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HomeMy WebLinkAbout1986-07-21 Traffic Impact Study-1 TRAFFIC IMPACT STUDY PROPOSED 50,000 S.F. OFFICE BUILDING CABOT VILLAGE NORTH ANDOVER , MASSACHUSETTS PREPARED FOR : FORBES REALTY 01 ANDOVER STREET NORTH ANDOVER , MASSACHUSETTS MAY 1986 REVISED . JULY 1986 BY : RICHARD F. KAINSKI AND ASSOCIATES INC. 200 SUTTON STREET NORTH ANDOVER MASSACHUSETTS TRAFFIC IMPACT STUDY PROPOSED 50,000 S.F. OFFICE BUILDING CABOT VILLAGE NORTH ANDOVER , MASSACHUSETTS PREPARED FOR : FORBES REALTY 401 ANDOVER STREET NORTH ANDOVER , MASSACHUSETTS MAY 1986 REVISED: JULY 1986 BY : RICHARD F. KAMINSKI AND ASSOCIATES INC. 200 SUTTON STREET NORTH ANDOVER MASSACHUSETTS TABLE OF CONTENTS Paragraph No. Item Eu 1 Introduction 1 2 Traffic Findings 3 3 Site Generation Rates 5 4 Geometrics 5 5 Existing Traffic Volume 6 6 Proposed Traffic Volume 6 7 Proposed Traffic Volume 6 W/Rte. 114 Widening 8 Traffic Volume and Existing 7 Level of Service 9 Intersection Level of Service 8 10 Peak Hour Gap Analysis 9 11 Conclusions and Recommendations 18 Appendix A Correspondence Appendix B Turning Movements/Critical Movement Analysis Using 1984 M.V.P.C. Traffic Counts Appendix C Turning Movements/Critical Movement Analysis Using 1986 Richard F. Kaminski & Assoc. , Inc. , Traffic Counts 1. INTRODUCTION Forbes Realty Trust proposes to develop 2. 86 acres of business zoned land located on the northeast corner of the Salem Turnpike (Route 114) and Peters Street, North Andover, Massachusetts. The proposed development will contain approximately 50 ,000 square feet of gross office space. Forbes Realty has filed a permit application with the Massachusetts Department of Public Works, District V, in Danvers, Massachusetts, to obtain access onto Route 114 and to discharge site runoff into the Route 114 drainage system. As part of this process an Environmental Notification form was filed with the Executive Office of Environmental Affairs. This traffic study is being initiated as a result of the North Andover Planning Board decision on March 3 , 1986 conditioning the site plan special permit as outlined in Sec. 8.3 of the zoning by-law until a traffic impact study has been conducted for the proposed project. The study will evaluate the impact upon Peters Street, Salem Turnpike (Route 114) and the intersection of Peters Street and Salem Turnpike. The empirical data included: a. Traffic counts on Salem Turnpike. b. Directional splits and turning movements at the intersection of Peters Street and Salem Turnpike. C. Peak hour gap analysis. The empirical data was used to analyze the following: a. Traffic capacity of Salem Turnpike/Peters Street intersection including level of service. b. Proposed driveway intersections level of service. C. Existing and proposed level of service for Route 114. 1 i LQ RENCE 3 NORTH % ANDOVER Jefferson St. a C o+ 3 F°t� 'i 6 St. ® �4< Enfield r S t• ' �`® v �.4 Dor,leouth ® c ® n Loydon 0 ® • • • c c: ® �<I r ® � gt. y� N Andover \ O St. o a 11: AN DOV E R Do• 9oc 8•rk®1•y 4 y P y 90+ .ro 9 i y o O'0 96 �\� •t°\goo ®``,�® a c ® ®®v'%p t • SCALE . I"= 1000` CABOT VILLAGE NORTH ANDOVER , A . ICHARD F. KAMISKI S& ASSOC. , INC. NORTH ANDOVER , MA. FIG. I II, Traffic Findings The peak morning traffic at the intersection of Salem Turnpike (Route 114) and Peters Street occurs between 7 : 30 a.m. to 8: 30 a.m. with 2, 830 vehicles. The peak evening traffic occurs between 4: 30 p.m. to 5 : 30 p.m. with 3 ,245 vehicles. The level of service at this intersection currently operates at a level of service of "E" at the a.m. peak and at a level of service of E during the p.m. peak . With the proposed 50 ,000 s.f. office building, there will be no change in the level of service. The proposed site access onto Peters Street will operate on a level of service A. The proposed site access onto Salem Turnpike (Route 114) will also operate at a level of service of A. Based upon accident data obtained from the Massachusetts Department of Public Works during the period from 1976 to 1980, the intersection of Route 114 and Peters Street had the highest accident rate of the intersections along Route 114 in North Andover. This intersection is plagued with the following problems. 1. The north bound land on Route 114 converges from 2 lanes to the south of the Peters Street intersection to one lane north of this intersection. 2 . There is no left turn phase for the north bound traffic on Route 114 conflicting with the opposing through traffic. 3 . The intersection is currently operating at capacity causing back-ups and delays. 4 . Poor turning radius causes trucks to use two lanes and make wide turns. 3 Table 11 Accident Totals for Route 114 Intersections and Links . 1976-1980 Intersections Location Accidents Waverly Road 64 Route 133 182 Andover Street 94 Andover Bypass 95 Hillside Road 29 Mill Road/Willow Street 2 Johnson Street 6 Boston Road 8 Sharpners Pond Road 0 Links Location Accidents I-495 to Andover Street 144 Andover St. to Andover Bypass 20 Andover Bypass to Johnson St. 35 Johnson Street to Middleton line 81 Unspecified locations 196 1 Route 114 traffic study, May 1985, prepared by Merrimack Valley Planning Commission. 4 III. Site Generation Rates The proposed Cabot Village office park will result in 885 vehicle trip ends per average work day. During the morning peak there will be 106 vehicles entering the site and 19 vehicles exiting the site. During the evening peak there will be 120 vehicles exiting the site and 20 vehicles entering the site. Proposed peak morning splits will result in 39 vehicles entering and 7 exiting the site from the Route 114 entrance and 67 vehicles entering and 12 exiting the Peters Street entrance proposed entrance. Proposed peak evening splits will result in 8 vehicles entering and 49 vehicles exiting the Route 114 entrance and 12 vehicles entering and 71 vehicles exiting the Peters Street entrance. IV. Geometrics Salem Turnpike (Route 114) is a State highway running northwest to southeast. The layout width is 66 ' . The pavement width to the east of the intersection of Peters Street and Route 114 is 48 ' and the pavement width to the west is 42 ' . The intersection is controlled by traffic light with a delayed green heading south bound to allow south bound traffic to make left turns onto Peters Street. Peters Street is a public road running northeast to southwest. It has a layout width of 60 ' and a pavement width of 36 ' east of the Route 114 and Peters Street intersection and a pavement width of approximately 24 ' in width just west of the Route 114/Peters Street intersection. The posted speed for Route 114 is 30 mph south bound and 35 mph north bound. Peters Street is not posted between Route 114 and Route 125, however, due to the residential area to the north and the number of entrances along Peters Street, the speed limit is approximately 30 mph. The Route 114 pavement is very good. The pavement is striped with double yellow center lines and solid white gutter line. The Peters Street pavement is in fair condition. The pavement is striped with a double yellow center line. The grade of Peters Street upgrade of the intersection of Route 114 is approximately 3 .0 percent. The grade of Route 114 adjacent to the site, is down gradient from the Peters Street intersection in approximately 3 .0 percent. 5 Table 2 V. Existing Traffic Volumes A.M. Peak Hr. V/C LOS P.M. Peak Hr V/C LOS Rt.114 North Bound 1, 070 .71 D 1, 355 . 90 E Rt. 114 South Bound 1,133 .73 D 1,142 .70 C ---------------------------------------------------------------- Vi . Proposed Traffic Volumes A.M. Peak Hr. V/C LOS P.M. Peak Hr V/C LOS Rt.114 North Bound 1, 109 .74 D 1,148 .76 D Rt.114 South Bound 1, 151 .77 D 1, 363 .90 E --------------------------------------------------------------- VTI. Proposed Traffic Volumes W/Route 114 Widening A.M. Peak HE, V/C LOS P.M. Peak Hr V/C LOS Rt.114 North Bound 1, 109 . 37 B 1, 148 .38 B Rt. 114 South Bound 1,151 .38 B 1,363 .45 B 6 VIIT. TRAFFIC VOLUME AND EXISTING LEVELS OF SERVICE LEVEL OF SERVICE ANALYSIS The term "Level of Service" is used to describe operating conditions a driver would experience while driving on a particular street or highway. The most commonly used measures of level of service are operating speed for uninterrupted flow and amount delayed for interrupted flow. ROADWAYS Level of service "A" is frequently called "free-flow" . Traffic density is low with speed controlled by driver desires, speed limit and physical roadway conditions. There is little or no restriction in maneuverability and drivers can maintain their desired speeds with little or no delay. Level of service "B" represents stable flow with operating speeds beginning to be restricted somewhat by traffic conditions. Drivers still have reasonable freedom to select their speed and lane of operation. Any reductions in speed are not unreasonable. There is a low probability of traffic flow being restricted. Level of service "C" is still in the zone of stable flow, but speeds and maneuverability are more closely controlled by the higher volumes. The majority of drivers are restricted in their freedom to select their own speed, change lanes or pass. A relatively satisfactory operating speed is still possible. Level of service "D" approaches unstable flow. Fluctuations in traffic volume and temporary restrictions to flow may cause substantial decreases in operating speeds. Drivers have little freedom to maneuver. Driving comfort and convenience are low. Level of service "E" presents operations at even lower operating speeds than in level "D" with volumes at or near capacity of the highway. Flow is unstable and there may be stoppages of slight duration. Level of service "F" or "E*" represents forced flow operation at low speeds where volumes are below capacity. Speeds are substantially reduced and stoppages may occur for short or long periods of time because of down stream congestion. 7 JX. INTERSECTIONS The term Level of Service at intersection has the meaning as the term is used for roadway traffic. However, there are three additional factors which affect the level of service provided at an intersection: traffic delay, street queue length and probability of only one light cycle delay. Level of service "A" represents free flow condition. Intersection approach is open and turning movements are easily made. Seldom does the driver have to wait through more than one red signal. Level of service "B" indicates traffic movement becoming more restrictive and sometime affected by other drivers. Short traffic delays may be experienced. Level of service "C" indicates a stable flow with occasional back up behind turning vehicles. Average traffic delay may be experienced. Level of service "D" represents increasing traffic restriction, long traffic delays during short peak periods within peak traffic flows . Level of service "E" is characterized by long back ups, all vehicles waiting to pass through the intersection. 8 X, PEAK HOUR GAP ANALYSIS Vehicles emerging from the minor road and left turning vehicles from the major road can only do so if the available gap in the conflicting traffic streams are of long enough duration to allow them to execute their desired movement. The critical gap can be used to describe the minimum gap required by drivers affected by the intersection. 9 TABLE 32 CRITICAL GAP FOR PASSENGER CARS (IN SECONDS) Vehicle Maneuver and Prevailing Speed Type of Control 30 mph (50 kph) 55 mph (90 kph) Major Road Major Road 2 lanes 4 lanes 2 lanes 4 lanes Right Turn from Minor Rd. YIELD Control 5.0 5.0 6.0 6.0 STOP Control 6 .0 6 .0 7 .0 7 . 0 Left Turn from Major Rd. No Control 5 .0 5.5 5.5 6 .0 Crossing Major Road YIELD Control 6.0 6.5 7.0 8.0 STOP Control 7 .0 7 .5 8.0 9. 0 Left Turn from Minor Rd. YIELD Control 6.5 7 .0 8 .0 9 .0 STOP Control 7 .5 8.0 9.0 10 .0 For this analysis, the following time periods were used as the critical acceptable gap under various vehicle maneuvers: Right turn from minor road stop control 6.5 seconds Left turn from minor road stop control 8.5 seconds Crossing major road - stop control 8.0 seconds Left turn from major road no control 5.5 seconds The peak gaps have been analyzed to determine the percentage of gaps which exceed the various critical gaps noted above. This data is summarized in Table 4. 2 Transportation Research Board, National Academy of Sciences, "Transportation Research Circular Number 212. Interim Materials on Highway Capacity" (January, 1980) p. 38 10 Forbes Realty Trust Cabot Village Gap Analysis Intersection Salem Turnpike (Rte. 114) Site access Date 4/24/86 Time 7 : 00 a.m. 24, 29, 23, 27, 17, 29, 13, 42, 7, 19, 10 , 14, 11, 18, 25, 18, 24, 11, 13 , 18, 15, 12, 36, 20 , 19, 10 , 18, 21, 23 Time 7 : 15 a.m. 241 22, 19, 19, 29 , 12, 15, 7, 21, 71 8, 8, 40 , 23 , 19, 16, 17 , 11, 131 11, 6, 23, 7 , 29, 15, 22 Time 7 : 30 a.m. 131 31, 8, 20 , 10, 9, 9, 21, 18, 13, 11, 16, 7 , 16, 30 , 24, 19 , 17 , 10 , 17 , 14, 16, 6, 6, 20 , 7, 21, 9, 19 Time 7 : 45 a.m. 6, 12, 10, 11, 35, 8, 6, 12, 15, 8, 9 , 8, 30, 19 , 20 , 7 , 6, 16 , 8, 26, 15, 7, 12, 28, 8, 10, 11, 14, 6 Time 8: 00 a.m. 12, 11, 8, 6, 6, 17, 11, 6, 18, 9, 23 , 7, '27 , 8, 7, 13 , 10 , 19, 9, 16 , 19, 11, 40 , 7 , 7 , 14, 22 Time 8: 15 a.m. 7, 8, 16, 12, 8, 13 , 9, 18, 7, 25, 35, 6, 7, 22, 14, 20 , 9 , 18, 8, 18, 8, 6, 24, 10 , 15, 7 Time 8: 30 a.m. 25, 15, 61, 16, 13, 6, 15, 20, 19, 9, 12, 23 , 9, 20 , 6, 26, 15, 19, 6, 24, 31, 27 , 14, 10, 8, 25, 6, 8, 12 Time 8: 45 a.m. 7, 61 6, 7, 12, 8, 17, 7 , 18, 16, 31, 15, 30 , 6, 14, 20 , 8, 6, 16, 14, 6, 15, 19, 14, 6, 8, 11, 15, 8, 10, 16, 9, 20 , 13 , 24, 13, 6 Average a.m. peak gap 13. 6 say 14.0 sec. 11 Time 3 : 00 p.m. 25, 12, 28, 6, 15, 22, 61 14, 7, 18, 17, 12, 19, 12, 13 , 7 , 15, 29, 9, 29, 22, 8, 14, 20, 61 11, 8, 15, 37, 7 , 10, 8, 6 Time 3 : 15 p.m. 91 30 , 8, 7, 19, 16, 21, 14, 19, 17 , 19, 13 , 31, 11, 6, 24, 7, 6, 28, 9, 13, 25, 9, 6, 23 , 7 , 6, 13 , 16, 14 Time 3 : 30 p.m. 11, 9, 9, 14, 8, 8, 10 , 6, 6, 25, 14, 30 , 8, 12, 20 , 6, 61 18, 19, 17, 25, 13 , 12, 22, 7 , 11, 6, 8, 18, 20 , 23 , 25, 11, 9, 8 Time 3 : 45 p.m. 7, 21, 11, 11, 10, 6, 16, 7 , 6 , 15, 71 7, 13, 6, 11, 19, 60, 71 8, 12, 15, 14, 6, 6, 13 , 24, 16, 25, 13 , 23 Time 4: 00 p.m. 14 , 10 , 25, 17, 7, 15, 8, 6, 7 , 6, 16, 10 , 7 , 10 , 17 , 14, 10 , 18, 12, 11, 15, 14, 6, 20, 7 , 14, 7, 8, 14 Time 4: 15 p.m. 6, 12, 22, 10, 16, 10 , 19, 19, 18, 17 , 13, 27 , 6, 31, 6 , 7 , 12, 11 , 21, 8, 12, 11, 9, 7 , 17, 12, 7 , 15, 7 Time 4: 30 p.m. 8, 16, 16, 15, 11, 15, 6, 6, .6, 16, 6, 17 , 18, 14, 7, 15, 12, 6, 13 , 11, 6, 6, 61 61 7 , 13, 7 , 15, 9, 36 Time 4: 45 p.m. 6, 27, 8, 16, 7, 61 28, 6, 6, 24, 6, 6, 20 , 11, 8, 8, 8, 6, 7, 25, 6, 7 , 13, 13 , 15, 12, 6, 9, 17 , 170, 6 Time 5: 00 p.m. 21, 17 , 20, 10, 14, 15 , 7 , 22, 8, 6, 14, 8, 7, 7 , 260, 14, 7, 15, 12, 6, 13 , 14, 18, 6, 13, 7, 61 7 , 14, 9, 9 12 Time 5 :15 p.m. 6, 17, 11, 24, 10 , 18, 9, 6, 6, 6, 9, 6, 7, 16, 6, 11, 10 , 6 , 12, 6, 6, 13, 6, 7, 17, 12, 6, 8, 10, 6, 13 , 13 , 6, 7, 12, 6, 11, 6, 6, 10 Average p.m. peak gap 11.0 13 Forbes Realty Trust Cabot Village Gap Analysis Intersection Peters Street/Site Access Date 5/12/86 Time 7 : 00 a.m. 8, 150, 12, 21, 7, 14, 10 , 13 , 9, 22, 17, 8, 11, 13 , 24, 34 , 45, 15, 11, 22, 16, 8, 28, 17, 80, 21, 25, 8, 9, 10 , 6 Time 7 : 15 a.m. 22, 7, 10 , 7, 48, 7, 11, 29, 11, 6, 19, 14, 13 , 16, 15, 10 , 6, 10 , 18, 10, 12, 11, 10, 18, 5, 5, 10 , 8, 7 , 7 , 16, 7 , 6, 12, 24, 5 Time 7 : 30 a.m. 13 , 6, 12, 6, 21, 10, 29, 7, 13, 11, 8, 12, 9, 10, 14, 15, 12, 5, 6, 11, 16, 6, 16 , 11, 9, 13 , 16 , 17, 10 , 7 , 15, 13 , 12, 19, 7 , 8, 9, 15, 10 , 10 , 6 , 8, 38, 6 Time 7 : 45 a.m. 7, 18, 6, 7, 5, 16, 7, 8, 9, 10, 9, 11 , 15, 24, 19, 8, 28, 24, 6, 28, 20 , 6, 7, 8, 5, 10 , 13 , 18, 21 Time 8: 00 a.m. 6, 12, 6, 16, 6, 24, 10 , 50, 5, 24, 13 , 7, 12 , 14, 18, 7 , 6, 7 , 21, 5, 8, 15, 14, 51 19, 12, 5, 23 , 5, 8, 13 , 28, 11 , 6, 9, 15 Time 8: 15 a.m. 13 , 6, 6, 12, 17, 5, 61 12, 5, 7 , 35, 11, 6, 29 , 8, 12, 11, 12, 19, 52, 10, 6, 16, 7 , 19, 9, 8, 29, 5, 17, 5, 8, 29, 16, 33 , 250, 8, 5, 9, 6, 8, 17 Time 8:30 a.m. 7, 18, 17, 51 11, 14, 13 , 9, 8 14, 13 , 6, 8, 22, 10 , 6, 7 , 25, 14, 9, 5, 9, 7, 12, 9, 8, 6, 8, 6, 35, 15, 14, 15, 6, 15, 15, 6, 15, 24, 34, 14, 7 , 5, 16, 8, 18 Average a.m. peak gap 12.6 say 13 sec. 14 Time 8: 45 a.m. 15, 5, 5, 42, 10 , 7, 24, 13, 9, 5, 13, 12, 16, 15, 26, 28, 8, 13 , 9, 7 , 12, 9, 13 , 8, 9, 13 , 17, 51 17, 24, 6, 6 , 38, 25, 16, 16, 8, 8, 10, 28, 11 Time 3 : 00 p.m. 10 , 16, 6, 5, 12, 29, 10 , 5, 9, 15, 5 , 22, 6, 19, 17 , 12, 13 , 12, 10, 23, 28, 7, 6, 16, 12, 38, 7, 5, 11, 5, 51 10, 9, 9, 6, 8 Time 3 : 15 p.m. 13 , 17, 6, 8, 27, 5, 11, 9, 5, 9, 7, 11, 7 , 6, 8, 8, 14, 81 5, 7, 12, 7, 9, 13, 6, 8, 16, 5, 8, 12, 7 , 7, 26, 5, 7, 9, 5, 12, 6, 61 10 , 6 Time 3 : 30 p.m. 5, 11, 5, 5, 17, 7, 6, 6, 11, 6, 9, 11, 10 , 6, 8, 7 , 9, 18, 9, 6, 36, 6, 6, 10 , 6, 7 , 15, 10, 8, 8, 5, 8, 6, 10 , 10 , 8, 15 , 26, 9, 17, 13, 13 , 8, 11 Time 3 : 45 p.m. 20 , 18, 5, 5, 9, 15, 5, 5, 18, 9, 14, 9, 9, 16, 32, 25, 9, 9, 5, 9, 5, 8, 6, 9, 24, 12, 11 , 16, 8, 6, 23, 6, 9, 6, 34, 7, 8, 11, 10, 20 , 5, 6 Time 4: 00 p.m. 7, 8, 8, 7, 5, 18, 5, 13, 6, 81 16, 25, 30 , 11, 16, 9, 9, 28, 18, 5, 9, 16, 5, 18, 14, 6, 5, 24, 20 , 5, 7, 11, 10 , 6 , 8, 6, 26, 22, 6, 11, 11 Time 4: 15 p.m. 5, 11, 8, 10, 13 , 5, 7, 5, 11, 5, 8, 8, 7, 11, 40 , 14, 19, 13 , 10 , 10, 7, 7, 16, 17, 8, 8, 11, 19, 5, 8, 13 , 6, 14, 6 , 14, 17 , 10, 8, 11, 32, 14, 8, 8, Time 4 :30 p.m. 5, 7, 12, 14, 7, 7, 11, 7, 6, 9, 5, 16, 8, 18, 14, 9, 6, 10 , 20, 8, 5, 9, 5, 8, 17, 11, 15, 5, 12, 13 , 10 , 5, 16, 5, 17, 6, 7, 11, 13 , 18 15 Time 4 : 45 p.m. 6, 10 , 61 5, 17, 13 , 5, 10, 17, 5, 13 , 11, 5, 7, 18, 7 , 21, 9, 7, 14, 22, 23 , 19, 8, 16, 22, 13 , 19, 6 , 10 , 12, 8, 15, 17 Time 5 :00 p.m. 8, 9, 6, 13, 5, 11, 5, 14, 5, 8, 18, 51 8, 7 , 9, 5, 25, 17, 6 , 14, 5, 6, 7 , 8, 6, 19, 51 10 , 17 , 11, 5, 17 , 10, 61 13 , 7 , 9, 16, 7 , 7, 5 , 14, 8 Time 5 : 15 p.m. 6, 51 9, 7 , 5, 13, 7 , 23 , 9, 61 8, 9, 25, 6, 7, 8, 6, 9, 31, 10 , 7, 8, 12, 12, 7, 5, 5 , 11, 7 , 8, 24, 5, 8, 10 , 19, 9 , 71 11, 6, 18, 12, 5 Average p.m. peak gap 10 .37 say 10 16 Table 4 Gap Analysis in Seconds Vehicle Type of Control Existing* Critical Maneuver Gap Gap Peak Peak am pm Right turn from site onto Rt.114 stop control 14.0 11.0 6.0 Right turn from site onto Peters St. stop control 13 .0 10 .0 6 .0 Left turn from site onto Peters St. stop control 13 .0 10 .0 7.5 *Average peak hour gap 17 XI. Conclusions and Recommendations The proposed 50 ,000 s.f. office building known as Cabot Village, will not decrease the level of service at the intersection of Peters Street and Route 114. The gaps in Route 114 and Peters Street are adequate to allow traffic to merge from the site into the major traffic flow. The level of service for the site access to Route 114 and the site access to Peters Street will be A/A (a.m. peak/p.m. peak) and A/C respectively. Adequate site distance exists at both proposed accesses. Recommendations Provide acceleration and deceleration lanes at the proposed access drive on Route 114. As part of the M.D.P.W resurfacing project, Route 114 should be widened to provide for separate left turn lanes with separate left turn phase and provide two through lanes. Peters Street should be widened with larger turning radii . With these improvements the level of service for the intersection of Salem Turnpike and Peters Street will be increased from E/E a.m. peak/p.m. peak to a level of service of B/D,C for the proposed peak a.m. and p.m. traffic, respectively. 18 Literature Cited Institute of Transporation Engineers, Trip Generation, 3rd Edition. Transportation Research Board 1980 Interim materials on Highway Capacity Circular No. 212. Route 114 Traffic Study, May 1985, Merrimack Valley Planning Commission. Appendix A Correspondence TGi/N TOWN OF NORTH ANDOVER �tORll; ' ''-OVER MASSACHUSETTs �� 3 PLANNING BOARD Utl APPLICATION FOR SPECIAL PERMIT NOTICE: This application must be typewritten Applicant Forbes Realty Address 401 Andover St. , N. Andover, MA 01845 1. Application is hereby made (a) For a Special Permit under Section 8 , Paragraph 12 of the Zoning By-Law. 2. (a) Premises affected are land x and buildings x numbered 57 Peters _Street. (b) Premises affected are property with frontage on the North x South® East x West side of Peters St. & Rt.114 Street, and known as No. = Peters St. Street. 4 (c) Premises affected are in Zoning District 13-4 , and the premises affected have an area of 124, 482 s.f. and frontage of 232.31 feet. 3. Ownership- (a) Name and address .of owner (if joint ownership, give all names): Trustees of the First United Methodist Church of North Andover Date of purchase unknown Previous Owner unknown (b) If applicant is not owner, check his interest in the premises: Prospective purchaser x Lessee Other (explain) 4. Size of proposed building- 100 + front; 330 ± feet deep Height: 2 1/2 stories; 51 + feet. (a) Approximate date of erection Summer 1986 (b) Occupancy or use (of each floor) Office, Medical center (c) Type of construction Wood 5• Size of Existing Building: N/A feet front; feet deep Height: stories feet. (a) Approximate date of erection (b) Occupancy or use (of each floor) (c) Type of construction 6— Has'there been a previous application for a Special Permit from the Planning Board on these premises? no If so, when 7. Description of purpose for which Special Permit is sought on this petition: As required under Section 8 Renuirement 17 of the Town bylaws this application is being submitted to construct a proposed office building in the Business 4 District Zone (B-4) (over) a. Deed recorded in the Registry of Deeds in Book 1125 Page 176 or Land Court Certificate No. Book Page 9. The principal points,upon which I base my application are as follows: (must be stated in detail) To construct a proposed 50,000 s.f. business, professional, medical center, office complex etc. on 124,482 s.f. of property owned by the First United Methodist Church, . in. conformance to the Town of North Andover Zoning bylaws Section 8, Para. 12. I agree to pa y for advertising in newspaper and postage fee for mailing legal notices to "P, -ties i rest". (Petitioner'sZ- Z signature) PKiTb in Every ap ication for action by the Board shall be made on a form approved by the Board. These foAs shall be furnished by the Clerk upon request. Any communication purporting to be an application shall be treated as mere notice of intention to_seek relief until such time as it is made on the official application form. All information called for by the form shall be furnished by the applicant in the manner therein prescribed. Every application shall be submitted with a list of "Parties in Interest" which shall include the petitioner, abutters, owners of land directly opposite on any publio or private streeto'.or way.and abutters to the abutters within three hundred (300) feet of the property line all as they appear on the most recent applicable tax list, notwith— standing that the land of any such owner is located in another city or town, the Plan— ning Board of the town and the planning board of every abutting city or town. LIST OF PARTIES IN INTEREST NAME ADDRESS Red Squire Realty Trust 233 Needham St., Newton, MA 02164 c/o L&L N.A. Trust Richard S Dorothy Nolin 187 Turnpike St., N. Andover, MA 01'845 Joseph b Eileen McManus Peters St., N. Andover, MA 01845 Francis 6 Katherine Holmes 163 Turnpike St., N. Andover, Ma 01845 Lawrence Eagle Tribune 100 Turnpike St., N. Andover, MA 01845 Victor Hatem 127 Turnpike St., N. Andover, MA 01845 Eiieen P. Donovan 35 Peters St., N. Andover, MA 01845 ✓Alfred & Eleanor Montgomery 102 Peters St., N. Andover, MA * 01845 John 6 Annette Royal 111 Peters St., N. Andover, MA 01845 Ethel A. Donovan 25 Peters St., N. Andover, MA 01845 x Hillside Realty Trust 14 Chickening Rd. , N. Andover, MA 01845 X Robert 5 Deborah Chipman 30 Brewster St., N. Andover, MA 01845 x' Robert H. Marion 36 Brewster St., N. Andover, MA 01845 X Stephen P. Lannan 38 Brewster St., N. Andover, MA 01845 ADD ADDITIONAL SILEEPS, IF NECESSARY. #170 APPLICATION FOR PERMIT TM COKKOWULTH of MASSACWSWM mfimmm or PMIC Was 100 As BOSTON., KASSACHUSETTS May 28 19 86 TO Sherman Eidelman D t � Histr ct Engineer 485 Maple Street Danvers , MA Dos.r Sir: Forbes Realty Trust The w3deralped,, North Andover MA of .. ................:............................, a bymakes application for permission access a parcel of land at the intersection of Rt. 114 and Rt. 133 in to ........................................................................................ North Andover. The parcel is located at the most northerly corner of the ........................................ .......................... ...................... intersection and is now vacant. The development will consist of 50 000 s . f. of office space. Access on to Rt. 114 will be right turn enter & exit only (see attached site plan) . The project proposes a detention basin to control .......................................................................................... the rate of runoff. The outlet of the basin will tie into existing drainage on ...-...........................-... ......................................... ....... ...... Rt. 114 (see attached drainage study) . Proposed access to Route 114 is at ............................ .............. ............................................... Station 13+00 approximately. North Andover o Ut No. ®.114®®®®® o thet City/ of .... ....... ... . 3 h ... �,................. ....... 000*0 Uiling Add or s Realty Trust 401 Andover St. , North Andover, MA 01845 Telephone No;. ................................................ 3T this t is to be issued one other than a mAnicipalit7 or xtilit7 the application ont be signed by the r of the abuttingy or said owner must indicateof this applicationby signing belm. ............ This a ion, in duplicate.9 is--to be forwardedthe of Righmw Zmgixssr im ymw area. fte reverse aid* for addresses of District Offices HMD-008 DISTRICT #5 OFFICE 485 MAPLE STREET, DANVERS 01923 No . Andover Route 114 at Peter St. Office Park February 20, 1986 Mrs. Karen Nelson Town Planner Town Hall No. Andover, Ma. 01845 Dear Mrs. Nelson: Our comments on the Kamiski plan for proposed Office Buildings at the corner of Peter Street and Route 114 are as follows: We request that the Permit Plan, that would be submitted to the Department include; our base line Stations referenced to their proposed Route 114 widening; hydraulic computions must be submitted to justify entering State Highway drainage; a traffic Impact Study should be made and an Environmental Notification Form filed with the Office of Environmental Affairs. State Permit approval can not be granted until the MEPA unit clears the project. We would also recommend revising the two-way entrance at Peter Ste with proper radius configuration. The traffic study may deem that a left turn lane may have to be constructed by widening Peter St. The present roadway edges and drives on the easterly side of Peter Street should be shown. We are in agreement with the concept of the decel-accel lanes and the right turns only into and out of the complex at the route 114 entrance. Very tru_ v T s; C� C� C50�IC Sherman Eidelman '! D District Highway Engineer I FEB 2 4 119 S ! JDA/pl PLANNING ARD y0R71y ee'� �0yQ'4 �cD'!16�1ARD OF HEALTH .rQQL ....,.T. ,,. .. ���a >•': 120 MAIN STREET �'9SStC14U5E44y NORTH ANDOVER, MASS. 01845 TEL. 682-6400 Feb 10, 1986 North Andover Planning Board North Andover Re : Hardtcourt Village Mass . Gentlemen: • I have reviewed the plans for the proposed office park. Since the building will be served by town sewerage and adequate provisions seem to have been made for handling runoff, I have no ob- jection to its construction. Sincerely yours , Michael Graf, R.S . ® Health Inspector mg; mJ P o� 9 NORT{y Of tte° b tip 4. ? ° O p NORTH ANDOVER FIREDEPARTMENT F y CENTRAL FIRE HEADQUARTERS ' -),I Main Street ��ssgc`Husti rtii Andover, Mass. 01845 _LIAM V. DOLAN Tel. (617) 686-3812 hief of Department :.`-I i To: No. Andover Planning Board ��J//� From: Chief Dolan PLANNING Pei '! ' ' j Re : Hardtcourt Village/Peters Street & Route 114 Date: February 10 , 1986 I have reviewed the plans on Hardtcourt Village and have the following recommendations : 1 . The name "Hardtcourt Village" should not be used as it conflicts with another subdivision "Hardtcourt Estates" which is off Great Pond Road at the old Campion Hall site. 2 . The building must be fully sprinklered in accordance with MGL Chapter 148 Section 26G and plans for the system must be submitted to the Fire Chief for approval prior to install- ation. These plans must be from a recognized sprinkler installer. 3 . A complete fire detection system must be installed by a recognized fire alarm installer; to include, but not limited to, a master control panel, annunciator panel, zone indicator, outside indicating strobe lights , a master fire alarm box, local alarm, horn-lights, heat detectors, smoke detectors, water flow switch from the sprinkler system and double action pull stations . Plans for the detection system must be submitted to the Fire Chief for approval accompanied by equipment specifications for the fire detection equipment to be used. 4 . The sprinkl&r system must include the Fire Department connection, in -a location approved by the Fire Chief, and either a manual water motor gong or a water flow alarm bell which is connected to the battery back-up system of the fire detection system. 5 . The fire alarm contractor will work with the fire department regarding installation and location of the master fire alarm box and connection of the alarm system to the municipal system. "SMOKE DETECTORS SAVE LIVES" y.kORTH Of Stye° 6'�OL p pNORTH ANDOVER FIRE DEPARTMENT *;° < ` ^* CENTRAL FIRE HEADQUARTERS - - 124 Main Street s .r��g5 North Andover, Mass. 01845 ACHUS ILUAM V. DOLAN Tel. (617) 686-3812 Chief of Department 2m 6. If elevators are installed, the elevator installer shall provide the fire department with training in the elevator equipment prior to anyone taking occupancy of the building. 7m In accordance with the Fire Lane By-Law, fire lanes shall be located and marked in the following locations : 1 . On the Turnpike Street side along the area between the two parking areas . 2m In the rear on the church side along the area between the two parking areas. - 8 . An additional fire hydrant is needed at the entrance from Peters Street and the water system should be looped from Peters Street to Route 114 . 9m For reasons of public safety, temporary occupancy should not be allowed. Copies of •both the Fire Lane By-Law and Fire Alarm Installation are attached. William V. Dolan, Chief ,. "SMOKE DETECTORS SAVE LIVES" AMENDMENTS TO THE TOWN BYLAWS ( 53-59) Article 53.. ADOPTION OF A FIRE LANE BYLAW. To see if the Town will vote to add to the Town Bylaw a new section under Public Safety: Fire Lanes Upon determination by the Fire Chief that fire canes are necessary for the protection of the lives or property of the public in an area to which the public has access, the owner, or the person having control of such premises, shall provide, install, and maintain "No Parking-Fire Lanes" signs and striping in the location designated by the Fire Chief . 1 . It shall be unlawful to obstruct or block a private way . ...tq, an area , to which the public has access so as to prevent fire apparatus or other emergency equipment from gaining access to any building thereon. 2 . It shall be unlawful to obstruct or park any vehicle in any fire lane, such fire lane to be designated by the Chief of the North Andover Fire Department. These fire lanes to be posted and marked as such. Said fire lanes ,shall include a distance of twelve ( 12 ) feet• from the curb at a sidewalk or in the absence of sidewalks and curbings, the distance shall be eighteen ( 18) feet from the building. The properties involved shall be shopping centers, apartment complexes, hospitals, nursing homes, theaters •and schools or other areas to which the public has' accesb. 3 . These traffic regulations are enforced by the Police Department of the Town of North Andover carrying a fine of ten dollars per ticket. 4. If vehicles are impeding access of emergency vehicles, the Police Department shall have the authority to tow such vehicles to a storage facility designated by the North Andover Police Department. Such towing charge to become the responsibility of the owner of towed vehicle. Petition of the Fire if and Police Chief -_ aOKTh 9 ``v Leo °®• '�+� CENTRAL FIRE HEADQUARTERS ° 124 Main Street Sacwus North Andover, Mass. 01845 ILLI.�M V. DOLAN Tel. (617) 686-3,812 Cn;, r nl£�up��trricnt INSTALLATION OF MASTER FIRE ALARM BOXES FOR CONNECTION TO THE MUNICIPAL FIRE ALARM SYSTEM Proposed plans for any detection system, which is to activate a Master Fire Alarm Box, shall be submitted to the Chief of the department and no installation work, preliminary or otherwise, shall take place until the plans receive his approval. Note: The plans submitted must include the proposed location and position of the Master Box. The plans shall also include descriptive literature for the interior detection system, showing technical specifications of performance and response character- istics . When approval has been granted, installation may proceed, subject to the following conditions : All work and material shall conform to the provisions of NFPA National Fire Codes, Pages 1221-16 through 1221-17 , Sections 3-1 . 7 ; 3-1 . 8; 3-1. 9 ; 3-1 . 10 ; 3-1 . 11 ; 3-1 . 12 and be subject to inspection and approval by the Fire Chief and the offices of the North Andover Electrical and Building Inspectors. The owner/contractor shall purchase a Gamewell Three Fold, Local Energy Master Box, catalog No. 9001 , for exterior surface mounting or catalog No. 9103B for flush mounting; having first obtained a box number from the Fire Chief. No substitutions are acceptable, and used or rebuilt boxes will not be approved. The owner/ contractor shall bring all interconnecting wiring.. from "the Master Box to the nearest pole, on which municipal alarm system wiring already exists. (see note 1) Aerial conductors shall be no smaller than #10 gauge insulated solid copper. Underground conductors shall be no smaller than #12 gauge insulated solid copper. Interior wiring from the box to the Fire Department conductors shall be no smaller than #14 gauge insulated solid copper and shall be run in metal conduit and fittings . ,Front undergound the wiring shall be taken up the pole in rigid metal conduit; through a weatherhead, to a point between six and twelve inches above the municipal system wire and with at least four feet of free wire beyond the weatherhead. "SMOKE DETECTORS SAVE LIVES" NORTH ANDOVER FIRE DEPARTMENT CENTRAL FIRE HEADQUARTERS 124 Main Street North Andover, Mass. 01845 00LAr\1 Tel. (617) f,s7- �. . MASTER FIRE ALARM BOX INSTALLATION Page 2 The installing contractor shall assume full responsibility for the mechanical and electrical integrity of the work. The Master Box "Ground" terminal shall be connected to "Water Pipe Ground" with a solid copper conductor, no less than #10 gauge or to "Earth Ground" , using Gamewell Grounding Assembly, catalog No. 7204 . It shall be the responsiblity of the owner/contractor that all connecting wiring maintain electrical integrity, with no open circuits, grounds, leakage or other faults . Connection to the Municipal System will not be permitted if any faults exist and the owner/contractor has the permanent responsibility for the main- tenance of all such wiring. If faults develop after installation, correction must be made by the owner/contractor. The Fire Chief may, upon notification, .disconnect the Master Box from the Municipal System until proper corrections are made. The Fire Chief shall be notified when the alarm box is ready for connection to the Municipal System, such connection shall be made ONLY by Fire Department Personnel. No owner/contractor is permitter' to make this connection, unless special permission is granted by the Fire Chief. Note 1 : Installations which require an extension of the existing municipal wiring may be made through special arrangement with the Fire Chief Note 2 : Special permission, special arrangements, alterations of or exceptions to these requirements or other matters shown to be within the jurisdiction of the Fire Chief may, in his absence, or at his option, be handled by the Superintendent of Fire Alarm. February 10 , 1986 William Dolan, Fire Chief 1 1221 I G PUBLIC FIRE SERVICE COMMUNICATION SYSTEMS interpret the pressure readings and who has authority to ;g have the indicated abnormal condition corrected. 3-1.9.1.3 Natural rubber-sheathed cable shall not be used where it may be exposed to oil, grease, or other 3-1.7 Circuit Construction,and Arrangement. substances or conditions which may tend to deteriorate 1-1.7.1 The National Electrical Safety Code, National the cable sheath. Braided-sheathed cable shall be used Bureau of Standards Flandbook.H30, shall be used as a only inside of buildings when run in conduit or metal s. gimle for the installation of outdoor circuitry. raceways. : 3-1.7.2 All installations shall be protected against 3-1.9.1.4 Other municipally controlled signal wires Lcmage due to mechanical injury, fire, falling walls, may'be installed in the same cable with,fire alarm wires. floods, corrosive vapors or other causes. Cables controlled by, or containing wires of, private sig- naling organizations can be used for fire alarm purposes 3-1.7.3 Open local circuits within single buildings are only by permission of the'authority having jurisdiction. : permitted for the operation of alerting devices and alarm equipment additional to that required by the standard. 3-1.9.1.5 Signaling wires which, because of the source of current supply, might introduce a hazard, shall be pro- p: 3-1.7A All circuits shall be so routed as to permit ready tected'and supplied as required for lighting circuits. era( big of circuits for trouble. F < 3-1.9.1.6 All cables, when installed, with all taps and 3-1.7.5 Circuits shall not pass over, under, through, or splices made, but before connection to terminals, shall be he attached to buildings or property which are not owned tested for insulation resistance.Such te'sti shall indicate , hy, or under the control of, the municipality or the an insulation resistance of at.l'ease 200 megohms per mile ' agency responsible for maintaining the system. between any one'conductor and all others, the sheath, , and ground. �-1.7.6 Alarm instruments installed in private buildings 3-1.9.2 Underground Cables. �+ shall be on circuits separate from box and dispatch cir cults• 3-1,9.2.1.. Underground cables in duce or direct burial .x shall be brought aboveground only at points where liabil- 3-1.8 Circuit Conductors — General. ity of mechanical injury, or of disablement from heat in- 3-1.8.1 Wires shall be terminated so as to provide good cidenr to fires in adjacent buildings,.is minimized. 4 electrical conductivity and prevent breaking from vibra- tion or stress. 3-1.9.2.2 Cables shall be in duct systems and manholes a:- containing only low-tension signaling system conductors, t-, " 3-1.8.2 Circuit conductors on terminal racks shall be low-tension secondary power cables, or both. If in duct identified and isolated from conductors of other systems systems or manholes containing power circuit conductors whenever possible and.shall be suitably protected from in excess of 250 volts to ground, fire alarm cables shall be y mechanical injury: located as far .as possible from such power cables and shall be separated from them by a noncombustible bar- 3-1.8.3 Except as otherwise provided herein, exterior rier or by such other means as may be practicable to pro- h= cable and wire shall conform to International Municipal tect the fire alarm cables from injury. , final Association specifications or equal. Faception: Where circuit conductors are provided by a 3-1.9.2.3 All cables installed in manholes shall be prop- public utility on a lease basis, International Municipal erly racked and marked for identification. Signal Association (I.M.S.A.) specifications shall not 11 , 3-1-9.2.4 All conduits or ducts entering buildings from ti r underground duct systems shall be effectively sealed 3-1.9 Cables. against moisture or gases entering the building, f< 3-1.9.1 General. 3-1.9.2.5 Cable joints shall be located only in <. 3-1.9.1.1 Cables which meet the requirements of Arti- manholes, fire stations, and other locations where proper t Ir 310, NFPA 70, National Electrical Code, for installa- accessibility is provided and where there 1% little liability tion in wet locations are satisfactory for overhead or of injury to the cable by falling walls or by operations in underground installation except that direct-burial cable the buildings. Cable joints shall be so made as to provide ", t shill be specifically approved for the purpose. and maintain conductivity, insulation, and protection at least equal to that afforded by the cables which are joined. a• :3-1.9.1.2 Paper or pressed pulp insulation is not con- Cable ends shall be sealed against moisture. sidcred satisfactory for emergency service such as a fire ' alarm system, except that cables containing conductors 3-1.9.2.6 Direct burial cable, without enclosure in with such insulation may be .acceptable, if pressurized ducts, shall be laid in grass plots, under sidewalks or in with dry air or nitrogen. Loss of.pressure in cables shall other places where the ground is not apt to be opened for be indicated by a visual or audible warning system other underground construction. if splices are made, ^ located where someone is in constant attendance who.can such splices shall, where practicable, be accessible for in- �tY: DISPATCHING SYSTEMS : 1221 1 7 spection and tests. Such cables shall be buried at least 18 3-11.12.3 Conductors shall have an approved insulation; in. (0.5 m)deep and, where crossing streets or other areas the insulation or other outer covering shall be Moir- likely to be opened for other underground construction, retardant and moisture-resistant. shall be in duct or conduit, or be covered by creosoted planking of at least 2-in. (50-mm) by 4-in. (100-mm) 3-1.12.4 Conductors shall be installed as far as possible blanks with half-round grooves, spiked or banded without joints. Splices will be permitted only in junction tovrther after the cable is installed.° or terminal boxes. Wire terminals, splices, and joints shall conform with NFPA 70, National Electrical Corp•. 3-1.10 Aerial Construction. 1-1.10.1 Fire alarm wires shall be run under all other 3-1.12.5 Conductors bunched together in a vertical ruts wires except communication wires. Suitable precautions connecting two or more floors shall have a flamr- shall be provided where passing through trees, under retardant covering sufficient to prevent the carrying; of bridges, over railroads and at other places where injury or fire from floor to floor. This requirement shall not apply deterioration is possible. Wirers and cables shall not be at- if the conductors are encased in a metallic conduit, or tithed to a crossarm carrying electric light and power located in a fire-resistive shaft having fire stops at each wires, except that circuits carrying up to 220 volts for floor. municipal . communication ''us6 are permitted: Such 220-volt circuits shall be tagged•,or otherwise identified. 3-1.12.6 Where cables or, wirings are exposed to - unusual fire hazards, they shall be properly protected. 3-1.10.2 Aerial cable shall be supported by messenger . . wire of adequate tensile strength, except as permitted in 3-1.12.7 Cable terminals and cross-connecting facilities 3.1.10.3. shall be located in or adjoining the operations room. :1-1.10.3 Two conductor cable shall be messenger 3-1.12.8 When signal conductors and electric light and supported unless it has conductors of No. 20 AWG or power conductors are run in the same shaft, the light and larger size and has mechanical strength equivalent to No. power conductors shall be in conduit. 10 AWG hard-drawn copper: 3-1.10.4 Single wire shall meet International Municippal Signal Association specifications,and,shall not be'smaller than No. 10 Roebling gage Kof galvanized iron or steel, No. 10 AWG if.of hard-drawn copper. No. 12 AWG if of approved copper-covered ,kAteel, , .or. :No; 6 AWG aluminum. 5pan lehgths shall not exceed.manufacturers' recommendations, 3-1.10.5 Aerial wires tp buildings shall'contact only in- traded supports and shall,'Onter through an approved weatherhead or suitable sleeves slanting upward and in- ward. Drip loops'shall be formed on wires outside of buildings. 3-1.11 Leads Down Poles. 3-1.11.1 Leads down poles shall be protected against mechanical injury. Any.metallic covering shall form a continuous conducting path to ground. Installation shall in all cases be such as to prevent water from entering the conduit. 3-1.11.2 Leads shall have 600-vglt insulation approved for wet locations, as defined in NFPA 70, National Elec- trical Code. 3-1.12 Wiring Inside Buildings;. 3-1.12.1 At the Communication:Center, conductors shall extend as directly as possible to the operating room. in conduits, ducts,shafts, raceways or overhead racks and troughs of a type of construction affording protection against lire and mechanical-injury. .12.2 All conductors inside buildings shall be in con- d„it, electrical metallic tubing, metal molding, or raceways. Installation shall be in accordance with NFPA 70, National Electrical Code. e a d�c�ea�C d ,ad�acfirc�PCCs C�xeacCc�e ���ce a nV(1 K4)lmeNfCL1 -_2? 0 '00 7��m�rtc��r e J�ree� �asf n, �,2�Larizac�iec�e�� 0.2,20,E MICHAEL S. DUKAKIS GOVERNOR JAMES S. HOYTE '! SECRETARY MAY - 5 '!" j I TO Distributio FROM : Nancy Baker KJ DATE : April 30 , 1986 RE : EOEA# 6015 Cabot Village An Environmental Notification Form has been received on the Cabot Village project . The Secretary of Environmental Affairs must issue , by May 22 , 1986 a decision as to whether an Environ- mental Impact Report is required and , if so , must determine an appropriate scope for the EIR. This decision will be based on the potential for and significance of the environmental effects of the project . To assist the Secretary in this decision, a consultation meeting will be held to gather advice and comments from agencies , officials , and citizens . This meeting has been scheduled for : DATE : May 16, 1986 TIME : 10 AM PLACE : on site , Route 114 and Peters St . No . Andover The meeting agenda will include a brief description of the project by the proponent , a period for questions and answers , and a period of open discussion. Written comments , which are encouraged, will be welcome prior to May 13 , 1986 . Please feel free to telephone me at 727-5830 for information on the meeting, the project , or the review process . NFB/nb Z F (::J�7 z n� Y � DISTRICT #5 OFFICE �1 485 MAPLE STREET, DANVERS 019-3,7 No. Andover Cabot Village Rte. 114 @ Peter St. ECEA #6015 I. William Place P.E. Richard F. Kaminski and Assoc.Inc. 200 Sutton Street No. Andover, Mass.01845 Dear Mr. Place: The District has reviewed the Traffic Impact study for the Cabot Village Complex, received on June loth. The following comments are appropriate: 1. Existing 1986 Traffic Volumes appear to be the same as the M.V.P.C. 1984 Counts with no growth factors applied. Current counts should be taken. 2. There is no back-up data for the existing gap analysis. 3. The Traffic generation and assignment should be further detailed. 4. The proposed driveways and accel-decel lanes should be designed to accomodate our future widening. 5. The Route 114 driveway should be designed to F H W A guidelines with appropriate signing to prohibit left turns (copy attached) 6- The Peters Street driveway does not meet our standard width for or exit radius. Please resubmit to reflect the above comments. Very truly yours, Sherman Eidelman District Highway Engineer JD'A/as cc: NB �M i } Appendix B Turning Movements Critical Movement Analysis Using 1984 M.V.P.C. Traffic Counts The employment and gross building area have dependent variable to utilize for calculating a high correlation to vehicle trip making. trips. However, since the number of parking spaces Office buildings have been grouped into three is usually based upon the size of the building,it size categories for estimating trips because is believed that parking spaces should not be small office buildings tend to have a higher used as a predictive independent variable. generation rate than large office buildings.The If both employment and gross building area following table summarizes the buildings and are available for calculating trips, an assess- trip rate characteristics: ment should be made to determine which in- OFFICE RULDING AND TRIP RATE CHARACTERISTICS Building Size Under 100,000 100,000 to Over 200,000 G.S.F. 199,999 G.S.F. G.S.F. Average Weekday Vehicle 17.7/1,000 G.S.F. 14.3/1,000 G.S.F. 10.9/1,000 G.S.F. Trip Ends Rate (AWDVTE) 3.7/Employee 3.8/Employee 2.9/Employee Percent A.M. Enter 12.0% 12.5% 17.7% of A.M. Exit 2.1 1.5, 1.8 AWDVTE P.M. Enter 2.3 2.8 2.2 P.M. Exit 13.6 11.4 16.5 Employee Density 4.7/1,000 G.S.F. 4.2/1,000 G.S.F. 3.1/1,000 G.S.F. 1,000 G.S.F./Acre 8.1 10.0 — Note: G.S.F. = Gross Feet of Building Area A.M.and P.M.refer to the A.M.and P.M.peak hours of the adjacent street system. The curve in Figure I is a reasonable summari- previous table and the following trip genera- zation of the average weekday trip rate per tion rate tables. 1,000 gross square feet of building area for The generation rate for sites with more than buildings ranging up to 1,000,000 gross square feet of area. It is recommended that the aver- one general office building should be deter- age weekday trip rates be obtained from this mined on the basis of the total gross square feet curve and the peaking characteristics from the of all buildings on the site,except when build- ings are totally isolated from one another. Rev. 1982 TUR MOq%/F=m -F SU m m AF?Y Route 114 at Route 1= North Andover 4/22S/84 7: 00 a. m. to 9: 00 a. m. 1 S 9 8 4 2 6 3 11 7 Route 133 E3 Route 114 NB Route 133 lib Route 114 SB L S R L S R L S R L S R End ti®e 1 2 3 T 4 5 6 T 7 8 9 T 10 11 12 T TOTAL 7:15 6 18 24 48 11 134 0 145 1 54 18 13 5 201 3 209 475 7:30 9 21 27 57 23 159 0 182 . 2 57 21 80 5 234 2 241 560 7:45 9 20 28 57 19 217 0 238 2 51 33 86 . 7 309 3 319 700 8:00 12 36 45 93 28 225 1 254 8 53 41 102 . 6 292 4 302 751 9:15 it 26 21 58 22 230 0 252 6 62 34 102 17 220 5 242 654 9:30 2 17 23 42 18 197 3 218 3 57 35 95 20 206 6 232 . 587 8:45 2 28 27 57 . 17 162 2 161 . 3 39 37 79 22 164 8 194 511 9:00 12 39 26 77 19 154 2 175 4 52 M 91 16 156 4 176 519 TOTAL 63 205 221 489 157 1480 8 1645 29 425 254 708 98 1782 35 1915 4757 PEAK HOUR 34 99 117 250 87 871 4 962 . 19 223 143 385 . 50 1027 18 1095 2692 7:30- 8:30 PEAK HOUR FACTORS 0.672 0.947 0.944 0.858 MVPC w w 4k* cr F_ 0 0 1050 ( 943) 1095 (1052 ) ROUTE 114 962 ( 1127) 1048 ( 1225 ) to LEGEND : W) co A.M . PEAK w cr_ P. M . PEAK w a. RICHARD F KAMINSKI a ASSOCIATES,INC. -PEAK HOUR TURN ING MOVEMENTS ENGINEERS,ARCHITECTS,LAND PLANNERS EXISTING TRAFFIC AND SURVEYORS 200 SUTTON ST. - NO.ANDOVER, MA. SALEM TURNPIKE (RT 114) Sc PETERS ST. DATE : JUNE 1986 CABOT VILLAGE - NO. ANDOVER , MA. T UR I "CE; MC) E::ME—= SUMMARY Route 114 at Route 17' North Andover 4/25/1984 —:7: 00 P.m. to 6:00 P . m. L 91 5 8 4 2 6 3 11 7 Route 114 EB Route 133 KB Route 114 Y8 Route 133 SB L 5 R L S R L S R L S R End tiee 1 2 3 T 4 5 6 T 7 B 9 T 10 11 12 T TOTAL 15:15 35 170 3 208 . 14 43 39 96 11 144 0 155 3 53 24 80 539 15:30 38 161 4 203 18 44 18 80 20 199 2 221 . 4 55 36 95 599 15.45 35 152 7 194 , 24 58 22 104 25 217 3 245 5 44 39 88 631 16:00 36 164 7 207 24 58 20 102 16 203 3 2:2 5 37 42 84 615 16:15 24 160 5 189 31 34 20 85 25 213 2 240 4 27 24 55 569 16:30 41 198 3 242 . 18 67 23 108 9 233 5 252 6 46 36 88 690 16:45 48 190 5 243 27 36 26 89 29 259 5 293 4 61 29 94 719 17:00 36 188 4 228 22 54 21 97 19 234 2 255 4 46 25 75 655 17.15 59 236 5 300 28 56 25 109 24 287 2 313 5 48 28 81 803 17:30 72 208 1 291 17 56 27 100 25 241 0 266 9 43 28 80 727 17:45 61 M 2 278 18 58 23 99 20 233 1 254 2 42 26 70 701 18:00 49 iS2 3 234 18 29 23 70 19 185 4 208 6 39 39 84 596 TOTAL 534 2224 49 2807 . 259 593 287 1139 242 2653 29 2924 57 541 376 974 7844 PEAK HOUR 215 M 15 1052 94 202 99 395 97 1021 4 1127 22 198 110 330 2904 16:30-17:30 PEAK HOUR FACTOn 0.877 0.906 0.900 0.878 MVP C Critical Movement Analysis: OPERATIONS AND DESIGN Calcula' tion Form 2 Intersection P5-Tr--rz6 -:5A-L-etA Tu pl esign our Problem Statement L vrL, 0 F- 6-R,­/I c Step 1. Identify Lane Geometry Step S. Develop Passenger Car Step 8. Step 9a. Approach 3 Volumes (PCV) in pch Calculate I Approach 3 Lane S. 12: RT = 119 Adjusted Volumes Volumes TH = 01 Total Adjusted No. PCV Move- PCV I PCV of per I-J!7 cli LT = ment (Step 7) U W (U-W-PCV) Lanes Lane L - --- ----- cc _J Af 10-11 I I,a 1050 1 105C 0 8. cl I Z < A?- 2 CL CL cl (,,5 1.0 341 1 341 Approach V f .62 349, 1 110 S49, TH =LT = 1 T 7-11D I Step 2. Identify Hourly Volumes RT = (H ) in vph M Approach 3 Approach 4 {IT = 11-7 J�H = 022" Step 6. Calculate Period Volumes Step 9b. Volume Adjustment for LB= CT = _34 (PV) in pch Multiphase Signal Overlap Er Possible Volume Adjusted Approach 3 PHF = Probable Critical Carryover Critical C1.1 0 T= Z '/1 L" Phase Volume to next Volume ITS RT= in pch phase in pch 2 LB= T P 11 It It 11 TH = LB= < U_ cI LT = 41 a' 1: < 01 LT = ) t,T 0/1 4 U Il TH = 4Z-3 LB= Z_ It 11 It RT = aI IAA- a Approach 4 < Step 3. Identify Phasing A.. F!;, Al _�A3 LT PHF A TH = U_ Step 10. Sum of Critical A2�A4 Z-5-1 :r M �- B1 f—B3 I RT = Approach 4 0- Volumes Step 7. Turn Adjustments Zf) t_3,4 0 , B2 J B4 1. - \4-1-7 pch Step 4. Left Turn Check Approach 4 Approach Step 11. Intersection Level of 1 2 3 4 Movement At B-L AJ-,, A354 A4153 Service a Number of Turn I- -L L P_ L (compare Step 10 with Table 6) change intervals 4P5 4 G., q5 4z5 Turn volume zi AL7 ZJ per hour (PV from Step 6) lo* (0 A[ ('0 b.Left turn capacity F�9 on change interval, -10 C70 O 070 ago pposing vol. in in vph vph from Step 2 C.G/C -50 0 Ped. vol/hour Step 12. Recalculate Ratio PCE LT from d.Opposing volume Table 3 Geometric Change in vph c.Left turn LT vol, in pch to30 -77- 1?- 0 Signal Change capacity on z.;64 -314 PCE RT from green, in vph Table 4 1 1.0 1.0 1•0 1°0 Volume Change f.Left turn capacity in vph 020 o)o 3Z4 RT vol. in pch *.0 zi IAO V -zi4 (b*e) TH vol.in pch 10/45 1% Comments g.Left turn volume from Step 6 in vph 5;c, Total PCV in pch 1&5;0 IZ54.. 2!501 Z6 I, h.Is volume >cat pac- ( ityg>f)-, (PS -7 O Z IS 60 _ Critical Movement Analysis: OPERATIONS AND DESIGN Calculation Form 2 Intersection �-T��`' `Jrr�'��l`6' '1P1K� Design Hour Problem Statement Step 1. Identify Lane Geometry Step 5. Develop Passenger Car Step 8. Step 9a. Approach 3 Volumes (PCV) in pch Calculate Approach 3 Lane p _ i RT = 101 Adjusted Volumes Volumes ZO Total Adjusted \'PCVI TH =_� Move- PCV PCV of per N F- = F LT = 55' merit (Steo 7) U W (UxWx PCV) Lanes Lane i o hA.LEM �i.1126�PtK-� o Q 11 N Z t 6 A&A 1 )•d 46-4 a ° AZ 11&(.o 1 )c>40) 1®Aa) 1 C. a Q 51 310 1 •0) 7.19 Z7� 1►3Bq 5$� t t•o �87 Approach 4 LT = 22-2 ri�1 TH A4 F, 4Z1. 1 1 O 42.7- AZT Step 2. Identify Hourly Volumes 11 RT = �— (H V) in vph � � a:Approacho3 BT _ bpJ Approach 4 T=Z /o �TH = Zoz Step 6. Calculate Period Volumes Step 9b. Volume Adjustment for LB= LT = (P V) in pch Multiphase Signal Overlap �- -d Possible Volume Adjusted Approach 3 PHF = Probable Critical Carryover Critical T _/f / Icv ® 5�1 Phase Volume to next Volume L 4 /!2 L RT =_��� in pch phase in pch U U _ o LB= T=Z qo o TH = n. 2 a: J LT = 113 LB= Q a LT = 2'L T TH = 1'90 LB=— N o o Y u u u t1 a RT = I t a H 2 a C. Approach 4 J - L Q Q Step 3. Identify Phasing PHF = $5 co 3 Al - A3+ LT =—Z(0 TH = Z3 u. = a Step 10. Sum of Critical w � A 1as� a A2r-A4 a �—�'J RT = t32 Approach 4 ~ � Volumes aBl i-63--i Step 7. Turn Adjustments - B2 J B4 L.- = 18'713 pch Step 4. Left Turn Check e oath Approach 1 2 3 g Step 11° Intersection Level of a. Nu ber of 1 2 3 4 Movement A,13Z AL'5,A'S154 A413's Service m Turn chanac intervals Ae� 4j 45 t-j Turn volume it R �' " L lZ �- (compare Step 10 with Table 6) per hour (PV from Step 6) " NO Is I" 13Z r� b. Left turn capacity Z�JS It�7 ZV G on change interval, 90 �jv �lv ajD Opposing vol. in in vph vph from Step 2 15151 103® 3o8 30I c.G/C 50 Ped. vol/hour — — — -- Step 12. Recalculate Ratio PCE LT from d.Opposing volume 8 , 103� ?jo`g Table 3 4'0 1°2- Z,O Z•0 Geometric Change in vph 3 e. Left turn LT vol. in pch Af- 3 ro 10 ZZ. 5Z O (� 2et'Z � Signal Change capacity on PCE RT from green, in vph Table 4 1-O 1'a (•L7 ` Volume Change f.Left turn capacity in vph -Io 0,t? tjL 3$a) RT vol. in pch 11.6) lg>o llg l-rj Z (b+ c) TH vol. in pch 122� Comments g. Left turn volume CM Z-11 C { ZZ from Step 6 in vph l'� Total PCV in pch P7.36P ll(.(. 3(�t -570 h. Is volume >eapac itytg>f)? 4 1�,/E� ./iaa.2 go 00 `1(A '-oto ZZ.. 5 Ld uj cr (n 263 (396) 331 (327) 1 17 0 —9?--) 113 ( 1064) ROUT E 114 1000 ( 1135) 1086 ( 1233 ) LEGEND : 206 (436) 395 (393) U) A. M . PEAK X P. M . PEAK uj CL RICHARD F KAMINSKI & ASSOCIATESONC. PEAK HOUR TURNING MOVEMENTS ENGINEERS,ARCH ITECTS,LAND PLANNERS PROPOSED TRAFFIC AND SURVEYORS 200 SUTTON ST. - NO.ANDOVER,MA. SALEM TURNPIKE (RT 114) Ex PETERS ST. DATE: JUKE 1986 CABOT VILLAGE - NO. ANDOVER , MA. PFZ,-2 Er-;1 `r96_r_FIG r_ . wl Critical Movement Analysis: OPERATIONS AND DESIGN Calculation Form 2 Intersection ILI P4F�l V-r-- Design Hour -7 3n - g.3o Problem Statement PKOP676EP LS\-/F-L_ oF Step 1. Identify Lane Geometry Step S. Develop Passenger Car Step 8. Step 9a. Approach 3 Volumes (PCV) in pch Calculate T 1 Approach 3 Lane RT = 112 A djusted Volumes Volumes I TH = 1_14 _ Total Adjusted No. PCV Move- PCV PCV of per LT = �7 ment (Step 7) U W (U-W-PCV) Lanes Lane 0 a: F Q I `L7t® I I.O Z7k 21(s 3 as N- 1 2 _-- I i ° s �r 0Z !vim I I•p %30 Q I Z7 Q m m (030 1 c 0 ` -z %?-5¢ n a n a B1 43Z 1 38� 38°3 I Pi I 4 - Z7 3,C'xL 358 1 1.0 35S 358 Approach 4 LT- TH = 23a 03 34*75 1 1.0 *T r, Step 2. Identify Hourly Volumes RT = ►�� it 11 ii (HV) in vph r z J Approach 3 flT = Approach 4 0 1` —f---- I I'1 G T=z °1-' j�H = Ill Step 6. Calculate Period Volumes Step 9b. Volume Adjustment for _ LB= CT = (PV) in pch Multiphase Signal Overlap F' Possible Volume Adjusted _ Approach 3 PHF = °8b Probable Critical Carryover Critical T= l0 Nj 140 Phase Volume to next Volume � O RT = in pch phase in pch to LB= T=Z % mo u n it n TH = i34 a n u F- Q LB= Q az ¢ F- _J LT = s{Ze O N py� o 0 LT = i s L TH = Z2(v m m L B= 2 0 � CL u u n RT = 14°'i h-. S F a a 4 Approach 4 Q < .Step 3. Identify Phasing PHF = A,. -L Al-rA3 + LT = 32 — u u u u TH = 701 Step 10. Sum o Critical 4 4A. e4� A2._A4 } RT _ 17Z Approach 4 a J a: VolumesAA,6 Bt i O 112�1 + .4l5_+ +a Step 7° Turn Adjustments 82 J B4 I �pch Step Q. Left Turn Check ApproachApproach 1 Z •4, Step 11. Intersection Level of Movement t 2 3 4 �'° � Z,6z °a's 4 �.a�3 Service a.Number of Turn FZ L, R I. r- (r R L- change intervals 45 �� �5 �� Turn volume 5 7-1 ;� 1-tZ (compare Step 10 with Table 6) per hour (PV from Step 6) 1p, b.Left turn capacity 10f7 iFZ. 3L h Opposing on change interval, 0j0 470 &70 ejp in V in vph vph from Stop 2 104Fj a713oj Zip c.G/C .5 Ped. vol/hour Step 12. Recalculate Ratio PCE LT from d.Opp ping volume 10,4Cj 671 3b°7 22e) Table 3 �'� A•fl Zao 1.0 Geometric Change in P e.Left turn LT vol. in pch (030 43Z 84 3Z. Signal Change capacity on Q 0 22j1 3-II PCE RT from green, in vph Table 4 1.0 1.0 L.0 1.0 Volume Change f.L.Lft turn capacity in vph djo 0)0 3'Z► A,16% RT vol. in pch ZI l4c l 1 7, (b-e) TH vol. in pch Comments g.Lift turn volume from Step 6 Z7t IZ i 3. ��` in vph 0-1 QI� 3A �(° P Total PCV in pch Zito 12s4 , Z'!Q 443 h. Is volume 3,eapac- ity(g>01 "(2 ♦ 0 F{v s-Jo 630 43i �Z VKc F7oab r--r2 r-L.0 L-J Critical Movement Analysis: OPERATIONS AND DESIGN Calcula' tion Form 2 Intersection nrl� Ir,,Tar'52 -ro P_Q ri Design .Hour Problem Statement mopo-ti,5z7 Lr--vr--L, ®r- -tzea—z-,/ Step 1. Identify Lane Geometry Step 5. Develop Passenger Car Step 8. Step 9a. Approach 3 Volumes (PCV) in pch Calculate Approach 3 Lane RT = 0242 Adjusted Volumes Volumes TH = ZZ'2� Total Adjusted &o.PCV Move- PCV PCV of per cli LT = merit (Step 7) U W (UxWx PCV) Lanes Lane = a: ID \,_ At I-zA(o I 1-c 12Ato IzA& 0 0 � CL �c a?_ 4(-,4 1 1-L? 464 4iA < 0 cc o A2 loo4 1 0) C)oA c;c4 2 CL < B 1 310) 1 552 Approach i ach 4 LT &4,53 �;57- 1 1.0 G'sz- TH Step 2. Identify Hourly Volumes RT= 1 12 C% (HV) in vph rJ Approach 3 5T = 27 Approach 4 -J cc 91 d I T=—Zz7L- FH =-zo r, Step 6. Calculate Period Volumes Step9b. Volume Adjustment for U 11 11 -r �- LB= CT= o)4 (PV) in pch Multiphase Signal Overlap Approach 3 PHF = 815 Possible Volume Adjusted Probable Critical Carryover Critical T 04 to 9 RT = Phase Volume to next Volume in pch phase in pch '2 LB= T=Z lb o u TH = a CL U_ CL_ CL r rc _J LT = -72 < LB= < a. C1.1 Coo'' 0 T= 1-1�z �.c LT = U U f1i�rt — - M TH = 2-152 LB= 2 2 a0. RT= 110 aa Approach 4 J cc < < Step 3. Identify Phasing PHF = F—_—_� `6" = Al_��A 3 LT = F TH = U_ CC Step 10. Sum of Critical ,&s, s4 A2­4-A4258 Z T 7i >4,is?,F-1 RT = Approach 4 CL . Volumes Bi Step 7. Turn Adjustments _+ B2 J B4 LII- pch Step 4. Left Turn Check Approach I Z, 3 .4 Step 11. Intersection Level of Approach — Movement 1,(a 7- t A-5,54 A4,53 2 3 4 Service a.Number of Turn RT I L'T 12T"UT 121"T.L17 le"LUT (compare Step 10 with Table 6) change intervals 4 F51 45 4S 45 Turn volume II. It 11 E7 132- per hour (PV from Step 6) S I b.Left turn capacity Opposing vol on change interval. 070 490 ;)o &)CP vph from Step'2 10 in vph vol/hour c.G/C .930 .'50 -950 -50 Pcd. Step 12. Recalculate Ratio PCE LT from d.Opposing volume �151 1o30 325 3C77- Table 3 A-o 12 Z 0 z-C2 Geometric Change in vph c.Left turn LT vol. in pch 4" z- Signal Change capacity on 0 415 275 70e PCE RT from green. in vph Table 4 1-0 1.0 k.c) �-057 Volume Change f.Left turn I I le, capacity in vph 0,20 )0 36�1�j 51�g, RT vol.in pch (b-0 TH vol.in pch lzse, 3,g g.Left turn volume 07-, zz2 e7A ae, from Step 6 & v5,e� Comments in vph Total PCV in pch Jz-W IM4 714,Z h,Is volume >ca,pac- ify(g 1 f)-! -t: 46.4 -!ol Z;'44, I&eL Critical Movement Analysis: OPERATIONS AND DESIGN Calculation Form 2 Intersection FEl'eg t, -6r"nz5r--1 -11- P-LEII D eSIan Dour 7 '�0 ✓® Problem Statement Po6Ep LS\-/F-L. ®F SE 1Cf—:' Step 1. Identify Lane Geometry Step S. Develop Passenger Car Step 8. Step 9a. Approach 3 Volumes (PCV) in pch Calculate Approach 3 ,Mane RT = I I2 Adjusted Volumes Volumes I TH = I�� Total Adjusted No PCV it 1. toMovc- PCV PCV of per IZe L e`e I- = F- LT = ment (Step7) U W (U=W■PCV) Lanes Lane O `O a I Z �,i a `� )?j'L. 110 I I t 1 o, 11 D a _ e_®m_ l Q o t 1254 1•05 1 131-7 Z. C��7 a as Bt 113 .1'0 l ►13 1 ll3 Ifai I I>3 < ¢ A3F�4. 3�8 .1.0 At .44h5 1.0 1 4A"2 Approach 4 LT = Z"7 TH = Step 2. Identify hourly Volumes RT = 1-46 It ItIt It (FiV) in 1ph J = QApproach® $T= I17 Approach 4 T=4�-� �TH = u-Z- Step 6. Calculate Period Volumes Step 9b. Volume Adjustment for w a LB_ CT - 'PV) in pch Multiphase Signal Overlap a- Possible Volume Adjusted _ °8b Probable Critical Carryover Critical Approach 3 PHF = o N 111 L T= Z l0 t Q 0 140 p Phase Volume nett Volume RT = in pch phase in pch o LB= -I•=Z % o e u u u TH = 13� a n a LT = ¢�- LB= O tv LT= TH = ZZIo LB= a io u u a RT = IA-5 _�— .F- S E a a Approach 4 J r 2 < < Step 3. Identify Phasing PH1= = a Wiz.vt a Al-►A3+ LT= TH = 7-11 U- = t- Step 10. Sum of Critical As Z4 a A2-.-A4 f f S H i � 133 RT = 1-7Z Approach 4 0- Volumes Step 7. Turn Adjustments ��_��A 4'-�'+ B281 J 84 11 ®ZZ pch Step 4. Left Turn Check Approach t z 3 Approach Step 11. Intersection Level of Movement ,5, AzC3, ,A35A $ t 2 3 4 T 3 Service a.Aum urn bcr of — F. L L 2 L IZ (� change intervals 4* Ali 4t5 A* Turn volume 5 %1 14o 122 (compact Step l0 with Table 6) • per hour (PV from Step 6) 10r, 105 A2 3,L b.Left turn capacity a Opposing vol. in on change interval, �O 670 470 0)0 vph from Step 2 IDt� �13 3v-) ZZ-> in.vph C.G/C -5 e Gj ,� Ped. vol f hour Step 12. Recalculate Ratio PCE LT from d.Opposing volume n vh 1045 d71 3� 22� Table 3 Otj 105 Z O `=b Geometric Change c.iLcftp urn - LT vol.in pch ,I O l I'X, e,4 32 capacity on O 0 Z31 3-11 PCE RT from Signal Change 1' green• in vph Table 4 1'0 1.O O Volume Change f.Left turn capacity in vph ®70 020 3Z1 461 RT vol. in pch O ZI 140 1'72 (b• c) TH vol.in pch 160I1 12,1^ 1 i1 Comments g.Left turn volume g-1 �0 3A 26 from Step 6 in vph h. Is volume >npac- Total PCV in pch ;lo12(® %ZS4 7-'?A A14A5' , ity(g?n" Wo Po 14C7 tJo Ito lt-5 94 37- -re.6r-r-le, r-L-aw Critical Movement Analysis: OPERATIONS AND DESIGN Calcula' tion Form 2 Intersection FE:_Lre-iz-t, 6AL=E_±� -TLA glJ f�li l, E DesignHour 4:3cl- Problem Statement F;;'COE42 D L�_'le4e Step 1. Identify Lane Geometry Step 5. Develop Passenger Car Step 8. Step 9a. Approach 3 Volumes (PCV) in pch Calculate Approach 3 Lane RT = 0207 Adjusted Volumes Volumes TH = ZC"aj Total Adjusted No PCV Move- PCV PCV of per lot IG .04 F = LT = O'li-, ment (Step7) U w (UxWxPCV) Lanes Lane 0- \,_ At IZ4.(, 1117 o 10t pt 2 C's < ry 4 Z- 5Z--7 CL CL 1.0 11) 1 Z.1 CI) tDt Ilo ilo L5P6e7 1.0 I-C, rpg'fS I pl� Approach I ach 1 4 LT A.+ SV0 1.0 1.67 -56�)C> 1 3&;,0 53 l(oz. 1.0 1.0 lol- I 1(9?1 TH Step 2. Identify Hourly Volumes RT = I 1_Z- (H V) in yph I t` Approach 3 EIT = Approach 4 a: Q 61 1 Step 6. Calculate Period Volumes Step 9b. Volume Adjustment for � T= gH =Z0r7 (PV) in h Multi Signal Over I-- T_ LB= CT = ':M pc p %K Approach 3 PHF ='e!5 Possible Volume Adjusted Probae Critical Carryover Critical T= blPhase Volume to next Volume RT = in pch phase in pch TH = ZA40 2 LB= T= m2 if I' I) (I aU_ < LB=— 7- LT = .c: LT TH LB= P T= - 0 & RT = 110 c. Approach 4 Cc < Step 3. Identify Phasing PHF = 'aG A'E - Al A3 LT = It It It TH = U_ �- Step 10. Sum of Critical A2.®A4 :z a: Volumes RT = I 5Z-- Approach 4 CL 81 f—Ba-.� Step 7. Turn Adjustments G4 , — B2J 84 L.- = IZAZ pch Step 4. Left Turn Check Approach Step 11. Intersection Level of Approach _ Movement 1 2 3 4 A4 Service a. !lumber of Turn rn r- L liL L L. V_ L (compare Step 10 with Table 6) change intervals 45 45 A;�, 4;�Y Turn volume it I& . k;�z per hour (PV from Step 6) 1 Ito Z4--' w'> b. Left turn capacity on change interval, cDo ':�)o S>G7 E Fit �D ;po Opposing vol. in f'51 in vph vph from Step 2 ---------J c.G/C l Ratio r5c> .150 .50 .�50 PCE L Ped. vo T from from Step 12. Recalculate d.Opposing volume et-�!,-7 103,c;, -5Z5 SOZ Table 3 1-015 r2 7-.0 z.C2 Geometric Change A-122 h�z4rre Lf_�_ in vph c. Left turn LT vol. in pch 1?-Z. Z707 1-7-(, 1 Signal Change capacity on 0 � Z75 ZOO PCE RT from green, in vph Table 4 1-o I.C' I-0 Volume Change f. Left turn capacity in vph 00 00 ',A&5 Z.Bgj RT vol. in pch I 1 1P 1116 (b-0 TH vol. in pch Comments S. Left turn volume 07 7 ZZZ fig from Step 6 in vph Total PCV in pch I?A(P 10&4. 3417- S02C h. Is volume %capac- yo h Y t4o IZZ- 77I Zz& I&Z it (g>01 —1 a 155 ( 440) 206 (436 ) 0 PETERS %STREET 395 ( 393 ) 392 (454 68 , ( 12 ) 12 (77) LEGEND : A.M . PEAK P. M . PEAK SITE RICHARD F KAMINSKI & ASSOCIATES,INC. PEAK HOUR TURNING MOVEMENTS ENGINEERS,ARCHITECTS,LAND PLANNERS PROPOSED TRAFFIC AND SURVEYORS 200 SUTTON ST. - NO.ANDOVER, MA. PETERS STREET Ex SITE ACCESS DATE: JUNE , 1986 CA BOT V I LLAGE - NO. AN DOVER, MA Unsignalized °'T°'-tntersection Capacity Calculation Form Intersection � gEr-r Ea92PO/::?E:Z2 -�b M� Location Plan: Counts: Date Ili Z Sri Day. A �— B Time :00 — 6j:Op p 1® Control IS �C Prevailing Speed Hourly Demand Traffic Volumes from7•;�O to 6`3 .A—m- Approach A 7 1 B ? C Movement AT -- AR , BL Volume I Gj rj'�j 1 Cj t`j +gam �pyO pc I-c TJhlc I I -1. k 3° Step I Right Turn from C CR Conflicting Flows = MH = Ik AR + Ar (from Fig. 1) 7 + a°2Z_ = 00 wA Critical Gap from Table 2 T,_ v sec Capacity from Fig. 2 = Ms. = MI = OO WA Shared Lane - See Step 3 No Shared Lane Demand= CR = Available Reserve = Mp -CR = DcA Delay&Level of Service(Table 3) Step 2 Left Turn from B BI. Conflicting Flows = MH= AR + AT = (from Fig. 1) 16 + '-5027- =40:7 Critical Gap from Table 2 T.= r_Z0 sec Capacity from Fig. 2 = M,v, = MZ= &cc ,cA Demand = BL =�-" Capacity Used = 100(BL/M,)= 1 Z°o ck Impedance Factor from Fig.3 = P, = `4 Z- Available Reserve = M, - BL= p5Z4, ", Delay&Level of Service(Table 3) i�a Step 3 Left Turn from C CL Conflicting Flows = MH= f;AR+ AT + BL + Br = (from Fig. 1) !�-- Critical Gap from Table 2 T,= ZE_ sec Capacity from Fig. 2 = M,y,=31y➢cA Adjust for Impedance M,v, x P, = M,= Z—* No Shared Lane Demand= CL =—eCA Available Reserve = M,- CL= �A Delay&Level of Service(Table 3) Shared Lane Demand = CR + CL= CRL = Shared Lane with Right Turn (CR + CL) Capacity of Shared Lane = MI'- (CR/M,) + (CL/M') M1]=—'—_'—prA Available Reserve = M13 -CRL= A%a� WA Delay&Level of Service (Table 3) �r7Y Overall Evaluation Unsignalized °'T'° Intersection Capacity Calculation Form Intersection Location Plan: Counts: Date ° 25 e,(o l8 Dag A d1�7� B Time GI-1-7 Control f C Prevailing Speed Hourly Demand Traffic Volumes from to m Approach A l I B 7 I C —'(— Movement Ar -- AR 1 BL ( Br — CL CR Volume A A ( &-/-5 pCh —�T e I p 11 zt r-i Step I Right Turn from C CR Conflicting Flows = N11f 1,i AR + Ar (from Fig. 1) 1 + A r::,4 Critical Gap from Table'_T, sec Capacity from Fig. 2 = M', = MI = Shared Lane - See Stec)3 No Shared Lane Demand = CA = ,TA Available Reserve = Mt -CR = ncA Delay&Level of Service(Table 3) Step 2 L.eft'Ilirn from B Br, Conflicting Flows = Mf= AR + Ar = (from Fig. 1) +Ar-;"4 Critical Gap from Table 2 T, sec Capacity from Fig. 2 = MI. = Ma = 220 pcA Demand = BL= 'A Capacity Used = 100(B' N2)_ `k Impedance Factor from Fig.3 = P, Available Reserve = Ma - BL = Delay&Level of Service(Table 3) og-kY Step 3 Left Turn from C Cr, Conflicting Flows =Mf= y=AR+ AT + BL + Br = (from Fig. 1) _I_ -�L}+ 10 ,4-4�= 020 Critical Gap from Table 2 T, _ 7•S sec Capacity from Fig. 2 = MI.= Adjust for Impedance M,". x P2 =M,= 1cr?(a ,CA No Shared Lane Demand = Cr,_ PA Available Reserve= M, -CL= ,cA Delay&Level of Service(Table 3) / Shared Lane Demand = CR + CL = CRL = V Shared Lane with Right Turn (CR + CL) Capacity of Shared Lane = M" (Cot""O') + (CLAM') Available Reserve = Mta - CRL=-ZJL�'(eW'% Delay&Level of Service (table 3) Overzll Evaluation 1135 ( 1064 ) ROUTE 114 1055 ( 1268 1086 ( 1233 ) 38 ( 8 ) 7 (43) . LEGEND : A.M . PEAK P. M . PEAK S ITE RICHARDF KAMINSKI & ASSOCIATES,INC. PEAK HOUR TURNING MOVEMENTS ENGINEERS,ARCH IT ECTS,LAN D PLANNERS PROPOSED TRAFFIC AND SURVEYORS 200 SUTTON ST. - NO. ANDOVER, MA. SALE M TUR N PI K E (RT. 114) & SITE ACCESSi DATE : JUNE 1986 CABOT VILLAGE - NO. ANDOVER , MA . Unsignalized °°T" intersection Capacity Calculation Form Intersection 6A�4— Location Plan: Counts: Date 1 Day A ZS B Time Con(rol / I Prevailing Speed Hourly Demand Traffic Volumes from 7322 to ElIe. A�'- m Approach A 137 I C --Y— Movement Ar ®I A,, BL I Br — CL --\ C,Q Volume S?$ pch i z 7ah�c i t O I O Go°O Step 1 Right Turn from C I CR Conflicting Flows = MH = h AR + Ar = (from Fig. 1) 10) + U& _ ,w Critical Gap from Table 2 T, sec Capacity from Fig. 2 = M,®= Mi = GOO aA / Shared Lane — See Ste®3 No Shared Lane Demand = C,e = Ca-O ,cA Available Reserve = I M, — C$_ ;cA Delay&Level of Service(Table 3) Step Left Turn from B Be Conflicting Flows =MH= AR + Ar = (from Fig. 1) + _ ,®A Critical Gap from Table 2 T,= sec Capacity from Fig.2= Kye Ma= 9eA Demand = BL= ,cA Capacity Used = 100(HtJMz)_ `k Impedance Factor from Fig.3 = P2 = Available Reserve = M, — BL Delay&Lcvcl of Service(Table 3) Step 3 Left Tum from C I CL Conflicting Flows = MH= IAA,+ Ar + Bt, + B-r = (from Fig. 1) ® +®+®+ Critical Gap from Table 2 T,= sec Capacity from Fig. 2 = MH®= aA Adjust for Impedance M.v®x P, = M, No Shared Lane Demand= CL= �A Available Reserve = My— CL= �A Delay&Level of Service(Table 3) Shared Lane Demand = CA + CL= C,QL Shared Lane with Right Turn _ (C, + CL) Capacity of Shared Lane = M13 (C.,/M,) + (CL/M3) M13= y.A Available Reserve = M,y— CU_ ,cA Delay&Level of Service (cable 3) 77 Overall Evaluation Unsig�.n,a�lized '•T°° Intersection Capacity Calculation Form Intersection ��- --T ^�� - ��� 114 Location Plan: Counts: ®ate 'A• 25' 5& Day. A _ B Time 3°CEO — �v QO FfA Control C Prevailing Speed Hourly Demand Traffic Volumes frorrt,4_32 to m Approach A B ? C —y— Movement Ar AR BL Br CL CR Volume 17(o C, pch i ti T�hlc I) � Step I Right Turn from C CR Conflicting Flows= MH = 'h AR + Ar = (from Fig. 1) + Critical Gap from Table 2 T,= s, o sec Capacity from Fig. 2 = M_4.,= M, _��O 'A Shared Lane- See Step 3 No Shared Lane Demand= CR= 3 ,cA Available Reserve= M, -CR=AEL ACA Delay&Level of Service(Table 3) Step 2 Left Turn from B B,_ r Conflicting Flows=MH= AR + AT = (from Fig. 1) + _ „A Critical Gap from Table 2 T,= sec Capacity from Fig.2= MNO = M2= xA Demand = BL=—vCA Capacity Used = 100(BuM2)_ % Impedance Factor from Fig.3 = P2= Available Reserve = M2 - BL= PcA Delay&Level of Service(Table 3) Step 3 Left Turn from C CL Conflicting Flows = MH= I/zAR+ AT + BL + Br = (from Fig. 1) +e+_+®= „A Critical Gap from Table 2 T,= sec Capacity from Fig. 2 = Mx,= wA Adjust for Impedance MNO x P2=M2= DCA No Shared Lane Demand= CL= PeA Available Reserve= M2- CL= ,,A Delay&Level of Service(Table 3) 0 Shared Lane Demand = CR +CL=CRL = —Ph Shared Lane with Right Turn (CR +CL) Capacity of Shared Lane = 'M12- (CR/MI)+ (CL/M2) M 12= �A Available Reserve= M12-CRc= ,CA Delay&Level of Service (Table 3) Overall Evaluation Appendix C Turning Movements Critical Movement Analysis Using 1986 Richard F. Kaminski & Assoc. , Inc. , Traffic Counts Richard F. Kaminski & Assoc. , Inc. 200 Sutton St. , N. Andover, MA 01845 INTERSECTION ROUTE 114 & ROUTE 113 NORTH ANDOVER 6/20/86 7:00 a.m. to 6:00 p.m. TURNING MOVEMENT SUMMARY ROUTE 114 EB ROUTE 133 UB ROUTE 114 WB ROUTE 133 BB End Time L S R T L S. R T L S R T L S R T TOTAL 8:00 a.m. 54 1,094 -16 1,164 29 92 117 238 57 712 2 771 32 247. 157 436 2,609 9:00 a.m. 82 834 35 951 40 142 100 282 109 850 5 964 17 199 155 371 1,604 10;00 a.m. 79 540 14 633 50 138 82 270 66 600 6 672 14 146 131 291 1,866 11:00 a.m. 113 578 23 714 50 126 89 256 64 596 6 666 19 117 144 280 L,916 12:00 noon 155 566 31 752 66 181 102 349 65 536 4 604 21 155 141 317 2,023 1:00 P.M. 212 669 24 905 85 216 107 408 103 702 12 817 29 204 235 468 2,598 2:00 p.m. 179 645 29 853 54 140 98 292 67 637 12 660 28 172 193 393 2,198 3:0 0 p.m. 177 625 27 829 59 148 86 293 64 617 9 690 22 191 219 414 2,226 4:00 p.m. 221 747 27 995 81 203 120 404 86 907 7 1,000 15 187 183 385 2,784 5:00 P.M. 3L7 739 16 1,072 131 274 117 522 87 1,061 L 1,149 27 198 196 421 3,164 6;00 P.M. 297 863 12 1,172 88 288 133 509 96 925 4 1,025 32 224 210 466 3,172 7:30 a.m. A.M. PEAK HOUR to 69 1,035 29 1,133 43 123 129 295 87 354 3 944 3L 254 173 458 2,330 8;30 a.m. 30 P.M. PEAK HOUR 4.to p.m. to 281 838 17 1,142 120 286 128 534 92 1,077 t 1,130 34 207 198 479 3,245 5:30 p.m. Fm w 40'0 cr. (D U') Lol 0 a) 1195 (1000 ) ooe 1133 1142 ROUTE 114 944 1130 1070 (1355 0000 IV ® CD LEGEND : Lo cr- A.M . PEAK w . . PEAK w CL 31CHARD F. KAMINSKI & ASSOCIATES,INC. PEAK HOUR TURNING MOVEMENTS GIN EERS,ARCHITECTS,LAND PLANNERS EXISTING TRAFFIC AND SURVEYORS 200 SUTTON ST. - NO.ANaOVER, MA. SALE M TURNPIKE (RT. 114) F-4 PETERS ST. DATE: J U NE 20 a 1986 CABOT V I LLAGE — N . ANDOVER , A. Critical Movement Analysis: OPERATIONS AND DESIGN Calcula' tion Form 2 Intersection F,c7-Etzs 6-rP_c_E7-,ASA1 ,­AA =Lj?.wP1ka: Design,Hour 7:311 — 8,'30 AM, Problem Statement Ex16-rltir, L-F-vE-L- oi= 15E:P-vt,:.c- Step 1. Identify Lane Geometry Step 5. Develop Passenger Car Step 8. Step 9a. Approach 3 Volumes (PCV) in pch Calculate 1 n, Approach 3 Lane 1z' f I z RT = 130 A djusted Volumes Volumes P 03 TH = 12,4 1 Total Adjusted No.PCV J 11 Move- PCV PCV of per LT = 43 ment (Step 7) U W (UxWx PCV) Lanes Lane o17 At Icliq 1 1.0 toig I 1019: 2 1z' CL < 8 z (,,Z4 (,714 < U 1.0 cc 2 2 a CL c. CL A IZ63 1 9 1 137 1 1137 95 Approach 4 LT = 3 1 1,3 A.3 134 d 0 1 1 1-0 41n I L 40l Step 2. Identify Hourly Volumes TH = 1"560 It RT = (H ) in vph 1 7!-2 :z A4 53 543 J .9 48cA I .4iscl Approach 3 EIT = 129 Approach 4 03 f-—. _ N)� 07- FH = I Z-5 Step 6. Calculate Period Volumes Step 9b. Volume Adjustment for LB= 0 CT = A-3 (PV) in pch Multiphase Signal Overlap 85 Possible Volume Adjusted tr Approach 3 PHF = Probable Critical Carryover Critical T= Cq N Phase Volume to next Volume FIT = 1153 in pch phase in pch 2 LB= T= 1-7- P TH = I 4lo < Q. LB= 0 <CL a U_ C' t- Q__ LT = 51 J C\J LT = 31 T= 1 1 C 19 N TH = Z54 LB= 2 FIT = 1'7 3 a CL 1' 1 a� a Approach 4 1- < < Step 3. Identify Phasing PHF =—,015 N N A, 8, 3(o Al wA3 LT = It It 11 A-3 34 A2�A4 = TH = U_ Step 10. Sum of Critical A4 a RT = Z060 Approach 4 CL Volumes 81 f-83-n Az 44 B B2 J B4 L. Step 7. Turn Adjustments 1 137 +�_+_+ L pch Step 4. Left Turn Check Approach 1 -2- Step 11. Intersection Level of Approach Movement A, 37 A,a, A 5 134 A,,&5 a.Number f 1 2 3 4] Turn I- L R-'L- rz L_ 2 L_ Service 0 tS (compare Step 10 with Table 6) change intervals 445 415 45 415 Turn volume per hour r (PV from Step 6) 0 Is 34 15'a Zor- 104 ;5z b.Left turn capacity 9 0 90 90 151 3(" on change interval, Opposing vol. in 057 4Z-T -z-5z in vph vph from Step 2 10tc4 c.G/C 5., 0 i3o .,30 .150 Ped. vol/hour Step 12. Recalculate Ratio PCE LT from d.Opposing volume I L)(,,4 BS7 4Z7 Z5 7- Table 3 Geometric Change in vph c. Left turn 1-73 34S LT vol. in pch (OZ4 Ct F, loz 3r, Signal Change capacity on y PCE FIT from 1 oi 1.0 1.0 1=0 green, in vph Table 4 Volume Change f.Left turn v clo go Z�,3 438 RT vol. in pch 5,15 34 1,51-3 Zz)6 capacity in ph (b+c) TH vol in pch Comments g.Left turn volume E3 7 (,,cl 4-3 31 from St*cp 6 1015 122 14tto 301 in vph Total PCV in pch kot9 1 t63- 499 -5C)7 h. Is volume >capac- kJo klc> bZ4 C1 16 10Z 36 ity Ig>I)? 1110 _1 Critical Movement Analysis: OPERATIONS AND DESIGN Calcula' tion Form 2 Intersection PE_TF_e5 STQ-_ET"! 5,&LEM _rU2NIP1K15 Design our 4:30— 5'30 PM. Problem Statement EY_i,5-riQG L-EvF-L- oF- Step 1. Identify Lane Geometry Step 5. Develop Passenger Car Step 8. Step 9a. Approach 3 Volumes (PCV) in pch Calculate Approach 3 Lane RT = IZ,9 Adjusted Volumes Volumes <) a TH = ZE39 Total Adjusted No. PCV, Move- PCV PCV of per C\J T_ LT = 12 1 ment (Stcp7) U W (UxWxPCV) Lanes Lane C a: 2 SALE-M TO ZKI P1 I4 E 0 -_7 Q. CL < U F7 4,co l 1.0 4 3(,, 1 4 3/o 2 C, A, A- I 914 Ld J� (6, 40e, 1 q 3 1 368 <�1 Q , -7 -7-7 1 -7-7 Approach 4 LT = A34 -1 Step 2. Identify Hourly Volumes TH = ZO!5 N 5 C's 1 5&5 RT = ZOO (H ) in vph N) Approach 3 Approach 47 BT = IZS Cr T= FH = ZeG Step 6. Calculate Period Volumes Step 9b. Volume Adjustment for PV) in pch Multiphase Signal Overlap LB= Cr = Possible Volume Adjusted I— tP Approach 3 PHF = 85 Probable Critical Carryover Critical T= 1'7- C1.1 00 Phase Volume to next Volume r'J RT = 15 1 in pch phase in pch LB= 2 T= 1 07- '20 11 u u TH = 340 0. U_ cc < LB= Q M LT = )AI -34 T= C14 LT = 0 TH = Z 07 LB= RT = C. Approach 4 F- (Z Step 3. Identify Phasing PHF = 95 A, B Al �A3 F=-7-7 A 8 TH = Z-4(a M U_ j F Step 10. Sum of Critical A2®-A4 A,84 RT = 23/0 Approach 4 cL Volumes BI y—B3-) Step 7. Turn Adjustments -7 7 + B2 J B4 Z 0 pch Step 4. Left Turn Check Approach Step 11. Intersection Level of Approach Movement A,a A,8t A-5 9.4 AA 133 a.Number of 1 2 3 4 Turn 9- L V_ L 2 L- (Z L Service (compare Step 10 with Table 6) change intervals 415 A5 445 44) Turn,volume 1-0 zc> 1957. 236 .per hour (PV rom Step 6) i0l 3.4 1 1 b.Left turn capacity on change interval, bZ Cl 0 Ci 0 C1 ci C1 0 Opposing vol. in EKI in vph vph from Step 2 a55 103$ 405 A t4 I c.G/C .50 .50 Ped. vol/hour Ratio 3Z) .50 PCE LT from 4.D 1.z -7-.o Step 12. Recalculate d.Opposing volume in vph 055 [039 45 414 Table 3 Geometric Change e. Left turn LT vol. in pch A 3 4c)cl Z5A E30 Signal Change capacity on 0 0 jctS 10&, PCE RT from 1.0 Lo 1,0 green, in vph Table 4 Volume Change f.Left turn capacity in vph L) 285 2.74, RT vol.in pch 1.0 Z.0 152, Z36 (b+ e) TH vol. in pch 1732 l95 -) 74(, Comments g.Left turn volume Z- from Step 6 in vph LOT Ito 3A. Total PCV in pch I Z,32- 1015- A et 7- 481 h. Is volume ),capac- ity(g>I)-, 'f 65 YES Yp--, 'Ye-, 43(. A oq 7-Z4 6o uj LLJ CE F- cf) 326 (540) 379 (363 ) 1196 (1009) 1151 (1148) ROUT E mom- do-le 1 14 _aaa ( 1138 ) 1103- (1363) LEGEND : 245 (392) 468 (495) A. M . PEAK P. M. PEAK a. RICHARD F KAMINSKI & ASSOCIATES,INC. PEAK HOUR TURNING MOVEMENTS ENGINEERS,ARCH ITECTS,LAND PLANNERS PROPOSED TRAFFIC AND SURVEYORS 200 SUTTON ST. - NO.ANDOVER,MA. SALE M TURNPIKE (RT. 114) & PETERS ST. DATE: JUNE 20 , 1986 CABOT VILLAGE - NO. ANDOVER, A. Critical Movernenf Xri lysis:­OPERATIONS AND DESIGN Calculation Form 2 Intersection PF-TEizs S- z-zEGT/SALE:VI -1-UZQPI ILA Design Hour 7130 - 8.30 .4.M. Problem Statement PtZ.oPo�D Leve-�L- of SEIZ�lIGE Step 1. Identify Lane Geometry Step S. Develop Passenger Car Step 8. Step 9a. Approach 3 Volumes (PCV) in pch Calculate Approach 3 Lane RT = `J 1 3 AdjIusted Volumes Volumes il 1 tZ tz' o _ b � TH __ J5(o Total Adjusted No. PCVI u u Move- PCV PCV of per LT = ment (Step 7) U W (UxWx PCV) Lanes Lane L - -- -- - -- ¢ a- U U 0 1Z - l3 o Ai I01o(I 1 1,0 W'(0 a lL' L C Q I L, Q U SZ 1024 1 1.0 (a L4 l (OZ4 a a Ay IM 1 9 1137 1 1137 e a 1311 I z 5 1 . 11 113 1 1 1 3 �A A34 a 4310 1 I,0 43(0 1 43 to Approach LT = 37- TH = 2 60(o T S N Aa ff)s 557 1 .9 50 l I 501 Step 2. Identify Hourly Volumes( E-f V) in i h RT _ �?c �,P J Approach 3 Approach 4 4 03 EIT = 121 T= I � gH = 154 Step 6. Calculate Period Volumes Step 9b. Volume A djustment for CT = q3 (PV) in pch Multiphase Signal Overlap LB= ¢ J A roach 3 PHF = . Sri Possible. Volume Adjusted 9 PP Probable Critical Carryover Critical T= I 'io C`+ Phase Volume to next Volume L L RT = 1S3 in pch phase in pch U U o LB= T= 1 7- o u u TH = 1911 a a U- H S H ¢ LB= C a Cr J LT =—�J_ 32 1 � M � L �1z 04 LT= T= TH = 2(03 LB=— al o 0 2 u u u 0. a RT = 1__.Z3 Approach 4 h Q ¢ Step 3. Identify Phasing PHF = SS � tJ —� At 67- Al yA3 LT = 3g p O A3 64 A2,A4 TH =—`3 f_ _ � � t- Step 10. Sum of Critical Ft A4 g RT =� Approach 4 n Volumes a B1 f-83-� 3� + 5 + Step 7. Turn Adjustments 1 1 01 + 82� g4� =11$_pch Step 4. Left Turn Check e oath Approach �- . 3 A- Step 11. Intersection Level of Movement At 8z Azt3, A 394 A4•B a.Number of 1 2 3 4 Turn Z L R..L 2 L V— Service change intervals AS 4.5 45 45 Turn volume 5,0 34 IS3 -zob (compare Step 10 with Table 6) per hour (PV from Step 6) 104 t04 51 38 b.Left turn capacity GELI on change interval, 90 90 90 1) Opposing Vol. in 10(o4 eq7 4-6 Lo Z-83 in vph vph from Step 2 c G/C �� rjo 5b .,50 Ped. vol/hour Step 12. Recalculate Ratio PCE LT from (.0.D I,Z Z,0 1.0 d.Opposing volume te)G4 047 436 733 Table 3 Geometric Change in vph e. Left turn LT Vol. in pch (oz4 125 IOZ 3g Signal Change capacity on ko4. 317 PCE RT from green, in vph Table 4 1.0 1'0 1,0 1'0 Volume Change f. Left turn q0 90 254 407 RT vol. in pch 5,0 34 153 Zor, capacity in vph Ib- e) TH Vol. in pch loft 1 IZZq le I 3t 3 Comments g.Left turn volume 07 07 43 37- from Step 6 in vph Total PCV in pch 10l0 IZ(o3. $34 519 h. Is volume >capac- IUb Ado �o Na bL4 125 loz 38 itylg>O? Critical Movement Analysis: OPERATIONS AND DESIGN Calcula' tion Form 2 Intersection P6—ie-z5 5-Tz,15a-r ' -,-Z A L E—z&A -ru zm c-I v�gz Design our 4,:30 - 5."3o P AA, Problem Statement FZOFOt5t�o L_Svt;_L or Step 1. Identify Lane Geometry Step 5. Develop Passenger Car Step 8. Step 9a. 11 Approach 3 Volumes (PCV) in pch Step Approach 3 Lane �nl Q i In RT = Adjusted Volumes Volumes TH = 29rJ Total Adjusted No. PCV It 11 it Move- PCV PCV of per LT = 1 Z I ment (Step7) U W (U-W-PCV) Lanes Lane CC M At 12A7- 1 1.0 1 ZAZ i Z4-,7 0 t z"_ - CL- i1i Ca. J= 13?_ 43(o 1 ko 4510 l 43G IV < 0'a 2 2 A?- 105 1 .9 q 14 1 914 C1. < 611 410 1 .9 376, 1 374- -703 1 1. 0 3 L34 -703 1 793 Approach LT = TH = A+�53 (,'5 5 75 1 57-75' Step 2. Identify Hourly Volumes RT = ZOO it (H in yph Approach 3 BT = 12S Approac 4 T TT_= 1 -1 �TH = zq7- Step 6. Calculate Period Volumes Step 9b. Volume Adjustment for M LB= ZO (PV) in pch Multiphase Signal Overlap Approach 3 PHF = 1 015 Possible Volume Adjusted cli Probable Critical Carryover Critical T= I Phase Volume to next Volume z RT = 15 Z in pch phase in pch 2 LB= T= I fT- cc TH = '34-7 2 a. c. U_ M a—< LB= < CL CL 1: CC LT = C"I T '7- rn LT = 4 = 1 TH = S54 N� LB= P P It n u ca. a RT = 19 6 Approach 4 CC Step 3. Identify Phasing PHF = 015 At BZ Al- A3 LT = 51 It 1, It TH = 3 0 U_ 7- �- Step 10. Sum of Critical A-� 64 A2�A4 I �-'44 8 RT = L 25 Approach 4 o. Volumes Step 7. Turn Adjustments + + 'B''2 B 4 1_ Z�?- pch Step 4. Left Turn Check Approach Step 11. Intersection Level of Approach — Movement A, 13Z 47. P_,4 AA 133 a.Number of 1 2 3 4 Turn IZL Z L- Jz L_ Service change intervals A 5 46 45 46 Turn volume Ito 710 Lrtrig. Z55 (compare Step 10 with Table 6) per hour (PV from Step 6) to,"k 3A8 tA 7. 571 b.Left turn capacity EKI on change interval, qo cjC, c,0 10 Opposing vol. in 9-55 104 6. 45 Z 47-o in vph vph from Step 2 1 c.G/C • 950 .150 ,50 .50 Ped. vol/hour Ste 12. Recalculate Rati o P CE LT from Z.0 Z.0 p d.Opposing volume 0 5 5 104(c, A15-L AZO Table 3 Geometric Change in vph c. Left turn LT vol. in pch A3(- 416 ?,64 1 o 2- capacity on 0 IAa ISO PCE FIT from `10 Signal Change green, in vph Table 4 Volume Change f. Left turn CIO qC) 238 7-10 RT vol.in pch 1.0 Zo 115 Z a35 , capacity in ph (b I e) 9 7, _Lq-3 1 ZD 4-3 TH ol- in pch 12A 1 915 '3A I so z Comments g. Lcft turn volume from Step 6 in vph Total PCV in pch 17-47- WK. 4917 5-37 h. Is volume >capac- 1 rs No ('.104-316 41 e, z-64 loz ity(g>07 PZORO:56 1 T-24T=r-tc- -P=' ow Critical Movement Analysis: OPERATIONS AND DESIGN Calcula' tion Form 2 Intersection Fr=TF-25 S-rzr-E-rZ5ALE-M -rUIZQPNKE5 Design our 730 B :30AM. Problem Statement P(zo?n-<k-= n LF-\/e-L- of -S&p-ytc-e Step 1. Identify Lane Geometry Step S. Develop Passenger Car Step 8. Step 9a. Approach 3 Volumes (PCV) in pch Calculate Approach 3 Lane W RT = 1 30 Adjusted Volumes Volumes TH = Total Adjusted 0.PCV Move- PCV PCV of per cli LT = 43 ment (Stcp7) U W (U-W-PCV) Lanes Lane z F- U M cc AI lo(.(. I-o5 I IIIg Z '5'39 2 01. a04 6Z. 109 1.0 1 109 1 109 < 2 lu 2 A?, i 7,63 i-o5 1 13 Z t. Z. 1-(o3 CLgf 101 1.0 1 10-1 I log A3 6A 43(. i.o 1 43(a t 43(o Approach 4 LT = A4. 5117 I-o 1 514 I z51 I TH = -Z" 30 1.o 1 35 1 39 Step 2. Identify Hourly Volumes RT = ) 75 (HV) in vph M I,- Approach 3 Approach 4 EIT = 17,9 FH = 1 54 Step 6. Calculate Period Volumes Step 9b. Volume Adjustment for LS=— CT = 43 (PV) in pch Multiphase Signal Overlap Probable Possible Volume Adjusted Approach 3 PHF = -25 Critical Carryover Critical Phase Volume to next Volume T= 1-7o cli RT = 115 3 in pch phase in pch U '0 LS= 2 T= 2 TH = 101 CL CL u- LB= 0. M cc LT= 5 1 101 < LT = 37- T= 17- t-- TH = Z(93 LB=— cc o CL 0. RT = 1-73 C.� 0. Approach 4 J F ¢ <1 Step 3. Identify Phasing PHF = 6S A, 91 Al -®A3 LT = 30 '3 1-3 A3 914 A2—A4 TH = U- Step 10. Sum of Critical 1 RT = 7-0(1 _ T- Approach o a c h 4 CL Volumes 6B 12 B 4 1�- Step 7. Turn Adjustments + Gi13 +-+ -L-L-0—Z, pch Step 4. Left Turn Check Approach I 2 3 4- Approach Movement AI ez A? 9, A334 A4.6., Step 11. Intersection Level of a.Number of 1 2 3 4 Turn 2 L Q. L- F- L- L L- Service chanec intervals AS 45 A5 4S Turn volume 5.0 14 Is"� Z-0(. (compare Step 10 with Table 6) per hour (PV from Step 6) Io4, JOA b.Left turn capacity on change inteal. el 0 90 .90 110 Opposing vol. in r-v k c)(.o A GrV 43(c z03 EKI in vph vph from Step 2 c.G/C 50 1'50 ,50 50 Ped. vol/hour Ratio PCE LT from I-05 I.o,5 7-0 1.0 Step 12. Recalculate d.Opposing volume 10(.4 097 4310 z63 Table, 3 Geometric Change in vph c. Left turn LT vol. in pch I69 Log I D?, 39 capacity on 0 0 1(04 317 PCE RT from Signal Change green, in vph Table 4 1 1'0 1 0 ,6 Volume Change f. Left turn q 6 Gi0 Z�54 407 capacity in vph RT vol. in pch 5.0 34 1,53 Z06 (b- c) TH vol.in pch 10401 1 V-11 (&I 3t3 Comments g.Left turn volume 07 87 43 3,Z- from Step 6 in vph Total PCV in pch 10(oto 1263 334- 5Lcf h. Is volume ---capac- �Jo lij, 00 00 loq l0q loz itv(g>0? 38 Critical Movement Analysis: OPERATIONS AND DESIGN Calculation Form 2 Intersection Pe_TE_rz.S S-m-F-c-i `JALEM-IlUZXJP1Ea esign Hour , 43" - S 3v 'PhA. Problem Statement PtZoposcD LEVEL_ of sF_wlC L=_ Step 1. Identify Lane Geometry Step 5. Develop Passenger Car Step 8. Step 9a' Approach 3 Volumes (PCV) in pch Calculate Approach 3 Lane 12' I IZ� N RT = 17-9 Adjusted Volumes Volumes TH = 295 Total Adiusted loPCV Move- PCV PCV of Per N - = F- LT =12-_1 ment (Step 7) U W (U-W-PCV) Lanes Lane 0 11 (I ' o p, IZ4Z I.o5 1 1304 z 105Z a 11_ a cli CL Q i i' -111' C cc m gZ 114 I•a 1 I14- 1 114 a IC AZ 1015 1.05 1 10640 Z 533 to 1 1°llot 8, 365 1.0 1 3t05 1 3t.5 I Approach 4 LT= 4-3 r A�3g¢ 7B3 I.o 1 -753 1 7 o 3 Q- Q r Ste 2. Identify Hourly Volumes TH = ZS 7 N Aq 537 t•0 1 53-1 1 537 p fy y zA0 , RT = � � � B; taZ_ I•o 1 1 oz ( I DZ (HV) in vph Approach 3 EST _ 128 Approach 4 a T= i It �H = zgz Step 6. Calculate Period Volumes Step 9b. Volume A djustment for CT = 1 2-0 (PV) in pch Multiphase Signal Overlap Approach 3 PHF = gs Possible Volume Adjusted N � O Probable Critical Carryover Critical tical T=�a]� d Q Phase Volume to next Volume RT = 15Z in pch phase in pch 2� LB= T= o „ u n TH = 34-7 al a u_ n{-� L 8= Q a r- LT =_L Z T= LT = 4'5— TH = 254 L8=, 11)3 a 0 u u u RT = �9 8 F- Z F- a a Approach 4 - t- 2 Q C Step 3. Identify Phasing PHF = 8y Q �t e, Al - A3 LT = . A7_ 0L 4 A2®-A4 TH = ° = J M Step 10. Sum of Critical I T �Aa L3 RT =Z.5 Approach 4 0. Volumes Bl j-B3"1 O �cSZ + 7 a Step 7. Turn Adjustments 8-3 ; 82 J e4 _ 1435 pch .Step 4. Left Turn Check Approach Approach Movement A,$7 Atg, A-s64 A493 Step 11. Intersection Level of a.number of t 2 3 4 Turn �_ L R- L Z L_ rZ L Service change intervals 415 45 45 Az5 Turn volume 1.0 Zo 15L 2-35 (compare Step 10 with Table 6) per hour (PV from Step 6) loq 348 WL 51 b.Left turn capacity ph 055 1o46 45Z 4Z© EEI on change interval, q 0 Ci0 9 p Grp vph from Step 2 in in vph v c.G/C 50 ,50 ,5Z) .56 Pcd. vol/lour Step 12, Recalculate Ratio PCE LT from 1.05 I.os Z.o 2.,O d.Opposing volume 9355 104(c 45Z AU) Table 3 Geometric Change in vph 114 3(a5 e. Lcft turn LT vol. in pch ZB4 10Z Signal Change capacity on 0 14S 112to PCE RT from o O green, in vph Table 4 ( 1 0 t 1.0 f. Left turn Volume Change capacity in vph �0 �(0 2316 Z7 RT vol. in pch 1.O ZO 15 Z Z35 (b- e) TH vol. in pch IZ41 ggS. 347 3oZ Comments G LOSE 2 TO .4 g. Left turn volume Zq3 Izo 43 from Step 6 in vph Total PCV in pch IZ47 10t5 .4119 537 L• d' r7• C' h. Is volume >capac- �ES YGS Q0 0" 114 ?>1,5 Z64 10Z itytg>0 197 (396) 245 (392) 0) PETERS !STREET 475 (441 ) 468 (495) 67 ( 12) 12 (71 ) LEGEND : A.M . PEAK P. M . PEAK SITE IICHARDFKAMINSKir, ASSOCIATES,INC. PEAK HOUR TURNING MOVEMENTS --NGINEERS,ARCHITECTS,LAND PLANNERS PROPOSED TRAFFIC AND SURVEYORS 200 SUTTON ST. - NO.ANDOVER, MA. P.ETERS STREET 6 SITE ACCESS DATE: JUNE 20 , 1986 CA SOT VILLAGE - NO. AN DOVER, MA. Unsignalized "T°' Intersection Capacity Calculation Form Intersection pETE 2 S STZZEET - ?1Z,Op0S(=D 51 TE: Location Plan: Counts: Date.. ZO S 1a7 'Z �SO Dad A 4(og B Time =3D- 8'•30 ,4M 1O Control MAIJUAL_ C Prevailing Speed Hourly Demand Traffic Volumes from 7'30 to 6.30. �m Approach A 1 B C --y— h1ovement AT -- AR BL Br CL CR Volume 4(,S 1 1 7 S'O 19 7 > pchi—T�hler.1 '7o Step 1 Right Turn from C CR Conflicting Flows = MH = /z AR + AT = (from Fig. 1) 0.5 + 4(oQ2 477 „A Critical Gap from Table 2 T, sec Capacity from Fig. 2 = M,v,= M, = 575 DtA Shared Lane - See Step 3 No Shared Lane Demand= CA = PIA Available Reserve = Mr -CR=—WA Delay&Level of Service(Table 3) 0 Step 2 Left Turn from B ' B, ►� Conflicting Flows = MH = AR + AT = (from Fig. 1) 17 + 468 = 405 „A Critical Gap from Table 2 T,= 5•D sec Capacity from Fig. 2= M,.,,= M,,= _7Z ..,A Demand = BL= 70 ,A Capacity Used = 100(BL/M,)= G•�, % Impedance Factor from Fig.3 = P,= -CA?_ Available Reserve = Ms- BL= G25 Delay&Level of Service(table 3) tom.)0 DELAY Step 3 Left Turn from C + CL 1 Conflicting Flows = MH= '/zAR+ AT + BL + BT = (from Fig. 1) B. +4(ea+ +dl= L„A Critical Gap from Table 2 T,_ �•`� sec Capacity from Fig. 2 = MH,= 300 P.A Adjust for Impedance M,v, x P,= M,= Z7 eo MA No Shared Lane Demand= CL = PCA Available Reserve= M,- CL= wA Delay&Level of Service(Table 3) Shared Lane Demand = CR + CL= CRL= r— PA Shared Lane with Right Turn (CR + CO Capacity of Shared Lane= M13- (C,/M,) + (CL/M,) M„= 540 p A Available Reserve = M„-CU=-6- wA Delay&Level of Service (Fable 3) NO DEL1�Y Overall Evaluation Unsignalized '°T" Intersection Capacity Calculation Form Intersection FEILEELS ST(ZEET - �ZOPOSED SITE Location Plan: Counts: Date ZO 8(o i--� 14 10 Day.5(0 A d9 5 0 B Time 4,30-5'.3o pAA � Control M Ar.1UAL C / Prevailing Speed Hourly Demand Traffic Volumes from A:30 to S:30 0�_rn Approach A 1 B ?' C `Y— Movement Ar -- AR B, r I BT CL "1 CR Volume A.Ct5 2 10 1 (¢ 5(a pch f.cTahic I1 17 Im 7-4 Step I Right Turn from C CR Conflicting Flows = MH = k AR + AT = (from Fig. 1) + 4G 5 = J ,po Critical Gap from Table 2 T,= sec / Capacity from Fig. 2 = Mva= MI = E5 "I ✓ Shared Lane— See Step 3 No Shared Lane Demand = CR = pCA Available Reserve = M, —CR= ,CA Delay&Level of Service(Table 3) Step 2 Left Turn from B I B1. r Conflicting Flows = MH = AR + AT = (from Fig. 1) Z + 4a5 = 497 Critical Gap from Table 2 T,= S•O sec Capacity from Fig. 2 = M,,.,= M2 = D 0 Demand = BL =—+-7—,CA Capacity Used = 100(BL/M2)= Z,4 �r Impedance Factor from Fig.3 = P2= •98 Available Reserve = M2 — BL= �83 P.A Delay&Level of Service(cable 3) NO 'DELA.Y Step 3 Lett Turn from C CL '1 Conflicting Flows = MH= y4AR+ Ar + BL + BT = (from Fig. 1) 1 +4� +10+3�%= 90Z Critical Gap from Table 2 T, _ -1 5 sec Capacity from Fig. 2 = MH,= ZOO DrA Adjust for Impedance Mv, x P2= M2= IQ"' WA No Shared Lane Demand= CL= pCA Available Reserve= M2—CL= ,CA Delay&Level of Service(Table 3) Shared Lane Demand = CR+ CL= CRL= �4 yrA Shared Lane with Right Turn (CR + CL) Capacity of Shared Lane = M17 — (CRim') + (CL/M7) M- =--305➢rA Available Reserve = M12—Cu_ �4- YCA Delay&Level of Service (Table 3) AVEtz.ae,t; ®ELAys Overall Evaluation Unsignalized "T" Intersection Capacity Calculation Form 1 2 Intersection S,4L-E M TU 2 tJ Pt I<.E P gzpo.s a I> 51ZG Location Plan: Counts: Date (o • Z-0 • 8(o Da). A 5315B Time `i:00 AM— (o:00 PM. 39 Control MA•lJUA4L- Prevailing Speed Hourly Demand Traffic Volumes from 730 to a 3a . A m Approach A -11 B ? C �(® Movement AT -- A, B, Br CL CR Volume O 1 -7 pc i-•c Tahlc i,) O O •O Step I Right Turn from C C, Conflicting Flows = MH = '•h A + AT = (from Fig. 1) 19,5 + S 35 = 55 Critical Gap from Table'_T, _ 0 sec Capacity from Fig. 2 = M".= Mi = 500 xA Shared Lane — See Step 3 No Shared Lane Demand= CA= 7 ,A Available Reserve = M, — CA= 43 DcA Delay&Level of Service(Table 3) N)O DG L-A4 Step 2 Left Turn from B B,, r Conflicting Flows = MH= AR + AT = (from Fig. 1) + _ vA Critical Gap from Table 2 T,= sec Capacity from Fig. 2 = M.v,= Mz = DCA Demand = BL= Capacity Used = 100(BL/M,)= `k Impedance Factor from Fig.3 = Ps= Available Reserve = Mz— BL= �A Delay&Level of Service(Table 3) Step 3 Left Thrn from C Cc Conflicting Flows = MH= -/2AR+ AT + BL + BT = (from Fig. 1) +_+_+__ „A Critical Gap from Table 2 T,= sec Capacity from Fig. 2 = M,.,,= c A Adjust for Impedance M,v, x P2= M,= DCA No Shared Lane Demand= CL= �A Available Reserve = M,— CL= �A Delay&Level of Service(Table 3) Shared Lane Demand = CA + CL= CA = DlA Shared Lane with Right Turn (CA + CL) Capacity of Shared Lane = M" — (CR/M1) + (CL/M,) M13= D A Available Reserve= M„— CAL Delay&Level of Service (Table 3) Overall Evaluation Unsignalized "T°° Intersection Capacity Calculation Form Intersection SALEM I UefJPt KE PZOPOSEO SLTG— Location Plan: Counts: Date ZO 8(0 I 1,40) Day A B Time 7 COAM - (0.00 PM (OAS Control AA V Ai -- C Prevailing Speed Hourly Demand Traffic Volumes from 4 t 30 to s:1 m Approach A B �' I C —Y— Movement AT AR Bt, r ( Bp CL I CR /® Volume (a-78 1 8 1 0 111491 O 149 pch 1-c Lnk•J.i O 4 9 Step I Right Turn from C CR Conflicting Flows = MH= ',h AR + AT = (from Fig. 1) 4- + (0 = (082 Critical Gap from Table 2 T, _ ` 0 sec Capacity from Fig. 2 = M,,= M, = 450 ,cA Shared Lane — See Step 3 No Shared Lane Demand= CR=_49 pc, Available Reserve= Mi —CR = 4-Of vcA Delay&Level of Service(Table 3) �O )ELAV Step 2 Left Turn from B BL ►� Conflicting Flows = MH = AR + AT = (from Fig. 1) + Critical Gap from Table 2 T,= sec Capacity from Fig. 2= M.N.= Ma = DcA Demand = BL = DtA Capacity Used = 1(O(BL/M,) = - % Impedance Factor from Fig.3 = Ps= Available Reserve = M, — BL=—DCA Delay&Level of Service(Table 3) Step 3 Left Turn from C CL Conflicting Flows = MH= 1/2AR+ AT + BL + BT = (from Fig. 1) _ +_+ —+__ „A Critical Gap from Table 2 T,= Sec Capacity from Fig. 2 = M.vo= p A Adjust for Impedance M,v, x Py = M3= PIA No Shared Lane Demand= CL= xA Available Reserve = M,—CL= xA Delay&Level of Service(Table 3) Shared Lane Demand = CR + CL= CRL= ,fA Shared Lane with Right Turn (CR + CL) Capacity of Shared Lane = M13 _ (CIN0 + (CL/M3) K3 = ;rA Available Reserve = M„— CRt= —®CA Delay&Level of Service (fable 3) Overall Evaluation