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HomeMy WebLinkAboutTRAFFIC IMPACT STUDY ABBOTT VILLAGE ESTATES TRAFFIC IMPACT STUDY OSGOOD ASSOCIATES, INC. REAL ESTATE P.O. BOX 536 NORTH ANDOVER, MA 01845 FAY, SPOFFORD & THORNDIKE, INC. 191 SPRING STREET P.O. Box 802 LEXINGTON, MA 02173 OCTOBER, 1985 REVISED OCTOBER, 1987 TABLE OF CONTENTS Page Introduction 1 Summary of Findings 3 Sight Distance 5 Intersection Geometrics 8 Existing (1987) Traffic Conditions 10 Levels of Service and Volume-to-Capacity Ratios 10 1987 Roadway and Intersection Levels of Service 15 Future Year (1990) Traffic Operating Conditions without Abbott Village Estates Traffic 17 Assumptions for Analysis of Future (1990) Traffic Operating Conditions 21 Analysis of Future Year (1990) Roadway and Intersection Levels of Service without Abbott Village Estates 24 Future Year (1990) Traffic Operating Conditions with Abbott Village Estates Traffic 25 Analysis of Future Roadway and Intersection Levels of Service with Abbott Village Estates 28 Rea Street Triangle Improvements 30 School Bus Stops 30 Appendix LIST OF TABLES Table No . Paqe 1 . Existing and Obtainable Sight Distances 7 2 . Intersection Street Width Data 8 3 . Unsignalized Intersection Level of Service and Expected Delay 14 4 . 1987 Roadway and Intersection Level of Service 17 5 . Trip Generation Forecasts for Proposed 8 Single-Family Homes - Frances Estates 19 6 . Trip Generation Forecasts for Proposed 5 Single-Family Homes - Florence Estates 19 7 . Trip Generation Forecasts for Proposed 190 Single-Family Homes - Dale Street Area 20 8 . Total Trip Generation Forecasts for Study Area Subdivisions (excluding Abbott Village Estates) 20 9 . 1990 No-Build, PM Peak Hour Roadway and Intersection Levels of Service and Volume to Capacity Ratios 22 10 . Trip Generation Forecasts for Proposed 58 Single-Family Homes - Abbott Village Estates 25 11 . 1990 Build, PM Peak Hour Roadway and Intersection Levels of Service and Volume to Capacity Raios 28 LIST OF FIGURES Figure No . Page 1 . Proposed Subdivision Locations 2 2 . Intersection Sight Distance Locations 6 3 . Traffic Count Locations 11 4 . Projected 1987 Average Weekday Traffic Volumes In Study Area 12 5 . Projected 1987 PM Peak Hour Traffic Volumes 13 6 . 1987 PM Peak Hour Roadway Level of Service 16 7 . 1990 No-Build Average Weekday Traffic Volumes In Study Area 23 8 . 1990 No-Build PM Peak Hour Traffic Volumes 24 9 . 1990 Build Average Weekday Traffic In Study Area 26 10 . 1990 Build PM Peak Hour Traffic Volumes 27 11 . 1990 PM Peak Hour Roadway Level of Service with and without Development Traffic 29 12 . School Bus Stops 31 INTRODUCTION This traffic study was conducted to identify the probable traffic implications of the proposed 58-unit, single-family residential subdivision known as Abbott Village Estates to be constructed adjacent to Abbott Street in North Andover, Massa- chusetts (See Figure 1) . The preparation of this traffic study was undertaken by Fay, Spofford & Thorndike, Inc. (FST) at the request of Osgood Associates, Inc. of North Andover, Massachusetts . Specifically, the study updates 1985 traffic operating con- ditions (documented in this projects original traffic study) to the year 1987 on the affected roadway network. This report then forecasts future (1990) operating conditions with and without traffic from the proposed project. Also included in the analysis of future conditions are traffic volumes generated by two subdivisions (Florence and Francis Estates) proposed for the Abbott Street area and a total of four additional subdivi- sions proposed for the Dale Street area (See Figure 1) . Addi- tionally, traffic generated by several office developments in the Willow Street area of North Andover is considered in this traffic study. In addition to traffic operating conditions, this study discusses the issues of sight distance at existing and proposed intersections, the location of area school bus stops, and gen- eral suggestions for improving the intersection of Abbott Street and Rea Street . A summary of this study' s major findings and conclusions follows . -1- 6�°t'� 100 �zz - Z _ EASY A S� V w m \\ n -- L J ST 3 � 3 Riagewocc CemeIe,y � N Z 0 `-- o m Town i Q O W of \ ? a; Ployqround 'North Anac er STREET �Z 2 �pNNSGh \\ K;ERAN J V. RD L A N;7 � Pj � Q � S T J' , GRErl '% i J 6Errcy S FSTNUT J, 4 44 tiiL W Tf \ c T � LEGEND �0 3 1 ABBOTT VILLAGE ESTATES O FINANCES ESTATES cr ;> �,1`LQH Cl;Iy O FLORENCE ESTATES - C O4 DALE STREET AREA SUBDIVISIONS (Off Map) GOER ABBOTT VILLAGE FIGURE PROPOSED ESTATES SUBDIVISION 1 LOCATIONS TRAFFIC STUDY FAY, SPOFFORD & THORNDIKE, INC. LEXINGTON, MA SUMMARY OF FINDINGS The following sections of this report present the existing and projected traffic volumes for the Abbott Street study area . Based on these traffic volumes and the existing physical characteristics of the area ' s roadway network, a detailed anal- ysis of present and future traffic operating conditions was performed. The following major points are drawn from this analysis and other work completed during this study. • A total of 71 single-family homes are proposed for the immediate Abbott Street area . These are divided as follows : - Abbott Village Estates : 58 Units (by Osgood Associates) - Francis Estates : 8 Units (by others) - Florence Estates : 5 Units (by others) • A total of approximately 852 daily vehicle trips will be produced by these 71 single-family units, or 426 inbound and 426 outbound trips over the course of an average day. • A total of 190 single-family homes, which will produce a total of approximately 2,280 daily vehicle trips are pro- posed for the Dale Street area . • The existing level of service (LOS) during peak hours on area roadways and intersections is LOS "A" . This LOS is attributable to the low traffic volumes in relation to roadway capacity (V/C = 0 . 06 to 0 . 15) of this area ' s streets . LOS "A" is the highest and best category of LOS, which is a concept used to describe the acceptability of traffic operating conditions . • Following full occupancy of all proposed residential units (Abbott and Dale Street and in light of increased Willow Street area office park traffic) , LOS "A" will remain in effect during peak periods on those area roadways and in- tersections analyzed in this study. Even though daily traffic increases will be on the order of 40 percent to 100 percent of present day traffic, the resultant traffic vol- umes will still be only a small fraction of available road- way capacity (V/C = 0 . 10 to 0 . 24) . • Roadway improvements will not be required to accommodate traffic generated by Abbott Village Estates, nor are road- way improvements required to accommodate Abbott Village Estates traffic combined with traffic from all other pro- posed development . However, in the future should any road work or sewer/water work be conducted on the narrow eastern section of Abbott Street between Easy Street and -3- Salem Street, FST does recommend widening this section of Abbott Street to 20 feet . This is because the existing width of 16 feet, while adequate in terms of capacity, is not a desirable width for safety reasons . o Acceptable sight distance currently, or with selective clearing of brush within the existing roadway right-of- way/and or on the developer ' s property, exists, at all Abbott Village Estates ' proposed intersections with Abbott Street . o Adequate sight distance does not exist at the proposed intersection of Nutmeg Lane and Salem Street . Nor can ade- quate sight distance be achieved through clearing on lands in the public right of way and/or lands owned by the pro- ject proponent . Because of this inability to achieve acceptable sight distance, FST does not recommend the pro- posed connection between Nutmeg Lane and Salem Street . o Should the proposed intersection of Nutmeg Lane and Salem Street not be constructed, and all Abbott Village Estates traffic be forced to utilize Abbott Street as the only means of site access, LOS "A" conditions would still exist at all study area intersections . -4- SIGHT DISTANCE In response to concerns raised by area residents and the North Andover Planning Board, FST established in its 1985 study existing sight distances at the following intersections (Figure 2) . 1. Proposed intersection of Thistle Road and Abbott Street . 2 . Proposed intersection of Nutmeg Lane and Abbott Street . 3 . Proposed intersection of Nutmeg Lane and Salem Street. Sight distance in these cases is the minimum clear view recommended for turning movements from intersections . The dis- tance required is a function of several factors, prime among which is miles per hour (mph) or vehicle speed . For the pur- poses of this study a speed of 45 mph was applied to Salem Street while 35 mph was used in the analysis of proposed inter- sections with Abbott Street . Table 1 presents the findings of this analysis . As indicated by Table 1, acceptable minimum sight distance exists in only one direction at each of the proposed intersec- tions with Abbott Street . However, minimum acceptable sight distance can be obtained and exceeded at these locations through clearing of brush and trees which currently obstruct vision. Regarding this clearing in the case of the two pro- posed Abbott Street intersections, all necessary clearing can occur on lands within the roadway right-of-way and/or lands owned by the project proponent . Once these lands are cleared, FST recommends that this cleared condition be assured over time either through deed restrictions , or some other instrument which will have legal power to assure that these cleared sight lines are not compromised in the future by plantings, fences or other obstructions . Finally, regarding the proposed intersection of Nutmeg Lane and Salem Street, as indicated in Table 1, minimum stopping sight distance does not exist to the left nor can it be ob- tained by clearing solely upon lands within the roadway right- of-way and/or lands owned by the project proponent. Under this condition, FST does not recommend creating an intersection at Nutmeg Lane and Salem Street . -5- zi _--- EASE J m CL. P��M i 9� g = Wy I S� �I S R(Fgi o00� _. Q`�P 3 Ridgewood Cemetery 3 f STR = ,. z O� . 0 'PQ Q i , Town of z Q j a:i PIoYQround ;'North Andov STREET Lu fix1 = 3pHNS0,,, Z QI 0 KIERAN a aI J � N oQP RD P JAY RD. LANE 0 a ,� LEGEND ti�LL - INTERSECTION SIGHT ',SUT OREF,y� ® DISTANCE CHECKED TOIV o •yN�o % °L o y C N ES S7 rNU? s ST. QJ � S o� Ci�F 4 qN 3,4 T N U T V�L C FS S r F LEGEND ;l OABBOTT VILLAGE ESTATES INNIS ST �!o 2O FRANCES ESTATES O U , E _0y, 'n+ >_ O ---- _ FLORENCE ESTATES - �� u' O4 DALE STREET AREA 4H00� SUBDIVISIONS (Off Map) FR ABBOTT VILLAGE FIGURE INTERSECTION ESTATES n SIGHT DISTANCE G LOCATIONS TRAFFIC STUDY FAY, SPOFFORD & THORNDIKE, INC. LEXINGTON, MA TABLE 1 Existing and Obtainable Sight Distances Direction Minimum* Existing Obtainable from Required Sight Sight Distance Location Side Street Sight Distance Distance With Clearing** 1. Thistle Road/ Left 250' 225' : 400' Abbott Street Right 250' 325' : Acceptable 2. Nutmeg Lane/ Left 250' 210' : 380' Abbott Street Right 250' 360' : Acceptable 3. Nutmeg Lane/ Left 430' 335' : 390' Salem Street Right 430' 488' : Acceptable * Minimum safe stopping sight distance from A Policy on Geometric Design of Highways and Streets, 1984. American Association of State Highway and Transportation Officials. ** Based on clearing brush and trees on property in public right of way and on property owned by project proponent. i -7- INTERSECTION GEOMETRICS Intersection geometric data (street widths) was obtained at those locations where manual turning movement counts were per- formed (see the next section, EXISTING (1987) TRAFFIC CONDI- TIONS) . The following section describes these locations, while Table 2 summarizes the approach widths . o Location 1 : Intersection of Abbott Street and Rea Street Rea Street intersects Abbott Street from the south in a "T" configuration. At this intersection, Rea Street splits into a loop due to a large wooded triangular island. Traffic using the intersection uses both legs of Rea Street for access and egress, resulting in two separate "T" intersections . There is no traffic signing control . o Location 2 : Rea Street and Johnson Street This intersection is a four-way intersection with no traf- fic signing control . o Location 3 : Abbott Street and Marbleridge Road Abbott Street and Marbleridge Road is a four-way intersec- tion with Abbott Street being stop sign controlled. Location 4 : Abbott Street and Salem Street Abbott Street and Salem Street is a three-way intersection, with Salem Street being the major road. Abbott Street ap- proaches Salem Street from the west and is stop-sign con- trolled. The north side of Abbott Street is the location of a small convenience store which appears to produce a moderate amount of traffic on Abbott Street . TABLE 2 Intersection Street Width Data Intersection Street Width Approach Width No . of Lanes Location 1 Abbott Street West of Rea Street 20 ' 10 ' 1 Abbott Street East of Rea Street 20 ' 10 ' 1 Rea Street (East Side) South of Abbott Street 20 ' 10 ' 1 -8- TABLE 2 (Continued) Intersection Street Width Data Intersection Street Width Approach Width No . of Lanes Rea Street (West Side) South of Abbott Street 20 ' 10 ' 1 Location 2 Rea Street East of Johnson Street 25 ' 13 ' 1 Johnson Street South of Rea Street 20 ' 10 ' 1 Rea Street West of Johnson Street 17 ' 9 ' 1 Johnson Street North of Rea Street 27 ' 12 ' 1 Location 3 Abbott Street East of Marbleridge Road 18 ' 9 ' 1 Marbleridge Road South of Abbott Street 22 ' Abbott Street West of Abbott Street 18 ' 9 ' 1 Marbleridge Road North of Abbott Street 22 ' Location 4 Salem Street South of Abbott Street 24 ' 12 ' 1 Salem Street North of Abbott Street 24 ' 12 ' 1 Abbott Street West of Salem Street 20 ' 10 ' 1 -9- EXISTING (1987) TRAFFIC CONDITIONS Present day traffic volumes on study area roadways were established by increasing 1985 traffic volumes utilized in the original report by the application of growth rate of 3 per- cent per year . This background growth rate accounts for changes in population and employment outside the study area. Use of a 3 percent growth factor most likely overstates annual traffic increases resulting in a conservative analysis . Traf- fic volumes for 1985 were obtained from a series of Automatic Traffic Recorder (ATR) counts combined with manual turning movement counts . ATR counts were conducted over a consecutive 72-hour period while manual counts were taken in the morning (7 : 00-9 : 00 AM) and afternoon (4 : 00-6 : 00 PM) peak hours . Figure 3 illustrates the locations of the ATR and manual counts . The results of the 72-hour counts were averaged to repre- sent the 1985 average weekday daily traffic (AWDT) on area roadways . For the purposes of this study these AWDT volumes were then projected to the year 1987 . The projected, 1987 AWDT ' s are illustrated on Figure 4 . Note that AWDT is the total 24-hour two-way traffic volume. Examination of the manual turning movement counts established that the area ' s A.M. hour with the highest traffic volumes is 7 : 15-8 : 15, while the area ' s P.M. hour with the highest traffic volumes is 4 :45-5 :45 . Figure 5 displays the projected 1987 P.M. peak hour volumes on the study area' s roadways . Based on these traffic volumes and the existing geometrics of area roadways the exist- ing roadway and intersection levels of service (LOS) were established. LEVELS OF SERVICE AND VOLUME-TO-CAPACITY RATIOS Level of Service (LOS) and the volume-to-capacity ratio are terms commonly used to describe the efficiency of traffic oper- ations at a roadway section or intersection under existing and future traffic conditions . The Highway Capacity Manual defines six Levels of Service, ranging from A to F. LOS "A" represents the best, or near ideal conditions; LOS "F" represents the worst, or severely congested conditions . Level of Service on urban and suburban roadways is affected by a number of factors including pavement width, presence of trucks or buses, grades , horizontal curva- ture, average vehicle speeds, the number of travel lanes, on-street parking, turning movements, vertical and lateral clearances, etc. Table 3 summarizes the typical delay charac- teristics associated with the various levels of service which are encountered at roadway links and intersections . -10- _ v - r;' SSDl't C, �4 _z EASY J rj l. Q. ST P " Ridgewood Cemetery 3° STREE H O 3 z p'( Town Lu o: Plo of ° .2 YCround ;North Andov � STREET iu cr cr WANS°41 KIERAN J OAP RD LANE JAY RD. CREf � SPrTON m f�° �. CHf ST ST�yUT s -� ST. U 2 oNrF� y�<<s, ( F FR � C'tiFS M p �� 4 qN Ry rn O SA v T N U T S.) �c. ti�� �f < � 3 �S Sr 5T aEET LE43END INNIS ST „Q ! IVY- KEY INTERSECTIONS R VTE 0 ATR LOCATIONS r ;�'"---_W a tVRNp�KE rN „ u- ° q � „ _ R ABBOTT VLLAGE FIGURE TRAFFIC COUNT ESTATES 3 LOCATIONS TRAFFIC STUDY t FAV, SFOFFOIID A TNOIMOWE, WC. LEXINGTON, MA �� r 6<d�'f;D JL S cn i ----�- _ ,✓ ? N zI C)f z EASY J CD \ J ST P - � Ridgewood Cemetery STREET � Q7 0 0 AO Q Town Z Q W of = o` PIoYQround ;North Anaore STREET W Y °HNSp� z ¢ o_ KIERAN c � OAP RD \ v R a JAY RD r LANE N i �O/� Lu N o iu Q Or �REE,y sUTTCN f9{yoo PL. CNF STNrJT ST J ST. m Nei' Sri Sq / `cS T N UT S T 44 5�T Ay L'j i ST T ,Qcc� \ INNIS ST A - - ---W;�L0 QII> 4ti c D �F• " OVER ;, ABBOTT VILLAGE FIGURE PROJECTED 1987 ESTATES AVERAGE WEEKDAY TRAFFIC 4 IN STUDY AREA TRAFFIC STUDY FAY, SPOFFORD & THORNDIKE, INC. LEXINGTON, MA g Z al 4�9�c� OO�i.� I 0.✓?• Ridgewood Cemetery wl 5� v> CO P� c/ own Z Q ¢+ ?lo of S T R c— YO►ound 'yor. anaover _T ' ¢ ¢ KIERAN J \ �P RD PO R Q JAY RD. LANE ids ju)7r PL T CN o� q'p 00 C H ti FS T ST. NUT ST. _- d Mt QJ o s�O� N tii y Sq L 4 u' v < uj �rH ST wj4.'/• ST -tea= INNIS 's T ✓ C \\ 0. NP ,n 1 ABBOTT VILLAGE FIGURE PROJECTED 1987 ESTATES PM PEAK HOUR 5 TRAFFIC VOLUMES TRAFFIC STUDY FAY, SPOFFORD 3 THORNDIKE, INC. LEXINGTON, MA-71 TABLE 3 Unsignalized Intersection Level of Service and Expected Delay Level of Expected Traffic Service Delay A Little or no delay B Short traffic delays C Average traffic delays D Long traffic delays E Very long traffic delays F Failure - extreme congestion; roadway or intersection blocked by external causes . The volume-to-capacity ratio (V/C ratio) results from the division of the volume of traffic by the theoretical capacity of a roadway or intersection. A V/C of greater than 1 . 0 is the same as the worst case of level of service E, just before the intersection or link breaks down. V/C' s of 0 . 9-1. 0 represent highly unstable, at-or-near capacity traffic conditions, on the threshold of LOS "F" or failure conditions . The LOS worsens as the V/C ratio approaches 1 . 00 . For example, a V/C ratio greater than 1 . 00 indicates that a location is operating at stop-and-go conditions with intolerable traffic delays . Vehi- cles are approaching an intersection more quickly than the intersection is capable of processing vehicles . Thus, there is a strong relationship between the V/C ratio (a numerical repre- sentation) and the LOS, which expresses the same concept of operating efficiency, in terms of the six-letter grade descrip- tion. This relationship, which is an elaboration of Table 3, is described as follows . LOS A - The highest quality of service a local or arterial roadway can provide. It is a condition of free flow in which there is little or no restriction on speed or maneuverability caused by the presence of other vehicles . Average vehicle speeds are greater than or equal to 30 mph. Volume/capacity ratios are less than or equal to 0 . 60 . LOS B - Stable flow. Average vehicle operating speeds are beginning to be restricted by other traffic. Average travel speeds are between 25 and 30 mph. Volume/capacity ratios are between 0 . 60 and 0 . 70 . -14- LOS C - Still a zone of stable flow, but this service level is frequently selected as being an appropriate criterion for design purposes . Average vehicle operating speeds are between 20 and 25 mph. Volume/capacity ratios are between 0 . 70 and 0 . 80 . LOS D - Approaches unstable flow. Tolerable operating speeds are maintained, but are subject to considerable and sud- den variation. Freedom to maneuver and driving comfort are low, and the probability of accidents has increased. Most drivers would consider this LOS undesirable. Average travel speeds are between 15 and 20 mph. Volume/capacity ratios are between 0 . 80 and 0 . 90 . LOS E - The upper limit of LOS E is the capacity of the facility. Operation at this LOS is unstable. Since headways are short (distance between vehicles) and operating speeds are subject to rapid fluctuation, driving comfort is low and acci- dent potential is high. Average travel speeds are approxi- mately 10 to 15 mph. Volume/capacity ratios are between 0 . 90 and 1 . 00 . LOS F - Forced flow conditions . Speed and rate of flow are below levels attained in LOS E and may, for short periods of time, drop to zero. Volume/capacity ratios are not meaningful at LOS F since traffic flow is intermittent. 1987 ROADWAY AND INTERSECTION LEVELS OF SERVICE Based on the projected 1987 traffic volumes and existing roadway geometrics, "existing" , 1987 Levels of Service (LOS) during the afternoon peak hour (typically, 4 :45-5 :45 P.M. ) are summarized in Table 4 and also on Figure 6 . The P.M. peak hour was found to have higher hourly traffic volumes than the A.M. peak hour and therefore analysis of area traffic operating con- ditions was based on the higher volume "worst case" P.M. peak hour condition. As shown, the LOS on all area roadways ana- lyzed is LOS "A" . This is the highest level of service and represents a roadway system which is providing more than neces- sary capacity for the traffic utilizing it . Further, as A.M. peak hour (typically, 7 : 15-8 : 15 A.M. ) volumes in the study area were lower in all cases than the P.M. peak hour volumes, LOS at those intersections in the A.M. is also LOS "A" . In relation to available roadway capacity, P.M. peak hour traffic volumes were typically 6 to 15 percent (V/C ratios) of available roadway capacity on study area roadways at these intersections . Analysis of area intersections established the levels of service presented in Table 4 . -15- o� Q . \- " to - O Ridgewood Cemetery ?� N O Z/ V) 0 p r = Q O I Town 0 uj 0: ?!a , > STREET yQround to x O O rA N S 0'v KIERAN J QI P � ~ c0 RD P JAY RD. LANE ,SUTTON E�oo PL �O N'�O C y FS+ ST TiyUT 2 S7. z cl J o Sq� yfs'NU7 S. / F 4,y� h'iL � e�TlC L E. LEGEND �, r LOS - ® A B C INNIS\ ST ' R R " 0 ABBOTT VILLAGE FIGURE 1987 PM PEAK HOUR ROADWAY ESTATES 6 LEVEL OF SERVICE TRAFFIC STUDY FAY, SPOFFORD & THORNDIKE, INC. LEXINGTON, MA TABLE 4 1987 Roadway and Intersection Levels of Service Level of Volume to Location Service Capacity Ratio Rea Street A 0 . 06 Abbott Street A 0 . 07 Marbleridge Road A 0 . 15 Location Level of Service Abbott Street/Rea Street (East) A Abbott Street/Rea Street (West) A Johnson Street/Rea Street A Abbott Street/Marbleridge Road A Abbott Street/Salem Street A The preceding levels of service represent fully acceptable operating conditions . Based on these findings, there are no existing operational problems at any of the intersections and roadways studied . FUTURE YEAR ( 1990) TRAFFIC OPERATING CONDITIONS WITHOUT ABBOTT VILLAGE ESTATES TRAFFIC Future traffic operating conditions were first evaluated for a No-Build condition (i . e . without Abbott Village Estates traffic) . Traffic volumes for the 1990 No-Build scenario were developed using the four step process (background traffic growth, trip generation, trip distribution and traffic assign- ment) described below. o Background Traffic Growth - Background traffic growth takes into account the increase in traffic on study area road- ways due to development in surrounding communities . An annual growth rate of 3 percent was selected to be consistent with that used to develop the 1987 volumes . This is equivalent to increasing 1987 traffic volumes by 9 percent to arrive at vol- umes for 1990 , the future year selected for analysis because it is assumed to be the year of full occupany of Abbott Village Estates 58 units . o Trip Generation - Total vehicle trips to be generated by the two proposed Abbott Street subdivisions (Frances and Florence Estates) and the Dale Street subdivisions , were based upon the total number of housing units contained in each sub- division. -17- For all subdivisions in the Abbott Street and Dale Street areas, it should be noted that estimated daily trip generation is based upon North Andover ' s required use of 12 vehicle trips per residential unit for traffic analysis purposes . The Insti- tute of Transportation Engineer ' s Trip Generation Handbook (1982 edition) , the industry standard, states that approxi- mately 10 vehicle trips should be expected per residental unit on the average per day. Therefore, the volumes of traffic pro- jected for these projects are considered conservative (high) . Peak hour rates are also conservative, as FST has adjusted the Trip Generation Handbook' s rates by the proportion of 12 trips to 10 trips to be consistent with the Town' s requirement of use of the 12 trips per unit daily rate. Tables 5 through 8 present average weekday two-way trips and peak hour two-way trips forecast for all proposed subdivi- sions . o Trip Distribution - Apportioning, directionally, those trips entering and exiting the two Abbott Street area subdivision sites was accomplished through the application of 1980 census data. Specifically, FST obtained from the Merri- mack Valley Planning Commission (MVPC) trip tables which docu- ment the 1980 work destinations by community, of North Andover residents . FST then applied these geographic destinations to the proposed peak hour subdivisions ' vehicle trips . This determined the peak hour directional distribution of project- related vehicle trips . The results of this distribution are that in the A.M. peak hour, 66 percent of the Florence and Frances Estates traffic would exit the sites westbound on Abbott Street toward Johnson Street and 34 percent would exit the sites eastbound toward Salem Street . During the P.M. peak hour FST assumed similar directionality; that is, 66 percent of homebound subdivision trips travel eastbound on Abbott Street from Rea Street and Johnson Street, and 34 percent travel westbound from Salem Street . This census derived directional distribution also closely approximates the manual turning movement counts taken in the study area . -18- TABLE 5 Trip Generation Forecasts for Proposed 8 Single-Family Homes - Frances Estates Trip Approximate Generation Vehicle Time Period Direction Rate Trips AM Peak Hour Entering .24 2 Exiting . 67 5 TOTAL . 91 7 PM Peak Hour Entering . 74 6 Exiting .45 4 TOTAL 1 . 19 10 Average Weekday TOTAL 12 . 0 96 TABLE 6 Trip Generation Forecasts for Proposed 5 Single-Family Homes Florence Estates Trip Approximate Generation Vehicle Time Period Direction Rate Trips AM Peak Hour Entering .24 1 Exiting . 67 3 TOTAL . 91 4 PM Peak Hour Entering . 74 4 Exiting .45 2 TOTAL 1. 19 6 Average Weekday TOTAL 12 . 0 60 -19- TABLE 7 Trip Generation Forecasts for Proposed 190 Single-Family Homes-Dale Street Area Trip Approximate Generation Vehicle Time Period Direction Rate Trips AM Peak Hour Entering .24 46 Exiting . 67 127 TOTAL . 91 173 PM Peak Hour Entering . 74 141 Exiting .45 85 TOTAL 1 . 19 226 Average Weekday TOTAL 12 . 0 2280 TABLE 8 Total Trip Generation Forecasts for Study Area Subdivisions (Excluding Abbott Village Estates) Approximate Vehicle Time Period Direction Trips AM Peak Hour Entering 49 Exiting 135 TOTAL 184 PM Peak Hour Entering 151 Exiting 91 TOTAL 242 Average Weekday TOTAL 2436 -20- However, it should be noted that during the analysis por- tion of this study, FST did examine the level of service impli- cations of the worst-case condition of 100 percent of all P.M. peak hour subdivision traffic exiting westbound or entering from the west via Johnson Street . In addition to the previously mentioned subdivisions , FST also included traffic generated by several proposed office developments . Distributing trips associated with the proposed Willow Street area office developments, was completed by application of the aforementioned Census data . However, in this instance, the distribution derived directly from home community (outside North Andover)-to- work location ( in North Andover) census data . The specific office developments included in this study follow: o Willows Professional Park o North Andover Business Park • Jefferson Park • Flagship Drive Business Park • Traffic Assignment - Using the previously determined trip distribution, traffic generated by the proposed subdivi- sions and office parks was assigned to study area roadways whose traffic volumes were already increased from 1987 volumes through the back ground growth rate. Resultant volumes are representative of the 1990 No-Build condition, which assumes Abbott Village Estates is not constructed . Figure 7 shows 1990 No-Build AWDT on study area roadways while the 1990 No-Build P.M. peak hour volumes are shown on Figure 8 . ASSUMPTIONS FOR ANALYSIS OF FUTURE (1990) TRAFFIC OPERATING CONDITIONS Analysis of future traffic operating conditions without Abbott Village Estates traffic was completed using two dif- ferent major assumptions, as identified in the previous sec- tion . Prior to discussing analysis results in detail each of these assumptions is discussed further . o Assumption of Traffic Distribution - FST analyzed LOS based on two assumptions of subdivision traffic distribution. The first analysis was based on subdivision traffic being dis- tributed according to the census-derived trip distribution. Thus , traffic from Florence and Francis Estates , was distribu- ted onto Abbott Street assuming that 66 percent of these sub- divisions traffic will travel outbound on Johnson Street to Abbott Street in the evening peak hour . Based on this distri- bution, the level of service of area roadways and intersections was established for the evening peak hour . Under the second -21- distribution assumption, 100 percent of all subdivision traffic was assumed to travel eastbound on Johnson Street to Abbott Street in the P.M. peak hour . Based on this distribution the level of service for area roadways and intersections was estab- lished for the P.M. peak hour . Under both analyses , traffic from the Willow Street area office parks and the Dale Street subdivisions was distributed based on the same census-derived trip distribution. The results of either set of traffic distribution assump- tions (census or 100 percent) did not alter the LOS findings at any location. However, the LOS findings presented in this report represent trip distribution based on census derived dis- tribution data . ANALYSIS OF FUTURE ( 1990) ROADWAY AND INTERSECTION LEVELS OF SERVICE WITHOUT ABBOTT VILLAGE ESTATES Roadway and intersection levels of service for the 1990 No-Build (without Abbott Village Estates) condition are sum- marized in Table 9 . As shown all studied roadways and inter- sections are expected to continue operating at LOS "A" without Abbott Village Estates traffic . TABLE 9 1990 No-Build P.M. Peak Hour Roadway and Intersection Levels of Service and Volume to Capacity Ratios Level of Volume to Roadway Service Capacity Ratio Rea Street A 0 . 06 Abbott Street A 0 . 08 Marbleridge Road A 0 . 22 Location Level of Service Abbott Street/Rea Street (East) A Abbott Street/Rea Street (West) A Johnson Street/Rea Street A Abbott Street/Marbleridge Road A Abbott Street/Salem Street A -22- .r' r; StDLt/o G o Z EAS'� w a ST J � 9 c SPA EM 0 0�p� -ST -" 'slgR� QA P P o � Ridgewood Cemetery 3 �i STREET �•F N ,^V O Q 330 M z 0 �O c Town 2 at \ o a: PloyGround ;North Anaover STREET w Y �pHNSp,� z cr KIERAN I c OAP RD ? a JAY RE) ^+per LANE cn J Q - W �REfH Q- SUT K T pN �°o /i PL �0 ST TNU T � „2i ST. `Si Sq�IE fSTNUT S , ; P��° OF �qN yiL EE i F w e T � H ST 1'�% R� sr ST St R-E� INNIS S1 R0 — <I '4 Ovfti 1� ' ABBOTT VILLAGE FIGURE 1990 "NO-BUILD" ESTATES 7 AVERAGE WEEKDAY TRAFFIC IN STUDY AREA TRAFFIC STUDY FAY, SPOFFORD & THORNDIKE, INC. LEXINGTON, MA _r-t�c';` zo EASE \� wI m 1 C �I ' p a W � :-TM�s'�s R - �d� "-- { M9�e 3 00 Ridgewood Cemetery 3. " � STREF— H MLn 5 N o s � Town lI Z1 Q \ X Ployground of ,North Anaov STREET ¢ 3pNNS04, z c KIERAN J F- v� / OeP RD JAY RD. �P R"sew LANE V)ai N .'r./ o° Q SUIT GREc'�f ON q 0 i PL ST_ STRUT z _j ST. MC,y', 'S,� <UF � 2 le, �S gFRoy H S yFSTNUT ST e�Ty sr LEGEND 3 sT ST cT a`c-c OABBOTT VILLAGE ESTATES INNIS ST 20 FRANCES ESTATES 3 FLORENCE ESTATES O 4 O DALE STREET q N00v SU B D VI IO NS (Off M ap) FR ABBOTT VILLAGE FIGURE 1990 `NO-BUILD" ESTATES PM PEAK HOUR S TRAFFIC VOLUMES TRAFFIC STUDY FAY, SPOFFORD 3 THORNDIKE, INC. LEXINGTON, MA FUTURE YEAR (1990) TRAFFIC OPERATING CONDITIONS WITH ABBOTT VILLAGE ESTATES TRAFFIC Traffic volumes for the 1990 Build (with Abbott Village Estates) condition were established by adding the traffic gen- erated by Abbott Village Estates to the 1990 No-Build volumes . Vehicle trips for the Abbott Village Estates subdivision were generated and assigned to area roadways in the same manner dis- cussed previously. Regarding the distribution of trips from individual Abbott Village Estates units to the projects ' three access/egress points, it was determined that the proposed intersection of Nutmeg Lane and Salem Street would be used primarily for east oriented trips to/from all the units on Nutmeg Lane . All west oriented trips from these units utilize the Abbott Street/Nutmeg Lane intersection. Under these access assumptions , the proposed intersection of Nutmeg Lane and Salem Street results in the removal of 13 vehicles from the eastern section of Abbott Street during the P.M. peak hour . Over an entire day, a total of approximately 131 vehicles will be removed from the eastern section of Abbott Street by the creation of a Nutmeg Lane/Salem Street intersection. From a traffic operations point of view, addition or removal of this volume of traffic is not necessary or important . Average weekday peak hour two-way trips forecasted for Abbott Villages Estates is summarized in Table 10 . The 1990 Build AWDT on study area roadways is shown in Figure 9 while the 1990 Build PM peak hour volumes are shown in Figure 10 . TABLE 10 Trip Generation Forecasts for Proposed 58 Single-Family Homes - Abbott Billage Estates Trip Approximate Generation Vehicle Time Period Direction Rate Trips AM Peak Hour Entering . 24 14 Exiting . 67 39 TOTAL . 91 53 PM Peak Hour Entering . 74 43 Exiting .45 26 TOTAL 1 . 19 69 Average Weekday TOTAL 12 . 0 696 -25- Ln o� W1 s� 5' \ 1 al LAJ 'Il,9Re ��� P P• Ridgewood Cemetery _ O 584 t� \ rte' voi l 0 �p c r Town i� p c: P1°yground North of \ STREET An d over` W 01 ¢ pHN SO4, KIERAN < �1 F o�P y RD Q? R c JAY RD. l/Pfcj�% ASE N W or SPrTON / ti CNE ST. STN�l s MON y� ST. M 0.j o ��ip 6`R ►� S 4 V F h/L 9 oo �- �f rH s,. h � INNIS S7 ✓ C %� o'1> I10 RNP�KE s r 4,V0 0 ABBOTT VILLAGE FIGURE 1990 "BUILD" ESTATES AVERAGE WEEKDAY TRAFFIC IN STUDY AREA TRAFFIC STUDY FAY, SPOFFORD & THORNDIKE, INC. LEXINGTON, MA w m� Q. �► = �. 4Q Ridgewood Cemetery STRE= o s ?7 N D0 2 p�� (n 0 �O Q Town z Q ¢ ,,I of STREET Ployground North Andov cri ¢ �ONNSO,� z ci KIERAN z F m / �P RD JAY RD. LAN� J 'SUTTON �o % . P` sz ST NUT '' ST. / J `p R�Y ai Sq V cyFS T N U T ST Q- OTC. qH a� < L ' TH s r LEGEND sr �S R`--`-� OABBOTT VILLAGE ESTATES INNIS ST FRANCES ESTATES R p U O OFLORENCE ESTATES o4 DALE STREET AREA a�,OpvfR �� Its SUBDIVISIONS (Off Map) ABBOTT VILLAGE FIGURE 1990 "BUILD" ESTATES PM PEAK HOUR 10 TRAFFIC' VOLUMES TRAFFIC STUDY FAY, SPOFFORD i TNORNDIKE, INC. LEXINGTON, MA ANALYSIS OF FUTURE ROADWAY AND INTERSECTION LEVELS OF SERVICE WITH ABBOTT VILLAGE ESTATES Table 11 summarizes 1990 Build condition evening peak hour roadway and intersection levels of service. As shown in Table 11, all studied roadways and intersections will continue to operate at LOS "A" with Abbott Village Estates traffic. Figure 11 illustrates that there is no meaningful differences between traffic operating conditions in a Build or No-Build scenario . Due to the relatively low volumes of traffic currently on study area roadways, all the proposed developments will result in a noticeable increase in total traffic volumes . However, LOS "A" operating conditions throughout study area roadways indicates ample capacity to accomodate the additional traffic without causing congestion or increased travel delay such that the LOS is altered. It is important to note that adequate capacity exists at the intersection of Abbott Street and Salem Street and along Abbott Street itself to accommodate Abbott Village Estates traffic and maintain a LOS "A" without the Nutmeg Lane/Salem Street intersection. TABLE 11 1990 Build, PM Peak Hour Roadway and Intersection Levels of Service and Volume to Capacity Ratios Level of Volume to Roadway Service Capacity Ratio Rea Street A 0. 06 Abbott Street A 0. 11 Marbleridge Road A 0. 24 Location Level of Service Abbott Street/Rea Street (East) A Abbott Street/Rea Street (West) A Johnson Street/Rea Street A Abbott Street/Marbleridge Road A Abbott Street/Salem Street A Salem Street/Nutmeg Lane A When specifically discussing intersections, the situation is similar to that discussed under roadways in that there is a large amount of excess capacity at each intersection studied. Vehicle trips produced by all development traffic included in this study does not exceed the reserve capacity available to maintain LOS "A" . It should be noted that LOS "A" , while the best operating condition, is not the only acceptable LOS. -28- � G S� U) Z EASY J m $T. W � ST . . P " Ridgewood Cemetery STREET H O N o co Town = W of o STREET a: Ployground ;North And � z 2 cr 30"S041 P KIERAN RD co JAY RD. LAN E v� L io Q /SGRE U TTON E5 ✓ P4 u, O v Z CNFS ST. Tiyv T 2 �j ST. 2 oN TF� y/�l (GFeF cti M J p s�0 Rqy co Sq� FSTNUT ST � �qti tiiE i��e � STN S LEGEND r y LOS �0 3 �sr Sr STRcE ® A 3 C INNIS ST \1A a P p ® E r _j LA- 4 ia F DEER R ASOTT VILLAGE 1990 PM PEAK HOUR ROADWAY LEVEL OF SERVICE ESTATES WITH AND WITHOUT DEVELOPMENT TRAFFIC TRAFFIC STUDY PAY, lMfF0110 i TNORNDIKE, INC. LEXINGTON, MA LOS ' s "B" and "C" are acceptable, with LOS "C" often utilized for peak hour "design" LOS for new roadways and intersections . All study area locations could absorb substantially more traf- fic than projected while providing acceptable peak hour levels of service. Based on the preceding findings, no traffic operation prob- lems will exist in the study area as a result of development traffic. No roadway improvements are necessary as a result of Abbott Village Estates traffic when considered individually or when considered in conjunction with traffic generated by other known area developments . However, FST would recommend that when any type of roadway work (resurfacing or installing water or sewer pipes) occurs on Abbott Street between Easy Street and Salem Street that this section of Abbott Street be widened from 16 feet to 20 feet . While the existing width is adequate for traffic demand, it is not a desirable width for safety reasons . REA STREET TRIANGLE IMPROVEMENTS Responding to concerns of area residents related to traffic operations at the Rea Street triangle, FST conducted a prelim- inary examination of this location. The problem identified by local residents involves the uncontrolled (lack of stop signs) nature of this location and the resultant often erratic driving of motorists traversing this location. Field observation by FST did not reveal any operations problems associated with this location. Existing traffic vol- umes do not meet state requirements for stop signs . However, a stronger sense of order could be imposed on this location by making the triangle a one way pair . Under this approach the east side would be one way toward Abbott Street while the west side would be one way from Abbott Street to Rea Street . This will eliminate the potential for merging conflicts at the Rea Street point of the triangle. SCHOOL BUS STOPS Responding to the North Andover Planning Board' s request, FST has identified the locations of study area school bus stops and their associated pick up and drop off times (see Figure 12) . As shown, the A.M. pick up time occurs during the morning peak hour while P.M. drop off occurs prior to the afternoon peak hour. FST is not aware of accidents occurring at these locations and therefore can not comment on the existing safety aspects of these locations . However, it would be beneficial where necessary to remove any vegetation which reduces the waiting area used by school students . This action will assure that students have an ade- quate area away from the roadside to wait for bus pick up, and that drivers have improved sight distances to see awaiting children. -30- .a y' P EASY wi `ate `� S?• �\ a � � ELEM S Pic M �f 8:05 w 3:30 ` - J \ EY-1 Ridgewood Cemetery ^� 3 iELEM. 8:20 STREET 3:35 / ~- MIDDLE N \ MIDDLE 7:50 7:45 SENIOR 2:50 0 2:45 00� 7:10 r_ v�l 2:25 Q ; Town z Q p ui Of o: Playqround STREET ;North Andov w ¢I ¢ pHNSO,�, z c� KIERAN J F- OAP R D �2 JAY RD. LAN: vi �.'r✓ r° 0 LOCATON 7:45 TIME OF PICK UP W CREW 2:45 TIME OF DROP OFF 'SV rTDN co i pL• I� ��� CF{ FS ST THUT ST. Z PJ 0 s�0 4 RRy y' cn SA VI S T N U T S T 4h'. L 6 <<f LEGEND UJ I Vr ST ST �� OABBOTT VILLAGE ESTATES INNIS ST ? !o 2 FRANCES ESTATES ,E -:_= 4 o;\ O tr FLORENCE ESTATES \ I ODALE STREET AREA SUBDIVISIONS (Off Map) ABBOTT VILLAGE FIGURE ESTATES SCHOOL BUS STOPS 12 TRAFFIC STUDY FAY, SPOFFORD S THORNDIKE, INC. LEXINGTON, MA