Traffic Study of Fuller Street, Cady Street, West Street and West Avenue Final Report July 2005 Prepared for: Town of Ludlow Prepared by: Pioneer Valley Planning Commission 26 Central Street West Springfield, MA 01089 Prepared in cooperation with the Executive Office of Transportation, the Massachusetts Highway Department and the U.S. Department of Transportation - Federal Highway Administration and the Federal Transit Administration.
TABLE OF CONTENTS TABLE OF CONTENTS... I I. INTRODUCTION...3 A. STUDY AREA...3 II. EXISTING TRANSPORTATION CONDITIONS...7 A. DATA COLLECTION...7 1. Daily Vehicle Volume...7 2. Hourly Vehicle Volume...7 B. CRASH EXPERIENCE...8 C. ANALYSIS PROCEDURES...12 1. Capacity Analysis...12 2. Signal Warrant Analysis...14 3. Multi-Way Stop Applications...15 4. Traffic Signal Control...17 III. FUTURE CONDITIONS...20 IV. TRANSPORTATION RECOMMENDATIONS...23 1. Fuller Street with Cady Street...23 2. Fuller Street with Cherry Street...23 3. West Avenue with Fuller Street...24 4. West Street with Cady Street...24 5. Center Street with West Avenue...24 B. PRIORITY LIST OF RECOMMENDATIONS...25 C. PUBLIC PARTICIPATION...26 SUMMARY OF TABLES TABLE I-1 FULLER STREET STUDY AREA INTERSECTIONS...3 TABLE II-1 AVERAGE DAILY TRAFFIC VOLUMES...7 TABLE II-2 CRASH HISTORY SUMMARY...8 TABLE II-3 LEVEL OF SERVICE DESIGNATIONS - UNSIGNALIZED INTERSECTIONS...13 TABLE II-4- LEVEL OF SERVICE OF STUDY AREA INTERSECTIONS...14 TABLE II-5 SIGNAL WARRANT ANALYSIS RESULTS...15 TABLE II-6 LEVEL OF SERVICE UNDER MULTI-WAY STOP APPLICATION...17 TABLE II-7 - LEVEL OF SERVICE DESIGNATIONS - SIGNALIZED INTERSECTIONS...18 TABLE II-8 LEVEL OF SERVICE OF INTERSECTIONS OPERATING UNDER TRAFFIC SIGNAL CONTROL...19 TABLE III-1 FUTURE LEVEL OF SERVICE COMPARISON...21 SUMMARY OF FIGURES FIGURE I-1 LUDLOW STUDY AREA...5 FIGURE II-1 AVERAGE DAILY TRAFFIC VOLUMES...9 FIGURE II-2 MORNING PEAK HOUR TURNING MOVEMENT COUNTS...9 FIGURE II-3 AFTERNOON PEAK HOUR TURNING MOVEMENT COUNTS...10 i
I. INTRODUCTION The Town of Ludlow requested the Pioneer Valley Planning Commission (PVPC) to perform a safety study of existing transportation conditions at the intersections of Fuller Street with Cady Street and Fuller Street with Cherry Street as part of the FY 2005 Unified Planning Work Program. Based on field observations of existing traffic conditions, the PVPC expanded the study area to include the intersections of West Street with Cady Street, West Avenue with Fuller Street and Center Street (Route 21) with West Avenue. This study identifies the existing transportation and safety conditions for this intersection and provides recommendations to improve existing traffic conditions. A. STUDY AREA West Avenue is an alternative route to the Massachusetts Turnpike for commuting traffic from Belchertown, Palmer and Wilbraham. Many motorists use the Route 21 bridge and side streets connecting Center Street and East Street to access West Avenue. Once on West Avenue, vehicles can turn right onto Fuller Street to utilize either Cady Street or Holyoke Avenue to access Interstate 291 in Chicopee via Burnett Road. The upgrade and realignment of Shawinigan Drive is also a popular alternate route to access Chicopee and Interstate 291. A list of the study area intersections is presented in Table I-1. Figure I-1 presents a map of the study area. Table I-1 Fuller Street Study Area Intersections Intersection Fuller Street with Cady Street Fuller Street with Cherry Street West Street with Cady Street West Avenue with Fuller Street Center Street (Route 21) with West Avenue Fuller Street primarily serves residential land uses at its intersection with Cady Street. Cady Street serves as the minor approach at this three-way intersection and operates under STOP control. One travel lane is provided for each approach at this intersection with a posted speed limit of 25 miles per hour on Fuller Street. A pedestrian cross-walk and sidewalks are provided, however the crosswalk is difficult to see due to the poor condition of its pavement markings. Pavement conditions were observed to be in good to fair condition. In the vicinity of its intersection with Cherry Street, Fuller Street serves residential land use providing one travel lane for the northbound and southbound approaches. Cherry Street connects Fuller Street with Center Street and is widely used as a cut-through route to bypass the intersection of Center Street with West Avenue and access the existing shopping plaza. Cherry Street operates under STOP control and provides one travel lane in each direction. Pavement conditions and sidewalk conditions were observed to be in fair to good condition, however the pavement markings were very faded making it difficult to see the crosswalk across Fuller Street. The posted speed limit is 25 miles per hour on Fuller Street. West Avenue forms a three-way intersection with Fuller Street and serves a variety of residential and commercial land uses. West Avenue provides one travel lane in each 3
direction and sidewalks are provided on the westerly side of the street. Fuller Street operates under STOP control and provides a one lane approach at its intersection with West Avenue. The pavement conditions and sidewalks were observed to be in fair to good condition. At the time of the field inventory, the pavement markings were observed to be very faded and with no pedestrian crosswalks provided. A small commercial plaza is located on the eastern side of the intersection. This plaza has one large, unrestricted curb cut that allows vehicles to enter and exit at any point on the corner of the intersection. No curbing is provided in this area and the edge of the road is defined by a painted single white edge line. Fuller Street intersects West Avenue at an acute angle. This, combined with the presence of an existing house on the northwest corner of the intersection, creates sight distance restrictions for vehicles attempting to make a left turn from Fuller Street. The intersection of Cady Street with West Street is a four-way intersection operating under all-way STOP control. West Street has a posted speed limit of 35 miles per hour. There are no crosswalks or sidewalks provided for pedestrians and the intersection lane markings are very faded. A park is located on the southeast corner of the intersection and a convenience store with gas pumps is located on the southwest corner of the intersection. Intersection Ahead signs and faded STOP AHEAD pavement markings are posted on all four approaches to the intersection. Many vehicles were observed to ignore the STOP sign on the northbound approach to the intersection during the field inventory and intersection traffic counts. Center Street (Route 21) intersects with West Avenue and Howard Street to form a four way unsignalized intersection. Howard Street is designated ONE WAY in the eastbound direction and intersects with Center Street approximately 50 feet to the south of West Avenue. Center Street provides one lane of traffic in the vicinity of the intersection and an exclusive left turn lane in the northbound direction. Pavement markings for this intersection were observed to be very faded at the time of the field inventory. Lane markings for the exclusive left turn lane on Center Street were very difficult to see. West Avenue also provides one lane of traffic in each direction and operates under STOP sign control. Sidewalks are provided at each approach and the pavement condition was observed to be in fair to good condition. Land uses in the vicinity of the intersection are a mix of residential and commercial uses. A gas station is located on the northwest corner of the intersection. There are two curb cuts for this gas station on Center Street and one long uncontrolled curb cut for the gas station on West Avenue. The speed limit along Center Street is 25 miles per hour and West Avenue has a speed limit of 30 miles per hour. 4
Figure I-1 Ludlow Study Area West Avenue Center Street (Route 21) Cady Street with West Street N Fuller Street West Avenue Cherry Street Cady Street Fuller Street Ludlow, Massachusetts Transportation Safety Study Area N Copyright, 2002 Pictometry International 5
6
II. EXISTING TRANSPORTATION CONDITIONS This section provides a technical evaluation of the transportation components throughout the study area. It includes a presentation of the data collected, crash experience and operations analyses to the overall performance and safety of these intersections. A. DATA COLLECTION Comprehensive data collection was conducted for this study to identify existing deficiencies. This activity consisted of obtaining traffic volumes, crash experience, and observations of traffic patterns throughout the study area. 1. Daily Vehicle Volume Vehicle volume data was collected for use in the safety analysis of the study area in order to measure the travel demands on an average weekday. Average Daily Traffic (ADT) volumes were compiled for typical weekday 48-hour periods at various mid-block locations within the study area using Automatic Traffic Recorders (ATRs). All ADT volumes were factored to represent Average Annual Daily Traffic (AADT) levels. A total of thirteen daily traffic counts were conducted in the study area. Table II-l and Figure II-1 present a summary of the study area weekday AADT volumes. Location Table II-1 Average Daily Traffic Volumes Cady Street west of West Street Cady Street east of West Street West Street south of Cady Street West Street north of Cady Street Fuller Street between Cady and Cherry Streets Fuller Street south of Cherry Street Cherry Street east of Fuller Street West Avenue west of Fuller Street West Avenue between Fuller and Center Streets Center Street south of West Avenue Center Street north of West Avenue Cady Street west of Fuller Street Fuller Street north of Cady Street NB = Northbound, SB = Southbound, EB = Eastbound, WB = Westbound 2. Hourly Vehicle Volume NB/EB SB/WB Total 1445 1640 3085 2568 2402 4970 4889 4775 9664 3603 3293 6896 6077 5654 11731 4779 3981 8760 3712 3314 7026 5337 3996 9333 5570 5855 11425 9468 9659 19127 4712 7538 12250 4097 4280 8377 3935 3531 7466 Manual Turning Movement Counts (TMC s) were conducted at the five intersections within the study area. The TMC s were conducted during the peak commuter periods. The peak period occurs during the morning hours of 7:00 AM to 9:00 AM and the afternoon hours of 4:00 PM to 6:00 PM. At each location the TMC s were conducted to identify the highest four consecutive 15-minute periods of traffic through the intersection. These consecutive peak 15-minute periods constitute a location's "Peak Hour Volume". The peak hour of traffic volume represents the most critical period for operations and will be the focus for some of the analyses conducted in this Study. 7
As traffic volumes tend to fluctuate over the course of the year, the Massachusetts Highway Department (MassHighway) develops traffic volume adjustment factors to reflect monthly variations. These factors were examined to determine how traffic conditions in the study area compare to average month conditions in accordance with the month that each intersection was studied. Based on the MassHighway data, traffic volumes during the month of January are estimated to be slightly lower than the annual average. Therefore, the traffic count data was adjusted to reflect average month conditions. Turning movement count data for the morning and afternoon peak hours are summarized on Figures II-2 and II-3. B. CRASH EXPERIENCE Crash information was gathered for all five intersections based on the information provided by the Ludlow Police Department to identify any existing safety problems. A crash rate analysis was performed to compare each intersection to the state average. Table II-2 summarizes the number of crashes by location and type for a period of three years (2002-2004) to identify any common conditions and possible causes. Table II-2 Crash History Summary Intersection Year # of Crashes Crash Type Time Crash Rate Fuller Street with Cady Street 2002 4 Angle 11 AM Peak 0 1.08 2003 5 Ped/Bike 0 PM Peak 4 2004 7 Rear-End 2 Other 12 16 Object 2 Not Reported 1 Fuller Street with Cherry Street 1.07 2002 7 Angle 12 AM Peak 1 2003 3 Ped/Bike 0 PM Peak 3 2004 6 Rear-End 1 Other 11 16 Object 1 Not Reported 2 Not Reported 2 West Street with Cady Street 1.04 2002 4 Angle 9 AM Peak 3 2003 5 Ped/Bike 0 PM Peak 3 2004 5 Rear-End 2 Other 8 14 Object 0 Not Reported 3 West Avenue with Fuller Street 0.53 2002 3 Angle 4 AM Peak 0 2003 3 Ped/Bike 0 PM Peak 2 2004 2 Rear-End 1 Other 6 8 Object 1 Not Reported 2 Center Street with West Avenue 0.83 2002 2 Angle 7 AM Peak 0 2003 6 Ped/Bike 1 PM Peak 2 2004 6 Rear-End 2 Other 11 14 Object 0 Not Reported 1 Not Reported 4 Source: Ludlow Police Department, 2002-2004 8
Figure II-1 Average Daily Traffic Volumes West Street Fuller Street 1445 3293 3603 2402 1640 4280 2568 Cady Street 4097 3531 3935 N 4775 4889 5654 6077 3981 3712 3314 Cherry Street 4779 5337 3996 Fuller Street West Avenue 5570 5855 7538 Center Street (Route 21) 9659 4712 Howard Street 9468 Figure II-2 Morning Peak Hour Turning Movement Counts 9
West Street 27 307 12 21 144 132 63 224 Fuller Street 18 22 24 28 203 36 Cady Street 55 158 167 108 N 238 144 102 58 Cherry Street 174 41 139 179 Fuller Street 140 45 West Avenue 265 144 22 426 7 Center Street (Route 21) 61 4 217 Howard Street 268 177 4 Figure II-3 Afternoon Peak Hour Turning Movement Counts 10
West Street 22 224 30 25 57 63 Cady Street 72 180 Fuller Street 28 134 33 38 314 136 96 259 270 340 N 187 252 235 63 Cherry Street 376 117 73 175 Fuller Street 304 283 168 243 West Avenue 15 466 14 Center Street (Route 21) 127 8 256 Howard Street 275 209 13 11
The crash rate per million entering vehicles was calculated for each intersection. In theory, crash rates can increase as the traffic volume along the roadway increases or as the potential for conflict is increased. The crash rate per million entering vehicles takes into consideration the number of crashes at an intersection and the number of vehicles that enter the intersection over the course of an average day. Based on MassHighway data, the average crash rate for an unsignalized intersection in the MassHighway District 2 region is 0.87. As can be seen from Table II-2, the intersections of Fuller Street with Cady Street and Fuller Street with Cherry Street had the most crashes with a total of 16 over a three year period. The majority of the crashes were angle-type crashes that occurred during off-peak hours. Also, most of the crashes did not occur during the morning or afternoon peak hour. The intersections of Fuller Street with Cady Street and Fuller Street with Cherry Street also have high calculated crash rates of 1.08 and 1.07 respectively. The intersection of Center Street (Route 21) with West Avenue also had a high number of crashes with a reported total of 14. This intersection has the highest traffic volumes and therefore more opportunities for conflict resulting in a crash rate of 0.83, just below the district average. No fatalities were reported at any of the intersections within the study area from 2002 to 2004. A number of factors can contribute to the crashes that have occurred in the study area. Exiting traffic from Cady Street at its intersection with Fuller Street can experience difficulties in viewing on-coming southbound traffic due to an existing curve on Fuller Street. This may contribute to the number of angle-type crashes at this intersection. In addition, vehicles making the through movement at the intersection of Fuller Street with Cherry Street in the northbound direction have been reported to still have their right turn signal on. This can contribute to driver confusion and lead to vehicle conflicts. A number of crashes at the intersection of West Street with Cady Street resulted from vehicles failing to come to a complete stop. Based on the crash data, 50% of the reported crashes at this intersection occurred as a result of vehicles failing to come to a complete stop on the westbound approach of Cady Street. High traffic volumes and the close proximity of Howard Street contribute to safety problems at the intersection of Center Street with West Avenue. Many vehicles make a right turn from Fuller Street onto Center Street and an immediate left turn from Center Street onto Howard Street. These left turning vehicles can begin to queue as a result of the high volume of opposing traffic in the northbound direction and contribute to congestion at the intersection. Many vehicles were observed to accept smaller gaps in the traffic stream as a result of the high traffic volumes in this area. C. ANALYSIS PROCEDURES 1. Capacity Analysis The study area was examined with regard to capacity and delay characteristics to determine the existing Level of Service (LOS). LOS is an indicator of the operating conditions which occur on a roadway under different volumes of traffic and is defined in 12
the 2000 Highway Capacity Manual by six levels, A through F. A number of operational factors can influence the LOS including geometry, travel speeds, and delay. Depending on the time of day and year, a roadway may operate at varying levels. Level of Service A represents the best operating conditions and is an indicator of ideal travel conditions with vehicles operating at or above posted speed limits with little or no delays. Conversely, LOS F, or failure, generally indicates forced flow conditions illustrated by long delays and vehicle queues. Level of Service C indicates a condition of stable flow and is generally considered satisfactory in rural areas. Under LOS D conditions, delays are considerably longer than under LOS C, but are considered acceptable in urban areas. At LOS E the roadway begins to operate at unstable flow conditions as the facility is operating at or near its capacity. A summary of the LOS at an unsignalized intersection is shown in Table II-3. Table II-3 Level of Service Designations - Unsignalized Intersections Average Control Delay (s/veh) LOS Expected Delay To Minor Street 0.0 to 10.0 A Little or no delay >10.0 to 15.0 B Short traffic delays >15.0 to 25.0 C Average traffic delays >25.0 to 35.0 D Long traffic delays >35.0 to 50.0 E Very long delays >50.0 F Extreme delays The basic assumption at an unsignalized intersection is that through moving traffic on the major street is not hindered by other movements. In reality, as minor street delays increase, vehicles are more likely to accept smaller gaps in the traffic stream causing through-moving vehicles to reduce speed and suffer some delay. The left turn movement off the minor street approach is the most heavily opposed movement and typically suffers the greatest delay. Therefore, this movement is used as a gage to determine the overall operations at an unsignalized intersection. Table II-4 presents a summary of the Level of Service for the five intersections in this study area. 13
Table II-4- Level of Service of Study Area Intersections AM PM Intersection Delay ** LOS* Delay** LOS* Fuller Street with Cady Street Fuller Street, NB All Directions 8.6 A 8.6 A Cady Street, EB All Directions 19.7 B 60.4 F Overall 14.2 B 34.5 D Fuller Street with Cherry Street Fuller Street, SB All Directions 8.1 A 9.8 A Cherry Street, WB All Directions 15.8 B 108.8 F Overall 12.0 B 59.3 F West Street with Cady Street West Street, NB All Directions 17.0 B 35.6 D West Street, SB All Directions 21.4 C 18.8 B Cady Street, EB All Directions 11.3 B 15.0 B Cady Street, WB All Directions 18.3 B 14.0 B Overall 17 C 21 C West Avenue with Fuller Street Fuller Street, SB All Directions 44 D 381 F West Avenue, EB All Directions 8.6 A 9.7 A Overall 26.3 D 195.4 F Center Street with West Avenue Center Street, NB Left Turns 9.5 A 9.8 A Center Street, SB All Directions 7.7 A 7.7 A West Avenue, EB All Directions 105.9 F 464 F Overall 41.0 D 160.5 F * = Level of Service ** = In Seconds Based on the results of the analysis, there is significantly more delay in the study area in the afternoon peak hour. The longest delays occur at the intersection of Center Street with West Avenue. Vehicles attempting to exit from West Avenue were calculated to operate at Level of Service (LOS) F during the afternoon peak hour. In addition, northbound left turns from Center Street while not calculated to experience significant delay, typically experience a long queue based on field observations. This can create difficulties for motorists attempting a left turn onto Howard Street and add to delays at the intersection. Long delays were also calculated for the southbound approach of Fuller Street at its intersection with West Avenue. In general most of the minor street approaches were calculated to operate at poor levels of service in the afternoon peak hour. The one exception occurred at the intersection of West Street with Cady Street where only the northbound approach of West Street was calculated to operate at unacceptable levels of delay. 2. Signal Warrant Analysis The intersections in the study area were examined to determine if the minimum warrants for the installation of a traffic signal are met. The 2003 edition of the Manual on Uniform Traffic Control Devices (MUTCD) sets forth the criteria for eight warrants of which one or more should be fully satisfied before a signal is installed. In addition, the installation of a traffic signal must improve the safety and operation of the location under study. Table 14
II-5 presents the results of the signal warrant analysis for each of the five study area intersections. Table II-5 Signal Warrant Analysis Results Warrant Description Fuller Street with Cady Street Fuller Street with Cherry Street West Street with Cady Street West Avenue with Fuller Street Center Street with West Avenue 1 Eight Hour Vehicular Volume Satisfied Satisfied Not Satisfied Satisfied Satisfied 2 Four Hour Vehicular Volume Satisfied Satisfied Satisfied Satisfied Satisfied 3 Peak Hour Volume Satisfied Satisfied Not Satisfied Not Satisfied Satisfied 4 Pedestrian Volume Not Applicable Not Applicable Not Applicable Not Applicable Not Applicable 5 School Crossings Not Applicable Not Applicable Not Applicable Not Applicable Not Applicable 6 Coordinated Signal System Not Applicable Not Applicable Not Applicable Not Applicable Not Applicable 7 Crash Experience Satisfied Satisfied Potentially Not Satisfied Potentially 8 Roadway Network Not Applicable Not Applicable Not Applicable Not Applicable Not Applicable Of the eight total warrants for the installation of a traffic signal, Warrant #1 Eight Hour Vehicular Volume is generally considered the most important as it requires minimum volumes to be met on both the major and minor streets for at least eight hours. Warrant #2 Four Hour Vehicular Volume and Warrant #3 Peak Hour Volume also require minimum volumes to be met but over shorter timeframes. Warrant #7 Crash Experience requires 80% of the volume requirements of Warrant #1 to be satisfied and at least 5 crashes of a type correctable through traffic signalization to have occurred over the last year. This warrant also requires that less restrictive remedies such as improved signing and pavement markings be tried and have failed to reduce crashes before a signal can be installed. As can be seen from the table, four of the five intersections currently meet the volume requirements of Warrant #1. The only intersection that did not meet the requirements of Warrant #1 was the intersection of West Street with Cady Street. Some of the intersections were noted to be potentially satisfied for Warrant #7 because it was unclear from some of the crash data if the current safety problem would indeed be corrected by the installation of a traffic signal. In addition, less restrictive improvements must be implemented and shown to have failed to improve safety before this warrant is satisfied. Although the intersections of Fuller Street with Cady Street, Fuller Street with Cherry Street and Fuller Street with West Avenue meet the minimum volume requirements for the installation of a traffic signal, full signalization is not recommended at this time. It is the opinion of the PVPC that less restrictive remedies could improve safety and congestion in these areas. In addition, the installation of traffic signals at all four intersections could encourage more cut-through traffic in the study area. 3. Multi-Way Stop Applications A multi-way STOP requires all vehicles to come to a complete stop prior to advancing through the intersection. The first vehicle to arrive at the intersection is granted the right of way. Multi-way stop signs can increase safety in the long term by defining the right of way at the intersection, however it is not uncommon for crashes to increase in the short 15
term as traffic adjusts to the new flow procedure. STOP signs are not intended to act as a speed control device. The intersections along Fuller Street were identified as possible candidates to operate under multi-way stop control due to their existing safety problems and congestion. The Manual on Uniform Traffic Control Devices defines the criteria to install multi-way stop control as follows: 1. In the event that a traffic signal is warranted, a multi-way stop can be installed for a brief period of time until the traffic signal is constructed. 2. A crash problem, as indicated by 5 or more reported crashes in a 12-month period that are susceptible to correction by a multi-way stop installation. Such crashes include right and left turn collisions as well as right-angle collisions. 3. Minimum volumes for an intersection: The volume of vehicles entering the intersection from the major street approaches (the total of approaches coming from both directions) is at or exceeds 300 vehicles per hour for any 8 hours of a 24 hour period. The combination of vehicular, pedestrian and cyclists traffic entering the intersection from both of the approaches on the minor street is or exceeds 200 units per hour for the same 8 hours used for the volume of the major street for both approaches or have a delay of at least 30 seconds per vehicle during the highest hour, but If 85 percent of the approach speed for the major street traffic is higher than 40 miles per hour, the minimum vehicular volume warrants are 70 percent of the above values. All three intersections currently meet the requirements for the installation of multi-way stop signs. Multi-way stop signs would create gaps for left and right turning vehicles and potentially reduce delay for these movements; however, they would also create delay for through traffic on the major street approach which is not currently required to stop. At the intersection of Fuller Street with Cherry Street, multi-way stop signs could reduce the problem caused by vehicles that unintentionally leave on their right turn signal and travel straight through the intersection. Table II-6 provides a summary of the Level of Service if the multi-way stop was installed. Due to the close proximity of the intersections of Fuller Street with Cady Street and Fuller Street with Cherry Street it would not be feasible to install multi-way STOP signs at both intersections. Less than 200 feet separates Cady Street from Cherry Street. As a result, it could be possible for vehicles on Fuller Street to queue into the opposite intersection and interfere with proper operation. It is recommended that multi-way STOP signs be installed at one of these intersections. Based on the PVPC turning movement counts, multi-way STOP signs may operate more efficiently at the intersection of Fuller Street with Cherry Street as the volume of traffic on all three approaches is relatively close. The intersection of Fuller Street with West Avenue would require significant improvements before a multi-way STOP could be safely installed. Specifically, the 16
northeast corner of the intersection would need to be defined by installing curbing to clearly define the entry and exit points for the commercial plaza and develop a safe location to install a STOP sign for the westbound approach of West Avenue. Table II-6 Level of Service Under Multi-Way Stop Application AM Peak PM Peak Intersection Delay LOS Delay LOS Fuller S treet with West Avenue Fuller Street SB, All M ovements 12.1 B 16.5 C West Avenue, EB All M ovements 10.8 B 94.3 F West Avenue, WB All M ovements 16.4 C 37.5 E Overall 13.1 B 49.4 E Fuller S treet with Cady S treet Fuller Street NB, All M ovements 13.1 B 67.5 F 13.1 B 14 B 11.8 B 17.9 C 12.7 B 33.1 D Fuller Street SB, All M ovements Cady Street, EB All M ovements Overall Fuller S treet with Cherry S treet Fuller Street NB, All M ovements 10 B 38.4 E Fuller Street SB, All M ovements 14.7 B 31.6 D Cherry Street WB, All M ovements 9.9 A 20.3 C Overall 11.5 B 26.0 D * - In seconds ** - Level of Service As can be seen from the table, the intersections would operate with very little delay during the morning peak hour, but significantly longer delays in the afternoon peak hour. The intersection of Fuller Street with West Avenue has the lowest Level of Service (LOS), with the eastbound approach operating at LOS F due to the high vehicle volumes. Longer vehicle queues could occur at each of the intersections under multi-way stop control as a result to delay being added to through traffic on the major street. 4. Traffic Signal Control The efficiency of traffic operations at a signalized location is based on the stopped delay per vehicle for a 15-minute analysis period. These conditions are measured using the nationally accepted standard methodology outlined in the 2000 Highway Capacity Manual (HCM). The HCM's measure of efficiency is quantified in terms of "Level of Service" (LOS). The LOS refers to the quality of traffic flow along roadways and intersections. It is described in terms of A through F, where A represents the best possible conditions and F represents forced-flow of failing conditions. A basic assumption in assigning a value for LOS at an intersection is that vehicles stopped at a signalized intersection are willing to accept longer delays. Table II-7 describes the level of service designations for signalized intersections. 17
Table II-7 - Level of Service Designations - Signalized Intersections Category Description Delay LOS A LOS B LOS C LOS D LOS E LOS F Describes a condition of free flow, with low volumes and relatively high speeds. There is little or no reduction in maneuverability due to the presence of other vehicles, and drivers can maintain their desired speeds. Little or no delays result for side street motorists. Describes a condition of stable flow, with desired operating speeds relatively unaffected, but with a slight deterioration of maneuverability within the traffic stream. Side street motorists experience short delays. Describes a condition still representing stable flow, but speeds and maneuverability begin to be restricted. Motorists entering from side streets experience average delays. Describes a high-density traffic condition approaching unstable flow. Speeds and maneuverability become more restricted. Side street motorists may experience longer delays. Represents conditions at or near the capacity of the facility. Flow is usually unstable, and freedom to maneuver within the traffic stream becomes extremely difficult. Very long delays may result for side street motorists. Describes forced flow or breakdown conditions with significant queuing along critical approaches. Operating conditions are highly unstable as characterized by erratic vehicle movements along each approach. (in seconds) < 10.0 >10.0 to 20.0 >20.0 to 35.0 >35.0 to 55.0 >55.0 to 80.0 > 80.0 Each of the four study area intersections found to satisfy the requirements of Warrant #1 in the Manual on Uniform Traffic Control Devices were analyzed to determine the effects the installation of a traffic signal on current vehicular operation. Table II-8 presents the results from this analysis using existing volumes. As part of this analysis it was assumed that an exclusive left turn lane would be installed on the eastbound approach of West Avenue at its intersection with Fuller Street and on the northbound approach of Fuller Street at its intersection with Cady Street. In addition, the intersection of Center Street with West Avenue and Howard Street was analyzed at a four-way intersection. The feasibility of this scenario would need to be identified during the actual design process. 18
Table II-8 Level of Service of Intersections Operating Under Traffic Signal Control AM PM Intersection Delay* LOS** Delay* LOS** Fuller Street with Cady Street Fuller Street, NB Through Movement 4.1 A 9.9 A Fuller Street, NB Left Movement 5.9 A 13.6 B Cady Street, SB, All Movements 4.8 A 5.4 A Cady Street, EB All Movements 6.8 A 5.9 A Overall 5.4 A 8.7 B Fuller Street with Cherry Street Fuller Street, NB All Movements 4.4 A 6.4 A Fuller Street, SB Through Movement 4.6 A 6.0 A Fuller Street, SB Left Turn Movement 4.9 A 22.7 C Cherry Street, WB All Movements 7.5 A 8.4 A Overall 5.4 A 10.9 B West Avenue with Fuller Street Fuller Street, SB All Movements 8.2 A 9.8 A West Avenue, EB Through Movement 7.8 A 7.0 A West Avenue, EB Left Movement 9.1 A 21.8 C West Avenue, WB All Movements 9.8 A 4.1 A Overall 8.7 A 10.7 B Center Street with West Avenue Center Street, NB Through Movement 4.7 A 6.3 A Center Street, NB Left Movement 8.4 A 13.9 B Center Street, SB All Movements 18 C 19.2 C West Avenue, EB Right Movement 7.7 A 18.7 C Overall 9.7 B 14.5 B * -In seconds ** - Level of Service As can be seen from the table, all of the intersections are expected to operate with much lower delays under traffic signal control. Due to the close proximity of the intersection of Fuller Street with Cady Street and Fuller Street with Cherry Street, traffic signals for these intersections would need to be coordinated to minimize vehicle queues along Fuller Street between Cady Street and Cherry Street. Again, this analysis assumed a traffic signal at the intersection of Center Street with West Avenue could be designed to allow exiting traffic from West Avenue to access Howard Street without conflicting with northbound traffic on Center Street. In practice, this may not be feasible due to the existing roadway geometry and land uses in the vicinity of the intersection. This issue along with the impact of the existing curb cuts for the gas station on the northwest corner of the intersection would need to be addressed in the design process. Similarly, the existing intersection geometry and land uses in the vicinity of the intersections of West Avenue with Fuller Street, Fuller Street with Cherry Street and Fuller Street with Cady Street may not allow the installation of a traffic signal within the existing intersection right of way. As a result, traffic signals for these three intersections are not recommended by the PVPC at this time. The Town of Ludlow should consider developing conceptual improvement alternatives for each of the study area intersections to determine their true impact on the surrounding property if they would like to pursue the installation of traffic signals. 19
III. FUTURE CONDITIONS It is important to consider the impact of future growth on the existing transportation system. Site specific development can be expected to impact the existing flow of traffic and add to congestion and delay throughout the study area. Growth in population and employment in the Town of Ludlow and surrounding communities can also result in increases in traffic. A five year build out scenario was chosen for the purpose of this analysis. Using historical traffic count data and research from recent traffic studies completed in the region a background growth rate of 2% per year was selected. The traffic impacts of a proposed 241 unit low-rise condominium project were also factored into the future traffic volumes for the study area. This development is proposed to access Fuller Street north of the study area. PVPC staff estimated the traffic impacts of this development on the study area using The Institute of Transportation Engineers (ITE) Trip Generation Manual. This manual provides equations to estimate the number of trips expected to be generated by a variety of land uses based on actual traffic counts conducted across the country. Based on the description of the project, ITE Land Use Code #231 Low Rise Condominium was used to estimate the number of vehicle trips expected to be generated by the proposed development. If the proposed development were to be implemented, approximately 231 vehicle trips per day would be generated within the surrounding area. Table III-1 presents a summary of the Level of Service for the Existing Conditions, 2010 future conditions and under future traffic conditions with various transportation improvements 20
Inters ection Table III-1 Future Level of Service Comparison AM Exis ting Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Fuller Street with Cady Street Fuller Street, NB A ll Directions 8.6 A 8.6 A 8.9 A 8.9 A 15.1 C 120.8 F 14.9 B 17.0 B Cady Street, EB A ll Directions 19.7 C 60.4 F 29.7 D 162.1 F 13.2 B 21.7 C 17.9 B 24.9 C Overall 14.2 B 34.5 D 19.3 C 85.5 F 14.1 B 71.3 F 16.4 B 21.0 C Fuller Street with Cherry Street Fuller Street, SB A ll Directions 8.1 A 9.8 A 8.3 A 10.6 B 9.9 A 17.7 C 11.1 B 37.3 D Cherry Street, WB A ll Directions 15.8 C 108.8 F 19.8 C 292.7 F 8.0 A 10.6 B 22.7 C 34.2 C Overall 12.0 B 59.3 F 14.1 B 151.7 F 9.0 A 14.2 B 16.9 B 35.8 D West Street with Cady Street Wes t Street, NB A ll Directions 17.0 C 35.6 D 22.7 C 74.9 F Wes t Street, SB A ll Directions 21.4 C 18.8 C 32.2 D 26.2 D Cady Street, EB A ll Directions 11.3 B 15.0 B 12.6 B 18.2 C Cady Street, WB A ll Directions 18.3 C 14.0 B 24.3 C 16.6 C Overall 17 C 21 C 23.0 C 34.0 D PM 2010 Proposed New AM Development 2010 Under Signalized Control West Avenue with Fuller Street Fuller Street, SB A ll Directions 44 E 381 F 44.2 E 188.1 F 23.4 C 19.3 B 22.5 C 21.2 C Wes t A venue, EB A ll Directions 8.6 A 9.7 A 8.9 A 9.8 A 14.7 B 139.7 F 11.8 B 20.5 C Overall 26.3 D 195.4 F 26.6 D 99.0 F 19.1 B 79.5 E 17.2 B 20.9 C Center Street with West Avenue Center Street, NB Left Turns 9.6 A 9.8 A 10.2 B 10.5 B 23.8 C 41.0 D Center Street, SB A ll Directions 7.7 A 7.7 A 7.7 A 7.8 A 29.9 C 30.5 C Wes t A venue, EB A ll Directions 105.9 F 464 F 306.6 F 100.0 F 25.5 C 31.1 C Overall 41.1 E 160.5 F 108.2 F 39.4 E 27.7 C 30.8 C PM 2010 Multi-Way Stop AM Control PM AM PM 21
As can be seen from the table, the increase in volumes in 2010 in addition with the increase in trip generations impose a considerable increase in vehicle volumes and delay throughout the study area. Even if the proposed development was not built, by 2010 the intersections would yet be suffering a considerable amount of delay. IV. TRANSPORTATION RECOMMENDATIONS Based on the results of the transportation study, a series of recommendations were developed to address existing traffic deficiencies and improve safety in the study area. The Town of Ludlow has maintenance authority over the study area intersections. The private site access and egress driveways fall under the jurisdiction of the respective property owners. 1. Fuller Street with Cady Street It was noted at the time of the field inventory that there is a slight curve north of this intersection. This may cause sight distance problems for motorists at the eastbound approach. Installing INTERSECTION AHEAD signs to the north of the intersection may be beneficial. At the time of the field inventory, the lane markings and crosswalks were very hard to see. Re-painting these lines can direct traffic and assist pedestrians when crossing Cady Street. The Town of Ludlow should consider reducing the existing radii on both corners of the eastbound approach of Cady Street. This could assist in reducing the travel speed of right turning traffic from the southbound approach of Fuller Street. Reducing the width of the approach lane on Cady Street could also assist right-turning traffic by not allowing left turning vehicles to pull forward and restrict the sight distance of rightturning vehicles. This intersection satisfies the warrant to operate under multi-way STOP signs at each approach. The intersection of Fuller Street with Cherry Street also satisfies the warrant for multi-way STOP control. Due to the close proximity of these intersections, it is recommended that only one of the two intersections operate under multi-way STOP control while the other intersection continues to operate under present conditions. It is also recommended to install any multi-way STOP signs on a trial basis to determine if they are having a positive impact on traffic operations. 2. Fuller Street with Cherry Street At the time of the field inventory, pavement markings in the vicinity of the intersection as well as the crosswalk on Fuller Street were noted to be faded in many areas. It is recommended that new pavement markings be installed to assist in traffic control in this area and allow pedestrians to safely cross the street. This intersection satisfies the warrant to operate under multi-way STOP signs at each approach. The intersection of Fuller Street with Cady Street also satisfies the warrant for multi-way STOP control. Due to the close proximity of these intersections, it is recommended that only one of the two intersections operate under multi-way STOP control while the other intersection continues to operate under present conditions. It is also recommended to install any multi-way STOP signs on a trial basis to determine if they are having a positive impact on traffic operations. 23
3. West Avenue with Fuller Street At the time of the field inventory, pavement markings in the vicinity of the intersection were noted to be faded in many areas. It is recommended that new pavement markings be installed to assist in traffic control in this area. The Town of Ludlow should consider obtaining the services of a licensed professional engineer to develop improvement alternatives to the existing intersection geometry. It might be possible to improve the angle at which Fuller Street intersects with West Avenue by reducing the width of the paved shoulder on West Avenue and improving the radius on the northwest corner. Right-turning traffic from the westbound approach of West Avenue can perform this maneuver at a high rate of speed. The reduction of this radius in combinations with the installation of granite curbing would serve to reduce the speed of right-turning traffic and clearly define the entrance and exit to the land uses on this corner. This would require the permission and cooperation of property owners in this area. 4. West Street with Cady Street At the time of the field inventory, pavement markings in the vicinity of the intersection were noted to be faded in many areas. It is recommended that new pavement markings be installed to assist in traffic control in this area. This should include the existing STOP AHEAD pavement markings on each approach to the intersection. At the intersection of West Street with Cady Street, there are two curb cuts on Cady Street and two curb cuts on West Street for the gas station. Consolidation of the curb cuts further away from the intersection would improve safety and traffic flow at the intersection. This will require permission from the property owners of this property. STOP signs are located on each side of the West Street approaches to the intersection, however, only one of the signs correctly displays the multi-way plaque beneath the sign. The multi-way plaque is required to be displayed beneath all STOP signs at a multi-way stop. At the time of the field inventory, many vehicles were observed to roll through the intersection without coming to a complete stop. Installing larger STOP signs as well as a painted STOP legend immediately prior to the stop line may help alleviate this problem. The Town of Ludlow should consider supplementing the existing multi-way stop signs with flashing red warning beacons. This could assist in enforcing the need to come to a complete stop at this intersection and would provide additional advance warning of the need to stop. It is recommended that this location be restudied in the future to determine if traffic signal control is warranted. 5. Center Street with West Avenue At the time of the field inventory, pavement markings as well as the crosswalks in the vicinity of the intersection were noted to be faded in many areas. It is recommended that new pavement markings be installed to assist in traffic control in this area. At the intersection of Center Street with West Avenue, there is one long curb cut for the GULF gas station on West Avenue. Consolidation of existing curb cuts could assist in improving safety and directing traffic. This will require permission from the property owner. 24
The Town of Ludlow should consider obtaining the services of a licensed professional engineer to determine if a traffic signal can be installed at this intersection. While the intersection satisfies the minimum criteria for the installation of a traffic signal it may not be possible as a result of the existing geometry and land uses in the vicinity of the intersection. The PVPC analysis assumed the intersection could operate similar to a traditional four-way intersection. This may require that each approach operate on an exclusive phase. While not the most efficient use of a traffic signal, this option could provide traffic signal control within the limits of the existing intersection right of way. Many vehicles were observed to turn right from West Avenue onto Center Street and make an immediate left turn onto Howard Street. This can both contribute to traffic congestion and decrease safety as many vehicles attempt to perform this maneuver diagonally across Center Street. The installation of a neckdown at the intersection of Center Street with Howard Street would reduce the width of the intersection to one entering travel lane and limit the ability of exiting traffic from West Avenue to perform the existing high speed maneuver across Center Street. This would also assist in defining the ONE WAY status of Howard Street. The Town of Ludlow should consider installing a DO NOT BLOCK INTERSECTION sign on the northbound approach of Center Street immediately prior to Howard Street to allow motorists to turn onto Howard Street. This could help reduce traffic congestion at the intersection of Center Street with West Avenue. Based on the results of the turning movement counts performed by the PVPC, very few vehicles turn left from West Avenue onto Center Street. Vehicles attempting to perform left turns from this approach can experience very long delays and create long vehicle queues on West Avenue. The Town of Ludlow should consider prohibiting left turns from West Avenue at this intersection. B. PRIORITY LIST OF RECOMMENDATIONS Based on the comments received from the Executive Office of Transportation on the draft report, the following is a priority list of the recommendations for the study area. At the time of the field inventory, pavement markings including the crosswalks in the vicinity of all five intersections were noted to be faded in many areas. It is recommended that new pavement markings be installed to assist in traffic control in the study area. This should include STOP AHEAD pavement markings on each approach to the intersection of West Street with Cady Street. The intersections of Fuller Street with Cady Street and Fuller Street with Cherry Street meet the requirements for the installation of all-way STOP signs. Due to the close proximity of these intersections, it is recommended that only one of the two intersections operate under multi-way STOP control while the other intersection continues to operate under present conditions. It is also recommended to install any multi-way STOP signs on a trial basis to determine if they are having a positive impact on traffic operations. The Town of Ludlow should consider obtaining the services of a licensed professional engineer to determine if a traffic signal can be installed at the intersection of West Avenue with Fuller Street. While the intersection satisfies the minimum criteria for the installation of a traffic signal it may not be possible as a result of the existing geometry and land uses in the vicinity of the intersection. The PVPC analysis 25
assumed the intersection could operate similar to a traditional four-way intersection. This may require that each approach operate on an exclusive phase. While not the most efficient use of a traffic signal, this option could provide traffic signal control within the limits of the existing intersection right of way. Right-turning traffic from the westbound approach of West Avenue can perform this maneuver at a high rate of speed. The reduction of this radius in combinations with the installation of granite curbing would serve to reduce the speed of right-turning traffic and clearly define the entrance and exit to the land uses on this corner. This would require the permission and cooperation of property owners in this area. The Town of Ludlow should consider reducing the existing radii on both corners of the eastbound approach of Cady Street. This could assist in reducing the travel speed of right turning traffic from the southbound approach of Fuller Street. Reducing the width of the approach lane on Cady Street could also assist right-turning traffic by not allowing left turning vehicles to pull forward and restrict the sight distance of rightturning vehicles. C. PUBLIC PARTICIPATION At the request of the Town of Ludlow, The Pioneer Valley Planning Commission had attended the Board of Selectmen s meeting on April 19, 2005 at the Ludlow Town Hall. An overview of the study was presented as well as some possible short-term and long term recommendations. The Board of Selectmen requested PVPC to attend the Safety Committee Meeting on May 12, 2005. The safety committee had a number of comments regarding the draft study as follows: Some members of the Safety Committee expressed concerns regarding the installation of multi- way stop signs at either the intersection of Fuller Street with Cady Street or the intersection of Fuller Street with Cherry Street due to the possibility of motorists not making a complete stop. The Safety Committee agreed with PVPC s recommendations to improve the geometry and reduce the width of the Cady Street approach at its intersection with Fuller Street. The recommendation to define the curve with curbing, improve existing geometry and consolidate curb cuts at the intersection of West Avenue with Fuller Street was well received. On a whole, the Safety Committee preferred the installation of traffic signals as a method to control traffic in the study area. 26