A few years ago, working with NYS DOT, grant funds were secured to assist DOT’s efforts to study options for road improvements in the RT 146 Corridor near Exit 9. After an in depth review by DOT engineers, the final plan has been approved and DOT is moving forward with the project in the Spring. Several improvements and changes to intersections and traffic patterns will occur. My first question was ” Will construction occur at night?” the answer, thankfully, was Yes. Below are details about the final plan. There is no capital funding provided by the Towns of Clifton Park and Halfmoon for this project. Rts 146 & 9 are NYS roads and therefore the responsibility of NYS.
DOT is not fond of slip lanes, due to the number of accidents that happen in these unsignalized lanes. As motorists are looking right or left for the next opening in the traffic pattern and not ahead to the vehicle in front of them, fender benders can occur. DOT is planning to remove the slip lanes and convert these to signalized lanes at RT146 and Clifton Country and RT 146 and Exit 9. Fire Road will have two dedicated right turn lanes onto RT 146. There will also be improvements for pedestrian access. New traffic lights titled Non-Intrusive Detection systems., which feature the latest technology, will replace the existing lights. The new lights will be self-contained and not be reliant upon timing controlled by a “loop system” imbedded in the pavement. For more information on Non-Intrusive Detection systems please see below. A new, second Eastbound lane will be added at the RT 146/RT 9 intersection to address the increases in Eastbound traffic.
Overall, I am pleased long awaited attention to this area of Clifton Park and Halfmoon is in motion, although the plan is smaller in scope than what I envisioned. More improvements will be necessary in the future.
PROJECT DETAILS
CHAPTER 1 – PROJECT DEVELOPMENT
1.1. Introduction
This report was prepared in accordance with the New York State Department of Transportation
(NYSDOT) Project Development Manual, 17 NYCRR (New York Codes, Rules and Regulations) Part 15, and 23 CFR (Code of Federal Regulations) 771. Transportation needs have been identified (section 1.2), objectives established (1.2.3) to address the needs, and cost-effective alternatives developed (1.3). This project is federally funded.
1.1.1. Project Location
Exhibit 1-1
Project Location Map – NY Route 146, US Route 9 – SH #8137 & SH #8065 – Town of Clifton Park and Halfmoon – Saratoga County – Length: 2,460 ft – RM 146-1504-1070 to RM 146-1504-1074 – RM 9-1509-1036 to RM 9-1509-1034
Project Scoping Report/Final Design Report
PIN 1085.52
1.2. Purpose, Need and Objectives
1.2.1. Project Need
The project was initiated by NYSDOT as a result of a Highway Safety Investigation that identified a high crash rate pattern at the NY Route 146 and US Route 9 intersection. In addition, the pavement along NY Route 146 is deteriorating within the project limits and due for resurfacing.
1.2.2. Project Purpose
The purpose of the project is to address intersection deficiencies at NY 146 and US Route 9 intersection in the Towns of Clifton Park and Halfmoon that contribute to the high crash rate, deterioration of pavement, and congestion.
1.2.3 Project Objectives
The main objectives of this project are to:
(1) Correct safety deficiencies using cost effective crash reduction measures resulting in crash reduction benefits equal or exceed project costs attributable to safety work.
(2) Correct identified pavement deficiencies that will extend the useful life of the highway and maintain it in a structurally sound condition using cost effective pavement treatments which provide low life cycle costs.
(3) Address geometric deficiencies to improve traffic flow and facilitate traffic operations.
1.3. Project Alternative(s)
No Build Alternative:
The No-Build alternative will maintain the existing geometry and only include routine maintenance activities for NY Route 146 and US Route 9. This alternative does not meet the project objectives; as such, it is discarded from further consideration but will be used as a baseline to evaluate the impacts of the preferred alternative.
Selected Alternative – Removal of Existing Slip Lanes and Replacement of Existing Signal:
Alternative 1 consists of the following:
Removal of the existing right turn slip lanes located at the northwest and southwest corners of the NY Route 146/US Route 9 intersection,
Replacement of the traffic signal and
The addition of a proposed eastbound through lane, which is between US Route 9 and Old Route 146, The lane is being added to alleviate the increased delay to the signal operation caused by incorporating the right turn phase.
The slip lanes will be removed and replaced by right turn lanes that will be controlled by the new traffic signal. The existing traffic signal will be replaced as a result of removal of the existing traffic islands. This alternative satisfies the goal of Objective 1 of decreasing vehicular crashes at the intersection caused by the slip lanes, as well as making it safer for pedestrians with a cost benefit ratio of 2.1. The updated traffic signal and additional eastbound through lane satisfy Objective 3.
This alternative also includes the following:
Reconstruction of isolated sections of existing sidewalk and curb ramps within the project limits to make them ADA compliant.
1-2
July 2024
Project Scoping Report/Final Design Report
PIN 1085.52
The pavement along NY Route 146 from the I-87 interchange to Old Route 146 will be
milled and filled and replaced with areas of deeper repair to address rutting.
During the evaluation of the NY Route 146/US Route 9 intersection, it was determined
that the safety of the corridor could be further improved by improving the operation of the
NY Route 146 and Fire Road intersection. The proposed improvements at this location
include the addition of a new right turn lane, and the conversion of the southbound left
turn lane on Fire Road into a second right turn lane. The existing Fire Road southbound
left turn movements will be directed to Route 9 via Old Route 146. The traffic signal at
this intersection will be replaced as well due to the reconfiguration of the lanes and
condition of the signal. The changes at Fire Road will reduce queuing at the intersection
and will result in less rear end crashes. It will also reduce the amount of cars that back up
into the NY Route 146 and US Route 9 intersection and will result in less people
potentially getting stuck in the middle of the intersection. The cost benefit ratio of the Fire
Road intersection improvements is 3.02.
The replacement of NY Route 146 overhead signs which are included in this alternative
as part of NYSDOT’s initiative to upgrade all existing tri-beam overhead signs to quad
beams.
NON-INTRUSIVE DETECTION SYSTEMS
TECHNICAL INFORMATION:
Detection at signalized intersections is critical to safe, efficient traffic signal operations and has been a standard practice for quite some time. Historically, NYSDOT has relied heavily on in-pavement detection, such as loop detectors. However, continual improvements in technology and the desire for data analytics have created new opportunities for traffic signal detection that will provide great benefits to the operations and maintenance of the transportation system. The goal is to include non intrusive detection (NID) at signalized intersections whenever possible due to its many benefits to safety, maintenance, cost, and performance measures.
What is Non-Intrusive Detection?
NID systems are installed outside of the roadway pavement, such as video, radar, infrared, and microwave. These detection systems are typically installed on signal structures (i.e. span wire poles, mast arm poles, and mast arms) and are programmed at the roadside or remotely via a user interface. The detection zones can also be added/deleted/modified at any time, making them a flexible solution when traffic conditions change. Many NID systems can also detect non-vehicular users and produce outputs for advanced traffic controller features and performance measures.
Why is it beneficial?
The advances in technology for traffic signal detection and data collection have created more reliable choices for signal actuation. Additionally, the need for real-time information from our traffic signal systems to troubleshoot issues and gather data for performance measures requires robust traffic signal detection methods that can be accessed through our centralized traffic signal management system. In-pavement detection systems, such as inductive loops, have historically been the preferred detection method in NYS due to their long-standing use and large experience-base among designers and
operations staff. However, there are many other considerations that create challenges with the use of loop detection that can be overcome with the use of NID systems.
Clifton Park and Beyond 