HomeMy WebLinkAboutConsultant Review - 1077 OSGOOD STREET 6/1/1989 i
BUTCHER - BOY MALL
North Andover , Massachusetts
I
FINAL ENVIRONMENTAL IMPACT REPORT
EOEA File No ® 6449
Proponent
Angus Realty Corporation
Y
1077 Osgood Street
North Andover , Massachusetts
C
Prepared by :
i
Green International Affiliates , Inc .
Boston , Massachusetts
June 1 9 8 9
BUTCHER BOY MALL
NORTH ANDOVER, MASSACHUSETTS
EOEA FILE NO. 6449
TABLE OF CONTENTS
SECTION PAGE
TABLE OF CONTENTS i
LIST OF FIGURES
LIST OF TABLE iv
I. SCOPE AND CERTIFICATE ON THE DEIR 1
II. SUMMARY 3
III. PROJECT DESCRIPTION 7
IV. ALTERNATIVES TO THE PROPOSED PROJECT 13
V. EXISTING ENVIRONMENT 15
VI . EXISTING TRAFFIC CONDITIONS 1989 17
VII. 1992 NO BUILD CONDITION 41
VIII . TRIP GENERATION/DISTRIBUTION 47
IX. 1992 BUILD CONDITION 55
X. DATA ANALYSES 61
XI . TRAFFIC SIGNAL WARRANT ANALYSES 71
XII. MITIGATING MEASURES 75
XIII CONCLUSIONS 79
XIV. APPENDICES 81
A. Traffic Counts
B. Traffic Accident Reports
C. Capacity Analysis Computer Printouts
D. Intersection Delay Worksheets
E. Signal Warrants Analysis Sheets
F. DEIR Comments and Responses
G. Site Plan
i
BUTCHER BOY MALL
NORTH ANDOVER, MASSACHUSETTS
EOEA FILE NO. 6449
LIST OF FIGURES
Page
Figure 1 EIR Study Area and Proposed Butcher Boy 8
Mall Location
Figure 2 Monthly Traffic Variations 22
Figure 3 Annual Average Daily Traffic Trends and 25
Projections
Figure 4A Estimated 1989 A.M. Peak Hour Traffic 26
Volumes
Figure 4P Estimated 1989 P.M. Peak Hour Traffic 27
Volumes
Figure 4D Estimated 1989 Average Weekday 28
Traffic Volumes
Figure 4S Estimated 1989 Saturday Peak Hour 29
Traffic Volumes
Figure 5-3 Accident Diagram, Osgood Street with 33
Great Pond Road, 1983
Figure 5-4 Accident Diagram, Osgood Street with 34
Great Pond Road 1984
Figure 5-5 Accident Diagram, Osgood Street with 35
Great Pond Road 1985
Figure 5-6 Accident Diagram, Osgood Street with 36
Great Pond Road 1986
Figure 6-3 Accident Diagram Osgood Street with 37
Sutton Street, 1983
Figure 6-4 Accident Diagram, Osgood Street with 38
Sutton Street 1984
Figure 6-5 Accident Diagram, Osgood Street with 39
Sutton Street 1985
Figure 6-6 Accident Diagram, Osgood Street with 40
Sutton Street 1986
ii
Figure 7A Estimated 1992 A.M. Peak Hour Traffic 42
Volumes - No Build
Figure 7P Estimated 1992. P.M. Peak Hour Traffic 43
Volumes - No Build
Figure 7D Estimated 1992 - No Build 44
Average Weekday Traffic Volumes
Figure 7S Estimated 1992 - No Build 45
Saturday Peak Hour Traffic Volumes
Figure 8A Estimated Butcher Boy Mall and Lakeview 50
Office Trip Generation - A.M. Peak Hour
Traffic Volumes
Figure 8P Estimated Butcher Boy Mall and Lakeview 51
Office Trip Generation - P.M. Peak Hour
Traffic Volumes
Figure 8D Estimated Butcher Boy Mall and Lakeview 52
Office Trip Generation -
Average Weekday Traffic Volumes
Figure 8S Estimated Butcher Boy Mall and Lakeview 53
Office Trip Generation - Saturday Peak
Hour Traffic Volumes
Figure 9A Estimated 1992 - Build 56
A.M. Peak Hour Traffic Volumes
Figure 9P Estimated 1992 - Build 57
P.M. Peak Hour Traffic Volumes
Figure 9D Estimated 1992 - Build 58
Average Weekday Traffic Volumes
Figure 9S Estimated 1992 - Build 59
Saturday Peak Hour Traffic Volumes
111
BUTCHER BOY MALL
NORTH ANDOVER, MASSACHUSETTS
EOEA FILE NO. 6449
LIST OF TABLES
Page
Table I Existing Traffic Signal Timing and Sequence 19
Table II Monthly Traffic-Volume Variation 21
Table III Annual Average Daily Traffic Trends 24
Table IV Accident History - Osgood Street with 31
Great Pond Road
Table V Accident History - Osgood Street with 32
Sutton Street
Table VI Trip Generation Estimates for Butcher 48
Boy Mall
Table VII Trip Generation Estimates for Lakeview 49
Office Building
Table VIII Capacity Analysis Summary - Level 67
of Service
Table IX Capacity Analysis Summary - V/C Ratio 68
Table X Capacity Analysis Summary - Delay 69
Table XI Capacity Analysis Summary - Queue 70
Table XII Traffic Signal Warrant Analysis Summary 73
iv
BUTCHER BOY MALL
NORTH ANDOVER, MASSACHUSETTS
EOEA FILE NO. 6449
SECTION I
SCOPE OF CERTIFICATE ON THE DEIR
Scope from the Certificate of the Secretary of Environmental Affairs dated
March 11, 1987.
"The EIR should follow the format outlined in the MEPA regulations at 301
CMR 11.07. At the consultation session, I noted that there was much confus-
ion regarding the project description.
"The EIR should be particularly clear with regard to the what this project
entails, the square footage allocated for each use, and the number of
stories to be built.
"The study area for traffic shall include Route 133/Route 125 from Sutton
Street to Clark Street (inclusive).
"The trip generation characteristics of the proposed development should be
presented. These characteristics should include total trips generated
daily, as well as evening and Saturday peak hour trips (by use and total ) .
"The traffic study should show the distribution of trips on the network
immediately adjoining the site. The evening and Saturday peak hour level
of service and V/C ratios should be shown for each of the intersections
analyzed. The adequacy of the existing signal to handle the new site gener-
ated traffic should be analyzed. The location and layout of the site drive
should be clearly presented and its operating characteristics should also
be analyzed. The traffic study should include accident data at the signal-
ized intersection as well as other intersections in the study area for a
five year period.
1
"The operating conditions should be compared in three cases. The existing
conditions, the 1992 No-Build, and the 1992 Build conditions. The propo-
nent should take care to include traffic generated by other known pending
developments in the 1992 No-Build case.
"The Draft EIR should, where necessary, proposed mitigation. Responsibil-
ity for implementing any proposed improvements should be identified."
2
BUTCHER BOY MALL
NORTH ANDOVER, MASSACHUSETTS
EOEA FILE NO. 6449
SECTION II
SUMMARY
This Final Environmental Impact Report (FEIR) was developed to assess the
traffic and environmental impact of a proposed development, entitled the
Butcher Boy Mall .
The proposed project is located in the northeastern portion of the Town of
North Andover. The site is generally bounded to the north and east by
residential property, south by Great Pond Road (State Route 133) and Lake
Cochichewick, a water supply reservoir for the Town of North Andover, and
west by Osgood Street (State Highway Route 125).
Some aspects of the project have changed since the Draft EIR was submitted
due to reviews by State and Local regulatory agencies. The exit driveway
for the Butcher Boy Mall has been relocated opposite Clark Street to accom-
modate possible future signalization of that intersection. The MDPW does
not feel this signalization is required at this time. In addition, the
site drainage system has been modified to include an on-site retention pond.
Surface runoff collected by the drainage system will be conveyed westerly
along Clark Street and discharged overland to an existing stream which
flows to the Merrimack River.
Most applicable local and State permits have been applied for or obtained.
These include a local permit by the Zoning Board of Appeals to allow the
construction of a retaining wall within 250 feet of the Town's water
source, Lake Cochichewick (to direct surface run-off away from the Lake),
3
and a building permit for the above mentioned retaining wall . All permits
relating to the installation of an area wide sewer system by the developer
have been obtained, including an Order of Conditions by the North Andover
Conservation Commission, a street opening permit No. 5-19414 by MDPW, and a
sewer extension permit No. 242-473 by the Department of Environmental
Quality Engineering - Division of Water Pollution Control . In addition,
permit no. 88-ANE-077-OE was obtained from the Federal Aviation Administra-
tion, as well as an evaluation from the Massachusetts Aeronautics Commis-
sion that the project does not require a permit from MAC. Applications for
all other MDPW permits have been filed including curb-cut permits, the
widening of Osgood Street, the installation of traffic control signs, and
roadway pavement markings within the project area.
Although this project satisfied all the requirements of the Zoning By-Laws
of the Town, local site plan approval was initially denied by the North
Andover Planning Board and is the subject of litigation in the
Massachusetts Land Court, Civil Action No. 128142.
The current and projected traffic volumes that exist within the study area
constitute the major environmental effect of the proposed project. Pres-
ently, the Level of Services (LOS) at the intersections of Osgood Street
and Clark Street, and Osgood Street and the Butcher Boy Meat Market, is
below "D". This is the result of the heavy peak hour volumes, generated
by Western Electric, moving through these unsignalized intersections
thereby causing delays on the side roads.
The alternative to the project is the no build alternative, leaving the
Butcher Boy Meat Market as it presently stands.
The following is a list of all measures to mitigate traffic in pacts within
the project area:
By the Developer:
4
a. A left turn lane will be provided on Osgood Street at the Butcher
Boy Mall entrance and at Clark Street. Osgood Street will be
widened in front of the Butcher Boy Mall to accommodate this turn
lane.
b. The Butcher Boy Mall entrance and exit will be constructed to
adequately handle the turning movements of semi-trailer trucks and
to provide maximum separation of the passengers vehicles and
delivery trucks.
C. The timing and phasing for the traffic signals at the intersection
of Osgood Street and Great Pond Road to improve intersection
capacity.
d. The Butcher Boy Mall exit will be aligned opposite Clark Street
for possible future signalization.
By State and Local Agencies:
a. Development of carpool program for employees in the area.
b. Development of local industries of a staggered work hour program.
C. As an alternative to b., flextime work hours should be imple-
mented.
d. Utilization of a shuttle bus between the industrial areas and the
residential districts.
e. A master plan for future development and public streets should be
developed by the Town of North Andover.
5
6
BUTCHER BOY MALL
NORTH ANDOVER, MASSACHUSETTS
EOEA FILE NO. 6449
SECTION III
PROJECT DESCRIPTION
The proposed Butcher Boy Mall development will be located in the northeast-
ern portion of the Town of North Andover, at the intersection of Great Pond
Road and Osgood Street (Route 125). Figure No. 1 presents the location of
the project within the Town. A two (2) story retail/office building, con-
taining a total of 65,861 square feet will be developed occupying 5.3
acres, zoned General Business and Business 2, of the existing 9.2 acre
parcel of land of which, 2.0 acres are presently developed. The remainder
of the parcel is not, nor will it be part of this development since it is
zoned Residential 2. As part of this project a finger-like wetland area
containing approximately 880 square feet will be disturbed by the develop-
ment and will be replicated outside the limits of the development in a
hydraulically connected area in the easterly portion of the parcel .
The proposed building consists of two stories, with 34,232 square feet
gross floor area of offices on the second floor, 17,027 square feet gross
floor area for a meat market and 14,602 square feet gross floor area for
retail on the first floor. The second floor projects over the first to
provide a protected first floor walkway which is supported by brick piers
and arches. The building will be of Type 2-C construction. Exterior walls
will be faced with brick on all sides of the building. The building will
be thirty feet (30' ) high, well below the maximum forty five feet (45' )
allowed in the Zoning By-Law.
7
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BUTCHER BOY MALL
o NORTH ANDOVER, MA
a'• c •� — F, SITE LOCATION
FIGURE
Source : U.S, , S.
Win' !' Scale: i 2000'
APRIL 198
8
The proposed building will be placed on the parcel so that the narrow side
of the building faces Great Pond Road and the long facade faces Osgood
Street so as to minimize the visual impact of the building on the residen-
tial surroundings. The Osgood Street facade will be divided by a center
portion that projects forward and is treated symmetrically using tradi-
tional architectural elements.
Full access will be provided around the building as recommended by the Fire
Department . Furthermore, a self-contained compactor-container will be
provided with a masonry enclosure.
To further minimize the visual impact of the proposed facility, extensive
screening will be provided around the perimeter of the site. A double row
of staggered white pines, ten feet on center will be planted along the
northern, eastern and southern property lines of the site. A six foot
stockade fence will be installed along a portion of the easterly property
line, between the site and adjacent residential property. Unpaved areas
along Osgood Street (Route 125) will be loamed and seeded with landscape
islands containing trees and low shrubs to provide for shielding of the
parking lot area.
The total lot coverage (the total building coverage divided by the lot
area) is 15.16%, well below the 35% maximum coverage allowed by the Zoning
By-Laws.
The proposed parking plan will provide for two hundred and four (204) cars,
in accordance with the Zoning By-Laws.
The objective of the development is to provide a convenient retail/office
building on a site that has been used for business for over forty years.
This project site is surrounded by residential , commercial and industrial
properties. The closest shopping areas are provided at the center of the
town about 1 1/4 miles away from the site and near the intersection of
Osgood Street with Prescott Street about 3/4 miles south of the site.
9
A major improvement to the immediate watershed area of Lake Cochichewick
resulting from this development is the replacement of the existing septic
systems/holding tanks through the construction of an area-wide sewage
system which will be installed by the developer. Sanitary waste generated
by the facility will be discharged into the proposed sewage pumping station
located on the site adjacent to Great Pond Road. Sanitary waste received
at the station will be conveyed by a proposed force main to the Town of
North Andover Municipal Sewer System on Sutton Street.
Storm water runoff from the paved parking areas of the site will be
collected by a storm water drainage system and conveyed along Clark Street
discharging overland to an existing stream. The stream flows westerly to
the Merrimack River located approximately 5,000 feet west of the site. The
discharging of storm water from the site into Lake Cochichewick is not
allowed and is not proposed .as part of this project. (See site plan in
Appendix G) .
Access to the site will be provided by a paved entrance roadway extending
from Osgood Street (Route 125) along the southerly portion of the site. An
exit roadway to Osgood Street (Route 125) will be constructed opposite
Clark Street near in the northerly portion of the site. To minimize the
traffic impacts of the proposed project, Osgood Street (Route 125) will be
widened opposite the site to allow the construction of a left turn lane to
accommodate vehicle movements into the site for southbound traffic on
Osgood Street and left turn movements to Clark Street for northbound
traffic. Scored concrete islands will also be constructed in Osgood Street
(Route 125) to control vehicular turning movements and to define the left
turn lanes. Additional improvements will consist of traffic control signs
and roadway striping with the project area. (See Site Plan in Appendix G) .
All the proposed traffic and street improvements including the development
entrance/exit roadway designs as shown on the site plan are the result of
many meetings with the State Engineers at MDPW - District 5 in Danvers.
10
The expected commencement date for this project is the summer of 1989.
Construction will take about six months at an approximate cost of four
million two hundred thousand dollars. The construction process will con-
sist of three stages; first, a retaining wall will be built and the site
graded; second, a new shopping center will be constructed with retail and
office space, and; finally, the existing Meat Market will be demolished
along with an existing driveway to Great Pond Road. This order of construc-
tion has been set by the North Andover Zoning Board of Appeals.
11
12
BUTCHER BOY MALL
NORTH ANDOVER, MASSACHUSETTS
EOEA FILE NO. 6449
SECTION IV
ALTERNATIVES TO THE PROPOSED PROJECT
In order to satisfy all Local and State agencies by providing all the
improvements required of the developer, some of which go well to beyond the
immediate development, i .e. the installation of the area-wide sewer system,
it is not financially feasible to reduce the size of the building or the
development. Hence, the only alternative available to the developer is the
No Build Alternative. For this alternative, the existing structure would
remain in place. The most significant effect of this alternative would be
the omission of the left turn lane and other traffic flow improvements
thereby continuing this safety problem. In addition, the proposed improve-
ments regarding the area-wide sewer project and the diversion of the
surface runoff away from the Lake Cochichewick will not be implemented.
13
14
BUTCHER BOY MALL
NORTH ANDOVER, MASSACHUSETTS
EOEA FILE NO. 6449
SECTION V
EXISTING ENVIRONMENT
In general , the region has moderate to slight slopes with wetlands in the
low lying areas. Intermittent streams discharge into Lake Cochichewick,
the Merrimack River and other ponds in the region. Lake Cochichewick
provides a scenic quality to the area as well as the potable water source.
The site is located in the Town of North Andover Watershed District at the
intersection of Great Pond Road and Osgood Street (Route 125), North
Andover, MA. adjacent to the Town's water supply, Lake Cochichewick. The
topography of the site is generally flat with a slight slope to the east
southeast (towards the Lake). A portion of the site to the southeast which
borders Great Pond Road has slopes between five (5) and ten (10) percent.
An existing wetland area is located in the eastern portion of the site and
extends southerly along the property line of the parcel . A small portion
of the wetland was previously disturbed by a contractor working on a differ-
ent project which subsequently was abandoned. This disturbed area will be
replaced 3 to 1 by the developer as part of this project. (See response to
the EOEA Comments Appendix F). All work within the wetlands area will be
performed in accordance with the requirements of the Massachusetts Wetlands
Protection Act and Orders of Conditions of the North Andover Conservation
Commission.
The project site has been used for business purposes for over forty years.
The Blue Fox restaurant occupied the site from 1946 to 1956. Between 1956
and 1959 Murphy's Country Store operated the existing structure. In 1959,
the site was purchased by Angus Realty Corporation which used the structure
as the Butcher Boy Meat Market. The existing structure is located within a
15
special permit area, an area that lies between 150 feet and 250 feet
horizontally from the Lake. No provisions are currently in place to
prevent surface run-off on the paved parking area from discharging into the
Lake. In addition, because of lack of sanitary sewer system in the area,
most businesses and residences around Lake Cochichewick are either on
individual septic systems or holding tanks.
The existing development occupies about two acres of the site, and contains
a store that is a one story building occupying approximately 6,000 square
feet of floor area. The existing facility is accessible from both Osgood
Street and Great Pond Road. The remainder portions of the site consists
chiefly of wooded areas.
16
BUTCHER BOY MALL
NORTH ANDOVER, MASSACHUSETTS
EOEA FILE NO. 6449
SECTION VI
EXISTING TRAFFIC CONDITIONS 1989
Osgood Street (Route 125) within the immediate area of the proposed Butcher
Boy Mall is a four lane undivided highway with 48 feet of pavement and no
curbs which provides a connection between North Andover and Haverhill , MA.
There is considerable commercial development along Osgood Street for a
distance of about 0.5 mile north and south of the site. The Lawrence
Municipal Airport is to the west of Osgood Street opposite the site, with
street access to Sutton Street. The Merrimack River forms the westerly
limits of the airport. Clark Street intersects Osgood Street opposite the
northerly end of the site. Clark Street is a two lane 24 foot wide dead-
end street which serves primarily the Borden Resinite facilities. Osgood
Street serves the North Andover - Haverhill traffic including the Western
Electric facility located about 1.5 miles north of the site. This facility
contributes a major component of the peak hour traffic volumes. Along
Osgood Street within the study area, there are many small commercial
establishments each with their own street entrances. The Lakeview Office
Building has been proposed opposite Great Pond Road on Osgood Street. At
this time, the Lakeview development has not been approved by the Town.
However, under the 1992 Build condition of this report, it was assumed that
this office building would be fully occupied and the appropriate generated
traffic included in the analysis. No other developments are proposed at
this time within the study area.
Great Pond Road (Route 133) is a two lane 24 foot wide road and in the
immediate area of the Butcher Boy Meat Market follows the northerly shore
of Lake Cochichewick in North Andover. The development along Great Pond
Road can be classified as primarily rural residential . This road serves
the communities of North Andover, Boxford, and Georgetown.
17
As noted before, Sutton Street provides access to the Lawrence Municipal
Airport. It is a two lane street connecting Osgood Street to the center of
North Andover and Interstate Route 495 in Lawrence.
Osgood Street is the only State maintained highway in the study area. All
other roads are Town maintained.
The intersection of Osgood Street and Great Pond Road is controlled by a
two phase semi-actuated traffic signal with vehicle detectors on Great Pond
Road. The intersection of Osgood Street with Sutton Street is controlled
by a two phase pre-timed traffic signal . The existing sequences and tim-
ings for these signals are shown in Table I. The only other intersection
of public streets within the study area is the intersection of Osgood
Street with Clark Street opposite the Butcher Boy Meat Market. This inter-
section is controlled by a stop sign on Clark Street.
There is a 40 mph posted speed limit on Osgood Street in front of the
Butcher Boy Meat Market.
Traffic Counts were made in 1985, 1987 and 1989 as shown below at the
following intersections:
LOCATION DATEJTIME
Osgood Street - Sutton Street Wed., Nov. 18, 1987 7:00 A - 10:00 A
Wed., Nov. 18, 1987 3:00 P - 6:00 P
Sat., Mar. 25, 1989 1:00 P - 2:00 P
Osgood Street - Great Pond Road Tue., June 23, 1987 7:00 A - 10:00 A
Tue., June 23, 1987 2:00 P - 6:00 A
Sat., Mar. 25, 1989 2:00 P - 3:00 P
Osgood Street - Butcher Boy Sat., Aug. 17, 1985 2:00 P - 3:00 P
Entrance Mon., Aug. 26, 1985 3:30 P - 4:30 P
Sat., Mar. 25, 1989 12:00 N - 1:00 P
18
TABLE I
EXISTING TRAFFIC SIGNAL SEQUENCE AND TIMING
OSGOOD STREET WITH GREAT POND ROAD ( SEMI - ACTUATED )
SEQUENCE AND TIMING
ST R E ET PHASE I PHASE n
1 2 3 FG1 5 6
OSGOOD ST G Y R R R
GREAT POND RD R R R Y I R
TI MING (SECONDS)
INITIAL GREEN 3
EXTENSION 2
MINIMUM GREEN 30
MAXIMUM GREEN 25
CLEARANCE 4 2 4 2
OSGOOD STREET WITH SUTTON STREET ( PRE-TIMED)
SEQUENCE AND TIMING
ST R E ET PHASE I PHASE II
1 2 3 4 5 6
OSGOOD ST G Y R R R R
SUTTON ST. R R R G Y R
TIMING (SECONDS)
GREEN 30 15
CLEARANCE 4 2 4 2
19
Osgood Street - Clark Street Wed., Nov. 18, 1987 7:00 A - 10:00 A
Wed., Nov. 18, 1987 3:00 P - 6:00 P
Tue., Apr. 11, 1989 3:00 P - 4:30 P
Thur., Apr. 13, 1989 4:30 P - 5:30 P
In addition to the manual intersection counts, twenty four hour automatic
traffic recorder counts (ATR) were made on Osgood Street south of Great
Pond Road from Tuesday, July 20, 1987 to Wednesday, July 21, 1987 and from
Monday, March 27, 1989 to Wednesday, March 29, 1989. The traffic count
summaries for both manual and ATR counts are included in Appendix A and D
of this report.
To develop a common yearly base of traffic counts, the traffic volumes were
projected to the estimated 1989 annual average daily traffic volumes. The
following factors were considered in establishing the 1989 traffic volumes.
1. Monthly Variation
1987 traffic volumes for selected roads and locations throughout the
state have been published by the Mass. Department of Public Works. The
count location listed for Route 114 in North Andover was selected to
represent the general traffic volume characteristics for this study due
to its proximity to the site, availability of five years of volume
data, and an increasing volume trend. One other location was consid-
ered, Route 133 at the Boxford Town Line. The traffic volumes at this
location did not include five years of data, has been discontinued, and
showed a decreasing volume trend.
Using the published volume data and supplemental 1988 data for Route
114 in North Andover, variation factors to adjust monthly traffic
volumes to annual average traffic volumes were calculated. The monthly
variation and the calculated adjustment factor are shown on Table II
and Figure 2.
20
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22
2. Yearly Increment
Similarly, the traffic data published by the MDPW for Route 114 in
North Andover was used for the determination of the annual growth in
traffic. The yearly annual average daily traffic volumes were used to
estimate future traffic volumes in the study area. Table III shows the
annual average daily traffic volume data on Routes 114 and 133 in North
Andover as obtained from 1987 Traffic Volumes published by MDPW. This
publication shows two opposite trends for the two highways. Route 114,
shows an increasing trend while Route 133 shows a decreasing trend. As
noted before the Route 133 traffic data was not considered to be
reliable and hence, was not used in this report. A regression line
equation was calculated from the Route 114 data which resulted in a
yearly increase trend of the average daily traffic in North Andover.
Annual average daily traffic volumes in 1985 and 1987 were projected to
the 1989 annual average daily traffic volumes. Figure 3 shows the
annual average daily traffic trends and projections.
The estimated 1989 annual average daily traffic volumes are shown
through the study area for the AM peak hour period (Figure 4A), PM peak
hour period (Figure 4P), hour average daily (Figure 4D), and Saturday
peak hour period (Figure 4S). The highest traffic volume in the study
area occurred on Osgood Street between Great Pond Road and Sutton
Street with a range of 19,400 to 22,700 vehicles per day in 1989. The
peak hour two way traffic within this link is 2470 vehicles per hour.
General observations of traffic in the area indicate that under normal
conditions traffic moves through the study area without any congestion.
However, during the morning and evening peak hours at the time that
several industrial plants change shifts, particularly Western Electric,
there was observed a very heavy volume on Osgood Street. These volumes
restrict vehicles from entering Osgood Street from side roads and
entrances. The operation of the traffic signals on Osgood Street at
Great Pond Road and Sutton Street does create gaps in the traffic
stream, thereby allowing traffic to enter the stream from the side
roads and entrances. However, the southbound traffic on Osgood Street
north of Great Pond Road tends to be continuous with no major gaps
thereby making access to Osgood Street difficult.
23
TABLE III ANNUAL AVERAGE DAILY TRAFFIC VOLUME TRENDS
(SOURCE: "1987 TRAFFIC VOLUMES", Published by MDPW
and 1988 date supplied by MDPW)
STA. 502 - NORTH ANDOVER - RTE. 114 - NORTH OF ANDOVER BY-PASS
Year AADT
'78 21,709
'79 21,579
'80 23,251
'81 22,870
'82 no data available
'83 no data available
'84 28,006
'85 29,105
'86 30,451
'87 33,724
'88 37,014
NORTH ANDOVER - RTE. 133 (GREAT POND ROAD) - BOXFORD TOWN LINE
YEAR AADT
'81 6,500
'82 6,600
'83 5,300
'84 no data available
'85 no data available
'86 4,400
(Count Station Discontinued)
24
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29
Four year accident histories tabulated by the Mass. Department of
Public Works 1983 to 1986 for the intersections of Osgood Street with
Great Pond Road and Osgood Street with Sutton Street were obtained from
the Northeast Regional Planning Commission. The fifth year either 1982
or 1987 was not available. The four year accident data is summarized
on Tables IV and V. Accident diagrams have been developed and are
shown in Figures 5 and 6 for the years 1983, 1984, 1985 and 1986. The
MDPW data did not list any other accidents occurring in the study than
that shown in this report. All accidents in the study area occurred at
the intersection of Osgood Street with Great Pond Road or at the inter-
section of Osgood Street with Sutton Street.
The accident data and the rates as shown on Tables IV and V do not indi-
cate a serious frequency or pattern of accidents at either intersection.
As a point of reference, an intersection that experiences a rate of 3.0
or higher accidents per million vehicles per year should be investi-
gated for possible traffic or highway improvements. The intersection
of Osgood Street with Great Pond Road has a 4 year average accident
rate 0.7; while, the intersection of Osgood Street with Sutton Street
had a 4 year average rate of 1.2. The highest annual accident for
either intersection was 1.6, well below the 3.0 index.
Comparing the two intersections, the Sutton Street intersection has a
higher accident rate experience which may be due in part to the grades
on Sutton Street and on Osgood Street through the intersection. The
intersection of Great Pond Road with Osgood Street have relatively flat
approaches.
The Merrimack Valley Regional Transit Authority has no bus route which
traverses into the study area. There is a Route (No. 33) which travels
through North Andover, but this route is about a mile away at is near-
est point and would not be useful to the study area.
30
TABLE IV
OSGOOD STREET WITH GREAT POND ROAD
NORTH ANDOVER, MA
4 YEAR ACCIDENT HISTORY
1983 1984 1985 1986 4 YR. TOTAL
SEVERITY
Fatal 0 0 0 0 0
Personal Injury 1 2 2 4 9
Property Damage 3 2 3 3 11
Total 4 4 5 7 20
ACCIDENT TYPE
Right Angle 1 1 2 5 9
Rear End 0 3 2 2 7
Sideswipe 1 0 1 0 3
Other - Bicycle,etc. 2 0 0 0 2
Total 4 4 5 7 20
DAY OF WEEK
Sunday 1 0 0 0 1
Monday 1 0 1 2 4
Tuesday 1 0 0 1 2
Wednesday 0 0 2 1 3
Thursday 1 1 0 0 2
Friday 0 2 1 0 3
Saturday 0 1 1 3 5
Total 4 4 5 7 20
MONTH OF YEAR
January 1 1 0 2 4
February 0 0 0 1 1
March 0 0 1 0 1
April 0 0 0 0 0
May 0 0 0 2 2
June 0 1 0 0 1
July 0 0 0 0 0
August 0 0 0 1 1
September 1 0 0 0 1
October 1 0 1 0 2
November 1 0 1 0 2
December 0 2 2 1 5
Total 4 4 5 7 30
Acident Rate* 0.5 0.5 0.7 0.9 0.7
4 year average
*Rate is in terms of Accidents per Million Vehicles through the
intersection per year.
31
TABLE V
OSGOOD STREET WITH SUTTON STREET
NORTH ANDOVER, MA
4 YEAR ACCIDENT HISTORY
1983 1984 1985 1986 4 YR. TOTAL
SEVERITY
Fatal 0 0 0 0 0
Personal Injury 0 4 1 4 9
Property Damage 5 5 5 7 22
Total 5 9 6 11 31
ACCIDENT TYPE
Right Angle 4 4 2 7 17
Rear End 0 1 2 3 6
Sideswipe 0 0 2 0 2
Other - Bicycle, etc. 1 4 0 1 6
Total 5 9 6 11 31
DAY OF WEEK
Sunday 1 3 1 2 7
Monday 1 4 0 3 8
Tuesday 2 1 1 2 6
Wednesday 0 1 1 2 4
Thursday 1 0 1 0 2
Friday 0 0 2 1 3
Saturday 0 0 0 1 1
Total 5 9 6 11 31
MONTH OF YEAR
January 0 0 1 0 1
February 0 2 1 1 4
March 1 0 0 0 1
April 2 2 1 0 5
May 1 1 0 0 2
June 0 0 1 4 5
July 0 1 0 0 1
August 0 1 0 1 2
September 0 0 0 0 0
October 1 0 0 2 3
November 0 1 1 2 4
December 0 1 1 1 3
Total 5 9 6 11 31
Accident Rate* 0.7 1.3 1.0 1.6 1.2
4 year average
*Rate is Accidents per Million Vehicles through the interseciton per year.
32
Fq
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rW
O O
1-6-63 THU. WO co 10-4-63 TUE 0100
2 OTHER PROP. DAMAGE ACCIDENTS (9-11-63 end II-07-83): INSUFFICIENT DATA TO PLOT DIAGRAM
OSGOOD STREET
1983
Q ACCIDENT DIAGRAM
J
OSGOOD STREET
WITH
GREAT POND ROAD
NORTH ANDOVER, MA
NOT TO SCALE APRIL 1989
GREEN INTERNATIONAL AFFILIATES, INC.
CONSULTING ENGINEERS BOSTON, MA
LEGEND
BICYCLE ozb
PATH OF MOVING MOTOR VEHICLE —°° PARKED VEHICLE
PEDESTRIAN PATH FIXED OBJECT ❑
FATAL OVERTURNED —
NON FATAL 0 OUT OF CONTROL REAR ENO COLLISION —tom SIDESWIPE
PAVEMENT—D =DRY 1=ICY W= WET
WEATHER C= CLEAR F= FOG R=RAIN
SL= SLEET S=SNOAI
FIGURE 5-3
33
°
L0 04-
m w a ,o
i ar 'Qp
1-Z
W
m
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12-14-04 F LL 0700HR CD.
1-3 M SAT.2S!Lft �p_�
1-M-64 FRI.0100NR _r,C.O.�
OS000D STREET
Y
at 1984
J ACCIDENT DIAGRAM
v OSGOOD STREET
WITH
GREAT POND ROAD
NORTH ANDOVER, MA
NOT TO SCALE APRIL 1989
GREEN INTERNATIONAL AFFILIATES, INC.
CONSULTING ENGINEERS BOSTON, MA
LEGEND
BICYCLE ozb
PATH OF MOVING MOTOR VEHICLE PARKED VEHICLE
PEDESTRIAN PATH ---} FIXED OBJECT ❑
FATAL OVERTURNED
NON FATAL 0 OUT OF CONTROL REAR END COLLISION SIDESWIPE --��
PAVEMENT-D=DRY I=ICY W= WET
WEATHER C= CLEAR F= FOG R=RAIN
SL=SLEET S=SNOW
FIGURE 5-4
34
Fir
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1 •21.0SSAL E3ppHlt.CD
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L2-11-85 WED.IS00!iR R.W.
OSGOOD STREET
H
Y 1985
Q ACCIDENT DIAGRAM
V OSGOOD STREET
WITH
GREAT POND ROAD
NORTH ANDOVER, MA
NOT TO SCALE APRIL 1989
GREEN INTNATIONAL CONSULTING ENGINEERS FFlBOSTON,I MA
LEGEND
BICYCLE
PATH OF MOVING MOTOR VEHICLE - PARKED VEHICLE ❑
PEDESTRIAN PATH ---� FIXED OBJECT FATAL • OVERTURNED
p
NON FATAL OUT OF CONTROL REAR END COLLISION SIDESWIPE
PAVEMENT-D=DRY 1=ICY W=WET
WEATHER C= CLEAR F= FOG R=RAIN
SL=SLEET S=SNOW
FIGURE 5-5
35
?m
O
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cc Q do
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5-0.86-TUE.1500 R.C
-13-86 MON.1800 HR.Q
8-4-SSMDK 100HR.R.W.
5-7.96 W®.1100 HR.RYL „
2-1-06 SAT.0000W QEt
OSGOOD STREET
rn
Y
cc 1986
v ACCIDENT DIAGRAM
OSGOOD STREET
WITH
GREAT POND ROAD
NORTH ANDOVER, MA
NOT TO SCALE APRIL 1989
GREEN INTERNATIONAL AFFILIATES, INC.
CONSULTING ENGINEERS BOSTON, MA
LEGEND
BICYCLE 00
PATH OF MOVING MOTOR VEHICLE PARKED VEHICLE
PEDESTRIAN PATH FIXED OBJECT
FATAL • OVERTURNED -°
NON FATAL 0 OUT OF CONTROL REAR END COLLISION SIDESWIPE --r
PAVEMENT-D=DRY [=ICY W=WET
WEATHER C= CLEAR F= FOG R=RAIN
SL=SLEET S=SNOW
FIGURE 5-6
36
0S G 0 0 D STREET
3-1.83 TUE.1800 HR.CLD.
5-18-83MOH. 1*0 HR.CL.W
♦- 1-83THU.0700HRCL.D.
x-24-83 SUN.1300 HR.R
10-25-83 TUE. 1800 HR.CLD.
SIGNAL
POLE
M
G
O
Z 1983
ACCIDENT DIAGRAM
OSGOOD ST REET
WITH
SUTTON STREET
NORTH ANDOV E R, MA
NOT TO SCALE APR 1 L 1989
GREEN INTERNATIONAL AFFILIATES, INC.
CONSULTING ENGINEERS BOSTON, MA
LEGEND alb
BICYCLE
PATH OF MOVING MOTOR VEHICLE - PARKED VEHICLE �
PEDESTRIAN PATH ---• FIXED OBJECT
FATAL
• OVERTURNED Q i
NON FATAL 0 OUT OF CONTROL REAR END COLLISION -i = SIDESWIPE
PAVEMENT- D=DRY is- ICY W= WET
WEATHER C= CLEAR F=FOG R= RAIN
SL- SLEET S= SNOW
FIGURE 6-3
37
0 S G 0 0 D ST R E E T
1--3.84 SUN 0600HR.R W.
4°15-84 SUN. 2400 HR. CD.
5.21-84 MON.1500 HR. C.D.
12-6-84 TUE.0600 HR C.I. 8-15.84 WEQ NOWO HR.C.Q
II-II-84 SUN.OOOOHR.R.W.
C0 !
TREE
J
N +•2•�+
Tr '�44,O�hR C
N
G EMBANKMENT
O
Z 1984
ACCIDENT DIAGRAM
OSGOOD ST REET
WITH
SUTTON STREET
NORTH ANDOVER, MA
NOT TO,SCALE APRIL 1989
GREEN INTERNATIONAL AFFILIATES, INC.
CONSULTING ENGINEERS BOSTON, MA
LEGEND
BICYCLE
PATH OF MOVING MOTOR VEHICLE .- PARKED VEHICLE
PEDESTRIAN PATH — ——s FIXED OBJECT ❑
FATAL . • OVERTURNED 0
NON FATAL o OUT OF CONTROL REAR END COLLISION = SIDESWIPE
PAVEMENT— D= DRY I= ICY W= WET
WEATHER C= CLEAR F=FOG R= RAIN
SL= SLEET S= SNOW
FIGURE 6-4
38
0 S G 0 0 D ST R E E T
11-2-1!FRl,..*WF1RR.Cn
6-20-85 TT.030DFR.C.0
� F
12-13-95FR1.0600N11. C116
2.10.68$A.1400 HR.CO.
30.85 M®.1600 HR.
C.D.
s
0
S
'n
P
a
G
0
Z 1985
ACCIDENT DIAGRAM
OSGOOD ST REET
WITH
SUTTON STREET
NORTH ANDOVER, MA
NOT TO SCALE APRIL 1989
GREEN INTERNATIONAL AFFILIATES, INC.
CONSULTING ENGINEERS BOSTON, MA
LEGEND
BICYCLE O�
PATH OF MOVING MOTOR VEHICLE PARKED VEHICLE
PEDESTRIAN PATH — --r► FIXED OBJECT FATAL 0 OVERTURNED —°
NON FATAL 0 OUT OF CONTROL REAR END COLLISION SIDESWIPE
PAVEMENT— D=DRY 1= ICY W= WET
WEATHER C= CLEAR F=FOG R= RAIN
SL- SLEET S= SNOW
FIGURE 6-5-
39
0 S 0 0 0 D
POLE STREET
6- HR.0 4
_11.14-66RRI.21QpHR C
6-16-66 MON. 1300
6-13.66 HIED. 060pHR.GD.
10-14.84 T UE.1300 HR. R.W.
10.26.66 TUE.6600 HR.C.D.
0-10-66 MON.0900 HR.CO
12.1.66 MON.200DHR. C.Q
6-29-66 SUN.IOOp HR.
C.D.
6.6.6SS UN.190p HR.CD 243.8_ SAS=HR.0
. N
G
N '+
• O
Z 1986
ACCIDENT DIAGRAM
OSGOOD ST REET
WITH
SUTTON STREET
NORTH ANDOVER, MA
NOT TO SCALE APRIL 1989
GREEN INTERNATIONAL AFFILIATES, INC.
CONSULTING ENGINEERS BOSTON, MA
LEGEND
PATH OF MOVING MOTOR VEHICLE BICYCLE
PEDESTRIAN PATH — _ PARKED VEHICLE
FATAL --� FIXED OBJECT 0
NON FATAL OVERTURNED -----_ _ o CD
REAR END COLLISION-- 0 OUT OF CONTROL_ iy
SIDESWIPE -- '
PAVEMENT— p= DRY '= ICY W= WET
C= CLEAR F=FOG R= RAIN
SL= SLEET S= SNOW
FIGURE 6-6
40
BUTCHER BOY MALL
NORTH ANDOVER, MASSACHUSETTS
EOEA FILE NO. 6449
SECTION VII
1992 NO BUILD CONDITION
The regression line and equation developed from the traffic volume trends
for Route 114 and listed on Table III were used to project the 1989 traffic
volumes to 1992, the year of construction completion and full occupancy of
the proposed Butcher Boy Mall and Lakeview Office Building. The estimated
1992 volumes without the Butcher Boy Mall and without Lakeview Office Build-
ing are shown on Figures 7A, 7P, 7D and 7S.
The estimated traffic volumes under the 1992 No Build represents the pro-
jected volumes for that year under the Alternative - No Build Plan noted
before for the Butcher Boy Mall .
41
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46
BUTCHER BOY MALL
NORTH ANDOVER, MA
EOEA FILE NO.6449
SECTION VIII
TRIP GENERATION/DISTRIBUTION
The generated traffic volumes of the proposed 65,861 square foot Butcher
Boy Mall and the proposed 10,200 square foot Lakeview Office Building, was
estimated based on data developed by the Institute of Transportation Engi-
neers and published in their informational report - "Trip Generation -
Fourth Edition, 1987". This publication provides trip data and is based on
studies throughout the United States for nearly 100 different land uses.
The data provides a range of estimated trips for AM peak hour, PM peak
hour, Saturday volumes and is in terms of trips per 1,000 square feet gross
floor area, acre, number of employees, or other relationships. The gener-
ated trips estimated for the Butcher Boy Mall and Lakeview Office Building
are shown on Tables VI and VII respectively. No reduction in the generated
traffic was made due to the Bus route on Osgood Street and Great Pond Road
as it is estimated that the route will have a minimum impact on traffic
volumes particularly during peak hours.
The traffic generated by the Butcher Boy Mall and the Lakeview Office Build-
ing was assigned to the road network within the study area based on the
existing traffic distribution characteristics and the trip generation
volumes. In general , the generated traffic for both the Butcher Boy Mall
and the Lakeview Office Building was distributed approximately as follows
within the study area:
50% Osgood Street to north
5% Great Pond Road to east
10% Sutton Street to west
35% Osgood Street to south
The assigned trip generation volumes are shown on Figure 8A (AM peak hour),
Figure 8P (PM peak hour), Figure 8D (average weekday), and Figure 8S
(Saturday peak hour).
47
TABLE VI
BUTCHER BOY MALL
NORTH ANDOVER, MA
TRIP GENERATION ESTIMATE FOR BUTCHER BOY MALL
Proposed Land Use Gross Floor Area (Sq. Ft.)
Retail 14,602
Meat Market 17,027
Office 34,232
Total 65,861
Land Use Code 820 820 710
Traffic Flow Retail Meat Mkt Office Total
AM Peak Hour
Enter 40 40 70 150
Exit 15 20 10 45
Total 55(3.77) 60(3.55) 80(2.33) 195
PM Peak Hour
Enter 110 120 15 245
Exit 115 125 70 310
Total 225(15.69) 245(14.58) 85(236) 555
24 Avg. Week Day 2130(145.71) 2350(138.08) 610(17.95) 5090
Saturday Peak Hour
Enter 140 160 5 305
Exit 135 150 5 290
Total 275(19.13) 310(18.04) 10(0.22) 595
( ) Calculated Trip Rates - Trips per 1000 square feet of floor area as
listed in "Trip Generation - Fourth Edition,
1987 " published by the Institute of
Transportation Engineers
48
TABLE VII
BUTCHER BOY MALL
NORTH ANDOVER, MA
TRIP GENERATION ESTIMATE FOR LAKEVIEW OFFICE BUILDING
Proposed Land Use Gross Floor Area (Sq. Ft.)
Office 10,200
Land Use Code 710
Traffic Flow Office
AM Peak Hour
Enter 25
Exit 4
Total 29(2.76)
PM Peak Hour
Enter 5
Exit 25
Total 30(2.90)
24 Avg. Week Day 248(24.27)
Saturday Peak Hour
Enter 2
Exit 1
Total 3(0.32)
( ) Calculated Trip Rates - Trips per 1000 square feet of floor area as
listed in "Trip Generation - Fourth Edition,
1987 " published by the Institute of
Transportation Engineers
49
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54
BUTCHER BOY MALL
NORTH ANDOVER, MA
EOEA FILE NO. 6449
SECTION IX
PROPOSED 1992 BUILD CONDITION
The 1992 No Build data shown on Figures 7A, 7P, 7D, and 7S, was combined.
with the trip generation data shown on Figures 8A, 8P, 8D, and 8S. These
volumes represent the total estimated traffic volumes in 1992 when the
Butcher Boy Mall and the Lakeview Office Building are constructed and fully
occupied and are shown on Figure 9A (AM peak hour), Figure 9P (PM peak
hour), Figure 9D (average weekday), and Figure 9S (Saturday peak hour) .
The access to the Butcher Boy Mall will be provided by an entrance at the
approximate location of the existing access drive. An exit will be
provided opposite Clark Street. Left turn lanes on Osgood Street will be
provided for the Butcher Boy Mall entrance and for Clark Street. The left
turn lanes will serve to improve capacity and traffic safety along Osgood
Street. See the Site Plan in Appendix G.
55
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59
60
BUTCHER BOY MALL
NORTH ANDOVER, MASSACHUSETTS
EOEA FILE NO. 6449
SECTION X
DATA ANALYSIS
Intersection capacity analyses were performed for the intersections within
the study area in accordance with 1985 Highway Capacity Manual using the
CINCH Computer Program. The 1985 Highway Capacity Manual developed by the
Transportation Research Board, National Academy of Sciences sets forth a
standard procedure to analyze the capacity of highways and intersections.
"Level of Service" is a term used in traffic analysis that defines the
operating condition or quality of flow which occur on a roadway or at an
intersection under various traffic volumes. It is a measure of the effect
of a number of operational factors including speed, travel delay, freedom
to maneuver, geometrics and safety. The application of a level of service
measurement to a roadway or intersection essentially presents an index of
its operational qualities.
In practice, any roadway may operate at a wide range of levels of service,
depending on the time of day, day of week, or period of year. A second
factor for evaluating the quality of traffic flow is the ratio of traffic
volume demand to capacity. This ratio, volume to capacity or "V/C",
provides a practical approach to more clearly describe an intersection' s
operating characteristics. A narrative description of Level of Service is
listed below.
Level of Service Description
A Free Flow (Relatively No Delay)
B Stable Flow (Slight Delay)
61
C Stable Flow (Acceptable Delay)
D Approaching Unstable Flow
(Tolerable Delay)
E Unstable Flow (Congestion;
Intolerable Delay)
F Forced Flow (Jammed)
Level of Service "C", a condition of stable flow, is generally considered
desirable for peak or design traffic flow in rural areas. Level of Service
"A" is the optimal condition of free flow where roadway operating condi-
tions are at their best. Level of Service "E", on the other hand, repre-
sents an unstable flow condition where excessive congestion and delays are
prevalent. Often, it is necessary to design for Level of Service "D" condi-
tions in heavily traveled or congested areas, as a Level of, Service "C" or
higher may not be practical or economically feasible to achieve.
The efficiency of vehicular movement on rural/suburban roadways is affected
by the capabilities and adequacy of the associated intersections as well as
that of the physical characteristics of the roadway itself. As traffic
volumes increase and urban characteristics begin to prevail, the intersec-
tions will essentially control the level of service provided by the road-
ways.
Levels of Service (LOS) for intersection operations may also be catego-
rized. Level of Service "C" for an intersection represents a stable flow,
with occasional backups behind queuing vehicles. In the case of a signal-
ized intersection at LOS "C", a driver may, on occasion, have to wait
through more than one red signal indication. When the intersection is at
Level of Service "E" it is characterized by long backups or queues of vehi-
cles waiting to pass through the intersection. Delays are often substan-
tial and may be several signal cycles in length.
62
The capacity analysis procedure not only can rate the existing traffic
operations but can guide the traffic engineer in the decision making proc-
ess as to the need for traffic controls. Generally if an existing intersec-
tion is operating at a Level of Service "D" it is accepted as being satis-
factory, barring any other condition which could indicate a need for
improvements. If however, there is a need for improvements, then the
intersection should be designed for a Level of Service "C" operation.
Intersection capacity analyses were conducted at the following four inter-
sections in the study area where turning movements counts were made.
1. a. Intersection of Osgood Street with Clark Street (1989 and 1992
Condition)
b. Intersection of Osgood Street with Clark Street and Butcher Boy
Mall exit (1992 Build Condition)
2. a. Intersection of Osgood Street with Butcher Boy Meat Market
access drive (1989 and 1992 No Build Condition)
b. Intersection of Osgood Street with Butcher Boy Mall entrance
(1992 Build Condition).
3. a. Intersection of Osgood Street with Great Pond Road (1989 and
1992 No Build Condition).
b. Intersection of Osgood Street with Great Pond Road and Lakeview
Office Access Drive (1992 Build Condition).
4. Intersection of Osgood Street with Sutton Street.
1.a. Intersection of Osgood Street with Clark Street (1989 and 1992 No
Build Condition).
b. Intersection of Osgood Street with Clark Street a:nd Butcher Boy Mall
exit (1992 Build Condition).
The capacity analyses for the intersections shows that the Clark
Street traffic experience long delays during the morning and evening
peak hours in 1989, 1992 No Build, and 1992 Build conditions. Under
63
all three conditions, this intersection is or will be operating at a
Level of Service "F" under the current stop sign control . Computed
delay time as derived from the field worksheets are included in
Appendix D. Field observations of the traffic operations during the
delay study at this intersection was made to verify the traffic
operations. It appeared the delay of eastbound traffic on Clark
Street is at an acceptable level in 1989, that is, there were no long
delays. As can be seen, the capacity analysis data and field delay
data show different results. Due to the operation of the traffic
signals at the intersection of Osgood Street with Great Pond Road,
gaps are created in the northbound traffic stream on Osgood Street
thereby facilitating the Clark Street traffic entering the main stream
on Osgood Street and this may be the reason for the different results.
What is being compared is actual observed field conditions that show
the effect of platooning traffic by the signals to the theoretical
analysis that does not consider platooning. The installation of a
traffic signal at the intersection of Osgood Street with Clark Street
and Butcher Boy Mall exit will create gaps in the Osgood Street
traffic stream such that the side road traffic will be able to access
onto Osgood Street thereby enhancing the vehicle safety.
2.a. Intersection of Osgood Street with the Butcher Boy Meat Market access
drive (1989 and 1992 No Build Condition).
b. Intersection of Osgood Street with the Butcher Boy Mall entrance (1992
Build Condition).
The intersection capacity analyses intersection for the 1989 and 1992
No Build assumed no changes to the present access drive location to
the Butcher Boy Meat Market. The capacity analyses for this access
drive under these two conditions are similar to Clark Street, showing
a Level of Service "E" or "F".
64
Under the 1992 Build condition, the Butcher Boy Mall exit drive will
be located opposite Clark Street and the entrance drive will be at the
approximate same location as the present meat market entrance. The
plans for this entrance includes a left turn lane in front of the
Butcher Boy Mall for southbound traffic on Osgood Street making a turn
into the Mall . The intersection of the entrance to the Mall with
Osgood Street will operate at a satisfactory level due to the gaps in
the northbound traffic created by the traffic signals at the Great
Pond Road intersection. In addition, the left turn lane on Osgood
Street as shown on the Site Plan will improve traffic safety in the
area by taking the left turn vehicles out of the southbound through
traffic lanes.
3.a. Intersection of Osgood Street with Great Pond Road (1989 and 1992 No
Build Condition)
b. Intersection of Osgood Street with Great Pond Road and Lakeview Office
access drive (1992 Build Condition).
The capacity analyses for this intersection was done using the exist-
ing intersection geometry and the existing traffic signal phasing and
timing. The analyses for the 1989 and the 1992 No Build indicate
operational problems in the afternoon peak period caused by southbound
traffic on Osgood Street making a left turn onto Great Pond Road.
Although this movement represents a small portion of the total south-
bound traffic on Osgood Road (about 6%), there is sufficient volume to
lower the Level of Service to "F" in the 1992 No Build condition.
Given the same geometrics and traffic signal operations, the Level of
Service is still "F" under the 1992 Build conditions. However, by
providing a southbound advanced green indication the Level of Service
is improved to "C" under all development conditions.
4. Intersection of Osgood Street with Sutton Street
65
This intersection is the least impacted intersection within the study
area under all traffic operations conditions. The capacity analyses
show this intersection is operating now and will continue to operate
under the 1992 Build condition at a Level of Service "B" or higher
after the construction and full occupancy of the Butcher Boy Mall .
Table VIII lists the Level of Services for the various build conditions at
the intersections. Further, the Table shows the the Level of Service at
the intersection of Osgood Street with Great Pond Road for both the exist-
ing traffic signal operations and the proposed additional southbound ad-
vanced green phasing.
Table IX lists the volume to capacity (V/C) ratio corresponding to the same
intersections and traffic conditions on Table VIII. For signalized inter-
sections, V/C ratio does not automatically relate to the Level of Service.
Therefore, there is no set value of the ratio for each Level of Service.
Table X lists the time delays in seconds for the corresponding intersec-
tions and traffic conditions. As a point of reference, a Level of Service
D would have delays in the range of 25.1 to 40.0 seconds per vehicle.
Table XI lists the queue lengths in terms of number of vehicles which has a
direct relation to the time delays.
66
BUTCHER BOY MALL
NORTH ANDOVER, MA
TABLE VIII CAPACITY ANALYSIS - LEVEL OF SERVICE
LEVEL OF SERVICE
Approach 1989 1992 1992 1992
** No Build No Build Build Build
w/o Si nalization w/ Si nalization
AM PM SAT AM PM SATI AM PM SAT AM PM SAT
1. Intersection of Osgood Street with Clark Street
CLK EB E F A E F A E F A C C C
OSG NB C C A C C A D D B B C B
OSG SB A A A A A A A A A B B B
2. Intersection of Osgood, Street with Butcher Boy Mall
BBM WB A E D A F E F F F C C C
OSG NB A A A A A A A A A B C B
OSG SB A C A A C A C E B B B B
3. Intersection of Osgood Street with Great Pond Road and Access Drive
LAK EB - - - B B B *B *B *B
GPR WB B B B B B B *B *B *B
OSG NB B B B B B B *B *C *B
OSG SB B E B C F B *C *F *B
4. Intersection of Osgood Street with Sutton Street
iSUT EB B B B B B B B B B
bSG NB B B B B B B B B B
OSG SB B B B B B B B B B
*New Signal Timing (Extended Green Phase)
With revised traffic signal timing and phasing, the Level of Service at
the intersection of Osgood Street with Great Pond Road in 1992 - Build
Condition will be:
AM PM SAT
LAK EB *C *C *C
GPR WB *C *C *C
OSG NB *B *C *B
OSG SB *B *C *B
** Definition of Approach
CLK EB - Clark Street, eastbound
OSG NB - Osgood Street, northbound
OSG SB - Osgood Street, southbound
BBM WB - Butcher Boy Mall entrance, westbound
LAK EB - Lakeview entrance, eastbound
GPR WB - Great Pond Road, westbound
SUT EB - Sutton Street, eastbound 67
BUTCHER BOY MALL
NORTH ANDOVER, MA
TABLE IX CAPACITY ANALYSIS - V/C RATIO
V/C RATIO
Approach 1989 1992 1992 1992
* No Build No Build Build Build
w/o Si nalization w/ Si nalization
AM PM SAT AM PM SAT AM PM SAT AM PM SAT
1. Intersection of Osgood Street with Clark Street
LK EB 0.28 1.82 - 0.44 3.08 - 0.50 4.56 - 0.50 0.96 0.30
SG NB 0.08 0.04 - 0.10 0.05 - 0.11 0.06 - 0.03 0.33 0.01
SG SB - - - - - - - - - 0.68 0.70 0.39
2. Intersection of Osgood Street with Butcher Boy Mall
BBM WB - 0.87 0.48 - 2.41 0.63 0.07 0.67 0.39 0.06 0.44 0.38
SG NB - - _ _ _ - - _ _ 0.68 0.96 0.30
OSG SB - 0.08 0.07 - 0.11 0.09 0.28 0.59 0.37 0.68 0.70 0.39
3. Intersection of Osgood Street with Great Pond Road and Access Drive
LAK EB - - - 0.01 0.06 0.01 0.01 0.06 0.0
GPR WB 0.30 0.27 0.20 0.35 0.31 0.24 0.36 0.32 0.24
OSG NB 0.44 0.65 0.32 0.59 0.81 0.35 0.64 0.87 0.37
OSG SB 0.73 1.04 0.41 0.86 1.36 0.48 0.90 1.71 0.55
4. Intersection of Osgood Street with Sutton Street
SUT EB 0.17 0.15 0.13 0.19 0.17 0.1 0.20 0.18 0.16
OSG NB 0.29 0.40 0.29 0.34 0.45 0.3 0.37 0.50 0.36
OSG SB 0.47 0.32 0.24 0.52 0.36 0.2 0.54 0.41 0.30
*New Signal Timing (Extended Green Phase)
With revised traffic signal timing and phasing, the V/C Ratio at the
intersection of Osgood Street with Great Pond in 1992 - Build Condition
will be:
AM PM SAT
LAK EB *0.02 *0.10 *0.01
GPR WB *0.51 *0.46 *0.35
OSB WB *0.57 *0.90 *0.37
OSG SB *0.65 *0.90 *0.41
**See note on Table VIII
68
BUTCHER BOY MALL
TABLE X CAPACITY ANALYSIS - DELAY
DELAY-SECONDS
Approach 1989 1992 1992 1992
** No Build No Build Build Build
w/o Si nalization w/ Si nalization
AM PM SAT AM PM SAT AM PM SAT AM PM SAT
1. Intersection of Osgood Street with Clark Street
CLK EB 116.33 # - 232.81 # - 300.81 # - 16.53 18.10 16.43
OSG NB 13.58 13.91 - 16.88 16.63 - 18.85 18.83 - 9.29 22.38 6.09
OSG SB - - - - - - - - - 9.02 9.29 6.53
2. Intersection of Osgood Street with Butcher Boy Mall
BBM WB - 505.53 32.64 - # 57.66 # # # 6.64 19.08 18.48
OSG NB - - - - - - - - - 9.29 22.38 6.09
OSG SB - 12.73 6.57 - 15.11 7.23 13.36 37.69 11.06 9.02 9.29 6.53
3. Intersection of Osgood Street with Great Pond Road and Access Road
LAK EB - - - 10.06 10.23 10.03 10.06 10.23 10.03
GPR WB 11.31 11.15 10.84 11.59 11.38 11.00 11.62 11.41 11.03
OSG NB 9.78 11.68 9.03 11.06 14.83 9.24 11.65 17.01 9.40
]SG SB 12.89 45.50 9.63 16.63 260.27 10.07 19.04 760.77 10.69
4. Intersection of Osgood Street with Sutton Street
SUT EB 11.41 11.32 11.59 11.67 11.67 11.71 12.02 11.85 11.87
OSG NB 5.76 6.23 5.78 5.99 5.99 5.95 6.11 6.83 6.03
OSG SB 6.59 5.87 5.56 6.94 6.94 5.66 7.02 6.26 5.81
#Infinity
*New Signal Timing (Extended Green Phase)
With revised traffic signal timing and phasing, the delay at the intersection of Osgood
Street with Great Pond Road in 1992 - Build Condition will be,
AM PM SAT
LAK EB *16.49 *16.82 *16.43
GPR WB *18.85 *18.87 *18.10
OSG WB *12.11 *21.28 *10.90
OSG SB * 8.06 *18.08 * 6.64
**See note on Table VIII
69
BUTCHER BOY MALL
TABLE XI CAPACITY ANALYSIS - QUEUE LENGTH
Approach 1989 1992 1992 LENGTH-VEHICLES
1992
** No Build No Build Build Build
w/o Si nalization w/ Si nalization
AM PM SAT AM PM SAT AM PM SAT AM PM SAT
1. Intersection of Osgood Street with Clark Street
CLK EB 0.37 # - 0.76 # - 0.97 # - 0.2 1.7 0.1
OSG NB 0.09 0.05 - 0.11 0.06 - 0.12 0.06 - 7.4 13.7 5.3
OSG SB I - - - - - - - - - 11.9 12.3 6.8
2. Intersection of Osgood Street with Butcher Boy all
BBM WB - 6.72 32.64 - # 57.66 # # # 0.4 3.0 2.9
OSG NB - - - - - - - - - 7.4 13.7 5.3 '
OSG SB - 0.08 6.57 - 15.11 7.23 13.36 37.69 11.06 11.9 12.3 6.8 ',
3. Intersection of Osgood Street with Great Pond Road and Access Road
DR EB - - - 0.1 0.3 0.0 0.1 0.3 0.0 ''
GPR WB 4.2 3.8 2.9 4.8 4.3 3.3 4.9 4.3 3.3 '
OSB NB 6.7 10.1 4.7 7.6 11.4 5.3 8.2 12.2 5.81'.
OSG SB 10.9 21.3 6.0 12.4 104.5 16.8 12.9 324.9 7.9 '
4. Intersection of Osgood Street with Sutton Street
SUT EB 3.8 3.4 3.1 4.2 3.8 3.4 4.6 4.1 3.6
OSG NB 3.2 4.9 3.8 3.6 5.4 4.2 3.9 5.9 4.4
OSG SB 6.2 4.2 3.1 6.9 4.7 3.5 7.1 5.3 4.0
#Infinity - more vehicles than can be accommodated by the green indication (loading cycles)'
*New Signal Timing (Extended Green Phase)
With revised traffic signal timing and phasing, the Queue Length at the intersection of
Osgood Street with Great Pond Road in 1992 - Build Condition will be:
AM PM SAT
LAK EB *0.1 *0.4 *0.1
GPR WB *6.7 *6.0 *4.6
OSG NB *9.6 *14.2 *6.7
OSB NB *11.0 *14.2 *6.8
**See note on Table VIII
70
BUTCHER BOY MALL
NORTH ANDOVER, MASSACHUSETTS
EOEA FILE NO. 6449
SECTION XI
TRAFFIC SIGNAL WARRANT ANALYSES
The "Manual on Uniform Traffic Control Devices for Streets and Highways"
published by the U.S. Department of Transportation, Federal Highway Admini-
stration provides for the orderly and predictable movement of all traffic
on streets and highways in the United States through the proper use of
traffic control devices to insure the safe operation of vehicles. As part
of this Manual, warrants are established for the installation of traffic
signals. The Manual outlines the following warrants for traffic signals:
Warrant 1 - Minimum vehicular volume.
Warrant 2 - Interruption of continuous traffic.
Warrant 3 - Minimum pedestrian volume.
Warrant 4 - School crossings.
Warrant 5 - Progressive movement.
Warrant 6 - Accident experience.
Warrant 7 - Systems.
Warrant 8 - Combination of warrants.
Warrant 9 - Four Hour Volumes
Warrant 10 - Peak Hour Delay.
Warrant 11 - Peak Hour Volume.
These eleven warrants are quantified in the Manual and serve as part of the
decision process to install signals throughout the Commonwealth of Massachu-
setts. A tabulation of the minimum warrants as listed in the Manual are
included in Appendix E.
Signal warrant analysis were made in accordance with the Manual for the
intersections of Osgood Street with Clark Street and the proposed intersec-
tion of Osgood Street with Butcher Boy Mall entrance. All eleven warrants
were evaluated at these two intersections.
Table XII list the results of the evaluation of each of the eleven warrants
for the two intersections. The signal warrant analysis sheets are also
included in Appendix E.
The intersection of Osgood Street with Clark Street does not meet any of
the signal warrants under the 1989 and 1992 No Build conditions. However,
under the 1992 Build conditions, Warrant 2. Interruption of Continuous
Traffic, Warrant 9. Four Hour Volumes, and Warrant 11. Peak Hour Volumes
are met.
The proposed intersection of Osgood Street and the Butcher Boy Mall
entrance meets Warrant 11 Peak Hour Volumes under all three conditions. In
view of the proximity of the proposed entrance to the traffic signals at
Great Pond Road and the southbound left turn lane on Osgood Street, the
need for traffic signals at this location is diminished. The traffic
signals at Great Pond Road will generate gaps in the northbound traffic
flows on Osgood Street of sufficient lengths to permit the left turn move-
ment into the Butcher Boy Mall . Also the left turn lane on Osgood Street
will provide a safe storage area for these vehicles.
72
Table XII Signal Warrant Analyses Summary
Intersection Condition Warrants
1 2 3 4 5 6 7 8 9 10 11
Osgood Street 1989-No Build *X X X X X X X X X X X
with 1992-No Build X X X X X X X X X X X
Clark Street 1992-Build X X X X X X X X 0 X 0
Osgood Street 1989-No Build X X X X X X X X X X 0
with 1992-No Build X X X X X X X X X X 0
Butcher Boy Mall 1992-Build X X X X X X X X X X 0
Warrant 1 Minimum Vehicular Volume
Warrant 2 Interruption of Continuous Traffic
Warrant 3 Minimum Pedestrian Volume
Warrant 4 School Crossing
Warrant 5 Progressive Movement
Warrant 6 Accident Experience
Warrant 7 Systems
Warrant 8 Combination of Warrants
Warrant 9 Four Hour Volumes
Warrant 10 Peak Hour Delay
Warrant 11 Peak Hour Volumes
* "X" The traffic conditions do not meet or exceed the minimum
requirements of the specific warrant.
"0" The traffic conditions exceed the minimum requirements of the
specified warrant.
73
74
BUTCHER BOY MALL
NORTH ANDOVER, MASSACHUSETTS
EOEA FILE NO. 6449
SECTION XII
MITIGATING MEASURES
1. MEASURES BY MALL DEVELOPER
Mitigating measures proposed for the project include the construction of a
reinforced concrete retaining wall to control storm water run-off from
leaving the site in a southerly direction towards Lake Cochichewick. The
retaining wall would allow the run-off to enter the proposed drainage
system and discharge overland to a stream that eventually reaches the
Merrimack River. No increase in storm water runoff is proposed as part of
the proposed project. A finger-like wetland disturbed as part of this
development will be replicated in the eastern portion of the site. In
addition, a small wetland area previously disturbed by a contractor working
on an unrelated project that since has been abandoned, will be replicated 3
to 1 by the developer as part of this project (see .DEIR Comments and
Responses - Appendix F). In addition, the construction of the area-wide
sewer system by the developer will eliminate all septic systems of
participant businesses, residences and industries thereby mitigating the
potential source of contamination to the Town's drinking water supply, Lake
Cochichewick.
The traffic capacity analyses show that operational problems during peak
hour periods will occur with the 1989 No Build and the 1992 No Build
conditions for all of the intersections within the study area except Osgood
Street with Sutton Street .due to the high volumes generated by the Western
Electric Facility.
75
The construction of the Butcher Boy Mall will have an impact on traffic
conditions at all intersections in the study area. The following measures
have been developed to mitigate the anticipated traffic impact and are
shown on the site plan in Appendix G:
a. Left turn lanes will be provided on Osgood Street for traffic
entering the Butcher Boy Mall and traffic entering Clark Street
to improve capacity and traffic safety. The left turn lanes will
provide a refuge for the left turn traffic thereby minimizing
rear end collisions at these locations.
b. The Butcher Boy Mall entrance and exit have been should be
designed to accommodate the large semi-trailer trucks delivering
materials and goods to the Mall . The street geometric will allow
these trucks to travel easily from Osgood Street to the loading
docks in the rear of the Mall . The split access drives provides
for the maximum separation of passenger vehicles and delivery
trucks while providing easy access to all vehicles.
c. A leading (or lagging) green traffic signal phase for southbound
traffic on Osgood Street at the intersection of Osgood Street
with Great Pond Road is an effective mitigating measure to
improve capacity. The Level of Service for southbound traffic on
Osgood Street will be improved to "C" or better with this traffic
signal operation.
d. Traffic signals should be installed at the intersection of Osgood
Street and Clark Street to create gaps in the Osgood Street
traffic thereby permitting traffic on this roadway to safely
enter the traffic flows on Osgood Street. In addition, the
traffic signals should be coordinated with the existing signals
at the intersection of Osgood Street with Great Pond Road. As
the Mass. Department of Public Works must issue a permit for this
work, the timing as to when the signals will be installed, will
76
be left to that agency. It was indicated by the Mass. DPW that
signals should not be installed until other mitigating measures
to reduce the traffic volumes have been tried. Concern was
expressed for the street geometrics (horizontal and vertical ) of
Osgood Street were less than desirable. As part of the
development project, underground conduits will be installed at
this intersection for the future installation of traffic signals.
2. MEASURES BY STATE AND LOCAL AGENCIES
During the peak hours there are high traffic volumes in the study area due
to commercial and industrial facilities in Lawrence, North Andover and
Haverhill . Many plans to reduce this traffic by mitigating measures are
beyond the control of the Mall developer and must be addressed by state and
town agencies as they are better structured to develop transportation plans
to address the area wide traffic problems and can deal with the commercial
and industrial facility management more effectively. The Mass. DPW
improvement program does not include any major highway work on Osgood
Street ( Route 125) . Therefore other mitigating measures must be
considered.
There are procedures or operations which can reduce the traffic impact
within the study area. These should be considered in the overall transpor-
tation program for this area. The objective of these are to reduce the
peak hour travel demand in order to improve roadway operating conditions.
Actions such as public transportation, ride-sharing and staggered hours
have been used to varying degrees in the past. These actions can result in
different degrees of success depending largely on the project' s location
and the aggressiveness with which they are pursued by management.
Generally, in a suburban area, the impact of these actions tends to be
reduced due to driver independent behavior and the relative affluence of
the population. However, the concept is important and several actions
which can potentially reduce vehicular demand in the area should be tried
and encouraged such as:
77
a. Carpool programs aimed at reducing peak travel demand should be
considered to minimize the traffic impact on the roadway system.
All employees of the commercial and industrial facilities, such as
Western Electric should be encouraged to carpool to the site through
the provision of incentives. One successful incentive plan is to
reserve choice parking areas (those most convenient and closest to
building entrances) for carpoolers. This car pool program is for
industrial employees such as Western Electric only and is not
considered appropriate for shopping traffic as it would be very
impractical .
b. The implementation of staggered work hours within any large firm
such as Western Electric will result in the reduction of the high
peak hour traffic volumes and spreading out the traffic volumes over
several hours. If the various commercial and industrial facilities
can coordinate their starting and ending times, a staggered work
hour program may be successful in "spreading" the peak hour demands,
thereby reducing the overall traffic impact.
c. A slight variation to staggered work hours which would have a
similar effect on reducing peak traffic demands is flex-time hours.
It should be noted that both staggered work hours and flex-time
hours may work against an effective carpool program. These plans
for altering work hours may be difficult to implement with certain
types of commercial and industrial operations due to the nature of
the work and the normal resistance to change.
d. The development of a shuttle bus or van pool from the residential
centers to the industrial areas could reduce the traffic volume
particularly during the critical peak hour periods.
e. There is, considerable vacant land all along Osgood Street in North
Andover which could be developed for industrial , commercial, or
residential purposes. The Town should develop a master plan for
future developments and street improvements which will lessen the
burden on Osgood Street.
78
BUTCHER BOY MALL
NORTH ANDOVER, MASSACHUSETTS
EOEA FILE NO. 6449
SECTION XIII
CONCLUSIONS
Previous sections have dealt with descriptions and analyses of the existing
conditions presently found in the general area of the proposed Butcher Boy
Mall development site, in the Town of North Andover. Based on the esti-
mated additional traffic resulting from the development, and the probable
impacts, the following conclusions are drawn from the analyses:
1. All environmental issues can be resolved without causing any degrada-
tion of the area particularly Lake Cochichewick, the water supply for
the Town of North Andover.
2. To alleviate the potential for traffic operational problems and to mini-
mize the risk of rear end accidents, left turn lanes should be con-
structed for southbound traffic on Osgood Street at the Butcher Boy
Mall entrance and for northbound traffic on Osgood Street at Clark
Street. Traffic flows through the intersection of Osgood Street with
Great Pond Road can be improved by an adjustment to the traffic signal
timing and phasing.
3. Traffic signals should be installed at the intersection of Osgood
Street with Clark Street to provide safe traffic access from these
roadways. These signals should be coordinated with those at Osgood
Street with Great Pond Road.
79
4. Other traffic improvements such as adjusting the timing and phasing of
the traffic signal will provide a positive impact on the Level of
Service at the intersection of Osgood Street with Great Pond Road.
5. A permit from Mass. Department of Public Works will be required for the
entrance and exit curb cuts. In addition, the widening of Osgood
Street to allow for left turn lanes at the Mall and at Clark Street,
traffic control signs, and roadway pavement markings within the project
area will require a permit from MDPW. Should traffic signals be
required at the intersection of Osgood Street with Clark Street a
permit will be required for the installation and the coordination with
the existing traffic signals at the intersection of Osgood Street with
Great Pond Road.
80-
BUTCHER BOY MALL
NORTH ANDOVER, MASSACHUSETTS
EOEA FILE NO. 6449
SECTION XIV
APPENDICES
Appendix Title Page
A Traffic Counts 83
B Traffic Accident Reports 97
C Capacity Analysis Computer Printouts 107
D Intersection Delay Worksheets 145
E Signal Warrants Analysis Sheets 159
F DEIR Comments and Responses 175
G Site Plan 198
81
82
BUTCHER BOY MALL,
NORTH ANDOVER , MASSACHUSETTS
APPENDIX A.
TRAFFIC COUNTS
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NORTH ANDOVER , MASSACHUSETTS
APPENDIX B
TRAFFIC ACCIDENT REPORTS
97
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O 1 A W •� U.N•a P N v^ w�+ p n• ..� O N
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= O .•o .�y o c .•o c� c p o I ..a i .• Ole o a a
r a W a a ! .. v > a i ,s ♦ > LL> 1 r} a > -r a m
O O ' 1 •+ I O P o m N
V on O J O .w V O n O on O
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NO u .DJ 1 OM NN V N , e) .L nn1 ...11n 1 r if�1 Oen m t� ♦T
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r I N
wl• w • • • e Fa w q« i�: •i + . ^1• •1••N• - 1- N « rli w +Iw :Iw . w: • •IY i -�
105
106
BUTCHER BOY MALL
NORTH ANDOVER , MASSACHUSETTS
APPENDIX C
CAPACITY ANALYSIS COMPUTER PRINTOUTS
107
INTERSECTION OE OSGOOD ST. & CLARK ST.
1989-NO BUILD, AM PEAK HOUR
CINCH 'PROGRAM VERSION DATE 1-12-1987
1985 4CM - CHAPTER 10 : UNSIGNALIZED - 3 APPROACHES
C)A T F 4-6.2-
TIME:07:5oE.:IJ14
_-JADE1, CIP SAVED
JOL_!"E GE'_lMETF-..
0 MPH
JS 7 VE
N
HT
G -7
!FN AN!-.,L-- "4C:
C
_tN LANE ON NIA._!!IF': �JCI
7 'Z'E;7FllC.T!CINS
AF 5E: E.': oSGO01).NE C*LAF;'i-,._ED
_E 7
CLAR.:_.E:
T T ' RT 7 T-4
C:LAF.K.E6
jNp -i17
n.R�iC 1 T
AL p4F:,-)C
6- CICID.NE:
.-!-'NF-, -TING ilia 10,95
2
1
L F: .8
L _,AF-
I:AP ai-I T*y 45
L 7:A�ACIT'f
0= :IF :;FF,VI!:E E,.'r rli-I'VE.-MENT
Em w,4 C; :,z.F'H--1 T VE ` ' - 'EL -SEC) AV :II-2�- , _1
?
L 7:
108
INTERSECTION OF OSGOOD ST. & CLARK ST.
1989®n® build, PM PEAK HOUR
CINCH PROGRAM VERSION DATE 1-12-1987
1985 HCM - CHAPTER 10 : UNSIGNALIZED - 3 APPROACHES (PAGE 1 of 2)
DATE:04-03-1989 TIME:07:58:17
G 1
LAST DATASETS LOADED OR SAVED
VOLUME=V2 GEOMETF.IC==1311
KEY: A- -6
GENERAL C.HARAC:TERISTICS
POPULATION GREATER THAN 250-000: NO
i'NTP 'LS: FPCtM C: STi IF'
PREVAILING SPEED: 40 MPH
MAIN STREET 4 OF LANES: 4 LANES
MAIN STREET APPROACH A - EX.C:LUSIVE RIGHT TURN LANE: N
MINOR STREET LANES
APPROACH: C: CLARK.EB
SHARED LEFT AND RIGHT TURN LANE: YES'
LARGE RIGHT TURN RADIUS OR SHALLOW RIGHT TURN ANGLE: NO
RIGHT TURN ACCELERATION LANE ON MAJOR: NO
SIGHT DISTANCE RESTRICTIONS (in seconds)
APPROACH A: OSGOOD.SB 6: OSGOOD.N6 C: CLAR-EB
LEFTS ii.CI 0.00 ri_iii)
THPUS- O,C1 0 0.00
RIGHT, i_Cnl 0_pi O.Oi!
APPROACH A: : '=..:ii_iD_58 6: :'SGOOD_NB C: CLARV .EB
LT -H L` - RT LT TH PT
VOLUME 0 ?j°-,] 5 101 9`5 i 35 0 50
PHF 0.9- 0•�0 i<
ADJ VOLUME 0 1 1 S 11 100--, U := 54
PERCENT GRADE 0_i ^.G' 0.110
PAS`, B=AR/HR ii _ 42 ii 60
STEP 1 RIGHT TURNS FR:-!- G:C.__-Rk:-=-
CONFLICTING FLOWS
CRITICAL aAF"
CAPAC=ITY
ACTUAL CAPAC?TV
STEP - LEST T'jPNS FROM _ =_'SGOO: NO
_ONFLIC.TING FLOWS *-
CRITICAL GAP'$ 5.7
_APAC:ITY ` 1
CAPACITY !USED
IMPEOANCE FACTCF' J.35
ACT!SAL .A
STEP 3 LEFT TURNS FROM C:CLARK..=_-
CONFLICTING FLOWS __50
CRITICAL GAPS
CAPACITY -_
ACTUAL CAPACITY -5
SUMMARY OF LEVEL OF SERVICE BY MOVEMENT
MOVEMENT DEMAND CAPACITY RESERVE LOS AVG DEL (SEC) AVG QUEUE
LT FROM 6: 12 271 5':� C 1'?.'31 ')-;_i5
ALL MOVES FPCIM 1132, 5r. -v6 F INFINITE INFINITE
109
INTERSECTION OF OSGOOD ST. & CLARK ST.
1989-NO BUILD, SATURDAY PEAK HOUR
CINCH -•PnGPAM VEPSION DATE 2-6-1587
1996 HCM - C.HAPTEP 9, SIGNALIZED - OPERATIONAL ANALYSIS
/ /O4iiGCLr-LSAT
tlata:!i4-0?-15:5 time:11:115:24
LAST DATA SET NAMES LOADED OR SAVED
VOU'ME=w y GEQMETRIC$=S61 SIGNAL=581
_OiATED IN _6D:N.
',!fIL'JME SEA IMETP.ICS
vOLUMES ? JF _ANEi LANE WIDTH ::F.C,55
._ r;. cT LT TH PT LT TH PT WALK:
'1.0
NEB -
-E.
-EDES'F.:ANS FP
.'IF' :.�FADt "•:H'•i '!N
"t,';E`, BIJSES cHF =81155 BUT MIN -:ME rYPE
+ r•" FF£i
4Ez NC SOLTHE'V: AC
r 0 1 r c
CYCLE=
VOLUME AD iUSTMENT WORKSHEET
c'AF'T .MOVEMENT AD_U3T"ENTS)
-HV RTV cHF LTFR THFP PTFP
-- 0 jiJ!j i1 -
WE :91j 40 ?:ii1 204 I' 4:i
NE. it ..?.in 0 457
4-1 4l5 Ci _:'30 42 54,-2 iI
AFT 2 LANE -,Pi 1I JF AD_:UETMENTS)
- _N .iP i!P -1'1 !V L, v Pit Pr t
,"E:' - .47 L i_i1= 2E.Ii C,_c:
T'T _T 4.5C - 1.05 4:_1 0_ ..I CIO
NE H-PT �- --
qE. _:_:F. L 1_JS B15 0.0T ?.00 '..
•.:QF'' -i (OPPQSING VI)LUME ADJUSTMENTS) _
T T!-;.FN uP-LICING AFPRCIACH
VOL IMES OFc_cINC, LEFT it LANES cF -
-
LT `H RT LT TH FIT _ TH_. ..T
0 0 0 1i i1 CI .
__ 1!111 iii l' 45
',RNT'oN c_iIW AD_r:. ^`ENT
^.I .R: I_F :DEAL w; _`-,•. r -
_ ` _.. _ - _ .. 1:'I: •1- 7'`h 'i! _. 'VIII .. �%
__-• __ ._ F
H�: ELE=
I AL_"LATIONP- c.. =t oaf c1 -rn Fit
'... r.n �I. ._'7 =4.014 0_5=.
SHEET
_N
E' -
Cl SUM 'J/S
:T
WE' ._. c.4 _
NE' _
110
INTERSECTION OF OSGOOD ST. & CLARK ST.
1992-NO BUILD, AM PEAK HOUR
CINCH PROGRAM VERSION DATE 1-12-1987
1985 Hem - CHAPTER 10 : UN$IGNALIZED - _-q APPROACHES
0ATE:04-0:3-1W9 TIME:0 8:01:33
W-7 W/=,,S=c,F=. L t=/A m
LAST DATASETS LOADED OR SAVED
VljLl-IME=V4 ,EOMETPl'_'_
KEY: A- -6
GENERAL CHAPPI--TEPIbTII:�.-
!iFE,aTEP -HAN NO
C-ZINTFOL": FRlDr" -: --,-:F-'
PREVAILING SPEED: 4 MPH
A:hj �-PEET a OF _ANE_: A N E
CAIN �_TREET A
�HARED LEFT AN[% l
T! F,N �_ANE- ,E
p. _sP lH,
PIGH- TI-11;'N Ai:-' LEPAT11:41 _Ai"ll -;N -A JQF.
SIGHT DISTANCE RESTRICTIONS or-, secands.)
AF PPOAC-H A: j,-GOOD.SE: G_- 0,_,GooD.NE:
LEFTS .0 0
THRUS:
P I 1,HTS
.1
AP;:,R,iAC H A: 0--_'GOCID z_6 R.: OQCjOF_ID.r4e. EE:_
LT THI FT i_T T H -,T
vOLUME
OFILUME 0
F Eq,.-' -- -
. _cN'� , it.
-.:c*_ARI EE.
_RI 5-
CAL C
=A PAC I T y 475
ACTUAL
STEP 2 LEFT TIJPNS FROM E:- NE;
CONFLICTING FLOWS 125181
-RITICAL GAPS 5.7
CAPACITY
CAPAI__1TY _ItiED 1!
'FA!:7 OP'
STEP' 3 LEFT IIJF'Nc PI-I M F-LARK.EE:
1 -3
CONFLICTING FLOWS 2)7
CRITICAL GAPS 7.t,
CAPACITY 29
ACTUAL CAPACITY `7
�'_IMMAPY CiF LEVEL OF SEPVll-E E'Y !ICJVEME`ll E
CAPACITY RE-�ERVE LC_
MOVEME,N1 DEMAND
!_T FROM 9- 24
15
ALL m,l-l'V E Tj
INTERSECTION OF OSGOOD ST. & CLARK ST.
1992-NO BUILD, PM PEAK HOUR
CINCH PROGRAM VEPSION DATE 1-12-1987
1985 HCM - CHAPTEP 10 : UNSIGNALIZED - i APPROACHES
DATE:04-i3:3-19:39 TIME:08:i!3: 1:3
E:/C+SM LY:/PM
LAST DATAS9TS LOADED OP �AVEC+
VOL!_IME=V5 !,EO METF:I CS=liC1
rEY: A- -t:
,3ENEG'AL' _'HAF'AC TER I ST i C S
r:7F JLAT:i!N a^EATER THAN 250,: i ii: NO
CONTROLS-- =''i tM STi iF'
�REVAIL:NS rCED: 411 MPH
hAI;V .TFEE- I nF _ANE_.: _ANES
^HIN IT,EE- „PPPOAl-H - E'XI.LU'SIVE RIGHT T!r riNE:
MINOR '_TFEET gNES
APN,r-'i EACH: C- GLARr..EF.
=.HARED ._EFT AND ="6HT _iF:N ANE: ES
--`BRA;- SH�
.N �'HC'L'!7
n.GH'- T_;T•N A,:i_ELEFAT ION L-ANE IN MA-;OF:: ^U.'
S(:3H.- DISTANCE RESTF.lCTIONS -in seconds)
AF'F'k77A:.H A- i SGOiiD.F_,E; E: C:g!iC!pU.NE: _ CL.ARF--.-
11.Cl cl
F i:3H T'ti !i.0,i fl.ii:i
i+OD.NE
T 7H -T LT _H rr _ T�, �,T
iii_,c,
�/:iLUME _ -
=:_ENT ='AOE
"H_•q CAF ;,-!- _ 12 `'- - --
yTEF _ w:IGHT -I IRNS FROM C:CLAR1._EE'
:::n:f ;i•;:� =: i�WS 6.44
CNITiCA,_ ;AF'S
46-L.
ai_r1Jr,' j-rA..iTY 46.6.
�-TEF 2 `EFT- TURNS F:rC,rt Eu i i5,!3i:i:D.NB
..-ONFLP:TIN3 FLOWS 1
GAPS 5.7
AF'"i'.:T y -�
'AF AC'T'i
Mc• r 4 N_i E: FF;,- :iF: 9?
E+
TEr _ _=FT TIJR'NS FROM
:_iiNFLICTING FLOWS 2421
RITICAL '3AF'S ~'
rAF'ACITY 17
ACTT SAL CAPACITY 1 E,
OF SERVICE E:'i MOVE"^E`•:T _
raii`.•EMEj:1T :E,r!ANC, Ap.ac -c_ _1EL 7_-_-
E
ALL MOVE`= FF:=:M
112
INTERSECTION OF OSGOOD ST. & CLARK ST.
1992®BUILD, AM PEAK HOUR
CINCH PROGRAM VERSION DATE
1965 HCM - CHAPTER lrj : UNSIGNALIZED - 3 APPROACHES
DATE:04-03-1989 TI ME:Cie:i?F.:43
/F/i!SG6CLKIAM
F_AST DATA£ETS i-OADED OF' SAVED
VOLUME=VC7 GEOMETPICS=GC1
KEY: A- -E:
GENERAL CHARACTERISTIC
PrOPULAT10N GPtATEG' THAN 2*5f:,:j00- NO
CCWTP!:' �: cF^_M _ rTi X'
FPEVAILING SPEED: 4l: MPH
MAIN ';TREET 4 OF LANES= _HNE�
1A I N �,T-'F_ET APPROACH A 'tCLUS I'VE F'I GHT TORN LANE: N
MIN!iF STREET _ANEW
APPPnACH: F: _LAP1: -EF
_ARGE PIGHT TUPN RAC:'US JF 311ALI-1-1 HT. _;'FN yNGLE: Vi.
_• 'llE i�N
I!iHT DISTANCE F'F'STF.:ICTIONS cin seconds)
APPROACH .: .0SoC:CrD.Sg E:: v GOOD.NE C: CL F.K:-EB
LEFTS :ii: ij_ri0 ij-Flit
-HRUS
FIGHT
AF'F'Fi:ACH A= it Gi:i_rD-SE: Bc uSGC:OD-PNE C: .LAR.i:-.-tE+
LT T.H F'T L?,__ TH - LT TH F'T
VOLUME 1''40 =_ .t- -_.Fc, 1 i; 'j
AC,-. VCjLl_lME
PERCENT :a P'ADE tj.Oil 0-Qt: V!:
PAS'- :AF: HP L_ 1-
c TEF P'GH` TURN' =Ri:M =::_LAF:1-..E°
i-ONFL'_CT rNi; =_'_'WS 67
'=:PITiCAL GAP° 5. ?
CAPACI-" 451
451
STEP L LEF" TURNS FR-tM OSGOOD.NE:
FONFLICTINa =Lr:WR 134'
C:R I T I CAL !iAPS -
CAF'AC I TY 114
r_APAC17 USED
IMPEDANCE
ACTUAL _APACITY <14
STEP i LEFT TURNS FF:CUM C:CLArl- EE'
rONFLIC:TING FU_WS X151
C:F'ITICAL GAF 7_c
CAPAr=I TY �_
ACTUAL CAPACITY 24
SUMMFiF" OF LEVEL OF SEF'VIC:F EY MOVEMENT
MC'VE^1F`.JT IrE +AND _APAC1- RE SEF:'vE _-
- A': E_ ( EC! AVG
113
INTERSECTION OF OSGOOD ST. & CLARK ST,
1992®BUILD, PM PEAK HOUR
CINCH PROGRAM VERSION DATE 1-1--1987
19$5 HCM - CHAPTER 10 : !INSIGNALIZED - 3 AP'P'ROACHES
T :04-03-1989 TI ME:0 :ii8:51
LAST DATASET-� LOADED OR SAVED
VOLi1ME=VC<: GEOMETG:IrS l.,i:1
KIEV: A- -E'
I_
GENEPAL ':HAPACTEF'ISTIC'
POPULATION ,PEATEP THAN �5i1•:i ili: Nil
CONTRCDLS- �,TF
REVAILINii~±%'EEC coil MPH
MAIN ST :E=- 4 'it= !AN(_.: » HNE
MAIN z�TPEE- APPIFCIACH A _..:=L! IVE RIGHT UFN LANE- -N
MINC IR: ST—'E'=7 '-ANEW
HAP.=D - AND I!�rtiT i!!N'N _AP�c: YES
I_AF.,I 1.'T 1�4-!T —!I R;nI R:AD I U�: ,iR SHAL-CIW PIG T rl_RN ANKLE: NO
�. iiiN —NE N .h r:Jii ``41_
R'I!=+NT T!_r:N e=.C:=ELt.=:r`�;T
SIGHT DISTANCE RESTP.I CT I C INS (in sec orid=_:
APPROACH A: OSGOOD_SE: E- NE• C: CLARi:;_Ec
LEFTS n_in) ii, n i_Iili
THP•j S II.0Q :I_;11j _.IIII
PIGHT4 11,�Iil _ flll
APF•ROA::H A: CISG IiIC!_SE. c i1561 DOC_NE: : ,_LAF?
LT Tu RT LT TH kT `T TH 7
VI_iLI!r,E ;1 1270 = )�i 1-:) 411 ii
HF
ADJ VuL_. ME _ I=_; i y'_ _
•-,-R:IENT -i~HC'= - ii,: - 'I!_
STEF' i URNS =RIiM =+_�AF'k:.EE
_iINFLU_TF _: =LOWS -
CRITICAL SAP' .
CAPACITY -4
ACTUAL '_HF A:-TTY i
STEP - LE`=T TURNS FF:iIM E::':'_l=-10D-NE:
I:ONFL I I_T I Nlp FLIJWS
CRITICAL '�i=+�S -
-
i:APACI"I
CAPACIT'r _SEC' -
i MPEDANCE
r:T!!AL :�F - -
STEP = -EFT TURNS +=POM C:CLARK_EB
CONFLICTING FL!iWS 7..
CRITICAL GAr'_ a.
CAPACITY
ACTUAL CHFA+_IT r 1
_Ii,t�AF, '!F LEVEL ;-.F �Ec•,iTCE @Y
t„iNG _rrACIT`•' R.", EL i.ECi y
MC!VEMENT _E-
-T ;r R1 iM _
"iF_'41TE _NFiYI _
ALL MINE'- --
114
INTERSECTION OF OSGOOD ST. & BUTCHER BOY MALL
1989-NO BUILD, PM PEAK HOUR
CINCH PROGRAM VERSION DATE 1-12-1987
1985 HCM - CHAPTER 10 : UNSIGNALIZED - 3 APPROACHES
DATE:03°30-1489 TIME:09=51:46
N '/C18GBBB
LAST DATASETS LOADED OR SAVED
VOLUME-V2 GEOMETRICS=GG2
KEY: A- -B
is
GENERAL CHARACTERISTICS
P'?PULATION GREATER. THAN 250,000: NO
CONTROLS: FROM C: STOP
F'<EVAILING SPEED: 40 MPH
MLIN STREET x CIF BANES: 4 LANES
LAIN STREET APPROACH A - E){CLiISIVE FIGHT TUF.'N LANE: N
PINOR STREET. LANES
APPROACH: C: SLIT CHER.WE
SOARED LEFT AND RIGHT TURN LANE: YES
LARGE RIGHT TURN RADIUS OR SHALLOW RIGHT TURN ANGLE: NO
PIGHT TURN ACCELERATION LANE ON MAJOR': NO
SIGHT DISTANCE RESTRICTIONS (in seconds)
APPROACH A: OSGOOD.NS B' C ISGO!D.SE: C: BUTCHER.WE:
LEFTS 0.00 0 00 i.00
ll_0(f I1.1i11 I1.CIII
k?,SHTS
I I III)
AcIPR�EACH A• CISGOOD.NB E: OSGOOD.SE. C: BUTCHER-WE
LT TH F.'T LT TH R,T LT TH PT
VtfLUME 0 i-'(l 40 2[: 10::0 O 15 0 25
PHF 0.92 0.93 0.92
ADJ VOLUME 0 1000 4:? a_ 1174 0 1E. 0 27
PERCENT GRADE C'.00 -1-CIO 0.011
PASS CAR"./HR Cl 24 le: Q 30
STEP 1 RIGHT TURNS FROM C:BLITCHER.WB
CONFLICTING FLOWS 522
CRITICAL GAPS 5.9
CAPACITY 543
ACTUAL CAPACITY 54q-
STEP 2 LEFT TURNS FROM B:OSGOOD.SB
CONFLICTING FLOWS 1043
CRITICAL GAPS 5.7
CAPACITY 3i i 7
CAPACITY USED 8%
IMPEDANCE FACTOR 0.95
ACTUA_ CAPACITY 307
STEP 3 'LEFT TURNS FROM C:BUTCHER.WB
CONFLICTING FLOWS 2217
CRITICAL GAPS 7.6
I_APAC ITY 23
ACTUAL CAPACITY L"
SUMMARY OF LEVEL OF SERVICE BY MOVEMENT
MOVEMENT DEMAND CAPACITY RESERVE LOS AVG DEL(SEC) AVG QUEUE
LT FROM B:
24 307 =.? C 127'+ Q.08
ALL MOVES FROM C= 48 55 7 E 505.53
115
INTERSECTION OF OSGOOD ST. & BUTCHER BOY MALL
1989-NO BUILD, SATURDAY PEAK HOUR
CINCH PROGRAM VERSION DATE 1-12-1987
1995 HCM - CHAPTER 10 : UNSIGNALIZED - 3 APPROACHES
OATE:03-30-1989 TIME:09:56:19
/NB/OSG&BBM/SA
LAST DATASETS LOADED OR SAVED
VOLUME=V9 GEOMETRICS-GG2'
KEY: A- -B
r_
GENERAL CHARACTERISTICS
POPULATION GREATER THAN 250,000: NO
CONTROLS: FROM C: STOP
PREVAILING SPEED: 41) MPH
"LAIN STREET 4 OF LANE'-,: 4 LANES
MAIN STREET AP'P'ROACH A - EXCLUSIVE RIGHT TURN LANE: N
MINOR STREET LANES
APPROACH: C: BUTCHER-W6
SHARED LEFT AND RIGHT TURN LANE: YES
LARGE RIGHT TURN RADIUS OR SHALLOW RIGHT TURN ANGLE: NO
RIGHT TURN ACCELERATION LANE ON MAJOR: NO
SIGHT DISTANCE RESTRICTIONS (in seconds)
APPROACH A: OSGO OD_NE B: OSGOOD.SB C: BUTCHER.WS
LEFTS 0.00 0.00 0.01)
THPUS 0.00 0.00 0.inl
RIj3HTS Cl.00 0.00 C. Cl 1-1
APPROACH A: OSGOOD_NE 8: OSGOOD.S8 C: BUTCHER.WE:
LT TH RT LT TH RT LT TH RT
VC ILL'ME :i 80 35 490 i =_
AD-1 VOLUME i 4i19 91 __ 27 0 5.? i t2
PERCENT GRADE ii_pii ii_iiii ii_ini
PASS CAF:/HR 0 41 65 0 3,5
STEP 1 RIGHT TURNS FROM C:E:UTCHER.WE:
CONFLICTING FLOWS 250
CRITICAL GAPS 5.9
CAPACITY 751
ACTUAL CAPACITY 76.1
STEP - LEFT TURNS F z'!iM B:'_l-GO iD_'SB
CONFLICTING FLOWS 500
CRITICAL GAPS 5.7
CAPACITY 590
CAPACITY USED 7%
IMPEDANCE FACTOR. 0.95
ACTUAL CAPACITY 590
STEP _< LEFT TURNS FROM C:B!ETCHER.WB
CONFLICTING FLOWS 1019
CRITICAL GAPS 7.6
CAPACITY 157
ACTUAL CAPACITY 151
SUMMARY OF LEVEL OF SERVICE BY MOVEMENT
MOVEMENT DEMAND CAPACITY RESERVE LOS AVG DEL (SEi=) AVG Ga!E•_�E
LT FROM B- 41 590 548 A 6.57
ALL MOVES FROM C: 101 211 11 D 32.64
116
INTERSECTION OF OSGOOD ST. & BUTCHER BOY MALL
1992-NO BUILD, PM PEAK HOUR
CINCH PROGRAM VERSION DATE 1-12-1987
1"5 HCM - CHAPTER 10 : UNSIGNALIZED - 3 APPROACHES
DATE:03-30-1989 TIME:09:58:42
2/NB/
LAST DATASETS LOADED OR SAVED
VOLUME=V10 GEOMETRICS=GG2
KEY: A- -6
GENERAL CHARACTERISTIC$
POPULATION GREATER THAN 250,000: NO
CONTROLS: FROM C: STOP
PREVAILING SPEED: 40 MPH
MAIN STREET # OF LANES: 4 LANES
MAIN STREET APPROACH A - E'el--*LUSIVE RIGHT TURN LANE- N
MINOR STREET LANES
APPROACH: C: BUTCHER..WE;
SHARED LEFT AND RIGHT TURN LANE. YES
LARGE RIGHT TURN RADIUS OR SHALLOW RIGHT TURN ANGLE- NO
RIGHT TURN ACCELERATION LANE ON MAJOR: NO
SIGHT DISTANCE RESTRICTIONS (in seconds)
APPROACH A: OSCROOD.NE: 6: OSGOOD.SE C: BUTCHER-We
LEFTS 11 00 J-00 cl.00
THRUS ri "I ri 0.0 cl 0.CIO
RIGHTS 0.ii cl 0.i'0 1*1.cl cl
APPROACH A: Os-,*GOOD.Ne, 8; OSGOOD.Se C: EfljTC--.HER-w&
LT TH RT LT TH RT LT TH
VOLUME u 11:130 45 25 1210 cl cl -*I
'='HF 0. cl.9:3
AD-1 VOLUME cl I I c"S 4.'=*. 27 1301 cl <'
PERCENT GRADE 0.clu 0.00 i, ii.'
PASS HR 0 3i,' :35 _I
STEP I RIGHT TURNS FROM C:BUTCHEP.W6
CONFLICTING FLOWS 5 7"D
t--'R
�ITICAL i.iAPS
CAPACITY 506
Af-:TIjAL CAPACITY 506
STEP 2 LEF- TURNS FROM B:OSGOOD.S6
ti-iNFLICTING =LOWS 1 15F.
CRITICAL t.iAP5 5.7
CAPACITY - 268
CAPACITY _:SE,' 11%
IMPEDANCE FACTOR 0.'33
ACTUAL CAPACITY 268
STEP 3 LEFT TURNS FROM C-BUTCHER.WB
CONFLICTING FLOWS 246(l
CRITICAL GAPS 7.6
CAPACITY 16
ACTUAL CAPACITY 15
SUMMARY OF LEVEL OF SERVICE BY MOVEMENT
MOVEMENT DEMAND CAPACITY RESERVE LOS AVG DEL (SEC) AVG 1AUEUE
17 FROM 8- f_:
231-D 15. 11 0. 1"2
ALL MOVES =POM 5:3 2L F 'NFINITE INFINITE
117
INTERSECTION OF OSGOOD ST. & BUTCHER BOY MALL
1992-NO BUILD, SATURDAY PEAK HOUR
Chi Pwmw MMION DATE 1-12-1967
I$W HM - CHAPTER 10 s UNSIW4ALIZED — 3 APPROACHES
TE-03-30— TIME:10:02:24
/NB/OSG868M/SA
LAST OATASETS LOADED OR SAVED
VOLUME-V11 GEOMETRICS-GG2
KEY: A— —B
C
GENERAL CHARACTERISTICS
POPULATION GREATER THAN 250,000: NO
CONTROLS: FROM C: STOP
PREVAILING SPEED: 40 MPH
MAIN STREET # OF LANES: 4 LANES
MAIN STREET APPROACH A - EXCLUSIVE RIGHT TURN LANE: N
MINOR STREET LANES
APPROACH: C: BUTCHER.WB
SHARED LEFT AND RIGHT TURN LANE: YES
LARGE RIGHT TURN RADIUS OR SHALLOW RIGHT TURN ANGLE: NO
RIGHT TURN ACCELERATION LANE ON MAJOR: NO
SIGHT DISTANCE RESTRICTIONS (in seconds)
APPROACH A: OSGOOD.NB B: OSGOOD.SB C: BUTCHER.WS
LEFTS 0.00 0.00 0.00
THRUS 0.00 Cl.(11) 0-CIO
RIGHTS O.Oii 0.00 0.01)
APPROACH A: OSGOOD.NB E: OSGOOD-SB C: BUTCHER-WE
LT TH RT LT TH RT LT TH RT
VOLUME 0 425 100 40 550 O 6.0 0 30
PHF 0.9:3 0 1303 0.93
ADJ VOLUME 0 457 108 43 591 0 65 ii 32
PERCENT GRADE 0.00 0.00 0.00
PASS CAR/HR 0 47 71 0 35
STEP 1 RIGHT TURNS FROM C:BUTCHER.WB
CONFLICTING FLOWS 282
CRITICAL GAPS 5.9
CAPACITY 731
ACTUAL CAPACITY 731
STEP 2' LEFT TURNS FROM B:OSGi SOD_SB
CONFLICTING FLOWS 561
CRITICAL GAPS 5.7
CAPACITY 545
CAPACITY USED 9
IMPEDANCE FACTOR 0.95
ACTUAL CAPACITY 545
STEP 3 LEFT TURNS FROM C:BUTCHER.WB
CONFLICTING FLOWS 1145
CRITICAL GAPS 7.6
CAPACITY 129
ACTUAL CAPACITY 122
SUMMARY OF LEVEL OF SERVICE BY MOVEMENT
MOVEMENT DEMAND CAPACITY RESERVE LOS AVG DEL (SEC) AVG OLIEUE
LT FROM B: 47 545 498 A 7.23 0.01? - -
ALL MOVES FROM 1 J6 16.9 62 E 57.66 1.71
118
INTERSECTION OF OSGOOD ST. & BUTCHER BOY MALL
1992®BUILD,AM PEAK HOUR
C W:H pRO3RW VERSION DATE 1-12-1987
19W Hcm - CHAPTER 10 : UNSITNALI ED0 -3 APPROACHES
CATE:03-30-1989
/S/OSGBSSM/A1q
LAST DATASETS LOADED OR SAVED
VOLUME-V12 GEOMETRICS=GC,3
KEY: A- -B
L
GENERAL CHARACTERISTICS
POPULATION GREATER THAN 250,000: NO
CONTF.'OLS: FROM C: STOP
FROM C P..T LANE: STOP
PREVAILING SPEED: Oil MPH
MAIN STREET S OF LANES: 4 LANE`
MAIN STREET APPROACH A - E CaLUSIVE RIGHT TURN LANE: N
MINOR STREET LANES
APPROACH: 1 : BUTCHER.WS
SHARED LEFT AND RIGHT TURN LANE: NO
LARGE RIGHT TURN RADIUS OR SHALLCIW RIGHT TURN ANGLE: YES
RIGHT TURN ACCELERATION LANE ON MAJOR: NO
SIGHT DISTANCE RESTRICTIONS (i r, s--_on'ys) i_ gLITCHER.WR
APPROACH A: C ISGOOD.NB B: OSGO iD.SE:
j_C1 0.CIO i1.1.1
LEFTS
THRUS 4.00 0_Iji1
I_ Tti 11°IIII II°X111 II_1111
APPROACH A- OSGOCID.NB = i 1!_:GCIi;D_SE. F.: BIJTCHEF.:.WB
RT
LT TH F:T _T T ly ,.T LT TH
60 ill 11511 11 -_ (1 ril
�/1ILUMG 11 77�J 1� _ - --
i l_9 c
PNF 111 it fir; u �1
AD.1 VOLUME tME p :16
'EECENT ':TRADE
ii_;I1i 11.Q1)
:�AtiC CAP/HF: Cl
11149 �3
STEP 1 FIGHT TURNS FROM C:BUTCHER.WE,
CIiNFLI-TINE FLOW~ 4:39
CRITICAL GAPS =4
:=
CAPACITY
ACTUAL CAPACITY
STEP - LEFT TURNS IRM_ FROM E'°OSGOOD_SB
CONFLICTING F_CIWS :379
7
�RITICAL GAPS 374
CAPACITY
CAPACITY USED 9
IMPEDANCE FACTOR i+'7 74
ACTUAL ' AF'ACITY 374
STEP 3 LEFT TURNS FROM C:BUTCHER.WB
CONFLICTING FLOWS 2153
CRITICAL GAPS 7.6
CAPACITY `b
ACTUAL CAPACITY �U
SUMMARY OF LEVEL OF SERVICE BY MOVEMENT
MOVEMENT DEMAND CAPACITY RESERVE LO---, AVG DEL(SECT AVG OLIEUE
I-T FROM B: 104
374 270 I. 1
`4 `il _i INFINITE INFINITE
1
LT FROM : _ µi 0.04
RT FROM C: 3 6.88 bb° A -
119
INTERSECTION OF OSGOOD ST. & BUTCHER BOY MALL
1992-BUILD, PM PEAK HOUR
'MNCH PROORM VERSION DATE 1-12-1967
19" HCM - CHAPTER 10 : UNSIGNALIZED - 3 APPROACHES
DATE:03-30-1969 TIME: 10:10:07
LAST DATASETS LOADED OR SAVED
VOLUME-V13 GEOMETRICS-GG3
KEY: A- -S
C
GENERAL CHARACTERISTICS
POPULATION GREATER THAN 250.001--: NO
CONTROLS: FROM C: STOP
FROM C RT LANE: STOP
PREVAILING SPEED: 40 MPH
MAIN STREET # OF LANES: 4 LANES
MAIN STREET APPROACH A - EXCLUSIVE FIGHT TUFN LANE: N
MINOR STREET LANES
APPROACH: C: BUTCHER.WE
SHARED LEFT AND RIGHT TURN LANE: NO
LARGE RIGHT TURN RADIUS -F' SHALLOW RIGHT TURN ANKLE: 'YES
RIGHT TURN ACCELERATION LANE ON MA_OR: NO
i
SIGHT DISTANCE RESTRU=TICENS iin secornds)
APPROACH A: OSGOOD.NE: S: O-,G'jO0.SE C: SUT:HER_WS
LEFTS 0.00 0_iili
li_1111
THRUS 0.00 0_00 ).ini
RIGHTS ii_Oct ;i_riii ii ,r)
APPROACH A: OSGOOD_NE: S: OSGOOD_TSB C: BUTCHER.WE
LT TH., F' _T T RT LT T-H
V!iLUME i 1 04C1k" l a i 121 iJ 0 t 70 i_i
PHF
AD_I VOLUME i 1 1311 14. 1:S t: li c i1
PERCENT GRADE U_1)1-1 ii ii
PASS CAR/HR ii :67
STEP i RIGHT TURNS FROM _:Bi_TCHER.WE:
CONFLICTING FLOWS 63.',
CRITICAL GAPS 5.4
CAPACITY 50,
ACTUAL '_AF'ACITv c5•;f
STEP LEFT TURNS FROM 6:OSGOOD..SE:
_ONF_I'_TING FLOWS T^-7-
CRITICAL !SAPS 5
CAPACITY <:"t
CAPACITY USED 59%
IMPEDANCE FACTOR Cl.4S
ACTUAL CAPACITY 2:33
i LEFT TURNS FROM C:BUTCHER.W8
`:FLICTING FLOWS 2641
-ICAL !TAPS 7_f.
'ACITY 12
_IAL CAPACITY 6
SUMMARY OF LEVEL OF SERVICE BY MOVEMENT
'EMENT DEMAND _APACITY ;ESEF'VE LOS AVG DEL (SEC) AVG QUEUE
B: 138 23: 9E• E 37.69 1-44
=RiiM C: _irS E. -19 : F INFINITE INFINITE
167 5511 1:S i E 9.41 _ __
120
INTERSECTION OF OSGOOD ST. & BUTCHER BOY MALL
1992-BUILD, SATURDAY PEAK HOUR
&INCH PROGRAM VERSION DATE 1-12-1987
1983 HCM - CHAPTER 10 : UNSIGNAL22ED - 3 APPROACHES
OATE:03-30-1989 TIME:10:13:01
92/8/OSG99BM/9AT
LAST DATASETS LOADED OR SAVED
VOLUME-V13 GEOMETRICS-GG3
KEY: A- -B
GENERAL CHARACTERISTICS
POPULATION GREATER THAN 250,000: NO
CONTROLS: FROM C: STOP
FROM C RT LANE: STOP
PREVAILING SPEED: 40 MPH
MAIN STREET 4 OF LANES: 4 LANES
MAIN STREET APPROACH A - E 'CLUSIVE RIGHT TURN BANE: N
MINOR STREET LANES
APPROACH: C: BUTCHER.WS
SHARED LEFT AND RIGHT TURN LANE: NO
LARGE RIGHT TURN RADIUS OR `_HALLOW RIGHT TURN ANGLE: YES
RIGHT TARN ACCELERATION LANE ON MAJOR.: NO
SIGHT DISTANCE RESTRICTIONS (in seconds)
APPROACH A: OSGOOD-NB B: OSGOOD-Se C: BUTCHER.WB
LEFTS 0-i!0 0.cl0 0-Oct
THRUS 0.00 1i.0ii 0.00
RIGHTS i_fli-i [iii 0.
APPROACH A: OSGOOD.NP B: OSI-3000 _B _: FUTCHER.WS
LT THv- =:T TH -T. -T T:. RT
VOLUME o 42153�i 44.7 160 550 r'! 0 125
PHF 0.43 0.93 --3_
AD-' VOLUME 0 457 156 172 591 Q ,77 ii 1:34
PERCENT GRADE cl.00 i,ii:= iii!
PASS CAR;HF.' 0
STEP 1 RIGHT TURNS FROM _:=:L;Ti_HER-WE'
CONFLICTING FLOWS 3i!
CRITICAL GAPS 5-4
CAPACITY =.!'1
ACTUAL CAPACITYr O1
STEP LEFT TI!PNS FROM E:0SG- tD.'SB
CONFLICTING FLOWS
CRITICAL GAPS 5-
CAPACITY 515
CAPACITY USED
IMPEDANCE FACTOR i!.71
ACTUAL CAPACITY 5 I
STEP 3 LEFT TURNS FROM C:BUTCHER.WB
CONFLICTING FLOWS 1245
CRITICAL GAPS 7.5
CAPACITY 101
ACTUAL CAPACITY 71
SUMMARY OF LEVEL OF SERVICE BY MOVEMENT
MOVEMENT DEMAND CAPACITY RESERVE LOS AVG DEL (SEC) AVG 11LIEUE
LT FROM E:: 189 515 325 6 11-Of. 0.58
LT FROM C: lay 71 -124 F T_NFINITE INFINITE
RT FROM C: 144 801 653 A 5-51 0-30
121
INTERSECTION OF OSGOOD ST. & GREAT POND RD.
1989-NO BUILD, AM PEAK HOUR
CINCH PROGRAM VERSION DATE 2-6-1487
1185 HCM - CHAPTER 9: SIGNALIZED - OPERATIONAL ANALYSIS
/N /USG GPR/AM
date:04-03-1'489 t!me:11:47:34
LAST DATA SET NAMES LOADED OR SAVED
VOLUME-svl GEOMETRICS-SG1 SIGNAL=SS1
LOCATED IN CBD:N -
VOLUME B GEOMETP•ICS
VOLUMES A OF LANES LANE WIDTH CROSS
DIP LT TH RT LT TH RT L7 7H RT WALK
ES 0 fi O 0 0 ii
WE .75 1) 70 O :. ii.0 11=.V O.p 24
NE; 17 ti10 1 0 2 U a..i ,_.U lr.J 4S
SB 30 480 0 0 2 O 0.0 12.6 0.0 48
TRAFcIC ? ROADWAY CONDITIONS
ADd� PARK °=DESTRIANS ARP
DIP GRADE %HV YIN MOVES BUSES PHF CPr_iS5 BUT MIN TIME TYPE
C= I- ,,. 5_0% j b 0 '•:1 0i'q 13.9
NE: 1 0% 5.v% N ii 0 2050
56 0.,,% _.':r7. N 0 .j .'�._,0 N 19_0 3
PHASINGS
cASTBiFUND WE.�TS,IUND NOPTHSOL:ND =,:!UTHBO!ND :iREEN Y+P
t P t t r p
P
t x x r
-_._ r' A
s r s s 30.6 6 P
CYCLE= 67.0
VOLUME ADJUSTMENT WORKSHEET
PART ' (MOVEMENT ADJUSTMENTS)
DIP LTV T'HV RTV PHF LTFR' THFF: ?TF=
ES : !i - %1.000 _ 1i .
WE 175 0 70 .950 234 !.l
NB O 620 .?50 0 653 1
SB 30 980 O .450 32 1030
PART 2 (LANE GROUP ADJUSTMENTS)
OIR LN GPOUP FLOW N LU v Plt Prt
WE' LT-RT 36.. : 1.15 3-S" !..2.
NE TH-RT 654 2 1.05 686 0.OU -. ..
SE: _T_TL: 106.3 2 1.05 1116 0j-1
PgF,T _ .�:conSiNG `uLUME ADJUSTMENTS)
_=FT 7UPN - OF'FOSINi; AFFc:J-•:H - L.
EEIN6 0PPO::ED VOL!jMES , OPPCS'NG LEFT TURN li LANES JPG'05*w
TN - TH RT -• TH RT DL,_yE
WESTF:O!AND it O r i -
SOUTHBOUND O .53 1 G 45
SATrJRATION FLOW ADJUSTMENT wOP.KSHEET
DIR LN .ikOUP IDEAL N Fwia Fhv Far =part; Fbus Far_n
WE LT-RT 1:_aj0 2 1.000 :._976'. 1,00:! ..000 1 000 1.O011 Cl.47^ 1_ u 3401
NB TH-R' 1SUU 1.000 0.971. 1_rnj!i 1._i0C, 1 iuiO 1.!11;61 1 0 - _
SB L'-TH i8+i0 2 1.000 0-97ti 1_i1O'i 1-009 1.Op0 1.Dinj
SUP-LEMENTAL WOFK5HEET FOR LEF7-T_!9!N AD_!!STMENT FACTOP F�_
INFUT VAPIAELES
DIP = N Va Vm Vlt Pit No Vo to ',...
SS 67 .3,? 2 1063 105:3 O.0:3 L 653
DIP Sop Yo Gu Fs Pi :ia F't :ir E' ;m F'.t
SE, .3600 ':_1:31 -'1.300 O.467 0.09(l =.:u0 0.4111 6.478 410
CAPACIT'� ANALYSIS WORKSHEET
DIP LN POUP v s V/s a/C = v1C CRITICAL
WE '_T-9'T =:31 3405 0.11 ri.37 1271 ;)._C,
NS -H-RT iy:.:F. :3511 0.20 0.45 1572 .-44
SB _.-TH 1116. 3395 0.33 0.45 15--iCr J.73
CYCLE= 07.0 LOST=11.0 SUM ViS ;PI-= .-44 TOTAL V/C= i!_�4
LE`JE_ _gip SERVILE WORKSHEET
DIP LN GROUP v/c 9/C C dl
WE L°-FT 0.70 ..37 6:.7.0 .27
NB .r.-o•- :1.414 4.45 c•7.O
56 -TH ti.7:3 O-45 67.0 11.57 1520 _ K !r'!
DIP belay LOS
WE 1..-!1 Ell
NB = _
INTEF'aE -.t3p. DELAY = 11.54 iNTERS_!T__.
122
INTERSECTION OF OSGOOD ST. & GREAT POND ROAD
1989-NO BUILD, PM PEAK HOUR
CINCH PROGRAM VERSION DATE 2-6-1.387
193'5 HCM - CHAPTER 5: SIGNALIZED - OPERATIONAL ANALYSIS
li 'P P
date:04-0-4-1989 t me:12:07:27
LAST DATA SET NAMES LOADED OR SAVED
VOLUME=SV2 GEOMETRICS=SG1 SIGNAL-SSI
LOCATED IN 1_SD:N
VOL ,ME 3EOMETPICS
vtL!ME5 9 OF -ANES LANE WIDTH 1_PUSS
•fir -. PT LT TH AT TH PT WALF'
NE 911 C1 1 2 1.1
"ADWAY iiNUITI0N5
aDJ ^APK PEDESTRIANS AF.F
1)IP ;FADE ':HV Y/N 11I11JF_S 611gES PHF ._POSS 2UT "!IN TIME TYPE
itlly
WB 0•: 5_bi; N 0 .91[1 .i N 3.0 j
SE 5.0': N J 0 .920
='HAS I NGS
EAST_v!AND WE"S-EOUND NOPTi-lBOUND �,'LITHE:!i!IND _;kEEN Y-F ='�'E,'ACT
1 x t r 25,i, it A
30,
CYCLE= 67.0
''VOLUME ADJUSTMENT WOPKSHEET
cAPT i 'MOVEMENT ADJUSTMENTS)
'IR ..TV THV PTV -HF LTFP THFR r-'TFP
E6 i. .1 C1 _000 C, :i
WE 240 it 60 .1320 261 0 65
NE: it 900 1 .920 0 '37B
-E' 65 1040 Q .=1i) 71 11:3 f!
0
-APT 2 LANE ' ROUP ADJUSTMENTS)
DIR -N GFCUP FLOW N LU v F•'t Prt
WE -7-F7 326. - 1.05 34'2 il.S0 CI,20
NIA. T4-F-T 979 2 1-1)5 1028 0-00 1)_1)0
12'11 2 1.'i6 1261 ,1,06 0.C")
F'AR7 i (OPPOSING VOLUME ADJUSTMENTS)
_EFT Ti!Z'N OPPOSING APPROACH
EEINC, OPPOSED VOLUMES % OPPOSING LEFT TURN R LANES
LT 'H F'T LT TH P.T LT T!-' RT VOLL'"E
WEBT6,ll_ND
::111.TNE:f,_IND I = 1 'III' 11111 45 .1 _ c1
_ATI jF AT:(-.N -LOW AD.t!__:TMENT WOF:k:SHEET
..F' '_N :,F'n.Ja .DEAL N =w:.y =='.v .a r- cc.rk Ft-us tea.-==
=E _ L• 2 1. :in1 ,i,. _ _ )C1: __71),. ..•)r)i1 _.:1!n) 1 :'1111 2-
..1E
C ALC!ILAT i ONS _ _
DIP. coc• fo Gu Fs �' a F't E Fm =It
78 ?E.I)0 l J.272 1E•.185 !._63 li_2611 13.315 0.74(l 4.977 4.27= ).541 '-'1-771
:_APACITY ANALYSIS WOPk:SHEET
DIP LN 6POUP v = v/S g/C = vir CRITICAL
WE ;.T-RT s42 3407 0.10 0.37 1271 0.27 t
N6 TH-RT 1[128 3512 0.29 0.45 1572 0.65
SE LT-TH 12r'.1 2707 0.47 0.4 !212 1.04 a
_YCLE= 67. _.i`-T=11.0 SUM V/5 [PIT= 0-57 TOTAL V/C= 1).69
E'J='- bF _`?VICE W 'Fr SHEET
J IF' - __E _ 9i! L
_ dl = •72 -•F _r=Gay L-, Avg 3
WR _.-PT ..2, .. i7 67.0 11.12 .271 Cl_0:_ 1. 0 6 _._.
'46 TU-F^ __c.5 l),45 F.7.:i l.i..c _'_ _ 0.7i! 1. Gil ii.a_ E.
ti8 LT-TH ,.!i4 0i 45 67.0 14.54 1212 3C1.Sh 1_?1) 45.4i, E 21..
_'IF De:ay _•JQ.
WP =
123
INTERSECTION OF OSGOOD ST. & GREAT POND RD.
1992-NO BUILD, AM PEAK HOUR
CINCH PROGRAM VEPSION DATE Z-6-1?$7
1-4t,5 4CM - CHAPTER 9: SIGNALIZED OPERATIONAL ANALYSIS
IEZE ?Si=PT/49
t "4e 5;z.
LAST DATA SFT NAME= LCiADED .,F SAVED
VOLL, E-5V4 liFOMEI 1 6NA, I
10CATED IN C E:():N
VOLUME 1 !.-,El:-METPj:S
--F BANEi, LANE F15 •
r)1p T�4 PT L -P R T
Es
5
we p,5
NE
nIo .;BADE %HV 1,N -is-,VE5 '-SE'
%
%
4E7--i?Ql!NC- .^IoF E-- -;-:E -i:-
t
a A
P APT tm,VEMENT Af)-OS—MENT=,,
D IF' LTV 7HV F*TV PHF LTP;;' 'HFR -ITF;;
E6
21 1
WE
NF.
A0 6-a7MEA S;
,FC,I-;- FLOW N
C. 7
AE. 411 2 1-9� 4-?1
P-AF7 OPP VOLi-:-E
—%Ei,
1,j
? .2
0 1 P G 14 Va VFA Vit Plt No Ito
we. 2 f Z 411 41
W 74-3 '43 11
DIP zop• yo nu Fs P --I
Ee IR. !j C, j. p.5-. 957 �7
WE -4_CIS
NE -4417, ...ill 9-9-90
-,rj. 2 1 o 7- S42
g-
E., ;o
CAPACITY 12.Ng�(ajS WQFIr.SHEET
DIP -N
/a
AE 4 1 7
-YCLE=
Szz wOrT
z
J._.,
T
T
124
ins macuitun ur uauwu ais a uKtttl rUNU Ku.
1992-NO BUILD, PM PEAK HOUR
':I` PROlWAM VERSION DATE 2-6-1967
Iy Hl-m - CHAPTER 4: SIi,;NAL.I--ED - OPERATIONAL ANALYSIS
tlil U4-/_4-SYN:+ tim*:U7:45:45
LAS DATA SET NAMES LOADED OR SAVED
VOL_lME=Sv5 GEOMETRICS-SG2 SIGNAL=SA51
LOCATED :N CBD:N
VOLUME GEOMETF'ICS
VOL�IMES R OF LANES LANE WIDTH CRO1 s
DIP LT TM RT LT TH RT LT TH PT WALK
eF 10 _ li1 �i _ p p- 1Y.1" :i.it 24
24
'P:JFc:C _, "t'.ai1WAi _rlNS:-:.DNS
•;D: c'AFY PEDESTRIANS
:i;F :,F'A(I< •.;N',1 Irpl -CIVc- G1 F CnOSS BUT :MIN T,:"E
EE
.F V _
=HAS:NGS
NO -,!i!_T•,E:.=,_J,C, .,PEEN r-= r=_ •r.[:
:"I_LE= _
�L�1ME au .J5TMENT WIJRKSHEET
-'AF'7 . MOVEMENT ADJI I`TMENT o',
D I:: -TV THV PTV PHF LTFF' THFF: F;TFF:
EE' 1 _ 1!i .9211 1: _ 11
WB =/il 1 a_ .92'1 -, 1 71
i2I_I
PAPI 2, _ANE
pIF" LN 'i'^''fll�c FL'-"A y _, r"t
42 -7-
1416. :i.'if•
?AFT - OPF0•-.ING '0 ILUME Ab_IUSTME^Jl
"PF'C15IN1? AF'FR iACH
JL;IMES •. __-'C15I NG _EFT Tl h:ri
".ESTEOL.N" i, _ I!iU 11i0
N�IF.T,41c•i11...,D :_ •___ 1 1Ji1 _. _ - __-_
1i 17fti Bl_lNJ - _ ,:ill
C,r" -:r"-1:
wn _ - '•-- •_ • _ 'li! ..III •
DIP. _ 7. N va Vrn Vlt F'I No Vo =:to
EE 67 =_ 1 2 i6 11 J.40 2 j 21. i--... .
NE. - 16 1,114 11"14 _ ..�i!i 114:= ..ilr.
,E: 4.7 _. __ ,. 1111
I:AL.=ULAT i ON'=
DIF :oF. �o GI., F_ F'; "a =t : E. Fm
L°.t ..114 .:_ ;1- U,674 _.,i:if, ':.t.- I.___ U. ._.
E, ,29: 0.ir- _-,.__- V. r.9 i._I IJC' .._._ ..r•UU __ U____
!!_49"1 !I,11!1Ij Q:/� C' _- "i 1:111 iI"'�h� tt.C) /4- 25 IJ-:-15 o.
It- .µ_
:ARAi_:T'' ANAL-ISIS. Wi_F1%SHEET
kL
it: _T '+-6 .._. _L... .. .f. ...u�• .. 111.1
LE':IE' OF :=PVIrE T
1111 _-_ _ _ __. _:�+: _•+ __ __.._- _ .. .-
pig Da'3y __'
EE
WE c
NE'
iE c
INTEF1-EL"1jM ;E'. r =,r_. I ,TE=:SE•: ,[,fv L:v=c
125
1NltKbLWlUN Ur UbbWU JI . & VKtAI YUNU KU.
2992-NO BUILD, SATURDAY PEAK HOUR
CINCH PROGRAM VERSION DATE 6-19$7
1984 HCM - CHAPTER 9: SIGNALI--EU - OPERATL7NAL ANALYSIS
2/:,E/OS6&GPP/SAT
date:!i4-13-19 ? ti me:J7:50:58
LAST DATA SET NAMES LOADED OR SAVED
VOLUME-Y GECMETRICS=S!i--, EIGNAL•SAS1
LOCATED IN CB/:N
VOLUME & GEOMETNIC@
VULUME'S 4 OF LANES _ANE WIDTH C„ROCS
OIF' '4 PT LT TH 4T '_T -H R WALt.
ES I :i 1L.0 :i.. L.
1 45
' 8 511 -__ !, L .I ..,) ...Il i,•i u:_
TRAF=;_
AD FAFt ='ED E'�-TF TANS ->FF
!JiP ;PARE ';HV .1/11 ,!nVE:S EIJSE FHF •_cnGg SC1r MIN T:^1F.' "'•F�
WE: U.a;: N . . N -
Y.
°HAS_Nr;S
EASTBC_il_N�r WESTE Cn_•ND NOPTHEGC_:"J� :�:'I,THECI INII '.,FELN -'PE.
r
VI-A-1 IME tiD JUS-MENT �.-EE7
='AET •MGVEMENT aDJVSTMENTSI
JIR -Ti THV PTV PHF �TFR THF:. F'`F F'
EB
we 2i5 1 45 .?3U Z i 43
c•AFT 2 ::_ANE jFUUF' =ar•ahTM=NT_.�
i-IR GPO!!F' FLOW >: LJ
4E, _7-TH-=T Z=. _ X97 1. 0 17
I:0
'AF'T :i F•F':.Si?:G VOL--IMc �i'_'_.S TMErrT•_:
I zF- 71-N1 pPF•i:Sfrm:, -C%'rF=CAI_
E:ETNF _F'12SErr TC:::r. A LANES
LT TH RT _r - LT T.-1 R7
11'-
1ci it
•JI_IG T:J:_:_::'^J i, 5:4 _.Iii _ iCli_ _
_
DIR = :; N Va Vm Vlt P1 No Vo P'to '..
ES 57 25 1 .3 _ 0.3:i 2 250 1i 92
WS 67 L_ C Z:8'I 231 =31 0. =C 1 9.42
N6 67 711 L 51:= 51: . il.-10 L 6.6 Cl_Vr'
SE: : 1i
it _ 6C.71 .F., 54 .0. _ 51 ..7 J
CA�CULATI4Ne
DIF Sop• Yo G..+ Fs F. r,q Pt C;f Et Fm
EE 2:344 '7.�7:�'c' .0.947 ;j_719 li.3'73 4.!i5.i O.ce7 L.241 1.56
.6. 0.901
WE 1411 0_iC!C1 24.367 Q. ?74 1.0iCti 1.1143 Cl.:J000 )!iiC 1.a57 ..y36. c
NB 7:319 0.199 20.7:38, 0.48.1 i,.iCU.• :.G14 CC.994 9.!iu:. -.4.3" 1.:i CIO :."011
3B 7581 ... 4 2.7.76.4 11.551 U.L.-';o _.<'364 0..=, _.:_? Oui' 0._:54 ..._
CCAFACITY :.NAL'(SIS WOPKSHEET
^IP -:V :iF'C!'F' .i s WE a,C = v/r_ CRITIC:,L
NB
,VE. -TH-c- 5u4 Ii.L .. v.__
CYCLE= 67.2 LCJST=I�fl 9UM. I,, _ - i!.3 i -CITAL I .._
-EVEL _iF __-':ICE taC_EY.SHEET
vE
.E 1 c
_.E' E
iNTEF'8_' T.:i", -,E; Hl = _y. _':N
126
INTERSECTION OF OSGOOD ST. & GREAT POND RD.
1992®BUILD, AM PEAK HOUR
CINCH PROGRAM VERSION DATE 2-6-1357
1985 HCM - CHAPTER 9: SIGNALIZED - OPERATIONAL ANALYSIS
P/ M
date-94-1$-19'9 tlme:08-17:48
CAST DATA SET NAMES LOADED OR SAVED
VOLUME=sv7 GEOMETRIC6=S62 SIGNAL•SASI
1_tDC.ATED IN --BD:N
VOLUME & r:+EOMETRICS
VOLUMES 4 OF LANE$ LANE WIDTH r:RGSS
DIP LT TH RT LT TH PT LT TH RT WAL)'
Es 1 1 1 1.1 0.0 12.0 v.0 14
WB :i15 _ 35 0 2 0 0.0 .1.0 0_0 24
NE 10 _.!1 ! !1 _ 0.0 12.1) 0,i1
TG'AF`i'- ROaDWav =OND,71 INS
AD_, PARK PEDLSIPIANS
0[k SPADE %Hb V!N MOVEi SUSE`: PHF 'JRr!5 c 81-IT MIN T!.•E T'aE
WE: -950 N 11..i
NE N i iI . '_- j N ... .
N
EASTBOUND AESTFOUND NCI?TtiEl_,UNir _CnJTHBIiUNC• SEEr^i .-c -r.E;•;1__
r t P
'.OLUME .+G.::yTMENT wGF•KSHEE'' '.
PAP- _ •.r-_IVEMENT All_N-15TMENTS)
CI.F. _TV -HV PTV PHF r_TFP: THEP RTFR
E8 1 5 -+150 1 I _
WR 305 - __ -950 -3:1 : 89
NE -:, 75ir .95(, .. .
.e 2_ 1130 10 .350 37 11.89 11
RAPT 2 'LANE aPuUP AD JUSTMENTS)
011 LN :iRinJP FLOW N Lt_I v Pit P't
Gc --F:T
u5 437 77 21
_4. U.0. _ .r f•
=qPT = :•PROS ING dDLUME AD!US-MENT`_-)
l.'F J"•P'• I IFF'1_rCI Nh :+PF'F7_Ai_r-
EE.nI_, .F=_ccp ;riiLUMES .. =IPc.�EIPIr; _EFT - -•..)
jis i. t7 i� -
vnR-NEiar.,l'v ?7 llc+_
- -=ryE'nIJNC• :i 7'9 i 45 =--
nn. PL`W AC.jL•STMENT WGFt-.SHElT ''....
.DEC_ V P7F•a.- . Ft•1_ts -ar?_ - t -
r:5 _ "T _?iii _ ...7r". ..0C,i)
DIR : !i y`N- 4a Vm V!t P I t No Jo P)'to
EE: 67 25 1 7 6 1 0.14 Z _J bCl 1) -39 ',..
WE 67 =_ 2 416 416 21
Ne _ .+0 _ '301 >01 11 0.01
, . f.7 jl _ j {7 1�_.7 _i i1-11.1 - _=1111 11,Ii1
CALCULATIONS
iNS ,
DIF Sop "o 3!t Fs Pi Ci•7 Pt •.,f rn It
it 4 t r'..061i fl 57 4 47'_ 1
WE: .4::2 __illy 14.914 •j. '73 1.000 Q.n t II.'.1!i!1 il_ilili• 0 y. 1
NE: _aye• 0.:462 3.96.1 .j.jooj. O.tj.S 21.1i i7 0.'i14 l..O.iS lf, 6- is-E-71 0.'=35
0 Iii Imo.44 I _ - = i _ - _
CAPAC I T1 .NAL'eS I S Wi IPr SHEET -
DIE �_N :;;'iUF v = v/s F ICAL
�t -.--. - 5l1 .j-!jj :I-.t7 5114 _ JL
wE' _ - . -cT -a _....G 'J.
Z'49 410 .. _ 14!_
tiUM V:3 I:E'IT= :-54 ' 7AL V%C=
-EVE;- _
J.
1�
«e =
Nb i _
Vic. 19_n4 =
INTERcE'_-;IIR, ;t._.;: _ ._. __ ,N7E-'SE'_ ,_rN
127
INTERSECTION OF OSGOOD ST. & GREAT POND RD.
1992-BUILD, PM PEAK HOUR
CINCH PROGRAM VERSION DATE Z-6-1987
1'385 HCM - CHAPTER 9: SIGNALIZED - OPERATIONAL ANALYSIS
dr4e:0Q-18-1989 41 me;08:15:44
IAST DATA SET NAMES LOADED 1w SAVED
VOLUME-SV8 GEOMETRICS=SG;: SI6NAL=SA$1
LOCATED IN CED:N
VOLUME S GECIMETFICS
VOLUMES 4 OF LANE: LANE WIDTH 'CROSS
DIP LT TH PT LT TH RT LT TH RT WALE
ER 1O - 10 U 11 O Q. 1�.0 p.CI 24
W8 CTi 11 70 0 - 0 0-:j .-.0 '1.4 :4
NS _ 11194 1 1) J 1-.C, I.
TRAFFIC -IONS
AD_: P'AF'F. �:EDESTPIANS
DIP' SFA0E ''HV V/N MOVES 6USEE PHF CCP0Sa P--.IiT MIN TIME TYPE
N 11 .4-,) v _
IN N
_..C,G r nyliti
A`.TPO"ND WESTBGUND NORTHE:OI.N6 PEEN aFE/AC—
L
_LE t7.C1
'/1_L.IME ADJ 1 7MENT Wl:,P• :!HEE'r
PAR" I (Mi IVE`SENT AD.J!15TMEN-
DIP _TV THV PTV OHF �7;FP THFP RTFP
ES S Ij l5 10 .9<u .. _ .11
i 70 .920x9 1 76
NE :09!i =
1 .92O 1411:: 1
PART (LANE GPO UP IP AD ii'S7MEN7?,
OIF LN CROUP FLOW N F'1t
EE L7-1I RT 27 1 _i C• ii_ail :I'q•_•
NE LT_ F_eT 11'?1 L . __ 12_: O_iti1 :.. _.
yE :-T-TH-PT .501 _ 1.05 1576 0.Ot, "I_OC•
c•AFT ? i_-PPnSINC, VQL,IME A11 1UST^tEN—)
ION OPF C•q I NG APF'POACH ',.
E:E_NG =PF":cED VC''_MES .. ==FCS IPIy LcFT F'rJ L,,NE5
LT T. _ TH PT _ T.- PT
+YESTEI iI IND 11
^rC,PTHE;OUND 9"' 1.0'- , )ii _Oi1 _ = i;
�.
THE--, IND 1 1.__ i .:JIi
• ;?JUF
ill Ij,
_ J �•_ .. :.. _ .. _. . _. . _:_ _. _
IR N Va 'vm Vit Pit No vo ito
FE: 67 __ 1 27 15 11 0.411 _ :__ -i. 01
WE 6.7 __ - 471 =71 ..-3 9 Ij_5:f
NB EJ jai 2 1191 1191 _ 0.,)u F.
SE 0 2 1501
C.,t_CIJLAT is INS
oF• Yo Cau °_ iia =t aT _. Fro wit '..
'14 _401:1 -
wE ---=.9
co '?91 _ •Oil 1,:1
C'1) J.141 _ 40_ _._ _ ' ._ 17i il.�•_r'.
ANAL-5=5 WORY3HEET
WE
..-_ .__ ..
Lt= _ __'jT-1� Il S!IIw .. _ _—IT= ':1.:- ':1T..L +l;•_ __ _
.1- _
E _
LNTE 'N ,E_HV =+7,.7L
120
INTERSEGTIUM Ur UbUUUU bt . S UKtMl MMU KU.
1992-BUILD, SATURDAY PEAK HOUR
CINCH �POGRAM VERSION"DATE 2-6-1487
198` HCM - CHAPTER a: SIGNALIZED - OPERATIONAL ANALYSIS
nz,z_
tla4e:0a-16-1984 t�mre:03=17:30
LAST DATA SET NAMES LOADED OR SAVED
VOLUME-SV+ GEOME?F:ICS=SG. SIi,NAL=�ASI
LOCATED IN f_EID:N
VOLUME 3EOMETRICS
/OLUMES R '_F LANES _ANE WIDTH 1_Fi!SS
DIP Lr TH RT LT TH RT LT TH PIT WALY
ES _ i 0 1 0 '.i.0 1d.0 0.0 :4
WE ___ - 50 _ 0 J.0 ..0 n.ti 4
NE i
Tc•AFF:= a =OADWAY -, Nl,;T iCIN$
aU FAFK =_-ELTRIAN_. AFF
0IF' .iFAGE 'SHY Y/N MINES ?II.=E., ='HF CF.;c=1E?!T MIN -:ME -Y-E .
WE"-=••••.JD V:iF-tiEi'VND c_�_THE:f1U�'C �EEEN rsF' ='RE
r c
' ---.i A
t r i . • . .r jli
GD._U,. TMENT WC'F'.Y..-;HEE_
oAFT , snip/EMENT AD JU_.'MEPJ-'=i
,DIP L-V THV RTV PHF LTFF THFR 6:TFF'
EE. 1, .._. I 1 1
WE{ 50 .9-?0 .?i 54
PAR- L �AI`1E ;R01!F AD_USTMENT:,
)!P :_N -POUF• r�LCIW F, -.•t
LEF _..N «. _ANEW
TH RT _ TH �.- !l L...E _
7IR C G N 4a Vrn V1 'r1 No Jo Fito
E6 57 25 1 g . 1 0.33 _ 25Z 0.92
WB -- _ _*216 =36. L 1 17.:1 _ J.4..
p16 31i L .561 5E.1 ..ini 769 0.U7
'AL:ULAT I'Wi
>IR tier Yo :,:.� Fs -
,a °t tit EI 'n
L0.'d1•il U.717 •.1..ii, a 1:41 _ _51 1 !.960 /�.91if1
E; 14- i_ !C11 .4.?`7 :74 1_tnn: r '1 1q I.,,i•pil r, n
•
u.x194 U 0 1)7 1 _._i V :i:? 1i1.:a.1 2_o54 1 ri Q. ] Cl,)1)
.F' _ _ .`,1 �_.:45 :I. i1_1'_4F. _.__: 11._J4 4. _..a4�
, APA1:1TY .NAL•ISIS WuF': =HEET
AL
NE
4E
NB �
,F. E.
129
INTERSECTION OF OSGOOD ST. & SUTTON ST.
1989-NO BUILD,AM PEAK HOUR
d&%7: -04-1989 :12:25:03
04 5 LOADED OR LAS DATA SET NAME
VnLLIME;SVSII G.EOMETRICS-SGS2 SIGNAL-SSS1
LOCATE IN CIRD:N
VOLUME 6 GEOMETRICS
VOLUMES 4 OF LANES LANE WIDTH CROSS
DIP LT -H RT LT TH RT LT TH RT WALK
EF 5tr 2 C, 1 0 0.Ii �.iI i:4
WE j '1 1) 0 0 n,.! 0 ii
-JF Z j
.-OADWAv
Ac,j =Apf `EDESTEIANS APF
M
/N. LiVE,� ..-E TYQE
)lP `,PADE 7:HV E5 -HF .-POS� BUT MIN TI
!'!E
1
"7. N N
PHA51NG';
EA5--E�OUND wESTEOUNO N--,RTHF,-,IJNC, Y-F;
t P I t i t F t
V"LUME AD--'USTMEN' WORKSHEET
=AP- f-QVEMENT -4,1JlJc--TMEN-
if- --%) -HV F17V PH.F t-T;7P THFP RT'=
1) ci
"F7. ?59
cl 8:11
LANE A',jL-5-1ENTS)
..q -N GPC,!:F -:::W N
_7
NE. -7--� 'IT 45
BE I ... -PF 1:1SEE, ,,Oz-
I 7H r•7 PT
-=A IND j
et, 3�1
�A7-PA-: c--:W
J[Fl LN 5F-If-Ir 'DEAL 14 w.?r
=S 7
111111
1. )CIL ;76 1. -1
Afw
D I oo =T�o
Vrr t �lt No
=t
CAPACITY ANALYSIS WORKSHEET
OIR LN GROUP v s v/s g/C v/c CRITICAL
EB LT 343 3231 0.11 0.26 *50 0-40
,1_6 PT 58 1493 0-04 1-00 1493 0.04
NE LT-TH 453 2987 0.25 0-53 1572 0.29
,;B TH-91 e63 3512 0.25 0.53 1-843 13.47
57.1' LCIST=12.0 9UM V/S GRIT= 0.'35 TOTAL V/,-=
.Fl,EL 71,: =EPVICE WORKSHEET
D
-N S z'C;!-c vi. -9/C, al z •J, FF
F. !-'--411 0,26 57 Q 1 3.15 .50 0,1:? 1
EE, c. U.r-4 _-00 57 �p 0.:10 1 44-- j.00 1.121-1 A
i. 29 ( 1"- 2 1).0:1 1.00
NIE' LT-TH j-53 5� 5.73
- I1.14 -,0 6-59 B 6.
-H-;;'T 0.47 0,5.3 -7.0 6.44
LOS.
NE- _ E
jN
INTEERSE-
-F,11;TH dITHIN T-IE E.!'-!ND° i-IF '7 TC, '�7
wHl- ._2_ -;IT!,-AL 1101,Erl.cNT ',E-�+, :_ 57- -1
j-
1, ;P 9- 7, ,-i-
E :YE ';,HIJIJL�• SE 1'+.1 SE---,NG
a E e s --t-
130
INTERSECTION OF OSGOOD ST, & SUTTON ST.
1989-NO BUILD, PM PEAK HOUR
I"S HCM - CHAPTER 9: SIGNALIZED - OPERATIONAL ANALYSIS
/OSG{r SUT/PM
Aaq:04-O4-t989 timo-12.27:46
LAST DATA SET NAMES LOADED OR SAVED
VOLUME-SV922 GEOMETRICS-S(.S2 SIGNAL-SSS1
LOCATED IN CE*:N
VOLUME & I.EOMETRICS
VOLUMES A OF LANES LANE WIDTH CROSS
rAR LT -H RT LT TH RT LT TH RT WALK
EE 270 0 45 - 0 i 12.0 0.0 12.0 24
we 0 0 0 0 0 0 0.0 0.0 0.0 0
NF r0 545 0 0 2 0 0-0 12.0 0.0 48
SF 11 - _ 0 _ 0 0.0 12-0 0.0 48
'RAFT_ _ •:VADWA'r' CnNDt??UNS
A03 PARr FEDESTR?ANS APR
:DIP GRADE %F'V 'r•/N MOVES BUSES PHF CROSS E,--)T MIN TIME T"PE
°8 0.0% 5.0% N 0 0
WF 9A% 5.0% N 0 0 .950 0 N !3.0 3
VE 0.0% 5.1% N 0 0 .920 ') N 10-0 3
5E' 0.0`'0 5-0*4 N .7 1 .920 0 N 19-0 3
cW ASN!��S
E=:STEa_'!;ND WEST60t)NO ljORTHE�it_li4D 3�:�_�TtiE'iri'".I O' -,EEN f<h' r-'RE:,I
[ [ i
VCLVME ADJ(-!STMENT WORKSHEET
c'ART ' ':MOVEMENT AD-11-iSTMENTS)
DIR _TV THV RTV PHF LTFR THFR RTFR
0 45 .920 .92 7 49
c45 : ?Or' :4 592 J
•:H c1c 900 0 560
FART _ ;'--')NE IiR!ir_iF -,D_•I:ST,'NENTSI
fie
X -1- ^_u0 '..
49 '_JO 49 9.00 1-00
,aE: _ b47 c79 :%08 0.30
5r .r°r, =o! '? 1.05 589 3.00 3.00
=AF- , _F•�•_SIn1G /CLUME ADJUSTMENTS,
-- T'!F�I '7PPI)SING AF'F= Ar_H '
.c_.,i _-_OSE -_ 'Jr_L_.:✓1=> _F'cS?Ni, _c"-- TL;RN A LANES
-T TH RT L 7 `H RT t_T -H RT VOLUME
%,-'IF,7 C 560 i !00 100 53 _ 0 560 '..
TF'_!F .JEAL �. -A'•r e-rly -fir =_arl:
_
cc _. - .10C J.976
..,1J 1 1.000 7.976 1.CCC •�OCO 1.JCC '_,_7 0_84' '.000 '493,
3CC _ .CCO :;.r t _JCO ._n0 '.C'0( -. 26 KS
1300 _ :_OOC 0.976 1-000 1-000 '.000 1-0-36 '.000 300 35"
?icc•__. _., AL .V<I�r.3HtE' -V'. _ErT-Tt;F'N A___�T1iE'JT FA-:7-:-R _T
'JE' 07 3. _ h47 64i 54 3.0S _ 560 0.00
DIR Sop = Yo Gu Fs P1 Gq Pt r41 E1 Fm Flt
NB 3600 0_IS6 25.023 0.525 0.227 4.977 0J73 3.222 2.144 0.851 0.926
CAPACITY ANALYSIS WORKSHEET
DIR LN GROUP v s V/s -3/C = v/r_ CRITICAL
ES LT 308 3231 0.10 0.26 850 0.36 ■
ES RT 49 1493 0-03 1.00 1493 0.03
NB LT-TH 679 3251 02! 0.53 1711 0.40 j
SB TH-RT 589 35!1 0.17 0.53 1848 0.32
5.7.0 _CIS?=12.0 SUM `:/S CR1T= 0-30 T()TAL V/I 0.39
'_EVEL -IF SERVICE WQR?-SHEET.
!R LN tiiRUVP V/•- a/t_ l 71 _ a2 C_y tav Ds ,V a -5'.6
.E _. 7.36 0.26 57.0 3.00 85C 0.12 CC 1' 8C4
=E' RT '.03 1.70 57.0 -.. 0_00 1.00 100 A - -
NB LT-TH 0.40 0-S3 57.0 1.14 -711 0.08 _00 6.23 2. 4`9
SE TH-RT 0?2,• 0.53 57.0 ._34 1848 0.04 1.00 5-87 E, 4.1
OIR _-)elan LOS
ES 1.32
NE -s_23 _
3E z.-z?
c
."•f E�3E._-?t••V OELi=+; = 7---
-uE `lH E: ND F S _. _ N
57 5E,__ .=
'J.'H 7!.- "VI(^iIP�'i�_c : :C-._ ':9• v Er'.='_�.' `!5
.. ;I/,- gATE'l : .45 7p-1 C.0
>u•a�?:red t1m:.*�
131
INTERSECTION OF OSGOOD ST. & SUTTON ST.
1989-NO BUILD, SATURDAY PEAK HOUR
-PVW 1" 4L -
K:M LWtKAI lUN# ANiu Y51
date-04-04-1989 time:12:29:25
I-AST DATA SET NAMES LOADED OR SAVED
VOLUME-SVS33 GEOMETRICS-SGS2 SIGNAL-SSSI
LOCATED IN CSD:N
VOLUME & GEOMETRICS
VOLUMES 9 OF LANES LANE WIDTH CROSS
DIR L7 -W RI LT TH PT LT TH PT WALT-
EE :45 2 J Z.
0
J 4S
1) 3:=:5 1 0 Z
TRAFFIC -& rOADWAY C.OND I TlI-,-,Nj
AD-, PAPK ['ESTF AFF,
DIP GRADE %HV Y/N MOVES BUSES PHC C-FOSS 6UT MIN TIME TYPE
'E. -1", 5.
N
'4E
N
-ASTSOUNC, AEj-ECQND tf-Jr-ITHE-01--ND o�EEN Y-r. F'FE/ACT
c. t
F'
';13L.,-',ME ADJUSTMENT WORKSHEET
'ART , ;MOVEMENT ADJUSTMENTS)
DTP --V "IV r TV PHF LTFr THWP ZTP--
C.
4E J ?50 01
IF -4815 0 9 "1"
%;Pl:-o--F AD--'L-17-lE,*q—,)
L�J
z 1.1'S -77
1�8 rT
NE -7—H (j 2
VCLT-!'E A[
:-EFT 'IJPN
jpp!Yii.NG
*EINC-, -iPP,-jSED VFIL-!.,'ES
7'.Jr'N AN E c; -',F-c,05 1%
T
TH PT -H. -7 TH RT VOLUMME
EASTE'l-,i!N0
NOPTHEF-UND Q 414 1
4
T!,
P�:,J_jp IDEAL N mo •_ =F a r,�a t
7
j.,-,Cm .7F
'"Ez-7 -1--ENT :,F T
-�PIAGLE�
TP -1
liF- -7 .111 1i= I I
NS 3600 0.115 -26.486 0.616 J.184 3.514 0.816 2.665 1.327 0.934 0.967
CAPACITY ANALYSIS WORKSHEET
DIR LN GROUP v s V/s -a/c C V/c CRITICAL
EB LT 277 32231 0-09 0.26 850 0-3-3
FJ3 PT K 1493 0-02 1,01) 14" 0.02
NS LT-TH 5 25 3397 15 0.53 1788 0.29
S8 TH-PT 436 3511 '2 n_53 1,348 9.24
CYCLE= �-_:ST=12-lj ;UM WS CF;IT= -j.24 TOTAL Jic 2.
--i7VEL OF SEF,V!!:E W09KiHEE-
�-N
B !-T :t- .i ffl,2 ._y:04 E -2
=E C-7 57
116 L -TH 2-4 Cl 57.V 75 173: O.'13 :'o 71" E' :.i*
LUS
4 E'
SE
jN,7=Z—:77CN ',S 7-
—E -Y::-E —E :OUNC- :F I- TO -7
�7.
132
INTERSECTION OF OSGOOD ST. & SUTTON ST.
1992-NO BUILD, AM PEAK HOUR
J9W MCM - CHAPTER 9: SIGNALIZED - OPERATIONAL ANALYSIS
dat :04-04-1989 time:12:30,56
LAS; DATA SET NAMES LOADED OR SAVED
VMUME;SVS44 GEOMETRICS-SCS2 SIGNAL-SSS1
LOCATE IN CEkD'N
VOLUME & LCIME"T R I C s
VOLUMES 9 I�F LANES LANE WIDTH SRI
OCR LT TH J;'T LT TH RT LT TH QT WALK
EE "I o-•() 2 0 1 12_0 0.0 1--. .. ::4
W8 0 Q 0 0.9 Q.0
12.
'QAFF:: & 40ADWAY '_CIND 17
AD_' -Ap6 PEI,Ei,'PIANS ARP
)IR -,PADE %HV e/N MOVES SUSES PHF CROSS 607 MIN T:ME TYPE
N
N :050 0 N
14= %
.14
HE;, uNL, ,z E �-F rmE 4:7
wES'E:Cll_'N�, NC,F!TlHB,jL'Nb
t t r P I t t
57.6
VOLUME
_ AD-UsTMENT WORKSHEET
"AP F �MIDVEI�ENT All- STME4T
S)
F: LTV TNV PTV PHF LTPP THFR RTFrl
NE. -i c 4:5
447
sp it "37s _95.)
PAPT 2 :-_-)NE GPOUF Al.
fi i" LN p":
ZE j
_E 63
4�-
71 1PN' i-,F P�z i NG aPPPC-A:_'-
E'EIN-'5 A NE
EAS-BuuNl)
m-4rTHeC;.jND
iTMEN
")EAL t
T
7,76 C.
E.
jP!.- 4AF-AE'LE�
b 1 R = V Va •;m Vit P't No Vo so
'!E, �7 3 0 4:34 4*4 7 0.02 - 922 C,.,!!)
DIR Sop Yo 13U Fs P1 Gq Pt Gf El Fm Fit
NS 3601) 0.256 20.710 0.299 0-290 9.290 0.710 3.904 3.763 0.600 0.800
CAPACITY ANALYSIS WORKSHEET
DIP LN GROUP v s V/s g/r- c V/c CRITICAL
ES LT 331 -1_231 fl.12 0.26 z:50 0.45
E8 PT 63 1493 0.04 1.00 1493 0.04
NE L--7H 50=: 2809 u.IS 0.53 1478 0.14
�E, TH- •T 46.: 2 0.23 1)-5_1 184* i1.'2
_!35T=12.9 zl-IM V/S C:RIT= :1.39 TOTAL V/l:
_c/EL IF SEFVI:E `Fi SHEET
Z.F7
6.0 B
EE* ;-,'7 57.0 Cl—'Ll :49_, C'il A C'.
N 7-NE: -T—H. 5_2 57.0 9 j 14 A il.IIF. 1.11_, 9•9 6 J.6
'SE, TP-P- TZ 5.t 1."JO F.-94 E
.'
.'-"N 'nE 50,2N,"S OF
Z �z-1
133
INTERSECTION OF OSGOOD ST, & SUTTON ST.
1992-NO BUILD, PM PEAK HOUR
1995 MCM - CHAPTER 9: SIGNALIZED - OPERATIONAL ANALYSIS
Via.. / M
date:04-04-1989 tie*:12:35:26
LAST DATA SET NAMES LOADED OR SAVED
VOLUME•SVS55 GEOMETRICS-SCS2 SIGNAL-SSS1
LOCATED IN CBD:N
VOLUME 8 GEOMETRICS
VOLUMES A OF LANES LANE WIDTH CROSS
DIP LT TH RT LT TH RT LT TH RT WALk:.
ES inn 0 50 2 0 i 10 ..0 12.0 _4
WB 1) li (i iI 0 0 p.0 0.': 0.1i !
NS -- 6i1
1
:E' :.l 57. 1 it 2
TRAFFIC 3 ROADWAY _CONE,ITIONS
-
AD-1 PARK PEDESTRIANS AF'R
DIP IW. ADE ':HV Y/N MOVES BUSES PHF CROSS 62T NIP+ TIME TYPE
cc• J. _.. _.0% N it 0 42 C, Q N i3. j 3
WB ..j.0% _.I)i: N 0 Q .9501 9 N ._.C! _
vE'
c.% N
--1:I;.: N C! 1)
PHAS i NGS
=ASTEOLIND WESTBOUND NOPTHgC'UND tC,LlTHE' :UND LSEEEN Y C PRE,ACT
t r P t r P t p
P
VOLUME ADiUSTMENT WORKSHEET
PART 1 +M 1VEMENT AD II ISTMENTS)
OCR L-V THV RTV PHF LTFC' THFR FTFP
•W:? _ I1 it -.
Cl
NE. 6111 -
tiE,
5715 1 920 .1, 625 1
-ART, L :LANE GF'uL IP Ai)_:U5TMEN-S? '..
DIP '_N r,F'OUP GLOW N LU - _
Vr _7--n
TH-FT r.c6. 2 1.C!5 r_°. :. .. ..90
-ART _ %CIPPOSING
I-EFT TURN -
E;EING _"PCISED VFlL_!MSS .. -_ >r & LANES r'Ftx iNC,
_T TH F' _T TH PT V'�u_ME
EASTBCIUNp C! _ :i
^!Ok'THBOLIND 0 625 i ...
SA-CFATI^N °LCIW tiD._I_ISTME:vT
DTP _N POUF :DEAL N Fw;_
_- -T __:SIC; .. .:!i: .. . _ .. ::. -- - -- --' ----- --
._E.
IT
. F -H_c- ,: C10 _ :ia C. 0.ti7E. .. .._ i. -:,;i 2". ... 000 1. :i 00 3511
:VF'=LEMENT AL ;AOF.'kSHEc7 =0R :_Ec7-T;!vN ALI-` =""SNT =ACTGF °L' '..
1 Np1!T 'VAPIAEL.E-�
DIP - Ij N Va VIn V't No V °-
NE. 57 2 723 7 % 60 0.,1[- 6-6.
DIR Sop Yo Gu Fs PI Gq Pt 131 E Fm Fit
NS 3600 0.174 24.321 0.484 0.235 5.:79 0.765 3.466 2.324 0.816 0.908
l
CAPACITY ANALYSIS WORKSHEET '
DIR LN GROUP v .. Ws g1c = V/c CRITICAL
E8 LT 342 3231 0.11 0.26• ='5 Cl _.40 "
E6 RT 54 149'3 0.04 1.iii! 149:; 0.Ii4
NB LT-TH 759 3189 u.24 0.53 16.79 0.45 T
'S e. TH-RT 557 3°11 f'-.19 1..53 1'84:: 0.16.
. CYCLE= 57.i1 LOST=1�'.0 SLIM v/S CRIT= _i.<4 -i 1TAL `Ji-= !.44
EVEL OF SERVICE WCIPK:SHEET
DIP LN :.�POLIP V.C ?:_ _ a1 = 7L FF
Fe. LT i1.40 n.L_ 57.I. 1-- _50 .. !C! .C. :=
EE PT 0.C14 1. iI 57. . i1. .. 14'y
I r._•3=�. 1679 'i.14 1.C�i1 6.512 B � 4
NB LT-TH 0.45 0.53 57.0 --
SB TH-cT 0._6 'i1.5.3 57.C! 5.'9r_. ::'4:- 0_i!F 1.:,j =.^.J c: 4.7
0 1 P ':!a'ay LJS
=E' •-- it =
NE :_52 E.
ICIN :!EL.
-:4E -YCLE _EN12TL, WITHIN THE =?IJND
_P_ .•-AL Mi• E`^E:VT ___ r __ _ . . ____
:;ATI,_ ?F -_ THE - --`- ---• _- ... - ---":C=
134
INTERSECTION OF OSGOOD ST. & SUTTON ST.
1992-NO BUILD, SATURDAY PEAK HOUR
1983 HC" - CHAPTER 9: SIGNALIZED - OPERATIONAL ANALYSIS
SU /
d®t®:04-04-1989
LAST DATA SET NAMES LOADED OR SAVED
VOLUME=SVS66 GEOMETRIC$-SGS2 SIGNAL-SSS1
LOCATED IN CBO:N
VOLUME & GEOMETRICS
VOLUMES A OF LANES LANE WIDTH CPOSS
DIP LT TH RT LT TH RT LT TH PT WALK.
Es 275 0 35 0 1 3:.IT i1. . 12.0 24
WB Ii O 0 Q 11 O - 0 n-CI ii_q !j
NB 40 435 iI O 0. 4::
_. :B 11 430 1 0 0 0.p 12.CI O.0 4:c.
'PAFFIC C ROADWAY CONDITIONS
AD J PARk =EDESTPIANS
DIP GRADE Y.HV Y/N MOVES BUSES ='HF :PCISS BUT MIN TIME -YF'E
ES IT_rj% c_-0 N O 0 - :4 1) N 1+.V
wE :i.;-1% 5.0% N 1) Ij . .mil
;B !j.,j% '5.0% N D 0 B?Ij 0 N 19.0
PHASING$
EASTSOIJND WESTBi-1 IND niCi F'THE:C}'?v6 Sul-THSOUND GPEEN Y+F' PRE/ACT
t r P 1 t r p 1 t r R 1 t r- p
c s y I P
CYCLE= 57.0
VOLUME ADJUSTMENT WORKSHEET
=APT 1 (MOVEMENT ADJLISTMENTS)
DIR LTV THV RTV PHF �TFR THFF IZ-P
tiE .-50
NE 40 485 it .?3if
3E 0 4310 .930 0 462 1
='APT : (LANE GROUP iP AD_,USTMEN7c) '.
DIP -N _,P!TIJP FV]W N LII ✓ Pt - ,
cE _T :9t. : 21,C. 1. :. _. .
E rT �:? 1 ..:. -38 ..0,1," __0i!
4E' L7-T, 56.5 : ..OS 593 U..o .,1
iE T�-F.T 45.i _ 1.05 4.:' ..:j0 ,,:'!i
-CIP7 = .C.c.POS::JCi 'viiL..ME _IJSTP.cnirc, '
•�cT 71-1PN _ �OFc'!iS I NG A�=•POACH
-EING 'JFPOSED Vi!L!!MES _=FCISING '_EFT -i-.v u _ANEg :pc•iS;Ny
LT 7H P• _ P'T _ TH i.-T VOLUME
EAS- 'I 111 1 -
•!I:IF'THBOIIN[, ':j 462 1 Qi! 1!iQ 5 a 2 46:1
SA-I_F'ArIC�N _041 AD_I:S'MENr HCI�'r:=:HEE-- ',',,.
. :P' _f\i -,R,:1-!P !DEAL v Fwrc =1- - - - _ -c..-=_. Fr
SE .�iln l.i!ii f• ..7r:, .. ..'•I': _.Jr:? .'!•.I. .._.5ii 3.pnl. 14== '',.
NE: -rH .' Orr _ .- _ _. .JO _. -. . ..00: _. .'Oil
,F: TH-'<'T ;:3 Ci0 : ,.-.iil.• •j-y-t. _..!r C� .IiOCr _iili' ..O:i!j _.iOp I.y'J
SUPPL E-1E:I;TAL 40PFS.+EE- cCIF. '_EF?-_!F:^; :1D_IJ:TME:a?
NP11' 'JAF':AELcS
.IR _ 6 :N Va VIA V'. Flt- vc =ito
NE _ _. 2 565 567 4.7'
DIR 'Sop Yo Gu Fs P1 Ga Pt Gf E1 Fm Flt
NB 3600 0.129 26.016 0.536 0.193 3.984 0.303 2.913 1.921 0.91'3 0.957
CAPACITY ANALYSIS WORKSHEET
DIR LN GROUP v s V/s 91C = V/c CRITICAL '
ES LT ?1 CI ?231 il,3 C. Q.2t• 350 U.37
EE PT 33 149:3 Ij,03 1.00 149:1 0.03
NE L--TH 59:_1 3360 CI.13 0.53 17E'9 iI_i4
5E TH-PT 4:37 .3611 !j.14 0.53 .'48 +1_:._ '...
CYCLE= AC L Vi-= Cr--- '..
LEVEL I)F SE=VICE wC:Pr:.'SHEE`
jI _N ar II IF• . _ � _ _ •�i - '7. « __ _ ___ AYE
FEM _ :j '-!..2 1-C.1)
EE. T 0,ilj ,1.:;CI 57.t1 .. 14'J"s ..'lll 1_ _ il A 11.
NR -T-TI-I 0-34 i!.53 57.0 .9i! 1769 0,i!4 i.00 _.: B
SB
7Ir
Z i.
-HL :V''LE LENGTH (WITHIN THE BOIJND5 -
Nt•I_•-I
,710 '.r :_ THE -YC:LE : -JJLC EE
135
INTERSECTION OF OSGOOD ST. & SUTTON ST.
1992®BUILD,AM PEAK HOUR
CINCH PROGRAM VERSION DATE 2-6-1987
1963 HCM - CHAPTER 9: SISNALI2ED - OPERATIONAL ANALYSIS
u U /AM
date:04-04-1989 tiws:12:38:17
LAST DATA SET NAMES LOADED OR SAVED
V0LUME�SVS77 6EOMETRICS-SGS2 SIGNAL=SSS1
DATED IN CBD:N
VOLUME 8 GEOMETRIC$
VOLUMES N OF LANES LANE WIDTH CROSS
DIP LT TH RT LT TH RT LT TH PT WALK'
ES _,75 %1 F.I:I 2 0 1 12.i1 .. . 12. _ _4
W6 0 0 1) 'i 0 0 0.1) 0 0.!i
SB !j 395 a 0 2 0 0 12.0 ').!' 45
TRAFFIC £1 ROADWAY CONDITION,$
ADJ PARK PEDESTRIANS AF'F'
:)In GRADE %HV Y/N MOVES 8!ISES F'HF CROSS BUT. MIN TIME T'(F'E
WE 1) 1)% 5-1-.% N Cl Q .95•! n N 1 i,r1 i
NE ..'J _'0', N 0 _ -5ii N 1a.
__Ji: N Ij 0 ,35U 'i N 19,0
�HA£INGS '.
` EASTE._IUND WESTSOUND NC'R?HE1��IND �:l iU H60_:IvL !i-:EEtJ Y-;,
YCL.E= _ it
VOLUME AOJUSTMENT WORKSHEET
°ART I 'MOVEMENT AVJUSTMENTS)
OTR _T%i 'HV PTV PHF LTFC' THFR c-FC
'JE: _•_ 460 ,l -•�50 4 4 it
36 11 :{95 . .950
=ART = (LANE ,:-C:UP ADJUSTMENT.
:)iF' !N ',F'OliP FLi,W N L!J v E•;• rrt '..
2_ LT
C'T t.'.i 1 1.1)i 1 t'.--.111!
NB -.W 521 _ 1_u5 547 ..07 -- --
_E TH_yT Y43 - 1.05 99. ..11:_ 1-'111
LEFT T!_F'";� OPF'0'3:Mi AF'Fc•.!igCr =
BEING OPPOSE[! V!,LJMES . ='-=;SING LEFT
? TH F'- TH G'T TH :. .0L_ 1c
EAS?E:iIUtJp - _ - 1 Li 0 i1
i
°_OF:THSOUND 0 942
�r+'UFAT__r, _U4i LIE)
.:!15T'^.EYT .w_F'-_•SEE'
.__TR -N 6F .:E A L N Fw1._ -.-,v =9r E :r
cF' L:iil Cl .
1 ._VU!' .. _ :
VE' _ -"-' L:!1r� _ :i!:i1 0.'7r. __ . . 1.t1 f111 _.C10:'
. .. . ._ '... .. _y -'._
=r. -H-FT is Iiil 2 1__Ct0 j,476. ,.:j C. -vi,c; „c"J.)
SUPPLEMENTAL W!�PK:SHEET FOR LEFT-TUF:N AD_;1JSTMENT FA['i1F' w_
I^Jh'!JT VARTAELE� _
rrIF; _ C, ti Va `Jm Vlt F'lt No .o F'?to
^IE. _ 11i 521 521 37 ,_i17 L 94_ -_-'I
DIo SoF• Yo Gu Fs PI Gq Pt !-af E'. Fm =:t
v6 3E.01,1 J.2-62 2C1.422 0.286 9.275 9.578 0.724 4.:311
:APACITY ANALYSIS W13RKSHEET
DIR LN aF'OUF v - V/s c v/:_ CRITICAL '
EE LT 414 ?2'31 Cl-13 0.25 3511 u-4g
=F' R.T 63 1493 0.04 1_Oil 1491 Ii,04
NE+ LT-TH 547 2_=i1: X1.19 `..53 1475 i1.37
990 3512 0 1).5:5 1•'8_.4:3 ii 54. «
':Y'-'-E= !f--Cl LOST=12.0 SLIM VJS 1_RIT= 0.41 -0?AL VIC= n,_�
_EVE_ E=.ViGE WOR.Kc;HEET
_.fa ar.3'JP . - 3JC •J1 = O p __
ciE` 0.49 11.26 57.it 1.i,49 :351' 0 31_ __C,0 `1- =,r. F. 4.0t.
EE: C.v4 I.Oct 57.C: 0.00 144:? pit 1.r,i,
vF. 4T-TH .. 17 1,1.53 S7_ . f._114 147- if l_i I.JO _ 11 E
SE: H-Zl 0.54 0.53 57..- __77 1545' u__5 ..u_ t �..
-c _
:=E_r+ = ter. _. cr btl_ .J'n ___-E
^.�❑ '_V'__c _ElI1 7- W: T.:E 2=!'NDS i1E' -
.. MO,E-ENT OE_.;Y __ _c__^;�_
`_,F .35 'HE _Y.:LE - : . _ SE:_'n;C-
-
136
INTERSECTION OF OSGOOD ST. & SUTTON ST.
1992-BUILD,PM PEAK HOUR
CINCH PPOGRAM VERSION DATE 2-6-1987
1985 HCM - CHAPTER 9= SIGNALIZED - OPERATIONAL ANALYSIS
PM
*at*:04-04-1989 t,nw:12:39:31 °
LAST DATA SET NAMES LOADED OR SAVED
VOLUME=5VS88 GEOMETRICS-SGSZ SIGNAL=SS51
LOCATED IN CBD:N
VOLUME F, iEQMETRIC.S
VOLUMES R OF LANES LANE WIDTH CROSS
OIR �T TH RT LT TH RT LT TH RT WALK
ES :_. P 50 L 1) 1 12.0 0.0 12.0 14
w6 ) 0 :j 0 iJ 0 0.0 0.0 0.0 C1
NR __ 7,71J 0 0 - 0 :1.i' 12.C, 0.0 4Et
�F -.55 1 0 2 0 is 12.0 0.0 40?
�'CADWAY CONDITIONS
AD! r'ARK. PEDESTG'IANS APR
OIR 15r'.;CrE ?:HV Y/N MOVES 2USE-- PHF CROSS RUT MIN TIME T'YF'E
EE .. . _.:,% N ii U .9"1 N 3
14F., ..'-'% 5.0': N 0 0 .950 0 N 13.0 3
<'HAS;NUS
WES-c'i i!:ND NC nT.-uc;�'_•Ni' �ij!i.�,.c:!: iNU ',r•EEN Y♦G•
_ 4 p
`!i iLJME AD-'USTMENT WORKSHEET
=ART ,M`iVEMENT =;:,-_!'STMENTB)
UP LTV THV F.'TV PHF LTFR THFP RTFR '..
ES 5-p 54
t !! 655 I .920 0. 1
FART = !LANE :;F.'.!ii!F' 4DJUSTMENTSr
DIE 1'a F'0_•F FLAW N LU v G'*. Prt
EE '54 1 ..i!0 ,54 0.00 1.01)
NE' _--TH .._: I.05 c... '!'._ V.!i0
6 _H 713 I.')5 749 J-UU
UHF" __-::.NG `/i•..'ME A:,"-_,."!c, _. ',..
A-•F'�'QACH
_- TH RT _ -. _ .. PT V0,
?iGt✓TtiEv:,NU .. '1� lOv .U:: -- _ ,) „-
SAT'2 .:'N F-_ IW ACr ii Ig TMENT :aORr."=
6llw N -,F.C!'F' IDEAL N Fwd Fnv F.ar Fp ari. =b-.r , re= -r t F' . _
t• ._.- 2 1 00 .-97:. 1_;i110 -. - _. .i;:: I..._
0.'97-. 1.01)c 1.'j
1.nCiCi -.. _ -Jii I
�g -y_R' 1_ir0 2 0.976. i.Of!0 1.i'ui; 1.0011 1.chill i.C.0.,-, 1
;i_- _a.'"c VT-._ W^Rr.SHE=T FOF DEFT.-T!-.+ AC,�_c--.Er,4T FA::TO•'•
*,NFYT JAFIAELE-a
DIR '30P Yo Gu Fs F'1 liq Pt 6 E1 Fm '+
NE. -J.(W- :.:'?E• _:=.337 0.4'30 '1.233 ..563 0.76'.7 3.=6:? r'.1:? 0. .76',
.-AF'ACiT'Y 4NALYF i'S WQF't'SHEET
i!IR LN GPOUP v s J/s :/C = v/r P1T I C A L
'.E F7 54 1493 9.04 i 00 149; 0.!14
N@ -TH ;27 ±119 0.17 �)-53 16.4 iJ_Si.
$E TH-4T 749 3511 0.11 0.53 14 0.41
._EVEL '-,F =EP'JTCE W'iP1 SHEET
�_ .. ..•:;4 ..i:il
%6 _--TH :1.50 ii--_ 57-0 A.E. 16'.4'1 z 1.iii! 6,-:;3 E _. :
SF: T H--r 41 !___ •-0 __i 1 c�4 c _. ._. ,. _U 6. _ _
av _
ti-7H I THE
1I1-2VE!C',T -,Y
137
INTERSECTION OF OSGOOD ST. & SUTTON ST.
1992®BUILD,SATURDAY PEAK HOUR
CINCH PROGRAM VERSION DATE 2-6-1967
1935 HCM - CHAPTER 9: SIGNALIZED - OPERATIONAL ANALYSIS
date:04-!?4-1?8? ti Ma:12:41:04 °
LAST DATA SET NAMES LOADED OR SAVED
VOLL!ME-SVS99 5EOMETRIC'S-SGS2 SIGNAL=SSSI
LOCATED IN :BD:N
VOLUME & GEOMETRIES
VOLUMES Q irF LANES LANE WIDTH CROSS
OIR LT TH RT LT TH PT LT TH RT WALK
NF
*RpPFIC _. t;,OADWAY CONi,ITIONS
- aD: ='AF}: -EDES'-TANS APR'
a;r- iPAUE ':HV I'N "1pVFS elJSES PHF CROSS EJ MIN 71ME TYPE
NE
?30 it N 1?-rl i
P WAS I N5.
EA�.TO01_.NJ 4E N1 Y.P =C'E,AC-
VOLUME AD_USTMENT WORKSHEET
PAR- 1 -MOVEMENT AD_::!STMENT5i
OIR LTV -HV RTV P!•iF LTFR THFF PTFa
EE _ci, p -- ' ?au .312
HR ii .:50 fr
NE: Oil `1l! 0 - iIJ 43 54;d
SE it 495 _ .930 0 53 _ ''.....
P4F'T t L A N E :iRQ'iP AD_USTMENTS>
!iRQl j T OW N L!! v Pit F-r-t
E6 _T 312 _ ._°_ 327 1._0 .::0
=E. RT _= i 1_iu1 .J 0.0if
NE -T-TI =ry1 .. ._ _-1 _'.. :1 __ ..
Y 714 __ i _ _- - c f 0 'I-1 1' _-i l l!
? "i IF'i- I G
_�. .i =JcEn •--`1'"E=
TH
:5r1 1is_
_JF.^._ !•., cw- F:�1v Far FPa.'>. Fbus Fr' F:
EF cf ..:njl 0.?76. 1.1 1__.. 1.^,Op
VE __-_y __ _ •. ..
976 :1 ♦. .11: _ _0
..476 1 012!' l;
r,!C is-"ENT _-:
UIR mop -_ Y0 ';'.. '= PJ Ga Pt Gr Fm cJt
NE 1600 :l_148 :_.31A .1.542 :I.192 4.6.90 1)_:ilf=: 31i:- Z.'.17h Q.8S9 0.944
:_AF'ACITY ANALYSIS WOOF SHEET. '..
OIP LN CROUP v = vis ?11_ = v/'= CRITICAL
EE LT r"7 +: _,it Cr.26 _Sir .:.3?
EE BT t3 14' ri 1.00 1493 0.03
NE -TH 621 1 19 it.5.t 1746 ..1-6.
;E: TH-RT 560 7.51: - __ i3.53 184:_ 0.-tir
.Y-LE= 57.'_ _1S7 _JM V'S -Rl = J.2 9 T:TAI /G=
_FUEL KEPI,
tE .._� ..__ . . -a.ii•= =5i1 ii.
EC: I 0U 149.+ _'.:.Ir _ 1r. _
NE' _.d_� 174x', ii.06 ._UI: e 4.a
SE 'H-c•T _.41) -.__ . _ '"1 4:• -:1. .1_ !.i u: ._c_ E: 4..
l;F - ' OS
•.IE -- -
-..r - _cPhi ,�. -- - T,.E e- UNDS i.F T'- - qE__r_-
.JH:C
MIN M7 __._-:. -!iVc.MENT _-- - '_-
138
INTERSECTION OF OSGOOD ST.,CLARK ST.- 8 BUTQ*K BUY MALL
,INgVkBUILDt -PEAK HOUR, ITH SIGNALIZATION
1"5 µCM - CHAPTER 9: SIGNALIZED - OPERATIONAL ANALYSIS
K�
yowAwllt)aH oktMD sipwk^m&U%A vxo4 o56 t Eva
'ute:04-05-198? tlme:!18:151:45
LAST DATA SET NAMES LOADED OR SAVED
vnLJME=VEC1 GEOMETRICS-G6C1 SIGNAL-SSC1
LOCATED IN r_ED:u
VOLUME S GEOMETRIC.
VOLUMES A OF LANES LANE WIDTH Cn055
0 1 R -T TH IT TH PT LT TH RT WALr
c5 10 0 1 0 0.0 12.0 0.C' 24
W8 20 1 _ 0 12.0 12.0 0.0
NE _i. 771 2 0.iI ;2.9 :1 _
IT I!iN5
Al,_ rAF�. PEDESTr IANS AF'F'
JI? ;.'RADE '':11V KIN MINES BUSES PHF (CROSS 6UT MIN ,TIME TYPE
NE .. )% S_:I is N U li _ +Slj
c.+=TE:OUND WE'>T EI ii IND NORTHP_iLINE, SOIITHE:pi;ND :,FEEri i�R F'rE AC-
p t p 1 t
Vi)1_11ME AD JUS-MEN' WClFP lHEET
'AF'T (M!-VEMEN? ADJUSTMENTS)
OIR -TV -HV RTV PHF LTFR THFR RTFR
EE 1U 1 1 .950 11 1 1
As 25 2U .95(t :16 L 21
NE: 450 21 = _
_< j i5 . .50 7
RAFT 2 'LANE 3R0UP ADJUSTMENTS)
DIP L.1 5P!ii lF• FLOW N LU v P7t Prt
EE _ Y-k7 1.OU 11 li =:3 it C,:?
W E. ft_i I CI.9R
NE T-TH '_t7 2 1.05 :79 0.03 0.0
SE' �I-i-=T !-"4 ..05 3409 0.ilil iI.iI '..
CAF- _ (OPPOSIrn.; ViJLI!ME ADJUSTMENTS)
1=1FF'�IC i N6 APPROACH '
VuL_IMES ,. JF'Pf_!i lNl_ LEFT TURN F LANES
TH PT TH FT !_T -H. P7 =_
=A5':
—_—�—.: -_•_l'i .:I�-�+ENT lllj�.:.=r1CC7
DIP C : N va Vm Vlt Pit No 'vo Plto
=6 _ 2 t 1-i - 11 0.:31 L 22 0.,p)
N6 751 46 .. :;17 .3;7 21 !i_!r: ±42
CALC'lLAT I ONS
DIP Sop Yo : u FS P1 !iq Pt E1 Fm it
_6 1tj1111 'I-I)12 1'+_�79 1i..3�1 0.:_13 il_7n: 0.1!+7 :i-ly!} 1.3CI r. 0-46.1 Ij.'�F.I
WE 14+4 ;1.;)111 19.S15 !i.:74 1.QUO 0 Cl.-,5 0. jQC, c ,)OU 1.2 73 1 5,7-,
NB 3600 .i-.;7i 26.979 +1.0:36 !1.216 13.11„I U.764 5.961 31.031 U 0,
CAPAC?T`; ANALYSIS WuRKSHEE7
_Pt •:Rul-' S ViS 9:1_ = Vir _F'ITa.AL
'46 . _0E• `
j.
'VE =79 «115 -.411 'I,
CYCLE= 7:_.'i LOST= 2. SUM V!S CF_ = 12 TClT AL I - -
_EVES_ _:F cE- _ "Et-
J _
;:z
NE
139
INTERSECTION OF OSGOOD ST. ,CLARK ST. & BUTCHER BOY MALL
App H -GUILD PM PEAK HOUR, WITH SIGNALIZATION
PROGRAM VERSION DATE 6-1987
1983 Hur. - CHAPTER 9: SIGNALIZED - OPERATIONAL ANALYSIS
•1atT:04-05-19$9 tim*:08:20:08
t_AST DATA SET NAMES LOADED OR SAVED
VOLUME-VHC1 GEOMETR.ICS-GSCI SIGNAL=SFC:
f_Iji'ATE'. IN CPD:N
VOLUME S •;EOMETRIC.S
VOL_IMES 4 OF LANES LANE WIDTH CFCISS
JIF TH RT LT ?H RT LT ?H RT WALM'
ES 40 45 0 1 0 p.!i 12.iI f1,11 24
48 .�i: ! ;4!i i 0 12.it 12.13 fl.
NE- .. 70 : 2 0.Ii .. .
�c
IIG !FADE ':PV Y/N MLIVE5 EUSES -HF �_FVS' B!IT~1 `!ME
5-!.-% N N 1 -
..- _. N
'✓HAS:N!i
cAS-E.=!UND wESTBC UND NC IFTf BOOND ::JTHE:C IL:NU "PEEN .-_ =G'E =f
' t r p t r ri. t '
_11. A
R F R t e ♦ 4h_
'_rl:LE= ;.
VOLUME AD_d_STMENT WC 1Rr.SHEET
-ART I !MOVEMENT ADJUSTMENTS)
DIR LTV THV RTV PHF LTFR THFR RTFR.
ES 40 1 _ .720 43 _ 6 i
4e 170 1 ;40 .92C, 185 1 __2
NE' _. .J0 1_ 272
to .- . _ .92!) !I .3 U _
PAR— 2 i,-.ANE nFQIIP ADJUSTMENTS,
_ _._ _N ';P+_HJP FLOW N LLI e -1t Prt
__ '�•-RT .04 1 1_110 1 64 0.42 'i__
-rb _ 1,00 135 1_,111 11.!)11
WE T"R_ i T. 1 1_C10 15.3 i1.u0
4E __-_,-I 1 S-2 2 1.Ii5 1347 i;_!jI ..Cl Ci
SE. 7H-= _..3E. 2 1.6° 1455 it.IiQ i_00
r:]RT
-1 OF'-OSING VOLUME ADJUSTMENT'=:
LE ED VOLUMES 'IPPC!SING LEST TL1R')�
TH RT - LT TH PT LT ~Hc PT
=r:1 1 152 _0C! •Ii.i 10. . _
YE TE-1:1UNT LL.il 7_I_.ii _
ME.
:4PUT VAR!AELES
rIc C G N Va Vm Vlt -':t No Vo ="+o
__ 7,3 2: 1 104 r'.1 43 0. 2 _ 153 0.')0
WE ,? 2 1 "_ - 125 1 0 a2
sF .? 45 2 12 :.3 .2'3 11 0_n; _ 1 3~:r'. ..11
�_ 0
:ALU -
LAr IGINS
DiF' Sor- Yo GI_, F'' ;q F•t Gt =it
=E .::iili !i.___ 14.6':_ !!_779 0.417 T. Ii_ __
-.± 2_il+b •••• .. __. _'-t`_ '..
wE .519 :.v40 1-'.579 ..:3? 1.000 _.4_1 C,'-1`011 r�I_:;116 1-24- i1 - 4
N6 '600 .1.3:55 2_•_971 it.009 0.031 211_U2g 11.909 12.J:11i . 3<.~ 5�
ANALYSIS WOF".:SHEET
'1 IF LN ;ROI;P v = '/s ?/C = v/r 'L PIT*_.:AL
EE: _T-T ;;,T 1114 .:`_,i1 iI_06 i'.'F.
, Fm
-1--!I !1--G -_- �.411
:455 <`.6 _.41 !I._. _.lei
.'t 1:LE= ":.: _JST=1"-0 'SUM V/ ..F'=�= 0._.- =;TAL .:i:= ..S
:-F =c`'ti IC.E WI_'F•c;-c�:EE-
-
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=1ELAY = lr.,:i-, _NT==cc_
140
INTERSECTION OF OSGOOD ST., CLARK ST. & BUTCHER BOY MALL
1992-BUILD,SATURDAY PEAK HOUR, WITH SIGNALIZATION
:INCH PROGRAM VERSION DATE 2-6-1987
1988 HCM - CHAPTER 9: SIGNALIZED - OPERATIONAL ANALYSIS
{1(,p/tL1lkfi0d -
•I&t®:114-0°-1989 t1me:08:24-2'?
LAST DATA SET NAMES LOADED OR SAVED
VOLLfME-V8C=? GEOMETI:ICS=GSC1 SIGNAL-SSC1
LOCATED IN C8D:N
VOLUME & .,ECIMETRIC:b
VOLUMES R OF LANES LANE WIDTH IF'OSs
DIP LT -H PT LT TH RT Li TH FT WALT.
EB I 1 1 0 1 J 0 it 12." 1?.:i 24
WR 165 1 125 1 i 0 12.0 1�.it Q,0 43
4C
-r"F.-*_ „ FI_ADWAY _0NDI :JN�
AD FEDE _)NS c
DIF ,Y F.ADF_ S:HV Y/N MOVE? _USES FHF CROSS Ea:r MIN "IMF
.. . .
-ASTEQUND WE i,-, -.E:OOnaD =J!,THE.-I-INC• .,PEEN cPE.;,C-
r K .. c ♦ ♦ �i1, : A
VOLUME ADJUSTMENT WOPKSHEET
�AkT 1 (MOVEMENT ADJUSTMENTS)
DIP LTV THV RTV PHF LTFR THFR PTFR
E8 1 i 9:iil 1 i 1
w8 1E5 1 125 _930 .77 1. .3u
VB _ 559
E _ 71V 1 .- -- _ -6,
=APT 2 (LANE GROUP AD_UBTMENTS�
IR -.14 l_ FL.IW N L'J
_ '.IE LT 177 1 _..jli 1 •
WE T'-i T 135 1 _ j
VF_ LT-TH 592 1 1.0 5 _-2 0.00 'i_i1!�
E:
S TH-FT 7t.5 2 ..Off 621- 0.00
0.C-Y' '..flit
'A,:: _r
:-,Fr'S i Nl VOLUME Ai..u$TMENTS:
T!1FN
OF'FC 15I?!:i
:'N15 I�F'F'Ci9El:� Vr__J!•lES % ilc pi ltilNU TURr,
LT _y LT TH L fET Tk RT a
_..._-501 IND 17 134 bill 100. 10c, . . 1.
wEc-=:C:iINC i . 1 Itais 1C:f1 1�1:.
I:F 7LE:�"jmll __ 1i1 i! 101" lil'i
"" __:ilia .. �. . .". _ .. ". •. _ _.." ... .. _.
:NPI!T ':AP ABLES
vrn Vit Plt No v'o P.to
r0 2 1 u.33 1 1 15 1 1?Cr
WE 7'i '7� 1-i4 177 1.011 1 -
vF i vd _ .°92 592 1 :I.iris 2 7r:.-5 n,,,H
Gq
-.2 _ 46.4 0.K6.
4& ._. . ..^Oc .:.921 ..S14 _mill .. .79 q_n�,,; :-flil!'
37.::' ...i57 0.006 ..f. li_954
gin- = ITICAL
__ _--TH-_- : 1 3i• c o.26 ,e6 u.o1
7 -J 10 n 20j. 4.?: _ iv r.
=E' u.. __.. ._ _ 1.r.
7:i,
jO
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INTERSECTION OF OSGOOD ST. & GREAT POND RD.
1992-BUILD, AM PEAK HOUR, WITH EXTENDED GREEN PHASE
CINCH PROGRAM VERSION DATE 2-6-1987
1985 HCM - CHAPTER 9: SIGNALIZED - OPERATIONAL ANALYSIS
S
NDED GREEN
tla4®:04-04-158? time=09=11c45
LAST DArq SET NAMES LOADED OR SAVED
VOLUME=?V7 GECIMETRICS=SG2 =IGNAL=SS3
LOCATED IN CSD:N
VOLUME 6 !iEOMETRIC_
VOL_IMES S OF LANES LANE WIDTH CROSS
DIP °H ?T LT TH PT LT TH RT WALk
ER i 0 '1.it 24
WE, ?115 S __ li .!? I...r? ri_li _4
NB _ . _. 0 .. . 12.L �i.!i 4"
FAFB:: _. =C,=+D+iAV 0 ND:°1!iN8
-1D_' ='ARP:. PEDESTRIANS AFR
';F—C'E 'r++i YIN '1C'VE5 g1 iE5 F'HF iF'i j5ti g1JT MIN '!ME TYPE
'.vE 1'. .. :'% N V . . ._ it N ._. .
N
N .. N .
FHA=:*16�
dE=��O!'•',D 'J0F:THG'�:_1N1' EJUTHE'CIUND :,F'E°_N' +-k oo'E.'AC'
r p
VOLUME AD_'!STMETNT WORY.:S;EE?
YAF'T tMOV'EMENT ADJI';TMENTS)
DIP. _°. THV I'TV ?HF LTFR THFP RTFR
t^ _ .950 _ 1 _ '..
VE 750 .?51,1 .1 ?? .
=FT = LANE 'F11-1-P AD i'ic--ElJTS)
14 0
WE: _ --, -oT 41E. _ 43? ..77
;7
;:;_�F- _ :'cpt•�In; VUL_iME AC::S' MENT )
3E.NG : PCoi EC, OPPOSING LEFT TURN ii LANES ijPPLISIN::.
-T I'-H RT ET LT TH F:'. •h:L!'ME
:-A�.rE ' h.l ? i00 11111
_ _ _ _ _ _ 11)F, Il '? 41r.
7r; 7r". 7r. n r ?4.
IIji1 1i10 100 Q d U air
-„r:_C•t.;-:-N =�1='w ADJI'STMENT WLiF:Y`_<HEET
r _,EAL =w id .-nv - - -rt. _r'us -area cat _
t ._-_-u- '_Oi. _ _. !! ..�?t . !iir Ilr!i
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nIF: . : N Va vm Vlt G•I No V F.Ito
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NR _ j5 2 ._i I I a :1 0.0 1 = 941 ..0:3
'_ALC'!LATIONS .
Dig' 3or •io r= P'1 Ga pt Gi El Fm -1t
:0.44: i..615 Q.14 5 -c'? C!__`7 6- 256 1.=2? 0_.'?4 ..='?4
WL- an _1_ rr14 1 51. j__ -1 1-00!1 j.°__ :I )f,0 i'_'ui)l °?2 U +55 fl_y"s?
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=YCLE= .=.:1 -i:_-=i-, _ 5!1M _.5 1 TOTAL
'.E%JE'- CF ?EF'Vi=n WC'rkSHEST
pi
NF
142
INTERSECTION OF OSGOOD ST. & GREAT POND RD.
1992-BUILD,PM PEAK HOUR, WITH EXTENDED GREEN PHASE
CINCH PROGRAM VERSION DATE 2-6-1987
19£e 4CM - CHAPTER '4: IGNALIIED - OPEPATIONAL ANALYSIS
EXTENDED GREEN
d®t®:04-114-1989 ti me:D'?:14:00
LAST DATA SET NAMES LOADED uP SAVED
VOLUME=SV� GEOME7PICS-SG2 SIGNAL=SS=+
I.O ATED IN '_BD:N
VOLUME GEOMETR1CS
✓1jLLN'1E5 s _i1 LANES LANE WIDTH :ROSS
DIP LT TFI PT _ 'H RT LT TH PT WALY
EB I'l _ !0 0 U.V 1 ii _
we Lr
TF'AFF:_ " RCAC•WAr CONC; IONS
OTF' GRADE 'f/N MCVES cj9ES -HF CpC 38 aLIT 1IN -!ME -.c=
FHAS I N',-
EAF-TC.��I_!PJD .yE_.TeC-_'ND NC iP.T:iE�u i:NC P•=n.
CYCLE= 75:.0
VOLUME ADJUSTMENT WORKSHEET
PART _ (MOVEMENT ADJLSTMENTS)
C:IR _'V .HV .., Ft-iF _T�F TOFF. �TFR
1S5 i
SE' 295 i 920 92 14oS 1
FART _ ',ANE -,R,J,1F AO.,JS-MENTS)
Dip :-,:,UP FLi,W N __ Plt Prt
EE L -TH-F.T 27 1 =.-!u 27 :1.4i! 11.411 '..
WE _T-T`'-PT .71 _ ..._ -j"!9 U.79 ci.L
ale: _`-TH-PT 11?1 2 1.115 1251 1i.CIO ii-lire
SE' I -PT .`O1 L ..1i 6:
'=AF VOLUME ADJUSTMENTS! -
.;ri'_\G iF�OSED VcJMES . OFFJSl"v!; _p". P _ANES _P�
�_T PT L7 �H F
BLIPFL_E MEN TAL W1iF'I.SHEET F+_IR LEFT-TURN ADJUSTMENT FA1_TOR
INPUT VARIABLES '..
1,11:' C : N V Vm V1 F•It No Vo F'tto '..
::B 7:y 2i! '27 1_ 11 0_40 371 i1-79
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NE _ -35 L 1191 1!"1 U.1111 2 1142
CALL JLAT 1 CONS
v IF' -nr 10 it-, °1 iq �t lit =1
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143
INTERSECTION OF OSGOOD ST. & GREAT POND RD.
1992-build,SATURDAY PEAK HOUR, WITH EXTENDED GREEN PHASE
CCCCINCH PROGRAM VERSION DATE 2-6-1997
1985 HCM - CHAPTER 3: SIGNALLED - OPERATIONAL ANALYSIS
ti ,SiiBIaPR/yA
T / ED GPEEN
d6t®'04-04-198:+ ti me:i19:24:35
LAST DATA SET NAMES LOADED OR SAVED
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,LOCATED IN CBD:N
VOLL"E 6 GEOMETRIC.S
VOLUMES R CF LANES LANE WIDTH GPGSS
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1_YCLt= 78.11
VOLUME ADJUSTMENT WORKSHEET
PART 1 (MOVEMENT AD-JU9TMENTS)
DIP LTV THV R`V =HF LTF'=• THFP PTF-
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P'AP.T (LANE 'P'LIP AD!:,STMENTz',
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CALC!ILATITDNy
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144
BUTCHER BOY MALL
NORTH ANDOVER , MASSACHUSETTS
APPENDIX D
INTERSECTION DELAY WORKSHEETS
i
145
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GPEEN INTERNATIONAL AFFILIATES, INC. rUN-CI®ALITY l &If1h
tic-s-c:N "ASS 32145,18,11 COUNTY
DATE ®1rt05��1y ADYi� t l IQQ'7
TIME FROM PY TD 3- (c5 (INOICAT[ DAY®
D TEMCTM DELAY%IOMHM
Mum Cr 1 a W VDnza
R 0 (O (o 2A 3o 4�0 o t t o 0 0
o o 0 0 0 0
0 0 0 o O Q Q 0 O 0 0
0¢ 0 0 O O O 4
05 0 0 0 O o 0
0 D o o o J
OB o 0 o o 0 0
l0 J i J o o 0
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12 o 0 0 0 0 0
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IOCATIOm s Y TiE 127- W"A
GREEN INTERNATIONAL AFFILIATES, INC. MUNICIPALITY AAQPM f )d&6av__
c:3® •. Gaorr,...c-wA, !i"s-cr MASS 02145,�B'71 623-2311 COUNTY �SSrX
DATE r
TIME FROM 3, em rc 3'30 P a s Y T v T e
(1NOICAT[ DAY.
04TERSECTM OEW WIOMHM
NIJ1 w C7 f1C1Pl m YD*na
30 40 150
3- t5 0 0 0 0 o 0
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t1 D d 1 1 O O
tg 0 p 0 O O O
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148
LOCATION
GREEN INTERNATIONAL AFFILIATES, INC. MUNICIPALITY lVaetc A-►�i^__
a R- Gcaorw. c. vvAr tots•cr moss 02145,ie•,, 52]-2J++ Es.Se x
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DATE TL�2Sd-,j Ape;1 // Iff
TIIE
""Old 7' PY TO ?!: 4-5 PM S 111 T III
7 I
IIMOICATE DAY 1
IIVTE ML-ro)N DELAY 1`0WHW
NVWW OF f1CRED VDWM
0 50
3 0 0 0 0 0
3z o o d O 40 o
D D D 4 0 d
5 0 0 0 40 O
36 o o d D > o
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38 D o
39 D o 0 o D p
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42 0 0 0 0 o a
0 o a o 0
ttq- D o 0 0 o p
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v 13 =13 3
wwm,v- 3
149
LOCATION o54d R 12Jr�
GPEEN INTERNATIONAL AFFILIATES, INC. MUNICIPALITY North 4hdp1'er
c1° •. Gaon...�p..wn. 1i.;s'Cr mass COUNTY Eam
DATEY;l IJ; 118 9
T�1� vaom 5A4 TO q'=DOPM ! m
(INDICATE DAY'
04TEMC lVN DELAY WC USHM
NtJ►f�Dt Cf f1ClT[DvpKL6
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o 0 0 0
o p 0 O o O
49 0 0 0 o O o
p b d O 0 O
0 O O 0 0 0
51 0 o
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3 O 0 0 0 0 0
54 0 0 0 0
55 0 0 0 0 ® o
56 0 0 0 0 0 0
57 p p O O O Q
58 o 0 0 0 l O
59 i i l O o
V, Delay IVs x I s S->,/0
v 3
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BUTCHER BOY MALL
NORTH ANDOVER , MASSACHUSETTS
APPENDIX E
SIGNAL WARRANTS ANALYSIS SHEETS
159
dDl MANUAL
D6.1 d-1986 ON
UNIFORM
TRAFFIC
CONTROL
DEVICES
FOR STREETS AND HIGHWAYS
THIS EDITION DEVELOPED WITH THE COOPERATION OF
THE NATIONAL COMMITTEE ON
UNIFORM TRAFFIC CONTROL DEVICES
U.S.Department of Transportation
Federal Highway Administration 1978
160
Approved by the Federal Highway Administrator as the National Standard for all
Highways open to public travel in accordance with Title 23, U.S. Code, Sections
109(d)and 315 and 402(a) and 49 CFR 1.48(b).
Approved as an American National Standard
by the American National Standards Institute
06.1-1978
(Supersedes D6.1-1971) '.
Revisions to this Manual will be published periodically ---
and are available from the Government Printing Office
For sale by the Superintendent of Documents,U.S.Government Printing Office
Washington,D.C.20402
161
C. WARRANTS
4C-1 Advance Engineering Data Required
A comprehensive investigation of traffic conditions and physical
characteristics of the location is required to determine the necessity for a
signal installation and to furnish necessary data for the proper design and
operation of a signal that is found to be warranted. Such data desirably
should include:
1. The number of vehicles entering the intersection in each hour from
each approach during 16 consecutive hours of a representative day. The 16
hours selected should contain the greatest percentage of the 24-hour
traffic.
2. Vehicular volumes for each traffic movement from each approach,
classified by vehicle type (heavy trucks, passenger cars and light trucks,
and public-transit vehicles), during each 15-minute period of the two
hours in the morning and of the two hours in the afternoon during which
total traffic entering the intersection is greatest.
3. Pedestrian volume counts on each crosswalk during the same periods
as the vehicular counts in paragraph (2) above and also during hours of
highest pedestrian volume. Where young or elderly persons need special
consideration, the pedestrians may be classified by general observation
and recorded by age groups as follows:
(a) under 13 years
(b) 13 to 60 years
(c) over 60 years.
4. The 85-percentile speed of all vehicles on the uncontrolled
approaches to the location.
5. A conditions diagram showing details of the physical layout,
including such features as intersectional geometrics, channelization,
grades, sight-distance restrictions, bus stops and routings, parking
conditions, pavement markings, street lighting, driveways, location of
nearby railroad crossings, distance to nearest signals, utility poles and
fixtures, and adjacent land use.
6. A collision diagram showing accident experience by type, location,
direction of movement, severity, time of day, date, and day of week for at
least one year.
The following data are also desirable for a more precise understanding
of the operation of the intersection and may be obtained during the
periods specified in (2) above:
1. Vehicle-seconds delay determined separately for each approach.
4C-1 Rev. 3186
162
2. The number and distribution of gaps in vehicular traffic on the
major street when minor-street traffic finds it possible to use the
intersection safely.
3. The 85-percentile speed of vehicles on controlled approaches at a
point near to the intersection but unaffected by the control.
4. Pedestrian delay time for at least two 30-minute peak pedestrian
delay periods of an average weekday or like periods of a Saturday or a
Sunday.
Adequate roadway capacity at a signalized intersection is desirable.
Widening of both the main highway and the intersecting roadway may be
warranted to reduce the delays caused by assignment of right-of-way at
intersections controlled by traffic signals. Widening of the intersecting
roadway is often beneficial to operation on the main highway because it
reduces the signal time that must be assigned to side-street traffic. In
urban areas, the effect of widening can be achieved by elimination of
parking at intersectional approaches. It is always desirable to have at least
two lanes for moving traffic on each approach to a signalized intersection.
Additional width may be necessary on the leaving side of the intersection,
as well as the approach side, in order to clear traffic through the
intersection effectively. Before an intersection is widened, the additional
green time needed by pedestrians to cross the widened streets should be
checked to ensure that it will not exceed the green time saved through
improved vehicular flow.
4C-2 Warrants for Traffic Signal Installation
Traffic control signals should not be installed unless one or more of the
signal warrants in this Manual are met. Information should be obtained by
means of engineering studies and compared with the requirements set
forth in the warrants. If these requirements are not met, a traffic signal
should neither be put into operation nor continued in operation(if already
installed).
For the purpose of warranting signalization, a wide-median intersection
should be considered as one intersection.
When a traffic control signal is indicated as being warranted, it is
presumed that the signal and all related traffic control devices and
markings are installed according to the standards set forth in this Manual.
It is further presumed that signal indications are properly phased, that
roadways are properly designed, that adjacent traffic signals are properly
coordinated, that there is adequate supervision of the operation and
maintenance of the signal and all of its related devices,and that the traffic
signal controller will be selected on the basis of engineering study and
judgment.
Rev. 3186 4C-2
163
An investigation of the need for traffic signal control should include
where applicable, at least an analysis of the factors contained in the
following warrants:
Warrant 1—Minimum vehicular volume.
Warrant 2—Interruption of continuous traffic.
Warrant 3—Minimum pedestrian volume.
Warrant 4—School crossings.
Warrant 5—Progressive movement.
Warrant 6—Accident experience.
Warrant 7—Systems.
Warrant 8—Combination of warrants.
Warrant 9—Four Hour Volumes. Iv-43(c)
Warrant 10—Peak Hour Delay. IV-20(a)
Warrant 11—Peak Hour Volume. Rev.4
4C-3 Warrant 1, Minimum Vehicular Volume
The Minimum Vehicular Volume warrant is intended for application
where the volume of intersecting traffic is the principal reason for
consideration of signal installation. The warrant is satisfied when, for
each of any 8 hours of an average day, the traffic volumes given in the
table below exist on the major street and on the higher-volume minor-
street approach to the intersection. An "average" day is defined as a
weekday representing traffic volumes normally and repeatedly found at
the location.
MINIMUM VEHICULAR VOLUMES FOR WARRANT 1
Vehicles per hour on
Number of lanes for moving traffic Vehicles per hour on higher-volume mi-
on each approach major street(total of nor-street approach
Major Street Minor Street both approaches) (one direction only)
1................ 1................ 500 ll)o
2 or more........ 1................ 600 150
2 or more........ 2 or more........ 600 2(N)
1................ 2 or more........ 500 200
These major-street and minor-street volumes are for the same 8 hours.
During those 8 hours, the direction of higher volume on the minor street
may be on one approach during some hours and on the opposite approach
during other hours.
When the 85-percentile speed of major-street traffic exceeds 40 mph in
either an urban or a rural area, or when the intersection lies within the
built-up area of an isolated community having a population of less than
10,000, the Minimum Vehicular Volume warrant is 70 percent of the
requirements above.
4C-3 Rev. 3186
164
4C-4 Warrant 2, Interruption of Continuous Traffic
The Interruption of Continuous Traffic warrant applies to operating
conditions where the traffic volume on a major street is so heavy that
traffic on a minor intersecting street suffers excessive delay or hazard in
entering or crossing the major street. The warrant is satisfied when, for
each of any 8 hours of an average day, the traffic volumes given in the
table below exist on the major street and on the higher-volume minor-
street approach to the intersection, and the signal installation will not
seriously disrupt progressive traffic flow.
MINIMUM VEHICULAR VOLUMES FOR WARRANT 2
Vehicles per hour on
Number of lanes for moving traffic Vehicles per hour on higher-volume mi-
on each approach major street(total of nor-street approach
;Major Street Minor Street both approaches) (one direction only)
1................ 1................ 750 75
2 or more........ 1................ 900 75
2 or more........ 2 or more........ 900 100
1................ 2 or more........ 750 100
These major-street and minor-street volumes are for the same 8 hours.
During those 8 hours, the direction of higher volume on the minor street
may be on one approach during some hours and on the opposite approach
during other hours.
When the 85-percentile speed of major-street traffic exceeds 40 mph in
either an urban or a rural area, or when the intersection lies within the
built-up area of an isolated community having a population of less than
10,000, the Interruption of Continuous Traffic warrant is 70 percent of
the requirements above.
4C-5 Warrant 3, Minimum Pedestrian Volume
The Minimum Pedestrian Volume warrant is satisfied when, for each of
any 8 hours of an average day, the following traffic volumes exist:
1. On the major street, 600 or more vehicles per hour enter the
intersection (total of both approaches); or where there is a raised median
island 4 feet or more in width, 1,000 or more vehicles per hour (total of
both approaches) enter the intersection on the major street; and
2. During the same 8 hours as in paragraph (1) there are 150 or more
pedestrians per hour on the highest volume crosswalk crossing the major
street.
When the 85-percentile speed of major-street traffic exceeds 40 mph in
either an urban or a rural area, or when the intersection lies within the
built-up area of an isolated community having a population of less than
Rev. 3186 4C-4
165
10,000, the Minimum Pedestrian Volume warrant is 70 percent of the
requirements above.
A signal installed under this warrant at an isolated intersection should
be of the traffic-actuated type with push buttons for pedestrians crossing
the main street. If such a signal is installed at an intersection within a
signal system, it should be equipped and operated with control devices
which provide proper coordination.
Signals installed according to this warrant shall be equipped with
pedestrian indications conforming to requirements set forth in other
sections of this Manual.
Signals may be installed at nonintersection locations (mid-block)
provided the requirements of this warrant are met, and provided that the
related crosswalk is not closer than 150 feet to another established
crosswalk. Curbside parking should be prohibited for 100 feet in advance
of and 20 feet beyond the crosswalk. Phasing, coordination, and
installation must conform to standards set forth in this Manual. Special
attention should be given to the signal head placement and the signs and
markings used at nonintersection locations to be sure drivers are aware of
this special application.
4C-6 Warrant 4, School Crossing
A traffic control signal may be warranted at an established school
crossing when a traffic engineering study of the frequency and adequacy
of gaps in the vehicular traffic stream as related to the number and size of
groups of school children at the school crossing shows that the number of
adequate gaps in the traffic stream during the period when the children are
using the crossing is less than the number of minutes in the same period
(sec. 7A-3).
When traffic control signals are installed entirely under this warrant:
1. Pedestrian indications shall be provided at least for each crosswalk
established as a school crossing.
2. At an intersection,the signal normally should be traffic-actuated. As
a minimum, it should be semi-traffic-actuated, but full actuation with
detectors on all approaches may be desirable. Intersection installations
that can be fitted into progressive signal systems may have pretimed
control.
3. At non-intersection crossings, the signal should be pedestrian-
actuated, parking and other obstructions to view should be prohibited for
at least 100 feet in advance of and 20 feet beyond the crosswalk, and the
installation should include suitable standard signs and pavement
markings. Special police supervision and/or enforcement should be
provided for a new non-intersection installation.
4C-5 Rev. 3186
166
4C-7 Warrant 5, Progressive Movement
Progressive movement control sometimes necessitates traffic signal
installations at intersections where they would not otherwise be warranted,
in order to maintain proper grouping of vehicles and effectively regulate
group speed. The Progressive Movement warrant is satisfied when:
1. On a one-way street or a street which has predominantly
unidirectional traffic, the adjacent signals are so far apart that they do not
provide the necessary degree of vehicle platooning and speed control, or
2. On a two-way street, adjacent signals do not provide the necessary
degree of platooning and speed control and the proposed and adjacent
signals could constitute a progressive signal system.
The installation of a signal according to this warrant should be based on
the 85-percentile speed unless an engineering study indicates that another
speed is more desirable.
The installation of a signal according to this warrant should not be
considered where the resultant signal spacing would be less than 1000 feet.
4C-8 Warrant 6, Accident Experience
The Accident Experience warrant is satisfied when:
1. Adequate trial of less restrictive remedies with satisfactory
observance and enforcement has failed to reduce the accident frequency;
and
2. Five or more reported accidents,of types susceptible to correction by
traffic signal control, have occurred within a 12-month period, each
accident involving personal injury or property damage to an apparent
extent of$100 or more; and
3. There exists a volume of vehicular and pedestrian traffic not less
than 80 percent of the requirements specified either in the Minimum
Vehicular Volume warrant, the Interruption of Continuous Traffic
warrant, or the Minimum Pedestrian Volume warrant; and
4. The signal installation will not seriously disrupt progressive traffic
flow.
Any traffic signal installed solely on the Accident Experience warrant
should be semi-traffic-actuated(with control devices which provide proper
coordination if installed at an intersection within a coordinated system)
and normally should be fully traffic-actuated if installed at an isolated
intersection.
4C-9 Warrant 7, Systems Warrant
A traffic signal installation at some intersections may be warranted to
encourage concentration and organization of traffic flow networks. The
Systems warrant is applicable when the common intersection of two or
Rev. 3186 4C-6
167
more major routes has a total existing, or immediately projected, entering
volume of at least 800 vehicles during the peak hour of a typical weekday,
or each of any five hours of a Saturday and/or Sunday.
A major route as used in the above warrant has one or more of the
following characteristics:
1. It is part of the street or highway system that serves as the principal
network for through traffic flow;
2. It connects areas of principal traffic generation;
3. It includes rural or suburban highways outside, entering or
traversing a city;
4. It has surface street freeway or expressway ramp terminals;
5. It appears as a major route on an official plan such as a major street
plan in an urban area traffic and transportation study.
4C-10 Warrant 8, Combination of Warrants
In exceptional cases, signals occasionally may be justified where no
single warrant is satisfied but where two or more of Warrants 1, 2, and 3
are satisfied to the extent of 80 percent or more of the stated values.
Adequate trial of other remedial measures which cause less delay and
inconvenience to traffic should precede installation of signals under this
warrant.
4C-10.1 Warrant 9—Four Hour Volumes
The Four Hour Volume Warrant is satisfied when each of any four
hours of an average day the plotted points representing the vehicles per
hour on the major street(total of both approaches)and the corresponding
vehicles per hour on the higher volume minor street approach (one
direction only) all fall above the curve in Figure 4-7 for the existing R 4
combination of approach lanes.
When the 85th percentile speed of the major street traffic exceeds 40
miles per hour or when the intersection lies within a built-up area of an
isolated community having a population less than 10,000, the four hour
volume requirement is satisfied when the plotted points referred to fall
above the curve in Figure 4-8 for the existing combination of approach
lanes.
4C-10.2 Warrant 10, Peak Hour Delay
The peak hour delay warrant is intended for application where traffic
conditions are such that for one hour of the day inor street traffic suffers Rev. tc>
y Rev.4
undue delay in entering or crossing the major street. The peak hour delay
warrant is satisfied when the conditions given below exist for one hour
(any four consecutive 15-minute periods) of an average weekday.
4C-7 Rev. 3186
168
The peak hour delay warrant is met when:
1. The total delay experienced by the traffic on one minor street
approach(one direction only)controlled by a STOP sign equals or exceeds
four vehicle-hours for a one-lane approach and five vehicle hours for a
two-lane approach, and
2. The volume on the same minor street approach (one direction only) iv-20(c)
equals or exceeds 100 vph for one moving lane of traffic or 150 vph for Rev.4
two moving lanes, and
3. The total entering volume serviced during the hour equals or exceeds
800 vph for intersections with four (or more) approaches or 650 vph for
intersections with three approaches.
4C-10.3 Warrant 11, Peak Hour Volume
The peak hour volume warrant is also intended for application when
traffic conditions are such that for one hour of the day minor street traffic
suffers undue traffic delay in entering or crossing the major street. iv-20(c)
Rev.4
The peak hour volume warrant is satisfied when the plotted point
representing the vehicles per hour on the major street (total of both
approaches) and the corresponding vehicle per hour of the higher volume
minor street approach (one direction only) for one hour (any four
consecutive 15-minute periods) of an average day falls above the curve in
Figure 4-5 for the existing combination of approach lanes.
When the 85th percentile speed of major street traffic exceeds 40 mph or
when the intersection lies within a built-up area of an isolated community
having a population less than 10,000, the peak hour volume requirements
is satisfied when the plotted point referred to above falls above the curve
in Figure 4-6 for the existing combination of approach lanes.
4C-11 Factors Governing Selection of Type of Control
The principal factors that may lead to the favorable consideration of
traffic-actuated control in the selection of the type of signal control
include:
1. Low, fluctuating or unbalanced traffic volumes.
2. High side street traffic volumes and delays only during the peak
hours.
3. The pedestrian or accident warrant is the only warrant which is met.
4. The installation is to provide for one-way movement of two-way
traffic.
5. The installation is at a non-intersection location.
Rev. 3186 4C-8
169
4C-12 Pedestrian-Actuated Control
Operation of traffic-actuated signals must take into consideration the
needs of pedestrians as well as vehicular traffic. This can be accomplished
in the following ways:
1. When pedestrian signals are not warranted (sec. 413-3) in
conjunction with a traffic-actuated signal installation but where
occasional pedestrian movement exists and there is inadequate
opportunity to cross without undue delay, pedestrian detectors shall be
installed and operated as prescribed in sections 4D-6 and 7.
2. When pedestrian signals are not otherwise warranted but a
pedestrian movement exists which would not have adequate crossing time
during the green interval,pedestrian signals and detectors shall be installed
and operated as prescribed in sections 4D-6 and 7.
3. When pedestrian signals are warranted and installed in conjunction
with a traffic-actuated signal, the operation should follow the patterns
described in sections 4D-6 and 7.
4C-9 Rev. 3186
170
1. The intersection of Osgood Street with Clark Street.
The warrant which is satisfied for this intersection is as follows:
Warrant 11, Peak Hour Volume
Satisfied when the plotted point representing the vehicles per hour
on the major street (total of both approaches) and the corresponding
vehicle per hour of the higher volume minor street approach (one
direction only) for one hour (any four consecutive 15 minute periods)
of an average day falls above the curve in the figure below (Figure
4-6 in the "Manual on Uniform Traffic Control Devices") for the
existing ccobination of approach lanes. This warrant is satisfied
during the pM Peak Hour in 1989 - No Build, 1992 - No Build and 1992-
Build Conditions.
FIGURE 46. PEAK HOUR VOLUME WARRANT
(COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 40 MPH ON MAJOR STREET)
X
a
I 2 OR MORE LANES & 2 OR MORE LANES
_ 400
W O 2 OR MORE LANES & 1 LANE i )9SQ
ac cr 300 ild
U) a 1 LANE & 1 LANE I�
O w 200 2
z Z
J i
O 100
>
I I
= 300 400 500 600 700 800 900 1000 1100 1200 1300
MAJOR STREET — TOTAL OF BOTH APPROACHES — VPH
*NOTE: 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET
APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER
THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE.
171
2. The Intersection of Osgood Street with Butcher Boy Mall
To perform signal warrant analysis, hourly Traffic Volumes of
Butcher Boy Exit (minor street) were decided using "Trip
Generation, 4th Edition" (Code 820, Table 2, Hourly Variation in
Shopping Center Traffic) and Table IV, Trip Generation Estimate
for Butcher Boy Mall. Also Hourly Traffic Volume of Osgood
Street (major street) were decided using Figure 9D, Estimated
1992 24 Hour Average Weekday Traffic Volumes - Build and
Automatic Traffic Recorder Counts made on March 27, 1989 to March
28, 1989.
HOURLY TRAFFIC VCOI�t
MINOR STREET MAJOR STREET
TIME % OF 24 HOUR HOURLY TRAFFIC % OF 24 HOUR HOURLY TRAFFIC
EXITING VCUM VCU ME VCX.LNE
10-11 AM 6.5 146 4.4 1016
11-12 Noon 8.4 188 5.4 1247
12-1 PM 8.2 184 5.9 1362
1-2 PM 7.5 168 5.3 1224
2-3 PM 7.8 175 7.1 1639
3-4 PM 9.5 213 7.9 1824
4-5 PM 10.4 233 8.7 2009
5-6 PM 11.0 246 8.1 1870
6-7 PM 8.3 186 5.7 1316
7-8 PM 5.3 119 3.8 877
8-9 PM 4.3 96 2.9 670
9-10 PM 1.8 40 2.5 577
Warrant 2 Interruption of Continuous Traffic
Satisfied when, for each of any 8 hours of an average day, the traffic
volumes given in the table below exist on the major street and on the
higher-volume minor street approach to the intersection.
Number of lanes Vehicles per hour on Vehicles per hour on
for moving traffic major street (total of higher volume minor
on each approach both approaches) street approach (one
direction only)
Major St. Minor St.
2 or more 2 or more 900 100
In 1992 - Build condition, this warrant is, satisfied between 10 AM and 7:00
PM.
172
Warrant 9. Four Hour Volumes
Satisfied when, for each of any four hours of an average day, the plotted
points representing the vehicles per hour on the major street (total of
both approaches) and the corresponding vehicles per hour on the higher
volume minor street approach (one direction only) all fall above the curve
in the figure below (Figure 4-8 in the "Manual on Uniform Traffic Control
Devices") for the existing cambination of approach lanes. This warrant is
satisfied in 1992 - Build condition.
FIGURE 46. FOUR HOUR VOLUME WARRANT
(COMMUNITY LESS THAN 10.000 POPULATION OR ABOVE 40 MPH ON MAJOR STREET)
400
a
2 OR MORE LANES & 2 OR MORE LANES 5-6PM
300
Q
w 5�t
UJ O 2 OR MORE LANES & 1 LANE 3-4PM
Cr N as 200
Cr Q •
Z w 1 LANE £t 1 LANE
p 100
>
X
c� i
z
200 300 400 500 600 700 800 900 1000
MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH
*NOTE: 80 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET
APPROACH WITH TWO OR MORE LANES AND 60 VPH APPLIES AS THE LOWER
THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE.
173
Warrant 11. Peak Hour Volume
Satisfied when the plotted point representing the vehicles per hour on the
major street (total of both approaches) and the corresponding vehicle per
hour of the higher volume minor street approach (one direction only) for
one hour (any four consecutive 15 minute periods) of an average day falls
above the curve in the Figure below (Figure 4-6 in the "Manual on Uniform
Traffic Control Devices") for the existing ccmbination of approach lanes.
This warrant is satisfied during the PM Peak hour in 1992 - Build
Condition.
FIGURE 46. PEAK HOUR VOLUME WARRANT
(COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 40 MPH ON MAJOR STREET)
>
OR MORE LANES £t 2 OR MORE LANES �9
_ 400 1+
wQ 2 OR MORE LANES £t 1 LANE
cc COc 300
N 0 1 LANE ft 1 LANE
O w 200
O 100
>
= 300 400 500 600 700 800 900 1000 1100 1200 1300 24m 2W
MAJOR STREET — TOTAL OF BOTH APPROACHES — VPH
*NOTE: 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET
APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER
THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE.
174
BUTCHER BOY MALL
NORTH ANDOVER , MASSACHUSETTS
APPENDIX F
D E I R COMMENTS AND RESPONSES
175
THE COMMONWEALTH OF MASSACHUSETTS
EXECUTIVE OFFICE OF ENVIRONMENTAL AFFAIRS
i
MICHAEL S. DUKAKIS
GOVERNOR February 2 , 1989
JOHN DEVILLARS
SECRETARY
CERTIFICATE OF THE SECRETARY OF ENVIRONMENTAL AFFAIRS
ON THE
SUPPLEMENTAL DRAFT ENVIRONMENTAL IMPACT REPORT
PROJECT NAME Butcher Boy Mall
PROJECT LOCATION North Andover
EOEA NUMBER 6449
PROJECT PROPONENT Angus Realty Trust
DATE NOTICED IN MONITOR November 29 , 1988
The Secretary of Environmental Affairs herein issues a
statement that the Draft Environmental Impact Report submitted on
the above project adequately and properly complies with the
Massachusetts Environmental Policy Act (G . L. , c. 30 , s . 61-62H) and
with its implementing regulations ( 301 CMR 11 . 00) .
Although this Supplemental Draft EIR is an improvement over
the original filing, it is only marginally adequate . I will
allow the project to go to Final EIR. However, I do so with
caution to the proponent . The Supplemental Draft EIR did contain
adequate information on existing conditions. There are still a
number of outstanding issues , as listed below, to be resolved.
The trip generation was based on ITE's third edition of the
Trip Generation Manual . The trips must be based on ITE-s
September 1987 Fourth Edition of the Trip Generation Manual . The
trip generation and subsequent level of service ( LOS) analysis
must be recalculated.
Trip distribution is not adequately discussed . Trip
assignment must be shown on a map and a ;able . All assumptions
for retail and office trips must be clarified .
Trip rates and land use codes must be shown . Peak hour and
average daily trips must be shown.
100 CAMBRIDGE STREET. BOSTON MA 02202 1617) 727-980C
176
, c
EOEA #?6449 DEIR Certificate January 5 , 1989
How was ADT on the roadways estimated? Are there seasonal
variations? I note that mechanical counts were taken for only a
24 hour period in July, 198? . When were these counts taken? Is
a one day period representative? Are there any MDPW or other
counts available for comparison?
The 1988 and 1992 counts were "factored" . What is the basis
and justification for these adjustments? Exactly what adjustment
factors were applied?
The Supplemental Draft EIR notes a Bayfield development to
the west of Osgood Street with access opposite Great Pond Road.
What is this development? How many trips will be generated? It
is unclear how the impact of this project was factored into the
Supplemental Draft EIR.
The Supplemental Draft EIR does not specify whether HCM 1985
or another method was used to evaluate the Level Of Service
(LOS) . The recent policy of EOEA and EOTC specifies the use of
HCM 1985 and the "Cinch" model for such analysis .
In terms of trip generation, I note that the existing meat
market is 6, 000 s . f . and the proposed meat market is 17 ,027 s . f . .
How were the trips for "meat market" calculated?
Finally, I am not convinced that the access plan for the
project is the best plan available . I am concerned about the
location of the primary access in relation to the signalized
intersection at Great Pond Road. What alternatives exist for
moving the primary access north toward Clark Street?
Finally, in terms of wetlands issues , it is unclear what is
being filled for the project and for what purpose. What is the
so-called "previously disturbed area"? Is there an order of
conditions for the previously disturbed area?
In closing, the traffic study in the Supplemental Draft EIR
was only marginally adequate. I will not find the Final EIR
adequate unless the above issues are appropriately resolved. I
would direct the proponent and his consultants to the October 7 ,
1988 "EIR/EIS Guidelines for reference" .
When the Final EIR is complete , it should be circulated to
thos who received copies of the Draft EIR and authors of the
attached comments .
_
1 � V
February 2 , 1989
DATE. JOHN DeVILLARS , SECRETARY
JD/JD/'bk
177
EOEA #86449 DEIR Certificate January 5 , 1989
Comments Received:
12/30/88 EOTC
1/6 & 1/13/89 North Andover
Planning & Community Devel .
i
i
{
i
I
178
iLIX 071 (e
-/0 A4 Ava' ✓ ?S�v
97J 7000
saw (617) 973-73('6
( ) E.N.F. (X) DRAFT E. I .R. ( ) FINAL E. I .R. No. : 6449
DATE: 12/08/88 DATE RECEIVED: 12/08/88 COMMENTS DUE:
TOWN/CITY: NORTH ANDOVER, MASSACHUSETTS
PROJECT PROPONENT: ANGUS REALTY TRUST
1077 OSGOOD STREET
NORTH ANDOVER, MASSACHUSETTS
PROJECT DESCRIPTION: BUTCHER BOY MALL, 1077 OSGOOD STMT1, NORTH ANDOVER,
r1ASSACHLJSETTS. The proposed is the construction of a two (2) story retail/office
mall on approximately 5.3 acres of land located on Osgood Street (Route #125) in
North Andover, Massachusetts. The proposed building will contain annro.Yimately
31,629 S.F. of retail space on the first floor and approximately 34,232 S.F. of
office space on the second floor.
M.D.P.W. : STATE HIGHWAY ACCESS PERMIT
J) COMMENTS ( SEE ATTACHED) ( ) NO COMMENTS
DATE
FREDERDeK P. ALVUCCI
179 SECRETARY
0
gai&-, O.t776:3969 =
97J 7000 '„3-' B
(S17) .979-7?n6 `°
.,d a. Tsai
t OF'1'' . ,•cN�r�L
EOTC COMMENTS ON THE DEIR FOR BUTCHER BOY MALL
NORTH ANDOVER, MA
EOEA #6449
EOTC has reviewed the DEIR for Butcher Boy Mall, the
proposed construction of 65, 861 square feet of retail/office
space in North Andover, MA. The project consists of a two story
building with 31, 629 square feet of retail space on the first
floor, and 34, 232 square feet of office space on the second
floor. The site is located on Route 125 and an MDPW curb cut
permit is needed for access on Route 125.
The proponent has briefly mentioned possible transportation
management strategies but has made no commitment to
implementation of these traffic mitigation measures. In the
FEIR, the proponent should examine the feasibility of a carpool
program with preferential parking and a flexible work hour
schedule. EOTC requests that the proponent discuss how these
mitigation measures would be implemented with respect to project
development.
The proponent must agree to permit conditions developed by
MDPW District 5. These conditions consist of the widening of
Osgood Street to allow for left hand turning lanes at the site
entrance and at Clark Street, providing traffic control signs
and roadway striping within the project area, and designing the
entrances so as to accomodate truck traffic.
12-20-88
180
OFFICES OF: Town Of 120 Main Street
APPEALS NORTH ANDOVER North Andover
er
BUILDING r•?;`•' Massachusetts r I s4-,
CONSERVATION e•"" e` DIVISION OF (5081 682 6483
HEALTH
PLANNING PLANNING & COMMUNITY DEVELOPMENT
KAREN H.P. NELSON. DIRECTOR
January 13, 1989
Ms . Jollen Dubner ` C E I C
MEPA Unit l� C
Executive Office of Environmental Affairs
100 Cambridge Street, 20th Floor ' a
Boston, MA 02202
Re: Butcher Boy Mall
EOEA No. 6449 L
Dear Jollene :
This a follow up to my January 6 , 1989 letter regarding the
above cited topic . Please be advised that the Planning Board and the
applicant are currently under litigation over the Boards denial of a
site plan. We have since met and have agreed to attempt to resolve our
differences, if possible, out of court.
I met with the applicant on January 13, 1989 regarding my
January 6 , 1989 letter and my refusal to consider the access to the site
as appropriate . This stems from the fact that I have not meet with
officials from the State D. P.W. regarding the access design. It is
possible that the State D. P.W. and the Planning Board can come to some
agreeable resolution to the access to this site , since in the past our
relationship on these matter has been outstanding.
matter. Please let me know if I can be of any further assistance in this
Sincerely,
Scott A. Stocking, CP
Town Planner
181
l)I FICTS OI-: TOWN Of
.\ LS ?�►° . :' NORTH ANDOVER North And()vcr.
WILDING MilssilchllsctIh
(1S4
CONSERVATION 1)IVISR)N o)I= 16 1 71 G8 x 477_
tiF..iI:IH
PLANNING PLANNING & COMMUNITY DEVELOPMENT
KAREN H.P. NELSON, 1ARECTOR \
am>�r�� , ��1
Ms Jollene Dubner
MEPA Unit
Executive Office of Environmental Affairs - �F
100 Cambridge Street, 20th Floor
Boston, MA 02202
Re : Butcher Boy Mall
EOEA No . 6449
i Dear Jollene :
Please be advised that I received the above cited draft EIR on
January 6 , 1989 and I find that the plan has changed once again since
the Planning Board denied the site plan on May 4, 1988 .
The changes to the plan relate mainly to the design of the
curbcuts along Route 125. The Plan as designed would not be accepted by
me under any circumstances, and while I cannot speak for the Planning
Board, the Board believed the last revision seen for the driveways to
this site worked. (See attached ) .
I have no idea why the applicant has again seen fit to change
the site plan without any review by the Town.
The Planning Board and the owner are currently in the middle of
a law suit over the Boards denial of the site plan. (See attached) .
Also be advised that the Town wants to work closely with the
state during the MEPA Review since the site is located within the
watershed of Lake Cochichewick. This was not possible in this round
since we did not receive the plan until January 6, 1989.
Thank you for your time and effort in this matter.
Sincerel
Scott A. Stocking, A
Town Planner
i jle
182
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o7tto%nEy at -faw, 91-D.0f,
GFF!rr OF int
LftiI'fa0i;:i1ENTAL AFFAIRS
7�iv.nai 9. 6alfuy 9D.O. 2301C 1317
O® GSS[X
3 cstuct, .Lawuncc, dua 01842
bra 686-6t!st
January 13, 1989
Ms. Jollene Dubner
MEPA Unit
Executive Office of Environmental Affairs
100 Cambridge Street, 20th Floor
Boston, MA 02202
RE: Butcher Boy Mall
EOEA No. 6449
Dear Ms. Dubner:
I represent Angus Realty Corporation in various aspects
Of its commercial and development plans (so-called Butcher
Boy Mall) in No. Andover.
At a conference today between Scott Stocking (the Town
Planner) and representatives of Angus, it became clear
that Mr. Stocking' s primary concern (expressed generally
in his comment letter to you dated January 6, 1989) to
the draft EIR and plan, relates to whether the ingress/egress
access at Route 125 is sufficiently safe. While we believe
the current design is the best and safest design, we want
you to be assured we seek to cooperate both with your office
and Mr. Stocking's.
Please advise if we can be of assistance in anyway.
Very truly yours,
Thomas F. Caf rey
. TFC/amp
183
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Pl� AM81h0 0 .
TOWN or- N 0 R T 11 AN DOVER RECEIVED
MASSACHUSETTS DANIEL LONG
CLERK
NORTH ANDOVER
Of•�... ••,ti0
o' : • : MAY q 4 29 '68
Any appeal shall be filed ;; °•.y
Js��Mus��
within(20)days after the
date of filing of this Notice
In the Offlo of the Town NOTICE OF DECISION
Clerk. w��.
May 4, 1988 �
Date. . . . . . . . . . . . . . . . . . . . . . . .
April 21, 1988
Date of Ilearing . . . . . .
Petition of . . . . . ..... Realty Corp., _ . . . . . . . . . . . . . . . . . . . . . . . . . . ..
Rt. 125 and Great Pond Road Zoned GB and B-2
Premisesaffected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 . 0 . . . . . . . . . . . . . . . . .
Referring to the above petition for a special permit from the requirements
of the aSection 8.3 of the North Andover Zoning Bylaw
.. . . . . . .. . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
so as to permit . . construct�ton. of,a,65=861 ,square foot commercial. . . . . . . . . . .
. . . . . . . . . . . . . .
improvements.. . . . . . . . a . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . .
After a public hearing given on the above date, the Planning Board voted
t0 , denY. . . . .� � .. . .the . , site, plan review application . . . . . . .
. . . . . . . . . . . . . . . . . . . .
based upon the following conditions :
Signed
Paul Hedstrom, Chairman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
John Simons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Erich Nitzsche . • e . • . . . e . . • . . . . . . • . • • . . . . . • . • . •
Mike Leary
186 . . . . . . . . . . . . . . . . . . . . . . .
(J.zeacliue ���cce o�C�nui o.,trne;rla� ��ir9
0
700 �a�n�nca/�e A,-ewl
M6n, ,,l�La�sadicse46 0220.2
MICHAEL S. DUKAKIS
GOVERNOR
JAMES S. HOYTE
SECRETARY
CERTIFICATE OF THE SECRETARY OF ENVIRONMENTAL AFFAIRS
ON THE
ENVIRONMENTAL NOTIFICATION FORM
PROJECT NAME Butcher Boy Mail
PROJECT LOCATION North Andover
EOEA NUMBER 6449
PROJECT PROPONENT . Angus Realty Trust
DATE NOTICED IN MONITOR March 11 , 1987
Pursuant to the Massachusetts Environmental Policy Act
(G.L . , c. 30,s . 61-62H) and Sections 11 . 04 and 11 . 06 of the MEPA
regulations ( 301 CMR 11 00) , I hereby determine that the above
project requires the preparation of an Environmental Impact
Report .
The project involves the construction of a retail/office
center comolex on Osgood Street (Route 125) in North Andover.
The project consists of a total of 65 , 861 gsf of space. The ENF
showed that the project will generate a substantial amount of new
traffic and it requires a curb cut permit from" the MDPW for
access onto a state highway.
The required EIR will focus those issues related to traffic
and access . The scope for the EIR is outlined below.
I
S C 0 P E
The EIR should follow the format outlined in the MEPA
regulations at 301 CMR 11 .07. At the consultation session I note
that there was much confusion regarding the project description.
1
187
EOEA #6449 ENF Certificate Aoril 10, 1987
The EIR should be particularly clear with regard to the what this
project entails, the square footage allocated for each use, and
the number of stories to be built .
The study area for traffic shall include Route 133/houte 125
from Sutton Street to Clark Street ( inclusive) ,
The trip generation characteristics of the proposed
development should be presented. These characteristics should
include total trips generated daily, as well as evening and
Saturday peak hour trips (by use and total ) .
The traffic study should show the distribution of trips on
the network immediately adjoining the site. The evening and
Saturday peak hour level of service and V/C ratios should be
shown for each of the intersections analyzed. The adequacy of
the existing signal to handle the new site generated traffic
should be analyzed. The location and layout of the site drive
should be clearly presented and its operating characteristics
should also be analyzed. The traffic study should Include
accident data at the signalized intersection as well as other
intersections in the study area for a five year period.
The operating conditions should be compared in three cases .
The existing conditions , the 1992 No-Build, and the 1992 Build
conditions . The proponent should take care to include traffic
generated by other known pending developments In the 1992 No-
Build case.
The Draft EIR should, where necessary, proposed mitigation.
Responsibility for implementing any proposed improvements should
be Identified.
Circulation
The EIR should be circulated in accordance with MEPA
regulations and two copies should also be lodged at the public
library.
ADr_11 10, 1987
DATE Es S . SECRETARY
JSH/JD/bk
2
188
BUTCHER BOY MALL
NORTH ANDOVER, MA
EOEA NO. 6449
RESPONSES TO DRAFT EIR COMMENTS
Certificate of the Secretary of Environmental Affairs on
The Supplemental Draft Environmental Impact Report - Feb. 2, 1989
Comment: "The trip generation was based on ITE' s third edition of the
Trip Generation Manual . The trips must be based on ITE' s
September 1987 Fourth Edition of the Trip Generation Manual .
The trip generation and subsequent level of service (LOS)
analysis must be recalculated."
Response: The Draft EIR was being prepared, the 4th Edition of the
I.T.E. Publication "Trip Generation" had not been printed.
This final EIR contains revised trip generation data using
"Trip Generation - Fourth Edition".
Comment: "Trip distribution is not adequately discussed. Trip assign-
ment must be shown on a map and a table. All assumptions
for retail and office trips must be clarified."
Response: The assignment of generated traffic was assigned to the
street network using the manual turning movement counts on
Osgood Street at the intersection with Butcher Boy entrance,
Great Pond Road, and Sutton Street. In other words, if the
traffic using the Butcher Boy entrance showed 50% to and
from the North and 50% to and from the south, these percent-
189
RESPONSES TO DRAFT EIR COMMENTS (Cont'd.)
ages were used with the generated volumes. It should be
noted that the distribution pattern during the AM peak hour,
the PM peak hour, and the Saturday peak hour are different
as the purpose of the trips may be different i .e. work to
home, home to work, home to shopping, etc. Therefore, there
..are different distribution patterns.
Comment: "Trip rates and land use codes must be shown. Peak hour and
average daily trips must be shown."
Response: The trip rates and land use codes as listed in the Trip
Generation - Forth Edition have been used and are contained
in the Final EIR, Section VIII.
Comment: "Howe was ADT on the roadways estimated: Are there seasonal
variations? I note that mechanical counts were taken for
only a 24 hour period in July, 198?. When were these counts
taken?. Is a one day period representative? Are there any
MDPW or other counts available for comparison?"
Response: Automatic traffic recorder counts were made during a 24 hour
period on July 21, to July 22, 1987 and again during a 48
hour period April 26, 1989 to April 28, .1989. copies of
the data summary are contained in the Final E.I .R. It
should be noted that the 1989 twenty four hour volume was
less the 1987 despite the fact that both counts were taken
at the same location on Osgood Street just south of Great
Pond Road. Traffic data contained in the MDPW publication
"Traffic Volumes 1987" and supplemented with 1988 and 1989
data was used to take into account the monthly variation of
traffic and the general annual trend of traffic volumes over
the past 10 years.
190
RESPONSES TO DRAFT EIR COMMENTS (Cont'd.)
Comment: "The 1988 and 1992 counts were "factored". What is the
basis and justification for these adjustments? Exactly what
adjustment factors were applied?"
Response: In the Draft E.I .R. the raw traffic volume data was adjusted
or "factored" to account for the monthly variation to
reflect the annual average daily volume (AADT). Later the
AADT was factored to reflect 1988 and 1992 data. This was
similarly done for the Final E.I.R. The raw data was
adjusted to a 1989 base and then projected to 1992 using a
regression analysis of the historical volume data for one of
the MDPW control station, Route 114 north of the Andover
Bypass, Station 502.
Comment: "The Supplemental Draft EIR notes a Bayfield Development to
the west of Osgood Street with access opposite Great Pond
Road. What is this development? How many trips will be
generated? It is unclear how the impact of this project was
factored into the Supplemental Draft EIR."
Response: Bayfield Development in the Draft EIR is the same develop-
ment shown in the Final EIR as Lakeview. this development,
while not approved at this time, consist of a 10,200 square
foot office building. The generated traffic was estimated
using land use code 710-Office in the "Trip Generation -
Fourth Edition". The trip generation data for the Lakeview
Development was added in 1992 - Build condition. If this
development is not built, then the estimated traffic volumes
for 1992 Build condition will be high. Regardless whether
built or not the final analysis will not be significantly
different.
191
RESPONSES TO DRAFT EIR COMMENTS (Cont'd.)
Comment.: , "The Supplemental Draft EIR does not specify whether HCM
1985 or another method was used to evaluate the Level of
Service (LOS). The recent policy to EOEA and EOTC specified
the use of HCM 1985 and the "Cinch" model for such analy-
sis."
Response: The capacity analyses were done using the 1965 HCM. For
this Final EIR both the HCM 1985 and the "Cinch" program
were used. The "Cinch" program run sheets are included in
the Final EIR, Appendix C.
Comment: "In terms of trip generation, I note that the existing meat
market is 6,000 s.f. an the proposed meat marked is 17,027
s.f. How were the trips for "meak market" calculated?"
Response: In the draft EIR, the meat market trip data was developed
from the existing meat market. The Final eIR meat market
traffic data was estimated by using land use code 820 rates
as listed in "Trip Generation - Fourth Edition". The field
data of the existing facility is small in comparison to the
total proposed facility; therefore, land use code 820 should
provide a better estimate of the trip generation.
Comment; "Finally, I am not convinced that the access plan for the
project is the best plan available. I am concerned about
the location of the primary access in relation to the signal-
ized intersection at Great Pond Road. What alternatives
exist for moving the primary access north toward Clark
Street?"
Response: The location of the access drives to the Butcher Boy Mall
was developed to minimize the disruption to traffic on
Osgood Street while ensuring maximum safety to all vehicles
192
RESPONSES TO DRAFT EIR COMMENTS (Cont'd.)
in the study area. These considerations resulted in a
"split" access drive, with an entrance from Osgood Street
being at the approximate location of the existing entrance
and an exit opposite Clark Street. As part of this, a left
turn lane will be provided for southbound traffic on Osgood
Street entering Butcher Boy Mall and a left turn lane for
northbound traffic on Osgood Street entering Clark Street.
The southbound traffic on Osgood Street making a left turn
into the Butcher Boy Mall will be in a safer position as
shown on the site plan than if there was an entrance oppo-
site Clark Street ,due to the downgrade, horizontal curve,
and traffic speed on Osgood Street north of Clark Street.
The two access drives allows trucks to circulate on the site
with a greater ease and provides a degree of separation of
the shopper traffic and the truck traffic. The public way
on Osgood Street north of Clark Street narrows to a point
where it would be difficult to develop a left run lane with-
out additional right-of-way just north of Clark Street. The
adjacent properties in this area are not owned or controlled
by the proponent. Further, the "split" access drive en-
hances the internal circulation of traffic in the Butcher
Boy Mall parking area as it removes the movement of trucks
through this area and avoids several sharp right angle turns
for the trucks. The access plan as shown on the Site Plan
has been reviewed by the District Office, Mass. Department
of Public Works and they agree that this is the best design.
Comment: "Finally in terms of wetland issues it is unclear what is
being filled for the project and for what purpose.
Response: As part of the proposed project an existing finger-like
wetland projecting into the site would be filled and repli-
cated in the easternmost portion of the site. A total of
193
I
i
BUTCHER ROY MALL
NORTH ANDOVER , MASSACHUSETTS
APPENDIX G
SITE PLAN
198
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