2009-01-20 TPC MinutesTRANSPORTATION AND PARKING COMMISSION
City of Northampton
City Hall, 210 Main Street
Northampton, MA 01060 -3199
(413) 587 -1249 Fax: (413) 587 -1275
MINUTES
January 20, 2009
Councilor Maureen Carney opened the meeting at 4:05 pm. in City Council Chambers,
Puchalski Municipal Building, 212 Main Street, Northampton.
Members present Maureen Carney, Ned Huntley, Wayne Feiden, James Lowenthal
(4:06PM), David Reckhow (4:1OPM), Leslie Stein (4:19PM)
Members absent David Narkewicz, William Letendre, Russell Sienkiewicz, Keith
Wilson, Paul Sustick
No one was present for Public Comment.
1) DPW Traffic Engineering Issues/Updates:
Laura Hanson gave updates on the following:
• North Elm & Elm St. Turning Movement Count - Laura is talking to
Education Collaborative
• Prospect /Woodlawn/Jackson/Safe Routes to School
• Other Intersection Safety Reviews —
1) Cooke & Hatfield — study on sidewalks is on hold until better weather
2) Finn & State Street — See letter to Laura Hanson (attached)
• Project Updates —
1) North Street bridge is installed
2) Clement Street bridge reopens today
3) TCA #1 Riverside Drive — Laura contacted Peter McLean; we need
better weather to do study and traffic count
4) TCA #2 Pine Street & 'South Main Street — Laura contacted Aaron
Hexdall; we need to wait until April for study and review
• Smith College Elm Street Crosswalk Safety Study —
1) Elm Street Study (attached) — Gary Hartwell — will be taking
information to Boston; workshop at end of February.
• UMass Pedestrian Study — Street Smart Signs — two sighs are purchased;
information will be shared. Received a discount because Northampton is first
municipality to purchase — cost is $4,999.99.
• Tourism Sign subcommittee — Laura Hanson, Teri Culhane — will meet
January 21, 2009 and make a policy for tourism signs (a good example is the
State of Vermont)
2) Minutes of December 16, 2008 —
Wayne Feiden made the motion to accept minutes of December 16, 2008; David
Reckhow seconded. The vote passed 5 Yes, 1 Abstention (David Reckhow
abstaining)
Maureen Carney pointed out Robert's Rules of Order states that the cleric imist record all
motions and actions only; some explanation of discussions is welcome, but not required.
There was discussion of who will Chair this committee. Voting may be held at the
February 17, 2009 meeting.
No action was taken; continue to next meeting.
3) Traffic Calming Application (TCA #3) — Meadow Street, Florence, between Lilly
and Spring — Preliminary Evaluation —
Application signed by Tilli Friedrich. She was not present, could be a
miscommunication. Invite her to the next meeting.
No action was taken on the application.
4) Committee Reports —
James Lowenthal stated that the Bike/Pedestrian Committee has not held a meeting yet.
5) Department Reports -
Ned Huntley stated that Ordinances should be sent to DPW when passed at City Council.
6) New Business -none
7) Adjourn
David Reckhow moved to adjourn at 5:35 pm; Ned Huntley seconded. The vote
passed unanimously (6 -0).
Next meeting is February 17, 2009 at 4:00 pin.
2
December 18, 2008
Laura,
As a follow -up to our conversation, below is the summary of our cursory review of the Finn
Street /State Street intersection. Please keep in mind that this evaluation is based strictly on
analytical procedures, without the benefit of visiting the site.
The measures of effectiveness typically included in the intersection ope "rational assessment are:
Delay — average delay per vehicle, in seconds.
Volume to Capacity Ratio (V /Q — a measure showing relationship between the actual demand
and theoretical throughput. V/C greater than 1.0 means intersection (or'dh individual approach)
operates over capacity.
Level of Service (LOS) — a &idn quantifying intersection performance based on delay,
"ranging from LOS A to LOS F. LOS A is free flow conditions, while LOS F indicates
operational failure. Under unconstrained conditions, the goal is to achieve LOS C operation.
However, where right -of -way, environmental constraints, cost, etc. make LOS C impractical,
LOS D is commonly accepted in the industry.
fi .' th
95 t Percentile Queue — queue length, in feet, on individual approaches; 95 percentile indicates
a queue that will not be exceeded more than 5 6 /o of the time (in other words, 95% of the time
queue will be shorter). This queue length is usually used as a guide in establishing roadway
geometry.
Analysis of existing conditions with State Street controlled by a 2 -way stop sign indicates failure
on both northbound and southbound State Street approaches. This failure is caused by the
substantial amount of conflicting traffic on Finn Street (approximately 900 vehicles per hour).
Thin Street operates unconstrained since vehicles don't have to stop, at the intersection.
Analysis of a 4 -way stop shows significant improvement on both State Street approaches as a
result of creating gaps in the Fiml Street traffic. However, Finn Street operation would
experience significant degradation, especially in the westbound direction. The most pronounced
congestion would occur during the afternoon peak hour, when the estimated westbound queue of
over 300 feet extends close to the King Street intersection located less than 500 feet to the east.
With this relatively long queue, delay of over 83 seconds, V/C ratio greater than 1.0 and LOS F,
this approach is likely to fail. You may want to test this scenario on a trial basis, but if it fails
you may have to consider other measures to 'improve the operation.
One potential solution is to install a traffic signal. Traffic signal warrant assessment as well as
operational analysis would need to be performed to evaluate whether this solution is prudent.
Another possibility is to consider geometric modifications at the intersection. These could
include modifying lane configuration within the existing pavement width (if possible), approach
widening within the right -of -way, constructing a compact roundabout, etc. Depending on the
design vehicle, an external roundabout diameter could vary from 80 feet to 120 feet and more.
I have attached the spreadsheet summarizing results of the analysis. Don't hesitate to contact me
if you have any questions.
Best Regards,
Lenny
Lenny Velichansky, P.E.
Executive Vice President
50 Franklin St., Suite 402
Boston, Massachusetts 02110
(t) (617) 722 -9900 x. 716
(f) (617) 722 -9901
(e) Ivelichansky @trafsol.com
www.trafsol.com
T I.; I 'k
Smith College
9 "I b
V31
MK$-
"p,
"Al
66
�,
X gf.
y K,
@
L } T ,T ; CR Oss s.. LK
S A RME"TY STUDY
,��iin t
Stato -, - e;
of
Qudaift, at'
,c ions
November
.14
Re/snal Nygaard
consulting associates
Gary J. Hartwell, Project Manager
Facilities Management
Smith College
126 West Street
Northampton, MA 01063
November 18, 2008
Dear Gary,
Thank you for the invitation to propose our services and expertise to help Smith College address
a number of, pedestrian crossing issues that have been plaguing the Smith community along Elm
Street for the past several years. We have a team of local and national experts with extensive
experience working in very similar college environments who will be able to help you prioritize the
best options according to their benefits and estimated costs. This letter describes our approach,
team members, proposed scope of work, and fee. We would be happy to negotiate details with
you based on your own experiences and knowledge of the Smith College campus.
Our Approach
Designing safe and appropriate pedestrian facilities requires more than simply utilizing the best
engineered solutions. Too often, transportation specialists react to specific problems and
deficiencies without recognizing the broader transportation situation. Dangerous crosswalks or
repeated jay - walking are often the symptoms. of a broader system deficiency that is often
overlooked. However, traditional transportation infrastructure solutions often fail to understand the
impacts of system constraints far away from the perceived problem.
Nelson \Nygaard's approach is to look at a transportation problem comprehensively across all
modes of transportation. It is not enough to focus on a crosswalk deficiency without
understanding the desire lines of pedestrians; the attractions and obstacles affecting those desire
lines; the level of awareness motorists and bicyclists have of pedestrian -heavy environments; the
impact that road design and perceived friction can have on vehicle speeds; the effect that
reduced speeds can have on yielding rates; or the value that casual environmental treatments
can have over the most expensive safety installations. Our staff are dedicated to looking beyond
the engineered solution to assess the broader operations of a pedestrian crosswalk as part of a
transportation system, the built environment, and the social fabric of expectations and
perceptions.
Nelson \Nygaard also has the benefit of being a national firm with experience to draw upon from
around the country. Having worked in dozens of college environments, we have not only been
able to amass a library of some of the best possible solutions that are being implemented today,
but we understand the. important subtleties that are often overlooked. For instance, conventional
wisdom suggests that only allowing one -way vehicle driveways off of busy pedestrian and bicycle
streets can help reduce conflicts, however the opposite is true: the higher speed nature of
vehicles turning into a one -way driveway increases the threat to pedestrians and cyclists. Exiting
traffic is comparably safer when forced by design to cautiously yield first to pedestrians, then
bicycles, before merging with vehicles. Conventional wisdom also suggests that signalization is
the best form of pedestrian protection, however studies demonstrate that passive systems which
force motorists to always watch for pedestrians result in much lower conflict.
Specialists in Transit and Multimodal Transportation
10 High Street, Suite 903, Boston, MA 02110 (61-7) 521 -9404 FAX (617) 521 =9409
info@nelsonnygaard.com wwwnelsonnygaard.com
Nelson I N
consulting associates
Below you will find a description of our team, our proposed scope of work, and an estimated fee.
look forward to having the opportunity to apply Nelson \Nygaard's nationally recognized' multi -
modal approach to pedestrian crossing issues along Elm Street. Our approach is unconventional
because we have learned that conventional wisdom has produced many of the conflicted
transportation environments we encounter. I expect that you will appreciate our insights, methods
and expertise, and I look forward to working with you and your colleagues.
Project Team
For this project, we have assembled the following team, whose combined experience is well
suited to the task at hand:
• Michael King, Principal -in- Charge
• Jason Schrieber Project Manager
• Rick Chellman, Project Engineer (TND Engineering)
A full description of our team can be found in Attachment A.
Scope of Work
The scope of work and deliverables for this project are outlined in Attachment B.
Fees and Schedule
Analysis and recommendations will be completed in 60 days from acceptance of the proposal.
The proposed budget for this work is provided in Attachment C. Please note that we bill our work
on a time and materials basis, so that you will pay only for the hours you actually use. Since our
work on this project will to some extent be determined by the actions of key stakeholders, and the
need to respond to their concerns, we have drawn up a budget that allows for some flexibility.
Our service will be billed each month on a time - and - materials basis according to the fee schedule
in Attachment C. Such compensation shall be payable in the following manner:
• Within 30 days of receipt provided the invoice is received in the first week of the month,
the amount set forth in the monthly statements submitted to Client by Consultant. These
statements will describe the services rendered (in detail), fees charged and expenses
incurred by Consultant during the previous month.
• Upon Client's failure to pay within 90 days of receipt the full amount set forth in any
monthly statement submitted to Client by Consultant, the unpaid balance will bear interest
at the rate of 1.5% per month until the unpaid balance plus interest is paid in full. Client
shall not be obligated to pay any interest that would exceed the maximum lawful rate.
Additional Services
Please note that work items requested outside the Scope of Work outlined in this letter, such as
additional meetings may require a contract amendment. No additional work will be performed
without prior authorization.
Specialists in Transit and Multimodal Transportation
10 High Street, Suite 903, Boston, Na 02110 (617) 521 -9404 FAX (617) 521 -9409
info @nelsonnygaard.com www.nelsonnygaard.com
Elm Street Crosswalk Safety Proposal
SMITH COLLEGE
Attachment A: Our Team
Jason Schrieber, AICP is a Principal in our Boston Office. Jason will be Project Manager, and
the principal point of contact. He has led TOD and multi -modal planning projects for
Nelson \Nygaard since late 2006. With 14 years of private and public sector experience in the
Boston area and nationally, Jason provides multi -modal planning and design skills with a unique
understanding of municipal needs, private development priorities, and university -based
transportation services. Jason comes from the City of Cambridge where he managed all planning
activities for the City's transportation department. Jason worked to have dozens of pedestrian and
bicycle infrastructure improvements installed by land developers and Cambridge -based colleges
and universities during his seven -year tenure. This included curb extensions, signalized
crossings, bike lanes, bicycle parking, multi -use paths, widened sidewalks, etc. He was involved
in many bicycle and pedestrian planning efforts that involved careful assessment of levels -of-
service, safe sightlines, sidewalk obstructions, desire lines, and ADA, MAAB and AASHTO
compliance, including the Eastern Cambridge Planning Study, Grand Junction Rail to Trail
feasibility study, and North Point Parks mitigation project. Jason's understanding of minimum
dimensional requirements, street design, and zoning regulations made him a citywide resource
for non - motorized transportation installations. He extends that capacity with Nelson \Nygaard
through a number of facilities design efforts for projects in Portland Maine, at Yale University, for
Ithaca's Collegetown, and at the Pacific Union College in Angwin California.
Michael Kina, Principal in Nelson \Nygaard's New York office, will act as Principal -In- Charge.
He is an Architect working at the intersection of transportation and urban design, with a particular
emphasis on pedestrian safety, bicycle facilities and traffic calming. Michael has projects ranging
from multi -modal train station access in Trenton to pedestrian safety initiatives in Thailand to
bicycle facilities in Tanzania. He helped develop main street design guidelines for NJDOT. He
was the first Director of Traffic Calming in New York City where he installed speed humps,
redesigned streets and researched crash data. He has participated in numerous community
design initiatives. A specialty is a workshop for community design and training purposes called
Real Intersection Design. He is the current vice president of the Association of Pedestrian and
Bicycle Professionals. He has authored various papers and spoken on transportation and urban
design issues both here and abroad. Michael is the "undisputed king of intersection design"
according to Andy Clarke, executive director of the League of American Bicyclists. He offers
knowledge.of progressive practices around the world, and the ability to consolidate that
information into relevant designs and criticisms.
Chester E. "Rick" Chellman, PE, LLS will be our transportation engineer. Rick has more than
twenty -five years experience in zoning, civil engineering, land surveying, engineering consulting,
traffic engineering and. development planning. He has site planning, civil and forensic
engineering, zoning, expert testimony and land use experience throughout the U.S. In recent
years, Rick has also worked extensively on the engineering and traffic engineering aspects of
Traditional Neighborhood Development (TND), and New Urbanism (NU) particularly in connection
with the matters of street design, vehicular and human - powered traffic control and external
transportation connections. Rick was awarded a Knight Fellowship from the University of Miami
for 2003, and he has lectured at Harvard University and the Universities of New Hampshire,
California, Pennsylvania, Texas and New Mexico. Additional recent experience includes traffic
calming /urban and transportation design work in: the mid - island redevelopment of Nantucket MA;
Route 138 in Kingstown RI; Albuquerque NM; Tucson AZ; and Chdcorua Village NH. Mr.
Chellman has also recently worked: in Hull, U.K. on the "taming" of Castle Street and on the
transportation aspects of the Cornell University West Campus Residential Initiative in Ithaca NY.
Page 4 • Nelson \Nygaard Consulting Associates Inc.
Elm Street Crosswalk Safety Proposal
S h I I H 00 LLEIGE
Attachment B: Scope of Services
The following tasks describe Nelson \Nygaard's recommended approach to developing preferred
improvement strategies for the crosswalks on Elm Street. We are happy to modify this approach
based on your needs and insights into the issues Smith College is facing. This scope is intended
to demonstrate the critical analysis elements we believe are necessary to develop a successful
and cost - effective solution.
Task 1: Conditions Assessment
Clear and accommodating pedestrian access between destinations is important to the Smith
community. Today, Elm Street serves as a significant barrier to cross - campus pedestrian
movements. However, its central location affords the opportunity for it to become better integrated
within the campus while at the same time processing vehicles more efficiently and safely —
satisfying both the City as well as the greater community. Today, Elm Street's auto - dominated
nature has forced the installation of "defensive" pedestrian treatments that acknowledge the
dominance of the car. However, pedestrian volumes often exceed vehicular volumes at certain
times of the day, suggesting that a more balanced system would achieve greater levels of safety
for pedestrians.
The use of signalized crossings for what should be a low -speed urban street adds a greater factor
of delay for motorists than a low -speed design with consistent "yield to pedestrians" locations.
Furthermore, when signalized crossings are mixed with unsignalized crossings, motorists are
presented with a mixed message that suggests some crossings are more important than others,
creating an inconsistent speed and yielding profile. However, crossing safety is paramount at all
Elm Street crossings, and a driver's attention should be heightened at all locations.
Smith College has already identified a number of key issues associated with the Elm Street
crosswalks, including:
Inconsistent or missing signage and markings
Scantly visible and quickly deteriorating pain surfaces
Poorly drained bump -outs, causing people to walk into the street to avoid puddles
Regular jay - walking incidences
Insufficient lighting
• Inconsistent design and signaling
Early morning solar glare
The 2006 parking master plan also identified a number of specific issues, including:
• Sharply angled crosswalks
• Several sidewalk sections on Elm Street in states of disrepair
• Side - street crossings have poor pedestrian visibility
The southern Elm Street sidewalk, West of Paradise Road, is not adjacent to the street
and is sometimes below roadway grade, removing pedestrians from motorists' views
.. Fourteen driveways on the south side of Elm Street cause regular conflict between
vehicles and pedestrians
Page 5 • Nelson \Nygaard Consulting Associates Inc.
e
Elm Street Crosswalk Safety Proposal
SMITH COLLEGE
In order to create 'a welcoming active environment to support safe interaction among various
modes, pedestrians must find walking to and from their classes, dorms and places of work an
easy, pleasurable, and un- complicated experience. Nelson \Nygaard's approach to assessing
pedestrian crossings involves two very important pieces. First, we conduct a six -step conditions
assessment, conducted on -site by our staff. Each step is outlined below:
1. Connectivity
The walkway and sidewalk system should provide overall connectivity. This means a
continuous network with frequent street - crossing opportunities that do not require pedestrians
to travel out of their way to reach destinations. Where pedestrians reach a crossing, a clear
series of design characteristics are evaluated by our team:
• Clarity The crosswalk should make it obvious to motorists that pedestrians can be
expected to cross, and pedestrians should be guided to the designated crosswalk;
• Predictability Crosswalk placement should be predictable, and should increase in
proximity to downtown and key destinations where more pedestrians can be expected to
cross;
• Visibility: Crosswalks should be clearly marked, signed, and illuminated so that motorists
and pedestrians are visible to each other;
• Permanence Crosswalks should be well- maintained and permanent elements of the
transportation network. Thermoplastics, inlay tape or regular painting aid this standard,
with materials changes where appropriate, given weather conditions.
• Limited Exposure There should be limited conflicts with turning traffic, and crossing
distances should be reasonably short or made shorter through the incorporation of curb
extensions or pedestrian refuges;
• Clear Crossing The crosswalk should be free of all obstacles or hazards and is
accessible to all users. Snow clearance, especially at curb ramps, is essential to
wintertime pedestrian activity.
2. Safety
• To maximize safety, optimal vehicle speeds should be 20 miles per hour, with a posted
speed limit of no greater than 25 MPH.
• Sight distance and sight lines are another consideration. Vehicles parked near crosswalks
can create sight line restrictions. A minimum no- parking zone of 20 -feet on the near and
far side of a crosswalk is recommended at all intersection legs.
• Ensuring adequate lighting is another crucial
element in providing adequate pedestrian safety.
Lighting should be at regular intervals along a
roadway to provide a uniform level of light, and
should be present at all crosswalks to maximize
pedestrian visibility.
• Road design elements such as shorter blocks,
narrower rights of way, curb extensions at
intersections, less frequent curb -cuts, _ and
driveways that give visual emphasis to the
continuation of the sidewalk are a few basic design
Page 6 • Nelson \Nygaard Consulting Associates Inc.
Elm Street Crosswalk Safety Proposal
5Wi1111 COLLEGE
elements that can minimize pedestrian risk exposure. Turning options should be
minimized for vehicles along key pedestrian routes.
3. Accessibility
The needs of all users should be accounted for at pedestrian facilities. This means ensuring
that all Americans with Disabilities Act (ADA) requirements are met and that the needs of
individuals with mobility limitations are given proper consideration. This is particularly critical
in curb ramp and driveway design. Facilities that are in compliance with ADA also result in
more accommodating facilities for able users.
4. Traffic Engineering Elements
Traffic elements such as traffic and crosswalk signal design, curb ramp treatments, and signal
timings should be designed with pedestrians in mind and should maximize convenience,
comfort, and safety levels.
Cycle lengths should - be minimized so that
pedestrians do not have to wait an
unreasonably long time to cross.
The use of concurrent and protected pedestrian
crossing phases where feasible is preferred
over push- button actuated pedestrian phases
that usually cause significant delays to
pedestrians, frequently resulting in non-
compliance with signal indications due to long
waits.
Any concurrent phase should also have a leading pedestrian interval (LPI).
5. Landscaping and Aesthetics
Aesthetics play an important role in supporting pedestrian environments. Sidewalks and
plazas should be visually appealing and physically inviting. Appealing streetscape design can
be an effective means of announcing the uniqueness of the walking environment, giving
motorists clear visual queues to increase their vigilance.
6. Convenience
Crossing desire lines are directly influenced by the connections leading to them. Therefore, all
sidewalks and walkways should be well maintained, safe, and well -lit. They should be
sufficiently broad to comfortably handle the expected pedestrian traffic peaks. Signage should
be adequate to lead individuals, especially those unfamiliar with the campus, to all major
destinations. Superior pedestrian levels of service 4 o m qY
along connecting routes between major origins and
destinations should be emphasized.
After the conditions assessment, Nelson \Nygaard
conducts a users' hands -on workshop where
participants are able to mark -up maps to indicate
specific conflicts and needs. We have learned that
users are the best source for a thorough conditions
assessment and often have some of the best solutions
n:
�.�
Page 7 • Nelson \Nygaard Consulting Associates inc.
H
ti V
Elm Street Crosswalk Safety Proposal
SMITH COLLEGE
in mind. By working in a collaborative environment that gives users direct input into the final
solutions, success can be guaranteed while broader awareness of the College's goals is created.
Our on -site conditions assessment would be conducted on a mid -week school day during dry
weather conditions. To be efficient, the user workshop would be held on the same day. Ideally,
members of the student body, faculty and staff would participate. Nelson \Nygaard would provide
base GIS maps, markers, and images from the conditions assessment (via a slideshow).
Task 2: Strategy Development
Drawing upon its national database of best practices and our staffs' years of practical experience,
Nelson \Nygaard would test a number of potential strategies against the needs identified in Task 1
for each crossing on Elm Street. Strategies may include any of the following:
Signal Improvements
• Leading pedestrian intervals
• Countdown indications
• LED signal heads
Signing
• Wayfinding
• Yield to pedestrians signing (curbside
and in- street)
• Advanced warning signs
Pavement Markings
• International standard crossings
• Supplemental warning colors
• Advanced yield markings
• Narrowed travel lanes
• Wider bicycle lanes
Physical Measures
• Curb extensions
• Crossing islands
• Raised crossings
• Embedded crosswalk lighting
• Additional street or sidewalk lighting
• Elimination of slip -lanes
• Passive pedestrian phase actuation
• Timed recall actuation
• Bicycle indications
• Share the lane signing
• Automated pedestrian warnings
(roving eyes, warning beacon, etc.)
• Shared lane markings
• Bicycle boxes
• New materials (thermoplastics, inlay
tape, epoxy, etc.)
• Narrowed cross - sections
• Widened sidewalks & landings
• Wide ramps with bollards
• Sunscreens
• Removed parking
• Reverse -angle parking
Page 8 • Nelson \Nygaard Consulting Associates Inc.
Elm Street Crosswalk Safety Proposal
5MiTH COLLEGE
Our team will also carefully consider the recommendations suggested in the 2006 parking study,
including:
• Enhancing pedestrian crossings of Elm Street at Round Hill Road and Henshaw Avenue
and Waste Street at the garage in order to provide increased visibility, especially in early
morning .and nighttime (ie. implement automated flashers)
• Driveway at. King House- close of one of these curb cuts to improve bike and pedestrian
safety on this stretch of Elm Street
• Driveway from Admissions lot, next to Park House- reverse direction of travel so that
vehicles enter off Elm Street and exit onto College Lane, eliminating the problem of
exiting vehicles with inadequate visibility
• Driveway between Haven and Hopkins- designate as one -way entrance from Elm Street
to improve bicycle (and vehicular) safety along Elm Street
• Driveway between College Hall and Fine Arts- investigate feasibility of providing access
for service and delivery vehicles off Green Street via Hubbarb House Driveway to improve
safety of all users on Elm Street
• Improve visibility at driveways, blocked by on- street parking and hedgerows /landscaping,
especially along Elm Street and at intersections of Elm Street with Paradise Road and
College Lane
Task 3: Strategy Selection
Nelson \Nygaard will prepare a summary of its preliminary assessment of appropriate solutions for
Smith College. This will include the full range of feasible options, regardless of cost or complexity.
These will be shared and tested by Smith staff to narrow the options to a clear set of practical
strategies. Nelson \Nygaard will then take the selected strategies through conceptual design and
costing.
• Conceptual Designs As appropriate, Nelson \Nygaard will develop conceptual scale
designs and /or equipment and materials descriptions for the selected crossing
improvements. Scale designs in plan view will be developed using ArcView and
Vectorworks software packages (a sample of recent work is attached.)
• Costing. Utilizing the latest private- sector unit construction cost estimates for New
England states, Nelson \Nygaard will develop cost estimates for each selected
improvement, with line -item break -outs where accurate estimates are available.
The preliminary set of crossing solutions will be submitted to Smith as a technical memorandum,
and a Powerpoint presentation will be prepared and delivered on -site to Smith staff to help define
the final deliverable. The final set.of designs and cost estimates will be prepared and submitted to
Smith as a final report in electronic .pdf file format.
Page 9 • Nelson \Nygaard Consulting Associates Inc. .
Pioneer Valley Planning 'Comfnssion
46''Ce h'trall St:
s
West Springfield, MA 01089
Location :'Northampton (413) 781 - 6045 /www.pvpc.org
Counter #: 0846
Operator: TP
Fun. Class: U2
File Name
: 5451 AM
Site Code
: 5451 AM
Start Date
: 12/16/2008
Page No
: 1
08:00 AM
5
Route 9
2
08:15 AM
Route 9
110
5
Elm Street
6
107
E:
08:45 AM
From North
11
_ 6
From South
21
447
From West
Grand Total
61
Start Time
Right
Thru I Trucks I App.
Total
Thru
Left I Trucks
A `. Tota
Ri ht I
Left I Trucks App.
Total
Int. Total
07:00 AM
10
64 3
77
37
50 0
87.,
50
4 1
55
219
07:15 AM
13
112 3
128
82
72 6
160
56
7 2
65
353
07:30 AM
7
93 6
106
121
34 5
160
60
.. 7 0
67
333
07:45 AM
10
10 5
122
93
41 7
141
; 59
5 1
65
328
Total
40
376 17
433
333
197 18
548
225
23 4
2521
1233
08:00 AM
5
112
2
08:15 AM
5
110
5
08:30 AM
6
107
3
08:45 AM
5 .__
11
_ 6
Total
21
447
16
Grand Total
61
823
33
Apprch %
6.7
89.7
3.6
Total %
2.4
32.4
1.3
119
58
36
4
120
74
38
4
116
64
47
1
129
88
48
4
4 8 41
284
169
13
917
617
366
31
466
60.8
36.1
3.1
36.1
24.3
14.4
1.2
98
92 '
1
1
94
311
116
78"
3
2
.83
319
112
;h 86
4
2
92
320
140
79
5
1
85
354
466
335
13
6
354
1304
9014
r 560
38
10
606
2537
60
92.4
5.9
1.7
07:45 AM
10 107 5 122
40
.22.1
1.4
0.4
23.9
5
Peak Hour Analysis
Route 9
F rom North
E Route 9,
From South'
Elm Street
From West
Start Time
I Right I Thru I Trucks App. Total
Thru I Left I Trucks App. Total
I Right Left I Tr cks App. 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
13 112 3 128
82
72
6
160
56
7
2
65
07:30 AM
7 93 6 106
121
34
5
160
60
7
0
67
07:45 AM
10 107 5 122
93
41.
7
141
59
5
1
65
08:00 AM
5 112 2 119
58
36
4
98
92
1
1
94
Total Volume
35 424 16 475
354=
183
22
559
267
20
4
291
Int. Total
353
333
328
311
1325
Location : Northampton
Counter # : 0944
Operator: JM, TP
Fun. Class: U2
Pioneer Valley Planning Commission
26 Central St.
West Springfield, MA 01089
(413) 781- 6045 / www. pvpc. org
File Name
:5451 PM
Site Code
: 5451 PM
Start Date
: 12/4/2008
Page No
: 1
03:00 PM 7
110
North Elm Street
118
89
North Elm Street
1
157
Elm Street
6
0
75
4
From North
03:15 PM
10
From South
4
111
From West
75
2
Start Time
Ria ht
T Thr
Trucks
I App.
Total
Thru
Left
I Trucks
I A
. Total
Ri ht
Left I Trucks I
App.
Total
Int. Total
Factor
0.98.
0. 98_
1 0.98
1
351
0.98
1 0.98
1 0.98
1
112
80
0.981 0.98
2
137
53
02:00 PM
11
117 3
131
115
55 2
172
73
10 1
84
387
02:15 PM
10
105 2
117
78
45 2
125
64
4 2
70
312
02:30 PM
10
117 3
130
97
62 1
160
59
3 1
63
353
02:451
7
8 1
921
86
54 2
142
74
8 0
82
316
Total
38
_
423 9
4701
376
216 7
5991
270
25 4
2991
1368
03:00 PM 7
110
1
118
89
67
1
157
69
6
0
75
4
350
03:15 PM
10
97
4
111
91
75
2
168
73
7
2
82
361
03:30 PM
8
114
4
126
82
65
3
150
71
4
0
75
351
03:45 PM
9
101
2
112
80
55
2
137
53
2
1
56
305
Total
34
422
11
467
342
262
8
612
266
19
3
288
1367
04:00 PM
5
104
1
110
74
52
1
127
72
5
1
78
315
04:15 PM
4
126
2
132
82
70
0
152
70
2
1
73
357
04:30 PM
5
126
1
132
96
66
3
165
78
3
2
83
380
04:45 PM
3
118
0
121
100
74
1
175
64
3
1
68
364
Total
17
474
4
495
352
262
5
619
284
13
5
302
1416
05:00 PM
2
104
0
106
109
80
0
189
59
1
0
60
355
05:15 PM
5
83
0
88
78
80
2
160
79
5
0
84
332
05:30 PM
1
79
0
80
85
82
0
167
63
1
1
65
312
05:45 PM
3
74
0
77
85
72
0
157
41
3
2
46
280
Total
_
11
340
0
351 1
357
314
2
673
242
10
3
255
1279
Grand Total
100
1659
24
1783
1427
1054
22
2503
1062
67
15
1144
5430
Apprch %
5.6
93
1.3
57
42.1
0.9
92.8
5.9
1.3
Total %
1.8
30.6
0.4
32.8
26.3
19.4
0.4
46.1
19.6
1.2
0.3
21.1
82 70 0 152 70 2 1 73 357
96 66 3 165 78 3 2 83 380
100 74 1 175 64 3 1 68 364
109 80 0 189 59 1 0 60 355
387 290 4 681 271 9 4 284 1456
North Elm Street
Ri ht
From North
Thru] Trucks Tot al
Start Time I
Peak Hour Analysis
..
From 02:00
PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:15 PM
04:15 PM
4
126 2 132
04:30 PM
5
126 1 132
04:45 PM
3
118 0 121
05:00 PM
2
104 0 106
Total Volume
14
474 3 491
82 70 0 152 70 2 1 73 357
96 66 3 165 78 3 2 83 380
100 74 1 175 64 3 1 68 364
109 80 0 189 59 1 0 60 355
387 290 4 681 271 9 4 284 1456
Fim1 Street and State Street Intersecti6ii
PVPC - Turning Movement Analysis on December
Traffic Solutions - ( SYNCHRO) c6hiputer program on December 17, 2008
EXISTING CONDITIONS
14 - WAY STOP
95th
95th"
Movement
DelayVolume
/ LOf el
P.ercentileDela
m
yVolue /,
O f el
Percentile
(s) Capacity Service Queue
(ft)
(s)
Capacity
Service'Queue
(ft)
Finn St & State St
AM PEAK HOUR
Eastbound
0.1 0.00
A
0
32.2
0.86
D
292
Westbound
5.7 0.21
A
19
210
0.73
C
180
Northbound
77.3 0.93
F
216
14.8
0.46
B
88"
Southbound
40.4 0.16
E
14
10.9
0.04
B.
15
Intersection
17.7
25.4
Finn St & State St
PM PEAK HOUR
Eastbound.
0.2 0.01
A
1
19.2
0.64
C
86
Westbound
4.4 0.19
A
17
811
1.08
F
337
Northbound
247.31.42
F
504
20.4
6.65
C
82
Southbound
61.7 0.24
F
21
11.4
0.04
B,
2
Intersection
66.9
48.5