HomeMy WebLinkAboutFindings and Recommendations_201401311822562939TRAFFIC STUDY
Mid-Island Area, Nantucket, Massachusetts
Final Report Page 62
FINDINGS/RECOMMENDATIONS
Based on the evaluation of the study area roadways, intersections, transit service and bike
facilities, this section of the study offers recommendations to improve the overall transportation
system in the Mid-Island Area. While not every deficiency can be realistically addressed, the
improvements offered in this section will result in improved safety, circulation and access to and
within the Mid-Island Area, while maintained the desired “island feel and quality of life.”
This section first discusses two major roadway corridors, Pleasant Street and West Creek Road.
Next, based on the accident history and intersection operations the eleven most significant
intersections are discussed and conceptual improvements are provided. In addition, typical
traffic calming and safety improvements are provided for the Surfside Road intersections.
Finally, brief recommendations for improvements for the parking, transit and bicycle facilities
are presented.
ROADWAYS
Sanford Road
In order to facilitate improvements to the Mid-Island area roadway networks and parking
facilities, it is recommended that Sanford Road be converted from a private way to a public way.
This will require approval from the County of Nantucket and cooperation of the current owners.
Pleasant Street Corridor
The Mid-Island Area Plan has recommended that Pleasant Street be converted to one-way travel
in the westbound direction from its intersection with Hooper Farm Road and Sparks Avenue to
the Five Corners intersection. While the conversion from two-way travel to one-way travel will
ultimately require approval from the Nantucket Selectmen, the following information is provided
to evaluate the potential changes in travel patterns within the Mid-Island area. By providing a
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Mid-Island Area, Nantucket, Massachusetts
Final Report Page 63
one-way travel pattern on Pleasant Street, sidewalks, bike lanes and on-street parking could be
provided with minimal impacts on the adjacent land parcels, resulting in improved corridor
safety. In addition, the street would be emphasized as the “Main Street” of the Mid-Island area.
Therefore, the Pleasant Street corridor was evaluated to determine the ramifications of
converting this roadway to one-way travel. These include the impacts on the proposed
roundabout at the Sparks Avenue at Pleasant Street and Hooper Farm Road intersection, the need
to establish one-way roadway pairs for the connecting streets between Pleasant Street and
Orange Street, the ability to provide pedestrian, bicycle and parking facilities along the roadway
and the impacts on traffic levels and circulation along the adjacent roadways and intersections.
It is anticipated that the construction of the Sparks Avenue Roundabout will be completed prior
to the implementation of the Pleasant Street one-way operation. Therefore, the analysis for this
section evaluates the Sparks Avenue at Pleasant Street and Hooper Farm Road intersection as a
roundabout. The peak hour traffic volumes, incorporating a one-way travel pattern on Pleasant
Street, are shown on Figures 16 to 18 for the 2004 Existing conditions and Figures 19 to 21 for
the 2014 Design Year conditions.
Level-of-service and queue analyses were conducted at the study area intersections within the
“central” Mid-Island area assuming a one-way travel pattern on Pleasant Street. The impact of
the one-way travel pattern on Pleasant Street on the “central” Mid-Island area intersections can
be measured by comparing the 2004 Existing/2014 Design Year with Pleasant Street One-Way
conditions to 2004 Existing/2014 Design Year conditions with Pleasant Street Two-Way. Tables
20 through 27 summarize the results of the analyses under both 2004 Existing and 2014 Design
Year conditions with Pleasant Street one-way flow implemented. All analysis worksheets are
provided in the Appendix.
Under future roadway conditions, the capacity and queue analysis shows the Pleasant Street one-
way alternative has an insignificant impact on the intersections of Sparks Avenue at Hooper
Farm Road and Pleasant Street (Table 20), the Milestone Rotary (Table 21) and Pleasant Street
at Cherry Street, Williams Street and Williams Lane (Table 24), with minimal change in LOS
and delay. Significant improvements in LOS and delay are anticipated on the West Creek Road
approach at its intersection with Pleasant Street (Table 23) and at the Five Corners intersection
(Table 26).
However, the intersections of Orange Street and West Creek Road (Table 22), Orange Street and
Union Street (Table 25) and the Four Corners intersection (Table 27) are projected to be
negatively impacted, with increased delays and degradation in LOS, as a result of the Pleasant
Street one-way alternative, due to the significant amount of traffic anticipated to be diverted to
Prospect Street and Orange Street in the eastbound direction. While the future improvements are
described under each intersection, the following is a brief highlight of the improvements required
at the critical intersection to accommodate Pleasant Street one-way flow.
• Four Corners – Realign Sparks Avenue and Prospect Street to form a standard four-way,
STOP controlled intersection.
• Five Corners – A separate left-turn lane should be provided on the Pleasant Street
westbound approach for vehicles turning onto York Street and Atlantic Avenue.
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Mid-Island Area, Nantucket, Massachusetts
Final Report Page 64
• Orange Street and Union Street – A second STOP sign should be placed on the Orange
Street eastbound one-way approach.
• Williams Lane and Pleasant Street- A separate left-turn lane could also be provided on
the Pleasant Street westbound approach for vehicles turning onto Williams Lane.
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Mid-Island Area, Nantucket, Massachusetts
Final Report Page 71
Based on the intersection capacity and queue analysis, along with the parking analysis, it is
recommended that on-street parking be provided on both sides of Pleasant Street from West
Creek Road to Cherry Street, with angle parking maintained in the vicinity of the Island
Pharmacy, on one side of the roadway between Williams Street and Gardner Perry Lane and no
parking from Gardner Perry Lane to the Five Corners intersection. A conceptual plan, which
includes typical cross-sections for the Pleasant Street one-way alternatives for parking on both
sides, one side and no parking, as discussed above, is shown on Figure 22 A&B (Options 3-6).
An order of magnitude cost for the aforementioned geometric improvements along this corridor
with the Pleasant Street one-way alternative would be approximately $880,000 to $1,100,000
with an associated engineering fee of approximately $120,000.
Providing one-way flow along Pleasant Street will provide a number of benefits, including:
• Contributing to the “Downtown” feel of the Mid-Island Area;
• Providing increased on street parking with minimal impacts on right-of-way; and
• Improving intersection operations at some intersections along the corridor.
However, the improvements to the Four Corners intersection, the Five Corners intersection,
Orange Street at Union Street, Pleasant Street at Williams Lane, along with the evaluation of the
intersections of Cherry Street and Williams Street at Orange Street, will be necessary prior to the
reconfiguration.
While these improvements will require design, funding and construction, improvements to the
parking along Pleasant Street can be implemented with Pleasant Street remaining under two-way
flow.
If two-way flow is maintained along Pleasant Street, parking should be provided as follows: on
both sides of the roadway from West Creek Road to Daves Street and no parking on the
remaining sections of the corridor. A conceptual plan, which includes typical cross-sections for
the Pleasant Street two-way alternatives for parking on both sides and no parking, as discussed
above, is shown on Figure 23 A&B (Options 1 and 2). An order of magnitude cost for the
aforementioned geometric improvements along this corridor with the Pleasant Street two-way
flow maintained would be approximately $980,000 to $1,200,000 with an associated engineering
fee of approximately $130,000.
The provision for on street parking in regards to both one-way and two-way traffic flow on
Pleasant Street will require the cooperation of abutters due to right of way impacts.
TRAFFIC STUDY Mid-Island Area, Nantucket, Massachusetts GPI Greenman-Pedersen, Inc. Figure 22A Engineers, Architects, Planners, Construction Engineers & Inspectors Parking Study Locations
TRAFFIC STUDY Mid-Island Area, Nantucket, Massachusetts GPI Greenman-Pedersen, Inc. Figure 22B Engineers, Architects, Planners, Construction Engineers & Inspectors Parking Study Locations
TRAFFIC STUDY Mid-Island Area, Nantucket, Massachusetts Final Report Page 76 Table 20 INTERSECTION CAPACITY AND QUEUE ANALYSIS SUMMARY – Pleasant Street One-Way Circulation Evaluation Sparks Avenue at Pleasant Street and Hooper Farm Road 2004 Existing with Planned Intersection Improvementsa 2004 Existing with Planned Intersection Improvementsa & Pleasant Street 1-Way 2014 Design Year with Planned Intersection Improvementsa 2014 Design Year with Planned Intersection Improvementsa & Pleasant Street 1-Way Sparks Avenue at Pleasant Street and Hooper Farm Road V/Cb Delayc LOSd Queuee V/C Delay LOS Queue V/CDelay LOSQueueV/CDelay LOS Queue Weekday AM: Pleasant St SB approach Sparks Ave EB approach Hooper Farm Road NB approach Sparks Ave WB approach Weekday PM: Pleasant St SB approach Sparks Ave EB approach Hooper Farm Road NB approach Sparks Ave WB approach Saturday Midday: Pleasant St SB approach Sparks Ave EB approach Hooper Farm Road NB approach Sparks Ave WB approach 0.28 0.36 0.37 0.52 0.32 0.45 0.28 0.42 0.36 0.45 0.36 0.44 11.4 9.5 12.9 9.4 12.0 10.4 11.1 9.5 12.7 10.6 11.8 9.2 B A B A B B B A B B B A 5568701106588508275856890-- 0.400.380.52--0.450.290.47--0.410.340.50--7.412.39.7--7.911.210.2--7.711.49.9 -- A B A -- A B B -- A B A -- 78 70 112 -- 92 52 98 -- 80 65 105 0.440.550.570.750.490.710.470.620.550.710.610.6614.311.616.712.413.317.914.510.414.818.219.310.6 B B B B B B B B B B B B 8812814025510523595145135228160172 -- 0.58 0.65 0.79 -- 0.67 0.49 0.71 -- 0.60 0.59 0.75 --7.821.313.6--8.815.312.4--8.217.113.3 -- A C B -- A B B -- A B B --130178305--168102212--138142262 aRoundabout. bVolume-to-capacity ratio. cAverage stopped delay in seconds per vehicle. dLevel of service. e95th percentile queue length in feet per lane (assuming 25 feet per vehicle).
TRAFFIC STUDY Mid-Island Area, Nantucket, Massachusetts Final Report Page 77 Table 21 INTERSECTION CAPACITY AND QUEUE ANALYSIS SUMMARY – Pleasant Street One-Way Circulation Evaluation Milestone Rotary 2004 Existing 2004 Existing with Pleasant Street 1-Way 2014 Design Year 2014 Design Year with Pleasant Street 1-Way Milestone Rotary V/Ca Delayb LOSc Queued V/C Delay LOS Queue V/C Delay LOS QueueV/C Delay LOS Queue Weekday AM: Sparks Ave EB approach Old South Rd NB approach Milestone Rd WB approach Orange St SB approach Weekday PM: Sparks Ave EB approach Old South Rd NB approach Milestone Rd WB approach Orange St SB approach Saturday Midday: Sparks Ave EB approach Old South Rd NB approach Milestone Rd WB approach Orange St SB approach 0.67 0.79 0.51 0.36 0.82 0.89 0.58 0.50 0.82 0.92 0.49 0.47 11.3 19.8 8.8 6.7 26.0 31.8 9.3 8.0 21.4 36.1 8.4 7.1 B B A A C C A A C D A A 18832810248305495128803055429275 0.69 0.79 0.51 0.34 0.82 0.89 0.58 0.55 0.79 0.90 0.49 0.53 10.2 19.7 8.8 6.8 26.4 31.2 9.3 8.5 21.9 33.2 8.4 7.8 B B A A C C A A C C A A 200 325 102 50 298 488 128 95 268 510 92 92 1.23 1.27 0.73 0.55 1.91 1.23 0.80 0.80 1.73 1.23 0.68 0.72 136.6151.513.89.1453.8134.515.414.7363.8136.712.311.3 F F B A F F B B F F B B 1,5001,852220922,7421,8002882022,7851,822185168 1.19 1.29 0.72 0.53 1.97 1.25 0.79 0.89 1.82 1.28 0.66 0.81 115.5162.313.38.8478.5146.314.618.7410.8156.911.413.6 F F B A F F B B F F B B 1,5181,935212922,7451,9002752802,6181,992172232 aVolume-to-capacity ratio. bAverage stopped delay in seconds per vehicle. cLevel of service. d95th percentile queue length in feet per lane (assuming 25 feet per vehicle).
TRAFFIC STUDY Mid-Island Area, Nantucket, Massachusetts Final Report Page 78 Table 22 INTERSECTION CAPACITY AND QUEUE ANALYSIS SUMMARY – Pleasant Street One-Way Circulation Evaluation Orange Street at West Creek Road 2004 Existing 2004 Existing with Pleasant Street 1-Way 2014 Design Year 2014 Design Year with Pleasant Street 1-Way Orange Street at West Creek Road V/Ca Delayb LOSc Queued V/C Delay LOS Queue V/CDelay LOSQueueV/CDelay LOS Queue Weekday AM: Orange St NB through-lefts West Creek Rd EB approach Weekday PM: Orange St NB through-lefts West Creek Rd EB approach Saturday Midday: Orange St NB through-lefts West Creek Rd EB approach 0.05 1.00 0.05 1.06 0.06 1.08 8.7 97.0 9.3 121.2 9.5 134.3 A F A F A F 424442595258 0.05 0.95 0.06 1.10 0.08 1.22 9.0106.610.2178.110.5218.3 A F B F B F 4 187 4 202 6 235 0.082.330.082.610.112.82 9.4666.910.4804.210.8907.9 A F B F B F 673067299709 0.092.480.103.300.143.74 10.0770.912.2NC12.9NC B F B F B F 7533849812549 aVolume-to-capacity ratio. bAverage stopped delay in seconds per vehicle. cLevel of service. d95th percentile queue length in feet per lane (assuming 25 feet per vehicle). NC = No capacity available.
TRAFFIC STUDY Mid-Island Area, Nantucket, Massachusetts Final Report Page 79 Table 23 INTERSECTION CAPACITY AND QUEUE ANALYSIS SUMMARY – Pleasant Street One-Way Circulation Evaluation Pleasant Street at West Creek Road 2004 Existing 2004 Existing with Pleasant Street 1-Way 2014 Design Year 2014 Design Year with Pleasant Street 1-Way Pleasant Street at West Creek Road V/Ca DelaybLOSc QueuedV/C Delay LOS Queue V/C Delay LOS QueueV/C Delay LOS Queue Weekday AM: Pleasant St SB through-lefts West Creek Rd WB approach Weekday PM: Pleasant St SB through-lefts West Creek Rd WB approach Saturday Midday: Pleasant St SB through-lefts West Creek Rd WB approach 0.15 0.35 0.18 0.45 0.18 0.45 9.118.79.323.79.324.4 A C A C A C 143917561656 -- 0.19 -- 0.20 -- 0.20 -- 12.7 -- 12.9 -- 13.3 -- B -- B -- B -- 17 -- 18 -- 19 0.240.730.291.020.281.02 10.3 47.9 10.8 117.1 10.8 117.4 B E B F B F 231283022728222 --0.31--0.33--0.34 -- 16.2 -- 16.9 -- 17.7 -- C -- C -- C --33--36--38 aVolume-to-capacity ratio. bAverage stopped delay in seconds per vehicle. cLevel of service. d95th percentile queue length in feet per lane (assuming 25 feet per vehicle).
TRAFFIC STUDY Mid-Island Area, Nantucket, Massachusetts Final Report Page 80 Table 24 INTERSECTION CAPACITY AND QUEUE ANALYSIS SUMMARY – Pleasant Street One-Way Circulation Evaluation Pleasant Street at Cherry Street, Williams Lane and Williams Street 2004 Existing 2004 Existing with Pleasant Street 1-Way 2014 Design Year 2014 Design Year with Pleasant Street 1-Way Intersection/Peak Hour/Movement V/Ca Delayb LOSc QueuedV/C Delay LOS Queue V/C Delay LOS QueueV/C Delay LOS Queue Pleasant Street at Cherry Street Weekday AM: Pleasant St SB through-lefts Cherry St Rd WB approach Weekday PM: Pleasant St SB through-lefts Cherry St Rd WB approach Saturday Midday: Pleasant St SB through-lefts Cherry St Rd WB approach Pleasant Street at Williams Lane Weekday AM: Pleasant St NB through-lefts Williams Ln EB approach Weekday PM: Pleasant St NB through-lefts Williams Ln EB approach Saturday Midday: Pleasant St NB through-lefts Williams Ln EB approach Pleasant Street at Williams Street Weekday AM: Williams St WB approach Weekday PM: Williams St WB approach Saturday Midday: Williams St WB approach 0.09 0.05 0.08 0.07 0.06 0.13 0.07 0.27 0.11 0.20 0.14 0.23 0.34 0.33 0.32 9.0 13.9 9.0 17.7 9.3 17.2 8.1 12.4 8.5 12.6 8.5 13.2 17.1 17.1 17.6 A B A C A C A B A B A B C C C 716651162810181223383634 -- 0.04 -- 0.03 -- 0.08 0.07 0.03 0.09 0.01 0.11 0.04 0.21 0.20 0.19 -- 12.6 -- 12.8 -- 14.3 7.4 14.9 7.4 15.5 7.5 18.3 12.7 12.7 13.2 -- B -- B -- B A B A C A C B B B -- 3 -- 2 -- 7 6 2 8 1 10 3 20 19 18 0.14 0.10 0.12 0.17 0.10 0.27 0.11 0.46 0.17 0.34 0.21 0.43 0.63 0.62 0.61 10.1 18.5 10.1 28.5 10.5 27.4 8.6 17.1 9.3 16.8 9.2 19.7 32.6 32.7 34.1 B C B D B D A C A C A C D D D 1291015826960163819521009793 --0.07--0.06--0.150.090.060.120.030.150.080.350.340.33 -- 15.4 -- 15.8 -- 19.2 7.4 19.5 7.5 20.6 7.6 27.1 16.6 16.5 17.5 -- C -- C -- C A C A C A D C C C -- 6 -- 5 -- 13 8 4 10 2 14 7 38 37 36 aVolume-to-capacity ratio. bAverage stopped delay in seconds per vehicle. cLevel of service. d95th percentile queue length in feet per lane (assuming 25 feet per vehicle).
TRAFFIC STUDY Mid-Island Area, Nantucket, Massachusetts Final Report Page 81 Table 25 INTERSECTION CAPACITY AND QUEUE ANALYSIS SUMMARY – Pleasant Street One-Way Circulation Evaluation Orange Street at Union Street 2004 Existing 2004 Existing with Pleasant Street 1-Way 2014 Design Year 2014 Design Year with Pleasant Street 1-Way Orange Street at Union Street V/Ca Delayb LOSc QueuedV/C Delay LOS Queue V/C Delay LOS QueueV/C Delay LOS Queue Weekday AM: Orange St SB through-lefts Union St WB lefts Weekday PM: Orange St SB through-lefts Union St WB lefts Saturday Midday: Orange St SB through-lefts Union St WB lefts 0.16 0.73 0.33 1.26 0.25 1.21 13.4 22.8 19.8 152.1 12.0 130.6 B D C F B F 1182252451,0201581,0000.670.901.231.711.111.6617.259.0142.3368.395.6341.4 C F F F F F 195 348 1,295 1,630 930 1,672 0.241.350.582.540.372.36 28.5 193.9 62.8 727.1 28.0 638.5 D F F F D F 2501,1355082,9583652,9980.331.790.713.870.513.62 34.3 393.6 97.0 NC 38.4 NC D F F F E F 4151,6628803,6601023,785 aVolume-to-capacity ratio. bAverage stopped delay in seconds per vehicle. cLevel of service. d95th percentile queue length in feet per lane (assuming 25 feet per vehicle). NC = No capacity available.
TRAFFIC STUDY Mid-Island Area, Nantucket, Massachusetts Final Report Page 82 Table 26 INTERSECTION CAPACITY AND QUEUE ANALYSIS SUMMARY – Pleasant Street One-Way Circulation Evaluation Pleasant Street at York Street and Atlantic Avenue 2004 Existing 2004 Existing with Pleasant Street 1-Way 2014 Design Year 2014 Design Year with Pleasant Street 1-Way Pleasant Street at York Street and Atlantic Avenue V/CaDelaybLOScQueued V/C Delay LOS Queue V/CDelay LOSQueueV/CDelay LOSQueue Weekday AM: York St/Atlantic Ave EB approach York St WB approach Pleasant St NB approach Pleasant St SB approach Weekday PM: York St/Atlantic Ave EB approach York St WB approach Pleasant St NB approach Pleasant St SB approach Saturday Midday: York St/Atlantic Ave EB approach York St WB approach Pleasant St NB approach Pleasant St SB approach 0.760.411.000.390.720.450.910.410.640.481.000.4027.814.677.513.822.715.042.213.820.816.476.114.0 D B F B C C E B C C F B 1694837045147572714911263370480.540.390.970.200.500.430.820.220.470.440.970.21 16.7 12.3 51.4 9.9 14.2 12.1 27.9 9.4 14.2 12.9 50.8 9.7 C B F A B B D A B B F A 80 45 352 18 70 53 217 20 62 55 353 20 1.000.551.000.511.000.661.000.580.960.731.000.59101.520.9326.919.492.526.3254.722.659.430.0367.922.4 F C F C F D F C F D F C 354814287034211639590289146429910.760.461.000.250.680.511.000.270.470.521.000.2727.715.2236.511.523.416.8147.311.519.616.7233.011.3 D C F B C C F B C C F B 16459441241297240627637444427 aVolume-to-capacity ratio. bAverage stopped delay in seconds per vehicle. cLevel of service. d95th percentile queue length in feet per lane (assuming 25 feet per vehicle).
TRAFFIC STUDY Mid-Island Area, Nantucket, Massachusetts Final Report Page 83 Table 27 INTERSECTION CAPACITY AND QUEUE ANALYSIS SUMMARY – Pleasant Street One-Way Circulation Evaluation Sparks Avenue at Prospect Street, Surfside Road and Atlantic Avenue 2004 Existing 2004 Existing with Pleasant Street 1-Way 2014 Design Year 2014 Design Year with Pleasant Street 1-Way Sparks Avenue at Prospect Street, Surfside Road and Atlantic Avenue V/CaDelayb LOSc QueuedV/C Delay LOS Queue V/CDelay LOSQueueV/CDelay LOSQueue Weekday AM: Prospect St EB approach Sparks Ave WB approach Surfside Rd NB approach Atlantic Ave SB approach Weekday PM: Prospect St EB approach Sparks Ave WB approach Surfside Rd NB approach Atlantic Ave SB approach Saturday Midday: Prospect St EB approach Sparks Ave WB approach Surfside Rd NB approach Atlantic Ave SB approach 0.84 0.81 0.91 0.44 0.83 0.87 0.90 0.61 0.81 0.79 0.95 0.52 33.5 31.5 43.6 16.5 32.9 39.4 42.6 20.9 31.7 31.0 52.2 18.4 D D E C D E E C D D F C 2071882645320022425197189175297721.000.811.000.611.000.921.000.801.000.781.000.75103.939.172.824.9110.058.478.240.384.737.697.934.6 F E F C F F F E F E F D 338 180 326 95 325 243 313 171 322 165 334 152 1.001.001.000.591.001.001.000.831.001.001.000.72159.7136.2228.326.1157.4197.2228.346.6146.9131.2281.034.1 F F F D F F F E F F F D 351337378903383453641873403283871331.001.001.000.841.001.001.001.001.001.001.001.00343.1127.8278.447.7319.7185.9257.9103.3308.5116.3341.096.4 F F F E F F F F F F F F 391321378191377333363304373308387301 aVolume-to-capacity ratio. bAverage stopped delay in seconds per vehicle. cLevel of service. d95th percentile queue length in feet per lane (assuming 25 feet per vehicle).
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West Creek Road
The Mid-Island Area Plan has recommended that two-way circulation be maintained along West
Creek Road. The Town attempted a temporary conversion of West Creek Road from two-way to
one-way travel in 2003; however, residents and local business owners opposed the modification.
However, as part of this study the benefits and detriments associated with modifying traffic
circulation along West Creek Road were examined and it was concluded that two-way
circulation on West Creek Road be maintained in order to accommodate a potential new transit
loop and provide accessibility to Pleasant Street under the one-way Pleasant Street option. The
critical issue along this road appears to be the on-street parking, in particular the 90 degree,
head-in parking and its impact on traffic circulation. Alternatives to improve the parking
situation along Wes Street and reduce conflicts between parked vehicles and pedestrians,
bicyclists and motorists were examined. Based on this evaluation, it is recommended that the
existing on street, head-in parking along West Creek Road be removed and the parking lots be
modified to improve circulation and efficiency. Figure 24 A illustrates a potential
reconfiguration of the parking areas along West Street. This option, or similar scenarios, would
require the cooperation of local businesses to enhance the entire corridor.
With the modified parking discussed above, the pedestrian access and bike access along the
corridor also would be enhanced. Based on the available GIS survey, it appears that the right-of-
way on West Creek Road varies between approximately 34-38 feet. Two potential plans for the
West Creek Road corridor are illustrated on Figure 24 B. Option 1 provides two, 10 foot travel
lanes, with an 8 foot parallel parking lane and 6 foot sidewalk along the northerly side of the
road. Option 2 creates two, 10 foot travel lanes with a 7 foot sidewalk along both sides
(northerly and southerly) side of the road. Under Option 1, the parking is a combination of on
and off-street parking, while Option 2 provides all parking off the street. Both the
reconfiguration of the off-street parking areas as well as the reconfiguration of West Creek Road
(sidewalks and on-street parking) will require cooperation of local businesses, residents and
Town officials.
An order of magnitude cost to implement the parking modifications with the Option 1 roadway
improvements is approximately $170,000 to $200,000 with an associated engineering fee of
approximately $20,000. To construct the parking modifications with the Option 2 roadway
improvements the approximate construction cost is $220,000 to $270,000 with and associated
engineering fee of approximately $30,000.
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FIGURE 24A
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Figure 24B
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INTERSECTIONS
Based on both accident history and capacity issues, the following thirteen intersections were
identified as critical intersection within the Mid-Island Area.
• Milestone Road at Polpis Road • Milestone Road at Monomoy Road • Milestone Rotary • Fairgrounds Road at Old South Road • Surfside Road at Miacomet Avenue • Pleasant Street at Cherry Street • Pleasant Street at Williams Lane • Pleasant Street at Williams Street • Orange Street at Cherry Street • Orange Street at Williams Lane • Orange Street at Union Street • Sparks Avenue at Prospect Street, Surfside Road and Atlantic Avenue (Four Corners) • Pleasant Street at York Street and Atlantic Avenue (Five Corners)
In addition, typical traffic calming and safety improvements are provided for the Surfside Road
intersections. Where significant modification to the intersection control or lane configurations
are proposed, intersection capacity and queue analysis are provided.
Milestone Road at Polpis Road and Monomoy Road
As described in the Existing Conditions section of this report, geometric deficiencies presently
exist at the intersections of Milestone Road at Polpis Road and Monomoy Road. Improvements
at these intersections include reconfiguring the intersections to form more traditional, 90-degree
“T” intersections. This will slow the traffic both turning into and exiting from the side streets.
This will also tighten the intersection and reduce the vast amount of pavement and travel ways
currently in place. Separate left- and right-turn lanes will be maintained along the Polpis Road
and Monomoy Road minor street approaches. As part of the reconstruction/realignment,
pedestrian and bicycle amenities were emphasized by providing adequate crosswalks, sidewalks
and signage. In addition, a fence is proposed along the southerly side of Milestone road,
between the edge of pavement and the bike path, to discourage unexpected crossings of
Milestone Road. Conceptual plans of the proposed intersection improvements at Polpis Road
and Monomoy Road are shown on Figures 25 and 26, respectively. An order of magnitude cost
for the aforementioned geometric improvements at these intersections would be approximately
$170,000 to $200,000 for the Polpis Road intersection and $250,000 to $300,000 for the
Monomoy Road intersection. The associated engineering fees are approximately $20,000 and
$30,000 respectively.
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Milestone Rotary
As described in the Existing Conditions section of this report, geometric deficiencies currently
exist at the Milestone Rotary. However, due to the complexity of this location, it is
recommended that any major modifications at this location be studied as part of a detailed,
separate project to understand the effects on the intersection capacity based on growth and
geometric changes to the intersection. As part of the future study, the traffic control, geometric
alignments and number of approach lanes should be reexamined. With a traditional rotary, the
law requires vehicles entering the rotary to “yield” to rotary traffic. Along Sparks Avenue, the
approach is currently controlled by a STOP sign. Furthermore, the Milestone Road and Orange
Street tangent approaches to the intersection encourage a high speed. Alternative parking
arrangements on the southwest corner should be considered to reduce conflicts and driver
confusion. One concept that was discussed in the Mid-Island Area Plan is to reconstruct the
existing rotary as a modern roundabout. This configuration would force all vehicles to enter the
roundabout at 90 degrees, eliminating the high-speed tangent approaches.
The existing critical issues at this intersection appear to be pedestrian and bicycle accessibility,
in particular crossing the Sparks Avenue approach. Therefore, the possibility of providing a
pedestrian refuge area on the southwest corner, at intersections of Sparks Avenue and Orange
Street, was evaluated. It is recommended that this improvement be accomplished through the
realignment of Old South Road and Orange Street. A conceptual plan of the potential Milestone
Rotary improvements as discussed above is shown on Figure 27. An order of magnitude cost
for the aforementioned geometric improvements at this intersection would be approximately
$250,000 to $300,000 and the associated engineering fee is estimated to be approximately
$30,000.
Fairgrounds Road at Old South Road
As shown in the Analysis section of this report, the Fairgrounds Road approach currently
operates at LOS F with high v/c ratios and long vehicle delays. The recommended plan is to
provide separate left- and right-turn lanes along the Fairgrounds Road approach. The additional
right turn lane will be approximately 250 feet in length to accommodate the right turning traffic
and provide a “by-pass” of the left turning traffic.
In addition, the relocation of the Nantucket Electric driveway is anticipated as part of the new
public safety facility. As part of the geometric alterations, pedestrian and bicycle access were
emphasized by providing adequate crosswalks, sidewalks and signage. A conceptual plan of the
intersection improvements, as discussed above, is shown on Figure 28. Tables 28 and 29
summarize the results of the analyses for the 2004 Existing and 2014 Design Year conditions,
respectively, with improvements implemented. All analysis worksheets are provided in the
Appendix. An order of magnitude cost for the aforementioned geometric improvements at this
intersection would be approximately $90,000 to $120,000 and the associated engineering fee is
estimated at approximately $13,000.
TRAFFIC STUDY
Mid-Island Area, Nantucket, Massachusetts
Final Report Page 93
Table 28
INTERSECTION CAPACITY AND QUEUE ANALYSIS SUMMARY WITH
IMPROVEMENTS – 2004 CONDITIONS
Old South Road at Fairgrounds Road
2004 Existing
2004 Existing with
Improvements
Old South Road at Fairgrounds Road V/Ca Delayb LOSc Queued V/C Delay LOS Queue
Weekday AM:
Old South Rd NB through-lefts
Fairgrounds Rd EB approach
Fairgrounds Rd EB left turns
Fairgrounds Rd EB right turns
Weekday PM:
Old South Rd NB through-lefts
Fairgrounds Rd EB approach
Fairgrounds Rd EB left turns
Fairgrounds Rd EB right turns
Saturday Midday:
Old South Rd NB through-lefts
Fairgrounds Rd EB approach
Fairgrounds Rd EB left turns
Fairgrounds Rd EB right turns
0.15
1.25
--
--
0.25
1.98
--
--
0.19
1.18
--
--
9.4
180.4
--
--
10.5
507.2
--
--
9.8
156.3
--
--
A
F
--
--
B
F
--
--
A
F
--
--
13
402
--
--
24
648
--
--
17
342
--
--
0.15
--
0.88
0.37
0.25
--
1.54
0.44
0.19
--
0.81
0.37
9.4
--
108.2
15.3
10.5
--
373.5
19.1
9.8
--
100.5
15.9
A
--
F
C
B
--
F
C
A
--
F
C
13
--
144
43
24
--
269
56
17
--
124
42
aVolume-to-capacity ratio. bAverage stopped delay in seconds per vehicle. cLevel of service. d95th percentile queue length in feet per lane (assuming 25 feet per vehicle).
TRAFFIC STUDY
Mid-Island Area, Nantucket, Massachusetts
Final Report Page 94
Table 29
INTERSECTION CAPACITY AND QUEUE ANALYSIS SUMMARY WITH
IMPROVEMENTS – 2014 CONDITIONS
Old South Road at Fairgrounds Road
2014 Design Year
2014 Design Year with
Improvements
Old South Road at Fairgrounds Road V/Ca Delayb LOSc Queued V/C Delay LOS Queue
Weekday AM:
Old South Rd NB through-lefts
Fairgrounds Rd EB approach
Fairgrounds Rd EB left turns
Fairgrounds Rd EB right turns
Weekday PM:
Old South Rd NB through-lefts
Fairgrounds Rd EB approach
Fairgrounds Rd EB left turns
Fairgrounds Rd EB right turns
Saturday Midday:
Old South Rd NB through-lefts
Fairgrounds Rd EB approach
Fairgrounds Rd EB left turns
Fairgrounds Rd EB right turns
0.23
3.20
--
--
0.41
6.51
--
--
0.31
3.15
--
--
10.8
NC
--
--
13.7
NC
--
--
11.8
NC
--
--
B
F
--
--
B
F
--
--
B
F
--
--
23
1,055
--
--
51
1,289
--
--
33
945
--
--
0.23
--
2.58
0.63
0.41
--
5.75
0.81
0.31
--
2.52
0.64
10.8
--
853.8
26.0
13.7
--
NC
48.6
11.8
--
846.1
28.4
B
--
F
D
B
--
F
E
A
--
F
D
23
--
410
106
51
--
553
172
33
--
358
107
aVolume-to-capacity ratio. bAverage stopped delay in seconds per vehicle. cLevel of service. d95th percentile queue length in feet per lane (assuming 25 feet per vehicle).
NC = No capacity available.
TRAFFIC STUDY
Mid-Island Area, Nantucket, Massachusetts
Final Report Page 95
Surfside Road Intersections
As shown in the Analysis section of this report, the minor street approaches (i.e., Bartlett Road,
Miacoment Road and Fairgrounds Road), currently operate with capacity constraints (LOS E/F),
with high v/c ratios and long vehicle delays. However, given the heavy pedestrian and bicycle
activity along Surfside Road, along with the proximity to the Nantucket Schools, the critical
issues at these intersections appear to be pedestrian and bicycle accessibility. Therefore,
measures to emphasize the pedestrian and bicycle activity were considered. It is recommended,
where feasible in the vicinity of the intersections, the bicycle path along the west side of Surfside
Road be relocated, closer to the roadway at the intersections. This results in only one stop for
vehicles crossing the path prior to entering the roadway, reducing the conflicts and “blocking” of
the path. In addition, sight distances along the minor streets will be improved by moving the
STOP line closer to the Surfside Road major street approach. The crossing can be further
emphasized by applying various surface treatments. Because the use is primarily a bike path, the
surface should be relatively smooth. Therefore, treatments such as stamped pavement and/or
colored pavement or painted crossings should be considered. A conceptual plan of typical traffic
calming alternatives for the intersections along Surfside Drive is shown on Figure 29, using
Bartlett Road and Surfside Road as an example intersection. An order of magnitude cost for the
aforementioned geometric improvements at these intersections would be approximately $45,000
to $60,000 and the associated engineering fee is estimated to be approximately $6,500.
Surfside Road at Miacomet Avenue
As described in the Existing Conditions section of this report, geometric deficiencies currently
exist at the intersection of Surfside Road and Miacomet Avenue. With the multiple driveways
and the presence of the bike path passing through this intersection, the geometry and right-of-
way, particularly to/from Miacomet Avenue, is somewhat confusing. Therefore, it is
recommended that the driveway access along Miacomet Avenue be reconfigured and the
pedestrian and bicycle amenities be emphasized to provide a clearer and more defined
intersection. A conceptual plan of the proposed intersection improvements is shown on Figure
30. An order of magnitude cost for the aforementioned geometric improvements at this
intersection would be approximately $75,000 to $85,000 and the associated engineering fee is
estimated to be approximately $9,500.
TRAFFIC STUDY
Mid-Island Area, Nantucket, Massachusetts
Final Report Page 98
Pleasant Street at Cherry Street, Williams Lane and Williams Street
As described in the Existing Conditions section of this report, geometric deficiencies currently
exist at the intersections of Pleasant Street and Cherry Street, Williams Lane and Williams
Street. In order to eliminate the conflict between the Williams Lane traffic and Pleasant Street
traffic, the intersection should be reconfigured to form a more traditional, “T” intersection. This
will slow the traffic both turning into and exiting from Williams Lane. This will also tighten the
intersection and reduce the vast amount of pavement and travel ways currently in place. These
improvements are recommended for both one-way and two-way flow on Pleasant Street. As part
of these geometric alterations, pedestrian and bicycle access should be emphasized by providing
adequate crosswalks, sidewalks and signage.
As described in the aforementioned Pleasant Street Corridor evaluation, under the Pleasant Street
one-way scenario, in order to enhance traffic flow along Pleasant Street, it is recommended that
Cherry Street become a one-way street in the westbound direction, towards Pleasant Street. This
would improve existing safety deficiencies at this intersection without major construction. In
addition, a separate left-turn lane could be provided on the Pleasant Street westbound approach
for vehicles turning onto Williams Lane. Tables 30 and 31 summarize the results of the analyses
for the 2004 Existing and 2014 Design Year conditions, respectively, with the aforementioned
left-turn lane on Pleasant Street for vehicles turning onto Williams Lane. All analysis
worksheets are provided in the Appendix.
A conceptual plan of the intersection improvements at Pleasant Street and Williams Lane
discussed above, with Pleasant Street both one-way and two-way is shown on Figure 31. An
order of magnitude cost for the aforementioned geometric improvements at this intersection
would be approximately $90,000 to $110,000 with Pleasant Street two-way and approximately
$95,000 to $120,000, with Pleasant Street one-way. The estimated engineering fee associated
with the design is approximately $12,500.
Orange Street at Williams Street and Cherry Street
As discussed, in order to improve operations at the Williams Lane/Pleasant Street intersection, a
one-way pair should be created with Cherry Street (westbound) and Williams Street (eastbound).
However, this will impact the operations at the intersections of Cherry Street and Williams Street
at Orange Street. Figure 32 illustrates a potential modification to the parking areas in the
vicinity of Cumberland Farms and the parking area between Cherry Street and Williams Street.
These modifications will improve circulation through the area with the new one-way pairing. It
is also recommended that the Cherry Street and Williams Street intersections at Orange Street be
further studied to ensure adequate operations of these intersections from both a safety and
capacity standpoint. An order of magnitude cost associated with these modifications is
approximately $30,000 to $40,000 with an associated engineering fee of approximately $4,500.
TRAFFIC STUDY Mid-Island Area, Nantucket, Massachusetts Final Report Page 101 Table 30 INTERSECTION CAPACITY AND QUEUE ANALYSIS SUMMARY WITH IMPROVEMENTS – 2004 CONDITIONS Pleasant Street at Williams Lane 2004 Existing (Pleasant Street Two-Way) 2004 Existing with Pleasant Street One-Way 2004 Existing with Pleasant Street One-Way and Improvements Pleasant Street at Williams Lane V/Ca Delayb LOSc Queued V/C Delay LOS QueueV/C Delay LOS Queue Weekday AM: Pleasant St NB through-lefts Pleasant St NB left turns Williams Ln EB approach Weekday PM: Pleasant St NB through-lefts Pleasant St NB left turns Williams Ln EB approach Saturday Midday: Pleasant St NB through-lefts Pleasant St NB left turns Williams Ln EB approach 0.07 -- 0.27 0.11 -- 0.20 0.14 -- 0.23 8.1 -- 12.4 8.5 -- 12.6 8.5 -- 13.2 A -- B A -- B A -- B 6 -- 28 10 -- 18 12 -- 23 0.07 -- 0.03 0.09 -- 0.01 0.11 -- 0.04 7.4 -- 14.9 7.4 -- 15.5 7.5 -- 18.3 A -- B A -- C A -- C 6--28--110--3 -- 0.07 0.03 -- 0.09 0.01 -- 0.11 0.04 -- 7.4 14.9 -- 7.4 15.5 -- 7.5 18.3 -- A B -- A C -- A C -- 6 2 -- 8 1 -- 10 3 aVolume-to-capacity ratio. bAverage stopped delay in seconds per vehicle. cLevel of service. d95th percentile queue length in feet per lane (assuming 25 feet per vehicle).
TRAFFIC STUDY Mid-Island Area, Nantucket, Massachusetts Final Report Page 102 Table 31 INTERSECTION CAPACITY AND QUEUE ANALYSIS SUMMARY WITH IMPROVEMENTS – 2014 CONDITIONS Pleasant Street at Williams Lane 2014 Design Year (Pleasant Street Two-Way) 2014 Design Year with Pleasant Street One-Way 2014 Design Year with Pleasant Street One-Way and ImprovementsPleasant Street at Williams Lane V/Ca Delayb LOSc Queued V/C Delay LOS Queue V/C Delay LOS Queue Weekday AM: Pleasant St NB through-lefts Pleasant St NB left turns Williams Ln EB approach Weekday PM: Pleasant St NB through-lefts Pleasant St NB left turns Williams Ln EB approach Saturday Midday: Pleasant St NB through-lefts Pleasant St NB left turns Williams Ln EB approach 0.11 -- 0.46 0.17 -- 0.34 0.21 -- 0.43 8.6 -- 17.1 9.3 -- 16.8 9.2 -- 19.7 A -- C A -- C A -- C 9 -- 60 16 -- 38 19 -- 52 0.09--0.060.12--0.030.15--0.08 7.4 -- 19.5 7.5 -- 20.6 7.6 -- 27.1 A -- C A -- C A -- D 8--410--214--7 --0.090.06--0.120.03--0.150.08 -- 7.4 19.5 -- 7.5 20.6 -- 7.6 27.1 -- A C -- A C -- A D -- 8 4 -- 10 2 -- 14 7 aVolume-to-capacity ratio. bAverage stopped delay in seconds per vehicle. cLevel of service. d95th percentile queue length in feet per lane (assuming 25 feet per vehicle).
TRAFFIC STUDY
Mid-Island Area, Nantucket, Massachusetts
Final Report Page 103
Orange Street at Union Street
As shown in the Analysis section of this report, left-turns from Union Street onto Orange Street
are project to operate with capacity constraints (LOS F), with high v/c ratios and long vehicle
queues under future traffic-volume conditions. These long delays and queues will be
exacerbated with the addition of traffic with Pleasant Street operating as a one-way roadway.
The land bank owns the property on the southeast corner of this intersection and Legislative
approval would be required for any land takings. Therefore, no major improvement geometric
measures to provide a smoother curve or realignment along Orange Street are feasible at this
location. This intersection has been studied previously and the recommended plan is to provide
a second STOP sign on the Orange Street southwest one-way approach.
This alternative was evaluated both with and without the Pleasant Street one-way circulation
alternative. Tables 32 and 33 summarize the results of the analyses for the 2004 Existing and
2014 Design Year conditions, respectively, with the aforementioned improvements
implemented. Although a second STOP on the Orange Street south-westbound one-way
approach results in additional delays, the control provides a clear assignment of right-of-way. In
addition, additional gaps would be created in the Orange Street traffic stream to allow for
improved operations at the adjacent intersections, i.e. Williams Street and Cherry Street.
Therefore, it is recommended that a second STOP sign be provided on the Orange Street one-
way approach. All analysis worksheets are provided in the Appendix. An order of magnitude
cost for the aforementioned improvements at this intersection would be approximately $500 to
$1,000.
It should be noted that there is a significant discrepancy between the data collected at this
location as part of this study and previous data collected at this location. Therefore, the
analysis provided herein should be verified by additional data collection during the summer of
2005. It is estimated that approximately $1,500 would be required to reexamine the operations
at this intersection.
TRAFFIC STUDY Mid-Island Area, Nantucket, Massachusetts Final Report Page 104 Table 32 INTERSECTION CAPACITY AND QUEUE ANALYSIS SUMMARY WITH IMPROVEMENTS – 2004 CONDITIONS Orange Street at Union Street 2004 Existing 2004 Existing, with second Stop on Orange SB 2004 Existing, with Pleasant Street 1-Way 2004 Existing, with Pleasant Street 1-Way & second Stop on Orange SB Orange Street at Union Street V/CaDelayb LOScQueuedV/C Delay LOS Queue V/C Delay LOS QueueV/CDelayLOSQueue Weekday AM: Orange St SB through-lefts Union St WB lefts Weekday PM: Orange St SB through-lefts Union St WB lefts Saturday Midday: Orange St SB through-lefts Union St WB lefts 0.16 0.73 0.33 1.26 0.25 1.21 13.4 22.8 19.8 152.1 12.0 130.6 B D C F B F 1182252451,0201581,0000.460.730.881.260.791.2115.132.839.8278.427.9236.9 C D E F D F 90 230 420 1,655 280 1,592 0.23 0.89 0.42 1.71 0.35 1.66 14.7 45.5 24.7 355.7 15.1 329.6 B F D F B F 1803483981,6303051,6720.670.901.231.711.111.6617.259.0142.3368.395.6341.4 C F F F F F 1953481,2951,6309301,672 aVolume-to-capacity ratio. bAverage stopped delay in seconds per vehicle. cLevel of service. d95th percentile queue length in feet per lane (assuming 25 feet per vehicle).
TRAFFIC STUDY Mid-Island Area, Nantucket, Massachusetts Final Report Page 105 Table 33 INTERSECTION CAPACITY AND QUEUE ANALYSIS SUMMARY WITH IMPROVEMENTS – 2014 CONDITIONS Orange Street at Union Street 2014 Design Year 2014 Design Year, with second Stop on Orange SB 2014 Design Year, with Pleasant Street 1-Way 2014 Design Year, with Pleasant Street 1-Way & second Stop on Orange SB Orange Street at Union Street V/CaDelayb LOScQueuedV/C Delay LOS Queue V/C Delay LOS QueueV/CDelayLOSQueue Weekday AM: Orange St SB through-lefts Union St WB lefts Weekday PM: Orange St SB through-lefts Union St WB lefts Saturday Midday: Orange St SB through-lefts Union St WB lefts 0.24 1.35 0.58 2.54 0.37 2.36 28.5 193.9 62.8 727.1 28.0 638.5 D F F F D F 2501,1355082,9583652,9980.721.351.612.541.382.3623.8361.9588.9NC369.6NC C F F F F F 222 1,910 3,535 5,525 2,518 5,612 0.33 1.79 0.71 3.87 0.51 3.62 34.3 393.6 97.0 NC 38.4 NC D F F F E F 4151,6628803,6601023,7851.041.792.183.872.003.6273.6406.6555.2NC467.1NC F F F F F F 7351,6623,7153,6603.3453,785 aVolume-to-capacity ratio. bAverage stopped delay in seconds per vehicle. cLevel of service. d95th percentile queue length in feet per lane (assuming 25 feet per vehicle). NC = No capacity available.
TRAFFIC STUDY
Mid-Island Area, Nantucket, Massachusetts
Final Report Page 106
Sparks Avenue at Prospect Street, Surfside Road and Atlantic Avenue (Four Corners)
As described in the Existing Conditions section of this report, geometric deficiencies currently
exist at the Four Corners intersection. This intersection has been identified in the Mid-Island
Area Plan as a critical intersection. There have been preliminary studies to reconstruct the
intersection to a modern single lane roundabout. However, due to the heavy pedestrian activity
at this location given the proximity to the schools and the need for a significant amount of
crossing guards, along with the necessary land takings that would be required, providing a
roundabout at this location is not a viable option. As an alternative to the roundabout,
realignment of Sparks Avenue and Prospect Street to form a standard four-way intersection was
evaluated. As part of this reconfiguration, on the Surfside Road northbound approach a right
turn slip lane onto Sparks Avenue could be provided. Land takings will be required as part of
the four-way intersection alternative. However, based on early discussions with Town officials,
the anticipated land takings appear to be feasible. In addition, as part of the geometric
alterations, pedestrian and bicycle access were emphasized by providing adequate crosswalks,
sidewalks and signage. The realignment of the intersection to form a four-way intersection with
close to a ninety degree alignment will greatly reduce the conflicts between turning vehicles and
eliminate the confusing geometry.
Under the current alignment there are an increased number of conflicts between pedestrians and
vehicles. For example, a vehicle traveling west on Sparks Avenue continuing along Prospect
Street currently conflicts with pedestrians three times. Once along the westbound Sparks
Avenue approach, once during the right turn movement along Atlantic Avenue and a third time
during the left turn onto Prospect Street. With a standard four-way alignment, the conflicts are
reduced because the double turn movement is eliminated. Both drivers and pedestrians have
better visibility of each other, and the conflicts are reduced to the crossing along the westbound
Sparks Avenue approach and the crossing along Prospect Street.
A conceptual plan of the intersection improvements, as discussed above, is shown on Figure 33.
Tables 34 and 35 summarize the results of the analyses for the 2004 Existing and 2014 Design
Year conditions, respectively, with the aforementioned improvements implemented. All analysis
worksheets are provided in the Appendix. An order of magnitude cost for the aforementioned
geometric improvements at this intersection would be approximately $245,000 to $290,000 and
the associated engineering fee is estimated to be approximately $30,000.
TRAFFIC STUDY Mid-Island Area, Nantucket, Massachusetts Final Report Page 108 Table 34 INTERSECTION CAPACITY AND QUEUE ANALYSIS SUMMARY WITH IMPROVEMENTS – 2004 CONDITIONS Sparks Avenue at Prospect Street, Surfside Road and Atlantic Avenue 2004 Existing 2004 Existing with Improvements 2004 Existing, with Pleasant Street One-Way 2004 Existing, with Pleasant Street One-Way & Improvements Sparks Avenue at Prospect Street, Surfside Road and Atlantic Avenue V/Ca Delayb LOScQueuedV/CDelay LOSQueue V/CDelay LOSQueueV/C Delay LOSQueue Weekday AM: Prospect St EB approach Sparks Ave WB approach Surfside Rd NB approach Atlantic Ave SB approach Weekday PM: Prospect St EB approach Sparks Ave WB approach Surfside Rd NB approach Atlantic Ave SB approach Saturday Midday: Prospect St EB approach Sparks Ave WB approach Surfside Rd NB approach Atlantic Ave SB approach 0.84 0.81 0.91 0.44 0.83 0.87 0.90 0.61 0.81 0.79 0.95 0.52 33.5 31.5 43.6 16.5 32.9 39.4 42.6 20.9 31.7 31.0 52.2 18.4 D D E C D E E C D D F C 2071882645320022425197189175297720.670.650.470.390.660.710.470.490.620.610.440.4418.718.514.312.918.621.314.515.016.817.113.213.2 C C B B C C B C C C B B 127 117 61 45 120 140 60 67 108 103 54 55 1.000.811.000.611.000.921.000.801.000.781.000.75103.939.172.824.9110.058.478.240.384.737.697.934.6 F E F C F F F E F E F D 338180326953252433131713221653341520.880.670.500.520.870.750.500.670.800.620.440.6236.220.616.316.635.725.316.721.427.418.514.618.4 E C C C E D C C D C B C 24812368732351576812119410455102 aVolume-to-capacity ratio. bAverage stopped delay in seconds per vehicle. cLevel of service. d95th percentile queue length in feet per lane (assuming 25 feet per vehicle).
TRAFFIC STUDY Mid-Island Area, Nantucket, Massachusetts Final Report Page 109 Table 35 INTERSECTION CAPACITY AND QUEUE ANALYSIS SUMMARY WITH IMPROVEMENTS – 2014 CONDITIONS Sparks Avenue at Prospect Street, Surfside Road and Atlantic Avenue 2014 Design Year 2014 Design Year with Improvements 2014 Design Year, with Pleasant Street One-Way 2014 Design Year, with Pleasant Street One-Way & Improvements Sparks Avenue at Prospect Street, Surfside Road and Atlantic Avenue V/Ca Delayb LOScQueuedV/CDelay LOSQueue V/CDelay LOSQueueV/C Delay LOSQueue Weekday AM: Prospect St EB approach Sparks Ave WB approach Surfside Rd NB approach Atlantic Ave SB approach Weekday PM: Prospect St EB approach Sparks Ave WB approach Surfside Rd NB approach Atlantic Ave SB approach Saturday Midday: Prospect St EB approach Sparks Ave WB approach Surfside Rd NB approach Atlantic Ave SB approach 1.00 1.00 1.00 0.59 1.00 1.00 1.00 0.83 1.00 1.00 1.00 0.72 159.7 136.2 228.3 26.1 157.4 197.2 228.3 46.6 146.9 131.2 281.0 34.1 F F F D F F F E F F F D 351337378903383453641873403283871331.001.000.730.561.001.000.730.781.001.000.660.66 110.0 93.0 30.7 22.5 108.2 142.5 32.4 36.4 89.8 80.9 27.1 26.8 F F D C F F D E F F D D 351 337 142 82 338 345 140 163 340 328 115 114 1.001.001.000.841.001.001.001.001.001.001.001.00343.1127.8278.447.7319.7185.9257.9103.3308.5116.3341.096.4 F F F E F F F F F F F F 391321378191377333363304373308387301 1.00 1.00 0.76 0.79 1.00 1.00 0.74 1.00 1.00 1.00 0.68 0.97 276.8 91.4 35.4 38.3 266.4 147.0 36.1 77.8 237.0 78.9 30.9 67.2 F F E E F F E F F F D F 391321155171377333142304373308119282 aVolume-to-capacity ratio. bAverage stopped delay in seconds per vehicle. cLevel of service. d95th percentile queue length in feet per lane (assuming 25 feet per vehicle).
TRAFFIC STUDY
Mid-Island Area, Nantucket, Massachusetts
Final Report Page 110
Pleasant Street at York Street and Atlantic Avenue (Five Corners)
As shown in the Analysis section of this report, the Pleasant Street northbound approach
currently operates with capacity constraints (LOS E/F), with long vehicle delays and queues.
This intersection has been identified in numerous reports as being in need of improvements.
However, since this intersection is located in a historic district, providing any major
improvement measures, such as a roundabout or roadway realignment, would not be feasible.
Therefore, only minor radii improvements, along with pedestrian and bicycle access
improvements, such as crosswalks, sidewalks and signage, could be provided at this intersection.
A conceptual plan of the intersection improvements, as discussed above, is shown on Figure 34.
In addition, with Pleasant Street one-way, a separate left-turn lane could be provided on the
Pleasant Street northbound approach for vehicles turning onto York Street and Atlantic Avenue.
Tables 36 and 37 summarize the results of the analyses for the 2004 Existing and 2014 Design
Year conditions, respectively, with the aforementioned improvements implemented in
conjunction with the Pleasant Street one-way alternative. All analysis worksheets are provided
in the Appendix. An order of magnitude cost for the aforementioned geometric improvements at
this intersection would be approximately $100,000 to $150,000 and the associated engineering
fee is estimated to be approximately $16,500.
TRAFFIC STUDY Mid-Island Area, Nantucket, Massachusetts Final Report Page 112 Table 36 INTERSECTION CAPACITY AND QUEUE ANALYSIS SUMMARY – 2004 CONDITIONS Pleasant Street at York Street and Atlantic Avenue 2004 Existing 2004 Existing with Pleasant Street 1-Way 2004 Existing with Pleasant Street 1-Way & Improvements Pleasant Street at York Street and Atlantic Avenue V/CaDelaybLOScQueued V/C Delay LOS QueueV/CDelay LOSQueue Weekday AM: York St/Atlantic Ave EB approach York St WB approach Pleasant St NB approach Pleasant St NB left turns Pleasant St NB thrus Pleasant St SB approach Weekday PM: York St/Atlantic Ave EB approachYork St WB approach Pleasant St NB approach Pleasant St NB left turns Pleasant St NB thrus Pleasant St SB approach Saturday Midday: York St/Atlantic Ave EB approach York St WB approach Pleasant St NB approach Pleasant St NB left turns Pleasant St NB thrus Pleasant St SB approach 0.760.411.00----0.390.720.450.91----0.410.640.481.00----0.40 27.8 14.6 77.5 -- -- 13.8 22.7 15.0 42.2 -- -- 13.8 20.8 16.4 76.1 -- -- 14.0 D B F -- -- B C C E -- -- B C C F -- -- B 169 48 370 -- -- 45 147 57 271 -- -- 49 112 63 370 -- -- 48 0.540.390.97----0.200.500.430.82----0.220.470.440.97----0.21 16.7 12.3 51.4 -- -- 9.9 14.2 12.1 27.9 -- -- 9.4 14.2 12.9 50.8 -- -- 9.7 C B F -- -- A B B D -- -- A B B F -- -- A 8045352----187053217----206255353----20 0.540.39--0.530.540.200.500.43--0.490.510.220.470.44--0.580.520.21 14.6 11.2 -- 15.6 14.4 9.4 13.2 11.3 -- 14.0 13.1 9.2 12.8 11.7 -- 17.4 13.2 9.3 B B -- C B A B B -- B B A B B -- C B A 79 45 -- 76 81 18 70 53 -- 66 72 20 62 55 -- 93 74 20 aVolume-to-capacity ratio. bAverage stopped delay in seconds per vehicle. cLevel of service. d95th percentile queue length in feet per lane (assuming 25 feet per vehicle).
TRAFFIC STUDY Mid-Island Area, Nantucket, Massachusetts Final Report Page 113 Table 37 INTERSECTION CAPACITY AND QUEUE ANALYSIS SUMMARY – 2014 CONDITIONS Pleasant Street at York Street and Atlantic Avenue 2014 Design Year 2014 Design Year with Pleasant Street 1-Way 2014 Design Year with Pleasant Street 1-Way & Improvements Pleasant Street at York Street and Atlantic Avenue V/CaDelaybLOScQueued V/C Delay LOS QueueV/CDelay LOSQueue Weekday AM: York St/Atlantic Ave EB approach York St WB approach Pleasant St NB approach Pleasant St NB left turns Pleasant St NB thrus Pleasant St SB approach Weekday PM: York St/Atlantic Ave EB approachYork St WB approach Pleasant St NB approach Pleasant St NB left turns Pleasant St NB thrus Pleasant St SB approach Saturday Midday: York St/Atlantic Ave EB approachYork St WB approach Pleasant St NB approach Pleasant St NB left turns Pleasant St NB thrus Pleasant St SB approach 1.000.551.00----0.511.000.661.00----0.580.960.731.00----0.59 101.5 20.9 326.9 -- -- 19.4 92.5 26.3 254.7 -- -- 22.6 59.4 30.0 367.9 -- -- 22.4 F C F -- -- C F D F -- -- C F D F -- -- C 35481428----70342116395----90289146429----91 1.001.001.00----0.841.001.001.00----1.001.001.001.00----1.00 343.1 127.8 278.4 -- -- 47.7 319.7 185.9 257.9 -- -- 103.3 308.5 116.3 341.0 -- -- 96.4 F F F -- -- E F F F -- -- F F F F -- -- F 391321378----191377333363----304373308387----301 0.740.46--0.760.750.250.660.50--0.660.660.270.590.51--0.860.670.27 25.6 14.6 -- 29.2 27.0 11.4 20.8 15.4 -- 22.4 21.2 11.2 18.7 16.1 -- 39.2 21.6 11.2 D B -- D D B C C -- C C B C C -- E C B 15759--1641642412070--117121279573--22712527aVolume-to-capacity ratio. bAverage stopped delay in seconds per vehicle. cLevel of service. d95th percentile queue length in feet per lane (assuming 25 feet per vehicle).
TRAFFIC STUDY
Mid-Island Area, Nantucket, Massachusetts
Final Report Page 114
PARKING
To address the existing and anticipated future parking needs in the Mid-Island area, the
following parking modifications are recommended:
1. On-street parking should be established along Pleasant Street, generally from West Creek
Road to Bear Street, where the parking demand is greatest. The parking improvements
along the Pleasant Street corridor as discussed in detail in the Pleasant Street Corridor
section of this report.
2. The existing head-in parking on West Creek Road should be improved and/or eliminated
to alleviate conflicts with through traffic on West Creek Road. The parking
improvements along West Creek Road are discussed in detail in the West Creek Road
Corridor section of this report.
3. The full build out potential of this parking area should be evaluated and a circulation plan
to improve utilization and efficiency should be developed. This improvement will
require cooperation between the Town & landowners.
TRANSIT
To address the existing and anticipated transit needs in the Mid-Island area, a Mid-Island central
stop with enhanced pedestrian access and connectors is recommended to facilitate employees
and visitors to this area, along with other major destinations of the Island. Based on discussions
with officials from the Town of Nantucket, the potential development of the “Craig Property”
and/or the Stop & Shop expansion project both provide alternatives for the construction of a
central stop and are described in the Traffic Growth section of this report. Based on discussion
with officials from the Town, providing the central hub at the Stop & Shop property appears to
be a more feasible and realistic alternative. Figure 35 graphically depicts how the existing
transit routes within the Mid-Island area could be adjusted to provide a future central Mid-Island
stop at the Stop & Shop site. The Mid-Island Loop could be modified to include a “loop”
through the Stop & Shop property via Sparks Avenue. This Route would utilize the new Hooper
Farm Rd roundabout to turn left rather than right on Sparks Avenue, then turn right into the Stop
& Shop Lot. The service route would then continue along the existing Pleasant Street route.
This option would function effectively with Pleasant Street remaining as a two-way roadway or
providing one-way circulation in the northwest direction.
The existing Mid-Island Route stop at Dave Street and Pleasant Street would remain. However,
because the Mid-Island Route will no longer utilize Orange Street, transfers between other routes
utilizing the stop at the Orange Street/Landmark House will be more difficult. However, the
other routes, including the Miacomet Route, Sconset Routes, Surfside Beach Route and Airport
Route could also be modified in similar manners by either “looping” through the Stop & Shop
TRAFFIC STUDY Mid-Island Area, Nantucket, Massachusetts GPI Greenman-Pedersen, Inc. Figure 35 Engineers, Architects, Planners, Construction Engineers & Inspectors Mid-Island Transit Map With Modifications Mid-Island Loop Existing Proposed Proposed Mid-Island Central Stop
TRAFFIC STUDY
Mid-Island Area, Nantucket, Massachusetts
Final Report Page 116
property via, Sparks Avenue, Pleasant Street and back onto Sparks Avenue or deferring onto
Sparks Avenue, through the Stop & Shop property and continuing through to West Creek Road.
This would create one “central” stop that would be utilized by ALL routes through the Mid-
Island area, resulting in a more convenient transit service. Table 38 illustrates the potential
modifications to the roadways and stops associated with the above transit routes. It should be
stressed that these adjustments are preliminary alternatives and that any modifications to the
existing transit routes, including providing a central Mid-Island stop, should be studied from a
financial, economic, operations, and transit headway perspective and would ultimately need to
be reviewed and approved by the NRTA.
Table 38
TRANSIT ROUTE MODIFICATIONS
MID-ISLAND LOOP
Street Listing
Salem Street (between Union Street and Washington Street)
Right onto Washington Street
Right onto Francis Street
Left onto Union Street
Right onto York Street
Bear left onto Atlantic Avenue
Surfside Road
Left onto Hooper Farm Road
Right onto Sparks Avenue
Through the Rotary onto Lower Orange Street
Left onto Dave Street
Right onto Pleasant Street
Left on Sparks Avenue
Right into Stop & Shop
Left onto Pleasant Street
Right onto Dover Street
Left onto Union Street
Right onto Salem Street
MIACOMET LOOP
Street Listing
Washington Street (on the corner of Salem Street)
Right onto Francis Street
Left onto Union Street
Left onto Lower Orange Street
Right on Dave Street or West Creek Road – through Stop
& Shop
Left on Sparks Ave through Roundabout to Rotary
Designated Stops
Salem Street
Francis Street/Union Street (outbound)
York Street/Pleasant Street
Atlantic Avenue/Prospect Street
Anna Drive
Nantucket Elementary School (Park & Ride)
The Muse (Park & Ride)
Miacomet Avenue
Surfside Road/Surfside Drive
Surfside Drive/Hooper Farm Road
Parker Lane
Trotters Lane
Waydale Road
Hooper Farm Road/Sparks Avenue
Milestone Lane
Stop & Shop
Daves Street (Chicken Box (Park & Ride)
Freedom Square
5 Corners
West Dover Street/Orange Street
East Dover Street
27 Union Street
Designated Stops
Washington Street (corner of Salem Street)
Francis Street/Union Street (outbound)
Union Street/Orange Street (outbound)
Bayberry Court
Orange Street/Landmark House
Stop & Shop
Rotary/Old South Road
Fairgrounds Road/Newtown Road
TRAFFIC STUDY
Mid-Island Area, Nantucket, Massachusetts
Final Report Page 117
Through the Rotary to Old South Road
Right onto Fairgrounds Road
Right onto Surfside Road
Left on Bartlett Road
Right onto Somerset Lane
Right onto Hummock Pond Road
Right onto Prospect Street
Left onto Dover Street
Bear left onto Pleasant Street
Right onto York Street
Left onto Union Street
Right onto Salem Street
Right onto Washington Street
SCONSET ROUTE VIA POLPIS ROAD
Street Listing
Out-bound - Washington Street (corner of Main Street)
Right onto Francis Street
Left onto Union Street
Left onto Lower Orange Street
Right on Dave Street or West Creek Road – through Stop
& Shop
Left on Sparks Ave through Roundabout to Rotary
Through the Rotary to Milestone Road
Bear Left onto Polpis Road
Sankaty Road
Right onto Coffin Street
Right onto West Sankaty Avenue
School Street
Left onto Main Street Sconset
Through the Sconset Rotary to Main Street, Sconset
In-bound - Main Street, Sconset Hub
Right onto School Street
West Sankaty Avenue
Right onto Coffin Street
Left onto Sankaty Road
Polpis Road
Bear Right onto Milestone Road
Through Rotary to Sparks Ave
Through Roundabout to Sparks Avenue
Faregrounds Restaurant (Park & Ride)
Parker Lane
Fairgrounds Road/Surfside Road
Surfside Drive
The Muse (Park & Ride)
Thirty Acres
Cedar Circle
Appleton Road
Oddfellows Lodge (Park & Ride)
Friendship Lane
Marble Way
Raceway Drive/Somerset Lane
Catherine Lane
Somerset Lane/Hummock Pond Road
Burnt Swamp Lane
Hawthorne Lane
Mt. Vernon Street
The Old Mill
5 Corners
Washington Street/Francis Street (inbound)
Designated Stops
Francis Street/Union Street (outbound)
Francis Street/Washington Street (inbound)
Orange Street/Union Street (outbound only
Bayberry Court
Orange Street/Landmark House
Stop & Shop
Milestone Road @ Water Company (outbound)
Monomoy Road (inbound)
Polpis Road
Shimmo Road
Moors End Lane/Gardner Road
North Pasture Lane
Shawkemo
Life Saving Museum
Quaise Road/Altar Rock Road
Quaise Pastures
Wauwinet Road
Quidnet Road
240 Polpis Road
253 Polpis Road
334 Polpis Road
Hoicks Hollow Road
Sankaty Head Golf Club
Bayberry Lane
Anne’s Lane
TRAFFIC STUDY
Mid-Island Area, Nantucket, Massachusetts
Final Report Page 118
Right into Stop & Shop
Straight on West Creek Road
Left on Orange Street
Through Rotary onto Lower Orange Street
Right onto Union Street
Right onto Francis Street
Left onto Washington Street
Right onto Lower Main Street
Left onto Main Street
Left onto Washington Street
SCONSET ROUTE VIA OLD SOUTH ROAD
Street Listing
Out-bound - Washington Street (corner of Main Street)
Right onto Francis Street
Left onto Union Street
Left onto Lower Orange Street
Right on Dave Street or West Creek Road – through Stop
& Shop
Left on Sparks Ave through Roundabout to Rotary
Through the Rotary to Old South Road
Left onto Nobadeer Farm Road
Right onto Milestone Road
Through Sconset Rotary to Main Street, Sconset Hub
In-Bound - Main Street, Sconset
Milestone Road
Right onto Nobadeer Farm Road
Left onto Old South Road
Through Rotary to Sparks Ave
Through Roundabout to Sparks Avenue
Right into Stop & Shop
Straight on West Creek Road
Left on Orange Street
Through Rotary onto Lower Orange Street
Right onto Union Street
Right onto Francis Street
Left onto Washington Street
Right onto Lower Main Street
Left onto Main Street
Left onto Washington Street
SCONSET VIA MILESTONE ROAD
Street Listing
Out-bound - Washington Street (corner of Main Street)
Sconset Avenue/Emily Street
Rosaly Lane/Clifton Street
Shell Street/Coffin Street
School Street/New Street
School Street/Main Street
Main Street Rotary, Sconset
Designated Stops
Francis Street/Union Street (outbound)
Francis Street/Washington Street (inbound)
Union Street/Orange Street (outbound only)
Bayberry Court
Orange Street/Landmark House
Stop & Shop
Rotary/Old South Road
Amelia Drive
Young’s Way
Lovers Lane
Goldfinch Drive
Pine Crest Estates
Mary Ann Lane
(3/10 of a mile from airport terminal) Macy Lane
Square Rigger Road
Hinsdale Road
Sun Island Road
Nobadeer Farm Road/Milestone Road
Tom Nevers Road
Chuck Hollow Road
Sconset Golf Course
New Street
Main Street/Morey Lane
Main Street Rotary, Sconset
Designated Stops
TRAFFIC STUDY
Mid-Island Area, Nantucket, Massachusetts
Final Report Page 119
Right onto Francis Street
Left onto Union Street
Left onto Lower Orange Street
Right on Dave Street or West Creek Road – through Stop
& Shop
Left on Sparks Ave through Roundabout to Rotary
Through the Rotary to Milestone Road
Through Sconset Rotary to Main Street, Sconset
In-bound – Main Street, Sconset
Milestone Road
Through the Rotary onto Lower Orange Street
Through Rotary to Sparks Ave
Through Roundabout to Sparks Avenue
Right into Stop & Shop
Straight on West Creek Road
Left on Orange Street
Right onto Union Street
Right onto Francis Street
Left onto Washington Street
Right onto Lower Main Street
Left onto Main Street
Left onto Washington Street
SURFSIDE BEACH BUS
Street Listing
Out-bound - Washington Street
Right onto Francis Street
Left onto Union Street
Left onto Lower Orange Street
Right on Dave Street or West Creek Road – through Stop
& Shop
Left on Sparks Ave through Roundabout to Rotary
Through the Rotary to Old South Road
Right onto Fairgrounds Road
Left onto Surfside Road
Surfside Beach
In-bound - Surfside Beach
Surfside Road
Left onto Fairgrounds Road
Through Rotary to Sparks Ave
Through Roundabout to Sparks Avenue
Right into Stop & Shop
Straight on West Creek Road
Left on Orange Street
Through the Rotary to Lower Orange Street
Right onto Union Street
Francis Street/Union Street (out-bound)
Francis Street/Washington Street (in-bound)
Orange Street/Union Street (out-bound only)
Bayberry Court
Orange Street/Landmark House
Stop & Shop
Milestone Road @ Water Company (out-bound)
Tawpoot Road
Milestone Crossing/Sheep Commons Lane
Nobadeer Farm Road/Milestone Road
Tom Nevers Road
Chuck Hollow Road
Sconset Golf Course
New Street
Main Street/Morey Lane
Main Street Rotary, Sconset
Designated Stops
Union Street and Orange Street
Bayberry Court
Stop & Shop
The Rotary
Faregrounds Restaurant (Park & Ride)
The Boulevarde
Masaquet Avenue
Nonantum Avenue
TRAFFIC STUDY
Mid-Island Area, Nantucket, Massachusetts
Final Report Page 120
Left onto Francis Street
Left on Washington Street
Right onto Lower Main Street
Left onto Main Street
Left onto Washington Street
AIRPORT ROUTE
Street Listing
Out-bound - Washington Street
Right onto Francis Street
Left onto Union Street
Left onto Lower Orange Street
Right on Dave Street or West Creek Road – through Stop
& Shop
Left on Sparks Ave through Roundabout to Rotary
Through the Rotary to Old South Road
Right onto Macy Lane
Left into Airport entrance
End at Terminal by FAA tower
In- Bound – Airport Terminal by FAA tower
Right onto Macy Lane
Left onto Old South Road
Through Rotary to Sparks Ave
Through Roundabout to Sparks Avenue
Right into Stop & Shop
Straight on West Creek Road
Left on Orange Street
Through the Rotary to Lower Orange Street
Right onto Union Street
Right onto Francis Street
Left onto Washington Street
Right onto Lower Main Street
Left onto Main Street
Left onto Washington Street
Designated stops
Francis Street/Union Street (outbound)
Francis Street/Washington Street (inbound)
Union Street/Orange Street (outbound only)
Bayberry Court
Orange Street/Landmark House
Stop & Shop
Rotary/Old South Road
Amelia Drive
Young’s Way
Lovers Lane
Goldfinch Drive
Pine Crest Estates
Mary Ann Lane
Macy Lane
Airport Terminal
TRAFFIC STUDY
Mid-Island Area, Nantucket, Massachusetts
Final Report Page 121
BIKEWAYS
To better serve the Mid-Island area, the following modifications to the bikeway system are
recommended:
1. A formal in-Town Bike Path/Route should be provided along Orange Street, connecting
the Mid-Island area and Rotary with the Downtown. Based on the available GIS
mapping, it appears that the Orange Street right-of-way varies between 30-35 feet. Due
to the limited right-of-way, a “typical” ten-foot bicycle/multi-use path along one side of
the road with a minimal sidewalk along the other will have significant impacts on right-
of-way along the corridor. The minimum cross section for such an alignment would
require approximately 40 feet of right-of-way. As an alternative, the sidewalk could be
eliminated and simply provide a 10 foot multi-use path along one side of the road. This
would require a minimum cross section of 34 feet. In addition, a four-foot bike/shared
lane on Orange Street in each direction may be feasible with appropriate “SHARE THE
ROAD” signing. This would require reconstructing and restriping Orange Street along
with minor right-of-way impacts. Figure 36 illustrates the proposed alternative cross
sections and signage. Order of magnitude costs associated with the three alternatives are
approximately $760,000 to $1,000,000 for Option 1, $670,000 to $800,000 for Option 2
and $810,000 to $1,000,000 for Option 3. The estimated engineering fee associated
with the design of the corridor is approximately $100,000.
2. A bicycle path should be provided along Sparks Avenue, connecting the Surfside Road
Bike Path with the Milestone and Old South Road Bike Paths. Similar to Option 1 for
Orange Street, (Figure 36) a multi-use path adjacent to the street is anticipated. It is also
anticipated that some roadway realignment, to the north, may be required as part of this
alternative. These improvements are included in the current regional Transportation
Improvement Program (TIP). An order of magnitude cost associated with such
improvements would be approximately $900,000 to $1,100,000. It is estimated that the
associated engineering fee would be approximately $120,000.
3. A bicycle path should be provided at the termini of the existing Surfside Road bike path
at Vesper Lane, connecting Surfside Road to Sparks Avenue. An alternative would be
to provide the connection via the high school parking lot/property at the southeast corner
of Sparks Avenue and Surfside Road. An order of magnitude cost associated with such
improvements would be approximately $35,000 to $60,000. It is estimated that the
associated engineering fee would be approximately $6,500.
4. A bicycle path should be provided along the northerly side of Milestone Road from
Orange Street to Polpis Road. This path will reduce the number of bicyclists that are
forced to cross the Milestone Rotary. An order of magnitude cost associated with such
improvements would be approximately $500,000 to $600,000. It is estimated that the
associated engineering fee would be approximately $65,000.
TRAFFIC STUDY
Mid-Island Area, Nantucket, Massachusetts
Final Report
APPENDIX
TRAFFIC COUNT DATA
MASSHIGHWAY TRAFFIC-VOLUME ADJUSTMENT DATA
CRASH RATE WORKSHEETS
GENERAL BACKGROUND GROWTH
CAPACITY AND QUEUE ANALYSIS WORKSHEETS