HomeMy WebLinkAboutCorrespondence - 102 PETERS STREET 8/28/2013 DJK Dermot J. Kelly Associates, Inc.
Traffic Engineering/Transportation Planning
6 Cameron Road
Andover, MAO 1810
978-664-2205
MEMORANDUM
TO: Mr. Jeffrey Sheehy FROM: Dermot J. Kelly, PE, PTOE
Dundee Properties, LLC DJK Associates, Inc.
PO Box 3099 6 Cameron Road
Andover, MA 01810 Andover, MA 01810
SUBJECT: 102 Peters Street REF: 822-Mem7-RtoC
North Andover, MA
Response to Peer Review Comments
DATE: August 28, 2013
Response To Comments
Dermot J. Kelly & Associates, Inc. (DJK) has completed a response to the Vanasse &
Associates, Inc. (VAI) Traffic Engineering Peer Review comments dated August 26, 2013 which
reviewed the following documents:
➢ Special Permit — Site Plan Review Application, submitted by Peters Street Associates,
LLC c/o Jeffrey D. Sheehy for 102 Peters Street;
➢ Proposed Site Plan, 102 Peters Street, North Andover, Mass.; Andover Consultants Inc.;
December 13, 2011; last revised February 27, 2012;
➢ Traffic Impact Analysis, 102 Peters Street, North Andover, MA; Dermot J. Kelly
Associates, Inc.; December 28, 2011;
➢ Response to Comment, 102 Peters Street, North Andover, MA; Dermot J. Kelly
Associates, Inc.; August 14, 2013; and
➢ Parking Accumulation Study, 102 Peters Street, North Andover, MA; Dermot J. Kelly
Associates, Inc.; August 22, 2013.
The above documents were prepared for the proposed redevelopment of the parcel of land
located at 102 Peters Street in North Andover, MA. Each comment is repeated below and the
proponent response follows each comment.
Comment#I: The study area evaluated in the August 14, 2013 traffic assessment is sufficient to
allow for an assessment of Project-related impacts on the transportation infrastructure.
DJKDermot J. Kelly Associates, Inc.
Traffic Engineering/Transportation Planning
Mr. Jeffrey Sheehy
August 28, 2013
Page 2
Response: No additional response necessary at this time.
Comment#2: The data collection and seasonal adjustment (none required) were completed in
accordance with standard Traffic Engineering and Transportation Planning practices,
and we are in agreement with the resulting values.
Response: No additional response necessary at this time.
Comment#3: An inventory of pedestrian and bicycle facilities within the study area was not
conducted as a part of the August 2013 assessment. A review of the roadway network
serving the Project site indicates that sidewalks are provided along the west side of
Turnpike Street but are not currently provided along Peters Street. A marked
crosswalk is provided for crossing the west leg of Peters Street at its intersection with
Turnpike Street, with pedestrian traffic signal equipment, timing and phasing provided
as a part of the traffic signal system at the Turnpike Street/Peters Street intersection.
Formal bicycle facilities are not currently provided within the immediate study area;
however, Turnpike Street appears to provide sufficient width.(combined travel lane and
shoulder, where provided) to support bicycle travel in a shared travelled-way
configuration, with a number of the signalized intersections along the corridor
providing bicycle detection. Peters Street does not appear to provide sufficient width
on a consistent basis to support bicycle travel.
Response: Pedestrian and bicycles data was collected as part of the traffic counts and
were produced in the appendix of the August 14, 2013 Memorandum. For
example, on page 11/42, the pedestrian and bicycles data is clearly shown and
is labeled in the title of the page.
Comment#4: An inventory of public transportation services within the study area was not conducted
as a part of the August 2013 assessment. The Town of North Andover is served by
public transportation services provided by the Merrimack Valley Regional Transit
Authority (MVRTA) (fixed route bus service). MVRTA bus Routes 33, North Andover,
and Route 33A, North Andover Shuttle, provide service along Peters Street and
Turnpike Street, with Route 33A travelling along Peters Street and past the Project site
to the Andover YMCA.
Response: No additional response necessary at this time.
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DJK Dermot J. Kelly Associates, Inc.
Traffic Engineering/Transportation Planning
Mr. Jeffrey Sheehy
August 28, 2013
Page 3
Comment#S: An evaluation of motor vehicle crashes occurring at the Turnpike Street/Peters Street
intersection was not completed as a part of the August 2013 assessment and would
have been helpful in evaluating the crash history along Peters Street proximate to the
Project site and the associated driveway. A review of the MassDOT motor vehicle
crash history for the intersection for the 3-year period 2009 through 2011 indicated a
total of 20 crashes were reported at the intersection, or approximately seven (7)
crashes per year. The majority of these crashes involved property damage only and
were reported as angle or rear-end type collisions, a pattern which is typical at
signalized intersections. A further review of the data indicated that seven (7) crashes
involved a vehicle travelling eastbound on Peters Street, two (2) of which occurred on
the approach to Turnpike Street proximate to the Project site.
Response: No additional response necessary at this time.
Comment#6: The Applicant's engineer did not indicate the basis for the establishment of the traffic
volume increase that was used, however, given that the study area is limited to the
Turnpike Street/Peters Street intersection and the fact that historic traffic growth in the
area has not exceeded 1.0 percent, the methodology used to develop the 2018 No-Build
condition traffic volumes results in a reasonable projection for planning purposes and
to evaluate Project-related impacts on the transportation system.
Response: No additional response necessary at this time.
Comment#7: We are in agreement with the methodology that was used to develop the anticipated
traffic characteristics of the Project and the resulting values, and we are in general
agreement with the trip distribution pattern that was used to assign Project-related
trips to the roadway network.
A review of trip rates for a day care center provided by the Institute of Transportation
Engineers (ITE)i and assuming 39 students resulted in trip estimates for the Project
that were comparable to those resulting front the observed data front the Tewksbury
facility.
Response: The average of ITE based data indicates 29 vehicle-trips per hour (vph) during
the morning peak hour, 28 vph during the evening peak hour and 154 vehicle-
trips hour (vpd). The DJK August 14, 2013 Memorandum is based on 40 vph,
28 vph and 180 vpd for the morning and evening peak hours and over the
course of the day, respectively. Comparing the DJK traffic generation with the
ITE data indicates that the DJK traffic is 38% higher than the ITE data during
the morning peak hour and 17% higher over the course of the day.
'Trip Generation, 9`h Edition; Institute of Transportation Engineers;Washington, DC; 2012.
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DJKDermot J. Kelly Associates, Inc.
Traffic Engineering/Transportation Planning
Mr. Jeffrey Sheehy
August 28, 2013
Page 4
Comment#8: The traffic operations analysis was completed using the appropriate methodologies and
we are in agreement with the analysis results. It is clear from the analysis and
observations of operating conditions at the Turnpike Street/Peters Street intersection
that vehicle queues oil the Peters Street eastbound approach regularly block the
driveway to the Project site, the frequency and duration of which are expected to
increase in the future as traffic volumes at the intersection, increase independent of the
Project.
Response: No additional response necessary at this time.
Coinment#9: While we agree with the intent of the suggested improvements and the goal of assigned
drop-off/pick-up windows for students, the proximity of the driveway to Turnpike
Street, the existing and projected future traffic volumes at the intersection, and the
............\,,,, operation of the traffic signal system do not allow for such measures to be implemented
in a practical manner and leave no margin for flexibility should a parent/caregiver
at-rive early or late.
Response: The early or late arrival of a single parent/caregiver would have a negligible
effect on the operation of the traffic signal system and the implementation of
the suggested improvements and the assigned drop-off/pick-up window for the
preschool students.
Comment#10: The left-turn movement front Turnpike Street northbound to Peters Street westbound
currently serves 232 vehicles during the weekday morning peak-hour and 188 vehicles
during the weekday evening peak-hour. A left-turn phase and arrow are provided for
this movement during which these vehicles proceed unimpeded from Turnpike Street
onto Peters Street while vehicles on Peters Street in front of the Project site are
stopped at a red signal indication. The presence of a single vehicle waiting to turn into
the Project site would cause vehicles to back into the intersection and increase the
potential for rear-end collisions given the combination of the volume of left-turning
vehicles and the short distance between Turnpike Street and the Project site driveway.
Response: In addressing this comment, there are three issues to consider:
The proposed mitigation, DO NOT BLOCK INTERSECTION
(DRIVEWAY) sign and/or DO NOT BLOCK pavement markings,
➢ The westbound Peters Street vehicles passing on the right and
> The actual number of vehicles that utilizes the left-turn phase from Route
114 northbound.
The Proposed Mitigation If eastbound Peters Street vehicles obey the DO
NOT BLOCK INTERSECTION (DRIVEWAY) sign and/or DO NOT BLOCK
pavement markings, then left turn entering vehicles will not have to stop on
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Dermot lK�|yAssoc� �
Associates,w����ur�m Traffic Engineering/Transportation Planning
Mr. Jeffrey Sheehy
August 28. 2013
Page 5
Peters Street and westbound Peters Street vehicles will not back-up into the
Salem Turnpike intersection beooVG8 of left turn entering vehicle. �
�
/ Westbound Peters Street Vehicles Passing on the Right — Westbound
through vehicles have been observed passing on the right to pass a waiting left
turn entering vehicle. �
The actual number of vehicles that utilizes the left-turn phase from Route
114 northbound — The Salem Turnpike/Peters Street intersection operates
with a 120 second cycle or 30 cycles per hour. The Peters Street
eastbound/westbound phase utilizes 40 second (33%) of the cycle, the Salem
Turnpike northbound left turn phase utilizes 20 second (17%) of the cycle, the
northbound left/through/right phase utilizes the 40 to 60 seconds (33%-50%)
<,, depending on if the southbound left turn phase is utilized. The above noted
traffic volumes of 232 and 188 vph equate to approximately 8 and 6 vehicles on
average per cycle during the morning and evening peak hours with 5 to 4
vehicle per cycle utilizes the northbound left turn phase (assuming the
southbound left-turn phase is utilized). There is 125 feet between the
centerline of the Site Drive and the westerly curb line of Salem Turnpike or
�
sufficient space tO stack 0vehicles.
CDneequeOUy, during the morning peak hour when there are 5vehio|eo per
Cyu|e. traffic will not back-up into the Salem Street intersection even if the
Peters Street eastbound vehicles disobey the DO NOT BLOCK
INTERSECTION (OR|VEVV/P/) Sign and pavement markings and 8vveotboVnd
vehicle does not pass oO the right.
SinO||ar|y, during the evening peak hour when there are 4 vehicles per cyo|e,
traffic will not book-Up into the Salem GtnG8t intersection even if the Peters
Street eastbound V8hio|ne disobey the D(] NOT BLOCK INTERSECTION
(DRIVEWAY) sign and pavement markings and evveStbound vehicle does not
pass OO the right.
FurtherrnOre, the projected nunOber left turn entering vehicles which vYDU|d also
turn left from S8|8OV Turnpike northbound are 1 vehicle every 6 t 10 phases
during the morning and evening peak hours, respectively. Over the course Uf
the morning and evening peak hnVna. 83% and 90Y6 of the oyo|*o will not
contain any left turn entering vehicles in the Salem Turnpike northbound left-
turn phase.
Com/x^nt#//.' In addition, ozxom/ng that vehicles obey the "Do Not Block Intersection'`provision, the
result would ba sluggish /xturxcc//ox oyanu600x at the Txng//keStrratlPo/xrx S0'xa/
intersection rexx/dxg from the dx6m in traffic «/y/rouo0ing the xi8nu/ xr«o/nJ by the
gap in the vv6/c/o queue on the approach, u condition that could ,uuo/t in premature
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DJKDermot J. Kelly Associates, Inc.
Traffic Engineering/Transportation Planning
Mr. Jeffrey Sheehy
August 28, 2013
Page 6
termination of the "green" signal indication for the Peters Street eastbound approach
and both increased motorist delay and queuing.
Response: The proponent does not agree with the above assertion regarding the sluggish
operation of the intersection. There is approximately 100 feet from the Peters
Street eastbound approach stop line and the beginning of the DO NOT BLOCK
pavement markings. The DO NOT BLOCK pavement markings cover
approximately 30 feet along Peters Street. Once the eastbound approach
v d/, traffic signal turns green, the eastbound vehicles behind the DO NOT BLOCK
pavement markings will fill in the 30 foot gap prior to the vehicle immediately
ahead of it gets started. The number of vehicles processed during the green
phase for Peters Street eastbound approach will be the same with or without
DO NOT BLOCK INTERSECTION (DRIVEWAY) sign and/or DO NOT BLOCK
pavement markings.
Comment#12: A review of the Transportation Research Board(TRB) "Access Management Manual"
suggests that driveways on the approach side to a signalized intersection should be
located outside of the Junctional area of the intersection in order to allow sufficient
offset to accommodate vehicle queuing from the intersection and for the driveway to
function in a safe and efficient manner. The TRB recommends that the corner
clearance for driveways on an approach to a signalized intersection should at least be
equal to the largest expected vehicle queue on the approach for both safety and to
maintain the operation of the traffic signal system. It is apparent from the traffic
operations analysis that vehicle queues on the Peters Street eastbound approach
regularly extend past the Project site driveway.
Response: The application of the Transportation Research Board (TRB) "Access
Management Manual" is not appropriate to the project parcel located at 102
Peters Street.
Comment#13: A review of parking demand data for a clay care facility published by the ITE2 indicates
that the peak parking demand period typically occurs during the afternoon pick-up
period and generally between 4:00 and 6:00 PM. For a 39 student day care facility,
the calculated 85'1'percentile parking demand(typical design value) using the ITE data
is approximately 13 spaces, which exceeds the available parking at the Project site (11
spaces). Similar calculations performed using the number of staff or tile size of the
facility as the independent variables results in calculated parking demands of
approximately 7 to 10 spaces, respectively. Based on the ITE parking demand data,
which encompasses data front between 29 and 39 observation sites, it would appear
that the number of parking spaces provided(11)would just meet the projected demand
with little or no reserve capacity.
2 Parking Generation, 4th Edition; Institute of Transportation Engineers;Washington, D.C.;2010.
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Traffic Engineering/Transportation Planning
Mr. Jeffrey Sheehy
August 28, 2013
Page 7
Response: The proponent does not agree with the above comment. The ITE Parking
Generation data was inappropriately applied to the proposed project in several
areas:
1. The Day Care portion of the Parking Generation manual is reproduced in
the appendix of this Memorandum. Peak Parking Demand for Day Care
Centers are separated by size of building, number of students and
employees. Under the size of building, the Peak Parking Demand is listed
as 8:00 - 9:00 AM and 4:00 - 6:00 PM without any notation of which period
is the peak. Under number of student, the Peak Parking Demand is listed
only as 4:00 - 6:00 PM with no reference to the morning peak period.
Under number of employees, the Peak Parking Demand is listed as 9:00 -
10:00 AM and 4:00 - 6:00 PM, again without any notation of which period is
the peak, i.e. higher. More importantly, the proposed project will operate
with most arrivals occurring over a two hour 7:00 to 9:00 AM morning time
period and all departures occurring over a four hour 2:00 to 6:00 PM
afternoon time period, consequently the peak parking demand period will
occur during the 7:00 to 9:00 AM morning time period.
2. The referenced data is between 10 and 25 years old and was collected in
states such as California, Tennessee, North Carolina, Virginia, Kansas
Washington, Oregon and New Jersey. The average size of the building,
average number of students and average number of employees of the ITE
data is 150%, 220% and 400% of the proposed project. Local data recently
obtained from a similar project is more appropriate to be applied to the
proposed project.
3. If the Parking Generation manual were to be applied, a more appropriate
application to the Parking Generation manual would be to evaluate the
average parking supply based on size of building, number of students and
number of employees. As noted in the appendix of this report, based on 29
studies the average parking supply ratio is 3.5 spaces per 1,000 square
feet, 0.2 spaces per student and 1.5 spaces per employee. Applying these
ratios to the proposed project would yield an average parking supply of 8
spaces. [(3.5 spaces/1,000 square feet x 2.745 square feet = 9.6 spaces) +
(0.2 spaces/student x 39 students = 7.8 spaces) + (1.5 spaces/employee x
4 employees = 6.0 spaces)]/3 = 7.8 spaces.
4. The most appropriate manner to evaluate the peak parking demand for the
proposed project at 102 Peters Street is to inventory a similar site located
nearby which was completed and presented in the August 22, 2013 Parking
Accumulation Study. The above comment totally ignored that study. That
study observed a maximum peak parking demand of 7 spaces when 58
students signed-in during the day of the survey. Adjusting the observed
maximum peak demand to the proposed project would indicate that the
peak parking demand would be 5 spaces. The proposed project has 11
spaces which exceed the maximum peak demand by 4 to 6 spaces which
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Dermot J. Kelly Associates, Inc.
-- — - - TraUcEng Planning
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August 28. 2O13 �
Page
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would provide 8 "margin.of flexibility should u parent/caregiver arrive early
or late."
Covumru/#74.' Independent oy the parking demands of the Project, the parking layout /x confining /o
that it only offers single circulating aisle which Jnux not afford the u6///(y of vehicles
to Vuoxv to exit while mo/xAm/uhng unimpeded ucxwxx N pal-king. It is clear 6n/n the
traffic operations analysis that vehicles will queue past the Project x//aJ,ivowoyfrnm
the Turnpike Stn/mtlPctero Street intersection as well as within the Project site. A
vu6io/u @xnuy of~r � / to 2 vehicles waiting to ex//the Project site wwx/J limit the number
offuxxtioxu/parking spaces available within the Project x/tu. The corfihednature uf
the parking layout xom6/ouJ with the short approach distance to }`oto/z Street are not
conducive to high turnover parking *vxu/x such as &6nso that occur during Jxoo'
off1p/ck'npyer/ousutoxo600/orduvcooe.
The Site P|8O has already been approved by the Planning Board for e
n0DO[D8[cio| DMiC8/rnedic8| O#iCn development project in terms of parking lot �
|
d8o|Qn and layout and the plan meets all dimensional requirements of the Town '
of North Andover.
Regarding queuing of traffic exiting the site and its impact to the overall �
cirCU|8hoO of the parking lot and access/egress t0/f[D[D each parking ata||, the
vn|VnOe of traffic exiting the site is 10 Vph (approximately 1 vehicle every 3 �
minutes) and 15 vph (1 vehicle every 4 minutes) during the morning and �
8V8DiDg peak hours, respectively. The C8|CV|8hed queues for the exiting traffic �
is less than one vehicle, h0vveVer, given the observed queuing along Peters
Street eastbound, it' �
will be limited to a duration of the 120 seconds which is traffic signal cycle at
Salem Turnpike intersection, This will especially occur if the O[) NOT BLOCK �
INTERSECTION (DRIVEWAY) sign and/O[ DO NOT BLOCK pavement
markings are permitted. Given the average OOvV notes of 1 vehicle every 3
minutes and 1 vehicle every 4 minutes during the morning and evening peak �
hours, r8SpeCtiVe|y, it is expected that the D0rDl@| queue of vehicles will be O to �
1 vehicles with an occasional queue of two vehicles to account for non-random
nature departure of vehicles. A queue of 1 vehicle vvnU|d impact the access to �
the first parking space located east of the Site Driveway. A queue of two �
vehicles would impact the access to the second and third parking apooeo
�
located east ofthe Site Driveway. These parking spaces should be assigned
for employee parking to maximize the efficiency of the parking lot.
This completes the proponent Response to the VAI Traffic Engineering Peer Review comments.
�
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DJK Dermot J. Kelly Associates, Inc.
Traffic Engineering/Transportation Planning
Mr. Jeffrey Sheehy
August 28, 2013
Page 9
APPENDIX— ITE Parking Generation
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Land Use: 565
Day Care Center
Description
A day care center is a facility where care for preschool-aged children is provided, normally during the
daytime hours. Day care facilities generally include classrooms, offices, eating areas and playgrounds.
Some centers also provide after-school care for school-age children.
Database Description
The database consisted of a mix of 19 suburban and 21 urban locations. Parking demand rates at the
suburban sites were similar to those at urban sites and,therefore, the data were combined and analyzed
together.
Average parking supply ratio: 3.5 spares per 1,000 square feet (sq. ft.)gross floor area (GFA) (29
study sites), 0.2 spaces per student (29 study sites)and 1.5 spaces per employee (29 study sites).
For all but two of the study sites, the only counts taken were between 7:00 and 9:00 a.m. and between
4:00 and 6:00 p.m.
Study Sites/Years
Alhambra,CA(1988); Chattanooga,TN (1990); Nashville,TN (1991); Bragg, NC (1992); Eustis, VA
(1992); Riley, KS (1992);Tacoma,WA(1992); Happy Valley,OR (2002); Evesham, NJ (2003)
4t" Edition Source Number
1133
Institute of Transportation Engineers Parking Generatim,4th Edibon
I GG i
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Land Use: 565
Day Care Center
Average Peak Period Parking Demand vs. 1,000 sq. ft. GFA
On a: Weekday
Pe_ I�sraclt���anci
T �
Peak Period 8:00-9:00 a,m.;4:00-6;00 .m.
_Number of Study Sites 29
Average Size of Stoy Sites_ 4,200 sq, ft. GFA-
Avera e Peak Period Parkin Demand 3.16 vehicles per 1,000 sq,ft. GFA _
Standard Deviation _. 1.26 -- -
Coefficient of Variation 40%
95%Confidence Interval 2.70-3,62 vehicles per 1,000 sq, ft, GFA
Range 1.18-8.67 vehicles per 1,000 N. ft. GFA
85th Percentile 3.70 vehicles per 1,000 sq. ft. GFA
33rd Percentile 2.74 vehicles per 1,000 sq._ft. GFA
Weekday Peak Period
Parking Demand
to 25
az
20
10 -- . ---- - - __
♦ ♦ •
5 " '
a t--
u
a 0 _
0 2 4 6 8 10
x = 1,000 sq. ft. GFA
e Actual Data Points
Institute of Transportation Engineers Parking Generation,4th Edition
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Land Use: 565
Day Care Center
Average Peak Period Parking Demand vs. Students
On a: Weekday
tatis. f , Pk Prld`t3mttd f
Peak Period _ 4:00-6:00 p.m.
Number of Study Sites _ 39
Avera Size of Study Sites — 85 students
Average Peak Period Parking Demand 0.24 vehicles per student
Standard Deviation 0.09
Coefficient of Variation _ _ 38%
95%Confidence Interval 0.21-0.26 vehicles per student
Range 0.09-0.51 vehicles er student
85th Percentile _0.33 vehicles per student
33rd Percentile 0.19 vehicles per student
Weekday Peak Period
Parking Demand
N 80 ---
- - -- - -- - ----
ID 70 a ---- .-
60 _ P_ =_Ot30x -5 -
____
50 R2 = 0.72
i
'a 40
44 30 - - - ✓ - - - --{
a 20 - -
-. * • -
♦w44 e
M+�
u 10 �_s t -
a. 0 --
0 100 200 300
x = Students
e Actual Data Points Fitted Curve ----Average Rate
Institute of Transportation Engineers m 4 I r � Panking Generation,4th Edition
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Land Use: 565
Day Care Center
Average Peak Period Parking Demand vs. Employees
On a: Weekday
£tasfic Reakr PerQ�i:�9emand
Peak Period 9:00-10:00 a.m.;4:00-6:00 .m.
Number of Study Sites 39
Average Size of Study Sites ; 16 employees
Average Peak Period Parking Demand 1.38 vehicl�er em to ee
Standard Deviation _0.48_
Coefficient of Variation 35%
95%Confidence Interval_ 1 23-1.53 vehicles per employee
Range w. 0.53-2,75 vehicles per employee
85th Percentile _ 1.78 vehicles per employee
33rd Percentile 1,14 vehicles per employee
Weekday Peak Period
Parking Demand
80 P -_1 19
, x + - --
- -
70 R2 =__186 �, +
50 s'
d 40
c 30 -
a 20 -
n 10 + e
CL 0
0 20 40 60 80
x = Employees
• Actual Data Points —Fitted Curve ----Average Rate
Institute of Transportation Engineers Parking Generation,4th Edition
163)
.
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DJKDermot J. Kelly Associates, Inc.
Traffic Engineering/Transportation Planning
6 Cameron Road
Andover, MA 01810
978-664-2205
MEMORANDUM
TO: Mr. Jeffrey Sheehy FROM: Dermot J. Kelly, PE, PTOE
Dundee Properties, LLC DJK Associates, Inc.
PO Box 3099 6 Cameron Road
Andover, MA 01810 Andover, MA 01810
SUBJECT: 102 Peters Street REF: 822-Mem6-Parking
North Andover, MA
Parking Accumulation Study
DATE: August 22, 2013
Peak Parkinq Accumulation Study
On Wednesday August 21, 2013 a Peak Parking Accumulation Study was conducted between
7:00 and 9:00 AM at the Robins Nest Daycare facility located at 1608 Bridge Street, Dracut, MA.
This facility is similar to the Proposed Daycare facility to be located at 102 Peters Street in North
Andover, MA in the way the parking lot will operate. At both the existing Robins Nest Daycare
facility and the Proposed Daycare facility, parking for parental arrivals and departures occurs in
front of the building.
A total of 35 vehicles were observed to arrive at the Robins Nest Daycare facility during the two
hour study period between 7:00 and 9:00 AM, 3 staff vehicles and 32 parental vehicles. Fifty-
eight children were signed-in to the facility that day, 48 before 9:00 AM. A maximum of seven
vehicles were observed parked on-site between 7:00 and 9:00 AM. The seven vehicles were
observed on three occasions over a total of 5 minutes and 34 seconds. If the observed parking
data were adjusted to account for the proposed 39 children Daycare facility then the projected
peak parking demand would be 5 vehicles (39 projected children/58 children observed x 7
maximum observed vehicles = 5 maximum projected vehicles). In either case, a maximum of 5
or 7 vehicles parked on-site can easily be accommodated since the proposed facility has 11
parking spaces available on-site.
DJKDermot J. Kelly Associates, Inc.
Traffic Engineering/Transportation Planning
APPENDIX—Peak Parking Accumulation Study
8/22/13; 2 of 3
822-Memo6 w-Appendix
Robins Nest Daycare Date:Wednesday 8/21/2013
Parking Lot Turnover Study Time: 7:00am-9:00am
1608 Bridge Street PDI File#133483
Dracut, MA Client: DJK/D. Kelly
Client M 822
Robins Nest Daycare Parking Lot Turnover Study
Vehicle# Entered Lot Left Lot Delay Cars Notes
in sec. in Lot
1 7:00:00 AM 1 Staff
2 7:04:27 AM 7:08:24 AM 03:57 2
3 7:04:48 AM 7:08:07 AM 03:19 3
4 7:07:23 AM 7:08:54 AM 01:31 4
5 7:08:33 AM 7:11:03 AM 02:30 3
6 7:14:25 AM 2 Staff
7 7:15:35 AM 7:16:16 AM 00:41 3
8 7:16:02 AM 7:22:59 AM 06:57 4
9 7:19:12 AM 7:23:11 AM 03:59 4
10 7:22:18 AM 7:23:27 AM 01:09 5
11 7:24:25 AM 7:28:08 AM 03:43 3
12 7:27:31 AM 7:28:22 AM 00:51 4
13 7:33:07 AM 7:37:10 AM 04:03 3
14 7:34:50 AM 7:42:11 AM 07:21 4
15 7:36:53 AM 7:46:08 AM 09:15 5
16 7:36:54 AM 7:45:01 AM 08:07 6
17 7:40:21 AM 7:45:11 AM 04:50 6
18 7:40:41 AM 7:41:03 AM 00:22 7
19 7:43:57 AM 7:45:46 AM 01:49 7
20 7:48:19 AM 7:49:24 AM 01:05 3
21 7:53:33 AM 7:55:47 AM 02:14 3
22 7:53:52 AM 8:03:10 AM 09:18 4
23 7:59:30 AM 4 Staff
24 7:59:41 AM 8:09:03 AM 09:22 5
25 8:03:30 AM 8:07:54 AM 04:24 5
26 8:03:37 AM 8:21:40 AM 18:03 6
27 8:04:16 AM 8:09:54 AM 05:38 7
28 8:14:25 AM 8:34:24 AM 19:59 5
29 8:15:27 AM 8:16:03 AM 00:36 6
30 8:17:42 AM 8:21:18 AM 03:36 6
31 8:26:19 AM 8:29:47 AM 03:28 5
32 8:27:17 AM 8:29:24 AM 02:07 6
33 8:32:54 AM 8:41:13 AM 08:19 5
34 8:38:30 AM 8:39:37 AM 01:07 5
35 8:57:14 AM 8:59:32 AM 02:18 4
Total Vehicles (Staff& Parents): 35 Vehicles
Max.#of Parked Vehicles In Lot(Staff&Parents): 7 Vehicles
C:1A11 DJK Flles\Active Jobs\Job Word\822 Dundee,North Andover,MA\PDI\822-Dracut Peak Parking Accumulation Study.xlsx;8/22/2013
8/22/13; 3 of 3
822-Memo6 w-Appendix
Dermot J. K��Associates, Inc.
=��~= � Traffic Engineering/Transportation Planning
U Cameron Road
Andover, MAO181O
978-064-2205
MEMORANDUM
TO: Mr. Jeffrey Sheehy FROM: Dermot J. Kelly, PE' PTDE
Dundee Properties, LLC DJKAssociates, Inc.
PO Box 3OSS O Cameron Road
Andover, MA 01810 Andove[, MA 01810
SUBJECT: 102 Peters Street REF: 822-yWenO5
North Andover, W1A
Response toComment
DATE: August 14. 2013
This N?ornonaDdunn was prepared to respond to several Co[nrD8ntg raised at the last Planning
Board hearing which occurred oO August O. 2O13. The comments centered mn the impact ofthe
left turns entering the site at 102 Peters Street and the operational issue of available parking
located on site. In order to conservatively address the left turns entering the eika, the nnexirnu0 �
Site generated traffic was re-evaluated 800unliDg no sibling's arrivals/departures in a single �
vehicle, no carpooling and 100% occupancy of the preschool facility, i.e. each child is assumed
to arrive/depart the site in a single vehicle and all 39 children are assumed to attend the �
preschool facility each and every day. Additionally, traffic counts were CnDduCi8d at the Peters
GtreeVGe|enn Turnpike intersection and a queuing analysis was completed. In order to address
the peak on-site parking dernend, e peak parking accumulation study is scheduled to he �
�
completed ata similar preschool faoi|itvne)dVVedOa�day August 2O13 The' . . . �
Study will bo produced ina separate Memorandum.
Proposal
�
The proposed preschool facility will operate with e nnexmunn student population of 39 children
and 4 staff members, e ratio of 10 students to 1 staff member. The proposed preschool will
operate between 7:00 AM and 6:00 PM and follow the North Andover school system schedule in
terms of holidays and school closings. This preschool will function in m similar manner aa the
existing Building Blocks Prep Preschool located at 548 Clark Road in Tevvksbu[y. MA which is
owned and operated bv the proponent. �
Staff member arrivals will be spread out over the 7:00 AM to 8:30 AM time period with each
arrival occurring every 30 minutes or just prior to 7:00 AM, 7:30 AyW. 8:00 AM and 8:30 AM.
Student arrivals will also be spread out, but over longer time period between 7:00 AM and
9:00 AM or |a1e[. Up to ten children will arrive during each of the following 30 minute time
Dermot J. Kelly Amsoo�tes' Inc.
-- ~~ - � TraffioEngineehng/Trannportakon Planning
Mr, Jeffrey Sheehy
August 14. 2O13
Page
periods 7:00 & 7:30 AM, 7:30 & 8:OOAM, 8:00 & 8:30 AM and 8:30 & 9:00 AM. Within each 30
minute time periOd, parents will be assigned to a oodmin 5 to 10 minute period to arrive at the
site.
Similarly, the departure schedule will he spread out over a4 hour period between 2:00 PM and
O:OO PM with staff members deporting at approximately 5:00. 4:00' 5:00 and 0:00 PM.
Consequently, during each of the one hour time p8[|OdS. there will be approximately 1 staff
member exiting the site and approximately 10 students exiting the site.
Vehicle-Trip Generation Stud
One week of sign-in and sign-out data was obtained from the existing Tewksbury facility for the
week of August 21. 2012. During that week, the attendance varied from 26 to 34 children or
63% to 8396 of capacity. The sign-in/sign-out data is summarized in 15 minute periods during
the 7:00 to 9:00 AM and 4:00 to O:OO PM peak hours. The actual sign-in and sign-out data and
summary is reproduced in the appendix of this K8mnno[andUnn. The sign-in and sign-out data on
the peak day` Tuesday August 28. 2012. was increased by 14.7% (34 children x 1.147 = 59
children) to onCnUn\ for 100% occupancy and to determine the maximum peak hour tnaOiC
generation which assumes 100% 0CCUp8noy and one child per vehicle (i.e. no two or more
siblings in one vehicle and DDca[poo|inQ). Two staff members are assumed to arrive during the
morning peak hour and two staff members are assumed to depart the site during the evening
peak hour in their nvvn vehicles. During the morning pnoh hour, the proposed project would
generate 4OvehiC|o-tripn/hourk/ph\ with 21 vph aDks[ing and 19 vph exiting. Similarly, during
the evening peak hour, the proposed project vvou|dgenmrate13xpheDteringand15vphemitin0,
Daily traffic was assumed to be 180 vehicle-trips with 156 children vehicle-trips (4 vehicle-
trips/child x 39 children), 8 staff vehicle-trips (2 vehicle-trips/staff X 4 staff members) and 10
miscellaneous vehicle-trips (2 vehicle-trips/miscellaneous purpose x 8 miscellaneous purposes),
Table 1 summarizes the peak-hour and daily project-generated traffic volumes for the proposed
preschool facility.
vnmnn; umwz
oaz'Moms,+xppend|x
Dermot J. Kelly Assoo�tea, Inc.
°=���� � Traffic Engineering/Transportation Planning
Mr. Jeffrey Sheehy
August 14. 2O13
Page
TABLE
VEHICLE-TRIP GENERATION SUMMARY
39 Students/
Time Period/ 4 Staff Member
Travel Direction of Preschool F i|i
Weekday Morning
Peak Hour
Entering (vph) a 21
Exiting (vph) �9
Total(vph) 40
Weekday Evening
Peak Hour
Entering (vph) 13
Exiting (vph) 15
Total(vph) 28
Daily Traffic
Entering vpd) b QO �
�
Exiting (vJd) 98
Tota| (vpd) 180 �
a vph=vehicle-trips per hour. �
b
vpm=vehicle-trips per day. �
�
A Queuing Analysis was oO[no|etmd along the eastbound Peters Street approach to the Peters
Street/Salem Turnpike signalized intersection. The though/right turn lane generally queues from
the Turnpike Street intersection past the Site Drive an a rolling queue which may clear for one'
two or three minutes but then fills Up again to correspond t0 the traffic signal cycle changes at
the intersection. Occasionally (4 times during each of the 7toQAM and 4to0PM time periods)
the queue would clear for more than o 5 minute time period. The left turn lane only queued up
to the site drive ODma during the evening peak hour. The level of service oDa|ySiS contained in
the appendix of this Memorandum supports this observation. Given the number of maximum �
projected left turns entering the site, 11 vph during the morning peak hour and O vph during the �
�
evening peak hour, the following Alternative Mitigation Measures were developed for the
Planning Board to consider for this project.
�
809/13; 3 of42
moz'Mrmsp+Appondix
Dermot J. KeUy Associates, Inc.
-- �~ � � Traffic Engineering/Transportation Planning
Mr. Jeffrey Sheehy
August 14. 2O13
Page
Alternative Mitigation Measures
Based on the above described analysis, additional mitigation measures were developed for the
proposed project which one graphically shown on the enclosed Alternative Mitigation K8easUnam
Plan and are summarized below:
1. |OataU a D[> NOT BLOCK INTERSECTION sign /MUTCD reference # RIO-7) in
advance of the intersection of the project Site Drive along Peters Street facing
eastbound traffic;
.
2. Install DO NOT BLOCK pavement markings on Peters Street in the eastbound lane
adjacent to the Site Drive (similar to pavement markings Doted on BVl Street opposite
High Street in Andover, MA) and
3. Modify the exiting Double Yellow Centerline (DYCL) pavement marking such that the
westbound travel is wider which will encourage entering left turns to move over in a
southerly direction providing a greater area for westbound through vehicles to pass on
the right.
The proponent is willing to construct any and all of the above Alternative Mitigation Measures
subject to the proposed project n3C8iViOg any and all permits and approvals to CODSt[UCt and
occupy the proposed project as well as the Mitigation Measures that are requested by the
Planning Board.
�
8N9M3; 4of42
822+wom5 w*ppenmx
DJKDermot J. Kelly Associates, Inc.
Traffic Engineering/Transportation Planning
Mr. Jeffrey Sheehy
August 14, 2013
Page 5
APPENDIX
1. Daily Sign-In and Sign-Out Summary and Data
2. Traffic Volume Data
3. Level-of-Service and Queuing Analysis
4. Alternative Mitigation Measures Plan
8/19/13; 5 of 42
822-Mem5 w-Appendix
APPENDIX A—Daily Sign-In and Sign-Out Summary and Data
8/19/13; 6 of 42
822-Mem5 w-Appendix
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0 %/%////��%/,/G • r ,./���h4 „J. p „i,�v�� k"� yr,/� ���},S ��/M r
N/S: Salem Turnpike (Route 114) ;251 PRECISION File Name 133473 A
E/W: Peters St./ Peters St. (Route 133) D A T A Site Code 822
City, State:North Andover,ATA INDUSTRIES,LLC Start Date 8/13/2013
P. Box301 , A
Client: DJK Associates /D. Kelly Office O.:508.481.3999 Berlin FaxM:508.5401503 51234 Page No 1
Email:datarequests@pdillc,com
Groups Printed.Cars Heavy Vehicles
Salem Turnpike(Route 114) Peters Street Salem Turnpike(Route 114) Peters Street(Route 133)
F- From North From East From South From West
Start Time Thru Left I U--Turns -Right -Thru-F Left I U-Turns Right Thru Left -T Right t Thru Left j U-Turns Int.Total
_IL_J_ [�- --- _Uu_rrs_____ ..... _
07:00 AM 3 200 14 0 28 31 1 0 2 134 20 0 32 22 1 0 488
07:15 AM 2 195 12 0 22 52 4 0 1 186 46 0 55 25 3 0 603
07:30 AM 6 213 11 0 24 35 1 0 2 160 33 0 43 19 2 0 549
07:45 AM 2 155 18 0 30 78 8 0 2 115 35 0 55 31 4 0 533
Total 13 763 55 0 104 196 14 0 7 595 134 0 185 97 10 0 2173
08:00 AM 8 189 17 0 26 47 10 0 3 205 60 0 35 36 6 0 642
08:15 AM 6 202 14 0 29 66 10 0 5 204 59 0 56 33 10 0 694
08:30 AM 5 201 11 0 19 45 12 0 1 172 61 0 46 56 10 0 639
08:45 AM 7 170 16 0 20 61 12 0 2 163 52 0 47 45 12 0 607
Total 26 762 58 0 94 219 44 0 11 744 232 0 184 170 38 0 2582
Grand Total 39 1525 113 0 198 415 58 0 18 1339 366 0 369 267 48 0 4755
Apprch% 2.3 90.9 6.7 0 29.5 61.8 8.6 0 1 77.7 21.2 0 53.9 39 7 0
Total% 0.8 32.1 2.4 0 4.2 8.7 1.2 0 0.4 28.2 7.7 0 73 5.6 1 0
Cars 39 1445 98 0 186 407 54 0 16 1265 351 0 359 253 44 0 --------4-5-17-
%Cars 100 94.8 86.7 0 93.9 98.1 93.1 0 88.9 94.5 95.9 0 97.3 94.8 91.7 0 95
Heavy Vehicles 6 80 15 0 12 8 4 0 2 74 15 0 10 14 4 4 0 238
%Heavy Vehicles 0 5.2 13.3 0 6.1 1.9 6.9 0 11.1 5.5 4.1 0 2.7 5.2 8.3 0 5
--------------
Salem Turnpike(Route 114) Peters Street Salem Turnpike(Route 114) Peters Street(Route M-)
From North From East From South
I From Wes
Start Time Right Thru Left UJ-s Right Thru Le U-T-s App.Taal Right TN. Ld U-T-- App
Tow Right Thru Left ,-T-,s App.-r.wi Int.Total
Peak Hour Analysis From 07:00 AM to 08:45 AM-Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 8 189 17 0 214 26 47 10 0 83 3 205 60 0 268 35 36 6 0 77 642
08:15 AM 6 202 14 0 222 29 66 10 0 105 5 204 59 0 268 56 33 10 0 99 694
08:30 AM 5 201 11 0 217 19 45 12 0 76 1 172 61 0 234 46 56 10 0 112 639
08:45 AM 7 170 16 0 193 20 61 12 0 93 2 163 52 0 217 47 45 12 0 104 607
Total Volume 26 762 58 0 846 94 219 44 0 357 11 744 232 0 987 184 170 38 0 392 2582
%App,Total 3.1 90.1 6.9 0 26.3 61.3 12.3 0 1_.1_75.4 23.5 0 46.9 43.4 9.7 0
PHF .813 .943 .853 .000 .953 .810 .830 .917 .000 .850 .550 .907 .951 .000 .921 .821 .759 392 .000 .875 .930
Cars 26 720 51 0 797 91 215 43 0 349 10 704 224 0 938 179 163 35 0 377 2461
%Cars 100 94.5 87.9 0 94.2 96.8 98.2 97.7 0 97.8 90,9 94.6 96,13 0 95.0 97.3 95.9 92.1 0 96.2 95.3
Heavy Vehicles 0 42 7 0 49 3 4 1 0 8 1 40 8 0 49 5 7 3 0 15 121
%Hewy Wvd s 0 5.5 12.1 0 5.8 3.2 1.8 2.3 0 2.2 9.1 5.4 3.4 0 5.0 2.7 4.1 7.9 0 3.8 4.7
8/19113; 8 of 42
822-Mem5 w-Appendix
N/S: Salem Turnpike (Route 114) ;a PRECISION File Name 133473 A E/W: Peters St./ Peters St. (Route 133) D A T A Site Code : 822
City,State: North Andover,NIA INDUSTRIES,LLC Start Date 8/13/2013
RO.Box3Ol , A
Client: DJK Associates / D. Kelly Office:508,481.3999 Betlin FaxM:508,5401503 51234 Page No 1
Email:datarequests@pdillc.com
roups Printed-Cars-- ule 1-1
Turnpike -1 Saaiem Turnpike(Route 4) Peters Street(Route 133)
Salem rnpike(Route 14) Peters Street
From North From East From South From West
Right-r- hru=--Geft=U-Turm-s -Right eft UjunsRght�Thru_t.......L�U-Tus Right ThrU_ Left I nt.Total I
07:00 AM 3 189 12 0 24 31 1 0 2 128 19 0 30 20 1 0 460
07:15 AM 2 186 10 0 20 50 4 0 1 176 44 0 54 23 3 0 573
07:30 AM 6 202 9 0 24 35 0 0 1 148 31 0 42 18 1 0 517
07:45 AM 2 148 16 0 27 76 6 0 2 109 33 0 54 29 4 0 506
Total 13 725 47 0 -95 ---192 11 ---0-6 6-61 127 0 180 90 9 0 200'56
08:00 AM 8 176 14 0 25 45 10 0 3 196 57 0 35 35 6 0 610
08:15 AM 6 194 13 0 28 65 10 0 4 194 57 0 55 32 9 0 667
08:30 AM 5 190 8 0 19 45 12 0 1 161 60 0 44 53 9 0 607
08:45 AM 7 160 16 0 19 60 11 0 2 153 50 0 45 43 11 0 577
Total 26 720 51 0 91 2 15 43 0- 1-0 70-4 224 0 179 163 35 0 2461
Grand Total 39 1445 98 0 116 407 54 0 16 1265 351 0 159 253 44 0 4517
Apprch% 2.5 91.3 6.2 0 28.7 62.9 8.3 0 1 77.5 21.5 0 54.7 38.6 6.7 0
Total% 0.9 32 2.2 0 4.1 9 1.2 0 0.4 28 7.8 0 7.9 5.6 1 0
--peters-street ---- Salem Turnpike(Route:1 1;4)p Peters Street(Route 133)
-1 From East From South From West
Salem Turnpike-(Route 1-1-4f
From North
Left U-T
-LeftT-u-T---T--�;,-T-t.j A Thm Left 'p,T Right Thlu LeRTU-Tu App.T.N] F�iqtit hw�uLe A p.T.t.] int.
"ght
A,
Right
Total
_F
St. T App.T0.1
Peak Hour Analysis From 07:00 AM to 013,45 AM-Peak I of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 8 176 14 0 198 25 45 10 0 80 3 196 57 0 256 35 35 6 0 76 610
08:15 AM 6 194 13 0 213 28 65 10 0 103 4 194 57 0 255 55 32 9 0 96 667
08:30 AM 5 190 8 0 203 19 45 12 0 76 1 161 60 0 222 44 53 9 0 106 607
08:45 AM 7 160 16 0 183 19 60 11 0 90 2 153 50 0 205 45 43 11 0 99 577
Total Volume 26 720 51 0 797 -9-1 2-15 43 0 349 10 704 224 0 938 179 163 35 0 377 2461
%App,Total 3.3 90.3 6.4 0 26.1 61.6 12.3 0 1.1 75.1 23.9 0 47.5 43.2 9.3 0 --
PHF .813 .928 .797 .000 .935 .813 .827 .896 .000 .847 .625 .898 .933 .000 .916 .814 .769 .795 .000 .889 _922
8/19113; 9 of 42
822-Mem5 w-Appendix
N/S: Salem Turnpike (Route 114) PRECISION S, File Name 133473 A
E/W: Peters St./ Peters St. (Route 133) D A T A Site Code 822
City,State: North Andover, Uk INDUSTRIES,LLC Start Date 8/13/2013
PO.Box301 Berlm,MA 01503
Client: DJK Associates / D. Kelly Office:508A813999 Fax:508.545.1234 Page No 1
Email:datarequests@pd)[1c.com
Groups Printed-Heavy Vehicles
Salem Turnpike(Route 114) Peters Street Salem Turnpike(Route 114) Peters Street 1-33) ----
i From North From East From South From West
=St.,t=,.. —Al-ght Thru Left --(T—Turns R[g-htF—ThrU I Left I U-Tw-n—s --.-R'9-hfT—Thrul-- Left 1 0--furns - Right TiTru Lei --G--Turns —in-F-Total I
-6-- 0 0 6 ---—10_ 2 2 0 —0 28
07:00 AM 0 11 2 0 4 0
07:15 AM 0 9 2 0 2 2 0 0 0 10 2 0 1 2 0 0 30
07:30 AM 0 11 2 0 0 0 1 0 1 12 2 0 1 1 1 0 32
07:45 AM 0 7 2 0 3 2 2 0 0 6 2 0 1 2 0 0 27
Total 0 38 8 0 ------0-—1 34 7 0 5 7 1 0 117
08:00 AM 0 13 3 0 1 2 0 0 0 9 3 0 0 1 0 0 32
08:15 AM 0 8 1 0 1 1 0 0 1 10 2 0 1 1 1 0 27
08:30 AM 0 11 3 0 0 0 0 0 0 11 1 0 2 3 1 0 32
08:45 AM 0 10 0 0 1 1 1 0 0 10 2 0 2 2 1 0 30
Total 0 42 7 0 3 4 1 01-40 8 0 5 7 3 0 121
Grand Total 0 80 15 0 12 8 4 0 2 74 15 0 10 14 4 0 238
Apprch% 0 842 16. 1 15.8 0 50 33.3 7 0 2.2 81.3 6.5 0 35.7 50 14.3 0
Total% 0 33.6 6.3 0 5 3.4 1.7 0 U 31.1 6.3 0 4.2 5.9 1.7 0
------
Salem Turn—pike(Route 114) Peters Street —Salem Turnpike(Route 114) Peters Street(Route 133)
From North From East From South From West
Start rJ�1�mFneRighfj::Mru--Left1 u—T.—JAAp:p:T.:j.�iRigN_L�ru �tj--�u--T—ApT.Ij-_�-- Lw-�FU—Jul-z-�.�T-�-' R6 I int.Total
Peak Hour Analysis Fromb-7:00 AM to 66-.45A—MPeak-1-of 1
Peak Hour for Entire Intersection Begins at 07:15 AM
07:15 AM 0 9 2 0 11 2 2 0 0 4 0 10 2 0 12 1 2 0 0 3 30
07:30 AM 0 11 2 0 13 0 0 1 0 1 1 12 2 0 15 1 1 1 0 3 32
07:45 AM 0 7 2 0 9 3 2 2 0 7 0 6 2 0 8 1 2 0 0 3 27
08:00 AM 0 13 3 0 16 1 2 0 0 3 0 9 3 0 12 0 1 0 0 1 32
Total Volume 0 40 9 0 49 6 6 3 0 1-5-—1-37 - 9 0 47 3 6 1 0 10 121
%-A-pp.Total -- 0 81.6-- 18.4 ----0 40 40 20 0 2.1 78.7 19.1 0 30 60 10 0
PHF .000 .769 .750 .000 .766 .500 .750 .375 .000 536 .250 .771 .750 .000 .783 .750 .750 .250 .000 .833 ..945-
8/19/13; 10of42
822-Menn5 w-Appendix
I
N/S: Salem Turnpike (Route 114) ?�Ws PRECISION File Name 133473 A
E/W: Peters St./ Peters St. (Route 133) D A T A Site Code 822
City,State: North Andover,MA INDUSTRIES,LLC Start Date : 8/13/2013
P.O.Box 30 1 BeTlMA 01503 Page No : I
Client: DJK Associates /D. Kelly Office:508.481,3999 Fax:508.545,1234
Email:datarequests@pdillc.com
Groups Printed-Peds and Bicycles
--s-ale-im'Turnpike(Route 114) Peters Street Salem Turnpike(Route 114) Peters Street(Route 133)
From North From-East From South From West
Sia Time Right 1- Thru I Left I Peds Right Thru Left L Peds RigqLL Thru L Left —Peds Right Thru Left Peds Ift.-TotK
07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1
08:15 AM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1
08:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:45 AM 0 0 0 0 0 0 0 1 00 0 0 0 0 0 0 1
Total 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 3
Grand Total 1 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 3
10
Apprch% 0 0 0 0 0 0 0 100 0 0 0 0 0 0 0 0
Total% 0 0 0 0 0 0 0 661 0 0 0 0 0 0 0 33.3
Salem Turnpike(Route 114) Peters Street Salem Turnpike(Route 114) Peters Street(Route 133)
From North From East From South From West
Start Time R�-j Thru I Left I Pecls� Rig Left Peds App,TOW Right Thlu Wt P-ds App.T.W Right I Thru-T—Le I Peds Ap�TWI Int.Total
E L _h�ru
Peak Hour Analysis From 07:00 AM to 08:45 AM-Peak 1 of I
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1
08:15 AM 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 1
08:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:45 AM 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 1
Total Volume 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0 0 0 0 1 1 3
%App.Total 0 0 0 0 0 0 0 100 --- 0------00 0 0 0 0 100
PHF .000 .000 .000 .000 .000 .000 .000 .000 .500 .500 .000 .000 .000 .000 .000 .000 .000 .000 .250 250 .750
8/19/13; 11 of 42
822-Mern5 w-Appendix
N/S: Salem Tumpike (Route I 14) File Name 133473 A
PRECISION
E/W: Peters St./ Peters St. (Route 133) D A T A Site Code 822
City,State: North Andover,MA INDUSTRIES,LLC Start Date 8/13/2013
PO.Box301 BerIm,MA 01503
Client: DJK Associates / D. Kelly Office:508.481,3999 Fax:508.545.1234 Page No 1
Email:datarequests@pdillc,com
Salem Turnpike Peters Street Salem Turnpike(Route 114) ------- Peters Street(Route
From North From East From South From West
_R Right I Thru F Leklu�_TuEA::P;_=T.t.1
Right U-Tu,Y,s I App.Tow Right Thru-1 Left I UJ�T App I I htj T Leftj L,_T� Int.Total
Peak Hour Analysis From 07:00 AM to 08:45 AM-Pealk I of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 8 189 17 0 214 26 47 10 0 83 3 205 60 0 268 35 36 6 0 77 642
08:15 AM 6 202 14 0 222 29 66 10 0 105 5 204 59 0 268 56 33 10 0 99 694
08:30 AM 5 201 11 0 217 19 45 12 0 76 1 172 61 0 234 46 56 10 0 112 639
08:45 AM 7 170 16 0 193 20 61 12 0 93 2 163 52 0 217 47 45 12 0 104 607
Total Volume 26 762 58 0 846 94 219 44 0 357 11 744 M 0 987 184 170 38 0 392 2582
%App.Total 3.1 90.1 6.9 0 26.3 61.3 12.3 0 1.1 75.4 23.5 0 46.9 43.4 9.7 0
PHF .813 .943 .853 000 .953 .810 .830 .917 .000 .850 .550 .907 .951 .000 .921 .821 759 .792 .000 .875 .930
Cars 26 720 51 0 797 91--215 43 0 349 10 704 224 0 938 179 163 35 0 377 2461
%Cars 100 94.5 87.9 0 94.2 96.8 982 97.7 0 97.8 90.9 94.6 96.6 0 95.0 97,3 95.9 92.1 0 96.2 95.3
Heavy Vehicles 0 42 7 0 49 3 4 1 0 8 1 40 8 0 49 5 7 3 0 15 121
%Heavy Vehicles 0 5.5 12.1 0 5.8 3.2 1.8 2,3 0 2.2 9.1 5.4 3.4 0 5.0 2.7 4.1 7.9 0 3.8 4.7
Salern Turnpike(Route 114)
O_ut In Total
1627
95
1722
261 720
9 4?
1 261 7621 581 0]
Right Thru Left U-Turns
I'
-----------
Peak Hour Data
FN M Mom,
0
w o North 41-N
(D
Peak Hour Begins at 08:00 A F5
C' c' _t' zf;
cjj
c'
Cars r 0
Heavy Vehicles
ro
E2 0 -- C
5 000
0
C
3
4-1 T F+
Left Thru Right -Turns
224� 704 10 0
8 40 1 0
1 2321 744_ 11 0
942 � 938 1880 8
4 49 1 971
990
990 987 1977
Out In Total
Salem Jurnpike(Route 114)
8/19/13; 12 of 42
822-Mem5 w-Appendix
N/S: Salem Turnpike (Route 114) PRECISION File Name 133473 AA
E/W: Peters St./ Peters St. (Route 133) D A T A Site Code 822
City, State: North Andover,NIA INDUSTRIES,LLC Start Date 8/13/2013
RO.Box301 Berlm,MA 01503
Client: DJK Associates /D. Kelly Office:508,481.3999 Fax;508.545.1234 Page No 1
Einail:datareque,ts@pdillc.com
Groups Printed.Cars-Heavy Vehicles -------
Salem Turnpike(Route 114) Peters Street Salem Turnpike(Route 114) Peters Street(Route 133)
From North From East From South From West
Start lime Right l Thru Left U-Turns Right Thru I Left L__U-Turns
-Right Thru [eft I ms Right I Thru I Left t,_U-Turns Int.Total]
04:00 PM 9 170 42 0 37 44 13 0 5 226 43 0 32 52 12 0 685
04:15 PM 12 164 53 0 45 44 6 0 7 202 41 0 42 48 14 0 678
04:30 PM 10 174 51 0 36 41 8 0 7 268 47 0 45 55 24 0 766
04:45 PM 6 152 38 0 46 48 14 0 5 244 41 0 56 58 15 0 723
Total 37 660 184 0 164 177 41 0 24 940 172 0 175 213 65 0 2852
05:00 PM 13 167 42 0 44 42 15 0 14 249 51 0 61 59 17 0 774
05:15 PM 3 176 50 0 44 43 10 0 10 240 41 0 60 88 10 0 775
05:30 PM 5 159 41 0 35 35 14 0 10 262 55 0 67 75 23 0 781
05:45 PM 8 171 48 0 54 38 14 0 15 246 41 0 50 69 14 0 768
Total 29 673 181 0 177 158 53 0 49 997 188 0 238 291 64 0 3098
Grand Total 66 1333 365 0 341 335 94 0 73 1937 360 0 413 504 129 0 5950
Appi-ch% 17 75.6 20.7 0 44.3 43,5 12.2 0 3.1 81.7 15.2 0 39.5 48.2 12.3 0
Total% 1.1 22.4 6.1 0 5.7 5.6 1.6 0 1.2 32.6 6.1 0 6.9 8.5 2.2 0-
Cars 65 1300 358 0 328 327 94 0 73 1899 358 0 404 501 126 0 5833
%Cars 98.5 97.5 98.1 0 96.2 97.6 100 0 100 98 99.4 0 97.8 99.4 97.7 0 98
Heavy Vehicles 1 33 7 0 13 8 0 0 0 38 2 0 9 3 3 0 117
%Heavy Vehicles 1.5 2.5 1.9 0 3.8 2.4 0 0 0 2 0.6 0 22 0.6 2.3 0 2
Salem Turnpike(Route 114) Peters Street Salem Turnpike(Route 114) Peters Street(Route 133)
From North L From East From South From West
St. Time Thru I Left I U-TuI App.Total I Right Thru I Left I u. I Right I Thw I LOL_��__Turns Total Right I Thru I Left u-Torna I Apo.Total Int.Total
Peak Hour Analysis From 04:00 PM to 05:45 PM-Peak 1 of 1
Peak Hour for Entire Intersection Begins at 05:00 PM
05:00 PM 13 167 42 0 222 44 42 15 0 101 14 249 51 0 314 61 59 17 0 137 774
05:15 PM 3 176 50 0 229 44 43 10 0 97 10 240 41 0 291 60 88 10 0 158 775
05:30 PM 5 159 41 0 205 35 35 14 0 84 10 262 55 0 327 67 75 23 0 165 781
05:45 PM 8 171 48 0 227 54 38 14 0 106 15 246 41 0 302 50 69 14 0 133 768
Total Volume 29 673 181 0 883 177 158 53 0 388 49 997 188 0 1234 238 291 64 0 593 3098
%App.Total 3.3 76.2 20.5 0 45.6 403 13.7 0 - 4 80.8 15.2 0 40.1 49.1 10.8 0
PHF .558 .956 .905 .000 .964 .819 .919 .883 .000 .915_�817 .951 .855 .6-0-0 .43 .888 .827 .696 .000 .898 .992
Cars 28 655 V 8-0 861 172 155 53 0 380 49 988 187 0 1224 231 290 62 0 583 3048
%Cars 96.6 97.3 983 0 97.5 97.2 98.1 100 0 97.9 100 99.1 99.5 0 99.2 97.1 99.7 96.9 0 98.3 98.4
Heavy Vehicles 1 18 3 0 22 5 3 0 0 8 0 9 1 0 10 7 1 2 0 10 50
%HYvahlalas 3.4 2.7 1.7 0 2.5 2.8 1.9 0 0 2.1 0 0.9 0.5 0 0.8 2,9 0.3 3.1 0 1.7 1.6
8/19/13; 13 of 42
822-Mem5 w-Appendix
NIS: Salem Turnpike (Route 114) rQ PRECISION File Name : '133473AA
E/W: Peters St./ Peters St. (Route 133) D A T A Site Code : 822
City,State: North Atidover,NU INDUSTRIES,LLC µ Start Date 8/13/2013
PO.Box3ol fer ,MA 013
Client: DJK Associates I D. Kelly Office:508.481.399911 ax:508.55045.1234 Page No I
Email:claterequests@iodflic,com
Groups Printed-Cars
Salem Turnpike-(Route 114) Peters Street Salem----------
Salem (Route 114) Peters Street(Route 133)
From North From East From South From West
rt Time Right I Thru I Left U-:[iums Left -UT.rq- Right Thru ns Rightl Thru I Left I U-Turns Int.
04:00 PM 9 166 41 0 34 41 13 0 5 219 42 0 30 52 12 0 664
04:15 PM 12 161 51 0 43 43 6 0 7 194 41 0 42 47 14 0 661
04:30 PM 10 171 51 0 36 41 8 0 7 262 47 0 45 55 24 0 757
04:45 PM 6 147 37 0 43 47 14 0 5 236 41 0 56 57 14 0 703
Total 37 645 180 0 156 172 41 0 24 9-11 171 0 173 211 64 0 2785
05:00 PM 12 160 42 0 43 42 15 0 14 247 50 0 60 59 17 0 761
05:15 PM 3 171 49 0 42 42 10 0 10 239 41 0 58 88 10 0 763
05:30 PM 5 156 41 0 34 33 14 0 10 257 55 0 64 74 22 0 765
05:45 PM 8 168 46 0 53 38 14 0 15 245 41 0 49 69 13 0 759
Total 28 655 178 0- 172 155 53 0 49 187 0 231 290 62 0 3048
Grand Total 65 1300 358 0 328 327 94 0 73 1111 358 0 404 501 126 0 5133
Appirch% 3.8 75.4 20.8 0 43.8 43.7 12.6 0 3.1 81.5 15.4 0 39.2 48.6 12.2 0
Total% 1.1 22.3 6.1 0 5.6 5.6 1.6 0 1.3 32.6 6.1 0 6.9 8.6 2.2 0
Salem Turnpike(Rot Peters Street
Salem Turnpike(Route Pe tars re (Route
From North From East From South From West
Start Time Right 1 Thru 1 Left_r- [Jmu�eeft i7i'm 1 Left U-Tm
Peak Hour Analysis From 04:00 PM to 05:45 PM-Peak 1 of I s App.To.] U-T--t App.T.Ul nt.Total
Peak Hour for Entire Intersection Begins at 05:00 PM
05:00 PM 12 160 42 0 214 43 42 15 0 100 14 247 50 0 311 60 59 17 0 136 761
05:15 PM 3 171 49 0 223 42 42 10 0 94 10 239 41 0 290 58 88 10 0 156 763
05:30 PM 5 156 41 0 202 34 33 14 0 81 10 257 55 0 322 64 74 22 0 160 765
05:45 PM 8 168 46 0 222 53 38 14 0 105 15 245 41 0 301 49 69 13 0 131 759
Total Volume 28 655 178 0 861 172 155 53 0 380 49 988 187 0 1224 231 290 62 0 583 3048
%App.Total 3.3 76.1 207 0 45.3 40,8 13.9 0 4_80.7 15.3 0 39.6 49.7 10.6 0
PHIF .583 .958 .908 .000 .965 .811 .923 .883 .000 .905 817 .961 .850 .000 .950 .902 .824 .705 .000 M1 .996
8/19/13; 14 of 42
822-Mem5 w-Appendix
N/S: Salem Turnpike (Route 114) ;251 File Name
133473 AA
PRECISION
E/W: Peters St./ Peters St. (Route 133) D A T A Site Code 822
City,State: North Andover,IvLk INDUSTRIES,LLC Start Date 8/13/2013
RO.Box301 BerlinMA 01503
Client: DJK Associates / D. Kelly Office;508.481.3999 Fax:508,545.1234 Page No 1
cmail:datareque5ts@pdillc.com
Groups Printed-Heavy Vehicles
Salem Turnpike(Route 114) Peters Street Salem Turnpike(Route 114) Peters Street(Route 133)
From North -From East From South R� From West
�=Ste ime---------RLght_L_ Thruj__Left I U-Turns Rightr— T ------ Left I U-Turns Right-L -Turns Right Left t__U-Turns
04:00 PM 0 4 1 0 3 3 0 0 0 7 1 0 2 0 0 0 21
04:15 PM 0 3 2 0 2 1 0 0 0 8 0 0 0 1 0 0 17
04:30 PM 0 3 0 0 0 0 0 0 0 6 0 0 0 0 0 0 9
04:45 PM 0 5 1 0 3 1 0 0 0 8 0 0 0 1 1 0 20
Total 0 15 4 0 8 5 0 0 0 29 1 0 2 2 1 0 67
05:00 PM 1 7 0 0 1 0 0 0 0 2 1 0 1 0 0 0 13
05:15 PM 0 5 1 0 2 1 0 0 0 1 0 0 2 0 0 0 12
05:30 PM 0 3 0 0 1 2 0 0 0 5 0 0 3 1 1 0 16
05:45 PM 0 3 2 0 1 0 0 0 0 1 0 0 1 0 1 0 9
Total 1 18 3 0 5 3 0 0 0 9 1 0 7 1 2 0 50
Grand Total 1 33 7 0 13 8 0 0 0 38 2 0 9 3 3 0 117
o
Apprc h o 2.4 80.5 17.1 0 61.9 38.1 0 0 0 95 5 0 60 20 20 0
Total% 0.9 28.2 6 0 11.1 6.8 0 0 0 32.5 1.7 0 7.7 2.6 2.6 0
Salem Turnpike(Route 114) Peters Street Salem Turnpike(Route Peters Street(Route 133)
From North I From East From South
-- I — tFrom West
Start ,Tuns App�n Right Thru Left UJuns App Tob] Right Thru �U-Tu—��rp�T.w w Right Tit
App.Total L--1 n
tTotall
Peak Hour Analysis From 04:00 PM to 05:45 PM-Peak I of 1
Peak Hour for Entire Intersection Begins at 04:00 PM
04:00 PM 0 4 1 0 5 3 3 0 0 6 0 7 1 0 8 2 0 0 0 2 21
04:15 PM 0 3 2 0 5 2 1 0 0 3 0 8 0 0 8 0 1 0 0 1 17
04:30 PM 0 3 0 0 3 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 9
04:45 PM 0 5 1 0 6 3 1 0 0 4 0 8 0 0 8 0 1 1 0 2 20
Total Volume 0 15 4 0 19 8 5 0 0 13 0 26 1 0 30 2 2 1 0 5 67
%App.Total 0 78.9 21.1 0 61.5 38.5 0 0 0 96.7 3.3 0 -- 40 40 20 0
PHF .000 .750 .500 .000 .79-2—t.667 .417 .000 .000 .542 .000 .906 .250 .000 .938 .250 .500 .250 .000 .625 —.768
8/19/13; 15 of 42
822-Mern5 w-Appendix
raN/S: Salern"fumpike (Route 114) 1 File Narrie 133,473 AA
PRECISION
E/W: Peters St./ Peters St. (Route 133) D A T A Site Code 822
City,State: North Andover,NLk INDUSTRIES,LLC - Start Date 8/13/2013
PO.Eicrx3in Berlin,MA 01503
Client: DJK Associates /D. Kelly Office:508.481.3999 Fax:508.545.1234 Page No I
Email:datarequests @pdillc.com
Groups_Printed-Peds and Bicycles
Salem Turnpike(Route 114) Peters Street Salem Turnpike(Route 114) Peters Street(Route 133)
From North From East From South From West
St6:,17 me h Peds Right Left I Facts —R-Tqqh`tT---Thruj---- Left I Peds Right Peds Int.Total
_L�Js -—----------------
04:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:15 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
04:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 o b o— o 0 0 0 1 0 0 0 0 0 0 1
05:00 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 2
05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2
Tota 1 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 3 5
Grand Total 1 0 0 0 1 0 0 0 0 0 1 0 0 0 1 0 3 6
Appirch% 0 0 0 100 0 0 0 0 0 100 0 0 0 25 0 5
Total% 0 0 0 16.7 0 0 0 0 0 16.7 0 0 0 16.7 0 50
Salem—Turnpike(Route 114) Peters Street Salem Turnpike(Route 114) Peters Street ------
From North From East From South From West
gg ht-t App. fight 1 u Left Peds App.T Tn t7 Total
E�Aar:—fff.:e�Rj--Thr�Ped s I App,Total F6 g h t U_L Left Feels R Fhrul LO P�d�
Pea'Hour Analysis From 04:00 PM to 05:45 PM-Peak 1 of I TWL------- _ _
Peak Hour for Entire Intersection Begins at 05:00 PM
05:00 PM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 2
05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 2
Total Volume 0 0 0 1 1 --oo 0 0 0 0 0 0 0 0 0 1 0 3 4 5
%App.Total 0 0 0 100 0 0 0 0 0 0 0 0 0 25 0 75
PHF .000 .000 .000 .250 .250 .000 .000 .000 .000 .000 .000 .000 .000 MO MID .000 .250 .000 .375 .500 .625
8119/13; 16 of 42
822-Mem5 w-Appendix
N/S: Salem Turnpike (Route 114) 51 File Name : 133473AA
PRECISION
E/W: Peters St./ Peters St. (Route 133) D A T A Site Code 822
City,State: North Andover,MA INDUSTRIES,LLC Start Date 8/13/2013
RO.13ox3l ,MA 01503
Client: DJK Associates /D. Kelly Office:508.4810.3999 Berlin Fax:508.545.1234 Page No 1
Email:datareque,ts@pdillc.corn
Salem-turnpike(Route I Peters Street Salem Turnpike(Route 114) Peters Street(Route 133)
From North From East From South From West
Start Time Right I Thru I Left I u-junsL_App,Total L Right j__Thru I Left U-Tunis F App,Total I Right E:�� Uft I U-T,- App. Right I Thru I Left L�Ljums I App.Total Int.Total
Peak Hour Analysis From 04:00 PM to 05:45 PM-Peak 1 of 1
Peak Hour for Entire Intersection Begins at 05:00 PM
05:00 PM 13 167 42 0 222 44 42 15 0 101 14 249 51 0 314 61 59 17 0 137 774
05:15 PM 3 176 50 0 229 44 43 10 0 97 10 240 41 0 291 60 88 10 0 158 775
05:30 PM 5 159 41 0 205 35 35 14 0 84 10 262 55 0 327 67 75 23 0 165 781
05:45 PM 8 171 48 0 227 54 38 14 0 106 15 246 41 0 302 50 69 14 0 133 768
Total Volume 29 673 181 0 883 177 158 53 0 388 49 997 188 0 1234 238 291 64 0 593 3098
%App.Total 33 76.2 20.5 0 45.6 40.7 13.7 0 4 80.8 15.2 0 40.1 49.1 10.8 0
PHIF .558 .956 M5 000 .964 .819 .919 .883 .000 .915 .817 .951 .855 .000 .943 .888 .827 .696 .000 .898 .992
Cars 28 655 V-86--- 8-61 T7-2 155 53 0 380 49 988 187 0 1224 231 290 62 0 583 3048
%Cars 96.6 97.3 98.3 0 97.5 97.2 98.1 100 0 97.9 100 99.1 99.5 0 99.2 97.1 991 96.9 0 98.3 98.4
Heavy Vehicles 1 18 3 0 22 5 3 0 0 8 0 9 1 0 10 7 1 2 0 10 50
H-y V.hirf. 3.4 2.7 1.7 0 2.5 2.8 1.9 0 0 2.1 0 0.9 0.5 0 U 2.9 0.3 3.1 0 1.7 1.6
- alem TurnpiRe(Route 114)
Out In Total
E1222 Eif F TO 873
8
J�j 61 122 381
8
8j
.3 L
2121j123 883
--------------
-'281-6555 178
11
18�
29 1 6731 181
R' In Thru Left U-Turns
Peak Hour Data
co a)-- 0
�2 rM T C
ors North k-2r] T
O Fcoo7o N
S Peak Hour Begins at 05:00 PN c' co(1)M rn
Co Co
Cars
0-00
0
.0 L
FT
.0
D 000
Left Thru Right U-Turns
187 988 49 0
1 9 0 --0 0-1
188 997 49
939
964 1234 1224 21631
25 to 351
ff�-f'N
Out In Total
I Salem Turnpike(Route 114)
8/19/13; 17of42
822-Mem5 w-Appendix
APPENDIX 8— Traffic volume Data
8/19/13; 18 of 42
822-Mem5 w-Appendix
p x
o p 0 r a
m Lo LL= C/) c CL
Y Z o =5 t oQ
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N LO O LO O LO O Lo O O O O LO O M O LO O LO O w 0
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oo a; ao 0o M it c O v � v Lo Lo Lo Lo io @ m
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O �- (h d' O �- M V v �-- o O r CO 'd• O c- CO -
ry - r � mw 60m Q r Lo Lo Lo g
U
Daily Sign-In/Sign-Out Sheet, Monday,August 27, 2012
Name Sign-In Time Sign-Out Time
1 Aaden 8:00 3:00
2 Madison T 7:20 4:00
3 Nate 9:00 12:30
4 Michael C. 7:20 3:45
5 Sean 8:20 2:45
6 Kayla 7:00 3:45
7 Dylan K. 8:30 3:42
8 Thomas H 8:15 3:42
9 Connor T. 7:20 4:00
10 Jake 7:00 4:00
11 Genevieve 9:30 4:25
12 Sarah Cate 8:45 3:15
13 Michael B 8:10 4:40
14 Nicole 8:20 5:00
15 Elyse 7:30 4:30
16 Dylan G. 7:15 2:15
17 Connor B. 8:15 4:40
18 ICole 7:30 4:35
19 Michael W. 7:25 3:55
20 Sophia
21 Jack Dej. 7:30 12:30
22 Madison P
23 Carina 8:45 3:54
24 Sydney
25 Allison 9:00 3:30
26 Elena 8:00 3:00
27 Luke 9:00 3:25
28 IMeghan G 7:30 3:45
29 Lilly Rose 7:40 4:45
30 Liam W
31 Fletcher
32 Reagan
33 Logan
34 Aleksandr
35 Danielle
36 Tiernan
37 Ilsabel
38 Benjamin
39 Ronnie
40 Meghan
41 Noah
8/19/13; 20 of 42
822-Mem5 w-Appendix
Daily Sign-In/Sign-Out Sheet, Tuesday,August 28, 2012
Name Time Time
1 Aaden 7:45 2:50
2 Madison T 7:35 4:05
3 Nate 8:47 3:25
4 IMichael C. 7:20 3:47
5 1 Sean 8:25 3:00
6 Kayla 7:05 3:56
7 Dylan K. 8:27 2:45
8 Thomas H 8:30 3:42
9 Connor T. 7:35 4:05
10 Jake 7:05 4:46
11 Genevieve 9:30 4:23
12 Sarah Cate 7:30 2:41
13 Michael B 8:20 3:37
14 Nicole 8:20 4:50
15 Elyse 7:10 3:45
16 Dylan G. 7:14 4:05
17 Connor B. 8:30 4:50
18 Cole 7:10 4:30
19 Michael W. 7:15 3:56
20 Sophia
21 Jack Dej. 7:30 12:30
22 Madison P
23 Carina 8:45 3:54
24 Sydney
25 Allison 9:00 3:30
26 Elena 8:00 3:00
27 Luke 9:00 3:25
28 Meghan G 7:30 3:45
29 Lilly Rose 7:40 4:45
30 Liam W
31 Fletcher 9:30 2:43
32 Reagan 8:50 4:23
33 Logan 8:50 3:18
34 Aleksandr
35 Danielle 8:45 3:00
36 Tiernan 8:45 3:00
37 Isabel 9:00 3:41
38 Benjamin 8:30 0:00
39 Ronnie
40 Meghan 7:20 4:13
41 Noah
8/19/13; 21 of 42
822-Mem5 w-Appendix
Daily Sign-In/Sign-Out Sheet, Wednesday, August 29, 2012
Name Time Time
1 Aaden 8:25 1:15
2 Madison T 7:35 3:53
3 Nate 8:20 3:38
4 Michael C. 7:30 3:11
5 Sean 7:45 2:50
6 Kayla 7:00 3:50
7 Dylan K. 8:25 3:42
8 Thomas H 8:35 3:08
9 Connor T. 7:35 3:53
10 Jake 7:00 4:27
11 Genevieve 9:20 4:20
12 Sarah Cate 8:40 3:20
13 Michael B 7:15 3:45
14 Nicole 8:19 4:53
15 Elyse 7:15 3:45
16 Dylan G. 9:30 2:25
17 Connor B. 8:40 4:47
18 Cole 7:20 2:25
19 Michael W. 8:30 4:05
20 Sophia
21 Jack Dej. 8:00 12:30
22 Madison P
23 Carina 8:20 4:07
24 Sydney 8:19 2:20
25 Allison 8:44 2:50
26 Elena 8:10 2:50
27 Luke 8:46 3:30
28 Meghan G 7:30 3:30
29 Lilly Rose 7:40 4:44
30 1LiamW
31 Fletcher 9:00 2:50
32 Reagan 8:55 4:27
33 Logan 8:35 3:08
34 Aleksandr
35 JDanielle
36 Tiernan
37 Isabel
38 Benjamin
39 Ronnie
40 Meghan
41 Noah
8/19/13; 22 of 42
822-Mem5 w-Appendix
Daily Sign-in/Sign-Out Sheet, Thursday,August 30, 2012
Name Time Time
1 Aaden 7:50 2:49
2 Madison T 7:40 4:10
3 Nate 8:50 3:15
4 Michael C. 7:40 3:50
5 Sean 7:45 1:50
6 Kayla 7:05 4:00
7 Dylan K. 8:27 2:40
8 Thomas H 8:40 3:10
9 Connor T. 7:40 4:10
10 Jake 7:00 3:59
11 Genevieve 9:30 4:23
12 Sarah Cate 8:32 3:59
13 Michael B 9:05 4:10
14 Nicole 8:20 4:55
15 Elyse 7:10 4:25
16 Dylan G. 8:15 4:05
17 Connor B. 8:34 4:50
18 Cole 7:20 4:40
19 Michael W. 7:15 4:05
20 ISophia
21 Jack De. 7:30 12:30
22 Madison P
23 Carina
24 Sydney
25 Allison
26 Elena
27 Luke
28 Meghan G
29 Lilly Rose
30 Liam W 8:45 4:40
31 Fletcher 9:20 3:10
32 Reagan 8:55 3:30
33 Logan 8:40 3:00
34 Aleksandr
35 Danielle 8:45 3:15
36 Tiernan 8:45 3:15
37 Isabel 8:50 4:00
38 Benjamin 7:24 3:00
39 Ronnie
40 Meghan 7:30 4:40
41 Noah
8/19/13; 23 of 42
822-Mem5 w-Appendix
Daily Sign-In/Sign-Out Sheet, Friday, August 31, 2012
Name Time Time
1 Aaden 7:42 1:00
2 Madison T 7:55 4:06
3 Nate 8:15 3:11
4 Michael C. 7:30 3:15
5 Sean 7:30 3:30
6 Kayla 7:10 2:28
7 Dylan K. 8:25 3:52
8 Thomas H 9:00 3:10
9 Connor T. 7:55 4:06
10 Jake 7:00 4:30
11 Genevieve 9:15 4:52
12 Sarah Cate 8:45 4:00
13 Michael B 8:10 4:48
14 Nicole 8:20 5:03
15 Elyse 7:15 4:52
16 Dylan G. 7:13 2:36
17 Connor B. 8:35 4:48
18 Cole 7:15 4:36
19 Michael W. 7:10 4:30
20 Sophia 9:15 2:00
21 Jack Del. 7:30 12:30
22 Madison P
23 Carina 8:45 4:00
24 Sydney 8:30 2:15
25 Allison
26 Elena 8:30 2:45
27 Luke 8:47 3:52
28 Meghan G 7:28 3:23
29 Lilly Rose 7:40 4:52
30 Liam W 8:20 4:18
31 Fletcher 9:20 3:55
32 Reagan 8:30 4:14
33 Logan 7:05 3:19
34 Aleksandr 8:50 12:30
35 Danielle
36 Tiernan
37 Isabel
38 Benjamin
39 Ronnie
40 Meghan
41 JNoah
8/19/13; 24 of 42
822-Mem5 w-Appendix
APPENDIX C—Level-of-Service and Queuing Analysis
8/19/13; 25 of 42
822-Mem5 w-Appendix
DJK ,Associates, Inc. _... .
Transportation,/Traffic Engineering
2801 Main Street, Suite 204 �
North Reading, M O1864-1.300 _ .- - _ /
(978) 664.2205 Fax (978) 664.2444
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8/19/13; 26 of 42
822-Mem5 w-Appendix
3: Peters Street (Route 133) & Salem Turnpike(Route 114) Dermot J. Kelly, PE, PT0E
2013 OJKAssociates, |
Lane Group EBL EBT EBR VVBL VVBT VVBR NBL N8T N8R S8L SBT GBR
Lane Configurations T+ T+ ft 11 tT+
Ideal Flow(vphp|) 1000 1000 1980 1900 1000 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) O% U% 0% O%
Storage Length (f) 128 O 110 O 220 0 300 O
Storage Lanes 1 O 1 0 1 O 1 O
Total Lost Time(o) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector(ft) 50 50 50 50 50 50 60 50
Trailing Detector(ft) 8 0 U O O 0 O 0
Turning Speed (mph) 15 3 15 Q 15 B 15 0
LaneUhi Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.05 1.00 0.05 0.95
Ped Bike Factor
�
Frt 0.922 0.955 0,998 0.995
Flt Protected 0.950 0.950 0,950 0.950 �
�
Sakj. Flow (prot) 1736 1684 O 1770 1779 O 1719 3431 O 1703 3389 O
Flt Permitted 0.276 0.231 0.340 0]60
SahJ. Flow (penn) SO4 1684 O 430 1779 O 616 3431 0 302 3389 U
Right Turn onRed Yee Yes Yea Yee
Satd. F|mw (RTOR) 46 18 2 4
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 �
Link Speed (mph) 30 30 30 30
Link Distance (ft) 5256 8472 3764 3724
Travel Time(o) 119.6 147.1 85.5 84.6
Vo|ume (vph) 38 170 184 44 219 94 232 744 11 58 762 26
Conf|. Pada. (#/hr)
ConU. Bikea(#/hr)
Peak Hour Factor 0.88 0.88 0.88 0.85 0.85 0.85 0.92 0.02 0.92 0.95 0.95 0.95
Growth Factor 10096 10096 100Y4 10096 100% 10096 100% 100Y6 10096 10096 10096 100Y6
Heavy Vehicles(%) 4% 4% 4% 2% 2% 2% 5Y6 5% 5% 6% 696 S%
Bus Blockages (#/hr) 0 U 0 O O O O 0 O O D O �
�
Parking (#Vhr) �
Mid-Block Traffic (%) O% 09& 0% 0Y6
Adj. Flow(vph) 43 193 209 52 258 111 252 809 12 61 802 27 �
Lane Group Flow (vph) 43 402 O 52 369 O 252 821 O 61 829 O �
Turn Type Penn Penn pm+pt pm+pt �
Protected Phases 4 8 5 2 1 G
Permitted Phases 4 8 2 G
Detector Phases 4 4 8 8 5 2 1 6
Minimum Initial (s) 6.0 6.0 6.0 6.0 8.0 10.0 6.0 10.0
Minimum Split(s) 15.0 15.0 15.0 15.0 15.0 36.0 15.0 35.0
Total Split(a) 40.0 40.0 0.0 40.0 40.0 0.0 2U 60.0 0.0 20.0 60.0 0.0
Total Split(%) 33.3% 33.3% 0.0Y6 33396 33.3% 0.0% 167Y6 50.096 0.0% 167Y6 50.096 0.0Y6
Maximum E)naon (e) 35.0 35.0 35.0 35.0 15.0 55.0 15.0 55.0
Yellow Time(a) 4.0 4.0 4.0 4.0 4.0 4.0 4.8 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lag Lead Lead
Lmad'LagO|timize? Yea Yes Yea Yea
Vehicle Extension (m) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Minimum Gap (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
C:V\|| OJKF||eaV\o iveJobo\SynohruS.O\822 Dundee, North Andover, MA\822'01 AKA EX.ay7
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DJK Associates, Inc.
8/1e/13; 27 oxfz
3: Peters Street (Route 133) & Salem Turnpike (Route 114) Dermot J. Kelly, PE, PTOE
2013Ex i MorninaPeakHour DJK Associates, Inc.
�
~~ --N� ��p f- 4� t /,.. "0. 1 ./
�
Lane Group EBL EBT EBR VVBL VVBT VVBR NBL NBT NDR S8L SBT SBR
Time Before Reduce(o) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Time To Reduce (a) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Recall Mode None None None None None C-Max None C'NYax
Walk Time (n) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (o) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian CaUa (#hr) D O O O U O
Act Effct Green (a) 30.4 30.4 30.4 30.4 71.0 71.0 61.6 61.6
Actuated g/CRatio 025 0.25 0.25 025 0.59 0.59 0.51 0.51
wc Ratio 0.34 0.87 0.48 0.80 0.49 0.40 0.24 0.48
Control Delay 42.3 57.4 51.8 52.5 25.4 15.6 18.0 207
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 42.3 574 51.8 62�5 25.4 16.6 18.9 207
LOS D E D D C B B C
Approach Delay 56.0 52.4 17.9 20.8
Approach LOS E D B C
Queue Length 6Oth (t) 27 265 34 353 95 182 24 214
Queue Length Q5th (t) 59 361 70 323 106 262 51 290
Internal Link Dist (ft) 5176 6392 3684 3644
Turn Bay Length (t) 128 110 220 300
Base Capacity (vph) 151 537 120 546 511 2031 342 1743
Starvation Cap Rnduotn O O O O O D O O
GpiUback Cap Reduotn 0 O 0 O O U O O
Storage Cap Reductn O O D O O O O O
�
Reduced v/nRaho 028 075 0.40 0.68 0.49 0.40 0.18 0.48
Intersection Summary
Area Type: Other
Cycle Length: 120
Actuated Cycle Length: 130 �
Offset: D (0Y6)' Referenced to phase 2:NBTL and S:GBTL. Start of Green �
Natural Cycle: 70
Control Type: Actuated-Coordinated �
Maximum v/c Ratio: 0.87
Intersection Signal Delay: 20.0 Intersection LOS: C
Intersection Capacity Utilization 733Y& ICU Level of Service D
Analysis Period (min) 15
Splits and Ph 3 Peters St 133) & Salem Turnpike (Route 114)
SEMI= I
06 5 08
C:V\U DJKFUeeV\oive JobaVSynchro6.0\822 Oundee, North Andover, MA\822-01 AM EX.ey7 �
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OJK Associates, Inc.
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822-Mom5 w+xnpend|x
3: Peters Street (Route 133) & Salem Turnpike (Route 114) Dermot J. Kelly, PE, PTOE
2018 No Build M i P k Hour DJKAaeociatea |
N L N T NBR SBL SBT SBR
Lane Configurations I T+ T)o tt+ 11 +T+
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Storage Length (ft) 128 O 110 O 220 O 300 O
Storage Lanes 1 O 1 O i O 1 O
Total Lost Time (a) 4.0 4.0 4.0 4.0 4,0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector(0) 50 50 50 50 50 50 50 SO
Trailing Detector(ft) O O 0 U O O O O
Turning Speed (mph) 15 Q 15 Q iS Q 15 S
LanaUh|. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.05 1.00 U5 0.95
Ped Bike Factor
Frt 0.922 0.955 0.998 U05
Flt Protected 0.958 0.950 0.950 0.950
Satd. Flow(pro0 1736 1684 O 1770 1779 O 1719 3431 O 1703 3389 0
Flt Permitted 0.213 0.164 0.305 0.126
Satd. Flow(parm) 389 1684 O 305 1778 O 552 3431 O 226 3389 O
Right Turn on Red Yee Yam Yes Yea
Setd. Flow(RT0R) 46 18 2 4
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 5256 8472 3784 3724
Travel Time (a) 119.5 147.1 85.5 84.6
Vn|ume (vph) 43 192 207 50 247 106 201 838 12 65 859 29
Confl. Pede. (#/hr)
Conf|. Bikeo (#/hU
Peak Hour Factor 0.88 0.88 0.88 0.85 0.85 0.85 0.02 0.92 0.92 0.05 0.95 0.06
Growth Factor 100% 100Y6 10096 100Y4 100Y6 10096 100Y& 10096 100Y6 100Y6 100% 10096
Heavy Vehicles (%) 4% 4% 4% 2% 2% 2% 694 5% 5% S% G% G%
Bus Blockages(#/hr) O O O O O O O O 0 U O O
Parking (#/hr)
W1id'B|nckTnafhc (96) 096 O% 0Y6 O%
Adj. Flow(vph) 49 218 235 59 291 125 284 911 13 68 004 31
Lane Group Flow (vph) 49 453 O 59 416 O 284 924 O SO 035 O
Turn Type Penn Penn pm+pt pm+pt
Protected Phases 4 8 5 2 1 S
Permitted Phases 4 B 2 G
Detector Phases 4 4 8 8 5 2 1 S
Minimum |ndio| (e) 6.0 6.0 8.0 8.0 6.0 10.0 6.0 10.0
Minimum Split (s) 15.0 15.0 15.0 15.0 15.0 35.0 15.0 35.0
Total Split(a) 40.0 40.0 0.0 40.0 40.0 0.0 20.0 60.0 0.0 20.0 60.0 0.0
Total Split(%) 33396 33.3% 0.0Y4 33.3% 33.3% 0.096 167% 50.896 0.0% 1879& 508Y6 0.0%
Maximum Green (m) 35.0 35�0 35.0 35.0 15.0 55.0 15.0 55.0
Yellow Time(e) 4.0 4.0 4.0 4.8 4.0 4.0 4.0 4.0
All-Red Time(a) 1.0 1�0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Log Lag Lead Lead
Lead'LagOptimize? Yee Yea Yee Yea
Vehicle Extension (a) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Minimum Gap (a) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
C:V\U DJK FUeeV\ndve Joba\Synchro 6.0\822 Dundee, North Andover, MA\822'03AyW NB.ay7
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822'momow-Appondix
3: Peters Street (Route 133) & Salem Turnpike (Route 114) OunncdJ. Kelly, PE, PTOE
2018No Build Morn in P k Hour DJKAee000tes |
0' --r� ��, .4-.4- k 4� / /� /� l | --/� - �
Lane Group EBL EBT EBR VVBL VVBT VVBR NBL NBT N8R SBL S8T SBR
Time To Reduce (o) 0.0 0.0 0.0 0.0 0.0 O�U 0.0 0.0
Recall Mode None None None None None C-Max None C'&4ax
Walk Time (o) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (# hr) O U 0 O 0 O
Act Effct Green (e) 331 33] 33.1 331 68.0 88.0 58.9 58.9
Actuated g/CRatio 0.28 028 028 028 0.57 0.57 0.49 0.49
v/tRatko 0.46 0.01 070 0.83 0.61 0.48 0.30 0.56
Control Delay 50.0 61.1 79.8 53.3 32.8 17.0 211 23.6
Queue Delay 0.0 0.0 0�0 0.0 0.0 0.0 0.0 0.0
Total Delay 50.0 61] 79.8 53.3 32.8 17.0 21.1 23.6
LOG D E E D C B C C
Approach Delay 60.0 56,6 21.4 23.4
Approach LOS E E C C
Queue Length 5Uth (ft) 30 299 40 281 121 235 29 272
Queue Length S5th (ft) 72 #458 #102 373 189 307 50 339
Internal Link Dist (ft) 5176 6392 3684 3644
Turn Bay Length (b) 128 118 220 300
Base Capacity (vph) 117 537 92 646 468 1944 308 1667
Starvation Cap Reduotn U 0 0 U O 0 O O
8piUback Cap Raductn O O U U O O D O
Storage Cap Reductn O O O O O O O U
Reduced v/oRatio 0.42 0.84 0.64 OJG 0.61 0.48 022 0.56 �
�
Intersection Summary
Area Type: Other
Cycle Length: 120 �
Actuated Cycle Length: 120 �
Offset: U 09Q. Referenced to phase 2:WBTLand G:SBTL. Start ofGreen
Natural Cycle: 75
Control Type:Actuated-Coordinated
Maximum wt Ratio: 0.91
Intersection Signal Delay: 33.4 Intersection LOS: C
Intersection Capacity Utilization 8O2% ICU Level uf Service D �
Analysis Period (min) 1S
# Q5h percentile Volume exceeds capacity, queue may belonger. �
Queue shown is maximum after two cycles.
�
Splits and Ph 3 Peters Street
06 08
===.*\ 01,
C:V\U DJK FUee\Aotive Joba\8ynuhroS.O\O22 Dundee, North Andm/er, MA\822-03AN1 NB.ey7
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DJK Associates, Inc.
8/19x3; aoof*z
nzu'womuw+Appenwx
3: Peters Street(Route 133) & Salem Turnpike (Route 114) Dermot J. Kelly, PE, P0E
2018 Build K8o i 2gf2gLjHj2oyr DJKAsemciabes Inc.
-,* --I,. �* �- k- 4\ t /'W \-� 1 4J
Lane Group EBL EBT EBA VVBL VVBT VVBR NBL NBT NBR SBL SBT 3BR
Lane Configurations I T+ T+ tt) ft
Ideal Flow(vphp|) 1000 1000 1900 1000 1900 1900 1900 1000 1900 1900 1900 1900
Lane Width (fU 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) O% O% O% O%
Storage Length (ft) 128 O 110 0 220 0 300 O
Storage Lanes 1 U 1 O 1 0 1 O
Total Lost Time (a) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4�O 4.0 4.0 4.0
Leading Detector(ft) 50 50 50 50 50 50 50 50
Trailing Detector(ft) O O 0 0 O O O O
Turning Speed (mph) 15 Q 15 A 15 A 15 8
Lane Uhl. Factor UO 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.85 1.00 0.95 0.95
Pod Bike Factor
Frt 0.922 0.955 0.998 0.995
Flt Protected 0.050 0.950 0.950 0.950
Sotd. Flow (pmt) 1736 1684 0 1770 1770 0 1719 3431 O 1703 3389 0
F|t Permitted 0206 0.151 0.305 0.126
Sotd. Flow (perm) 376 1684 0 281 1770 O 552 3431 O 226 3389 0
Right Turn on Red Yes Yee Yea Yee
Smtd. Flow (RTOR) 46 18 2 4
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 �
Link Speed (mph) 30 30 30 30
Link Distance (ft) OGO 6472 3764 3724
Travel Time(a) 19.5 147.1 85.5 84.6 �
Vo|ume (/ph) 44 196 211 50 252 106 266 838 12 65 858 30
ConO. Pedo. (##hr)
Confl. Bikes(#hr)
Peak Hour Factor 0.88 0.88 0.88 0.85 0.85 0.85 0.92 0.02 0.92 0.95 0.95 0.05 �
Growth Factor 10096 100Y6 100Y6 10096 100% 10096 100Y4 10096 100% 100% 100Y4 100Y6
Heavy Vehicles (%) 4% 4% 4% 2% 2% 2% 5% 596 5% G% 696 G% �
�
Bus Blockages(#hr) 0 O U O 0 O O U O U O O
Pa/king (# hr)
K8id'B|nukTnsDio (Y6) 096 O% 096 O% �
Adj. Flow(vph) 50 223 240 50 296 125 289 811 13 68 904 32
Lane Group Flow (vph) 50 463 O 59 421 O 289 024 O 68 936 O
Turn Type Penn Penn pm+[d pm+pt
Protected Phases 4 8 6 2 1 G
Permitted Phases 4 D 2 S
Detector Phases 4 4 8 8 5 2 1 G
Minimum Initial(s) 6.0 6.0 6.0 6.0 6.0 10.0 6.0 10.0
Minimum Split(s) 15.0 15.0 15.0 15.0 16.0 35.0 15.0 35.0
Total Split(s) 40.0 40.0 0.0 40.0 40.0 0.0 20.0 60.0 0.0 20.0 60.0 0.0
Total Split(%) 33396 33.3% 0.096 33.3% 33.396 U% 16796 50.096 0.0Y4 16.796 50.096 0.096
Maximum Green (o) 35.0 35.0 35.0 35.0 15.0 55.0 15.0 55.0
Yellow Time(o) 4.8 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1'0 1.0 1.0 1.8 1.0 1.0 1.0 1.0
Lead/Lag Lag Lag Lead Lead
Lead'LagDptimize7 Yea Yea Yoe Yee
Vehicle Extension (a) 3.0 3.0 3.0 3.0 3.0 3.0 3�O 3.0
Minimum Gap (a) 3.8 3.0 3.0 3.0 3.0 3.0 3.0 3.0
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8/19n3; 31uf42
3: Peters Street (Route 1%) & Salem Turnpike (Route 114) Dermot J. Kelly, PE, PTOE
2018B i|dM i P k Hour DJK Associates, Inc.
A *�~ � � \- | J
� ~� �� � ^� ^� �r ��
� � / �
Lane Group EBL EBT EBR VVBL VVBT VV8R NBL NBT NBR SBL SBT SBR
Time To Reduce (s) 0.0 0,0 0.0 0.0 0.0 0.0 0.0 0.0
Recall Mode None None None None NonmC-YWax NoneC-K8ax
Walk Time (u) 5.0 5.8 5�O 5.0 5.0 5.0
Flash DordVVm|k (a) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) O O U U 0 O
Act Effct Green (s) 33.4 33.4 33.4 33.4 67.6 67.6 68.6 58.6
Actuated 0/C Ratio 028 0.28 028 0.28 0.56 0.56 0.49 0.49
mt Ratio 0.48 0.92 078 0.83 0.62 0.48 0.30 0.68
Control Delay 51.8 627 90.8 53.2 33.5 18.1 21.2 23.8
Queue Delay 0.0 OD 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 51.8 627 00.8 53.2 33.5 18.1 21.2 23.8
LOS D E F D C B C C
Approach Delay 61J 57.8 217 23.6
Approach LOS E E C C
Queue Length 50th (ft) 31 308 40 285 123 235 29 273
Queue Length 95th (ft) 74 #473 #108 378 193 307 56 340
Internal Link Dist (ft) 780 6302 3684 3644
Turn Boy Length (ft) 128 110 220 300
Base Capacity (vph) 113 537 84 546 466 1934 307 1657
Starvation Cap Reducin O O U 0 O D O O
SpiUbaok Cap Reduotn O O O O O O 0 O
Storage Cop Reductn O D O O O 0 O D
Reduced v/c Ratio 0.44 0.86 070 0.77 0,62 0.48 022 0.56
Intersection Summary
Area Type: Other
Cycle Length: 12O
Actuated Cycle Length: 12O
Offset: 0 (896). Referenced to phase 2:NBTL and G:GBTL, Start ufGreen
Natural Cycle: 75
Control Type: Actuated-Coordinated
Maximum wtRatio: 0.92
|nhemaotkzn Signed Delay: 341 Intersection LDS: C
Intersection Capacity Utilization 81.DY6 ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may belonger.
Queue shown io maximum after two cycles.
Splits and Phases: Street
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6: Peters Street (Route 133) &Site Drive Dermot J. Kelly, PE, PTOE
2018 Build Morni k Hour Associates, Inc.
Movement EBT EBR VVBL VVBT NBL NBR
Lane Configurations T* <1 Y
Sign Control Free Free Stop
Grade O% 0Y4 O%
Vo/ume (veh/h) 442 10 11 537 10 S
Peak Hour Factor 0.92 0.02 0.02 0.92 0.02 0.92
Hourly flow rate (vph) 480 11 12 584 11 10
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare(veh)
Median type None
Median atonagaveh)
Upstream signal (ft) 860
pX' platoon unblocked 0.82
vC. conflicting volume 491 1003 486
vC1. stage 1 oonfvo|
vC2. stage 2confvol
vCu' unblocked vol 401 1114 486
tC. single (a) 4.1 6.4 6.2
tC, 2staga (a)
tF (a) 22 3.5 33
pO queue free 96 98 94 AO
c[N capacity (veh/ ) 1083 188 685
Direction, Lane# E8i VVB1 NB
Volume Total 491 596 21
Volume Left 0 12 11
Volume Right 11 0 10
oSH 1700 1083 277
Volume to Capacity 029 0.01 0.07
Queue Length Q5th (ft) O 1 G
Control Delay (e) 0.0 0.3 10.0
Lane LOS A C
Approach Delay (o) 0.0 03 19.0
Approach LOS C
Intersection Summary
Average Delay 0.5
Intersection Capacity Utilization 47.196 ICU Level ofService A
Analysis Period (min) 15
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3: Peters Street (Route 133) & Salem Turnpike(Route 114) Dermot J. Kelly, PE, PTOE
2013Existin Hour DJKAssociates, |
� L | J
^�� � ^� �
Lane Group EBL EDT EBR VVBL VVBT VVBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow(vphp|) 1900 1900 1900 1900 1000 1900 1000 1900 1900 1900 1900 1000
Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) O% 096 O% 0Y6
Storage Length (ft) 128 O 110 O 220 0 300 O
Storage Lanes 1 O 1 O 1 0 1 0
Total Lost Time (a) 4.0 4.0 4.0 4�O 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 �
Leading Detector(t) 50 50 50 50 50 50 50 GO
Trailing Detector 0U O D O O O 0 8 O
Turning Speed (mph) 15 Q 15 Q 15 0 15 Q
LmneDUi Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 0.95
Ped Bike Factor
Frt 0.933 0.921 0.993 0,894
F|tPnoteuhed 0.950 0.960 0.950 0.950
Sotd. Flow (pnt) 1770 1738 O 1770 1716 O 1787 3540 O 1752 3484 U
F|tPennitted 0.283 0.111 0.374 0.100
Sahcl. Flow (penn) 627 1738 O 207 1716 O 704 3549 0 184 3484 O
Right Turn nnRed Yes Yea Yea Yee
Sabj. Flow (RTOR) 35 48 5 5
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 �
Link Speed (mph) 30 30 30 30
Link Distance(f) 5256 6472 3764 3724 �
Travel Time(s) 119.5 147.1 85.5 84.6
Vo|ume (vph) 64 291 238 53 158 177 188 997 49 181 673 28 �
Confl. Pade. (##hr)
�
ConO. Bikes (#/ r) �
Peak Hour Factor 0.00 0.90 0.00 0.92 0.02 0.92 0.84 0.94 0.84 0.96 0.06 0.98 �
Growth Factor 100Y6 10096 10096 100Y6 10096 100% 100Y6 100Y6 100% 100Y6 100Y6 100%
Heavy Vehicles (%) 2% 2% 296 2% 2% 2% 1% 1% 1% 3% 3% 3% �
Bus Blockages (#/hr) O O U O O 0 O O O O O O �
Parking (#/hr)
Mid-Block Traffic (96) 896 OY& 0% 0%
Adj. Flow (vph) 71 323 264 68 172 192 200 1061 52 189 701 30
Lane Group Flow (vph) 71 587 O SO 364 O 200 1113 O 189 731 0 �
Turn Type Perm Perm pm+pt pm+pt �
Protected Phases 4 O 5 2 1 6
Permitted Phases 4 8 2 S
Detector Phases 4 4 8 8 5 2 1 G
Minimum Initial (s) 6.0 &O 6.0 6.0 6.0 10.0 6.0 10.0
Minimum Split (s) 15.0 15.0 15.0 15.0 15.0 35.0 15.0 35.0
Total Split(m) 40.0 40.0 0.0 40.0 40.0 0.0 20.0 60.0 0.0 20.0 60.0 0.0
Total Split(96) 33.396 33.396 0.0Y6 33.3% 33.3% 0.096 167Y6 50.096 0.0% 167% 50.0Y4 0.0%
Maximum Green (a) 35.0 35.0 35.0 35.0 15.0 55.0 15.0 55.0
Yellow Time(a) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(a) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yea Yea Yen
Vehicle Extension (e) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Minimum Gap (o) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
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822-Mom5 w-Appendix
3: Peters Street (Route 133) @ Salem Turnpike(Route 114) Dermot J. Kelly, PE, PTOE
2013 Existincl Eveninq Peak Hou DJK Associates, Inc.
* ~� �- k- � �� \o.. | 1
� -� r � � � � / � �
Lane Group EBL EBT EBR VVBL VVBT VVBR N8L NBT NBR SBL SBT SBR
Recall Mode None None None None None C-Max None C-Max
Walk Time (o) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Don(Walk(a) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (##hr) O 0 U O O O
Act EffctGroen (a) 36.0 36.0 36.0 38.0 583 58.3 56.0 56.0 �
Actuated g/C Ratio 030 0.30 0.30 O�30 0.40 0.49 O�47 0.47
wt Ratio 0.45 1.08 0,94 0.66 0.41 0.64 071 0.45
Control Delay 44.0 984 141.0 38.5 26.9 25.6 39.6 22.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0,0 0.0 0.0
Total Delay 44.9 08.4 141.9 38.5 26.9 25.6 39.6 22.5
LOS D F F D C C D C
Approach Delay 92.6 52.7 25.8 26.0
Approach LOS F D C C
Queue Length 50th (t) 44 ~487 44 215 88 332 87 194
Queue Length 95th (t) 95 #713 #134 324 142 410 168 247
Internal Link Dist (t) 5176 6392 3684 3644
Turn Bay Length (ft) 128 110 220 300
Base Capacity (vph) 158 546 62 548 486 1726 205 1629
Starvation Cap Raduotn 0 O O U O 0 O O
SpiUbaok Cap Reductn O O U O O O O O
Storage Cap Raducdn O O O O 0 8 O O
Reduced v/cRatio 0.45 1.08 0.94 0.60 0.41 0.64 0.64 0.45
Intersection Summary
Area Type: Other
Cycle Length: 120 �
Actuated Cycle Length: 120 �
�
Offset: O (096). Referenced to phase 2:NBTL and S:SBTL. Start ofGreen
Natural Cycle: 80
Control Type: Actuated-Coordinated
Maximumv/c Ratio: 1.08
Intersection Signal Delay: 42.6 Intersection LOS: D �
Intersection Capacity Utilization 87.3% ICU Level of Service E �
Analysis Period (min) 15 �
~
Volume exceeds capacity, queue is theoretically infinite. �
Queue shown is maximum after two cycles.
# 85th percentile volume exceeds capacity, queue may be longer. �
�
Queue shown ie maximum after two cycles.
Splits and Phases: 3: Peters Street(Route 133) & Salem Turnpike (Route 114)
06 o5 08
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822'Mnmsw-xnpenuix
3: Peters Street (Route 133) & Salem Turnpike (Route i14) Dermot J. Kelly, PE. PTOE
2018 No Build Eveninu Peak Hour DJK Associates, Inc.
Lone Group EBL EBT E8R VVBL VVBT VVBR NBL N8T NBR SBL SBT SBR
Lane Configurations 11 T+ r), ft I tll
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0Y6 096 096 096
Storage Length (K) 128 O 110 O 220 O 300 0
Storage Lanes 1 O 1 O 1 U 1 O �
Total Lost Time (o) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector(fU 50 50 50 50 60 50 50 58
Trailing Detector(ft) O O U O O O O O
Turning Speed (mph) 15 0 16 Q 15 Q 15 Q
Lane UtiiFactor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 0.95
Ped Bike Factor
Frt 0.932 0.931 0.993 0,994
Fit Protected 0.050 0.050 0,050 0.850
Sotd. Flow (pxd) 1770 1736 O 1770 1716 O 1787 3549 O 1752 3484 U �
Fit Permitted 0.222 0.111 0.341 0.100 �
Satd, F|mw (parm) 414 1736 O 207 1716 O 641 3549 O 184 3484 O
Right Turn onRed Yen Yea Yee Yes
Sab]. Flow (RT0R) 35 48 8 5
Headway Factor 1.00 i�OO 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 5250 6472 3764 3724
Travel Time(s) 119.5 147.1 85.5 84.6
Vo|ume (vph) 72 328 288 GO 178 199 212 1124 55 204 758 33
Confl. Peda. (¥/hr)
ConU. Bikes(##hr)
Peak Hour Factor 0.90 0.00 0.90 0.92 8.92 0.92 0.94 0.94 0.94 0.96 0.06 8.96 �
�
Growth Factor 108Y6 100Y6 100Y& 10096 100Y6 100Y6 100% 10096 10096 100Y6 100Y4 10096
Heavy Vehicles (%) 2% 2% 2% 3% 2% 2% 1% 1% 1% 396 3% 3%
Bus Blockages (##hr) O O U O O O O U O O 0 D
�
Parking (#/hr)
Mid-Block Traffic O% 096 8% 06 �
Adj. Flow(/ph) 80 304 298 65 183 216 226 1196 59 212 700 34
Lane Group Flow (vph) DO 662 O 85 409 0 226 1255 0 212 824 O �
Turn Type Penn Penn pm+pt pm+pt �
Protected Phases 4 D 5 2 1 G �
Permitted Phases 4 8 2 S �
Detector Phases 4 4 8 8 5 2 1 G
Minimum Initial (s) 6.0 6.0 8.0 6.0 &O 10.0 6.0 10.0
Minimum Split (s) 15.0 15.0 15.0 15.0 15.0 35.0 15.0 35.0
Total Split(e) 40.0 40.0 0.0 40.0 40.0 0.0 20.0 60.0 0.0 28.0 60.0 0,0
Total Split(9 ) 33.394 33.39& 0.0Y& 333% 33396 0.0% 16796 50.096 0.0Y6 167% 50.096 0.0%
Maximum Green (a) 35.0 35.0 35.0 35.0 15.0 55.0 15.0 55.0
Yellow Time(e) 4�O 4.0 4.0 4.0 4.0 4.0 4.0 4.0
A|ARedTime(s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 �
Lead/Lag Lag Lug Lead Lead
�
Laod'LagOptknize? Yes Yep Yea Yea �
Vehicle Extension (o) 3.0 %.0 3.0 3.0 3.0 3.0 3.0 3.0
Minimum Gap (e) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
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DJK Associates, Inc.
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�
3: Peters Street (Route 13D & Salem Turnpike(Route 114) - Dermot J. Kelly, PE, PTOE
2O18No Build Evenin P kHour DJKAammcimbaa Inc.
�� �' 4 �� � /� \. | J
-1, _� � � � � � / � � �
Lane Group EBL EBT EBR VVBL VVBT VVBR NBL NBT NBR GBL SBT SBR
Time Before Reduce (e) 0,0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Time To Reduce (y) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Recall Mode None None None None NoneC-N1ax NoneC'KUax
Walk Time (o) 5.0 5.0 5.0 5.0 5.0 5.0 �
Flash Oont Walk (a) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (##hr) O U O U O O
Act Efct Green (o) 36.0 36.0 36.0 36.0 57.4 57.4 56.0 56.0 �
Actuated g/C Ratio 0.30 0.30 0.30 0.30 0.48 0.48 0.47 0.47
v/oRatio 0.65 121 1.05 075 0.49 0.74 0J7 0.51
Control Delay 62.6 148.0 172.3 42.9 31.1 287 45.0 23.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay SZS 148.0 172.3 42.9 31.1 28.7 45.0 23.6
LOS E F F D C C D C
Approach Delay 138.8 607 29.0 28.0
Approach LOS F E C C
Queue Length 5Uth (ft) 54 ~610 ~55 254 104 409 106 227
Queue Length Q5th (t) #134 #845 #150 377 160 497 #210 285
Internal Link Dist (ft) 5176 6392 3884 3644
Turn Bay Length (ft) 128 110 220 300
Base Capacity (vph) 124 546 62 548 460 1702 205 1629
Starvation Cap Reduotn O O 0 0 0 U O O �
�
SpiUbackCap Redm±n O 0 O O U O O O
Storage Cep Rmdudn O O U O U U O O
Reduced v/cRatio 0.65 121 1.05 0.75 0.48 0.74 0.72 0.51
Intersection Summa
Area Type: Other
Cycle Length: 120
Actuated Cycle Length: 120
Offset: O (096)' Referenced to phase 2:N8TL and G:SBTL. Start ofGreen
Natural Cycle: OO
Control Type:Actuated-Coordinated
Maximumv/c Ratio: 1.21
Intersection Signal Delay: 54.6 Intersection LOS: D
Intersection Capacity Utilization QS1Y4 ICU Level of Service F
Analysis Period (min) 15
~
Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# S5th percentile volume exceeds capacity, queue may balonger.
Queue shown ia maximum after two cycles.
Splits and Phases: 3: Peters Street(Route 133) &Salem Turnpike (Route 114)
01 T o2 o4
06 5 08
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e/|n/|n; 37 of42
822-Momow+wpondix
3: Peters Street (Route 133) &Salem Turnpike (Route 114) Dermot J. Kelly, PE, PTOE
2018 B iN Eveni Peak our DJK Associates, Inc.
t \.� /| -
� _-0. `� �� � .� '� � �
Lane Group EBL E8T EBR VV8L VVBT VVBR NBL N8T NBR 8BL SBT S8R
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (f0 12 12 12 13 12 12 12 12 12 12 12 12
Grade (%) O% O% O% U%
Storage Length (ft) 128 U 110 O 220 0 300 0
Storage Lanes 1 U 1 0 1 O 1 O
�
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 �
Leading Detector(ft) 50 50 50 50 50 SO 50 50
Trailing Detector(ft) O O O O U O U 0
Turning Speed (nph) 15 8 15 g 15 A 15 Q
Lane UUiFactor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 0.95
Ped Bike Factor
Fh O�932 0.921 0.093 0.994
Flt Protected 0,950 0.950 0,950 0.950
Satd. Flow (pnot) 1770 1736 O 1770 1716 O 1787 3540 O 1752 3484 O �
F|tPennitted 0218 0.111 0.341 O10U
� �
Sabd. Flow (penn) 406 1738 O 207 1716 O 641 3540 O 184 3484 0 �
Right Turn unRed Yes Yes Yea Yen �
Sotd. F|mm (RTOF) 36 47 G 5 �
�
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance(t) OSO 6472 3764 3724
Travel Time(e) 19.5 147.1 85.5 84.6
Vo|ume(vph) 73 331 272 GO 180 198 215 1124 55 204 758 34
ConO. Pede. (# hr) �
Confl. Bikes(#hr)
Peak Hour Factor 0.90 0.00 0.90 0.92 0.92 0.92 0.94 0.94 0.94 0.96 0.06 0.96 �
Growth Factor 100Y6 100Y6 10096 10096 100Y6 100Y6 10096 10096 100Y6 100Y6 100% 100% �
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 1% 1% 1% 3% 3% 3%
Bus Blockages (#/hr) O 0 0 O 0 O O 0 O 0 0 0
Parking (#/hr)
Mid-Block Traffic (96) 096 0Y6 0Y6 096 �
Adj. Flow(vph) 81 368 302 65 196 216 229 1106 59 212 700 35 �
�
Lane Group Flow (vph) 81 670 O 65 412 O 220 1255 O 212 825 O
Turn Type Perm Penn pm+pt pm+pt �
Protected Phases 4 8 5 2 1 S
Permitted Phases 4 8 2 8 �
Detector Phases 4 4 8 8 5 2 1 G
Minimum Initial (a) 6.0 6.0 6.0 6.0 6.0 10.0 6.0 10.0 �
Minimum Sp|d(s) 15.0 16.0 15.0 15.0 15.0 35.0 15.0 35.0
Total Split(a) 40.0 40.0 0.0 40.0 40.0 0.0 20.0 60.0 0.0 20.0 60.0 0.0
Total Split(%) 33.3% 33.3% 0.096 313% 33.3% 0.0% 16.7% 50.0Y4 0.0% 16.7% 50.0% O�096 �
Maximum Green (m) 35.0 35.0 35.0 35.0 15.0 55.0 15.0 56,0
Yellow Time (e) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(o) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yee Yee Yes Yes
Vehicle Extension (a) 3.0 3.0 %.O 3.0 3.0 3.0 3.0 J.O
Minimum Gap (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
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DJKAoowoietee Inc.. �
onoUn; 38 of42 �
822-mem5 w-App*nmx �
3: Peters Street (Route 133) & Salem Turnpike(Route 114) Dermot J. Kelly, PE, PTOE
2O18 Build Eve in Peak H ur DJKAaomciabee Inc.
-1, --1. ,�p ,- +- ,- 4\ t /,. \- 1 4J
Lane Group EBL EBT E8R VVBL VVBT VVBR NBL NBT NBR SBL SBT SBR
Recall Mode None None None None None C-Max None C-Max
Walk Time (o) 5.0 5.0 6.0 5.0 5.0 5.0
Flash Dnnt Walk (a) 11.0 11.0 11.0 11.8 11.0 11.0
Pedestrian Calls (#/hr) 0 O 0 O 0 O
Act EfctGreen (e) 36.0 36.0 36.0 36.0 57.4 57.4 58.0 56.0
Actuated g/C Ratio 030 0.30 0.30 0.30 0.48 0.48 0.47 0.47
v/cRo(io 0.66 123 1.05 075 0.50 0.74 0J7 0.51
Control Delay 64�8 1537 172.3 43.4 31.4 28.7 45.0 23.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 OD 0.0 0.0
Total Delay 64.8 153.7 1723 43.4 31.4 287 45.0 23.6
LOS E F F D C C D C
Approach Delay 144.1 60.0 29.1 28.0
Approach LOS F E C C
Queue Length 5Oth (t) 56 -824 -55 258 106 409 106 227 �
�
Queue Length Q5th (ft) #137 #858 #150 383 163 487 #210 285
Internal Link Dist (ft) 780 6392 3684 3644
Turn Bay Length (ft) 128 110 220 300
Base Capacity (vph) 122 545 62 548 480 1702 295 1629
Starvation Cap Reduotn O O O 0 0 O 0 O
SpiUback Cap Reduc(n O O O U 8 D 0 O �
Storage Cap Reductn U O O O O 0 O O �
Reduced v1cRatio 0.66 1.23 1.05 075 0.50 0.74 0.72 0.51
Intersection Summary
Area Type: Other
Cycle Length: 12O
Actuated Cycle Length: 120
Offset O (0Y6). Referenced to phase 2:NBTLand 6:8BTL. Start ofGreen
Natural Cycle: 00
Control Type: Actuated-Coordinated
Maximum v/uRatio: 123
Intersection Signal Delay: 65.9 Intersection LOS: E
Intersection Capacity Utilization QS.5Y6 ICU Level of Service F
Analysis Period (min) 16
~ Volume exceeds capacity, queue ia theoretically infinite.
Queue shown ia maximum after two cycles.
# Q5th percentile Volume exceeds capacity, queue may bolonger.
Queue shown in maximum after two cycles.
Splits and Phases: 3: Peters Street (Route 133) &Salem Turnpike (Route 114)
\111 01 �Lt 2 o4
06 o5 08
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DJK Associates, Inc.
8/19/13; onof*u
822-Mom5 w+Appendix
6: Peters Street (Route 133) & Site Drive Dermot J. Kelly, PE, PTOE
2O18 Build Evenin P k Hour DJKAssociates, |
�� ~� � 4 01
Movement EBT EBR VVBL VVBT NBL N8R
Lane Configurations T+ 4 *Y
Sign Control Free Free Stop
Vo|ume (veh/h) 668 7 G 423 7 8
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 O�92
Hourly flow rate (vph) 726 8 7 460 8 U
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare(veh)
Median type None
Median storage veh)
Upstream signal (0) 860
pX. platoon unblocked 0.96
vC. conflicting volume 734 1203 730
vC1. etage 1 confvo|
vC2. stage 2 confvo|
vCu, unblocked vol 734 1212 730
tC' single(s) 41 6.4 82
hC. 2ataga (o)
tF (e) 22 3.5 3.3
p0 queue free% QQ 06 98
oN1 capacity (veh/h) 880 192 426
Direction, Lane# EB1 VVB1 NB
Volume Total 734 466 16
Volume Left O 7 8
Volume Right 8 O Q
oSH 1700 880 272
Volume to Capacity 0.43 0.01 0.06
Queue Length Q5th (f) 0 1 5
Control Delay(e) 0.0 0.2 10.1
Lane LOS A C
Approach Delay (o) 0.0 0.2 10.1
Approach LOS C
Intersection Summary
�
Average Delay 0.3
Intersection Capacity Utilization 45�696 ICU Level ofService A
Analysis Period (min) 15
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DJK Associates, Inc.
enenn; 40 of 42
APPENDIX D—Alternative Mitigation Measures Plan
8/19/13; 41 of 42
822-Mem5 w-Appendix
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DJK Dermot J. Kelly Associates, Inc.
Traffic Engineering/Transportation Planning
6 Cameron Road
Andover, MA 01810
978-664-2205
MEMORANDUM
TO: Mr. Jeffrey Sheehy FROM: Dermot J. Kelly, PE, PTOE
Dundee Properties, LLC DJK Associates, Inc.
PO Box 3099 6 Cameron Road
Andover, MA 01810 Andover, MA 01810
SUBJECT: 102 Peters Street REF: 822-Mem4
North Andover, MA
Updated Traffic Impact Analysis
DATE: June 30, 2013
Pd V
Proposal
DJK Associates, Inc. initially conducted a Traffic Impact Analysis for the proposed
construction of 2,745 Square Foot (SF) of commercial office space to be located at 102
Peters Street (Route 133) west of the Turnpike Street (Route 125) intersection in North
Andover, MA. This Memorandum updates that analysis for the current proposed
preschool facility proposed by The Prep Preschool, Inc. A single standard 24-foot wide
curb cut has been constructed in the center of the project parcel with 11 parking spaces
provided in front of the newly constructed building. The previous curb cut has been
closed and the previous dwelling has been demolished.
The proposed daycare facility will operate with a maximum student population of 39
children and 4 staff members, or a ratio of 10 students to 1 staff member. The preschool
will operate between 7 AM and 6 PM and follow the North Andover school system
schedule in terms of holidays and school closings. This preschool will function in the
same manner as the The Prep Preschool Inc. existing facility in Tewksbury.
The staff member's arrivals will be spread out over the 7:00 AM to 8:30 AM time period
with each arrival occurring every 30 minutes or just prior to 7:00 AM, 7:30 AM, 8:00 AM
and 8:30 AM (4 staff members in 4 vehicles). Student arrivals will also be spread out,
but over a longer time period between 7:00 AM and 9:00 AM. No more than 10 students
will arrive during each of the following 30 minute time periods 7:00 and 7:30 AM, 7:30
and 8:00 AM, 8:00 and 8:30 AM and 8:30 and 9:00 AM. Within each 30 minute time
period, parents will be assigned a certain 5 to 10 minute period to arrive at the site. At
the Tewksbury facility which has about 40 students, there are 10 siblings families (20
students in 10 vehicles) and 3 car pool families (6 students in 3 vehicles) resulting in 13
families that arrive in single student vehicles (13 students in 13 vehicles). Applying this
student vehicle occupancy rate to the proposed facility in North Andover, a total of 30
vehicle-trips will enter the site (39 students in 26 vehicles plus 4 staff members in 4
DJKDermot J. Kelly Associates, Inc.
Traffic Engineering/Transportation Planning
Mr. Jeffrey Sheehy
June 30, 2013
Page 2
vehicles) and 26 vehicles-trips will exit the site (26 family vehicles exiting after drop off)
during the two hour 7:00 AM to 9:00 AM time period. Over the 7 to 9 AM peak hour
(one hour between 7 and 9 AM) there will be one half of the two hour total or 15 vehicle-
trips arriving (20-19 students in 13 vehicles plus 2 staff members in 2 vehicles) and 13
vehicles-trips exiting (13 family vehicles exiting after drop off) during the one peak hour
time period.
Similarly, the departure schedule will be spread out over a 4 hour period between 2 and
6 PM with staff members departing at 3:00, 4:00, 5:00 and 6:00 PM. Consequently,
during each of the one hour periods there will be 1 staff member exiting the site (1
vehicle-trip) and 10 students (7 vehicle-trips) exiting the site or a total of 8 vehicle-trips
exiting the site. Seven vehicle-trips will enter the site for pick-ups over the one hour
evening peak hour.
Vehicle-Trip Generation Study
Table 1 summarizes the peak-hour and daily project-generated traffic volumes for the
proposed preschool facility and compares it to the previous proposed 2,745 SF office
building.
TABLE 1
VEHICLE-TRIP GENERATION SUMMARY
39 Students/ Office Space
Time Period/ 2,745 SF of 4 Staff Member Compared To
Direction of Travel Office Space a Preschool Preschool
Weekday Morning
Peak Hour
Entering (vph)b 3 to 4 15 +11 to+12
Exiting (vph) 1 13 +12 to +11
Total (vph) 4 to 5 28 +24 to+23
Weekday Evening
Peak Hour
Entering (vph) 1 7 +6
Exiting(vph) 3 to 6 8 +2 to 5
Total(vph) 4 or 7 15 +8 to 11
Dally Traffic
Entering (vpd)c 15 to 33 56 +23 to +41
Exiting (vpd) 15 to 33 56 +23 to+41
Total (vpd) 30 to 66 112 +46 to+82
a Based on the Institute of Transportation Engineers (ITE) Trip Generation, a Edition, 2008 Land Use Code #710
General Office Building and Land Use Code#720 Medical-Dental Office Building to with 100% general office space
and 50/50%general office/medical-dental office space.
b vph=vehicle-trips per hour.
C vpd=vehicle-trips per day.
DJKDermot J. Kelly Associates, Inc.
Traffic Engineering/Transportation Planning
Mr. Jeffrey Sheehy
June 30, 2013
Page 3
Peak Parking Demand versus Supply
Drop-off and pick-ups occur after the parent parks their vehicle and enters the building to
drop-off or pick-up their child/children. Each vehicle is parked for approximately 2 to 3
minutes. Each child is packed and ready for pick-up prior to the parent arrival. During
Holidays and weekends, there will generally be no parking on site. Generally between 6
PM and 7 AM during school days there will also be no parking on site. Generally,
between 9 AM and 2 PM there will be only 4 staff vehicles parked on site. During the
morning arrival period, the peak demand will occur during the 8:30 to 9:00 AM time
period when all 4 staff vehicles will be parked on site. There are 11 parking spaces on
site with 4 spaces occupied by staff vehicles and one space dedicated to handicap
persons. The remaining 6 spaces will be available to the one to three vehicles expected
to arrive at the assigned 5 to 10 minute period within the 30 minute peak arrival time
period. Consequently, with a well-managed arrival/departure schedule the available
parking can easily accommodate the anticipated peak parking demand.
SUMMARY/CONCLUSION
Based on the traffic analysis presented in this study, the 46 to 82 additional vehicle-trips
the proposed project will generate will increase traffic by less than 0.4 to 0.7% when
compared to the existing 11,586 vpd along Peters Street. It should be noted that many
of the additional vehicle-trips may already be traveling along Peters Street between
residences and a work place. The overall traffic-related impacts will not create any
adverse impacts on traffic operations that would require any additional roadway
improvements at the Peters StreeNProposed Site Driveway intersection.