North King Street at Hatfield-- VHB Traffic Study 2003Transportation
Land Development
Environments - -
S e r v i c e s
(a
Memorandum
To: Mr. William Neidig
The Billmar Corporation
843 Indian Hill Road
Orange, CT 06477
Project No.: 08771
From: Laura Castelli, EIT
Robert Nagi, PE, PTOE
Date: November 10, 2003
101 Walnut Street
P. O. Box 9151
Watertown, MA 02471 -9151
617 924 1770
FAX 617 924 2286
Re: North King Street Zoning Proposal
Traffic Assessment
Vanasse Hangen Brustlin, Inc. (VHB) has been retained by the Billmar Corporation to provide
transportation planning and engineering consulting services for the review and evaluation of a
potential rezoning of a parcel of land located on North King Street in Northampton, Massachusetts.
The property, currently zoned suburban residential (SR), occupies about 3.5 acres. (156,500 square
feet)' of land along the west side of North King Street, just to the north of Hatfield Street.
Approximately 667 feet of the parcel fronts North King Street. Although the parcel was at one time
the site of a rock quarry, it is currently vacant land with no development activity occurring upon it.
This. memorandum builds upon the first memorandum which summarized the various rezoning and
land use options under consideration and evaluates the off -site and on -site transportation - related
impacts of the potential rezoning. These evaluations have focused primarily on the impacts of the
various land use options along North King Street (Route 5/10) and Hatfield Street.
Existing Conditions
In an effort to identify the impacts of any of the previously reviewed. proposed development
programs VHB first collected existing traffic data in the vicinity of the project site. In October 2003,
VHB conducted 48 -hour Automatic Traffic Recorder (ATR) counts on North King Street directly
adjacent to the site and on Hatfield Street just to the west of North King Street. These data show that
about 12,700 vehicles per day (vpd) travel along North King Street and about 5,500 vpd travel along
Hatfield Street. Between five and six percent of this daily traffic occurs during the peak commuter
hours which is typical for these types of roadways.
Manual peak period Turning Movement Counts (TMCs) were also conducted during the morning
and evening peak commuter hours at the intersection of Hatfield Street and North King Street.
These counts were conducted to identify the current traffic operations at this intersection and then to
identify the potential impact the rezoning might have on the intersection operations — should one of
the development options be advanced to construction and occupancy. These traffic volumes counts
can be found in the appendix.
'Source: City of Northampton Assessors Map 18 Parcel 13 -038 (approximate size used for planning purposes only)
'North King Street Zoning proposal memorandum submitted by VHB to the Billmar Corporation on October 22, 2003
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Project No.: 08771 ,
Speed Observations
In conjunction with the daily and hourly traffic volume observations, VHB also conducted a speed
study along both Hatfield Street and North King Street. Knowing the speeds along these roadways
allows engineers to determine the most appropriate design for the driveway access and to identify if
speeding along these roadways is an issue, which should be considered in the overall permitting of
the site.
The results, as presented in Table 1 show the median travel speed (half of all vehicles travel faster
than this speed and half travel slower), the 85 speed (the upper limit of speeds traveled
by most motorists, often serving as a guideline for posted speed limits), and observed maximum
speeds.
Table 1
Weekday Observed Travel Speeds
Travel Direction
Posted Speed Limit
Median Speed
85" Percentile Speed
Maximum Speed
North King Street northbound
40
41 -45
46 -50
66 -70
North King Street southbound
40
41 -45
46 -50-
66 -70
Hatfield Street eastbound
30
31 -35
36 -40
51 -55
Hatfield Street west
30
41 -45
46 -50
56 -6o-
As 'presented, the observed median speeds. along the roadways. are slightly higher than the speed
limits. The observed 85 percentile speeds are generally five to 10 miles per hour (mph) higher,
except along Hatfield Street westbound, where the 85 percentile speed exceeds the speed limit by
15 to 20 mph. Maximum speeds above 50 mph were observed along Hatfield Street and speeds in
excess of 66 miles per hour were observed along North King Street.
Sight Distance
In addition to the speed study, VHB conducted a sight distance assessment both at the likely location
for the site driveway and at the intersection of North King Street and Hatfield Street. Field
observations. indicate that with minor trimming of the vegetation fronting the site and on the
adjacent property to the south, adequate sight distance can be provided at both locations
(approximately 550 feet).
Safety Assessment
Finally, as part of our standard due diligence evaluation of the property, VHB conducted a safety
assessment of North King Street and Hatfield Street using crash data records from MassHighway.
The records show that only nine collisions have occurred at the intersection of North King Street and
Hatfield Street over the past three years. Approximately half of these collisions were angle type,
potentially indicating that vehicles may be exiting Hatfield Street heading north without an
adequate gap in traffic. Nine collisions over a three -year period is not a significant amount of
vehicle incidents and is not an indication that the intersection is operating in an unsafe manner.
Although the intersection operations do not appear unsafe, Hatfield Street meets North King Street
to form a "Y- Type" intersection, with the Hatfield Street approach entering at a sharp angle. As
traffic volume increases along North King Street, this geometry could present a safety hazard in the
future. Therefore, it is likely that the City would require that any improvement to the intersection
include realigrunent of Hatfield Street to a traditional three -way or "T- Type" intersection.
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Project No.: 08771
Impacts__
Based on a preliminary investigation of the existing travel patterns in the vicinity of the site, it is
anticipated that the major impact of any rezoning proposal would impact the intersection of North
King Street and Hatfield Road with approximately 60 percent of site generated traffic volume
traveling to /from the north along North King Street. Approximately 15 percent of the new site
traffic after the rezoning and development would travel to /from the south along North King Street,
and the remaining approximately 25 percent to /from the west (Hatfield Street). These percentages
may change slightly depending on the actual land use selected for development.
The expected trip generation for the five land use scenarios indicate the one site driveway would be
sufficient to accommodate site generated traffic for the less intense traffic development programs. A
second access would be required for the more intense development programs outlined in the
previous memorandum (see below for more details on this). Regardless, from a site design
perspective, a second access point will likely be required for emergency, vehicle access regardless if
the Town approves a single access point for vehicular traffic. The driveway could be accommodated
at the existing curb cut along the site's frontage of North King Street. As noted, a MassHighway
access permit would be required for modification of the driveway, as North King Street is a state
roadway.
Rezoning Impacts
Based on the existing traffic volumes at the intersection of North King Street and Hatfield Street,
VHB projected traffic to a five -year horizon period (2008), when the project might be rezoned,
developed, and occupied. Traffic operations at the intersection both without the project occupied
(No Build) and with the project completed and occupied (Build) were considered. Consistent with
other studies conducted in the area, a background growth rate of one percent per year over five
years was applied to the existing traffic volumes at the intersection. This background traffic growth
accounts for an expected increase in regional traffic through the area as well as an increase due to
specific projects that may also be occurring.
As noted in the previous memorandum, of the land use alternatives identified, an Auto Sales
development could be expected to be the largest trip. generator (thereby having the greatest off -site
impact), generating approximately 3,560 daily trips, 210 morning peak hour trips, and 265 evening
peak hour trips.. These trips would account for an increase of approximately 20 percent of the
morning and evening peak traffic and an approximate 30 percent increase over current daily traffic.
The other potential land use scenarios can be expected to have less of an impact on the
transportation infrastructure.
Because the Auto Sales represents the worst -case scenario from a traffic perspective, VHB reviewed
the traffic impacts associated with its development. The expected traffic associated with the Auto
Sales development was, therefore, added to the 2008 projected No Build volumes to create 2008
projected Build volumes. The trip generation and distribution for each of the five scenarios is
presented in the appendix.
Based on the capacity impacts identified below, the City would likely require some type of fair -share
contribution towards the mitigation of existing traffic and safety concerns at North King Street and
Hatfield Street. By choosing to rezone the property for development, it is likely the City would
require a greater contribution towards mitigation. To reduce the associated mitigation costs, it may
be advantageous to coordinate rezoning processes with the adjacent land owner (who is also seeking
to rezone the land).
In addition, while rezoning the parcel to accommodate a particular development may be amenable
to the City, it is likely that the Planning Board would seek to limit other types of development (that
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Date: November 10, 2001 ( ) 4
Project No. :08771
would be allowed by the new zoning) on that parcel. To this extent, the proponent could sign a
memorandum of understanding, agreeing to a specific land use should zoning be changed.
Capacity Impacts
Capacity analyses provide an indication of how well intersections serve the traffic demands placed
on them. Level of Service is the term used to denote the different operating conditions that occur at
a given intersection under various traffic loads. It provides an index to the operational qualities of an
intersection, using a letter designation that summarizes how well, or poorly, an intersection
operates. LOS A represents free -flow operations and LOS F representing poor and congested
operations. Generally, LOS D or better is considered an acceptable level of service during the peak
commuter hours.
A capacity analysis of existing traffic volumes at the intersection of North King Street and Hatfield
Street shows that the intersection operates at level of service (LOS) D during the morning peak hour
and LOS F during the evening peak hour. The level of service at unsignalized intersections often
represents the delay for left -turns out of the minor roadway, in this case left -turns from Hatfield
Street on to North King Street.
An analysis of operations at the intersection of North King Street and Hatfield Street, with the
projected 2008 No Build volumes, indicates the intersection would operate at LOS E during the
morning peak hour and a poorer LOS F during the evening peak hour. These analysis results do not
include traffic associated with any proposed rezoning and development.
With the addition of an Auto Sales development, the intersection of North King Street and Hatfield
Street can be expected to operate at LOS F during both the morning and evening peak hours. This
reduction in level of service during the morning peak period is directly attributable to the traffic
expected to be generated by the proposed development. It is important to note that this reduction in
level of service applies to any of the projected land use scenarios, not just the Auto Sales option.
The projected traffic volumes and the analysis worksheets can be found in the appendix for
reference purposes.
Potential Mitigation
Although the intersection of North King Street and Hatfield Street currently operates at an
unacceptable LOS F during the evening peak hour, any rezoning and development of the site would
be expected to further degrade operations at the intersection. As such, the City would likely require
the proponent to provide some form of funding for mitigation measures that can address the
projects impact at the intersection.
VHB has reviewed the development plans and has identified two potential mitigation options for the
intersection of North King Street and Hatfield Street:
Signalization — Under existing condition traffic volumes, the intersection currently meets
the peak hour, four hour, and eight hour traffic signal warrant requirements for the
installation of a traffic signal. As a signalized intersection, North King Street and Hatfield
Street can be expected to operate at an acceptable LOS B during morning and evening
conditions. In addition to operational benefits, a traffic signal can also provide safety
benefits to the intersection by better controlling the movement from Hatfield Street left onto
North King Street. The anticipated construction cost of a traffic signal would be
approximately $200,000 to $250,000, exclusive of land takings. As mentioned previously, the
City would likely require a signal design at this location to include realignment of the
intersection. A preliminary field review indicates that realignment would impact the
parking area and business immediately adjacent to Hatfield Street (the southwest corner of
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Project No.: 08771 --
the intersection). At a minimum a land taking of the parking lot would be necessary. It is
possible that a land taking of the entire business wou e require .
■ Roundabout — A second option for this intersection is the installation of a roundabout.
Roundabouts are channelized intersections where traffic moves in a one -way direction
around a raised central island that is usually circular in shape, similar to rotaries. They
should be fitted to the characteristics of the intersection and designed so that emergency
vehicles and trucks can easily navigate the circle. A mounted curb can be used to provide
enough room for the trucks to negotiate the circle. Typically, the right of way is designated
to those vehicles inside the roundabout and entering vehicles must yield. This operation
allows free - flowing movement on the circular roadway. Modern roundabouts are different
from traditional rotaries in that they angle entering vehicles in order to slow them down.
They handle a lower capacity than do rotaries and are smaller in size. Operationally,
roundabouts are best suited for intersections that have balanced approach volumes and high
through or left -turn movements. One of the major disadvantages of roundabouts is the land
they require for proper construction. The minimum diameter for a roundabout is 120 feet.
They can be designed to a.-diameter of 250 feet.
A review of traffic volumes and land use at the intersection of North King Street and
Hatfield Street indicates that the intersection may be a suitable location for a roundabout. A
roundabout would allow the intersection to remain unsignalized, better accommodate
vehicles heading from Hatfield Street northbound, and slow traffic down prior to entering
the King Street corridor. However, as North King Street is a state route (Route 5/10),
permitting and design of a roundabout could be difficult to accomplish. MassHighway has
not, to VHB's knowledge, constructed roundabouts along state routes and would likely
require that the roundabout be designed closer to the maximum diameter to facilitate the
movement of trucks and emergency vehicles. At a minimum, this would require the taking
of two properties along North King Street and has the potential to impact two more. The
estimated cost of a roundabout at this location would be between $400,000 and $450,000,
exclusive of permitting, design, and land acquisition in order to properly construct the
roundabout.
It is very likely that the City would also require that the proponent consider pedestrian and bicycle
accommodations on site that tie in with the accommodations proposed along King Street to the
south.
While the city may initially suggest that the cost of the improvements be entirely borne by the
developer of the property, it is more likely that the City may agree to let the developer contribute a
fair share contribution towards improvements at this intersection. This could include permitting,
design, and /or partial funding of the construction of either of the above improvement options.
However, if it is necessary to rezone the land to accommodate a proposed development the fair
share contribution required may be greater than if the property were developed under the current
zoning.
Site Access /Egress
In addition to the off -site impacts, the proposed project would need to provide adequate access and
egress at the site driveway. As part of the permitting process, the proponent would have to show
that the access and egress at the site driveway(s) would operate at an acceptable level of service
(LOS D or better).
Because of the heavy volume of traffic traveling along North King Street, the critical movement at
the driveway would be the left -turns exiting from the site.
Of the five land use scenarios identified,
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Project Nor: 08771
■ The townhouse and hotel scenarios would be able to accommodate the expected site trip
generation with one driveway.
■ The retail -based development option would require two full access driveways to
accommodate the left - turning vehicles.
■ The auto sales and medical office building options would require either a signal be
constructed at the driveway or a turn restriction be implemented because access could not
be accommodated with one or two site driveways.
As noted, one option, short of constructing a new signal at the driveway, might be to restrict
left -turns out of the driveway. Under this option, a single site driveway could accommodate all of
the trips generated by auto sales or medical office building developments. However, trips destined
to /from the north would have to then travel south and enter I -91 northbound to reach their
destination or likely reverse direction at one of the private driveways along the corridor. This would
increase the amount of site generated traffic traveling through the intersection of North King Street
and Hatfield Street and is also likely to increase the fair share contribution to mitigation the City
would require of the development proponent. Additionally, many cars may choose to use the Wal-
Mart and Big Y driveways, which would be of concern to the City and MassHighway. Construction
of a roundabout at the intersection of North King Street and Hatfield Street would provide an
opportunity for vehicles destined north to U -turn without impacting the Wal -Mart or Big Y
Driveways.
Next Steps
The next step of the rezoning process is for VHB to meet with the landowner and discuss a strategy,
for meeting with the City of Northampton staff. The goal of this meeting would be to select one or
two development options and identify what off -site expenses the developer would be willing to
incur as part of the efforts to develop this site.
VHB would then meet with the proponent to review the potential rezoning options and land use
scenarios with the City staff, identifying the land use the proponent is interested in carrying forward
and how that land use is expected to effect the transportation infrastructure. It is expected that at
this meeting, the City would outline the potential mitigation requirements that would be required by
the development proponent should the land be rezoned and developed.
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