|
|
 |
Home : Transportation : Access Approaches
Introduction To Transportation Access Approaches
- 1. Transportation Systems Management (TSM)
- 2. Travel Demand Management (TDM)
- 3. Intelligent Transportation Systems (ITS)
- 4. Public Transportation
- 5. Highway Construction
- 6. Pedestrian and Bicycle
- 7. Freight
- 8. Air
- 9. Land Use Management Along Corridors
The list of Transportation Access Approaches provides an overview of
potential techniques to consider for improving access in North-Central
Berkshire County. 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. One source for further information
on the following techniques is the Massachusetts Intermodal Transportation
Policy Plan, Accessing The Future.
- 1.1 Street Circulation Changes
This technique focuses on changing and/or restricting the direction
of travel or separating two-way traffic on roadways. Changing the designation
of roadways from two-way travel to one-way, or visa versa, is a typical
application of this technique. 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 resulting in faster travel times; 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. [See Figure 1 at end of document]
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 (depending on their origin); 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, pedestrian crosswalks, and provisions for bus turnouts
and stops. [See Figure 2 at end of document.] The advantages include improved
traffic operations and vehicular and pedestrian safety. These are
low-cost 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. (See Section 3.2) 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.
Police officer intersection control is an alternative to automatic intersection
control. Police officer control is often used to manage event traffic at
site driveways and intersections. Police officers replicate automatic signal
phasing operation, however a cycle length of several minutes may be used
for event traffic.
- 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) [Figure 3 shows examples
of typical roadway signs.]
- 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, safe pedestrian crosswalks, medians, turn prohibitions, separation
of automobile and truck traffic, 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) [Figure 4 is a
depiction of driveway consolidations.] Curb cut management is most effective
on commercial corridors having multiple driveways with short spacing (Route
20 in Pittsfield). 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.
top
2.0 Travel Demand Management (TDM)
TDM measures are implemented to manage the travel 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. Individual TDM measures described
below are often combined into a comprehensive TDM program. 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. This service is currently provided statewide by Caravan.
The potential success of Caravan matching services in a given area is dependent
on commuter density and the number of matches that can be made from similar
origins and destinations.
- 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.
- 2.6 Maps/Travel Information
Travel information can be made available to employees through direct
distribution and/or through a transportation kiosk. A transportation coordinator
is generally responsible for providing and updating this information.
A project is being discussed to test this on Route 2 in conjunction with
the Mohawk Scenic Byway, and it is currently available at the Albany Regional
Airport.
- 2.7 Policy Issues
Policies can be enacted that will encourage meeting designated TDM
goals. Specific policies can be developed for passengers per vehicle, number
of vehicles daily or peak period vehicle trips. TDM goals can be
measured through monitoring programs.
top
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. However,
bottlenecks may still exist at some locations due to lane-drops at off-ramps.
- 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.
top
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. The Berkshire Regional
Transit Authority (BRTA) has secured a portion of the federal funding for
its ITC to be located in downtown Pittsfield.
- 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 to reduce single-occupant vehicle use. Increase in the
frequency of service from one hour to thirty- or twenty-minute service
during the peak commuting times would make the service a more attractive
commuting alternative. Express bus services from the outlying
towns (such as Gt. Barrington and North Adams) to Pittsfield on special
luxury express buses during the peak hours could be considered. Special
shuttle services in congested downtown areas to parking areas removed from
the immediate downtown could reduce downtown congestion, particularly during
the commuter hours. These alternatives would require, at a minimum, a significant
expansion of the bus fleet as well as an increase in operating expenses.
In addition to expansion of the existing fixed route service structure,
other mechanisms to improve the attractiveness of public transit services
is to increase the flexibility and responsiveness of the services.
This may be accomplished through a variety of means: "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) have been implemented in many urban
and rural public transportation agencies nationally. 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. The BRTA provides subsidized taxi tickets and
chaircar services to the elderly and disabled. Additionally, a variety
of other publicly funded paratransit services operate in an uncoordinated
manner throughout the area. Improved coordination of publicly funded
paratransit services, particularly with a centralized brokerage for all
the publicly funded paratransit service programs through the BRTA would
greatly improve the effectiveness of service delivery. Such systems,
using sophisticated yet increasingly common technological tools such as
AVL, have exploded in use and popularity throughout the nation through
proven service cost reductions and/or service delivery improvements.
- 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.
top
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 facilities with multiple and closely
spaced access points. The accident rate for interstates and freeways (2
accidents per million vehicle miles) is about one-fifth the rate for principal
arterials (11.20 per million vehicle miles) (Characteristics of Urban Transportation
Systems, Revised Edition, September 1992, US Department of Transportation).
The capacity for a limited access roadway is approximately 2,200 vehicles
per hour per lane and the ideal capacity for two-lane rural highway is
1,400 vehicle per hour per lane (Highway Capacity Manual, Transportation
Research Board, 1997). Access points for limited access facilities are
generally spaced at a minimum of one-quarter mile While limited access
facilities provide for higher travel speeds and shorter travel times as
compared with other facilities, accidents, when they occur, can be more
serious. Emergency access and motorist assistance is a concern. 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 (See Section 5.4).
- 5.2 Upgrade Existing Corridors
Travel corridors can be upgraded by providing additional lanes, wider
shoulders, bike lanes, and sidewalk. 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. Capacity can be measured
in vehicle delay, travel speed, and traffic volume. Arterial capacity under
signal control is approximately 1,100 vehicles per hour per lane. More
than 60 seconds of delay at an intersection is considered a deficient or
failing condition. Turning movements from side streets on multi-lane facilities
may become more difficult at certain times. Drivers tend to go faster
on wider roads. The cost (1989 dollars) to improve corridors by widening
and adding lanes ranges between $1 million and $2 million dollars per mile.
More recent experience is Massachusetts suggests the cost for these types
of improvements ranges between $2 million and $3 million per mile.
- 5.3 Downtown Bypasses
Providing a bypass around specific area(s) can help separate
through traffic from local traffic. Bypasses are often used around downtown
areas. Partial bypass may use existing facilities, and/or new roadways
to route traffic around areas. Advantages include reducing truck
impacts on downtowns, and separating through traffic from local traffic
while disadvantages include potentially reducing business for downtown
merchants to some degree. Vehicle capacity for limited access bypass facilities
can approach 2,200 vehicles per hour per lane depending on the type of
facility. In a downtown setting where arterials are controlled by
traffic signals, approximately 1,100 vehicles per hour per lane can be
processed. Factors such as on-street parking, driveways, pedestrians, and
congestion can affect corridor capacity.
- 5.4 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. [Graphics depicting
typical interchanges will be available at the 9/23 workshop.]
- 5.5 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.
top
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 (Oregon
Bicycle and Pedestrian Plan, 1995). Bikeway corridors can also be separated
from the roadway, in which case they are often 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. [See Figure 5]
- 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. See the Massachusetts
Pedestrian Transportation Plan for additional information. Amenities,
such as shade trees, can be provided to enhance pedestrian environment.
Another way to make pedestrian routes safer can be the use of under or
overpasses.
- 6.4 Pedestrian Signals/Safety Devices
Most pedestrian accidents occur with a motor vehicle while crossing
a roadway. (Oregon Bicycle and Pedestrian Plan, 1995.) Pedestrian signals
are provided for people to walk safely across a road. Pedestrian signals
are commonly provided at intersections where an exclusive pedestrian phase
is provided or they operate concurrently with traffic. Mid-block pedestrian
signals are provided where it is not safe to do so without stopping vehicular
traffic. Other safety devices include striping, pavement delineation, visibility
and reflection, audio signals, and safe places to wait to cross the street,
or places to pause while crossing roads with many lanes.
top
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.
top
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.
top
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. The quantification of this technique would be studies of the
effectiveness in other places.
- 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. Transportation and land use affect each other and
both need to be taken into account in planning the future of Berkshire
County.
top
|
|
Home
Site Map
Publications
Contact
Job Opportunities at BRPC
Directions to BRPC
Municipal eCenter
BRPC Archive
|
