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HomeMy WebLinkAboutMiscellaneous - Exception (591)N o -F D EWE � �1 h6� Z 'TWO b e 1 � Nov -04-02 12:57P til A CC. Y Robert Durand, Secretaty Executive Office of Environmental Affairs 251 Causeway Street, 9"' Floor l3oston, Ma 02114 ;A i/ (��fJj t�� � V 11 '(I{F P. 20yJ y_ 1 VLA it Vi✓ Jaae Swift James H, Scanlan John Cogliano Governor Secretary Acting Commissioner September 30, 2002 ( a }ZE North Andover- The Meadows- Expanded EN)~' (EDEA #12683) ATTN: META Unit Nicholas Zavolas Dcar Secretary Durand: The Massachuscstts Highway Department (MassHighway) has reviewed the Expanded .Environmental Notification born for The Meadows project in North Andover. The project entails the development of 270 residential condominiums/townhouses. The project is located on a 1.47.14 -acre site on the southwestern side of Route 114 at the North Andover/Middleton Town Line. Based on infortnation contained in the Expanded ENF, the project is expected to approximately 1,514 new vehicle trips on an average weekday. A Massllighway pert -nit is required for access to Route 114. Thu Expanded ENF included a traffic study performed in accordance with EOEA/EOTC buidelincs for traffic assessments. We believe that the Expanded ENF hasadequately addressed all state highway traffic issues related to The Meadows project, wid we recommend that no further environmental review be required based on traffic issues. The proponent has proposed to access the site via two utasignalized driveways on Route 114. Tho proponent should coordinate with MassHighway to ensure that the proposed site driveways are w llualus and (:7 not adverseiy impact traffic operations on Route 114. Also, the proponent has proposed to widen Sharpner's Pond Road to provide at) exclusive right -turn lane. We believe that the proposed widening is not warranted given the low volume of traffic on Sharpner's Pond Road. The details of these, or any access -related issues can be handled during the Massl-lighway access pemlit process for this project. If you have any questions regarding these comments, please contact me at (617) 973-7341 or Kristina Johnson of the Public/.Private De-velopttfent Unit at (617) 973-7342. D !i Sl 'a l et Highway Department • Ten Park Plaza, Boston, MA 02116-3973 • (617) 973-7800 BOARD OF APPEALS 3 .ifov-04-02 12:58P W Sincerely, J. Lionel Lucien, P.L. Manager, Public/Private Development Unit Bureau of Transportation Planning and Development cc. John Cogliano, Commissioner Thomas Brodcrick, P.E., Chief Engineer Luisa Paiewonsk-y, Director of Planning Charles Sterling, P_ E., State Traffic Engineer Rernard McCourt, District 5 Director PPDU files MPO Activities files Planning Board, Town of North Andover Merrimac Valley Planning; Commission P_21 C Traffic Impact & Access Study Proposed Residential Development Project The Meadows North Andover, Massachusetts Prepared for Town of North Andover DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning 280 Main Street, Suite 204 North Reading, MA 01864-1300 978-664-2205 Fax: 978-664-2444 �UL 1 5 zooz D BOARD OF APPEALS TRAFFIC IMPACT AND ACCESS STUDY PROPOSED RESIDENTIAL DEVELOPMENT PROJECT The Meadows North Andover, Massachusetts prepared for a Town of North Andover April 2002 a a prepared by Dermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning a 280 Main Street, Suite 204 North Reading, MA 01864-1300 978-664-2205 Fax: 978-664-2444 571-Rpt1 Copyright @ 2002 DJK. All rights reserved. TABLE OF CONTENTS Page EXECUTIVESUMMARY.................................................................................................1 INTRODUCTION.........................................................................................................1 PROPOSAL.................................................................................................................1 EXISTING CONDITIONS................................:............................................................1 SITE -GENERATED TRAFFIC VOLUMES...................................................................2 TRAFFIC CAPACITY ANALYSIS.................................................................................2 Route 114 at the North Site Drive and Sharpner's Pond Road..................................2 Route 114 at the South Site Drive and Industrial Drive.............................................2 MITIGATION MEASURES...........................................................................................3 EXISTING CONDITIONS................................................................................................4 FIELDSURVEY...........................................................................................................4 GEOMETRICS.............................................................................................................4 Route114.................................................................................................................4 TRAFFICVOLUMES...................................................................................................5 VEHICLE SPEEDS ...................................... ...........6 ..................................................... FUTURE TRAFFIC VOLUME CONDITIONS..................................................................7 INTRODUCTION.........................................................................................................7 BACKGROUND TRAFFIC GROWTH..........................................................................7 VEHICLE -TRIP GENERATION....................................................................................8 TRAFFIC DISTRIBUTION/ASSIGNMENT...................................................................9 r-� TRAFFIC OPERATION ANALYSIS...............................................................................10 METHODOLOGY.......................................................................................................10 Levelof Service......................................................................................................10 Unsignalized Intersections......................................................................................11 TRAFFIC ANALYSIS RESULTS................................................................................11 Route 114 at the North Site Drive and Sharpner's Pond Road................................11 Route 114 at the South Site Drive and Industrial Drive...........................................12 SIGHTDISTANCE........................................................................................................14 571-Rpt1 Copyright @ 2002 DJK. All rights reserved. I EXECUTIVE SUMMARY II DINTRODUCTION a Dermot J. Kelly Associates, Inc. (DJK) has conducted a Traffic Impact and Access Study for the proposed residential development project, The Meadows, to be located adjacent to Route 114 west of the Route 114/Sharpner's Pond Road intersection in North Andover, Massachusetts. Figure 1 graphically illustrates the project site location in relation to the local and regional roadway system. As presently planned, the project would consist of the construction of 294 residential dwelling units. This report identifies existing traffic operation parameters on the adjacent roadway system, evaluates the anticipated traffic volume increases as a result of the proposed project, and analyzes the site -generated traffic -related impacts. PROPOSAL The proposed project as presently planned consists of the construction of a total of 294 dwelling units. The proposed access to and egress from the site would consist of two curb cuts located along Route 114. The North Site Drive would be located opposite Sharpner's Pond Road. The South Site Drive would be located opposite Industrial Drive. EXISTING CONDITIONS Analysis of the recent traffic counts indicates that approximately 20,514 vpd (vehicles per day) traveled along Route 114 adjacent to the site during February 2002. During the two peak travel demand periods, which occurred between 7:00 and 9:00 AM and between 4:00 and 6:00 PM, an average of approximately 1,980 and 1,804 vph (vehicles 571-Rpil Copyright ® 2002 DJK. All rights reserved. per hour) were observed along Route 114 during the weekday morning and evening peak hours, respectively. SITE -GENERATED TRAFFIC VOLUMES Based on the Institute of Transportation Engineers (ITE) trip generation rates, it is anticipated that the proposed residential development project would generate approximately 1,628 vehicle -trips per day. This daily volume would be split evenly with 814 vehicle -trips entering and 814 vehicle -trips exiting the site over the course of the entire 24-hour day. More importantly, during the weekday morning peak hour, the entire residential development project would generate a total of 120 vehicle -trips with 20 vehicle -trips entering and 100 vehicle -trips exiting the project site. Similarly, during the evening peak hour, it is anticipated that 150 vehicle -trips would be generated. The 150 vehicle -trips would consist of 100 vehicle -trips entering and 50 vehicle -trips exiting the development during the peak 60 -minute period. The remaining vehicle -trips would occur over the course of the day. TRAFFIC CAPACITY ANALYSIS Unsignalized intersection capacity analysis was performed for the study area intersections. The capacity analysis is summarized below by location. Route 114 at the North Site Drive and Sharpner's Pond Road Under 2007 Build with mitigation and development traffic volume conditions, the left - and right -turn exiting movements would operate at LOS D and the left -turn entering movement would operate at LOS A. On Sharpner's Pond Road the left and right turns currently operate at LOS D or better. Under No Build conditions, these movements would deteriorate to LOS E. Under Build conditions and without mitigation the LOS would further deteriorate to LOS F. Under 2007 Build conditions with Mitigation the LOS would improve to LOS D or better. Mitigation includes the construction of a right -turn lane along Sharpner's Pond Road. Route 114 at the South Site Drive and Industrial Drive Under 2007 Build with development traffic volume conditions, the left- and right -turn exiting movements from Industrial Drive would operate at LOS C or better up through 2007. The left- and right turns exiting the Proposed South Site Drive would operate at LOS D. The left -turn movements from Route 114 would operate at LOS A. 571-Rpt1 Copyright @ 2002 DJK. All rights reserved. t EMITIGATION MEASURES a The final phase of the analysis process is to identify the mitigation measures necessary to minimize the impact of the project on the transportation system. The proponent has made a commitment to implement all mitigation measures listed below, assuming all D permits and approvals are obtained and the project proponent proceeds to construction of the project. • It is suggested that access to and egress from the proposed project be constructed awith two access drives. The North Site Drive is suggested to be aligned with Sharpner's Pond Road. The South Site Drive is suggested to be aligned with Industrial Drive. • To enhance the overall sight distance at the intersection of the proposed driveways, it is recommended that roadside vegetation and topographic ground elevations adjacent to the access/egress driveways be maintained such that sufficient safety sight lines are provided in both directions throughout the life of the project. This triangular area should extend 20 feet back from the existing edge of the roadway (representing an exiting vehicle) and extend 610 feet in each direction along Route 114 (representing an approaching -vehicle). • The proposed North Site Drive is suggested to consist of a minimum 24 -foot wide cross section with one 12 -foot wide lane for entering traffic and one 12400t wide lane for exiting traffic. Intersection corner radii are suggested to be 30 feet. a The South Site Drive is suggested to be constructed with an acceleration and deceleration taper of 15:1 with a 12 -foot offset and 30 -foot radius. Egress from the site is suggested to consist of two lanes, a left -turn lane and a right -turn lane over a distance of 50 feet. Access into the site is suggested to consist of a single lane. All lanes are suggested to be 12 feet wide. a Intersection advanced warning signs are suggested to be placed along Route 114 in advance of the access/egress driveways. • In order to improve the LOS operating condition along Sharpner's Pond Road it is suggested that Sharpner's Pond Road be widened to accommodate two 12 -foot wide approach lanes for a distance of 100 feet from Route 114. a III C 571-Rpt1 3 Copyright @ 2002 DJK. All rights reserved. 1 r 1 t I r El C 11 EXISTING CONDITIONS FIELD SURVEY A comprehensive field inventory of the adjacent roadway system was conducted during February and March 2002. The field inventory included collection of existing roadway geometrics, traffic volumes, vehicle speeds, and safety data for the roadways in the vicinity of the site. Traffic volumes were measured by means of automatic traffic recorder (ATR) counts and substantiated by manual intersection turning -movement and vehicle -classification counts (TMC). Safety inventories included vehicle speed observations and a detailed evaluation of the safety sight lines at the proposed driveways located along Route 114. GEOMETRICS Route 114 North of the site Route 114 is generally a three -lane roadway with one through lane for each direction of travel and a dual use center left -turn lane. South of the site Route 114 is a two-lane roadway with one -lane provided for each direction of travel. The travel lanes are generally 12 feet wide with an 8 -foot to 10 -foot gravel shoulder on each side of the roadway. Route 114 provides access/egress to numerous adjacent highway commercial/retail and residential land uses along its entire length. Route 114 consists of bituminous concrete pavement in fair condition with no major pavement break-up of edge raveling noted during the field inventory period. Horizontal and vertical alignments are fair along Route 114 with the roadway passing the site driveway over relatively level/tangent alignment. Vehicular movements along Route 114 in the vicinity of the site are generally uncontrolled with side streets and driveways under STOP control. 571-Rpt1 4 Copyright @ 2002 DJK. All rights reserved. PTRAFFIC VOLUMES a Existing traffic volumes were recorded mechanically by an automatic traffic recorder (ATR) and were substantiated by actual manual intersection turning movement and vehicle classification counts (TMC). These traffic volumes were reviewed to determine average daily and peak -hour traffic .volumes on the study area roadways. Table 1 Dsummarizes the 2002 ATR traffic volume data collected long Route 114. Figures 2 and 3 graphically present the results of the manual intersection turning movement counts. El B 571-Rptt 5 Copyright @ 2002 DJK. All rights reserved. a Analysis of the recent traffic counts indicates that approximately 20,514 vpd (vehicles per day) traveled along Route 114 south of Sharpner's Pond Road during February 2002. During the two peak travel demand periods, which occurred between 7:00 and 9:00 AM and between 4:00 and 6:00 PM, approximately 1,980 and 1,804 vph (vehicles per hour) were observed along Route 114 during the weekday morning and evening peak hours, respectively. a TABLE 1 aEXISTING TRAFFIC VOLUME SUMMARY Daily Traffic Peak -Hour Location/ (24 hour) Peak Traffic Volume K Time Period (vpd)a Hour (vph)b Factorc Route 114 South of Sharpner's Pond Road: aThursday 20,365 7:15-8:15 AM 2,010 9.9% February 5, 2002 4:45-5:45 PM 1,755 8.6% Friday 20,663 7:30-8:30 AM 1,950 9.4% February 6, 2002 5:00-6:00 PM 1,853 9.1% Average 20,514 Morning Peak 1,980 9.7% aWeekday Evening Peak 1,804 8.8% Vehicles per day. bVehicles per hour. acPercent of daily traffic occurring during the peak hour. El B 571-Rptt 5 Copyright @ 2002 DJK. All rights reserved. a Figure 2: 2002 Existing Weekday Morning Peak Hour Traffic Volumes Schematic Note: Estimated DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Copyright © 2002 By DJK. All rights reserved. K:\571\571NT1.DWG I D Figure 3: 2002 Existing Weekday Evening Peak Hour Traffic Volumes tSchematic Note: ► =Estimated DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Copyright © 2002 By DX All rights reserved. K:\571\571NT2.DWG I i i i VEHICLE SPEEDS Speed measurements were taken by a standard traffic engineering procedure called the "floating car method." Vehicle speeds were measured by means of an observation car traveling through the study area at a speed consistent with the flow of traffic on the roadway. A limited number of these observations were made over the field inventory period along Route 114 adjacent to the site. The limited number of speed observations were obtained to gain a meaningful value of an average and typical vehicle traveling through the area. The results of the speed measurements are summarized in Table 2. As shown, the average speed varied along Route 114 with speeds recorded in the range of 45 to 55 mph in both the northbound and southbound directions. The posted speed limit is 45 mph along Route 114. TABLE 2 OBSERVED ROADWAY SPEED SUMMARY Location/ Posted/Official Observed Direction Speed Travel of Travel Limit (mph) Speed (mph) Route 114 adjacent to the Project Site: Northbound 45 45 to 55 Southbound 45 45 to 55 mph = miles per hour. 571 -Rpt 1 6 Copyright @ 2002 DJK. All rights reserved. aFUTURE TRAFFIC VOLUME CONDITIONS 11 D i INTRODUCTION a This section of the report determines the future traffic volume levels along the study area roadways and intersection. To determine the impact of site -generated traffic volumes on the roadway network under future conditions, the existing traffic volumes in the study area were projected to the year 2007 to be consistent with Massachusetts State guidelines for Traffic Impact Assessments. Traffic volumes on the roadway network at that time will include all existing traffic, background traffic growth, and the asite -generated traffic volumes. EBACKGROUND TRAFFIC GROWTH Traffic growth on area roadways is a function of the expected land development in the immediate area as well as the surrounding region. Several methods can be used to estimate this growth. A procedure frequently employed is to identify the location and type of new developments planned to occur during the designated planning horizon, C estimate the traffic to be generated and assign it to the area roadway network. This method usually produces a realistic estimate of growth for local traffic. The Planning Office for the Town of North Andover was consulted during the data acollection phase of this Study to identify existing and projected development projects anticipated to occur by 2007. Based on this information and other background information, it was assumed for traffic planning purposes that the following projects are aconstructed and operational by 2007: • 79 residential condominiums to be located along Route 114 opposite Johnson aStreet (Boston Hill) 571-Rptt 7 Copyright @ 2002 DJK. All rights reserved. a95 single-family homes located along Route 114 opposite the site (Forest View); and 66,700 square foot retail facility located along Route 114 north of the site. In addition to the development projects noted above, existing traffic volumes were increased by 1% per year up through 2007 to account for background traffic growth which may occur from other development projects not anticipated at this time. Figures 4 and 5 graphically present the 2007 No Build weekday morning and evening peak -hour traffic volumes. EVEHICLE -TRIP GENERATION Traffic volumes generated by residential developments 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. The rates at which residential projects generate vehicle -trips depend on the type of residential project; i.e., single-family units versus condominiums. Accordingly, the ITE Trip Generation Manual was researched with the appropriate vehicle -trip generation characteristics applied to the proposed project. Based on the ITE published trip generation rates, it is anticipated that the proposed residential development project would generate an average of approximately 1,628 vehicle -trips per day. This daily volume would be split evenly with 814 vehicle -trips entering and 814 vehicle -trips exiting the site over the course of the entire 24-hour day. More importantly, during the weekday morning peak hour, the entire residential development project would generate on average a total of 120 vehicle -trips with 20 vehicle -trips entering and 100 vehicle -trips exiting the project site. Similarly, during the evening peak hour, it is anticipated that on average 150 vehicle -trips would be generated. The 150 vehicle -trips would consist of 100 vehicle -trips entering and 50 vehicle -trips exiting the development during the peak 60 -minute period. The remaining vehicle -trips would occur over the course of the day. a Table 3 summarizes the peak -hour and daily project -generated traffic volumes for the proposed residential development project. I 8 571-Rptt Copyright @ 2002 DJK. All rights reserved. C C C C D u 1 t Figure 4: 2007 No—Build Weekday Morning Peak Hour Traffic Volumes tSchematic Note: • =Estimated DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Copyright © 2002 By DJK. All rights reserved. K:\571\571NT3.DWG Figure 5: 2007 No—Build Weekday Evening Peak Hour Traffic Volumes Schematic Note: Estimated DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Copyright © 2002 By DJK. All rights reserved. K:\571\571N74.DWG aTRAFFIC DISTRIBUTION/ASSIGNMENT Directional distribution of generated trips to and from the proposed development is expected to follow existing traffic patterns which, in turn, is a function of population densities, shopping opportunities, areas of employment and recreational activities. a Accordingly, the directional split of the new trips originating from, or destined to, the development was based on existing traffic patterns as observed for this study. The site -generated traffic volumes were superimposed onto the 2007 No Build traffic volume networks creating the 2007 Build traffic volume networks. Figures 6 and 7 graphically present the 2007 Build weekday morning and evening peak -hour traffic avolume networks. 9 571-Rpt1 Copyright @ 2002 DJK. All rights reserved. a TABLE 3 VEHICLE-TRIP GENERATION SUMMARY Time Period/ 294 Direction of Travel Condominiums WEEKDAY Morning Peak Hour: Entering (vph)a 20 Exiting (vph) 100 a Total (vph) 120 Evening Peak Hour. Entering (vph) 100 a Exiting (vph) 50 Total (vph) 150 Daily Traffic: a Entering (vpd)b 814 Exiting NO) 814 Total (vpd) 1,628 vph = vehicle-trips per hour. bvpd = vehicle-trips per day. aTRAFFIC DISTRIBUTION/ASSIGNMENT Directional distribution of generated trips to and from the proposed development is expected to follow existing traffic patterns which, in turn, is a function of population densities, shopping opportunities, areas of employment and recreational activities. a Accordingly, the directional split of the new trips originating from, or destined to, the development was based on existing traffic patterns as observed for this study. The site -generated traffic volumes were superimposed onto the 2007 No Build traffic volume networks creating the 2007 Build traffic volume networks. Figures 6 and 7 graphically present the 2007 Build weekday morning and evening peak -hour traffic avolume networks. 9 571-Rpt1 Copyright @ 2002 DJK. All rights reserved. a Figure 6: 2007 Build Weekday Morning Peak Hour Traffic Volumes Legend: xx Total Vehicle Trips (x) Site Generated Trips Only NE 7069 r '09st Not • = Estimated Schematic Neg.= Negligible ®JKTraffic Dermot J. Kelly Associates, Inc. Engineering/Transportation Planning Copyright © 2002 By DJK. All rights reserved. K:\571\571NT5.DWG N G u Q C a C r Figure 7: 2007 Build Weekday Evening Peak Hour Traffic Volumes Legend: xx Total Vehicle Trips (x) Site Generated Trips Only �O �O QO 19 s h m�' SITE In 100 Out 50 70) Toto r,QO G�, Alk AIIISMIlL Note: * = Estimated Schematic Neg. = Negligible ®JKTraffic Dermot J. Kelly Associates, Inc. Engineering/Transportation Planning Copyright © 2002 By DJK. All rights reserved. K:\571\571NT5.DWG r I D G 1 i c TRAFFIC OPERATION ANALYSIS To assess quality of flow along the study area roadways and intersections, an Intersection Capacity Analysis was conducted under the following analysis conditions: • 2002 Existing Traffic Volume Conditions • 2007 No Build Traffic Volume Conditions • 2007 Build Traffic Volume Conditions without Mitigation • 2007 Build Traffic Volume Conditions with Mitigation The Capacity Analysis will provide an indication of how well the roadway facilities serve the traffic demands placed upon them: METHODOLOGY Level of Service The primary result of capacity analysis is the assignment of level of service to a traffic facilities under various traffic -flow conditions.' The concept of level of service is defined as a qualitative measure describing operational conditions within a traffic stream and their perception by motorists and/or passengers. A level -of -service definition provides an index to quality of traffic flow in terms of such factors as speed, travel time, freedom to maneuver, traffic interruptions, comfort, convenience, and safety. Six levels of service are defined for each type of facility. They are given letter designations from A to F, with level -of -service (LOS) A representing the best operating conditions and LOS F the worst. 1 Highway Capacity Manual (HCM 2000): Transportation Research Board, Washington, DC, 2000. 571-Rpt1 Copyright @ 2002 DJK. All rights reserved. 10 e it D i 101 Since the level of service of a traffic facility is a function of the traffic flows placed upon it, such a facility may operate at a wide range of levels of service, depending on the time of day, day of week, or period of year. Unsignalized Intersections The levels of service for unsignalized intersections are determined by application of a procedure described in the 2000 Highway Capacity ManuaL2 The procedure accounts for lane configuration on both the minor and major approaches, conflicting traffic stream volumes, and type of intersection control (STOP versus YIELD). First, theoretical maximum or capacity flow of vehicles for each minor approach lane is calculated. The capacities are then compared to the demand at the respective minor approaches. The delay is then estimated based on the relationship between the service rate and the degree of saturation. Table 4 summarizes the relationship between level of service and expected delay to minor street traffic. TABLE 4 LEVEL -OF -SERVICE CRITERIA FOR UNSIGNALIZED INTERSECTIONSa Level Average of Control Delay Service (SecondsNehicle) Source: Highway Capacity Manual, (HCM 2000): Transportation Research Board, Washington, DC, 2000. TRAFFIC ANALYSIS RESULTS Capacity analyses have been conducted at the study area intersections. Results of this aanalysis are summarized below by intersection and tabulated in Table 5. Route 114 at the North Site Drive and Sharpner's Pond Road aUnder 2007 Build with mitigation and development traffic volume conditions, the left - and right -turn exiting movements would operate at LOS D and the left -turn entering C movement would operate at LOS A. On Sharpner's Pond Road the left and right turns currently operate at LOS D or better. Under No Build conditions, these movements would deteriorate to LOS E. Under Build conditions and without mitigation the LOS �I would further deteriorate to LOS F. Under 2007 Build conditions with Mitigation the LOS I 2Highway Capacity Manual (HCM 2000): Transportation Research Board, Washington, DC, 2000. 571 -apt, 11 Copyright @ 2002 DJK. All rights reserved. a A 0-10 a B >10 - 15 C >15-25 D E >25 - 35 >35 - 50 F >50 Source: Highway Capacity Manual, (HCM 2000): Transportation Research Board, Washington, DC, 2000. TRAFFIC ANALYSIS RESULTS Capacity analyses have been conducted at the study area intersections. Results of this aanalysis are summarized below by intersection and tabulated in Table 5. Route 114 at the North Site Drive and Sharpner's Pond Road aUnder 2007 Build with mitigation and development traffic volume conditions, the left - and right -turn exiting movements would operate at LOS D and the left -turn entering C movement would operate at LOS A. On Sharpner's Pond Road the left and right turns currently operate at LOS D or better. Under No Build conditions, these movements would deteriorate to LOS E. Under Build conditions and without mitigation the LOS �I would further deteriorate to LOS F. Under 2007 Build conditions with Mitigation the LOS I 2Highway Capacity Manual (HCM 2000): Transportation Research Board, Washington, DC, 2000. 571 -apt, 11 Copyright @ 2002 DJK. All rights reserved. a would improve to LOS D or better. Mitigation includes the construction of a right -turn lane along Sharpner's Pond Road. LJ Route 114 at the South Site Drive and Industrial Drive Under 2007 Build with development traffic volume conditions, the left- and right -turn exiting movements from Industrial Drive would operate at LOS C or better up through 2007. The left- and right turns exiting the Proposed South Site Drive would operate at aLOS D. The left -turn movements from Route 114 would operate at LOS A. N 11 C C C a571-Rpt1 12 Copyright @ 2002 DJK. All rights reserved. 1 a 0 0 a a } Q a W U W N LL. O J cA W W > a J W J H OO_ r aW W z LU N J Q Z N nZ_ �.J a a a 3IN 0 J a c c C C C\ LL C% c c Wco 0)(D MC M M r 00 LO L6 (6 tZT r N c0 t` NM Nco mt- OiL6 NQ; 00 00 N r M UU r r DU DO QQ mm M co 0 0 M� d O '' co In r N c0 r- t` N c0 C7 t` O L6 MO 6 0 0 0 Nr CO CO rr DU LL LL QQ mm It CO M 00 t` N to U) i O M M N O N U) M N L6 (6 tZT Or C; N r r to l0 DU UU QQ QQ i� N i O In In c0 i, O i OO aDNt to l0 OOR MN 0r- It N '' coni r 00 LLID mm UU QQ N U N M co T 1 ' U') M W L rN i OO to l0 d O '' NN 0 N N r -N N N i i 00 In 4 T '' O O DU mm m Um as S a ay C) Q M N L d �� N a j 0 0 > 00 0 0 0 o W 4) 0 0 > 0 0 Gl 0= 0= =2 =_ a► >=2 2x �• O=2 O O 22 O O 22 CES 0� Ca M 0� J -N N C co co a) N Y2dCO 0 N J 0) co J 0) CO ca MOa y Q Q p� p 8�a -t c �n d ..Qto Qam Q a 0) a� a'ca.a N T+" �a C 0)C 0)0) a! D)0) 3 C OO m *" C 0)0) �n 2 0)0) c'. j 0) 0) j OM .0 LZ L N .0 i N i C i C d t O i N i .0 W C C .0 W C C •M., it COL O> � W O> m e w i 0 0 Y co O O r M 0> O> UJ L � L,,, C p 0 0 0= Cc (o cti 0 3� W 0 7�> 0 0 M ( D 0 :3 W ZF UH Ccco w 3: zF- U) N U N M co T N 1 it SIGHT DISTANCE SIGHT DISTANCE In the vicinity of the proposed project site, Route 114 approaches the Site over a generally level/tangent alignment. Detailed Sight Distance measurements were conducted with respect to the Route 114 approaches to the proposed intersections to identify any potential mitigation measures, which would enhance the available Sight Distance. Sight Distance considerations are basically divided into two criteria: (1) Stopping Sight Distance (SSD) and (2) Intersection Sight Distance (ISD). Stopping Sight Distance (SSD) SSD is the distance required for an approaching vehicle to perceive and react accordingly to an exiting or entering .vehicle. The values are based upon a perception and reaction time of 2.5 seconds and a braking distance calculated for wet level pavement. When the roadway is either on an upgrade or downgrade, grade correction factors are applied. Intersection Sight Distance (ISD) ISD is based upon a perception and reaction time and the time required to complete a desired exiting maneuver after the decision to do so has been made. Values for ISD represent the time required to: (1) turn left or right and to accelerate to the operating speed of the roadway without causing approaching vehicles to reduce speed by more than 70% of the initial speed and (2) upon crossing the major roadway to clear the roadway without the approaching vehicle reducing its initial speed by 70%. 571-Rptt 14 Copyright @ 2002 DJK. All rights reserved. SSD is far more important as it represents the minimum distance required for stopping, while the ISD criteria is based only upon acceptable speed reductions to the aapproaching traffic stream. Table 6 compares the measured SSD with the minimum SSD requirements for both the observed vehicle speeds as well as the posted speed limit along Route 114 in the vicinity of the site. As can be seen in Table 6, the available SSD exceeds the minimum SSD requirements for the posted speed limit of 45 mph and the observed speed of up to 55 mph. Additionally, the available ISD exceeds the minimum requirement for the posted speed of 45 mph as well as the observed speed of 55 mph. II u r I a 15 571-Rptt Copyright @ 2002 DJK. 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Rm CLz �7:�2 �w2<2 /© c<Ew2 = < 22 , < 'Z5 <. c. 22�m� � , . m. <. 2 -z - < 3 = E 5 \u a� o o =]ogo o_ 0 £gogo 2� � =2S�B e =5008 u� �m =�aa� =auau 2z tauau s�-iau -1 0 f % 2 $ \ / $ $ $ / k $ $ / $ > \\ /\ \\ %% \\/ �K ID*a eae m C) ,E) t%# /\\ k§§ 7RR \um kf/ 222 t,3 Ei f§\ a Ci*Cts Ta cnto mccn §f]§ meet G2%% k\«k y\\/ \\%o E22\ 4%%» SII. E%>\ �c=a »7f; kC 3Q 82f \ £««© EEE@ §/)) CCO mw*& .Eka® kdQ.¢2 {c(1&( kjj§\ )�o fa } & i 1 1 I I APPENDIX A. TRAFFIC VOLUME DATA B. INTERSECTION CAPACITY ANALYSIS 571-Rpt1 17 Copyright @ 2002 DJK. All rights reserved. nA: TRAFFIC VOLUME DATA III i 171, III a571-Rptl 1 a /S: Turnpike Street (Route 114) Sharpner's Pond Road City, State: North Andover, MA FTlient: DJK/D. Kelly TDC' Transportation Data Corporation 12 Walnut Street, #9 Natick, MA 01760 Office: 508-651-1610 Fax: 508-651-1229 File Name : 01873A Site Code : 00000571 Start Date : 02/05/2002 Page No : 1 0 0 0 0 0 0 0 0 0 947+ Turnpike Street (Route 114) Sharpness Pond Road Tumpike Stmt (Route 114) 0 85' From North From East From South 0 Start Time Right Thru Left Peds Hour From 07.00 AM to 08:45 AM - Peak 1 of 1 Right Thru Left Peds APp�' Right Thru Left Peds TPP. Int Total Percent 0.0 98.6 1.4 0.0 278 TPP- 0 255 2 0 Peak Factor High Int 07:30 AM 0 0 0 0 0 0 0 0 0 947+ i 43 0 42 0 85' 17 979 q.k 0 996 i 2028 50.6 0.0 Hour From 07.00 AM to 08:45 AM - Peak 1 of 1 0.0 Intersection 07:15 AM 98.3 0.0 0.0 Volume 0 934 13 0 0 Percent 0.0 98.6 1.4 0.0 278 07:30 Volume 0 255 2 0 Peak Factor High Int 07:30 AM Volume a 0 255 2 0 Peak Factor 0 9 0 0 0 0 0 0 0 0 0 0 947+ i 43 0 42 0 85' 17 979 0 0 996 i 2028 50.6 0.0 49.4 0.0 1.7 98.3 0.0 0.0 257 11 0 12 0 23 2 278 0 0 28011560 0.905 08:00 AM 16 0 9 0 25 107:30 AM f 2 278 0 0 280 257 0.921 0.850 ( 0.8891 WMi a cute 114) Out kr Toth 1022 947 1969 934 13 0 Thru Left Peds 1 L+ �° CA W i � �� v I m tf%2=10 7:15:00 AM l 8:00:00 AM ^' 0 C. o m r Thru ht Peds 979 17 0 I 6K 1972 Out h Total T "ke Street Raute 114 D DNS: Turnpike Street (Route 114) harpner's Pond Road City, State. North Andover, MA F,lient: DJK/D. Kelly DC Transportation Data Corporation 12 Walnut Street, #9 Natick, MA 01760 Office: 508-651-1610 Fax: 508-651-1229 r,—ins Print d- Care - Tn +d 4— Y File Name : 01873A Site Code : 00000571 Start Date : 02/05/2002 Page No : 1 D Tumpike Street (Route 114) 1779 33 Sharpness Pond Road 82 I 4.1 Turnpike Street (Route 114) I 0 87 52.2 0 I 43 From North I From East %I 0.0 45.8 From South 0.0 Start Time I Right 1 Thru I Left I Peds R" ht I Thru I Left I Peds I Right I Thru I Left 1 Peds 1IM Total 07:00 AM 0 238 3 0 9 0 12 0` 5 185 0 01 452 07:15 AM 0 247 1 0( 8 0 12 01 6 217 0 01 491 07:30 AM 0 255 2 0 11 0 12 01 2 278 0 0' 560 07:45 AM 0 222 7 0 8 0 9 0 3 238 0 01 487 Total 0 962 13 0 36 0 45 01 16 918 0 01 1990 08:00 AM 0 210 3 01 16 0 9 0 6 246 0 0+ 490 08:15 AM 0 218 8 01 11 0 14 0 8 223 0 0 482 08:30 AM 0 195 3 01 9 0 10 0 7 258 0 0 I 482 08:45 AM 0 194 6 01 10 0 9 0 6 216 0 01 441 Total 0 817 20 01 46 0 42 01 27 943 0 01 1895 D 0 GrandTotalotal 1779 33 0 82 I 4.1 0 87 52.2 0 I 43 47 I 3885 %I 0.0 45.8 0.8 0.0 0.0 0.0 1.1 9 0.0 0.0 Tumpike Stmt (Route 114) Sharpness Pond Road Tumpike Street (Route 114) From North From East From South Start Time Rght Thru Left Peds T� Right Th. left Peds TQ Right Th. Let Peds T� Int Total Peak Hour From 07:00 AM to 08:45 AM - Peak 1 of 1 Intersection 07:15 AM j i D Volume 0 934 13 0 947 i 43 0 42 0 85 I 17 979 0 0 996 2028 Percent 0.0 98.6 1.4 0.0 50.6 0.0 49.4 0.0 i 1.7 98"3 0.0 0.0 07:30 Volume 0 255 2 0 257 11 0 12 0 23 2 278 0 0 280 560 Peak Factor 0.905 D High Int 07:30 AM 08:00 AM 07:30 AM Volume 0 255 2 0 257 16 0 9 0 25 ! 2 278 0 0 280 Peak Factor 0.921 j 0.850 I 0.889 D D D D D D D D D P /S: Turnpike Street (Route 114) Sharpnerrs Pond Road City, State: North Andover, MA r --hent: DJK/D. Kelly TDC Transportation Data Corporation 12 Walnut Street, #9 Natick, MA 01760 Office: 508-651-16 10 Fax: 508-651-1229 f'-- c.;,.ra,;- r- File Name : 01873A Site Code : 00000571 Start Date : 02/05/2002 Page No : 1 75 Tumpike Street (Route 114) 0 0.0 1756 98.2 Sharpness Pond Road 1 0.1 Tumpike Street (Route 114) Total % 0.0 46.2 0.8 From North 48.4 0.0 From East 0 .0 2.2 Tumpike Street (Route 114) From South 0.0 0.0 Start Time R' ht Thru Left Peds Right Thru Left Peds R" ht Thru Left Peds Int Total 07 00 AM 0 238 3 0 8 0 11 0 5 182 0 0 447 07:15 AM 0 246 1 0 8 0 12 0 6 216 0 0 489 07:30 AM 0 251 2 0 11 0 11 0 2 273 0 0 550 07:45 AM 0 221 7 251 7 0 7 01 3 231 0 01 476 Total 0 956 13 .0.1 01 34 0 41 01 16 902 0 01 1962 08:00 AM 0 209 3 0 15 0 9 01 5 240 0 0 I 481 08:15 AM 0 212 7 0 10 0 13 0 7 213 0 0 462 n 08:30 AM 0 188 3 0 8 0 10 0 7 246 0 0 462 L 08:45 AM 0 191 6 01 8 0 7 0 6 212 0 0 430 Total 0 800 19 01 41 0 39 0 25 911 0 0 1835 75 Grand Total Apprch % 0 0.0 1756 98.2 32 1.8 1 0.1 1813 Total % 0.0 46.2 0.8 0.1 48.4 0.0 51.6 0 .0 2.2 Tumpike Street (Route 114) 0.0 0.0 2.0 From North 0.0 2.1 0.0 Start Tune Right Thru Left 0.0 Peds gyp' Total Peak Hour From 07:00 AM to 08:45 AM - Peak 1 of 1 Intersection 07:15 AM Sharpness Pond Road Tumpike Street (Route 114) Volume 0 927 13 0 940 Percent 0.0 98.6 1.4 0.0 Right 07:30 Volume 0 251 2 0 253 Thrr Peak Factor Peds App. Int Total High Int 07:30 AM Volume 0 251 2 0 253 39 Peak Factor 80 16 960 0.929 a 9761 1996 51.3 0.0 48.8 a 1.6 98.4 0.0 0.0 a 11 0 11 0 a 2 273 0 0 275 a 0 0.907 a 07:30 AM a 15 0 a 0 24 2 273 0 75 0 80 0 41 1813 0 0I 3797 48.4 0.0 51.6 0 .0 2.2 97.8 0.0 0.0 2.0 0.0 2.1 0.0 1.1 47.7 0.0 0.0 Sharpness Pond Road Tumpike Street (Route 114) From East From South Right Thra Left I Peds TotalLRghtI Thrr Left Peds App. Int Total 41 0 39 0 80 16 960 0 0 9761 1996 51.3 0.0 48.8 0.0 1.6 98.4 0.0 0.0 11 0 11 0 22 2 273 0 0 275 550 0.907 3:00 AM 07:30 AM 15 0 9 0 24 2 273 0 0 275 0.8331 0.887 D DN: Turnpike Street (Route 114) harpner's Pond Road City, State: North Andover, MA F-lient: DJK/D. Kelly TDC Transportation Data Corporation 12 Walnut Street, #9 Natick, MA 01760 Office: 508-651-1610 Fax.- 508-651-1229 G..r me PriMnrl_ Tn �crrc a-% File Name :01873A Site Code : 00000571 Start Date : 02/05/2002 Page No : 1 D Tumpike Street (Route 114) 23 95.8 1 Sharpness Pond Road j 7 ( 50.0 Tumpike Street (Route 114) 0 0.0 7 50.0 { 2 4.0 From North 0 0.0 0 0.0 88 From East Total % 0.0 26.1 1.1 From South 8.0 0.0 Start Time R' ht i Thro Left 1 Peds Right TI Left Peds I Right Thru Left I Peds Int. Total 07:00 AM 0 0 0 0 j 1 0 1 0 0 3 0 0 5 07:15 AM 0 1 0 01 0 0 0 0 0 1 0 0 2 07:30 AM 0 4 0 01 0 0 1 0 0 5 0 0 10 07:45 AM 0 1 0 01 1 0 2 01 0 7 0 0• 11 Total 0 6 0 01 2 0 4 01 0 16 0 01 28 08:00 AM 0 1 0 0+ 1 0 0 01 1 6 0 0 9 08:15 AM 0 6 1 0 1 0 1 0 j 1 10 0 0 20 08:30 AM 0 7 0 01 1 0 0 0 0 12 0 0 20 08"45 AM 0 3 0 O j 2 0 2 0 0 4 0 0 11 Total 0 17 1 0 5 0 3 0 2 32 0 0 60 D Grand Total 0 Apprch % 0.0 23 95.8 . '0 4.2 0.0 j 7 ( 50.0 0 0.0 7 50.0 0 0.0 2 4.0 48 96.0 0 0.0 0 0.0 88 Total % 0.0 26.1 1.1 0.0 8.0 0.0 8.0 0.0 2.3 54.5 0.0 0.0 Tumpike Stmt (Route 114) Sharpness Pond Road Tumpike Street (Route 114) I From North From East From South Start Time Rght Thru Left Peds �" Ritalght Thru Left Peds Tom Right Thru Left Peds Tom' Int Total Peak Hour From 07:00 AM to 08:45 AM - Peak 1 of 1 Intersection 07:45 AM I I D Volum 0 15 1 0 161 4 0 3 0 7 2 35 0 0 37 60 Percent 0.0 93.8 6.3 0.0 1 57.1 0.0 42.9 0.0 5.4 94.6 0.0 0.0 08:30 Volum 0 7 0 0 71 1 0 0 0 1 1 0 12 0 0 12 20 D Peak Factor High Int 08:15 AM I 07:45 AM I 08:30 AM 0.750 Volum 0 6 1 0 7 1 0 2 0 31 0 12 0 0 12 Peak Factor 0.571 1 0.583 I 0.771 D D D D D D D D D 0 D" - /S. Turnpike Street (Route 114) Sharpner s Pond Road City, State: North Andover, MA MI.nt: DJK/D. Kelly TDC Transportation Data Corporation 12 Walnut Street, #9 Natick, MA 01760 Office: 508-651-1610 Fax: 508-651-1229 S/ File Name : 01873AA Site Code : 00000571 Start Date : 02/05/2002 Page No : 1 Nears hour From u4:uu rM W uo:4o rm - mdr, I c t Tumpike Street (Route 114) Sharpness Pond Road Tumpike Street (Route 114) I 04:45 PM 39.6 From North From East From South Volume Start Time Right Thru Left I Peds ��' Right Thru Left Peds ��' Right ThN Left Peds TPP' Int Total Peak Factor 0.828 1 269 0 Int. 05:00 PM aHigh Volume 0 211 7 0 Nears hour From u4:uu rM W uo:4o rm - mdr, I c t 0 32 Intersection 04:45 PM 39.6 0.0 60.4 0.0 Volume 0 804 28 0 832 Percent 0.0 96.6 3.4 0.0 9 05:15 Volume 0 199 8 0 207 Peak Factor 0.828 1 269 0 Int. 05:00 PM aHigh Volume 0 211 7 0 218 Peak Factor 0-954 0 0 0 0 0 0 0 0 0 21 0 32 0 53 39.6 0.0 60.4 0.0 0.0 5 0 6 0 11 04:45 PM 270 488 9 0 7 0 16 0.828 17 960 0 0 977 1862 1.7 98.3 0-0 0.0 1 269 0 0 270 488 0.954 05:15 PM 1 269 0 0 270 0.905 Turripike Sweet (Route I U) Out In Toted 981 [:::�83D2 1813 I 1 8041 2BI 0 1 Thru left Peds o T � t� m m 5120024:45.00 PM w rn m 3UOOPM N m 0V Cas C 1O Trucksa o o m m� T F' Thru Peds 960 17 0 �9771813 Out In Total Turmike Street Raute 114 a Di lat Turnpike Street (Route 114) I-pner s Pond Road City, State: North Andover, MA client: DJK/D. Kelly TDC Transportation Data Corporation 12 Walnut Street, #9 Natick, MA 01760 Office: 508-651-1610 Fax: 508-651-1229 File Name : 01873AA Site Code : 00000571 Start Date : 02/05/2002 Page No : 1 Grand Total Turnpike Street (Route 114) 1497 54 Sharpness Pond Road 42 Tumpike Street (Route 114) 49 0 i 1757 From North 0 3435 Apprch % 0.0 From East 3.5 0.0 46.2 From South 53.8 0.0 I Stag Time ht Thru Lett Peds Right Thru Left Peds Right Thru Left Peds Int Total 04:00 PM 0 155 6 0 5 0 7 0 5 179 0 0 357 04:15 PM 0 175 5 0 I 4 0 3 0 3 198 0 0 388 04:30 PM 0 182 9 0 5 0 3 0 8 195 0 0 402 04:45 PM 0 196 3 01 9 0 7 0 1 1 218 0 0 434 Total 0 708 23 01 23 0 20 01 17 790 0 01 1581 05:00 PM 0 211 7 0 5 0 11 0 4 219 0 0 457 05:15 PM 0 199 8 0 5 0 6 0 1 269 0 0 488 05:30 PM 0 198 10 0 2 0 8 0 11 254 0 0 483 05:45 PM 0 181 6 0 7 0 4 0 3 225 0 0 426 Total 0 789 31 0 19 0 29 0 19 967 0 0 1854 Grand Total 0 1497 54 01 42 0 49 0 36 1757 0 0 3435 Apprch % 0.0 96.5 3.5 0.0 46.2 0.0 53.8 0.0 I 2.0 98.0 0.0 0.0 I Total % 0.0 43.6 1.6 0.0 1.2 0.0 1.4 0.0 96.6 1.0 51.1 0.0 0.0 05:15 Volume From East From North From South Start Time Right T Left Thru Peds APP' Total Peak Hour From 04:00 PM to 05:45 PM - Peak 1 of 1 Thru Left Intersection 04:45 PM Int Total Volume 0 804 28 0 832 Percent 0.0 96.6 3.4 0.0 I 17 960 05:15 Volume 0 199 8 0 207 60.4 Peak Factor 1.7 98.3 0.0 0.0 High Int 05:00 PM 0 6 0 11 1 Volume 0 211 7 0 218 Peak Factor 0.954 0.954 4:45 PM a 05:15 PM a 0 7 0 16 1 269 a 0 270 a 0.828 0.905 0 a a From East From South Right Thru Left Peds Right Thru Left Peds �' Int Total 21 0 32 0 53 I 17 960 0 0 977 1862 39.6 0.0 60.4 0.0 1.7 98.3 0.0 0.0 5 0 6 0 11 1 269 0 0 2701 488 0.954 4:45 PM 05:15 PM 9 0 7 0 16 1 269 0 0 270 0.828 0.905 P,4/S: Turnpike Street (Route 114) Sharpner's Pond Road City, State: North Andover, MA FI! -hent: DJK/D. Kelly 'III 04:15 PM 04:30 PM 04:45 PM Total 05:00 PM 05:15 PM 05:30 PM 05:45 PM Total Grand Total Apprch % Total % %®� Transportation Data Corporation 12 Walnut Street, #9 Natick, MA 01760 Office: 508-651-1610 Fax: 508-651-1229 File Name : 01 873A Site Code : 00000571 Start Date : 02/05/2002 Page No : 1 Tumpike Street (Route 114) Sharpness Pond Road T umpr e Street (R oute From North Groups Printed- Cars ) From South Start Trtne Right Thru Tumpike Street (Route 114) Peds Sharpness Pond Road Rght Tumpike Street (Route 114) Left Peds Toy Right From North Left Peds Toptpal Int Total From East From South ht Thro LeftPeds Intersection R" ht Thru I Left I Peds R" ht I Thru I Left Peds Int Total 0 151 6 0 0 790 28 4 0 7 0 30 5 174 0 0 0 347 0 170 5 0 0.0 4 0 3 0 0.0 3 197 0 0 0.0 382 0 178 9 0 202 5 0 3 01 11 8 193 0 0 269 396 0 196 3 01 8 0 7 01 1 215 0 0, 0.952 430 0 695 23 01 21 0 20 01 17 779 0 01 0 206 7 1555 0 206 7 0I 5 0 10 0 4 216 0 0 448 0 194 8 0 5 0 6 0 1 268 0 0 482 0 194 10 0, 2 0 7 0 11 251 0 0 475 0 180 6 01 7 0 4 0 3 223 0 0 423 0 774 31 01 19 0 27 0 19 958 0 0 1828 0 1469 54 01 40 0 47 01 36 1737 0 0 3383 0.0 96.5 3.5 0.0 46.0 0.0 54.0 0.0 2.0 98.0 0.0 0.0 I 0.0 43.4 1.6 0.0 I 1.2 0.0 1.4 0.0 1.1 51.3 "k 0.0 114 0.0 0 0 0 0 0 0 0 0 From North From East ) From South Start Trtne Right Thru Left Peds �' Rght Thru Left Peds Toy Right Thti Left Peds Toptpal Int Total Hour From 04:00 PM in 05:45 PM - Peak 1 of 1 Intersection 04:45 PM �eak Volume 0 790 28 0 818 20 0 30 0 50 17 950 0 0 967 1835 Percent 0.0 96.6 3.4 0.0 40.0 0.0 60.0 0.0 1.8 98.2 0.0 0.0 05:15 Volume 0 194 8 0 202 5 0 6 0 11 1 268 0 0 269 482 Peak Factor 0.952 High Int 05:00 PM 04:45 PM 05:15 PM Volume 0 206 7 0 213 8 0 7 0 15 1 268 0 0 269 0 960 0.833 0.899 0 0 0 0 0 0 0 0 a J/S: Turnpike Street (Route 114) : Sharpnex s Pond Road City, State: North Andover, MA went DJK/D. Kelly TDc Transportation Data Corporation 12 Walnut Street, #9 Natick, MA 01760 Office: 508-651-1610 Fax: 508-651-1229 File Name : 01873AA Site Code : 00000571 Start Date : 02/05/2002 Page No : 1 Grand Total Tumpike Street (Route 114) 28 0 Sharpness Pond Road 2 Tumpike Street (Route 114) 2 0 0 From North 0 0 52 From East 0.0 100.0 0 .0 From South 50.0 0.0 50.0 me Right Thru Left Peds R' ht Thru Left Peds R' ht Thru Left Peds Int Total ��M:00M 0 4 0 0 1 0 00050010M Peak Factor 0 5 0 0 0 0 0 Ol 0 1 0 01 6 04:30 PM 0 4 0 0 0 0 0 0 0 2 0 0 I 6 04:45 PM 0 0 0 01 1 0 0 01 0 3 0 01 4 r--" � Total 0 13 0 01 2 0 0 01 0 11 0 01 26 05:00 PM 0 5 0 0 0 0 1 01 0 3 0 0 9 05:15 PM 0 5 0 0 0 0 0 01 0 1 0 0 6 05:30 PM 0 4 0 00 0 1 0 0 3 0 01 8 05:45 PM 0 1 0 0 0 0 0 0 0 2 0 0 3 Total 0 15 0 01 0 0 2 0 0 9 0 0 26 Grand Total 0 28 0 0 2 0 2 0 0 20 0 0 52 Apprch % 0.0 100.0 0 .0 0.0 I 50.0 0.0 50.0 0.0 Intersection 0.0 100.0 0.0 0.0 0.750 Total % 0.0 53.8 0.0 0.0. 3.8 0.0 3.8 0.0 0.0 38.5 0.0 0.0 Sharpness Pond Road Tumpike Street (Route 114) From East From South 0 2 TumpikI e Street (Route 114) 3 33.3 0.0 66.7 From North 0 0 Start Time Right Thru Left Left Tow T Hour From 04:00 PM to 05:45 PM - Peak 1 of 1 Thru Left Peds �eak Intersection 04:45 PM 0.750 Volume 0 14 0 0 14 Percent 0.0 100.0 0.0 0.0 0.833 05:00 Volume 0 5 0 0 5 Peak Factor High Int 05:00 PM Volume 0 5 0 0 5 Peak Factor 0.700 a 0 a 0 a a a 1 0 2 0 3 33.3 0.0 66.7 0.0 0 0 Peds' 0 Right Thru Left Peds T Right Thru Left Peds Tpo al' Int Total 04:45 PM 0.750 0 3 0 0 3 0.833 1 0 2 0 3 33.3 0.0 66.7 0.0 0 0 1 0 1 04:45 PM 0 0 31 9 1 0 0 0 1 04:45 PM 0.750 0 10 0 0 10 i 0.0 100.0 0.0 0.0 27 0 3 0 0 31 9 0.750 04:45 PM 0 3 0 0 3 0.833 0 Tc A- Y AT : Route 114 south of Shartme� s Site: 571 R Transportation Data Corporation Date: 02/05/02 Pond Road, North Andover, Ma 12 Walnut Street, #9 Natick, MA 01760 ent: D]K/D. Kelly Office: 508-651-1610 Fax: 508-651-1229 aDay Totals 10,532 9,832 20,364 Day Splits 51.7 48.3 _\ �i Peak Hour 07:15 04:45 1,071 964 07:00 04:45 r 07:15 1 04:45 955 791 2,010 1,755 SB LJ Factor 0.95 0.92 0.95 0.94 ( 0.94 0.93 Combined Day: Tuesday LnKerval NB Begin AM PM AM PM AM PM f�12:00 26 74 116 485 18 36 130 458 44 110 246 226 943 12:15 26 105 6 121 32 LLLJJJ 12:30 7 134 8 111 15 245 12:45 15 130 4 96 19 226 01:00 7 26 118 487 14 37 130 521 21 63 248 1,008 a01:15 9 124 10 117 19 241 01:30 3 147 6 132 9 279 01:45 7 98 7 142 14 240 02:00 6 19 152 700 4 20 136 581 10 39 288 1,281 02:15 7 158 3 5 152 143 10 7 310 271 02:30 2 128 02:45 4 262 8 150 12 412 03:00 3 24 202 903 5 24 158 712 8 48 360 1,615 03:15 4 231 252 0 12 192 200 4 22 423 452 03:30 03:45 10 7 218 7 162 14 380 04:00 4 45 210 841 6 50 175 732 10 95 385 1,573 04:15 13 201 8 185 21 386 04:30 12 202 16 182 28 384 04:45 16 228 20 190 36 418 05:00 18 157 214 960 22 198 196 785 40 355 410 1,745 05:15 34 262 40 211 74 473 a0530 48 260 70 194 118 454 05:45 57 224 66 184 123 408 06:00 73 487 202 614 92 691 184 571 165 1,178 386 1,185 06:15 114 158 163 152 277 310 a06:30 152 146 220 216 115 120 372 364 261 228 06:45 148 108 07:00 170 996 120 371 214 955 113 339 384 1,951 233 710 07:15 283 92 252 82 535 174 07:30 274 79 80 246 243 76 68 520 512 155 148 07:45 08:00 269 245 993 68 337 198 815 70 262 443 1,808 138 599 08:15 270 98 233 70 503 168 08:30 254 92 204 64 458 156 08:45 224 79 180 58 404 137 09:00 176 560 82 268 164 600 55 194 340 1,160 137 462 09:15 146 78 158 55 304 133 09:30 131 55 141 47 272 102 09-45 107 53 137 37 244 90 10:00 109 439 42 147 105 507 38 156 214 946 80 303 10:15 112 45 120 44 232 89 10:30 108 34 144 46 252 80 10:45 110 26 138 96 490 28 22 98 248 209 955 54 60 232 11:00 113 465 38 134 11:15 120 35 133 26 253 61 11:30 108 28 108 30 216 58 11:45 Totals 124 4,285 33 6 247 153 4,423 20 5,409 277 8,708 53 11,656 Split% 49.2 53.6 50.8 46.4 aDay Totals 10,532 9,832 20,364 Day Splits 51.7 48.3 _\ �i Peak Hour 07:15 04:45 1,071 964 07:00 04:45 r 07:15 1 04:45 955 791 2,010 1,755 Volume LJ Factor 0.95 0.92 0.95 0.94 ( 0.94 0.93 11' I P• Data File ATR on; : Route 114 south ofSharpnees Pond Road. North Andover, Ma TDC Transportation Data Corporation 12 Walnut Street, #9 Natick, MA 01760 A -1�/ Site: 571 Date: 02/06/02 ent: DJK/D. Kelly Office: 508-651-1610 Fax. 508-651-1229 SB aDay Totals 10,678 9,985 20,663 Day Splits 51.7 48.3 SB Combined Day. wumusday nterval Volume 1,037 965 NB L! Factor 0.87 0.89 0.88 0.94 0.93 0.91 ,rr i B�E—:�00�21 AM PM AM PM AM PM 55 134 534 16 45 139 505 37 100 273 1,039 2:15 19 118 9 120 28 238 12:30 5 142 12 130 17 272 12:45 10 140 8 116 18 256 01:00 9 25 116 568 8 22 132 566 17 474980 1,134 01:15 5 140 4 150 9 01:30 8 144 7 150 15 294 01:45 3 168 3 134 6 302 02:00 6 24 144 688 3 16 158 603 9 40 302 1,291 a02:15 10 166 3 148 13 314 02:30 4 140 2 139 6 279 02:45 4 238 8 158 12 396 03:00 5 24 196 891 2 20 172 732 7 44 3686 1,623 03:15 6 236 2 10 180 208 8 18 469 03:30 8 261 03:45 5 198 6 172 11 370 04:00 3 42 200 853 5 62 166 742 8 104 366 1,595 a04:15 9 228 211 12 17 189 189 21 29 417 400 04:30 04:45 12 18 214 28 198 46 412 05:00 16 147 215 965 18 218 232 888 34 365 447 1,853 36 272 42 238 78 510 a05:15 05:30 37 228 72 228 109 456 05:45 58 250 86 190 144 440 06:00 76 542 177 594 96 694 177 602 172 1,236 354 1,196 06:15 130 166 176 178 306 344 a06:30 160 127 205 123 365 250 06:45 176 124 217 124 393 248 07:00 190 997 124 418 206 910 84 328 396 1,907 208 746 07:15 244 120 220 88 464 208 07:30 266 96 258 226 94 62 524 523 190 140 07:45 297 78 08:00 212 958 89 337 200 773 74 244 412 1,731 163 581 08:15 262 78 229 80 491 158 0830 262 82 88 184 160 44 46 446 382 126 134 08:45 09:00 222 168 523 74 300 152 580 56 175 320 1,103 130 475 09:15 139 68 152 48 291 116 09:30 124 74 144 33 268 107 09:45 92 84 132 38 224 122 10:00 102 442 65 191 104 512 48 158 206 954 113 349 10:15 114 44 128 40 242 84 10:30 102 46 148 36 250 82 a10:45 124 36 132 34 256 70 11:00 88 426 43 134 136 510 26 80 224 936 69 214 11:15 132 36 124 30 256 66 11:30 102 23 126 13 228 36 43 11:45 104 32 124 11 228 Totals 4,205 6473 4,362 5,623 8,567 12,096 Split% 49.1 53.5 50.9 46.5 aDay Totals 10,678 9,985 20,663 Day Splits 51.7 48.3 Peak Hour 07:30 05:00 07:30 04:45 07:30 05:00 '�.. Volume 1,037 965 913 896 1,950 1,853 L! Factor 0.87 0.89 0.88 0.94 0.93 0.91 ,rr aData File: 01873A pB: INTERSECTION CAPACITY ANALYSIS M t I If r n571-Rpt1 1 I I E I I I I I I I I iM I I I I I I ISI 2002 Existing Moring Peak Hour DJK Associates, Inc. 3: Sharpners Pond Drive & Route 114 4/9/2002 Grade 0% 0% 0% Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Pedestrians Median storaqe veh) Vol 6.2 4.1 tF (s) 3.5 3.3 2.2 cM capacity (veh/h) 71 303 703 Volume Left 42 0 13 0 cSH 244 1700 703 1700 Lane LOS D B 009A, W"— Average Delay 1.2 C:\DJK\Synchro 5.0\571 Meadows, North Anclover\2002 Exiisting and 2007 Build Morning Peak Hour.sy6 Page 1 1 III r i Grade 0% 0% 0% Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Pedestrians Large t #} Walkino Speed (ft/s) RION# t f�ic�lca Right turn flare Median storaqe ve vC1, stage 1 conf vol cM capacity (veh/h) 54 265 644 ,s, .m:.: �, �•�,y�....r�,.�..,�.,..c.�..,,.,.�,.u. �`i� �^'�. ..u,...�.ss..�.:.��` . �-�.. , ��r.,,�. � .:�`•'�,�''-.��r��..-_:gin ...�..- "-,��"`s,�;�„�`"-_.� s:�.�... „ Voi�r�". }-��a�k � m tfvi� d �+�7 %����76� fi3' �� ���2 �y, k � '"Y�X"Sy Jam`• ¢���^�+ tty �4�i v�`Yx Z�z�fY�J' Volume Left 44v 0 14 M tl-0 cSH 167 1700 644 1700 Queue Length (ft) 51 0 1 0 Lane LOS E B " Approach LOS Ewi- . _nom Average Delay 2.0 `teSTM' �,- `." a b� �.�� '�Np�1./ �Ti�-G�S�i���w�.�� �� r' :.si'�•�" �d=v� �ds� ? � w::��G3.{ FC:\DJK\Synchro 5.0\571 Meadows, North Andover\07 NB AM.sy6 Page 1 2007 Build Moring Peak Hour DJK Associates, Inc. 9: North Site Drive & Route 114 4/9/2002 -,,* --p- -V 'e, *- 4\ t lb\0. -V �' - 3/ U rade 0% 0% 0% 0% Peak Hour 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 Pedestrians mignt turn bare (ven) tvleanype Median storage veh) canl� o� vC1, stage 1 conf vol tC, single (s) R Il - 2 stag tF (s) POUR -P-0 a cM capacity (veh/hl 1 1 7.1 6.5 6.2 7.1 6.5 6.2 4.1..___._.__._, 4.1 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 .^ 26 45 290 31 46 254 687 627 cSH 182 88 687 627 1700 4p�aachYDe[ay s 3 2g�a1s3� X01 w . ,..�.�.auaIS R V_ .,�F1s,.,..,.,-:<N;ac�.. Approach LOS D F . Average Delay 7,7 - C:\DJK\Synchro 5.0\571 Meadows, North Andover\2002 Exiisting and 2007 Build Morning Peak Hour.sy6 Page 1 M M y 1 LI ti I 0 2007 Build Moring Peak Hour with Mitigation DJK Associates, Inc. 9: North Site Drive & Route 114 4/9/2002 �f€s rxm E -ER w Iml °I` 3°. Lane • • VC T - Grade 0% 0% ____."_ Peak Hour 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 Pedestrians m r tC, single (s) " _ 7.1 6.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 pu ;0 cM capacity (veh/h) 26 45 290 31 46 254 687 627 cSH 182 219 687 627 1700 .eaac..».r�,,.�;.aiw..�.,'.;,k. �.a t..,-s'�;•:as ..z,..um....-�.w .ew... ".,s�s=z„„�a i;«.aa-.«.aer'.sr',msww..+.'..,aan„x`ui�s:asz :..x�.".x na i^:.,??x.,, `61 - Length (ft) 14 35 0 1 0 """° Lane D D A B AptrQaehD Approach LOS D ��D Average Delay 1.9 C:\DJK\Synchro 5.0\571 Meadows, North Andover\2002 Exiisting and 2007 Build Morning Peak Hour.sy6 Page 1 i 2002 Existing Evening Peak Hour DJK Associates, Inc. 3: Sharpners Pond Drive & Route 114 4/8/2002 4 k I �` `r► uraae u /0 0"/0 0% 11 um a Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 aPedestrians Walking Speed (ft/s) �-'''"' s �✓'"'€°�'°" r�P�'�'''��",.� �<. 4x"..-.�z°y .P.. `C�'�,." K � K Y �"..�' �'�." „^-z" � +d`�r °'�a er eni a x.aas_s,. Right turn Ilare (veh) 1 ��ew:.,aa�s� : N ..-.�s..�,.<.�•,e�___ . �;.��«.a,,,z :�:;,�;6�.��a�.u'•_,.,...,.:.��&�a,�r.r�::.�?��»�au��;.mz'%..i.' a:a�ee^�:d�,�e�c,�.;';e� � �"�' <'.,.�.zx - .f.�,.��;!'�:aw,; s'a��.� Median storage veh) a 11 Volume Left 32 0 28 -0- 'V v c X254 1700 714 1700 s•<.a LS e a, �za.� Approach LOC Average Delay 0.8 C:\DJK\Synchro 5.0\571 Meadows, North Andover\02 and 07.sy6 Page 1 2007 No Build Evening Peak Hour DJK Associates, Inc. 3: Sharpners Pond Drive & Route 114 4/8/2002 a w4 amgcza�g �w`g 'x t' Lane Confiaurations Grade 0% 0% 0% _ P eak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 sz "°", a ate,- -' '." t s^YM- xn an-_'• arm "�. ar v t- s "'� Pedestrians�f.�_.�_ nt turn flare Median �crSH -} ('Yrs v�J� f�216 1700 665 1700 ?�� _�v Queue Length. (ft) 19 0 3 0 Lane LOS �f D B 1ppraGh Delrs� 27 4� if ty3 „. Y:: s Approach LOS D Average Delay 0.9 C:\DJK\Synchro 5.0\571 Meadows, North Andover\07 NB PM.sy6 Page 1 E E iweuian 2007 Build Evening Peak Hour DJK Associates, Inc. 9: North Site Drive & Route 114 4/9/2002 ---* --► --* 1lr -- °1 I 4/5- Y u rave U% 00/0 0% 0% Volume e ( v Peak Hour 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 our Ict ._ x Pedestrians vC1, stage 1 4 � ��ge tC, single (s) fC2staN tF (s) cM capacity 7.1 6.5 6.2 7.1 6.5 6.2 4.1 3.5 4.0 3.3 3.5 4.0 3.3 2.2 33 48 322 36 48 273 732 4.1 2.2 656 oiume Rtgh2f X18#t}y8 k cSH 355 118 732 656 1700 z�ltirne��ctty,..mo _.r Queue Length (ft) 3 41 1 3 0 Lane LOS C F �um�.. ��s , _ a ._.. � v T�.. ZI �. > A B Approach LOS C F '" Average Delay 2.3 C:\DJK\Synchro 5.0\571 Meadows, North Andover\02 and 07.sy6 Page 1 2007 Build Evening Peak Hour with Mitigation DJK Associates, Inc. 9: North Site Drive & Route 114 4/9/2002 %olum�e�{rt�h= Peak Hour 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 F l 'tu w Pedestrians vC1, stage 1 conf vol m�•m--- Y 2,�Stage 2 ��sn�"�b �`` �`-�,�� e =� �'€ ✓ t3,� e, 4 .� F�� � x�?;g, �- € �'�r� �� � � 9 ��.^-�'� p�•,F �'j ,��^ ��� �� tC single (s) 7 1 6 5 6 2 7 1 6 5 6 2 4 1 4 1 ,.�.�&, �:v#.�.. ..a.2b�`�s::__.,,..ux �_ �;.�+�' ' �,.•�5< ..a .=.w,,.,u,� e.:�:;�.�..;dz:;.�'a:r.:.+�..,:t,w,..__��..:t,,?;.�:,,3��,w5 �.ti..:a.,�,F ��ek�.:".t�: tF(s) 35 40 33 35 40 33 22 cM capacity (veh/h) 33 48 322 36 48 273 732 656 �a����.;T"i�,�llt""��r i�� ij''`�"�,'3 �ex�� �.�. 2.�xa ������-��i��M�fiQ� �8�az.�'�' t"�`,�Y�'�`".. �^°u�•...: �rn -i.. �„� .�s�a cSH 355 308 732 _656 1700 llolu�rie to=Capacy 4 O�Ow18} 0 f720 4�4 0 56.4 q �' .«.z ..,..<,c,.<; max,.:......,..u,x ..,.�...u•ra;a,,...=r; ..w..n«aac„�.;a��.�..asu 0 .r;.<;cs',.,,..,.1..r3.."'.xa¢...,�.e°,N.....z..=�-..,,..�:� •..�..`�kG.,,.s:...a; 4i `_�,.,4£..,."''de Queue Length (ft) 3 12 1 3 fiantrai r --, vii^,v".s �.�.s`,�.,.sed.. ��'a�.r„�'fi..�i"`e:'a,.�...,e•w ., Lane LOS f% C C A B CI�I•'1&?sr.Aw1.;-7 ,,,+.iY( '7,tl�"7i�.Wp.'Xu'�.3�i µF y '5�^ �,a•a`" s5a:�.�"3a'__,.x3" r� �' P,Ks" �i�S.e+fT.. xB.a..Y Apptba roach LOS C C ..,_"_" ... ,.... ...MND.... e Average Delay 1.2 CADJK\Synchro 5.0\571 Meadows, North Andover\02 and 07.sy6 Page 1 2002 Existing Moring Peak Hour DJK Associates, Inc. 5: Industrial Drive & Route 114 4/9/2002 G DUrd,luespy aU-/0 U /0 0% iY;;��U.:.. ver+i:.�:iw�c+5&w,,.�.,Rmu3F.`$.�_a�x�Zs3�^..�u':Y..er..a.u�....,a,an.s..'zl�.us...��,�sSJk�u�si'.:, ,no�xo����•,6"s,�.�.. x��� msf..�.af}»��n..ius�'w:4.F��'r�sc��°>•�1e�.�,�' es �' Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 D Pedestrians p `� �"� � �.� � gr.� .. »��h4f v' �� ,�„� §� '� ,�„a,,,�... � 4d �,���.z..a a• s,t P '` ru? x .x..'� �,: "`v � ...'%�g� Walking Speed (ft/s) Right turn flare (veh) 1 Median storage vehl ` �` III D III III 111 111 1 pi 111 111 Volume Left 5 0 5 cSH 369 1700 703 Queue Length (ft) 2 0 0 -� Lane LOS C Approach LOETASS x W- - _17 Average Delay 0.2 C:\DJK\Synchro 5.0\571 Meadows, North Andover\2002 Exiisting and 2007 Build Morning Peak Hour.sy6 Page 1 I 2007 No Build Moring Peak Hour DJK Associates, Inc. 5: Industrial Drive & Route 114 4/9/2002 1y 1 III III i 1 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Pedestrians vxa � Walking Speed (ft/s) s L MMI Right turn flare A�nFI 3n">° jw� a sto vC1, stage 1 conf vol Volume Left 5 0 5 *� - cSHpr , Ap�i'baGi1 i'J�'S�.�i ��� ,... ,.7. .1�6.�`��a � � 1, ktal�3 � � `�"� r� ^'�r`�7f' ���, � $`�' &��„{ �� v�• _^±�"k�� i.:^�a>�an,w asu.x.�ua, r.,.o. �.,.-,E Y,'.3�'';urt,-.:.�.a%;.`�w-i_*u«..&,....�a..,u,.w,t�,.�,;.P..S�1.,.+r�ra......s<xz'.s.�o-a�'✓.^�r.-m:,:wwoia.`r��>sss.�ba���s�:P�z ...x4:,�c,..k�.ii�" �� ���sa: Approach LOS C Average Delay 0,2 aC:\DJK\Synchro 5.0\571 Meadows, North Andover\07 NB AM.sy6 Page 1 D G 2007 Build Moring Peak Hour DJK Associates, Inc. 12: South Site Drive & 4/9/2002 G rade 0% 0% 0% 0% Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00' 1.00 1.00 aPedestrians Walking Speed (ft/s) rcer�t l+aclt, a ty i Right turn flare (veh) 3 1 '�- �leela�`tt Median storage veh) v�C^.1, stage 11 conf vol �"'{a...w�w.h'N_#;„atW.3Xt&me4�i'.6'�z��.waaa•-:rtd'...�,... ��.,. . n tC single (s) 7.1 6.5 6.2 7.1 6.5 6.2 41 4 ,. s=�.z�?_..,7 .�...:� �s r,� �x � A-.� � :a � ��,. A e as'r .a %asp z4.a „any •,, �'"��s "�'��C ��s- tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 s R "IM� MW r :, 9 «a „tea" .az. - ar,"`v'aav cM capacity (veh/h) 32 45 270 28 45 262 656 643 a a.�� --:.-. �",'m'�"�„"""� Ui's'�5h. G �• Ate'"'ea'fi �lolur�te� ofafr° "7�.m4 t0b6 �� a e R x fir p ppm 3 y X� z : E Volume Left 32 5 7 5 10M, 241 290 656 643 <.xra��...:��...��a,�.E�'✓�d�,,,,x.�,a�aa���.,..,..,�.a®-.�4t,�<w«as<...�...�z,.�a�. ^�.''ai���3 x.�:�5 %'z'+�.,.a �utf::e�s`..,..x3��$;';f��".,�� �� Queue Length (ft) 20 2 1 0 r �d t�zv-x i< n fat b r� t asoa x n gg' ,.� x+g g' a ;ew i :.a? za'•!...._r �' Ls:a�r xas,.r.'dr y e i 3 x <nx.z� ��z''f F ; a - "' `s:'. c�' F �M, a; ate.. z ^-� Lane LOS ����� D C A A Ap�r��eh�t�eta�r�s�� �,.,m«�, w��s Approach LOS D C Average Delay 1.1 t �°, � �7 -I �_ � tCU`Level��f-Se1�r1i✓ �� h YC�` � �� i 11 D nC:\DJK\Synchro 5.0\571 Meadows, North Andover\2002 Exiisting and 2007 Build Morning Peak Hour.sy6 Page 1 I I� D 2002 Existing Evening Peak Hour DJK Associates, Inc. 5: Industrial Drive & Route 114 4/9/2002 fk 1. Lane Conficiurations ►i Of L It Grade 0% 0% 0% Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 � fl,'l�i �/ f� ow�r�te ,{V�h/kE►) ��-� � �-����65 �� 9�'��f �� , 5 �&f� "� � '�` � � � '" � �� a � �� � � � �" � �~ .� F�'�� ���" ..��:,�>„�x..�;sr:��.�:�i.a,sd�_.�,.c,ae�.c��.�s,.�„�� ..,.::.�.��...z�..:�,,.�,�a�r�a�__,:�,n:,�,x�'zs�s�,...,;,,...�°^..-.�=w.�:was.��"i�.ay•.:.��is��,a.:�s,�.s�'�,. Pedestrians vC1, stage 1 conf vol uC!Est6 gle (s) tF (s) 3.5 3.3 ___....._.._...__2.2 86 308 714 I1MEMN, r..13 .a,.,hart,w Afa±z fm:&'1 .. I cSH 394 1700 714 ApproaczOach©elayy{i,,adi Apprh LOS B NEW —4 — u,_ Average Delay 0,2 C:\DJK\Synchro 5.0\571 Meadows, North Andover\02 and 07.sy6 Page 1 u M s r 8 0 2007 No Build Evening Peak Hour DJK Associates, Inc. 5: Industrial Drive & Route 114 4/9/2002 1r I.- i WA uraue U% U"/o 0% V"o Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 I�ourl lornirate�eli °R'.£5(�28 �� " Pedestrians eve -1-1 Akulctgv VCI1) 0 �F' ^ z�---� ^,-7�Sn`�^"'""--�>^•r:'".,^' arr ..-rte x �`fia "^rr =confl�Ch vblt�m a3 �. ..x.,.xd::...a, ,�»,;e..xYWv„a. vC1, stage 1 conf vol tC, single (s) 6.4 6.2...__..____... 4.1 'rvi8t�3,34t:{p;P+�.w:c�. t s 3.5 3.3 22 �� `" Volume �Lyjeft pa, �5 0 5 cSH 343 1700 665 Queue Length (ft) 2 0 0 LOS C mA' '�TdT Fav �ffiw- i - _J8 gp Average Delay 0,2 C:\DJK\Synchro 5.0\571 Meadows, North Andover\07 NB PM.sy6 Page 1 2007 Build Evening Peak Hour 12: South Site Drive & DJK Associates, Inc. 4/9/2002 r Peak Hour 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 Pedestrians Walking Speed (fUs) Right turn flare (veh) 3 1 Median storage veh) vC1, stage 1 conf vol "" tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 a s s x s haat _ sur cM"capacity (veh/h) 36 49 317 34 48 270 719 655 Volume Left 16 5 32 5 V �, ".+:c+�+.rai'.*����':3 cS_H y ({35{3 304 719 655 Queue Length (ft) 6 �2 3 0 r, dk�R.�aa.�'-_'.."m...,,�..�,`�.p,. Lane LOS C C A A Approac�i Approach LOS C C Average Delay 1,2 C:\DJK\Synchro 5.0\571 Meadows, North Andover\02 and 07.sy6 Page 1 Traffic Impact & Access Study Proposed Residential Development Project The Meadows North Andover, Massachusetts Prepared for Town of North Andover ,4,�y . io Veiin :''`Lruel. lifi 204 JUL Z 5Z00 U BOARD OF APPEALS TRAFFIC IMPACT AND ACCESS STUDY PROPOSED RESIDENTIAL DEVELOPMENT PROJECT The Meadows North Andover, Massachusetts prepared for Town of North Andover April 2002 prepared by Dermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning 280 Main Street, Suite 204 North Reading, MA 01864-1300 978-664-2205 Fax: 978-664-2444 571-Rptt Copyright @ 2002 DJK. All rights reserved. TABLE OF CONTENTS Page EXECUTIVE SUMMARY.................................................................................................1 INTRODUCTION.........................................................................................................1 PROPOSAL.................................................................................................................1 EXISTINGCONDITIONS.............................................................................................1 SITE -GENERATED TRAFFIC VOLUMES...................................................................2 TRAFFIC CAPACITY ANALYSIS.................................................................................2 Route 114 at the North Site Drive and Sharpner's Pond Road..................................2 Route 114 at the South Site Drive and Industrial Drive.............................................2 MITIGATION MEASURES...........................................................................................3 EXISTINGCONDITIONS................................................................................................4 FIELDSURVEY...........................................................................................................4 GEOMETRICS.............................................................................................................4 Route114.................................................................................................................4 TRAFFICVOLUMES...................................................................................................5 VEHICLESPEEDS......................................................................................................6 FUTURE TRAFFIC VOLUME CONDITIONS ................ INTRODUCTION.........................................................................................................7 BACKGROUND TRAFFIC GROWTH..........................................................................7 VEHICLE -TRIP GENERATION....................................................................................8 TRAFFIC DISTRIBUTION/ASSIGNMENT...................................................................9 TRAFFIC OPERATION ANALYSIS...............................................................................10 METHODOLOGY.......................................................................................................10 Levelof Service......................................................................................................10 Unsignalized Intersections......................................................................................11 TRAFFIC ANALYSIS RESULTS................................................................................11 Route 114 at the North Site Drive and Sharpner's Pond Road................................11 Route 114 at the South Site Drive and Industrial Drive...........................................12 SIGHTDISTANCE........................................................................................................14 571-Rptt Copyright @ 2002 DJK. All rights reserved. EXECUTIVE SUMMARY INTRODUCTION Dermot J. Kelly Associates, Inc. (DJK) has conducted a Traffic Impact and Access Study for the. proposed residential development project, The Meadows, to be located adjacent to Route 114 west of the Route 114/Sharpner's Pond Road intersection in North Andover, Massachusetts. Figure 1 graphically illustrates the project site location in relation to the local and regional roadway system. As presently planned, the project would consist of the construction of 294 residential dwelling units. This report identifies existing traffic operation parameters on the adjacent roadway system, evaluates the anticipated traffic volume increases as a result of the proposed project, and analyzes the site -generated traffic -related impacts. PROPOSAL The proposed project as presently planned consists of the construction of a total of 294 dwelling units. The proposed access to and egress from the site would consist of two curb cuts located along Route 114. The North Site Drive would be located opposite. Sharpner's Pond Road. The South Site Drive would be located opposite Industrial Drive. EXISTING CONDITIONS Analysis of the recent traffic counts indicates that approximately 20,514 vpd (vehicles per day) traveled along Route 114 adjacent to the site during February 2002. During the two peak travel demand periods, which occurred between 7:00 and 9:00 AM and between 4:00 and 6:00 PM, an average of approximately 1,980 and 1,804 vph (vehicles 571-Rpt1 Copyright ® 2002 DJK. All rights reserved. Figure 1: Site Location Map Nl^ ' 111Y 11;;�V 3b r) 00 A C j) 4! IV .--1F RE J11 Z- it — �LLI SME 1L N / � `T� .� �,, SSA -�R 'lV �i / .� {� *•� xo ;/r J ,�,>�, � • � \' cc) Nq C L) C Z6 t0 1000 2000 Scale in red DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning per hour) were observed along Route 114 during the weekday morning and evening peak hours, respectively. SITE -GENERATED TRAFFIC VOLUMES Based on the Institute of Transportation Engineers (ITE) trip generation rates, it is anticipated that the proposed residential development project would generate approximately 1,628 vehicle -trips per day. This daily volume would be split evenly with 814 vehicle -trips entering and 814 vehicle -trips exiting the site over the course of the entire 24-hour day. More importantly, during the weekday morning peak hour, the entire residential development project would generate a total of 120 vehicle -trips with 20 vehicle -trips entering and 100 vehicle -trips exiting the project site. Similarly, during the evening peak hour, it is anticipated that 150 vehicle -trips would be generated. The 150 vehicle -trips would consist of 100 vehicle -trips entering and 50 vehicle -trips exiting the development during the peak 60 -minute period. The remaining vehicle -trips would occur over the course of the day. TRAFFIC CAPACITY ANALYSIS Unsignalized intersection capacity analysis was performed for the study area intersections. The capacity analysis is summarized below by location. Route 114 at the North Site Drive and Sharpner's Pond Road Under 2007 Build with mitigation and development traffic volume conditions, the left - and right -turn exiting movements would operate at LOS D and the left -turn entering movement would operate at LOS A. On Sharpner's Pond Road the left and right turns currently operate at LOS D or better. Under No Build conditions, these movements would deteriorate to LOS E. Under Build conditions and without mitigation the LOS would further deteriorate to LOS F. Under 2007 Build conditions with Mitigation the LOS would improve to LOS D or better. Mitigation includes the construction of a right -turn lane along Sharpner's Pond Road. Route 114 at the South Site Drive and Industrial Drive Under 2007 Build with development traffic volume conditions, the left- and right -turn exiting movements from Industrial Drive would operate at LOS C or better up through 2007. The left- and right turns exiting the Proposed South Site Drive would operate at LOS D. The left -turn movements from Route 114 would operate at LOS A. 2 571-Rpt1 Copyright @ 2002 DJK. All rights reserved. MITIGATION MEASURES The final phase of the analysis process is to identify the mitigation measures necessary to minimize the impact of the project on the transportation system. The proponent has made a commitment to implement all mitigation measures listed below, assuming all permits and approvals are obtained and the project proponent proceeds to construction of the project: • It is suggested that access to and egress from the proposed project be constructed with two access drives. The North Site Drive is suggested to be aligned with Sharpner's Pond Road. The South Site Drive is suggested to be aligned with Industrial Drive. To enhance the overall sight distance at the intersection of the proposed driveways, it is recommended that roadside vegetation and topographic ground elevations adjacent to the access/egress driveways be maintained such that sufficient safety sight lines are provided in both directions throughout the life of the project. This triangular area should extend 20 feet back from the existing edge of the roadway (representing an exiting vehicle) and extend 610 feet in each direction along Route 114 (representing an approaching vehicle). • The proposed North Site Drive is suggested to consist of a minimum 24 -foot wide cross section with one 12 -foot wide lane for entering traffic and one 12 -foot wide lane for exiting traffic. Intersection corner radii are suggested to be 30 feet. • The South Site Drive is suggested to be constructed with an acceleration and deceleration taper of 15:1 with a 12 -foot offset and 30 -foot radius. Egress from the site is suggested to consist of two lanes, a left -turn lane and a right -turn lane over a distance of 50 feet. Access into the site is suggested to consist of a single lane. All lanes are suggested to be 12 feet wide. • Intersection advanced warning signs are suggested to be placed along Route 114 in advance of the access/egress driveways. • In order to improve the LOS operating condition along Sharpner's Pond Road it is suggested that Sharpner's Pond Road be widened to accommodate two 12 -foot wide approach lanes for a distance of 100 feet from Route 114. 3 571 •Rpt 1 Copyright ® 2002 DJK. All rights reserved. EXISTING CONDITIONS FIELD SURVEY A comprehensive field inventory of the adjacent roadway system was conducted during February and March 2002. The field inventory included collection of existing roadway geometrics, traffic volumes, vehicle speeds, and safety data for the roadways in the vicinity of the site. Traffic volumes were measured by means of automatic traffic recorder (ATR) counts and substantiated by manual intersection turning -movement and vehicle -classification counts (TMC). Safety inventories included vehicle speed observations and a detailed evaluation of the safety sight lines at the proposed driveways located along Route 114. GEOMETRICS Route 114 North of the site Route 114 is generally a three -lane roadway with one through lane for each direction of travel and a dual use center left -turn lane. South of the site Route 114 is a two-lane roadway with one -lane provided for each direction of travel. The travel lanes are generally 12 feet wide with an 8 -foot to 10 -foot gravel shoulder on each side of the roadway. Route 114 provides access/egress to numerous adjacent highway commercial/retail and residential land uses along its entire length. Route 114 consists of bituminous concrete pavement in fair condition with no major pavement break-up of edge raveling noted during the field inventory period. Horizontal and vertical alignments are fair along Route 114 with the roadway passing the site driveway over relatively level/tangent alignment. Vehicular movements along Route 114 in the vicinity of the site are generally uncontrolled with side streets and driveways under STOP control. 4 571 •Rpt1 Copyright @ 2002 DJK. All rights reserved. TRAFFIC VOLUMES Existing traffic volumes were recorded mechanically by an automatic traffic recorder (ATR) and were substantiated by actual manual intersection turning movement and vehicle classification counts (TMC). These traffic volumes were reviewed to determine average daily and peak -hour traffic volumes on the study area roadways. Table 1 summarizes the 2002 ATR traffic volume data collected long Route 114. Figures 2 and 3 graphically present the results of the manual intersection turning movement counts. Analysis of the recent traffic counts indicates that approximately 20,514 vpd (vehicles per day) traveled along Route 114 south of Sharpner's Pond Road during February 2002. During the two peak travel demand periods, which occurred between 7:00 and 9:00 AM and between 4:00 and 6:00 PM, approximately 1,980 and 1,804 vph (vehicles per hour) were observed along Route 114 during the weekday morning and evening peak hours, respectively. TABLE 1 EXISTING TRAFFIC VOLUME SUMMARY Location/ Time Period Daily Traffic (24 hour) (vpd)a Peak Hour Peak -Hour Traffic Volume (vph)b K Factorc Route 114 South of Sharpner's Pond Road: Thursday 20,365 7:15-8:15 AM 2,010 9.9% February 5, 2002 4:45-5:45 PM 1,755 8.6% Friday 20,663 7:30-8:30 AM 1,950 9.4% February 6, 2002 5:00-6:00 PM 1,853 9.1% Average 20,514 Morning Peak 1,980 9.7% Weekday Evening Peak 1,804 8.8% -venlcies per oay. bVehicles per hour. °Percent of daily traffic occurring during the peak hour. 5 571 •Rpt1 Copyright ® 2002 DJK. All rights reserved. Figure 2: 2002 Existing Weekday Morning Peak Hour Traffic Volumes tSchematic DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Note: * = Estimated Copyright © 2002 By DJK. All rights reserved. \\Djkt\lprojondjkl\571 Laudani, North AndQv\67,tqFR4Nr3dDWG Figure 3: 2002 Existing Weekday Evening Peak Hour Traffic Volumes tSchematic DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Note: * = Estimated Copyright © 2002 By DJK. All rights reserved. \\Djk1\lprojondjkl\571 Laudani. North Ancl(0 1571N221W VEHICLE SPEEDS Speed measurements were taken by a standard traffic engineering procedure called the "floating car method." Vehicle speeds were measured by means of an observation car traveling through the study area at a speed consistent with the flow of traffic on the roadway. A limited number of these observations were made over the field inventory period along Route 114 adjacent to the site. The limited number of speed observations were obtained to gain a meaningful value of an average and typical vehicle traveling through the area. The results of the speed measurements are summarized in Table 2. As shown, the average speed varied along Route 114 with speeds recorded in the range of 45 to 55 mph in both the northbound and southbound directions. The posted speed limit is 45 mph along Route 114. TABLE 2 OBSERVED ROADWAY SPEED SUMMARY Location/ Posted/Official Observed Direction Speed Travel of Travel Limit (mph) Speed (mph) Route 114 adjacent to the Project Site: Northbound 45 45 to 55 Southbound 45 45 to 55 mph = miles per hour. 571 -Rpt 1 Copyright @ 2002 DJK. All rights reserved. FUTURE TRAFFIC VOLUME CONDITIONS INTRODUCTION This section of the report determines the future traffic volume levels along the study area roadways and intersection. To determine the impact of site -generated traffic volumes on the roadway network under future conditions, the existing traffic volumes in the study area were projected to the year 2007 to be consistent with Massachusetts State guidelines for Traffic Impact Assessments. Traffic volumes on the roadway network at that time will include all existing traffic, background traffic growth, and the site -generated traffic volumes. BACKGROUND TRAFFIC GROWTH Traffic growth on area roadways is a function of the expected land development in the immediate area as well as the surrounding region. Several methods can be used to estimate this growth. A procedure frequently employed is to identify the location and type of new developments planned to occur during the designated planning horizon, estimate the traffic to be generated and assign it to the area roadway network. This method usually produces a realistic estimate of growth for local traffic. The Planning Office for the Town of North Andover was consulted during the data collection phase of this Study to identify existing and projected development projects anticipated to occur by 2007. Based on this information and other background information, it was assumed for traffic planning purposes that the following projects are constructed and operational by 2007: 79 residential condominiums to be located along Route 114 opposite Johnson Street (Boston Hill) 7 571 •Rpt 1 Copyright ® 2002 DJK. All rights reserved. 95 single-family homes located along Route 114 opposite the site (Forest View); and 66,700 square foot retail facility located along Route 114 north of the site. In addition to the development projects noted above, existing traffic volumes were increased by 1% per year up through 2007 to account for background traffic growth which may occur from other development projects not anticipated at this time. Figures 4 and 5 graphically present the 2007 No Build weekday morning and evening peak -hour traffic volumes. VEHICLE -TRIP GENERATION Traffic volumes generated by residential developments 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. The rates at which residential projects generate vehicle -trips depend on the type of residential project; i.e., single-family units versus condominiums. Accordingly, the ITE Trip Generation Manual was researched with the appropriate vehicle -trip generation characteristics applied to the proposed project. Based on the ITE published trip generation rates, it is anticipated that the proposed residential development project would generate an average of approximately 1,628 vehicle -trips per day. This daily volume would be split evenly with 814 vehicle -trips entering and 814 vehicle -trips exiting the site over the course of the entire 24-hour day. More importantly, during the weekday morning peak hour, the entire residential development project would generate on average a total of 120 vehicle -trips with 20 vehicle -trips entering and 100 vehicle -trips exiting the project site. Similarly, during the evening peak hour, it is anticipated that on average 150 vehicle -trips would be generated. The 150 vehicle -trips would consist of 100 vehicle -trips entering and 50 vehicle -trips exiting the development during the peak 60 -minute period. The remaining vehicle -trips would occur over the course of the day. Table 3 summarizes the peak -hour and daily project -generated traffic volumes for the proposed residential development project. 8 571-Rpt1 Copyright @ 2002 DJK. All rights reserved. Figure 4: 2007 No—Build Weekday Morning Peak Hour Traffic Volumes Schematic DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Note: * = Estimated Copyright © 2002 By DJK. All rights reserved. \\Djkl\lprojondjkl\571 Laudani, North AndO$7 NISMM73W Figure 5: 2007 No—Build Weekday Evening Peak Hour Traffic Volumes tSchematic Note: " = Estimated DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Copyright © 2002 By DJK. All rights reserved. \\Djkl\lprojondjkl\571 Laudani, North And6J\67jN$F3l#T4W TABLE 3 VEHICLE -TRIP GENERATION SUMMARY Time Period/ 294 Direction of Travel Condominiums WEEKDAY Morning Peak Hour: Entering (vph)a 20 Exiting (vph) 100 Total (vph) 120 Evening Peak Hour: Entering (vph) 100 Exiting (vph) 50 Total (vph) 150 Daily Traffic: Entering (vpd)b 814 Exiting (vpd) 814 Total (vpd) 1,628 vph = vehicle -trips per hour. bvpd = vehicle -trips per day. TRAFFIC DISTRIBUTION/ASSIGNMENT Directional distribution of generated trips to and from the proposed development is expected to follow existing traffic patterns which, in turn, is a function of population densities, shopping opportunities, areas of employment and recreational activities. Accordingly, the directional split of the new trips originating from, or destined to, the development was based on existing traffic patterns as observed for this study. The site -generated traffic volumes were superimposed onto the 2007 No Build traffic volume networks creating the 2007 Build traffic volume networks. Figures 6 and 7 graphically present the 2007 Build weekday morning and evening peak -hour traffic volume networks. 571-Rpt1 Copyright @ 2002 DJK. All rights reserved. Figure 7: 2007 Build Weekday Evening Peak Hour Traffic Volumes Legend: xx Total Vehicle Trips (x) Site Generated Trips Only tSchematic DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Note: ► = Estimated Neg. = Negligible Copyright © 2002 By DJK. All rights reserved. \\Djk1\1projondjk1\571 Laudani, Nor Lh Ancl<O 7 N$D:Ni6 QWG Figure 6: 2007 Build Weekday Morning Peak Hour Traffic Volumes Legend: xx Total Vehicle Trips (x) Site Generated Trips Only SITE '069 �,�*s � � � � S* In 20 Out 100 0 Total 120 ti r� 9g �ry r1pO G� Note: • = Estimated Schematic Neg. — Negligible DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Copyright © 2002 By DJK. All rights reserved. Planning \\Djkl\lprojondjkl\571 Laudani, North AndG%k57gN15 NIY35jW#G TRAFFIC OPERATION ANALYSIS To assess quality of flow along the study area roadways and intersections, an Intersection Capacity Analysis was conducted under the following analysis conditions: • 2002 Existing Traffic Volume Conditions • 2007 No Build Traffic Volume Conditions • 2007 Build Traffic Volume Conditions without Mitigation • 2007 Build Traffic Volume Conditions with Mitigation The Capacity Analysis will provide an indication of how well the roadway facilities serve the traffic demands placed upon them. MWs C01011111xel 1 Level of Service The primary result of capacity analysis is the assignment of level of service to a traffic facilities under various traffic -flow conditions.' The concept of level of service is defined as a qualitative measure describing operational conditions within a traffic stream and their perception by motorists and/or passengers. A level -of -service definition provides an index to quality of traffic flow in terms of such factors as speed, travel time, freedom to maneuver, traffic interruptions, comfort, convenience, and safety. Six levels of service are defined for each type of facility. They are given letter designations from A to F, with level -of -service (LOS) A representing the best operating conditions and LOS F the worst. 1 Highway Capacity Manual (HCM 2000): Transportation Research Board, Washington, DC, 2000. 10 571-Rptt Copyright @ 2002 DJK. All rights reserved. Since the level of service of a traffic facility is a function of the traffic flows placed upon it, such a facility may operate at a wide range of levels of service, depending on the time of day, day of week, or period of year. Unsignalized Intersections The levels of service for unsignalized intersections are determined by application of a procedure described in the 2000 Highway Capacity ManuaL2 The procedure accounts for lane configuration on both the minor and major approaches, conflicting traffic stream volumes, and type of intersection control (STOP versus YIELD). First, theoretical maximum or capacity flow of vehicles for each minor approach lane is calculated. The capacities are then compared to the demand at the respective minor approaches. The delay is then estimated based on the relationship between the service rate and the degree of saturation. Table 4 summarizes the relationship between level of service and expected delay to minor street traffic. TABLE 4 LEVEL -OF -SERVICE CRITERIA FOR UNSIGNALIZED INTERSECTIONSa Level Average of Control Delay Service (Second sNehicle) A 0-10 B >10 - 15 C >15-25 D >25 - 35 E >35 - 50 F >50 Source: Highway Capacity Manual, (HCM 2000): Transportation Research Board, Washington, DC, 2000. TRAFFIC ANALYSIS RESULTS Capacity analyses have been conducted at the study area intersections. Results of this analysis are summarized below by intersection and tabulated in Table 5. Route 114 at the North Site Drive and Sharpner's Pond Road Under 2007 Build with mitigation and development traffic volume conditions, the left - and right -turn exiting movements would operate at LOS D and the left -turn entering movement would operate at LOS A. On Sharpner's Pond Road the left and right turns currently operate at LOS D or better. Under No Build conditions, these movements would deteriorate to LOS E. Under Build conditions and without mitigation the LOS would further deteriorate to LOS F. Under 2007 Build conditions with Mitigation the LOS 2Highway Capacity Manual (HCM 2000): Transportation Research Board, Washington, DC, 2000. 11 571 -Rpt 1 Copyright @ 2002 DJK. All rights reserved. would improve to LOS D or better. Mitigation includes the construction of a right -turn lane along Sharpner's Pond Road. - Route 114 at the South Site Drive and Industrial Drive Under 2007 Build with development traffic volume conditions, the left- and right -turn exiting movements from Industrial Drive would operate at LOS C or better up through 2007. The left- and right turns exiting the Proposed South Site Drive would operate at LOS D. The left -turn movements from Route 114 would operate at LOS A. 12 571-Rptt Copyright ® 2002 DJK. All rights reserved. cc a N W U m W Cl) LL O J (n W W> J W m J �O H U W 0) Ir W Z a W N J a Z a N Z O G =E Y G l0 � W c 22 O r r 0 JF c0 00 O O M M 0) CO r 00 LO 6 r- N (O f- N co N 00 0) tl- 6 Lf) N m OO OO N r M r r r r 00 DU QQ mm 0 co O) CJ CO M L6 T T CO rM LO r r� N (0 r` r.� r- N 00 0) r` O) Lf) MO OO OO N T 00 (p T T r 0C) LO LL Q Q co co It N co O M r, N (n (O r — M MN ON IctLO MN 6 r- O r O O N r r` r` DU UU QQ QQ 0) (D rn oo LO LO 00 (O N r r O O CO Id: r` r` O O M N 00r 00 (OT 00 It N r r N N Wo com UU ¢¢ Q) U a) O O LO M co (n r N i i O O (n t17 a M N N O d N N i fl -N N N 00 r r L6 T T 00 'i O oU mm Um QQ ato y(n O CO) O O � y O o v o f L a� L oa E o22 0=2 22 22 v o2:2 3 7 j j 0) aria M co - � ca "'. YY N ami , o=2 2YY �,yY 22 .-. ,r 22 RO a) O Qm� Q a) O J C N N 0) -,e -� .� ca cam a) +�.. "" rz a) N Q N YY ) 0) (a (a s a) a) Y Y J ca to c a) O y wV. L C O)0 Q_d O1� c a) �� �d 0_ RO �• w Q d .O �� d a �� "6 �Q_Q_ C � O_0_ 0 'C '� 0 •C 'C O L! .0 .0 O W .S.S n :n 7 •C -C O 'c 'C O C O C O 01 +�. Z' L .0 i a) O > � i Q) O > � i C L 0 a) .0 i C L V) a) a) t +.. ... O` a) �_ O .D W` C to a) �> W C C « (� i a) O Oi cin a�W ��W o `�W 3 "2W O o NSW a)�W V- �- W > W �Z(n W ZH UH Cc (1) W zH- U) Q) U a) O O SIGHT DISTANCE SIGHT DISTANCE In the vicinity of the proposed project site, Route 114 approaches the Site over a generally level/tangent alignment. Detailed Sight Distance measurements were conducted with respect to the Route 114 approaches to the proposed intersections to identify any potential mitigation measures, which would enhance the available Sight Distance. Sight Distance considerations are basically divided into two criteria: (1) Stopping Sight Distance (SSD) and (2) Intersection Sight Distance (ISD). Stopping Sight Distance (SSD) SSD is the distance required for an approaching vehicle to perceive and react accordingly to an exiting or entering vehicle. The values are based upon a perception and reaction time of 2.5 seconds and a braking distance calculated for wet level pavement. When the roadway is either on an upgrade or downgrade, grade correction factors are applied. Intersection Sight Distance (ISD) ISD is based upon a perception and reaction time and the time required to complete a desired exiting maneuver after the decision to do so has been made. Values for ISD represent the time required to: (1) turn left or right and to accelerate to the operating speed of the roadway without causing approaching vehicles to reduce speed by more than 70% of the initial speed and (2) upon crossing the major roadway to clear the roadway without the approaching vehicle reducing its initial speed by 70%. 14 571-Rptt Copyright @ 2002 DJK. All rights reserved. SSD is far more important as it represents the minimum distance required for stopping, while the ISD criteria is based only upon acceptable speed reductions to the approaching traffic stream. Table 6 compares the measured SSD with the minimum SSD requirements for both the observed vehicle speeds as well as the posted speed limit along Route 114 in the vicinity of the site. As can be seen in Table 6, the available SSD exceeds the minimum SSD requirements for the posted speed limit of 45 mph and the observed speed of up to 55 mph. Additionally, the available ISD exceeds the minimum requirement for the posted speed of 45 mph as well as the observed speed of 55 mph. 15 571 •Rpt t Copyright ® 2002 DJK. All rights reserved. § @ � « 2 « w Q z « w cn cl o® _ _o k� w0 2 a a 0 w @ LL 0 � cc « � � � Cl) 0c kE 0 U c 7 § 2 ® E `I \ f | � o; c� 0\) E 7■ u V 0) Cl) m @ E c / 40 ^� � . f q I-. RR R\ /\ // LO m n mm m LO a s a 3 G a a s 0 o = m to to e c RR RR RR m§ Z� T Z� « :!t # � # ko / \ \ \ / \ \ < m < r m r m z LO r m r r r r 4 $ $ $ $ $ $ $ 3 \ \ \ \ \ \ \ \ 0 0 0 0 0 0 0 0 ƒ \ k § § § Lr) § S S 2 $ § § LO ,It¢ Nt § It \ § \ \ $ $ $ $ $ $ $ § 0 \\ �a Q. 27 \$ \ / % 2 / 6 % / 6 6 \ 2 £ E a 2 \/ 2/ a 2 @@ «1E 6 s @® a2 7 3 �J f\a = _%_ § _@_ £ _%_ Q) o= tem ec =_ =c_ «� o�=§= oc5o= i— o2c oc=et 2C_0; z�o&o a mE0�0 =«oeo Ic an' 2 x(D wm a2 c CL 2 z xm az 2 ^ / < ®w � 0) < 0) \ ` _D < W � /_ W 0)< 0) 2 c 3 < g <: c: \ _: <: <: = 3 2C) '60000 /]\§\ ®� �206f ��f00 2e tau�u sau�u a� //2/2 15* $% $ /z> $ /} $ z> $ § $ \\ \\ \\ %% � »/\ . {\\ , E2« e3$ ƒ\/ ,E) §\\ kb§ 2RK \\\ k## k// @±I =3£ )1/ c\� /\\ qaa @BB6 Q)82« � \mak{ ER]E ;\E/ 8 E E z -0 cak) G2@® %«Gƒ um bttm Et»% ]/fk kQQ 822% mt) EEE@ %]\) ca Q) •E22C) k§/¢2 \\Baq k/jj\ f� ƒ� } f APPENDIX A. TRAFFIC VOLUME DATA B. INTERSECTION CAPACITY ANALYSIS 17 571-Rpt1 Copyright ® 2002 DJK. All rights reserved. A: TRAFFIC VOLUME DATA 571-Rptt _.j N/S: Turnpike Street (Route 114) E: Sharpnei s Pond Road City, State: North Andover, MA Client: DJK/D. Kelly TDA' Transportation Data Corporation 12 Walnut Street, #9 Natick, MA 01760 File Name :01873A Office: 508-651-1610 Fax: 508-651-1229 Tumpike cute 114) Out In Total 1022 947 1969 934 131 0 Thru Let Peds 1 L+ I - W° North t ao A o m _W m r .w 512002 7:15:00 AM ���� 8:00: AM N l'J" j Cars O m Tnicks � r'nl� f F+ Thru ftht Peds 9791 171 0 976 996 1972 Out In Total T 'ke Street cute 114 Tumpike Street (Route 114) From North Site Code Start Time Right Thru Left Peds App' Total mk Hour From 07:00 AM to 08:45 AM - Peak 1 of 1 Start Date :02/05/2002 Intersection 07:15 AM Volume 0 934 13 0 947 Percent 0.0 98.6 1.4 0.0 07:30 Volume 0 255 2 0 257 Peak Factor From East High Int 07:30 AM F� South Volume 0 255 2 0 257 Peak Factor Right Thru Left 0.921 Tumpike cute 114) Out In Total 1022 947 1969 934 131 0 Thru Let Peds 1 L+ I - W° North t ao A o m _W m r .w 512002 7:15:00 AM ���� 8:00: AM N l'J" j Cars O m Tnicks � r'nl� f F+ Thru ftht Peds 9791 171 0 976 996 1972 Out In Total T 'ke Street cute 114 Site Code : 00000571 Start Date :02/05/2002 Page No : 1 Sharpness Pond Road Tumpike Street (Route 114) From East F� South Right Thru Left Peds T Right Thru Left Peds To Int Total 43 0 42 0 I 85 17 979 0 0 9961 2028 50.6 0.0 49.4 0.0 1.7 98.3 0.0 0.0 11 0 12 0 23 2 278 0 0 2801 560 . 0.905 8:00 AM 07:30 AM 16 0 9 0 25 2 278 0 0 280 0.850 0.889 Tumpike cute 114) Out In Total 1022 947 1969 934 131 0 Thru Let Peds 1 L+ I - W° North t ao A o m _W m r .w 512002 7:15:00 AM ���� 8:00: AM N l'J" j Cars O m Tnicks � r'nl� f F+ Thru ftht Peds 9791 171 0 976 996 1972 Out In Total T 'ke Street cute 114 N/S: Turnpike Street (Route 114) E: Sharpner s Pond Road City, State: North Andover, MA Client: DJK/D. Kelly TDA' Transportation Data Corporation 12 Walnut Street, #9 Natick, MA 01760 Office: 508-651-1610 Fax: 508-651-1229 File Name :01873A Site Code : 00000571 Start Date : 02/05/2002 Page No : 1 08:00 AM Tumpike Street (Route 114) From North 210 3 Sharpness Pond Road From East 16 Tumpike Street (Route 114) From South 0 218 Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Int Total 07:00 AM 0 238 3 0 9 0 12 0 5 185 0 01 452 07:15 AM 0 247 1 0 8 0 12 0 6 217 0 01 491 07:30 AM 0 255 2 0 11 0 12 0 2 278 0 01 560 07:45 AM 0 222 7 0 8 0 9 0 3 238 0 0' 487 Total 0 962 13 0 36 0 45 0 16 918 0 01 1990 08:00 AM 0 210 3 0 16 08:15 AM 0 218 8 0 11 08:30 AM 0 195 3 0 9 08:45 AM 0 194 6 0 10 Total 0 817 20 0 46 Grand Total 0 1779 33 082 82 Apprch % 0.0 98.2 1.8 0.0 48.5 Total % 0.0 45.8 0.8 0.0 2.1 0 9. 0 Tumpike Stmt (Route 114) 6 246 0 0 Start Time 490 0 14 0 App' Total 8 223 0 0 App' Tonal 482 0 10 0 TAoptapj Int Tonal 7 258 0 0 482 0 9 0 High int 6 216 0 01 441 0 42 0 0 27 943 0 01 1895 0 87 0 43 1861 0 0 3885 0.0 51.5 0.0 2.3 97.7 0.0 0.0 0.0 2.2 0.0 1.1 47.9 0.0 0.0 reaK hour rrom ui:uu nm w uo.4a Tumpike Street (Route 114) Sharpness Pond Road Tumpike Stmt (Route 114) 07:15 AM From North From East From South Start Time Right Thru Left Peds App' Total Right Thru Left Peds App' Tonal Right Thru Left Peds TAoptapj Int Tonal reaK hour rrom ui:uu nm w uo.4a 0 42 Intersection 07:15 AM 50.6 0.0 49.4 0.0 Volume 0 934 13 0 947 Percent 0.0 98.6 1.4 0.0 16 07:30 Volume 0 255 2 0 257 Peak Factor 0.850 2 278 0 High int 07:30 AM Volume 0 255 2 0 257 Peak Factor 0.921 43 0 42 0 1 851 50.6 0.0 49.4 0.0 0.0 11 0 12 0 23 08:00 AM 280 560 16 0 9 0 25' 0.850 17 979 0 0 996 i 2028 1.7 98.3 0.0 0.0 2 278 0 0 280 560 0.905 07:30 AM 2 278 0 0 280 0.889 N/S: Turnpike Street (Route 114) E: Sharpner s Pond Road City, State: North Andover, MA Client: DJK/D. Kelly TDC Transportation Data Corporation 12 Walnut Street, #9 Natick, MA 01760 Office: 508-651-1610 Fax: 508-651-1229 File Name : 01873A Site Code : 00000571 Start Date : 02/05/2002 Page No : 1 08:00 AM Tumpike Street (Route 114) 209 08:15 AM Sharpness Pond Road 212 Tumpike Street (Route 114) I 0 188 08:45 AM 0 From North 0 10 0 13 From East Right 7 213 0 From South Peds 462 3 Start Time R' ht I Thru Left Peds Right I Thru Left I Peds R' ht I Thru Left I Peds Int Total 07:00 AM 0 238 3 0 8 0 11 0 5 182 0 0 447 07:15 AM 0 246 1 0 8 0 12 0 6 216 0 0 i 489 07:30 AM . 0 251 2 0 11 0 11 0 2 273 0 01 550 07:45 AM 0 221 7 01 7 0 7 01 3 231 0 0 j 476 Total 0 956 13 01 34 0 41 01 16 902 0 01 1962 08:00 AM 0 209 08:15 AM 0 212 08:30 AM 0 188 08:45 AM 0 191 Total 0 800 Grand Total 0 1756 Apprch % 0.0 98.2 Total % 0.0 46.2 3 0 15 0 9 0 5 240 0 OI 481 7 0 10 0 13 0 Right 7 213 0 0 Peds 462 3 0 8 0 10 0 pp T 7 246 0 0 Left 462 6 0 8 0 7 0 6 212 0 0 430 19 0 41 0 39 0 Intersection 25 911 0 0 1835 32 0) 75 0 80 0I 41 1813 0 0I 3797 1.8 0.0 48.4 0.0 51.6 0.0 940 2.2 97.8 0.0 0.0 0 80 0.8 0.0. 2.0 0.0 2.1 0.0 1.1 47.7 0.0 0.0 98.6 1.4 0.0 51.3 0.0 48.8 0.0 1.6 14) 0.0 0.0 Sharpness Pond Road 07:30 Volume 0 Tumpike Street (Route 114) 2 From North From East From South Start Time Right Thru Left Peds ��' Right Thru Left Peds pp T Right Thru Left Peds ��. Int Total Peak Hour From 07:00 AM to 08:45 AM - Peak 1 of 1 Intersection 07:15 AM Volume 0 927 13 0 940 41 0 39 0 80 16 960 0 0 976 1996 Percent 0.0 98.6 1.4 0.0 51.3 0.0 48.8 0.0 1.6 98.4 0.0 0.0 07:30 Volume 0 251 2 0 253 11 0 11 0 22 2 273 0 0 275 550 Peak Factor 0.907 High Int 07:30 AM 08:00 AM 07:30 AM Volume 0 251 2 0 253 15 0 9 0 24 2 273 0 0 275 Peak Factor 0.929 0.833 0.887 N/S: Turnpike Street (Route 114) E: Sharpner s Pond Road City, State: North Andover, MA Client: DJK/D. Kelly TDC Transportation Data Corporation 12 Walnut Street, #9 Natick, MA 01760 O(fice:508-651-1610 Fax. 508-651-1229 File Name :01873A Site Code : 00000571 Start Date : 02/05/2002 Page No : 1 08:00 AM Tumpike Street (Route 114) From North 1 0 Sharpness Pond Road From East Tumpike Street (Route 114) From South 0 0 Start Time R' ht Thru Left Peds , Right Thru I Left Peds R' ht Tru Left I Peds I Int. Total 07:00 AM 0 0 0 01 1 0 1 0 0 3 0 0 5 07:15 AM 0 1 0 0, 0 0 0 0 0 1 0 0 2 07:30 AM 0 4 00 0 0 0 1 0 0 5 0 0 I 10 07:45 AM 0 1 0 0 1 0 2 0 0 7 0 0 11 Total 0 6 0 01 2 0 4 0 0 16 0 01 28 08:00 AM 0 1 0 01 1 0 0 0 1 6 0 08:15 AM 0 6 1 0 1 0 1 0 From North 1 10 0 08:30 AM 0 7 0 0 1 0 0 0 Peds 0 12 0 08:45 AM 0 3 0 0 Thu 2 0 2 0 0 4 0 Total 0 17 1 0 5 0 3 0 2 32 0 Grand Total 0 23 . 1 01 7 0 7 0 16 2 48 0 Apprch % 0.0 95.8 4.2 0.0 I 50.0 0.0 50.0 0.0 I 4.0 96.0 0.0 Total % 00 26.1 1.1 0.0 0.0 8.0 0.0 8.0 0.0 7 2.3 54.5 0.0 0 9 0 20 20 0 11 01 60 0 88 0.0 0.0 Tumpike Street (Route 114) Sharpness Pond Road Tumpike Street (Route 114) From North From East From South Start Time Rght Thru Left Peds To Right ThN Left Peds Tom' Right Thu Left Peds Top Int Totat Peak Hour From 07:00 AM to 08:45 AM - Peak 1 of 1 Intersection 07:45 AM Volume 0 15 1 0 16 4 0 3 0 7 2 35 0 0 37 60 Percent 0.0 93.8 "6.3 0.0 57.1 0.0 42.9 0.0 5.4 94.6 0.0 0.0 08:30 Volume 0 7 0 0 7 1 0 0 0 1 0 12 0 0 12 20 Peak Factor 0.750 High Int 08:15 AM 07:45 AM 08:30 AM Volume 0 6 1 0 7 1 0 2 0 3 0 12 0 0 12 Peak Factor 0.571 0.583 0.771 N/S: Turnpike Street (Route 114) E: Sharpner's Pond Road City, State: North Andover, MA Client: DJK/D. Kelly TDC Transportation Data Corporation 12 Walnut Street, #9 Natick, MA 01760 Office: 508-651-16 10 Fax. 508-651-1229 h _ 5/ File Name : 01873AA Site Code : 00000571 Start Date : 02/05/2002 Page No : 1 F'eaK tiour t-rom u4.uu rm w va.,� — - r wn - ... . Tumpike Stmt (Route 114) Sharpnets Pond Road Tumpike Street (Route 114) 04:45 PM From North From East From South Start Time Right 711111 Left Peds T� Right Thru Left Peds �' Right Thru Left Peds gyp' Total F'eaK tiour t-rom u4.uu rm w va.,� — - r wn - ... . 0 32 Intersection 04:45 PM 39.6 0.0 60.4 0.0 Volume 0 804 28 0 832 Percent 0.0 96.6 3.4 0.0 9 05:15 Volume 0 199 8 0 207 Peak Factor 0.828 High Int 05:00 PM Volume 0 211 7 0 218 Peak Factor 0•954 21 0 32 0 53 39.6 0.0 60.4 0.0 5 0 6 0 11 04:45 PM 9 0 7 0 16 0.828 17 960 0 0 977 1.7 98.3 OA 0.0 1 269 0 0 270 05:15 PM 1 269 0 0 270 0.905 Tumpike Street aura 114) Out In Total 981 � 1 1813 804 28 0 Thru Left Peds 1 �► T N-th� m r .m 52002 4:45:00 PM �- 530:00 PM ni w 0 v ° Tneks m � _9 mem u Tt u Right Peds 9601 171 0 ® 977 1813 Out ki Total T ike Street Route 114 Int Total 1862 488 0.954 N/S: Turnpike Street (Route 114) E: Sharpner s Pond Road City, State: North Andover, MA Client: DTK/D. Kelly TD� Transportation Data Corporation 12 Walnut Street, #9 Natick, MA 01760 Office: 508-651-1610 Fax. 508-651-1229 File Name : 01873AA Site Code : 00000571 Start Date : 02/05/2002 Page No : 1 05:00 PM Tumpke Street (Route 114) 211 r Sharpness Pond Road 5 Tumpike Street (Route 114) 11 05:15 PM 0 199 From North 0 5 0 From East 05:30 PM 0 198 From South 0 2 0 Start Time ht ThN Left Peds R' ht Thru Left Peds R' ht Thru Left Peds 0 Int Total 357 04:00 PM 0 155 6 0 5 0 7 0 5 179 0 0.0 96.5 04:15 PM 0 175 5 0 4 0 3 0 3 198 00 1.4 388 04:30 PM 0 182 9 0 5 0 3 0 8 195 0 0 402 04:45 PM 0 196 3 01 9 0 7 0 1 218 0 __01 434 Tntal n 708 23 01 23 0 20 01 17 790 0 01 1581 05:00 PM 0 211 7 0 5 0 11 05:15 PM 0 199 8 0 5 0 6 05:30 PM 0 198 10 0 2 0 8 05:45 PM 0 181 6 0 7 0 4 Total 0 789 31 0 19 0 29 Grand Total 0 1497 54 0 422 0 49 Apprch % 0.0 96.5 3.5 0.0 46.0 I 0. 53.8 Total % 0.0 43.6 1.6 0.01 1.2 0.0 1.4 0 Tumpike Street (Route 114) 4 219 0 0 From East 457 0 Rght Thru Left Peds �� 1 269 0 0 832 488 0 96.6 11 254 0 0 0 483 0 0 3 225 0 0 0.954 426 0 High Int 19 967 0 0 269 1854 0 211 36 1757 0 0 3435 0.0 I 2.0 98.0 0.0 0.0 0.0 1.0 51.1 0.0 0.0 PeaK Flour rrom u4:uu rm w ua:9a r - r-. an Tumpike Street (Route 114) Sharpness Pond Road Tumpke Street (Route 114) 04:45 PM From North From East From South Start Time Rght Thru Left Peds �� Right ThN Left Peds ��' 804 28 0 832 Percent PeaK Flour rrom u4:uu rm w ua:9a r - r-. an 0 32 Intersection 04:45 PM 39.6 0.0 60.4 0.0 Volume 0 804 28 0 832 Percent 0.0 96.6 '3.4 0.0 9 05:15 Volume 0 199 8 0 207 Peak Factor 0.828 0.954 05:15 PM High Int 05:00 PM 1 269 Volume 0 211 7 0 218 Peak Factor 0.905 0.954 21 0 32 0 531 39.6 0.0 60.4 0.0 0 5 0 6 0 11' 04:45 PM 0.0 1 9 0 7 0 16 0.828 Right Thru Left Peds T� Int Total 17 960 0 0 9771 1862 1.7 98.3 0.0 0.0 1 269 0 0 270 488 0.954 05:15 PM 1 269 0 0 270 0.905 N/S: Turnpike Street (Route 114) E: Sharpner's Pond Road City, State: North Andover, MA Client: DJK/D. Kelly TDC Transportation Data Corporation 12 Walnut Street, #9 Natick, MA 01760 Office: 508-651-1610 Fax: 508-651-1229 File Name : 01873AA Site Code : 00000571 Start Date : 02/05/2002 Page No : 1 05:00 PM Tumpike Stmt (Rouse 114) From North 206 7 Sharpner's Pond Road From East 0 Tumpike Street (Route 114) From South 8 05:30 PM Start Time Ri ht I ThN Left Peds I Right Thru Left Peds Right Thru Left Peds , Int. Total 04:00 PM 0 151 6 01 4 0 7 0 5 174 0 0347 0 04:15 PM 0 170 5 0 4 0 3 0 3 197 0 O I 382 04:30 PM 0 178 9 0 5 0 3 0 8 193 0 0 396 I 04:45 PM 0 196 3 0 8 0 7 0 1 215 0 0 430 Total 0 695 23 0 21 0 20 0 17 779 0 01 1555 05:00 PM 0 206 7 05:15 PM 0 194 8 05:30 PM 0 194 10 05:45 PM 0 180 6 Total 0 774 31 Grand Total 0 1469 54 Apprch % 0.0 96.5 3.5 Total % 0.0 43.4 1.6 0 5 0 10 0 From North 4 216 0 0 Thru 448 0 5 0 6 0 Peds 1 268 0 0 Peds 482 0 2 0 7 0 0.833 11 251 0 0 05:00 PM 475 0 7 0 4 0 206 3 223 0 0 423 0 19 0 27 0 19 958 0 0 1828 0 40 0 47 0 36 1737 0 01 3383 0.0 I 46.0 0.0 54.0 0. 0 2.0 98.0 0.0 0.0 0.0 1.2 0.0 1.4 0.0 1.1 51.3 0.0 0.0 Peak Flour From U4:UU rM ID u0:go rm - rola& w Tumpike Stmt (Route 114) Sharpner's Pond Road Tumpike Street (Route 114) 04:45 PM From North From East From South Start Time Right Thru Left Peds TPP' Right Thru Lett Peds Total Right Thru Left Peds To Int Total Peak Flour From U4:UU rM ID u0:go rm - rola& w 0 30 Intersection 04:45 PM 40.0 0.0 60.0 0.0 Volume 0 790 28 0 818 Percent 0.0 96.6 3.4 0.0 8 05:15 Volume 0 194 8 0 202 Peak Factor 0 0.833 High Int 05:00 PM Volume 0 206 7 0 213 Peak Factor 0.960 20 0 30 0 501 40.0 0.0 60.0 0.0 5 0 6 0 11 04:45 PM 0.952 8 0 7 0 15 1 268 0 0 0.833 17 950 0 0 1 967 1835 1.8 98.2 0.0 0.0 1 268 0 0 269 482 0.952 05:15 PM 1 268 0 0 269 0.899 N/S: Turnpike Street (Route 114) E: Sharpner s Pond Road City, State: North Andover, MA Client: DJK/D. Kelly TDC Transportation Data Corporation 12 Walnut Street, #9 Natick, MA 01760 File Name : 01873AA Office: 508-651-1610 Fax: 508-651-1229 Site Code :00000571 Start Date : 02/05/2002 Page No : 1 05:00 PM 05:15 PM 05:30 PM 05:45 PM Total Grand Total Apprch % Total % 0 Tumpike Street (Route 114) 0 v Sharpness Pond Road 0 Tumpike Street (Route 114) 01 0 3 From North 01 Peds From East 0 5 From South 0 0 Start Time R' ht L Thru I Left I Peds Right I Thru I Left I Peds Right Thru Left Peds Int Total 04:00 PM 0 4 0 0 I 1 0 0 0 0 5 0 0 10 04:15 PM 0 5 0 0 0 0 0 0 0 1 0 0 6 6 04:30 PM 0 4 0 0! 0 0 0 0 0 2 0 0' 0 04.45 PM 0 0 0 01 1 0 0 01 0 3 0 0 4 Tnta1 0 13 0 01 2 0 0 01 0 11 0 01 26 05:00 PM 05:15 PM 05:30 PM 05:45 PM Total Grand Total Apprch % Total % 0 5 0 0 0 0 1 01 0 3 0 01 Peds 9 0 5 0 0 0 0 0 01 0 1 0 01 6 0 4 0 0 0 0 1 01 0 3 0 0, 8 0 1 0 0 0 0 0 01 0 2 0 01 3 0 15 0 0 0 0 2 01 0 9 0 01 26 0 28 0 0 2 0 2 0 0 20 0 0 52 0.0 100.0 0.0 0.0 50.0 0.0 50.0 0.0 0.0 100.0 0.0 0.0 0.0 53.8 0.0 0.01 3.8 0.0 3.8 0.0 0.0 38.5 0.0 0.0 Peak hour Prom u4:UU rm w u3:47 rm - r- - u Tumpike Street (Route 114) Sharpner's Pond Road Tumprke Street (Route 114) 04:45 PM From North From East From South Start Time Right Thru Left Peds T Right Thru Left Peds �' Right Thru Left Peds gyp' Total Peak hour Prom u4:UU rm w u3:47 rm - r- - u 0 2 Intersection 04:45 PM 33.3 0.0 66.7 Volume 0 14 0 0 14 Percent 0.0 100.0 '0.0 0.0 0 05:00 Volume 0 5 0 0 5 Peak Factor 1' High Int 05:00 PM Volume 0 5 0 0 5 Peak Factor 0.700 1 0 2 0 i 31 33.3 0.0 66.7 0.0 0 0 0 1 0 1I 04:45 PM 0 3 0 0 3 1 0 0 0 1' 0.750 0 10 0 0 10 0.0 100.0 0.0 0.0 0 3 0 0 3 04:45 PM 0 3 0 0 3 0.833 Int Total 27 9 0.750 File �R TDCA- 571 AT Route 114 south of Sharvne>'s Transportation Data Corporation Site: Date: 02/05/02 Location: Pond Road, North Andover, Ma 12 Walnut Street, #9 Natick, MA 01760 Client: DJK/D. Kelly Office: 508-651-1610 Fax: 508-651-1229 SB Combined Day: Tuesday Interval NB PM AM PM AM PM Begin AM 26 74 116 485 18 36 130 458 44 110 246 943 12:00 12:15 26 105 6 121 32 226 12:30 7 134 8 111 15 245 12:45 15 130 4 14 37 96 130 521 19 21 63 226 248 1,008 01:00 7 26 118 487 10 117 19 241 01:15 9 124 6 132 9 279 01:30 3 147 7 142 14. 240 01:45 7 6 19 98 152 700 4 20 136 581 10 39 288 1,281 02:00 7 158 3 152 10 310 02:15 2 128 5 143 7 271 02:30 4 262 8 150 12 412 02:45 03:00 3 24 202 903 5 24 158 712 8 48 360 1,615 03:15 4 231 0 192 4 423 0330 10 252 12 200 22 452 03:45 7 218 7 162 14 380 04:00 4 45 210 841 6 50 175 732 10 95 385 1,573 04:15 13 201 8 185 21 386 04:30 12 202 16 182 28 384 04:45 16 228 20 22 198 190 196 785 36 40 355 418 410 1,745 05:00 18 157 214 960 40 211 74 473 05:15 34 262 260 70 194 118 454 . 0530 05:45 48 57 224 66 184 123 408 06:00 73 487 202 614 92 691 184 571 165 1,178 386 1,185 06:15 114 158 163 152 277 310 06:30 152 146 220 115 372 261 06:45 148 108, 216 120 364 228 07:00 170 996 120 371 214 955 113 339 384 1,951 233 710 07:15 283 92 252 82 535 174 07:30 274 79 246 76 520 155 07:45 269 80 243 68 512 148 08:00 245 993 68 337 198 815 70 262 443 1,808 138 599 08:15 270 98 233 70 503 168 08:30 254 92 204 64 458 156 08:45 224 79 180 58 404 137 09:00 176 560 82 268 164 600 55 194 340 1,160 137 462 09:15 146 78 158 55 304 133 09:30 131 55 141 47 272 102 09:45 107 53 137 37 244 90 10:00 109 439 42 147 105 507 38 156 214 946 80 303 10:15 112 45 120 44 232 89 10:30 108 34 144 46 252 80 10:45 110 26 138 28 248 54 11:00 113 465 38 134 96 490 22 98 209 955 60 232 11:15 120 35 133 26 253 61 11:30 108 28 108 30 216 58 11:45 124 33 153 20 277 53 Totals 4,285 6,247 4,423 5,409 8,708 11,656 Split/* 49.2 53.6 50.8 46.4 Day Totals 10,532 9,832 20,364 Day Splits 51.7 48.3 Peak Hour 07:15 04:45 07:00 04:45 t/j07:15 \ 04:45 Volume 1,071 964 955 791 2,010 r 1,755 Factor 0.95 0.92 0.95 0.94 0.94 0.93 File ATR: Route 114 south ofSharpnees Location: Pond Road, North Andover, Ma T®� Transportation Data Corporation 12 Walnut Street, #9 Natick, MA 01760 Office: 508-651-1610 Fax: 508-651-1229 �-1!/ Site: 571 Date: 02/06/02 Client: : DJK/D. Kelly Combined Day: Wednesday Interval NB AM SB PM AM PM Begin AM PM 45 139 505 37 100 273 1,039 134 534 16 12:00 21 55 9 120 28 238 12:15 19 118 12 130 17 272 12:30 5 142 8 116 18 256 12:45 10 25 140 116 568 8 22 132 566 17 474980 1,134 01:00 9 4 150 9 01:15 5 140 7 150 15 294 01:30 8 144 3 134 6 302 01:45 3 6 24 168 144 688 3 16 158 603 9 40 302 1,291 02:00 10 166 3 148 13 314 02:15 4 140 2 139 6 279 02:30 4 238 8 158 12 396 02:45 5 24 196 891 2 20 172 732 7 44 1,623 03:00 6 236 2 180 8 466 03:15 8 261 10 208 18 469 03:30 5 198 6 172 11 370 03:45 3 42 200 853 5 62 166 742 8 104 366 1,595 04:00 9 228 12 189 21 417 04:15 04:30 12 211 17 189 29 400 04:45 18 214 28 18 218 198 232 888 46 34 365 412 447 1,853 05:00 16 147 215 965 42 238 78 510 05:15 36 272 72 228 109 456 05:30 37 228 86 190 144 440 05:45 58 76 542 250 177 594 96 694 177 602 172 1236 354 1,196 06:00 06:15 130 166 176 178 306 344 06:30 160 127 205 123 365 250 248 06:45 176 997 124 , 124 418 217 206 910 124 84 328 393 396 1,907 208 746 07:00 07:15 190 244 120 220 88 464 208 07:30 266 96 258 94 524 523 190 140 07.45 297 212 958 78 89 337 226 200 773 62 74 244 412 1,731 163 581 08:00 08:15 262 78 229 80 491 158 08:30 262 82 184 44 446 126 134 08:45 222 168 523 88 74 300 160 152 580 46 56 175 382 320 1,103 130 475 09:00 09:15 139 68 152 48 291 116 09:30 124 74 144 33 268 224 107 122 09:45 92 102 442 84 65 191 132 104 512 38 48 158 206 954 113 349 10:00 10:15 114 44 128 40 242 84 10:30 102 46 148 36 250 82 70 10:45 124 426 36 43 134 132 136 510 34 26 80 256 224 936 69 214 11:00 11:15 88 132 36 124 30 256 66 11:30 102 23 126 13 228 36 43 11:45 104 32 124 4,362 11 5,623 228 8,567 12,096 Totals 4,205 6,473 Split% 49.1 53.5 50.9 46.5 Day Totals 10,678 9,985 20,663 Day Splits 51.7 48.3 Peak Hour 07:30 05:00 07:30 04:45 07:30 05:00 Volume 1,037 965 913 896 1,950 (- 1,853 Factor 0.87 0.89 0.88 0.94 0.93 t 91 Data File : O 1873A B: INTERSECTION CAPACITY ANALYSIS 571-Rpt1 2002 Existing Moring Peak Hour DJK Associates, Inc. 3: Sharpners Pond Drive & Route 114 4/9/2002 'r T 8 -1/ Grade 0% 0% 0% Volume{veh/h} �42 'r _43 979 17 1_3 934 y Peak Hour Factor1.00 1.00 �-- 1.00 1.00 1.00 1.00 Hourly�// flovv`xate vehlh}2 43 979, 1r7 13 934 Pedestrians - ga- ww dth (ft)' z s y � Walking Speed (ft/s) turn flare ian storage ve e 1 conf vol Volume Left 42 0 13 ;: _.7. ,s>:�.:�..,..,�...za,,,;� .._.... rk« ,k,✓ _.�*`.., ...n,....-s._..,z.�:�- .a, -..»x. .�r.�a. ...�c'�c';_ "`i :,,. �;•,z.� .n. a".,ur<,a�,,._..xe:;52z"�."a�': i�.n',k...�Yv.�..:,at r.y,"�v+ �' cSH 244 1700 703 1700w Volume to Capacity 1135s 0 59� 4 02 0 55 "xk," s ' 4.c...�s., � .v'^s.a R ,u �.,x:.rw. s i. n�rrac..r ..Y.��.,s�3i3.ec .-�,.,�.o� F.a�.- ,���:`,.,. Queue Length (it) 281 0 __ Lane LOS D c� �T.._.,.. �..� >_,......�.. ..�;.�. ..�� ...z...r...3..:& §,z, a. _,..+��., ...�.. ;,h..�'.-..�.v�..�4...�>za.......��z�..,..�.••a� .,,. u,�z�a.�w*.�.3`•. A.._':n,"�`..�. �". ;.�ero�..m`.�:�`�"�� Approach LOS D - ..r Average Delay 1.2 C:\DJK\Synchro 5.0\571 Meadows, North Andover\2002 Exiisting and 2007 Build Morning Peak Hour.sy6 Page 1 2007 No Build Moring Peak Hour DJK Associates, Inc. 3: Sharpners Pond Drive & Route 114 4/8/2002 1- 4-- t Grade 0% 0% 0% 1(blume (veh/h) Fm44 45 1078 78 3 r 14 1012f a ..� Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Pedestrians Median storage veh) vC1, stage 1 conf vol ..�Z..a n»„a. �7.,.xx.:x=xr�...ta�s,...tixa.e:,;aa F,.`'u`,.,-.t .,.. zsa--i�x>_,.°.,d.-wa,�� nwx��a.,=%,.�s.....;:,::um3�'�q'.u•�.�srr5'" `x""' C��'�r"� tar H, �,. I�' �' cSH 167 1700 644 1700 r.� Uo1um_e to'Capacity 0 53 , 0 64 0fl2 0 60r a Queue L z °s, w' �°°.< Length (ft) -�51 _. ,�.0 1�. �...5>r0 , �� Lane LOS E B Approach Delays} _ 48 8 r Y 6 =0 a' Approach LOS._ � E-�' Average Delay 2,0 C:\DJK\Synchro 5.0\571 Meadows, North Andover\07 NB AM.sy6 Page 1 2007 Build Moring Peak Hour DJK Associates, Inc. 9: North Site Drive & Route 114 4/9/2002 Lane Confiourations A X k ti Grade 0% 0% 0% 0% Volume (veh/h) 3t 1$ 0278' 44= _0 T45 3 7310 18j4 1_019 3 Peak Hour 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 Pedestrians Lane 3.:5:-•s Median sto vC1, stage 1 conf vol vC2 stage 2 eoitfi vol M r s . ta.- tC single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tF(s) 35 40 33 35 40 33 22 22 p0queu!c_ift�'_v — Mcapeh/h) 26 45 290 31 46 254 687 627 Volume Left18 44 3 14 0 _ .__...__. ....._,__. , .... .. �. ... �, cSH 182 88 687 627<1700 lolume o Capacity§0 000 020 60 �.;a., .�_ dF�',.,_-...a. Queue Length (ft) 14 'mM111 r 0 1 0 Lane LOS D F 8 Aproacti Approach LOS D F Average Delay 7,7 C:\DJK\Synchro 5.0\571 Meadows, North Andover\2002 Exiisting and 2007 Build Morning Peak Hour.sy6 Page 1 2007 Build Moring Peak Hour with Mitigation DJK Associates, Inc. 9: North Site Drive & Route 114 4/9/2002 Lane Configurations Grade 0% 1 ---1 1 — 0% 0% Volume -Vh hM61 PeaHour loLm W rate 0% Pedestrians Walking Speed (tVs) Right turn flare (veh) Median storage veh) vC1, stage 1 conf vol tC, single (s) tF (s) cM capacity (veh/h) 1 5 7.1 6.5 6.2 7.1 6.5 6.2 4.1 3.5 4.0 3.3 3.5 4.0 3.3 2.2 26 45 290 31 46 254 687 Volume Left 18 44 3 14 0 4.1 2.2 627 Po - Approachl0 Average Delay 1.9 C:\DJK\Synchro 5.0\571 Meadows, North Andover\2002 Exiisting and 2007 Build Morning Peak Hour.sy6 Page 1 2002 Existing Evening Peak Hour DJK Associates, Inc. 3: Sharpners Pond Drive & Route 114 4/8/2002 'r ,I - Lane Lane Configurations Grade 0% 0% 0% Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow raterveh/h) " 32 2 960 178 80 Y k ., . ._ ....�.. �,, d....r. Pedestrians Walkina Soeed (ft/s) Right turn flare Median storage ve vC1, stage 1 conf vol tC, single (s) 6.4 6.2 4.1 tF (s) 3.5 3.3 2.2 cM capacity (veh/h) 82 310 714 Volume Left 32 0 28 0 cSH 254 1700 714 1700 Voiutne to Capacity %F,�� 0 21 ��0 570 04 X0;47 3 ' ar�r :u �a+.....a:�x, tom. i,,. 0»..,..,. 0, Queue Length (ft) 15 0 2 0 Lane LOS C B Approach De)ayis}R;22 9 X0,(303��:� r Approach LOS C Average Delay 0.8 C:\DJK\Synchro 5.0\571 Meadows, North Andover\02 and 07.sy6 Page 1 .2007 No Build Evening Peak Hour DJK Associates, Inc. 3: Sharpners Pond Drive & Route 114 4/8/2002 'r /' IV. �► u race 0"/0 0% 0% Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 ._...:.w.r.�.�x.a,.u- Pedesttrrians a.1a_s,�. ...... s meman storage vC1, stage 1 conf tC, single (s) 6.4 6.2 4.1 tF (s) 3.5 3.3 2.2 (veh/h) 63 278 665 �.,�. u.�,�„�»:«:a .�„�?„„,a ,..>.....�x&;.,„,.z..xs�.t w?.,[c%» ` .fnmru.•,.r:rs�,.s'� ?i. ..'ZW..- , ,_�_.�a.u�'�'”....,a�v�.a:.>�L���'.�'��..b.� �`,Kr�,.� s.t�.,_,... � .�N �..�.9i cSH 216 1700 665 1700 Approach LOS �A D Average Delay ' C:\DJK\Synchro 5.0\571 Meadows, North Andover\07 NB PM.sy6 Page 1 1// .2007 Build Evening Peak Hour DJK Associates, Inc. 9: North Site Drive & Route 114 4/9/2002 t � � f a-- � 4\ # b Urade 0% 0% 0% 0% Volume�(veh/h}9 0 x9 34 h, 0 22 '18tQ87' 18;r 29 931$ r: ..• - - _s,n ., n........., . ,r.. �.i...., ,_s., M;-'Ls,a?« x_:,a. n_^z �...__. c. -_ ... s..: ._ a,.—: .,..z ..W iuc-,..w..-k Peak Hour 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 Hours flaw rate (veh/h rt� 9 0 x9 M�4 s 0 22 y 18 a 1057 �kR 18 R 29 93j' 8 Pedestrians tC, single (s) - 7 1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tF (s) 3.5 4.0 3.3 BF queue free °lo X73 x104 97 cm capacity (veh/h) 33 48 322 3.5 4.0 3.3 2.2 36 48 273 732 2.2 .: cSH 355 118 732 656�zs1700 Queue Length (ft) 3 41 1 3 0 Lane LOS Approach�i3e�ay {s�� � i5`7 �6� 7''� �fl 8 4 3 � `� -� g '� -� r •� '�"` �" x z� Approach LOS �C F Average Delay 2,3 - - - C:\DJK\Synchro 5.0\571 Meadows, North Andover\02 and 07.sy6 Page 1 .2007 Build Evening Peak Hour with Mitigation 9: North Site Drive & Route 114 DJK Associates, Inc. 4/9/2002 Lane Configurations ?F T Grade 0% 0% 0% 0% Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 W 1.00 1.00 1.00 Pedestrians ` Lane V1/ldth{ft) TIE!- � s..,.». Walking Speed (ft/s)� Riqht turn Median vC1, stage 1 conf vol 5 t , singe s 7.1 6.5 6.2 7.1 6.5 4.1 uvi capaL;ny tvunin) 33 46 3LL 36 48 273 732 656 C:.a a�`^e'�*.,1 3 t `s.?'TT'r "''.. ° s�'"�- ,u ax"" -a"1 �. �z �!^"' '"x'°_ * �_.Y^� ,� � � t•�• cSH 355 308 732 656 1700 Approach LOS m C C ti Average Delay 1,2 C:\DJK\Synchro 5.0\571 Meadows, North Andover\02 and 07.sy6 Page 1 2002 Existing Moring Peak Hour DJK Associates, Inc. 5: Industrial Drive & Route 114 4/9/2002 u raae u /o U% 0% Volume (veh/h) 5 2 y 5„ 99 T60 Peak Hour Factor1.00 1.00 1.00 1.00 1.00 Hourly flow rafe {veh/h) 5 5 991 5 97# R Pedestrians r Walking Speed (ft/s) Ll \O) 3.0 3.3 LL cM capacity (veh/h) 69 300 703 ..z«._. � tnt. ��,�....-..,t=":.xs q: � - s, £.:�z ....�.�� p w.,_,:,.,....s:c, ,e. x�Y ��� P.�,z r� 4 � ��� y � y yj •i �u � � - k � �c°� � � � � �-� CSH Queue Length (ft) 2 0 0 M a ._.. �;u.,�.......::K.-a_st....,.. ....�.«,.a-�v. sa,....:5s.;.•,� �: ..ru s..:,--;.....:K.x-,�d...a:,....c.......Fr..�'.t...r,.,:.ra"S'�_ Lane LOS C A Approach LOS C Me Delay C:\DJK\Synchro 5.0\571 Meadows, North Andover\2002 Exiisting and 2007 Build Morning Peak Hour.sy6 Page 1 . 2007 No Build Moring Peak Hour 5: Industrial Drive & Route 114 Lane Confiqurations DJK Associates, Inc. 4/9/2002 5- l Grade 0% 0% 0% Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 xe w .,.. ..._nu: .,.y.�...:u-. .. ,.._�.na t. rm._a se.. x„. .... ,.: "5._...a.__Yr ..,. .nu..: .....,,._.._..A` .��.....:.e.a.,s:..fw„....:,w .,.�.+,.. _.. ....�..wa cr'?-3 ._.4>•i:... �' ,� _�. ...:' �. „......�_.. wv .Yr. w»F_i�i Pedestrians rvieuian swraye vend 'IC, corifiliCtirig volume 2154 1 Q94 1496 Y �- .. _ .._,�`n._.,..xro..C.caid:?�.b3._.. -- a` •. vC1, stage 1 conf vol 6.4 6.2 4.1 tF (s) 3.5 3.3 2.2 p0'queue free°lo s'x`91 98 Z X99 F-ra T W cM capacity (veh/h)... . �,_ 53 263 ~ 644 YOIU(TI2 cSH 316 1700 644 Volume #o Caac�ty, 0 030 sE0 01x> Queue Length (ft) Q �2, p0 0 Lane LOSC �lppresach proac}h�LOS .,�il a.:._ Average Delay 0,2 C:\DJK\Synchro 5.0\571 Meadows, North Andover\07 NB AM.sy6 Page 1 2007 Build Moring Peak Hour DJK Associates, Inc. 12: South Site Drive & 4/9/2002 NEW ME Lane Configurations *T fT 41, Grade 0% 0% 0% 0% Volume Peak Hour 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 1-i`ourl�flouvra#e�(vehiti)' � 32 3 0 32� 5 0 `� � 5 � 5 7;1094 �F��5 �t �s 5,� 1069x r } 7 Pedestrians vC1, stage 1 conf vol vC2, stage 2 calif vol tC, single (s) -c # 2 s#age (s) C; a tF (s) Pd queue free cM caoacity (veh/h)M 7.1 6.5 6.2 7.1 3.5 4.0 3.3 32 45 270 3.5 6.5 6.2 4.1 4.1 4.0 3.3 2.2 2.2 28 45 262 656 cSH 241 290 656 643 Queue Length (ft) 20 2 1 0 643 Lane LOS D C A A Approach LOS D C Average Delay 1.1 tntersecfion Capac�t��itii�zation : ; 75 5% �. ICU 1_evel of Seivace �� rNC ��""� _�� C:\DJK\Synchro 5.0\571 Meadows, North Andover\2002 Exiisting and 2007 Build Morning Peak Hour.sy6 Page 1 I� 2002 Existing Evening Peak Hour DJK Associates, Inc. 5: Industrial Drive & Route 114 4/9/2002 YAK( Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 x Pedestrians Walking Speed (ft/s) turn flare Median storaqe veh Volume Left 5 p 5 a��,_.Ym: x.�r ..g .,... _„ d:.OIUtTte Right a r 5 a5 a 0 JS K? s cSH ten.,._ 394 1700 714 , , .x :, _. w a..,,�y es _ J Average Delay C:\DJK\Synchro 5.0\571 Meadows, North Andover\02 and 07.sy6 Page 1 2007 No Build Evening Peak Hour DJK Associates, Inc. 5: Industrial Drive & Route 114 4/9/2002 r t �► Lane Configurations Vi T3 _*T Grade 0% 0% 0% Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate �veh/h) 5 5 1054 rx 5 928 x Pedestrians mr ivieaian siorage ve VC1, Uolurs�e Ra VF"it' z 3 �".4 �s't �' ..a..�:7a-..�. �>. �.a..�,<.r":.��-:;�,=:...z-»:srac.3' .,�� � -..."""x � ,,; Wiz,. �Z� ��a�.c,_. � �«. . �»,hz.r+• �.w.,mma�,-"��+ cSH 343 1700 665 003062 0?# ms`s-_ - Volurn� Queue Length (ft) 2 0 0 Lane LOS C A ,4pproch Delaysjs i 58~+ r0 04� hk��, } r.-...�,.. Approach Yi'�v ,-3r�.r_'��Cp'4�� � SHF' i'�a32�$��. i`.'-/{�.�n�-igiPj..���s-+sf.3": 'r...r-F3.Te9 I�_�'s�� --s.• —_ Average ,-tin-�vst— Delay 0.2 C:\DJK\Synchro 5.0\571 Meadows, North Andover\07 NB PM.sy6 Page 1 2007 Build Evening Peak Hour DJK Associates, Inc. 12: South Site Drive & 4/9/2002 Lane Configurations A if *T ?f +U 44 Grade 0% 0% 0% 0% Volume (veh/h� _ 6 > t;:0 _ 16 Er 5 ,0 52 1072 a.. ' 5 9372 Peak Hour 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 Wour(y flow rate'(vehlh) 16' 9.. 0 y6 s:rr 5 OH T x 5 a32s` 1072 �S t 5 wb 937 X32 Pedestrians Median storage veh) �7C, coriflictmg o�ui�e 2104 2104 953 �'21�10 21=18 1:074 x:969 ������-�,�� -1077 r "�' �� m` vC1, staged conf vol tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 - .,.�:_.� _. ae.�i.§�,.xf..,:a•.aaa.,...w..�..a.=�i�' .... __a.. ._ � ���,..� �. ,� ���.. �.,.' .._.__ �' ...<u9_,.r."..._»,�.�°.-'�''�.0 &fix_ -s .<��.�X�_ .,....,;e«�a.a. tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 _ _ 2.2 cM capacity (veh/h) 36 49 317 34 48 270 719 655 cSH 353 304 719 655 Queue Lenqth (ft) 6 2 3 0 Lane LOS C C A A Approach LOS C C a- zaKz _ '.n. - �_. I09 0- N .. Averaqe Delay 1.2 C:\DJK\Synchro 5.0\571 Meadows, North Andover\02 and 07.sy6 Page 1 Glennon, Michel From: Griffin, Heidi Sent: Wednesday, June 19, 2002 2:18 PM To: Nicetta, Bob Cc: Glennon, Michel; D'Agata, Donna Mae Subject: 40B Grant Consultant - The Meadows Project Hi Bob: Can you and/or Mitch please send a complete copy of the plans and application and related materials to the towns' 40B consultant we were just awarded the $1 OK grant on. His name and address is as following: Mr. Ralph Willmer McGregor Associates 60 Temple Place Boston, MA 02111 After Mr. Willmer reviews the file, we'll set up the meeting for the week of the 22nd.... thanks, Heidi j EXPANDED ENVIRONMENTAL NOTIFICATION FORM PROPOSED RESIDENTIAL DEVELOPMENT PROJECT The Meadows North Andover, Massachusetts . Proponent Valley Realty Development, LLC Andover, Massachusetts August 30, 2002 Prepared by Dermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning 280 Main Street, Suite 204 North Reading, MA 01864-1300 978-664-2205 Fax: 978-664-2444 In association with GSD Associates Architects, Inc. GZA GeoEnvironmental, Inc. West Environmental, Inc. �EC� V41'�- i SEP 9 - 2002 U 571-ENF1 BOARD OF APPEALS TABLE OF CONTENTS Paqe 1.0 ENVIRONMENTAL NOTIFICATION FORM ...................................................... 1-1 2.0 TRAFFIC IMPACT & ACCESS STUDY............................................................. 2-1 3.0 WETLAND........................................................................................................ 3-1 4.0 DRAINAGE....................................................................................................... 4-1 5.0 WASTEWATER................................................................................................ 5-1 APPENDIX 571-ENF1 2.0 TRAFFIC IMPACT AND ACCESS STUDY 2.1 OVERVIEW Dermot J. Kelly Associates, Inc. (DJK) has conducted a Traffic Impact and Access Study for the proposed residential development project, The Meadows, to be located adjacent to Route 114 west of the Route 114/Sharpner's Pond Road intersection in North Andover, Massachusetts. Figure 2-1 graphically illustrates the project site location in relation to the local and regional roadway system. This report identifies existing traffic operation parameters on the adjacent roadway system, evaluates the anticipated traffic volume increases as a result of the proposed project, and analyzes the site -generated traffic -related impacts. The proposed project as presently planned consists of the construction of a total of 270 residential condominium dwelling units. The proposed access to the site would consist of two curb cuts along Route 114. The North Site Drive would be located opposite Sharpner's Pond Road. The South Site Drive would be located opposite an Industrial Drive. 2.2 TRAFFIC IMPACT AND ACCESS STUDY — EXECUTIVE SUMMARY 2.2.1 EXISTING CONDITIONS Analysis of the recent traffic counts indicates that approximately 20,514 vpd (vehicles per day) traveled along Route 114 adjacent to the site during February 2002. During the two peak travel demand periods, which occurred between 7:00 and 9:00 AM and between 4:00 and 6:00 PM, an average of approximately 1,980 and 1,804 vph (vehicles per hour) were observed along Route 114 during the weekday morning and evening peak hours, respectively. 2-1 571-ENF2 Copyright @ 2002 DJK. All rights reserved. Figure 1: Site Location Map DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Copyright Q 2002 By DJK. All rights reserved. K:\571\571FIG1 2.2.2 SITE -GENERATED TRAFFIC VOLUMES Based on the Institute. of Transportation Engineers (ITE) trip generation rates, it is anticipated that the proposed residential development project would generate approximately 1,514 vehicle -trips per day. This daily volume would be split evenly with 757 vehicle -trips entering and 757 vehicle -trips exiting the site over the course of the entire 24-hour day. More importantly, during the weekday morning peak hour, the entire residential development project would generate a total of 112 vehicle -trips with 19 vehicle -trips entering and 93 vehicle -trips exiting the project site. Similarly, during the evening peak hour, it is anticipated that 140 vehicle -trips would be generated. The 140 vehicle -trips would consist of 94 vehicle -trips entering and 46 vehicle -trips exiting the development during the peak 60 -minute period. The remaining vehicle -trips would occur over the course of the day. 2.2.3 TRAFFIC CAPACITY ANALYSIS Unsignaiized intersection capacity analysis was performed for the study area intersections. The capacity analysis is summarized below by location. Route 114 at the North Site Drive and Sharpner's Pond Road Under 2007 Build with: mitigation and development traffic volume conditions, the left- and right -turn exiting movements would operate at LOS D or better and the left -tum entering movement would operate at LOS A. On Sharpner's Pond Road the left and right turns would deteriorate to LOS E. Under Build conditions and without mitigation the LOS would further deteriorate to LOS F. Under 2007 Build conditions with mitigation the LOS would improve to LOS D or better. Mitigation includes the construction of a right -turn lane along Sharpner's Pond Road. Route 114 at the South Site Drive and Industrial Drive Under 2007 Build with development traffic volume conditions, the left- and right -tum exiting movements from Industrial Drive would operate at LOS C or better up through 2007. The left- and right -turns exiting the Proposed South Site Drive would operate at LOS C. The left -turn movements from Route 114 would operate at LOS A. 2.2.4 MITIGATION MEASURES The final phase of the analysis process is to identify the mitigation measures necessary to minimize the impact of the project on the transportation system. The proponent has made a commitment to implement all mitigation measures listed below. • It is suggested that the proposed project have two access drives. The North Site Drive is suggested to be aligned with Sharpner's Pond Road with the South Site Drive located approximately 300 feet south of the North Site Drive. 2-2 571-ENF2 Copyright @ 2GO2 DJK. All rights reserved. To enhance the overall sight distance at the intersection of the proposed driveways, it is recommended that roadside vegetation and topographic ground elevations adjacent to the access/egress driveways be maintained such that sufficient safety sight lines are provided in both directions throughout the life of the project. This triangular area should extend 14.4 feet (4.4 meters) to 17.8 feet (5.4 meters) back from the existing edge of the roadway (representing an existing vehicle) and extend 610 feet in each direction along Route 114 (representing an approaching vehicle). • The proposed North Site Drive is suggested to consist of a minimum 24 -foot wide cross section with one 12 -foot wide lane for entering traffic and one 12 -foot wide lane for exiting traffic. Intersection corner radii are suggested to be 30 feet. • The South Site Drive is suggested to be constructed with an acceleration and deceleration taper of 15:1 with a 12 -foot offset and 30 -foot radius. Egress from the site is suggested to consist of two lanes, a left -turn lane and a right -turn lane over a distance of 50 feet. Access into the site is suggested to consist of a single lane. All lanes are suggested to be 12 feet wide. • Intersection advanced warning signs are suggested to be placed along Route 114 in advance of the access/egress driveways. • In order to improve the LOS operation condition along Sharpner's Pond Road it is suggested that Sharpner's Pond Road be widened to accommodate two 12 -foot wide approach lanes for a distance of 100 or more feet from Route 114. 2.3 EXISTING CONDITIONS 2.3.1 FIELD SURVEY A comprehensive field inventory of the adjacent roadway system was conducted during February and March 2002. The field inventory included collection of existing roadway geometrics, traffic volumes, vehicle speeds, and safety data for the roadways in the vicinity of the site. Traffic volumes were measured by means of automatic traffic recorder (ATR) counts and substantiated by manual intersection turning -movement and vehicle -classification counts (TMC). Safety inventories included vehicle speed observations and a detailed evaluation of the safety sight lines at the proposed driveways located along Route 114. 2.3.2 GEOMETRICS Route 114 Route 114 is generally a three -lane roadway with one through lane for each direction of travel and a dual use center left -turn lane located opposite the site. South of the site Route 114 is a two-lane roadway with one -lane provided for each direction of travel. The travel lanes are generally 12 feet wide with an 8 -foot to 10 -foot gravel shoulder on each 2-3 571-ENF2 Copyright @ 2002 DJK. All rights reserved. side of the roadway. Route 114 provides access/egress to numerous adjacent highway commercial/retail and residential land uses along its entire length. Route 114 consists of bituminous concrete pavement in fair condition with no major pavement break-up of edge raveling noted during the field inventory period. Horizontal and vertical alignments are fair along Route 114 with the roadway passing the site driveway over relatively level/tangent alignment. Vehicular movements along Route 114 in the vicinity of the site are generally uncontrolled with side streets and driveways under STOP control. 2.3.3 TRAFFIC VOLUMES Existing traffic volumes were recorded mechanically by an automatic traffic recorder (ATR) and were substantiated by actual manual intersection turning movement and vehicle classification counts (TMC). These traffic volumes were reviewed to determine average daily and peak -hour traffic volumes on the study area roadways. Table 2-1 summarizes the 2002 ATR traffic volume data collected long Route 114. Figures 2-2 and 2-3 graphically present the results of the manual intersection turning movement counts. Analysis of the recent traffic counts indicates that approximately 20,514 vpd (vehicles per day) traveled along Route 114 south of Sharpner's Pond Road during February 2002. During the two peak travel demand periods, which occurred between 7:00 and 9:00 AM and between 4:00 and 6:00 PM, approximately 1,980 and 1,804 vph (vehicles per hour) were observed along Route 114 during the weekday morning and evening peak hours, respectively. TABLE 2-1 EXISTING TRAFFIC VOLUME SUMMARY Daily Traffic Peak -Hour Location/ (24 hour) Peak Traffic Volume K Time Period (vpd)a Hour (vph)b Factorc Route 114 South of Sharpner's Pond Road: Thursday 20,365 7:15-8:15 AM 2,010 9.9% February 5, 2002 4:45-5:45 PM 1,755 8.6% Friday 20,663 7:30-8:30 AM 1,950 9.4% February 6, 2002 5:00-6:00 PM 1,853 9.1% Average 20,514 Morning Peak 1,980 9.7% Weekday Evening Peak 1,804 8.8% Vehicles per day. bVehicles per hour. cPercent of daily traffic occurring during the peak hour. 2-4 571-ENF2 Copyright @ 2002 DJK. All rights reserved. i Figure 2-2: 2002 Weekday Existing Peak Hour Traffic Volumes Nota • e Estimat Schematic n ®WDermot J. Kelly Associates, Inc. V--;roomno/Transportation Planning Figure 2-3: 2002 Existing . Weekday Evening Peak Hour Traffic Volumes tSchematic Note: • = Estimated DJKDermot J. Kelly Associates, Inc. Trafftc Engineering/Transportation Planning copyright © 2002 By DX. All rights reserved. K:\571\571NT2.DW 2.3.4 VEHICLE SPEEDS Speed measurements were taken by a standard traffic engineering procedure called the "floating car method." Vehicle speeds were measured by means of an observation car traveling through the study area at a speed consistent with the flow of traffic on the roadway. A limited number of these observations were made over the field inventory period along Route 114 adjacent to the site. The limited number of speed observations were obtained to gain a meaningful value of an average and typical vehicle traveling through the area. The results of the speed measurements are summarized in Table 2-2. As shown, the average speed varied along Route 114 with speeds recorded in the range of 45 to 55 mph in both the northbound and southbound directions. The posted speed limit is 45 mph along Route 114. mph = miles per hour. 2.4 FUTURE TRAFFIC VOLUME CONDITIONS This section of the report determines the future traffic volume levels along the study area roadways and intersection. To determine the impact of site -generated traffic volumes on the roadway network under future conditions, the existing traffic volumes in the study area were projected to the year 2007 to be consistent with Massachusetts State guidelines for Traffic Impact Assessments. Traffic volumes on the roadway network at that time will include all existing traffic, background traffic growth, and the site -generated traffic volumes. 2.4.1 BACKGROUND TRAFFIC GROWTH Traffic growth on area roadways is a function of.the expected land development in the immediate area as well as the surrounding region. Several methods can be used to estimate this growth. A procedure frequently employed is to identify the location and type of new developments planned to occur during the designated planning horizon, 571-ENF2 2-5 Copyright @ 2002 DJK. All rights reserved. TABLE 2-2 OBSERVED ROADWAY SPEED SUMMARY Location/ Posted/Official Observed Direction Speed Travel of Travel i Limit (mph) Speed (mph) Route 114 adjacent to the Project Site: Northbound 45 45 to 55 Southbound 45 45 to 55 mph = miles per hour. 2.4 FUTURE TRAFFIC VOLUME CONDITIONS This section of the report determines the future traffic volume levels along the study area roadways and intersection. To determine the impact of site -generated traffic volumes on the roadway network under future conditions, the existing traffic volumes in the study area were projected to the year 2007 to be consistent with Massachusetts State guidelines for Traffic Impact Assessments. Traffic volumes on the roadway network at that time will include all existing traffic, background traffic growth, and the site -generated traffic volumes. 2.4.1 BACKGROUND TRAFFIC GROWTH Traffic growth on area roadways is a function of.the expected land development in the immediate area as well as the surrounding region. Several methods can be used to estimate this growth. A procedure frequently employed is to identify the location and type of new developments planned to occur during the designated planning horizon, 571-ENF2 2-5 Copyright @ 2002 DJK. All rights reserved. estimate the traffic to be generated and assign it to the area roadway network. This method usually produces a realistic estimate of growth for local traffic. The Planning Office for the Town of North Andover was consulted during the data collection phase of this Study to identify existing and projected development projects anticipated to occur by 2007. Based on this information and other background information, it was assumed for traffic planning purposes that the following projects are constructed and operational by 2007: 79 residential condominiums to be located along Route 114 opposite Johnson Street (Boston Hill) 95 single-family homes located along Route 114 opposite the site (Forest View); and 66,700 square foot retail facility located along Route 114 north of the site. In addition to the development projects noted above, existing traffic volumes were increased by 1% per year up through 2007 to account for background traffic growth which may occur from other development projects not anticipated at this time. Figures 2-4 and 2-5 graphically present the 2007 No Build weekday morning and evening peak -hour traffic volumes. 2.4.2 VEHICLE -TRIP GENERATION Traffic volumes generated by residential developments normally follow well-established patterns with respect. to magnitude and temporal distribution. Measurements of numerous such developments conducted by the Institute of Transportation Engineers (ITE) have established trip generation rates, which have been standardized for analysis purposes. The rates at which residential projects generate vehicle -trips depend on the type of residential project; i.e., single-family units versus condominiums. Accordingly, the ITE Trip Generation Manual was researched with the appropriate vehicle -trip generation characteristics applied to the proposed project. Based on the ITE trip generation rates, it is anticipated that the proposed residential development project would generate an average of approximately 1,514 vehicle -trips per day. This daily volume would be split evenly with 757 vehicle -trips entering and 757 vehicle -trips exiting the site over the course of the entire 24-hour day. More importantly, during the weekday morning peak hour, the entire residential development project would generate on average a total of 112 vehicle -trips with 19 vehicle -trips entering and 93 vehicle -trips exiting the project site. Similarly, during the evening peak hour, it is anticipated that on average 140 vehicle -trips would be generated. The 140 vehicle -trips would consist of 94 vehicle -trips entering and 46 vehicle -trips exiting the development during the peak 60 -minute period. The remaining vehicle -trips would occur over the course of the day. Table 2-3 summarizes the peak -hour and daily project -generated traffic volumes for the proposed residential development project. 2-6 571-ENF2 Copyright @ 2002 DJK. All rights reserved. Figure 2-4: 2007 No—Build Weekday Morning Peak Hour Traffic Volumes Schematic Note: • m Estimob Dermot J. Kelly Associates, Inc. DJKTraffic Engineering/Transportation Planning V. \ icr\ r.71 N7'S,I Figure 2-5: 2007 No—Build Weekday Evening j Peak Hour Traffic Volumes Schematic Note. • = Estimated DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning 1t \571\57tNT4.DVN Copyright © 2002 9y DJK. All rights reserved. Time Period/ Direction of Travel WEEKDAY Morning Peak Hour: Entering (vph)a Exiting (vph) Total (vph) Evening Peak Hour* Entering (vph) Exiting (vph) Total (vph) TABLE 2-3 VEHICLE -TRIP GENERATION SUMMARY 270 Condominiums 19 93 112 94 46 140 Daily Traffic: 757 Entering (vpd)b 757 Exiting (vpd) 1,514 Total (vpd) v� vehicle -trips per hour. bvpd = vehicle -trips per day. 2.4.3 TRAFFIC DISTRIBUTION/ASSIGNMENT Directional distribution of generated trips to and from the proposed development is expected to follow existing traffic patterns which, in turn, is a function of population densities, shopping opportunities, areas of employment and recreational activities. Accordingly, the directional split of the new trips originating from, or destined to, the development was based on existing traffic patterns as observed for this study. The site -generated traffic volumes were superimposed onto the 2007 No Build traffic volume networks creating the 2007 Build traffic volume networks. Figures 2-6 and 2-7 graphically present the 2007 Build weekday morning and evening peak -hour traffic volume networks. 2.5 TRAFFIC OPERATION ANALYSIS To assess quality of flow along the study area roadways and intersections, an Intersection Capacity Analysis was conducted under the following analysis conditions: • 2002 Existing Traffic Volume Conditions • 2007 No Build Traffic Volume Conditions • 2007 Build Traffic Volume Conditions without Mitigation • 2007 Build Traffic Volume Conditions with Mitigation 2-7 571-ENF2 Copyright @ 2002 DJK. All rights reserved. Figure 2-6: 2007 Build Weekday Morning Peak Hour Traffic Volumes Legend: xx Total Vehicle Trips (x) Site Generated Trips only Schematic Note: • a Estimated Neg. — Negiigibl DJKDermot J.. Kelly Associates, Inc. Traffic Engineering/Transportation Planning L Copyright 0 2002 By DJC. All rights reserved. K:\571\571NT5.DW k Elm Figure 2-7: 2007 Build Weekday Evening Peak Hour Traffic Volumes Legend: xx Total Vehicle Trips (x) Site Generated Trips only 9, 0RrX3'0�� s Schematic "°tom ' _ �t°tom Neg. — Negligibl Dermot J. Kelly Associates, Inc. Do/KTraffic Engineering/Transportation Planning Copyright p 2002 By DJK. All rlghte reeaved. K:\571\571NT6.D* i The Capacity Analysis will provide an indication of how well the roadway facilities serve the traffic demands placed upon them. 2.5.1 METHODOLOGY Level of Service The primary result of capacity analysis is the assignment of level of service to a traffic facilities under various traffic -flow conditions. .The concept of level of service is defined as a qualitative measure describing operational conditions within a traffic stream and their perception by motorists and/or passengers. A level -of -service definition provides an index to quality of traffic flow in terms of such factors as speed, travel time, freedom to maneuver, traffic interruptions, comfort, convenience, and safety. Six levels of service are defined for each type of facility. They are given letter designations from A to F, with level -of -service (LOS) A representing the best operating conditions and LOS F the worst. Since the level of service of a traffic facility is a function of the traffic flows placed upon it, such a facility may operate at a wide range of levels of service, depending on the time of day, day of week, or period of year. Unsignalized Intersections The levels of service for unsignalized intersections are determined by application of a procedure described in the 2000 Highway Capacity ManuaL2 The procedure accounts for lane configuration on both the minor and major approaches, conflicting traffic stream volumes, and type of intersection control (STOP versus YIELD). First, theoretical maximum or capacity flow of vehicles for each minor approach lane is calculated. The capacities are then compared to the demand at the respective minor approaches. The delay is then estimated based on the relationship between the service rate and the degree of saturation. Table 2-4 summarizes the relationship between level of service and expected delay to minor street traffic. Highway Capacity Manual (HCM 2000): Transportation Research Board, Washington, DC, 2000 2Highway Capacity Manual (HCM 2000): Transportation Research Board, Washington, DC, 2000. 2-8 571-ENF2 Copyright @ 2002 DJK. All rights reserved. I TABLE 2-4 LEVEL -OF -SERVICE CRITERIA FOR UNSIGNALIZED INTERSECTIONSa Level Average of Control Delay Service (SecondsNehicle A 0-10 B >10 - 15 C >15=25 D >25 - 35 E >35 - 50 F >50 Source: Highway Capacity Manual, (HCM 2000): Transportation Research Board, Washington, DC, 2000. 2.5.2 TRAFFIC ANALYSIS RESULTS Capacity analyses have been conducted at the study area intersections. Results of this analysis are summarized below by intersection and tabulated in Table 2-5. Route 114 at the Proposed North Site Drive and Sharpner's Pond Road Under 2007 Build with mitigation and development traffic volume conditions, the left- and right -turn exiting movements would operate at LOS D or better and the left -tum entering movement would operate at LOS A. On Sharpner's Pond Road the left and right turns would deteriorate to LOS E. Under Build conditions and without mitigation the LOS would further deteriorate to LOS F. Under 2007 Build conditions with mitigation the LOS would improve to LOS D or better. Mitigation includes the construction of a right -turn lane along Sharpner's Pond Road. Route 114 at the South Site Drive and Industrial Drive Under 2007 Build with development traffic volume conditions, the left- and right -turn exiting movements from Industrial Drive would operate at LOS C or better up through 2007. The left- and right-tums exiting the Proposed South Site Drive would operate at LOS C. The left -turn movements from Route 114 would operate at LOS A. 2-9 571-ENF2 Copyright @ 2002 DJK. All rights reserved. M(O OOM CCM �N LO M r CO r- O T O O —O NN NCO O?� mU'j Cy CA C=; OO N T M T [- T 00 00 QQ mm Mcfl OO Cl) d O CO OD to TCO ON NO O)(,- Oj L6 60 M O O O6 N— T 00 LL LL Q Q Co m OT OT OO O to t COM o CCM to tc) CO T O N M 'I: M N 11(o O T O O N T T T ti UU UU QQ QQ 0) co It rn 0 t o o to tc) co to N Tr , O 1 ti CO c0 ce) C14 OD ti O O i i CO O T T O O � N r T W 0 m m 00 Q Q F, IU D N fd 0 O U Q) LO CV) MOO 00 toO 00 to i i �N TT i i a) 0 O N N O N N O O O i i 10 It O O C N N r T ; r• T Ov mm ; Um QQ @ m N w to y a) rn v) N a to d O a C 0. y N H O a O E j 7 p p 0 O 7 7 C N =O 0 0 7 7 7 7 rn a czar 0) 0 0 > 0 0 o M:0 0 0 0 a to >_= a== 0 0 0 0 _ m d C 0 Y Y Y Y Y Y Y Y C � Y Y 2 Y Y Y Y Y Y Y v O co M — M co a) O M M O O M M .i M M — M M a) O) J U O > X00. Qdd Qat -) ` a) a) -) 0 a) mO Qom( Q _a a- d- a- a. Z o v m C;) 0) j �m c �rn 3 �m' Z Q`0•��)00)oWow ojO L a ��C O y �w .0COCpW.C.NLN `C n o Z0 w �p 0 > O mea)�w w o W o w a) wo-2wo0 0 a� Co�o m v W W Z n F- (qw (n F- O V- N 2.6 SIGHT DISTANCE In the vicinity of the proposed project site, Route 114 approaches the Site over a generally level/tangent alignment. Detailed Sight Distance measurements were conducted with respect to the Route 114 approaches to the proposed intersections to identify any potential mitigation measures, which would enhance the available Sight Distance. Sight Distance considerations are basically divided into two criteria: (1) Stopping Sight Distance (SSD) and (2) Intersection Sight Distance (ISD). 2.6.1 STOPp1NG SIGHT DISTANCE (SSD) SSD is the distance required for an approaching vehicle to perceive and react accordingly to an exiting or entering vehicle. The values are based upon a perception and reaction time of 2.5 seconds and a braking distance calculated for wet level pavement. When the roadway is either on an upgrade or downgrade, grade correction factors are applied. 2.6.2 INTERSECTION SIGHT DISTANCE (ISD) ISD is based upon a perception and reaction time and the time required to complete a desired exiting maneuver after the decision to do so has been made. Values for ISD represent the time required to: (1) turn left or right and to accelerate to the operating speed of the street without causing approaching vehicles to reduce speed by more than 70% of the initial speed and (2) upon turning left, or crossing the major roadway, to clear the roadway without causingapproaching exists vehicles roadway or when larger speedredu0ction the initial speed. When a grad values are acceptable, correction factors are applied. SSD is far more important as it represents the minimum distance required for stopping, while the ISD criteria is based only upon acceptable speed reductions to the approaching traffic stream. Table 2-6 compares the measured SSD with the minimum SSD requirements for both the observed vehicle speeds as well as the posted speed limit along Route 114 in the vicinity of the site. As can be seen in Table 2-6, the available SSD exceeds the minimum SSD requirements for the posted speed limit of 45 mph and the observed speed of up to 55 Posted S eed of 45 mph as well asble ISD exceeds the the observed peed of 55mph minimum requirement for the Po p 2-11 571-ENF2 Copyright @ 2002 DJK. Ail rights reserved. 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Wsf MASSHIGHWAY ACCESS PERMIT SITE ROADWAY AND ENTRANCE DRIVE (CURB CUT) PERMIT (4-2004-0154) Mar -18-04 05:12P Miff Romney Kerry Hwky DwW A GraWaskaa John Copliano saroe►or U. smmar sweaty commnslofW PERMIT - NORTH ANDOVER Permit 0: 4-2004-0154 Subject to all the terms, conditions, and restrictions printed or written below, permission Is hereby granted to MEADOWS REALTY TRUST to enter upon the State Highway known as ROUTE 114 (TURNPIKE STREET) for the purpose of constructing two driveway approacbes. The first between stations 255+52 and 255+76 at the southerly location line and flaring to stations 255+22 and 256+06 at the edge of roadway. The second between stations 258+53 and 259+15 at the southerly location line and flaring to stations 258+30 and 259+38 at the edge of roadway. For the sccoud driveway approach, the Grantee shall construct a deceleration/taper lane between stations 256+50 and 258+30 and an acceleratioa/taper lane between stations 2$9+38 and 261+18 at the edge of roadway. Also, to close an existing driveway between stations 261+18 and 261+56. Grantee shall convert the existing catch basin (CB) is the driveway approach at station 259+00 to a malbole (MH) and will install 12 -inch reinforced concrete pipe (RCP) to connect to a newly installed catch basin at the proposed curb live at station 259+15. Grantee shall install thermoplastic pavement markings to provide a dual left turn center lane between stations 252+00 and 264+00. All as shown on the plan submitted and attached by Dermot J. Kelly Associates, Inc. dated 6/19/03 with a revised date of 3/8/04 and entitled "Curbeut permit Plan, Alternative 1, Turnpike Street (Route 114) at Proposed Site Drives". The utility pole in the proposed driveway approach at approximate station 259+20 shall be removed and reset by others under a separate permit prior to opening the driveway to the general public. WORK HOURS: 9:00 A.M. thru 3:00 P.M. Monday thru Friday. The driveldrives shall be surfaced with Bituminous Concrete, Type 1 and shall be comprised of a 3" Class i Bituminous Concrete Rase Course and two (2)1 1/2" courses of Class I Bituminous Concrete Pavement for a total depth of 6" with it foundation of at least 6" of compacted gravel. The finished surface shall butt into mad not overlap the existing highway grade at the road edge. The drive/drives shall be graded so that no water shall eater the State Highway layout nor pond or collect thereon, including the roadway. Bituminous concrete removed from within the proposed driveway limits shall be disposed of outside the State Highway location lines. The part or the drive/drives located within the limits of the State Highway shall be Pepe 1 of e Massachusetts Highway Department • District 4.519 Appleton Sheet, Arlington, MA 02476 • (781) 641-8300 0 P.02 Mar -18-04 05_12P - P-03 maintained by the Crantee, at his own expense and to the satisfaction of the District Highway Director or his representative. The Grantee shall notify the District Permit Engineer or his Representative at (781) 641- 8451, two (2) daps prior to the start of work. No work shall be authorized without sold notification. The Grantee shall make contact with the Area Contract Specialist III via Pager (7:30 AM to 4:00 PM Monday through Friday ONLY) Pager Number (781) 387-0255, forty-eight hours prior to the start of work. A copy of this permit mast be'ou the job site at all times for inspection. Failure to have this permit available will result in suspension of the rights granted by this permit. The Completion of Work Form shall be sent to the Grantor via certified mail as soon as possible after the completion of the physical work. Provisions shall be made for the safety and protection of Pedestrian Traffic during the construction period. it shall be the responsibility of the Grantee to provide access to the property of residents and business owners during progress of the proposed work. The Grantee shall exercise this permit subject to all the rules and regulations made from time to time by the said Massacfiusetts Highway Department. Nothing in the permit shall be construed as authorizing any installation or maintenance thereof except in strict conformity with all Federal, State and Municipal laws, ordinances and regulations. The work will be performed as per plans on file at the Massachusetts Highway Department District Four Pemaits Office. The Grantee shall notify Dig -Safe at 1-888-344-7233 at least 72 hours prior to the start of work for the purpose of identifying the location of underground utilities. Dig -Safe # To be obtained prior to the commencement of work. Hand digging shall he required around the roots of trees. No trees shalt be cut or removed under this permit. All work shall be in compliance with the 1988 Edition of the "Massachusetts Highway Department Starulard Specifications for Highways and Bridges", and Supplemental Pape 2 of 6 Mar -18-04 05:12P P.04 Specifications Dated December 11, 2002_ No cquipmcnt, trucks, etc. shall occupy any part of the traveled way except between the hours of 9:00 A.M. and 3:00 P.M. No work shall be done under the terms of this permit on Saturdays, Sundays or Holidays. No work will be performed on the day before or the day after a long weekend which involves a holiday on any highway, roadway or property under the control of the Massachusetts Highway Department or in areas whore the work would adversely impact the normal flow of traffic on the State Highway System, without permission of the District Highway Director or his Representative. Uniformed Police Officers shall be in attendance at all tinges while work is being done under this permit. All personnel who arc working on the traveled way or breakdown lanes shall wear safety vests and hard hats. The furnishing and erecting of all required signs and traffic safety devices shall be the responsibility of the Grantee. All signs and devices shall conform to the 2000 edition of the Manual on Uniform Traffic Control Devices (MLTTCD) with the Commonwealth of Massachusetts Amendments_ Cones and non-reflecting warning devices shall not be left in operating position on the highway when the daytime operations have ceased. If it becomes necessary for this Dopartment to remove any consttvetion warning devices or their appurtenances from the project due to negligence by the Grantee all costs for this work will be charged to the Grantee. Flashing arrow boards will be used at all times when operations occupy the roadway and shall be available for cure at all times. All warning devices shall be subject to removal, replacement and repositioning by the Grantee as often as deemed necessary by the Engineer. Sighs must be installed so that the visibility of any existing signs remains unobstructed. Free flow of traffic shall be maintained at all times. At any time during the operation when a traffic delay of over twelve (12) minutes occurs and the situation is worsening, the Grantee will begin to suspend operations. Papp 3 of 6 Mar -18-04 05:12P Two way traffic shall be maintained at all times. When in the opinion of the Engineer, this operation constitutes a hazard to traffic in any arca, the Grantee may be required to suspend operations during certain hours and to remove his equipment from the roadway. Care shall be exercised so as not to disturb any existing State Highway Traffic Duct Systems or any underground structures that exist. If said system is disturbed, it shall be restored immediately to its original condition. Also any damaged Traffic lines shall be restored to their original condition. All expenses for restoring conditions shall be charged to the Grantee. The Grantee will be responsible for any damage caused by his operation to curbing, structures, roadway, etc. The Grantee shall be responsible for any settlement which may occur as a result of the work done under this permit. The Grantee shall be responsible for any ponding of water which may develop within the State Highway Layout, caused by this work. When a snow or ice condition exists during the progress of this work, the Grantee shall keep the highway well sanded to a point not less than two hundred (200) feet beyond the limits of the barriers and signs. No work shall be authorized during snow, sleet, or ice storms and subsequent snow removal operations. No bituminous concrete shall be iostalled between November 15th and April 15th. The Highway surface shall he kept clean of debris at all times and shall be thoroughly cleaned at the completion of this permit. At the completion of this permit, all disturbed areas shall be restored to a condition equal or similar to that which existed prior to the work. All utility companies whose services are located within or adjacent to the proposed installation areas shall be no0iied in writing of the proposed installation at least 48 hours prior to the start of any excavation in said areas. This is independent of the required dig safe notification. Any grass areas disturbed within the State Highway Layout shall be graded. loamed to a depth of 4" and seeded. It shall be the responsibility of the Grantee to replace all pavement markings which have been Paps 4 ore P.05 Mar -18-04 05:13P Completion of Work You may proceed with the work described within this Permit which has been issued to you by the Massachusetts Highway Department (MassHighway). Your attention is nailed to the time frame allowed for completion of said work. if an extension of time is required or alterations to any of the permit conditions becomes necessary, application for such changes should be made as soon as possible to the District Highway Director. Upon completion of the work, please fill out this forrn and forward it to: Massachusetts Highway Department, District Four, 519 Appleton Street, Arlington, MA 02476. By Authority of the Massachusetts Highway Department District Four Highway Director. Dear sir. I hereby notify you that tha. work outlined and authorized under the terms and conditions of MHD Permit No. has been Completed in accordance with all requirements of Massflighway. The date of completion: Permit Gontee: Signed: City/ Town. Date: -- P.06 Massachusetts Highway Department. District 4.519 Appleton Street, Arlington, MA 02476. (781) 641-8300 Mar -18-04 05:13P Deecmbcr 21100 Table 6H--3. Meaning or Letter Codes on Typical Application Diagrams Pagt 6H-5 Road Type Distance Between Signs" A S C Urban (iow speed)' 30 (100) 30 (100) 30 (100) Urban (high speed)' 100 (350) 100 (350) 100 (350) Rural 150 (500) 150 (500) 150 (500) Fxpressway / Freeway 300 (1,000) 450(l.500) 800 (2.640) Speed cgwgM to be determined by highway agency. •' DiMemis are shown in meters (feet). The Cdumn headlnps A, 5, and C are the dimensions shown in Figures 6H-1 through 61-146. The A dimension Is the distance from the transition of pard of restriction to the first sign. The S dot+ is the distance between the first and second signs. The C dimenslal is the distance between the second end third sons. (Thu third sign is the first one in a throe -sign series ermurilered by a driver approxhirV a temporary W21fiic control zone.) 'Formulas for L are as follows: For speed lirrlitt: of 60 IaNh (40 mph) or less: L= W-2 (L60 c 2) For speed limits of TO kmM (46 trio) or greater. L-21— (L ■ WS) Where: L a taper length in meters (feet) W r width of *Asst in meters (teat) S :i posted speed GmH, or off-paak 65th percentile speed prior to work starft, or the anticipated operating Speed in itmlh (mph) Sea. 61401 P-07 M,av-18-04 05:13P December 2000 Figure 6H -j. Work on Shoulders (TA -3) i END x 1 s�Ilw x vas ( ROAD WORK Hao>w tav4a Y MUMS ... or aMUMS a T T A i 113 L 113 L T A Page 6H•11 1/3 L �o�► aval �,. �" . a1�A ML B Sas rabies mi -2 and 6H-3 i. ivr the meaning of the OR symbob, and/or letter codas used in this ligure. Typical Application 3 Sera. 61{.01 P.08 i MAv-18-04 05:13P Par 6H-25 I)CCernbcr 2000 Fj9rjre tH-10. Lane Closure on Two -Lane Road Using Nagger$ (TA -10) OF1 NOW. See TableS 61-1-2 and SH .3 for 010 meanim of the symbols Orwar letter co0ss used in this Rqu ,. Typ 1s� A. 464 I Application 10 30 m floo ft) MAXIMUM One Lane Two -Way !YTTaper BUILDING CODE SUMMARY - Meadows—Oakridge Village and Maplewood Reserve, North Andover Massachusetts Prepared November 16, 2004 and based on the 6th edition of the Massachusetts State Building Code (780CMR). General Building Description Oakridge Village Building 1,& 2 _- . - -) Three-story wood framed fiber -cement sided multi -family residential building. Wood framed roof. The gross area of the building is approximately 8,000 square feet Building T. L Four-story;wood framed and fiber cement sided multi -family residential building with 40 stall garage. Wood framed roof. ` The gross area of the building is approximately"64,000 square feet including the garage.1 ( Building 4 � Four -story -wood framed and fiber cement sided multi -family residential building with a garage and a basement garage below grade. Wood framed roof The gross area of the building is approximately_174,000 square feet J Building'5 4 -{ One story wood framed and fiber cement sided community building. } Wood framed.roof..,j _ The gross are of the building is approximately 5;100 square feet ;Maplewood Reservel Townhouses Fourteen clusters of attached three-story wood -framed and fiber -cement -sided single family residential units:. Clusters vary -in the number of units, from three to twelve units per cluster. Units referred to as Unit A have . an attached garage. - .Wood framed roof.. , The gross area of all of the units not including attached garages is approximately 143,000 square feet. Detached Garagesi One story, wood -framed ',and fiber -cement -sided garages foF three to six parking stalls:- .. The gross area of all of the detached_carports, is approximately 10,000 square feet. %wilding 21; One story woo -'framed and wood shingle and fiber cement sided community building. L� Wood framed roof. The gross are of the building is approximately�750 square feet .' Use/Occupancy Oakridge Village Building 1 & 2: R-2 Multi -family residential Building 3: Mixed Use, Separated R-2 (multi -family residential) & S-2 (public garage -low hazard) Building 4:, Mixed Use, Separated R-2 Multi -family residential & S-2 (public garage -low hazard) Building 5: Assembly, Semi-public pool community room Maplewood Reserve_ 1 Townhouses: R-3 Mutiple single family residential Detached Garages: Use Group U, utility, miscellaneous Building 21 Assembly, Semi-public pool & community room .�i General Building Limitations Oakridge Village The height and area limitations are determined by table 503. All buildings shall have an automatic sprinkler system throughout. Buildings 1 & 2 (Construction Type 5A) R-2: Allowable Height: --nlones, 40' Allowable Height modification with sprinklers (780 CMR 504.2): 1 story, 20' Total allowable height: 4 stories, 60' Height provided: 3 stories, 42' Allowable Area: 10,200 sflflr Allowable Area modification w/ sprinklers (780 CMR 506.3): +100% Area building reduction for 3 stories: -20% Total allowable area: 16,320 sf/flr r�Area provided_ 6,32 sflfl ; =' Building 3 (Construction Type 5A) Building is separated, mixed use, with S-2 garage at the ground floor and R-2 residential at floors 1-3. There is a 1 hour separation between the ground floor and the first floor as per 780 CMR 313.1.2. R-2: Allowable Height -3 stories; 40' Allowable Height modification with sprinklers (780 CMR 504.2): 1 story, 20' Total allowable height: 4 stories, 60'. , Height provided: 4 -stories'; 51' _ Y 'Allowable Area ;�I0,200 sflflr. a Allowable Area modification w/ sprinklers (780 CMR 506.3):+100% Area building reduction for 4 stories: -20% Total allowable area:_16,320.sf/flr Area provided: 16,320 fl_r S-2: Allowable Height: 3_stories;=40', Allowable Height modification with sprinklers (780 CMR 504.2): 1 story, 20' Total allowable height: 4 stories, 60' cHeight provided : -4 stories;.51'-� Allowable Area: 15,300 sf/flr Allowable Area modification w/ sprinklers (780 CMR 506.3):+100% Area building reduction for 4 stories: -20% Total allowable area: 24,480 sflflr ( Area provided: , 20 sflflr Building 4 (Construction Type 5A) The building foot print exceeds the allowable area for R-2 use in type 5A construction and will therefore be separated with a 2 -hr fire wall as per780 CMR 313.1.3. Building 4 will therefore be considered two buildings, hereby designated Building 4 North and Building 4South. Both buildings are separated, mixed use, with S-2 garage at the ground and basement floors and R-2 residential at the first through third floors. There is a 1 - hour separation between the ground floor and the first floor as per 780 CMR 313.1.2. Building 4 North: R-2: Allowable Height: 3 stories, 40' Allowable Height modification with sprinklers (780 CMR 504.2): 1 story, 20' Total allowable height: 4 stories, 60' Height provided: 4 stories, 51' Allowable Area: 10,200 sf/flr Allowable Area modification w/ sprinklers (780 CMR 506.3):+100% Area building reduction for 4 stories: -20% Total allowable area: 16,320 sf/fir Area provided: 14,200 sflflr S-2: Allowable Height: 3 stories, 40' Allowable Height modification with sprinklers (780 CMR 504.2): 1 story, 20' Total allowable height: 4 stories, 60' Height provided: 4 stories, 51' Allowable Area: 15,300 sf/flr Allowable Area modification w/ sprinklers (780 CMR 506.3):+100% Area building reduction for 4 stories: -20% Total allowable area: 24,480 sf/fir Area provided: 14,200 sflflr Building 4 South: Building 4 South has a basement level garage which is not counted as a story above grade per 780 CMR 503.3. R-2 Allowable Height: 3 stories, 40' Allowable Height modification with sprinklers (780 CMR 504.2): 1 story, 20' Total allowable height: 4 stories, 60' Height provided: 4 stories, 52' Allowable Area: 10,200 sf/flr Allowable Area increase for street frontage (780 CMR 506.2): +90% excess open street frontage (Total perimeter = 784'; Total open perimeter = 559'; Percent open perimeter = 559' / 784' = 71 %; Excess perimeter = 71% - 25% = 46% open x 2 = 92%) Allowable Area modification w/ sprinklers (780 CMR 506.3): +100% Area building reduction for 4 stories (780 CMR 506.4): -20% Total allowable area: 23,827 sf/flr 10,200sf + (10,200sf * 92%) =19,584 sf 19,584 sf + 10,200 = 29,784 sf 29,784 sf * 20% = 5,957sf 29,784 sf — 5,957 = 23,827 sf Area provided: 23,800 sf/fir S-2: Allowable Height: 3 stories, 40' Allowable Height modification with sprinklers (780 CMR 504.2): 1 story, 20' Total allowable height: 4 stories, 60' Height provided: 4 stories, 51' Allowable Area: 15,300 sf/flr Allowable Area modification w/ sprinklers (780 CMR 506.3):+100% Area building reduction for 4 stories: -20% Total allowable_ _ f/flr _ -Area provide 23;800 sflflr ,Building.5;(Construction Building is A-3 with a semi-public indoor swimming pool. A-3: Allowable Height: 1 story, 20' Allowable Height modification with sprinklers (780 CMR 504.2): 1 story, 20' Total allowable height: 2 stories, 40' Height provided: t1 stories, 23' Allowable Area: 4,200 sf/flr Allowable Area modification w/ sprinklers (780 CMR 506.3):+200% Total allowable 0 sf/flr Area provide5,550 sf/fl- Maplewood Reserve The height and area limitations are determined by table 503. All buildings shall have an automatic sprinkler system throughout. Townhouses* (Construction Type 5A) Allowable Height: 3 stories, 40' Allowable Height modification with sprinklers (780 CMR 504.2): 1 story, 20' Total allowable height: 4 stories, 60' Height provided -'3 stories, 35' maximum Allowable Area: 10,200 sf/flr Allowable Area modification w/ sprinklers (780 CMR 506.3): +100% Area building reduction for 3 stories (780 CMR 506.4): -20% �Total:allowable:area:_16,320 CArea provided (maximum): ,00 s /flr, .._. - — Building 21 (Construction Type 5B) Building is A-3. A-3: Allowable Height:1 story, 20' Allowable Height modification with sprinklers (780 CMR 504.2): 1 story, 20' Total allowable height:,2 stories, 40' Height provided, 1_stories,_16 j Allowable Area: 4,200 sf/flr Allowable Area modification w/ sprinklers (780 CMR 506.3):+200% Total allowable flr Area provided: 1,750 sf/flr *calculations are based on the largest cluster, with twelve units and therefore meet the requirements for all clusters with less than twelve units. Detached garages are accessory structures as per 780 CMR 312.0. Construction Type Fire resistance ratings based on table 780 CMR Table 602. Oakridge Village Buildings 1— 4 (Type,5A, combustible, protected) Exterior Walls(load bearing) : 1 hr Fire Wall/Party Walls: 2 hrs Exit Enclosures: 2 hrs Shafts & Hoistways:1 hr Mixed Use & Fire Area Separations: 2 hrs (see 780 CMR table 313.1.2) Other Separation Assemblies: 1 hr Exit Access Corridors: '/z hr (see 780 CMR 1011.4) Tenant Spaces Separations: 1 hr Dwelling Unit Separations:1 hr Smoke Barriers: 1 hr Interior load-bearing wall, cols, etc.: 1 hr Structural Members supporting walls: not less than rating of wall supported Floor Construction: 1 hr Roof Construction: 1 hr Maplewood Reserve Townhouses (Type 5A-, combustible, protected) Exterior Walls(load bearing) : 1 hr Fire Wall/Party Walls: 2 hrs Exit Enclosures: 0 hrs (see 780 CMR 1014.11 exception 2) Shafts & Hoistways: 1 hr Mixed Use & Fire Area Separations: 2 hrs (see 780 CMR table 313.1.2) Other Separation Assemblies: 1 hr Exit Access Corridors: 0 hrs (see 780 CMR 1011.4) Tenant Spaces Separations: 1 hr Dwelling Unit Separations: 1 hr Smoke Barriers: 1 hr Other nonloadbearing partitions: 0 hrs Interior load-bearing wall, cols, etc.: 1 hr Structural Members supporting walls: not less than rating of wall supported Floor Construction: 1 hr Roof Construction: 1 hr Means of Egress Oakridge Village Length of Exit Access Travel (780 CMR Table 1006.5) Use Group R with sprinkler system = 250 feet Occupant Load (780 CMR table 1008.1.2) Residential = 200 gross s.f. per occupant Parking Garage = 200 gross s.f. per occupant Mechanical = 300 gross s.f. per occupant Buildings 1 & 2: Mechanical = 800 sf/ 300 = 3 occupants Typical floor =16,320 s.f. / 200 = 82 occupants Building 3: Garage =16,000 s.f. / 200 = 80 occupants Mechanical = 320 sf/ 300 =1 occupants Typical floor =16,320 s.f. / 200 = 82 occupants Building 4*: Garage = 20,000 s.f. / 200 =100 occupants Mechanical = 3000 sf/ 300 =10 occupants Typical floor = 23,800 s.f. / 200 =119 occupants *calculated for larger half of separated area of building. Building 5: Pool area = 65 occupants (max bather load, 105 CMR 435.27) Community Room = 750 sf / 15 = 50 Exercise Room = 20 occupants (1 occupant per machine) Mechanical = 250 sf / 300 =1 Total occupants =136 Building 21: Community Room = 700 sf / 15 = 47 Mechanical = 290 sf / 300 =1 Total occupants = 48 Stair Width (780 CMR table 1009.2) Buildings 1 & 2: Typical floor = 85 occupants x 0.2" =17" Width by occupant load less than minimum (780 CMR 1014.3). Min. = 44" Building 3: Garage & Mechanical level = 82 occupants x 0.2" =16.4" Typical floor = 83 occupants x 0.2" =16.6" Width by occupant load less than minimum (780 CMR 1014.3). Min. = 44" Building 4*: Garage & Mechanical level =110 occupants x 0.2" = 22" Typical floor =119 occupants x 0.2" = 23.8" Width by occupant load less than minimum (780 CMR 1014.3). Min. = 44" *calculated for larger half of separated area of building. Door & Corridor Width (780 CMR table 1009.2) Buildings 1 & 2: Typical floor = 85 occupants x 0.15" =12.75" Door width determined by occupant load less than minimum (780 CMR 1017.3). Min. = 32" Corridor width determined by occupant load less than minimum (780 CMR 1011.3). Min. = 44" Building 3: Garage & Mechanical level = 82 occupants x 0.15"'-- 12.3" Typical floor = 83 occupants x 0.15" =12.5" Door width determined by occupant load less than minimum (780 CMR 1017.3). Min. = 32" Corridor width determined by occupant load less than minimum (780 CMR 1011.3). Min. = 44" Building 4*: Garage & Mechanical level =110 occupants x 0.15" =16.5" Typical floor =119 occupants x 0.15" =17.85" Door width determined by occupant load less than minimum (780 CMR 1017.3). Min. = 32" Corridor width determined by occupant load less than minimum (780 CMR 1011.3). Min. = 44" *calculated for larger half of separated area of building. Buildings 5: Ground Floor =136 occupants x 0.15" = 20.4" Door width determined by occupant load less than minimum (780 CMR 1017.3). Min. = 32" Corridor width determined by occupant load less than minimum (780 CMR 1011.3). Min. = 44" Buildings 21: Ground Floor = 48 occupants x 0.15' = 7.2" Door width determined by occupant load less than minimum (780 CMR 1017.3). Min. = 32" Corridor width determined by occupant load less than minimum (780 CMR 1011.3). Min. = 44" Minimum Number of Exits for Occupant Load (780 CMR 1010.2) Buildings 1 & 2: 258 total occupants. Mininum number of exits = 2 Number of exits provided = 2 Building 3: 332 total occupants Minimum number of exits required = 2 Number of exits provided = 2 Building 4: 872 total occupants Minimum number of exits required = 3 Number of exits provided = 3 Building 5: 136 total occupants Minimum number of exits required = 2 Number of exits provided = 2 Building 21: 48 total occupants Minimum number of exits required = 2 Number of exits provided = 2 O v m 21 CD CL CD cn z v CD 0 O a Q ca c 0 R C cn c0' 0 ccm C cr n CL 0 0 sv m z 0 �4N, 5v m rig o 0 'oc � o -0 M cD 0oo��0a -uU 3 w =��-h 0 c C� "Q Q in �• CL] 0 �a 3 O CD N CD v CL c0 CA cQ Ch v s cn 0- 3 'O fn C CD Z S '� 7 0 v CD 0 3.N p a- CD CD N (Q OCD N (� N to CD O p N D CL Q• C:7 � 0 c CD CO CD �. 0 CD CD 0- : 3 a 0 ::r C cn,30=r (Dgym :i =,Z cn 0 3, (a 70 N :3 00 °OD0CLfOOnv r►�CDO::rC,W � CD CD 0 00 cn W—OCD , cQ C CD — 0 3 00'0 0 w 3 =r 0*' i3(DcD�' CD _S N :3 CD M CS CDca a W =17S� CD �^� a 0 ( 0 m v CD N o v, n 0- -0 CD 30iCD -Is c��cgnim CD ar, CD PL 3 CD 3 Cn 6, �, m MCC r.0 0 3l< 9--, W O a N 0 -v 0 CD CL n 0 0 OD Iv 0 Q ■w�E � 5 CD.O v o v d M cn CD o 0' o 0.0 m 0 a �1 V) ci z V M V V n Z Co o � M CD U,i Q 0 m m s cn a 1� ■w�E � 5 CD.O v o v d M cn CD o 0' o 0.0 m 0 a �1 V) ci z V M V V n Z u Z3= Q �� rn :r 3 a o v°Q v O 3 `D y 0 Z zo M OO jmm N 9p7O8 X CD cn CD Cr _Q co N O O CT A CJt O O N r CD ca 7 Cb N Ln CJ1 \ C/) V/ cl MON D 00 r (A CT CT 0a mmot• C (D Cl 0 O O " "a O cl. 3 X CD cn CD Cr _Q co N O O CT A CJt O O N r CD ca 7 Cb N Ln CJ1 ZOi 0 T 3 M CL `D v < <O c� � � N 00 x N x L cep °, cio R m N O O Cn U1 O O N U) n N m OD 3 rt CJ1 A cylw OD N UT 7 cn N� N 00Ct O rt� rt Cr CD cD��� 03 CCDCL C • W TI Wo 30 ^c:3 I Cl 00 x N x L cep °, cio R m N O O Cn U1 O O N U) n N m OD 3 rt CJ1 A cylw OD N UT 7 fit � _ ]gl Wgge bdC WL O .0 lb Ila iN 0 Al 101 fig q I " r I 15 m V ff! i 3.�IN 71 ice' May 26, 2005 Building Inspector 400 Osgood Street North Andover, MA 01845 Attention: Building Inspector Subject: Sign Permit Enclosed please find o sign permit application for The Meadows, located a. 2357 Turnpike St eet. We are requesting a permit to install (3) Identification Signs to existing Fence. The Signs will be 18" x 72" x V (9 square Feet), and are constructed of Sign Foam and Polyurethane Acrylic Paint. I believe I have enclosed all the support materials required for this process. Enclosed you will find the sign application, drawings of the proposed signs, a check in the amount of $35, and the plot plan. If you find any part incomplete please contact me and I will be happy to send you additional information. I appreciate your help with this project, and if you have any questions or concerns regarding this project please call me at 978-372-3721. Thank you for your time, Audrey Peterson Project Coordinator The Sign Center Inc www.thesigncenter.com 40 Orchard Street Haverhill, MAO] 830 978.372.3721 Zoning Bylaw Denial Town Of North Andover Building Department 4O0 St. North Andover, MA. 01845 aas Phone 9784884545 Fax 9764884442 dapiLo ti kpplicant r h Date: I6 " i _ e'kation is please be advised that after review of your Application and Plans that your Appy DENIED for the following Zoning Bylaw reasons: Zoning 1- 7 !levant A Lot Area 1 Lot area Insuffident 2 Lot Area PreeAsfinq 3 Lot Area Cornplies 4 Insufficient Information B Use 1 Allowed Notes � � r4 F 1 2 3 4 5 G hem Frontage Frontage insufficient Frontage CO(nplies PrOWdsfinG frontage Insufficient Information No access over Frontage Contiguous Building Ana Notes A IV A 2 Not Allowed Lot Area Variance 1 Insufficient Area Congregate Homing Special Permit 3 Use Preexisting Special Permits Zoning Board 2 Complies Large Estate Condo S Permit 4 Special Pemnit Required Speciad Permit Use not listed but Similar 3 Preexisting CBA R-8 Danaft SpeciW Permit 5 Insufficient inforrnation 4 Insuffident Infornation C Setback JV A- H Building Height L- 1 All setbacks corm 1 Height Exceeds Maximum 2 Front Insuifident 2 Complies 3 Left Side Insufficient 3 Preexisting M 4 Right Side Insufficient 4 Insuffident Information 5 Rear Insufficient I Building Coverage /+ 6 Preexisfi setbacks 1 Coverage exceeds maximum 7 Insufficient Information 2 Coverage Complies D Watershed /i/ ,q 3 Coverage Preexisting 1 I Not in Watershed 4 Insufficient Inforrnation 2 In Watershed j Sign 3 Lot 1xior to 1 Q124M 1 Sign not allowed 'e 5 4 Zone to be Determined 2 Sign Com les 5 E Insufficient Histone District <N A 3 K 1 Insufficient Information Parking 1 In District review required 1 More Parking Required 2 Not in district 2 Parking Complies 3 Insufficient Information 3 Insufficient Infornation 4 Pre-exisfing Parking Item f SPecial Permits Planning Board Item * Variance Site Plan Review Spscial Permit Setback Variance Access other than Frontage Special Permit Parldng Variance Frontage E=plion Lot Special Permit Lot Area Variance Common Ddywpy SWM Permit Height Variance Congregate Homing Special Permit Variance for Sign Continuing Care Retirement SpwW Permit Special Permits Zoning Board IndePendent Elderly Homing Permit spwW Permit Non -Conforming Use ZBA Large Estate Condo S Permit Earth Removal Spedal Permit ZBA Planned DwWqWdmt District Specad Permit Speciad Permit Use not listed but Similar Planned Residential Special Permit Spacial Permit for Sign R-8 Danaft SpeciW Permit Special Permit preadsting nonconforming Watershed Special Permit T'hs above review and s11 ' ' alaristiorr of such Is based on th plans and infonraft . No definitive review and or advice ehall be brad on verbal ainplariak ban the appicanrt nor shay such verbal sirplanistirrs by the appicant am to provide dafiMiw rrawre b tls above raasoris roan DENIAL Any isoaaaciss, nilaadip iManiown n, or odw oubasquont Chagas to the kftm tion aubmirad by Ors applied shall be giamda for thla ravkw to be vdM at the dlacratiori of the Bird ft Deprtnwt The Wm*W d==ank Mad OFW Ravim NrrafiW shay be atiachad haralo and inoorpaais 1 harm by refarenw..The 6Aftdepsrbrrar I M Main d plans and dooutrMn to for ttr above ft. You menet ft a new buil N PlIft aPPICIft toren and begin the prg process. .,n"'441 -�_ .5- a os 6 S Building Department Official Signature Application Kaosived Applketion Denied Plan Review Narrative The following narrative Is provided to further explain the reasons for denial for the application/ permit for the property indicated on the reverse side: Rafm Tet Fire zo A,; / A r -v c -/" Zoning Elmd /A goy o /� /0 (/VVc? ! i1/ e a U e ju 0 ti" /10C P 16 •e fioA) C e r 1- O r` v L; —Other BUILDING DEPT Rafm Tet Fire I Haab Police -/" Zoning Elmd Consmation Dombnent. of Public Waft Planning Historical Commission —Other BUILDING DEPT