The Lanterns at Warren Woods
TRAFFIC IMPACT AND ACCESS
The Lanterns at Warren Woods 466 Chestnut Street, Ashland MA
PREPARED FOR
Pickwick Development Corp c/o The Green Companies 46 Glen Avenue Newton, MA 02459
PREPARED BY
101 Walnut Street PO Box 9151 Watertown, MA 02471 617.924.1770 June 30, 2015
Introduction
VHB, Inc. has been retained by the Green Company (the “Proponent”) to evaluate the traffic impacts associated with a proposed senior residential development on an approximately 39 acre parcel located in Ashland, Massachusetts. This traffic impact and access study quantifies the existing and future transportation conditions and identifies potential capacity and other transportation improvements within the study area based on the proposed development’s impact. The evaluation is based on typical guidelines for the development of a traffic impact assessment, as well as traffic volume information obtained through field measurements and observations by VHB and through discussions with the developer, the Town of Ashland, and VHB’s familiarities with the general study area. The general finding of this study is that deficiencies exist within the current roadway facilities, however, the additional traffic impacts associated with the proposed development are not expected to have a significant impact on the surrounding roadways.
Project Description The parcel is located along Chestnut Street and Eliot Street in the Town of Ashland, Massachusetts. The site is bordered by Chestnut Street to the west, Eliot Street to the south. Figure 1 shows the site location map. The project will include 93 age-restricted detached single-family homes, and will be served by a single driveway located along Chestnut Street (with a gated emergency access to the south on to Eliot Street). Each home provides garage parking for two vehicles, as well as space to park at least one car in a driveway. A total of 44 additional parking spaces are provided in small clusters spaced throughout the site for use by guests and visitors. The site plan is shown in Figure 2.
Study Area Based on VHB’s knowledge of the area, and through discussions with the Town, it was agreed that the likely impacts of the project on the surrounding roadways system should focus on the intersections of Eliot Street at Chestnut Street and the proposed
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Introduction
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Site
T HEIGHTS
ELIOT STREET
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Source: MassGIS
Site Location 466 Chestnut Street Ashland, Massachusetts
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Vanasse Hangen Brustlin, Inc. Figure 1
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Vernal Pool A
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Vanasse Hangen Brustlin, Inc.
Conceptual Site Plan 466 Chestnut Street Ashland, Massachusetts
Figure 2
site driveway at Chestnut Street. Figure 3 shows the study area intersections in relation to the site.
Study Methodology This traffic assessment is presented in three stages. First is the evaluation of the current transportation environment in the immediate vicinity of the parcel. Second is the forecast of traffic and assessment of the likely impacts associated with the proposed residential development on the study area intersections and roadways in consideration of the future roadway network. Lastly, recommended actions are proposed to mitigate the project’s traffic impact on the current and future roadway networks.
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Introduction
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TR EE T
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Study Area Intersection
DON LY N
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ROAD
T R EE ST
ROP O LI TAN AVENUE
IN MA
Ashland State Park
ASHLAND WEBSTER ROA
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nd Re ser voi r
PROSPEC
T HEIGHTS
As h la
Site ELIOT STREET
O PR SP T EC ST
IRC
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W V IE LA KE EET
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HOLLISTON
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LIF ILD E
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1,000 Feet
Source: MassGIS
Study Area Intersection 466 Chestnut Street Ashland, Massachusetts
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Vanasse Hangen Brustlin, Inc. Figure 3
Existing Conditions
Evaluation of the transportation impacts associated with the proposed project requires a thorough understanding of the existing transportation system in the project study area. The existing conditions evaluation consisted of an inventory of the traffic control, roadway, driveway, and intersection geometry in the study area; collection of peak period traffic volumes; and review of recent vehicular crash history. Each of these elements is described in detail below.
Roadway and Intersection Geometry The major travel routes with the study area are described below and the study area intersections and roadway corridors were presented in Figure 3.
Chestnut Street Chestnut Street is a north-south roadway that extends from Main Street in the north to Route 126 in the south. Chestnut Street is under local jurisdiction, and consists of one lane in each direction. Within the study area, land use along Chestnut Street consists mainly of residential uses and open space.
Eliot Street Eliot Street is an east-west roadway that extends from Route 126 to the east to the Chestnut Street to the west. Within the study area, Eliot Street is under local jurisdiction, and consists of one lane in each direction. Within the study area, land use along Eliot Street is also mainly residential and open space.
Eliot Street at Chestnut Street Eliot Street intersects Chestnut Street to form a three-way unsignalized T-intersection. Both Chestnut Street and Eliot Street consists of one lane in each direction.
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Existing Condition
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Traffic Volume Data To identify current traffic flow characteristics along the major roadways serving the project study area, peak-hour turning movement counts (TMC) and daily traffic volumes were collected on roadways and intersections in and around the study area in June 2015. Weekday daily volumes along roadways were collected using automated traffic recorders (ATRs) over a 48-hour period while weekday morning and evening peak hour (7:00 AM – 9:00 AM; 4:00 PM – 6:00 PM) volumes were collected using manual turning movement/ classification counts to identify current traffic volumes traveling through key intersections in the study area. As Table 1 indicates, Chestnut Street (in the immediate vicinity of the proposed project site driveway) carries approximately 5,900 vehicles on an average weekday. Peak hour traffic accounts between approximately 10 percent of the daily traffic during the morning peak hour, and 11 percent during the evening peak hour.
Table 1 Observed Traffic Volume Summary Location
Dailya
Chestnut Street, north of Eliot Street
Weekday Morning Peak Hour
Weekday
Volumeb
5,900
565
K
Factorc 9.5%
Dir.
Dist.d
79% NB
Weekday Evening Peak Hour Volume
K Factor
Dir. Dist.
675
11.4%
69% SB
Source: VHB; based on automatic recorder counts conducted in June 2015 a Average daily traffic expressed in vehicles per day b Expressed in vehicles per hour c percent of traffic occurs during the peak hour d directional distribution of peak hour traffic
Seasonality of Count Data The traffic data collected for this Project was obtained during the month of June. To evaluate the potential of seasonal fluctuation of traffic volumes on roadways near the project site, the 2011 Weekday Seasonal Factors published by MassDOT were reviewed. According to published MassDOT seasonal factors, June traffic counts are higher than average month conditions. As such, to provide a conservative analysis, the existing traffic counts were not seasonally adjusted. Figure 4 reflects the 2015 existing weekday morning and evening peak hour traffic volumes at the intersection of Eliot Street and Chestnut Street.
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Existing Condition
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20 240
175 115
5 90
460 10
WEEKDAY EVENING PEAK HOUR
455 240
110 5
WEEKDAY MORNING PEAK HOUR
Vanasse Hangen Brustlin, Inc.
Not to Scale
Figure 4: 2015 Existing Condition June 2015
The Green Company Ashland, MA
Vehicular Crash History In order to identify whether there are any pre-existing safety issues within the Project’s study area, VHB conducted a review of the MassDOT Crash Database to document the number of vehicular collisions that have taken place over the most recent available five years (2008-2012). Table 2 presents the number of crashes and crash characteristics for the intersection of Eliot Street at Chestnut Street. Results from the crash database show the intersection is experiencing about 2 ½ crashes every year (on average). The majority of crashes at this intersection are single vehicle crashes that resulted mostly in property damage only. As most of these crashes occur under clear weather and dry roadway conditions, weather is not a contributing factor for these crashes. The posted speed limit along this stretch of Chestnut Street is 30 miles per hour (mph). However, based on the speed data collected using the automatic traffic recorder (ATR), the 85th percentile speed along Chestnut Street is between 39 to 40 miles per hour. While not uncommon for roadways such as Chestnut Street, vehicles are operating at speeds approximately 10 miles per hour higher than the posted speed limit and this may be a contributing factor in these crashes.
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Existing Condition
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Table 2 Vehicular Crash Data 2008-2012 Eliot Street at Chestnut Street Year 2008 2009 2010 2011 2012 Total Collision Type Angle Head-on Rear-end Rear-to-rear Sideswipe, opposite direction Sideswipe, same direction Single vehicle crash Unknown/Not Reported Total Crash Severity Fatal injury Non-fatal injury Property Damage Only Unknown/Not Reported Total Time of Day Weekday, 7:00 AM - 9:00 AM Weekday, 4:00 PM - 6:00 PM Saturday, 11:00 AM - 2:00 PM Weekday, other time Weekend, other time Total Pavement Conditions Dry Wet Snow/Ice Other Unknown/Not Reported Total
2 4 2 2 3 13 2 0 1 0 0 0 10 0 13
0 0 12 1 13 2 1 0 7 3 13 9 2 2 0 0 13
Non-Motorist (Bike, Pedestrian)
0
Source: Massachusetts Department of Transportation Crash Data 2008-2012.
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Existing Condition
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Highway Safety Improvement Program VHB reviewed the MassDOT’s Highway Safety Improvement Program (HSIP) database to determine if the study area intersections are HSIP-eligible and determined that the intersection of Eliot Street at Chestnut Street is not an HSIP-eligible cluster.
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Existing Condition
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Future Conditions
Future conditions for the traffic assessment are conducted in two steps. First, the baseline traffic volumes in the study area are projected to year 2022, reflecting a seven-year traffic planning horizon (which is the normal horizon for traffic studies). Any anticipated roadway improvements that may affect the flow of traffic within the study area, and background traffic growth based on known development projects, would be included in the traffic volumes on the roadway network under the year 2022 No-Build Condition. Secondly, anticipated Project-generated traffic volumes were added to the year 2022 No-Build traffic volumes to reflect the year 2022 Build Condition in the study area. This section describes the process used to arrive at these development conditions.
Background Traffic Growth Traffic growth on area roadways is a function of the expected land development, economic activity, and changes in local and regional demographics. A frequently used procedure by the transportation engineering industry is to estimate the historical annual percentage increase in traffic volumes and apply that increase to the studyarea traffic volumes. Another procedure involves estimation of traffic generated by specific planned major developments that would be expected to affect traffic volumes on the study area roadways. Through discussions with the Town staff, no major development projects have been identified that would drastically alter or impact traffic volumes along Eliot or Chestnut Streets. Therefore, for the purpose of this assessment, a 0.5 percent annual growth was used and will account for the anticipated traffic growth within the study area over the next seven year period. As such, VHB has used this growth rate to account for general background growth for the 2022 NoBuild Conditions.
No-Build Traffic Volumes The 2022 No-Build traffic volumes were developed by applying the 0.5 percent annual growth rate over the seven-year study horizon to the 2015 Existing Conditions traffic volumes. Figure 5 show the resulting 2022 No-Build peak hour traffic volumes.
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Future Condition
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180 120
5 95
475 10
WEEKDAY EVENING PEAK HOUR
470 250
115 5
WEEKDAY MORNING PEAK HOUR
Vanasse Hangen Brustlin, Inc.
Not to Scale
Figure 5: 2022 No-Build Condition June 2015
The Green Company Ashland, MA
Trip Generation The rate at which any development generates traffic is dependent upon a number of factors such as size, location, and concentration of surrounding developments. The number of vehicle-trips to be generated by the proposed project was estimated based on trip generation rates provided in the Trip Generation 1 manual, published by the Institute of Transportation Engineers (ITE). ITE land use code 251 (Senior Adult Detached Housing) was determined to be the most appropriate land use code for this development as it captures the general essence of the land use’s being proposed. Table 4 summarizes the projected trip generation associated with the development based on the standardized ITE rates.
Trip Generation Summary As shown in Table 4, the proposed development is estimated to generate 45 morning peak hour trips, 40 evening peak hour trips, and a total of 440 daily trips.
Table 4 Trip Generation Development Type ITE Land Use Code Size
Senior Adult Detached Housinga 251 93 units
Weekday Dailyb
440
Weekday AMc Enter Exit Total
15 30 45
Weekday PM Enter Exit Total
25 15 40
a - Institute of Transportation Engineers, Trip Generation, 9th Edition - Land Use Code 251 [Senior Adult Detached Housing] 93 units; regression equation b – expressed in vehicles per day c – expressed in vehicles per hour
As noted, the proposed development will generate approximately 45 morning peak hour trips and 40 evening trips. This equates to less than one additional trip on the roadway system every minute.
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Trip Generation (9th edition), Institute of Transportation Engineers, Washington DC, 2013
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Future Condition
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Comparison to Single Family Detached Housing The traffic volumes forecasted for the proposed 93 age-restricted homes building program are comparable to those that could otherwise be generated by an alternative as-of right residential development program. Based upon conceptual lotting studies, the site can yield 36 to 39 single family homes lots via traditional subdivision under existing zoning and existing site constraints. Table 5 illustrates a side by side trip generation comparison between the proposed project and a traditional single family subdivision on the site.
Table 5 Single Family Detached Housing Trip Generation Development Type
Senior Adult Detached Housinga
Single Family Detached Housingb
ITE Land Use Code Size
251 93 units
210 36 units
As-of Right Single Family Detached Housingb 210 39 units
Weekday Dailyc
440
410
440
Weekday AMd Enter Exit Total
15 30 45
10 25 35
10 30 40
Weekday PM Enter Exit Total
25 15 40
25 15 40
30 15 45
a - Institute of Transportation Engineers, Trip Generation, 9th Edition - Land Use Code 251 [Senior Adult Detached Housing] 93 units; regression equation b - Institute of Transportation Engineers, Trip Generation, 9th Edition - Land Use Code 210 [Single Family Detached Housing] 36 units; regression equation c – expressed in vehicles per day d – expressed in vehicles per hour
Trip Distribution and Assignment Traffic distribution patterns for the development were estimated using the observed traffic patterns along the surrounding roadways. Since the only daily-use access for the proposed development is off of Chestnut Street, all traffic for the project will arrive and depart via the Chestnut Street driveway as shown in Table 6. Figure 6 illustrates the anticipated vehicular trip distribution pattern for the proposed development.
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Future Condition
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TR EE T
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E LAN
NE
LARCRIDG
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STWOOD DRIVE
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STAGEC OA CH DR IV
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WA RR EN R
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DON LY N
Ashland State Park
ASHLAND WEBSTER ROA
75%
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PROSPEC
T HEIGHTS
As h la
Site
O PR
25%
ELIOT STREET
SP T EC ST
IRC
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W V IE LA KE EET
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HI
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HOLLISTON
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1,000 Feet
Source: MassGIS
Vanasse Hangen Brustlin, Inc. Trip Distribution 466 Chestnut Street Ashland, Massachusetts
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Figure 6
Table 6 Trip Distribution Travel Route Chestnut Street
Direction To/From
Distribution
North
75%
South
25%
Total
100%
The projected site-generated traffic volumes, as shown in Table 4, were distributed on the study area roadways using the trip distribution shown in Table 6 and added to the 2022 No-Build peak hour traffic volumes to develop the 2022 Build peak hour traffic volumes. These 2022 Build traffic volumes are shown in Figure 7.
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Future Condition
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20 250
185 120
480 10
5 95
475 250
125 5
10 5
200 5
20 10
485 20
WEEKDAY EVENING PEAK HOUR
475 5
120 10
WEEKDAY MORNING PEAK HOUR
Vanasse Hangen Brustlin, Inc.
Not to Scale
Figure 7: 2022 Build Condition June 2015
The Green Company Ashland, MA
Traffic Operations Analysis
Measuring existing traffic volumes and projecting future traffic volumes quantifies traffic within the study area. To assess quality of flow, roadway capacity analyses were conducted with respect to the 2015 Existing conditions and projected 2022 No-Build and Build traffic volume conditions. Capacity analyses provide an indication of the adequacy of the roadway facilities to serve the anticipated traffic demands.
Level of Service and Delay Criteria The evaluation criteria used to analyze area intersections in this traffic study are based on the 2010 Highway Capacity Manual [HCM] 2(with analysis results for signalized intersections being reported directly from the Synchro 8-analysis methodology).
Level of service (LOS) is the term used to denote the different operating conditions which occur on a given roadway segment under various traffic volume loads. It is a qualitative measure of a number of factors including roadway geometrics, speed, travel delay and freedom to maneuver. Level of service provides an index to the operational qualities of a roadway segment or an intersection. Level-of-service designations range from A to F, with LOS A representing the least congested operating conditions and LOS F representing the most congested conditions.
Delay is a complex measure that depends upon a number of variables such as volume-to-capacity (v/c) ratio, freedom to maneuver, and traffic control. Of all the factors cited, v/c ratios have the least effect on delay. Thus, for any given v/c ratio, a range of delay values [and, therefore, levels of service] may result. Conversely, for a given level of service, the v/c ratio may lie anywhere within a broad range. Comparison of intersection capacity results therefore requires that in addition to the LOS, the other measures of effectiveness [MOEs] also be considered.
For unsignalized intersections, the analysis assumes that traffic on the mainline is not affected by traffic on the side streets. Thus, the LOS designation is for the critical movement exiting the side street, and is typically the left turn out of the side street or site driveway. 2 Highway Capacity Manual; Transportation Research Board; 2010.
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Traffic Operations Analysis
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Level-of-Service Analysis Levels-of-service analyses were conducted for the 2015 Existing, 2022 No-Build, and 2022 Build Conditions for the intersections of Eliot Street at Chestnut Street and the proposed site driveway at Chestnut Street. A summary of the capacity analyses for the morning and evening peak hour of the two intersections are presented in Table 7. The capacity analyses worksheets are included in the Appendix. The analytical methodologies typically used for the analysis of unsignalized intersections use conservative analysis parameters, such as high critical gaps 3. Actual field observations indicate that drivers on minor streets generally accept smaller gaps in traffic than those used in the analysis procedures and therefore experience less delay than reported by the analysis software. Consequently, the analysis results tend to overstate the actual delays experienced in the field. For this reason, the results of the unsignalized intersection analyses herein should be considered highly conservative.
Table 7 Unsignalized Intersection Capacity Analysis Summary
Location
Morning Peak Hour 2015 Existing Conditions 2022 No-Build Conditions Critical Movement Dem 1 v/c 2 Del 3 LOS 4 Dem v/c Del LOS
Proposed Driveway at Chestnut Street
WB L/R
Eliot Street at Chestnut Street
WB L/R
Location
N/A 95
0.29
N/A 19
C
100
0.32
20
C
Evening Peak Hour 2015 Existing Conditions 2022 No-Build Conditions Critical Movement Dem 1 v/c 2 Del 3 LOS 4 Dem v/c Del LOS
Proposed Driveway at Chestnut Street
WB L/R
Eliot Street at Chestnut Street
WB L/R
N/A 260
0.80
N/A 45
E
270
0.86
54
F
2022 Build Conditions6 Dem v/c Del LOS 30
0.07
13
B
100
0.33
20
C
2022 Build Conditions6 Dem v/c Del LOS 15
0.03
12
B
270
0.87
56
F
Source: VHB, Inc. using Synchro 8 (Build 804, Rev 775) software. 1 demand in vehicles per hour for unsignalized intersections; the demand applies to only the most critical street approach or lane group 2 volume-to-capacity ratio for the critical movement 3 delay of critical approach only, rounded to the nearest whole second 4 level of service EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; SW = Southwestbound; R = right; L= left
As shown in Table 7, the proposed site driveway at Chestnut Street is projected to operate at LOS B during both morning and evening peak hours. 3
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‘critical gap’ is defined as the minimum time, in seconds, between successive major-stream vehicles, in which a minor-street vehicle can make a maneuver
Traffic Operations Analysis
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The level of service for Eliot Street at Chestnut Street currently operates at LOS E during the evening peak hour under existing conditions, and the analysis shows that the intersection is projected to deteriorate to LOS F under the 2022 No-Build Condition i.e., without any new traffic from the proposed project. The analysis also shows that the new traffic associated with the proposed residential development will have a negligible impact at this intersection and along the roadway.
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Traffic Operations Analysis
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Mitigation & Conclusions
The preceding study has outlined the general impacts of the proposed residential development on the study area roadways. In general, the Project’s traffic impacts are expected to be minimal along area roadways and will be easily accommodated by the existing roadway infrastructure surrounding the site. The overall increase in project-related traffic will be between 10 to 30 vehicles per hour during peak conditions on any given roadway near the project site. With over 550 peak hour trips already traveling along Chestnut Street, this additional volume represents only a small percentage increase and will not represent a significant (or even noticeable) new vehicle trip increase over current peak hour conditions. On this basis no mitigation actions are warranted.
Site Access The primary driveway onto Chestnut Street will be constructed to provide a safe and efficient access point to the overall development given its location and roadway geometry. The driveway has adequate width to provide for reasonable entry and exit of the residents of the development, as well as, for emergency response vehicles; and the location on Chestnut Street affords safe sight lines for all turning movements and approaches.
Sight Distance The primary site driveway has been shifted and will be constructed approximately 18 feet to the north of the current driveway location that remains from the prior office use on the site. Given the placement of the driveway and the noted speeds along Chestnut Street (presented previously in this study), VHB conducted a sight line evaluation to consider both stopping sight distance (SSD) and intersection sight distance (ISD). SSD is the distance necessary for a vehicle traveling at a certain speed to stop before reaching a stationary object in its path. ISD is the distance provided at an intersection which allows drivers the ability to perceive and react to the presence of potentially conflicting vehicles. As noted, the posted speed limit along Chestnut Street is 30mph,
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Mitigation and Conclusions
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but the observed 85th percentile speed was noted to be 40mph. For safety and design purposes, the higher (observed) speed was utilized in the calculation of both SSD and ISD at this location. SSD and ISD recommended distances are provided by the American Association of State Highway Transportation Officials (AASHTO). The recommended SSD for a vehicle traveling 40mph is 305 feet (meaning a driver should be able to clearly see a distance of 305 feet in front of their vehicle as they travel along the roadway). The recommended ISD for a vehicle turning left out of the Chestnut Street driveway is 445 feet, and is 385 feet for a driver turning right out of the Chestnut Street driveway. In both cases (SSD and ISD), VHB reviewed the sight lines from a point where the proposed driveway is being considered. Assuming that minor vegetation clearing can be made on the site frontage along Chestnut Street, the following results were obtained:
SSD provided along Chestnut Street exceeds 400 feet in each direction for approaching vehicles and, therefore, the SSD requirements for this driveway are met.
ISD provided for drivers exiting the site exceeds 500 feet looking right out of the driveway (and ISD requirements are met in this direction).
ISD provided for drivers exiting the site is approximately 450 feet looking left out of the driveway (ISD requirements are met also in this direction).
In order to maintain these sight lines, VHB recommends that annual clearing of any overgrown vegetation take place along the site frontage – particularly in the immediate vicinity of the proposed site driveway. Similarly, no signage should be erected that might impede the ability for drivers to see oncoming vehicles along Chestnut Street.
Pedestrian Accommodations It is noted that the site plan proposes a trail connection to the trail network in Warren Woods across Eliot Street in the area of the farm house. While a striped pedestrian crosswalk and appropriate pedestrian crossing signs are recommended, these should be considered carefully in light of the Eliot Road’s status as a designated scenic roadway in Ashland.
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Mitigation and Conclusions
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Conclusions & Findings In reviewing the proposed residential development off of Chestnut Street in Ashland, this study has summarized the current traffic volumes and safety data, projected future conditions, and analyzed expected driveway operations. Based on the information gathered and assessed, the transportation impacts associated with this project will be negligible. Based on typical transportation engineering safety and operational standards, the driveway connection will provide for safe and efficient vehicular access and the pedestrian connectivity will meet the needs of the residents and visitors on the site.
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Mitigation and Conclusions
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APPENDIX
Turning Movement Counts Automatic Traffic Recorder Counts Intersection Capacity Analyses o Existing Condition o No-Build Condition o Build Condition
TURNING MOVEMENT COUNTS
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
Start Time
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Groups Printed- Cars - Heavy Vehicles Eliot Street From East U-Turn Right Left U-Turn
Chestnut Street From North Thru Left
Chestnut Street From South Right Thru
: 154499 A : TBA : 6/9/2015 :1
U-Turn
Int. Total
07:00 AM 07:15 AM 07:30 AM 07:45 AM Total
18 24 30 30 102
4 0 2 2 8
0 0 0 0 0
1 1 0 1 3
14 27 19 26 86
0 0 0 0 0
51 60 52 74 237
74 100 124 116 414
0 0 0 0 0
162 212 227 249 850
08:00 AM 08:15 AM 08:30 AM 08:45 AM Total
26 36 34 27 123
3 4 0 3 10
0 0 0 0 0
3 0 2 1 6
19 13 23 24 79
0 0 0 0 0
55 48 31 32 166
116 89 76 64 345
0 0 0 0 0
222 190 166 151 729
Grand Total Apprch % Total % Cars % Cars Heavy Vehicles % Heavy Vehicles
225 92.6 14.2 211 93.8 14 6.2
18 7.4 1.1 18 100 0 0
0 0 0 0 0 0 0
9 5.2 0.6 9 100 0 0
165 94.8 10.4 156 94.5 9 5.5
0 0 0 0 0 0 0
403 34.7 25.5 393 97.5 10 2.5
759 65.3 48.1 741 97.6 18 2.4
0 0 0 0 0 0 0
1579
Chestnut Street From North Start Time Thru Left U-Turn Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
App. Total
Peak Hour for Entire Intersection Begins at 07:15 AM 24 0 0 07:15 AM 30 2 0 07:30 AM 30 2 0 07:45 AM 26 3 0 08:00 AM Total Volume 110 7 0 % App. Total 94 6 0 PHF .917 .583 .000 100 7 0 Cars 90.9 100 0 % Cars 10 0 0 Heavy Vehicles 9.1 0 0 % Heavy Vehicles
24 32 32 29 117 .914 107 91.5 10 8.5
Right
1 0 1 3 5 5.2 .417 5 100 0 0
Eliot Street From East Left U-Turn
27 19 26 19 91 94.8 .843 87 95.6 4 4.4
0 0 0 0 0 0 .000 0 0 0 0
App. Total
Right
Chestnut Street From South Thru U-Turn
28 19 27 22 96
60 52 74 55 241 34.6 .814 233 96.7 8 3.3
100 124 116 116 456 65.4 .919 447 98.0 9 2.0
.857 92 95.8 4 4.2
0 0 0 0 0 0 .000 0 0 0 0
1528 96.8 51 3.2
App. Total
Int. Total
160 176 190 171 697
212 227 249 222 910
.917 680 97.6 17 2.4
.914 879 96.6 31 3.4
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
Start Time
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Chestnut Street From North Thru Left
U-Turn
Int. Total
16 22 25 28 91
4 0 2 2 8
0 0 0 0 0
1 1 0 1 3
14 27 18 24 83
0 0 0 0 0
51 58 50 72 231
72 99 120 112 403
0 0 0 0 0
158 207 215 239 819
08:00 AM 08:15 AM 08:30 AM 08:45 AM Total
25 34 34 27 120
3 4 0 3 10
0 0 0 0 0
3 0 2 1 6
18 13 22 20 73
0 0 0 0 0
53 48 30 31 162
116 85 74 63 338
0 0 0 0 0
218 184 162 145 709
Grand Total Apprch % Total %
211 92.1 13.8
18 7.9 1.2
0 0 0
9 5.5 0.6
156 94.5 10.2
0 0 0
393 34.7 25.7
741 65.3 48.5
0 0 0
1528
App. Total
Peak Hour for Entire Intersection Begins at 07:15 AM 22 0 0 07:15 AM 25 2 0 07:30 AM 28 2 0 07:45 AM 25 3 0 08:00 AM Total Volume 100 7 0 % App. Total 93.5 6.5 0 PHF .893 .583 .000
22 27 30 28 107 .892
Right
1 0 1 3 5 5.4 .417
Eliot Street From East Left U-Turn
27 18 24 18 87 94.6 .806
0 0 0 0 0 0 .000
U-Turn
Chestnut Street From South Right Thru
07:00 AM 07:15 AM 07:30 AM 07:45 AM Total
Chestnut Street From North Start Time Thru Left U-Turn Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
U-Turn
Groups Printed- Cars Eliot Street From East Right Left
: 154499 A : TBA : 6/9/2015 :1
App. Total
Right
Chestnut Street From South Thru U-Turn
28 18 25 21 92
58 50 72 53 233 34.3 .809
99 120 112 116 447 65.7 .931
.821
0 0 0 0 0 0 .000
App. Total
Int. Total
157 170 184 169 680
207 215 239 218 879
.924
.919
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
Start Time
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Chestnut Street From North Thru Left
U-Turn
Int. Total
2 2 5 2 11
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 1 2 3
0 0 0 0 0
0 2 2 2 6
2 1 4 4 11
0 0 0 0 0
4 5 12 10 31
08:00 AM 08:15 AM 08:30 AM 08:45 AM Total
1 2 0 0 3
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
1 0 1 4 6
0 0 0 0 0
2 0 1 1 4
0 4 2 1 7
0 0 0 0 0
4 6 4 6 20
Grand Total Apprch % Total %
14 100 27.5
0 0 0
0 0 0
0 0 0
9 100 17.6
0 0 0
10 35.7 19.6
18 64.3 35.3
0 0 0
51
App. Total
Peak Hour for Entire Intersection Begins at 07:30 AM 5 0 0 07:30 AM 2 0 0 07:45 AM 1 0 0 08:00 AM 2 0 0 08:15 AM Total Volume 10 0 0 % App. Total 100 0 0 PHF .500 .000 .000
5 2 1 2 10 .500
Right
0 0 0 0 0 0 .000
Eliot Street From East Left U-Turn
1 2 1 0 4 100 .500
0 0 0 0 0 0 .000
U-Turn
Chestnut Street From South Right Thru
07:00 AM 07:15 AM 07:30 AM 07:45 AM Total
Chestnut Street From North Start Time Thru Left U-Turn Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
U-Turn
Groups Printed- Heavy Vehicles Eliot Street From East Right Left
: 154499 A : TBA : 6/9/2015 :1
App. Total
Right
Chestnut Street From South Thru U-Turn
1 2 1 0 4
2 2 2 0 6 33.3 .750
4 4 0 4 12 66.7 .750
.500
0 0 0 0 0 0 .000
App. Total
Int. Total
6 6 2 4 18
12 10 4 6 32
.750
.667
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Chestnut Street From North Left Peds EB
Chestnut Street From South Thru Peds WB
Start Time
Thru
Peds NB
Right
Peds EB
Int. Total
07:00 AM 07:15 AM 07:30 AM 07:45 AM Total
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 1 0 0 1
0 0 0 0 0
0 0 0 0 0
0 1 0 0 1
08:00 AM 08:15 AM 08:30 AM 08:45 AM Total
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
Grand Total Apprch % Total %
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
1 100 100
0 0 0
0 0 0
1
Start Time
Chestnut Street From North Left Peds EB Peds WB
Thru
Peds WB
Groups Printed- Peds and Bikes Eliot Street From East Right Left Peds SB
: 154499 A : TBA : 6/9/2015 :1
Eliot Street From East App. Total
Right
Left
Peds SB
Peds NB
App. Total
Right
Peak Hour for Entire Intersection Begins at 07:00 AM 0 0 0 0 0 07:00 AM 0 0 0 0 0 07:15 AM 0 0 0 0 0 07:30 AM 0 0 0 0 0 07:45 AM Total Volume 0 0 0 0 0 % App. Total 0 0 0 0 PHF .000 .000 .000 .000 .000
0 0 0 0 0 0 .000
0 0 0 0 0 0 .000
0 0 0 0 0 0 .000
0 0 0 0 0 0 .000
0 0 0 0 0
0 0 0 0 0 0 .000
Chestnut Street From South Thru Peds WB Peds EB
App. Total
Int. Total
0 1 0 0 1
0 1 0 0 1
.250
.250
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
.000
0 1 0 0 1 100 .250
0 0 0 0 0 0 .000
0 0 0 0 0 0 .000
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
Chestnut Street From North Start Time Thru Left U-Turn Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
App. Total
Peak Hour for Entire Intersection Begins at 07:15 AM 24 0 0 07:15 AM 30 2 0 07:30 AM 30 2 0 07:45 AM 26 3 0 08:00 AM Total Volume 110 7 0 % App. Total 94 6 0 PHF .917 .583 .000 100 7 0 Cars 90.9 100 0 % Cars 10 0 0 Heavy Vehicles 9.1 0 0 % Heavy Vehicles
24 32 32 29 117 .914 107 91.5 10 8.5
Eliot Street From East Left U-Turn
Right
1 0 1 3 5 5.2 .417 5 100 0 0
27 19 26 19 91 94.8 .843 87 95.6 4 4.4
0 0 0 0 0 0 .000 0 0 0 0
App. Total
Right
Chestnut Street From South Thru U-Turn
28 19 27 22 96
60 52 74 55 241 34.6 .814 233 96.7 8 3.3
100 124 116 116 456 65.4 .919 447 98.0 9 2.0
.857 92 95.8 4 4.2
0 0 0 0 0 0 .000 0 0 0 0
Chestnut Street Out In Total 452 107 559 9 10 19 461 578 117 100 10 110 Thru
7 0 0 0 7 0 Left U-Turn
Peak Hour Data Eliot Street In Total 92 332 4 12 96 344
187 680 867 14 17 31 201 697 898 Out In Total Chestnut Street
Out 240 8 248
Thru Right U-Turn 447 233 0 9 8 0 456 241 0
87 0 4 0 91 0 Left U-Turn
Cars Heavy Vehicles
5 0 5 Right
North Peak Hour Begins at 07:15 AM
: 154499 A : TBA : 6/9/2015 :1
App. Total
Int. Total
160 176 190 171 697
212 227 249 222 910
.917 680 97.6 17 2.4
.914 879 96.6 31 3.4
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
Start Time
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Groups Printed- Cars - Heavy Vehicles Eliot Street From East U-Turn Right Left U-Turn
Chestnut Street From North Thru Left
Chestnut Street From South Right Thru
: 154499 AA : TBA : 6/9/2015 :1
U-Turn
Int. Total
07:00 AM 07:15 AM 07:30 AM 07:45 AM Total
73 95 112 71 351
2 1 3 4 10
0 0 1 0 1
1 3 3 5 12
48 42 61 52 203
0 0 0 0 0
36 23 21 32 112
41 30 26 47 144
0 0 0 0 0
201 194 227 211 833
08:00 AM 08:15 AM 08:30 AM 08:45 AM Total
121 134 106 98 459
3 2 1 6 12
0 0 0 0 0
3 2 5 8 18
52 68 67 55 242
0 0 0 0 0
30 24 27 34 115
48 36 53 39 176
0 0 0 0 0
257 266 259 240 1022
Grand Total Apprch % Total % Cars % Cars Heavy Vehicles % Heavy Vehicles
810 97.2 43.7 796 98.3 14 1.7
22 2.6 1.2 22 100 0 0
1 0.1 0.1 1 100 0 0
30 6.3 1.6 30 100 0 0
445 93.7 24 442 99.3 3 0.7
0 0 0 0 0 0 0
227 41.5 12.2 225 99.1 2 0.9
320 58.5 17.3 309 96.6 11 3.4
0 0 0 0 0 0 0
1855
Chestnut Street From North Start Time Thru Left U-Turn Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
App. Total
Peak Hour for Entire Intersection Begins at 08:00 AM 121 3 0 08:00 AM 134 2 0 08:15 AM 106 1 0 08:30 AM 98 6 0 08:45 AM Total Volume 459 12 0 % App. Total 97.5 2.5 0 PHF .856 .500 .000 453 12 0 Cars 98.7 100 0 % Cars 6 0 0 Heavy Vehicles 1.3 0 0 % Heavy Vehicles
124 136 107 104 471 .866 465 98.7 6 1.3
Right
3 2 5 8 18 6.9 .563 18 100 0 0
Eliot Street From East Left U-Turn
52 68 67 55 242 93.1 .890 240 99.2 2 0.8
0 0 0 0 0 0 .000 0 0 0 0
App. Total
Right
Chestnut Street From South Thru U-Turn
55 70 72 63 260
30 24 27 34 115 39.5 .846 115 100 0 0
48 36 53 39 176 60.5 .830 175 99.4 1 0.6
.903 258 99.2 2 0.8
0 0 0 0 0 0 .000 0 0 0 0
1825 98.4 30 1.6
App. Total
Int. Total
78 60 80 73 291
257 266 259 240 1022
.909 290 99.7 1 0.3
.961 1013 99.1 9 0.9
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
Start Time
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Chestnut Street From North Thru Left
U-Turn
Int. Total
72 93 110 68 343
2 1 3 4 10
0 0 1 0 1
1 3 3 5 12
48 42 60 52 202
0 0 0 0 0
36 22 21 31 110
35 28 24 47 134
0 0 0 0 0
194 189 222 207 812
08:00 AM 08:15 AM 08:30 AM 08:45 AM Total
117 134 105 97 453
3 2 1 6 12
0 0 0 0 0
3 2 5 8 18
52 66 67 55 240
0 0 0 0 0
30 24 27 34 115
48 35 53 39 175
0 0 0 0 0
253 263 258 239 1013
Grand Total Apprch % Total %
796 97.2 43.6
22 2.7 1.2
1 0.1 0.1
30 6.4 1.6
442 93.6 24.2
0 0 0
225 42.1 12.3
309 57.9 16.9
0 0 0
1825
App. Total
Peak Hour for Entire Intersection Begins at 08:00 AM 117 3 0 08:00 AM 134 2 0 08:15 AM 105 1 0 08:30 AM 97 6 0 08:45 AM Total Volume 453 12 0 % App. Total 97.4 2.6 0 PHF .845 .500 .000
120 136 106 103 465 .855
Right
3 2 5 8 18 7 .563
Eliot Street From East Left U-Turn
52 66 67 55 240 93 .896
0 0 0 0 0 0 .000
U-Turn
Chestnut Street From South Right Thru
07:00 AM 07:15 AM 07:30 AM 07:45 AM Total
Chestnut Street From North Start Time Thru Left U-Turn Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
U-Turn
Groups Printed- Cars Eliot Street From East Right Left
: 154499 AA : TBA : 6/9/2015 :1
App. Total
Right
Chestnut Street From South Thru U-Turn
55 68 72 63 258
30 24 27 34 115 39.7 .846
48 35 53 39 175 60.3 .825
.896
0 0 0 0 0 0 .000
App. Total
Int. Total
78 59 80 73 290
253 263 258 239 1013
.906
.963
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
Start Time
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Chestnut Street From North Thru Left
U-Turn
Int. Total
1 2 2 3 8
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 1 0 1
0 0 0 0 0
0 1 0 1 2
6 2 2 0 10
0 0 0 0 0
7 5 5 4 21
08:00 AM 08:15 AM 08:30 AM 08:45 AM Total
4 0 1 1 6
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 2 0 0 2
0 0 0 0 0
0 0 0 0 0
0 1 0 0 1
0 0 0 0 0
4 3 1 1 9
Grand Total Apprch % Total %
14 100 46.7
0 0 0
0 0 0
0 0 0
3 100 10
0 0 0
2 15.4 6.7
11 84.6 36.7
0 0 0
30
App. Total
Peak Hour for Entire Intersection Begins at 07:00 AM 1 0 0 07:00 AM 2 0 0 07:15 AM 2 0 0 07:30 AM 3 0 0 07:45 AM Total Volume 8 0 0 % App. Total 100 0 0 PHF .667 .000 .000
1 2 2 3 8 .667
Right
0 0 0 0 0 0 .000
Eliot Street From East Left U-Turn
0 0 1 0 1 100 .250
0 0 0 0 0 0 .000
U-Turn
Chestnut Street From South Right Thru
07:00 AM 07:15 AM 07:30 AM 07:45 AM Total
Chestnut Street From North Start Time Thru Left U-Turn Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
U-Turn
Groups Printed- Heavy Vehicles Eliot Street From East Right Left
: 154499 AA : TBA : 6/9/2015 :1
App. Total
Right
Chestnut Street From South Thru U-Turn
0 0 1 0 1
0 1 0 1 2 16.7 .500
6 2 2 0 10 83.3 .417
.250
0 0 0 0 0 0 .000
App. Total
Int. Total
6 3 2 1 12
7 5 5 4 21
.500
.750
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Chestnut Street From North Left Peds EB
Chestnut Street From South Thru Peds WB
Start Time
Thru
Peds NB
Right
Peds EB
Int. Total
07:00 AM 07:15 AM 07:30 AM 07:45 AM Total
0 0 0 0 0
0 0 0 1 1
0 0 0 0 0
0 0 0 0 0
0 0 1 0 1
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 1 1 2
08:00 AM 08:15 AM 08:30 AM 08:45 AM Total
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
1 0 0 1 2
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
1 0 0 1 2
Grand Total Apprch % Total %
0 0 0
1 100 25
0 0 0
0 0 0
1 100 25
0 0 0
0 0 0
0 0 0
2 100 50
0 0 0
0 0 0
0 0 0
4
Start Time
Chestnut Street From North Left Peds EB Peds WB
Thru
Peds WB
Groups Printed- Peds and Bikes Eliot Street From East Right Left Peds SB
: 154499 AA : TBA : 6/9/2015 :1
Eliot Street From East App. Total
Right
Left
Peds SB
Peds NB
App. Total
Right
Peak Hour for Entire Intersection Begins at 07:15 AM 0 0 0 0 0 07:15 AM 0 0 0 0 0 07:30 AM 0 1 0 0 1 07:45 AM 0 0 0 0 0 08:00 AM Total Volume 0 1 0 0 1 % App. Total 0 100 0 0 PHF .000 .250 .000 .000 .250
0 1 0 0 1 100 .250
0 0 0 0 0 0 .000
0 0 0 0 0 0 .000
0 0 0 0 0 0 .000
0 1 0 0 1
0 0 0 1 1 100 .250
Chestnut Street From South Thru Peds WB Peds EB
App. Total
Int. Total
0 0 0 1 1
0 1 1 1 3
.250
.750
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
.250
0 0 0 0 0 0 .000
0 0 0 0 0 0 .000
0 0 0 0 0 0 .000
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
Chestnut Street From North Start Time Thru Left U-Turn Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
App. Total
Peak Hour for Entire Intersection Begins at 08:00 AM 121 3 0 08:00 AM 134 2 0 08:15 AM 106 1 0 08:30 AM 98 6 0 08:45 AM Total Volume 459 12 0 % App. Total 97.5 2.5 0 PHF .856 .500 .000 453 12 0 Cars 98.7 100 0 % Cars 6 0 0 Heavy Vehicles 1.3 0 0 % Heavy Vehicles
124 136 107 104 471 .866 465 98.7 6 1.3
Eliot Street From East Left U-Turn
Right
3 2 5 8 18 6.9 .563 18 100 0 0
52 68 67 55 242 93.1 .890 240 99.2 2 0.8
0 0 0 0 0 0 .000 0 0 0 0
App. Total
Right
Chestnut Street From South Thru U-Turn
55 70 72 63 260
30 24 27 34 115 39.5 .846 115 100 0 0
48 36 53 39 176 60.5 .830 175 99.4 1 0.6
.903 258 99.2 2 0.8
0 0 0 0 0 0 .000 0 0 0 0
Chestnut Street Out In Total 193 465 658 1 6 7 194 665 471 453 6 459 Thru
12 0 0 0 12 0 Left U-Turn
Peak Hour Data Eliot Street In Total 258 385 2 2 260 387
693 290 983 8 1 9 701 291 992 Out In Total Chestnut Street
Out 127 0 127
Thru Right U-Turn 175 115 0 1 0 0 176 115 0
240 0 2 0 242 0 Left U-Turn
Cars Heavy Vehicles
18 0 18 Right
North Peak Hour Begins at 08:00 AM
: 154499 AA : TBA : 6/9/2015 :1
App. Total
Int. Total
78 60 80 73 291
257 266 259 240 1022
.909 290 99.7 1 0.3
.961 1013 99.1 9 0.9
AUTOMATIC TRAFFIC RECORDER COUNTS
Chestnut Street north of Eliot Street City, State: Ashland, MA Client: VHB/E. Chen
PRECISION D A T A
154499 A Volume Site Code: TBD Date Start: 09-Jun-15
INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Start Time
12:00 12:15 12:30 12:45 01:00 01:15 01:30 01:45 02:00 02:15 02:30 02:45 03:00 03:15 03:30 03:45 04:00 04:15 04:30 04:45 05:00 05:15 05:30 05:45 06:00 06:15 06:30 06:45 07:00 07:15 07:30 07:45 08:00 08:15 08:30 08:45 09:00 09:15 09:30 09:45 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45 Total Percent
SB A.M.
2 3 2 2 4 1 1 0 0 1 0 0 0 0 0 0 1 0 0 2 0 3 5 10 10 15 24 23 22 24 32 32 28 41 32 30 41 21 34 17 24 20 29 22 15 25 30 27 655 29.8%
Day Total
Peak Vol. P.H.F.
P.M.
9
6
1
0
3
18
72
110
131
113
95
97
30 37 29 50 31 27 36 33 36 45 57 48 56 64 85 66 77 95 115 73 126 133 108 105 97 57 76 46 49 41 40 21 33 36 18 23 18 17 21 14 11 9 5 7 5 6 7 6 2225 64.2%
A.M.
146
127
186
271
360
472
276
151
110
70
32
24
2 0 2 2 1 1 1 1 0 1 0 0 0 0 0 0 3 3 7 3 5 10 22 36 46 59 58 80 77 99 120 121 113 94 78 66 52 52 37 37 31 33 33 34 29 25 38 33 1545 70.2%
2880
08:15 144 0.878
-
Combin ed
NB P.M.
6
4
1
0
16
73
243
417
351
178
131
125
27 28 29 25 26 33 30 33 19 44 43 35 30 38 32 34 42 31 31 52 53 40 58 45 39 45 41 27 25 23 13 17 23 13 20 10 13 9 9 11 8 6 8 5 7 3 4 2 1239 35.8%
A.M.
109
122
141
134
156
196
152
78
66
42
27
16
4 3 4 4 5 2 2 1 0 2 0 0 0 0 0 0 4 3 7 5 5 13 27 46 56 74 82 103 99 123 152 153 141 135 110 96 93 73 71 54 55 53 62 56 44 50 68 60 2200
2784
05:00 472 0.887
-
07:15 453 0.936
-
09-Jun15 Tue
P.M.
15
10
2
0
19
91
315
527
482
291
226
222
57 65 58 75 57 60 66 66 55 89 100 83 86 102 117 100 119 126 146 125 179 173 166 150 136 102 117 73 74 64 53 38 56 49 38 33 31 26 30 25 19 15 13 12 12 9 11 8 3464
255
249
327
405
516
668
428
229
176
112
59
40
5664
04:45 203 0.875
-
07:30 581 0.949
-
05:00 668 0.933
-
-
-
Page 1
Chestnut Street north of Eliot Street City, State: Ashland, MA Client: VHB/E. Chen
PRECISION D A T A
154499 A Volume Site Code: TBD Date Start: 09-Jun-15
INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Start Time
12:00 12:15 12:30 12:45 01:00 01:15 01:30 01:45 02:00 02:15 02:30 02:45 03:00 03:15 03:30 03:45 04:00 04:15 04:30 04:45 05:00 05:15 05:30 05:45 06:00 06:15 06:30 06:45 07:00 07:15 07:30 07:45 08:00 08:15 08:30 08:45 09:00 09:15 09:30 09:45 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45 Total Percent
SB A.M.
4 10 4 0 5 0 0 1 0 0 0 1 0 0 1 0 1 2 1 2 2 4 7 13 15 10 25 21 25 32 26 32 27 45 30 38 26 29 24 23 26 23 22 37 31 19 29 30 703 31.0%
Day Total
Peak Vol. P.H.F.
P.M.
18
6
1
1
6
26
71
115
140
102
108
109
41 24 24 35 27 32 27 29 31 46 60 65 59 67 75 82 86 86 90 94 124 137 107 100 86 76 72 48 48 69 37 41 37 34 33 30 23 14 17 17 14 13 10 7 14 15 7 2 2312 63.4%
A.M.
124
115
202
283
356
468
282
195
134
71
44
38
4 1 0 1 0 1 0 0 1 0 2 0 2 0 0 2 2 5 4 4 5 10 22 34 36 56 66 81 91 103 113 119 111 87 86 68 58 47 38 29 40 31 27 36 24 43 29 43 1562 69.0%
3015
08:00 140 0.778
-
Combin ed
NB P.M.
6
1
3
4
15
71
239
426
352
172
134
139
25 31 27 35 29 30 32 33 38 35 43 33 36 34 50 32 35 48 26 33 53 44 58 52 32 41 38 33 38 34 31 21 19 19 16 17 18 11 20 7 18 11 7 2 4 3 4 0 1336 36.6%
A.M.
118
124
149
152
142
207
144
124
71
56
38
11
8 11 4 1 5 1 0 1 1 0 2 1 2 0 1 2 3 7 5 6 7 14 29 47 51 66 91 102 116 135 139 151 138 132 116 106 84 76 62 52 66 54 49 73 55 62 58 73 2265
2898
05:00 468 0.854
-
07:15 446 0.937
-
10-Jun15 Wed
P.M.
24
7
4
5
21
97
310
541
492
274
242
248
66 55 51 70 56 62 59 62 69 81 103 98 95 101 125 114 121 134 116 127 177 181 165 152 118 117 110 81 86 103 68 62 56 53 49 47 41 25 37 24 32 24 17 9 18 18 11 2 3648
242
239
351
435
498
675
426
319
205
127
82
49
5913
05:00 207 0.892
-
07:15 563 0.932
-
05:00 675 0.932
-
-
-
Page 2
INTERSECTION CAPACITY ANALYSES
Existing Condition
13050.00 The Green Company 1: Eliot Street & Chestnut Street
Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
2015 Existing Condition AM Peak Hour
2.1 WBL 90 0 Stop 0 0 0 86 4 105
WBR 5 0 Stop None 86 4 6
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 757 625 132 6.44 5.44 5.44 3.536 373 530 889
625 6.24 3.336 481 -
371 371 530 884
481 -
Approach HCM Control Delay, s HCM LOS
WB 18.5 C
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
NBT NBRWBLn1 SBL - 376 825 - 0.294 0.007 - 18.5 9.4 C A 1.2 0
NBT NBR 455 240 0 0 Free Free - None 0 0 92 92 2 2 495 261 Major1 0 NB 0
0 -
SBL SBT 5 110 0 0 Free Free - None 0 0 91 91 9 9 5 121 Major2 755 4.19 2.281 825 825 -
0 -
SB 0.4
SBT 0 A -
\\vhb\proj\Wat-LD\13050.00\tech\Traffic\Synchro\01_EX_AM.syn VHB
HCM 2010 TWSC 6/21/2015
13050.00 The Green Company 2: Chestnut Street & Proposed Driveway
Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
AM Peak Hour
0 WBL 0 0 Stop 0 0 0 92 2 0
WBR 0 0 Stop None 92 2 0
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 625 500 125 6.42 5.42 5.42 3.518 449 609 901
500 6.22 3.318 571 -
449 449 609 901
571 -
Approach HCM Control Delay, s HCM LOS
WB 0 A
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
2015 Existing Condition
NBT NBRWBLn1 SBL - 1064 0 0 A A 0
NBT NBR 460 0 0 0 Free Free - None 0 0 92 92 2 2 500 0 Major1 0 NB 0
0 -
SBL SBT 0 115 0 0 Free Free - None 0 0 92 92 2 2 0 125 Major2 500 4.12 2.218 1064 1064 -
0 -
SB 0
SBT -
\\vhb\proj\Wat-LD\13050.00\tech\Traffic\Synchro\01_EX_AM.syn VHB
HCM 2010 TWSC 6/21/2015
HCM 2010 TWSC 1: Chestnut Street & Eliot Street
Intersection Int Delay, s/veh
6/21/2015
11.3
Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
WBL 240 0 Stop 0 0 0 90 2 267
WBR 20 0 Stop None 90 2 22
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 807 255 552 6.42 5.42 5.42 3.518 351 788 577
255 6.22 3.318 784 -
346 346 788 569
784 -
Approach HCM Control Delay, s HCM LOS
WB 44.6 E
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
NBT NBRWBLn1 SBL - 362 1241 - 0.798 0.009 - 44.6 7.9 E A 6.8 0
NBT NBR 175 115 0 0 Free Free - None 0 0 91 91 2 2 192 126 Major1 0 NB 0
0 -
SBL SBT 10 460 0 0 Free Free - None 0 0 87 87 2 2 11 529 Major2 319 4.12 2.218 1241 1241 -
0 -
SB 0.2
SBT 0 A -
13050.00 The Green Company 6/21/2015 2015 Existing Condition VHB
Synchro 8 Report Page 1
HCM 2010 TWSC 2: Chestnut Street & Proposed Driveway
Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
0 WBL 0 0 Stop 0 0 0 92 2 0
WBR 0 0 Stop None 92 2 0
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 723 212 511 6.42 5.42 5.42 3.518 393 823 602
212 6.22 3.318 828 -
393 393 823 602
828 -
Approach HCM Control Delay, s HCM LOS
WB 0 A
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
6/21/2015
NBT NBRWBLn1 SBL - 1358 0 0 A A 0
NBT NBR 195 0 0 0 Free Free - None 0 0 92 92 2 2 212 0 Major1 0 NB 0
0 -
SBL SBT 0 470 0 0 Free Free - None 0 0 92 92 2 2 0 511 Major2 212 4.12 2.218 1358 1358 -
0 -
SB 0
SBT -
13050.00 The Green Company 6/21/2015 2015 Existing Condition VHB
Synchro 8 Report Page 2
No-Build Condition
13050.00 The Green Company 1: Eliot Street & Chestnut Street
Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
2022 No Build Condition AM Peak Hour
2.3 WBL 95 0 Stop 0 0 0 86 4 110
WBR 5 0 Stop None 86 4 6
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 784 647 137 6.44 5.44 5.44 3.536 359 517 885
647 6.24 3.336 467 -
356 356 517 879
467 -
Approach HCM Control Delay, s HCM LOS
WB 19.7 C
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
NBT NBRWBLn1 SBL - 360 805 - 0.323 0.007 - 19.7 9.5 C A 1.4 0
NBT NBR 470 250 0 0 Free Free - None 0 0 92 92 2 2 511 272 Major1 0 NB 0
0 -
SBL SBT 5 115 0 0 Free Free - None 0 0 91 91 9 9 5 126 Major2 783 4.19 2.281 805 805 -
0 -
SB 0.4
SBT 0 A -
\\vhb\proj\Wat-LD\13050.00\tech\Traffic\Synchro\03_NB_AM.syn VHB
HCM 2010 TWSC 6/21/2015
13050.00 The Green Company 2: Chestnut Street & Proposed Driveway
Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
AM Peak Hour
0 WBL 0 0 Stop 0 0 0 92 2 0
WBR 0 0 Stop None 92 2 0
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 646 516 130 6.42 5.42 5.42 3.518 436 599 896
516 6.22 3.318 559 -
436 436 599 896
559 -
Approach HCM Control Delay, s HCM LOS
WB 0 A
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
2022 No Build Condition
NBT NBRWBLn1 SBL - 1050 0 0 A A 0
NBT NBR 475 0 0 0 Free Free - None 0 0 92 92 2 2 516 0 Major1 0 NB 0
0 -
SBL SBT 0 120 0 0 Free Free - None 0 0 92 92 2 2 0 130 Major2 516 4.12 2.218 1050 1050 -
0 -
SB 0
SBT -
\\vhb\proj\Wat-LD\13050.00\tech\Traffic\Synchro\03_NB_AM.syn VHB
HCM 2010 TWSC 6/21/2015
HCM 2010 TWSC 1: Chestnut Street & Eliot Street
Intersection Int Delay, s/veh
6/21/2015
13.7
Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
WBL 250 0 Stop 0 0 0 90 2 278
WBR 20 0 Stop None 90 2 22
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 833 264 569 6.42 5.42 5.42 3.518 339 780 566
264 6.22 3.318 775 -
335 335 780 559
775 -
Approach HCM Control Delay, s HCM LOS
WB 53.9 F
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
NBT NBRWBLn1 SBL - 350 1229 - 0.857 0.009 - 53.9 8 F A 7.9 0
NBT NBR 180 120 0 0 Free Free - None 0 0 91 91 2 2 198 132 Major1 0 NB 0
0 -
SBL SBT 10 475 0 0 Free Free - None 0 0 87 87 2 2 11 546 Major2 330 4.12 2.218 1229 1229 -
0 -
SB 0.2
SBT 0 A -
13050.00 The Green Company 6/21/2015 2022 No Build Condition VHB
Synchro 8 Report Page 1
HCM 2010 TWSC 2: Chestnut Street & Proposed Driveway
Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
0 WBL 0 0 Stop 0 0 0 92 2 0
WBR 0 0 Stop None 92 2 0
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 744 217 527 6.42 5.42 5.42 3.518 382 819 592
217 6.22 3.318 823 -
382 382 819 592
823 -
Approach HCM Control Delay, s HCM LOS
WB 0 A
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
6/21/2015
NBT NBRWBLn1 SBL - 1353 0 0 A A 0
NBT NBR 200 0 0 0 Free Free - None 0 0 92 92 2 2 217 0 Major1 0 NB 0
0 -
SBL SBT 0 485 0 0 Free Free - None 0 0 92 92 2 2 0 527 Major2 217 4.12 2.218 1353 1353 -
0 -
SB 0
SBT -
13050.00 The Green Company 6/21/2015 2022 No Build Condition VHB
Synchro 8 Report Page 2
Build Condition
HCM 2010 TWSC 1: Eliot Street & Chestnut Street
Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
6/25/2015
2.3 WBL 95 0 Stop 0 0 0 86 4 110
WBR 5 0 Stop None 86 4 6
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 800 652 148 6.44 5.44 5.44 3.536 351 515 875
652 6.24 3.336 464 -
349 349 515 869
464 -
Approach HCM Control Delay, s HCM LOS
WB 20.1 C
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
NBT NBRWBLn1 SBL - 353 801 - 0.329 0.007 - 20.1 9.5 C A 1.4 0
NBT NBR 475 250 0 0 Free Free - None 0 0 92 92 2 2 516 272 Major1 0 NB 0
0 -
SBL SBT 5 125 0 0 Free Free - None 0 0 91 91 9 9 5 137 Major2 788 4.19 2.281 801 801 -
0 -
SB 0.4
SBT 0 A -
13050.00 The Green Company 6/21/2015 2022 Build Condition VHB
Synchro 8 Report Page 1
HCM 2010 TWSC 2: Chestnut Street & Proposed Driveway
Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
6/25/2015
0.7 WBL 10 0 Stop 0 0 0 92 2 11
WBR 20 0 Stop None 92 2 22
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 671 519 152 6.42 5.42 5.42 3.518 422 597 876
519 6.22 3.318 557 -
417 417 597 866
557 -
Approach HCM Control Delay, s HCM LOS
WB 12.7 B
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
NBT NBRWBLn1 SBL - 501 1044 - 0.065 0.01 - 12.7 8.5 B A 0.2 0
NBT NBR 475 5 0 0 Free Free - None 0 0 92 92 2 2 516 5 Major1 0 NB 0
0 -
SBL SBT 10 120 0 0 Free Free - None 0 0 92 92 2 2 11 130 Major2 522 4.12 2.218 1044 1044 -
0 -
SB 0.7
SBT 0 A -
13050.00 The Green Company 6/21/2015 2022 Build Condition VHB
Synchro 8 Report Page 2
HCM 2010 TWSC 1: Chestnut Street & Eliot Street
Intersection Int Delay, s/veh
6/25/2015
14.2
Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
WBL 250 0 Stop 0 0 0 90 2 278
WBR 20 0 Stop None 90 2 22
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 844 269 575 6.42 5.42 5.42 3.518 334 776 563
269 6.22 3.318 770 -
330 330 776 556
770 -
Approach HCM Control Delay, s HCM LOS
WB 56.4 F
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
NBT NBRWBLn1 SBL - 345 1224 - 0.87 0.009 - 56.4 8 F A 8.2 0
NBT NBR 185 120 0 0 Free Free - None 0 0 91 91 2 2 203 132 Major1 0 NB 0
0 -
SBL SBT 10 480 0 0 Free Free - None 0 0 87 87 2 2 11 552 Major2 335 4.12 2.218 1224 1224 -
0 -
SB 0.2
SBT 0 A -
13050.00 The Green Company 6/21/2015 2022 Build Condition VHB
Synchro 8 Report Page 1
HCM 2010 TWSC 2: Chestnut Street & Proposed Driveway
Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
6/25/2015
0.4 WBL 5 0 Stop 0 0 0 92 2 5
WBR 10 0 Stop None 92 2 11
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 791 220 571 6.42 5.42 5.42 3.518 358 817 565
220 6.22 3.318 820 -
350 350 817 552
820 -
Approach HCM Control Delay, s HCM LOS
WB 11.5 B
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
NBT NBRWBLn1 SBL - 566 1346 - 0.029 0.016 - 11.5 7.7 B A 0.1 0
NBT NBR 200 5 0 0 Free Free - None 0 0 92 92 2 2 217 5 Major1 0 NB 0
0 -
SBL SBT 20 485 0 0 Free Free - None 0 0 92 92 2 2 22 527 Major2 223 4.12 2.218 1346 1346 -
0 -
SB 0.3
SBT 0 A -
13050.00 The Green Company 6/21/2015 2022 Build Condition VHB
Synchro 8 Report Page 2
The Lanterns at Warren Woods 466 Chestnut Street, Ashland MA
PREPARED FOR
Pickwick Development Corp c/o The Green Companies 46 Glen Avenue Newton, MA 02459
PREPARED BY
101 Walnut Street PO Box 9151 Watertown, MA 02471 617.924.1770 June 30, 2015
Introduction
VHB, Inc. has been retained by the Green Company (the “Proponent”) to evaluate the traffic impacts associated with a proposed senior residential development on an approximately 39 acre parcel located in Ashland, Massachusetts. This traffic impact and access study quantifies the existing and future transportation conditions and identifies potential capacity and other transportation improvements within the study area based on the proposed development’s impact. The evaluation is based on typical guidelines for the development of a traffic impact assessment, as well as traffic volume information obtained through field measurements and observations by VHB and through discussions with the developer, the Town of Ashland, and VHB’s familiarities with the general study area. The general finding of this study is that deficiencies exist within the current roadway facilities, however, the additional traffic impacts associated with the proposed development are not expected to have a significant impact on the surrounding roadways.
Project Description The parcel is located along Chestnut Street and Eliot Street in the Town of Ashland, Massachusetts. The site is bordered by Chestnut Street to the west, Eliot Street to the south. Figure 1 shows the site location map. The project will include 93 age-restricted detached single-family homes, and will be served by a single driveway located along Chestnut Street (with a gated emergency access to the south on to Eliot Street). Each home provides garage parking for two vehicles, as well as space to park at least one car in a driveway. A total of 44 additional parking spaces are provided in small clusters spaced throughout the site for use by guests and visitors. The site plan is shown in Figure 2.
Study Area Based on VHB’s knowledge of the area, and through discussions with the Town, it was agreed that the likely impacts of the project on the surrounding roadways system should focus on the intersections of Eliot Street at Chestnut Street and the proposed
1
Introduction
\\vhb\proj\Wat-LD\13050.00\reports\Traffic\Traffic Impact and Access Study Report_FINAL.docx
\\mawald\ld\13050.00\GIS\Project\Site_Location.mxd
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EBAY DRIVE
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PROSPEC
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T HEIGHTS
ELIOT STREET
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1,000 Feet
Source: MassGIS
Site Location 466 Chestnut Street Ashland, Massachusetts
AD
EC
TS
500
NE LA
D ROA
S EA
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Vanasse Hangen Brustlin, Inc. Figure 1
\\mawald\ld\13050.00\graphics\FIGURES\Conceptual_Site.indd
Vernal Pool A
Wetland #2
Wetland #1
Wetland #3
Vernal Pool B
0
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150
37.5
75
150 Feet
300 Feet
Vanasse Hangen Brustlin, Inc.
Conceptual Site Plan 466 Chestnut Street Ashland, Massachusetts
Figure 2
site driveway at Chestnut Street. Figure 3 shows the study area intersections in relation to the site.
Study Methodology This traffic assessment is presented in three stages. First is the evaluation of the current transportation environment in the immediate vicinity of the parcel. Second is the forecast of traffic and assessment of the likely impacts associated with the proposed residential development on the study area intersections and roadways in consideration of the future roadway network. Lastly, recommended actions are proposed to mitigate the project’s traffic impact on the current and future roadway networks.
2
Introduction
\\vhb\proj\Wat-LD\13050.00\reports\Traffic\Traffic Impact and Access Study Report_FINAL.docx
\\mawald\ld\13050.00\GIS\Project\Study_Intersections.mxd
TR EE T
CH ES T KR
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OA D
A NNE DR IVE
EBAY DRIVE
E
W
S TLE R
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Study Area Intersection
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ASHLAND WEBSTER ROA
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HOLLISTON
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LIF ILD E
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1,000 Feet
Source: MassGIS
Study Area Intersection 466 Chestnut Street Ashland, Massachusetts
AD
EC
TS
500
NE LA
D ROA
S EA
0
D HA R
DS
EET T S TR WE S
HOPKINTON
BR
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135
D R OA ARK EP T TA
R TOWE
Vanasse Hangen Brustlin, Inc. Figure 3
Existing Conditions
Evaluation of the transportation impacts associated with the proposed project requires a thorough understanding of the existing transportation system in the project study area. The existing conditions evaluation consisted of an inventory of the traffic control, roadway, driveway, and intersection geometry in the study area; collection of peak period traffic volumes; and review of recent vehicular crash history. Each of these elements is described in detail below.
Roadway and Intersection Geometry The major travel routes with the study area are described below and the study area intersections and roadway corridors were presented in Figure 3.
Chestnut Street Chestnut Street is a north-south roadway that extends from Main Street in the north to Route 126 in the south. Chestnut Street is under local jurisdiction, and consists of one lane in each direction. Within the study area, land use along Chestnut Street consists mainly of residential uses and open space.
Eliot Street Eliot Street is an east-west roadway that extends from Route 126 to the east to the Chestnut Street to the west. Within the study area, Eliot Street is under local jurisdiction, and consists of one lane in each direction. Within the study area, land use along Eliot Street is also mainly residential and open space.
Eliot Street at Chestnut Street Eliot Street intersects Chestnut Street to form a three-way unsignalized T-intersection. Both Chestnut Street and Eliot Street consists of one lane in each direction.
3
Existing Condition
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Traffic Volume Data To identify current traffic flow characteristics along the major roadways serving the project study area, peak-hour turning movement counts (TMC) and daily traffic volumes were collected on roadways and intersections in and around the study area in June 2015. Weekday daily volumes along roadways were collected using automated traffic recorders (ATRs) over a 48-hour period while weekday morning and evening peak hour (7:00 AM – 9:00 AM; 4:00 PM – 6:00 PM) volumes were collected using manual turning movement/ classification counts to identify current traffic volumes traveling through key intersections in the study area. As Table 1 indicates, Chestnut Street (in the immediate vicinity of the proposed project site driveway) carries approximately 5,900 vehicles on an average weekday. Peak hour traffic accounts between approximately 10 percent of the daily traffic during the morning peak hour, and 11 percent during the evening peak hour.
Table 1 Observed Traffic Volume Summary Location
Dailya
Chestnut Street, north of Eliot Street
Weekday Morning Peak Hour
Weekday
Volumeb
5,900
565
K
Factorc 9.5%
Dir.
Dist.d
79% NB
Weekday Evening Peak Hour Volume
K Factor
Dir. Dist.
675
11.4%
69% SB
Source: VHB; based on automatic recorder counts conducted in June 2015 a Average daily traffic expressed in vehicles per day b Expressed in vehicles per hour c percent of traffic occurs during the peak hour d directional distribution of peak hour traffic
Seasonality of Count Data The traffic data collected for this Project was obtained during the month of June. To evaluate the potential of seasonal fluctuation of traffic volumes on roadways near the project site, the 2011 Weekday Seasonal Factors published by MassDOT were reviewed. According to published MassDOT seasonal factors, June traffic counts are higher than average month conditions. As such, to provide a conservative analysis, the existing traffic counts were not seasonally adjusted. Figure 4 reflects the 2015 existing weekday morning and evening peak hour traffic volumes at the intersection of Eliot Street and Chestnut Street.
4
Existing Condition
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20 240
175 115
5 90
460 10
WEEKDAY EVENING PEAK HOUR
455 240
110 5
WEEKDAY MORNING PEAK HOUR
Vanasse Hangen Brustlin, Inc.
Not to Scale
Figure 4: 2015 Existing Condition June 2015
The Green Company Ashland, MA
Vehicular Crash History In order to identify whether there are any pre-existing safety issues within the Project’s study area, VHB conducted a review of the MassDOT Crash Database to document the number of vehicular collisions that have taken place over the most recent available five years (2008-2012). Table 2 presents the number of crashes and crash characteristics for the intersection of Eliot Street at Chestnut Street. Results from the crash database show the intersection is experiencing about 2 ½ crashes every year (on average). The majority of crashes at this intersection are single vehicle crashes that resulted mostly in property damage only. As most of these crashes occur under clear weather and dry roadway conditions, weather is not a contributing factor for these crashes. The posted speed limit along this stretch of Chestnut Street is 30 miles per hour (mph). However, based on the speed data collected using the automatic traffic recorder (ATR), the 85th percentile speed along Chestnut Street is between 39 to 40 miles per hour. While not uncommon for roadways such as Chestnut Street, vehicles are operating at speeds approximately 10 miles per hour higher than the posted speed limit and this may be a contributing factor in these crashes.
5
Existing Condition
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Table 2 Vehicular Crash Data 2008-2012 Eliot Street at Chestnut Street Year 2008 2009 2010 2011 2012 Total Collision Type Angle Head-on Rear-end Rear-to-rear Sideswipe, opposite direction Sideswipe, same direction Single vehicle crash Unknown/Not Reported Total Crash Severity Fatal injury Non-fatal injury Property Damage Only Unknown/Not Reported Total Time of Day Weekday, 7:00 AM - 9:00 AM Weekday, 4:00 PM - 6:00 PM Saturday, 11:00 AM - 2:00 PM Weekday, other time Weekend, other time Total Pavement Conditions Dry Wet Snow/Ice Other Unknown/Not Reported Total
2 4 2 2 3 13 2 0 1 0 0 0 10 0 13
0 0 12 1 13 2 1 0 7 3 13 9 2 2 0 0 13
Non-Motorist (Bike, Pedestrian)
0
Source: Massachusetts Department of Transportation Crash Data 2008-2012.
6
Existing Condition
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Highway Safety Improvement Program VHB reviewed the MassDOT’s Highway Safety Improvement Program (HSIP) database to determine if the study area intersections are HSIP-eligible and determined that the intersection of Eliot Street at Chestnut Street is not an HSIP-eligible cluster.
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Existing Condition
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Future Conditions
Future conditions for the traffic assessment are conducted in two steps. First, the baseline traffic volumes in the study area are projected to year 2022, reflecting a seven-year traffic planning horizon (which is the normal horizon for traffic studies). Any anticipated roadway improvements that may affect the flow of traffic within the study area, and background traffic growth based on known development projects, would be included in the traffic volumes on the roadway network under the year 2022 No-Build Condition. Secondly, anticipated Project-generated traffic volumes were added to the year 2022 No-Build traffic volumes to reflect the year 2022 Build Condition in the study area. This section describes the process used to arrive at these development conditions.
Background Traffic Growth Traffic growth on area roadways is a function of the expected land development, economic activity, and changes in local and regional demographics. A frequently used procedure by the transportation engineering industry is to estimate the historical annual percentage increase in traffic volumes and apply that increase to the studyarea traffic volumes. Another procedure involves estimation of traffic generated by specific planned major developments that would be expected to affect traffic volumes on the study area roadways. Through discussions with the Town staff, no major development projects have been identified that would drastically alter or impact traffic volumes along Eliot or Chestnut Streets. Therefore, for the purpose of this assessment, a 0.5 percent annual growth was used and will account for the anticipated traffic growth within the study area over the next seven year period. As such, VHB has used this growth rate to account for general background growth for the 2022 NoBuild Conditions.
No-Build Traffic Volumes The 2022 No-Build traffic volumes were developed by applying the 0.5 percent annual growth rate over the seven-year study horizon to the 2015 Existing Conditions traffic volumes. Figure 5 show the resulting 2022 No-Build peak hour traffic volumes.
8
Future Condition
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20 250
180 120
5 95
475 10
WEEKDAY EVENING PEAK HOUR
470 250
115 5
WEEKDAY MORNING PEAK HOUR
Vanasse Hangen Brustlin, Inc.
Not to Scale
Figure 5: 2022 No-Build Condition June 2015
The Green Company Ashland, MA
Trip Generation The rate at which any development generates traffic is dependent upon a number of factors such as size, location, and concentration of surrounding developments. The number of vehicle-trips to be generated by the proposed project was estimated based on trip generation rates provided in the Trip Generation 1 manual, published by the Institute of Transportation Engineers (ITE). ITE land use code 251 (Senior Adult Detached Housing) was determined to be the most appropriate land use code for this development as it captures the general essence of the land use’s being proposed. Table 4 summarizes the projected trip generation associated with the development based on the standardized ITE rates.
Trip Generation Summary As shown in Table 4, the proposed development is estimated to generate 45 morning peak hour trips, 40 evening peak hour trips, and a total of 440 daily trips.
Table 4 Trip Generation Development Type ITE Land Use Code Size
Senior Adult Detached Housinga 251 93 units
Weekday Dailyb
440
Weekday AMc Enter Exit Total
15 30 45
Weekday PM Enter Exit Total
25 15 40
a - Institute of Transportation Engineers, Trip Generation, 9th Edition - Land Use Code 251 [Senior Adult Detached Housing] 93 units; regression equation b – expressed in vehicles per day c – expressed in vehicles per hour
As noted, the proposed development will generate approximately 45 morning peak hour trips and 40 evening trips. This equates to less than one additional trip on the roadway system every minute.
1
Trip Generation (9th edition), Institute of Transportation Engineers, Washington DC, 2013
9
Future Condition
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Comparison to Single Family Detached Housing The traffic volumes forecasted for the proposed 93 age-restricted homes building program are comparable to those that could otherwise be generated by an alternative as-of right residential development program. Based upon conceptual lotting studies, the site can yield 36 to 39 single family homes lots via traditional subdivision under existing zoning and existing site constraints. Table 5 illustrates a side by side trip generation comparison between the proposed project and a traditional single family subdivision on the site.
Table 5 Single Family Detached Housing Trip Generation Development Type
Senior Adult Detached Housinga
Single Family Detached Housingb
ITE Land Use Code Size
251 93 units
210 36 units
As-of Right Single Family Detached Housingb 210 39 units
Weekday Dailyc
440
410
440
Weekday AMd Enter Exit Total
15 30 45
10 25 35
10 30 40
Weekday PM Enter Exit Total
25 15 40
25 15 40
30 15 45
a - Institute of Transportation Engineers, Trip Generation, 9th Edition - Land Use Code 251 [Senior Adult Detached Housing] 93 units; regression equation b - Institute of Transportation Engineers, Trip Generation, 9th Edition - Land Use Code 210 [Single Family Detached Housing] 36 units; regression equation c – expressed in vehicles per day d – expressed in vehicles per hour
Trip Distribution and Assignment Traffic distribution patterns for the development were estimated using the observed traffic patterns along the surrounding roadways. Since the only daily-use access for the proposed development is off of Chestnut Street, all traffic for the project will arrive and depart via the Chestnut Street driveway as shown in Table 6. Figure 6 illustrates the anticipated vehicular trip distribution pattern for the proposed development.
10
Future Condition
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TR EE T
IV E
TAT E
PA R
KR
E
TS
CH ES T
NU
AN DS
ROS
OA D
AY
HAVEN W
JO
A NNE DR IVE
EBAY DRIVE
E
W
S TLE R
OA
IT S T
REET
D
C RE
CA
E LAN
NE
LARCRIDG
F RU
STWOOD DRIVE
HL
DR
STAGEC OA CH DR IV
OA D
WA RR EN R
S AS
OD
E
E DG EWO
LAN
ME T
DON LY N
Ashland State Park
ASHLAND WEBSTER ROA
75%
D
nd Re ser voi r
PROSPEC
T HEIGHTS
As h la
Site
O PR
25%
ELIOT STREET
SP T EC ST
IRC
LE
ME
W V IE LA KE EET
RD C
A
DR
W DO
SOU
ET TRE TH S
HI
GH
LA N
ORC
ET TRE
ERT ROB
E TR
HOLLISTON
CH RO OA
ET
OAD D OR S E T R
W
LIF ILD E
IVE DR
1,000 Feet
Source: MassGIS
Vanasse Hangen Brustlin, Inc. Trip Distribution 466 Chestnut Street Ashland, Massachusetts
AD
EC
TS
500
NE LA
D ROA
S EA
0
D HA R
DS
EET T S TR WE S
HOPKINTON
BR
E IV
R SPRING ST
A LLA
OO
K
TE R
LA NE
RA CE
ET RE
LO RI NG
ST AG
135
ROAD
T R EE ST
ROP O LI TAN AVENUE
IN MA
D R OA ARK EP T TA
R TOWE
Figure 6
Table 6 Trip Distribution Travel Route Chestnut Street
Direction To/From
Distribution
North
75%
South
25%
Total
100%
The projected site-generated traffic volumes, as shown in Table 4, were distributed on the study area roadways using the trip distribution shown in Table 6 and added to the 2022 No-Build peak hour traffic volumes to develop the 2022 Build peak hour traffic volumes. These 2022 Build traffic volumes are shown in Figure 7.
11
Future Condition
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20 250
185 120
480 10
5 95
475 250
125 5
10 5
200 5
20 10
485 20
WEEKDAY EVENING PEAK HOUR
475 5
120 10
WEEKDAY MORNING PEAK HOUR
Vanasse Hangen Brustlin, Inc.
Not to Scale
Figure 7: 2022 Build Condition June 2015
The Green Company Ashland, MA
Traffic Operations Analysis
Measuring existing traffic volumes and projecting future traffic volumes quantifies traffic within the study area. To assess quality of flow, roadway capacity analyses were conducted with respect to the 2015 Existing conditions and projected 2022 No-Build and Build traffic volume conditions. Capacity analyses provide an indication of the adequacy of the roadway facilities to serve the anticipated traffic demands.
Level of Service and Delay Criteria The evaluation criteria used to analyze area intersections in this traffic study are based on the 2010 Highway Capacity Manual [HCM] 2(with analysis results for signalized intersections being reported directly from the Synchro 8-analysis methodology).
Level of service (LOS) is the term used to denote the different operating conditions which occur on a given roadway segment under various traffic volume loads. It is a qualitative measure of a number of factors including roadway geometrics, speed, travel delay and freedom to maneuver. Level of service provides an index to the operational qualities of a roadway segment or an intersection. Level-of-service designations range from A to F, with LOS A representing the least congested operating conditions and LOS F representing the most congested conditions.
Delay is a complex measure that depends upon a number of variables such as volume-to-capacity (v/c) ratio, freedom to maneuver, and traffic control. Of all the factors cited, v/c ratios have the least effect on delay. Thus, for any given v/c ratio, a range of delay values [and, therefore, levels of service] may result. Conversely, for a given level of service, the v/c ratio may lie anywhere within a broad range. Comparison of intersection capacity results therefore requires that in addition to the LOS, the other measures of effectiveness [MOEs] also be considered.
For unsignalized intersections, the analysis assumes that traffic on the mainline is not affected by traffic on the side streets. Thus, the LOS designation is for the critical movement exiting the side street, and is typically the left turn out of the side street or site driveway. 2 Highway Capacity Manual; Transportation Research Board; 2010.
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Traffic Operations Analysis
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Level-of-Service Analysis Levels-of-service analyses were conducted for the 2015 Existing, 2022 No-Build, and 2022 Build Conditions for the intersections of Eliot Street at Chestnut Street and the proposed site driveway at Chestnut Street. A summary of the capacity analyses for the morning and evening peak hour of the two intersections are presented in Table 7. The capacity analyses worksheets are included in the Appendix. The analytical methodologies typically used for the analysis of unsignalized intersections use conservative analysis parameters, such as high critical gaps 3. Actual field observations indicate that drivers on minor streets generally accept smaller gaps in traffic than those used in the analysis procedures and therefore experience less delay than reported by the analysis software. Consequently, the analysis results tend to overstate the actual delays experienced in the field. For this reason, the results of the unsignalized intersection analyses herein should be considered highly conservative.
Table 7 Unsignalized Intersection Capacity Analysis Summary
Location
Morning Peak Hour 2015 Existing Conditions 2022 No-Build Conditions Critical Movement Dem 1 v/c 2 Del 3 LOS 4 Dem v/c Del LOS
Proposed Driveway at Chestnut Street
WB L/R
Eliot Street at Chestnut Street
WB L/R
Location
N/A 95
0.29
N/A 19
C
100
0.32
20
C
Evening Peak Hour 2015 Existing Conditions 2022 No-Build Conditions Critical Movement Dem 1 v/c 2 Del 3 LOS 4 Dem v/c Del LOS
Proposed Driveway at Chestnut Street
WB L/R
Eliot Street at Chestnut Street
WB L/R
N/A 260
0.80
N/A 45
E
270
0.86
54
F
2022 Build Conditions6 Dem v/c Del LOS 30
0.07
13
B
100
0.33
20
C
2022 Build Conditions6 Dem v/c Del LOS 15
0.03
12
B
270
0.87
56
F
Source: VHB, Inc. using Synchro 8 (Build 804, Rev 775) software. 1 demand in vehicles per hour for unsignalized intersections; the demand applies to only the most critical street approach or lane group 2 volume-to-capacity ratio for the critical movement 3 delay of critical approach only, rounded to the nearest whole second 4 level of service EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; SW = Southwestbound; R = right; L= left
As shown in Table 7, the proposed site driveway at Chestnut Street is projected to operate at LOS B during both morning and evening peak hours. 3
13
‘critical gap’ is defined as the minimum time, in seconds, between successive major-stream vehicles, in which a minor-street vehicle can make a maneuver
Traffic Operations Analysis
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The level of service for Eliot Street at Chestnut Street currently operates at LOS E during the evening peak hour under existing conditions, and the analysis shows that the intersection is projected to deteriorate to LOS F under the 2022 No-Build Condition i.e., without any new traffic from the proposed project. The analysis also shows that the new traffic associated with the proposed residential development will have a negligible impact at this intersection and along the roadway.
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Traffic Operations Analysis
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Mitigation & Conclusions
The preceding study has outlined the general impacts of the proposed residential development on the study area roadways. In general, the Project’s traffic impacts are expected to be minimal along area roadways and will be easily accommodated by the existing roadway infrastructure surrounding the site. The overall increase in project-related traffic will be between 10 to 30 vehicles per hour during peak conditions on any given roadway near the project site. With over 550 peak hour trips already traveling along Chestnut Street, this additional volume represents only a small percentage increase and will not represent a significant (or even noticeable) new vehicle trip increase over current peak hour conditions. On this basis no mitigation actions are warranted.
Site Access The primary driveway onto Chestnut Street will be constructed to provide a safe and efficient access point to the overall development given its location and roadway geometry. The driveway has adequate width to provide for reasonable entry and exit of the residents of the development, as well as, for emergency response vehicles; and the location on Chestnut Street affords safe sight lines for all turning movements and approaches.
Sight Distance The primary site driveway has been shifted and will be constructed approximately 18 feet to the north of the current driveway location that remains from the prior office use on the site. Given the placement of the driveway and the noted speeds along Chestnut Street (presented previously in this study), VHB conducted a sight line evaluation to consider both stopping sight distance (SSD) and intersection sight distance (ISD). SSD is the distance necessary for a vehicle traveling at a certain speed to stop before reaching a stationary object in its path. ISD is the distance provided at an intersection which allows drivers the ability to perceive and react to the presence of potentially conflicting vehicles. As noted, the posted speed limit along Chestnut Street is 30mph,
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Mitigation and Conclusions
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but the observed 85th percentile speed was noted to be 40mph. For safety and design purposes, the higher (observed) speed was utilized in the calculation of both SSD and ISD at this location. SSD and ISD recommended distances are provided by the American Association of State Highway Transportation Officials (AASHTO). The recommended SSD for a vehicle traveling 40mph is 305 feet (meaning a driver should be able to clearly see a distance of 305 feet in front of their vehicle as they travel along the roadway). The recommended ISD for a vehicle turning left out of the Chestnut Street driveway is 445 feet, and is 385 feet for a driver turning right out of the Chestnut Street driveway. In both cases (SSD and ISD), VHB reviewed the sight lines from a point where the proposed driveway is being considered. Assuming that minor vegetation clearing can be made on the site frontage along Chestnut Street, the following results were obtained:
SSD provided along Chestnut Street exceeds 400 feet in each direction for approaching vehicles and, therefore, the SSD requirements for this driveway are met.
ISD provided for drivers exiting the site exceeds 500 feet looking right out of the driveway (and ISD requirements are met in this direction).
ISD provided for drivers exiting the site is approximately 450 feet looking left out of the driveway (ISD requirements are met also in this direction).
In order to maintain these sight lines, VHB recommends that annual clearing of any overgrown vegetation take place along the site frontage – particularly in the immediate vicinity of the proposed site driveway. Similarly, no signage should be erected that might impede the ability for drivers to see oncoming vehicles along Chestnut Street.
Pedestrian Accommodations It is noted that the site plan proposes a trail connection to the trail network in Warren Woods across Eliot Street in the area of the farm house. While a striped pedestrian crosswalk and appropriate pedestrian crossing signs are recommended, these should be considered carefully in light of the Eliot Road’s status as a designated scenic roadway in Ashland.
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Mitigation and Conclusions
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Conclusions & Findings In reviewing the proposed residential development off of Chestnut Street in Ashland, this study has summarized the current traffic volumes and safety data, projected future conditions, and analyzed expected driveway operations. Based on the information gathered and assessed, the transportation impacts associated with this project will be negligible. Based on typical transportation engineering safety and operational standards, the driveway connection will provide for safe and efficient vehicular access and the pedestrian connectivity will meet the needs of the residents and visitors on the site.
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Mitigation and Conclusions
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APPENDIX
Turning Movement Counts Automatic Traffic Recorder Counts Intersection Capacity Analyses o Existing Condition o No-Build Condition o Build Condition
TURNING MOVEMENT COUNTS
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
Start Time
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Groups Printed- Cars - Heavy Vehicles Eliot Street From East U-Turn Right Left U-Turn
Chestnut Street From North Thru Left
Chestnut Street From South Right Thru
: 154499 A : TBA : 6/9/2015 :1
U-Turn
Int. Total
07:00 AM 07:15 AM 07:30 AM 07:45 AM Total
18 24 30 30 102
4 0 2 2 8
0 0 0 0 0
1 1 0 1 3
14 27 19 26 86
0 0 0 0 0
51 60 52 74 237
74 100 124 116 414
0 0 0 0 0
162 212 227 249 850
08:00 AM 08:15 AM 08:30 AM 08:45 AM Total
26 36 34 27 123
3 4 0 3 10
0 0 0 0 0
3 0 2 1 6
19 13 23 24 79
0 0 0 0 0
55 48 31 32 166
116 89 76 64 345
0 0 0 0 0
222 190 166 151 729
Grand Total Apprch % Total % Cars % Cars Heavy Vehicles % Heavy Vehicles
225 92.6 14.2 211 93.8 14 6.2
18 7.4 1.1 18 100 0 0
0 0 0 0 0 0 0
9 5.2 0.6 9 100 0 0
165 94.8 10.4 156 94.5 9 5.5
0 0 0 0 0 0 0
403 34.7 25.5 393 97.5 10 2.5
759 65.3 48.1 741 97.6 18 2.4
0 0 0 0 0 0 0
1579
Chestnut Street From North Start Time Thru Left U-Turn Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
App. Total
Peak Hour for Entire Intersection Begins at 07:15 AM 24 0 0 07:15 AM 30 2 0 07:30 AM 30 2 0 07:45 AM 26 3 0 08:00 AM Total Volume 110 7 0 % App. Total 94 6 0 PHF .917 .583 .000 100 7 0 Cars 90.9 100 0 % Cars 10 0 0 Heavy Vehicles 9.1 0 0 % Heavy Vehicles
24 32 32 29 117 .914 107 91.5 10 8.5
Right
1 0 1 3 5 5.2 .417 5 100 0 0
Eliot Street From East Left U-Turn
27 19 26 19 91 94.8 .843 87 95.6 4 4.4
0 0 0 0 0 0 .000 0 0 0 0
App. Total
Right
Chestnut Street From South Thru U-Turn
28 19 27 22 96
60 52 74 55 241 34.6 .814 233 96.7 8 3.3
100 124 116 116 456 65.4 .919 447 98.0 9 2.0
.857 92 95.8 4 4.2
0 0 0 0 0 0 .000 0 0 0 0
1528 96.8 51 3.2
App. Total
Int. Total
160 176 190 171 697
212 227 249 222 910
.917 680 97.6 17 2.4
.914 879 96.6 31 3.4
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
Start Time
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Chestnut Street From North Thru Left
U-Turn
Int. Total
16 22 25 28 91
4 0 2 2 8
0 0 0 0 0
1 1 0 1 3
14 27 18 24 83
0 0 0 0 0
51 58 50 72 231
72 99 120 112 403
0 0 0 0 0
158 207 215 239 819
08:00 AM 08:15 AM 08:30 AM 08:45 AM Total
25 34 34 27 120
3 4 0 3 10
0 0 0 0 0
3 0 2 1 6
18 13 22 20 73
0 0 0 0 0
53 48 30 31 162
116 85 74 63 338
0 0 0 0 0
218 184 162 145 709
Grand Total Apprch % Total %
211 92.1 13.8
18 7.9 1.2
0 0 0
9 5.5 0.6
156 94.5 10.2
0 0 0
393 34.7 25.7
741 65.3 48.5
0 0 0
1528
App. Total
Peak Hour for Entire Intersection Begins at 07:15 AM 22 0 0 07:15 AM 25 2 0 07:30 AM 28 2 0 07:45 AM 25 3 0 08:00 AM Total Volume 100 7 0 % App. Total 93.5 6.5 0 PHF .893 .583 .000
22 27 30 28 107 .892
Right
1 0 1 3 5 5.4 .417
Eliot Street From East Left U-Turn
27 18 24 18 87 94.6 .806
0 0 0 0 0 0 .000
U-Turn
Chestnut Street From South Right Thru
07:00 AM 07:15 AM 07:30 AM 07:45 AM Total
Chestnut Street From North Start Time Thru Left U-Turn Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
U-Turn
Groups Printed- Cars Eliot Street From East Right Left
: 154499 A : TBA : 6/9/2015 :1
App. Total
Right
Chestnut Street From South Thru U-Turn
28 18 25 21 92
58 50 72 53 233 34.3 .809
99 120 112 116 447 65.7 .931
.821
0 0 0 0 0 0 .000
App. Total
Int. Total
157 170 184 169 680
207 215 239 218 879
.924
.919
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
Start Time
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Chestnut Street From North Thru Left
U-Turn
Int. Total
2 2 5 2 11
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 1 2 3
0 0 0 0 0
0 2 2 2 6
2 1 4 4 11
0 0 0 0 0
4 5 12 10 31
08:00 AM 08:15 AM 08:30 AM 08:45 AM Total
1 2 0 0 3
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
1 0 1 4 6
0 0 0 0 0
2 0 1 1 4
0 4 2 1 7
0 0 0 0 0
4 6 4 6 20
Grand Total Apprch % Total %
14 100 27.5
0 0 0
0 0 0
0 0 0
9 100 17.6
0 0 0
10 35.7 19.6
18 64.3 35.3
0 0 0
51
App. Total
Peak Hour for Entire Intersection Begins at 07:30 AM 5 0 0 07:30 AM 2 0 0 07:45 AM 1 0 0 08:00 AM 2 0 0 08:15 AM Total Volume 10 0 0 % App. Total 100 0 0 PHF .500 .000 .000
5 2 1 2 10 .500
Right
0 0 0 0 0 0 .000
Eliot Street From East Left U-Turn
1 2 1 0 4 100 .500
0 0 0 0 0 0 .000
U-Turn
Chestnut Street From South Right Thru
07:00 AM 07:15 AM 07:30 AM 07:45 AM Total
Chestnut Street From North Start Time Thru Left U-Turn Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
U-Turn
Groups Printed- Heavy Vehicles Eliot Street From East Right Left
: 154499 A : TBA : 6/9/2015 :1
App. Total
Right
Chestnut Street From South Thru U-Turn
1 2 1 0 4
2 2 2 0 6 33.3 .750
4 4 0 4 12 66.7 .750
.500
0 0 0 0 0 0 .000
App. Total
Int. Total
6 6 2 4 18
12 10 4 6 32
.750
.667
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Chestnut Street From North Left Peds EB
Chestnut Street From South Thru Peds WB
Start Time
Thru
Peds NB
Right
Peds EB
Int. Total
07:00 AM 07:15 AM 07:30 AM 07:45 AM Total
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 1 0 0 1
0 0 0 0 0
0 0 0 0 0
0 1 0 0 1
08:00 AM 08:15 AM 08:30 AM 08:45 AM Total
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
Grand Total Apprch % Total %
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
1 100 100
0 0 0
0 0 0
1
Start Time
Chestnut Street From North Left Peds EB Peds WB
Thru
Peds WB
Groups Printed- Peds and Bikes Eliot Street From East Right Left Peds SB
: 154499 A : TBA : 6/9/2015 :1
Eliot Street From East App. Total
Right
Left
Peds SB
Peds NB
App. Total
Right
Peak Hour for Entire Intersection Begins at 07:00 AM 0 0 0 0 0 07:00 AM 0 0 0 0 0 07:15 AM 0 0 0 0 0 07:30 AM 0 0 0 0 0 07:45 AM Total Volume 0 0 0 0 0 % App. Total 0 0 0 0 PHF .000 .000 .000 .000 .000
0 0 0 0 0 0 .000
0 0 0 0 0 0 .000
0 0 0 0 0 0 .000
0 0 0 0 0 0 .000
0 0 0 0 0
0 0 0 0 0 0 .000
Chestnut Street From South Thru Peds WB Peds EB
App. Total
Int. Total
0 1 0 0 1
0 1 0 0 1
.250
.250
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
.000
0 1 0 0 1 100 .250
0 0 0 0 0 0 .000
0 0 0 0 0 0 .000
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
Chestnut Street From North Start Time Thru Left U-Turn Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
App. Total
Peak Hour for Entire Intersection Begins at 07:15 AM 24 0 0 07:15 AM 30 2 0 07:30 AM 30 2 0 07:45 AM 26 3 0 08:00 AM Total Volume 110 7 0 % App. Total 94 6 0 PHF .917 .583 .000 100 7 0 Cars 90.9 100 0 % Cars 10 0 0 Heavy Vehicles 9.1 0 0 % Heavy Vehicles
24 32 32 29 117 .914 107 91.5 10 8.5
Eliot Street From East Left U-Turn
Right
1 0 1 3 5 5.2 .417 5 100 0 0
27 19 26 19 91 94.8 .843 87 95.6 4 4.4
0 0 0 0 0 0 .000 0 0 0 0
App. Total
Right
Chestnut Street From South Thru U-Turn
28 19 27 22 96
60 52 74 55 241 34.6 .814 233 96.7 8 3.3
100 124 116 116 456 65.4 .919 447 98.0 9 2.0
.857 92 95.8 4 4.2
0 0 0 0 0 0 .000 0 0 0 0
Chestnut Street Out In Total 452 107 559 9 10 19 461 578 117 100 10 110 Thru
7 0 0 0 7 0 Left U-Turn
Peak Hour Data Eliot Street In Total 92 332 4 12 96 344
187 680 867 14 17 31 201 697 898 Out In Total Chestnut Street
Out 240 8 248
Thru Right U-Turn 447 233 0 9 8 0 456 241 0
87 0 4 0 91 0 Left U-Turn
Cars Heavy Vehicles
5 0 5 Right
North Peak Hour Begins at 07:15 AM
: 154499 A : TBA : 6/9/2015 :1
App. Total
Int. Total
160 176 190 171 697
212 227 249 222 910
.917 680 97.6 17 2.4
.914 879 96.6 31 3.4
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
Start Time
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Groups Printed- Cars - Heavy Vehicles Eliot Street From East U-Turn Right Left U-Turn
Chestnut Street From North Thru Left
Chestnut Street From South Right Thru
: 154499 AA : TBA : 6/9/2015 :1
U-Turn
Int. Total
07:00 AM 07:15 AM 07:30 AM 07:45 AM Total
73 95 112 71 351
2 1 3 4 10
0 0 1 0 1
1 3 3 5 12
48 42 61 52 203
0 0 0 0 0
36 23 21 32 112
41 30 26 47 144
0 0 0 0 0
201 194 227 211 833
08:00 AM 08:15 AM 08:30 AM 08:45 AM Total
121 134 106 98 459
3 2 1 6 12
0 0 0 0 0
3 2 5 8 18
52 68 67 55 242
0 0 0 0 0
30 24 27 34 115
48 36 53 39 176
0 0 0 0 0
257 266 259 240 1022
Grand Total Apprch % Total % Cars % Cars Heavy Vehicles % Heavy Vehicles
810 97.2 43.7 796 98.3 14 1.7
22 2.6 1.2 22 100 0 0
1 0.1 0.1 1 100 0 0
30 6.3 1.6 30 100 0 0
445 93.7 24 442 99.3 3 0.7
0 0 0 0 0 0 0
227 41.5 12.2 225 99.1 2 0.9
320 58.5 17.3 309 96.6 11 3.4
0 0 0 0 0 0 0
1855
Chestnut Street From North Start Time Thru Left U-Turn Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
App. Total
Peak Hour for Entire Intersection Begins at 08:00 AM 121 3 0 08:00 AM 134 2 0 08:15 AM 106 1 0 08:30 AM 98 6 0 08:45 AM Total Volume 459 12 0 % App. Total 97.5 2.5 0 PHF .856 .500 .000 453 12 0 Cars 98.7 100 0 % Cars 6 0 0 Heavy Vehicles 1.3 0 0 % Heavy Vehicles
124 136 107 104 471 .866 465 98.7 6 1.3
Right
3 2 5 8 18 6.9 .563 18 100 0 0
Eliot Street From East Left U-Turn
52 68 67 55 242 93.1 .890 240 99.2 2 0.8
0 0 0 0 0 0 .000 0 0 0 0
App. Total
Right
Chestnut Street From South Thru U-Turn
55 70 72 63 260
30 24 27 34 115 39.5 .846 115 100 0 0
48 36 53 39 176 60.5 .830 175 99.4 1 0.6
.903 258 99.2 2 0.8
0 0 0 0 0 0 .000 0 0 0 0
1825 98.4 30 1.6
App. Total
Int. Total
78 60 80 73 291
257 266 259 240 1022
.909 290 99.7 1 0.3
.961 1013 99.1 9 0.9
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
Start Time
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Chestnut Street From North Thru Left
U-Turn
Int. Total
72 93 110 68 343
2 1 3 4 10
0 0 1 0 1
1 3 3 5 12
48 42 60 52 202
0 0 0 0 0
36 22 21 31 110
35 28 24 47 134
0 0 0 0 0
194 189 222 207 812
08:00 AM 08:15 AM 08:30 AM 08:45 AM Total
117 134 105 97 453
3 2 1 6 12
0 0 0 0 0
3 2 5 8 18
52 66 67 55 240
0 0 0 0 0
30 24 27 34 115
48 35 53 39 175
0 0 0 0 0
253 263 258 239 1013
Grand Total Apprch % Total %
796 97.2 43.6
22 2.7 1.2
1 0.1 0.1
30 6.4 1.6
442 93.6 24.2
0 0 0
225 42.1 12.3
309 57.9 16.9
0 0 0
1825
App. Total
Peak Hour for Entire Intersection Begins at 08:00 AM 117 3 0 08:00 AM 134 2 0 08:15 AM 105 1 0 08:30 AM 97 6 0 08:45 AM Total Volume 453 12 0 % App. Total 97.4 2.6 0 PHF .845 .500 .000
120 136 106 103 465 .855
Right
3 2 5 8 18 7 .563
Eliot Street From East Left U-Turn
52 66 67 55 240 93 .896
0 0 0 0 0 0 .000
U-Turn
Chestnut Street From South Right Thru
07:00 AM 07:15 AM 07:30 AM 07:45 AM Total
Chestnut Street From North Start Time Thru Left U-Turn Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
U-Turn
Groups Printed- Cars Eliot Street From East Right Left
: 154499 AA : TBA : 6/9/2015 :1
App. Total
Right
Chestnut Street From South Thru U-Turn
55 68 72 63 258
30 24 27 34 115 39.7 .846
48 35 53 39 175 60.3 .825
.896
0 0 0 0 0 0 .000
App. Total
Int. Total
78 59 80 73 290
253 263 258 239 1013
.906
.963
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
Start Time
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Chestnut Street From North Thru Left
U-Turn
Int. Total
1 2 2 3 8
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 1 0 1
0 0 0 0 0
0 1 0 1 2
6 2 2 0 10
0 0 0 0 0
7 5 5 4 21
08:00 AM 08:15 AM 08:30 AM 08:45 AM Total
4 0 1 1 6
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 2 0 0 2
0 0 0 0 0
0 0 0 0 0
0 1 0 0 1
0 0 0 0 0
4 3 1 1 9
Grand Total Apprch % Total %
14 100 46.7
0 0 0
0 0 0
0 0 0
3 100 10
0 0 0
2 15.4 6.7
11 84.6 36.7
0 0 0
30
App. Total
Peak Hour for Entire Intersection Begins at 07:00 AM 1 0 0 07:00 AM 2 0 0 07:15 AM 2 0 0 07:30 AM 3 0 0 07:45 AM Total Volume 8 0 0 % App. Total 100 0 0 PHF .667 .000 .000
1 2 2 3 8 .667
Right
0 0 0 0 0 0 .000
Eliot Street From East Left U-Turn
0 0 1 0 1 100 .250
0 0 0 0 0 0 .000
U-Turn
Chestnut Street From South Right Thru
07:00 AM 07:15 AM 07:30 AM 07:45 AM Total
Chestnut Street From North Start Time Thru Left U-Turn Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
U-Turn
Groups Printed- Heavy Vehicles Eliot Street From East Right Left
: 154499 AA : TBA : 6/9/2015 :1
App. Total
Right
Chestnut Street From South Thru U-Turn
0 0 1 0 1
0 1 0 1 2 16.7 .500
6 2 2 0 10 83.3 .417
.250
0 0 0 0 0 0 .000
App. Total
Int. Total
6 3 2 1 12
7 5 5 4 21
.500
.750
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Chestnut Street From North Left Peds EB
Chestnut Street From South Thru Peds WB
Start Time
Thru
Peds NB
Right
Peds EB
Int. Total
07:00 AM 07:15 AM 07:30 AM 07:45 AM Total
0 0 0 0 0
0 0 0 1 1
0 0 0 0 0
0 0 0 0 0
0 0 1 0 1
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 1 1 2
08:00 AM 08:15 AM 08:30 AM 08:45 AM Total
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
1 0 0 1 2
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
1 0 0 1 2
Grand Total Apprch % Total %
0 0 0
1 100 25
0 0 0
0 0 0
1 100 25
0 0 0
0 0 0
0 0 0
2 100 50
0 0 0
0 0 0
0 0 0
4
Start Time
Chestnut Street From North Left Peds EB Peds WB
Thru
Peds WB
Groups Printed- Peds and Bikes Eliot Street From East Right Left Peds SB
: 154499 AA : TBA : 6/9/2015 :1
Eliot Street From East App. Total
Right
Left
Peds SB
Peds NB
App. Total
Right
Peak Hour for Entire Intersection Begins at 07:15 AM 0 0 0 0 0 07:15 AM 0 0 0 0 0 07:30 AM 0 1 0 0 1 07:45 AM 0 0 0 0 0 08:00 AM Total Volume 0 1 0 0 1 % App. Total 0 100 0 0 PHF .000 .250 .000 .000 .250
0 1 0 0 1 100 .250
0 0 0 0 0 0 .000
0 0 0 0 0 0 .000
0 0 0 0 0 0 .000
0 1 0 0 1
0 0 0 1 1 100 .250
Chestnut Street From South Thru Peds WB Peds EB
App. Total
Int. Total
0 0 0 1 1
0 1 1 1 3
.250
.750
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
.250
0 0 0 0 0 0 .000
0 0 0 0 0 0 .000
0 0 0 0 0 0 .000
N/S: Chestnut Street E: Eliot Street City, State: Ashland, MA Client: VHB/ E. Chan
Chestnut Street From North Start Time Thru Left U-Turn Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
File Name Site Code Start Date Page No
PRECISION D A T A INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
App. Total
Peak Hour for Entire Intersection Begins at 08:00 AM 121 3 0 08:00 AM 134 2 0 08:15 AM 106 1 0 08:30 AM 98 6 0 08:45 AM Total Volume 459 12 0 % App. Total 97.5 2.5 0 PHF .856 .500 .000 453 12 0 Cars 98.7 100 0 % Cars 6 0 0 Heavy Vehicles 1.3 0 0 % Heavy Vehicles
124 136 107 104 471 .866 465 98.7 6 1.3
Eliot Street From East Left U-Turn
Right
3 2 5 8 18 6.9 .563 18 100 0 0
52 68 67 55 242 93.1 .890 240 99.2 2 0.8
0 0 0 0 0 0 .000 0 0 0 0
App. Total
Right
Chestnut Street From South Thru U-Turn
55 70 72 63 260
30 24 27 34 115 39.5 .846 115 100 0 0
48 36 53 39 176 60.5 .830 175 99.4 1 0.6
.903 258 99.2 2 0.8
0 0 0 0 0 0 .000 0 0 0 0
Chestnut Street Out In Total 193 465 658 1 6 7 194 665 471 453 6 459 Thru
12 0 0 0 12 0 Left U-Turn
Peak Hour Data Eliot Street In Total 258 385 2 2 260 387
693 290 983 8 1 9 701 291 992 Out In Total Chestnut Street
Out 127 0 127
Thru Right U-Turn 175 115 0 1 0 0 176 115 0
240 0 2 0 242 0 Left U-Turn
Cars Heavy Vehicles
18 0 18 Right
North Peak Hour Begins at 08:00 AM
: 154499 AA : TBA : 6/9/2015 :1
App. Total
Int. Total
78 60 80 73 291
257 266 259 240 1022
.909 290 99.7 1 0.3
.961 1013 99.1 9 0.9
AUTOMATIC TRAFFIC RECORDER COUNTS
Chestnut Street north of Eliot Street City, State: Ashland, MA Client: VHB/E. Chen
PRECISION D A T A
154499 A Volume Site Code: TBD Date Start: 09-Jun-15
INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Start Time
12:00 12:15 12:30 12:45 01:00 01:15 01:30 01:45 02:00 02:15 02:30 02:45 03:00 03:15 03:30 03:45 04:00 04:15 04:30 04:45 05:00 05:15 05:30 05:45 06:00 06:15 06:30 06:45 07:00 07:15 07:30 07:45 08:00 08:15 08:30 08:45 09:00 09:15 09:30 09:45 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45 Total Percent
SB A.M.
2 3 2 2 4 1 1 0 0 1 0 0 0 0 0 0 1 0 0 2 0 3 5 10 10 15 24 23 22 24 32 32 28 41 32 30 41 21 34 17 24 20 29 22 15 25 30 27 655 29.8%
Day Total
Peak Vol. P.H.F.
P.M.
9
6
1
0
3
18
72
110
131
113
95
97
30 37 29 50 31 27 36 33 36 45 57 48 56 64 85 66 77 95 115 73 126 133 108 105 97 57 76 46 49 41 40 21 33 36 18 23 18 17 21 14 11 9 5 7 5 6 7 6 2225 64.2%
A.M.
146
127
186
271
360
472
276
151
110
70
32
24
2 0 2 2 1 1 1 1 0 1 0 0 0 0 0 0 3 3 7 3 5 10 22 36 46 59 58 80 77 99 120 121 113 94 78 66 52 52 37 37 31 33 33 34 29 25 38 33 1545 70.2%
2880
08:15 144 0.878
-
Combin ed
NB P.M.
6
4
1
0
16
73
243
417
351
178
131
125
27 28 29 25 26 33 30 33 19 44 43 35 30 38 32 34 42 31 31 52 53 40 58 45 39 45 41 27 25 23 13 17 23 13 20 10 13 9 9 11 8 6 8 5 7 3 4 2 1239 35.8%
A.M.
109
122
141
134
156
196
152
78
66
42
27
16
4 3 4 4 5 2 2 1 0 2 0 0 0 0 0 0 4 3 7 5 5 13 27 46 56 74 82 103 99 123 152 153 141 135 110 96 93 73 71 54 55 53 62 56 44 50 68 60 2200
2784
05:00 472 0.887
-
07:15 453 0.936
-
09-Jun15 Tue
P.M.
15
10
2
0
19
91
315
527
482
291
226
222
57 65 58 75 57 60 66 66 55 89 100 83 86 102 117 100 119 126 146 125 179 173 166 150 136 102 117 73 74 64 53 38 56 49 38 33 31 26 30 25 19 15 13 12 12 9 11 8 3464
255
249
327
405
516
668
428
229
176
112
59
40
5664
04:45 203 0.875
-
07:30 581 0.949
-
05:00 668 0.933
-
-
-
Page 1
Chestnut Street north of Eliot Street City, State: Ashland, MA Client: VHB/E. Chen
PRECISION D A T A
154499 A Volume Site Code: TBD Date Start: 09-Jun-15
INDUSTRIES, LLC
P.O. Box 301 Berlin, MA 01503 Office: 508.481.3999 Fax: 508.545.1234 Email: [email protected]
Start Time
12:00 12:15 12:30 12:45 01:00 01:15 01:30 01:45 02:00 02:15 02:30 02:45 03:00 03:15 03:30 03:45 04:00 04:15 04:30 04:45 05:00 05:15 05:30 05:45 06:00 06:15 06:30 06:45 07:00 07:15 07:30 07:45 08:00 08:15 08:30 08:45 09:00 09:15 09:30 09:45 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45 Total Percent
SB A.M.
4 10 4 0 5 0 0 1 0 0 0 1 0 0 1 0 1 2 1 2 2 4 7 13 15 10 25 21 25 32 26 32 27 45 30 38 26 29 24 23 26 23 22 37 31 19 29 30 703 31.0%
Day Total
Peak Vol. P.H.F.
P.M.
18
6
1
1
6
26
71
115
140
102
108
109
41 24 24 35 27 32 27 29 31 46 60 65 59 67 75 82 86 86 90 94 124 137 107 100 86 76 72 48 48 69 37 41 37 34 33 30 23 14 17 17 14 13 10 7 14 15 7 2 2312 63.4%
A.M.
124
115
202
283
356
468
282
195
134
71
44
38
4 1 0 1 0 1 0 0 1 0 2 0 2 0 0 2 2 5 4 4 5 10 22 34 36 56 66 81 91 103 113 119 111 87 86 68 58 47 38 29 40 31 27 36 24 43 29 43 1562 69.0%
3015
08:00 140 0.778
-
Combin ed
NB P.M.
6
1
3
4
15
71
239
426
352
172
134
139
25 31 27 35 29 30 32 33 38 35 43 33 36 34 50 32 35 48 26 33 53 44 58 52 32 41 38 33 38 34 31 21 19 19 16 17 18 11 20 7 18 11 7 2 4 3 4 0 1336 36.6%
A.M.
118
124
149
152
142
207
144
124
71
56
38
11
8 11 4 1 5 1 0 1 1 0 2 1 2 0 1 2 3 7 5 6 7 14 29 47 51 66 91 102 116 135 139 151 138 132 116 106 84 76 62 52 66 54 49 73 55 62 58 73 2265
2898
05:00 468 0.854
-
07:15 446 0.937
-
10-Jun15 Wed
P.M.
24
7
4
5
21
97
310
541
492
274
242
248
66 55 51 70 56 62 59 62 69 81 103 98 95 101 125 114 121 134 116 127 177 181 165 152 118 117 110 81 86 103 68 62 56 53 49 47 41 25 37 24 32 24 17 9 18 18 11 2 3648
242
239
351
435
498
675
426
319
205
127
82
49
5913
05:00 207 0.892
-
07:15 563 0.932
-
05:00 675 0.932
-
-
-
Page 2
INTERSECTION CAPACITY ANALYSES
Existing Condition
13050.00 The Green Company 1: Eliot Street & Chestnut Street
Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
2015 Existing Condition AM Peak Hour
2.1 WBL 90 0 Stop 0 0 0 86 4 105
WBR 5 0 Stop None 86 4 6
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 757 625 132 6.44 5.44 5.44 3.536 373 530 889
625 6.24 3.336 481 -
371 371 530 884
481 -
Approach HCM Control Delay, s HCM LOS
WB 18.5 C
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
NBT NBRWBLn1 SBL - 376 825 - 0.294 0.007 - 18.5 9.4 C A 1.2 0
NBT NBR 455 240 0 0 Free Free - None 0 0 92 92 2 2 495 261 Major1 0 NB 0
0 -
SBL SBT 5 110 0 0 Free Free - None 0 0 91 91 9 9 5 121 Major2 755 4.19 2.281 825 825 -
0 -
SB 0.4
SBT 0 A -
\\vhb\proj\Wat-LD\13050.00\tech\Traffic\Synchro\01_EX_AM.syn VHB
HCM 2010 TWSC 6/21/2015
13050.00 The Green Company 2: Chestnut Street & Proposed Driveway
Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
AM Peak Hour
0 WBL 0 0 Stop 0 0 0 92 2 0
WBR 0 0 Stop None 92 2 0
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 625 500 125 6.42 5.42 5.42 3.518 449 609 901
500 6.22 3.318 571 -
449 449 609 901
571 -
Approach HCM Control Delay, s HCM LOS
WB 0 A
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
2015 Existing Condition
NBT NBRWBLn1 SBL - 1064 0 0 A A 0
NBT NBR 460 0 0 0 Free Free - None 0 0 92 92 2 2 500 0 Major1 0 NB 0
0 -
SBL SBT 0 115 0 0 Free Free - None 0 0 92 92 2 2 0 125 Major2 500 4.12 2.218 1064 1064 -
0 -
SB 0
SBT -
\\vhb\proj\Wat-LD\13050.00\tech\Traffic\Synchro\01_EX_AM.syn VHB
HCM 2010 TWSC 6/21/2015
HCM 2010 TWSC 1: Chestnut Street & Eliot Street
Intersection Int Delay, s/veh
6/21/2015
11.3
Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
WBL 240 0 Stop 0 0 0 90 2 267
WBR 20 0 Stop None 90 2 22
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 807 255 552 6.42 5.42 5.42 3.518 351 788 577
255 6.22 3.318 784 -
346 346 788 569
784 -
Approach HCM Control Delay, s HCM LOS
WB 44.6 E
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
NBT NBRWBLn1 SBL - 362 1241 - 0.798 0.009 - 44.6 7.9 E A 6.8 0
NBT NBR 175 115 0 0 Free Free - None 0 0 91 91 2 2 192 126 Major1 0 NB 0
0 -
SBL SBT 10 460 0 0 Free Free - None 0 0 87 87 2 2 11 529 Major2 319 4.12 2.218 1241 1241 -
0 -
SB 0.2
SBT 0 A -
13050.00 The Green Company 6/21/2015 2015 Existing Condition VHB
Synchro 8 Report Page 1
HCM 2010 TWSC 2: Chestnut Street & Proposed Driveway
Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
0 WBL 0 0 Stop 0 0 0 92 2 0
WBR 0 0 Stop None 92 2 0
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 723 212 511 6.42 5.42 5.42 3.518 393 823 602
212 6.22 3.318 828 -
393 393 823 602
828 -
Approach HCM Control Delay, s HCM LOS
WB 0 A
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
6/21/2015
NBT NBRWBLn1 SBL - 1358 0 0 A A 0
NBT NBR 195 0 0 0 Free Free - None 0 0 92 92 2 2 212 0 Major1 0 NB 0
0 -
SBL SBT 0 470 0 0 Free Free - None 0 0 92 92 2 2 0 511 Major2 212 4.12 2.218 1358 1358 -
0 -
SB 0
SBT -
13050.00 The Green Company 6/21/2015 2015 Existing Condition VHB
Synchro 8 Report Page 2
No-Build Condition
13050.00 The Green Company 1: Eliot Street & Chestnut Street
Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
2022 No Build Condition AM Peak Hour
2.3 WBL 95 0 Stop 0 0 0 86 4 110
WBR 5 0 Stop None 86 4 6
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 784 647 137 6.44 5.44 5.44 3.536 359 517 885
647 6.24 3.336 467 -
356 356 517 879
467 -
Approach HCM Control Delay, s HCM LOS
WB 19.7 C
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
NBT NBRWBLn1 SBL - 360 805 - 0.323 0.007 - 19.7 9.5 C A 1.4 0
NBT NBR 470 250 0 0 Free Free - None 0 0 92 92 2 2 511 272 Major1 0 NB 0
0 -
SBL SBT 5 115 0 0 Free Free - None 0 0 91 91 9 9 5 126 Major2 783 4.19 2.281 805 805 -
0 -
SB 0.4
SBT 0 A -
\\vhb\proj\Wat-LD\13050.00\tech\Traffic\Synchro\03_NB_AM.syn VHB
HCM 2010 TWSC 6/21/2015
13050.00 The Green Company 2: Chestnut Street & Proposed Driveway
Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
AM Peak Hour
0 WBL 0 0 Stop 0 0 0 92 2 0
WBR 0 0 Stop None 92 2 0
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 646 516 130 6.42 5.42 5.42 3.518 436 599 896
516 6.22 3.318 559 -
436 436 599 896
559 -
Approach HCM Control Delay, s HCM LOS
WB 0 A
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
2022 No Build Condition
NBT NBRWBLn1 SBL - 1050 0 0 A A 0
NBT NBR 475 0 0 0 Free Free - None 0 0 92 92 2 2 516 0 Major1 0 NB 0
0 -
SBL SBT 0 120 0 0 Free Free - None 0 0 92 92 2 2 0 130 Major2 516 4.12 2.218 1050 1050 -
0 -
SB 0
SBT -
\\vhb\proj\Wat-LD\13050.00\tech\Traffic\Synchro\03_NB_AM.syn VHB
HCM 2010 TWSC 6/21/2015
HCM 2010 TWSC 1: Chestnut Street & Eliot Street
Intersection Int Delay, s/veh
6/21/2015
13.7
Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
WBL 250 0 Stop 0 0 0 90 2 278
WBR 20 0 Stop None 90 2 22
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 833 264 569 6.42 5.42 5.42 3.518 339 780 566
264 6.22 3.318 775 -
335 335 780 559
775 -
Approach HCM Control Delay, s HCM LOS
WB 53.9 F
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
NBT NBRWBLn1 SBL - 350 1229 - 0.857 0.009 - 53.9 8 F A 7.9 0
NBT NBR 180 120 0 0 Free Free - None 0 0 91 91 2 2 198 132 Major1 0 NB 0
0 -
SBL SBT 10 475 0 0 Free Free - None 0 0 87 87 2 2 11 546 Major2 330 4.12 2.218 1229 1229 -
0 -
SB 0.2
SBT 0 A -
13050.00 The Green Company 6/21/2015 2022 No Build Condition VHB
Synchro 8 Report Page 1
HCM 2010 TWSC 2: Chestnut Street & Proposed Driveway
Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
0 WBL 0 0 Stop 0 0 0 92 2 0
WBR 0 0 Stop None 92 2 0
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 744 217 527 6.42 5.42 5.42 3.518 382 819 592
217 6.22 3.318 823 -
382 382 819 592
823 -
Approach HCM Control Delay, s HCM LOS
WB 0 A
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
6/21/2015
NBT NBRWBLn1 SBL - 1353 0 0 A A 0
NBT NBR 200 0 0 0 Free Free - None 0 0 92 92 2 2 217 0 Major1 0 NB 0
0 -
SBL SBT 0 485 0 0 Free Free - None 0 0 92 92 2 2 0 527 Major2 217 4.12 2.218 1353 1353 -
0 -
SB 0
SBT -
13050.00 The Green Company 6/21/2015 2022 No Build Condition VHB
Synchro 8 Report Page 2
Build Condition
HCM 2010 TWSC 1: Eliot Street & Chestnut Street
Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
6/25/2015
2.3 WBL 95 0 Stop 0 0 0 86 4 110
WBR 5 0 Stop None 86 4 6
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 800 652 148 6.44 5.44 5.44 3.536 351 515 875
652 6.24 3.336 464 -
349 349 515 869
464 -
Approach HCM Control Delay, s HCM LOS
WB 20.1 C
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
NBT NBRWBLn1 SBL - 353 801 - 0.329 0.007 - 20.1 9.5 C A 1.4 0
NBT NBR 475 250 0 0 Free Free - None 0 0 92 92 2 2 516 272 Major1 0 NB 0
0 -
SBL SBT 5 125 0 0 Free Free - None 0 0 91 91 9 9 5 137 Major2 788 4.19 2.281 801 801 -
0 -
SB 0.4
SBT 0 A -
13050.00 The Green Company 6/21/2015 2022 Build Condition VHB
Synchro 8 Report Page 1
HCM 2010 TWSC 2: Chestnut Street & Proposed Driveway
Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
6/25/2015
0.7 WBL 10 0 Stop 0 0 0 92 2 11
WBR 20 0 Stop None 92 2 22
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 671 519 152 6.42 5.42 5.42 3.518 422 597 876
519 6.22 3.318 557 -
417 417 597 866
557 -
Approach HCM Control Delay, s HCM LOS
WB 12.7 B
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
NBT NBRWBLn1 SBL - 501 1044 - 0.065 0.01 - 12.7 8.5 B A 0.2 0
NBT NBR 475 5 0 0 Free Free - None 0 0 92 92 2 2 516 5 Major1 0 NB 0
0 -
SBL SBT 10 120 0 0 Free Free - None 0 0 92 92 2 2 11 130 Major2 522 4.12 2.218 1044 1044 -
0 -
SB 0.7
SBT 0 A -
13050.00 The Green Company 6/21/2015 2022 Build Condition VHB
Synchro 8 Report Page 2
HCM 2010 TWSC 1: Chestnut Street & Eliot Street
Intersection Int Delay, s/veh
6/25/2015
14.2
Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
WBL 250 0 Stop 0 0 0 90 2 278
WBR 20 0 Stop None 90 2 22
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 844 269 575 6.42 5.42 5.42 3.518 334 776 563
269 6.22 3.318 770 -
330 330 776 556
770 -
Approach HCM Control Delay, s HCM LOS
WB 56.4 F
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
NBT NBRWBLn1 SBL - 345 1224 - 0.87 0.009 - 56.4 8 F A 8.2 0
NBT NBR 185 120 0 0 Free Free - None 0 0 91 91 2 2 203 132 Major1 0 NB 0
0 -
SBL SBT 10 480 0 0 Free Free - None 0 0 87 87 2 2 11 552 Major2 335 4.12 2.218 1224 1224 -
0 -
SB 0.2
SBT 0 A -
13050.00 The Green Company 6/21/2015 2022 Build Condition VHB
Synchro 8 Report Page 1
HCM 2010 TWSC 2: Chestnut Street & Proposed Driveway
Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow
6/25/2015
0.4 WBL 5 0 Stop 0 0 0 92 2 5
WBR 10 0 Stop None 92 2 11
Major/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap-1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2
Minor1 791 220 571 6.42 5.42 5.42 3.518 358 817 565
220 6.22 3.318 820 -
350 350 817 552
820 -
Approach HCM Control Delay, s HCM LOS
WB 11.5 B
Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)
NBT NBRWBLn1 SBL - 566 1346 - 0.029 0.016 - 11.5 7.7 B A 0.1 0
NBT NBR 200 5 0 0 Free Free - None 0 0 92 92 2 2 217 5 Major1 0 NB 0
0 -
SBL SBT 20 485 0 0 Free Free - None 0 0 92 92 2 2 22 527 Major2 223 4.12 2.218 1346 1346 -
0 -
SB 0.3
SBT 0 A -
13050.00 The Green Company 6/21/2015 2022 Build Condition VHB
Synchro 8 Report Page 2
