The list of Transportation Improvements is an overview of potential techniques. The list below consists of general categories, with specific techniques listed underneath them. The idea for each is to give a brief description, with examples, figures, advantages and disadvantages presented as appropriate. A sense of how a particular technique would change capacity, accident rates, implementation and operating costs, speeds, and delays, etc. is also discussed, as is magnitude of cost and potential applicability to the Berkshires. Some techniques fit under more than one category. The expectation is that some alternatives will consist of a combination of techniques.
1.0 Transportation Systems Management (TSM)
TSM strategies are generally used to maximize the efficiency of operations of the existing roadway system rather than increasing capacity. These are generally lower cost improvements that can be implemented rather quickly, as compared with construction projects. TSM improvements focus on managing the transportation supply side.
1.1 Street Circulation Changes
This technique focuses on changing and/or restricting the direction of travel or separating two-way traffic on roadways. A grid pattern of one-way pairs is often used in town centers and downtown areas to separate traffic. The advantages of this technique include: reduced conflicts at intersections; reduced delay; availability of more travel lanes at intersections; simplified intersection operations; fewer vehicular conflicts with crossing pedestrians at intersections; opportunities to provide or enhance on-street parking; and the opportunity to provide sidewalks and landscape buffers.
Generally, one-way pairs reduce travel times by 10 to 50 percent (Northwestern University Traffic Institute, Arterial Design and Access Management Workshop, 1995). Studies have shown that two-way streets converted to one-way flow can reduce accidents by 10 to 50 percent (Northwestern University Traffic Institute, 1995). In addition, a one-way pairing of streets in a downtown area allows an excellent opportunity to coordinate signal timing which provides good traffic progression throughout the corridor and further reduces vehicle delays (See 1.3 Traffic Signal Improvements below).Potential disadvantages of one-streets include: limited access from some directions which results in motorists needing to drive further to reach some destinations; transit routes may need to be modified; drivers unfamiliar with the area may be confused; and mid-block lane change accidents may increase. The best opportunities to implement one-way pairs in the Berkshires occur in Pittsfield and North Adams due to the downtown grid circulation. The cost of this technique is low to moderate depending on the length of streets and the number of signals if coordination is involved.
1.2 Intersection Geometry Improvements
Intersection geometry improvements include lane utilization modifications, pavement striping and pedestrian crosswalks. The advantages include improved traffic operations and vehicular and pedestrian safety. These are improvements that can be implemented throughout the County.
1.3 Traffic Signal Improvements
Traffic signal improvements include upgrading existing traffic signal and detection equipment, improved signal timing and phasing, traffic signal system coordination, emergency vehicle pre-emption, and pedestrian signals. Signal coordination may be done through a hard-wire connection and/or camera detection. These techniques are used to improve traffic flow through a corridor. A typical, simple intersection (one lane in each direction) with a traffic signal can process approximately 1,900 vehicles per hour. Experience in the US has shown that optimizing signal timing has generally reduced travel times by approximately 12 percent and interconnecting signals can reduce travel time by 25 percent (Northwestern University, Traffic Institute, 1995). The advantages of signal upgrades include improved operations and safety. In addition, signal coordination further reduces motorist delay and allows control over desired vehicle travel speed. This may reduce rear-end accidents at some locations. The cost for individual signals is low to moderate for coordinated systems. Coordinated systems are typically installed on arterials with closely spaced intersections.
1.4 Signage
Three main types of signage are typically used on roadways: regulatory, warning, and guide signs. Regulatory signs indicate traffic laws or regulations (e.g., STOP sign). Warning signs indicate an existing or potentially hazardous condition (e.g., curve sign). Guide signs inform motorists of routes and destinations (e.g., Route 20 sign). Other signage typically posted includes motorist services, recreational/cultural, and tourist signs. The appropriate use of signs can reduce driver confusion, improving traffic operations. Signs can be effective for event access/parking (e.g. Tanglewood). Signs are a low-cost technique.
Signs should be used when necessary and when warranted. Roadway circulation changes will necessitate the need to modify signage accordingly. Variable message signs can also be used to alert motorists of changing conditions, incidents or special events. (See Section 3.1)
1.5 Safety Improvements
Techniques that can be implemented to improve safety for motorists, pedestrians, and bicyclists include: improved pavement striping/use of reflectors in line marking, signal timing/phasing modifications, traffic control (e.g. stop signs), signage, appropriate shoulders, adequate sight distance, pedestrian crosswalks, medians, turn prohibitions, grade separated intersections, driveway consolidation, and enforcement of safe travel speeds. Signal timing/phasing improvements can potentially reduce rear-end and angle collisions. Several of these techniques have additional benefits to vehicular and non-vehicular travel as discussed in other sections above and below. Safety improvements are generally low/medium cost measures.
1.6 Curb Regulations/Restrictions
Curb cut access can be managed to reduce operational conflicts and confusion at driveways. Typical methods include driveway consolidation and turn prohibitions in or out of driveways. Consolidating driveways reduces the number of vehicular, pedestrian, and bicycle conflicts. Some studies have found turn restrictions may reduce accidents by 40 to 50 percent (Northwestern University, Traffic Institute, 1995). Consideration should be given to truck loading and transit vehicles. (E.g., bus turnouts) Curb cut management is most effective on commercial corridors having multiple driveways with short spacing. This is a low-cost measure. Curb cut policies can be effective at the local level during site design review.
1.7 Traffic/Parking Enforcement
The enforcement of traffic and parking regulations is important to maintain safe and desired levels of traffic flow and parking. The cost of this measure is dependent on the level of enforcement desired.
2.0 Travel Demand Management (TDM)
TDM measures are implemented to manage the demand component of the transportation system. The main focus is to reduce or maintain the level of vehicular traffic occurring during peak periods and to reduce the use of single occupant automobiles. TDM programs are typically aimed at employees and are generally administered by the employer (by a transportation coordinator) and overseen by a public agency. Successful TDM programs in Massachusetts have measured between 7 and 12 percent reduction in vehicle trips. The most successful applications of TDM have occurred in areas that have high employment and population densities. TDM programs in rural areas such as the Berkshires have only limited potential due to a lack of large employers located in a central location. There may be opportunities for park-and-ride lots near the Massachusetts Turnpike.
2.1 Vanpool/Carpool Programs
Vanpools are typically used to shuttle employees to and from work. Vanpools can pick-up employees at home, at park-and-ride lots, and transit stations. Vans are usually supplied by the employer. Carpools can either be formal or informal and the vehicle may be provided either by the employer or employee. Vanpool/carpool matching services are often provided to commuters.
2.2 Shuttle Bus/Paratransit Services
Shuttle buses are generally used to transport travelers (sometimes employees) to and from hotels, airports, transit centers, museums, employment centers, etc. Shuttle buses typically operate on fixed schedules and routes, but may operate as jitneys along a fixed route but on a variable/on-demand schedule.
2.3 Flextime
Flextime allows employees to take advantage of a flexible work schedule that reduces the number of trips made during peak commuter periods. Some employees are required to be at work during core business hours, e.g., 10:00 AM to 3:00 PM.
2.4 Telecommuting
Telecommuting allows employees to work away from the main work location. This measure reduces the number of commuter vehicle trips and/or reduces vehicle miles traveled. Employees can either work at home or at work centers. Telecommuting and flextime techniques tend to be the most successful when implemented by large employers. As a result, these techniques currently appear to have limited applicability in the Berkshires.
2.5 Market-Rate Parking Pricing/Remove Parking Subsidies
The purpose of such techniques is to remove the employer or government subsidies associated with low-cost or no-cost parking, thereby making subsidized transit or employment shuttles an attractive alternative to single-occupant employment trips.
3.0 Intelligent Transportation Systems (ITS)
The goal of ITS is to maximize the efficiency of existing transportation systems and improve safety. Transportation engineers and planner generally focus on Traveler Information Systems and Traffic Management Systems. However, other applications for ITS including transit, payment systems, and incident management services are becoming more commonplace. Each of these is discussed below. The cost of ITS is dependent on the scale of application, but is generally in the moderate range.
3.1 Traveler Information Systems
Traveler Information Systems provide pre-trips and real-time information to motorists using variable message signs (VMS), radio messages, television, internet services, telephone reports, and in-vehicle messages. Traveler information systems are commonly used for event traffic management.
3.2 Traffic Management Systems
Traffic Management systems include the use of computerized signal systems to process traffic more efficiently by reducing delay. These systems can respond to real time conditions through the use of detectors and a central control room.
3.3 Transit
Advanced transit management systems include the use of Automatic Vehicle Locator (AVL) systems to track both fixed route and paratransit vehicle locations. This technique permits real-time dispatching and traveler information as well as maximizing connections between the trunk-line bus routes and possible feeder routes from residential or remote rural areas. Additionally, “Smartcard” systems provide improved convenience and management of fare collections.
3.4 Payment Systems
Electronic toll collection (ETC) is the most common use of this technology, as in the Fast Lane passes on the Massachusetts Turnpike. Supplying electronic transponders free of charge or at a reduced cost to motorists can encourage the use of this technique. Other payment electronic systems are gaining popularity for parking lots/garages, parking meters, and transit fares. It is noted that the elimination of localized payment systems such as highway toll plazas may improve traffic flow and reduce vehicle delay.
3.5 Emergency/Incident Management Services
ITS systems can be used to inform motorists of roadside emergencies, inclement weather, and accidents, and provide delay and detour information. Radio messages and variable message signs are often used for this purpose.
4.0 Public Transportation
A public transportation system provides an alternative mode to automobile travel as well as transportation for those who cannot drive or do not have an automobile available to them. Improvements to the public transportation system may encourage some motorists to shift away from single-occupant automobiles. The average trip cost for public transit systems with a service area density of 1,000 or more persons per square mile is almost half that for agencies with low density service areas (under 100 persons per square mile), according to the Rural Transit Assistance Program, Federal Transit Administration.
4.1 Intermodal Transportation Centers
Intermodal transportation centers (ITCs) provide a location where travelers can easily and comfortably transfer between different modes of transportation such as train, bus, taxi, or bicycle. ITCs typically increase the attractiveness of public transportation services.
4.2 Public Transit
A variety of techniques are available to improve the attractiveness and effectiveness of public transportation services in a small urban/rural environment. Express bus services from the outlying towns (such as Gt. Barrington and North Adams) to Pittsfield would be one example. Other mechanisms to improve the attractiveness of public transit services include: "service routes" (routes designed for specific target markets with specific origins and destinations), "route deviation" service (buses may divert a reasonable distance from the normal route alignment to board or discharge a passenger, then return to the same point on the route from which it diverted) and "point deviation" service (buses are free to travel as needed between key scheduled points to pick up or discharge passengers.) Such flexible services in the Berkshires would require smaller vehicles and a new communications/dispatching system described under the Intelligent Transportation Systems. Finally, a modification of the fixed route fare structure to make it a more attractive alternative to automobile use may be considered. It is noted that annual operating costs are a large component of the overall cost of transit.
4.3 Paratransit Services
Paratransit services provide transportation to more than one person on either a non-fixed route or a non-fixed schedule. Typically, those services are provided where fixed rout bus service is not available or not accessible to the user. A variety of paratransit services operate in an uncoordinated manner throughout the area. Improved coordination of publicly funded paratransit services, one example being a centralized brokerage for all the publicly funded paratransit service programs through the BRTA would greatly improve the effectiveness of service delivery.
4.4 Passenger Rail Service
Passenger rail service provides long-distance transportation on a scheduled basis. The number and frequency of trains is generally driven by demand for service. Depending on the location of the train station, passengers often require using another mode of transportation to complete their trip. It is expensive to provide passenger rail service, but it can offer convenient intercity access. Amtrak’s Lake Shore Limited service (Boston - Chicago) provides passenger rail service to Pittsfield once per day in each direction.
4.5 Intercity Bus Service
Intercity bus service provides passenger transportation between larger towns and cities. More convenient timing to meet the needs of Berkshire residents, such as being able to get to or from Boston at commonly desirable times or better connections with the local transit system, would increase the appeal of the services. Intercity bus service is generally provided by private carriers. In Berkshire County, Peter Pan Bus Lines and Bonanza provide these services to urban areas beyond the County.
5.0 Highway Construction
The goal of construction is to increase the capacity and safety of the existing roadway system.
5.1 Limited Access Facility
Limited access facilities allow vehicle entry and exit at only specified locations. By controlling access and minimizing vehicle turning conflicts, limited access facilities provide for a higher travel speed, have a greater capacity, and are typically safer than non access controlled facilities. Special attention is paid to entrance and exits to limited access facilities. Examples include highways and parkways with access provided by full or partial interchanges such as the Massachusetts Turnpike.
5.2 Upgrade Existing Corridors
Travel corridors can be upgraded by providing additional lanes, wider shoulders, bike lanes, and sidewalks. Widening corridors in a commercial area may include the use of a center shared left-turn lane. Corridor upgrades can improve access, make it easier to pull out from driveways, into the main stream of traffic, reduce delay, and improve travel times for through traffic. Arterial capacity and operation is generally controlled by the signalized intersections located along the corridor.
5.3 Interchanges
Interchanges and grade separations physically separate the through traffic movements at two intersecting highways. Interchanges provide access between the two highway ramps. The general warrants for interchanges include design designation, congestion, safety, topography, user benefits, and traffic volume. Types of interchanges include three-leg (where highways begin or end), diamond, and full or partial cloverleaves.
5.4 Service Roads
Service roads are used to consolidate traffic to and from commercial/industrial areas and to separate through traffic. Typically, service roads provide access at regular, safely designed points, such as cross roads. Advantages include easier movement for through traffic and reduction in conflicts that would otherwise occur with multiple driveways directly on the main highway.
6.0 Pedestrian and Bicycle
Pedestrian and bicycle improvements are designed to improve access, circulation, and safety.
6.1 Bikeway Corridors
A bikeway is created when a roadway has the necessary design treatments to accommodate bicyclists, based on vehicle traffic volumes and speed. Bikeway corridors can also be separated from the roadway, in which case they are called bike paths. Bikeway corridors separated from roadways provide the greatest protection from vehicles and may be preferred by inexperienced bicyclists. Special attention must be given to the intersection of bikeways with roadways. Bikeway corridors may be designed as multi-use paths, although this may result in conflicts between faster moving bicycles and slower people. Some bicyclists may prefer to travel on the road and law protects this right. A bike lane is a portion of the roadway designated for bicycle use. Bike lanes are typically used on urban arterial and collector roadways. Bike lanes should be well signed. See the Massachusetts Bicycle Transportation Plan for additional information.
6.2 Shared Bicycle/Traffic Facilities
On a shared facility, bicyclists and motorists share the travel lanes. Wide outside travel lanes may be provided to accommodate bicyclists; however, no striping and signage is provided. Shared facilities are common on neighborhood streets and rural roads. Safety issues include vehicle travel speed, visibility, pavement condition, and intersection crossings.
6.3 Pedestrian Pathways
Pedestrian pathways include sidewalks, trails, paths, and roadway shoulders. The separation of pedestrians from motor vehicle traffic is the most important safety concern. Other issues include pathway width, visibility, lighting, and grade. It is important to provide access to high pedestrian generators such as schools, transit stations, museums, etc. Amenities, such as shade trees, can be provided to enhance pedestrian environment.
6.4 Pedestrian Signals/Safety Devices
Most pedestrian accidents occur with a motor vehicle while crossing a roadway. Pedestrian signals are provided for people to walk safely across a road. Other safety devices include crosswalk striping and pavement delineation, visibility and reflection, audio signals, and safe places to wait to cross the street.
7.0 Freight
7.1 Truck Routes/Restrictions
Truck routes are designated to separate trucks from passenger vehicles and pedestrians. Additional techniques include prohibiting trucks on certain roadways and weight restrictions on bridges (based on bridge safety ratings). Truck prohibitions are used primarily to keep through truck traffic from cutting across residential neighborhoods. Truck prohibitions are currently in place within Berkshire County on several roadways
7.3 Rail Corridors/Service
The level of freight delivered on rail is dependent on the demand of users in an area, the quality of the service, and the infrastructure. With a strong economy, additional freight would be expected to be transported in and out of the region. There may be a potential to expand rail corridors to meet new demand and better serve existing businesses.
7.4 Intermodal Connections
Intermodal connections would focus on improving the transfer of freight between truck and rail services. This transfer is often cited as a significant problem in national studies.
8.0 Air
8.1 Groundside Access Improvements
Groundside improvements include improving vehicular access, parking, and transit connections to Berkshire airports and regional airports, such as Bradley, CT or Albany, NY.
8.2 Airside Improvements
Airside improvements may include runway expansion, increasing (or providing public commercial) services. These measures must be made in conjunction with master planning and policy efforts.
9.0 Land Use Management Along Corridors
The type and density of development adjacent to (or dispersed from) existing and future transportation corridors has a direct affect on the access and traffic volumes.
9.1 Policy/Regulatory Changes
There are several policy and regulatory techniques available to guide the development process, including local and regional master planning, local zoning controls, site plan design requirements, and access management techniques.
9.2 Corridor Preservation Techniques
It is important to maintain and preserve corridors that may be needed for future transportation needs, for example through protecting or acquiring right-of-way. Important amenities of current corridors include views of open space, aesthetics, residential and agricultural lands, and historic districts. Techniques include access management, zoning, and changes in various policies.