HomeMy WebLinkAbout2008-04-15 Discussion Exhibit G- Traffic Impact Study I
TRAFFIC IMPACT ASSESSMENT
"EAST MILL"
NORTH ANDOVER, MA
DECEMBER, 2007
Prepared for
RCG North Andover Mills, LLC
-AVI�
Prepared by
Design Consultants, Inc,
265 IN9edford Street Tel.0(617) 776-3350
Somerville,NIA 02143
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Table of Contents
Paine
Executive Summary............................................................ ....3
1.0 Introduction..........................................................................5
2.0 Methodology.........................................................................5
3.0 Proposed Development............................................................5
4.0 Study Area...........................................................................6
5.0 Street Network.......................................................................7
6.0 Existing Traffic Volumes..........................................................9
7.0 Existing Traffic Operations......................................................10
8.0 Accident Data........................................................................12
9.0 Future Traffic Volumes...........................................................12
10.0 Trip Generation and Distribution ..............................................13
11.0 Traffic Impacts ......................................................................15
12.0 Sight Distance........................................................................17
13.0 Warrant Analysis....................................................................17
14.0 `By Right' Development Scenario................................................18
15.0 Conclusions...........................................................................20
List of Figures
Figure 1 — Locus Map
Figure 2 —Study Area Intersections
Figure 3— Existing Peak Hour Traffic Volumes
Figure 4--2012 "No Build" Peak Hour Traffic Volumes
Figure 5— Distribution of Site-Generated Trips
Figure 6--Site Generated Peak Hour Trips
Figure 7—2012 `Build" Peak Hour Traffic Volumes
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Executive Summary
This report assesses the traffic impacts associated with the proposed East Mill
development in North Andover, MA. The project is located on the northeast corner of
the High Street and Water Street intersection. The proposed mixed use development will
convert portions of the existing Mill office buildings (currently vacant) to residential,
commercial and new supporting office uses and be phased over several years. The report
evaluates the projects traffic impacts on the following study area intersections:
• High Street/Site Driveway
• Water Street/Site Driveways
• High Street/Water Sheet
• High Street/Prescott Street
• Water Street/Main Street
• Main Street/Elm Street
• High Street/Sutton Street/Chadwick Street
• Prescott Street/Route 125/133
The study included an inventory and analysis of existing conditions, an estimation of site
generated traffic and an evaluation of future `No-Build' and `Build' conditions at the
studied intersections and connecting roadways and site driveways.
Future intersection traffic volumes have been based upon existing traffic counts projected
to the year 2012 when the fully phased development program will be completed.
The fully phased development will generate an estimated 1 S 1 vehicle trips in the AM
peak hour, 240 in the PM peak hour and 2,566 trips daily. The peak hour trips have been
distributed to the study area based upon existing peak hour travel patterns and the desire
to reach surrounding major routes,
The site generated peak hour trips will have a minimal impact on the surrounding
roadways and intersections. The only significant change in Level of Service resulting
from the new site traffic is the High/Sutton/Chadwick intersection which will operate at
LOS E/F during the peak hours. This is a typical condition for side streets intersecting
heavily traveled roadways such as Sutton Street that otherwise do not have sufficient
volumes to warrant installation of a traffic signal. It should also be noted that the
proposed mixed use development results in a reduction of traffic impact in comparison to
full occupancy of the existing office use.
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In support of the proposed commercial use along High Street, associated streetscape
improvements along the east side frontage include bulb-outs (6 foot expansion of the
sidewalk) that effectively define proposed pedestrian crosswalks and the limits of
proposed on-street parking. These improvements are shown on the submitted Street
Improvements Plan for the Phase I PDD Special Permit.
The combination of on-street parking, along with the prominent pedestrian crossings will
contribute to the overall reduction in vehicle operating speeds along High Street and
thereby promote an overall safer traffic condition and more desirable pedestrian
environment. It is recommended that the Town of North Andover consider lowering the
speed limits along High Street (to 25 MPH) to further support the proposed street
improvements.
The proposed High Street improvements maintain the existing two-way traffic control at
the intersection of Water and High Street. The addition of the proposed bulb-out at the
northeast corner is consistent with the potential implementation of a four-way stop
control for the intersection, as proposed in the Machine Shop Village Master Plan for the
area.
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1.0 Introduction
This report assesses the traffic impacts associated with the proposed East Mill mixed use
development in North Andover, MA (see Locus Plan). The project occupies the
northeast quadrant of the High Street and Water Street intersection. Institute of
Transportation Engineers (ITE) trip generation rates and standard traffic engineering
practice and procedures have been utilized in this traffic impact study.
2.0 Methodology
This traffic assessment has been prepared in accordance with the ITE's Traffic Impact
Analyses for Site Development. (An ITE recommended practice) and review of the
anticipated neighborhood area concerns with the North Andover Town Planner.
The study includes the following:
• An inventory and analysis of existing conditions for the study area intersections
• An estimation of daily and peak hour trips generated by the proposed phased
development
• The distribution of AM and PM peak hour site generated traffic at the study area
intersections
• An evaluation of the fixture phased `Build' conditions at the study area
intersections
3.0 Proposed Development
The project proponent proposes to convert portions of the existing Mill office buildings
(currently vacant) to residential, commercial and new supporting office uses and be
phased over several years. The fully phased mixed use development will include 207
residential units, 15,000 SF commercial and 50,000 GSF of office space.
Access/egress will utilize the existing driveways off of High Street and Water Street. In
support of the proposed commercial use along High Street, associated streetscape
improvements along the east side frontage include bulb-outs (6 foot expansion of the
sidewalks) that effectively define proposed pedestrian crosswalks and the limits of
proposed on-street parking.
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4.0 Study Area
Land use in the vicinity is primarily residential to the south, east and north of the site and
commercial to the west towards the Town Center.
DCI has discussed the scope of the traffic study area with the Town Planner and the study
area includes the following intersections.
• High Street/Site Driveway
• Water Street/Site Driveways
• High Street/Water Street
• High Street/Prescott Street
Water Street/Main Street
• Main Street/Elm Street
• High Street/Sutton Street/Chadwick Street
• Prescott Street/Route 125/133
The Prescott Street/Route 125/133 intersection is traffic signal controlled while the other
study locations are unsignalized. See Figure 2 for study area intersections.
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5.0 Street Nehvo►•lc
Fligh Street is a Town-owned, north-south local collector roadway traveling from its
intersection with Elm Street and Water Street, and north to Sutton Street, a total distance
of approximately ''/2 mile. In the vicinity of the site, High Street is 34-36 feet in width
with one travel lane in each direction. Granite curb and cement concrete sidewalks are
provided along both sides of the street. No parking is posted on both sides of High Street
from Water Street to Prescott Street. The posted speed limit 30 MPH and stop control
exists at the `T' intersections with Sutton Street and Chadwick Street.
Elm Street is a town-owned street traveling north-south from Water Street to Main Street.
At its intersection with Water Street, Elm Street is 35 feet wide with 2-hour parking on
both sides.
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High Street looking north along the Site frontage
Water Street is a Town-owned local/collector street traveling west/east from Main Street
to Fligh Street and extending east as a local residential street to Clarendon Street. To the
west, granite curb and cement concrete sidewalks with restricted on-street parking are
provided along both sides of the 37 foot-wide pavement. East of High Street, curbs and
sidewalks are provided on both sides with on-street parking allowed on the south side
only for the available 30 feet of roadway width.
The intersection of High Street and Water Street is unsignalized with the eastbound and
westbound Water Street approaches controlled by stop signs and painted stop bar.
Painted crosswalks are provided for each leg of the intersection except for the east side
crossing Water Street. A four-way stop control with upgraded crosswalks and wheelchair
ramps meeting ADA requirements has been proposed for future implementation as part of
the Town's Master Plan for the area. One concern raised for this proposal has been
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introduction of stop control for the steep upgrade (10%) for southbound High Street that
would potentially affect vehicle operations during snow/icy conditions.
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Elm Street is a town-owned street traveling north-south from Water Street to Main Street.
At its intersection with Water Street, Elm Street is 35 feet wide with 2-hour parking on
both sides. Elm Street travels south from the High Street/Water Street intersection to its
intersection with Main Street. Elm Street and Green Street are offset by approximately
150 feet, creating two `T' intersections. Elm Street is 25 feet wide, providing one travel
lane in each direction, and its approach is stop sign controlled. Main Street at this
location is 32-34 feet wide, also providing one lane in each direction.
Approximately 0.4 miles north of the Main Street/Elm Street intersection, Main Street
intersects Water Street and creates a "Wye" intersection where Water Street is controlled
by a stop sign. Main Street is 42-45 feet wide with parking allowed on both sides. Water
Street is 35 feet wide and provides for one travel lane in each direction. Abutting land
use is commercial and residential.
Approximately 0.2 miles north of the High Street/Water Street intersection is the "Wye"
intersection of High and Prescott Streets. Prescott Street is a residential street traveling
east-west from High Street to its intersection with Route 125/133. At its intersection with
High Street, Prescott Street is stop sign controlled. This intersection is somewhat
channelized by a small island that allows two-way traffic on each side.
Prescott Street travels east from High Street where it intersects Route 125/133. This 4-
legged intersection is traffic signal controlled. Prescott Street is 25 feet wide west of the
intersection and 20 feet wide to the east, providing single land approaches. Route
125/133 is 36 feet wide; providing single lane approaches. An exclusive pedestrian
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crossing phase is provided. Abutting land uses are a nursing home, residential, and a ball
field.
North of the High Street/Prescott Street intersection is the intersection of High
Street/Sutton Street/Chadwick Street/Poor Street. There are stop signs on the High Street
and Chadwick Street approaches to Sutton Street. Sutton Street is a major collector road
that travels east-west from Main Street to Route 125/133. East of the intersection, Sutton
Street is 42 feet wide and provides one lane in each direction and 8 foot wide shoulders.
Speed limits are posted at 35 MPH. The south side of the intersection is channelized by
an island that provides two-way traffic flows on each side. The west side (extension of
Chadwick Street) is used for turning movements to and from the west along Sutton
Street, while the east side (extension of High Street) facilitates turning movements to and
from the east. Poor Street is a residential dead-end street that intersects Sutton Street on
the north side.
Two major driveways are located on High Street, opposite each other just south of the
High Street/Prescott Street intersection. The driveway on the east side of High Street (46
feet wide) services the North Andover Mills development. This driveway will be utilized
for the proposed East Mill Development. The driveway on the west side of High Street
services the existing office use and also provides access to an existing condominium
development (Sutton Pond).
6,0 Traffic Volumes
Traffic volume data was obtained for High and Water Streets by utilizing two automatic
traffic recorders (ATR's), which were placed on the roadways on Tuesday October 23,
2007. The ATR data indicates that High Street(between Water Street and the main site
drive) carries approximately 4,205 vehicles per day with peak hour volumes of 494 vph.
Water Street west of High Street carries approximately 3,660 per day with peak hour
volumes of 315. This count data is further summarized as follows:
Roadis,ay Daily Volume AM Peak Peak Clow PM Peak Peak Plow
(v (I) Hour(v h Direction Hour(v h) Direction
High Street-
North of 4,205 494 63% NB 422 62% SB
Water Street
Water Street
—West of 3,660 315 63% EB 354 51% WB
High Sheet
Turning movements were manually recorded at the study area intersections from 7-9 AM
and 4-6 PM in October, 2007. The recorded peak hour volumes were not adjusted for
seasonal variation, as October volumes are an excellent representation of a typical
weekday condition. The existing peak hour volumes are shorn in Figure 3.
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7.0 Existing Traffic Operations
DCl has performed capacity analyses to determine traffic operations (Levels-of-Service)
at the study area intersections under existing 2007 peak hour conditions. Level-of-
Service (LOS) is the standard technique used in traffic engineering to measure traffic
flows and delays at intersections. Levels-of-Service are given letter designations with
`A' at best, with little or no delays to `F' at worst, with forced flow conditions. Levels-
of-Service were determined by performing capacity analyses based upon the Highway
Capacity Software (HCS).
Definitions of Levels-of-Service at signalized and unsignalized intersections are
presented in the 2000 Highway Capacity Manual and the following tables define the
relationship between Level-of-Service, control delay, and qualitative traffic flow.
Level of Service Criteria for Signalized Intersections
Level of Control Delay per
Qualitative Description
Service Vehicle (sec)
A _< 10 Good progression, few stops and short cycle lengths.
B > 10-20 Good progression and/or short cycle lengths; more
vehicle stops.
C > 20-35 Fair progression and/or longer cycle lengths; some
cycle failures; significant portion of vehicles must stop.
D > 35-55 Congestion becomes noticeable; high-volume-to-
capacity ratio; longer delays; noticeable cycle failures.
E > 55-80 At or beyond limit of acceptable delay; poor
progression; long cycles; high volumes; long queues.
F > 80 Unacceptable to drivers. Arrival volumes greater than
discharge capacity; long cycle lengths; unstable-
unpredictable flows.
SOURCE: Transportation Research Board 2000.
Level of Set-vice Criteria for Unsignalized Intersections
Level of Average Control Delay per
Impact on Minor Street Traffic
Service Vehicle (sec)
A < 10 Little or no delay
B > 10-15 Short traffic delays
C > 15-25 Average traffic delays
D > 25-35 Long traffic delays
E > 35-50 Very long traffic delays
F > 50 Unacceptable traffic delays to most drivers
SOURCE: Transportation Research Board 2000.
Delays and Levels-of-Service for study area intersections are in the following Table W.
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TABLE A-LEVEL OF SERVICE
SIGNALIZED INTERSECTION
Location/Movement Existing Condition
AM Peak. Hour PM Peak Hour
V/C Delay LOS V/C Delay LOS
(1) (2) (3)
Prescott/Rt 125/Rt 133 0.49 12.0 B 0.69 18.0 B
UNSIGNALIZED INTERSECTIONS
Delay LOS Delay LOS
Hi h/Site Drive
High NB Left _ 7.8 A 7.5 A
High SB Left 7.8 A 7.5 A
Site Drive EB Out 10.8 B 11.6 B
Site Drive WB Out 11.5 B 12.2 B
High/Prescott
High SB Left 7.5 A 7.8 A
Prescott WB 11.0 B 10.8 B
High/Water
High NB Left 7.6 B 7.8 A
High SB Left 7.6 B 7.4 A
Water EB 16.0 C 13.7 B
Water WB 12.7 B 12.2 B
High/Sutton/Chadwick
Sutton WB Left 8.3 A 9.6 A
High NB Right 10.8 B 17.2 C
Chadwick NB Left 30.5 D 41.3 E
Elan/Main
Main EB Left 8.1 A 8.1 A
Elm SB 13.9 B 18.8 C
Water/Main
Main SB Left 7.8 A 7.9 A
Water WB 10.2 B 10.3 B
(1) Volume/Capacity Ratio
(2) Control Delay in Seconds
(3) Level-of-Service
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As indicated in Table A, the signalized intersection of Route 125/133 and Prescott Street
operates at a Level-of-Service `I3' in the AM and PM peak hours.
At the unsignalized intersections within the study area, all traffic movements are LOS `B'
or better with the exception of the following locations/peak Dour time periods.
o The eastbound approach along Water Street at High Street operates at LOS `C'
dining the AM peak hour.
o Left turns onto Sutton Street from High and Chandler Streets operate at LOS `D'
during the AM peak hour and LOS `E' during the PM peak hour. Right turns
onto Sutton Street operate at LOS `C' during the PM peals hour.
o The southbound approach along Elm Street at Main Street operates at LOS `C'
during the PM peak hour.
8.0 Accident Data
Accident data for the most recent 3-year period from 10/25/2004 to 10/25/2007 was
obtained from the North Andover Police Department as follows;
Location No. of Accidents Crash Rate
High Street/Water Street 3 0.15
I-sigh Street/Prescott Street 0 0.00
Water Street/Main Street 0 0.00
Main Street/Elm Street 0 0.00
High St./Sritton St./Chadwick St. 3 0.17
Prescott St/Route 125/133 3 0.06
The MHD crash rate formula was used to calculate crash rates for the study area
intersections. This crash rate is expressed in Million Entering Vehicles, which is
standard to the Traffic Engineering profession. The District 4 average crash rate for
signalized intersections is 0.88 and 0.63 for unsignalized locations. The crash rates for
the study area intersections are significantly lower than average and therefore do not
indicate a safety concern.
9.0 Future Traffic Volumes
DCl has researched other area developments that may have traffic impacts on High and
Water Streets and the study area intersections. No developments were identified based
on discussions with the Town Planner and Town traffic consultant.
The major roadways (Sutton Street, Main Street and Route 125/133) volumes have been
increased by an annual growth factor of 1% per year to account for general background
traffic growth to develop future 2012 `No-Build' peak hour volumes. Peak hour traffic
volumes for the 2012 `No-Build' Condition are shown on Figure 4.
' Based on peak hour-court and 3 year clash data.
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10.0 Trip Generation and Distribution
DC1 has estimated the daily and peak hour site generated trips for the full build-out
(Phases I to V) based upon trip rates presented in the ITE Trip Generation Manual— 7t1i
Edition.
Table 1 Vehicle Trips
207 Residential Condominium/Townhouse
Land Use 230
Daily AM Peak Hour PM Peak I-Tour
In—607 In 16 In—73
Out — 607 Out-- 76 Out— 36
Total — 1214 Total—92 Total-- 109
Table 2 —Vehicle Trips
3,000 GSF Quality Restaurant
Land Use 931
Daily AM Peak Hour PM Peak Hour
In— 135 In-2 In— 15
Out— 135 Out— I Out-- 8
Total—270 Total —3 Total—23
Table 3- Vehicle Trips
12,000 Specialty Retail
Land Use 814
Daily AM Peak Hour PM Peak Hour
In-266 In--4 In-- 15
Out —266 Out—4 Out— 18
Total —532 'Total —8 Total—33
Table 4—Vehicle Trips
50,000 GSF Office
Land Use 710
Daily AM Peak Hour PM Peak Hour
Ii -275 In-69 In— 13
Out----275 Out 9 Out — 62
Total — 550 Total — 78 Total —75
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Table 5 --Vehicle Trips
Total Mixed Use Development
Daily AM Peak Hour PM Peak Hour
In— 1283 In—91 In— 116
Out— 1283 Out-- 90 Out— 124
Total —2566 Total-- 181 Total —240
Not all of the traffic attracted to the site will be new traffic on study area roadways. A
portion of the vehicle-trips generated by the proposed development will be drawn from
the existing traffic streams passing the site in the form of pass-by traffic, or from streets
in the vicinity of the site in the form of diverted-link traffic. Pass-by trips are closely
linked to the size of the development and to the volume of traffic on the adjacent street
that can deliver the pass-by trip, Due to the relatively low traffic volumes on the adjacent
street (less than 4,000 ADT), the East Mill site is not anticipated to experience a
significant number of pass-by trips. A pass-by rate of up to 10% would be considered to
be appropriate for the retail components of site-generated traffic. For a conservative
traffic analysis, no reduction for pass-by trips was applied to the 2012 Build peak hour
volumes.
DII) Generation Srr innary
The trip generation for the frilly phased development is summarized on Table 5.
The site generated peak hour trips have been distributed on the study area intersections
based upon existing travel patterns within the study area and routes to major arterials in
the area (see Figure 5). The resulting site generated peak hour trips are shown on Figure
6. The site generated peak hour trips have been added to the 2012 `No-Build' volumes
and the resulting 2012 Build peak hour volumes are shown on Figure 7.
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11.0 Traffic Impacts
In order to evaluate the traffic impacts associated with `The East Mill', it is necessary to
compute and compare delays and Levels-of-Service for 2012 `No-Build' and `Build'
scenarios.
TABLE B - LEVEL OF SERVICE
SIGNALIZED INTERSECTION
Locatiot-(Movement 2012 No-Build 2012 Build.
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
V/C Delay LOS V/C Delay LOS V/C Delay LOS V/C Delay LOS
(1) (2) (3)
Prescott/Rt 125/133 0.51 12.4 B 0.71 21.0 C 0,53 12.6 B 0.75 23.8 C
UNSIGNALIZED INTERSECTIONS
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
Delay LOS Delay LOS Delay LOS DelayT LOS
High/Site Drive
High NB Left 7.8 A 7.5 A 7.8 A 7.5 A
High SB Left 7.8 A 7.8 A 8.0 A 7.7 A
Site Drive EB out 10.8 B 11.6 B 11,6 B 13.9 B
Site Drive WB out 11.5 B 12.2 B 17.0 C 18.3 C
High/Prescott
High SB Left 7.5 A 7.8 A 7.5 A 8.0 A
Prescott WB 16.0 B 10.8 B 11.9 B 11.6 B
High/Water
High NB Left 7.6 A 7.8 A 7.7 A 7.9 A
High SB Left 7.6 A 7.4 A 7.7 A 7.5 A
Water EB 16.0 C 13.7 B 20.2 C 17.8 C
Water WB 12.7 B 12.2 B 14.2 B 14.1 B
Watea•/Site Drives
Water EB Left -- -- -- -- 7.4 A 7.4 A
Site Dr SB -- -- -- -- 8.8 A 8.7 A
(1)Volu111elCapacity Ratio
(2)Control Delay iii Seconds
(3) Level-of-Service
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UNSIGNALIZED INTERSECTIONS (CONT'D)
Location/Movement 2012 No-Build 2012 Build
AM Peak Hour PM Peak flour AM Peak Hour PM Peak Hour
Delay LOS Delay LOS Delay LOS Delay LOS
high/Sutton/
Chadwick
Sutton WB Left 8.3 A 9.7 A 8.4 A 9.8 A
High NB Right 11.0 B 18.1 C 11.2 B 19.1 C
Chadwick NB Left 33.5 D 47.3 E 36.4 E 56.4 F
Elm/Main
Main EB Left 8.1 A 8.2 A 8.3 A 8.3 A
Elm SB 14.3 B 19.6 C 16.1 C 24.8 C
Water/Main
Main SB Left 7.9 A T9 A 7.9 A 7.9 A
Water WB 10.3 B 10.4 B 10.5 B 10.7 B
(1)Volume/Capacity Ratio
(2)Control Delay in Seconds
(3)Level-of-Service
As seen in Table B, no changes on 2012 Level-of-Service occur at the signalized Prescott
Street/Route 125/133 intersection from No-Build to Build conditions.
At the unsignalized study area intersections, no changes in Level of Service occur except
for the following locations/peak hour time periods.
o The site drive westbound approach at High Street operates at LOS `C' during the
AM peak hour versus LOS `B' for the 2012 No Build Condition.
o The Water Street eastbound approach at High Street operates at LOS `C' during
the PM peak hours versus LOS `B' for the 2012 No Build Condition.
o Left turns onto Sutton Street from High and Chandler Streets operate at LOS `E'
during the AM peak hour and LOS `F' during the PM peak hour versus LOS
`D/E' for the 2012 No Build Condition.
o The southbound approach along Elm Street at Main Street operates at LOS `C'
during the AM peak hour versus LOS `B' for the 2012 No Build Condition.
At the Higli/Sutton/Chadwick Street intersection, the analysis shows that the increase in
average delay for left turns onto Sutton Street will be less than 10 seconds. Tile analysis
also shows that long vehicle queues will not develop due to the relatively low traffic
volumes involved. Field observations confirm adequate gaps along Sutton Street due to
nearby traffic signals (Main Street to the west, Route 125/133 to the east).
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12.0 Sight Distance
Sight distances for the existing site driveways along High Street and Water Street were
field measured to and from the point where vehicles will stop prior to entering the traffic
flow. Safe stopping distance enables a driver on the major road to perceive and react
accordingly to a vehicle moving from the minor road to the major road. The values are
based upon driver perception and reaction time and the braking distance for wet level
pavement. Stopping sight distance is measured from an eye height of 3.5 feet to an object
(vehicle) in the roadway.
Sight distances at all of the site driveway intersections exceed 500 feet due to the
relatively tangent horizontal and vertical alignments of High Street and Water Street in
the vicinity.
The field measured distances exceed the AASHTO(1) safe stopping distance requirement
(200 feet) for 30 MPH travel speeds as well as the intersection sight distance requirement
of 375 feet for vehicles safely turning left or right onto the main street. Consequently the
existing sight distances are adequate with respect to this accepted criteria.
13. Warrant Analysis
Warrants for implementation of proposed four-way stop control were reviewed for the
intersection of High Street and Water Street, The Manual on Uniform Traffic Traffic
Control Devices (MUTCD) provides guidance with minimum criteria that may be used to
determine the need for implementation(see Appendix).
Review of the existing operating condition indicates that the existing traffic volumes,
accident experience and relatively low pedestrian activity do not warrant four-way stop
control. The proposed 2012 Build Condition does not show a need based on vehicle
traffic volumes alone (High Street volumes do not meet the minimum criteria—see
Appendix). However, the potential for increased pedestrian activity in the future across
High Street, combined with overall traffic operating concerns may show the need for
future implementation consistent with the Town's long range plan for the area.
(1)American Association of State and Highway Transpof-tation Officials
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14. `By Right' Development Scenario
A comparison of traffic impact was undertaken between the proposed mixed use
development and a 'By Right' scenario allowing for 150,000 SF of existing office use
that is currently vacant.
The following Table 6 sumniarizes the comparison of site trip generation. The results
show an overall reduction of daily trips under the 'By Right' Scenario but an increase in
directional peak hour trips entering the site in the morning and exiting the site in the
evening.
Table 6 --Comparison of Site Trip Generation
(Vehicle Trips)
Proposed 'By Right'
Mixed Use (150,000 GSF Office)
Daily 2566 1650
AM Peak Hour
In 91 205
Out 90 28
Total 181 233
PM Peak Hour Total—240
In 116 38
Out 124 186
Total 240 224
The 'By Right' development traffic was added to the 2012 No Build Peak Hour volumes,
LOS analysis performed and the following Table C provides a LOS comparison with the
proposed mired use development.
TABLE C - LEVEL OF SERVICE
SIGNALIZED INTERSECTION
Location/Movement 2012 Build— Proposed Mixed Use 2012 Build— 'By Right' Scenario
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
V/C Delay LOS V/C Delay LOS V/C Delay LOS V/C Delay LOS
(1) (2) (3)
PrescottlRt 125/133 0.53 12.6 B 0.75 23.8 C 0.52 12.7 B 0.74 28.9 C
(1) Volinne/Capacity Ratio
(2)Control Delay in Seconds
(3) Level-of-Service
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TABLE C - LEVEL OF SERVICE (CONT'D)
UNSIGNALIZED INTERSECTIONS
Location/Movement 2012 Build- Pr posed Mixed Use 2012 Build- 'By Right' Scenario
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
Delay LOS Delay LOS Delay LOS Delay LOS
High/Site Drive
High NB Left 7.8 A 7.5 A 7.8 A 7.5 A
High SB Left 8.0 A 7.7 A 8.3 A 7.9 A
Site Drive EB out 11.6 B 13.9 B 12.4 B 13.2 B
Site Drive WB out 17.0 C 18.3 C 18.0 C 18.0 C
High/Prescott
High SB Left 7.5 A 8.0 A 7.5 A 8.1 A
Prescott WB 11.9 B 11.6 B 12.3 B 11.6 B
Hi h/Watet-
High NB Left 7.7 A 7.9 A 7.6 A 8.0 A
High SB Left 7.7 A 7.5 A 7.8 A 7.4 A
Water EB 20.2 C 17.8 C 23.3 C 16.6 C
Water WB 14.2 B 14.1 B 14.2 B 13.9 B
Water/Site Drives
Water EB Left 7.4 A 7.4 A 7.4 A 7.4 A
Site Dr SB 8.8 A 8.7 A 8.8 A 8.7 A
High/Sutton/
Chadwick
Sutton WB Left 8.4 A 9.8 A 8.5 A 9.$ A
High NB Right 11.2 B 19.1 C 11.0 B 19.7 C
Chadwick NB Left 36.4 E 56.4 F 34.5 E 62.8 F
Elm/Main
Main EB Left 8.3 A 8.3 A 8.4 A 8.3 A
Elm SB 16.1 C 24.8 C 15.4 C 29.1 D
Water/Main
Maid SB Left 7.9 A 7.9 A 8.0 A 7.9 A
Water WB 10.5 B 10.7 B 10.3 B 10.8 B
(1)Volume/Capacity Ratio
(2)Control Delay in Seconds
(3) Level-of-Service
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For the `By Right' Scenario, the pertinent differences in peak hour Level of Service (a
difference in average delay of over 5 seconds) are as follows:
o An increase of 5 seconds during the PM peak hour at the signalized intersection of
Prescott Street/Route 125/133 while maintaining LOS `C'.
o An increase of 8 seconds for left turns onto Sutton Street from High and
Chandler Streets during the critical PM peak hour(LOS F).
o An increase of approximately 5 seconds for the Elm Street southbound approach
at Main Street during the PM peak hour (LOS C to D)
In summary, the higher directional peak hour volumes generated by the `By Right'
Scenario has a greater traffic impact than the proposed Mix Use Development,
15.0 Conclusions
The proposed East Mill mixed use development will generate an estimated 181 vehicle
trips in the AM peak hour, 240 in the PM peak hour and 2,566 trips daily.
Due to the relatively low traffic volumes involved, the site generated peak hour trips will
have a minimal impact on the surrounding roadways and intersections. The only
significant change in Level of Service resulting from the new site traffic is the
High/Suttoi-dChadwick intersection which will operate at LOS E/F during the peak hours.
This is a typical condition for side streets intersecting heavily traveled roadways such as
Sutton Street that otherwise do not have sufficient volumes to warrant installation of a
traffic signal. It should also be noted that the proposed mixed use development results in
a reduction of traffic impact in comparison to full occupancy of the existing office use.
In support of the proposed commercial use along High Street, associated streetscape
improvements along the east side frontage include bulb-outs (6 foot expansion of the
sidewalk) that effectively define proposed pedestrian crosswalks and the limits of
proposed on-street parking. These improvements are shown on the submitted `Street
Improvements Plan for the Phase I PDD Special Permit'.
The combination of on-street parking, along with the prominent pedestrian crossings will
contribute to the overall reduction in vehicle operating speeds along High Street and
thereby promote an overall safer traffic condition and more desirable pedestrian
environment. It is recommended that the Town of North Andover consider lowering the
speed limits along High Street (to 25 MPH) to further support the proposed street
improvements.
The proposed High Street improvements maintain the existing two-way traffic control at
the intersection of Water and High Street. The addition of the proposed bulb-out at the
northeast corner is consistent with the potential implementation of a four-way stop
control for the intersection, as proposed in the Machine Shop Village Master Plan for the
area.
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