HomeMy WebLinkAbout1985-12-02 Traffic Impact Study DEF SUB ur" F T
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ABBOTT VILLAGE ESTATES
TRAFFIC IMPACT STUDY
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PREPARED FOR
OSGOOD ASSOCIATES, INC.
NORTH ANDOVER, MA 01845
OCTOBER 1985
FAY, SPOFFORD & THORNDIKE, INC.
LEXING`.PON, MA
Um ENGINEERS
ABSOTT VILLAGE ESTATES
TRAFFIC IMPACT STUDY
OSGOOD ASSOCIATES, INC .
REAL ESTATE
P.O. BOX 536
NORTH ANDOVER, MA 01845
FAY, SPOFFORD & THORNDIKE, INC.
191 SPRING STREET
P.O. Box 802
LEXINGTON, MA 02173
OCTOBER, 1985
INTRODUCTION
This traffic study was conducted to identify the probable
traffic impacts of the proposed 58-unit, single-family
residence subdivision known as Abbott Village Estates to be
constructed adjacent to Abbott Street in North Andover ,
Massachusetts ( See Figure 1) .
The preparation of this traffic study was undertaken by
Fay, Spofford & Thorndike, Inc. ( FST) at the request of Osgood
Associates , Inc . of North Andover , Massachusetts.
Specifically, the study identifies existing 1985 traffic
operating conditions on the affected roadway network and
forecasts future operating conditions with the proposed
project. Also included in the analysis of future conditions
are traffic volumes generated by two subdivisions by others
Florence and Francis Estates, proposed for the Abbott Street
area . Additionally, traffic generated by several office
developments in the Willow Street area of North. Andover is
considered in this traffic study.
In addition to traffic operating conditions, this study
discusses the issues of sight distance at existing and proposed
intersections , the traffic implications of connecting existing
Woodberry Lane with the proposed Woodberry bane Extension, the
location of area school bus stops, and general suggestions for
improving the intersection of Abbott Street and Rea Street.
A summary of this study' s major findings and conclusions
follows.
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TRAFFIC STUDY
FAY, SPOFFORD & THORNDIKE. INC. LEXINGTON, MA
SUMMARY OF FINDINGS
The following sections of this report present the existing
and projected traffic levels for the Abbott Street study area .
Based on these traffic levels and existing physical
characteristics of the area ' s roadway network , a detailed
analysis of present and future operating conditions was
performed.' The following major points are drawn from this
analysis and other work completed during this study.
o A total of 71 single-family homes are proposed for the
Abbott Street area. These are divided as follows :
- Abbott Village Estates: 58 Units (by Osgood Associates )
- Francis Estates : 8 Units ( by others)
Florence Estates: 5 Units (by others )
o A total of approximately 852 daily vehicle trips will be
produced by these 71 single-family units, or 426 inbound
and 426 outbound trips over the course of an average day.
o The existing level of service (LOS) during peak hours on
area roadways and intersections is LOS A. This LOS is
attributable to the low traffic volumes in relation to
roadway capacity (V/C 0 . 08 to 0 . 17 ) of this area ' s streets,
and is the highest and best category of LOS, which is a
concept used to describe the acceptability of traffic
operating conditions.
o Following full occupancy of the 71 proposed residential
units ( and in light of increased Willow Street area office
park traffic in this residential area) , LOS A will remain
in effect during peak periods on those area roadways and
intersections analyzed in this study. Even though daily
traffic increases will be 40 percent to 100 percent,
resultant traffic volumes will still be only a small
fraction of available roadway capacity.
o Roadway improvements will not be required to accommodate
traffic generated by Abbott Village Estates , nor are
roadway improvements required to accommodate Abbott Village
Estates traffic combined when Francis and Florence Estates
traffic . However, in the future should any road work or
sewer/water work be conducted on the narrow eastern section
of Abbott Street between Easy Street and Salem Street, FST
does recommend widening this section of Abbott Street to 20
feet. This is because the existing width of 16 feet, while
adequate capacity wise, is not a desirable width for safety
reasons.
o Acceptable sight distance exists, or with selective
clearing of brush within existing roadway right-of-way or
on the developer ' s property can exist , at all Abbott
-3-
Village Estates ' proposed intersections with Abbott
Street. Acceptable sight distance exists at the
intersection of Woodberry Lane and Marbleridge Road.
o Adequate sight distance does not exist at the proposed
intersection of Nutmeg Lane and Salem Street . Adequate
sight distance can not be achieved through clearing on
lands in the public right of way and/or lands owned by the
project proponent. Because of this inability to achieve
acceptable sight distance, EST does not recommend the
proposed connection between Nutmeg Lane and Salem Street .
o There is no change in level of service on area roadways or
at area intersections resulting from a connection between
existing Woodberry Lane and the proposed Woodberry Lane
Extension. There is no significant traffic operations
benefit from this proposed Woodberry Lane connection to
Abbott Street .
-4-
I
SIGHT DISTANCE
i
In response to concerns raised by area residents and the
North Andover ?Manning Board FST established existing sight
distances at the following intersections (Figure 2 ) ;
1. Existing intersection of Woodberry Lane and Marbleridge
Road.
i
2 . Proposed intersection of Thistle Road and Abbott Street .
3 . Proposed intersection of Woodberry Lane Extension and
Abbott Street.
4 . Proposed intersection of Nutmeg Lane and Salem Street.
Sight distance in these cases is the clear view recommended
for turning movements from intersections . The distance
required is a function of several factors, prime among which is
miles per hour (mph) or vehicle speed. For the purposes of
this study a speed of 45 mph was applied to Salem Street while
35 mph was used in the analysis of proposed intersections with
Abbott Street and Marbleridge Road. Table 2 presents the
findings of this analysis.
As indicated by Table 2, the existing Woodberry Lane and
Marbleridge Road intersection does provide adequate minimum
safe stopping sight distance. While acceptable minimum sight
distance does exist in one direction at each of the proposed
intersections with Abbott Street, minimum sight distance does
not exist in both directions at both 'locations. However,
minimum acceptable sight distance can be obtained and exceeded
in these locations through clearing of brush and trees which
currently obstruct vision. Regarding this clearing in the case
of the two proposed Abbott Street intersections , all necessary
clearing can occur on lands within the roadway right-of-way
and/or lands owned by the project proponent. Once these lands
are cleared, FST recommends that this cleared condition be
assured over time either through deed restrictions, or some
other instrument which will have legal power to assure that
these cleared sight lines are not compromised in the future by
plantings, fences or other obstructions .
Finally, regarding the proposed intersection of Nutmeg Lane
and Salem Street, as indicated in Table 2, minimum safe
stopping sight distance does not exist to the left nor can it
be obtained by clearing solely upon lands within the roadway
right-of-way and/or lands owned by the project proponent.
Under this condition, FST does not recommend creating an
intersection at [nutmeg Lane and Salem Street. Based on this
analysis of sight distance, the subsequent traffic analysis
portions of this study are predicated on there being no Abbott
Village Estates connection with Salem Street,
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TABLE 2
Existing and Obtainable Si ht Distances
Direction Minimum* Existing Obtainable
from Required sight Sight Distance
Location Side Street Siaht Distance Distance With Clearing**
I
1. Woodberry Lane/ Left 250 ' 610 ' : Acceptable
Marbleridge
Road Right 250 ' 355' : Acceptable
2. Thistle Road/ Left 250 ' 210 ' : 380 '
Abbott Street Right 250 ' 360' Acceptable
3. Woodberry Lane
Extension/ Left 250' 225' : 400'
Abbott street Right 250 ' 325 ' : Acceptable ,
4. Nutmeg Lane/ Left 430 ' 335 ' : 390 '
Salem Street Right 430 ' 488' Acceptable ,
* stopping sight distance from A Policy on Geometric Design of
Minimum safe sto ri,.,. .
Highways and Streets, I984. American Association of State Highway and
Transportation Officials.
** Based on clearing brush and trees on property in public right of way and
on property owned by project proponent.
Intersection Geometrics
Intersection geometric data ( street widths) was obtained at
those locations where manual, turning movement counts were
performed ( see the next section, EXISTING TRAFFIC CONDITIONS ) .
The following section describes these locations, while Table 1
summarizes the approach widths .
o Vocation l : Intersection of Abbott Street and Rea Street
Rea Street intersects Abbott Street from the south in a "T"
configuration. At this intersection, Rea Street splits into a
loop due to a large wooded triangular island. Traffic using
the intersection uses both legs of Rea Street for access and
egress, resulting in two separate "T" intersections . There is
no traffic signing control.
o Location 2 : Rea Street and Johnson Street
This intersection is a four-way intersection with no
traffic signing control.
o Vocation 3 : Abbott Street and Marbleridge Road
Abbott Street and Marbleridge Road is a four-way
intersection with Abbott Street being stop sign controlled.
Location 4 : Abbott Street and Salem Street
Abbott Street and Salem Street is a three-way intersection,
with Salem Street being the major road. Abbott Street
approaches Salem Street from the west and is stop-sign
controlled. The north side of Abbott Street is the location of
a small convenience store which appears to produce a moderate
amount of traffic on Abbott Street .
TABLE 1
Intersection Street Width Data
Intersection Street Width Approach Width No. of Lanes
Location 1
Abbott Street West
of Rea Street 20 ' 10 , 1
Abbott Street East
of Rea Street 20 ' 10 , 1
Rea Street (East
Side ) South of
Abbott Street 20 ' 10 , 1
_g-
TABLE 1 (Continued)
Intersection Street Width Data
Intersection Street Width Agproach Width No. of Lanes
Rea Street (West
Side) South of
Abbott Street 20 ' 10 '
Location 2
Rea Street East
of Johnson Street 25 ' 13 ' 1
Johnson Street South
of Rea Street 20 ' 10 ' 1
Rea Street West
of Johnson Street 17 ' 9 ' 1
Johnson Street North
of Rea Street 27 ' 12 ' l
Location 3
Abbott Street East
of Marbleridge Road 18 ' 9 ' 1
Marbleridge Road
South of Abbott
Street 22 ' 11 ' 1
Abbott Street West
of Abbott Street 18 ' 9 ' 1
Marbleridge Road
North of Abbott
Street 22 '
Location 4
Salem Street South
or Abbott Street 24 ' 12 ' 1
Salem Street North
of Abbott Street 24 ' 12 '
Abbott Street West
of Salem Street 20 ' 10 ' l
-9-
EXISTING TRAFFIC CONDITIONS
Prevailing traffic volumes on study area roadways were
established through a series of automatic traffic recorder
(ATR) counts conducted by FST. Through an agreement with the
North Andover Planning Board, these ATR counts were taken
during the week of September 9 , 1985 at three study area
locations. Additionally, as requested by the North Andover
Planning Board these ATR counts were conducted for a period of
72 consecutive hours ( three days) . A.M. ( 7 : 00 to 9 : 00 A. M. )
and P .M. ( 4 : 00 to 6 : 00 P .M. ) peak manual turning movement
counts were also taken at four area intersections . Figure 3
illustrates the locations of these ATR and manual counts.
The results of the 72-hour counts were averaged to
represent the average weekday daily ( 24-hour) traffic (AWDT ) on
area roadways, and is illustrated on Figure 4 , Note that AWDT
is total two-way traffic. Examination of the peak hour manual
turning movement counts established that the area ' s single
highest A.M. peak hour is 7 : 15-8 : 15 , while the area' s single
highest P . M. peak hour is 4 : 45-5 : 45 . Based on these traffic
volumes and the existing geometrics of area roadways the
existing intersection levels of service (LOS) were established.
LEVELS OF SERVICE AND VOLUME-TO-CAPACITY RATIOS
Level of Service (LOS) and the volume-to-capacity ratio are
terms commonly used to describe the efficiency of traffic
operations at a roadway section or intersection under existing
and future traffic conditions.
The Highway Capacity Manual defines six Levels of Service,
ranging from A to F . LOS A represents the best, or near ideal
conditions ; LOS F represents the worst, or severely congested
conditions . Level of Service on urban and suburban roadways is
affected by a number of factors including pavement width,
presence of trucks or buses grades , horizontal curvature,
average vehicle speeds , the number of travel lanes, on-street
parking, turning movements, vertical and lateral clearances,
etc . Table 3 below summarizes the typical delay
characteristics associated with the various levels of service
which are encountered at roadway links and intersections.
TABLE 3
Intersection Level of Service and Ex ected Delay
Level of Expected Traffic
Service Delay
A Little or no delay
B Short traffic delays
10-
i
C Average traffic delays
D Long traffic delays
L Very long traffic delays
F Failure - extreme congestion;
intersection blocked by exter-
nal causes .
The volume--to-capacity ratio (V/C ratio ) results from the
division of the volume of traffic by the theoretical capacity
of a roadway or intersection. A V/C of 1 . 0 is the same as the
worst case of level of service F, just before the intersection
or link breaks down. V/C ' s of 0 . 9-1 . 0 represent highly
unstable, at-or-near capacity traffic conditions, on the
threshold of LOS F or failure conditions . The LOS worsens as
the V/C ratio approaches 1 . 00 . For example, a V/C ratio
greater than 1 .00 indicates that a location is operating at
stop-and-go conditions with intolerable traffic delays.
Vehicles are approaching the intersection more quickly than the
intersection is capable of processing vehicles . Thus, there is
a strong relationship between the V/C ratio (a numerical
representation) and the LOS, which expresses the same concept
of operating efficiency, in terms of the six-letter grade
description. This relationship, which is an elaboration of
Table 3 , is described as follows.
LOS A - The highest quality of service a local or arterial
roadway can provide. It is a condition of free flow in which
there is little or no restriction on speed or maneuverability
caused by the presence of other vehicles . Average vehicle
speeds are greater than or equal to 30 mph. Volume/capacity
ratios are less than or equal to 0 . 60 .
LOS S - Stable flow. Average vehicle operating speeds are
beginning to be restricted by other traffic. Average travel
speed between 25 and 30 mph . Volume/capacity ratios are
between 0 . 60 and 0 . 70 .
LOS C - Still a zone of stable flow, but this service level
is frequently selected as being an appropriate criterion for
design purposes. Average vehicle operating speeds are between
20 and 25 mph. Volume/capacity ratios are between 0 . 70 and
0 . 80 .
LOS D - Approaches unstable flow. Tolerable operating
speeds are maintained, but are subject to considerable and
sudden variation. Freedom to maneuver and driving comfort are
low, and the probability of accidents has increased. Most
drivers would consider this LOS undesirable . Average travel
speeds are between 15 and 20 mph. Volume/capacity ratios are
between 0 . 80 and 0 . 90 .
i
LOS E - The upper limit of LOS E is the capacity of the
facility. Operation at this LOS is unstable . Since headways
are short ( distance between vehicles ) and operating speeds are
subject to rapid fluctuation, driving comfort is low and
accident potential is high. Average travel speeds are
approximately 10 to 15 mph. Volume/capacity ratios are between
0 . 90 and 1 . 00 .
LOS F - Forced flow conditions . Speed and rate of flow are
below levels attained in LOS E and may, for short periods of
time, drop to zero. Volume/capacity ratios are not meaningful
at LOS F since traffic flow is intermittent.
EXISTING ROADWAY LEVELS OF SERVICE
Based on existing traffic volumes and roadway geometrics,
existing 1985 Levels of Service ( LOS ) during the afternoon peak
hour ( 4 : 45-5 : 45 P . M. ) are summarized on Figure 5 . The P . M.
peak hour was found to have higher hourly traffic volumes than
the A.M. peak hour . As shown, the LOS on all area roadways
analyzed is LOS A. This is the highest level of service and
represents a roadway system which is providing more than
necessary capacity for the traffic utilizing it . Further , as
the A. M. peak hour ( 7 : 15-8 : 15 A.M. ) volumes in the study area
were lower than the P .M. peak hour volumes, LOS at those
intersections in the A.M. is also LOS A.
In relation to available roadway capacity, P .M. peak hour
traffic volumes were typically 12 percent (V/C ratios) of
available roadway capacity on study area roadways at these
intersections.
EXISTING INTERSECTION LEVEL OF SERVICE
Analysis of area intersections established the levels of
service presented in Table 4 .
TABLE 4
Existing Roadway and Intersection Levels of Service
Level of Volume to
Location Service Capacity Ratio
Rea Street A 0 . 08
Abbott Street A 0 . 10
Marbleridge Road A 0 . 17
Location Level of Service
Abbott Street/Rea Street ( East) A
Abbott Street/Rea Street (West) A
Johnson Street/Rea Street A
Abbott Street/Marbleridge Road A
Abbott Street/Salem Street A
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TRAFFIC COUNT
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ABBGTT VILLAGE FIGURE EXISTING
ESTATES AVERAGE WEEKDAY TRAFFIC
4 IN S T UDY AREA
TRAFFIC STUDY
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ABBOTT VILLAGE- FIGURE P.M. PEAK HOUR ROADWAY
LEVEL OF SERVICE
ESTATES 5 WITH AND WITHOUT
DEVELOPMENT TRAFFIC
TRAFFIC STUDY
FAY, SPOFFORD & THORNI]IKE, INC. LEXINGTON. III
The preceeding levels of service represent fully acceo_ table
levels of service. Based on these findings , there are no
existing level of service problems at any location examined.
SUBDIVISION TRAFFIC VOLUMES
Arriving at a final assignment of subdivision traffic to
area roadways is the result of a three-step process ; trip
generation , trip distribution and route assignment .
o Trip Generation - Total subdivision vehicle trips were
generated individually for each of the three subdivisions based
upon the total number of housing units contained in each
subdivision.
For each of the three subdivisions in the Abbott Street
area, it should be noted that estimated daily trip generation
is based upon North Andover ' s required use of 12 vehicle trips
per residential unit for traffic analysis purposes . The
Institute of Transportation Engineer ' s Trip Generation Handbook
( 1982 edition) , the industry standard, states that
approximately 10 vehicle trips should be expected per
residental unit on the average per day. Therefore, the volumes
of traffic projected for these projects are conservative
(high) . Peak hour rates are also conservative, as FST has
adjusted
i Generator Handbook ' s rates by the proportion
of 12 to 10 , tobeconsistentwith the Town' s requirement of
use of the 12 trips per unit daily rate.
Tables 5 through 8 present average weekday two-way trips
and peak hour two-way trips forecast for the three proposed
Abbott Street area subdivisions.
o Trip Distribution - Apportioning, directionally,
those trips entering and exiting the three Abbott Street area
subdivisionsites was accomplished through the application of
1980 census data. Specifically, FST obtained from the
Merrimack Valley Planning Commission ( MVPC) trip tables
compiled by MVPC which document the 1980 work destinations by
community, of North Andover residents . FST then applied these
geographic destinations to the proposed peak hour subdivisions '
vehicle trips. This determined the peak hour directional
distribution of project related vehicle trips .
The results of this distribution are that in the A. M. peak
hour , 66 percent of site traffic would exit the sites westbound
on Abbott Street toward Johnson Street and 34 percent would
exit the sites eastbound toward Salem Street . During the P .M.
peak hour FST assumed similar directionality; that is, 66
percent of homebound subdivision trips travel eastbound on
Abbott Street from Rea Street and Johnson Street, and 34
percent travel westbound from Salem Street . This directional
distribution was also approximated by ' the manual turning
movement counts taken in the study area.
-16-
1
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TABLE 5
Trip Generation Forecasts for Proposed 58 Single-Family i
Homes Abbott Village Estates
i
Trip Approximate
Generation Vehicle
Time Period Direction Rate Trips
AM Peak Hour Entering . 24 14
Exiting . 67 39
TOTAL . 91 53
PM Peak Hour Entering .74 43
Exiting . 45 26
TOTAL 1 . 19 69
Average Weekday TOTAL 12 . 0 696
TABLE 6
Trip Generation Forecasts for Proposed 8 Single-Family
e E
Homes Florence Villa Estates
s�.ates
Trip Approximate
Generation Vehicle
Time Period Direction Rate Trips
AM Peak Hour Entering . 24 2
Exiting . 67 5
TOTAL . 91 7
PM Peak Hour Entering . 74 6
Exiting . 45 4
TOTAL 1 . 19 10
Average Weekday TOTAL 12 . 0 96
-17-
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III
TABLE 7
Trip Generation Forecasts for Proposed 5 Single-Family
Homes Florence Village
Trip Approximate
Generation Vehicle
Time Period Direction Rate Trips
AM Peak Hour Entering .24 1
Exiting . 67 3
TOTAL . 91 4
PM Peak Hour Entering - .74 4
Exiting .45 2
TOTAL 1 .19 6
Average Weekday TOTAL 12 .0 60
TABLE 8
Total Trip Generation Forecasts for
Three Abbott Street Area Subdivisions
Approximate
Vehicle
Time Period Direction Trips
AM Peak Hour Entering 17
Exiting 47
TOTAL 64
PM Peak Hour Entering 53
Exiting 32
TOTAL 85
Average Weekday TOTAL 852
-i8-
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However , it should be noted that during the analysis
portion of this study, FST did examine the level of service
implications of the worst-case condition 100 percent of all
A.119. and P .M. peak hour subdivision traffic exiting westbound
or entering from the west via Johnson Street.
In distributing trips associated with the Willow Street
area office developments, FST again applied the aforementioned
census data . However, in this instance , the distribution
derived directly from the home-to-work (outside community)
(North Andover ) census data commute from, was utilized.
o Route Assignment - Utilizing the above new development
trip distributions, subdivision--generated traffic plus office
park traffic was assigned to the area roadways. Figure 6
displays the traffic volumes anticipated to be on area roadways
in the P .M. peak hour . Figure 7 gives the projected weekday
traffic that can be anticipated in the study area with
development.
ANALYSIS OF TRAFFIC OPERATING CONDITIONS WITH DEVELOPMENT
TRAFFIC
Analysis of traffic operating conditions with development
traffic was completed using two different major assumptions, as
identified in the previous section prior to discussing analysis
results in detail each of these assumptions is discussed
further .
o Assumption of Traffic Distribution - FST analyzed LOS
based on two assumptions of subdivision traffic distribution.
The first analysis was based on subdivision traffic being
distributed according to the census-derived trip distribution.
Thus traffic from Abbott Village Estates, along with Florence
and Francis Estates traffic, was distributed onto Abbott Street
assuming that in the morning peak hour 66 percent of these
subdivisions traffic will travel westbound on Abbott Street
toward Johnson Street and will return in the evening peak hour
from that same direction. Based on this distribution, the
level of service of area roadways and intersections was
established for both peak hours. Under the second distribution
assumption, 100 percent of all subdivision A.M. peak hour
traffic was assumed to travel westbound on Abbott Street toward
Johnson Street, and return from that same direction in the P .M.
peak hour . Based on this distribution the level of service for
area roadways and intersections was established for both peak
hours.
Under both analyses, traffic from the Willow Street area
office parks was distributed based on the same census-derived
trap distribution. This study included traffic projected for
the following office parks;
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�0 3 �sT S�R
INNIS $7 o
C I
1G ,:
N�OV,
ABBOTT VILLAGE FIGURE PROJECTED
AVERAGE WEEKDAY TRAFFIC
ESTATES 7 IN STUDY AREA
TRAFFIC STUDY WITH DEVELOPMENT TRAFFIC
FAY. SPOFFORD & THORNDIKE. INC. LEXINGTON. MA
o Willows Professional Park
o North Andover Business Park
o Jefferson Park
o Flagship Drive Business Park
The results of either set of traffic distribution
assumptions ( census or 100 percent ) did not alter the LOS
findings at any location. However , the LOS findings presented
in this report represent trip distribution based on census
derived distribution data.
o Assumption of Woodberry Lane and Woodberry Lane
Extension Connection - Traffic analysis in this report is
presented under the condition that there is no connection
between existing Woodberry Lane and the proposed Woodberry Lane
Extension. This analysis condition was established following
analysis of the affect such a connection would have on area
levels of service and in consideration of the traffic volume
which could be diverted from Abbott Street by this connection
of Woodberry Lane and Woodberry Lane Extension.
Due to the limited number of peak hour trips produced by
homes on Woodberry Lane Extension ( 24 total A.M. peak hour
trips and 31 total P .M. peak hour trips) , only 7 vehicles
during the A. M. and 8 vehicles during the P.M. peak hours trips
would travel to and from Marbleridge Road from these homes via
a connected Woodberry Lane/Woodberry Extension. Also, out of a
total of 312 average weekday trips that would be generated by
the Woodberry Extension development, approximately 106 vehicles
would use this connection. Reducing the Abbott Street average
weekday traffic by these 106 vehicles from 535 to 429 average
vehicles per weekday is much less of an asset to Abbott Street
than it is a liability to the existing Woodberry Lane .
In addition some nonproject-related traffic ( i . e . , existing
street traffic) on Abbott Street or Marbleridge Road may use
this connection to "short-cut" the Abbott Street/Marbleridge
Road intersection, which would further aggravate traffic
problems for existing Woodberry Lane residents.
For these reasons, no change in level of service and very
limited reduction to Abbott Street traffic levels, this study
cannot recommend as necessary or beneficial from a traffic
operations perspective, connecting Woodberry Lane and Woodberry
Lane Extension.
ANALYSIS OF ROADWAY AND INTERSECTION LEVELS OF SERVICE WITH
DEVELOPMENT TRAFFIC
Existing traffic volumes combined with peak hour traffic
generated by Abbott Village Estates , Florence Estates , Francis
Estates and the aforementioned office parks situated in the
Willow Street area results in LOS A on all area roads and at
all area intersections studied ( Figure 3) .
-22-
i
The reason for s thi a. continued LOS A is that both without
and with development traffic volumes on area roadways,
particularly Abbott Street , (Figure 3 ) will remain low. As a
result, the corrosponding peak hour volume--to-capacity ratios
are also very low; for example, volume-to-capacity ratios equal
0 . 08 on Rea Street 0 . 10 on Abbott Street, and 0 . 17 on
Marbleridge Road without the development . The top limit of the
LOS A range is 0 . 60 . During peak hours with development,
traffic the highest V/C ratio in the study area is 0 . 22 on
Marbleridge Road . This still signifies low traffic volumes
loads on area roadways, without any meaningful reductions in
operating conditions. Note, a continued LOS A does not imply
that increased traffic volume will not be noticable; it will
double in some cases. However, it can be absorbed by existing
roadways without congestion occurring.
Similar results are found for peak period LOS at the five study
area intersections; as indicated in Table 9 , LOS remains A.
TABLE 9
P .M. Peak Hour Roadway and Intersection Levels of Service
and Volume to Capacity Ratios With Development
Level of Volume to
Roadway Service Capacity Ratio
Rea Street A 0 . 10
Abbott Street A 0 . 13
Marbleridge Road A 0 . 22
Location Level of Service
Abbott Street/Rea Street (East) A
Abbott Street/Rea Street (West) A
Johnson Street/Rea Street A
Abbott Street/Marbleridge Road A
Abbott Street/Salem Street A
As is the case with area roadways, there is a large amount
of excess capacity at each intersection studied. Vehicle trips
produced by all development traffic included in this study does
not exceed the reserve capacity available to maintain LOS A.
It should be noted that LOS A, while the best operating
condition, is not the only acceptable LOS. LOS ' s S and C are
acceptable, with LOS C often utilized for "design" LOS for new
roadways and intersections . All study area locations could
absorb substantially more traffic than projected while
providing acceptable peak hour levels of service.
Based on the proceeding findings, no traffic operation
problems will exist in the study area as a result of
development traffic. No roadway improvements are necessary as
-23-
a result of Abbott Village Estates traffic when considered
individually or when considered in conjunction with traffic
generated by other area developments.
However, FST would recommend that when any type of roadway
work ( resurfacing or installing water or sewer pipes) occurs on
Abbott Street between Easy Street and Salem Street that this
section of Abbott Street be widened from lb feet to 20 feet,
While the existing width is adequate for traffic demand, it is
not a desirable width for safety reasons.
REA STREET TRIANGLE IMPROVEMENTS
Responding to concerns of area residents related to traffic
operations at the Rea Street triangle, FST conducted a
preliminary examination of this location. The problem
identified by local residents involves the uncontrolled ( lack
of stop signs) nature of this location and the resultant often
erratic driving of motorists traversing this location.
Field observation by FST did not reveal any operations
problems associated with this location. Existing traffic
volumes do not meet state requirements for stop signs.
However , a stronger sense of order could be imposea on this
location by making the triangle a one way pair . Under this
approach the east side would be one way toward Abbott Street
while the west side would be one way from Abbott Street to Rea
Street . This will eliminate the potential for merging
conflicts at the Rea Street point of the triangle,
SCHOOL BUS STOPS
Responding to the North Andover Planning Board' s request,
FST has identified the locations of study area school bus stops
and their associated pick up and drop off times ( see
Figure 8) . As shown, the A. M. pick up time occurs during the
morning peak hour while P .M. drop off occurs prior to the
afternoon peak hour .
FST is not aware of accidents occurring at these locations
and therefore can not comment on the existing safety aspects of
these locations .
However, it would be beneficial where necessary to remove
any vegetation which reduces the waiting area used by school
students . This action will assure that students have an
adequate area away from the roadside to wait for bus pick up,
and that drivers have improved sight-distances to see awaiting
children.
-24-
,
`I f7
M �• O � �AtilQ�
6WsDv-Ii
LL 1,
`i
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--
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41
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:wT ,+�' -� in 16r \. �. of Il' O
1,1 Co E f
a.4y' r. `r r 1 UY rn
tra tir-
U13'
i; = cc
o
a ,
14 v r
J, � vsi t ' ,n
/ a
�-
ic
w J U)
uj
LL
LL
k�Q {!+7J1 f{) LIJ
-rN,
t 1 O 0 O Q
I
APPENDIX
Traffic Counts
P, SFQrFORD Bosl g THORNOIKi INC VEHICLE
VOLUME
ENGINEERS
6057QN,M�55 '.
GRAPHIC SUMMARY SHEET
Location Date Day
Time / Hours from
7/5 A.M. to 6 A.M.
P M. P, M.
indicate Weather GGEA�
North by Road Surface Condition
Arrow
E \�
z �
/g
4z�
(Street Name
REMARKS
COMPILED BY
FAT,BporrOND B TRORUDIRE INC
NO I NEERS
BOSTO N.
MASS
VEHICLE VOLUME COUNT
GRAPHIC SUMMARY SHEET
INTERSECTION OF AND TIME —HOURS FROM
7.2-E, A.M. to A.M.
WEATHER L'�f ROAD SURFACE CONDITION PM. to _p M.
INDICATE NORTH aW
X N
NAME
. ....................
E107
VEHICLES COUNTED
CLASS DIRECTION tV
ALL
PASS
comm.
OTHER
REMARKS:
1
FAY,SPOFFORD 9 THORNDIKC.INC li
ENDINCCRS
BOSTON,MASS. pp
I
VEHICLE VOLUME COUNT
GRAPHIC SUMMARY SHEET
INTERSECTION AND -`'C"=� �% TIME HOURS FROM
726 A.M, to B;/S A.M.
WEATHER ==�'�' ROAD SURFACE CONDITION PM. to P M.
I
INDICATE NORTH ,V
�I f�
a
z
NAME
S
sm
' ? 2
VEHICLES COUNTED
C!ASS DIRECTION �
ALL
PASS
COMM.
OTHER �l
REMARKS;
1
.,.nrrono B TNOR NNinC INC VOLU
E Nr,NCCp5VEHICLE
BPSTON M4S5
GRAPHIC SUMMARY SHEET
�T Sr wEsr 9 it ��
Location /4557 � G ) Dote _ Doy
Time Hours from
7 A.M. to A.M.
P M. R M.
Indicate Weather
North by Rood Surface Condition
Arrow
� N
911
v
to
11
(Street Name
REMARKS
COMPILED BY
EMC-NEE pS VEHICLE
VOLUME
BtlSiDN Mw55 '.
GRAPHIC SUMMARY SHEET
Location 2,.,5-ate Z:5-" 7� ���r) - Date pay
Time Hours from
71,5 A.M. to -f-VE A.M.
P M. P. M.
Indicate Weather
North by Road Surface Condition
Arrow
E t.S
L
can �3
�V3
(Street game
REMARKS
COMPILED BY
S vOf fOpp Q 7NpRNpIMt INC VEHICLE
�V/ ■iV■iLUi t iE
FN".NECHS
BOSlON.MASS
GRAPHIC SUMMARY SHEET
Location pate g5 pay uv
Time Hours from
A.M. to A.M.
445 P M. 5:4^51. P, M.
Indicate Weather
North by Road Surface Condition
Arrow
l\
5�
1
�1 QS
u7 �
009
477 �g
✓.di��� fir:
(Street Name
REMARKS
COMPILED BY
FAy,SPorroao a TNORNOIKC.INC
ENOINCCRS
BOSTON,MASS.
VEHICLE VOLUME COUNT
GRAPHIC SUMMARY SHEET
INTERSECTION OF���/,clk/�T AND TIME / HOURS FROM
A.M. to A.M.
WEATHER ZLCOay ROAD SURFACE CONDITION 4•'-?S PM, to P, M,
INDICATE NORTH C\�
mad
NAME
dolt
G
VEHICLES COUNTED t'� N
CLASS DIRECTION Q `
ALL
PASS N
COMM.
OTHER
t,
REMARKS:
3
FAT,SP0110Rp B SNOANOMC_kNC {
g OSt O+.I.fA55
VEHICLE VOLUME COUNT
GRAPHIC SUMMARY SHEET
INTERSECTION OFA1Xr_,av6-,lJj26E AND TIME HOURS FROM
A.M. to A.M.
WEATHER ROAD SURFACE CONDITION • I?M. to =d5 p M.
Q.
INDICATE NORTH
IAJ
NAME
z
3
=30 Zo 0_5
Z
09 z5 .33
Z
VEHICLES COUNTED
GLass DIRECTION m ~
ALL m
PASS
comm.
OTHER m
REMARKS;
C cp�FpRp&THORRD-C INC
cr.HG.NCERS VEHICLE
BOST01 VOLUME `
GRAPHIC SUMMARY SHEET
Location .Q.��7—r �r/��o �Si. E7psT ) Date /o B pay T H Y
J�2- ,QtiZ->�%gin
Time Hours from
A.M. to A.M.
P M. , P. M.
r< Indicate Weather C�au�Y
North by Road Surface Condition
Arrow
3
n �} \
V7 �
A� 9
/9
(Street Name)
RE M ARKS
COMPILED BY
I
3
5v0«4R0 6 TNORNOIK[ INC
r NGiNCCRS VEHICLE VOLUME
BOSTON MASS
GRAPHIC SUMMARY SHEET
Location ���`rT �T �f��'P �T�/—ter Date Day �,urs�a1
Time Hours from
A.M. to A.M.
4•'4'5 p M. 5: P, M.
Indicate Weather C'yuti'
North by Road Surface Condition
>1 Arrow
zu
W
v
� E
Q
9
9
/3 3 /G
/D
(Street Name
REMARKS
COMPILED BY
Fav, Snet#ard t TncrndiRe Inc, SIE Na.: 0A-005 FILE: R£ASTRET
RMRTN ANDOVER.
CORRECTION Ft,STC;,; 1,0i' TUESDAY SEPTEMBER 10, 1985
------------------------------------------------------------------------------------------------------------------------------------
HOUR NORTH HOUR SOUTH HOUR COMBINED
BE61NS 0 15 30 45 TOTAL 0 15 30 45 TOTAL TOTAL
----------------------------------------------------------------------------------------------------------------------------------
AM
12 0 0 0 1 1 0 0 0 0 t 0
f 0 0 0 0 i 0 0 0 0 1 t
2 0 0 0 0 1 0 0 0 0 t #
0 1 0 0 1 0 0 0 0 1 0
4 iF 0 0 2 2 0 0 0 1 1 3
5 0 0 1 0 1 0 0 0 0 1 0
6 0 2 2 4 8 1 1 0 4 6 14
7 1 4 ij 2 7 5 4 6 1 19 26
8 1 3 3 1 8 5 5 1 2 13 21
9 1 1 0 0 2 2 2 0 1 5 7
10 0 2 1 0 3 0 1 1 0 2 5
11 1 1 0 1 2 0 1 4 9
PM
12 6 3 1 0 10 3 0 1 0 4 14
f i 3 2 6 12 2 2 0 1 5 17
2 4 1 g 3 0 4 3 10 19
3 1 4 1 9 4 0 1 2 7 16
4 2 3 4 6 15 1 4 2 5 12 27
5 9 4 5 5 21, 5 4 4 4 17 40
6 14 3 2 23 6 1 0 0 7 30
7 1 2 4 0 0 1 0 1 10
8 0 1 _ 2 5 0 1 1 5 10
9 2 V i> t 1 lF (f 3 6
10 0 1 1 0 2 ii 0 i 0 t 1
TOTALS 15S 117 275
AM PEAK HOUR IS 6:45 TO 7:45
VOLUME HCRT;-: q S17L'TH: 19 COMRINED: 28
DIRECTIONAL SPLIT 32: 63
FEAT: HOUR FACTOR 0.56 01'19 0.8£
Fi, FEAK HOUR. IS ::15 T:' u..v
YOLUXE h'L:=T : _. au-iTH: I C ON.9111ED: 46
I>IRECTIONAL SPLIT
i:ki' HOUR 1=A,TOR k:', €' `: 0,57
Fay, Snnfford t Thun.liki Ins, F IT. N2 OY-n C FILE: F7-A:TcET
15 MINUTE, 2 CHANNEL VEHICLE COUNT FA STF.;E�, NORTH ANDOVER
CORRECTION FACTOR: 1,00 WEDNESDAY SEPTEMBER 11, 198Z
------------------------------------------------------------------------------------------------------------------------------------
HOUR NORTH HOUR SOUTH HOUR COMBINED
BEGINS 0 15 30 45 TOTAL 0 15 30 45 TOTAL TOTAL
------------------------------------------------------------------------------------------------------------------------------------
AM
12 0 0 0 0 # 0 0 0 0 # #
1 0 0 0 0 1 0 0 0 0 # #
2 0 0 0 0 # 0 0 0 0 1 #
3 0 0 0 0 # 0 0 0 0 # I
4 0 0 1 1 2 0 0 1 0 1 3
5 0 0 0 0 # 0 0 0 1 1 #
6 0 1 1 0 2 3 0 1 9 13 15
7 6 2 1 0 9 7 6 6 5 24 33
8 5 1 3 3 12 6 3 2 1 12 24
9 2 2 4 0 8 3 3 0 2 8 16
10 2 1 2 3 8 2 2 0 7 1`
11 3 2 4 1 10 0 4 0 3 7 17
PM
I2 1 4 3 11 0 1 4 3 6 19
1 0 1 4 1 6 2 3 3 0 6 1-
2 0 2 3 1 6 0 6 1 1 S 14
3 2 4 7 1B 4 3 4 2 13 31
4 5 4 1 3 13 2 2 14 21 34
5 9 4 6 7 26 8 6 2 2 1E 44
6 17 10 5 3 35 3 3 3 1 10 4
7 1 2 2 10 0 6 2 2 1(' 2(�
8 5 1 0 0 6 6 0 0 _
9 1 2 4 1 B ( (, 0 1 1 9
10 0 0 0 0 # 0 t+ 0 1 ; x
!l I 1 1 1 4 0 € 0 0nA
# 3
fuihLJ 171
AY PEAL; HOUR IS 6:45 TO 7:45
VOLUME NORTH: 9 NORTH: 28 COMBINED: 3-
D>IRiECTIONAL SPLIT 241 ib
PEAK HOUR FACTOR 0.38 0,7B 0,71
-Y PEE,:, HOUR IS z:�., TO 5;45
VOLUME NOR TH: 2 SOUTH: 3t COMBINED: 52
DIRECTIONAL SPLIT
PEAK HOUR FA TOR 0.61 0,5� (.78
I
+or, i Thc'nc+i1:e ]n_, SITE 176�: REA Tkt:T i
15 MINUTE, CHANT EL VEHICLE COUNT REP. STREET. NORTH ANDOVER
CCFRECTION FACTQk. 1,00 THU-IRSDAV SEFTEMB F' 12. 198J
s
------------------------------------------------------------------------------------------------------------------__------_--_—___—_
HOUR NORTH HOUR SOUTH HOUR COMBINED
BEGINS 0 15 30 45 TOTAL 0 15 30 45 TOTAL TOTAL
------------------------------------------------------------------------------------------------------------------------------------
AM
12 4 1 0 1 2 0 0 0
1 U 0 0 0 1 0 0 0 0 1 1
2 0 0 0 0 t 0 (E 0 U 1 1
3 U 0 t 0 0 U 1 1
4 0 U v 1 1 0 (s 0 0 1 0
5 0 2 0 0 2 (s 0 2 U 2 4
6 0 1 0 4 U 1 1 l 3 7
7 0 4 1 1 6 _ 7 2 7 18 24
6 0 1 (s 2 i 0 6 9
9 0 0 _ 1 _ 3 4 1 10 13
10 1 0 (s 0 1 ti 7 11
11 2 0 ( 4 2 8 12 i
PK
12 3 1( G 2 S 19
1 0 4 (r E i 3 t 2 7 15
1 7 15
3 3 _ 4 1; 1 6 12 23
4 3 7 22
5 0 » 23 2 2 14 35
c 2i 2 .s 9 30
7 7 19
6 i i 1 0 2 11
4
------------------------------------------------------------------------------------------------------------------------------------
T:Tr. 1.f, 277
kt , EA=. H IJ=. .. '.I TC, 671=
'CLGa` hi:, F, 6 SOUTH: 3 CO>SBIN Ir: 2��
1•cA1: KuF: FA-ITC': i.5£r 6= 0.59
SOUTH, 1. CQ19B11c:5.
0.67
F?v, Soofinr2 S Tharr,dikp Inc, SITE NG,: Q�-W rILE: M-::i;ISE
15 MINUTE, 2 CHANNEL VEHICLE COUNT M A RBLER I 11SE RO»i, h2F;Tr AHDOVEF
CORRECTION FACTOR: 1.00 TUESDA" SEFTEM:E>. IC,, 1385
------------------------------------------------------------------------------------------------------------------------------------
HOUR SOUTH HOUR NORTH HOUR COMBINED
BE5iNS 0 15 30 45 TOTAL. 0 15 30 45 TOTAL TOTAL
AM
1� 0 0 0 1 1 0 0 0 0 1 0
1 0 0 0 t 0 0 0 0 !
2 0 0 0 0 1 0 0 0 0 t t
0 0 0 0 t 0 0 0 0 t t
4 0 0 0 0 ! 0 0 0 0 t I
(1 2 0 1 3 1 0 0 1 2 5
b 2 4 2 9 17 0 0 0 4 4 21
7 9 9 8 15 41 3 1 1 6 If 5_
8 6 4 2 11 23 3 4 2 5 14 37
9 3 3 2 2 10 1 1 2 4 8 19
10 1 3 12 6 1 2 1 iG 22
11 4 2 2 3 11 1 4 1 4 10 21
P.
' 4 18 3 3 1 0 7 25
1 5 3 6 6 20 2 4 4 4 14 3-
7 5 5 18 5 3 7 6 23 41
7 7 7 6 27 1 4 4 3 12 3�
4 5 7 9 24 9 6 7 31
:. 7 8 9 7 26 7 9 7 9 32 .c
ti s 2 8 13 32 7 5 27 d`
7 7 4 ;i 1 1J 4 2 4 1 1f LL
0 L 1 f 7 4 1 1 0 9 iC
9 2 1 2 8 4 5 2 1 12 2(:
10 (> 0 2 2 4 0 1 1 1 7
-----------------------------------------------------------------------------------------
TOTALS: 309 239 �..
AM PEAK HOUR IS 7:00 TO 8:00,
VOLUME SOUTH: 41 NORTH: 11 CCY3iNED: 52
DIRECTIONAL SPLIT 791 21'
PEAKHOUR FACTOR 0.68 0.46 0.62
PY FEAI, HOUR IS 4t3t TO 5:3{
VOLUME OUT": 31 NGRTX 32 C: isi ;M
DIRECTIONAL SPLIT »7: :J%
PEAT; HOUR FACTOR (.,86 0,F? 0,33
i
Fa:, 4;.o{ T I: 1A FIT: FILE; hRnLj. _
1` r1INUTE, CHINNEL VEHICLE COUNT t1ARBLERIDBF ROW!, NORTH ANDOVEk
CORRECTION FnCTD,, 1,06 WEDNESDAr SEPTEMKF. 11. 1985
------------------------------------------------------------------------------------------------------------------------------------
HOUR SOUTH HOUR NORTH HOUR COMBINED
FEGINS 0 15 30 45 TOTAL 0 15 30 45 TOTAL TOTAL
------------------------------------------------------------------------------------------------------------------------------------
AN
12 0 1 0 0 1 0 0 1 0 1 1
1 0 0 0 0 1 0 0 0 0 1 =
0 (F 0 0 1 0 0 0 0 1 1
3 0 0 0 0 1 0 0 0 0 1 1
4 0 0 0 0 1 0 0 0 0 4 1
5 l 0 0 1 2
6 2 1 2 8 13 0 0 0 4 4 17
7 8 12 9 18 47 4 6 5 7 22 59
8 7 4 6 1 I8 2 5 2 2 11 29
9 3 2 4 7 16 6 2 7 2 17 33
10 6 3 2 4 15 2 2 4 11 26
11 2 4 1 10 4 4 9 L 19 19
PP
12 5 1 3 12 4 5 7 4 20 32
1 7 4 ; 18 2 3 5 1 11 29
1 8 7 2 18 5 5 6 18 36
6 9 5 4 14 7 8 5 2, ,7
4 5 5 10 24 10 8 8 14 40 64
5 9 4 8 25 9 7 8 632 57
6 3 5 6 ? 20 11 8 8 ' 34 54
6 8 5 5 24 10 5 ? 19 4a
E 7 1 2 1 11 6 4 2 15 26
Y 0 1 4 3 8 3 1 1 1 6 14
11 0 2 0 1 3 1 0 0 1 2
-----------------------------------------------------------------------------------------------------------------------------
r�sr.s: tt� nr
n.. a,.. 313
A l FEAK HOUR 15 7.00 TO 6,.00
YOLUK SOUTH, 47 NORTH; 22 COM?I h E 69
'IRE.CTIONAL SPLIT a. 32%
FEAt; u,:U:, FACTOR 0.65 0.79 0.69
Fr 'rEAI: r:UR IS ;.1: TO 5;.
VOL'! ' 4 T :E NORTH: C0 -'d i1, 67
•r �• r^;;
.1%E�TStI..nL 5FL'►I yc� J9
En!. F3U=. FACTOR U.7i t.7': i,70
Fav, Seeffcr! € Therndii:s lr:. SITE NO,. 0{.-W =ILE: tfPPLFf,=_
15 M1NUTE, 2 CHANNEL VEHICLE COUNT HARPLEP.IDGE ROA£, NOR.T% ANDOVEF.
CORRECTION FACTOR.: 1.00 THUFSOA'i 5EFTEN?EF IL', 1995
------------------------------------------------------------------------------------------------------------------------------------
HOUR SOUTH HOUR NORTH HOUR COMBINED
BEGINS 0 15 30 45 TOTAL. 0 15 30 45 TOTAL TOTAL
------------------------------------------------------------------------------------------------------------------------------------
AM
12 0 2 0 1 3 0 0 0 1 1 4
1 0 0 0 0 # 1 0 0 0 1 #
2 0 0 0 0 1 0 0 0 0 # #
3 0 0 0 0 # 0 0 0 (! # t
4 0 0 0 0 # 0 0 0 {! # #
5 0 0 1 3 4 1 1 (! 0 2 6
6 3 0 3 9 15 1 1 {! 2 4 19
7 8 5 11 12 36 1 5 6 4 16 52
8 9 9 4 25 2 7 ;4 39
9 0 4 5 5 14 1 2 1 6 20
10 7 3 1 14 5 2 1 {' 6 22
11 2 5 2 11 2 0 7s 7F k9
PH
12 3 2 2 3 1t! 3 0 i 17
3 6 2 0 7 15 3 7 6 15 7)
2 4 9 21 1 4 15 1-16
11 9 6 4 :G 7 4 7 19 49
4 8 11 8 15 4 14 9 1 41 8
5 11 5 4 13 33 5 b c 1= 29 6-'
6 3 1 7 ° 15 1 7 '. 25 44
8 3 0 {! 5 4 } 8 13
9 3 0 D 6 5 15
10 2 0 3 1 2 { 1 4
11 0 0 1 0
------------------------------------------------------------------------------------------------------------------------------------
TOTALS 71 :J
Ali PEAK HOUR IS ,:3(M TO Z.3{O
VOLUME SIDUTH: tit NORTHc 10 C or,FI YEG: 60
DIRECTIONAL SPLIT o54 2'r;
PEAT; HOUR FACTOR 0.85 (1.62 10 88
PH PEAii HOUR IS :0 TC 7:{!0
VCR€UAE. SOUTH: _ ktC,Tr: 4; COMB INl if: 8's
D1REC.T10NMI- aRLiT 5i; 4i
i
Fay. 5ooffar. I horn diI:p Inr-. SITE 110.: GA-005 ILE, Ai�Tk=E
15 MNUTE, 2 CHANNEL VEHICLE COUNT AP OTT STREET, IXRTH A1iDOVER VEST 0: FlE STREE'
CORRECTION FACTOR; 1.00 TL!EaDP. SEPTEMBER I0, i9E,5
------------------------------------------------------------------------------------------------------------------------------------
HOUR WEST HOUR EAST HOUR COMBINED
BEGINS 0 15 30 45 TOTAL 0 15 30 45 TOTAL TOTAL
------------------------------------------------------------------------------------------------------------------------------------
AM
12 0 0 0 0 I 0 0 0 0 ! 1
1 0 0 0 0 t 0 0 0 0 ! t
2 0
3 [> 0 0 0 t 0 0 0 0 1 t
4 (! 0 (y 1 1 (! 0 [! 0 1 0
5 0 [> 1 1 2 0 0 0 0 t 1
6 0 1 3 3 (! {s 0 0 t 4
1 5 4 4 aIB 0 0 (! 1 1 F
1~ 3 10 0 1 14 1 0 [+ 0 1 15
g f 2 1 1 5 1 f 1 0 3 ^o
13 1 2 2 1 6 1 1 1 1 1(
PI;
11
_ 4
2 6 In 5 i 0 27
t _ I9 i _ 1 2 i5
5 4 c• 11 2i 1 1{lF _ 5 1;
C 5 7 1C
L! 2 t 0 1 (+ 1
10 c 1 3 ( 4
I v 0
------------------------------------------------------------------------------------------------------------------------------
I C,T L 21! c- �74
G.h!, H3LAY 1, l:'•t' TO 8:3,
VD'L?PE WE73- 22 EAST 2 COt13IN D:
n C k4
72% ❑%
-:;3• r:UU F� OR 0.55 0.50 01.60
....j�:h;E W=" ; EAS J T CO 3= tl ni ltiEi 52
SIT: tlt,. 04-005 FILE: ABDTHFEA
15 H1ti°T E. ^ CHAtitiEl YE :iCLE COL"— ABBCTT STREET. NORTH ANDDVER REST OF REA STREET
CDRRECTI[''+ FACTOR: 1,01' SEPTEMBER 111 1485
------------------------------------------------------------------------------------------------------------------------------------
HOUR WEST HOUR EAST HOUR COMBINED
BEGINS 0 15 30 45 TOTAL 0 15 30 45 TOTAL TOTAL
------------------------------------------------------------------------------------------------------------------------------------
AY
!? (s 1 0 0 1 1 0 0 0 1 2
1 0 0 0 0 i 0 0 0 0 1 1
2 0 0 0 0 1 0 0 0 0 1 1
0 0 0 €l 1 0 0 0 0 1 1
4 G 0 0 ( 1 (> 0 0 0 1 1
0 0 0 0 1 1
6 3 ( 4 5 12 1 0 0 2 3 15
14 8 7 8 37 3 1 3 1 B 45
E 3 3 11 2 0 3 0 5 16
3 2 52 12 0 0 1 f ? 14
l? 3 5 _ 14 2 1 0 1 4 18
i t 4 3 4 ;+ 0 1 6 15
PI,
is 1 4 1 11 2 1 0 2 5 16
1 1 3 11 2 1 2 6 17
4 4 13 i 0 1 2 4 17
s ti 3 4 0 2 0 3 14
x z
1 0 2 5 27
4 2y a 1 4 14 34
49
7 13 ( 0 0 0 1 12
8 _ 1 0 1 0 2 4
1€
:1 1 2
TGTALS 82 335
At, PEA1. HOUR I S 7,0(; TC- _;0
VOLUME EA'T : E COMBINED: 45
DIRECTIONAL SPLIT E2 12
F.
PEAK HOUR rh�.iz:TO�n .tc - --- 0.61 0.66
PM PEk HOUR I--- ,:45 Ti
VOLUME =- :€s;T 1= CO1iB1NcI1: 49
DIRECTIONk _°LIT
PEAK HOUR FACi'70 G.. . 0.72
Soo-iml '. ThorridiI:E I SITE 140. 0i1-005 rtLE, APOTWFEI'�
1:1 YINUTE. CHANNEL VEHICLE COUNT ABBOT! STREET, NORTH ANDVEF. 'WEST OF REA STREE-1
CH.PIECTIOH FACTOR: 1,00 THURSDAY SEPTEMBER l'Ls 1455
HOUR WEST HOUR EAST HOUR COMBINED
fE6I115 0 15 .0 45 TOTAL 0 15 30 45 TOTAL TOTAL
------------------------------------------------------------------------------------------------------------------------------------
l+x
12 0 0 0 0 1 0 0 0 0 1
1 0 0 0 0 # 0 0 0 0 1
0 0 0 0 [ 0 0 0 0 1
0 0 0 0 1 0 0 0 0 1 1
{ 0 0 0 1 f 0 (> 0 0 1 0
0 3 1 1 z 0 0 0 0 1 2
5 1 EI 3 2 b 0 0 1 0 1 7
7 6 5 20 0 1 0 0 1 21
b 2 3 2 13% 2 0 1 6 14
2 3 2 10 0 0 1 0 1 11
4 2 12 0 1 1 15 15
2 1 5 0 2 0 0 2 7
Y`c
f2 t 2 2 2 9 1 2 EI 1 4 13
: 2 0 1 € 4 EF 0 l EI 1
1 5 6 16 i 1 1 1 4 20
o 6 B 1 21 6 2 1 12
1 1 1 6 [ 1 2 0 4 12
7 1: f 2 3 6 21
E+ 7 l' 1 2 0
4 2 ;1 12 1 E+ 0 1 13
6 1 4 3 1 9 f 0 0 1 2 11
L _ 2 2 0 6 G 0 0 0 1 5
f 2 2 0 ; E 2 0 0 6
E E1 0 3 3 EI 0 0 0 1 2
I l•1��. 1TY
rig` IU 2.15
;WEST 24 EAST COPIFINFc' 27
:T E IO.N. ..:1 89% 1114
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