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Home My WebLink About2012-02-21 Planning Board Supplemental Materials DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning 280 Main Street, Suite 204 North Reading, MA 01864-1300 978-664-2205 MEMORANDUM TO: Mr. Jeffrey Sheehy FROM: Dermot J. Kelly, PE, PTOE Dundee Properties, LLC DJK Associates, Inc. PO Box 3099 280 Main St., Ste. 204 Andover, MA 01810 North Reading, MA 01864 SUBJECT: 102 Peters Street REF: 822 North Andover, MA Traffic Impact Analysis DATE: December 28, 2011 Proposal DJK Associates, Inc. has conducted a Traffic Impact Analysis for the proposed construction of 2,745 Square Foot (SF) commercial office space to be located at 102 Peters Street (Route 133) west of the Turnpike Street (Route 125) intersection in North Andover, MA. A single standard 20-foot wide curb cut will be located in the center of the project parcel with 11 parking spaces provided in front of the proposed building. The existing curb cut will be closed. As part of the proposed project the existing onsite dwelling will demolished. The proposed project is graphically shown on the Proposed Site Plan prepared by Andover Consultants Inc. dated December 13, 2011. Existinq Conditions-- Peters/Haverhill Street(Route 133) Peters/Haverhill Street is generally an east-west roadway under local jurisdiction in the vicinity of the site. The roadway generally provides for one travel lane for each direction of traffic, however, at the Turnpike Street intersection and in front of the site there are two eastbound approach lanes, an exclusive left turn lane and a through/right turn lane. The roadway is approximately 33 to 43 feet wide in front of the site. Traffic along Peters/Haverhill Street is controlled by two traffic signals. One signal is located west of the site in Andover at the Haverhill Street/High Street intersection. The other signal is located immediately to the east site in North Andover at the Peters Street/Turnpike Street intersection. Minor Streets and driveways intersecting Pete rslHaverhill Street in the immediate site vicinity are generally controlled by STOP signs and/or no traffic sign control. Land use along the roadway consists of the Merrimack Valley YMCA and residential uses immediately west of the project site. The posted speed limit ranges from 30 miles per hour (mph) for westbound traffic to 35 mph for eastbound traffic in the site vicinity. Recent traffic counts in the area indicate that Pete rslHaverhill Street carries an average of 11,586 vehicle-trips per day. DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Mr. Mr. Jeffrey Sheehy December 28, 2011 Page 2 Vehicle-Trip Generation Study Traffic volumes generated by commercial office development projects normally follow well- established patterns with respect to magnitude and temporal distribution. Measurements of numerous such developments published by the Institute of Transportation Engineers (ITE) have established trip generation rates, which have been standardized for analysis purposes. Accordingly, the ITE Trip Generation Manual was researched with the appropriate vehicle-trip generation characteristics applied to the proposed project. Based on the average trip generation rates published in the ITE Trip Generation Informational Report, it is anticipated that the proposed a 2,745 SF commercial office project would generate an average of 30 to 66 vehicle-trips per day (vpd) depending on the portion of office space dedicated to medical-dental office use. The proposed office building could contain up to 50% medical office space and/or up to 100% general office space. This daily volume would be split evenly with 15 to 33 vehicle-trips entering and 15 to 33 vehicle-trips exiting the site over the course of the entire 24-hour day. More importantly, during the weekday morning peak hour, the commercial office development project would generate on average a total of 4 to 5 vehicle-trips with 3 to 4 vehicle-trip entering and 1 vehicle-trip exiting the project site. Similarly, during the evening peak hour, it is anticipated that on average 4 to 7 vehicle-trips would be generated. The 4 to 7 vehicle-trips would consist of 1 vehicle-trip entering and 3 to 6 vehicle-trips exiting the development during the peak 60-minute period. The remaining vehicle-trips would occur over the course of the day. Comparing the proposed commercial office development project with the current existing single family home located onsite, the proposed project would generate 20 to 48 additional vehicle- trips per day. During the morning and evening peak hours, the increase would range from 3 to 6 vph depending on the portion of the project dedicated to medical office use. Table 1 summarizes the peak-hour and daily project-generated traffic volumes for the proposed 2,745 SF of office building, the existing single family home and a comparison between the two land uses, 822-Memldocx; 12/28/11 DJKDermot J. Kelly Associates, Inc. Traffic EngineeringlTransportation Planning Mr. Mr. Jeffrey Sheehy December 28, 2011 Page 3 TABLE 1 VEHICLE-TRIP GENERATION SUMMARY 2,745 SF of Office Space Time Period/ 2,745 SF of 1 Single Compared To Direction of Travel Office Space a Home b 1 Single Home Weekday Morning Peak Hour Entering (vph) 3 to 4 0 +3 to +4 Exiting (vph) 1 1 Total (vph) 4 to 5 1 +3 to +4 Weekday Evening Peak Hour Entering (vph) Exitinq (vph) 3 to 6 0 +3 to 6 Total (vph) 4 or 7 1 +3 to 6 Daily Traffic Entering (vpd)d 15 to 33 5 +10 to +28 Exiting vpd) 15 to 33 5 +10 to+28 Total (vpd) 30 to 66 10 +20 to +48 a Based on the Institute of Transportation Engineers (ITE) Trip Generation, e'h 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 50150% general officelmedical-dental office space. b Based on the Institute of Transportation Engineers (ITE) Trip Generation, 8h Edition, 2008 Land Use Code#715 Single-f=amily Detached Housing. c vph=vehicle-trips per hour. d vpd=vehicle-trips per day. 822-Mem1docx; 12/28/11 DJKDermot J. Kelly Associates, Inc. Traffic Eng!nee ring/Transportation Planning Mr. Mr, Jeffrey Sheehy December 28, 2011 Page 4 Mitigation Measures The final phase of the analysis process is to identify the mitigation measures necessary to minimize the traffic-related impacts of the project on the adjacent transportation system. The proponent has committed to implement all mitigation measures listed below, assuming all permits and approvals are obtained to construct the proposed project as well as alt necessary permits and approvals to implement such mitigation and the project proponent proceeding to construction of the project: o The Proposed Driveway is suggested to consist of a minimum 20-foot wide cross section with one 10-foot wide lane for entering traffic and one 10-foot wide lane for exiting traffic. Intersection corner radii are suggested to be 5-to 30-foot radius. o Egress movements from the Proposed Driveway are suggested to be placed under Stop sign control with a painted stop line and a double yellow center line for the first 25 feet of the Driveway. o To enhance the overall sight distance at the intersection of the Proposed Driveway with Peters Street, it is recommended that roadside vegetation and topographic ground elevations adjacent to the access/egress driveway and across the project parcel frontage be maintained such that sufficient safety sight lines are provided in both directions throughout the life of the project. This triangular area across the project parcel frontage should extend 14.5 feet back from the existing edge of the roadway (representing an existing vehicle) and extend 360 feet along Peters Street representing an approaching vehicle. It should be noted that the 14.5-foot distance into the Site Drive exceeds the normal position of a driver's eye, which is generally 8 feet or less from the front of the vehicle. Furthermore, the 360 feet along Peters Street represent adequate sight distance for a speed of 45 mph, which is 10 mph above the posted speed of 35 mph. SUMMARYiCONCLUSION Based on the traffic analysis presented in this study, the 20 additional vehicle-trips the proposed project will generate will increase traffic by less than 0.2 to 0.4% when compared to the existing 91,586 vpd along Peters Street. The overall traffic-related impacts will not create any adverse impacts on traffic operations that would require any additional roadway improvements at the Peters Street/Proposed Site Driveway intersection. 822-Memldocx; 12/28/11