Downtown Traffic Study

Transcription

1 City of Lynn Massachusetts Downtown Traffic Study March Norwood Park South, Norwood, MA

2 LYNN DOWNTOWN TRAFFIC STUDY INTRODUCTION The City of Lynn is embarking on a Downtown Traffic Study to evaluate the existing deficiencies with regards to roadway and intersection capacity, geometry, traffic signal control and overall safety operations within the downtown area. The evaluation focuses on roadway and intersection level of service (LOS), accident experience, delays, queuing, traffic circulation, on-street parking, and existing signal equipment operations including hardware conformance with current state and federal traffic signal standards and conformance with Architectural Access Board (AAB) accessibility requirements. The goal of the Downtown Traffic Study is to address issues of congestion within the downtown area and mitigation through improved intersection operations, design and safety. In addition to traffic and geometric improvements, the project will also develop recommendations associated with pedestrians. The limits of the traffic study are defined as within the area bordered by the following streets: Essex Street/Market Street/Broad Street/Silsbee Street/Baldwin Street as depicted in Figures 1 and 2. STUDY AREA The study area consists of approximately 38 intersections, 15 of which are signalized (although 2 are currently set on flash), while 23 are currently unsignalized. Based on our field investigation of the study area, and the projected study cost consideration, not all 38 intersections were analyzed. BETA Group selected the intersections that serve as major gateways to the downtown area and the most critical intersections for the study. The following intersections were selected for analysis; Signalized Market Street/Central Avenue/Common Street/Essex Street Market Street/Tremont Street/Liberty Street Market Street/State Street/Oxford Street Market Street/Broad Street Essex Street/Washington Street Washington Street/Liberty Street Exchange Street/Union Street Broad Street/Silsbee Street/Newhall Street Unsignalized Essex Street/Rodgers Street/Stewart Street Essex Street/Liberty Street/High Street Exchange Street/Central Avenue/Willow Street/Munroe Street/Blake Street Page 1

3 DATA COLLECTION In an effort to obtain information on the existing traffic signals, BETA contacted to city to obtain the traffic signal permits for the signalized intersections. Unfortunately, information was not available for all of the signalized intersections. Additional information was determined from our field reconnaissance. In addition, during the course of the study, we used information from the Traffic Impact Study performed for the Lynn Police Headquarters Relocation in June Manual turning movement counts were conducted for the following six intersections on Wednesday, June 9 and Thursday June 10, 2004 at the following study intersections between the hours of 7:00-9:00 AM and 4:00-6:00 PM. Market Street/State Street/Oxford Street Market Street/Broad Street Exchange Street/Union Street Broad Street/Silsbee Street/Newhall Street Exchange Street/Central Avenue/Willow Street/Munroe Street/Blake Street The traffic counts were conducted before Lynn public schools closed for summer vacation. In addition, traffic data was collected from the Traffic Impact Study performed for the Lynn Police Headquarters Relocation in June Since the Police Department has already been constructed, the traffic volumes were taken from the 2007 Build conditions at the following intersections; Market Street/Central Avenue/Common Street/Essex Street Market Street/Tremont Street/Liberty Street Essex Street/Washington Street Washington Street/Liberty Street Essex Street/Rodgers Street/Stewart Street Essex Street/Liberty Street/High Street Since the turning movement counts were conducted in 2004, an annual growth rate was utilized to factor the traffic volumes to the 2005 existing conditions. To be consistent with previous studies completed in the area, used a 1% annual growth rate to factor the traffic volumes to 2005 volumes. The existing AM and PM peak hour volumes are shown in Figures 3 and 4 respectively. In addition to turning movement counts, continuous traffic count information was collected at several locations, including Market Street, Broad Street, Washington Street and Union Street. These daily volume counts were planned for 7 days, but due to street sweepers some of the data was collected for only 24 hours. Page 2

4 Table 1 Daily Traffic Volumes Roadway Average Daily Volume Split Market Street South of Essex Street 12,800 54% southbound 46% northbound Broad Street East of Union Street 19,300 55% eastbound 45% westbound Washington Street 8, % southbound South of Munroe (one-way) Union Street North of Exchange Street (one-way) 12,200 53% northbound 47% southbound INTERSECTION CONFIGURATIONS All of the study area roadways and intersections are owned and maintained by the City of Lynn. The critical intersection locations are described as follows: Signalized Intersections Market Street/Central Avenue/Common Street/Essex Street This intersection consists of Essex Street approaching the intersection as a one-way street. The Essex Street left turn and right turn lanes are separated by an island. Through vehicles are not allowed to turn from Essex Street to Market Street. Central Avenue is a one-way roadway departing the intersection. Market Street is a two way roadway, and Common Street is a two way roadway with each movement separated by an island. Because of the islands and one-way roadways configuration, this intersection operates efficiently with a two-phase signal. We want to note that during our field investigation, this signal controller malfunctioned twice. Market Street/Tremont Street/Liberty Street Market Street is a two-way roadway system. Tremont Street is two-way, while Liberty Street is one-way eastbound departing the intersection. This signalized intersection operates with a two-phase signal. The Market Street northbound approach is currently striped and operates as one approach lane. Due to the heavy northbound left turn volume, it would be beneficial to make this a two lane Page 3

5 approach. This leg of Market Street is approximately 53 feet wide, which would be sufficient to accommodate a left turn pocket. Some on-street parking spaces may need to be removed. During our field visit, the traffic signal at this also malfunctioned. Market Street /Andrew Street Market Street is a two-way roadway system. Andrew Street is one-way roadway westbound approaching the intersection. This intersection operates with a two-phase signal. Market Street at this intersection is approximately 60 feet wide. This is wide enough for two lanes in each direction. Based on field observations, although Market Street usually operates as a two lane approach, lane lines appear to be missing at the intersection approaches. It was noted that pedestrians have difficulty crossing from the east side of Market Street to the west side of Market Street at this location. When the pedestrian button is pushed on the west side of Market Street, the exclusive pedestrian phase is called, but when the pedestrian button is pushed on the east side of Market Street only the Andrews Street concurrent pedestrian phase is called. Market Street/State Street/Oxford Street Market Street is a two way roadway. State Street is two-way, while Oxford Street is one-way westbound approaching the intersection. According to the traffic signal permit, this signalized intersection operates with a three-phase signal: Market Street northbound has a leading phase to accommodate the heavy northbound left turns, however a left turn signal arrow is not provided. Market Street from Andrew Street to Broad Street is wide enough for two lanes in each direction, and it operates as two lanes in each direction. However, lane lines are badly faded or missing. On the State Street approach, a R3-7R sign (Right Lane Must Turn Right) is present, however right turn pavement markings are not present on this approach. In addition, it appears this is a two lane approach, but there was no lane lines provided on this approach. Page 4

6 Market Street/Broad Street Both legs of Market Street are two-way roadways with the approaches separated from the departures by a concrete median. The eastern leg of Broad Street is two way, while the western leg of Broad Street is one-way westbound departing the intersection. This intersection operates as a two-phase signal. The northbound Market Street right turn is allowed to overlap the Broad Street westbound phase. The Market Street southbound approach is wide enough for two lanes, and usually operates as a two lane approach. However, there are no lane lines separating the two approach lanes. In addition, the Market Street departure north of Broad Street is wide enough and operates as two lanes; however no lane lines are present separating these lanes. On the Market Street northbound approach an R3-7R sign (Right Lane Must Turn Right) is present, however right turn pavement markings are not present on this approach. Due to the lack of pavement markings, the three lanes are not fully utilized. Essex Street/Washington Street Both legs of Essex Street at this intersection are one-way westbound. Washington Street is a two lane roadway. This traffic signal operates as a two-phase signal. Due to the high traffic volumes on the Washington Street northbound approach, the northbound approach needs two lanes to operate properly. However, the southern leg of Washington Street is currently only 33 feet wide from curb to curb. Even if on-street parking was removed, the existing roadway width would not be enough to accommodate an additional lane. It should be noted that this intersection is listed in the State Top 1,000 High Crash Locations report. Page 5

7 Washington Street/Liberty Street Washington Street at this intersection is a twoway roadway system. Liberty Street is one-way in the eastbound direction. This intersection operates as a two-phase signal. Washington Street consists of one lane in each direction. Due to the high Washington Street southbound left turn volume; this approach needs an additional left turn lane. The Washington Street southbound approach measures 33 feet wide. The width is not sufficient to create a Washington Street southbound left turn lane even with the elimination of on-street parking on the west side of Washington Street. It should be noted that this intersection is listed in the State Top 1,000 High Crash Locations report. Exchange Street/Union Street The southwestern leg of Union Street is oneway approaching the intersection. A large island separates Union Street northbound left turn, allowing this turn to be excluded from the traffic signal and operate with a yield control. The northeastern leg of Union Street is twoway, but in the southbound direction only right turns are allowed. The southeastern led of Exchange Street is two-way, while the northwestern leg of Exchange Street is one-way westbound away from the intersection. This intersection operates as a two-phase signal. Broad Street/Silsbee Street/Newhall Street Broad Street in this area is a two-way roadway with a median island. Both Silsbee Street and Newhall Street are twoway roadway systems. This intersection operates as a three phase signal, including a leading phase from Broad Street left turns. Pedestrians cross Broad Street, Silsbee Street and Newhall Street concurrently with traffic. On the Silsbee Street southbound approach, the Stop Line extends all the way across Silsbee Street. Since the leg of the intersection is two-way, the Stop Page 6

8 Line should only extend halfway across the street. Overall, the pavement marking at the intersection are badly faded and need replacing. Although Broad Street is wide enough to accommodate two lanes in each direction, lane lines are not present separating the lanes. On the Broad Street westbound approach, a R3-7L sign (Left Lane Must Turn Left) is present, however left turn pavement markings are not present on this approach Unsignalized Locations Essex Street/Rodgers Street/Stewart Street Essex Street in this location is one-way westbound. Both Rogers Street and Stewart Street are both two-way roadways, and are slightly offset from each other. Stewart Street is a dead end roadway. Rogers Street and Stewart Street are both required to stop. Essex Street is one way westbound, is very wide (42-45 feet), and does not contain any pavement markings. Essex Street/Liberty Street/High Street The eastern leg of Essex Street is two way, while the northern leg of Essex Street is oneway northbound departing the intersection. A large island separates the heavy Essex Street westbound right turn. Liberty Street is one-way eastbound approaching the intersection. High Street is a two-way roadway. Liberty Street, High Street, and Essex Street westbound left turns are all required to stop. On the Liberty Street approach, an R3-7L sign (Left Lane Must Turn Left) is present, however left turn pavement markings are not present on this approach. In addition, although this is a two lane approach, lane lines do not show the two lanes. Page 7

9 Exchange Street/Central Avenue/Willow Street/Munroe Street/Blake Street At this location the eastern leg of Exchange Street is one-way westbound approaching the intersection. On the west side of the intersection both Central Avenue and Willow Street are one-way westbound departing the intersection. Munroe Street is one-way approaching the intersection from the southwest, and Blake Street is One-way departing the intersection. Blake Street is the only approach that is required to stop, and are allowed to turn left onto Exchange or Willow or travel through to Blake Street Level of Service A level of service (LOS) analysis was conducted at the study area intersections using the procedures outlined in the 2000 Highway Capacity Manual 1. Level of service is a quantitative measure used to describe the operation of an intersection. Level of service values range from LOS A to LOS F. LOS A represents very good operation and LOS F represents very poor operations. Generally, LOS A through D are considered acceptable while LOS E and F are considered deficient. Synchro analysis software was used to analyze all of the selected analysis intersections. For the signalized analysis, the LOS was reported for all of the approaches are shown in Table 2 for the weekday AM and PM peak hours. For the unsignalized intersections the LOS the stoppedcontrolled approaches are noted in Table 3 for the weekday AM and PM peak hours Highway Capacity Manual; Transportation Research Board. Page 8

10 Table Existing Condition Signalized Level of Service Results AM Peak Hour PM Peak Hour Intersection Approach 95% 95% LOS Delay LOS Delay Queue Queue Common Street eastbound B B Market Street/Central Avenue/ Essex Street southbound left C B Common Street/Essex Street Essex Street southbound right A A Market Street northbound C C OVERALL B 12.6 B 17.2 Market Street/ Tremont Street/Liberty Street Market Street/State Street/ Oxford Street Market Street/Broad Street Essex Street/Washington Street Washington Street/ Liberty Street Exchange Street/Union Street Broad Street/Silsbee Street/ Newhall Street Market Street southbound B B Market Street northbound D C Liberty Street westbound D D OVERALL C 27.7 C 27.1 Market Street southbound B B Market Street northbound B B State Street eastbound A A Oxford Street westbound B C OVERALL B 11.5 B 14.1 Broad Street westbound B C Market Street southbound B B Market Street northbound A B OVERALL B 13.9 B 16.5 Washington Street eastbound C C Washington Street westbound F > F > Essex Street southbound C C OVERALL F >120 F >120 Washington Street southbound F > F > Washington Street northbound B C Liberty Street eastbound B C OVERALL F >120 F >120 Exchange Street westbound B B Union Street northbound B B Union Street southbound A A OVERALL A 7.6 A 9.3 Broad Street eastbound B C Broad Street westbound C C Newhall Street northbound C B Silsbee Street southbound C C OVERALL B 18.6 C 25.0 Delay is in terms of average delay (in seconds) per vehicle. 95% Queue listed in feet. Page 9

11 Intersection Essex Street/Rodgers Street/Stewart Street Essex Street/Liberty Street/ High Street Exchange Street/Central Avenue/Willow Street/ Munroe Street/Blake Street Table Existing Conditions Unsignalized Level of Service Results AM Peak Hour PM Peak Hour Approach 95% 95% LOS Delay LOS Delay Queue Queue Rogers Street southbound C B Stewart Street northbound E C High Street northbound A 8.8 A 9.3 Liberty Street eastbound B 12.3 D 34.2 Essex Street westbound B 10.1 A 9.2 Blake Street eastbound B C Delay is in terms of average delay (in seconds) per vehicle. 95% Queue listed in feet. Crash Data Analysis A crash data history was obtained from the Massachusetts Registry of Motor Vehicles, via the MassHighway Department database for the three most recent years available: 2001, 2002 and The crash data is summarized in Table 4. The crash rate has been calculated for each of the study area intersections and summarized in the table below. Based on MassHighway statistics, the average statewide crash rate for signalized intersections is 0.87 accidents per million entering vehicles (acc/mev) while the average crash rate for unsignalized intersections is 0.66 accidents per million entering vehicles (acc/mev). The intersection of Washington Street/Liberty Street experiences a higher than average crash rate, while the intersection of Market Street/Central Avenue/Common Street/Essex Street experiences an average crash rate. The crash data summary is shown in Table 4. Most of the accident experience at the Washington Street/Liberty Street intersection are angle collisions which is an indication of an over congested intersection with deficiencies in the overall intersection operations. It should also be noted that the intersections of Essex Street/Washington Street and Liberty Street/Washington Street were both listed in the State s Top 1000 High Crash Locations Report produced by MassHighway in August MassHighway uses a weighted scoring system to develop the high frequency location, giving higher weight to accident involving injury or fatalities. Table 4 Accident Data Summary Intersection Total Angle Rear End Head On Other/ Unknown Property Injury Fatality Crash Rate (in MEV) SIGNALIZED INTERSECTIONS Market Street/Central Avenue/ Common Street/Essex Street Market Street/Tremont Street/Liberty Street Market Street/State Street/Oxford Street Market Street/Broad Street Essex Street/Washington Street Washington Street/Liberty Street Exchange Street/Union Street Page 10

12 Table 4 Accident Data Summary Intersection Total Angle Rear End Head On Other/ Unknown Property Injury Fatality Crash Rate (in MEV) Broad Street/Silsbee Street/Newhall Street Market Street/Andrew Street N/A Broad Street/Union Street N/A Broad Street/Washington Street/Spring Street N/A Broad Street/Exchange Street N/A Willow Street/Oxford Street (currently flashing) N/A Central Avenue/Oxford Street/Washington Street (currently flashing) N/A Washington Street/Union Street N/A UNSIGNALIZED INTERSECTIONS Essex Street/Rodgers Street/Stewart Street Essex Street/Liberty Street/High Street Exchange Street/Central Avenue/Willow Street/Munroe Street/Blake Street Market Street/Munroe Street N/A Essex Street/Johnson Street/Sutton Street N/A Central Avenue/Sutton Street N/A Central Avenue/Liberty Street N/A Central Avenue/Washington Street/Andrew Street N/A Washington Street/Munroe Street N/A Liberty Street/Willow Street N/A Exchange Street/Spring Street/Mt. Vernon Street N/A Essex Street/Lawton Avenue N/A Liberty Street/Buffum Street N/A Buffum Street/Oxford Street N/A Buffum Street/Blake Street N/A Buffum Street/Union Street/Baldwin Street/Silsbee Street N/A Baldwin Street/High Street N/A High Street/Oxford Street N/A Silsbee Street/Ellis Street N/A Silsbee Street/Mt. Vernon Street (Ped) N/A Silsbee Street/Friend Street N/A Source: Massachusetts Highway Department Crash Rate expressed as accidents per million entering vehicles; State Average = 0.87 for signalized Intersections, 0.66 for unsignalized intersections N/A: Traffic Volumes not available Page 11

13 FINDINGS Intersection Analysis Currently, a few of the analyzed intersections are operating at poor levels of service. The two intersections that operate at LOS F include the signalized intersections of Essex Street/Washington Street and Washington Street/Liberty Street. At both of these locations, the poor operations are due to the lack of turn lanes on the Washington Street approaches. In addition, both of these intersections were both listed in the State s Top 1000 High Crash Locations Report produced by MassHighway in August In addition, at the signalized intersections of Market Street/Tremont Street/Liberty Street, the Market Street northbound approach operates at LOS D/C with excessive queues of 673/894 feet during the AM and PM peak hours respectively. The Market Street northbound approach is currently striped and operates as one approach lane. Due to the heavy northbound left turn volume, it would be beneficial to make this a two lane approach. This leg of Market Street is approximately 53 feet wide, which would be sufficient to accommodate a left turn pocket. Some on-street parking spaces may need to be removed. Signage Overall, there is a lack of street signs within the entire study area. During our field visit investigation we encountered a number of lost drivers circulating around the study area unable to find a particular street. These lost drivers who are needlessly recirculating the study area are generating unnecessary vehicular trips within the downtown area. Pavement Markings There are also poor pavement markings within the study area. Many lane lines were faded or missing. Although there were signs designated foe exclusive left turn or right turn lanes the corresponding pavement arrows were often missing. Proper lane marking will encourage the proper use of lanes and will lead to more efficient operations. Traffic Signal Equipment The existing traffic signal equipment at the majority of the study intersections are approximately years old and do not appear to be coordinated. During our field investigations, we have found the traffic signal controllers at the intersections of Market Street/Central Avenue/Common Street/Essex Street and Market Street/Tremont Street/Liberty Street to malfunction. These signals should be upgraded and placed in a closed loop system. Page 12

14 PRELIMINARY RECOMMENDED ROADWAY IMPROVEMENTS Based on the above data and analyses, the improvements identified in Table5 are recommended to address the safety and operational deficiencies found at each study intersection as well as to meet current standards. The recommendations are separated into short-term and long term improvements so that the city can better prioritize the improvements needed for each intersection based on cost/budget consideration. A summary of the recommended roadway improvements is provided in Table 5. Study Area Location Market Street/Central Avenue/Common Street/Essex Street Market Street/Andrew Street Market Street/Tremont Street/Liberty Street Market Street/State Street/Oxford Street Market Street/Broad Street Essex Street/Washington Street Washington Street/Liberty Street Exchange Street/Union Street Broad Street/Silsbee Street/Newhall Street Essex Street/Rodgers Street/Stewart Street Essex Street/Liberty Street/High Street Table 5 Recommended Roadway improvements Proposed Improvement Short-Term Install Street Name Signs and poles (assume 10 ) Replace Controller Unit Time based coordination Update exclusive pedestrian phase to respond to pedestrian buttons on east side of Market Street. Add northbound Market Street left turn lane. Replace controller unit. Time based coordination. Add northbound left turn arrow. Time based coordination. Replace Controller Unit. Time based coordination. Time based coordination Time based coordination Time based coordination Reinstall the Stop line on Silsbee Street so it only extends halfway across Silsbee Street. Long-Term Install a closed loop system with system detection and emergency preemption. Install a new cabinet and controller system and closed loop system with system detection and emergency preemption. Replace cabinet and controller system. Install a closed loop system system with system detection and emergency pre-emption. Replace cabinet and controller system. Install a closed loop system with system detection and emergency pre-emption. Install a closed loop system with system detection and emergency preemption. Replace cabinet and controller system. Install a closed loop system with system detection and emergency pre-emption. Consider widening southern leg of Washington Street and restrict parking to allow a left turn lane. Replace cabinet and controller system. Install a closed loop system with system detection and emergency pre-emption. Replace cabinet and controller system. Install a closed loop system with system detection and emergency pre-emption. Replace cabinet and controller system. Install a closed loop system with system detection and emergency pre-emption. Short Term $2,000 $5000 to $8000 $1,500 to $2,500 $5,000 to $10,000 $2,500 to $5,000 $5,000 to $10,000 $2,500 to $4,000 $2,500 to $4,000 $2,500 to $4,000 Upgrade pavement markings. $1,000 Upgrade pavement markings $500 Cost Long Term $25,000 to $35,000 $35,000 to $50,000 $35,000 to $50,000 $35,000 to $50,000 $25,000 to $35,000 $80,000 to $100,000 $35,000 to $50,000 $35,000 to $50,000 $1,000 $35,000 to $50,000 Page 13

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