HomeMy WebLinkAboutMiscellaneous - 700 CHICKERING ROAD 12/1/1993 traffic Impact Study
Proposed
Assisted Living
North Andover,
Massachusetts
Prepared for ADS Senior Housing, Inc.
Cambridge,Massachusetts
Prepared by Vanasse Hangen Brustlin, Inc.
Watertown,Massachusetts
December 1993
TRAFFIC IMPACT STUDY
PROPOSED ASSISTED LIVING COMMUNITY
North Andover, Massachusetts
Prepared For: ADS Senior Housing, Inc.
Cambridge,Massachusetts
Prepared By: Vanasse Hangen Brustlin, Inc.
Engineers Planners, and Scientists
101 Walnut Street
P. 0. Box 9151
Watertown,Massachusetts 02272
December 1993
3821/1293/SIr-BK4
CONTENTS
INTRODUCTION 1
Project Description 1
EXISTING CONDITIONS 2
Geometrics 2
Traffic Volumes 2
FUTURE CONDITIONS 4
Background Traffic Growth 4
Site-Generated Traffic Volumes 5
Trip Generation Comparison 6
Trip Distribution 7
TRAFFIC OPERATIONS ANALYSIS 8
Level-of-Service Criteria 8
Signalized Intersection Capacity Analysis 8
Unsignalized Intersection Capacity Analysis 9
Sight Distance and Safety 9
CONCLUSIONS 10
APPENDIX
3821/1293/
SIr-BK4 ii Contents
TABLES
Table No. Title
1 Existing Traffic Volumes Summary
2 Site Trip Generation Summary
3 Trip Generation Comparison
4 Signalized Intersection Capacity Analysis Summary
5 Unsignalized Intersection Capacity Analysis Summary
3821/1293/
SIr-BK4 iii Contents
FIGURES
Figure No. Title
1 Site Location Map
2 1993 Existing Weekday Morning Peak Hour Traffic
Volumes
3 1993 Existing Weekday Evening Peak Hour Traffic Volumes
4 1994 No-Build Weekday Morning Peak Hour Traffic
Volumes
5 1994 No-Build Weekday Evening Peak Hour Traffic
Volumes
6 1994 Build Weekday Morning Peak Hour Traffic Volumes
7 1994 Build Weekday Evening Peak Hour Traffic Volumes
3821/1293/
SIr-BK4 iv Contents
INTRODUCTION
Vanasse Hangen Brustlin,Inc. (VHB)has been retained by ADS Senior
Housing, Inc.,to evaluate the traffic impacts associated with construction of a
proposed assisted living development to be located on Chickering Road(Route
125)in North Andover,Massachusetts. The proposed project is located on the
westerly side of Chickering Road on a site currently occupied by the Merrimack
Valley Motor Inn. This traffic impact study reviews the existing traffic and
roadway conditions in the vicinity of the site, estimates future traffic volumes
with and without construction of the project and evaluates any project-related
impacts on the roadway system.
PROJECT DESCRIPTION
ADS Senior Housing Inc.,proposes to redevelop a 7.8-acre parcel located on the
westerly side of Chickering Road (Route 125)in North Andover, Massachusetts.
The site is currently occupied by a 45-unit motor inn with a full-service 645-seat
restaurant/banquet facility. The site is bounded to the north and west by
residential uses, and to the south by general business uses. Figure 1 illustrates
the location of the site in a regional context.
The redevelopment plan calls for demolition of the existing site structures and
construction of a 100-unit assisted living community. The site will be served by
two one-way curb cuts along Chickering Road. The northerly curb cut will serve
entering traffic and the southerly curb cut will serve exiting traffic. The
community will be comprised of 90 one-bedroom and 10 two-bedroom units. At
peak times,it is estimated that 15 employees will staff the development. For
the purpose of the traffic analysis, completion of the project is expected to occur
in 1994.
3821/1293/
SIr-BK4 1 Introduction
N
5
(�\j
EF-:
"Al
NORTH
]LAWRENCE
B
ta
T
5
�33
4 Dou
O'R At 0 UP
%
l Vol
h
4-
0
MCmorial
Pa-6
-I <
San Q,
V)
12 -4
&Hof, e,
y
el
'A nAo et:-,-
;T
0 1000 2000 Feet Source: USGS Quadrangle Lawrence,MA,N.H.
Vanasse Hangen Brustlin, Inc.
Site Location Map Figure I
EXISTING CONDITIONS
To effectively evaluate the traffic impacts associated with the proposed
development,it is necessary to review the characteristics of the existing
roadway system in the vicinity of the project site. The existing conditions review
consists of an inventory of roadway and intersection geometrics within the study
area and the collection of daily and peak hour traffic volumes. The field
inventory for this study was conducted in November, 1993. The inventory is
discussed below.
GEOMETRICS
Chickering Road (Routes 125/133)is a two-lane,two-way,major arterial
roadway that runs in a north/south direction. The roadway is part of the state
highway system and is designated as both Route 125 and Route 133 in the
vicinity of the site. The roadway cross section provides a thirteen-foot wide
travel lane and four-foot wide paved shoulder in each direction. In the vicinity
of the site,the roadway is on a three percent upgrade in the northbound
direction. Parking is not allowed along the roadway and the posted speed limit
in the vicinity of the site is 30 miles per hour(mph).
Approximately one-fourth mile north of the project site, Chickering Road and
Prescott Street intersect to form a standard four-way intersection. The
Chickering Road northbound and southbound intersection approaches are
nineteen feet wide. Although striped as single lane approaches,left-turn and
through vehicles were observed to queue in separate lanes. The Prescott Street
intersection approaches are approximately 13-feet wide eastbound and ten-feet
wide westbound. Traffic at the intersection is controlled by a semi-actuated, two
phase traffic signal. Pedestrian pushbuttons are provided on all four corners of
the intersection,however, the pushbutton in the southeast corner of the
intersection is currently broken.
TRAFFIC VOLUMES
Daily traffic volume counts were collected on Chickering Road using an
automatic traffic recorder (ATR). The ATR counts were conducted between
Friday,November 12, 1993 and Wednesday,November 17, 1993. Table 1
presents a summary of the observed traffic volumes on Chickering Road
adjacent to the site.
3821/1293/
SIr-BK4 2 Existing Conditions
Table 1 EXISTING TRAFFIC VOLUME SUMMARY
Weekda Saturday
Morning Evening Midday
Peak Hour Peak Hour Peak Hour
Location ADT* Volume K** D*** Volume K D ADT Volume K D
Chickering 12,500 990 7.9 63%SB 1,000 8.1 57%NB 11,000 925 8.4 51%SE
Road
Source:Automatic traffic recorder counts conducted November 12 through 17, 1993 by Vanasse Hangen Brustlin,Inc.
* Average daffy traffic expressed in vehicles per day.
** Peak hour volume expressed as a percent of daily volume.
*** Predominant traffic flow direction.
As shown in Table 1, daily traffic volumes on Chickering Road range from
approximately 12,500 vehicles per day(vpd)on an average weekday to 11,000
vpd on Saturday. Peak hour volumes account for approximately 8 percent of the
daily traffic flows. The predominant traffic flow is southbound during the
weekday morning peak hour and northbound during the weekday evening peak
hour.
To supplement the daily traffic count data,manual turning movement counts
(TMCs)were conducted in November, 1993 at the intersection of Chickering
Road and Prescott Street during the weekday morning(7:00 to 9:00 AM) and
evening(4:00 to 6:00 PM)peak periods. Peak hour traffic flow networks for the
1993 existing weekday morning and evening peak periods are shown in
Figures 2 and 3, respectively.
3821/1293/
SIr-BK4 3 Existing Conditions
ti �0
.-12
1 �* r 4 Prescott Street
8--�
42—► r co 00
27--, CO
i
v
o
oc �s
c
L w
V
I*Not to Scale
1993 Existing Weekday Morning Figure 2
Peak Hour Traffic Volumes
3821 e
LO
t-0
3 Prescott Street
20� I
17 NLO �
34
o �
� N
� H
V
V
tNot to Scale
1993 Existing Weekday Evening Figure 3
Peak Hour Traffic Volumes
3821 e
FUTURE CONDITIONS
To determine future travel demands on the roadway network,traffic volumes in
the study area were projected to a design year of 1994 which represents the
anticipated date of construction of the proposed project. Independent of the
proposed project,traffic volumes on the roadway network in 1994 will include all
existing traffic,new traffic resulting from general background traffic growth and
traffic related to development projects expected to be completed by 1994.
Anticipated site-generated traffic volumes were superimposed upon these 1994
No-Build traffic volumes to reflect the 1994 Build traffic conditions.
BACKGROUND TRAFFIC GROWTH
Traffic growth is a function of the expected land development, changes in
demographics, and changes in automobile usage and ownership in the region.
To predict a rate at which traffic can be expected to grow during the one-year
forecast period between 1993 and 1994,both historical traffic growth and
planned area developments were examined.
Historical Traffic Growth
To estimate an annual traffic growth rate for the study area,historical data
from the Massachusetts Highway Department's nearby permanent traffic
counter were reviewed. The traffic counter(Station 502)is located on Routes
114/125,north of the Andover by-pass, in North Andover, MA. Traffic data from
this station indicates a decline in traffic volumes of approximately one percent
per year between 1988 and 1991. This trend is consistent with the economic
climate experienced recently in eastern Massachusetts.
Although the available data indicates that traffic volumes in the study area are
expected to decrease or perhaps remain at their current levels in the near
future, a general growth factor of one percent was applied to the existing traffic
volumes to present a conservative, worst-case analysis.
Planned Background Developments
Based on discussions with a representative of the North Andover Planning
Department,there are two proposed background developments which may
impact traffic volumes in the study area. These projects,both of which are
located on Stevens Street,include a 13-unit residential development and the
Edgewood Lifecare Retirement Center. Project-related peak hour trip
3821/1293/
SIr-BK4 4 Future Conditions
generation was estimated based on standard trip generation data presented in
Trip Generationl for the residential development and on data presented in the
traffic study prepared for the Edgewood Lifecare Retirement Center.2 It was
determined that these two background projects will add 19 vehicle-trips through
the intersection of Chickering Road and Prescott Street in both the morning and
evening peak traffic hours.
To represent 1994 No-Build traffic volumes, an annual growth rate of one
percent was applied to the existing, observed traffic volumes and then traffic
volumes related to the two background developments were added to the
network. The resulting 1994 No-Build morning and evening peak hour traffic
flow networks are presented in Figures 4 and 5, respectively.
SITE-GENERATED TRAFFIC VOLUMES
To estimate site-generated traffic volumes, standard trip generation data
collected and standardized by the Institute of Transportation Engineers (ITE)
was used. Unfortunately,because assisted living is a fairly new land use, ITE
does not have data for this particular type of land use. Instead, ITE provides
trip generation data for the following similar uses.
• Nursing Home (Land Use: 620)- ITE describes this as a facility whose
primary function is to care for persons unable to care for themselves. This
includes rest homes(which are primarily for the aged) and chronic care and
convalescent homes. ITE states that this type of facility is characterized by
residents who do little or no driving,with traffic generated primarily by
employees, visitors and deliveries.
• Elderly Housing(Land Use: 253)-ITE describes this as a facility restricted
to senior citizens and possibly containing medical facilities, dining facilities
and limited supporting retail facilities.
• Congregate Care Facility(Land Use: 252)-ITE describes this as a facility
designed for elderly living, that may include dining rooms,medical
facilities, and recreational facilities.
The ITE trip generation data for these land uses are provided in Table 2.
I/ Trip Generation,Fifth Edition,Institute of Transportation Engineers,Washington,DC(1991).
2/ Traffic Impact Study,Proposed Edgewood Lifecare Retirement and Geriatric Health Center;Belknap and
Associates,(1989).
3821/1293/
SIr-BK4 5 Future Conditions
ti � 0
M LO .- 19
r 6 Prescott Street
8j
50---► N
27—� CO
toa�
i
0
0
M
N
O
•
Edgewood
13- Unit Life Care
/di,.v", Retirement
Center
o S
tNot to Scale
Brustlin,Inc.
1994 No Build Weekday Morning Figure 4
Peak Hour Traffic Volumes
3821nb94
CO t-0
w
C> et r —13
5 Prescott Street
20-1 T ('
25--► N o
35� 'n
a�
i
to
O
O
O
0
13- Unit Edgewood Life Care
Subdivision Retirement
Center
ca � a5
c
� H H
C
V
t O
U 0`C y
tNot to Scale
1994 No Build Weekday Evening Figure 5
Peak Hour Traffic Volumes
3821nb94
Table 2 ITE TRIP GENERATION SUMMARY
Congregate
Care Facility* Nursing Home** Elderly Housing***
(Land Use:252) (Land Use:620) (Land Use:253)
Time Period Enter Exit Total Enter Exit Total Enter Exit Total
Weekday 108 108 216 142 142 284 N/A N/A N/A
Morning Peak Hour 8 8 16 16 8 24 3 3 6
Evening Peak Hour 13 8 21 10 17 27 6 5 11
Source:Trip Generation,Fifth Edition,Institute of Transportation Engineers, Washington,D.C. 1991.
* Described as a multi-unit building possibly containing dining rooms,medical facilities,and recreational facilities.
** Described as a facility whose primary function is to care for persons unable to care for themselves;and whose residents do
little or not driving. Traffic is generated primarily by staff,visitors,or deliveries.
*** Described as a facility restricted to senior citizens possibly containing medical facilities,dining facilities and limited
supporting retail facilities.
As shown in Table 2, trip generation estimates for similar uses range from 216
to 284 vehicle-trips (two-way total) on a weekday. Peak hour trip generation is
fairly nominal and ranges from 6 to 24 vehicle-trips during the morning peak
hour and from 11 to 27 vehicle-trips during the evening peak hour. It is
expected that the proposed use will be similar to and perhaps less traffic
intensive than a congregate care facility. However, to be conservative and
present a worst-case analysis of traffic conditions,the site was assumed to have
the trip generating characteristics of a nursing home.
TRIP GENERATION COMPARISON
A comparison of trip generation potential for the existing and proposed uses of
the site was conducted to evaluate the relative impacts of changing the site use.
Trip generation estimates for the proposed development are described above.
Trip generation estimates for the existing use were prepared based on data
presented in Trip Generation by ITE. A comparison of the trip generation
estimates for the existing and proposed site uses is presented in Table 3.
3821/1293/
SIr-BK4 6 Future Conditions
Table 3 TRIP GENERATION COMPARISON
Percent
Time Period Existing Use* Proposed Use** Change
Weekday
Enter 1,087 vpd*** 142 vpd -87%
Exit 1,087 vpd 142 vpd -87%
Total 2,174 vpd 284 vpd -87%
Morning Peak Hour
Enter 31 vph+ 16 vph -48%
Exit 23 vph 8 vph -65%
Total 54 vph 24 vph -56%
Evening Peak Hour
Enter 124 vph 10 vph -92%
Exit 61 vph 17 vph -72%
Total 185 vph 27 vph -85%
* Includes a 45-unit motor inn and 645-seat restaurant/banquet facility.
** Includes a 100-unit assisted living community.
*** vpd=vehicles per day.
+ vph=vehicles per hour.
As shown in Table 3, relative to the existing uses the proposed project will
generate significantly fewer vehicle-trips (56 to 87 percent fewer) on a daily, and
peak hour basis.
TRIP DISTRIBUTION
The trip distribution of site-generated traffic was estimated based on existing
peak hour travel patterns in the study area. Typically, morning peak hour
traffic flows represent the commute from home to work while the evening peak
hour flows represent not only the work-to-home commute but retail traffic
patterns as well. Because traffic generated by the proposed project is estimated
to be mostly related to employees, the distribution of site-generated traffic was
based on the directional traffic flows observed on Chickering Road during the
morning peak hour. As shown previously in Table 1, the directional distribution
of weekday morning peak hour traffic flows on Chickering Road is
approximately 60 percent southbound and 40 percent northbound. Using this
distribution,peak hour, site-generated traffic was assigned to the roadway
network and added to the 1994 No-Build traffic volumes. The resulting 1994
Build traffic volumes are shown in Figures 6 and 7, respectively.
3821/1293/
SIr-BK4 7 Future Conditions
w �-0
rn to ,- 4 19
r—6 Prescott Street
8�
50—► � C) N
28
a�
i
y
r O
o � �
� 00
Edgewood
13- Unit Life Care
3� 1
Subdivision
Retirement
5 Center
M
� H
V_ O
tNot to Scale
1994 Build Weekday Morning Figure 6
Peak Hour Traffic Volumes
3821b94
ti L0
x---13
1 r 5 Prescott Street
20---1 I
25--lo c�DV m
35 �n
a�
i
0 C
It O
CD
mo {
E
13- U nit dgewood Life Care
9-1 1 Subdivision
8 c Retirement
�
ca Center
� otS ppa� i
H
O �
� O
V 0`C y
tNot to Scale
1994 Build Weekday Evening Figure 7
Peak Hour Traffic Volumes
3821b94
TRAFFIC OPERATIONS ANALYSIS
Measuring existing traffic volumes and projecting future traffic volumes
quantifies traffic flow within the study area. To assess quality of flow,roadway
capacity analyses were conducted with respect to existing and projected No-
Build and Build traffic volume conditions. Capacity analyses provide an
indication of how well the roadway facilities serve the traffic demands placed
upon them. The evaluation criteria contained in the 1985 Highway Capacity
Manual were used to analyze study area intersections.
LEVEL-OF-SERVICE CRITERIA
Level of service(LOS)is the term used to devote the different operating
conditions which occur an a given roadway segment under various traffic
volumes loads. It is a qualitative measure of the effect of a number of factors
including roadway geometries, speed,travel delay,freedom to maneuver, and
safety. Level of service provides an index to the operational qualities of a
roadway segment or intersection. Six levels of service are defined for each type
of facility. They are given letter designations from A to F,with LOS A
representing the best operating conditions and LOS F representing the worst.
The level of service designation is reported differently for signalized and
unsignalized intersections. For signalized intersections,the analysis considers
the operation of all traffic entering the intersection and the LOS designation is
for overall conditions at the intersection. For unsignalized intersection,
however,the analysis assumes that traffic on the main line is not affected by
traffic on the side streets. Thus,the LOS designation is generally for the critical
movement exiting the side street.
Level-of-service analysis were conducted for 1993 existing, 1994 No-Build, and
1994 Build conditions for the signalized study area intersection of Chickering
Road and Prescott Street and for the unsignalized intersections of Chickering
Road and the site drives.
SIGNALIZED INTERSECTION CAPACITY ANALYSIS
The results of the signalized intersection capacity analysis conducted for the
signalized study area intersection of Chickering Road and Prescott Street are
summarized in Table 4. The analysis indicates that under existing conditions,
the intersection operates at Level of Service(LOS)A during both the morning
and evening weekday peak hours. This high level of traffic operations will be
maintained under the 1994 No-Build and 1994 Build conditions.
3783/1193/
SIr-BK4 8 Traffic Operations Analysis
Table 4 SIGNALIZED INTERSECTION CAPACITY ANALYSIS SUMMARY
Weekday
Peak 1993 Existing 1994 No-Build 1994 Build
Intersection Hour Delay* V/C** LOS*** Delay V/C LOS Delay V/C LOS
Prescott Street Morning 4 0.59 A 4 0.61 A 4 0.62 A
at Chickering
Road
Evening 3 0.52 A 3 0.54 A 3 0.54 A
* Average stopped delay,in seconds,to all vehicles entering the intersection.
** Volume to capacity ratio.
*** Level of service
UNSIGNALIZED INTERSECTION CAPACITY ANALYSIS
The results of the unsignalized intersection capacity analysis conducted for the
unsignalized intersections of the northerly and southerly site drives with
Chickering Road are summarized in Table 5.
Table 5 UNSIGNALIZED INTERSECTION CAPACITY ANALYSIS SUMMARY
Northerly Southerly
Weekday Peak Site Drive Site Drive
Hour Demand* ARC** LOS*** Demand ARC LOS
Morning 11 534 A 9 260 C
Evening 7 719 A 19 267 C
* Demand of critical movement.
** Available reserve capacity.
*** Level of service.
The analysis indicates that left-turn vehicles entering the site at the northerly
site drive will operate at LOS A with little or no delay. Vehicles existing the site
from the southerly site drive will operate below capacity, at LOS C, with minor
delays, during the peak hours analyzed.
SIGHT DISTANCE AND SAFETY
To assess any safety or visibility issues, especially given the grades on
Chickering Road adjacent to the site, stopping sight distance measurements
were conducted at the proposed site drives. Sight distances to and from the
north at the southerly site drive are most effected by the grade on Chickering
Road. Field measurements indicate that the available sight distance at this
location is approximately 820 feet to and from the north. As per the standards
of the American Association of State Highway and Transportation Officials
(AASHTO), this available sight distance is adequate for speeds of approximately
60 miles per hour(mph). Given that the posted speed limit on Chickering Road
in the vicinity of the site is 30 mph, the available sight distance is more than
3783/1193/
SIr-BK4 9 Traffic Operations Analysis
adequate. All other sight distance measurements exceed 820 feet, and are
therefore adequate for the existing travel conditions.
3783/1193/
SIr-BK4 10 Traffic Operations Analysis
CONCLUSIONS
Based on the expected age of the residents of the proposed assisted living
community and the low number of residents expected to have automobiles on-
site, the proposed project is expected to generate approximately 16 to 21 vehicle
trips during the weekday morning and evening peak hour. However,to conduct
a conservative analysis,the trip generating potential of the site was based on
available trip generation data that indicates that the site could generate
between 24 and 27 vehicle trips during the critical weekday peak hours. Even
these conservatively high estimates of site-generated traffic are 56 to 85 percent
lower than the peak hour traffic volumes that could be generated by the existing
use of the site as a motor inn and restaurant/banquet facility.
Analysis of existing and future roadway capacity and safety indicates that
project-related traffic can be accommodated on the adjacent roadway with little
impact on traffic flow and operations.
3821/1293/
SIr-BK4 11 Conclusions
APPENDIX
3821/1293/
SIr-BK4 Appendix
Vanasse,Hangen,Brustlin,lnc.
Site Code : 83-601.26 PAGE: 1
N-S Street: ROUTE 125 NORTH ANDOVER, FILE: TEMP-1
E-W Street: MA PRESCOTT STREET
Weather : CLEAR/COOL Sum of the Primary and Secondary
DATE: 11116/93
----------------------------------------------------------------------------------------------------------------------------------
PEAK PERIOD ANALYSIS FOR THE PERIOD: 7:00 AM - 9:00 AM
DIRECTION START PEAK HR ........... VOLUMES ........... ...... PERCENTS .......
FROM PEAK HOUR FACTOR PEDS Right Thru Left Total PEDS Right Thru Left
-----------------------------------------------------------------------------------------------
North 7:30 AM 0.92 0 1B 5B4 1 603 - 3 97 0
East 7:00 AM 0.67 0 0 12 4 16 - 0 75 25
South 7:00 AM 0.98 1 18 343 14 375 - 5 91 4
West 7:00 AM 0.53 1 27 42 8 77 - 35 55 10
Entire Intersection
North 7:00 AM O.88 0 9 570 1 5BO - 2 98 0
East 0.67 0 0 12 4 16 - 0 75 25
South 0.98 1 18 343 14 375 - 5 91 4
West 0.53 1 27 42 8 77 - 35 55 10
ROUTE 125 NORTH ANDOVER, 1 . . . 1 N
' -----------------•-------- W—+—E
S
. '
351 . . . i
L F'EDS 1 > 1 9 570 1 f . . . . . . . . . . . . i 0 C F'EDS -I
--------•---------- --------------------
. . . . . . . . . . . . . . . . . . --- 58C) ---- __ i y
. . . . . . . . . . 35 '
-------------------
. . . MA FRESCO"f-r STREET 16 12
------------------
8 -- -- 4
------------------ ----------------------
42 77 MA F'RESCOTT STREET . . .
------------------ . . . . . . . . . . . . . . . . . .
61 . . . . . . . . . .
7 -- --- 375 ---- . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . .
------------------3F 1F----------_---.----
C F'EDS 1 1 1 . . . . . . . . . . . . 1 14 1 343 1 18 1 1 C F'EDS I
601 . . .
. . . 1 ROUTE 15 NORTH ANI:)OVER,
--------------------•----- '
Vanasse,Hangen,Brustlin,lnc.
Site Code : B3-601.26 PAGE: 1
N-S Street: ROUTE 125 NORTH ANDOVER, FILE: TEMP-2
E-W Street: MA PRESCOTT STREET
Weather : CLEAR/COOL Sum of the Primary and Secondary
DATE: 11/16/93
----------------------------------------------------------------------------------------------------------------------------------
PEAK PERIOD ANALYSIS FOR THE PERIOD: 4:00 PM - 6:00 PM
DIRECTION START PEAK HR ........... VOLUMES ........... ...... PERCENTS .......
FROM PEAK HOUR FACTOR PEDS Right Thru Left Total PEDS Right Thru Left
-----------------------------------------------------------------------------------------------
North 4:15 PM 037 3 9 466 1 476 - 2 9B 0
East 5:00 PM 0.6B 0 0 14 5 19 - 0 74 26
South 5:00 PM 0.93 3 1 564 35 600 - 0 94 6
West 4:45 PM 0.91 0 34 20 26 80 - 42 25 32
Entire Intersection
North 4:30 PM 035 1 9 45B 1 468 - 2 98 0
East 0.63 0 0 7 3 10 - 0 70 30
South 0.91 3 7 555 25 5B7 - 1 95 4
West 0.85 0 34 17 20 71 - 48 24 28
ROUTE 125 FORTH ANDOVER, ; . . . 1 N
' -------------- 1 . . . !
S
1 1 1 1 1
1 I I 1 1
C F'EDS U 1 9 1 458 1 ' i . . . . . . . . . . . . i 0 E PEDS J
------------------ --------------------
. . . . . . . . . . . . . . . . . . 1 1
. . . . . . . . . . . . . . . . . . --- 468 ---- __ Q
. . . . . . . . . . 41
. . . . . . . . . . . . . . . . . . ------------------
. . . MA F'RESCOTT STREET 1:;: 7
------------------ -----------------•--
1
2o
1
------------------ -------------------
17 71 MA F'RESCOTT STREET . . .
. . •
------------------ '
1
25 '.
;4 __ --- 587 ---- . . . . . . . . . . . . . . . . . .
1 1
. . . . . . . . . . . . . . . . . .
------------------
C F'EDS I i s . . . . . . . . . . . . ; 25 1 555 1 7 1 _ E F'EDS 7
1 . .
495
1 1 1 i 1
1 1 1 1 1
1 1 1 I 1
ROUTE 125 NORTH ANDOVER,
. . i ----------------------
SITE CODE : B3-601.26 VANASSE HANBEN BRUSTLIN PAGE: 2
Location : N. ANDOVER.MA ROUTE 125 AT FILE: B360A
Weather MERRIMACK VALLEY MOTOR INN
Operator : DRT/MP 1=NB 2=SB DATE: 11/15/93
----------------------------------------------------------------------------------------------------------------------------------
TIME MONDAY 15 TUESDAY 16 WEDNESDAY 17 THURSDAY 18 FRIDAY 19 SATURDAY 20 SUNDAY 21 WEEK AVERAGE
BEGIN Ch I Ch 2 Ch 1 Ch 2 Ch 1 Ch 2 Ch 1 Ch 2 Ch I Ch 2 Ch 1 Ch 2 Ch 1 Ch 2 Ch 1 Ch 2
----------------------------------------------------------------------------------------------------------------------------------
12:00 AM 13 17 40 38 30 2B } } + f f } 27 27
1:00 9 B 15 24 15 20 f + f f f { 13 17
2:00 14 12 8 16 7 14 f f t f f t 9 14
3:00 9 13 13 24 10 20 f f f f } } f 10 19
4:00 20 42 26 23 29 32 f } f t f t 25 32
5:00 102 110 114 130 105 121 f { f } f 107 120
6:00 160 430 206 456 IB4 456 f f f f 183 447
7:00 3B4 626 366 613 347 624 f + { 365 621
8:00 334 507 360 51B 342 533 } f f } } # f 345 519
9:00 272 342 335 391 f f { } f f 303 366
10:00 303 309 309 323 { { f } 306 316
11:00 327 396 344 372 # } f f 335 3B4
12:00 PM 432 401 423 445 f f } } f f 427 423
1:00 396 371 367 3B5 f f + f f } f f 381 37B
2:00 403 424 434 398 # f f f f f 418 411
3:00 502 447 476 478 { f f * f } f # 489 462
4:00 536 447 542 456 + f f f f t f f 539 451
5:00 5BO 405 572 458 f { f f f 576 431
6:00 429 277 447 243 { { f # } { f 43B 260
7:00 244 204 2BO 215 * f } { 262 209
B:00 198 195 186 178 f { f f f { 192 186
9:00 194 162 164 143 f f * # 179 152
10:00 B7 89 90 76 f { f { f BB 82
11:00 60 63 62 71 f } # } f f 61 67
----------------------------------------------------------------------------------------------------------------------------------
TOTALS 600B 6297 6179 6474 1069 1848 f f f # 607B 6394
COMBINED TOTALS
----------------------------------------------------------------------------------------------------------------------------------
12:00 AM 30 7B 5B { } { # 54
1:00 17 39 35 f f 30
2:00 26 24 21 f + 23
3:00 22 37 30 f f { 29
4:00 62 49 61 } 57
5:00 212 244 226 f 227
6:00 590 662 640 { f 630
7:00 1010 979 971 } f 986
8:00 B41 878 875 f f f t B64
9:00 614 726 } f * 669
10:00 612 632 f f + { 622
11:00 723 716 } f f f 719
12:00 PM B33 868 f } f 850
1:00 767 752 } # { 759
2:00 827 B32 f f 829
3:00 949 954 f f f 951
4:00 9B3 998 } f f 990
5:00 9B5 1030 { + 1007
6:00 706 690 } } f f 69B
7:00 448 495 f f f 471
8:00 393 364 f f f f f 37B
9:00 356 307 f f f f f 331
10:00 176 166 f f f f f 170
11:00 123 133 f f f f f 128
----------------------------------------------------------------------------------------------------------------------------------
TOTALS 12305 12653 2917 f f f f 12472
Table A-1 TRAFFIC VOLUME SUMMARY
STATION 502 -NORTH ANDOVER-RTES 114 AND 125
NORTH OF THE ANDOVER BY-PASS*
YR JAN FEB MAR APB, MAY JUN JUL AUG SEP OCT NOV DEC YEAR
88 33,599 33,880 36,161 36,997 37,187 39,034 37,004 37,843 39,581 39,358 37,174 36,258 37,006
4% 4% 2% 3% 3% -2% -2% -3% -3% -3% -2% -3% -0%
89 34,813 35,134 36,718 38,043 38,334 38,261 36,272 36,833 38,576 38,358 36,529 35,015 36,907
-2% -2% 0% -2% -1% 2% -0% 1% 3% 4% 2% 3% 1%
90 34,154 34,542 36,838 37,183 38,077 39,035 36,220 37,243 39,736 39,929 37,255 35,910 37,177
-2% -2% -1% 1% -2% -3% -3% -4% -5% -7% -4% -4% -3%
91 33,492 33,891 36,293 37,388 37,351 37,949 35,031 35,936 37,624 37,212 35,857 34,477 36,042
* 1991 Traffic Volumes for the Commonwealth of Massachusetts,published by Massachusetts.Highway Department.
3821/1293/
SIr-BK4 Appendix