TRAFFIC IMPACT ANALYSIS FOR THE 630/650 SOUTH STREET RETAIL DEVELOPMENT WRENTHAM, MASSACHUSETTS

Transcription

1 PARE PROJECT NO REPORT TRAFFIC IMPACT ANALYSIS FOR THE 630/650 SOUTH STREET RETAIL DEVELOPMENT WRENTHAM, MASSACHUSETTS SUBMITTED TO: GEORGETOWN CAPITAL MANAGEMENT PO BOX 369 GEORGETOWN, MA SUBMITTED BY: PARE CORPORATION 10 LINCOLN ROAD, SUITE 210 FOXBORO, MA AUGUST 2017 Revised JANUARY 8, 2018

2 TABLE OF CONTENTS DESCRIPTION PAGE Introduction 1 Project Description 1 Existing Conditions 4 Existing Traffic Volumes 5 Public Transportation 7 Pedestrian & Bicycle Facilities 7 Speed Study 7 Crash History 7 Future Conditions 9 Future (2024) No-Build Traffic Volumes 9 Project Trip Generation 11 Project Trip Distribution 12 Future (2024) Build Traffic Volumes 12 Traffic Capacity Analysis 15 Sight Distance Analysis 18 Conclusions & Recommendations 19 -i-

3 Figures Figure 1: Locus Map 2 Figure 2: Site Plan 3 Figure 3: 2017 Existing Traffic Volumes 6 Figure 4: Future (2024) No-Build Traffic Volumes 10 Figure 5: Site Generated Traffic Volumes 13 Figure 6: Future (2024) Build Traffic Volumes 14 Tables Table 1: South Street (Rte. 1A) Speed Study 7 Table 2: Crash Rate Averages for Signalized Intersections 8 Table 3: Crash Summary for Study Area Intersections 8 Table 4: Trip Generation Summary 11 Table 5: Pass-by Trip Summary 12 Table 6: Trip Distribution Summary 12 Table 7: LOS Criteria for Signalized & Unsignalized Intersections 15 Table 8: Intersection Capacity Analysis Results Signalized Intersections 16 Table 9: Intersection Capacity Analysis Results Site Driveways 16 Table 10: Sight Distance Summary 18 APPENDICES Appendix A Appendix B Appendix C Appendix D Appendix E Appendix F Appendix G Traffic Count Data Seasonal Adjustment Data Speed Study Crash Data and Crash Rate Calculations Background Growth Data Trip Generation Calculations Intersection Capacity Analysis Results -ii-

4 INTRODUCTION Pare Corporation (Pare) has conducted a Transportation Impact Assessment (TIA) to determine the potential impacts to the surrounding roadway network associated with the proposed construction of a retail development at 630/650 South Street (Rte. 1A) in Wrentham, Massachusetts. The proposed retail development will consist of a pharmacy with a drive-through window and a convenience store with vehicle fueling stations. This study was performed in accordance with MassDOT s Transportation Impact Assessment (TIA) Guidelines. The study includes an assessment of the existing conditions of the study area including an inventory of roadway and intersection geometrics, pedestrian and bicycle facilities, public transportation services, collection of daily and peak period traffic counts, and an analysis of the crash history of the study area. Additionally, future traffic conditions with and without the proposed development were projected and analyzed. The future (2024) conditions analyzed were projected seven years from the existing (2017) conditions in conformance with MassDOT s Transportation Impact Assessment (TIA) Guidelines. Morning and evening peak periods for Existing (2017), Future (2024) No- Build, and Future (2024) Build conditions were analyzed. Finally, the study evaluates the results of the Future (2024) Build condition analysis to determine the impact of the proposed development on the adjacent transportation network. Project Description The proposed retail development will consist of a 13,111 square-foot pharmacy with a drivethrough window and a 5,814 square-foot convenience store with six (6) vehicle fueling stations. The development is proposed at 630/650 South Street (Rte. 1A) in Wrentham, Massachusetts. This site is located at the northwest corner of the intersection of South Street (Rte. 1A) and West Street (Rte. 121), also known as Wampum Corner. The 650 South Street (Rte. 1A) property is currently occupied by a gas station with an automotive service center while the 630 South Street (Rte. 1A) property is currently undeveloped. A locus map of the site is provided in Figure 1. Access to the site will be provided via three driveways on South Street (Rte. 1A). The northern driveway and center driveway will be full-access and the southern driveway will be right-turn exit-only. A total of 82 parking spaces are located on the site. The site plan is provided in Figure

5 th u So Be Project Site St ac t hs st We St t South S Wrentham Village Premium Outlets PARE CORPORATION ENGINEERS - SCIENTISTS - PLANNERS 10 LINCOLN ROAD, SUITE 103 FOXBORO, MA Figure 1 Locus Map 630/650 South Street Retail Development Wrentham, MA

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7 EXISTING CONDITIONS A field inventory of the existing conditions within the study area was conducted in August The study area is defined as the significant roadways and intersections in the vicinity of the proposed site that may be impacted by traffic generated by the construction of the proposed retail development. Included within the study limits are the roadway of South Street (Rte. 1A) and the intersection of South Street (Rte. 1A) and West Street (Rte. 121). South Street (Rte. 1A) South Street (Rte. 1A) is classified as a minor arterial and is under MassDOT jurisdiction. The posted speed limit on South Street (Rte. 1A) in the vicinity of the proposed development is 20 miles-per-hour. The speed limit transitions to 40 miles-per-hour at the northern property line of the site. The South Street (Rte. 1A) corridor provides a connection between Wrentham Center, located approximately 1.4 miles to the north of the Site, and Interstate-495, located approximately 0.75 miles to the south. South Street (Rte. 1A) & West Street (Rte. 121) The intersection of South Street (Rte. 1A) and West Street (Rte. 121), also known as Wampum Corner, is controlled by an actuated traffic signal. South Street (Rte. 1A) forms the north and south legs of the intersection while West Street (Rte. 121) forms the west leg. Two private driveways also meet South Street (Rte. 1A) within the intersection limits. An entry-only driveway to Commonwealth BBQ forms the east leg of the intersection and another full-access private residential driveway forms the northwest leg. At the intersection, the northbound approach from South Street (Rte. 1A) consists of an 11.5-foot wide left-turn lane and an 11.5-foot wide through lane with a 4-foot wide shoulder. One foot wide travel lane departs the intersection to the south with a 4-foot wide shoulder. Visibility of the traffic signal heads for the northbound approach to the intersection from South Street is limited by the horizontal curvature of the roadway and overhanging tree branches to a distance of approximately 200 feet. This falls below the minimum sight distance for signal visibility presented in the Manual on Uniform Traffic Control Devices 1 (MUTCD). The southbound approach from South Street (Rte. 1A) consists of an 11.5-foot wide through lane and an 11.5-foot wide right-turn lane with a 4-foot wide shoulder. Departing the intersection to the north, South Street consists of two 11.5 wide travel lane with a 4-foot wide shoulder. The two lanes merge to one approximately 100 feet north of the intersection. It should be noted that these two departing lanes from the intersection present an atypical configuration as there is only one lane feeding this departure from each intersection approach. The eastbound approach from West Street consists of an 11.5-foot wide through lane and an foot wide right-turn lane with a 4-foot wide shoulder. One 11.5-foot wide travel lane departs the intersection to the west with a 4-foot wide shoulder. Eastbound and westbound traffic is separated at the intersection by a 6-foot wide raised concrete island. 1 The Manual on Uniform Traffic Control Devices for Streets & Highways, 2009 Edition; U.S. Department of Transportation, Federal Highway Administration; Revised

8 The Commonwealth BBQ driveway is 22 feet wide with no striping and the private residential driveway forming the northwest leg of the intersection is 22 feet wide with no striping. In general, the roadway striping at the intersection is in poor condition as striping has faded in many locations. The traffic signal controlling the intersection operates under five (5) phases. The first signal phase serves the northbound left-turn and through movement on South Street (Rte. 1A). The second phase serves both northbound and southbound traffic on South Street (Rte. 1A) concurrently, while the northbound left-turn movement is permissive. The third phase serves the eastbound approach from West Street (Rte. 121) while the fourth phase serves the private residential driveway forming the northwest leg of the intersection. The fifth phase is an exclusive pedestrian phase serving the two signalized pedestrian crossing across the north and south legs of the intersection. There are no controls for the entry-only driveway to Commonwealth BBQ. Existing Traffic Volumes Existing traffic volume data was collected through turning movement counts (TMCs) at the intersection of South Street (Rte. 1A) and West Street (Rte. 121). The TMC s were performed during the morning (7:00 to 9:00 a.m.) and evening (4:00 to 6:00 p.m.) peak periods on Wednesday, August 9, These time periods were selected as they represent the peak traffic time periods for both the proposed development and adjacent roadway network. The count data was evaluated for seasonal traffic volume fluctuation. Traffic patterns from nearby MassDOT permanent count station 6127 (I-495 north of Route 1A, Wrentham, MA) were assessed to compare typical August traffic volumes with the yearly average. According to the data gathered, traffic volumes in August are typically 11.6% higher than the yearly average. Additionally, Pare consulted MassDOT weekday seasonal factors data for arterial roadways. According to this data, traffic volumes in the month of August are typically 8.7% higher than average. To provide a conservative analysis, the traffic volumes collected were not adjusted downward to meet average volumes. The existing (2017) traffic volumes are provided in Figure 3. The complete traffic count information can be found in Appendix A and the seasonal adjustment data can be found in Appendix B. -5-

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10 Public Transportation The study area falls within the service area of the Greater Attleboro Taunton Regional Transit Authority (GATRA), however, the area is not served by any fixed transit routes. Pedestrian & Bicycle Facilities Sidewalks are located on the west side of South Street (Rte. 1A), north of West Street (Rte. 121) and along the west side of West Street (Rte. 121). Crosswalks with accompanying pedestrian signals are located across the north and south legs of the signalized intersection of South Street (Rte. 1A) and West Street (Rte. 121) and operated under an exclusive pedestrian phase. Wheelchair ramps are located at both ends of each crossing and appear to meet grade requirements of ADA (Americans with Disabilities Act) standards, however, none are equipped with detectable warning pads. No official bicycle facilities are located within the study limits. Additionally, shoulder widths on South Street (Rte. 1A) and West Street (Rte. 121) are not wide enough to support formal bike lanes. Speed Study A spot speed study was performed on South Street (Rte. 1A) approximately 500 feet north of the site to determine vehicle travel speeds on the roadway. Table 1 summarizes the vehicle travel speed results. Table 1: South Street (Route 1A) Speed Study Direction Posted Speed Limit Average Speed Median Speed 85 Percentile Speed 10 mph Pace Speed Northbound Southbound All speed data reported in miles per hour (mph). The 85 th percentile speed is typically used in the engineering evaluation of sight distances and establishing posted speed limits. The complete speed study results are provided in Appendix C. Crash History Vehicle crash data for the study area was gathered from the MassDOT Crash Portal for the three years of 2012 thru Additionally, crash data was collected from the Wrentham Police Department from January 2014 through March The data was used in the calculation of crash rates at the study area intersections utilizing the standard MassDOT procedures. The MassDOT Statewide and the District 5 average crash rates for signalized intersections are provided in Table 2. The crash rates are provided in crashes per million entering vehicles. Appendix D includes a crash data summary and crash rate calculations. -7-

11 Table 2: Crash Rate Averages for Signalized Intersections Signalized Intersections Statewide 0.77 District The crash data summary for this time period at the intersection of South Street (Rte. 1A) and West Street (Rte. 121) is summarized in Table 3 below. Table 3: Crash Summary for Study Area Crash Severity Intersection South Street (Rte. 1A) & West Street (Rte. 121) Total Crashes Property Damage Only Non- Fatal Injuries Fatal Injuries Angle Rear End Type of Crash Single Vehicle Head On Side- Swipe Unknown The crash rate for the intersection of South Street (Rte. 1A) and West Street (Rte. 121) is 0.57 crashes per million entering vehicles. This falls below both the Statewide and District 5 averages for signalized intersections. The most frequent type of crash at the intersection was the rear-end collisions, which are typical at signalized intersection. Five (5) angle crashes were also included in the data. Four (4) of the five crashes were included in data obtained from MassDOT and crash narratives were unavailable. The causality of the angle crashes were therefore difficult to determine. The one angle crash included within the crash data obtained from the Wrentham Police Department was the result of a tractor trailer truck attempting to back into the Commonwealth BBQ driveway from the center of the signalized intersection. Five (5) single vehicle crashes were reported at the intersection. The cause of these collisions was unclear based on the crash data reviewed. However, it should be noted that three (3) of the five (5) collisions occurred during rainy, wet roadway conditions. These weather conditions, as well as excessive vehicle speed, may have played a role in the cause of the crash. The three (3) sideswipe crashes in the same direction appear to primarily be the results of lane changing maneuvers while approaching the intersection. It should also be noted that two (2) crashes occurring at the existing driveway to 650 South Street (Rte. 1A), the existing gas station, were also reported. Both crashes were angle collisions. One collision was the result of a vehicle making a northbound left-turn into the site failing to yield to southbound traffic on South Street (Rte. 1A). The second collision resulted from a driver making a right-turn out of the site, failing to yield to southbound traffic on South Street (Rte. 1A). Both collisions were the results of driver error. Crash Rate -8-

12 FUTURE CONDITIONS Traffic volumes in the study area were projected to the year 2024 to cover a seven-year time horizon from the existing 2017 condition in conformance with MassDOT s Transportation Impact Assessment (TIA) Guidelines. Two future (2024) scenarios were analyzed including a Future (2024) No-Build scenario and Future (2024) Build scenario. Under the Future (2024) No- Build scenario, the traffic volumes include existing traffic volumes and new traffic volumes associated with expected background growth. The Future (2024) scenario includes all traffic volumes under the Future (2024) No-Build scenario and traffic associated with the proposed Project. Future (2024) No-Build Traffic Volumes The Future (2024) No-Build traffic volume scenario includes all existing traffic volumes and the traffic volumes associated with expected background growth. To provide a conservative analysis, the background growth in traffic volumes consists of a general background traffic growth rate consistent with recent traffic volume growth in the area surrounding the study area and any additional traffic projected from additional developments near the study area. This method allows for the inclusion of a general growth rate to account for any unforeseen increases in traffic volumes and accounts for specific known developments expecting to impact the transportation system adjacent to the Project. General Background Traffic Growth To determine the appropriate growth rate to apply to the transportation network within the study area, recent traffic volume data trends in and around the study area were consulted. MassDOT traffic volume data from MassDOT count station 6127, located on I-495 north of South Street (Rte. 1A), was consulted between 2006 and 2016 and indicated an average annual growth rate of 1.96%. Based on this information, an annual growth rate of 2% was applied to determine the general background traffic volumes. General background growth data can be found in Appendix E. In-Process Developments The Town of Wrentham Planning and Community Development Department was contacted in August 2017 to determine if any other developments were currently proposed in the vicinity of the project area that may have an impact on future traffic patterns. At this time, the Department is aware of one other project in the vicinity of Wampum Corner at 685 South Street (Rte. 1A), the current location of First New England Realty Group. According to the Department, the project is in its initial stages and project size and land use specifics have yet to be finalized, and a traffic study has yet to be completed. While we are aware of the potential for development at this location, additional background traffic volumes associated with the development have not been included in this study. Future (2024) No-Build Traffic Volumes Based on the evaluation of the appropriate general background traffic growth and lack of other inprocess developments, the Future (2024) No-Build scenario traffic volumes were determined. The Future (2024) No-Build scenario includes the existing traffic volumes with the addition of a 2% annual growth rate. Future No-Build traffic volumes are shown in Figure

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14 Project Trip Generation The Future (2024) Build scenario represents the Future (2024) No-Build condition plus the traffic expected to be generated by the Project. Trip generation for the proposed retail development was completed using the industry standard Institute of Transportation Engineers (ITE) Trip Generation, 9 th Edition 2. The proposed development was analyzed with Land Use Code (LUC) 853, Convenience Market with Gasoline Pumps and LUC 881, Pharmacy/Drugstore with Drive-through Window. For LUC 853, the number of vehicle trips was based on the total number of fueling stations. The fueling station variable was used for the trip generation calculation, as opposed to gross square footage, as trip generation rates were less variable for the fueling station data. Gross floor area was used for LUC 881 as it is the only variable provided by ITE. A summary of the trips generated by the development is provided in Table 4. Table 4: Trip Generation Summary Land Use Weekday, AM Peak Hour Weekday, PM Peak Hour LUC 853 Convenience Market will Gasoline Pumps (6 Fueling Station) Entering Exiting Total LUC 881 Pharmacy/ Drugstore with Drive- Through Window (13,111 sf) Entering Exiting Total Entering Site Total Exiting Total Complete trip generation calculations are provided in Appendix F. Not all of the trips generated by the site will impact the adjacent roadway network. A portion of these trips will be pass-by trips. The ITE Trip Generation Handbook 3 defines pass-by trips as intermediate stops on the way from an origin to a primary destination. Pass-by trips are attracted from the traffic passing the site on an adjacent street, when the adjacent street provides direct access to the generator. These trips do not add to the overall traffic volumes on the roadway network, but will add to the turning traffic at the site driveways. Primary trips are trips made for the specific purpose of visiting the generator. The stop at the generator is the primary reason for the trip. The trip typically goes from the origin to the 2 Trip Generation, 9 th Edition; Institute of Transportation Engineers; Washington, DC; Trip Generation Handbook, Second Edition; Institute of Transportation Engineers; Washington, D.C.; June

15 generator and then returns to the origin. Primary trips add traffic volumes to the adjacent roadway network as well as the site driveways. The summation of pass-by trips and primary trips composes the total number of trips generated by the site. Pass-by trips were calculated based on data presented in the ITE Trip Generation Handbook, 2 nd Edition. A detailed breakdown of the pass-by trips and primary trips associated with the development are presented in Table 5. Table 5: Pass-by Trip Summary Land Use Code Pass-By Rate Pass-By Trips Primary Trips Weekday, AM Peak Hour Weekday, PM Peak Hour LUC % 66% LUC 881 N/A 49% Entering Exiting Entering Exiting LUC LUC LUC LUC Total Trips It should also be noted that trip associated with existing gas station and automotive service center at the site were not removed to provide a conservative analysis. Project Trip Distribution The directional distribution of trips entering and exiting the site was based on the existing trip distribution on the adjacent roadway network. Traffic volumes at the intersection of South Street (Rte. 1A) and West Street (Rte. 121) were used to analyze the directional distribution of traffic along South Street (Rte. 1A) in the vicinity of the site during each peak hour. A summary of the trip distribution is provided in Table 6. The site generated trips are shown in Figure 5. Table 6: South Street (Rte. 1A) Trip Distribution Summary Weekday, AM Peak Hour Weekday, PM Peak Hour Northbound Southbound Northbound Southbound Existing Volume Percentage 66.0% 34.0% 40.8% 59.2% Future (2024) Build Traffic Volumes The Future (2024) Build traffic volumes consist of the Future (2024) No-Build traffic volumes with the addition of the Project generated traffic volumes. The Future (2024) Build a.m. peak hour and p.m. peak hour traffic volumes are shown in Figure

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18 TRAFFIC CAPACITY ANALYSIS A capacity analysis was completed for all the study intersections for Existing (2017), Future (2024) No-Build, and Future (2024) Build conditions. A capacity analysis characterizes intersections based on their level of service (LOS). LOS is a quality measure describing operational conditions within a traffic stream, generally in terms of service measures such as speed, travel times, traffic interruptions, etc. Six LOS are defined for each type of facility, from A to F, with A representing the best operating conditions and F representing the worst operating conditions. The LOS criteria, as defined by the 2010 Highway Capacity Manual 4 (HCM) for signalized and unsignalized intersections are provided in Table 7. Tables 8 and 9 show the results of the capacity analysis. The complete capacity analysis results can be found in Appendix G. Table 7: LOS Criteria for Signalized & Unsignalized Intersections Signalized Intersections Unsignalized Intersections LOS Delay Time (sec/veh) Delay Time (sec/veh) A B > > C > > D > > E > > F > 80 > 50 In general, the results of the capacity analysis indicate that the introduction of traffic associated with the proposed retail development to the adjacent roadway network has minimal impact on the study area. Details are highlighted below South Street (Rte. 1A) & West Street (Rte. 121) Under Existing (2017) conditions, the intersection of South Street (Rte. 1A) and West Street (Rte. 121) operates well below capacity during both the a.m. and p.m. peak hours. The overall intersection operates at LOS C during the a.m. peak hour and B during the p.m. peak hour. Additionally, all approaches to the intersection operate at LOS C or better during the a.m. peak hour and at LOS D or better during the p.m. peak hour. The intersection continues to operate below capacity under the Future (2024) No-Build conditions. The overall intersection LOS remains at C during the a.m. peak hour and worsens slight from LOS B to LOS C during the p.m. peak hour. All approaches to the intersection operate at LOS D or better during both the a.m. peak hour and p.m. peak hour. The introduction of traffic associated with the proposed development has little impact to the performance of the intersection under the Future (2024) Build condition. The overall intersection LOS and the LOS for all intersection approaches is unchanged compared to the Future (2024) No-Build Condition. The overall average intersection delay increases by less than one (1) second for both the a.m. and p.m. peak hours. Additionally, the average delay associated with each intersection approach increases by less than three (3) seconds during both the a.m. and p.m. peak periods. 4 Highway Capacity Manual; Transportation Research Board; Washington, DC;

19 Table 8: Intersection Capacity Analysis Results Signalized Intersections Intersection South Street (Rte. 1A), West Street (Rte. 121), Commonwealth BBQ, & Private Driveway Movement 2017 Existing 2024 No-Build 2024 Build Queue Queue Queue LOS Delay 1 Length 2 LOS Delay 1 Length 2 LOS Delay 1 Length 2 Weekday AM Peak Hour NB L B B B T,R C C C SB L,T C C C R C C C EB L,T C 29.5 #627 D 37.0 #845 D 39.2 #883 R B B B SEB L,T,R A A A Intersection C 24.8 C 27.7 C 28.5 Weekday PM Peak Hour NB L A A A T,R A A A SB L,T B C C R C C 31.1 #498 C 32.7 #515 EB L,T D D D R A A A SEB L,T,R A A A Intersection B 16.3 C 21.7 C 22.4 # The 95 th percentile volume exceeds capacity, queue may be longer. 1. Delay is measured in seconds/vehicle. 2. Queue Length shown represents the 95 th percentile queue length in feet. Table 9: Intersection Capacity Analysis Results Site Driveways Intersection South Street (Rte. 1A) & Southern Site Driveway South Street (Rte. 1A) & Center Site Driveway South Street (Rte. 1A) & Northern Site Driveway Movement 2024 Build Queue LOS Delay 1 Length 2 Weekday AM Peak Hour NB T A SB T A EB R B Weekday PM Peak Hour NB T,R A SB T,L A EB R B Weekday AM Peak Hour NB L,T A SB T,R A EB L E R B Weekday PM Peak Hour NB L,T A SB T,R A EB L F R C Weekday AM Peak Hour NB L,T A SB T,R A EB L,R E Weekday PM Peak Hour NB L,T A SB T,R A EB L,R F Delay is measured in seconds/vehicle. 2. Queue Length shown represents the 95 th percentile queue length in vehicles. -16-

20 South Street (Rte. 1A) & Site Driveways Future (2024) Build operations at the Southern Site Driveway indicate acceptable LOS during both the a.m. and p.m. peak hours. The right-turn exit only movement from the site experiences minimal average vehicle delay of 10.0 seconds during the a.m. peak hour and 13.2 second per vehicle during the p.m. peak hour. The exiting movements from the Center Site Driveway are split into separate left-turn and rightturn lanes. During the a.m. peak period, the left-turn exiting the site is expected to operate at LOS E while the right-turn is expected to operate at LOS B. During the p.m. peak period, the left-turn exiting the site is expected to operate at LOS F while the right-turn is expected to operate at LOS C. While there is significant delay expected for vehicles exiting the site, the greatest queue length expected on the site is one vehicle during the a.m. peak hour and less than two vehicles during the p.m. peak hour. The site will be able to accommodate these vehicles waiting to exit to South Street (Route 1A) and minimal impact to South Street (Route 1A) is expected. It should also be noted that the delay indicated through the HCM analysis is likely greater than what is to be expected at the site. The presence of the signalized intersection of South Street (Rte. 1A) and West Street (Rte. 121) is expected to create gaps in the traffic stream on South Street (Rte. 1A) at the site driveways. The creation of these gaps by the signal is not captured in the HCM methodology. Therefore, it is expected that the vehicle delay at the intersection will be less than that indicated in the analysis results. The Northern Site Driveway operates at LOS E during the morning peak hour with 42.5 seconds of delay per vehicle. During the p.m. peak hour, this driveway operates at LOS F with 81.6 seconds of delay per vehicle. While there is significant delay expected for vehicles exiting the site, the greatest number of vehicles expected to queue exiting is one vehicle during the a.m. peak hour and less than 3 vehicles during the p.m. peak hour. The site will be able to accommodate these vehicles waiting to exit to South Street (Route 1A) and minimal impact to South Street (Route 1A) is expected. Similar to the Center Site Driveway, it is expected that the amount of delay at the intersection will be less than what is indicated in the analysis results as gaps in the traffic stream on South Street (Route 1A) created by the adjacent traffic signal are not accounted for the in HCM analysis methodology. -17-

21 SIGHT DISTANCE ANALSYIS A sight distance analysis was performed at the location of each of the proposed site driveways. Under the proposed design, there will be a total of three driveways on South Street (Rte. 1A) with only two currently proposed providing exit movements. Sight distance measurements obtained included both stopping sight distance (SSD) and intersection sight distance (ISD). SSD is the distance required for a vehicle traveling at the design speed of the roadway to come to a complete stop. It includes both the distance traverse during the driver s brake reaction time and the distance to decelerate the vehicle to a stop. ISD is the distance required by a driver entering or crossing an intersecting roadway to perceive an on-coming vehicle and safely complete a turning or crossing maneuver. A design speed of 40 miles per hour was used for South Street (Rte. 1A) and was based on the results of the spot speed study. According to the American Association of State Highway and Transportation Officials (AASHTO) publication A Policy on the Geometric Design of Highways and Streets, Sixth Edition , the minimum SSD for a 40 mile per hour design speed is 305 feet. The minimum ISD for a 40 mile per hour speed performing a left-turn is 445 feet and performing a right-turn is 385 feet. The results of the sight distance analysis are summarized in Table 10. Table 10: Sight Distance Summary Required SSD Measured Required ISD Measured ISD (ft) SSD (ft) (ft) (ft) Northern Site Driveway Center Site Driveway To the North To the South To the North To the South Southern Site Driveway To the North SSD Stopping Sight Distance ISD Intersection Sight Distance At the Northern Site Driveway, both stopping sight distance and intersection sight distance requirements are met. It should be noted that the values presented in Table 10 assume the clearing of vegetation currently located on the site. At the Center Site Driveway, stopping sight distance requirements are met in both directions and intersection sight distance requirements are met to the north. The intersection sight distance measurements to the south fall below the AASHTO requirement, however, since the measured intersection sight distance value is greater than the required stopping sight distance, the intersection can, according to AASHTO, operate in a safe manner. At the Southern Site Driveway, both stopping sight distance and intersection sight distance requirements are met. Only sight distance requirements to/from the north on South Street (Rte. 1A) apply at this driveway due to the right-turn exit only restriction. 5 A Policy on the Geometric Design of Highways and Streets, 6 th Edition; American Association of State Highway and Transportation Officials;

22 CONCLUSIONS & RECOMMENDATIONS Conclusion The crash data received from MassDOT and the Wrentham Police Department show a relatively low number and low severity of crashes reported at the study intersections between 2012 and The crash rate calculated for the study intersection fell below both the Statewide and District 5 averages. Based on an assessment of the sight distance at the proposed development driveways, stoppingsight-distance and intersection-sight-distance will be in conformance with AASHTO standards. It is not anticipated that the construction of the retail development will have a significant safety impact on the traffic safety of the study area. The impact of the retail development on the overall roadway network surrounding the site is expected to be insignificant. A majority of the trips to the retail development are expected to be pass-by trips and are not new trips added to the existing traffic network. A background growth percentage of 2% per year for seven-year time horizon was included, providing a conservative analysis of the future conditions. In general, the impacts are greater between the Existing (2017) conditions and Future (2024) No-Build scenario than between the Future (2024) No-Build and Future (2024) Build scenarios. Under the Future (2024) Build scenario the study area is expected to experience a minor impact. Based on the analysis performed under this study, we are of the opinion that the construction of the proposed retail development will have no significant impact to the safety and capacity of the surrounding roadway network. Recommendations While the analysis performed under this study indicates that the project can be accommodated by the existing transportation network, several recommendations to the transportation system can be considered. These recommendations include: Any landscaping or signage installed as part of the development should be kept to a maximum of 2 feet in height within sight triangles at the development driveways to maintain sufficient sight distance. Sidewalks proposed along South Street (Rte. 1A) in front of the development should be ADA-compliant, including appropriately graded wheelchair ramps at driveway openings with detectable warning panels. Roadway striping along South Street (Rte. 1A), specifically at the intersection with West Street (Rte. 121), should be reapplied by MassDOT as the existing striping is extremely faded in many locations. MassDOT could also consider reducing the two (2) lanes departing the intersection to the north on South Street (Rte. 1A) to one (1) lane. The second lane as this location is not needed as no approaches introduce two (2) lanes of traffic departing the intersection in this direction. MassDOT should consider improving signal visibility for the northbound approach to the intersection by relocating a traffic signal head or by trimming tree branches on the east side of the intersection that limit visibility. It should be noted that signal ahead (W3-3) warning sign is located on this intersection approach. -19-

23 Appendix A Traffic Count Data

24 Pare Corporation 8 Blackstone Valley Place Lincoln, RI, N/S Street: South Street (Rte. 1A) E/W Street: West Street (Rte. 121) Weather: Sunny, Warm Taken By: MM File Name : AM Site Code : Start Date : 8/9/2017 Page No : 1 South Street (Rte. 1A) From North Groups Printed- Autos, SUVs, Pickups, Motorcycles, Bicycles - Heavy Vehicles & Buses Commonwealth BBQ South Street (Rte. 121) West Street (Rte. 121) From East From South From West Private Driveway From Northwest Start Time Hard Right Right Thru Left Peds App. Total Right Bear Right Thru Left Peds App. Total Right Thru Bear Left Left Peds App. Total Right Thru Left 07:00 AM :15 AM :30 AM :45 AM Total :00 AM :15 AM :30 AM :45 AM Total Grand Total Apprch % Total % Autos, SUVs, Hard Left Peds App. Total Hard Right Bear Right Bear Left Hard Left Peds App. Total Int. Total Pickups, Motorcycles, Bicycles % Autos, SUVs, Pickups, Motorcycles, Bicycles Heavy Vehicles & Buses % Heavy Vehicles & Buses South Street (Rte. 1A) From North Commonwealth BBQ From East South Street (Rte. 121) From South West Street (Rte. 121) From West Private Driveway From Northwest Start Time Hard Right Right Thru Left Peds App. Total Right Bear Right Thru Left Peds App. Total Right Thru Bear Left Left Peds App. Total Right Thru Left Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:15 AM 07:15 AM :30 AM :45 AM :00 AM Total Volume % App. Total PHF Autos, SUVs, Hard Left Peds App. Total Hard Right Bear Right Bear Left Hard Left Peds App. Total Int. Total Pickups, Motorcycles, Bicycles % Autos, SUVs, Pickups, Motorcycles, Bicycles Heavy Vehicles & Buses % Heavy Vehicles & Buses

25 Pare Corporation 8 Blackstone Valley Place Lincoln, RI, N/S Street: South Street (Rte. 1A) E/W Street: West Street (Rte. 121) Weather: Sunny, warm Taken by: MM File Name : PM Site Code : Start Date : 8/9/2017 Page No : 1 South Street (Rte 1A) From North Groups Printed- Autos, SUVs, Pickups, Motorcycles, Bicycles - Heavy Vehicles & Buses Commonwelth BBQ South Street (Rte 1A) West Street (Rte 121) From East From South From West Private Driveway From Northwest Start Time Hard Right Right Thru Left Peds App. Total Right Bear Right Thru Left Peds App. Total Right Thru Bear Left Left Peds App. Total Right Thru Left 04:00 PM :15 PM :30 PM :45 PM Total :00 PM :15 PM :30 PM :45 PM Total Grand Total Apprch % Total % Autos, SUVs, Hard Left Peds App. Total Hard Right Bear Right Bear Left Hard Left Peds App. Total Int. Total Pickups, Motorcycles, Bicycles % Autos, SUVs, Pickups, Motorcycles, Bicycles Heavy Vehicles & Buses % Heavy Vehicles & Buses South Street (Rte 1A) From North Commonwelth BBQ From East South Street (Rte 1A) From South West Street (Rte 121) From West Private Driveway From Northwest Start Time Hard Right Right Thru Left Peds App. Total Right Bear Right Thru Left Peds App. Total Right Thru Bear Left Left Peds App. Total Right Thru Left Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:45 PM 04:45 PM :00 PM :15 PM :30 PM Total Volume % App. Total PHF Autos, SUVs, Hard Left Peds App. Total Hard Right Bear Right Bear Left Hard Left Peds App. Total Int. Total Pickups, Motorcycles, Bicycles % Autos, SUVs, Pickups, Motorcycles, Bicycles Heavy Vehicles & Buses % Heavy Vehicles & Buses

26 Appendix B Seasonal Adjustment Data

27 Wrentham South Street Retail Wrentham, MA Existing and Proposed Traffic Volumes PARE Project No August 15, 2017 Location ID 6127 I-495 North of Route 1A, Wrentham, MA 2016 AADT 88,821 August ADT 99, August 2016 Daily Traffic Volumes 1 101, , , , , , , , , , , , , , , , , , , , , , , , , , , , , ,762 Page 1 of 1 Computations by: TT Checked by:

28 Appendix C Speed Study

29 Pare Corporation 8 Blackstone Valley Place Lincoln, RI, Roadway: South Street (Rte. 1A) Location: American Legion Weather: Sunny Taken By: TT File Name : South Street Speed Study Site Code : Start Date : 8/9/2017 Page No : 1 # Northbound Southbound Number of Vehicles Over 40 MPH Percent of Vehicles Over 40 MPH True Median (50th Percentile) Class Vehicle Count 85 Percentile 10 MPH Pace Speed Number in Pace Percent in Pace Average Speed Northbound Southbound Summary

30 Appendix D Crash Data and Crash Rate Calculations

31 Wrentham Retail Development Wrentham, MA January January 2017 Pare Project No August 4, 2017 Crash No. Date On Street Intersecting Street Directions of No. of Weather Road Injuries Fatalities Travel Vehicles Condition Condition Lighting Crash Type 575 1/18/16 South Street 576 South Street NB/NB Clear Dry Dark - Lighted Rear- End /9/15 South Street 576 South Street SB Clear Dry Daylight Sideswipe, Opposite direction /24/15 South Street 577 South Street SB Clear Dry Dark - Lighted Single Vehicle Crash /19/14 South Street 592 South Street SB/SB Clear Dry Daylight Rear- End /7/14 South Street 659 South Street NB/NB Clear Dry Daylight Rear- End /7/16 South Street Commonwealth BBQ NB/SB Clear Dry Daylight Angle /7/14 South Street Shell Gas Station SB/ EB Clear Dry Daylight Angle /25/14 South Street Shell Gas Station SB/NB Clear Dry Daylight Angle 598 1/21/17 South Street Wampum Corner Liquors NB/SB Clear Dry Dark - Lighted Angle /18/12 South Street West Street SB/NB Rain Wet Daylight Angle /28/13 South Street West Street WB/WB Clear Wet Dark - Lighted Angle /29/13 South Street West Street NB/SB Clear Dry Daylight Angle /20/14 South Street West Street SB/SB Clear Dry Daylight Angle /15/16 South Street West Street NB/NB Clear Dry Daylight Angle /29/12 South Street West Street NB/SB/SB Cloudy Wet Daylight Head - On /19/12 South Street West Street SB/SB Cloudy Dry Daylight Rear- End /18/12 South Street West Street NB/NB Clear Dry Daylight Rear- End /30/12 South Street West Street EB/EB Rain Wet Daylight Rear- End /15/13 South Street West Street NB/NB Clear/ Cloudy Wet Daylight Rear- End /22/14 South Street West Street NB Clear Wet Daylight Rear- End 465 1/15/16 South Street West Street NB/NB Clear Dry Daylight Rear- End /2/16 South Street West Street SB/SB Clear Dry Daylight Rear- End /17/13 South Street West Street NB/NB Clear Dry Daylight Sideswipe, Same direction /14/15 South Street West Street SB/SB Rain Wet Daylight Sideswipe, Same direction /30/15 South Street West Street SB/SB/SB Rain Wet Daylight Sideswipe, Same direction /10/12 South Street West Street NB Rain Wet Dark - Lighted Single Vehicle Crash /26/14 South Street/ West Street SB Clear Dry Daylight Single Vehicle Crash /20/14 South Street West Street NB Clear Dry Daylight Single Vehicle Crash /2/14 South Street West Street WB Rain Wet Dark - Lighted Single Vehicle Crash /8/16 South Street West Street NB Rain Wet Daylight Single Vehicle Crash /26/13 South Street West Street SB Cloudy Dry Daylight Unknown /31/12 South Street SB/SB/SB Clear Dry Daylight Angle /14/14 South Sreet NB/NB Clear Dry Daylight Rear- End /29/14 South Street NB/NB Clear Dry Daylight Rear- End /23/12 South Street SB Not Reported Dry Daylight Sideswipe, Opposite direction Page 1 of 1

32 INTERSECTION CRASH RATE WORKSHEET CITY/TOWN : Wrentham COUNT DATE : Aug-17 DISTRICT : 5 UNSIGNALIZED : SIGNALIZED : X ~ INTERSECTION DATA ~ MAJOR STREET : South Street (Rte. 1A) MINOR STREET(S) : West Street (Rte. 121) Private Residential Driveway Commonwealth BBQ Driveway INTERSECTION DIAGRAM North Private Dwy. (5) South Street (Rte. 1A) (Label Approaches) West Street (3) Commonwealth BBQ South Street (Rte. 1A) APPROACH : DIRECTION : PEAK HOURLY VOLUMES (AM/PM) : " K " FACTOR : PEAK HOUR VOLUMES NB SB EB WB SWB Total Peak Hourly Approach Volume ,807 INTERSECTION ADT ( V ) = TOTAL DAILY ,078 APPROACH VOLUME : TOTAL # OF CRASHES : 22 # OF YEARS : 5.25 AVERAGE # OF CRASHES PER YEAR ( A ) : 4.19 CRASH RATE CALCULATION : 0.57 RATE = ( A * 1,000,000 ) ( V * 365 ) Comments : Project Title & Date: Pare Project No Aug-17

33 Appendix E Background Growth Data

34 Wrentham South Street Retail Wrentham, MA Existing and Proposed Traffic Volumes PARE Project No August 15, 2017 Location ID 6127 I-495 North of Route 1A, Wrentham, MA AADT Years 10 ANNUAL GROWTH RATE 1.96% Say 2.00% Page 1 of 1 Computations by: TT Checked by:

35 Appendix F Trip Generation Calculations

36 South Street Retail Development Wrentham, MA Trip Generation PARE Project No January 8, 2017 Pharmacy Land Use Code 881: Pharmacy/Drugstore with Drive-Through Window Average Vehicle Trip Ends vs. 1,000 Sq. Feet Gross Floor Area Proposed: 13,111 Sq. Feet 13.1 KSF On a: Weekday Average Rate: * 13.1 = 1266 Fitted Curve Equation: N/A - Trips Entering 50% * Trips Exiting 50% * Trips On a: Weekday, AM Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Average Rate: 3.45 * 13.1 = 45 Fitted Curve Equation: N/A - Trips Entering 52% * Trips Exiting 48% * Trips On a: Weekday, PM Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Average Rate: 9.91 * 13.1 = 130 Fitted Curve Equation: N/A - Trips Entering 50% * Trips Exiting 50% * Trips Page 1 of 2 Computations by: TT Checked by: