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Home My WebLink About2001-09-20 Traffic Study SPR I I Traffic Impact Access Study and Responseto Comments Proposed Office Development Project t North Andover, U tt i i Proponent Trust DJKDermot J. Kefly Associates, Inca j -Fraffic Engineering/Transportation Planning Two Dundee Park, Suite 301 Andover, MA 31819-3725 978-474-1994 Fax: 978-474-1778 i TRAFFIC IMPACT and ProposedRESPONSE TO COMMENTS f ice Development Project North Andover, Massachusetts Proponent Trust Construction Company February 2001 Finalized July 2001 prepa*1111by Dermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Two Dundee Park, Suite 301 Andover, MA 01810-3725 978-474-1994 Fax: 978-474-1778 457-TIS2 Copyright©2000 by DJK. All rights reserved. � TABLE OF CONTENTS Page EXECUTIVE SUMMARY ............................. ---------------------- 1 PROJECT DESCRIPTION...................................... -----------------� 1 ALTERNATIVE STUDIES....................... ......................................... --------' 1 STUDY AREA.............. -------------------------------'2 EXISTING TRAFFIC VOLUME CONDITIONS.............................................................2 FUTURE TRAFFIC VOLUME CONDITIONS...............................................................2 BackgroundTraffic Growth............................................. ........... .............................2 S Traffic-------------------------------�3 Trip0Strbudon .................. ....................................................................... ...........3 TRAFFIC OPERATION ANALYSIS .............................................................................3 Route 114@tthe Site Drive .................... ..................---------------'3 MITIGATION MEASURES........................................................... 3 PROJECT DESCRIPTION..................................................................... 5 PROPOSAL --- ......................................--------------------- ALTERNATIVES TO THE PROJECT .....................................................................--' ALTERNATIVES T[> THE PROJECT------------------------'O THE EXISTING BUILT ENVIRONMENT.................................. 7 FIELDSURVEY........................---------------------------' GEOK8ETR|C8 ................................... ------------------------ Route114..................-------------------------------' TRAFFIC VOLUMES........................-------------------------8 VEHICLE SPEEDS...................... -------------------------- FUTURE TRAFFIC VOLUME CONDITIONS.............................. ............ ............... ... 10 INTRODUCTION........................................ ........................................ ..................... 1O VEHICLE-TRIP GENERATION ..................................................... --------- 11 TRAFFIC D|GTR|BUT|[)N/A88|GNK8 ENT.................................... ............................ 13 TRAFFICANALYSIS .................................................................................................... 13 457-TISz TRAFFIC FLOW AND OPERATION CHARACTERISTICS ....................................... 13 METHODOLOGY...................................................................................................... 14 Levelof Service...................................................................................................... 14 Unsignalized Intersections...................................................................................... 14 TRAFFIC ANALYSIS RESULTS................................................................................ 15 Route114 at the Site Drive .................................................................................... 15 SAFETYANALYSIS ..................................................................................................... 16 STOPPING SIGHT DISTANCE (SSD)....................................................................... 16 ApproachingSSD................................................................................................... 16 ExitingSSD............................................................................................................ 17 APPENDICES............................................................................................................... 18 II 457-TIS2 Copyright©2000 by DJK. All rights reserved. EXECUTIVE U Dermot J. Kelly Associates, Inc. (DJK) has conducted a Traffic Impact and Access Study for a proposed office development project to be located adjacent to and east of Route 114 and south of Berry Street in North Andover, Massachusetts. Figure 1 graphically presents the site location in relation to the local and regional roadway network. This report identifies existing traffic operating parameters on the adjacent roadway system, evaluates the potential traffic-related impacts associated with the proposed project and identifies potential traffic mitigation measures necessary to minimize the impact of the proposed project. PROJECT DESCRIPTION The project proponent presently is planning for the construction of an approximate 66,700 square foot (SF) office development project in North Andover, Massachusetts. The proposed development project would consist of one building with a single access serving the proposed project on Route 114. The proposed site access drive would consist of a 25-foot wide driveway located within a 50-foot wide right-of-way. ALTERNATIVE STUDIES For the purposes of this report, the following alternatives were evaluated: ® No-Build - The No-Build alternative was examined to establish the 2005 baseline traffic-volume conditions. The incremental impacts of the proposed project may be 1 457-TIS2 Copyright©2000 by DJK. All rights reserved. Figure I: Site Location Map HA \v O JJ J ��;�j�I��'�'. > ' `��•,��O,,_:v .i� I ter\ �� 1 _\�- \\. O�\� � O C� r1�G g ..� srRFEr. 1\ >. B M 31.6 /,''I 1 1 � r •� L��\�� '�� '�� Sal � -� (`�/�� .N �n� ��.� �� SI �so \moo Cem\� Q u V \ \ O , t t � 0 AA if TE Qs . J h r �d NORTH ANDOVER�33 �o �—� 1 r` O ° I142, ; �� RI 1 t t ro � � �� \N re f,, JJ Al" o ® p_ i 30 7 P/61-"I K Scale in Feed DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Copyright © 2000 By DJK. All rights reserved. 457-NET1 determined by making comparisons to the No-Build alternative. The No-Build alternative assumes that the project is not built. ® Build - The Build alternative includes the development of the proposed project. The Build alternative is evaluated in this report and is compared to the No-Build analysis condition. The Build condition represents the increase in traffic from the previous condition to the proposed condition (i.e., the delta impact). The Build condition includes the construction of the proposed office development project. STUDY AREA The study area includes the intersection of the proposed Access Drive with Route 114. EXISTING TRAFFIC VOLUME CONDITIONS Analysis of the recent traffic counts indicates that average weekday volumes are 22,778 vpd (vehicles per day) along Route 114 adjacent to the site during February and March 2000. During the two peak travel demand periods, which generally occurred between 7 and 9 AM and between 4 and 6 PM an average of 2,151 and 2,036 vph were observed along Route 114 during the weekday morning and evening peak hours, respectively. FUTURE TRAFFIC VOLUME CONDITIONS Back-ground Traffic Growth To represent future 2005 No-Build traffic-volume conditions, the existing traffic volumes were increased to account for background traffic growth. Accordingly, the existing traffic volumes were increased to account for the development of the following other projects: ® 79 residential condominiums to be located along Route 114 opposite Johnson Street (Boston Hill) ® 95 single-family homes located along Route 114 opposite the site (Forest View); and ® 10,000 square foot retail facility located along Route 114 north of the site. Additionally, the existing traffic volumes were increased by +1.0 percent per year up through 2005. 2 457-TIS2 Copyright 0 2000 by DJK. All rights reserved. Site-Generated Traffic Based on the Institute of Transportation Engineers UTE\ trip generation rotoo, it is anticipated that the G0.70USF office development project wou|dgenerateeppronmote|y 732 vehicle-trips per day (vpd). This daily volume vvVuid be split 8VeO|y with 368 vehicle-trips entering and 38O vehicle-trips exiting the site over the course of the entire 24-hourday- More innpnrt@DUy, during the weekday morning peak hour, @ total Of85 vehicle-trips with 79 vehicle-trips entering and 16 vehicle-trips exiting the project site. 8iOli|@dy, during the evening peak hour, it is anticipated that S5 vehicle-trips would be generated. The 85 vehicle-trips would consist of14 vehicle-trips entering and 81 vehicle-trips exiting the development during the peak 60-minute period. The remaining vehicle-trips would occur over the course nf the day. Trip Distribution Trip-distribution patterns were developed specifically for this study and are summarized as follows: ^ Route 114 to/from the North 50% ° Fl0ut8 114 to/from the South 5096 TOTAL 10096 TRAFFIC OPERATION ANALYSIS Unaigna|ized intersection capacity analysis was performed for the study area intersections. The capacity analysis ia summarized below bylocation. Route 114 at the Site Drive Under 2005 Build with development traffic volume COndidODa. the |eD' and right-turn exiting movements would operate at L(]S O or better and the left-turn entering movement would operate at L(]G Bvxith sufficient capacity available to accommodate all turning movement ot the proposed intersection. MITIGATION MEASURES The final phase of the analysis process is to identify the mitigation measures necessary to minimize the impact of the project UD the transportation system. The proponent has made e commitment k} implement 80n18kxnbnnmne88U/eulint8(/be/nw( ° Toenhanoetheovena|| oightdictancaattheintereeotionofthaproposeddrivexvay. it is recommended that roadside vegetation and topographic ground elevations adjacent to the accooa/a0neoa driveway be maintained such that sufficient safety a *nr-To, c»m/'/om@ 2000»roJx_ Ali rights reserved. sight lines are provided in both directions throughout the life of the project. This triangular area should extend 20 feet back from the e:odnQ edge of the roadway and extend 150 to 300 feet in each direction along the existing edge of the adjacent road. " The proposed driveway is SUQg8308d to consist of Dlini[DUOn 24-footVVide CPDSS section with one 12-footxxid8 lane for entering traffic and one 12-footxvide |8De for exiting traffic. Intersection corner radii are suggested to be 5- to 30-foot radius. = Intersection advanced warning signs are suggested to be placed along Route 114 in advance of the access/egress driveway. ~ The Route 114 access drive is suggested to be flare-widened to e||oxx 8 queue of three vehicles turning right and three vehicles turning left. 4 ^or-Tmz Copyright @u000uvnJx All rights reserved. PROJECT DESCRIPTION PROPOSAL The project proponent presently is planning for the construction of an approximate 66.700 square foot (SF) office development project in North Andover, Massachusetts. The proposed development project would consist of one building with 8 single access serving the proposed project on Route 114. The proposed site access drive would consist of 25-footxxide driveway located within a 50-footm/ide right-of-way. 457-T10 Copyright wu000uvuJx. All rights reserved. ALTERNATIVES TO THE PROJECT ALTERNATIVES TO THE PROJECT For the purposes of this report, the following alternatives were evaluated: ® No-Build - The No-Build alternative was examined to establish the 2005 baseline traffic-volume conditions. The incremental impacts of the proposed project may be determined by making comparisons to the No-Build alternative. The No-Build alternative assumes that the project is not built. ® Build - The Build alternative includes the development of the proposed project. The Build alternative is evaluated in this report and is compared to the No-Build analysis condition. The Build condition represents the increase in traffic from the previous condition to the proposed condition (i.e., the delta impact). The Build condition includes the construction of the proposed office development project. 6 457-TIS2 Copyright©2000 by DJK. All rights reserved. THE EXISTINGIT ENVIRONMENT FIELD SURVEY A comprehensive field inventory of the adjacent roadway system was conducted during February and March 2000. The field inventory included collection of existing roadway geometrics, traffic volumes, and safety data for the roadways and intersections in the vicinity of the site. Traffic volumes were measured by means of an automatic traffic recorder (ATR) counters. Safety inventories included vehicle speed observations and a detailed evaluation of the safety sight lines at the site driveway location along Route 114. GEOMETRICS Route 11 Route 114 in the immediate vicinity of the site is generally a three-lane roadway with one through lane for each direction of travel and a dual use center left-turn lane located opposite the site. The travel lanes are generally 12 feet wide with an 8-foot to 10-foot gravel shoulder on each side of the roadway. Route 114 provides access/egress to numerous adjacent highway commercial/retail and residential land uses along its entire length. Route 114 consists of bituminous concrete pavement in fair condition with no major pavement break-up of edge raveling noted during the field inventory period. Horizontal and vertical alignments are fair along Route 114 with the roadway passing the site driveway over relatively level/tangent alignment. Vehicular movements along Route 114 in the vicinity of the site are generally uncontrolled with side streets and driveways under STOP control. 457-TIS2 Copyright©2000 by DJK. All rights reserved. TRAFFIC VOLUMES Existing traffic volumes were recorded nneoh@Okc@|k/ over seven-day PehOd. between MODd8V. February 38` 2000thnDUgh K8DDd8y, KA8[Ch O, 2000. These traffic volumes were reviewed to determine average daily and peak-hour traffic volumes along Route 114 adjacent to the site. Table 1 summarizes the 2000 traffic-volume data collected along Route 114 adjacent to the site. Analysis of the recent traffic counts indicates that average weekday volumes are 22,778 vpd (vehicles per day) along Route 114 adjacent to the site during February and March 2000. During the two peak travel demand pehods, which generally occurred between 7 and S AM and between 4 and O PM an average of2.151 and 2.036 vph were observed along F(Outo 114 during the weekday rnonliDg and evening peak h0U[S, respectively. Figure 2 Q[@phiC8||y pFeS8OtG the [eSU|tS of the traffic VD|UOne inventory for the Vx88kd8y morning and evening peak hours. TABLE 1 EXISTING TRAFFIC VOLUME SUMMARY Daily Peak-Hour Traffic Traffic Location/ (24hour) Peak 'doUunmo kC Directional Time Period Route 114 Adjacent to the Project Site: k8onduy. 2/28/O0 -- 4:45-5:45PM 1.858 -- 51.3%VVB |uexday. 2/29NO 21.611 715-8i5AM 2.130 8.3 53.4%VV8 4:45-5:45Pk8 1.938 9.0 51.0%VVB VVuUnosday. 3/1/0U 23.815 7:15'8:15AK8 2.304 9.7 53.9%VVB 4:45-5:45PK4 2.223 8.3 51.5%YVB Thumday, 3/2/ O 23.130 7:15'8:15AM 2.207 9.5 58.8Y6VVB 5:00-8:00PK0 2.129 02 527%VVB Fhduy. 3/3/OO 22.958 715815AM 1.890 8.3 55.8%VVB 4:45-5:45PM 1.385 8.6 53.5%VVB 8mmrday. 3AKOO 19.290 3:154:15P/N 1.700 8.8 55.896VVB Mondoy.3/O/UO 22.370 7:00'8:00AK8 2.214 9.8 53.196VV8 4:45-5:45P/N 2.080 9.3 50.4Y6VVB bVehicles per hour. cPercent of daily traffic occurring during the peak hour. dValues are for the predominant direction during each peak hour. Vehicles per day. ^57-T/Sc oom/nom@u000bauJx. All rights reserved. Figure 2: 2000 Existing Peak Hour Traffic Volumes WEEKDAY MORNING PEAK HOUR :t 0 fr FO SITE DRIVE 0 U) Of WEEKDAY EVENING PEAK HOUR 0 rn SITE DRIVE O - U) n :D Achematic DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Copyright @ 2001 By DJK. All rights reserved. 457NET2 VEHICLE SPEEDS Speed measurements were taken bva standard traffic engineering procedure called the "floating oar method." Vehicle speeds were measured by means of an observation oar traveling through the study area at a Speed COnSiotaO{ with the flow of traffic on the roadway. /\ limited number of these observations were made over the field inventory period along Route 114 adjacent to the site. The limited nUOnb8[ Of Speed obSHrV8tiOOO were obtained to gain 8 nleaOiOQfU| v@|U9 of an average and typical vehicle traveling through the area. The results of the speed noaeounannento are summarized in Table 2. As ohom/O, the average Speed varied along Route 114 with speeds recorded in the range of 45 to 55 mph in the northbound direction and 4OtO 50 mph in the Southb0Und direction. The posted speed limit in45 mph along Route 114. TABLE OBSERVED ROADWAY SPEED SUMMARY Location/ Posted/Official Observed Direction Speed Travel of Travel Limit(mph) Speed (mph) Route 1Y4adjacent to the Project Site: Northbound 45 45hu55 Southbound 45 40tu50 mph=miles per hour. �� - oopyright@ 2000 bymx. All rights reserved. FUTURE TRAFFIC VOLUME CONDITIONS INTRODUCTION This section of the report determines the future traffic volume levels along the study area roadways and intersection. To determine the impact of site-generated traffic volumes on the roadway network under future conditions, the existing traffic volumes in the study area were projected to the year 2005 to be consistent with Massachusetts state guidelines for Traffic Impact Assessments. Traffic volumes on the roadway network at that time will include all existing traffic, background traffic growth, and the site-generated traffic volumes. BACKGROUND FFIC GROWTH Traffic growth on area roadways is a function of the expected land development in the immediate area as well as the surrounding region. Several methods can be used to estimate this growth. A procedure frequently employed is to identify the location and type of new developments planned to occur during the designated planning horizon, estimate the traffic to be generated and assign it to the area roadway network. This method usually produces a realistic estimate of growth for local traffic. The Planning Office for the Town of North Andover was consulted during the data collection phase of this Study to identify existing and projected development projects anticipated to occur by 2005. Based on this information and other background information, it was assumed for traffic planning purposes that the following projects are constructed and operational by 2005: ® 79 residential condominiums to be located along Route 114 opposite Johnson Street (Boston Hill) 10 457-TIS2 Copyright©2000 by DJK. All rights reserved. 0 95 single-family homes located along Route 114 opposite the site (Forest View); and ° 10`000 square foot retail facility located along Route 114 north Vf the site. In addition to the development projects noted abOvo, existing traffic volumes were increased by 196 per year upthrough 2005to account for background traffic growth which may occur from other development projects notanUnip@tedatthiSdnne, Figure 3 graphically presents the 2OO5 No Build weekday morning and evening peak- hour traffic volumes. VEHICLE-TRIP GENERATION Traffic vo|unnmo generated by nffioa developments normally follow well-established patterns with respect to magnitude and temporal distribution. Measurements of numerous such developments conducted by the Institute of Transportation Engineers (|TE) have established trip generation ratea, which have been standardized for analysis purposes. Accordingly, the |TE Trip Generation K8aOum| was researched with the appropriate vehicle-trip generation characteristics applied tV the proposed project. Based on the Institute of Transportation Engineers (|TE) trip generation natae, it is anticipated that the 08.700 SF office development project wou|d generate approximately 732 vehicle-trips per day. This daily volume m/oV|d be split evenly with 360 vehicle-trips entering and 366 vehicle-trips exiting the site over the course of the entire 24-hour day. More importantly, during the weekday rn0[Ding peak hour, the proposed development project would generate a total of 85 vehicle-trips with 79 vehicle-trips entering and 18 vehicle-trips exiting the project Site. SiOli|3r|y, during the evening peak hOU[, it is anticipated that 95 vehicle-trips xvOu|d be 08D8[8t8d The 95 vehicle-trips would C0DeiSt of14vehicle-trips entering and 81 vehicle-trips exiting the development during the peak 60-OOinUt8 period. The remaining vehicle-trips would occur over the course of the day. Table 3 summarizes the peak-hour and daily project-generated traffic volumes for the proposed project located on Route 114. 11 457-TIS2 Copyright Ce000uvmu All rights reserved. Figure 3: 2005 No Build Peak Hour Traffic Volumes WEEKDAY MORNING PEAK HOUR :D 0 Of 0 Lo 0 SITE DRIVE 04 04 1-- U-1 U-1 Of 1-- U) 0- z WEEKDAY EVENING PEAK HOUR 0 P 0 SITE DRIVE T — — SITE V) U-1 y IL z Schematic DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Copyright 19) 2001 By DJK. All rights reserved, 457NET3 TABLE 3 VEHICLE-TRIP GENERATION SUMMARY Time Period/ 86.700SF Direction oƒTravel Office Project Weekday Morning Peak Hour Entehng (vph)a 70 Exiting/vph) 18 Tota| (vph) 95 Weekday Evening Peak Hour Entering (vph) 14 Exiting (vph) 81 Tots} (vph) 95 Average Weekday Enharing (vpd)u 366 Exiting (vpd) 366 Tnta| (vpd) 732 avph=vehicle-trips per hour. bvpd=vehicle-trips per day. TRAFFIC DISTRIBUTIONIASSIGNMENT Directional distribution of generated trips to and from the proposed development is expected to follow existing traffic patterns m/hiuh, in turn, is a function of population danoibes, shopping opportunities, eneom of employment and recreational activities. A000nding|y, the directional split of the new trips originating from, or destined to, the development were based on existing traffic patterns as observed for this study. The site-generated traffic volumes were superimposed onto the 20O5 NO Build traffic vm|UO0e networks cF88dDg the 2005 Build traffic volume networks. Figure 4 graphically presents the 2005 Build weekday morning and evening peak-hour traffic volume networks. 12 457-TIS2 Copyright(9u000uvnJx. All rights moumro- Figure 4: 2005 Build Peak Hour Traffic Volumes WEEKDAY MORNING PEAK HOUR 0 00 4-8 SITE 1-8 SITE DRIVE In 79 Out 16 Total 95 0 CY) 0 LLJ U) LAJ z ry WEEKDAY EVENING PEAK HOUR 0 0 41 r, 40 SITE DRIVE In 14 SITE Out 81 Total 95 OD r, LLJ V) z Schematic DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Copyright 0 2001 By DJK, All rights reserved. 457NET4 TRAFFIC ANALYSIS Previous sections ofthis report have summarized existing traffic patterns, future peak- hour traffic-volume |evo|o, expected traffic generation, and expected trip distribution and assignment for the proposed development project underweehdaymnrningandevening peak-hour traffic-volume conditions. The Deo± step in the study is to determine the impact the proposed development project will have on the adjacent noadvvaysyste0 The analysis assumes no roadway improvements in the study area except for the ' construction of the proposed access roadaya |u�oteda|on� Rout� 114. vv TRAFFIC FLOW AND OPERATION CHARACTERISTICS Traffic flow and operating characteristics are measured in terms of level of service both without and with the proposed development project. The without development traffic volumes were developed from the traffic-volume data collected specifically for this study Traffic-volume data collected during February and March 2000 were summarized to ' produce a composite picture of the existing peak-hour traffic-volume conditions. The existing2000 traffic volumes along Route 114 were increased to account for three other knowndevelopment projects discussed earlier plus an additional +1.0 percent per year increase in traffic to account for background traffic growth that may occur up ~ 2005 /p jectfi|inQyearp|ua5yemra\. through The BUi|d, with-development, t[@UiC V0|U0eS include the existing peak-hour t[8ffiC vo|Unlea, p|US baChgnJUOd t[@0ic growth, p|VS the site-generated peak-hour tCaM5S volumes. 1» *,=noz oom/nnm@unuov'oJx. All rights eoe^eu- � / Levell of Service The primary result of capacity analysis is the assignment of level of service to a traffic facilities under various traffic-flow oondhiono.1 The concept of level of service iadefined as 8 qualitative 0e@SUn3 describing operational conditions within a traffic stream and their perception by D1D1OhstG and/or passengers. A level-of-service definition provides an index to quality of traffic flow in terms of such factors as speed, travel time, freedom to maneuver, traffic interruptions, CODlfOr1, CODV9OienC8, and safety. Six levels of service are defined for each typo of facility. They are given letter designations from Ato F. with level-of-service /LC}8\ A representing the best operating conditions and LC}S F the worst. Since the level of service of a traffic facility is ofunotion of the traffic flows placed upon it, such a facility may operate at a wide range of levels of service, depending on the time of day, day of week, or period ofyear. Unsignallized Intersections The levels of service for unaigna|ized intersections are determined by application of procedure described in the 1994 Highway Capacity Manual, updated 1997.2 The procedure accounts for lane configuration on both the minor and major approaches, conflicting traffic stream volumes, and type Vfintersection control (STOP versus YIELD). Firet, theoretical rnmxirnunn or capacity 0ovx of vehicles for each minor approach lane is � calculated. The capacities are then compared tothe demand at the respective minor approaches. The delay is then estimated based on the relationship between the service rate and the degree ofsaturation. Table 4summarizes the relationship between level of oan/ioe and expected delay to minor street traffic, 'Highway upuateu1997. ' z HigowmyCapacitywbnual,8pocia|Repou2OV.ThimEdidvo:Tmnoportotionneneurchsound.Wbshingmn. oC. 1oV4 vpuau,o1e87. ' 14 "zr-T/xu Copyright 2000»rcux. All rights reserved. T&BLE4 LEVEL-OF-SERVICE CRITERIA FOR UNSiGNAL0ZED|NTERSECTIONSa Level Total of Average Delay Service - (Seconds/Vehicle) A <10 B >1O and <15 C — >15 and <25 D ^25 and <35 E >35 and <50 F — >GO 'Source: Highway Capacity Manual, Special Report 209,Third Edition:Transportation Research Board, Washington, DC, 1994, updated 1997. TRAFFIC ANALYSIS RESULTS Capacity analyses have been conducted at the study area intersection. Results of these analyses are summarized below by intersection and are tabulated in Table 5. Route 114 at the Site Drive UOder2OO5 Build with development traffic volume COOditiDDS. the (aft- and right-turn exiting movements would operate at LOS O or better and the left-turn entering movement would operate at LOS B with sufficient capacity available to accommodate all turning movement at the proposed intersection. TABLE5 UNSUGNALIZE[} INTERSECTION LEVEL-OF-SERVICE SUMMARYm Location/Peak Hour/ Existing 2005 No-Build 2005 Build Approach LoSb ADc Demand LOS AD Demand LOS AD Demand Route Y14ot Site Drive: Weekday Morning Peak Hour VVB Left&Right Turns Exiting - —' _ ' —' — C 21.1 18 SB Left Turns Entering - '— _ ' -- — B 12.2 40 Weekday Evening Peak Hour VV8 Laft& Right Turns Exiting - -- _ —' — D 33.9 81 OB Left Turns Entering ' _- _ - -- — B 11 O 7 bLevel of service. cTotal Average Control Delay(seconds/vehicle). �o ^or�mz Copyright mc0000roJx. All rights reserved. SAFETY ANALYSIS ' Detailed safety evaluations ofthe proposed site driveway intersection with Route 114 was conducted and included an analysis of available stopping sight distances (SSDs). STOPPING SIGHT DISTANCE (SSQ) In the vicinity of the proposed project site, Route 114 approaches the Site Drive intersection over o level/tangent alignment. Detailed 8GO measurements were conducted with respect tothe Route 114 approaches tothe proposed intersection to identify any potential mitigation measures that would enhance the available SSD. Stopping Sight Distance considerations are basically divided into two criteria- (1) approaching 8GD. and /2\ exiting SGD. Approaching SSD Approaching 8SD ie the distance required for un approaching vehicle to perceive and react accordingly to an exiting vehicle. The values are based upon a perception and reaction time of2.5 seconds and G braking distance calculated for wet level pavement. When the roadway is either on on Upgrade or downgrade, grade correction factors are applied. 16 457-T/o cnnrnnm@z000b*oJx. Ali rights reserved. Exiting SSD Exiting 88D is based upon @ perception and reaction time and the time required to complete a desired exiting maneuver after the decision to do so has been made. Values for exiting G8D RspnB8eOt the time required to: /1\ turn left or right and to accelerate to the operating speed of the street without causing approaching vehicles to reduce speed and (2) upon turning |eft, to clear the near half Of the street without conflicting with vehicles approaching from the left. When e grade exists in the roadway or when larger speed reduction values are acceptable, correction factors are applied. Approaching 80[} ia far more important aoit represents the minimum distance required for safe stopping, while the Existing 8GD criteria is based only upon e000ptob|e speed reductions to the approaching traffic stream. Table 0 compares the measured SG[> with the minimum G8D requirements for both the observed vehicle speeds @S well 8s the official speed limit along Route 114in the vicinity of the site. As can be seen in Table 8, the available S8D meets the minimum GG[> requirements for the official speed limit of 45 mph as well as the observed speeds of up to55 mph on Route 114at the Site Drive. TABLE6 SUMMARY OF STOPPING SIGHT DISTANCE ANALYSIS Official Minimum 3SDRequirements Speed Observed Measured (feat)for Design (Amsumed) Location/ Limit Speed SSDu Speed Conditionc Direction fTravel a Route 1|4atthe Site Drive: Northbound 45 45hu55 +550 325Vn400 450Vn550 8outhbound 45 40ho50 +550 325Vo400 450ho550 aMiles per hour. bSSD measurements occurred on March 28, 2000 and assumes the recommendations contained in this report are cSource: A Policy on Geometric Design of Highways and Streets, American Association of State Highway and Transportation Officials(AASHTO):1990. 17 +s,'nvz Copyright @z0000vmx. All rights reserved. APPENDICES ® TRAFFIC VOLUME DATA ® CAPACITY ANALYSIS ® RESPONSE TO COMMENTS 18 457-TIS2 Copyright@ 2000 by DJK All rights reserved. TRAFFIC VOLUME DATA 457-TIS2 Weather :Clear, cool DJK Associates, Inc. Counted by: SRM Two Dundee Park, Suite 301 Site Code : 457 Board 46 :B Andover, MA 01810 Start Date: 02/28/2000 Site :North Andover, MA 978 474-1994 Fax:978 474-1778 File Z.D. : C:\PROGRAM F Street name :Route 114 Cross street:east of Old Cart Way WB, EB Page 1 Begin Mon. WB GB Combined Tues. WB CB Combined Time 02/28 A.M. P.M. A.M. P.M. A.M. P.M. 02/29 A.M. P.M. A.M. P.M. A.M. P.M. N 12:00 * I * * I * 24 121 I 12 124 1 36 245 12 15 * * * 11 136 10 142 21 27B 12:30 * 1 * 1 * 10 124 12 143 I 22 267 12:45 * * 1 * * 6 150 I 2 129 1 8 279 01:00 * I * * 1 * 8 131 1 6 121 1 14 258 01:15 * * * * * * 5 144 1 10 120 1 15 264 01:30 * * I * * I * * 12 142 1 7 134 1 19 276 01:45 * * * * I * * 10 155 1 8 127 1 18 282 02:00 * * I * * 1 * * 3 151 I 4 149 1 7 300 02:15 * * * * * * 6 153 5 166 1 11 319 02:30 * * I * * 1 * * 5 185 1 5 131 1 10 316 02:45 * 181 * 136 1 * 317 5 189 1 4 167 1 9 356 03:00 * 177 I * 185 1 * 362 7 208 1 6 161 1 13 369 \�,a 03:15 * 181 1 * 166 1 * 347 10 231 1 7 208 1 17 4139 d f 03:30 213 1 182 1 395 7 196 1 6 189 1 13 3-9 03:45 * 193 1 * 164 1 * 357 7 231 1 12 162 1 L9-" 393 04:00 * 207 1 * 191 1 * 398 6 228 1 14 196 (.-'20 424 04:15 * 238 * 211 1 * 449 13 215 1 10 1U "1 23 412 � 04:30 * 210 1 * 197 1 * 407 14 24.I 23 s-204 37 445 04:45 * 222 1 * 211 1 * 433 13 218 I 1S-r 223 28 4.41 05:00 225 1 * 233 1 * 458 17 293 1 ='37 241 I 59/` 534 05:15 * 239 1 * 231 1 * 470 37 258 �'l 62 254 1/�-9 512 05:30 * 267 1 * 230 1 * 497 50 220 1 93 231-1 143 451 05:45 * 186 1 * 198 1 * 384 87 210 1 78 231 1 165 441 06:00 * 179 1 * 166 1 345 91 191 1 122 195 1 213 386 06:15 * 142 1 * 172 1 * 314 155 182 1 200 185 1 355 367 06:30 * 138 1 * 116 1 * 254 204 133 1 215 167 1 419 300 06:45 * 91 1 * 99 1 * 190 190 121 1 231 116 1 421 237 07:00 * 112 1 * 105 1 * 217 279 127 1 250 108 1 529 235 07:15 * 112 1 * 85 1 * 197 242 101 1 263 93 1 505 194 07:30 73 1 * 88 1 * 161 353 100 1 242 84 1 595 184 07:45 * 67 1 54 1 * 121 264 95 1 233 67 1 497 162 08:00 * 93 1 73 1 166 278 104 1 255 64 1 533 168 08:15 86 1 * 61 1 147 281 100 1 202 83 1 489 183 08:30 81 1 54 1 141 246 108 1 182 75 1 428 183 08:45 56 1 57 1 * 113 181 Ill 1 133 79 1 314 190 09:00 * 84 1 * 44 1 128 194 91 1 143 76 1 337 167 09:15 72 1 40 1 * 112 138 69 1 131 52 1 269 121 09:30 * 60 1 * 41 1 * 101 102 77 1 140 46 1 242 123 0 9:4 5 39 1 33 1 72 118 58 1 115 41 1 233 99 10:00 * 50 1 * 39 1 * 89 114 49 1 113 40 1 227 89 10:15 * 38 1 * 36 1 * 74 144 51 1 116 47 1 260 98 10:30 * 42 1 * 38 1 * 80 110 37 1 123 31 1 233 68 10:45 * 35 1 * 17 1 * 52 123 29 1 127 34 1 250 63 11:00 * 37 1 * 30 1 * 67 102 37 1 127 24 1 229 61 11:15 * 30 1 * 21 1 * 51 121 46 1 102 12 1 223 58 11:30 * 21 1 * 25 1 * 6 109 31 1 131 20 1 240 51 11:45 31 I * 13 1 * 44 110 28 129 14 1 234 42 Totals 0 4514 0 4042 0 56 4628 6612 4468 5903 9096 12515 Day Totals 4514 4042 85 11240 10371 21611 % Total .0% 52.7% 0% 47.2% 21.4% 30.6% 20.6% 27.3% Peaks 04:45 04:45 1, 07:30 04:30 07:15 05:00 07:15 04:45 Volume 953 905 1858 1182 1010 993 957 2130 1938 P.H.F. .89 .97 .93 .83 .86 .94 .94 .89 .90 Wea[her :Clear, cool DJK Associates, Inc. Counted by: SRM Two Dundee Park, Suite 301 Site Code : 457 Board 8 :B Andover, MA 01810 Start Date: 02/28/2000 Site :North Andover, MA 978 474-1994 Fax:978 474-1778 File I.D. C:\PROGRAM F Street name :Route 114 Cross street:east of Old Cart Way WB, EB Page 2 Begin Wed. WB EB Combined Thur. WB EB Combined Time 03/01 A.M. P.M. A.M. P.M. A.M. P.M. 03/02 A.M. P.M. A.M. P.M. A.M. P.M. tl 12:00 1-7 123 1 18 139 1 35 262 23 119 I 27_ 140 45 259 12:15 15 145 1 6 137 1 21 282 13 141 1 8 166 1 21 307 12:30 8 161 1 7 155 1 15 316 5 129 1 7 152 1 12 281 12:45 11 171 1 6 162 1 17 333 12 165 1 14 153 1 26 318 01:00 8 132 1 11 162 1 19 294 12 143 1 15 149 1 27 292 01:15 7 153 1 4 181 1 11 334 10 149 1 10 134 1 20 283 01:30 5 171 1 5 180 1 10 351 11 158 1 6 133 1 17 291 01:45 16 143 1 10 164 1 26 307 12 158 1 4 122 1 16 280 02:00 9 170 1 7 176 1 16 346 8 163 1 3 166 1 11 329 02:15 10 182 1 9 172 1 19 354 6 175 1 6 183 1 12 358 02:30 9 219 1 5 1B6 1 14 405 6 213 1 6 164 1 12 377 02:45 3 218 1 8 189 1 11 407 8 224 1 9 194 1 17 418 03:00 13 226 1 5 192 1 18 418 B 230 1 10 180 1 18 410 03:15 12 242 1 4 231 1 16 473 6 253 1 5 221 1 11 474 03:30 4 223 1 8 215 1 12 438 6 240 1 5 180 1 11 420 03:45 9 262 1 10 235 1 19 497 16 212 1 9 173 1 25 385 04:00 6 227 1 15 235 1 21 462 7 266 1 13 250 1 20 516 04:15 10 262 1 B 231 1 18 493 9 241 1 15 224 1 24 465 04:30 18 247 1 17 202 1 35 449 16 259 i i6 233 1 32 492 04:45 10 269 1 24 231 1 34 500 14 219 1 26 225 1 40 444 05:00 26 287 1 37 267 1 63 554 30 293 1 33 256 1 63 549 05:15 48 318 1 61 300 1 109 618 52 279 1 69 272 1 121 551 05:30 53 271 1 86 280 1 139 551 56 313 1 8B 250 1 144 563 05:45 77 252 1 102 239 1 179 491 86 238 1 73 228 1 159 466 06:00 116 218 1 128 229 1 244 447 105 187 1 131 204 1 236 391 06:15 174 196 1 214 187 1 388 383 182 214 1 217 160 1 399 374 06:30 214 187 1 214 176 1 428 363 200 182 1 225 142 1 425 324 06:45 219 115 1 209 143 1 428 258 212 135 1 215 120 1 427 255 07:00 259 138 1 247 131 1 506 269 287 132 1 221 109 1 508 241 07:15 264 136 1 298 102 1 562 238 302 131 1 270 92 1 572 223 07:30 367 107 1 260 78 1 627 185 342 105 1 244 83 1 586 188 07:45 309 99 1 244 64 1 553 163 297 131 1 224 76 1 521 207 08:00 301 91 1 261 71 1 562 162 296 117 1 232 72 1 528 189 08:15 284 83 1 237 79 1 521 162 281 121 1 207 62 1 488 183 08:30 279 B9 1 172 66 1 451 155 282 87 1 186 77 1 468 164 08:45 157 120 1 176 90 1 333 210 171 103 1 175 72 1 346 175 09:00 154 98 1 165 90 I 319 18B 140 78 1 135 62 1 275 140 09:15 152 109 1 147 54 1 299 163 151 80 1 160 53 1 311 133 09:30 119 89 1 145 57 1 264 146 157 74 1 129 42 1 286 116 09:45 115 98 1 141 51 1 256 149 106 70 1 116 30 1 222 100 10:00 99 73 1 136 41 1 235 114 135 49 1 120 46 1 255 95 10:15 91 51 1 138 27 1 229 78 127 49 1 156 39 1 283 88 10:30 133 47 1 106 39 1 239 86 149 46 1 143 45 1 292 91 10:45 128 51 1 151 37 1 279 88 123 53 1 143 35 1 266 88 11:00 110 36 1 121 24 1 231 60 103 43 1 131 24 1 234 67 11:15 131 39 1 140 18 1 271 57 130 40 1 144 20 1 274 60 11:30 129 31 1 136 24 1 265 55 125 23 1 111 19 1 236 42 11:45 132 30 1 1.57 15 1 289 45 147 38 1 125 16 1 272 54 Totals 9840 7405 4816 6754 9656 14159 4982 7268 4632 6248 9614 13516 Day Totals 12245 11570 23815 12250 10880 23130 % Total 20.3% 31.0% 20.2% 28.3% 21.5% 31.9% 20.0% 27.0% Peaks 07:30 04:45 07:15 05:00 07:15 04:4 5 07:15 05:00 07:15 05:00 07:15 05:00 Volume 1261 1145 1063 1086 2304 2223 1237 1123 970 1006 2207 2129 P.H.F. .85 .90 .89 .90 .91 .89 .90 .89 .89 .92 .94 .94 Weather :Clear, cool DJK Associates, Inc. Counted by: SRM Two Dundee Park, Suite 301 Site Code : 457 Board H :B Andover, MA 01810 Start Date: 02/28/2000 Site :North Andover, MA 978 474-1994 Fax:978 474-1778 File I.D. : C:\PROGRAM F Street name :Route 114 Cross street:east of Old Cart Way wn F.n Page 3 Begin Fri. WB EB Combined Sat. WB EB Combined 1 1 Time 03/03 A.M. P.M. A.M. P.M. A.M. P.M. 03/04 A.M. P.M. A.M. P.M. A.M. P.M. l3 12:00 29 149 12 150 41 299 48 160 I 23 192 1 71 352 12:1.5 21 152 I 14 157 1 35 309 31 191 1 24 222 1 55 413 12:30 21 153 1 13 133 1 34 286 23 182 1 22 169 1 45 351 12:45 11 149 1 8 146 1 19 295 38 263 1 18 215 1 56 978 01:00 13 141 1 16 137 1 29 278 35 197 1 15 182 1 50 3-79 If 01:15 12 180 1 8 164 1 20 344 16 199 1 19 188 1 35 387 01:30 12 165 1 2 144 1 14 309 10 151 1 7 164 1 17 315 01:45 10 163 1 3 147 1 13 310 14 152 1 11 186 1 25 338 02:00 6 169 1 9 176 1 15 345 17 194 1 6 194 1 23 388 02:15 6 187 1 9 149 1 15 336 20 188 1 16 176 1 36 364 02:30 5 182 1 10 185 1 15 367 19 182 1 4 148 1 23 330 02:45 4 238 1 2 139 1 6 417 9 168 1 9 183 1 18 351 03:00 9 232 1 4 211 1 13 443 8 164 1 7 180 1 15 344 03:15 17 228 1 12 177 1 29 405 9 218 1 12 246 1 21 464 03:30 4 235 1 4 175 1 8 410 9 185 1 11 317 1 20 502 0 3:4 5 4 260 1 14 223 1 18 483 6 170 1 4 197 1 10 367 04:00 6 242 1 10 194 1 16 436 5 180 1 5 193 1 10 373 04:15 16 242 1 9 212 1 25 454 5 169 1 13 187 1 18 356 04:30 20 247 1 21 205 1 41 452 7 181 1 15 198 1 22 379 0 4:4 5 18 250 1 24 244 1 42 494 11 195 1 9 158 1 20 353 05:00 30 273 1 36 241 1 66 514 14 175 1 12 165 1 26 340 05:15 58 281 1 65 236 1 123 517 28 194 1 18 181 1 46 375 05:30 59 258 1 87 202 1 146 460 26 186 1 41 171 1 67 357 05:45 69 226 1 66 199 1 135 425 19 164 1 27 1.78 1 46 342 06:00 105 196 1 120 220 1 225 416 26 143 1 47 128 1 73 271 06:15 151 188 1 187 181 1 338 369 54 183 1 72 132 1 126 315 06:30 208 177 1 200 144 1 408 321 70 149 1 59 141 1 129 290 0 6:4 5 173 153 1 163 128 1 336 281 73 128 1 61 116 1 134 244 07:00 213, 132 1 217 143 I 430 275 68 132 1 53 128 1 121 260 07:15 262 1371 242 120 I 504 257 95 117 1 90 92 1 185 209 07:30 269 96 1 195 95 1 464 191 106 113 1 70 79 1 176 192 07:45 257 109 1 211 99 1 468 208 83 107 1 83 93 1 166 200 08:00 272 81 1 191 82 1 463 163 94 ill 1 78 95 1 172 206 08:15 273 97_T 177 69 1 450 166 84 112 1 92 61 1 176 173 08:30 244 106 1 170 73 1 414 179 82 85 1 112 76 1 194 161 08:45 190 73 1 129 53 1 319 126 116 100 1 94 77 1 210 177 09:00 125 101 1 144 58 1 269 159 99 93 1 105 71 1 204 164 09:15 130 128 1 145 65 1 275 193 92 89 1 117 74 1 209 163 09:30 147 99 1 135 67 1 282 166 105 81 1 129 83 1 234 164 09:45 137 83 1 144 121 281 204 116 91 101 59 21 1 7 150 10:00 113 91 138 99 251 190 106 98 I 123 96 I 229 194 10:15 104 71 1 126 68 1 230 139 119 66 1 138 79 1 257 145 10:30 135 66 1 123 51 1 258 117 153 75 1 148 61 1 301 136 10:45 117 63 1 133 51 1 250 114 138 80 1 168 50 1 306 130 11:00 127 65 1 160 40 1 287 105 144 72 1 167 54 1 311 126 11:15 135 56 1 122 32 1 257 88 151 76 1 154 60 1 305 136 11:30 152 56 1 170 27 1 322 83 143 61 1 196 46 1 339 107 11:45 134 59 1 147 26 1 281 85 153 52 1 180 45 1 333 97 Totals 9633 7980 4347 6498 8980 1397E 2897 6822 2985 6586 5882 13408 Day Totals 12113 10845 22958 9719 9571 19290 % Total 20.1% 32.5% 18.9% 28.3% 15.0% 35.3% 15.4% 34.1% Peaks 07:30 04:45 07:00 04:30 07:15 04:45 11:00 12:30 11:00 03:15 11:00 03:15 Volume 1071 1062 865 926 1B99 1985 591 841 697 953 1288 1706 P.H.F. .98 .94 .89 .94 .94 .95 .96 .79 .88 .75 .94 .84 Weather :Clear, cool DJK Associates, Inc. Counted by: SRM Two Dundee Park, Suite 301 Site Code : 457 Board 1i :B Andover, MA 01810 Start Date: 02/28/2000 Site :North Andover, MA 978 474-1994 Fax:978 474-1778 File I.D. C:\PROGRAM F Street name Route 114 Cross street:east of Old Cart WaV WB EB Page 4 Begin Sun. WB EB Combined Mon. WB EB Combined Time 03/OS A.M. P.M. A.M. P.M. A.M. P.M. 03/06 A.M. P.M. A.M. P.M. A.M. P.M. 12:00 95 123 31 183 76 306 13 106 1 8 142 1 21 248 12:15 60 112 31 170 1 91 282 13 131 1 4 125 1 17 256 12:30 45 136 i 30 152 1 75 288 14 142 1 11 123 1 25 265 12:45 33 155 1 20 196 1 53 351 9 133 1 6 126 1 15 259 01:00 36 142 1 26 169 1 62 311 8 122 1 4 165 1 12 287 01:15 31 151 1 18 171 1 49 322 9 159 1 5 174 1 14 333 01:30 45 160 1 23 193 1 68 353 15 138 1 9 109 1 24 247 01:45 50 166 1 22 181 1 72 347 9 165 1 4 146 1 13 311 02:00 48 166 1 13 175 1 61 341 4 146 1 9 170 1 13 316 02:15 37 148 1 8 174 1 45 322 7 157 1 13 192 1 20 349 02:30 9 174 1 4 167 1 13 341 1 199 1 3 174 1 4 373 02:45 10 165 1 6 156 1 16 321 3 188 1 1 156 1 4 344 03:00 4 186 1 9 170 1 13 356 1 185 1 5 171 1 6 356 03:15 10 190 1 9 166 1 19 356 4 213 1 5 203 1 9 416 03:30 2 174 1 8 177 1 10 351 5 252 1 3 202 1 8 454 03:45 6 188 1 5 182 1 11 370 13 232 1 13 209 1 26 441 04:00 6 184 1 3 147 1 9 331 7 221 1 8 190 1 15 411 04:15 6 144 1 4 134 1 10 278 9 231 1 7 244 1 16 475 04:30 6 155 1 0 130 1 6 285 19 241 1 29 216 1 48 457 0 4:4 5 12 172 1 0 129 1 12 301 Il 230 1 27 241 1 38 471 05:00 27 153 1 12 117 1 39 270 26 254 1 38 265 1 64 519 05:15 28 175 1 10 129 1 38 304 62 301 1 80 288 1 142 589 05:30 18 149 1 19 147 1 37 296 45 263 1 93 238 1 138 501 05:45 13 149 1 11 120 1 24 269 70 212 1 76 205 1 146 417 06:00 24 147 1 19 103 1 43 250 106 193 1 138 222 1 244 415 06:15 30 153 1 35 103 1 65 256 159 173 1 228 198 1 387 371 06:30 25 128 1 47 95 1 72 223 222 168 1 227 140 1 449 308 06:45 33 135 1 22 88 1 55 223 227 122 1 222 120 1 449 242 07:00 42 115 1 33 74 1 75 189 271 138 1 283 112 1 554 250 07:15 44 93 1 57 90 1 101 183 283 113 1 273 102 1 556 215 07:30 46 74 1 38 72 1 84 146 336 107 1 258 84 1 594 191 07:45 40 90 1 33 86 1 73 176 285 106 1 225 64 1 510 170 08:00 50 74 1 31 80 1 81 154 274 119 1 225 85 1 499 204 08:15 48 66 1 62 77 1 110 143 283 109 1 201 82 1 484 191 08:30 62 6B 1 61 63 1 123 131 246 104 1 196 77 1 442 181 08:45 64 66 1 63 78 1 127 144 172 78 1 175 55 1 347 133 09:00 52 54 1 59 64 1 111 118 149 69 1 165 56 1 314 125 09:15 67 77 1 74 35 1 141 112 133 80 1 130 47 1 263 127 09:30 76 51 1 86 46 1 162 97 115 63 1 104 57 1 219 120 0 9:4 5 80 39 1 78 36 1 158 75 103 44 1 126 40 1 229 84 10:00 76 40 1 109 35 1 185 75 123 66 1 124 51 1 247 117 10:15 89 45 1 98 47 1 187 92 120 45 1 139 51 1 259 96 10:30 98 40 1 103 31 1 201 71 104 42 1 114 36 1 218 7B 10:45 75 22 1 97 25 1 172 47 103 50 1 137 37 1 240 87 11:00 88 29 1 113 19 1 201 48 131 33 1 98 34 1 229 67 11:15 108 27 1 141 18 1 249 45 116 28 1 130 20 1 246 48 11:30 125 22 1 145 14 1 270 f-36 104 25 1 142 29 1 246 54 11:45 122 13 1 153 9 1 275\ ' 22 125 35 1 162 22 1 287 57 Totals 2151 5485 2079 5223 4230 ` 0708 4667 6731 4683 6295 9350 13026 Day Totals 7636 7302 11398 10978 22376 Total 14.4% 36.7% 13.9% 34.9% ! \ 20.8% 30.0% 20.9% 28.1% Peaks 11:00 03:00 11:00 12:45 11:00 `^03:00 07:15 04:45 07:00 0 4:4 5 07:00 04:45 Volume 443 738 552 729 995 1433 1178 1048 1039 1032 2214 2080 P.H.F. .88 .97 .90 .92 .90 .96 B7 .0 .91 .89 .93 .88 Weather :Clear, cool DJK Associates, Inc. Site Code : 457 Counted by: SRM Two Dundee Park, Suite 301 Start Date: 02/28/2000 Board # :B Andover, MA 01810 938 474-1994 Fax:978 474-1778 File I.D. : C:\PROGRAM F Site :North Andover, MA Page 1 Street name :Route 114 Cross street:east of Old Cart Way WB, EB n. 02/26 Tues. Wed. Thur. Fri. Weekday Avg. Sat. Sun. Begin Mo Time 28 es EB WB EB WB EB WB EB WB EB WB EB WB EB 12:00 am 51 36 51 37 53 51 82 4-759 43 140 87 183 112 52 162 89 01:00 35 31 36 30 45 35 47 29 41 31 75 02:00 * * 19 18 31 29 2B 24 21 30 25 25 65 35 122 31 03:00 * 31 31 38 27 36 29 34 34 35 30 32 34 22 31 04:00 * * 46 62 44 64 46 70 60 64 49 65 28 42 30 7 05:00 * * 191 270 204 286 224 263 21.6 254 209 268 87 98 86 52 06:00 * * 640 76B 723 365 699 788 637 670 675 748 223 239 112 123 07:00 * * 1138 9B8 1199 1049 1228 959 1.001 865 1142 965 352 296 172 161 08:00 * * 992 772 1021 846 1030 800 979 667 1006 771 376 376 224 217 09:00 * * 552 529 540 598 554 540 539 568 546 559 412 452 275 297 10:00 * * 491 479 451 531 534 562 469 520 486 523 516 577 338 407 11:00 * 442 484 502 554 505 511 548 599 499 537 591 697 443 552 12:00 pm * * 531 538 600 593 554 611 598 586 571 582 796 798 526 701 01:00 * 578 502 599 687 608 538 649 592 608 580 699 720 619 714 02:00 * * 678 613 789 723 775 707 776 689 754 683 732 701 653 672 03:00 764 697 866 720 953 873 935 754 955 786 895 766 737 940 738 695 04:00 877 810 902 820 1005 899 985 932 981 855 950 863 725 736 655 540 05:00 917 892 981 957 1128 1086 1123 1006 1038 878 1037 964 719 695 626 513 06:00 550 553 627 663 716 735 718 626 714 673 665 650 603 517 563 389 07:00 364 332 423 352 480 375 499 360 474 457 448 375 469 392 372 322 08:00 322 245 423 301 383 306 428 283 357 277 383 282 408 309 274 298 09:00 255 158 295 215 394 252 302 187 411 311 331 225 354 287 221 181 10:00 165 130 166 152 222 144 197 165 291 269 208 172 319 286 147 138 11:00 119 89 142 70 136 81 144 79 236 125 155 89 261 205 91 60 Totals 4333 3906 11240 10371 12245 11570 12250 10880 12113 10845 11777 10796 9719 9571 7636 7302 8239 21611 23815 23130 22958 22573 19290 14938 Avg. Day 36.7% 36.1% 95.4% 96.0% 103.9% 107.1% 104.0% 100.7% 102.8% 100.4% 82.5% 88.6% 64.8% 67.6% AM Peaks 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 11:00 11:00 11:00 11:00 Volume 1138 988 1199 1049 1228 959 1001 865 1142 965 591 697 443 552 PM Peaks 05:00 05:00 05:00 05:00 05:00 05:00 05:00 05:00 05:00 05:00 05:00 05:00 12:00 03:00 03:00 01:00 Volume 917 892 981 957 1128 1086 1123 1006 1038 878 1037 964 796 940 738 714 CAPACITY ANALYSIS HCS2000 : Unsignalized Intersections Release 4 . 1 TWO-WAY STOP CONTROL SUMMARY nalyst : SRM gency/Co . : N. Andover, MA gate Performed: 2/1/O1 .nalysis Time Period: AM Peak ntersection: Route 125 & Site Drive urisdiction: ,nalysis Year: 2005 Build 'roj ect ID : 457 :ast/West Street : Site Drive forth/South Street : Route 114 :ntersection Orientation: NS Study period (hrs) : 1 . 00 Vehicle Volumes and Adjustments Zajor Street : Approach Northbound Sorthbound Movement 1 2 3 4 5 6 L T R L T R Tolume 1255 39 40 1060 leak-Hour Factor, PHF 1 . 00 1 . 00 1 . 00 1 . 00 sourly Flow Rate, HFR 1255 39 40 1060 ?ercent Heavy Vehicles -- -- 0 -- -- Zedian Type Undivided zT Channelized? Janes 1 0 1 1 lonfiguration TR L T Jpstream Signal? No No Minor Street : Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Jo lume 8 8 ?eak Hour Factor, PHF 1 . 00 1 . 00 Sourly Flow Rate, HFR 8 8 ?ercent Heavy Vehicles 0 0 ?ercent Grade (o) 0 0 Median Storage Flared Approach: Exists? Yes Storage 3 ZT Channelized? Janes 0 0 onfiguration LR Delay, Queue Length, and Level of Service approach NB SB Westbound Eastbound Movement 1 4 17 8 9 10 11 12 Cane Config L LR J (vph) 40 16 (m) (vph) 542 240 /c 0 . 07 0 . 07 �l 5% queue length 0. 24 0 . 21 l ontrol Delay 12 . 2 21 . 1 OS B C pproach Delay 21 . 1 pproach LOS C HCS2000 : Unsignalized Intersections Release 4 . 1 'hone : Fax: -Mail : TWO-WAY STOP CONTROL (TWSC) ANALYSIS analyst : SRM agency/Co . : N. Andover, MA )ate Performed: 2/1/01 analysis Time Period: AM Peak :ntersection: Route 125 & Site Drive Turisdiction: analysis Year: 2005 Build ?roject ID : 457 i'ast/West Street : Site Drive Jorth/South Street : Route 114 Intersection Orientation: NS Study period (hrs) : 1 . 00 Vehicle Volumes and Adjustments 4ajor Street Movements 1 2 3 4 5 6 L T R L T R volume 1255 39 40 1060 Peak-Hour Factor, PHF 1 . 00 1 . 00 1 . 00 1 . 00 Peak-15 Minute Volume 314 10 10 265 Dourly Flow Rate, HFR 1255 39 40 1060 Percent Heavy Vehicles -- -- 0 - - -- ,4edian Type Undivided �ZT Channelized? F-anes 1 0 1 1 configuration TR L T Jpstream Signal? No No Ainor Street Movements 7 8 9 10 11 12 L T R L T R Volume 8 8 Peak Hour Factor, PHF 1 . 00 1 . 00 eak-15 Minute Volume 2 2 ourly Flow Rate, HFR 8 8 / ercent Heavy Vehicles 0 0 (j ercent Grade (o) 0 0 edian Storage lared Approach: Exists? Yes Storage 3 T Channelized? anes 0 0 onf igurat ion LR Pedestrian Volumes and Adjustments [ovements 13 14 15 16 'low (ped/hr) 0 0 0 0 ,ane Width (ft) 12 . 0 12 . 0 12 . 0 12 . 0 Talking Speed (ft/sec) 4 . 0 4 . 0 4 . 0 4 . 0 lercent Blockage 0 0 0 0 Upstream Signal Data Prog. Sat Arrival Green Cycle Prog. Distance Flow Flow Type Time Length Speed to Signal vph vph sec sec mph feet ,2 Left-Turn Through ,5 Left-Turn Through Jorksheet 3-Data for Computing Effect of Delay to Major Street Vehicles Movement 2 Movement 5 hared In volume, major th vehicles : hared In volume, major rt vehicles : Sat flow rate, major th vehicles : Sat flow rate, major rt vehicles : 4umber of major street through lanes : gorksheet 4-Critical Gap and Follow-up Time Calculation ritical Gap Calculation ✓iovement 1 4 7 8 9 10 11 12 L L L T R L T R -_ (c,base) 4 . 1 7 . 1 6 . 2 -- (c, hv) 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 P (hv) 0 0 0 t (c, g) 0 . 20 0 . 20 0 . 10 0 . 20 0 . 20 0 . 10 ,rade/100 0 . 00 0 . 00 0 . 00 0 . 00 0 . 00 0 . 00 t (3 , lt) 0 . 00 0 . 70 0 . 00 t (c,T) : 1-stage 0 . 00 0 . 00 0 . 00 0 . 00 0 . 00 0 . 00 0 . 00 0 . 00 2-stage 0 . 00 0 . 00 1 . 00 1 . 00 0 . 00 1 . 00 1 . 00 0 . 00 (c) 1-stage 4 . 1 6 . 4 6 . 2 2-stage Dllow-Up Time Calculations Dvement 1 4 7 8 9 10 11 12 L L L T R L T R (f,base) 2 . 20 3 . 50 3 . 30 (f, HV) 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 (HV) 0 0 0 (f) 2 . 2 3 . 5 3 . 3 orksheet 5-Effect of Upstream Signals omputation 1-Queue Clearance Time at Upstream Signal Movement 2 Movement 5 V(t) V (l,prot) V(t) V(l,prot) prop otal Saturation Flow Rate, s (vph) rrival Type ffective Green, g (sec) ycle Length, C (sec) p (from table 9-2) roportion vehicles arriving on green P (ql) (q2) (q) 'omputation 2-Proportion of TWSC Intersection Time blocked Movement 2 Movement 5 V (t) V(1,prot) V (t) V(l,prot) alpha )eta 'ravel time, t (a) (sec) ;mooching Factor, F )roportion of conflicting flow, f lax platooned flow, V (c,max) lin platooned flow, V (c,min) )uration of blocked period, t (p) )roportion time blocked, p 0 . 000 0 . 000 '-omputation 3-Platoon Event Periods Result ) (2) 0 . 000 ) (5) 0 . 000 ) (dom) ) (subo) onstrained or unconstrained? ?roportion unblocked (1) (2) (3) for minor Single-stage Two-Stage Process >vements, p (x) Process Stage I Stage II ( 1) (4) (7) (8) ( 9) (10) (11) (12) Dmputation 4 and 5 Ingle-Stage Process Dvement 1 4 7 8 9 10 11 12 L L L T R L T R c, x 1294 2414 1274 x c, u, x r,x plat , x wo-Stage Process 7 8 10 11 Stagel Stage2 Stagel Stage2 Stagel Stage2 Stagel Stage (c, x) 1700 (x) (c,u, x) ' (r,x) (plat, x) brksheet 6-Impedance and Capacity Equations step 1 : RT from Minor St . 9 12 'onflicting Flows 1274 )otential Capacity 206 )edestrian Impedance Factor 1 . 00 1 . 00 Iovement Capacity 206 >robability of Queue free St . 0 . 96 1 . 00 >tep 2 : LT from Major St . 4 1 'onflicting Flows 1294 )otential Capacity 542 ?edestrian Impedance Factor 1 . 00 1 . 00 Iovement Capacity 542 ?robability of Queue free St . 0 . 93 1 . 00 Zaj L-Shared Prob Q free St . =ep 3 : TH from Minor St . 8 11 Dnflicting Flows / Dtential Capacity / �destri.an Impedance Factor 1 . 00 1 . 00 ap . Adj . factor due to Impeding mvmnt 0 . 93 0 . 93 Dvement Capacity robability of Queue free St . 1 . 00 1 . 00 tep 4 : LT from Minor St . 7 10 onflicting Flows 2414 otential Capacity 37 edestrian Impedance Factor 1 . 00 1 . 00 aj . L, Min T Impedance factor 0 . 93 aj . L, Min T Adj . Imp Factor . 0 . 94 ap . Adj . factor due to Impeding mvmnt 0 . 93 0 . 91 ovement Capacity 34 orksheet 7-Computation of the Effect of Two-stage Gap Acceptance tep 3 : TH from Minor St . 8 11 'art 1 - First Stage 'onflicting Flows otential Capacity edestrian Impedance Factor 'ap . Adj . factor due to Impeding mvmnt [ovement Capacity ,robability of Queue free St . ,art 2 - Second Stage `onflicting Flows ootential Capacity )edestrian Impedance Factor "ap . Adj . factor due to Impeding mvmnt Zovement Capacity ?art 3 - Single Stage lonflicting Flows ?otential Capacity ?edestrian Impedance Factor 1 . 00 1 . 00 lap . Adj . factor due to Impeding mvmnt 0 . 93 0 . 93 Movement Capacity Zesult for 2 stage process : T t ?robability of Queue free St . 1 . 00 1 . 00 Step 4 : LT from Minor St . 7 10 ?art 1 - First Stage onflicting Flows Dtential Capacity edestrian Impedance Factor ap . Adj . factor due to Impeding mvmnt Dvement Capacity art 2 - Second Stage Dnflicting Flows otential Capacity edestrian Impedance Factor ap. Adj . factor due to Impeding mvmnt ovement Capacity art 3 - Single Stage onflicting Flows 2414 otential Capacity 37 edestrian Impedance Factor 1 . 00 1 . 00 aj . L, Min T Impedance factor 0 . 93 aj . L, Min T Adj . Imp Factor. 0 . 94 ap. Adj . factor due to Impeding mvmnt 0 . 93 0 . 91 :ovement Capacity 34 _esults for Two-stage process : t 34 iorksheet 8-Shared Lane Calculations Zovement 7 8 9 10 11 12 L T R L T R Tolume (vph) 8 8 Zovement Capacity (vph) 34 206 ;hared Lane Capacity (vph) 58 4orksheet 9-Computation of Effect of Flared Minor Street Approaches Movement 7 8 9 10 11 12 L T R L T R sep 34 206 Tolume 8 8 Delay 142 . 7 23 . 2 sep 0 . 32 0 . 05 sep +1 1 . 32 1 . 05 round (Qsep +1) 1 1 z max 1 sh 58 SUM C sep 240 -1 3 act 240 )rksheet 10-Delay, Queue Length, and Level of Service )vement 1 4 7 8 9 10 11 12 ine Config L LR (vph) 40 16 (m) (vph) 542 240 g/ /c 0 . 07 0 . 07 -)o queue length 0 . 24 0 . 21 Dntrol Delay 12 . 2 21 . 1 DS B C Dproach Delay 21 . 1 Dproach LOS C Drksheet 11-Shared Major LT Impedance and Delay Movement 2 Movement 5 (oj ) 1 . 00 0 . 93 (il) , Volume for stream 2 or 5 (i2) , Volume for stream 3 or 6 (il) , Saturation flow rate for stream 2 or 5 (i2) , Saturation flow rate for stream 3 or 6 * (oj ) (M, LT) , Delay for stream 1 or 4 12 . 2 , Number of major street through lanes (rank, l) Delay for stream 2 or 5 HCS2000 : Unsignalized Intersections Release 4 . 1 TWO-WAY STOP CONTROL SUMMARY nalyst : SRM gency/Co . : N. Andover, MA ate Performed: 2/1/01 nalysis Time Period: PM Peak ntersection: Route 125 & Site Drive urisdiction: nalysis Year: 2005 roject ID : 457 ast/West Street : Site Drive orth/South Street : Route 114 ntersection Orientation: NS Study period (hrs) : 1 . 00 Vehicle Volumes and Adjustments ajor Street : Approach Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R olume 1148 7 7 1072 eak-Hour Factor, PHF 1 . 00 1 . 00 1 . 00 1 . 00 ourly Flow Rate, HFR 1148 7 7 1072 ercent Heavy Vehicles -- -- 0 -- -- edian Type Undivided .T Channelized? anes 1 0 1 1 'onfiguration TR L T pstream Signal? No No ,inor Street : Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R "olume 40 41 leak Hour Factor, PHF 1 . 00 1 . 00 sourly Flow Rate, HFR 40 41 ercent Heavy Vehicles 0 0 ercent Grade (o) 0 0 [edian Storage laced Approach: Exists? Yes Storage 3 .T Channelized? lanes 0 0 'onf igurat ion LR Delay, Queue Length, and Level of Service ,pproach NB SB Westbound Eastbound bvement 1 4 17 8 9 10 11 12 ,ane Conf ig L LR (vph) 7 81 (m) (vph) 612 205 /c 0 . 01 0 . 40 5% queue length 0 . 03 1 . 90 ontrol Delay 11 . 0 33 . 9 to OS B D pproach Delay 33 . 9 pproach LOS D HCS2000 : Unsignalized Intersections Release 4 . 1 )hone : Fax: '-Mail : TWO-WAY STOP CONTROL (TWSC) ANALYSIS analyst : SRM agency/Co . : N. Andover, MA )ate Performed: 2/1/01 analysis Time Period: PM Peak =ntersection: Route 125 & Site Drive Turisdiction: analysis Year : 2005 ?roject ID : 457 ?ast/West Street : Site Drive forth/South Street : Route 114 Cntersection Orientation: NS Study period (hrs) : 1 . 00 Vehicle Volumes and Adjustments Major Street Movements 1 2 3 4 5 6 L T R L T R Volume 1148 7 7 1072 Peak-Hour Factor, PHF 1 . 00 1 . 00 1 . 00 1 . 00 Peak-15 Minute Volume 287 2 2 268 sourly Flow Rate, HFR 1148 7 7 1072 Percent Heavy Vehicles -- -- 0 -- -- 4edian Type Undivided ZT Channelized? -janes 1 0 1 1 onfiguration TR L T Jpstream Signal? No No ✓finor Street Movements 7 8 9 10 11 12 L T R L T R Jolume 40 41 Peak Hour Factor, PHF 1. . 00 1 . 00 eak-15 Minute Volume 10 10 ourly Flow Rate, HFR 40 41 ercent Heavy Vehicles 0 0 ercent Grade (o) 0 0 l`( edian Storage lared Approach: Exists? Yes Storage 3 T Channelized? apes 0 0 'onf igurat ion LR Pedestrian Volumes and Adjustments [ovements 13 14 15 16 'low (ped/hr) 0 0 0 0 pane Width (ft) 12 . 0 12 . 0 12 . 0 12 . 0 calking Speed (ft/sec) 4 . 0 4 . 0 4 . 0 4 . 0 'ercent Blockage 0 0 0 0 Upstream Signal Data Prog . Sat Arrival Green Cycle Prog. Distance Flow Flow Type Time Length Speed to Signal vph vph sec sec mph feet 32 Left-Turn Through 35 Left-Turn Through Vorksheet 3-Data for Computing Effect of Delay to Major Street Vehicles Movement 2 Movement 5 hared In volume, major th vehicles : Shared In volume, major rt vehicles : Sat flow rate, major th vehicles : Sat flow rate, major rt vehicles : Number of major street through lanes : aorksheet 4-Critical Gap and Follow-up Time Calculation --ritical Gap Calculation Movement 1 4 7 8 9 10 11 12 L L L T R L T R - (c,base) 4 . 1 7 . 1 6 . 2 t (c, hv) 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 P (hv) 0 0 0 t (c, g) 0 . 20 0 . 20 0 . 10 0 . 20 0 . 20 0 . 10 3rade/100 0 . 00 0 . 00 0 . 00 0 . 00 0 . 00 0 . 00 C (3 , lt) 0 . 00 0 . 70 0 . 00 t (c, T) : 1-stage 0 . 00 0 . 00 0 . 00 0 . 00 0 . 00 0 . 00 0 . 00 0 . 00 2-stage 0 . 00 0 . 00 1 . 00 1 . 00 0 . 00 1 . 00 1 . 00 0 . 00 (c) 1-stage 4 . 1 6 . 4 6 . 2 2-stage l ollow-Up Time Calculations ovement 1 4 7 8 9 10 11 12 L L L T R L T R (f,base) 2 . 20 3 . 50 3 . 30 (f , HV) 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 (HV) 0 0 0 (f) 2 . 2 3 . 5 3 . 3 orksheet 5-Effect of Upstream Signals 'omputation 1-Queue Clearance Time at Upstream Signal Movement 2 Movement 5 V(t) V (1, prot) V(t) V (l,prot) prog 'otal Saturation Flow Rate, s (vph) arrival Type affective Green, g (sec) `ycle Length, C (sec) ,p (from table 9-2) )roportion vehicles arriving on green P ; (ql) i (q2) 3 (q) -omputation 2-Proportion of TWSC Intersection Time blocked Movement 2 Movement 5 V(t) V(1 ,prot) V(t) V (l,prot) alpha Deta Gravel time, t (a) (sec) Smoothing Factor, F Proportion of conflicting flow, f 4ax platooned flow, V(c,max) 4in platooned flow, V(c,min) Duration of blocked period, t (p) ?roportion time blocked, p 0 . 000 0 . 000 ~omputation 3-Platoon Event Periods Result D (2) 0 . 000 D (5) 0 . 000 D (dom) D (subo) onstrained or unconstrained? Proportion unblocked (1) (2) (3 ) for minor Single-stage Two-Stage Process ovements, p (x) Process Stage I Stage II (1) (4) Y(7) (8) (9) (10) (11) (12) 'omputation 4 and 5 jingle-Stage Process Iovement 1 4 7 8 9 10 11 12 L L L T R L T R T c,x 1155 2238 1152 'x T c,u,x r, x plat, x Iwo-Stage Process 7 8 10 11 Stagel Stage2 Stagel Stage2 Stagel Stage2 Stagel Stage T (C, x) 1700 ? (x) I(C, u,x) ry (r, x) ry (plat, x) gorksheet 6-Impedance and Capacity Equations Step 1 : RT from Minor St . 9 12 onflicting Flows 1152 Potential Capacity 243 Pedestrian Impedance Factor 1 . 00 1 . 00 Movement Capacity 243 Probability of Queue free St . 0 . 83 1 . 00 Step 2 : LT from Major St . 4 1 --onflicting Flows 1155 Potential Capacity 612 Pedestrian Impedance Factor 1 . 00 1 . 00 Movement Capacity 612 Probability of Queue free St . 0 . 99 1 . 00 Maj L-Shared Prob Q free St . -ep 3 : TH from Minor St . 8 11 Dnflicting Flows cc11 Dtential Capacity ( l �destrian Impedance Factor 1 . 00 1 . 00 ap . Adj . factor due to Impeding mvmnt 0 . 99 0 . 99 ovement Capacity robability of Queue free St . 1 . 00 1 . 00 tep 4 : LT from Minor St . 7 10 onflicting Flows 2238 otential Capacity 47 edestrian Impedance Factor 1 . 00 1 . 00 aj . L, Min T Impedance factor 0 . 99 aj . L, Min T Adj . Imp Factor. 0 . 99 ap . Adj . factor due to Impeding mvmnt 0 . 99 0 . 82 ovement Capacity 46 orksheet 7-Computation of the Effect of Two-stage Gap Acceptance tep 3 : TH from Minor St . 8 11 ,art 1 - First Stage 'onflicting Flows 'otential Capacity ledestrian Impedance Factor `ap . Adj . factor due to Impeding mvmnt Iovement Capacity 'robability of Queue free St . 'art 2 - Second Stage "onflicting Flows 'otential Capacity 'edestrian Impedance Factor 'ap . Adj . factor due to Impeding mvmnt Iovement Capacity )art 3 - Single Stage 'onflicting Flows ?otential Capacity ?edestrian Impedance Factor 1 . 00 1 . 00 Iap. Adj . factor due to Impeding mvmnt 0 . 99 0 . 99 Iovement Capacity zesult for 2 stage process : r Y t ?robability of Queue free St . 1 . 00 1 . 00 Step 4 : LT from Minor St . 7 10 ?art 1 - First Stage onflicting Flows 'otential Capacity ledestrian Impedance Factor 'ap . Adj . factor due to Impeding mvmnt I Zovement Capacity 'art 2 - Second Stage 'onflicting Flows lotential Capacity 'edestrian Impedance Factor -ap. Adj . factor due to Impeding mvmnt Zovement Capacity 'art 3 - Single Stage lonflicting Flows 2238 ?otential Capacity 47 ?edestrian Impedance Factor 1 . 00 1 . 00 7aj . L, Min T Impedance factor 0 . 99 laj . L, Min T Adj . Imp Factor. 0 . 99 lap. Adj . factor due to Impeding mvmnt 0 . 99 0 . 82 Zovement Capacity 46 `esults for Two-stage process : r t 46 4orksheet 8-Shared Lane Calculations Movement 7 8 9 10 11 12 L T R L T R 7olume (vph) 40 41 Movement Capacity (vph) 46 243 Shared Lane Capacity (vph) 78 gorksheet 9-Computation of Effect of Flared Minor Street Approaches Movement 7 8 9 10 11 12 L T R L T R sep 46 243 7olume 40 41 )elay 335 . 0 22 . 8 sep 3 . 72 0 . 26 sep +1 4 . 72 1 . 26 -ound (Qsep +1) 5 1 i max 5 Y sh 78 'UM C sep 289 1 3 " act 205 orksheet 10-Delay, Queue Length, and Level of Service ovement 1 4 7 8 9 10 11 12 ane Config L LR (vph) 7 81 / (m) (vph) 612 205 /c 0 . 01 0 . 40 5% queue length 0 . 03 1 . 90 ontrol Delay 11 . 0 33 . 9 OS B D pproach Delay 33 . 9 pproach LOS D orksheet 11-Shared Major LT Impedance and Delay Movement 2 Movement 5 (oi ) 1 . 00 0 . 99 (il) , Volume for stream 2 or 5 (i2) Volume for stream 3 or 6 (il) , Saturation flow rate for stream 2 or 5 (i2) , Saturation flow rate for stream 3 or 6 * (oj ) _ (M, LT) , Delay for stream 1 or 4 11 . 0 Number of major street through lanes . (rank, 1) Delay for stream 2 or 5 RESPONSE TO COMMENTS 457-TIS2 DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Two Dundee Park, Suite 301 Andover, MA 01810-3725 Office: 978-474-1994 Fax:978-474-1778 Ref: 457 July 31, 2001 Ms. Heidi Griffin Community Development and Services R Eli,� >w =a 27 Charles Street North Andover, MA 01845 U G 0 2 2001 and PLANNO\3G DFFAPTMENT Mr. Timothy B. McIntosh, P.E. Vanasse Hangen Brustlin, Inc. 101 Walnut Street Watertown, MA 02471 RE: Proposed Office Building Route 114, North Andover, MA Dear Heidi and Tim: DJK Associates, Inc. (DJK) has completed a response to VHB's comment Memo dated July 20, 2001, regarding the above referenced project. A copy of the VHB Memo is reproduced in the appendix of this report to facilitate your review of this matter. COMMENT NO. 1 TRAFFIC REVIEW Vanasse Hangen Brustlin,Inc.(VHB)has performed a peer review of the Traffic Impact and Access Study (TIAS)for the proposed development of office space on Route 114 in North Andover,M. Dermot J. Kelly Associates,Inc.prepared the TIAS. Our comments have been structured to correspond to the table of contents in the traffic study. In general,the study was performed in a professional manner and conforms to industry standards for the preparation of a traffic impact assessment. 457-Mem1 DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Ms. Griffin & Mr. McIntosh July 31, 2001 Page 2 Executive Summary This section of the report is satisfactory. RESPONSE No further response required. COMMENT NO. 2 Project Description This section of the report is satisfactory. RESPONSE No further response required. COMMENT NO. 3 The proposed site drive is described as a"25-foot driveway in a 50-foot right-of-way." VHB recommends that the proponent investigate constructing one 16-foot receiving lane and a separate left-and right-turn lane(each 12 feet wide),for a total of 40 feet of right-of-way. RESPONSE A Curb Cut Permit Plan (Alternative II) has been developed with this recommendation and it is reproduced in the appendix of this report. This plan was forwarded to the Massachusetts Highway Department (MHD) for their review and comment. COMMENT NO. 4 Alternative to the Project The no-build and build conditions were analyzed to make a baseline comparison for the project. Were alternative development scenarios considered for this site? If so,please provide a description. Given the need for zoning relief for this project due to parking, an analysis of a"by-right"development on the project site might also be considered. 457-Mem1 DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Ms. Griffin & Mr. McIntosh July 31, 2001 Page 3 RESPONSE Other development proposals have been considered at this location with the current proposal representing the proposed project. Due to onsite wetland constraints the driveway location would be the same independent of alternative development proposals. The by-right development scenario for this site would include a 56,400 square foot (SF) office building since 188 parking spaces can be provided on site (188 parking spaces x 300 SF/parking space). COMMENT NO. 5 The Existing Built Environment Geometries This section of the report is satisfactory. RESPONSE No further response required. COMMENT NO. 6 D Traffic Volumes Overall,this section of the report is satisfactory. However,the traffic volumes shown in Figure 2,and subsequently used in the traffic analysis,are based on the average of the weekday counts,as opposed to the weekday high volumes. RESPONSE No further response required. COMMENT NO. 7 Vehicle Speeds A comparison of average and 85 th percentile speeds should be noted. Is the range of traffic speeds shown in Table 2 indicative of the full range of speeds observed or is this a sampling of the overall travel speeds observed? A summary of the data collected in the field is not included in the Appendix for review. 457-Meml DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Ms. Griffin & Mr. McIntosh July 31, 2001 Page 4 RESPONSE Given the number of speed observations the 85`h percentile speed is not noted. A summary of the field data is reproduced in the appendix of this report. COMMENT NO. 8 Future Traffic Volume Conditions Background Traffic Growth The TIAS has accounted for three specific developments hear the property. The Town should review these developments to determine if this is a complete listing or if additional projects might be included in this summary. RESPONSE The list of background development projects was developed based on discussions with Town officials during the initial preparation of the TI&AS. COMMENT NO. 9 Vehicle-Trip Generation The traffic generation section does not specify what ITE land use code was used to estimate trips to and from the project site. The report should note what land use code was used and provide technical justification as to the numbers of trips shown in the report. Given the office land use as described in the report,we feel that land use code 710(General Office Building)should be used to determine the overall traffic generation potential for the project. The information referenced in the report should be based on the ITE Trip Generation Manual(6 h Edition). RESPONSE A sensitivity analysis was conducted for the site utilizing the General Office Building trip rates. The capacity analysis, which is reproduced in the appendix, indicates an acceptable level of service operating condition. COMMENT NO. 10 Traffic Distribution/Assignment The traffic distribution as described in the report(using observed traffic volumes)does not match the information presented on Figure 4. The Weekday Morning Peak Hour has 45 percent arriving from the south,yet the traffic volumes entering the site appear to be distributed with a majority of the traffic arriving from the southbound direction. 457-Mem1 �� ~�� Dermot J. KeUyAuoouia��o, Inc. ~�- ~~ � ~~ Traffic Engineering/Transportation Planning Ms. Griffin 8' Mr. McIntosh July 31. 2001 Page RESPONSE Figure 4 shows 39 vehicles per hour (vph) entering the site from the south (or east) and 40 Vph entering from the north (or west). Table 1 in the report ohDxxs existing traffic to consist Vf54.496 VveatbOUDd (or northbound) during the morning peak hour and 51.7% xv8St (or northbound) during the evening peak hour. The trip distribution was summarized based ona5O/5Osplit. C(]K8K8ENT NO. 11 Traffic Analysis This section of the report ixsatisfactory. FlEGpC)N8E No further response required. COMMENT NO. 12 Safety Analysis Stopping Sight Distance While k appears from the inbnooatiou presented in Table 6 that adequate stopping sight distance ia provided,the sight distance noted is+550 feet and the recommended AASHTO sight distance is 550 feet. The proponent should outline recommendations aimed at improving sight distance(as noted in footnote"b" in Table 6)and should investigate measures to further increase the SSD at the driveway location. FlEPC>N@E The recommendations referenced iD footnote "b" are contained iO the Traffic Impact and AoCSaa Study and specifically include the following as noted OO pages 3 and 4 in the Executive Summary Of the report: ° TO enhance the OV8r8|| Sight distance at the intersection of the proposed driveway, it is neCOrnDleDded that roadside vegetation and topographic ground elevations @di@c8Ot to the @CoeaS/egn3SS driveway be maintained such that sufficient Safety Sight lines are provided in both dinSCtiODS throughout the life of the project. This triangular area should extend 2O feet back from the existing edge Of the roadway and extend 15Oto3OO feet in each direction along the existing edge of the adjacent road. |tiS suggested that this recommendation be changed tO include the following: «a7-weml DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Ms. Griffin & Mr. McIntosh July 31, 2001 Page 6 In order to enhance the available safety sight lines at the new driveway location, topographic ground elevations, landscaping, signage (if any), etc. are suggested to be maintained such that adequate sight distances are available throughout the life of the project. The sight distance maintenance triangle area should extend 20 feet back into the site drive from the existing edge of the roadway along Route 114 (representing an exiting vehicle) and extend to the location of an approaching vehicle 550 feet in each direction. COMMENT NO. 13 Overall Comments on the Traffic Impact and Access Study VHB recommends that a registered professional engineer,licensed to practice transportation engineering in Massachusetts, certify the information and stamp the final traffic study. REPONSE The Final Traffic Impact and Access Study was stamped by Dermot Kelly, a registered Civil Engineer in the State of Massachusetts and a registered Professional Traffic Operations Engineer. COMMENT NO. 14 General Comments on the Site Plan Are truck restrictions being considered at this site? It appears on cursory review that a tractor-trailer truck (V,/B-50 design)cannot negotiate many of the turn radii in the site,specifically the site drive entrance. Furthermore, a smaller delivery truck(similar to a truck that would service the dumpster, located in the rear of the site)can marginally negotiate the site drive and other locations on the site. The proponent should provide an AUTO-Turn review of the site and, if needed,recommend restrictions to the types of large vehicles visiting the site. REPONSE An Auto-Turn analysis was applied to the site plan indicating that an SU-30 vehicle can easily access the site and circulate around to the rear of the site to service the dumpster. See the enclosed SU-30 Truck Circulation Plan. Although tractor trailer type vehicles are not anticipated to visit the site, an analysis of a WB-50 (tractor-trailer) indicates that a tractor trailer can access the site as shown on the enclosed WB-50 Tractor Trailer Access Plan. 457-Meml DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Ms. Griffin & Mr. McIntosh July 31, 2001 Page 7 COMMENT NO. 15 On the layout plan, it was noticed that the handicapped parking stalls are located across a drive aisle from the building. Are there opportunities to provide handicap parking adjacent or under the proposed building? REPONSE Space 101 is a Handicap Van space and cannot be located underneath the building due to height limitations. Parking underneath the building is 7'-6". Handicap Vans require 9'. Two handicap parking spaces can be moved to underneath the building and other improvements can be made with the following changes: 1. Move Handicap spaces 172 and 173 next to the elevator core underneath the building. 2. Move Handicap spaces 170 and 171 next to the building. 3. Move Handicap spaces 100 and 101 next to the relocated handicap spaces 170 and 171. 4. Convert the initial handicap spaces 100 and 101 to vehicle parking spaces. These changes do not change to total vehicle and handicap spaces and are shown on the Curb Cut Permit Plan reproduced in the appendix of this report. COMMENT NO. 16 Finally,there is some concern about the effect queuing at the main driveway and the effect it will have on the onsite circulation patterns. Particularly,we are concerned about the driveway located immediately to the east of the main entrance drive and the impact queued vehicles exiting the site may have on site circulation. Could this be signed as"enter only"? REPONSE The easterly access drive has been signed as an "enter only" drive as shown on the Curb Cut Permit as reproduced in the appendix of this report. This completes the proponent's response to the questions, comments and issues raised in the VHB Memo. Upon your review of this report, please do not hesitate to contact me 457-Meml Denno\J. Kelly Associates, Inc. ==' ~== ~� Traffic Engineering/Transportation Planning Ms. Griffin & Mr. McIntosh July 31. 2OO1 Page if you have any questions, comments and/or if you require any additional information. Sincerely, DJK ASSOCIATES, INC. [)ermOtJ. R8||y, PE, Pl-[)E President cc: PBterHingor8O}' Trust Construction Corp File 4s7-Mom1 DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning APPENDIX ® Memo from Vanasse Han en Brustlin, Inc. (VHB) dated July 20, 2001 ® Curb Cut Permit Plan (Alternative 11) ® Speed Data ® General Office Trip Rate Sensitivity Analysis ® SU-30 Truck Circulation Plan ® WB-50 Tractor Trailer Access Plan 457-Meml Dermot J. Kelly Associates, Inc. DJK Traffic Engineering/Transportation Planning Memo from Vanasse Han en Brustlin, Inc. (VHB) dated July 20, 2001 457-TIS2 FROM : TRUST CONST CORP PHONE NO. : 973 640 05331 Jul. 20 2001 02:56PM P7 JUL.z0.2001 a=23AM VHB NO.370 P.3„ °# 3) TRAMC REVEEW `lanasse Hangen Brustlin,Inc.(V )has petfortned a pees review of the Traffic Impact and .Access Study S)for the proposed develops ent of office space on Route 114 in Wortb Andover,NIA, Dermot J_Kelly Associates,Inc.prepared the TIAS. Our comments have been structured to correspond to the table of contents in the traffic study. In general,the study was perforined in a professional manner and conforms to industry standards for the preparation of a traffic impact assessment. Executive S This section of the report is satisfactory. Project Dmg1ino This section of the report is satisfactory. The proposed site drive is described as a`125-foot driveway in a 54-foot ogler-of-way." VHB recommends that the proponent investigate constructing one 16-foot receiving lane,and a separate Ieft-and right-mm lane(each 12 feet aide),for a total of 40 feet of right-of-way, Alte ties to the Proie� no-build and build conditions were analyzed to snake a baseline comparison for the project. Were alternative development scenarios considered for this site? If so,please provide a d ption. Given the need for zoning relief for this project clue to parking,an analysis of a"by- right"development on the project site might also be considered- The Rdsting Built Environment e cs rs section of the report is satidactory- Traffic T1 zsis Overall,this section of the report is satisfactory. However,the traffic volumes shown in Figure 2,and subsequently used in the traffic analysis,are based ou the average of the weekday counts, as opposed to the wcd.-day Egb volumes_ Vehicle S s A comparison of average and 85`s percentile speeds should be noted. Is the range of traffic speeds shown in Table 2 indicative of the full range of speeds observed or is this a sampling of The overall travel speeds observed. A minmary of the data collected in the field is not included in the Appendix for review. Fiature Tr2ffic Volume Conditions V4ckpround Traffic Growth The TIAS has accounted for throe specific developments near the property. The Town should review these developments to determine if this is a complete listing or if additional projects might be included in this sutnmary. 0 8�:\� ��'accc a7r�,Bcnp Stice Hdiditg i vices x�ait.d« FROM : TRUST CONST CORP PHONE NO. : 970- 640 0531 Jul. 20 2001 03:06PM P1 JUL.20.2001 8:29RM VHB NO.370 P.4 �Vehicle-Tn -neraf iorn G, The traffic generation section does not specify what IM land use code was used to estimate trips to and from the project site. 'Me report should note what land use code was used and provide technical justification as to the numbers of trips shown in the report- Given the office land use as described in the report,we feel that land use code 710(General Office Building)should be used to detm-raiat the overall traffic generation potential for The project. Ile information referenced in the report should be based on the ITE Trip Generation inanual(e Edition). Traffic Disp-&taig"Assig"ient The traffic distribution as described in the report(using observed traffic volumes)does not mutch the information presented on Figure.4. The Weekday Morning Peak Hour has 45 percent arriving from the south,yet the traffic volumes entering the site appear to be distributed with the majority of the traffic arriving from the southbound direction. f c Al This section of the report is satisfactory. Safe An—almns i SLoMft Sfght Distance While it appears from the information presented in Table 6 that adequate stopping sight distance is provided,the sight distance noted is+550 feet and the recommended AASHTO sight distance is 550 feet. The proponent should outline recoirm.endations aimed at improving sight distmee (as noted in footnote'Y in Table 6) and should investigate measures to further increase the SSD at the driveway location. ggeral Comments on the Trajjjs Impact and Access Study VHB recommends that a registered professional engineer,licensed to practice transportation engineering in Massachusetts,certify the information and stamp the final traffic study. Geneml Comments on the Site,Plan Are truck restrictions being considered at this site? IT appears on cursory review that a tractor- trailer truck(WB-50 design)cannot negotiate many of the turn radii in the site,specifically the site drive entrance. Furtbennore,a smaller delivery truck(similar to a truck that would service the dumpster,located in the sear of the site)can marginally negotiate the site drive and other locations on the site. The proponent should provide an AUTO-Tum review of the site and,if needed,tern restrictions to the types of large vehicles visiting the site. On the layout plan,it was noticed that the handicapped parking stalls are located across a drive aisle from the building. Are there opportunities to provide handicap parldrig adjacent or under the proposed building7 Finally,there is some concern about the effect queuing at the main driveway and the effect it will have on the on-site circulation patterns.Particularly,we are concerned about the driveway located immediately to the east of the main entrance drive,and the impact q!!Bued vehicles exiting the site may have on site circulation. Could this be signed as"enter only"? 3 DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Curb Cut Permit Plan (Alternative II) 457-TIS2 DJK Dermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Speed Data 457-TIS2 Dermot J. elly Associat�s,_Inc DJK Traffic Engineorno/TranoportatonPlanning Two Dundee Park, Suite 301 Andover, MA 01810-3725 Office: 978-474-1994 F@X�~S7G-474-1778 FL OA TING CAR SPEED S TUD Y Driver: ///7 Project No: Road Surface:. Date:- Weather: Time: Location: 'VeTown/Chy: Speed/Direction Speed/Direction Speed and Direction: 0. Speed and Direction: Speed and Direction: IT Speed and Direction: Speed and Direction: Speed and Direction: Average- Speed Limit Sign Location and CSemmeralNotes: xAoMFnrmmeI-uveeoomu um DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning General ®Mice Trip Rate Sensitivity Analysis 457-TIS2 Figure 4A: 2005 Build Peak Hour Traffic Volumes With General Office Building ITE Trip Rates WEEKDA Y MORNING PEAK HOUR 0 0 6 0 8 SITE 8 SITE DRIVE In Out 16 Total 135 LO M U-)Ul) F-- Lj Uj U) U.1 a. z (Y WEEKDAY EVENING PEAK HOUR 0 04 r- 'k r SITE 0,) -64 64 SITE DRIVE In 26 Out 128 Total 154 CIO V) LJ LLJ z tY Schematic DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning Copyright (9) 2001 By DJK. All rights reserved. 457NET4 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL General nor anon a nor a ron Msi—s— Intersection Route Site rive Andover, urls Ic Ion o Andover, DatePerformed na ysls Year ui ergo ea rojece : i e rive oRR79ouffi Street: RouFe n ersec Ion rlen a Ion: o - ou IStudy Perioa (hrs): e ace o u es an 'jus en slot treeto ounE1 Southbound Movement Volume ea - our Factor,— . Hourly Flow Rate, HFR 0 1148 13 13 1072 0 Percent Heavy 0 -- -- 0 -- -- Vehicles Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 1 1 0 Configuration TR L T Upstream Igna 'nor reet WestBoun-7— as oun ovemen L T R L T R Volume ea - our ac or, Hourly Flow Rate, HFR 64 0 64 0 0 0 Percenl Reavy 0 0 0 0 El 0 Vehicles Percent Grade (%) 0 0 Flared Approach Y N Storage 3 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR e ay, ueue Cengifi, ana levelof Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LR (vph) 13 128 C (m) (vph) 609 464 lc 0.02 0.32 95% queue length 0.07 1.38 Control Delay 11.0 18.0 LOS B C Approach Delay -- -- 18.0 pproach LOS -- -- C HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1 file://C:\WINDOWS\TEMP\u2k6164.TMP 7/24/01 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY eneral Information ite Information Analyst Route 1 e Drive Agency/Go. n over, W 3 u n sa is ion IVoTM Andover, MA a e e orme na ysis ear ui Analysis I ime Perio ea roiec as es ree : i e nve o outh Streef ou e n ersec ion rien a ion: o - ou u y Penoa (hrs): e fi is e o u es an ,us en s ator Srree o ound Southbound ovemen o ume ea - our ac or, . Hourly Flow Rate, HFR 0 1255 59 60 1060 0 Percent Heavy 0 0 Vehicles Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 1 1 0 Configuration TR L T ps ream Signal anon StIreetf Westboun Eastbounci ovemen L T R L T R Volume ea - our ac or, . 00 Hourly Flow Rate, HFR 8 0 8 0 0 0 ercent Heavy 0 0 0 0 0 0 Vehicles Percent Grade (%) 0 0 Flared Approach Y N Storage 3 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR e ay, ueua: lengifi, and [evel of Servace Approach NB SIB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LR (vph) 60 16 C (in) (vph) 533 336 lc 0.11 0.05 95% queue length 0.38 0.15 Control Delay 12.6 16.2 LOS B C Approach Delay -- -- 16.2 III Approach LOS -- -- C HCS2000T tM Copyright©2000 University of Florida,All Rights Reserved Version 4.1 file://C:\WINDOWS\TEMP\u2k41A5.TMP 7/24/01 DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning SU-30 Truck Circulation Plan 457-TIS2