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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 MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 1 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 MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 2 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 MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 3 s CHAPTER 1: INTRODUCTION MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 4 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= MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 5 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 MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 6  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 MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 7 Figure 1. Main Street Corridor MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 8 CHAPTER 2: EXISTING CONDITIONS MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 9 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 10 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 11 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 12 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) MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 13 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 14 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 MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 15 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 16 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 17 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 18 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 19 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 MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 20 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 21 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 22 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 23 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 24 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=) MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 25 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). MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 26 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 MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 27 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 28 Figure 20. Existing Truck Warning Signs ahead of the Low-Clearance Bridge along Main Street (Source: Pioneer Valley Planning Commission) MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 29 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/) MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 30 CHAPTER 3: SAFETY ANALYSIS MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 31 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). MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 32 Figure 22. Highway Safety Intersection Program Vehicle Crash Clusters within the Project Area MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 33 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) MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 34 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%). MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 35 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 MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 36 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) MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 37 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 38 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. H AW L E Y S T .MARKET ST .BRIDGE ST. (RT. 9)S T R O N G A V E . MER RI C K L N. P L E A S A N T S T . ( R T . 5 )KING ST . (RT . 5 , 10 ) G O T H I C S T . CE N T E R S T .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) 1 7 7 6 4 2 4 0 4 1 9 5 1 4 7 0 7 6 7 1 34317410342343182383102 60 606 65 604 43942 4434852 7 0 1 0 5 2 8 1483515747 21 34 3 7 4 0 5 3 41457191217389 25 518 23 4 7 0 2 0 3 2 8 0 2 9 9 0407221 1 6 1 2 2 0 0 0 33712204302703168736133223190236 146 21322290 164 279 357 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* H AW L E Y S T .MARKET ST .BRIDGE ST. (RT. 9)S T R O N G A V E . MER RI C K L N. P L E A S A N T S T . ( R T . 5 )KING ST . (RT . 5 , 10 ) G O T H I C S T . CE N T E R S T .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) 2 3 4 8 6 2 7 7 7 0 1 3 2 1 3 5 2 4 7 5 2 358871494883967248484 58 549 15 561 53623 4405952 5 7 9 6 3 2 18731810346 46 26 4 6 4 8 4 7 63415401228490 52 505 22 5 0 6 9 7 2 9 4 3 6 2 13388517 2 2 1 8 3 3 5 1 1 39416224861543589563111244118248 219 1216121115 168 336 377 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 AW L E Y S T .MARKET ST .BRIDGE ST. (RT. 9)S T R O N G A V E . MER RI C K L N. P L E A S A N T S T . ( R T . 5 )KING ST . (RT . 5 , 10 ) G O T H I C S T . CE N T E R S T .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) 1 7 6 7 3 2 6 7 7 5 1 2 2 1 2 5 3 3 6 5 5 298811214114107141653 43 532 35 513 42529 4545071 9 6 7 7 5 2 14526111045 31 26 7 4 2 9 3 40399552638348 71 457 33 3 2 6 5 8 2 6 6 2 1 6 8357412 2 3 1 3 6 1 3 7 406264945533 22255114132167159143228 154 2914827125 120 307 208 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 AW L E Y S T .MARKET ST .BRIDGE ST. (RT. 9)S T R O N G A V E . MER RI C K L N. P L E A S A N T S T . ( R T . 5 )KING ST . (RT . 5 , 10 ) G O T H I C S T . CE N T E R S T .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) 2620 23 13 52 19 43 11 19 42 28 37 52 95 46 34 50 38 38 10 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 E Y S T .MARKET ST .BRIDGE ST. (RT. 9)S T R O N G A V E . MER RI C K L N. P L E A S A N T S T . ( R T . 5 )KING ST . (RT . 5 , 10 ) G O T H I C S T . CE N T E R S T .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) 1251 33 19 134 62 166 39 13 100 58 110 186 130 144 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 E Y S T .MARKET ST .BRIDGE ST. (RT. 9)S T R O N G A V E . MER RI C K L N. P L E A S A N T S T . ( R T . 5 )KING ST . (RT . 5 , 10 ) G O T H I C S T . CE N T E R S T .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) 7125 64 27 237 135 150 23 69 12 151 67 427 167 295 216 440 396 63 126 77122 286 252 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 AW L E Y S T .MARKET ST .BRIDGE ST. (RT. 9)S T R O N G A V E . MER RI C K L N. P L E A S A N T S T . ( R T . 5 )KING ST . (RT . 5 , 10 ) G O T H I C S T . CE N T E R S T .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 0 0 0 0 0 10045030 2 4 0 2 10 000 0 0 0001 3 0 1 2 3 131015 1 3 0 1 0 3 2 0400 0 0 0 0 0 2003002110112 0 0000 1 3 0 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 AW L E Y S T .MARKET ST .BRIDGE ST. (RT. 9)S T R O N G A V E . MER RI C K L N. P L E A S A N T S T . ( R T . 5 )KING ST . (RT . 5 , 10 ) G O T H I C S T . CE N T E R S T .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 2 202163050 0 5 0 5 40 000 1 0 0400 0 0 0 0 2 0320027 0 2 0 1 0 1 0 2 3 0600 0 1 0 0 0 12100440000215 0 0210 0 10 3 0 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 AW L E Y S T .MARKET ST .BRIDGE ST. (RT. 9)S T R O N G A V E . MER RI C K L N. P L E A S A N T S T . ( R T . 5 )KING ST . (RT . 5 , 10 ) G O T H I C S T . CE N T E R S T .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) 1 1 0 0 0 0 0 0 0 200710010 0 0 0 0 30 440 1 0 0020 1 0 00 0 020005 1 4 0 3 0 0 5 0200 0 0 0 0 0 3003002001112 0 0 1000 5 1 0 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 69 » 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 70 » 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 71 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) MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 72 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) MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 73 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) MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 74 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) MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 75 » 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 MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 78 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 79 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 80 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 81 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 108 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 109 CHAPTER 7: TRAFFIC SIGNAL PHASING ALTERNATIVES AND OPERATIONAL ANALYSIS MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 110 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 MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 111 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 MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 112 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) MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 113 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 MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 114 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 115 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 116 » 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 117 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 MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 118 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. MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 119 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 MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 120 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 MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 121 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 MAIN STREET | FUNCTIONAL DESIGN REPORT TOOLE DESIGN | 122 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 Page 5 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 Page 6 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 Page 8 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 10 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 12 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 13 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 14 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 15 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group Final Report Page 16 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 Page 17 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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. Page 18 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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. Page 19 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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. Page 20 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 21 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 22 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 23 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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. Page 24 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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. Page 25 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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. Page 26 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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. Page 27 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 28 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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. Page 29 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 30 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 31 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 32 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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. Page 34 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 35 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 36 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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. Page 37 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 38 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 39 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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. Page 40 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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. Page 41 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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. Page 42 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 43 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 44 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 45 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 46 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 47 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 48 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 50 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 51 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 52 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 53 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 54 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 55 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 56 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 57 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 Page 58 Road Safety Audit—Route 9, Northampton, MA Prepared by Toole Design Group 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 𝑀൅𝐶 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 /DQHV9ROXPHV7LPLQJV ([LVWLQJ&RQGLWLRQV :HVW6W (OP6W0DLQ6WAM 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 +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV ([LVWLQJ&RQGLWLRQV :HVW6W (OP6W0DLQ6WAM 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 /DQHV9ROXPHV7LPLQJV ([LVWLQJ&RQGLWLRQV 1HZ6RXWK6W6WDWH6W 0DLQ6WAM 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 +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV ([LVWLQJ&RQGLWLRQV 1HZ6RXWK6W6WDWH6W 0DLQ6WAM 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 6LP7UDIILF6LPXODWLRQ6XPPDU\ ([LVWLQJ&RQGLWLRQV AM Peak Northampton - Main Street SimTraffic Report Page 1 6XPPDU\RI$OO,QWHUYDOV 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 6XPPDU\RI$OO,QWHUYDOV 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 ,QWHUYDO,QIRUPDWLRQ6HHGLQJ Start Time 7:55 End Time 8:00 Total Time (min) 5 Volumes adjusted by Growth Factors, Anti PHF. No data recorded this interval. 6LP7UDIILF6LPXODWLRQ6XPPDU\ ([LVWLQJ&RQGLWLRQV AM Peak Northampton - Main Street SimTraffic Report Page 2 ,QWHUYDO,QIRUPDWLRQ5HFRUGLQJ 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 ,QWHUYDO,QIRUPDWLRQ5HFRUGLQJ 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 6LP7UDIILF6LPXODWLRQ6XPPDU\ ([LVWLQJ&RQGLWLRQV AM Peak Northampton - Main Street SimTraffic Report Page 3 ,QWHUYDO,QIRUPDWLRQ5HFRUGLQJ 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 ,QWHUYDO,QIRUPDWLRQ5HFRUGLQJ 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 6LP7UDIILF6LPXODWLRQ6XPPDU\ ([LVWLQJ&RQGLWLRQV AM Peak Northampton - Main Street SimTraffic Report Page 4 ,QWHUYDO,QIRUPDWLRQ5HFRUGLQJ 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 ,QWHUYDO,QIRUPDWLRQ5HFRUGLQJ 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 6LP7UDIILF6LPXODWLRQ6XPPDU\ ([LVWLQJ&RQGLWLRQV AM Peak Northampton - Main Street SimTraffic Report Page 5 ,QWHUYDO,QIRUPDWLRQ5HFRUGLQJ 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 ,QWHUYDO,QIRUPDWLRQ5HFRUGLQJ 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 6LP7UDIILF3HUIRUPDQFH5HSRUW ([LVWLQJ&RQGLWLRQV AM Peak Northampton - Main Street SimTraffic Report Page 6 :HVW6W (OP6W0DLQ6W3HUIRUPDQFHE\PRYHPHQW 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 1HZ6RXWK6W6WDWH6W 0DLQ6W3HUIRUPDQFHE\PRYHPHQW 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 1HZ6RXWK6W6WDWH6W 0DLQ6W3HUIRUPDQFHE\PRYHPHQW Movement All Vehicles Entered 1871 Vehicles Exited 1860 Hourly Exit Rate 1860 Input Volume 2032 % of Volume 92 3OHDVDQW6W.LQJ6W 0DLQ6W0DLQ6W3HUIRUPDQFHE\PRYHPHQW 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 3OHDVDQW6W.LQJ6W 0DLQ6W0DLQ6W3HUIRUPDQFHE\PRYHPHQW Movement All Vehicles Entered 1742 Vehicles Exited 1730 Hourly Exit Rate 1730 Input Volume 1842 % of Volume 94 4XHXLQJDQG%ORFNLQJ5HSRUW ([LVWLQJ&RQGLWLRQV AM Peak Northampton - Main Street SimTraffic Report Page 9 ,QWHUVHFWLRQ:HVW6W (OP6W0DLQ6W 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 ,QWHUVHFWLRQ1HZ6RXWK6W6WDWH6W 0DLQ6W 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 ,QWHUVHFWLRQ3OHDVDQW6W.LQJ6W 0DLQ6W0DLQ6W 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 /DQHV9ROXPHV7LPLQJV ([LVWLQJ&RQGLWLRQV :HVW6W (OP6W0DLQ6WPM 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 +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV ([LVWLQJ&RQGLWLRQV :HVW6W (OP6W0DLQ6WPM 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 /DQHV9ROXPHV7LPLQJV ([LVWLQJ&RQGLWLRQV 1HZ6RXWK6W6WDWH6W 0DLQ6WPM 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 +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV ([LVWLQJ&RQGLWLRQV 1HZ6RXWK6W6WDWH6W 0DLQ6WPM 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 6LP7UDIILF6LPXODWLRQ6XPPDU\ ([LVWLQJ&RQGLWLRQV PM Peak Northampton - Main St SimTraffic Report Page 1 6XPPDU\RI$OO,QWHUYDOV 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 6XPPDU\RI$OO,QWHUYDOV 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 ,QWHUYDO,QIRUPDWLRQ6HHGLQJ Start Time 4:40 End Time 4:45 Total Time (min) 5 Volumes adjusted by Anti PHF. No data recorded this interval. 6LP7UDIILF6LPXODWLRQ6XPPDU\ ([LVWLQJ&RQGLWLRQV PM Peak Northampton - Main St SimTraffic Report Page 2 ,QWHUYDO,QIRUPDWLRQ5HFRUG 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 ,QWHUYDO,QIRUPDWLRQ5HFRUG 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 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 6LP7UDIILF6LPXODWLRQ6XPPDU\ ([LVWLQJ&RQGLWLRQV PM Peak Northampton - Main St SimTraffic Report Page 3 ,QWHUYDO,QIRUPDWLRQ5HFRUG 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 ,QWHUYDO,QIRUPDWLRQ5HFRUG Start Time 5:00 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 6LP7UDIILF6LPXODWLRQ6XPPDU\ ([LVWLQJ&RQGLWLRQV PM Peak Northampton - Main St SimTraffic Report Page 4 ,QWHUYDO,QIRUPDWLRQ5HFRUG Start Time 5:15 End Time 5:30 Total Time (min) 15 Volumes adjusted by Anti PHF. 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 ,QWHUYDO,QIRUPDWLRQ5HFRUG 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 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 6LP7UDIILF6LPXODWLRQ6XPPDU\ ([LVWLQJ&RQGLWLRQV PM Peak Northampton - Main St SimTraffic Report Page 5 ,QWHUYDO,QIRUPDWLRQ5HFRUG 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 ,QWHUYDO,QIRUPDWLRQ5HFRUG 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 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 6LP7UDIILF3HUIRUPDQFH5HSRUW ([LVWLQJ&RQGLWLRQV PM Peak Northampton - Main St SimTraffic Report Page 6 :HVW6W (OP6W0DLQ6W3HUIRUPDQFHE\PRYHPHQW 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 1HZ6RXWK6W6WDWH6W 0DLQ6W3HUIRUPDQFHE\PRYHPHQW 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 1HZ6RXWK6W6WDWH6W 0DLQ6W3HUIRUPDQFHE\PRYHPHQW Movement All Vehicles Entered 2042 Vehicles Exited 2011 Hourly Exit Rate 2011 Input Volume 2188 % of Volume 92 3OHDVDQW6W.LQJ6W 0DLQ6W0DLQ6W3HUIRUPDQFHE\PRYHPHQW 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 3OHDVDQW6W.LQJ6W 0DLQ6W0DLQ6W3HUIRUPDQFHE\PRYHPHQW Movement All Vehicles Entered 1855 Vehicles Exited 1847 Hourly Exit Rate 1847 Input Volume 1994 % of Volume 93 4XHXLQJDQG%ORFNLQJ5HSRUW ([LVWLQJ&RQGLWLRQV PM Peak Northampton - Main St SimTraffic Report Page 9 ,QWHUVHFWLRQ:HVW6W (OP6W0DLQ6W 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 ,QWHUVHFWLRQ1HZ6RXWK6W6WDWH6W 0DLQ6W 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 ,QWHUVHFWLRQ3OHDVDQW6W.LQJ6W 0DLQ6W0DLQ6W 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 2OLYHU6WUHHW6XLWH%267210$3+21()$;ZZZWRROHGHVLJQFRP0$,1671 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 𝑡𝑖𝑚𝑒൅4 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 /DQHV9ROXPHV7LPLQJV ([LVWLQJ&RQGLWLRQ0RUQLQJ3HDN 3OHDVDQW6W.LQJ6W 0DLQ6W0DLQ6W Northampton - Main Street 60153_EX_AM.syn 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 +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV ([LVWLQJ&RQGLWLRQ0RUQLQJ3HDN 3OHDVDQW6W.LQJ6W 0DLQ6W0DLQ6W Northampton - Main Street 60153_EX_AM.syn 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 /DQHV9ROXPHV7LPLQJV ([LVWLQJ&RQGLWLRQ(YHQLQJ3HDN 3OHDVDQW6W.LQJ6W 0DLQ6W0DLQ6W Northampton - Main St 60153_EX_PM.syn 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 +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV ([LVWLQJ&RQGLWLRQ(YHQLQJ3HDN 3OHDVDQW6W.LQJ6W 0DLQ6W0DLQ6W Northampton - Main St 60153_EX_PM.syn 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 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 3 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. 5 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. 6 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. 7 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. 9 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. 10 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) 11 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 13 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 15 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 /DQHV9ROXPHV7LPLQJV ([LVWLQJ&RQGLWLRQ0RUQLQJ3HDN +DZOH\6W0DUNHW6W 0DLQ6W%ULGJH6WNorthampton - Main Street 60153_EX_AM.syn 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 +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV ([LVWLQJ&RQGLWLRQ0RUQLQJ3HDN +DZOH\6W0DUNHW6W 0DLQ6W%ULGJH6WNorthampton - Main Street 60153_EX_AM.syn 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 /DQHV9ROXPHV7LPLQJV ([LVWLQJ&RQGLWLRQ(YHQLQJ3HDN +DZOH\6W0DUNHW6W 0DLQ6W%ULGJH6WNorthampton - Main St 60153_EX_PM.syn 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 +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV ([LVWLQJ&RQGLWLRQ(YHQLQJ3HDN +DZOH\6W0DUNHW6W 0DLQ6W%ULGJH6WNorthampton - Main St 60153_EX_PM.syn 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 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