Picture Main Street-Road Safety Audit (RSA) 2020-04-16
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
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Final Report
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Background
As a prerequisite to meeting funding criteria under the Federal Highway Administration’s (FHWA) Local
and Rural Road Safety Program, a Road Safety Audit (RSA) was conducted for the approximately half-
mile segment of Main Street/Bridge Street in Northampton, Massachusetts extending from Elm Street and
West Street on the west to Market Street and Hawley Street on the east. Main Street/Bridge Street is the
main east-west running thoroughfare providing pedestrian, bicycle, bus, freight, and vehicular access
through Downtown Northampton. During the years analyzed (2015 – 2017), 167 crashes occurred along
the corridor. During the RSA, members of the audit team discussed safety issues on a corridor -wide and
intersection-by-intersection basis.
A RSA is an important part of the Highway Safety Improvement Program (HSIP). A RSA is
required for HSIP funding applications, and if all or part of the proposed project is HSIP-eligible,
as RSA is required for 25% design plans. Within the study area limits, the intersection of Main
Street at King Street/Pleasant Street is part of the 2014-2016 HSIP crash cluster. This report
documents the findings of the RSA and is intended to be used by planners, engineers, and local
stakeholders to inform future design modifications. Knowing the success of an RSA, the MassDOT
Safety Management Unit is encouraging MassDOT Districts and communities to conduct RSAs at
the initial stage of the design process so as to help guide the design and reduce fatalities and injury
crashes for locations in which safety has been noted to be a factor in determining needs for
improvement. All future projects to follow from RSAs should implement the latest MassDOT,
FHWA, ADA, MUTCD & City design, traffic signal, and material standards/ guidance (for
example, a new MassDOT Engineering Directive, E-20-001 dated 1/2/2020 regarding
“Controlling Criteria and Design Justification Process for MassDOT Highway Division Projects”).
Project Data
Toole Design Group (Toole Design) facilitated the RSA on Thursday, November 21st, 2019. The audit was
held at the Northampton City Council Chambers in Northampton, MA beginning at 8:00 a.m. and concluded
at 3:30 p.m. Attendants of the RSA (shown in Table 1 below) included local and state stakeholders including
representatives from the Northampton Police Department, Northampton Fire Department, various
Northampton City departments, Pioneer Valley Planning Commission (PVPC), District 2 of the
Massachusetts Department of Transportation (MassDOT), MassDOT Traffic and Safety Engineering
Section, and other advocacy and education groups.
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Table 1. Participating Audit Team Members
Audit Team Member Agency/Affiliation
Wayne Feiden Northampton Planning and Sustainability
Carolyn Misch Northampton Planning and Sustainability
Ann-Marie Moggio Northampton Parks and Recreation
David Veleta Northampton Public Works
Maggie Chan Northampton Public Works
Nanci Forrestall Northampton Parking Administration
Jody Kasper Northampton Police Department
Andrew Pelis Northampton Fire Department
Amy Cahillane Downtown Northampton Association
Bao Lang MassDOT District 2 Traffic Operations
Katherine Masztal MassDOT District 2 Traffic Operations
Laura Hanson MassDOT District 2 Bicycle and Pedestrian Coordinator
Ana Fill MassDOT Traffic and Safety Engineering
Kevin Fitzgerald MassDOT Traffic and Safety Engineering
Christopher Ng MassDOT Traffic and Safety Engineering
Gary Roux Pioneer Valley Planning Commission
Khyati Parmar Pioneer Valley Planning Commission
Galen Mook Massachusetts Bicycle Coalition
Dano Weisbord Smith College
Heather Georgallas Toole Design Group
Lydia Hausle Toole Design Group
Sneha Adhikari Toole Design Group
Prior to meeting, audit team members received a packet containing an agenda, crash details, and RSA
Prompt List. The agenda and additional meeting materials are provided in Appendices A and B,
respectively. Audit team members were asked to review the materials and visit the Main Street/Bridge
Street corridor prior to the audit.
The crash data analyzed for the RSA included 167 crashes occurring over a three-year period between 2015
and 2017. Of the 167 crashes, there were 37 non-fatal injury crashes (22%), with the rest being non-injury
crashes. Crash reports showed that the most common crash type was angle crashes, with 49 angle crashes
(29%) occurring during the study period. However, a similar number of single vehicle (45, 27%) and rear-
end crashes (43, 26%) were reported. In the single vehicle category, 12 crashes involved a parked vehicle
(27%), 11 crashes involved a pedestrian (24%), 11 crashes involved the railroad bridges (24%), 7 crashes
involved a fixed object (16%), and 4 crashes involved bicyclists (9%). Lastly, there were 30 reported side-
swipe crashes (18%).
Patterns in crash manner and locations guided the RSA discussion and form the basis for the organization
of this document. Table 2 and the list below describes the high-frequency crash locations. In addition to
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Final Report
these locations, other selected locations were discussed during the audit as high-risk locations. Safety issues
and potential enhancements were identified for these areas as well.
Table 2. Location and manner of crash along the corridor
Location/Manner of collision Single Vehicle
Crash (%)
Rear-end (%) Angle (%) Sideswipe (%)
Main Street at Elm Street/West
Street and State Street/New South
Street
14 28 39 19
Main Street and Masonic Street 40 40 13 7
Main Street at Cracker Barrel
Alley and Crafts Avenue
29 43 0 29
Main Street at Old South Street 23 18 36 23
Main Street at Center Street 38 25 38 0
Main Street at Gothic Street 8 23 54 15
Main Street at Pleasant Street and
King Street
75 5 15 5
Bridge Street at Market Street and
Hawley Street
26 26 37 11
• Main Street at Elm Street/West Street and State Street/New South Street: 36 crashes
occurred during the analyzed period, with 12 (33%) non-fatal injuries reported. 14 (39%) angle
crashes, 10 rear-end crashes (28%), 7 (19%) sideswipe crashes, and 5 (14%) single vehicle
crashes were reported. Out of the 5 single vehicle crashes, 2 (40%) involved a bicyclist, 2 (40%)
more involved a fixed object, and 1 (20%) involved collision with a parked vehicle.
• Main Street at Masonic Street: 15 crashes occurred during the analyzed period, with 7 (47%)
non-fatal injuries reported. 6 (40%) single vehicle crashes were reported, 4 (67%) of which
involved a pedestrian at the crosswalk and 2 (33%) of which involved a parked vehicle. One of
the parked vehicle crashes also involved pedestrians getting hit. Additionally, 6 (40%) rear-end
crashes were reported which primarily involved near the vehicles stopping for pedestrians at the
crosswalk. Additionally, 1 (7%) side-swipe crash, and 2 (13%) angle crashes were also reported.
The trend at this location involve pedestrian being hit by vehicles on the crosswalk or vehicles
being rear-ended when they stop for pedestrians on the crosswalk.
• Main Street at Cracker Barrel Alley and Crafts Avenue: 7 crashes occurred during the
analyzed period, with no injury crashes reported. 3 (43%) rear-end crashes were reported which
all involved vehicles stopping for pedestrian on the crosswalk. Furthermore, 2 (29%) side-swipe
crashes, and 2 (29%) single vehicle crashes involving parked vehicles were reported.
• Main Street at Old South Street: 22 crashes occurred during the analyzed period, with 5 (23%)
non-fatal injuries reported. 8 (36%) angle crashes, 5 (23%) side-swipe crashes, 5 (23%) single
vehicle crashes, and 4 (18%) rear-end crashes (3 of which involved vehicles stopping for
pedestrian on the crosswalk) were reported. Of the 5 single vehicle crashes, 3 (60%) involving a
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Final Report
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pedestrian, 1 (20%) involving a bicyclist, and 1 (20%) involving a fixed object was reported.
Most of the injury cases at this location involved a pedestrian and bicyclist.
• Main Street at Center Street: 8 crashes occurred during the analyzed period, with 3 (38%) non-
fatal injuries reported, all of which were single vehicle crashes involving pedestrians.
Additionally, 3 (38%) angle crashes involving a vehicle backing out of parking space, and 2
(25%) rear-end crashes which was a result of vehicles stopping for pedestrians were reported. The
overarching trend is that crashes either involved a pedestrian (directly or indirectly) or a parked
vehicle backing out.
• Main Street at Gothic Street: 13 crashes occurred during the analyzed period, with no injury
crashes reported. 7 angle crashes (54%) were reported, in which 4 (57%) out of the 7 crashes
involved a vehicle backing out of a parking space. Additionally, 3 (23%) rear-end crashes, 2
(15%) side-swipe crashes, and 1 (8%) single vehicle crash involving a parked vehicle were
reported.
• Main Street at Pleasant Street and King Street: 27 crashes occurred during the analyzed
period, with 3 (11%) non-fatal injuries reported. 10 (37%) side-swipe crashes with many vehicles
colliding while making right turns were reported. 9 (33%) rear-end crashes, 5 (19%) angle
crashes, and 3 (11%) single vehicle crashes involving parked vehicles were also reported.
• Main Street/Bridge Street at Strong Avenue and the railroad bridges: 20 crashes occurred
during the analyzed period, with 2 (10%) non-fatal injuries reported. 15 (75%) single vehicle
crashes were reported, 11 (73%) of which involved the crash of trucks with the railroad bridges, 2
(18%) of which involved a crash with a parked vehicle, 1(9%) of which involved a crash with a
fixed object, and 1 (9%) crash involved a pedestrian. Additionally, 3 (15%) angle crashes, 1 (5%)
rear-end crash, and 1(5%) side-swipe crash was reported. The main trend at this location involved
the bridge crashes.
• Bridge Street at Market Street and Hawley Street: 19 crashes occurred during the analyzed
period, with 5 (26%) non-fatal injuries reported. 7 (37%) angle crashes, 5 (26%) rear-end crashes,
and 2 (11%) side-swipe crashes were reported. Additionally, 5 (26%) single vehicle crashes were
reported, 2 (40%) of which involved a parked vehicle, 2 (40%) of which involved a fixed object,
and 1 (20%) of which involved a bicyclist.
Project Location Description
The RSA was conducted for the Main Street/Bridge Street corridor in Northampton, MA for the
approximately half-mile segment extending from Elm Street and West Street on the west to Market Street
and Hawley Street on the east (Figure 1). Main Street transitions to Bridge Street east of the Railroad Bridge,
located just west of Market Street and Hawley Street. The corridor, Route 9, is classified as a Principal
Arterial. The corridor is the primary east-west running thoroughfare providing pedestrian, bicycle, bus,
freight, and vehicle transportation across Downtown Northampton. Main Street/Bridge Street is a wide two-
way roadway, divided by either a double solid yellow line or a median (indicating no passing allowed). The
roadway functions as two lanes in each direction but is often unclear as there are no existing lane markings
provided aside from the centerline. The roadway width ranges from 62-92 feet (ft). The speed limits
throughout the half-mile corridor is posted as 25 mph.
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Figure 1: Route 9 study corridor
There are concrete sidewalks provided on both sides of the corridor lined with a brick and landscaped buffer
along the majority of the study area. Curb ramps are generally provided along the corridor; however ADA-
compliance is not provided throughout the corridor. Excessive ramp slopes and cross slopes as well as
missing detectible warning panels were noted at many locations. The corridor has several crosswalks that
are located at midblock and at intersections which are unsignalized. There are no dedicated bicycle facilities
along the majority of the corridor. An existing bicycle lane terminates at the western limit of the corridor
at Main Street and State Street. New South Street also has an existing northbound-only bicycle lane that
terminates 500 ft before the intersection of Main Street and New South Street. Additionally, there is an
existing sidewalk-level separated bike lane along a short segment of Pleasant Street south of Main Street.
ValleyBike bikeshare stations are located within the sidewalk on the northwest corner of the intersection of
Main Street at King Street and Pleasant Street, on the sidewalk under the railroad bridge, and at Pulaski
Park just off of Main Street near New South Street. Just south of the railroad bridges, at Union Station, the
New Haven and Northampton Canal Trail connects with the the Manhan Rail Trail in Easthampton and
eventually leads to New Haven. The MassCentral Rail Trail runs from Union Station north, crossing a bike
path bridge across Main Street, adjacent to the railroad bridge, and then extends east to Hadley and Amherst,
and west to Florence, Leeds, and Haydenville.
The Pioneer Valley Transit Authority (PVTA) operates bus service with six different routes (39/39E, B43,
R41, R42, R44, B48), and the Franklin Regional Transit Authority (FRTA) runs one route (Rt 31) within
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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.
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Main Street at Elm Street/West Street and State
Street/New South Street
These two signalized intersections (see Figure 2)
are located at the westernmost end of the RSA
study area. Main Street transitions to Elm Street at
the intersection with West Street and runs in the
general east-west direction. West Street, an Urban
Minor Arterial, and New South Street, an Urban
Principal Arterial, intersects Main Street from the
southwest and southeast, respectively. State Street
is classified as an Urban Minor Arterial and is a
two-way roadway consisting of one lane in each
direction that meets Main Street from the north.
The Elm Street eastbound approach has two marked travel lanes with one through lane and one shared
through/right-turn lane. The westbound approach has one left-turn only lane onto West Street and a
through travel lane to Elm Street. The West Street northbound approach consists of one left-turn only lane
and one right-turn lane for traffic proceeding eastbound to Main Street.
State St Figure 2: Main Street at Elm Street/West Street and State
Street/New South Street
The eastbound Main Street approach at New South Street/State Street has four marked travel lanes: one
left-turn lane onto State Street, two through lanes, and one right-turn lane onto New South Street. There is
also a bicycle lane that terminates into the bicycle storage queue boxes at the intersection. New South
Street provides a shared through/left-turn lane and a dedicated right-turn lane at the northbound approach
to Main Street. The right-turn lane is a slip lane that is not operated through a signal control and is lacking
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
a stop or yield sign. The westbound approach of Main Street at State and New South Street has three
lanes: one marked left-turn lane, one unmarked through lane, and one unmarked dedicated right-turn lane.
With the exception of the west side of West Street, sidewalks are provided along both sides of all
approaches, although the sidewalks on the west side of State Street only extend a short distance from the
Main Street intersection. Continental-style crosswalks are provided across the West Street, New South
Street, State Street, and Main Street on the east side of State Street. Medians on the West Street and New
South Street approaches are also provided. There is also a diagonal crosswalk provided across Main Street
from the southwest corner of New South Street and to the northeast corner of State Street with simple
crosswalk edge markings. Though not ADA-compliant, ramps are provided on either end of the
crosswalks at this intersection. There are bicycle lanes on either side of Elm Street and Main Street that
terminates into the bicycle storage queue boxes before the eastbound approach at State Street and Main
Street.
Elm Street has parallel parking on its north side west of West Street. West Street and New South Street
also have parallel parking provided on their west sides just south of Main Street, while State Street has
parallel parking on both sides. Furthermore, Main Street has some parallel parking spaces on its north side
east of the New South Street and Main Street intersection.
Main Street at Masonic Street
The intersection of Main Street and Masonic
Street (see Figure 3) is an unsignalized, three-
legged intersection with Masonic Street
intersecting from the north. Masonic Street is
classified as an Urban Collector and is a two-
way, unmarked roadway. The street has
marked parallel parking spaces along the west
side of the street as it approaches the
intersection. Sidewalks are provided along
both sides of all approaches. Continental
crosswalks are provided across the Masonic
Street and Main Street westbound approaches.
Existing ramps at this intersection do not
appear to be ADA-compliant on all crosswalk
legs. A major bus stop and layover site is located on the south side of the intersection just west of the
Main Street crosswalk in front of Pulaski Park and the Academy of Music. There is another bus stop on
the north side just west of Masonic Street servicing westbound buses. There is one on-street parallel
parking space provided along the south side of Main Street, between the Main Street crosswalk and the
bus stop location, as well as several other parallel parking spaces provided east of this intersection.
Figure 3: Main Street at Masonic Street
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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
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Final Report
has three parallel parking spaces along the east side, immediately south of the intersection. Additionally,
there is a bus stop located just east of the Main Street crosswalk in front of Thornes Marketplace.
Main Street at Center Street
The intersection of Main Street and Center Street (see
Figure 6) is a three-legged, unsignalized intersection
with Center Street intersecting Main Street from the
north. Center Street is classified as an Urban Collector
and is a two-way roadway. Center Street does not have
any pavement markings to designate directional lanes
and no stop bar or sign is present. Continental crosswalks
are provided across the Center Street and Main Street
west of the intersection. Sidewalks are provided along
both sides of all approaches. The crosswalk across Main
Street at this intersection includes an in-street ‘Yield to
Pedestrian’ sign (R1-6) in the middle within the yellow
centerline line. These signs are removed during
wintertime. Ramps for the crosswalks are provided,
however they do not appear to be ADA-compliant. A
double yellow centerline is provided on Main Street; however, no lane markings are provided in either
direction despite the wide roadway. Front-in angled parking spaces are provided on both the north and
south sides of Main Street. Center Street also has parallel parking spaces on its west side north of the
intersection. Additionally, Main Street was noted to have low clearance sign and warning lights for
trucks, mounted on the light pole on eastbound approach of the intersection.
Figure 6: Main Street at Center Street
Main Street and Gothic Street
The intersection of Main Street and Gothic Street (see Figure 7)
is a three-legged, unsignalized intersection with Gothic Street
intersecting Main Street from the north. Gothic Street is
classified as an Urban Collector and is a two-way roadway.
Gothic Street does not have any lane markings or a stop bar or
sign. Sidewalks are provided along both sides of all approaches.
A continental crosswalk is provided across Gothic Street, with
ramps that did not appear to be ADA-compliant. The west side
of Main Street at this intersection has yellow hatched
centerlines while the east side has a constructed median. Like
much of the corridor, Main Street does not have any lane
markings, despite the wide roadway. Front-in angled parking
spaces are provided on the northwest and southern parts of the
intersection. The northeast corner includes a PVTA bus stop
with a bus shelter in front of the historic Courthouse. Gothic
Street has parallel parking spaces on its west side.
Figure 7: Main Street at Gothic Street
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Main Street at King Street and Pleasant Street
The intersection of Main Street and King
Street/Pleasant Street (see Figure 8) is a four-legged,
signalized intersection with King Street intersecting
from the north and Pleasant Street from the south.
Main Street eastbound consists of three travel lanes
providing a dedicated left-turn lane, a through lane,
and a dedicated right-turn lane. The westbound Main
Street approach consists of three travel lanes including
a dedicated left-turn lane, one unmarked through lane,
and an unmarked shared through/right-turn lane.
However, it was noted that it is sometimes used as a
four-lane roadway as vehicles sneak past the on-street
parking to make right turns. King Street is classified as
an Urban Principal Arterial and consists of a dedicated
left-turn lane, through lane, and a dedicated right-turn
lane. Pleasant Street is also classified as an Urban Principal Arterial and consists of a dedicated left-turn
lane, through lane, and a dedicated right-turn lane. The Main Street eastbound and King Street
southbound approaches have center medians while the Main Street westbound and Pleasant Street
northbound approaches have double yellow centerlines. Sidewalks and on-street parallel parking is
provided on both sides of all approaches except for the space in the northwest corner for the bus shelter
and bikeshare station. The northwest corner of the intersection includes a ValleyBike bikeshare station
within the sidewalk. There are continental crosswalks on all intersection approaches. Ramps are provided
on either ends of all crosswalks, however they did not appear to be ADA-compliant.
Exclusive pedestrian phasing is provided at this intersection. All corners of the intersection have “No
Right on Red” signage. The mast arm extending from the eastbound traffic signal located on the southeast
corner includes a non-standard “Low Under Pass 11’ Ahead” sign.
Figure 8: Main Street at King Street/Pleasant Street
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Main Street at Strong Avenue and the railroad bridges
The intersection of Main Street and Strong Avenue (see Figure
9) is a three-legged, unsignalized intersection with Strong
Avenue intersecting Main Street from the south immediately
west of the Railroad Bridge. Strong Avenue is classified as a
local road and is a STOP-controlled, two-way roadway. Strong
Avenue provides one travel lane in each direction, however
there are no lane markings provided. Main Street consists of
one travel-lane in each direction, separated by a double yellow
centerline. On-street parallel parking is provided on both sides
of Main Street and Strong Avenue. Sidewalks are provided
along both sides of all approaches. Continental crosswalks are
provided across Strong Avenue and the Main Street west of the
intersection. Though ramps are provided for the crosswalks,
they did not appear to be ADA-complaint.
Just east of the intersection, two railroad bridges sit above
Main Street that carries rail activity and a separate bicycle path
bridge that carries the rail trail. Main Street becomes Bridge
Street immediately east of the bridges. The sidewalk underneath the bridges is significantly elevated from
the roadway with a metal railing provided between the sidewalk and the vertical drop down to the street
level. The northeast side of the intersection has a driveway curb cut to a commercial parking lot. A low
clearance sign with warning lights for the bridge is mounted on a light pole at the southeast corner of the
intersection. A clearance elevation sign is also posted on the eastbound side of the bridge, and low
clearance signs are mounted on posts on each side of the roadway on the westbound approach. A
ValleyBike station is located on the south side of the road under the railroad bridges.
Figure 9: Main Street at Strong Avenue and
the railroad bridges
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Final Report
Bridge Street at Market Street and
Hawley Street
The intersection of Bridge Street at Market
Street and Hawley Street (see Figure 10) is a
four-legged, signalized intersection. Market
Street is an Urban Collector and intersects
Bridge Street from the north. Hawley Street
is a local street and intersects Bridge Street
from the south. Bridge Street consists of
one-lane in each direction separated with a
double-yellow centerline. Both Market and
Hawley Streets are also two-way roadways
consisting of one lane in each direction,
however, there are no centerlines provided.
Market Street has parallel parking along the east side, and Hawley Street also has parallel parking on the
east side but further south of the intersection. Bridge Street has parallel parking along the north and south
sides, extending under the bridge and along the south side of the roadway. Sidewalks are provided along
both sides of all approaches. Crosswalks and ramps are provided for all legs of the intersection; however,
the ramps do not appear to be ADA-compliant.
Figure 10: Bridge Street at Market Street/Hawley Street
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Audit Observations and Safety Enhancements
During the RSA, the audit team identified safety issues and discussed potential safety enhancements to
address the issues on both a corridor-wide and intersection-by-intersection basis. Each safety issue and
associated enhancement are described below for each location.
Corridor-Wide
Roadway Geometry
Observations
The wide geometry of the roadway was a common topic of
discussion among RSA Members. The RSA team noted
that the wide roadway contributes to irregular traffic
patterns for motorists and long crossings for pedestrians
(see Figure 11). The Main Street corridor typically ranges
from 62 to 92 feet in width. The corridor operates as a two-
way, two-lane roadway with only a double centerline
provided, which causes confusion and discomfort for
many, especially those who are unfamiliar with the area.
The lack of lane delineation within the wide roadway as
well as the overall geometry also contributes to vehicle
weaving, last-minute position changes, vehicle turning
movement issues, and pedestrian safety issues. As a result,
a significant number of crashes along the corridor were
side-swipe (18.5%) and angle (27.5%) crashes. However,
RSA members also noted that the confusion associated
with lack of defined lanes may help to slow down traffic
as drivers are more cautious navigating the roadway.
Sightline issues on the side street connections with Main Street were cited as a contributing factor to unsafe
conditions, queuing in crosswalks, and congestion on Main Street. Specific sight line restriction locations
are discussed further under the appropriate intersection section below. Snow clearance and storage along
the corridor were also discussed as a factor that contributes to low visibility, as snow is currently piled in
the center of roadway during snow events. Furthermore, audit members discussed the general feeling of
chaos and overstimulation throughout the corridor.
Potential safety enhancements
• Evaluate the feasibility of narrowing the roadway corridor and reallocate available space for
vulnerable users to increase safety and accessibility.
• Evaluate the need for existing turn lanes and the feasibility of providing additional designated turn
lanes.
• Evaluate the number and mix of travel lanes needed for the corridor and stripe travel lanes
accordingly
Figure 11: Pedestrian crossing on the wide
intersection of Main Street at State Street and
New South Street
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
• Evaluate the feasibility of curb extensions at intersections to increase sight lines from the minor
approaches and increase safety for pedestrians. Consideration should be given to the potential
interference with bicycle lanes.
• Evaluate the feasibility of installing RRFBs or other crossing enhancement signage to improve
crosswalk visibility.
• Evaluate the installation of medians (raised or flushed) along the Main Street approaches.
Pavement Markings and Conditions
Observations
Many sections of the corridor were noted to have missing or
fading pavement markings (see Figure 12). Stop bars, lane lines,
lane designations markings, and crosswalks were all noted to be
missing or faded at numerous locations along the corridor. This
was discussed as a source of confusion for drivers and a safety
issue for pedestrian visibility.
Potential safety enhancements
• Reinstall missing or faded pavement markings to reduce
vehicular confusion and improve vehicular and
pedestrian safety. Consider updating the markings with
polyurea or recessed thermoplastic markings.
Signal
Equipment
Observations
Members of the audit team observed that the signal equipment
along the corridor was inconsistent, old, or outdated. At several
locations, the signal heads were misaligned with their
appropriate travel lane locations and were missing retro-
reflective backplates, which improve driver awareness and
visibility of traffic signals. Traffic signal locations vary
between side-mounted post signals or mast arm mounted.
Signals for all Main Street approaches along the corridor are
provided on mast arms. State Street, New South Street, Hawley
Street and Market Street signals are side-mounted signals
while King Street, Pleasant Street, Elm Street and West Street
have mast arm mounted signals. These inconsistencies and
missing safety countermeasures were noted as contributing
Figure 13: Countdown timer missing on factors to potentially unsafe conditions for road users.
pedestrian signal
Figure 12: Missing travel lane pavement
markings
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Final Report
Existing pedestrian signals do not have Flashing Don’t Walk countdown timers (see Figure 13) and
accessible pedestrian signals (APS) were missing at the vast majority of signalized crossings.
Potential safety enhancements
• Replace outdated and old signal equipment, where necessary.
• Evaluate signal head locations according to lane locations and relocate to appropriate locations to
increase signal visibility. Evaluate the need to upgrade all traffic signal infrastructure and assess
mast arm capacity.
• Install retroreflective backplates on signals to improve signal visibility.
• Update signal equipment with APS push buttons and pedestrian countdown timers for all signalized
intersections to increase safety for pedestrians.
• Evaluate the use of camera detection rather than loop detectors, some of which are not functioning.
Signal Timing and Phasing
Observations
The audit team discussed that inconsistent signal timing and phasing schematics lead to excessive delay for
all users. These long delays can also lead to unsafe behavior. For example, vehicle weaving, and red-light
running were discussed as a result of impatience caused by long wait times. RSA team members also noted
that there was no signal coordination present throughout the corridor.
Audit team members noted that the pedestrian phasing at intersections is inconsistent across the corridor.
There are some locations that provide exclusive pedestrian phasing, while others provide concurrent
pedestrian crossings. This inconsistency was noted to cause confusion and to potentially encourage
jaywalking. The crosswalk across New South Street was the only observed location equipped with LPIs.
Leading Pedestrian Intervals (LPIs) give the pedestrians an advanced start time to begin cros sing an
approach before the parallel street receives their green light. This allows pedestrians to establish themselves
within the crosswalk before traffic may advance and potentially turn across the pedestrian path of travel.
Audit team members also noted that flashing Don’t Walk times for pedestrians generally did not provide
adequate time for a pedestrian to safety cross the intersection. Furthermore, where exclusive pedestrian
signal phasing is provided, many pedestrians were observed to traverse the intersection diagonally. The
current crossing times within the signal do not account for the distance for a pedestrian to cross diagonally
and therefore do not provide adequate time.
Potential safety enhancements
• Evaluate signal re-timing and phasing at all signalized intersections to reduce delays.
• Consider signal coordination along the corridor, with the need for transit pre-emption where
appropriate.
• Evaluate the preferred pedestrian phasing for the corridor and provide consistent pedestrian phasing
throughout the corridor.
• Install pedestrian advance walk signals for any intersections that have concurrent vehicle/pedestrian
phases.
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Final Report
• Consider implementing LPIs for all signalized crosswalks to increase pedestrian visibility and
safety.
• Evaluate duration of flashing “Don’t Walk” times.
Signage
Observations
Signage clutter, faded signs, and non-compliant signs were consistently brought up by audit members
throughout the corridor.
Potential safety enhancements
• Evaluate signage along the corridor and at study area intersections. Remove and replace all non-
compliant MUTCD signs. All new signs should confirm to current MUTCD standards.
• Remove unnecessary signage to reduce sign clutter and potential confusion.
Pedestrian Accommodations and
Crossings
Observations
A total of eleven crashes (6.6%) involved pedestrians at
unsignalized marked crosswalks throughout the corridor.
Audit members noted that long crossings (see Figure 14),
restricted sight lines, and low lighting were contributing
factors to pedestrian crashes at unsignalized crosswalks. The
excessive wait times for pedestrians throughout the corridor
were also discussed as contributing to impatience and
jaywalking at signalized crosswalks. As previously
mentioned, inconsistent pedestrian signal phasing (concurrent
or exclusive) throughout the corridor was noted as a source of
pedestrian confusion. Continental crosswaks are provided
throughout the corridor, however audit team members noted
that several crosswalks were faded. Curb ramps are generally
provided, however many were not ADA-compliant and were
missing tactile warning panels.
Figure 14: Pedestrian walking beyond the
long crosswalk lines on Main Street andWith the exception of the north side of West Street and the State Street west side of State Street just north of Main Street, sidewalks
are provided along both sides of all approaches within the study area. Sidewalks are generally constructed
of concrete with a brick buffer strip. The condition of sidewalks throughout the corridor was frequently
discussed by audit members. Heaving and c racking was observed as well as errant signposts and street
furniture that create tripping hazards. Some audit members also mentioned that since Main Street has many
restaurant and shops, seasonal sidewalk cafes narrow the sidewalks and force pedestrians to travel closer to
the edge of the roadway onto the brick buffer strip that may not meet ADA standards. The DPW issues
permits for tables and chairs while requiring that a minimum clear path of pedestrian travel be maintained.
The minimum clear path ranges from 5.5 to 9.0 feet is width, depending on the segment along Main Street.
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Final Report
Limited lighting was also mentioned as a
cause of concern for pedestrian visibility,
particularly for the side street approaches.
Audit members mentioned that parking
spaces too close to crosswalks contributed
to the problem of limited sight lines as well
(See Figure 15). Additionally, overhead
lighting was observed above Main Street,
however lighting is not provided over the
minor street approach crosswalks. This may
have contributed to the four (36.3%) of the
eleven crashes involving pedestrians on a
crosswalk took place at night.
Figure 15: Parking space too close to crosswalk
Potential safety enhancements
• Consider widening sidewalks using reinforced concrete materials to narrow the roadway, provide
more pedestrian space, and accommodate sidewalk cafes without sacrificing pedestrian clearances.
• Consider implementing curb extensions and/or pedestrian refuge islands to shorten crossing
distances and increase pedestrian safety while being cognizant of potential interference with bicycle
lanes and snowplow operations.
• Consider installing enhanced visibility crossing signs and pavement markings. Evaluate specific
locations for High-Intensity Activated CrossWalk (HAWK) beacon or Rectangular Rapid Flashing
Beacon (RRFB) applications.
• Consider replacing bricks in the buffer spaces next to the sidewalk with smoother, ADA-compliant
surface treatment including consideration for design to enhance infiltration from surface drainage
(such as porous pavement, rain gardens, etc.).
• Evaluate lighting along the corridor and above minor street approaches and install or replace where
necessary to improve visibility and safety in low-light conditions.
• Reinstall crosswalks with high visibility thermoplastic crosswalks to increase visibility.
• Evaluate and upgrade all ramps, pedestrian signals, and sidewalks to be ADA-compliant.
• Evaluate the location of existing crosswalks and if they should be moved to more visible locations.
• Evaluate feasibility of raised crossings on Main Street and side streets to slow vehicular traffic at
key crosswalks. Coordination with the Police and Fire Departments should be considered.
• Evaluate installation of gore markings to prevent parked vehicles within 20 feet on each side of a
crosswalk.
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Final Report
Bicycle Accommodations
Observations
Bicycle accommodations are not provided along the
corridor, with the exception of conventional bike lanes that
terminate at the westernmost end of the corridor at Main
Street and State Street. New South Street also has an
existing northbound-only bicycle lane that terminates 500
ft before the intersection of Main Street and New South
Street. Additionally, there is an existing sidewalk-level
separated bike lane on a short segment of Pleasant Street
south of Main Street. A ValleyBike bikeshare station is
located within the sidewalk on the northwest corner of the
intersection of Main Street at King Street and Pleasant
Street (See Figure 16) and under the railroad bridges on
the south side of Main Street and Bridge Street. Just south
of the railroad bridge, at Union Station, the New Haven
and Northampton Canal Trail connects with the Manhan
Rail Trail in Easthampton and eventually leads to New
Haven. The MassCentral Rail Trail runs from Union
Station north, crossing a bike path bridge across Main
Street, adjacent to the railroad bridge, and then extends
east to Hadley and Amherst, and west to Florence, Leeds,
and Haydenville. Regarding biking in the corridor itself,
some members noted that this corridor was listed in the
MassDOT Bicycle Transportation Plan as having “100% Potential for Everyday Biking” as it connects to
many existing trails (Figure 17). . The variety and volume of bicycle parking throughout the corridor was
described as inadequate by RSA members. During the audit, members also observed multiple bicyclists
traversing intersections during exclusive pedestrian phases.
Four crashes (2.4%) reported for the corridor involved a bicyclist. With no designated space for bicyclists
within the roadway, sidewalk biking is a common behavior even though it is illegal according to City of
Northampton ordinance. In some instances, contraflow biking was also noted. While Valley-Bike bikeshare
locations are provided along the corridor, RSA members discussed that some stations are placed within the
sidewalk and limit space for pedestrians. This can pose a safety hazard for pedestrians with accessibility
needs and cause queuing at sidewalks. Audit members recommended that while this audit references crash
data from 2015-2017, it would be a worthwhile task to go beyond to see if any bicyclist fatalities existed in
the corridor. In 2012, one bicyclist fatality was identified in the intersection of Main Street and Pleasant
Street, in which the bicyclist was struck by a vehicle making a left turn from Main Street to Pleasant Street.
Potential safety enhancements
• Evaluate the feasibility of providing separated or protected bicycle accommodations throughout the
corridor connecting to existing facilities.
Figure 16: ValleyBike bike share location and
wayfinding map
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
• Consider installing high-friction surface treatment for bike lanes especially at intersections, high-
volume driveways or areas where traffic is merging to another lane and crossing the bike lane.
• Consider dedicated pavement markings for bicycles turning left from bicycle lanes including two-
stage turn queue boxes at intersections.
• Add enhancements along the corridor, including MUTCD-compliant signage and wayfinding, to
provide better Rail Trail connections
• Assess bicycle parking locations, styles, and supply. Consider additional bicycle parking options
including corrals, bicycle storage boxes, bike racks, etc.
• Evaluate bikeshare locations to maximize pedestrian space and improve access to bicycles.
Figure 17: Potential for Everyday Biking Score for Northampton as per 2019 Bicycle Transportation Plan
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Transit Accommodations
Observations
Audit members remarked that there are many bus stops along the corridor that may not be optimally located
or sited for demand. Additionally, there were observed instances of backups and queuing due to transfers
in bus driver shifts and layover time. Buses were sometimes noted to block crosswalks due to lack of queue
space. The locations of the bus stops being sub-optimal and issues with coordination with the Amtrak
station may be contributing to more queuing and confusing traffic operations.
Potential safety enhancements
• Coordinate with PVTA, FRTA, and other relevant stakeholders to evaluate bus stop locations
corridor wide. Consideration should be given to coordination schedules of bus operations with the
Amtrak station.
• Discuss upgrading transit facilities with all transit authorities’ needs (such as concrete pads,
shelters, benches with compatible seating, real-time electrical connections, bike racks, etc.).
Parking and Loading
Observations
Dedicated loading zones are not provided
throughout the corridor and contribute to
curbside challenges for commercial
loading and unloading. Furthermore, truck
loading and unloading is generally
unavailable behind Main Street buildings.
As a result, trucks use the center of
roadway to load and unload (See Figure
18). Audit team members noted that
majority of the commercial loading occurs
during peak traffic times. Trucks were also
noted to parallel park behind the angled
parking, which blocks in vehicles using the
angled parking and limits visibility for
vehicles backing out of angled parking.
Figure 18: Trucks observed to be loading/unloading in the
middle of roadway
Police and the City Parking Enforcement Administrator also noted that enforcement of the road can be
challenging because of parking patterns in the area, which leave the police with few options for parking.
With the rise of rideshare services, pick up and drop off activity has increased in the area, however no taxi
or rideshare zones or curb control are provided, which contribute to double parking, and standing at fire
hydrants and in wheelchair accessible parking spaces. Specific locations where double parking was
observed include spots near banks and the Starbucks at 211 Main Street. The City recently upgraded to a
pay-by-plate parking policy, which has been useful for conducting utilization and turnover analysis.
Front-in angled parking and parallel parking spaces are provided throughout the study area. Many safety
challenges are associated with head-in angled parking including low visibility when backing and qui ck
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Final Report
Figure 19: Parking spaces within 10 ft of a hydrant
movements, including U-turns, by vehicles to turn into open spots. These challenges are illustrated in the
crash reports where 13 (7.8%) of total crashes involving vehicles backing out of the head-in spots. The City
noted that a short period trial to test out converting the head-in parking to back-in parking was conducted
in recent years, however, the trial was done only along a small segment of the corridor and was not clearly
communicated. As a result, the trial was poorly received.
Parking stall widths and angles are inconsistent
throughout the corridor. In addition, multiple
parking spaces were located within 10 feet of a
hydrant, which is against state law (See Figure
19). On-street parking was also noted to be
located too close to crosswalks, which restricts
visibility between motorists and pedestrians
within the crosswalk. While there were some
ADA parking spaces, audit members
mentioned that the utilization of the spaces may
need to be evaluated. Residents and retailers
have the perception that parking along the
corridor is limited, however the lack of
wayfinding to parking garages is contributing
to this perceived notion.
Potential safety enhancements
• Evaluate the feasibility of designating loading zones, specified loading times, and shared ride curb
control.
• Restrict parking within appropriate distances of all fire hydrants and crosswalks to improve safety
and accessibility to the hydrants and crosswalks.
• Evaluate alternate parking schemes including removal of parking, reverse-angle parking, parallel
parking etc.
• Restripe parking to provide consistent parking stall widths and angles or lengths.
• Provide adequate daylighting for on-street parking from all crosswalks based on sight distance
requirements.
• Evaluate the number of ADA parking spaces along the corridor to ensure demand is met.
• Evaluate parking and loading spaces for the police, taxi, shuttle, and ride share services.
• Coordinate with business district to modify parking spaces.
• Install parking garage wayfinding signage.
Freight Accommodations
Observations
Audit members noted that a large volume of heavy trucks pass through the corridor, as the corridor serves
as the main east-west access route from I-91.
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Final Report
Potential safety enhancements
• Evaluate truck routes that provide access without taking away space from the corridor. Alternate
route options should be coordinated at the federal level. Care must be taken, however, to avoid
diverting vehicles that bring business to downtown.
Main Street at Elm Street/West Street and State Street/New South
Street
Roadway Geometry
Figure 20: Pedestrian crossing across the wide
intersection at Main Street and State Street
Observations
The entire intersection(s) was perceived by audit members
to be too expansive (See Figure 20). The wide roadway
and offset geometry complicate turning movements and
may have been a contributing factor in the reported 15
angle crashes (41.7%) out of the total 36 crashes at this
location. The Main Street eastbound approach consists of
two thru travel lanes, but only provides one wide receiving
lane without pavement markings or signage, forcing
vehicles to merge within the intersection and potentially
contributing to the five reported side-swipe crashes
(13.9%) at this location.
This intersection is downhill in the eastbound direction,
which encourages high speeds from drivers and bicyclists,
specifically eastbound from Elm Street to Main Street.
One reported crash at this location involved an eastbound
bicyclist attempting to turn right from Main Street onto
New South Street, for which speed was listed as a
contributing factor. In general, this intersection was noted
to have many congestion-related crashes, which may have
contributed to the 10 rear-end crashes (27.8%) at this
location. Additionally, New South Street and State Street
have offset geometry that was noted to be a cause of confusion.
There is a driveway that intersects Main Street from the south between West Street and New South Street.
The driveway intersects Main Street at a location where Main Street also has a dedicated right turn lane,
bike lane, two through lanes, and a dedicated left turn lane for the eastbound approach at New South Street
and State Street. During the audit, multiple vehicles were observed making a left turn from the driveway
onto Elm Street, causing them to travel in opposing traffic. Additionally, some vehicles were also observed
making a left lane U-turn from Main Street into the driveway causing conflicts with West Street right
turning vehicles.
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Final Report
Potential safety enhancements
• Evaluate the feasibility of a roundabout or a peanut-about treatment to better accommodate traffic
demands and deter speeding.
• Evaluate options that tighten the intersection box to reduce crosswalk and vehicle distances
crossing the intersection.
• Confirm that the number of feeding lanes match the receiving lanes to avoid merging problems.
• Extend the median on Main St, between West Street and State Street, to prohibit vehicles from
turning left out of the residential driveway.
• Consider prohibiting U-turns for the Main Street westbound approach, forcing users of the
driveway to take a safer left turn onto New South St to utilize the alternate entrance.
• Consider the required geometry to accommodate large tractor trailer trucks on these numbered state
routes.
Pavement Markings and Conditions
Observations
The audit team discussed missing and faded pavement
markings at this intersection. In particular, no advanced
warning lane designations along West Street and State Street
are provided. The lack of advance warning markings on West
Street was noted to contribute to eastbound vehicles
attempting to turn left onto State Street and queuing within the
dedicated left-turn lane intended for vehicles turning
westbound onto Elm Street. With vehicles attempting to turn
left onto State Street after turning right from the left-turn lane
on West Street, conflicts with merging becomes an issue with
existing eastbound vehicles turning left onto State Street.
Additionally, westbound vehicles on Main Street were
unaware that there is a left-turn only lane on the approach to
New South Street since markings are faded. As a result, people
attempt to switch lanes at the last moment. This confusion may
be a contributing factor for the 5 (13.9%) of same direction
sideswipe crashes out of the total 36 crashes at this location. Figure 21: Bicycle turning queue boxes at
Main Street on eastbound State Street are
not painted green Audit team members also noted that the New South Street stop
bar was set back, limiting available sight lines and visibility primarily for the right-turning vehicles.
Furthermore, the Main Street eastbound bicycle turning queue boxes at State Street were not painted green
and were too wide spanning several travel lanes (See Figure 21).
Potential safety enhancements
• Install advanced lane designation markings where appropriate to reduce driver confusion.
• Implement lane tracking pavement markings for West Street left and right turn movements.
• Evaluate and relocate the New South Street stop bar location to maximize sight lines.
• Evaluate narrowing the size of the stop bar/box at Main/State/New South to reduce crossing
distances for vehicles and pedestrians.
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Final Report
• Reinstall the Main Street bicycle queue box with appropriate green paint and continue bicycle lane
broken white line through intersection.
Figure 22: Traffic signal at Main Street and New
South Street showing green arrow for right-
turning vehicles
Signal Equipment
Observations
Signal heads are provided overhead on mast arms for the
Main Street, Elm Street, and West Street approaches
while the State Street and New South Street approaches
have post mounted signal heads. The audit team noted
several instances of signal equipment related
inconsistencies. Audit team members discussed that the
Main Street eastbound right-turn green signal at New
South Street should have a green ball or the existing
green arrow. Currently, the signal includes a green
through arrow as well as a green right turn arrow. The
eastbound right-turns operate protected/permissive,
being allowed to proceed with the through traffic. Team
members noted that the green arrow should be changed
to a green ball for this reason and that right-turning
vehicles are to yield to the pedestrians crossing New
South Street during the permissive part of their phase
(See Figure 22). Additionally, the Elm Street westbound
signal at West Street has one overhead signal serving
both through and left-turn lane, with an additional post
mounted signal with flashing beacons that activate when
the pedestrian phase across West Street is active. It was
noted that this sign is active during inappropriate times of the signal cycle. When vehicles have a green left
arrow, that movement should be protected, and the beacons should not be flashing during this time. Other
inconsistencies include the pedestrian head crossing in the southwest corner which was noted to be mounted
too low, Main Street westbound approach to State Street, which has a four-section signal head with a yellow
ball not used, and the out of service “no right on red” box on the mast arm on Main Street eastbound
approach west of New South Street. 8 (22.2%) out of the total 36 crashes at this location involved a vehicle
heading eastbound and another vehicle making a westbound left-turn movement, a pattern that was brought
up by some to be due to confusion with signal equipment
In the Main Street westbound direction, the glare from the sun was noted to restrict visibility of the signal
heads, particularly the left-turn signal head, at West Street. One of the reported angle crashes at this location
involved this westbound left-turning movement, for which sun glare was noted as the contributing factor.
Potential safety enhancements
• Evaluate the effectiveness and safety of green right-turn arrow versus the green ball options to
reduce driver confusion.
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Final Report
• Evaluate Main Street westbound signal head at West St to reduce conflicts with West Street
crosswalk and westbound left turn movements
• Evaluate pedestrian head crossing height to meet MUTCD standards and install pedestrian
countdown timers and APS at all existing crosswalks.
• Evaluate Main Street westbound signal head at State Street. Replace yellow ball if necessary or
replace signal head with three-section signal head, as appropriate.
• Evaluate the feasibility of making eastbound Main Street at New South Street a “no right on red”
and swap out the red/yellow balls with red/yellow right arrows.
• Replace the Main Street eastbound green arrow with a green ball.
Signal Timing and Phasing
Observations
Signal timing and phasing was described by audit members as inefficient in meeting the needs of existing
traffic demands. The intersection of Main Street at Elm Street and West Street operates on a three-phase
cycle: Main Street westbound with Elm Street eastbound; West Street; Main Street westbound and West
Street right-turns. The intersection of Main Street at State Street and New South Street operates on a five-
phase cycle: protected left-turns for the State southbound and Main Street eastbound and westbound
approaches with the concurrent diagonal pedestrian crosswalk; Main Street through movement; New South
Street and Main Street eastbound right-turns; State Street and Main Street westbound right-turns. Both
signal phasing sequences provide concurrent pedestrian phasing.
The Main Street westbound left-turn to New South Street was noted to have an unnecessarily long signal
phase, creating delays for the other movements. In addition, the State Street southbound phase was noted
to be too short, only allowing for approximately three vehicles to clear the intersection . Inadequate signal
timing can cause driver frustration and yellow or red-light running. This may have contributed to the 10
(27.8%) reported rear-end crashes out of the total 36 crashes at this location.
Potential safety enhancements
• Evaluate signal timing and phasing to allow for efficient and safe flow of traffic based on existing
demands of all users.
• Address the length of the full signal cycle that leads to excessively aggressive pedestrian and
vehicle movements (e.g., jaywalking, continuing through intersections into the red cycle).
• Evaluate if concurrent crosswalk phasing is adequate for safety with turning volumes at the
intersection
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Final Report
Figure 23: "No turn on red" sign blocked by a pole
and "Right turn must turn right" sign at Main
Street westbound approach to State Street
Signage
Observations
Missing, faded, and inconsistent signage was brought
up by audit members at this location. There was a “Stop
for Pedestrians When Turning” sign within an outdated
message box on the Main Street eastbound mast arm at
New South Street. Audit team members noted that the
West Street median had a “Keep Right” sign and “Left
turn must turn left” sign stacked, which may cause
confusion for drivers.
Sign clutter was noted corridor-wide, however
particularly in this location. An existing “No turn on
red” sign for the Main Street eastbound approach at
State Street was observed to be blocked by a pole and
“Right turn must turn right” sign (See Figure 23).
Additionally, there were many non MUTCD compliant
signs including the “Left Turners Yield on Green
Light” and the “Left Turn Yield to Pedestrians and
Vehicles When Flashing” for vehicles at westbound
approach of Main Street and West Street
There is no lane assignment signage for the West Street
approach and Main Street eastbound approach at State
Street. Main Street eastbound vehicles queueing to turn left onto State Street were noted to be queued back
within the West Street left-turn lane, intended for vehicles turning left to go westbound on Elm Street. The
vehicles attempting to turn left onto State Street from the left-turn lane on West Street creates a conflict
with eastbound vehicles attempting to turn left onto State Street that have to merge into the left lane at the
appropriate time. As a result, people attempt to switch lanes in the last minute. This confusion may be a
contributing factor to the 5 (13.9%) same direction sideswipe crashes out of the total 36 crashes at this
location. Furthermore, as mentioned earlier, many westbound vehicles were observed making a U-turn into
the driveway causing conflict with eastbound traffic.
Potential safety enhancements
• Remove unnecessary signage and to reduce sign clutter and potential confusion. Ensure all signs
are MUTCD compliant.
• Install lane assignment signage to reduce driver confusion.
• Evaluate if the outdated box that historically displayed the message “No Turn on Red” should be
reactivated/reinstalled/removed from the traffic signal.
• Evaluate appropriate placement of signs to reduce confusion and improve visibility.
• Install a “No U-Turn” sign for westbound Main Street at West Street to prevent dangerous U-turns
into the driveway.
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Final Report
Pedestrian Accommodations and Crossings
Observations
Audit members noted that Smith College building
locations along the Elm Street approach generated high
pedestrian traffic along the sidewalks and jaywalking
across Elm Street. There is currently no crosswalk across
Elm Street east of Bedford Terrace. Audit members
discussed providing a midblock crosswalk across Elm
Street or across Elm Street at the intersection of Main
Street. Additionally, a “goat path” was observed on the
west corner of Elm Street at West Street, indicating a clear
desire line from the sidewalk terminus to the on-street
parallel parking provided along the north side of West
Street (See Figure 24). There is currently no sidewalk
provided along the north side of West Street outside of the
intersection corner.
Continental-style crosswalks are provided across the West
Street, New South Street, State Street, and Main Street
westbound approaches. Medians on the West Street and
New South Street approaches provide pedestrian crossing
refuge but also make the crossing longer and less direct.
Audit members noted that the refuge islands are too narrow
and does not provide detectable warning panels within the
refuge as required by ADA standards.
A crosswalk is provided across Main Street from the southwest corner of New South Street and to the
northeast corner of State Street. Due to the geometry of the crosswalk, the crosswalk is an extremely long
crossing for pedestrians. Audit members noted that the signal phase for this crossing required excessive
time within the cycle to allow for adequate pedestrian crossing time. Audit members discussed relocating
the Main Street crossing to shorten the crossing and necessary time within the signal phase. The crosswalk
had been relocated for a short period before, but it was noted that pedestrians kept crossing in this direction
anyway.
Potential safety enhancements
• Evaluate feasibility of providing a designated crossing with appropriate safety enhancements across
Elm Street, either at West Street, Main Street or midblock.
• Evaluate feasibility of installing sidewalks from the west corner of Elm Street at West Street along
the north side of West Street to provide safe pedestrian accommodations to the on-street parking
along West Street.
• Evaluate the feasibility of relocating the diagonal Main Street crosswalk to provide a shorter and
safer crossing. Recommendations included: a crosswalk west of State Street or across Elm Street.
• Restripe the diagonal crosswalk with continental-style crosswalk markings (the standard for all
other downtown crosswalks).
Figure 24: "Goat path" observed on the corner
of Elm Street at West Street
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Final Report
• Consider widening the median at West Street to provide an ADA-compliant pedestrian refuge with
detectable warning panels.
Bicycle Accommodations
Observations
The existing bicycle lanes on Elm Street terminate at State
Street (See Figure 25). A bicycle queue box is provided for
the Main Street eastbound approach at New South Street.
The bicycle queue box spreads over multiple lanes, which
makes it difficult for bicyclists to safely and comfortably
make turns. Audit team members noted that the queue box
was not painted green, but rather left empty with the white
bicycle symbols. Two reported crashes involving bicyclists
were reported at this location during the study period.
Audit team members also noted that the horizontal curve
along Elm Street and the position of the Elm Street median
force vehicles who are queued at the stop bar to block the
bicycle lane with the rear passenger-side corner of their
vehicles.
Potential safety enhancements
• Consider reinstalling queue box with green paint.
• Consider providing a two-stage turn box in front of
the crosswalk at the northbound West Street
approach to facilitate turns for less-experienced bicyclists.
• Consider realigning the Elm Street travel lanes and bicycle lane.
• Consider adding vertical delineation to help keep vehicles from encroaching on the bicycle lane.
Figure 25: Bicycle lane on Elm Street which
terminates at State Street
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Final Report
Main Street at Masonic Street
Roadway Geometry
Observations
The wide geometry at this intersection was cited as a challenge
for southbound vehicles turning left onto Main Street. When
turning left from Masonic Street onto Main Street, vehicles must
find a gap and navigate this wide turn against the wide travel
lanes (See Figure 26). Furthermore, audit members noted that
left-turning vehicles are typically focused on waiting for the
queued traffic to clear on Main Street and often overlook
pedestrians within the Main Street crosswalk. Five of the
reported crashes (33.3%) out of 15 total crashes at this
intersection involved a left-turning vehicle from Masonic Street.
Out of the five, three (60%) crashes involved a pedestrian within
the crosswalk. Some members of the audit team also noted that
since the closure of the Cracker Barrel Alley, Masonic Street
has seen more traffic as it is now the only access to the Masonic
parking lot from Main Street. Others noted, however, that
vehicles approaching from the east often use Center Street and
there are no traffic counts to support higher traffic on Masonic
between Main Street and the parking lot.
Potential safety enhancements
• Consider restricting left turns from Masonic Street to discourage the unsafe vehicular maneuvers.
• Consider installing a center median on Main Street to restrict this movement.
• Consider reducing the roadway width to decrease the number of lanes being crossed while making
left turns in and out of Masonic Street
Figure 26: Sight line issues for
southbound vehicles on Masonic Street
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Final Report
Page 33
Pavement Markings and Conditions
Observations
The audit team noted that queuing from the traffic signal at
State Street blocks the Masonic Street intersection. Queuing
related congestion may have contributed to the six reported
rear-end crashes (40%) out of the total of 15 crashes at this
intersection. Additionally, it was noted that there are no lane
markings on Main Street at this location which contributes to
difficulty exiting Masonic Street and as a result, can contribute
to conflicts with pedestrians and courtesy crashes for left-
turning vehicles.
It was also noted that although Masonic Street operates as
STOP-controlled, there is no stop bar or centerline on Masonic
Street (See Figure 27).
Potential safety enhancements
• Install “Don’t Block the Box” pavement markings and signage to ensure that the intersection is
clear from traffic queuing for vehicles to access and egress Masonic Street.
• Install stop bar on Masonic Street
• Consider installing a centerline on Masonic Street.
Signage
Observations
The Masonic Street southbound approach operates as stop-controlled, however audit members observed
that a stop sign was not present. Adding STOP sign can alleviate safety risks as an approaching vehicle
becomes aware that they are required to stop for the traffic on Main Street. The lack of appropriate signage
and STOP-control ordinance on this street may have contributed to the six (40%) rear-end crashes along
the Masonic Street approach.
Potential safety enhancements
• Install stop sign for Masonic Street southbound approach.
Pedestrian Accommodations and Crossings
Observations
Pulaski Park and a major transit stop is located across from the Masonic Street intersection. A continental
crosswalk is provided across the Main Street westbound approach at Masonic Street, located at the eastern
corner of the park. Though a crosswalk is present at one corner of the park, members of the audit noted
jaywalking from Pulaski Park to the north side o f Main Street. Audit members also noted that this
intersection experiences high pedestrian activity, specifically during a transit bus pick -up/drop-off time.
Pedestrians clustered at the bus stop may make it difficult for vehicles to determine whether they are just
waiting for the bus or if they intend to cross Main Street at the crosswalk. Crash reports show that four
Figure 27: Missing stop bar and centerline
on Masonic Street
Potential safety enhancements
• Consider whether the main transit pulse point at Pulaski Park should be relocated or lengthened
while minimizing crosswalk conflicts and if there are any Bus Rapid Transit light strategies that
could increase the speed of bus loading.
• Evaluate the bus lane at the Pulaski Park pulse point and determine if it needs to be lengthened
while minimize crosswalk conflicts to the east and the west.
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
(26.7%) out of the total of 15 crashes in this intersection involved a pedestrian at the Main Street crosswalk.
Additionally, outdoor cafes were mentioned to be popular in this area, occupying available sidewalk space
during spring, summer and fall. The outdoor cafes force pedestrians to travel closer to the edge of the
roadway.
Potential safety enhancements
• Consider installing a crosswalk across the Main Street eastbound approach or widening the existing
crosswalk to accommodate the high volume of pedestrians and potentially address jaywalking .
• Consider curb extensions at the existing crosswalk to reduce crossing distance, increase pedestrian
visibility, and deter parking close to the intersection.
• Evaluate if the road can be narrowed to be only one lane in each direction to prevent vehicles from
swerving around other vehicles.
• Evaluate the feasibility of installing a hawk signal or RRFB at the Main Street crosswalk to provide
increased safety for crossing pedestrians, being cognizant of the fact that this might encourage more
jaywalking of pedestrians due to the high volume of pedestrians in this area who are not used to
waiting.
• Consider widening sidewalks or converting some brick buffers to concrete sidewalks to ensure that
adequate sidewalk space is available for the pedestrian demand and to accommodate outdoor cafes.
Figure 28: PVTA buses stopped in front of Pulaski Park and
Academy of Music
Transit Accommodations
Observations
The bus stop in front of the Academy of
Music and Pulaski Park was identified by
the audit members as highly utilized with
multiple buses serving the stop (See
Figure 28). The stop has become
challenging with multiple buses
attempting to pull into the designated
stop that provides space for only two
buses. There is an on-street parallel
parking space located between the front
of the bus stop and the Main Street
crosswalk at Masonic Street. This
parking space was noted by RSA members to be important for deterring buses from parking too close to
the crosswalk. However, audit members noted that when the parking spot is not occupied, buses will still
park within the space and may encroach on the crosswalk. It was also noted that due to multiple buses
parked at the stop, eastbound vehicles often cross the double yellow centerline to go around the buses.
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
• Consider marking out individual bus parking spaces (at Pulaski Park stop and the bus stop on the
north side across for buses going westbound) to ensure that buses have a designated space, and
consider providing additional queueing space for buses on an intersecting street to accommodate
longer bus layovers.
• Consider replacing the parking space between the crosswalk and bus stop with a curbed bump-out
to physically prevent the buses from encroaching on the crosswalk. This bump-out would also help
reduce pedestrian crossing distance and improve pedestrian visibility.
Parking and Loading
Observations
The audit team noted that since the closure of the Cracker Barrel Alley, Masonic Street has seen more
traffic, with some of the traffic from Main Street and some from Main Street to Center Street to Masonic
Street. The audit team members noted that the northeast corner of Masonic Street and northwest corner of
Main Street at Masonic Street was a common loading zone, however due to the narrow geometry of Masonic
Street this can cause additional congestion. In addition, the on-street parallel parking along Masonic Street,
at the corners of Main Street, restrict the visibility for southbound vehicles approaching the intersection.
Potential safety enhancements
• Evaluate potential designated loading zones to reduce potential conflict.
• Consider parking signage at Center Street/Main Street to direct vehicles to the Masonic Street lot.
Restrict parking within 20 feet of the intersection to improve visibility.
Main Street at Cracker Barrel Alley and
Crafts Avenue
Roadway Geometry
Observations
The Northampton City Hall driveway is a narrow one-way
alternating street with one access point for entry and exit,
with a difficult east facing line of sight for existing vehicles
(See Figure 29). The audit team discussed that this has
caused traffic delays and unsafe conditions when a vehicle
is exiting the driveway, and another is attempting to enter.
Additionally, pedestrians often don’t expect this crossing
and due to the nature of entry and exit points being in one
spot, they are often overlooked.
On the east side of City Hall, Crafts Avenue intersects Main
Street from the south and provides one-way travel
southbound away from Main Street. There is on-street
angled parking along the west side of Crafts Avenue and a
notable downward slope away from Main Street. The wide
Figure 29: City Hall parking entrance with
one access point for entry and exit
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
geometry of Main Street at Crafts Avenue encourages vehicles to enter Crafts Avenue at excessive speeds.
The excessive speeds, downward slope, and on-street parking can make navigating the intersection difficult.
Crafts Avenue was discussed as an area with many simultaneous movements including movements into
and out of angle parking, wide left turns onto Crafts Avenue, and steep slope away from Main Street. When
combined, the confluence of these many movements can be difficult to process and navigate for motorists
as well as other users. Furthermore, the PVTA and Peter Pan currently runs bus routes down Craft Avenue.
Audit team members noted that right turns from Main Street eastbound onto Crafts Avenue is challenging
due to the width of the intersection.
Potential safety enhancements
• Consider closing the City Hall driveway or removing public parking in the lot to limit activity into
and out of the driveway.
• Consider closing Crafts Avenue to vehicle traffic.
• Evaluate the possibility of flipping the one-way operations for Crafts Avenue and Old South Street
to make Crafts Avenue one-way northbound and Old South Street one-way southbound.
Coordination with PVTA and Peter Pan buses would be necessary.
• Consider narrowing all sides of the intersection to control many movements occurring at the
intersection. This can potentially be achieved with stamped/scored concrete allowing for truck/bus
movements.
• Consider adding a turn pocket for the westbound left turn from Main Street to Crafts Avenue.
Signage
Observations
Audit members noted that the “Do Not Enter” sign is turned to be
parallel with the closed alley, rather than perpendicular (See Figure
30). Additionally, audit members mentioned that it can be difficult
to see the Crafts Avenue when travelling west on Main Street.
Potential safety enhancements
• Reposition “Do Not Enter” sign to be in appropriate
location to increase visibility.
• Remove the street name sign as the alley is closed to
traffic and consider installing a pedestrian oriented
wayfinding sign instead.
• Consider installing better signage earlier on westbound
approach of Main Street and Crafts Avenue to improve
street visibility.
Figure 30: "Do Not Enter" sign is
parallel with Cracker Barrel Alley
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Pedestrian Accommodations and Crossings
Observations
Sidewalks on the northeast side and west of Cracker Barrel Alley were noted to be narrow. The crosswalk
across Main Street was also noted to be long with poor visibility due to parking on the north side and
southwest side of the intersection, a tight roadway curve to the east. Additionally, audit members noted that
it was difficult for vehicles to see pedestrians crossing Crafts Avenue because of steep grading, a parked
vehicle, newspaper boxes, and mailboxes at the southwest corner of Main Street at Crafts Avenue.
Potential safety enhancements
• Evaluate the feasibility of widening the sidewalks and/or installing sidewalk/curb extensions
around this area to add to more sidewalk space and shorten crossing distance.
• Consider RRFB treatment for the Main Street crosswalk due to existing horizontal curve of Main
Street.
• Evaluate installing pedestrian crossing warning signs for all crosswalks.
• Consider installing a raised crosswalk on Crafts Ave to increase pedestrian visibility.
• Consider restricting parking and relocating newspaper and mailboxes on the southwest corners of
the intersection to improve visibility between motorists and pedestrians.
Bicycle Accommodations
Observations
The audit team remarked that the New Haven and Northampton Canal Trail bike path begins south of Crafts
Avenue and Pulaski Park.
Potential safety enhancements
• Evaluate the feasibility of adding a connection along Crafts Avenue towards the rail trail/bike
path.
Transit Accommodations
Observations
Audit members noted that PVTA and Peter Pan buses go southbound on Crafts Avenue. The angle for the
right-turn from Main Street onto Crafts Avenue was brought up to be a challenge due to many movements
that could be conflicting at this intersection.
Potential safety enhancements
• Coordinate with PVTA and Peter Pan on changes to bus route, especially, if the roadway is to be
closed or if the one-way direction is changed.
Parking and Loading
Observations
Audit members noted that the loading/unloading zone in front of City Hall was too close to the crosswalk
which comes with sight line concerns.
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Potential safety enhancements
• Remove the parking spot in front of City Hall to create additional sidewalk space, potentially
shortening the crosswalk length, and improve pedestrian visibility.
Main Street at Old South Street
Roadway Geometry
Observations
The audit members discussed that Old South Street has
extremely steep grading which has led to vehicles
accelerating when they enter Main Street (See Figure 31).
This movement can be unsafe due to the potential of
conflicts between right-turning vehicles and the adjacent
Main Street crosswalk and left-turning vehicles and
oncoming eastbound traffic. Five (22.7%) crashes at this
intersection were reported during the study period that
involved right and left-turning vehicles and oncoming
eastbound and westbound traffic. In addition, there were two
crashes that occurred in the Old South Street crosswalk, one
involving a bicyclist and one involving a pedestrian, with a
northbound vehicle. Old South Street serves as one of the
exit routes from one of the busiest parking garages in the
Downtown area, which increases the potential of more
traffic conflicts. Furthermore, sightlines around this
intersection are poor due to both horizontal and vertical
curves in the roadway and vehicles are currently encroaching
onto the crosswalk. In addition, due to the significant slope
on Old South Street, the City of Northampton has reported occasionally closing this street to vehicles during
snowy and icy conditions.
Potential safety enhancements
• Install curb extensions and relocate the stop bar further north on Old Sou th Street so vehicles can
queue on flatter road surface and do not have to accelerate to pass the intersection.
• Due to the vertical/horizontal curves effect on the sight lines, vehicles encroach onto the crosswalk,
to prevent this, the flipping of one-way operations is being recommended as it would be safer/easier
movement. Consider closing Old South Street to vehicles.
Figure 31: Steep grading observed at Old
South Street
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Signage
Observations
Audit members noted that crosswalk signage was only provided at
the median and the signs were missing on the ends of the crosswalk
(See Figure 32).
Potential safety enhancements
• Install appropriate crosswalk signage in all directions.
Pedestrian Accommodations and Crossings
Observations
It was noted that the rainbow crosswalk was further away from the
Old South Street intersection which may be undesirable and pose
safety concerns. Parking spaces adjacent to the crosswalk was also
noted to cause visibility issues for pedestrians.
Potential safety enhancements
• Evaluate feasibility of moving rainbow crosswalk closer
to Old South Street intersection.
• Consider restricting parking before the rainbow crosswalk
to increase pedestrian visibility and after the crosswalk to prevent vehicles from backing into the
crosswalk.
• Evaluate feasibility of curb extensions to shorten the Main Street crossing and to increase
pedestrian visibility.
Main Street at Center Street
Roadway Geometry
Observations
The audit members discussed that Center Street has problems with limited sightlines. The left-turning
movement from Center Street was noted to be difficult because it involves crossing two westbound traffic
lanes just as traffic becomes more congested on the approach to the large Main Street/King Street/Pleasant
Street intersection.
Potential safety enhancements
• Consider restricting left turns and turning the intersection to a right-in and right-out roadway.
Evaluate installing a center median on Main Street to restrict left turn movements.
Pavement Markings and Conditions
Observations
Audit members noted that Center Street does not have a stop bar and sign or any centerlines.
Figure 32: Crosswalk sign on the
median adjacent to the rainbow
crosswalk
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Potential safety enhancements
• Install stop bar and sign on Center Street if it meets warrants.
• Consider installing a centerline on Center Street.
Pedestrian Accommodations and Crossings
Observations
Audit members noted that crosswalk visibility from Center Street is limited due to alignment, parking, and
oncoming traffic from Main Street. Additionally, the crosswalk across Main Street at this intersection was
noted to be very long and well-utilized with parking spaces on both sides of the crosswalk causing sight
line issues.
Potential safety enhancements
• Evaluate relocating the crosswalk on Main Street slightly west to provide better visibility from
right-turning vehicles from Center Street to Main Street.
• Evaluate making the crosswalk more perpendicular with Main Street to reduce crossing distance.
• Consider installing enhanced crossing treatments, such as a hawk signal or Rectangular Rapid
Flashing Beacon (RRFB)) at crosswalks to increase visibility and compliance.
• Consider restricting parking before the crosswalk to increase visibility.
• Evaluate feasibility of curb extensions to shorten the Main Street crossing and to increase
pedestrian visibility.
Main Street at Gothic Street
Roadway Geometry
Observations
The audit members discussed that Gothic Street has problems with limited sightlines. The street was also
noted to be used as a northbound cut-through for vehicles looking to avoid Main Street traffic. The left-
turning movement from Gothic Street was noted to be difficult because it involves crossing two westbound
traffic lanes and the beginning of three eastbound lanes (left turn to King Street, thru, and right lanes to turn
to Pleasant Street) which are often queued up.
Potential safety enhancements
• Consider restricting left turns and turning the intersection to a right-in and right-out roadway.
• Extend the median on Main Street to restrict left turns.
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Pavement Markings and Conditions
Observations
Audit members noted that Gothic Street does not have a stop
bar and sign or any centerlines (See Figure 33).
Potential safety enhancements
• Install stop bar and sign on Gothic Street if it meets
warrants.
• Consider installing a centerline on Gothic Street.
Pedestrian Accommodations and Crossings
Observations
Audit members noted that there were no crosswalks provided
across Main Street at this intersection. People were observed to
be jaywalking and using the traffic signals at King Street and
Pleasant Street to find gaps in traffic to cross.
Potential safety enhancements
• Consider installing treatments to deter pedestrians from
crossing and direct them to existing crosswalks at
King/Pleasant Street or Center Street since this
intersection is within 300 feet of an existing controlled intersection (King Street/Pleasant Street).
Consider extending the median and fencing.
Parking and Loading
Observations
The audit team noted that the angled parking spots at this intersection were 15-minute quick turnaround
type. Many frequent movements and backing out crashes were observed as a result. The crash reports show
that four (30.8%) out of the total 13 crashes at this location occurred with vehicles backing out of these
parking spots.
Potential safety enhancements
• Consider alternate parking schemes to prevent head-in angle parking crashes including removal of
parking spots, reverse-angle parking, parallel parking, etc.
Main Street at King Street and Pleasant Street
Roadway Geometry
Observations
The audit team noted that this intersection is extremely large and is traversed by a large volume of heavy
vehicle traffic from Pleasant Street northbound to Main Street westbound and Main Street westbound to
Figure 33: Gothic Street has no stop bar
or centerline. No crosswalk across Main
Street.
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Pleasant Street southbound (with a tight curb radii). To facilitate some of these movements, the City of
Northampton installed a westbound left-turn lane from Main Street to Pleasant Street southbound.
Potential safety enhancements
• Evaluate the impact of the new left-turn lane.
Pavement Markings and Conditions
Observations
Audit members mentioned that the eastbound right turning lane on Main Street is not well-marked and as
a result, vehicles don’t realize it is there and sometimes assuming it is a parking spot. The crash reports
show that there were four (14.8%) out of the total 27 crashes at this intersection that involved vehicles
getting side-swiped while making this turn. Furthermore, trucks as well as fire vehicles that were making
this turn were observed crossing the Pleasant Street centerline due to the tight radii. The left-turn pocket on
Pleasant Street was noted to be too short and identified as a potential contributor to the three side-swipes
crashes (11.1%) observed.
Potential safety enhancements
• Consider moving the stop bar on Pleasant Street further south to allow for adequate turning space
for trucks and fire vehicles without encroaching to the centerline and reducing any oncoming
traffic-related conflicts.
• Evaluate the feasibility of installing mountable truck aprons to keep the radii as is while allowing
truck movements
• Consider removing the right turn lane if the turning radii cannot be adequately accommodated.
• Consider installing clearer right-turn-only pavement markings for the eastbound right-turning lane
on Main Street.
• Consider moving the island on Main Street west of Pleasant and King northerly to provide more
space for the tight eastbound movements and reduce excess space for westbound movements.
Signal Equipment
Observations
The audit team noted that the pedestrian push buttons at this intersection were further away from the ramps
than stated in the ADA requirements. Additionally, each mast arm at this intersection has only one overhead
signal but each approach has multiple lanes with additional signals on the posts. Some of the signals were
also missing back plates and none of them have retroreflective borders.
Potential safety enhancements
• Evaluate if push button locations are ADA-compliant and if not, relocate to ensure compliancy.
• Evaluate adequate placement of signals equipment with respect to the number of approaching lanes
in all directions.
• Consider installing back-plates and retro-reflective borders to the signals to improve equipment
visibility.
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Signal Timing and Phasing
Observations
Exclusive pedestrian phasing is provided at this intersection.
The audit team noted that pedestrians cross diagonally at this
location to avoid the long signal cycle (See Figure 34).
However, the timing of the phase does not accommodate for the
distance to cross diagonally. It was also noted that the
pedestrian pushbuttons are “dummy” buttons and the WALK
phase is included in every cycle. Additionally, the cycle length
was over three minutes which creates excessive delays for all
roadway users and leads to aggressive disregard of signals.
Potential safety enhancements
• Adjust exclusive pedestrian time to accommodate for
diagonal crossing distance.
• Evaluate the appropriateness of providing concurrent
pedestrian crossings.
• Evaluate converting the “dummy” pedestrian
pushbuttons to actually activated pushbuttons so that
the exclusive pedestrian phase is only called when pedestrian actuated.
• Re-time existing cycle length so it is shorter to reduce pedestrian wait times.
Figure 34: Pedestrians observed crossing
diagonally on Main Street at King
Street/Pleasant Street
Signage
Observations
The audit members pointed out that the low clearance sign for the
two railroad bridges at this intersection located on the mast arm
was not very visible (See Figure 35). The lack of sign visibility
might have been a contributor to the eleven crashes involving
trucks with the railroad bridges.
Potential safety enhancements
• Evaluate the condition and location of the low clearance
sign to increase visibility. Ensure that the signage is MUTCD
compliant.
Figure 35: Low clearance sign for the
railroad bridges on the mast arm was
not visible
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Pedestrian Accommodations
and Crossings
Observations
Members of the audit team noted that the
northwest corner of this intersection has
limited sidewalk space but has a high
volume of pedestrians looking to cross. That
corner is also next to a well-used bus stop
just west of an angled ValleyBike bikeshare
station that occupies the sidewalk space at
this corner (See Figure 36).
Potential safety enhancements
• Consider Northampton Courthouse
easement to widen this portion of
the sidewalk to accommodate more
pedestrians.
• Evaluate narrowing the roadway as it is currently too wide for two westbound lanes.
Main Street at Strong Avenue and the railroad bridges
Roadway Geometry
Observations
Audit team members observed that the Main Street
westbound traffic coming from Bridge Street doesn’t always
stop before making a left onto Strong Avenue.
Potential safety enhancements
• Evaluate feasibility of tightening the intersection at
Strong Avenue by using curb extensions that would
force vehicles to stop before turning and prevent
them from making a wide turn.
Pavement Markings and Conditions
Observations
The audit team observed that there were no pavement
markings on Strong Avenue which could be a source of
confusion. Additionally, the pavement surface was noted to
Figure 37: Parallel parking under the be cracking under the bridges. railroad bridges
Potential safety enhancements
• Install appropriate pavement markings on Strong Avenue.
Figure 36: ValleyBike bikeshare station at the northwest
corner of Main Street and King Street
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
• Improve drainage under the bridge and repave as necessary to improve pavement conditions.
Signage
Observations
The audit team pointed out that the flashing lights indicating caution for trucks under the railroad bridges
for trucks is often on, which has resulted in people ignoring the sign. Audit members also mentioned that
the rail trail access from the bridge is hidden and non-intuitive.
Potential safety enhancements
• Evaluate feasibility for a laser actuated sign that will detect heavy trucks at adjacent intersections
for diversion from the railroad bridges.
• Install wayfinding tools to direct people to the rail trail access point.
Pedestrian Accommodations and Crossings
Observations
The audit team noted that the Main Street
crosswalk at Strong Avenue is diagonal due to
issues with sidewalk grading. Additionally, there
is a driveway with a steep curb cut adjacent to the
crosswalk on the north side of Main Street (See
Figure 38). This driveway portion was identified
to be Commonwealth-owned and can be
accessed by King Street or Merrick Lane. Sight
lines to and from the driveway were observed to
be restricted due to the on-street parallel parked
vehicles along the north side of Bridge Street
immediately east of the driveway. Pedestrian
access from parallel parking was also brought up
as a concern as currently, the sidewalk is at much
higher grade than roadway and people have to
walk on the travel lane after getting out of the parallel parking spot.
Potential safety enhancements
• Evaluate feasibility of removing the driveway and limit parking lot access to Merrick Lane from
King Street.
• If parking lot access can be closed, move crosswalk across Main Street to westbound approach for
better geometry.
• Consider curb extensions to shorten the pedestrian crossing on Main Street.
• Consider feasibility of safety enhancements including a secondary sidewalk at street level on one
or both sides of the street for people to access parking spaces. May require removal of parking from
one side of the street.
Figure 38: Driveway with steep curb cut adjacent to
Main Street crosswalk at Strong Avenue
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Figure 39: Railroad Bridge dented due to
several truck collisions
Bicycle Accommodations
Observations
The audit team noted that there was very limited bicycle parking around this area.
Potential safety enhancements
• Consider installing more bicycle parking at this section.
Freight Accommodations
Observations
The audit team noted that truck collisions continue to be a
problem regardless of signage improvements. The crash
report identified that out of the total 20 crashes at this
location, 11 (55%) involved trucks hitting the bridge.
During the audit, there were dents on the westbound side
of the bridge that show evidence of the crashes (See Figure
39). The protocol for truck rescue was brought up to be a
big hassle requiring police effort, creating delays and other
issues. MassDOT members mentioned that they are
working with industry partners to warn drivers to change
their route well before Main Street near the highway. It
was also noted that currently, the truck escape route to
avoid the railroad bridges is to go down Hawley Street,
Philips Place, Pomeroy Terrace, and then to Bridge Street
eastbound. However, there are issues with trucks
travelling on these routes as the areas are residential and
potentially unsuitable as frequent truck routes.
Potential safety enhancements
• Evaluate feasibility for a laser actuated sign that
will detect heavy trucks at adjacent intersections for diversion from the railroad bridges, and a more
aggressive warning system with the police help number.
Bridge Street at Market Street and Hawley Street
Roadway Geometry
Observations
Audit members noted that Hawley Street is a key school walking route, that there is future residential
development planned, and the business district is expanding in this direction. The Post Office is located just
northeasterly of the intersection and audit members noted that this created vehicular movements along
Hawley Street and Bridge Street to access and egress the site while visiting the site or utilizing the site as a
cut-through to avoid the signal at the study area intersection. The high activity the Post Office driveways
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
experience may have contributed to two crashes that involved a vehicle leaving the parking lot and the three
rear-end collisions potentially from vehicles abruptly deciding to enter the driveways.
Audit team members mentioned that Hawley Street is often the entrance to the route that trucks will use
upon realizing that they will not clear the bridge height restriction to the rail bridge across Bridge Street
immediately west of the intersection. Audit team members also noted the skewed offset between the Market
Street and Hawley Street approaches. The Market Street approach was noted to be particularly narrow while
the Hawley Street approach was noted to be wider. The wide geometry of Hawley Street and misalignment
of the minor street approaches at the intersection may have contributed to the reported five turning-vehicle
crashes that occurred within the intersection.
Potential Safety Enhancements
• Consider narrowing the Hawley Street approach to better align the Hawley Street and Market Street
approaches.
• Install lane tracking pavement markings.
Pavement Markings and Conditions
Observations
All approaches at the intersection of Bridge Street at Market Street
and Hawley Street provide one travel lane in each direction. Audit
team members noted that both Market Street and Hawley Street
provide no centerline separating the opposing travel lanes.
Potential Safety Enhancement
• Install double yellow centerlines along Market Street and
Hawley Street approaches.
Signal Equipment
Observation
The intersection of Bridge Street at Market Street and Hawley Street
is a signalized intersection that, as previously discussed under
Corridor-wide Observations, has dated signal equipment (See
Figure 40). Signal heads for Bridge Street are provided overhead on
mast arms, while the Market Street and Hawley Street approaches provide signal heads mounted on street
side posts. Audit team members also noted a telephone pole, and traffic signal pole located on the southeast
corner of the intersection are often struck by heavy vehicles who are forced to travel along Hawley Street
or Bridge Street eastbound due to the truck height restriction.
Potential Safety Enhancement
• Relocate Market Street and Hawley Street signal heads to overhead mast arms to increase visibility.
• Consider relocating the telephone pole to reduce the risk of heavy vehicles striking the pole while
performing a turn to or from Hawley Street
Figure 40: Outdated pedestrian push
button
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Signal Timing and Phasing
Observation
The intersection of Bridge Street at Market Street and Hawley Street is a signalized intersection that
operates on a three-phase cycle, including an exclusive pedestrian phase. The cycle consists of both Bridge
Street eastbound and westbound approaches, followed by an exclusive pedestrian phase actuated by
pushbuttons, then the Market Street southbound and Hawley Street northbound approaches. Left-turn
movements from all approaches are permissive, which requires vehicles to attempt to find gaps within the
vehicular traffic traveling through the intersection. This may have been a contributing factor for the five
crashes within the intersection and involved a left-turning vehicle.
During the site visit, audit members observed multiple vehicles turn right during their red signal,
particularly during the exclusive pedestrian phase. Furthermore, multiple pedestrians were observed to
cross the intersection diagonally during the exclusive pedestrian phase. The existing signal phase provides
Flashing Don’t Walk time for pedestrians crossing a single approach and does not provide adequate time
for a pedestrian to safely traverse the intersection diagonally within the time provided.
Potential Safety Enhancement
• Evaluate providing protected left-turn phasing to increase safety for turning vehicles.
• Evaluate restricting right-turns on red to increase safety for pedestrians.
• Evaluate providing concurrent pedestrian crossing phasing to improve delay for all users.
• Retime the exclusive pedestrian phase to provide adequate crossing time for pedestrians crossing
the intersection diagonally.
Signage
Observation
The rail bridges overpass is located approximately 70 feet west
of the intersection of Bridge Street at Market Street and Hawley
Street. There is a bridge height restriction right located on both
directions along Main Street (See Figure 41). The bridge height
restriction sign was noted to not have the fluorescent ambers that
increase sign visibility.
Potential Safety Enhancement
• Replace the bridge height restriction signage with a high
visibility sign with ambers.
Figure 41: Bridge height restriction sign
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Page 49
Summary of Road Safety Audit
Based on observations and discussions, the RSA team identified the issues and potential enhancements that
could improve safety along Main Street and Bridge Street in Northampton, MA. The timeframe and costs
are categorized below in Table 3 and Table 4.
Table 3. Estimated Time Frame
Table 4. Estimated Costs
Time Frame Number of Years
Short-Term <1 Year
Mid-Term 1-3 Years
Long-Term >3 Years
Cost category Dollar Amount
Low <$10,000
Medium $10,001-$50,000
High >$50,000
Table 5 to Table 14 lists each safety issue and the corresponding potential safety enhancements, for each
intersection and corridor-wide, that were discussed at the audit and within the previous section. These tables
include the safety benefit, estimated timeframe for completion, estimated construction cost, and the
responsible agency for each observed safety issue and potential safety enhancement. Safety payoff
estimates are subjective and may be based on the relative percent of crashes that may be reduced by the
enhancement based on known and documented crash reduction factors, if available, or estimated crash
reduction based on a stated source.
Road Safety Audit—Route 9, Northampton, MA
Prepared by Toole Design Group
Final Report
Table 5. Potential Safety Enhancement Summary: Main Street/Bridge Street (Corridor-Wide)
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Roadway
Geometry
Evaluate the feasibility of narrowing the
roadway corridor and reallocate available space
for vulnerable users to increase safety and
accessibility.
High Long-Term High City of Northampton
Evaluate the need for and feasibility of
providing existing and potential designated turn
lanes.
Medium Mid-Term Medium City of Northampton
Evaluate the number and mix of travel lanes
needed for the intersection and stripe travel
lanes, accordingly.
Medium Mid-Term Medium City of Northampton
Evaluate the feasibility of curb extensions at
intersections to increase sight lines from the
minor approaches and increase safety for
pedestrians. Consideration should be given to
the potential interference with bicycle lanes.
High Mid-Term Medium City of Northampton
Evaluate the feasibility of installing RRFBs or
other crossing enhancement signage to
improve crosswalk visibility.
Medium Short-Term Low City of Northampton
Reinstall missing or faded pavement markings
Pavement
Markings and
Conditions
to reduce vehicular confusion and improve
vehicular and pedestrian safety. Consider
updating the markings with longer-lasting
thermoplastic or polyurea markings and/or
Medium Short-Term Low City of Northampton
recessed markings
Signal
Equipment
Replace outdated and old signal equipment,
where necessary. Medium Short-Term Medium City of Northampton
Evaluate signal head locations according to
lane locations and relocate to appropriate
location to increase signal visibility. Evaluate
the need to upgrade all traffic signal
infrastructure and assess mast arm capacity.
Medium Short-Term Medium City of Northampton
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Install retroreflective backplates on signals to
improve signal visibility. Low Short-Term Low City of Northampton
Update signal equipment with APS push
buttons and pedestrian countdown timers for all
signalized intersections to increase safety for
pedestrians.
High Mid-Term Medium City of Northampton
Evaluate the use of camera detection rather
than loop detectors that are currently being
used.
Low Mid-Term Medium City of Northampton
Signal Timing
and Phasing
Evaluate signal re-timing and phasing at all
signalized intersections to reduce delays. High Mid-Term Low City of Northampton
Consider signal coordination along the corridor,
with the need for transit pre-emption where
appropriate.
Medium Mid-Term Low City of Northampton
Evaluate the preferred pedestrian phasing for
the corridor and provide consistent pedestrian
phasing throughout the corridor.
High Mid-Term Low City of Northampton
Install pedestrian advance walk signals for any
intersections that have concurrent
vehicle/pedestrian phases.
Medium Short-Term Low City of Northampton
Consider implementing LPIs for all signalized
crosswalks to increase pedestrian visibility and
safety.
Medium Short-Term Low City of Northampton
Evaluate duration of flashing “Don’t Walk”
times. Medium Short-Term Low City of Northampton
Signage
Evaluate signage along the corridor and at
study area intersections. Remove and replace
all non-compliant MUTCD signs. All new signs
should confirm to current MUTCD standards.
Low Short-Term Low City of Northampton
Remove unnecessary signage to reduce sign
clutter and potential confusion Low Short-Term Low City of Northampton
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Pedestrian
Accommodati
ons and
Crossings
Consider widening sidewalks using reinforced
concrete materials to narrow the roadway,
provide more pedestrian space, and
accommodate sidewalk cafes without
sacrificing pedestrian clearances.
High Long-Term High City of Northampton
Consider implementing curb extensions to
shorten crossing distances and increase
pedestrian safety. Consideration should be
given to the potential interference with bicycle
lanes.
High Mid-Term Medium City of Northampton
Consider installing enhanced crossing
treatments, such as a hawk signal or
Rectangular Rapid Flashing Beacon (RRFB) at
crosswalks to increase visibility and
compliance.
Medium Short-Term Low City of Northampton
Consider replacing bricks in the buffer spaces
next to the sidewalk with smoother, ADA-
compliant surface treatment including
consideration for design to enhance infiltration
from surface drainage (such as porous
pavement, rain gardens etc.)
Low Short-Term Low City of Northampton
Evaluate lighting along the corridor and above
minor street approaches and install or replace
where necessary to improve visibility and safety
in low-light conditions.
Medium Short-Term Low City of Northampton
Reinstall crosswalks with high visibility
thermoplastic crosswalks to increase visibility. High Short-Term Low City of Northampton
Evaluate and upgrade all ramps and sidewalks
to be ADA-compliant. High Short-Term Medium City of Northampton
Evaluate feasibility of raised crossings to slow
vehicular traffic at key crosswalks. Coordination
with the Police and Fire Departments should be
considered.
High Long-Term High City of Northampton
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Bicycle
Accommodati
ons
Evaluate the feasibility of providing protected
and/or separated bicycle accommodation
throughout the corridor.
High Long-Term High City of Northampton
Consider installing high-friction surface
treatment for bike lanes especially at
intersections, high-volume driveways or areas
where traffic is merging to another lane and
crossing the bike lane.
Medium Short-Term High City of Northampton
Consider dedicated pavement markings for
bicycles turning left from bicycle lanes including
two-stage turn queue boxes at intersections.
Medium Short-Term High City of Northampton
Add enhancements along the corridor, including
signage and wayfinding, to provide better Rail
Trail connections
Low Short-Term Low City of Northampton
Assess bicycle parking locations, styles, and
supply. Consider additional bicycle parking
options including corrals, bike racks, bicycle
storage boxes, etc.
Medium Mid-Term Low City of Northampton
Evaluate bikeshare locations to maximize
pedestrian space and improve access to
bicycles.
Low Short-Term Low MassDOT/City of
Northampton
Transit
Accommodati
ons
Coordinate with PVTA and other relevant
stakeholders to evaluate bus stop locations
corridor wide. Consideration should be given to
bus operations with the Amtrak station.
Medium Long-Term Medium MassDOT/City of
Northampton
Consider including transit priority with any
future signal upgrades. Medium Mid-Term Low MassDOT/City of
Northampton
Discuss upgrading transit facilities with all
transit authorities’ needs (such as concrete
pads, shelters, benches with compatible
seating, real-time electrical connections, bike
racks, etc.).
Medium Long-Term Low MassDOT/City of
Northampton
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Parking and
Loading
Evaluate the feasibility of designating loading
zones and specified loading times. Medium Long-Term Low City of Northampton
Restrict parking within appropriate distances of
all fire hydrants and crosswalks to improve
safety and accessibility to the hydrants and
crosswalks.
Medium Short-Term Low City of Northampton
Evaluate alternate parking schemes including
removal of parking, reverse-angle parking,
parallel parking etc.
High Long-Term Medium City of Northampton
Restripe parking to provide consistent parking
stall widths and angles. Low Short-Term Low City of Northampton
Provide adequate daylighting for on-street
parking from all crosswalks based on sight
distance requirements.
Medium Short-Term Low City of Northampton
Evaluate the number of ADA parking spaces
along the corridor to ensure demand is met. Low Short-Term Low City of Northampton
Evaluate parking and loading spaces for the
police, taxi, and ride share services. Low Short-Term Low City of Northampton
Install parking garage wayfinding signage. Low Short-Term Low City of Northampton
Evaluate truck routes that provide access
Freight
Accommodati
ons
without taking away space from the corridor.
Alternate route options should be coordinated
at the federal level. Care must be taken,
however, to avoid diverting vehicles that bring
business to downtown.
Medium Long-Term Medium MassDOT/City of
Northampton
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Table 6. Potential Safety Enhancement Summary: Main Street at Elm Street/West Street and State Street/New
South Street
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Roadway
Geometry
Evaluate the feasibility of a roundabout or a
peanut-about treatment to better
accommodate traffic demands and deter
speeding.
High Long-Term High City of Northampton
Evaluate options that tighten the
intersection box to reduce crosswalk and
vehicle distances crossing the intersection.
High Long-Term High City of Northampton
Confirm that the number of feeding lanes
match the receiving lanes to avoid merging
problems.
Medium Short-Term Low City of Northampton
Extend the median on Main St, between
West Street and State Street, to prohibit
vehicles from turning left out of the
residential driveway.
Medium Mid-Term Low City of Northampton
Consider prohibiting U-turns for the Main
Street westbound approach. Low Short-Term Low City of Northampton
Pavement
Markings and
Conditions
Install advanced lane designation markings
where appropriate to reduce driver
confusion.
Medium Short-Term Low City of Northampton
Implement lane tracking pavement
markings for West Street throughs and right
turns.
Low Short-Term Low City of Northampton
Evaluate and relocate the New South
Street stop bar location to maximize sight
lines.
Low Short-Term Low City of Northampton
Evaluate narrowing the size of the stop
bar/box at Main/State/New South to reduce
crossing distances for vehicles and
pedestrians.
Low Short-Term Low City of Northampton
Reinstall the Main Street bicycle queue box
with appropriate green paint. Medium Short-Term Low City of Northampton
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Signal Equipment
Evaluate the effectiveness and safety of
green right-turn arrow versus the green ball
options to reduce driver confusion.
Medium Short-Term Low City of Northampton
Evaluate pedestrian head crossing height
to meet MUTCD standards. Low Short-Term Low City of Northampton
Evaluate Main Street westbound signal
head at State Street. Replace yellow ball if
necessary or replace signal head with
three-section signal head, as appropriate.
Low Short-Term Low City of Northampton
Replace the Main Street eastbound green
arrow with a green ball. Low Short-Term Low City of Northampton
Signal Timing and
Phasing
Evaluate signal timing and phasing to allow
for efficient and safe flow of traffic based on
existing demands of all users.
High Short-Term Low City of Northampton
Address the length of the full signal cycle
that leads to excessively aggressive
pedestrian and vehicle movements (e.g.,
jaywalking, continuing through intersections
into the red cycle).
High Short-Term Low City of Northampton
Signage
Remove unnecessary signage and to
reduce sign clutter and potential confusion. Low Short-Term Low City of Northampton
Install lane assignment signage to reduce
driver confusion. Medium Short-Term Low City of Northampton
Remove outdated “Stop for pedestrians
when turning” sign and the box from the
traffic signal.
Low Short-Term Low City of Northampton
Evaluate appropriate placement of signs to
reduce confusion and improve visibility. Medium Short-Term Low City of Northampton
Pedestrian
Accommodations
and Crossings
Evaluate feasibility of providing a
designated crossing with appropriate safety
enhancements across Elm Street, either at
Main Street or midblock.
High Mid-Term Medium
City of
Northampton/Smith
College
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Evaluate feasibility of installing sidewalks
from the west corner of Elm Street at West
Street along the north side of West Street
to provide safe pedestrian accommodations
to the on-street parking along West Street.
Medium Mid-Term Medium
City of
Northampton/Smith
College
Evaluate the feasibility of relocating the
diagonal Main Street crosswalk to provide a
shorter and safer crossing.
Recommendations included: a crosswalk
west of State Street or across Elm Street.
High Mid-Term Low City of Northampton
Restripe the diagonal crosswalk with
continental-style crosswalk markings (the
standard for all other downtown
crosswalks).
Low Short-Term Low City of Northampton
Consider widening the median at West
Street to provide an ADA-compliant
pedestrian refuge with detectable warning
panels.
High Short-Term Low City of Northampton
Bicycle
Accommodations
Consider reinstalling queue box with green
paint. Medium Short-Term Low City of Northampton
Consider providing a two-stage turn box in
front of the crosswalk at the northbound
West Street approach to facilitate turns for
less-experienced bicyclists.
High Short-Term Low City of Northampton
Consider realigning the Elm Street travel
lanes and bicycle lane. High Long-Term High City of Northampton
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Table 7. Potential Safety Enhancement Summary: Main Street at Masonic Street
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Roadway Consider restricting left turns from Masonic
Street to discourage the unsafe vehicular High Short-Term Low City of Northampton Geometry maneuvers.
Pavement
Markings and
Conditions
Install “Don’t Block the Box” pavement
markings and signage to ensure that the
intersection is clear from traffic queuing for
vehicles to access and egress Masonic
Street.
Low Short-Term Low City of Northampton
Install stop bar on Masonic Street Low Short-Term Low City of Northampton
Consider installing a centerline on Masonic
Street. Low Short-Term Low City of Northampton
Signage Install stop sign for Masonic Street
southbound approach Low Short-Term Low City of Northampton
Pedestrian
Accommodations
and Crossings
Consider installing a crosswalk across the
Main Street eastbound approach or
widening the existing crosswalk to
accommodate the high volume of
pedestrians and potentially address
jaywalking.
High Short-Term Low City of Northampton
Evaluate the feasibility of installing a hawk
signal or RRFB at the Main Street
crosswalk to provide increased safety for
crossing pedestrians.
Medium Short-Term Low City of Northampton
Consider widening sidewalks, allocating
specific locations for outdoor cafes, or
converting some brick buffers to concrete
sidewalks to ensure that adequate sidewalk
space is available for the pedestrian
demand and to accommodate outdoor
cafes.
Medium Mid-Term Medium City of Northampton
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Road Safety Audit—Route 9, Northampton, MA
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Final Report
Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Jurisdiction
Consider whether the main transit pulse
point at Pulaski Park should be relocated or
lengthened while minimizing crosswalk
conflicts and if there are any Bus Rapid
Transit light strategies that could increase
the speed of bus loading.
High Short-Term Low City of Northampton
Transit
Accommodations
Mark out individual bus parking spaces to
ensure that buses have a designated
space, and consider providing additional
queueing space for buses on an
intersecting street to accommodate longer
bus layovers.
Medium Short-Term Low City of Northampton
Consider replacing the parking space
between the crosswalk and bus stop with a
curbed bump-out to physically prevent the
buses from encroaching on the crosswalk.
This bump-out would also help reduce
pedestrian crossing distance and improve
pedestrian visibility
High Short-Term Medium City of Northampton
Evaluate potential designated loading
zones to reduce potential conflict. Medium Short-Term Low City of Northampton
Parking and
Loading
Consider parking signage at Center
Street/Main Street to direct vehicles to the
Masonic Street lot.
Low Short-Term Low City of Northampton
Restrict parking within 20 feet of the
intersection to improve visibility. High Short-Term Low City of Northampton
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Road Safety Audit—Route 9, Northampton, MA
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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
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Road Safety Audit—Route 9, Northampton, MA
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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
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Road Safety Audit—Route 9, Northampton, MA
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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
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Road Safety Audit—Route 9, Northampton, MA
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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
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Road Safety Audit—Route 9, Northampton, MA
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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