not less than 80% of the requirements
specified in Warrant 4, the Pedestrian Volume warrant.*
*If applicable, attach all supporting calculations and documentation.
MUTCD WARRANT 8, ROADWAY NETWORK*
MUTCD WARRANT 7, CRASH EXPERIENCE
No
*If applicable, attach a summary of the crash data analysis used for this criterion.
Has adequate trial of alternatives with satisfactory observance and enforcement failed to reduce the crash frequency?
Number of Lanes for Moving Traffic on Each
Approach
Built‐up Isolated Community With Less Than 10,000
Population or Above 40 MPH on Major Street?
Page 9 of 9
Traffic Signal Warrant Analysis Workbook
Municipality:Northampton Analysis Date:7/26/2021
County:Hampshire Conducted By:KMB
Agency/Company Name:Toole Design Group
Data Collection Date:5/1/2019
Day of the Week:Wednesday
No
Major Street Name and Route Number:
Major Street Approach #1 Direction:E‐Bound
Major Street Approach #2 Direction:W‐Bound
2 LANE(S)
25 MPH
Minor Street Name and Route Number:
Minor Street Approach #1 Direction:N‐Bound
Minor Street Approach #2 Direction:S‐Bound
1 LANE(S)
Applicable? Warrant Met?
Yes Yes
Yes Yes
No N/A
Yes No
No N/A
No N/A
No N/A
Yes Yes
No N/A
Warrant 5, School Crossing
Warrant 6, Coordinated Signal System
Warrant 7, Crash Experience
Warrant 8, Roadway Network
Warrant 9, Intersection Near a Grade Crossing
TRAFFIC SIGNAL WARRANT ANALYSIS FINDINGS
Warrant 1, Eight‐Hour Vehicular Volume
Warrant 2, Four‐Hour Vehicular Volume
Warrant 3, Peak Hour
Warrant 4, Pedestrian Volume
Number of Lanes for Moving Traffic on Each Minor Street Approach:
Is the intersection in a built‐up area of an isolated community of <10,000 population?
STUDY AND ANALYSIS INFORMATION
Main Street (Route 9)
State Street/New South Street
Speed Limit or 85th Percentile Speed on the Major Street:
Major Street Information
Analysis Information
Minor Street Information
Number of Lanes for Moving Traffic on Each Major Street Approach:
Page 1 of 9
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (N‐Bound) (S‐Bound)
Begin At End Of Volume Volume Total Volume Volume Volume
12:00 AM 12:14 AM 0
12:15 AM 12:29 AM 0
12:30 AM 12:44 AM 0
12:45 AM 12:59 AM 0
1:00 AM 1:14 AM 0
1:15 AM 1:29 AM 0
1:30 AM 1:44 AM 0
1:45 AM 1:59 AM 0
2:00 AM 2:14 AM 0
2:15 AM 2:29 AM 0
2:30 AM 2:44 AM 0
2:45 AM 2:59 AM 0
3:00 AM 3:14 AM 0
3:15 AM 3:29 AM 0
3:30 AM 3:44 AM 0
3:45 AM 3:59 AM 0
4:00 AM 4:14 AM 0
4:15 AM 4:29 AM 0
4:30 AM 4:44 AM 0
4:45 AM 4:59 AM 0
5:00 AM 5:14 AM 0
5:15 AM 5:29 AM 0
5:30 AM 5:44 AM 0
5:45 AM 5:59 AM 0
6:00 AM 6:14 AM 0
6:15 AM 6:29 AM 0
6:30 AM 6:44 AM 0
6:45 AM 6:59 AM 0
7:00 AM 7:14 AM 708 257 965 533 149
7:15 AM 7:29 AM 0
7:30 AM 7:44 AM 0
7:45 AM 7:59 AM 0
8:00 AM 8:14 AM 800 384 1184 546 244
8:15 AM 8:29 AM 0
8:30 AM 8:44 AM 0
8:45 AM 8:59 AM 0
9:00 AM 9:14 AM 776 372.48 1148.48 529.62 236.68 97% of AM Peak Hour
9:15 AM 9:29 AM 0
9:30 AM 9:44 AM 0
9:45 AM 9:59 AM 0
10:00 AM 10:14 AM 696 334.08 1030.08 475.02 212.28 87% of AM Peak Hour
10:15 AM 10:29 AM 0
10:30 AM 10:44 AM 0
10:45 AM 10:59 AM 0
11:00 AM 11:14 AM 737.49 449.19 1186.68 459.42 294.81 93% of PM Peak Hour
11:15 AM 11:29 AM 0
11:30 AM 11:44 AM 0
11:45 AM 11:59 AM 0
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
Page 2 of 9
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (N‐Bound) (S‐Bound)
Begin At End Of Volume Volume Total Volume Volume Volume
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
12:00 PM 12:14 PM 737.49 449.19 1186.68 459.42 294.81 93% of PM Peak Hour
12:15 PM 12:29 PM 0
12:30 PM 12:44 PM 0
12:45 PM 12:59 PM 0
1:00 PM 1:14 PM 769.21 468.51 1237.72 479.18 307.49 97% of PM Peak Hour
1:15 PM 1:29 PM 0
1:30 PM 1:44 PM 0
1:45 PM 1:59 PM 0
2:00 PM 2:14 PM 777.14 473.34 1250.48 484.12 310.66 98% of PM Peak Hour
2:15 PM 2:29 PM 0
2:30 PM 2:44 PM 0
2:45 PM 2:59 PM 0
3:00 PM 3:14 PM 807 441 1248 466 267
3:15 PM 3:29 PM 0
3:30 PM 3:44 PM 0
3:45 PM 3:59 PM 0
4:00 PM 4:14 PM 895 467 1362 432 270
4:15 PM 4:29 PM 0
4:30 PM 4:44 PM 0
4:45 PM 4:59 PM 0
5:00 PM 5:14 PM 793 483 1276 494 317
5:15 PM 5:29 PM 0
5:30 PM 5:44 PM 0
5:45 PM 5:59 PM 0
6:00 PM 6:14 PM 503 408 911 417 229
6:15 PM 6:29 PM 0
6:30 PM 6:44 PM 0
6:45 PM 6:59 PM 0
7:00 PM 7:14 PM 0
7:15 PM 7:29 PM 0
7:30 PM 7:44 PM 0
7:45 PM 7:59 PM 0
8:00 PM 8:14 PM 0
8:15 PM 8:29 PM 0
8:30 PM 8:44 PM 0
8:45 PM 8:59 PM 0
9:00 PM 9:14 PM 0
9:15 PM 9:29 PM 0
9:30 PM 9:44 PM 0
9:45 PM 9:59 PM 0
10:00 PM 10:14 PM 0
10:15 PM 10:29 PM 0
10:30 PM 10:44 PM 0
10:45 PM 10:59 PM 0
11:00 PM 11:14 PM 0
11:15 PM 11:29 PM 0
11:30 PM 11:44 PM 0
11:45 PM 11:59 PM 0
8999.33 4986.79 13986.12 5774.78 3132.73Approach Totals:
Page 3 of 9
MUTCD Warrant 1
Sheet 1 of 1
Major Street:2 or More Lanes
Minor Street:1 Lane
No
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11500 400 350 280 150 120 105 84
2 or More 1 600 480 420 336 150 120 105 84
2 or More 2 or More 600 480 420 336 200 160 140 112
12 or More500 400 350 280 200 160 140 112
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11750 600 525 420 75 60 53 42
2 or More 1 900 720 630 504 75 60 53 42
2 or More 2 or More 900 720 630 504 100 80 70 56
12 or More750 600 525 420 100 80 70 56
12 Yes
12 Yes
N/A
N/A
N/A
MUTCD WARRANT 1, EIGHT‐HOUR VEHICULAR VOLUME
Condition A Satisfied?
Condition A ‐ Minimum Vehicular Volume
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Lanes for Moving Traffic
on Each Approach
No
Condition B ‐ Interruption of Continuous Traffic
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Unique Hours Met:
Built‐up Isolated Community With Less Than 10,000
Population or Above 40 MPH on Major Street?
Combination of Condition A and Condition B Evaluation
*Only applicable for Warrant 1 if after an adequate trial of other alternatives that could cause less delay and inconvenience to traffic has failed
to solve the traffic problems. See Section 4C.02 of the 2009 MUTCD for application.
Condition A Evaluation
Condition B Satisfied?
Combination of Condition A and Condition B Satisfied?
Number of Unique Hours Met for Condition B:
Number of Unique Hours Met for Condition A:
Number of Unique Hours Met:
Condition B Evaluation
Combination of Conditions A and B Necessary?*:
Page 4 Traffic Signal Warrant_Market Hawley
MUTCD Warrant 2
Total Number of Unique Hours Met
On Figure 4C‐1
Major Street:2 or More Lanes 12
Minor Street:1 Lane
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
12:00 AM 00
12:15 AM 00
12:30 AM 00
12:45 AM 00
1:00 AM 00
1:15 AM 00
1:30 AM 00
1:45 AM 00
2:00 AM 00
2:15 AM 00
2:30 AM 00
2:45 AM 00
3:00 AM 00
3:15 AM 00
3:30 AM 00
3:45 AM 00
4:00 AM 00
4:15 AM 00
4:30 AM 00
4:45 AM 00
5:00 AM 00
5:15 AM 00
5:30 AM 00
5:45 AM 00
6:00 AM 00
6:15 AM 965 533 Met
6:30 AM 965 533 Met
6:45 AM 965 533 Met
7:00 AM 965 533 Met
7:15 AM 1184 546 Met
7:30 AM 1184 546 Met
7:45 AM 1184 546 Met
8:00 AM 1184 546 Met
8:15 AM 1148.48 529.62 Met
8:30 AM 1148.48 529.62 Met
8:45 AM 1148.48 529.62 Met
9:00 AM 1148.48 529.62 Met
9:15 AM 1030.08 475.02 Met
9:30 AM 1030.08 475.02 Met
9:45 AM 1030.08 475.02 Met
10:00 AM 1030.08 475.02 Met
10:15 AM 1186.68 459.42 Met
10:30 AM 1186.68 459.42 Met
10:45 AM 1186.68 459.42 Met
11:00 AM 1186.68 459.42 Met
11:15 AM 1186.68 459.42 Met
11:30 AM 1186.68 459.42 Met
11:45 AM 1186.68 459.42 Met
MUTCD WARRANT 2, FOUR‐HOUR VEHICULAR VOLUME
No
Hourly Vehicular Volume
Hour Met?
Number of Lanes for Moving Traffic on Each
Approach
Built‐up Isolated Community With Less Than 10,000 Population or Above 40 MPH
on Major Street?
Page 5 of 9
MUTCD Warrant 2
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
Hourly Vehicular Volume
Hour Met?
12:00 PM 1186.68 459.42 Met
12:15 PM 1237.72 479.18 Met
12:30 PM 1237.72 479.18 Met
12:45 PM 1237.72 479.18 Met
1:00 PM 1237.72 479.18 Met
1:15 PM 1250.48 484.12 Met
1:30 PM 1250.48 484.12 Met
1:45 PM 1250.48 484.12 Met
2:00 PM 1250.48 484.12 Met
2:15 PM 1248 466 Met
2:30 PM 1248 466 Met
2:45 PM 1248 466 Met
3:00 PM 1248 466 Met
3:15 PM 1362 432 Met
3:30 PM 1362 432 Met
3:45 PM 1362 432 Met
4:00 PM 1362 432 Met
4:15 PM 1276 494 Met
4:30 PM 1276 494 Met
4:45 PM 1276 494 Met
5:00 PM 1276 494 Met
5:15 PM 911 417 Met
5:30 PM 911 417 Met
5:45 PM 911 417 Met
6:00 PM 911 417 Met
6:15 PM 00
6:30 PM 00
6:45 PM 00
7:00 PM 00
7:15 PM 00
7:30 PM 00
7:45 PM 00
8:00 PM 00
8:15 PM 00
8:30 PM 00
8:45 PM 00
9:00 PM 00
9:15 PM 00
9:30 PM 00
9:45 PM 00
10:00 PM 00
10:15 PM 00
10:30 PM 00
10:45 PM 00
11:00 PM 00
Page 6 of 9
MUTCD Warrant 4
No
No
N/A
0
0
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
12:00 AM 0
12:15 AM 0
12:30 AM 0
12:45 AM 0
1:00 AM 0
1:15 AM 0
1:30 AM 0
1:45 AM 0
2:00 AM 0
2:15 AM 0
2:30 AM 0
2:45 AM 0
3:00 AM 0
3:15 AM 0
3:30 AM 0
3:45 AM 0
4:00 AM 0
4:15 AM 0
4:30 AM 0
4:45 AM 0
5:00 AM 0
5:15 AM 0
5:30 AM 0
5:45 AM 0
6:00 AM 0
6:15 AM 965
6:30 AM 965
6:45 AM 965
7:00 AM 965 5
7:15 AM 1184 5
7:30 AM 1184 3
7:45 AM 1184 10
8:00 AM 1184 13
8:15 AM 1148.48 16
8:30 AM 1148.48 25
8:45 AM 1148.48 25
9:00 AM 1148.48
9:15 AM 1030.08
9:30 AM 1030.08
9:45 AM 1030.08
MUTCD WARRANT 4, PEDESTRIAN VOLUME
Hourly Vehicular & Pedestrian Volume
If the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross is less than 300 feet, will the proposed traffic control signal restrict
the progressive movement of traffic?*
No
Total Number of Unique Hours Met for Criterion A:
Total Number of Unique Hours Met for Criterion B:
15th Percentile Pedestrian Crossing Speed Less than 3.5 f/s?*
Is the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross less than 300 feet?
*If applicable, attach all supporting calculations, documentation, and findings.
*If applicable, attach supporting justification.
Built‐up Isolated Community With Less Than 10,000 Population or Above 35 MPH on Major
Street?
Page 7 of 9
MUTCD Warrant 4
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
Hourly Vehicular & Pedestrian Volume
10:00 AM 1030.08
10:15 AM 1186.68
10:30 AM 1186.68
10:45 AM 1186.68
11:00 AM 1186.68
11:15 AM 1186.68
11:30 AM 1186.68
11:45 AM 1186.68
12:00 PM 1186.68
12:15 PM 1237.72
12:30 PM 1237.72
12:45 PM 1237.72
1:00 PM 1237.72
1:15 PM 1250.48
1:30 PM 1250.48
1:45 PM 1250.48
2:00 PM 1250.48
2:15 PM 1248
2:30 PM 1248
2:45 PM 1248
3:00 PM 1248 43
3:15 PM 1362 25
3:30 PM 1362 32
3:45 PM 1362 37
4:00 PM 1362 48
4:15 PM 1276 51
4:30 PM 1276 48
4:45 PM 1276 54
5:00 PM 1276 59
5:15 PM 911 52
5:30 PM 911 45
5:45 PM 911 45
6:00 PM 911 45
6:15 PM 058
6:30 PM 048
6:45 PM 047
7:00 PM 0
7:15 PM 0
7:30 PM 0
7:45 PM 0
8:00 PM 0
8:15 PM 0
8:30 PM 0
8:45 PM 0
9:00 PM 0
9:15 PM 0
9:30 PM 0
9:45 PM 0
10:00 PM 0
10:15 PM 0
10:30 PM 0
10:45 PM 0
11:00 PM 0
Page 8 of 9
MUTCD Warrant 7 and 8
Major Street:2 or More Lanes
Minor Street:1 Lane
Yes
Yes
Yes
Yes
Yes
Yes
No
Yes
MUTCD WARRANT 7, CRASH EXPERIENCE
No
*If applicable, attach a summary of the crash data analysis used for this criterion.
Has adequate trial of alternatives with satisfactory observance and enforcement failed to reduce the crash frequency?
Number of Lanes for Moving Traffic on Each
Approach
Built‐up Isolated Community With Less Than 10,000
Population or Above 40 MPH on Major Street?
For each of any 8 hours of an average day, the vehicles per hour given in both the 80% columns of Condition A in Table 4C‐1
exists on the major‐street and the higher‐volume minor‐street approach, respectively, to the intersection.
Five or more reportable and/or non‐reportable crashes, of types susceptible to correction by a traffic control signal, have
occurred within a 12‐month period during the most recent 3 years of available crash data.*
For each of any 8 hours of an average day, the vehicles per hour given in both the 80% columns of Condition B in Table 4C‐1
exists on the major‐street and the higher‐volume minor‐street approach, respectively, to the intersection.
Does the major street include rural or suburban highways outside, entering, or traversing a city?
Is the major street classified as an Urban Extension, Principal Arterial, or Minor Arterial that is a reasonable connection between two
Principal Arterials and/or Urban Extensions as shown on the official Functional Classification Map?
The volume of pedestrian traffic is not less than 80% of the requirements
specified in Warrant 4, the Pedestrian Volume warrant.*
*If applicable, attach all supporting calculations and documentation.
MUTCD WARRANT 8, ROADWAY NETWORK*
Does the major street appear as a major route on an official plan, such as a major street plan
in an urban area traffic and transportation study?
Does the intersection have a total existing, or immediately projected, entering volume of at least 1,000 vehicles per hour during the peak hour of a typical
weekday and has 5‐year projected traffic volumes, based on an engineering study, that meet one or more of Warrants 1,2, and 3 during an average
weekday?
Does the intersection have a total existing or immediately projected entering volume of at least 1,000 vehicles per hour for each of any
5 hours of a non‐normal business day (Saturday or Sunday)?
Is the major street part of the street or highway system that serves as the principal roadway network for through traffic flow?
Page 9 of 9
Traffic Signal Warrant Analysis Workbook
Municipality:Northampton Analysis Date:8/14/2021
County:Hampshire Conducted By:KMB
Agency/Company Name:Toole Design Group
Data Collection Date:5/1/2019
Day of the Week:Wednesday
No
Major Street Name and Route Number:
Major Street Approach #1 Direction:E‐Bound
Major Street Approach #2 Direction:W‐Bound
2 LANE(S)
25 MPH
Minor Street Name and Route Number:
Minor Street Approach #1 Direction:S‐Bound
Minor Street Approach #2 Direction:N/A
1 LANE(S)
Applicable? Warrant Met?
Yes No
Yes No
No N/A
Yes No
No N/A
No N/A
No N/A
No N/A
No N/A
Number of Lanes for Moving Traffic on Each Minor Street Approach:
Is the intersection in a built‐up area of an isolated community of <10,000 population?
STUDY AND ANALYSIS INFORMATION
Main Street (Route 9)
Masonic Street
Speed Limit or 85th Percentile Speed on the Major Street:
Major Street Information
Analysis Information
Minor Street Information
Number of Lanes for Moving Traffic on Each Major Street Approach:
TRAFFIC SIGNAL WARRANT ANALYSIS FINDINGS
Warrant 1, Eight‐Hour Vehicular Volume
Warrant 2, Four‐Hour Vehicular Volume
Warrant 3, Peak Hour
Warrant 4, Pedestrian Volume
Warrant 5, School Crossing
Warrant 6, Coordinated Signal System
Warrant 7, Crash Experience
Warrant 8, Roadway Network
Warrant 9, Intersection Near a Grade Crossing
Page 1 of 8
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (S‐Bound) (N/A)
Begin At End Of Volume Volume Total Volume Volume Volume
12:00 AM 12:14 AM 0
12:15 AM 12:29 AM 0
12:30 AM 12:44 AM 0
12:45 AM 12:59 AM 0
1:00 AM 1:14 AM 0
1:15 AM 1:29 AM 0
1:30 AM 1:44 AM 0
1:45 AM 1:59 AM 0
2:00 AM 2:14 AM 0
2:15 AM 2:29 AM 0
2:30 AM 2:44 AM 0
2:45 AM 2:59 AM 0
3:00 AM 3:14 AM 0
3:15 AM 3:29 AM 0
3:30 AM 3:44 AM 0
3:45 AM 3:59 AM 0
4:00 AM 4:14 AM 0
4:15 AM 4:29 AM 0
4:30 AM 4:44 AM 0
4:45 AM 4:59 AM 0
5:00 AM 5:14 AM 0
5:15 AM 5:29 AM 0
5:30 AM 5:44 AM 0
5:45 AM 5:59 AM 0
6:00 AM 6:14 AM 0
6:15 AM 6:29 AM 0
6:30 AM 6:44 AM 0
6:45 AM 6:59 AM 0
7:00 AM 7:14 AM 478 300 778 37
7:15 AM 7:29 AM 0
7:30 AM 7:44 AM 0
7:45 AM 7:59 AM 0
8:00 AM 8:14 AM 541 414 955 29
8:15 AM 8:29 AM 0
8:30 AM 8:44 AM 0
8:45 AM 8:59 AM 0
9:00 AM 9:14 AM 524.77 401.58 926.35 28.13 97% of AM Peak Hour
9:15 AM 9:29 AM 0
9:30 AM 9:44 AM 0
9:45 AM 9:59 AM 0
10:00 AM 10:14 AM 470.67 360.18 830.85 25.23 87% of AM Peak Hour
10:15 AM 10:29 AM 0
10:30 AM 10:44 AM 0
10:45 AM 10:59 AM 0
11:00 AM 11:14 AM 476.16 483.6 959.76 37.2 93% of PM Peak Hour
11:15 AM 11:29 AM 0
11:30 AM 11:44 AM 0
11:45 AM 11:59 AM 0
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
Page 2 of 8
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (S‐Bound) (N/A)
Begin At End Of Volume Volume Total Volume Volume Volume
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
12:00 PM 12:14 PM 476.16 483.6 959.76 37.2 93% of PM Peak Hour
12:15 PM 12:29 PM 0
12:30 PM 12:44 PM 0
12:45 PM 12:59 PM 0
1:00 PM 1:14 PM 496.64 504.4 1001.04 38.8 97% of PM Peak Hour
1:15 PM 1:29 PM 0
1:30 PM 1:44 PM 0
1:45 PM 1:59 PM 0
2:00 PM 2:14 PM 501.76 509.6 1011.36 39.2 98% of PM Peak Hour
2:15 PM 2:29 PM 0
2:30 PM 2:44 PM 0
2:45 PM 2:59 PM 0
3:00 PM 3:14 PM 464 483 947 39
3:15 PM 3:29 PM 0
3:30 PM 3:44 PM 0
3:45 PM 3:59 PM 0
4:00 PM 4:14 PM 514 464 978 44
4:15 PM 4:29 PM 0
4:30 PM 4:44 PM 0
4:45 PM 4:59 PM 0
5:00 PM 5:14 PM 512 520 1032 40
5:15 PM 5:29 PM 0
5:30 PM 5:44 PM 0
5:45 PM 5:59 PM 0
6:00 PM 6:14 PM 388 440 828 76
6:15 PM 6:29 PM 0
6:30 PM 6:44 PM 0
6:45 PM 6:59 PM 0
7:00 PM 7:14 PM 0
7:15 PM 7:29 PM 0
7:30 PM 7:44 PM 0
7:45 PM 7:59 PM 0
8:00 PM 8:14 PM 0
8:15 PM 8:29 PM 0
8:30 PM 8:44 PM 0
8:45 PM 8:59 PM 0
9:00 PM 9:14 PM 0
9:15 PM 9:29 PM 0
9:30 PM 9:44 PM 0
9:45 PM 9:59 PM 0
10:00 PM 10:14 PM 0
10:15 PM 10:29 PM 0
10:30 PM 10:44 PM 0
10:45 PM 10:59 PM 0
11:00 PM 11:14 PM 0
11:15 PM 11:29 PM 0
11:30 PM 11:44 PM 0
11:45 PM 11:59 PM 0
5843.16 5363.96 11207.12 470.76 0Approach Totals:
Page 3 of 8
MUTCD Warrant 1
Sheet 1 of 1
Major Street:2 or More Lanes
Minor Street:1 Lane
No
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11500 400 350 280 150 120 105 84
2 or More 1 600 480 420 336 150 120 105 84
2 or More 2 or More 600 480 420 336 200 160 140 112
12 or More500 400 350 280 200 160 140 112
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11750 600 525 420 75 60 53 42
2 or More 1 900 720 630 504 75 60 53 42
2 or More 2 or More 900 720 630 504 100 80 70 56
12 or More750 600 525 420 100 80 70 56
0No
0No
N/A
N/A
N/A
Number of Unique Hours Met:
Condition B Evaluation
Combination of Conditions A and B Necessary?*:
Combination of Condition A and Condition B Evaluation
*Only applicable for Warrant 1 if after an adequate trial of other alternatives that could cause less delay and inconvenience to traffic has failed
to solve the traffic problems. See Section 4C.02 of the 2009 MUTCD for application.
Condition A Evaluation
Condition B Satisfied?
Combination of Condition A and Condition B Satisfied?
Number of Unique Hours Met for Condition B:
Number of Unique Hours Met for Condition A:
MUTCD WARRANT 1, EIGHT‐HOUR VEHICULAR VOLUME
Condition A Satisfied?
Condition A ‐ Minimum Vehicular Volume
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Lanes for Moving Traffic
on Each Approach
No
Condition B ‐ Interruption of Continuous Traffic
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Unique Hours Met:
Built‐up Isolated Community With Less Than 10,000
Population or Above 40 MPH on Major Street?
Page 4 Traffic Signal Warrant_Market Hawley
MUTCD Warrant 2
Total Number of Unique Hours Met
On Figure 4C‐1
Major Street:2 or More Lanes 0
Minor Street:1 Lane
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
12:00 AM 00
12:15 AM 00
12:30 AM 00
12:45 AM 00
1:00 AM 00
1:15 AM 00
1:30 AM 00
1:45 AM 00
2:00 AM 00
2:15 AM 00
2:30 AM 00
2:45 AM 00
3:00 AM 00
3:15 AM 00
3:30 AM 00
3:45 AM 00
4:00 AM 00
4:15 AM 00
4:30 AM 00
4:45 AM 00
5:00 AM 00
5:15 AM 00
5:30 AM 00
5:45 AM 00
6:00 AM 00
6:15 AM 778 37
6:30 AM 778 37
6:45 AM 778 37
7:00 AM 778 37
7:15 AM 955 29
7:30 AM 955 29
7:45 AM 955 29
8:00 AM 955 29
8:15 AM 926.35 28.13
8:30 AM 926.35 28.13
8:45 AM 926.35 28.13
9:00 AM 926.35 28.13
9:15 AM 830.85 25.23
9:30 AM 830.85 25.23
9:45 AM 830.85 25.23
10:00 AM 830.85 25.23
10:15 AM 959.76 37.2
10:30 AM 959.76 37.2
10:45 AM 959.76 37.2
11:00 AM 959.76 37.2
11:15 AM 959.76 37.2
11:30 AM 959.76 37.2
11:45 AM 959.76 37.2
MUTCD WARRANT 2, FOUR‐HOUR VEHICULAR VOLUME
No
Hourly Vehicular Volume
Hour Met?
Number of Lanes for Moving Traffic on Each
Approach
Built‐up Isolated Community With Less Than 10,000 Population or Above 40 MPH
on Major Street?
Page 5 of 8
MUTCD Warrant 2
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
Hourly Vehicular Volume
Hour Met?
12:00 PM 959.76 37.2
12:15 PM 1001.04 38.8
12:30 PM 1001.04 38.8
12:45 PM 1001.04 38.8
1:00 PM 1001.04 38.8
1:15 PM 1011.36 39.2
1:30 PM 1011.36 39.2
1:45 PM 1011.36 39.2
2:00 PM 1011.36 39.2
2:15 PM 947 39
2:30 PM 947 39
2:45 PM 947 39
3:00 PM 947 39
3:15 PM 978 44
3:30 PM 978 44
3:45 PM 978 44
4:00 PM 978 44
4:15 PM 1032 40
4:30 PM 1032 40
4:45 PM 1032 40
5:00 PM 1032 40
5:15 PM 828 76
5:30 PM 828 76
5:45 PM 828 76
6:00 PM 828 76
6:15 PM 00
6:30 PM 00
6:45 PM 00
7:00 PM 00
7:15 PM 00
7:30 PM 00
7:45 PM 00
8:00 PM 00
8:15 PM 00
8:30 PM 00
8:45 PM 00
9:00 PM 00
9:15 PM 00
9:30 PM 00
9:45 PM 00
10:00 PM 00
10:15 PM 00
10:30 PM 00
10:45 PM 00
11:00 PM 00
Page 6 of 8
MUTCD Warrant 4
No
Yes
Yes
2
0
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
12:00 AM 0
12:15 AM 0
12:30 AM 0
12:45 AM 0
1:00 AM 0
1:15 AM 0
1:30 AM 0
1:45 AM 0
2:00 AM 0
2:15 AM 0
2:30 AM 0
2:45 AM 0
3:00 AM 0
3:15 AM 0
3:30 AM 0
3:45 AM 0
4:00 AM 0
4:15 AM 0
4:30 AM 0
4:45 AM 0
5:00 AM 0
5:15 AM 0
5:30 AM 0
5:45 AM 0
6:00 AM 0
6:15 AM 778
6:30 AM 778
6:45 AM 778
7:00 AM 778 44
7:15 AM 955 55
7:30 AM 955 75
7:45 AM 955 84
8:00 AM 955 95
8:15 AM 926.35
8:30 AM 926.35
8:45 AM 926.35
9:00 AM 926.35
9:15 AM 830.85
9:30 AM 830.85
9:45 AM 830.85
If the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross is less than 300 feet, will the proposed traffic control signal restrict
the progressive movement of traffic?*
No
Total Number of Unique Hours Met for Criterion A:
Total Number of Unique Hours Met for Criterion B:
15th Percentile Pedestrian Crossing Speed Less than 3.5 f/s?*
Is the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross less than 300 feet?
*If applicable, attach all supporting calculations, documentation, and findings.
*If applicable, attach supporting justification.
Built‐up Isolated Community With Less Than 10,000 Population or Above 35 MPH on Major
Street?
MUTCD WARRANT 4, PEDESTRIAN VOLUME
Hourly Vehicular & Pedestrian Volume
Page 7 of 8
MUTCD Warrant 4
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
Hourly Vehicular & Pedestrian Volume
10:00 AM 830.85
10:15 AM 959.76
10:30 AM 959.76
10:45 AM 959.76
11:00 AM 959.76
11:15 AM 959.76
11:30 AM 959.76
11:45 AM 959.76
12:00 PM 959.76
12:15 PM 1001.04
12:30 PM 1001.04
12:45 PM 1001.04
1:00 PM 1001.04
1:15 PM 1011.36
1:30 PM 1011.36
1:45 PM 1011.36
2:00 PM 1011.36
2:15 PM 947
2:30 PM 947
2:45 PM 947
3:00 PM 947 116
3:15 PM 978 107
3:30 PM 978 118
3:45 PM 978 118
4:00 PM 978 122
4:15 PM 1032 127 Met
4:30 PM 1032 123 Met
4:45 PM 1032 130 Met
5:00 PM 1032 140 Met
5:15 PM 828 156
5:30 PM 828 174
5:45 PM 828 188
6:00 PM 828 193 Met
6:15 PM 0
6:30 PM 0
6:45 PM 0
7:00 PM 0
7:15 PM 0
7:30 PM 0
7:45 PM 0
8:00 PM 0
8:15 PM 0
8:30 PM 0
8:45 PM 0
9:00 PM 0
9:15 PM 0
9:30 PM 0
9:45 PM 0
10:00 PM 0
10:15 PM 0
10:30 PM 0
10:45 PM 0
11:00 PM 0
Page 8 of 8
Traffic Signal Warrant Analysis Workbook
Municipality:Northampton Analysis Date:8/14/2021
County:Hampshire Conducted By:KMB
Agency/Company Name:Toole Design Group
Data Collection Date:5/1/2019
Day of the Week:Wednesday
No
Major Street Name and Route Number:
Major Street Approach #1 Direction:E‐Bound
Major Street Approach #2 Direction:W‐Bound
2 LANE(S)
25 MPH
Minor Street Name and Route Number:
Minor Street Approach #1 Direction:N/A
Minor Street Approach #2 Direction:N/A
1 LANE(S)
Applicable? Warrant Met?
No N/A
No N/A
No N/A
Yes No
No N/A
No N/A
No N/A
No N/A
No N/A
Number of Lanes for Moving Traffic on Each Minor Street Approach:
Is the intersection in a built‐up area of an isolated community of <10,000 population?
STUDY AND ANALYSIS INFORMATION
Main Street (Route 9)
Crafts Avenue
Speed Limit or 85th Percentile Speed on the Major Street:
Major Street Information
Analysis Information
Minor Street Information
Number of Lanes for Moving Traffic on Each Major Street Approach:
TRAFFIC SIGNAL WARRANT ANALYSIS FINDINGS
Warrant 1, Eight‐Hour Vehicular Volume
Warrant 2, Four‐Hour Vehicular Volume
Warrant 3, Peak Hour
Warrant 4, Pedestrian Volume
Warrant 5, School Crossing
Warrant 6, Coordinated Signal System
Warrant 7, Crash Experience
Warrant 8, Roadway Network
Warrant 9, Intersection Near a Grade Crossing
Page 1 of 5
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (N/A) (N/A)
Begin At End Of Volume Volume Total Volume Volume Volume
12:00 AM 12:14 AM 0
12:15 AM 12:29 AM 0
12:30 AM 12:44 AM 0
12:45 AM 12:59 AM 0
1:00 AM 1:14 AM 0
1:15 AM 1:29 AM 0
1:30 AM 1:44 AM 0
1:45 AM 1:59 AM 0
2:00 AM 2:14 AM 0
2:15 AM 2:29 AM 0
2:30 AM 2:44 AM 0
2:45 AM 2:59 AM 0
3:00 AM 3:14 AM 0
3:15 AM 3:29 AM 0
3:30 AM 3:44 AM 0
3:45 AM 3:59 AM 0
4:00 AM 4:14 AM 0
4:15 AM 4:29 AM 0
4:30 AM 4:44 AM 0
4:45 AM 4:59 AM 0
5:00 AM 5:14 AM 0
5:15 AM 5:29 AM 0
5:30 AM 5:44 AM 0
5:45 AM 5:59 AM 0
6:00 AM 6:14 AM 0
6:15 AM 6:29 AM 0
6:30 AM 6:44 AM 0
6:45 AM 6:59 AM 0
7:00 AM 7:14 AM 438 368 806
7:15 AM 7:29 AM 0
7:30 AM 7:44 AM 0
7:45 AM 7:59 AM 0
8:00 AM 8:14 AM 513 526 1039
8:15 AM 8:29 AM 0
8:30 AM 8:44 AM 0
8:45 AM 8:59 AM 0
9:00 AM 9:14 AM 497.61 510.22 1007.83 97% of AM Peak Hour
9:15 AM 9:29 AM 0
9:30 AM 9:44 AM 0
9:45 AM 9:59 AM 0
10:00 AM 10:14 AM 446.31 457.62 903.93 87% of AM Peak Hour
10:15 AM 10:29 AM 0
10:30 AM 10:44 AM 0
10:45 AM 10:59 AM 0
11:00 AM 11:14 AM 436.17 583.11 1019.28 93% of PM Peak Hour
11:15 AM 11:29 AM 0
11:30 AM 11:44 AM 0
11:45 AM 11:59 AM 0
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
Page 2 of 5
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (N/A) (N/A)
Begin At End Of Volume Volume Total Volume Volume Volume
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
12:00 PM 12:14 PM 436.17 583.11 1019.28 93% of PM Peak Hour
12:15 PM 12:29 PM 0
12:30 PM 12:44 PM 0
12:45 PM 12:59 PM 0
1:00 PM 1:14 PM 454.93 608.19 1063.12 97% of PM Peak Hour
1:15 PM 1:29 PM 0
1:30 PM 1:44 PM 0
1:45 PM 1:59 PM 0
2:00 PM 2:14 PM 459.62 614.46 1074.08 98% of PM Peak Hour
2:15 PM 2:29 PM 0
2:30 PM 2:44 PM 0
2:45 PM 2:59 PM 0
3:00 PM 3:14 PM 425 549 974
3:15 PM 3:29 PM 0
3:30 PM 3:44 PM 0
3:45 PM 3:59 PM 0
4:00 PM 4:14 PM 385 481 866
4:15 PM 4:29 PM 0
4:30 PM 4:44 PM 0
4:45 PM 4:59 PM 0
5:00 PM 5:14 PM 469 627 1096
5:15 PM 5:29 PM 0
5:30 PM 5:44 PM 0
5:45 PM 5:59 PM 0
6:00 PM 6:14 PM 343 501 844
6:15 PM 6:29 PM 0
6:30 PM 6:44 PM 0
6:45 PM 6:59 PM 0
7:00 PM 7:14 PM 0
7:15 PM 7:29 PM 0
7:30 PM 7:44 PM 0
7:45 PM 7:59 PM 0
8:00 PM 8:14 PM 0
8:15 PM 8:29 PM 0
8:30 PM 8:44 PM 0
8:45 PM 8:59 PM 0
9:00 PM 9:14 PM 0
9:15 PM 9:29 PM 0
9:30 PM 9:44 PM 0
9:45 PM 9:59 PM 0
10:00 PM 10:14 PM 0
10:15 PM 10:29 PM 0
10:30 PM 10:44 PM 0
10:45 PM 10:59 PM 0
11:00 PM 11:14 PM 0
11:15 PM 11:29 PM 0
11:30 PM 11:44 PM 0
11:45 PM 11:59 PM 0
5303.81 6408.71 11712.52 0 0Approach Totals:
Page 3 of 5
MUTCD Warrant 4
No
No
N/A
1
0
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
12:00 AM 0
12:15 AM 0
12:30 AM 0
12:45 AM 0
1:00 AM 0
1:15 AM 0
1:30 AM 0
1:45 AM 0
2:00 AM 0
2:15 AM 0
2:30 AM 0
2:45 AM 0
3:00 AM 0
3:15 AM 0
3:30 AM 0
3:45 AM 0
4:00 AM 0
4:15 AM 0
4:30 AM 0
4:45 AM 0
5:00 AM 0
5:15 AM 0
5:30 AM 0
5:45 AM 0
6:00 AM 0
6:15 AM 806
6:30 AM 806
6:45 AM 806
7:00 AM 806 18
7:15 AM 1039 20
7:30 AM 1039 19
7:45 AM 1039 29
8:00 AM 1039 34
8:15 AM 1007.83
8:30 AM 1007.83
8:45 AM 1007.83
9:00 AM 1007.83
9:15 AM 903.93
9:30 AM 903.93
9:45 AM 903.93
If the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross is less than 300 feet, will the proposed traffic control signal restrict
the progressive movement of traffic?*
No
Total Number of Unique Hours Met for Criterion A:
Total Number of Unique Hours Met for Criterion B:
15th Percentile Pedestrian Crossing Speed Less than 3.5 f/s?*
Is the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross less than 300 feet?
*If applicable, attach all supporting calculations, documentation, and findings.
*If applicable, attach supporting justification.
Built‐up Isolated Community With Less Than 10,000 Population or Above 35 MPH on Major
Street?
MUTCD WARRANT 4, PEDESTRIAN VOLUME
Hourly Vehicular & Pedestrian Volume
Page 4 of 5
MUTCD Warrant 4
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
Hourly Vehicular & Pedestrian Volume
10:00 AM 903.93
10:15 AM 1019.28
10:30 AM 1019.28
10:45 AM 1019.28
11:00 AM 1019.28
11:15 AM 1019.28
11:30 AM 1019.28
11:45 AM 1019.28
12:00 PM 1019.28
12:15 PM 1063.12
12:30 PM 1063.12
12:45 PM 1063.12
1:00 PM 1063.12
1:15 PM 1074.08
1:30 PM 1074.08
1:45 PM 1074.08
2:00 PM 1074.08
2:15 PM 974
2:30 PM 974
2:45 PM 974
3:00 PM 974 89
3:15 PM 866 95
3:30 PM 866 92
3:45 PM 866 83
4:00 PM 866 71
4:15 PM 1096 82
4:30 PM 1096 89
4:45 PM 1096 97
5:00 PM 1096 110 Met
5:15 PM 844 109
5:30 PM 844 104
5:45 PM 844 97
6:00 PM 844 101
6:15 PM 0
6:30 PM 0
6:45 PM 0
7:00 PM 0
7:15 PM 0
7:30 PM 0
7:45 PM 0
8:00 PM 0
8:15 PM 0
8:30 PM 0
8:45 PM 0
9:00 PM 0
9:15 PM 0
9:30 PM 0
9:45 PM 0
10:00 PM 0
10:15 PM 0
10:30 PM 0
10:45 PM 0
11:00 PM 0
Page 5 of 5
Traffic Signal Warrant Analysis Workbook
Municipality:Northampton Analysis Date:8/14/2021
County:Hampshire Conducted By:KMB
Agency/Company Name:Toole Design Group
Data Collection Date:5/1/2019
Day of the Week:Wednesday
No
Major Street Name and Route Number:
Major Street Approach #1 Direction:E‐Bound
Major Street Approach #2 Direction:W‐Bound
2 LANE(S)
25 MPH
Minor Street Name and Route Number:
Minor Street Approach #1 Direction:S‐Bound
Minor Street Approach #2 Direction:N/A
1 LANE(S)
Applicable? Warrant Met?
Yes Yes
Yes Yes
No N/A
Yes No
No N/A
No N/A
No N/A
No N/A
No N/A
Warrant 5, School Crossing
Warrant 6, Coordinated Signal System
Warrant 7, Crash Experience
Warrant 8, Roadway Network
Warrant 9, Intersection Near a Grade Crossing
TRAFFIC SIGNAL WARRANT ANALYSIS FINDINGS
Warrant 1, Eight‐Hour Vehicular Volume
Warrant 2, Four‐Hour Vehicular Volume
Warrant 3, Peak Hour
Warrant 4, Pedestrian Volume
Number of Lanes for Moving Traffic on Each Minor Street Approach:
Is the intersection in a built‐up area of an isolated community of <10,000 population?
STUDY AND ANALYSIS INFORMATION
Main Street (Route 9)
Center Street
Speed Limit or 85th Percentile Speed on the Major Street:
Major Street Information
Analysis Information
Minor Street Information
Number of Lanes for Moving Traffic on Each Major Street Approach:
Page 1 of 8
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (S‐Bound) (N/A)
Begin At End Of Volume Volume Total Volume Volume Volume
12:00 AM 12:14 AM 0
12:15 AM 12:29 AM 0
12:30 AM 12:44 AM 0
12:45 AM 12:59 AM 0
1:00 AM 1:14 AM 0
1:15 AM 1:29 AM 0
1:30 AM 1:44 AM 0
1:45 AM 1:59 AM 0
2:00 AM 2:14 AM 0
2:15 AM 2:29 AM 0
2:30 AM 2:44 AM 0
2:45 AM 2:59 AM 0
3:00 AM 3:14 AM 0
3:15 AM 3:29 AM 0
3:30 AM 3:44 AM 0
3:45 AM 3:59 AM 0
4:00 AM 4:14 AM 0
4:15 AM 4:29 AM 0
4:30 AM 4:44 AM 0
4:45 AM 4:59 AM 0
5:00 AM 5:14 AM 0
5:15 AM 5:29 AM 0
5:30 AM 5:44 AM 0
5:45 AM 5:59 AM 0
6:00 AM 6:14 AM 0
6:15 AM 6:29 AM 0
6:30 AM 6:44 AM 0
6:45 AM 6:59 AM 0
7:00 AM 7:14 AM 523 352 875 76
7:15 AM 7:29 AM 0
7:30 AM 7:44 AM 0
7:45 AM 7:59 AM 0
8:00 AM 8:14 AM 666 485 1151 147
8:15 AM 8:29 AM 0
8:30 AM 8:44 AM 0
8:45 AM 8:59 AM 0
9:00 AM 9:14 AM 646.02 470.45 1116.47 142.59 97% of AM Peak Hour (8am)
9:15 AM 9:29 AM 0
9:30 AM 9:44 AM 0
9:45 AM 9:59 AM 0
10:00 AM 10:14 AM 579.42 421.95 1001.37 127.89 87% of AM Peak Hour (8am)
10:15 AM 10:29 AM 0
10:30 AM 10:44 AM 0
10:45 AM 10:59 AM 0
11:00 AM 11:14 AM 597.99 534.75 1132.74 101.37 93% of PM Peak Hour (5pm)
11:15 AM 11:29 AM 0
11:30 AM 11:44 AM 0
11:45 AM 11:59 AM 0
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
Page 2 of 8
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (S‐Bound) (N/A)
Begin At End Of Volume Volume Total Volume Volume Volume
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
12:00 PM 12:14 PM 597.99 534.75 1132.74 101.37 93% of PM Peak Hour (5pm)
12:15 PM 12:29 PM 0
12:30 PM 12:44 PM 0
12:45 PM 12:59 PM 0
1:00 PM 1:14 PM 623.71 557.75 1181.46 105.73 97% of PM Peak Hour (5pm)
1:15 PM 1:29 PM 0
1:30 PM 1:44 PM 0
1:45 PM 1:59 PM 0
2:00 PM 2:14 PM 630.14 563.5 1193.64 106.82 98% of PM Peak Hour (5pm)
2:15 PM 2:29 PM 0
2:30 PM 2:44 PM 0
2:45 PM 2:59 PM 0
3:00 PM 3:14 PM 502 525 1027 93
3:15 PM 3:29 PM 0
3:30 PM 3:44 PM 0
3:45 PM 3:59 PM 0
4:00 PM 4:14 PM 558 474 1032 86
4:15 PM 4:29 PM 0
4:30 PM 4:44 PM 0
4:45 PM 4:59 PM 0
5:00 PM 5:14 PM 643 575 1218 109
5:15 PM 5:29 PM 0
5:30 PM 5:44 PM 0
5:45 PM 5:59 PM 0
6:00 PM 6:14 PM 421 434 855 68
6:15 PM 6:29 PM 0
6:30 PM 6:44 PM 0
6:45 PM 6:59 PM 0
7:00 PM 7:14 PM 0
7:15 PM 7:29 PM 0
7:30 PM 7:44 PM 0
7:45 PM 7:59 PM 0
8:00 PM 8:14 PM 0
8:15 PM 8:29 PM 0
8:30 PM 8:44 PM 0
8:45 PM 8:59 PM 0
9:00 PM 9:14 PM 0
9:15 PM 9:29 PM 0
9:30 PM 9:44 PM 0
9:45 PM 9:59 PM 0
10:00 PM 10:14 PM 0
10:15 PM 10:29 PM 0
10:30 PM 10:44 PM 0
10:45 PM 10:59 PM 0
11:00 PM 11:14 PM 0
11:15 PM 11:29 PM 0
11:30 PM 11:44 PM 0
11:45 PM 11:59 PM 0
6988.27 5928.15 12916.42 1264.77 0Approach Totals:
Page 3 of 8
MUTCD Warrant 1
Sheet 1 of 1
Major Street:2 or More Lanes
Minor Street:1 Lane
No
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11500 400 350 280 150 120 105 84
2 or More 1 600 480 420 336 150 120 105 84
2 or More 2 or More 600 480 420 336 200 160 140 112
12 or More500 400 350 280 200 160 140 112
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11750 600 525 420 75 60 53 42
2 or More 1 900 720 630 504 75 60 53 42
2 or More 2 or More 900 720 630 504 100 80 70 56
12 or More750 600 525 420 100 80 70 56
0No
10 Yes
N/A
N/A
N/A
MUTCD WARRANT 1, EIGHT‐HOUR VEHICULAR VOLUME
Condition A Satisfied?
Condition A ‐ Minimum Vehicular Volume
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Lanes for Moving Traffic
on Each Approach
No
Condition B ‐ Interruption of Continuous Traffic
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Unique Hours Met:
Built‐up Isolated Community With Less Than 10,000
Population or Above 40 MPH on Major Street?
Combination of Condition A and Condition B Evaluation
*Only applicable for Warrant 1 if after an adequate trial of other alternatives that could cause less delay and inconvenience to traffic has failed
to solve the traffic problems. See Section 4C.02 of the 2009 MUTCD for application.
Condition A Evaluation
Condition B Satisfied?
Combination of Condition A and Condition B Satisfied?
Number of Unique Hours Met for Condition B:
Number of Unique Hours Met for Condition A:
Number of Unique Hours Met:
Condition B Evaluation
Combination of Conditions A and B Necessary?*:
Page 4 Traffic Signal Warrant_Market Hawley
MUTCD Warrant 2
Total Number of Unique Hours Met
On Figure 4C‐1
Major Street:2 or More Lanes 4
Minor Street:1 Lane
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
12:00 AM 00
12:15 AM 00
12:30 AM 00
12:45 AM 00
1:00 AM 00
1:15 AM 00
1:30 AM 00
1:45 AM 00
2:00 AM 00
2:15 AM 00
2:30 AM 00
2:45 AM 00
3:00 AM 00
3:15 AM 00
3:30 AM 00
3:45 AM 00
4:00 AM 00
4:15 AM 00
4:30 AM 00
4:45 AM 00
5:00 AM 00
5:15 AM 00
5:30 AM 00
5:45 AM 00
6:00 AM 00
6:15 AM 875 76
6:30 AM 875 76
6:45 AM 875 76
7:00 AM 875 76
7:15 AM 1151 147 Met
7:30 AM 1151 147 Met
7:45 AM 1151 147 Met
8:00 AM 1151 147 Met
8:15 AM 1116.47 142.59 Met
8:30 AM 1116.47 142.59 Met
8:45 AM 1116.47 142.59 Met
9:00 AM 1116.47 142.59 Met
9:15 AM 1001.37 127.89
9:30 AM 1001.37 127.89
9:45 AM 1001.37 127.89
10:00 AM 1001.37 127.89
10:15 AM 1132.74 101.37
10:30 AM 1132.74 101.37
10:45 AM 1132.74 101.37
11:00 AM 1132.74 101.37
11:15 AM 1132.74 101.37
11:30 AM 1132.74 101.37
11:45 AM 1132.74 101.37
MUTCD WARRANT 2, FOUR‐HOUR VEHICULAR VOLUME
No
Hourly Vehicular Volume
Hour Met?
Number of Lanes for Moving Traffic on Each
Approach
Built‐up Isolated Community With Less Than 10,000 Population or Above 40 MPH
on Major Street?
Page 5 of 8
MUTCD Warrant 2
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
Hourly Vehicular Volume
Hour Met?
12:00 PM 1132.74 101.37
12:15 PM 1181.46 105.73
12:30 PM 1181.46 105.73
12:45 PM 1181.46 105.73
1:00 PM 1181.46 105.73
1:15 PM 1193.64 106.82 Met
1:30 PM 1193.64 106.82 Met
1:45 PM 1193.64 106.82 Met
2:00 PM 1193.64 106.82 Met
2:15 PM 1027 93
2:30 PM 1027 93
2:45 PM 1027 93
3:00 PM 1027 93
3:15 PM 1032 86
3:30 PM 1032 86
3:45 PM 1032 86
4:00 PM 1032 86
4:15 PM 1218 109 Met
4:30 PM 1218 109 Met
4:45 PM 1218 109 Met
5:00 PM 1218 109 Met
5:15 PM 855 68
5:30 PM 855 68
5:45 PM 855 68
6:00 PM 855 68
6:15 PM 00
6:30 PM 00
6:45 PM 00
7:00 PM 00
7:15 PM 00
7:30 PM 00
7:45 PM 00
8:00 PM 00
8:15 PM 00
8:30 PM 00
8:45 PM 00
9:00 PM 00
9:15 PM 00
9:30 PM 00
9:45 PM 00
10:00 PM 00
10:15 PM 00
10:30 PM 00
10:45 PM 00
11:00 PM 00
Page 6 of 8
MUTCD Warrant 4
No
No
N/A
3
0
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
12:00 AM 0
12:15 AM 0
12:30 AM 0
12:45 AM 0
1:00 AM 0
1:15 AM 0
1:30 AM 0
1:45 AM 0
2:00 AM 0
2:15 AM 0
2:30 AM 0
2:45 AM 0
3:00 AM 0
3:15 AM 0
3:30 AM 0
3:45 AM 0
4:00 AM 0
4:15 AM 0
4:30 AM 0
4:45 AM 0
5:00 AM 0
5:15 AM 0
5:30 AM 0
5:45 AM 0
6:00 AM 0
6:15 AM 875
6:30 AM 875
6:45 AM 875
7:00 AM 875 12
7:15 AM 1151 19
7:30 AM 1151 27
7:45 AM 1151 32
8:00 AM 1151 42
8:15 AM 1116.47
8:30 AM 1116.47
8:45 AM 1116.47
9:00 AM 1116.47
9:15 AM 1001.37
9:30 AM 1001.37
9:45 AM 1001.37
MUTCD WARRANT 4, PEDESTRIAN VOLUME
Hourly Vehicular & Pedestrian Volume
If the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross is less than 300 feet, will the proposed traffic control signal restrict
the progressive movement of traffic?*
No
Total Number of Unique Hours Met for Criterion A:
Total Number of Unique Hours Met for Criterion B:
15th Percentile Pedestrian Crossing Speed Less than 3.5 f/s?*
Is the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross less than 300 feet?
*If applicable, attach all supporting calculations, documentation, and findings.
*If applicable, attach supporting justification.
Built‐up Isolated Community With Less Than 10,000 Population or Above 35 MPH on Major
Street?
Page 7 of 8
MUTCD Warrant 4
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
Hourly Vehicular & Pedestrian Volume
10:00 AM 1001.37
10:15 AM 1132.74
10:30 AM 1132.74
10:45 AM 1132.74
11:00 AM 1132.74
11:15 AM 1132.74
11:30 AM 1132.74
11:45 AM 1132.74
12:00 PM 1132.74
12:15 PM 1181.46
12:30 PM 1181.46
12:45 PM 1181.46
1:00 PM 1181.46
1:15 PM 1193.64
1:30 PM 1193.64
1:45 PM 1193.64
2:00 PM 1193.64
2:15 PM 1027
2:30 PM 1027
2:45 PM 1027
3:00 PM 1027 129 Met
3:15 PM 1032 140 Met
3:30 PM 1032 136 Met
3:45 PM 1032 142 Met
4:00 PM 1032 152 Met
4:15 PM 1218 143 Met
4:30 PM 1218 158 Met
4:45 PM 1218 160 Met
5:00 PM 1218 151 Met
5:15 PM 855 146
5:30 PM 855 126
5:45 PM 855 113
6:00 PM 855 103
6:15 PM 0
6:30 PM 0
6:45 PM 0
7:00 PM 0
7:15 PM 0
7:30 PM 0
7:45 PM 0
8:00 PM 0
8:15 PM 0
8:30 PM 0
8:45 PM 0
9:00 PM 0
9:15 PM 0
9:30 PM 0
9:45 PM 0
10:00 PM 0
10:15 PM 0
10:30 PM 0
10:45 PM 0
11:00 PM 0
Page 8 of 8
Traffic Signal Warrant Analysis Workbook
Municipality:Northampton Analysis Date:8/14/2021
County:Hampshire Conducted By:KMB
Agency/Company Name:Toole Design Group
Data Collection Date:5/1/2019
Day of the Week:Wednesday
No
Major Street Name and Route Number:
Major Street Approach #1 Direction:E‐Bound
Major Street Approach #2 Direction:W‐Bound
2 LANE(S)
25 MPH
Minor Street Name and Route Number:
Minor Street Approach #1 Direction:S‐Bound
Minor Street Approach #2 Direction:N/A
1 LANE(S)
Applicable? Warrant Met?
Yes Yes
Yes Yes
No N/A
Yes No
No N/A
No N/A
No N/A
No N/A
No N/A
Warrant 5, School Crossing
Warrant 6, Coordinated Signal System
Warrant 7, Crash Experience
Warrant 8, Roadway Network
Warrant 9, Intersection Near a Grade Crossing
TRAFFIC SIGNAL WARRANT ANALYSIS FINDINGS
Warrant 1, Eight‐Hour Vehicular Volume
Warrant 2, Four‐Hour Vehicular Volume
Warrant 3, Peak Hour
Warrant 4, Pedestrian Volume
Number of Lanes for Moving Traffic on Each Minor Street Approach:
Is the intersection in a built‐up area of an isolated community of <10,000 population?
STUDY AND ANALYSIS INFORMATION
Main Street (Route 9)
Center Street
Speed Limit or 85th Percentile Speed on the Major Street:
Major Street Information
Analysis Information
Minor Street Information
Number of Lanes for Moving Traffic on Each Major Street Approach:
Page 1 of 8
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (S‐Bound) (N/A)
Begin At End Of Volume Volume Total Volume Volume Volume
12:00 AM 12:14 AM 0
12:15 AM 12:29 AM 0
12:30 AM 12:44 AM 0
12:45 AM 12:59 AM 0
1:00 AM 1:14 AM 0
1:15 AM 1:29 AM 0
1:30 AM 1:44 AM 0
1:45 AM 1:59 AM 0
2:00 AM 2:14 AM 0
2:15 AM 2:29 AM 0
2:30 AM 2:44 AM 0
2:45 AM 2:59 AM 0
3:00 AM 3:14 AM 0
3:15 AM 3:29 AM 0
3:30 AM 3:44 AM 0
3:45 AM 3:59 AM 0
4:00 AM 4:14 AM 0
4:15 AM 4:29 AM 0
4:30 AM 4:44 AM 0
4:45 AM 4:59 AM 0
5:00 AM 5:14 AM 0
5:15 AM 5:29 AM 0
5:30 AM 5:44 AM 0
5:45 AM 5:59 AM 0
6:00 AM 6:14 AM 0
6:15 AM 6:29 AM 0
6:30 AM 6:44 AM 0
6:45 AM 6:59 AM 0
7:00 AM 7:14 AM 523 352 875 76
7:15 AM 7:29 AM 0
7:30 AM 7:44 AM 0
7:45 AM 7:59 AM 0
8:00 AM 8:14 AM 666 485 1151 147
8:15 AM 8:29 AM 0
8:30 AM 8:44 AM 0
8:45 AM 8:59 AM 0
9:00 AM 9:14 AM 646.02 470.45 1116.47 142.59 97% of AM Peak Hour (8am)
9:15 AM 9:29 AM 0
9:30 AM 9:44 AM 0
9:45 AM 9:59 AM 0
10:00 AM 10:14 AM 579.42 421.95 1001.37 127.89 87% of AM Peak Hour (8am)
10:15 AM 10:29 AM 0
10:30 AM 10:44 AM 0
10:45 AM 10:59 AM 0
11:00 AM 11:14 AM 597.99 534.75 1132.74 101.37 93% of PM Peak Hour (5pm)
11:15 AM 11:29 AM 0
11:30 AM 11:44 AM 0
11:45 AM 11:59 AM 0
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
Page 2 of 8
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (S‐Bound) (N/A)
Begin At End Of Volume Volume Total Volume Volume Volume
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
12:00 PM 12:14 PM 597.99 534.75 1132.74 101.37 93% of PM Peak Hour (5pm)
12:15 PM 12:29 PM 0
12:30 PM 12:44 PM 0
12:45 PM 12:59 PM 0
1:00 PM 1:14 PM 623.71 557.75 1181.46 105.73 97% of PM Peak Hour (5pm)
1:15 PM 1:29 PM 0
1:30 PM 1:44 PM 0
1:45 PM 1:59 PM 0
2:00 PM 2:14 PM 630.14 563.5 1193.64 106.82 98% of PM Peak Hour (5pm)
2:15 PM 2:29 PM 0
2:30 PM 2:44 PM 0
2:45 PM 2:59 PM 0
3:00 PM 3:14 PM 502 525 1027 93
3:15 PM 3:29 PM 0
3:30 PM 3:44 PM 0
3:45 PM 3:59 PM 0
4:00 PM 4:14 PM 558 474 1032 86
4:15 PM 4:29 PM 0
4:30 PM 4:44 PM 0
4:45 PM 4:59 PM 0
5:00 PM 5:14 PM 643 575 1218 109
5:15 PM 5:29 PM 0
5:30 PM 5:44 PM 0
5:45 PM 5:59 PM 0
6:00 PM 6:14 PM 421 434 855 68
6:15 PM 6:29 PM 0
6:30 PM 6:44 PM 0
6:45 PM 6:59 PM 0
7:00 PM 7:14 PM 0
7:15 PM 7:29 PM 0
7:30 PM 7:44 PM 0
7:45 PM 7:59 PM 0
8:00 PM 8:14 PM 0
8:15 PM 8:29 PM 0
8:30 PM 8:44 PM 0
8:45 PM 8:59 PM 0
9:00 PM 9:14 PM 0
9:15 PM 9:29 PM 0
9:30 PM 9:44 PM 0
9:45 PM 9:59 PM 0
10:00 PM 10:14 PM 0
10:15 PM 10:29 PM 0
10:30 PM 10:44 PM 0
10:45 PM 10:59 PM 0
11:00 PM 11:14 PM 0
11:15 PM 11:29 PM 0
11:30 PM 11:44 PM 0
11:45 PM 11:59 PM 0
6988.27 5928.15 12916.42 1264.77 0Approach Totals:
Page 3 of 8
MUTCD Warrant 1
Sheet 1 of 1
Major Street:2 or More Lanes
Minor Street:1 Lane
No
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11500 400 350 280 150 120 105 84
2 or More 1 600 480 420 336 150 120 105 84
2 or More 2 or More 600 480 420 336 200 160 140 112
12 or More500 400 350 280 200 160 140 112
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11750 600 525 420 75 60 53 42
2 or More 1 900 720 630 504 75 60 53 42
2 or More 2 or More 900 720 630 504 100 80 70 56
12 or More750 600 525 420 100 80 70 56
0No
10 Yes
N/A
N/A
N/A
MUTCD WARRANT 1, EIGHT‐HOUR VEHICULAR VOLUME
Condition A Satisfied?
Condition A ‐ Minimum Vehicular Volume
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Lanes for Moving Traffic
on Each Approach
No
Condition B ‐ Interruption of Continuous Traffic
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Unique Hours Met:
Built‐up Isolated Community With Less Than 10,000
Population or Above 40 MPH on Major Street?
Combination of Condition A and Condition B Evaluation
*Only applicable for Warrant 1 if after an adequate trial of other alternatives that could cause less delay and inconvenience to traffic has failed
to solve the traffic problems. See Section 4C.02 of the 2009 MUTCD for application.
Condition A Evaluation
Condition B Satisfied?
Combination of Condition A and Condition B Satisfied?
Number of Unique Hours Met for Condition B:
Number of Unique Hours Met for Condition A:
Number of Unique Hours Met:
Condition B Evaluation
Combination of Conditions A and B Necessary?*:
Page 4 Traffic Signal Warrant_Market Hawley
MUTCD Warrant 2
Total Number of Unique Hours Met
On Figure 4C‐1
Major Street:2 or More Lanes 4
Minor Street:1 Lane
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
12:00 AM 00
12:15 AM 00
12:30 AM 00
12:45 AM 00
1:00 AM 00
1:15 AM 00
1:30 AM 00
1:45 AM 00
2:00 AM 00
2:15 AM 00
2:30 AM 00
2:45 AM 00
3:00 AM 00
3:15 AM 00
3:30 AM 00
3:45 AM 00
4:00 AM 00
4:15 AM 00
4:30 AM 00
4:45 AM 00
5:00 AM 00
5:15 AM 00
5:30 AM 00
5:45 AM 00
6:00 AM 00
6:15 AM 875 76
6:30 AM 875 76
6:45 AM 875 76
7:00 AM 875 76
7:15 AM 1151 147 Met
7:30 AM 1151 147 Met
7:45 AM 1151 147 Met
8:00 AM 1151 147 Met
8:15 AM 1116.47 142.59 Met
8:30 AM 1116.47 142.59 Met
8:45 AM 1116.47 142.59 Met
9:00 AM 1116.47 142.59 Met
9:15 AM 1001.37 127.89
9:30 AM 1001.37 127.89
9:45 AM 1001.37 127.89
10:00 AM 1001.37 127.89
10:15 AM 1132.74 101.37
10:30 AM 1132.74 101.37
10:45 AM 1132.74 101.37
11:00 AM 1132.74 101.37
11:15 AM 1132.74 101.37
11:30 AM 1132.74 101.37
11:45 AM 1132.74 101.37
MUTCD WARRANT 2, FOUR‐HOUR VEHICULAR VOLUME
No
Hourly Vehicular Volume
Hour Met?
Number of Lanes for Moving Traffic on Each
Approach
Built‐up Isolated Community With Less Than 10,000 Population or Above 40 MPH
on Major Street?
Page 5 of 8
MUTCD Warrant 2
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
Hourly Vehicular Volume
Hour Met?
12:00 PM 1132.74 101.37
12:15 PM 1181.46 105.73
12:30 PM 1181.46 105.73
12:45 PM 1181.46 105.73
1:00 PM 1181.46 105.73
1:15 PM 1193.64 106.82 Met
1:30 PM 1193.64 106.82 Met
1:45 PM 1193.64 106.82 Met
2:00 PM 1193.64 106.82 Met
2:15 PM 1027 93
2:30 PM 1027 93
2:45 PM 1027 93
3:00 PM 1027 93
3:15 PM 1032 86
3:30 PM 1032 86
3:45 PM 1032 86
4:00 PM 1032 86
4:15 PM 1218 109 Met
4:30 PM 1218 109 Met
4:45 PM 1218 109 Met
5:00 PM 1218 109 Met
5:15 PM 855 68
5:30 PM 855 68
5:45 PM 855 68
6:00 PM 855 68
6:15 PM 00
6:30 PM 00
6:45 PM 00
7:00 PM 00
7:15 PM 00
7:30 PM 00
7:45 PM 00
8:00 PM 00
8:15 PM 00
8:30 PM 00
8:45 PM 00
9:00 PM 00
9:15 PM 00
9:30 PM 00
9:45 PM 00
10:00 PM 00
10:15 PM 00
10:30 PM 00
10:45 PM 00
11:00 PM 00
Page 6 of 8
MUTCD Warrant 4
No
No
N/A
3
0
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
12:00 AM 0
12:15 AM 0
12:30 AM 0
12:45 AM 0
1:00 AM 0
1:15 AM 0
1:30 AM 0
1:45 AM 0
2:00 AM 0
2:15 AM 0
2:30 AM 0
2:45 AM 0
3:00 AM 0
3:15 AM 0
3:30 AM 0
3:45 AM 0
4:00 AM 0
4:15 AM 0
4:30 AM 0
4:45 AM 0
5:00 AM 0
5:15 AM 0
5:30 AM 0
5:45 AM 0
6:00 AM 0
6:15 AM 875
6:30 AM 875
6:45 AM 875
7:00 AM 875 12
7:15 AM 1151 19
7:30 AM 1151 27
7:45 AM 1151 32
8:00 AM 1151 42
8:15 AM 1116.47
8:30 AM 1116.47
8:45 AM 1116.47
9:00 AM 1116.47
9:15 AM 1001.37
9:30 AM 1001.37
9:45 AM 1001.37
MUTCD WARRANT 4, PEDESTRIAN VOLUME
Hourly Vehicular & Pedestrian Volume
If the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross is less than 300 feet, will the proposed traffic control signal restrict
the progressive movement of traffic?*
No
Total Number of Unique Hours Met for Criterion A:
Total Number of Unique Hours Met for Criterion B:
15th Percentile Pedestrian Crossing Speed Less than 3.5 f/s?*
Is the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross less than 300 feet?
*If applicable, attach all supporting calculations, documentation, and findings.
*If applicable, attach supporting justification.
Built‐up Isolated Community With Less Than 10,000 Population or Above 35 MPH on Major
Street?
Page 7 of 8
MUTCD Warrant 4
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
Hourly Vehicular & Pedestrian Volume
10:00 AM 1001.37
10:15 AM 1132.74
10:30 AM 1132.74
10:45 AM 1132.74
11:00 AM 1132.74
11:15 AM 1132.74
11:30 AM 1132.74
11:45 AM 1132.74
12:00 PM 1132.74
12:15 PM 1181.46
12:30 PM 1181.46
12:45 PM 1181.46
1:00 PM 1181.46
1:15 PM 1193.64
1:30 PM 1193.64
1:45 PM 1193.64
2:00 PM 1193.64
2:15 PM 1027
2:30 PM 1027
2:45 PM 1027
3:00 PM 1027 129 Met
3:15 PM 1032 140 Met
3:30 PM 1032 136 Met
3:45 PM 1032 142 Met
4:00 PM 1032 152 Met
4:15 PM 1218 143 Met
4:30 PM 1218 158 Met
4:45 PM 1218 160 Met
5:00 PM 1218 151 Met
5:15 PM 855 146
5:30 PM 855 126
5:45 PM 855 113
6:00 PM 855 103
6:15 PM 0
6:30 PM 0
6:45 PM 0
7:00 PM 0
7:15 PM 0
7:30 PM 0
7:45 PM 0
8:00 PM 0
8:15 PM 0
8:30 PM 0
8:45 PM 0
9:00 PM 0
9:15 PM 0
9:30 PM 0
9:45 PM 0
10:00 PM 0
10:15 PM 0
10:30 PM 0
10:45 PM 0
11:00 PM 0
Page 8 of 8
Traffic Signal Warrant Analysis Workbook
Municipality:Northampton Analysis Date:8/14/2021
County:Hampshire Conducted By:KMB
Agency/Company Name:Toole Design Group
Data Collection Date:5/1/2019
Day of the Week:Wednesday
No
Major Street Name and Route Number:
Major Street Approach #1 Direction:E‐Bound
Major Street Approach #2 Direction:W‐Bound
2 LANE(S)
25 MPH
Minor Street Name and Route Number:
Minor Street Approach #1 Direction:S‐Bound
Minor Street Approach #2 Direction:N/A
1 LANE(S)
Applicable? Warrant Met?
Yes No
Yes No
No N/A
Yes No
No N/A
No N/A
No N/A
No N/A
No N/A
Warrant 5, School Crossing
Warrant 6, Coordinated Signal System
Warrant 7, Crash Experience
Warrant 8, Roadway Network
Warrant 9, Intersection Near a Grade Crossing
TRAFFIC SIGNAL WARRANT ANALYSIS FINDINGS
Warrant 1, Eight‐Hour Vehicular Volume
Warrant 2, Four‐Hour Vehicular Volume
Warrant 3, Peak Hour
Warrant 4, Pedestrian Volume
Number of Lanes for Moving Traffic on Each Minor Street Approach:
Is the intersection in a built‐up area of an isolated community of <10,000 population?
STUDY AND ANALYSIS INFORMATION
Main Street (Route 9)
Gothic
Speed Limit or 85th Percentile Speed on the Major Street:
Major Street Information
Analysis Information
Minor Street Information
Number of Lanes for Moving Traffic on Each Major Street Approach:
Page 1 of 8
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (S‐Bound) (N/A)
Begin At End Of Volume Volume Total Volume Volume Volume
12:00 AM 12:14 AM 0
12:15 AM 12:29 AM 0
12:30 AM 12:44 AM 0
12:45 AM 12:59 AM 0
1:00 AM 1:14 AM 0
1:15 AM 1:29 AM 0
1:30 AM 1:44 AM 0
1:45 AM 1:59 AM 0
2:00 AM 2:14 AM 0
2:15 AM 2:29 AM 0
2:30 AM 2:44 AM 0
2:45 AM 2:59 AM 0
3:00 AM 3:14 AM 0
3:15 AM 3:29 AM 0
3:30 AM 3:44 AM 0
3:45 AM 3:59 AM 0
4:00 AM 4:14 AM 0
4:15 AM 4:29 AM 0
4:30 AM 4:44 AM 0
4:45 AM 4:59 AM 0
5:00 AM 5:14 AM 0
5:15 AM 5:29 AM 0
5:30 AM 5:44 AM 0
5:45 AM 5:59 AM 0
6:00 AM 6:14 AM 0
6:15 AM 6:29 AM 0
6:30 AM 6:44 AM 0
6:45 AM 6:59 AM 0
7:00 AM 7:14 AM 551 338 889 31
7:15 AM 7:29 AM 0
7:30 AM 7:44 AM 0
7:45 AM 7:59 AM 0
8:00 AM 8:14 AM 669 481 1150 84
8:15 AM 8:29 AM 0
8:30 AM 8:44 AM 0
8:45 AM 8:59 AM 0
9:00 AM 9:14 AM 648.93 466.57 1115.5 81.48 97% of AM Peak Hour
9:15 AM 9:29 AM 0
9:30 AM 9:44 AM 0
9:45 AM 9:59 AM 0
10:00 AM 10:14 AM 582.03 418.47 1000.5 73.08 87% of AM Peak Hour
10:15 AM 10:29 AM 0
10:30 AM 10:44 AM 0
10:45 AM 10:59 AM 0
11:00 AM 11:14 AM 509.64 525.45 1035.09 53.01 93% of PM Peak Hour
11:15 AM 11:29 AM 0
11:30 AM 11:44 AM 0
11:45 AM 11:59 AM 0
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
Page 2 of 8
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (S‐Bound) (N/A)
Begin At End Of Volume Volume Total Volume Volume Volume
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
12:00 PM 12:14 PM 509.64 525.45 1035.09 53.01 93% of PM Peak Hour
12:15 PM 12:29 PM 0
12:30 PM 12:44 PM 0
12:45 PM 12:59 PM 0
1:00 PM 1:14 PM 531.56 548.05 1079.61 55.29 97% of PM Peak Hour
1:15 PM 1:29 PM 0
1:30 PM 1:44 PM 0
1:45 PM 1:59 PM 0
2:00 PM 2:14 PM 537.04 553.7 1090.74 55.86 98% of PM Peak Hour
2:15 PM 2:29 PM 0
2:30 PM 2:44 PM 0
2:45 PM 2:59 PM 0
3:00 PM 3:14 PM 556 489 1045 52
3:15 PM 3:29 PM 0
3:30 PM 3:44 PM 0
3:45 PM 3:59 PM 0
4:00 PM 4:14 PM 594 540 1134 73
4:15 PM 4:29 PM 0
4:30 PM 4:44 PM 0
4:45 PM 4:59 PM 0
5:00 PM 5:14 PM 548 565 1113 57
5:15 PM 5:29 PM 0
5:30 PM 5:44 PM 0
5:45 PM 5:59 PM 0
6:00 PM 6:14 PM 472 520 992 20
6:15 PM 6:29 PM 0
6:30 PM 6:44 PM 0
6:45 PM 6:59 PM 0
7:00 PM 7:14 PM 0
7:15 PM 7:29 PM 0
7:30 PM 7:44 PM 0
7:45 PM 7:59 PM 0
8:00 PM 8:14 PM 0
8:15 PM 8:29 PM 0
8:30 PM 8:44 PM 0
8:45 PM 8:59 PM 0
9:00 PM 9:14 PM 0
9:15 PM 9:29 PM 0
9:30 PM 9:44 PM 0
9:45 PM 9:59 PM 0
10:00 PM 10:14 PM 0
10:15 PM 10:29 PM 0
10:30 PM 10:44 PM 0
10:45 PM 10:59 PM 0
11:00 PM 11:14 PM 0
11:15 PM 11:29 PM 0
11:30 PM 11:44 PM 0
11:45 PM 11:59 PM 0
6708.84 5970.69 12679.53 688.73 0Approach Totals:
Page 3 of 8
MUTCD Warrant 1
Sheet 1 of 1
Major Street:2 or More Lanes
Minor Street:1 Lane
No
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11500 400 350 280 150 120 105 84
2 or More 1 600 480 420 336 150 120 105 84
2 or More 2 or More 600 480 420 336 200 160 140 112
12 or More500 400 350 280 200 160 140 112
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11750 600 525 420 75 60 53 42
2 or More 1 900 720 630 504 75 60 53 42
2 or More 2 or More 900 720 630 504 100 80 70 56
12 or More750 600 525 420 100 80 70 56
0No
2No
N/A
N/A
N/A
MUTCD WARRANT 1, EIGHT‐HOUR VEHICULAR VOLUME
Condition A Satisfied?
Condition A ‐ Minimum Vehicular Volume
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Lanes for Moving Traffic
on Each Approach
No
Condition B ‐ Interruption of Continuous Traffic
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Unique Hours Met:
Built‐up Isolated Community With Less Than 10,000
Population or Above 40 MPH on Major Street?
Combination of Condition A and Condition B Evaluation
*Only applicable for Warrant 1 if after an adequate trial of other alternatives that could cause less delay and inconvenience to traffic has failed
to solve the traffic problems. See Section 4C.02 of the 2009 MUTCD for application.
Condition A Evaluation
Condition B Satisfied?
Combination of Condition A and Condition B Satisfied?
Number of Unique Hours Met for Condition B:
Number of Unique Hours Met for Condition A:
Number of Unique Hours Met:
Condition B Evaluation
Combination of Conditions A and B Necessary?*:
Page 4 Traffic Signal Warrant_Market Hawley
MUTCD Warrant 2
Total Number of Unique Hours Met
On Figure 4C‐1
Major Street:2 or More Lanes 0
Minor Street:1 Lane
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
12:00 AM 00
12:15 AM 00
12:30 AM 00
12:45 AM 00
1:00 AM 00
1:15 AM 00
1:30 AM 00
1:45 AM 00
2:00 AM 00
2:15 AM 00
2:30 AM 00
2:45 AM 00
3:00 AM 00
3:15 AM 00
3:30 AM 00
3:45 AM 00
4:00 AM 00
4:15 AM 00
4:30 AM 00
4:45 AM 00
5:00 AM 00
5:15 AM 00
5:30 AM 00
5:45 AM 00
6:00 AM 00
6:15 AM 889 31
6:30 AM 889 31
6:45 AM 889 31
7:00 AM 889 31
7:15 AM 1150 84
7:30 AM 1150 84
7:45 AM 1150 84
8:00 AM 1150 84
8:15 AM 1115.5 81.48
8:30 AM 1115.5 81.48
8:45 AM 1115.5 81.48
9:00 AM 1115.5 81.48
9:15 AM 1000.5 73.08
9:30 AM 1000.5 73.08
9:45 AM 1000.5 73.08
10:00 AM 1000.5 73.08
10:15 AM 1035.09 53.01
10:30 AM 1035.09 53.01
10:45 AM 1035.09 53.01
11:00 AM 1035.09 53.01
11:15 AM 1035.09 53.01
11:30 AM 1035.09 53.01
11:45 AM 1035.09 53.01
MUTCD WARRANT 2, FOUR‐HOUR VEHICULAR VOLUME
No
Hourly Vehicular Volume
Hour Met?
Number of Lanes for Moving Traffic on Each
Approach
Built‐up Isolated Community With Less Than 10,000 Population or Above 40 MPH
on Major Street?
Page 5 of 8
MUTCD Warrant 2
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
Hourly Vehicular Volume
Hour Met?
12:00 PM 1035.09 53.01
12:15 PM 1079.61 55.29
12:30 PM 1079.61 55.29
12:45 PM 1079.61 55.29
1:00 PM 1079.61 55.29
1:15 PM 1090.74 55.86
1:30 PM 1090.74 55.86
1:45 PM 1090.74 55.86
2:00 PM 1090.74 55.86
2:15 PM 1045 52
2:30 PM 1045 52
2:45 PM 1045 52
3:00 PM 1045 52
3:15 PM 1134 73
3:30 PM 1134 73
3:45 PM 1134 73
4:00 PM 1134 73
4:15 PM 1113 57
4:30 PM 1113 57
4:45 PM 1113 57
5:00 PM 1113 57
5:15 PM 992 20
5:30 PM 992 20
5:45 PM 992 20
6:00 PM 992 20
6:15 PM 00
6:30 PM 00
6:45 PM 00
7:00 PM 00
7:15 PM 00
7:30 PM 00
7:45 PM 00
8:00 PM 00
8:15 PM 00
8:30 PM 00
8:45 PM 00
9:00 PM 00
9:15 PM 00
9:30 PM 00
9:45 PM 00
10:00 PM 00
10:15 PM 00
10:30 PM 00
10:45 PM 00
11:00 PM 00
Page 6 of 8
MUTCD Warrant 4
No
Yes
Yes
0
0
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
12:00 AM 0
12:15 AM 0
12:30 AM 0
12:45 AM 0
1:00 AM 0
1:15 AM 0
1:30 AM 0
1:45 AM 0
2:00 AM 0
2:15 AM 0
2:30 AM 0
2:45 AM 0
3:00 AM 0
3:15 AM 0
3:30 AM 0
3:45 AM 0
4:00 AM 0
4:15 AM 0
4:30 AM 0
4:45 AM 0
5:00 AM 0
5:15 AM 0
5:30 AM 0
5:45 AM 0
6:00 AM 0
6:15 AM 889
6:30 AM 889
6:45 AM 889
7:00 AM 889 3
7:15 AM 1150 6
7:30 AM 1150 9
7:45 AM 1150 15
8:00 AM 1150 23
8:15 AM 1115.5
8:30 AM 1115.5
8:45 AM 1115.5
9:00 AM 1115.5
9:15 AM 1000.5
9:30 AM 1000.5
9:45 AM 1000.5
MUTCD WARRANT 4, PEDESTRIAN VOLUME
Hourly Vehicular & Pedestrian Volume
If the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross is less than 300 feet, will the proposed traffic control signal restrict
the progressive movement of traffic?*
No
Total Number of Unique Hours Met for Criterion A:
Total Number of Unique Hours Met for Criterion B:
15th Percentile Pedestrian Crossing Speed Less than 3.5 f/s?*
Is the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross less than 300 feet?
*If applicable, attach all supporting calculations, documentation, and findings.
*If applicable, attach supporting justification.
Built‐up Isolated Community With Less Than 10,000 Population or Above 35 MPH on Major
Street?
Page 7 of 8
MUTCD Warrant 4
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
Hourly Vehicular & Pedestrian Volume
10:00 AM 1000.5
10:15 AM 1035.09
10:30 AM 1035.09
10:45 AM 1035.09
11:00 AM 1035.09
11:15 AM 1035.09
11:30 AM 1035.09
11:45 AM 1035.09
12:00 PM 1035.09
12:15 PM 1079.61
12:30 PM 1079.61
12:45 PM 1079.61
1:00 PM 1079.61
1:15 PM 1090.74
1:30 PM 1090.74
1:45 PM 1090.74
2:00 PM 1090.74
2:15 PM 1045
2:30 PM 1045
2:45 PM 1045
3:00 PM 1045 1
3:15 PM 1134 2
3:30 PM 1134 2
3:45 PM 1134 3
4:00 PM 1134 2
4:15 PM 1113 1
4:30 PM 1113 6
4:45 PM 1113 6
5:00 PM 1113 6
5:15 PM 992 7
5:30 PM 992 4
5:45 PM 992 3
6:00 PM 992 4
6:15 PM 0
6:30 PM 0
6:45 PM 0
7:00 PM 0
7:15 PM 0
7:30 PM 0
7:45 PM 0
8:00 PM 0
8:15 PM 0
8:30 PM 0
8:45 PM 0
9:00 PM 0
9:15 PM 0
9:30 PM 0
9:45 PM 0
10:00 PM 0
10:15 PM 0
10:30 PM 0
10:45 PM 0
11:00 PM 0
Page 8 of 8
Traffic Signal Warrant Analysis Workbook
Municipality:Northampton Analysis Date:7/26/2021
County:Hampshire Conducted By:KMB
Agency/Company Name:Toole Design Group
Data Collection Date:5/1/2019
Day of the Week:Wednesday
No
Major Street Name and Route Number:
Major Street Approach #1 Direction:E‐Bound
Major Street Approach #2 Direction:W‐Bound
2 LANE(S)
25 MPH
Minor Street Name and Route Number:
Minor Street Approach #1 Direction:N‐Bound
Minor Street Approach #2 Direction:S‐Bound
1 LANE(S)
Applicable? Warrant Met?
Yes Yes
Yes Yes
No N/A
Yes No
No N/A
No N/A
No N/A
Yes Yes
No N/A
Warrant 5, School Crossing
Warrant 6, Coordinated Signal System
Warrant 7, Crash Experience
Warrant 8, Roadway Network
Warrant 9, Intersection Near a Grade Crossing
TRAFFIC SIGNAL WARRANT ANALYSIS FINDINGS
Warrant 1, Eight‐Hour Vehicular Volume
Warrant 2, Four‐Hour Vehicular Volume
Warrant 3, Peak Hour
Warrant 4, Pedestrian Volume
Number of Lanes for Moving Traffic on Each Minor Street Approach:
Is the intersection in a built‐up area of an isolated community of <10,000 population?
STUDY AND ANALYSIS INFORMATION
Main Street (Route 9)
King Street/Pleasant Street
Speed Limit or 85th Percentile Speed on the Major Street:
Major Street Information
Analysis Information
Minor Street Information
Number of Lanes for Moving Traffic on Each Major Street Approach:
Page 1 of 9
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (N‐Bound) (S‐Bound)
Begin At End Of Volume Volume Total Volume Volume Volume
12:00 AM 12:14 AM 0
12:15 AM 12:29 AM 0
12:30 AM 12:44 AM 0
12:45 AM 12:59 AM 0
1:00 AM 1:14 AM 0
1:15 AM 1:29 AM 0
1:30 AM 1:44 AM 0
1:45 AM 1:59 AM 0
2:00 AM 2:14 AM 0
2:15 AM 2:29 AM 0
2:30 AM 2:44 AM 0
2:45 AM 2:59 AM 0
3:00 AM 3:14 AM 0
3:15 AM 3:29 AM 0
3:30 AM 3:44 AM 0
3:45 AM 3:59 AM 0
4:00 AM 4:14 AM 0
4:15 AM 4:29 AM 0
4:30 AM 4:44 AM 0
4:45 AM 4:59 AM 0
5:00 AM 5:14 AM 0
5:15 AM 5:29 AM 0
5:30 AM 5:44 AM 0
5:45 AM 5:59 AM 0
6:00 AM 6:14 AM 0
6:15 AM 6:29 AM 0
6:30 AM 6:44 AM 0
6:45 AM 6:59 AM 0
7:00 AM 7:14 AM 396 279 675 277 300
7:15 AM 7:29 AM 0
7:30 AM 7:44 AM 0
7:45 AM 7:59 AM 0
8:00 AM 8:14 AM 465 444 909 376 403
8:15 AM 8:29 AM 0
8:30 AM 8:44 AM 0
8:45 AM 8:59 AM 0
9:00 AM 9:14 AM 451.05 430.68 881.73 364.72 390.91 97% of AM Peak Hour
9:15 AM 9:29 AM 0
9:30 AM 9:44 AM 0
9:45 AM 9:59 AM 0
10:00 AM 10:14 AM 404.55 386.28 790.83 327.12 350.61 87% of AM Peak Hour
10:15 AM 10:29 AM 0
10:30 AM 10:44 AM 0
10:45 AM 10:59 AM 0
11:00 AM 11:14 AM 533.82 467.79 1001.61 430.59 355.26 93% of PM Peak Hour
11:15 AM 11:29 AM 0
11:30 AM 11:44 AM 0
11:45 AM 11:59 AM 0
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
Page 2 of 9
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (N‐Bound) (S‐Bound)
Begin At End Of Volume Volume Total Volume Volume Volume
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
12:00 PM 12:14 PM 533.82 467.79 1001.61 430.59 355.26 93% of PM Peak Hour
12:15 PM 12:29 PM 0
12:30 PM 12:44 PM 0
12:45 PM 12:59 PM 0
1:00 PM 1:14 PM 556.78 487.91 1044.69 449.11 370.54 97% of PM Peak Hour
1:15 PM 1:29 PM 0
1:30 PM 1:44 PM 0
1:45 PM 1:59 PM 0
2:00 PM 2:14 PM 562.52 492.94 1055.46 453.74 374.36 98% of PM Peak Hour
2:15 PM 2:29 PM 0
2:30 PM 2:44 PM 0
2:45 PM 2:59 PM 0
3:00 PM 3:14 PM 533 495 1028 464 379
3:15 PM 3:29 PM 0
3:30 PM 3:44 PM 0
3:45 PM 3:59 PM 0
4:00 PM 4:14 PM 578 467 1045 525 394
4:15 PM 4:29 PM 0
4:30 PM 4:44 PM 0
4:45 PM 4:59 PM 0
5:00 PM 5:14 PM 574 503 1077 463 382
5:15 PM 5:29 PM 0
5:30 PM 5:44 PM 0
5:45 PM 5:59 PM 0
6:00 PM 6:14 PM 492 444 936 351 287
6:15 PM 6:29 PM 0
6:30 PM 6:44 PM 0
6:45 PM 6:59 PM 0
7:00 PM 7:14 PM 0
7:15 PM 7:29 PM 0
7:30 PM 7:44 PM 0
7:45 PM 7:59 PM 0
8:00 PM 8:14 PM 0
8:15 PM 8:29 PM 0
8:30 PM 8:44 PM 0
8:45 PM 8:59 PM 0
9:00 PM 9:14 PM 0
9:15 PM 9:29 PM 0
9:30 PM 9:44 PM 0
9:45 PM 9:59 PM 0
10:00 PM 10:14 PM 0
10:15 PM 10:29 PM 0
10:30 PM 10:44 PM 0
10:45 PM 10:59 PM 0
11:00 PM 11:14 PM 0
11:15 PM 11:29 PM 0
11:30 PM 11:44 PM 0
11:45 PM 11:59 PM 0
6080.54 5365.39 11445.93 4911.87 4341.94Approach Totals:
Page 3 of 9
MUTCD Warrant 1
Sheet 1 of 1
Major Street:2 or More Lanes
Minor Street:1 Lane
No
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11500 400 350 280 150 120 105 84
2 or More 1 600 480 420 336 150 120 105 84
2 or More 2 or More 600 480 420 336 200 160 140 112
12 or More500 400 350 280 200 160 140 112
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11750 600 525 420 75 60 53 42
2 or More 1 900 720 630 504 75 60 53 42
2 or More 2 or More 900 720 630 504 100 80 70 56
12 or More750 600 525 420 100 80 70 56
12 Yes
9Yes
N/A
N/A
N/A
MUTCD WARRANT 1, EIGHT‐HOUR VEHICULAR VOLUME
Condition A Satisfied?
Condition A ‐ Minimum Vehicular Volume
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Lanes for Moving Traffic
on Each Approach
No
Condition B ‐ Interruption of Continuous Traffic
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Unique Hours Met:
Built‐up Isolated Community With Less Than 10,000
Population or Above 40 MPH on Major Street?
Combination of Condition A and Condition B Evaluation
*Only applicable for Warrant 1 if after an adequate trial of other alternatives that could cause less delay and inconvenience to traffic has failed
to solve the traffic problems. See Section 4C.02 of the 2009 MUTCD for application.
Condition A Evaluation
Condition B Satisfied?
Combination of Condition A and Condition B Satisfied?
Number of Unique Hours Met for Condition B:
Number of Unique Hours Met for Condition A:
Number of Unique Hours Met:
Condition B Evaluation
Combination of Conditions A and B Necessary?*:
Page 4 Traffic Signal Warrant_Market Hawley
MUTCD Warrant 2
Total Number of Unique Hours Met
On Figure 4C‐1
Major Street:2 or More Lanes 12
Minor Street:1 Lane
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
12:00 AM 00
12:15 AM 00
12:30 AM 00
12:45 AM 00
1:00 AM 00
1:15 AM 00
1:30 AM 00
1:45 AM 00
2:00 AM 00
2:15 AM 00
2:30 AM 00
2:45 AM 00
3:00 AM 00
3:15 AM 00
3:30 AM 00
3:45 AM 00
4:00 AM 00
4:15 AM 00
4:30 AM 00
4:45 AM 00
5:00 AM 00
5:15 AM 00
5:30 AM 00
5:45 AM 00
6:00 AM 00
6:15 AM 675 300 Met
6:30 AM 675 300 Met
6:45 AM 675 300 Met
7:00 AM 675 300 Met
7:15 AM 909 403 Met
7:30 AM 909 403 Met
7:45 AM 909 403 Met
8:00 AM 909 403 Met
8:15 AM 881.73 390.91 Met
8:30 AM 881.73 390.91 Met
8:45 AM 881.73 390.91 Met
9:00 AM 881.73 390.91 Met
9:15 AM 790.83 350.61 Met
9:30 AM 790.83 350.61 Met
9:45 AM 790.83 350.61 Met
10:00 AM 790.83 350.61 Met
10:15 AM 1001.61 430.59 Met
10:30 AM 1001.61 430.59 Met
10:45 AM 1001.61 430.59 Met
11:00 AM 1001.61 430.59 Met
11:15 AM 1001.61 430.59 Met
11:30 AM 1001.61 430.59 Met
11:45 AM 1001.61 430.59 Met
MUTCD WARRANT 2, FOUR‐HOUR VEHICULAR VOLUME
No
Hourly Vehicular Volume
Hour Met?
Number of Lanes for Moving Traffic on Each
Approach
Built‐up Isolated Community With Less Than 10,000 Population or Above 40 MPH
on Major Street?
Page 5 of 9
MUTCD Warrant 2
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
Hourly Vehicular Volume
Hour Met?
12:00 PM 1001.61 430.59 Met
12:15 PM 1044.69 449.11 Met
12:30 PM 1044.69 449.11 Met
12:45 PM 1044.69 449.11 Met
1:00 PM 1044.69 449.11 Met
1:15 PM 1055.46 453.74 Met
1:30 PM 1055.46 453.74 Met
1:45 PM 1055.46 453.74 Met
2:00 PM 1055.46 453.74 Met
2:15 PM 1028 464 Met
2:30 PM 1028 464 Met
2:45 PM 1028 464 Met
3:00 PM 1028 464 Met
3:15 PM 1045 525 Met
3:30 PM 1045 525 Met
3:45 PM 1045 525 Met
4:00 PM 1045 525 Met
4:15 PM 1077 463 Met
4:30 PM 1077 463 Met
4:45 PM 1077 463 Met
5:00 PM 1077 463 Met
5:15 PM 936 351 Met
5:30 PM 936 351 Met
5:45 PM 936 351 Met
6:00 PM 936 351 Met
6:15 PM 00
6:30 PM 00
6:45 PM 00
7:00 PM 00
7:15 PM 00
7:30 PM 00
7:45 PM 00
8:00 PM 00
8:15 PM 00
8:30 PM 00
8:45 PM 00
9:00 PM 00
9:15 PM 00
9:30 PM 00
9:45 PM 00
10:00 PM 00
10:15 PM 00
10:30 PM 00
10:45 PM 00
11:00 PM 00
Page 6 of 9
MUTCD Warrant 4
No
No
N/A
0
0
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
12:00 AM 0
12:15 AM 0
12:30 AM 0
12:45 AM 0
1:00 AM 0
1:15 AM 0
1:30 AM 0
1:45 AM 0
2:00 AM 0
2:15 AM 0
2:30 AM 0
2:45 AM 0
3:00 AM 0
3:15 AM 0
3:30 AM 0
3:45 AM 0
4:00 AM 0
4:15 AM 0
4:30 AM 0
4:45 AM 0
5:00 AM 0
5:15 AM 0
5:30 AM 0
5:45 AM 0
6:00 AM 0
6:15 AM 675
6:30 AM 675
6:45 AM 675
7:00 AM 675 5
7:15 AM 909 5
7:30 AM 909 3
7:45 AM 909 10
8:00 AM 909 13
8:15 AM 881.73 16
8:30 AM 881.73 25
8:45 AM 881.73 25
9:00 AM 881.73
9:15 AM 790.83
9:30 AM 790.83
9:45 AM 790.83
MUTCD WARRANT 4, PEDESTRIAN VOLUME
Hourly Vehicular & Pedestrian Volume
If the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross is less than 300 feet, will the proposed traffic control signal restrict
the progressive movement of traffic?*
No
Total Number of Unique Hours Met for Criterion A:
Total Number of Unique Hours Met for Criterion B:
15th Percentile Pedestrian Crossing Speed Less than 3.5 f/s?*
Is the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross less than 300 feet?
*If applicable, attach all supporting calculations, documentation, and findings.
*If applicable, attach supporting justification.
Built‐up Isolated Community With Less Than 10,000 Population or Above 35 MPH on Major
Street?
Page 7 of 9
MUTCD Warrant 4
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
Hourly Vehicular & Pedestrian Volume
10:00 AM 790.83
10:15 AM 1001.61
10:30 AM 1001.61
10:45 AM 1001.61
11:00 AM 1001.61
11:15 AM 1001.61
11:30 AM 1001.61
11:45 AM 1001.61
12:00 PM 1001.61
12:15 PM 1044.69
12:30 PM 1044.69
12:45 PM 1044.69
1:00 PM 1044.69
1:15 PM 1055.46
1:30 PM 1055.46
1:45 PM 1055.46
2:00 PM 1055.46
2:15 PM 1028
2:30 PM 1028
2:45 PM 1028
3:00 PM 1028 43
3:15 PM 1045 25
3:30 PM 1045 32
3:45 PM 1045 37
4:00 PM 1045 48
4:15 PM 1077 51
4:30 PM 1077 48
4:45 PM 1077 54
5:00 PM 1077 59
5:15 PM 936 52
5:30 PM 936 45
5:45 PM 936 45
6:00 PM 936 45
6:15 PM 058
6:30 PM 048
6:45 PM 047
7:00 PM 0
7:15 PM 0
7:30 PM 0
7:45 PM 0
8:00 PM 0
8:15 PM 0
8:30 PM 0
8:45 PM 0
9:00 PM 0
9:15 PM 0
9:30 PM 0
9:45 PM 0
10:00 PM 0
10:15 PM 0
10:30 PM 0
10:45 PM 0
11:00 PM 0
Page 8 of 9
MUTCD Warrant 7 and 8
Major Street:2 or More Lanes
Minor Street:1 Lane
Yes
Yes
Yes
Yes
Yes
Yes
No
Yes
MUTCD WARRANT 7, CRASH EXPERIENCE
No
*If applicable, attach a summary of the crash data analysis used for this criterion.
Has adequate trial of alternatives with satisfactory observance and enforcement failed to reduce the crash frequency?
Number of Lanes for Moving Traffic on Each
Approach
Built‐up Isolated Community With Less Than 10,000
Population or Above 40 MPH on Major Street?
For each of any 8 hours of an average day, the vehicles per hour given in both the 80% columns of Condition A in Table 4C‐1
exists on the major‐street and the higher‐volume minor‐street approach, respectively, to the intersection.
Five or more reportable and/or non‐reportable crashes, of types susceptible to correction by a traffic control signal, have
occurred within a 12‐month period during the most recent 3 years of available crash data.*
For each of any 8 hours of an average day, the vehicles per hour given in both the 80% columns of Condition B in Table 4C‐1
exists on the major‐street and the higher‐volume minor‐street approach, respectively, to the intersection.
Does the major street include rural or suburban highways outside, entering, or traversing a city?
Is the major street classified as an Urban Extension, Principal Arterial, or Minor Arterial that is a reasonable connection between two
Principal Arterials and/or Urban Extensions as shown on the official Functional Classification Map?
The volume of pedestrian traffic is not less than 80% of the requirements
specified in Warrant 4, the Pedestrian Volume warrant.*
*If applicable, attach all supporting calculations and documentation.
MUTCD WARRANT 8, ROADWAY NETWORK*
Does the major street appear as a major route on an official plan, such as a major street plan
in an urban area traffic and transportation study?
Does the intersection have a total existing, or immediately projected, entering volume of at least 1,000 vehicles per hour during the peak hour of a typical
weekday and has 5‐year projected traffic volumes, based on an engineering study, that meet one or more of Warrants 1,2, and 3 during an average
weekday?
Does the intersection have a total existing or immediately projected entering volume of at least 1,000 vehicles per hour for each of any
5 hours of a non‐normal business day (Saturday or Sunday)?
Is the major street part of the street or highway system that serves as the principal roadway network for through traffic flow?
Page 9 of 9
Traffic Signal Warrant Analysis Workbook
Municipality:Northampton Analysis Date:8/14/2021
County:Hampshire Conducted By:KMB
Agency/Company Name:Toole Design Group
Data Collection Date:5/1/2019
Day of the Week:Wednesday
No
Major Street Name and Route Number:
Major Street Approach #1 Direction:E‐Bound
Major Street Approach #2 Direction:W‐Bound
1 LANE(S)
25 MPH
Minor Street Name and Route Number:
Minor Street Approach #1 Direction:N‐Bound
Minor Street Approach #2 Direction:N/A
1 LANE(S)
Applicable? Warrant Met?
Yes Yes
Yes Yes
No N/A
Yes No
No N/A
No N/A
No N/A
No N/A
No N/A
Warrant 5, School Crossing
Warrant 6, Coordinated Signal System
Warrant 7, Crash Experience
Warrant 8, Roadway Network
Warrant 9, Intersection Near a Grade Crossing
TRAFFIC SIGNAL WARRANT ANALYSIS FINDINGS
Warrant 1, Eight‐Hour Vehicular Volume
Warrant 2, Four‐Hour Vehicular Volume
Warrant 3, Peak Hour
Warrant 4, Pedestrian Volume
Number of Lanes for Moving Traffic on Each Minor Street Approach:
Is the intersection in a built‐up area of an isolated community of <10,000 population?
STUDY AND ANALYSIS INFORMATION
Main Street (Route 9)
Strong Avenue
Speed Limit or 85th Percentile Speed on the Major Street:
Major Street Information
Analysis Information
Minor Street Information
Number of Lanes for Moving Traffic on Each Major Street Approach:
Page 1 of 8
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (N‐Bound) (N/A)
Begin At End Of Volume Volume Total Volume Volume Volume
12:00 AM 12:14 AM 0
12:15 AM 12:29 AM 0
12:30 AM 12:44 AM 0
12:45 AM 12:59 AM 0
1:00 AM 1:14 AM 0
1:15 AM 1:29 AM 0
1:30 AM 1:44 AM 0
1:45 AM 1:59 AM 0
2:00 AM 2:14 AM 0
2:15 AM 2:29 AM 0
2:30 AM 2:44 AM 0
2:45 AM 2:59 AM 0
3:00 AM 3:14 AM 0
3:15 AM 3:29 AM 0
3:30 AM 3:44 AM 0
3:45 AM 3:59 AM 0
4:00 AM 4:14 AM 0
4:15 AM 4:29 AM 0
4:30 AM 4:44 AM 0
4:45 AM 4:59 AM 0
5:00 AM 5:14 AM 0
5:15 AM 5:29 AM 0
5:30 AM 5:44 AM 0
5:45 AM 5:59 AM 0
6:00 AM 6:14 AM 0
6:15 AM 6:29 AM 0
6:30 AM 6:44 AM 0
6:45 AM 6:59 AM 0
7:00 AM 7:14 AM 309 284 593 58
7:15 AM 7:29 AM 0
7:30 AM 7:44 AM 0
7:45 AM 7:59 AM 0
8:00 AM 8:14 AM 429 457 886 139
8:15 AM 8:29 AM 0
8:30 AM 8:44 AM 0
8:45 AM 8:59 AM 0
9:00 AM 9:14 AM 416.13 443.29 859.42 134.83 97% of AM Peak Hour
9:15 AM 9:29 AM 0
9:30 AM 9:44 AM 0
9:45 AM 9:59 AM 0
10:00 AM 10:14 AM 373.23 397.59 770.82 120.93 87% of AM Peak Hour
10:15 AM 10:29 AM 0
10:30 AM 10:44 AM 0
10:45 AM 10:59 AM 0
11:00 AM 11:14 AM 401.76 513.36 915.12 196.23 93% of PM Peak Hour
11:15 AM 11:29 AM 0
11:30 AM 11:44 AM 0
11:45 AM 11:59 AM 0
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
Page 2 of 8
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (N‐Bound) (N/A)
Begin At End Of Volume Volume Total Volume Volume Volume
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
12:00 PM 12:14 PM 401.76 513.36 915.12 196.23 93% of PM Peak Hour
12:15 PM 12:29 PM 0
12:30 PM 12:44 PM 0
12:45 PM 12:59 PM 0
1:00 PM 1:14 PM 419.04 535.44 954.48 204.67 97% of PM Peak Hour
1:15 PM 1:29 PM 0
1:30 PM 1:44 PM 0
1:45 PM 1:59 PM 0
2:00 PM 2:14 PM 423.36 540.96 964.32 206.78 98% of PM Peak Hour
2:15 PM 2:29 PM 0
2:30 PM 2:44 PM 0
2:45 PM 2:59 PM 0
3:00 PM 3:14 PM 379 592 971 184
3:15 PM 3:29 PM 0
3:30 PM 3:44 PM 0
3:45 PM 3:59 PM 0
4:00 PM 4:14 PM 437 463 900 181
4:15 PM 4:29 PM 0
4:30 PM 4:44 PM 0
4:45 PM 4:59 PM 0
5:00 PM 5:14 PM 432 552 984 211
5:15 PM 5:29 PM 0
5:30 PM 5:44 PM 0
5:45 PM 5:59 PM 0
6:00 PM 6:14 PM 377 473 850 154
6:15 PM 6:29 PM 0
6:30 PM 6:44 PM 0
6:45 PM 6:59 PM 0
7:00 PM 7:14 PM 0
7:15 PM 7:29 PM 0
7:30 PM 7:44 PM 0
7:45 PM 7:59 PM 0
8:00 PM 8:14 PM 0
8:15 PM 8:29 PM 0
8:30 PM 8:44 PM 0
8:45 PM 8:59 PM 0
9:00 PM 9:14 PM 0
9:15 PM 9:29 PM 0
9:30 PM 9:44 PM 0
9:45 PM 9:59 PM 0
10:00 PM 10:14 PM 0
10:15 PM 10:29 PM 0
10:30 PM 10:44 PM 0
10:45 PM 10:59 PM 0
11:00 PM 11:14 PM 0
11:15 PM 11:29 PM 0
11:30 PM 11:44 PM 0
11:45 PM 11:59 PM 0
4798.28 5765 10563.28 1986.67 0Approach Totals:
Page 3 of 8
MUTCD Warrant 1
Sheet 1 of 1
Major Street:1 Lane
Minor Street:1 Lane
No
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11500 400 350 280 150 120 105 84
2 or More 1 600 480 420 336 150 120 105 84
2 or More 2 or More 600 480 420 336 200 160 140 112
12 or More500 400 350 280 200 160 140 112
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11750 600 525 420 75 60 53 42
2 or More 1 900 720 630 504 75 60 53 42
2 or More 2 or More 900 720 630 504 100 80 70 56
12 or More750 600 525 420 100 80 70 56
8Yes
11 Yes
N/A
N/A
N/A
MUTCD WARRANT 1, EIGHT‐HOUR VEHICULAR VOLUME
Condition A Satisfied?
Condition A ‐ Minimum Vehicular Volume
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Lanes for Moving Traffic
on Each Approach
No
Condition B ‐ Interruption of Continuous Traffic
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Unique Hours Met:
Built‐up Isolated Community With Less Than 10,000
Population or Above 40 MPH on Major Street?
Combination of Condition A and Condition B Evaluation
*Only applicable for Warrant 1 if after an adequate trial of other alternatives that could cause less delay and inconvenience to traffic has failed
to solve the traffic problems. See Section 4C.02 of the 2009 MUTCD for application.
Condition A Evaluation
Condition B Satisfied?
Combination of Condition A and Condition B Satisfied?
Number of Unique Hours Met for Condition B:
Number of Unique Hours Met for Condition A:
Number of Unique Hours Met:
Condition B Evaluation
Combination of Conditions A and B Necessary?*:
Page 4 Traffic Signal Warrant_Market Hawley
MUTCD Warrant 2
Total Number of Unique Hours Met
On Figure 4C‐1
Major Street:1 Lane 9
Minor Street:1 Lane
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
12:00 AM 00
12:15 AM 00
12:30 AM 00
12:45 AM 00
1:00 AM 00
1:15 AM 00
1:30 AM 00
1:45 AM 00
2:00 AM 00
2:15 AM 00
2:30 AM 00
2:45 AM 00
3:00 AM 00
3:15 AM 00
3:30 AM 00
3:45 AM 00
4:00 AM 00
4:15 AM 00
4:30 AM 00
4:45 AM 00
5:00 AM 00
5:15 AM 00
5:30 AM 00
5:45 AM 00
6:00 AM 00
6:15 AM 593 58
6:30 AM 593 58
6:45 AM 593 58
7:00 AM 593 58
7:15 AM 886 139 Met
7:30 AM 886 139 Met
7:45 AM 886 139 Met
8:00 AM 886 139 Met
8:15 AM 859.42 134.83
8:30 AM 859.42 134.83
8:45 AM 859.42 134.83
9:00 AM 859.42 134.83
9:15 AM 770.82 120.93
9:30 AM 770.82 120.93
9:45 AM 770.82 120.93
10:00 AM 770.82 120.93
10:15 AM 915.12 196.23 Met
10:30 AM 915.12 196.23 Met
10:45 AM 915.12 196.23 Met
11:00 AM 915.12 196.23 Met
11:15 AM 915.12 196.23 Met
11:30 AM 915.12 196.23 Met
11:45 AM 915.12 196.23 Met
MUTCD WARRANT 2, FOUR‐HOUR VEHICULAR VOLUME
No
Hourly Vehicular Volume
Hour Met?
Number of Lanes for Moving Traffic on Each
Approach
Built‐up Isolated Community With Less Than 10,000 Population or Above 40 MPH
on Major Street?
Page 5 of 8
MUTCD Warrant 2
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
Hourly Vehicular Volume
Hour Met?
12:00 PM 915.12 196.23 Met
12:15 PM 954.48 204.67 Met
12:30 PM 954.48 204.67 Met
12:45 PM 954.48 204.67 Met
1:00 PM 954.48 204.67 Met
1:15 PM 964.32 206.78 Met
1:30 PM 964.32 206.78 Met
1:45 PM 964.32 206.78 Met
2:00 PM 964.32 206.78 Met
2:15 PM 971 184 Met
2:30 PM 971 184 Met
2:45 PM 971 184 Met
3:00 PM 971 184 Met
3:15 PM 900 181 Met
3:30 PM 900 181 Met
3:45 PM 900 181 Met
4:00 PM 900 181 Met
4:15 PM 984 211 Met
4:30 PM 984 211 Met
4:45 PM 984 211 Met
5:00 PM 984 211 Met
5:15 PM 850 154 Met
5:30 PM 850 154 Met
5:45 PM 850 154 Met
6:00 PM 850 154 Met
6:15 PM 00
6:30 PM 00
6:45 PM 00
7:00 PM 00
7:15 PM 00
7:30 PM 00
7:45 PM 00
8:00 PM 00
8:15 PM 00
8:30 PM 00
8:45 PM 00
9:00 PM 00
9:15 PM 00
9:30 PM 00
9:45 PM 00
10:00 PM 00
10:15 PM 00
10:30 PM 00
10:45 PM 00
11:00 PM 00
Page 6 of 8
MUTCD Warrant 4
No
Yes
Yes
0
0
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
12:00 AM 0
12:15 AM 0
12:30 AM 0
12:45 AM 0
1:00 AM 0
1:15 AM 0
1:30 AM 0
1:45 AM 0
2:00 AM 0
2:15 AM 0
2:30 AM 0
2:45 AM 0
3:00 AM 0
3:15 AM 0
3:30 AM 0
3:45 AM 0
4:00 AM 0
4:15 AM 0
4:30 AM 0
4:45 AM 0
5:00 AM 0
5:15 AM 0
5:30 AM 0
5:45 AM 0
6:00 AM 0
6:15 AM 593
6:30 AM 593
6:45 AM 593
7:00 AM 593 3
7:15 AM 886 7
7:30 AM 886 11
7:45 AM 886 14
8:00 AM 886 18
8:15 AM 859.42
8:30 AM 859.42
8:45 AM 859.42
9:00 AM 859.42
9:15 AM 770.82
9:30 AM 770.82
9:45 AM 770.82
MUTCD WARRANT 4, PEDESTRIAN VOLUME
Hourly Vehicular & Pedestrian Volume
If the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross is less than 300 feet, will the proposed traffic control signal restrict
the progressive movement of traffic?*
No
Total Number of Unique Hours Met for Criterion A:
Total Number of Unique Hours Met for Criterion B:
15th Percentile Pedestrian Crossing Speed Less than 3.5 f/s?*
Is the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross less than 300 feet?
*If applicable, attach all supporting calculations, documentation, and findings.
*If applicable, attach supporting justification.
Built‐up Isolated Community With Less Than 10,000 Population or Above 35 MPH on Major
Street?
Page 7 of 8
MUTCD Warrant 4
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
Hourly Vehicular & Pedestrian Volume
10:00 AM 770.82
10:15 AM 915.12
10:30 AM 915.12
10:45 AM 915.12
11:00 AM 915.12
11:15 AM 915.12
11:30 AM 915.12
11:45 AM 915.12
12:00 PM 915.12
12:15 PM 954.48
12:30 PM 954.48
12:45 PM 954.48
1:00 PM 954.48
1:15 PM 964.32
1:30 PM 964.32
1:45 PM 964.32
2:00 PM 964.32
2:15 PM 971
2:30 PM 971
2:45 PM 971
3:00 PM 971 107
3:15 PM 900 85
3:30 PM 900 74
3:45 PM 900 67
4:00 PM 900 80
4:15 PM 984 85
4:30 PM 984 88
4:45 PM 984 107
5:00 PM 984 114
5:15 PM 850 126
5:30 PM 850 125
5:45 PM 850 116
6:00 PM 850 109
6:15 PM 0
6:30 PM 0
6:45 PM 0
7:00 PM 0
7:15 PM 0
7:30 PM 0
7:45 PM 0
8:00 PM 0
8:15 PM 0
8:30 PM 0
8:45 PM 0
9:00 PM 0
9:15 PM 0
9:30 PM 0
9:45 PM 0
10:00 PM 0
10:15 PM 0
10:30 PM 0
10:45 PM 0
11:00 PM 0
Page 8 of 8
Traffic Signal Warrant Analysis Workbook
Municipality:Northampton Analysis Date:8/14/2021
County:Hampshire Conducted By:KMB
Agency/Company Name:Toole Design Group
Data Collection Date:5/1/2019
Day of the Week:Wednesday
No
Major Street Name and Route Number:
Major Street Approach #1 Direction:E‐Bound
Major Street Approach #2 Direction:W‐Bound
1 LANE(S)
25 MPH
Minor Street Name and Route Number:
Minor Street Approach #1 Direction:S‐Bound
Minor Street Approach #2 Direction:N‐Bound
1 LANE(S)
Applicable? Warrant Met?
Yes Yes
Yes No
No N/A
Yes No
No N/A
No N/A
No N/A
No N/A
No N/A
Warrant 5, School Crossing
Warrant 6, Coordinated Signal System
Warrant 7, Crash Experience
Warrant 8, Roadway Network
Warrant 9, Intersection Near a Grade Crossing
TRAFFIC SIGNAL WARRANT ANALYSIS FINDINGS
Warrant 1, Eight‐Hour Vehicular Volume
Warrant 2, Four‐Hour Vehicular Volume
Warrant 3, Peak Hour
Warrant 4, Pedestrian Volume
Number of Lanes for Moving Traffic on Each Minor Street Approach:
Is the intersection in a built‐up area of an isolated community of <10,000 population?
STUDY AND ANALYSIS INFORMATION
Main Street (Route 9)
Market Street/Hawley Street
Speed Limit or 85th Percentile Speed on the Major Street:
Major Street Information
Analysis Information
Minor Street Information
Number of Lanes for Moving Traffic on Each Major Street Approach:
Page 1 of 8
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (S‐Bound) (N‐Bound)
Begin At End Of Volume Volume Total Volume Volume Volume
12:00 AM 12:14 AM 0
12:15 AM 12:29 AM 0
12:30 AM 12:44 AM 0
12:45 AM 12:59 AM 0
1:00 AM 1:14 AM 0
1:15 AM 1:29 AM 0
1:30 AM 1:44 AM 0
1:45 AM 1:59 AM 0
2:00 AM 2:14 AM 0
2:15 AM 2:29 AM 0
2:30 AM 2:44 AM 0
2:45 AM 2:59 AM 0
3:00 AM 3:14 AM 0
3:15 AM 3:29 AM 0
3:30 AM 3:44 AM 0
3:45 AM 3:59 AM 0
4:00 AM 4:14 AM 0
4:15 AM 4:29 AM 0
4:30 AM 4:44 AM 0
4:45 AM 4:59 AM 0
5:00 AM 5:14 AM 0
5:15 AM 5:29 AM 0
5:30 AM 5:44 AM 0
5:45 AM 5:59 AM 0
6:00 AM 6:14 AM 0
6:15 AM 6:29 AM 0
6:30 AM 6:44 AM 0
6:45 AM 6:59 AM 0
7:00 AM 7:14 AM 342 257 599 65 45
7:15 AM 7:29 AM 0
7:30 AM 7:44 AM 0
7:45 AM 7:59 AM 0
8:00 AM 8:14 AM 517 354 871 128 101
8:15 AM 8:29 AM 0
8:30 AM 8:44 AM 0
8:45 AM 8:59 AM 0
9:00 AM 9:14 AM 501.49 343.38 844.87 124.16 97.97 97% of AM Peak Hour
9:15 AM 9:29 AM 0
9:30 AM 9:44 AM 0
9:45 AM 9:59 AM 0
10:00 AM 10:14 AM 449.79 307.98 757.77 111.36 87.87 87% of AM Peak Hour
10:15 AM 10:29 AM 0
10:30 AM 10:44 AM 0
10:45 AM 10:59 AM 0
11:00 AM 11:14 AM 447.33 390.6 837.93 123.69 95.79 93% of PM Peak Hour
11:15 AM 11:29 AM 0
11:30 AM 11:44 AM 0
11:45 AM 11:59 AM 0
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
Page 2 of 8
Traffic Signal Warrant Analysis Workbook
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (S‐Bound) (N‐Bound)
Begin At End Of Volume Volume Total Volume Volume Volume
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
12:00 PM 12:14 PM 447.33 390.6 837.93 123.69 95.79 93% of PM Peak Hour
12:15 PM 12:29 PM 0
12:30 PM 12:44 PM 0
12:45 PM 12:59 PM 0
1:00 PM 1:14 PM 466.57 407.4 873.97 129.01 99.91 97% of PM Peak Hour
1:15 PM 1:29 PM 0
1:30 PM 1:44 PM 0
1:45 PM 1:59 PM 0
2:00 PM 2:14 PM 471.38 411.6 882.98 130.34 100.94 98% of PM Peak Hour
2:15 PM 2:29 PM 0
2:30 PM 2:44 PM 0
2:45 PM 2:59 PM 0
3:00 PM 3:14 PM 447 437 884 140 110
3:15 PM 3:29 PM 0
3:30 PM 3:44 PM 0
3:45 PM 3:59 PM 0
4:00 PM 4:14 PM 482 321 803 120 112
4:15 PM 4:29 PM 0
4:30 PM 4:44 PM 0
4:45 PM 4:59 PM 0
5:00 PM 5:14 PM 481 420 901 133 103
5:15 PM 5:29 PM 0
5:30 PM 5:44 PM 0
5:45 PM 5:59 PM 0
6:00 PM 6:14 PM 423 389 812 96 79
6:15 PM 6:29 PM 0
6:30 PM 6:44 PM 0
6:45 PM 6:59 PM 0
7:00 PM 7:14 PM 0
7:15 PM 7:29 PM 0
7:30 PM 7:44 PM 0
7:45 PM 7:59 PM 0
8:00 PM 8:14 PM 0
8:15 PM 8:29 PM 0
8:30 PM 8:44 PM 0
8:45 PM 8:59 PM 0
9:00 PM 9:14 PM 0
9:15 PM 9:29 PM 0
9:30 PM 9:44 PM 0
9:45 PM 9:59 PM 0
10:00 PM 10:14 PM 0
10:15 PM 10:29 PM 0
10:30 PM 10:44 PM 0
10:45 PM 10:59 PM 0
11:00 PM 11:14 PM 0
11:15 PM 11:29 PM 0
11:30 PM 11:44 PM 0
11:45 PM 11:59 PM 0
5475.89 4429.56 9905.45 1424.25 1128.27Approach Totals:
Page 3 of 8
MUTCD Warrant 1
Sheet 1 of 1
Major Street:1 Lane
Minor Street:1 Lane
No
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11500 400 350 280 150 120 105 84
2 or More 1 600 480 420 336 150 120 105 84
2 or More 2 or More 600 480 420 336 200 160 140 112
12 or More500 400 350 280 200 160 140 112
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11750 600 525 420 75 60 53 42
2 or More 1 900 720 630 504 75 60 53 42
2 or More 2 or More 900 720 630 504 100 80 70 56
12 or More750 600 525 420 100 80 70 56
0No
11 Yes
N/A
N/A
N/A
MUTCD WARRANT 1, EIGHT‐HOUR VEHICULAR VOLUME
Condition A Satisfied?
Condition A ‐ Minimum Vehicular Volume
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Lanes for Moving Traffic
on Each Approach
No
Condition B ‐ Interruption of Continuous Traffic
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Unique Hours Met:
Built‐up Isolated Community With Less Than 10,000
Population or Above 40 MPH on Major Street?
Combination of Condition A and Condition B Evaluation
*Only applicable for Warrant 1 if after an adequate trial of other alternatives that could cause less delay and inconvenience to traffic has failed
to solve the traffic problems. See Section 4C.02 of the 2009 MUTCD for application.
Condition A Evaluation
Condition B Satisfied?
Combination of Condition A and Condition B Satisfied?
Number of Unique Hours Met for Condition B:
Number of Unique Hours Met for Condition A:
Number of Unique Hours Met:
Condition B Evaluation
Combination of Conditions A and B Necessary?*:
Page 4 Traffic Signal Warrant_Market Hawley
MUTCD Warrant 2
Total Number of Unique Hours Met
On Figure 4C‐1
Major Street:1 Lane 3
Minor Street:1 Lane
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
12:00 AM 00
12:15 AM 00
12:30 AM 00
12:45 AM 00
1:00 AM 00
1:15 AM 00
1:30 AM 00
1:45 AM 00
2:00 AM 00
2:15 AM 00
2:30 AM 00
2:45 AM 00
3:00 AM 00
3:15 AM 00
3:30 AM 00
3:45 AM 00
4:00 AM 00
4:15 AM 00
4:30 AM 00
4:45 AM 00
5:00 AM 00
5:15 AM 00
5:30 AM 00
5:45 AM 00
6:00 AM 00
6:15 AM 599 65
6:30 AM 599 65
6:45 AM 599 65
7:00 AM 599 65
7:15 AM 871 128
7:30 AM 871 128
7:45 AM 871 128
8:00 AM 871 128
8:15 AM 844.87 124.16
8:30 AM 844.87 124.16
8:45 AM 844.87 124.16
9:00 AM 844.87 124.16
9:15 AM 757.77 111.36
9:30 AM 757.77 111.36
9:45 AM 757.77 111.36
10:00 AM 757.77 111.36
10:15 AM 837.93 123.69
10:30 AM 837.93 123.69
10:45 AM 837.93 123.69
11:00 AM 837.93 123.69
11:15 AM 837.93 123.69
11:30 AM 837.93 123.69
11:45 AM 837.93 123.69
MUTCD WARRANT 2, FOUR‐HOUR VEHICULAR VOLUME
No
Hourly Vehicular Volume
Hour Met?
Number of Lanes for Moving Traffic on Each
Approach
Built‐up Isolated Community With Less Than 10,000 Population or Above 40 MPH
on Major Street?
Page 5 of 8
MUTCD Warrant 2
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
Hourly Vehicular Volume
Hour Met?
12:00 PM 837.93 123.69
12:15 PM 873.97 129.01
12:30 PM 873.97 129.01
12:45 PM 873.97 129.01
1:00 PM 873.97 129.01
1:15 PM 882.98 130.34 Met
1:30 PM 882.98 130.34 Met
1:45 PM 882.98 130.34 Met
2:00 PM 882.98 130.34 Met
2:15 PM 884 140 Met
2:30 PM 884 140 Met
2:45 PM 884 140 Met
3:00 PM 884 140 Met
3:15 PM 803 120
3:30 PM 803 120
3:45 PM 803 120
4:00 PM 803 120
4:15 PM 901 133 Met
4:30 PM 901 133 Met
4:45 PM 901 133 Met
5:00 PM 901 133 Met
5:15 PM 812 96
5:30 PM 812 96
5:45 PM 812 96
6:00 PM 812 96
6:15 PM 00
6:30 PM 00
6:45 PM 00
7:00 PM 00
7:15 PM 00
7:30 PM 00
7:45 PM 00
8:00 PM 00
8:15 PM 00
8:30 PM 00
8:45 PM 00
9:00 PM 00
9:15 PM 00
9:30 PM 00
9:45 PM 00
10:00 PM 00
10:15 PM 00
10:30 PM 00
10:45 PM 00
11:00 PM 00
Page 6 of 8
MUTCD Warrant 4
No
No
N/A
0
0
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
12:00 AM 0
12:15 AM 0
12:30 AM 0
12:45 AM 0
1:00 AM 0
1:15 AM 0
1:30 AM 0
1:45 AM 0
2:00 AM 0
2:15 AM 0
2:30 AM 0
2:45 AM 0
3:00 AM 0
3:15 AM 0
3:30 AM 0
3:45 AM 0
4:00 AM 0
4:15 AM 0
4:30 AM 0
4:45 AM 0
5:00 AM 0
5:15 AM 0
5:30 AM 0
5:45 AM 0
6:00 AM 0
6:15 AM 599
6:30 AM 599
6:45 AM 599
7:00 AM 599 13
7:15 AM 871 11
7:30 AM 871 13
7:45 AM 871 18
8:00 AM 871
8:15 AM 844.87
8:30 AM 844.87
8:45 AM 844.87
9:00 AM 844.87
9:15 AM 757.77
9:30 AM 757.77
9:45 AM 757.77
MUTCD WARRANT 4, PEDESTRIAN VOLUME
Hourly Vehicular & Pedestrian Volume
If the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross is less than 300 feet, will the proposed traffic control signal restrict
the progressive movement of traffic?*
No
Total Number of Unique Hours Met for Criterion A:
Total Number of Unique Hours Met for Criterion B:
15th Percentile Pedestrian Crossing Speed Less than 3.5 f/s?*
Is the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross less than 300 feet?
*If applicable, attach all supporting calculations, documentation, and findings.
*If applicable, attach supporting justification.
Built‐up Isolated Community With Less Than 10,000 Population or Above 35 MPH on Major
Street?
Page 7 of 8
MUTCD Warrant 4
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
Hourly Vehicular & Pedestrian Volume
10:00 AM 757.77
10:15 AM 837.93
10:30 AM 837.93
10:45 AM 837.93
11:00 AM 837.93
11:15 AM 837.93
11:30 AM 837.93
11:45 AM 837.93
12:00 PM 837.93
12:15 PM 873.97
12:30 PM 873.97
12:45 PM 873.97
1:00 PM 873.97
1:15 PM 882.98
1:30 PM 882.98
1:45 PM 882.98
2:00 PM 882.98
2:15 PM 884
2:30 PM 884
2:45 PM 884
3:00 PM 884 57
3:15 PM 803 42
3:30 PM 803 40
3:45 PM 803 49
4:00 PM 803 60
4:15 PM 901 59
4:30 PM 901 73
4:45 PM 901 61
5:00 PM 901 44
5:15 PM 812 56
5:30 PM 812 50
5:45 PM 812 55
6:00 PM 812 59
6:15 PM 0
6:30 PM 0
6:45 PM 0
7:00 PM 0
7:15 PM 0
7:30 PM 0
7:45 PM 0
8:00 PM 0
8:15 PM 0
8:30 PM 0
8:45 PM 0
9:00 PM 0
9:15 PM 0
9:30 PM 0
9:45 PM 0
10:00 PM 0
10:15 PM 0
10:30 PM 0
10:45 PM 0
11:00 PM 0
Page 8 of 8
APPENDIX D.
TRAFFIC
OPERATIONS AT
MAIN STREET AT
WEST STREET/ELM
STREET AND
STATE
STREET/NEW
SOUTH STREET
TECHNICAL
MEMORANDUM
TECHNICAL MEMORANDUM
October 8, 2021
To: Wayne Feiden, FAICP
Director of Planning & Sustainability
City of Northampton
cc: David Veleta, PE
Department of Public Works
City of Northampton
From: Jason DeGray, PE, PTOE; Kristen Braley, EIT
Project: Main Street (Route 9) Complete Streets Design Services
Re: Traffic Operations at Main Street at West Street/Elm Street and State Street/New South Street
Toole Design has prepared this technical memorandum to summarize operational considerations at the key
signalized intersections of Main Street at West Street/Elm Street and at State Street/New South Street as they
relate to the conceptual design progression of the preferred alternative (Alternative 3: three vehicle travel lanes
with expanded sidewalks, separated bike lanes, and angled parking1). It is intended that the information provided
in this memorandum be sufficient to vet the acceptability, tradeoffs, and opportunities associated with traffic signal
operational strategies related to pedestrian, bicycle, and vehicular users and the achievement of project goals.
Project Goals
Considerations for future operational strategies are to be evaluated as they relate to the evaluation criteria of
overall project goals as shown in Table 1.
1 Picture Main Street Story Map (https://storymaps.arcgis.com/stories/4b996c75da2f4aaca58a1f0310424c77)
2
Table 1. Overall Project Goals and Evaluation Criteria
Goal 1
Provide Safety and
Access for All
Goal 2
Promote a Vibrant and
Attractive Downtown
Goal 3
Create a Functional, Enduring, &
Sustainable Streetscape Evaluation Criteria Crosswalks are short and
minimize conflicts
Businesses have sidewalk space
for outdoor dining and commerce
Space for commercial loading is
defined and convenient
All modes have separate
and dedicated space for
travel
On-street vehicle parking is
preserved
Delay for people driving and taking
transit on Main Street is minimized
All sidewalks provide at
minimum 5 feet clear space
Space for art, seating, civic
gatherings, and other amenities is
provided
Delay for people walking and
biking on Main Street is minimized
Space for accessible
parking is provided on every
block
A diversity of business, customer,
and civic needs are met Existing trees are preserved
Emergency vehicle access
is preserved - Space for new trees and green
infrastructure is provided
- - Snow management and removal
operations are considered
At the intersection level, the application of the evaluation criteria offers guidance of how to balance operational
needs with the ability to meet project goals. This memorandum provides analyses related to the experience of
modal users (pedestrians, bicycles, vehicles) at the western signalized intersections in terms of safety, delay, and
experience as metrics which are directly applicable to some of the project’s evaluation criteria. Other criteria
however cannot be effectively measured at the intersection level, for example, the criteria of All modes having
separate and dedicated space for travel speaks to broader network connectivity and the potential for future use.
As a network is only as strong as its weakest link, it is important to recognize that consideration must be given in
the evaluation of intersection level analyses to the ramifications to broader network level considerations. For
instance, the decision to maintain an additional travel lane for vehicular capacity purposes may appear warranted
to satisfy the evaluation criteria of delay for people driving and taking transit on Main Street is minimized, but it
could easily have an exceedingly detrimental effect on providing dedicated space for travel for all users. In
reviewing this memorandum, it is important to keep the safety, economic, and sustainability goals of the greater
project scope at the forefront while evaluating the concentrated, intersection-level analysis.
Existing Conditions
Main Street at West Street/Elm Street is a three leg, actuated-coordinated, signalized intersection at the western
limits of the Main Street project area. West Street (Route 66) is a state numbered route beginning at Route 112 in
Huntington to the west with its terminus at Main Street in Northampton. The northbound approach of West Street
consists of a left turn lane and a right-turn lane. The Elm Street eastbound approach consists of a through lane
and a through/right-turn lane while the Main Street westbound approach consists of an exclusive left-turn lane and
a through lane. Median islands separate the eastbound and westbound approach and receiving lanes. Marked
3
crosswalks with curb ramps and flashing-hand pedestrian signal indications are provided traversing the West
Street northbound approach. A bike lane is provided along eastbound and westbound Main Street/Elm Street.
Main Street at State Street/New South Street is a four leg, actuated-coordinated signalized intersections
approximately 100 feet east of the West Street/Elm Street intersection. The Main Street eastbound approach
consists of a left turn lane, two through lanes, and a right turn lane. A conventional bike lane is provided between
the outermost through lane and the right turn lane and queue boxes are provided in front of the eastbound
approach. The Main Street westbound approach consists of a dedicated left turn lane, a through lane, and a right
turn lane. The State Street southbound approach consists of a shared left-turn/through lane and a right turn lane.
The northbound approach of New South Street consists of a right turn lane which is channelized and operates
freely despite there being a crosswalk traversing the lane approach. Crosswalks are provided across the northern,
eastern, and southern legs of the intersection in addition to a diagonal crosswalk from the southwest corner to the
northeast corner within the intersection field.
The Main Street at West Street/Elm Street and Main Street at State Street/New South Street intersections operate
with 110 second cycle lengths. At West Street/Elm Street, the eastbound and westbound approaches proceed
concurrently with the crosswalk traversing West Street (the westbound left turn is permitted through this phase).
The West Street northbound approach then follows (left turn and right turn) before a final phase consisting of a
protected phase for the Main Street westbound left turn with the West Street northbound right turn overlapping.
Figure 1. Main Street at West Street/Elm Street Existing Phasing
At State Street/New South Street, the Main Street eastbound and westbound left turns run concurrently with the
diagonal crosswalk through the middle of the intersection field and a State Street southbound right turn overlap.
Next, the crosswalks traversing State Street and New South Street receive a leading pedestrian interval (LPI)
before running concurrently with the eastbound and westbound through and right turn movements along Main
Street. The eastbound right turn receives a protected right turn arrow if the pedestrian push button for the
southern crosswalk is not actuated. When the crosswalk is activated, the eastbound right turn follows the through
movement green ball. Alternatively, the westbound right turn receives a green ball regardless if the northern
crosswalk is actuated or not. The northbound and southbound movements then operate sequentially with split
phasing while the eastbound right turn and westbound right turn overlap, respectively. The New South Street
northbound right turn and crosswalk across the channelized right turn are not integrated to the signal and are free
running. The eastern crosswalk from the channel island to the north side of Main Street runs concurrently with the
northbound left-turn/through movement.
4
Figure 2. Main Street at State Street/New South Street Existing Phasing
Traffic Counts
Traffic volume data were collected to analyze vehicular traffic, pedestrian activity, and bicycle usage throughout
the study area. Turning movement counts (TMCs) were collected on Wednesday, May 1, 2019 from 7:00 am to
9:00 am and from 3:00 pm to 7:00 pm. At Main Street at West Street/Elm Street, the intersection peak hour is
from 8:00 am to 9:00 am and the evening peak hour is from 4:15 pm to 5:15 pm. At Main Street at State
Street/New South Street, the intersection morning peak hour is from 7:45 am to 8:45 am and the evening peak
hour is from 4:30 pm to 5:30 pm. Analysis determined the network peak hour, including all unsignalized and
signalized intersections in the greater project scope, is from 8:00 am to 9:00 am on weekday mornings and 4:45
pm to 5:45 pm on weekday evening as indicated in Table 2. The network peak hour was used in evaluation of
both western intersection to achieve consistent vehicular conditions throughout the corridor.
Table 2. Peak Hours by Intersection and Network Peak Hour for Full Study Area
Morning Peak Hour (am)Evening Peak Hour (pm)
Main Street at West Street/Elm Street 8:00 – 9:00 4:15 – 5:15
Main Street at State Street/New South Street 7:45 – 8:45 4:30 – 5:30
Network 8:00 – 9:00 4:45 – 5:45
Existing traffic volumes for the weekday morning and evening peak hours including pedestrian and bicycle
volumes are included on Figure 3. All raw traffic count data can be found in Appendix A.
5
Figure 3. Existing (2019) Condition Vehicular (top left), Pedestrian (top right), and Bicycle (bottom) Traffic Volumes
Vehicular Operations
Vehicle operations including volume-to-capacity (V/C) ratio, delay, level of service (LOS), and queue lengths were
evaluated using Synchro 10 software as outlined in Appendix B and are summarized in Table 3. In addition to the
Synchro output results, SimTraffic simulations were run to better understand the queueing between both
intersections and the likelihood of queue spillback. In the morning and evening peak hour, all movements at Main
Street at West Street/Elm Street operate at LOS D or better which is considered acceptable at signalized
intersections in urban environments. At the Main Street at State Street/New South Street intersection, the
eastbound through movement in the morning peak hour, the westbound through movement in both peak hours,
the northbound left-turn/through movement in both peak hours, the southbound left-turn/through movement in
both peak hours operate at LOS E or F in existing conditions. The queueing space available for the westbound
Main Street approach to West Street and the eastbound Main Street approach to State Street/New South Street is
approximately 100 feet long. Avoiding gridlock through keeping the space between these two intersections is
important due to the potential for spillback within the limited stacking distance available. Synchro 10 outputs are
attached in Appendix C.
6
Table 3. Existing Conditions Capacity Analysis Summary at Main Street at West Street/Elm Street and at
State Street/New South Street
V/Ca Delayb LOSc Queue (50th/95th)D SimTraffic Queue (Average/Max)
Morning Peak Hour (8:00 am – 9:00 am)
Main Street at West Street/Elm Street
Main St EB Thru 0.46 20.0 C 145/259 208/246
Main St EB Right 133/135
Main St WB Left 0.61 24.4 C 139/m157 134/186
Main St WB Thru 0.33 11.9 B 114/m130 98/177
West St NB Left 0.74 52.3 D 124/188 219/347
West St NB Right 0.47 23.5 C 124/156 100/105
Overall 0.63 23.1 C - -
Main Street at State Street/New South Street
Main St EB Left 0.51 46.4 D 99/196 85/168
Main St EB Thru 0.70 49.6 D 111/141 81/158
87/157
Main St EB Right 0.30 25.8 C 66/5 114/174
Main St WB Left 0.47 40.7 D 98/165 89/196
Main St WB Thru 1.29 211.6 F ~234/#396 198/266
Main St WB Right 0.01 31.0 C 1/4 2/37
New South St NB Left/Thru 0.88 62.1 E 250/#417 368/664
New South St NB Right 0.15 0.2 A 0/0 111/313
State St SB Left/Thru 1.06 136.3 F ~136/#265 220/425
State St SB Right 0.08 21.3 C 0/31 75/125
Overall 0.83 67.5 E - -
Evening Peak Hour (4:45 pm – 5:45 pm)
Main Street at West Street/Elm Street
Main St EB Thru 0.56 24.6 C 195/266 188/233
Main St EB Right 128/135
Main St WB Left 0.70 29.3 C 158/m171 124/184
Main St WB Thru 0.41 15.9 B 144/m158 104/168
West St NB Left 0.31 35.7 D 59/97 184/339
West St NB Right 0.55 22.1 C 175/205 98/105
Overall 0.68 23.6 C - -
Main Street at State Street/New South Street
Main St EB Left 0.54 51.2 D 125/208 88/172
Main St EB Thru 0.86 57.2 E 142/#214 96/158
110/168
Main St EB Right 0.40 17.9 B 111/23 123/174
Main St WB Left 0.66 47.2 D 155/244 126/250
Main St WB Thru 1.34 228.5 F ~252/#417 222/270
Main St WB Right 0.04 30.7 C 3/11 9/65
New South St NB Left/Thru 0.94 73.0 E 265/#451 343/624
New South St NB Right 0.10 0.2 A 0/0 82/307
State St SB Left/Thru 1.18 170.7 F ~185/#300 265/427
State St SB Right 0.10 21.0 C 0/31 84/125
Overall 0.92 76.2 E - -
a Volume-to-capacity ratio, b Average total delay in seconds per vehicle, c Level of service, d 50th and 95th percentile queue length in feet per
lane (assuming 25 feet per vehicle). ~ indicates volume exceeds capacity, queue is theoretically infinite; # indicates 95th percentile volume
exceeds capacity, queue may be longer; m indicates volume for 95th percentile queue is metered by upstream signal.
7
Pedestrian Facilities and Operations
Pedestrian LOS metrics are based solely on delay and the concepts and procedures in the Highway Capacity
Manual (HCM)2, as outlined in Appendix D. People walking through Main Street at West Street/Elm Street are
served by the southern crosswalk operating concurrently with the eastbound through/right-turn movement and the
permitted westbound left-turn/through movement within the intersection’s 110 second cycle. Under existing
conditions, people using the crosswalks at the intersection experience an average pedestrian delay of 48
seconds, or LOS E, to cross the West Street approach. LOS E reflects a high likelihood of noncompliance.
No crosswalk is provided across Main Street/Elm Street at the western intersection, requiring pedestrians
attempting to cross to the north side to either use the crosswalk at Bedford Terrace approximately 475 feet east of
West Street or the diagonal crosswalk at State Street/New South Street. Assuming use of the State Street/New
South Street diagonal crosswalk, it would take a pedestrian approximately 198 seconds to cross from the
southwest corner of West Street/Elm Street to the north side of Main Street in existing conditions in the evening
peak hour (Figure 4, Figure 5, Table 4).
Figure 4. Time to Walk from Southwest Corner of West Street/Elm Street to North Side of Intersection via State
Street/New South Street Diagonal Crosswalk
2 HCM 2000: Highway Capacity Manual. Washington, D.C.: Transport Research Board, 2000.
8
Figure 5. Time Steps to Cross from Southwest West Street/Elm Street corner to North Side Relative to Existing
Timings at State Street/New South Street
Table 4. Time Steps to Cross from Southwest West Street/Elm Street corner to North Side
Time
Step
Duration
(sec)
Elapsed Time
(sec) Action
t0 - 0 START on SW corner of West St/Elm St
t0 – t1 20 20 Cross West St
t1 – t2 56 76 Walk from West St/Elm St SE corner to State St/New South St
SW corner (~195 feet)
t2 – t3 34 110 Wait for diagonal crosswalk
t3 – t4 22 132 Cross diagonal crosswalk
t4 – t5 9 141 Wait for northern crosswalk across State St
t5 – t6 17 158 Cross northern crosswalk
t6 – t7 40 198 Walk to END location (~140 feet)
At State Street/New South Street, the northern and southern crosswalks receive LPIs and therefore experience a
38-second average pedestrian delay, or LOS D, while pedestrians using the eastern crosswalk experience an
average pedestrian delay of 45 seconds, or LOS E. Although the northern and southern crosswalks experience
favorable pedestrian delays, the 7-second LPIs at these crosswalks are to help mitigate the frequent conflicts
between the high-volume permitted eastbound right turn and the southern crosswalk when actuated.
Bicycle Facilities and Operations
Conventional bike lanes are provided in both directions along Main Street/Elm Street west of State Street/New
South Street. Main Street east of State Street/New South Street does not have bicycle facilities so people biking
eastbound are expected to merge into the bike lanes after the State Street/New South intersection. As Elm Street
eastbound through drivers and bikers approach the Main Street eastbound approach, people biking need to
weave with Main Street eastbound right turning vehicles who have a dedicated turn lane onto New South Street.
The weaving pattern leaves people biking exposed and mixed in motor vehicle traffic through the large
intersection while those vehicles sort into their respective approach lanes heading towards State Street/New
South Street.
9
As a roadway with two travel lanes in each direction, a 4-5 foot bike lane, and a 25 mph speed limit, a person
biking Main Street west of State Street/New South Street experiences a Level of Traffic Stress (LTS) rating of 2,
per the metrics outlined in Appendix E. Though the general metrics of the roadway grant a low, and therefore
more comfortable LTS west of State Street/New South Street, the weaving pattern through the eastbound
approaches make for a hostile environment for bicycles, especially considering the high volumes (337-357 vph in
the peak hours) of eastbound right turning vehicles onto New South Street that merge through the conflict zone.
East of New South Street, the rating worsens to LTS 3 when the bike lane is removed and people biking must ride
in mixed traffic.
Safety Analysis
Road Safety Audit
A Road Safety Audit (RSA) was conducted on Thursday, November 21, 2019 with local and state stakeholders for
the approximately half-mile segment of Main Street between Elm Street/West Street to the west and Market
Street/Hawley Street to the east. As part of the RSA process, participants reviewed crash data throughout the
corridor before a field visit to identify and attribute roadway features and issues to those crashes. The crash
diagram at Main Street at West Street/Elm Street and State Street/New South Street is represented in Figure 6
and the accompanying summary table is attached in Appendix F.
Figure 6. Collision Diagram at Main Street at West Street/Elm Street and State Street/New South Street between 2015
and 2017
10
Among both intersections there were 36 crashes in the period analyzed between 2015 and 2017, twelve (33%) of
which resulted in non-fatal injuries. The three most frequently reported crash types include:
Angle collisions (14 crashes, 39%);
Rear-end collisions (10 crashes, 28%); and
Sideswipe (same direction) collisions (6 crashes, 17%).
Angle Collisions
RSA attendees attributed the majority of the angle collisions at both intersections to the wide roadway, offset
geometries, and inconsistent signal equipment and indications that complicate turn movements and confuse
drivers. For example, the Main Street westbound left turn lane onto West Street and the Main Street westbound
right turn lane onto State Street are not provided dedicated signal indications, and instead utilize the indications
provided for the through lanes. Missing indications such as these were noted to be confusing because drivers are
unsure how their movement is controlled within the dedicated turning lanes. Furthermore, while the signal
indications for Main Street, Elm Street, and West street approaches are mounted on mast arms, the indications
for the State Street and New South Street approaches are post mounted on the far side of the intersection. Post
mounted indications are acceptable by MUTCD standards in certain settings; however, mast arm mounted signal
indications provide greater visibility of signal heads which can enhance driver understanding of signal timing and
phasing as they approach an intersection3. Due to the skewed nature of Main Street at State Street/New South
Street, signal visibility is important in maintaining controlled flow through the intersection.
Sideswipe Collisions
The six sideswipe collisions at the intersections were primarily attributed to poor pavement markings, sign clutter,
and poor advance lane assignment signage. There are no lane assignment designations for the West Street
northbound approach or Main Street approach at State Street, and the Main Street eastbound approach at New
South Street consists of two through lanes but the receiving lanes are wide and unmarked. The pavement
markings and signage are also inconsistent or poorly placed in some locations. For instance, the Elm Street
eastbound approach operates as a dedicated through lane and a shared through/right-turn lane. There are no
advance warnings or pavement markings ahead of the intersection indicating that the outer lane of Elm Street is a
right-turn only lane, but at the intersection a “RIGHT LANE MUST TURN RIGHT” sign faces the eastbound
approach. Though the sign is likely a warning sign for the Main Street eastbound right turn at New South Street,
the placement faces the Elm Street eastbound approach at West Street which may confuse drivers.
Rear-end Collisions
Roadway and traffic control features that are most often attributed to rear-end collisions, as seen on all legs of the
intersection, include inadequate change intervals, speeding to avoid delay, poor signal visibility, and poor
pavement friction. RSA team members noted that many of the crashes at the intersection were congestion
related, specifically the ten rear-end collisions. The relatively worse visibility of the post mounted indications, as
compared to those that are mounted on mast arms, may also be attributed to these rear-end collisions.
Additional Observed Deficiencies
3 Manual on Uniform Traffic Control Devices, Part 4D: Traffic Control Signal Features, Section 4D.11 Number of Signal Faces on an Approach,
Support 06 (https://mutcd.fhwa.dot.gov/htm/2009/part4/part4d.htm)
11
In addition to the features attributed to collisions above, the RSA noted additional roadway and traffic control
deficiencies that may be confusing or unsafe to drivers, pedestrians, and cyclists through the intersections. First,
the driveway on the south side of Main Street between West Street and New South Street was noted to incite
unpredictable turning movements going into and out of the driveway. RSA team members observed Main Street
westbound drivers at West Street making a U-turn and cutting across all eastbound approach travel lanes to
access the driveway. The team also saw drivers turn left out of the driveway, continue in the opposing eastbound
approach travel lanes, and then merge into Main Street westbound traffic within the intersection. Both movements
are unpredictable and unsafe for people driving through Main Street at West Street/Elm Street and State
Street/New South Street.
The RSA noted several deficiencies for people walking and biking through both intersections. At West Street/Elm
Street, team members said that the proximity to Smith College evokes high volumes of jaywalking on Elm Street
between Bedford Terrace and West Street, some using the median island along Elm Street at West Street as a de
facto median island despite no marked crosswalks or curb ramps. The curvature of the Elm Street eastbound
approach also results in the rear passenger side corner of vehicles blocking the bike lane. Blocking the bike lane
makes it more difficult for people biking to establish themselves ahead of vehicles during a red light. When
bicycles have full access, they may ride to the front of the queue and establish themselves ahead of vehicles so
they may have priority through their approach to New South Street that requires weaving between vehicles and
bicycles. With the approach blocked, people biking are in the mix of vehicle traffic through the large conflict zone.
At State Street/New South Street, the Main Street eastbound right turn lane is controlled by a green ball when the
southern crosswalk is actuated by a pedestrian and with a green arrow when the crosswalk is not actuated. RSA
team members noted that the permitted/protected control is confusing and suggested evaluating the effectiveness
of having the movement be protected or permitted, not permitted/protected.
For people crossing along the diagonal crosswalk from the southwest corner to the northeast corner at State
Street/New South Street, the provided crosswalk is faded and difficult to see. Considering the nature of the
crosswalk through the middle of the intersection during concurrent left turn phases, it is important that they are
highly visible during the long exposure. The Main Street eastbound and westbound left turns run concurrently with
the pedestrian crossing that calls for 31 seconds when actuated. This time was noted to be too long for those
vehicular movements, and it was suggested that the crosswalk layouts be adjusted and any additional time within
the cycle be reallocated to other movements, specifically the State Street southbound approach that was said to
only allow approximately three vehicles to exit before the end of its phase. RSA team members noted that the
timing and phasing of both signals was “inefficient in meeting the needs of existing traffic demands.” Finally, the
bicycle queue boxes at the Main Street eastbound approach to New South Street are not painted green and their
placement after the short block between West Street and New South Street makes it difficult for people biking to
utilize them.
Pedestrian and Bicycle Audit
In January 2016, WalkBoston and MassBike conducted an assessment of pedestrian and bicycle facilities
provided along Main Street between West Street/Elm Street and King Street/Pleasant Street. The assessment
captured pedestrian and bicycle activity while local colleges were in session and while those modes saw their
highest activity throughout the year. Key findings of the report highlight the walkable environment of downtown
Northampton but identify the wide cross section of Main Street as a barrier between the shops, restaurants, and
other amenities on either side of the street. The undefined lanes and poor sight distances due to parked cars was
attributed to the crashes involving pedestrians and rear ends when drivers unexpectedly yield to pedestrians in
crosswalks. Furthermore, the assessment said the wide, undefined travel lanes, angled parking, and complex
intersections make it difficult to navigate Main Street on a bicycle.
12
At Main Street at West Street/Elm Street and State Street/New South Street there were 48 collisions recorded
between January 2012 and August 2015, seven of which involved people walking and biking at the intersections
(Figure 7). The collision diagram and summary table for the crash period analyzed in the audit, January 2012 to
August 2015, is included in Appendix G. All bicycle/pedestrian collisions resulted in injury and in four of the seven
crashes, the person walking or biking was struck within a crosswalk. Permitted left turns, wide geometry, and
large conflict zones were primarily attributed to the collisions with people walking and biking through the
intersections. Specifically, the weaving zone for Elm Street eastbound drivers going to the Main Street eastbound
right turn lane onto New South Street was called out as particularly uncomfortable to bike along. The audit noted
that the curvature of the roadway and the larger corner radius of the southwest corner at New South Street allows
motor vehicles to drive at high speeds through the large conflict zone where bikes are provided green markings.
Audit team members recommended installed left-turn boxes, installing flashing yellow arrows, restriping
crosswalks, and adjusting corner radii to make the roadway friendlier to people walking and biking through the
intersections.
Figure 7. Collision Diagram at Main Street at West Street/Elm Street and State Street/New South Street between
January 2012 and August 2015
Preferred Geometric Design and Phasing Implications
The preferred geometry throughout the project corridor reduces the existing cross section down to one travel lane
in each direction with separated bike lanes for people biking and expanded sidewalk spaces for people walking.
Due to the proposed geometry, several factors are vital for consideration in development of all alternatives.
Phase Separation
At Main Street at Elm Street/West Street, the preferred design provides the Elm Street eastbound approach a
through lane and a dedicated right-turn lane, the Main Street westbound approach with a dedicated left turn lane
and a through lane, and the West Street northbound approach with a left turn lane and a right turn lane. People
biking eastbound are provided their own dedicated space and no longer have to weave with eastbound motorists
on the approach to State Street/New South Street. People walking along the southern crosswalks are provided a
13
shorter crosswalk with shorter exposure across West Street and a new crosswalk across Elm Street is proposed
to address the observed jaywalking on that western leg.
In relation to the addition of the separated bike lanes, guidance from the MassDOT Separated Bike Lane Design
Guide (SBLDG) recommends phase separation when motor vehicle turning volumes across a one-way separated
bike facility are greater than 100 vehicles per hour (vph) turning left across one travel lane and greater than 150
vph for right turning vehicles (Figure 8). The existing Elm Street eastbound right turn volumes exceed the 150 vph
threshold in the morning peak hour and the Main Street westbound left turn volumes exceed the 50 vph threshold
in all peak hours (Figure 3). Due to the introduction of the separated bike lane across West Street, these two
movements must be phase separated with the proposed geometry.
Figure 8. MassDOT SBLDG Recommendations for Phase Separated Bicycle Movements4
At State Street/New South Street, the preferred design provides the Main Street eastbound approach with a
dedicated left turn lane, a through lane, and a right turn lane. Removing one eastbound through lane allows the
separated bike lane to be maintained through the intersection, providing one continuous facility throughout the
corridor. The Main Street westbound approach consists of a dedicated left turn lane and a shared through/right-
turn lane while the State Street southbound and New South Street northbound approaches consist of a shared
left-turn/through lane and a dedicated right turn lane. The diagonal crosswalk orientation is removed and
traditional crosswalks across each leg of the intersection are provided for each movement. With the preferred
design, the existing volumes for the Main Street eastbound right turn, the Main Street eastbound left turn, and the
Main Street westbound exceed MassDOT SBLDG for concurrent separated bike lane movements in all peak
hours, and therefore require phase separation. Phase separating the Main Street eastbound right turn serves to
address the existing non-compliant protected movement that runs concurrently with the southern crosswalk
across New South Street.
4 MassDOT Separated Bike Lane Design Guide, Chapter 6: Signals. (https://www.mass.gov/doc/chapter-6-signals/download)
14
In summary, the following movements require phase separation from separated bike lanes movements at both
intersections based on existing turning movement volumes in one or more peak hours that exceed MassDOT
SBLDG thresholds:
Elm Street eastbound right turn onto West Street;
Main Street westbound left turns onto West Street;
Main Street eastbound left turns onto State Street;
Main Street eastbound right turns onto New South Street; and
Main Street westbound left turns onto New South Street.
Right Turn on Red Operations
In the phasing alternatives developed for these intersections, bicycle movements along the separated bike lanes
are proposed to be controlled with pedestrian signal heads through implementation of “BIKE USE PED SIGNAL”
signs (R9-5). The use of the R9-5 sign is proposed for several reasons including overall project equipment and
maintenance cost, impacts to vehicle delay, and existing regulations for dedicated bike signals which are currently
undergoing revisions are part of the update to the MUTCD. In accordance with the 2009 MUTCD, “The R9-5 sign
may be used where the crossing of a street by bicyclists is controlled by pedestrian signal indications.” proposed
arrangement will clarify and help guide desired behavior. For all approaches, ‘BIKE YIELD TO PED’ signs (R9-6)
are proposed to clarify priority for pedestrians over people making turning movements on bikes. Further
discussion of bicycle signalization is included in Appendix H. With shared signals for bicycles and pedestrians, the
same phase-separation requirements for the separated bike lanes therefore apply to pedestrian phasing. As such,
restricting right turns on red (ROTR) across the separated bike lane should be implement based on MassDOT
SBLDG recommendations5. A summary of the existing RTOR restrictions and what is proposed with the
installation of separated bike lanes is summarized below in Table 5:
Table 5. Summary of Right Turn on Red Restrictions in Existing and Proposed Geometry Conditions
Movement
RTOR allowed in existing
conditions?
RTOR allowed in
proposed conditions?
Elm Street eastbound right to West Street Yes No
West Street northbound right to Main Street Yes Yes
Main Street eastbound right to New South Street Yes No
Main Street westbound right to State Street No No
State Street southbound right to Main Street Yes Yes
New South Street northbound right to Main Street Yes Yes
Pioneer Valley Planning Commission Local Technical Assistance Study
The Pioneer Valley Planning Commission (PVPC) conducted traffic analysis on Main Street at West Street/Elm
Street and Main Street at State Street/New South Street in 1996 to propose short-term and long-term alternatives
5 MassDOT SBLDG, Chapter 6: Signals, Section 6.3.3: No Turn on Red Restrictions (https://www.mass.gov/doc/chapter-6-signals/download)
15
to address traffic congestion at the intersections. The study can be found attached in Appendix I. Some of the
primary features proposed through the study were to install a dedicated left turn lane for the New South Street
northbound approach, install a crosswalk across the western leg of West Street/Elm Street, and either convert the
driveway between the two intersections to entrance only or install “Right Turn Only” signs. In addition to these
primary strategies proposed, the PVPC also recommended evaluating “alternative strategies to reduce existing
and future congestion along the Route 9 westbound and State Street approaches to the intersection,” including:
Prohibiting left turn movements;
Implementing one-way roadways within the downtown area; and
Timed turn restrictions.
The primary and alternative strategies proposed by the PVPC were considered in development of alternatives for
Main Street at West Street/Elm Street and Main Street at State Street/New South Street.
Alternatives Description
Four alternatives were evaluated for implementation at West Street/Elm Street and State Street/New South
Street:
Alternative A: Preferred Geometry
Alternative B: Preferred Geometry with Volume Reductions
Alternative C: Preferred Geometry without the State Street Southbound Approach
Alternative D: Additional Main Street Eastbound Through Lane
The preferred geometry sees one general purpose eastbound and westbound travel lane feeding both
intersections with additional turn lanes where phase separation is required based on MassDOT SBLDG
recommendations. The preferred geometric design is attached in Appendix J. Alternative A, B, and C all maintain
the preferred geometry and Alternatives B and C propose two mitigation tactics with the intent of improving
operations. Alternative D introduces another eastbound through lane, requiring removal of the separated bike lane
in both directions and warranting some adjustments to the phasing applied to Alternatives A, B, and C. Further
discussion of each alternative is provided below. Though the phasing is generally the same for each alternative,
the proposed signal timings, cycle lengths, and coordination settings vary to best accommodate each alternative.
Consistent with all alternatives is the proposed conversion of the driveway between the two intersections to be
entrance-only to address conflicts resulting from unpredictable turning movements when exiting the driveway.
Alternative A, Preferred Geometry Phasing
At Main Street at West Street/Elm Street, the preferred phasing begins with the Main Street westbound through
running concurrent with the westbound left and West Street northbound right turn before the Elm Street
eastbound through movement begins. The eastbound through runs concurrent with the southern crosswalk and
eastbound separated bike lane, terminating before the eastbound right turn begins. Finally, the West Street
northbound left and right turn run concurrent with the western crosswalk. Phasing at the Main Street at West
Street/Elm Street intersection can be seen in Figure 9.
16
Figure 9. Main Street at West Street/Elm Street Alternative A Phasing Diagram
The Main Street at State Street/New South Street preferred phasing has lead/lag left turn phasing for the
eastbound and westbound approaches, beginning with the Main Street eastbound through, eastbound left, and
State Street southbound right turn running concurrently with the crosswalk traversing New South Street and
eastbound separated bike lane. Once the southern crosswalk phase is complete, the Main Street eastbound right
turn runs concurrently with the eastbound and westbound through movements. Then, the Main Street westbound
left turn and through movements run concurrent with the New South Street northbound right turn. The crosswalk
traversing State Street and westbound separated bike lane also run concurrently with these phases. The New
South Street northbound approach then overlaps with the Main Street eastbound right and the eastern crosswalk,
followed by the State Street southbound approach and the western crosswalk. The diagonal crosswalk in existing
conditions is converted to two crosswalks, one across the western leg of Main Street at State Street/New South
Street and one across the eastern leg. Under these conditions, the eastbound and westbound left turn
movements no longer must be timed to accommodate crossing the diagonal crosswalk, and that additional time
can be reallocated to other movements. All crosswalks except the western crosswalk at State Street/New South
Street are on pedestrian recall. The western crosswalk is not on recall but the removal of the diagonal crosswalk
and the addition of the western crosswalk across Elm Street provides more traditional and consistent crossing
opportunities from the north side of the corridor to the south. Alternative A phasing at Main Street at State
Street/New South Street can be seen in Figure 10.
Figure 10. Main Street at State Street/Elm Street Alternative A Phasing
17
Both intersections operate with a 130 second cycle length and prioritize eastbound/westbound operations to
minimize queue spillback given the close proximity of the two intersections. V/c ratios are less than 1.00 for all
movements at both intersections.
Alternative B, Preferred Geometry Phasing with Volume Reductions
Alternative B maintains the same preferred phasing and geometry of Alternative A but reduces traffic volumes by
10%. Conventional engineering practices give priority to avoiding traffic congestion over other important functions
of streets. This practice has left cities with streets that carry more vehicular traffic than necessary and conditions
that are undesirable and unsafe in supporting a multimodal, vibrant downtown, especially for people walking and
biking. If a vehicle trip is made easy and cheap in terms of time and/or money with conveniences such as free
parking and uncongested roads, more people will choose to drive. “Induced traffic” is a term that describes an
increase in motor vehicle traffic volume that follows a project’s attempt to increase capacity or reduce vehicle
travel times. If the capacity of a street or network is reduced or changes are made that increase travel time and
lower speeds, driving becomes a less appealing travel choice, thus resulting in a reduction or traffic volume, or
“traffic evaporation.” While some trips are still necessary to access offices, schools, medical appointments,
grocery stores, and shops, others can be diverted to other modes, routes or times of day, or not made at all67
(Figure 11).
Figure 11. Potential for Traffic Evaporation through Mode Share, Diverted Trips, and Change in Travel Time8
6 Cairns, Hauss-Klau and Goodwin, Disappearing traffic? The story so far, 2002 (https://nacto.org/docs/usdg/disappearing_traffic_cairns.pdf)
7 Litman, Generated Traffic and Induced Travel: Implications for Transport Planning, 2021 (https://www.vtpi.org/gentraf.pdf)
8 National Association of City Transportation Officials Global Street Design Guide, 2016 (https://oxlivsts.org.uk/evidence/traffic-evaporation/)
18
The application of “traffic evaporation” for this analysis is supported by the proposed implementation of separated
bike lanes and enhanced sidewalk and pedestrian facilities along Main Street that encourage a mode shift.
Current research shows that high quality biking infrastructure can result in an increase in bicycle trips, a trend that
is seen across the US in all types of climates and communities9. While there is currently insufficient data for
Northampton to develop an estimate of future bicycle demand on Main Street, or of a mode shift to bicycle trips,
research consistently points towards seeing an increase in bicycle use resulting from providing protected and
connected facilities.
In addition to the potential for “traffic evaporation”, throughout the COVID-19 pandemic there have been vast
changes in traffic patterns since March 2020, and is continuously evolving. Peak hour traffic counts for the greater
Main Street project were conducted in 2019 and are likely higher than current volumes on Main Street due to
changes in commuting patterns. It is expected that some employees will continue working remotely indefinitely
into the future, continuing to alter traffic patterns relative to pre-COVID collected data. While more recent TMCs or
automatic traffic recorder (ATR) counts are not available for Main Street, MassDOT maintains permanent count
stations on Pleasant Street just north of interstate 91, collecting ATR counts about every three years10. The 2021
traffic counts conducted in February are approximately 13% lower than those conducted in 2018 (Figure 12). The
decrease relative to historic traffic counts may reflect a new “normal” and what conditions a traffic analysis should
consider. The 10% figure chosen for reducing 2019 traffic counts stems from the historic counts relative to
COVID-19 trends in conjunction with “traffic evaporation” and potential for mode shift.
Figure 12. Average Annual Daily Traffic Count History on Pleasant Street
A 115-second cycle length at both intersections maintains v/c ratios less than 1.00.
Alternative C, Preferred Geometry Phasing without the State Street Southbound Approach
Alternative C assumes the same preferred phasing and geometry as Alternative A with the exception that the
State Street southbound approach has been closed. The closure expands on the alternative strategies proposed
by the PVPC study and allows the phasing at Main Street at State Street/New South Street to be simplified.
Without the State Street southbound approach, the final phase shown in Figure 10 and the southbound right-turn
9 American Association of State Highway and Transportation Officials Council on Active Transportation Research Roadmap, Research
Roadmap, Bikeways: Ridership and Demand, 2021 (https://onlinepubs.trb.org/onlinepubs/nchrp/docs/NCHRP20-123-
02AASHTOCATResearchReview.pdf)
10 MassDOT Permanent Count Station, Location 2098 (https://mhd.public.ms2soft.com/tcds/tsearch.asp?loc=Mhd&mod=) 21,10021,39921,76821,71822,86221,63718,8230
10,000
20,000
30,000
40,000
2008 2010 2012 2014 2016 2018 2020 2022Average Annual Daily Traffic (AADT)Count History on Pleasant Street
19
overlap in the first phase can be removed and the additional capacity gained can be reallocated to other
movements.
The vehicle trips that currently travel through the southbound approach are reassigned and distributed throughout
the network to represent rerouted trips that will occur due to the closure. Origin-destination data is not currently
available and therefore trips are distributed based upon land-use patterns and available network connections. It is
expected that Center Street and Bedford Terrace will accommodate most displaced State Street trips. Of those
vehicles making a left turn from State Street, it is expected that that most (80%) of those vehicles will turn left at
Center Street and the remaining vehicles (20%) will utilize other side streets, in conjunction with King Street, to
access destinations east of State Street. Due to the limited availability of routes to access homes along South
Street, south of Main Street, it is expected that 90% of State Street southbound through trips will turn right onto
Bedford Terrace, turn left onto Main Street to continue eastbound through West Street/Elm Street, and then turn
right onto New South Street. The remaining 10% of southbound through vehicles are expected to permeate
through the network and find alternate routes beyond the study area. Finally, 25% the State Street southbound
right turns are expected to turn right onto Bedford Terrace, turn left at Main Street to go eastbound, and then turn
right onto West Street. The remaining 75% are expected to use Bedford Terrace to continue westbound along
Main Street. Respective adjustments are made to the Main Street westbound approach to West Street as well.
The reassigned trips and distribution throughout the network are depicted on Figure 13.
Figure 13. Redistributed State Street Southbound Approach Trips
20
Removing the southbound approach, and its associated phase, permits the use of a lower cycle length at both
intersections (120 seconds) while maintaining v/c ratios less than or near 1.00 for all movements.
Alternative D, Additional Main Street Eastbound Through Lane
Alternative D assumes the same phasing as Alternative A, however, to provide additional capacity to the
intersection, Alternative D introduces a second eastbound through lane between West Street and Masonic Street
and converts the Elm Street eastbound approach to consist of a through and a shared through/right-turn lane.
With the introduction of the additional through lane, separated bike lanes cannot be implemented west of Masonic
Street in either direction while also maintaining the Pioneer Valley Transit Authority (PVTA) bus stop on the
eastern leg of Main Street at State Street/New South Street. See
Figure 14 for a conceptual cross-section within the existing right-of-way of the spatial implications of introducing
an additional travel lane for the block between New South Street and Masonic Street. Relative to the preferred
geometry in this block (Figure 15), Alternative D essentially trades the separated bike lanes for the additional
travel lane. Alternative D would see the Elm Street eastbound approach converted back to consist of a through
lane and a through/right turn lane, meaning there cannot be phase separation for eastbound right turning vehicles
onto West Street across the southern crosswalk. Phase separation for the southern crosswalk across New South
Street is maintained, but eastbound bicycles must travel within the vehicular travel lane.
Both intersections in Alternative D operate under a 120 second cycle length that maintains v/c ratios less than
1.00 for all movements.
Figure 14. Alternative D Cross Section Removing Separated Bike Lanes in Each Direction between New South Street
and Masonic Street (All measurements and dimensions are for graphical purposes only)
21
Figure 15. Preferred Geometry Cross Section between New South Street and Masonic Street (all measurements and
dimensions are for graphical purposed only)
Alternatives Intersection Capacity Evaluation
Each alternative was evaluated using Trafficware Synchro with SimTraffic (version 10.3). Synchro is a
macroscopic traffic evaluation software utilizing methodologies put forth in the Highway Capacity Manual (HCM)
where SimTraffic is a microsimulation model that is used to evaluate real-world conditions in more complex
environments. HCM 2000 methodologies were used to compute level of service (LOS), delay, and v/c ratios
because HCM10 and HCM6 methodologies cannot support non-standard phasing (such as split-phased
operations). Synchro’s percentile delay methodology was used to calculate queueing at these two intersections.
Synchro’s percentile delay method is commonly used at closely spaced actuated-coordinated signals to
accurately capture the effects of coordination on intersection operations. While both 50th and 95th percentile
queues are provided, when upstream intersections are at or near capacity, 50th percentile queues represent the
maximum queue experienced11. SimTraffic simulations were also used to evaluate queueing and its associated
impact on traffic signal operations.
Some turning movements’ v/c ratios approach 1.00; v/c ratios greater than 0.85 indicate the intersection is
operating near capacity and disruptions to typical traffic patterns can quickly degrade network performance. When
v/c ratios approach or exceed 1.00, simulation models may present incomplete results as queues begin to impact
traffic signals’ ability to process vehicles (i.e., through green starvation). To ensure that the SimTraffic model
adequately processed real-world traffic volumes and was not impeded by queue spillback, the traffic volumes
processed were compared to those traffic volumes collected in the real-world using a simulation evaluation
statistic known as the GEH statistic12, and is shown in Equation 1. When the GEH Statistic is less than 5.0, it
suggests that the simulation is an accurate representation of real-world conditions. Values between 5.0 and 10.0
still likely represent real-world conditions, though a higher value should warrant further investigation of the
parameters of the model. The SimTraffic results indicate that the model outputs likely represent real-world
conditions, including queueing and delay, based on the GEH Statistic value for all alternatives in both peak hours.
11 Synchro Studio 10, User Guide (http://www.trafficware.com/uploads/2/2/2/5/22256874/synchro_10.1_user_guide.pdf)
12 Transportation Research Board, Calibration and Validation of Micro-Simulation Model in Network Analysis, 2005
(http://tsh.ca/pdf/TRB05_paper05_1938_final.pdf)
22
Those calculations for each model can be seen in Appendix K and SimTraffic output reports can be found in
Appendix L.
Equation 1. GEH Statistic
𝐺𝐸𝐻 ൌ ඨ2ሺ𝑀െ𝐶ሻଶ
𝑀𝐶
Morning Peak Hour Intersection Capacity Analysis
The capacity analysis for all alternatives for the morning peak hour are summarized in Table 6 and output reports
are attached in Appendix L. All movements operate at LOS D or better with the exception of those discussed
below.
Alternative A
The Elm Street eastbound right turn, the Main Street westbound left turn onto West Street, and the West Street
northbound left operate at LOS E.
At the Main Street intersection with State Street/New South Street, the Main Street eastbound left, Main Street
eastbound through, Main Street westbound left, Main Street westbound through/right, New South Street
northbound left/through, and State Street southbound left/through operate at LOS E or F. Though more
movements at the intersection operate at high LOS rating compared to existing conditions, all movements have a
v/c ratio less than 1.00 and overall intersection delay and LOS similar to existing conditions. As previously
discussed, the phasing and timing of Alternative A integrates the New South Street northbound right turn into the
signal and rectifies the Main Street eastbound right turn violation. Proposed operations balance the delay among
all approaches at State Street/New South Street.
Alternative B
While the Main Street eastbound left turn at the intersection with West Street/Elm Street operates at LOS E, the
SimTraffic outputs indicate shorter queues when compared with existing conditions. At State Street/New South
Street, the Main Street eastbound left, Main Street eastbound through, Main Street westbound left, New South
Street northbound left/through, and State Street southbound left/through operate at LOS E or F; however, all
movements have a v/c ratio of less than 1.00. The operations of this alternative are reflective of what future
conditions may look like, considering post-COVID traffic trends, Northampton sustainability goals, and potential
mode shift.
Alternative C
Under Alternative C conditions, all movements operate at LOS E or better. At West Street/Elm Street, the Main
Street westbound left operates at LOS E with a v/c ratio less than 1.00 and SimTraffic queue lengths comparable
to exiting conditions. At State Street/New South Street, the Main Street eastbound left turn and the Main Street
eastbound through movements operate at LOS E with v/c rations less than 1.00. SimTraffic queues for these two
movements are similar to those in existing conditions.
Alternative D
At West Street/Elm Street, all movements operate at LOS D or better. At the State Street/New South Street
intersection, the Main Street eastbound left, Main Street westbound left, Main Street eastbound through/right,
New South Street northbound through/right, and State Street southbound left/through operate at LOS E or F.
Similar to the other alternatives, v/c rations less than 1.00 are maintained.
23
Alternatives Comparison
Consistent in all alternatives is the degraded performance of the Elm Street eastbound vehicular through
movement. In Alternatives A, B, and C, increased queuing is a result of converting the approach from a through
and through/right lane to a through and right-only lane, restricting right turns on red, and restricting the right turns
to a protected-only phase. In Alternative D, the degradation is due to restricting turns on red. Alternative B
experiences the shortest Elm Street eastbound through queue lengths, less than half all other alternatives. Phase
separating right turn, restricting right turn on red movements, and the use of lower cycle lengths improves safety
for people using the southern crosswalk and people biking eastbound along Main Street by removing turning
conflicts and reducing pedestrian and bicycle delay.
24 Table 6. Existing and Alternative Conditions Capacity Analysis Summary, Morning Peak Hour (8:00 am - 9:00 am) Existing Conditions Alternative A Alternative B Alternative C Alternative D V/C Delay LOS Synchro Queue (50th/95th) SimTraffic Queue (Average/Max) V/C Delay LOS Synchro Queue (50th/95th) SimTraffic Queue (Average/Max) V/C Delay LOS Synchro Queue (50th/95th) SimTraffic Queue (Average/Max) V/C Delay LOS Synchro Queue (50th/95th) SimTraffic Queue (Average/Max) V/C Delay LOS Synchro Queue (50th/95th) SimTraffic Queue (Average/Max) Main Street at West Street/Elm Street Elm St EBT 0.46 20.0 C 145/259 208/246 0.64 30.9 C 296/436 859/1196 0.59 27.1 C 225/344 296/601 0.79 35.3 D 376/540 1085/1302 0.53 26.5 C 181/290 811/1190 Elm St EBT 133/135 139/140 Elm St EBR 0.66 62.6 E 125/#237 128/140 0.41 39.9 D 76/149 116/140 0.49 40.2 D 111/195 119/140 Main St WBL 0.61 24.4 C 139/m157 134/186 0.86 73.0 E 283/m364 150/189 0.82 67.4 E 225/m298 142/185 0.84 72.0 E 245/#326 156/195 0.80 47.6 D 164/m244 133/194 Main St WBT 0.33 11.9 B 114/m130 98/177 0.29 8.9 A 108/m146 180/222 0.27 8.0 A 75/m108 157/218 0.23 8.4 A 76/113 153/249 0.30 1.9 A 18/m28 76/202 West St NBL 0.74 52.3 D 124/188 219/347 0.77 64.7 E 150/#253 123/130 0.65 48.3 D 115/191 119/130 0.66 50.9 D 134/216 122/130 0.70 52.3 D 137/208 113/130 West St NBR 0.47 23.5 C 124/156 100/105 0.35 25.6 C 43/109 712/1118 0.26 21.8 C 8/54 441/849 0.44 26.0 C 80/161 403/773 0.44 22.4 C 99/133 247/532 Overall 0.63 23.1 C - - 0.74 39.8 D - - 0.67 32.9 C - - 0.79 37.5 D - - 0.65 27.4 C - - Main Street at State Street/New South Street Main St EBL 0.51 46.4 D 96/196 85/168 0.89 107.3 F 154/#287 111/176 0.91 104.8 F 124/#253 105/179 0.82 77.7 E 141/m#213 117/203 0.97 102.9 F 142/#289 122/182 Main St EBT 0.70 49.6 D 111/141 81/158 0.73 62.0 E 220/#379 153/199 0.70 62.1 E 192/#326 140/190 0.64 56.0 E 230/m323 154/217 0.45 42.7 D 121/169 81/164 Main St EBT 87/157 78/171 Main St EBR 0.30 25.8 C 66/5 114/174 0.85 42.8 D 247/#419 141/203 0.85 41.7 D 221/#377 127/200 0.86 32.4 C 303/#466 161/236 0.87 46.5 D 247/#411 131/194 Main St WBL 0.47 40.7 D 98/165 89/196 0.88 90.5 F 134/#264 143/200 0.80 69.8 E 105/#213 101/195 0.62 49.7 D 116/192 114/199 0.76 64.3 E 121/#229 137/200 Main St WBT 1.29 211.6 F ~234/#396 198/266 0.73 56.4 E 210/#354 225/518 0.66 47.3 D 162/#277 133/283 0.56 37.5 D 176/274 143/331 0.76 56.4 E 194/#336 188/426 Main St WBR 0.01 31.0 C 1/4 2/37 New South St NBLT 0.88 62.1 E 250/#417 368/664 0.87 63.3 E 288/#446 867/1090 0.84 55.8 E 229/#372 421/795 0.66 35.7 D 226/331 306/672 0.88 61.1 E 268/#432 272/591 New South ST NBR 0.15 0.2 A 0/0 111/313 0.15 25.4 C 0/41 285/350 0.13 23.5 C 0/38 172/350 0.18 14.5 B 5/31 105/350 0.14 22.0 C 0/38 88/350 State St SBLT 1.06 136.3 F ~136#265 220/425 0.86 84.8 F 146/#259 192/469 0.76 62.5 E 112/#191 156/436 Alternative removes southbound approach. 0.83 74.5 E 133/#236 131/310 State St SBR 0.08 21.3 C 0/31 75/125 0.08 36.9 D 0/1 77/150 0.07 33.4 C 0/0 57/150 0.08 34.6 C 0/0 61/150 Overall 0.83 67.5 E - - 0.86 61.2 E - - 0.84 54.8 D - - 0.79 41.0 D - - 0.87 55.2 E - - a Volume-to-capacity ratio, b Average total delay in seconds per vehicle, c Level of service, d 50th and 95th percentile queue length in feet per lane (assuming 25 feet per vehicle) ~ volume exceeds capacity, queue is theoretically infinite # 95th percentile volume exceeds capacity, queue may be longer m volume for 95th percentile queue is metered by upstream signal
Evening Peak Hour Intersection Capacity Analysis
The capacity analysis for all alternatives in the evening peak hour are summarized in Table 7 and output reports
are attached in Appendix L. All movements operate at LOS D or better except for those discussed below.
Alternative A
The Main Street westbound left onto West Street operates at LOS E in Alternative A conditions though SimTraffic
queues show similar queuing compared to existing conditions.
All movements operate at or under capacity at State Street/New South Street, though a majority of the
movements operate at LOS E or F. Introducing phase separation is likely the primary reason for the degradation
of operations for all vehicular movements except the New South Street northbound right turn and the State Street
southbound right turn. While these vehicular movements see degradation, it is important to emphasize that people
walking and biking through the corridor see significant improvements to their facilities with minimal crossing
conflicts and expanded facilities.
Alternative B
All movements at both intersections operate under capacity in Alternative B. The Elm Street eastbound through
movement SimTraffic queue length is almost half of the queue length expected in Alternative A. While the Main
Street westbound left turn operates at LOS E, SimTraffic queueing is consistent when compared to the existing
conditions.
Though all movements except the Main Street westbound through/right, the Main Street eastbound right turn, and
the State Street and New South Street right turns operate at LOS E or F, SimTraffic queueing is consistent when
compared with existing conditions for all movements.
Alternative C
At the West Street/Elm Street intersection, the Main Street westbound left turn operates at LOS F, but similar to
Alternative A and B, the SimTraffic queueing is similar when compared with existing conditions. The Elm Street
eastbound through movement operates at LOS E with significant SimTraffic queueing.
At the State Street/New South Street intersection, the Main Street eastbound left and the Main Street eastbound
through operate at LOS E likely due to the reduced green time allocated to the left turn movements and the
removal of an eastbound through lane.
Alternative D
All movements at the West Street/Elm Street intersection operate at LOS D or better under Alternative D
conditions. At the State Street/New South Street intersection, the Main Street eastbound left turn, the Main Street
westbound left turn, the Main Street westbound through/right turn and the State Street southbound left/through
operate at LOS F. All movements at both intersections operate with a v/c ratio less than 1.00.
Alternatives Comparison
Similar to the morning peak hour, long SimTraffic queue lengths are apparent for the Elm Street eastbound
through movement in all alternatives, including Alternative D which maintains the existing lane configuration. The
degraded performance in Alternatives A, B, and C are likely due to the designation of the right-only lane, and in all
alternatives restricting right turns on red. Alternative B shows significantly reduced queueing when compared to
the other alternatives. Phase separating right turn, restricting right turn on red movements, and the use of lower
cycle lengths improves safety for people using the southern crosswalk and people biking eastbound along Main
Street by removing turning conflicts and reducing pedestrian and bicycle delay.
Table 7. Existing and Alternative Conditions Capacity Analysis Summary, Evening Peak Hour (4:45 pm – 5:45 pm) Existing Conditions Alternative A Alternative B Alternative C Alternative D V/C Delay LOS Synchro Queue (50th/95th) SimTraffic Queue (Average/Max) V/C Delay LOS Synchro Queue (50th/95th) SimTraffic Queue (Average/95th) V/C Delay LOS Synchro Queue (50th/95th) SimTraffic Queue (Average/95th) V/C Delay LOS Synchro Queue (50th/95th) SimTraffic Queue (Average/95th) V/C Delay LOS Synchro Queue (50th/95th) SimTraffic Queue (Average/95th) Main Street at West Street/Elm Street Elm St EBT 0.56 24.6 C 195/266 188/233 0.80 37.5 D 433/511 603/1139 0.75 32.9 C 331/408 367/758 0.99 59.8 E 573/#720 1035/1302 0.56 26.5 C 218/278 482/1001 Elm St EBT 128/135 136/140 Elm St EBR 0.24 34.9 C 57/98 73/140 0.23 34.2 C 45/83 82/140 0.30 31.6 C 72/115 90/140 Main St WBL 0.70 29.3 C 158/m171 124/184 0.86 70.0 E 287/m357 151/187 0.84 67.0 E 228/m296 144/187 0.92 83.0 F 243/#395 159/198 0.79 46.6 D 179/m219 137/189 Main St WBT 0.41 15.9 B 144/m158 104/168 0.33 9.2 A 133/m173 185/219 0.31 8.5 A 93/m123 161/227 0.26 8.7 A 96/142 171/249 0.34 1.9 A 21/m30 76/205 West St NBL 0.31 35.7 D 59/97 184/339 0.45 49.9 D 77/131 97/130 0.35 41.1 D 59/105 91/130 0.36 4.1 D 69/118 101/130 0.40 44.0 D 69/119 85/130 West St NBR 0.55 22.1 C 175/205 98/105 0.52 29.7 C 123/200 955/1277 0.42 24.3 C 63/127 443/946 0.65 33.3 C 179/267 466/907 0.57 25.7 C 157/197 214/452 Overall 0.68 23.6 C - - 0.78 36.0 D - - 0.71 32.2 C - - 0.92 47.3 D - - 0.63 25.5 C - - Main Street at State Street/New South Street86 Main St EBL 0.54 51.2 D 125/208 88/172 0.97 117.6 F 165/m#286 126/180 0.95 108.6 F 131/m#246 115/189 0.85 71.2 E 151/m184 119/202 0.95 91.8 F 142/#295 120/189 Main St EBT 0.86 57.2 E 142/#214 96/158 1.00 98.8 F 298/m#522 158/200 0.95 92.1 F 258/#438 161/194 0.86 65.8 E 294/m341 173/220 0.73 49.4 D 143/201 104/176 Main St EBT 110/168 97/179 Main St EBR 0.40 17.9 B 111/23 123/174 0.92 51.4 D 271/#506 140/204 0.92 50.9 D 245/#447 137/203 0.94 36.9 D 334/m#471 185/227 0.92 53.2 D 170/#494 144/191 Main St WBL 0.66 47.2 D 155/244 126/250 1.00 111.1 F 205/#379 157/200 0.98 104.3 F 161/#317 153/200 0.74 52.5 D 176/#289 150/200 0.94 89.8 F 187/#346 178/200 Main St WBT 1.34 228.5 F ~252/#417 222/270 0.76 57.5 E 223/#353 350/718 0.73 52.3 D 175/#293 193/404 0.60 37.9 D 185/283 179/387 0.97 92.0 F 221/#397 459/894 Main St WBR 0.04 30.7 C 3/11 9/65 New South St NBLT 0.94 73.0 E 265/#451 343/624 0.94 76.4 E 316/#511 899/1089 0.90 65.6 E 248/#420 569/972 0.70 38.2 D 253/370 342/815 0.84 53.4 D 277/#442 234/456 New South ST NBR 0.10 0.2 A 0/0 82/307 0.12 23.5 C 0/29 247/350 0.10 22.6 C 0/6 203/350 0.16 13.1 B 9/32 111/350 0.10 18.8 B 0/30 58/269 State St SBLT 1.18 170.7 F ~185/#300 265/427 0.99 114.0 F 187/#311 535/942 0.82 66.4 E 144/#232 247/615 Alternative removes southbound approach. 0.94 94.4 F 170/#183 158/378 State St SBR 0.10 21.0 C 0/31 84/125 0.12 37.1 D 0/21 102/150 0.10 32.4 C 0/0 84/150 0.13 33.6 C 3/38 76/150 Overall 0.92 76.2 E - - 0.98 78.3 E - - 0.96 68.7 E - - 0.90 45.5 D - - 0.96 64.9 E - - a Volume-to-capacity ratio, b Average total delay in seconds per vehicle, c Level of service, d 50th and 95th percentile queue length in feet per lane (assuming 25 feet per vehicle) ~ volume exceeds capacity, queue is theoretically infinite # 95th percentile volume exceeds capacity, queue may be longer m volume for 95th percentile queue is metered by upstream signal
Pedestrian Facilities and Operations
Pedestrians in all alternatives are served with concurrent phasing similar to existing conditions with additional
protection through phase separation and restricting right turns on red for the eastbound and westbound
movements. Of all crosswalks at both intersections, only the northern crosswalk across State Street operates with
conflicting permissive turning movements, the Main Street eastbound right turn that has less than 30 conflicting
vehicles per hour among all peak hours. The proposed phasing in all alternatives restricts right turns across the
southern crosswalk across New South Street to rectify the existing, non-MUTCD compliant conflict where the
Main Street eastbound right turn to New South Street has a protected movement across the concurrent southern
crosswalk. In relation to the evaluation criteria Crosswalks are short and minimize conflicts, the proposed
geometry and phasing in all alternatives minimizes crosswalk lengths to the extent the approach geometries allow
and implements phasing operations to maximize separation between vulnerable users and conflicting vehicle
movements. The reduction of the crossing distances, as seen in Table 8, for all crosswalks with the tightening of
the geometries, reduces the amount of time people using the crosswalks are exposed within the intersection
which has both safety benefits for pedestrians and operational benefits for vehicles.
Table 8. Length of Crosswalks in Existing and Proposed Conditions
Crosswalk Existing (ft) Alternative A, B, & C (ft) Alternative D (ft)*
Southern, across West St 71 40 40
Western, across Elm St - 65 65
Northern, across State St 59 39 39
Southern, across New
South St 92 53 53
Diagonal, across Main St 77 - -
Eastern, across Main St 96 47 58
Western, across Main St - 56 67
*Alternative D crossing distances are estimates as the alternative was not developed geometrically. Distances reflect Alternative A/B/C
conditions plus 11 feet for crosswalks crossing Main Street to account for the additional through lane.
The pedestrian delay experienced at both intersections is less than 45 seconds for all crosswalks in existing
conditions. The longer cycle lengths compared to the existing 110 second cycle length increases pedestrian delay
relative to existing conditions, but LOS E is maintained for all alternatives along all crosswalks and the shortening
of crosswalk shortens the amount of time pedestrians are exposed in the intersection. The added crosswalk
across Elm Street and the removal of the diagonal crosswalk at State Street/New South Street serve pedestrians
in a more traditional and consistent manner, providing more, low to no-conflict crossings across Main Street and
the intersecting roadways. At State Street/New South Street, pedestrians no longer have to cross through the
middle of the intersection between the concurrent Main Street eastbound and westbound left turn movements. At
West Street/Elm Street, it takes 198 seconds to cross from the southwest corner of West Street/Elm Street to the
north side of the intersection via the diagonal crosswalk at State Street/New South Street in existing conditions in
the evening peak hour. The RSA stated that there were observed occurrences of jaywalking across Elm Street.
The proposed western crosswalk provides direct access across Main Street/Elm Street at West Street, taking
approximately 19 second to cross, directly addressing the existing deficiency observed in the RSA.
28
Figure 16. Average Pedestrian Delay in Existing and Alternative Conditions at Main Street at West Street/Elm Street
Figure 17. Average Pedestrian Delay in Existing and Alternative Conditions at Main Street at State Street/New South
Street
Bicycle Facilities and Operations
Separated bike lanes are maintained throughout the corridor, improving the LTS from 2 in existing conditions to 1
in the preferred geometries of Alternative A, B, and C. Weaving amongst the bike lane and travel lanes, as
prevalent in existing conditions along the eastbound approach towards New South Street, is eliminated with he
preferred geometry and the only point of conflict between people biking and people driving is when the Main
Street west through/right turn runs concurrently with the northern crosswalk across State Street.. The right-turn
movement is a low volume movement, seeing fewer than 30 vph in all peak hours, and can be further mitigated
through installation of a flashing right arrow alerting drivers of the conflict. Providing separated bike lanes through
these intersections provides a strong connection to Smith College to the west of West Street while providing a
fully connected, continuous facility throughout the entire project corridor.
45
0
54 54
47 47
50 5050 50
0
10
20
30
40
50
60
Southern Crosswalk Western CrosswalkAverage Pedestrian Delay (seconds)Main Street at West Street/Elm Street
Existing Conditions Alternative A Alternative B Alternative C Alternative D
LOS E
LOS D
LOS C
LOS B
LOS A
45
38
45
38
00
54 54 54 54
0
47 47 47 47
0
50 50 50 50
0
50 50 50 50
0
10
20
30
40
50
60
Diagonal Crosswalk Northern Crosswalk Eastern Crosswalk Southern Crosswalk Western CrosswalkAvergae Pedestrian Delay (seconds)Main Street at State Street/New South Street
Existing Conditions Alternative A Alternative B Alternative C Alternative D
E
D
C
B
A
29
With the introduction of an additional eastbound travel lane in Alternative D, separated bike lanes cannot be
provided in either direction west of Masonic Street and bicycle facilities essentially stay the same as existing
conditions. Through these intersections, bicycles would have to navigate within the mix of vehicle traffic. While the
geometry of Alternative D help to address some of the vehicular deficiencies of Alternative A, the addition of an
eastbound through lane comes at the expense of separated bike lanes; this removal violates the values and goals
of the project, specifically the goal to Provide safety and access for all and the evaluation criteria that All modes
have separate and dedicated space for travel.
Recommendations
Alternatives A, B, and C presented in this memo represent scenarios which support the project goals and directly
address the existing safety considerations identified in previous assessments. Operationally, the alternatives
would generally serve vehicles at similar levels with the potential for increased delay and queues in some
locations compared with existing conditions. Any impact to vehicular operations would be balanced by
incorporating safety measures that make the intersections more friendly, comfortable, and accessible to all users
for access to downtown Northampton. A few key distinctions should be made:
All alternatives should convert the driveway on the south side of Main Street between the intersections to
be entrance only to remove conflicts resulting from exiting the driveway as discussed in the RSA.
The apparent need identified through this analysis is the need for more data, particularly with respect to
Alternative B and Alternative C. An origin-destination analysis focused on the entering and exiting
vehicles at these two intersections could provide valuable insight in traffic patterns through both
intersections, and provide a basis for refining model simulations and signal timing/phasing plans
developed with them.
In addition to this localized origin-destination study, new traffic counts should be collected throughout the
entire project area to gauge relative changes in traffic patterns due to the COVID-19 pandemic. New
traffic counts are recommended to be collected while Smith College and local schools are in session to
compare with pre-COVID counts.
While Alternative D rectifies some unsafe existing conditions through the introduction of a crosswalk
traversing Elm Street, realigning the diagonal crosswalk at State Street/New South Street, and phase
separating appropriate movements, the additional eastbound through lane precludes installation of
separated bike facilities west of Masonic Street. This does not satisfy the evaluation criteria, All modes
have separated and dedicated space for travel, or support the project goal of Providing safety and access
for all. Furthermore, this alternative does not improve upon existing conditions significantly, especially
with respect to the Elm Street eastbound through vehicle queueing.
Alternative C would require extensive vetting with the city and local stakeholders and would increase the
scope of the project. Should Alternative C advance, further analysis should involve an origin-destination
study within the greater project area to evaluate the impacts to adjacent roadways as a result of closing
the southbound approach of State Street between Center Avenue and Main Street.
Alternative A and Alternative B satisfy project goals by providing dedicated space to all users, shortening
crosswalks, and minimizing conflicts for people walking and biking along Main Street. Proposed phasing
incorporates phase separation and right turn on red restrictions to enhance safety and crossing
experiences for all users, especially bicycles and pedestrians who see little to no conflicts with high-
volume vehicular turning movements. The diagonal crosswalk at State Street/New South Street is
removed and replaced with a shortened crosswalk across the western leg of Main Street, providing a
more traditional and comfortable crosswalk to users that does not operate between two concurrent
turning movements. Furthermore, the addition of the western crosswalk across Elm Street at West Street
30
drastically reduces the amount of time it takes for pedestrians to cross from the south side to the north
side of the intersection and provides a dedicated crossing facility where the RSA observed occurrences of
jaywalking. Alternative A and Alternative B substantially improve the pedestrian and bicycle experience
through these intersections, better connecting Northampton residents to their downtown area with safe
and comfortable facilities.
Toole Design’s preferred alternative is Alternative A/Alternative B due to the improvements to safety for
all users and support of project goals through phasing and geometric changes to the intersections as
discussed throughout this memo.
APPENDIX A: TURNING MOVEMENT
COUNTS
File Name : AM Peak - Main @ West
Site Code : 1
Start Date : 5/1/2019
Page No : 1
N / S: West Street (Route 66)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0000 00 76 32 0 108 53 0 26 2 81 17 78 1 0 96 285
07:15 AM 0000 00 71 57 0 128 67 0 66 3 136 23 95 2 0 120 384
07:30 AM 0000 00 82 36 0 118 85 0 39 2 126 24 132 0 0 156 400
07:45 AM 0000 00 87 54 0 141 87 0 61 5 153 21 126 0 0 147 441
Total 0 0 0 0 0 0 316 179 0 495 292 0 192 12 496 85 431 3 0 519 1510
08:00 AM 0000 00 62 57 0 119 85 0 52 3 140 42 125 0 0 167 426
08:15 AM 0000 00 76 69 0 145 92 0 45 1 138 50 119 0 0 169 452
08:30 AM 0000 00 79 70 0 149 82 0 43 5 130 43 126 0 0 169 448
08:45 AM 0000 00 82 84 0 166 84 0 34 2 120 68 100 0 0 168 454
Total 0 0 0 0 0 0 299 280 0 579 343 0 174 11 528 203 470 0 0 673 1780
Grand Total 0000 00 615 459 0 1074 635 0 366 23 1024 288 901 3 0 1192 3290
Apprch %0000 0 57.3 42.7 0 62 0 35.7 2.2 24.2 75.6 0.3 0
Total %0000 00 18.7 14 0 32.6 19.3 0 11.1 0.7 31.1 8.8 27.4 0.1 0 36.2
PCs and Peds 0 0 0 0 0 0 587 446 0 1033 625 0 357 21 1003 275 866 0 0 1141 3177
% PCs and Peds 0000 00 95.4 97.2 0 96.2 98.4 0 97.5 91.3 97.9 95.5 96.1 0 0 95.7 96.6
Heavy Vehicles 0 0 0 0 0 0 26 10 0 36 9 0 9 0 18 13 31 3 0 47 101
% Heavy Vehicles 0000 00 4.2 2.2 0 3.4 1.4 0 2.5 0 1.8 4.5 3.4 100 0 3.9 3.1
Bicycles 0 0 0 0 0 0 2 3 0 5 1 0 0 2 3 0 4 0 0 4 12
% Bicycles 0000 00 0.3 0.7 0 0.5 0.2 0 0 8.7 0.3 00.4 0 0 0.3 0.4
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 0000 00 62 57 0 119 85 0 52 3 140 42 125 0 0 167 426
08:15 AM 0000 00 76 69 0 145 92 0 45 1 138 50 119 0 0 169 452
08:30 AM 0000 00 79 70 0 149 82 0 43 5 130 43 126 00169448
08:45 AM 0000 00 82 84 0 166 84 0 34 2 120 68 100 0 0 168 454
Total Volume 0 0 0 0 0 0 299 280 0 579 343 0 174 11 528 203 470 0 0 673 1780
% App. Total 0 0 0 0 0 51.6 48.4 0 65 0 33 2.1 30.2 69.8 0 0
PHF .000 .000 .000 .000 .000 .000 .912 .833 .000 .872 .932 .000 .837 .550 .943 .746 .933 .000 .000 .996 .980
PCs and Peds
% PCs and Peds 0000 00 95.3 97.1 0 96.2 98.3 0 98.3 100 98.3 95.6 96.6 0 0 96.3 96.9
Heavy Vehicles 0000 0012 5 0 17 5030 8915 0 0 24 49
% Heavy Vehicles 0000 00 4.0 1.8 0 2.9 1.5 0 1.7 0 1.5 4.4 3.2 0 0 3.6 2.8
Bicycles 0000 00230 51000 10100 1 7
% Bicycles 0000 00 0.7 1.1 0 0.9 0.3 0 0 0 0.2 00.2 0 0 0.1 0.4
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ West
Site Code : 1
Start Date : 5/1/2019
Page No : 1
N / S: West Street (Route 66)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0000 00410 51000 11210 4 10
07:15 AM 0000 00330 61020 31520 8 17
07:30 AM 0000 00400 41040 50300 3 12
07:45 AM 0000 00310 41000 12600 8 13
Total 0 0 0 0 0 0 14 5 0 19 4 0 6 0 10 4 16 3 0 23 52
08:00 AM 0000 00210 31000 12500 7 11
08:15 AM 0000 00530 83010 41400 5 17
08:30 AM 0000 00200 21020 32200 4 9
08:45 AM 0000 00310 40000 04400 8 12
Total 0 0 0 0 0 0 12 5 0 17 5 0 3 0 8 9 15 0 0 24 49
Grand Total 0000 002610 0 36 90901813 31 3 0 47 101
Apprch %0000 0 72.2 27.8 0 50 0 50 0 27.7 66 6.4 0
Total %0000 00 25.7 9.9 0 35.6 8.9 0 8.9 0 17.8 12.9 30.7 3 0 46.5
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:15 AM
07:15 AM 0000 0033 0 6 1 020 3152 0 8 17
07:30 AM 0000 00 4 00 4104 0 5 0300 3 12
07:45 AM 0000 00310 41000 12600 8 13
08:00 AM 0000 00210 31000 12500 7 11
Total Volume 0 0 0 0 0 0 12 5 0 17 4 0 6 0 10 5 19 2 0 26 53
% App. Total 0 0 0 0 0 70.6 29.4 0 40 0 60 0 19.2 73.1 7.7 0
PHF .000 .000 .000 .000 .000 .000 .750 .417 .000 .708 1.00 .000 .375 .000 .500 .625 .792 .250 .000 .813 .779
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ West
Site Code : 1
Start Date : 5/1/2019
Page No : 1
N / S: West Street (Route 66)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0000 00000 00001 10000 0 1
07:15 AM 0000 00000 00001 10200 2 3
07:30 AM 0000 00000 00000 00000 0 0
07:45 AM 0000 00000 00000 00100 1 1
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 3 0 0 3 5
08:00 AM 0000 00000 00000 00100 1 1
08:15 AM 0000 00000 00000 00000 0 0
08:30 AM 0000 00130 40000 00000 0 4
08:45 AM 0000 00100 11000 10000 0 2
Total 0 0 0 0 0 0 2 3 0 5 1 0 0 0 1 0 1 0 0 1 7
Grand Total 0000 00230 51002 30400 4 12
Apprch %0000 04060 0 33.3 0 0 66.7 0 100 0 0
Total %0000 00 16.7 25 0 41.7 8.3 0 0 16.7 25 0 33.3 0 0 33.3
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 0000 00000 00000 00 1 00 1 1
08:15 AM 0000 00000 00000 00000 0 0
08:30 AM 0000 00 130 4 0000 00000 0 4
08:45 AM 0000 00100 11 000 1 0000 0 2
Total Volume 0 0 0 0 0 0 2 3 0 5 1 0 0 0 1 0 1 0 0 1 7
% App. Total 0 0 0 0 0 40 60 0 100 0 0 0 0 100 0 0
PHF .000 .000 .000 .000 .000 .000 .500 .250 .000 .313 .250 .000 .000 .000 .250 .000 .250 .000 .000 .250 .438
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ State & New South
Site Code : 2
Start Date : 5/1/2019
Page No : 1
N / S: State & New South (Route 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 12 9 3 3 27 13721 3 6236 18 64 1 119 64 37 19 2 122 330
07:15 AM 17 13 1 1 32 04813 2 6356 30 64 3 153 77 57 25 3 162 410
07:30 AM 13 25 2 8 48 13420 2 5747 17 59 5 128 98 63 40 1 202 435
07:45 AM 18 32 4 2 56 14536 4 8652 27 63 5 147 102 71 55 6 234 523
Total 60 79 10 14 163 3 164 90 11 268 191 92 250 14 547 341 228 139 12 720 1698
08:00 AM 19 28 5 3 55 05036 7 9362 25 54 2 143 109 69 31 6 215 506
08:15 AM 21 32 5 2 60 06226 6 9446 28 53 9 136 89 79 48 10 226 516
08:30 AM 24 38 7 8 77 1 62 43 13 119 42 43 52 6 143 92 66 44 12 214 553
08:45 AM 26 34 5 6 71 1 62 41 16 120 40 37 64 11 152 67 65 41 9 182 525
Total 90 132 22 19 263 2 236 146 42 426 190 133 223 28 574 357 279 164 37 837 2100
Grand Total 150 211 32 33 426 5 400 236 53 694 381 225 473 42 1121 698 507 303 49 1557 3798
Apprch %35.2 49.5 7.5 7.7 0.7 57.6 34 7.6 34 20.1 42.2 3.7 44.8 32.6 19.5 3.1
Total %3.9 5.6 0.8 0.9 11.2 0.1 10.5 6.2 1.4 18.3 10 5.9 12.5 1.1 29.5 18.4 13.3 8 1.3 41
PCs and Peds 143 202 31 32 408 5 367 219 52 643 364 223 449 37 1073 667 480 300 47 1494 3618
% PCs and Peds 95.3 95.7 96.9 97 95.8 100 91.8 92.8 98.1 92.7 95.5 99.1 94.9 88.1 95.7 95.6 94.7 99 95.9 96 95.3
Heavy Vehicles 7 9 1 0 17 0 30 17 0 47 16 2 23 0 41 31 21 2 0 54 159
% Heavy Vehicles 4.7 4.3 3.1 0 4 0 7.5 7.2 0 6.8 4.2 0.9 4.9 0 3.7 4.4 4.1 0.7 0 3.5 4.2
Bicycles 0 0 0 1 1 0 3 0 1 4 1 0 1 5 7 0 6 1 2 9 21
% Bicycles 00030.200.8 01.9 0.60.3 0 0.2 11.9 0.6 0 1.2 0.3 4.1 0.6 0.6
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 19 28 5 3 55 05036 7 9362 25 54 2 143 109 69 31 6 215 506
08:15 AM 21 32 5 2 60 0 62 26 6 94 46 28 53 9 136 89 79 48 10 226 516
08:30 AM 24 38 7 8 77 1 62 43 13 119 42 43 52 6 143 92 66 44 12 214 553
08:45 AM 26 34 5 6 71 1624116 120 40 37 64 11 152 67 65 41 9 182 525
Total Volume 90 132 22 19 263 2 236 146 42 426 190 133 223 28 574 357 279 164 37 837 2100
% App. Total 34.2 50.2 8.4 7.2 0.5 55.4 34.3 9.9 33.1 23.2 38.9 4.9 42.7 33.3 19.6 4.4
PHF .865 .868 .786 .594 .854 .500 .952 .849 .656 .888 .766 .773 .871 .636 .944 .819 .883 .854 .771 .926 .949
PCs and Peds
% PCs and Peds 96.7 96.2 100 94.7 96.6 100 91.5 91.1 97.6 92.0 96.3 98.5 96.4 92.9 96.7 95.2 95.7 98.2 97.3 96.1 95.5
Heavy Vehicles 3500 801813 0 31 62701517 9 2 0 28 82
% Heavy Vehicles 3.3 3.8 0 0 3.0 0 7.6 8.9 0 7.3 3.2 1.5 3.1 0 2.6 4.8 3.2 1.2 0 3.3 3.9
Bicycles 0001 10201 31012 40311 5 13
% Bicycles 0005.30.400.8 02.4 0.70.5 0 0.4 7.1 0.7 0 1.1 0.6 2.7 0.6 0.6
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ State & New South
Site Code : 2
Start Date : 5/1/2019
Page No : 1
N / S: State & New South (Route 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0000 00310 42070 91300 4 17
07:15 AM 3100 40310 40040 43400 7 19
07:30 AM 0200 20400 43030 63300 6 18
07:45 AM 1110 30220 45020 77200 9 23
Total 4 4 1 0 9 0 12 4 0 16 10 0 16 0 26 14 12 0 0 26 77
08:00 AM 0100 10320 52010 3532010 19
08:15 AM 1000 10510 62010 32200 4 14
08:30 AM 1300 40460101240 75100 6 27
08:45 AM 1100 20640101010 25300 8 22
Total 3 5 0 0 8 0 18 13 0 31 6 2 7 0 15 17 9 2 0 28 82
Grand Total 79101703017 0 4716 2 23 0 41 31 21 2 0 54 159
Apprch %41.2 52.9 5.9 0 0 63.8 36.2 0 39 4.9 56.1 0 57.4 38.9 3.7 0
Total %4.4 5.7 0.6 0 10.7 0 18.9 10.7 0 29.6 10.1 1.3 14.5 0 25.8 19.5 13.2 1.3 0 34
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 1 1 1 030220 45 020 7 7 200 9 23
08:00 AM 0100 10320 52010 35 320 10 19
08:15 AM 1000 10 5 10 62010 32200 4 14
08:30 AM 1 3 00 4 046 0 10 1 24075100 6 27
Total Volume 3 5 1 0 9 0 14 11 0 25 10 2 8 0 20 19 8 2 0 29 83
% App. Total 33.3 55.6 11.1 0 0 56 44 0 50 10 40 0 65.5 27.6 6.9 0
PHF .750 .417 .250 .000 .563 .000 .700 .458 .000 .625 .500 .250 .500 .000 .714 .679 .667 .250 .000 .725 .769
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ State & New South
Site Code : 2
Start Date : 5/1/2019
Page No : 1
N / S: State & New South (Route 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0000 00000 00000 00000 0 0
07:15 AM 0000 00000 00002 20201 3 5
07:30 AM 0000 00000 00001 10000 0 1
07:45 AM 0000 00100 10000 00100 1 2
Total 0 0 0 0 0 0 1 0 0 1 0 0 0 3 3 0 3 0 1 4 8
08:00 AM 0000 00000 01000 10200 2 3
08:15 AM 0000 00000 00002 20110 2 4
08:30 AM 0000 00201 30000 00001 1 4
08:45 AM 0001 10000 00010 10000 0 2
Total 0 0 0 1 1 0 2 0 1 3 1 0 1 2 4 0 3 1 1 5 13
Grand Total 0001 10301 41015 70612 9 21
Apprch %0 0 0 100 075 025 14.3 0 14.3 71.4 0 66.7 11.1 22.2
Total %0004.84.80 14.3 0 4.8 19 4.8 0 4.8 23.8 33.3 0 28.6 4.8 9.5 42.9
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 0000 00100 10000 00100 1 2
08:00 AM 0000 00000 01 000 10 2 00 2 3
08:15 AM 0000 00000 000022011 024
08:30 AM 0000 00 2 0 130000 00001 1 4
Total Volume 0 0 0 0 0 0 3 0 1 4 1 0 0 2 3 0 4 1 1 6 13
% App. Total 0 0 0 0 0 75 0 25 33.3 0 0 66.7 0 66.7 16.7 16.7
PHF .000 .000 .000 .000 .000 .000 .375 .000 .250 .333 .250 .000 .000 .250 .375 .000 .500 .250 .250 .750 .813
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ West
Site Code : 1
Start Date : 5/1/2019
Page No : 1
N / S: West Street (Route 66)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0001 10 65 60 0 125 87 0 28 10 125 14 115 0 2 131 382
03:15 PM 0000 00 82 64 0 146 72 0 23 6 101 23 126 0 0 149 396
03:30 PM 0000 00 79 70 0 149 104 0 26 1 131 30 130 0 0 160 440
03:45 PM 0000 00 84 77 0 161 84 0 29 10 123 25 111 0 0 136 420
Total 0 0 0 1 1 0 310 271 0 581 347 0 106 27 480 92 482 0 2 576 1638
04:00 PM 0000 00 87 74 1 162 78 0 30 12 120 28 127 0 0 155 437
04:15 PM 0000 00 80 64 0 144 90 0 31 13 134 34 128 0 0 162 440
04:30 PM 0000 00 82 69 0 151 84 0 31 5 120 27 150 0 0 177 448
04:45 PM 0000 00 81 66 0 147 85 0 21 7 113 35 148 0 0 183 443
Total 0 0 0 0 0 0 330 273 1 604 337 0 113 37 487 124 553 0 0 677 1768
05:00 PM 0000 00 78 75 0 153 105 0 24 6 135 33 127 0 0 160 448
05:15 PM 0000 00 88 86 0 174 87 0 24 15 126 15 111 0 0 126 426
05:30 PM 0000 00 115 67 0 182 81 0 18 11 110 14 120 0 0 134 426
05:45 PM 0000 00 69 84 0 153 69 0 25 9 103 22 87 0 0 109 365
Total 0 0 0 0 0 0 350 312 0 662 342 0 91 41 474 84 445 0 0 529 1665
06:00 PM 0000 00 84 77 0 161 61 0 12 6 79 23 79 0 0 102 342
06:15 PM 0000 00 83 67 0 150 59 0 17 6 82 12 75 0 0 87 319
06:30 PM 0000 00 76 55 0 131 51 0 15 9 75 12 71 0 0 83 289
06:45 PM 0000 00 68 66 0 134 49 0 10 14 73 14 59 0 0 73 280
Total 0 0 0 0 0 0 311 265 0 576 220 0 54 35 309 61 284 0 0 345 1230
Grand Total 0001 10 1301 1121 1 2423 1246 0 364 140 1750 361 1764 0 2 2127 6301
Apprch %0 0 0 100 0 53.7 46.3 0 71.2 0 20.8 8 17 82.9 0 0.1
Total %0000 00 20.6 17.8 0 38.5 19.8 0 5.8 2.2 27.8 5.7 28 0 0 33.8
PCs and Peds 0 0 0 1 1 0 1246 1109 1 2356 1227 0 359 140 1726 350 1698 0 2 2050 6133
% PCs and Peds 0 0 0 100 100 0 95.8 98.9 100 97.2 98.5 0 98.6 100 98.6 97 96.3 0 100 96.4 97.3
Heavy Vehicles 0 0 0 0 0 0 29 7 0 36 6 0 1 0 7 8 45 0 0 53 96
% Heavy Vehicles 0000 00 2.2 0.6 0 1.5 0.5 0 0.3 0 0.4 2.2 2.6 0 0 2.5 1.5
Bicycles 0 0 0 0 0 0 26 5 0 31 13 0 4 0 17 3 21 0 0 24 72
% Bicycles 0000 00 2 0.4 0 1.3 101.10 10.8 1.2 0 0 1.1 1.1
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:15 PM
04:15 PM 0000 00 80 64 0 144 90 0 31 13 134 34 128 0 0 162 440
04:30 PM 0000 00 82 69 0 151 84 0 31 5 120 27 150 00177448
04:45 PM 0000 00 81 66 0 147 85 0 21 7 113 35 148 0 0 183 443
05:00 PM 0000 0078 75 0 153 105 024 6 135 33 127 0 0 160 448
Total Volume 0 0 0 0 0 0 321 274 0 595 364 0 107 31 502 129 553 0 0 682 1779
% App. Total 0 0 0 0 0 53.9 46.1 0 72.5 0 21.3 6.2 18.9 81.1 0 0
PHF .000 .000 .000 .000 .000 .000 .979 .913 .000 .972 .867 .000 .863 .596 .930 .921 .922 .000 .000 .932 .993
PCs and Peds
% PCs and Peds 0000 00 97.2 99.6 0 98.3 99.5 0 99.1 100 99.4 97.7 97.5 0 0 97.5 98.3
Heavy Vehicles 0000 00610 71000 1290011 19
% Heavy Vehicles 0000 00 1.9 0.4 0 1.2 0.3 0 0 0 0.2 1.6 1.6 0 0 1.6 1.1
Bicycles 0000 00300 31010 21500 6 11
% Bicycles 0000 000.9 0 0 0.50.3 0 0.9 0 0.4 0.8 0.9 0 0 0.9 0.6
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ West
Site Code : 1
Start Date : 5/1/2019
Page No : 1
N / S: West Street (Route 66)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0000 00310 41010 22500 7 13
03:15 PM 0000 00510 60000 00500 5 11
03:30 PM 0000 00110 21000 11500 6 9
03:45 PM 0000 00100 10000 01300 4 5
Total 0 0 0 0 0 0 10 3 0 13 2 0 1 0 3 4 18 0 0 22 38
04:00 PM 0000 00400 40000 01200 3 7
04:15 PM 0000 00100 10000 00200 2 3
04:30 PM 0000 00010 10000 00100 1 2
04:45 PM 0000 00400 41000 10300 3 8
Total 0 0 0 0 0 0 9 1 0 10 1 0 0 0 1 1 8 0 0 9 20
05:00 PM 0000 00100 10000 02300 5 6
05:15 PM 0000 00220 41000 10200 2 7
05:30 PM 0000 00000 01000 10100 1 2
05:45 PM 0000 00200 20000 00400 4 6
Total 0 0 0 0 0 0 5 2 0 7 2 0 0 0 2 2 10 0 0 12 21
06:00 PM 0000 00010 10000 00300 3 4
06:15 PM 0000 00400 40000 01100 2 6
06:30 PM 0000 00000 01000 10200 2 3
06:45 PM 0000 00100 10000 00300 3 4
Total 0 0 0 0 0 0 5 1 0 6 1 0 0 0 1 1 9 0 0 10 17
Grand Total 0000 0029 7 0 36 6010 7845 0 0 53 96
Apprch %0000 0 80.6 19.4 0 85.7 0 14.3 0 15.1 84.9 0 0
Total %0000 00 30.2 7.3 0 37.5 6.2 0 1 0 7.3 8.3 46.9 0 0 55.2
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 03:00 PM
03:00 PM 0000 0031 041 0 1 0 2 2500 7 13
03:15 PM 0000 00 5 10 6 0000 00500 5 11
03:30 PM 0000 00110 21000 11500 6 9
03:45 PM 0000 00100 10000 01300 4 5
Total Volume 0 0 0 0 0 0 10 3 0 13 2 0 1 0 3 4 18 0 0 22 38
% App. Total 0 0 0 0 0 76.9 23.1 0 66.7 0 33.3 0 18.2 81.8 0 0
PHF .000 .000 .000 .000 .000 .000 .500 .750 .000 .542 .500 .000 .250 .000 .375 .500 .900 .000 .000 .786 .731
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ West
Site Code : 1
Start Date : 5/1/2019
Page No : 1
N / S: West Street (Route 66)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0000 00000 00000 00100 1 1
03:15 PM 0000 00000 00010 10300 3 4
03:30 PM 0000 00010 10000 00000 0 1
03:45 PM 0000 00000 01000 10300 3 4
Total 0 0 0 0 0 0 0 1 0 1 1 0 1 0 2 0 7 0 0 7 10
04:00 PM 0000 00000 00000 00000 0 0
04:15 PM 0000 00100 10000 00000 0 1
04:30 PM 0000 00000 01010 20200 2 4
04:45 PM 0000 00100 10000 00100 1 2
Total 0 0 0 0 0 0 2 0 0 2 1 0 1 0 2 0 3 0 0 3 7
05:00 PM 0000 00100 10000 01200 3 4
05:15 PM 0000 00200 20000 00300 3 5
05:30 PM 0000 0019 0 0 19 2000 20400 4 25
05:45 PM 0000 00110 20000 01100 2 4
Total 0 0 0 0 0 0 23 1 0 24 2 0 0 0 2 2 10 0 0 12 38
06:00 PM 0000 00110 24000 41100 2 8
06:15 PM 0000 00020 20000 00000 0 2
06:30 PM 0000 00000 00020 20000 0 2
06:45 PM 0000 00000 05000 50000 0 5
Total 0 0 0 0 0 0 1 3 0 4 9 0 2 0 11 1 1 0 0 2 17
Grand Total 0000 0026 5 0 3113 0 4 0 17 321 0 0 24 72
Apprch %0000 0 83.9 16.1 0 76.5 0 23.5 0 12.5 87.5 0 0
Total %0000 00 36.1 6.9 0 43.1 18.1 0 5.6 0 23.6 4.2 29.2 0 0 33.3
From North
Main
From East
West
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 05:15 PM
05:15 PM 0000 00200 20000 00300 3 5
05:30 PM 0000 00 19 00 19 2000 20 4 00 4 25
05:45 PM 0000 0011 020000 01 100 2 4
06:00 PM 0000 00110 24 000 4 1100 2 8
Total Volume 0 0 0 0 0 0 23 2 0 25 6 0 0 0 6 2 9 0 0 11 42
% App. Total 0 0 0 0 0 92 8 0 100 0 0 0 18.2 81.8 0 0
PHF .000 .000 .000 .000 .000 .000 .303 .500 .000 .329 .375 .000 .000 .000 .375 .500 .563 .000 .000 .688 .420
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ State & New South
Site Code : 2
Start Date : 5/1/2019
Page No : 1
N / S: State & New South (Route 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 20 36 6 2 64 4 49 46 20 119 30 27 56 11 124 106 59 41 23 229 536
03:15 PM 27 39 4 9 79 1 67 61 14 143 26 31 56 11 124 95 65 42 11 213 559
03:30 PM 17 40 2 11 70 5 49 52 13 119 24 32 62 9 127 108 59 43 19 229 545
03:45 PM 26 46 4 3 79 1 58 48 9 116 27 33 62 8 130 86 69 34 28 217 542
Total 90 161 16 25 292 11 223 207 56 497 107 123 236 39 505 395 252 160 81 888 2182
04:00 PM 29 44 4 9 86 0 63 56 17 136 24 30 53 11 118 109 67 44 31 251 591
04:15 PM 18 46 1 10 75 2 65 54 31 152 26 37 43 15 121 91 77 47 20 235 583
04:30 PM 28 39 3 11 81 4 69 49 25 147 34 26 60 9 129 102 82 33 23 240 597
04:45 PM 13 42 3 10 68 2 57 46 26 131 24 21 54 22 121 121 83 39 28 271 591
Total 88 171 11 40 310 8 254 205 99 566 108 114 210 57 489 423 309 163 102 997 2362
05:00 PM 37 46 3 2 88 4 62 66 27 159 33 33 61 9 136 91 87 51 32 261 644
05:15 PM 38 45 6 0 89 3 62 60 25 150 34 26 64 21 145 78 83 41 27 229 613
05:30 PM 27 28 8 1 64 3 67 47 22 139 24 31 65 6 126 87 76 37 23 223 552
05:45 PM 34 40 5 2 81 2 58 49 22 131 43 40 40 10 133 63 66 33 23 185 530
Total 136 159 22 5 322 12 249 222 96 579 134 130 230 46 540 319 312 162 105 898 2339
06:00 PM 20 43 2 6 71 7 69 37 25 138 24 26 58 9 117 61 62 23 20 166 492
06:15 PM 25 32 2 12 71 8 58 51 41 158 25 29 63 7 124 55 60 18 17 150 503
06:30 PM 14 37 1 4 56 10 48 32 26 116 23 19 61 10 113 55 42 20 22 139 424
06:45 PM 17 32 4 6 59 7 54 27 26 114 33 18 38 12 101 38 53 16 21 128 402
Total 76 144 9 28 257 32 229 147 118 526 105 92 220 38 455 209 217 77 80 583 1821
Grand Total 390 635 58 98 1181 63 955 781 369 2168 454 459 896 180 1989 1346 1090 562 368 3366 8704
Apprch %33 53.8 4.9 8.3 2.9 44 36 17 22.8 23.1 45 9 40 32.4 16.7 10.9
Total %4.5 7.3 0.7 1.1 13.6 0.7 11 9 4.2 24.9 5.2 5.3 10.3 2.1 22.9 15.5 12.5 6.5 4.2 38.7
PCs and Peds 386 617 53 97 1153 63 891 757 360 2071 422 448 872 171 1913 1307 1032 558 357 3254 8391
% PCs and Peds 99 97.2 91.4 99 97.6 100 93.3 96.9 97.6 95.5 93 97.6 97.3 95 96.2 97.1 94.7 99.3 97 96.7 96.4
Heavy Vehicles 3 11 5 0 19 0 44 23 0 67 30 10 22 0 62 30 37 3 3 73 221
% Heavy Vehicles 0.8 1.7 8.6 0 1.6 0 4.6 2.9 0 3.1 6.6 2.2 2.5 0 3.1 2.2 3.4 0.5 0.8 2.2 2.5
Bicycles 1 7 0 1 9 0 20 1 9 30 2 1 2 9 14 9 21 1 8 39 92
% Bicycles 0.3 1.1 0 1 0.8 0 2.1 0.1 2.4 1.4 0.4 0.2 0.2 5 0.7 0.7 1.9 0.2 2.2 1.2 1.1
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 28 39 3 11 81 46949 25 147 34 26 60 9 129 102 82 33 23 240 597
04:45 PM 13 42 3 10 68 2 57 46 26 131 24 21 54 22 121 121 83 39 28 271 591
05:00 PM 37 46 3288462 66 27 159 33 33 61 9 136 91 87 51 32 261 644
05:15 PM 38 45 6 0 89 3 62 60 25 150 34 26 64 21 145 78 83 41 27 229 613
Total Volume 116 172 15 23 326 13 250 221 103 587 125 106 239 61 531 392 335 164 110 1001 2445
% App. Total 35.6 52.8 4.6 7.1 2.2 42.6 37.6 17.5 23.5 20 45 11.5 39.2 33.5 16.4 11
PHF .763 .935 .625 .523 .916 .813 .906 .837 .954 .923 .919 .803 .934 .693 .916 .810 .963 .804 .859 .923 .949
PCs and Peds
% PCs and Peds 99.1 97.1 80.0 100 97.2 100 92.4 97.7 95.1 95.1 92.8 99.1 97.9 90.2 96.0 98.0 96.4 100 97.3 97.7 96.6
Heavy Vehicles 0330 6019 5 0 24 715013470011 54
% Heavy Vehicles 0 1.7 20.0 0 1.8 0 7.6 2.3 0 4.1 5.6 0.9 2.1 0 2.4 1.0 2.1 0 0 1.1 2.2
Bicycles 1200 30005 52006 8450312 28
% Bicycles 0.9 1.2 0 0 0.9 0004.90.91.6 0 0 9.8 1.5 1.0 1.5 0 2.7 1.2 1.1
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ State & New South
Site Code : 2
Start Date : 5/1/2019
Page No : 1
N / S: State & New South (Route 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 1000 10420 61220 54300 7 19
03:15 PM 0000 00320 53040 73200 5 17
03:30 PM 0300 30330 61310 5641011 25
03:45 PM 1310 50120 34020 61310 5 19
Total 2 6 1 0 9 0 11 9 0 20 9 5 9 0 23 14 12 2 0 28 80
04:00 PM 0100 10230 51110 31310 5 14
04:15 PM 0000 00210 31200 32200 4 10
04:30 PM 0330 60410 52110 40200 2 17
04:45 PM 0000 00700 74010 52200 4 16
Total 0 4 3 0 7 0 15 5 0 20 8 4 3 0 15 5 9 1 0 15 57
05:00 PM 0000 00430 70010 11100 2 10
05:15 PM 0000 00410 51020 31200 3 11
05:30 PM 1000 10000 00020 21300 4 7
05:45 PM 0000 00310 44010 52200 4 13
Total 1 0 0 0 1 0 11 5 0 16 5 0 6 0 11 5 8 0 0 13 41
06:00 PM 0010 10300 31120 41200 3 11
06:15 PM 0000 00310 43020 50200 2 11
06:30 PM 0000 00020 20000 03200 5 7
06:45 PM 0100 10110 24000 42203 7 14
Total 0 1 1 0 2 0 7 4 0 11 8 1 4 0 13 6 8 0 3 17 43
Grand Total 311 5 0 19 04423 0 6730 10 22 0 62 30 37 3 3 73 221
Apprch %15.8 57.9 26.3 0 0 65.7 34.3 0 48.4 16.1 35.5 0 41.1 50.7 4.1 4.1
Total %1.4 5 2.3 0 8.6 0 19.9 10.4 0 30.3 13.6 4.5 10 0 28.1 13.6 16.7 1.4 1.4 33
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 03:00 PM
03:00 PM 1 000 10 4 20 6 1220 54300 7 19
03:15 PM 0000 00320 5304 0 7 3200 5 17
03:30 PM 0 3 00 3033 061 3 10 56410 11 25
03:45 PM 131 0 5 0120 34 020 61310 5 19
Total Volume 2 6 1 0 9 0 11 9 0 20 9 5 9 0 23 14 12 2 0 28 80
% App. Total 22.2 66.7 11.1 0 0 55 45 0 39.1 21.7 39.1 0 50 42.9 7.1 0
PHF .500 .500 .250 .000 .450 .000 .688 .750 .000 .833 .563 .417 .563 .000 .821 .583 .750 .500 .000 .636 .800
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ State & New South
Site Code : 2
Start Date : 5/1/2019
Page No : 1
N / S: State & New South (Route 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0000 00001 10000 00101 2 3
03:15 PM 0000 00000 00000 00300 3 3
03:30 PM 0000 00000 00011 20102 3 5
03:45 PM 0001 10000 00001 12110 4 6
Total 0 0 0 1 1 0 0 0 1 1 0 0 1 2 3 2 6 1 3 12 17
04:00 PM 0100 10001 10010 10001 1 4
04:15 PM 0000 00000 00000 01000 1 1
04:30 PM 0000 00001 10001 11100 2 4
04:45 PM 0000 00001 11003 40102 3 8
Total 0 1 0 0 1 0 0 0 3 3 1 0 1 4 6 2 2 0 3 7 17
05:00 PM 1100 20003 30001 12000 2 8
05:15 PM 0100 10000 01001 21301 5 8
05:30 PM 0000 0015 0 0 15 0000 00600 6 21
05:45 PM 0000 00210 30101 20000 0 5
Total 1 2 0 0 3 0 17 1 3 21 1 1 0 3 5 3 9 0 1 13 42
06:00 PM 0200 20000 00000 02400 6 8
06:15 PM 0000 00301 40000 00000 0 4
06:30 PM 0000 00001 10000 00000 0 1
06:45 PM 0200 20000 00000 00001 1 3
Total 0 4 0 0 4 0 3 0 2 5 0 0 0 0 0 2 4 0 1 7 16
Grand Total 1701 9020 1 9 30 212914921 1 8 39 92
Apprch %11.1 77.8 0 11.1 0 66.7 3.3 30 14.3 7.1 14.3 64.3 23.1 53.8 2.6 20.5
Total %1.1 7.6 0 1.1 9.8 0 21.7 1.1 9.8 32.6 2.2 1.1 2.2 9.8 15.2 9.8 22.8 1.1 8.7 42.4
State
From North
Main
From East
New South
From South
Main
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 0000 00001 11 00340102 3 8
05:00 PM 1100 2 0003 3 0001 12 000 2 8
05:15 PM 0100 10000 01001 21301 5 8
05:30 PM 0000 00 15 00 15 0000 00 6 00 6 21
Total Volume 1 2 0 0 3 0 15 0 4 19 2 0 0 5 7 3 10 0 3 16 45
% App. Total 33.3 66.7 0 0 0 78.9 0 21.1 28.6 0 0 71.4 18.8 62.5 0 18.8
PHF .250 .500 .000 .000 .375 .000 .250 .000 .333 .317 .500 .000 .000 .417 .438 .375 .417 .000 .375 .667 .536
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
APPENDIX B: CAPACITY ANALYSIS
METHODOLOGY
Level of Service (LOS) is a performance measure that defines traffic operations based on the average amount of
time a vehicle waits at an intersection. For example, LOS A defines the condition with minimum vehicular traffic
delay, while LOS F represents the condition with significant traffic delay. Table 1 indicates the LOS conditions
based on average delay as defined by the Highway Capacity Manual (HCM).
Table 1. Level of Service Criteria
Level of
Service
Average Stopped Delay at Signalized
Intersections (Seconds/Vehicle)
A 0.0-10.0
B 10.1-20.0
C 20.1-35.0
D 35.1-55.0
E 55.1-80.0
F >80
To compute the LOS and other performance measures, the HCM methodology was used. For signalized
intersections, HCM 2010 methodology cannot be used since signals use standard National Electrical
Manufacturing Association (NEMA) phasing, rather, HCM 2000 methodology was used. Synchro 10 software was
used to apply these methodologies, which allows for engineers to input characteristics such as lane configuration,
traffic volumes, pedestrian/bicycle to vehicle interactions, and peak hour factors. In addition to estimating the
delay and LOS at intersections, Synchro 10 was used to estimate intersection queue lengths. Results were used
to compare traffic operations in alternative conditions.
APPENDIX C: EXISTING CONDITIONS
CAPACITY ANALYSIS
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Northampton - Main Street Synchro 10 Report
Page 1
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 470 203 280 299 174 343
Future Volume (vph) 470 203 280 299 174 343
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 10 10 9 13
Storage Length (ft) 110 0 0 80
Storage Lanes 1 1 1 1
Taper Length (ft) 25 25
Right Turn on Red Yes Yes
Link Speed (mph) 25 25 25
Link Distance (ft) 243 209 384
Travel Time (s) 6.6 5.7 10.5
Confl. Peds. (#/hr) 11 11
Confl. Bikes (#/hr) 1
Peak Hour Factor 1.00 1.00 0.87 0.87 0.94 0.94
Heavy Vehicles (%) 3% 4% 2% 4% 2% 1%
Shared Lane Traffic (%)
Lane Group Flow (vph) 673 0 322 344 185 365
Turn Type NA D.P+P NA Prot pt+ov
Protected Phases 2 4 2 4 3 3 4
Permitted Phases 2
Detector Phase 4 3 3
Switch Phase
Minimum Initial (s) 24.0 15.0 8.0
Minimum Split (s) 30.0 20.0 14.0
Total Split (s) 39.0 33.0 38.0
Total Split (%) 35.5% 30.0% 34.5%
Yellow Time (s) 3.5 3.0 3.5
All-Red Time (s) 2.5 2.0 2.5
Lost Time Adjust (s) 0.0 0.0 0.0
Total Lost Time (s) 6.0 5.0 6.0
Lead/Lag Lag Lead
Lead-Lag Optimize? Yes Yes
Recall Mode C-Max None None
v/c Ratio 0.48 0.60 0.31 0.74 0.54
Control Delay 20.8 22.1 10.8 59.5 17.1
Queue Delay 0.0 1.3 6.8 0.0 0.3
Total Delay 20.8 23.5 17.6 59.5 17.4
Queue Length 50th (ft) 145 139 114 124 124
Queue Length 95th (ft) 259 m157 m130 188 156
Internal Link Dist (ft) 163 129 304
Turn Bay Length (ft) 80
Base Capacity (vph) 1416 620 1098 416 680
Starvation Cap Reductn 0 140 695 0 0
Spillback Cap Reductn 40 0 0 0 50
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.49 0.67 0.85 0.44 0.58
Intersection Summary
Area Type: CBD
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 10 (9%), Referenced to phase 2:EBWB, Start of Yellow
Natural Cycle: 65
Control Type: Actuated-Coordinated
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: West St & Elm St/Main St
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Northampton - Main Street Synchro 10 Report
Page 2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 470 203 280 299 174 343
Future Volume (vph) 470 203 280 299 174 343
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width 11 11 10 10 9 13
Total Lost time (s) 6.0 5.0 6.0 6.0 6.0
Lane Util. Factor 0.95 1.00 1.00 1.00 1.00
Frpb, ped/bikes 0.99 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 0.95 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 2863 1483 1535 1433 1487
Flt Permitted 1.00 0.34 1.00 0.95 1.00
Satd. Flow (perm) 2863 526 1535 1433 1487
Peak-hour factor, PHF 1.00 1.00 0.87 0.87 0.94 0.94
Adj. Flow (vph) 470 203 322 344 185 365
RTOR Reduction (vph) 33 000073
Lane Group Flow (vph) 640 0 322 344 185 292
Confl. Peds. (#/hr) 11 11
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 3% 4% 2% 4% 2% 1%
Turn Type NA D.P+P NA Prot pt+ov
Protected Phases 2 4 2 4 3 3 4
Permitted Phases 2
Actuated Green, G (s) 53.2 73.7 78.7 19.3 45.8
Effective Green, g (s) 53.2 73.7 73.7 19.3 45.8
Actuated g/C Ratio 0.48 0.67 0.67 0.18 0.42
Clearance Time (s) 6.0 5.0 6.0
Vehicle Extension (s) 4.0 2.0 2.0
Lane Grp Cap (vph) 1384 530 1028 251 619
v/s Ratio Prot 0.22 c0.11 0.22 c0.13 0.20
v/s Ratio Perm c0.29
v/c Ratio 0.46 0.61 0.33 0.74 0.47
Uniform Delay, d1 18.9 8.2 7.7 42.9 23.3
Progression Factor 1.00 2.88 1.54 1.00 1.00
Incremental Delay, d2 1.1 0.7 0.0 9.3 0.2
Delay (s) 20.0 24.4 11.9 52.3 23.5
Level of Service C C B D C
Approach Delay (s) 20.0 18.0 33.2
Approach LOS C B C
Intersection Summary
HCM 2000 Control Delay 23.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.63
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 17.0
Intersection Capacity Utilization 64.1% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
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Northampton - Main Street Synchro 10 Report
Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9 Ø10
Lane Configurations
Traffic Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Future Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 9 10 10 11 11 11 13 13 11 11 11 10
Storage Length (ft) 0 0 0 40 0 300 0 100
Storage Lanes 1 1 1 1 0 1 0 1
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 209 280 873 506
Travel Time (s) 5.7 7.6 23.8 13.8
Confl. Peds. (#/hr) 28 19 70
Confl. Bikes (#/hr) 3 2
Peak Hour Factor 0.93 0.93 0.93 0.91 0.91 0.91 0.97 0.97 0.97 0.88 0.88 0.88
Heavy Vehicles (%) 1% 3% 5% 9% 8% 0% 3% 2% 3% 0% 4% 3%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 176 300 384 160 259 2 0 367 196 0 175 102
Turn Type Prot NA pt+ov Prot NA pt+ov Split NA Free Split NA pt+ov
Protected Phases 5 2 2 3 1 6 4 6 3 3 4 4 4 5 9 10
Permitted Phases Free
Minimum Split (s) 31.0 22.0 31.0 22.0 26.5 26.5 15.5 15.5 7.0 7.0
Total Split (s) 31.0 22.0 31.0 22.0 33.0 33.0 17.0 17.0 7.0 7.0
Total Split (%) 28.2% 20.0% 28.2% 20.0% 30.0% 30.0% 15.5% 15.5% 6% 6%
Yellow Time (s) 3.0 4.0 3.0 4.0 3.5 3.5 3.5 3.5 2.0 2.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 0.0 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 5.0 6.0 5.5 5.5
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
v/c Ratio 0.51 0.70 0.49 0.47 1.29 0.01 0.88 0.15 1.06 0.18
Control Delay 47.3 50.0 4.6 41.5 203.4 15.5 63.1 0.2 135.0 5.0
Queue Delay 13.3 4.9 1.1 0.0 0.0 0.0 30.8 0.0 0.0 0.1
Total Delay 60.6 54.9 5.7 41.5 203.4 15.5 93.9 0.2 135.0 5.0
Queue Length 50th (ft) 99 111 66 98 ~234 1 250 0 ~136 0
Queue Length 95th (ft) 196 141 5 165 #396 4 #417 0 #265 31
Internal Link Dist (ft) 129 200 793 426
Turn Bay Length (ft) 40 300 100
Base Capacity (vph) 342 428 788 340 200 322 417 1320 165 572
Starvation Cap Reductn 141 75 203 0 0 0 0 0 0 0
Spillback Cap Reductn 000000 660 075
Storage Cap Reductn 000000 00 00
Reduced v/c Ratio 0.88 0.85 0.66 0.47 1.29 0.01 1.05 0.15 1.06 0.21
Intersection Summary
Area Type: CBD
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Yellow
Natural Cycle: 115
Control Type: Pretimed
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 2: New South St /State St & Main St
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Future Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 9 10 10 11 11 11 13 13 11 11 11 10
Total Lost time (s) 5.0 6.0 6.0 5.0 6.0 5.5 5.5 4.0 5.5 5.5
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.97 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.97 1.00 0.99 1.00
Satd. Flow (prot) 1448 2944 1292 1441 1378 1265 1669 1320 1587 1317
Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.97 1.00 0.99 1.00
Satd. Flow (perm) 1448 2944 1292 1441 1378 1265 1669 1320 1587 1317
Peak-hour factor, PHF 0.93 0.93 0.93 0.91 0.91 0.91 0.97 0.97 0.97 0.88 0.88 0.88
Adj. Flow (vph) 176 300 384 160 259 2 230 137 196 25 150 102
RTOR Reduction (vph) 0 0 211 0 0 00000062
Lane Group Flow (vph) 176 300 173 160 259 2 0 367 196 0 175 40
Confl. Peds. (#/hr) 28 19 70
Confl. Bikes (#/hr) 3 2
Heavy Vehicles (%) 1% 3% 5% 9% 8% 0% 3% 2% 3% 0% 4% 3%
Parking (#/hr) 0 0
Turn Type Prot NA pt+ov Prot NA pt+ov Split NA Free Split NA pt+ov
Protected Phases 5 2 2 3 1 6 4 6 3 3 4 4 4 5
Permitted Phases Free
Actuated Green, G (s) 26.0 16.0 49.5 26.0 16.0 27.5 27.5 110.0 11.5 43.0
Effective Green, g (s) 26.0 16.0 49.5 26.0 16.0 27.5 27.5 110.0 11.5 43.0
Actuated g/C Ratio 0.24 0.15 0.45 0.24 0.15 0.25 0.25 1.00 0.10 0.39
Clearance Time (s) 5.0 6.0 5.0 6.0 5.5 5.5
Lane Grp Cap (vph) 342 428 581 340 200 316 417 1320 165 514
v/s Ratio Prot c0.12 0.10 0.13 0.11 c0.19 0.00 c0.22 c0.11 0.03
v/s Ratio Perm c0.15
v/c Ratio 0.51 0.70 0.30 0.47 1.29 0.01 0.88 0.15 1.06 0.08
Uniform Delay, d1 36.5 44.7 19.2 36.1 47.0 31.0 39.7 0.0 49.2 21.0
Progression Factor 1.14 0.93 1.28 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 4.8 8.2 1.2 4.6 164.6 0.0 22.4 0.2 87.1 0.3
Delay (s) 46.4 49.6 25.8 40.7 211.6 31.0 62.1 0.2 136.3 21.3
Level of Service DDCDFC EA FC
Approach Delay (s) 38.3 145.8 40.5 94.0
Approach LOS D F D F
Intersection Summary
HCM 2000 Control Delay 67.5 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 76.9% ICU Level of Service D
Analysis Period (min) 15
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Run Number 1 10 23456
Start Time 7:55 7:55 7:55 7:55 7:55 7:55 7:55
End Time 9:00 9:00 9:00 9:00 9:00 9:00 9:00
Total Time (min) 65 65 65 65 65 65 65
Time Recorded (min) 60 60 60 60 60 60 60
# of Intervals 5555555
# of Recorded Intervals 4444444
Vehs Entered 4294 4285 4133 4245 4296 4166 3474
Vehs Exited 4320 4109 3894 4192 4249 4132 3216
Starting Vehs 122 112 100 84 119 108 105
Ending Vehs 96 288 339 137 166 142 363
Travel Distance (mi) 1132 1094 1025 1126 1148 1101 849
Travel Time (hr) 126.6 151.7 186.9 127.4 178.1 128.9 312.5
Total Delay (hr) 76.4 103.2 141.4 77.5 127.2 80.0 274.9
Total Stops 6139 6292 5937 6134 6901 5741 5159
Fuel Used (gal) 62.4 67.0 73.1 62.8 74.9 62.0 96.3
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Run Number 7 8 9 Avg
Start Time 7:55 7:55 7:55 7:55
End Time 9:00 9:00 9:00 9:00
Total Time (min) 65 65 65 65
Time Recorded (min) 60 60 60 60
# of Intervals 5555
# of Recorded Intervals 4444
Vehs Entered 3751 4240 4285 4112
Vehs Exited 3476 4230 4254 4008
Starting Vehs 104 107 105 99
Ending Vehs 379 117 136 212
Travel Distance (mi) 915 1123 1130 1064
Travel Time (hr) 236.4 126.5 141.3 171.6
Total Delay (hr) 195.8 76.4 91.1 124.4
Total Stops 5335 5923 6359 5986
Fuel Used (gal) 81.2 62.2 66.0 70.8
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Start Time 7:55
End Time 8:00
Total Time (min) 5
Volumes adjusted by Growth Factors, Anti PHF.
No data recorded this interval.
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Start Time 8:00
End Time 8:15
Total Time (min) 15
Volumes adjusted by Growth Factors, Anti PHF.
Run Number 1 10 23456
Vehs Entered 1009 1051 1015 1020 1016 966 993
Vehs Exited 1056 1030 1006 988 1004 981 998
Starting Vehs 122 112 100 84 119 108 105
Ending Vehs 75 133 109 116 131 93 100
Travel Distance (mi) 273 276 264 265 274 259 261
Travel Time (hr) 28.4 29.8 26.7 29.3 34.0 26.1 25.8
Total Delay (hr) 16.3 17.5 15.0 17.5 21.9 14.6 14.3
Total Stops 1392 1495 1378 1423 1509 1246 1310
Fuel Used (gal) 14.6 15.0 14.0 14.8 16.0 13.5 13.6
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Start Time 8:00
End Time 8:15
Total Time (min) 15
Volumes adjusted by Growth Factors, Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 1054 1054 987 1015
Vehs Exited 1027 1050 976 1011
Starting Vehs 104 107 105 99
Ending Vehs 131 111 116 106
Travel Distance (mi) 276 280 259 269
Travel Time (hr) 32.0 30.9 31.8 29.5
Total Delay (hr) 19.7 18.4 20.3 17.5
Total Stops 1440 1469 1396 1405
Fuel Used (gal) 15.5 15.4 15.0 14.7
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Start Time 8:15
End Time 8:30
Total Time (min) 15
Volumes adjusted by PHF, Growth Factors.
Run Number 1 10 23456
Vehs Entered 1211 1203 1172 1151 1161 1198 1246
Vehs Exited 1123 1173 1119 1133 1112 1140 1135
Starting Vehs 75 133 109 116 131 93 100
Ending Vehs 163 163 162 134 180 151 211
Travel Distance (mi) 303 317 295 295 299 303 313
Travel Time (hr) 33.4 41.4 35.9 31.6 46.3 34.9 43.8
Total Delay (hr) 20.0 27.4 22.7 18.4 33.1 21.4 29.9
Total Stops 1756 1885 1660 1623 1798 1629 1997
Fuel Used (gal) 16.5 18.7 16.9 16.1 19.4 17.0 19.3
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Start Time 8:15
End Time 8:30
Total Time (min) 15
Volumes adjusted by PHF, Growth Factors.
Run Number 7 8 9 Avg
Vehs Entered 1191 1199 1250 1201
Vehs Exited 1166 1155 1226 1148
Starting Vehs 131 111 116 106
Ending Vehs 156 155 140 160
Travel Distance (mi) 312 305 321 306
Travel Time (hr) 40.4 37.7 41.4 38.7
Total Delay (hr) 26.6 24.0 27.1 25.1
Total Stops 1829 1698 1909 1776
Fuel Used (gal) 18.6 17.8 19.2 18.0
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Start Time 8:30
End Time 8:45
Total Time (min) 15
Volumes adjusted by Growth Factors, Anti PHF.
Run Number 1 10 23456
Vehs Entered 1060 1007 1069 1088 1056 1005 912
Vehs Exited 1103 1051 1060 1104 1073 1027 906
Starting Vehs 163 163 162 134 180 151 211
Ending Vehs 120 119 171 118 163 129 217
Travel Distance (mi) 290 272 286 303 289 272 229
Travel Time (hr) 37.1 35.5 45.1 33.3 46.5 36.1 57.1
Total Delay (hr) 24.2 23.5 32.4 19.9 33.7 24.1 46.9
Total Stops 1618 1506 1669 1625 1790 1419 1478
Fuel Used (gal) 17.1 16.3 18.8 16.6 19.2 16.3 19.9
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Start Time 8:30
End Time 8:45
Total Time (min) 15
Volumes adjusted by Growth Factors, Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 1030 1000 1004 1022
Vehs Exited 1018 1060 1012 1044
Starting Vehs 156 155 140 160
Ending Vehs 168 95 132 136
Travel Distance (mi) 259 277 269 275
Travel Time (hr) 36.7 30.5 31.5 39.0
Total Delay (hr) 25.1 18.2 19.6 26.8
Total Stops 1497 1395 1473 1544
Fuel Used (gal) 16.2 15.1 15.2 17.1
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Start Time 8:45
End Time 9:00
Total Time (min) 15
Volumes adjusted by Growth Factors, Anti PHF.
Run Number 1 10 23456
Vehs Entered 1014 1024 877 986 1063 997 323
Vehs Exited 1038 855 709 967 1060 984 177
Starting Vehs 120 119 171 118 163 129 217
Ending Vehs 96 288 339 137 166 142 363
Travel Distance (mi) 266 229 180 264 288 268 45
Travel Time (hr) 27.6 45.0 79.3 33.2 51.3 31.8 185.8
Total Delay (hr) 15.8 34.8 71.3 21.6 38.5 19.9 183.9
Total Stops 1373 1406 1230 1463 1804 1447 374
Fuel Used (gal) 14.2 16.9 23.4 15.3 20.3 15.1 43.5
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Start Time 8:45
End Time 9:00
Total Time (min) 15
Volumes adjusted by Growth Factors, Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 476 987 1044 874
Vehs Exited 265 965 1040 801
Starting Vehs 168 95 132 136
Ending Vehs 379 117 136 212
Travel Distance (mi) 67 260 282 215
Travel Time (hr) 127.3 27.4 36.6 64.5
Total Delay (hr) 124.4 15.8 24.1 55.0
Total Stops 569 1361 1581 1259
Fuel Used (gal) 30.9 13.9 16.6 21.0
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Movement EBT EBR WBL WBT NBL NBR All
Vehicles Entered 429 194 245 291 168 325 1652
Vehicles Exited 426 193 244 290 168 325 1646
Hourly Exit Rate 426 193 244 290 168 325 1646
Input Volume 470 203 280 311 174 343 1781
% of Volume 91 95 87 93 97 95 92
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vehicles Entered 145 286 333 130 235 2 205 123 179 21 129 83
Vehicles Exited 144 284 338 129 237 2 205 122 169 20 128 82
Hourly Exit Rate 144 284 338 129 237 2 205 122 169 20 128 82
Input Volume 164 306 357 146 267 2 223 133 190 22 132 90
% of Volume 88 93 95 89 89 100 92 92 89 91 97 91
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Movement All
Vehicles Entered 1871
Vehicles Exited 1860
Hourly Exit Rate 1860
Input Volume 2032
% of Volume 92
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vehicles Entered 132 377 52 80 314 37 101 257 27 38 238 89
Vehicles Exited 132 376 53 80 309 37 99 255 27 39 236 87
Hourly Exit Rate 132 376 53 80 309 37 99 255 27 39 236 87
Input Volume 148 413 57 87 322 36 105 270 28 41 240 95
% of Volume 89 91 93 92 96 102 94 95 97 95 98 92
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Movement All
Vehicles Entered 1742
Vehicles Exited 1730
Hourly Exit Rate 1730
Input Volume 1842
% of Volume 94
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Movement EB EB WB WB NB NB
Directions Served T TR L T L R
Maximum Queue (ft) 246 135 186 177 347 105
Average Queue (ft) 208 133 134 98 219 100
95th Queue (ft) 261 143 208 173 366 122
Link Distance (ft) 196 138 138 324
Upstream Blk Time (%) 49 15 3 8
Queuing Penalty (veh) 0 41 9 0
Storage Bay Dist (ft) 110 80
Storage Blk Time (%) 1 55 18 26
Queuing Penalty (veh) 5 129 63 46
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Movement EB EB EB EB WB WB WB NB NB SB SB
Directions Served L T T R L T R LT R LT R
Maximum Queue (ft) 168 158 157 174 196 266 37 664 313 425 125
Average Queue (ft) 85 81 87 114 89 198 2 368 111 220 75
95th Queue (ft) 157 141 147 194 177 318 18 753 465 435 158
Link Distance (ft) 138 138 138 138 216 216 824 448
Upstream Blk Time (%)3577038 10 8
Queuing Penalty (veh) 6 10 15 14 0 79 0 0
Storage Bay Dist (ft) 40 300 100
Storage Blk Time (%) 71 0 24 7 48 1
Queuing Penalty (veh) 1 0 45 25 43 2
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Movement EB EB EB WB WB WB NB NB NB SB SB SB
Directions Served L T R L T TR L T R L T R
Maximum Queue (ft) 161 165 72 140 265 276 84 485 82 69 332 105
Average Queue (ft) 73 127 21 58 122 133 64 224 15 25 173 63
95th Queue (ft) 141 195 55 125 233 234 103 421 55 59 310 128
Link Distance (ft) 123 123 123 265 265 516 332 332
Upstream Blk Time (%) 3 24 3 4 3 4
Queuing Penalty (veh) 6 49 6 8 0 0
Storage Bay Dist (ft) 115 60 60 80
Storage Blk Time (%) 2 12 17 38 1 31 5
Queuing Penalty (veh) 4 10 51 50 4 29 12
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Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 506 97 294 362 87 358
Future Volume (vph) 506 97 294 362 87 358
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 10 10 9 13
Storage Length (ft) 110 0 0 80
Storage Lanes 1 1 1 1
Taper Length (ft) 25 25
Right Turn on Red Yes Yes
Link Speed (mph) 25 25 25
Link Distance (ft) 243 209 384
Travel Time (s) 6.6 5.7 10.5
Confl. Peds. (#/hr) 39 39
Confl. Bikes (#/hr) 10
Peak Hour Factor 0.82 0.82 0.90 0.90 0.86 0.86
Heavy Vehicles (%) 2% 2% 1% 2% 0% 1%
Shared Lane Traffic (%)
Lane Group Flow (vph) 735 0 327 402 101 416
Turn Type NA D.P+P NA Prot pt+ov
Protected Phases 2 4 2 4 3 3 4
Permitted Phases 2
Detector Phase 4 3 3
Switch Phase
Minimum Initial (s) 24.0 15.0 8.0
Minimum Split (s) 30.0 20.0 14.0
Total Split (s) 43.0 26.0 41.0
Total Split (%) 39.1% 23.6% 37.3%
Yellow Time (s) 3.5 3.0 3.5
All-Red Time (s) 2.5 2.0 2.5
Lost Time Adjust (s) 0.0 0.0 0.0
Total Lost Time (s) 6.0 5.0 6.0
Lead/Lag Lag Lead
Lead-Lag Optimize? Yes Yes
Recall Mode C-Max None None
v/c Ratio 0.56 0.69 0.39 0.31 0.59
Control Delay 26.2 28.8 14.3 36.7 20.9
Queue Delay 0.3 5.2 17.0 0.0 0.4
Total Delay 26.5 34.0 31.3 36.7 21.3
Queue Length 50th (ft) 195 158 144 59 175
Queue Length 95th (ft) 266 m171 m158 97 205
Internal Link Dist (ft) 163 129 304
Turn Bay Length (ft) 80
Base Capacity (vph) 1308 503 1042 465 703
Starvation Cap Reductn 0 118 626 0 0
Spillback Cap Reductn 165 0 0 0 63
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.64 0.85 0.97 0.22 0.65
Intersection Summary
Area Type: CBD
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 10 (9%), Referenced to phase 2:EBWB, Start of Yellow
Natural Cycle: 65
Control Type: Actuated-Coordinated
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: West St & Elm St/Main St
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Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 506 97 294 362 87 358
Future Volume (vph) 506 97 294 362 87 358
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width 11 11 10 10 9 13
Total Lost time (s) 6.0 5.0 6.0 6.0 6.0
Lane Util. Factor 0.95 1.00 1.00 1.00 1.00
Frpb, ped/bikes 0.98 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 0.99 1.00 1.00 1.00
Frt 0.98 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 2949 1492 1565 1462 1487
Flt Permitted 1.00 0.29 1.00 0.95 1.00
Satd. Flow (perm) 2949 454 1565 1462 1487
Peak-hour factor, PHF 0.82 0.82 0.90 0.90 0.86 0.86
Adj. Flow (vph) 617 118 327 402 101 416
RTOR Reduction (vph) 12 000037
Lane Group Flow (vph) 723 0 327 402 101 379
Confl. Peds. (#/hr) 39 39
Confl. Bikes (#/hr) 10
Heavy Vehicles (%) 2% 2% 1% 2% 0% 1%
Turn Type NA D.P+P NA Prot pt+ov
Protected Phases 2 4 2 4 3 3 4
Permitted Phases 2
Actuated Green, G (s) 48.4 68.3 73.3 24.7 50.6
Effective Green, g (s) 48.4 68.3 68.3 24.7 50.6
Actuated g/C Ratio 0.44 0.62 0.62 0.22 0.46
Clearance Time (s) 6.0 5.0 6.0
Vehicle Extension (s) 4.0 2.0 2.0
Lane Grp Cap (vph) 1297 469 971 328 684
v/s Ratio Prot 0.25 c0.13 0.26 0.07 c0.25
v/s Ratio Perm c0.31
v/c Ratio 0.56 0.70 0.41 0.31 0.55
Uniform Delay, d1 22.9 11.3 10.6 35.5 21.5
Progression Factor 1.00 2.44 1.49 1.00 1.00
Incremental Delay, d2 1.7 1.6 0.0 0.2 0.6
Delay (s) 24.6 29.3 15.9 35.7 22.1
Level of Service C C B D C
Approach Delay (s) 24.6 21.9 24.7
Approach LOS C C C
Intersection Summary
HCM 2000 Control Delay 23.6 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.68
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 17.0
Intersection Capacity Utilization 58.9% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
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Northampton - Main St Synchro 10 Report
Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9 Ø10
Lane Configurations
Traffic Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Future Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 9 10 10 11 11 11 13 13 11 11 11 10
Storage Length (ft) 0 0 0 40 0 300 0 100
Storage Lanes 1 1 1 1 0 1 0 1
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 209 280 873 506
Travel Time (s) 5.7 7.6 23.8 13.8
Confl. Peds. (#/hr) 58 13 158
Confl. Bikes (#/hr) 10 15 2
Peak Hour Factor 0.90 0.90 0.90 0.91 0.91 0.91 0.93 0.93 0.93 0.83 0.83 0.83
Heavy Vehicles (%) 0% 2% 1% 2% 6% 0% 2% 0% 4% 0% 0% 1%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 187 373 419 241 273 13 0 381 127 0 219 139
Turn Type Prot NA pt+ov Prot NA pt+ov Split NA Free Split NA pt+ov
Protected Phases 5 2 2 3 1 6 4 6 3 3 4 4 4 5 9 10
Permitted Phases Free
Minimum Split (s) 31.0 22.0 31.0 22.0 26.5 26.5 15.5 15.5 7.0 7.0
Total Split (s) 31.0 22.0 31.0 22.0 32.0 32.0 18.0 18.0 7.0 7.0
Total Split (%) 28.2% 20.0% 28.2% 20.0% 29.1% 29.1% 16.4% 16.4% 6% 6%
Yellow Time (s) 3.0 4.0 3.0 4.0 3.5 3.5 3.5 3.5 2.0 2.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 0.0 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 5.0 6.0 5.5 5.5
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
v/c Ratio 0.54 0.86 0.54 0.66 1.34 0.04 0.94 0.10 1.18 0.23
Control Delay 52.2 58.1 6.2 48.0 219.2 15.5 73.6 0.2 165.2 4.6
Queue Delay 26.8 28.7 1.8 0.0 0.0 0.0 45.4 0.0 0.0 0.2
Total Delay 79.0 86.8 8.0 48.0 219.2 15.5 118.9 0.2 165.2 4.7
Queue Length 50th (ft) 125 142 111 155 ~252 3 265 0 ~185 0
Queue Length 95th (ft) 208 #214 23 244 #417 11 #451 0 #300 31
Internal Link Dist (ft) 129 200 793 426
Turn Bay Length (ft) 40 300 100
Base Capacity (vph) 345 432 772 364 204 333 406 1272 186 615
Starvation Cap Reductn 152 72 204 0 0 0 0 0 0 0
Spillback Cap Reductn 000000 810 0117
Storage Cap Reductn 000000 00 00
Reduced v/c Ratio 0.97 1.04 0.74 0.66 1.34 0.04 1.17 0.10 1.18 0.28
Intersection Summary
Area Type: CBD
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Yellow
Natural Cycle: 125
Control Type: Pretimed
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 2: New South St /State St & Main St
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Future Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 9 10 10 11 11 11 13 13 11 11 11 10
Total Lost time (s) 5.0 6.0 6.0 5.0 6.0 5.5 5.5 4.0 5.5 5.5
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.94 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.97 1.00 0.99 1.00
Satd. Flow (prot) 1462 2973 1343 1540 1403 1265 1685 1272 1644 1343
Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.97 1.00 0.99 1.00
Satd. Flow (perm) 1462 2973 1343 1540 1403 1265 1685 1272 1644 1343
Peak-hour factor, PHF 0.90 0.90 0.90 0.91 0.91 0.91 0.93 0.93 0.93 0.83 0.83 0.83
Adj. Flow (vph) 187 373 419 241 273 13 262 119 127 25 194 139
RTOR Reduction (vph) 0 0 185 0 0 00000083
Lane Group Flow (vph) 187 373 234 241 273 13 0 381 127 0 219 56
Confl. Peds. (#/hr) 58 13 158
Confl. Bikes (#/hr) 10 15 2
Heavy Vehicles (%) 0% 2% 1% 2% 6% 0% 2% 0% 4% 0% 0% 1%
Parking (#/hr) 0 0
Turn Type Prot NA pt+ov Prot NA pt+ov Split NA Free Split NA pt+ov
Protected Phases 5 2 2 3 1 6 4 6 3 3 4 4 4 5
Permitted Phases Free
Actuated Green, G (s) 26.0 16.0 48.5 26.0 16.0 28.5 26.5 110.0 12.5 44.0
Effective Green, g (s) 26.0 16.0 48.5 26.0 16.0 28.5 26.5 110.0 12.5 44.0
Actuated g/C Ratio 0.24 0.15 0.44 0.24 0.15 0.26 0.24 1.00 0.11 0.40
Clearance Time (s) 5.0 6.0 5.0 6.0 5.5 5.5
Lane Grp Cap (vph) 345 432 592 364 204 327 405 1272 186 537
v/s Ratio Prot 0.13 0.13 0.17 c0.16 c0.19 0.01 c0.23 c0.13 0.04
v/s Ratio Perm c0.10
v/c Ratio 0.54 0.86 0.40 0.66 1.34 0.04 0.94 0.10 1.18 0.10
Uniform Delay, d1 36.8 45.9 20.8 38.0 47.0 30.5 41.0 0.0 48.8 20.7
Progression Factor 1.26 0.88 0.78 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 5.0 17.0 1.6 9.1 181.5 0.2 32.0 0.2 121.9 0.4
Delay (s) 51.2 57.2 17.9 47.2 228.5 30.7 73.0 0.2 170.7 21.0
Level of Service D E B D F C E A F C
Approach Delay (s) 39.3 140.7 54.8 112.6
Approach LOS D F D F
Intersection Summary
HCM 2000 Control Delay 76.2 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.92
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 79.2% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
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Run Number 1 10 23456
Start Time 4:40 4:40 4:40 4:40 4:40 4:40 4:40
End Time 5:45 5:45 5:45 5:45 5:45 5:45 5:45
Total Time (min) 65 65 65 65 65 65 65
Time Recorded (min) 60 60 60 60 60 60 60
# of Intervals 5555555
# of Recorded Intervals 4444444
Vehs Entered 4591 4661 4629 4549 4179 4585 4597
Vehs Exited 4582 4566 4605 4502 3953 4531 4522
Starting Vehs 126 113 116 133 121 98 115
Ending Vehs 135 208 140 180 347 152 190
Travel Distance (mi) 1204 1199 1182 1195 1027 1198 1184
Travel Time (hr) 165.8 221.1 153.0 172.0 236.7 178.6 204.6
Total Delay (hr) 112.1 167.7 100.4 119.0 191.2 125.6 152.0
Total Stops 7507 7869 7392 7537 6807 7255 7576
Fuel Used (gal) 74.4 86.8 71.2 75.4 85.1 77.0 82.8
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Run Number 7 8 9 Avg
Start Time 4:40 4:40 4:40 4:40
End Time 5:45 5:45 5:45 5:45
Total Time (min) 65 65 65 65
Time Recorded (min) 60 60 60 60
# of Intervals 5555
# of Recorded Intervals 4444
Vehs Entered 4504 4563 2552 4338
Vehs Exited 4458 4544 2220 4249
Starting Vehs 125 124 123 114
Ending Vehs 171 143 455 210
Travel Distance (mi) 1183 1201 589 1116
Travel Time (hr) 190.0 162.3 848.0 253.2
Total Delay (hr) 137.5 108.9 821.9 203.6
Total Stops 7585 7377 4152 7102
Fuel Used (gal) 79.2 73.2 211.6 91.7
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Start Time 4:40
End Time 4:45
Total Time (min) 5
Volumes adjusted by Anti PHF.
No data recorded this interval.
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Start Time 4:45
End Time 5:00
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 1095 1172 1107 1049 1053 1130 1122
Vehs Exited 1097 1143 1066 1050 1047 1101 1081
Starting Vehs 126 113 116 133 121 98 115
Ending Vehs 124 142 157 132 127 127 156
Travel Distance (mi) 297 298 275 276 271 289 289
Travel Time (hr) 35.8 34.7 30.8 32.7 30.8 33.2 34.4
Total Delay (hr) 22.5 21.5 18.5 20.4 18.7 20.3 21.6
Total Stops 1789 1794 1648 1635 1698 1671 1812
Fuel Used (gal) 17.1 16.9 15.4 15.6 15.3 16.2 16.7
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End Time 5:00
Total Time (min) 15
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Run Number 7 8 9 Avg
Vehs Entered 1094 1117 1060 1098
Vehs Exited 1104 1108 1041 1085
Starting Vehs 125 124 123 114
Ending Vehs 115 133 142 131
Travel Distance (mi) 285 296 284 286
Travel Time (hr) 34.0 37.1 34.4 33.8
Total Delay (hr) 21.4 23.9 21.8 21.1
Total Stops 1739 1779 1718 1725
Fuel Used (gal) 16.3 17.4 16.5 16.4
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Start Time 5:00
End Time 5:15
Total Time (min) 15
Volumes adjusted by PHF.
Run Number 1 10 23456
Vehs Entered 1258 1208 1263 1254 1212 1260 1204
Vehs Exited 1176 1112 1214 1185 1166 1189 1164
Starting Vehs 124 142 157 132 127 127 156
Ending Vehs 206 238 206 201 173 198 196
Travel Distance (mi) 310 294 319 322 309 322 306
Travel Time (hr) 44.3 46.8 42.8 49.0 46.3 48.1 52.3
Total Delay (hr) 30.5 33.6 28.6 34.6 32.6 34.0 38.7
Total Stops 1989 2014 2084 2131 2041 1990 2071
Fuel Used (gal) 19.5 19.5 19.5 21.0 19.9 20.8 21.4
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End Time 5:15
Total Time (min) 15
Volumes adjusted by PHF.
Run Number 7 8 9 Avg
Vehs Entered 1229 1295 1273 1246
Vehs Exited 1156 1211 1070 1165
Starting Vehs 115 133 142 131
Ending Vehs 188 217 345 220
Travel Distance (mi) 314 330 283 311
Travel Time (hr) 47.4 47.7 74.0 49.9
Total Delay (hr) 33.5 33.0 61.3 36.0
Total Stops 2080 2151 2204 2077
Fuel Used (gal) 20.4 20.9 25.5 20.8
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Start Time 5:15
End Time 5:30
Total Time (min) 15
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Run Number 1 10 23456
Vehs Entered 1123 1114 1164 1120 1140 1070 1123
Vehs Exited 1177 1166 1218 1198 1124 1110 1147
Starting Vehs 206 238 206 201 173 198 196
Ending Vehs 152 186 152 123 189 158 172
Travel Distance (mi) 307 303 304 308 293 295 292
Travel Time (hr) 47.7 69.4 42.9 47.9 53.8 49.5 56.6
Total Delay (hr) 34.0 55.9 29.4 34.3 40.8 36.5 43.6
Total Stops 1906 2052 1924 1856 1919 1813 1749
Fuel Used (gal) 20.2 25.2 19.2 20.4 21.2 20.2 21.7
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Total Time (min) 15
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Run Number 7 8 9 Avg
Vehs Entered 1109 1067 185 1019
Vehs Exited 1119 1144 93 1052
Starting Vehs 188 217 345 220
Ending Vehs 178 140 437 182
Travel Distance (mi) 297 286 20 271
Travel Time (hr) 52.4 42.8 234.2 69.7
Total Delay (hr) 39.1 30.1 233.3 57.7
Total Stops 1946 1727 205 1709
Fuel Used (gal) 21.0 18.5 54.1 24.2
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Start Time 5:30
End Time 5:45
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 1115 1167 1095 1126 774 1125 1148
Vehs Exited 1132 1145 1107 1069 616 1131 1130
Starting Vehs 152 186 152 123 189 158 172
Ending Vehs 135 208 140 180 347 152 190
Travel Distance (mi) 290 304 284 290 153 292 297
Travel Time (hr) 38.1 70.2 36.6 42.4 105.9 47.9 61.2
Total Delay (hr) 25.2 56.7 23.9 29.5 99.1 34.8 48.0
Total Stops 1823 2009 1736 1915 1149 1781 1944
Fuel Used (gal) 17.6 25.3 17.0 18.4 28.8 19.7 23.0
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End Time 5:45
Total Time (min) 15
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Run Number 7 8 9 Avg
Vehs Entered 1072 1084 34 972
Vehs Exited 1079 1081 16 948
Starting Vehs 178 140 437 182
Ending Vehs 171 143 455 210
Travel Distance (mi) 287 289 2 249
Travel Time (hr) 56.2 34.8 505.5 99.9
Total Delay (hr) 43.5 21.9 505.4 88.8
Total Stops 1820 1720 25 1596
Fuel Used (gal) 21.5 16.4 115.5 30.3
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Movement EBT EBR WBL WBT NBL NBR All
Vehicles Entered 469 89 268 337 80 344 1587
Vehicles Exited 468 88 270 338 79 343 1586
Hourly Exit Rate 468 88 270 338 79 343 1586
Input Volume 506 97 294 372 87 358 1714
% of Volume 92 91 92 91 91 96 93
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vehicles Entered 160 329 349 196 253 10 238 110 114 22 158 103
Vehicles Exited 161 322 346 198 249 10 230 107 112 20 155 101
Hourly Exit Rate 161 322 346 198 249 10 230 107 112 20 155 101
Input Volume 168 351 377 219 290 12 244 111 118 21 161 115
% of Volume 96 92 92 90 86 82 94 97 95 94 96 88
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Movement All
Vehicles Entered 2042
Vehicles Exited 2011
Hourly Exit Rate 2011
Input Volume 2188
% of Volume 92
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vehicles Entered 169 294 89 88 338 63 92 255 28 64 255 120
Vehicles Exited 169 295 89 87 338 63 89 252 28 64 254 119
Hourly Exit Rate 169 295 89 87 338 63 89 252 28 64 254 119
Input Volume 187 318 103 95 363 63 96 257 32 70 277 132
% of Volume 90 93 86 92 93 100 92 98 87 92 92 90
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Movement All
Vehicles Entered 1855
Vehicles Exited 1847
Hourly Exit Rate 1847
Input Volume 1994
% of Volume 93
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Movement EB EB WB WB NB NB
Directions Served T TR L T L R
Maximum Queue (ft) 233 135 184 168 339 105
Average Queue (ft) 188 128 124 104 184 98
95th Queue (ft) 277 156 198 180 347 121
Link Distance (ft) 196 138 138 324
Upstream Blk Time (%) 38 11 5 7
Queuing Penalty (veh) 0 34 15 0
Storage Bay Dist (ft) 110 80
Storage Blk Time (%) 1 47 3 33
Queuing Penalty (veh) 3 120 10 28
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Movement EB EB EB EB WB WB WB NB NB SB SB
Directions Served L T T R L T R LT R LT R
Maximum Queue (ft) 172 158 168 174 250 270 65 624 307 427 125
Average Queue (ft) 88 96 110 123 126 222 9 343 82 265 84
95th Queue (ft) 163 156 169 198 235 326 43 670 304 503 168
Link Distance (ft) 138 138 138 138 216 216 824 448
Upstream Blk Time (%)3298254 7 21
Queuing Penalty (veh) 8 4 20 17 4 140 0 0
Storage Bay Dist (ft) 40 300 100
Storage Blk Time (%) 78 0 21 0 54 2
Queuing Penalty (veh) 10 1 24 0 63 3
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Movement EB EB EB WB WB WB NB NB NB SB SB SB
Directions Served L T R L T TR L T R L T R
Maximum Queue (ft) 159 170 127 140 291 278 84 486 84 172 353 105
Average Queue (ft) 99 137 48 73 166 173 64 267 19 47 240 75
95th Queue (ft) 171 184 104 148 282 272 104 472 69 125 384 141
Link Distance (ft) 123 123 123 265 265 516 332 332
Upstream Blk Time (%) 8 32 1 8 7 6 0 14
Queuing Penalty (veh) 15 61 2 21 19 0 0 0
Storage Bay Dist (ft) 115 60 60 80
Storage Blk Time (%) 4 28 22 48 1 42 11
Queuing Penalty (veh) 8 26 63 62 2 55 29
APPENDIX D: PEDESTRIAN LEVEL OF
SERVICE ANALYSIS
Pedestrian LOS metrics are based solely on delay and are based on the concepts and procedures in the Highway
Capacity Manual (HCM)1. Table 1, an excerpt from the HCM, provides LOS criteria for signalized intersections,
along with pedestrian noncompliance likelihood guidance. When pedestrians experience more than a 30 second
delay, they become impatient, and engage in risk-taking behavior.
Table 1. Pedestrian Level of Service Criteria
Level of Service Pedestrian Delay (seconds) Likelihood of Noncompliance
A 0.0–10.0 Low
B 10.1–20.0
C 20.1–30.0 Moderate
D 30.1–40.0
E 40.1–60.0 High
F >60.0 Very High
Source: Highway Capacity Manual, 2000. Transportation Research Board.
Average pedestrian delay represents the average number of pedestrians anticipated to wait at a signal relative to
the average amount of time those pedestrians have to wait. An additional 4 seconds is granted to the pedestrian
effective green time to account for pedestrians who may begin walking a few seconds after the WALK indication
has begun. The average pedestrian delay is therefore calculated with the following equations:
𝑃𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑔𝑟𝑒𝑒𝑛 ൌ 𝑊𝐴𝐿𝐾 𝑡𝑖𝑚𝑒 4 𝑠𝑒𝑐𝑜𝑛𝑑𝑠
𝑃𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑟𝑒𝑑 ൌ 𝐶𝑦𝑐𝑙𝑒 𝑙𝑒𝑛𝑔𝑡ℎ െ 𝑝𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑔𝑟𝑒𝑒𝑛ൌ𝐶𝑦𝑐𝑙𝑒 𝑙𝑒𝑛𝑔𝑡ℎ
𝐴𝑣𝑒𝑟𝑎𝑔𝑒 𝑝𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑑𝑒𝑙𝑎𝑦 ൌ 𝑃𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑟𝑒𝑑
2 ∗𝑃𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑟𝑒𝑑
𝐶𝑦𝑐𝑙𝑒 𝑙𝑒𝑛𝑔𝑡ℎ
1 HCM 2000: Highway Capacity Manual. Washington, D.C.: Transport Research Board, 2000.
APPENDIX E: LEVEL OF TRAFFIC
STRESS ANALYSIS
Level of traffic stress (LTS) is a planning tool used to quantify the level of traffic stress that a person bicycling is
likely to perceive while riding on any street or path. The analysis correlates traffic stress with the physical and
operational characteristics of roadways and crossings. It is based on the premise that a person’s level of stress on
a bicycle decreases as separation from vehicular traffic increases and as traffic volume and speed decrease. The
result of the analysis is a numerical traffic stress ranking for every block, from the lowest stress (LTS 1) to the
highest stress (LTS 4). The analysis is based on the Mineta Transportation Institute’s1 research on low-stress
bicycling and network connectivity. It uses a weakest link principle to score road segments based on vehicular
speed, volume, curbside use, and bicycle facility width/separation. Figure 1 shows LTS rating when bicycles ride
in mixed traffic and Figure 2 provides ratings when people biking are provided a bike lane or wide shoulder not
adjacent to a parking lane.
Figure 1. Mineta Transportation Institute’s Level of Traffic Stress Rankings for Mixed Traffic Conditions
Figure 2. Mineta Transportation Institute’s Level of Traffic Stress Rankings for Bike Lanes and Shoulders not
Adjacent a Parking Lane
1 Mekuria, M., Furth, P., and Nixon, H., Low-Stress Bicycling and Network Connectivity, Mineta Transportation Institute (2012)
(http://www.northeastern.edu/peter.furth/wp-content/uploads/2014/05/LTS-Tables-v2-June-1.pdf).
APPENDIX F: ROAD SAFETY AUDIT
CRASH TABLES
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Crash Data Summary Table (2015-2017)Town of Northampton: Main Street at Elm St/West St/State St/New South StCrash Date Crash Day Time of Day Manner of Collision Light ConditionWeatherConditionRoadSurfaceDriver Contributing CodeCommentm/d/yTypeTypeTypeTypeTypeD1D2D3P1P21 1/13/2015 Tuesday 9:47 AMRear-end Daylight Clear Dry Inattention 35 69V1 travelling westbound on Elm St rear-ended by V2. V2 operator stated not seeinglight turn red.2 1/30/2015 Friday 3:16 PMAngle Daylight Clear Dry No improper driving 32V1 eastbound on Main Street next to V2 when V1 experienced mechanical issuesandwas unable to turn without colliding with V23 2/6/2015 Friday 8:13 AMAngle Daylight Clear Wet Glare 40 51 V1 eastbound on Elm St while V2 west on Elm making a left turn to West St collide4 3/23/2015 Monday 2:52 PMSideswipe, same direction Daylight Clear Dry Inattention 23 50V1 southbound on State St tries to merge into right turning lane hits V2 headingsouthbound on the right lane5 3/26/2015 Thursday 1:39 PMAngle Daylight Cloudy/Rain Wet No improper driving 36V1 (motorcycle) was driving eastbound turning right onto New South St whenanunknown vehicle V2 turning left to New South St hits V16 4/8/2015 Wednesday 8:18 PMSingle vehicle crash Dark - lighted roadway Rain WetOperating vehicle in erratic,reckless, careless, negligent oraggressive manner 40V1 travelling eastbound on Main St about to turn right onto New South St whenitwent off the roadway on to the sidewalk and struck a traffic light pole - impaireddriving7 5/27/2015 Wednesday 11:58 AMRear-end Daylight Clear Dry Followed too closely 32 35V1 eastbound stopped at traffic light in right lane on Elm at New South St rear-endsV2 ahead of it. V2 stated that while light turned green for eastbound through traffic,it remained red for eastbound right turn.8 6/4/2015 Thursday 12:01 PMSideswipe, same direction Daylight Cloudy DryFailed to yield right of way / wrongside of wrong way 22 63V2 and V1 making left turn onto Main St from New South St when V2 stopped due tounknown vehicle attempting to go on the left lane. V1 attempting to go aroundV2and hit V2. V1 operator throught V2 was trying to get into left lane.9 6/26/2015 Friday 12:48 PMSingle vehicle crash Daylight Clear Dry No improper driving 48 53V1 travelling south from State St attempting to pass through intersectionto go toNew South St when a cyclist tried to go around V1 to make a left turn and hits V110 6/29/2015 Monday 9:00 AMRear-end Daylight Cloudy Wet Unknown 32 24V2 westbound on Main stopped at traffic signal before continuing on Elm whenitwas rear-ended by V111 6/29/2015 Monday 3:46 PMRear-end Daylight Clear/Other Dry Distracted 39 66V1, V2, V3 eastbound at red light on Elm & West. V2 began to roll forward due todistraction and hits V1 which subsequently hits V312 8/20/2015 Thursday 1:33 PMRear-end Daylight Clear/Unknown Dry No improper driving 64 64V1 westbound on Main St stopped at traffic signal before continuing on Elm when itwas rear-ended by V213 8/25/2015 Tuesday 4:50 PMSideswipe, oppositedirection Daylight Cloudy/Rain WetSwerving or avoiding due to wind,slippery surface, vehicle, object, non-motorist in roadway, etc 53 39V2 stopped at red light in left turn lane of Main St to turn left onto New SouthStwhen V1 travelling eastbound on Main when V1 swerved to left to avoid anothervehicle moving into his travel lane and impacted V214 9/10/2015 Thursday 7:49 PMAngle Dark - lighted roadway Rain Wet Failed to yield right of way 23 21V1 westbound making a left turn to West St hits V2 travelling eastbound on ElmStwith right of way15 9/29/2015 Tuesday 4:57 PMSingle vehicle crash Daylight Clear Dry Over-correcting/over-steering38V1 eastbound on Main St attemps to pull over to shoulder of roadway but hits V2parked parallely on Main St16 11/12/2015 Thursday 9:15 AMRear-end Daylight Rain Wet Inattention 52 51 V1 travelling northbound on New South St stopped with traffic when V2 rear-ends V117 2/14/2016 Sunday 5:48 PMRear-end Daylight Clear Dry Distracted 41 66V1 slowing/stopping at traffic rear-ended by V2 (both eastbound) when V2 wasdistrated by activity in front of Academy of Music18 2/19/2016 Friday 4:13 PMRear-end Daylight Clear Dry Other improper action 23 45V1 rear-ended by V2 (both northbound) when V1 was waiting for traffic lighton NewSouth St19 3/9/2016 Wednesday 3:26 PMSingle vehicle crash Daylight Clear Dry No improper driving 55 32Cyclist going eastbound turning south to New South St with high speed hits V1travelling northbound on New South St20 4/4/2016 Monday 10:01 AMRear-end Daylight Snow Wet No improper driving 23 56V2 northbound stopped at red light on West St & Elm struck by V1 behind V2 due tosnowy condition21 4/11/2016 Monday 8:14 AMAngle Daylight Cloudy/Rain Wet Inattention 59 52V1 westbound making a left turn to West St hits V2 travelling eastbound on ElmStwith right of way22 5/26/2016 Thursday 8:26 AMAngle Daylight Clear/Unknown Dry Inattention 63 46 V1 northbound on New South St to State St hit by V2 eastbound on Main St23 8/8/2016 Monday 7:00 AMAngle Daylight Clear Dry Failed to yield right of way 31 46V1 eastbound on Elm St towards Main St hits V2 attempting to make a right turnfrom West St to Main St. V2 operator stated having green light.CrashDiagram #AgeMain St (Route 9) at Elm St/West St/State St/New South St
Crash Date Crash Day Time of Day Manner of Collision Light ConditionWeatherConditionRoadSurfaceDriver Contributing CodeCommentm/d/yTypeTypeTypeTypeTypeD1D2D3P1P224 8/12/2016 Friday 9:13 PMAngle Dark - lighted roadway Rain Wet Unknown 57 54V1 westbound making a left turn to West St collides with V2 travelling eastbound onElm St . Both operators claimed to have green light.25 8/26/2016 Friday 4:41 PMAngle Daylight Clear/Other Dry No improper driving 67 22V1 westbound making a left turn to West St collides with V2 travelling eastbound onElm St26 10/26/2016 Wednesday 12:02 PMSideswipe, same direction Daylight Clear/Cloudy Dry Failed to yield right of way 42 57V1 on left lane, V2 in right adjacent lane both going from Elm to Main eastbound. V2remained in right lane and V1 attempted to change lanes from left to right hitting V227 11/16/2016 Wednesday 8:36 PMAngle Dark - lighted roadway Clear Dry Unknown 41 26V1 westbound making a left turn to West St hits V2 travelling eastbound on ElmStwith right of way. Both operators stated having green light.28 2/6/2017 Monday 12:52 PMRear-end Daylight Clear Dry Inattention 60 30V1 turning left into parking lot towards Academy of Music, V2 southboundstopped/stopping at South St when it was rear-ended by V3 which caused V2 tostrike V129 4/5/2017 Wednesday 2:34 PMSingle vehicle crash Daylight Cloudy Dry Other improper action 22V1 (motorcycle) westbound on Main & State at red light lost control of motorcycleand hits a pole30 4/21/2017 Friday 3:12 PMSideswipe, same direction Daylight Rain/Cloudy Wet Unknown 40 28V1 & V2 on westbound on Main St at New South St changed lanes to enter the leftturn lane and sideswiped each other31 8/8/2017 Tuesday 6:41 PMAngle Daylight Clear Dry Unknown 21 63V2 westbound through Main & State hit by V1 southbound on State turning rightonto Main without right of way32 8/18/2017 Friday 12:12 PMAngle Daylight Cloudy Wet Failed to yield right of way 54 18V1 entering traffic lane heading southbound when V2 travelling straight aheadnorthbound collide33 9/13/2017 Wednesday 3:33 PMAngle Daylight Clear Dry Inattention 66 17V1 westbound making a left turn to West St hits V2 travelling eastbound on ElmStwith right of way34 10/13/2017 Friday 4:58 PMSideswipe, same direction Daylight Clear Dry Inattention 66 44V1 westbound on Main St in left turn only lane, V1 merged into straight lane but thensuddently decided to go left and tried to merge to left turn lane when it hit V235 12/11/2017 Monday 7:26 AMAngle Daylight Cloudy Dry Inattention 55 27V2 westbound making a left turn to West St collides with V1 travelling eastbound onElm St. V2 did not realize that V1 also had green light.36 12/13/2017 Wednesday 2:38 PMSideswipe, same direction Daylight Clear Dry Inattention 26 17V1 westbound on Main St in straight travel lane attempts to change lanes intoright-hand only lane and hits V2 already on right hand laneCrashDiagram #AgeMain St (Route 9) at Elm St/West St/State St/New South St
Main Street at Elm St/West St/State St/New South St
Crash month
Jan 2 5.6%
Feb 4 11.1%
Mar 3 8.3%
April 5 13.9%
May 2 5.6%
Jun 4 11.1%
Jul 0 0.0%
Aug 7 19.4%
Sep 3 8.3%
Oct 2 5.6%
Nov 2 5.6%
Dec 2 5.6%
36
Crash day of the week
Sunday 1 2.8%
Monday 8 22.2%
Tuesday 4 11.1%
Wednesday 8 22.2%
Thursday 6 16.7%
Friday 9 25.0%
Saturday 0 0.0%
36
Crash time of day
6AM -
8AM 2 5.6%
8AM - 10AM 6 16.7%
10AM - 12PM 2 5.6%
12PM - 2PM 7 19.4%
2PM - 4PM 8 22.2%
4PM - 6PM 6 16.7%
6PM - 8PM 2 5.6%
8PM - 10PM 3 8.3%
10PM - 12AM 0 0.0%
12AM - 2AM 0 0.0%
2AM - 4AM 0 0.0%
4AM - 6AM 0 0.0%
36
Crash manner of collision
Single Vehicle Crash 5 13.9%
Rear-End 10 27.8%
Angle 14 38.9%
Sideswipe, Same Direction 6 16.7%
Sideswipe, Opposite Direc 1 2.8%
Head-on 0 0.0%
Rear-to-rear 0 0.0%
Unknown 0 0.0%
36
Crash light condition
Daylight 32 88.9%
Dawn 0 0.0%
Dusk 0 0.0%
Dark - Lighted Roadway 4 11.1%
Dark - Roadway Not Lighte 0 0.0%
Dark - Unknown Roadway 0 0.0%
Other 0 0.0%
Unknown 0 0.0%
36
Crash weather condition
Clear 21 58.3%
Cloudy 6 16.7%
Rain 8 22.2%
Snow 1 2.8%
Sleet, Hail, Freezing Rain 0 0.0%
Fog, Smog, Smoke 0 0.0%
Severe Crosswinds 0 0.0%
Blowing Sand, Snow 0 0.0%
Other 0 0.0%
Unknown 0 0.0%
36
Crash roadway surface
Dry 24 66.7%
Wet 12 33.3%
Snow 0 0.0%
Ice 0 0.0%
Sand, Mud, Dirt, Oil, Grave 0 0.0%
Water (Standing, Moving)0 0.0%
Slush 0 0.0%
Other 0 0.0%
Unknown 0 0.0%
36
Crash driver age
15-20 3 4.6%
21-24 10 15.4%
25-34 9 13.8%
35-44 13 20.0%
45-54 12 18.5%
55-64 12 18.5%
65-74 6 9.2%
75-84 0 0.0%
84+0 0.0%
unknown 0 0.0%
65
19.4%
5.6%
11.1%
8.3%
13.9%
5.6%
11.1%
0.0%
19.4%
8.3%
5.6% 5.6% 5.6%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
Jan Feb Mar April May Jun Jul Aug Sep Oct Nov Dec
CRASH MONTH
2.8%
22.2%
11.1%
22.2%
16.7%
25.0%
0.0%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
Sunday Monday Tuesday Wednesday Thursday Friday Saturday
CRASH DAY OF THE WEEK
5.6%
16.7%
5.6%
19.4%
22.2%
16.7%
5.6%
8.3%
0.0% 0.0% 0.0% 0.0%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
6AM -
8AM
8AM -
10AM
10AM -
12PM
12PM -
2PM
2PM -
4PM
4PM-
6PM
6PM -
8PM
8PM -
10PM
10PM -
12AM
12AM -
2AM
2AM -
4AM
4AM -
6AM
CRASH TIMEOF DAY
13.9%
27.8%
38.9%
16.7%
2.8%
0.0% 0.0% 0.0%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
35.0%
40.0%
45.0%
50.0%
Single Vehicle
Crash
Rear-End Angle Sideswipe,
Same Direction
Sideswipe,
Opposite
Direction
Head-on Rear-to-rear Unknown
CRASH MANNER OF COLLISION
88.9%
0.0% 0.0%
11.1%
0.0% 0.0% 0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Daylight Dawn Dusk Dark - Lighted
Roadway
Dark - Roadway
Not Lighted
Dark - Unknown
Roadway
Lighting
Other Unknown
CRASH LIGHT CONDITION
58.3%
16.7%
22.2%
2.8%0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Clear Cloudy Rain Snow Sleet, Hail,
Freezing
Rain
Fog, Smog,
Smoke
Severe
Crosswinds
Blowing
Sand, Snow
Other Unknown
CRASH WEATHER CONDITION
66.7%
33.3%
0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Dry Wet Snow Ice Sand, Mud,
Dirt, Oil,
Gravel
Water
(Standing,
Moving)
Slush Other Unknown
CRASH ROADWAYSURFACE
4.6%
15.4%
13.8%
20.0%
18.5% 18.5%
9.2%
0.0% 0.0% 0.0%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
15-20 21-24 25-34 35-44 45-54 55-64 65-74 75-84 84+ unknown
CRASH DRIVER AGE
2OLYHU6WUHHW6XLWH%267210$ 13+21( )$; ZZZWRROHGHVLJQFRP
APPENDIX G: PEDESTRIAN AND
BICYCLE AUDIT CRASH DIAGRAMS
AND SUMMARY TABLES
Crash
Date Crash Day Time of Day Comments
m/d/y Type Type Type Type Type D1 D2 D3
1 1/18/12 Wednesday 1:12 PM Rear-end Daylight Clear Dry Inattention 33 62
Vehicles in left turn lane. Left arrow turns green. MV2 starts to move, MV1 does not.
MV2 rear ends MV1.
2 2/2/12 Thursday 7:28 PM Single Vehicle Crash Dark - lighted roadway Unknown Dry Inattention 58 24
MV1 turning right at intersection on red light hit pedestrian.
3 3/27/12 Tuesday 9:05 AM Angle Daylight Clear Dry Failed to yield right of way 58 48
Driver in the curbside lane turned left alongside a vehicle in the left turn lane.
4 3/30/12 Friday 7:37 PM Rear-end Dark - lighted roadway Clear Dry
Operating Vehicle in erratic, reckless,
careless, negligent, or aggressive
manner 35 32
MV2 stops for red light, MV1 did not and rear ends MV2.
5 4/18/12 Wednesday 1:22 PM Sideswipe, same direction Daylight Clear Dry No Improper Driving 25 49
MV1, waiting at red light on state st thru-lane, sees green right arrow and decides to
change lanes. Does not see MV2 coming up in right lane and hits MV2. There are no
lane markings.
6 4/28/12 Saturday 7:59 PM Single Vehicle Crash Dusk Other Dry No Improper Driving 85 65
Pedestrian crossing during do not walk and hit by MV1 who has a green light.
7 5/3/12 Thursday 3:06 PM Angle Daylight Rain Dry Inattention 22 69
Both vehicles had green light but MV1 (making left turn) did not yield to MV2 (going
thru).
8 5/21/12 Monday 7:32 PM Sideswipe, opposite direction Dusk Rain Wet Unknown 70 41
MV2, making left turn, rear spun out and vehicle skidded into MV1, who was stopped
at red light.
9 6/23/12 Saturday 4:35 PM Angle Daylight Clear Wet Driving too fast for conditions 17 51
MV1, making left turn, spun out and skidded into MV2, stopped at red light.
10 6/28/12 Thursday 4:19 PM Single Vehicle Crash Daylight Clear Dry Failed to yield right of way 18
Both vehicles may have had green light but MV1 (making left turn) hit cyclist. Cyclist
fled the scene.
11 7/15/12 Sunday 7:30 PM Angle Dusk Rain Wet No Improper Driving 44 40
MV1 turning left from elm st to west st, claims had green arrow. MV2, going thru, also
claims he had a green light.
12 7/27/12 Friday 9:32 PM Angle Dark - lighted roadway Clear Dry Failed to yield right of way 22 21
Both vehicles had green light but MV1 (making left turn) did not yield to MV2 (going
thru).
13 9/12/12 Wednesday 5:00 PM Rear-end Dusk Clear Dry No Improper Driving 25 37
MV2 waiting to turn left onto west st rear ended by MV1 as the light changed to yellow.
14 10/1/12 Monday 2:41 PM Rear-end Daylight Clear Dry Inattention 47 47
MV2 stopped in traffic rear ended by MV1 who did not stop in time.
15 11/27/12 Tuesday 5:51 PM Rear to Rear Dark - lighted roadway Rain Wet Followed too closely 21 36 22
MV1 and MV2 at green light yielding to an emergency vehicle, MV3 does not realize
this and rear ends vehicles. Miscoded as rear-to-rear.
16 12/3/12 Monday 12:24 PM Rear-end Daylight Clear Dry Followed too closely 18 59
MV1 unable to stop in time before rear ending MV2, glare may have contributed.
17 12/15/12 Saturday 4:37 PM Rear-end Daylight Clear Dry Inattention 39 55
MV1 and MV2 at red light. Light turns green and MV1 accelerates, but MV2 does not.
MV1 rear ends MV2.
18 12/28/12 Friday 12:04 PM Angle Daylight Cloudy Wet Inattention 22 43
MV1 was turning left from elm st to west st and had green. Did not realize they had to
yield to traffic in the opposite direction.
19 10/5/13 Saturday 7:03 PM Angle Dark - lighted roadway Rain Wet No Improper Driving 27 20
Right turning vehicle hit pedestrian who stepped into crosswalk.
20 10/14/13 Monday 4:40 PM Rear-end Daylight Clear Dry No Improper Driving 43 55
MV1 did not see that MV2 had stopped in traffic.
21 10/17/13 Thursday 3:52 PM Rear-end Daylight Clear Dry Inattention 39 45 38
MV 3 and MV 2 stopped at red light, MV1 did not stop in time.
22 11/2/13 Saturday 1:58 PM Rear-end Daylight Clear Dry Other improper action 47 64
Both vehicles stopped at red light, rear one lets up on brake and rolls into front one.
23 12/30/13 Monday 12:32 PM Angle Daylight Clear Dry Other improper action 53 52
MV1 waiting at green light on west st for blocked intersection to clear. MV2 attempts to
go around MV1 on the left and clips MV1.
24 4/2/14 Wednesday 8:03 AM Sideswipe, same direction Daylight Cloudy Dry Inattention 38 50
MV2 attempted to pass bus that was pulling off to the side of the road and clipped the
rear left corner of bus.
25 5/1/14 Thursday 6:05 PM Sideswipe, same direction Daylight Clear Dry Inattention 32 Bus attempting to pull into bus stop hit a parked vehicle.
26 5/4/14 Sunday 4:27 PM Rear-end Daylight Clear Dry Inattention 26 63
MV2 stopped for yellow light, MV1 thought MV2 would go through.
27 5/14/14 Wednesday 5:12 PM Sideswipe, same direction Daylight Clear Dry Inattention 36 22
MV2 was in left turn lane with green light, MV1 attempted to enter left turn lane from
stopped middle lane and hits MV2.
28 6/3/14 Tuesday 10:28 AM Rear-end Daylight Clear Dry Emotional 44 29
MV2 stopped with traffic and was rear ended by MV1
29 6/10/14 Tuesday 9:58 AM Angle Daylight Clear Dry Inattention 35 22
MV1 attempted to merge into right lane and did not see MV2 in right lane next MV1.
30 7/22/14 Tuesday 6:00 PM Rear-end Daylight Clear Dry Distracted 48 60 50
MV1. MV2, MV3 stopped at red light, light turned green and MV3 began to move
without checking ahead, distracted by jewelry.
31 8/22/14 Friday 3:09 PM Sideswipe, same direction Daylight Cloudy Dry Over-correcting/over-steering 64 41
MV1, a bus, took the curve around elm st too tightly and hit MV2 in adjacent lane
waiting to turn left onto state st.
32 9/1/14 Monday 1:24 PM Angle Daylight Clear Dry Failed to yield right of way 56 35
MV1, turning left from elm to west st. One lane of opposing traffic stopped but not
both, resulting in a courtesy crash.
33 10/14/14 Tuesday 7:13 AM Single Vehicle Crash Daylight Rain Wet Inattention 60 18
Bicyclist listening to i-pod riding on sidewalk did not stop at red light and hit vehicle
traveling perpendicularly.
34 11/22/14 Saturday 12:46 PM Sideswipe, same direction Daylight Snow Dry Unknown 33 The rear quarter panel of passing vehicle grazed bicyclist causing him to crash.
Crash Data Summary Table
Manner of Collision Light Condition
Weather
Condition
Jan. 2012-Aug. 2015
Main St/Elm St (Rt 9) at New South St (Rt 10), State St and West St (Rt 66), Northampton MA
Crash
Diagram
Ref #
Road Surface Driver Contributing Code Ages
Crash
Date Crash Day Time of Day Comments
m/d/y Type Type Type Type Type D1 D2 D3
Crash Data Summary Table
Manner of Collision Light Condition
Weather
Condition
Jan. 2012-Aug. 2015
Main St/Elm St (Rt 9) at New South St (Rt 10), State St and West St (Rt 66), Northampton MA
Crash
Diagram
Ref #
Road Surface Driver Contributing Code Ages
35 12/9/14 Tuesday 2:05 AM Single Vehicle Crash Dark - lighted roadway
Sleet, Hail,
Freezing Rain Ice No Improper Driving 37
Driver lost control of vehicle on ice while attempting to slow down approaching
intersection and hit a lamp post.
36 1/13/15 Tuesday 9:47 AM Rear-end Daylight Clear Dry Inattention 35 69
MV2 stopped for red light. MV1 did not notice light change and rear ended MV2.
37 1/30/15 Friday 3:16 PM Angle Daylight Clear Dry No Improper Driving 32 56
Bus suffered mechanical problems and could not negotiate Elm St curve and collided
with MV2.
38 2/6/15 Friday 8:13 AM Angle Daylight Clear Wet Glare 40 51
Both vehicles had green light but MV1 (making left turn) did not yield to MV2 (going
thru).
39 3/23/15 Monday 2:52 PM Sideswipe, same direction Daylight Clear Dry Inattention 23 50
MV1 changed lanes into MV2.
40 3/26/15 Thursday 1:39 PM Single Vehicle Crash Daylight Rain Wet No Improper Driving 36
Motorcycle was turning right and cut off by opposing left turner causing motorcyclist to
“dump.” The motorcycle misjudged the New South St right hand turn.
41 4/8/15 Wednesday 8:18 PM Single Vehicle Crash Dark - lighted roadway Rain Wet
Operating Vehicle in erratic, reckless,
careless, negligent, or aggressive
manner 39 Intoxicated driver failed to navigate elm st curve and crashed into mast arm.
42 5/27/15 Wednesday 11:58 AM Rear-end Daylight Clear Dry Followed too closely 32 35
MV1 and MV2 in right lane waiting to turn. Light for thru movement turns green but not
light for right turn. MV1 thinks he has a green light and starts to move forward into
MV2 who was still stopped.
43 6/4/15 Thursday 12:01 PM Sideswipe, same direction Daylight Cloudy Dry Failed to yield right of way 22 63
MV2 was turning left onto Main St from New South St but had to stop in the
intersection because of queued traffic. MV1, behind MV2, attempted to pass around
MV2 and was struck by MV2.
44 6/26/15 Friday 12:48 PM Sideswipe, same direction Daylight Clear Dry No Improper Driving 48 53
Bicycle alongside vehicle traveling through intersection. Vehicle did not see bicyclist.
Given the offset nature of intersection, the bicycle may have assumed the vehicle was
turning left too
45 6/29/15 Monday 9:00 AM Rear-end Daylight Cloudy Wet Unknown 32 24
MV2 stopped at red light, MV1, travelling behind, did not.
46 6/29/15 Monday 3:46 PM Rear-end Daylight Clear Dry Distracted 39 66 16
All vehicles stopped at red light, MV2, at rear, distracted and let foot off brake rolling
into two vehicles ahead.
47 8/20/15 Thursday 1:33 PM Rear-end Daylight Clear Dry Followed too closely 64 64
MV1 and MV2 in thru lane at red light. Left turn light turns green, but not thru light.
MV1, thought they had a green light and rolled into MV2.
48 8/25/15 Tuesday 4:50 PM Sideswipe, opposite direction Daylight Rain Wet
Swerving or avoiding due to wind,
slippery surface, vehicle, object, non-
motorist in roadway, etc.53 39
An unknown vehicle pulled into MV1's lane to avoid a stopping bus. MV1 slammed on
their brakes and veered into MV2, in the opposing lane.
Summary based on Crash Reports obtained from the Northampton Police Department
APPENDIX H: PEDESTRIAN AND
BICYCLE PHASING DISCUSSION
Two primary phasing options are available for pedestrian traffic control, exclusive phasing and concurrent
phasing. Each phasing option serves pedestrians with varying degrees of separation from conflicting vehicular
turning movements and each reserves their own implications for pedestrian delay.
Bike movements through intersections may be controlled using a number of tools including vehicle signals,
pedestrian signals, or bike signals. In lieu of dedicated bike signals to provide control to the separated bike lanes,
both alternatives described in this memo include directing people biking through the intersection to use pedestrian
signalization with ‘BIKE USE PED SIGNAL’ signs (R9-5). The use of the R9-5 sign is proposed for several
reasons including overall project equipment and maintenance cost, impacts to vehicle delay, and existing
regulations for dedicated bike signals, which are currently undergoing revisions as part of the update to the
MUTCD. In accordance with the 2009 MUTCD, “The R9-5 sign may be used where the crossing of a street by
bicyclists is controlled by pedestrian signal indications.” Though it is not signed as such today, both people
walking and biking use the existing exclusive pedestrian phase to maneuver through the intersection. The
proposed arrangement will clarify and help guide desired behavior. For all approaches, ‘BIKE YIELD TO PED’
signs (R9-6) are proposed to clarify priority for pedestrians over people making turning movements on bikes.
Exclusive Phasing
Exclusive pedestrian phasing stops all vehicular traffic in all directions so people may cross along all crosswalks,
and if programmed, to cross diagonally through the middle of the intersection. This type of signal phasing grants
full separation and full priority to pedestrians where there are no conflicting vehicular turning movements
permitted. Stopping all vehicular movement for the duration of the time required to cross the longest leg or corner-
to-corner distance at an intersection often leads to high delay for both pedestrians and drivers.
Exclusive phasing offers no legal benefits to people biking. However, in practice exclusive pedestrian phasing is
generally used with user discretion regardless of intended use. Today, a mix of behavior is currently observed at
this intersection, with some bicyclists waiting to use the vehicular traffic signals and others using the existing
exclusive pedestrian phase depending on when in the signal cycle they arrive at the intersection.
Concurrent Phasing
Concurrent pedestrian phasing provides pedestrians a WALK signal at the same time as a green light for parallel
vehicular movements. Concurrent phasing typically minimizes the amount of delay both pedestrians and vehicles
experience at an intersection but requires turning vehicles to yield to pedestrians in the parallel crosswalk.
Leading pedestrian intervals (LPIs) provide a timed buffer to pedestrians, typically between 3 and 7 seconds long,
ahead of the concurrent vehicular movement. During the LPI, pedestrians can enter the crosswalk before the
vehicular movement begins, allowing them to establish their presence in the crosswalk ahead of any conflicting
turning movements.
Concurrent signalization offers the ability to formalize shared use of the pedestrian signal for both people walking
and biking. In accordance with the 2009 MUTCD, “the R9-5 sign may be used where the crossing of a street by
bicyclists is controlled by pedestrian signal indications.” In situations where potential conflicts between people
walking across the street and people making turning movements on bikes may be traveling through the same
phase, supplemental ‘BIKES YIELD TO PED’ (R9-6) are suggested to clarify priority for pedestrians over people
making turning movements on bikes.
Shared phasing between people walking and biking as described above also applies to situations where LPIs are
in use. All of the same benefits accrued to people walking with an LPI are similarly transferred to people biking in
this alternative, including reduction in delay and increased intersection visibility.
Dedicated Bike Signals
Bicycle signals are used to both communicate clearly to a defined user group (people biking) and to reduce
conflicts by phase-separating bicycle movements. Bike signals can be especially helpful or even necessary for
locations with contraflow bike movements (for example on two-way separated bike lanes), locations with high
volumes of bike movements, and locations with high volumes of turning vehicles. Dedicated bike signals also offer
the ability to include leading bike intervals (LBIs) through an intersection, which operate similarly to leading
pedestrian intervals.
Bike signal equipment generally includes either an eight-inch circular indication with a required ‘BIKE SIGNAL’
sign (R10-10b) or a signal with dedicated bike faces (through Federal Highway Administration interim approval IA-
16). When bicycle signal faces are used, no conflicting vehicle movements are allowed, including permissive left
turns and right turn on red movements.
While there are many benefits to bike signals depending on context, none of the current phasing alternatives
include use of dedicated bike signals. In lieu of dedicated bike signals to provide control to the separated bike
lanes, both alternatives described in this memo include directing people biking through the intersection to use
pedestrian signalization with ‘BIKE USE PED SIGNAL’ signs (R9-5) for several reasons including overall project
equipment and maintenance cost, impacts to vehicle delay, and existing regulations for dedicated bike signals
which are currently undergoing revisions as part of the update to the MUTCD.
APPENDIX I: PIONEER VALLEY
PLANNING COMMISSION LOCAL
TECHINICAL ASSISTANCE STUDY
APPENDIX J: PREFERRED
GEOMETRIC DESIGN
ELM
S
T
WEST
S
T STATE STNEW SOUTH STMAIN STREET SWL
FED. AID PROJ. NO.SHEET
NO.
TOTAL
SHEETS
49
STATE
MA
PROJECT FILE NO.
-609826_HD10(TRAFFIC SIGNS & PAVEMENT MARKINGS).DWG8-Oct-2021 11:22 AMPlotted onNORTHAMPTON
ROUTE 9
609826
N TRAFFIC SIGNS & PAVEMENT MARKING PLANS
APPENDIX K: GEH STATISTIC
CALCULATIONS
Elm Street EBTElm Street EBRMain Street WBLMain Street WBTWest St NBLWest St NBRMain Street EBLMain Street EBTMain Street EBRMain Street WBLMain Street WBTMain Street WBRNew South Street NBLNew South Street NBTNew South Street NBRState Street SBLState Street SBTState Street SBRAM Peak 470 203 280 299 174 343 164 279 357 146 236 2 223 133 190 22 132 90
Entering 429 194 245 291 168 325 145 286 333 130 235 2 205 123 179 21 129 83
GEH 1.93 0.64 2.16 0.47 0.46 0.98 1.53 0.42 1.29 1.36 0.07 0.00 1.23 0.88 0.81 0.22 0.26 0.75
Exiting 426 193 244 290 168 325 144 284 338 129 237 2 205 122 169 20 128 82
GEH 2.08 0.71 2.22 0.52 0.46 0.98 1.61 0.30 1.02 1.45 0.07 0.00 1.23 0.97 1.57 0.44 0.35 0.86
PM Peak 506 97 294 362 87 358 168 336 377 219 248 12 244 111 118 21 161 115
Entering 469 89 268 337 80 344 160 329 349 196 253 10 238 110 114 22 158 103
GEH 1.68 0.83 1.55 1.34 0.77 0.75 0.62 0.38 1.47 1.60 0.32 0.60 0.39 0.10 0.37 0.22 0.24 1.15
Exiting 468 88 270 338 79 343 161 322 346 198 249 10 230 107 112 20 155 101
GEH 1.72 0.94 1.43 1.28 0.88 0.80 0.55 0.77 1.63 1.45 0.06 0.60 0.91 0.38 0.56 0.22 0.48 1.35
AM Peak 470 203 280 299 174 343 164 279 357 146 236 2 223 133 190 22 132 90
Entering 463 195 256 290 162 333 148 290 336 147 240 3 189 121 169 22 128 92
GEH 0.32 0.57 1.47 0.52 0.93 0.54 1.28 0.65 1.13 0.08 0.26 0.63 2.37 1.06 1.57 0.00 0.35 0.21
Exiting 449 185 261 292 150 313 150 292 333 148 240 3 173 108 160 22 127 92
GEH 0.98 1.29 1.16 0.41 1.89 1.66 1.12 0.77 1.29 0.16 0.26 0.63 3.55 2.28 2.27 0.00 0.44 0.21
PM Peak 506 97 294 362 87 358 168 336 377 219 248 12 244 111 118 21 161 115
Entering 475 92 248 316 75 291 144 296 318 208 228 11 194 92 97 20 154 107
GEH 1.40 0.51 2.79 2.50 1.33 3.72 1.92 2.25 3.17 0.75 1.30 0.29 3.38 1.89 2.03 0.22 0.56 0.76
Exiting 474 92 240 315 66 254 144 299 320 208 228 11 179 83 90 18 137 102
GEH 1.45 0.51 3.30 2.55 2.40 5.95 1.92 2.08 3.05 0.75 1.30 0.29 4.47 2.84 2.75 0.68 1.97 1.25
AM Peak 423 182.7 252 269.1 156.6 308.7 147.6 251.1 321.3 131.4 212.4 1.8 200.7 119.7 171 19.8 118.8 81
Entering 412 180 247 272 164 313 147 273 307 126 209 2 204 126 173 19 117 77
GEH 0.54 0.20 0.32 0.18 0.58 0.24 0.05 1.35 0.81 0.48 0.23 0.15 0.23 0.57 0.15 0.18 0.17 0.45
Exiting 406 178 247 271 165 310 146 271 306 125 207 2 200 123 173 20 118 77
GEH 0.84 0.35 0.32 0.12 0.66 0.07 0.13 1.23 0.86 0.57 0.37 0.15 0.05 0.30 0.15 0.04 0.07 0.45
PM Peak 455.4 87.3 264.6 325.8 78.3 322.2 151.2 302.4 339.3 197.1 223.2 10.8 219.6 99.9 106.2 18.9 144.9 103.5
Entering 460 88 267 321 72 309 149 307 328 198 224 11 218 100 111 17 150 102
GEH 0.22 0.07 0.15 0.27 0.73 0.74 0.18 0.26 0.62 0.06 0.05 0.06 0.11 0.01 0.46 0.45 0.42 0.15
Exiting 457 87 264 319 71 300 150 304 330 196 222 11 213 97 108 17 146 101
GEH 0.07 0.03 0.04 0.38 0.84 1.26 0.10 0.09 0.51 0.08 0.08 0.06 0.45 0.29 0.17 0.45 0.09 0.25
AM Peak 470 203 280 299 174 343 164 279 357 146 236 2 223 133 190
Entering 559 217 261 237 177 336 152 286 446 142 235 2 224 137 190
GEH 3.92 0.97 1.16 3.79 0.23 0.38 0.95 0.42 4.44 0.33 0.07 0.00 0.07 0.34 0.00
Exiting 534 209 261 235 175 334 153 286 446 141 234 2 222 136 189
GEH 2.86 0.42 1.16 3.92 0.08 0.49 0.87 0.42 4.44 0.42 0.13 0.00 0.07 0.26 0.07
PM Peak 506 97 294 362 87 358 168 336 377 219 248 12 244 111 118
Entering 611 125 263 288 86 358 158 324 494 222 246 12 244 114 119
GEH 4.44 2.66 1.86 4.10 0.11 0.00 0.78 0.66 5.61 0.20 0.13 0.00 0.00 0.28 0.09
Exiting 585 120 263 288 86 354 158 324 493 222 245 12 242 114 119
GEH 3.38 2.21 1.86 4.10 0.11 0.21 0.78 0.66 5.56 0.20 0.19 0.00 0.13 0.28 0.09
AM Peak 470 203 280 299 174 343 164 279 357 146 236 2 223 133 190 22 132 90
Entering 476 201 271 310 171 336 155 301 351 148 230 2 225 137 184 23 129 83
GEH 0.28 0.14 0.54 0.63 0.23 0.38 0.71 1.29 0.32 0.16 0.39 0.00 0.13 0.34 0.44 0.21 0.26 0.75
Exiting 460 194 271 310 169 335 155 301 349 148 231 2 225 136 184 23 129 82
GEH 0.46 0.64 0.54 0.63 0.38 0.43 0.71 1.29 0.43 0.16 0.33 0.00 0.13 0.26 0.44 0.21 0.26 0.86
PM Peak 506 97 294 362 87 358 168 336 377 219 248 12 244 111 118 21 161 115
Entering 503 99 293 366 91 347 161 343 376 221 250 11 246 111 120 20 155 111
GEH 0.13 0.20 0.06 0.21 0.42 0.59 0.55 0.38 0.05 0.13 0.13 0.29 0.13 0.00 0.18 0.22 0.48 0.38
Exiting 498 97 294 366 90 348 162 343 376 215 242 11 245 111 121 20 155 110
GEH 0.36 0.00 0.00 0.21 0.32 0.53 0.47 0.38 0.05 0.27 0.38 0.29 0.06 0.00 0.27 0.22 0.48 0.47Existing ConditionsAlternative AAlternative BAlternative CAlternative A
APPENDIX L: ALTERNATIVE
CONDITIONS CAPACITY ANALYSIS
OUTPUT REPORTS
Lanes, Volumes, Timings Option A: Preferred Geometry Phasing, Full Cycle Coord
1: West St & Elm St/Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBT EBR WBL WBT NBL NBR Ø2
Lane Configurations
Traffic Volume (vph) 470 203 280 299 174 343
Future Volume (vph) 470 203 280 299 174 343
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 60 0 80 0
Storage Lanes 1 1 1 1
Taper Length (ft) 50 50
Right Turn on Red Yes Yes
Link Speed (mph) 25 25 25
Link Distance (ft) 1307 209 1315
Travel Time (s) 35.6 5.7 35.9
Confl. Peds. (#/hr) 50
Peak Hour Factor 1.00 1.00 0.87 0.87 0.94 0.94
Heavy Vehicles (%) 3% 4% 2% 4% 2% 1%
Shared Lane Traffic (%)
Lane Group Flow (vph) 470 203 322 344 185 365
Turn Type NA custom Prot NA Perm pt+ov
Protected Phases 2 9 9 1 6 1 4 2
Permitted Phases 4
Detector Phase 2 9 91641 4
Switch Phase
Minimum Initial (s) 5.0 5.0 10.0 5.0 7.0
Minimum Split (s) 9.5 9.5 20.5 27.5 19.0
Total Split (s) 27.0 40.0 99.0 31.0 32.0
Total Split (%) 20.8% 30.8% 76.2% 23.8% 25%
Yellow Time (s) 3.0 3.0 3.0 3.0 2.0
All-Red Time (s) 1.5 1.5 1.5 2.5 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 5.5
Lead/Lag Lead Lag
Lead-Lag Optimize?
Recall Mode Max Min C-Max Ped C-Min
v/c Ratio 0.61 0.71 0.85 0.29 0.77 0.46
Control Delay 30.5 52.7 75.5 9.3 72.0 7.2
Queue Delay 1.4 0.0 62.1 4.1 0.0 0.8
Total Delay 31.9 52.7 137.6 13.4 72.0 8.0
Queue Length 50th (ft) 296 125 283 108 150 43
Queue Length 95th (ft) 436 #237 m364 m146 #253 109
Internal Link Dist (ft) 1227 129 1235
Turn Bay Length (ft) 60 80
Base Capacity (vph) 770 286 420 1176 257 820
Starvation Cap Reductn 0 0 229 737 0 0
Spillback Cap Reductn 141 0000218
Storage Cap Reductn 000000
Reduced v/c Ratio 0.75 0.71 1.69 0.78 0.72 0.61
Intersection Summary
Area Type: CBD
Cycle Length: 130
Actuated Cycle Length: 130
Offset: 125 (96%), Referenced to phase 2:EBT and 6:WBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: West St & Elm St/Main St
HCM Signalized Intersection Capacity Analysis Option A: Preferred Geometry Phasing, Full Cycle Coord
1: West St & Elm St/Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 470 203 280 299 174 343
Future Volume (vph) 470 203 280 299 174 343
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 2.0 4.5 4.5 4.5 5.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 0.85 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1605 1351 1540 1589 1312 1391
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1605 1351 1540 1589 1312 1391
Peak-hour factor, PHF 1.00 1.00 0.87 0.87 0.94 0.94
Adj. Flow (vph) 470 203 322 344 185 365
RTOR Reduction (vph) 0 40 0 0 0 155
Lane Group Flow (vph) 470 163 322 344 185 210
Confl. Peds. (#/hr) 50
Heavy Vehicles (%) 3% 4% 2% 4% 2% 1%
Turn Type NA custom Prot NA Perm pt+ov
Protected Phases 2 9 9 1 6 1 4
Permitted Phases 4
Actuated Green, G (s) 59.9 23.7 31.8 96.2 23.8 61.1
Effective Green, g (s) 59.9 23.7 31.8 96.2 23.8 55.6
Actuated g/C Ratio 0.46 0.18 0.24 0.74 0.18 0.43
Clearance Time (s) 4.5 4.5 4.5 5.5
Vehicle Extension (s) 3.0 4.0 4.0 3.0
Lane Grp Cap (vph) 739 246 376 1175 240 594
v/s Ratio Prot c0.29 0.12 c0.21 0.22 0.15
v/s Ratio Perm c0.14
v/c Ratio 0.64 0.66 0.86 0.29 0.77 0.35
Uniform Delay, d1 26.7 49.4 46.9 5.6 50.5 25.1
Progression Factor 1.00 1.00 1.24 1.50 1.00 1.00
Incremental Delay, d2 4.2 13.2 14.8 0.5 14.2 0.5
Delay (s) 30.9 62.6 73.0 8.9 64.7 25.6
Level of Service C EEAEC
Approach Delay (s) 40.5 39.9 38.7
Approach LOS D D D
Intersection Summary
HCM 2000 Control Delay 39.8 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.74
Actuated Cycle Length (s) 130.0 Sum of lost time (s) 16.5
Intersection Capacity Utilization 67.1% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Option A: Preferred Geometry Phasing, Full Cycle Coord
2: New South St /State St & Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø10 Ø11
Lane Configurations
Traffic Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Future Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 150 0 100 300 0 100
Storage Lanes 1 1 1 0 0 1 0 1
Taper Length (ft) 50 50 50 50
Right Turn on Red No No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 209 1362 1079 1831
Travel Time (s) 5.7 37.1 29.4 49.9
Confl. Peds. (#/hr) 19 42 37
Confl. Bikes (#/hr) 2
Peak Hour Factor 0.93 0.93 0.93 0.91 0.91 0.91 0.97 0.97 0.97 0.88 0.88 0.88
Heavy Vehicles (%) 1% 3% 5% 9% 8% 0% 3% 2% 3% 0% 4% 3%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 176 300 384 160 261 0 0 367 196 0 175 102
Turn Type Prot NA custom Prot NA Split NA pm+ov Split NA pm+ov
Protected Phases 52816 8817751011
Permitted Phases 11 8 7
Detector Phase 5 2 8 11 1 6 8 8 1 8 7 7 5 7
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 10.0 23.0 22.5 10.5 19.0 22.5 22.5 10.5 24.5 24.5 10.0 22.0 11.0
Total Split (s) 22.0 37.0 46.0 22.0 37.0 46.0 46.0 22.0 25.0 25.0 22.0 22.0 15.0
Total Split (%) 16.9% 28.5% 35.4% 16.9% 28.5% 35.4% 35.4% 16.9% 19.2% 19.2% 16.9% 17% 12%
Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 2.0 3.0
All-Red Time (s) 2.0 4.0 5.5 2.5 4.0 5.5 5.5 2.5 4.5 4.5 2.0 0.0 3.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5 7.5 5.0
Lead/Lag Lead Lead Lead Lag Lag Lead Lead Lag Lag Lag Lead Lead Lag
Lead-Lag Optimize?
Recall Mode None C-Max Ped None C-Max Ped Ped None None None None Ped None
v/c Ratio 0.89 0.73 0.90 0.88 0.73 0.87 0.33 0.86 0.22
Control Delay 110.4 64.0 51.1 97.0 58.7 67.0 4.0 90.3 1.4
Queue Delay 56.5 59.0 53.1 0.0 4.3 58.7 0.0 0.0 0.1
Total Delay 166.9 123.0 104.1 97.0 63.0 125.7 4.0 90.3 1.5
Queue Length 50th (ft) 154 220 247 134 210 288 0 146 0
Queue Length 95th (ft) #287 #379 #419 #264 #354 #446 41 #259 1
Internal Link Dist (ft) 129 1282 999 1751
Turn Bay Length (ft) 150 300 100
Base Capacity (vph) 203 411 452 182 357 450 618 213 485
Starvation Cap Reductn 55 165 135 0 0 0 0 0 0
Spillback Cap Reductn 000047 2250 071
Storage Cap Reductn 00000 00 00
Reduced v/c Ratio 1.19 1.22 1.21 0.88 0.84 1.63 0.32 0.82 0.25
Intersection Summary
Area Type: CBD
Cycle Length: 130
Actuated Cycle Length: 130
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green, Master Intersection
Natural Cycle: 100
Control Type: Actuated-Coordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 2: New South St /State St & Main St
Lanes, Volumes, Timings Option A: Preferred Geometry Phasing, Full Cycle Coord
2: New South St /State St & Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 4
Lane Group Ø12
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Right Turn on Red
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases 12
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s) 5.0
Minimum Split (s) 7.0
Total Split (s) 22.0
Total Split (%) 17%
Yellow Time (s) 2.0
All-Red Time (s) 0.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode Max
v/c Ratio
Control Delay
Queue Delay
Total Delay
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
HCM Signalized Intersection Capacity Analysis Option A: Preferred Geometry Phasing, Full Cycle Coord
2: New South St /State St & Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Future Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5 7.5 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.86 1.00 0.95
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.97 1.00 0.99 1.00
Satd. Flow (prot) 1555 1605 1338 1441 1375 1562 1168 1587 1299
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.97 1.00 0.99 1.00
Satd. Flow (perm) 1555 1605 1338 1441 1375 1562 1168 1587 1299
Peak-hour factor, PHF 0.93 0.93 0.93 0.91 0.91 0.91 0.97 0.97 0.97 0.88 0.88 0.88
Adj. Flow (vph) 176 300 384 160 259 2 230 137 196 25 150 102
RTOR Reduction (vph)000000001180076
Lane Group Flow (vph) 176 300 384 160 261 0 0 367 78 0 175 26
Confl. Peds. (#/hr) 19 42 37
Confl. Bikes (#/hr) 2
Heavy Vehicles (%) 1% 3% 5% 9% 8% 0% 3% 2% 3% 0% 4% 3%
Parking (#/hr) 0 0
Turn Type Prot NA custom Prot NA Split NA pm+ov Split NA pm+ov
Protected Phases 52816 881775
Permitted Phases 11 8 7
Actuated Green, G (s) 16.5 33.3 44.0 16.5 33.8 35.0 51.5 16.7 33.2
Effective Green, g (s) 16.5 33.3 44.0 16.5 33.8 35.0 51.5 16.7 33.2
Actuated g/C Ratio 0.13 0.26 0.34 0.13 0.26 0.27 0.40 0.13 0.26
Clearance Time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5 7.5 5.0
Vehicle Extension (s) 3.0 4.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 197 411 452 182 357 420 512 203 331
v/s Ratio Prot c0.11 c0.19 0.23 c0.11 c0.19 c0.23 0.02 c0.11 0.01
v/s Ratio Perm 0.06 0.05 0.01
v/c Ratio 0.89 0.73 0.85 0.88 0.73 0.87 0.15 0.86 0.08
Uniform Delay, d1 55.9 44.2 39.9 55.8 43.9 45.4 25.2 55.5 36.8
Progression Factor 1.34 1.19 0.77 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 32.5 9.5 12.2 34.8 12.4 17.9 0.1 29.2 0.1
Delay (s) 107.3 62.0 42.8 90.5 56.4 63.3 25.4 84.8 36.9
Level of Service F E D F E E C F D
Approach Delay (s) 62.7 69.4 50.1 67.1
Approach LOS E E D E
Intersection Summary
HCM 2000 Control Delay 61.2 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.86
Actuated Cycle Length (s) 130.0 Sum of lost time (s) 28.5
Intersection Capacity Utilization 83.2% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
SimTraffic Simulation Summary
Option A: Preferred Geometry Phasing, Full Cycle Coord AM Peak
Northampton - Main St SimTraffic Report
Page 1
Summary of All Intervals
Run Number 1 10 23456
Start Time 7:55 7:55 7:55 7:55 7:55 7:55 7:55
End Time 9:00 9:00 9:00 9:00 9:00 9:00 9:00
Total Time (min) 65 65 65 65 65 65 65
Time Recorded (min) 60 60 60 60 60 60 60
# of Intervals 5555555
# of Recorded Intervals 4444444
Vehs Entered 2323 2322 2385 2294 2278 2304 2331
Vehs Exited 2213 2274 2250 2221 2179 2231 2283
Starting Vehs 97 102 70 106 89 81 102
Ending Vehs 207 150 205 179 188 154 150
Travel Distance (mi) 1144 1161 1170 1144 1127 1152 1168
Travel Time (hr) 227.0 155.8 215.9 240.9 192.4 159.1 149.2
Total Delay (hr) 178.7 106.8 166.6 192.7 144.9 110.5 99.8
Total Stops 3643 3631 4160 4010 3533 3710 3939
Fuel Used (gal) 78.4 62.8 76.7 81.8 70.2 63.7 61.5
Summary of All Intervals
Run Number 7 8 9 Avg
Start Time 7:55 7:55 7:55 7:55
End Time 9:00 9:00 9:00 9:00
Total Time (min) 65 65 65 65
Time Recorded (min) 60 60 60 60
# of Intervals 5555
# of Recorded Intervals 4444
Vehs Entered 2304 2268 2373 2318
Vehs Exited 2223 2155 2270 2231
Starting Vehs 121 79 100 94
Ending Vehs 202 192 203 183
Travel Distance (mi) 1139 1118 1166 1149
Travel Time (hr) 217.1 156.9 189.9 190.4
Total Delay (hr) 168.8 109.7 140.5 141.9
Total Stops 4018 3533 3925 3810
Fuel Used (gal) 76.4 62.0 70.2 70.4
Interval #0 Information Seed
Start Time 7:55
End Time 8:00
Total Time (min) 5
Volumes adjusted by Anti PHF.
No data recorded this interval.
SimTraffic Simulation Summary
Option A: Preferred Geometry Phasing, Full Cycle Coord AM Peak
Northampton - Main St SimTraffic Report
Page 2
Interval #1 Information Record1
Start Time 8:00
End Time 8:15
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 614 562 650 598 550 552 553
Vehs Exited 559 566 528 526 507 532 537
Starting Vehs 97 102 70 106 89 81 102
Ending Vehs 152 98 192 178 132 101 118
Travel Distance (mi) 289 288 288 277 262 275 278
Travel Time (hr) 33.3 23.7 32.3 35.2 25.7 26.4 27.8
Total Delay (hr) 21.1 11.6 20.2 23.5 14.7 14.8 16.0
Total Stops 983 758 959 908 732 761 843
Fuel Used (gal) 14.5 12.2 14.1 14.4 11.9 12.6 12.8
Interval #1 Information Record1
Start Time 8:00
End Time 8:15
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 586 560 590 581
Vehs Exited 543 526 560 540
Starting Vehs 121 79 100 94
Ending Vehs 164 113 130 138
Travel Distance (mi) 283 273 287 280
Travel Time (hr) 35.5 24.0 25.4 28.9
Total Delay (hr) 23.6 12.5 13.4 17.1
Total Stops 950 769 827 849
Fuel Used (gal) 14.7 12.0 12.4 13.2
Interval #2 Information Record2
Start Time 8:15
End Time 8:30
Total Time (min) 15
Volumes adjusted by PHF.
Run Number 1 10 23456
Vehs Entered 587 618 571 599 596 632 609
Vehs Exited 535 560 592 572 552 539 579
Starting Vehs 152 98 192 178 132 101 118
Ending Vehs 204 156 171 205 176 194 148
Travel Distance (mi) 279 292 300 294 291 289 295
Travel Time (hr) 52.6 35.3 54.1 54.7 43.3 38.2 33.8
Total Delay (hr) 40.8 23.0 41.4 42.3 31.1 26.0 21.3
Total Stops 924 853 1025 1097 952 977 1012
Fuel Used (gal) 18.4 14.9 19.4 19.5 16.6 15.5 14.6
Interval #2 Information Record2
Start Time 8:15
End Time 8:30
Total Time (min) 15
Volumes adjusted by PHF.
Run Number 7 8 9 Avg
Vehs Entered 612 583 630 606
Vehs Exited 608 569 577 570
Starting Vehs 164 113 130 138
Ending Vehs 168 127 183 173
Travel Distance (mi) 310 292 300 294
Travel Time (hr) 51.0 36.8 49.0 44.9
Total Delay (hr) 37.9 24.5 36.2 32.4
Total Stops 1180 910 1089 1003
Fuel Used (gal) 19.0 15.1 18.1 17.1
SimTraffic Simulation Summary
Option A: Preferred Geometry Phasing, Full Cycle Coord AM Peak
Northampton - Main St SimTraffic Report
Page 3
Interval #3 Information Record3
Start Time 8:30
End Time 8:45
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 594 627 568 529 585 547 586
Vehs Exited 596 586 567 542 570 585 588
Starting Vehs 204 156 171 205 176 194 148
Ending Vehs 202 197 172 192 191 156 146
Travel Distance (mi) 304 305 291 278 294 297 297
Travel Time (hr) 65.5 43.6 59.8 70.6 57.9 51.6 38.9
Total Delay (hr) 52.6 30.7 47.5 58.9 45.5 39.0 26.4
Total Stops 957 1169 1065 918 968 1035 1073
Fuel Used (gal) 22.1 17.2 20.5 22.5 20.2 18.9 15.9
Interval #3 Information Record3
Start Time 8:30
End Time 8:45
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 560 543 573 572
Vehs Exited 544 536 565 567
Starting Vehs 168 127 183 173
Ending Vehs 184 134 191 177
Travel Distance (mi) 279 277 285 291
Travel Time (hr) 59.3 40.3 52.7 54.0
Total Delay (hr) 47.5 28.7 40.6 41.7
Total Stops 1017 843 1029 1008
Fuel Used (gal) 20.2 15.8 18.6 19.2
Interval #4 Information Record4
Start Time 8:45
End Time 9:00
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 528 515 596 568 547 573 583
Vehs Exited 523 562 563 581 550 575 579
Starting Vehs 202 197 172 192 191 156 146
Ending Vehs 207 150 205 179 188 154 150
Travel Distance (mi) 270 278 291 296 280 291 298
Travel Time (hr) 75.5 53.2 69.7 80.5 65.5 42.9 48.7
Total Delay (hr) 64.1 41.5 57.4 68.0 53.6 30.6 36.1
Total Stops 779 851 1111 1087 881 937 1011
Fuel Used (gal) 23.5 18.5 22.7 25.3 21.5 16.7 18.2
Interval #4 Information Record4
Start Time 8:45
End Time 9:00
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 546 582 580 563
Vehs Exited 528 524 568 555
Starting Vehs 184 134 191 177
Ending Vehs 202 192 203 183
Travel Distance (mi) 266 276 294 284
Travel Time (hr) 71.1 55.7 62.8 62.6
Total Delay (hr) 59.8 44.1 50.3 50.6
Total Stops 871 1011 980 951
Fuel Used (gal) 22.5 19.1 21.2 20.9
SimTraffic Performance Report
Option A: Preferred Geometry Phasing, Full Cycle Coord AM Peak
Northampton - Main St SimTraffic Report
Page 4
1: West St & Elm St/Main St Performance by movement
Movement EBT EBR WBL WBT NBL NBR All
Vehicles Entered 463 195 256 290 162 333 1699
Vehicles Exited 449 185 261 292 150 313 1650
Hourly Exit Rate 449 185 261 292 150 313 1650
Input Volume 470 203 280 311 174 343 1781
% of Volume 96 91 93 94 86 91 93
2: New South St /State St & Main St Performance by movement
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR All
Vehicles Entered 148 290 336 147 240 3 189 121 169 22 128 92 1885
Vehicles Exited 150 292 333 148 240 3 173 108 160 22 127 92 1848
Hourly Exit Rate 150 292 333 148 240 3 173 108 160 22 127 92 1848
Input Volume 164 306 357 146 236 2 223 133 190 22 132 90 2001
% of Volume 91 95 93 102 102 150 77 81 84 100 96 102 92
Total Network Performance
Vehicles Entered 2318
Vehicles Exited 2231
Hourly Exit Rate 2231
Input Volume 6162
% of Volume 36
Queuing and Blocking Report
Option A: Preferred Geometry Phasing, Full Cycle Coord AM Peak
Northampton - Main St SimTraffic Report
Page 5
Intersection: 1: West St & Elm St/Main St
Movement EB EB WB WB NB NB
Directions Served T R L T L R
Maximum Queue (ft) 1196 140 189 222 130 1188
Average Queue (ft) 859 128 150 180 123 712
95th Queue (ft) 1471 169 187 237 152 1354
Link Distance (ft) 1253 151 151 1255
Upstream Blk Time (%) 17 21 24 15
Queuing Penalty (veh) 0 57 67 0
Storage Bay Dist (ft) 60 80
Storage Blk Time (%) 56 37 45 49
Queuing Penalty (veh) 114 176 156 85
Intersection: 2: New South St /State St & Main St
Movement EB EB EB WB WB NB NB SB SB
Directions Served L T R L TR LT R LT R
Maximum Queue (ft) 176 199 203 200 518 1090 350 469 150
Average Queue (ft) 111 153 141 143 225 867 285 192 77
95th Queue (ft) 185 214 218 231 456 1368 489 450 170
Link Distance (ft) 151 151 151 1324 1044 1778
Upstream Blk Time (%) 10 20 9 55
Queuing Penalty (veh) 26 54 26 0
Storage Bay Dist (ft) 150 300 100
Storage Blk Time (%) 12 21 70 0 39 1
Queuing Penalty (veh) 28 32 133 0 35 1
Network Summary
Network wide Queuing Penalty: 990
Lanes, Volumes, Timings Option A: Preferred Geometry Phasing, Full Cycle Coord
1: West St & Elm St/Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBT EBR WBL WBT NBL NBR Ø2
Lane Configurations
Traffic Volume (vph) 506 97 294 362 87 358
Future Volume (vph) 506 97 294 362 87 358
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 60 0 80 0
Storage Lanes 1 1 1 1
Taper Length (ft) 50 50
Right Turn on Red Yes Yes
Link Speed (mph) 25 25 25
Link Distance (ft) 1307 209 1315
Travel Time (s) 35.6 5.7 35.9
Confl. Peds. (#/hr) 50
Peak Hour Factor 0.82 0.82 0.90 0.90 0.86 0.86
Heavy Vehicles (%) 2% 2% 1% 2% 0% 1%
Shared Lane Traffic (%)
Lane Group Flow (vph) 617 118 327 402 101 416
Turn Type NA custom Prot NA Perm pt+ov
Protected Phases 2 9 9 1 6 1 4 2
Permitted Phases 4
Detector Phase 2 9 91641 4
Switch Phase
Minimum Initial (s) 5.0 5.0 10.0 5.0 7.0
Minimum Split (s) 9.5 9.5 20.5 27.5 19.0
Total Split (s) 44.5 39.0 102.5 27.5 19.0
Total Split (%) 34.2% 30.0% 78.8% 21.2% 15%
Yellow Time (s) 3.0 3.0 3.0 3.0 2.0
All-Red Time (s) 1.5 1.5 1.5 2.5 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 5.5
Lead/Lag Lead Lag
Lead-Lag Optimize?
Recall Mode Max Min C-Max Ped C-Min
v/c Ratio 0.77 0.27 0.87 0.33 0.45 0.56
Control Delay 35.6 28.1 72.6 9.4 55.7 15.6
Queue Delay 7.1 0.0 61.6 4.3 0.0 2.1
Total Delay 42.7 28.1 134.2 13.6 55.7 17.6
Queue Length 50th (ft) 433 57 287 133 77 123
Queue Length 95th (ft) 511 98 m357 m173 131 200
Internal Link Dist (ft) 1227 129 1235
Turn Bay Length (ft) 60 80
Base Capacity (vph) 802 442 412 1221 226 766
Starvation Cap Reductn 0 0 224 726 0 0
Spillback Cap Reductn 144 0000213
Storage Cap Reductn 000000
Reduced v/c Ratio 0.94 0.27 1.74 0.81 0.45 0.75
Intersection Summary
Area Type: CBD
Cycle Length: 130
Actuated Cycle Length: 130
Offset: 125 (96%), Referenced to phase 2:EBT and 6:WBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: West St & Elm St/Main St
HCM Signalized Intersection Capacity Analysis Option A: Preferred Geometry Phasing, Full Cycle Coord
1: West St & Elm St/Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 506 97 294 362 87 358
Future Volume (vph) 506 97 294 362 87 358
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 2.0 4.5 4.5 4.5 5.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 0.85 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1621 1378 1555 1621 1338 1391
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1621 1378 1555 1621 1338 1391
Peak-hour factor, PHF 0.82 0.82 0.90 0.90 0.86 0.86
Adj. Flow (vph) 617 118 327 402 101 416
RTOR Reduction (vph) 0 18 0 0 0 116
Lane Group Flow (vph) 617 100 327 402 101 300
Confl. Peds. (#/hr) 50
Heavy Vehicles (%) 2% 2% 1% 2% 0% 1%
Turn Type NA custom Prot NA Perm pt+ov
Protected Phases 2 9 9 1 6 1 4
Permitted Phases 4
Actuated Green, G (s) 61.8 40.0 31.7 98.0 22.0 59.2
Effective Green, g (s) 61.8 40.0 31.7 98.0 22.0 53.7
Actuated g/C Ratio 0.48 0.31 0.24 0.75 0.17 0.41
Clearance Time (s) 4.5 4.5 4.5 5.5
Vehicle Extension (s) 3.0 4.0 4.0 3.0
Lane Grp Cap (vph) 770 424 379 1221 226 574
v/s Ratio Prot c0.38 0.07 c0.21 0.25 c0.22
v/s Ratio Perm 0.08
v/c Ratio 0.80 0.24 0.86 0.33 0.45 0.52
Uniform Delay, d1 28.9 33.6 47.1 5.2 48.5 28.6
Progression Factor 1.00 1.00 1.19 1.66 1.00 1.00
Incremental Delay, d2 8.6 1.3 14.1 0.5 1.4 1.1
Delay (s) 37.5 34.9 70.0 9.2 49.9 29.7
Level of Service D C E A D C
Approach Delay (s) 37.1 36.4 33.6
Approach LOS D D C
Intersection Summary
HCM 2000 Control Delay 36.0 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.78
Actuated Cycle Length (s) 130.0 Sum of lost time (s) 16.5
Intersection Capacity Utilization 64.7% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Option A: Preferred Geometry Phasing, Full Cycle Coord
2: New South St /State St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø10 Ø11
Lane Configurations
Traffic Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Future Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 150 0 100 300 0 100
Storage Lanes 1 1 1 0 0 1 0 1
Taper Length (ft) 50 50 50 50
Right Turn on Red No No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 209 1362 1079 1831
Travel Time (s) 5.7 37.1 29.4 49.9
Confl. Peds. (#/hr) 13 100 110
Confl. Bikes (#/hr) 15 2
Peak Hour Factor 0.90 0.90 0.90 0.91 0.91 0.91 0.93 0.93 0.93 0.83 0.83 0.83
Heavy Vehicles (%) 0% 2% 1% 2% 6% 0% 2% 0% 4% 0% 0% 1%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 187 373 419 241 286 0 0 381 127 0 219 139
Turn Type Prot NA custom Prot NA Split NA pm+ov Split NA pm+ov
Protected Phases 52816 8817751011
Permitted Phases 11 8 7
Detector Phase 5 2 8 11 1 6 8 8 1 8 7 7 5 7
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 10.0 23.0 22.5 10.5 19.0 22.5 22.5 10.5 24.5 24.5 10.0 22.0 11.0
Total Split (s) 21.0 37.0 42.0 26.0 42.0 42.0 42.0 26.0 25.0 25.0 21.0 22.0 15.0
Total Split (%) 16.2% 28.5% 32.3% 20.0% 32.3% 32.3% 32.3% 20.0% 19.2% 19.2% 16.2% 17% 12%
Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 2.0 3.0
All-Red Time (s) 2.0 4.0 5.5 2.5 4.0 5.5 5.5 2.5 4.5 4.5 2.0 0.0 3.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5 7.5 5.0
Lead/Lag Lead Lead Lead Lag Lag Lead Lead Lag Lag Lag Lead Lead Lag
Lead-Lag Optimize?
Recall Mode None C-Max Ped None C-Max Ped Ped None None None None Ped None
v/c Ratio 0.97 1.00 0.98 1.00 0.76 0.94 0.26 0.99 0.31
Control Delay 117.2 97.7 63.2 111.4 58.5 79.2 3.8 114.3 4.7
Queue Delay 42.0 40.0 40.6 0.0 8.4 51.6 0.0 0.0 0.3
Total Delay 159.2 137.7 103.8 111.4 66.9 130.8 3.8 114.3 5.0
Queue Length 50th (ft) 165 298 271 205 223 316 0 187 0
Queue Length 95th (ft) m#286 m#522 #506 #379 #353 #511 29 #311 21
Internal Link Dist (ft) 129 1282 999 1751
Turn Bay Length (ft) 150 300 100
Base Capacity (vph) 193 374 428 242 374 406 489 221 448
Starvation Cap Reductn 45 167 128 0 0 0 0 0 0
Spillback Cap Reductn 000059 2030 068
Storage Cap Reductn 00000 00 00
Reduced v/c Ratio 1.26 1.80 1.40 1.00 0.91 1.88 0.26 0.99 0.37
Intersection Summary
Area Type: CBD
Cycle Length: 130
Actuated Cycle Length: 130
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green, Master Intersection
Natural Cycle: 150
Control Type: Actuated-Coordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 2: New South St /State St & Main St
Lanes, Volumes, Timings Option A: Preferred Geometry Phasing, Full Cycle Coord
2: New South St /State St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 4
Lane Group Ø12
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Right Turn on Red
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases 12
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s) 5.0
Minimum Split (s) 7.0
Total Split (s) 26.0
Total Split (%) 20%
Yellow Time (s) 2.0
All-Red Time (s) 0.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode Max
v/c Ratio
Control Delay
Queue Delay
Total Delay
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
HCM Signalized Intersection Capacity Analysis Option A: Preferred Geometry Phasing, Full Cycle Coord
2: New South St /State St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Future Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5 7.5 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.71 1.00 0.86
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.99 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.97 1.00 0.99 1.00
Satd. Flow (prot) 1570 1621 1391 1540 1391 1576 953 1644 1202
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.97 1.00 0.99 1.00
Satd. Flow (perm) 1570 1621 1391 1540 1391 1576 953 1644 1202
Peak-hour factor, PHF 0.90 0.90 0.90 0.91 0.91 0.91 0.93 0.93 0.93 0.83 0.83 0.83
Adj. Flow (vph) 187 373 419 241 273 13 262 119 127 25 194 139
RTOR Reduction (vph)000000007400103
Lane Group Flow (vph) 187 373 419 241 286 0 0 381 53 0 219 36
Confl. Peds. (#/hr) 13 100 110
Confl. Bikes (#/hr) 15 2
Heavy Vehicles (%) 0% 2% 1% 2% 6% 0% 2% 0% 4% 0% 0% 1%
Parking (#/hr) 0 0
Turn Type Prot NA custom Prot NA Split NA pm+ov Split NA pm+ov
Protected Phases 52816 881775
Permitted Phases 11 8 7
Actuated Green, G (s) 16.0 30.0 42.5 20.5 35.0 33.5 54.0 17.5 33.5
Effective Green, g (s) 16.0 30.0 42.5 20.5 35.0 33.5 54.0 17.5 33.5
Actuated g/C Ratio 0.12 0.23 0.33 0.16 0.27 0.26 0.42 0.13 0.26
Clearance Time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5 7.5 5.0
Vehicle Extension (s) 3.0 4.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 193 374 454 242 374 406 436 221 309
v/s Ratio Prot 0.12 c0.23 0.24 c0.16 0.21 c0.24 0.02 c0.13 0.01
v/s Ratio Perm 0.06 0.04 0.02
v/c Ratio 0.97 1.00 0.92 1.00 0.76 0.94 0.12 0.99 0.12
Uniform Delay, d1 56.8 50.0 42.2 54.7 43.7 47.2 23.4 56.2 36.9
Progression Factor 1.26 1.20 0.76 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 46.0 39.0 19.3 56.3 13.8 29.2 0.1 57.8 0.2
Delay (s) 117.6 98.8 51.4 111.1 57.5 76.4 23.5 114.0 37.1
Level of Service F F D F E E C F D
Approach Delay (s) 82.1 82.0 63.2 84.1
Approach LOS F F E F
Intersection Summary
HCM 2000 Control Delay 78.3 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.98
Actuated Cycle Length (s) 130.0 Sum of lost time (s) 28.5
Intersection Capacity Utilization 92.5% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
SimTraffic Simulation Summary
Option A: Preferred Geometry Phasing, Full Cycle Coord PM Peak
Northampton - Main St SimTraffic Report
Page 1
Summary of All Intervals
Run Number 1 10 23456
Start Time 4:40 4:40 4:40 4:40 4:40 4:40 4:40
End Time 5:45 5:45 5:45 5:45 5:45 5:45 5:45
Total Time (min) 65 65 65 65 65 65 65
Time Recorded (min) 60 60 60 60 60 60 60
# of Intervals 5555555
# of Recorded Intervals 4444444
Vehs Entered 2265 2192 2213 2240 2223 2263 2255
Vehs Exited 2131 2117 2153 2167 2150 2168 2168
Starting Vehs 88 91 96 100 97 85 99
Ending Vehs 222 166 156 173 170 180 186
Travel Distance (mi) 1110 1089 1106 1109 1109 1112 1118
Travel Time (hr) 246.2 179.4 265.4 230.5 169.6 176.1 201.4
Total Delay (hr) 199.5 133.5 218.8 183.8 122.7 129.2 154.2
Total Stops 3356 3316 3424 3392 3356 3226 3234
Fuel Used (gal) 81.9 66.3 86.4 78.9 64.6 66.2 72.1
Summary of All Intervals
Run Number 7 8 9 Avg
Start Time 4:40 4:40 4:40 4:40
End Time 5:45 5:45 5:45 5:45
Total Time (min) 65 65 65 65
Time Recorded (min) 60 60 60 60
# of Intervals 5555
# of Recorded Intervals 4444
Vehs Entered 1067 2261 2319 2129
Vehs Exited 844 2205 2205 2032
Starting Vehs 103 97 114 96
Ending Vehs 326 153 228 195
Travel Distance (mi) 453 1132 1145 1048
Travel Time (hr) 681.2 217.9 261.5 262.9
Total Delay (hr) 662.3 170.3 213.1 218.7
Total Stops 1620 3540 3858 3234
Fuel Used (gal) 165.9 76.4 86.3 84.5
Interval #0 Information Seed
Start Time 4:40
End Time 4:45
Total Time (min) 5
Volumes adjusted by Anti PHF.
No data recorded this interval.
SimTraffic Simulation Summary
Option A: Preferred Geometry Phasing, Full Cycle Coord PM Peak
Northampton - Main St SimTraffic Report
Page 2
Interval #1 Information Record1
Start Time 4:45
End Time 5:00
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 568 560 619 567 538 520 543
Vehs Exited 518 526 519 508 539 499 540
Starting Vehs 88 91 96 100 97 85 99
Ending Vehs 138 125 196 159 96 106 102
Travel Distance (mi) 271 275 278 262 277 257 274
Travel Time (hr) 28.8 27.2 37.3 31.5 25.8 20.5 23.5
Total Delay (hr) 17.4 15.7 25.6 20.4 14.1 9.6 12.0
Total Stops 876 814 891 805 779 625 723
Fuel Used (gal) 13.0 12.6 15.0 13.3 12.4 10.6 11.7
Interval #1 Information Record1
Start Time 4:45
End Time 5:00
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 580 579 604 569
Vehs Exited 511 527 569 525
Starting Vehs 103 97 114 96
Ending Vehs 172 149 149 140
Travel Distance (mi) 271 279 299 274
Travel Time (hr) 33.2 32.8 35.7 29.6
Total Delay (hr) 21.9 21.1 23.1 18.1
Total Stops 876 835 1027 824
Fuel Used (gal) 13.9 13.9 15.1 13.2
Interval #2 Information Record2
Start Time 5:00
End Time 5:15
Total Time (min) 15
Volumes adjusted by PHF.
Run Number 1 10 23456
Vehs Entered 651 562 582 595 656 659 646
Vehs Exited 548 545 553 552 574 556 550
Starting Vehs 138 125 196 159 96 106 102
Ending Vehs 241 142 225 202 178 209 198
Travel Distance (mi) 295 280 287 290 310 296 291
Travel Time (hr) 55.7 45.4 65.7 56.4 36.4 47.1 42.0
Total Delay (hr) 43.3 33.6 53.7 44.2 23.3 34.6 29.7
Total Stops 1050 941 956 991 1033 972 993
Fuel Used (gal) 19.4 16.9 21.6 19.7 15.3 17.5 16.3
Interval #2 Information Record2
Start Time 5:00
End Time 5:15
Total Time (min) 15
Volumes adjusted by PHF.
Run Number 7 8 9 Avg
Vehs Entered 479 671 652 615
Vehs Exited 328 618 551 537
Starting Vehs 172 149 149 140
Ending Vehs 323 202 250 215
Travel Distance (mi) 180 320 293 284
Travel Time (hr) 83.3 51.8 55.5 53.9
Total Delay (hr) 75.9 38.4 43.2 42.0
Total Stops 739 1255 1061 997
Fuel Used (gal) 23.1 19.3 19.5 18.9
SimTraffic Simulation Summary
Option A: Preferred Geometry Phasing, Full Cycle Coord PM Peak
Northampton - Main St SimTraffic Report
Page 3
Interval #3 Information Record3
Start Time 5:15
End Time 5:30
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 512 545 525 535 538 522 491
Vehs Exited 531 534 554 554 516 549 531
Starting Vehs 241 142 225 202 178 209 198
Ending Vehs 222 153 196 183 200 182 158
Travel Distance (mi) 267 270 279 280 262 274 266
Travel Time (hr) 78.5 48.1 76.5 68.9 45.9 59.3 59.6
Total Delay (hr) 67.2 36.8 64.8 57.2 34.7 47.8 48.4
Total Stops 723 859 844 859 887 802 706
Fuel Used (gal) 24.2 17.3 24.0 22.5 16.6 20.0 19.9
Interval #3 Information Record3
Start Time 5:15
End Time 5:30
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 8 492 561 474
Vehs Exited 5 537 531 484
Starting Vehs 323 202 250 215
Ending Vehs 326 157 280 206
Travel Distance (mi) 1 268 275 244
Travel Time (hr) 211.3 62.3 76.7 78.7
Total Delay (hr) 211.2 51.1 65.1 68.4
Total Stops 5 801 847 733
Fuel Used (gal) 48.3 20.6 23.8 23.7
Interval #4 Information Record4
Start Time 5:30
End Time 5:45
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 534 525 487 543 491 562 575
Vehs Exited 534 512 527 553 521 564 547
Starting Vehs 222 153 196 183 200 182 158
Ending Vehs 222 166 156 173 170 180 186
Travel Distance (mi) 277 264 262 278 260 285 288
Travel Time (hr) 83.1 58.6 85.9 73.7 61.6 49.1 76.2
Total Delay (hr) 71.5 47.5 74.7 61.9 50.6 37.2 64.1
Total Stops 707 702 733 737 657 827 812
Fuel Used (gal) 25.3 19.4 25.8 23.4 20.3 18.0 24.2
Interval #4 Information Record4
Start Time 5:30
End Time 5:45
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 0 519 502 474
Vehs Exited 0 523 554 482
Starting Vehs 326 157 280 206
Ending Vehs 326 153 228 195
Travel Distance (mi) 0 266 278 246
Travel Time (hr) 353.3 71.0 93.6 100.6
Total Delay (hr) 353.3 59.8 81.8 90.2
Total Stops 0 649 923 676
Fuel Used (gal) 80.6 22.5 27.9 28.7
SimTraffic Performance Report
Option A: Preferred Geometry Phasing, Full Cycle Coord PM Peak
Northampton - Main St SimTraffic Report
Page 4
1: West St & Elm St/Main St Performance by movement
Movement EBT EBR WBL WBT NBL NBR All
Vehicles Entered 475 92 248 316 75 291 1497
Vehicles Exited 474 92 240 315 66 254 1441
Hourly Exit Rate 474 92 240 315 66 254 1441
Input Volume 506 97 294 372 87 358 1714
% of Volume 94 95 82 85 76 71 84
2: New South St /State St & Main St Performance by movement
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR All
Vehicles Entered 144 296 318 208 228 11 194 92 97 20 154 107 1869
Vehicles Exited 144 299 320 208 228 11 179 83 90 18 137 102 1819
Hourly Exit Rate 144 299 320 208 228 11 179 83 90 18 137 102 1819
Input Volume 168 351 377 219 248 12 244 111 118 21 161 115 2146
% of Volume 86 85 85 95 92 90 73 75 76 85 85 89 85
Total Network Performance
Vehicles Entered 2129
Vehicles Exited 2032
Hourly Exit Rate 2032
Input Volume 6225
% of Volume 33
Queuing and Blocking Report
Option A: Preferred Geometry Phasing, Full Cycle Coord PM Peak
Northampton - Main St SimTraffic Report
Page 5
Intersection: 1: West St & Elm St/Main St
Movement EB EB WB WB NB NB
Directions Served T R L T L R
Maximum Queue (ft) 1139 140 187 219 130 1277
Average Queue (ft) 603 73 151 185 97 955
95th Queue (ft) 1211 174 183 225 173 1614
Link Distance (ft) 1253 151 151 1255
Upstream Blk Time (%) 11 24 27 49
Queuing Penalty (veh) 0 73 81 0
Storage Bay Dist (ft) 60 80
Storage Blk Time (%) 57 5 16 80
Queuing Penalty (veh) 56 26 60 70
Intersection: 2: New South St /State St & Main St
Movement EB EB EB WB WB NB NB SB SB
Directions Served L T R L TR LT R LT R
Maximum Queue (ft) 180 200 204 200 718 1089 350 942 150
Average Queue (ft) 126 158 140 157 350 899 247 535 102
95th Queue (ft) 194 233 233 252 864 1358 499 1384 196
Link Distance (ft) 151 151 151 1324 1044 1778
Upstream Blk Time (%) 18 29 12 5 62 6
Queuing Penalty (veh) 52 82 34 0 0 0
Storage Bay Dist (ft) 150 300 100
Storage Blk Time (%) 21 28 78 0 63 0
Queuing Penalty (veh) 55 62 92 0 73 0
Network Summary
Network wide Queuing Penalty: 817
Lanes, Volumes, Timings Option B: Preferred Geometry Phasing, Reduced Volumes
1: West St & Elm St/Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBT EBR WBL WBT NBL NBR Ø2
Lane Configurations
Traffic Volume (vph) 423 183 252 269 157 309
Future Volume (vph) 423 183 252 269 157 309
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 60 0 80 0
Storage Lanes 1 1 1 1
Taper Length (ft) 50 50
Right Turn on Red Yes Yes
Link Speed (mph) 25 25 25
Link Distance (ft) 1307 209 1315
Travel Time (s) 35.6 5.7 35.9
Confl. Peds. (#/hr) 50
Peak Hour Factor 1.00 1.00 0.87 0.87 0.94 0.94
Heavy Vehicles (%) 3% 4% 2% 4% 2% 1%
Shared Lane Traffic (%)
Lane Group Flow (vph) 423 183 290 309 167 329
Turn Type NA custom Prot NA Perm pt+ov
Protected Phases 2 9 9 1 6 1 4 2
Permitted Phases 4
Detector Phase 2 9 91641 4
Switch Phase
Minimum Initial (s) 5.0 5.0 10.0 5.0 7.0
Minimum Split (s) 9.5 9.5 20.5 27.5 19.0
Total Split (s) 33.0 35.0 87.0 28.0 19.0
Total Split (%) 28.7% 30.4% 75.7% 24.3% 17%
Yellow Time (s) 3.0 3.0 3.0 3.0 2.0
All-Red Time (s) 1.5 1.5 1.5 2.5 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 5.5
Lead/Lag Lead Lag
Lead-Lag Optimize?
Recall Mode Max Min C-Max Ped C-Min
v/c Ratio 0.56 0.48 0.82 0.27 0.65 0.40
Control Delay 26.4 29.1 70.8 8.2 55.7 3.8
Queue Delay 0.9 0.0 61.8 2.9 0.0 0.5
Total Delay 27.3 29.1 132.6 11.0 55.7 4.4
Queue Length 50th (ft) 225 76 225 75 115 8
Queue Length 95th (ft) 344 149 m298 m108 191 54
Internal Link Dist (ft) 1227 129 1235
Turn Bay Length (ft) 60 80
Base Capacity (vph) 758 380 408 1143 261 833
Starvation Cap Reductn 0 0 202 711 0 0
Spillback Cap Reductn 136 0000210
Storage Cap Reductn 000000
Reduced v/c Ratio 0.68 0.48 1.41 0.72 0.64 0.53
Intersection Summary
Area Type: CBD
Cycle Length: 115
Actuated Cycle Length: 115
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green
Natural Cycle: 80
Control Type: Actuated-Coordinated
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: West St & Elm St/Main St
HCM Signalized Intersection Capacity Analysis Option B: Preferred Geometry Phasing, Reduced Volumes
1: West St & Elm St/Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 423 183 252 269 157 309
Future Volume (vph) 423 183 252 269 157 309
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 2.0 4.5 4.5 4.5 5.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 0.87 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1605 1351 1540 1589 1338 1391
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1605 1351 1540 1589 1338 1391
Peak-hour factor, PHF 1.00 1.00 0.87 0.87 0.94 0.94
Adj. Flow (vph) 423 183 290 309 167 329
RTOR Reduction (vph) 0 46 0 0 0 178
Lane Group Flow (vph) 423 137 290 309 167 151
Confl. Peds. (#/hr) 50
Heavy Vehicles (%) 3% 4% 2% 4% 2% 1%
Turn Type NA custom Prot NA Perm pt+ov
Protected Phases 2 9 9 1 6 1 4
Permitted Phases 4
Actuated Green, G (s) 51.8 28.5 26.5 82.8 22.2 54.2
Effective Green, g (s) 51.8 28.5 26.5 82.8 22.2 48.7
Actuated g/C Ratio 0.45 0.25 0.23 0.72 0.19 0.42
Clearance Time (s) 4.5 4.5 4.5 5.5
Vehicle Extension (s) 3.0 4.0 4.0 3.0
Lane Grp Cap (vph) 722 334 354 1144 258 589
v/s Ratio Prot c0.26 0.10 c0.19 0.19 0.11
v/s Ratio Perm c0.12
v/c Ratio 0.59 0.41 0.82 0.27 0.65 0.26
Uniform Delay, d1 23.6 36.2 42.0 5.6 42.8 21.4
Progression Factor 1.00 1.00 1.31 1.33 1.00 1.00
Incremental Delay, d2 3.5 3.7 12.3 0.5 5.5 0.3
Delay (s) 27.1 39.9 67.4 8.0 48.3 21.8
Level of Service C D E A D C
Approach Delay (s) 30.9 36.7 30.7
Approach LOS C D C
Intersection Summary
HCM 2000 Control Delay 32.9 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.67
Actuated Cycle Length (s) 115.0 Sum of lost time (s) 16.5
Intersection Capacity Utilization 61.6% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Option B: Preferred Geometry Phasing, Reduced Volumes
2: New South St /State St & Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø10 Ø11
Lane Configurations
Traffic Volume (vph) 148 251 321 131 212 2 201 120 171 20 119 81
Future Volume (vph) 148 251 321 131 212 2 201 120 171 20 119 81
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 150 0 100 300 0 100
Storage Lanes 1 1 1 0 0 1 0 1
Taper Length (ft) 50 50 50 50
Right Turn on Red No No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 209 1362 1079 1831
Travel Time (s) 5.7 37.1 29.4 49.9
Confl. Peds. (#/hr) 19 42 37
Confl. Bikes (#/hr) 2
Peak Hour Factor 0.93 0.93 0.93 0.91 0.91 0.91 0.97 0.97 0.97 0.88 0.88 0.88
Heavy Vehicles (%) 1% 3% 5% 9% 8% 0% 3% 2% 3% 0% 4% 3%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 159 270 345 144 235 0 0 331 176 0 158 92
Turn Type Prot NA custom Prot NA Split NA pm+ov Split NA pm+ov
Protected Phases 52816 8817751011
Permitted Phases 11 8 7
Detector Phase 5 2 8 11 1 6 8 8 1 8 7 7 5 7
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 10.0 23.0 22.5 10.5 19.0 22.5 22.5 10.5 24.5 24.5 10.0 22.0 11.0
Total Split (s) 18.0 31.5 39.0 20.0 33.5 39.0 39.0 20.0 24.5 24.5 18.0 22.0 12.0
Total Split (%) 15.7% 27.4% 33.9% 17.4% 29.1% 33.9% 33.9% 17.4% 21.3% 21.3% 15.7% 19% 10%
Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 2.0 3.0
All-Red Time (s) 2.0 4.0 5.5 2.5 4.0 5.5 5.5 2.5 4.5 4.5 2.0 0.0 3.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5 7.5 5.0
Lead/Lag Lead Lead Lead Lag Lag Lead Lead Lag Lag Lag Lead Lead Lag
Lead-Lag Optimize?
Recall Mode None C-Max Ped None C-Max Ped Ped None None None None Ped None
v/c Ratio 0.91 0.70 0.91 0.80 0.66 0.84 0.30 0.76 0.19
Control Delay 108.7 64.4 55.4 79.1 49.8 60.2 4.0 70.5 0.8
Queue Delay 17.0 59.5 52.0 0.0 0.4 59.1 0.0 0.0 0.2
Total Delay 125.7 124.0 107.4 79.1 50.1 119.3 4.0 70.5 1.0
Queue Length 50th (ft) 124 192 221 105 162 229 0 112 0
Queue Length 95th (ft) #253 #326 #377 #213 #277 #372 38 #191 0
Internal Link Dist (ft) 129 1282 999 1751
Turn Bay Length (ft) 150 300 100
Base Capacity (vph) 175 388 395 181 357 414 596 234 508
Starvation Cap Reductn 15 146 104 0 0 0 0 0 0
Spillback Cap Reductn 000011 1950 0107
Storage Cap Reductn 00000 00 00
Reduced v/c Ratio 0.99 1.12 1.19 0.80 0.68 1.51 0.30 0.68 0.23
Intersection Summary
Area Type: CBD
Cycle Length: 115
Actuated Cycle Length: 115
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green, Master Intersection
Natural Cycle: 90
Control Type: Actuated-Coordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 2: New South St /State St & Main St
Lanes, Volumes, Timings Option B: Preferred Geometry Phasing, Reduced Volumes
2: New South St /State St & Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 4
Lane Group Ø12
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Right Turn on Red
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases 12
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s) 5.0
Minimum Split (s) 7.0
Total Split (s) 17.5
Total Split (%) 15%
Yellow Time (s) 2.0
All-Red Time (s) 0.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode Max
v/c Ratio
Control Delay
Queue Delay
Total Delay
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
HCM Signalized Intersection Capacity Analysis Option B: Preferred Geometry Phasing, Reduced Volumes
2: New South St /State St & Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 148 251 321 131 212 2 201 120 171 20 119 81
Future Volume (vph) 148 251 321 131 212 2 201 120 171 20 119 81
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5 7.5 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.87 1.00 0.95
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.97 1.00 0.99 1.00
Satd. Flow (prot) 1555 1605 1338 1441 1375 1562 1192 1587 1301
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.97 1.00 0.99 1.00
Satd. Flow (perm) 1555 1605 1338 1441 1375 1562 1192 1587 1301
Peak-hour factor, PHF 0.93 0.93 0.93 0.91 0.91 0.91 0.97 0.97 0.97 0.88 0.88 0.88
Adj. Flow (vph) 159 270 345 144 233 2 207 124 176 23 135 92
RTOR Reduction (vph)000000001090069
Lane Group Flow (vph) 159 270 345 144 235 0 0 331 67 0 158 23
Confl. Peds. (#/hr) 19 42 37
Confl. Bikes (#/hr) 2
Heavy Vehicles (%) 1% 3% 5% 9% 8% 0% 3% 2% 3% 0% 4% 3%
Parking (#/hr) 0 0
Turn Type Prot NA custom Prot NA Split NA pm+ov Split NA pm+ov
Protected Phases 52816 881775
Permitted Phases 11 8 7
Actuated Green, G (s) 13.0 27.8 35.0 14.5 29.8 29.0 43.5 15.2 28.2
Effective Green, g (s) 13.0 27.8 35.0 14.5 29.8 29.0 43.5 15.2 28.2
Actuated g/C Ratio 0.11 0.24 0.30 0.13 0.26 0.25 0.38 0.13 0.25
Clearance Time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5 7.5 5.0
Vehicle Extension (s) 3.0 4.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 175 387 407 181 356 393 507 209 319
v/s Ratio Prot c0.10 c0.17 c0.21 c0.10 c0.17 0.21 0.02 c0.10 0.01
v/s Ratio Perm 0.04 0.04 0.01
v/c Ratio 0.91 0.70 0.85 0.80 0.66 0.84 0.13 0.76 0.07
Uniform Delay, d1 50.4 39.8 37.5 48.8 38.1 40.8 23.4 48.1 33.3
Progression Factor 1.30 1.34 0.75 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 39.3 9.0 13.7 21.0 9.3 15.0 0.1 14.4 0.1
Delay (s) 104.8 62.1 41.7 69.8 47.3 55.8 23.5 62.5 33.4
Level of Service F E D E D E C E C
Approach Delay (s) 61.8 55.9 44.6 51.8
Approach LOS E E D D
Intersection Summary
HCM 2000 Control Delay 54.8 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.84
Actuated Cycle Length (s) 115.0 Sum of lost time (s) 28.5
Intersection Capacity Utilization 66.3% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
SimTraffic Simulation Summary
Option B: Preferred Geometry Phasing, Reduced Volumes AM Peak
Northampton - Main St SimTraffic Report
Page 1
Summary of All Intervals
Run Number 1 10 23456
Start Time 7:55 7:55 7:55 7:55 7:55 7:55 7:55
End Time 9:00 9:00 9:00 9:00 9:00 9:00 9:00
Total Time (min) 65 65 65 65 65 65 65
Time Recorded (min) 60 60 60 60 60 60 60
# of Intervals 5555555
# of Recorded Intervals 4444444
Vehs Entered 2226 2159 2206 2178 2130 2117 2179
Vehs Exited 2225 2126 2159 2154 2128 2100 2143
Starting Vehs 78 70 68 85 78 68 69
Ending Vehs 79 103 115 109 80 85 105
Travel Distance (mi) 1131 1087 1112 1106 1087 1079 1102
Travel Time (hr) 122.4 93.8 123.6 92.5 94.7 94.1 94.0
Total Delay (hr) 74.5 47.8 76.5 45.8 48.6 48.5 47.5
Total Stops 3269 2964 3415 2960 3040 3062 3049
Fuel Used (gal) 54.3 46.8 54.6 46.9 47.4 46.7 47.6
Summary of All Intervals
Run Number 7 8 9 Avg
Start Time 7:55 7:55 7:55 7:55
End Time 9:00 9:00 9:00 9:00
Total Time (min) 65 65 65 65
Time Recorded (min) 60 60 60 60
# of Intervals 5555
# of Recorded Intervals 4444
Vehs Entered 2125 2174 2195 2168
Vehs Exited 2107 2164 2154 2144
Starting Vehs 80 70 88 75
Ending Vehs 98 80 129 97
Travel Distance (mi) 1079 1101 1098 1098
Travel Time (hr) 89.9 116.2 97.2 101.8
Total Delay (hr) 44.4 69.7 50.8 55.4
Total Stops 2898 3300 3107 3106
Fuel Used (gal) 45.5 52.7 47.9 49.0
Interval #0 Information Seed
Start Time 7:55
End Time 8:00
Total Time (min) 5
Volumes adjusted by Anti PHF.
No data recorded this interval.
SimTraffic Simulation Summary
Option B: Preferred Geometry Phasing, Reduced Volumes AM Peak
Northampton - Main St SimTraffic Report
Page 2
Interval #1 Information Record1
Start Time 8:00
End Time 8:15
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 564 500 571 508 508 466 491
Vehs Exited 517 467 494 512 474 460 471
Starting Vehs 78 70 68 85 78 68 69
Ending Vehs 125 103 145 81 112 74 89
Travel Distance (mi) 274 247 266 263 248 240 245
Travel Time (hr) 28.6 18.8 27.0 21.6 21.2 18.1 20.9
Total Delay (hr) 17.0 8.4 15.7 10.5 10.6 7.9 10.7
Total Stops 802 616 803 679 686 565 693
Fuel Used (gal) 12.9 10.1 12.4 11.1 10.7 9.7 10.6
Interval #1 Information Record1
Start Time 8:00
End Time 8:15
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 517 527 521 517
Vehs Exited 511 501 538 494
Starting Vehs 80 70 88 75
Ending Vehs 86 96 71 100
Travel Distance (mi) 262 259 267 257
Travel Time (hr) 20.7 19.6 20.7 21.7
Total Delay (hr) 9.6 8.7 9.5 10.9
Total Stops 678 654 665 681
Fuel Used (gal) 10.7 10.6 11.0 11.0
Interval #2 Information Record2
Start Time 8:15
End Time 8:30
Total Time (min) 15
Volumes adjusted by PHF.
Run Number 1 10 23456
Vehs Entered 590 581 565 573 546 590 576
Vehs Exited 591 594 581 550 554 549 550
Starting Vehs 125 103 145 81 112 74 89
Ending Vehs 124 90 129 104 104 115 115
Travel Distance (mi) 298 297 293 287 282 287 284
Travel Time (hr) 35.5 27.4 35.8 23.8 27.6 25.7 23.7
Total Delay (hr) 22.9 14.8 23.4 11.7 15.6 13.6 11.7
Total Stops 799 854 848 755 884 851 732
Fuel Used (gal) 15.0 13.3 15.2 12.1 13.0 12.4 12.1
Interval #2 Information Record2
Start Time 8:15
End Time 8:30
Total Time (min) 15
Volumes adjusted by PHF.
Run Number 7 8 9 Avg
Vehs Entered 569 613 590 579
Vehs Exited 572 550 547 564
Starting Vehs 86 96 71 100
Ending Vehs 83 159 114 112
Travel Distance (mi) 286 291 285 289
Travel Time (hr) 21.9 36.4 24.2 28.2
Total Delay (hr) 9.9 24.2 12.1 16.0
Total Stops 704 993 808 822
Fuel Used (gal) 11.5 15.1 12.1 13.2
SimTraffic Simulation Summary
Option B: Preferred Geometry Phasing, Reduced Volumes AM Peak
Northampton - Main St SimTraffic Report
Page 3
Interval #3 Information Record3
Start Time 8:30
End Time 8:45
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 553 526 543 547 532 540 515
Vehs Exited 547 527 546 557 552 548 552
Starting Vehs 124 90 129 104 104 115 115
Ending Vehs 130 89 126 94 84 107 78
Travel Distance (mi) 282 268 281 281 278 278 275
Travel Time (hr) 33.3 24.3 29.7 21.8 23.1 26.7 24.1
Total Delay (hr) 21.3 12.9 17.8 9.9 11.2 15.0 12.4
Total Stops 879 746 847 696 740 834 786
Fuel Used (gal) 14.1 11.8 13.4 11.5 11.9 12.7 12.1
Interval #3 Information Record3
Start Time 8:30
End Time 8:45
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 497 495 519 525
Vehs Exited 484 555 547 540
Starting Vehs 83 159 114 112
Ending Vehs 96 99 86 98
Travel Distance (mi) 253 272 275 274
Travel Time (hr) 21.1 34.2 22.7 26.1
Total Delay (hr) 10.4 22.6 11.0 14.5
Total Stops 640 899 748 781
Fuel Used (gal) 10.8 14.4 11.6 12.4
Interval #4 Information Record4
Start Time 8:45
End Time 9:00
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 519 552 527 550 544 521 597
Vehs Exited 570 538 538 535 548 543 570
Starting Vehs 130 89 126 94 84 107 78
Ending Vehs 79 103 115 109 80 85 105
Travel Distance (mi) 277 274 273 275 278 274 299
Travel Time (hr) 25.1 23.2 31.1 25.4 22.8 23.5 25.3
Total Delay (hr) 13.3 11.7 19.6 13.8 11.1 12.0 12.7
Total Stops 789 748 917 830 730 812 838
Fuel Used (gal) 12.3 11.6 13.6 12.3 11.8 11.9 12.8
Interval #4 Information Record4
Start Time 8:45
End Time 9:00
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 542 539 565 545
Vehs Exited 540 558 522 547
Starting Vehs 96 99 86 98
Ending Vehs 98 80 129 97
Travel Distance (mi) 277 280 271 278
Travel Time (hr) 26.2 26.0 29.6 25.8
Total Delay (hr) 14.4 14.2 18.1 14.1
Total Stops 876 754 886 819
Fuel Used (gal) 12.5 12.5 13.2 12.4
SimTraffic Performance Report
Option B: Preferred Geometry Phasing, Reduced Volumes AM Peak
Northampton - Main St SimTraffic Report
Page 4
1: West St & Elm St/Main St Performance by movement
Movement EBT EBR WBL WBT NBL NBR All
Vehicles Entered 412 180 247 272 164 313 1588
Vehicles Exited 406 178 247 271 165 310 1577
Hourly Exit Rate 406 178 247 271 165 310 1577
Input Volume 423 183 252 278 157 309 1602
% of Volume 96 97 98 97 105 100 98
2: New South St /State St & Main St Performance by movement
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR All
Vehicles Entered 147 273 307 126 209 2 204 126 173 19 117 77 1780
Vehicles Exited 146 271 306 125 207 2 200 123 173 20 118 77 1768
Hourly Exit Rate 146 271 306 125 207 2 200 123 173 20 118 77 1768
Input Volume 148 274 321 131 212 2 201 120 171 20 119 81 1800
% of Volume 99 99 95 95 98 100 100 102 101 100 99 95 98
Total Network Performance
Vehicles Entered 2168
Vehicles Exited 2144
Hourly Exit Rate 2144
Input Volume 5548
% of Volume 39
Queuing and Blocking Report
Option B: Preferred Geometry Phasing, Reduced Volumes AM Peak
Northampton - Main St SimTraffic Report
Page 5
Intersection: 1: West St & Elm St/Main St
Movement EB EB WB WB NB NB
Directions Served T R L T L R
Maximum Queue (ft) 601 140 185 218 130 849
Average Queue (ft) 296 116 142 157 119 441
95th Queue (ft) 505 178 182 248 156 953
Link Distance (ft) 1253 151 151 1255
Upstream Blk Time (%) 14 18 2
Queuing Penalty (veh) 34 44 0
Storage Bay Dist (ft) 60 80
Storage Blk Time (%) 43 26 44 36
Queuing Penalty (veh) 78 111 137 57
Intersection: 2: New South St /State St & Main St
Movement EB EB EB WB WB NB NB SB SB
Directions Served L T R L TR LT R LT R
Maximum Queue (ft) 179 190 200 195 283 795 350 436 150
Average Queue (ft) 105 140 127 101 133 421 172 156 57
95th Queue (ft) 176 210 206 185 231 877 418 367 143
Link Distance (ft) 151 151 151 1324 1044 1778
Upstream Blk Time (%) 6 15 6 5
Queuing Penalty (veh) 15 36 15 0
Storage Bay Dist (ft) 150 300 100
Storage Blk Time (%) 4 8 29 0 27 0
Queuing Penalty (veh) 8 11 49 0 22 0
Network Summary
Network wide Queuing Penalty: 617
Lanes, Volumes, Timings Option B: Preferred Geometry Phasing, Reduced Volumes
1: West St & Elm St/Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBT EBR WBL WBT NBL NBR Ø2
Lane Configurations
Traffic Volume (vph) 455 87 265 326 78 322
Future Volume (vph) 455 87 265 326 78 322
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 60 0 80 0
Storage Lanes 1 1 1 1
Taper Length (ft) 50 50
Right Turn on Red Yes Yes
Link Speed (mph) 25 25 25
Link Distance (ft) 1307 209 1315
Travel Time (s) 35.6 5.7 35.9
Confl. Peds. (#/hr) 50
Peak Hour Factor 0.82 0.82 0.90 0.90 0.86 0.86
Heavy Vehicles (%) 2% 2% 1% 2% 0% 1%
Shared Lane Traffic (%)
Lane Group Flow (vph) 555 106 294 362 91 374
Turn Type NA custom Prot NA Perm pt+ov
Protected Phases 2 9 9 1 6 1 4 2
Permitted Phases 4
Detector Phase 2 9 91641 4
Switch Phase
Minimum Initial (s) 5.0 5.0 10.0 5.0 7.0
Minimum Split (s) 9.5 9.5 20.5 27.5 19.0
Total Split (s) 35.5 33.0 87.5 27.5 19.0
Total Split (%) 30.9% 28.7% 76.1% 23.9% 17%
Yellow Time (s) 3.0 3.0 3.0 3.0 2.0
All-Red Time (s) 1.5 1.5 1.5 2.5 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 5.5
Lead/Lag Lead Lag
Lead-Lag Optimize?
Recall Mode Max Min C-Max Ped C-Min
v/c Ratio 0.72 0.27 0.84 0.31 0.35 0.49
Control Delay 31.1 26.3 70.1 8.7 44.7 9.8
Queue Delay 3.0 0.0 61.8 3.2 0.0 1.1
Total Delay 34.1 26.3 131.9 11.8 44.7 10.9
Queue Length 50th (ft) 331 45 228 93 59 63
Queue Length 95th (ft) 408 83 m296 m123 105 127
Internal Link Dist (ft) 1227 129 1235
Turn Bay Length (ft) 60 80
Base Capacity (vph) 774 391 385 1169 261 791
Starvation Cap Reductn 0 0 194 690 0 0
Spillback Cap Reductn 128 0000210
Storage Cap Reductn 000000
Reduced v/c Ratio 0.86 0.27 1.54 0.76 0.35 0.64
Intersection Summary
Area Type: CBD
Cycle Length: 115
Actuated Cycle Length: 115
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: West St & Elm St/Main St
HCM Signalized Intersection Capacity Analysis Option B: Preferred Geometry Phasing, Reduced Volumes
1: West St & Elm St/Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 455 87 265 326 78 322
Future Volume (vph) 455 87 265 326 78 322
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 2.0 4.5 4.5 4.5 5.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 0.87 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1621 1378 1555 1621 1365 1391
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1621 1378 1555 1621 1365 1391
Peak-hour factor, PHF 0.82 0.82 0.90 0.90 0.86 0.86
Adj. Flow (vph) 555 106 294 362 91 374
RTOR Reduction (vph) 0 20 0 0 0 130
Lane Group Flow (vph) 555 86 294 362 91 244
Confl. Peds. (#/hr) 50
Heavy Vehicles (%) 2% 2% 1% 2% 0% 1%
Turn Type NA custom Prot NA Perm pt+ov
Protected Phases 2 9 9 1 6 1 4
Permitted Phases 4
Actuated Green, G (s) 52.4 31.0 26.1 83.0 22.0 53.6
Effective Green, g (s) 52.4 31.0 26.1 83.0 22.0 48.1
Actuated g/C Ratio 0.46 0.27 0.23 0.72 0.19 0.42
Clearance Time (s) 4.5 4.5 4.5 5.5
Vehicle Extension (s) 3.0 4.0 4.0 3.0
Lane Grp Cap (vph) 738 371 352 1169 261 581
v/s Ratio Prot c0.34 0.06 c0.19 0.22 c0.18
v/s Ratio Perm 0.07
v/c Ratio 0.75 0.23 0.84 0.31 0.35 0.42
Uniform Delay, d1 25.9 32.7 42.4 5.7 40.3 23.6
Progression Factor 1.00 1.00 1.28 1.39 1.00 1.00
Incremental Delay, d2 7.0 1.4 12.8 0.5 0.8 0.7
Delay (s) 32.9 34.2 67.0 8.5 41.1 24.3
Level of Service C C E A D C
Approach Delay (s) 33.1 34.7 27.6
Approach LOS C C C
Intersection Summary
HCM 2000 Control Delay 32.2 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.71
Actuated Cycle Length (s) 115.0 Sum of lost time (s) 16.5
Intersection Capacity Utilization 59.4% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Option B: Preferred Geometry Phasing, Reduced Volumes
2: New South St /State St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø10 Ø11
Lane Configurations
Traffic Volume (vph) 151 302 339 197 223 11 220 100 106 19 145 104
Future Volume (vph) 151 302 339 197 223 11 220 100 106 19 145 104
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 150 0 100 300 0 100
Storage Lanes 1 1 1 0 0 1 0 1
Taper Length (ft) 50 50 50 50
Right Turn on Red No No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 209 1362 1079 1831
Travel Time (s) 5.7 37.1 29.4 49.9
Confl. Peds. (#/hr) 13 100 110
Confl. Bikes (#/hr) 15 2
Peak Hour Factor 0.90 0.90 0.90 0.91 0.91 0.91 0.93 0.93 0.93 0.83 0.83 0.83
Heavy Vehicles (%) 0% 2% 1% 2% 6% 0% 2% 0% 4% 0% 0% 1%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 168 336 377 216 257 0 0 345 114 0 198 125
Turn Type Prot NA custom Prot NA Split NA pm+ov Split NA pm+ov
Protected Phases 52816 8817751011
Permitted Phases 11 8 7
Detector Phase 5 2 8 11 1 6 8 8 1 8 7 7 5 7
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 10.0 23.0 22.5 10.5 19.0 22.5 22.5 10.5 24.5 24.5 10.0 22.0 11.0
Total Split (s) 18.0 32.0 36.5 22.0 36.0 36.5 36.5 22.0 24.5 24.5 18.0 22.0 12.0
Total Split (%) 15.7% 27.8% 31.7% 19.1% 31.3% 31.7% 31.7% 19.1% 21.3% 21.3% 15.7% 19% 10%
Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 2.0 3.0
All-Red Time (s) 2.0 4.0 5.5 2.5 4.0 5.5 5.5 2.5 4.5 4.5 2.0 0.0 3.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5 7.5 5.0
Lead/Lag Lead Lead Lead Lag Lag Lead Lead Lag Lag Lag Lead Lead Lag
Lead-Lag Optimize?
Recall Mode None C-Max Ped None C-Max Ped Ped None None None None Ped None
v/c Ratio 0.95 0.95 0.99 0.98 0.73 0.90 0.23 0.82 0.26
Control Delay 110.5 91.3 69.8 106.1 53.3 69.8 1.5 73.9 1.3
Queue Delay 26.3 47.9 37.9 0.0 0.7 54.6 0.0 0.0 0.3
Total Delay 136.8 139.3 107.7 106.1 54.0 124.4 1.5 73.9 1.6
Queue Length 50th (ft) 131 258 245 161 175 248 0 144 0
Queue Length 95th (ft) m#246 #438 #447 #317 #293 #420 6 #232 0
Internal Link Dist (ft) 129 1282 999 1751
Turn Bay Length (ft) 150 300 100
Base Capacity (vph) 177 352 381 220 350 383 506 242 484
Starvation Cap Reductn 17 151 102 0 0 0 0 0 0
Spillback Cap Reductn 000011 1770 0105
Storage Cap Reductn 00000 00 00
Reduced v/c Ratio 1.05 1.67 1.35 0.98 0.76 1.67 0.23 0.82 0.33
Intersection Summary
Area Type: CBD
Cycle Length: 115
Actuated Cycle Length: 115
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green, Master Intersection
Natural Cycle: 110
Control Type: Actuated-Coordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 2: New South St /State St & Main St
Lanes, Volumes, Timings Option B: Preferred Geometry Phasing, Reduced Volumes
2: New South St /State St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 4
Lane Group Ø12
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Right Turn on Red
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases 12
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s) 5.0
Minimum Split (s) 7.0
Total Split (s) 20.0
Total Split (%) 17%
Yellow Time (s) 2.0
All-Red Time (s) 0.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode Max
v/c Ratio
Control Delay
Queue Delay
Total Delay
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
HCM Signalized Intersection Capacity Analysis Option B: Preferred Geometry Phasing, Reduced Volumes
2: New South St /State St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 151 302 339 197 223 11 220 100 106 19 145 104
Future Volume (vph) 151 302 339 197 223 11 220 100 106 19 145 104
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5 7.5 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.73 1.00 0.87
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.99 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.97 1.00 0.99 1.00
Satd. Flow (prot) 1570 1621 1391 1540 1391 1576 992 1643 1208
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.97 1.00 0.99 1.00
Satd. Flow (perm) 1570 1621 1391 1540 1391 1576 992 1643 1208
Peak-hour factor, PHF 0.90 0.90 0.90 0.91 0.91 0.91 0.93 0.93 0.93 0.83 0.83 0.83
Adj. Flow (vph) 168 336 377 216 245 12 237 108 114 23 175 125
RTOR Reduction (vph)00000000700092
Lane Group Flow (vph) 168 336 377 216 257 0 0 345 44 0 198 33
Confl. Peds. (#/hr) 13 100 110
Confl. Bikes (#/hr) 15 2
Heavy Vehicles (%) 0% 2% 1% 2% 6% 0% 2% 0% 4% 0% 0% 1%
Parking (#/hr) 0 0
Turn Type Prot NA custom Prot NA Split NA pm+ov Split NA pm+ov
Protected Phases 52816 881775
Permitted Phases 11 8 7
Actuated Green, G (s) 13.0 25.0 34.0 16.5 29.0 28.0 44.5 17.0 30.0
Effective Green, g (s) 13.0 25.0 34.0 16.5 29.0 28.0 44.5 17.0 30.0
Actuated g/C Ratio 0.11 0.22 0.30 0.14 0.25 0.24 0.39 0.15 0.26
Clearance Time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5 7.5 5.0
Vehicle Extension (s) 3.0 4.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 177 352 411 220 350 383 431 242 315
v/s Ratio Prot 0.11 c0.21 c0.22 c0.14 c0.18 0.22 0.01 c0.12 0.01
v/s Ratio Perm 0.05 0.03 0.02
v/c Ratio 0.95 0.95 0.92 0.98 0.73 0.90 0.10 0.82 0.10
Uniform Delay, d1 50.7 44.4 39.1 49.1 39.5 42.2 22.5 47.5 32.3
Progression Factor 1.25 1.34 0.77 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 45.3 32.6 20.9 55.2 12.8 23.5 0.1 18.9 0.1
Delay (s) 108.6 92.1 50.9 104.3 52.3 65.6 22.6 66.4 32.4
Level of Service F F D F D E C E C
Approach Delay (s) 77.6 76.0 55.0 53.3
Approach LOS E E D D
Intersection Summary
HCM 2000 Control Delay 68.7 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.96
Actuated Cycle Length (s) 115.0 Sum of lost time (s) 28.5
Intersection Capacity Utilization 87.0% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
SimTraffic Simulation Summary
Option B: Preferred Geometry Phasing, Reduced Volumes PM Peak
Northampton - Main St SimTraffic Report
Page 1
Summary of All Intervals
Run Number 1 10 23456
Start Time 4:40 4:40 4:40 4:40 4:40 4:40 4:40
End Time 5:45 5:45 5:45 5:45 5:45 5:45 5:45
Total Time (min) 65 65 65 65 65 65 65
Time Recorded (min) 60 60 60 60 60 60 60
# of Intervals 5555555
# of Recorded Intervals 4444444
Vehs Entered 2164 2084 2230 2163 2117 2032 2197
Vehs Exited 2127 2076 2168 2110 2062 2030 2156
Starting Vehs 71 85 89 87 72 75 74
Ending Vehs 108 93 151 140 127 77 115
Travel Distance (mi) 1096 1063 1117 1087 1073 1034 1106
Travel Time (hr) 129.7 106.4 130.5 130.9 121.2 111.4 133.7
Total Delay (hr) 83.4 61.3 83.3 85.1 75.9 67.7 86.9
Total Stops 3552 3069 3604 3136 3241 3142 3589
Fuel Used (gal) 55.5 49.2 56.3 55.4 53.1 49.9 56.6
Summary of All Intervals
Run Number 7 8 9 Avg
Start Time 4:40 4:40 4:40 4:40
End Time 5:45 5:45 5:45 5:45
Total Time (min) 65 65 65 65
Time Recorded (min) 60 60 60 60
# of Intervals 5555
# of Recorded Intervals 4444
Vehs Entered 2082 2161 2168 2141
Vehs Exited 2085 2144 2163 2113
Starting Vehs 76 78 86 81
Ending Vehs 73 95 91 108
Travel Distance (mi) 1061 1098 1102 1084
Travel Time (hr) 99.4 111.0 115.0 118.9
Total Delay (hr) 54.7 64.7 68.4 73.1
Total Stops 3050 3149 3282 3283
Fuel Used (gal) 47.8 51.3 52.1 52.7
Interval #0 Information Seed
Start Time 4:40
End Time 4:45
Total Time (min) 5
Volumes adjusted by Anti PHF.
No data recorded this interval.
SimTraffic Simulation Summary
Option B: Preferred Geometry Phasing, Reduced Volumes PM Peak
Northampton - Main St SimTraffic Report
Page 2
Interval #1 Information Record1
Start Time 4:45
End Time 5:00
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 507 504 573 504 530 480 491
Vehs Exited 474 504 537 495 512 476 478
Starting Vehs 71 85 89 87 72 75 74
Ending Vehs 104 85 125 96 90 79 87
Travel Distance (mi) 248 256 282 255 270 241 248
Travel Time (hr) 21.9 18.9 25.0 19.8 22.5 18.3 19.2
Total Delay (hr) 11.5 8.1 13.0 9.1 11.1 8.1 8.7
Total Stops 656 597 799 644 728 582 622
Fuel Used (gal) 10.9 10.3 12.5 10.4 11.5 9.9 10.2
Interval #1 Information Record1
Start Time 4:45
End Time 5:00
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 529 494 544 518
Vehs Exited 505 478 529 500
Starting Vehs 76 78 86 81
Ending Vehs 100 94 101 96
Travel Distance (mi) 265 248 271 259
Travel Time (hr) 21.7 21.7 24.0 21.3
Total Delay (hr) 10.5 11.2 12.6 10.4
Total Stops 669 662 750 669
Fuel Used (gal) 11.1 10.9 11.8 11.0
Interval #2 Information Record2
Start Time 5:00
End Time 5:15
Total Time (min) 15
Volumes adjusted by PHF.
Run Number 1 10 23456
Vehs Entered 652 578 586 608 576 606 660
Vehs Exited 571 531 562 551 533 528 558
Starting Vehs 104 85 125 96 90 79 87
Ending Vehs 185 132 149 153 133 157 189
Travel Distance (mi) 303 282 294 298 279 280 298
Travel Time (hr) 36.5 27.6 34.6 28.6 26.4 31.6 38.3
Total Delay (hr) 23.7 15.6 22.2 16.0 14.6 19.9 25.7
Total Stops 1086 829 989 849 840 974 1048
Fuel Used (gal) 15.3 12.9 14.8 13.5 12.6 13.7 15.6
Interval #2 Information Record2
Start Time 5:00
End Time 5:15
Total Time (min) 15
Volumes adjusted by PHF.
Run Number 7 8 9 Avg
Vehs Entered 592 617 603 609
Vehs Exited 551 576 520 548
Starting Vehs 100 94 101 96
Ending Vehs 141 135 184 154
Travel Distance (mi) 290 300 286 291
Travel Time (hr) 33.4 29.4 32.8 31.9
Total Delay (hr) 21.2 16.8 20.7 19.6
Total Stops 1009 816 961 937
Fuel Used (gal) 14.4 13.7 14.1 14.1
SimTraffic Simulation Summary
Option B: Preferred Geometry Phasing, Reduced Volumes PM Peak
Northampton - Main St SimTraffic Report
Page 3
Interval #3 Information Record3
Start Time 5:15
End Time 5:30
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 508 484 525 531 518 478 509
Vehs Exited 563 491 531 523 490 501 557
Starting Vehs 185 132 149 153 133 157 189
Ending Vehs 130 125 143 161 161 134 141
Travel Distance (mi) 281 254 272 262 259 252 278
Travel Time (hr) 38.3 31.1 34.5 39.6 36.0 35.8 40.6
Total Delay (hr) 26.4 20.3 23.0 28.6 25.1 25.3 28.9
Total Stops 924 777 915 881 884 806 932
Fuel Used (gal) 15.5 13.1 14.4 15.1 14.4 14.2 16.0
Interval #3 Information Record3
Start Time 5:15
End Time 5:30
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 513 529 512 512
Vehs Exited 570 557 594 538
Starting Vehs 141 135 184 154
Ending Vehs 84 107 102 131
Travel Distance (mi) 272 280 283 269
Travel Time (hr) 26.3 33.6 31.6 34.7
Total Delay (hr) 14.7 21.8 19.5 23.4
Total Stops 789 855 836 858
Fuel Used (gal) 12.5 14.2 13.9 14.3
Interval #4 Information Record4
Start Time 5:30
End Time 5:45
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 497 518 546 520 493 468 537
Vehs Exited 519 550 538 541 527 525 563
Starting Vehs 130 125 143 161 161 134 141
Ending Vehs 108 93 151 140 127 77 115
Travel Distance (mi) 264 271 268 273 265 261 282
Travel Time (hr) 33.0 28.8 36.5 42.9 36.3 25.6 35.6
Total Delay (hr) 21.8 17.3 25.2 31.4 25.1 14.5 23.6
Total Stops 886 866 901 762 789 780 987
Fuel Used (gal) 13.9 12.9 14.6 16.3 14.5 12.0 14.7
Interval #4 Information Record4
Start Time 5:30
End Time 5:45
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 448 521 509 505
Vehs Exited 459 533 520 527
Starting Vehs 84 107 102 131
Ending Vehs 73 95 91 108
Travel Distance (mi) 234 270 261 265
Travel Time (hr) 18.1 26.3 26.6 31.0
Total Delay (hr) 8.3 14.9 15.6 19.8
Total Stops 583 816 735 811
Fuel Used (gal) 9.7 12.5 12.3 13.4
SimTraffic Performance Report
Option B: Preferred Geometry Phasing, Reduced Volumes PM Peak
Northampton - Main St SimTraffic Report
Page 4
1: West St & Elm St/Main St Performance by movement
Movement EBT EBR WBL WBT NBL NBR All
Vehicles Entered 460 88 267 321 72 309 1517
Vehicles Exited 457 87 264 319 71 300 1498
Hourly Exit Rate 457 87 264 319 71 300 1498
Input Volume 455 87 265 336 78 322 1543
% of Volume 100 100 100 95 91 93 97
2: New South St /State St & Main St Performance by movement
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR All
Vehicles Entered 149 307 328 198 224 11 218 100 111 17 150 102 1915
Vehicles Exited 150 304 330 196 222 11 213 97 108 17 146 101 1895
Hourly Exit Rate 150 304 330 196 222 11 213 97 108 17 146 101 1895
Input Volume 151 316 339 197 223 11 220 100 106 19 145 104 1930
% of Volume 100 96 97 99 99 98 97 97 102 88 101 97 98
Total Network Performance
Vehicles Entered 2141
Vehicles Exited 2113
Hourly Exit Rate 2113
Input Volume 5600
% of Volume 38
Queuing and Blocking Report
Option B: Preferred Geometry Phasing, Reduced Volumes PM Peak
Northampton - Main St SimTraffic Report
Page 5
Intersection: 1: West St & Elm St/Main St
Movement EB EB WB WB NB NB
Directions Served T R L T L R
Maximum Queue (ft) 758 140 187 227 130 946
Average Queue (ft) 367 82 144 161 91 443
95th Queue (ft) 719 175 185 248 165 1009
Link Distance (ft) 1253 151 151 1255
Upstream Blk Time (%) 15 19 3
Queuing Penalty (veh) 42 52 0
Storage Bay Dist (ft) 60 80
Storage Blk Time (%) 49 8 9 62
Queuing Penalty (veh) 44 34 28 49
Intersection: 2: New South St /State St & Main St
Movement EB EB EB WB WB NB NB SB SB
Directions Served L T R L TR LT R LT R
Maximum Queue (ft) 189 194 203 200 404 972 350 615 150
Average Queue (ft) 115 161 137 153 193 569 203 247 84
95th Queue (ft) 183 213 212 230 357 1083 461 610 180
Link Distance (ft) 151 151 151 1324 1044 1778
Upstream Blk Time (%) 10 27 9 7
Queuing Penalty (veh) 26 72 23 0
Storage Bay Dist (ft) 150 300 100
Storage Blk Time (%) 16 15 51 0 44 0
Queuing Penalty (veh) 36 30 54 0 47 0
Network Summary
Network wide Queuing Penalty: 537
Lanes, Volumes, Timings Option C: Preferred Geometry Phasing, No State St Approach
1: West St & Elm St/Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBT EBR WBL WBT NBL NBR Ø2
Lane Configurations
Traffic Volume (vph) 589 226 258 232 174 343
Future Volume (vph) 589 226 258 232 174 343
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 60 0 80 0
Storage Lanes 1 1 1 1
Taper Length (ft) 50 50
Right Turn on Red Yes Yes
Link Speed (mph) 25 25 25
Link Distance (ft) 1307 209 1315
Travel Time (s) 35.6 5.7 35.9
Confl. Peds. (#/hr) 11 11
Peak Hour Factor 1.00 1.00 0.87 0.87 0.94 0.94
Heavy Vehicles (%) 3% 4% 2% 4% 2% 1%
Shared Lane Traffic (%)
Lane Group Flow (vph) 589 226 297 267 185 365
Turn Type NA custom Prot NA Perm pt+ov
Protected Phases 2 9 9 1 6 1 4 2
Permitted Phases 4
Detector Phase 2 9 91641 4
Switch Phase
Minimum Initial (s) 5.0 5.0 10.0 5.0 7.0
Minimum Split (s) 9.5 9.5 20.5 27.5 19.0
Total Split (s) 38.5 35.0 92.5 27.5 19.0
Total Split (%) 32.1% 29.2% 77.1% 22.9% 16%
Yellow Time (s) 3.0 3.0 3.0 3.0 2.0
All-Red Time (s) 1.5 1.5 1.5 2.5 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 5.5
Lead/Lag Lead Lag
Lead-Lag Optimize?
Recall Mode Max Min C-Max Ped C-Min
v/c Ratio 0.76 0.54 0.84 0.23 0.66 0.49
Control Delay 33.5 32.5 75.3 8.5 57.7 11.9
Queue Delay 4.0 0.0 65.0 2.9 0.0 0.9
Total Delay 37.5 32.5 140.3 11.4 57.7 12.8
Queue Length 50th (ft) 376 111 245 76 134 80
Queue Length 95th (ft) 540 195 #326 113 216 161
Internal Link Dist (ft) 1227 129 1235
Turn Bay Length (ft) 60 80
Base Capacity (vph) 780 422 391 1165 282 772
Starvation Cap Reductn 0 0 231 779 0 0
Spillback Cap Reductn 121 0000185
Storage Cap Reductn 000000
Reduced v/c Ratio 0.89 0.54 1.86 0.69 0.66 0.62
Intersection Summary
Area Type: CBD
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 1: West St & Elm St/Main St
HCM Signalized Intersection Capacity Analysis Option C: Preferred Geometry Phasing, No State St Approach
1: West St & Elm St/Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 589 226 258 232 174 343
Future Volume (vph) 589 226 258 232 174 343
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 2.0 4.5 4.5 4.5 5.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1605 1351 1540 1589 1540 1391
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1605 1351 1540 1589 1540 1391
Peak-hour factor, PHF 1.00 1.00 0.87 0.87 0.94 0.94
Adj. Flow (vph) 589 226 297 267 185 365
RTOR Reduction (vph) 0 39 0 0 0 113
Lane Group Flow (vph) 589 187 297 267 185 252
Confl. Peds. (#/hr) 11 11
Heavy Vehicles (%) 3% 4% 2% 4% 2% 1%
Turn Type NA custom Prot NA Perm pt+ov
Protected Phases 2 9 9 1 6 1 4
Permitted Phases 4
Actuated Green, G (s) 55.9 34.0 27.6 88.0 22.0 55.1
Effective Green, g (s) 55.9 34.0 27.6 88.0 22.0 49.6
Actuated g/C Ratio 0.47 0.28 0.23 0.73 0.18 0.41
Clearance Time (s) 4.5 4.5 4.5 5.5
Vehicle Extension (s) 3.0 4.0 4.0 3.0
Lane Grp Cap (vph) 747 382 354 1165 282 574
v/s Ratio Prot c0.37 0.14 c0.19 0.17 0.18
v/s Ratio Perm c0.12
v/c Ratio 0.79 0.49 0.84 0.23 0.66 0.44
Uniform Delay, d1 27.1 35.8 44.1 5.1 45.5 25.2
Progression Factor 1.00 1.00 1.30 1.55 1.00 1.00
Incremental Delay, d2 8.3 4.4 14.7 0.4 5.4 0.7
Delay (s) 35.3 40.2 72.0 8.4 50.9 26.0
Level of Service D D E A D C
Approach Delay (s) 36.7 41.9 34.3
Approach LOS D D C
Intersection Summary
HCM 2000 Control Delay 37.5 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.79
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 16.5
Intersection Capacity Utilization 72.7% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Option C: Preferred Geometry Phasing, No State St Approach
2: New South St /State St & Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø10 Ø11
Lane Configurations
Traffic Volume (vph) 164 279 476 146 236 2 223 133 190 0 0 0
Future Volume (vph) 164 279 476 146 236 2 223 133 190 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 150 0 100 300 0 100
Storage Lanes 1 1 1 0 0 1 0 0
Taper Length (ft) 50 50 50 50
Right Turn on Red No No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 209 1362 1079 1831
Travel Time (s) 5.7 37.1 29.4 49.9
Confl. Peds. (#/hr) 28 19 70
Confl. Bikes (#/hr) 2
Peak Hour Factor 0.93 0.93 0.93 0.91 0.91 0.91 0.97 0.97 0.97 0.88 0.88 0.88
Heavy Vehicles (%) 1% 3% 5% 9% 8% 0% 3% 2% 3% 0% 4% 3%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 176 300 512 160 261 0 0 367 196 0 0 0
Turn Type Prot NA custom Prot NA Split NA pm+ov
Protected Phases 52816 881 1011
Permitted Phases 11 8
Detector Phase 5 2 8 11 1 6 8 8 1 8
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 5.0 10.0 10.0 5.0 5.0 5.0
Minimum Split (s) 10.0 23.0 22.5 10.5 19.0 22.5 22.5 10.5 22.0 11.0
Total Split (s) 23.0 38.0 55.0 27.0 42.0 55.0 55.0 27.0 22.0 19.0
Total Split (%) 19.2% 31.7% 45.8% 22.5% 35.0% 45.8% 45.8% 22.5% 18% 16%
Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 2.0 3.0
All-Red Time (s) 2.0 4.0 5.5 2.5 4.0 5.5 5.5 2.5 0.0 3.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5
Lead/Lag Lead Lead Lag Lag Lag Lead Lag
Lead-Lag Optimize?
Recall Mode None C-Max Ped None C-Max Ped Ped None Ped None
v/c Ratio 0.82 0.64 0.89 0.62 0.56 0.66 0.29
Control Delay 83.7 58.8 35.9 57.1 40.4 38.6 2.7
Queue Delay 52.9 59.6 51.8 0.0 0.3 58.4 0.0
Total Delay 136.5 118.4 87.6 57.1 40.7 97.0 2.7
Queue Length 50th (ft) 141 230 303 116 176 226 5
Queue Length 95th (ft) m#213 m323 #466 192 274 331 31
Internal Link Dist (ft) 129 1282 999 1751
Turn Bay Length (ft) 150 300
Base Capacity (vph) 233 468 619 258 463 605 703
Starvation Cap Reductn 69 208 173 0 0 0 0
Spillback Cap Reductn 000027 3020
Storage Cap Reductn 00000 00
Reduced v/c Ratio 1.07 1.15 1.15 0.62 0.60 1.21 0.28
Intersection Summary
Area Type: CBD
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green, Master Intersection
Natural Cycle: 90
Control Type: Actuated-Coordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 2: New South St /State St & Main St
Lanes, Volumes, Timings Option C: Preferred Geometry Phasing, No State St Approach
2: New South St /State St & Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 4
Lane Group Ø12
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Right Turn on Red
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases 12
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s) 5.0
Minimum Split (s) 7.0
Total Split (s) 24.0
Total Split (%) 20%
Yellow Time (s) 2.0
All-Red Time (s) 0.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode Max
v/c Ratio
Control Delay
Queue Delay
Total Delay
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
HCM Signalized Intersection Capacity Analysis Option C: Preferred Geometry Phasing, No State St Approach
2: New South St /State St & Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 164 279 476 146 236 2 223 133 190 0 0 0
Future Volume (vph) 164 279 476 146 236 2 223 133 190 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 1.00 0.79
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.97 1.00
Satd. Flow (prot) 1555 1605 1295 1441 1375 1562 1080
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.97 1.00
Satd. Flow (perm) 1555 1605 1295 1441 1375 1562 1080
Peak-hour factor, PHF 0.93 0.93 0.93 0.91 0.91 0.91 0.97 0.97 0.97 0.88 0.88 0.88
Adj. Flow (vph) 176 300 512 160 259 2 230 137 196 0 0 0
RTOR Reduction (vph)0000000083000
Lane Group Flow (vph) 176 300 512 160 261 0 0 367 113 0 0 0
Confl. Peds. (#/hr) 28 19 70
Confl. Bikes (#/hr) 2
Heavy Vehicles (%) 1% 3% 5% 9% 8% 0% 3% 2% 3% 0% 4% 3%
Parking (#/hr) 0 0
Turn Type Prot NA custom Prot NA Split NA pm+ov
Protected Phases 52816 881
Permitted Phases 11 8
Actuated Green, G (s) 16.6 34.9 55.5 21.6 40.4 42.5 64.1
Effective Green, g (s) 16.6 34.9 55.5 21.6 40.4 42.5 64.1
Actuated g/C Ratio 0.14 0.29 0.46 0.18 0.34 0.35 0.53
Clearance Time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5
Vehicle Extension (s) 3.0 4.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 215 466 598 259 462 553 626
v/s Ratio Prot c0.11 c0.19 c0.30 c0.11 c0.19 0.23 0.03
v/s Ratio Perm 0.09 0.07
v/c Ratio 0.82 0.64 0.86 0.62 0.56 0.66 0.18
Uniform Delay, d1 50.2 37.1 28.7 45.4 32.6 32.7 14.4
Progression Factor 1.21 1.37 0.81 1.00 1.00 1.00 1.00
Incremental Delay, d2 17.0 5.3 9.3 4.3 4.9 3.0 0.1
Delay (s) 77.7 56.0 32.4 49.7 37.5 35.7 14.5
Level of Service E E C D D D B
Approach Delay (s) 47.6 42.2 28.3 0.0
Approach LOS D D C A
Intersection Summary
HCM 2000 Control Delay 41.0 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.79
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 21.0
Intersection Capacity Utilization 64.3% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
SimTraffic Simulation Summary
Option C: Preferred Geometry Phasing, No State St Approach AM Peak
Northampton - Main St SimTraffic Report
Page 1
Summary of All Intervals
Run Number 1 10 23456
Start Time 7:55 7:55 7:55 7:55 7:55 7:55 7:55
End Time 9:00 9:00 9:00 9:00 9:00 9:00 9:00
Total Time (min) 65 65 65 65 65 65 65
Time Recorded (min) 60 60 60 60 60 60 60
# of Intervals 5555555
# of Recorded Intervals 4444444
Vehs Entered 2293 2270 2281 2300 2247 2240 2272
Vehs Exited 2249 2221 2224 2232 2222 2198 2208
Starting Vehs 73 82 71 81 79 72 69
Ending Vehs 117 131 128 149 104 114 133
Travel Distance (mi) 1129 1113 1126 1129 1110 1108 1109
Travel Time (hr) 131.1 126.7 143.4 168.3 108.9 116.9 153.4
Total Delay (hr) 83.3 79.5 95.7 120.5 61.9 70.0 106.4
Total Stops 3402 3340 3505 3535 3404 3389 3260
Fuel Used (gal) 56.6 55.3 59.6 64.9 51.2 53.1 61.2
Summary of All Intervals
Run Number 7 8 9 Avg
Start Time 7:55 7:55 7:55 7:55
End Time 9:00 9:00 9:00 9:00
Total Time (min) 65 65 65 65
Time Recorded (min) 60 60 60 60
# of Intervals 5555
# of Recorded Intervals 4444
Vehs Entered 2289 2266 2318 2277
Vehs Exited 2257 2239 2262 2232
Starting Vehs 110 88 91 80
Ending Vehs 142 115 147 129
Travel Distance (mi) 1131 1117 1143 1122
Travel Time (hr) 188.8 171.9 103.2 141.3
Total Delay (hr) 140.8 124.8 55.0 93.8
Total Stops 3630 3368 3530 3438
Fuel Used (gal) 69.8 65.6 50.5 58.7
Interval #0 Information Seed
Start Time 7:55
End Time 8:00
Total Time (min) 5
Volumes adjusted by Anti PHF.
No data recorded this interval.
SimTraffic Simulation Summary
Option C: Preferred Geometry Phasing, No State St Approach AM Peak
Northampton - Main St SimTraffic Report
Page 2
Interval #1 Information Record1
Start Time 8:00
End Time 8:15
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 586 569 606 580 554 565 539
Vehs Exited 560 556 566 531 552 529 509
Starting Vehs 73 82 71 81 79 72 69
Ending Vehs 99 95 111 130 81 108 99
Travel Distance (mi) 282 279 292 271 272 272 253
Travel Time (hr) 24.1 22.9 24.5 27.2 21.4 25.3 22.5
Total Delay (hr) 12.1 11.2 12.1 15.7 9.9 13.8 11.8
Total Stops 799 738 864 917 707 840 732
Fuel Used (gal) 12.2 11.8 12.6 12.5 11.3 12.2 11.1
Interval #1 Information Record1
Start Time 8:00
End Time 8:15
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 576 573 557 571
Vehs Exited 591 555 555 550
Starting Vehs 110 88 91 80
Ending Vehs 95 106 93 102
Travel Distance (mi) 289 273 279 276
Travel Time (hr) 33.1 24.7 23.5 24.9
Total Delay (hr) 20.9 13.1 11.7 13.2
Total Stops 909 817 792 809
Fuel Used (gal) 14.4 12.0 12.0 12.2
Interval #2 Information Record2
Start Time 8:15
End Time 8:30
Total Time (min) 15
Volumes adjusted by PHF.
Run Number 1 10 23456
Vehs Entered 634 585 575 590 567 619 564
Vehs Exited 604 558 528 579 545 601 535
Starting Vehs 99 95 111 130 81 108 99
Ending Vehs 129 122 158 141 103 126 128
Travel Distance (mi) 302 282 268 290 276 303 275
Travel Time (hr) 28.5 29.1 31.0 41.3 27.0 31.2 38.5
Total Delay (hr) 15.7 17.0 19.7 29.1 15.3 18.4 26.7
Total Stops 945 802 947 873 908 891 780
Fuel Used (gal) 13.5 13.3 13.4 16.3 12.7 14.3 15.2
Interval #2 Information Record2
Start Time 8:15
End Time 8:30
Total Time (min) 15
Volumes adjusted by PHF.
Run Number 7 8 9 Avg
Vehs Entered 642 603 578 596
Vehs Exited 558 579 560 564
Starting Vehs 95 106 93 102
Ending Vehs 179 130 111 132
Travel Distance (mi) 290 290 282 286
Travel Time (hr) 51.5 41.1 24.7 34.4
Total Delay (hr) 39.3 28.9 12.8 22.3
Total Stops 969 832 826 876
Fuel Used (gal) 18.5 16.2 12.3 14.6
SimTraffic Simulation Summary
Option C: Preferred Geometry Phasing, No State St Approach AM Peak
Northampton - Main St SimTraffic Report
Page 3
Interval #3 Information Record3
Start Time 8:30
End Time 8:45
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 500 535 521 556 562 535 580
Vehs Exited 517 536 557 575 556 561 591
Starting Vehs 129 122 158 141 103 126 128
Ending Vehs 112 121 122 122 109 100 117
Travel Distance (mi) 257 261 274 286 275 276 291
Travel Time (hr) 36.3 33.1 41.5 49.7 28.3 31.3 44.3
Total Delay (hr) 25.5 22.0 29.9 37.7 16.6 19.6 32.0
Total Stops 773 875 853 909 816 843 804
Fuel Used (gal) 14.4 13.7 16.0 17.9 13.1 13.7 17.0
Interval #3 Information Record3
Start Time 8:30
End Time 8:45
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 548 533 580 548
Vehs Exited 575 547 582 559
Starting Vehs 179 130 111 132
Ending Vehs 152 116 109 120
Travel Distance (mi) 285 276 292 277
Travel Time (hr) 52.0 50.2 24.7 39.1
Total Delay (hr) 39.9 38.7 12.4 27.4
Total Stops 910 790 846 840
Fuel Used (gal) 18.7 18.1 12.4 15.5
Interval #4 Information Record4
Start Time 8:45
End Time 9:00
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 573 581 579 574 564 521 589
Vehs Exited 568 571 573 547 569 507 573
Starting Vehs 112 121 122 122 109 100 117
Ending Vehs 117 131 128 149 104 114 133
Travel Distance (mi) 289 290 292 282 286 257 289
Travel Time (hr) 42.2 41.6 46.4 50.0 32.2 29.1 48.1
Total Delay (hr) 30.0 29.3 34.0 38.0 20.2 18.2 35.9
Total Stops 885 925 841 836 973 815 944
Fuel Used (gal) 16.5 16.4 17.6 18.1 14.1 12.8 17.9
Interval #4 Information Record4
Start Time 8:45
End Time 9:00
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 523 557 603 566
Vehs Exited 533 558 565 555
Starting Vehs 152 116 109 120
Ending Vehs 142 115 147 129
Travel Distance (mi) 267 279 290 282
Travel Time (hr) 52.2 55.9 30.3 42.8
Total Delay (hr) 40.8 44.1 18.1 30.9
Total Stops 842 929 1066 905
Fuel Used (gal) 18.1 19.3 13.8 16.4
SimTraffic Performance Report
Option C: Preferred Geometry Phasing, No State St Approach AM Peak
Northampton - Main St SimTraffic Report
Page 4
1: West St & Elm St/Main St Performance by movement
Movement EBT EBR WBL WBT NBL NBR All
Vehicles Entered 559 217 261 237 177 336 1787
Vehicles Exited 534 209 261 235 175 334 1748
Hourly Exit Rate 534 209 261 235 175 334 1748
Input Volume 589 226 258 243 174 343 1833
% of Volume 91 92 101 97 101 97 95
2: New South St /State St & Main St Performance by movement
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR All
Vehicles Entered 152 286 446 142 235 2 224 137 190 1814
Vehicles Exited 153 286 446 141 234 2 222 136 189 1809
Hourly Exit Rate 153 286 446 141 234 2 222 136 189 1809
Input Volume 164 310 476 146 236 2 223 133 190 1880
% of Volume 93 92 94 97 99 100 99 102 99 96
Total Network Performance
Vehicles Entered 2277
Vehicles Exited 2232
Hourly Exit Rate 2232
Input Volume 5992
% of Volume 37
Queuing and Blocking Report
Option C: Preferred Geometry Phasing, No State St Approach AM Peak
Northampton - Main St SimTraffic Report
Page 5
Intersection: 1: West St & Elm St/Main St
Movement EB EB WB WB NB NB
Directions Served T R L T L R
Maximum Queue (ft) 1302 140 195 249 130 773
Average Queue (ft) 1085 119 156 153 122 403
95th Queue (ft) 1574 184 204 282 149 859
Link Distance (ft) 1253 180 180 1255
Upstream Blk Time (%) 47 9 11 1
Queuing Penalty (veh) 0 22 25 0
Storage Bay Dist (ft) 60 80
Storage Blk Time (%) 55 25 52 31
Queuing Penalty (veh) 125 149 180 53
Intersection: 2: New South St /State St & Main St
Movement EB EB EB WB WB NB NB
Directions Served L T R L TR LT R
Maximum Queue (ft) 203 217 236 199 331 672 350
Average Queue (ft) 117 154 161 114 143 306 105
95th Queue (ft) 199 234 244 197 269 598 304
Link Distance (ft) 180 180 180 1324 1044
Upstream Blk Time (%) 5 11 7
Queuing Penalty (veh) 15 34 22
Storage Bay Dist (ft) 150 300
Storage Blk Time (%) 5 8 14
Queuing Penalty (veh) 11 11 27
Network Summary
Network wide Queuing Penalty: 675
Lanes, Volumes, Timings Option C: Preferred Geometry Phasing, No State St Approach
1: West St & Elm St/Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBT EBR WBL WBT NBL NBR Ø2
Lane Configurations
Traffic Volume (vph) 651 126 265 276 87 358
Future Volume (vph) 651 126 265 276 87 358
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 60 0 80 0
Storage Lanes 1 1 1 1
Taper Length (ft) 50 50
Right Turn on Red Yes Yes
Link Speed (mph) 25 25 25
Link Distance (ft) 1307 209 1315
Travel Time (s) 35.6 5.7 35.9
Confl. Peds. (#/hr) 39 39
Peak Hour Factor 0.82 0.82 0.90 0.90 0.86 0.86
Heavy Vehicles (%) 2% 2% 1% 2% 0% 1%
Shared Lane Traffic (%)
Lane Group Flow (vph) 794 154 294 307 101 416
Turn Type NA custom Prot NA Perm pt+ov
Protected Phases 2 9 9 1 6 1 4 2
Permitted Phases 4
Detector Phase 2 9 91641 4
Switch Phase
Minimum Initial (s) 5.0 5.0 10.0 5.0 7.0
Minimum Split (s) 9.5 9.5 20.5 27.0 19.0
Total Split (s) 44.0 30.0 93.0 27.0 19.0
Total Split (%) 36.7% 25.0% 77.5% 22.5% 16%
Yellow Time (s) 3.0 3.0 3.0 3.0 2.0
All-Red Time (s) 1.5 1.5 1.5 2.5 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 5.5
Lead/Lag Lead Lag
Lead-Lag Optimize?
Recall Mode Max Min C-Max Ped C-Min
v/c Ratio 0.95 0.33 0.92 0.26 0.36 0.63
Control Delay 50.2 26.6 85.2 8.9 47.5 23.6
Queue Delay 43.3 0.0 58.9 3.0 0.0 3.6
Total Delay 93.5 26.6 144.1 11.9 47.5 27.2
Queue Length 50th (ft) 573 72 243 96 69 179
Queue Length 95th (ft) #720 115 #395 142 118 267
Internal Link Dist (ft) 1227 129 1235
Turn Bay Length (ft) 60 80
Base Capacity (vph) 835 473 330 1196 281 661
Starvation Cap Reductn 0 0 176 768 0 0
Spillback Cap Reductn 130 0000160
Storage Cap Reductn 000000
Reduced v/c Ratio 1.13 0.33 1.91 0.72 0.36 0.83
Intersection Summary
Area Type: CBD
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green
Natural Cycle: 100
Control Type: Actuated-Coordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 1: West St & Elm St/Main St
HCM Signalized Intersection Capacity Analysis Option C: Preferred Geometry Phasing, No State St Approach
1: West St & Elm St/Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 651 126 265 276 87 358
Future Volume (vph) 651 126 265 276 87 358
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 2.0 4.5 4.5 4.5 5.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1621 1378 1555 1621 1570 1391
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1621 1378 1555 1621 1570 1391
Peak-hour factor, PHF 0.82 0.82 0.90 0.90 0.86 0.86
Adj. Flow (vph) 794 154 294 307 101 416
RTOR Reduction (vph) 0 19 0 0 0 69
Lane Group Flow (vph) 794 135 294 307 101 347
Confl. Peds. (#/hr) 39 39
Heavy Vehicles (%) 2% 2% 1% 2% 0% 1%
Turn Type NA custom Prot NA Perm pt+ov
Protected Phases 2 9 9 1 6 1 4
Permitted Phases 4
Actuated Green, G (s) 59.3 39.5 24.8 88.6 21.4 51.7
Effective Green, g (s) 59.3 39.5 24.8 88.6 21.4 46.2
Actuated g/C Ratio 0.49 0.33 0.21 0.74 0.18 0.39
Clearance Time (s) 4.5 4.5 4.5 5.5
Vehicle Extension (s) 3.0 4.0 4.0 3.0
Lane Grp Cap (vph) 801 453 321 1196 279 535
v/s Ratio Prot c0.49 0.10 c0.19 0.19 c0.25
v/s Ratio Perm 0.06
v/c Ratio 0.99 0.30 0.92 0.26 0.36 0.65
Uniform Delay, d1 30.1 29.9 46.6 5.1 43.3 30.2
Progression Factor 1.00 1.00 1.22 1.63 1.00 1.00
Incremental Delay, d2 29.8 1.7 26.0 0.4 0.8 3.0
Delay (s) 59.8 31.6 83.0 8.7 44.1 33.3
Level of Service E C F A D C
Approach Delay (s) 55.3 45.0 35.4
Approach LOS E D D
Intersection Summary
HCM 2000 Control Delay 47.3 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.92
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 16.5
Intersection Capacity Utilization 71.4% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Option C: Preferred Geometry Phasing, No State St Approach
2: New South St /State St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø10 Ø11
Lane Configurations
Traffic Volume (vph) 168 336 522 219 248 12 244 111 118 0 0 0
Future Volume (vph) 168 336 522 219 248 12 244 111 118 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 150 0 100 300 0 100
Storage Lanes 1 1 1 0 0 1 0 0
Taper Length (ft) 50 50 50 50
Right Turn on Red No No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 209 1362 1079 1831
Travel Time (s) 5.7 37.1 29.4 49.9
Confl. Peds. (#/hr) 58 13 158
Confl. Bikes (#/hr) 15 2
Peak Hour Factor 0.90 0.90 0.90 0.91 0.91 0.91 0.93 0.93 0.93 0.83 0.83 0.83
Heavy Vehicles (%) 0% 2% 1% 2% 6% 0% 2% 0% 4% 0% 0% 1%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 187 373 580 241 286 0 0 381 127 0 0 0
Turn Type Prot NA custom Prot NA Split NA pm+ov
Protected Phases 52816 881 1011
Permitted Phases 11 8
Detector Phase 5 2 8 11 1 6 8 8 1 8
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 5.0 10.0 10.0 5.0 5.0 5.0
Minimum Split (s) 10.0 23.0 22.5 10.5 19.0 22.5 22.5 10.5 22.0 11.0
Total Split (s) 23.0 39.0 50.0 31.0 47.0 50.0 50.0 31.0 22.0 22.0
Total Split (%) 19.2% 32.5% 41.7% 25.8% 39.2% 41.7% 41.7% 25.8% 18% 18%
Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 2.0 3.0
All-Red Time (s) 2.0 4.0 5.5 2.5 4.0 5.5 5.5 2.5 0.0 3.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5
Lead/Lag Lead Lead Lag Lag Lag Lead Lag
Lead-Lag Optimize?
Recall Mode None C-Max Ped None C-Max Ped Ped None Ped None
v/c Ratio 0.85 0.86 0.98 0.74 0.60 0.70 0.23
Control Delay 75.0 66.2 43.0 58.8 39.4 42.2 3.9
Queue Delay 60.7 57.5 41.5 0.0 0.4 58.7 0.0
Total Delay 135.7 123.6 84.5 58.8 39.8 100.9 3.9
Queue Length 50th (ft) 151 294 334 176 185 253 9
Queue Length 95th (ft) m184 m341 m#471 #289 283 370 32
Internal Link Dist (ft) 129 1282 999 1751
Turn Bay Length (ft) 150 300
Base Capacity (vph) 235 434 596 327 477 545 554
Starvation Cap Reductn 73 219 174 0 0 0 0
Spillback Cap Reductn 000028 2710
Storage Cap Reductn 00000 00
Reduced v/c Ratio 1.15 1.73 1.37 0.74 0.64 1.39 0.23
Intersection Summary
Area Type: CBD
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green, Master Intersection
Natural Cycle: 100
Control Type: Actuated-Coordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 2: New South St /State St & Main St
Lanes, Volumes, Timings Option C: Preferred Geometry Phasing, No State St Approach
2: New South St /State St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 4
Lane Group Ø12
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Right Turn on Red
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases 12
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s) 5.0
Minimum Split (s) 7.0
Total Split (s) 26.0
Total Split (%) 22%
Yellow Time (s) 2.0
All-Red Time (s) 0.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode Max
v/c Ratio
Control Delay
Queue Delay
Total Delay
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
HCM Signalized Intersection Capacity Analysis Option C: Preferred Geometry Phasing, No State St Approach
2: New South St /State St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 168 336 522 219 248 12 244 111 118 0 0 0
Future Volume (vph) 168 336 522 219 248 12 244 111 118 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.93 1.00 1.00 1.00 0.66
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.99 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.97 1.00
Satd. Flow (prot) 1570 1621 1289 1540 1391 1576 896
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.97 1.00
Satd. Flow (perm) 1570 1621 1289 1540 1391 1576 896
Peak-hour factor, PHF 0.90 0.90 0.90 0.91 0.91 0.91 0.93 0.93 0.93 0.83 0.83 0.83
Adj. Flow (vph) 187 373 580 241 273 13 262 119 127 0 0 0
RTOR Reduction (vph)0000000042000
Lane Group Flow (vph) 187 373 580 241 286 0 0 381 85 0 0 0
Confl. Peds. (#/hr) 58 13 158
Confl. Bikes (#/hr) 15 2
Heavy Vehicles (%) 0% 2% 1% 2% 6% 0% 2% 0% 4% 0% 0% 1%
Parking (#/hr) 0 0
Turn Type Prot NA custom Prot NA Split NA pm+ov
Protected Phases 52816 881
Permitted Phases 11 8
Actuated Green, G (s) 16.9 32.2 57.3 25.5 41.3 41.3 66.8
Effective Green, g (s) 16.9 32.2 57.3 25.5 41.3 41.3 66.8
Actuated g/C Ratio 0.14 0.27 0.48 0.21 0.34 0.34 0.56
Clearance Time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5
Vehicle Extension (s) 3.0 4.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 221 434 615 327 478 542 539
v/s Ratio Prot 0.12 c0.23 c0.32 c0.16 c0.21 0.24 0.03
v/s Ratio Perm 0.13 0.06
v/c Ratio 0.85 0.86 0.94 0.74 0.60 0.70 0.16
Uniform Delay, d1 50.3 41.7 29.8 44.1 32.5 34.0 12.9
Progression Factor 1.13 1.31 0.75 1.00 1.00 1.00 1.00
Incremental Delay, d2 14.2 11.1 14.4 8.4 5.4 4.1 0.1
Delay (s) 71.2 65.8 36.9 52.5 37.9 38.2 13.1
Level of Service E E D D D D B
Approach Delay (s) 51.9 44.6 31.9 0.0
Approach LOS D D C A
Intersection Summary
HCM 2000 Control Delay 45.5 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.90
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 21.0
Intersection Capacity Utilization 72.1% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
SimTraffic Simulation Summary
Option C: Preferred Geometry Phasing, No State St Approach PM Peak
Northampton - Main St SimTraffic Report
Page 1
Summary of All Intervals
Run Number 1 10 23456
Start Time 4:40 4:40 4:40 4:40 4:40 4:40 4:40
End Time 5:45 5:45 5:45 5:45 5:45 5:45 5:45
Total Time (min) 65 65 65 65 65 65 65
Time Recorded (min) 60 60 60 60 60 60 60
# of Intervals 5555555
# of Recorded Intervals 4444444
Vehs Entered 2272 2227 2232 2288 2223 2197 2259
Vehs Exited 2191 2192 2179 2253 2189 2166 2243
Starting Vehs 61 63 73 89 83 76 88
Ending Vehs 142 98 126 124 117 107 104
Travel Distance (mi) 1107 1096 1096 1124 1092 1082 1121
Travel Time (hr) 151.7 115.2 123.8 137.5 137.6 154.3 136.9
Total Delay (hr) 105.0 68.9 77.5 90.0 91.3 108.7 89.6
Total Stops 3538 3503 3219 3666 3292 3378 3497
Fuel Used (gal) 60.7 51.9 54.2 57.9 57.4 61.0 58.0
Summary of All Intervals
Run Number 7 8 9 Avg
Start Time 4:40 4:40 4:40 4:40
End Time 5:45 5:45 5:45 5:45
Total Time (min) 65 65 65 65
Time Recorded (min) 60 60 60 60
# of Intervals 5555
# of Recorded Intervals 4444
Vehs Entered 2195 2232 2257 2237
Vehs Exited 2174 2216 2199 2201
Starting Vehs 84 85 82 78
Ending Vehs 105 101 140 115
Travel Distance (mi) 1085 1106 1104 1101
Travel Time (hr) 152.6 140.9 182.0 143.2
Total Delay (hr) 106.9 94.3 135.5 96.8
Total Stops 3160 3216 3461 3393
Fuel Used (gal) 60.5 58.5 67.6 58.8
Interval #0 Information Seed
Start Time 4:40
End Time 4:45
Total Time (min) 5
Volumes adjusted by Anti PHF.
No data recorded this interval.
SimTraffic Simulation Summary
Option C: Preferred Geometry Phasing, No State St Approach PM Peak
Northampton - Main St SimTraffic Report
Page 2
Interval #1 Information Record1
Start Time 4:45
End Time 5:00
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 565 528 551 579 530 498 511
Vehs Exited 529 497 518 547 504 493 502
Starting Vehs 61 63 73 89 83 76 88
Ending Vehs 97 94 106 121 109 81 97
Travel Distance (mi) 275 259 268 278 256 252 254
Travel Time (hr) 22.1 19.2 21.2 26.8 23.1 21.1 23.6
Total Delay (hr) 10.4 8.3 9.9 15.1 12.3 10.5 12.9
Total Stops 746 620 673 914 779 714 759
Fuel Used (gal) 11.5 10.3 11.2 12.5 11.4 10.8 11.4
Interval #1 Information Record1
Start Time 4:45
End Time 5:00
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 540 542 535 538
Vehs Exited 519 528 536 518
Starting Vehs 84 85 82 78
Ending Vehs 105 99 81 99
Travel Distance (mi) 265 269 269 265
Travel Time (hr) 22.0 21.5 25.4 22.6
Total Delay (hr) 10.8 10.2 14.0 11.4
Total Stops 742 706 797 746
Fuel Used (gal) 11.3 11.4 12.1 11.4
Interval #2 Information Record2
Start Time 5:00
End Time 5:15
Total Time (min) 15
Volumes adjusted by PHF.
Run Number 1 10 23456
Vehs Entered 629 624 575 613 606 647 666
Vehs Exited 576 586 563 584 577 582 612
Starting Vehs 97 94 106 121 109 81 97
Ending Vehs 150 132 118 150 138 146 151
Travel Distance (mi) 293 294 276 293 289 294 307
Travel Time (hr) 36.2 28.4 32.8 36.1 36.9 40.6 36.0
Total Delay (hr) 23.9 16.1 21.2 23.6 24.6 28.2 23.0
Total Stops 1005 925 869 1006 937 1102 1034
Fuel Used (gal) 15.1 13.3 14.1 15.1 15.2 16.1 15.5
Interval #2 Information Record2
Start Time 5:00
End Time 5:15
Total Time (min) 15
Volumes adjusted by PHF.
Run Number 7 8 9 Avg
Vehs Entered 594 610 615 618
Vehs Exited 582 568 555 578
Starting Vehs 105 99 81 99
Ending Vehs 117 141 141 138
Travel Distance (mi) 287 286 282 290
Travel Time (hr) 36.7 35.6 41.5 36.1
Total Delay (hr) 24.6 23.6 29.6 23.8
Total Stops 919 954 961 969
Fuel Used (gal) 15.2 14.8 16.1 15.0
SimTraffic Simulation Summary
Option C: Preferred Geometry Phasing, No State St Approach PM Peak
Northampton - Main St SimTraffic Report
Page 3
Interval #3 Information Record3
Start Time 5:15
End Time 5:30
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 538 550 549 553 537 513 546
Vehs Exited 549 522 552 550 533 532 553
Starting Vehs 150 132 118 150 138 146 151
Ending Vehs 139 160 115 153 142 127 144
Travel Distance (mi) 271 262 276 274 268 261 280
Travel Time (hr) 46.9 34.6 32.9 40.8 38.2 46.9 42.7
Total Delay (hr) 35.4 23.5 21.2 29.2 26.9 35.9 30.9
Total Stops 914 986 813 870 839 797 956
Fuel Used (gal) 17.1 14.0 14.1 15.9 15.2 17.0 16.4
Interval #3 Information Record3
Start Time 5:15
End Time 5:30
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 545 542 551 542
Vehs Exited 537 570 537 542
Starting Vehs 117 141 141 138
Ending Vehs 125 113 155 135
Travel Distance (mi) 267 278 276 271
Travel Time (hr) 47.4 41.9 56.7 42.9
Total Delay (hr) 36.1 30.1 45.0 31.4
Total Stops 730 770 826 851
Fuel Used (gal) 17.1 16.3 19.4 16.3
Interval #4 Information Record4
Start Time 5:30
End Time 5:45
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 540 525 557 543 550 539 536
Vehs Exited 537 587 546 572 575 559 576
Starting Vehs 139 160 115 153 142 127 144
Ending Vehs 142 98 126 124 117 107 104
Travel Distance (mi) 269 281 276 279 279 274 280
Travel Time (hr) 46.6 32.9 36.9 33.8 39.4 45.7 34.7
Total Delay (hr) 35.2 21.0 25.3 22.1 27.5 34.2 22.8
Total Stops 873 972 864 876 737 765 748
Fuel Used (gal) 17.1 14.2 14.9 14.4 15.6 17.0 14.7
Interval #4 Information Record4
Start Time 5:30
End Time 5:45
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 516 538 556 540
Vehs Exited 536 550 571 561
Starting Vehs 125 113 155 135
Ending Vehs 105 101 140 115
Travel Distance (mi) 265 273 276 275
Travel Time (hr) 46.6 41.9 58.5 41.7
Total Delay (hr) 35.4 30.4 46.9 30.1
Total Stops 769 786 877 827
Fuel Used (gal) 16.9 16.1 20.0 16.1
SimTraffic Performance Report
Option C: Preferred Geometry Phasing, No State St Approach PM Peak
Northampton - Main St SimTraffic Report
Page 4
1: West St & Elm St/Main St Performance by movement
Movement EBT EBR WBL WBT NBL NBR All
Vehicles Entered 611 125 263 288 86 358 1731
Vehicles Exited 585 120 263 288 86 354 1696
Hourly Exit Rate 585 120 263 288 86 354 1696
Input Volume 651 126 265 288 87 358 1774
% of Volume 90 95 99 100 99 99 96
2: New South St /State St & Main St Performance by movement
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR All
Vehicles Entered 158 324 494 222 246 12 244 114 119 1933
Vehicles Exited 158 324 493 222 245 12 242 114 119 1929
Hourly Exit Rate 158 324 493 222 245 12 242 114 119 1929
Input Volume 168 357 522 219 248 12 244 111 118 2000
% of Volume 94 91 94 101 99 98 99 103 101 96
Total Network Performance
Vehicles Entered 2237
Vehicles Exited 2201
Hourly Exit Rate 2201
Input Volume 6015
% of Volume 37
Queuing and Blocking Report
Option C: Preferred Geometry Phasing, No State St Approach PM Peak
Northampton - Main St SimTraffic Report
Page 5
Intersection: 1: West St & Elm St/Main St
Movement EB EB WB WB NB NB
Directions Served T R L T L R
Maximum Queue (ft) 1302 140 198 249 130 907
Average Queue (ft) 1035 90 159 171 101 466
95th Queue (ft) 1618 187 203 287 165 965
Link Distance (ft) 1253 180 180 1255
Upstream Blk Time (%) 49 12 13 0
Queuing Penalty (veh) 0 30 31 0
Storage Bay Dist (ft) 60 80
Storage Blk Time (%) 58 6 15 60
Queuing Penalty (veh) 73 41 54 52
Intersection: 2: New South St /State St & Main St
Movement EB EB EB WB WB NB NB
Directions Served L T R L TR LT R
Maximum Queue (ft) 202 220 227 200 387 815 350
Average Queue (ft) 119 173 185 150 179 342 111
95th Queue (ft) 191 240 244 224 332 714 329
Link Distance (ft) 180 180 180 1324 1044
Upstream Blk Time (%) 3 19 12 1
Queuing Penalty (veh) 12 63 39 0
Storage Bay Dist (ft) 150 300
Storage Blk Time (%) 10 10 19 0
Queuing Penalty (veh) 27 23 22 0
Network Summary
Network wide Queuing Penalty: 469
Lanes, Volumes, Timings Option D: Additional EB Through Lane
1: West St & Elm St/Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 470 203 280 299 174 343
Future Volume (vph) 470 203 280 299 174 343
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 60 0 80 0
Storage Lanes 1 1 1 1
Taper Length (ft) 50 50
Right Turn on Red Yes Yes
Link Speed (mph) 25 25 25
Link Distance (ft) 1307 209 1315
Travel Time (s) 35.6 5.7 35.9
Confl. Peds. (#/hr) 50
Peak Hour Factor 1.00 1.00 0.87 0.87 0.94 0.94
Heavy Vehicles (%) 3% 4% 2% 4% 2% 1%
Shared Lane Traffic (%)
Lane Group Flow (vph) 673 0 322 344 185 365
Turn Type NA Prot NA Perm pt+ov
Protected Phases 9 1 6 1 4
Permitted Phases 4
Detector Phase 9 1 6 4 1 4
Switch Phase
Minimum Initial (s) 5.0 5.0 10.0 5.0
Minimum Split (s) 21.5 9.5 20.5 27.5
Total Split (s) 42.6 43.4 86.0 34.0
Total Split (%) 35.5% 36.2% 71.7% 28.3%
Yellow Time (s) 3.0 3.0 3.0 3.0
All-Red Time (s) 1.5 1.5 1.5 2.5
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 5.5
Lead/Lag
Lead-Lag Optimize?
Recall Mode Ped Min C-Max Ped
v/c Ratio 0.54 0.80 0.30 0.70 0.47
Control Delay 27.5 50.0 2.0 59.1 11.2
Queue Delay 0.1 17.1 2.3 0.0 0.2
Total Delay 27.6 67.1 4.2 59.1 11.4
Queue Length 50th (ft) 181 164 18 137 99
Queue Length 95th (ft) 290 m244 m28 208 133
Internal Link Dist (ft) 1227 129 1235
Turn Bay Length (ft) 80
Base Capacity (vph) 1247 499 1139 315 856
Starvation Cap Reductn 0 164 645 0 0
Spillback Cap Reductn 47 0 0 0 85
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.56 0.96 0.70 0.59 0.47
Intersection Summary
Area Type: CBD
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 0 (0%), Referenced to phase 2: and 6:WBT, Start of Green
Natural Cycle: 75
Control Type: Actuated-Coordinated
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: West St & Elm St/Main St
HCM Signalized Intersection Capacity Analysis Option D: Additional EB Through Lane
1: West St & Elm St/Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 470 203 280 299 174 343
Future Volume (vph) 470 203 280 299 174 343
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.5 4.5 4.5 5.5 4.5
Lane Util. Factor 0.95 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 0.86 1.00
Frt 0.95 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 2903 1540 1589 1330 1391
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 2903 1540 1589 1330 1391
Peak-hour factor, PHF 1.00 1.00 0.87 0.87 0.94 0.94
Adj. Flow (vph) 470 203 322 344 185 365
RTOR Reduction (vph) 34 000084
Lane Group Flow (vph) 639 0 322 344 185 281
Confl. Peds. (#/hr) 50
Heavy Vehicles (%) 3% 4% 2% 4% 2% 1%
Turn Type NA Prot NA Perm pt+ov
Protected Phases 9 1 6 1 4
Permitted Phases 4
Actuated Green, G (s) 50.1 31.4 86.0 24.0 60.9
Effective Green, g (s) 50.1 31.4 86.0 24.0 55.4
Actuated g/C Ratio 0.42 0.26 0.72 0.20 0.46
Clearance Time (s) 4.5 4.5 4.5 5.5
Vehicle Extension (s) 3.0 4.0 4.0 3.0
Lane Grp Cap (vph) 1212 402 1138 266 642
v/s Ratio Prot c0.22 c0.21 0.22 0.20
v/s Ratio Perm c0.14
v/c Ratio 0.53 0.80 0.30 0.70 0.44
Uniform Delay, d1 26.1 41.4 6.1 44.6 21.8
Progression Factor 1.00 0.93 0.22 1.00 1.00
Incremental Delay, d2 0.4 9.3 0.5 7.7 0.7
Delay (s) 26.5 47.6 1.9 52.3 22.4
Level of Service C D A D C
Approach Delay (s) 26.5 24.0 32.5
Approach LOS C C C
Intersection Summary
HCM 2000 Control Delay 27.4 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.65
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 14.5
Intersection Capacity Utilization 61.7% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Option D: Additional EB Through Lane
2: New South St /State St & Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø10 Ø11
Lane Configurations
Traffic Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Future Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 150 0 100 300 0 100
Storage Lanes 1 1 1 0 0 1 0 1
Taper Length (ft) 50 50 50 50
Right Turn on Red No No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 209 1362 1079 1831
Travel Time (s) 5.7 37.1 29.4 49.9
Confl. Peds. (#/hr) 19 42 37
Confl. Bikes (#/hr) 2
Peak Hour Factor 0.93 0.93 0.93 0.91 0.91 0.91 0.97 0.97 0.97 0.88 0.88 0.88
Heavy Vehicles (%) 1% 3% 5% 9% 8% 0% 3% 2% 3% 0% 4% 3%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 176 300 384 160 261 0 0 367 196 0 175 102
Turn Type Prot NA custom Prot NA Split NA pm+ov Split NA pm+ov
Protected Phases 52816 8817751011
Permitted Phases 11 8 7
Detector Phase 5 2 8 11 1 6 8 8 1 8 7 7 5 7
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 10.0 23.0 22.5 10.5 19.0 22.5 22.5 10.5 24.5 24.5 10.0 22.0 11.0
Total Split (s) 19.0 30.5 42.0 23.0 34.5 42.0 42.0 23.0 24.5 24.5 19.0 22.0 13.5
Total Split (%) 15.8% 25.4% 35.0% 19.2% 28.8% 35.0% 35.0% 19.2% 20.4% 20.4% 15.8% 18% 11%
Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 2.0 3.0
All-Red Time (s) 2.0 4.0 5.5 2.5 4.0 5.5 5.5 2.5 4.5 4.5 2.0 0.0 3.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5 7.5 5.0
Lead/Lag Lead Lead Lead Lag Lag Lead Lead Lag Lag Lag Lead Lead Lag
Lead-Lag Optimize?
Recall Mode None C-Max Ped None C-Max Ped Ped None None None None Ped None
v/c Ratio 0.97 0.45 0.93 0.76 0.76 0.88 0.30 0.83 0.21
Control Delay 105.6 44.1 58.4 72.8 58.3 64.8 3.5 81.4 1.0
Queue Delay 39.3 2.9 27.0 0.0 0.8 7.9 0.0 0.0 0.7
Total Delay 144.9 47.0 85.4 72.8 59.2 72.7 3.5 81.4 1.6
Queue Length 50th (ft) 142 121 247 121 194 268 0 133 0
Queue Length 95th (ft) #289 169 #411 #229 #336 #432 38 #236 0
Internal Link Dist (ft) 129 1282 999 1751
Turn Bay Length (ft) 150 300 100
Base Capacity (vph) 181 660 429 210 344 436 672 224 501
Starvation Cap Reductn 26 252 59 0 0 0 0 0 0
Spillback Cap Reductn 000011 450 0202
Storage Cap Reductn 00000 00 00
Reduced v/c Ratio 1.14 0.74 1.04 0.76 0.78 0.94 0.29 0.78 0.34
Intersection Summary
Area Type: CBD
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green, Master Intersection
Natural Cycle: 100
Control Type: Actuated-Coordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 2: New South St /State St & Main St
Lanes, Volumes, Timings Option D: Additional EB Through Lane
2: New South St /State St & Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 4
Lane Group Ø12
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Right Turn on Red
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases 12
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s) 5.0
Minimum Split (s) 7.0
Total Split (s) 18.0
Total Split (%) 15%
Yellow Time (s) 2.0
All-Red Time (s) 0.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode Max
v/c Ratio
Control Delay
Queue Delay
Total Delay
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
HCM Signalized Intersection Capacity Analysis Option D: Additional EB Through Lane
2: New South St /State St & Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Future Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5 7.5 5.0
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.92 1.00 0.95
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.97 1.00 0.99 1.00
Satd. Flow (prot) 1555 3049 1338 1441 1375 1562 1260 1587 1300
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.97 1.00 0.99 1.00
Satd. Flow (perm) 1555 3049 1338 1441 1375 1562 1260 1587 1300
Peak-hour factor, PHF 0.93 0.93 0.93 0.91 0.91 0.91 0.97 0.97 0.97 0.88 0.88 0.88
Adj. Flow (vph) 176 300 384 160 259 2 230 137 196 25 150 102
RTOR Reduction (vph)000000001150077
Lane Group Flow (vph) 176 300 384 160 261 0 0 367 81 0 175 25
Confl. Peds. (#/hr) 19 42 37
Confl. Bikes (#/hr) 2
Heavy Vehicles (%) 1% 3% 5% 9% 8% 0% 3% 2% 3% 0% 4% 3%
Parking (#/hr) 0 0
Turn Type Prot NA custom Prot NA Split NA pm+ov Split NA pm+ov
Protected Phases 52816 881775
Permitted Phases 11 8 7
Actuated Green, G (s) 14.0 26.0 39.6 17.5 30.0 32.1 49.6 15.9 29.9
Effective Green, g (s) 14.0 26.0 39.6 17.5 30.0 32.1 49.6 15.9 29.9
Actuated g/C Ratio 0.12 0.22 0.33 0.15 0.25 0.27 0.41 0.13 0.25
Clearance Time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5 7.5 5.0
Vehicle Extension (s) 3.0 4.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 181 660 441 210 343 417 578 210 323
v/s Ratio Prot c0.11 c0.10 0.23 c0.11 c0.19 c0.23 0.02 c0.11 0.01
v/s Ratio Perm 0.05 0.04 0.01
v/c Ratio 0.97 0.45 0.87 0.76 0.76 0.88 0.14 0.83 0.08
Uniform Delay, d1 52.8 40.8 37.8 49.2 41.7 42.1 21.9 50.8 34.5
Progression Factor 0.91 1.00 0.82 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 55.0 2.0 15.4 15.0 14.7 18.9 0.1 23.7 0.1
Delay (s) 102.9 42.7 46.5 64.3 56.4 61.1 22.0 74.5 34.6
Level of Service F D D E E E C E C
Approach Delay (s) 56.7 59.4 47.5 59.8
Approach LOS E E D E
Intersection Summary
HCM 2000 Control Delay 55.2 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.87
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 28.5
Intersection Capacity Utilization 81.6% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
SimTraffic Simulation Summary
Option D: Additional EB Through Lane AM Peak
Northampton - Main St SimTraffic Report
Page 1
Summary of All Intervals
Run Number 1 10 23456
Start Time 7:55 7:55 7:55 7:55 7:55 7:55 7:55
End Time 9:00 9:00 9:00 9:00 9:00 9:00 9:00
Total Time (min) 65 65 65 65 65 65 65
Time Recorded (min) 60 60 60 60 60 60 60
# of Intervals 5555555
# of Recorded Intervals 4444444
Vehs Entered 2457 2374 2398 2417 2369 2355 2408
Vehs Exited 2420 2347 2356 2367 2360 2304 2386
Starting Vehs 72 84 74 80 94 79 82
Ending Vehs 109 111 116 130 103 130 104
Travel Distance (mi) 1239 1194 1210 1210 1211 1181 1212
Travel Time (hr) 117.2 100.0 129.4 138.0 99.5 126.3 105.3
Total Delay (hr) 64.7 49.5 78.0 86.7 48.1 76.4 54.0
Total Stops 3523 3134 3203 3373 3055 3046 3392
Fuel Used (gal) 55.4 50.4 57.8 59.8 51.1 56.5 52.6
Summary of All Intervals
Run Number 7 8 9 Avg
Start Time 7:55 7:55 7:55 7:55
End Time 9:00 9:00 9:00 9:00
Total Time (min) 65 65 65 65
Time Recorded (min) 60 60 60 60
# of Intervals 5555
# of Recorded Intervals 4444
Vehs Entered 2376 2414 2434 2401
Vehs Exited 2382 2389 2402 2371
Starting Vehs 95 86 95 85
Ending Vehs 89 111 127 113
Travel Distance (mi) 1202 1219 1224 1210
Travel Time (hr) 106.1 100.8 120.6 114.3
Total Delay (hr) 55.0 49.2 68.8 63.0
Total Stops 3218 3137 3219 3230
Fuel Used (gal) 52.4 51.6 56.0 54.4
Interval #0 Information Seed
Start Time 7:55
End Time 8:00
Total Time (min) 5
Volumes adjusted by Anti PHF.
No data recorded this interval.
SimTraffic Simulation Summary
Option D: Additional EB Through Lane AM Peak
Northampton - Main St SimTraffic Report
Page 2
Interval #1 Information Record1
Start Time 8:00
End Time 8:15
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 633 599 597 615 584 533 553
Vehs Exited 592 588 567 587 586 520 547
Starting Vehs 72 84 74 80 94 79 82
Ending Vehs 113 95 104 108 92 92 88
Travel Distance (mi) 309 300 294 302 297 266 276
Travel Time (hr) 28.8 22.0 26.0 25.6 24.5 21.1 20.3
Total Delay (hr) 15.8 9.3 13.5 12.7 11.9 9.8 8.7
Total Stops 889 663 741 762 756 636 640
Fuel Used (gal) 13.9 11.9 12.9 12.8 12.5 10.9 11.2
Interval #1 Information Record1
Start Time 8:00
End Time 8:15
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 621 586 598 590
Vehs Exited 618 558 600 577
Starting Vehs 95 86 95 85
Ending Vehs 98 114 93 101
Travel Distance (mi) 310 288 305 295
Travel Time (hr) 25.4 24.2 25.4 24.3
Total Delay (hr) 12.2 12.0 12.4 11.8
Total Stops 798 763 810 745
Fuel Used (gal) 13.1 12.2 12.9 12.4
Interval #2 Information Record2
Start Time 8:15
End Time 8:30
Total Time (min) 15
Volumes adjusted by PHF.
Run Number 1 10 23456
Vehs Entered 628 607 666 636 606 651 660
Vehs Exited 621 596 642 642 599 616 623
Starting Vehs 113 95 104 108 92 92 88
Ending Vehs 120 106 128 102 99 127 125
Travel Distance (mi) 324 306 334 326 312 319 322
Travel Time (hr) 30.7 23.6 31.7 33.7 26.8 34.2 27.8
Total Delay (hr) 17.0 10.6 17.6 19.8 13.6 20.7 14.2
Total Stops 962 782 996 1000 833 868 893
Fuel Used (gal) 14.4 12.4 15.0 15.5 13.5 15.2 13.9
Interval #2 Information Record2
Start Time 8:15
End Time 8:30
Total Time (min) 15
Volumes adjusted by PHF.
Run Number 7 8 9 Avg
Vehs Entered 637 618 662 637
Vehs Exited 613 649 646 624
Starting Vehs 98 114 93 101
Ending Vehs 122 83 109 114
Travel Distance (mi) 317 321 326 321
Travel Time (hr) 27.5 26.1 30.0 29.2
Total Delay (hr) 14.0 12.6 16.2 15.6
Total Stops 872 795 902 890
Fuel Used (gal) 13.6 13.6 14.3 14.1
SimTraffic Simulation Summary
Option D: Additional EB Through Lane AM Peak
Northampton - Main St SimTraffic Report
Page 3
Interval #3 Information Record3
Start Time 8:30
End Time 8:45
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 617 582 534 629 594 563 593
Vehs Exited 627 597 532 578 604 584 614
Starting Vehs 120 106 128 102 99 127 125
Ending Vehs 110 91 130 153 89 106 104
Travel Distance (mi) 314 296 274 301 306 293 309
Travel Time (hr) 29.6 27.5 33.5 34.1 23.5 36.1 29.2
Total Delay (hr) 16.2 15.0 21.8 21.5 10.4 23.8 16.2
Total Stops 869 850 747 838 687 713 941
Fuel Used (gal) 14.0 13.2 14.0 14.8 12.6 15.2 13.9
Interval #3 Information Record3
Start Time 8:30
End Time 8:45
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 571 581 586 584
Vehs Exited 582 564 566 585
Starting Vehs 122 83 109 114
Ending Vehs 111 100 129 113
Travel Distance (mi) 289 290 293 296
Travel Time (hr) 27.9 23.1 31.7 29.6
Total Delay (hr) 15.7 10.8 19.3 17.1
Total Stops 819 720 756 793
Fuel Used (gal) 13.2 12.1 14.2 13.7
Interval #4 Information Record4
Start Time 8:45
End Time 9:00
Total Time (min) 15
Volumes adjusted by Growth Factors, Anti PHF.
Run Number 1 10 23456
Vehs Entered 579 586 601 537 585 608 602
Vehs Exited 580 566 615 560 571 584 602
Starting Vehs 110 91 130 153 89 106 104
Ending Vehs 109 111 116 130 103 130 104
Travel Distance (mi) 292 292 309 281 296 303 306
Travel Time (hr) 28.2 26.9 38.2 44.7 24.7 34.9 27.9
Total Delay (hr) 15.8 14.6 25.1 32.7 12.1 22.1 14.9
Total Stops 803 839 719 773 779 829 918
Fuel Used (gal) 13.1 12.8 15.9 16.8 12.5 15.2 13.5
Interval #4 Information Record4
Start Time 8:45
End Time 9:00
Total Time (min) 15
Volumes adjusted by Growth Factors, Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 547 629 588 587
Vehs Exited 569 618 590 585
Starting Vehs 111 100 129 113
Ending Vehs 89 111 127 113
Travel Distance (mi) 287 320 300 299
Travel Time (hr) 25.3 27.4 33.6 31.2
Total Delay (hr) 13.2 13.8 20.9 18.5
Total Stops 729 859 751 802
Fuel Used (gal) 12.5 13.8 14.6 14.1
SimTraffic Performance Report
Option D: Additional EB Through Lane AM Peak
Northampton - Main St SimTraffic Report
Page 4
1: West St & Elm St/Main St Performance by movement
Movement EBT EBR WBL WBT NBL NBR All
Vehicles Entered 476 201 271 310 171 336 1765
Vehicles Exited 460 194 271 310 169 335 1739
Hourly Exit Rate 460 194 271 310 169 335 1739
Input Volume 470 203 280 311 174 343 1781
% of Volume 98 96 97 100 97 98 98
2: New South St /State St & Main St Performance by movement
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR All
Vehicles Entered 155 301 351 148 230 2 225 137 184 23 129 83 1968
Vehicles Exited 155 301 349 148 231 2 225 136 184 23 129 82 1965
Hourly Exit Rate 155 301 349 148 231 2 225 136 184 23 129 82 1965
Input Volume 164 306 357 146 236 2 223 133 190 22 132 90 2001
% of Volume 95 98 98 102 98 100 101 102 97 105 98 91 98
Total Network Performance
Vehicles Entered 2401
Vehicles Exited 2371
Hourly Exit Rate 2371
Input Volume 6162
% of Volume 38
Queuing and Blocking Report
Option D: Additional EB Through Lane AM Peak
Northampton - Main St SimTraffic Report
Page 5
Intersection: 1: West St & Elm St/Main St
Movement EB EB WB WB NB NB
Directions Served T TR L T L R
Maximum Queue (ft) 1190 140 194 202 130 532
Average Queue (ft) 811 139 133 76 113 247
95th Queue (ft) 1407 147 192 198 158 496
Link Distance (ft) 1253 151 151 1245
Upstream Blk Time (%) 17 9 8
Queuing Penalty (veh) 0 25 23
Storage Bay Dist (ft) 60 80
Storage Blk Time (%) 15 57 33 28
Queuing Penalty (veh) 64 134 114 49
Intersection: 2: New South St /State St & Main St
Movement EB EB EB EB WB WB NB NB SB SB
Directions Served L T T R L TR LT R LT R
Maximum Queue (ft) 182 164 171 194 200 426 591 350 310 150
Average Queue (ft) 122 81 78 131 137 188 272 88 131 61
95th Queue (ft) 199 137 140 205 224 340 500 261 257 146
Link Distance (ft) 151 151 151 151 1322 1032 1778
Upstream Blk Time (%) 15 1 0 8
Queuing Penalty (veh) 31 2 1 16
Storage Bay Dist (ft) 150 300 100
Storage Blk Time (%) 8 16 9 0 21 1
Queuing Penalty (veh) 18 25 18 0 19 2
Network Summary
Network wide Queuing Penalty: 539
Lanes, Volumes, Timings Option D: Additional EB Through Lane
1: West St & Elm St/Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 506 97 294 362 87 358
Future Volume (vph) 506 97 294 362 87 358
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 60 0 80 0
Storage Lanes 1 1 1 1
Taper Length (ft) 50 50
Right Turn on Red Yes Yes
Link Speed (mph) 25 25 25
Link Distance (ft) 1307 209 1315
Travel Time (s) 35.6 5.7 35.9
Confl. Peds. (#/hr) 50
Peak Hour Factor 0.82 0.82 0.90 0.90 0.86 0.86
Heavy Vehicles (%) 2% 2% 1% 2% 0% 1%
Shared Lane Traffic (%)
Lane Group Flow (vph) 735 0 327 402 101 416
Turn Type NA Prot NA Perm pt+ov
Protected Phases 9 1 6 1 4
Permitted Phases 4
Detector Phase 9 1 6 4 1 4
Switch Phase
Minimum Initial (s) 5.0 5.0 10.0 5.0
Minimum Split (s) 22.5 9.5 20.5 27.5
Total Split (s) 47.0 45.0 92.0 28.0
Total Split (%) 39.2% 37.5% 76.7% 23.3%
Yellow Time (s) 3.0 3.0 3.0 3.0
All-Red Time (s) 1.5 1.5 1.5 2.5
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 5.5
Lead/Lag
Lead-Lag Optimize?
Recall Mode Ped Min C-Max Ped
v/c Ratio 0.57 0.79 0.34 0.40 0.56
Control Delay 28.7 48.4 1.9 48.4 17.1
Queue Delay 0.1 21.3 3.6 0.0 0.5
Total Delay 28.9 69.7 5.4 48.4 17.6
Queue Length 50th (ft) 218 179 21 69 157
Queue Length 95th (ft) 278 m219 m30 119 197
Internal Link Dist (ft) 1227 129 1235
Turn Bay Length (ft) 80
Base Capacity (vph) 1295 524 1184 254 821
Starvation Cap Reductn 0 191 674 0 0
Spillback Cap Reductn 79 0 0 0 131
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.60 0.98 0.79 0.40 0.60
Intersection Summary
Area Type: CBD
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 0 (0%), Referenced to phase 2: and 6:WBT, Start of Green
Natural Cycle: 80
Control Type: Actuated-Coordinated
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: West St & Elm St/Main St
HCM Signalized Intersection Capacity Analysis Option D: Additional EB Through Lane
1: West St & Elm St/Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 506 97 294 362 87 358
Future Volume (vph) 506 97 294 362 87 358
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.5 4.5 4.5 5.5 4.5
Lane Util. Factor 0.95 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 0.86 1.00
Frt 0.98 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3005 1555 1621 1356 1391
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3005 1555 1621 1356 1391
Peak-hour factor, PHF 0.82 0.82 0.90 0.90 0.86 0.86
Adj. Flow (vph) 617 118 327 402 101 416
RTOR Reduction (vph) 11 000060
Lane Group Flow (vph) 724 0 327 402 101 356
Confl. Peds. (#/hr) 50
Heavy Vehicles (%) 2% 2% 1% 2% 0% 1%
Turn Type NA Prot NA Perm pt+ov
Protected Phases 9 1 6 1 4
Permitted Phases 4
Actuated Green, G (s) 51.3 31.9 87.7 22.3 59.7
Effective Green, g (s) 51.3 31.9 87.7 22.3 54.2
Actuated g/C Ratio 0.43 0.27 0.73 0.19 0.45
Clearance Time (s) 4.5 4.5 4.5 5.5
Vehicle Extension (s) 3.0 4.0 4.0 3.0
Lane Grp Cap (vph) 1284 413 1184 251 628
v/s Ratio Prot c0.24 c0.21 0.25 c0.26
v/s Ratio Perm 0.07
v/c Ratio 0.56 0.79 0.34 0.40 0.57
Uniform Delay, d1 25.9 41.0 5.8 43.0 24.3
Progression Factor 1.00 0.96 0.23 1.00 1.00
Incremental Delay, d2 0.6 7.3 0.5 1.1 1.4
Delay (s) 26.5 46.6 1.9 44.0 25.7
Level of Service C D A D C
Approach Delay (s) 26.5 21.9 29.3
Approach LOS C C C
Intersection Summary
HCM 2000 Control Delay 25.5 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.63
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 14.5
Intersection Capacity Utilization 54.5% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Option D: Additional EB Through Lane
2: New South St /State St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø10 Ø11
Lane Configurations
Traffic Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Future Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 150 0 100 300 0 100
Storage Lanes 1 1 1 0 0 1 0 1
Taper Length (ft) 50 50 50 50
Right Turn on Red No No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 209 1362 1079 1831
Travel Time (s) 5.7 37.1 29.4 49.9
Confl. Peds. (#/hr) 13 100 110
Confl. Bikes (#/hr) 15 2
Peak Hour Factor 0.90 0.90 0.90 0.91 0.91 0.91 0.93 0.93 0.93 0.83 0.83 0.83
Heavy Vehicles (%) 0% 2% 1% 2% 6% 0% 2% 0% 4% 0% 0% 1%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 187 373 419 241 286 0 0 381 127 0 219 139
Turn Type Prot NA custom Prot NA Split NA pm+ov Split NA pm+ov
Protected Phases 52816 8817751011
Permitted Phases 11 8 7
Detector Phase 5 2 8 11 1 6 8 8 1 8 7 7 5 7
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 10.0 23.0 22.5 10.5 19.0 22.5 22.5 10.5 24.5 24.5 10.0 22.0 11.0
Total Split (s) 20.0 27.0 43.0 25.5 32.5 43.0 43.0 25.5 24.5 24.5 20.0 22.0 11.0
Total Split (%) 16.7% 22.5% 35.8% 21.3% 27.1% 35.8% 35.8% 21.3% 20.4% 20.4% 16.7% 18% 9%
Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 2.0 3.0
All-Red Time (s) 2.0 4.0 5.5 2.5 4.0 5.5 5.5 2.5 4.5 4.5 2.0 0.0 3.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5 7.5 5.0
Lead/Lag Lead Lead Lead Lag Lag Lead Lead Lag Lag Lag Lead Lead Lag
Lead-Lag Optimize?
Recall Mode None C-Max Ped None C-Max Ped Ped None None None None Ped None
v/c Ratio 0.95 0.73 0.98 0.94 0.97 0.84 0.21 0.94 0.32
Control Delay 95.5 49.8 69.8 93.0 92.7 58.0 3.3 97.7 7.5
Queue Delay 43.7 55.8 38.6 0.0 37.9 0.9 0.0 0.0 1.9
Total Delay 139.2 105.6 108.3 93.0 130.6 59.0 3.3 97.7 9.4
Queue Length 50th (ft) 142 143 170 187 221 277 0 170 3
Queue Length 95th (ft) #295 201 #494 #346 #397 #442 30 #283 38
Internal Link Dist (ft) 129 1282 999 1751
Turn Bay Length (ft) 150 300 100
Base Capacity (vph) 196 513 428 256 295 453 601 232 440
Starvation Cap Reductn 37 177 69 0 0 0 0 0 0
Spillback Cap Reductn 000034 100 0185
Storage Cap Reductn 00000 00 00
Reduced v/c Ratio 1.18 1.11 1.17 0.94 1.10 0.86 0.21 0.94 0.55
Intersection Summary
Area Type: CBD
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green, Master Intersection
Natural Cycle: 110
Control Type: Actuated-Coordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 2: New South St /State St & Main St
Lanes, Volumes, Timings Option D: Additional EB Through Lane
2: New South St /State St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 4
Lane Group Ø12
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Right Turn on Red
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases 12
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s) 5.0
Minimum Split (s) 7.0
Total Split (s) 19.5
Total Split (%) 16%
Yellow Time (s) 2.0
All-Red Time (s) 0.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode Max
v/c Ratio
Control Delay
Queue Delay
Total Delay
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
HCM Signalized Intersection Capacity Analysis Option D: Additional EB Through Lane
2: New South St /State St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Future Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5 7.5 5.0
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.83 1.00 0.87
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.99 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.97 1.00 0.99 1.00
Satd. Flow (prot) 1570 3079 1391 1540 1391 1576 1125 1644 1213
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.97 1.00 0.99 1.00
Satd. Flow (perm) 1570 3079 1391 1540 1391 1576 1125 1644 1213
Peak-hour factor, PHF 0.90 0.90 0.90 0.91 0.91 0.91 0.93 0.93 0.93 0.83 0.83 0.83
Adj. Flow (vph) 187 373 419 241 273 13 262 119 127 25 194 139
RTOR Reduction (vph)00000000690098
Lane Group Flow (vph) 187 373 419 241 286 0 0 381 58 0 219 41
Confl. Peds. (#/hr) 13 100 110
Confl. Bikes (#/hr) 15 2
Heavy Vehicles (%) 0% 2% 1% 2% 6% 0% 2% 0% 4% 0% 0% 1%
Parking (#/hr) 0 0
Turn Type Prot NA custom Prot NA Split NA pm+ov Split NA pm+ov
Protected Phases 52816 881775
Permitted Phases 11 8 7
Actuated Green, G (s) 15.0 20.0 39.5 20.0 25.5 34.5 54.5 17.0 32.0
Effective Green, g (s) 15.0 20.0 39.5 20.0 25.5 34.5 54.5 17.0 32.0
Actuated g/C Ratio 0.12 0.17 0.33 0.17 0.21 0.29 0.45 0.14 0.27
Clearance Time (s) 5.0 7.0 8.5 5.5 7.0 8.5 5.5 7.5 5.0
Vehicle Extension (s) 3.0 4.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 196 513 457 256 295 453 562 232 323
v/s Ratio Prot c0.12 0.12 c0.26 c0.16 c0.21 0.24 0.02 c0.13 0.02
v/s Ratio Perm 0.04 0.03 0.02
v/c Ratio 0.95 0.73 0.92 0.94 0.97 0.84 0.10 0.94 0.13
Uniform Delay, d1 52.2 47.4 38.7 49.4 46.9 40.2 18.8 51.0 33.4
Progression Factor 0.88 0.88 0.85 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 46.1 7.5 20.4 40.4 45.2 13.2 0.1 43.4 0.2
Delay (s) 91.8 49.4 53.2 89.8 92.0 53.4 18.8 94.4 33.6
Level of Service F D D F F D B F C
Approach Delay (s) 59.1 91.0 44.7 70.8
Approach LOS E F D E
Intersection Summary
HCM 2000 Control Delay 64.9 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.96
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 28.5
Intersection Capacity Utilization 84.6% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
SimTraffic Simulation Summary
Option D: Additional EB Through Lane PM Peak
Northampton - Main St SimTraffic Report
Page 1
Summary of All Intervals
Run Number 1 10 23456
Start Time 4:40 4:40 4:40 4:40 4:40 4:40 4:40
End Time 5:45 5:45 5:45 5:45 5:45 5:45 5:45
Total Time (min) 65 65 65 65 65 65 65
Time Recorded (min) 60 60 60 60 60 60 60
# of Intervals 5555555
# of Recorded Intervals 4444444
Vehs Entered 2381 2403 2460 2427 2398 2294 2371
Vehs Exited 2375 2400 2412 2408 2351 2274 2337
Starting Vehs 74 79 90 87 72 75 50
Ending Vehs 80 82 138 106 119 95 84
Travel Distance (mi) 1210 1228 1237 1236 1207 1162 1206
Travel Time (hr) 102.7 98.4 136.4 109.0 111.7 99.6 100.2
Total Delay (hr) 51.4 46.3 84.0 56.7 60.6 50.5 49.1
Total Stops 3158 3003 3554 3330 3341 3100 3103
Fuel Used (gal) 51.8 51.4 60.2 53.8 53.7 50.3 51.4
Summary of All Intervals
Run Number 7 8 9 Avg
Start Time 4:40 4:40 4:40 4:40
End Time 5:45 5:45 5:45 5:45
Total Time (min) 65 65 65 65
Time Recorded (min) 60 60 60 60
# of Intervals 5555
# of Recorded Intervals 4444
Vehs Entered 2316 2370 2388 2380
Vehs Exited 2320 2300 2393 2357
Starting Vehs 81 78 79 77
Ending Vehs 77 148 74 100
Travel Distance (mi) 1184 1192 1219 1208
Travel Time (hr) 113.4 138.0 107.9 111.7
Total Delay (hr) 63.3 87.6 56.3 60.6
Total Stops 3148 3656 3339 3273
Fuel Used (gal) 53.8 59.3 53.1 53.9
Interval #0 Information Seed
Start Time 4:40
End Time 4:45
Total Time (min) 5
Volumes adjusted by Anti PHF.
No data recorded this interval.
SimTraffic Simulation Summary
Option D: Additional EB Through Lane PM Peak
Northampton - Main St SimTraffic Report
Page 2
Interval #1 Information Record1
Start Time 4:45
End Time 5:00
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 571 595 585 609 568 541 542
Vehs Exited 568 557 575 590 533 533 509
Starting Vehs 74 79 90 87 72 75 50
Ending Vehs 77 117 100 106 107 83 83
Travel Distance (mi) 288 292 299 305 278 271 266
Travel Time (hr) 23.3 24.7 27.9 25.1 23.8 22.0 19.4
Total Delay (hr) 11.1 12.3 15.3 12.2 12.1 10.5 8.2
Total Stops 714 754 880 772 696 675 582
Fuel Used (gal) 12.2 12.5 13.4 13.0 11.9 11.5 10.6
Interval #1 Information Record1
Start Time 4:45
End Time 5:00
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 585 553 567 572
Vehs Exited 538 534 548 548
Starting Vehs 81 78 79 77
Ending Vehs 128 97 98 100
Travel Distance (mi) 286 277 281 284
Travel Time (hr) 22.9 21.3 21.4 23.2
Total Delay (hr) 10.9 9.6 9.5 11.2
Total Stops 697 622 630 702
Fuel Used (gal) 11.9 11.3 11.5 12.0
Interval #2 Information Record2
Start Time 5:00
End Time 5:15
Total Time (min) 15
Volumes adjusted by PHF.
Run Number 1 10 23456
Vehs Entered 692 645 697 664 665 648 662
Vehs Exited 616 656 640 641 659 595 624
Starting Vehs 77 117 100 106 107 83 83
Ending Vehs 153 106 157 129 113 136 121
Travel Distance (mi) 328 335 334 333 338 315 327
Travel Time (hr) 30.5 27.2 36.6 29.1 31.2 29.5 26.8
Total Delay (hr) 16.7 13.0 22.4 14.9 16.9 16.2 13.0
Total Stops 1003 838 1063 897 990 935 832
Fuel Used (gal) 14.4 14.2 16.2 14.4 14.9 14.1 13.7
Interval #2 Information Record2
Start Time 5:00
End Time 5:15
Total Time (min) 15
Volumes adjusted by PHF.
Run Number 7 8 9 Avg
Vehs Entered 637 701 692 669
Vehs Exited 634 650 646 635
Starting Vehs 128 97 98 100
Ending Vehs 131 148 144 134
Travel Distance (mi) 321 345 338 331
Travel Time (hr) 33.9 32.8 31.8 30.9
Total Delay (hr) 20.3 18.2 17.5 16.9
Total Stops 922 1029 1035 954
Fuel Used (gal) 15.2 15.3 15.0 14.7
SimTraffic Simulation Summary
Option D: Additional EB Through Lane PM Peak
Northampton - Main St SimTraffic Report
Page 3
Interval #3 Information Record3
Start Time 5:15
End Time 5:30
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 1 10 23456
Vehs Entered 573 589 584 562 571 562 582
Vehs Exited 632 602 605 588 578 603 600
Starting Vehs 153 106 157 129 113 136 121
Ending Vehs 94 93 136 103 106 95 103
Travel Distance (mi) 311 304 301 296 295 299 309
Travel Time (hr) 27.9 24.1 35.9 29.8 25.8 27.8 30.0
Total Delay (hr) 14.6 11.2 23.1 17.3 13.4 15.2 16.9
Total Stops 816 758 856 909 794 857 943
Fuel Used (gal) 13.7 12.7 15.3 13.6 12.9 13.5 14.2
Interval #3 Information Record3
Start Time 5:15
End Time 5:30
Total Time (min) 15
Volumes adjusted by Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 543 577 579 571
Vehs Exited 556 552 612 593
Starting Vehs 131 148 144 134
Ending Vehs 118 173 111 114
Travel Distance (mi) 284 280 309 299
Travel Time (hr) 31.3 35.6 30.5 29.9
Total Delay (hr) 19.2 23.8 17.4 17.2
Total Stops 788 1010 931 867
Fuel Used (gal) 13.9 14.7 14.2 13.9
Interval #4 Information Record4
Start Time 5:30
End Time 5:45
Total Time (min) 15
Volumes adjusted by Growth Factors, Anti PHF.
Run Number 1 10 23456
Vehs Entered 545 574 594 592 594 543 585
Vehs Exited 559 585 592 589 581 543 604
Starting Vehs 94 93 136 103 106 95 103
Ending Vehs 80 82 138 106 119 95 84
Travel Distance (mi) 283 296 303 302 296 276 305
Travel Time (hr) 21.0 22.4 36.0 25.0 30.9 20.3 24.0
Total Delay (hr) 9.0 9.8 23.2 12.2 18.3 8.7 11.1
Total Stops 625 653 755 752 861 633 746
Fuel Used (gal) 11.4 12.0 15.3 12.8 13.9 11.2 12.8
Interval #4 Information Record4
Start Time 5:30
End Time 5:45
Total Time (min) 15
Volumes adjusted by Growth Factors, Anti PHF.
Run Number 7 8 9 Avg
Vehs Entered 551 539 550 566
Vehs Exited 592 564 587 581
Starting Vehs 118 173 111 114
Ending Vehs 77 148 74 100
Travel Distance (mi) 293 290 292 294
Travel Time (hr) 25.3 48.2 24.2 27.7
Total Delay (hr) 12.9 35.9 11.9 15.3
Total Stops 741 995 743 749
Fuel Used (gal) 12.8 18.0 12.4 13.3
SimTraffic Performance Report
Option D: Additional EB Through Lane PM Peak
Northampton - Main St SimTraffic Report
Page 4
1: West St & Elm St/Main St Performance by movement
Movement EBT EBR WBL WBT NBL NBR All
Vehicles Entered 503 99 293 366 91 347 1699
Vehicles Exited 498 97 294 366 90 348 1693
Hourly Exit Rate 498 97 294 366 90 348 1693
Input Volume 506 97 294 372 87 358 1714
% of Volume 98 100 100 98 104 97 99
2: New South St /State St & Main St Performance by movement
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR All
Vehicles Entered 161 343 376 221 250 11 246 111 120 20 155 111 2125
Vehicles Exited 162 343 376 215 242 11 245 111 121 20 155 110 2111
Hourly Exit Rate 162 343 376 215 242 11 245 111 121 20 155 110 2111
Input Volume 168 351 377 219 248 12 244 111 118 21 161 115 2146
% of Volume 96 98 100 98 97 90 100 100 103 94 96 96 98
Total Network Performance
Vehicles Entered 2380
Vehicles Exited 2357
Hourly Exit Rate 2357
Input Volume 6225
% of Volume 38
Queuing and Blocking Report
Option D: Additional EB Through Lane PM Peak
Northampton - Main St SimTraffic Report
Page 5
Intersection: 1: West St & Elm St/Main St
Movement EB EB WB WB NB NB
Directions Served T TR L T L R
Maximum Queue (ft) 1001 140 189 205 130 452
Average Queue (ft) 482 136 137 76 85 214
95th Queue (ft) 997 158 194 193 154 409
Link Distance (ft) 1253 151 151 1245
Upstream Blk Time (%) 3 10 7
Queuing Penalty (veh) 0 30 22
Storage Bay Dist (ft) 60 80
Storage Blk Time (%) 14 49 13 37
Queuing Penalty (veh) 47 125 46 32
Intersection: 2: New South St /State St & Main St
Movement EB EB EB EB WB WB NB NB SB SB
Directions Served L T T R L TR LT R LT R
Maximum Queue (ft) 189 176 179 191 200 894 456 269 378 150
Average Queue (ft) 120 104 97 144 178 459 234 58 158 76
95th Queue (ft) 196 163 162 216 239 1024 382 181 325 162
Link Distance (ft) 151 151 151 151 1322 1032 1778
Upstream Blk Time (%) 13 2 1 13 4
Queuing Penalty (veh) 28 5 2 29 0
Storage Bay Dist (ft) 150 300 100
Storage Blk Time (%) 35 37 5 0 28 1
Queuing Penalty (veh) 92 83 6 0 33 2
Network Summary
Network wide Queuing Penalty: 583
APPENDIX E.
TRAFFIC
OPERATIONS AT
MAIN STREET AT
KING
STREET/PLEASANT
STREET
TECHNICAL
MEMORANDUM
TECHNICAL MEMORANDUM
July 13, 2021
To: Wayne Feiden, FAICP
Director of Planning & Sustainability
City of Northampton
CC: David Veleta, PE
Department of Public Works
City of Northampton
From: Jason DeGray, PE, PTOE; Kristen Braley, EIT
Project: Main Street (Route 9) Complete Streets Design Services
Re: Traffic Operations at Main Street at King Street/Pleasant Street
Toole Design has prepared this technical memorandum to summarize operational considerations at the key
signalized intersection of Main Street at King Street/Pleasant Street as it relates to the conceptual design
progression of the preferred alternative (Alternative 3: three vehicle travel lanes with expanded sidewalks,
separated bike lanes, and angled parking1). It is intended that the information provided in this memorandum be
sufficient to vet the acceptability, tradeoffs, and opportunities associated with traffic signal operational strategies
related to pedestrian, bicycle, and vehicular users and the achievement of project goals.
Project Goals
Considerations for future operational strategies are to be evaluated as they relate to the evaluation criteria of
overall project goals as shown in Table 1.
1 Picture Main Street Story Map (https://storymaps.arcgis.com/stories/4b996c75da2f4aaca58a1f0310424c77)
2
Table 1. Overall Project Goals and Evaluation Criteria
Goal 1
Provide Safety and
Access for All
Goal 2
Promote a Vibrant and
Attractive Downtown
Goal 3
Create a Functional, Enduring, &
Sustainable Streetscape Evaluation Criteria Crosswalks are short and
minimize conflicts
Businesses have sidewalk space
for outdoor dining and commerce
Space for commercial loading is
defined and convenient
All modes have separate
and dedicated space for
travel
On-street vehicle parking is
preserved
Delay for people driving and taking
transit on Main Street is minimized
All sidewalks provide at
minimum 5 feet clear space
Space for art, seating, civic
gatherings, and other amenities is
provided
Delay for people walking and
biking on Main Street is minimized
Space for accessible
parking is provided on every
block
A diversity of business, customer,
and civic needs are met Existing trees are preserved
Emergency vehicle access
is preserved - Space for new trees and green
infrastructure is provided
- - Snow management and removal
operations are considered
At the intersection level, the application of the evaluation criteria offers guidance of how to balance operational
needs with the ability to meet project goals. This memorandum provides analyses related to the experience of
modal users (pedestrians, bicycles, vehicles) at Main Street at King Street/Pleasant Street in terms of safety,
delay, and experience as metrics which are directly applicable to some of the project’s evaluation criteria. Other
criteria however cannot be effectively measured at the intersection level, for example, the criteria of All modes
having separate and dedicated space for travel speaks to broader network connectivity and the potential for future
use. As a network is only as strong as its weakest link, it is important to recognize that consideration must be
given in the evaluation of intersection level analyses to the ramifications to broader network level considerations.
For instance, the decision to maintain an additional travel lane for vehicular capacity purposes may appear
warranted to satisfy the evaluation criteria of delay for people driving and taking transit on Main Street is
minimized, but it could easily have an exceedingly detrimental effect on providing dedicated space for travel for all
users. In reviewing this memorandum, it is important to keep the safety, economic, and sustainability goals of the
greater project scope at the forefront while evaluating the concentrated, intersection-level analysis.
Existing Conditions
Main Street at King Street/Pleasant Street is a four leg, fully actuated, signalized intersection towards the eastern
end of the Main Street project area. King Street (Route 5) and Pleasant Street (Route 5 and Route 9) act as
primary north-south routes through Northampton connecting the downtown area to Interstate 91. The southbound
approach of King Street, the northbound approach of Pleasant Street, and the eastbound approach of Main Street
consist of an exclusive left-turn lane, through lane, and right-turn lane. The westbound approach of Main Street
consists of an exclusive left-turn lane and a wide lane that is generally utilized by vehicles as two separate
3
unmarked lanes that operate as a through lane and a shared through/right-turn lane2. For existing conditions
analysis, the intersection is modeled as it predominately operates, as two separate lanes. Marked crosswalks with
curb ramps and flashing-hand indications are provided across all approaches. There are no bicycle facilities
provided at the intersection or along the intersection approaches. All corners of the intersection have “No Right on
Red” signage.
The Main Street at King Street/Pleasant Street cycle length is 141 seconds with the signal phasing represented in
Figure 1. Phasing includes a protected/permitted eastbound and westbound left turns, an exclusive pedestrian
phase, and protected/permitted northbound and southbound left turns. The exclusive pedestrian phase must be
actuated by a person walking or biking.
Figure 1. Main Street at King Street/Pleasant Street Phasing Diagram
Traffic Counts
Traffic volume data were collected to analyze vehicular traffic, pedestrian activity, and bicycle usage throughout
the study area. Turning movement counts (TMCs) were collected on Wednesday, May 1, 2019 from 7:00 am to
9:00 am and from 3:00 pm to 7:00 pm. At Main Street at King Street/Pleasant Street, the intersection peak hour is
from 8:00 am to 9:00 am and the evening peak hour is from 4:00 pm to 5:00 pm. Analysis determined the network
peak hour, including all unsignalized and signalized intersections in the greater project scope, is from 8:00 am to
9:00 am on weekday mornings and 4:45 pm to 5:45 pm on weekday evening as indicated in Table 2. The network
peak hour was used in evaluation of Main Street at King Street/Pleasant Street to achieve consistent vehicular
conditions throughout the corridor.
Table 2. Peak Hours by Intersection and Network Peak Hour for Full Study Area
Morning Peak Hour (am)Evening Peak Hour (pm)
Main Street at King Street/Pleasant Street 8:00 – 9:00 4:00 – 5:00
Network 8:00 – 9:00 4:45 – 5:45
Existing traffic volumes for the weekday morning and evening peak hours including pedestrian and bicycle
volumes are included on Figure 2. All raw traffic count data can be found in Appendix A.
2 The westbound receiving lane also similarly consists of one wide lane, however functionally operates as two receiving lanes
4
Figure 2. Existing (2019) Condition Vehicular (left), Pedestrian (Middle), and Bicycle (Right) Traffic Volumes
Vehicular Operations
Vehicle operations including volume-to-capacity (V/C) ratio, delay, level of service (LOS), and queue lengths were
evaluated using Synchro 10 software as outlined in Appendix B and are summarized in Table 3. In the morning
peak hour, all vehicular movements at Main Street at King Street/Pleasant Street operate at LOS D or better
which is generally considered acceptable at signalized intersections in urban environments. In the evening peak
hour, the Main Street eastbound through, the Main Street westbound through/right, and the King Street
southbound through movements operate at LOS E. Synchro 10 outputs are attached in Appendix C.
5
Table 3. Existing Conditions Capacity Analysis Summary at Main Street at King Street/Pleasant Street
V/Ca Delayb LOSc Queue (50th/95th)D
Morning Peak Hour (8:00 am – 9:00 am)
Main St EB Left 0.50 27.0 C 90/163
Main St EB Thru 0.75 43.7 D 287/#479
Main St EB Right 0.14 31.2 C 38/82
Main St WB Left 0.48 35.4 D 54/105
Main St WB Thru/Right 0.60 42.9 D 156/241
Pleasant St NB Left 0.46 29.5 C 70/123
Pleasant St NB Thru 0.69 43.4 D 228/354
Pleasant St NB Right 0.08 33.5 C 20/49
King St SB Left 0.20 35.1 D 24/54
King St SB Thru 0.75 52.2 D 196/312
King St SB Right 0.17 26.1 C 57/100
Overall 0.56 40.3 D -
Evening Peak Hour (4:45 pm – 5:45 pm)
Main St EB Left 0.77 45.5 D 128/206
Main St EB Thru 0.82 58.3 E 275/#427
Main St EB Right 0.31 40.1 D 77/137
Main St WB Left 0.55 43.3 D 63/113
Main St WB Thru/Right 0.88 67.0 E 211/#317
Pleasant St NB Left 0.49 34.2 C 61/110
Pleasant St NB Thru 0.65 47.0 D 212/329
Pleasant St NB Right 0.09 38.2 D 23/55
King St SB Left 0.33 36.7 D 47/88
King St SB Thru 0.86 66.9 E 257/#444
King St SB Right 0.24 27.4 C 85/144
Overall 0.59 52.9 D -
a Volume-to-capacity ratio, b Average total delay in seconds per vehicle, c Level of service, d 50th and 95th percentile queue length in feet per
lane (assuming 25 feet per vehicle)
~ volume exceeds capacity, queue is theoretically infinite
# 95th percentile volume exceeds capacity, queue may be longer
m volume for 95th percentile queue is metered by upstream signal
Pedestrian Facilities and Operations
Pedestrian LOS metrics are based solely on delay and the concepts and procedures in the Highway Capacity
Manual (HCM)3. Table 4, an excerpt from the HCM, provides LOS criteria for signalized intersections, along with
pedestrian noncompliance likelihood guidance. When pedestrians experience more than a 30 second delay, they
become impatient, and are more likely to engage in risk-taking behavior. Average pedestrian delay represents the
average number of pedestrians anticipated to wait at a signal relative to the average amount of time those
pedestrians have to wait.
3 HCM 2000: Highway Capacity Manual. Washington, D.C.: Transport Research Board, 2000.
6
Table 4. Pedestrian Level of Service Criteria
Level of Service Pedestrian Delay (seconds) Likelihood of Noncompliance
A 0.0–10.0 Low
B 10.1–20.0
C 20.1–30.0 Moderate
D 30.1–40.0
E 40.1–60.0 High
F >60.0 Very High
Source: Highway Capacity Manual, 2000. Transportation Research Board.
People walking through Main Street at King Street/Pleasant Street are served with an exclusive pedestrian phase.
In existing conditions, pedestrians are allotted a 31 second exclusive pedestrian phase within the intersection’s
141 second cycle and therefore experience an approximate 60 second average delay per the equations below.
An additional 4 seconds was granted to the pedestrian effective green time to account for pedestrians who may
begin walking a few seconds after the WALK indication has begun. As such, the pedestrian delay is a
conservative estimate and is 67 seconds for people that will not begin their crossing if they miss the initiation of
the WALK indication. An approximate 60 second average pedestrian delay is categorized as an LOS E and a 67
second average delay is categorized as an LOS F (Table 4). An LOS E indicates that the amount of time a
pedestrian may have to wait for a designated WALK indication at Main Street at King Street/Pleasant Street may
exceed pedestrian tolerance levels and result in a high likelihood of noncompliance.
𝑃𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑔𝑟𝑒𝑒𝑛 ൌ 𝑊𝐴𝐿𝐾 𝑡𝑖𝑚𝑒 4 𝑠
𝑃𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑟𝑒𝑑 ൌ 𝐶𝑦𝑐𝑙𝑒 𝑙𝑒𝑛𝑔𝑡ℎ െ 𝑝𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑔𝑟𝑒𝑒𝑛ൌ𝐶𝑦𝑐𝑙𝑒 𝑙𝑒𝑛𝑔𝑡ℎെሺ𝑊𝐴𝐿𝐾 𝑡𝑖𝑚𝑒4 𝑠ሻ
𝐴𝑣𝑒𝑟𝑎𝑔𝑒 𝑃𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑑𝑒𝑙𝑎𝑦 ൌ 𝑃𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑅𝑒𝑑
2 ∗ 𝑃𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑟𝑒𝑑
𝐶𝑦𝑐𝑙𝑒 𝑙𝑒𝑛𝑔𝑡ℎ
The existing signal timings provide pedestrians a 24 second pedestrian clearance time, enough time to cross the
longest crosswalk: the 85-foot eastern crosswalk (Figure 3). The longest diagonal crossing, from the northwest
corner to the southeast corner, is approximately 130 feet, calling for a 37 second pedestrian clearance interval for
a person walking 3.5 feet per second per the Manual on Uniform Traffic Control Devices (MUTCD)4. The other
diagonal crossing, from the southwest corner to the northeast corner, is approximately 100 feet long and calls for
a 28 second pedestrian clearance interval. Though pedestrians were observed crossing the intersection
diagonally during the Road Safety Audit, the signal timings are not sufficient for either of the diagonal crossings
and pedestrians should make the crossing along the provided crosswalks in two stages.
4 Manual on Uniform Traffic Control Devices, Chapter 4E Pedestrian Control Features, Section 4E.06 Pedestrian Intervals and Signal Phases,
Guidance 07 (https://mutcd.fhwa.dot.gov/htm/2009/part4/part4e.htm)
7
Figure 3. Existing Condition Crosswalk Lengths
If a person walking wanted to cross from the northwest corner of the intersection to the southeast corner, it would
take approximately 165 seconds as a two-stage crossing, as depicted in Figure 4 and Table 5.
8
Figure 4. Time Required for a Person Walking 3.5 feet per second to Cross from the Northwest Corner to the
Southeast Corner in Existing Conditions during the Morning Peak Hour
Table 5. Time Required for a Person Walking 3.5 feet per second to Cross from the Northwest Corner to
the Southeast Corner during the Morning Peak Hour
Time
Step
Duration
(sec)
Elapsed Time
(sec) Action
t0 - 0 Start on northwest corner
t0 – t1 23 23 Time to cross northern crosswalk
t1 – t2 118 141 Waiting on northeast corner for next pedestrian phase
t2 – t3 24 165 Time to cross eastern crosswalk; end on southeast corner
Though observations of pedestrian noncompliance are not available at this time, the high delay experienced by
pedestrians, especially to cross from one corner of the intersection to another, fosters an unfriendly environment
to people walking in downtown Northampton. The high delay also directly contradicts the project goal to Create a
9
functional, enduring, and sustainable streetscape as supported by the evaluation criteria Delay for people walking
and biking on Main Street is minimized.
Bicycle Facilities and Operations
Within the vicinity of Main Street at King Street/Pleasant Street, there are no bicycle facilities provided along Main
Street and bicycles are expected to use vehicle traffic signals. In reality, a mix of behavior is currently observed
on the street, with some bicyclists waiting to use the vehicular traffic signals and others using the existing
exclusive pedestrian phase depending on when in the signal cycle they arrive at the intersection. A shared use
path connecting to the Manhan Rail Trail, the Norwottuck Rail Trail, and Northampton Bikeway can be accessed
approximately 475 feet west of King Street/Pleasant Street at the Northampton Amtrak Station. A ValleyShare
bikeshare station is located on the northwest corner of the intersection.
Level of traffic stress (LTS) is a planning tool used to quantify the level of traffic stress that a person bicycling is
likely to perceive while riding on any street or path. The analysis correlates traffic stress with the physical and
operational characteristics of roadways and crossings. It is based on the premise that a person’s level of stress on
a bicycle decreases as separation from vehicular traffic increases and as traffic volume and speed decrease. The
result of the analysis is a numerical traffic stress ranking for every block, from the lowest stress (LTS 1) to the
highest stress (LTS 4). The analysis is based on the Mineta Transportation Institute’s5 research on low-stress
bicycling and network connectivity. It uses a weakest link principle to score road segments based on vehicular
speed, volume, curbside use, and bicycle facility width/separation, as shown in Figure 5. As a roadway with two
lanes in each direction, average daily traffic (ADT) greater than 8,000 vehicles per day, and 25 mph speed limit, a
person biking along Main Street experiences a LTS 3.
Figure 5. Mineta Transportation Institute’s Level of Traffic Stress Rankings for Mixed Traffic Conditions
5 Mekuria, M., Furth, P., and Nixon, H., Low-Stress Bicycling and Network Connectivity, Mineta Transportation Institute (2012)
(http://www.northeastern.edu/peter.furth/wp-content/uploads/2014/05/LTS-Tables-v2-June-1.pdf).
10
Safety Analysis
Road Safety Audit
A Road Safety Audit (RSA) was conducted on Thursday, November 21st, 2019 with local and state stakeholders
for the approximately half-mile segment of Main Street between Elm Street/West Street to the west and Market
Street/Hawley Street to the east. As part of the RSA process, participants reviewed crash data throughout the
corridor before a field visit to identify and attribute roadway features and issues to those crashes. The crash
diagram at Main Street at King Street at Pleasant Street is represented in Figure 6 and the accompanying
summary table is attached in Appendix D.
Figure 6. Collision Diagram at Main Street at King Street/Pleasant Street between 2015 and 2017
At Main Street at King Street/Pleasant Street there were 27 crashes in the period analyzed between 2015 and
2017, three of which resulted in non-fatal injuries. The three most frequently reported crash types include:
Sideswipe collisions (10 crashes, 37%);
Rear-end collisions (9 crashes, 33%); and
Angle collisions (3 crashes, 11%).
RSA attendees attributed seven of the ten sideswipe collisions at the intersection to poor pavement marking
conditions that lead to a misunderstanding among drivers regarding appropriate lane assignment and usage when
approaching and navigating the intersection. Specifically, team members said the Main Street eastbound right
lane was often confused with a parking space, and the four sideswipe collisions on the southwest corner involving
right turning vehicles were likely a result.
Roadway and traffic control features that are most often attributed to rear-end collisions, as seen on all legs of the
intersection, include inadequate change intervals, speeding to avoid delay, poor signal visibility, and poor
11
pavement friction. Though none of these features were specifically called out by RSA team members or within
each rear-end collision’s respective crash report, they are the features most commonly associated with rear-end
collisions.
Three of the four angle collisions at the intersection involved eastbound left-turning drivers colliding with
westbound through drivers on Main Street. The crash reports reviewed suggested these collisions occurred
during the permitted left-turn phase of the eastbound and westbound movements when the left-turning vehicle
failed to yield to oncoming traffic. For the eastbound left drivers, it may be difficult to judge gaps in the two-
opposing westbound through and through/right travel lanes.
For people walking at Main Street at King Street/Pleasant Street, audit members noted pedestrians often cross
diagonally from opposite corners of the intersection instead of along marked crosswalks. The pedestrian
clearance time programmed for the exclusive pedestrian phase is inadequate for a diagonal crossing, but RSA
attendees said pedestrians were willing to take the risk to avoid having to wait through the long cycle length for
the next exclusive pedestrian phase.
Furthermore, the RSA notes the narrow sidewalk on the northwest corner of the intersection acts as a pinch point
unable to accommodate the high volumes of pedestrians that queue in that space waiting to cross either adjacent
leg. The northwest corner is also the location of a ValleyShare bikeshare station and a bus stop is located just to
the west of the station. The amenities on this corner and the foot traffic attracted to them often creates congested
walking conditions through the narrowed portion of the sidewalk.
Pedestrian and Bicycle Audit
In January 2016, WalkBoston and MassBike conducted an assessment of pedestrian and bicycle facilities
provided along Main Street between West Street/Elm Street and King Street/Pleasant Street. The assessment
captured pedestrian and bicycle activity while local colleges were in session and while those modes saw their
highest activity throughout the year. Key findings of the report highlight the walkable environment of downtown
Northampton but identify the wide cross section of Main Street as a barrier between the shops, restaurants, and
other amenities on either side of the street. The undefined lanes and poor sight distances due to parked cars was
attributed to the crashes involving pedestrians and rear ends when drivers unexpectedly yield to pedestrians in
crosswalks. Furthermore, the assessment said the wide, undefined travel lanes, angled parking, and complex
intersections make it difficult to navigate Main Street on a bicycle.
At Main Street at King Street/Pleasant Street, the assessment notes one collision with a pedestrian and five with
people bicycling during the crash period analyzed. Of those five collisions with cyclists, four resulted in injury and
one resulted in a fatality involving a westbound left-turning vehicle that failed to yield to an eastbound oncoming
cyclist. Since the time of the assessment, a protected westbound left turn phase has been added to the signal
phasing and timing at the intersection. The assessment, similar to the RSA, notes occurrences of pedestrians
crossing the intersection diagonally despite inadequate pedestrian clearance time to do so. The collision diagram
and summary table for the crash period analyzed in the audit, January 2012 to August 2015, is included in
Appendix E.
Pedestrian and Bicycle Phasing Options
Three primary phasing options were considered at Main Street at King Street/Pleasant Street: exclusive,
concurrent, and New York Style. Each phasing option serves pedestrians with varying degrees of separation from
conflicting vehicular turning movements and each reserves their own implications for pedestrian delay.
Bike movements through intersections may be controlled using a number of tools including vehicle signals,
pedestrian signals, or bike signals. In lieu of dedicated bike signals to provide control to the separated bike lanes,
12
both alternatives described in this memo include directing people biking through the intersection to use pedestrian
signalization with ‘BIKE USE PED SIGNAL’ signs (R9-5). The use of the R9-5 sign is proposed for several
reasons including overall project equipment and maintenance cost, impacts to vehicle delay, and existing
regulations for dedicated bike signals, which are currently undergoing revisions as part of the update to the
MUTCD. In accordance with the 2009 MUTCD, “The R9-5 sign may be used where the crossing of a street by
bicyclists is controlled by pedestrian signal indications.” Though it is not signed as such today, both people
walking and biking use the existing exclusive pedestrian phase to maneuver through the intersection. The
proposed arrangement will clarify and help guide desired behavior. For all approaches, ‘BIKE YIELD TO PED’
signs (R9-6) are proposed to clarify priority for pedestrians over people making turning movements on bikes.
Exclusive Phasing
Exclusive pedestrian phasing stops all vehicular traffic in all directions so people may cross along all crosswalks,
and if programmed, to cross diagonally through the middle of the intersection. This type of signal phasing grants
full separation and full priority to pedestrians where there are no conflicting vehicular turning movements
permitted. Stopping all vehicular movement for the duration of the time required to cross the longest leg or corner-
to-corner distance at an intersection often leads to high delay for both pedestrians and drivers.
Exclusive phasing offers no legal benefits to people biking. However, in practice exclusive pedestrian phasing is
generally used with user discretion regardless of intended use. Today, a mix of behavior is currently observed at
this intersection, with some bicyclists waiting to use the vehicular traffic signals and others using the existing
exclusive pedestrian phase depending on when in the signal cycle they arrive at the intersection.
Concurrent Phasing
Concurrent pedestrian phasing provides pedestrians a WALK signal at the same time as a green light for parallel
vehicular movements. Concurrent phasing typically minimizes the amount of delay both pedestrians and vehicles
experience at an intersection but requires turning vehicles to yield to pedestrians in the parallel crosswalk.
Leading pedestrian intervals (LPIs) provide a timed buffer to pedestrians, typically between 3 and 7 seconds long,
ahead of the concurrent vehicular movement. During the LPI, pedestrians can enter the crosswalk before the
vehicular movement begins, allowing them to establish their presence in the crosswalk ahead of any conflicting
turning movements.
Concurrent signalization offers the ability to formalize shared use of the pedestrian signal for both people walking
and biking. In accordance with the 2009 MUTCD, “the R9-5 sign may be used where the crossing of a street by
bicyclists is controlled by pedestrian signal indications.” In situations where potential conflicts between people
walking across the street and people making turning movements on bikes may be traveling through the same
phase, supplemental ‘BIKES YIELD TO PED’ (R9-6) are suggested to clarify priority for pedestrians over people
making turning movements on bikes.
Shared phasing between people walking and biking as described above also applies to situations where LPIs are
in use. All of the same benefits accrued to people walking with an LPI are similarly transferred to people biking in
this alternative, including reduction in delay and increased intersection visibility.
New York Style Phasing
While traditional concurrent phasing typically permits conflicting movements to turn across a parallel crosswalk,
New York style pedestrian phasing eliminates all vehicle-pedestrian conflicts by introducing turn lanes where not
already provided. Exclusive turn lanes for all turning movements (e.g. no turning movements permitted from the
same lane as a dedicated through lane) allow the signal phasing to be organized such that parallel crosswalks
only run concurrently with through movements while turning movements are restricted to fully protected phases.
Similar to the scenario described above, this phasing style offers the ability to formalize shared use of the
13
pedestrian signal for both people walking and biking for a movement that is fully protected from all motor vehicle
traffic.
While New York style phasing provides the separation benefits of exclusive phasing and the minimized delay
benefits of concurrent phasing, the need for dedicated turn lanes required to accommodate the signal phasing
often has spatial impacts, particularly in regard to which roadway user is allotted that space in a constrained
environment. For example, New York style phasing may provide phasing separation for people walking and biking
at an intersection but may come at the cost of being unable to maintain dedicated bicycle facilities through an
intersection, thus impacting network continuity.
Dedicated Bike Signals
Bicycle signals are used to both communicate clearly to a defined user group (people biking) and to reduce
conflicts by phase-separating bicycle movements. Bike signals can be especially helpful or even necessary for
locations with contraflow bike movements (for example on two-way separated bike lanes), locations with high
volumes of bike movements, and locations with high volumes of turning vehicles. Dedicated bike signals also offer
the ability to include leading bike intervals (LBIs) through an intersection, which operate similarly to leading
pedestrian intervals.
Bike signal equipment generally includes either an eight-inch circular indication with a required ‘BIKE SIGNAL’
sign (R10-10b) or a signal with dedicated bike faces (through Federal Highway Administration interim approval IA-
16). When bicycle signal faces are used, no conflicting vehicle movements are allowed, including permissive left
turns and right turn on red movements.
While there are many benefits to bike signals depending on context, none of the current phasing alternatives
include use of dedicated bike signals. In lieu of dedicated bike signals to provide control to the separated bike
lanes, both alternatives described in this memo include directing people biking through the intersection to use
pedestrian signalization with ‘BIKE USE PED SIGNAL’ signs (R9-5) for several reasons including overall project
equipment and maintenance cost, impacts to vehicle delay, and existing regulations for dedicated bike signals
which are currently undergoing revisions as part of the update to the MUTCD.
Phasing Alternatives
With respect to the preferred corridor alternative, Alternative 3 which maintains three travel lanes through the
corridor, two primary phasing options were primarily explored at Main Street at King Street/Pleasant Street:
Alternative A with concurrent pedestrian phasing and Alternative B with New York style pedestrian phasing.
Discussion on maintaining an exclusive pedestrian phase with the proposed geometry of either alternative is also
included below, Alternatives are evaluated and compared on the basis of vehicular operations, pedestrian and
bicycle operations, and network continuity and connectivity implications.
Alternative A, Concurrent Pedestrian Phasing
The Main Street eastbound and westbound approaches are fed by one general travel lane. As shown in the
preferred design alternative attached in Appendix F, the Main Street eastbound and westbound approaches both
consist of a dedicated left-turn lane and a shared through/right-turn lane. The three-lane approaches consisting of
a left-turn lane, a through lane, and a right-turn lane are maintained for King Street and Pleasant Street.
Separated bike lanes are maintained through the intersection along Main Street.
Guidance from the MassDOT Separated Bike Lane Design Guide (SBLDG) recommends phase separation when
motor vehicle turning volumes across a one-way separated bike facility are greater than 100 vehicles per hour
(vph) turning left across one travel lane (Figure 7). The proposed phasing for Alternative A therefore restricts the
eastbound and westbound left turns to protected-only phasing, as represented in Figure 8. Proposed phasing
14
begins with a 5-second LPI for people walking and biking along Main Street before the eastbound through/right-
turn movements begin. Next, the eastbound and westbound left turns run with the southbound and northbound
right turns. People using the eastern and western crosswalks are provided a WALK phase concurrently with the
southbound and northbound through movements before the final phase providing the southbound and northbound
left turns a protected movement. Right turns on red are restricted in Alternative A to limit the frequency of vehicle
turns across crosswalks with active WALK indications.
Figure 7. MassDOT SBLDG Recommendations for Phase Separated Bicycle Movements6
6 MassDOT Separated Bike Lane Design Guide, Chapter 6: Signals. (https://www.mass.gov/doc/chapter-6-signals/download)
15
Figure 8. Main Street at King Street/Pleasant Street Alternative A Phasing Diagram
The proposed signal timings prioritize volume-to-capacity ratios for through movements less than one (1) and
maintaining approximate existing queue lengths for turning movements. Capacity analysis and pedestrian delay
implications, as discussed in following sections, were factors in determining the optimal cycle length of 90
seconds for Alternative A phasing.
Alternative B, New York Style Pedestrian Phasing
In Alternative B, a left-turn lane and a right-turn lane fed by a singular travel lane along Main Street are
introduced, as shown in the design alternative attached in Appendix G. The Keing Street and Pleasant Street
approaches maintain three approach lanes in the concept and separated bike lanes are provided along Main
Street through the intersection.
The proposed signal phasing in Alternative B exhibits New York Style concurrent pedestrian phasing, as
represented in Figure 9. Proposed phasing begins with the eastbound and westbound through movements
running concurrently with the northern and southern crosswalks along Main Street. Next, the eastbound and
westbound left turns run with the southbound and northbound right turns. People using the eastern and western
crosswalks are provided a WALK phase concurrently with the southbound and northbound through movements
before the final phase providing the southbound and northbound left turns and eastbound and westbound right
turns a protected movement. As in Alternative A, right turns on red are restricted in Alternative B. In this
alternative, turning movements are never permitted at the same time as parallel crosswalks.
Figure 9. Main Street at King Street/Pleasant Street Phasing Diagram, Alternative B
As with Alternative A, proposed signal timings prioritize volume-to-capacity ratios for through movements less
than one (1) and maintaining approximate existing queue lengths for tuning movements on all approaches.
16
Capacity analysis and pedestrian delay implications, as discussed in following sections, were factors in
determining the optimal cycle length of 90 seconds for Alternative B phasing.
Dismissed Phasing Alternatives
Exclusive pedestrian phasing was considered with the geometries proposed by both alternatives that shorten the
crossing distances. Most notably, in Alternative A, the eastern crosswalk is shortened from 85 feet to
approximately 32 feet and the western crosswalk is shortened from 76 feet to approximately 43 feet; in Alternative
B, the eastern crosswalk is shortened to 42 feet and the western crosswalk is shortened to approximately 53 feet.
The crossing distances among all conditions for all crosswalks are summarized in Table 6.
Table 6. Approximate Length of Crosswalks in Existing and Proposed Alternatives
Existing Conditions (ft) Alternative A (ft) Alternative B (ft)
Eastern Crosswalk 85 32 42
Western Crosswalk 76 43 53
Northern Crosswalk 82 70 77
Southern Crosswalk 67 64 64
Northwest Corner to
Southeast Corner 130 108 120
Northeast Corner to
Southwest Corner 100 88 94
In this preliminary analysis of exclusive pedestrian phasing, the vehicular phasing of both alternatives were
maintained while providing pedestrians an exclusive phase timed to allow people to walk from one corner of the
intersection to the other. Right turns on red are restricted to match existing conditions. In both alternatives in both
peak hours, Synchro’s optimization tools determined the optimal cycle length to be 145 seconds. The tool was
also used to determine optimal splits in each model scenario.
Maintaining the vehicular phasing of either alternative while converting to exclusive pedestrian phasing results in
exhaustive delay and queueing for all movements during both peak hours. The overall intersection operations
have volume-to-capacity ratios over one (1), delays greater than 100 seconds, and levels of service of F in both
alternatives in both peak hours, as summarized in Table 7. All individual movements operate at LOS E or LOS F.
The preliminary Synchro output reports showing vehicular operations for each movement are included in
Appendix H. Due to these preliminary results, exclusive pedestrian phasing was not evaluated further.
17
Table 7. Preliminary Analysis Showing Exclusive Pedestrian Phasing with Geometry from Alternative A
and Alternative B
Overall
Intersection
Operations
Morning Peak Hour Evening Peak Hour
Existing Geometry A Geometry B Existing Geometry A Geometry B
V/C 0.56 0.72 0.69 0.59 0.83 0.79
Delay 40.3 103.1 103.6 52.9 147.5 147.8
LOS D F F D F F
Alternative A and B Vehicular Operations
The capacity analysis for both alternatives in the morning peak hour are summarized in Table 8 and output
reports are attached in Appendix I. Overall intersection operations remain at LOS D from existing conditions in
Alternative A and Alternative B in the morning peak hour. The Main Street eastbound left turn worsens from LOS
C in existing conditions to LOS F in both alternatives, the Pleasant Street northbound left turn worsens from LOS
C to LOS E in Alternative B, and the King Street southbound left turn worsens from LOS C to LOS F in Alternative
A. In both alternatives, permitted left-turn phases in existing conditions are removed and left turns are only
provided protected movements. Though the reduction in total available green time to execute the left turn
movements is likely a factor in the increase in delay, with the protected-only lefts required by the MassDOT
SBLDG, drivers do not have to judge gaps in opposing traffic as well as be mindful of people in the crosswalk and
separated bike lanes when turning. Shorter cycle lengths also warrant vehicle queues that are consistent or
shorter than experienced under existing conditions despite the longer delays for some movements.
18
Table 8. Existing and Alternative Conditions Capacity Analysis Summary at Main Street at King
Street/Pleasant Street, Morning Peak Hour (8:00 am – 9:00 am)
Existing Conditions Alternative A Conditions Alternative B Conditions
V/Ca Delayb LOSc Queue
(50th/95th)D V/C Delay LOS Queue
(50th/95th) V/C Delay LOS Queue
(50th/95th)
Main St
EBL 0.50 27.0 C 90/163 0.91 84.2 F 88/#204 0.91 82.2 F 87/#204
Main St
EBT 0.75 43.7 D 287/#479
0.88 47.0 D 222/#359
0.80 39.6 D 193/281
Main St
EBR 0.14 31.2 C 38/82 0.45 41.0 D 33/#82
Main St
WBL 0.48 35.4 D 54/105 0.59 44.2 D 54/#142 0.50 38.7 D 51/#132
Main St
WBT 0.60 42.9 D 156/241 0.85 43.3 D 205/#349*
0.77 25.6 D 180/#287*
Main St
WBR 0.44 43.3 D 21/#68
Pleasant
St NBL 0.46 29.5 C 70/123 0.64 46.1 D 64/#157 0.80 65.7 E 64/#167
Pleasant
St NBT 0.69 43.4 D 228/354 0.69 33.7 C 158/#292 0.66 31.5 C 155/#235
Pleasant
St NBR 0.08 33.5 C 20/49 0.21 37.7 D 16/44 0.17 35.6 D 15/44
King St
SBL 0.20 35.1 D 24/54 0.82 108.3 F 24/#65 0.36 41.6 D 22/#58
King St
SBT 0.75 52.2 D 196/312 0.83 53.3 D 135/#261 0.59 30.8 C 120/202
King St
SBR 0.17 26.1 C 57/100 0.64 47.0 D 54/#123 0.63 46.5 D 53/#123
Overall 0.56 40.3 D - 0.83 49.1 D - 0.77 41.9 D -
* Existing conditions modeled as a through lane and a shared through/right. Alternatives A & B maintain one through lane
a Volume-to-capacity ratio, b Average total delay in seconds per vehicle, c Level of service, d 50th and 95th percentile queue length in feet per
lane (assuming 25 feet per vehicle)
~ volume exceeds capacity, queue is theoretically infinite
# 95th percentile volume exceeds capacity, queue may be longer
m volume for 95th percentile queue is metered by upstream signal
Capacity analysis in the evening peak hour, as summarized in Table 9, shows a worsening of overall intersection
vehicular operations from LOS D in existing conditions to LOS E in Alternative A. Alternative B remains at LOS D.
Similar to the morning peak hour, the Main Street eastbound left turn in both alternatives and the Pleasant Street
northbound left turn in Alternative B worsen from existing conditions, likely due to the removal of permitted left
turn movements and subsequent reduction in available green time. The Main Street eastbound right turn in
Alternative B and the King Street southbound right turn in both alternatives worsen compared to existing
conditions. Restricting the right turns to protected only movements in Alternative B reduces the available green
time for executing the movements. In Alternative A, the Pleasant Street northbound through and the King Street
southbound through both see an increase in LOS E to LOS F though volume-to-capacity ratios remain less than
one. Due to the protected left turn phasing for the eastbound and westbound Main Street movements, less of the
cycle length is available to King Street and Pleasant Street movements.
19
Table 9. Existing and Alternative Conditions Capacity Analysis Summary at Main Street at King
Street/Pleasant Street, Evening Peak Hour (5:45 pm – 5:45 pm)
Existing Conditions Alternative A Conditions Alternative B Conditions
V/Ca Delayb LOSc Queue
(50th/95th)D V/C Delay LOS Queue
(50th/95th) V/C Delay LOS Queue
(50th/95th)
Main St
EBL 0.77 45.5 D 128/206 0.97 93.0 F 114/#249 0.94 85.3 F ~117/#254
Main St
EBT 0.82 58.3 E 275/#427
0.92 51.3 D 231/#403
0.68 30.6 C 180/263
Main St
EBR 0.31 40.1 D 77/137 0.88 87.4 F 54/#168
Main St
WBL 0.55 43.3 D 63/113 0.65 47.6 D 62/#156 0.64 47.1 D 56/#130
Main St
WBT 0.88 67.0 E 211/#317 0.98 67.2 E 265/
#456*
0.88 49.1 D 216/#370*
Main St
WBR 0.68 57.0 E 38/#98
Pleasant
St NBL 0.49 34.2 C 61/110 0.89 94.1 F 58/#152 0.70 54.5 D 57/#143
Pleasant
St NBT 0.65 47.0 D 212/329 0.87 57.4 E 147/#273 0.63 32.3 C 142/223
Pleasant
St NBR 0.09 38.2 D 23/55 0.22 37.6 D 18/48 0.22 38.3 D 16/46
King St
SBL 0.33 36.7 D 47/88 0.67 54.9 D 45/#126 0.60 48.1 D 42/#94
King St
SBT 0.86 66.9 E 257/#444 0.99 85.6 F 176/#343 0.75 38.4 D 160/#276
King St
SBR 0.24 27.4 C 85/144 0.80 89.8 E 82/#184 0.78 56.5 E 83/#189
Overall 0.59 52.9 D - 0.97 66.5 E - 0.85 48.6 D
* Existing conditions modeled as a through lane & a shared through/right. Alternatives A & B maintain one through lane
a Volume-to-capacity ratio, b Average total delay in seconds per vehicle, c Level of service, d 50th and 95th percentile queue length in feet per
lane (assuming 25 feet per vehicle)
~ volume exceeds capacity, queue is theoretically infinite
# 95th percentile volume exceeds capacity, queue may be longer
m volume for 95th percentile queue is metered by upstream signal
In both alternatives, all left turn queues are approximately the same length as the length of the turn lanes provided
as shown in the figures provided in Appendix J.
Pedestrian Facilities and Operations
Pedestrians in both alternatives are served with concurrent phasing, Alternative A allowing Main Street right turns
across the northern and southern crosswalks and Alternative B restricting all turning movements across all
crosswalks. In relation to the evaluation criteria Crosswalks are short and minimize conflicts, both alternatives
minimize crosswalk lengths to the extent the Main Street approach geometries allow and implement phasing
operations to maximize separation between vulnerable users and conflicting vehicle movements. The reduction in
the crossing distances in both alternatives reduces the amount of time people using the crosswalks spend
exposed within the intersection which has both safety benefits for pedestrians and operational benefits for
vehicles.
20
By switching to concurrent pedestrian phasing in both alternatives, pedestrians see a reduction in the delay
experienced at Main Street at King Street/Pleasant Street. With exclusive pedestrian phasing in existing
conditions, pedestrians experience a 60 second delay which translates to an LOS E or high likelihood of
noncompliance. In both proposed alternatives, pedestrians experience between 30 and 35 seconds of delay at
any of the crosswalks, or LOS C or LOS D, respectively, which represent a moderate likelihood of noncompliance
(Figure 10). People biking through the Main Street at King Street/Pleasant Street from any roadway approach will
also benefit from the reduction in crossing delay at the intersection through implementation of ‘BIKE USE PED
SIGNAL’ signs (R9-5). The evaluation criteria, Delay for people walking and biking on Main Street is minimized, is
achieved through the concurrent phasing of either alternative and act to Create a Functional, Enduing, &
Sustainable Streetscape as targeted by Goal 3.
Figure 10. Pedestrian Delay in Existing and Proposed Alternative Conditions
It takes people crossing from one corner to another along the northern and eastern crosswalks 165 seconds
under existing geometric and signal timing conditions (Figure 4). In the morning peak hour, it would take a person
walking along the northern and eastern crosswalks 64 seconds to walk from the northwest corner to the
southwest corner with concurrent pedestrian phasing in Alternative A (Figure 11, Table 10) and 61 seconds in
Alternative B (Figure 12, Table 10).
60
35
30
35 35
0
10
20
30
40
50
60
70
Exclusive Ped Phase Across Main St Across King St/Pleasant StPedestrian Delay (seconds)Existing Condition Alternative A Alternative B
21
Table 10. Time Required for a Person Walking 3.5 feet per second to Cross from the Northwest Corner to
the Southeast Corner during the Morning Peak Hour
Existing
Conditions Alternative A Alternative B
Action
Time
Step
Duration
(sec)
Elapsed
Time
(sec)
Duration
(sec)
Elapsed
Time
(sec)
Duration
(sec)
Elapsed
Time
(sec)
t0 - 0 - 0 - 0 Start on northwest corner
t0 – t1 23 23 20 20 22 22 Time to cross northern crosswalk
t1 – t2 118 141 35 55 27 49 Waiting on northeast corner for
next pedestrian phase
t2 – t3 24 165 9 64 12 61 Time to cross eastern crosswalk;
end on southeast corner
Figure 11. Time Required for a Person Walking 3.5 feet per second to Cross from the Northwest Corner to the
Southeast Corner in Alternative A During the Morning Peak Hour
22
Figure 12. Time Required for a Person Walking 3.5 feet per second to Cross from the Northwest Corner to the
Southeast Corner in Alternative B During the Morning Peak Hour
Bicycle Facilities and Operations
In the preferred alternative separated bike lanes are maintained throughout the corridor, improving from LTS 3 in
existing conditions to LTS 1 in proposed conditions. In both phasing alternatives at Main Street at King
Street/Pleasant Street, people biking and following the pedestrian signals benefit from the concurrent pedestrian
phasing that reduces pedestrian delay through implementation of ‘BIKE USE PED SIGNAL’ signs (R9-5). Further
consideration may be given to the use of bicycle signals to accommodate bicycle movements. The use of bicycle
signals may be desired based on applying a consistent typology to signalized intersection approaches and
applicability at other locations. This is a discussion yet to be had with the City, regardless bicycle movements with
bike signals would be phased similar to the proposed pedestrian phasing operations. The use of bicycle signals
would not result in any material changes to bicycle delay to those represented in this memo.
Recommendations
Both of the proposed alternatives presented in this memo represent scenarios which support the project goals
and directly address the existing safety considerations identified in previous assessments. Operationally the
intersection would generally serve vehicles at a similar level of accommodation as the existing conditions by
maintaining volume-to-capacity ratios less than one while greatly improving pedestrian and bicycle
accommodations. A few key distinctions should be made:
The undefined lane use in the westbound direction coupled with protected/permitted left turn movements
from Main Street creates safety concerns for the conflicting movements across the proposed separated
bike facilities which violate MassDOT SBLDG recommendations for phase separating left turns. While
reducing to one travel through lane along this approach will result in no change/minor increases in vehicle
queues, the overall benefit to safety and pedestrian and bicycle operations is substantial.
23
Both Alternatives A and B are predicated upon converting from exclusive pedestrian phasing to
concurrent pedestrian phasing. This concept needs to be explored and vetted with the public and should
be an item of discussion at future engagements.
The decision to advance either Alternative A or B would be based on preference related to the elimination
of any pedestrian/bicycle and vehicular conflicts compared to the loss of streetscape and pedestrian
space needed to accommodate additional through lanes. Given that Alternative A provides concurrent
movements within industry guidelines for minimal ped/bike and vehicular conflicts while affording more
space to the street edge, it is the Toole Design preferred alternative, however Alternative B may also be
considered viable and could become the preferred alternative upon further evaluation and discussion with
stakeholders.
APPENDIX A: TURNING MOVEMENT
COUNTS
File Name : AM Peak - Main @ King & Pleasant
Site Code : 8
Start Date : 5/1/2019
Page No : 1
N / S: King & Pleasant (Route 5 & 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 54196162751 9 1 68 131 8 2 1 4317 37 20 1 75 248
07:15 AM 10 51 6 2 0 69 34110 0 54 47419 1 0 9815 53 30 2 100 321
07:30 AM 25 48 8 1 0 82 10 56 8 0 74 34813 2 0 6611 69 38 6 124 346
07:45 AM 11 54 9 7 0 81 10 66 8 0 84 4 70 25 4 1 104 12 69 25 6 112 381
Total 51 194 32 16 1 294 30 214 35 1 280 12 223 65 9 2 311 55 228 113 15 411 1296
08:00 AM 27 61 9 4 0 101 11 77 17 1 106 7 69 30 4 2 112 6 71 27 3 107 426
08:15 AM 28 52 14 4 0 98 5 69 25 1 100 5 70 28 11 1 115 13 72 32 6 123 436
08:30 AM 23 64 10 6 1 104 12 77 22 3 114 4503110 4 9916 73 34 17 140 457
08:45 AM 17 63 8 24 0 112 8 93 23 5 129 12 81 16 9 5 123 13 77 31 26 147 511
Total 95 240 41 38 1 415 36 316 87 10 449 28 270 105 34 12 449 48 293 124 52 517 1830
Grand Total 146 434 73 54 2 709 66 530 122 11 729 40 493 170 43 14 760 103 521 237 67 928 3126
Apprch %20.6 61.2 10.3 7.6 0.3 9.1 72.7 16.7 1.5 5.3 64.9 22.4 5.7 1.8 11.1 56.1 25.5 7.2
Total %4.7 13.9 2.3 1.7 0.1 22.7 2.1 17 3.9 0.4 23.3 1.3 15.8 5.4 1.4 0.4 24.3 3.3 16.7 7.6 2.1 29.7
PCs and Peds 146 433 73 54 2 708 64 509 119 10 702 38 488 166 43 14 749 103 521 236 66 926 3085
% PCs and Peds 100 99.8 100 100 100 99.9 97 96 97.5 90.9 96.3 95 99 97.6 100 100 98.6 100 100 99.6 98.5 99.8 98.7
Heavy Vehicles 0 1 0 0 0 1 1 19 2 0 22 2 5 4 0 0 11 0 0 1 0 1 35
% Heavy Vehicles 00.20000.11.5 3.6 1.6 0 3 512.4001.40 0 0.4 0 0.1 1.1
Bicycles 0 0 0 0 0 0 1 2 1 1 5 0 0 0 0 0 0 0 0 0 1 1 6
% Bicycles 00000 01.5 0.4 0.8 9.1 0.7 00000 00001.50.10.2
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 27 61 9 4 0 101 11 77 17 1 106 7 69 30 4 2 112 6 71 27 3 107 426
08:15 AM 28 52 14 409856925 1 100 5702811 1 115 13 72 32 6 123 436
08:30 AM 23 64 10 6 1 104 12 77 22 3 114 45031 10 4 99 16 73 34 17 140 457
08:45 AM 17 63 8 24 0 112 8 93 23 512912 81 16 9 512313 77 31 26 147 511
Total Volume 95 240 41 38 1 415 36 316 87 10 449 28 270 105 34 12 449 48 293 124 52 517 1830
% App. Total 22.9 57.8 9.9 9.2 0.2 8 70.4 19.4 2.2 6.2 60.1 23.4 7.6 2.7 9.3 56.7 24 10.1
PHF .848 .938 .732 .396 .250 .926 .750 .849 .870 .500 .870 .583 .833 .847 .773 .600 .913 .750 .951 .912 .500 .879 .895
PCs and Peds 95 239 41 38 1 414 34 297 84 9 424 27 265 101 34 12 439 48 293 123 51 515 1792
% PCs and Peds 100 99.6 100 100 100 99.8 94.4 94.0 96.6 90.0 94.4 96.4 98.1 96.2 100 100 97.8 100 100 99.2 98.1 99.6 97.9
Heavy Vehicles 01000 1117 2 0 20 15400100010 1 32
% Heavy Vehicles 00.40000.22.8 5.4 2.3 0 4.5 3.6 1.9 3.8 0 0 2.2 0 0 0.8 0 0.2 1.7
Bicycles 00000 01211 500000 00001 1 6
% Bicycles 00000 02.8 0.6 1.1 10.0 1.1 00000 00001.90.20.3
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ King & Pleasant
Site Code : 8
Start Date : 5/1/2019
Page No : 1
N / S: King & Pleasant (Route 5 & 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 00000 00000 000000 00000 0 0
07:15 AM 00000 00000 010000 10000 0 1
07:30 AM 00000 00000 000000 00000 0 0
07:45 AM 00000 00200 200000 00000 0 2
Total 0 0 0 0 0 0 0 2 0 0 2 1 0 0 0 0 1 0 0 0 0 0 3
08:00 AM 00000 00200 201100 20000 0 4
08:15 AM 00000 01310 511100 30000 0 8
08:30 AM 00000 00600 601200 30000 0 9
08:45 AM 01000 10610 702000 20010 1 11
Total 0 1 0 0 0 1 1 17 2 0 20 1 5 4 0 0 10 0 0 1 0 1 32
Grand Total 01000 1119 2 0 22 25400110010 1 35
Apprch %0 100 0 0 0 4.5 86.4 9.1 0 18.2 45.5 36.4 00 0 0 100 0
Total %02.90002.92.9 54.3 5.7 0 62.9 5.7 14.3 11.4 0 0 31.4 0 0 2.9 0 2.9
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 00000 00200 201100 20000 0 4
08:15 AM 00000 01 3 1 051 1100 3 0000 0 8
08:30 AM 00000 00 6 00 6012 00 30000 0 9
08:45 AM 0 1 000 1 0610 7 0 2 000 2001 0 1 11
Total Volume 0 1 0 0 0 1 1 17 2 0 20 1 5 4 0 0 10 0 0 1 0 1 32
% App. Total 0 100 0 0 0 5 85 10 0 10 50 40 0 0 0 0 100 0
PHF .000 .250 .000 .000 .000 .250 .250 .708 .500 .000 .714 .250 .625 .500 .000 .000 .833 .000 .000 .250 .000 .250 .727
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Main @ King & Pleasant
Site Code : 8
Start Date : 5/1/2019
Page No : 1
N / S: King & Pleasant (Route 5 & 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 00000 00000 000000 00000 0 0
07:15 AM 00000 00000 000000 00000 0 0
07:30 AM 00000 00000 000000 00000 0 0
07:45 AM 00000 00000 000000 00000 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:00 AM 00000 00000 000000 00000 0 0
08:15 AM 00000 00100 100000 00000 0 1
08:30 AM 00000 01111 400000 00001 1 5
08:45 AM 00000 00000 000000 00000 0 0
Total 0 0 0 0 0 0 1 2 1 1 5 0 0 0 0 0 0 0 0 0 1 1 6
Grand Total 00000 01211 500000 00001 1 6
Apprch %00000 20 40 20 20 00000 000100
Total %00000 016.7 33.3 16.7 16.7 83.3 00000 000016.7 16.7
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 00000 00000 000000 00000 0 0
08:00 AM 00000 00000 000000 00000 0 0
08:15 AM 00000 00 1 00 100000 00000 0 1
08:30 AM 00000 01 1 11 400000 0000115
Total Volume 0 0 0 0 0 0 1 2 1 1 5 0 0 0 0 0 0 0 0 0 1 1 6
% App. Total 0 0 0 0 0 20 40 20 20 0 0 0 0 0 0 0 0 100
PHF .000 .000 .000 .000 .000 .000 .250 .500 .250 .250 .313 .000 .000 .000 .000 .000 .000 .000 .000 .000 .250 .250 .300
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ King & Pleasant
Site Code : 8
Start Date : 5/1/2019
Page No : 1
N / S: King & Pleasant (Route 5 & 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 31 71 18 25 0 145 20 66 28 8 122 13 76 26 37 8 160 30 61 30 6 127 554
03:15 PM 34 72 13 22 0 141 9 93 15 4 121 86226401715321 69 43 13 146 561
03:30 PM 37 70 10 18 8 143 12 86 36 8 142 9 54 27 33 5 128 30 59 39 9 137 550
03:45 PM 28 69 11 12 4 124 10 93 27 7 137 15 47 16 32 12 122 26 67 58 8 159 542
Total 130 282 52 77 12 553 51 338 106 27 522 45 239 95 142 42 563 107 256 170 36 569 2207
04:00 PM 32 72 17 19 4 144 18 69 23 4 114 7 73 32 43 8 163 20 67 52 11 150 571
04:15 PM 31 70 32 12 2 147 11 80 18 3 112 9 53 22 27 9 120 27 86 43 16 172 551
04:30 PM 40 93 26 33 0 192 10 76 35 5 126 9 71 18 22 0 120 29 69 39 18 155 593
04:45 PM 38 57 17 21 0 133 12 89 26 9 136 47323351114625 72 49 3 149 564
Total 141 292 92 85 6 616 51 314 102 21 488 29 270 95 127 28 549 101 294 183 48 626 2279
05:00 PM 31 72 15 21 3 142 21 73 21 5 120 8 61 26 36 6 137 20 86 56 7 169 568
05:15 PM 37 76 20 21 0 154 16 100 29 5 150 13 53 27 30 7 130 27 91 42 4 164 598
05:30 PM 26 72 18 24 6 146 14 96 19 6 135 77020261313631 69 40 8 148 565
05:45 PM 34 52 10 24 2 122 11 81 22 9 123 17 53 27 28 17 142 27 50 35 10 122 509
Total 128 272 63 90 11 564 62 350 91 25 528 45 237 100 120 43 545 105 296 173 29 603 2240
06:00 PM 33 61 14 23 10 141 14 100 23 14 151 15 52 32 29 13 141 22 81 39 4 146 579
06:15 PM 19 46 16 38 1 120 12 71 23 2 108 13 35 11 30 3 92 24 65 40 10 139 459
06:30 PM 26 46 10 23 1 106 18 78 17 1 114 13 29 22 35 0 99 23 57 29 4 113 432
06:45 PM 16 43 21 17 0 97 13 61 14 13 101 8 41 16 31 6 102 21 63 28 10 122 422
Total 94 196 61 101 12 464 57 310 77 30 474 49 157 81 125 22 434 90 266 136 28 520 1892
Grand Total 493 1042 268 353 41 2197 221 1312 376 103 2012 168 903 371 514 135 2091 403 1112 662 141 2318 8618
Apprch %22.4 47.4 12.2 16.1 1.9 11 65.2 18.7 5.1 8 43.2 17.7 24.6 6.5 17.4 48 28.6 6.1
Total %5.7 12.1 3.1 4.1 0.5 25.5 2.6 15.2 4.4 1.2 23.3 1.9 10.5 4.3 6 1.6 24.3 4.7 12.9 7.7 1.6 26.9
PCs and Peds 482 1035 268 337 41 2163 220 1277 372 100 1969 167 900 365 513 132 2077 381 1084 645 141 2251 8460
% PCs and Peds 97.8 99.3 100 95.5 100 98.5 99.5 97.3 98.9 97.1 97.9 99.4 99.7 98.4 99.8 97.8 99.3 94.5 97.5 97.4 100 97.1 98.2
Heavy Vehicles 10 5 0 1 0 16 1 30 3 0 34 1 2 5 0 0 8 19 22 17 0 58 116
% Heavy Vehicles 2 0.5 0 0.3 0 0.7 0.5 2.3 0.8 0 1.7 0.6 0.2 1.3 0 0 0.4 4.7 2 2.6 0 2.5 1.3
Bicycles 1 2 0 15 0 18 0 5 1 3 9 0 1 1 1 3 6 3 6 0 0 9 42
% Bicycles 0.2 0.2 0 4.2 0 0.8 0 0.4 0.3 2.9 0.4 0 0.1 0.3 0.2 2.2 0.3 0.7 0.5 0 0 0.4 0.5
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 04:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:00 PM
04:00 PM 32 72 17 19 4 144 18 69 23 4 114 7 73 32 43 8 163 20 67 52 11 150 571
04:15 PM 31 70 32 12 2 147 11 80 18 3 112 9 53 22 27 9 120 27 86 43 16 172 551
04:30 PM 40 93 26 33 0 192 10 76 35 5 126 9 71 18 22 0 120 29 69 39 18 155 593
04:45 PM 38 57 17 21 0 133 12 89 26 9136 4732335 11 146 25 72 49 3 149 564
Total Volume 141 292 92 85 6 616 51 314 102 21 488 29 270 95 127 28 549 101 294 183 48 626 2279
% App. Total 22.9 47.4 14.9 13.8 1 10.5 64.3 20.9 4.3 5.3 49.2 17.3 23.1 5.1 16.1 47 29.2 7.7
PHF .881 .785 .719 .644 .375 .802 .708 .882 .729 .583 .897 .806 .925 .742 .738 .636 .842 .871 .855 .880 .667 .910 .961
PCs and Peds 139 290 92 75 6 602 50 306 100 20 476 29 269 93 126 27 544 98 285 177 48 608 2230
% PCs and Peds 98.6 99.3 100 88.2 100 97.7 98.0 97.5 98.0 95.2 97.5 100 99.6 97.9 99.2 96.4 99.1 97.0 96.9 96.7 100 97.1 97.8
Heavy Vehicles 21010 418201100200 2376016 33
% Heavy Vehicles 1.4 0.3 0 1.2 0 0.6 2.0 2.5 2.0 0 2.3 002.1000.43.0 2.4 3.3 0 2.6 1.4
Bicycles 01090100001 101011 30200 2 16
% Bicycles 00.3 010.6 01.6 0004.80.20 0.4 0 0.8 3.6 0.5 00.7 0 0 0.3 0.7
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ King & Pleasant
Site Code : 8
Start Date : 5/1/2019
Page No : 1
N / S: King & Pleasant (Route 5 & 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 20000 20210 300000 05110 7 12
03:15 PM 34000 70300 300000 00220 4 14
03:30 PM 00000 00100 100000 02010 3 4
03:45 PM 00000 00300 300000 00210 3 6
Total 5 4 0 0 0 9 0 9 1 0 10 0 0 0 0 0 0 7 5 5 0 17 36
04:00 PM 00000 00210 300100 12110 4 8
04:15 PM 10010 21100 200000 00210 3 7
04:30 PM 01000 10100 100100 11120 4 7
04:45 PM 10000 10410 500000 00320 5 11
Total 2 1 0 1 0 4 1 8 2 0 11 0 0 2 0 0 2 3 7 6 0 16 33
05:00 PM 10000 10200 200200 22200 4 9
05:15 PM 00000 00100 101000 12120 5 7
05:30 PM 00000 00000 000000 00200 2 2
05:45 PM 00000 00300 300100 12000 2 6
Total 1 0 0 0 0 1 0 6 0 0 6 0 1 3 0 0 4 6 5 2 0 13 24
06:00 PM 10000 10200 210000 12210 5 9
06:15 PM 00000 00200 200000 01110 3 5
06:30 PM 10000 10200 201000 10110 2 6
06:45 PM 00000 00100 100000 00110 2 3
Total 2 0 0 0 0 2 0 7 0 0 7 1 1 0 0 0 2 3 5 4 0 12 23
Grand Total 10 5 0 1 0 16 130 3 0 34 12500 819 22 17 0 58 116
Apprch %62.5 31.2 06.2 0 2.9 88.2 8.8 0 12.5 25 62.5 00 32.8 37.9 29.3 0
Total %8.6 4.3 0 0.9 0 13.8 0.9 25.9 2.6 0 29.3 0.9 1.7 4.3 0 0 6.9 16.4 19 14.7 050
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 04:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 03:00 PM
03:00 PM 20000 2021 0 3 00000 05 110 7 12
03:15 PM 34000 7 0 3 00 300000 00 220414
03:30 PM 00000 00100 100000 02010 3 4
03:45 PM 00000 00300 300000 00210 3 6
Total Volume 5 4 0 0 0 9 0 9 1 0 10 0 0 0 0 0 0 7 5 5 0 17 36
% App. Total 55.6 44.4 0 0 0 0 90 10 0 0 0 0 0 0 41.2 29.4 29.4 0
PHF .417 .250 .000 .000 .000 .321 .000 .750 .250 .000 .833 .000 .000 .000 .000 .000 .000 .350 .625 .625 .000 .607 .643
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Main @ King & Pleasant
Site Code : 8
Start Date : 5/1/2019
Page No : 1
N / S: King & Pleasant (Route 5 & 10)
E / W: Main Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 00000 00000 000000 00000 0 0
03:15 PM 00000 00000 000000 00000 0 0
03:30 PM 00000 00002 200000 00000 0 2
03:45 PM 01000 10100 100002 20000 0 4
Total 0 1 0 0 0 1 0 1 0 2 3 0 0 0 0 2 2 0 0 0 0 0 6
04:00 PM 00000 00001 101000 10000 0 2
04:15 PM 00010 10000 000001 10100 1 3
04:30 PM 01040 50000 000000 00000 0 5
04:45 PM 00040 40000 000010 10100 1 6
Total 0 1 0 9 0 10 0 0 0 1 1 0 1 0 1 1 3 0 2 0 0 2 16
05:00 PM 00000 00000 000000 00000 0 0
05:15 PM 10020 30400 400100 10200 2 10
05:30 PM 00010 10000 000000 00100 1 2
05:45 PM 00010 10000 000000 00000 0 1
Total 1 0 0 4 0 5 0 4 0 0 4 0 0 1 0 0 1 0 3 0 0 3 13
06:00 PM 00010 10000 000000 02000 2 3
06:15 PM 00010 10000 000000 01000 1 2
06:30 PM 00000 00000 000000 00000 0 0
06:45 PM 00000 00010 100000 00100 1 2
Total 0 0 0 2 0 2 0 0 1 0 1 0 0 0 0 0 0 3 1 0 0 4 7
Grand Total 120150180513 901113 63600 9 42
Apprch %5.6 11.1 0 83.3 0 0 55.6 11.1 33.3 0 16.7 16.7 16.7 50 33.3 66.7 00
Total %2.4 4.8 0 35.7 0 42.9 0 11.9 2.4 7.1 21.4 0 2.4 2.4 2.4 7.1 14.3 7.1 14.3 0 0 21.4
King
From North
Main
From East
Pleasant
From South
Main
From West
Start Time Right Thru Left Peds SW/NE
Peds
App. Total Right Thru Left Peds App. Total Right Thru Left Peds NW/SE
Peds
App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 04:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:00 PM
04:00 PM 00000 0000110 1 000 1 0000 0 2
04:15 PM 00010 10000 000001 1 0 1 00 1 3
04:30 PM 0 1 0 4 0 5 0000 000000 00000 0 5
04:45 PM 00040 40000 00001 010100 1 6
Total Volume 0 1 0 9 0 10 0 0 0 1 1 0 1 0 1 1 3 0 2 0 0 2 16
% App. Total 0 10 0 90 0 0 0 0 100 0 33.3 0 33.3 33.3 0 100 0 0
PHF .000 .250 .000 .563 .000 .500 .000 .000 .000 .250 .250 .000 .250 .000 .250 .250 .750 .000 .500 .000 .000 .500 .667
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
APPENDIX B: CAPACITY ANALYSIS
METHODOLOGY
Level of Service (LOS) is a performance measure that defines traffic operations based on the average amount of
time a vehicle waits at an intersection. For example, LOS A defines the condition with minimum vehicular traffic
delay, while LOS F represents the condition with significant traffic delay. Table 1 indicates the LOS conditions
based on average delay as defined by the Highway Capacity Manual (HCM).
Table 1. Level of Service Criteria
Level of
Service
Average Stopped Delay at Signalized
Intersections (Seconds/Vehicle)
A 0.0-10.0
B 10.1-20.0
C 20.1-35.0
D 35.1-55.0
E 55.1-80.0
F >80
To compute the LOS and other performance measures, the HCM methodology was used. For signalized
intersections, HCM 2010 methodology cannot be used since signals use standard National Electrical
Manufacturing Association (NEMA) phasing, rather, HCM 2000 methodology was used. Synchro 10 software was
used to apply these methodologies, which allows for engineers to input characteristics such as lane configuration,
traffic volumes, pedestrian/bicycle to vehicle interactions, and peak hour factors. In addition to estimating the
delay and LOS at intersections, Synchro 10 was used to estimate intersection queue lengths. Results were used
to compare traffic operations in alternative conditions.
APPENDIX C: EXISTING CONDITIONS
CAPACITY ANALYSIS
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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Future Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 12 13 10 12 12 10 12 12 11 11 16
Storage Length (ft) 0 0 115 0 60 60 0 80
Storage Lanes 1 1 1 0 1 1 1 1
Taper Length (ft) 25 25 25 25
Right Turn on Red No No No No
Link Speed (mph) 25 25 25 25
Link Distance (ft) 199 367 564 386
Travel Time (s) 5.4 10.0 15.4 10.5
Confl. Bikes (#/hr) 2
Peak Hour Factor 0.95 0.95 0.95 0.89 0.89 0.89 0.92 0.92 0.92 0.97 0.97 0.97
Heavy Vehicles (%) 1% 0% 0% 2% 5% 3% 4% 2% 4% 0% 0% 0%
Parking (#/hr) 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 156 369 60 98 395 0 114 293 30 42 247 98
Turn Type pm+pt NA Prot pm+pt NA pm+pt NA Prot pm+pt NA pt+ov
Protected Phases 52216 388744 59
Permitted Phases 2 6 8 4
Detector Phase 52216 388744 5
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 7.0 10.0 10.0 3.0 10.0 1.0
Minimum Split (s) 10.0 21.0 21.0 9.0 21.0 12.0 15.0 15.0 8.0 15.0 31.0
Total Split (s) 25.0 43.0 43.0 12.0 30.0 20.0 35.0 35.0 20.0 35.0 31.0
Total Split (%) 17.7% 30.5% 30.5% 8.5% 21.3% 14.2% 24.8% 24.8% 14.2% 24.8% 22%
Yellow Time (s) 3.0 3.0 3.0 3.0 4.0 3.0 3.0 3.0 3.0 3.0 2.0
All-Red Time (s) 2.0 3.0 3.0 1.0 2.0 2.0 2.0 2.0 2.0 2.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 4.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min None None None None None None
v/c Ratio 0.49 0.73 0.14 0.42 0.63 0.46 0.68 0.08 0.19 0.80 0.17
Control Delay 35.4 52.7 39.3 37.0 51.5 38.6 53.0 40.5 33.0 68.1 30.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 35.4 52.7 39.3 37.0 51.5 38.6 53.0 40.5 33.0 68.1 30.3
Queue Length 50th (ft) 90 287 38 54 156 70 228 20 24 196 57
Queue Length 95th (ft) 163 #479 82 105 241 123 352 49 54 312 100
Internal Link Dist (ft) 119 287 484 306
Turn Bay Length (ft) 115 60 60 80
Base Capacity (vph) 398 603 530 252 726 293 504 420 352 472 694
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.39 0.61 0.11 0.39 0.54 0.39 0.58 0.07 0.12 0.52 0.14
Intersection Summary
Area Type: CBD
Cycle Length: 141
Actuated Cycle Length: 115.9
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 3: Pleasant St/King St & Main St /Main St
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Future Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 13 10 12 12 10 12 12 11 11 16
Total Lost time (s) 5.0 6.0 6.0 4.0 6.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1555 1710 1502 1486 3046 1458 1676 1398 1570 1653 1647
Flt Permitted 0.33 1.00 1.00 0.39 1.00 0.29 1.00 1.00 0.44 1.00 1.00
Satd. Flow (perm) 542 1710 1502 615 3046 443 1676 1398 729 1653 1647
Peak-hour factor, PHF 0.95 0.95 0.95 0.89 0.89 0.89 0.92 0.92 0.92 0.97 0.97 0.97
Adj. Flow (vph) 156 369 60 98 355 40 114 293 30 42 247 98
RTOR Reduction (vph)000000000000
Lane Group Flow (vph) 156 369 60 98 395 0 114 293 30 42 247 98
Confl. Bikes (#/hr) 2
Heavy Vehicles (%) 1% 0% 0% 2% 5% 3% 4% 2% 4% 0% 0% 0%
Parking (#/hr) 0
Turn Type pm+pt NA Prot pm+pt NA pm+pt NA Prot pm+pt NA pt+ov
Protected Phases 52216 388744 5
Permitted Phases 2 6 8 4
Actuated Green, G (s) 43.9 34.2 34.2 31.3 25.6 40.1 30.1 30.1 28.7 23.7 42.0
Effective Green, g (s) 43.9 34.2 34.2 31.3 25.6 40.1 30.1 30.1 28.7 23.7 42.0
Actuated g/C Ratio 0.37 0.29 0.29 0.27 0.22 0.34 0.25 0.25 0.24 0.20 0.36
Clearance Time (s) 5.0 6.0 6.0 4.0 6.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 1.5 2.5 2.5 1.5 2.5 1.5 2.0 2.0 1.5 2.0
Lane Grp Cap (vph) 315 495 434 205 660 248 427 356 212 331 585
v/s Ratio Prot c0.06 c0.22 0.04 0.02 0.13 c0.04 c0.17 0.02 0.01 0.15 0.06
v/s Ratio Perm 0.13 0.10 0.11 0.04
v/c Ratio 0.50 0.75 0.14 0.48 0.60 0.46 0.69 0.08 0.20 0.75 0.17
Uniform Delay, d1 26.5 38.0 31.0 34.8 41.6 29.0 39.7 33.5 34.9 44.4 26.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.4 5.7 0.1 0.6 1.2 0.5 3.6 0.0 0.2 7.8 0.0
Delay (s) 27.0 43.7 31.2 35.4 42.9 29.5 43.4 33.5 35.1 52.2 26.1
Level of Service CDCDD CDCDDC
Approach Delay (s) 38.0 41.4 39.1 43.7
Approach LOS D D D D
Intersection Summary
HCM 2000 Control Delay 40.3 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.56
Actuated Cycle Length (s) 118.1 Sum of lost time (s) 24.0
Intersection Capacity Utilization 63.0% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Future Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 12 13 10 12 12 10 12 12 11 11 16
Storage Length (ft) 0 0 115 0 60 60 0 80
Storage Lanes 1 1 1 0 1 1 1 1
Taper Length (ft) 25 25 25 25
Right Turn on Red No No No No
Link Speed (mph) 25 25 25 25
Link Distance (ft) 199 367 564 386
Travel Time (s) 5.4 10.0 15.4 10.5
Confl. Bikes (#/hr) 4 4
Peak Hour Factor 0.94 0.94 0.94 0.89 0.89 0.89 0.96 0.96 0.96 0.90 0.90 0.90
Heavy Vehicles (%) 2% 3% 4% 1% 2% 0% 2% 0% 0% 0% 0% 2%
Parking (#/hr) 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 199 338 110 107 473 0 100 268 33 78 308 147
Turn Type pm+pt NA Prot pm+pt NA pm+pt NA Prot pm+pt NA pt+ov
Protected Phases 52216 388744 59
Permitted Phases 2 6 8 4
Detector Phase 52216 388744 5
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 7.0 10.0 10.0 3.0 10.0 1.0
Minimum Split (s) 10.0 21.0 21.0 9.0 21.0 12.0 15.0 15.0 8.0 15.0 31.0
Total Split (s) 25.0 43.0 43.0 12.0 30.0 20.0 35.0 35.0 20.0 35.0 31.0
Total Split (%) 17.7% 30.5% 30.5% 8.5% 21.3% 14.2% 24.8% 24.8% 14.2% 24.8% 22%
Yellow Time (s) 3.0 3.0 3.0 3.0 4.0 3.0 3.0 3.0 3.0 3.0 2.0
All-Red Time (s) 2.0 3.0 3.0 1.0 2.0 2.0 2.0 2.0 2.0 2.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 4.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min None None None None None None
v/c Ratio 0.75 0.82 0.31 0.52 0.87 0.50 0.65 0.09 0.32 0.89 0.24
Control Delay 50.3 62.8 42.9 42.6 70.2 40.5 54.2 42.5 34.9 78.2 29.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 50.3 62.8 42.9 42.6 70.2 40.5 54.2 42.5 34.9 78.2 29.2
Queue Length 50th (ft) 128 275 77 63 211 61 212 23 47 257 85
Queue Length 95th (ft) 206 #427 137 113 #317 110 329 55 88 #444 144
Internal Link Dist (ft) 119 287 484 306
Turn Bay Length (ft) 115 60 60 80
Base Capacity (vph) 303 482 419 210 586 247 423 359 319 389 652
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.66 0.70 0.26 0.51 0.81 0.40 0.63 0.09 0.24 0.79 0.23
Intersection Summary
Area Type: CBD
Cycle Length: 141
Actuated Cycle Length: 128.7
Natural Cycle: 100
Control Type: Actuated-Uncoordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 3: Pleasant St/King St & Main St /Main St
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Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Future Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 13 10 12 12 10 12 12 11 11 16
Total Lost time (s) 5.0 6.0 6.0 4.0 6.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1540 1660 1444 1501 3109 1486 1710 1454 1570 1653 1615
Flt Permitted 0.20 1.00 1.00 0.39 1.00 0.22 1.00 1.00 0.40 1.00 1.00
Satd. Flow (perm) 321 1660 1444 609 3109 348 1710 1454 668 1653 1615
Peak-hour factor, PHF 0.94 0.94 0.94 0.89 0.89 0.89 0.96 0.96 0.96 0.90 0.90 0.90
Adj. Flow (vph) 199 338 110 107 402 71 100 268 33 78 308 147
RTOR Reduction (vph)000000000000
Lane Group Flow (vph) 199 338 110 107 473 0 100 268 33 78 308 147
Confl. Bikes (#/hr) 4 4
Heavy Vehicles (%) 2% 3% 4% 1% 2% 0% 2% 0% 0% 0% 0% 2%
Parking (#/hr) 0
Turn Type pm+pt NA Prot pm+pt NA pm+pt NA Prot pm+pt NA pt+ov
Protected Phases 52216 388744 5
Permitted Phases 2 6 8 4
Actuated Green, G (s) 43.7 32.1 32.1 30.1 22.5 41.8 31.3 31.3 35.4 28.1 49.3
Effective Green, g (s) 43.7 32.1 32.1 30.1 22.5 41.8 31.3 31.3 35.4 28.1 49.3
Actuated g/C Ratio 0.34 0.25 0.25 0.23 0.17 0.32 0.24 0.24 0.27 0.22 0.38
Clearance Time (s) 5.0 6.0 6.0 4.0 6.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 1.5 2.5 2.5 1.5 2.5 1.5 2.0 2.0 1.5 2.0
Lane Grp Cap (vph) 260 411 357 193 539 204 412 351 233 358 614
v/s Ratio Prot c0.10 c0.20 0.08 0.03 0.15 c0.04 c0.16 0.02 0.02 c0.19 0.09
v/s Ratio Perm 0.16 0.10 0.12 0.07
v/c Ratio 0.77 0.82 0.31 0.55 0.88 0.49 0.65 0.09 0.33 0.86 0.24
Uniform Delay, d1 34.1 46.1 39.7 41.4 52.2 33.5 44.2 38.1 36.4 48.9 27.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 11.4 12.2 0.4 2.0 14.8 0.7 2.8 0.0 0.3 18.0 0.1
Delay (s) 45.5 58.3 40.1 43.3 67.0 34.2 47.0 38.2 36.7 66.9 27.4
Level of Service DEDDE CDDDEC
Approach Delay (s) 51.2 62.7 43.1 51.6
Approach LOS D E D D
Intersection Summary
HCM 2000 Control Delay 52.9 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.59
Actuated Cycle Length (s) 129.6 Sum of lost time (s) 24.0
Intersection Capacity Utilization 64.3% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
APPENDIX D: ROAD SAFETY AUDIT
CRASH SUMMARY TABLES
Crash Data Summary Table (2015-2017)
Town of Northampton: Main Street between Pleasant St/King St
Crash Date Crash Day Time of Day Manner of Collision Light Condition Weather
Condition
Road
Surface Driver Contributing Code Comment
m/d/y Type Type Type Type Type D1 D2 D3 P1 P2
102 2/20/2015 Friday 4:57 PM
Sideswipe, same
direction Daylight Clear Dry
Failure to keep in proper lane or
running off road 20 59
V1 merged into right lane on Main from parking space westbound and hit
V2 westbound on Main St when merging into left lane
103 4/21/2015 Tuesday 5:37 PM
Sideswipe, same
direction Daylight Clear Dry Inattention / Followed too closely 37 22
V1 & V2 eastbound at Main and Pleasant St when V1 (larger than V2) hit
V2 while making a necessary wide right turn to go south on Pleasant
104 4/24/2015 Friday 4:52 PM Rear-end Daylight Clear Dry No improper driving 54 23 V1 stopped in traffic rear-end by V2 (both southbound on King St)
105 5/26/2015 Tuesday 8:20 AM
Sideswipe, same
direction Daylight Clear Dry
Disregarded traffic signs, signals,
road markings / Made an improper
turn 31 73
V2 eastbound on Main St in right turn lane to turn to Pleasant when V1 in
middle lane turned right getting hit by V2. V1 operator thought right lane
was a parking lane.
106 6/11/2015 Thursday 12:22 PM Single vehicle crash Daylight Clear Dry Other improper action 39 63
V1 attempting to parallel park into spot in front of 56 Main when it scraped
the rear bumper of V2 parked
107 7/4/2015 Saturday 10:40 AM Angle Daylight Cloudy Dry Failed to yield right of way 39 27
V2 westbound , V1 eastbound on Main St attempting to turn left to King St
collide, V1 thought V2 was not proceeding
108 7/13/2015 Monday 3:59 PM
Sideswipe, same
direction Daylight Clear Dry Failed to yield right of way 28 23
V2 northbound on Pleasant preparing to turn left sideswiped by V1 on
through lane changing lanes to left lane
109 9/26/2015 Saturday 11:08 PM Single vehicle crash
Dark - lighted
roadway Clear Dry
Operating vehicle in erratic,
reckless, careless, negligent or
aggressive manner 56
V2 westbound attempted to pull into parking spot and made contact with
V2 already parked in a spot behind V1
110 12/10/2015 Thursday 9:26 PM Rear-end
Dark - lighted
roadway Clear/Other Dry Other improper action 50 50 V1 stopped at Main/Pleasant intersection rear-ended by V2
111 2/15/2016 Monday 4:08 PM Rear-to-rear Daylight
Snow/Blowing
sand, snow Snow No improper driving 31 44
V1 backing out of parking space on Main hit V2 eastbound stopped at
traffic
112 4/30/2016 Saturday 11:46 AM
Sideswipe, same
direction Daylight Clear/Cloudy Dry Inattention 23 52
V2 eastbound in left turn lane on Main St to make a left turn on King, V1
on centre lane moves to left lane crashing to V2
113 5/3/2016 Tuesday 2:38 PM Rear-end Daylight Cloudy Dry No improper driving 43 72
V1 stopped at red light eastbound on Main St at Pleasant St, V2 behind V1
rear-ended V1 stating that foot slipped off the brakes
114 5/13/2016 Friday 6:53 PM Rear-end Dawn Rain Wet Inattention 20 26
V2 stopped at traffic on Pleasant approaching Main hit by V1 in rear. V1
thought V2 was moving forward as the light turned green
115 5/14/2016 Saturday 11:52 PM Angle
Dark - lighted
roadway Rain/Cloudy Wet Failed to yield right of way 25 23
V2 westbound on Main when V1 eastbound turned left to go northbound
on King and hit V2
116 5/5/2017 Friday 10:48 AM
Sideswipe, same
direction Daylight Rain/Cloudy Wet Failed to yield right of way 67 33
V1 & V2 turning right to go southbound on Pleasant St collided, V1 was
making a wide turn and was unaware that right lane of Main St was turn
lane that was occupied by V2
117 5/26/2016 Thursday 10:34 AM Rear-end Daylight Clear/Cloudy Dry Followed too closely 56 62
V1 northbound on Pleasant St behind V2 behind V3. V3 abruptly stopped
at traffic light, V2 stopped but V1 did not and they all rear ended each
other
118 7/15/2016 Friday 5:11 PM
Sideswipe, same
direction
Dark - lighted
roadway Clear Dry
Failure to keep in proper lane or
running off road, Wrong side or
wrong way 34 52
V1 eastbound on Main St attempted to pass V2 crossing the double yellow
line, and hit V2 on the side upon re-entering the eastbound lane
119 8/11/2016 Thursday 4:09 PM
Sideswipe, same
direction Daylight Clear Dry Unknown 21 42
V1 northbound on Pleasant turning left to Main, V2 southbound on King
making a right to Main collide. Both operators claim to have green light
120 11/1/2016 Tuesday 2:01 PM
Sideswipe, same
direction Daylight Clear/Cloudy Dry
Failed to yield right of way / Made
an improper turn 26 49
V2 was in left turn only lane on Pleasant St attempting to turn left onto
Main St when V1 in main travel lane to proceed northbound to King. V1
operator tries to change lanes to go left and thought V2 was allowing it but
V1 gets struck by V2.
121 11/17/2016 Thursday 11:05 AM Angle Daylight Clear Dry
Inattention / Failed to yield right of
way, Visibility obstructed 55 40
V1 eastbound on Main St making a right turn onto Pleasant St hits V2
(truck) making the same maneuver. V2 needed to make a wide turn from
through lane.
122 11/23/2016 Wednesday 9:10 AM Rear-end Daylight
Clear/Unknow
n Dry Followed too closely 53 24 V1 rear-ended by V2 (both westbound) at Main/Pleasant intersection
123 2/15/2017 Wednesday 12:01 PM Rear-end Daylight Cloudy Wet Inattention / Other improper action 20 27
V2 eastbound on Main stopped at traffic approaching Pleasant St rear-
ended by V1
124 3/15/2017 Wednesday 5:50 PM Single vehicle crash Dusk Clear/Other Wet
Swerving or avoiding due to wind,
slippery surface, vehicle, object,
non-motorist in roadway, etc 60 unknown
V1 (eastbound) turning right to parking on parking spot hits V2 parked at
32 Main St
125 4/19/2017 Wednesday 8:19 PM
Sideswipe, same
direction
Dark - lighted
roadway Rain Wet Inattention 41 22 V1 and V2 northbound on Pleasant St, V2 changing lanes hits V1
126 6/20/2017 Tuesday 8:36 AM Rear-end Daylight Clear Wet No improper driving 42 53 31
V1, V2, V3 northbound on Pleasant St approaching Main St. V3 struck V2
which struck V1
127 8/10/2017 Thursday 11:17 PM Rear-end
Dark - lighted
roadway Clear Dry Unknown 31 47 V1 rear-ends V2 while both heading southbound on King approaching Main
128 10/12/2017 Thursday 2:11 PM Angle Daylight Clear Dry Unknown 28 66
V1 stopped westbound at Main/King hits V2 making a left turn from Main
St to King St (on yellow turn arrow).
Main St (Route 9) at Pleasant St/King St
Crash
Diagram #
Age
APPENDIX E: PEDESTRIAN AND
BICYCLE AUDIT CRASH DIAGRAMS
AND SUMMARY TABLES
Crash
Date Crash Day Time of Day Comments
m/d/y Type Type Type Type Type D1 D2 D3 D4
1 2/6/12 Monday 11:03 AM Rear-end Daylight Clear Dry No Improper Driving 28 44
MV1 and MV2 were stopped at red light in through lane. The left turn got a green
arrow and MV1 misinterpreted this light as a solid ball and began to accelerate before
braking quickly after realizing his mistake. MV2 also accelerated and hit MV1.
2 3/14/12 Wednesday 9:11 PM Head on Dark - lighted roadway Clear Dry Failed to yield right of way 60 37
MV1 turned right and ran into an intoxicated cyclist heading the wrong way down Main
St.
3 5/19/12 Saturday 7:11 PM Single Vehicle Crash Daylight Clear Dry Inattention 43 18
Left turning motor vehicle failed to yield to oncoming cyclist. Cyclist suffered fatal
injury.
4 5/25/12 Friday 9:45 PM Rear-end Dark - lighted roadway Clear Dry Distracted 29 50
MV1 and MV2 stopped at red light. MV2 dropped their cell phone and took foot off the
brake and rolled into MV1.
5 6/25/12 Monday 1:26 PM Single Vehicle Crash Dawn Clear Dry Inattention 42 19
MV1 stopped in intersection for slow traffic ahead. MV2 was distracted by eating a
pizza and did not see that MV1 had stopped.
6 6/29/12 Friday 12:42 PM Angle Daylight Clear Dry Unknown 58 34
MV2, turning left, had green left arrow and began making maneuver. MV1 observed
"some green light" and interpreted this as giving him right of way. MV1 then hits MV2.
7 7/14/12 Saturday 12:45 PM Rear-end Daylight Clear Dry Inattention 20 70 75 29
MV2 through 4 stopped at red light. MV1 fails to notice stopped traffic and rear ends
these vehicles.
8 7/17/12 Tuesday 4:13 PM Angle Daylight Clear Dry No Improper Driving 24 51
Two vans abruptly stop in front of MV1 who slams on brakes and attempts to pull into
right lane to avoid a collision and instead hits MV2.
9 11/2/12 Friday 5:33 PM Sideswipe, same direction Daylight Clear Dry Other improper action 57 32
Driver of parked MV2 opened door into travel lane as MV1 was driving by, MV1 hit
open door .
10 12/20/12 Thursday 1:25 PM Angle Daylight Clear Dry Inattention 24 Both vehicle and bicycle attempted a right hand turn on red and the bike ran into MV1.
11 1/26/13 Saturday 2:09 AM Sideswipe, opposite direction Dark - lighted roadway Snow Wet Made an improper turn 58 21
Both vehicles had green lights, but MV1, turning left, failed to yield to MV2, going
through.
12 2/2/13 Saturday 1:57 PM Sideswipe, same direction Daylight Cloudy Dry Unknown 45 23
Vehicle and bicyclist moved simultaneously into right turn lane. The bicyclist was hit by
vehicle side mirror.
13 2/9/13 Saturday 5:49 PM Angle Dark - lighted roadway Snow Snow No Improper Driving 29 54
Icy roads. MV2 attempted to make left turn without yielding to MV1, going through,
MV2 accelerated and MV1 braked, they slid on ice and collided.
14 2/14/13 Thursday 3:21 PM Angle Daylight Clear Dry Inattention 17 30
MV1, inadvertently in left turn only lane, changes lanes and hits MV2 in through lane.
15 2/19/13 Tuesday 5:37 PM Sideswipe, same direction Dark - lighted roadway Rain Snow Inattention 26 52
MV1 pulled to the right for uninvolved emergency vehicle but upon pulling into travel
lane, was struck by a second emergency vehicle.
16 2/27/13 Wednesday 10:29 PM Head on Daylight Rain Wet Inattention 31 25
MV1, turning left, failed to yield to MV2, going straight.
17 4/7/13 Sunday 3:59 PM Rear-end Daylight Clear Dry No Improper Driving 32 50
MV2 was stopped at red light. MV1 thought light was green and rear ended MV2.
18 4/27/13 Saturday 3:03 PM Sideswipe, same direction Daylight Clear Dry Inattention 29 57
MV1 was stuck in right lane behind vehicles attempting to park. She attempted to
merge into left lane and hit the trailer of MV2.
19 9/23/13 Monday 1:28 PM Sideswipe, same direction Daylight Clear Dry Made an improper turn 37 51
MV1 was in through lane, thought they were in the right turn lane. MV2 was in right
turn lane and both attempted to turn at the same time.
20 10/7/13 Monday 3:40 PM Sideswipe, opposite direction Daylight Rain Wet Inattention 84 71
MV1 attempted to reverse into a parallel parking spot. MV2 tried to pass MV1 on left
but had to stop when it was parallel with MV1. As MV1 continued parking maneuver, it
hit MV2.
21 10/20/13 Sunday 1:26 PM Sideswipe, same direction Daylight Clear Dry Inattention 61 23
Tractor Trailer in through lane was turning right at the same time as a vehicle in the
right turn lane.
22 11/1/13 Friday 12:09 PM Angle Daylight Rain Wet Inattention 64 40
MV1 was queued in traffic. MV2 was backing out of angled parking and did not see
MV1 behind her.
23 11/9/13 Saturday 10:29 AM Rear-end Daylight Cloudy Dry Inattention 16 38
A vehicle and tractor trailer were stopped at a red light, but the tractor trailer had
pulled too far ahead. He lost track of where the vehicle in front of him was. When the
light turn green the tractor trailer began to move forward before the vehicle and rear
ended it.
24 11/23/13 Saturday 12:54 PM Sideswipe, same direction Daylight Clear Dry No Improper Driving 38 25
MV1 began to merge from thru lane into right turn lane. Bicyclists was on right hand
side of car and hit car.
25 12/4/13 Wednesday 6:03 PM Rear-end Dark - lighted roadway Clear Dry No Improper Driving 48 27
MV1 and MV2 were stopped at red light. MV1 began to proceed prior to green light
and rear ended MV2.
26 1/13/14 Monday 4:12 PM Rear-end Daylight Clear Dry Inattention 57 49
MV2 stopped at red light; MV1 was not looking at road and did not notice MV2 had
stopped.
27 2/11/14 Tuesday 9:06 PM Angle Dark - lighted roadway Clear Dry Inattention 63 29
MV2, turning left, failed to yield to MV1 as light turned to the permissive phase, going
through, in the oncoming lane.
28 3/15/14 Saturday 9:12 PM Rear-end Dark - lighted roadway Clear Dry Inattention 29 41
MV2 stopped at red light; MV1 was distracted and then rearenended MV2.
29 3/25/14 Tuesday 8:03 AM Sideswipe, same direction Daylight Clear Dry Made an improper turn 56 32
MV1 was in through lane. MV2 was in right turn lane and both attempted to turn right
at the same time.
Road
Surface Driver Contributing Code Ages
Crash Data Summary Table
Manner of Collision Light Condition
Weather
Condition
Jan. 2012 - Aug. 2015
Main St at Pleasant St/King St, Northampton, MA
Crash
Diagram
Ref #
Crash
Date Crash Day Time of Day Comments
m/d/y Type Type Type Type Type D1 D2 D3 D4
Road
Surface Driver Contributing Code Ages
Crash Data Summary Table
Manner of Collision Light Condition
Weather
Condition
Jan. 2012 - Aug. 2015
Main St at Pleasant St/King St, Northampton, MA
Crash
Diagram
Ref #
30 3/30/14 Sunday 10:54 AM Rear-end Daylight Rain Wet Inattention 50 74
MV1 stopped at red light in crosswalk. MV1 then reversed into MV2, stopped behind
them.
31 4/7/14 Monday 8:59 AM Angle Daylight Cloudy Dry No Improper Driving 32 24
Vehicle had green left arrow and was making turn when hit by bicyclists who ran red
light (perhaps bicycle was going the wrong way in EB lane) to"beat all traffic."
32 4/12/14 Saturday 10:02 AM Angle Daylight Clear Dry Failed to yield right of way 81 27
MV1, turning left, failed to yield to MV2, turning right.
33 7/22/14 Tuesday 11:28 AM Single Vehicle Crash Daylight Clear Dry Unknown 70 Driver cannot remember what happened after she started turning.
34 10/25/14 Saturday 11:28 AM Single Vehicle Crash Daylight Clear Dry Inattention 23 57
Driver was turning right on green light when a pedestrian stepped in front of them.
35 11/11/14 Tuesday 2:30 PM Rear-end Daylight Clear Dry Inattention 64 28
MV1 was stopped at red light. MV2 was coming up from behind. Light turned green
and MV1 had yet to start moving forward when MV2 rear ends them.
36 12/2/14 Tuesday 1:13 PM Angle Daylight Clear Dry
Disregarded traffic signs,
signals, road markings 56 57
MV1 was in through lane. MV2 was in right turn lane and both attempted to turn right
at the same time. MV1 thought right lane was for parking.
37 2/20/15 Friday 4:57 PM Angle Daylight Clear Dry
Failure to keep in proper lane or
running off road 20 59
MV1 attempted to move from parking space to left most lane and did not see that it
was occupied by MV2.
38 4/21/15 Tuesday 5:37 PM Angle Daylight Clear Dry Inattention 37 22
Box truck was making right turn from left side of right turn lane. Motor vehicle
attempted to squeeze past on the right to make right turn and the two vehicles collided
while turning.
39 4/24/15 Friday 4:52 PM Rear-end Daylight Clear Dry No Improper Driving 54 23
MV2 was stopped at red light. MV1 did not stop soon enough and rear ended MV2.
40 5/10/15 Sunday 3:36 PM Angle Daylight Clear Dry Inattention 71 17
MV1 reversed out of a parking spot into MV2.
41 5/26/15 Tuesday 8:20 AM Sideswipe, same direction Daylight Clear Dry
Disregarded traffic signs,
signals, road markings 31 73
MV1 was in through lane, thought they were in the right turn lane. MV2 was in right
turn lane and both attempted to turn at the same time.
42 6/11/15 Thursday 12:22 PM Sideswipe, same direction Daylight Clear Dry Other improper action 39 63
While attempting to reverse into a parallel parking spot, MV1 hit MV2, parked in spot
ahead.
43 7/4/15 Saturday 10:40 AM Angle Daylight Cloudy Dry Failed to yield right of way 39 27
MV1, turning left, failed to yield to MV2, turning right.
44 7/13/15 Monday 3:59 PM Sideswipe, same direction Daylight Clear Dry Failed to yield right of way 28 23
MV1 attempted to change to the left lane from the through lane and did not see MV2
occupying the left lane.
Summary based on Crash Reports obtained from the Northampton Police Department
APPENDIX F: ALTERNATIVE A
CENTER STREETGOTHIC
STREETKING STREETPLEASANT STREETSTRONG AVENUEHAWLEY
S
TREE
T
BRIDGE
STREETMARKET STREET17.0
'13.0
'10.0
'13.0
'17.0
'17.0'11.0'10.0'13.0'17.0'5.5'8.0'11.0'11.0'10.0'11.0'7.0'4.8'5.5'3.0'5.5'14.2'3.0
'5.5
'17.2
'5.5'3.0'11.0'10.0'11.0'7.0'3.0'5.5'24.6'19.4'21.3'13.3'\\bos-file01\60000\60153_P_Main Street (Route 9) Complete Streets Design Services\PRODUCTION\CAD\_REF\609826_Concept_Preferred_Option1.dwg6/4/20210
SCALE: 1" = 40'
40 160100
OPTION A: CONCURRENT PEDESTRIAN PHASING
FOR INFORMATIONAL PURPOSES ONLY. GEOMETRIC CONDITIONS DEPICTED ARE SUBJECT TO FURTHER REVISION AND CONSIDERATION AND SHOULD NOT BE CONSIDERED RECOMMENDATIONS. NOT TO BE DISTRIBUTED, FOR PLANNING PURPOSES ONLY.
APPENDIX G: ALTERNATIVE B
CENTER STREETGOTHIC
STREETKING STREETPLEASANT STREETSTRONG AVENUEHAWLEY
S
TREE
T
BRIDGE
STREETMARKET STREET17.0
'13.0
'10.0
'13.0
'17.0
'17.0'11.0'10.0'13.0'17.0'5.5'8.0'11.0'11.0'10.0'11.0'10.0'8.0'5.5'3.0'5.5'14.2'3.0
'5.5
'17.2
'5.5'3.0'7.0'11.0'10.0'11.0'10.0'3.0'5.5'14.5'18.4'13.3'15.0'\\bos-file01\60000\60153_P_Main Street (Route 9) Complete Streets Design Services\PRODUCTION\CAD\_REF\609826_Concept_Preferred_Option2.dwg6/4/20210
SCALE: 1" = 40'
40 160100
FOR INFORMATIONAL PURPOSES ONLY. GEOMETRIC CONDITIONS DEPICTED ARE SUBJECT TO FURTHER REVISION AND CONSIDERATION AND SHOULD NOT BE CONSIDERED RECOMMENDATIONS. NOT TO BE DISTRIBUTED, FOR PLANNING PURPOSES ONLY.
OPTION B: NEW YORK STYLE PEDESTRIAN PHASING
APPENDIX H: DISMISSED PHASING
ALTERNATIVE CONDITIONS
CAPACITY ANALYSIS
Lanes, Volumes, Timings Option A, Exclusive Ped Phasing
14: Pleasant St/King St & Main St /Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Future Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 11 11 11 11 11 11
Storage Length (ft) 0 0 105 0 60 60 0 85
Storage Lanes 1 0 1 0 1 1 1 1
Taper Length (ft) 25 50 50 25
Right Turn on Red No No No No
Link Speed (mph) 25 25 25 25
Link Distance (ft) 229 367 2001 1359
Travel Time (s) 6.2 10.0 54.6 37.1
Confl. Peds. (#/hr) 34 38
Confl. Bikes (#/hr) 2
Peak Hour Factor 0.95 0.95 0.95 0.89 0.89 0.89 0.92 0.92 0.92 0.97 0.97 0.97
Heavy Vehicles (%) 1% 0% 0% 2% 5% 3% 4% 2% 4% 0% 0% 0%
Parking (#/hr) 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 156 429 0 98 395 0 114 293 30 42 247 98
Turn Type custom NA custom NA Prot NA Over Prot NA Over
Protected Phases 1 2 5 6 7853419
Permitted Phases 1 5
Detector Phase 1 2 5 6 785341
Switch Phase
Minimum Initial (s) 5.0 10.0 5.0 10.0 5.0 10.0 5.0 5.0 10.0 5.0 1.0
Minimum Split (s) 11.0 15.5 11.0 15.5 10.5 14.5 11.0 10.5 14.5 11.0 39.0
Total Split (s) 20.0 46.9 16.0 42.9 17.0 32.6 16.0 10.5 26.1 20.0 39.0
Total Split (%) 13.8% 32.3% 11.0% 29.6% 11.7% 22.5% 11.0% 7.2% 18.0% 13.8% 27%
Yellow Time (s) 3.0 3.5 3.0 3.5 3.0 3.5 3.0 3.0 3.5 3.0 3.0
All-Red Time (s) 3.0 2.0 3.0 2.0 2.5 1.0 3.0 2.5 1.0 3.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 5.5 6.0 5.5 5.5 4.5 6.0 5.5 4.5 6.0
Lead/Lag Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Recall Mode None Min None Min None Min None None Min None Ped
v/c Ratio 1.04 0.96 0.83 1.00 0.96 0.87 0.29 0.78 1.00 0.73
Control Delay 146.0 85.9 112.5 97.7 137.0 80.9 72.1 137.1 118.9 92.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 146.0 85.9 112.5 97.7 137.0 80.9 72.1 137.1 118.9 92.5
Queue Length 50th (ft) ~159 397 94 375 109 275 28 40 ~238 92
Queue Length 95th (ft) #308 #608 #208 #585 #239 #456 64 #115 #421 #183
Internal Link Dist (ft) 149 287 1921 1279
Turn Bay Length (ft) 105 60 60 85
Base Capacity (vph) 150 457 118 396 119 337 103 54 246 135
Starvation Cap Reductn 0 0 0 0 000000
Spillback Cap Reductn 0 0 0 0 000000
Storage Cap Reductn 0 0 0 0 000000
Reduced v/c Ratio 1.04 0.94 0.83 1.00 0.96 0.87 0.29 0.78 1.00 0.73
Intersection Summary
Area Type: CBD
Cycle Length: 145
Actuated Cycle Length: 145
Natural Cycle: 145
Control Type: Semi Act-Uncoord
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 14: Pleasant St/King St & Main St /Main St
HCM Signalized Intersection Capacity Analysis Option A, Exclusive Ped Phasing
14: Pleasant St/King St & Main St /Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Future Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 11 11 11 11 11 11 11 11 11 11 11
Total Lost time (s) 6.0 5.5 6.0 5.5 5.5 4.5 6.0 5.5 4.5 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1555 1600 1540 1538 1510 1621 1351 1570 1653 1405
Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1555 1600 1540 1538 1510 1621 1351 1570 1653 1405
Peak-hour factor, PHF 0.95 0.95 0.95 0.89 0.89 0.89 0.92 0.92 0.92 0.97 0.97 0.97
Adj. Flow (vph) 156 369 60 98 355 40 114 293 30 42 247 98
RTOR Reduction (vph)000000000000
Lane Group Flow (vph) 156 429 0 98 395 0 114 293 30 42 247 98
Confl. Peds. (#/hr) 34 38
Confl. Bikes (#/hr) 2
Heavy Vehicles (%) 1% 0% 0% 2% 5% 3% 4% 2% 4% 0% 0% 0%
Parking (#/hr) 0
Turn Type custom NA custom NA Prot NA Over Prot NA Over
Protected Phases 1 2 5 6 785341
Permitted Phases 1 5
Actuated Green, G (s) 14.0 40.3 11.1 37.4 12.6 30.2 11.1 4.0 21.6 14.0
Effective Green, g (s) 14.0 40.3 11.1 37.4 12.6 30.2 11.1 4.0 21.6 14.0
Actuated g/C Ratio 0.10 0.28 0.08 0.26 0.09 0.21 0.08 0.03 0.15 0.10
Clearance Time (s) 6.0 5.5 6.0 5.5 5.5 4.5 6.0 5.5 4.5 6.0
Vehicle Extension (s) 3.0 2.0 3.0 2.0 3.0 2.0 3.0 3.0 2.0 3.0
Lane Grp Cap (vph) 149 441 117 393 130 335 102 42 244 134
v/s Ratio Prot c0.10 c0.27 0.06 0.26 c0.08 c0.18 0.02 0.03 c0.15 0.07
v/s Ratio Perm
v/c Ratio 1.05 0.97 0.84 1.01 0.88 0.87 0.29 1.00 1.01 0.73
Uniform Delay, d1 66.0 52.4 66.6 54.3 66.0 56.1 63.8 71.0 62.2 64.2
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 86.8 35.4 38.0 46.7 43.7 20.9 1.6 138.9 60.8 18.5
Delay (s) 152.8 87.8 104.6 101.0 109.7 77.1 65.4 209.9 123.1 82.7
Level of Service F F F F F E E F F F
Approach Delay (s) 105.1 101.7 84.8 122.3
Approach LOS F F F F
Intersection Summary
HCM 2000 Control Delay 103.1 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 0.72
Actuated Cycle Length (s) 146.1 Sum of lost time (s) 25.5
Intersection Capacity Utilization 68.8% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Option A, Exclusive Ped Phasing
14: Pleasant St/King St & Main St /Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Future Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 11 11 11 11 11 11
Storage Length (ft) 0 0 105 0 60 60 0 85
Storage Lanes 1 0 1 0 1 1 1 1
Taper Length (ft) 25 50 50 25
Right Turn on Red No No No No
Link Speed (mph) 25 25 25 25
Link Distance (ft) 229 367 2001 1359
Travel Time (s) 6.2 10.0 54.6 37.1
Confl. Peds. (#/hr) 127 87
Confl. Bikes (#/hr) 4 4
Peak Hour Factor 0.94 0.94 0.94 0.89 0.89 0.89 0.96 0.96 0.96 0.90 0.90 0.90
Heavy Vehicles (%) 2% 3% 4% 1% 2% 0% 2% 0% 0% 0% 0% 2%
Parking (#/hr) 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 199 448 0 107 473 0 100 268 33 78 308 147
Turn Type custom NA custom NA Prot NA Over Prot NA Over
Protected Phases 1 2 5 6 7853419
Permitted Phases 1 5
Detector Phase 1 2 5 6 785341
Switch Phase
Minimum Initial (s) 5.0 10.0 5.0 10.0 5.0 10.0 5.0 5.0 10.0 5.0 1.0
Minimum Split (s) 11.0 15.5 11.0 15.5 10.5 14.5 11.0 10.5 14.5 11.0 39.0
Total Split (s) 21.0 49.0 16.0 44.0 14.0 28.0 16.0 13.0 27.0 21.0 39.0
Total Split (%) 14.5% 33.8% 11.0% 30.3% 9.7% 19.3% 11.0% 9.0% 18.6% 14.5% 27%
Yellow Time (s) 3.0 3.5 3.0 3.5 3.0 3.5 3.0 3.0 3.5 3.0 3.0
All-Red Time (s) 3.0 2.0 3.0 2.0 2.5 1.0 3.0 2.5 1.0 3.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 5.5 6.0 5.5 5.5 4.5 6.0 5.5 4.5 6.0
Lead/Lag Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Recall Mode None Min None Min None Min None None Min None Ped
v/c Ratio 1.25 1.03 1.00 1.16 1.11 1.00 0.34 0.96 1.20 1.04
Control Delay 205.2 99.5 152.8 141.2 187.4 115.6 74.7 156.9 172.9 146.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 205.2 99.5 152.8 141.2 187.4 115.6 74.7 156.9 172.9 146.6
Queue Length 50th (ft) ~234 ~450 103 ~525 ~108 ~257 30 75 ~352 ~148
Queue Length 95th (ft) #400 #668 #230 #733 #233 #447 68 #185 #546 #293
Internal Link Dist (ft) 149 287 1921 1279
Turn Bay Length (ft) 105 60 60 85
Base Capacity (vph) 159 436 107 409 90 267 96 81 256 142
Starvation Cap Reductn 0 0 0 0 000000
Spillback Cap Reductn 0 0 0 0 000000
Storage Cap Reductn 0 0 0 0 000000
Reduced v/c Ratio 1.25 1.03 1.00 1.16 1.11 1.00 0.34 0.96 1.20 1.04
Intersection Summary
Area Type: CBD
Cycle Length: 145
Actuated Cycle Length: 145
Natural Cycle: 145
Control Type: Semi Act-Uncoord
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 14: Pleasant St/King St & Main St /Main St
HCM Signalized Intersection Capacity Analysis Option A, Exclusive Ped Phasing
14: Pleasant St/King St & Main St /Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Future Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 11 11 11 11 11 11 11 11 11 11 11
Total Lost time (s) 6.0 5.5 6.0 5.5 5.5 4.5 6.0 5.5 4.5 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 0.94 1.00 0.97 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1540 1454 1555 1545 1540 1653 1405 1570 1653 1378
Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1540 1454 1555 1545 1540 1653 1405 1570 1653 1378
Peak-hour factor, PHF 0.94 0.94 0.94 0.89 0.89 0.89 0.96 0.96 0.96 0.90 0.90 0.90
Adj. Flow (vph) 199 338 110 107 402 71 100 268 33 78 308 147
RTOR Reduction (vph)000000000000
Lane Group Flow (vph) 199 448 0 107 473 0 100 268 33 78 308 147
Confl. Peds. (#/hr) 127 87
Confl. Bikes (#/hr) 4 4
Heavy Vehicles (%) 2% 3% 4% 1% 2% 0% 2% 0% 0% 0% 0% 2%
Parking (#/hr) 0
Turn Type custom NA custom NA Prot NA Over Prot NA Over
Protected Phases 1 2 5 6 785341
Permitted Phases 1 5
Actuated Green, G (s) 15.0 43.5 10.0 38.5 8.5 23.5 10.0 7.5 22.5 15.0
Effective Green, g (s) 15.0 43.5 10.0 38.5 8.5 23.5 10.0 7.5 22.5 15.0
Actuated g/C Ratio 0.10 0.30 0.07 0.27 0.06 0.16 0.07 0.05 0.16 0.10
Clearance Time (s) 6.0 5.5 6.0 5.5 5.5 4.5 6.0 5.5 4.5 6.0
Vehicle Extension (s) 3.0 2.0 3.0 2.0 3.0 2.0 3.0 3.0 2.0 3.0
Lane Grp Cap (vph) 159 436 107 410 90 267 96 81 256 142
v/s Ratio Prot c0.13 0.31 0.07 c0.31 c0.06 0.16 0.02 0.05 c0.19 0.11
v/s Ratio Perm
v/c Ratio 1.25 1.03 1.00 1.15 1.11 1.00 0.34 0.96 1.20 1.04
Uniform Delay, d1 65.0 50.8 67.5 53.2 68.2 60.8 64.4 68.6 61.2 65.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 154.5 50.3 87.0 93.5 128.1 56.0 2.1 87.0 122.5 85.2
Delay (s) 219.5 101.1 154.5 146.8 196.3 116.8 66.5 155.6 183.7 150.2
Level of Service F F F F F F E F F F
Approach Delay (s) 137.5 148.2 132.5 170.4
Approach LOS F F F F
Intersection Summary
HCM 2000 Control Delay 147.5 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 145.0 Sum of lost time (s) 25.5
Intersection Capacity Utilization 77.6% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Option B, Exclusive Ped Phasing
14: Pleasant St/King St & Main St /Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Future Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 11 11 11 11 11 11
Storage Length (ft) 0 0 115 0 60 60 0 80
Storage Lanes 1 1 1 1 1 1 1 1
Taper Length (ft) 25 50 50 25
Right Turn on Red No No No No
Link Speed (mph) 25 25 25 25
Link Distance (ft) 229 367 2001 1359
Travel Time (s) 6.2 10.0 54.6 37.1
Peak Hour Factor 0.95 0.95 0.95 0.89 0.89 0.89 0.92 0.92 0.92 0.97 0.97 0.97
Heavy Vehicles (%) 1% 0% 0% 2% 5% 3% 4% 2% 4% 0% 0% 0%
Parking (#/hr) 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 156 369 60 98 355 40 114 293 30 42 247 98
Turn Type Prot NA Over Prot NA Over Prot NA Over Prot NA Over
Protected Phases 1275637853419
Permitted Phases
Detector Phase 127563785341
Switch Phase
Minimum Initial (s) 5.0 10.0 5.0 5.0 10.0 5.0 5.0 10.0 5.0 5.0 10.0 5.0 7.0
Minimum Split (s) 11.0 27.5 11.0 11.0 31.5 11.0 11.0 25.0 11.0 11.0 28.0 11.0 43.0
Total Split (s) 20.0 42.0 16.0 16.0 38.0 11.0 16.0 33.0 16.0 11.0 28.0 20.0 43.0
Total Split (%) 13.8% 29.0% 11.0% 11.0% 26.2% 7.6% 11.0% 22.8% 11.0% 7.6% 19.3% 13.8% 30%
Yellow Time (s) 3.0 3.5 3.0 3.0 3.5 3.0 3.0 3.5 3.0 3.0 3.5 3.0 3.0
All-Red Time (s) 3.0 2.0 2.5 3.0 2.0 2.5 2.5 1.5 3.0 2.5 1.5 3.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 5.5 5.5 6.0 5.5 5.5 5.5 5.0 6.0 5.5 5.0 6.0
Lead/Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode None Min None None Min None None Min None None Min None Ped
v/c Ratio 1.04 0.94 0.59 0.76 1.01 0.82 1.05 0.96 0.27 0.68 0.96 0.73
Control Delay 145.2 86.2 88.6 98.9 104.5 150.2 161.0 99.1 70.6 113.6 105.6 92.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 145.2 86.2 88.6 98.9 104.5 150.2 161.0 99.1 70.6 113.6 105.6 92.1
Queue Length 50th (ft) ~159 338 56 94 ~342 38 ~116 276 28 40 234 92
Queue Length 95th (ft) #308 #519 #118 #208 #542 #115 #249 #457 64 #110 #405 #183
Internal Link Dist (ft) 149 287 1921 1279
Turn Bay Length (ft) 115 60 60 80
Base Capacity (vph) 150 417 101 129 353 49 109 314 113 62 263 135
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 1.04 0.88 0.59 0.76 1.01 0.82 1.05 0.93 0.27 0.68 0.94 0.73
Intersection Summary
Area Type: CBD
Cycle Length: 145
Actuated Cycle Length: 144.6
Natural Cycle: 145
Control Type: Semi Act-Uncoord
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 14: Pleasant St/King St & Main St /Main St
HCM Signalized Intersection Capacity Analysis Option B, Exclusive Ped Phasing
14: Pleasant St/King St & Main St /Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Future Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 11 11 11 11 11 11 11 11 11 11 11
Total Lost time (s) 6.0 5.5 5.5 6.0 5.5 5.5 5.5 5.0 6.0 5.5 5.0 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1555 1653 1405 1540 1574 1228 1510 1621 1351 1570 1653 1405
Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1555 1653 1405 1540 1574 1228 1510 1621 1351 1570 1653 1405
Peak-hour factor, PHF 0.95 0.95 0.95 0.89 0.89 0.89 0.92 0.92 0.92 0.97 0.97 0.97
Adj. Flow (vph) 156 369 60 98 355 40 114 293 30 42 247 98
RTOR Reduction (vph)000000000000
Lane Group Flow (vph) 156 369 60 98 355 40 114 293 30 42 247 98
Heavy Vehicles (%) 1% 0% 0% 2% 5% 3% 4% 2% 4% 0% 0% 0%
Parking (#/hr) 0
Turn Type Prot NA Over Prot NA Over Prot NA Over Prot NA Over
Protected Phases 127563785341
Permitted Phases
Actuated Green, G (s) 14.0 34.4 10.5 12.1 32.5 5.8 10.5 27.3 12.1 5.8 22.6 14.0
Effective Green, g (s) 14.0 34.4 10.5 12.1 32.5 5.8 10.5 27.3 12.1 5.8 22.6 14.0
Actuated g/C Ratio 0.10 0.24 0.07 0.08 0.22 0.04 0.07 0.19 0.08 0.04 0.16 0.10
Clearance Time (s) 6.0 5.5 5.5 6.0 5.5 5.5 5.5 5.0 6.0 5.5 5.0 6.0
Vehicle Extension (s) 3.0 2.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0
Lane Grp Cap (vph) 150 393 102 128 353 49 109 306 113 62 258 136
v/s Ratio Prot c0.10 0.22 0.04 0.06 c0.23 0.03 c0.08 c0.18 0.02 0.03 0.15 0.07
v/s Ratio Perm
v/c Ratio 1.04 0.94 0.59 0.77 1.01 0.82 1.05 0.96 0.27 0.68 0.96 0.72
Uniform Delay, d1 65.3 54.1 65.0 64.9 56.0 68.9 67.0 58.1 62.1 68.5 60.5 63.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 84.5 29.6 8.4 23.5 49.3 64.0 99.1 39.4 1.3 25.5 43.6 17.1
Delay (s) 149.8 83.7 73.3 88.3 105.4 132.9 166.1 97.5 63.3 94.0 104.1 80.5
Level of Service F F E F F F F F E F F F
Approach Delay (s) 100.3 104.2 113.0 97.0
Approach LOS F F F F
Intersection Summary
HCM 2000 Control Delay 103.6 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length (s) 144.6 Sum of lost time (s) 26.0
Intersection Capacity Utilization 66.4% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Option B, Exclusive Ped Phasing
14: Pleasant St/King St & Main St /Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Future Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 11 11 11 11 11 11
Storage Length (ft) 0 0 115 0 60 60 0 80
Storage Lanes 1 1 1 1 1 1 1 1
Taper Length (ft) 25 50 50 25
Right Turn on Red No No No No
Link Speed (mph) 25 25 25 25
Link Distance (ft) 229 367 2001 1359
Travel Time (s) 6.2 10.0 54.6 37.1
Peak Hour Factor 0.94 0.94 0.94 0.89 0.89 0.89 0.96 0.96 0.96 0.90 0.90 0.90
Heavy Vehicles (%) 2% 3% 4% 1% 2% 0% 2% 0% 0% 0% 0% 2%
Parking (#/hr) 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 199 338 110 107 402 71 100 268 33 78 308 147
Turn Type Prot NA Over Prot NA Over Prot NA Over Prot NA Over
Protected Phases 1275637853419
Permitted Phases
Detector Phase 127563785341
Switch Phase
Minimum Initial (s) 5.0 10.0 5.0 5.0 10.0 5.0 5.0 10.0 5.0 5.0 10.0 5.0 7.0
Minimum Split (s) 11.0 27.5 11.0 11.0 31.5 11.0 11.0 25.0 11.0 11.0 28.0 11.0 43.0
Total Split (s) 19.0 42.0 15.0 17.0 40.0 14.0 15.0 29.0 17.0 14.0 28.0 19.0 43.0
Total Split (%) 13.1% 29.0% 10.3% 11.7% 27.6% 9.7% 10.3% 20.0% 11.7% 9.7% 19.3% 13.1% 30%
Yellow Time (s) 3.0 3.5 3.0 3.0 3.5 3.0 3.0 3.5 3.0 3.0 3.5 3.0 3.0
All-Red Time (s) 3.0 2.0 2.5 3.0 2.0 2.5 2.5 1.5 3.0 2.5 1.5 3.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 5.5 5.5 6.0 5.5 5.5 5.5 5.0 6.0 5.5 5.0 6.0
Lead/Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode None Min None None Min None None Min None None Min None Ped
v/c Ratio 1.44 0.92 1.25 0.70 1.04 0.96 1.00 0.98 0.24 0.85 1.18 1.20
Control Delay 279.2 84.6 229.6 87.5 110.4 160.0 155.9 109.5 67.7 125.3 163.0 196.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 279.2 84.6 229.6 87.5 110.4 160.0 155.9 109.5 67.7 125.3 163.0 196.6
Queue Length 50th (ft) ~255 307 ~129 102 ~410 68 96 256 30 74 ~347 ~167
Queue Length 95th (ft) #421 #466 #258 #219 #610 #172 #222 #441 68 #174 #541 #312
Internal Link Dist (ft) 149 287 1921 1279
Turn Bay Length (ft) 115 60 60 80
Base Capacity (vph) 138 404 88 152 385 74 100 273 138 92 262 123
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 1.44 0.84 1.25 0.70 1.04 0.96 1.00 0.98 0.24 0.85 1.18 1.20
Intersection Summary
Area Type: CBD
Cycle Length: 145
Actuated Cycle Length: 145
Natural Cycle: 145
Control Type: Semi Act-Uncoord
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 14: Pleasant St/King St & Main St /Main St
HCM Signalized Intersection Capacity Analysis Option B, Exclusive Ped Phasing
14: Pleasant St/King St & Main St /Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Future Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 11 11 11 11 11 11 11 11 11 11 11
Total Lost time (s) 6.0 5.5 5.5 6.0 5.5 5.5 5.5 5.0 6.0 5.5 5.0 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1540 1605 1351 1555 1621 1265 1540 1653 1405 1570 1653 1378
Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1540 1605 1351 1555 1621 1265 1540 1653 1405 1570 1653 1378
Peak-hour factor, PHF 0.94 0.94 0.94 0.89 0.89 0.89 0.96 0.96 0.96 0.90 0.90 0.90
Adj. Flow (vph) 199 338 110 107 402 71 100 268 33 78 308 147
RTOR Reduction (vph)000000000000
Lane Group Flow (vph) 199 338 110 107 402 71 100 268 33 78 308 147
Heavy Vehicles (%) 2% 3% 4% 1% 2% 0% 2% 0% 0% 0% 0% 2%
Parking (#/hr) 0
Turn Type Prot NA Over Prot NA Over Prot NA Over Prot NA Over
Protected Phases 127563785341
Permitted Phases
Actuated Green, G (s) 13.0 33.2 9.5 14.3 34.5 8.5 9.5 24.0 14.3 8.5 23.0 13.0
Effective Green, g (s) 13.0 33.2 9.5 14.3 34.5 8.5 9.5 24.0 14.3 8.5 23.0 13.0
Actuated g/C Ratio 0.09 0.23 0.07 0.10 0.24 0.06 0.07 0.17 0.10 0.06 0.16 0.09
Clearance Time (s) 6.0 5.5 5.5 6.0 5.5 5.5 5.5 5.0 6.0 5.5 5.0 6.0
Vehicle Extension (s) 3.0 2.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0
Lane Grp Cap (vph) 138 367 88 153 385 74 100 273 138 92 262 123
v/s Ratio Prot c0.13 0.21 c0.08 0.07 c0.25 0.06 0.06 0.16 0.02 0.05 c0.19 0.11
v/s Ratio Perm
v/c Ratio 1.44 0.92 1.25 0.70 1.04 0.96 1.00 0.98 0.24 0.85 1.18 1.20
Uniform Delay, d1 66.0 54.6 67.8 63.3 55.2 68.1 67.8 60.3 60.3 67.6 61.0 66.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 234.9 27.6 177.4 13.1 57.8 89.6 90.0 49.0 0.9 47.8 111.6 142.9
Delay (s) 300.9 82.2 245.1 76.3 113.1 157.7 157.8 109.3 61.2 115.4 172.6 208.9
Level of Service F F F E F F F F E F F F
Approach Delay (s) 177.2 111.8 117.4 174.2
Approach LOS F F F F
Intersection Summary
HCM 2000 Control Delay 147.8 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 0.79
Actuated Cycle Length (s) 145.0 Sum of lost time (s) 26.0
Intersection Capacity Utilization 72.9% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
APPENDIX I: ALTERNATIVE
CONDITIONS CAPACITY ANALYSIS
Lanes, Volumes, Timings Option A, Concurrent Ped Phasing
14: Pleasant St/King St & Main St /Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Future Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 11 11 11 11 11 11
Storage Length (ft) 0 0 105 0 60 60 0 85
Storage Lanes 1 0 1 0 1 1 1 1
Taper Length (ft) 25 50 50 25
Right Turn on Red No No No No
Link Speed (mph) 25 25 25 25
Link Distance (ft) 229 367 2001 1359
Travel Time (s) 6.2 10.0 54.6 37.1
Confl. Peds. (#/hr) 34 38
Confl. Bikes (#/hr) 2
Peak Hour Factor 0.95 0.95 0.95 0.89 0.89 0.89 0.92 0.92 0.92 0.97 0.97 0.97
Heavy Vehicles (%) 1% 0% 0% 2% 5% 3% 4% 2% 4% 0% 0% 0%
Parking (#/hr) 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 156 429 0 98 395 0 114 293 30 42 247 98
Turn Type custom NA custom NA Prot NA Over Prot NA Over
Protected Phases 1 2 5 6 7853419
Permitted Phases 1 5
Detector Phase 1 2 5 6 785341
Switch Phase
Minimum Initial (s) 5.0 10.0 5.0 10.0 5.0 10.0 5.0 5.0 10.0 5.0 1.0
Minimum Split (s) 11.0 27.5 11.0 31.5 10.5 17.5 11.0 10.5 20.5 11.0 5.0
Total Split (s) 16.0 37.0 13.0 34.0 14.0 24.5 13.0 10.5 21.0 16.0 5.0
Total Split (%) 17.8% 41.1% 14.4% 37.8% 15.6% 27.2% 14.4% 11.7% 23.3% 17.8% 6%
Yellow Time (s) 3.0 3.5 3.0 3.5 3.0 3.5 3.0 3.0 3.5 3.0 4.0
All-Red Time (s) 3.0 2.0 3.0 2.0 2.5 1.0 3.0 2.5 1.0 3.0 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 5.5 6.0 5.5 5.5 4.5 6.0 5.5 4.5 6.0
Lead/Lag Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Recall Mode None Ped None Ped None Ped None None Ped None Ped
v/c Ratio 0.89 0.86 0.58 0.83 0.79 0.67 0.20 0.48 0.81 0.62
Control Delay 86.3 46.7 55.9 45.4 77.1 39.9 42.1 59.6 57.2 56.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 86.3 46.7 55.9 45.4 77.1 39.9 42.1 59.6 57.2 56.3
Queue Length 50th (ft) 88 222 54 205 64 158 16 24 135 54
Queue Length 95th (ft) #204 #359 #142 #349 #157 #292 44 #65 #261 #123
Internal Link Dist (ft) 149 287 1921 1279
Turn Bay Length (ft) 105 60 60 85
Base Capacity (vph) 175 568 169 495 144 439 148 88 308 158
Starvation Cap Reductn 0 0 0 0 000000
Spillback Cap Reductn 0 0 0 0 000000
Storage Cap Reductn 0 0 0 0 000000
Reduced v/c Ratio 0.89 0.76 0.58 0.80 0.79 0.67 0.20 0.48 0.80 0.62
Intersection Summary
Area Type: CBD
Cycle Length: 90
Actuated Cycle Length: 88.6
Natural Cycle: 90
Control Type: Semi Act-Uncoord
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 14: Pleasant St/King St & Main St /Main St
HCM Signalized Intersection Capacity Analysis Option A, Concurrent Ped Phasing
14: Pleasant St/King St & Main St /Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Future Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 11 11 11 11 11 11 11 11 11 11 11
Total Lost time (s) 6.0 5.5 6.0 5.5 5.5 4.5 6.0 5.5 4.5 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1555 1598 1540 1540 1510 1621 1351 1570 1653 1405
Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1555 1598 1540 1540 1510 1621 1351 1570 1653 1405
Peak-hour factor, PHF 0.95 0.95 0.95 0.89 0.89 0.89 0.92 0.92 0.92 0.97 0.97 0.97
Adj. Flow (vph) 156 369 60 98 355 40 114 293 30 42 247 98
RTOR Reduction (vph)000000000000
Lane Group Flow (vph) 156 429 0 98 395 0 114 293 30 42 247 98
Confl. Peds. (#/hr) 34 38
Confl. Bikes (#/hr) 2
Heavy Vehicles (%) 1% 0% 0% 2% 5% 3% 4% 2% 4% 0% 0% 0%
Parking (#/hr) 0
Turn Type custom NA custom NA Prot NA Over Prot NA Over
Protected Phases 1 2 5 6 785341
Permitted Phases 1 5
Actuated Green, G (s) 10.0 27.6 9.8 27.4 10.7 24.0 9.8 3.0 16.3 10.0
Effective Green, g (s) 10.0 27.6 9.8 27.4 10.7 24.0 9.8 3.0 16.3 10.0
Actuated g/C Ratio 0.11 0.30 0.11 0.30 0.12 0.26 0.11 0.03 0.18 0.11
Clearance Time (s) 6.0 5.5 6.0 5.5 5.5 4.5 6.0 5.5 4.5 6.0
Vehicle Extension (s) 3.0 2.0 3.0 2.0 3.0 2.0 3.0 3.0 2.0 3.0
Lane Grp Cap (vph) 171 485 166 464 177 427 145 51 296 154
v/s Ratio Prot c0.10 c0.27 0.06 0.26 c0.08 c0.18 0.02 0.03 c0.15 0.07
v/s Ratio Perm
v/c Ratio 0.91 0.88 0.59 0.85 0.64 0.69 0.21 0.82 0.83 0.64
Uniform Delay, d1 40.0 30.1 38.6 29.8 38.3 30.1 37.0 43.7 36.0 38.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 44.2 16.8 5.5 13.5 7.8 3.6 0.7 64.6 17.3 8.3
Delay (s) 84.2 47.0 44.2 43.3 46.1 33.7 37.7 108.3 53.3 47.0
Level of Service F D D D D C D F D D
Approach Delay (s) 56.9 43.5 37.2 57.7
Approach LOS E D D E
Intersection Summary
HCM 2000 Control Delay 49.1 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 90.9 Sum of lost time (s) 25.5
Intersection Capacity Utilization 69.2% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Option A, Concurrent Ped Phasing
14: Pleasant St/King St & Main St /Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Future Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 11 11 11 11 11 11
Storage Length (ft) 0 0 105 0 60 60 0 85
Storage Lanes 1 0 1 0 1 1 1 1
Taper Length (ft) 25 50 50 25
Right Turn on Red No No No No
Link Speed (mph) 25 25 25 25
Link Distance (ft) 229 367 2001 1359
Travel Time (s) 6.2 10.0 54.6 37.1
Confl. Peds. (#/hr) 127 87
Confl. Bikes (#/hr) 4 4
Peak Hour Factor 0.94 0.94 0.94 0.89 0.89 0.89 0.96 0.96 0.96 0.90 0.90 0.90
Heavy Vehicles (%) 2% 3% 4% 1% 2% 0% 2% 0% 0% 0% 0% 2%
Parking (#/hr) 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 199 448 0 107 473 0 100 268 33 78 308 147
Turn Type custom NA custom NA Prot NA Over Prot NA Over
Protected Phases 1 2 5 6 7853419
Permitted Phases 1 5
Detector Phase 1 2 5 6 785341
Switch Phase
Minimum Initial (s) 5.0 10.0 5.0 10.0 5.0 10.0 5.0 5.0 10.0 5.0 1.0
Minimum Split (s) 11.0 27.5 11.0 31.5 10.5 17.5 11.0 10.5 20.5 11.0 5.0
Total Split (s) 18.0 38.5 13.0 33.5 12.1 22.5 13.0 11.0 21.4 18.0 5.0
Total Split (%) 20.0% 42.8% 14.4% 37.2% 13.4% 25.0% 14.4% 12.2% 23.8% 20.0% 6%
Yellow Time (s) 3.0 3.5 3.0 3.5 3.0 3.5 3.0 3.0 3.5 3.0 4.0
All-Red Time (s) 3.0 2.0 3.0 2.0 2.5 1.0 3.0 2.5 1.0 3.0 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 5.5 6.0 5.5 5.5 4.5 6.0 5.5 4.5 6.0
Lead/Lag Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Recall Mode None Ped None Ped None Ped None None Ped None Ped
v/c Ratio 0.97 0.92 0.65 0.98 0.89 0.87 0.22 0.67 0.99 0.80
Control Delay 97.3 54.8 61.9 70.0 104.4 63.4 43.1 71.6 88.4 70.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 97.3 54.8 61.9 70.0 104.4 63.4 43.1 71.6 88.4 70.0
Queue Length 50th (ft) 114 231 62 265 58 147 18 45 176 82
Queue Length 95th (ft) #249 #403 #156 #456 #152 #273 48 #126 #343 #184
Internal Link Dist (ft) 149 287 1921 1279
Turn Bay Length (ft) 105 60 60 85
Base Capacity (vph) 205 526 164 481 112 330 149 116 310 183
Starvation Cap Reductn 0 0 0 0 000000
Spillback Cap Reductn 0 0 0 0 000000
Storage Cap Reductn 0 0 0 0 000000
Reduced v/c Ratio 0.97 0.85 0.65 0.98 0.89 0.81 0.22 0.67 0.99 0.80
Intersection Summary
Area Type: CBD
Cycle Length: 90
Actuated Cycle Length: 90
Natural Cycle: 90
Control Type: Semi Act-Uncoord
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 14: Pleasant St/King St & Main St /Main St
HCM Signalized Intersection Capacity Analysis Option A, Concurrent Ped Phasing
14: Pleasant St/King St & Main St /Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Future Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 11 11 11 11 11 11 11 11 11 11 11
Total Lost time (s) 6.0 5.5 6.0 5.5 5.5 4.5 6.0 5.5 4.5 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 0.93 1.00 0.97 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1540 1437 1555 1548 1540 1653 1405 1570 1653 1378
Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1540 1437 1555 1548 1540 1653 1405 1570 1653 1378
Peak-hour factor, PHF 0.94 0.94 0.94 0.89 0.89 0.89 0.96 0.96 0.96 0.90 0.90 0.90
Adj. Flow (vph) 199 338 110 107 402 71 100 268 33 78 308 147
RTOR Reduction (vph)000000000000
Lane Group Flow (vph) 199 448 0 107 473 0 100 268 33 78 308 147
Confl. Peds. (#/hr) 127 87
Confl. Bikes (#/hr) 4 4
Heavy Vehicles (%) 2% 3% 4% 1% 2% 0% 2% 0% 0% 0% 0% 2%
Parking (#/hr) 0
Turn Type custom NA custom NA Prot NA Over Prot NA Over
Protected Phases 1 2 5 6 785341
Permitted Phases 1 5
Actuated Green, G (s) 12.0 30.5 9.5 28.0 6.6 16.8 9.5 6.7 16.9 12.0
Effective Green, g (s) 12.0 30.5 9.5 28.0 6.6 16.8 9.5 6.7 16.9 12.0
Actuated g/C Ratio 0.13 0.34 0.11 0.31 0.07 0.19 0.11 0.07 0.19 0.13
Clearance Time (s) 6.0 5.5 6.0 5.5 5.5 4.5 6.0 5.5 4.5 6.0
Vehicle Extension (s) 3.0 2.0 3.0 2.0 3.0 2.0 3.0 3.0 2.0 3.0
Lane Grp Cap (vph) 205 486 164 481 112 308 148 116 310 183
v/s Ratio Prot c0.13 c0.31 0.07 0.31 c0.06 0.16 0.02 0.05 c0.19 0.11
v/s Ratio Perm
v/c Ratio 0.97 0.92 0.65 0.98 0.89 0.87 0.22 0.67 0.99 0.80
Uniform Delay, d1 38.8 28.6 38.7 30.8 41.3 35.5 36.9 40.6 36.5 37.9
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 54.2 22.7 9.0 36.4 52.7 21.8 0.8 14.3 49.1 21.9
Delay (s) 93.0 51.3 47.6 67.2 94.1 57.4 37.6 54.9 85.6 59.8
Level of Service F D D E F E D D F E
Approach Delay (s) 64.1 63.6 64.9 73.9
Approach LOS E E E E
Intersection Summary
HCM 2000 Control Delay 66.5 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.97
Actuated Cycle Length (s) 90.0 Sum of lost time (s) 25.5
Intersection Capacity Utilization 77.6% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Option B, New York Style Ped Phasing
14: Pleasant St/King St & Main St /Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Future Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 11 11 11 11 11 11
Storage Length (ft) 0 0 115 0 60 60 0 80
Storage Lanes 1 1 1 1 1 1 1 1
Taper Length (ft) 25 50 50 25
Right Turn on Red No No No No
Link Speed (mph) 25 25 25 25
Link Distance (ft) 229 367 2001 1359
Travel Time (s) 6.2 10.0 54.6 37.1
Peak Hour Factor 0.95 0.95 0.95 0.89 0.89 0.89 0.92 0.92 0.92 0.97 0.97 0.97
Heavy Vehicles (%) 1% 0% 0% 2% 5% 3% 4% 2% 4% 0% 0% 0%
Parking (#/hr) 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 156 369 60 98 355 40 114 293 30 42 247 98
Turn Type Prot NA Over Prot NA Over Prot NA Over Prot NA Over
Protected Phases 127563785341
Permitted Phases
Detector Phase 127563785341
Switch Phase
Minimum Initial (s) 5.0 10.0 5.0 5.0 10.0 5.0 5.0 10.0 5.0 5.0 10.0 5.0
Minimum Split (s) 11.0 27.5 11.0 11.0 31.5 11.0 11.0 25.0 11.0 11.0 28.0 11.0
Total Split (s) 16.0 35.0 13.0 14.0 33.0 11.0 13.0 30.0 14.0 11.0 28.0 16.0
Total Split (%) 17.8% 38.9% 14.4% 15.6% 36.7% 12.2% 14.4% 33.3% 15.6% 12.2% 31.1% 17.8%
Yellow Time (s) 3.0 3.5 3.0 3.0 3.5 3.0 3.0 3.5 3.0 3.0 3.5 3.0
All-Red Time (s) 3.0 2.0 2.5 3.0 2.0 2.5 2.5 1.5 3.0 2.5 1.5 3.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 5.5 5.5 6.0 5.5 5.5 5.5 5.0 6.0 5.5 5.0 6.0
Lead/Lag Lag Lag Lag Lead Lag Lead
Lead-Lag Optimize?
Recall Mode None Ped None None Ped None None Ped None None Ped None
v/c Ratio 0.90 0.80 0.51 0.49 0.76 0.37 0.90 0.65 0.17 0.31 0.58 0.62
Control Delay 87.5 42.9 55.2 48.1 40.2 50.9 101.3 37.1 39.3 45.4 35.3 56.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 87.5 42.9 55.2 48.1 40.2 50.9 101.3 37.1 39.3 45.4 35.3 56.7
Queue Length 50th (ft) 87 193 33 51 180 21 64 155 15 22 120 53
Queue Length 95th (ft) #204 281 #82 #132 #287 #68 #167 235 44 #58 202 #123
Internal Link Dist (ft) 149 287 1921 1279
Turn Bay Length (ft) 115 60 60 80
Base Capacity (vph) 174 547 118 199 485 107 126 495 174 136 426 157
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.90 0.67 0.51 0.49 0.73 0.37 0.90 0.59 0.17 0.31 0.58 0.62
Intersection Summary
Area Type: CBD
Cycle Length: 90
Actuated Cycle Length: 89.1
Natural Cycle: 85
Control Type: Semi Act-Uncoord
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 14: Pleasant St/King St & Main St /Main St
HCM Signalized Intersection Capacity Analysis Option B, New York Style Ped Phasing
14: Pleasant St/King St & Main St /Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Future Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 11 11 11 11 11 11 11 11 11 11 11
Total Lost time (s) 6.0 5.5 5.5 6.0 5.5 5.5 5.5 5.0 6.0 5.5 5.0 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1555 1653 1405 1540 1574 1228 1510 1621 1351 1570 1653 1405
Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1555 1653 1405 1540 1574 1228 1510 1621 1351 1570 1653 1405
Peak-hour factor, PHF 0.95 0.95 0.95 0.89 0.89 0.89 0.92 0.92 0.92 0.97 0.97 0.97
Adj. Flow (vph) 156 369 60 98 355 40 114 293 30 42 247 98
RTOR Reduction (vph)000000000000
Lane Group Flow (vph) 156 369 60 98 355 40 114 293 30 42 247 98
Heavy Vehicles (%) 1% 0% 0% 2% 5% 3% 4% 2% 4% 0% 0% 0%
Parking (#/hr) 0
Turn Type Prot NA Over Prot NA Over Prot NA Over Prot NA Over
Protected Phases 127563785341
Permitted Phases
Actuated Green, G (s) 10.0 25.1 8.6 11.5 26.6 6.7 8.6 24.9 11.5 6.7 23.0 10.0
Effective Green, g (s) 10.0 25.1 8.6 11.5 26.6 6.7 8.6 24.9 11.5 6.7 23.0 10.0
Actuated g/C Ratio 0.11 0.28 0.10 0.13 0.29 0.07 0.10 0.28 0.13 0.07 0.25 0.11
Clearance Time (s) 6.0 5.5 5.5 6.0 5.5 5.5 5.5 5.0 6.0 5.5 5.0 6.0
Vehicle Extension (s) 3.0 2.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0
Lane Grp Cap (vph) 172 459 133 196 464 91 143 447 172 116 421 155
v/s Ratio Prot c0.10 0.22 0.04 0.06 c0.23 0.03 c0.08 c0.18 0.02 0.03 0.15 0.07
v/s Ratio Perm
v/c Ratio 0.91 0.80 0.45 0.50 0.77 0.44 0.80 0.66 0.17 0.36 0.59 0.63
Uniform Delay, d1 39.6 30.3 38.6 36.7 29.0 40.0 39.9 28.9 35.1 39.7 29.4 38.3
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 42.5 9.3 2.4 2.0 6.7 3.4 25.7 2.6 0.5 1.9 1.3 8.1
Delay (s) 82.2 39.6 41.0 38.7 35.6 43.3 65.7 31.5 35.6 41.6 30.8 46.5
Level of Service F DDDDDECDDCD
Approach Delay (s) 51.1 36.8 40.7 35.9
Approach LOS D D D D
Intersection Summary
HCM 2000 Control Delay 41.9 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.77
Actuated Cycle Length (s) 90.2 Sum of lost time (s) 22.0
Intersection Capacity Utilization 66.4% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Option B, New York Style Ped Phasing
14: Pleasant St/King St & Main St /Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Future Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 11 11 11 11 11 11
Storage Length (ft) 0 0 115 0 60 60 0 80
Storage Lanes 1 1 1 1 1 1 1 1
Taper Length (ft) 25 50 50 25
Right Turn on Red No No No No
Link Speed (mph) 25 25 25 25
Link Distance (ft) 229 367 2001 1359
Travel Time (s) 6.2 10.0 54.6 37.1
Peak Hour Factor 0.94 0.94 0.94 0.89 0.89 0.89 0.96 0.96 0.96 0.90 0.90 0.90
Heavy Vehicles (%) 2% 3% 4% 1% 2% 0% 2% 0% 0% 0% 0% 2%
Parking (#/hr) 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 199 338 110 107 402 71 100 268 33 78 308 147
Turn Type Prot NA Over Prot NA Over Prot NA Over Prot NA Over
Protected Phases 127563785341
Permitted Phases
Detector Phase 127563785341
Switch Phase
Minimum Initial (s) 5.0 10.0 5.0 5.0 10.0 5.0 5.0 10.0 5.0 5.0 10.0 5.0
Minimum Split (s) 11.0 27.5 10.5 11.0 31.5 10.5 10.5 25.0 11.0 10.5 28.0 11.0
Total Split (s) 17.5 33.5 13.0 15.5 31.5 14.0 13.0 27.0 15.5 14.0 28.0 17.5
Total Split (%) 19.4% 37.2% 14.4% 17.2% 35.0% 15.6% 14.4% 30.0% 17.2% 15.6% 31.1% 19.4%
Yellow Time (s) 3.0 3.5 3.0 3.0 3.5 3.0 3.0 3.5 3.0 3.0 3.5 3.0
All-Red Time (s) 3.0 2.0 2.5 3.0 2.0 2.5 2.5 1.5 3.0 2.5 1.5 3.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 5.5 5.5 6.0 5.5 5.5 5.5 5.0 6.0 5.5 5.0 6.0
Lead/Lag Lag Lag Lag Lead Lag Lead
Lead-Lag Optimize?
Recall Mode None Ped None None Ped None None Ped None None Ped None
v/c Ratio 1.02 0.66 0.98 0.54 0.86 0.57 0.78 0.61 0.19 0.50 0.73 0.84
Control Delay 110.0 35.3 125.2 48.6 50.0 57.9 79.5 37.4 38.2 50.3 42.3 75.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 110.0 35.3 125.2 48.6 50.0 57.9 79.5 37.4 38.2 50.3 42.3 75.9
Queue Length 50th (ft) ~117 180 64 56 216 38 57 142 16 42 160 83
Queue Length 95th (ft) #254 263 #168 #130 #370 #98 #143 223 46 #94 #276 #189
Internal Link Dist (ft) 149 287 1921 1279
Turn Bay Length (ft) 115 60 60 80
Base Capacity (vph) 196 554 112 206 468 131 128 455 186 163 422 176
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 1.02 0.61 0.98 0.52 0.86 0.54 0.78 0.59 0.18 0.48 0.73 0.84
Intersection Summary
Area Type: CBD
Cycle Length: 90
Actuated Cycle Length: 90
Natural Cycle: 85
Control Type: Semi Act-Uncoord
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 14: Pleasant St/King St & Main St /Main St
HCM Signalized Intersection Capacity Analysis Option B, New York Style Ped Phasing
14: Pleasant St/King St & Main St /Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Future Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 11 11 11 11 11 11 11 11 11 11 11
Total Lost time (s) 6.0 5.5 5.5 6.0 5.5 5.5 5.5 5.0 6.0 5.5 5.0 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1540 1605 1351 1555 1621 1265 1540 1653 1405 1570 1653 1378
Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1540 1605 1351 1555 1621 1265 1540 1653 1405 1570 1653 1378
Peak-hour factor, PHF 0.94 0.94 0.94 0.89 0.89 0.89 0.96 0.96 0.96 0.90 0.90 0.90
Adj. Flow (vph) 199 338 110 107 402 71 100 268 33 78 308 147
RTOR Reduction (vph)000000000000
Lane Group Flow (vph) 199 338 110 107 402 71 100 268 33 78 308 147
Heavy Vehicles (%) 2% 3% 4% 1% 2% 0% 2% 0% 0% 0% 0% 2%
Parking (#/hr) 0
Turn Type Prot NA Over Prot NA Over Prot NA Over Prot NA Over
Protected Phases 127563785341
Permitted Phases
Actuated Green, G (s) 12.7 28.7 8.6 10.0 26.0 7.7 8.6 23.9 10.0 7.7 23.0 12.7
Effective Green, g (s) 12.7 28.7 8.6 10.0 26.0 7.7 8.6 23.9 10.0 7.7 23.0 12.7
Actuated g/C Ratio 0.14 0.31 0.09 0.11 0.28 0.08 0.09 0.26 0.11 0.08 0.25 0.14
Clearance Time (s) 6.0 5.5 5.5 6.0 5.5 5.5 5.5 5.0 6.0 5.5 5.0 6.0
Vehicle Extension (s) 3.0 2.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0
Lane Grp Cap (vph) 211 499 125 168 456 105 143 428 152 130 411 189
v/s Ratio Prot c0.13 0.21 c0.08 0.07 c0.25 0.06 0.06 0.16 0.02 0.05 c0.19 0.11
v/s Ratio Perm
v/c Ratio 0.94 0.68 0.88 0.64 0.88 0.68 0.70 0.63 0.22 0.60 0.75 0.78
Uniform Delay, d1 39.4 27.8 41.3 39.4 31.7 41.1 40.6 30.2 37.6 40.8 32.0 38.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 45.8 2.9 46.1 7.7 17.4 15.9 13.9 2.1 0.7 7.3 6.4 18.0
Delay (s) 85.3 30.6 87.4 47.1 49.1 57.0 54.5 32.3 38.3 48.1 38.4 56.5
Level of Service F C F D D E DCDDDE
Approach Delay (s) 57.1 49.7 38.3 44.8
Approach LOS E D D D
Intersection Summary
HCM 2000 Control Delay 48.6 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.85
Actuated Cycle Length (s) 92.3 Sum of lost time (s) 22.0
Intersection Capacity Utilization 72.9% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
APPENDIX J: ALTERNATIVE
CONDITIONS QUEUE LENGTHS
OLD SOUTHSTREETCENTER STREET
MAIN
S
T
R
E
E
T GOTHIC
STREETKING STREETPLEASANTSTREETSTRONGAVENUEH
AW
L
E
Y
S
T
R
E
E
T
BRID
G
E
STRE
E
TMARKET STREETPROP AM 50TH %ILE QUEUE
PROP PM 50TH %ILE QUEUE
EX AM 50TH %ILE QUEUE
EX PM 50TH %ILE QUEUE
LEGEND
H:\60000\60153_P_Main Street (Route 9) Complete Streets Design Services\04 Conceptual Plans\Capacity Analysis\King and Pleasant Options\Option A_Concurrent\Option A 50th queue lengths.dwg7/12/20210
SCALE: 1" = 40'
40 160100
OPTION A: CONCURRENT PEDESTRIAN PHASING, 50TH PERCENTILE QUEUE LENGTHS
FOR INFORMATIONAL PURPOSES ONLY. GEOMETRIC CONDITIONS DEPICTED ARE SUBJECT TO FURTHER REVISION AND CONSIDERATION AND SHOULD NOT BE CONSIDERED RECOMMENDATIONS. NOT TO BE DISTRIBUTED, FOR PLANNING PURPOSES ONLY.
OLD SOUTH STREETCENTER STREET
MAIN
S
T
R
E
E
T GOTHIC
STREETKING STREETPLEASANT STREETSTRONG AVENUEHAWLEY
S
TREE
TMARKET STREET17.0
'13.0
'10.0
'13.0
'17.0
'17.0'11.0'10.0'13.0'17.0'5.5'8.0'11.0'11.0'10.0'11.0'10.0'8.0'5.5'3.0'5.5'14.2'3.0
'5.5
'17.2
'5.5'3.0'7.0'11.0'10.0'11.0'10.0'3.0'5.5'14.5'18.4'13.3'15.0'
PROP AM 50TH %ILE QUEUE
PROP PM 50TH %ILE QUEUE
EX AM 50TH %ILE QUEUE
EX PM 50TH %ILE QUEUE
LEGEND
H:\60000\60153_P_Main Street (Route 9) Complete Streets Design Services\04 Conceptual Plans\Capacity Analysis\King and Pleasant Options\Option B_NY Style\Option B 50th queue lengths.dwg7/13/20210
SCALE: 1" = 40'
40 160100
OPTION B: NEW YORK STYLE PEDESTRIAN PHASING, 50TH PERCENTILE QUEUE LENGTHS
FOR INFORMATIONAL PURPOSES ONLY. GEOMETRIC CONDITIONS DEPICTED ARE SUBJECT TO FURTHER REVISION AND CONSIDERATION AND SHOULD NOT BE CONSIDERED RECOMMENDATIONS. NOT TO BE DISTRIBUTED, FOR PLANNING PURPOSES ONLY.
APPENDIX F.
TRAFFIC
OPERATIONS AT
MAIN STREET AT
MARKET
STREET/HAWLEY
STREET
TECHNICAL
MEMORANDUM
1
TECHNICAL MEMORANDUM
August 17, 2021
To: Wayne Feiden, FAICP
Director of Planning & Sustainability
City of Northampton
From: Jason DeGray, PE, PTOE; Kristen Braley, EIT
Project: Main Street (Route 9) Complete Streets Design Services
Re: Traffic Operations at Main Street at Market Street/Hawley Street
Toole Design has prepared this technical memorandum to summarize operational considerations at the signalized
intersection of Main Street at Market Street/Hawley Street as it relates to the conceptual design progression of the
preferred alternative (Alternative 3: three vehicle travel lanes with expanded sidewalks, separated bike lanes, and
angled parking1). It is intended that the information provided in this memorandum be sufficient to vet the
acceptability, tradeoffs, and opportunities associated with traffic control strategies related to pedestrian, bicycle
and vehicular users and the achievement of project goals.
Project Goals
Considerations for future operational strategies are to be evaluated as they relate to the evaluation criteria of
overall project goals as shown in Table 1.
1 Picture Main Street Story Map (https://storymaps.arcgis.com/stories/4b996c75da2f4aaca58a1f0310424c77)
2
Table 1. Overall Project Goals and Evaluation Criteria
Goal 1
Provide Safety and
Access for All
Goal 2
Promote a Vibrant and
Attractive Downtown
Goal 3
Create a Functional, Enduring, &
Sustainable Streetscape Evaluation Criteria Crosswalks are short and
minimize conflicts
Businesses have sidewalk space
for outdoor dining and commerce
Space for commercial loading is
defined and convenient
All modes have separate
and dedicated space for
travel
On-street vehicle parking is
preserved
Delay for people driving and taking
transit on Main Street is minimized
All sidewalks provide at
minimum 5 feet clear space
Space for art, seating, civic
gatherings, and other amenities is
provided
Delay for people walking and
biking on Main Street is minimized
Space for accessible
parking is provided on every
block
A diversity of business, customer,
and civic needs are met Existing trees are preserved
Emergency vehicle access
is preserved - Space for new trees and green
infrastructure is provided
- - Snow management and removal
operations are considered
At the intersection level, the application of the evaluation criteria offers guidance of how to balance operational
needs with the ability to meet project goals. This memorandum provides analyses related to the experience of
modal users (pedestrians, bicycles, vehicles) at Main Street at Market Street/Hawley Street in terms of safety,
delay, and experience as metrics which are directly applicable to some of the project’s evaluation criteria. Other
criteria however cannot be effectively measured at the intersection level, for example, the criteria of All modes
having separate and dedicated space for travel speaks to broader network connectivity and the potential for future
use. As a network is only as strong as its weakest link, it is important to recognize that consideration must be
given in the evaluation of intersection level analyses to the ramifications to broader network level considerations.
For instance, the decision to maintain an additional travel lane for vehicular capacity purposes may appear
warranted to satisfy the evaluation criteria of delay for people driving and taking transit on Main Street is
minimized, but it could easily have an exceedingly detrimental effect on providing dedicated space for travel for all
users. In reviewing this memorandum, it is important to keep the safety, economic, and sustainability goals of the
greater project scope at the forefront while evaluating the concentrated, intersection-level analysis.
Existing Conditions
Main Street at Market Street/Hawley Street is a four leg, fully actuated, signalized intersection at the eastern end
of the Main Street project area. The Market Street southbound approach, the Bridge Street westbound approach,
and the Hawley Street northbound approach consist of general-purpose travel lanes. The Main Street eastbound
approach is marked as an approximate 28-foot general purpose travel lane; field observations saw this approach
operating as a shared left-turn/through lane and a short right-turn lane where parallel parking ends. For existing
operations, the eastbound approach is modeled as it operates, with two approach travel lanes. Marked
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crosswalks with curb ramps and flashing-hand indications are provided across all approaches. There are no
bicycle facilities provided at the intersection or along the intersection approaches. Right turns on red are restricted
for the eastbound approach.
The Main Street at Market Street/Hawley Street cycle length is 101.5 seconds with the signal phasing represented
in Figure 1. Phasing includes concurrent eastbound and westbound approach movements, an exclusive
pedestrian phase, and concurrent northbound and southbound approach movements. The exclusive pedestrian
phase must be actuated by a person walking or biking.
Figure 1. Main Street at Market Street/Hawley Street Phasing Diagram
Truck Routes
Three bridges carrying Amtrak railroad tracks and the Manhan Rail Trail are located just to the west of the
intersection. The bridges have a low clearance of 11 feet and cannot accommodate oversize vehicles such as
inter-city buses and semitrucks passing beneath. In 2021 so far, there have been three bridge strikes causing
damage to the oversized vehicles and the bridge itself (Figure 2).
Figure 2. Westbound Semitruck Stuck Beneath Bridge After Ignoring Detour Signs, June 202
For westbound oversize vehicles driving along Bridge Street just east of I-91, a truck detour reroutes traffic north
along Damon Road where they can then turn onto King Street (Route 5) to head back towards downtown
4
Northampton and avoid the bridge. If a driver misses the Damon Road/King Street detour, there are additional
signs directing oversize vehicles to turn onto Lincoln Ave and follow reroute signs to rejoin it. Trucks are restricted
and subject to a $300 dollar fine if they miss the Lincoln Avenue detour and attempt to use Day Avenue, Elizabeth
Street, Orchard Street, and Parsons Street. Hawley Street acts as a last escape route for oversize vehicles
approaching the intersection along westbound Bridge Street. Bridge Street westbound oversize vehicles are
directed to turn left to continue south on Hawley Street where they can follow additional signs redirecting them
back to the Damon Road/King Street detour should they want to continue to downtown Northampton. At Market
Street/Hawley Street the wide curb radii make these truck turns possible for those that have missed all detours
ahead of the intersection (Figure 3).
Figure 3. Main Street at Market Street/Hawley Street Next to Bridges with 11'-0" Clearances
Traffic Counts
Traffic volume data were collected to analyze vehicular traffic, pedestrian activity, and bicycle usage throughout
the study area. Turning movement counts (TMCs) were collected on Wednesday, May 1, 2019 from 7:00 am to
9:00 am and from 3:00 pm to 7:00 pm. At Main Street at Market Street/Hawley Street, the intersection peak hour
is from 8:00 am to 9:00 am and the evening peak hour is from 4:45 pm to 5:45 pm. Analysis determined the
network peak hour, including all unsignalized and signalized intersections in the greater project scope, is from
8:00 am to 9:00 am on weekday mornings and 4:45 pm to 5:45 pm on weekday evenings as indicated in Table 2.
The network peak hour was used in evaluation of Main Street at Market Street/Hawley Street to achieve
consistent vehicular conditions throughout the corridor.
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Table 2. Peak Hours by Intersection and Network Peak Hour for Full Study Area
Morning Peak Hour (am)Evening Peak Hour (pm)
Main Street at Market Street/Hawley Street 8:00 – 9:00 4:45 – 5:45
Network 8:00 – 9:00 4:45 – 5:45
Existing traffic volumes for the weekday morning and evening peak hours including pedestrian and bicycle
volumes are included on Figure 4. All raw traffic count data can be found in Appendix A.
Figure 4. Existing (2019) Condition Vehicular (left), Pedestrian (Middle), and Bicycle (Right) Traffic Volumes
Additionally, automatic traffic recorder (ATR) counts were collected throughout the corridor, specifically between
Strong Avenue and Market Street/Hawley Street between April 30, 2019 and May 1, 2019. The average hourly
eastbound and westbound counts from that ATR location are provided in Appendix A.
Vehicular Operations
Vehicle operations including volume-to-capacity (V/C) ratio, delay, level of service (LOS), and queue lengths were
evaluated using Synchro 10 software as outlined in Appendix B and are summarized in Table 3. In both peak
hours, all movements operate at LOS C or better. Synchro 10 outputs are attached in Appendix C.
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Table 3. Existing Conditions Capacity Analysis Summary at Main Street at Market Street/Hawley Street
V/Ca Delayb LOSc Queue (50th/95th)D
Morning Peak Hour (8:00 am – 9:00 am)
Main St EB Left/Thru 0.78 18.4 B 102/#490
Main St EB Right 0.02 8.6 A 0/0
Main St WB Left/Thru/Right 0.56 12.1 B 70/270
Hawley St NB Left/Thru/Right 0.33 22.6 C 22/100
Market Street SB Left/Thru/Right 0.48 23.6 C 30/120
Overall 0.62 17.2 B -
Evening Peak Hour (4:45 pm – 5:45 pm)
Main St EB Left/Thru 0.79 20.2 C 238/417
Main St EB Right 0.03 10.6 B 0/8
Main St WB Left/Thru/Right 0.59 15.0 B 203/331
Hawley St NB Left/Thru/Right 0.43 25.3 C 59/126
Market Street SB Left/Thru/Right 0.52 26.0 C 78/137
Overall 0.57 19.2 B -
a Volume-to-capacity ratio, b Average total delay in seconds per vehicle, c Level of service, d 50th and 95th percentile queue length in feet per
lane (assuming 25 feet per vehicle)
~ volume exceeds capacity, queue is theoretically infinite
# 95th percentile volume exceeds capacity, queue may be longer
m volume for 95th percentile queue is metered by upstream signal
Pedestrian and Bicycle Facilities and Operations
Pedestrian LOS metrics are based solely on delay and the concepts and procedures in the Highway Capacity
Manual (HCM)2, as outlined in Appendix D. People walking through Main Street at Market Street/Hawley Street
are served with a 25-second exclusive pedestrian phase within the intersection’s 101.5 second cycle. Under
existing conditions, people using the crosswalks at the intersection experience an average pedestrian delay of 44
seconds, or LOS E, just to cross one leg of the intersection. LOS E reflects a high likelihood on noncompliance.
Within the vicinity of Main Street at Market Street/Hawley Street, there are no bicycle facilities provided along
Main Street. A shared use path connecting to the Manhan Rail Trail, the Norwottuck Rail Trail, and Northampton
Bikeway is approximately 150 feet east of Market Street/Hawley Street at the Northampton Amtrak Station. As a
roadway with two lanes in each direction, average daily traffic (ADT) greater than 8,000 vehicles per day, and 25
mph speed limit, a person biking along Main Street experiences an LTS 3, per the metrics outlined in Appendix E.
Safety Analysis
Road Safety Audit
A Road Safety Audit (RSA) was conducted on Thursday, November 21st, 2019 with local and state stakeholders
for the approximately half-mile segment of Main Street/Bridge Street between Elm Street/West Street to the west
and Market Street/Hawley Street to the east. As part of the RSA process, participants reviewed crash data
throughout the corridor before a field visit to identify and attribute roadway features and issues to those crashes.
2 HCM 2000: Highway Capacity Manual. Washington, D.C.: Transport Research Board, 2000.
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The crash diagram at Main Street at Market Street/Hawley Street is represented in Figure 5 and the
accompanying summary table is attached in Appendix F.
Figure 5. Collision Diagram at Main Street at Market Street/Hawley Street between 2015 and 2017
At Main Street at Market Street/Hawley Street there were 19 crashes in the period analyzed between 2015 and
2017, five of which resulted in non-fatal injuries. The two most frequently reported crash types were angle
collisions (seven crashes, 37%) and rear-end collisions (five crashes, 26%). One crash at the intersection
involved an eastbound bicyclist and a northbound left turning vehicle which resulted in a non-fatal injury.
RSA attendees attributed the seven angle collisions to concurrent vehicle phasing for all movements, though
specifically the northbound and southbound movements due to the skewed approaches and the wide geometry of
the Hawley Street northbound approach. Four of the seven angle collisions were between northbound and
southbound vehicles. These drivers are expected to have difficulty finding gaps in the opposing travel lanes
because of the poor sight lines of opposing travel lanes and difficulty in finding gaps in that traffic as a result.
Team members suggested evaluating the feasibility of providing protected left-turn phasing, narrowing the Hawley
Street approach to better align with the Market Street approach, installing lane tracking pavement markings
through the intersection, and relocating Market Street and Hawley Street signal heads to overhead mast arms to
increase safety for all vehicles.
Roadway and traffic control features that are most often attributed to rear-end collisions, as seen on the
eastbound and westbound approaches of Main Street and Bridge Street, respectively, include inadequate change
intervals, speeding to avoid delay, poor signal visibility, and poor pavement friction. Though none of these
8
features were specifically called out by RSA team members, they are features most commonly associated with
rear-end collisions. Team member noted that the post office approximately 250 feet east of the intersection along
Bridge Street may be a source of some of the rear-end collisions on the eastern leg as it attracts a large number
of trips and because some drivers were observed using the post office’s access points to avoid the Market
Street/Hawley Street intersection. The rear-end collisions on the eastern leg may also be due to the parallel
parking on the south side of Bridge Street where vehicles may stop abruptly to pull into a parking space or to let a
parked vehicle exit their space. RSA recommendations do not specifically address the rear-end collisions.
Additionally, RSA team members noted that the exclusive pedestrian phase timing was not sufficient for people
crossing from one corner of the intersection to the other despite such observed behavior. It was suggested that
either the exclusive pedestrian phase be extended to allow for the diagonal crossings or that concurrent phasing
be evaluated to reduce delay for all users.
Pedestrian and Bicycle Audit
In January 2016, WalkBoston and MassBIke conducted an assessment of pedestrian and bicycle facilities
provided along Main Street between West Street/Elm Street and King Street/Pleasant Street. Though the
assessment did not include the intersection of Market Street/Hawley Street, crash data from the Northampton
Police Department for crashes occurring between January 2012 and August 2015 was provided in the report.
Within that period, ten crashes were reported, two of two of which resulted in non-fatal injuries. There are no
distinct crash patterns at the intersection in this data set though there are two occurrences of collisions between
northbound and southbound vehicles consistent with the data collected for the RSA. The collision diagram and
summary table for the crash period analyzed in the audit is included in Appendix G.
Traffic Control and Phasing Alternatives
Three options were evaluated for implementation at Market Street/Hawley Street: concurrent pedestrian and
vehicular phasing, concurrent pedestrian phasing with split vehicular phasing, and removing signalization. All
options were developed with the crash patterns between northbound and southbound vehicles and pedestrian
phasing options at the forefront of considerations. Discussion of the characteristics of the different pedestrian
phasing options and bicycle signalization is included in Appendix H. The Main Street eastbound and westbound
approaches are fed by one general travel lane as shown in the preferred design alternative attached in Appendix
I.
Alternative A, Concurrent Pedestrian and Vehicular Phasing
In Alternative A, the existing concurrent vehicular phasing is maintained, and the exclusive pedestrian phase is
removed and replaced with concurrent pedestrian phasing to be consistent with proposed phasing options at
other signalized intersection in the study area (Figure 6). . Switching to concurrent pedestrian phasing reduces
the delay pedestrians experience at the intersection and reallocates the time previously dedicated to the exclusive
pedestrian phase to keeping vehicles moving throughout a cycle. Maintaining the concurrent vehicular phasing
does not address the northbound-southbound vehicle conflicts as apparent in the RSA. Though some geometric
changes and improving visibility through updated signal equipment may mitigate some of the conflict, this
alternative fails to directly address the conflicts between those movements.
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Figure 6. Main Street at Market Street/Hawley Street Alternative A Phasing Diagram
The proposed signal timings maintains volume-to-capacity ratios less than one for all approaches. Capacity
analysis and pedestrian delay implications, as discussed in following sections, were factors in determining the
optimal cycle length of 70 seconds for Alternative A phasing.
Alternative B, Concurrent Pedestrian Phasing and Split Vehicular Phasing
The RSA recommended evaluation of protected or protected/permitted left turn phasing. This phasing typically
requires dedicated left turn lanes to facilitate movements. Preliminary evaluation determined that providing a left-
turn lane is not feasible on the Main Street eastbound, Bridge Street westbound, or Market Street southbound
approaches and was therefore not evaluated further. In lieu of left-turn phasing, Alternative B proposes split
phasing which provides the northbound and southbound approaches their own phases, functionally operating like
protected left turn phasing (Figure 7). Phasing begins with an LPI for the northern and southern crosswalks before
they run concurrently with the Main Street eastbound approach and the Bridge Street westbound approach. Next,
the Market Street southbound approach runs concurrently with the western crosswalk then the Hawley Street
northbound approach runs concurrently with the eastern crosswalk. Split phasing removes all conflicts between
the northbound and southbound approaches that are prevalent with concurrent phasing.
Figure 7. Main Street at Market Street/Hawley Street Alternative B Phasing Diagram
The proposed signal timings maintain volume-to-capacity rations less than one for all approaches. Capacity
analysis and pedestrian delay implications, as discussed in following sections, were factors in determining the
optimal cycle length of 100 seconds for Alternative B phasing.
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Alternative C, Unsignalized
A signal warrant analysis was conducted at Market Street/Hawley Street to determine if the signal was still
warranted with traffic volumes at the intersection. Traffic signal warrant analysis follows the methodology of
Chapter 4C, Traffic Control Signal Need Studies from the 2009 Manual on Uniform Traffic Control Devices
(MUTCD). The 2009 MUTCD recommends that one or more traffic signal warrants are satisfied to justify the
installation of a traffic signal, though installation is not required based on satisfaction. Per MassDOT guidelines,
the Eight-Hour Vehicular Volume warrant must be satisfied to justify signal installation. The following outlines the
intent of each signal warrant and whether it is applicable and was evaluated at the intersection:
Warrant 1, Eight Hour Vehicular Volume – Satisfaction of this warrant indicates that a high volume of
intersecting traffic from the major street approaches likely causes excessive delay or conflict to the minor
street approach. The Eight Hour Vehicular Volume warrant is not applicable at Market Street/Hawley
Street because eight hours of traffic counts are not available.
Warrant 2, Four Hour Vehicular Volume – The warrant is satisfied when large approach volumes from
both the major and minor roadways create excessive conflict at their intersection. This warrant is
applicable and was evaluated.
Warrant 3, Peak Hour – The Peak Hour warrant is satisfied where there is excessive delay or conflict
between high approach volumes from minor and major roadway approaches, but it may only be applied in
“unusual cases, such as office complexes, manufacturing plants, industrial complexes, or high-occupancy
vehicle facilities that attract or discharge large numbers of vehicles over a short time.”3 The intersection is
not applicable because the “unusual cases” clause of the warrant does not apply here.
Warrant 4, Pedestrian Volume – The warrant is applicable where pedestrians experience excessive
delay attempting to cross the major street. Pedestrian counts are available at the intersection making the
warrant applicable and able to be evaluated.
Warrant 5, School Crossing – This warrant is evaluated when the presence of crossing school children
is the major factor for consideration of a signal. The warrant is not being considered due crossing school
children and is therefore not applicable.
Warrant 6, Coordinated Signal System – The warrant is applicable where signalizing a currently
unsignalized intersection within a coordinated system will help to maintain proper platooning of vehicles.
None of the immediately surrounding traffic signals are coordinated and platooning is not a primary
reason for the signal at the intersection, making the warrant not applicable.
Warrant 7, Crash Experience – The Crash Experience warrant is evaluated when installing a traffic
signal may reduce the severity and frequency of recorded crashes. The warrant is not applicable at the
intersection because it is already signalized and crashes occurring are not due to the intersection being
unsignalized. It is expected that this warrant was a factor in initial consideration for signal installation
when the intersection was unsignalized.
Warrant 8, Roadway Network – Evaluation of this warrant is typically provoked by the need to
concentrate and organize traffic patterns within a network. Hawley Street is a local roadway making this
warrant not applicable.
Warrant 9, Intersection Near a Grade Crossing – The Intersection Near a Grade Crossing warrant is
evaluated when all other warrants are not applicable but the proximity to a grade crossing is the primary
3 MUTCD, Section 4C.04 Warrant 3, Peak Hour, Paragraph 2. (https://mutcd.fhwa.dot.gov/htm/2009/part4/part4c.htm)
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reason for consideration. There are no grade crossings at the intersection making the warrant not
applicable.
Of the nine signal warrants, the Four-Hour Vehicular Volume warrant and the Pedestrian Volume warrant are
applicable and were evaluated with available data. Analysis determined that neither of the warrants are satisfied
with the 2019 data. The traffic signal warrant workbook is provided in Appendix J showing evaluation of these
warrants.
The available count hours and projected count hours were evaluated under Eight-Hour Vehicular Volume warrant
conditions to confirm that the warrant would likely not be satisfied if more count hours were available. Projected
counts hours were generated using automatic traffic recording information that was used to identify proportions of
count hours relative to the peak hours. Those proportions were determined for 6:00am, 9:00am to 2:00pm, and
7:00pm and used to generate volumes relative to the turning movement counts available for each peak hour.
Though the network peak hour is from 4:45pm to 5:45pm, the count hour beginning at 5:00pm was used so
relative volumes by hour could be generated.
To satisfy Condition A, the total major street approach volumes must exceed 500 vph while the highest-volume
side-street approach must exceed 150 vph. To satisfy Condition B, the total major street approach volumes must
exceed 750 vph and the highest-volume side-street approach must exceed 75 vph4. With the available and
projected count hours, only seven hours surpass the threshold conditions needed to satisfy the warrant (Table 4).
4 MUTCD, Section 4C.02, Warrant 1, Eight-Hour Vehicular Volume, Table 4C-1 (https://mutcd.fhwa.dot.gov/htm/2009/part4/part4c.htm)
12
Table 4. Eight-Hour Vehicular Volume Warrant Summary
Count
Hour
% of
Peak
Hour
Main St
EB
Volume
Bridge
St WB
Volume
Total
Major St
Approach
Volumes
Market
St SB
Volume
Hawley
St NB
Volume
Highest
Minor St
Approach
Volume
Condition
A met?
Condition
B met?
6:00am* 32% 166 113 279 41 32 41 No No
7:00am ~ 342 257 599 65 45 65 No No
8:00am PH 517 354 871 128 101 128 No Yes
9:00am* 79% 406 278 685 101 79 101 No No
10:00am* 74% 381 261 642 94 74 94 No No
11:00am* 76% 367 320 687 101 79 101 No No
12:00am* 84% 404 353 756 112 86 112 No Yes
1:00pm* 81% 390 341 731 108 84 108 No No
2:00pm* 84% 404 353 757 112 87 112 No Yes
3:00pm ~ 447 437 884 140 110 140 No Yes
4:00pm ~ 482 321 803 120 112 120 No Yes
5:00pm PH 481 420 901 133 103 133 No Yes
6:00pm ~ 423 389 812 96 79 96 No No
7:00pm* 65% 315 275 590 87 67 87 No No
Total Number of Count Hours Exceeding Condition Threshold 0 7
*Projected count hour based on available ATR data collected between Strong Ave and Market Street/Hawley Street;
PH = Peak hour count that projected hours are relative to; ~Count hour available and used; all volumes in vph
Of the three warrants evaluated, the Four-Hour Vehicular Volume warrant and the Pedestrian Volume warrant
with available data and the Eight-Hour Vehicular Volume warrant with available and projected data, no warrants
are satisfied (Table 5).
Table 5. Summary of Warrant Satisfaction at Main Street at Market Street/Hawley Street
Warrant
1
Warrant
2
Warrant
3
Warrant
4
Warrant
5
Warrant
6
Warrant
7
Warrant
8
Warrant
9
Is the Warrant
Satisfied? No** No * No * * * * *
*Not applicable
**Not applicable but evaluated with projected data; projected data suggests warrant not satisfied
Without satisfaction of any of the warrants evaluated, capacity analysis was conducted for an alternative that
evaluates the feasibility of removing the existing signal equipment and making it a two-way, stop-controlled
intersection. Without signalization, the northbound and southbound approaches are not guaranteed clear and
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dedicated gaps in traffic and must navigate crossing or entering vehicular and bicycle traffic in both directions
while being cognizant of people walking along all crosswalks.
Alternative Evaluation
Vehicular Operations
The capacity analysis for all alternatives in the morning peak hour is summarized in Table 6 and output reports
are attached in Appendix K. Overall intersection operations remain at LOS D or better in both signalized
alternatives which is generally considered acceptable in urban environments. Alternative B sees relatively higher
impacts to delay with a majority of the movements and the overall intersection peak hour operating at LOS D in
both peak hours. The unsignalized Alternative C sees the Market Street eastbound and Bridge Street westbound
approaches operate at LOS A with little delay while the Hawley Street northbound and Market Street southbound
approaches see a large increase in delay relative to existing conditions in both peak hours. The Market Street
southbound approach in both peak hours and the Hawley Street northbound approach in the evening peak hour
are overcapacity with each of their respective volume-to-capacity ratios exceeding one.
In Alternative A, queue lengths for the eastbound and westbound approaches are greater than exiting conditions
in the morning peak hour and similar to or shorter in the evening peak hour. In Alternative B, the eastbound and
westbound queue lengths are longer than in existing conditions in both peak hours. Northbound and southbound
queue lengths are similar to or shorter than existing queue lengths in both signalized alternatives in both peak
hours. The eastbound and westbound queues are essentially eliminated in Alternative C while the northbound
and southbound queues increase relatively drastically. Queue length figures are provided in Appendix L.
Table 6. Existing and Alternative Conditions Capacity Analysis Summary at Main Street at Market Street/Hawley Street Existing Conditions Concurrent Vehicular and Pedestrian Phasing Conditions Split Phasing Conditions Unsignalized Conditions V/Ca Delayb LOSc Queue (50th/95th)D V/C Delay LOS Queue (50th/95th) V/C Delay LOS Queue (50th/95th) V/C Delay LOS Queue (50th/95th) Morning Peak Hour (8:00 am – 9:00 am) Main St EB L/T 0.78 18.7 B 102/#490 0.93 38.4 D 224/#393 0.96 51.5 D 345/#527 0.05 1.2 A -/4 Main St EB R 0.02 8.6 A 0/0 Main St WB L/T/R 0.56 12.1 B 70/270 0.72 19.0 B 152/202 0.74 26.8 C 234/283 0.02 0.5 A -/1 Hawley St NB L/T/R 0.33 22.6 C 22/100 0.21 18.5 B 28/62 0.42 37.0 D 59/107 0.75 74.6 F -/117 Market Street SB L/T/R 0.48 23.6 C 30/120 0.31 19.2 B 40/72 0.76 50.4 D 84/#151 1.05 144.3 F -/211 Overall 0.62 17.2 B - 0.66 27.6 C - 0.79 41.5 D - - - - - Evening Peak Hour (4:45 pm – 5:45 pm) Main St EB L/T 0.79 20.2 C 238/417 0.92 36.8 D 201/#393 0.95 52.2 D 313/#531 0.07 1.8 A /6 Main St EB R 0.03 10.6 B 0/8 Main St WB L/T/R 0.59 15.0 B 203/331 0.74 19.9 B 158/255 0.74 27.1 C 240/351 0.02 0.5 A /1 Hawley St NB L/T/R 0.43 25.3 C 59/126 0.27 18.3 B 38/60 0.53 37.9 D 71/134 1.10 183.9 F /196 Market Street SB L/T/R 0.52 26.0 C 78/137 0.34 18.7 B 48/86 0.64 39.2 D 92/145 1.22 206.8 F /257 Overall 0.57 19.2 B - 0.65 26.5 C - 0.78 40.0 D - - - - - a Volume-to-capacity ratio, b Average total delay in seconds per vehicle, c Level of service, d 50th and 95th percentile queue length in feet per lane (assuming 25 feet per vehicle) ~ volume exceeds capacity, queue is theoretically infinite # 95th percentile volume exceeds capacity, queue may be longer m volume for 95th percentile queue is metered by upstream signal
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Pedestrian and Bicycle Facilities and Operations
By switching to concurrent pedestrian phasing in both signalized alternatives, pedestrians see a reduction in the
delay they’d experience at Main Street at Market Street/Hawley Street. With exclusive pedestrian phasing in
existing conditions, pedestrians experience a 44 second delay which translates to an LOS E. In both signalized
proposed alternatives, pedestrians experience between 25 (LOS C) and 43 (LOS E) seconds of delay at any of
the crosswalks (Figure 8). People biking through the Main Street at Market Street/Hawley Street from any
roadway approach also benefit from the reduction in crossing delay at the intersection. The evaluation criteria,
Delay for people walking and biking on Main Street is minimized, is achieved through the concurrent phasing of
both signalized alternatives and acts to Create a Functional, Enduing, & Sustainable Streetscape as targeted by
Goal 3.
Figure 8. Pedestrian Delay in Existing and Proposed Signalized Alternative Conditions
In the unsignalized alternative, the lack of satisfaction of warrant 4, the Pedestrian Volume warrant, suggests that
pedestrians do not experience excessive delay in attempting to cross Main Street, though the delay cannot be
quantified like for the signalized alternatives.
Safety Analysis
The primary constraint at the intersection is the skewed northbound and southbound approaches that create
visibility issues when they operate concurrently in a phasing plan. Alternative A does not address the issues that
persist in the existing conditions phasing by continuing to allow the movements to operate concurrently. Though
new signal equipment with flashing yellow arrows, some geometric changes, and pavement markings guiding
drivers could help to mitigate the visibility issues, these measures are outweighed by the safety issues inherently
caused by concurrent northbound and southbound approaches. Concurrent pedestrian phasing further
complicates the approaches by requiring drivers to judge gaps in oncoming traffic while also being cognizant of
people in the crosswalk. This could be particularly challenging for the southbound approach that would have
limited sight lines of the northeast curb ramp on the north side of the eastern crosswalk. LPIs help to alleviate
those visibility issues by giving time for pedestrians to establish their presence in the crosswalks ahead of any
concurrent vehicular movements.
Alternative B directly addresses the northbound-southbound conflicts with split phasing that separates the
approaches into their own phases, meaning no movements from either of the approaches ever overlap.
Concurrent pedestrian movements therefore only interact with northbound and southbound right turning vehicles
that have relatively clear visibility of the right-adjacent, parallel crosswalks.
44
25
43
25
40
0
10
20
30
40
50
Existing Condition Alternative A Alternative BPedestrian Delay (seconds)Exclusive Ped Phase Across Main Street Across Market Street/Hawley Street
16
While signal warrant analysis determined the signal to not be warranted at Market Street/Hawley Street, signal
removal may result in crashes often seen at unsignalized intersections. Converting to a two-way, stop-controlled
intersection does not alleviate conflicts between the northbound and southbound approaches and other crash
types that may be solved with signalization may become prevalent at the intersection if the signal were to be
removed. Furthermore, near satisfaction (seven of the eight required count hours surpassing condition thresholds)
of the Eight-Hour Vehicular Volume warrant suggests that vehicular volumes may satisfy the warrant if more data,
not projected data, were available.
Recommendations
The proposed signalized and unsignalized alternatives presented in this memo represent scenarios which support
the project goals and directly address the existing safety considerations identified in previous assessments.
Operationally, the intersection would generally serve vehicles at a similar level of accommodation as the existing
conditions in the signalized alternatives while maintaining or improving pedestrian and bicycle accommodations.
A few key distinctions should be made:
The concurrent northbound and southbound movements have difficult sight lines of the opposing
approach and crash data shows high prevalence of conflicts between those movements.
The signalized A and B alternatives are predicated upon converting from exclusive pedestrian phasing to
concurrent pedestrian phasing. This concept needs to be explored and vetted with the public and should
be an item of discussion at future engagements.
In Alternative A, implementing concurrent pedestrian phasing reduces delay to people walking and biking
through the intersection but may further aggravate those safety concerns between the northbound and
southbound movements. The same concerns are not prevalent in Alternative B due to the introduction of
split phasing where concurrent eastern and western crosswalks only interact with right-turning vehicles.
Based on available and projected data and evaluated signal warrants, a traffic signal is not warranted at
the intersection. The initial intent and justification for signal installation is unknown though it is suspected
that crash patterns may have been a factor in consideration. Furthermore, though the Eight-Hour
Vehicular Volume warrant is not satisfied, analysis was conducted with a combination of available and
projected data which nearly satisfies the warrant. This near satisfaction in addition to the benefits of
providing signalized walk indications, potential safety implications that may arise with signal removal,
limiting delay for the side street approaches, and the nuance of the bridge clearance to the west of the
intersection lead Toole Design to not recommend signal removal.
APPENDIX A: TURNING MOVEMENT
COUNTS
File Name : AM Peak - Bridge @ Market & Hawley
Site Code : 10
Start Date : 5/1/2019
Page No : 1
N / S: Market & Hawley
E / W: Bridge Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 615113250 0 8 60 332311262 4 0 68 152
07:15 AM 316111362 2 1 68 554014163 2 0 66 159
07:30 AM 657018353 0 2 58 4220 81 95 3 1 100 184
07:45 AM 3913025181 0 0 82 210 3 0 15 4 92 13 2 111 233
Total 18 16 31 2 67 9 246 2 11 268 14 20 11 3 48 8 312 22 3 345 728
08:00 AM 754117188 2 6 97 4633163 116 22 3 144 274
08:15 AM 838221269 1 2 74 1321 75 125 7 0 137 239
08:30 AM 711 4 2 24 4 97 1 5 107 415 5 4 28 3 127 14 7 151 310
Grand Total 40 35 47 7 129 16 500 6 24 546 23 44 21 11 99 19 680 65 13 777 1551
Apprch %31 27.1 36.4 5.4 2.9 91.6 1.1 4.4 23.2 44.4 21.2 11.1 2.4 87.5 8.4 1.7
Total %2.6 2.3 3 0.5 8.3 1 32.2 0.4 1.5 35.2 1.5 2.8 1.4 0.7 6.4 1.2 43.8 4.2 0.8 50.1
PCs and Peds 39 35 47 7 128 15 476 4 24 519 21 42 20 11 94 19 650 63 12 744 1485
% PCs and Peds 97.5 100 100 100 99.2 93.8 95.2 66.7 100 95.1 91.3 95.5 95.2 100 94.9 100 95.6 96.9 92.3 95.8 95.7
Heavy Vehicles 1 0 0 0 1 1 23 2 0 26 2 2 0 0 4 0 28 1 0 29 60
% Heavy Vehicles 2.5 0 0 0 0.8 6.2 4.6 33.3 0 4.8 8.7 4.5 0 0 4 0 4.1 1.5 0 3.7 3.9
Bicycles 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 0 2 1 1 4 6
% Bicycles 0000 000.2 0 0 0.2 004.80 10 0.3 1.5 7.7 0.5 0.4
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:30 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 3913 0 25 181 0 0 82 210 3 0 15 4 92 13 2 111 233
08:00 AM 754117188 26 97 4 633163 116 22 3 144 274
08:15 AM 8 382 21 269 1 2 74 1321 75 125 7 0 137 239
08:30 AM 7 11 4224497 15107 4 15 5 4 28 3 127 14 7 151 310
Total Volume 25 28 29 5 87 8 335 4 13 360 11 34 13 8 66 15 460 56 12 543 1056
% App. Total 28.7 32.2 33.3 5.7 2.2 93.1 1.1 3.6 16.7 51.5 19.7 12.1 2.8 84.7 10.3 2.2
PHF .781 .636 .558 .625 .870 .500 .863 .500 .542 .841 .688 .567 .650 .500 .589 .750 .906 .636 .429 .899 .852
PCs and Peds
% PCs and Peds 96.0 100 100 100 98.9 87.5 94.9 75.0 100 94.7 100 94.1 92.3 100 95.5 100 96.1 96.4 91.7 96.1 95.8
Heavy Vehicles 1000 1116 1 0 18 0200 2017 1 0 18 39
% Heavy Vehicles 4.0 0 0 0 1.1 12.5 4.8 25.0 0 5.0 05.9 0 0 3.0 0 3.7 1.8 0 3.3 3.7
Bicycles 0000 00100 10010 10111 3 5
% Bicycles 0000 000.3 0 0 0.3 0 0 7.7 0 1.5 0 0.2 1.8 8.3 0.6 0.5
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Bridge @ Market & Hawley
Site Code : 10
Start Date : 5/1/2019
Page No : 1
N / S: Market & Hawley
E / W: Bridge Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0000 00300 30000 00200 2 5
07:15 AM 0000 00110 21000 10700 7 10
07:30 AM 0000 00300 31000 10200 2 6
07:45 AM 0000 00400 40000 00410 5 9
Total 0 0 0 0 0 0 11 1 0 12 2 0 0 0 2 0 15 1 0 16 30
08:00 AM 0000 00210 30000 00500 5 8
08:15 AM 1000 10300 30000 00600 6 10
08:30 AM 0000 01700 80200 20200 2 12
Grand Total 1000 1123 2 0 26 2200 4028 1 0 29 60
Apprch %100 0 0 0 3.8 88.5 7.7 0 50 50 0 0 0 96.6 3.4 0
Total %1.7 0 0 0 1.7 1.7 38.3 3.3 0 43.3 3.3 3.3 0 0 6.7 0 46.7 1.7 0 48.3
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:30 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 0000 00400 40000 0041 059
08:00 AM 0000 0021 030000 00500 5 8
08:15 AM 1 000 1 0300 30000 00 6 00 6 10
08:30 AM 0000 01700 8 0 2 00 2 0200 2 12
Total Volume 1 0 0 0 1 1 16 1 0 18 0 2 0 0 2 0 17 1 0 18 39
% App. Total 100 0 0 0 5.6 88.9 5.6 0 0 100 0 0 0 94.4 5.6 0
PHF .250 .000 .000 .000 .250 .250 .571 .250 .000 .563 .000 .250 .000 .000 .250 .000 .708 .250 .000 .750 .813
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Bridge @ Market & Hawley
Site Code : 10
Start Date : 5/1/2019
Page No : 1
N / S: Market & Hawley
E / W: Bridge Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 0000 00000 00000 00100 1 1
07:15 AM 0000 00000 00000 00000 0 0
07:30 AM 0000 00000 00000 00000 0 0
07:45 AM 0000 00000 00000 00000 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
08:00 AM 0000 00000 00000 00000 0 0
08:15 AM 0000 00100 10010 10100 1 3
08:30 AM 0000 00000 00000 00011 2 2
Grand Total 0000 00100 10010 10211 4 6
Apprch %0000 0 100 0 0 0 0 100 0 0502525
Total %0000 00 16.7 0 0 16.7 0 0 16.7 0 16.7 0 33.3 16.7 16.7 66.7
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:30 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 0000 00000 00000 00000 0 0
08:00 AM 0000 00000 00000 00000 0 0
08:15 AM 0000 00 1 00 1 001 0 1 0 1 00 1 3
08:30 AM 0000 00000 00000 00011 2 2
Total Volume 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 0 1 1 1 3 5
% App. Total 0 0 0 0 0 100 0 0 0 0 100 0 0 33.3 33.3 33.3
PHF .000 .000 .000 .000 .000 .000 .250 .000 .000 .250 .000 .000 .250 .000 .250 .000 .250 .250 .250 .375 .417
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Bridge @ Market & Hawley
Site Code : 10
Start Date : 5/1/2019
Page No : 1
N / S: Market & Hawley
E / W: Bridge Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 20 9 7 19 55 12 103 3 5 123 8 8 15 16 47 6 113 17 6 142 367
03:15 PM 9 9 14 10 42 11 99 5 1 116 5 14 9 11 39 7 100 5 11 123 320
03:30 PM 13 15 11 12 51 6 91 2 2 101 761263113 70 7 5 95 278
03:45 PM 11 14 8 5 38 9 92 4 3 108 21113 9 35 8 92 9 6 115 296
Total 53 47 40 46 186 38 385 14 11 448 22 39 49 42 152 34 375 38 28 475 1261
04:00 PM 711 4 6 28 363 3 3 7212 8 12 6 38 9 97 16 5 127 265
04:15 PM 919 8 8 44 771 5 1 84 38214276 113 5 2 126 281
04:30 PM 10 10 15 19 54 762 3 4 7611 14 11 5 41 6 94 9 9 118 289
04:45 PM 3131115 42 5 89 3 4 101 51412 6 37 8 109 10 5 132 312
Total 29 53 38 48 168 22 285 14 12 333 31 44 37 31 143 29 413 40 21 503 1147
05:00 PM 15 15 13 6 49 3 93 3 2 101 9131010 42 4 115 21 5 145 337
05:15 PM 19 8 12 21 60 8 90 4 2 104 4 6 12 10 32 13 101 16 8 138 334
05:30 PM 81012 9 39 6 106 6 2 120 81310 7 3815 90 16 1 122 319
05:45 PM 6781225 92 4 1 102 3 4 11 10 28 477 9 1 91 243
Total 48 40 45 37 170 22 381 17 7 427 24 36 43 37 140 36 383 62 15 496 1233
06:00 PM 12 15 4 20 51 9 116 3 0 128 4 10 7 10 31 6 82 11 3 102 312
06:15 PM 6 14 2 16 38 8 95 1 1 105 512 8 6 31 7 96 11 8 122 296
06:30 PM 8971236383 1 4 91 3889288 77 20 0 105 260
06:45 PM 964625364 3 0 70 266132714 80 11 12 117 239
Total 35 44 17 54 150 23 358 8 5 394 14 36 29 38 117 35 335 53 23 446 1107
Grand Total 165 184 140 185 674 105 1409 53 35 1602 91 155 158 148 552 134 1506 193 87 1920 4748
Apprch %24.5 27.3 20.8 27.4 6.6 88 3.3 2.2 16.5 28.1 28.6 26.8 7 78.4 10.1 4.5
Total %3.5 3.9 2.9 3.9 14.2 2.2 29.7 1.1 0.7 33.7 1.9 3.3 3.3 3.1 11.6 2.8 31.7 4.1 1.8 40.4
PCs and Peds 163 182 139 185 669 104 1376 47 35 1562 86 154 157 148 545 131 1480 192 86 1889 4665
% PCs and Peds 98.8 98.9 99.3 100 99.3 99 97.7 88.7 100 97.5 94.5 99.4 99.4 100 98.7 97.8 98.3 99.5 98.9 98.4 98.3
Heavy Vehicles 0 0 1 0 1 0 30 3 0 33 4 1 0 0 5 0 20 0 0 20 59
% Heavy Vehicles 0 0 0.7 0 0.1 0 2.1 5.7 0 2.1 4.4 0.6 0 0 0.9 01.3 0 0 1 1.2
Bicycles 2 2 0 0 4 1 3 3 0 7 1 0 1 0 2 3 6 1 1 11 24
% Bicycles 1.2 1.1 0 0 0.6 1 0.2 5.7 0 0.4 1.1 0 0.6 0 0.4 2.2 0.4 0.5 1.1 0.6 0.5
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 3131115 42 589 3 4 101 5 14 12 6378 109 10 5 132 312
05:00 PM 15 15 13 6493 93 3 2 101 9 13 10 10 42 4 115 21 5 145 337
05:15 PM 19 812 21 60 8 90 4 2 104 4 6 12 10 32 13 101 16 8 138 334
05:30 PM 81012 9 39 6 106 6 2 120 81310 7 38 15 90 16 1 122 319
Total Volume 45 46 48 51 190 22 378 16 10 426 26 46 44 33 149 40 415 63 19 537 1302
% App. Total 23.7 24.2 25.3 26.8 5.2 88.7 3.8 2.3 17.4 30.9 29.5 22.1 7.4 77.3 11.7 3.5
PHF .592 .767 .923 .607 .792 .688 .892 .667 .625 .888 .722 .821 .917 .825 .887 .667 .902 .750 .594 .926 .966
PCs and Peds
% PCs and Peds 95.6 100 100 100 98.9 95.5 97.9 81.3 100 97.2 92.3 100 100 100 98.7 95.0 97.6 100 100 97.8 97.8
Heavy Vehicles 0000 00710 82000 20700 7 17
% Heavy Vehicles 0000 00 1.9 6.3 0 1.9 7.7 0 0 0 1.3 01.7 0 0 1.3 1.3
Bicycles 2000 21120 40000 02300 5 11
% Bicycles 4.4 0 0 0 1.1 4.5 0.3 12.5 0 0.9 0000 05.0 0.7 0 0 0.9 0.8
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Bridge @ Market & Hawley
Site Code : 10
Start Date : 5/1/2019
Page No : 1
N / S: Market & Hawley
E / W: Bridge Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Heavy Vehicles
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0000 00500 51100 20200 2 9
03:15 PM 0010 10210 30000 00200 2 6
03:30 PM 0000 00200 21000 10000 0 3
03:45 PM 0000 00200 20000 00200 2 4
Total 0 0 1 0 1 0 11 1 0 12 2 1 0 0 3 0 6 0 0 6 22
04:00 PM 0000 00100 10000 00100 1 2
04:15 PM 0000 00100 10000 00100 1 2
04:30 PM 0000 00100 10000 00000 0 1
04:45 PM 0000 00410 51000 10200 2 8
Total 0 0 0 0 0 0 7 1 0 8 1 0 0 0 1 0 4 0 0 4 13
05:00 PM 0000 00300 31000 10200 2 6
05:15 PM 0000 00000 00000 00100 1 1
05:30 PM 0000 00000 00000 00200 2 2
05:45 PM 0000 00300 30000 00000 0 3
Total 0 0 0 0 0 0 6 0 0 6 1 0 0 0 1 0 5 0 0 5 12
06:00 PM 0000 00210 30000 00100 1 4
06:15 PM 0000 00200 20000 00200 2 4
06:30 PM 0000 00100 10000 00100 1 2
06:45 PM 0000 00100 10000 00100 1 2
Total 0 0 0 0 0 0 6 1 0 7 0 0 0 0 0 0 5 0 0 5 12
Grand Total 0010 1030 3 0 33 4100 5020 0 0 20 59
Apprch %0 0 100 0 0 90.9 9.1 0 80 20 0 0 0 100 0 0
Total %0 0 1.7 0 1.7 0 50.8 5.1 0 55.9 6.8 1.7 0 0 8.5 0 33.9 0 0 33.9
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 03:00 PM
03:00 PM 0000 00 5 00 5 1100 2 0 2 00 2 9
03:15 PM 001 0 1 021 030000 00200 2 6
03:30 PM 0000 00200 21000 10000 0 3
03:45 PM 0000 00200 20000 00200 2 4
Total Volume 0 0 1 0 1 0 11 1 0 12 2 1 0 0 3 0 6 0 0 6 22
% App. Total 0 0 100 0 0 91.7 8.3 0 66.7 33.3 0 0 0 100 0 0
PHF .000 .000 .250 .000 .250 .000 .550 .250 .000 .600 .500 .250 .000 .000 .375 .000 .750 .000 .000 .750 .611
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
File Name : PM Peak - Bridge @ Market & Hawley
Site Code : 10
Start Date : 5/1/2019
Page No : 1
N / S: Market & Hawley
E / W: Bridge Street (Route 9)
City, State: Northampton, Massachusetts
Client: Toole Design Group
Groups Printed- Bicycles
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
03:00 PM 0000 00000 01010 20001 1 3
03:15 PM 0000 00000 00000 00000 0 0
03:30 PM 0100 10000 00000 00010 1 2
03:45 PM 0000 00000 00000 00000 0 0
Total 0 1 0 0 1 0 0 0 0 0 1 0 1 0 2 0 0 1 1 2 5
04:00 PM 0000 00000 00000 00100 1 1
04:15 PM 0000 00010 10000 00100 1 2
04:30 PM 0100 10100 10000 01000 1 3
04:45 PM 0000 00000 00000 00000 0 0
Total 0 1 0 0 1 0 1 1 0 2 0 0 0 0 0 1 2 0 0 3 6
05:00 PM 0000 00000 00000 00200 2 2
05:15 PM 2000 20100 10000 00000 0 3
05:30 PM 0000 01020 30000 02100 3 6
05:45 PM 0000 00000 00000 00000 0 0
Total 2 0 0 0 2 1 1 2 0 4 0 0 0 0 0 2 3 0 0 5 11
06:00 PM 0000 00000 00000 00000 0 0
06:15 PM 0000 00100 10000 00100 1 2
06:30 PM 0000 00000 00000 00000 0 0
06:45 PM 0000 00000 00000 00000 0 0
Total 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
Grand Total 2200 41330 71010 2361111 24
Apprch %50 50 0 0 14.3 42.9 42.9 0 50 0 50 0 27.3 54.5 9.1 9.1
Total %8.3 8.3 0 0 16.7 4.2 12.5 12.5 0 29.2 4.2 0 4.2 0 8.3 12.5 25 4.2 4.2 45.8
Market
From North
Bridge
From East
Hawley
From South
Bridge
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 06:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 0000 00000 00000 00000 0 0
05:00 PM 0000 00000 00000 00 2 00 2 2
05:15 PM 2 000 2 0 1 00 10000 00000 0 3
05:30 PM 0000 01 0 2 0 3 0000 02 100 3 6
Total Volume 2 0 0 0 2 1 1 2 0 4 0 0 0 0 0 2 3 0 0 5 11
% App. Total 100 0 0 0 25 25 50 0 0 0 0 0 40 60 0 0
PHF .250 .000 .000 .000 .250 .250 .250 .250 .000 .333 .000 .000 .000 .000 .000 .250 .375 .000 .000 .417 .458
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
Innovativedatallc.com or 1.413.668.5094
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
AB C D E F G H
Start Date: Average of 04/30/2019 and 05/01/2019
Start Time: 12:00:00 AM
Main St (Route 9)
City, State: Northampton, MA
Time EB WB
15-min
Total Hour total
Relative % of
Peak Hour
Traffic
12:00 AM 9 6 15 64 6%Relative to AM Peak hour
12:15 AM 9 9 18 61
12:30 AM 10 8 18 53
12:45 AM 7 6 13 47
01:00 AM 6 6 12 43 4%Relative to AM Peak hour
01:15 AM 4 6 10 44
01:30 AM 6 6 12 40
01:45 AM 6 3 9 34
02:00 AM 6 7 13 31 3%Relative to AM Peak hour
02:15 AM 4 2 6 26
02:30 AM 4 2 6 26
02:45 AM 2 4 6 26
03:00 AM 6 2 8 24 2%Relative to AM Peak hour
03:15 AM 4 2 6 23
03:30 AM 4 2 6 26
03:45 AM 4 0 4 33
04:00 AM 4 3 7 46 4%Relative to AM Peak hour
04:15 AM 6 3 9 52
04:30 AM 7 6 13 70
04:45 AM 11 6 17 96
05:00 AM 9 4 13 131 13%Relative to AM Peak hour
05:15 AM 17 10 27 168
05:30 AM 22 17 39 219
05:45 AM 26 26 52 283
06:00 AM 24 26 50 334 32%Relative to AM Peak hour
06:15 AM 49 29 78 418
06:30 AM 62 41 103 496
06:45 AM 50 53 103 557
07:00 AM 70 64 134 657 Count hour available
07:15 AM 80 76 156 786
07:30 AM 94 70 164 871
07:45 AM 112 91 203 981
08:00 AM 154 109 263 1042 100%AM Peak Hour
08:15 AM 135 106 241 967
08:30 AM 150 124 274 927
08:45 AM 118 146 264 877
09:00 AM 102 86 188 819 79%Relative to AM Peak hour
09:15 AM 110 91 201 837
09:30 AM 126 98 224 830
09:45 AM 98 108 206 820
Between Strong & Market
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
AB C D E F G H
10:00 AM 108 98 206 831 74%Relative to AM Peak hour
10:15 AM 102 92 194 829
10:30 AM 120 94 214 836
10:45 AM 117 100 217 837
11:00 AM 114 90 204 859 76%Relative to PM Peak Hour
11:15 AM 103 98 201 902
11:30 AM 117 98 215 950
11:45 AM 118 121 239 963
12:00 PM 128 119 247 946 84%Relative to PM Peak Hour
12:15 PM 133 116 249 918
12:30 PM 116 112 228 893
12:45 PM 112 110 222 906
01:00 PM 116 103 219 914 81%Relative to PM Peak Hour
01:15 PM 120 104 224 910
01:30 PM 125 116 241 908
01:45 PM 114 116 230 913
02:00 PM 112 103 215 947 84%Relative to PM Peak Hour
02:15 PM 134 88 222 1002
02:30 PM 138 108 246 1061
02:45 PM 144 120 264 1089
03:00 PM 134 136 270 1111 Count hour available
03:15 PM 139 142 281 1121
03:30 PM 130 144 274 1102
03:45 PM 140 146 286 1118
04:00 PM 156 124 280 1120 Count hour available
04:15 PM 145 117 262 1139
04:30 PM 156 134 290 1163
04:45 PM 148 140 288 1155
05:00 PM 164 135 299 1127 100%PM Peak Hour
05:15 PM 146 140 286 1090
05:30 PM 142 140 282 1052
05:45 PM 128 132 260 993
06:00 PM 123 139 262 951 Count hour available
06:15 PM 122 126 248 899
06:30 PM 110 113 223 840
06:45 PM 117 101 218 791
07:00 PM 114 96 210 738 65%Relative to PM Peak Hour
07:15 PM 96 93 189 695
07:30 PM 90 84 174 656
07:45 PM 85 80 165 636
08:00 PM 87 80 167 595 53%Relative to PM Peak Hour
08:15 PM 77 73 150 560
08:30 PM 82 72 154 540
08:45 PM 70 54 124 484
09:00 PM 70 62 132 454 40%Relative to PM Peak Hour
09:15 PM 68 62 130 423
09:30 PM 48 50 98 373
09:45 PM 42 52 94 338
10:00 PM 51 50 101 301 27%Relative to PM Peak Hour
10:15 PM 40 40 80 253
99
100
101
AB C D E F G H
10:30 PM 30 33 63 232
10:45 PM 27 30 57 203
11:00 PM 24 29 53 175
APPENDIX B: CAPACITY ANALYSIS
METHODOLOGY
Level of Service (LOS) is a performance measure that defines traffic operations based on the average amount of
time a vehicle waits at an intersection. For example, LOS A defines the condition with minimum vehicular traffic
delay, while LOS F represents the condition with significant traffic delay. Table 1 indicates the LOS conditions
based on average delay as defined by the Highway Capacity Manual (HCM).
Table 1. Level of Service Criteria
Level of
Service
Average Stopped Delay at Signalized
Intersections (Seconds/Vehicle)
A 0.0-10.0
B 10.1-20.0
C 20.1-35.0
D 35.1-55.0
E 55.1-80.0
F >80
To compute the LOS and other performance measures, the HCM methodology was used. For signalized
intersections, HCM 2010 methodology cannot be used since signals use standard National Electrical
Manufacturing Association (NEMA) phasing, rather, HCM 2000 methodology was used. Synchro 10 software was
used to apply these methodologies, which allows for engineers to input characteristics such as lane configuration,
traffic volumes, pedestrian/bicycle to vehicle interactions, and peak hour factors. In addition to estimating the
delay and LOS at intersections, Synchro 10 was used to estimate intersection queue lengths. Results were used
to compare traffic operations in alternative conditions.
APPENDIX C: EXISTING CONDITIONS
CAPACITY ANALYSIS
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60153_EX_AM.syn Synchro 10 Report
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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Future Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 16 16 16 16 16 16 16 16 16
Storage Length (ft) 0 40 25 0 0 0 0 0
Storage Lanes 0 1 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 233 559 408 502
Travel Time (s) 6.4 15.2 11.1 13.7
Confl. Bikes (#/hr) 3 2 1 1
Peak Hour Factor 0.86 0.86 0.86 0.78 0.78 0.78 0.84 0.84 0.84 0.78 0.78 0.78
Heavy Vehicles (%) 7% 4% 0% 8% 7% 0% 5% 2% 0% 3% 5% 2%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 579 22 0 473 0 0 121 0 0 166 0
Turn Type Perm NA Perm Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4 9
Permitted Phases 2 2 6 8 4
Detector Phase 22266 88 44
Switch Phase
Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 6.0 6.0 6.0 6.0 1.0
Minimum Split (s) 15.5 15.5 15.5 15.5 15.5 12.0 12.0 12.0 12.0 25.0
Total Split (s) 50.5 50.5 50.5 50.5 50.5 26.0 26.0 26.0 26.0 25.0
Total Split (%) 49.8% 49.8% 49.8% 49.8% 49.8% 25.6% 25.6% 25.6% 25.6% 25%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.5 2.5 2.5 2.5 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.5 5.5 5.5 6.0 6.0
Lead/Lag
Lead-Lag Optimize?
Recall Mode Min Min Min Min Min None None None None None
v/c Ratio 0.78 0.03 0.55 0.36 0.52
Control Delay 26.0 0.1 17.5 28.1 31.0
Queue Delay 0.8 0.0 0.0 0.0 0.0
Total Delay 26.8 0.1 17.5 28.1 31.0
Queue Length 50th (ft) 102 0 70 22 30
Queue Length 95th (ft) #490 0 270 100 120
Internal Link Dist (ft) 153 479 328 422
Turn Bay Length (ft) 40
Base Capacity (vph) 1190 1122 1371 648 614
Starvation Cap Reductn 315 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.66 0.02 0.35 0.19 0.27
Intersection Summary
Area Type: CBD
Cycle Length: 101.5
Actuated Cycle Length: 63.6
Natural Cycle: 80
Control Type: Actuated-Uncoordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 4: Hawley St /Market St & Main St /Bridge St
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60153_EX_AM.syn Synchro 10 Report
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Future Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 12 12 12 16 16 16 16 16 16 16 16 16
Total Lost time (s) 5.5 5.5 5.5 6.0 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 0.98 1.00 0.99 0.99
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.99 0.96 0.94
Flt Protected 1.00 1.00 1.00 0.99 0.98
Satd. Flow (prot) 1634 1421 1799 1784 1732
Flt Permitted 0.93 1.00 0.98 0.92 0.88
Satd. Flow (perm) 1531 1421 1762 1650 1546
Peak-hour factor, PHF 0.86 0.86 0.86 0.78 0.78 0.78 0.84 0.84 0.84 0.78 0.78 0.78
Adj. Flow (vph) 48 531 22 15 432 26 25 56 40 51 47 68
RTOR Reduction (vph) 0 0 11 0 0 0 0 18 0 0 25 0
Lane Group Flow (vph) 0 579 11 0 473 0 0 103 0 0 141 0
Confl. Bikes (#/hr) 3 2 1 1
Heavy Vehicles (%) 7% 4% 0% 8% 7% 0% 5% 2% 0% 3% 5% 2%
Turn Type Perm NA Perm Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4
Permitted Phases 2 2 6 8 4
Actuated Green, G (s) 31.0 31.0 31.0 12.2 12.2
Effective Green, g (s) 31.0 31.0 31.0 12.2 12.2
Actuated g/C Ratio 0.48 0.48 0.48 0.19 0.19
Clearance Time (s) 5.5 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 740 687 852 314 294
v/s Ratio Prot
v/s Ratio Perm c0.38 0.01 0.27 0.06 c0.09
v/c Ratio 0.78 0.02 0.56 0.33 0.48
Uniform Delay, d1 13.7 8.6 11.7 22.4 23.1
Progression Factor 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 5.0 0.0 0.4 0.2 0.4
Delay (s) 18.7 8.6 12.1 22.6 23.6
Level of Service B A B C C
Approach Delay (s) 18.4 12.1 22.6 23.6
Approach LOS B B C C
Intersection Summary
HCM 2000 Control Delay 17.2 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.62
Actuated Cycle Length (s) 64.1 Sum of lost time (s) 15.5
Intersection Capacity Utilization 69.2% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
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60153_EX_PM.syn Synchro 10 Report
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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Future Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 16 16 16 16 16 16 16 16 16
Storage Length (ft) 0 40 25 0 0 0 0 0
Storage Lanes 0 1 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 200 559 567 502
Travel Time (s) 5.5 15.2 15.5 13.7
Confl. Bikes (#/hr) 3 1
Peak Hour Factor 0.93 0.93 0.93 0.88 0.88 0.88 0.91 0.91 0.91 0.81 0.81 0.81
Heavy Vehicles (%) 0% 2% 0% 6% 2% 0% 0% 0% 8% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 514 43 0 491 0 0 131 0 0 174 0
Turn Type Perm NA Perm Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4 9
Permitted Phases 2 2 6 8 4
Detector Phase 22266 88 44
Switch Phase
Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 6.0 6.0 6.0 6.0 1.0
Minimum Split (s) 15.5 15.5 15.5 15.5 15.5 12.0 12.0 12.0 12.0 25.0
Total Split (s) 50.5 50.5 50.5 50.5 50.5 26.0 26.0 26.0 26.0 25.0
Total Split (%) 49.8% 49.8% 49.8% 49.8% 49.8% 25.6% 25.6% 25.6% 25.6% 25%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.5 2.5 2.5 2.5 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.5 5.5 5.5 6.0 6.0
Lead/Lag
Lead-Lag Optimize?
Recall Mode Min Min Min Min Min None None None None None
v/c Ratio 0.77 0.06 0.60 0.46 0.55
Control Delay 28.8 1.6 21.0 36.2 36.7
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 28.8 1.6 21.0 36.2 36.7
Queue Length 50th (ft) 238 0 203 59 78
Queue Length 95th (ft) 417 8 331 126 137
Internal Link Dist (ft) 120 479 487 422
Turn Bay Length (ft) 40
Base Capacity (vph) 1026 998 1260 541 590
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.50 0.04 0.39 0.24 0.29
Intersection Summary
Area Type: CBD
Cycle Length: 101.5
Actuated Cycle Length: 70.7
Natural Cycle: 80
Control Type: Actuated-Uncoordinated
Splits and Phases: 4: Hawley St /Market St & Main St /Bridge St
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60153_EX_PM.syn Synchro 10 Report
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Future Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 12 12 12 16 16 16 16 16 16 16 16 16
Total Lost time (s) 5.5 5.5 5.5 6.0 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 0.98 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.99 0.97 0.95
Flt Protected 0.99 1.00 1.00 0.98 0.98
Satd. Flow (prot) 1670 1421 1881 1812 1820
Flt Permitted 0.89 1.00 0.98 0.80 0.86
Satd. Flow (perm) 1496 1421 1837 1472 1592
Peak-hour factor, PHF 0.93 0.93 0.93 0.88 0.88 0.88 0.91 0.91 0.91 0.81 0.81 0.81
Adj. Flow (vph) 68 446 43 18 448 25 51 51 29 59 57 58
RTOR Reduction (vph) 0 0 24 0 0 0 0 11 0 0 18 0
Lane Group Flow (vph) 0 514 19 0 491 0 0 120 0 0 156 0
Confl. Bikes (#/hr) 3 1
Heavy Vehicles (%) 0% 2% 0% 6% 2% 0% 0% 0% 8% 0% 0% 0%
Turn Type Perm NA Perm Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4
Permitted Phases 2 2 6 8 4
Actuated Green, G (s) 31.6 31.6 31.6 13.2 13.2
Effective Green, g (s) 31.6 31.6 31.6 13.2 13.2
Actuated g/C Ratio 0.45 0.45 0.45 0.19 0.19
Clearance Time (s) 5.5 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 678 644 832 278 301
v/s Ratio Prot
v/s Ratio Perm c0.34 0.01 0.27 0.08 c0.10
v/c Ratio 0.76 0.03 0.59 0.43 0.52
Uniform Delay, d1 15.9 10.6 14.2 24.9 25.4
Progression Factor 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 4.3 0.0 0.8 0.4 0.6
Delay (s) 20.2 10.6 15.0 25.3 26.0
Level of Service C B B C C
Approach Delay (s) 19.4 15.0 25.3 26.0
Approach LOS B B C C
Intersection Summary
HCM 2000 Control Delay 19.2 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.57
Actuated Cycle Length (s) 69.7 Sum of lost time (s) 15.5
Intersection Capacity Utilization 74.7% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
APPENDIX D: PEDESTRIAN LEVEL OF
SERVICE ANALYSIS
Pedestrian LOS metrics are based solely on delay and are based on the concepts and procedures in the Highway
Capacity Manual (HCM)1. Table 1, an excerpt from the HCM, provides LOS criteria for signalized intersections,
along with pedestrian noncompliance likelihood guidance. When pedestrians experience more than a 30 second
delay, they become impatient, and engage in risk-taking behavior.
Table 1. Pedestrian Level of Service Criteria
Level of Service Pedestrian Delay (seconds) Likelihood of Noncompliance
A 0.0–10.0 Low
B 10.1–20.0
C 20.1–30.0 Moderate
D 30.1–40.0
E 40.1–60.0 High
F >60.0 Very High
Source: Highway Capacity Manual, 2000. Transportation Research Board.
Average pedestrian delay represents the average number of pedestrians anticipated to wait at a signal relative to
the average amount of time those pedestrians have to wait. An additional 4 seconds is granted to the pedestrian
effective green time to account for pedestrians who may begin walking a few seconds after the WALK indication
has begun. The average pedestrian delay is therefore calculated with the following equations:
𝑃𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑔𝑟𝑒𝑒𝑛 ൌ 𝑊𝐴𝐿𝐾 𝑡𝑖𝑚𝑒 4 𝑠𝑒𝑐𝑜𝑛𝑑𝑠
𝑃𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑟𝑒𝑑 ൌ 𝐶𝑦𝑐𝑙𝑒 𝑙𝑒𝑛𝑔𝑡ℎ െ 𝑝𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑔𝑟𝑒𝑒𝑛ൌ𝐶𝑦𝑐𝑙𝑒 𝑙𝑒𝑛𝑔𝑡ℎ
𝐴𝑣𝑒𝑟𝑎𝑔𝑒 𝑝𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑑𝑒𝑙𝑎𝑦 ൌ 𝑃𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑟𝑒𝑑
2 ∗𝑃𝑒𝑑𝑒𝑠𝑡𝑟𝑖𝑎𝑛 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑟𝑒𝑑
𝐶𝑦𝑐𝑙𝑒 𝑙𝑒𝑛𝑔𝑡ℎ
1 HCM 2000: Highway Capacity Manual. Washington, D.C.: Transport Research Board, 2000.
APPENDIX E: LEVEL OF TRAFFIC
STRESS ANALYSIS
Level of traffic stress (LTS) is a planning tool used to quantify the level of traffic stress that a person bicycling is
likely to perceive while riding on any street or path. The analysis correlates traffic stress with the physical and
operational characteristics of roadways and crossings. It is based on the premise that a person’s level of stress on
a bicycle decreases as separation from vehicular traffic increases and as traffic volume and speed decrease. The
result of the analysis is a numerical traffic stress ranking for every block, from the lowest stress (LTS 1) to the
highest stress (LTS 4). The analysis is based on the Mineta Transportation Institute’s2 research on low-stress
bicycling and network connectivity. It uses a weakest link principle to score road segments based on vehicular
speed, volume, curbside use, and bicycle facility width/separation, as shown in Figure 1.
Figure 1. Mineta Transportation Institute’s Level of Traffic Stress Rankings for Mixed Traffic Conditions
2 Mekuria, M., Furth, P., and Nixon, H., Low-Stress Bicycling and Network Connectivity, Mineta Transportation Institute (2012)
(http://www.northeastern.edu/peter.furth/wp-content/uploads/2014/05/LTS-Tables-v2-June-1.pdf).
APPENDIX F: ROAD SAFETY AUDIT
CRASH TABLES
N2 Oliver Street, Suite 305, BOSTON, MA 02109PHONE: 617.619.9910 FAX: 301.927.2800www.tooledesign.com
Crash Data Summary Table (2015-2017)
Town of Northampton: Main Street between Strong Ave and Hawley St/Market St
Crash Date Crash Day Time of Day Manner of Collision Light Condition
Weather
Condition
Road
Surface Driver Contributing Code Comment
m/d/y Type Type Type Type Type D1 D2 D3 P1 P2
129 2/11/2015 Wednesday 12:04 PM Rear-end Daylight Clear/Cloudy Dry No improper driving 22 38
V1 behind V2 westbound on Bridge St, V2 stopped short for a vehicle that pulled out
in front, out of Pop's Package Store parking lot. V1 rear-ended V2 when V2 stopped
short.
130 2/18/2015 Wednesday 12:15 AM Single vehicle crash
Dark - unknown
roadway lighting Clear Dry
Operating vehicle in erratic,
reckless, careless, negligent or
aggressive manner 21 47 V1 eastbound on Bridge St hits rear of parked V2 on Bridge St
131 4/12/2015 Sunday 11:10 AM Single vehicle crash Daylight Clear/Other Dry Inattention 31
V1 eastbound on Main St hit V2 parked when V1 was attempting to make a right turn
towards Strong Ave
132 5/21/2015 Thursday 3:57 AM Single vehicle crash
Dark - lighted
roadway Clear Dry Inattention 49
V1 (truck) westbound on Bridge St struck the railroad bridge - did not see low bridge
sign
133 9/4/2015 Friday 1:15 AM Single vehicle crash
Dark - lighted
roadway Clear Dry
Disregarded traffic signs, signals,
road markings, Inattention 60
V1 (truck) eastbound on Main St struck the railroad bridge - warning sign functional
at time of crash
134 9/9/2015 Wednesday 2:36 PM Rear-end Daylight Clear Dry Inattention 63 21 V2 eastbound rear-ended by V1. V2 had stopped for a vehicle turning left.
135 9/10/2015 Thursday 11:34 AM Sideswipe, same direction Daylight Cloudy Dry Inattention 68 68
V1 and V2 northbound on Hawley St. V1 stopped at traffic, V2 behind V1 when V2
pulled from behind to make a right turn and hit V1
136 10/4/2015 Sunday 7:56 PM Angle
Dark - lighted
roadway
Clear/Unknow
n Dry Unknown 31 46
V1 turning left onto Hawley St from Bridge St hits V2 eastbound crossing Main and
Hawley St. Operators indicated light turning yellow.
137 10/8/2015 Thursday 3:02 AM Single vehicle crash Dusk Clear Dry Inattention 45 V1 (truck) westbound on Bridge St struck the railroad bridge
138 10/22/2015 Thursday 6:15 PM angle Daylight Clear Dry Failed to yield right of way 44 21
V2 eastbound on Bridge St, V1 parked in legal parallel parking spot on Bridge. As V2
passed, V1 hit V2 as it attempted to pull out of parking spot.
139 11/23/2015 Monday 10:36 AM Angle Daylight Clear Dry Inattention 67 65
V1 attempting to exit rear driveway at Post Office (37 Bridge) when V2 northbound
on Hawley hits V1
140 11/23/2015 Monday 1:53 PM Single vehicle crash Daylight Clear/Cloudy Dry No improper driving 65 55
V1 attempting to make a left turn to Main from Hawley when it collides with a cyclist
eastbound through intersection. Cyclist went through red light.
141 1/18/2016 Monday 11:07 AM Rear-end Daylight
Clear/Unknow
n Dry No improper driving 65 65 V1, V2, V3 eastbound on Main St approaching Bridge St. V3 struck V2 which struck V1
142 2/11/2016 Thursday 12:00 PM Single vehicle crash Daylight Cloudy Dry No improper driving 68
V2 getting to Bridge St from 20 Bridge St parking lot tried to go around V1 (parked) to
go westbound but hit V1. V1 was illegally parked.
143 4/2/2016 Saturday 5:33 PM Rear-end Daylight Clear Dry
Disregarded traffic signs, signals,
road markings 18 28 V1 rear-ends V2 going eastbound on Main & Hawley St
144 4/4/2016 Monday 3:18 PM Single vehicle crash Daylight
Snow/Blowing
sand, snow Snow No improper driving 32
V2 parked on Strong Ave, V1 eastbound on Main turning right to Strong hit V2 due to
snow and ice
145 4/11/2016 Monday 2:25 PM Sideswipe, same direction Daylight Cloudy Dry Made an improper turn 30 39
V1 northbound on Hawley approaching Bridge tried to turn next to a right turning V2
but ended up colliding with V2
146 9/23/2016 Friday 3:26 PM Single vehicle crash Daylight Clear Dry
Disregarded traffic signs, signals,
road markings 56
V1 (truck) travelling westbound hits railroad bridge above road. Operator stated it
could not make right onto Market St.
147 9/24/2016 Saturday 10:02 AM Angle Daylight Clear Dry Glare / Failed to yield right of way 37 69
V1 turning left from Market St to Bridge St, V2 travelling straight ahead northbound
to Market St collided. V1 stated glare lead to not seeing V2
148 10/12/2016 Wednesday 4:01 PM Rear-end Daylight Clear Dry Inattention 27 51
V1 rear-ends V2 going eastbound on Main & Hawley St. V2 had stopped to make a
left turn onto Market St.
149 10/13/2016 Thursday 3:55 PM Single vehicle crash Daylight Clear Dry Inattention 26
V1 (TT unit) making a right turn from Hawley St to Bridge St eastbound when rear of
V1 went over the curb and it collides with traffic control signal on corner of Hawley
and Bridge
150 11/14/2016 Monday 9:02 PM Angle
Dark - lighted
roadway Clear/Other Dry
Failed to yield right of way / Other
improper action 32 29
V1 turning right from Strong Ave to Main hit V2 (police cruiser) eastbound on Main
crossing intersection. V2 was responding to emergency, V1 failed to stop at stop sign
151 12/20/2016 Tuesday 12:39 PM Angle Daylight
Clear/Unknow
n Dry No improper driving 72 23
V1 making a northbound left turn from Strong Ave to Main St gets hit by V2
eastbound on Main St. Congested conditions.
152 12/24/2016 Saturday 2:00 AM Single vehicle crash
Dark - lighted
roadway Clear Dry Inattention 44
V1 (truck) eastbound on Bridge struck the railroad bridge - failed to heed the low
bridge sign
153 1/24/2017 Tuesday 6:50 PM Rear-end
Dark - lighted
roadway
Sleet, hail
(freezing rain
or drizzle)Slush Inattention 20 43
V1 and V2 westbound, V1 rear-ends V2 who had stopped for pedestrian in crosswalk
near Strong Ave 44
154 2/11/2017 Saturday 8:18 AM Single vehicle crash Daylight Cloudy Snow
Disregarded traffic signs, signals,
road markings 31 V1 (truck) westbound on Bridge St struck the railroad bridge
155 2/13/2017 Monday 11:45 AM Angle Daylight Clear Wet Inattention 23 74 V1 turning left from Hawley St, V2 turning left from Market St collide
Main St (Route 9) between Strong Ave and Hawley St/Market St
Crash
Diagram #
Age
Crash Data Summary Table (2015-2017)
Town of Northampton: Main Street between Strong Ave and Hawley St/Market St
Crash Date Crash Day Time of Day Manner of Collision Light Condition
Weather
Condition
Road
Surface Driver Contributing Code Comment
m/d/y Type Type Type Type Type D1 D2 D3 P1 P2
153 1/24/2017 Tuesday 6:50 PM Rear-end
Dark - lighted
roadway
Sleet, hail
(freezing rain
or drizzle)Slush Inattention 20 43
V1 and V2 westbound, V1 rear-ends V2 who had stopped for pedestrian in crosswalk
near Strong Ave 44
154 2/11/2017 Saturday 8:18 AM Single vehicle crash Daylight Cloudy Snow
Disregarded traffic signs, signals,
road markings 31 V1 (truck) westbound on Bridge St struck the railroad bridge
155 2/13/2017 Monday 11:45 AM Angle Daylight Clear Wet Inattention 23 74 V1 turning left from Hawley St, V2 turning left from Market St collide
156 3/21/2017 Tuesday 12:34 PM Angle Daylight Clear Dry Over-correcting/over-steering 30 72
V1 attempting to make a left turn onto Main St from Strong Ave struck by V2
eastbound on Main St. V1 operator stated not seeing V2
157 3/24/2017 Friday 12:55 AM Single vehicle crash
Dark - lighted
roadway Clear Dry Inattention 38 V1 (truck) eastbound on Bridge St struck the railroad bridge
158 4/8/2017 Saturday 9:12 PM Single vehicle crash Dusk Clear Dry
Disregarded traffic signs, signals,
road markings 59
V1 (truck) westbound on Bridge St struck the railroad bridge - did not see low bridge
sign
159 4/18/2017 Tuesday 8:05 AM Angle Daylight Clear Dry Inattention 61 72
V1 southbound turning left from Market St to Bridge St, V2 travelling straight ahead
northbound to Hawley St collide
160 4/30/2017 Sunday 12:13 AM Single vehicle crash
Dark - lighted
roadway Clear Dry Inattention 34 V1 turning left on Main to go southbound on Strong Ave hits pedestrian on crosswalk
161 5/4/2017 Thursday 5:35 PM Single vehicle crash Daylight Clear Dry
Inattention, Disregarded traffic
signs, signals, road markings 42 V1 (truck) westbound on Bridge St struck the railroad bridge
162 6/1/2017 Thursday 1:21 AM Single vehicle crash
Dark - lighted
roadway Clear Dry
Operating vehicle in erratic,
reckless, careless, negligent or
aggressive manner 32
V1 eastbound on Bridge St making a right turn to Hawley St when operator loses
control of vehicle and strikes a telephone pole
163 6/3/2017 Saturday 9:11 PM Angle
Dark - lighted
roadway Clear Dry Failed to yield right of way 44 35
V1 turning left from Market St to Bridge St, V2 travelling straight ahead northbound
to Market St collided
164 8/19/2017 Saturday 1:59 AM Single vehicle crash
Dark - lighted
roadway Cloudy Wet
Operating vehicle in erratic,
reckless, careless, negligent or
aggressive manner 31
V1 turning left onto Main St from Strong Ave, V1 operator accelerates too quickly
causing tires to spin and looses control on the westbound lane and hits curb and
light pole
165 8/24/2017 Thursday 4:38 PM Single vehicle crash Daylight Clear Dry
Disregarded traffic signs, signals,
road markings 43
V1 (truck) westbound on Bridge St struck the railroad bridge. GPS directed this way
and operator failed to see the signs at I-91.
166 8/28/2017 Monday 7:37 PM Single vehicle crash Dusk Clear Dry
Disregarded traffic signs, signals,
road markings 44 V1 (truck) westbound on Bridge St struck the railroad bridge
167 9/30/2017 Saturday 7:58 PM
Sideswipe, opposite
direction
Dark - lighted
roadway Clear Dry Made an improper turn 36 36
V2 makes a right going southbound on Strong Ave and hits V1 northbound on Strong
Ave stopped in traffic.
Main St (Route 9) between Strong Ave and Hawley St/Market St
Crash
Diagram #
Age
Main Street between Strong Ave and Hawley St/Market St
Crash month
Jan 2 5.1%
Feb 5 12.8%
Mar 2 5.1%
April 7 17.9%
May 2 5.1%
Jun 2 5.1%
Jul 0 0.0%
Aug 3 7.7%
Sep 6 15.4%
Oct 5 12.8%
Nov 3 7.7%
Dec 2 5.1%
39
Crash day of the week
Sunday 3 7.7%
Monday 8 20.5%
Tuesday 4 10.3%
Wednesday 4 10.3%
Thursday 9 23.1%
Friday 3 7.7%
Saturday 8 20.5%
39
Crash time of day
6AM -
8AM 0 0.0%
8AM - 10AM 2 5.1%
10AM - 12PM 6 15.4%
12PM - 2PM 5 12.8%
2PM - 4PM 5 12.8%
4PM - 6PM 4 10.3%
6PM - 8PM 5 12.8%
8PM - 10PM 3 7.7%
10PM - 12AM 0 0.0%
12AM - 2AM 6 15.4%
2AM - 4AM 3 7.7%
4AM - 6AM 0 0.0%
39
Crash manner of collision
Single Vehicle Crash 20 51.3%
Rear-End 6 15.4%
Angle 10 25.6%
Sideswipe, Same Direction 2 5.1%
Sideswipe, Opposite Direction 1 2.6%
Head-on 0 0.0%
Rear-to-rear 0 0.0%
Unknown 0 0.0%
39
Crash light condition
Daylight 23 59.0%
Dawn 0 0.0%
Dusk 3 7.7%
Dark - Lighted Roadway 12 30.8%
Dark - Roadway Not Lighted 0 0.0%
Dark - Unknown Roadway Lighting 1 2.6%
Other 0 0.0%
Unknown 0 0.0%
39
Crash weather condition
Clear 30 76.9%
Cloudy 7 17.9%
Rain 0 0.0%
Snow 0 0.0%
Sleet, Hail, Freezing Rain 1 2.6%
Fog, Smog, Smoke 0 0.0%
Severe Crosswinds 0 0.0%
Blowing Sand, Snow 1 2.6%
Other 0 0.0%
Unknown 0 0.0%
39
Crash roadway surface
Dry 34 87.2%
Wet 2 5.1%
Snow 2 5.1%
Ice 0 0.0%
Sand, Mud, Dirt, Oil, Gravel 0 0.0%
Water (Standing, Moving) 0 0.0%
Slush 1 2.6%
Other 0 0.0%
Unknown 0 0.0%
39
Crash driver age
15-20 2 3.4%
21-24 6 10.2%
25-34 14 23.7%
35-44 14 23.7%
45-54 5 8.5%
55-64 5 8.5%
65-74 13 22.0%
75-84 0 0.0%
84+ 0 0.0%
unknown 0 0.0%
59
5.1%
12.8%
5.1%
17.9%
5.1% 5.1%
0.0%
7.7%
15.4%
12.8%
7.7%
5.1%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
Jan Feb Mar April May Jun Jul Aug Sep Oct Nov Dec
CRASH MONTH
7.7%
20.5%
10.3% 10.3%
23.1%
7.7%
20.5%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
Sunday Monday Tuesday Wednesday Thursday Friday Saturday
CRASH DAY OF THE WEEK
0.0%
5.1%
15.4%
12.8% 12.8%
10.3%
12.8%
7.7%
0.0%
15.4%
7.7%
0.0%
0.0%
5.0%
10.0%
15.0%
20.0%
6AM -
8AM
8AM -
10AM
10AM -
12PM
12PM -
2PM
2PM -
4PM
4PM -
6PM
6PM -
8PM
8PM -
10PM
10PM -
12AM
12AM -
2AM
2AM -
4AM
4AM -
6AM
CRASH TIME OF DAY
51.3%
15.4%
25.6%
5.1%2.6%0.0% 0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
Single Vehicle
Crash
Rear-End Angle Sideswipe,
Same Direction
Sideswipe,
Opposite
Direction
Head-on Rear-to-rear Unknown
CRASH MANNER OF COLLISION
59.0%
0.0%
7.7%
30.8%
0.0%2.6%0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Daylight Dawn Dusk Dark - Lighted
Roadway
Dark - Roadway
Not Lighted
Dark -
Unknown
Roadway
Lighting
Other Unknown
CRASH LIGHT CONDITION
76.9%
17.9%
0.0% 0.0%
2.6%0.0% 0.0%
2.6%0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Clear Cloudy Rain Snow Sleet, Hail,
Freezing
Rain
Fog, Smog,
Smoke
Severe
Crosswinds
Blowing
Sand, Snow
Other Unknown
CRASH WEATHER CONDITION
87.2%
5.1% 5.1%0.0% 0.0% 0.0%
2.6%0.0% 0.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Dry Wet Snow Ice Sand, Mud,
Dirt, Oil,
Gravel
Water
(Standing,
Moving)
Slush Other Unknown
CRASH ROADWAY SURFACE
3.4%
10.2%
23.7% 23.7%
8.5% 8.5%
22.0%
0.0% 0.0% 0.0%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
15-20 21-24 25-34 35-44 45-54 55-64 65-74 75-84 84+ unknown
CRASH DRIVER AGE
APPENDIX G: PEDESTRIAN AND
BICYCLE AUDIT CRASH DIAGRAMS
AND SUMMARY TABLES
Crash
Date Crash Day Time of Day Comments
m/d/y Type Type Type Type Type D1 D2
1 5/4/12 Friday 10:46 AM Angle Daylight Cloudy Wet Failed to yield right of way 61 53 While making a left turn, MV1 failed to yield to MV2, turning right.
2 5/7/12 Monday 5:00 PM Rear-end Daylight Clear Dry Inattention 56 21
MV1 stopped, waiting for a vehicle to park. MV2 did not notice this and
rearended MV1.
3 9/14/12 Friday 6:52 PM Rear-end Daylight Clear Dry Inattention 23 44
MV2 stopped at red light to turn right. MV1, not paying attention, rear ends
MV2.
4 11/21/12 Wednesday 10:55 PM Angle Dark - lighted roadway Clear Dry Inattention 23 23 MV1 attempted a U-turn and was hit by following vehicle.
5 1/10/13 Thursday 5:20 PM Sideswipe, opposite direction Dark - lighted roadway Clear Dry No Improper Driving 67 MV2 failed to yield to oncoming traffic while making a left turn. Hit by MV1.
6 3/20/14 Thursday 5:32 PM Head on Daylight Rain Wet Other improper action 51 46 Both vehicles had left turn signal on. MV1 made left turn but MV2 went thru.
7 4/22/14 Tuesday 2:55 PM Sideswipe, same direction Daylight Clear Dry Inattention 32 Tractor Trailer failed to negotiate right turn properly and hit parked car.
8 6/13/14 Friday 2:12 PM Head on Daylight Rain Wet Inattention 24 70 MV1 failled to yield to oncoming MV2 while making left turn.
9 12/13/14 Saturday 7:11 PM Sideswipe, same direction Dark - lighted roadway Clear Dry Unknown 62 30
Two vehicles attempted to make a right turn from a one lane road to a one
lane road.
10 2/18/15 Wednesday 12:15 AM Rear-end
Dark, unknown
roadway lighting Clear Dry
Operating Vehicle in erratic, reckless,
careless, negligent, or aggressive
manner 21 47 MV1 hit parked MV2.
Summary based on Crash Reports obtained from the Northampton Police Department
Crash Data Summary Table
Manner of Collision Light Condition
Weather
Condition
Jan. 2012-Aug. 2015
Bridge St at Market St/Hawley St , Northampton, MA
Crash
Diagram
Ref #
Road Surface Driver Contributing Code Ages
APPENDIX H: PEDESTRIAN AND
BICYCLE PHASING DISCUSSION
Two primary phasing options are available for pedestrian traffic control, exclusive phasing and concurrent
phasing. Each phasing option serves pedestrians with varying degrees of separation from conflicting vehicular
turning movements and each reserves their own implications for pedestrian delay.
Bike movements through intersections may be controlled using a number of tools including vehicle signals,
pedestrian signals, or bike signals. In lieu of dedicated bike signals to provide control to the separated bike lanes,
both alternatives described in this memo include directing people biking through the intersection to use pedestrian
signalization with ‘BIKE USE PED SIGNAL’ signs (R9-5). The use of the R9-5 sign is proposed for several
reasons including overall project equipment and maintenance cost, impacts to vehicle delay, and existing
regulations for dedicated bike signals, which are currently undergoing revisions as part of the update to the
MUTCD. In accordance with the 2009 MUTCD, “The R9-5 sign may be used where the crossing of a street by
bicyclists is controlled by pedestrian signal indications.” Though it is not signed as such today, both people
walking and biking use the existing exclusive pedestrian phase to maneuver through the intersection. The
proposed arrangement will clarify and help guide desired behavior. For all approaches, ‘BIKE YIELD TO PED’
signs (R9-6) are proposed to clarify priority for pedestrians over people making turning movements on bikes.
Exclusive Phasing
Exclusive pedestrian phasing stops all vehicular traffic in all directions so people may cross along all crosswalks,
and if programmed, to cross diagonally through the middle of the intersection. This type of signal phasing grants
full separation and full priority to pedestrians where there are no conflicting vehicular turning movements
permitted. Stopping all vehicular movement for the duration of the time required to cross the longest leg or corner-
to-corner distance at an intersection often leads to high delay for both pedestrians and drivers.
Exclusive phasing offers no legal benefits to people biking. However, in practice exclusive pedestrian phasing is
generally used with user discretion regardless of intended use. Today, a mix of behavior is currently observed at
this intersection, with some bicyclists waiting to use the vehicular traffic signals and others using the existing
exclusive pedestrian phase depending on when in the signal cycle they arrive at the intersection.
Concurrent Phasing
Concurrent pedestrian phasing provides pedestrians a WALK signal at the same time as a green light for parallel
vehicular movements. Concurrent phasing typically minimizes the amount of delay both pedestrians and vehicles
experience at an intersection but requires turning vehicles to yield to pedestrians in the parallel crosswalk.
Leading pedestrian intervals (LPIs) provide a timed buffer to pedestrians, typically between 3 and 7 seconds long,
ahead of the concurrent vehicular movement. During the LPI, pedestrians can enter the crosswalk before the
vehicular movement begins, allowing them to establish their presence in the crosswalk ahead of any conflicting
turning movements.
Concurrent signalization offers the ability to formalize shared use of the pedestrian signal for both people walking
and biking. In accordance with the 2009 MUTCD, “the R9-5 sign may be used where the crossing of a street by
bicyclists is controlled by pedestrian signal indications.” In situations where potential conflicts between people
walking across the street and people making turning movements on bikes may be traveling through the same
phase, supplemental ‘BIKES YIELD TO PED’ (R9-6) are suggested to clarify priority for pedestrians over people
making turning movements on bikes.
Shared phasing between people walking and biking as described above also applies to situations where LPIs are
in use. All of the same benefits accrued to people walking with an LPI are similarly transferred to people biking in
this alternative, including reduction in delay and increased intersection visibility.
Dedicated Bike Signals
Bicycle signals are used to both communicate clearly to a defined user group (people biking) and to reduce
conflicts by phase-separating bicycle movements. Bike signals can be especially helpful or even necessary for
locations with contraflow bike movements (for example on two-way separated bike lanes), locations with high
volumes of bike movements, and locations with high volumes of turning vehicles. Dedicated bike signals also offer
the ability to include leading bike intervals (LBIs) through an intersection, which operate similarly to leading
pedestrian intervals.
Bike signal equipment generally includes either an eight-inch circular indication with a required ‘BIKE SIGNAL’
sign (R10-10b) or a signal with dedicated bike faces (through Federal Highway Administration interim approval IA-
16). When bicycle signal faces are used, no conflicting vehicle movements are allowed, including permissive left
turns and right turn on red movements.
While there are many benefits to bike signals depending on context, none of the current phasing alternatives
include use of dedicated bike signals. In lieu of dedicated bike signals to provide control to the separated bike
lanes, both alternatives described in this memo include directing people biking through the intersection to use
pedestrian signalization with ‘BIKE USE PED SIGNAL’ signs (R9-5) for several reasons including overall project
equipment and maintenance cost, impacts to vehicle delay, and existing regulations for dedicated bike signals
which are currently undergoing revisions as part of the update to the MUTCD.
APPENDIX I: PREFERRED
GEOMETRIC DESIGN
31
32
33
34
35
36
36+59.45
STRONGAVENUEHAWLEY STREET
BRIDGE
STREETMARKET STREET5.7'4.5'8.0'11.0'11.0'3.0'6.0'13.2'20.4'22.8'8.0'11.0'11.0'11.0'8.0'3.0'5.5'16.7'3.0'5.5'12.8'FED. AID PROJ. NO.SHEET
NO.
TOTAL
SHEETSSTATE
MA
PROJECT FILE NO.609826_CONCEPT_PREFERRED_OPTION1.DWG9-Aug-2021 9:40 AMPlotted onNORTHAMPTON
CONCEPT PLAN
MAIN STREET
20
SCALE: 1" = 20'
0 50 100
APPENDIX J: TRAFFIC SIGNAL
WARRANT WORKBOOK
Traffic Signal Warrant Analysis Workbook 8/17/2021
Municipality:Northampton Analysis Date:8/14/2021
County:Hampshire Conducted By:KMB
Agency/Company Name:Toole Design Group
Data Collection Date:5/1/2019
Day of the Week:Wednesday
No
Major Street Name and Route Number:
Major Street Approach #1 Direction:E‐Bound
Major Street Approach #2 Direction:W‐Bound
1 LANE(S)
25 MPH
Minor Street Name and Route Number:
Minor Street Approach #1 Direction:S‐Bound
Minor Street Approach #2 Direction:N‐Bound
1 LANE(S)
Applicable? Warrant Met?
No N/A
Yes No
No N/A
Yes No
No N/A
No N/A
No N/A
No N/A
No N/A
Number of Lanes for Moving Traffic on Each Minor Street Approach:
Is the intersection in a built‐up area of an isolated community of <10,000 population?
STUDY AND ANALYSIS INFORMATION
Main Street (Route 9)
Market Street/Hawley Street
Speed Limit or 85th Percentile Speed on the Major Street:
Major Street Information
Analysis Information
Minor Street Information
Number of Lanes for Moving Traffic on Each Major Street Approach:
TRAFFIC SIGNAL WARRANT ANALYSIS FINDINGS
Warrant 1, Eight‐Hour Vehicular Volume
Warrant 2, Four‐Hour Vehicular Volume
Warrant 3, Peak Hour
Warrant 4, Pedestrian Volume
Warrant 5, School Crossing
Warrant 6, Coordinated Signal System
Warrant 7, Crash Experience
Warrant 8, Roadway Network
Warrant 9, Intersection Near a Grade Crossing
Page 1 Traffic Signal Warrant_Market Hawley
Traffic Signal Warrant Analysis Workbook 8/17/2021
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (S‐Bound) (N‐Bound)
Begin At End Of Volume Volume Total Volume Volume Volume
12:00 AM 12:14 AM 0
12:15 AM 12:29 AM 0
12:30 AM 12:44 AM 0
12:45 AM 12:59 AM 0
1:00 AM 1:14 AM 0
1:15 AM 1:29 AM 0
1:30 AM 1:44 AM 0
1:45 AM 1:59 AM 0
2:00 AM 2:14 AM 0
2:15 AM 2:29 AM 0
2:30 AM 2:44 AM 0
2:45 AM 2:59 AM 0
3:00 AM 3:14 AM 0
3:15 AM 3:29 AM 0
3:30 AM 3:44 AM 0
3:45 AM 3:59 AM 0
4:00 AM 4:14 AM 0
4:15 AM 4:29 AM 0
4:30 AM 4:44 AM 0
4:45 AM 4:59 AM 0
5:00 AM 5:14 AM 0
5:15 AM 5:29 AM 0
5:30 AM 5:44 AM 0
5:45 AM 5:59 AM 0
6:00 AM 6:14 AM 0
6:15 AM 6:29 AM 0
6:30 AM 6:44 AM 0
6:45 AM 6:59 AM 0
7:00 AM 7:14 AM 68 52 120 12 8
7:15 AM 7:29 AM 66 67 133 10 14
7:30 AM 7:44 AM 99 56 155 18 8
7:45 AM 7:59 AM 109 82 191 25 15
8:00 AM 8:14 AM 141 91 232 16 13
8:15 AM 8:29 AM 137 72 209 19 6
8:30 AM 8:44 AM 144 102 246 22 24
8:45 AM 8:59 AM 0
9:00 AM 9:14 AM 0
9:15 AM 9:29 AM 0
9:30 AM 9:44 AM 0
9:45 AM 9:59 AM 0
10:00 AM 10:14 AM 0
10:15 AM 10:29 AM 0
10:30 AM 10:44 AM 0
10:45 AM 10:59 AM 0
11:00 AM 11:14 AM 0
11:15 AM 11:29 AM 0
11:30 AM 11:44 AM 0
11:45 AM 11:59 AM 0
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
Page 2 Traffic Signal Warrant_Market Hawley
Traffic Signal Warrant Analysis Workbook 8/17/2021
Major Street
Approach #1
Major Street
Approach #2
Minor Street
Approach #1
Minor Street
Approach #2
(E‐Bound) (W‐Bound) (S‐Bound) (N‐Bound)
Begin At End Of Volume Volume Total Volume Volume Volume
ENTER VOLUME DATA PER 15 MINUTE INTERVAL, PER APPROACH
Time Interval
Major Street
Combined
12:00 PM 12:14 PM 0
12:15 PM 12:29 PM 0
12:30 PM 12:44 PM 0
12:45 PM 12:59 PM 0
1:00 PM 1:14 PM 0
1:15 PM 1:29 PM 0
1:30 PM 1:44 PM 0
1:45 PM 1:59 PM 0
2:00 PM 2:14 PM 0
2:15 PM 2:29 PM 0
2:30 PM 2:44 PM 0
2:45 PM 2:59 PM 0
3:00 PM 3:14 PM 136 118 254 36 31
3:15 PM 3:29 PM 112 115 227 32 28
3:30 PM 3:44 PM 90 99 189 39 25
3:45 PM 3:59 PM 109 105 214 33 26
4:00 PM 4:14 PM 122 69 191 22 32
4:15 PM 4:29 PM 124 83 207 36 13
4:30 PM 4:44 PM 109 72 181 35 36
4:45 PM 4:59 PM 127 97 224 27 31
5:00 PM 5:14 PM 140 99 239 43 32
5:15 PM 5:29 PM 130 102 232 39 22
5:30 PM 5:44 PM 121 118 239 30 31
5:45 PM 5:59 PM 90 101 191 21 18
6:00 PM 6:14 PM 99 128 227 31 21
6:15 PM 6:29 PM 114 104 218 22 25
6:30 PM 6:44 PM 105 87 192 24 19
6:45 PM 6:59 PM 105 70 175 19 14
7:00 PM 7:14 PM 0
7:15 PM 7:29 PM 0
7:30 PM 7:44 PM 0
7:45 PM 7:59 PM 0
8:00 PM 8:14 PM 0
8:15 PM 8:29 PM 0
8:30 PM 8:44 PM 0
8:45 PM 8:59 PM 0
9:00 PM 9:14 PM 0
9:15 PM 9:29 PM 0
9:30 PM 9:44 PM 0
9:45 PM 9:59 PM 0
10:00 PM 10:14 PM 0
10:15 PM 10:29 PM 0
10:30 PM 10:44 PM 0
10:45 PM 10:59 PM 0
11:00 PM 11:14 PM 0
11:15 PM 11:29 PM 0
11:30 PM 11:44 PM 0
11:45 PM 11:59 PM 0
2597 2089 4686 611 492
Approach Totals:
Page 3 Traffic Signal Warrant_Market Hawley
MUTCD Warrant 1
Sheet 1 of 1
Major Street:1 Lane
Minor Street:1 Lane
No
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11500 400 350 280 150 120 105 84
2 or More 1 600 480 420 336 150 120 105 84
2 or More 2 or More 600 480 420 336 200 160 140 112
12 or More500 400 350 280 200 160 140 112
Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56%
11750 600 525 420 75 60 53 42
2 or More 1 900 720 630 504 75 60 53 42
2 or More 2 or More 900 720 630 504 100 80 70 56
12 or More750 600 525 420 100 80 70 56
0No
5No
N/A
N/A
N/A
Number of Unique Hours Met:
Condition B Evaluation
Combination of Conditions A and B Necessary?*:
Combination of Condition A and Condition B Evaluation
*Only applicable for Warrant 1 if after an adequate trial of other alternatives that could cause less delay and inconvenience to traffic has failed
to solve the traffic problems. See Section 4C.02 of the 2009 MUTCD for application.
Condition A Evaluation
Condition B Satisfied?
Combination of Condition A and Condition B Satisfied?
Number of Unique Hours Met for Condition B:
Number of Unique Hours Met for Condition A:
MUTCD WARRANT 1, EIGHT‐HOUR VEHICULAR VOLUME
Condition A Satisfied?
Condition A ‐ Minimum Vehicular Volume
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Lanes for Moving Traffic
on Each Approach
No
Condition B ‐ Interruption of Continuous Traffic
Number of lanes for moving traffic on each
approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher‐volume minor street approach (one
direction only)
Number of Unique Hours Met:
Built‐up Isolated Community With Less Than 10,000
Population or Above 40 MPH on Major Street?
Page 4 Traffic Signal Warrant_Market Hawley
MUTCD Warrant 2
Page 5 of 13
Total Number of Unique Hours Met
On Figure 4C‐1
Major Street:1 Lane 2
Minor Street:1 Lane
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
12:00 AM 00
12:15 AM 00
12:30 AM 00
12:45 AM 00
1:00 AM 00
1:15 AM 00
1:30 AM 00
1:45 AM 00
2:00 AM 00
2:15 AM 00
2:30 AM 00
2:45 AM 00
3:00 AM 00
3:15 AM 00
3:30 AM 00
3:45 AM 00
4:00 AM 00
4:15 AM 00
4:30 AM 00
4:45 AM 00
5:00 AM 00
5:15 AM 00
5:30 AM 00
5:45 AM 00
6:00 AM 00
6:15 AM 120 12
6:30 AM 253 22
6:45 AM 408 40
7:00 AM 599 65
7:15 AM 711 69
7:30 AM 787 78
7:45 AM 878 82
8:00 AM 687 57
8:15 AM 455 41
8:30 AM 246 24
8:45 AM 00
9:00 AM 00
9:15 AM 00
9:30 AM 00
9:45 AM 00
10:00 AM 00
10:15 AM 00
10:30 AM 00
10:45 AM 00
11:00 AM 00
11:15 AM 00
11:30 AM 00
11:45 AM 00
MUTCD WARRANT 2, FOUR‐HOUR VEHICULAR VOLUME
No
Hourly Vehicular Volume
Hour Met?
Number of Lanes for Moving Traffic on Each
Approach
Built‐up Isolated Community With Less Than 10,000 Population or Above 40 MPH
on Major Street?
Page 5 Traffic Signal Warrant_Market Hawley
MUTCD Warrant 2
Page 6 of 13
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH)Vehicles Per Hour (VPH)
Hourly Vehicular Volume
Hour Met?
12:00 PM 00
12:15 PM 00
12:30 PM 00
12:45 PM 00
1:00 PM 00
1:15 PM 00
1:30 PM 00
1:45 PM 00
2:00 PM 00
2:15 PM 254 36
2:30 PM 481 68
2:45 PM 670 107
3:00 PM 884 140 Met
3:15 PM 821 126
3:30 PM 801 130
3:45 PM 793 126
4:00 PM 803 120
4:15 PM 851 141 Met
4:30 PM 876 144 Met
4:45 PM 934 139 Met
5:00 PM 901 133 Met
5:15 PM 889 121
5:30 PM 875 104
5:45 PM 828 98
6:00 PM 812 96
6:15 PM 585 65
6:30 PM 367 43
6:45 PM 175 19
7:00 PM 00
7:15 PM 00
7:30 PM 00
7:45 PM 00
8:00 PM 00
8:15 PM 00
8:30 PM 00
8:45 PM 00
9:00 PM 00
9:15 PM 00
9:30 PM 00
9:45 PM 00
10:00 PM 00
10:15 PM 00
10:30 PM 00
10:45 PM 00
11:00 PM 00
Page 6 Traffic Signal Warrant_Market Hawley
MUTCD Warrant 3
Page 7 of 13
Major Street:1 Lane
Minor Street:1 Lane
No
N/A
N/A
N/A
Total Number of Unique Hours Met
On Figure 4C‐3
0
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH) Vehicles Per Hour (VPH)
12:00 AM 00
12:15 AM 00
12:30 AM 00
12:45 AM 00
1:00 AM 00
1:15 AM 00
1:30 AM 00
1:45 AM 00
2:00 AM 00
2:15 AM 00
2:30 AM 00
2:45 AM 00
3:00 AM 00
3:15 AM 00
3:30 AM 00
3:45 AM 00
4:00 AM 00
4:15 AM 00
4:30 AM 00
4:45 AM 00
5:00 AM 00
5:15 AM 00
5:30 AM 00
5:45 AM 00
6:00 AM 00
6:15 AM 120 12
6:30 AM 253 22
6:45 AM 408 40
7:00 AM 599 65
7:15 AM 711 69
7:30 AM 787 78
7:45 AM 878 82
8:00 AM 687 57
8:15 AM 455 41
Does the total stopped time delay experienced by the traffic on one minor‐street
approach (one direction only) controlled by a STOP sign equal or exceed 4 vehicle‐hours
for a one‐lane approach or 5 vehicle‐hours for a two‐lane approach?
Does the volume on the same minor‐street approach (one direction only) equal or exceed
100 vehicles per hour for one moving lane of traffic or 150 vehicles per hour for two
moving lanes?
Built‐up Isolated Community With Less Than 10,000 Population or Above 40 MPH on
Major Street?
MUTCD WARRANT 3, PEAK HOUR
Number of Lanes for Moving Traffic on Each
Approach
No
Hourly Vehicular Volume
Hour Met?
Does the total entering volume serviced during the hour equal or exceed 650 vehicles per
hour for intersection with three approaches or 800 vehicles per hour for intersections
with four or more approaches?
Indicate whether all three of the following conditions for the same 1 hour (any four consecutive 15‐
minute periods) of an average day are present*
*If applicable, attach all supporting calculations and documentation.
Is this signal warrant being applied for an unusual case, such as office complexes,
manufacturing plants, industrial complexes, or high‐occupancy vehicle facilities that
attract or discharge large numbers of vehicles over a short time?
Page 7 Traffic Signal Warrant_Market Hawley
MUTCD Warrant 3
Page 8 of 13
Hour Interval Major Street Combined Highest Minor Street Approach
Beginning At Vehicles Per Hour (VPH) Vehicles Per Hour (VPH)
Hourly Vehicular Volume
Hour Met?
8:30 AM 246 24
8:45 AM 00
9:00 AM 00
9:15 AM 00
9:30 AM 00
9:45 AM 00
10:00 AM 00
10:15 AM 00
10:30 AM 00
10:45 AM 00
11:00 AM 00
11:15 AM 00
11:30 AM 00
11:45 AM 00
12:00 PM 00
12:15 PM 00
12:30 PM 00
12:45 PM 00
1:00 PM 00
1:15 PM 00
1:30 PM 00
1:45 PM 00
2:00 PM 00
2:15 PM 254 36
2:30 PM 481 68
2:45 PM 670 107
3:00 PM 884 140
3:15 PM 821 126
3:30 PM 801 130
3:45 PM 793 126
4:00 PM 803 120
4:15 PM 851 141
4:30 PM 876 144
4:45 PM 934 139
5:00 PM 901 133
5:15 PM 889 121
5:30 PM 875 104
5:45 PM 828 98
6:00 PM 812 96
6:15 PM 585 65
6:30 PM 367 43
6:45 PM 175 19
7:00 PM 00
7:15 PM 00
7:30 PM 00
7:45 PM 00
8:00 PM 00
8:15 PM 00
8:30 PM 00
8:45 PM 00
9:00 PM 00
9:15 PM 00
9:30 PM 00
9:45 PM 00
10:00 PM 00
10:15 PM 00
10:30 PM 00
10:45 PM 00
11:00 PM 00
Page 8 Traffic Signal Warrant_Market Hawley
MUTCD Warrant 4
Page 9 of 13
No
No
N/A
0
0
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
12:00 AM 0
12:15 AM 0
12:30 AM 0
12:45 AM 0
1:00 AM 0
1:15 AM 0
1:30 AM 0
1:45 AM 0
2:00 AM 0
2:15 AM 0
2:30 AM 0
2:45 AM 0
3:00 AM 0
3:15 AM 0
3:30 AM 0
3:45 AM 0
4:00 AM 0
4:15 AM 0
4:30 AM 0
4:45 AM 0
5:00 AM 0
5:15 AM 0
5:30 AM 0
5:45 AM 0
6:00 AM 0
6:15 AM 120
6:30 AM 253
6:45 AM 408
7:00 AM 599 13
7:15 AM 711 11
7:30 AM 787 13
7:45 AM 878 18
8:00 AM 687
8:15 AM 455
8:30 AM 246
8:45 AM 0
9:00 AM 0
9:15 AM 0
9:30 AM 0
9:45 AM 0
If the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross is less than 300 feet, will the proposed traffic control signal restrict
the progressive movement of traffic?*
No
Total Number of Unique Hours Met for Criterion A:
Total Number of Unique Hours Met for Criterion B:
15th Percentile Pedestrian Crossing Speed Less than 3.5 f/s?*
Is the distance to the nearest traffic control signal or STOP sign controlling the major street that
pedestrians desire to cross less than 300 feet?
*If applicable, attach all supporting calculations, documentation, and findings.
*If applicable, attach supporting justification.
Built‐up Isolated Community With Less Than 10,000 Population or Above 35 MPH on Major
Street?
MUTCD WARRANT 4, PEDESTRIAN VOLUME
Hourly Vehicular & Pedestrian Volume
Page 9 Traffic Signal Warrant_Market Hawley
MUTCD Warrant 4
Page 10 of 13
Hour Interval Major Street Combined Total of All Pedestrians Crossing Major Street Criterion A: 4‐Hour Criterion B: 1‐Hour
Beginning At Vehicles Per Hour (VPH) Pedestrians Per Hour (PPH) Hour Met on Figure 4C‐5? Hour Met on Figure 4C‐7?
Hourly Vehicular & Pedestrian Volume
10:00 AM 0
10:15 AM 0
10:30 AM 0
10:45 AM 0
11:00 AM 0
11:15 AM 0
11:30 AM 0
11:45 AM 0
12:00 PM 0
12:15 PM 0
12:30 PM 0
12:45 PM 0
1:00 PM 0
1:15 PM 0
1:30 PM 0
1:45 PM 0
2:00 PM 0
2:15 PM 254
2:30 PM 481
2:45 PM 670
3:00 PM 884 57
3:15 PM 821 42
3:30 PM 801 40
3:45 PM 793 49
4:00 PM 803 60
4:15 PM 851 59
4:30 PM 876 73
4:45 PM 934 61
5:00 PM 901 44
5:15 PM 889 56
5:30 PM 875 50
5:45 PM 828 55
6:00 PM 812 59
6:15 PM 585
6:30 PM 367
6:45 PM 175
7:00 PM 0
7:15 PM 0
7:30 PM 0
7:45 PM 0
8:00 PM 0
8:15 PM 0
8:30 PM 0
8:45 PM 0
9:00 PM 0
9:15 PM 0
9:30 PM 0
9:45 PM 0
10:00 PM 0
10:15 PM 0
10:30 PM 0
10:45 PM 0
11:00 PM 0
Page 10 Traffic Signal Warrant_Market Hawley
MUTCD Warrant 5 and 6
Sheet 1 of 1
No
Print w/ Figure 4C‐3
No
No
No
No
No
No
No
Total Adequate Gaps Met? Total Adequate Gaps Met? Total Adequate Gaps Met? Total Adequate Gaps Met?
1 Morning N/A N/A N/A N/A
2 Afternoon N/A N/A N/A N/A
3 N/A N/A N/A N/A
4 N/A N/A N/A N/A
5 N/A N/A N/A N/A
Summary: Not Met Not Met Not Met Not Met
N/A
N/A
Has a traffic engineering study been conducted to determine the adequacy and frequency of gaps in the vehicular traffic stream as related to the
number and size of groups of schoolchildren at an established school crossing across the major street?
MUTCD WARRANT 5, SCHOOL CROSSING
Minimum of 20 schoolchildren during the highest crossing hour?
Data Collection Date:
Day of the Week:
Pedestrian Gap Acceptance Engineering and Traffic Study Evaluation*
Do schoolchildren (elementary through high school students) cross the major street?
Has consideration been given to implement other remedial measures, such as warning signs and flashers,
school speed zones, school crossing guards, or a grade‐separated crossing?
Is the distance to the nearest traffic control signal along the major street less than 300 feet?
If the distance to the nearest traffic control signal along the major street is less than 300 feet, will the
proposed traffic control signal restrict the progressive movement of traffic?
Crossing 2 (Stage 1) Crossing 2 (Stage 2)
Sufficient median for major street Crossing 1?
MUTCD WARRANT 6, COORDINATED SIGNAL SYSTEM*
*Warrant 6 should not be applied where the resultant spacing of traffic control signals would be less than 1,000 feet.
Sufficient median for major street Crossing 2?
Crossing 1 (Stage 2)
On a one‐way street or a street that has traffic predominantly in one direction, the adjacent traffic control
signals are so far apart that they do not provide the necessary degree of vehicular platooning.
On a two‐way street, adjacent traffic control signals do not provide the necessary degree of platooning and the
proposed and adjacent traffic control signals will collectively provide a progressive operation.
Study Duration
(mins)Study Period Crossing 1 (Stage 1)
Page 11 Traffic Signal Warrant_Market Hawley
MUTCD Warrant 7 and 8
Sheet 1 of 1
Major Street:1 Lane
Minor Street:1 Lane
N/A
N/A
No
No
N/A
Does the major street appear as a major route on an official plan, such as a major street plan
in an urban area traffic and transportation study?
Does the intersection have a total existing, or immediately projected, entering volume of at least 1,000 vehicles per hour during the peak hour of a typical
weekday and has 5‐year projected traffic volumes, based on an engineering study, that meet one or more of Warrants 1,2, and 3 during an average
weekday?
Does the intersection have a total existing or immediately projected entering volume of at least 1,000 vehicles per hour for each of any
5 hours of a non‐normal business day (Saturday or Sunday)?
Is the major street part of the street or highway system that serves as the principal roadway network for through traffic flow?
For each of any 8 hours of an average day, the vehicles per hour given in both the 80% columns of Condition A in Table 4C‐1
exists on the major‐street and the higher‐volume minor‐street approach, respectively, to the intersection.
Five or more reportable and/or non‐reportable crashes, of types susceptible to correction by a traffic control signal, have
occurred within a 12‐month period during the most recent 3 years of available crash data.*
For each of any 8 hours of an average day, the vehicles per hour given in both the 80% columns of Condition B in Table 4C‐1
exists on the major‐street and the higher‐volume minor‐street approach, respectively, to the intersection.
Does the major street include rural or suburban highways outside, entering, or traversing a city?
Is the major street classified as an Urban Extension, Principal Arterial, or Minor Arterial that is a reasonable connection between two
Principal Arterials and/or Urban Extensions as shown on the official Functional Classification Map?
The volume of pedestrian traffic is not less than 80% of the requirements
specified in Warrant 4, the Pedestrian Volume warrant.*
*If applicable, attach all supporting calculations and documentation.
MUTCD WARRANT 8, ROADWAY NETWORK*
MUTCD WARRANT 7, CRASH EXPERIENCE
No
*If applicable, attach a summary of the crash data analysis used for this criterion.
Has adequate trial of alternatives with satisfactory observance and enforcement failed to reduce the crash frequency?
Number of Lanes for Moving Traffic on Each
Approach
Built‐up Isolated Community With Less Than 10,000
Population or Above 40 MPH on Major Street?
Page 12 Traffic Signal Warrant_Market Hawley
MUTCD Warrant 9
Sheet 1 of 2
feet
vph
vph
Inputs Adjustment Factor
#N/A
1.00
#N/A
N/A vph
0vph
0vph
Figure 4C‐10
Does the grade crossing exist on an approach controlled by a STOP or Yield sign and the center of the track nearest to the
intersection is within 140 feet of the stop line or yield line on the approach?
During the highest traffic volume hour during which rail traffic uses the crossing, the plotted point representing the vehicles per hour on the
major street (total of both approaches) and the corresponding vehicles per hour on the minor‐street approach that crosses the track (one
direction only, approaching the intersection) falls above the applicable curve in Figure 4C‐9 or 4C‐10 for the existing combination of
approach lanes over the track and the distance D.
Actual Minor‐Street Volume (One Direction Only, Approaching the Intersection):
Highest Traffic Volume Hour During Which Rail Traffic Uses the Crossing*
*If the rail traffic arrival times are unknown, the highest traffic volume hour of the day should be used.
Apply Adjustment Factors to the Minor‐Street Volume?:
MUTCD WARRANT 9, INTERSECTION NEAR A GRADE CROSSING
Major Street Volume (Total of Both Approaches):
Minor‐Street Volume (One Direction Only, Approaching the Intersection):
Traffic Volumes for Figure Comparison
Occurrences of Rail Traffic per Day:
% of High‐Occupancy Buses (buses with at least 20 people) on Minor‐Street Approach:
% of Tractor‐Trailer Trucks on Minor‐Street Approach:
Adjusted Minor‐Street Volume (One Direction Only, Approaching the Intersection):
Clear Storage Distance (D):
Major Street Volume (Total of Both Approaches):
*Refer to Section 4C.10 of the MUTCD for details on the application of these adjustment factors.
Minor‐Street Approach Volume Adjustments*
Applicable Figure for Comparison:
Number of approach lanes on the minor street approach that crosses the track:
Page 13 Traffic Signal Warrant_Market Hawley
APPENDIX K: ALTERNATIVE
CONDITIONS CAPACITY ANALYSIS
Lanes, Volumes, Timings Option A, Concurrent Vehicle/Ped Phasing
21: Hawley St /Market St & Main St /Bridge St AM Peak
Northampton - Main St Synchro 10 Report
Toole Design Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9 Ø10
Lane Configurations
Traffic Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Future Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 16 16 16 16 16 16
Storage Length (ft) 0 40 25 0 0 0 0 0
Storage Lanes 0 0 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 200 1056 1883 874
Travel Time (s) 5.5 28.8 51.4 23.8
Confl. Peds. (#/hr) 20 23 23 20 13 26 26 13
Confl. Bikes (#/hr) 3 2 1 1
Peak Hour Factor 0.86 0.86 0.86 0.78 0.78 0.78 0.84 0.84 0.84 0.78 0.78 0.78
Heavy Vehicles (%) 7% 4% 0% 8% 7% 0% 5% 2% 0% 3% 5% 2%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 601 0 0 473 0 0 121 0 0 166 0
Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4 9 10
Permitted Phases 2 6 8 4
Detector Phase 2 2 6 6 8 8 4 4
Switch Phase
Minimum Initial (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 1.0 1.0
Minimum Split (s) 21.5 21.5 19.5 19.5 20.5 20.5 24.5 24.5 4.0 4.0
Total Split (s) 37.5 37.5 37.5 37.5 24.5 24.5 24.5 24.5 4.0 4.0
Total Split (%) 53.6% 53.6% 53.6% 53.6% 35.0% 35.0% 35.0% 35.0% 6% 6%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.0 3.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 0.0 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.5 5.5 5.5 5.5
Lead/Lag
Lead-Lag Optimize?
Recall Mode Ped Ped Ped Ped Ped Ped Ped Ped Ped Ped
v/c Ratio 0.93 0.72 0.25 0.36
Control Delay 42.3 22.8 16.3 17.2
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 42.3 22.8 16.3 17.2
Queue Length 50th (ft) 224 152 28 40
Queue Length 95th (ft) #393 202 62 72
Internal Link Dist (ft) 120 976 1803 794
Turn Bay Length (ft)
Base Capacity (vph) 703 714 481 458
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.85 0.66 0.25 0.36
Intersection Summary
Area Type: CBD
Cycle Length: 70
Actuated Cycle Length: 67.6
Natural Cycle: 70
Control Type: Actuated-Uncoordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 21: Hawley St /Market St & Main St /Bridge St
HCM Signalized Intersection Capacity Analysis Option A, Concurrent Vehicle/Ped Phasing
21: Hawley St /Market St & Main St /Bridge St AM Peak
Northampton - Main St Synchro 10 Report
Toole Design Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Future Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 11 11 11 11 11 16 16 16 16 16 16
Total Lost time (s) 5.5 5.5 5.5 5.5
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.97 0.98
Flpb, ped/bikes 1.00 1.00 1.00 0.99
Frt 1.00 0.99 0.96 0.94
Flt Protected 1.00 1.00 0.99 0.98
Satd. Flow (prot) 1568 1530 1745 1691
Flt Permitted 0.94 0.98 0.92 0.87
Satd. Flow (perm) 1476 1496 1618 1501
Peak-hour factor, PHF 0.86 0.86 0.86 0.78 0.78 0.78 0.84 0.84 0.84 0.78 0.78 0.78
Adj. Flow (vph) 48 531 22 15 432 26 25 56 40 51 47 68
RTOR Reduction (vph)02003002500350
Lane Group Flow (vph) 0 599 0 0 470 0 0 96 0 0 131 0
Confl. Peds. (#/hr) 20 23 23 20 13 26 26 13
Confl. Bikes (#/hr) 3 2 1 1
Heavy Vehicles (%) 7% 4% 0% 8% 7% 0% 5% 2% 0% 3% 5% 2%
Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4
Permitted Phases 2 6 8 4
Actuated Green, G (s) 29.4 29.4 19.1 19.1
Effective Green, g (s) 29.4 29.4 19.1 19.1
Actuated g/C Ratio 0.44 0.44 0.28 0.28
Clearance Time (s) 5.5 5.5 5.5 5.5
Vehicle Extension (s) 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 642 651 457 424
v/s Ratio Prot
v/s Ratio Perm c0.41 0.31 0.06 c0.09
v/c Ratio 0.93 0.72 0.21 0.31
Uniform Delay, d1 18.1 15.7 18.4 19.0
Progression Factor 1.00 1.00 1.00 1.00
Incremental Delay, d2 20.3 3.3 0.1 0.2
Delay (s) 38.4 19.0 18.5 19.2
Level of Service D B B B
Approach Delay (s) 38.4 19.0 18.5 19.2
Approach LOS D B B B
Intersection Summary
HCM 2000 Control Delay 27.6 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.66
Actuated Cycle Length (s) 67.5 Sum of lost time (s) 17.0
Intersection Capacity Utilization 73.0% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Option A, Concurrent Vehicle/Ped Phasing
21: Hawley St /Market St & Main St /Bridge St PM Peak
Northampton - Main St Synchro 10 Report
Toole Design Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9 Ø10
Lane Configurations
Traffic Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Future Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 16 16 16 16 16 16
Storage Length (ft) 0 40 25 0 0 0 0 0
Storage Lanes 0 0 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 200 1056 1883 874
Travel Time (s) 5.5 28.8 51.4 23.8
Confl. Peds. (#/hr) 51 33 33 51 19 12 12 19
Confl. Bikes (#/hr) 3 1
Peak Hour Factor 0.93 0.93 0.93 0.88 0.88 0.88 0.91 0.91 0.91 0.81 0.81 0.81
Heavy Vehicles (%) 0% 2% 0% 6% 2% 0% 0% 0% 8% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 557 0 0 491 0 0 131 0 0 174 0
Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4 9 10
Permitted Phases 2 6 8 4
Detector Phase 2 2 6 6 8 8 4 4
Switch Phase
Minimum Initial (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 1.0 1.0
Minimum Split (s) 21.5 21.5 19.5 19.5 20.5 20.5 24.5 24.5 4.0 4.0
Total Split (s) 37.5 37.5 37.5 37.5 24.5 24.5 24.5 24.5 4.0 4.0
Total Split (%) 53.6% 53.6% 53.6% 53.6% 35.0% 35.0% 35.0% 35.0% 6% 6%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.0 3.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 0.0 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.5 5.5 5.5 5.5
Lead/Lag
Lead-Lag Optimize?
Recall Mode Ped Ped Ped Ped Ped Ped Ped Ped Ped Ped
v/c Ratio 0.92 0.75 0.29 0.37
Control Delay 41.1 23.7 19.2 18.9
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 41.1 23.7 19.2 18.9
Queue Length 50th (ft) 201 158 38 48
Queue Length 95th (ft) #391 255 80 86
Internal Link Dist (ft) 120 976 1803 794
Turn Bay Length (ft)
Base Capacity (vph) 692 756 446 469
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.80 0.65 0.29 0.37
Intersection Summary
Area Type: CBD
Cycle Length: 70
Actuated Cycle Length: 66.3
Natural Cycle: 70
Control Type: Actuated-Uncoordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 21: Hawley St /Market St & Main St /Bridge St
HCM Signalized Intersection Capacity Analysis Option A, Concurrent Vehicle/Ped Phasing
21: Hawley St /Market St & Main St /Bridge St PM Peak
Northampton - Main St Synchro 10 Report
Toole Design Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Future Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 11 11 11 11 11 16 16 16 16 16 16
Total Lost time (s) 5.5 5.5 5.5 5.5
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 0.99 0.99 0.99 0.98
Flpb, ped/bikes 1.00 1.00 0.99 0.99
Frt 0.99 0.99 0.97 0.95
Flt Protected 0.99 1.00 0.98 0.98
Satd. Flow (prot) 1581 1593 1777 1775
Flt Permitted 0.89 0.97 0.83 0.85
Satd. Flow (perm) 1418 1553 1499 1543
Peak-hour factor, PHF 0.93 0.93 0.93 0.88 0.88 0.88 0.91 0.91 0.91 0.81 0.81 0.81
Adj. Flow (vph) 68 446 43 18 448 25 51 51 29 59 57 58
RTOR Reduction (vph)05003001400250
Lane Group Flow (vph) 0 552 0 0 488 0 0 117 0 0 149 0
Confl. Peds. (#/hr) 51 33 33 51 19 12 12 19
Confl. Bikes (#/hr) 3 1
Heavy Vehicles (%) 0% 2% 0% 6% 2% 0% 0% 0% 8% 0% 0% 0%
Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4
Permitted Phases 2 6 8 4
Actuated Green, G (s) 28.1 28.1 19.1 19.1
Effective Green, g (s) 28.1 28.1 19.1 19.1
Actuated g/C Ratio 0.42 0.42 0.29 0.29
Clearance Time (s) 5.5 5.5 5.5 5.5
Vehicle Extension (s) 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 601 659 432 445
v/s Ratio Prot
v/s Ratio Perm c0.39 0.31 0.08 c0.10
v/c Ratio 0.92 0.74 0.27 0.34
Uniform Delay, d1 18.0 16.0 18.2 18.5
Progression Factor 1.00 1.00 1.00 1.00
Incremental Delay, d2 18.8 3.9 0.1 0.2
Delay (s) 36.8 19.9 18.3 18.7
Level of Service D B B B
Approach Delay (s) 36.8 19.9 18.3 18.7
Approach LOS D B B B
Intersection Summary
HCM 2000 Control Delay 26.5 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.65
Actuated Cycle Length (s) 66.2 Sum of lost time (s) 17.0
Intersection Capacity Utilization 82.2% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Option B, Split Phasing
21: Hawley St /Market St & Main St /Bridge St AM Peak
Northampton - Main St Synchro 10 Report
Toole Design Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Future Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 16 16 16 16 16 16
Storage Length (ft) 0 40 25 0 0 0 0 0
Storage Lanes 0 0 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 200 1056 1883 874
Travel Time (s) 5.5 28.8 51.4 23.8
Confl. Peds. (#/hr) 20 23 23 20 13 26 26 13
Confl. Bikes (#/hr) 3 2 1 1
Peak Hour Factor 0.86 0.86 0.86 0.78 0.78 0.78 0.84 0.84 0.84 0.78 0.78 0.78
Heavy Vehicles (%) 7% 4% 0% 8% 7% 0% 5% 2% 0% 3% 5% 2%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 601 0 0 473 0 0 121 0 0 166 0
Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4 9
Permitted Phases 2 6 8 4
Detector Phase 2 2 6 6 8 8 4 4
Switch Phase
Minimum Initial (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 1.0
Minimum Split (s) 21.5 21.5 19.5 19.5 20.5 20.5 24.5 24.5 4.0
Total Split (s) 50.5 50.5 50.5 50.5 20.5 20.5 25.0 25.0 4.0
Total Split (%) 50.5% 50.5% 50.5% 50.5% 20.5% 20.5% 25.0% 25.0% 4%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.5 5.5 5.5 5.5
Lead/Lag
Lead-Lag Optimize?
Recall Mode Ped Ped Ped Ped Ped Ped Ped Ped Ped
v/c Ratio 0.96 0.74 0.46 0.79
Control Delay 53.9 30.6 38.0 57.7
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 53.9 30.6 38.0 57.7
Queue Length 50th (ft) 345 234 59 84
Queue Length 95th (ft) #527 283 107 #151
Internal Link Dist (ft) 120 976 1803 794
Turn Bay Length (ft)
Base Capacity (vph) 689 703 263 213
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.87 0.67 0.46 0.78
Intersection Summary
Area Type: CBD
Cycle Length: 100
Actuated Cycle Length: 96.2
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 21: Hawley St /Market St & Main St /Bridge St
HCM Signalized Intersection Capacity Analysis Option B, Split Phasing
21: Hawley St /Market St & Main St /Bridge St AM Peak
Northampton - Main St Synchro 10 Report
Toole Design Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Future Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 11 11 11 11 11 16 16 16 16 16 16
Total Lost time (s) 5.5 5.5 5.5 5.5
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.97 0.98
Flpb, ped/bikes 1.00 1.00 0.99 1.00
Frt 1.00 0.99 0.96 0.94
Flt Protected 1.00 1.00 0.99 0.98
Satd. Flow (prot) 1566 1529 1726 1709
Flt Permitted 0.93 0.98 0.90 0.54
Satd. Flow (perm) 1467 1494 1571 929
Peak-hour factor, PHF 0.86 0.86 0.86 0.78 0.78 0.78 0.84 0.84 0.84 0.78 0.78 0.78
Adj. Flow (vph) 48 531 22 15 432 26 25 56 40 51 47 68
RTOR Reduction (vph)01002001800250
Lane Group Flow (vph) 0 600 0 0 471 0 0 103 0 0 141 0
Confl. Peds. (#/hr) 20 23 23 20 13 26 26 13
Confl. Bikes (#/hr) 3 2 1 1
Heavy Vehicles (%) 7% 4% 0% 8% 7% 0% 5% 2% 0% 3% 5% 2%
Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4
Permitted Phases 2 6 8 4
Actuated Green, G (s) 41.2 41.2 15.1 19.4
Effective Green, g (s) 41.2 41.2 15.1 19.4
Actuated g/C Ratio 0.43 0.43 0.16 0.20
Clearance Time (s) 5.5 5.5 5.5 5.5
Vehicle Extension (s) 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 628 639 246 187
v/s Ratio Prot
v/s Ratio Perm c0.41 0.32 c0.07 c0.15
v/c Ratio 0.96 0.74 0.42 0.76
Uniform Delay, d1 26.6 23.0 36.6 36.2
Progression Factor 1.00 1.00 1.00 1.00
Incremental Delay, d2 24.9 3.8 0.4 14.2
Delay (s) 51.5 26.8 37.0 50.4
Level of Service D C D D
Approach Delay (s) 51.5 26.8 37.0 50.4
Approach LOS D C D D
Intersection Summary
HCM 2000 Control Delay 41.5 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.79
Actuated Cycle Length (s) 96.2 Sum of lost time (s) 19.5
Intersection Capacity Utilization 73.0% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Option B, Split Phasing
21: Hawley St /Market St & Main St /Bridge St PM Peak
Northampton - Main St Synchro 10 Report
Toole Design Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Future Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 16 16 16 16 16 16
Storage Length (ft) 0 40 25 0 0 0 0 0
Storage Lanes 0 0 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 200 1056 1883 874
Travel Time (s) 5.5 28.8 51.4 23.8
Confl. Peds. (#/hr) 51 33 33 51 19 12 12 19
Confl. Bikes (#/hr) 3 1
Peak Hour Factor 0.93 0.93 0.93 0.88 0.88 0.88 0.91 0.91 0.91 0.81 0.81 0.81
Heavy Vehicles (%) 0% 2% 0% 6% 2% 0% 0% 0% 8% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 557 0 0 491 0 0 131 0 0 174 0
Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4 9
Permitted Phases 2 6 8 4
Detector Phase 2 2 6 6 8 8 4 4
Switch Phase
Minimum Initial (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 1.0
Minimum Split (s) 21.5 21.5 19.5 19.5 20.5 20.5 24.5 24.5 4.0
Total Split (s) 51.0 51.0 51.0 51.0 20.5 20.5 24.5 24.5 4.0
Total Split (%) 51.0% 51.0% 51.0% 51.0% 20.5% 20.5% 24.5% 24.5% 4%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.5 5.5 5.5 5.5
Lead/Lag
Lead-Lag Optimize?
Recall Mode Ped Ped Ped Ped Ped Ped Ped Ped Ped
v/c Ratio 0.96 0.75 0.56 0.67
Control Delay 54.6 30.7 45.0 46.3
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 54.6 30.7 45.0 46.3
Queue Length 50th (ft) 313 240 71 92
Queue Length 95th (ft) #531 351 134 145
Internal Link Dist (ft) 120 976 1803 794
Turn Bay Length (ft)
Base Capacity (vph) 662 745 236 260
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.84 0.66 0.56 0.67
Intersection Summary
Area Type: CBD
Cycle Length: 100
Actuated Cycle Length: 95.1
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 21: Hawley St /Market St & Main St /Bridge St
HCM Signalized Intersection Capacity Analysis Option B, Split Phasing
21: Hawley St /Market St & Main St /Bridge St PM Peak
Northampton - Main St Synchro 10 Report
Toole Design Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Future Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 11 11 11 11 11 16 16 16 16 16 16
Total Lost time (s) 5.5 5.5 5.5 5.5
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 0.99 0.99 0.99 0.98
Flpb, ped/bikes 0.99 1.00 0.99 1.00
Frt 0.99 0.99 0.97 0.95
Flt Protected 0.99 1.00 0.98 0.98
Satd. Flow (prot) 1577 1589 1763 1780
Flt Permitted 0.86 0.97 0.80 0.67
Satd. Flow (perm) 1371 1548 1433 1209
Peak-hour factor, PHF 0.93 0.93 0.93 0.88 0.88 0.88 0.91 0.91 0.91 0.81 0.81 0.81
Adj. Flow (vph) 68 446 43 18 448 25 51 51 29 59 57 58
RTOR Reduction (vph)03002001000180
Lane Group Flow (vph) 0 554 0 0 489 0 0 121 0 0 156 0
Confl. Peds. (#/hr) 51 33 33 51 19 12 12 19
Confl. Bikes (#/hr) 3 1
Heavy Vehicles (%) 0% 2% 0% 6% 2% 0% 0% 0% 8% 0% 0% 0%
Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4
Permitted Phases 2 6 8 4
Actuated Green, G (s) 40.3 40.3 15.1 19.1
Effective Green, g (s) 40.3 40.3 15.1 19.1
Actuated g/C Ratio 0.42 0.42 0.16 0.20
Clearance Time (s) 5.5 5.5 5.5 5.5
Vehicle Extension (s) 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 581 656 227 243
v/s Ratio Prot
v/s Ratio Perm c0.40 0.32 c0.08 c0.13
v/c Ratio 0.95 0.74 0.53 0.64
Uniform Delay, d1 26.4 23.0 36.7 34.8
Progression Factor 1.00 1.00 1.00 1.00
Incremental Delay, d2 25.7 4.0 1.2 4.3
Delay (s) 52.2 27.1 37.9 39.2
Level of Service D C D D
Approach Delay (s) 52.2 27.1 37.9 39.2
Approach LOS D C D D
Intersection Summary
HCM 2000 Control Delay 40.0 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.78
Actuated Cycle Length (s) 95.0 Sum of lost time (s) 19.5
Intersection Capacity Utilization 82.2% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Option C, Unsignalized
21: Hawley St /Market St & Main St /Bridge St AM Peak
Northampton - Main St Synchro 10 Report
Toole Design Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Future Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 16 16 16 16 16 16
Storage Length (ft) 0 40 25 0 0 0 0 0
Storage Lanes 0 0 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Link Speed (mph) 25 25 25 25
Link Distance (ft) 200 1056 1883 874
Travel Time (s) 5.5 28.8 51.4 23.8
Confl. Peds. (#/hr) 20 23 23 20 13 26 26 13
Confl. Bikes (#/hr) 3 2 1 1
Peak Hour Factor 0.86 0.86 0.86 0.78 0.78 0.78 0.84 0.84 0.84 0.78 0.78 0.78
Heavy Vehicles (%) 7% 4% 0% 8% 7% 0% 5% 2% 0% 3% 5% 2%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 601 0 0 473 0 0 121 0 0 166 0
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Option C, Unsignalized
21: Hawley St /Market St & Main St /Bridge St AM Peak
Northampton - Main St Synchro 10 Report
Toole Design Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 41 457 19 12 337 20 21 47 34 40 37 53
Future Volume (Veh/h) 41 457 19 12 337 20 21 47 34 40 37 53
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.86 0.86 0.86 0.78 0.78 0.78 0.84 0.84 0.84 0.78 0.78 0.78
Hourly flow rate (vph) 48 531 22 15 432 26 25 56 40 51 47 68
Pedestrians 13 26 23 20
Lane Width (ft) 11.0 11.0 16.0 16.0
Walking Speed (ft/s) 3.5 3.5 3.5 3.5
Percent Blockage 1 2 3 3
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 567
pX, platoon unblocked 0.83 0.83 0.83 0.83 0.83 0.83
vC, conflicting volume 478 576 1240 1169 591 1227 1167 478
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 478 381 1186 1099 399 1169 1097 478
tC, single (s) 4.2 4.2 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.3 2.3 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 95 98 69 64 92 37 70 88
cM capacity (veh/h) 1032 918 80 156 513 81 154 566
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 601 473 121 166
Volume Left 48 15 25 51
Volume Right 22 26 40 68
cSH 1032 918 161 158
Volume to Capacity 0.05 0.02 0.75 1.05
Queue Length 95th (ft) 4 1 117 211
Control Delay (s) 1.2 0.5 74.6 144.3
Lane LOS A A F F
Approach Delay (s) 1.2 0.5 74.6 144.3
Approach LOS F F
Intersection Summary
Average Delay 24.9
Intersection Capacity Utilization 68.2% ICU Level of Service C
Analysis Period (min) 15
Lanes, Volumes, Timings Option C, Unsignalized
21: Hawley St /Market St & Main St /Bridge St PM Peak
Northampton - Main St Synchro 10 Report
Toole Design Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Future Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 16 16 16 16 16 16
Storage Length (ft) 0 40 25 0 0 0 0 0
Storage Lanes 0 0 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Link Speed (mph) 25 25 25 25
Link Distance (ft) 200 1056 1883 874
Travel Time (s) 5.5 28.8 51.4 23.8
Confl. Peds. (#/hr) 51 33 33 51 19 12 12 19
Confl. Bikes (#/hr) 3 1
Peak Hour Factor 0.93 0.93 0.93 0.88 0.88 0.88 0.91 0.91 0.91 0.81 0.81 0.81
Heavy Vehicles (%) 0% 2% 0% 6% 2% 0% 0% 0% 8% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 557 0 0 491 0 0 131 0 0 174 0
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Option C, Unsignalized
21: Hawley St /Market St & Main St /Bridge St PM Peak
Northampton - Main St Synchro 10 Report
Toole Design Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 63 415 40 16 394 22 46 46 26 48 46 47
Future Volume (Veh/h) 63 415 40 16 394 22 46 46 26 48 46 47
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.93 0.93 0.93 0.88 0.88 0.88 0.91 0.91 0.91 0.81 0.81 0.81
Hourly flow rate (vph) 68 446 43 18 448 25 51 51 29 59 57 58
Pedestrians 19 12 33 51
Lane Width (ft) 11.0 11.0 16.0 16.0
Walking Speed (ft/s) 3.5 3.5 3.5 3.5
Percent Blockage 2 1 4 6
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 567
pX, platoon unblocked 0.91 0.91 0.91 0.91 0.91 0.91
vC, conflicting volume 524 522 1238 1196 512 1218 1206 530
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 524 420 1211 1165 410 1188 1175 530
tC, single (s) 4.1 4.2 7.1 6.5 6.3 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.3 3.5 4.0 3.4 3.5 4.0 3.3
p0 queue free % 93 98 30 65 95 29 60 89
cM capacity (veh/h) 985 970 73 145 540 84 143 508
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 557 491 131 174
Volume Left 68 18 51 59
Volume Right 43 25 29 58
cSH 985 970 119 143
Volume to Capacity 0.07 0.02 1.10 1.22
Queue Length 95th (ft) 6 1 196 257
Control Delay (s) 1.8 0.5 183.9 206.8
Lane LOS A A F F
Approach Delay (s) 1.8 0.5 183.9 206.8
Approach LOS F F
Intersection Summary
Average Delay 45.4
Intersection Capacity Utilization 76.2% ICU Level of Service D
Analysis Period (min) 15
APPENDIX L: ALTERNATIVE
CONDITIONS QUEUE LENGTH
DIAGRAMS
60' LOA
D
I
N
G
PROP AM 50TH %ILE QUEUE
PROP PM 50TH %ILE QUEUE
EX AM 50TH %ILE QUEUE
EX PM 50TH %ILE QUEUE
LEGEND MARKET STREETH
AW
L
E
Y
S
T
R
E
E
T
BRIDG
E
S
T
R
E
E
T
MAIN
S
T
R
E
E
T
H:\60000\60153_P_Main Street (Route 9) Complete Streets Design Services\04 Conceptual Plans\Capacity Analysis\Market and Hawley Options\Option A\Option A 50th queue lengths.dwg8/17/20210
SCALE: 1" = 40'
40 160100
ALTERNATIVE A: CONCURRENT VEHICULAR AND PEDESTRIAN PHASING
50TH PERCENTILE QUEUE LENGTHS
FOR INFORMATIONAL PURPOSES ONLY. GEOMETRIC CONDITIONS DEPICTED ARE SUBJECT TO FURTHER REVISION AND CONSIDERATION AND SHOULD NOT BE CONSIDERED RECOMMENDATIONS. NOT TO BE DISTRIBUTED, FOR PLANNING PURPOSES ONLY.
60' LOA
D
I
N
G
PROP AM 50TH %ILE QUEUE
PROP PM 50TH %ILE QUEUE
EX AM 50TH %ILE QUEUE
EX PM 50TH %ILE QUEUE
LEGEND MARKET STREETH
AW
L
E
Y
S
T
R
E
E
T
BRIDG
E
S
T
R
E
E
T
MAIN
S
T
R
E
E
T
H:\60000\60153_P_Main Street (Route 9) Complete Streets Design Services\04 Conceptual Plans\Capacity Analysis\Market and Hawley Options\Option B\Option B 50th queue lengths.dwg8/17/20210
SCALE: 1" = 40'
40 160100
ALTERNATIVE B: SPLIT VEHICULAR AND CONCURRENT PEDESTRIAN PHASING
50TH PERCENTILE QUEUE LENGTHS
FOR INFORMATIONAL PURPOSES ONLY. GEOMETRIC CONDITIONS DEPICTED ARE SUBJECT TO FURTHER REVISION AND CONSIDERATION AND SHOULD NOT BE CONSIDERED RECOMMENDATIONS. NOT TO BE DISTRIBUTED, FOR PLANNING PURPOSES ONLY.
60' LOA
D
I
N
G
PROP AM 95TH %ILE QUEUE
PROP PM 95TH %ILE QUEUE
EX AM 50TH %ILE QUEUE
EX PM 50TH %ILE QUEUE
LEGEND MARKET STREETH
AW
L
E
Y
S
T
R
E
E
T
BRIDG
E
S
T
R
E
E
T
MAIN
S
T
R
E
E
T
H:\60000\60153_P_Main Street (Route 9) Complete Streets Design Services\04 Conceptual Plans\Capacity Analysis\Market and Hawley Options\Option C\Option C 50th queue lengths.dwg8/17/20210
SCALE: 1" = 40'
40 160100
ALTERNATIVE C: UNSIGNALIZED
50TH AND 95TH PERCENTILE QUEUE LENGTHS
FOR INFORMATIONAL PURPOSES ONLY. GEOMETRIC CONDITIONS DEPICTED ARE SUBJECT TO FURTHER REVISION AND CONSIDERATION AND SHOULD NOT BE CONSIDERED RECOMMENDATIONS. NOT TO BE DISTRIBUTED, FOR PLANNING PURPOSES ONLY.
APPENDIX G.
EXISTING AND
PROPOSED
CONDITIONS
CAPACITY
ANALYSIS
Existing Conditions Morning Peak Hour
Existing Conditions Evening Peak Hour
Existing Conditions Saturday Midday Peak Hour
Proposed Conditions Morning Peak Hour
Proposed Conditions Evening Peak Hour
Proposed Conditions Saturday Midday Peak Hour
Lanes, Volumes, Timings Existing Conditions
1: West St & Elm St/Main St AM Peak
Northampton - Main Street Synchro 10 Report
Page 1
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 470 203 280 299 174 343
Future Volume (vph) 470 203 280 299 174 343
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 10 10 9 13
Storage Length (ft) 110 0 0 80
Storage Lanes 1 1 1 1
Taper Length (ft) 25 25
Right Turn on Red Yes Yes
Link Speed (mph) 25 25 25
Link Distance (ft) 243 209 384
Travel Time (s) 6.6 5.7 10.5
Confl. Peds. (#/hr) 11 11
Confl. Bikes (#/hr) 1
Peak Hour Factor 1.00 1.00 0.87 0.87 0.94 0.94
Heavy Vehicles (%) 3% 4% 2% 4% 2% 1%
Shared Lane Traffic (%)
Lane Group Flow (vph) 673 0 322 344 185 365
Turn Type NA D.P+P NA Prot pt+ov
Protected Phases 2 4 2 4 3 3 4
Permitted Phases 2
Detector Phase 4 3 3
Switch Phase
Minimum Initial (s) 24.0 15.0 8.0
Minimum Split (s) 30.0 20.0 14.0
Total Split (s) 39.0 33.0 38.0
Total Split (%) 35.5% 30.0% 34.5%
Yellow Time (s) 3.5 3.0 3.5
All-Red Time (s) 2.5 2.0 2.5
Lost Time Adjust (s) 0.0 0.0 0.0
Total Lost Time (s) 6.0 5.0 6.0
Lead/Lag Lag Lead
Lead-Lag Optimize? Yes Yes
Recall Mode C-Max None None
v/c Ratio 0.48 0.60 0.31 0.74 0.54
Control Delay 20.8 22.1 10.8 59.5 17.1
Queue Delay 0.0 1.3 6.8 0.0 0.3
Total Delay 20.8 23.5 17.6 59.5 17.4
Queue Length 50th (ft) 145 139 114 124 124
Queue Length 95th (ft) 259 m157 m130 188 156
Internal Link Dist (ft) 163 129 304
Turn Bay Length (ft) 80
Base Capacity (vph) 1416 620 1098 416 680
Starvation Cap Reductn 0 140 695 0 0
Spillback Cap Reductn 40 0 0 0 50
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.49 0.67 0.85 0.44 0.58
Intersection Summary
Area Type: CBD
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 10 (9%), Referenced to phase 2:EBWB, Start of Yellow
Natural Cycle: 65
Control Type: Actuated-Coordinated
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: West St & Elm St/Main St
HCM Signalized Intersection Capacity Analysis Existing Conditions
1: West St & Elm St/Main St AM Peak
Northampton - Main Street Synchro 10 Report
Page 2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 470 203 280 299 174 343
Future Volume (vph) 470 203 280 299 174 343
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width 11 11 10 10 9 13
Total Lost time (s) 6.0 5.0 6.0 6.0 6.0
Lane Util. Factor 0.95 1.00 1.00 1.00 1.00
Frpb, ped/bikes 0.99 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 0.95 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 2863 1483 1535 1433 1487
Flt Permitted 1.00 0.34 1.00 0.95 1.00
Satd. Flow (perm) 2863 526 1535 1433 1487
Peak-hour factor, PHF 1.00 1.00 0.87 0.87 0.94 0.94
Adj. Flow (vph) 470 203 322 344 185 365
RTOR Reduction (vph) 33 000073
Lane Group Flow (vph) 640 0 322 344 185 292
Confl. Peds. (#/hr) 11 11
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 3% 4% 2% 4% 2% 1%
Turn Type NA D.P+P NA Prot pt+ov
Protected Phases 2 4 2 4 3 3 4
Permitted Phases 2
Actuated Green, G (s) 53.2 73.7 78.7 19.3 45.8
Effective Green, g (s) 53.2 73.7 73.7 19.3 45.8
Actuated g/C Ratio 0.48 0.67 0.67 0.18 0.42
Clearance Time (s) 6.0 5.0 6.0
Vehicle Extension (s) 4.0 2.0 2.0
Lane Grp Cap (vph) 1384 530 1028 251 619
v/s Ratio Prot 0.22 c0.11 0.22 c0.13 0.20
v/s Ratio Perm c0.29
v/c Ratio 0.46 0.61 0.33 0.74 0.47
Uniform Delay, d1 18.9 8.2 7.7 42.9 23.3
Progression Factor 1.00 2.88 1.54 1.00 1.00
Incremental Delay, d2 1.1 0.7 0.0 9.3 0.2
Delay (s) 20.0 24.4 11.9 52.3 23.5
Level of Service C C B D C
Approach Delay (s) 20.0 18.0 33.2
Approach LOS C B C
Intersection Summary
HCM 2000 Control Delay 23.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.63
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 17.0
Intersection Capacity Utilization 64.1% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Existing Conditions
2: New South St /State St & Main St AM Peak
Northampton - Main Street Synchro 10 Report
Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9 Ø10
Lane Configurations
Traffic Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Future Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 9 10 10 11 11 11 13 13 11 11 11 10
Storage Length (ft) 0 0 0 40 0 300 0 100
Storage Lanes 1 1 1 1 0 1 0 1
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 209 280 873 506
Travel Time (s) 5.7 7.6 23.8 13.8
Confl. Peds. (#/hr) 28 19 70
Confl. Bikes (#/hr) 3 2
Peak Hour Factor 0.93 0.93 0.93 0.91 0.91 0.91 0.97 0.97 0.97 0.88 0.88 0.88
Heavy Vehicles (%) 1% 3% 5% 9% 8% 0% 3% 2% 3% 0% 4% 3%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 176 300 384 160 259 2 0 367 196 0 175 102
Turn Type Prot NA pt+ov Prot NA pt+ov Split NA Free Split NA pt+ov
Protected Phases 5 2 2 3 1 6 4 6 3 3 4 4 4 5 9 10
Permitted Phases Free
Minimum Split (s) 31.0 22.0 31.0 22.0 26.5 26.5 15.5 15.5 7.0 7.0
Total Split (s) 31.0 22.0 31.0 22.0 33.0 33.0 17.0 17.0 7.0 7.0
Total Split (%) 28.2% 20.0% 28.2% 20.0% 30.0% 30.0% 15.5% 15.5% 6% 6%
Yellow Time (s) 3.0 4.0 3.0 4.0 3.5 3.5 3.5 3.5 2.0 2.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 0.0 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 5.0 6.0 5.5 5.5
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
v/c Ratio 0.51 0.70 0.49 0.47 1.29 0.01 0.88 0.15 1.06 0.18
Control Delay 47.3 50.0 4.6 41.5 203.4 15.5 63.1 0.2 135.0 5.0
Queue Delay 13.3 4.9 1.1 0.0 0.0 0.0 30.8 0.0 0.0 0.1
Total Delay 60.6 54.9 5.7 41.5 203.4 15.5 93.9 0.2 135.0 5.0
Queue Length 50th (ft) 99 111 66 98 ~234 1 250 0 ~136 0
Queue Length 95th (ft) 196 141 5 165 #396 4 #417 0 #265 31
Internal Link Dist (ft) 129 200 793 426
Turn Bay Length (ft) 40 300 100
Base Capacity (vph) 342 428 788 340 200 322 417 1320 165 572
Starvation Cap Reductn 141 75 203 0 0 0 0 0 0 0
Spillback Cap Reductn 000000 660 075
Storage Cap Reductn 000000 00 00
Reduced v/c Ratio 0.88 0.85 0.66 0.47 1.29 0.01 1.05 0.15 1.06 0.21
Intersection Summary
Area Type: CBD
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Yellow
Natural Cycle: 115
Control Type: Pretimed
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 2: New South St /State St & Main St
HCM Signalized Intersection Capacity Analysis Existing Conditions
2: New South St /State St & Main St AM Peak
Northampton - Main Street Synchro 10 Report
Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Future Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 9 10 10 11 11 11 13 13 11 11 11 10
Total Lost time (s) 5.0 6.0 6.0 5.0 6.0 5.5 5.5 4.0 5.5 5.5
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.97 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.97 1.00 0.99 1.00
Satd. Flow (prot) 1448 2944 1292 1441 1378 1265 1669 1320 1587 1317
Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.97 1.00 0.99 1.00
Satd. Flow (perm) 1448 2944 1292 1441 1378 1265 1669 1320 1587 1317
Peak-hour factor, PHF 0.93 0.93 0.93 0.91 0.91 0.91 0.97 0.97 0.97 0.88 0.88 0.88
Adj. Flow (vph) 176 300 384 160 259 2 230 137 196 25 150 102
RTOR Reduction (vph) 0 0 211 0 0 00000062
Lane Group Flow (vph) 176 300 173 160 259 2 0 367 196 0 175 40
Confl. Peds. (#/hr) 28 19 70
Confl. Bikes (#/hr) 3 2
Heavy Vehicles (%) 1% 3% 5% 9% 8% 0% 3% 2% 3% 0% 4% 3%
Parking (#/hr) 0 0
Turn Type Prot NA pt+ov Prot NA pt+ov Split NA Free Split NA pt+ov
Protected Phases 5 2 2 3 1 6 4 6 3 3 4 4 4 5
Permitted Phases Free
Actuated Green, G (s) 26.0 16.0 49.5 26.0 16.0 27.5 27.5 110.0 11.5 43.0
Effective Green, g (s) 26.0 16.0 49.5 26.0 16.0 27.5 27.5 110.0 11.5 43.0
Actuated g/C Ratio 0.24 0.15 0.45 0.24 0.15 0.25 0.25 1.00 0.10 0.39
Clearance Time (s) 5.0 6.0 5.0 6.0 5.5 5.5
Lane Grp Cap (vph) 342 428 581 340 200 316 417 1320 165 514
v/s Ratio Prot c0.12 0.10 0.13 0.11 c0.19 0.00 c0.22 c0.11 0.03
v/s Ratio Perm c0.15
v/c Ratio 0.51 0.70 0.30 0.47 1.29 0.01 0.88 0.15 1.06 0.08
Uniform Delay, d1 36.5 44.7 19.2 36.1 47.0 31.0 39.7 0.0 49.2 21.0
Progression Factor 1.14 0.93 1.28 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 4.8 8.2 1.2 4.6 164.6 0.0 22.4 0.2 87.1 0.3
Delay (s) 46.4 49.6 25.8 40.7 211.6 31.0 62.1 0.2 136.3 21.3
Level of Service DDCDFC EA FC
Approach Delay (s) 38.3 145.8 40.5 94.0
Approach LOS D F D F
Intersection Summary
HCM 2000 Control Delay 67.5 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 76.9% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Existing Conditions
3: Pleasant St/King St & Main St /Main St AM Peak
Northampton - Main Street Synchro 10 Report
Page 5
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Future Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 12 13 10 12 12 10 12 12 11 11 16
Storage Length (ft) 0 0 115 0 60 60 0 80
Storage Lanes 1 1 1 0 1 1 1 1
Taper Length (ft) 25 25 25 25
Right Turn on Red No No No No
Link Speed (mph) 25 25 25 25
Link Distance (ft) 199 367 564 386
Travel Time (s) 5.4 10.0 15.4 10.5
Confl. Bikes (#/hr) 2
Peak Hour Factor 0.95 0.95 0.95 0.89 0.89 0.89 0.92 0.92 0.92 0.97 0.97 0.97
Heavy Vehicles (%) 1% 0% 0% 2% 5% 3% 4% 2% 4% 0% 0% 0%
Parking (#/hr) 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 156 369 60 98 395 0 114 293 30 42 247 98
Turn Type pm+pt NA Prot pm+pt NA pm+pt NA Prot pm+pt NA pt+ov
Protected Phases 52216 388744 59
Permitted Phases 2 6 8 4
Detector Phase 52216 388744 5
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 7.0 10.0 10.0 3.0 10.0 1.0
Minimum Split (s) 10.0 21.0 21.0 9.0 21.0 12.0 15.0 15.0 8.0 15.0 31.0
Total Split (s) 25.0 43.0 43.0 12.0 30.0 20.0 35.0 35.0 20.0 35.0 31.0
Total Split (%) 17.7% 30.5% 30.5% 8.5% 21.3% 14.2% 24.8% 24.8% 14.2% 24.8% 22%
Yellow Time (s) 3.0 3.0 3.0 3.0 4.0 3.0 3.0 3.0 3.0 3.0 2.0
All-Red Time (s) 2.0 3.0 3.0 1.0 2.0 2.0 2.0 2.0 2.0 2.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 4.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min None None None None None None
v/c Ratio 0.49 0.73 0.14 0.42 0.63 0.46 0.68 0.08 0.19 0.80 0.17
Control Delay 35.4 52.7 39.3 37.0 51.5 38.6 53.0 40.5 33.0 68.1 30.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 35.4 52.7 39.3 37.0 51.5 38.6 53.0 40.5 33.0 68.1 30.3
Queue Length 50th (ft) 90 287 38 54 156 70 228 20 24 196 57
Queue Length 95th (ft) 163 #479 82 105 241 123 352 49 54 312 100
Internal Link Dist (ft) 119 287 484 306
Turn Bay Length (ft) 115 60 60 80
Base Capacity (vph) 398 603 530 252 726 293 504 420 352 472 694
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.39 0.61 0.11 0.39 0.54 0.39 0.58 0.07 0.12 0.52 0.14
Intersection Summary
Area Type: CBD
Cycle Length: 141
Actuated Cycle Length: 115.9
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 3: Pleasant St/King St & Main St /Main St
HCM Signalized Intersection Capacity Analysis Existing Conditions
3: Pleasant St/King St & Main St /Main St AM Peak
Northampton - Main Street Synchro 10 Report
Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Future Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 13 10 12 12 10 12 12 11 11 16
Total Lost time (s) 5.0 6.0 6.0 4.0 6.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1555 1710 1502 1486 3046 1458 1676 1398 1570 1653 1647
Flt Permitted 0.33 1.00 1.00 0.39 1.00 0.29 1.00 1.00 0.44 1.00 1.00
Satd. Flow (perm) 542 1710 1502 615 3046 443 1676 1398 729 1653 1647
Peak-hour factor, PHF 0.95 0.95 0.95 0.89 0.89 0.89 0.92 0.92 0.92 0.97 0.97 0.97
Adj. Flow (vph) 156 369 60 98 355 40 114 293 30 42 247 98
RTOR Reduction (vph)000000000000
Lane Group Flow (vph) 156 369 60 98 395 0 114 293 30 42 247 98
Confl. Bikes (#/hr) 2
Heavy Vehicles (%) 1% 0% 0% 2% 5% 3% 4% 2% 4% 0% 0% 0%
Parking (#/hr) 0
Turn Type pm+pt NA Prot pm+pt NA pm+pt NA Prot pm+pt NA pt+ov
Protected Phases 52216 388744 5
Permitted Phases 2 6 8 4
Actuated Green, G (s) 43.9 34.2 34.2 31.3 25.6 40.1 30.1 30.1 28.7 23.7 42.0
Effective Green, g (s) 43.9 34.2 34.2 31.3 25.6 40.1 30.1 30.1 28.7 23.7 42.0
Actuated g/C Ratio 0.37 0.29 0.29 0.27 0.22 0.34 0.25 0.25 0.24 0.20 0.36
Clearance Time (s) 5.0 6.0 6.0 4.0 6.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 1.5 2.5 2.5 1.5 2.5 1.5 2.0 2.0 1.5 2.0
Lane Grp Cap (vph) 315 495 434 205 660 248 427 356 212 331 585
v/s Ratio Prot c0.06 c0.22 0.04 0.02 0.13 c0.04 c0.17 0.02 0.01 0.15 0.06
v/s Ratio Perm 0.13 0.10 0.11 0.04
v/c Ratio 0.50 0.75 0.14 0.48 0.60 0.46 0.69 0.08 0.20 0.75 0.17
Uniform Delay, d1 26.5 38.0 31.0 34.8 41.6 29.0 39.7 33.5 34.9 44.4 26.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.4 5.7 0.1 0.6 1.2 0.5 3.6 0.0 0.2 7.8 0.0
Delay (s) 27.0 43.7 31.2 35.4 42.9 29.5 43.4 33.5 35.1 52.2 26.1
Level of Service CDCDD CDCDDC
Approach Delay (s) 38.0 41.4 39.1 43.7
Approach LOS D D D D
Intersection Summary
HCM 2000 Control Delay 40.3 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.56
Actuated Cycle Length (s) 118.1 Sum of lost time (s) 24.0
Intersection Capacity Utilization 63.0% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Existing Conditions
4: Hawley St /Market St & Main St /Bridge St AM Peak
Northampton - Main Street Synchro 10 Report
Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Future Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 16 16 16 16 16 16 16 16 16
Storage Length (ft) 0 40 25 0 0 0 0 0
Storage Lanes 0 1 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 233 559 408 502
Travel Time (s) 6.4 15.2 11.1 13.7
Confl. Bikes (#/hr) 3 2 1 1
Peak Hour Factor 0.86 0.86 0.86 0.78 0.78 0.78 0.84 0.84 0.84 0.78 0.78 0.78
Heavy Vehicles (%) 7% 4% 0% 8% 7% 0% 5% 2% 0% 3% 5% 2%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 579 22 0 473 0 0 121 0 0 166 0
Turn Type Perm NA Perm Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4 9
Permitted Phases 2 2 6 8 4
Detector Phase 22266 88 44
Switch Phase
Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 6.0 6.0 6.0 6.0 1.0
Minimum Split (s) 15.5 15.5 15.5 15.5 15.5 12.0 12.0 12.0 12.0 25.0
Total Split (s) 50.5 50.5 50.5 50.5 50.5 26.0 26.0 26.0 26.0 25.0
Total Split (%) 49.8% 49.8% 49.8% 49.8% 49.8% 25.6% 25.6% 25.6% 25.6% 25%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.5 2.5 2.5 2.5 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.5 5.5 5.5 6.0 6.0
Lead/Lag
Lead-Lag Optimize?
Recall Mode Min Min Min Min Min None None None None None
v/c Ratio 0.78 0.03 0.55 0.36 0.52
Control Delay 26.0 0.1 17.5 28.1 31.0
Queue Delay 0.8 0.0 0.0 0.0 0.0
Total Delay 26.8 0.1 17.5 28.1 31.0
Queue Length 50th (ft) 102 0 70 22 30
Queue Length 95th (ft) #490 0 270 100 120
Internal Link Dist (ft) 153 479 328 422
Turn Bay Length (ft) 40
Base Capacity (vph) 1190 1122 1371 648 614
Starvation Cap Reductn 315 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.66 0.02 0.35 0.19 0.27
Intersection Summary
Area Type: CBD
Cycle Length: 101.5
Actuated Cycle Length: 63.6
Natural Cycle: 80
Control Type: Actuated-Uncoordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 4: Hawley St /Market St & Main St /Bridge St
HCM Signalized Intersection Capacity Analysis Existing Conditions
4: Hawley St /Market St & Main St /Bridge St AM Peak
Northampton - Main Street Synchro 10 Report
Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Future Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 12 12 12 16 16 16 16 16 16 16 16 16
Total Lost time (s) 5.5 5.5 5.5 6.0 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 0.98 1.00 0.99 0.99
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.99 0.96 0.94
Flt Protected 1.00 1.00 1.00 0.99 0.98
Satd. Flow (prot) 1634 1421 1799 1784 1732
Flt Permitted 0.93 1.00 0.98 0.92 0.88
Satd. Flow (perm) 1531 1421 1762 1650 1546
Peak-hour factor, PHF 0.86 0.86 0.86 0.78 0.78 0.78 0.84 0.84 0.84 0.78 0.78 0.78
Adj. Flow (vph) 48 531 22 15 432 26 25 56 40 51 47 68
RTOR Reduction (vph) 0 0 11 0 0 0 0 18 0 0 25 0
Lane Group Flow (vph) 0 579 11 0 473 0 0 103 0 0 141 0
Confl. Bikes (#/hr) 3 2 1 1
Heavy Vehicles (%) 7% 4% 0% 8% 7% 0% 5% 2% 0% 3% 5% 2%
Turn Type Perm NA Perm Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4
Permitted Phases 2 2 6 8 4
Actuated Green, G (s) 31.0 31.0 31.0 12.2 12.2
Effective Green, g (s) 31.0 31.0 31.0 12.2 12.2
Actuated g/C Ratio 0.48 0.48 0.48 0.19 0.19
Clearance Time (s) 5.5 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 740 687 852 314 294
v/s Ratio Prot
v/s Ratio Perm c0.38 0.01 0.27 0.06 c0.09
v/c Ratio 0.78 0.02 0.56 0.33 0.48
Uniform Delay, d1 13.7 8.6 11.7 22.4 23.1
Progression Factor 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 5.0 0.0 0.4 0.2 0.4
Delay (s) 18.7 8.6 12.1 22.6 23.6
Level of Service B A B C C
Approach Delay (s) 18.4 12.1 22.6 23.6
Approach LOS B B C C
Intersection Summary
HCM 2000 Control Delay 17.2 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.62
Actuated Cycle Length (s) 64.1 Sum of lost time (s) 15.5
Intersection Capacity Utilization 69.2% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Existing Conditions
5: Main St /Main St & Masonic St AM Peak
Northampton - Main Street Synchro 10 Report
Page 9
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 23 518 389 25 12 17
Future Volume (vph) 23 518 389 25 12 17
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 12 13 13
Link Speed (mph) 25 25 25
Link Distance (ft) 280 328 335
Travel Time (s) 7.6 8.9 9.1
Confl. Peds. (#/hr) 52 52 95
Confl. Bikes (#/hr) 5
Peak Hour Factor 0.95 0.95 0.86 0.86 0.66 0.66
Heavy Vehicles (%) 0% 3% 6% 0% 0% 0%
Parking (#/hr) 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 569 481 0 44 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Existing Conditions
5: Main St /Main St & Masonic St AM Peak
Northampton - Main Street Synchro 10 Report
Page 10
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 23 518 389 25 12 17
Future Volume (Veh/h) 23 518 389 25 12 17
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.95 0.95 0.86 0.86 0.66 0.66
Hourly flow rate (vph) 24 545 452 29 18 26
Pedestrians 95 52
Lane Width (ft) 12.0 13.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 9 5
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 280 1160
pX, platoon unblocked 0.92
vC, conflicting volume 533 934 292
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 533 751 292
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 98 93 96
cM capacity (veh/h) 989 271 672
Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1
Volume Total 206 363 301 180 44
Volume Left 24 0 0 0 18
Volume Right 0 0 0 29 26
cSH 989 1700 1700 1700 418
Volume to Capacity 0.02 0.21 0.18 0.11 0.11
Queue Length 95th (ft)20009
Control Delay (s) 1.2 0.0 0.0 0.0 14.6
Lane LOS A B
Approach Delay (s) 0.4 0.0 14.6
Approach LOS B
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 43.3% ICU Level of Service A
Analysis Period (min) 15
Lanes, Volumes, Timings Existing Conditions
6: Craft Ave & Main St/Main St AM Peak
Northampton - Main Street Synchro 10 Report
Page 11
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 431 82 103 423 0 0
Future Volume (vph) 431 82 103 423 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 13 13 12 12 16 16
Link Speed (mph) 25 25 25
Link Distance (ft) 328 153 414
Travel Time (s) 8.9 4.2 11.3
Confl. Peds. (#/hr) 46 46 34
Confl. Bikes (#/hr) 5
Peak Hour Factor 0.86 0.86 0.92 0.92 0.92 0.92
Heavy Vehicles (%) 4% 2% 4% 6% 2% 2%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 596 0 0 572 0 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Existing Conditions
6: Craft Ave & Main St/Main St AM Peak
Northampton - Main Street Synchro 10 Report
Page 12
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 431 82 103 423 0 0
Future Volume (Veh/h) 431 82 103 423 0 0
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.86 0.86 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 501 95 112 460 0 0
Pedestrians 34 46
Lane Width (ft) 13.0 0.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 4 0
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 608 832
pX, platoon unblocked 0.95 0.95 0.95
vC, conflicting volume 642 1082 344
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 505 971 190
tC, single (s) 4.2 6.8 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 89 100 100
cM capacity (veh/h) 985 202 775
Direction, Lane # EB 1 EB 2 WB 1 WB 2
Volume Total 334 262 265 307
Volume Left 0 0 112 0
Volume Right 0 95 0 0
cSH 1700 1700 985 1700
Volume to Capacity 0.20 0.15 0.11 0.18
Queue Length 95th (ft) 0 0 10 0
Control Delay (s) 0.0 0.0 4.5 0.0
Lane LOS A
Approach Delay (s) 0.0 2.1
Approach LOS
Intersection Summary
Average Delay 1.0
Intersection Capacity Utilization 39.7% ICU Level of Service A
Analysis Period (min) 15
Lanes, Volumes, Timings Existing Conditions
7: Old South St & Main St AM Peak
Northampton - Main Street Synchro 10 Report
Page 13
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 443 0 0 485 64 177
Future Volume (vph) 443 0 0 485 64 177
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 15 15 12 12 13 12
Grade (%) 0% 0% 9%
Storage Length (ft) 0 0 130 0
Storage Lanes 0 0 1 1
Taper Length (ft) 25 25
Link Speed (mph) 25 25 25
Link Distance (ft) 153 252 283
Travel Time (s) 4.2 6.9 7.7
Confl. Peds. (#/hr) 50
Peak Hour Factor 0.87 0.87 0.90 0.90 0.77 0.77
Heavy Vehicles (%) 3% 0% 0% 5% 5% 1%
Parking (#/hr) 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 509 0 0 539 83 230
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Existing Conditions
7: Old South St & Main St AM Peak
Northampton - Main Street Synchro 10 Report
Page 14
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 443 0 0 485 64 177
Future Volume (Veh/h) 443 0 0 485 64 177
Sign Control Free Free Stop
Grade 0% 0% 9%
Peak Hour Factor 0.87 0.87 0.90 0.90 0.77 0.77
Hourly flow rate (vph) 509 0 0 539 83 230
Pedestrians 50
Lane Width (ft) 12.0
Walking Speed (ft/s) 3.5
Percent Blockage 5
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 761 679
pX, platoon unblocked
vC, conflicting volume 509 778 304
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 509 778 304
tC, single (s) 4.1 6.9 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 100 74 65
cM capacity (veh/h) 1066 325 661
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2
Volume Total 254 254 270 270 83 230
Volume Left 0000830
Volume Right 00000230
cSH 1700 1700 1700 1700 325 661
Volume to Capacity 0.15 0.15 0.16 0.16 0.26 0.35
Queue Length 95th (ft)00002539
Control Delay (s) 0.0 0.0 0.0 0.0 19.8 13.3
Lane LOS C B
Approach Delay (s) 0.0 0.0 15.0
Approach LOS C
Intersection Summary
Average Delay 3.5
Intersection Capacity Utilization 36.4% ICU Level of Service A
Analysis Period (min) 15
Lanes, Volumes, Timings Existing Conditions
8: Main St & Center St AM Peak
Northampton - Main Street Synchro 10 Report
Page 15
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 60 606 383 102 76 71
Future Volume (vph) 60 606 383 102 76 71
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 16 16 16 16 13 13
Link Speed (mph) 25 25 25
Link Distance (ft) 252 228 369
Travel Time (s) 6.9 6.2 10.1
Confl. Peds. (#/hr) 19 19 52
Confl. Bikes (#/hr) 3
Peak Hour Factor 0.84 0.84 0.93 0.93 0.90 0.90
Heavy Vehicles (%) 0% 4% 4% 3% 0% 1%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 792 522 0 163 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Existing Conditions
8: Main St & Center St AM Peak
Northampton - Main Street Synchro 10 Report
Page 16
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 60 606 383 102 76 71
Future Volume (Veh/h) 60 606 383 102 76 71
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.84 0.84 0.93 0.93 0.90 0.90
Hourly flow rate (vph) 71 721 412 110 84 79
Pedestrians 52 19
Lane Width (ft) 16.0 13.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 7 2
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 1013 427
pX, platoon unblocked 0.96 0.96 0.96
vC, conflicting volume 541 988 332
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 426 894 207
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 93 66 89
cM capacity (veh/h) 1072 249 702
Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1
Volume Total 311 481 275 247 163
Volume Left 71 0 0 0 84
Volume Right 0 0 0 110 79
cSH 1072 1700 1700 1700 362
Volume to Capacity 0.07 0.28 0.16 0.15 0.45
Queue Length 95th (ft)500056
Control Delay (s) 2.5 0.0 0.0 0.0 22.9
Lane LOS A C
Approach Delay (s) 1.0 0.0 22.9
Approach LOS C
Intersection Summary
Average Delay 3.0
Intersection Capacity Utilization 59.3% ICU Level of Service B
Analysis Period (min) 15
Lanes, Volumes, Timings Existing Conditions
9: Main St & Gothic St AM Peak
Northampton - Main Street Synchro 10 Report
Page 17
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 65 604 439 42 14 70
Future Volume (vph) 65 604 439 42 14 70
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 13 13 16 16 13 13
Link Speed (mph) 25 25 25
Link Distance (ft) 228 199 420
Travel Time (s) 6.2 5.4 11.5
Confl. Peds. (#/hr) 43 43
Confl. Bikes (#/hr) 1
Peak Hour Factor 0.88 0.88 0.87 0.87 0.88 0.88
Heavy Vehicles (%) 0% 4% 5% 0% 0% 1%
Parking (#/hr) 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 760 553 0 96 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Existing Conditions
9: Main St & Gothic St AM Peak
Northampton - Main Street Synchro 10 Report
Page 18
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 65 604 439 42 14 70
Future Volume (Veh/h) 65 604 439 42 14 70
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.88 0.88 0.87 0.87 0.88 0.88
Hourly flow rate (vph) 74 686 505 48 16 80
Pedestrians 43
Lane Width (ft) 13.0
Walking Speed (ft/s) 3.5
Percent Blockage 4
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 1241 199
pX, platoon unblocked 0.90 0.90 0.90
vC, conflicting volume 596 1063 320
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 328 847 21
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 93 93 91
cM capacity (veh/h) 1069 244 907
Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1
Volume Total 303 457 337 216 96
Volume Left 74 0 0 0 16
Volume Right 0 0 0 48 80
cSH 1069 1700 1700 1700 624
Volume to Capacity 0.07 0.27 0.20 0.13 0.15
Queue Length 95th (ft)600014
Control Delay (s) 2.6 0.0 0.0 0.0 11.8
Lane LOS A B
Approach Delay (s) 1.0 0.0 11.8
Approach LOS B
Intersection Summary
Average Delay 1.4
Intersection Capacity Utilization 51.6% ICU Level of Service A
Analysis Period (min) 15
Lanes, Volumes, Timings Existing Conditions
10: Strong Ave/Merrick Ln & Main St AM Peak
Northampton - Main Street Synchro 10 Report
Page 19
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 407 22 27 430 0 16 1 122 0 0 0
Future Volume (vph) 0 407 22 27 430 0 16 1 122 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 16 16 16 16 16 16 15 15 15 10 10 10
Storage Length (ft) 0 0 50 0 0 0 0 0
Storage Lanes 0 0 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Link Speed (mph) 25 25 25 25
Link Distance (ft) 367 233 288 143
Travel Time (s) 10.0 6.4 7.9 3.9
Confl. Peds. (#/hr) 45 45 18 18
Confl. Bikes (#/hr) 4 3
Peak Hour Factor 0.92 0.92 0.92 0.89 0.89 0.89 0.87 0.87 0.87 0.92 0.92 0.92
Heavy Vehicles (%) 0% 3% 0% 0% 5% 0% 6% 0% 2% 2% 2% 2%
Parking (#/hr) 0 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 466 0 0 513 0 0 159 0000
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Existing Conditions
10: Strong Ave/Merrick Ln & Main St AM Peak
Northampton - Main Street Synchro 10 Report
Page 20
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 407 22 27 430 0 16 1 122 0 0 0
Future Volume (Veh/h) 0 407 22 27 430 0 16 1 122 0 0 0
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.89 0.89 0.89 0.87 0.87 0.87 0.92 0.92 0.92
Hourly flow rate (vph) 0 442 24 30 483 0 18 1 140 0 0 0
Pedestrians 18 45
Lane Width (ft) 16.0 15.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 2 5
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 367 233
pX, platoon unblocked 0.83 0.81 0.90 0.90 0.81 0.90 0.90 0.83
vC, conflicting volume 483 511 1060 1042 499 1138 1054 501
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 268 276 570 550 261 656 563 290
tC, single (s) 4.1 4.1 7.2 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.6 4.0 3.3 3.5 4.0 3.3
p0 queue free % 100 97 95 100 76 100 100 100
cM capacity (veh/h) 1079 993 331 366 595 242 358 604
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 466 513 159 0
Volume Left 0 30 18 0
Volume Right 24 0 140 0
cSH 1079 993 543 1700
Volume to Capacity 0.00 0.03 0.29 0.00
Queue Length 95th (ft) 0 2 30 0
Control Delay (s) 0.0 0.9 14.3 0.0
Lane LOS A B A
Approach Delay (s) 0.0 0.9 14.3 0.0
Approach LOS B A
Intersection Summary
Average Delay 2.4
Intersection Capacity Utilization 65.9% ICU Level of Service C
Analysis Period (min) 15
Lanes, Volumes, Timings Existing Conditions
1: West St & Elm St/Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 506 97 294 362 87 358
Future Volume (vph) 506 97 294 362 87 358
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 10 10 9 13
Storage Length (ft) 110 0 0 80
Storage Lanes 1 1 1 1
Taper Length (ft) 25 25
Right Turn on Red Yes Yes
Link Speed (mph) 25 25 25
Link Distance (ft) 243 209 384
Travel Time (s) 6.6 5.7 10.5
Confl. Peds. (#/hr) 39 39
Confl. Bikes (#/hr) 10
Peak Hour Factor 0.82 0.82 0.90 0.90 0.86 0.86
Heavy Vehicles (%) 2% 2% 1% 2% 0% 1%
Shared Lane Traffic (%)
Lane Group Flow (vph) 735 0 327 402 101 416
Turn Type NA D.P+P NA Prot pt+ov
Protected Phases 2 4 2 4 3 3 4
Permitted Phases 2
Detector Phase 4 3 3
Switch Phase
Minimum Initial (s) 24.0 15.0 8.0
Minimum Split (s) 30.0 20.0 14.0
Total Split (s) 43.0 26.0 41.0
Total Split (%) 39.1% 23.6% 37.3%
Yellow Time (s) 3.5 3.0 3.5
All-Red Time (s) 2.5 2.0 2.5
Lost Time Adjust (s) 0.0 0.0 0.0
Total Lost Time (s) 6.0 5.0 6.0
Lead/Lag Lag Lead
Lead-Lag Optimize? Yes Yes
Recall Mode C-Max None None
v/c Ratio 0.56 0.69 0.39 0.31 0.59
Control Delay 26.2 28.8 14.3 36.7 20.9
Queue Delay 0.3 5.2 17.0 0.0 0.4
Total Delay 26.5 34.0 31.3 36.7 21.3
Queue Length 50th (ft) 195 158 144 59 175
Queue Length 95th (ft) 266 m171 m158 97 205
Internal Link Dist (ft) 163 129 304
Turn Bay Length (ft) 80
Base Capacity (vph) 1308 503 1042 465 703
Starvation Cap Reductn 0 118 626 0 0
Spillback Cap Reductn 165 0 0 0 63
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.64 0.85 0.97 0.22 0.65
Intersection Summary
Area Type: CBD
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 10 (9%), Referenced to phase 2:EBWB, Start of Yellow
Natural Cycle: 65
Control Type: Actuated-Coordinated
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: West St & Elm St/Main St
HCM Signalized Intersection Capacity Analysis Existing Conditions
1: West St & Elm St/Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 506 97 294 362 87 358
Future Volume (vph) 506 97 294 362 87 358
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width 11 11 10 10 9 13
Total Lost time (s) 6.0 5.0 6.0 6.0 6.0
Lane Util. Factor 0.95 1.00 1.00 1.00 1.00
Frpb, ped/bikes 0.98 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 0.99 1.00 1.00 1.00
Frt 0.98 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 2949 1492 1565 1462 1487
Flt Permitted 1.00 0.29 1.00 0.95 1.00
Satd. Flow (perm) 2949 454 1565 1462 1487
Peak-hour factor, PHF 0.82 0.82 0.90 0.90 0.86 0.86
Adj. Flow (vph) 617 118 327 402 101 416
RTOR Reduction (vph) 12 000037
Lane Group Flow (vph) 723 0 327 402 101 379
Confl. Peds. (#/hr) 39 39
Confl. Bikes (#/hr) 10
Heavy Vehicles (%) 2% 2% 1% 2% 0% 1%
Turn Type NA D.P+P NA Prot pt+ov
Protected Phases 2 4 2 4 3 3 4
Permitted Phases 2
Actuated Green, G (s) 48.4 68.3 73.3 24.7 50.6
Effective Green, g (s) 48.4 68.3 68.3 24.7 50.6
Actuated g/C Ratio 0.44 0.62 0.62 0.22 0.46
Clearance Time (s) 6.0 5.0 6.0
Vehicle Extension (s) 4.0 2.0 2.0
Lane Grp Cap (vph) 1297 469 971 328 684
v/s Ratio Prot 0.25 c0.13 0.26 0.07 c0.25
v/s Ratio Perm c0.31
v/c Ratio 0.56 0.70 0.41 0.31 0.55
Uniform Delay, d1 22.9 11.3 10.6 35.5 21.5
Progression Factor 1.00 2.44 1.49 1.00 1.00
Incremental Delay, d2 1.7 1.6 0.0 0.2 0.6
Delay (s) 24.6 29.3 15.9 35.7 22.1
Level of Service C C B D C
Approach Delay (s) 24.6 21.9 24.7
Approach LOS C C C
Intersection Summary
HCM 2000 Control Delay 23.6 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.68
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 17.0
Intersection Capacity Utilization 58.9% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Existing Conditions
2: New South St /State St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9 Ø10
Lane Configurations
Traffic Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Future Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 9 10 10 11 11 11 13 13 11 11 11 10
Storage Length (ft) 0 0 0 40 0 300 0 100
Storage Lanes 1 1 1 1 0 1 0 1
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 209 280 873 506
Travel Time (s) 5.7 7.6 23.8 13.8
Confl. Peds. (#/hr) 58 13 158
Confl. Bikes (#/hr) 10 15 2
Peak Hour Factor 0.90 0.90 0.90 0.91 0.91 0.91 0.93 0.93 0.93 0.83 0.83 0.83
Heavy Vehicles (%) 0% 2% 1% 2% 6% 0% 2% 0% 4% 0% 0% 1%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 187 373 419 241 273 13 0 381 127 0 219 139
Turn Type Prot NA pt+ov Prot NA pt+ov Split NA Free Split NA pt+ov
Protected Phases 5 2 2 3 1 6 4 6 3 3 4 4 4 5 9 10
Permitted Phases Free
Minimum Split (s) 31.0 22.0 31.0 22.0 26.5 26.5 15.5 15.5 7.0 7.0
Total Split (s) 31.0 22.0 31.0 22.0 32.0 32.0 18.0 18.0 7.0 7.0
Total Split (%) 28.2% 20.0% 28.2% 20.0% 29.1% 29.1% 16.4% 16.4% 6% 6%
Yellow Time (s) 3.0 4.0 3.0 4.0 3.5 3.5 3.5 3.5 2.0 2.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 0.0 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 5.0 6.0 5.5 5.5
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
v/c Ratio 0.54 0.86 0.54 0.66 1.34 0.04 0.94 0.10 1.18 0.23
Control Delay 52.2 58.1 6.2 48.0 219.2 15.5 73.6 0.2 165.2 4.6
Queue Delay 26.8 28.7 1.8 0.0 0.0 0.0 45.4 0.0 0.0 0.2
Total Delay 79.0 86.8 8.0 48.0 219.2 15.5 118.9 0.2 165.2 4.7
Queue Length 50th (ft) 125 142 111 155 ~252 3 265 0 ~185 0
Queue Length 95th (ft) 208 #214 23 244 #417 11 #451 0 #300 31
Internal Link Dist (ft) 129 200 793 426
Turn Bay Length (ft) 40 300 100
Base Capacity (vph) 345 432 772 364 204 333 406 1272 186 615
Starvation Cap Reductn 152 72 204 0 0 0 0 0 0 0
Spillback Cap Reductn 000000 810 0117
Storage Cap Reductn 000000 00 00
Reduced v/c Ratio 0.97 1.04 0.74 0.66 1.34 0.04 1.17 0.10 1.18 0.28
Intersection Summary
Area Type: CBD
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Yellow
Natural Cycle: 125
Control Type: Pretimed
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 2: New South St /State St & Main St
HCM Signalized Intersection Capacity Analysis Existing Conditions
2: New South St /State St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Future Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 9 10 10 11 11 11 13 13 11 11 11 10
Total Lost time (s) 5.0 6.0 6.0 5.0 6.0 5.5 5.5 4.0 5.5 5.5
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.94 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.97 1.00 0.99 1.00
Satd. Flow (prot) 1462 2973 1343 1540 1403 1265 1685 1272 1644 1343
Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.97 1.00 0.99 1.00
Satd. Flow (perm) 1462 2973 1343 1540 1403 1265 1685 1272 1644 1343
Peak-hour factor, PHF 0.90 0.90 0.90 0.91 0.91 0.91 0.93 0.93 0.93 0.83 0.83 0.83
Adj. Flow (vph) 187 373 419 241 273 13 262 119 127 25 194 139
RTOR Reduction (vph) 0 0 185 0 0 00000083
Lane Group Flow (vph) 187 373 234 241 273 13 0 381 127 0 219 56
Confl. Peds. (#/hr) 58 13 158
Confl. Bikes (#/hr) 10 15 2
Heavy Vehicles (%) 0% 2% 1% 2% 6% 0% 2% 0% 4% 0% 0% 1%
Parking (#/hr) 0 0
Turn Type Prot NA pt+ov Prot NA pt+ov Split NA Free Split NA pt+ov
Protected Phases 5 2 2 3 1 6 4 6 3 3 4 4 4 5
Permitted Phases Free
Actuated Green, G (s) 26.0 16.0 48.5 26.0 16.0 28.5 26.5 110.0 12.5 44.0
Effective Green, g (s) 26.0 16.0 48.5 26.0 16.0 28.5 26.5 110.0 12.5 44.0
Actuated g/C Ratio 0.24 0.15 0.44 0.24 0.15 0.26 0.24 1.00 0.11 0.40
Clearance Time (s) 5.0 6.0 5.0 6.0 5.5 5.5
Lane Grp Cap (vph) 345 432 592 364 204 327 405 1272 186 537
v/s Ratio Prot 0.13 0.13 0.17 c0.16 c0.19 0.01 c0.23 c0.13 0.04
v/s Ratio Perm c0.10
v/c Ratio 0.54 0.86 0.40 0.66 1.34 0.04 0.94 0.10 1.18 0.10
Uniform Delay, d1 36.8 45.9 20.8 38.0 47.0 30.5 41.0 0.0 48.8 20.7
Progression Factor 1.26 0.88 0.78 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 5.0 17.0 1.6 9.1 181.5 0.2 32.0 0.2 121.9 0.4
Delay (s) 51.2 57.2 17.9 47.2 228.5 30.7 73.0 0.2 170.7 21.0
Level of Service D E B D F C E A F C
Approach Delay (s) 39.3 140.7 54.8 112.6
Approach LOS D F D F
Intersection Summary
HCM 2000 Control Delay 76.2 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.92
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 79.2% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Existing Conditions
3: Pleasant St/King St & Main St /Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 5
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Future Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 12 13 10 12 12 10 12 12 11 11 16
Storage Length (ft) 0 0 115 0 60 60 0 80
Storage Lanes 1 1 1 0 1 1 1 1
Taper Length (ft) 25 25 25 25
Right Turn on Red No No No No
Link Speed (mph) 25 25 25 25
Link Distance (ft) 199 367 564 386
Travel Time (s) 5.4 10.0 15.4 10.5
Confl. Bikes (#/hr) 4 4
Peak Hour Factor 0.94 0.94 0.94 0.89 0.89 0.89 0.96 0.96 0.96 0.90 0.90 0.90
Heavy Vehicles (%) 2% 3% 4% 1% 2% 0% 2% 0% 0% 0% 0% 2%
Parking (#/hr) 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 199 338 110 107 473 0 100 268 33 78 308 147
Turn Type pm+pt NA Prot pm+pt NA pm+pt NA Prot pm+pt NA pt+ov
Protected Phases 52216 388744 59
Permitted Phases 2 6 8 4
Detector Phase 52216 388744 5
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 7.0 10.0 10.0 3.0 10.0 1.0
Minimum Split (s) 10.0 21.0 21.0 9.0 21.0 12.0 15.0 15.0 8.0 15.0 31.0
Total Split (s) 25.0 43.0 43.0 12.0 30.0 20.0 35.0 35.0 20.0 35.0 31.0
Total Split (%) 17.7% 30.5% 30.5% 8.5% 21.3% 14.2% 24.8% 24.8% 14.2% 24.8% 22%
Yellow Time (s) 3.0 3.0 3.0 3.0 4.0 3.0 3.0 3.0 3.0 3.0 2.0
All-Red Time (s) 2.0 3.0 3.0 1.0 2.0 2.0 2.0 2.0 2.0 2.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 4.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min None None None None None None
v/c Ratio 0.75 0.82 0.31 0.52 0.87 0.50 0.65 0.09 0.32 0.89 0.24
Control Delay 50.3 62.8 42.9 42.6 70.2 40.5 54.2 42.5 34.9 78.2 29.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 50.3 62.8 42.9 42.6 70.2 40.5 54.2 42.5 34.9 78.2 29.2
Queue Length 50th (ft) 128 275 77 63 211 61 212 23 47 257 85
Queue Length 95th (ft) 206 #427 137 113 #317 110 329 55 88 #444 144
Internal Link Dist (ft) 119 287 484 306
Turn Bay Length (ft) 115 60 60 80
Base Capacity (vph) 303 482 419 210 586 247 423 359 319 389 652
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.66 0.70 0.26 0.51 0.81 0.40 0.63 0.09 0.24 0.79 0.23
Intersection Summary
Area Type: CBD
Cycle Length: 141
Actuated Cycle Length: 128.7
Natural Cycle: 100
Control Type: Actuated-Uncoordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 3: Pleasant St/King St & Main St /Main St
HCM Signalized Intersection Capacity Analysis Existing Conditions
3: Pleasant St/King St & Main St /Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Future Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 13 10 12 12 10 12 12 11 11 16
Total Lost time (s) 5.0 6.0 6.0 4.0 6.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1540 1660 1444 1501 3109 1486 1710 1454 1570 1653 1615
Flt Permitted 0.20 1.00 1.00 0.39 1.00 0.22 1.00 1.00 0.40 1.00 1.00
Satd. Flow (perm) 321 1660 1444 609 3109 348 1710 1454 668 1653 1615
Peak-hour factor, PHF 0.94 0.94 0.94 0.89 0.89 0.89 0.96 0.96 0.96 0.90 0.90 0.90
Adj. Flow (vph) 199 338 110 107 402 71 100 268 33 78 308 147
RTOR Reduction (vph)000000000000
Lane Group Flow (vph) 199 338 110 107 473 0 100 268 33 78 308 147
Confl. Bikes (#/hr) 4 4
Heavy Vehicles (%) 2% 3% 4% 1% 2% 0% 2% 0% 0% 0% 0% 2%
Parking (#/hr) 0
Turn Type pm+pt NA Prot pm+pt NA pm+pt NA Prot pm+pt NA pt+ov
Protected Phases 52216 388744 5
Permitted Phases 2 6 8 4
Actuated Green, G (s) 43.7 32.1 32.1 30.1 22.5 41.8 31.3 31.3 35.4 28.1 49.3
Effective Green, g (s) 43.7 32.1 32.1 30.1 22.5 41.8 31.3 31.3 35.4 28.1 49.3
Actuated g/C Ratio 0.34 0.25 0.25 0.23 0.17 0.32 0.24 0.24 0.27 0.22 0.38
Clearance Time (s) 5.0 6.0 6.0 4.0 6.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 1.5 2.5 2.5 1.5 2.5 1.5 2.0 2.0 1.5 2.0
Lane Grp Cap (vph) 260 411 357 193 539 204 412 351 233 358 614
v/s Ratio Prot c0.10 c0.20 0.08 0.03 0.15 c0.04 c0.16 0.02 0.02 c0.19 0.09
v/s Ratio Perm 0.16 0.10 0.12 0.07
v/c Ratio 0.77 0.82 0.31 0.55 0.88 0.49 0.65 0.09 0.33 0.86 0.24
Uniform Delay, d1 34.1 46.1 39.7 41.4 52.2 33.5 44.2 38.1 36.4 48.9 27.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 11.4 12.2 0.4 2.0 14.8 0.7 2.8 0.0 0.3 18.0 0.1
Delay (s) 45.5 58.3 40.1 43.3 67.0 34.2 47.0 38.2 36.7 66.9 27.4
Level of Service D E D D E CDDDEC
Approach Delay (s) 51.2 62.7 43.1 51.6
Approach LOS D E D D
Intersection Summary
HCM 2000 Control Delay 52.9 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.59
Actuated Cycle Length (s) 129.6 Sum of lost time (s) 24.0
Intersection Capacity Utilization 64.3% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Existing Conditions
4: Hawley St /Market St & Main St /Bridge St PM Peak
Northampton - Main St Synchro 10 Report
Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Future Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 16 16 16 16 16 16 16 16 16
Storage Length (ft) 0 40 25 0 0 0 0 0
Storage Lanes 0 1 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 200 559 567 502
Travel Time (s) 5.5 15.2 15.5 13.7
Confl. Bikes (#/hr) 3 1
Peak Hour Factor 0.93 0.93 0.93 0.88 0.88 0.88 0.91 0.91 0.91 0.81 0.81 0.81
Heavy Vehicles (%) 0% 2% 0% 6% 2% 0% 0% 0% 8% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 514 43 0 491 0 0 131 0 0 174 0
Turn Type Perm NA Perm Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4 9
Permitted Phases 2 2 6 8 4
Detector Phase 22266 88 44
Switch Phase
Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 6.0 6.0 6.0 6.0 1.0
Minimum Split (s) 15.5 15.5 15.5 15.5 15.5 12.0 12.0 12.0 12.0 25.0
Total Split (s) 50.5 50.5 50.5 50.5 50.5 26.0 26.0 26.0 26.0 25.0
Total Split (%) 49.8% 49.8% 49.8% 49.8% 49.8% 25.6% 25.6% 25.6% 25.6% 25%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.5 2.5 2.5 2.5 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.5 5.5 5.5 6.0 6.0
Lead/Lag
Lead-Lag Optimize?
Recall Mode Min Min Min Min Min None None None None None
v/c Ratio 0.77 0.06 0.60 0.46 0.55
Control Delay 28.8 1.6 21.0 36.2 36.7
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 28.8 1.6 21.0 36.2 36.7
Queue Length 50th (ft) 238 0 203 59 78
Queue Length 95th (ft) 417 8 331 126 137
Internal Link Dist (ft) 120 479 487 422
Turn Bay Length (ft) 40
Base Capacity (vph) 1026 998 1260 541 590
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.50 0.04 0.39 0.24 0.29
Intersection Summary
Area Type: CBD
Cycle Length: 101.5
Actuated Cycle Length: 70.7
Natural Cycle: 80
Control Type: Actuated-Uncoordinated
Splits and Phases: 4: Hawley St /Market St & Main St /Bridge St
HCM Signalized Intersection Capacity Analysis Existing Conditions
4: Hawley St /Market St & Main St /Bridge St PM Peak
Northampton - Main St Synchro 10 Report
Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Future Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 12 12 12 16 16 16 16 16 16 16 16 16
Total Lost time (s) 5.5 5.5 5.5 6.0 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 0.98 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.99 0.97 0.95
Flt Protected 0.99 1.00 1.00 0.98 0.98
Satd. Flow (prot) 1670 1421 1881 1812 1820
Flt Permitted 0.89 1.00 0.98 0.80 0.86
Satd. Flow (perm) 1496 1421 1837 1472 1592
Peak-hour factor, PHF 0.93 0.93 0.93 0.88 0.88 0.88 0.91 0.91 0.91 0.81 0.81 0.81
Adj. Flow (vph) 68 446 43 18 448 25 51 51 29 59 57 58
RTOR Reduction (vph) 0 0 24 0 0 0 0 11 0 0 18 0
Lane Group Flow (vph) 0 514 19 0 491 0 0 120 0 0 156 0
Confl. Bikes (#/hr) 3 1
Heavy Vehicles (%) 0% 2% 0% 6% 2% 0% 0% 0% 8% 0% 0% 0%
Turn Type Perm NA Perm Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4
Permitted Phases 2 2 6 8 4
Actuated Green, G (s) 31.6 31.6 31.6 13.2 13.2
Effective Green, g (s) 31.6 31.6 31.6 13.2 13.2
Actuated g/C Ratio 0.45 0.45 0.45 0.19 0.19
Clearance Time (s) 5.5 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 678 644 832 278 301
v/s Ratio Prot
v/s Ratio Perm c0.34 0.01 0.27 0.08 c0.10
v/c Ratio 0.76 0.03 0.59 0.43 0.52
Uniform Delay, d1 15.9 10.6 14.2 24.9 25.4
Progression Factor 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 4.3 0.0 0.8 0.4 0.6
Delay (s) 20.2 10.6 15.0 25.3 26.0
Level of Service C B B C C
Approach Delay (s) 19.4 15.0 25.3 26.0
Approach LOS B B C C
Intersection Summary
HCM 2000 Control Delay 19.2 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.57
Actuated Cycle Length (s) 69.7 Sum of lost time (s) 15.5
Intersection Capacity Utilization 74.7% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Existing Conditions
5: Main St /Main St & Masonic St PM Peak
Northampton - Main St Synchro 10 Report
Page 9
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 22 505 490 52 12 28
Future Volume (vph) 22 505 490 52 12 28
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 12 13 13
Link Speed (mph) 25 25 25
Link Distance (ft) 280 327 335
Travel Time (s) 7.6 8.9 9.1
Confl. Peds. (#/hr) 186 186 130
Confl. Bikes (#/hr) 27
Peak Hour Factor 0.90 0.90 0.95 0.95 0.67 0.67
Heavy Vehicles (%) 0% 3% 3% 0% 0% 0%
Parking (#/hr) 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 585 571 0 60 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Existing Conditions
5: Main St /Main St & Masonic St PM Peak
Northampton - Main St Synchro 10 Report
Page 10
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 22 505 490 52 12 28
Future Volume (Veh/h) 22 505 490 52 12 28
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.90 0.90 0.95 0.95 0.67 0.67
Hourly flow rate (vph) 24 561 516 55 18 42
Pedestrians 130 186
Lane Width (ft) 12.0 13.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 12 19
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 280 1159
pX, platoon unblocked 0.89
vC, conflicting volume 757 1188 472
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 757 968 472
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 97 88 90
cM capacity (veh/h) 697 155 440
Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1
Volume Total 211 374 344 227 60
Volume Left 24 0 0 0 18
Volume Right 0 0 0 55 42
cSH 697 1700 1700 1700 284
Volume to Capacity 0.03 0.22 0.20 0.13 0.21
Queue Length 95th (ft)300020
Control Delay (s) 1.5 0.0 0.0 0.0 21.0
Lane LOS A C
Approach Delay (s) 0.6 0.0 21.0
Approach LOS C
Intersection Summary
Average Delay 1.3
Intersection Capacity Utilization 43.5% ICU Level of Service A
Analysis Period (min) 15
Lanes, Volumes, Timings Existing Conditions
6: Craft Ave & Main St/Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 11
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 396 72 149 488 0 0
Future Volume (vph) 396 72 149 488 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 13 13 12 12 16 16
Link Speed (mph) 25 25 25
Link Distance (ft) 327 153 414
Travel Time (s) 8.9 4.2 11.3
Confl. Peds. (#/hr) 144 144
Confl. Bikes (#/hr) 3
Peak Hour Factor 0.83 0.83 0.77 0.77 0.92 0.92
Heavy Vehicles (%) 6% 1% 1% 4% 2% 2%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 564 0 0 828 0 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Existing Conditions
6: Craft Ave & Main St/Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 12
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 396 72 149 488 0 0
Future Volume (Veh/h) 396 72 149 488 0 0
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.83 0.83 0.77 0.77 0.92 0.92
Hourly flow rate (vph) 477 87 194 634 0 0
Pedestrians 144
Lane Width (ft) 0.0
Walking Speed (ft/s) 3.5
Percent Blockage 0
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 607 832
pX, platoon unblocked 0.92 0.92 0.92
vC, conflicting volume 708 1370 426
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 506 1225 199
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 80 100 100
cM capacity (veh/h) 976 126 743
Direction, Lane # EB 1 EB 2 WB 1 WB 2
Volume Total 318 246 405 423
Volume Left 0 0 194 0
Volume Right 0 87 0 0
cSH 1700 1700 976 1700
Volume to Capacity 0.19 0.14 0.20 0.25
Queue Length 95th (ft) 0 0 18 0
Control Delay (s) 0.0 0.0 5.7 0.0
Lane LOS A
Approach Delay (s) 0.0 2.8
Approach LOS
Intersection Summary
Average Delay 1.7
Intersection Capacity Utilization 42.3% ICU Level of Service A
Analysis Period (min) 15
Lanes, Volumes, Timings Existing Conditions
7: Old South St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 13
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 440 0 0 595 86 234
Future Volume (vph) 440 0 0 595 86 234
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 15 15 12 12 13 12
Grade (%) 0% 0% 9%
Storage Length (ft) 0 0 130 0
Storage Lanes 0 0 1 1
Taper Length (ft) 25 25
Link Speed (mph) 25 25 25
Link Distance (ft) 153 252 283
Travel Time (s) 4.2 6.9 7.7
Confl. Peds. (#/hr) 181 181 193
Peak Hour Factor 0.81 0.81 0.86 0.86 0.96 0.96
Heavy Vehicles (%) 3% 0% 0% 2% 3% 1%
Parking (#/hr) 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 543 0 0 692 90 244
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Existing Conditions
7: Old South St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 14
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 440 0 0 595 86 234
Future Volume (Veh/h) 440 0 0 595 86 234
Sign Control Free Free Stop
Grade 0% 0% 9%
Peak Hour Factor 0.81 0.81 0.86 0.86 0.96 0.96
Hourly flow rate (vph) 543 0 0 692 90 244
Pedestrians 193 181
Lane Width (ft) 12.0 12.5
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 18 18
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 760 679
pX, platoon unblocked 0.98 0.98 0.98
vC, conflicting volume 724 1070 646
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 667 1021 586
tC, single (s) 4.1 6.9 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 100 51 18
cM capacity (veh/h) 746 184 297
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2
Volume Total 272 272 346 346 90 244
Volume Left 0000900
Volume Right 00000244
cSH 1700 1700 1700 1700 184 297
Volume to Capacity 0.16 0.16 0.20 0.20 0.49 0.82
Queue Length 95th (ft)000060170
Control Delay (s) 0.0 0.0 0.0 0.0 42.1 54.8
Lane LOS E F
Approach Delay (s) 0.0 0.0 51.4
Approach LOS F
Intersection Summary
Average Delay 10.9
Intersection Capacity Utilization 44.0% ICU Level of Service A
Analysis Period (min) 15
Lanes, Volumes, Timings Existing Conditions
8: Main St & Center St PM Peak
Northampton - Main St Synchro 10 Report
Page 15
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 58 549 484 84 47 52
Future Volume (vph) 58 549 484 84 47 52
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 16 16 16 16 13 13
Link Speed (mph) 25 25 25
Link Distance (ft) 252 228 369
Travel Time (s) 6.9 6.2 10.1
Confl. Peds. (#/hr) 62 62 134
Confl. Bikes (#/hr) 5
Peak Hour Factor 0.92 0.92 0.86 0.86 0.71 0.71
Heavy Vehicles (%) 0% 3% 2% 0% 0% 2%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 660 661 0 139 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Existing Conditions
8: Main St & Center St PM Peak
Northampton - Main St Synchro 10 Report
Page 16
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 58 549 484 84 47 52
Future Volume (Veh/h) 58 549 484 84 47 52
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.86 0.86 0.71 0.71
Hourly flow rate (vph) 63 597 563 98 66 73
Pedestrians 134 62
Lane Width (ft) 16.0 13.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 17 6
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 1012 427
pX, platoon unblocked 0.90 0.90 0.90
vC, conflicting volume 723 1098 526
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 471 888 253
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 93 71 86
cM capacity (veh/h) 928 225 522
Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1
Volume Total 262 398 375 286 139
Volume Left 63 0 0 0 66
Volume Right 0 0 0 98 73
cSH 928 1700 1700 1700 321
Volume to Capacity 0.07 0.23 0.22 0.17 0.43
Queue Length 95th (ft)500052
Control Delay (s) 2.7 0.0 0.0 0.0 24.5
Lane LOS A C
Approach Delay (s) 1.1 0.0 24.5
Approach LOS C
Intersection Summary
Average Delay 2.8
Intersection Capacity Utilization 60.5% ICU Level of Service B
Analysis Period (min) 15
Lanes, Volumes, Timings Existing Conditions
9: Main St & Gothic St PM Peak
Northampton - Main St Synchro 10 Report
Page 17
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 15 561 536 23 13 52
Future Volume (vph) 15 561 536 23 13 52
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 13 13 16 16 13 13
Link Speed (mph) 25 25 25
Link Distance (ft) 228 199 420
Travel Time (s) 6.2 5.4 11.5
Confl. Peds. (#/hr) 166 166
Confl. Bikes (#/hr) 4
Peak Hour Factor 0.89 0.89 0.94 0.94 0.68 0.68
Heavy Vehicles (%) 0% 3% 2% 0% 0% 0%
Parking (#/hr) 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 647 594 0 95 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Existing Conditions
9: Main St & Gothic St PM Peak
Northampton - Main St Synchro 10 Report
Page 18
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 15 561 536 23 13 52
Future Volume (Veh/h) 15 561 536 23 13 52
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.89 0.89 0.94 0.94 0.68 0.68
Hourly flow rate (vph) 17 630 570 24 19 76
Pedestrians 166
Lane Width (ft) 13.0
Walking Speed (ft/s) 3.5
Percent Blockage 17
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 1240 199
pX, platoon unblocked 0.87 0.87 0.87
vC, conflicting volume 760 1097 463
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 436 821 96
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 98 92 89
cM capacity (veh/h) 821 224 687
Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1
Volume Total 227 420 380 214 95
Volume Left 17 0 0 0 19
Volume Right 0 0 0 24 76
cSH 821 1700 1700 1700 486
Volume to Capacity 0.02 0.25 0.22 0.13 0.20
Queue Length 95th (ft)200018
Control Delay (s) 0.9 0.0 0.0 0.0 14.2
Lane LOS A B
Approach Delay (s) 0.3 0.0 14.2
Approach LOS B
Intersection Summary
Average Delay 1.2
Intersection Capacity Utilization 40.2% ICU Level of Service A
Analysis Period (min) 15
Lanes, Volumes, Timings Existing Conditions
10: Strong Ave/Merrick Ln & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 19
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 13 388 51 1 486 54 22 7 183 5 3 11
Future Volume (vph) 13 388 51 1 486 54 22 7 183 5 3 11
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 16 16 16 16 16 16 15 15 15 10 10 10
Storage Length (ft) 0 0 50 0 0 0 0 0
Storage Lanes 0 0 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Link Speed (mph) 25 25 25 25
Link Distance (ft) 367 200 288 143
Travel Time (s) 10.0 5.5 7.9 3.9
Confl. Peds. (#/hr) 113 113 93 93
Confl. Bikes (#/hr) 6
Peak Hour Factor 0.85 0.85 0.85 0.93 0.93 0.93 0.90 0.90 0.90 0.43 0.43 0.43
Heavy Vehicles (%) 0% 3% 0% 0% 2% 0% 0% 0% 1% 0% 0% 0%
Parking (#/hr) 0 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 531 0 0 582 0 0 235 0 0 45 0
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Existing Conditions
10: Strong Ave/Merrick Ln & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 20
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 13 388 51 1 486 54 22 7 183 5 3 11
Future Volume (Veh/h) 13 388 51 1 486 54 22 7 183 5 3 11
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.85 0.85 0.85 0.93 0.93 0.93 0.90 0.90 0.90 0.43 0.43 0.43
Hourly flow rate (vph) 15 456 60 1 523 58 24 8 203 12 7 26
Pedestrians 93 113
Lane Width (ft) 16.0 15.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 12 13
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 367 200
pX, platoon unblocked 0.81 0.79 0.89 0.89 0.79 0.89 0.89 0.81
vC, conflicting volume 581 629 1306 1212 599 1277 1213 645
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 363 401 795 690 363 763 691 442
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 98 100 86 97 57 92 97 94
cM capacity (veh/h) 975 802 171 280 469 141 280 442
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 531 582 235 45
Volume Left 15 1 24 12
Volume Right 60 58 203 26
cSH 975 802 391 267
Volume to Capacity 0.02 0.00 0.60 0.17
Queue Length 95th (ft) 1 0 95 15
Control Delay (s) 0.4 0.0 27.2 21.2
Lane LOS A A D C
Approach Delay (s) 0.4 0.0 27.2 21.2
Approach LOS D C
Intersection Summary
Average Delay 5.5
Intersection Capacity Utilization 60.4% ICU Level of Service B
Analysis Period (min) 15
Lanes, Volumes, Timings Existing Conditions
1: West St & Elm St/Main St Sat Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 326 58 266 216 81 298
Future Volume (vph) 326 58 266 216 81 298
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 10 10 9 13
Storage Length (ft) 110 0 0 80
Storage Lanes 1 1 1 1
Taper Length (ft) 25 25
Right Turn on Red Yes Yes
Link Speed (mph) 25 25 25
Link Distance (ft) 243 209 384
Travel Time (s) 6.6 5.7 10.5
Confl. Peds. (#/hr) 23 23
Confl. Bikes (#/hr) 3
Peak Hour Factor 0.91 0.91 0.89 0.89 0.93 0.93
Heavy Vehicles (%) 3% 0% 0% 2% 1% 1%
Shared Lane Traffic (%)
Lane Group Flow (vph) 422 0 299 243 87 320
Turn Type NA D.P+P NA Prot pt+ov
Protected Phases 2 4 2 4 3 3 4
Permitted Phases 2
Detector Phase 4 3 3
Switch Phase
Minimum Initial (s) 24.0 15.0 8.0
Minimum Split (s) 30.0 20.0 14.0
Total Split (s) 39.0 33.0 38.0
Total Split (%) 35.5% 30.0% 34.5%
Yellow Time (s) 3.5 3.0 3.5
All-Red Time (s) 2.5 2.0 2.5
Lost Time Adjust (s) 0.0 0.0 0.0
Total Lost Time (s) 6.0 5.0 6.0
Lead/Lag Lag Lead
Lead-Lag Optimize? Yes Yes
Recall Mode C-Max None None
v/c Ratio 0.25 0.45 0.20 0.46 0.53
Control Delay 13.2 11.6 6.9 50.2 14.1
Queue Delay 0.0 0.5 2.3 0.0 0.1
Total Delay 13.3 12.1 9.1 50.2 14.3
Queue Length 50th (ft) 67 84 67 58 74
Queue Length 95th (ft) 131 m104 m77 100 126
Internal Link Dist (ft) 163 129 304
Turn Bay Length (ft) 80
Base Capacity (vph) 1685 785 1189 421 621
Starvation Cap Reductn 0 183 805 0 0
Spillback Cap Reductn 143 0 0 0 24
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.27 0.50 0.63 0.21 0.54
Intersection Summary
Area Type: CBD
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 10 (9%), Referenced to phase 2:EBWB, Start of Yellow
Natural Cycle: 65
Control Type: Actuated-Coordinated
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: West St & Elm St/Main St
HCM Signalized Intersection Capacity Analysis Existing Conditions
1: West St & Elm St/Main St Sat Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 326 58 266 216 81 298
Future Volume (vph) 326 58 266 216 81 298
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width 11 11 10 10 9 13
Total Lost time (s) 6.0 5.0 6.0 6.0 6.0
Lane Util. Factor 0.95 1.00 1.00 1.00 1.00
Frpb, ped/bikes 0.99 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 0.99 1.00 1.00 1.00
Frt 0.98 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 2960 1495 1565 1448 1487
Flt Permitted 1.00 0.50 1.00 0.95 1.00
Satd. Flow (perm) 2960 787 1565 1448 1487
Peak-hour factor, PHF 0.91 0.91 0.89 0.89 0.93 0.93
Adj. Flow (vph) 358 64 299 243 87 320
RTOR Reduction (vph)80000124
Lane Group Flow (vph) 414 0 299 243 87 196
Confl. Peds. (#/hr) 23 23
Confl. Bikes (#/hr) 3
Heavy Vehicles (%) 3% 0% 0% 2% 1% 1%
Turn Type NA D.P+P NA Prot pt+ov
Protected Phases 2 4 2 4 3 3 4
Permitted Phases 2
Actuated Green, G (s) 62.4 78.6 83.6 14.4 36.6
Effective Green, g (s) 62.4 78.6 78.6 14.4 36.6
Actuated g/C Ratio 0.57 0.71 0.71 0.13 0.33
Clearance Time (s) 6.0 5.0 6.0
Vehicle Extension (s) 4.0 2.0 2.0
Lane Grp Cap (vph) 1679 666 1118 189 494
v/s Ratio Prot 0.14 0.07 0.16 0.06 c0.13
v/s Ratio Perm c0.25
v/c Ratio 0.25 0.45 0.22 0.46 0.40
Uniform Delay, d1 12.0 5.6 5.3 44.2 28.2
Progression Factor 1.00 2.24 1.45 1.00 1.00
Incremental Delay, d2 0.4 0.1 0.0 0.6 0.2
Delay (s) 12.3 12.6 7.7 44.9 28.4
Level of Service B B A D C
Approach Delay (s) 12.3 10.4 31.9
Approach LOS B B C
Intersection Summary
HCM 2000 Control Delay 17.4 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.46
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 17.0
Intersection Capacity Utilization 57.2% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Existing Conditions
2: New South St /State St & Main St Sat Peak
Northampton - Main St Synchro 10 Report
Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9 Ø10
Lane Configurations
Traffic Volume (vph) 120 307 208 154 228 29 159 167 143 27 148 125
Future Volume (vph) 120 307 208 154 228 29 159 167 143 27 148 125
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 9 10 10 11 11 11 13 13 11 11 11 10
Storage Length (ft) 0 0 0 40 0 300 0 100
Storage Lanes 1 1 1 1 0 1 0 1
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 209 280 873 506
Travel Time (s) 5.7 7.6 23.8 13.8
Confl. Peds. (#/hr) 151 69 163
Confl. Bikes (#/hr) 5 2 1 1
Peak Hour Factor 0.88 0.88 0.88 0.91 0.91 0.91 0.89 0.89 0.89 0.89 0.89 0.89
Heavy Vehicles (%) 0% 2% 0% 1% 1% 0% 1% 0% 3% 0% 1% 0%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 136 349 236 169 251 32 0 367 161 0 196 140
Turn Type Prot NA pt+ov Prot NA pt+ov Split NA Free Split NA pt+ov
Protected Phases 5 2 2 3 1 6 4 6 3 3 4 4 4 5 9 10
Permitted Phases Free
Minimum Split (s) 31.0 22.0 31.0 22.0 26.5 26.5 15.5 15.5 7.0 7.0
Total Split (s) 31.0 22.0 31.0 22.0 33.0 33.0 17.0 17.0 7.0 7.0
Total Split (%) 28.2% 20.0% 28.2% 20.0% 30.0% 30.0% 15.5% 15.5% 6% 6%
Yellow Time (s) 3.0 4.0 3.0 4.0 3.5 3.5 3.5 3.5 2.0 2.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 0.0 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 5.0 6.0 5.5 5.5
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
v/c Ratio 0.39 0.81 0.32 0.46 1.17 0.10 0.86 0.13 1.16 0.23
Control Delay 37.7 58.2 5.5 40.8 158.2 16.6 59.5 0.2 163.0 4.7
Queue Delay 5.1 18.1 1.2 0.0 0.0 0.0 2.3 0.0 0.0 0.0
Total Delay 42.8 76.3 6.7 40.8 158.2 16.6 61.8 0.2 163.0 4.8
Queue Length 50th (ft) 66 130 11 103 ~212 9 248 0 ~164 0
Queue Length 95th (ft) 135 #193 73 171 #373 21 #401 0 #305 38
Internal Link Dist (ft) 129 200 793 426
Turn Bay Length (ft) 40 300 100
Base Capacity (vph) 345 432 735 367 214 322 429 1282 169 610
Starvation Cap Reductn 150 78 306 0 0 0 0 0 0 0
Spillback Cap Reductn 000000 170 027
Storage Cap Reductn 000000 00 00
Reduced v/c Ratio 0.70 0.99 0.55 0.46 1.17 0.10 0.89 0.13 1.16 0.24
Intersection Summary
Area Type: CBD
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Yellow
Natural Cycle: 115
Control Type: Pretimed
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 2: New South St /State St & Main St
HCM Signalized Intersection Capacity Analysis Existing Conditions
2: New South St /State St & Main St Sat Peak
Northampton - Main St Synchro 10 Report
Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 120 307 208 154 228 29 159 167 143 27 148 125
Future Volume (vph) 120 307 208 154 228 29 159 167 143 27 148 125
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 9 10 10 11 11 11 13 13 11 11 11 10
Total Lost time (s) 5.0 6.0 6.0 5.0 6.0 5.5 5.5 4.0 5.5 5.5
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.94 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.98 1.00 0.99 1.00
Satd. Flow (prot) 1462 2973 1357 1555 1473 1265 1717 1282 1627 1357
Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.98 1.00 0.99 1.00
Satd. Flow (perm) 1462 2973 1357 1555 1473 1265 1717 1282 1627 1357
Peak-hour factor, PHF 0.88 0.88 0.88 0.91 0.91 0.91 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 136 349 236 169 251 32 179 188 161 30 166 140
RTOR Reduction (vph) 0 0 130 0 0 00000085
Lane Group Flow (vph) 136 349 106 169 251 32 0 367 161 0 196 55
Confl. Peds. (#/hr) 151 69 163
Confl. Bikes (#/hr) 5 2 1 1
Heavy Vehicles (%) 0% 2% 0% 1% 1% 0% 1% 0% 3% 0% 1% 0%
Parking (#/hr) 0 0
Turn Type Prot NA pt+ov Prot NA pt+ov Split NA Free Split NA pt+ov
Protected Phases 5 2 2 3 1 6 4 6 3 3 4 4 4 5
Permitted Phases Free
Actuated Green, G (s) 26.0 16.0 49.5 26.0 16.0 27.5 27.5 110.0 11.5 43.0
Effective Green, g (s) 26.0 16.0 49.5 26.0 16.0 27.5 27.5 110.0 11.5 43.0
Actuated g/C Ratio 0.24 0.15 0.45 0.24 0.15 0.25 0.25 1.00 0.10 0.39
Clearance Time (s) 5.0 6.0 5.0 6.0 5.5 5.5
Lane Grp Cap (vph) 345 432 610 367 214 316 429 1282 170 530
v/s Ratio Prot 0.09 0.12 0.08 c0.11 c0.17 0.03 c0.21 c0.12 0.04
v/s Ratio Perm c0.13
v/c Ratio 0.39 0.81 0.17 0.46 1.17 0.10 0.86 0.13 1.15 0.10
Uniform Delay, d1 35.4 45.5 18.1 36.0 47.0 31.7 39.4 0.0 49.2 21.3
Progression Factor 0.96 0.95 1.78 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 3.2 14.3 0.6 4.1 116.1 0.6 19.2 0.2 116.1 0.4
Delay (s) 37.0 57.6 32.8 40.1 163.1 32.4 58.5 0.2 165.4 21.7
Level of Service D E C D F C E A F C
Approach Delay (s) 45.6 107.8 40.7 105.5
Approach LOS D F D F
Intersection Summary
HCM 2000 Control Delay 68.0 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.79
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 75.7% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Existing Conditions
3: Pleasant St/King St & Main St /Main St Sat Peak
Northampton - Main St Synchro 10 Report
Page 5
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 145 261 110 114 255 132 77 196 52 75 267 122
Future Volume (vph) 145 261 110 114 255 132 77 196 52 75 267 122
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 12 13 10 12 12 10 12 12 11 11 16
Storage Length (ft) 0 0 115 0 60 60 0 80
Storage Lanes 1 1 1 0 1 1 1 1
Taper Length (ft) 25 25 25 25
Right Turn on Red No No No No
Link Speed (mph) 25 25 25 25
Link Distance (ft) 199 367 564 386
Travel Time (s) 5.4 10.0 15.4 10.5
Confl. Bikes (#/hr) 2
Peak Hour Factor 0.82 0.82 0.82 0.88 0.88 0.88 0.90 0.90 0.90 0.90 0.90 0.90
Heavy Vehicles (%) 1% 2% 4% 0% 2% 2% 0% 1% 4% 0% 1% 0%
Parking (#/hr) 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 177 318 134 130 440 0 86 218 58 83 297 136
Turn Type pm+pt NA Prot pm+pt NA pm+pt NA Prot pm+pt NA pt+ov
Protected Phases 52216 388744 59
Permitted Phases 2 6 8 4
Detector Phase 52216 388744 5
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 7.0 10.0 10.0 3.0 10.0 1.0
Minimum Split (s) 10.0 21.0 21.0 9.0 21.5 12.0 15.0 15.0 8.0 15.0 31.0
Total Split (s) 25.0 43.0 43.0 12.0 30.0 20.0 35.0 35.0 20.0 35.0 31.0
Total Split (%) 17.7% 30.5% 30.5% 8.5% 21.3% 14.2% 24.8% 24.8% 14.2% 24.8% 22%
Yellow Time (s) 3.0 3.0 3.0 3.0 4.0 3.0 3.0 3.0 3.0 3.0 2.0
All-Red Time (s) 2.0 3.0 3.0 1.0 2.0 2.0 2.0 2.0 2.0 2.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 4.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min None None None None None None
v/c Ratio 0.66 0.80 0.39 0.60 0.84 0.43 0.60 0.19 0.32 0.87 0.22
Control Delay 43.8 61.0 44.4 46.2 66.2 37.9 53.2 44.3 34.4 73.8 28.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 43.8 61.0 44.4 46.2 66.2 37.9 53.2 44.3 34.4 73.8 28.5
Queue Length 50th (ft) 109 249 94 76 187 51 164 40 49 238 76
Queue Length 95th (ft) 162 333 146 131 #281 96 268 86 93 #417 131
Internal Link Dist (ft) 119 287 484 306
Turn Bay Length (ft) 115 60 60 80
Base Capacity (vph) 321 504 434 220 584 264 415 343 333 399 667
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.55 0.63 0.31 0.59 0.75 0.33 0.53 0.17 0.25 0.74 0.20
Intersection Summary
Area Type: CBD
Cycle Length: 141
Actuated Cycle Length: 124.6
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 3: Pleasant St/King St & Main St /Main St
HCM Signalized Intersection Capacity Analysis Existing Conditions
3: Pleasant St/King St & Main St /Main St Sat Peak
Northampton - Main St Synchro 10 Report
Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 145 261 110 114 255 132 77 196 52 75 267 122
Future Volume (vph) 145 261 110 114 255 132 77 196 52 75 267 122
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 13 10 12 12 10 12 12 11 11 16
Total Lost time (s) 5.0 6.0 6.0 4.0 6.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.95 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1555 1676 1444 1516 2997 1516 1693 1398 1570 1637 1647
Flt Permitted 0.23 1.00 1.00 0.40 1.00 0.25 1.00 1.00 0.44 1.00 1.00
Satd. Flow (perm) 384 1676 1444 639 2997 400 1693 1398 721 1637 1647
Peak-hour factor, PHF 0.82 0.82 0.82 0.88 0.88 0.88 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 177 318 134 130 290 150 86 218 58 83 297 136
RTOR Reduction (vph)000000000000
Lane Group Flow (vph) 177 318 134 130 440 0 86 218 58 83 297 136
Confl. Bikes (#/hr) 2
Heavy Vehicles (%) 1% 2% 4% 0% 2% 2% 0% 1% 4% 0% 1% 0%
Parking (#/hr) 0
Turn Type pm+pt NA Prot pm+pt NA pm+pt NA Prot pm+pt NA pt+ov
Protected Phases 52216 388744 5
Permitted Phases 2 6 8 4
Actuated Green, G (s) 41.5 29.7 29.7 29.6 21.8 36.2 26.7 26.7 34.8 26.0 45.7
Effective Green, g (s) 41.5 29.7 29.7 29.6 21.8 36.2 26.7 26.7 34.8 26.0 45.7
Actuated g/C Ratio 0.33 0.24 0.24 0.24 0.18 0.29 0.21 0.21 0.28 0.21 0.37
Clearance Time (s) 5.0 6.0 6.0 4.0 6.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 1.5 2.5 2.5 1.5 2.5 1.5 2.0 2.0 1.5 2.0
Lane Grp Cap (vph) 266 400 344 207 525 201 363 300 261 342 605
v/s Ratio Prot c0.08 c0.19 0.09 0.04 0.15 c0.03 0.13 0.04 0.02 c0.18 0.08
v/s Ratio Perm 0.14 0.11 0.09 0.07
v/c Ratio 0.67 0.80 0.39 0.63 0.84 0.43 0.60 0.19 0.32 0.87 0.22
Uniform Delay, d1 32.2 44.5 39.7 40.4 49.6 34.2 44.0 40.0 34.3 47.5 27.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 4.8 10.1 0.5 4.2 11.0 0.5 1.9 0.1 0.3 19.5 0.1
Delay (s) 37.0 54.6 40.3 44.7 60.6 34.7 46.0 40.1 34.6 67.1 27.2
Level of Service DDDDE CDDCEC
Approach Delay (s) 46.6 57.0 42.4 51.3
Approach LOS D E D D
Intersection Summary
HCM 2000 Control Delay 49.9 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.56
Actuated Cycle Length (s) 124.4 Sum of lost time (s) 24.0
Intersection Capacity Utilization 60.4% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Existing Conditions
4: Hawley St /Market St & Main St /Bridge St Sat Peak
Northampton - Main St Synchro 10 Report
Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 40 399 55 26 406 49 31 45 26 42 7 93
Future Volume (vph) 40 399 55 26 406 49 31 45 26 42 7 93
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 16 16 16 16 16 16 16 16 16
Storage Length (ft) 0 40 25 0 0 0 0 0
Storage Lanes 0 1 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 200 559 567 502
Travel Time (s) 5.5 15.2 15.5 13.7
Confl. Bikes (#/hr) 2 3
Peak Hour Factor 0.94 0.94 0.94 0.93 0.93 0.93 0.77 0.77 0.77 0.85 0.85 0.85
Heavy Vehicles (%) 0% 1% 0% 0% 2% 2% 0% 0% 0% 0% 0% 1%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 467 59 0 518 0 0 132 0 0 166 0
Turn Type Perm NA Perm Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4 9
Permitted Phases 2 2 6 8 4
Detector Phase 22266 88 44
Switch Phase
Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 6.0 6.0 6.0 6.0 1.0
Minimum Split (s) 15.5 15.5 15.5 15.5 15.5 12.0 12.0 12.0 12.0 25.0
Total Split (s) 50.5 50.5 50.5 50.5 50.5 26.0 26.0 26.0 26.0 25.0
Total Split (%) 49.8% 49.8% 49.8% 49.8% 49.8% 25.6% 25.6% 25.6% 25.6% 25%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.5 2.5 2.5 2.5 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.5 5.5 5.5 6.0 6.0
Lead/Lag
Lead-Lag Optimize?
Recall Mode Min Min Min Min Min None None None None None
v/c Ratio 0.59 0.08 0.57 0.50 0.51
Control Delay 23.5 3.0 22.4 36.8 24.2
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 23.5 3.0 22.4 36.8 24.2
Queue Length 50th (ft) 187 0 205 50 34
Queue Length 95th (ft) 335 16 354 103 99
Internal Link Dist (ft) 120 479 487 422
Turn Bay Length (ft) 40
Base Capacity (vph) 1039 968 1193 565 614
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.45 0.06 0.43 0.23 0.27
Intersection Summary
Area Type: CBD
Cycle Length: 101.5
Actuated Cycle Length: 68.6
Natural Cycle: 70
Control Type: Actuated-Uncoordinated
Splits and Phases: 4: Hawley St /Market St & Main St /Bridge St
HCM Signalized Intersection Capacity Analysis Existing Conditions
4: Hawley St /Market St & Main St /Bridge St Sat Peak
Northampton - Main St Synchro 10 Report
Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 40 399 55 26 406 49 31 45 26 42 7 93
Future Volume (vph) 40 399 55 26 406 49 31 45 26 42 7 93
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 12 12 12 16 16 16 16 16 16 16 16 16
Total Lost time (s) 5.5 5.5 5.5 6.0 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 0.98 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.99 0.97 0.91
Flt Protected 1.00 1.00 1.00 0.99 0.99
Satd. Flow (prot) 1687 1422 1866 1843 1729
Flt Permitted 0.92 1.00 0.96 0.81 0.87
Satd. Flow (perm) 1567 1422 1800 1517 1531
Peak-hour factor, PHF 0.94 0.94 0.94 0.93 0.93 0.93 0.77 0.77 0.77 0.85 0.85 0.85
Adj. Flow (vph) 43 424 59 28 437 53 40 58 34 49 8 109
RTOR Reduction (vph) 0 0 32 0 0 0 0 13 0 0 74 0
Lane Group Flow (vph) 0 467 27 0 518 0 0 119 0 0 92 0
Confl. Bikes (#/hr) 2 3
Heavy Vehicles (%) 0% 1% 0% 0% 2% 2% 0% 0% 0% 0% 0% 1%
Turn Type Perm NA Perm Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4
Permitted Phases 2 2 6 8 4
Actuated Green, G (s) 31.7 31.7 31.7 8.1 8.1
Effective Green, g (s) 31.7 31.7 31.7 8.1 8.1
Actuated g/C Ratio 0.45 0.45 0.45 0.12 0.12
Clearance Time (s) 5.5 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 708 643 813 175 176
v/s Ratio Prot
v/s Ratio Perm c0.30 0.02 0.29 c0.08 0.06
v/c Ratio 0.66 0.04 0.64 0.68 0.52
Uniform Delay, d1 15.0 10.7 14.8 29.8 29.2
Progression Factor 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.7 0.0 1.2 7.9 1.3
Delay (s) 16.7 10.7 16.0 37.7 30.5
Level of Service B B B D C
Approach Delay (s) 16.0 16.0 37.7 30.5
Approach LOS B B D C
Intersection Summary
HCM 2000 Control Delay 19.9 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.48
Actuated Cycle Length (s) 70.1 Sum of lost time (s) 15.5
Intersection Capacity Utilization 72.8% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Existing Conditions
5: Main St /Main St & Masonic St Sat Peak
Northampton - Main St Synchro 10 Report
Page 9
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 33 457 348 71 26 38
Future Volume (vph) 33 457 348 71 26 38
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 12 13 13
Link Speed (mph) 25 25 25
Link Distance (ft) 280 327 335
Travel Time (s) 7.6 8.9 9.1
Confl. Peds. (#/hr) 427 427 167
Confl. Bikes (#/hr) 5
Peak Hour Factor 0.88 0.88 0.90 0.90 0.74 0.74
Heavy Vehicles (%) 3% 3% 2% 1% 0% 3%
Parking (#/hr) 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 557 466 0 86 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Existing Conditions
5: Main St /Main St & Masonic St Sat Peak
Northampton - Main St Synchro 10 Report
Page 10
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 33 457 348 71 26 38
Future Volume (Veh/h) 33 457 348 71 26 38
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.88 0.88 0.90 0.90 0.74 0.74
Hourly flow rate (vph) 38 519 387 79 35 51
Pedestrians 167 427
Lane Width (ft) 12.0 13.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 16 44
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 280 1159
pX, platoon unblocked 0.90
vC, conflicting volume 893 1356 660
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 893 1175 660
tC, single (s) 4.2 6.8 7.0
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 91 52 77
cM capacity (veh/h) 419 72 226
Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1
Volume Total 211 346 258 208 86
Volume Left 38 0 0 0 35
Volume Right 0 0 0 79 51
cSH 419 1700 1700 1700 121
Volume to Capacity 0.09 0.20 0.15 0.12 0.71
Queue Length 95th (ft)700097
Control Delay (s) 3.8 0.0 0.0 0.0 86.9
Lane LOS A F
Approach Delay (s) 1.4 0.0 86.9
Approach LOS F
Intersection Summary
Average Delay 7.5
Intersection Capacity Utilization 44.1% ICU Level of Service A
Analysis Period (min) 15
Lanes, Volumes, Timings Existing Conditions
6: Craft Ave & Main St/Main St Sat Peak
Northampton - Main St Synchro 10 Report
Page 11
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 410 71 121 411 0 0
Future Volume (vph) 410 71 121 411 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 13 13 12 12 16 16
Link Speed (mph) 25 25 25
Link Distance (ft) 327 153 414
Travel Time (s) 8.9 4.2 11.3
Confl. Peds. (#/hr) 295 295
Confl. Bikes (#/hr) 10
Peak Hour Factor 0.98 0.98 0.91 0.91 0.92 0.92
Heavy Vehicles (%) 3% 4% 2% 1% 2% 2%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 490 0 0 585 0 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Existing Conditions
6: Craft Ave & Main St/Main St Sat Peak
Northampton - Main St Synchro 10 Report
Page 12
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 410 71 121 411 0 0
Future Volume (Veh/h) 410 71 121 411 0 0
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.98 0.98 0.91 0.91 0.92 0.92
Hourly flow rate (vph) 418 72 133 452 0 0
Pedestrians 295
Lane Width (ft) 0.0
Walking Speed (ft/s) 3.5
Percent Blockage 0
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 607 832
pX, platoon unblocked 0.95 0.95 0.95
vC, conflicting volume 785 1241 540
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 676 1155 419
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 85 100 100
cM capacity (veh/h) 869 154 555
Direction, Lane # EB 1 EB 2 WB 1 WB 2
Volume Total 279 211 284 301
Volume Left 0 0 133 0
Volume Right 0 72 0 0
cSH 1700 1700 869 1700
Volume to Capacity 0.16 0.12 0.15 0.18
Queue Length 95th (ft) 0 0 13 0
Control Delay (s) 0.0 0.0 5.5 0.0
Lane LOS A
Approach Delay (s) 0.0 2.7
Approach LOS
Intersection Summary
Average Delay 1.5
Intersection Capacity Utilization 39.6% ICU Level of Service A
Analysis Period (min) 15
Lanes, Volumes, Timings Existing Conditions
7: Old South St & Main St Sat Peak
Northampton - Main St Synchro 10 Report
Page 13
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 454 0 0 507 73 176
Future Volume (vph) 454 0 0 507 73 176
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 15 15 12 12 13 12
Grade (%) 0% 0% 9%
Storage Length (ft) 0 0 130 0
Storage Lanes 0 0 1 1
Taper Length (ft) 25 25
Link Speed (mph) 25 25 25
Link Distance (ft) 153 252 283
Travel Time (s) 4.2 6.9 7.7
Confl. Peds. (#/hr) 440
Peak Hour Factor 0.95 0.95 0.91 0.91 0.96 0.96
Heavy Vehicles (%) 3% 0% 0% 1% 3% 0%
Parking (#/hr) 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 478 0 0 557 76 183
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Existing Conditions
7: Old South St & Main St Sat Peak
Northampton - Main St Synchro 10 Report
Page 14
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 454 0 0 507 73 176
Future Volume (Veh/h) 454 0 0 507 73 176
Sign Control Free Free Stop
Grade 0% 0% 9%
Peak Hour Factor 0.95 0.95 0.91 0.91 0.96 0.96
Hourly flow rate (vph) 478 0 0 557 76 183
Pedestrians 440
Lane Width (ft) 12.0
Walking Speed (ft/s) 3.5
Percent Blockage 42
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 760 679
pX, platoon unblocked
vC, conflicting volume 478 756 679
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 478 756 679
tC, single (s) 4.1 6.9 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 100 78 21
cM capacity (veh/h) 1095 340 231
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2
Volume Total 239 239 278 278 76 183
Volume Left 0000760
Volume Right 00000183
cSH 1700 1700 1700 1700 340 231
Volume to Capacity 0.14 0.14 0.16 0.16 0.22 0.79
Queue Length 95th (ft)000021145
Control Delay (s) 0.0 0.0 0.0 0.0 18.6 61.6
Lane LOS C F
Approach Delay (s) 0.0 0.0 49.0
Approach LOS E
Intersection Summary
Average Delay 9.8
Intersection Capacity Utilization 42.3% ICU Level of Service A
Analysis Period (min) 15
Lanes, Volumes, Timings Existing Conditions
8: Main St & Center St Sat Peak
Northampton - Main St Synchro 10 Report
Page 15
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 43 532 416 53 36 55
Future Volume (vph) 43 532 416 53 36 55
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 16 16 16 16 13 13
Link Speed (mph) 25 25 25
Link Distance (ft) 252 228 369
Travel Time (s) 6.9 6.2 10.1
Confl. Peds. (#/hr) 135 135 237
Confl. Bikes (#/hr) 1
Peak Hour Factor 0.87 0.87 0.90 0.90 0.88 0.88
Heavy Vehicles (%) 0% 2% 1% 0% 0% 2%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 660 521 0 104 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Existing Conditions
8: Main St & Center St Sat Peak
Northampton - Main St Synchro 10 Report
Page 16
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 43 532 416 53 36 55
Future Volume (Veh/h) 43 532 416 53 36 55
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.87 0.87 0.90 0.90 0.88 0.88
Hourly flow rate (vph) 49 611 462 59 41 63
Pedestrians 237 135
Lane Width (ft) 16.0 13.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 30 14
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 1012 427
pX, platoon unblocked
vC, conflicting volume 656 1030 632
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 656 1030 632
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 94 78 75
cM capacity (veh/h) 810 188 254
Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1
Volume Total 253 407 308 213 104
Volume Left 49 0 0 0 41
Volume Right 0 0 0 59 63
cSH 810 1700 1700 1700 223
Volume to Capacity 0.06 0.24 0.18 0.13 0.47
Queue Length 95th (ft)500057
Control Delay (s) 2.4 0.0 0.0 0.0 34.4
Lane LOS A D
Approach Delay (s) 0.9 0.0 34.4
Approach LOS D
Intersection Summary
Average Delay 3.3
Intersection Capacity Utilization 56.5% ICU Level of Service B
Analysis Period (min) 15
Lanes, Volumes, Timings Existing Conditions
9: Main St & Gothic St Sat Peak
Northampton - Main St Synchro 10 Report
Page 17
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 35 513 425 29 12 53
Future Volume (vph) 35 513 425 29 12 53
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Width (ft) 13 13 16 16 13 13
Link Speed (mph) 25 25 25
Link Distance (ft) 228 199 420
Travel Time (s) 6.2 5.4 11.5
Confl. Peds. (#/hr) 150 150
Confl. Bikes (#/hr) 3
Peak Hour Factor 0.89 0.89 0.90 0.90 0.80 0.80
Heavy Vehicles (%) 0% 2% 2% 0% 0% 0%
Parking (#/hr) 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 615 504 0 81 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Existing Conditions
9: Main St & Gothic St Sat Peak
Northampton - Main St Synchro 10 Report
Page 18
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 35 513 425 29 12 53
Future Volume (Veh/h) 35 513 425 29 12 53
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.89 0.89 0.90 0.90 0.80 0.80
Hourly flow rate (vph) 39 576 472 32 15 66
Pedestrians 150
Lane Width (ft) 13.0
Walking Speed (ft/s) 3.5
Percent Blockage 15
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 1240 199
pX, platoon unblocked
vC, conflicting volume 654 1004 402
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 654 1004 402
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 95 92 87
cM capacity (veh/h) 797 194 510
Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1
Volume Total 231 384 315 189 81
Volume Left 39 0 0 0 15
Volume Right 0 0 0 32 66
cSH 797 1700 1700 1700 392
Volume to Capacity 0.05 0.23 0.19 0.11 0.21
Queue Length 95th (ft)400019
Control Delay (s) 2.1 0.0 0.0 0.0 16.6
Lane LOS A C
Approach Delay (s) 0.8 0.0 16.6
Approach LOS C
Intersection Summary
Average Delay 1.5
Intersection Capacity Utilization 45.8% ICU Level of Service A
Analysis Period (min) 15
Lanes, Volumes, Timings Existing Conditions
10: Strong Ave/Merrick Ln & Main St Sat Peak
Northampton - Main St Synchro 10 Report
Page 19
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 8 357 41 33 455 22 23 2 136 3 1 7
Future Volume (vph) 8 357 41 33 455 22 23 2 136 3 1 7
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 16 16 16 16 16 16 15 15 15 10 10 10
Storage Length (ft) 0 0 50 0 0 0 0 0
Storage Lanes 0 0 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Link Speed (mph) 25 25 25 25
Link Distance (ft) 367 200 288 143
Travel Time (s) 10.0 5.5 7.9 3.9
Confl. Peds. (#/hr) 159 159 192 192
Confl. Bikes (#/hr) 2 3
Peak Hour Factor 0.90 0.90 0.90 0.96 0.96 0.96 0.88 0.88 0.88 0.46 0.46 0.46
Heavy Vehicles (%) 0% 1% 0% 0% 2% 0% 0% 0% 0% 0% 0% 0%
Parking (#/hr) 0 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 452 0 0 531 0 0 183 0 0 24 0
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Existing Conditions
10: Strong Ave/Merrick Ln & Main St Sat Peak
Northampton - Main St Synchro 10 Report
Page 20
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 8 357 41 33 455 22 23 2 136 3 1 7
Future Volume (Veh/h) 8 357 41 33 455 22 23 2 136 3 1 7
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.90 0.90 0.90 0.96 0.96 0.96 0.88 0.88 0.88 0.46 0.46 0.46
Hourly flow rate (vph) 9 397 46 34 474 23 26 2 155 7 2 15
Pedestrians 192 159
Lane Width (ft) 16.0 15.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 24 19
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 367 200
pX, platoon unblocked 0.81 0.81 0.90 0.90 0.81 0.90 0.90 0.81
vC, conflicting volume 497 602 1358 1162 579 1148 1174 678
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 260 386 866 648 358 632 661 483
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 99 96 78 99 66 96 99 96
cM capacity (veh/h) 1065 773 119 271 452 191 267 359
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 452 531 183 24
Volume Left 9 34 26 7
Volume Right 46 23 155 15
cSH 1065 773 322 280
Volume to Capacity 0.01 0.04 0.57 0.09
Queue Length 95th (ft) 1 3 83 7
Control Delay (s) 0.3 1.2 29.9 19.1
Lane LOS A A D C
Approach Delay (s) 0.3 1.2 29.9 19.1
Approach LOS D C
Intersection Summary
Average Delay 5.6
Intersection Capacity Utilization 67.6% ICU Level of Service C
Analysis Period (min) 15
Lanes, Volumes, Timings Proposed Conditions
1: West St & Elm St/Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBT EBR WBL WBT NBL NBR Ø2
Lane Configurations
Traffic Volume (vph) 470 203 280 299 174 343
Future Volume (vph) 470 203 280 299 174 343
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 60 0 80 0
Storage Lanes 1 1 1 1
Taper Length (ft) 25 25
Right Turn on Red No Yes
Link Speed (mph) 25 25 25
Link Distance (ft) 243 209 384
Travel Time (s) 6.6 5.7 10.5
Confl. Peds. (#/hr) 50
Peak Hour Factor 1.00 1.00 0.87 0.87 0.94 0.94
Heavy Vehicles (%) 3% 4% 2% 4% 2% 1%
Shared Lane Traffic (%)
Lane Group Flow (vph) 470 203 322 344 185 365
Turn Type NA custom Prot NA Perm pt+ov
Protected Phases 2 9 9 1 6 1 4 2
Permitted Phases 4
Detector Phase 2 9 91641 4
Switch Phase
Minimum Initial (s) 5.0 5.0 10.0 5.0 7.0
Minimum Split (s) 10.0 10.0 19.0 27.5 18.0
Total Split (s) 31.5 33.0 82.5 27.5 18.0
Total Split (%) 28.6% 30.0% 75.0% 25.0% 16%
Yellow Time (s) 3.5 3.0 3.5 3.0 2.0
All-Red Time (s) 1.5 2.0 1.5 1.5 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 5.0 4.5
Lead/Lag Lead Lag
Lead-Lag Optimize?
Recall Mode Max Min C-Max Ped C-Max
v/c Ratio 0.66 0.62 0.87 0.31 0.65 0.45
Control Delay 29.7 47.0 58.5 1.9 52.0 6.6
Queue Delay 2.2 0.0 55.2 2.6 0.0 0.2
Total Delay 32.0 47.0 113.7 4.5 52.0 6.8
Queue Length 50th (ft) 261 129 151 18 121 37
Queue Length 95th (ft) 383 210 m218 m22 200 101
Internal Link Dist (ft) 163 129 304
Turn Bay Length (ft) 60 80
Base Capacity (vph) 717 325 392 1119 283 832
Starvation Cap Reductn 0 0 120 639 0 0
Spillback Cap Reductn 132 000090
Storage Cap Reductn 000000
Reduced v/c Ratio 0.80 0.62 1.18 0.72 0.65 0.49
Intersection Summary
Area Type: CBD
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 28 (25%), Referenced to phase 2:EBT and 6:WBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: West St & Elm St/Main St
HCM Signalized Intersection Capacity Analysis Proposed Conditions
1: West St & Elm St/Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 470 203 280 299 174 343
Future Volume (vph) 470 203 280 299 174 343
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 2.0 5.0 5.0 5.0 4.5 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 0.88 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1605 1351 1540 1589 1355 1391
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1605 1351 1540 1589 1355 1391
Peak-hour factor, PHF 1.00 1.00 0.87 0.87 0.94 0.94
Adj. Flow (vph) 470 203 322 344 185 365
RTOR Reduction (vph)00000146
Lane Group Flow (vph) 470 203 322 344 185 219
Confl. Peds. (#/hr) 50
Heavy Vehicles (%) 3% 4% 2% 4% 2% 1%
Turn Type NA custom Prot NA Perm pt+ov
Protected Phases 2 9 9 1 6 1 4
Permitted Phases 4
Actuated Green, G (s) 46.2 26.5 26.3 77.5 23.0 53.8
Effective Green, g (s) 46.2 26.5 26.3 77.5 23.0 49.3
Actuated g/C Ratio 0.42 0.24 0.24 0.70 0.21 0.45
Clearance Time (s) 5.0 5.0 5.0 4.5
Vehicle Extension (s) 3.0 4.0 4.0 3.0
Lane Grp Cap (vph) 674 325 368 1119 283 623
v/s Ratio Prot c0.29 0.15 c0.21 0.22 0.16
v/s Ratio Perm c0.14
v/c Ratio 0.70 0.62 0.88 0.31 0.65 0.35
Uniform Delay, d1 26.2 37.3 40.3 6.1 39.9 19.9
Progression Factor 1.00 1.00 0.98 0.22 1.00 1.00
Incremental Delay, d2 5.9 8.8 15.9 0.5 5.3 0.5
Delay (s) 32.1 46.1 55.4 1.8 45.2 20.4
Level of Service C D E A D C
Approach Delay (s) 36.3 27.7 28.7
Approach LOS D C C
Intersection Summary
HCM 2000 Control Delay 31.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.75
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 16.5
Intersection Capacity Utilization 66.7% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Proposed Conditions
2: New South St /State St & Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø10 Ø11
Lane Configurations
Traffic Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Future Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 150 0 100 300 0 100
Storage Lanes 1 1 0 0 0 1 0 1
Taper Length (ft) 25 25 25 25
Right Turn on Red No No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 209 280 873 506
Travel Time (s) 5.7 7.6 23.8 13.8
Confl. Peds. (#/hr) 19 79
Confl. Bikes (#/hr) 2 2
Peak Hour Factor 0.93 0.93 0.93 0.91 0.91 0.91 0.97 0.97 0.97 0.88 0.88 0.88
Heavy Vehicles (%) 1% 3% 5% 9% 8% 0% 3% 2% 3% 0% 4% 3%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 176 300 384 160 261 0 0 367 196 0 175 102
Turn Type Prot NA custom Prot NA Split NA pm+ov Split NA pm+ov
Protected Phases 52816 8817751011
Permitted Phases 11 8 7
Detector Phase 5 2 8 11 1 6 8 8 1 8 7 7 5 7
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 23.0 20.0 12.5 19.5 20.0 20.0 12.5 12.5 12.5 9.5 23.0 9.0
Total Split (s) 23.0 33.0 35.0 21.0 31.0 35.0 35.0 21.0 21.0 21.0 23.0 23.0 10.0
Total Split (%) 20.9% 30.0% 31.8% 19.1% 28.2% 31.8% 31.8% 19.1% 19.1% 19.1% 20.9% 21% 9%
Yellow Time (s) 3.0 3.5 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 2.0 3.0
All-Red Time (s) 1.5 2.5 5.0 4.5 4.5 5.0 5.0 4.5 4.5 4.5 1.5 0.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 6.0 8.0 7.5 7.5 8.0 7.5 7.5 4.5
Lead/Lag Lead Lead Lead Lag Lag Lead Lead Lag Lag Lag Lead Lead Lag
Lead-Lag Optimize?
Recall Mode None C-Max Ped None C-Max Ped Ped None None None None Ped None
v/c Ratio 0.77 0.76 1.09 0.91 0.81 0.96 0.39 0.90 0.19
Control Delay 60.5 52.8 103.1 99.3 65.4 78.6 5.1 91.9 0.8
Queue Delay 20.9 59.3 5.6 0.0 1.0 19.2 0.0 0.0 0.5
Total Delay 81.5 112.1 108.7 99.3 66.4 97.8 5.1 91.9 1.3
Queue Length 50th (ft) 128 217 ~275 106 171 257 0 124 0
Queue Length 95th (ft) m#210 #331 #471 m#213 m#310 #442 41 #244 0
Internal Link Dist (ft) 129 200 793 426
Turn Bay Length (ft) 150 300 100
Base Capacity (vph) 261 393 352 176 322 383 503 194 556
Starvation Cap Reductn 75 167 61 0 0 0 0 0 0
Spillback Cap Reductn 00008 290 0230
Storage Cap Reductn 00000 00 00
Reduced v/c Ratio 0.95 1.33 1.32 0.91 0.83 1.04 0.39 0.90 0.31
Intersection Summary
Area Type: CBD
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green, Master Intersection
Natural Cycle: 90
Control Type: Actuated-Coordinated
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 2: New South St /State St & Main St
Lanes, Volumes, Timings Proposed Conditions
2: New South St /State St & Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 4
Lane Group Ø12
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Right Turn on Red
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases 12
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s) 5.0
Minimum Split (s) 7.0
Total Split (s) 21.0
Total Split (%) 19%
Yellow Time (s) 2.0
All-Red Time (s) 0.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode Max
v/c Ratio
Control Delay
Queue Delay
Total Delay
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
HCM Signalized Intersection Capacity Analysis Proposed Conditions
2: New South St /State St & Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Future Volume (vph) 164 279 357 146 236 2 223 133 190 22 132 90
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.5 6.0 8.0 7.5 7.5 8.0 7.5 7.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.75 1.00 0.99
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.97 1.00 0.99 1.00
Satd. Flow (prot) 1555 1605 1338 1441 1376 1562 1023 1587 1356
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.97 1.00 0.99 1.00
Satd. Flow (perm) 1555 1605 1338 1441 1376 1562 1023 1587 1356
Peak-hour factor, PHF 0.93 0.93 0.93 0.91 0.91 0.91 0.97 0.97 0.97 0.88 0.88 0.88
Adj. Flow (vph) 176 300 384 160 259 2 230 137 196 25 150 102
RTOR Reduction (vph)000000001240074
Lane Group Flow (vph) 176 300 384 160 261 0 0 367 72 0 175 28
Confl. Peds. (#/hr) 19 79
Confl. Bikes (#/hr) 2 2
Heavy Vehicles (%) 1% 3% 5% 9% 8% 0% 3% 2% 3% 0% 4% 3%
Parking (#/hr) 0 0
Turn Type Prot NA custom Prot NA Split NA pm+ov Split NA pm+ov
Protected Phases 52816 881775
Permitted Phases 11 8 7
Actuated Green, G (s) 16.2 27.0 33.0 13.5 25.8 27.0 40.5 13.5 29.7
Effective Green, g (s) 16.2 27.0 33.0 13.5 25.8 27.0 40.5 13.5 29.7
Actuated g/C Ratio 0.15 0.25 0.30 0.12 0.23 0.25 0.37 0.12 0.27
Clearance Time (s) 4.5 6.0 8.0 7.5 7.5 8.0 7.5 7.5 4.5
Vehicle Extension (s) 3.0 4.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 229 393 401 176 322 383 446 194 366
v/s Ratio Prot 0.11 c0.19 0.23 0.11 c0.19 c0.23 0.02 c0.11 0.01
v/s Ratio Perm 0.05 0.05 0.01
v/c Ratio 0.77 0.76 0.96 0.91 0.81 0.96 0.16 0.90 0.08
Uniform Delay, d1 45.1 38.5 37.8 47.6 39.8 40.9 23.3 47.6 29.9
Progression Factor 0.92 1.05 0.82 1.11 1.13 1.00 1.00 1.00 1.00
Incremental Delay, d2 12.3 11.3 30.5 40.7 18.6 34.8 0.2 38.4 0.1
Delay (s) 53.9 51.8 61.3 93.7 63.6 75.7 23.5 86.0 30.0
Level of Service D D E F E E C F C
Approach Delay (s) 56.5 75.1 57.6 65.4
Approach LOS E E E E
Intersection Summary
HCM 2000 Control Delay 61.6 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.92
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 80.0% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Proposed Conditions
3: Pleasant St/King St & Main St /Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 6
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Future Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 70 105 0 60 60 0 85
Storage Lanes 1 1 1 0 1 1 1 1
Taper Length (ft) 25 95 25 25
Right Turn on Red No No No No
Link Speed (mph) 25 25 25 25
Link Distance (ft) 199 367 564 386
Travel Time (s) 5.4 10.0 15.4 10.5
Confl. Peds. (#/hr) 38
Confl. Bikes (#/hr) 2
Peak Hour Factor 0.95 0.95 0.95 0.89 0.89 0.89 0.92 0.92 0.92 0.97 0.97 0.97
Heavy Vehicles (%) 1% 0% 0% 2% 5% 3% 4% 2% 4% 0% 0% 0%
Parking (#/hr) 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 156 369 60 98 395 0 114 293 30 42 247 98
Turn Type Prot NA Over Prot NA Prot NA Over Prot NA Over
Protected Phases 12356 3857419
Permitted Phases
Detector Phase 12356 385741
Switch Phase
Minimum Initial (s) 5.0 10.0 5.0 5.0 10.0 5.0 10.0 5.0 5.0 10.0 5.0 1.0
Minimum Split (s) 11.0 26.0 10.5 10.5 25.0 10.5 17.0 10.5 10.5 23.0 11.0 4.0
Total Split (s) 21.0 44.0 18.0 17.0 40.0 18.0 33.0 17.0 12.0 27.0 21.0 4.0
Total Split (%) 19.1% 40.0% 16.4% 15.5% 36.4% 16.4% 30.0% 15.5% 10.9% 24.5% 19.1% 4%
Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
All-Red Time (s) 3.0 3.0 2.5 2.5 3.0 2.5 2.0 2.5 2.5 2.0 3.0 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 6.0 5.5 5.5 6.0 5.5 5.0 5.5 5.5 5.0 6.0
Lead/Lag Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Recall Mode None C-Max None None C-Max None Ped None None Ped None Ped
v/c Ratio 0.79 0.62 0.41 0.67 0.79 0.71 0.68 0.23 0.41 0.81 0.55
Control Delay 65.4 27.5 59.2 57.3 51.6 71.8 45.9 50.1 61.6 64.1 56.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 65.4 27.5 59.2 57.3 51.6 71.8 45.9 50.1 61.6 64.1 56.9
Queue Length 50th (ft) 111 152 41 69 276 78 198 20 28 167 65
Queue Length 95th (ft) m#189 m243 m76 m92 m#398 #158 289 50 #67 #281 121
Internal Link Dist (ft) 119 287 484 306
Turn Bay Length (ft) 70 105 60 60 85
Base Capacity (vph) 212 597 161 161 498 173 445 141 105 330 191
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.74 0.62 0.37 0.61 0.79 0.66 0.66 0.21 0.40 0.75 0.51
Intersection Summary
Area Type: CBD
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 3: Pleasant St/King St & Main St /Main St
HCM Signalized Intersection Capacity Analysis Proposed Conditions
3: Pleasant St/King St & Main St /Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Future Volume (vph) 148 351 57 87 316 36 105 270 28 41 240 95
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.0 6.0 5.5 5.5 6.0 5.5 5.0 5.5 5.5 5.0 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1555 1653 1405 1540 1533 1510 1621 1351 1570 1653 1405
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1555 1653 1405 1540 1533 1510 1621 1351 1570 1653 1405
Peak-hour factor, PHF 0.95 0.95 0.95 0.89 0.89 0.89 0.92 0.92 0.92 0.97 0.97 0.97
Adj. Flow (vph) 156 369 60 98 355 40 114 293 30 42 247 98
RTOR Reduction (vph)000000000000
Lane Group Flow (vph) 156 369 60 98 395 0 114 293 30 42 247 98
Confl. Peds. (#/hr) 38
Confl. Bikes (#/hr) 2
Heavy Vehicles (%) 1% 0% 0% 2% 5% 3% 4% 2% 4% 0% 0% 0%
Parking (#/hr) 0
Turn Type Prot NA Over Prot NA Prot NA Over Prot NA Over
Protected Phases 12356 385741
Permitted Phases
Actuated Green, G (s) 14.0 37.6 13.8 10.5 33.6 13.8 29.4 10.5 4.7 20.3 14.0
Effective Green, g (s) 14.0 37.6 13.8 10.5 33.6 13.8 29.4 10.5 4.7 20.3 14.0
Actuated g/C Ratio 0.13 0.34 0.13 0.10 0.31 0.13 0.27 0.10 0.04 0.18 0.13
Clearance Time (s) 6.0 6.0 5.5 5.5 6.0 5.5 5.0 5.5 5.5 5.0 6.0
Vehicle Extension (s) 3.0 2.0 3.0 3.0 2.0 3.0 2.0 3.0 3.0 2.0 3.0
Lane Grp Cap (vph) 197 565 176 147 468 189 433 128 67 305 178
v/s Ratio Prot c0.10 0.22 0.04 0.06 c0.26 c0.08 c0.18 0.02 0.03 c0.15 0.07
v/s Ratio Perm
v/c Ratio 0.79 0.65 0.34 0.67 0.84 0.60 0.68 0.23 0.63 0.81 0.55
Uniform Delay, d1 46.6 30.7 43.9 48.1 35.7 45.5 36.0 46.0 51.8 43.0 45.0
Progression Factor 0.83 0.76 1.12 0.85 1.21 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 18.7 5.6 1.1 7.9 12.6 5.3 3.3 0.9 16.9 13.8 3.7
Delay (s) 57.5 28.8 50.3 48.9 55.9 50.9 39.3 47.0 68.7 56.8 48.7
Level of Service E C D D E D D D E E D
Approach Delay (s) 38.6 54.5 42.9 56.1
Approach LOS D D D E
Intersection Summary
HCM 2000 Control Delay 47.3 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.76
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 25.5
Intersection Capacity Utilization 69.6% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Proposed Conditions
4: Hawley St /Market St & Main St /Bridge St AM Peak
Northampton - Main St Synchro 10 Report
Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9 Ø10
Lane Configurations
Traffic Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Future Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 40 25 0 0 0 0 0
Storage Lanes 0 0 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Right Turn on Red No No No No
Link Speed (mph) 25 25 25 25
Link Distance (ft) 200 559 567 502
Travel Time (s) 5.5 15.2 15.5 13.7
Confl. Peds. (#/hr) 20 23 23 20 13 26 26 13
Confl. Bikes (#/hr) 3 2 1 1
Peak Hour Factor 0.86 0.86 0.86 0.78 0.78 0.78 0.84 0.84 0.84 0.78 0.78 0.78
Heavy Vehicles (%) 7% 4% 0% 8% 7% 0% 5% 2% 0% 3% 5% 2%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 601 0 0 473 0 0 121 0 0 166 0
Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4 9 10
Permitted Phases 2 6 8 4
Detector Phase 2 2 6 6 8 8 4 4
Switch Phase
Minimum Initial (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 1.0 1.0
Minimum Split (s) 21.0 21.0 21.0 21.0 16.5 16.5 19.5 19.5 4.0 4.0
Total Split (s) 27.5 27.5 27.5 27.5 19.5 19.5 19.5 19.5 4.0 4.0
Total Split (%) 50.0% 50.0% 50.0% 50.0% 35.5% 35.5% 35.5% 35.5% 7% 7%
Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
All-Red Time (s) 2.0 2.0 2.0 2.0 1.5 1.5 1.5 1.5 0.0 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 4.5 4.5
Lead/Lag
Lead-Lag Optimize?
Recall Mode C-Max C-Max C-Max C-Max Ped Ped Ped Ped Ped Ped
v/c Ratio 0.99 0.77 0.32 0.47
Control Delay 56.0 25.4 18.9 22.1
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 56.0 25.4 18.9 22.1
Queue Length 50th (ft) 287 128 31 45
Queue Length 95th (ft) #358 182 63 78
Internal Link Dist (ft) 120 479 487 422
Turn Bay Length (ft)
Base Capacity (vph) 606 612 377 351
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.99 0.77 0.32 0.47
Intersection Summary
Area Type: CBD
Cycle Length: 55
Actuated Cycle Length: 55
Offset: 15 (27%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 4: Hawley St /Market St & Main St /Bridge St
HCM Signalized Intersection Capacity Analysis Proposed Conditions
4: Hawley St /Market St & Main St /Bridge St AM Peak
Northampton - Main St Synchro 10 Report
Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Future Volume (vph) 41 457 19 12 337 20 21 47 34 40 37 53
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.0 5.0 4.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.97 0.98
Flpb, ped/bikes 1.00 1.00 1.00 0.99
Frt 1.00 0.99 0.96 0.94
Flt Protected 1.00 1.00 0.99 0.98
Satd. Flow (prot) 1568 1530 1487 1442
Flt Permitted 0.94 0.98 0.92 0.88
Satd. Flow (perm) 1483 1496 1384 1287
Peak-hour factor, PHF 0.86 0.86 0.86 0.78 0.78 0.78 0.84 0.84 0.84 0.78 0.78 0.78
Adj. Flow (vph) 48 531 22 15 432 26 25 56 40 51 47 68
RTOR Reduction (vph)000000000000
Lane Group Flow (vph) 0 601 0 0 473 0 0 121 0 0 166 0
Confl. Peds. (#/hr) 20 23 23 20 13 26 26 13
Confl. Bikes (#/hr) 3 2 1 1
Heavy Vehicles (%) 7% 4% 0% 8% 7% 0% 5% 2% 0% 3% 5% 2%
Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4
Permitted Phases 2 6 8 4
Actuated Green, G (s) 22.5 22.5 15.0 15.0
Effective Green, g (s) 22.5 22.5 15.0 15.0
Actuated g/C Ratio 0.41 0.41 0.27 0.27
Clearance Time (s) 5.0 5.0 4.5 4.5
Vehicle Extension (s) 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 606 612 377 351
v/s Ratio Prot
v/s Ratio Perm c0.41 0.32 0.09 c0.13
v/c Ratio 0.99 0.77 0.32 0.47
Uniform Delay, d1 16.2 14.0 15.9 16.7
Progression Factor 1.24 1.00 1.00 1.00
Incremental Delay, d2 33.4 9.2 0.2 0.4
Delay (s) 53.5 23.2 16.1 17.1
Level of Service D C B B
Approach Delay (s) 53.5 23.2 16.1 17.1
Approach LOS D C B B
Intersection Summary
HCM 2000 Control Delay 35.2 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.74
Actuated Cycle Length (s) 55.0 Sum of lost time (s) 15.5
Intersection Capacity Utilization 69.5% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Proposed Conditions
5: Main St /Main St & Masonic St AM Peak
Northampton - Main St Synchro 10 Report
Page 10
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 23 518 389 25 12 17
Future Volume (vph) 23 518 389 25 12 17
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 25 0 0 0
Storage Lanes 0 0 1 0
Taper Length (ft) 25 25
Link Speed (mph) 25 25 25
Link Distance (ft) 280 326 335
Travel Time (s) 7.6 8.9 9.1
Confl. Peds. (#/hr) 52 52 95
Confl. Bikes (#/hr) 27
Peak Hour Factor 0.95 0.95 0.86 0.86 0.66 0.66
Heavy Vehicles (%) 0% 3% 6% 0% 0% 0%
Parking (#/hr) 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 569 481 0 44 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Proposed Conditions
5: Main St /Main St & Masonic St AM Peak
Northampton - Main St Synchro 10 Report
Page 11
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 23 518 389 25 12 17
Future Volume (Veh/h) 23 518 389 25 12 17
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.95 0.95 0.86 0.86 0.66 0.66
Hourly flow rate (vph) 24 545 452 29 18 26
Pedestrians 95 52
Lane Width (ft) 11.0 11.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 8 5
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 280 1158
pX, platoon unblocked 0.84
vC, conflicting volume 533 1206 518
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 533 1149 518
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 98 89 95
cM capacity (veh/h) 997 158 536
Direction, Lane # EB 1 WB 1 SB 1
Volume Total 569 481 44
Volume Left 24 0 18
Volume Right 0 29 26
cSH 997 1700 271
Volume to Capacity 0.02 0.28 0.16
Queue Length 95th (ft) 2 0 14
Control Delay (s) 0.7 0.0 20.8
Lane LOS A C
Approach Delay (s) 0.7 0.0 20.8
Approach LOS C
Intersection Summary
Average Delay 1.2
Intersection Capacity Utilization 61.0% ICU Level of Service B
Analysis Period (min) 15
Lanes, Volumes, Timings Proposed Conditions
6: Craft Ave & Main St/Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 12
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 431 82 103 423 0 0
Future Volume (vph) 431 82 103 423 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 90 0 0
Storage Lanes 0 1 0 0
Taper Length (ft) 25 25
Link Speed (mph) 25 25 25
Link Distance (ft) 326 153 414
Travel Time (s) 8.9 4.2 11.3
Confl. Peds. (#/hr) 46 46 34
Confl. Bikes (#/hr) 3
Peak Hour Factor 0.86 0.86 0.92 0.92 0.92 0.92
Heavy Vehicles (%) 4% 2% 4% 6% 2% 2%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 596 0 112 460 0 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Proposed Conditions
6: Craft Ave & Main St/Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 13
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 431 82 103 423 0 0
Future Volume (Veh/h) 431 82 103 423 0 0
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.86 0.86 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 501 95 112 460 0 0
Pedestrians 34 46
Lane Width (ft) 11.0 0.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 3 0
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 606 832
pX, platoon unblocked 0.85 0.85 0.85
vC, conflicting volume 642 1312 594
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 492 1280 436
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 88 100 100
cM capacity (veh/h) 903 132 528
Direction, Lane # EB 1 WB 1 WB 2
Volume Total 596 112 460
Volume Left 0 112 0
Volume Right 95 0 0
cSH 1700 903 1700
Volume to Capacity 0.35 0.12 0.27
Queue Length 95th (ft) 0 11 0
Control Delay (s) 0.0 9.5 0.0
Lane LOS A
Approach Delay (s) 0.0 1.9
Approach LOS
Intersection Summary
Average Delay 0.9
Intersection Capacity Utilization 85.8% ICU Level of Service E
Analysis Period (min) 15
Lanes, Volumes, Timings Proposed Conditions
7: Old South St & Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 14
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 443 0 0 485 64 177
Future Volume (vph) 443 0 0 485 64 177
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Grade (%) 0% 0% 9%
Storage Length (ft) 0 0 130 0
Storage Lanes 0 0 1 1
Taper Length (ft) 25 25
Link Speed (mph) 25 25 25
Link Distance (ft) 153 252 283
Travel Time (s) 4.2 6.9 7.7
Confl. Peds. (#/hr) 50
Peak Hour Factor 0.87 0.87 0.90 0.90 0.77 0.77
Heavy Vehicles (%) 3% 0% 0% 5% 5% 1%
Parking (#/hr) 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 509 0 0 539 83 230
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Proposed Conditions
7: Old South St & Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 15
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 443 0 0 485 64 177
Future Volume (Veh/h) 443 0 0 485 64 177
Sign Control Free Free Stop
Grade 0% 0% 9%
Peak Hour Factor 0.87 0.87 0.90 0.90 0.77 0.77
Hourly flow rate (vph) 509 0 0 539 83 230
Pedestrians 50
Lane Width (ft) 11.0
Walking Speed (ft/s) 3.5
Percent Blockage 4
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 759 679
pX, platoon unblocked 0.90 0.90 0.90
vC, conflicting volume 509 1048 559
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 396 997 452
tC, single (s) 4.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 100 65 56
cM capacity (veh/h) 1053 239 523
Direction, Lane # EB 1 WB 1 NB 1 NB 2
Volume Total 509 539 83 230
Volume Left 0 0 83 0
Volume Right 0 0 0 230
cSH 1700 1700 239 523
Volume to Capacity 0.30 0.32 0.35 0.44
Queue Length 95th (ft) 0 0 37 56
Control Delay (s) 0.0 0.0 27.9 17.2
Lane LOS D C
Approach Delay (s) 0.0 0.0 20.0
Approach LOS C
Intersection Summary
Average Delay 4.6
Intersection Capacity Utilization 85.8% ICU Level of Service E
Analysis Period (min) 15
Lanes, Volumes, Timings Proposed Conditions
8: Main St & Center St AM Peak
Northampton - Main St Synchro 10 Report
Page 16
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 60 606 383 102 76 71
Future Volume (vph) 60 606 383 102 76 71
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 75 0 0 0
Storage Lanes 1 0 1 0
Taper Length (ft) 25 25
Link Speed (mph) 25 25 25
Link Distance (ft) 252 228 369
Travel Time (s) 6.9 6.2 10.1
Confl. Peds. (#/hr) 19 19 52
Confl. Bikes (#/hr) 5
Peak Hour Factor 0.84 0.84 0.93 0.93 0.90 0.90
Heavy Vehicles (%) 0% 4% 4% 3% 0% 1%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 71 721 522 0 163 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Proposed Conditions
8: Main St & Center St AM Peak
Northampton - Main St Synchro 10 Report
Page 17
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 60 606 383 102 76 71
Future Volume (Veh/h) 60 606 383 102 76 71
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.84 0.84 0.93 0.93 0.90 0.90
Hourly flow rate (vph) 71 721 412 110 84 79
Pedestrians 52 19
Lane Width (ft) 11.0 11.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 5 2
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 1011 427
pX, platoon unblocked 0.84 0.86 0.84
vC, conflicting volume 541 1349 538
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 357 1234 353
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 93 45 86
cM capacity (veh/h) 1001 154 546
Direction, Lane # EB 1 EB 2 WB 1 SB 1
Volume Total 71 721 522 163
Volume Left 71 0 0 84
Volume Right 0 0 110 79
cSH 1001 1700 1700 236
Volume to Capacity 0.07 0.42 0.31 0.69
Queue Length 95th (ft) 6 0 0 112
Control Delay (s) 8.9 0.0 0.0 48.4
Lane LOS A E
Approach Delay (s) 0.8 0.0 48.4
Approach LOS E
Intersection Summary
Average Delay 5.8
Intersection Capacity Utilization 56.4% ICU Level of Service B
Analysis Period (min) 15
Lanes, Volumes, Timings Proposed Conditions
9: Main St & Gothic St AM Peak
Northampton - Main St Synchro 10 Report
Page 18
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 65 604 439 42 14 70
Future Volume (vph) 65 604 439 42 14 70
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Link Speed (mph) 25 25 25
Link Distance (ft) 228 199 420
Travel Time (s) 6.2 5.4 11.5
Confl. Peds. (#/hr) 43 43
Confl. Bikes (#/hr) 4
Peak Hour Factor 0.88 0.88 0.87 0.87 0.88 0.88
Heavy Vehicles (%) 0% 4% 5% 0% 0% 1%
Parking (#/hr) 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 760 553 0 96 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Proposed Conditions
9: Main St & Gothic St AM Peak
Northampton - Main St Synchro 10 Report
Page 19
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 65 604 439 42 14 70
Future Volume (Veh/h) 65 604 439 42 14 70
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.88 0.88 0.87 0.87 0.88 0.88
Hourly flow rate (vph) 74 686 505 48 16 80
Pedestrians 43
Lane Width (ft) 11.0
Walking Speed (ft/s) 3.5
Percent Blockage 4
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 1239 199
pX, platoon unblocked 0.78 0.78 0.78
vC, conflicting volume 596 1406 572
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 335 1379 304
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 92 86 85
cM capacity (veh/h) 923 111 551
Direction, Lane # EB 1 WB 1 SB 1
Volume Total 760 553 96
Volume Left 74 0 16
Volume Right 0 48 80
cSH 923 1700 331
Volume to Capacity 0.08 0.33 0.29
Queue Length 95th (ft) 7 0 29
Control Delay (s) 2.0 0.0 20.2
Lane LOS A C
Approach Delay (s) 2.0 0.0 20.2
Approach LOS C
Intersection Summary
Average Delay 2.5
Intersection Capacity Utilization 83.8% ICU Level of Service E
Analysis Period (min) 15
Lanes, Volumes, Timings Proposed Conditions
10: Strong Ave/Merrick Ln & Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 20
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 407 22 27 430 0 16 1 122 0 0 0
Future Volume (vph) 0 407 22 27 430 0 16 1 122 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 50 0 0 0 0 0
Storage Lanes 0 0 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Link Speed (mph) 25 25 25 25
Link Distance (ft) 367 200 288 143
Travel Time (s) 10.0 5.5 7.9 3.9
Confl. Peds. (#/hr) 45 45 18 18
Confl. Bikes (#/hr) 4 4
Peak Hour Factor 0.92 0.92 0.92 0.89 0.89 0.89 0.87 0.87 0.87 0.92 0.92 0.92
Heavy Vehicles (%) 0% 3% 0% 0% 5% 0% 6% 0% 2% 2% 2% 2%
Parking (#/hr) 0 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 466 0 0 513 0 0 159 0000
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Proposed Conditions
10: Strong Ave/Merrick Ln & Main St AM Peak
Northampton - Main St Synchro 10 Report
Page 21
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 407 22 27 430 0 16 1 122 0 0 0
Future Volume (Veh/h) 0 407 22 27 430 0 16 1 122 0 0 0
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.89 0.89 0.89 0.87 0.87 0.87 0.92 0.92 0.92
Hourly flow rate (vph) 0 442 24 30 483 0 18 1 140 0 0 0
Pedestrians 18 45
Lane Width (ft) 11.0 11.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 2 4
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 367 200
pX, platoon unblocked 0.77 0.82 0.86 0.86 0.82 0.86 0.86 0.77
vC, conflicting volume 483 511 1060 1042 499 1138 1054 501
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 173 290 508 487 276 599 501 196
tC, single (s) 4.1 4.1 7.2 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.6 4.0 3.3 3.5 4.0 3.3
p0 queue free % 100 97 95 100 77 100 100 100
cM capacity (veh/h) 1085 1008 360 387 599 257 377 637
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 466 513 159 0
Volume Left 0 30 18 0
Volume Right 24 0 140 0
cSH 1085 1008 556 1700
Volume to Capacity 0.00 0.03 0.29 0.00
Queue Length 95th (ft) 0 2 29 0
Control Delay (s) 0.0 0.8 14.1 0.0
Lane LOS A B A
Approach Delay (s) 0.0 0.8 14.1 0.0
Approach LOS B A
Intersection Summary
Average Delay 2.3
Intersection Capacity Utilization 65.9% ICU Level of Service C
Analysis Period (min) 15
Lanes, Volumes, Timings Proposed Conditions
1: West St & Elm St/Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBT EBR WBL WBT NBL NBR Ø2
Lane Configurations
Traffic Volume (vph) 506 97 294 362 87 358
Future Volume (vph) 506 97 294 362 87 358
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 60 0 80 0
Storage Lanes 1 1 1 1
Taper Length (ft) 25 25
Right Turn on Red No Yes
Link Speed (mph) 25 25 25
Link Distance (ft) 243 209 384
Travel Time (s) 6.6 5.7 10.5
Confl. Peds. (#/hr) 50
Peak Hour Factor 0.82 0.82 0.90 0.90 0.86 0.86
Heavy Vehicles (%) 2% 2% 1% 2% 0% 1%
Shared Lane Traffic (%)
Lane Group Flow (vph) 617 118 327 402 101 416
Turn Type NA custom Prot NA Perm pt+ov
Protected Phases 2 9 9 1 6 1 4 2
Permitted Phases 4
Detector Phase 2 9 91641 4
Switch Phase
Minimum Initial (s) 5.0 5.0 10.0 5.0 7.0
Minimum Split (s) 10.0 10.0 19.0 27.5 18.0
Total Split (s) 45.5 39.0 102.5 27.5 18.0
Total Split (%) 35.0% 30.0% 78.8% 21.2% 14%
Yellow Time (s) 3.5 3.0 3.5 3.0 2.0
All-Red Time (s) 1.5 2.0 1.5 1.5 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 5.0 4.5
Lead/Lag Lead Lag
Lead-Lag Optimize?
Recall Mode Max Min C-Max Ped C-Max
v/c Ratio 0.77 0.28 0.87 0.33 0.42 0.56
Control Delay 35.9 35.9 63.7 1.7 53.9 15.7
Queue Delay 15.7 0.0 56.9 3.0 0.0 1.2
Total Delay 51.6 35.9 120.6 4.6 53.9 16.9
Queue Length 50th (ft) 433 75 197 21 77 124
Queue Length 95th (ft) 511 115 m307 m25 129 202
Internal Link Dist (ft) 163 129 304
Turn Bay Length (ft) 60 80
Base Capacity (vph) 799 429 406 1215 238 761
Starvation Cap Reductn 0 0 154 687 0 0
Spillback Cap Reductn 177 0000165
Storage Cap Reductn 000000
Reduced v/c Ratio 0.99 0.28 1.30 0.76 0.42 0.70
Intersection Summary
Area Type: CBD
Cycle Length: 130
Actuated Cycle Length: 130
Offset: 37 (28%), Referenced to phase 2:EBT and 6:WBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: West St & Elm St/Main St
HCM Signalized Intersection Capacity Analysis Proposed Conditions
1: West St & Elm St/Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 506 97 294 362 87 358
Future Volume (vph) 506 97 294 362 87 358
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 2.0 5.0 5.0 5.0 4.5 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 0.86 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1621 1378 1555 1621 1348 1391
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1621 1378 1555 1621 1348 1391
Peak-hour factor, PHF 0.82 0.82 0.90 0.90 0.86 0.86
Adj. Flow (vph) 617 118 327 402 101 416
RTOR Reduction (vph)00000115
Lane Group Flow (vph) 617 118 327 402 101 301
Confl. Peds. (#/hr) 50
Heavy Vehicles (%) 2% 2% 1% 2% 0% 1%
Turn Type NA custom Prot NA Perm pt+ov
Protected Phases 2 9 9 1 6 1 4
Permitted Phases 4
Actuated Green, G (s) 61.1 40.5 31.4 97.5 23.0 58.9
Effective Green, g (s) 61.1 40.5 31.4 97.5 23.0 54.4
Actuated g/C Ratio 0.47 0.31 0.24 0.75 0.18 0.42
Clearance Time (s) 5.0 5.0 5.0 4.5
Vehicle Extension (s) 3.0 4.0 4.0 3.0
Lane Grp Cap (vph) 761 429 375 1215 238 582
v/s Ratio Prot c0.38 0.09 c0.21 0.25 c0.22
v/s Ratio Perm 0.07
v/c Ratio 0.81 0.28 0.87 0.33 0.42 0.52
Uniform Delay, d1 29.5 33.7 47.4 5.4 47.6 28.1
Progression Factor 1.00 1.00 0.97 0.21 1.00 1.00
Incremental Delay, d2 9.2 1.6 15.2 0.5 1.2 1.0
Delay (s) 38.7 35.3 61.1 1.7 48.8 29.1
Level of Service D D E A D C
Approach Delay (s) 38.1 28.3 33.0
Approach LOS D C C
Intersection Summary
HCM 2000 Control Delay 33.2 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.78
Actuated Cycle Length (s) 130.0 Sum of lost time (s) 16.5
Intersection Capacity Utilization 64.3% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Proposed Conditions
2: New South St /State St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø10 Ø11
Lane Configurations
Traffic Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Future Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 150 0 100 300 0 100
Storage Lanes 1 1 0 0 0 1 0 1
Taper Length (ft) 25 25 25 25
Right Turn on Red No No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 209 280 873 506
Travel Time (s) 5.7 7.6 23.8 13.8
Confl. Peds. (#/hr) 13 210
Confl. Bikes (#/hr) 15 2
Peak Hour Factor 0.90 0.90 0.90 0.91 0.91 0.91 0.93 0.93 0.93 0.83 0.83 0.83
Heavy Vehicles (%) 0% 2% 1% 2% 6% 0% 2% 0% 4% 0% 0% 1%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 187 373 419 241 286 0 0 381 127 0 219 139
Turn Type Prot NA custom Prot NA Split NA pm+ov Split NA pm+ov
Protected Phases 52816 8817751011
Permitted Phases 11 8 7
Detector Phase 5 2 8 11 1 6 8 8 1 8 7 7 5 7
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 23.0 20.0 12.5 19.5 20.0 20.0 12.5 12.5 12.5 9.5 23.0 9.0
Total Split (s) 23.0 36.5 40.5 28.0 41.5 40.5 40.5 28.0 25.0 25.0 23.0 23.0 13.5
Total Split (%) 17.7% 28.1% 31.2% 21.5% 31.9% 31.2% 31.2% 21.5% 19.2% 19.2% 17.7% 18% 10%
Yellow Time (s) 3.0 3.5 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 2.0 3.0
All-Red Time (s) 1.5 2.5 5.0 4.5 4.5 5.0 5.0 4.5 4.5 4.5 1.5 0.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 6.0 8.0 7.5 7.5 8.0 7.5 7.5 4.5
Lead/Lag Lead Lead Lead Lag Lag Lead Lead Lag Lag Lag Lead Lead Lag
Lead-Lag Optimize?
Recall Mode None C-Max Ped None C-Max Ped Ped None None None None Ped None
v/c Ratio 0.87 0.98 1.03 1.00 0.77 0.97 0.31 0.99 0.27
Control Delay 75.6 82.7 83.2 111.4 59.5 86.2 5.2 114.3 4.8
Queue Delay 59.0 43.1 26.4 0.0 1.6 40.4 0.0 0.0 1.2
Total Delay 134.6 125.8 109.7 111.4 61.1 126.5 5.2 114.3 6.0
Queue Length 50th (ft) 156 329 ~317 205 225 319 0 187 0
Queue Length 95th (ft) m#254 m#522 #529 #379 #363 #522 35 #311 26
Internal Link Dist (ft) 129 200 793 426
Turn Bay Length (ft) 150 300 100
Base Capacity (vph) 223 380 406 242 371 394 412 221 522
Starvation Cap Reductn 70 166 96 0 0 0 0 0 0
Spillback Cap Reductn 000020 540 0224
Storage Cap Reductn 00000 00 00
Reduced v/c Ratio 1.22 1.74 1.35 1.00 0.81 1.12 0.31 0.99 0.47
Intersection Summary
Area Type: CBD
Cycle Length: 130
Actuated Cycle Length: 130
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green, Master Intersection
Natural Cycle: 150
Control Type: Actuated-Coordinated
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 2: New South St /State St & Main St
Lanes, Volumes, Timings Proposed Conditions
2: New South St /State St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 4
Lane Group Ø12
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Right Turn on Red
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases 12
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s) 5.0
Minimum Split (s) 7.0
Total Split (s) 28.0
Total Split (%) 22%
Yellow Time (s) 2.0
All-Red Time (s) 0.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode Max
v/c Ratio
Control Delay
Queue Delay
Total Delay
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
HCM Signalized Intersection Capacity Analysis Proposed Conditions
2: New South St /State St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Future Volume (vph) 168 336 377 219 248 12 244 111 118 21 161 115
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.5 6.0 8.0 7.5 7.5 8.0 7.5 7.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.61 1.00 0.99
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.99 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.97 1.00 0.99 1.00
Satd. Flow (prot) 1570 1621 1391 1540 1391 1576 825 1644 1382
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.97 1.00 0.99 1.00
Satd. Flow (perm) 1570 1621 1391 1540 1391 1576 825 1644 1382
Peak-hour factor, PHF 0.90 0.90 0.90 0.91 0.91 0.91 0.93 0.93 0.93 0.83 0.83 0.83
Adj. Flow (vph) 187 373 419 241 273 13 262 119 127 25 194 139
RTOR Reduction (vph)000000007500101
Lane Group Flow (vph) 187 373 419 241 286 0 0 381 52 0 219 38
Confl. Peds. (#/hr) 13 210
Confl. Bikes (#/hr) 15 2
Heavy Vehicles (%) 0% 2% 1% 2% 6% 0% 2% 0% 4% 0% 0% 1%
Parking (#/hr) 0 0
Turn Type Prot NA custom Prot NA Split NA pm+ov Split NA pm+ov
Protected Phases 52816 881775
Permitted Phases 11 8 7
Actuated Green, G (s) 17.8 30.5 42.0 20.5 34.7 32.5 53.0 17.5 35.3
Effective Green, g (s) 17.8 30.5 42.0 20.5 34.7 32.5 53.0 17.5 35.3
Actuated g/C Ratio 0.14 0.23 0.32 0.16 0.27 0.25 0.41 0.13 0.27
Clearance Time (s) 4.5 6.0 8.0 7.5 7.5 8.0 7.5 7.5 4.5
Vehicle Extension (s) 3.0 4.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 214 380 449 242 371 394 383 221 375
v/s Ratio Prot 0.12 c0.23 0.23 c0.16 0.21 c0.24 0.02 c0.13 0.01
v/s Ratio Perm 0.07 0.04 0.01
v/c Ratio 0.87 0.98 0.93 1.00 0.77 0.97 0.14 0.99 0.10
Uniform Delay, d1 55.0 49.5 42.6 54.7 44.0 48.2 24.1 56.2 35.5
Progression Factor 0.85 0.96 0.90 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 23.6 35.0 21.1 56.3 14.3 36.3 0.2 57.8 0.1
Delay (s) 70.4 82.4 59.5 111.1 58.3 84.6 24.3 114.0 35.6
Level of Service E F E F E F C F D
Approach Delay (s) 70.3 82.4 69.5 83.5
Approach LOS E F E F
Intersection Summary
HCM 2000 Control Delay 74.8 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.98
Actuated Cycle Length (s) 130.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 89.5% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Proposed Conditions
3: Pleasant St/King St & Main St /Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 6
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Future Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 70 105 0 60 60 0 85
Storage Lanes 1 1 1 0 1 1 1 1
Taper Length (ft) 25 95 25 25
Right Turn on Red No No No No
Link Speed (mph) 25 25 25 25
Link Distance (ft) 199 367 564 386
Travel Time (s) 5.4 10.0 15.4 10.5
Confl. Peds. (#/hr) 87
Confl. Bikes (#/hr) 4
Peak Hour Factor 0.94 0.94 0.94 0.89 0.89 0.89 0.96 0.96 0.96 0.90 0.90 0.90
Growth Factor 104% 104% 104% 104% 104% 104% 104% 104% 104% 104% 104% 104%
Heavy Vehicles (%) 2% 3% 4% 1% 2% 0% 2% 0% 0% 0% 0% 2%
Parking (#/hr) 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 207 352 114 111 492 0 104 278 35 81 320 153
Turn Type Prot NA Over Prot NA Prot NA Over Prot NA Over
Protected Phases 12356 3857419
Permitted Phases
Detector Phase 12356 385741
Switch Phase
Minimum Initial (s) 5.0 10.0 5.0 5.0 10.0 5.0 10.0 5.0 5.0 10.0 5.0 1.0
Minimum Split (s) 11.0 26.0 10.5 10.5 25.0 10.5 17.0 10.5 10.5 23.0 11.0 4.0
Total Split (s) 21.0 47.0 15.5 17.0 43.0 15.5 28.5 17.0 13.5 26.5 21.0 4.0
Total Split (%) 19.1% 42.7% 14.1% 15.5% 39.1% 14.1% 25.9% 15.5% 12.3% 24.1% 19.1% 4%
Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
All-Red Time (s) 3.0 3.0 2.5 2.5 3.0 2.5 2.0 2.5 2.5 2.0 3.0 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 6.0 5.5 5.5 6.0 5.5 5.0 5.5 5.5 5.0 6.0
Lead/Lag Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Recall Mode None C-Max None None C-Max None Ped None None Ped None Ped
v/c Ratio 0.99 0.59 0.93 0.69 0.96 0.74 0.73 0.24 0.67 0.99 0.82
Control Delay 107.1 32.6 116.5 63.4 66.1 79.5 52.5 49.8 76.6 93.0 78.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 107.1 32.6 116.5 63.4 66.1 79.5 52.5 49.8 76.6 93.0 78.7
Queue Length 50th (ft) 148 197 81 82 323 73 187 23 57 227 106
Queue Length 95th (ft) #299 296 #194 m117 #532 #162 #317 56 #135 #409 #218
Internal Link Dist (ft) 119 287 484 306
Turn Bay Length (ft) 70 105 60 60 85
Base Capacity (vph) 210 598 122 162 512 140 394 146 124 323 187
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.99 0.59 0.93 0.69 0.96 0.74 0.71 0.24 0.65 0.99 0.82
Intersection Summary
Area Type: CBD
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green, Master Intersection
Natural Cycle: 90
Control Type: Actuated-Coordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 3: Pleasant St/King St & Main St /Main St
HCM Signalized Intersection Capacity Analysis Proposed Conditions
3: Pleasant St/King St & Main St /Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Future Volume (vph) 187 318 103 95 358 63 96 257 32 70 277 132
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.0 6.0 5.5 5.5 6.0 5.5 5.0 5.5 5.5 5.0 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.96 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1540 1605 1351 1555 1524 1540 1653 1405 1570 1653 1378
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1540 1605 1351 1555 1524 1540 1653 1405 1570 1653 1378
Peak-hour factor, PHF 0.94 0.94 0.94 0.89 0.89 0.89 0.96 0.96 0.96 0.90 0.90 0.90
Growth Factor (vph) 104% 104% 104% 104% 104% 104% 104% 104% 104% 104% 104% 104%
Adj. Flow (vph) 207 352 114 111 418 74 104 278 35 81 320 153
RTOR Reduction (vph)000000000000
Lane Group Flow (vph) 207 352 114 111 492 0 104 278 35 81 320 153
Confl. Peds. (#/hr) 87
Confl. Bikes (#/hr) 4
Heavy Vehicles (%) 2% 3% 4% 1% 2% 0% 2% 0% 0% 0% 0% 2%
Parking (#/hr) 0
Turn Type Prot NA Over Prot NA Prot NA Over Prot NA Over
Protected Phases 12356 385741
Permitted Phases
Actuated Green, G (s) 15.0 39.9 11.1 11.5 35.9 11.1 25.5 11.5 7.1 21.5 15.0
Effective Green, g (s) 15.0 39.9 11.1 11.5 35.9 11.1 25.5 11.5 7.1 21.5 15.0
Actuated g/C Ratio 0.14 0.36 0.10 0.10 0.33 0.10 0.23 0.10 0.06 0.20 0.14
Clearance Time (s) 6.0 6.0 5.5 5.5 6.0 5.5 5.0 5.5 5.5 5.0 6.0
Vehicle Extension (s) 3.0 2.0 3.0 3.0 2.0 3.0 2.0 3.0 3.0 2.0 3.0
Lane Grp Cap (vph) 210 582 136 162 497 155 383 146 101 323 187
v/s Ratio Prot c0.13 0.22 c0.08 0.07 c0.32 0.07 0.17 0.02 0.05 c0.19 0.11
v/s Ratio Perm
v/c Ratio 0.99 0.60 0.84 0.69 0.99 0.67 0.73 0.24 0.80 0.99 0.82
Uniform Delay, d1 47.4 28.6 48.6 47.5 36.9 47.7 39.0 45.2 50.8 44.2 46.2
Progression Factor 1.00 1.00 1.00 0.94 1.05 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 57.5 4.6 34.0 9.4 34.1 10.9 5.7 0.9 35.2 47.3 23.4
Delay (s) 104.9 33.2 82.6 54.1 72.9 58.5 44.7 46.1 85.9 91.5 69.6
Level of Service F C F D E E D D F F E
Approach Delay (s) 63.6 69.4 48.3 84.6
Approach LOS E E D F
Intersection Summary
HCM 2000 Control Delay 67.5 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.96
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 25.5
Intersection Capacity Utilization 80.7% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Proposed Conditions
4: Hawley St /Market St & Main St /Bridge St PM Peak
Northampton - Main St Synchro 10 Report
Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9 Ø10
Lane Configurations
Traffic Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Future Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 40 25 0 0 0 0 0
Storage Lanes 0 0 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Right Turn on Red No No No No
Link Speed (mph) 25 25 25 25
Link Distance (ft) 200 559 567 502
Travel Time (s) 5.5 15.2 15.5 13.7
Confl. Peds. (#/hr) 51 33 33 51 19 12 12 19
Confl. Bikes (#/hr) 3 1
Peak Hour Factor 0.93 0.93 0.93 0.88 0.88 0.88 0.91 0.91 0.91 0.81 0.81 0.81
Heavy Vehicles (%) 0% 2% 0% 6% 2% 0% 0% 0% 8% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 557 0 0 491 0 0 131 0 0 174 0
Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4 9 10
Permitted Phases 2 6 8 4
Detector Phase 2 2 6 6 8 8 4 4
Switch Phase
Minimum Initial (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 1.0 1.0
Minimum Split (s) 21.0 21.0 21.0 21.0 16.5 16.5 19.5 19.5 4.0 4.0
Total Split (s) 27.5 27.5 27.5 27.5 19.5 19.5 19.5 19.5 4.0 4.0
Total Split (%) 50.0% 50.0% 50.0% 50.0% 35.5% 35.5% 35.5% 35.5% 7% 7%
Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
All-Red Time (s) 2.0 2.0 2.0 2.0 1.5 1.5 1.5 1.5 0.0 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 4.5 4.5
Lead/Lag
Lead-Lag Optimize?
Recall Mode C-Max C-Max C-Max C-Max Ped Ped Ped Ped Ped Ped
v/c Ratio 0.95 0.77 0.37 0.48
Control Delay 48.6 25.0 19.9 22.2
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 48.6 25.0 19.9 22.2
Queue Length 50th (ft) 290 133 34 47
Queue Length 95th (ft) #367 #265 75 86
Internal Link Dist (ft) 120 479 487 422
Turn Bay Length (ft)
Base Capacity (vph) 584 635 355 360
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.95 0.77 0.37 0.48
Intersection Summary
Area Type: CBD
Cycle Length: 55
Actuated Cycle Length: 55
Offset: 15 (27%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 4: Hawley St /Market St & Main St /Bridge St
HCM Signalized Intersection Capacity Analysis Proposed Conditions
4: Hawley St /Market St & Main St /Bridge St PM Peak
Northampton - Main St Synchro 10 Report
Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Future Volume (vph) 63 415 40 16 394 22 46 46 26 48 46 47
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.0 5.0 4.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 0.99 0.99 0.99 0.98
Flpb, ped/bikes 1.00 1.00 0.99 0.99
Frt 0.99 0.99 0.97 0.95
Flt Protected 0.99 1.00 0.98 0.98
Satd. Flow (prot) 1583 1594 1515 1513
Flt Permitted 0.90 0.97 0.84 0.86
Satd. Flow (perm) 1430 1554 1305 1323
Peak-hour factor, PHF 0.93 0.93 0.93 0.88 0.88 0.88 0.91 0.91 0.91 0.81 0.81 0.81
Adj. Flow (vph) 68 446 43 18 448 25 51 51 29 59 57 58
RTOR Reduction (vph)000000000000
Lane Group Flow (vph) 0 557 0 0 491 0 0 131 0 0 174 0
Confl. Peds. (#/hr) 51 33 33 51 19 12 12 19
Confl. Bikes (#/hr) 3 1
Heavy Vehicles (%) 0% 2% 0% 6% 2% 0% 0% 0% 8% 0% 0% 0%
Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4
Permitted Phases 2 6 8 4
Actuated Green, G (s) 22.5 22.5 15.0 15.0
Effective Green, g (s) 22.5 22.5 15.0 15.0
Actuated g/C Ratio 0.41 0.41 0.27 0.27
Clearance Time (s) 5.0 5.0 4.5 4.5
Vehicle Extension (s) 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 585 635 355 360
v/s Ratio Prot
v/s Ratio Perm c0.39 0.32 0.10 c0.13
v/c Ratio 0.95 0.77 0.37 0.48
Uniform Delay, d1 15.7 14.0 16.2 16.8
Progression Factor 1.25 1.00 1.00 1.00
Incremental Delay, d2 26.3 8.9 0.2 0.4
Delay (s) 46.0 22.9 16.4 17.1
Level of Service D C B B
Approach Delay (s) 46.0 22.9 16.4 17.1
Approach LOS D C B B
Intersection Summary
HCM 2000 Control Delay 31.0 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.73
Actuated Cycle Length (s) 55.0 Sum of lost time (s) 15.5
Intersection Capacity Utilization 77.6% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Proposed Conditions
5: Main St /Main St & Masonic St PM Peak
Northampton - Main St Synchro 10 Report
Page 10
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 22 505 490 52 12 28
Future Volume (vph) 22 505 490 52 12 28
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 25 0 0 0
Storage Lanes 0 0 1 0
Taper Length (ft) 25 25
Link Speed (mph) 25 25 25
Link Distance (ft) 280 326 335
Travel Time (s) 7.6 8.9 9.1
Confl. Peds. (#/hr) 186 186 130
Confl. Bikes (#/hr) 27
Peak Hour Factor 0.90 0.90 0.95 0.95 0.67 0.67
Heavy Vehicles (%) 0% 3% 3% 0% 0% 0%
Parking (#/hr) 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 585 571 0 60 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Proposed Conditions
5: Main St /Main St & Masonic St PM Peak
Northampton - Main St Synchro 10 Report
Page 11
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 22 505 490 52 12 28
Future Volume (Veh/h) 22 505 490 52 12 28
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.90 0.90 0.95 0.95 0.67 0.67
Hourly flow rate (vph) 24 561 516 55 18 42
Pedestrians 130 186
Lane Width (ft) 11.0 11.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 11 16
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 280 1158
pX, platoon unblocked 0.78
vC, conflicting volume 757 1468 730
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 757 1460 730
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 97 78 88
cM capacity (veh/h) 723 80 357
Direction, Lane # EB 1 WB 1 SB 1
Volume Total 585 571 60
Volume Left 24 0 18
Volume Right 0 55 42
cSH 723 1700 176
Volume to Capacity 0.03 0.34 0.34
Queue Length 95th (ft) 3 0 35
Control Delay (s) 0.9 0.0 35.8
Lane LOS A E
Approach Delay (s) 0.9 0.0 35.8
Approach LOS E
Intersection Summary
Average Delay 2.2
Intersection Capacity Utilization 59.4% ICU Level of Service B
Analysis Period (min) 15
Lanes, Volumes, Timings Proposed Conditions
6: Craft Ave & Main St/Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 12
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 396 72 149 488 0 0
Future Volume (vph) 396 72 149 488 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 90 0 0
Storage Lanes 0 1 0 0
Taper Length (ft) 25 25
Link Speed (mph) 25 25 25
Link Distance (ft) 326 153 414
Travel Time (s) 8.9 4.2 11.3
Confl. Peds. (#/hr) 144 144 290
Confl. Bikes (#/hr) 3
Peak Hour Factor 0.83 0.83 0.77 0.77 0.92 0.92
Heavy Vehicles (%) 6% 1% 1% 4% 2% 2%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 564 0 194 634 0 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Proposed Conditions
6: Craft Ave & Main St/Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 13
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 396 72 149 488 0 0
Future Volume (Veh/h) 396 72 149 488 0 0
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.83 0.83 0.77 0.77 0.92 0.92
Hourly flow rate (vph) 477 87 194 634 0 0
Pedestrians 290 144
Lane Width (ft) 11.0 0.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 25 0
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 606 832
pX, platoon unblocked 0.80 0.80 0.80
vC, conflicting volume 708 1686 954
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 506 1734 815
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 77 100 100
cM capacity (veh/h) 848 59 224
Direction, Lane # EB 1 WB 1 WB 2
Volume Total 564 194 634
Volume Left 0 194 0
Volume Right 87 0 0
cSH 1700 848 1700
Volume to Capacity 0.33 0.23 0.37
Queue Length 95th (ft) 0 22 0
Control Delay (s) 0.0 10.5 0.0
Lane LOS B
Approach Delay (s) 0.0 2.5
Approach LOS
Intersection Summary
Average Delay 1.5
Intersection Capacity Utilization 97.7% ICU Level of Service F
Analysis Period (min) 15
Lanes, Volumes, Timings Proposed Conditions
7: Old South St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 14
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 440 0 0 595 86 234
Future Volume (vph) 440 0 0 595 86 234
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Grade (%) 0% 0% 9%
Storage Length (ft) 0 0 130 0
Storage Lanes 0 0 1 1
Taper Length (ft) 25 25
Link Speed (mph) 25 25 25
Link Distance (ft) 153 252 283
Travel Time (s) 4.2 6.9 7.7
Confl. Peds. (#/hr) 181 181 193
Peak Hour Factor 0.81 0.81 0.86 0.86 0.96 0.96
Heavy Vehicles (%) 3% 0% 0% 2% 3% 1%
Parking (#/hr) 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 543 0 0 692 90 244
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Proposed Conditions
7: Old South St & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 15
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 440 0 0 595 86 234
Future Volume (Veh/h) 440 0 0 595 86 234
Sign Control Free Free Stop
Grade 0% 0% 9%
Peak Hour Factor 0.81 0.81 0.86 0.86 0.96 0.96
Hourly flow rate (vph) 543 0 0 692 90 244
Pedestrians 193 181
Lane Width (ft) 11.0 11.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 17 16
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 759 679
pX, platoon unblocked 0.83 0.83 0.83
vC, conflicting volume 724 1416 917
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 568 1399 800
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 100 16 0
cM capacity (veh/h) 711 107 225
Direction, Lane # EB 1 WB 1 NB 1 NB 2
Volume Total 543 692 90 244
Volume Left 0 0 90 0
Volume Right 0 0 0 244
cSH 1700 1700 107 225
Volume to Capacity 0.32 0.41 0.84 1.08
Queue Length 95th (ft) 0 0 121 271
Control Delay (s) 0.0 0.0 120.5 130.5
Lane LOS F F
Approach Delay (s) 0.0 0.0 127.8
Approach LOS F
Intersection Summary
Average Delay 27.2
Intersection Capacity Utilization 97.7% ICU Level of Service F
Analysis Period (min) 15
Lanes, Volumes, Timings Proposed Conditions
8: Main St & Center St PM Peak
Northampton - Main St Synchro 10 Report
Page 16
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 58 549 484 84 47 52
Future Volume (vph) 58 549 484 84 47 52
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 75 0 0 0
Storage Lanes 1 0 1 0
Taper Length (ft) 25 25
Link Speed (mph) 25 25 25
Link Distance (ft) 252 228 369
Travel Time (s) 6.9 6.2 10.1
Confl. Peds. (#/hr) 62 62 134
Confl. Bikes (#/hr) 5
Peak Hour Factor 0.92 0.92 0.86 0.86 0.71 0.71
Heavy Vehicles (%) 0% 3% 2% 0% 0% 2%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 63 597 661 0 139 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Proposed Conditions
8: Main St & Center St PM Peak
Northampton - Main St Synchro 10 Report
Page 17
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 58 549 484 84 47 52
Future Volume (Veh/h) 58 549 484 84 47 52
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.86 0.86 0.71 0.71
Hourly flow rate (vph) 63 597 563 98 66 73
Pedestrians 134 62
Lane Width (ft) 11.0 11.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 12 5
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 1011 427
pX, platoon unblocked 0.76 0.76 0.76
vC, conflicting volume 723 1531 674
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 476 1541 412
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 92 12 84
cM capacity (veh/h) 787 75 460
Direction, Lane # EB 1 EB 2 WB 1 SB 1
Volume Total 63 597 661 139
Volume Left 63 0 0 66
Volume Right 0 0 98 73
cSH 787 1700 1700 133
Volume to Capacity 0.08 0.35 0.39 1.04
Queue Length 95th (ft) 7 0 0 189
Control Delay (s) 10.0 0.0 0.0 154.1
Lane LOS A F
Approach Delay (s) 1.0 0.0 154.1
Approach LOS F
Intersection Summary
Average Delay 15.1
Intersection Capacity Utilization 54.7% ICU Level of Service A
Analysis Period (min) 15
Lanes, Volumes, Timings Proposed Conditions
9: Main St & Gothic St PM Peak
Northampton - Main St Synchro 10 Report
Page 18
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 15 561 536 23 13 52
Future Volume (vph) 15 561 536 23 13 52
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Link Speed (mph) 25 25 25
Link Distance (ft) 228 199 420
Travel Time (s) 6.2 5.4 11.5
Confl. Peds. (#/hr) 166 166
Confl. Bikes (#/hr) 4
Peak Hour Factor 0.89 0.89 0.94 0.94 0.68 0.68
Heavy Vehicles (%) 0% 3% 2% 0% 0% 0%
Parking (#/hr) 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 647 594 0 95 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Proposed Conditions
9: Main St & Gothic St PM Peak
Northampton - Main St Synchro 10 Report
Page 19
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 15 561 536 23 13 52
Future Volume (Veh/h) 15 561 536 23 13 52
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.89 0.89 0.94 0.94 0.68 0.68
Hourly flow rate (vph) 17 630 570 24 19 76
Pedestrians 166
Lane Width (ft) 11.0
Walking Speed (ft/s) 3.5
Percent Blockage 14
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 1239 199
pX, platoon unblocked 0.71 0.71 0.71
vC, conflicting volume 760 1412 748
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 462 1377 446
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 97 80 80
cM capacity (veh/h) 677 96 376
Direction, Lane # EB 1 WB 1 SB 1
Volume Total 647 594 95
Volume Left 17 0 19
Volume Right 0 24 76
cSH 677 1700 238
Volume to Capacity 0.03 0.35 0.40
Queue Length 95th (ft) 2 0 45
Control Delay (s) 0.7 0.0 29.9
Lane LOS A D
Approach Delay (s) 0.7 0.0 29.9
Approach LOS D
Intersection Summary
Average Delay 2.5
Intersection Capacity Utilization 57.3% ICU Level of Service B
Analysis Period (min) 15
Lanes, Volumes, Timings Proposed Conditions
10: Strong Ave/Merrick Ln & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 20
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 13 388 51 1 486 54 22 7 183 5 3 11
Future Volume (vph) 13 388 51 1 486 54 22 7 183 5 3 11
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 50 0 0 0 0 0
Storage Lanes 0 0 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Link Speed (mph) 25 25 25 25
Link Distance (ft) 367 200 288 143
Travel Time (s) 10.0 5.5 7.9 3.9
Confl. Peds. (#/hr) 113 113 93 93
Confl. Bikes (#/hr) 4 4
Peak Hour Factor 0.85 0.85 0.85 0.93 0.93 0.93 0.90 0.90 0.90 0.43 0.43 0.43
Heavy Vehicles (%) 0% 3% 0% 0% 2% 0% 0% 0% 1% 0% 0% 0%
Parking (#/hr) 0 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 531 0 0 582 0 0 235 0 0 45 0
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Proposed Conditions
10: Strong Ave/Merrick Ln & Main St PM Peak
Northampton - Main St Synchro 10 Report
Page 21
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 13 388 51 1 486 54 22 7 183 5 3 11
Future Volume (Veh/h) 13 388 51 1 486 54 22 7 183 5 3 11
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.85 0.85 0.85 0.93 0.93 0.93 0.90 0.90 0.90 0.43 0.43 0.43
Hourly flow rate (vph) 15 456 60 1 523 58 24 8 203 12 7 26
Pedestrians 93 113
Lane Width (ft) 11.0 11.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 8 10
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 367 200
pX, platoon unblocked 0.76 0.83 0.84 0.84 0.83 0.84 0.84 0.76
vC, conflicting volume 581 629 1306 1212 599 1277 1213 645
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 288 451 817 706 415 783 707 372
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 98 100 86 97 58 91 97 94
cM capacity (veh/h) 975 838 176 271 479 136 271 472
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 531 582 235 45
Volume Left 15 1 24 12
Volume Right 60 58 203 26
cSH 975 838 398 266
Volume to Capacity 0.02 0.00 0.59 0.17
Queue Length 95th (ft) 1 0 92 15
Control Delay (s) 0.4 0.0 26.3 21.3
Lane LOS A A D C
Approach Delay (s) 0.4 0.0 26.3 21.3
Approach LOS D C
Intersection Summary
Average Delay 5.3
Intersection Capacity Utilization 60.4% ICU Level of Service B
Analysis Period (min) 15
Lanes, Volumes, Timings Proposed Conditions
1: West St & Elm St/Main St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 1
Lane Group EBT EBR WBL WBT NBL NBR Ø2
Lane Configurations
Traffic Volume (vph) 326 58 266 216 81 298
Future Volume (vph) 326 58 266 216 81 298
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 60 0 80 0
Storage Lanes 1 1 1 1
Taper Length (ft) 25 25
Right Turn on Red No Yes
Link Speed (mph) 25 25 25
Link Distance (ft) 243 209 384
Travel Time (s) 6.6 5.7 10.5
Confl. Peds. (#/hr) 50
Peak Hour Factor 0.91 0.91 0.89 0.89 0.93 0.93
Heavy Vehicles (%) 3% 0% 0% 2% 1% 1%
Shared Lane Traffic (%)
Lane Group Flow (vph) 358 64 299 243 87 320
Turn Type NA custom Prot NA Perm pt+ov
Protected Phases 2 9 9 1 6 1 4 2
Permitted Phases 4
Detector Phase 2 9 91641 4
Switch Phase
Minimum Initial (s) 5.0 5.0 10.0 5.0 7.0
Minimum Split (s) 10.0 10.0 19.0 27.5 18.0
Total Split (s) 26.0 38.0 82.0 28.0 18.0
Total Split (%) 23.6% 34.5% 74.5% 25.5% 16%
Yellow Time (s) 3.5 3.0 3.5 3.0 2.0
All-Red Time (s) 1.5 2.0 1.5 1.5 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 5.0 4.5
Lead/Lag Lead Lag
Lead-Lag Optimize?
Recall Mode Max Min C-Max Ped C-Max
v/c Ratio 0.50 0.24 0.78 0.21 0.30 0.38
Control Delay 26.5 40.6 42.6 1.6 40.2 2.7
Queue Delay 1.1 0.0 10.6 2.2 0.0 0.1
Total Delay 27.5 40.6 53.2 3.8 40.2 2.9
Queue Length 50th (ft) 180 39 142 12 52 0
Queue Length 95th (ft) 294 79 m194 m16 100 39
Internal Link Dist (ft) 163 129 304
Turn Bay Length (ft) 60 80
Base Capacity (vph) 711 268 471 1142 292 865
Starvation Cap Reductn 0 0 142 756 0 0
Spillback Cap Reductn 163 000095
Storage Cap Reductn 000000
Reduced v/c Ratio 0.65 0.24 0.91 0.63 0.30 0.42
Intersection Summary
Area Type: CBD
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 42 (38%), Referenced to phase 2:EBT and 6:WBT, Start of Green
Natural Cycle: 75
Control Type: Actuated-Coordinated
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: West St & Elm St/Main St
HCM Signalized Intersection Capacity Analysis Proposed Conditions
1: West St & Elm St/Main St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 326 58 266 216 81 298
Future Volume (vph) 326 58 266 216 81 298
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 2.0 5.0 5.0 5.0 4.5 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 0.88 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1605 1405 1570 1621 1369 1391
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1605 1405 1570 1621 1369 1391
Peak-hour factor, PHF 0.91 0.91 0.89 0.89 0.93 0.93
Adj. Flow (vph) 358 64 299 243 87 320
RTOR Reduction (vph)00000175
Lane Group Flow (vph) 358 64 299 243 87 145
Confl. Peds. (#/hr) 50
Heavy Vehicles (%) 3% 0% 0% 2% 1% 1%
Turn Type NA custom Prot NA Perm pt+ov
Protected Phases 2 9 9 1 6 1 4
Permitted Phases 4
Actuated Green, G (s) 45.8 21.0 26.7 77.5 23.0 54.2
Effective Green, g (s) 45.8 21.0 26.7 77.5 23.0 49.7
Actuated g/C Ratio 0.42 0.19 0.24 0.70 0.21 0.45
Clearance Time (s) 5.0 5.0 5.0 4.5
Vehicle Extension (s) 3.0 4.0 4.0 3.0
Lane Grp Cap (vph) 668 268 381 1142 286 628
v/s Ratio Prot c0.22 0.05 c0.19 0.15 0.10
v/s Ratio Perm c0.06
v/c Ratio 0.54 0.24 0.78 0.21 0.30 0.23
Uniform Delay, d1 24.1 37.7 39.0 5.6 36.7 18.4
Progression Factor 1.00 1.00 0.82 0.22 1.00 1.00
Incremental Delay, d2 3.1 2.1 8.2 0.3 0.6 0.3
Delay (s) 27.2 39.8 40.0 1.5 37.3 18.7
Level of Service C D D A D B
Approach Delay (s) 29.1 22.7 22.7
Approach LOS C C C
Intersection Summary
HCM 2000 Control Delay 24.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.56
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 16.5
Intersection Capacity Utilization 51.7% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Proposed Conditions
2: New South St /State St & Main St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø10 Ø11
Lane Configurations
Traffic Volume (vph) 120 307 208 154 228 29 159 167 143 27 148 125
Future Volume (vph) 120 307 208 154 228 29 159 167 143 27 148 125
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 150 0 100 300 0 100
Storage Lanes 1 1 0 0 0 1 0 1
Taper Length (ft) 25 25 25 25
Right Turn on Red No No Yes Yes
Link Speed (mph) 25 25 25 25
Link Distance (ft) 209 280 873 506
Travel Time (s) 5.7 7.6 23.8 13.8
Confl. Peds. (#/hr) 69 79
Confl. Bikes (#/hr) 2
Peak Hour Factor 0.88 0.88 0.88 0.91 0.91 0.91 0.89 0.89 0.89 0.89 0.89 0.89
Heavy Vehicles (%) 0% 2% 0% 1% 1% 0% 1% 0% 3% 0% 1% 0%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 136 349 236 169 283 0 0 367 161 0 196 140
Turn Type Prot NA custom Prot NA Split NA pm+ov Split NA pm+ov
Protected Phases 52816 8817751011
Permitted Phases 11 8 7
Detector Phase 5 2 8 11 1 6 8 8 1 8 7 7 5 7
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 23.0 20.0 12.5 19.5 20.0 20.0 12.5 12.5 12.5 9.5 23.0 9.0
Total Split (s) 15.0 33.0 35.0 21.0 39.0 35.0 35.0 21.0 21.0 21.0 15.0 23.0 10.0
Total Split (%) 13.6% 30.0% 31.8% 19.1% 35.5% 31.8% 31.8% 19.1% 19.1% 19.1% 13.6% 21% 9%
Yellow Time (s) 3.0 3.5 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 2.0 3.0
All-Red Time (s) 1.5 2.5 5.0 4.5 4.5 5.0 5.0 4.5 4.5 4.5 1.5 0.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 6.0 8.0 7.5 7.5 8.0 7.5 7.5 4.5
Lead/Lag Lead Lead Lead Lag Lag Lead Lead Lag Lag Lag Lead Lead Lag
Lead-Lag Optimize?
Recall Mode None C-Max Ped None C-Max Ped Ped None None None None Ped None
v/c Ratio 0.91 0.86 0.65 0.89 0.70 0.95 0.33 0.98 0.26
Control Delay 97.5 64.1 35.2 92.7 50.1 76.6 4.5 109.3 2.1
Queue Delay 0.0 55.0 9.0 0.0 2.7 0.3 0.0 0.0 0.2
Total Delay 97.5 119.1 44.2 92.7 52.8 76.9 4.5 109.3 2.3
Queue Length 50th (ft) 100 254 66 124 180 255 0 140 0
Queue Length 95th (ft) #213 #396 160 m#203 m241 #427 33 #283 10
Internal Link Dist (ft) 129 200 793 426
Turn Bay Length (ft) 150 300 100
Base Capacity (vph) 149 404 370 190 405 393 486 199 547
Starvation Cap Reductn 0 160 100 0 0 0 0 0 0
Spillback Cap Reductn 000051 10 078
Storage Cap Reductn 00000 00 00
Reduced v/c Ratio 0.91 1.43 0.87 0.89 0.80 0.94 0.33 0.98 0.30
Intersection Summary
Area Type: CBD
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 2: New South St /State St & Main St
Lanes, Volumes, Timings Proposed Conditions
2: New South St /State St & Main St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 4
Lane Group Ø12
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Right Turn on Red
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases 12
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s) 5.0
Minimum Split (s) 7.0
Total Split (s) 21.0
Total Split (%) 19%
Yellow Time (s) 2.0
All-Red Time (s) 0.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode Max
v/c Ratio
Control Delay
Queue Delay
Total Delay
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
HCM Signalized Intersection Capacity Analysis Proposed Conditions
2: New South St /State St & Main St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 120 307 208 154 228 29 159 167 143 27 148 125
Future Volume (vph) 120 307 208 154 228 29 159 167 143 27 148 125
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.5 6.0 8.0 7.5 7.5 8.0 7.5 7.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.96 1.00 0.75 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.98 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.98 1.00 0.99 1.00
Satd. Flow (prot) 1570 1621 1405 1555 1395 1606 1025 1627 1405
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.98 1.00 0.99 1.00
Satd. Flow (perm) 1570 1621 1405 1555 1395 1606 1025 1627 1405
Peak-hour factor, PHF 0.88 0.88 0.88 0.91 0.91 0.91 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 136 349 236 169 251 32 179 188 161 30 166 140
RTOR Reduction (vph)0000000010200109
Lane Group Flow (vph) 136 349 236 169 283 0 0 367 59 0 196 31
Confl. Peds. (#/hr) 69 79
Confl. Bikes (#/hr) 2
Heavy Vehicles (%) 0% 2% 0% 1% 1% 0% 1% 0% 3% 0% 1% 0%
Parking (#/hr) 0 0
Turn Type Prot NA custom Prot NA Split NA pm+ov Split NA pm+ov
Protected Phases 52816 881775
Permitted Phases 11 8 7
Actuated Green, G (s) 10.5 27.4 32.6 13.5 31.9 26.6 40.1 13.5 24.0
Effective Green, g (s) 10.5 27.4 32.6 13.5 31.9 26.6 40.1 13.5 24.0
Actuated g/C Ratio 0.10 0.25 0.30 0.12 0.29 0.24 0.36 0.12 0.22
Clearance Time (s) 4.5 6.0 8.0 7.5 7.5 8.0 7.5 7.5 4.5
Vehicle Extension (s) 3.0 4.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 149 403 416 190 404 388 443 199 306
v/s Ratio Prot 0.09 c0.22 0.14 c0.11 c0.20 c0.23 0.02 c0.12 0.01
v/s Ratio Perm 0.03 0.04 0.01
v/c Ratio 0.91 0.87 0.57 0.89 0.70 0.95 0.13 0.98 0.10
Uniform Delay, d1 49.3 39.5 32.7 47.5 34.8 41.0 23.3 48.1 34.4
Progression Factor 0.91 1.09 0.80 1.12 1.15 1.00 1.00 1.00 1.00
Incremental Delay, d2 46.1 20.1 1.6 33.6 8.9 31.8 0.1 59.0 0.1
Delay (s) 90.8 63.3 28.0 86.7 48.9 72.8 23.5 107.1 34.5
Level of Service F E C F D E C F C
Approach Delay (s) 56.9 63.0 57.7 76.9
Approach LOS E E E E
Intersection Summary
HCM 2000 Control Delay 61.8 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.93
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 81.5% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Proposed Conditions
3: Pleasant St/King St & Main St /Main St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 6
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9
Lane Configurations
Traffic Volume (vph) 145 261 110 114 255 132 77 196 52 75 267 122
Future Volume (vph) 145 261 110 114 255 132 77 196 52 75 267 122
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 70 105 0 60 60 0 85
Storage Lanes 1 1 1 0 1 1 1 1
Taper Length (ft) 25 95 25 25
Right Turn on Red No No No No
Link Speed (mph) 25 25 25 25
Link Distance (ft) 199 367 564 386
Travel Time (s) 5.4 10.0 15.4 10.5
Confl. Peds. (#/hr) 63
Confl. Bikes (#/hr) 2
Peak Hour Factor 0.82 0.82 0.82 0.88 0.88 0.88 0.90 0.90 0.90 0.90 0.90 0.90
Heavy Vehicles (%) 1% 2% 4% 0% 2% 2% 0% 1% 4% 0% 1% 0%
Parking (#/hr) 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 177 318 134 130 440 0 86 218 58 83 297 136
Turn Type Prot NA Over Prot NA Prot NA Over Prot NA Over
Protected Phases 12356 3857419
Permitted Phases
Detector Phase 12356 385741
Switch Phase
Minimum Initial (s) 5.0 10.0 5.0 5.0 10.0 5.0 10.0 5.0 5.0 10.0 5.0 1.0
Minimum Split (s) 11.0 26.0 10.5 10.5 25.0 10.5 17.0 10.5 10.5 23.0 11.0 4.0
Total Split (s) 20.0 44.0 18.0 17.0 41.0 18.0 31.0 17.0 14.0 27.0 20.0 4.0
Total Split (%) 18.2% 40.0% 16.4% 15.5% 37.3% 16.4% 28.2% 15.5% 12.7% 24.5% 18.2% 4%
Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
All-Red Time (s) 3.0 3.0 2.5 2.5 3.0 2.5 2.0 2.5 2.5 2.0 3.0 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 6.0 5.5 5.5 6.0 5.5 5.0 5.5 5.5 5.0 6.0
Lead/Lag Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Recall Mode None C-Max None None C-Max None Ped None None Ped None Ped
v/c Ratio 0.90 0.57 0.88 0.80 0.97 0.49 0.62 0.41 0.47 0.94 0.77
Control Delay 80.5 32.7 98.4 71.8 72.1 55.9 48.4 55.8 55.8 81.0 74.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 80.5 32.7 98.4 71.8 72.1 55.9 48.4 55.8 55.8 81.0 74.4
Queue Length 50th (ft) 127 149 98 93 307 58 148 39 54 207 94
Queue Length 95th (ft) m#200 m202 m#160 m#137 m#444 110 216 82 #135 #367 #194
Internal Link Dist (ft) 119 287 484 306
Turn Bay Length (ft) 70 105 60 60 85
Base Capacity (vph) 197 559 153 164 455 178 416 141 181 327 178
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.90 0.57 0.88 0.79 0.97 0.48 0.52 0.41 0.46 0.91 0.76
Intersection Summary
Area Type: CBD
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green, Master Intersection
Natural Cycle: 90
Control Type: Actuated-Coordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 3: Pleasant St/King St & Main St /Main St
HCM Signalized Intersection Capacity Analysis Proposed Conditions
3: Pleasant St/King St & Main St /Main St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 145 261 110 114 255 132 77 196 52 75 267 122
Future Volume (vph) 145 261 110 114 255 132 77 196 52 75 267 122
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.0 6.0 5.5 5.5 6.0 5.5 5.0 5.5 5.5 5.0 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.93 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.95 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1555 1621 1351 1570 1433 1570 1637 1351 1570 1637 1405
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1555 1621 1351 1570 1433 1570 1637 1351 1570 1637 1405
Peak-hour factor, PHF 0.82 0.82 0.82 0.88 0.88 0.88 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 177 318 134 130 290 150 86 218 58 83 297 136
RTOR Reduction (vph)000000000000
Lane Group Flow (vph) 177 318 134 130 440 0 86 218 58 83 297 136
Confl. Peds. (#/hr) 63
Confl. Bikes (#/hr) 2
Heavy Vehicles (%) 1% 2% 4% 0% 2% 2% 0% 1% 4% 0% 1% 0%
Parking (#/hr) 0
Turn Type Prot NA Over Prot NA Prot NA Over Prot NA Over
Protected Phases 12356 385741
Permitted Phases
Actuated Green, G (s) 13.9 36.9 13.5 11.4 33.9 13.5 23.8 11.4 11.0 21.3 13.9
Effective Green, g (s) 13.9 36.9 13.5 11.4 33.9 13.5 23.8 11.4 11.0 21.3 13.9
Actuated g/C Ratio 0.13 0.34 0.12 0.10 0.31 0.12 0.22 0.10 0.10 0.19 0.13
Clearance Time (s) 6.0 6.0 5.5 5.5 6.0 5.5 5.0 5.5 5.5 5.0 6.0
Vehicle Extension (s) 3.0 2.0 3.0 3.0 2.0 3.0 2.0 3.0 3.0 2.0 3.0
Lane Grp Cap (vph) 196 543 165 162 441 192 354 140 157 316 177
v/s Ratio Prot c0.11 0.20 c0.10 0.08 c0.31 0.05 0.13 0.04 0.05 c0.18 0.10
v/s Ratio Perm
v/c Ratio 0.90 0.59 0.81 0.80 1.00 0.45 0.62 0.41 0.53 0.94 0.77
Uniform Delay, d1 47.4 30.2 47.0 48.2 38.0 44.8 39.0 46.2 47.0 43.7 46.5
Progression Factor 0.77 0.96 1.08 0.91 1.12 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 37.0 4.4 24.3 19.6 37.3 1.7 2.2 2.0 3.2 34.3 18.0
Delay (s) 73.5 33.3 74.9 63.6 80.0 46.5 41.2 48.2 50.2 78.0 64.4
Level of Service E C E E F DDDDEE
Approach Delay (s) 53.5 76.3 43.6 70.0
Approach LOS D E D E
Intersection Summary
HCM 2000 Control Delay 62.1 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.91
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 25.5
Intersection Capacity Utilization 73.5% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Proposed Conditions
4: Hawley St /Market St & Main St /Bridge St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ø9 Ø10
Lane Configurations
Traffic Volume (vph) 40 399 55 26 406 49 31 45 26 42 7 93
Future Volume (vph) 40 399 55 26 406 49 31 45 26 42 7 93
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 40 25 0 0 0 0 0
Storage Lanes 0 0 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Right Turn on Red No No No No
Link Speed (mph) 25 25 25 25
Link Distance (ft) 200 559 567 502
Travel Time (s) 5.5 15.2 15.5 13.7
Confl. Peds. (#/hr) 125 64 64 125 27 7 7 27
Confl. Bikes (#/hr) 2 3
Peak Hour Factor 0.94 0.94 0.94 0.93 0.93 0.93 0.77 0.77 0.77 0.85 0.85 0.85
Heavy Vehicles (%) 0% 1% 0% 0% 2% 2% 0% 0% 0% 0% 0% 1%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 526 0 0 518 0 0 132 0 0 166 0
Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4 9 10
Permitted Phases 2 6 8 4
Detector Phase 2 2 6 6 8 8 4 4
Switch Phase
Minimum Initial (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 1.0 1.0
Minimum Split (s) 21.0 21.0 21.0 21.0 16.5 16.5 19.5 19.5 4.0 4.0
Total Split (s) 27.5 27.5 27.5 27.5 19.5 19.5 19.5 19.5 4.0 4.0
Total Split (%) 50.0% 50.0% 50.0% 50.0% 35.5% 35.5% 35.5% 35.5% 7% 7%
Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
All-Red Time (s) 2.0 2.0 2.0 2.0 1.5 1.5 1.5 1.5 0.0 0.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 4.5 4.5
Lead/Lag
Lead-Lag Optimize?
Recall Mode C-Max C-Max C-Max C-Max Ped Ped Ped Ped Ped Ped
v/c Ratio 0.87 0.85 0.35 0.49
Control Delay 35.1 31.6 19.4 22.5
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 35.1 31.6 19.4 22.5
Queue Length 50th (ft) 241 146 35 45
Queue Length 95th (ft) #289 #308 62 88
Internal Link Dist (ft) 120 479 487 422
Turn Bay Length (ft)
Base Capacity (vph) 607 608 373 342
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.87 0.85 0.35 0.49
Intersection Summary
Area Type: CBD
Cycle Length: 55
Actuated Cycle Length: 55
Offset: 15 (27%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 4: Hawley St /Market St & Main St /Bridge St
HCM Signalized Intersection Capacity Analysis Proposed Conditions
4: Hawley St /Market St & Main St /Bridge St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 40 399 55 26 406 49 31 45 26 42 7 93
Future Volume (vph) 40 399 55 26 406 49 31 45 26 42 7 93
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.0 5.0 4.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 0.99 0.97 0.99 0.96
Flpb, ped/bikes 0.99 1.00 0.99 1.00
Frt 0.98 0.99 0.97 0.91
Flt Protected 1.00 1.00 0.99 0.99
Satd. Flow (prot) 1574 1546 1540 1403
Flt Permitted 0.94 0.96 0.88 0.88
Satd. Flow (perm) 1484 1487 1369 1255
Peak-hour factor, PHF 0.94 0.94 0.94 0.93 0.93 0.93 0.77 0.77 0.77 0.85 0.85 0.85
Adj. Flow (vph) 43 424 59 28 437 53 40 58 34 49 8 109
RTOR Reduction (vph)000000000000
Lane Group Flow (vph) 0 526 0 0 518 0 0 132 0 0 166 0
Confl. Peds. (#/hr) 125 64 64 125 27 7 7 27
Confl. Bikes (#/hr) 2 3
Heavy Vehicles (%) 0% 1% 0% 0% 2% 2% 0% 0% 0% 0% 0% 1%
Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2 6 8 4
Permitted Phases 2 6 8 4
Actuated Green, G (s) 22.5 22.5 15.0 15.0
Effective Green, g (s) 22.5 22.5 15.0 15.0
Actuated g/C Ratio 0.41 0.41 0.27 0.27
Clearance Time (s) 5.0 5.0 4.5 4.5
Vehicle Extension (s) 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 607 608 373 342
v/s Ratio Prot
v/s Ratio Perm c0.35 0.35 0.10 c0.13
v/c Ratio 0.87 0.85 0.35 0.49
Uniform Delay, d1 14.9 14.7 16.1 16.8
Progression Factor 1.28 1.00 1.00 1.00
Incremental Delay, d2 14.6 14.1 0.2 0.4
Delay (s) 33.7 28.8 16.3 17.2
Level of Service C C B B
Approach Delay (s) 33.7 28.8 16.3 17.2
Approach LOS C C B B
Intersection Summary
HCM 2000 Control Delay 28.0 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.68
Actuated Cycle Length (s) 55.0 Sum of lost time (s) 15.5
Intersection Capacity Utilization 64.3% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Lanes, Volumes, Timings Proposed Conditions
5: Main St /Main St & Masonic St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 10
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 33 457 348 71 26 38
Future Volume (vph) 33 457 348 71 26 38
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 25 0 0 0
Storage Lanes 0 0 1 0
Taper Length (ft) 25 25
Link Speed (mph) 25 25 25
Link Distance (ft) 280 326 335
Travel Time (s) 7.6 8.9 9.1
Confl. Peds. (#/hr) 427 427 167
Confl. Bikes (#/hr) 27
Peak Hour Factor 0.88 0.88 0.90 0.90 0.74 0.74
Heavy Vehicles (%) 3% 3% 2% 1% 0% 3%
Parking (#/hr) 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 557 466 0 86 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Proposed Conditions
5: Main St /Main St & Masonic St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 11
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 33 457 348 71 26 38
Future Volume (Veh/h) 33 457 348 71 26 38
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.88 0.88 0.90 0.90 0.74 0.74
Hourly flow rate (vph) 38 519 387 79 35 51
Pedestrians 167 427
Lane Width (ft) 11.0 11.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 15 37
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 280 1158
pX, platoon unblocked 0.80
vC, conflicting volume 893 1616 854
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 893 1644 854
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 92 20 77
cM capacity (veh/h) 474 44 224
Direction, Lane # EB 1 WB 1 SB 1
Volume Total 557 466 86
Volume Left 38 0 35
Volume Right 0 79 51
cSH 474 1700 84
Volume to Capacity 0.08 0.27 1.03
Queue Length 95th (ft) 7 0 146
Control Delay (s) 2.3 0.0 195.5
Lane LOS A F
Approach Delay (s) 2.3 0.0 195.5
Approach LOS F
Intersection Summary
Average Delay 16.3
Intersection Capacity Utilization 67.7% ICU Level of Service C
Analysis Period (min) 15
Lanes, Volumes, Timings Proposed Conditions
6: Craft Ave & Main St/Main St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 12
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 410 71 121 411 0 0
Future Volume (vph) 410 71 121 411 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 90 0 0
Storage Lanes 0 1 0 0
Taper Length (ft) 25 25
Link Speed (mph) 25 25 25
Link Distance (ft) 326 153 414
Travel Time (s) 8.9 4.2 11.3
Confl. Peds. (#/hr) 295 295
Confl. Bikes (#/hr) 3
Peak Hour Factor 0.98 0.98 0.91 0.91 0.92 0.92
Heavy Vehicles (%) 3% 4% 2% 1% 2% 2%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 490 0 133 452 0 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Proposed Conditions
6: Craft Ave & Main St/Main St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 13
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 410 71 121 411 0 0
Future Volume (Veh/h) 410 71 121 411 0 0
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.98 0.98 0.91 0.91 0.92 0.92
Hourly flow rate (vph) 418 72 133 452 0 0
Pedestrians 295
Lane Width (ft) 0.0
Walking Speed (ft/s) 3.5
Percent Blockage 0
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 606 832
pX, platoon unblocked 0.84 0.84 0.84
vC, conflicting volume 785 1467 749
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 651 1461 608
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 83 100 100
cM capacity (veh/h) 788 99 417
Direction, Lane # EB 1 WB 1 WB 2
Volume Total 490 133 452
Volume Left 0 133 0
Volume Right 72 0 0
cSH 1700 788 1700
Volume to Capacity 0.29 0.17 0.27
Queue Length 95th (ft) 0 15 0
Control Delay (s) 0.0 10.5 0.0
Lane LOS B
Approach Delay (s) 0.0 2.4
Approach LOS
Intersection Summary
Average Delay 1.3
Intersection Capacity Utilization 91.3% ICU Level of Service F
Analysis Period (min) 15
Lanes, Volumes, Timings Proposed Conditions
7: Old South St & Main St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 14
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 454 0 0 507 73 176
Future Volume (vph) 454 0 0 507 73 176
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Grade (%) 0% 0% 9%
Storage Length (ft) 0 0 130 0
Storage Lanes 0 0 1 1
Taper Length (ft) 25 25
Link Speed (mph) 25 25 25
Link Distance (ft) 153 252 283
Travel Time (s) 4.2 6.9 7.7
Confl. Peds. (#/hr) 440
Peak Hour Factor 0.95 0.95 0.91 0.91 0.96 0.96
Heavy Vehicles (%) 3% 0% 0% 1% 3% 0%
Parking (#/hr) 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 478 0 0 557 76 183
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Proposed Conditions
7: Old South St & Main St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 15
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 454 0 0 507 73 176
Future Volume (Veh/h) 454 0 0 507 73 176
Sign Control Free Free Stop
Grade 0% 0% 9%
Peak Hour Factor 0.95 0.95 0.91 0.91 0.96 0.96
Hourly flow rate (vph) 478 0 0 557 76 183
Pedestrians 440
Lane Width (ft) 11.0
Walking Speed (ft/s) 3.5
Percent Blockage 38
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 759 679
pX, platoon unblocked 0.91 0.91 0.91
vC, conflicting volume 478 1035 918
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 375 988 859
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 100 69 9
cM capacity (veh/h) 1085 247 200
Direction, Lane # EB 1 WB 1 NB 1 NB 2
Volume Total 478 557 76 183
Volume Left 0 0 76 0
Volume Right 0 0 0 183
cSH 1700 1700 247 200
Volume to Capacity 0.28 0.33 0.31 0.91
Queue Length 95th (ft) 0 0 32 182
Control Delay (s) 0.0 0.0 26.0 91.6
Lane LOS D F
Approach Delay (s) 0.0 0.0 72.4
Approach LOS F
Intersection Summary
Average Delay 14.5
Intersection Capacity Utilization 91.3% ICU Level of Service F
Analysis Period (min) 15
Lanes, Volumes, Timings Proposed Conditions
8: Main St & Center St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 16
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 43 532 416 53 36 55
Future Volume (vph) 43 532 416 53 36 55
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 75 0 0 0
Storage Lanes 1 0 1 0
Taper Length (ft) 25 25
Link Speed (mph) 25 25 25
Link Distance (ft) 252 228 369
Travel Time (s) 6.9 6.2 10.1
Confl. Peds. (#/hr) 135 135 237
Confl. Bikes (#/hr) 5
Peak Hour Factor 0.87 0.87 0.90 0.90 0.88 0.88
Heavy Vehicles (%) 0% 2% 1% 0% 0% 2%
Parking (#/hr) 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 49 611 521 0 104 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Proposed Conditions
8: Main St & Center St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 17
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 43 532 416 53 36 55
Future Volume (Veh/h) 43 532 416 53 36 55
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.87 0.87 0.90 0.90 0.88 0.88
Hourly flow rate (vph) 49 611 462 59 41 63
Pedestrians 237 135
Lane Width (ft) 11.0 11.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 21 12
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 1011 427
pX, platoon unblocked
vC, conflicting volume 656 1336 864
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 656 1336 864
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 94 71 75
cM capacity (veh/h) 830 142 248
Direction, Lane # EB 1 EB 2 WB 1 SB 1
Volume Total 49 611 521 104
Volume Left 49 0 0 41
Volume Right 0 0 59 63
cSH 830 1700 1700 191
Volume to Capacity 0.06 0.36 0.31 0.54
Queue Length 95th (ft) 5 0 0 71
Control Delay (s) 9.6 0.0 0.0 44.2
Lane LOS A E
Approach Delay (s) 0.7 0.0 44.2
Approach LOS E
Intersection Summary
Average Delay 3.9
Intersection Capacity Utilization 55.3% ICU Level of Service B
Analysis Period (min) 15
Lanes, Volumes, Timings Proposed Conditions
9: Main St & Gothic St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 18
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 35 513 425 29 12 53
Future Volume (vph) 35 513 425 29 12 53
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Link Speed (mph) 25 25 25
Link Distance (ft) 228 199 420
Travel Time (s) 6.2 5.4 11.5
Confl. Peds. (#/hr) 150 150
Confl. Bikes (#/hr) 4
Peak Hour Factor 0.89 0.89 0.90 0.90 0.80 0.80
Heavy Vehicles (%) 0% 2% 2% 0% 0% 0%
Parking (#/hr) 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 615 504 0 81 0
Sign Control Free Free Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Proposed Conditions
9: Main St & Gothic St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 19
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 35 513 425 29 12 53
Future Volume (Veh/h) 35 513 425 29 12 53
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.89 0.89 0.90 0.90 0.80 0.80
Hourly flow rate (vph) 39 576 472 32 15 66
Pedestrians 150
Lane Width (ft) 11.0
Walking Speed (ft/s) 3.5
Percent Blockage 13
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 1239 199
pX, platoon unblocked
vC, conflicting volume 654 1292 638
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 654 1292 638
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 95 90 84
cM capacity (veh/h) 819 150 417
Direction, Lane # EB 1 WB 1 SB 1
Volume Total 615 504 81
Volume Left 39 0 15
Volume Right 0 32 66
cSH 819 1700 314
Volume to Capacity 0.05 0.30 0.26
Queue Length 95th (ft) 4 0 25
Control Delay (s) 1.3 0.0 20.4
Lane LOS A C
Approach Delay (s) 1.3 0.0 20.4
Approach LOS C
Intersection Summary
Average Delay 2.0
Intersection Capacity Utilization 73.0% ICU Level of Service C
Analysis Period (min) 15
Lanes, Volumes, Timings Proposed Conditions
10: Strong Ave/Merrick Ln & Main St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 20
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 8 357 41 33 455 22 23 2 136 3 1 7
Future Volume (vph) 8 357 41 33 455 22 23 2 136 3 1 7
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 50 0 0 0 0 0
Storage Lanes 0 0 0 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Link Speed (mph) 25 25 25 25
Link Distance (ft) 367 200 288 143
Travel Time (s) 10.0 5.5 7.9 3.9
Confl. Peds. (#/hr) 159 159 192 192
Confl. Bikes (#/hr) 4 4
Peak Hour Factor 0.90 0.90 0.90 0.96 0.96 0.96 0.88 0.88 0.88 0.46 0.46 0.46
Heavy Vehicles (%) 0% 1% 0% 0% 2% 0% 0% 0% 0% 0% 0% 0%
Parking (#/hr) 0 0 0 0
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 452 0 0 531 0 0 183 0 0 24 0
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: CBD
Control Type: Unsignalized
HCM Unsignalized Intersection Capacity Analysis Proposed Conditions
10: Strong Ave/Merrick Ln & Main St Sat Midday Peak
Northampton - Main St Synchro 10 Report
Page 21
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 8 357 41 33 455 22 23 2 136 3 1 7
Future Volume (Veh/h) 8 357 41 33 455 22 23 2 136 3 1 7
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.90 0.90 0.90 0.96 0.96 0.96 0.88 0.88 0.88 0.46 0.46 0.46
Hourly flow rate (vph) 9 397 46 34 474 23 26 2 155 7 2 15
Pedestrians 192 159
Lane Width (ft) 11.0 11.0
Walking Speed (ft/s) 3.5 3.5
Percent Blockage 17 14
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 367 200
pX, platoon unblocked 0.76 0.85 0.84 0.84 0.85 0.84 0.84 0.76
vC, conflicting volume 497 602 1358 1162 579 1148 1174 678
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 184 442 925 691 415 673 704 421
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 99 96 79 99 67 96 99 96
cM capacity (veh/h) 1069 825 124 254 469 178 249 404
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 452 531 183 24
Volume Left 9 34 26 7
Volume Right 46 23 155 15
cSH 1069 825 334 284
Volume to Capacity 0.01 0.04 0.55 0.08
Queue Length 95th (ft) 1 3 78 7
Control Delay (s) 0.3 1.1 28.0 18.8
Lane LOS A A D C
Approach Delay (s) 0.3 1.1 28.0 18.8
Approach LOS D C
Intersection Summary
Average Delay 5.3
Intersection Capacity Utilization 67.6% ICU Level of Service C
Analysis Period (min) 15
APPENDIX H.
AUTOTURN
DIAGRAMS
1112131
1
1110+0011
1
+
6
0 1112131
1
1110+0011
1
+
6
0XLIMIT OF WORKSTA 110+24N2942809.2257E349143.6188LIMIT OF WORKSTA 121+50N2942995.2403E349423.9242110SCALE: 1" = 10'0203040NAUTOTURN DIAGRAMSWEST STREETFED. AID PROJ. NO.SHEETNO.TOTALSHEETS13STATEMAPROJECT FILE NO.-609826_AUTOTURN DIAGRAMS.DWG 21-Jan-2022 10:19 AMPlotted on NORTHAMPTONROUTE 9609826WEST STROUTE 66MAIN STROUTE 9 & 10
13141516121120+00
131
131+45 13141516131
131+45
121120+00 LIMIT OF WORKSTA 121+50N2942995.2403E349423.9242210SCALE: 1" = 10'0203040NAUTOTURN DIAGRAMSSTATE STREETFED. AID PROJ. NO.SHEETNO.TOTALSHEETS13STATEMAPROJECT FILE NO.-609826_AUTOTURN DIAGRAMS.DWG 21-Jan-2022 10:19 AMPlotted on NORTHAMPTONROUTE 9609826MAIN STROUTE 9 & 10STATE ST
13141516120+00
131
131+45 13141516131
131+45
120+00
XLIMIT OF WORKSTA 130+15N2942719.4635E349504.2047310SCALE: 1" = 10'0203040NAUTOTURN DIAGRAMNEW SOUTH STREETFED. AID PROJ. NO.SHEETNO.TOTALSHEETS13STATEMAPROJECT FILE NO.-609826_AUTOTURN DIAGRAMS.DWG 21-Jan-2022 10:19 AMPlotted on NORTHAMPTONROUTE 9609826MAIN STROUTE 9 & 10NEW SOUTH STROUTE 10
16
17
18
19141
140+0016
17
18
19141
140+00X
10
SCALE: 1" = 10'
0 20 30 40
4
AUTOTURN DIAGRAMS
MASONIC STREET
N
FED. AID PROJ. NO.SHEET
NO.
TOTAL
SHEETS
13
STATE
MA
PROJECT FILE NO.
-609826_AUTOTURN DIAGRAMS.DWG21-Jan-2022 10:19 AMPlotted onNORTHAMPTON
ROUTE 9
609826
MAIN ST
ROUTE 9 & 10MASONIC ST
19
20 21151+00161160+00161+20171161160+00161+2019
20 21151+00171X
X
10
SCALE: 1" = 10'
0 20 30 40
5
AUTOTURN DIAGRAMS
CRAFT AVE
N
FED. AID PROJ. NO.SHEET
NO.
TOTAL
SHEETS
13
STATE
MA
PROJECT FILE NO.
-609826_AUTOTURN DIAGRAMS.DWG21-Jan-2022 10:19 AMPlotted onNORTHAMPTON
ROUTE 9
609826
MAIN ST
ROUTE 9 &
1
0
CRAFT AVE
21222324171
170+002122
2324171
170+00X10SCALE: 1" = 10'02030406AUTOTURN DIAGRAMSOLD SOUTH STREETNFED. AID PROJ. NO.SHEETNO.TOTALSHEETS13STATEMAPROJECT FILE NO.-609826_AUTOTURN DIAGRAMS.DWG 21-Jan-2022 10:19 AMPlotted on NORTHAMPTONROUTE 9609826MAIN STROUTE 9 & 10OLD SOU
T
H
S
T
242526181
180+00
181+25
181
180+00
181+25 242526XLIMIT OF WORKSTA 180+40N2943285.1059E350272.789010SCALE: 1" = 10'02030407AUTOTURN DIAGRAMSCENTRE STREETNFED. AID PROJ. NO.SHEETNO.TOTALSHEETS13STATEMAPROJECT FILE NO.-609826_AUTOTURN DIAGRAMS.DWG 21-Jan-2022 10:19 AMPlotted on NORTHAMPTONROUTE 9609826MAIN STROUTE 9 & 10CENTER ST
262728191
191+25
191
191+25 262728XLIMIT OF WORKSTA 190+40N2943408.2673E350418.885010SCALE: 1" = 10'02030408AUTOTURN DIAGRAMSGOTHIC STREETNFED. AID PROJ. NO.SHEETNO.TOTALSHEETS13STATEMAPROJECT FILE NO.-609826_AUTOTURN DIAGRAMS.DWG 21-Jan-2022 10:19 AMPlotted on NORTHAMPTONROUTE 9609826MAIN STROUTE 9 & 10GOTHIC ST
262728293031191 190+00191+25
51
50+00
52+00
61PC +98.73PT +47.92
60+00
191 190+00191+25
51
50+00
52+00 26272829303161 60+00
MAIN STROUTE 9GOTHIC STPLEASANT ST
ROUTE 5
KING ST
ROUTES
5
&
1
0
BANK AVEMAIN STROUTES 9 & 10XLIMIT OF WORKSTA 190+40N2943408.2673E350418.8850XLIMIT OF WORKSTA 50+50N2943603.3916E350549.0490LIMIT OF WORKSTA 200+65N2943669.3458E350950.887210' CW10' CWCITY LAYOUTCITY LAYOUTCITY LAYOUTCITY LAYOUTCITY LAYOUTCITY LAYOUTCITY LAYOUTCITY LAYOUT
CITY LAYOUT
CITY LAY
O
U
T
CITY LAYOUT20SCALE: 1" = 20'0501009AUTOTURN DIAGRAMSKING STREETNFED. AID PROJ. NO.SHEETNO.TOTALSHEETS13STATEMAPROJECT FILE NO.-609826_AUTOTURN DIAGRAMS.DWG 21-Jan-2022 10:19 AMPlotted on NORTHAMPTONROUTE 9609826
262728293031191 190+00191+25
51
50+00
52+00
61PC +98.73PT +47.92 60+00
61+90
191 190+00191+25
51
50+00
52+00 26272829303161 60+00
61+90
MAIN STROUTE 9GOTHIC STPLEASANT ST
ROUTE 5
KING ST
ROUTES
5
&
1
0
BANK AVEMAIN STROUTES 9 & 10XLIMIT OF WORKSTA 190+40N2943408.2673E350418.8850XLIMIT OF WORKSTA 61+90XLIMIT OF WORKSTA 50+50N2943603.3916E350549.0490LIMIT OF WORKSTA 200+65N2943669.3458E350950.887210' CW10' CWCITY LAYOUTCITY LAYOUTCITY LAYOUTCITY LAYOUTCITY LAYOUTCITY LAYOUTCITY LAYOUTCITY LAYOUT
CITY LAYOUT
CITY LAY
O
U
T
CITY LAYOUT20SCALE: 1" = 20'05010010AUTOTURN DIAGRAMSPLEASANT STREETNFED. AID PROJ. NO.SHEETNO.TOTALSHEETS13STATEMAPROJECT FILE NO.-609826_AUTOTURN DIAGRAMS.DWG 21-Jan-2022 10:19 AMPlotted on NORTHAMPTONROUTE 9609826
313233201
200+00
201+10 313233201
200+00
201+10 XLIMIT OF WORKSTA 200+65N2943669.3458E350950.887210SCALE: 1" = 10'020304011AUTOTURN DIAGRAMSSTRONG AVENFED. AID PROJ. NO.SHEETNO.TOTALSHEETS13STATEMAPROJECT FILE NO.-609826_AUTOTURN DIAGRAMS.DWG 21-Jan-2022 10:19 AMPlotted on NORTHAMPTONROUTE 9609826MAIN STROUTE 9 & 10STRONG AVE
343536211
210+00
211+05
221221+50221221+50343536211
210+00
211+05
XPROJECT ENDSTA 35+75N2944007.8413E351116.3200XN2943971.3699E351007.131510SCALE: 1" = 10'020304012AUTOTURN DIAGRAMSMARKET STREETNFED. AID PROJ. NO.SHEETNO.TOTALSHEETS13STATEMAPROJECT FILE NO.-609826_AUTOTURN DIAGRAMS.DWG 21-Jan-2022 10:19 AMPlotted on NORTHAMPTONROUTE 9609826MAIN STROUTE 9 & 10MARKE
T
S
T
343536211
210+00
211+05
221221+50221221+50343536211
210+00
211+05
XPROJECT ENDSTA 35+75N2944007.8413E351116.3200XN2943971.3699E351007.131510SCALE: 1" = 10'020304013AUTOTURN DIAGRAMSHAWLEY STREETNFED. AID PROJ. NO.SHEETNO.TOTALSHEETS13STATEMAPROJECT FILE NO.-609826_AUTOTURN DIAGRAMS.DWG 21-Jan-2022 10:19 AMPlotted on NORTHAMPTONROUTE 9609826MAIN STROUTE 9 & 10HAWLEY ST