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$: Downtown Pittsfield Circulation Plan Summary Report with ... · F:\P2004\0707\A10\Final Report\Final Report (Rev 6-19-06).doc 1 1.0 EXECUTIVE SUMMARY The City of Pittsfield and the$
Downtown PittsfieldCirculation Plan

Summary Report with Recommendations

City of PittsfieldPittsfield, MA

June 20, 2006

Fuss & O’Neill78 Interstate Drive

West Springfield, Massachusetts 01089

With SubconsultantFitzgerald & Halliday, Inc.

DOWNTOWN PITTSFIELD CIRCULATION PLANCity of Pittsfield, MA

TABLE OF CONTENTS

PAGE

1.0 EXECUTIVE SUMMARY....................................................................................................... 2

2.0 CIRCULATION STUDY OVERVIEW................................................................................ 4

3.0 EXISTING TRANSPORTATION CONDITIONS .......................................................... 4

4.0 FUTURE TRANSPORTATION CONDITIONS ............................................................ 12

5.0 IMPROVEMENT ALTERNATIVES CONSIDERED................................................... 15

6.0 PREFERRED ALTERNATIVE RECOMMENDATIONS ........................................... 18

TECHNICAL APPENDIX (Separate Document)

A.1 Technical Memorandum #1: Existing Conditions and Problem Evaluation

A.2 Technical Memorandum #2: Definition and Evaluation of Potential Actions

F:\P2004\0707\A10\Final Report\Final Report (Rev 6-19-06).doc 1

1.0 EXECUTIVE SUMMARY

The City of Pittsfield and the Berkshire Regional Planning Commission (BRPC) contractedwith Fuss & O'Neill to perform a traffic circulation and parking study of DowntownPittsfield. The goal of this study was to develop recommendations for improving north-south travel throughout the downtown area, as well as enhancing the safety and mobility ofvehicular and pedestrian traffic . The purpose for these recommendations is to establish alist of prioritized improvements which the City and the BRPC will use as a Master Plan forthe downtown roadway and parking infrastructure. Implementation of this Master Plan willenhance the ongoing efforts for economic revitalization, support existing business andcommerce, and will meld with the City beautification and streetscape projects.

The project study area is shown in Figure 1 and comprises the three major north-southcorridors and several east west connector streets in downtown Pittsfield. The north-southcorridors include the major commercial, downtown business and arterial connections asfollows:

• Center Street/Seymour Street corridor from West Housatonic to Wahconah Street• South Street/North Street corridor from West Housatonic to Stoddard Avenue• Route 7 (First Street) from East Street to Springside Avenue

West Housatonic Street, East Housatonic Street, West Street, East Street, Fenn & DepotStreets, Columbus & Eagle Streets, Linden & Maplewood, and Tyler Street serve as theprimary east/west corridors within the downtown study area.

This study included an extensive data collection process that included manual turningmovement counts of traffic and pedestrians at intersections, pedestrian counts at crosswalkareas, automatic traffic recorder data research, travel time and delay runs, roadside andintersection safety audits, and an accident analysis. Downtown parking was also inventoriedand we made observations of parking occupancy during peak periods and conducted aparking lot user survey.

This comprehensive data was used as the basis for analysis of existing traffic and parkingoperations within the study area. This analysis resulted in a list of deficiencies for roadwayand intersection capacity, as well as safety deficiencies. Traffic conditions were projected(grown) to a future design year of 2030, and additional analysis was conducted to summarizeanticipated 2030 intersection and roadway capacity conditions.

The Fuss & O’Neill team led an extensive public involvement process in conjunction with aseries of Working Group sessions with the BRPC, City of Pittsfield and the MassachusettsHighway Department (MHD. Input received from the public as well as the experts withBRPC and City Staff was vital in providing direction to the project, helping us to understandthe key assets in the downtown, and coordinating this project with the City’s North Streetstreetscape enhancement project.

Fuss & O’Neill prepared a list of improvements to address the existing and future capacityand safety deficiencies. These improvements were discussed extensively with the WorkingGroup, and ultimately the improvements were organized in six improvement Packages. A


preliminary screening process was used to evaluate these six packages to eliminatealternatives which did not meet the stated goals of the project, or were ineffective and/orinfeasible. Following the preliminary screening, the remaining alternatives were organizedinto a set of comprehensive plans entitled “Downtown Action Plans”. Each of theDowntown Action Plans was subjected to a more detailed technical evaluation.

The Working Group provided technical review and oversight as the various DowntownAction Plans were refined and the final recommendations were developed. A final publicinvolvement meeting provided the basis for our recommendation of the PreferredDowntown Action Plan.

Specific improvement recommendations within the preferred Downtown Action Plan havebeen broken into short-, medium-, and long-term improvements, in order to provide aphased timeline which the City of Pittsfield can use as a plan for improving mobility withinthe downtown area.

Figure 5 attached shows the locations of the recommended improvements for thedowntown study area. The preferred alternative consists of the following recommendations:

1. SHORT-TERM IMPROVEMENTS (0 TO 5 YEARS)• Transportation System Management improvements including upgrading of

existing traffic signal equipment, traffic signal coordination along north-southcorridors, improvements of pavement markings, replacement and upgrading ofcertain traffic signage, upgrading of pedestrian facilities, improving sight distanceat certain locations, and improving curb corner radii at certain intersections.

• Downtown parking improvements, including recommendations to considerbetter parking system for public non-permit parking, shifting of some permitspaces from one lot to another, and improving pedestrian amenities and walkingfacilities.

• Redirecting Route 9 Traffic to use Center Street and West Street as an alternativeto South Street.

• Realignment and Signalization of Wahconah Street at North Street.• Make Union Street two-way between Center Street and North Street.• Improvements at the intersection of Seymour Street and Wahconah Street.

2. MID-TERM IMPROVEMENTS (5 TO 10 YEARS)• Implement Downtown Pittsfield Streetscape traffic measures, including bulb-outs

at certain intersections along North Street, elimination of the center raisedmedian in certain sections, and remove some auxiliary left turn lanes, betweenFenn Street and Linden Street.

• Downtown Parking improvements.• Realignment of Charles Street with Springside Avenue to form a four-way

intersection.• Close that section of North Street between Tyler Street and the BMC driveway to

through traffic.• Improvements at the intersection of First Street and Tyler Street.• Signalization of the intersection of First Street at Stoddard Avenue.


• Signalization of the intersection of Wendell Avenue at East Housatonic Street.

3. LONG-TERM IMPROVEMENTS (10 TO 25 YEARS)• Improvements at the intersection of First Street and East Street.• Improvements at the intersection of Seymour Street and Linden Street.• Signalization of the Depot Street and Center Street intersection.


2.0 CIRCULATION STUDY OVERVIEW

This report discusses recommendations for improving north-south mobility throughDowntown Pittsfield. The recommendations presented in this report represent the finalstep in the Downtown Pittsfield Circulation Study. This study of traffic circulation throughDowntown Pittsfield has involved substantial transportation and parking data collection andanalysis. Using field investigations, data analysis, and public input Fuss & O’Neill, alongwith the City of Pittsfield, BRPC, and MassHighway, has developed an improvementpackage that addresses the majority of concerns regarding north-south traffic mobilitythrough Downtown Pittsfield.

Analysis of existing conditions shows that, while the majority of intersections and roadwaysegments are operating at acceptable levels of service, there are points of concern regardingtraffic and pedestrian safety and traffic capacity issues. Analysis of future conditions (i.e. 25year traffic projections) shows that these points of concern will continue to worsen unlessmitigation is provided at key locations.

Following the preliminary screening of several potential improvement packages a preferredalternative, which best addresses these points of concern, has been selected. The preferredalternative includes improvements which address safety and capacity concerns, those bothexisting and in the future.

The preferred alternative includes improvements that target the following areas of concernwithin Downtown Pittsfield:

Ø Pedestrian & Vehicular Safety;Ø Aging & Outdated Traffic Signal Equipment;Ø Traffic Signal Coordination;Ø Parking Demand & Supply;Ø North Street Traffic Calming;Ø North End Traffic Circulation (i.e. Wahconah – North – Tyler area); andØ South End Capacity Restraints (i.e. East, West, and South Street area).

The problem areas are shown on Figure 2.

The improvements within the preferred alternative are intended to work together to allowtraffic operations throughout downtown Pittsfield to continue performing at a high levelwith greater vehicular and pedestrian safety, as traffic and pedestrian activity continue toincrease in the downtown area.

3.0 EXISTING TRANSPORTATION CONDITIONS

This study entailed a comprehensive review of major roadways, twenty seven intersectionsand major parking facilities in downtown Pittsfield. Extensive data collection, field review,analysis and user surveys were compiled as a baseline for evaluation of existing conditions.The development of a traffic model of the downtown north-south corridors allowed forcomprehensive analysis of capacity and traffic operations, and was used for evaluation ofimprovement alternatives. Inventories and road safety audits were conducted in order to


locate deficiencies in traffic operations and safety. MassHighway accident data was alsoreviewed and studied at key intersections and roadways.

This work resulted in identification of a number of general safety and signage deficiencies aswell as some specific conditions to be addressed. Full analysis and in depth discussion ofexisting and future traffic conditions in Downtown Pittsfield can be found in AppendixA.1,– Technical Memorandum #1: Existing Conditions and Problem Evaluation.

A. Traffic Operations at Intersections

1. Capacity Analysis

Using existing signal timing plans provided by the City of Pittsfield and manualturning movement count data collected by this study, capacity analyses for all 27intersections were conducted using Synchro Professional 5.0 capacity analysissoftware.

In discussing intersection capacity analyses results, two terms are used todescribe the traffic operating condition of the road or intersection. These twoterms are volume to capacity ratio (v/c) and level of service (LOS).

The v/c ratio is a ratio of the volume of traffic using an intersection to the totalcapacity of the intersection (the maximum number of vehicles that can utilizethe intersection during an hour). The v/c ratio can be used to describe thepercentage of capacity utilized by a single intersection movement, a combinationof movements, an entire intersection approach, or the intersection as a whole.As the v/c ratio approaches 1, the intersection nears capacity and it may becomeimpossible to accommodate all the vehicles attempting to travel through theintersection.

LOS is a measure of the delay experienced by stopped vehicles at anintersection. LOS is rated on a scale from A to F, with A describing a conditionof very low delay (less than 10 seconds per vehicle), and F describing a conditionwhere delays will exceed 50 seconds per vehicle for unsignalized intersectionsand 80 seconds per vehicle for signalized intersections. Delay is a measure ofdriver discomfort, frustration, fuel consumption, and lost travel time.Therefore, intersections with longer delay times are less acceptable to mostdrivers.

The analysis indicates that in general, the existing signalized intersectionsthroughout the road network operate acceptably in the AM and PM peak hours,as well as the Saturday peak hour. All signalized intersections are operating at anoverall LOS D or better. The analysis of the unsignalized intersections revealedthat the majority of them are operating acceptably with approach LOS D orbetter.


2. Accident History

As part of the review, the three intersections with the highest number of vehicleand bicycle crashes were analyzed along with the four intersections with thehighest number of pedestrian-related crashes. The years reviewed included a 5-year period, 1998 thru 2002. The following is a summary of the intersectionsanalyzed and the associated number of crashes:

Motor Vehicle Accidents:• First Street & Tyler Street (95 Accidents)• South Street & East Housatonic/West Housatonic Street (54 Accidents)• North Street & Linden Street/Maplewood Avenue (64 Accidents)

Pedestrian Accidents:• First Street & Burbank Street (3 Accidents)• First Street & Maplewood Avenue (2 Accidents)• North Street & Madison Avenue (3 Accidents/1 Fatality)• North Street & Orchard Street (3 Accidents/1 Fatality)

Bicycle Accidents:• North Street & Columbus Avenue (1 Accident)• Wahconah Street & Lenox Avenue (1 Accident)• Seymour Street & Madison Avenue (3 Accidents)

3. Existing Intersection Problem Areas

Several deficiencies were noted regarding existing intersection operations. Theunsignalized intersections of North Street at Tyler Street and Stoddard Avenueat First Street often have traffic backups on their approaches during peak traffichours which impact other nearby intersections. North-south traffic at theintersection of First Street at Tyler Street, for example, is often blocked duringpeak hours by the westbound Tyler Street traffic stopped at North Street,resulting in a major impact to traffic operations on one of the major north-south corridors, First Street.

Existing traffic signal equipment is outdated or in poor repair throughout thestudy area. This contributes to the lack of signal coordination on the FirstStreet and Center/Seymour Street corridors. The lack of coordinationcontributes to delays and queue lengths throughout the study area.

The intersections of First Street with Tyler Street (crash rate of 1.93) and NorthStreet with Linden Street (crash rate of 1.35) have crash rates significantly higherthan the statewide average of 0.87, suggesting existing conditions arecontributing to the prevalence of accidents at these intersections. Analysis ofaccident data at the identified high accident locations provides evidence ofexisting safety deficiencies. A number of head-on crashes between vehicles


traveling north-south through the intersection of First Street and Tyler Streetsuggests that travel lanes are poorly defined. Over 50 percent of crashes at theintersection of North Street with Linden Street occur during non-daylight hourssuggesting that there may be poor lighting conditions at this intersection.

B. Roadway Sections and Regional Mobility


A comprehensive traffic model of the Downtown Pittsfield road network wasdeveloped using Synchro Professional/Simtraffic 5.0 software. Existing trafficvolumes, intersection and roadway lane arrangements, intersection control (stopsigns and traffic signal timings), and roadway link information including numberof travel lanes and travel speeds were entered into the model for each peakperiod. The model was then utilized to calculate travel times, link travel speeds,signal delay, arterial levels of service (LOS), and various measures ofeffectiveness (MOE’s) for each roadway segment and arterial. Several MOE’swere considered for each north/south arterial including average stops pervehicle, total stops, signal delay per vehicle, total signal delay, vehicle emissions,and average speed.

The operation of each arterial roadway segment in the study network ismeasured by its arterial level of service (LOS). The LOS is a function of theaverage travel speed on each roadway link and is measured on a report card typescale from A to F with LOS A indicating an efficient, free-flowing trafficcondition and LOS F indicating significant (usually unacceptable) travel timedelay with frequent stops. Typically, LOS D is considered the minimumacceptable for arterial operation. Table 1 shows the existing and future levels ofservice for the three north-south corridors through downtown Pittsfield.

TABLE 1

Arterial Direction PM Existing PM 2030NB C CNorth StreetSB C CNB D DFirst StreetSB D ENB D FCenter Street / Seymour StreetSB C D

**Assumes redesign of Park Square traffic movements to allow new northbound through lane from South Street and left turn lane northbound onto West Street.

The analyses indicate that the three major north/south corridors in the studyarea (North Street, First Street, and Center Street/Seymour Street) all operate atLOS C or LOS D in both the northbound and southbound directions duringthe existing (year 2005) afternoon peak hours of traffic.


In the future, First Street southbound is expected to operate at an overall level Eduring the afternoon peak traffic hour.

Analysis shows that the eastbound segment of Charles Street and thesouthbound segment of First Street between East and Fenn Streets are currentlyoperating at LOS F during the PM peak hour. Motorists traveling southboundon North Street are subject to LOS E on the segment located betweenColumbus Avenue and Melville Street.

During the morning peak hour of traffic (existing conditions), the mostsignificant delay throughout the road network was reported along thesouthbound segment of First Street between Fenn Street and East Street whereLOS E conditions were reported. In the afternoon peak hour, this segmentexperienced LOS F conditions. Significant delay was also reported on thesouthbound segment of North Street between Melville Street and ColumbusAvenue which experienced LOS E conditions during the afternoon peak hour.

2. Road Safety Audits

Road safety audits (RSA’s) were performed on 24 streets within the study area inorder to identify potential hazards and points of confusion for road networkusers. In order to simplify the process, the three major north-south corridors(North Street, First Street, and Center Street) were processed and reported insegments. The results of these audits were used to generate improvementrecommendations for the future.

3. Existing Roadway Segment Problem Areas

By means of the road safety audits and field investigation, several areas ofconcern were identified. Among the most problematic is study area-widedeterioration of traffic signage and pavement markings.

C. Downtown Parking

1. Existing Parking Supply & Occupancy

Several aspects made up the data collection effort with regards to downtownparking. These included a count at off-street parking lots and on-street parkingspaces. For this study the following parking facilities were surveyed:

• Lot 1 - Melville Street and North Pearl Street• Lot 2 – East Street and Willis Street• Lot 3 – Fenn Street and First Street• McKay Garage and Lot 5A – bordered by West Street, McKay Street, Depot

Street and Center Street• Lot 7 – bordered by Columbus Avenue, Summer Street and Center Street• Big Y – 200 West Street, at the intersection of West Street and Center Street


• BankNorth – 99 West Street, bordered by West Street, Center Street andChurch Street

• Crowne Plaza – 1 South Street, near the intersection of South Street andWest Street

Table 2 lists the existing permit, public and handicapped parking supply of thepublic parking facilities. Since Big Y, BankNorth and Crowne Plaza are not city-owned parking facilities they are not included in Table 2. Also, parking spacesthat are strictly designated by use, such as parking assigned to city employees, arenot included in this inventory.

Table 2: Parking Supply by Lot and Type

Parking Facility Public Permit Handicapped TotalLot 1 - Melville St. 38 70 6 114Lot 2 - Willis St. 19 39 2 60Lot 3 - First St. 75 145 5 225Lot 5 - McKay Garage 73 912 21 1006Lot 5A - Depot St. 0 155 6 161Lot 7 - Columbus Ave. 90 179 7 276Source: City of Pittsfield

To collect parking occupancy data, the number of parked vehicles was countedat each location every half-hour from 8:00 to 11:00 AM. The type of eachoccupied parking space (public, permit, handicapped) was noted. Theoccupancy of each lot during each timeframe was averaged over the week.

Figure 3. indicates the average weekday occupancy by parking lot.

Figure 3: Average Weekday A.M. Occupancy by Parking Lot

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8-8:30 8:30-9 9-9:30 9:30-10 10-10:30 10:30-11

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Occupancy Lot 1Lot 2Lot 3McKay/Lot 5ALot 7Crowne Plaza


Analysis of existing parking conditions indicate that most parking facility usersare arriving for work-related purposes, using the facility during the entireworkday, and are parking in Downtown Pittsfield every weekday. Also, thefindings show that most users have parking permits and are parking in thelocation of their preference.

The Downtown Pittsfield Parking Study conducted by the Berkshire RegionalPlanning Commission (BRPC) in 1999 addressed all parking in the downtownarea, including the city-owned parking facilities. Data from the 1999 study forfour of the public facilities could be directly compared to the surveys conductedin November 2004. Table 3 provides a comparison in observed peak occupancybetween the 1999 BRPC study and the November 2004 survey, sorted by lot.

Table 3: Observed Peak Occupancy Comparison by LotParking Facility 2004 1999Lot 1 - Melville St. 68% 50%Lot 3 - First St. 83% 71%Lot 5 -McKay Garage 62% 76%Lot 7 - Columbus Ave. 53% 61%

Source: BRPC- 1999 Fitzgerald & Halliday, Inc., March 2005

More detailed results of the parking inventory and survey can be found in AppendixA.1.

2. Existing Parking Issues/Concerns

While the assessment of existing conditions for parking revealed generally anoverall surplus of parking in the Downtown area, several constraints and parkingmanagement issues were identified. While there is adequate supply to meetfuture demand, there may be shortages in spot locations where convenience ofparking is greatest and demand is highest. Several other deficiencies were notedthrough the field investigation and user surveys. A lack of signage makes itdifficult for non-regular users to locate the main parking lots in the downtownarea. Parking lot users cited poor lighting and sidewalks in disrepair as primaryconcerns. While 83 percent of survey respondents noted that they rarely if everhave to go beyond their first choice when looking for a parking space, 91percent said there was a need for more parking in downtown Pittsfield.

D. Truck Movements

Currently the primary routing of north-south trucks through the central Pittsfield area isvia First Street, East Street (between First & South Street), and South Street. In general,North Street in downtown Pittsfield sees more local delivery trucks, BRTA transitbuses, and commercial truck activity related to downtown retail and business activities.From automatic traffic recorder count data, the locations with the percentage of trucksat 5% or more in the daily (24 hour) traffic composition include Wahconah Street,North Street (north of Weller Avenue), Tyler Street, Center Street (between West Street


and West Housatonic Street), and West Housatonic Street. Other studies show EastStreet and South Street with similar truck percentages of more than 5%.

Through the study area, there are certain physical intersection and capacity constraintsto trucks that are of note. Turning movement constraints for large trucks due to curbreturn, lane width, or other intersection geometric limitations are present at the SouthStreet-West Housatonic Street intersection and Center Street-West Housatonic Streetintersection. Accident records at the Park Square intersection indicate a high frequencyof truck accidents at the Park Place/North Street/West Street area where truckstraveling from East Street turning left onto South Street overswing the existing lanes.At the east end of Park Square the movement of trucks heading northbound into theleft turn lane on East Street to turn onto First Street has impacts on the storage lengthfor left turns during peak traffic periods.

At the Tyler Street-North Street intersection, large trucks often contribute to thepotential for backup of the westbound approach of Tyler Street at North Street duringpeak traffic times. The short distance between the North Street and First Streetintersections contributes to this problem.

Truck use of the Seymour Street-Center Street Extension corridor between WahconahStreet and Columbus Avenue is not as significant as First Street or North Street.Counts on Seymour Street indicate a heavy vehicle composition of about 4% of the 24-hour traffic stream. In light of the concentration of urban residential homes along thisWest Side Neighborhood, through truck traffic is not encouraged along this north-southroute.

E. Pedestrians

A comprehensive review of existing pedestrian crossings throughout the downtownstudy area was completed. Existing safety concerns and issues were identified at severalcrossing points. In addition, pedestrian crossings at each study area intersection as wellas seven additional downtown pedestrian crossings were counted during the midday andafternoon peak periods.

1. Pedestrian Count Results

Figure 4 illustrates the relative number of pedestrian crossings at each of theseven critical crossing locations during the two peak periods counted. Thehighest number of pedestrian crossings occur at the intersection of North Streetwith Depot and Fenn Streets, of which a significant percentage (up to 75percent during the midday period) were crossing Depot or Fenn Street. Theunsignalized crosswalk at North Street and School Street is the second highestcrossing point for pedestrians crossing North Street.


Figure 4Midday and PM Peak Period Pedestrian Crossings at the Downtown Intersections

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North St @ WestSt (Park Square)

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2. Existing Pedestrian Problem Areas

Identified through road safety audits were several areas of concern regardingpedestrian issues. General concerns include the poor surface condition ofpedestrian walkways as well as the general disrepair of pedestrian signalsthroughout downtown Pittsfield. Several intersections were noted as havingpoorly placed handicap ramps, making access for handicapped pedestriansdifficult. Some sidewalk segments, especially along First Street, are also narrowconsidering significant pedestrian volumes at various times of the day.

Another major concern is the lack of a sidewalk on the west side of CenterStreet between Columbus Avenue and Depot Street. It was noted that ratherthan crossing Center Street several times, pedestrians, especially those inwheelchairs, were traveling in the roadway shoulder to the Big Y plaza at WestStreet. Contributing to this problem is the fact that pedestrian crossings at theintersection of Center Street and Depot Street are poorly marked, with rampsand walking surfaces in poor condition.

4.0 FUTURE TRANSPORTATION CONDITIONS

A. Traffic Operations at Intersections


The analysis of the future traffic conditions, involving traffic projections to theyear 2030, indicated that all of the signalized intersections will continue to


operate at an overall LOS D or better during the AM peak hour. Several of thespecific approach movements at the intersection of South Street and WestHousatonic Street are projected to operate at LOS E or F. This intersection hasvery high volume, coupled with a cycle length that exceeds two minutes, whichresults in excessive delay, primarily for left turn movements.

The eastbound approach to the unsignalized intersection of First Street andStoddard Avenue will decrease to LOS F in the future condition morning peakhour. The eastbound left turn movement from Wahconah Street to NorthStreet will also decrease to LOS F during the future morning peak hour.

During the afternoon (PM) peak hour, two signalized intersections will sustain adecrease in efficiency to LOS E. These two intersections are First Street atTyler Street and South Street at East and West Housatonic Street. Thesedecreases are a result of regional traffic growth combined with the addition oftrips generated by proposed downtown developments. The delay at theintersection of First Street and Tyler is primarily limited to the eastboundapproach, which is projected to operate at LOS F with significant delay pervehicle. The delay at the intersection of South Street at East and WestHousatonic Street is the result of heavy volumes on all approaches, each ofwhich are projected to perform at LOS E or worse.

The unsignalized intersections of First/North Street at Stoddard Avenue, NorthStreet at Wahconah Street, North Street at Tyler Street, and East HousatonicStreet at Wendell Avenue are also anticipated to experience significant increasesin vehicle delay with LOS F conditions projected on several side streetapproaches during the afternoon peak hour future condition.

2. Future Intersection Problem Areas

Future traffic growth, the proposed theatre projects downtown, and the ongoingaging of traffic signal equipment, pavement structure, and pavement markingswill continue to have an increasing impact to individual intersection operationsthroughout the downtown area without the implementation of furtherimprovements.

Of specific concern, the eastbound and westbound left turn movements at thePark Square intersection of North Street, East Street, South Street and WestStreet will operate at LOS E or worse in the peak hours. In addition, theunsignalized side street approaches at the First/North Street at StoddardAvenue intersection, the North Street at Wahconah Street intersection, theNorth Street at Tyler Street intersection, and the East Housatonic Street atWendell Avenue intersection will operate at LOS E or worse during bothmorning and afternoon peak periods.

Significant delay (LOS E or worse) will be experienced on all approaches of theSouth Street at West Housatonic Street intersection during future conditions inboth peak periods. At the Center Street/West Housatonic Street intersection,


the southbound right turn lane will deteriorate to LOS F during the afternoonpeak period.

In general, the majority of the intersections in the study area will have at leastsome approaches that will experience significant delay and operations of LOS Dor worse during the 2030 afternoon peak hour. Intersection approaches withsignificant delay are less prevalent and less severe during the 2030 morning peakhour.

B. Roadway Sections and Regional Mobility


Synchro arterial analyses were again performed for the design year 2030conditions, in order to further isolate problem areas. This analysis looked at theoverall operation of the corridors between West Street-East Street on the southend of downtown and Wahconah-Charles Street area on the north end. Thetraffic operation was assessed based on the overall travel-time and delay betweenthese two areas.

In the afternoon peak hour, the North Street corridor will continue operating atLOS C in the 2030 design year. The Center/Seymour Street corridor from WestStreet to Wahconah Street will operate at LOS D in the year 2030. CharlesStreet northbound will operate at LOS F in 2030 without mitigation. The FirstStreet arterial will continue to operate at LOS D in the northbound directionand will deteriorate to LOS E for the southbound travel direction in the 2030design year.

As in the existing condition, the most significant delay throughout the roadnetwork was reported along the short segment of First Street between FennStreet and East Street which will decrease to LOS F operation. The segment ofNorth Street between Melville Street and Columbus Avenue will also continueto experience LOS E conditions during the afternoon peak hour.

2. Future Roadway Problem Areas

In the absence of mitigation measures, the operation of certain roadway(sections) throughout the study area will continue to experience the deficienciesof increased delays at intersections and overall reduced travel times.

Of specific concern, the First Street corridor, which already experiencessignificant delay and queuing during peak traffic hours, will continue todeteriorate in operation with LOS F conditions projected on portions of theroadway in the design year 2030 conditions.

In addition to the normal background traffic growth, the proposed Colonialand Cinema Theatres on South and North Streets as well as other anticipateddowntown redevelopment will result in future traffic volume increases


throughout the study area as well as additional localized parking demand andincreased pedestrian activity on North and South Streets in the downtown area.

5.0 IMPROVEMENT ALTERNATIVES CONSIDERED

The development of preliminary improvement alternatives focused on addressing concernsover traffic operations and the general roadway and safety deficiencies which were identifiedduring the analysis of existing and future conditions, as reported in TechnicalMemorandum #1. (See Appendix A.1) The alternative improvement “packages” focusprimarily on upgrading existing traffic signal equipment and signage, improving pedestrianfacilities, and intersection improvements, all of which seek to improve mobility and safetythroughout Downtown Pittsfield.

The following summarizes the preliminary improvement packages evaluated:

A. Transportation System Management• Upgrade and coordinate existing traffic signal system;• Improve pedestrian facilities;• Improve intersection sight distance;• Improve turning radii at intersections;• Upgrade aging and outdated traffic signage;• Upgrade pavement markings.

B. North Street Traffic Calming• Reduce travel lanes to one in each direction from Fenn Street to Linden Street,

using angled parking bays and bulb-outs, at pedestrian crosswalks;• Remove median and designated left turn lanes between Fenn Street and Linden

Street (preferred downtown Streetscape alternative);• Narrow travel lanes from 12 feet to 10 feet from Fenn Street to Linden Street,

using pavement markings and bulb-outs.

C. Encourage Traffic Flows on Center/Seymour Streets• Redirect Route 9 traffic at Park Square from South Street to West Street and

Center Street.

D. North End Intersections Reconfiguration& Improvement• Realign Charles Street opposite Springside Avenue;• Tyler Street at First, Tyler at North, Wahconah Street at North and Stoddard

Avenue at First/North.

E. One-Way North-South Paired Streets• Reroute north-south traffic via one-way streets; combinations of North Street,

First Street, Seymour Street as one-way pairs.• Reroute heavy vehicles via truck restrictions and signage.


F. South End Intersections Improvements• First Street at Fenn Street;• First Street at East Street;• Park Square at West Street;• Center Street at Depot Street;• Center Street at West Street;• Center Street at West Housatonic Street;• South Street at East/West Housatonic Streets;• East Housatonic Street at Wendell Avenue.

G. Parking Downtown

• Amend zoning to expand shared parking, and other features:• Adopt fee-in-lieu of parking program• Improve parking lot utilization by means of encouraging car pools, van pools,

shared parking in private lots, public parking permit and parking meter managementand policy revisions;

• Improve parking garage and parking deck space utilization relative to reserved spaceparking vs. public parking;

• Improve lighting for pedestrians in McKay Garage and Columbus Avenue parkingdeck;

• Improve pedestrian facilities to/from Columbus Avenue parking deck;• As part of a long-term plan, consider a downtown shuttle service with stops at key

city parking lots;• Improve pedestrian amenities in the parking lots and pedestrian ways connecting

parking areas to North Street that improve the safety and enhance to walkingexperience;

• Consider access improvements to the First Street parking lot;• Add more short-term public parking to the First Street lot;• Increase short-term public parking at the Melville/Senior Center parking lot;• Improve directional guide signing to public parking areas.

Through the preliminary screening process several alternatives were selected to undergofurther analysis in order to determine the effects they may have on mobility through theDowntown area. In order to gain an area-wide view of the improvements several packageswere combined into Downtown Actions which cover the entire study area. Thesedowntown actions are the following:

1. Transportation Systems Management upgrades including redirecting of Route 9traffic and Downtown-wide Traffic Signal Upgrades and Optimization;

2. North Street Closure (north end between Tyler Street and Stoddard Avenue),Tyler Street Extension, Charles Street realignment at Springside Avenue, NorthEnd Intersection Improvements, and Downtown-wide Traffic Signal Upgrades andOptimization;


3. North Street Closure (north end), Signalization of Wahconah Street at Northstreet,, Charles Street realignment at Springside Avenue, North End IntersectionImprovements, and Downtown -wide Signal Upgrades and Optimization;

4. North Street Closure (north end), Turn Restriction at Tyler Street, Signalization ofWahconah Street, Charles Street realignment at Springside Avenue, North EndIntersection Improvements, and Downtown-wide Traffic Signal Upgrades andOptimization;

5. Stoddard Avenue Signalization, Wahconah Street Signalization, Tyler Street/NorthStreet Signalization, Tyler Street Turn Restriction, Charles Street realignment atSpringside Avenue, North End Intersection Improvements, and Downtown-wideSignal Upgrades and Optimization;

6. Angled Parking and Bulb-outs along North Street from Fenn Street to LindenStreet, Charles Street realignment at Springside Avenue, and Downtown-wideSignal Upgrades and Optimization;

7. North Street Closure (north end), Wahconah Street Signalization, North EndIntersection Improvements, South End Intersection Improvements, AngledParking and Bulb-outs along North Street from Fenn Street to Linden Street, andDowntown-wide Signal Upgrades and Optimization.

8. North Street Closure (north end), Wahconah Street Signalization, North EndIntersection Improvements, Stoddard Avenue Signalization, WahconahStreet/Seymour Street Intersection Improvements, First Street/East StreetIntersection Improvements, Depot Street at Center Street Signalization, WendellAvenue at East at Housatonic Street Signalization, Linden Street/Seymour StreetIntersection Improvements, Elimination of Median Strip and Auxiliary TurningLanes on North Street (Preferred Streetscape Alternative), Downtown-wide SignalUpgrades and Optimization.

All analysis with regards to the above listed Downtown Actions, as well as preliminaryscreening analysis, is contained in Appendix A.2 – Technical Memorandum #2: Definitionand Evaluation of Potential Actions.

Table 4 shows the results of the arterial capacity analysis for each downtown actionconsidered.

Table 35 in Appendix A.2 is a Downtown actions Matrix that qualifies each potential actionrelative to the evaluation criteria of Mobility, Safety, Downtown Development,Environmental, and Cost Considerations.


6.0 PREFERRED ALTERNATIVE RECOMMENDATIONS

A. Decision Making Process

Technical analysis, public input, and review and comments from the TechnicalCommittee were the basis for the selection of the preferred alternative. The preferredalternative incorporates recommendations from several of the preliminary improvementpackages outlined in Section 5.0 of this report. Using the analysis which is presented inAppendix A.2 – Technical Memorandum #2, Fuss & O’Neill, along with the City ofPittsfield, BRPC, and MassHighway, developed the preferred alternative from the mixof potential improvement actions considered, including the alternative of making noimprovements (the NO BUILD alternative).

The preferred alternative also takes into account other projects such as the DowntownPittsfield Streetscape Project. Recommended improvements that are included in thepreferred alternative address particular concerns including pedestrian safety, vehicularsafety, and traffic operations at individual intersections as well as along the three majornorth-south corridors. The study team considered certain evaluation criteria inaccessing the feasibility and effectiveness of the alternative improvement actions. Thecriteria included Mobility, Safety, Downtown Development/Revitalization,Environmental and Cost aspects.

Occasionally, improvements targeting vehicular and pedestrian safety conflict with thosetargeting improved mobility. For example, improving mobility for through traffic is, inpart, related to reduced travel times (i.e. increased speeds, reduced delays) through thecorridor. This, however, may be offset by trying to more safely accommodate high-traffic east-west streets by increasing side-street green signal phase times, or increasepedestrian crossing phase times. In cases such as these compromises were required.

With north-south mobility limited to the three north-south corridors, some alternatives,such as the reduction of North Street to one lane in each direction, were eliminatedregardless of the positive safety impacts, due to the negative impact on mobility. Inother cases the opposite holds true. For instance, it was determined that in order tomake the intersection of First Street and Tyler Street work safer and more efficiently,the segment of North Street located between Tyler Street and Stoddard Avenue neededto be blocked off from through traffic. Closing this segment of North Street has asomewhat negative impact on north-south mobility, but greatly improves trafficoperations and safety at First Street and Tyler Street, and reduces pedestrian-trafficconflicts adjacent to that area of Berkshire Medical Center.

B. Recommended Improvements

The recommended improvements which make up the preferred alternative addressspecific points of concern throughout Downtown Pittsfield. Existing and futureanalysis of traffic conditions, as described in Technical Memorandum #1 (Appendix –A.1), was the basis for the development of these improvements. A capacity analysis ofthe preferred alternative compared to the NO BUILD alternative is summarized in


Table 5, appended. Table 6 shows an arterial analysis of the preferred alternative, ascompared to existing conditions and the NO BUILD alternative.

Recommended improvements are broken into short-, medium-, and long-termimplementation time frames in order to provide a general timeline for the City ofPittsfield and MassHighway. An aid to deciding the implementations schedule for theseimprovements was based on an analysis of the criteria as shown in Table 7.

These recommendations are based on the assumption that the redesign of Park Squareis completed, creating a four-way signalized intersection which would restorenorthbound through and left turn movements. The redesign of Park Square will resultin an increase in capacity and improved safety for vehicles traveling through downtownPittsfield.

Figure 5 shows the Recommend Improvements for the downtown study area.

1. SHORT-TERM IMPROVEMENTS (0 TO 5 YEARS)

These improvements will provide immediate improvements to north-south mobility,as well as vehicular and pedestrian safety at a relative low cost. The majority ofthese improvements rely on the existing infrastructure with minimal constructioncosts. These are high-priority improvements, due to an expected relatively highbenefit-to-cost ratio.

Transportation System Management (TSM) Upgrades –Major upgrades are recommended to the existing infrastructure. Upgrades tothe existing traffic signal equipment, including optimized signal timings, willallow traffic operations at the majority of downtown intersections to operate atcurrent levels or better for the foreseeable future. Replacing faded pavementmarkings and signage will improve traffic safety throughout the downtown area,as will improving sight distance at select intersections. Widening the turningradius at select intersections will allow for safer and more efficient truckmovements.

It is also recommended thatexisting pedestrian facilitiesbe upgraded in order toprovide safe pedestrianroutes and crossings. Thisincludes the construction ofa new sidewalk along thewest side of Center Streetbetween Columbus Avenueand Depot Street. Theseimprovements will greatlyimprove pedestrian safetythroughout DowntownPittsfield. Table 8, which isappended, provides


descriptions of the recommended TSM improvements.

Recommended improvements include the following:

Ø Upgrade existing traffic signal equipment;Ø Traffic signal optimization and coordination along north-south corridors;Ø Study area-wide replacement of pavement markings;Ø Study area-wide replacement and upgrading of signage;Ø Upgrade pedestrian facilities;Ø Improve sight distance; andØ Improve turning radii.

Downtown Parking – Recommended improvements include the following, inorder of priority:

1. Add directional signage topublic parking, replace fadedsignage, and put signage inline of sight for drivers;

2. Review night-time conditionsinside the McKay Garageand Columbus parking deckto ensure there is adequatelighting and other safetyfeatures to ensure lot usersfeel secure;

3. Improve pedestrian facilitiesto and from the ColumbusAvenue garage and make walking to and from it more direct;

4. Consider adopting a meter system for public non-permit parking that allowspayment based on time used – potentially up to 8 hours of parking;

5. Eliminate time limits on all public non-permit spaces (used in conjunctionwith meter system);

6. Shift permit spaces from Lot 3 (First Street) to parking garages/deck,increasing short term parking in Lot 3;

7. Revisit the policy of reserving large blocks of public spaces for privatecompanies that are underutilized and monitor these spaces in order to tailornumber of company spaces to actual demand;

8. Shift permit spaces from Lot 1, (behind Senior Center) increasing short termparking;

9. Improve pedestrian amenities (i.e. benches/shelters) to enhance safety andthe overall walking experience, particularly along walking routes fromparking lots to North Street; and

10. Consider closing the First Street access drive to Lot 3 or make it right turnin and out only.


Redirecting of Route 9 Traffic-It is recommended that Route 9 traffic be reassigned through the use of newsignage to West Street, west of Park Square, and the segment of Center Streetlocated between West Street and West Housatonic Street. This will result inremoving the Route 9 designation from South Street. Reassigning Route 9 toCenter Street and West Street will relocate traffic from the heavily congestedintersection of South Street and West Housatonic Street to the intersections ofCenter Street with West Street and West Housatonic Street, which have moreavailable capacity.

Realignment / Signalization of Wahconah Street at North Street –It is recommended that the south end of Wahconah Street be realigned tointersect North Street across from Burbank Street at a 90 degree angle. It isrecommended that thisnew intersection besignalized, with BurbankStreet remaining one-wayeastbound. Installationof a traffic signal at thislocation will allow allintersection approachesto operate at LOS B orbetter compared to theexisting LOS F onWahconah Street withstop sign control.

Two-Way on Union Street –It is recommended that Union Street be re-designated as a two-way road. Withthe reopening of the Barrington Stage, located on the north side of UnionStreet, providing two-way travel will provide a safer drop location, resulting infewer pedestrians having to cross Union Street. The opening of the BarringtonStage is not expected to have a major impact on weekday peak period traffic asthe majority of theatre traffic will be occurring at off-peak times.

Intersection Improvements at Seymour Street at Wahconah Street –It is recommended that designated left turn lanes be provided on bothWahconah Street approaches at this intersection. Wahconah Street currentlyhas a pavement width of approximately 50 feet, including 12 foot shoulders. Itis recommended that the additional pavement width be used to providedesignated left turn lanes in order to provide safer traffic operations at thisintersection.

2. MID-TERM IMPROVEMENTS (5 TO 10 YEARS)

Downtown Pittsfield Streetscape –


It is recommended that the preferred alternative for the Downtown PittsfieldStreetscape project be implemented. This alternative results in the removal ofleft turn lanes on North Street from the southbound approach at ColumbusAvenue, the northbound approach at Summer Street, the southbound approachat Melville Street, and the northbound approach at Linden Street. It appearsthat left turn movements at these locations can still be accommodatedadequately and removal of these auxiliary turn lanes will have minimal impactson traffic operations along North Street and will allow for enhanced pedestriansafety.

Downtown Parking –Recommended improvements include the following, in order of priority:

1. Explore adding a parking deck to Lot 3 (First Street lot);2. Consider a downtown shuttle service that makes stops at key City parking

lots; and3. Adopt fee-in-lieu of parking program.

Realignment of Charles Street with Springside Avenue –It is recommended that Charles Street and Springside Avenue be realigned inorder to form a new four-way signalized intersection with Upper North Street(Route 7). The recommended intersection geometry, shown in Figure 6 ofAppendix – A.2, is the following:

1. Eastbound: Designated left and right turn lanes, with one through lane;2. Westbound: Designated left and right turn lanes, with one through lane;3. Northbound: Designated left turn lane, with one through lane and one

shared through/right turn lane;4. Southbound: Designated left and right turn lanes, with one through lane.

Closure of North Street Between Tyler Street and Stoddard Avenue –It is recommended that the segment of North Street located between TylerStreet and Stoddard Avenue be closed to through traffic. Closing this segmentof North Street will require motorists to travel through the intersection of FirstStreet and Tyler Street or find an alternate route to reach North Street.Removal of southbound traffic from the unsignalized intersection of NorthStreet with Tyler Streetwill improve trafficoperations at theintersection of FirstStreet atTyler Street byeliminating westboundqueues which oftenback up through theFirst Street intersection. This closure willrequire improvements


to the First Street/Tyler Street intersection.

Intersection Improvements at First Street and Tyler Street –It is recommended that major geometric improvements be made to thisintersection. These improvements include the following:

1. Widening eastbound approach to allow for eastbound double left turn lanes;2. Widening westbound approach to allow for a designated westbound right

turn lane;3. Widening northbound approach in order to lengthen storage bay for existing

designated right turn lane;4. Widening southbound approach to allow for a designated southbound right

turn lane; and5. Widening First Street between Tyler Street and Stoddard Avenue to allow

for two northbound travel lanes.

Implementation of these improvements will result in significantly safer trafficoperations. This is currently a high accident location with a crash rate of 1.93,nearly double the statewide average. The proposed geometric configuration willallow for split east-west phasing, providing a significant safety advantage. Theaddition of southboundand westbound rightturn lanes will allow foradditional capacitywhich will allow theintersection to handleincreased traffic volumesdue to the closure ofNorth Street betweenTyler Street andStoddard Avenue. Itappears that additionalright-of-way will beneeded to accommodatethese intersection laneimprovements.

Signalization at Intersection of First Street at Stoddard Avenue –It is recommended that a traffic signal be installed at this intersection. With theinstallation of a traffic signal this intersection will operate at LOS A, comparedto LOS F at which it is currently operating. Signalization will improve the exittraffic movement for the Berkshire Medical Center driveway.

Signalization at Intersection of Wendell Avenue at East HousatonicStreet–


It is recommended that a traffic signal be installed at this intersection. Thissouthbound Wendell Avenue approach is already operating at LOS D and isexpected to degrade to LOS F with future growth. A traffic signal at thislocation will allow for safe and efficient traffic operations.

3. LONG-TERM IMPROVEMENTS (10 TO 25 YEARS)

Intersection Improvements at First Street at East Street –It is recommended that major geometric improvements be made to thisintersection. The following improvements are recommended:

1. Widening eastboundapproach to allow foreastbound double leftturn lanes;

2. Widening southboundapproach to allow forsouthbound doubleleft turn lanes; and

3. Widening First Streetbetween East Streetand Fenn Street toaccommodate twonorthbound travellanes.

Intersection Improvements at Seymour Street and Linden Street –It is recommended that a future traffic study be completed following theimplementation of mid-term improvements to determine any negative impact ofpossible traffic pattern changes on this intersection. Preliminary analysis showsthe possible need for designated left turn lanes on the northbound andsouthbound approaches at this intersection in order to avoid substantial queuingalong Center and Seymour Streets. This traffic study should be completed aminimum of 1 year and maximum of 3 years following implementation ofDowntown Streetscape preferred alternative and North Street closureimprovements. This should allow adequate time for development of alternativetraffic patterns that may have some impact on this intersection.

Signalization of Intersection of Depot Street at Center Street –It is recommended that a traffic warrant study be conducted relative to installinga signal at this intersection. Future growth and change in traffic patterns showthat vehicle delays and queue lengths for vehicles traveling westbound on DepotStreet may grow to unacceptable levels by the future projection year of 2030. Atraffic signal at this location would allow for safe and efficient traffic operations,if traffic increases are realized.

Downtown Action Northbound Southbound Northbound Southbound Northbound Southbound2030 No Build F D C C D E1 - TSM Measures C C C D* D E2 - Closure w/ Extension D E E D E E3 - Closure w/o Extension D E E D E E4 - Closure w/ Turn Restriction D F E D E E5 - No Closure E D C C E E6 - Traffic Calming D C C D E E7 - Closure w/ Traffic Calming D D E D E D8 - Preferred Alternative D D D C E D

* Change in LOS from 2030 No Build Condition is due to the implementation of a traffic signal at the intersection ofNorth Street and Wahconah Street

PM

TABLE 4WEEKDAY EVENING PEAK HOURS

OVERALL NORTH/SOUTH ARTERIAL CAPACITY ANALYSIS

Center Street/Seymour Street North Street First Street

Delay LOS Delay LOSEB LT 41.1 D 46.0 DEBT 54.7 D 52.4 DWB LT 123.0 F 42.9 DWBT 27.0 C 21.4 CNB LT 64.2 E 32.9 CNBT 38.7 D 43.1 DSB LT 18.6 B 35.7 DSBT 15.1 B 34.5 COVERALL 49.3 D 34.3 CEB LT 26.6 C 36.0 DEBT 22.6 C 32.3 CEB RT 24.1 C 34.9 CWB LT 21.1 C 32.1 CWBT 16.2 B 25.0 CWB RT 26.9 C 25.2 CNB LT 160.4 F 20.5 CNBT 44.1 D 30.9 CNB RT 29.5 C 25.5 CSB LT 144.3 F 20.1 CSBT 44.1 D 29.7 CSB RT 27.8 C 21.4 COVERALL 41.7 D 28.6 CEB LT 62.7 E 34.4 CEBT 11.0 B 7.7 AWBT 61.4 E 22.6 CWB RT 24.2 C 12.4 BSB LT 113.7 F 18.9 BSB RT 17.5 B 12.2 BOVERALL 44.1 D 16.5 BEB T 144.7 F 20.8 CWB LT 28.0 C 15.1 BWBT 58.9 E 24.3 CNB LT 13.7 B 11.3 BNBT 25.6 C 42.4 DSB LT 19.6 B 48.2 DSBT 13.9 B 20.7 COVERALL 43.6 D 29.4 C

* Assumes redesign of Park Square traffic movments to allow new northbound through lane from SouthStreet and left turn lane northbound onto West Street.

1/4/2006

4 First Street Fenn Street Signalized

3 First Street East Street Signalized

2 Center Street West Street Signalized

1 North Street /South Street

West Street /East Street Signalized

TABLE 5WEEKDAY EVENING PEAK HOUR

SIGNALIZED INTERSECTION CAPACITY ANALYSIS

Intersection North / SouthRoad

East / WestRoad

TrafficControl Movement PM 2030 No

Build

PM 2030 w/Preferred

Alternative

Delay LOS Delay LOSEB LT 39.7 D 27.0 CEB RT 245.2 F 161.2 FNBT 7.1 A 5.7 ASBT 4.7 A 1.2 AOVERALL 34.8 C 24.1 CEB LT 26.2 C 69.6 ENBT 6.6 A 4.4 ASBT 4.1 A 1.4 AOVERALL 7.4 A 9.2 AEBT 132.5 F 30.5 CEB RT 31.1 C 17.2 BWBT 34.0 C 18.8 BNB LT 9.4 A 29.6 CNBT 10.7 B 18.4 BSB LT 8.3 A 9.9 ASBT 15.9 B 22.9 COVERALL 29.2 C 22.1 CEB LT - - 53.4 DEBT 81.9 F 45.2 DWB LT 121.8 F 36.3 DWBT 38.8 D 56.3 EWB RT - - 23.6 CNBT 24.9 C 49.2 DSB LT 19.4 B 41.2 DSBT 13.0 B 17.8 BSB RT - - 9.3 AOVERALL 37.0 D 34.7 CEB LT 222.2 F 21.2 CEBT - - 40.6 DEB RT 31.0 C 20.7 CWB LT - - 51.4 DWBT - - 38.4 DWB RT - - 49.4 DNB LT 7.7 A 29.8 CNBT 19.5 B 33.3 CSB LT - - 26.7 CSBT 7.7 A 28.8 CSB RT < 1.0 A 7.2 AOVERALL 48.6 D 31.5 C


1/4/2006

9 North Street Charles Street Signalized

8 First Street Tyler Street Signalized

Signalized

7 First Street MaplewoodAvenue Signalized

East / WestRoad

6 First Street Melville Street

5 First Street Eagle Street Signalized

TrafficControl

TABLE 5 (cont.)WEEKDAY EVENING PEAK HOUR


Movement PM 2030 NoBuild

PM 2030 w/Preferred

AlternativeIntersection North / SouthRoad

Delay LOS Delay LOSWB LT 35.3 D - -WB RT 28.8 C - -NBT 25.3 C - -NB RT 1.7 A - -SB LT 51.5 D - -SBT 13.1 B - -OVERALL 22.3 C - -EB LT 78.5 E 24.5 CEBT 51.3 D 24.4 CWBT 34.3 C 43.4 DWB RT 39.5 D 28.1 CNBT 13.0 B 16.2 BSB LT 1.0 A 4.5 ASBT < 1.0 A 3.7 AOVERALL 20.2 C 15.6 BEBT 40.3 D 40.3 DEB RT 16.5 B 18.1 BNB LT 12.7 B 9.1 ANBT 10.0 B 4.5 ASB LT 11.5 B - -SBT 15.1 B 15.7 BOVERALL 16.1 B 14.4 BNBT 1.8 A 1.1 ASB LT < 1.0 A - -SBT < 1.0 A < 1.0 AOVERALL < 1.0 A < 1.0 AEB LT 38.9 D 44.2 DEB RT 40.8 D - -NBT < 1.0 A < 1.0 ASBT < 1.0 A 1.0 AOVERALL 3.1 A 3.5 AEBT 29.3 C 42.2 DWB LT 15.9 B 17.1 BWBT 17.2 B 18.3 BNB LT 38.4 D - -NBT 32.8 C 38.1 DSB LT 19.0 B 22.5 CSBT 23.3 C 20.4 COVERALL 25.5 C 28.4 C


15 North StreetLinden Street/MaplewoodAvenue

Signalized

14 North Street Union Street Signalized

13 North Street Melville Street Signalized

Signalized

12 North StreetColumbusAvenue/EagleStreet

Signalized

East / WestRoad

11 North StreetDepotStreet/FennStreet

10 North Street SpringsideAvenue Signalized

TrafficControl



Movement PM 2030 NoBuild

PM 2030 w/Preferred

AlternativeIntersection North / SouthRoad

Delay LOS Delay LOSEBT 36.8 D 45.4 DWBT 10.2 B 13.8 BNB LT - - 30.1 CNBT 19.8 B 19.5 BSB LT - - 28.7 CSBT 12.5 B 36.4 DOVERALL 22.5 C 30.4 CEBT 40.4 D 44.0 DWBT 38.5 D 47.1 DNB LT - - 14.0 BNBT 36.9 D 36.4 DSB LT - - 19.8 BSBT 25.5 C 33.5 COVERALL 34.8 C 38.5 DEBT 27.7 C 40.3 DWB LT 11.6 B 12.5 BWBT 10.5 B 11.6 BNB LT 10.9 B 10.5 BNBT 15.7 B 16.0 BNB RT 6.1 A 5.6 ASB LT 12.0 B 23.6 CSBT 16.8 B 18.3 BOVERALL 14.5 B 16.7 BEBT > 700 F 14.2 BEB RT - - 8.0 ANBT 8.7 A 6.2 ASBT - - 11.4 BOVERALL - - 9.0 A

21 North Street WahconahStreet Signalized

19 SeymourStreet

ColumbusAvenue Signalized

18 SeymourStreet Linden Street Signalized

17 WahconahStreet

SeymourStreet/CharlesStreet

Signalized




East / WestRoad


Build

PM 2030 w/Preferred

Alternative

Delay LOS Delay LOSEBL 199.1 F 53.0 DEBT 59.4 E 59.5 EWBL 67.6 E 87.4 FWBT 80.1 F 101.9 FNBL 67.3 E 113.0 FNBT 43.7 D 32.4 CNBR 22.2 C 18.0 BSBL 64.7 E 110.6 FSBT 62.2 E 54.7 DSBR 23.1 C 16.6 BOVERALL 67.5 E 58.9 EEB LT 36.3 D 27.0 CEBT 21.6 C 13.3 BWB LT 52.4 D 32.4 CWBT 17.6 B 15.6 BNBT 54.4 D 48.0 DSBT 57.1 E 25.3 CSB RT 70.2 E 17.4 BOVERALL 45.0 D 23.2 C


1/4/2006

26 Center Street

WestHousatonicStreet/EastHousatonicStreet

Signalized

25 South Street

WestHousatonicStreet/EastHousatonicStreet

Signalized




East / WestRoad


Build

PM 2030 w/Preferred

Alternative

Corridor PeakPeriod Condition Direction

of Travel

TravelTime(sec)

SignalDelay(sec)

Speed(mph) LOS

2005 Existing 244.5 97.0 17.1 D2030 No Build 426.1 278.6 9.8 F2030 Preferred Alternative 293.1 144.4 14.4 D2005 Existing 211.6 64.1 19.8 C2030 No Build 244.0 96.5 17.1 D2030 Preferred Alternative 223.1 74.4 18.9 C2005 Existing 155.9 51.1 15.0 C2030 No Build 176.1 71.3 13.3 C2030 Preferred Alternative 241.5 114.6 12.0 D2005 Existing 158.2 37.1 20.8 C2030 No Build 167.1 46.0 19.7 C2030 Preferred Alternative 230.7 96.0 15.7 D2005 Existing 182.8 61.3 17.9 D2030 No Build 203.1 81.6 16.1 D2030 Preferred Alternative 251.2 126.9 13.5 E2005 Existing 198.0 76.5 16.6 D2030 No Build 267.0 145.5 12.3 E2030 Preferred Alternative 196.9 72.6 17.2 D

Boundaries of Corridors area as follows:Center St/Seymour St: West St to Upper North StNorth St: West St (Park Square) to Charles StFirst St: East St to Charles St

FirstStreet

PM NB

PM SB

NorthStreet

PM NB

PM SB

Center /Seymour

Street

PM NB

PM SB

TABLE 6PREFERRED ALTERNATIVE COMPARISON

WEEKDAY EVENING PEAK HOURSNORTH/SOUTH ARTERIAL CAPACITY ANALYSIS

MOBILITY

Through Traffic Movement

Through Truck Movement

Local Transit Movement

SAFETY

Vehicular

Pedestrian Safety

Bike Accomodations

DOWNTOWNDEVELOPMENT/REVITALIZATION

Downtown Parking

Access to Prime Activity

Downtown Beautification

ENVIRONMENTAL

Air Quality

Neighborhood Impacts

COST Building Removal

Design/Construction Cost1/3/2006

TABLE 7PREFERRED ALTERNATIVE - IMPROVEMENTS MATRIX

CRITERIA

IMPROVEMENTS

TSM UpgradesWahconah Street

Realignment/Signalization

Wahconah Street/SeymourStreet Intersection

ImprovementsTyler Street/First Street

Intersection ImprovementsCharles Street/Springside Avenue

Realignment/Signalization Downtown Pittsfield StreetscapeFirst Street/East Street

Intersection Improvements

Signal optimization/coordinationwill allow for more efficient trafficmovements

Will allow for more efficient trafficoperations at this intersection



Will encourage use ofCenter/Seymour Streets

May encourage use of alternateNorth/South Routes

Will encourage use of First StreetCorridor





Will encourage use ofCenter/Seymour Streets

May encourage use of alternateNorth/South Routes

Will encourage use of First StreetCorridor





Will reduce intersection blocking fromvehicles exiting side streets

Reduced traffic speeds andincreased gaps for transit activity

Will reduce queues and delays alongEast Street and First Street transitroutes

Improved signage and pavementmarkings will provide betterguidance to motorists - coordinatedsignal system will reduce number ofstops

Signalization will allow for saferturning movements

Improved pavement markings willprovide better guidance formotorists

East-west split phasing will allow forsafer vehicular movements (ExistingHigh Crash Location)

Consolidation of intersections willreduce potential for rear-end crashes

Reduction in vehicle speeds onNorth Street will reduce potentialhigh-impact collisions

Greater left turn capacity will reduceneed for red light-running

Upgraded signal equipment andimproved pedestrian amenities willprovide safer pedestrian crossings

Pedestrian push button will allow forsafer pedestrian crossings No significant impact Increase in pavement width will

require longer pedestrian crossingsConsolidation of intersections willprovide safer pedestrian crossings

Reduction of vehicle speeds withaddtion of pedestrian amenities willallow for safer pedestrian experience

Increase in pavement width willrequire longer pedestrian crossings

Improved signage and pavementmarkings will provide betterguidance to bicyclists

Signalization will allow for saferbicycle movements



Improved signage and pavementmarkings will provide better guidanceto bicyclists

Reduction of vehicle speeds withaddition of bike lanes will allow forsafer bicycle experience

Improved signage and pavementmarkings will provide better guidanceto bicyclists

Updated signage will provide betterguidance to motorists

Small reduction in on-street parkingalong Wahconah Street

Reduction in on-street parkingalong Wahconah Street

No signficant impact to downtownparking




Updated signage will provide betterguidance to motorists

Will allow for easier access/egressfor BMC

Will allow for more efficient accessto north-south corridors

More efficient access to First Streetcorridor and to Tyler Street

More efficient access to SeymourStreet corridor and to BMC

Improved pedestrian access toNorth Street attractions

Improved access to First Streetcorridor

N/A N/A N/A N/A N/A Opportunities for plantings, texturedpavements and pedestrian amenities N/A

Reduced queue lenghts and delayswill reduce vehicle emissions



Reduced queue lengths and delayswill reduce vehicle emissions

Reduced queue lengths on CharlesStreet will reduce vehicle emissions

Improved pedestrian and bicycleaccess may reduce vehicle emissions

Reduced queue lengths and delayswill reduce vehicle emissions

Improved pedestrian experience Improved pedestrian experience No significant Impact Reduced queue lengths on First St Reduced queue lengths on Charles St Improved pedestrian experience Reduced queue lengths on First St

No No No Yes Yes No Yes

Low Moderate Low High High High High

• First Street• Recommend Inventory of Existing SignalEquipment and Replacement ofOutdated/Malfunctioning Equipment

• North Street• Recommend Inventory of Existing SignalEquipment and Replacement ofOutdated/Malfunctioning Equipment

• Center Street• Recommend Inventory of Existing SignalEquipment and Replacement ofOutdated/Malfunctioning Equipment• Replace Broken Pedestrian PushButtons• Replace Pedestrian Signal System

• First Street at Eagle Street • Replace Audible Pedestrian Signal• Replace Traffic Signal Equipment• Replace Pedestrian Signal System

• First Street at Melville Street • Replace Pedestrian Signal System• Replace Pedestrian Signal System• Replace Audible Pedestrian Signal

• Center Street at West Street • Replace Pedestrian Signal System

• First Street - East Street to Tyler Street • Optimize and Coordinate Signal TimingAt All Signalized Intersections

• North Street - Park Square to LindenStreet/Maplewood Avenue

• Optimize and Coordinate Signal TimingAt All Signalized Intersections• Optimize Signal Timing At All SignalizedIntersections• Provide Coordination Between WestHousatonic Street and West StreetSignals

• South Street at East/West HousatonicStreet • Optimize Signal Timing

• First Street - East Street to Tyler Street • Reapply pavement markings

• East Street - Park Square to FirstStreet • Reapply pavement markings

• South Street - Taconic Street to ParkSquare • Reapply pavement markings

• North Street - Park Square to StoddardAvenue • Reapply pavement markings

• Center Street - West Housatonic Streetto Columbus Avenue • Reapply pavement markings

• North Street at LindenStreet/Maplewood Avenue

• First Street at Melville Street

• First Street at Maplewood Avenue

Upgrade & Replacementof Pavement Markings

Traffic Signal Optimizationand Coordination AlongNorth-South Corridors

Upgrade Existing TrafficSignal Equipment

• Center Street/Seymour Street - WestHousatonic Street to Wahconah Street

TABLE 8Traffic Systems Management For Downtown Pittsfield

Recommended Improvements

Improvement Location Description

• Replace No Parking Signs• Install Advanced Warning Signs ForAuxilliary Turn Lanes• Replace No Parking Signs• Provide Consistent No U-Turn Signs

• North Street - Maplewood Avenue toStoddard Avenue • Replace No Parking Signs

• Center Street - West Housatonic StreetTo Columbus Avenue

• Install Advanced Warning Signs ForAuxilliary Turn Lanes

• East Housatonic Street - South St toWendell Ave • Replace No Parking Signs

• East Street - Park Square to First Street • Replace No Parking Signs

• Eagle Street - North Street to FirstStreet • Install One-Way Sign at North Street

• Melville Street - North Street to FirstStreet • Install One-Way Sign at North Street

• Widen Sidewalk Along East Side• Improve Pedestrian Crossing toCommon Area

• First Street - Tyler Street to SpringsideAvenue

• Improve Pedestrian Crossing atStoddard Avenue• Improve Pedestrian Crossing at ChurchStreet• Improve West Sidewalk to ReducePonding

• North Street - Park Square toColumbus Avenue

• Improve Pedestrian Crossing at SchoolStreet• Improve Pedestrian Crossing at UnionStreet (Senior Center)• Repair Sidewalk North of Eagle Street

• North Street - Linden Street toWahconah Street

• Improve Pedestrian Crossing at MadisonAvenue

Upgrade PedestrianFacilities

TABLE 8 (cont.)Traffic Systems Management For Downtown Pittsfield



• South Street - Taconic Street to ParkSquare

• North Street - Columbus Avenue toLinden Street

Study Area-WideReplacement and

Upgrading of Signage

• First Street - East Street to SpringsideAvenue

• North Street - Park Square toMaplewood Avenue

• First Street - East Street to EagleStreet

• Improve Pedestrian Crossing at BMC(North of Tyler St)• Improve Pedestrian Crossings atWahconah Street• Improve Pedestrian Crossing at SouthChurch Street

• Install Sidewalk Along West Side ofCenter Street (West St to Columbus Ave)

• Install Pedestrian Crossing At DepotStreet• Repair Sidewalk on North Side• Install Mid-Block Crossing For ParkingDeck• Improve Pedestrian Crossing at NorthStreet• Install Mid-Block Crossing

• Melville Street - North Street to FirstStreet

• Replace Diagonal Mid-Block Crossingswith Right-Angled Crossing

• Orchard Street - North Street to FirstStreet • Repair Sidewalk

• North Street at Wahconah Street • Remove Sight Obstructions Along NorthSide of Wahconah Street

• Center Street at Union Street • Remove Sight Obstructions (Fence)• South Street at East/West HousatonicStreet

• Improve Turning Radii For SouthboundRight Turn

• North Street at Charles Street • Improve Turning Radii For SouthboundRight Turn

• North Street - Wahconah Street toStoddard Avenue

TABLE 8 (cont.)Traffic Systems Management For Downtown Pittsfield

• Columbus Avenue - Center Street toNorth Street


• Center Street - West Housatonic Streetto Columbus Avenue

• Depot Street - Center Street to NorthStreet


Improve Sight Distance

Improve Turning Radii

Upgrade PedestrianFacilities

Parking Goal Recommended ActionImplementation

Timeframe PriorityAmend zoning to expand sharedparking provisions

Short High

Amend zoning to allow less thancumulative parking for buildings withmore than one use

Short Medium

Adopt fee-in-lieu of parking program Long LowProvide incentives for employers whoprovide programs to reduce employeeparking demand, such as carpools,vanpools, transit passes and shuttleservice

Ongoing Medium

Establish a program of morecooperative shared parking in privatelots

Ongoing High

Eliminate time limits on all public non-permit spaces (used in conjunction withmeter system)

Short High

Consider adopting a meter system forpublic non-permit parking that allowspayment based on time used –potentially up to 8 hours of parking

Short High

Long term – Explore adding a parkingdeck to Lot 3, the First Street parkinglot

Long Low

Improve utilization ofparking garages/decks

Revisit the policy of reserving largeblocks of public spaces for privatecompanies that are underutilized andmonitor these spaces in order to tailornumber of company spaces to actualdemand

Short Medium

TABLE 9Parking Recommendations For Downtown Pittsfield

Prioritization of Improvements

Address spot locationsof parking shortage

Improve utilization –align available parkingsupply to demand

Parking Goal Recommended Action ImplementationTimeframe

Priority

Review night-time conditions inside theMcKay Garage and Columbus parkingdeck to ensure there is adequatelighting and other safety features toensure lot users feel secure

Short High

Improve pedestrian facilities to andfrom the Columbus Avenue garage andmake walking to and from it more direct

Short High

Consider a downtown shuttle servicethat makes stops at key City parkinglots

Long Low

Improve pedestrian amenities (i.e.benches/shelters) to enhance safetyand the overall walking experience,particularly along walking routes fromparking lots to North Street

Medium Medium

Consider closing Lot 3 First Streetaccess drive or make it right turn outonly

Medium Low

Shift permit spaces from Lot 3 toparking garages/deck, increasing shortterm parking in Lot 3

Short Medium

Shift permit spaces from Lot 1,increasing short term parking

Medium Medium

Improve wayfinding Add directional signage to publicparking, replace faded signage, and putsignage in line of sight for drivers

Short High

Improve the pedestrianexperience

Reduce trafficcongestion

TABLE 9 (cont.)Parking Recommendations For Downtown Pittsfield

Prioritization of Improvements

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