DOWNTOWN TUPELO MAIN STREET: ROAD DIET STUDY

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1 DOWNTOWN TUPELO MAIN STREET: ROAD DIET STUDY Since mid-2009, RPM Transportation Consultants (RPM) has worked with the Downtown Tupelo Main Street Association to evaluate traffic conditions and potential improvements for Main Street. During the course of the study, RPM collected data, conducted analyses, attended meetings, and listened to the concerns and objectives of the Downtown Main Street Association. Based on the results of the analyses and input received, RPM recommended that a road diet be implemented on Main Street. Furthermore, it was determined that a test of the road diet could be conducted by temporarily restriping the pavement markings on Main Street. Prior to applying the test striping, Main Street included two travel lanes in each direction with on-street parking on both sides. The downtown area is a relatively dense mix of land uses, including retail, office, residential, restaurants, parks, and the BancorpSouth Arena. Although, sidewalks are provided throughout the downtown area, Main Street is not an overwhelmingly pedestrian friendly area due to the lack of pedestrian signals, vehicular speeds, and the number of vehicle lanes that must be crossed. In short, Main Street is dominated by vehicles, with limited accommodations for non-motorized transportation such as walking and biking. Figure 1 identifies the boundaries of the Downtown Main Street Study Area. Studies have shown that economically vibrant downtowns tend to have street networks that are more livable, walkable, safer, and welcoming to all modes of transportation and all ages. Streets with these characteristics are called Complete Streets. Over the last 10 years, cities and towns across the country have pushed to adopt and implement complete street policies. Studies show that implementing complete streets, whether a new street or retrofit of an existing street, results in an increase in retail sales, commercial development, and property values. 1 1 CompleteStreets.org 1 of 13

2 Downtown Main Street Figure 1: Location of Downtown Main Street Study Area 2 of 13

3 Potential Solution Main Street has the potential to be a complete street that accommodates motorists, bicyclists, and pedestrians alike, which could further enhance downtown Main Street s appeal as a destination in Tupelo for both locals and tourists. In order to improve accommodations on Main Street for non-motorized traffic, a Road Diet would be necessary. Road Diets typically involve reducing the number of travel lanes dedicated to motorists and reallocating the right-ofway to other transportation modes and parking. When implementing a road diet, careful attention must be given to the traffic signal timing and phasing for the corridor in order to optimize the capacity of the corridor while reducing a travel lane. The segment of Main Street that encompasses the downtown area is between Green Street to the west and Franklin Street/Elizabeth Street to the east. This segment of Main Street is approximately a half-mile long and Fairpark Entrance Located on Downtown Main Street includes six signalized intersections and two travel lanes in each direction. This segment is an excellent candidate for a road diet evaluation given the traffic volume, roadway width, and surrounding land uses. Four-Lane Condition (Pre-Test) In order to evaluate whether a road diet could work on Main Street, RPM collected and analyzed traffic data for the existing four-lane condition. Manual turning movement traffic counts were collected at the following intersections: 3 of 13

4 Main Street and Green Street Main Street and Broadway Main Street and Spring Street Main Street and Front Street Main Street and Commerce Street Main Street and Franklin Street/Elizabeth Street Tube counts were also collected on Fair Park Street and S. Commerce Street. The peak hour traffic volumes are presented in Figure 2 below. The peak hours of flow for the entire roadway network were calculated to be 7:15-8:15 AM, 12:00-1:00 PM, and 4:45-5:45 PM. The volumes were balanced between intersections where appropriate. The average daily traffic on Main Street was measured to be approximately 13,000-14,000 vehicles per day. Figure 2: Peak Hour Traffic Volumes (September 2010) Average Daily Traffic = 13,000 14,000 vehicles per day 4 of 13

5 Additionally, travel time runs were conducted to determine the average speed, travel time, number of stops, and delay on the corridor for both eastbound and westbound travel. Field inventory was collected at each of the above intersections to identify the number of lanes, storage lengths, and pedestrian facilities. Observations were made to record how the corridor operates with a four-lane cross-section. Through discussions with representatives of Tupelo Water and Light (TWL), RPM learned that the existing traffic signals on Main Street were not synchronized. Each signal operated in a free mode with actuation on the side streets and left turn lanes where those exist. This type of signal operation can result in unnecessary stops on the major street due to lack of coordination along the corridor and the preference that is given to the side streets. In other words, the traffic signals on the Main Street corridor were not working together as a system; therefore, the operation of the signals before the test was inefficient. Traffic models were developed to analyze Main Street traffic operations. The data collected by RPM was utilized to calibrate and validate the Synchro/SimTraffic simulation models for the AM, midday, and PM peak hours. These capacity analysis models were used to demonstrate the operations of the corridor with the four-lane cross-section. The simulation models, observations, and travel time runs all indicated that the Main Street corridor does not have good progression flow, meaning the signals do not operate together and therefore vehicles traveling on Main Street may stop at several red lights between Green Street and Franklin/Elizabeth Street. This is due to the vehicle detection on the side streets. When a vehicle arrives at the stop line on the side street, the signal controller is called to change the phase to allow a green signal indication for the side street regardless of the number of Four-lane Cross-section on Main Street (Pre-Test) 5 of 13

6 number of vehicles approaching on Main Street. This type of signal operation can result in stop and go situations on the major street as arrivals on the side streets are often random. Synchro/SimTraffic Simulation Model (4-lane Cross-section) Three-Lane Condition (Test) At the request of the Downtown Tupelo Main Street Association, RPM determined if a three-lane crosssection would work on Main Street. A three-lane cross-section would allow enough width to provide bike lanes on Main Street without removing any existing on-street parking. The three-lane cross-section would include one travel lane in each direction and a center two-way left-turn lane. At each intersection, a dedicated left turn lane would be provided to allow left turn vehicles to stack outside of the through lane. 6 of 13

7 The Synchro/SimTraffic simulation models that were calibrated to reflect the actual operations of the fourlane cross-section were modified to evaluate the three-lane cross-section. The analyses showed that a three-lane cross-section would work well on Main Street between Green Street and Franklin/Elizabeth Street with coordination between the traffic signals. Detailed signal timing plans were developed. Based on a survey provided by the Downtown Tupelo Main Street Association, RPM prepared design plans for a temporary striping plan for Main Street. The temporary striping plan utilized a combination of temporary black-out tape to cover the four-lane striping, temporary yellow and white tape to serve as the new lane lines, and barrels with signs to simulate the reduced number of lanes and lane width. Synchro/SimTraffic Simulation Model (3-lane Cross-section) 7 of 13

8 During the design phase of the project, the city requested that left turn signals be provided for the eastbound and westbound approaches of Main Street at Front Street. These left turn signals were not initially recommended by RPM because the low left turn and opposing through volumes do not meet typical traffic engineering guidelines for installing such left turn signals. Subsequently, these left turn signals were added to the design. The City of Tupelo implemented the signal timing plans and temporary striping in March Since that time, the road diet has been in a Test Phase. RPM conducted follow-up travel time runs, observations, and counts during the test for comparison with the data collected under the fourlane cross-section. Temporary Striping on Main Street (Test) Results of the Road Diet Test As mentioned, RPM collected additional data during the Road Diet Test to determine whether the Road Diet was working. The travel time runs showed the Main Street corridor operates similar or better with the Road Diet and signal coordination. Table 1 shows the results of the travel time runs before and after the Road Diet for the eastbound direction of Main Street. Table 2 shows the results for the westbound direction. As shown in the tables, the average number of stops on the corridor is significantly reduced during all time periods in both directions with the Road Diet. This means more vehicles arrive at the traffic signals when the signal is green on Main Street due to the signal coordination. The average amount of time it takes to travel between Green Street and Franklin/Elizabeth Street has also been reduced; therefore, the average travel speeds on the corridor have increased slightly, which is due to fewer stops 8 of 13

9 along Main Street. The travel time runs conducted during the Road Diet Test showed that it typically takes between two minutes to three and a half minutes to travel between Green Street and Franklin/Elizabeth Street. TABLE 1: TRAVEL TIME STUDY RESULTS EASTBOUND MAIN STREET Eastbound Main Street Travel Time No. of Stops AM Peak Midday Peak PM Peak Avg. Speed (mph) Total Delay Travel Time No. of Stops Avg. Speed (mph) Total Delay Travel Time No. of Stops Avg. Speed (mph) Total Delay Before (4-lane) After (3-lane) Difference Percent Change -3.2% -40.9% 3.2% -35.2% -21.9% -56.8% 28.5% -43.3% -1.1% -17.6% 1.4% -19.7% TABLE 2: TRAVEL TIME STUDY RESULTS WESTBOUND MAIN STREET Westbound Main Street Travel Time No. of Stops AM Peak Midday Peak PM Peak Avg. Speed (mph) Total Delay Travel Time No. of Stops Avg. Speed (mph) Total Delay Travel Time No. of Stops Avg. Speed (mph) Total Delay Before (4-lane) After (3-lane) Difference Percent Change -23.3% -48.1% 30.2% -69.2% -22.0% -64.9% 28.1% -56.0% -2.4% -39.4% 2.4% 35.0% 9 of 13

10 It is important to note that observations found there were some delays on the side streets during peak hours. This is due to side street traffic not receiving immediate preference when arriving to the intersection. Instead, with the Road Diet, the traffic signals are coordinated along Main Street and the side street traffic must wait until the coordinated through traffic on Main Street is served. While each intersection has specific signal timing parameters, the maximum amount of red time the side streets receive is approximately 60 seconds. During the AM peak hour, particularly between 7:30-8:00am, the queue lengths on Front Street in the southbound direction were observed extending to the next intersection and sometimes beyond. This can partly be attributed to the unnecessary left turn signals for Main Street. When a vehicle is present, the newly implemented left turn signals for Main Street require a minimum of 12 seconds from the 85-second cycle length, which is approximately 14% of the cycle. These 12 seconds include 6 seconds of minimum green time and 6 seconds of clearance (yellow and red). In most cases, only one vehicle is present to be served by the left turn signal; however, 12 seconds are used. That vehicle could easily wait for a gap in the opposing through traffic to turn left without a dedicated left turn signal. This type of signal operation is called permitted left turn phasing, and is typical for intersections with low left turn volumes. Observations also found that some congestion and spillback occurs for the eastbound direction of Main Street between 5:00-5:20pm, when the surge of traffic enters the system after the workday ends. Following the field observations and travel time runs during the test phase, the timings were adjusted to attempt to make improvements on the side streets and where increased delays and congestion was observed. These signal timings were provided to TWL and implemented. Additional traffic volume counts were conducted after the Road Diet Test was implemented to make comparisons of the traffic traveling through downtown, particularly on Main Street and on Front Street. The results of these counts showed the traffic volume is relatively the same during the peak hours. Traffic counts were collected on Main Street to the east of Commerce Street for a 24-hour period before and after the Road Diet Test. Both the before-test and after-test traffic counts were conducted on a typical weekday while schools were in session. Prior to the test, the average daily traffic (ADT) on Main Street was recorded as 13,618 vehicles per day (vpd). After the test, the ADT was recorded as 13,821 vpd. 10 of 13

11 These traffic count comparisons show that the volume on Main Street appears to be unchanged due to the Road Diet. Table 3 shows the peak hour and ADT comparisons. Time Period TABLE 3: MAIN STREET TRAFFIC VOLUME COMPARISON Before Eastbound Westbound Total After Percent Change Before After Percent Change Before After Percent Change AM Peak Hour (veh. per hr.) % % 1,005 1, % Midday Peak Hour (veh. per hr.) % % 1,032 1, % PM Peak Hour (veh. per hr.) % % 1,197 1, % 24-Hour Total (veh. per day) 7,206 7, % 6,412 6, % 13,618 13, % Note: 24-hour traffic counts on Main Street were conducted to the east of Commerce Street before and after the Road Diet test on a typical weekday while school was in session. Turning movement count comparisons were also made for the intersection of Main Street and Front Street. This comparison showed a slight decrease in traffic on the southbound approach of Front Street and a slight increase in traffic on the eastbound approach of Main Street; however, the overall traffic volume through the intersection is relatively the same as before the test during the three peak hours as well as the entire nine hours that were counted. It is reasonable to believe that traffic has redistributed a little, which ultimately provides a more even distribution of traffic on the grid network. Table 4 shows the directional peak hour volume comparisons for the intersection of Main Street and Front Street. For this particular intersection, the peak hours of traffic flow occurs from 7:30-8:30 AM, 12:00-1:00 PM, and 4:30-5:30 PM; therefore, those hours are compared below. 11 of 13

12 TABLE 4: MAIN STREET AND FRONT STREET TRAFFIC VOLUME COMPARISON Time Period 7:30-8:30 AM (vph) 12:00-1:00 PM (vph) 4:30-5:30 PM (vph) 9-Hour Total (vpd) Before Southbound Northbound Westbound Eastbound Total After Percent Change Before After Percent Change Before After Percent Change Before After Percent Change Before After Percent Change % % % % 1,540 1, % % % % % 1,377 1, % % % % % 1,600 1, % 2,827 2, % 1, % 4,187 3, % 3,706 3, % 11,792 11, % In conclusion, the analysis results show the Road Diet is working, and it could be permanently implemented. The volume of traffic traveling through downtown Tupelo does not appear to be changed. The travel time along the corridor has remained the same or even improved with the Road Diet and traffic signal synchronization. The left turn lanes on Main Street provide a place for stacking without blocking through traffic. The center turn lane provides additional safety for left turns, as drivers do not feel pressured to turn in short gaps in traffic due to the through traffic stacked behind them. 12 of 13

13 Road Diet Benefits Dedicated left turn lanes improve safety and operations Fewer vehicle stops & reduced delay Smoother traffic flow (reduced stop/go operations) Street accommodates multi-modal transportation Fewer lanes to cross for pedestrians More consistent speeds on Main Street Width for dedicated bike lanes Bike lane provides buffer for on-street parking Recommended Road Diet Adjustments As discussed, the overall Road Diet on Main Street works well; however, there is room for improvement if it becomes permanent. RPM s recommendations for the Road Diet improvements are as follows: Remove left turn signals on Main Street at Front Street. Reallocate that signal phase time primarily to Front Street. Coordinate the signal at Front Street and Jefferson Street with the signal at Main Street and Front Street. Evaluate longer minimum green times for the side streets. Consider improving the wayfinding signage for parking in downtown Tupelo. 13 of 13

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