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HomeMy WebLinkAboutConsultant Review - 102 PETERS STREET 10/1/2013 Ref: 6585 October 1,2013 Ms. Judith M.Tymon Town Planner Town of North Andover 120 Main Street North Andover, MA 011145 Re: Supplemental Traffic Engineering Peer Review Proposed Day Care Center— 102 Peters Street(Route 133) North Andover, Massachusetts Dear Judy: Vanasse & Associates, Inc. (VAI) has completed a review of the supplemental materials recently submitted on behalf of Peters Street Associates, LLC (the "Applicant") in support of the proposed day care center to be located at 102 Peters Street (Route 133) in North Andover, Massachusetts (hereafter referred to as the"Project"). These materials include the following: Letter dated September 16, 2013 from Attorney Mark B. Johnson with attachments that include a registration application and materials related to student drop-off/pick-up procedures that will be implemented at the proposed day care center; and September 26, 2013 memorandum from Dermot J. Kelley, P.E., PTOE providing the results of a simulation of traffic circulation and parking demands at the proposed day care center during the weekday morning drop-off period. While the traffic simulation was informative and helpful in providing a visual context of how the proposed day care center may operate during the morning drop-off period, the precise nature of the simulation cannot account for actual conditions where parents/caregivers may be running early or late due to unforeseen circumstances, weather, traffic etc. Further, the simulation did not include the weekday afternoon/evening pick-up period, a time period where the queue of vehicles on Peters Street extends past the Project site driveway and inhibits the ability of vehicles to enter or exit the driveway, on-site circulation and access to parking. Consistent with our letter of September 10, 2013, we continue to suggest that the proximity of the Project site driveway to the intersection of Turnpike Street at Peters Street and the confining nature of the parking lot are not conducive to operation of the Project site as a day care center as currently proposed. That being said, if the Planning Board is inclined to act favorably on this application, we would suggest that the following conditions be considered: 1. Access — The Applicant shall complete the mitigation measures recommended in the August 14, 2013 memorandum prepared by Dermot J. Kelly Associates, Inc. to include the installation of "Do Not Block Driveway" signs and pavement markings n Peters Street at the Project site driveway. These improvements shall be completed prior to the issuance of a Ms.Judith M.Tymon October i, 20!3 Page 2of2 Certificate ofOccupancy for the Project and subject to receipt ofall necessary rights, peruzho and approvals. 2. Parking - The three (3) parking spaces located along the east side of the Project site and proximate to Peters Street shall be designated as employee parking. 3. Student Drop-OKD9Ptc8-Up K»oXiuy — Tbc Applicant obu|) implement an active drop-off/pick-up management plan such that uo more than five (5) children arrive ordepart in 15-minuhc period in order to limit the bnfGu and parking demands to u level that is connoueoeom1e with the available parking supply afforded by the Project site and to 4l\ovv sufficient time for vehicles to exit in the context of queuing at the Turnpike Street/Peters Street intersection. & copy of the drop-off/pick-up policy and parking nuuoaQenzeot p|uu abuD be provided to the Town prior to the issuance ofa Certificate of Occupancy for the Project. 4. Traffic and Parking MmnibmringPnmgramm — Ths Applicant shall conduct u post occupancy butOo and parking monitoring program that ohuU consist of monitoring traffic vV|unuom and parking demands u1 the Project oiteovcca5-duy, vveek')ongperiod, uuduonductcdut6-nmootbm, 12-nuootbm and 24-months uOor occupancy. The monitoring pnngcuou ebuU consist of traffic counts performed at the driveway serving the Project site in order to ascertain the volume of buffic generated by the day care center on udai|y and peak'bourhaoia, as well as u parking occupancy study conducted between 7:OU and 9:00 AM, and from 3:00k> 6:0OPM. The parking occupancy study should record the number of vehicles parked within the day care center parking area reported in 5-minute intervals during the observation period. In addition, motor vehicle oruob reports ubmK he obtained from the North Andover Police Department for the intersection of the Peters Street at the day care center driveway for the most recent 3-yeorperiod available in order to ascertain if there is an increase in crashes at or in the vicinity of the day cure center driveway. The motor vehicle crumb uum|ymia mboU be updated with each monitoring study (i.e., at 6-months, 12-nonntho and 24-nnontbu after occupancy). The ououi&odug program ybonid be conducted either hutw'eou April and June or Scyieoobor and October, with the results of the monitoring summarized in u report submitted tw the Planning Department within 3-months of the completion of the data collection that forms the basis o[the report. This concludes our review ofthe materials that have been submitted to date in support ofthe Project. If you should have any questions regarding our review, please feel free to contact me. Sincerely, VA S ASSOCIATES, J e grS irk, P.E., PTOE, FITE Principal cc: J. Pczoo|o, P.E. ' Hancock Associates, Inc. File G\6585 North Andover,MA\I,etters\102 Peters Street Supplemental Traffic Review 100113 docx 1AvHasse&Associates,Inca Ref: 6585 September 10,2013 Mr.Joseph D. Peznola, P.E. Principal-Branch Manager Marlborough Hancock Associates,Inc. 315 Elm Street Marlborough, MA 01752 Re: Supplemental Traffic Engineering Peer Review Proposed Day Care Center— 102 Peters Street(Route 133) North Andover, Massachusetts Dear Joe: Vanasse 8c Associates, Inc. (VAI) has completed a review of the supplemental materials submitted on behalf of Peters Street Associates, LLC(the"Applicant")in support of the proposed day care center to be located at 102 Peters Street (Route 133) in North Andover, Massachusetts (hereafter referred to as the "Project"), Specifically,this review focuses on the"Response to Peer Review Comments"letter prepared by Dermot J. Kelly Associates, Inc. (DJK)and dated August 28, 2013, which was prepared in response to the comments that were raised in our August 26, 2013 review letter. Based on our review of the supplemental information, we continue to be of the opinion that the proximity of the Project site driveway to the intersection of Turnpike Street at Peters Street and the confining nature of the parking lot are not conducive to operation of the Project site as a day care center as currently proposed. For context and consideration by the Planning Board, in reviewing the traffic characteristics of an office or medical office use occupying the existing building (2,745 square feet (sf)), uses that are currently approved for the Project site, such uses would result in approximately 11 vehicle trips during the weekday morning and evening peak hours. This level of activity would be equivalent to a day care center serving 15 students. Implementing an active drop-off/pick-up management plan such that no more than five(5)children arrive in a 15-minute period would limit the traffic and parking demands to a level that is commensurate with the available parking supply afforded by the Project site and allow sufficient time for vehicles to exit in the context of queuing at the Turnpike Street/Peters Street intersection. Should the Planning Board consider approving the Project with such a condition, it is recommended that a copy of the drop-off/pick- up policy and parking management plan be provided to the Town prior to the issuance of a Certificate of Occupancy for the Project, and that a traffic and parking monitoring program be conducted by the Applicant and submitted to the Town at four(4), six(6) and 12 months after issuance of a Certificate of Occupancy for the Project. These conditions would be in addition to the implementation of the recommendations stated in the August 14, 201.3 traffic assessment ("Do Not Block Driveway" signs and pavement markings) and designation of the three(3) parking spaces along the east side of the Project site and proximate to Peters Street as employee parking. For reference, listed below are the comments that were raised in our August 28, 2013 review letter that required additional information or analysis, followed by a summary of Applicant's response. Mr. Joseph D. Peznola, P.E. September 10,2013 Page 2 of 8 TRAFFIC IMPACT ANALYSIS Future Conditions Build Conditions Comment: 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)l and assuming 39 students resulted in trip estimates for the Project that were comparable to those resulting from the observed dataftoin the Tewksbioyfacility. Response: The Applicant's engineer provided additional trip-generation calculations for the Project using data available from the ITE and indicated that the projections that were used in the August 14, 2013 assessment prepared in support of the Project were 38 percent higher than the ITE equivalent projections during the weekday morning peak-hour and 17 percent higher over the course of the day. VAI was not able to replicate the ITE traffic volume projections presented by the Applicant's engineer; however, we continue to be of the opinion that the trip estimates for the Project that are documented in the August 14, 2013 assessment are representative of the expected traffic characteristics of the Project. No further response required. Recommendations Comment: 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 oJ'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 arrive early or late. Response: The Applicant's engineer stated that early or late arrivals by a parent or caregiver would have a negligible effect on the operation of the Turnpike Street/Peters Street traffic signal or the recommended improvement measures. New Comment: At issue is the ability of the Project site to accommodate the projected demands of the proposed day care center. The layout of the parking lot and the short depth of the driveway in relation to Peters Street are not conducive to high- turnover parking,conditions that are exasperated by the proximity of the traffic 'Trip Generation, 9'h Edition; Institute of"Transportation Engineers;Washington,DC;2012, G:\6585 North Andover,MA\LcntersNl02 Peters Street Supplemental Tragic Review 091013 docx Mr. Joseph D. Peniola, P.E. September 10, 2013 Page 3 of 8 signal at the Turnpike Street/Peters Street intersection. Even if the "Do No Block Driveway" signs and pavement markings are installed and obeyed, vehicles turning right to exit the Project site (approximately 55 percent of exiting vehicles) will be blocked by the queue from the traffic signal, impeding access to parking and circulation within the site. Metering of parent/caregiver arrivals and departures by an appropriate time could serve to address these conditions and provide reserve capacity to account for early at-rivals, late departures and other such conditions that occur. Comment. The left-turn movement from 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 arro", 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 oj'left-turning vehicles and the short distance between Turnpike Street and the Project site driveway. Response: The Applicant's engineer stated that if vehicles obey the proposed "Do Not Block Driveway" signs and pavement markings, and accounting for observations of vehicles passing on the right when a left turning vehicle is present waiting for a gap in conflicting traffic to turn, vehicles should be able to turn left to enter the Project site without causing traffic to back-up into the Turnpike Street/Peters Street intersection. The Applicant's engineer also provided a statistical analysis of the traffic signal system and the traffic volume demands related to both the left-turn movement from Turnpike Street northbound to Peters Street westbound and the volume of left-turn traffic that is projected to enter the Project site. Based on this analysis, the Applicant's engineer concluded that there is sufficient distance between Turnpike Street and the Project site driveway to accommodate the potential demand for left-turn movements into the Project site without queuing back into the Turnpike Street/Peters Street intersection. New Comment. The proximity of the Project site driveway to Turnpike Street(110 feet)does not provide proper distance for motorists turning from Turnpike Street onto Peters Street westbound to react to the presence of a vehicle that may be slowing or stopped to turn left into the Project site, conditions that have the potential to result in both operational and safety issues at the driveway and at the Turnpike Street/Peters Street intersection. For these reasons, the corner clearance for driveways on an approach to a signalized intersection should be located a distance that is 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.2 In the case of the Project site, this distance would be between 250 and 625 feet from Turnpike Street. 2Access Management jillanual;Transportation Research Board of the National Academies;Washington,D.C;2003. GA6585 North Andover,MA\Lettem\102 Peters Street Supplemental Traffic Review 091013doex Mr. Joseph D. Peznola,P.E. September 10, 2013 Page 4 of 8 Comment: In addition, assuming that vehicles obey the "Do Not Block Intersection"provision, the result would he sluggish intersection operations at the Turnpike Street/Peters Street intersection resulting from the delay in traffic approaching the signal created by the gap in the vehicle queue on the approach, a condition that could result in premature termination of the "green" signal indication for the Peters Street eastbound approach and both increased motorist delay and queuing. Response: The Applicant's engineer indicated that the artificial gap in traffic created by the"Do No Block Driveway" pavement markings would not impact the operation of the traffic signal system at the Turnpike Street/Peters Street intersection. It is clear that an "artificial" gap in traffic will be created in the queue as a result of the proposed "Do Not Block Driveway" pavement markings, a condition which may or may not impact the operation of the traffic signal system at the Turnpike Street/Peters Street intersection depending on driver reaction to the"green" signal indication. No further response required. Comment: 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 functional area of the intersection in order to allow sufficient offset to accommodate vehicle queuing fi,om 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 Applicant's engineer stated that the Transportation Research Board (TRB) Access Management Manual is not applicable to the Project. New Comment: The TRB Access Management Manud provides the current best practices for access management, which is defined therein as the "systematic control of the location, spacing, design and operation of driveways, median openings, interchanges and street connections to a roadway." Further, the purpose of access management is stated as, "to provide vehicular access to land development in a manner that preserves the safety and efficiency of the transportation system." Both of these definitions are directly applicable to the Project as they relate to the location of the Project site driveway and its relationship to the Turnpike Street/Peters Street intersection. Chapter 9 of the Access Management Manual provides specific recommendations with respect to the location of driveways in relation to intersections indicating that inadequate corner clearances (distance between an intersection and the nearest driveway) can result in traffic operation,safety and 'Ibid. 6:16585 North Andovu lemental Traffic Review 091013 docx ,MAUtters\102 Peters Street Su Mr.Joseph D. Peznola, P.E. September 10,2013 Page 5 of 8 capacity problems caused by blocked driveways, conflicting and confusing turns, insufficient weaving distances and backups from a downstream driveway into an intersection. These conditions are applicable to the Project site driveway and its proximity to Turnpike Street. 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. This criteria would require the Project site driveway be located at least 250 feet from Turnpike Street vs. the cut-rent distance of 110 feet, and would apply irrespective of the proposed "Do Not Block Driveway" signs and pavement markings. PARKING DEMAND ASSESSMENT Comment: A review of parking demand data for a day care facility published by the ITE' indicates that the peak parking demand period typically occurs during the afternoon pick-up period and genet-ally between 4:00 and 6:00 PM. For a 39 student clay care facility, the calculated 85't'percentile parking demand (typical design value) using the ITE data is approximately 13 spaces, which exceeds the available parking at the Project site (II spaces). Similar calculations performed using the number of staff or the 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 tom 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. Response: The Applicant's engineer has indicated that the ITE parking demand data is not applicable to the Project given the age of the data and that the size of the facilities that were studied were much larger than the Project with respect to building size, number of students and staffing levels. For these reasons, the Applicant's engineer stated that the most appropriate manner to evaluate the parking requirements for the Project is to conduct observations at a similar site, that data from which was presented in the August 22, 2013 Parking Accumulation Study, which indicated a projected parking demand for the Project of 5 spaces. New Comment: We are in agreement that the ITE parking generation data for a day care center may or may not be representative of the parking demands associated with the Project and that the collection of local data from a facility similar to that which is proposed is a preferred approach. However, collection of such data on a single day for only one peak period and absent additional supporting data to document similar operating conditions to those expected at the Project site, it cannot be determined if the observed data is representative of the parking demands that may be associated with the Project. A review of the website for the Robins Nest Day Care Center, the site at which the parking observations 4 Parking Generation,4"'Edition;Institute of ransportation Engineers;Washington,D.C.;2010, GA6585 North Andover MMLct1crs\102 Peters Street SupplemuntatTrafflic Review 091013 docx Mr. Joseph D. Peznola,P.E. September 10,2013 Page 6 of 8 were performed, indicates that the facility operates a day camp program during the summer and, as such, the parking observations which were conducted on August 21, 2013 may not be representative of conditions that will occur during the school year. For these reasons and absent additional supporting information from the Applicant,the use of the ITE data provides a reasonable baseline from which to evaluate the potential parking demands of the Project. In reviewing both the observed data and the ITE data,we continue to expect that the parking demands for the project will range between 7 and 10 spaces, a range which would leave little reserve capacity within the Project site to accommodate variations in arrival and departure times or impacts relating to vehicle queues exiting the Project site absent an active student drop-off/pick-up management plan. Comment: Independent of the parking demands of the Project, the parking layout is confining in that it only offers a single circulating aisle which does not afford the ability of vehicles to queue to exit while maintaining unimpeded access to pat-king. It is clear from the traffic operations analysis that vehicles will queue past the Project site driveway from the Turnpike StreetlPeters Street intersection as well as within the Project site. A vehicle queue of I to 2 vehicles waiting to exit the Project site would limit the number of functional parking spaces available within the Project site. The confined nature of the parking layout combined with the short approach distance to Peters Street are not conducive to high turnover parking events such as those that occur during drop-off/pick-up periods at a school or da y care. Response: The Applicant's engineer stated that the Project site has been approved for a commercial office/medical office development and meets all dimensional requirements of the Town for such a use. Further,the Applicant's engineer indicated that it is expected that vehicles will queue to exit the Project site and that such conditions may result on one (1) or two (2) parking spaces being blocked. Accordingly, it was recommended that the three (3) parking spaces located along the east side of the Project site and proximate to Peters Street be designated as employee parking. New Comment.- Vehicles queued to exit the Project site reduce the width of the circulating aisle separating the parking spaces such that parking along both sides of the Project site is impacted, not just along the east (exiting) side. As such, the number of spaces impacted by vehicles queued to exit the Project site is doubled (i.e., if 2 spaces are blocked along the east side of the Project site by queued vehicles, 2 spaces along the west side are also blocked or not usable as a vehicle cannot exit those spaces). This condition speaks to the confining nature of the Project site, the impact of which limits the effective parking supply and is specific to the location of the Project site driveway in relation to the Turnpike Street/ Peters Street intersection. Limiting the arrival of students to no more than five (5)students in a 15-minute period would serve to reduce the traffic and parking demands of the Project to a level that is commensurate with the effective parking supply and with consideration of the proximity of the Project site driveway to the Turnpike Street/Peters Street intersection GA6585 North Andover,MA\Lctters\102 Pelers S(rect Supplemental Traffic Review 091013 dom 1AN' � � Mr. Joseph D. Pezo |��E. September 10, 2013 Page 7oyD PEDESTRIAN CIRCULATION At the request of the Planning Board, a review of pedestrian access and circulation within the Project aitc was undertaken. The current parking layout requires that parents/caregivers walk children through the parking lot to the bnni of the building as x sidewalk is not provided within the Project site. This condition is not uouomun000 in parking lots and, given the snnu|l size of the parking \o1` vehicle travel upmmdo will be low. However, given that momuU children will be present within the Project site, it is recommended that the operator nfthe day ou,e facility provide periodic rcouiudeoto parents/caregivers to be aware of children in the parking lot and that idling of vehicles is prohibited. SUMMARY V/kl has uonop|ohod a vcvio* of the supplemental ouatmda|w submitted on 6cbu)y of Peters Street Associates, LLC in support of the proposed day care center to be located at 102 Peters Street(Route 133) in North Andover, 84uyauobuooUo. SpooifiooUy^ this review focused on the ^'Qumponuo to Peer Review Cnzuruortn" letter prepared by QJ{ and dated August 28, 2013, rvb{ch was prepared in response to the comments that were raised in our August 26,2813 review |uMur. Based on our covimp of the supplemental infbunu1iou`we continue to be of the opinion that the proximity of the Project site cbivevvuytothe intersection o[Turnpike Street atPeters Street and the confining nature of the parking lot are not conducive to operation of the Project site as u day care center as currently proposed. For context and consideration by the Planning Board, in reviewing the traffic characteristics of | an office or medical office use occupying the existing building(2,745 sf), uses that are currently approved � for the Project mite` such uses would result iu approximately l> vehicle trips during the weekday morning � and evening peak bourn. This level of activity vvuuid he ogoivuleu1 to u day umrc center serving 15 oiudents. | Implementing an active drop-off/pick-Lip management plan Such that no more than five(5)children arrive in a 15'ouiou{u period would limit the kuffio and parking duroaudx to u level that is nonunneumorx1c with the available pat-king supply afforded by the Project site uodaUovv sufficient time for vehicles to exit in the context of queuing at the Turnpike Street/Peters Street intersection. Should the p\unoiog Board consider approving the Project with such a condition, it is recommended that a copy of the drop-off/pick- uppo|icyundpurkiu& nouougcnuomdpiaobeprovidedk` tboTuv/npriortotbuioouuoueofuCuriiDcu(cnf Occupancy for the Project, and that u katfio and parking monitoring program be conducted by the Applicant and submitted to the Town ot four(4), six(6) and 12 months after issuance ofuCertificate of Occupancy for the Project. These conditions would he in addition to the implementation of the recommendations stated in the August 14, 2013 traffic assessment (^^DoNot Block [)rivevvm/` ei&uo and pavement markings)and designation of the three (3)parking spaces along the east side of the Project site and proximate to Peters Street as orop|oycu parking. GA6585 North Andover,IvIffiLutters\102 Peter.%Street Supplemental Traffic Review 091013 doex � , Mr.Joseph D. 9ezok4 �E. September 10,2013 Page 8ufO This concludes our review of the materials that have been submitted to date in support of the Project, If you should have any questions regarding our review,please feel free tn contact me. 8iuceco|v, T Je Principal JSD/imd cc File G:\6585 North Andover,MA'd,oleisM2 Peters Street Supplemental Traffic Review 091013 docx � � IL AL vanasse&Associates,Inc- Ref: 6585 August 26, 2013 Mr.Joseph D. Peznola,P.E. Principal-Branch Manager Marlborough Hancock Associates, Inc. 315 Elm Street Marlborough,MA 01752 Re: Traffic Engineering Peer Review Proposed Day Care Center— 102 Peters Street(Route 133) North Andover,Massachusetts Dear Joe: Vanasse & Associates, Inc. (VAI) has completed a review of the materials submitted on behalf of Peters Street Associates,LLC(the"Applicant")in support of the proposed day care center to be located at 102 Peters Street (Route 133) in North Andover, Massachusetts (hereafter referred to as the "Project"). Our review focused on the following areas as they relate to the Project: i) vehicle and pedestrian access and circulation; ii) Massachusetts Department of Transportation (MassDOT) design standards; iii) Town of North Andover Zoning requirements as they relate to access, parking and circulation; and iv)accepted Traffic Engineering and Transportation Planning practices. In support the Project, the Applicant submitted the following materials which are the subject of this review: ➢ 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. In addition to the above materials, a parent/caregiver drop-off/pick-up sign-up sheet and a copy of a daily sign in/out log sheet were also provided for review. Mr.Joseph D. Peznola,P.E. August 26,2013 Page 2 of 8 VAI has completed a review of these materials and we have concluded that they were prepared in a professional manner and generally following the applicable standards of care. As a result of our review, we have determined that the proximity of the Project site driveway to the intersection of Turnpike Street at Peters Street and the confining nature of the parking lot are not conducive to operation of the Project site as a day care center. The ability of the Project site driveway and the parking lot to function in a safe and efficient manner with respect to drop-off/pick-up operations is directly related to the efficiency for vehicles to enter and exit the Project site, conditions which are exacerbated by vehicle queuing from the Turnpike Street/Peters Street intersection and the confined nature of the parking lot. The following summarizes our review of the materials submitted in support of the Project. PROJECT DESCRIPTION As proposed, the Project will entail the renovation of an existing commercial building located at 102 Peters Street(Route 133) in North Andover, Massachusetts,to accommodate a day care center with a maximum of 39 students and four (4) staff members. The proposed day care center will operate between7:00 AM and 6:00 PM,and will follow the North Andover public school schedule with respect to holidays and school closings. The Project site encompass approximately 13,315±square feet(sf)of land and is bounded by Peters Street to the north; commercial properties and areas of open and wooded space to the south and east; and areas of open and wooded space to the west. At present, the Project site contains a 2,745 ± sf, one-story commercial building with a paved parking area that accommodates parking for 11 vehicles, including one (1) handicapped accessible space. Access to the Project site will continue to be provided by way of the existing driveway that intersects the south side of Peters Street approximately 110 feet west of Turnpike Road(Route 114). TRAFFIC IMPACT ANALYSIS The traffic impact analysis submitted in support of the Project consisted of two memoranda prepared by Dermot J. Kelly Associates, Inc. (DJK). The first document was dated December 28, 2011 and was submitted to the Town in support of the construction of the 2,745 ± sf commercial office building that currently occupies the Project site. The second document was dated August 14, 2013 and provided updated traffic counts and analyses specific to the proposed day care center that is the subject of the current proposal for the Project site. This review has focused on the August 14,2013. General The August 14, 2013 traffic assessment was prepared in a professional manner and generally following the standards of the Commonwealth of Massachusetts Executive Office of Energy and Environmental Affairs (EEA)/MassDOT Guidelines for Environmental Impact Report/Environmental Impact Statement Traffic Impact Assessments (TIAs), and the standards of the Traffic Engineering and Transportation Planning professions for the preparation of such reports. Although the August 14, 2013 assessment was not signed and sealed (stamped) as required pursuant to Massachusetts General Law,VAI confirmed that the assessment was prepared under the responsible charge of Mr. Dermot J. Kelly, P.E., PTOE, Massachusetts P.E. License No.31972. %A',"', GA6585 North Andover MA1Lettersl102 Peters Street Traffic Review 082613 dom Mr.Joseph D.Peznola,P.E. August 26, 2013 Page 3 of 8 Existint Conditions Study Area The study area evaluated for the Project consisted of the Project site driveway and the intersection of Turnpike Street and Peters Street. Comment: The study area evaluated in the August 14, 2013 traffic assessment is sufficient to allow for an assessment ofProject-related impacts on the transportation infrastructure. Traffic Volumes and Data Collection Traffic volumes were collected at the Turnpike Street/Peters Street intersection on August 13, 2013 by means of manual turning movement counts (TMCs) and vehicle classification counts during the weekday morning (7:00 to 9:00 AM) and weekday evening (4:00 to 6:00 PM) peak periods. These time periods were selected as they are representative of peak traffic volume conditions for both the Project and the adjacent roadway network. A review of seasonal adjustment data available from MassDOT indicated that traffic volume conditions during the month of August are representative of an"above average" condition and,as such,no seasonal adjustment was required to be applied to the raw traffic count data. Comment: 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. Pedestrian and Bicycle Facilities Comment: An inventory of pedestrian and bicycle facilities within the study area was not conducted as apart 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 apart 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. Public Transportation Comment: 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 IL Alk ILAVIL GA6585 North Andover,MAIL ettersUO2 Peters Street Traffic Review 082617.docx WMI Mr.Joseph D. Peznola,P.E. August 26,2013 Page 4 of 8 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. Motor Vehicle Crash Summary Comment. 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. Future Conditions No-Build Conditions Existing traffic volumes within the study area were projected to 2018, a 5-year planning horizon from the base analysis year (2013) and consistent with state standards for the preparation of Traffic Impact Assessments (TIAs). The Applicant's engineer increased the 2013 base traffic volumes by 12.7 percent in order to account for general traffic growth and traffic that may be associated with other development projects in the area. This increase is equivalent to an approximate 2.4 percent per year compounded annual growth rate, which far exceeds that which has been experienced in the area(less than 1.0 percent on average). Comment: 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. Build Conditions Future conditions with the Project(2018 Build)were developed by estimating the traffic characteristics of the Project and then assigning the resulting peak-hour traffic volumes onto the future condition roadway network. In order to determine the traffic characteristics of the Project,the Applicant's engineer obtained data from a similar day care operated by the Applicant in Tewksbury, Massachusetts, for the week of August 12,2012. This data consisted of the sign-in/out log for each day during the subject week and was summarized in 15-minute intervals for the time period of 7:00 to 9:00 AM and 4:00 to 6:00 PM. Attendance at the Tewksbury location during the review period ranged from 26 to 34 children. As such, the Applicant's engineer expanded the data on a proportionate basis to estimate the number of trips that GA6585 North Andover,MMLetters\102 Peters Street Traffic Review 082613 docx %4110 Mr.Joseph D. Peznola,P.E. August 26, 2013 Page 5 of 8 would be associated with 39 children, the maximum number expected to be accommodated at the Project site. Based on the above methodology, it was estimated that the Project would generate approximately 180 vehicle trips on an average weekday(two-way traffic, or 90 vehicles entering and 90 exiting over the operational day of the Project), with 40 vehicle trips expected during the weekday morning peak-hour (21 vehicles entering and 19 exiting)and 28 vehicle trips expected during the weekday evening peak-hour (13 vehicles entering and 15 exiting). Traffic volumes associated with the Project were assigned onto the study area roadway network based on a review of exiting prevailing traffic patterns at the Turnpike Street/Peters Street intersection. In general, 45 percent of Project-related traffic was oriented to/from the west on Peters Street, with 25 percent of Project-related traffic assigned to/from the east on Peters Street; 5 percent to/from the north on Turnpike Street; and 25 percent assigned to/from the south on Turnpike Street. Comment: 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)r and assuming 39 students resulted in trip estimates for the Project that were comparable to those resulting from the observed data from the Tewksbury facility. Traffic Operations Analysis In order to assess the potential impact of the Project on the transportation infrastructure and to evaluate potential blockage of the Project site driveway by vehicle queues, a detailed traffic operations analysis was performed for the intersection of Turnpike Street at Peters Street under 2013 Existing,2018 No-Build (without the Project) and 2018 Build (with the Project) conditions. In brief, traffic operations are described by six "levels of service" which are defined by letter grades from "A" through "F", with a level-of-service (LOS) "A" representing the best operating conditions (average motorist delays of less than 10 seconds and little or no apparent vehicle queuing) and a LOS "F" representing constrained operating conditions(average motorist delays of 50 to 60 seconds or more and often with apparent vehicle queuing). A LOS of`B" is representative of an intersection or traffic movement that is operating at its design capacity,with a LOS of"D"typically representing the limit of acceptable traffic operations. Based on this analysis, the Turnpike Street/Peters Street intersection was found to operate at an overall level-of-service of "C" during the weekday morning peak-hour and at a level-of-service of "D"/"E" during the weekday evening peak-hour under 2013 Existing, 2018 No-Build and 2018 Build conditions, with a slight degradation in operating conditions shown to occur during the weekday evening peak-hour as a result of the Project(change in level-of-service from "D"to "E" as a result of an increase in overall intersection delay of approximately 1.3 seconds). 1 Tr ip Generation, 9`h Edition;Institute of Transportation Engineers;Washington,DC;2012. G:\6585 North Andover.MA\Letters\102 Peters Street Traffic Review 082613.doex Mr.Joseph D. Peznola,P.E. August 26,2013 Page 6 of 8 Under all analysis conditions, the average vehicle queue on the Peters Street eastbound approach to the intersection exceeded 250 feet and extended upward of over 625 feet during the peak periods, a condition that would result in the Project site driveway being blocked on a regular and sustained basis,particularly given that the approach is expected to operate at or over its design capacity, indicating that the queue will not clear the approach on each cycle of the traffic signal and may exceed the predicted values. Comment. 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 on 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. Recommendations Based on the limited impact of the Project on the transportation infrastructure, the Applicant's engineer focused their recommendations on potential measures to discourage vehicles on the Peters Street approach to Turnpike Street from blocking the Project site driveway. These measures included installing "Do Not Block Intersection" signs and pavement markings on Peters Street at the driveway and/or modifying the pavement markings along Peters Street to provide a wider westbound travel lane to allow motorists to by-pass a vehicle that may be waiting to turn left into the Project site. In addition, the Applicant's engineer has indicated that the arrival and departure of students and staff will be regulated in order to disperse traffic associated with the Project,with student drop-off/pick-up assigned to defined 5 to 10 minute windows. Comment: 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 parenticaregiver arrive early or late. The left-turn movement from 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. In addition, assuming that vehicles obey the "Do Not Block Intersection"provision, the result would be sluggish intersection operations at the Turnpike Street/Peters Street intersection resulting from the delay in traffic approaching the signal created by the gap in the vehicle queue on the approach, a condition that could result in premature termination GA6585 North Andover,MAV et[ers1102 Peters Street Tm flc Review 082613,docx Mr.Joseph D.Peznola,P.E. August 26,2013 Page 7 of 8 of the "green" signal indication for the Peters Street eastbound approach and both increased motorist delay and queuing. 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 functional 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. PARKING DEMAND ASSESSMENT The Applicant's engineer conducted a parking accumulation study at a similar day care facility located at 1608 Bridge Street in Dracut, Massachusetts, on August 21, 2013 from 7:00 to 9:00 AM. It was noted that the subject facility is similar to the Project with respect to the way in which the parking lot will function during student drop-off/pick-up periods. During the observation period, it was noted that 32 parent/caregiver vehicles transporting 48 students and three (3) staff vehicles were observed to enter the site between 7:00 and 9:00 AM. This level of activity resulted in a maximum of seven (7) vehicles parked within the site at any one time during the observation period. Scaling the parking demand observations to reflect the proposed student and staff levels at the Project would result in a peak parking demand of five (5) to seven (7) vehicles for the Project, a demand which it was stated could be accommodated by the 11 parking spaces located within the Project site. Comment: A review of parking demand data for a day 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'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 the 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 from 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. Independent of the parking demands of the Project, the parking layout is confining in that it only offers a single circulating aisle which does not afford the ability of vehicles to queue to exit while maintaining unimpeded access to parking. It is clear from the traffic operations analysis that vehicles will queue past the Project site driveway from the Turnpike Street/Peters Street intersection as well as within the Project site. A vehicle queue of 1 to 2 vehicles waiting to exit the Project site would limit the number of functional 2ParkingGeneration,4th Edition;Institute of Transportation Engineers;Washington,D.C.;2010. IL in G96585 North Andover,MA\Lelters\102 Peters Street Traffic Review 082613.doex %q I Mr.Joseph D.Peznola,P.E. August 26,2013 Page 8 of 8 parking spaces available within the Project site. The confined nature of the parking layout combined with the short approach distance to Peters ,Street are not conducive to high turnover parking events such as those that occur during drop-off/pick-up periods at a school or day care. SUMMARY VAI has completed a review of the materials submitted on behalf of Peters Street Associates, LLC in support of the proposed day care center to be located at 102 Peters Street(Route 133) in North Andover, Massachusetts. Our review focused on the following areas as they relate to the Project: i) vehicle and pedestrian access and circulation; ii) MassDOT design standards; iii) Town of North Andover Zoning requirements as they relate to access, parking and circulation; and iv) accepted Traffic Engineering and Transportation Planning practices Based on our review, we have determined that the proximity of the Project site driveway to the intersection of Turnpike Street at Peters Street and the confining nature of the parking lot are not conducive to operation of the Project site as a day care center. The ability of the Project site driveway and the parking lot to function in a safe and efficient manner with respect to drop-off/pick-up operations is directly related to the efficiency for vehicles to enter and exit the Project site, conditions which are exacerbated by vehicle queuing from the Turnpike Street/Peters Street intersection and the confined nature of the parking lot. This concludes our review of the materials that have been submitted to date in support of the Project. If you should have any questions regarding our review,please feel free to contact me. Sincerely, V A SSOCIAT-. , [NC. Je Dirk,P.E.,PTOE, E Principal JSD/jsd cc: File GA6585 North Andover,MA\Le1ters\102 Peters Street Traffic Review 082613.docx