King Street Corridor StudyKing Street Corridor Study
6 fl7 P 44.7et2 HEt7/<4u
>c/w /Ub 4'O' f /br1YDi l/
Di
Northampton Massachusetts
/M,Ad *o "Ci MAX /P7eR5e6770i
Prepared for
City of Northampton
Prepared by
VIIB/Vanasse Hangen Brustlin, Inc.
Watertown, Massachusetts
Funded under Executive Order 418
Community Development Planning Funds
INTRODUCTION 1
Study Area 1
EXISTING CONDITIONS 2
Vehicular Traffic 2
Observed Traffic Conditions 2
Pedestrian Accommodation 3
Planned Pedestrian Crossings 3
List of Tables and Figures
T: \08673 \does \reports \King Street Final Report.doc
Table of Contents
Table 1— Existing Weekday Traffic Volume Summary 2
Table 2 Crash Experience Summary 6
Table 3 Alternatives Evaluation Matrix 18
ADA Compliance 3 Figure 1— King Street Corridor Study Area 1
Bicycle Access 4
Planned Bicycle Accommodations 4 Figure 2 Opportunities and Constraints Creating a District 8
Transit 4 Figure. 3.— Opportunities. and Constraints Creating a District 9.
Safety 5
ALTERNATIVES DEVELOPMENT 7 Figure 4 Center Planted Median Alternative 11
King Street Opportunities and Constraints 7 Figure 5 Offset Roadway Alternative 12
Alternatives Considered 10
Right of Way Reallocation 10 Figure 6 King Street Center Turn Lane 13
Additional Alternatives 13
Figure 7 Improved Pedestrian/Bicycle Alternative 14
A "BLUEPRINT FOR THE FUTURE" 17
Near -Term Actions 17 Figure 8 Recommendations 19
Medium -Term Actions 17
Date: December 16, 2003
Project No 08673
INTRODUCTION
1
Vanasse Hangen Brustlin, Inc. (VHB) was retained by the City of Northampton to conduct
a corridor study of the King Street Corridor. King Street is an important commercial
corridor serving the City of Northampton. It also provides a gateway to the downtown
from the north. The corridor, which predominantly features a mix of highway business
establishments and larger retail centers, was largely developed in the 1960s and 1970s,
and is now going through a period of redevelopment. Given this transition, the City of
Northampton decided that it was an important time to examine the future of King Street
and, perhaps, set a blueprint for redevelopment. This study follows on the heels of a
recently approved rezoning of the corridor. The goal of this study is to determine the
most effective allocation of the roadway right -of -way to accommodate the future needs of
all users, motorized and non motorized, while serving the access needs of existing and
planned development.
Study Area
The King Street Corridor study area stretches approximately one mile from its intersection
with Damon Road /Bridge Road south to its intersection with Summer Street/ North
Street (see Figure 1). This section of King Street is classified as an urban roadway by the
Massachusetts Highway Department. Although it is a state numbered route, within the
study area King. Street is owned and maintained: by -the City -of Northampton. Regionally,
the corridor is part of Route 5/10, and connects the City of Northampton with the
communities of Easthampton and Hatfield. This report describes the existing conditions
along the corridor as well as alternatives for improvement.
\mawatr \ts \08673 dons memos \King Street Final Report.doc
Figure 1
King Street Corridor Study Area
Date: December 16, 2003
Project No.: 08673
EXISTING CONDITIONS
An assessment of existing conditions was completed based on a review of available data, plans,
and studies; field observations; and public outreach. The following meetings were held during
the preparation of this study:
Vehicular Traffic
Kick -off meeting with the City staff and the Transportation Committee;
Walking tour with City staff and corridor stakeholders;
Evening design charrette with invited City officials and the public; and
Meeting with the Chief of Police and Traffic Safety Officer.
This section summarizes the findings of the assessment of existing corridor conditions.
King Street is a four -lane roadway with a curb -to -curb roadway width varying from 54 to
60 feet (typically a four -lane roadway is 48 to 52 feet wide, but can be as narrow as 44
feet). The roadway is a key gateway to the downtown area from the north. There are five
signalized intersections and three unsignalized intersections along the mile corridor. One
intersection is under flashing signal control. The intersections are:
King Street (Route 5/10) at Damon Road /Bridge Street (signal control)
King Street at Barrett Street (signal control)
King Street at Carlon Drive (flasshing signal control)
King Street at Stop Shop Drive (signal control)
King Street at Church Street (stop control)
King Street at Hooker Avenue (stop control)
King Street at Finn Street (signal control)
King Street at Myrtle. Street (stop control)
King Street at Summer Street /North Street (signal control)
In addition to the nine intersections, numerous driveways along both sides of the roadway
serve the many businesses along the corridor. Parking is restricted along the majority of the
corridor; except toward the southern end of the study area, where four on -street parking spaces
are available. Poorly delineated lane markings and lane use restrictions add a degree of
confusion to corridor operations.
The posted speed limit is 30 miles per hour (mph), although some vehicles were observed to be
traveling faster. (VHB used the floating car method to determine travel speed, traveling at the
speed of the vehicles on the roadway); However, discussions with the Northampton Police
Department indicate that they feel, in general, that speed is not an issue along the corridor,
especially during the peak commuting hours, when heavier traffic prevents vehicles from being
able to travel above the speed limit.
mawatr\ ts\ 08673 \docs memos \King Street Final Report.doc
2
In the future, the City seeks to limit the number of access points provided along King Street.
Already underway, they are requiring new developments to work with adjacent property
owners to consolidate driveways wherever possible. The City is also looking for safe and
efficient ways to provide bicycle and pedestrian accommodations along the length of the
corridor..
Observed Traffic Conditions
Information provided in the Hill. and Dale Mall Redevelopment Study, the Northampton
Transportation Plan, and the Connecticut River Crossing Transportation Study show 24 -hour
automatic traffic recorder (ATR) volumes along King Street in the range of 16,000 to 22,000
vehicles per day (vpd), depending upon location. A summary of the available weekday daily
traffic volumes is presented in Table 1.
Table 1
Existing Weekday Traffic Volume Summary
Location Weekday Daily Traffic
North King Street, immediately north of Damon Road (2002)
King Street at the Hill and Dale Mall (1999)
King Street, immediately south of Barrett Street (1999)
King Street, immediately south of North Street (2002)
Source: Shops of Northampton Traffic Impact Study Fuss O'Neill, April 2003 ;:Northampton Transportation Plan,
PVPC, May 2002; CT River Crossing Study, VHB 2003
1 Daily traffic vclumes,expressed in vehicles per day.
Peak Period Traffic Demands
Volume (vpd)
21,200
19,000
22,000
16,000
Various studies along the corridor also provide peak period turning movement counts (TMCs)
and level of service (LOS) analysis at study area intersections. Traffic demands vary
throughout the day but generally peak in the late afternoon /early evening period. The most
recently available evening peak hour traffic volumes are provided in the Appendix to this
report. The average peak hour traffic flow ranges from 850 to 1,050 vehicles per hour per
direction along King Street.
Date: December 16, 2003
Project No.: 08673
Driveway Access
Land use along the corridor is zoned as highway business, with a small residential section
along the west side of King Street in the southern part of the study area. Land uses
surrounding the corridor are mainly residential to the west and southeast, and
commercial /industrial to the east.
The King Street corridor provides driveway access to many local businesses. Approximately 57
driveways exist within the one -mile study area limits, or about a driveway every 100 feet, on
average. In several locations, driveways are very closely spaced together and at some locations
provide multiple access to one business. The majority of driveways provide full access to /from
King Street (left and right -turns are permitted into and out of the driveway).
The crash data provided by the Massachusetts Highway Department (summarized below)
show 150 crashes occurred at unknown locations along King Street within the study area. It is
likely that a majority of these crashes occurred at driveway locations throughout the corridor.
Studies have shown that crashes increase along a corridor with the number of driveways (e.g. a
corridor with 60 access points per mile is likely to have a crash rate three times greater than a
corridor with 10 access points per mile) Better planned driveways should be well spaced
(desirably a minimum of 250 feet apart) and provide access to multiple businesses from a single
location. Where possible, access should be provided off of a side street instead of directly onto
King Street. Incremental improvements to access management /control are desirable outcomes
of redevelopment projects along the corridor in the future.
Driveway Access to the Agway Retail Store
1 "Impacts of Access Management Techniques NCHP.P Report 420, Transportation Research Board, 1999.
\mawatr \ts \08673 \dots \memos \King Street Final Report.doc
3
Pedestrian Accommodation
The King Street Corridor is a moderate to lightly traveled pedestrian corridor. It is worth
noting that the current land use mix and pedestrian environment do not encourage walking.
Pedestrians were observed more on the west side of the corridor traveling to /from residential
areas to the west. Pedestrians are occasionally forced to cross King Street at unmarked
locations due to the lack of pedestrian crossings. The bike path located adjacent to Stop Shop
attracts both bicycle and pedestrian traffic to the corridor. As the projects slated for
development move forward, it is likely that pedestrian activity will also increase.
A full sidewalk is provided on both sides of the roadway for the entire length of the corridor.
The width of the sidewalk varies greatly and is less than four -feet in some locations. These
narrow sidewalks do not meet the requirements established by the Americans with Disabilities
Act (ADA). The majority of wheelchair ramps located at the intersections along King Street are
also not ADA compliant.
There are currently four crosswalks across King Street within the study area at Barrett Street,
Stop Shop, Finn Street, and at North Street. Although these crosswalks are provided at
signalized intersections, pedestrian crossing phases (either exclusive or concurrent) are not
provided at the traffic signals. Crosswalks also exist along the majority of minor street
approaches at signalized intersections. None of these crosswalks are provided with a protected
pedestrian crossing phase.
Planned Pedestrian Crossings
There are current plans to provide pedestrian crossing accommodations at two locations within
the corridor. A pedestrian phase at the existing Stop Shop traffic signal has been designed
and is out to bid for construction. The Hill and Dale Mall redevelopment plan includes a traffic
signal at the main driveway that will have full pedestrian accommodations and provide a
protected crossing of King Street. These two locations will provide pedestrians with a safe
King Street crossing to the north and center of the study area; however, they are not sufficiently
close enough to prevent illegal crossings elsewhere. (As a general rule of thumb, 400 to 800 feet
are cited as a reasonable spacing between crossing locations).
ADA Compliance
As mentioned above, portions ofthe sidewalk and many wheelchair curb ramps do not comply
with the Americans with Disabilities Act. The corridor should provide a minimum of five -foot
sidewalks. This width allows two pedestrians (including wheelchair users) to walk side by
side, or to pass each other comfortably. It also allows two pedestrians to pass a third pedestrian
without leaving the sidewalk. The minimum clear width requirement is four -foot six-inch
sidewalks, with a minimum of 3 -feet of clearance around obstructions such as light /utility
poles and traffic signal cabinets. Where the clearance width is less than five -feet, a five -foot
square area of sidewalk must be provided at 200 feet intervals or less.
Date: December 16, 2003
Project No.: 08673
Curb ramps at crosswalks should be a minimum of three -feet wide (exclusive of flares) and
should be parallel with the direction of travel. At locations where there is a four -foot clearance
between the bottom of the ramp and the far crosswalk line, one apex (corner) ramp is
acceptable. Otherwise, two ramps must be provided at each corner.
Massachusetts's regulations state that if a sidewalk is placed less than two feet from the road
pavement, curbing must be used on the edge of the road. However, if enough right -of -way
exists to provide at least two feet minimum of separation between the road and sidewalk,
curbing could be avoided. A 4 to 5 -foot separation between the sidewalk and the roadway is
desirable to the extent feasible. This separation enhances safety and is aesthetically more
pleasing to the pedestrian, particularly if trees are retained between the road and sidewalk.
The ADA principles outlined above can be found in detail in the Appendix along with typical
cross section diagrams. None of the signalized intersections within the study area appear to
completely meet ADA standards.
In the future, it is desirable for King Street to feature:
Sidewalks that meet ADA requirements;
Protected pedestrian crossings of King Street spaced a maximum of 800 feet apart;
ADA compliant ramps at intersections; and
More pedestrian- related amenities /streetscape features.
\mawatr \ts \08673 \dots memos \King Street Final Report.doc
Pedestrian observed crossing King Street at unmarked
location, south of Stop Shop
Bicycle Access
There are currently no formal bicycle accommodations along the King Street corridor.
Bicyclists were observed traveling the corridor either on the sidewalk, in the roadway against
the curb, or in the right -most travel lane. All three alternatives can be dangerous for bicyclists,
motorists, or pedestrians. With the numerous driveways along the corridor, riding along the
curb or on the sidewalk can obstruct the bicycle from the view of motorists trying to exit the
driveways. Additionally, riding in the traffic lane could pose a danger as through vehicles
attempt to maneuver around turning vehicles and bicyclists.
In the future, more space designated for bicyclists within the roadway cross section is generally
the preferred treatment to better accommodate adults and more confident bicyclists. (Children
and less experienced riders will still gravitate to the sidewalk).
As part of the Stop Shop development, a bikeway was constructed to connect the Manhan
Trail with King Street. This dedicated way runs along the backside of the parking lot, down the
southern side of Liquors 44, and across the front of the property. A pedestrian walkway runs
through the parking lot immediately adjacent to Stop Shop. Both paths currently end at the
main driveway.
Planned Bicycle Accommodations
Final design plans for a connection over King Street and extension of the Manhan bike trail
along the railroad right of way have been completed. These plans call for a bridge structure for
the King Street crossing. An interim crossing provision will be provided by the new signal
accommodations at Stop Shop, although the means of connecting this crossing to the
Manhan Rail Trail to the east remains unresolved (see later discussion).
Transit
Two buses currently travel along King Street. The Pioneer Valley Transit Authority (PVTA)
Red 44 bus runs along King Street between Barrett Street and Main Street and the Franklin
Regional Transit Authority (FRTA) Valley Route runs north along the length of the study area
as it travels from the Academy of Music to Court Square in Greenfield. There are no dedicated
bus stops for either bus along the corridor. However, both services operate on a flag system
and will stop to pick up passengers if flagged down. The City of Northampton is currently
working with the PVTA and FRTA to abolish the flag system and provide system service only
at dedicated bus stops. It is envisioned that in the future, King Street will have well defined,
visible transit stops.
Date: December 16, 2003
Project No.: 08673
Safety
Bicyclist heading north on King Street
In order to identify crash trends, safety concerns, and /or roadway deficiencies within the study
area, crash data were obtained from the Massachusetts Highway Department MassHighway)
for the three -year period from January 1, 1999 to December 31, 2001 (the most recent data
available): A sun -unary of data is presented in: Table 2:
A total of 110 crashes have occurred at the study area intersections between January 1,1999 and
December 31, 2001. The highest incidence was experienced at King Street and Damon Road
where 31 collisions were recorded. The next highest incidence was at King Street and Barrett
Street (20 crashes), followed by King Street and Finn Street (20 crashes), and King Street and
North /Summer Street (15 crashes). The state records show that an additional 150 crashes
occurred somewhere along King Street over the three -year period. While it is not possible to
pinpoint the location of these crashes, it is likely that they occurred at the many driveways
within the corridor. Approximately 43 percent of all (260) crashes involved personal injury.
One fatality occurred during 2000 at the intersection of King Street and Carlon Drive. Due to
the limited data available through MassHighway, the City of Northampton Police Department
was contacted to identify any crash trends that have occurred during 2002 and 2003. Based on
the 2003 City data available and discussions with the City's Police Chief and Traffic Safety
Officer, no new crash trends have developed over the past two years. However, there was an
additional fatality at the intersection of King Street and Carlon Drive. The police department
does not feel that the fatalities at this intersection are due to a geometric deficiency or reckless
driving, but rather to extenuating circumstances such as sudden illness in one case and poor
weather in the other. No citations were issued at either of the collisions. The 2003 data is
provided in the Appendix to this report.
\mawetr \ts \08673 \docs memos \King Street Final Reportdoc
Based on the MassHighway data, the majority of crashes at the above locations are of the angle
or rear -end type. Angle -type crashes are indicative of vehicles turning onto a higher- speed/
high volume major roadway from uncontrolled driveways or minor intersections, or turning
traffic conflicting with through traffic at signalized intersections or driveways. Rear -end
crashes are often indicative of turning movements from the major roadways into driveways or
side streets along a corridor. Often these vehicles are attempting to turn and the vehicle behind
them either does not slow in enough time, or advances thinking that the turning vehicle has
already proceeded. The relatively high number of personal injury collisions occurring at study
area intersections may also be attributed to the volume and speed of traffic driving the corridor.
MassHighway has prepared a list of the top 1,000 high crash locations through the entire state
of Massachusetts. The most current list (2002) compiles data from 1997, 1998, and 1999. Within
the study area, the intersection of Damon Road and King Street appears on the. list 2
To better understand the safety conditions along a corridor, crash rates are calculated based on
the number of crashes at an intersection and the volume of traffic traveling through that
intersection on a daily basis. Rates that exceed the statewide average could indicate safety or
geometric issues at an intersection. The 2003 statewide crash rate is 0.66 for an unsignalized
intersection and 0.87 for a signalized intersection. These rates imply that on average 0.66
crashes occur per million entering vehicles at unsignalized intersections throughout the state of
Massachusetts and 0.87 crashes occur per million entering vehicles at signalized intersections.
The City of Northampton is part of MassHighway District 2. District 2 crash rate averages for
2003 are 0.87 for unsignali7ed intersections and 1.02 for signalized intersections. None of the
intersections within the study area exceed the statewide or_ District 2 average crash rates and,
therefore, would not be eligible for safety improvement funding or given high priority for
safety mitigation actions
There have been six reported pedestrian collisions along King Street between January 1999 and
December 2001. Three of them have occurred at study area intersections. The locations of the
other three are not clear from the available data. One collision resulted in a fatality (at Carlon
Drive as discussed above). The majority of these collisions (including the fatality) occurred
during daylight hours under clear skies, indicating that weather was not a factor. Historic
crash data provided by the Massachusetts Highway department shows that an additional 23
pedestrian collisions have occurred since 1990. Discussions with the Northampton Police
Department indicate that a majority of these collisions are the result of pedestrians trying to
cross King Street where a protected crosswalk does not exist, thereby creating a dangerous
situation for themselves. Regardless, the number of pedestrian collisions indicates that
protected pedestrian crossings are desirable throughout the corridor.
There were two bicycle related collisions reported along the corridor between January 1999 and
December 2001- one occurring at Finn Street and the other at Stop Shop. Neither of these
collisions resulted in a fatality. Historic crash data shows an additional 13 bicycle collisions
since 1990. These collisions happen at various unspecified locations throughout the corridor
and reinforce safety concerns for bicycles along King Street. (There is a general need to have
crash data better referenced geographically in the future for a more thorough safety analysis).
2 High Crash Intersection Report. Prepared by the MassHighway Safety Management Unit.2002.
Date: December 16, 2003
Project No.: 08673
Table 2
Cr Experience Summary
Year
1999 12 7 4 5 3 9 0 7 47
2000 9 9 1 5 2 9 0 4 39
2001 10 4 1 2 0 2 1 4 24
Total 31 20 6 12 5 20 1 15 110
Collision Type
Angle 16 7 1 9 1 8 0 9 51
Head -on 1 1 1 0 0 1 0 0 4
Rear -end 11 11 2 3 3 8 1 4 43
Unknown 3 1 2 2 1 3 0 2 13
Total 31 20 6 12 5 20 1 15 110
Severity
Fatality
Injury Crash
Property Only
SCHOOL BUS
Total
King Street at
Damon Summer
Road/ Street/
Bridge Barrett Carlon_ Stop Hooker Finn Myrtle North
Road Street Drive Shop Avenue Street Street Street Total
0 0 1 0 0 0 0 0 1
11 10 4 3 4 9 1 5 47
19 10 1 9 1 11 0 10 61
1 0 0 0 0 0 0 0 1
31 20 6 12 5 20 1 15 110
Time of day
7:00 AM 9:00 AM 0 1 1 0 0 1 0 2 5
9:01 AM 3:59 PM 23 •16 2 8 2 12 1 7 71
4:00 PM 6:00 PM 4 0 3 2 2 2 0 2 15
6:01 PM 6:59 AM 4 3 0 2 1 5 0 4 19
Total 31 20 6 12 5 20 1 15 110
Day of Week
Monday -Friday 23 15 6 11 5 17 1 11 89
Saturday- Sunday 8 5 0 1 0 3 0 4 21
Total 31 20 6 12 5 20 1 15 110
Pavement Conditions
Dry 23 17 6 '11 4 13 1 12 87
Wet 7 3 0 0 1 6 0 2 19
Snowy 0 0 0 1 0 0 0 1 2
Icy 0 0 0 0 0 0 0 0 0
Unknown 1 0 0 0 0 1 0 0 2
Total 31 20 6 12 5 20 1 15 110
MassHighway Crash 0.82 0.80 NA 0.43 0.20 0.69 NA NA
Rate
Source: Compiled by VHB from data provided by the Massachusetts Highway Department
\mawatr \ts \08673 \dots memos \King Street Final Reportdoc
Date: December 16, 2003 7
Project No.: 08673
ALTERNATIVES DEVELOPMENT
Based on the existing conditions assessment and charrette, VHB developed various alternatives
that address the constraints of the corridor. These alternatives, summarized below, provide
various options for allocation of roadway right-of-way and the accommodation of all modes of
transportation.
King Street Opportunities and Constraints
A summary of the existing opportunities and constraints found within the King Street corridor
are provided in Figures 2 and 3. These issues and opportunities can generally be summarized
in the following four categories.
Gateways
A gateway along a corridor creates a focal point indicating a change in land use or the
characteristic of the roadway. It creates a sense of arrival at a destination or special place. It can
occur at a node (intersection) or linearly, and can consist of landscaping, period lighting,
and /or aesthetic signage, intersection or roadway treatment, or a roundabout. For the King
Street corridor:
The lack of gateways into the corridor or downtown reinforces the highway, rather
than a sense of place.
The lack of gateways is a missed opportunity to create an identity for the corridor
and calm traffic.
Logical nodes and right-of-way (ROW) exist to create gateways.
Competing Interests
There are many demands placed on the corridor that require special consideration:
.Accommodating access for motorists, pedestrians, and bicycles requires an
appropriate allocation of space within the ROW.
There is a need to address both through (regional) traffic and traffic destined for
corridor businesses.
There is a need to accommodate pedestrian and bicycle traffic traveling both
north /south and east /west.
Safety
Improvements need to enhance the safety of the corridor for all users:
The multitude of access points along King Street has contributed to the frequency of
crashes along the corridor.
No pedestrian crossings or bike lanes exist on King Street.
The lack of well- defined lane markings adds confusion for the motorist.
For the most part, adequate ROW exists to improve transportation conditions.
\mawatr \ts \08673 \does \memos \King Street Final Reportdoc
Aesthetics (Visual Relief and Unifying Elementst
As the corridor has evolved, it has failed to become a comfortable place for people or motorists:
There is an inconsistent use of streetscape features along the corridor and limited
pedestrian amenities.
King Street lacks significant green space or "visual oases" from commercial
development and paved areas.
Signage, directional information, and advertising add to roadway clutter.
In the future, the significant portion of the corridor that is ripe for redevelopment offers
tremendous opportunity to:
Demonstrate the principles of good access management;
Improve bicycle /pedestrian accommodations;
Improve corridor aesthetics through:
creation of gateways /corridor identity,
d placement of buildings closer to the street,
providing green relief,
reducing corridor scale to a more people oriented level, and
unifying corridor appearance through signage and streetscape.
The blueprint for King Street needs to be cognizant of all of these factors.
co
To
f2
s
E
Utilize portion of RR ROW for
bikeway
Strengthen introduction
to corridor
Strengthen introduction to
corridor and downtown
Corridor Issu
Accommodating:
Multiple, often competing
objectives /needs
Commerce
Economic development
Aesthetics
Safety /comfort
Aerial Map: 2001 MassGIS
Link properties and reduce
curb cuts
orridorWidelssue
Improving pedestrian
experience /bicycle safety
within an automobile
dominated corridor
Traffic Movements
Multitude of Curb Cuts
Psychological Comfort
Relocation options
Demonstrate principles
Linkages to neighborhoods
Provide green relief
Buildings on the street
Corridor Wide Issue
Paved vs. Green:
Need to provide
oases /visual relief
orridor Wtde Issu
Density of traffic signals along
the corridor
orndor-Wide Issue-
Balancing Information Needs:
Business identity, directional
information, advertising
orridnr =Wide Issue
Lack of unifying elements,
sense of arrival
Create pedestrian nodes/
oases at signalized
intersections
Use signalized intersections
and improvements to define
smaller "precincts" within
corridor
orcndor Wide.lssue
Lack of protected pedestrian
crossings
orndorWideissue
Bicycle trail connectivity
across King Street
Create pedestrian oasis with
seating, shade trees
oorrdor Wide Issue
Overhead Utilities
Bike access across
King Street to Manhan
and Norwottuck Rail Trails
Adequate ROW (80') to
accomplish meaningful results
Corridor Issue.
Erratic Building Alignment:
"solids and voids"
Reinforce gateway /transition
to downtown
Figure 2
Opportunities and Constraints
"Creating a District"
King Street Corridor Study
Northampton, Massachusetts
South S t n
Apps i Ill 1 Jcrt'n
Gateways
Bicycle Pedestrian Access
Competing Interests
E'alancing _niveting
Cur�rii �J r PrclLc-Ilcniitv
F_ri_ ti :ani Safst
Safety
Bicycle Safety
"No Man's Land Providing Psychological Comfort for Pedestrians
Visual Relief
Visual Relief
Grassed Setbacks Provide Visual R-
To Plant or Not to Plant?
Absence Of Unri..g ter
Unifying Elements
Need for Uniform Light Standards
Figure 3
Opportunities and Constraints
"Creating a District"
King Street Corridor Study
Northampton, Massachusetts
Date: December 16, 2003 10
Project No.: 08673
Alternatives Considered
The next several pages discuss alternatives for improving King Street to generally accomplish
the following goals:
Center Planted Median
Determine the most effective allocation of right-of-way to accommodate the future
needs of all users, motorists, pedestrians, and bicycles;
Determine the most effective allocation of right -of -way to accommodate current and
future traffic demands along the corridor;
Define other access improvements to improve safety while maintaining visibility for
access points at adjacent land uses;
Ensure improvements maintain visibility of adjacent businesses
Create a "sense of place" through improved corridor aesthetics that reinforces King
Street's importance in the community; and
Provide for a healthy business climate, today and in the future.
Right of Way Reallocation
Four improvement alternatives that examine reallocation of the pavement width /right -of -way
have been investigated as part of this study. King Street, today, generally features a 54 to
60 -foot pavement width within about an 80 -foot right of way. These dimensions are prevalent
throughout the corridor; however, they do narrow at both ends of the study area. The cross
section of each alternative is modified, as necessary, to be accommodated within the existing
right of way. The four alternatives include:
Center .Planted Median,
Offset Roadway
Bicycle /Pedestrian Zone
Center two -way left -turn lane (TWLTL)
Each alternative is described and illustrated below. A matrix evaluation of the different
alternatives is provided in the next section of this report.
The Center Planted Median Alternative is shown in Figure 4. This alternative proposes to
convert the four /five -lane King Street to a median divided boulevard. As such, a 14 -foot
median would be constructed down the center of the roadway. This alternative maintains two
travel lanes in each direction along King, Street. These lanes are narrowed to 11 -foot inside
lanes and 12 -foot outside lanes. The median would break at strategic locations, such as at major
intersections with left turn lanes, to allow for left- turns and U- turns. Tree, shrubs, and flowers
would be planted within the median to create a gateway to the downtown area. Banners and
ornamental lighting can also be used to accent the transition from the highway into the
downtown and help create a sense of place. A ten -foot width would be provided on either side
of the roadway for a grass strip and sidewalk. Bicycles would be accommodated off -road or
within the travel lane, with crossings provided at signalized intersections.
\mawatr\ is \08673 \docs memos \King Street Final Reportdoc
Advantages
Narrow lanes can slow traffic
Improves safety through reduced traffic conflicts
Pedestrian crossing length is shortened and a refuge is created (which could allow
for uncontrolled crossings)
Creates gateway to downtown and a unifying element to the corridor
Disadvantages
Movements into and out of intermediate driveways are restricted to
right -in /right -out
Bicycles are not specifically accommodated within the right of way
Potential for illegal U -turns at unauthorized intersections
Requires major reconstruction along the corridor
May negatively impact adjacent commercial land uses
Offset Roadway
The Offset Roadway Alternative is shown in Figure 5. This alternative offsets the roadway to
one side within the right of way (this would likely be the east side), providing approximately
11 -feet for a grass strip and sidewalk on that side. Similar to the Center Planted Median, this
alternative maintains two travel lanes in each direction 10-foot inside lanes and 12 -foot
outside lanes. The opposite side of the roadway would provide approximately 25 -feet for an
expanded pedestrian zone. This zone would have a 10 -foot walkway /bikeway as well as 15
feet of space for plantings and a buffer zone from the road. Banners and ornamental lighting
can also be used to accent the transition from the highway into the downtown.
Advantages
Narrow lanes can slow traffic
Pedestrian crossing length is shortened
Bicycles and pedestrians are accommodated within the right of way via a
multi- purpose path
Addresses Manhan Rail Trail crossing alignment at -grade
Creates a meaningful streetscape /pedestrian zone
Disadvantages
Need to relocate utilities in some areas
Full access still permitted at many driveways (including left-turns which have a
greater potential to create vehicular conflicts)
Requires major reconstruction along the corridor
Figure 4
Center Planted Median Alternative
"Creating a District"
King Street Corridor Study
Northampton, Massachusetts
Figure 5
Offset Roadway Alternative
"Creating a District"
King Street Corridor Study
Northampton, Massachusetts
Date: December 16, 2003 13
Project No.: 08673
Center Turn Lane
The Center Turn Lane Alternative would provide one travel lane in each direction along King
Street (see Figure 6). A third, center lane would be provided to accommodate vehicles turning
into the many driveways. The travel lanes for this alternative would each be 14 feet wide with
a 14 -foot center turn lane. There would be approximately 20 feet remaining on each side of the
roadway to accommodate a grass planting strip and sidewalks. Alternatively, these 20 feet
could be used to accommodate on road bicycle lanes and /or parking.
Advantages
Left-turns are removed from traffic stream
Bicycles can be accommodated within the right of way, if desired
Opportunity for on -street parking, if desired
Disadvantages
Loss of lane could potentially result in significant traffic congestion
King Street traffic delays could mean additional traffic diversions through
neighborhoods (Jackson Street, Industrial Drive, North Street)
Reduction in travel lane limits redevelopment potential along corridor
Full access still permitted at many driveways
King Street traffic volumes under existing conditions (ranging from 19,000 to 22,000 vehicles
per day over most of the corridor) are at the upper threshold of capacity for a three -lane
cross section (generally considered when daily volumes are less than 20,000 vehicles per day)
Implementing this alternative potentially forecloses on redevelopment opportunities along the
corridor in the future.
Four -lane King Street
Figure 6
King Street Center Turn Lane
\mawatr \ts \08673 \docs \memos \King Street Final Report.doc-
Three -lane King Street
Bicycle /Pedestrian Zone
The Bicycle /Pedestrian Zone Alternative is shown in Figure 7: This alternative also maintains a
four -lane cross section, providing approximately two 11 -foot travel lanes in each direction.
These narrower travel lanes allow for the provision of approximately a five -foot bike lanes on
each side of the roadway within the existing cross section. An additional 12 -feet (varies) would
be available on each side to accommodate a grass strip for plantings and a sidewalk.
Advantages
Provides visible, dedicated space for bicyclists within roadway
Narrower lanes and bike lanes can slow traffic
Maintains through traffic capacity
Bicycles are accommodated within the right of way
Disadvantages
Full access still permitted at many driveways (including left-turns which have a
greater potential to create vehicular conflicts)
Number of turning locations adversely affects provision of bike lane
Some reconstruction along King Street is required
Additional Alternatives
There are several additional improvement alternatives that were investigated as part of this
study that do not include major reconstruction of the entire corridor. These improvements
include:
The iraplicatioris of these alternatives are described below.
Intersection Treatments
Intersection treatments;
Pedestrian accommodation at intersections;
Bicycle crossing at Manhan Rail Trail:
Access management improvements;
Corridor -wide traffic signal coordination; and
Installation of a modern roundabout
As part of any cross sectional alternative, more attention should be paid to key nodes along the
corridor. At key intersections, special crosswalk treatments, street trees, paving techniques,
lighting, and benches could help emphasize the transition from the highway into the
downtown. These treatments would also be helpful to define smaller "precincts" within the
corridor. A typical intersection treatment would feature:
Controlled pedestrian crosswalks on all approaches (see discussion below);
ADA compliant ramps, sidewalks, and traffic control;
Well defined curb space with pedestrian refuge area and streetscape features and
lighting; and
Far side bus stops (if possible) at key nodes.
1 mee7htr mit
Figure 7
Improve Pedestrian /Bicycle Zone Alternative
"Creating a District"
King Street Corridor Study
Northampton, Massachusetts
Date: December 16, 2003 15
Project No.: 08673
Bicycle Crossing at Manhan Rail Trail
3 Alternative Treatments for At -Grade Pedestrian Crossings, Institute of Transportation Engineers (111:) 2001
\mawatr \ts \08673 \dots memos \King Street Final Reportdoc
Pedestrian Accommodation at Intersections
As part of this study, pedestrian phases at signalized crosswalks and the feasibility of marked
crosswalks at unprotected locations were investigated. Research shows that the number of
pedestrian related traffic crashes increases along roadways with unprotected, marked
crosswalks when the average daily traffic volume (ADT) exceeds 10,000 vehicles (remember,
King Street ADT ranges from 16,000 to 22,000). In addition, several resources for pedestrian
accommodation recommend that unprotected crosswalks (crossings without traffic control or
refuge islands) be limited to two -lane roadways. This research, combined with the pedestrian
crash experience and illegal crossings observed along the corridor, indicate the need for
protected pedestrian crossings.
To give the pedestrian ample opportunity to cross King Street, it would be desirable to
incorporate a crosswalk and pedestrian phase into all signalized intersections. As part of
ongoing projects, the planned upgrade to the existing traffic signal at Stop Shop and the
proposed traffic signal at Hill and Dale Mall will both include exclusive pedestrian phases.
Although providing an exclusive pedestrian phase can increase delay' for vehicles at
intersections, it will improve pedestrian safety along the corridor.
Key to the success of implementing this improvement is an appropriate spacing of future
crossing locations along the corridor (strategically located based on travel paths and spaced a
maximum of 800 feet apart). The location of existing and future traffic signals along the
corridor is such that these objectives can be reasonably accomplished, as described further
below.
As previously mentioned, final design plans for the extension of the Manhan Rail Trail call for a
bridge structure at the King Street crossing. An interim crossing provision will be provided by
new signal accommodations at Stop Shop, although the means of connecting this
crossing to the Manhan Rail Trail to the east remains unresolved. Given funding
concerns for the trail project, this study reviewed several options for making an at-
grade connection a more permanent alternative, if possible, to the bridge treatment
planned. While a number of options were considered, the -most promising included:
Continuing the bikeway between Spoleto's and the Pot Pourri Mall and connecting
to the bike right -of -way. This option requires right -of way acquisition and
demolition of the back third of the Back to Work Center building. Given these
constraints, this option was discounted. (If this site becomes slated for
redevelopment, however, this would become the preferred route).
Regrading and paving (with textured surface treatments) the front of the Spoleto's
site to create space for an 8 to 10 -foot shared path (while retaining the circulation
pattern around Spoleto's). Bicyclists would then be routed south to the beginning of
the Hess property and then east to the bikeway right -of -way. This option appears
viable from an engineering standpoint, but does require easements from both the
Spoleto's and Hess property owners. Discussions with the property owners would
be the logical next step for this option.
The last option worth considering is the extension of the raised median south from
the Stop Shop driveway to Church Street, with the provision of a median
pedestrian refuge area at an at-grade crossing in the vicinity of Church Street and
the southern limits of Mass Electric property. (This location would be signed and
well-lit but not signalized. Utilization would need to be monitored to evaluate the
need for a pedestrian signal in the future). Minor widening. of King Street would
likely be required on the west side, but it appears that this can be accomplished
within the existing right -of -way. Modification of the current easement with Mass
Electric would also be required. More engineering is required (with better base
mapping) to understand the full extent of the improvements needed to accomplish
this connection.
Access Management Improvements
Many driveway curb cuts and five signalized intersections exist along the one -mile length of
the corridor. Many studies have verified the correlation between crash frequency and the
number of driveways and intersections along arterial corridors. A well- managed corridor in
this type of setting, from an access perspective, would provide a maximum of 20 to 30 access
points per mile. The King Street corridor currently has twice that number. To the extent
possible, driveway access should be limited along King Street. This is important not just from
the motorists' perspective but also reduces potential conflicts with bicycles and pedestrians.
This could be accomplished with the installation of a center median and /or by driveway
consolidation as redevelopment of the corridor. occurs. Where multiple,driveways exist for one
business, the number should be reduced to one driveway or two with one -way in /one -way out
access restrictions. Wherever possible, driveway access should be shared by multiple
businesses or provided off of existing side streets.
With respect to overall mobility, an arterial of this type would also have a maximum of four (4)
to eight (8) traffic control signals per mile, appropriately spaced along the corridor. King Street
already has five traffic signals along its length and one flashing beacon. A sixth traffic signal is
currently proposed at the site of the old Hill and Dale Mall. As a result, the King Street corridor
is pretty well saturated with traffic signals. All major redevelopment projects along the
corridor should strive to integrate their access /egress locations into one of these pre existing or
planned traffic signals.
Corridor -wide traffic signal coordination
With regard to overall traffic signal coordination and management, a field inventory of the five
existing signalized intersections along the corridor was conducted in October 2003. This
inventory was completed to help identify the necessary steps for future traffic signal
coordination along the corridor. A coordinated system can minimize the number of stops that
through traffic along the corridor would have to make and can also reinforce the 30 mph speed
limit by timing traffic signals so that a vehicle in progression can travel the corridor
Date: December 16, 2003 16
Project No.: 08673
uninterrupted at 30 mph. It is anticipated that as many as two additional signals could be
added to this coordination, as necessary, in the future. These two locations are the Hill and
Dale Mall and Carlon Drive (currently a flashing signal) In addition, redevelopment
opportunities along the corridor may alter the current traffic signal at Finn Street to provide
time for a new site driveway located directly across from Finn Street: While traffic signal
warrants and associated analysis would need to be performed, (to determine if fully
operational traffic signals are required at these locations) the optimal design for access to these
new developments would align them directly across from Carlon Drive and Finn Street to
provide for four -way traffic signals.
To implement a coordinated signal system along King Street in the future, south of the Bridge
Road /Damon Road intersection, traffic signal equipment upgrades will be required at Barrett
Street and at Carlon Street (should this signal be deemed warranted). An equipment upgrade
would also be required at the Stop Shop driveway should one not be provided as part of the
pedestrian improvements slated at that location. In addition, loop detection is recommended
on the local street approaches of Finn Street and North Street and a southbound lead phase
could also be desirable at North Street. A more detailed intersection analysis of King Street and
North Street (including a data collection effort) is necessary to identify the need for a
southbound lead phase at that location.
Installation of a Modern Roundabout
The feasibility of a modern roundabout was investigated at all intersections within the study
area. Roundabouts are channelized intersections where traffic moves in a one -way direction
around a raised central island that is usually circular in shape. They should be fitted to the
characteristics of the intersection and designed so that emergency- vehicles and trucks can easily
navigate the circle. A mounted curb is sometimes used to provide enough room for the trucks
to negotiate the circle. Typically, the right of way is designated to those vehicles inside the
roundabout and entering vehicles must yield. This operation allows free- flowing movement on
the circular roadway, while minimizing the delay for entering vehicles.
Modern roundabouts should not be confused with the infamous New England rotary. Rotaries
are typically very large (300 to 600 feet in diameter) creating a high -speed environment that can
result in high crash rates and low capacity. Modern roundabouts have a much more compact
design (100 to 250 feet in diameter) and their geometry dictates vehicle speeds of between 12
and 20 mph approaching and through the intersection. Crash rates for single lane roundabouts
have been shown to be considerably lower than any other type of intersection control, and,
although the addition of an additional lane in the roundabout brings crash rates closer to those
of traffic signals, the low speed environment tends to keep the severity of those crashes to
property damage only. Improvements in pedestrian safety is seen particularly at single lane
roundabouts due to the simplification of the crossing as the pedestrian crosses one direction of
traffic at a time. At two lane roundabouts, the safety benefits are reduced somewhat. The
visually impaired community has raised some concern towards roundabouts. Those concerns
include trouble finding the crossing points and then determining when it is safe to cross due to
4 Plans to convert Carlon Drive to a full traffic signal hinge on redevelopment plans at the currently vacant Ponderosa Steakhouse and defunct plumbing supply
store (both located on King Street opposite Carlon Drive)
\mawatr \ts \08673 \does memos \King Street Final Report.doc
the noise of circulating traffic masking vehicles stopped at the crosswalk. Good design can
solve the first problem and research is currently being conducted to develop measures to assist
with the second. Safety of bicyclists at roundabouts has seen mixed results. The general
consensus is that bike lanes should not be marked around the circulating roadway of a
roundabout and in higher volume roundabouts an off road option should be provided.
Due to the current right of way limits along the King Street corridor, a modern roundabout
could not be placed at any of the current intersections without significant land takings. If
future signalized intersection improvements require the addition of more turning lanes and
require expanding the right of way, a roundabout option should also be considered and the
overall impacts of both should be compared.
Date: December 16, 2003 17
Project 08673
A "BLUEPRINT FOR THE FUTURE"
Heavy traffic volume, numerous driveways, high crash experience, and the lack of pedestrian
and bicycle accommodations all indicate that King Street is not functioning as the kind of
community resource that it has the potential to be. The King Street corridor is in need of "a
vision" that can guide redevelopment along the corridor. This vision would achieve an
effective allocation of right of way to accommodate the needs of all users, motorized and non-
motorized, while serving the access needs of adjacent land uses.. This vision would also
embrace many principles of good access management, traffic management, and context
sensitive design.
The challenge facing King Street is to identify and provide the transportation infrastructure
needed to support and enhance it as a destination corridor, a gateway to the downtown center,
and a vibrant neighborhood. The alternatives considered identify potential localized and
corridor -wide enhancements that will help improve the operations and safety for all users,
while at the same time preserving the character of the area. Corridor recommendations are
provided in Figure 8. An evaluation matrix associated with the potential alternatives (presented
in Table 3) was used to shape the'corridor recommendations.
The recommendations presented herein will undoubtedly require further discussion among the
Northampton Office of Planning Development, the City's Transportation Advisory
Committee, and interested stakeholders. Upon reaching consensus on the ultimate plan, action
items should then be prioritized into a phased implementation plan.
Near -Term Actions
There are a number of near -term actions that the City of Northampton should implement along
the King Street Corridor regardless of the larger scale vision for the corridor. These more
immediate actions could be completed over the next two to five years, and in many ways are
concepts already embraced by the City. They include:
Seek to reduce the number of curb cuts along King Street in half. As opportunities
arise, the City should consider restricting driveway access along the corridor. To the
extent possible, curb cuts should be consolidated and the feasibility of limiting
access to side streets and at existing signals investigated.
Provide for safe pedestrian and bicycle crossing locations at multiple opportunities
along the corridor through the integration of pedestrian phases and traffic controls
at all signals along the corridor.
Through the planned King Street /Damon Road /Bridge Road improvements and
redevelopment of the Hill and Dale Mall and Kohl Morgen, establish a northern
gateway into the King Street Commercial District and Downtown Northampton.
Through land uses (municipal, residential, and urban in nature) and streetscape
treatments (potentially narrowing the cross section or providing bulb -outs with on-
\mawatr \ts \08673 \docs \memos \King Street Final Report.doc
street parking) begin a transition to the Downtown along King Street in the vicinity
of Finn Street.
As intersection and sidewalk improvements are made, bring all sidewalks and
ramps into ADA compliance.
As a demonstration project, incorporate a bike lane in each direction along King
Street, between Bridge Road /Damon Road intersection and the Manhan Trail
connection by narrowing the traffic lanes along the corridor. Begin to monitor the
effectiveness and utilization of these lanes.
Consider beginning design for longer -term improvements to accommodate the
Manhan Rail Trail connection in the absence of a bridge.
Medium -Term Actions
Additional corridor -wide improvements, conceivably a longer -term 5 to 10 year plan, should be
progressed and occur as redevelopment of King Street takes place. This may take several years
to accomplish. Over the longer -term, the City should:
Confirm the effectiveness of bike lanes along the corridor and, if deemed
worthwhile, make any minor improvements to formalize their presence and
operation in the corridor;
Implement traffic signal coordination of the five existing traffic signals and any
future traffic signals along the length of the corridor;
Complete the extension of the Manhan Rail Trail with a crossing of King Street,
either at -grade as previously described, or with the bridge that is already designed;
Improve the transition between the highway business district and the downtown,
south of Stop Shop, by reinforcing the urban environment through land uses, site
design, and a narrow traveled way; and,
Incrementally improve corridor aesthetics through:
good site design,
placement of buildings closer to the street,
providing green relief,
providing pedestrian amenities,
reducing corridor scale to a more people oriented level, and
c unifying corridor appearance through signage and streetscape.
Proposed Alternative
Description Q-
h
EVALUATION CRITERIA
Comments
k°
.0
o ar
Q
o a
0.
vs,
„0% k i Ot% Z
Q G Q
X.
CP C
Cost
Driveway Access Restriction
Consolidate driveways or
restrict turn movements at
driveways along corridor
O
O
O
Near -Term
$1,500 per location
Work is on -going to achieve this objective
Traffic Signal Coordination
Install coordinated system
along entire corridor
O
O
Near -Term
$400,000
Pedestrian Phasing
Accommodation
Provide pedestrian crossing
phase and controls at all
signalized intersections
X
O
/X1
O
V
Near -Term
$20,000 per location.
Included in signal
coordination cost above.
Improved pedestrian accommodation should be a
priority for the City
Intersection Treatments
Provide paving and
streetscaping techniques that
bring increased awareness to
pedestrians
0
O
O
O
O
Medium -Term
$50,000 to $100,000
per intersection
Treatments will alert drivers to a change in
surrounding land use from highway business to
downtown center focus on northern end of
corridor and south of Stop Shop
Manhan Trail Cross Section
Connect bikeway across King
Street at grade
O
O
O
O
O
Medium -Term
TBD
A worthwhile interim action given bridge funding
status
Corridor -wide Bicycle
Pedestrian Zone
Narrow, lanes to provide on-
road bicycle accommodation
O
O°
O
Near -Term
$75,000 to $125,000
Needs to be closely coordinated with access
management improvements
Corridor wide Center Turn
Lane
Narrow roadway to 2 -lane cross
section and provide center left-
turn lane
X
X
O
V
Near -Term
$100,000 to $150,000
Alternative will result in significant traffic
congestion. Congestion may cause vehicles to
divert to parallel residential roadways
Corridor wide Center
Planted Median
Realign roadway to provide 4-
lane cross section and median
divided King Street
O
O
X
Long -Term
$3,400,000
Most appropriate alternative for access
management and turning restrictions
Corridor wide Offset
Roadway
Realign roadway to provide 4-
lane cross section and 25 -foot
off -road bike /ped path
O
O
O
O
Long -Term
$3,600,000
Arguably the most disruptive alternative
Table 3
Alternatives Evaluation Matrix King Street Corridor Study
Positive Impact
0 No Impact
X Negative Impact
1 Positive impact from reducing turning conflicts, potentially negative impact by businesses that have this access restriction.
2 TBD To be determined upon further feasibility study.
3 Positive impact from the pedestrian perspective, potentially negative impact from the motorists' perspective.
Legend
Install (as a Demonstration Project) Bike Lanes
along King Street between Bridge Road/Damon
Road and Manhan Rail Trail Connection
4 rw•Y'
s
.71
r••••,
f'•,■7 4. 7'4"
i env,
Z.fee'-!
i•••
PiP,19 PEP/B, -,0 10,9
r
6 .1
Redevelopment Areas
Existing Signalized Intersection
Future Signalized Intersection
Future Access Locations
Potential Cross Access Points
0
0
c g 4
Aerial Map: 2001 MassGIS
General Recommedations
Complete connection to Manhan
Rail Trail across King Street
Provide for protected pedestrian crossings at all signalized locations
Consolidate/limit driveways wherever possible or seek access from
side streets
Limit new signals along corridor
Coordinate traffic signals south of Bridge Road/Damon Road intersection
Improve corridor aesthetics through good site design, corridorlandscaping,and
pedestrian amenities
Reinforce beginning of downtown
area by streetscape and land use
design
Restripe King Street for one
through lane and an exclusive
right-tum lane southbound to
Finn Street
Narrow roadway width to provide
better pedestrian accommodation
on west side
Figure 8
Recommendations,
"Creating a District"
King Street Corridor Study
Northampton, Massachusetts