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HomeMy WebLinkAboutTraffic Impact Study SPR 11-10-2009 1 Traffic Impact & Access Study Proposed Congregate Care Facility !, Route 11.4 (Turnpike Street) North Andover, Massachusetts i Proponent Elm Development Services LLC i Traffic Impact & Access Study Proposed Congregate Care Facility Route 114 (Turnpike Street) North Andover, Massachusetts Proponent Elm Development Services, LLC DJKDermot J. Kelly Associates, Inc, Traffic Engineoring/Transportation Planning 280 Main Street, Suite 204 North Reading, MA 01864-1300 Office: 978-664-2205 Fax: 978-664-2444 TRAFFIC IMPACT & ACCESS STUDY Proposed Congregate Care Facility Route 114 (Turnpike Street) North Andover, Massachusetts Proponent Elm Development Ser'.rices, LLC June 2001 Updated November 10, 2009 Prepared by Dermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning 280 Main street, Suite 204 North Reading, MA 01864-1300 978-664-2205 Fax: 978-664-2444 778-Rptlduc TABLE OF CONTENTS Page EXECUTIVE SUMMARY .................................................................................................. 1 PROJECTDESCRIPTION .........................................................................................._ I ALTERNATIVE STUDIES.............................................................................................. 1 STUDYAREA................................................................................................................2 EXISTING TRAFFIC VOLUME CONDITIONS ..............................................................2 FUTURE TRAFFIC VOLUME CONDITIONS ................................................................2 Background Traffic Growth...................................................... ...............................2 TripDistribution ..........................................................................................................3 TRAFFIC OPERATION ANALYSIS...............................................................................3 Route 114 at the Proposed Site Drive and Seven Hills Office Building.—..................3 Route 114 at Johnson Street......................................................................................3 MITIGATIONMEASURES.............................................................................................3 SUMMARY/CONCLUSIONS.........................................................................................4 THE EXISTING BUILT ENVIRONMENT ..........................................................................5 FIELDSURVEY.............................................................................................................5 GEOMETRICS...............................................................................................................5 Route 114 (Turnpike Street).......................................................................................5 TRAFFICVOLUMES.......................................................................I..............................6 ACCIDENTHISTORY ...................................................................................................7 VEHICLE SPEEDS........................................................................................................9 FUTURE TRAFFIC VOLUME CONDITIONS.................................................................. 10 INTRODUCTION ......................................................................................................... 10 VEHICLE-TRIP GENERATION 11 TRAFFIC DISTRIBUTION!ASSIGNMENT .................................................................. 12 TRAFFIC ANALYSIS ............................................................................................I.......... 13 TRAFFIC FLOW AND OPERATION CHARACTERISTICS......................................... 13 METHODOLOGY.......................................................................... ............................. 14 Levelof Service........................................................................................................ 14 Unsignalized Intersections ....................................................................................... 14 TRAFFIC ANALYSIS RESULTS ..........................................................I...................... 15 SAFETYANALYSIS ................:...................................................................................... 16 STOPPING SIGHT DISTANCE (SSD) ........................................................................ 16 APPENDIX...................................................................................................................... 18 770-Rptldoe Copyright 0 2009 by DJK- All rights reserved. 1 EXECUTIVE SUMMARY Dermot J. Kelly Associates, Inc. (DJK) has conducted a Traffic Impact and Access Study for a proposed Congregate Care Facility to be located adjacent to and southwest of Route 114 (Turnpike Street) opposite the Johnson Street intersection at the site of the former Boston Hill Skiing facility in North Andover, Massachusetts. 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 proponent, Elm Development Services, LLC presently is planning for the construction of an approximate 125-unit Congregate Care Facility. Current project planning calls for the proposed access to be located at a new driveway location along Route 114, which would be approximately 450 feet southwest of the Johnson Street intersection directly opposite an existing driveway serving the office of Seven Hills at North Andover. Route 114 is a state-owned and maintained highway adjacent to the project site. ALTERNATIVE STUDIES For the purposes of this report, the following alternatives were evaluated: • No-Build - The No-Build alternative was examined to establish the 2009 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. 778,RpMdao Copyright©2009 by WK. All rights reserved. • 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 125-unit Congregate Care Facility. STUDY AREA The Route 114 study area includes the unsignalized intersection of Route 114 and Johnson Street and the new Route 1141Site Drive intersection to be located southwest of the Johnson Street intersection. EXISTING TRAFFIC VOLUME CONDITIONS Analysis of the recent traffic counts indicates that weekday volumes are 24,645 vpd (vehicles per day) along Route 114 adjacent to the site during December 2008. During the two peak travel demand periods, which occurred between 7 and 9 AM and between 4 and 6 PM, 1,910 and 1,872 vph (vehicles per hour) were observed along Route 114 during the weekday morning and evening peak hours, respectively. FUTURE Trl"cAFFiC VOLUME CONDITIONS Background Traffic Growth To represent future 2014 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 three other development projects, Orchard Village, Merrimac Commons and a Commercial Building. Orchard Village consists of 32 condominiums; Merrimack Commons consists of 56 condominiums; and the Commercial Building includes 21,000 square feet (SF) of floor space. Additionally, the existing traffic volumes were increased by +1.0 percent per year up through 2014. Site-Generated Traffic Based on the Institute of Transportation Engineers (ITEM) trip generation rates, it is anticipated that the 125-unit Congregate Care Facility would generate an average of 268 . vehicle-trips per day (vpd). This daily volume would be split evenly with 134 vehicle-trips entering and 134 vehicle-trips exiting the site over the course of the entire 24-hour day. More importantly, during the weekday morning peak hour, the Congregate Care Facility would generate a total of 8 vehicle-trips per hour with 5 vehicle-trips entering and 3 vehicle-trips exiting the project site. Similarly, during the evening peak hour, it is anticipated that 21 vehicle-trips would be generated. The 21 vehicle-trips would consist of 12 vehicle-trips entering and 9 vehicle-trips exiting the development during the peak 60-minute period. The remaining vehicle-trips would occur over the course of the day. 2 77B-RpQ,dcc Copyright @ 2009 by DJK. Ail rights reserved. Y s Trip Distribution Trip-distribution patterns were developed specifically for this study and are summarized as follows: • Route 114 to/from the North 47% • Johnson Street tolfrom the North 5% • Route 114 to/from the South 48% TOTAL 100% TRAFFIC OPERATION ANALYSIS Unsignalized intersection capacity analysis was performed for the study area intersections. The capacity analysis is summarized below by location. Route 114 at„the Prop din Proposed Site ,Drive and Seven Hills Office Building Left turns entering the Proposed Site Drive would operate at LOS A/B (morning/evening peak hours) and the exiting movements from the Proposed Site Drive would operate at LOS D (morning and evening peak hours) under 2014 Build with development traffic volume conditions. Route 114 at Johnson Street The left-turn movement from Route 114 to Johnson Street operates at LOS A under existing conditions. Under 2014 No Build traffic volume conditions the left turn movement would operate at LOS B and will continue to operate at LOS B. independent of the proposed project. The Johnson Street approach currently operates at LOS E during the morning and evening peak hours. Under the 2014 No Build and Build traffic volume conditions, this movement would operate at LOS F independent of the proposed project. MITIGATION MEASURES The final phase of the analysis process is to identify the mitigation measures necessary to minimize the impact of the project on the transportation system. The proponent is committed to implement all mitigation measures listed below, assuming all permits and approvals are obtained to construct the proposed project as well as all necessary permits and approvals to implement such mitigation and the project proponent proceeds to construction of the proposed project. • It is suggested that access to and egress from the site be achieved by a driveway located approximately 425 feet (centerline to centerline) southwest of the Johnson Street intersection directly opposite an existing driveway serving the office for Seven Hills at North Andover. • The Proposed Site Drive is suggested to consist of a minimum 24-foot wide cross section with one 12-foot wide lane for entering traffic and one 12-foot wide lane for exiting traffic. The current proposed driveway exceeds this recommendation with a 3 778-Rptldoc Copyright 02009 by DJK. All rights reserved. proposed 28 foot wide cross section and a 12.5 foot exit lane and a 15.5 foot entrance lane. The driveway was designed to accommodate fire/emergency vehicles and a single unit 30 foot long truck (SU-30). Intersection corner radii are suggested to be 30-foot radius. • Fifteen to one deceleration and acceleration lanes are recommended for the proposed site drive with 12 foot offsets. • Egress movements from the Proposed Site Drive are suggested to be placed under Stop sign control with a painted stop line and a double yellow center line in the throat of the driveway. • Sufficient overhead street lighting should also be-considered at the new intersection as part of the proposed project. • Intersections advanced warning signs are suggested to be placed along Route 114 both north and south of the access/egress driveway. • To enhance the overall sight distance at the intersection of the proposed driveway with Route 114, it is recommended that roadside vegetation and topographic ground elevations adjacent to the access/egress driveway and across the project parcel frontage should be maintained such that sufficient safety sight lines are provided in both directions throughout the life of the project. This triangular area across the project parcel frontage should extend 20 feet back from the existing edge of the roadway (representing an existing vehicle) and extend 495 feet along Route 114 representing an approaching vehicle. It should be noted that the 20-foot distance into the Site Drive exceeds the normal position of a driver's eye, which is generally 8 feet or less from the front of the vehicle. Furthermore, the 495 feet along Route 114 represent adequate sight distance for a speed of 55 mph, which is approximately 5 to 6 mph above the 85th percentile observed speed and 10 mph above-the official posted speed limit of 45 mph. • It is suggested that the existing solid yellow taper line pavement marking in center dual-use left-turn lane be removed and replaced with standard left-turn arrows to be located north and south of the Proposed Site Drive/Seven Hill Drive in the center lane. These pavement markings should be supplemented with"Begin Center_ Left Only" plus graphic left-turn arrows sign, MUTCD sign R3-9F. SUMMARY/CONCLUSIONS Based on the traffic analysis presented in this study, there is sufficient capacity at the proposed intersection to accommodate the proposed development project. The overall traffic-related impacts will not create any adverse impacts on traffic operations that would require any additional roadway improvements at the Proposed Site Drive. With the mitigation recommended in this report, there is more than adequate sight distance along Route 114 for the Proposed Site Drive. 4 778•RptMor Copyright©2009 by DJK. All tights taserved. f r THE EXISTING BUILT ENVIRONMENT FIELD SURVEY A comprehensive field inventory of the adjacent roadway system was conducted during February 1999, April/May 2001, and again during December 2008. The field inventory included collection of existing roadway geornetrics, 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 and substantiated by actual manual turning movement counts. Safety inventories included vehicle speed observations and a detailed evaluation of the safety sight lines at the site driveway located along Route 114 southwest of the Johnson Street intersection. GEOMETRICS Route 114 (Turnpike Street Route 114 in the immediate vicinity of the site is generally a three-lane roadway consisting of one through lane for each direction of travel with a dual use center left-turn lane. 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 or edge raveling noted during the field inventory period. Route 114 passes the Site Drive over a relatively level and tangent alignment. Vehicular movements along Route 114 immediately adjacent to the site are uncontrolled with intersecting side streets and driveways generally under stop control. To the north of 5 778-Rplldoo Copyright®2QG9 by WK. All rights reserved, the site, Route 114 is controlled by a traffic signal located at the Willow Street/Mill Street intersection. To the south of the site, the closest traffic signal is located in Middleton. The posted speed limit is 45 mph, TRAFFIC VOLUMES Existing traffic volumes were recorded mechanically by an Automatic Traffic Recorder (ATR) along Route 114 over a 24-hour period, during Thursday, December 18, 2009, These traffic volumes were reviewed to determine the daily and peak-hour traffic volumes along Route 114 adjacent to the site. Table 1 summarizes the 2008 and 2001 traffic-volume data collected along Route 114 adjacent to the site, Analysis of the recent traffic counts indicates that weekday volumes were observed at 24,645 vpd (vehicles per day) along Route 114 adjacent to the site during December 2008. During the two peak travel demand periods, which occurred between 7 and 9 AM and between 4 and.6 PM, 1,910 and 1,872 vph (vehicles per hour) were observed along Route 114 during the weekday morning and evening peak hours, respectively, Manual Turning Movement Counts (TMC) were conducted at the Route 114/Johnson Street intersection. Figure 1 graphically presents the results of the traffic volume inventory for the weekday morning and evening peak hours, The 2008 traffic volume data is reproduced in the appendix of this report. 6 778-RptIcloo Copyright @ 2009 by DJK. All rights reserved. 1 3 TABLE 1 EXISTING TRAFFIC VOLUME SUMMARY Location/ Daily Traffic Peak-Hour Traffic Time Period 24 hour v d a Peak Hour Volume v h b Route 114 South of Johnson Street Thursday 25,636 7:15-8:15 AM .2,291 April 26,2001 5:00-6:00 PM 2,210 Friday 26,172 7:15-8:15 AM 2,185 April 27, 2001 4:45-5,45 PM 2,238 Monday 24,158. 7:30-8:30 AM 2,268 April 30,2001 4:45-5:45 PM 2,229 Tuesday 25,225 7:00-8:00 AM 2,254 May 1,2001 4:45-5:45 PM 2,192 Wednesday 25,709 7:15-8:15 AM 2,271 May 2,2001 4:45-5:45 PM 2,270 Average Weekday 25,380 Morning Peak Hour 2,254 Evening Peak Hour 2,228 Thursday 24,645 7:15-8:15 AM 1,910 December 18, 2008 4:30-5:30 PM 1,872 Johnson Street North of Route 114 Thursday 3,129 8:00-9:00 AM 283 December 18,2008 5:00-6:00 PM 406 Vehicles per day, hVehicles per hour. ACCIDENT HISTORY To identify accident trends in the study area, accident data was reviewed for the most recent three-year period of available' data for the study area intersection, Route 114/Johnson Street in North Andover, MA. The data was obtained from the files of the Massachusetts Highway Department (MassHighway) for the years 2004 through 2006, which is the latest available data compiled by MassHighway. The actual accident records are enclosed in the Appendix of this report. A summary of the accident data is provided below in Table 2 As shown in Table 2, nine accidents were reported over the three-year study period. Seven of the nine reported accidents involved property damage only with the remaining two accidents involving personal injury. Four accidents were angle type accidents, two r 778-Rpt3.dac Copyright©2009 by DJK. All rights reserved. Figure 1: 2009 Existing Peak Hour Traffic Volumes Weekday Morning Peak Hour 16 5 10 J11 � 40 �LO / 14 00 r H 3 O �O � � v CO z L Neg. f—Neg, r Neg. - f Seven Hills r` o, rn m z Weekday Evening Peak Hour 5 yflo c nor CO;: Lb�ti r7 N = E �m Q) 3 E �o RF O� v ro z Nag. �--Neg, Neg. 1 � Seven Hills � rn rn °' z Schematic Neg. = Negligible 9 DJKDermot J. Kelly Associates, Inc. Traffic Engineering/Transportation Planning 77&-Noq rear-end accidents, two single vehicle accidents and one accident was a head-on accident. Two accidents occurred under adverse roadway conditions with the remaining seven accidents occurring under dry roadway conditions. Only one accident occurred during the 7-9 AM and 4-6 PM peak hour time periods. The number of accidents reported over each year ranged from two accidents in 2004 to four accidents in 2005 with three accidents reported in 2006. The accident crash rate for one million -vehicles entering (MEV) entering the intersection per year was 0.30 accidents/MEV/year, which is below the District 4 average rate of 0.88 accidentslMEVlyear, TABLE 2 INTERSECTION ACCIDENT SUMMARY 2004 THROUGH 2O06 Route 114 at Johnson Street Accident Severity Property Damage 7 Personal Injury 2 Fatalit 0 Total g Accident Type Angle 4 Rear-End 2 Single Vehicle 2 Head-On I Total 9. Road Conditions Snowy/Wet/Icy 2 Dry 7 Total g Time of Accident 7-9 AM 0 4-6 PM 1 Other g Total `g Year of Accident 2004 2 2005 ,4 2006 3 Total g Average Number of Accidents/Year 3.00 Accident Crash Rate (MEVb) 0.30 MHD District 4 2005 Average Accident Rates 0.88 'Source: Massachusetts Highway Department. eMEV=Million Entering Vehicles. B ' 776-Rpl3.doc Copyright©2009 by DJK. All rights reserved. VEHICLE SPEEDS Speed measurements were taken by a standard traffic engineering procedure called the "floating car method." Vehicle speeds were measured by means of an observation car traveling through the study area at a speed consistent with the flow of traffic on the roadway. A limited number of these observations were made over-the field inventory period along Route 114 adjacent to the Proposed Site Driveway. The limited numbers of speed observations were obtained to gain a meaningful value of an average and typical vehicle traveling through the area. The results of the speed measurements are summarized in Table 3. As shown, the average speed varied along Route 114 with speeds recorded in the range of 45 to 55 mph in both the northbound and southbound directions. The posted speed limit is 45 mph. TABLE 3 OBSERVED VEHICLE SUMMARY Location/ Posted Observed Direction of Travel Speed Limit(mph)' Travel Speed(mph) Route 114 adjacent to the Proposed Project Site Drive: Northbound 45 45 to 55 Southbound 45 45 to 55 amph=miles per hour. Spot speeds were also recorded by an automatic traffic recorder (ATR) placed along Route 114 over a 24-hour period. The results of the speed measurements are summarized in Table 4. As shown, the mean speed along Route 114 was observed at 43 mph northbound and 44 mph southbound:... The 85th percentile speed was observed at 49 mph northbound and 50 mph southbound. The pace speed was 40-49 mph for both the northbound and southbound directions of traffic flow. The actual vehicle speed data is reproduced in the appendix of this report. TABLE 4 SPOT SPEED OBSERVATION SUMMARY Posted. ... . .. Mean asth Total Location[ Speed 50th Percentile 10 mph Number Direction Limit Percentile Speed Pace of of Travel (mph)e Speed (mph) (mph) Speed Observations Route 114 adjacent to the Proposed Site Drive: Northbound Thursday, 12/18/08 45 43 49 40-49 12,608 Southbound Thursday, 12/18/08 45 44 50 40-49 12,037 mph=miies per hour. 9 778-Rpt3.doc Copyright 0 2009 by DJK. All rights reserved. i FUTURE TRAFFIC VOLUME CONDITIONS INTRODUCTION This section of the report determines the future traffic volume levels along the study area roadways and intersections. 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 2014, at which time the proposed development is expected to be completed and fully occupied. Traffic volumes on the roadway network at that time will include all existing traffic, background traffic growth, and the site- generated traffic volumes. BACKGROUND TRAFFIC GROWTH Traffic growth on area roadways is a function of the expected land development in the immediate area as well as the surrounding region. Several methods can be used to estimate this growth. A procedure frequently employed is to identify the location and type of new developments planned to occur during the designated planning horizon, estimate the traffic to be generated and assign it to the area roadway network. This method usually produces a realistic estimate of growth for local traffic. The Planning Office of North Andover was consulted during the preparation of this study to identify existing and projected development projects anticipated to occur by 2014. Based on this information and other background information, the existing traffic volumes were increased to account for three other development projects, Orchard Village, Merrimac Commons and a Commercial Building, Orchard Village consists of 32 condominiums; Merrimack Commons consists of 56 condominiums; and the Commercial Building includes 21,000 square feet (SF) of floor space. Additionally, the existing traffic volumes were increased by 1% per year to account for background traffic growth up through 2014 No Build traffic volume conditions. Figure 2 graphically presents the No Build traffic volume conditions for the weekday morning and evening peals hours. 10 778-RptIdoc Copyright Q 2009 by DJK. All rights reserved, Figure,2: 2014 No Build Peak Flour Traffic Volumes Weekday Morning Peak Hour y o° c� �Dr h LO Nt T E on :2 rn � F D p1 � o v N v+ CO Z L Neg. F -Neg. + Neg. SITE — — t Seven Hills CO c» mz Weekday Evening Peak Hour .. max.. i� 5� oc �y Apr a 001ro i 4 t � � a r E E a w � o rn z k—Neg. 4 Neg. F—Neg. SITE -- Seven Hills t � CO m N oZ Schematic Neg. Negligibie DJKDermot J.Kelly Associates, Inc. Tragic EngineeringFransportat€on Planning ... ..... ... . .. 776-NeN VEHICLE-TRIP GENERATION Traffic volumes generated by Congregate Care Facilities normally follow well- established patterns with respect to magnitude and temporal distribution. Measurements of several Congregate Care Facilities have been published by the Institute of Transportation Engineers (ITE), which have been standardized for analysis purposes. Accordingly, the ITE Trip Generation Manual was researched with the appropriate vehicle-trip generation characteristics applied to the proposed project. Based on the Institute, of Trangp6irtatiq.n Engineers (i�E) trip ge6era4lon te ras, it is anticipated that the 125-unit Congregate Care Facility would generate an average of 268 vehicle-trips per day (vpd). This daily volume would be split evenly with 134 vehicle-trips entering and 134 vehicle-trips exiting the site over the course of the entire 24-hour day. More importantly, during the weekday morning peak hour, the Congregate Care Facility development project would generate a total of 8 vehicle-trips per hour with 5 vehicle-trips entering and 3 vehicle-trips exiting the project site. Similarly, during the evening peak hour, it is anticipated that 21 vehicle-trips would be generated. The 21 vehicle-trips would consist of 12 vehicle-trips entering and 9 vehicle-trips exiting the development during the peak 69-minute period. The remaining vehicle-trips would occur over the course of the day. Table 5 summarizes the peak-hour and daily project-generated traffic volumes for the proposed 125-unit Congregate Care Facility. TABLE 5 VEHICLE-TRIP GENERATION SUMMARY Time Period/ 125-Unit Direction of Travel Congregate Care Facility" Weekday Morning Peak Hour: Entering (vph)b 5 Exiting (vph) 3 Total (vph) g Weekday Evening Peak Hour: Entering (vph) 12 Exiting (vph) g Total (vph) 21 Weekday Daily Traffic: Entering (vpd)' 134 Exiting (vpd) 134 Total (vpd) 268 aSource:Institute of Transportation Engineers(ITE)Land Use Code 253 Congregate Care facility,Washington,DC, 8'''Edition,2008• 'vph=vehicle-trips per hour. �vpd=vehicle-trips per day. 19 776-Rptlduc Copyright 02009 by DJK. RII rights reserved. TRAFFIC DISTRIBUTION/ASSIGNMENT Directional distribution of generated trips to and from the proposed development is expected to follow existing traffic patterns which, in turn, are a function of population densities, shopping opportunities, areas of employment and recreational activities. Accordingly, the directional split of the new trips originating from, or destined to, the development was based on existing traffic patterns as observed for this study. Table 6 summarizes the actual traffic volume assignment for Route 114 to and from the north and south. The site-generated traffic volumes were superimposed onto the 2014 No Build traffic volume networks creating the 2014 Build traffic volume networks. Figure 3 graphically presents the 2014 Build weekday morning and evening peak-hour traffic volume networks. TABLE 6 PROJECT-GENERATED VEHICLE-TRIP ASSIGNMENT To/From To/From To/From Site North North via South Driveway via Johnson via Time Period/ Total Route 114 Street Route 114 Direction of Travel 100% (47%) (5%) (48%) Weekday!Morning Peak Hour. Entering (vph)' 5 2 0 3 Exiting (vph) 3 1 0 2 .. Total (vph) 8 3 0 5 Weekday Evening Peak Hour: Entering (vph) 12 5 1 6 Exiting (vph) 9 4 0 5 Total (vph) 21 9 1 11 Weekday Daily Traffic; Entering (vpd)e 134 63 7 64 Exiting(vpd) 134 63 7 64 Total (vpd) 268 126 14 128 6vph=vehicle-trips per hour. vpd=vehicle-trips per day. 12 778-RptIdac Copyright P 2009 by DJK. All rights reserved. 5 Figure 3: 2014 Build Peak Flour Traffic Volumes Weekday Morning Peak Hour �ti I P� �h 'd Y v� E C I— O r-i CD E O Q7 � O I (n N 00 z Neg. SITE 41 F Neg. In 5 ` Neg' Out, 3 t 8 1(1)� '� r+ Seven Hills Neg. 2(2) Weekday Evening Peak Hour �tv 5 b� oy �r u �6 1L1 0 1 � OD E tY o in Co m �rnz LNeg. SITE � 1 r Neg. In 12 g aot I 21 ut 9 4(4) r► Seven Hills Neg.--► 5(5) c�r`o Legend: xx Total Vehicle Trips (xx) Site Generated Trips Only Schematic Neg. = Negligible DJKDermot J.Kelly Assoclates,Inc. Traffic Engineeringrrransportation Planning Courrinhl A 2009 By DJK.MI ifohfs rosmad. � 77A"NoN TRAFFIC ANALYSIS Previous sections of this report have summarized existing traffic patterns, future peak- hour traffic-volume levels, expected traffic generation, and expected trip distribution and assignment for the proposed development project under weekday morning and evening peak-hour traffic-volume conditions. The next step in the study is to determine the impact the proposed development project will have on the adjacent roadway system. The analysis assumes no roadway improvements in the study area except for the construction of the proposed access driveway located along Route 114. 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. The traffic-volume data collected during December 2008 were summarized to produce a composite picture of the existing peak-hour traffic-volume conditions. To present future 2014 No-Build traffic-volume conditions, the traffic volumes along Route 114 were increased to account for background traffic growth. Accordingly, the existing traffic volumes were increased to account for three other development projects plus an additional +1.0 percent per year up through 2014, The Build, with-development, traffic volumes include the existing peak-hour traffic volumes, plus background traffic growth, plus the site-generated peak-hour traffic volumes. 13 778-RptIdoc Copyright a 2009 by DJK. All rights reserved. METHODOLOGY Level of Service The primary result of capacity analysis is the assignment of level of service to traffic facilities under various traffic-flow conditions.1 The concept of level of service is defined as a qualitative measure describing operational conditions within a traffic stream and their perception by motorists and/or passengers. A level-of-service definition provides an index to quality of traffic flow in terms of average delay. Six levels of service are defined for each type of facility. They are given letter designations from A to F, with level-of-service (LOS) A representing the best operating conditions and LOS F the worst. Since the level of service of a traffic facility is a function of the traffic flow placed upon it, such a facility would operate at a wide range of levels of service, depending on the time of day, day of week, or period of year. Unsi nalized Intersections The levels of service for unsignalized intersections are determined by application of a procedure described in the HCM 2000 Highway Capacity Manuai.2 The procedure accounts for lane configuration on both the minor and major approaches, conflicting traffic stream volumes, and type of intersection control (STOP versus YIELD). First, theoretical maximum or capacity flow of vehicles for each minor approach lane and movement is calculated. The capacities are then compared to the demand at the respective minor approaches and movement. The delay is then calculated based on accepted gap time and move-up time. Table 7 summarizes the relationship between level of service and expected delay to minor street traffic movement, TABLE 7 LEVEL-OF-SERVICE CRITERIA FOR UNSIGNALIZED INTERSECTIONS" Level Average of Control Delay Service (SecondsNehicle) A 0 - 10 B >10- 15 C >15-25 D >25- 35 E >35- 50 F >5p "Source: Highway Capacity Manual,(HCM 2000):Transportation Research Hoard,Washington,CC,2000, 1!-Highway Capacity Manual,(HCM 2000):Transportation Research Board,Washington,DC,2000. 2Highway Capacity Manual, (HCM 2000):Transportation Research Board,Washington, DC,2000. 14 778-RplIdoc Copyright©2009 by DJK. All rights reserved. TRAFFIC ANALYSIS RESULTS Capacity analyses have✓ been conducted at the study area intersections. Results of these analyses are summarized below by intersection in Table 8, TABLE 8 SIGNALIZED INTERSECTION LEVEL-OF-SERVICE ANALYSIS& 2009 Existing 2014 No-Build 2014 Build Location/Peak Hour LOSb ACD' LOS ACC LOS ACD Route 114 at the Proposed Site Drive and Seven Hills Drive, Northbound Lett-Turns Entering Weekday Morning - -- - -- A 9.7 Weekday Evening - --- -- B 10.2 Southbound Left Turns Entering Weekday Morning - --- -- 8 10.1 Weekday Evening - --- --- B 10.4 All Movements Westbound Left-&Right-Turns Exiting Weekday Morning - ---. - D -27:8 Weekday Evening -- - D 31.3 All Movements Eastbound Weekday Morning - --- - -- D 22.4 Weekday Evening - -- - --- D 31.8 Route 414 at Johnson Street: Southbound(Route 114) Leff-turns onto Johnson Street Weekday Morning A 9.8 B 10.1 B 10"I Weekday Evening A 10.0 B 10.5 8 10.5 Westbound(Johnson Street) Left-&Right-Turn Movements; Weekday Morning E 45.8 F 65.8 F 66.9 Weekday Evening E 38.3 F 58.3 F 60.0 aThe Critical Gap for all side street movements were reduced by 1.0 second to reflect the observed gap acceptance by many New England engineers based on the publication titled,"Field Validation of MOE's for Unsignalized Intersection Analysis." bLevel of service. °Average Control Delay(seconds/vehicle). 75 778-Rptldoc Copyright©2009 by DJK. M rights reserved. ` ' I SAFETY ANALYSIS In the vicinity of the proposed project site, Route 114 approaches the site from the northwest and southeast over a relative level/tangent section. Detailed Stopping Sight Distance (SSD) measurements were conducted with respect to the Route 114 approaches to the proposed intersection to identify any potential mitigation measures, which would enhance the available SSD, STOPPING SIGHT DISTANCE SSD Approaching SSD is the distance required for an approaching vehicle to perceive and react accordingly to an exiting vehicle. The values are based upon a perception and reaction time of 2.5 seconds and a braking distance calculated for wet level pavement. When the roadway is either on an upgrade or downgrade, grade correction factors may be applied. Table 9 compares the measured SSD with the minimum SSD requirements for both the observed vehicle speeds as well as the posted speed limit along Route 114 in the vicinity of the site. As can be seen in Table 9, the available SSD exceeds the minimum SSD requirements for the official speed limit of 45 mph as well as the observed speeds of up to 50 mph. 16 776-RptUoc Copyright 0 2009 by DJK. All rights reserved. TABLE 9 SUMMARY OF STOPPING SIGHT DISTANCE ANALYSIS Observed Posted 85th Minimum Speed Percentile Measured SSD (feet) Requirements Location! Limit Speed SSDb for Design Speedo Direction of Travel (mph)" (mph) feet 45 mph) 50 m h Route 114 at the Proposed Site Drive: North of the Site Drive Vehicle A Exiting Looking North 45 49 SIB +495 360 425 Vehicle B Approaching Looking South 45 49 SIB +495 360 425 South of the Pro used Site Drive Vehicle A Exiting Looking South 45 50 NB +495 360 425 Vehicle B Approaching Looking North 45 50 NE3 +495 360 425 8Miles per hour. bSSD measurements occurred on March 20 and April 10, 2001 and again on January 8, 2009 and assumes recommendations contained in this report are implemented. CSource: A Policy on Geometric Design of Highways and Streets, American Association of State Highway and Transportation.Officials(AASHTO)5t' Edition,2004. ' 97 778-Rp€Idoc Copyright C 20014 by DJK. All rights reserved. APPENDIX • TRAFFIC VOLUME, SPEED and ACCIDENT DATA • CAPACITY ANALYSIS 48 778-RpMdoc Copyright 0 2009 by DJK. All rights reserved. TRAFFIC VOLUME, SPEED AND ACCIDENT DATA 778-Rpt3.doc Copyright Q 2009 by DJK. All rights reserved. G� PRECISION DATA INDUSTRIES., LLC OfficWSM461.3999 FUK'508,545.1234 Email,,datarequests pr illc.cnrrt PRECISION p A I A � '� GoOea'.pulajCdfd INOVSTRIE$LLC x T, `y k S � Yz �- 'N ' 71 f h.} M Y 5 z Y � Customer: Engineer: Project#: date, PDI File#: City,State., . DJK fissoeiales D, Kelly 778 Wed 12/17 thru Thurs 12/18/08 81786 14:Andover, MA 26151 2/10109 CaS G� PRECl$IO 1 IP}DUST} Vge Name : 81 786.A RAV I'Lirnpik Street (RUM CC Roc ,i r4n r,t o« si1e'C,cac�t, ,77 - -Olfi{e'dCh481:3J:7 FuS£rB,;gS.t73d' t p C it),t Statc< Nt;ard)Aridover, lYil� Ensa,i�ei rrpu�.ss�tittil:.com SCFtI't I `f' -:.�7/:17!2)(108 C Elent;..DI K/D. Kelly Pa ge No : I - _- Gloups Protect,Ciir t{atrVy ueiir�kes, - Jahn�an Sirke[ Turnpike Sued[Nutc(e 1141 € TtlhipiJr Street{ttcuta i t4j �� __ _._ ptptat htsat117 _ �_ frorrr Ca�1 _ S Ftont Wesf i f{r 1ii I �Lch+ i 1}7 t)7t1r1,1i _ 1, ?j Edi 1G5: 15$ {a. . w,3o tks 35 203 3�11: 1 # �u n� ' >; tr8:i{�t11i: e� 1 a� zer �- a.. {}a.i[).l711 19 t3. '181 147. I r 18 t 1 _.._..__ gym_ lfit 2 I 6.7, .I �icltit"Ir inl 1ft" 1-48 .'Ck [ _ 47() - C rrr "W t5 179 111 - _1°14G t3 i5 T _.N 4JsrCttsi 652 _ 9tC4-f r)32 {)[i } 85 7 Elroy) 1'sliirlr. , — nr:['1i,tt} i 37�7' SA Johttt;dn Sisal Tuisi alke fittest [3Qiite 114 — 1 ( } W- } Turnpike 6itepetoule 1 to �:,. Ftrrtii t€crrih i-rtinsasf. Rem ast Rt .1 Tits p'trriot� ` J1Lfi1 f..,,..:_ Tltru rl -App-'aata{!.��rhF i._ :�e_> ? ,".-q iri_tn��k Peek Huuf Anatysrs Frottt b :�tl nit A9;A5 Ah1 ,Peak 3 ts£1W _ h+.nk'1�Eosit ttrt F'tE�E�C"(rat��i'srcriaft.11t•�,ir�sir fk'1,�{1 eC11 ._ 17. 20.1 220; 214 . 1 215 A72 07:4.50f. .2 : 3 25 182. 1R9I: 162, 1 183.1 1'17... 1 3F 11 �G 2R - 156. 445 _ 462 I Tc�[as VealsEma 18 114 1y iy P1 91 T 77 5 73.0 - 77tt, �Pla A a i 'i ntitl 1!ft 88 - _� 7 9 921 G2 _ t3[_4 €37h C�#3 9.0 .899 9 37 t375 i�i9 t)41 . Scents r_._.__ 1t€_ 1.11 121 i 7Q r 7(y.:u� 5 4—G 1—W 7(ltt• - � 4 7(ll.r 1f,71, Cnrs fi{r>7 `i?! r11.k 37? +31.6.. cya 1 +1G''t3 }tirl) q6.4-i 94 1.. !•[tx�}lfct�itlt" 5. ;.; to � Ci9. )1 ��: 1 f 1frrFy �'rluilt; �i.3 w.t; fi?.�- 2lt' kt.2 2G,� ttJr: a �S}ai 27151 2110109 Nt1lnc�sl:5ttet <A. T A r j Yl, 1`uxs lri �Strut (I nt,t t1rii ate,. N tlaastirerUtt-i;:?-lMpkd;8lolz1.�i aai 2 Si Cc 779� h � -VI " �1[et7.f" U J k f U ICa>1}�. Ciii t l l,iTt'.. WI-7./200t'. P,tA!e No QrnuPn€ij.R f urs j�le tt4� �TurPpfka:Slr�ai�fR�uts.�tb•�T Aj fiid€t T€mzi Frrtt hFutlte �ltlpfti r' E elf Fran€ u�f _. Frain NJesr 47.t7tf r iMf�ijj►'lrt€fF 4 1ht!€ Cti 1 5.19 47N r1t! :. . 1{T a srh: 149 _ 37:45 iL�� 17 1t}if." I7t . fiFily 7. N �,.,. S1tIi45 rh1( t. t :. 1 7 ce, i Tot�f 4q9 7fi7� �(i I h r 1 1xc1y"4s_ .,.. f 5 17t2 1 i. �t•G I...0 . 91 Tumpike,SEnaef _ Aom M1fas�frigtnnsf... Tumpl5uoel r<oule i t�} 5la(to( 1 €meA' gfat_R fit' Fran Vast Peak f iota }Yb1s ' 7 Mi kR� pa4 f taT f .. _ � ,: T7t .,._ P n1ef# �hn1 6'. t i.it.7 af?P 1o1a1 -int Tnt ( Peaf.Id su kt i I trfFrr 1letntti f[ni€_;�is ctlS nt,i 30 fLX- U7 g6 iti33 t17 AM 24' 'I' 1ti9 (), (7G t?J,: ttii(11 r1t43 ? 33 1� , ti 17# 374 v., —. Intnl Lfrrlt�cttr 1q 113 _ !T 3;13"�'. ;I.+Jt1-. .. .3 7{)t1.. I. `17 r 4 t`}� 1G71. ._--�—••—.^-., �._-�1?I`Il�,.1—.. G"5��:�� lils4 (rrv1E, ..�_f)3.5 �' '31� R�7 � l t>ii? —.- _ _�_•. 28161 2/10/09 }"il �r tca :fi1786 A fl1 i'Iikz>n i(� Sty €�C taut lje{ aaa t.: �i; �ot�n� $4eCAAe _.778 : ©fhcr:�fi$A&1�5�.�a�StiFuSgy{�3�•,. Grp,St.tcc h�c'rkli rr3cloY=sir., ltA. tk z�� e 92/ It7f)S Cn't /D. ; Ilt� tyiie'Nra .. rBir�ele lofrnsaq s�fnet 7umr pi6 Dote tt4) umgiko,&trdai t2ut Si s} 3 Ebni IVt2ttEs � Ffurtt t ast FCgni Msf _ 07d5 rti! Of fr cit3 Dt.}�, 162 td�•�f!� 1f `t�lit,sf $tree!°. :furndtker slrisnlu e{—}iq�`:. Iumpe�u[r��E(Routo t t i " �f t[�ntih tfam asi Fr :West Skit tififg #iTq 11 67 Pit Ta ai h6 w T iU :. AOP otxi hru.Y.: Let , c+faT inLYnsa1 �o e a a , ]t - lttrrr C{ l ttr{ �rtlh :kt fEtr, r:.1Y�93U AAA:' 7t 7 2G y Aiag f `nt � > f�,�a i7 5 8 N 97 Z: fi fi 'lJf f2............ —— _ _ :".7 _ w, 7 .'112 Ci94 �riQ 72 ,'7(M GUI 5d0 29151 2/10/09 r � ' ra �r jc1t4n4f1n.4tit:ctPRECISI D AA frdUllf.Tt{ISS.t.tC 1�i1fF l�`r1�if : 81786 r� [ /�1�..'1trrtt ikc t'ctjt (itcl>ltc. 11 ) rl,rfa 101Rr:lhnMA01'tl0 -yt� { qtll3a�a�,t-faa-iPh.54$123C ,�€rtf��.,c,rc t: �`fr7 (-�ff tare: Norub;t�11Uf1Vre[$ 1�`A @<asi,d,tla�z�l�;ae4-rfu1€Urrarst Clielir DJK/D, Kelly 4tui Rat-- , 11j17/2008 Poge Ncr Johnson bfret€` sups Ptnnte�P>?�is anll giaycles Ttrfnpihe Sffeel{Routc 111} Turn € l tom Nodh T r p ki Sliu�l(I�tYufe 11Aj 81ati 14ria:,. l2€g�l ' Lfl1) fl I €f€fl f�fTl C fif r.. FEdS i Tllrll i FfPFT1 L t . . 2Cf5 ir7:Eit3.it fl rj a, :. _Il lift 1a11, m:l,`i Alt I f) U if i tl. r} t:Y' tr t3t:3f7AM (t tY tt Er tii r tf it fl tr: (€ iY it ft 044:00AN if if tl It t18:;�f)AM{ k tt rf lit if ,fi {r i {€ to (r }li.t5a1\I,j fl 0 (t_ (k 3 rl. 1 f -_ {(.L.. if If` ' ;f: - i r!f - ft 0 tl it !r €t j dahn,t7n 8trt3Lt l atm{Ike s[rewt(Route 114) !— fralst N4tth frlitl♦dsl T a ,._. i �FS� r2aute } ! 1 - - FP- — f 1 t.4 Start 13tnt tit 141€ L01 �ati9 .4 Tnta1, lt€ hr._ lluu Pads s rn +tc "t boat R _ p t - From 4 P�� Nuur Anu3Y�r�-Fran:f37 Qhi t4tJt3'45`Aht Pi�'tC-1 of 1. Tot&1 1 ._ irru L III f7eds �Pu Tatul g, Inr Turai Tvilk Flout'Im 1 iitr€"e 111tol6? tirnl kgjiw,of ft':M Am Mot i1.m.1 0 El €I ff fi fY fl tr f tt fi is tI If 07,1n i1:1f 07`�w m. fi it Il It ' tr f€ f _U_' p 7.45 AM9�i fr tr'; rk .f.!--- lr f �. rl .. {1 rol.il V --___ €) 'f! It fr. E 4Y f1 fY ._. Ft... rl.1., If - €r . i iotit# !) d4 t! t€ tl rr ! t1 .._ {F trier"I fi fl ,t}fl(f ilO{l tKift 000` Hilt,€ 1!(i1 f3t'ICi - Ei If E. - fiCxt rltltl tl[)tt {if4(; Ei1(3 ,trof a�30151 2/10109 N 1. .y()Iifi4cm Strcct t3US�Eft1 s,tAc 'ilc \:trnc=. 81786.A 1,1��1=`['urtiliilte 4rrrct 1�lAndover,t(l outc I H) r�rr;iRO.NW1;18;1A.MA'1a�'i�s� Site:�yr.��le. :.'7 8 C. ! itj'�State: North Andover, MA �RSMLddtorr7�sir'E,sciEti,.com Start D.tty .; 12/ 17/20 8 Client" l��lti/i�. 15ci11t i'to No 1 r. Jpharsan Streel Turnpike_ Sitedt€tivu[®i t � Tuncplke S4re�t(Riscrf?_ if€j r_ Cront Plariii Ft am East test_ ( t�g1t3 i`n1t 1 A o.Iota Rlpf Ytiru_ �!PP tot E ihnr _�eH 3 �pn�#,�iour hnalYs€s frrirsc D7�aQ A1;r3 to 0��1�RPh-Peak t uF f_, � _ ..— l�e t!.1'icitn'Int l.c:jtiii lrtler.G•crirytvBI-gi is-w 07,10 il_,lf 071,30 2 35 :371 7 �Ci1 221t 2)lA 1 21,; €72 t17A h M f 2 . 2 25 7 192 IX9 _iR2! 184€ .317 1 lt}1 f1()/Lht'. [; 3t? 3f 20 ttfa l h rill; — 5 (j i t c 2R7 2fifi 1?T 1�6 --1s_ztal taulun�c. to !t�! 1'�r� 72 945 cal_7 721 °ru ll7!} Total 1 1 6 -HR 1 �7� - et2,1 t}+};. t!-7 i _ — a'11C G�5 fii 1 h7.2 fr13 9{i7 ���`j. . . —f4a r'— G2b 83 :Fa] 11 t 1' 1 7f1 77 e 6{.. ?t111 ._..� 7 E EGj..I_ /u C ars 7 ;T7:4 c?.1 fi_ Via , `t€.tt �� It rat . 04 96.4 69 t. 25 1 2a, 1()5 n{ lrw}L'elurirti $.i.3 =:G 6,2: 3,fi f};ry 7,3 3.5. 36 19 ' nrq:a acq Out to 401ai I Zui is 7 F 1 4�6` IU 11 i,t, f Right i+ t Pe8k Hour Di§ta v rjenl ;F t�lorlt� _ —1 �b'iw Coats •— �rr v3 �J 31I51 2I10109 ra P RECISION N: j[:blISf71 Stre(.'l D A T A No135ma5 a f 311s urnpikc slrec( (Z[1€ ;c 114) ors,�Es€Li 0�t[ra vZs6 brn, A rl..sn)> :1st3E 8178 6( AA Silt: ('(rcft 778ZTlC, Ni1!Lk) NIA _ �.el.�ti= 5i�strt Date . 12I17I?t1{)t� _. Ctruiip�Pnntetl C&[s I-ttav V[hictoa' . J4ilnScsn Street - u ftn !e pqqc No 1Q) � u r tret't(knots 114} _ T mr)Ike f.rretat( u } f r[Sirt Cns( n4.F uqr YJnsi i t mf tflll f . F3 hl .Thru .. 4 _ r_ TEiilr E. i eft Int 1Qiai rl�aa li�l1 ! (r )! I 1 t99; r �,lfr.>, l � a;rl (14:4-) rL%. ! 1 2 �? aril u-! I�1 . 7Er �3d1 _ 4so_ 1696 fr5.d1lt 1)4€ ! IcF z to ma I 2t��� 7 it r�l 1,1i €4 (3 I) 5r) I<)[f t 2fit; {'{ lti3 (15:3rt PM ` .d 1 I 54I �(11., - r ti5.lr l'\I 3 l 1(l 3 - 1 1ti 4Cir 181 1524 is ,'y8i1ti l rind�utrrl y't � � ql i)cit'wo ').l 'Al.9,i . .. I } �ltl r 1.527 l i I ii(Il Gatti 6 � 4 1 T 6 �().ra i 117 319 l a[r4 1 5484 r tcav}• iy tic k ti .17' s Flrau}'Vehicle, j 2:I1 JOIm50n Stregt TurnpsYe Slerey(fAttuie F 14 1 From North � Franl East T umpt3;4�uaelsRourc 144! titari`Trnte F 3Zrytht( : a3t� fatale IlI I Thru -- rtotn 4Neat f t'a�c Huur/tn iysis Frorti fYt.o{j Pfu(n t)S:�$PM Freak S of 1 - 1 - ?�Ia1 Thru Loh lily Iurrrf` f'is_+1c}'ir�lu i'rai L.k[li£t` 1:1F['iK!'4'Ii[)E3 l�tri[r :it(rl:.l7 I*\4 — 0:(10,y> l ! I(i 1 1' S.{ r111 374 7t1_r y �fl, )Pr. 0515I31t� tl y� SG ! I - 04 (15: (i l'Nt? I l:r E 22fi 4 ?3[t 493 - T _ [`owl Volume� - 6 .. - - - ��f Ott 2�il.. _ _ 26t tttfi ? t�rti l 4eg) - 192 763 _ _._ 1�c of tl 7 7 `1hbe 0 1 I T IM4191 11 ;'` �6 78(1 3{,11 <)49 rl( 9o",. rss !1[I#i ,1Qii f r[ 4 '70 Fora?, r#7.2 r).1 i) 4?i3:�- t ry U7,7 .3} tt�if#! If3 F 3ii 1 -180? - l )r 7. .17.!"r !)tl,il rt f r tlta:t}'1?c'lhi`lua 3.;,3 ?.l rr:l ' S li-! 22 10 ! )( 41 I 1:(i t:� z 3 u;•4 1,I 32151 r 2/10/09 PRECISION N:Johnson Street 1Ntt €�E ta 'ST -i LLt [,ilc Iame :81786 AA Tumpike Street (lWiju .1 14) PA 1414 1f1diat,r,MA 01SO4 gi6c�,�p,7Y$l<� ri t-t..SpH,4€..€?3S .Site Code .778- iq,, S1ao: Natick,7�'A- Fm:t!€€iald+5�€F��tyf-{aliGt.tn�r 511m I?,t1e . 12 1.7J2008 __.- Gi»tt sF'ittt9adttrb .._.—_. tahnt ate gft�cl 1trrnpiki7Si�re1(Ro€ne 1141 Turrrpik ttdr€1(Raul � Frarrr Nrsrlft �_ 1~fc,m FasE qid + 5tartTtri€d ti��hl- - - Ld_(_f_1(-_,._ _ ..til}}fE1_ .__ Tofu _ iru I'ell .._. Ertl Tutat (t#;fo PINf t'1 ti: 7l 112.c, rt•€s1>txLl t �? Ci( �� tr3G E60 ( t i!!} ilk:3tlJim ft : 1( ' �� (fs{T ifi? 380 t14:4� 2t11 1 449--�_j�.__.....—_....,_. ._-.._......__ -...��_.._ 49 (1I1'tl 1 151. ;14 faE IF=,oI5!'11; [} [7.t �5 €v 217 I = 176 I 3h 1F1(r 186 7,( ;{1) k'ttt,tl 1 4I 777 9 1 1 Wit:. Ctruisi l'rrrai}? G. . 117( 319 l•i(i•t i 1.1 t tt '1406 17.0 82 •a €lh.t�.. � 1 i J4h€tcon si,edt —_ - Frotn Nara€ _ € (iZnutr}i 41 _ Ttirnp+$t 5€rt�tt(Houle 14) 1 �.--._ From East — Frattt Ws'S1 Star T#itre t NOW -Left App ToW."L_ am 11 3^ T trit i iaTTnlr}i Thtu __-.: Lrft`_ ry.Ap1a-Tonal° lilt Tr}11_! beak 1{aciCltrtalysi dr 04'.t1b€-h�En 05 f5{1 -Pua of t NA horn tut'1 tvit:t lmeo-rr'i6l)Bet h6,1t 04 } 1'l1 m,rays F . 2.3 1 : 42 17� 22(v 201 3 21€4 tEra kl P�! 1 1 lC€ - ri: t97 221 ' }t){y 1 197 i 3? ttS:Ea€1}tl!I- 0 ! .171 5f€ 1}4:� 3tt! 217 4 721 416 u . 11 PM E 2 E a 17 1 _ �� }{Ir, �a� j i�t'� h 1 I � _ t•1� Mitt) t.iEturtr l 4 1/0 'A T 17€) -1 t _ ..___..1Er... R1�1� L Siisj S. -_ .__.9 4.ct 194 80. �iti.ti : 7 922 tr 3 i I !j II i i 2110109 . a PRECISION N"f ollf1so t Strec,r D A T A INVUSTRI S,I.LC lilt,• Namc- : 81796 AA fwlll`; I'urtTltil,c S ��c:�?C (Route,[111) i:� sur tI.-Mrr}nr.01511, )- -. A i 1V � { rllf�sc;'.`7N.1Yr.14v9 F.vk soes4 .1 3$ i.tl, �.(i 4t' `] ' Ctt)'F Stet rC'. Nafick,IV A - ]`in;l!--s!]fn�MryilC gr9:Irz1r11Cru�c `8 Client: 1) 1l ). ILelly Srutr.[�Itrt . l?/I7/2()tih I�rit;L' No —,.:,, ___..: Crrnlp�F�r1nled klca �_enrctad --jolilrs4€I tilrcet u T rnpike Sheet(Roitle S 1Al 7tarnpikr b-, (Rriult 1 tAj€�ronr N� tvl Burt nma'r.. rr m _ Rr#rts( (4tl! e er>;I _ rrnnt Wc,,i F t "_ . ....... Rlpht;... ,yhrrr - f Nt:€i!7 E 11 f i hru # 1>ft r lrrl 7r1a1 y rr f [: t1A-3.0 1' 1 I t 3 It�: • # €3 � El. -:i 10 . �1. fit E cn tl l y 66,7 3 9.5 i i,.7 sit;:t J ss.7,' �� f _ Jpttnsorf street _ _ . _ Tnm}rlke St[OW(Route S}t) t Tumplke$frees(kaUtc S f i} Pram Ngslh W 5far1 Tf a 17r ht ie€i r _ YAP# Total i lki�ht i :>for ihrct€l._ Alr}l.Tctlal Pe<tiE dour Anaiy mot 04W Phi to 0 A5 Pit•pk#Y.t at — T hnr,l orn eh t1 t+P# _r } --- Tsgtal j Int l4fAl' }>s';tl,f[itt.ar'€s:s':'firtlirr [rtrrr+ic[iurl Ill..},urx,Ir 04: 0}r!}. f14,30 PM ! # (f 7 04:45'PM ! U 4 f 05.01 p N I i y I is I rlt tI tretlnnte I t l � j 9 r�r App Tmal F l i 3 CiG:% t 5 rrs glj — f5I'f r.. 34)51 2110/09 PRECISION D A .T A ril .tas[rll street 4terDu57r(t�S..ti� .. File Name ; 81786 AA /111:'l'tleil pike 4tr. t jj77�cit4;t 1 14) > l s�rt�E,aaF.n1s rt3kc$004613999:4'ot508-5.15 7-1})4 .. Site ��<iicle 7 f3L5 _ City, State. Natick, l'Itl Start.Datc : 12/17/2008 Client, Pik,/D. KcIly Puge No I .__._ �rqups Pnnred ��dt}artd�icyc€es�_ TlrrrEptEre 4r0e 1{Rnuta i l iJ 7urnpikt3£+Left(mode S 411 i _ t _ Tnt4nsan S4rC.Ot .. - r a 1 ron4#JnrEht E_rc}m[dst rota w4l r'edi _ lhttr' tefl E f?ti� Estt.TpFA(� 04,,1 i PM 1 0.. (F r4 tr 0 04:4i 1',11 i', p [) (}4 tt i4 [} Ej €} EI Tow 0 - .[I .3 _i _ (j () .(l.E.. })._ Osel,piN1 :.. fl f4 rE j t1. "ti 41 0. i15:3[4'r'm lj (! tj I, (] [) [)545 PM I f4 [1 0 ft ctis A 4`nt3l# i1 CI t4 E f3 tr I} t) tl E4 fp ei ci t+ iE __..._ , Jor4t#>;arj 5rrger { i ur0pil,e Nee((f:OsR ft 3}--'__. �__._ �-t'umr�+k.e streeE lRuutO t s4► -` . prom n�nrfh ._ Rom�aat From West _ 81:ir4 FtmaFtlpft?ii,_ Celt: Peds Apt 70181 t3rprtf, Hitt PerJs kr`Sotei' '[hrtt? — 1 efj;, _ PCds A AfllrrE' Ip1._7afal' Peask ouifysis from t)4.t)Sl 1 it,a*`d6 Pf:Peek RISE 1' r�l t�.l[o4rt tff4 r ttttic`Jrlic#4r C41nik Flgftfs at 04;t1t)P\( rU_i)0 1'At ft ti EJ (r�4J- PM [ 0 rs tl U t"s t1(: ti C� r.4 rJ:l it 0 ft E1 tl E, 04 Ai P&1 I 0 7it. !E fl:� Ct t€— .0 'c}rxl l't}i4ou4r 00 [4 [) q f1 fj _ (J ELF 11 ? [#4 MA dk}tt [4(Itl�.— E#tEf1 text �#xi [#t�l [)CEl1 [}1Nt tN4(E V_ 35151 ��' 2/10109 PiRkISION \: JoI-,_r1'on Stecel D A T A Y4DU5TPg10$t LC f ale Mum c 171�f} i'��1 J" °I,A': urnpik:_ Street (ItoLUC 114) €x,.@hx,161 ti4lrr�frli,1€sn tt ors��,t;,n fgi,39q,r�ham,5f1H!�f=a2il Siuc C d : 778 City,Srarc l t���1 €��'i.:'1�iuickr ksriallcfiarr,laa.�s f' Il1.rr,r, 'tIui Dare : 12/17,/2008 C.13t.rar:.D,JK/D. KO)v i';i c No 1 ', J�7tsnK4n t3ireel s — Iornole t;tr-jo-It IKGUle 114 - - - - _ _ From North ! 1 1 um ke S{rruf�i2vutu 11.1} _ _ F€oit Cyst From 4�des1 I SldI1 ant k1 Ii!„ kph, igla �APfz I taiga�.. lhnr A�,p vtHt{ Thru - Leta 1{ i nia0 Peas;�Hou�Jln�Wfi From(�1.0€7 PM so FJ"Ab M P+nii:1 of 1 1's;il;7 ira+t lit,1 drill-MWOATtirill lit-gins m 1f4',lh 1'11 42 Irt? 204 2117 a5r,u7aNi I'm 1 rr, 17 a ill 1?}t, 724 i 2W9 l 3 rs t 1'a €�� ir gar,' r'r ff OF 3ti 1'M 4 1� i�3 5f, 2 � 1 2.30 493 1 R '1 ntal�rralu€trc* ... tr ,� _ ! _. !r}il #€r1i � r 1�;,, �r,:� ,,,ls _,_._ itgl? .. 1 9 I�, t'€11 1 �cr ?}ter 1 hil ..._ ; Cal t 4 70 7t I ��rt f 1 .44 923, 1i(}t} �ln C rrl,i_ h 7? ) r t , v 19 1lt5rty Vvllydvk tii 20 r.r 7 'sr'i 1 2A 3.Out In Tool- 1 ClhfiSOrl. FC'E3- € . tS�s 4 f l83 81 j 27f': 4 TO'. � a t 3 Ream Hour- Data E N F a, 1 PeHfS Nifur f3e�rsts 81 rit:45€'ha ; � I 4i. i i I7 rr' J I I tip ts} °,f Iw�km � �fF' Flvavy.YeYricle4 m__ _ 4 . �Asti..,� 1I wi`g. - 1� 36151 2110109 TurnPlks Street(Route 114) PRI C.I SION east of Johns-on Street D A T .A City;Stab:Nodh Andover.-MA . 1NDU5T1lIEs I,L ... Client DJK/D,Kelly anrtin t4R VES(#,% R.rrt;.: uaaat.3 � r� snc co -I a 61786 A volume Ernail:dataregik sts F�ilccoRi Site Carle:778 Simi- W8 -- ---- � -- - ��. �trtnlamec� T8�e��.'_ lifne__ _ A,l�i, P W3 f�trl - P: A F�. r,m IN _12:p0 _ . :.: 1� 145 34 295_. . -- --. 12.16 29 124 9' a 91 . 38 316 155 20 12:36 1.7 180 12 315 . t1,00 21 9Q 147 681 8 .40 174 666 29 130 321 1246 01.00 175 0 1,49 dy5 324 . 0115 15 17 176. . , 144 23 324 p130 5 16S 8 157 16 322 0f:45 12 43 180. 70$ 6 29 163 603 18 72 342 1308 02:00. £I, 180 6 ids 15 345 02A6 9. .. : i73 11 . 20; 20 3$2 p2:30 2 2#8 300 . 5 418 WA6 3 23. 201 772 5 26 fm 761' 8 �16. 381 158f+ Ono �. 219 7 1 16 13 03:1.5 22s 5: 415, 12. 1t13 17 419 03:30 9:. 252. 5 188 14 446 U3:4a 11 31 268 983 6 30 159 77t3 17 61 465 1739 04 pQ 5 250 '7 190 12 440 p4;15 11 246 13 ;184 24 414 04:30 20 254 22 217. 42 4.71 04:45 19 55 229 €�79 .33 75 246 817 5$ 130 475 1706 05:00 .23 „260 30 208 $3 . 05;t5 29- 228 39 230 -406' 6a 458 05, 0. 40 222. 66 166 105 408 06:46 64 156 244' 9.84 65 199 211 835 129 365 q 05:00 81 276. 17ti9 t 00 224 i 81 455 55 06:15 81 23i 196 223. 287 454 27 2�39 06% 1.18 212 345 421 06:1a 17:7 467 216 933 246. 739 27i 863 393 1206 4M. 1795 07,00 2p4.--° 168 #4 1R8 428 364 ,07:1.5; 213 . 1€35 262 186 476 373 07:30 '253 133 245 149 4138 302 07'45` 278 948 147 . C53 206 93.7 126. :6$9 464 1885 273 f312 08:p0 219- 244 Wb.. . 150 234. �3�t p8;'f a 243 137 210 107 :11110 249 08,30 28.1 126 187 1 7 46 4S3 2444 . 08:45 238 961 123 536, 210 '850 126 459 457 1811 249: : : 995 09;{k0 .2,26 103 164 78: 390 181 00A5' 478 .97 199 �2 :377 W30.. 157 96 166" 85 380:. . 323. .181 09.45 165 716` 79 375 172 701 61 316 327 14.17 140„ .691. 10,00:: 136 60 :183 G3 318 . 123 10:16 169 B$ .138 76 307 166. %30' 129 71 138 .70 267 141 10,45 Op .144 577 54 273 166 5 263 106 11: f . 53B . 146 54 1 B0 41 326 9$ 1115 141. 65 14 i 4.0 282. 106 1j30 153 41 166 30 318 71 #1 45 189 629- 27 188 - 162" -638 28 138 341 _ i2b7 71 327 6 7912 4678 7159 - -... <__.. 9341 9505 -_.Percent 49.0 frx . S2,5.% 51,0°l0 47,541 Clay 121i©8 Total 12037 24645 Peak 07AS 03,45 06:45 04,30 0715 04:30 Vol. 1001 1016 947 901 1910 1872 P,1-1,1=. 0.900 0,055 0.904 {3.916 0.959 0,985 37161 2/10109 Page 3 frt\ rar Johnson Stfeei PRECISION natlh of Turnp:ike.Street(Raute 114) D A T A CRY,State:North Andover,MA MUSTt ES,ib� tienl:QJfUC,Kelly ti, .�Zvi 771rtt ,iiti`�Isu asr, A:d4t IAW 81786 bLvolldm _ 3.€c�,3l a+5•Qk�;[3-:-ytdili�tOrn _ SICe bode.778 Tim e n nay Combined 1&Gar k Al _-- PLO 'boOA 1 2D. 2 37 - 12i15 0 20 1 13 12:30 1. 16 # 33 12:45 .0 2 19 .72 1 4 t4 66 1 2S 01:00. 0 16 0 6 33 138 01:15 6 15 0 31 01:30. 0 16 13 0 37 01:45 1 i 0 38 02:00 0 17 19 76 0 0 1.5 66. 1 1 34 140 02:16 0 22 ' 9 39 02:30 0 32 w p 52 02;45 2 2 .22 93 1 $ 1 60 Quo 1. 38 � 1l3 99 3 4 41 192 .03,16 1 2 f3 1 66. 37 0 35 1 72 p3:30 1 31 0 40 WAS 0 3 25 131 1 71 04;00 0 21. 1 1 a 1 14q 1 4 66 276 0 41 0 62, 04,15 ( 26 p 48 04:30 1 22 1. 74 134:45 ;1 3. 29 98 1 1 51 1 .73 48 188 2 0$,00 3 17 4 77 286 0a;15 .3 24. 0 67 3 84 05:30 6 a5: 3 109 8 4 a6 10 124 moo 1 05:45 4 25 36 99 3 7 .50. 307' 16 32 89 406 21 3 . ;�1 17 06:15 19 16. 15 72 06:30 22 17 . 18 45 34 61 2µ 06!45 77 14 73 18 64 48 40. 65. 162 40 131. 57 255 07;00 27 9 i4 3 32 2 46 07:15 48 20 144 17 41 62 07:30 42 37 Is 24 07;45 31 148 6 42. 22 70 .13' .86 57 08:00 216 18 1213 06 4 i" 8 30 21 71 1;15 4g 12 26 16 2g 74 R8:30 29 7 34 24 74 31 OAS 49 167 5 32 26 11B 15 75 75. )83 20 09:00 27 5 23 1R$ i�. &R i 7 09:16 to 10. 17 10 30 20 0910 10. 10 16 21: 26 [19:4& 20 76 3# . 4 29 17 73. 11 54 $.7 149 15 83. 10;00 16 5 5 S 10;15 10 7 14 1 9 24 16 IUD 1 3 14 5 26 B 10,45 19 67 2 17 8 41 6 25 .27 98 B 42 11;00 16 4 13 11,`15 15 3 15 4 29 8 11:36 13 2 1 3D 4 16 4 . 29 11:45 20 64 3 12 15 59 2 11 35 123 6 �Cdisf_.. 773 -- :. 4wR - _... 2 23 Percent 59.4n/n 37,2% 40 6"/n o 1£l53 2(i76 -- ..._...... . B2.g o Day 1398 Total 1731 312q Peak 08:00 03A0 08,00 05:00 08:00 R5:00 Vol. 167 131 116 307 2.8' 406 P,H,F 0.852 0,862 0.853 0,790 t1.94 0 819 Page 3 38151 3 2110109 Turnpike Street(Route 114) PRECISION east of Johnson Street A T A CRY,State.'.North Andover,MA �N[3i1ST11115 LTC Client,RJKlp.;Kelly rc�:€�°x 01€+ di MA OBOA s rF OtrI,sae AR1 ease °r c : 81786 A-speedGLj �1 Fmrl dasareGuests udlU�xctr Site Co de-,778 ---- _,.._ 20 2'a 30 35 40 4a .'._._ 50 55- gp- g5 _- -__7 - To1a1 85tt� true .i inle f.4. 5 _ 24 29 34 39 44 ,.A9 --- 54 59 64 69 9999 °�o ire SPeecf 0 0o ri s zs 17 n- gu as 0.1:00 0 0 0 0 tl 1` 13. 15 12. 2, 0., 0 0 90 52 47 [32;00 {!. 0 0. 0' U 2 5 7 "Q 2 1. .a. 0. 23 54 A8 03300 0 t) 0 ti l) 1 8 1,0 7: 4 1 0. t7 31 54 46 04:00 0 0 0 0 .0 0 11 7 F3 ._ . , a 0 0 55 52 48. 05.00 q 0 0. 0 p .8 52 58 30 2 4 0 6 156 52 .. 460$;OQ tt 0 Q 0 B 70' 214 °143 30 4 0 0 0 467 4a 43 07400 0 0 3. 0 27: 118 436 310 .44. 3 0 .. 0 94B A$ 4$ 08:00 5 33 130 as 72 141 235. 2-V :33 0 0 is 0 881 47 43 37 10:00 0. 0 0 2 fi 33 164 .345 146' 20.,.. 0 4 0 716 51 47 10:00 4 0 0 3 10. 20 127 281 13€' 14 2 1 0 577 52 47 t1;00 0. 1 6 5 0 45 177 272 108 id On 0 Q fi29 51 45 12 PM 0 0. 0 0 a F n ..126 27:1 126 26 .0 0: . 6 581 Ino: 0 0 2 $ 9 23 167 Sae - 145-- 17 0 0 0 705 51 46 14.00: 0 a Q 0 2 42 196 367 160 16 0 0 0 772 51 46 15-00 t 0 0 18 21 87 39$ M3 71 . 4 '!. 0 0963 49 43. 16;00 ..0 2. 5 11 58. 214 4.10 233 4{' 4 0 0 0 079 47 42: 17:00 11 163 221 162 . 106 161 .69. . 11 0:. 0 0 0 . 6 9a4. .36 29. 1t3:00. 0 0 7 00 W 382 '235 6, 1 t7 0 0' i �J33, 43 37 10:t10 p 0 t 9 _ 32 145 m 127 22 1 0 0 U, 053: 46 20:00 .0 f1 0 1 12 79 258 149 34 2 1 0 0 530 .48 43 2100 0' 0 2.. 0. 6 46 188 106 . 24 1. 0 0 0 375 . 4t3 .43 :22:00: 0 t? Q 0 13 25 78 :123. ._33 1 p 0: 0 273 d9 as. 2300 0 i1.... Lt. 0 0 i5 7� _W`7 36 i R 0 1 tts8-- - -__ _ _W 52 46 Tc�te1 17. 139 392: 378 ' 675 1631 3.984 3897 127D 150 10 2 2 126Cf8'-- - °X?_- 0,i°!p 1.1°le 3A% 30`Ya 5,•% 13 % 31.Mo 30.9°Io 1D,1% 12°/u 0.1%0 �f.C€% 00% __. -Ah4 _- 06 Desk ,00 p8:[10 08:00 06:00 08:00 08:00 Q7:00 00.00 09:00 fl9 00 Q5ioo b7(3Q' 08:00 5 : 33_. i41 430 1_ ....: _ 951 14fi Peak 1700: 17700 17:00 17:00 WOO 18104 18:00 14;00 14.00 12Q0 15:00 1t3:00 16:0Q - uT of 1�1.._. _162 197 *110 367 150 28 Pecent . .. 15th Percentlte 25 MPH 50th Pgrcentlle. 43 MPH 851h Percentile 49 MPH 95th Percentile 53 MPH 9ta1s 10 MPH Pace Speed 40-49 MPH Number 1n Pace: 7681 Percent in:Paco. 62;8°JA Numher of vahlcto �40 MPH H6t Percent at VehlOer.>40 MPH,, '67,0% Mean Speed{AvgregQ); 42 MPH 39/51 2110{09 A� Page. 3 1 Tclrnpike.Slreet(Route 114) PRECISION east n4 Johnson street D . A . T A City,Stale:North AhdoVer,MA 1hIC7lJ Mir_-Salt„„: Client'QJK D,Kelly. p.4',,Ko 3e�.i k tti 3,tdA rri5aa. raa,5ad;.ts rr�a 6178E A speed 8 - ien.vi Ofa.�cyw,'3�4 F^�Rdii3�CofT 8taF1. .. 15 Site' .77 2S 36 35 -40 �5__ 54,.__. 55 . _�0.. ..__.65__ . :. Total H53h Time 14 }9 24 29 34 39 44 1271t3t4i - =19:_.. .._ Q .._..:... `' - 64. _69.. .t399 ;pile 0 0. 3 2 10 13 0 0 3 0: U Q 40 ..: 52 4601;00 0 0 Q 3 10 10 4 2 0 0 0 29 51 46 D2:0a i7 0 0 0 0 0 6 i i 5 0 a 0 0 25 53 4$ 03= 0 0 0 0 4 2 7 7 8 „t 1 0 0 25 04:00 0 0 0 62 45 05:00 . 0 0 0 0 0 2Q4 17 3 1 0 0 75 52 47 0 0 2 10 36 9 i 48 11 1 0 0 199 .52' 47 06;00 0 0 0 0' 16 107 334 23€1 43. 11 0 0 0 73D 48 43 07:0D Q 01 0 2 32 138 356 3Q1 07 .12> 0 0 p sal 4f�: A4 08;OA 4 2 40 15 2.7 101 2$8 .261 96 23 3 (1 [� 937 48 4.4 09,{JO E1 0 0 1' 5 47 234 279 113 21 1 0 0 7t71 51 48 1i'm0:00 3 39 177 257 96 27 3 0 1 615 51 46 39 199 270 98 15 2 1 50 45 t) ti3B I.,PM 0 D 0 1: S 39 17V 274 132 32 2 0 1 630 52 . . 13.00 A' 1 0: .. 1 7 42 152 256 117 26 2 0 f1 665 14,00 0 0 7 5 4 67 203 320 123 23 2 0 0 7� 5 5:2 46. 448. 15;00 0 0 0 3 27 86 271 250 .117 18 3. 1 0 776, 50 45 , 16:00 Q 0 0 9 43 195 278 221 581 13 0 0 0 817 48 4? 17:00 6 2 37 .3B 128 261 244 101 19: .0 0 0 .0 835 44 3$: 18:OD 0 0 0 6 37 227 377. 16:1 48.. 5 1: f) 0 B&3 47 42 19,00 0 .0 1 .12 19. 70 249 230 B7. 11 �, 0 0 693 47 42 . 20:00 0 Q t) 1 8 46 145 180 tit; 14 1 0 0 459 .50 21:00 0 0 p 0 3 22 82 144 87: $ 0 Q © 816 51 454$ 22 0E 0 Q f#: 0 6 22 66' 1 t1S 49. 17 0 0 0 203 52, 46 23 00 0 0 0 0 0 9 32 50 38 9 2 90 99 394 1575 s954 4fi s 1511 3p3 2g - 0 713 0 9 5$ u, 4 1 ob 0.00 0 7% 0 8"!u 3 3% 13 1% 32:6°/o 33 8°�a 1?6%�`0• °` � 0 92.. � 037 _ 2,5 r� 0:210 p 0 Jo 0 0�n 17.. _... _._ Peakak 043'00 08:00 O&OD 08:00 :00 07:00 07:00 07 07',A0 WOO WOO 02:013 11;00 10:00 07,100 _... Vol A� :_�$? _3_5.5. 301 .. 27 3 . 937 Peak 17:00 17,00 17:00 17:00 17:00 17:00 16:00 M:00 12:00 12:00 14:00 t5,00 12,00 tP:0C1--ry T m 2 37 38 . .. 12&_ 261 377 3 ._..._132 37 3 1. 1.__ 863 . Paton[ 151h Percentile: 38 hdPN '50th Percentile,, 44 MP}t 85th Peranntlle, WMPH 95th Percentile : 54 MPH stat6 16 MPH Face Speed._ 40-49 MPH Number in Face; ti017 Percent in Pate Number of Vehicles>40 MPH: 9074 Peiceill of Vehlcles y 40 MPH. 75.4% Mean Speed(Averagel.; 44 MPH 40/51 r age t 2/10/09 MassHrghway Crash Report folr NORTH ANDO the ear 2Q04 2006 VER in y 1:: v. It ,.� s. .�. ,c.. t?17iG1 _s �.�., ;.�.�: ryf.•�i� ei,. � � n case , d vrtl pl M nlneirs� < ' raves, <_ .s � °"„ yap �yw�j� { �Ej y , 7'G?• 5 f��CS:� - .. yy r r '�- T�ate Tune �Y�r< �P.�11�'les; it u{AE�; `IEI�:F eS '-�G4llrSO FDr E `°�"' ys -�,;�: - `�• a"x�x� r— �.,._,...,. ._,,_._.�, ' V1-Westb m6tor vehicle in tr6ffic3 I tJ Ftt PACE 16- Property; G ound I ,1 V2:Collision vsri:th STREET- Rte 114 Mere 4:30 1 damage; N2:Southb Unknown movable ' Snowl VV.f JOHNSON 21 {hl P11 gnly 2 0 0 1 Head-on. ound object Snow Dayfighti Snow STREET'_ _..:.._ � _._.._ Vl.WVestb Vt;Collision with 04- `Property', ound!. F motor vehicle in traff'rci JOHNSON STREET Apr- 2:54 damage V2-Eastb6 1 V2_Collision with Clear/ 1 l TURNPIKE Z D PM only. 2 4 0 Angle g urtd pad m rkeotbrvehicle Dry €3aylight`, Clear STREET V1 Westb VI:Collision With JOHNSON Non- ound l motor vehicle intrafFie STREET!.9-Jul: 3:56 fatal V2_Southb'., I V2-Collision with TURNPIKE ST_Rte 2005 ' PM injury 2 1 0 Angle ound motor..vehicle in traffic': Dry Daylight;, Clear 114 -..�_ _..,,... ._....... w v ._ __. .._. . _ V3Vlfesiti V1;Collision with .. ....__.._.___...._-.-- 21- Property' ound! i motor ve.hide in'trafftby Sep- 6.25 damage V2:SoLfti bl -J V2;C=rllision:kvitfs Cloudy! JOHNSON 2006 PM. only 2 0 0 Angle vurid molar vehicle in traffic'. Dry ;Daylight;' Clear: ;'STREETF Rte:114 ._-. _... :-_ —. VJ.Easttio, VJ:Coiiisioii With. 0 - Pro .Per[Y: and I. 'motor vehicl6 rn traffic° BOSTON ST SEE i- Oct- 3:22. ;damage V2:Eastbo': f V2.Collision with I JflFIN.SCIN ST.1 2-005 PM 1 only 2 a Q Rear-end; and . motorvehicle in traffic c ldyet ;Daylight;` Rain Rfe 1 i4 . 01- Non- Single Dark Nov- 4:40 fatal 'vehicle Vt.Westf], V.1 t Collision with lighter{ i Clear} JOHNSOT4 ST.1 2005 Aivi rnlur3' 1 0 crash ound embankinent Dry. :roadwaylY Clear^ Tl1RNF'110E S.T.. __ _..___... — -_._.._ _....: ____.._:� .-.___. _ (1 E 'Property Single ' 17ark _.. .._ _. 175 TURNPIKE ST_ Feb- 6,17 damage; vehicle V1:Eastbo VI:Callisior€with lighted Clear/ Rte 114 E f 20C36 PM only 1 0 0 crash and motor vehicle in:traffic; dry,. ;roar#way� Clear JOHf�i5C7(�1 ST. ------------ _ _ 3Q- ;Property, " + f50 feet E from Bark Intersection Nov- 5 4D 'damage l V1 Westb : lighted TURNPIKE ST: Rte 2005 AM only 1 f) 0 Angle ound. V1.Not reported` Dry roadway;...Clear . r . 1114/JOHNSON ST. — - _..... V1 Westb V1:Collision with ' JOHNSON I 4- Property, ound I ,motorvebicle in#raffle; STREET I Dec- 7`17 !:damage- 0 V2;Weslb is IV2:GolJs'SiQnwirth TURNPIKE 2 200e PM only Rear-end: ound . motor vehicle in.traffic"s dry ?ayJraht„ Clear STREET 2004 -2006 Accident Data.xls Pagel �` I f CRASH RATE WQRKSHEET CITYITOWN : COUNT DATE : f , �� . — MND USE auc Y DISTRICT : UNSIGNALIZED :. SIGNALIZED : 8ource�� ...... ..... INTERSEC Mara MAJOR STREET ; ST�# MINOR.STREET S - r ST ST iq ST# ST 9 JA INTERSECTION INTERSECTION DIAGRAfVE (Label Approaches) v�\. REF# r -A w' S h Peak Hour Volumes APPROACH 2 3 4 ;Entering f != � I Total DIRECT ON.ti, lsc, e �t. "a VOLUMES (4% M) f ` "X FACTOR : FA APPROACH ADT AST=Tarat uou"t<'FACT TOTAL OF ©F AVERAGE # OF ACCIDENTS : : YEARS : ACCIDENTS ( A ) : `F CRASH RATE CALCULATION : �� RATE (A• 1,0Q0,0Qo) (ADT"365.) I Comments : Project Title & ©ate: 42151 2110109 i;:', sJ�C�A�citicnilt�iNUi[3idnl:NIHI) �teFnrn�-Mar)if� ��.xls CAPACITY ANALYSIS 778-RpQ2 doc 43/61 1 Copyright V 2009 by DJK. M rights reserved, 2110109 TWO-WAY STOP CONTROL SUMMARY General information Site Information Analyst Dermot Kelly, PE, PTO ' Intersection Turnpike Street at Site Drive AgencylCo, DJK Associates, Inc, Jurisdiction Narth Andover, MA Date Performed 4 1/10/09 Analysis Year 2014 Build. Analysis Time Period Weekda 1vJ'omin Peek Hour Pro'ect Desori Lion 778 Garlia, Boston !-till East/West Street.. Pro o,sed Site Drive North/South Street; Tom pike Street Intersection Orientation. North-Sbilth IStudy Pehod hM ; .1.00 Vehicle Volumes.and Adjustments Ma or'Streat Northbound Southbound Movement 2 3 4 6 L T R L T R Volume 3 978 1 . 1 892 2 Peak-Hour Factor, PHF 1.00 1100 1,00 1.00 1,00 1:00 Hourly Flow Rate, HFR 3 978 11 1 892 2 Percent Heavy Vehicles 0 Median TYpo Undivided RT Channeiized . 0 0 Lanes 1 1 0 1 1 0 Configuration t . TR L TR' Upstream SI 2 1 0. Minor Street Westbound Eastbound Movement, . 7 9 10 11 12 L T R L T R Volume i 0 1 1 0 2 PeakmHour Factor, PHF 1X0 1.00. 1100 1:00 1.00 1;00 Hourly Flow Rate, HFR 1 0 1 1 0 2 Percent Heavy Vehicles 0 0 0 0 (? 0 Percent Grade (%) . 0 p Flared Approach y y Storage 1 . 1 RT Channelized 0 0 Lanes p 1 0 0 0 Configuration 1.TF2 LTR 0 clay, Queue'Length, and Level of service Approach NB SB Westbound Eastbound Movement .1. 4 7 8 ;� 10 11 12 Lane Configuration L L LTI; LTR v (vph) 3 1 2 3 C (m) (vph) 767 713 194 291 vlc 0,00 0;00 0.01 0.01 95% queue length 0.07 0:00 0.03 0.03 Control Delay 9.7 10.1 27.8 22.4 LOS A g D C Approach Delay -- -- 27.8 22:4 pproach LOS -- D G Rights Reserved . 11C.vO0oTI' CoPSTighi I'b 21N)t(Inive sity of Florida,All Rights Reserved Vci"itin 4.11 Version A.[f f TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst Dermot Kelly, PE, PTOE Intersection Turnpike Street at Site Drive Agency/Co, DJKAssociates, Inc. Jurisdiction. North Andover, MA Date Performer! 11110109 Analysis Year 2014 Build Analysis Time Period Weekday Evening Peak Hour Project Descri tlon 778 Garlia, Boston Hill East/West,Street: Proposed Site Drive North/South Street: T urn Ike Street Intersection Orientation: North-South stud Period hrs : 1,00 Vehicle Volumes and Adjustments M or Street Northbound Sout bound movement 1 2 a 4 5 6 L. T R L T R Volume .6 1048 1 „ .1 9B6 Z Peak-Hour Factor, PHF 1:00 1:00 1:00 1.00 1:00 1.00 Hourly-Flow Rafe, HFR 6 1046 1 1 986 6 Percent Heavy`Vehicles 0 -- 0 Median T Pe undivided RT Char>need llz 0 0 Lanes 9. 1 0. 1 1 0 Canfiguraflon L TR . :L TR. Upstream Signal 0f/ Minor`Street Westbaund Eastbound - Movement 7 8 9' 10 17 12 L. T. R L T R . . . of at c 1 :0 1 4: .0 5 Peak-Hour-Factor, PHF 1.00 1,00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 1 0 y 4 0 5 Percent Heavy Vehicles 0 0 0. 0 0 0 Peent Grade{.°/�} 0 0 Flared Approach. Y: Y Storage 1 1 RT Channelized .0. 0 . Lanes 0 1 0 . .0 ....1 0 ConfigurationLTR 177777T Delay, Queue Length, and Level of Service Approach NB ;aB Westbound Eastbound movement 1. 4 7 8 .9 10 11 .12. Lane Configuration [: L LTR L`I'R v(vph) 6 1. 2 9 C.(m) (Vpli) 706 679 16Z 171 VIc 0.01 {3,00 0.01 0.05 . 95% queue`length 0;03 0.00 .0,04 0,17 Control Delay 10:2 10.4 31.3 31.8 LOS B B D.. £ Approach Delay _ 31.3 3118 Approach LOS U D Rights Rcserved f{f S1(It10��t Cnryri&i fro Mi Vtiivwr ii}al'r lmida,All R;Vhis Aocrved ver�in:r 4.1 t A� 1 1 F/1ifI)firm Two-Way.St©p C'orttrral page 1 of I f TWO-WAY STOP CONTROL SUMMARY General Ififormation Site Information nafyst Dermot Kelly, PE, PTOEE Agency/Co, DJK Associatos, Inc. intersection Route 114 of Johnson St. Date Performed 1l13/09 Jurisdictlon North Andover, MA Analysis,Time Period Weekday Morning PoaA Analysis Year 2009 Existing Hour Pre ect.€7escri tim 778 Garlia, Boston Hill, North Andover MA EasUlNest Street: Johnson Stteef t orthiSoulti'Street: Rcufe 114 Intersection Orientation: North-South Stud Period hrs ; 1,00 Vehicle Volumes and Ad ustments Ida or'Street Northbound Sauthtaaund Movement 1 2 3 - 4 � g L T P T R Volume . . . 0 845 72 5 725 0 Peak-Hour Factor, PHF Loo 1100 1.00 1:00 1,00 Howd l~lorv.Rate, HFR 0 45 1 72 5 725 0 Percent Heavy Vehicles 0 .0 Medlan.Tye Undivided RT Charinalized 0 0 Lanes 0 1 a 7 1 0 Configuration TF7 T U stream:Signal p 0 Minor Street Westbound Eastbound Movement 7 g 8 �. 9t) 11 12 F2 Vallrme 1.14 0 15 0 0 0 Peak-Hour Factor, PHF 1.00 1.00 1,00 1.00 1.00 100 Hdurl :FbW Rate, HFR 11�f. p 16 0 p 0 Percent Hea+. Vehicles 0 0 0 0 0 p Percent Grade(°14) 0 0 Flared Approach y Y Storage 1 RT Channellzed 0 0 Lanes 0 0 0 0 0 0 Corifiguratlon LR. Ddla ..Queue Length, and Level.of:Servlce pproach N13 gg. Westbound Eastbound Movement 1 4 9 .. 1q 11 12 Lane Configuration L.. LR v (vpn) 5 ... 129 . C (m) (vph) 752. .2.17 Vic 0,01 0,59 98%a queue length 0.02 4.03 Control.Delay 9.8 45,8 LOS A. E pproaah Delay Approach LOS _ E Rights Rescm eEt at?sm100 M C"uhyti },4`rs 2a1��l3„��cixua�a(i itnida,All Right, Is anc1 !%rriri,,.l,!I Verslhll 4,11 46151 2/10109 t114:f�E': D(�f'If311e'tillc :ttiri lPrrlfl{tC�r��fr5t,4{ v,,n,,Q ­­0 Two-WaY Stop Control �'€rge 1 cif 1 TVltO.WAY STOP CONTROL SUMMARY General information 8Ite Information Analyst Dermot Melly, PE PTO Agency/Co. DJK Associates, Inc, Intersection Route 114 at Johnson St, Date Performed 1113109 jurisdiction' North.Andover, MA Weekdoy Morning Peak nalysis Year 2014 No Build Analysis Titme'Penod ' Hour Project Description 778 Garlia, Boston Hill, North Andov:ar., MA East/Wesf Street: Johnson Street North/South Street; Route 11 fn€ersedtlnn orientation: North-South Stud Period hrs I.00 _ Vehicle',Volumes and A<d'uetments Major Street Northbound Southbound Movement.. . T . R L T P Volume 4 -902 76'.. .5. 772 0 Peak-Hour Factor, PH 1.00 1.00 1;00 1.00 1;00 1,00 Hourly Flow.,Rate, HFR 0 902 76 5 772 0 Percent Heavy Vehicles 0 0:: Niedfan Type Undivided RT Channefized 0' 0 f_anes ,0 1 0 1 0 Configuration TR L T. U streams nal D 0 Minor-Street: Westbound Eastbound Movement 7 8. g 0 11 12 t T fi otume 120 0 . 16 _ Peak-Hour Factor, PHF 1.00 1,00 1.00 1.00 1100 1:00 Hourly Flare Rate, HFR 120 .0 16 0 _.0. D POcent Hearry'Vehlcles 0 0 0. . .0 0 -. 0 PerCBnt`Grs�dr?(°lay 0 0 Flared.'Approach. y Storage : 3 1 . . RT Channelized _ 0 0 Lanes 0 0 .0 0 0 fJ. Configuration LR Defy i Queue-Length, and Level of Ssrvice Approach NB . SB . Westbound Eastbound Mayer Brit 1. 4 7 8 9 10 Lane'Configuration L. LR v(vph). 5 136 C(m) (vph) 714 193 e O.of 0.70 . 95%:queue length 0.02 5.93 Control Delay 10.1 65;8 LOS .B F pproaoh Delay __ r 66.8 pproach LOS -- -- F Riglit,Reserved !/f'S?t)tJtl t Cultyriyht-'f',2003(iniyt!r.it}aE 1(uri6 A31 ft.ht 3{rscrvcd SjC'fSltil(�.I 1 47l51 2l10109 Page 1 tif I 3 TWO-WAY STOP CONTROL SUMMARY [Analyst eneral Information Site Information Dern7ol Kelly, PE, PTOE gertcy/Co, DJK Associates,`Inc. 1 r�tersectlon Route 114 al Johnson St, Date Performed 1113109 Jurisdiction North Andover, AM. Weekday Morning Peak Analysis Year 2014 Build Analysis Time Period Hour Project Description 776 G,arlia, Boston Hiil, North Andover, MA EastfWesi Street; Johnson ;Street Nodh/South Street: Route 114 Intersection-OFIentation: North-South Stud Period hrs 1.00 Vehicle Volumes and Adjustments '. Major Street _ Northbound Southbound Movement 2 3 4 5 L T R L T R Voiume , 0. 903 76 5 774 0 Peak,Maur Factor; PHF 1.00 1.00. 1.00 . 1,00 . 7:00 1.00 Hourly Flow:Rate, HFR 0 , 903 76 .5 774 0 Pergent Heavy Vehio1% 0 0 Median "( e Undivided RT Channelized 0 0 Lanes 0 1 _1. 0 Configuration TR L T Upstream Signal 0 0 'Minor Street Westbound Eastbound Movement .:: 7 . $ 10 ('1 lL L T R L T R Voturrte 120 0 16 0 0 0 Peak-Hour Factor, PHF 1,00 1.00 1,00 1,00 1X0 1.00 Hourly Flow Rate, HFR 120 0 16 0 0 0 Percent,:Heavy.Vehicles 0 0 0 0 0 0 Percent Grade (°/a) 0 0 Flared Approach y y storage 3 1 RT Channelized 0 0 Lanes 0 0 0 0 0 Q Configuration l F? Delay, Queue Len th, and Level of Service Approach NB SB Westbound. Eastbound Movement 4 7 ;g 10 12 . Lane Configuration L LR.. v(vph) 5 136 C (m).(vph) 713 192 vk 0.01 0.71 . 95% queue length 0.02 6;00 Control Delay. 10.1 66.9 LOS 6 Approach belay - 66.9 Approach LOS l Rights Reserved I�C:4`7{Ndii7A l.'01£}T*11t 2003 I irikelmIV£,rr°l,irfd;r,A€I Riglus Reed,—,I Vctmor,d.l 1 VQrStEfli rl.l I 48151 2110/09 Two-Way Stop Control Page 1 of 1 C� TWO-WAY STOP CQNTROL'SUMMARY General Information Site Information Analyst Dermat Kelly, PE,.PTOE lritersectfon Ratite 91 at Jahrtsora$1. eenaylCo. D.ItG Associates, Inc. Jurisdiction North Andover, MAf,�a#t�#�erfarmed �/13/d3 : � afysfs Year 2000 Existing Analysis 'Time Periotl Weekday Eveniri�Peek - rl Hour Project Description 778 Garifa, Boston Hill, North Ando r.mA East/West Street; Johnson Street North/8outh`Street: Route 114 lntersectfon Orientation` North�South IStudy Period nrs : 1.00 Vehicle Volumes an Adjustments Major Street Northbound Southbound Movement 2 3 4 L T R L T R Volume, - 0 763 182 .1� 826 .0. . eatE^#"foUt FactoriFHF 1.00- 1.00 - � � .ao 11.00 .. - --Z:aa .aa,... t ... Hourly Flow Rate,;HFR 0 182 11 620 0 Percent Howy Vt�htCleS - a O Median Type' t./ndIvIdeC1 RT Channeifized Q 0 Cortfiguratiorl TR u stream:S ilal 0 a Minor Street Westbound' Eastbound Movement . 7 . 8 12` T R T R plume 72 0 6 q 0 0 Peak-Hour Factor, PHF 1 00 :1.00 1:00 1.00, 1.00 1.00 Homy FIaw.Rate, HFR 72 ? 6 0 0 0 Percent'Heavy Vehicles 0 .a (� p t?: 0. Perde4t9t4fte°0/0 0. a.` : .. Flared Approach` Y Y RT'Clini7elfxed o'. 0 . Lanes 4 0 0. 0 (/ 0 Contiguratic�n �.�, :. Dela , Queup Length,and Level of Service Approach N$' Sty. Westbound Eastbound lv3oVemena,. 1 , : .. 7 8 9 . 10' 11 12. Lane Configuration ' L . LR v(vph) 11 76 C (rr4)':(vph).. 734 187 95%queue length 0.05' 2,07. Control Delay 10:0 36.3 LOS A E Approach Delay 38.3 Approach LOS Rights Reset',ed IfC;mmil, Cotiytighi 3>V0 Ljni vt iiy orVIUrid:k.All Riphis Key ived l e3iii+n 4 11 vwiw 4 4 t 49/61 2110109 S2 try•/dC°•14`7nr.krn�ri�tr !7kt<� C.CI1111f7CIT�F,T^sltlt n�31fIE Ill+t9l i no ,,.,., 115 1 11)0(1 1 Two-Way Slop Control page i of E TWO-WAY STOP C0NTROL SUMMARY General Information Inalysis ite Information Analyst Dermot Kelly, PE, PTOE genoy{Co. DJK Associates, Inc, tersection Route 114 at Johnson St. Date Peaormed urlsdiction 1113109 North Andover, MA Weekday evening Peak Year 2014 No"Bu{ld Analysis Time Period Neer Pro ectDescri lion 776 Carlia, Boston Hill, North Andover, MA EasUftst Street: Johnson Street North/South Street: Route 1`14 Intersection Orientation: North-South Study Period hrsl. 1:00 Vehlole Volumes and Ajftstments Ma or Street 'Northbound . Sauthbound Movement q 2 3 4 �. . L T R L 7T R Volume. 0 857 191 12 910 0 Peak-Hour Factor, PHF 1.00 1.00 1.00. 1 (70 1.00 1.00 Hour! Flow Rate, HFR 0 857 191 12 910 0 Percent Heavy Vehicles 0 0 {Median ape Undivided . RT"Channelizet 0 0 Lanes 0 1 0 1 1 0 Configuration TR L r tJ strsarn-5! naI 0' 0 Minor street Westbound Easibound. . Movement- 7 8 9 74 11 12. L T R. L T R . Volume 76 0, 6 0 0 0 Peak-Hour:Factor, PHF 1100 -1:00 1.00 1.00 1.00 1:00 H urly.Flow Rate, HFR 76 0 i7 0 6 _ 0.. 0 Percent Heav Vehicles 0 0 0 0 0 Percent Grade(%) . 0 0 Flared Approach Y y Stara ge n RT-Channellzed 0 0 Lanes 0 0 0: tJ 0 0 . Coniipratton LR .. 13e1a , Queue"Len th, and Level of service Approach NB Ss Westbound EastboundiZverneril: 1 4 7 : . .. $ , 9 14 1.1 12 Lane CorAguration L .. LR v(Vph) 12 82 C(m) CV* 672 149 lc 0.02 -0,55 . 95% queue length 0105 3,34 Control Delay 10.5. : 58,3 LOS B Approach Delay e 58,3 Approach LOS _ != Rigl118"Reserved tt�'Sfnntl�"� C'<r�iri;lhtt'2tltlt tinttirrbliy«C1'Inrfd,i.Afi ft}�;qs.f:csm 'e� �'cnien,k.tl 50151 2/10/09 lile.HC:\Dc)ct]MCV1ls art<i Settit2L;socrnlot iteilV\Loc'ul SettinvS1'ejlln�Ntl? 100 ,„i„ I !If,171,f«, 1 TWO—WAY STOP CONTROL SUMMARY General Information Site Information Analyst Dermot Kelly, PE, PTOE Intersection Route 114 of Johnson St. Agency/Co. DJK Associates, Inc. Jurisdiction Nodh Andover, MA Date.Perfprmed 11110109 Analysis Year 2014 Build Anal sls Time Period Weekday Evening Peak hour Project:Descri tion 778.Gerlia, Boston Hill, North Andover, MA East/West Street. Johnson Street NorthlSouth Street: Route 114 iritemection'Orientation: Narfh-South IStudy Period hrs 1.00 chicle Volumes an Ad`ustmerits Ma or Street Northbound Southbound Movement 1 2 3 .4 5 i3 . _L T R L T R plume 0 061 192 12 915 0 Peak-Hour.Factor PHF 1.00 1X0 1100 1.00 1,00 1,00 Hourly Fl6v�Rate,HFR 0 861 192 12 916 0 Percent Heavy Vehicles .0 -- -- 0 Median Type!.- Undivided RT Channeh-ed 0 0 Lanes Q 1 0 1 1 0 Configuration. TR L T Up stream`SI nai 0 0 . M ner Street, Westbound Eastbound Movement :7 8 .9 . 10 11 12 L T . R L . T .. a,. olunm 77 . . . .. 0. 6 Q 0 0 Peak�HaurFactor, PHF 1.00 1X0 1.00 . 1,00 1.00 1.00 Hourly Flow gate, HFR 77 0 6 0 0 0 Percent Heavy Vehicles v 0 .0 .. 0 0 0 Percent Grade'(%) .0 0. Flared Approach y y Storage RT Channelized 0. (?. Lanes .0. 0: . 0 0 . 0 p Confguratiori. LR Delay, fllueue Len th and Level of Service Approach... NB S13 .. 1Nestbound Westbound Movement.: : :1. 4 7: S 9 10 11 12 Lane Configur9tion L LR v (vph). 12 83 . C_(m)(vph). . 669 148' VI c - 0,02 . 0.56 95% queue length .0,05 3,46 Control Delay 10.5 60.0 LO$ B F Approach Delay -- - 60.0 Approach LCS _. F Rights Reserved Nc" ZUfi(l �t C:dpyriplit i{"i 203 University orfldfida,All Righis Rocrwd Ver!don 4.1 t YcisiQtl 9;ii `