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HomeMy WebLinkAbout13. Traffic Impact Study Executive Summary - Comprehensive Permit - Application - 0 Prescott Street 10/21/2025 Transportation Impact Assessment Zero �Prescott �East Mill Residential Development 0 Prescott Street North Andover, Massachusetts Prepared Vicar:. East Mill Housing, LLC c/o RCG LLC 17 Iv oo Street, Suite 100 Somervflle, MA O2143 October 2025 Prepa,red by Vanasse & �E, Nevv' E ng I q nd Busi ness Cente r D r ive Associates inc S',)uite '140 TrairisportaLion Engineers tau Rlariners Andover, NIA 01810 Vanasse & �S Nevv, Englancl Business Center Dnve Associates inc 'Du its '140 'rrainsportation Engineer's & Rlanners Anclovei,, 1,AA 01810 October 14,2025 Dear Reviewer: This letter shall certify that this Tiwnsporwlion Inipuel Assessmen/ has been prepared under my direct supervision and responsible charge. I am a Registered Professional Engineer(P.E.) in the Commonwealth Of MaSSaChL1SCttS (MaSSaCIILISCUS P.E. No. 38871, Civil) and hold Certification as a Professional Traffic Operations Engineer (PTOE) from the Transportation Professional Certification Board, Inc:. (TPCB'), ail affiliate ofthe Institute offransportation Engineers(ITE)(PTOE Certificate No. 993). 1 am also a Fellow Of the InStitUtC of Transportation Engineers(FITS). Sincerely, V A SS F & A S'S OC( IA15TES-, INS". ffrey S. Dirk, F.. F TOE, FITE Managing Partner 6)wwwrdva.com *01(978) 474- 00 CONTENTS EXECUTIVESUMMARY..............................................................................................................I INTRODUCTION............................................................................................................................5 ProjectDescription..............................................................................................................5 StudyMethodology.............................................................................................................6 EXISTINGCONDITIONS..............................................................................................................7 Roadways............................................................................................................................7 Intersections.........................................................................................................................8 ExistingTraffic Volumes....................................................................................................9 SpotSpeed Measurements.................................................................................................11 Pedestrian and Bicycle Facilities.......................................................................................1 1 PublicTransportation........................................................................................................12 Motor Vehicle Crash Data.................................................................................................12 FUTURECONDITIONS...............................................................................................................15 FutureTraffic Growth.......................................................................................................15 Project-Generated Traffic..................................................................................................17 Trip Distribution and Assignment.....................................................................................17 Future Traffic Volumes—Build Condition.......................................................................18 TRAFFIC OPERATIONS ANALYSIS.........................................................................................19 Methodology.....................................................................................................................19 AnalysisResults................................................................................................................22 6:10320 Nnnh And,i r,MA Repro \En Mill Rc,i TTA 10_25.dncx CONTENTS (Continued) SHARED PARKING ANALYSIS.................................................................................................26 SIGHT DISTANCE EVALUATION.............................................................................................28 CONCLUSIONS AND RECOMMENDATIONS.........................................................................30 Conclusions.......................................................................................................................30 Recommendations.............................................................................................................31 6:10320 Nnnh And,—r,MA Rcp—n \E—MilI Rc,i TTA 10_25.dncx FIGURES No. Title 1 Site Location Map 2 Existing Intersection Lane Use, Travel Lane Width and Pedestrian Facilities 3 2025 Existing Weekday Morning Peak-Hour Traffic Volumes 4 2025 Existing Weekday Evening Peak-Hour Traffic Volumes 5 2032 No-Build Weekday Morning Peak-Hour Traffic Volumes 6 2032 No-Build Weekday Evening Peak-Hour Traffic Volumes 7 Trip-Distribution Map 8 Project-Generated Weekday Morning Peak-Hour Traffic Volumes 9 Project-Generated Weekday Evening Peak-Hour Traffic Volumes 10 2032 Build Weekday Morning Peak-Hour Traffic Volumes 11 2032 Build Weekday Evening Peak-Hour Traffic Volumes 0:10320 Nnnh And,i r,MA Repro \En Mill Rc,i TTA 10_25.dncx TABLES No. Title 1 Study Area Intersection Description 2 2025 Existing Traffic Volumes 3 Vehicle Travel Speed Measurements 4 Motor Vehicle Crash Data Summary 5 Trip-Generation Summary 6 Peak-Hour Traffic Volume Increases 7 Level-of-Service Criteria for Signalized Intersections 8 Level-of-Service Criteria for Unsignalized Intersections 9 Signalized Intersection Level-of-Service and Vehicle Queue Summary 10 Unsignalized Intersection Level-of-Service and Vehicle Queue Summary 11 Mill Complex Land Uses Peak Parking Demands 12 Mill Complex Composite Hourly Average Parking Demand 13 Sight Distance Measurements 0:10320 Nnnh And,i r,MA Repro \En Mill Rc,i TTA 10_25.dncx EXECUTIVE SUMMARY Vanasse & Associates, Inc. (VAI) has conducted a Transportation Impact Assessment (TIA) in order to determine the potential impacts on the transportation infrastructure associated with the proposed 296 unit multifamily residential development to be located on a parcel of land,located at the corner of High Street and Prescott Street,and referred to as 0 Prescott Street in North Andover, Massachusetts, that is situated within the East Mill area of the former Davis and Furber Machine Shop complex(hereafter referred to as the"Project"). This assessment was prepared in consultation with the Town of North Andover and the Massachusetts Department of Transportation(MassDOT), and was performed in accordance with MassDOT's Transportation Impact Assessment (TIA) Guidelines and the standards of the Traffic Engineering and Transportation Planning professions for the preparation of such reports. Based on this assessment,we have concluded the following with respect to the Project: 1. Using trip-generation statistics published by the Institute of Transportation Engineers (iTE),1 the Project is expected to generate approximately 1,320 vehicle trips on an average weekday(two-way, 24-hour volume),with 117 vehicle trips expected during the weekday morning peak-hour and 110 vehicle trips expected during the weekday evening peak-hour. 2. The Project will not have a significant impact (increase) on motorist delays or vehicle queuing over Existing or anticipated future conditions without the Project (No-Build conditions), with all movements at the study area intersections expected to continue to operate at a level-of-service(LOS)of C or better with the addition of Project-related traffic, where an LOS of"D"or better is defined as"acceptable"traffic operations. Project-related impacts were generally defined as an increase in average motorist delay of less than 5.0 seconds and in vehicle queuing of up to one(1)vehicle; 3. All movements exiting the East Mill driveway to High Street were shown to operate at LOS C during both the weekday morning and evening peak hours with residual vehicle queues of up to three (3) vehicles, which can be accommodated along the drive without inhibiting the movement of vehicles, pedestrians, or bicyclists along High Street. All movements along High Street approaching the East Mill driveway are predicted to operate at LOS A with negligible vehicle queuing; 1Trip Generation, 12t"Edition;Institute of Transportation Engineers;Washington,DC;August 2025. G-10320 Notth Andover,MA Repo s\Fast Mill Resi T[A In_2 t-, 1 4. No apparent safety deficiencies were noted with respect to the motor vehicle crash history at the study area intersections; 5. Based on a review of parking demand observations documented by the ITE,Z the proposed parking supply that will be available after the construction of the Project is sufficient to accommodate the anticipated peak parking demand of the existing and proposed uses within the Mill complex; and 6. Lines of sight to and from the intersection of the East Mill driveway with High Street were found to exceed the required minimum distances for the intersection to function in a safe and efficient manner. In consideration of the above,we have concluded that the Project can be accommodated within the confines of the existing transportation infrastructure in a safe and efficient manner with the implementation of the recommendations that follow. RECOMMENDATIONS A detailed transportation improvement program has been developed that is designed to provide safe and efficient access to the Project site and address any deficiencies identified at off-site locations evaluated in conjunction with this study. The improvements that have been recommended as a part of this evaluation, where applicable, will be completed in conjunction with the Project subject to receipt of all necessary rights,permits, and approvals. Project Access Access to the Project site will continue to be provided by way of the existing driveway that intersects the east side of High Street approximately 105 feet south of Prescott Street and thereafter by way of the three (3) existing driveways that intersect the north side of the internal access drive to the East Mill that are situated approximately 70 feet, 450 feet and 660 feet east of High Street, respectively. The access to the Project site has been designed such that no (0) new curb cuts are proposed, consistent with the Historic Mill Area Design Guidelines. The following recommendations are offered with respect to Project access and internal circulation,many of which are reflected on the site plans: ➢ The High Street driveway to the East Mill and the internal driveways will continue to be a minimum of 24-feet in width and designed to accommodate the turning and maneuvering requirements of the largest responding emergency vehicle. ➢ The service drive/emergency vehicle access to the east of the proposed building will be a minimum of 20-feet in width and designed to accommodate the turning and maneuvering requirements of the largest responding emergency vehicle. ➢ Vehicles exiting the East Mill driveway to High Street and minor drive approaches to the primary east-west drives located within the Project site and the East Mill should be placed under STOP-sign control with a marked STOP-line provided. Parking Generation,6`h Edition;Institute of Transportation Engineers;Washington,D.C.;October 2023. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A In_2 to- 2 ➢ Where perpendicular parking is proposed, the drive aisle behind the parking should be a minimum of 23-feet wide. ➢ All signs and pavement markings to be installed within the Project will conform to the applicable standards of the Manual on Uniform Traffic Control Devices(MUTCD).3 ➢ A sidewalk will be provided within the Project site along the front of the proposed residential building and will extend to the existing sidewalk along High Street. ➢ Marked crosswalks and Americans with Disabilities Act (ADA) compliant wheelchair ramps should be provided at pedestrian crossings within the Project site. ➢ Signs and landscaping to be installed as a part of the Project within intersection sight triangle areas should be designed and maintained so as not to restrict lines of sight. ➢ Snow accumulations (windrows) within sight triangle areas shall be promptly removed where such accumulations would impede sight lines. Off-Site High Street Pedestrian Crossing In order to enhance the safety of the pedestrian connection between the East Mill and the West Mill, it is recommended that consideration be given to installing a pedestrian actuated Rectangular Rapid Flashing Beacon(RRFB)with accompanying pedestrian crossing warning signs for the existing crosswalk across High Street that is situated to the south of the driveways that serve the East Mill and the West Mill. The enhanced pedestrian crossing treatment would also facilitate the shared parking arrangement between the East Mill and the West Mill. Transportation Demand Management Public transportation services are not currently provided in the immediate vicinity of the Project site; however, the Merrimack Valley Transit Authority (MeVa) provides fixed-route bus service along Main Street to the south of the Project site by way of Route 3, North Andover/Woodridge, and along Sutton Street to the north by way of Route 14, Lawrence-Haverhill via Amazon/ Ward Hill. The Route 3 bus provides service between the North Andover Mall and the McGovern Transportation Center in Lawrence,where connections can be made to other MeVa bus routes and the Massachusetts Bay Transportation Authority(MBTA) Commuter Rail (Haverhill Line). The Route 14 bus provides service between the McGovern Transportation Center and the Washington Square Transit Station in Haverhill, where connections can be made to other MeVa bus routes. The closest regular stop to the Project site for the Route 3 bus is located at the Main Street/Water Street intersection,approximately 0.5 miles(a 12-minute walk)to the southwest of the Project site. The closest regular stop to the Project site for the Route 14 bus is located at 200 Sutton Street, approximately 0.7 miles (a 16-minute walk)to the northwest of the Project site. MeVa buses also operate in a "flag stop" mode, where a rider can request a stop anywhere along the regular service route by signaling to the driver. 3Manual on Uniform Traffic Control Devices(MUTCD);Federal Highway Administration;Washington,D.C.;2009. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A In_2 to- 3 In an effort to encourage the use of alternative modes of transportation to single-occupant vehicles, the following Transportation Demand Management(TDM)measures will be implemented as a part of the Project: ➢ A transportation coordinator will be designated for the Project,who may have other duties and responsibilities,to coordinate the elements of the TDM program; ➢ The transportation coordinator will facilitate a rideshare matching program for residents to encourage carpooling; ➢ A "welcome packet" will be provided to new residents detailing available public transportation services,bicycle and walking alternatives, and other commuting options; ➢ Information regarding public transportation services, maps, schedules, and fare information will be posted in a central location and/or otherwise made available to residents; ➢ A pick-up/drop-off area has been provided at the front of the building for use by carshare and delivery service providers, as well as Amazon,UPS and FedEx; ➢ A minimum of 20%of the parking spaces will include accommodations for the installation of electric vehicle(EV) charging stations for use by residents and guests; and ➢ Secure bicycle parking will be provided within the Project site to include interior,weather protected bicycle parking in the parking garage and an exterior bicycle rack. With implementation of the aforementioned recommendations, safe and efficient access will be provided to the Project site and the Project can be accommodated within the confines of the existing transportation system. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A 10_2 to- 4 INTRODUCTION Vanasse & Associates, Inc. (VAI) has conducted a Transportation impact Assessment (TIA) in order to determine the potential impacts on the transportation infrastructure associated with the proposed multifamily residential development to be located on a parcel of land referred to as 0 Prescott Street in North Andover, Massachusetts,that is situated within the East Mill area of the former Davis and Furber Machine Shop complex(hereafter referred to as the"Project"). This study evaluates the following specific areas as they relate to the Project: i) access requirements; ii)potential off-site improvements; and iii) safety considerations; and identifies and analyzes existing traffic conditions and future traffic conditions, both with and without the Project, along High Street and Prescott Street, and at major intersections located along these roadways through which Project-related traffic will travel. PROJECT DESCRIPTION As proposed, the Project will entail the construction of a 296-unit multifamily residential development to be located at 0 Prescott Street in North Andover, Massachusetts. The Project site is located within the East Mill area of the former Davis and Furber Machine Shop complex and encompasses approximately 6.13±acres of land that is bound by Prescott Street and residential properties to the north;the north access drive to the East Mill area to the south;residential properties to the east; and Prescott Street and High Street to the west. Figure 1 depicts the Project site location in relation to the existing roadway network. The Project site is also located within walking distance of four public park/recreation areas, including: Aplin Park and Playground (0.3 mi) (18 Clarendon Street);the playing fields at North Andover High School(0.5)(430 Osgood Street); Chadwick Playground/McEvoy Field (0.6 mi) (Chadwick Street and 411 Sutton Street); and Grogan's Field (0.8 mi)(67 Baldwin Street). The Project site currently contains an underutilized two(2)story parking garage(the East Mill Garage)and a surface parking area. The parking garage will be removed to accommodate the Project,with the surface parking area located in the southern portion of the site to remain. Access to the Project site will continue to be provided by way of the existing driveway that intersects the east side of High Street approximately 105 feet south of Prescott Street and thereafter by way of the three (3) existing driveways that intersect the north side of the internal access drive to the East Mill that are situated approximately 70 feet, 450 feet and 660 feet cast of High Street, respectively. The access to the Project site has been designed such that no (0) new curb cuts are proposed consistent with the Historic Mill Area Design Guidelines. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A 10_2 to- 5 1 gyp �•� � ,J r� r � i s a, 1 " art C7 .. Site Location Map Vanasse Ass,ociaties inc 6 Cepyight '2025 by VAL All Rots Reserved.. On-site parking will be provided for 497 vehicles, with 100 parking spaces located in the existing surface parking area that serves the East Mill and 397 parking spaces that will be provided in a central parking garage to be constructed as a part of the Project. The off-street parking located within the Project site will serve both residents and visitors of the Project, as well as continuing to serve the existing uses that will remain within the East Mill. A detailed shared parking analysis for the Mill complex(East and West Mills)is included as a part of this assessment(see Shared Parking Analysis section). STUDY METHODOLOGY This study was prepared in consultation with the Town of North Andover and the Massachusetts Department of Transportation (MassDOT); was performed in accordance with MassDOT's Transportation Impact Assessment (TIA) Guidelines and the standards of the Traffic Engineering and Transportation Planning professions for the preparation of such reports; and was conducted in three distinct stages. The first stage involved an assessment of existing conditions in the study area and included an inventory of roadway geometries; pedestrian and bicycle facilities; on-street parking; public transportation services; observations of traffic flow; and collection of pedestrian, bicycle and vehicle counts. In the second stage of the study, future traffic conditions were projected and analyzed. Specific travel demand forecasts for the Project were assessed along with future traffic demands due to expected traffic growth independent of the Project. A seven-year time horizon was selected for analyses consistent with MassDOT's Transportation Impact Assessment (TIA) Guidelines. The traffic analysis conducted in stage two identifies existing or projected future roadway capacity, traffic safety, and site access issues. The third stage of the study presents and evaluates measures to address traffic and safety issues, if any, identified in stage two of the study. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A In_2 to- 6 EXISTING CONDITIONS A comprehensive field inventory of existing conditions within the study area was conducted in April and May 2025. The field investigation consisted of an inventory of existing roadway geometries; pedestrian and bicycle facilities; public transportation services; traffic volumes; and operating characteristics; as well as posted speed limits and land use information within the study area. The study area that was assessed for the Project consisted of High Street and Prescott Street, and the following specific intersections through which Project-related traffic will travel: — Chickering Road(Routes 125 and 133) at Prescott Street — High Street at Prescott Street — High Street at the East and West Mill Driveways The following describes the study area roadways and intersections. ROADWAYS High Street ➢ Two-lane major collector roadway under Town jurisdiction that traverses a general north- south direction between Sutton Street and Water Street; ➢ Provides two 11-to 12-foot-wide travel lanes separated by a double-yellow centerline with variable width marked shoulders in the vicinity of the Project site; ➢ On-street parking is generally provided along the cast side of the roadway between Water Street and the East Mill driveway; ➢ The posted speed limit in the southbound direction is 30 miles per hour(mph). A posted speed limit is not provided in the northbound direction in the vicinity of the Project site; however,a 30 mph posted speed limit is provided after Prescott Street. The statutory speed limit pursuant to M.G.L c. 90 § 17 is also 30 mph;' 4The statutory or"prima facie"speed is defined in M.G.L.c. 90, § 17 as the speed which would be deemed reasonable and proper to operate a motor vehicle in the absence of a regulated or posted speed limit. The statutory speed limit in a thickly settled area where a regulatory or posted speed limit has not been approved is 30 mph. G-10320 Notth A,,d.—,MA Rupo,\Fast Mill Resi T[A In_2 to- 7 ➢ Sidewalks are provided along both sides of the roadway south of Prescott Street and along the west side to the north; ➢ Illumination is provided by way of streetlights mounted on ornamental steel poles in the vicinity of the Project site; and ➢ Land use within the study area consists of the Project site, residential and commercial properties within the East Mill and West Mill, and residential properties to the north of Prescott Street. Prescott Street ➢ Two-lane major collector roadway under Town jurisdiction that traverses a general east- west direction between Osgood Street and High Street; ➢ Provides a variable width paved area that accommodates two-way travel with no marked shoulders, with exception of the 130 foot section of roadway cast of High Street, which provides two 11-to 12-foot-wide travel lanes separated by a double-yellow centerline with 2-foot-wide marked shoulders; ➢ A channelized right-turn lane under STOP-sign control is provided on the westbound approach to High Street; ➢ A posted speed limit is not provided along the roadway and, as such, the statutory speed limit pursuant to M.G.L. c. 90 § 17 is 30 mph; ➢ A sidewalk is provided along the south side of the roadway between High Street and the driveway to 111 Prescott Street(approximately 1,340 linear feet); ➢ Illumination is provided by way of streetlights mounted on wood poles; and ➢ Land use consists of the Project site,the Prescott House and residential properties; INTERSECTIONS Table 1 and Figure 2 summarize existing lane use, traffic control, and pedestrian and bicycle accommodations at the study area intersections as observed in May 2025. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A In_2 to- 8 Transportation Impact Assessment-East Mill Residential Development-North Andover,Massachusetts Q O r N _ jv SIR E _N r / 133 �. 125 WEST MILL w C NORTH DRIVEWAY �1/ SATE EAST MILL '3 „yU' 13 GARAGE 6 IN U M = Legend: Unsignalized Intersection rn a =_ L^ AVALON Signalized Intersection N EAST NORTH ANDOVER M _ MILL (SOU TH) Sidewalk Crosswalk xx-+ Lane Use and Travel Lane Width *xx­� Channelized Right-Turn Lane M O Ln O N Existing Intersection Lane Use, Travel Lane Width, and _U Associates V Pedestrian Facilities L Q f0 O N M Copyright©2025 by VAL All Rights Reserved. K Table I STUDY AREA INTERSECTION DESCRIPTION Traffic Pedestrian Bicycle Control No.of Travel Lanes Shoulder Provided? Accommodations? Accommodations? Intersection Type' Provided (Yes/No/Width) (Yes/No/Description) (Yes/No/Description) Yes;sidewalks are provided along the east side of Chickcring Rd.to the south and along the 1 general propose south side of Prescott St. Chickering Rd./ Yes; 1-foot on to the east;marked Prescott St. TS travel lane provided on all approaches Prescott St.east leg crosswalks are provided No for crossing all legs of the intersection;pedestrian traffic signal equipment and phasing(exclusive) provided 1 general purpose travel lane provided on High St. Yes;sidewalks are provided along both sides approaches, Yes;shared traveled- Yes;2 to 6 feet on of High St.to the south, High St./ Prescott St.approach way provided along Prescott St. S diverges to provide High St.and 2 feet along the west side of High St.south of separate left and on Prescott St. High St.to the north,and Prescott St. right-turn lanes along the south side of Prescott St.to the east approximately 60 ft from the intersection Yes;sidewalks are provided along both sides of High St.that connect Yes;5 to 7 feet on to pedestrian facilities High St./East 1 general purpose High St.;on-street within both the East& Yes;shared traveled- parking is provided West Mill areas;a &West Mill S travel lane provided along the east side of marked crosswalk with way north of the East& Dwys on all approaches High St.south of the accompanying curbline West Mill dwys East Mill dwy bump-outs is provided for crossing High St.south of the East&West Mill dwys °TS=traffic signal control;S=STOP-sign control. 6Combined shoulder and travel lane width equal to or exceed 14 feet. EXISTING TRAFFIC VOLUMES In order to determine existing traffic-volume demands and flow patterns within the study area, automatic traffic recorder (ATR) counts, turning movement counts (TMCs) and vehicle classification counts were completed in April 2025. The ATR counts were conducted on High Street in the vicinity of the Project site on April 29t" through 30"', 2025 (Tuesday through Wednesday,inclusive)in order to record weekday daily traffic conditions over an extended period, with weekday morning (7:00 to 9:00 AM) and evening (2:00 to 6:00 PM) peak period TMCs performed at the study area intersections on Tuesday, April 29, 2025. These time periods were selected for analysis purposes as they are representative of the peak traffic volume hours for the Project and the adjacent roadway network, and include the student drop-off/pick-up periods for North Andover High School. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A In_2 to- 9 In addition, weekday morning and evening peak-hour traffic volumes were collected at the three (3)intersections internal to the East Mill that provide access to the Project site in order to determine the existing traffic volumes that enter and exit the Project site during the peak hours. Traffic Volume Aduustments In order to evaluate the potential for seasonal fluctuation of traffic volumes within the study area, MassDOT weekday seasonal factors for Urban Group 4-7 roadways (major and minor collectors and local roads and streets)were reviewed.' Based on a review of this data,it was determined that traffic volumes for the month April are approximately 5.3 percent above average-month conditions. As such, no adjustment was made to the April traffic volumes as they are representative of above average-month conditions. Traffic-volume data was also reviewed for MassDOT Continuous Count Station No. M4004 located on Osgood Street in North Andover to the northeast of the Project site was reviewed. The most recent traffic-volume data available for Count Station No. M4004 did not include sufficient data to develop a seasonal adjustment factor for the study area. Based on updated guidance from MassDOT,6 adjustments to account for the impact on traffic volumes and trip patterns resulting from the COVID-19 pandemic for traffic counts taken on or after March 1, 2022 are not recommended in areas where the adjacent land uses are not predominantly office properties. As the study area roadways and intersections serve a diverse range of land uses(residential and commercial),an adjustment to account for the impact of the COVID-19 pandemic on the traffic-volume data was not required. The 2025 Existing traffic volumes are summarized in Table 2, with the weekday morning and evening peak-hour traffic volumes graphically depicted on Figures 3 and 4,respectively. Note that the peak-hour traffic volumes presented in Table 2 were obtained from the aforementioned figures. Table 2 2025 EXISTING TRAFFIC VOLUMES Directional Location/Peak Hour AWTa VPHI K Factor` Distribution High Street, south of East& West Mill Dwys: 6,005 -- -- -- Weekday Morning(7:15—8:15 AM) -- 418 7.0 57.2%SB Weekday Evening(5:00—6:00 PM) -- 489 8.1 52.8%SB "Average weekday traffic in vehicles per day. 'Vehicles per hour. `Percent of daily traffic occurring during the peak hour. `Percent traveling in peak direction. NB=northbound;SB=southbound. As can be seen in Table 2,High Street in the vicinity of the Project site was found to accommodate approximately 6,005 vehicles on an average weekday (two-way, 24-hour volume), with 5MassDOT statewide Traffic Data Collection;2024 Weekday Seasonal Factors,Groups U3 and U4-7. Traffic and Safety Engineering 25%Design Submission Guidelines;MassDOT;Revised March 31,2022. G-10320 Notth A,,do—,MA Rupo,\Fast Mill Resi T[A In_2 to- 10 0 Q Transportation Impact Assessment-East Mill Residential Development-North Andover,Massachusetts a S EES o) N 96 tn D �r w PRESC4T"` 37 k-13 133 �g4 C> SITE 125 o,n In 11 0040 Out 6 WEST MILL NORTH DRIVEWAY cMv NN Total 17 �� t► 9 EAST MILL 34 o GARAGE Y M 0,411 �0 `\rn o ti rn N 2 2 AVALON EAST \` NORTH ANDOVER ^ MILL (SOUTH) rn z 0 N M O 7- Note: Imbalances exist due to numerous curb cuts and side streets that are not shown. u, o ' N 2025 Existing Q Weekday Morning Associates inc U V ikl* Peak-Hour Traffic Volumes L Q f0 O N M O Copyright©2025 by VAL All Rights Reserved. K 0 Q Transportation Impact Assessment-East Mill Residential Development-North Andover,Massachusetts a S EES A✓4 SR N 46� i7r` PRESC4T"` 3� 133 A,_25 �82 7r SITE 125 �o in In 5 rn Out 57 WEST MILL Total 62 NORTH DRIVEWAY '�l l► 38 EAST MILL �A') GARAGE Y S 34ti ZD U 1 �s oo 16ti m .20 ���l` 'J�o Aso N 2 g AVALON EAST \` NORTH ANDOVER ^ MILL (SOUTH) rn z 0 N M O Note: Imbalances exist due to numerous curb cuts and side streets that are not shown. u, opill 1111111 N 2025 Existing Q Weekday Evening Associates inc u V ikl* Peak-Hour Traffic Volumes L Q f0 O N M O Copyright©2025 by VAL All Rights Reserved. K approximately 418 vehicles per hour (vph) during the weekday morning peak-hour and 489 vph during the weekday evening peak-hour. SPOT SPEED MEASUREMENTS Vehicle travel speed measurements were performed on High Street in the vicinity of the Project site in conjunction with the ATR counts. Table 3 summarizes the vehicle travel speed measurements. Table 3 VEHICLE TRAVEL SPEED MEASUREMENTS High Street Northbound Southbound Mean Travel Speed(mph) 22 25 85'Percentile Speed(mph) 26 29 Posted/Statutory Speed Limit(mph) 30 30 mph=miles per hour. As can be seen in Table 3, the mean vehicle travel speed along High Street in the vicinity of the Project site was found to be approximately 22 mph in the northbound direction and 25 mph southbound. The measured 85t"percentile vehicle travel speed, or the speed at which 85 percent of the observed vehicles traveled at or below,was found to be 26 mph in the northbound direction and 29 mph southbound, which approximates or is slightly below the posted/statutory speed limit along the roadway(30 mph). The 85"percentile speed is used as the basis of engineering design and in the evaluation of sight distances, and is often used in establishing posted speed limits. PEDESTRIAN AND BICYCLE FACILITIES A comprehensive field inventory of pedestrian and bicycle facilities within the study area was undertaken in May 2025. The field inventory consisted of a review of the location of sidewalks and pedestrian crossing locations along the study roadways and at the study intersections, as well as the location of existing and planned future bicycle facilities. As detailed on Figure 2, sidewalks are generally provided along one or both sides of the study area roadways, with the exception of the section of Prescott Street between Chickering Road and the driveway to 111 Prescott Street. Marked crosswalks are provided for crossing all legs of the Chickering Road/Prescott Street intersection that include pedestrian traffic signal equipment and phasing, and for crossing High Street south of the East and West Mill driveways. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A 10_2 to- 11 Formal bicycle facilities are not currently provided within the study area; however, sections of High Street, Prescott Street and Chickering Road generally provide sufficient width (combined travel lane and shoulder)to support bicycle travel in a shared traveled-way configuration.7 PUBLIC TRANSPORTATION Public transportation services are not currently provided in the immediate vicinity of the Project site; however, the Merrimack Valley Transit Authority (MeVA) provides fixed-route bus service along Main Street to the south of the Project site by way of Route 3, North Andover/Woodridge, and along Sutton Street to the north by way of Route 14, Lawrence-Haverhill via Amazon/Ward Hill. We note that several years ago,a commuter bus service to Boston did formerly operate a stop from the West Mill parking lot across from the East Mill/Site entrance, but was abandoned reportedly due to lack of ridership. The Route 3 bus provides service between the North Andover Mall and the McGovern Transportation Center in Lawrence, where connections can be made to other McVa bus routes and the Massachusetts Bay Transportation Authority (MBTA) Commuter Rail (Haverhill Line). The Route 14 bus provides service between the McGovern Transportation Center and the Washington Square Transit Station in Haverhill,where connections can be made to other MEVA bus routes. The closest regular stop to the Project site for the Route 3 bus is located at the Main Street/Water Street intersection, approximately 0.5 miles (a 12-minute walk) to the southwest of the Project site. The closest regular stop to the Project site for the Route 14 bus is located at 200 Sutton Street, approximately 0.7 miles (a 16-minute walk) to the northwest of the Project site. McVa buses also operate in a "flag stop" mode, where a rider can request a stop anywhere along the regular service route by signaling to the driver. The public transportation schedules and fare information are provided in the Appendix. MOTOR VEHICLE CRASH DATA Motor vehicle crash information for the study area intersections was provided by the MassDOT Highway Division Safety Management/Traffic Operations Unit for the most recent five-year period available (2017 through 2021,inclusive)in order to examine motor vehicle crash trends occurring within the study area. The data is summarized by intersection, type, severity, roadway and weather conditions, and day of occurrence, and presented in Table 4. As can be seen in Table 4, the study area intersections were found to have experienced an average of 2.4 or fewer reported motor vehicle crashes per year over the five-year review period and were found to have motor vehicle crash rates below both the MassDOT statewide and District averages for a signalized or unsignalized intersection, as appropriate, for the MassDOT Highway Division District in which the intersections are located (District 4). The majority of the reported crashes occurred on a weekday; under clear weather conditions; during daylight; and involved angle type collisions that resulted in property damage only. 7A minimum combined travel lane and paved shoulder width of 14-feet is required to support bicycle travel in a shared traveled-way condition. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A In_2 to- 12 Table 4 MOTOR VEHICLE CRASH DATA SUMMARY' Chickering Rd./ High St./ High St./East and Prescott St. Prescott St. West Mill Dwys Traffic Control Type:' S U U Year: 2017 4 0 0 2018 4 0 0 2019 1 1 0 2020 0 0 0 2021 3 0 0 Total 12 1 0 Average 2.40 0.20 0.00 Rate` 0.47 0.10 0.00 MassDOT Crash Rate:' 0.78/0.73 0.57/0.57 0.57/0.57 Significant'?` No No No Type: Angle 5 0 0 Rear-End 4 0 0 Head-On 1 1 0 Sideswipe 1 0 0 Fixed Object 1 0 0 Pedestrian/B i cycle 0 0 0 Unknown/Other 0 0 0 Total 12 1 0 Conditions: Clear 7 1 0 Cloudy 3 0 0 Rain 2 0 0 Snow/Ice 0 0 0 Unknown 0 0 0 Total 12 1 0 Ligh ing: Daylight 9 1 0 Dawn/Dusk 0 0 0 Dark(Road Lit) 3 0 0 Dark(Road Unlit) 0 0 0 Total 12 1 0 Day of Week: Monday through Friday 9 1 0 Saturday 2 0 0 Sunday 1 0 0 Total 12 1 0 Severiiv: Property Damage Only 6 1 0 Personal Injury 5 0 0 Unknown 1 0 0 Fatality 0 0 0 Total 12 1 0 'Source: MassDOT Safety Management/Traffic Operations Unit records,2017 through 2021. 'Traffic Control Type:S=signalized;U=unsignalized. °Crash rate per million vehicles entering the intersection. `Statewide/District crash rate. `The intersection crash rate is significant if it is found to exceed the MassDOT crash rate for the MassDOT Highway Division District in which the Project is located(District 4). G-10320 Notth A,,do—,MA Rupo,\East Mill Resi T[A 10_2.do- 13 A review of the MassDOT statewide High Crash Location List indicates that there are no locations within the study area that are included on MassDOT's Highway Safety Improvement Program (HSIP) listing as a high crash cluster location. In addition, no fatal motor vehicle crashes were reported to have occurred at the study area intersections over the five-year review period. The MassDOT Crash Data,detailed Crash Rate Worksheets and HSIP Mapping are provided in the Appendix. G-10320 Notth A,,d-ur,MA Rupo,\Fast Mill Resi T[A In_2 to- 14 FUTURE CONDITIONS Traffic volumes in the study area were projected to the year 2032, which reflects a seven-year planning horizon consistent with MassDOT's Transportation ImpactAssessment(TIA) Guidelines. Independent of the Project, traffic volumes on the roadway network in the year 2032 under No-Build conditions include all existing traffic and new traffic resulting from background traffic growth. Anticipated Project-generated traffic volumes superimposed upon the 2032 No-Build traffic volumes reflect 2032 Build traffic volume conditions with the Project. FUTURE TRAFFIC GROWTH Future traffic growth is a function of the expected land development in the immediate area and the surrounding region. Several methods can be used to estimate this growth. A procedure frequently employed estimates an annual percentage increase in traffic growth and applies that percentage to all traffic volumes under study. The drawback to such a procedure is that some turning volumes may actually grow at either a higher or a lower rate at particular intersections. An alternative procedure identifies the location and type of planned development, estimates the traffic to be generated,and assigns it to the area roadway network. This procedure produces a more realistic estimate of growth for local traffic;however,potential population growth and development external to the study area would not be accounted for in the resulting traffic projections. To provide a conservative analysis framework,both procedures were used, the salient components of which are described below. Specific Development by Others The Town of North Andover Planning Department was contacted in order to determine if there were any projects planned within the study area that would have an impact on future traffic volumes at the study intersections. Based on this discussion, the following projects were identified for inclusion in this assessment: ➢ Proposed Mixed-Use Development, 1250 Osgood Street, North Andover, Massachusetts. This project entails the construction of a mixed-use development that is envisioned to contain a 148-student daycare facility and 5,815::L square feet (st) of medical office or similar use space to be located at 1250 Osgood Street to the northeast of the Project site. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A 10_2 to- 15 Traffic volumes associated with this development were obtained from the traffic study prepared for the development' and were assigned to the study area based on a review of existing travel patterns. ➢ Proposed Mixed-Use Development, 149 Main Street, North Andover, Massachusetts. This project entails construction of a mixed-use development that is envisioned to contain 24 multifamily residential units and approximately 6,500± sf of first floor commercial space located at 149 Main Street to the southwest of the Project. At the time the traffic counts that form the basis of this assessment were completed, this development was not yet constructed. As such, traffic volumes associated with this development were obtained from the traffic study prepared for the development9 and were assigned to the study area based on a review of existing travel patterns. ➢ Proposed Self-Storage Facility, 1701 Osgood Street, North Andover, Massachusetts. This project entails the construction of self-storage facility to be located at 1701 Osgood Street to the northeast of the Project site. Traffic volumes associated with this project are expected to be relatively minor within the study area of this assessment and would be reflected in the general background traffic growth rate (discussion follows). No other developments were identified at this time that are expected to result in an increase in traffic within the study area beyond the general background traffic growth rate. General Background Traffic Growth Traffic-volume data compiled by MassDOT from permanent count stations located in North Andover were reviewed in order to determine general traffic growth trends in the area. This data indicates that traffic volumes have fluctuated over the 10-year period between 2009 and 2019, with an average traffic growth rate of 0.56 percent per year. In order to provide a prudent planning condition for the Project, a slightly higher 1.0 percent per year compounded annual background traffic growth rate was used in order to account for future traffic growth and presently unforeseen development within the study area. Roadway Improvement Projects MassDOT and the Town of North Andover were contacted in order to determine if there were any planned future roadway improvement projects expected to be complete by 2032 within the study area. Based on these discussions, no roadway improvement projects aside from routine maintenance activities were identified to be planned within the study area at this time. No-Build Traffic Volumes The 2032 No-Build condition peak-hour traffic-volumes were developed by applying the 1.0 percent per year compounded annual background traffic growth rate to the 2025 Existing peak-hour traffic volumes and then adding the peak-hour traffic volumes associated with the identified specific development projects by others that are expected to exceed the background 'Transportation Impact Assessment,Proposed Multi-Tenant Commercial Building,North Andover,Massachusetts;VAi; July 2024,Updated October 2024. 9Updated Traffic Assessment&Parking Utilization Study, 149 Main Street Mixed-Use Redevelopment,North Andover, Massachusetts;Langan;November 18,2022,Revised February 23,2023. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A In_2 to- 16 traffic growth rate as identified previously. The resulting 2032 No-Build weekday morning and evening peak-hour traffic volumes are shown on Figures 5 and 6,respectively. PROJECT-GENERATED TRAFFIC Design year (2032) Build traffic volumes for the study area roadways were determined by estimating Project-generated traffic volumes and assigning those volumes on the study roadways. The following sections describe the methodology used to develop the anticipated traffic characteristics of the Project. As proposed, the Project will entail the construction of 296-unit multifamily residential development. In order to develop the traffic characteristics of the Project,trip-generation statistics published by the Institute of Transportation Engineers(ITE)io for a similar land use as that proposed was used. ITE Land Use Code (LUC) 221,Multifamily Housing (Mid-Rise), was used to develop the trip-generation characteristics of the Project. Table 5 summarizes the anticipated traffic characteristics of the Project using the above methodology. Table 5 TRIP-GENERATION SUMMARY Vehicle Trips' Time Period Entering Exiting Total Average Weekday 660 660 1,320 Weekday Morning Peak-Hour 27 90 117 Weekday Evening Peak-Hour 70 40 110 'Based on ITE LUC 221,Multifamily Housing(Mid-Rise)(296 dwelling units). Project-Generated Traffic-Volume Summary As can be seen in Table 5, using the aforementioned methodology, the Project is expected to generate approximately 1,320 vehicle trips on an average weekday (two-way, 24-hour volume, or 660 vehicles entering and 660 exiting),with 117 vehicle trips(27 vehicles entering and 90 exiting) expected during the weekday morning peak-hour and 110 vehicle trips (70 vehicles entering and 40 exiting) expected during the weekday evening peak-hour. TRIP DISTRIBUTION AND ASSIGNMENT The directional distribution of generated trips to and from the Project site was determined based on a review of Journey-to-Work data obtained from the U.S. Census for the Town of North Andover and then refined based on existing traffic patterns within the study area. The general trip distribution for the Project is graphically depicted on Figure 7. Traffic volumes expected to be generated by the Project were assigned onto the study area roadway network as shown on Figures 8 and 9 for the weekday morning and evening peak hours,respectively. lolnstitute of Transportation Engineers,op.cit. 1. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A In_2 to- 17 0 Q Transportation Impact Assessment-East Mill Residential Development-North Andover,Massachusetts ro tiA SVIVO rn �20 N PRESC4,`.` 1�o M 133 r,p2 SITE 1 r' 125 �o vy In 11 00 rn Out 6 WEST MILL NORTH DRIVEWAY cMvroN Total 17 �� t► 9 EAST MILL 34 o GARAGE Y o 0,411 �0 `\o ti rn e� �•��o (� �8p rn N 2 2 AVALON EAST \` NORTH ANDOVER ^ MILL (SOUTH) rn z 0 N M O 7- Note: Imbalances exist due to numerous curb cuts and side streets that are not shown. u, o ' N 2032 No-Build Q Weekday Morning Associates inc U V ikl* Peak-Hour Traffic Volumes L Q f0 O N M O Copyright©2025 by VAL All Rights Reserved. K 0 Q Transportation Impact Assessment-East Mill Residential Development-North Andover,Massachusetts s1F N �r PRESGO 3g� 00 r9 133 I(- SITES 125 Out 57 WEST MILL Total 62 NORTH DRIVEWAY a _N '�l l► 38 EAST MILL �")o GARAGE Y 2 5jZ N 3 ti �S4 m 1 �s r N 16�� 0 0 m ?pti 60 rn N 2 g AVALON EAST \` NORTH ANDOVER ^ MILL (SOUTH) rn 0 N M O Note: Imbalances exist due to numerous curb cuts and side streets that are not shown. u, N O N 2032 No-Build Q Weekday Evening Associates inc u V iklo Peak-Hour Traffic Volumes L Q f0 O N M O Copyright©2025 by VAL All Rights Reserved. K Transportation Impact Assessment-East Mill Residential Development-North Andover,Massachusetts 20% Q 10% 0 r a W � C: N PRESGOII N° 133 1 r20% 7r 125 WEST MILL NORTH DRIVEWAY c SITE 6 g� 10 10% 2 AVALON :w; EAST NORTH ANDOVER 06 MILL (SOUTH) L Legend: 60% XX Entering Trips (XX) Exiting Trips z 0 N M O N Trip Distribution Map Associates s a m l�7 0 N M o Copyright©2025 by VAL All Rights Reserved. K 0 Q Transportation Impact Assessment-East Mill Residential Development-North Andover,Massachusetts S,�EE� N PRESCOT� 133 1 r6 7r ROJEC 125 In 27 Out (90) WEST MILL �`' Total 117 NORTH DRIVEWAY _ 1 2 co 7g� �(27) U ti 3ti V_J Q � AVALON NJ EAST NORTH ANDOVER 0o MILL (SOUTH) L Legend: XX Entering Trips (XX) Exiting Trips z 0 N M O N o Project-Generated Weekday Morning Associates inc F� iklo Peak-Hour Traffic Volumes s a m l�7 0 N M o Copyright©2025 by VAL All Rights Reserved. K 0 Q Transportation Impact Assessment-East Mill Residential Development-North Andover,Massachusetts S,�EE� W ^ N PRESCOT� 1 r,� 133 7r ROJEC 125 In 70 �-� Out (40) WEST MILL Total 110 NORTH DRIVEWAY m IN 2 14,4 '*�(4) S ,~ AVALON EAST NORTH ANDOVER Co MILL (SOUTH) CD L Legend: XX Entering Trips (XX) Exiting Trips z 0 N M O N Project-Generated Weekday Evening Associates inc F� iklo Peak-Hour Traffic Volumes s a m LJ 0 N M o Copyright©2025 by VAL All Rights Reserved. K FUTURE TRAFFIC VOLUMES—BUILD CONDITION The 2032 Build condition traffic volumes consist of the 2032 No-Build traffic volumes with the addition of the traffic expected to be generated by the Project added to them. As further discussed in the Shared Parking Analysis section of this assessment, the majority of the existing traffic that is associated with the uses within the East Mill currently parks within the Project site will continue to do so after the construction of the Project. As such,the existing traffic volumes measured within East Mill were not reassigned to alternative parking areas, such as the parking area within the West Mill, under the Build condition. The 2032 Build weekday morning and evening peak-hour traffic-volumes are graphically depicted on Figures 10 and 11, respectively. A summary of peak- hour projected traffic-volume increases outside of the study area that is the subject of this assessment is shown in Table 6. These changes are a result of the construction of the Project. Table 6 PEAK-HOUR TRAFFIC-VOLUME INCREASES Traffic Volume Percent Increase Increase 2025 2032 2032 Over Over Location/Peak Hour Existing No-Build Build No-Build No-Build High Street, north ofPrescott Street: Weekday Morning 239 257 280 23 8.9 Weekday Evening 294 316 338 22 7.0 High Street, south of the East&West Mill Dwys: Weekday Morning 418 448 518 70 15.6 Weekday Evening 489 524 590 68 13.0 Chickering Road, north of Prescott Street: Weekday Morning 754 841 853 12 1.4 Weekday Evening 1,035 1,148 1,159 11 1.0 Chickering Road,south of Prescott Street.- Weekday Morning 866 960 972 12 1.3 Weekday Evening 1,114 1,229 1,240 11 0.9 As shown in Table 6, Project-related traffic-volume increases outside of the study area relative to 2032 No-Build conditions are anticipated to range from 0.9 to 15.6 percent during the peak periods, with vehicle increases shown to range from 1 I to 70 vehicles. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A 10_2 to- 18 0 Q Transportation Impact Assessment-East Mill Residential Development-North Andover,Massachusetts S1F EES N �,j �7r` 9 SCOT 4e M /^ 133 E 7 SITr 38 125 Out 96 WEST MILL NORTH DRIVEWAY c"iroo Total 134 3 ^ � 3 �6� W � S � o Y 6 48 CO O O U s� �o 2 ? AVALON L�i EAST NORTH ANDOVER 0o MILL (SOUTH) cD O N Lfl �L O\l H Z Note: Imbalances exist due to numerous curb cuts and side streets that are not shown. M O ' N o 2032 Build Weekday Morning Associates inc F� iklo Peak-Hour Traffic Volumes s a m l�7 0 N M o Copyright©2025 by VAL All Rights Reserved. K 0 Q Transportation Impact Assessment-East Mill Residential Development-North Andover,Massachusetts SEES N 55j n A3--v n PRESGO 40-11, " 1 21 133 t1°Q SITE 75 125 Out 97 WEST MILL Total 172 NORTH DRIVEWAY a o 1 � s SSA ,l ZO 0 Q OZ �� L 6 2 g AVALON EAST \` NORTH ANDOVER 0o MILL (SOUTH) N O cD Lfl �L a\l H Z Note: Imbalances exist due to numerous curb cuts and side streets that are not shown. M O N o 2032 Build Weekday Evening Associates inc F� iklo Peak-Hour Traffic Volumes s a m l�7 0 N M o Copyright©2025 by VAL All Rights Reserved. K TRAFFIC OPERATIONS ANALYSIS Measuring existing and future traffic volumes quantities traffic flow within the study area. To assess quality of flow, roadway capacity and vehicle queue analyses were conducted under Existing,No-Build, and Build traffic-volume conditions. Capacity analyses provide an indication of how well the roadway facilities serve the traffic demands placed upon them,with vehicle queue analyses providing a secondary measure of the operational characteristics of an intersection or section of roadway under study. METHODOLOGY Levels of Service A primary result of capacity analyses is the assignment of level of service to traffic facilities under various traffic-flow conditions." 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 such factors as speed,travel time,freedom to maneuver,traffic interruptions,comfort,convenience, and safety. 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 representing congested or constrained operating conditions. Since the level of service of a traffic facility is a function of the traffic flows placed upon it, such a facility may operate at a wide range of levels of service,depending on the time of day,day of week, or period of year. ''The capacity analysis methodology is based on the concepts and procedures presented in the Highi-vay Capacity Manual;Transportation Research Board;Washington,DC;2016. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A In_2 to- 19 Sisnalized Intersections The six levels of service for signalized intersections may be described as follows: • LOSA describes operations with very low control delay; most vehicles do not stop at all. • LOS B describes operations with relatively low control delay. However, more vehicles stop than LOS A. • LOS C describes operations with higher control delays. Individual cycle failures may begin to appear. The number of vehicles stopping is significant at this level, although many still pass through the intersection without stopping. • LOS D describes operations with control delay in the range where the influence of congestion becomes more noticeable. Many vehicles stop and individual cycle failures are noticeable. • LOS E describes operations with high control delay values. Individual cycle failures are frequent occurrences. • LOS F describes operations with high control delay values that often occur with over- saturation. Poor progression and long cycle lengths may also be major contributing causes to such delay levels. Levels of service for signalized intersections are calculated using the operational analysis methodology of the 2000 Highway Capacity Manual12 and implemented as a part of the Synchro® 12 software. This method assesses the effects of signal type, timing, phasing, and progression;vehicle mix; and geometrics on delay. Level-of-service designations are based on the criterion of control or signal delay per vehicle. Control or signal delay is a measure of driver discomfort, frustration, and fuel consumption, and includes initial deceleration delay approaching the traffic signal, queue move-up time, stopped delay and final acceleration delay. Table 7 summarizes the relationship between level of service and control delay. The tabulated control delay criterion may be applied in assigning level-of-service designations to individual lane groups, to individual intersection approaches, or to entire intersections. Table 7 LEVEL-OF-SERVICE CRITERIA FOR SIGNALIZED INTERSECTIONS2 Control(Signal)Delay Level of Service Per Vehicle(Seconds) A <10.0 B 10.1 to 20.0 C 20.1 to 35.0 D 35.1 to 55.0 E 55.1 to 80.0 F >80.0 aSource: Highway Capacity Manual, Transportation Research Board; Washington,DC;2000;page 16-2. 12Highi-vay Capacity Manual;Transportation Research Board;Washington,DC;2000. G-10320 Notth A,,d-ur,MA Rupo,\Fast Mill Resi T[A 10_2 to- 20 Unsisnalized Intersections The six levels of service for unsignalized intersections may be described as follows: • LOSA represents a condition with little or no control delay to minor street traffic. • LOS B represents a condition with short control delays to minor street traffic. • LOS C represents a condition with average control delays to minor street traffic. • LOS D represents a condition with long control delays to minor street traffic. • LOS E represents operating conditions at or near capacity level, with very long control delays to minor street traffic. • LOS F represents a condition where minor street demand volume exceeds capacity of an approach lane,with extreme control delays resulting. The levels of service of unsignalized intersections are determined by application of a procedure described in the Highway Capacity Manual 7A Edition." Level of service is measured in terms of average control delay. Mathematically, control delay is a function of the capacity and degree of saturation of the lane group and/or approach under study and is a quantification of motorist delay associated with traffic control devices such as traffic signals and STOP signs. Control delay includes the effects of initial deceleration delay approaching a STOP sign, stopped delay, queue move-up time, and final acceleration delay from a stopped condition. Definitions for level of service at unsignalized intersections are also given in the Highway Capacity Manual 7`h Edition. Table 8 summarizes the relationship between level of service and average control delay for two- way stop controlled and all-way stop controlled intersections. Table S LEVEL-OF-SERVICE CRITERIA FOR UNSIGNALIZED INTERSECTIONSa Level-Of-Service by Volume-to-Capacity Ratio Average Control Delay We< 1.0 We> 1.0 (Seconds Per Vehicle) A F <10.0 B F 10.1 to 15.0 C F 15.1 to 25.0 D F 25.1 to 35.0 E F 35.1 to 50.0 F F >50.0 'Source: Highway Capacity Manual;Transportation Research Board;Washington,DC;2023. 13Highi-vay Capacity Manual;Transportation Research Board;Washington,DC;2023. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A In_2 to- 21 Vehicle Queue Analysis Vehicle queue analyses are a direct measurement of an intersection's ability to process vehicles under various traffic control and volume scenarios and lane use arrangements. The vehicle queue analysis was performed using the Synchro®intersection capacity analysis software. The Synchro® vehicle queue analysis methodology is a simulation-based model which reports the number of vehicles that experience a delay of six seconds or more at an intersection. For signalized intersections, Synchro© reports both the average (50' percentile) and the 95' percentile vehicle queue. For unsignalized intersections, Synchro®reports the 95'11 percentile vehicle queue. Vehicle queue lengths are a function of the capacity of the movement under study and the volume of traffic being processed by the intersection during the analysis period. The 95'percentile vehicle queue is the vehicle queue length that will be exceeded only 5 percent of the time, or approximately 3 minutes out of 60 minutes during the peak one hour of the day(during the remaining 57 minutes, the vehicle queue length will be less than the 95'percentile queue length). ANALYSIS RESULTS Level-of-service and vehicle queue analyses were conducted for 2025 Existing,2032 No-Build and 2032 Build conditions for the intersections within the study area. The results of the intersection capacity and vehicle queue analyses are summarized in Tables 9 and 10. The detailed analysis results are presented in the Appendix. The following is a summary of the level-of-service and vehicle queue analyses for the intersections within the study area. For context, we note that an LOS of"M or better is generally defined as "acceptable"operating conditions. Signalized Intersection(Table 9) Chickering Road at Prescott Street No change in overall level-of-service is predicted to occur over No-Build conditions as a result of the addition of Project-related traffic,with Project-related impacts generally defined as an increase in overall average motorist delay of up to 1.0 seconds that resulted in a corresponding increase in vehicle queuing of up to one (1) vehicle. Focusing on individual movements, the addition of Project-related traffic to the Prescott Street eastbound approach resulted in an increase in average motorist delay of 2.1 seconds during the weekday morning peak-hour that resulted in a change in level-of-service from LOS B to LOS C. Unsignalized Intersections (Table 10) High Street at Prescott Street All movements at this intersection are predicted to operate at LOS B or better with the addition of Project-related traffic, with no change in level-of-service or vehicle queuing predicted as a result of the addition of Project-related traffic. Project-related impacts at the intersection are generally defined as a predicted increase in average motorist delay of up to 1.1 seconds. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A In_2 to- 22 High Street at the East and West Mill Driveways All movements from the East and West Mill driveways to High Street are predicted to operate at LOS C/B during the weekday morning peak-hour and at LOS C during the weekday evening peak- hour, with residual vehicle queuing of up to three (3) vehicles, which can be contained along the driveways without inhibiting access or the movement of vehicles, pedestrians or bicyclists along High Street. All movements along High Street approaching the East and West Mill driveways are predicted to operate at LOS A with negligible vehicle queuing. East Mill Driveway internal intersections The internal intersections along the East Mill driveway that provide access to the Project site will continue to operate as low-volume, low-speed drives with limited delay and minimal vehicle queuing. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A 10_2 to- 23 Table 9 SIGNALIZED INTERSECTION LEVEL-OF-SERVICE AND VEHICLE QUEUE SUMMARY 2025 Existing 2032 No-Build 2032 Build Queue' Queue Queue Signalized Intersection/Peak-hour/Movement V/C Delay' LOS` 50rh/95rh V/C Delay LOS 50th/951h V'C Delay LOS 50th/95m Chickering Road at Prescott Street Weekday Morning: Prescott Sheet EB LT/TH/RT 0.51 17.8 B 1/6 0.56 19.8 B 2/7 0.64 21.9 C 2/8 Prescott Sheet WB LT/TH/RT 0.11 15.4 B 0/2 0.12 16.3 B 1/2 0.12 16.4 B 1/2 Chickering Road NB LT/TH/RT 0.64 12.1 B 3/9 0.69 13.4 B 3,10 0.70 13.7 B 3/10 Chickering Rad SB LT/TH/RT 0.60 11.1 B 3/11 0.63 11.7 B 3,12 0.64 11.7 B 3/12 Overall -- 12.7 B 13.5 B 14.4 B Weekday Evening: Prescott Street EB LT/TH/RT 0.59 29.8 C 2/5 0.64 32.2 C 2/6 0.67 33.5 C 2/7 Prescott Sheet WB LT/TH/RT 0.18 24.5 C 1/2 0.20 24.8 C 1/2 0.20 24.6 C 1/2 Chickering Road NB LT/TH/RT 0.75 12.9 B 6/24 0.83 16.4 B 7,27 0.85 17.9 B 7/27 Chickering Rad SB LT/TH/RT 0.42 7.4 A 3/9 0.43 7.6 A 3/9 0.44 7.7 A 3/10 Overall -- 13.1 B 15.5 B 16.5 B "Volume-tu-capacity ratio. Percentile delay per vehicle in seconds. `Level-of-Service. `Queue length in vehicles. NB=northbound;SB=southbound;EB=eastbound;WB=westbound;LT=left-turning movements;TH=through movements;RT=right-turning movements. G:10320 North Andover,MA'ReportsAEast Mill Resi TIA 10_25.docx 24 Table 10 UNSIGNALIZED INTERSECTION LEVEL-OF-SERVICE AND VEHICLE QUEUE SUMMARY 2025 Existing 2032 No-Build 2032 Build Queue' Queue Queue Unsignalized Intersection/Peak Hour/Movement Demand' Delay' LOS` 95t° Demand Delay LOS 95t" Demand Delay LOS 95tn High Street at Prescott Street Weekday Morning: Prescott Street WB LT/RT 107 11.5 B 1 116 12.0 B 1 122 12.8 B 1 High Street NB TH/RT 168 0.0 A 0 181 0.0 A 0 217 0.0 A 0 High Street SB LT/TH 146 1.2 A 0 157 1.3 A 0 162 1.2 A 0 Weekday Evening. Prescott Street WB LT/RT 107 11.5 B 1 117 12.1 B 1 131 13.2 B 1 High Street NB TH/RT 231 0.0 A 0 250 0.0 A 0 266 0.0 A 0 High Street SB LT/TH 133 1.4 A 0 143 1.4 A 0 157 1.3 A 0 High Street at the East and West Will Driveways Weekday Morning: West Mill Driveway EB LT/TH/RT 95 12.1 B 1 95 12.5 B 1 95 13.2 B 1 East Mill Driveway WB LT/TH/RT 25 12.8 B 1 25 13.3 B 1 115 18.1 C 2 High Street NB LT/TH/RT 179 1.1 A 0 192 1.1 A 0 208 1.0 A 0 High Street SB LT/TH/RT 217 1.0 A 0 234 1.0 A 0 245 1.3 A 0 Weekday Evening: West Mill Driveway EB LT/TH/RT 105 13.7 B 1 105 14.3 B 1 105 15.9 C 2 East Mill Driveway WB LT/TH/RT 107 15.2 C 2 107 16.1 C 2 147 22.2 C 3 High Street NB LT/TH/RT 231 2.3 A 0 250 2.1 A 0 292 1.8 A 0 High Street SB LT/TH/RT 192 0.5 A 0 208 0.4 A 0 236 1.3 A 0 "Demand in vehicles per hour. Average control delay per vehicle(in seconds). `Level-of-Service. 'Queue length in vehicles. NB=northbound;SB=southbound;EB=eastbound;WB=westbound;LT=left-turning movements;TH=through movements;RT=right-turning movements. G:10320 North Andover,MA'ReportsAEast Mill Resi TIA 10_25.docx 25 SHARED PARKING ANALYSIS In order to assess the adequacy of the available parking supply to accommodate the parking demands of the existing and proposed uses located within the East and West Mill complex with the construction of the Project, a parking demand analysis was performed using parking demand data published by the ITE.14 For context, after the construction of the Project, there will be 1,313 parking spaces to accommodate the parking demands of the uses within the East and West Mill complex.'' Table 11 summarizes the land use and size of the uses that will be contained within the East and West Mill complex after the construction of the Project and the average ITE peak parking demand ratios and corresponding peak parking demand for each land use. Table I I MILL COMPLEX LAND USES PEAK PARKING DEMANDS Average Peak Peak Parking Area/Land Use Size Variable Parking Demand` Demand East Mill Residential 334 units 1.23/unit 411 Retail 12,358 sf 2.79/1,000 sf 35 Restaurant 7,385 sf 8.34/1,000 sf 62 Office 136,483 sf 1.95/1,000 sf 267 Research and Development 12,762 sf 2.56/1,000 sf 33 Veterinarian 4,292 sf 3.08/1,000 sf 14 West Mill Residential 39 units 1.23/unit 48 Retail 14,709 sf 2.79/1,000 sf 42 Restaurant 11,343 sf 8.34/1,000 sf 95 Office 172,522 sf 1.95/1,000 sf 337 Research and Development 12,336 sf 2.56/1,000 sf 32 Medical Office 11,966 sf 2.63/1,000 sf 32 "TTE peak parking demand ratios are per 1,000 sf or per unit as appropriate. 14Parking Generation,6"Edition;Institute of Transportation Engineers;Washington,D.C.;October 2023. 15284 parking spaces are provided within the West Mill area; 137 parking spaces are leased from other properties for use by West Mill tenants;746 parking spaces will be provided within the East Mill area;and 146 on-street parking spaces are located within 100 yards ofthe Mill complex and can be counted toward the parking provided for the Mill complex (East and West);or a total of 1,313 parking spaces. G-10320 Notth A,,d-ur,MA Rupo,\Fast Mill Resi T[A In_2 to- 26 The peak parking demand for each use within the East and West Mill areas were then distributed over a 24-hour period using parking demand distribution data available from the ITE. Table 12 summarizes the composite hourly parking demand of the East and West Mill areas based on the peak parking demand identified in Table 11,with the detailedparking demand calculations for each Mill provided in the Appendix. Table 12 MILL COMPLEX COMPOSITE HOURLY AVERAGE PARKING DEMAND (A) (B) East Mill West Mill (A+B) Hour Complex Complex Total 2:00—4:00 AM 411 48 459 5:00—6:00 AM 395 47 442 6:00—7:00 AM 354 42 396 7:00—8:00 AM 352 87 439 8:00—9:00 AM 484 306 790 9:00—10:00 AM 580 467 1,047 10:00—11:00 AM 612 523 1,135 11:00 AM—12:00 PM 610 535 1,145 12:00—1:00 PM 574 504 1,078 1:00—2:00 PM 5.58 489 1,047 2:00—3:00 PM 568 486 1,054 3:00—4:00 PM 5.56 471 1,027 4:00—5:00 PM 5.50 432 982 5:00—6:00 PM 495 340 835 6:00—7:00 PM 406 205 611 7:00—8:00 PM 364 153 517 8:00—9:00 PM 375 131 506 9:00—10:00 PM 354 61 415 10:00—11:00 PM 358 42 400 11:00 PM—12:00 AM 374 44 418 As can be seen in Table 12, the peak parking demand for East Mill occurs between 10:00 and 11:00 AM, with a peak parking demand of 612 parking spaces, and the peak parking demand for West Mill occurs between 11:00 AM and 12:00 PM, with a peak parking demand of 535 parking spaces. The composite peak parking demand for the Mill complex (East and West Mill) after the construction of the Project is predicted to occur between 11:00 AM and 12:00 PM,with a combined peak parking demand of 1,145 parking spaces. By comparison, we note that the peak parking demand for the proposed residential project will occur generally between the hours of 11:00 PM and 5:00 AM such that the hours, days, or peak parking demands for the other uses in East Mill are so different from the peak parking demand for the Project that the parking proposed will provide adequately for all uses or activities served by the parking facility. Accordingly and given that the Mill complex will be served by 1,313 parking spaces after the construction of the Project, this analysis has determined that sufficient parking will he provided within the Mill complex to accommodate the predicted peakparking demands of the existing and proposed uses located within the East and West Mill areas after the construction of the Project. G-10320 Notth A,,d.—,MA Rupo,\Fast Mill Resi T[A 10_2 to- 27 SIGHT DISTANCE EVALUATION Sight distance measurements were performed at the intersection of the East Mill driveway with High Street in accordance with MassDOT and American Association of State Highway and Transportation Officials (AASHTO)16 requirements. Both stopping sight distance (SSD) and intersection sight distance (ISD) measurements were performed. Tn brief, SSD is the distance required by a vehicle traveling at the design speed of a roadway, on wet pavement,to stop prior to striking an object in its travel path. ISD or corner sight distance(CSD)is the sight distance required by a driver entering or crossing an intersecting roadway to perceive an on-coming vehicle and safely complete a turning or crossing maneuver with on-coming traffic. Tn accordance with AASHTO standards, if the measured ISD is at least equal to the required SSD value for the appropriate design speed, the intersection can operate in a safe manner. Table 13 presents the measured SSD and ISD at the subject intersection. 1 6 A Policy on Geometric Design of Highway and Streets, 7" Edition; American Association of State Highway and Transportation Officials(AASHTO);Washington D.C.;2018. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A In_2 to- 28 Table 13 SIGHT DISTANCE MEASUREMENTS" Feet Required Minimum Desirable Intersection/Sight Distance Measurement (SSD) (ISD)e Measured High Street at the East Hill Driveway Stopping Sight Distance: High Street approaching from the north 200 -- 392 High Street approaching from the south 200 -- 500+ Intersection Sight Distance: Looking to the north from the East Mill Driveway 200 335 401 Looking to the south from the East Mill Driveway 200 290 500+e 'Recommended minimum values obtained from Policy on Geometric Design of Highways and Streets,7"Edition;American Association of State Highway and Transportation Officials(AASHTO);2018;and based on a 30 mph approach speed along High Street. Values shown are the intersection sight distance for a vehicle turning right or left exiting a roadway under STOP control such that motorists approaching the intersection on the major street should not need to adjust their travel speed to less than 70 percent of their initial approach speed. `Available line of sight with a three-stage exiting maneuver. As can be seen in Table 13 and with consideration of a three-stage exiting maneuver given the presence of on-street parking along High Street south of the East Mill driveway (description follows),the available lines of sight to and from the East Mill driveway exceeds the recommended minimum sight distances to function in a safe and efficient manner based on 30 mph approach speed along High Street,which approximates or is above both the measured 85'percentile vehicle travel speeds measured along the roadway(26/29 mph) and is consistent with the posted/statutory speed limit(30 mph). The three-stage exiting maneuver described above is common in downtown and urban settings with sidewalks and on-street parking. The three stages are as follows: 1) the exiting driver stops their vehicle before entering the sidewalk area to observe pedestrians that may be approaching the driveway; 2) after verifying that the sidewalk area is clear,the driver positions their vehicle within the sidewalk area and into the roadway where the parking lane is present to a point where they can observe approaching motor vehicles and bicyclists; and 3) after verifying that there are no conflicting motor vehicles or bicyclists,the driver then exits the driveway. It is important that the exiting driver has a clear and unobstructed view of the sidewalk area for the three-stage exit to be accomplished in a safe manner. G-10320 Nott"A,,do,,MA Rupo,\East Mill Resi T[A In_2.do- 29 CONCLUSIONS AND RECOMMENDATIONS CONCLUSIONS VAI has completed a detailed assessment of the potential impact on the transportation infrastructure associated with the proposed 296-unit multifamily residential development to be located on a parcel of land, located at the corner of High Street and Prescott Street, and referred to as 0 Prescott Street in North Andover, Massachusetts, that is situated within the East Mill area of the former Davis and Furber Machine Shop complex. The following specific areas have been evaluated as they relate to the Project: i) access requirements;ii)potential off-site improvements; and iii) safety considerations; under existing and future conditions, both with and without the Project. Based on this assessment,we have concluded the following with respect to the Project: 1. Using trip-generation statistics published by the ITE,"the Project is expected to generate approximately 1,320 vehicle trips on an average weekday(two-way,24-hour volume),with H 7 vehicle trips expected during the weekday morning peak-hour and 110 vehicle trips expected during the weekday evening peak-hour. 2. The Project will not have a significant impact (increase) on motorist delays or vehicle queuing over Existing or anticipated future conditions without the Project (No-Build conditions), with all movements at the study area intersections expected to continue to operate at LOS of C or better with the addition of Project-related traffic,where an LOS of "D" or better is defined as "acceptable" traffic operations. Project-related impacts were generally defined as an increase in average motorist delay of less than 5.0 seconds and in vehicle queuing of up to one(1)vehicle; 3. All movements exiting the East Mill driveway to High Street were shown to operate at LOS C during both the weekday morning and evening peak hours with residual vehicle queues of up to three (3) vehicles, which can be accommodated along the drive without inhibiting the movement of vehicles, pedestrians, or bicyclists along High Street. All movements along High Street approaching the East Mill driveway are predicted to operate at LOS A with negligible vehicle queuing; 17Institute of Transportation Engineers,op.cit. 1. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A In_2 to- 30 4. No apparent safety deficiencies were noted with respect to the motor vehicle crash history at the study area intersections; 5. the proposed parking supply that will be available after the construction of the Project is sufficient to accommodate the anticipated peak parking demand of the existing and proposed uses within the Mill complex; and 6. Lines of sight to and from the intersection of the East Mill driveway with High Street were found to exceed the required minimum distances for the intersection to function in a safe and efficient manner. In consideration of the above,we have concluded that the Project can be accommodated within the confines of the existing transportation infrastructure in a safe and efficient manner with the implementation of the recommendations that follow. RECOMMENDATIONS A detailed transportation improvement program has been developed that is designed to provide safe and efficient access to the Project site and address any deficiencies identified at off-site locations evaluated in conjunction with this study. The improvements that have been recommended as a part of this evaluation, where applicable, will be completed in conjunction with the Project subject to receipt of all necessary rights,permits, and approvals. Project Access Access to the Project site will continue to be provided by way of the existing driveway that intersects the east side of High Street approximately 105 feet south of Prescott Street and thereafter by way of the three (3) existing driveways that intersect the north side of the internal access drive to the East Mill that are situated approximately 70 feet, 450 feet and 660 feet cast of High Street, respectively. The access to the Project site has been designed such that no (0) new curb cuts are proposed, consistent with the Historic Mill Area Design Guidelines. The following recommendations are offered with respect to Project access and internal circulation,many of which are reflected on the site plans: ➢ The High Street driveway to the East Mill and the internal driveways will continue to be a minimum of 24-feet in width and designed to accommodate the turning and maneuvering requirements of the largest responding emergency vehicle. ➢ The service drive/emergency vehicle access to the east of the proposed building will be a minimum of 20-feet in width and designed to accommodate the turning and maneuvering requirements of the largest responding emergency vehicle. ➢ Vehicles exiting the East Mill driveway to High Street and minor drive approaches to the primary east-west drives located within the Project site and the East Mill should be placed under STOP-sign control with a marked STOP-line provided. ➢ Where perpendicular parking is proposed, the drive aisle behind the parking should be a minimum of 23-feet wide. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A 10_2 to- 31 ➢ All signs and pavement markings to be installed within the Project shall conform to the applicable standards of the Manual on Uniform Traffic Control Devices(MUTCD).18 ➢ A sidewalk will be provided within the Project site along the front of the proposed residential building and will extend to the existing sidewalk along High Street. ➢ Marked crosswalks and Americans with Disabilities Act (ADA) compliant wheelchair ramps should be provided at pedestrian crossings within the Project site. ➢ Signs and landscaping to be installed as a part of the Project within intersection sight triangle areas should be designed and maintained so as not to restrict lines of sight. ➢ Snow accumulations (windrows) within sight triangle areas shall be promptly removed where such accumulations would impede sight lines. Off-Site High Street Pedestrian Crossing In order to enhance the safety of the pedestrian connection between the East Mill and the West Mill, it is recommended that consideration be given to installing a pedestrian actuated Rectangular Rapid Flashing Beacon(RRFB)with accompanying pedestrian crossing warning signs for the existing crosswalk across High Street that is situated to the south of the driveways that serve the East Mill and the West Mill. The enhanced pedestrian crossing treatment would also facilitate the shared parking arrangement between the East Mill and the West Mill. Transportation Demand Management Public transportation services are not currently provided in the immediate vicinity of the Project site; however, the Merrimack Valley Transit Authority (MeVA) provides fixed-route bus service along Main Street to the south of the Project site by way of Route 3, North. Andover/Woodridge, and along Sutton Street to the north by way of Route 14, Lawrence-Haverhill via Amazon/Ward Hill. The Route 3 bus provides service between the North Andover Mall and the McGovern Transportation Center in Lawrence,where connections can be made to other McVa bus routes and the Massachusetts Bay Transportation Authority(MBTA) Commuter Rail (Haverhill Line). The Route 14 bus provides service between the McGovern Transportation Center and the Washington Square Transit Station in Haverhill, where connections can be made to other McVa bus routes. The closest regular stop to the Project site for the Route 3 bus is located at the Main Street/Water Street intersection,approximately 0.5 miles(a 12-minute walk)to the southwest of the Project site. The closest regular stop to the Project site for the Route 14 bus is located at 200 Sutton Street, approximately 0.7 miles (a 16-minute walk) to the northwest of the Project site. McVa buses also operate in a "flag stop" mode, where a rider can request a stop anywhere along the regular service route by signaling to the driver. In an effort to encourage the use of alternative modes of transportation to single-occupant vehicles, the following Transportation Demand Management(TDM)measures will be implemented as a part of the Project: IVederal Highway Administration,op.cit.3. G-10320 Notth A,,do,,MA Rupo,\Fast Mill Resi T[A In_2 to- 32 ➢ A transportation coordinator will be designated for the Project,who may have other duties and responsibilities,to coordinate the elements of the TDM program; ➢ The transportation coordinator will facilitate a rideshare matching program for residents to encourage carpooling; ➢ A "welcome packet" will be provided to new residents detailing available public transportation services, bicycle and walking alternatives, and other commuting options; Information regarding public transportation services, maps, schedules, and fare information will be posted in a central location and/or otherwise made available to residents; ➢ A pick-up/drop-off area has been provided at the front of the building for use by carshare and delivery service providers, as well as Amazon,UPS and FedEx; ➢ A minimum of 20%of the parking spaces will include accommodations for the installation of electric vehicle(EV) charging stations for use by residents and guests; and ➢ Secure bicycle parking will be provided within the Project site to include interior,weather protected bicycle parking in the parking garage and an exterior bicycle rack. With implementation of the aforementioned recommendations, safe and efficient access will be provided to the Project site and the Project can be accommodated within the confines of the existing transportation system. G-10320 Notth A,,d.—,MA Rupo,\Fast Mill Resi T[A 10_2 to- 33