HomeMy WebLinkAbout1995-04-05 Traffic Impact Studies 1994 & 1995 i
j 'TRAFFIC IAIPA.CT STLDY
� 111 uill� I 'Illl �
J 1�� The, Crossroads
oilk Andover, Massachusetts
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pared far,
yp y�,�
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! � Dat4dj. Ffiend
1994
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Traffic Impact Sludy The Grossyna4i
11W#e12 Description
PBJ Development Corporation has proposed construction of a 24,000 .5,qu-arc foot retail ceriter
oil it .89 acre siw a'Aacent to Route 114 (Salem Turnpike) in North Andover, Massachusetts.'
This development project, hereafter referred to as 77w Cmwwoadw, would be located on the norill
side of Route 114 between Route 125 and, Hillside Road opposite, Chesmut Green at Tbe
Andovers. Located in a district warred fear "'gerieral business" uses, The Croxvraadv wouttl replace a
moving -.'aid storage, facility that is currently vacant.
Access to this proposed, retail center would be provided directly from Route 114 via two access
d6ves_An access, driveway serving the eastem pm-fion of the site would be constructed in the
same location ads: yarn existing drive, apj:i,roxiinately 150' west of Hillside Road. A second, new
access driveway would service businesses located on die western portion of the site and be
constiaicted aqji-tcent to Property occul')icd by Film Microelectronics, Inc. at a location
App roxi mate ly 4:00 feet east of the Route 114/Route 125 intersection. No, access, to the retail,
center would lie available directly from Hillside Road.
The specific types of retail shops that will occ-tipy 77ze Craxwoadv are [lot currently known.
Nevertheless, it is expected that such establishments as a clothing store, video store, and striall
r(:'staur,.,tw. will eventually find residency at the site.,
Sajv ty Traffic Study
There are no r-t-quirument for a traffic imPact analysis mandated by ordinance in the Town of
Andover. Nevcrdtelem, Vie G rpx.wxoLv repsm-nts -a notabic change in the use of the existing
commercially-zoned site. The increased land use, ultensIty associated with a retail cent,er versus a.
moving/storage facility (particularly a vacant one) vM1 result in a discernible increase in the peak
.....The Proposed site is also 'loica"ted'in a heavily-tra ve led I
corridor gloat is expected to experience incm-ivscd traffic, From other (level 0 1)me.11 ts.. These
conditions, have prompted the North Andover Planning Board to request a review of (lie traffic
Htlpa,47( Of IJIC 1,1170I)OSCd projccL
In addition to the concerns of local officials, traffic-rclatcd information is a.lso necessary to
determine if (a) 7he Cramyoad's development must obtain a highway access pertnit froin the
Massachusetts Highway Department?, and/or (2) ale an Environmental Notification Forin
I See Existing Conditions Plan and Proposed DevetopincEIL Overlay for The Crossroa& prepared by
M;rrrhionda and Associates, LP., for PBJ Dcw1upinent Coopoi-adon, dated Nov.,mber 10, 1994.
Massachusetts Genund Laws, Chapter 81, Section 21 authorizes the )cw[asgarjuiserts Highway DepartineTlt
(MILD) to issue peri'liks,fur access to a state highway. An access permit is required when a proposed project
fails to satisl 'a nufnber of conditions set forth in die MIM's Acreus Pennif Giddedinew, as Ma-it recently adopted
by dic Mas",(.-,liusetts Depaamem of Pubtir Works,, December 1990.
pap.,
7'mffe Irrapael Slttdy Vic, Crvsmaib
(ENF) under the requireinents of Ilic Massachusetts Env'iroilinriital Policy Act (MEVA).s Tl1is
tr'afic study acltlre&.u_s these informational needs as well.
This study providr:s an estimate of the nit iFiber of neua veb ides trips to he gc�ierated by lie
'fossrour2s on a basis. It also provides a review of traffic conditions likely to exist %indc�r
"worst case" traffic conditions. ' Vorst case°' traffic conditions are ifLose expected to occur during
the hour of higliest ovc-rall traffic activity its the area on a typical day in the year the proposed
development is sched sled to be fully occupied (the so-callr;d "design" year). TIris peak ]Your
during a typical day in the design year is called the design }your. As described by tic- American
P11#fining Association:
For piapaws of a tqTj a' impact avalysis, it is [ni"tant to emp1mu w the warn case Tefem to the
f iacA rrrost frequently rprauntered case and not nemvsarily fo the absolute worst case. Far ocam ple,
the ab%alufe worst ease traffic siNaiian may occur oii a Saturday during fife Un-islmas seascm. A
typical urrTsi rave situation is likely to ocew during jxak hoar iraffxc on a nwzhday . . . In addition,
flrere are txrao situadaons Purl may e4usify as dw imrst cam lire Imuk hour of sitejry a&d tTaffic
/51,as life adjacent through traffir during tluit hour; or, ccx nxrsely, dire peak hour of adjaoerat through
traffic PhLs fire site raerated traffic dwing Hart! hazer.{
The peak perked of Ate•gerlerated iraffiic at strip shopping ccntcrs v`'ith vai-ions small retail opg
generally coincides with the irfte MOO rl or PM Beetle period of traffic on th - adjacent street and
occurs on a rueekdcry when the velure C of workLrifrs on an arte6a] roadway such as Route 114 are
at their highest levels.' Consequently, this study examines the conditions expecled to exist at
77w, Cnxssrarads during the PM pcak froth of weekday traffic on Route 114. For consisteacy with
other traffic- studies performed in thr arca6, the year 1998 is assis led to be the "design" year in
which fti11 htii Mot rt and occupancy of 77w CrauToads would be achieved. ExisLing tra tic
conditions are not e+ralualt-d heycause the site is currently Unoccupied.
3 Under the requirements of I4iEPA, an Fri` must be prepared and filed with die SccreL-ary of
EnviTon men ml A fairs if a pr pamd project falls to satisfy any of the r.riEcria listed in -301 Cr R 11„25:
Review Thresh olds: Calegrotxeat Inclusions, or the review thresholds lisLed in 301 CMR !J_26,: Review ThmhOMS
for Penn iIs.
a See Froda Greenburg andJiin Her iFrm ich, "Traffic Impact Analysis," Anil-rican Planning
Assoc iation Plaiining Advisory Service, ltf-porL Nuinber 387, pp. 7-8.
3 While the Crmmmds will generate noticeable volurnes of traffic, on wee kcoid clays, the comb iriarion
of Rite-genCrawd Llafftc plus adjacent di Tough Lralfic on Route 114 during the highcsi hour on a wee ke.n H
day will nuL fie as high as the combined traffic volutnrs on a "icaI weekday.
a See Traffic Inepad &Access .Study for a proposed Commerdai Site in Nord And ovc;r, MaLssaclrusetts,
prepared for CDW Conmilranu, Ine., by McDonough & Sc-.trlly, fine_, October 1903; also Technical
Meiioorasitluin -Adde.nduen to Tralloc Aepuri, dated ]line 20, 1cm,
page 2.
Traffic Impact Rudy 7 he Gro&woads
This study evaluates conditions at the two intersections formed by rile two site driveways and
Route 114. It sloes not evaluate the impact new vehicle trips to be generated by The Crone &
might have on the capacity of area intersections other than route €14 and the proposed site
drives (e.g., at.Route 114 at Hillside Road, Roatez l l I at Route 1 5). In October 1993, a tr-xl r-
impact. and access study was prepared for the proposed 0sco Dnsg Store in he located on the
south side of Route 114 in the immediate vicinity of The Cray marls. In IN5 traffic mudy,' the
estimate of traffic volumes on the area street system in the design year of 1998 assuirkecl that
the-rc would be full build-out of a 26,500 square foot"specialty retail center" on the parcel
designated for The Crooroads. The new vehicle trips generated by this retail cer1ter were
disrributt-d from the site and assigncd to idle aged street systern. Intersection capacity analyses
Were performed for the midday peals hour and afternoon peak hour at the signalized
intrrscction of Route 114 and 125, and at the unsignalized intersections of Route 114 and
Hillside Road, Route 125 and Hillside Road, as well as at the proposed Osco site drives.
As expla]ne d Wow, Ilic number of new vchicl - trips to be gf-nel:itcd by 77w C;r=7vads is even
lower than the nuinber assuined in the Osco traffic -mdy, con'se.91 Zell Ely. this sl.luly does not
duplicate the Osco traffic study and re-evaluate the intenseciion capacil.y of area inLerser-Tions.
Thr, findings and recommendations of that study remain valid. This study evaluates only the
ability of motorists to rrtovc' sal-cly In and out of t11c- two driveways proposed fbi, Pee C;rawoaA
Side Trip Generation and Design Year Traffic c Volumes
In the absience of local data, the numbers of daily and peak hour vehicle trips generated by a
development project are typically estirnated on the basis of the type of land uses heing proposed,
ffic sh t! of the proposed land dies, and applicable trip generation rates from the drlstimte of
Transporm6nn Cr1gi11M-rx, Trip Cwneratirrrc, 5fli c diIioil U.11111.1.ry 191)1). If Al of the individual
establishments that will occupy the site were known, Ilse daily and peA prrind traffic volunlcs
associated with the entire development would be esdinated by siunnllslg IIIV cexf,c-semi Peek
period tiafflc volumes generated by each of the "free-standing" land rises that would be part of
die project._ IIowc-ve-r, 1}ec.crlsr- thew tylx-s of retail scores that will occupy The Crossroads are not
known at this time, it is necessary to consider dLC entire deve}lopinvo. pus a single- land use--ix., a
specialty retail center—and the daily and peak hour volumes estimated on the basis of IT) data
for that land use. it is expected that the mix of land uses which will orenpy The 'rnstiraads upon
buildout will be compatible with ITE's definition of a specialty retail reTIIt-r .es .e "sInall Strip
shopping center containing a variety of retail shops, specialiZirig in quality apparel, hard gnosis,
seIvices such as real estate offices, dance studios, or florists, and small restaurairts."
The nips generation rates that apply to specialty retail centers are corltair Cd in 'dab& 1, Using
' ibis!,
" Description for land Usc 814 (Specialty Reail center) coritairlt-r1 iPi ahe Ins;finite. of
Trail spoTwtion Dig ineers, Trip Generations, 5rh edition (Iantimy 1991), p, 1126
yxa'e .3,
7ia�fic Impaci .Sracdy The CrDssmads
the trip generation rates shovvn, and the- proposed size of the development, the number of
vehicle trips expected r.€r eater and ercft. 77w Crassncwk daily and during the PM peak hour were
esdmaLcd and are provided below in T'ab&
As shown in Table 2, it is esthnated that 77re Cm�will generate 976 vehicle traps &it .
Importantly, not all of these trips will be new vehicle trips on the adjacent street system. Many of
the trips generated by retail activities are vehicles already on the adlacetiL streeL which simply
su>p at the establishment when passing by (so-called "passer-by traffic).
Tahk 3 indicates die percentage of trips that aTe expected to be attracted front passing traffic by
a. sinall retail center like '17m Crcusroads. Assurning that 44% of the vc Mete- tdps gc ot-mlir-d by 77ae
Craunmuts ate pass-by trips, the number of new vehicle trips to lie gene daily by The
Cminvuds is estimated at approximately 547.
Approximately 67 vehicles ate expected to eater 7hg Craznxwfi during the PM peak hour of
wr-Aday traffic; approximately 51 vehicles will exit the site diffiRg the- PM peak hour.
Site T mffic Distiribution and A ru grnment to the .file Lriues
The direction in whicli the above peals hoar traJfir will approach and depart the site will depend
t1pon such site specific conditions as the type and in ix o€develop attcnt, dtc dff5V. of day, the
proxiinity of major employnwnL gc!nerators, and prevailing conditions on the exisiiotg street
system. Similarly, the site drive drat is wler-Ind for int- whcn entering and exiting the site will
depend upon tote dirCC601`1 of approach. the traveler's final destination within the site, and
prevailing coadiilon% on the existing street systrm.
The assutriptians made in estimating tho dire-c_tional distribution of vehicle trips to and from The
Cm&mxuL% and in assigning these trips to the two available site drives, :ire- summarized hi 'Fable 4.
EstimaW 1998 Dev gn Hour Traffic Volumes
In Lhe traffic irnpact study for an Osco Drag Store prepared to Octolle_r 19931", peak hour
volttinCS 011 strc-4 1.rc-t t:s we-rc- V_.S6Mated by taking a 1993 August traffic count, asljm;ung the
volurnes to reflect typical non-suininer coiiditinnts (Sepirmber), increasing these base 1993 traffic
volurnes by cute pemetl.t. annually to accotint for incrvases in regional tripmaking, and then
addit�g dLC pc-ak hour vc-hic_le trills expected from a number of planned developirteitrs in the-
g trip is defined as a one_way vehicle movement to or train a sire. One vehicIc enccring and leaving
a Site roflS61111teS Fwc,vehicle Luip5.
" See Traffic Impael &�Access Sludy for a Proposed Goonincrcial `,Fire in Norch Andnut-r, Mmsachnsetrs,
prepared fnr C DW ConsLiltastts, [Etc., by McDonough & Scidly, Inc., October 1993, a]sn Technical
EN4emorartdniTk - Addendoiin u) Traffic Report, dated June 20, 1994.
P'Uge
TABLE I Dip GmffaLion Rates for The Cmaacds
:. ,Gdlsd Rap":
77
is
'7hc GYassroads rMLaad Use-rype {ads�smdent Variable !n oat TofaI :lis.i ?': ,s}''oiei's ; lbt8!'
,17aaa Shops ReraiZ Cenace 1000 SF Gms1 4essage Aera 2C�,34 2l7.34 40.57 2.81 2.12 4,<JV
Sources. Rcprescnts avefagc wecrWay vahicte u-ip rake,
041iy atiaitabJa [rip rate For this land use cakcg'ory is for Ilke PM peak hour of r1,C7 gcncmmor, nilt for the peak hour ofadjaccm SNcet aaffic (ono hour b bNeen 4•6 J?M).
Insuiute 421fTraruporlatian Engineers. Tt#Generation, 5d7 cJition (fanuary 1981), Ija7d Use 914 (S[vcj�q Retail Center), p, 1127.flsaumrs&j,s onat diswitm6ort (3f5O%
entering,50% exiting based on ITE data.
Institute 43C Transports tion Engineers, T*-*Ceaemr4m. 5kh edition Uanuary 1931), land Use R14 {Sjy cialty Retail Center), p, 1129, Asaumas dirccciimal distribution of 57%
Vhkeriq,4�i% mciting biased on ITE daaa.
TABLE 2 Daady and PM Peak Harir Vehicle }reds C,-rteraled by The Cros�
Vehicle Taips
Tota[ Weekday Wray Psi Peak Hour
Lard Use A Oug Toiaf in
4,000 SP Rzlail At 488 488 976 67 51 118
s, TFE C.e�for Tyre
RXtail 10,000 - 15,000 SP-GL1 44%
Stropping Cemer '
`JE?i Pxisser*by tripe for small Shol,Eoirlg eerkMr* (strip ratait c11ctcrs) is eaLcolmcd as qarA -0,0225 *SFGLA/1,004. Sm ITE,
NCw England Chronide,September
TABLE, 4. Diredional D miNfion and A signmml of PM Peak Maur Tra ze
to the Site Drives at 77te roS.SJro[1 i
A. L'nlen-tx ` Vehiclrws
Dinecficmaf Dislrib iiwt rlissignmertl to Sife Drive
:3Jiia �F .of 3 j+ruach M1 . 9u # Whicfc Tsips . Mvvem mr eta # Vehicle Tips
From Nnrth 50` 34" Enter Sits Drive 01 75` 26
Err Site Drive #2 25 8
From South 50 34 Enu-r Site Drive #1 601, 21
F,nrer Site Drive 42 40 1
B. Exiting Vehicles
Dimciitrr:ut islriiaalimt flssignvren4 io Site Drive
"Direihfari of Departure _ $6 # whirls Trips Moues eni 90 # Vehicle Tries .
To North 50' 260 Exk She 1<}t'1+,'t_ fl 601 16
F-wit Site Drive #2 40 10
TD soufli 50 26 Exit SiLe Drive if I 70K 18
Ex SiLe Delve ff2 30 a
1 Y,` Nerih is in the direction of the Route ]i4/Route 125 IrkxerSt-C(kSkrl-
.oadth is in the direction or I Iillside Road,
Sits✓rhiu•#1 is the chiivcway etosest to the Route I Irk/Route 125 intrrsmliori-
.UL&Brits 02 is the driveway closest to fiiDsido Rawl-
NOTE& It is expected x)aat it aka}rsrAn6?11 rLLNftd f of dic vehicle trips generated by T71s CF9&vruaeis wilt ib-&Ady be:ork Fnurc 114
and rrirrrly sTolo a irs exr3hNihments when passing by passer-by uatTic}. oivi-i% ihii enodition, 'a's assunied char
the.dirty=rion of approach and departure for die Velticle t.Tips grrwrxied by din rievclopmera wit3 1x pno-portional to
ilie dirnviort of peak Stour traffiie an Route 114. During the PLi peals hour, 'k13l,rr xiirL3rcly rOOZ of the traffic
pktT4itk� trrtucling northbound,50`Xa sotahbotind,
ti Based on khc rrurobeef of m lesing vrhielc trips estimated in Table 2.
` if till of ilic vehielcs approaching the site from the nordk wrrr to tkw Site Drive 41 (the drive e3osest to the direction
of approach,Veil ieltA May h4rL to queue on Route 114.lAnccn approachir% watnvi&u sec a queue dcnlcioping. the}
wi11 npL to use the other available site drive. On dm oilker hand, prem1p,3ocrss to Site Drive k°may not always be
rradlly 2Y'tLihble 3s veh'dm desiring to turn left onto Idil3side Road bmarrLt a]tkckrcd in the left-turn cane and bin€k
t tic ewranca to the driveway. Civen these conditions,it is W4110E1td EiLat approxim2tely 75% of all vehicles
approaching from die north}sill use Sitc ])rive #1;the remaining°5% %�11 use Site Driwc jr2-
It fs asswnz ad (II.t% IYICtrn-36ts 21pproarMng from the south will use the entrance closeak tis The parking secs that will
serve the store(.) Llicy init'rkd to krarronixt. Given the proposed]Gcation of parkirrg slmcrs nn ThC sire, it it LIAW toel
That approximately 40% of att vehicles approaching from (Im sU43r)3 will use Site Drive 42, the remaining 60% writ
cn Ler%Ia SLtt I)rsve tk1.
]lased on the nurnber or exitingvtL li=l L. rk;lxs citim3 tCrl in Tab IC 2.
a It is assumed Lhat rnaiorisis exiting the ails t+)the emeriti wick use dLt drivcway closest to the parking space Lhey
vacate,Given 111E loch iviL of park llg gncr_q ran the site, it is 3ssumcd that approximately fi % of Lhc rxitiiig vrhickts
will use Site Drive 01; Liar remaining,-14)% witf cxfr wia Site. Driver. #,-
Vehicles turning 1ifh onto Hi31side: Rnad will qucuc`sn the lc€t-turn ]ant during Like peak flour and rrk.ly�Lrr �onail}
block vehicles mraroitkg to L-Xir Like..sire usirsg Site J]rivc 91 White vehi€]es turning fK t rrr3ail SjTk< Przwe! #_�will nnr be
1*wkM cnn Lin kmtty by vehicles wailing to turn into Hillside teasel, dir wdswncce of pr`riodie hlockagc will discourage
mckeoriez ex-swing to The snu33t from using this driveway.As a result, it is asaL%ITI n I ?IL;LT al}f3rlkX!re)atCi.y 70% of 3]]
4txiting vehicles vAll utilize Site Drive 01; the remaining 30%will exit viil Site Urivc tf�,_
Traffic Impact Sjudy The rmm-ads
vicinity. As mentioned earlier, The Crouroa&was inc hided as a 26,500 8F specialty retail center
among the planned developments in the Osco Djug Store study.
To avoicl unnecessary duphrallon of effort, the 1998 PIM peak hour traffic volumes expected to
exist ors Route 114 for this analysis were derived by simply subtracting the peak loth vehicle
trips associated with the 26,500 SF retail center from the "1998 Evening Build Peak Hour" ti-aff r-
volL roes that were estimated in the Osco Drug try c %Wc€y.ir Udlig this approach, and die
directional dko-ribtillan and amignuient assumptions summarized in Table 4, the following traffit
conditions are estimated to exist at the intersection of the two site drives and Route 114 in the
1998 PSI peak hour;
Rowe 114
8 �--- 2
Millsi Rd Me 125
77T
Jo e 18 16
SsL-eve # 2 Site Drixje # !
hafinerfion Capaoity Anal)sev
To assess the "quality of traffic flow," capacity analyses were performed at the two site drives
under the estimated 1998 buildout.conditions. The results of the analyses are stunrnarized in
it Thiel, p. 21. Interestingly, the 1993 PM peak hour €ra€Ttc counr_s that were used in the Osco Drug
Store is `ic study had approximately 1,290 vchiules Lr'aveling swithbound can RouLe I l4 in thu vichiity of
the }proposed site; approximately 1,260 vehicles were esLimatccl Lo be traveling northbound. Due to die
importanrt- of these baseline traffic counrs in arrFving at projected 1998 traffic volumes, a new mo-clay
traffic count was taken on Route 114 in front of the proposed site on Monday-Tuesday, Novemb-er 21- 2,
1994. This tnosL recent trall'te count showed 1,027 vehicles traveling m)utYthourtd oii Rnwe 114 and 1,244
travuling norchbottnd dkiving Lhc PM peak hour. This new Lru is duLa suggest that Lherc has bceti an
overall 10% dense to traffic on RokrLe 114 daring the past year. Despite this reccrn data, the hiKher
traffrr volumes estimated {Corer the O&co Dnig safely were- xtsecl in the analysf�s performed For this stttdy.
peega 7.
Traffic futpact Study The Cross7mds
Table 5 Capacity Ancar?ysxs Summary
1998 P Peakhour
,.. .
ts.
Left turn from 227 C Mirtimal delays and periodic queues can be
RnuLe 114 expectod in tht left-turn larit on Route 114
Left turn from -18 F LOS will not be as poor as ratimdlEd;HC-M
Site }rive #1 procedures do not account Car avAilaWity of
SW Drinre A gaps in treble adrearn 111At will rtsuEt from the
E)l2 caning of vehicles through the signalized
intersection of Routc 114/Route 125. UnAer
wpret case, might"pccx V- vehicles to be
gkitued on site at any one liFne
RighL Lurn fi-OM 244 radaaiv+.12mcwill allow right-mining vehicles
Site Drlvc ffl to exit%%ith minimal delay
Left tum groin 247 {: Minimal delays-ind queues are ccpect"I foe
Route 114 vehicles turning ktt into Site Drier#2
.5f€e I.?lsve #2
All movcmcnts -lei }+ Underwomt.cast conditians, 311nYbeecvtsal
froth Site I}rive #2 trR-urrn exiting Vellicics 41tttued on site
or Worksheets for capacity analyses are contained in Appendix A.
YaW 5. The findings contained in Tablc ri were obmincd using C (71ts, a rrlicrocompliter
analysis prograin that applies the capacity analyses rnetliodi in Chapters and 10 of the 1985
Highway Capacity Manual.' The Chapter 10 prod=cures in the 1985 HCM expl-ess the level of
service at an unsignalizecl intersection in tens of the reserve, or unused, capacity of a lane.
There are six levels of service, designawd by letters A to F. Level of service A rep}rescnts the hest
operating conditions, while level of srrvice F repro tiEs the worsL.
t.apacity of IA kcrscclions,. trTPS' HUM Progmin was developed by Lhc C:ent.ml TranspurlAu0n
p]:l1ttiing Staff_ Tim- inust recent edition of the prngratti, CINCH Phs version 2-14-02, was Lined to perfbrni
the analyses_
]3 Tfang ortation Refearrh Board, Highway (rapacity anuaa Special Report 209, Washington, D.C. ;
'iRB' 198ri_
Page. 8_
Truf,, Iv P'd Sludy Tine C rossmads
iFFRFF
When pe66rining the capacity analyses, it vests it55umed that Site DTiVc' #1 would consist of an
exchssive right acid left-asm Ian for vehicles exiting 77w Crossroad& At.Bite- Drivc #2, right and
left turning vehicles would share a single ex Wag lark. Route 114 provides for one lane of trafffc
in cacti direction with a continuous two-way median left-tum lane as it passes the site'-i#
Altliough the suction of Route 114 that Jsasses the proposed site of 77ie Cromroads is known to he
heavily cungested during peak travel periods, shoppers patrorMizing The Cnuspwmlsc_an expcut to
experience minimal delays whejt entering or exiting the site. As explained icy Tahlr a, vehicles
exiling the site drives may experiencc mirror delays during the periods of highest tndfic activity
on Route 114. This will result froltt (a) gr-neral difficulty in finding gaps to enter the hr-avy
traffic volumes on Route 114 during this perirk(l, and (b) from the occasional presence of
vehicles queued in the merhan left turn lane on route 114 waiting to tum otitc, Hillside Road."
Despite these conditions, and the fact that some motorists may be discouraged from using Site
Drive 02, there will be.arnple storage capacity on the ,3iwa± to accomodate the expcc Led slumber of
exidag vehicles. Exiting movement will he facilitate-d by the provision of exclusive left and right-
cuni exit lanes on Sitc Drivc 41. under worst-ca conditions, on-site gticucs of only several cars
can be expected at both site drives. Vehicles enter ng 77w C'nnnxrads from Route 114 can also
umpect minikryal, 1>ut klot excessive, delays_
This study was ulidertaken to respoiid to die justifiable concerts oil the part of local officials that
traffic be able to enter and exit The Crossroads safely. It was also intended to 1)rovide inforknadon
necessary to dr.terrnine if a highway access permit and/or ENF would be required for this
project. Based on the above gala and analyses, it ks beiic-ved that the following cunclusions cart
be suppoae&
11 The corkcepk. of two-way left tum lanes osi urban streets i8 widely accepted. Whan min pared to 110
rnedian, this conccpr offers the advantages of rccltkced travel Wne, unproved capacity, and reduced
2acciderkt fregttt uy, particularly of die rear-end type, Whem art arterial passes thi-augh a developed area
that leas numerous driveway and street. intersectiom, arrd where it is impractical to liiitiL left-turns, The
can e.inuous left-titrn rnediau lane is often the only practical solution. Where median Lnrning lanes are
provided, rear-end collisions and die interference w aiTough tr-affic resulting from left-Eurn niovcmenu
are greatly reduced, Virith a conkirkuokke� median left-turn lane, left-turning vehicles can also slow do%.%-n or
stop between the -arse-way pavernenrs to take advanKage of hreaks irk traffic and proceed only Awn it is
safe to do ro. Fnr furtller discussion tan the feautres of comintious median left-turfy lane-5, see American
Assacfati€1n of S[aw Highway and Transportation Officials, A PeA y an awmefric Design raf ffaghways and
Siwi,L; Washington, D.C., AASHTCI, 1990, pp. 369-M, 5 R-530. and 550-553.
Ix Obseivatrons of pe-ak hour conduions at tyke Route 114/Iiillsicic Roars inii--nection reveals c.ltkruel'
in die mc&an left-tc m lane of Route 114 of between 2 - 9 vehicles. Although blest queues were folind to
dissipate fairly quic kly (max iknikm vehicle wait was approximately 90 seconds), dic icngffi of the gtieue will
ncrosiurkally extend 200-225' north of Hillside Road. When these claaeues occua-, the pwgenne. n!-t1kcle
vehicles will interfere wide movernents irk and out of Ske Drive U2,
Page 9.
Traffic fxnpacl S4udy The C:rassirads
Safety of Site Brims. 'To evaluate potential conditions at the site drives, it was estimated th;lt
approximately 61 vehicles would enter 77te Ctannxuds during the #most heavily traveled hoar of
Chi: clay (PM peals), and that. 51 vehicles would exit the site during that sauce hour. Although
vehicles entering and exiting the site may experience some minor delays during the peak hour's
of t.ra#fr- activity in the area, no unsafe conditions are expected to result. While vehicles desiring
to turn left alit of thir site will experierice the inost significant delays, amply on-site storage space
will bi! provided to aceommodate the vehicles that inay become queued during the peak hour.
N ad far- State Highway Acr--.ss Pe mit. IVlassachuseUS General maws, Chapter 81, Section 21
authorizes the Massachusetts Highway Department (MHD) to issue permits for access to a state
Highway. According to the MHD's Across Permit Guidehnes, are access permit is required Of a
developer if the developer/applicant has propnsr-d plxns too
(1) modify an existing-access driveway within a state Highway; or,
(2) create or construct a new access driveway or private roadvray to a sllte highway; or,
(3) build or expand a facility so as to generate a substantial Jricrtase in or mlpaci orI t.Faffic,
regardless of whether the proposed development has direct or indirect access to a state
higher-ay. The following developments are presumed to generate a substantial inc_reasc- is or
impact on traffic on a state highway.
i. a resldcn fial devuIop men t having a total of fifty or more dwelling LinitS; or,
ii, ss development.
a. cozllaiftirig 25,000 square feet or more of new interior floor space; al',
b. gel ierating 1,000 or more new vehicle trips per day; ov,
c. containing 200 or more- new parking spaces; or,
iii, a € evc1opixtem. which produces a change ill the type, pattern or timing of traffic, that
is detenriined by the M DPW to generate a substandal increase ur impact On tnjfPC
although the development does not meet the thresholds set out above; or,
(4) construct or inaintain airy traffic signal or perform work within the right-of--way.
The proposed development plan for 1z Cnasxraa&will not require nrw t2] Route 114; will
not require related work with i the highway riKht-of-way; is not a residential development. project;
will provide &SS than 25,000 SF of new interior floor space; will generate far Less than 1,000 liew
vehicle trips daily, and will not require 200 or more new parking; spaces. However, thew prvposrd
plait does call for the existing wcsternniust accem driv€- on il2i- sii,r to bc- relocau-d approximately
120' wrst of its exh4ng location. Because this is are alteration of the physical features of the
existing drive"my, an MHD highway access permit will be rrqulred tmdc-r condition (1) above.
eM for IM uizd#,r AIEPA. Under the rcquirernClil5 of dM Urfa.&SaU-11USCUS 1'.2lviU022in C T P tag Polity
Act ( EPA), certain types and sizes of projects may rrquirc- the prc-paration and 11141g of all
Environmental Notification Form (ENF) or Environmental Impala Repo It (F.IR). This iypes and
sizes of proyects affected by this re eluirenient art- c-oii1Airind in 301 CMR II- 5: Review Tivuliolds:
'ategaricad Irtr.haians,The Crawoads development project does nut satisfy any of the thirty-tw€t (3 )
conditions listed in these regulations.
page 1�-
Traffic FmPad Sfudy The {:rassrnatia
According to the requirements of 301 C R 11. 6, Reuiezo Thrps)wlds far PsTmits, development
project; that need certain permits above specified threshold levels also rcquirc an ENF. As
concluded above, The Cramwzdswill rued a highway access permit, However, where an M H D
access permit is required, an ENF is necessary Only whca the "new or altered drive►va} ' services:
(a) a residrn6al development having 50 or more dwelling units;
(h) a nonresidential development having 25,000 square feet or more of gross interior spare or
20:0 or more parking spaces; or
(c) any project generating 1000 or more nLw vehicle trips per clay.
Because The Cmvwouds does not dsfy any of the above review thresholds, it is concluded that it
does not require an ENE
page 2.
Traffic I as1 Study The Crossroads
APPENDIX A
CINCH PLUS VERSION 2-I4-92 LAST DATA SET
1985 Rem chapter 10: Dnsignalized 3 Approaches volumet
Analysis by:Da id J. Friend e-0m:
Date: 1.2-02-1994 Time: OD:02 :20
I-At: Site DriVe #1 Sheet I of 2
Alt: 1998 PM Peak Hour
GENERAL GHA"OTBRISTICS KEY: A- -$
POPULATION GREATER THAN 0, 000: 'DES
CONTROLS: FROM C: STOP �
PREVAILING SPEED: 30 MPH
MAIN STREET t OF LANES: 2 LANES
MAIN STPEET APPROACH A - EXCLUSIVE RIGHT TURF LANE: NO
MINOR STREET LANES APPROACH: C
SHARED TURN LANE: NO
LARGE RIGHT TURN RADIUS OR SHALLOW RIGHT TURN ANGLE: No
RIGHT TURN ACCELERATION LANE ON MAJOR: No
SIGHT DISTANCE RESTRIOTIONS (in seconds)
APPROACH Aw: Route 114 N H: route 114 S O: Site Drive
LEFTS 0 . 00 0 . 00 0. 00
THRUS 0 . 00 0 . 00 0. 00
RIGHTS 0. 00 0 . 00 0. 00
VOLUMES
APPROACH A: Route 114 N B: Route 114 S C: Site Drive
TH RT LT TH LT TH
VOLUME 1415 21 26 1390 is 16
Flip 0 . 95 0 . 95 1. 00
ADD VOLUME 1489 22 27 1463 18 16
PERCENT GRADE 0 . 00 0 . 00 0. 00
PASS CARfHR 30 20 18
SUMMMY OF LEVEL OF SERVICE BY MOVEMENT
MOVEMENT DEMAND CAPACITY RESERVE LOS A O DEL(SEC) AVG Q
LT FROM 8: 30 257 227 c 14 . 43 0. 15
LT FROM c: 20 2 --18 F 4428 . 92 5. 50
RT FROM C: 18 261 244 c 14 . 02 0. 10
CINCH PLUS VSa§ION 2-14-92 LAST DATA SET
1985 HCM chapter lo= Unsig■ali■ed 3 approaches volume:
Analysis by:Davie J. Friend Gem:
Date: 12-02-1994 Time: 00: 02 :20
IAt■ Site Dive #1 Sheet 2 of 2
Alt; 19ga beak Eon£
CALCULATIONS
STEP l RIGHT TES FROM C; Site Drive #1
CONFLICTING FLOWS 1501
CRITICAL GAPS 4 . 5
CAPACITY 261
CAPACITY USED 9%
IMPEDANCE FACTOR 0. 96
ACTUAL CAPACITY 261
STEP 2 LEFT TURNS FROM B:Route 114 SB
CONFLICTING FLOWS 1512
CRITICAL GAPS 4 . 5
CAPACITY 257
CAPACITY USED 12%
IMPEDANCE FACTOR 0 . 93
ACTUAL CAPACITY 257
STEP ] LEFT TURNS FROM C: Site Dive #1
CONFLICTING FLOWS 2991
CRITICAL GAPS 6. 0
CAPACITY 2
ACTUAL CAPACITY 2
CINCH PLUS VERSION 2-14-92 LAST DATA SET
1985 ■CM chapter 10; E=signalizea ] Approaches Volume;
Analysis by:David J. Friend Geo■;
Date: 12-02-1994 Time: 00 : 03: 52
I»t: site Drive ƒ2 sheet 1. of 2
Alt; 19g8 eak o-
GENE cHARACTBRISTICS KEY: &- -S
POPULATION GREATER THAN 250 , 000: YES |
CONTROLS: FROM C: STOP c
PREVAILING SPED: ]O MPH
SIN STREET # OF LANES: 2 DES
MAIN STREET APPROACH A - EXCLUSIVE RIGHT TORN LANE: NO
MINOR STREET DES APPROACH: C
SEED TURN LANE. YES
LARGE EIGHT TURN RADIUS OR SHALLOW RIGHT TURN ANGLE. NO
RIGHT TORN ACCELERATION LANE ON MAJOR: NO
SIGHT DISTANCE RESTRICTIONS (i■ seconds)
APPROACH A: Route 114 N e: RoubG 114 S C: Site Drive
LEFTS 0 . 00 0 . 00 0 . 00
TBE2S 0 . 00 0 . 00 0. 00
RIGHTS 0 . 00 0 . 00 0. 00
VOLUMES
APPROACH A: Route 114 H S: Route 114 5 c: Site Drive
TH RT LT 2£ LT Th
VOLUME 1426 13 8 1400 B 10
PHF 0. 95 0. 25 1 . 00
ADJ VOLUME 1501 14 8 1474 S 10
PERCENT GRADE 0. 00 0. 00 0 . 00
PASS CAR/HR 9 9 11
SUNKARY OF LEVEL OF SERVICE BY MOVEMENT
MOVEMENT DE ND CAPACITY RESERVE Las AVG DEL(SEC) AVG Q
LT FROM B: 9 256 247 c 14 . 17 0. 05
ALL MOVES FROM C: 20 5 -15 F 1667 . 79 4.91
CINCH PLUS VERSION 2-14-92 LAST DATA SET
1985 Hem chapter 10; Unsig■alizee a Approaches volume:
Analysis »y;D#vi4 J. Friend Geos;
Date: 12-o2-1994 Time: 00= 03; 52
I■t: Site Drive /2 Sheet 2 of 2
Alt: 1998 PM Peak Hour
CALCULATIONS
STEP 1 RIGHT IDS FROM C: Site Drive @2
co§r£ICTING FLOWS 1508
CRITICAL GAPS 5. 0
CAPACITY 201
CAPACITY USED 5%
IMPEDANCE FACTOR 0. 97
ACTUAL CAPACITY 201
STEP 2 LEFT TURNS FROM S=Rout@ 114 SE
CONFLICTIKG FLOWS 1515
CRITICAL GAPS 4 . 5
CAPACITY 256
CAPACITY USED 4%
IMPEDANCE FACTOR 0 . 98
ACTUAL CAPACITY 256
STEP ] LEFT fURV3 FROM C: Site Drive @2
CONFLICTING FLOWS 2990
CRITICAL GAPS 6- 0
CAPACITY 2
ACTUAL CAPACITY 2
�
j
I
e _
..............
TRAFFIC IMPACT STUDY
The Crossroads
Norte Andover, Massachusetts
prep as e'd for'PBJ .Development Corporation
orth Andover,, Massachusetts
achusetts
prepfwredby.
Traffic lonparl SfWy The Crossroads
TABLE OF CONTENTS
Project Description acid Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lurid [Uses at The C:rossroids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Proposed Access to The Crossroads . . . . . . . . . . . . . . . . . . . . . . . . • - • - • . . • - • • - • • • 1
Existing Traffic Conditions on Route 114 . . . . . . . . . . . . . . . . . . . . . • - • , . • - • • • • • • 2
Scope of Traff€c Study . . . . . — — . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Site Trip Cencration and Design Year Traffic Volmnes . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Estimated Difly Vehick Trips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pit Peak Dour Vebicic 'f'rips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Site Traffic: Distribution acid Assignment to Site Drives . . . . . . . . . . . . . . . . . . . . . . . 6
Estimated 1998 Design Hour Traffic Volumes . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Intersection Capacity Analyses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Smimmy and Conclusions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
deed for State Highway Access Permit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Need for EN FAIR under MEPA . . . . . . . . . . . , . . . . — . . . — . . . . . . . . . . . . . . . 13
Safety a this Site Orives . . . . . . . — — . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Traffic Conditions on the Site . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Traffic Conditions on route 1'14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Rccommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . — . . . 14
Appendix A Worksheets for Intersection apazciry Analyses
List of Tables
` i le I Trig Generatiun Rates for Land Uses at The Crossroads . . . . . . . . . . . . . . . . . . . 7
`fable 2 Daily and PM Peak Hour Vehicle 'Trips Generated by The Crossroads . . . . , . . . . 8
`I'ablt 3 Passer-ley Vehicle Trips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Fable 4 Directional Distribution and Assignment of PM Peik 1 lour Traffic
to the Site Drives a` he Crossroads . . . . . . . . . . . . . . . . . . . . . . — — . . . . . . 9
Fable 5 {.rapacity Analysis Summary . . . . . . . . . . . . . . . . — — . . . . . . . . . . . . . . . . . . 11
Traffic lonpart Study The Crossmads
PrUiect Description anA Location
PBJ Developi-nent Corporation has proposed construction of a .24,000 square foot retail center,
on a 3.8'9 acre site adjacent to Route 114 (Salem Turnpike), in North. Andover,, Massacliusetts.0
This development project, hereafter referred to as The Crossroads, would be located on the north
side of Route 114 between Route 1.25 and Hillside Road opposite Chestnut Green at The
Andovers, Located in a district zoned for, "general business" uses, The Crossroads would replace a
moving and storage facility that is currently vacant.
Land Uses at Th'e Crossroads
The specific tenant's Who will occtipy space at 'J"be Crossroads are not known at this firne.
I liowever,, at Ili gill ICVCI. Of illtere.st in ,Pace, ar rhe center Naas be,cii expressed by a co�iivenicncc
warket, a tire store, a sit-down type restaurant, a fast-food restaurant, and several sniall retail
shops,., Consequently, this traffic study was performed using the: following, assumptions regarding
land use types and sizes:
.Land Us'e ')"�pe Amount ofkace
Convenience Market 2,000 ,5F
Tire Store S000' SI,F
Site-Down Restaurant (High Turnover), 5,000 SF
Fnst-17ood Restautant without Drive-thru 2,000, SF
Retail Sbops (Misuellaneous) 1010010SI,
Total 24POOD SF
Proposed Access to I he CrossrOads
Acuss to The CrossromIs will be Provided directly front R.('),ure 114 via two acot:ss drives. One
access driveway would se.rvc the eastern portion of the site and would be constructed in the satne
location as an existing drive, approximately 1.50' west of Hillside Road and aIrnoA directly
opposite an existing access driveway to, Chestnut Green, Because of the, vehicular conflicts that
would exist bemeen vehicles nuning left out of flie site -and those queued in the niedhan lane
Wilifing, to turn left Orlto .1 fillside Road, it is currentlyproposed
prosed that leftw- rn 41 egress 1111111CU'Vers
frorn this site drive be prohibited.
T'he second access driveway would service stores located on the western portion of the site and
he newly constructed adjacent to property occupied by Filni Microelectronics, Inc. at a location
. .............
' SCt EXASLiTlgCoridifiotis, PIaTI Wid Proposed Developnient Overlay for The Crossroads prepared by
Marchionda and Associates, L.,P',.,, for PBJ Developinent Corporation, dated November 10, 1994 and most
recently revised on Jaiwary 30, 19.915.
page
I"rezffi'6 10"Pael study Tbv Crossrotids
approxi.inately 400 feet east ofthe Route 114/Route 125 intersection iind roughly 70, feet south
of the proposed Osco site drive oil, the opposite side of Route 144. To facilitate exiting
moverlients, exclusive right- and left-turn travel lanes will be 1,1,rovided at this drive.
There will be no access; directly froin Hillside Road. As proposed., the existing access drive front
Hillside Road will be closed and unavailable for tme by Ychictes entering, or cxifing the proposed
retail center.
Exi�sting Traffic Conditions on Rou te 114
Route! 114, is 45 feet wide as it pzses the proposed site. In this section of roadway, motorists
are provided three travel lanes:
* one I 3-foot wide travel lane to accommodate vehicles, traveling northbound past the site in
the direction of the intersection of Route '114 with Route 125;
0 one 13-foot wide travel lane! to accommodate traffic traveling southbound away from the
Route 14/1 oute 125 intersection;. and,
one 13-foot wide two-way left-turn-lane in the center of the roadway to -accoitunodate
vehicles turning left from both directions into a number of access drives serving, different
land uses in the vicinity.'
As to niajor north-south, highway, trafflic volunies on Route '114 approach 28,000 vehicles per
day. Bemeen 2,300 to 2,500 vehicles traverse tliis section of Route '114 during the peak hours
of traffic on as weekday afternoon.' This is considerable volunie of traffic for the roadway.
capacity that exists at this location (Note: with It I'MIC VOIUMC Of 1,200 vehicles per h.our, an
average of 20, vehicles will. pass a particulm location eadi initatte, or one every three scconds),.
The concept of two-way left turn lanes on urban streets is widely accepted. When coiniparcd to no
median, this concept offers the advantages of roduced travel time, improvcd capadty, alld reduced
accident frequency, particularly of the ream-cnd type, Whcrean artcrial pasNcs through adevelosand urca
that has numcrons dfl,Wway andNETCCt intersections, alld WhCrt it iS iMpractical to hinii left-turns, the
continuous left-turn rnedian lane is ofreri the only practical solution. Where vnediati turnhag, lanes, are
provilded, rear-end collisions and the, interference to throqgh traffic: resulting from 1cft-turil movernents .are
greatly reduced. With a cniithwous mQdian left-turn kmu, left-ujrningI ,v,L:h,icl" can also slow dowri tar stup
bctwQcn the one-way Plavement% to take adv.ITIUIge of breaks in traffic and proceed ofily when it is safer to'
tic) so, For forther discussion on the features of corttinuoLis, inedian left-turn Varies, see: An'tericati
Association of State Highway Rnd "I'miisportation Officials], A Poficay on Genapdric Design of Highways and
Sl'i'MP'Is, WashiingtOTI, D.C.: AAKITO, 1990, pp,. 169-370, 529-530, atid 550-553.
' Tniffic counts takun in August 19,93 for the Osco Drug Store traffic study showed approximately
1,290 vehides travehng ,.mudibound on Route 114 [ti the 'vicirilty of the: proposed site:; and approximately
1,260 vekicles traMeling tiorthhound dUritIg the PM peak hour, for a total of 2,,550, vehicles. A 111ore
recellt, two-day traffic count taketi o,ri Route IN in frojit of the proposed site in November 1,994 showed
1,027 yefiJdes traveling southbniuid on Route 11,4 and 1,244 travching northbound louring diz PM peak
hour, for a total cotint of 2,,,271 vchicles.
2,
Traffic linpact Study Tim Crossroads
This high Volume ofthroug,h tnaffic is often the cause of significant delays for vehicles currently
making' left-turn maneuvers frurn the left-rurn inedian n on lae Route '114, particularly for
sourlihound motorists turning left onto I fillside Road. Recent observations of peak liour
('011ditions at the Route 114/1 fillside Road intersection reveals queues in. the median left-tUrn
lane of Route 114 of between 2 to 9 vehicles during the PM peak houn Although these queues
were found to, dissip are fairly quickly (niaximurn vehicle wait wasaPproxiinately 90 seconds),, the
length of the queue occasionally extends 200-225' north of Hillside Road.
The relatively high volume of vehicles scckhig, to turn I& onto, Hillside apparently discourages
niotorists, from turning left from Route 114 into Chestnut Green during the peak hours. Rather
thm'i. Co'111pete with Hillside motorists for the two-way inedian lane,, motorists destined for
Chestnut Green during this period apparently exercise their option of proceeding northbound to
the Route I 14,/Roure 125 traffic signal, taking a left onto Route 125, and entering C.hestnut
Green from its Hillside Road entrance
No other inajor cornpaition between left-turning vehicles for the two-way inedian laiie ex.i sts
during the PM peak. hour in. the vicinity of the proposed site at th yesent tin tie. Hc)wever,
collditions along this section of Route 114 will, change in the near fiartre, Contingenton receipt
of an access pennit from the Massachusetts Highway (Mf 10)"I the North Anclover
Planning Board recently granted its approval for construction of a '15,000 SF 01sco Drug Store to,
he located on the west side of Rioute 114 adjacent to, Chestnut Green," Current plans for this, site
(hemafter :referred to as the Osco site) call for onle site drive onto Rotire 114 to he located oil,
the WCACIn CCIV Of ROM 114 across from and approximately 70 feet north of dic
nortbernmostsite. drive prollos,ed for, The &019sraads. At this site drive, velticles would be
allowed to not only rurn right into, and OUrt of the Osco site, but also turn left into the site. Left-
turn. egress maneuvers from the site directly onto Route 1,14 would be prohibited. Motorists
with northbound destinations,, however, would be accorlimodated by the construction of new
right-turn out-only access drive onto, Route 125 frorn the Osco site, As of this dare, the MHD
has not issued Osco a highway access permit.
According to the Osco Drug trafficreporr, approximately 30 vehicles can he expected to turn
left into Osco, Drug from the Route 114 two-way niedian hone dtiring the PIVI pcik hour. These
northbound left.-turning vehicles, will uItfinately conipete for the niedian lane with southbound
left-nirning vehicles seeking to enter The Crossroads'. Given the locatiori. of the Osco site drive
relative to the n,ortbernniost site drive to, The Crossroads, left-turnitig vehicles that are stored in
the inedian Lille Whirl"C' wairing to, enter the Osco store will also irapede beft-turn egress
ni,aneuvers frulur the proposed, Crossroads site drive. Southbound vehicles exiting "rite
site, from the northernmost site drive ni-ay not find the inedian lane accessible for safe Storage
4efore nierging into the southbound through travel lane,
..............
This project is described fil dleliaffir Impace &Acress Sluriy forr ."I Tlropoed Coinurtercial Site in
North Andover,, Massachusctts, prepared for (7.DW CoTusultants, Mc., by 'McDotiough & Scully, Inc.,
October 19,93; see also Addendiens to Traffic Report, dared June, 20, 19194.
Traffic Impact Study The Crowoads
Seopv of Traffic Stticly
There: are no requirements for a traffic impact analysis mandated by ordinance, ill the Town of
Andover. Nevertheless, The Crossroads represents a notable change in the, use of the existing
con-iniercially-zoned site. the increased land ruse intensity assDciated with a retail center versus a
moving/stora9�e facility (particularly o a vacant truce), will resulta in discernible increase in file peak
.
hour volume of'site-generated traffic:. The proposed site is also, located in a heavily-traveled
corridor that is expected to experience increased traffic from other dev'ellopinents, These
conditions have prompted the N do orth Anver Planning Board to mquest a review of the 11 r affil C
impact of the proposed, project. In addition to, the concerns of local officials, traffic-related
inforinatio,ti is also necessary to detciriiine if 60 Tbe Crossroaci-5 clevelo,p�rnent must obtain a
highway access Perinit froni (lie Mas.%;achuservs I fighway Dep-artment', aold/or (2), file an
Environinental Notification Form (ENF) or Environniental finpact Report (EIR) under the
requirements of the Massachusetts Environmental Policy Act (ME PA).`
`I."his traffic swdy addresses ddl of tile above informational needs. It provides an estimate of the
number of new vehicles trips, to begenerated by The Crossroads on a daily basis. It also provides
a review of traffic conditions likely to exist under "worst case" traffic cotiditiotis. "Worsrcase"
traffic aMonditions are t1liose expected to occur dtiring the hour of highest overall. traffic activity in
the area on a typical day in the year dic proposed developnient is schedtiled to be fidlY occupied
(the so-called "'design" year). This peak hour during a, typical day in the dcsigii year is called the
design hour. As described by the American Planning Association:
For purposes, of a traffic, impact analysis, it is important to emphasite the worst case refers
to the lW a . iwost f regraentfy encounteredcase and not necessarily to the absolute worst
case. . . A typical worst case sititation is,likely, to occur during peak hour traffic on as
tueekday ., . . lit addition, there are tango situations, that may, classify as the tvo,rst case. tyre
peak hoc ur of site-generated traffic plus the adjacent through tra ic d'Ufing that bour; or,
comersely, Me peak hour of adjacent tbm,ugh trnflic, phis the site-generated Iraf fic during
tbat hour.,'
Massachusetts, General Laws�, Chapter- 81, Section 21 authorlizes the Nlassachuscws I fl,ghway
DepaTtllte.Flt. (MHO) to j..wie perinits for arcemto a ,state highway' An access, permit is tecittired when a
pmpased prnJect fails to Ratisfy a nurnber of conditions, set forth in the MHD's, Access Permit Guidelines, as
inosL rec_,endy adopted by Lite MalW-lChuse.iMs De-'PUMIeTlt Of PV1fi1iCWnrks,, Dec-ember 1919f).
" Under the requixetnents of MEPA, an ENTF must be prepared and filed with the SccrcuiTy of
Divirianniental Affairs if a proposed project faills to, satisfy any, of the criteria fisted in .3,01 CMR 11.25:
ker4ewThreshold.w C'Wegorical Inclusions'T or flie review thresholds listed in 301 CM.R 11.26: Revieiw
Threwhold's fiar
See Froda Greenberg and Jim Hcciminvjc�h, 1"raffic Jmpact ,Analysis," Anwrrican Planning Association:,
Planning Advisory Service, Report Nurnber 38'7, pp. 7-8'.
page 4,,
Traffic Impeia Sludy The Crossroads
The peak period of sirc-generated traffic at strip shol),ping centers with various sinall retail shops
generally coincides: with the aftmioon or to peak period of traffic on the adjacent street and
occurs on a weekday when the volume of worktrips on an arterial roadway such as Rome -114
are at their highest levels.' Consequently, this study examities the conditions expected to exist at
The Crossroads during the PM peak hour of weekday traffic an Route 114. For consistency with
other traffic studics performed in the area, the year 19'98 was assumed to be the "design°' year in
which full buildout and occupancy of The Crossroads would be actiieved. Existing traffic
conditions are not evaluated because the site is currently un,occuPied.
This study evaluates coaditioris at the two intersechons formed by the two site driveways and.
Ro ute 114. Tt does n(:)t ev al,u ate the inipact new vehicle trips to be generated by lie Crossroads
might have an the capacity of'other arcaintersectioas (e.g., Route 114 at Hillside Road, or Ito:u:te
114 at Route! 1.25). In thie October, 19913 traffic impa7t and, iirre
re erenced, above, traffic voJunies on the area street system were est"i in ated. for the design year of
1998 assunfing d"Iere would be full build-out of a 26,500 square foot specialty retail center on
the parcel designated for Tim Crossmads. The new vehicle trips generated by this retail center
were distributed frorn the site and assigned to the area street, systeni., Intersect.i I on capacity
analyses were! performed for the midday peak hour and afternoon pt--ak hour at the signalized
interseefion of Route 114 anid 125, aiid at the unsi,gnalized intersections of Route 114 ajid
Hillside Road, Route 125 and I lillside Road,, as well as at the proposed, Oscup site drives.
Becau:se the areawide traffic voluines an,alyzed in the Osco traffic study will be carnparable to,
those that: will, occur following construction 04in? Crossroads, it was decided not to duplicate,
tine Osco study and re-levaltiac th,e intersection capacity of area interstctions. The findings and
recommendations of that snidy remain valid.. This StUdy evaluatcs only the ability of Motorists to
inove safety in and out of the rwn, driveways proposed for Fhe Crassro-ads.
S i te Tyi p G ette ra.G o n m 1A Des igii Yea r Tra f k c Vol ti.t ne s
In the absence: of local data, the numbers of daily and peak hour vehicle trips generarrd. by an
(jeVrCj'Opjjj"Cjjt piroject are typically estirmated on the hmis of the type of land uses being, vrop,oscd,
the size of the proposed land uses, and applicable trip, generation rates from the Institute. of
Transportation Eagincers, Trip, Generation, Sth Edition (19191). If the individual establishments
that will occupy au site are known, the daily anti peak period traffic volmnes associated with the
entire developtnent are estimated by sturaning the expected peak period traffic vol,.tun",
gencrated by each of the "free-standing" land uses, that would be part of the project,
... ............. . ,- .
8 While The crossromA Will generate noticeable volunws of traffic on weckend days, the combination
Of site-generatod traffic pltas adjacent through traffic ati Routc 114 during the highest hour on a weckmd
day w0l not be as high as the combined traffic volumeq Kern a typical weekday,
9 See Traffic Impact &Access Sludy for a Proposed Conamercial Site inn Narth Andolver,
Massachusetts, pre-pared for CD W Commitan t8p Me., by McDonough & Scully, Inc., October 1993; also
Techifical Menniorandmn - Addendum to Traffic Report, dated,june 20, 1994,
P"198 S.
!'ra f fir. hmpacr Sludy The Crossroads
The daily aDd PM peak hour vehicle trip generation rates that apply to the land uses expected at
The Crossroads are contained in Table 1, Using the trip generation rates shown, and the
anticipated area to be occupicd by cacti type of generator, the nunibcr of vdl ide trips" expected
to enter and exit The Crossroads wily and during the PM peak hour were estimated and are
provided below in Table 2.
Estimated Daily Vehicle Trips
As shown in Table 2, it is estimated that The C:rosswads will generate approximately 3,982
vehicle trips daily. Importantly, not all of these trips will be new vehicle trips on the adjaccia
street system. Many of the trips generated by retail activities arc vehicles already on the adjacent
street which simply stop at the establishment when passing by (so-fAlcd "passer-hy" traffic).
Table 3 inclicares the percentage of trips that are typically attracted frum passing traffic by the
particular types of land uses that will occupy The Crossroads. Based On the assumptions shown, it
is estimated that The C:ros roads will generate approximately 2,923 new vehicle trips daily (3,982.
minus 1,059). This is approximately the same number of new vehicle trips that would result
from assuming that 25 percent of the site traffic will be pisscr-ley trips--an assumption suggesud
for use by FOF.A/EO TCs guidclint�s for the analysis of retail operations.
PSI Peak 1--lour Vehicle Trips
As also shower in Table 2, it is anticipated thit an average of 157 vehicles will enter The
Crossroads during the PM i nak Dour of weekday traffic, with approximately 143 vehicles exiting
the site during that sank period, The direction of approach and use of the two available sits
drives will depend iipon a number of conditions, described below.
Site Traffic Distribution and Assigt meat to the Site Drives. The direction ire whiA the above peak
hour traffic will approach and depart the site will depend upon sa,2h site-specific conditions as
the type and mix of dcvelopment, the time of day, this proximity of major employment
generators, and prevailing conditions on the existing street systein. Similarly, the site drive that is
selected for use when ctitering and exiting the site will d prnd upon the direction of approach,
the traveler's final destination within the site, and Vrevailhig conditions on the existing srrcct
systeni. The assumptions rnacdc in estimatiiig the directional distribution of vehicle trips to an([
from The Crossroads, and in assigning these trips to the two available site drives, are summarized
in Table 4.
'4 A trip is c effiicd as a one-way vehicle moverMc st to or from a site. One ve€ icle uttering and [Caving
a site con sdtuLcs tivo vehicle trips.
page 6.
.... ...........
TABLE 1, T tip Generation Rates for Land Uses at The Crossroads
. .... .....:. .......... ..
Total weekda3e Werkduy
M Peak Hour'
'.27ie t,035ruads:
Co#vexieuce market C:oMTHimme Market 1000 SF CF"LdagajWeArda 20.100 203,00 406As 13.91 14A4E 28394
(Opm 15-16 Hoorn;)
Tire Store Tire Store IN()SE Gross Floor Aran NA N,'k NA' 7-SS 2-98 5.13'
.Sir,Doxm Restareraret High Turnover Seaxb or 1000 SP OrOS$Floor Afea 3-29 3-29 6,579 $.7$ 7-d$ 16.26'
{fit-Nu+fo) 85tabYarld
Fast Food Restaurant Fos#Food Redmrrane wilhaau 1000 SF(;rats Floor Area 393,11 393.11 786=? 22-44 19.90 42,34i
Drive-TTiro4 Window
Rama Shops S aeiaity Retail C".V 1666 SF Orass LeasaWs Aria 20.34 20-34 40-67k 2.81 2,12 1 4.93'
Sources; Represtnts average weekday vehicle trip rare.
e UnL e 5 otherwise indicated, represents 2ver2g4:vehicle trip rate for wtckday peak hour of adjxuera street n'aFfke,OrK hour between 4 and 6 pan.
{ There are no ITE data AviLilablc Gn the number of velikIc trip ends generated on a wockday by a convenience market that is open 1S•16 hours a day- This trip rate
represents 55%of the average daily vehicle trig generation rate for a conueni"M matktt that is open 24 hours a day (ITE Land 1;_15c 851)-Assumes directional distr&16031
of 50%tb=ritsg, S0% exiting the site.
a Ios;irure of Transportatian Fnrineers,Trip Ocrwanon, Srh Fditiau (January 1991), Laud l st 852 (Convmn encc Market (Open 15-16 Flours)), p, 1-110, Assumes directional
distribution of 4944 enseft. Sint exiting based on ITE tiara.
There arc not=4m at'ailablc on the number of vohitic trip ends ganerared Qn a Weekday by a tiro store.
v htscirow of T'ransportatian Engiuccrs. Trig GeMeratiorr, .5th edition fjaflvaxy 19911, Land Use 848 (Tire Store),V. 1379- kssumcs directional distribution of 439$entering.
584b exid#g based on ITE data.
r Institute nFTransportation Engineers, Trip C:eneration,Sth edition Uanuary 1991), Land Use 832 (High Turnover(Sit-Dawn) Restauranr),p. 1277. Indcp-mdetnt variable
associated wide this data is scats; assume [has titer:will be 1$0 seat restaurant Assumes directional di5r6bution of 50% entering, 5046 exitinS based on UP-daxa-
" lnsritutc*(Transportation L•r�;ineers, l ip Generation,5th tditiou (January 1991),Land C-w 832 (High Turnover (Sit-Down)Resumant),p. 1270- Assumes directional
disttibatiotj ai;54% catering,46%exiting based On IT'1;data,
lusrirurc of Transportation Engineers,2 np Genjor'alion, ,ids edition (January 1991), Land Use 833 (Fast Fo d Restaurant without Driue•Throuab Wis)dow), p- 1287-
Amkmc5 drecdonal disrributiou of 50%entering, 50b exiting based on ITE data.
' IDstitum of Transportation Engineers, MP eneraliorr, 511 edition (January 1991), La"Use 833 (Fasr Ford Restaurant without Drivt,ThrougE Window), p- 1289-
Assumes dircctiostsl disv ibution of 53% entering, 47%exiting h2Kd on ITE data.
Instinote of Transportation Engineers, trip t�!lNerati4x. Sth tdirion fjanoary 1991), Land Use 914 (Sptcialry Retail Ctnter), p 1127.Assumes directional disrribution of 50%
:tatting, 50%exiting based on ITE data.
Institute of Transportation ETIIioccn, ',Trip Qeneralian,5th edition (Jarivaxy 1491), Land Usc 814 (Specialty Retail Center). ls- 1129- Assumes directionaE distribution of
579b cntcring,439h exiting based an FTE data, Orly available trip rate is for FM peak hour of generator, not peak hour of adxaoenr street traffic.
Traffic lNTpacl .Sfudy The Crossroads
TABLE 2. Daily and PM Peak Hour Vehicle Trips Cenerated by The Crossroads
Vehic#e.Trips.::: :.. : ..: . . ... . . :. .
Total Weekday Weekday
PM Peak Hour
...... . . . .: .. ���� �t�rd:�T.ee.... .. . �: .... .. • �tl.�::�: r.: {?u�::.:.:: .:.::T6tul:. �: '� � tt:. :..:: ..::.. L�?l{t.: �: ::Tr�tn .::
2,000 SFf Coiiveniencc Market 406 406 912 28 29 57
.S,000 SF/ Tirc Store 102 102 204 9 1 15 2
-S,000 SF/ high Ttimover Restaurant 493 493 986 44 38 82
2,000 SF1 Fast Food R'es;tarirant 786 786 1,572 4.5 40 8S
10,000 SF/ Retail Shops 204 204 40S 29 21TOW. ebiell�li;
50
........... ..
�[ Ili AE3sencc of a weekday Snip rate,it tins mamcd that a din store wont l gekterate uchicic trip tads a[3 rate Mlktlara4k trs a retail
sEkop,or 40,67 vehicle tri}wI000 Sp GLA daiEy.
TABLE 3. % Passer-By Vehicle Trips
:........:. #TE.£? #a .
.:.
.... .... ........ . ... . . Vie.Cross?v
Totd::Wgkday-:. :.i....:.:. : :.:. :.: Totad.'::.
Site:`Tt .rc :: eice.'Tri s:...`. Passer-B PasserB
R r .) p Y '
C;onvenieriec Market 16 - 4.5% 812 2.5% 203
"fire Stare - 204 - -
Sit-Down Restaurant 0 - 25% 986 15% '148
Fast-Food Restaurant 45% 1,572 45% 708
Rctad Shops - 408 - -
..'To" Passer-R .Trips . 11059. .
r"EL-1'jp C=effffarian,Sth Edition Clan uary I`1)€), pp. T-21 through 1-29,, also, IF£,Nov England(12raliia-le, Septrmbnr 19`)3, p, S.
r 1-ancl usrs SUCIk as bfkb fyWity restattrants do nae generalty aktracr uchicic trips from passing traffic. Can ilte Or[WF hind, between
2.5-45 of the vehicle trips destinod for fast•food restaklranu will be attracted from the Nsskrkg traffic, [t is cxpccrcd that a higik
turnune (sit-dowrL)-restaurant will attract more vehicle trips from passim Fraflie thdkl will it higlk gtta€ity restaurant bUt Seas tlkaah
will a fast-food restai3rala.
OFF.,Tri?GgnsrolloN, Soh Edition Uanuary 1991), pp. 1,21 thnwgh 1 49; also, ITT, Trramporlialion ijmf LexpO Owrlopment. g-4L-
page .
'rraf frc Impact Study The Crossrurlds
TABLE 4. Directional Distribution and Assignment of PVT Peak -Hour Traffic
to the Site Drives at The Crossroads
A. Entering Vehicles Directional Distrilrtition Assignment to .Site Drive
D rectia i:o : .roach.:: ::.. ::
fPP. io
From forth -S& 79" Enter Site Drive #1 75` 60
Enter Site }rive 92 25 19
Fro in South 50 79 Enter Site Drive #1 6W 47
Enter Site Drive #2 40 32
B. Exiting Wbides Directional Distribution Assi anent to Site Drive
,ehW po4
Pa140:.:.: :'.. ...
T{} 72` Exit Site Drive #1 60' 44
Exit Site Drivu #2 44 28
To South 50 72 Exit Site Drive #1 100, 72
Exit Site Drive #2 o -
KEY: North is ill The dttecfrou Of the haute I11Jiko1lte 12S idhtersection.
Solvrb jr,in the dirmtion of Hilbide RoRd.
Site Pr w #1 is the driveway closest to t4r Route I Waoute 125 iMtetsertion-
,Sire Drive #2 is tine clrivewAy closest to Hillside Road.
75lOTF-3: It is expeCTed 1119t A suhstnutial number of d&vehicle rrkps generated by TIm Crossroads will Arcady br on Ack ne II'l
and merely stop as its est hlishahhahts whten passihhg by (i-e-, pxsscr-by traffic). Given This condition, it is anum&d d331 The
Jife'G6011 of apprOOCh and depaekure for The vehicle trips generated by klle rleve101hrncntwill be prupor[i0[kal To The
direC[ion OF beak hour traffic on Route 114, €}oT11ng tht PM peak Itueer, at1pr1)xiM2tcly-50% of the tra(fie passiJkg the
size is tmv&ng%Dr6bounl, 50%south:b Iltld-
Based on The mimher of enfering Velhiele Trips estimated in T361r 2.
` If all of The vehicles apgroaelti" [Ile SiTe €rolii the north were to use Sire Nive#1 (the drive closest to The direction Of
approach),vehicles may begin to queae oii Route 114. Wlhen approaching inowist4 sec a queue drvelopiag, They w41
Opt to use the other avaLdable site drive- Can the other hand, prorrtpr access to Site Drive #2 may uaT AIways be readily
RvaitaVc as vehicles desirit>;g to turn €eft ontu Ilillside road bccoikie riticoed in t6c left-ruin lane And b1Ock the entrance
to tit driwew3y- Given these conditions, iT is dssuntcd that appwximafely 75"of all vehicles appmaehinr, from Tlke
norkik will kkse Site Urine #I; the reTAaiaiiaig 1596 will use Site Drive #2,
It is assilmeA that ntororis[s approaching from the south will use the erkmv ce closest to the paFkihyg spaces that will serve
ilke they iatCnd to patrohkibe. C:IMi the proposed location of}rarkiiig 51haces nn the site, it is atsLitxled that 4046
n(all vclahcdts approaching Rohl the smah will krsr Site Nive #2; the rcraaiaing G09b will ehster via Site Drive #1.
Elascd On the number of niftrrg vehicle trips estimated irk Table
f It is assumed Thai PnOtorists cxitit�; t6 size to [he kkoTfdt wit€hue the driVewap cCoseU To the lharkiltg spade they vac1TC,
Given [lie tocarioil 4f{harking spaces on the sire.iT 1S a5543MCd that approximately 600y of thl! cxitihng vthieles will Use
Site Drive #1; rbc rcmaihvng 4096 will exit via Sirc Drive #2,
r Vehicles Ellrk2Skkg left nato I Iillaitln Road will gkuuc in tlhc left-turn lane durihkg The }beak hour and may orrasioiiAly bincl
WeliiCkS ycaktting to exit the Skr-using Sk Q Drive #2. While vehicles iumihkg left from Site Drive #2 will 1ior be blocked
continually by These gucucd vehicles, the e}iibtehkCe of periodic black�ge will &CAk1tagC cxitiug motorists front 1151tig k111s
dEiVeWAY ditrinhg peal€ hOetrs. COILSegk[efi ly, no left turn egress movements will be allowed at diiS Sire dtive-
i�rrg� 9.
Traffic Impact study vie C;roswoads
Two key assujiiptiont were madil ill {assigning vehicle trips to the site drives. First, it vas
assumed that the exi5rcnce of queued vcllides in the median lane waiting to turn left Onto
Hillside load will discourage niotorists fr4r)m using Site Drive #2 for cgress from the site during
the PM peak liom of traffic. To eliminate this potential conflict and €n:3ure that impatient
motorists cxr not tempted to make this movement, a chsnnelizing island has been constructed at
this site drive to prohibit left-turn egress nwuimvers. Second, although no lcft-turning vehicles
will be allowed to exit using Site Drive #2, it as assurned that some motorists (2-5 percent) will
be able to utilize it to entey the site during the PM peak hour. if for some reasoll, Site Drive #2
were to becomt unattractive or unavailable for lift-turn movements into the site, an addition-d
'19 vehicles would be forcc(l to utilize Site Drive #1 during peak periods.
lssttmated 1998 Design Hotjr raffic Volumes. `1'o avoid unnecessary duplication of effort, the
1998 PM puak hotar traffic vtalnmes expected to exist on Route 114 for this analysis were
derived by simply subtracting the peak hot�Er vehicle trips associated with the 26,500 SF retail
c:crrter from! the Fr1 98 Hvening Btilld Peak Hour" traffic volumes that were estimated in (lie
O} co Drug traffic study." Using this approach, And the directional distribution and assignment
assumptions summarized in 't"Ale 4, the traffic conditions shown below are esthllared to exist at
the intetmaion of the two site drives and Route 114 in the 1998 PN4 peak hour.
Route 114
4Soutf
q No H1.71
Hillside Rd We 12S
7L 4*
Site Drive # 2 .Site Drive # I
tt ibid., +. 21. interestingly, the 1993 I'M peak hour traffic counts that were skscd in the Cisco I}rug
Sucre traffic study Iliad approximately 1,2.90 vehicles traveling southbound on Route 114 in the vicinity of
the proposed situ; approximately 1,260 vehicles were mai€€oated to be travcling Dart€{hound. 1)tte to the
iinportaaice of these base]ine traffic counts in #arriving at }projected 1998 traffic vol uines, a new two-day
traffic count was taken an it{xute 114 in {roan of the proposed site cn N4oaday_Tuv.,Aay, ILoveniber 21-22,
1994, This most recent traffic count showed 1,027 vehicles trayrlink, southbound on Route 114 and 1,244
traveling ttorthbocind during the PNI pcak hour. '1'lals �aetiv traffic data suggest th:ti there lies been ��
overall 10% decreaNr in traffic on Routu 114 daring the past year. Despite this recent data, the higher
trailtc volumes c-,timated from the Osco Drug study were used in the analyses per Fonned for this study.
page 10.
!'raffic Impact sludy Tire Crossroad-T
I7iterseutian Capa(Aty AnaZ751es
TO assess the "quality of traffic flow," capacity analyses were performed at the two site drives
under the estirttated 199E buildout conditions. Thu results of the analyses are tmilinlariccr! in
Table S. Thie findings contained in Table S were obtained using CINCH", a micrcrcol1lCxl][er
analysis program that applies the capacity analyses methods in Chapters 9 and 10 of tlic 1985
0 procedures in the 1 85 HC v1 express [lie level of
Highway Capacity Manti.A.11 The C,lrapt r
service at an urlsignalized intersection in terms of this reserve, or unused, capacity of a latle.
Table S Capacity Analysis SlemmarY
1998 PM Peak flour
rtie
::.
Taft tarn from 175 D Due to thie 513hstantial YofkttjL�of asorthbUtIrLd
Route I11 traffic on Route 114, vehicles turnigg left into Site
drive #I from the nlediaia laic may exl5edieiace
Eot}g dclaya oc4:3Sji)nA€lp- It Witt mot be ClIbCoa33a3 UR
do r1ksd srvoral wehicks qucuett in The median lane
Waitinr,to make the left turn into the Sift-
Site Drive ConditI61t$WdtktEd b€ in3proved With additional
# gaps provided by the insdaltation of a new Uaff r
signal at Mill road
Left turn from Site •78 F €]uc to the skll3sra,ttial volumee of riorthbDund
Drive #1 traffic oak Roatc 114, substaMW tlttcues A va:hicleR
tLLay develop on•biLe at Site Drive #f. C wkd's#ions
would be improved with the inatalla[ic of�iscw
traffic signal at Mill Ttoad anti the AwL;lahility of
2dd3rto1LxE gaps in The srream of througli FrR ffic
Ikyg}it Ltlrlk from 139 T) Veiaicles exiting roat front iite Drier #1 3118y
Site Drive #I experience 1nMe delays,but will be hetped by the
availabitity of an ewlusive ripkt-tura5 We
Left turn from 221 {: Minimal delays and queues Cali be expected for
Site Drive Rouse 114 Ychirles turning left iant0 Sine Drive #2
All movcmrmu from 153 D lhtidcr worn Case conditions, veNi lcs exiting tine
Sitx Drive #2 site tram Site Diivc #2 a44ay cxperient�acme delay
or Worksheets for capacity analyses are colltained in A{jmndr'x A.
iz Capacity of Wterseaions: MIS, HC M Program was developed by the Central TransportatEon
PIanning Staff. The inost tcccnt edition of t1ie program, ONO Plus vrr,ion 2-14-9 2, was, used to
perform the analyses.
'x Transportation Research Bl rd, Iliglpvay C igjacidy 14MaPardaf, SpedA Reporr 209, Washisigion, D,C,.
'nu, 198S.
page I�.
Traffic Impact Sludy The C,rossmads
As suggested from Table S, periodic backups of vehicles entering and exiting the site at Sltc
Drive #1 can he expected as the result of the high volume of traffic that exists Oil Route 114
during the peak hour, While the frequency and length of such queues could be expected to
lessen somewhat with the installation and coordinated tuning of a new traffic signal on Rome
114 at Mill [toad, any improvements may he negated by the continued exiMFICe of a major
Conflict point at the Site Drive #1 i€ltersection. As described curlier, the relative locations cif the
proposed Cisco site drive and Site Drive #1 will have left-mining vehicles wishing to enteer each
site competing for the samc median lane. This is an unsafe condition for those left-turning
vehicles wanting to enter both he Crossroads and Osco Drug. In addition, however, the
existcnce of so many vehicles in the mMiail lane compounds the driving task for those who
ouid be exiting The C:rossyoads by requirhig them to simultaneously acquire, process and react
to air increasing amount of inform atioil before rnalcing their left-turn manei3ver out of the site.
This need for Adiflonal driver reaction time (ic., longer gaps) may indeed offset the impact of
nay additional gaps that € fight accrue to the new tndffc signal.
Smimiary aTltf Coiar-1uiaions
It is proposed that 24,000 8q uari� feet of mixed retail stores be constructed on a 3.89 acre site
located on Route 114 in North Andover, Massachusetts. As currently designed, access to the site
would be provided via two access drives on }mute 114. Site Drive #1 would be located on the
western porrion of the site and be situated approximately 400 feet south of the existing
intersection of Route 114 with Ratite 125. Exclusive right- and left-turn lanes would be- provided
at this site drive to facilitate the movernents of exiting traffic. Site Drive #2 would be located nit
the eastern portion of the site in a location approximately 150 feet west of Hillside Road. A
6annelizing island would be constructed at this site drive to prohibit left-turn egress maneuvers.
Traffic analyses performed for conditions likely to exist in the design year of 1998 support the
following condutsiuns.
Meer! for State flighway Access Permit
A curb cut or highway accens permit will he required frorn the Massadmsetrs Highway
1)epartment (MHD). According to M H Us Access Penn it Guidelines,linexs, as access per in it is required
of a developer if the plan proposed would.
{f} M-Odify ats exisaing j;CCess drircway within aState hig€tWay; or,
{2} Create Of C4ihstr13ct a nrw stress driveway ur privare roadway to a state highway; ar,
f3) 13-13ild or eXPAIld a facility so as to generate a su€scaTIiial iiSmmw 111 or tmpxct OR traffic, regardless of W€oeglLet t€fie prnvnscd
drve30pmont has diner Of illdifect RCCCSs to a ststc highway. Tht Fo€€owing developmenm arc lirminied to gcncmtc a
substantial increase in or iaarp,ct on traffic oil a stscc highway;
i, A ruwdentiA dcvelaprnent haying a rota€of fifty or more dwr€fi+rg units; ar,
kF, A 116ki-residentia€&Vtlogment:
s. containing 25,000 square feet Of 1410fe Of 11CW ijstrrinr f€vor spact; or,
b. gcncrating 1,000or entire nnW Weikic€e nips user day; Orr
c, containing 200 or more new parking spaces; err
iii- a deve3apmnnt which psAlll{'ts R change in t€tr type, pattern or timing of traffic, rhw is deaermv iicd by the MDPW to
generam a suhvAnr nl iincrrasr or impact an iraffic atrho-uKll a€te deut€npmcnt does not ineet 16 tisresho€ds ser out
almm" or,
(1) cc;,BTrllCr of 9h1219inin any traffic signal Dr €crforrn work wi6f l Tile right-OF-way-
page 12.
rraffic Impact .Study The C.:rrrssrorrds
The propose(] developillent PIXI for The Crossroads will generate an csr.imated 2,923 new ve-hide
trips daily. In addition, the proposed plzui calls for the existing westeninmst access drive on the
site to be rcfocated approximately 120' west of its existing location. Due to the anticiparcd
volunie of new vehicle trips per day and this alteration of the physical fear-ures of the existing
driveway, an NIHT] highway access permit will he required tinder conditions (1) and (3)(ii)(c)
above.
Nees!for F FIEIR under r EPA
An Environ men Cal N'otif3cation Forin (F F) must be submitted under the requirernents of the
Massachusetts Environmental Policy Act ( EPA). According to the requirements of 301 C;A1X
11.26. Rmiety T17resbolds for Penn its, deveIopment projects that need u'rtain permits above
specified threshold levels require as ENF. As concluded above, The Crossroads will need a
high%vay access permit, and where an M1JD access permit is required, an ENF is necessary whet}
the "flew or altered driveway" services:
(a) a fe$jdcutiRE&Ve10pni4Flt hAving S0 or mOYe dWek�iflg uriatE,
(b) a Mops-res'sdcntia3 dewetopraent having 2S,000 sgkfare feet or more 0f gCuss interior apace or 204 nr+wort parki"spaces; or
(c) any proker generating 1000 or more flew-FEEdr trips per&Y-
As currently proposed, he Crossroads is expected to generate in excess of 1,000 vehitlrs trips
per day aiid is therefore required Co submit an ENE
The Crossroads development project does not sari fy wiy of the thirty-two (32) ronditioius listed
iii MEPA regulations 301 CMR I L2S Review jJx shofds: Cwf- oric:af Inclusion,& `therefore, it is
cc)ncluded thin. although au ENF must be sob[nitted to M EPA, Dui EnYironmental Impact Report
(EIR) is not required.
Safety at the Site D Ives
To evaluate porr-sitial conditions at die site drives, it was estimated that approximalcly '15
vehicles would enter The Groqsroads during the most heavily uraveled hour of the day (PM peak),
and that 147 vehicles would exit the site during that same hour. ecognizing the vehicular
conflict that traffic exiting the site from Site Drive #2 (site drive closest to Hillside. Road) inight
have with vehicles giieued in the median lane to turn left unto Hillside Road, it was cic:cidcd that
left-ttii'ii egress MsutCuvers from the site would be prohibited from Site Drive #2. All rnororists
seeking to exit the site to travel southbound on Route 114 will have to utilize Site Drive #1 (site
drive closest to Route 125 intersection).
'1'raf ffc C:onrlitions on the Site. By requiring that all ]eft-turn exiting inovenients be made from
Site Drive 1, when combined with the very high peak hour volumes of traffic already oil Route
114, sign ifi cant queues of left-turning exiting; vehicles will occasionally develop on the site at Site
Drive #1, This condition will precipitate periodic vehicular, parking and pcdcs;rdall colitlicts
within the site. Howaver, such on-site conditions are preferred to the potentiAly hazardous
conditions that would otherwise result on Rome 114 in the vicinity of Site Drive #2 if it were
made available for left-turn out movenmits.
page 1.3.
Traffic [nipact Study The Crussroads
To lessen the length of the passible queue and the extent cif Votential on-site conflicts at Site
Drive #1, an exchisive left-and right-turn lane has been provided at this site drive. In addition, it
can lie reasonably ;t s wined that the installation of a new traffic signal (Siiininer 1996) at the
intersection of Route '114 and Mill Road south of thce proposed site will create additional gaps ill
the flow of northbound vehicles past the site. Although the impact of this liew light on the
availaUlityF of gaps in route 114 traffic cannot be determined at this time, it should allow for
easier left-turn egress from Site Drive #1 alld also lessen the extent of queuing on the site.
Traffic Conditions on Route 114. While the prohibition of left-turn egress fronn Site: Drive #
will elilijinate one potential paint of vcliictilar conflict on Route 114, a second area of vehicular
conflict remains on Rothe 1'14 in the vichflty of Site Drivc #1, Under current plans, Site T]rive
# 1 to The Grossrzmds will be offset from the proposed single Osco site drive by approximately
70 feet. The location of these site drives, in enntbination with the anticipated volillne of peak
hour m)ffic that would seek to turn left fro in haute 114 into cacti of the developin1r11ts, will
create two major K n&rife, vehicular conflicts.
First, vehicles turning left ill to the Osco site (all estiniated 30 vehicles during the PM peak hour)
will be competing for the wine inedian land and space as vehicles (approximately 60 during the
peals hour) waming to turn left fronn Route 114 into The Crossroads.
Second, vehicles ttirning left from The C n)ssn-md to proceed southhound on Route 114 would
typically turn into the median left-turn lane and then proceed to inerge with traffic ill the
southbound through lane only when it was safe to do so. The presence of Cisco traffic in the
two-way median hire will effectively make it unavailable to Crossroads traffic:. Alternatively,
when left-tuning vehicles that have exited he Crossroads occupy the median lane, it would he
unavailable for use by Osco traffic.
The above conditions create the potential for Bead-on vehicular conflicts at this location that
must be considered significant.
Recommendations
rf,11e applicant has responded to tlic highly congested traffic conditions that exist oil route 114,
and the potential vehicular conflicts that result %Yhercvrr a two-way median lane exists, by
prohibiting left-turn egress moveincim from Site Drive # . While this will provide for safer
conditions can Route 114, potentially unsafe conditiuns, will still exist Sri the viciiiiry of Site Drive
1.
To address this safety prohlein, it is recommended that Osco Drug lie required by bath the
To of North Andover and the Massachusetts highway Departinciit to relocate its proposed
access driveway such that it is directly opposite Site Drive #1 to The Crossroads. Unfortunately,
due to its proposed location on thc� extreme western edge of the property, it is not possible to
relocate Site Drive #1 on this property to accomplish the same ubicaive. By aligning dic
intersections, the ]read-ors conflicts that would result from left-turn vehicles competing with one
anothcc r for the median lane can be eliminated.
page 14.
y Traffic d Study The Grosyroads
Whi this access in odi n cati on will ad d re&i the ex i sting con mq baween vC l H a mrdnRl I e E to
t7 Duo and The Croszo ad R th c.r c ir emains the p CnWk co nG ct betweenv ic » mrni ng GR
to enter Osco and lhosc rw-ning left it The Crossroads, This area of vehicular conflict could
be efiniinated by prohibitingleft-turns from Route 114 into me O&CO Sittt, jLL » I turn i§I «,
rnovcments &Ae been prokibited, adregiR thatte proposcdRoute '125 access drivem Oko
accommodate entering a WC11 m CXiTiTig VC11ideS.