Brookline - NH 13 Access Management Study

Transcription

1 Brookline - NH 13 Access Management Study April 2006 Prepared by the Nashua Regional Planning Commission

2 TABLE OF CONTENTS BROOKLINE - NH 13 ACCESS MANAGEMENT STUDY... 1 A. INTRODUCTION...1 B. STUDY PROCESS...2 C. PUBLIC INVOLVEMENT INTRODUCTION BROOKLINE MEETING RESULTS...3 D. LAND USE ANALYSIS EXISTING LAND USE BUILDOUT LAND USE...11 E. TRAFFIC ANALYSIS EXISTING TRAFFIC CONDITIONS - BROOKLINE...12 a. 24-Hour Volume Counts...12 b. Peak-Hour Turning Movement Counts...14 c. Peak-Hour Level of Service...14 d. Speed of Motor Vehicles BUILDOUT TRAFFIC CONDITIONS BROOKLINE...20 a. Buildout Traffic Volume Brookline...20 b. Buildout Peak-Hour Level of Service - Brookline...22 F. KEY ISSUES BROOKLINE KEY ISSUES...24 a. Traffic Congestion...24 b. Turning Safely Onto and Off of NH c. Speed of Vehicles...24 d. Poorly Defined Curb Cuts...25 e. Alignment of Access Points...25 G. ACCESS MANAGEMENT PRINCIPLES INTRODUCTION...26 H. REVIEW OF ZONING AND LAND USE REGULATIONS INTRODUCTION EXISTING BROOKLINE REGULATIONS...29 a. Non-Residential Site Plan Review Regulations...29 b. Zoning Ordinance...29 c. Subdivision Regulations...30 I. ACCESS MANAGEMENT RECOMMENDATIONS INTRODUCTION RECOMMENDED ACCESS MANAGEMENT STRATEGIES FOR BROOKLINE...31 Page i April 2006

3 LIST OF MAPS Map 1: Study Area (Brookline)...1 Map 2: Existing Land Use Brookline...9 Map 3: Zoning Brookline...10 Map 4: Existing Traffic Volume Brookline...13 Map 5: Peak-Hour Level of Service - Brookline...16 Map 6: Buildout Traffic Volume - Brookline...21 Map 7: Buildout Level of Service - Brookline...23 LIST OF TABLES Table 1: Existing Corridor Land Use Brookline...8 Table 2: Buildout Results Brookline (Town-Wide)...11 Table 3: Buildout Results Corridor Only...11 Table 4: Existing Traffic Volume - Brookline...12 Table 5: Turning Movement Count Locations...14 Table 6: LOS General Definitions...14 Table 7: Level of Service Criteria/Non-signalized Intersections...15 Table 8: Peak-Hour Level of Service - Brookline...15 Table 9: South of Milford Street # Of Vehicles vs. Speed Limit...17 Table 10: South of Meetinghouse Hill Road # of Vehicles vs. Speed Limit...18 Table 11: b/t Lorden Lane & Bond Street # Of Vehicles vs. Speed Limit...19 Table 12: Buildout Traffic Volume - Brookline...20 Table 13: Buildout Level of Service-Brookline...22 LIST OF FIGURES Figure 1: Brookline NH 13 Traffic Congestion Responses - Long Waits/Slow Downs...4 Figure 2: Brookline NH 13 Traffic Congestion Responses - Turning Off NH Figure 3: Brookline NH 13 Traffic Congestion Responses Curb Cuts...6 Figure 4: South of Milford Street % Of Vehicles Above/Below Speed Limit...17 Figure 5: South of Meetinghouse Hill Road % of Vehicles Above/Below Speed Limit...18 Figure 6: b/t Lorden Lane & Bond Street # of Vehicles Above/Below Speed Limit...19 Figure 7: South Main Street/NH Figure 8: CW Fuels/Big Bear Lodge/Gazeebo Square...33 Figure 9: NH 13/Mason Road/Meetinghouse Hill Road...35 Figure 10: NH 13/Old Milford Road...36 Page ii April 2006

4 BROOKLINE - NH 13 ACCESS MANAGEMENT STUDY A. INTRODUCTION The Nashua Regional Planning Commission (NRPC) has conducted a comprehensive access management study of the Brookline segment of the NH 13 corridor. The study has several goals: To document existing traffic conditions along the corridor. To utilize anticipated land use build-out scenarios to forecast future traffic conditions in the corridor. To develop access management recommendations for the corridor based on anticipated future conditions. The study area encompasses 1,000 feet on either side of the centerline of the highway and includes the segment of the corridor within the Town of Brookline. The Milford segment of the corridor was not part of this study because issues along the corridor in Milford were previously addressed in the Transportation and Community and Systems Preservation Study, July The study area is shown on Map 1. MAP 1: STUDY AREA (BROOKLINE) Page 1 April 2006

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6 B. STUDY PROCESS This study was developed to provide the public, town staff and town officials with information regarding the impacts of land use patterns on the traffic circulation system, and how the implementation of access management techniques will help to mitigate those impacts. The study process included analysis of data, development of a range of possible access management solutions and preparation of this report documenting study results: Public Involvement: The public involvement process began with a public meeting at Richard Maghakian Memorial School in Brookline. The public meeting had several goals. To educate the public about access management techniques; To present information regarding existing traffic conditions in the Corridor; To gather information from the public regarding their perception of existing and potential future traffic problems along the corridor. Land Use: A comprehensive review of land use and subdivision regulations was conducted in Brookline to determine what land development could take place in the corridor under existing ordinances. Existing regulations and ordinances were then used to determine the maximum future build out anticipated on the properties that adjoin NH 13 within a 1,000-foot buffer on either side of the roadway centerline. Traffic Analysis: The traffic analysis section of the study identifies existing and future traffic conditions in the study area. Data collection included traffic volume counts at locations along the corridor and on secondary roadways. Turning movement counts were also conducted critical intersections in order to determine level of service at critical intersections. Access Management Principles: Access management is the practice of coordinating the location, number, spacing and design of access points to minimize site access conflicts and maximize the traffic capacity of a roadway. This section defines what access management is and gives examples of access management techniques, and reviews existing access management-related regulations in Brookline Also, a review of the Brookline Site Plan Review Regulations, Subdivision Regulations and Zoning ordinances was conducted to identify existing regulations that are consistent with access management strategies. The Town of Brookline does not have a specific access management plan in place, but existing regulations provide some level of access control. Access Management Recommendations: The NH 13 corridor is currently rural in character yet has the potential for substantial future development. Although the corridor may not experience the high traffic volumes and congestion of other more developed areas, access management techniques can preserve the existing capacity and improve safety as new development occurs. These recommendations and guidelines for access management will significantly enhance the future function of the NH 13 corridor. Page 2 April 2006

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8 C. PUBLIC INVOLVEMENT 1. Introduction A Public meeting was held on March 29, 2006 at the Richard Maghakian Memorial School in Brookline. The meeting was advertised in advance in local newspapers, on the local cable channel where possible, town web sites and the NRPC website. Advertising flyers were also developed and placed in various public locations around town, including the landfill, library, Village Store and town hall. The meeting was informational in nature and designed to present information regarding existing traffic conditions in the Corridor, to educate the public about access management techniques, and to gather information from the public regarding their perception of existing and potential future traffic issues along the corridor. The meeting was structured to allow those in attendance to move around the room at there own pace and NRPC staff members were available to answer questions. At the meeting, posters were set up around the room that portrayed various types of information; one section of posters displayed examples of access management principals in order to increase public awareness of those principles. A power point presentation that also explained access management techniques ran continuously during the evening. Another section of posters displayed maps of the corridor with information about traffic volume, land use and zoning, level of service analysis and other information. A third section of posters displayed maps of the corridor and asked citizens to identify perceived issue areas regarding traffic congestion, difficult access to parking lots, dangerous left-hand turns and other traffic safety issues. Those citizens in attendance where encouraged to express their opinions about these issues by placing pushpins directly on the maps at those locations. The input from citizens collected at the public meeting was used, along with analysis that was completed by NRPC staff, to develop the access management recommendations that appear later in this report. A summary of the information that was gathered at the public meeting follows: 2. Brookline Meeting Results Approximately twenty-five Brookline residents attended the meeting. Residents were encouraged to comment on access management-related traffic issues along the Brookline segment of the corridor by placing pushpins on the maps/posters on display around the room. Residents were asked about traffic congestion, poorly defined curb cuts and places where turning off NH 13 was difficult. The following is a summary of comments. Page 3 April 2006

9 Traffic Congestion: Residents were asked if there were places along the corridor where there are long waits to turn onto NH 13 from side streets or where they have to slow down to wait for cars turning off NH 13. Their responses are shown in Figure 1. Five people said they had this problem at NH 13 /South Main Street; Three people said they had this problem at NH 13/ Mason/Meetinghouse Hill Road; Three people said they had this problem at NH 13/Milford Street; Three people said they had this problem at Milford Street/Bond Street. Figure 1: Brookline NH 13 Traffic Congestion Responses - Long Waits/Slow Downs 3 people indicate congestion at Mason/Meetinghouse Hill Rd. 3 people indicate congestion at NH 13/Milford St. 3 people indicate congestion at Milford/Bond St. 5 people indicate congestion at NH 13/South Main St. Page 4 April 2006

10 Turning off NH 13: Residents were asked if there were places along the corridor where they have difficulty turning into driveways from NH 13 or where they feel unsafe while waiting to turn off NH 13. Their responses are shown in Figure 2. Three people said they had this difficulty at NH 13/Mill Brook Road; Three people said they had this difficulty at NH 13/Old Milford Road; Two people said they had this difficulty at NH 13/North Mason Road; Four people said they had this difficulty at NH 13/Milford Street; Four people said they had this difficulty at NH 13/Mason/Meetinghouse Hill Road; Four people said they had this difficulty at NH 13/South Main Street. Figure 2: Brookline NH 13 Traffic Congestion Responses - Turning Off NH 13 3 people indicate difficulty turning at Old Milford Rd. 2 people indicate difficulty turning at North Mason Rd. 4 people indicate difficulty turning at Milford St. 4 people indicate difficulty turning at Mason/Meetinghouse Hill Rd. 4 people indicate difficulty turning at South Main St. Page 5 April 2006

11 Too Many or Poorly Defined Curb Cuts: Residents were asked if there were places along the corridor where there were poorly defined curb cuts or too many curb cuts. This situation can cause motor vehicles too slow down unexpectedly, or increase the number of conflict points along the roadway. Their responses are shown in Figure 3. Seven people said this is an issue at NH 13/South Main Street; Two people said this is an issue at NH 13/Milford Street; Three people said this is an issue at various places between Bond Street and South Main Street. Figure 3: Brookline NH 13 Traffic Congestion Responses Curb Cuts 2 people indicate problems at Milford St. 7 people indicate problems at South Main St. Page 6 April 2006

12 Responses to written surveys: Surveys were distributed at the meeting to provide residents with the opportunity to further elaborate on conditions along the corridor. A summary of written comments follows. Trouble turning into and out of Old Milford Street, North Mason Road, Post office parking lot, State Line Convenience; Study traffic into and out of Post Office parking lot; Provide widening/turn lane for southbound traffic turning onto Old Milford Road (eliminate squeeze-by traffic when vehicles are waiting to turn left; Poorly defined curb cuts at Stateline Convenience Store plaza, and near C.W. Fuels/Bank North/Big Bear Lodge; Turning left (north) out of Stateline Convenience Store plaza; Would like to see accident data broken down between injury/non-injury; Re-align South Main Street so it meets NH 13 at a 90-degree angle; Create 4-way, 90-degree intersection at NH 13/South Main Street/Stateline Convenience Store plaza; Eliminate passing zone that is in between Mason Road and where the speed limit increases to 50mph; Need to do turning movement counts on North Mason Road on Saturday when dump is open; Speed limit should remain 35mph from Meetinghouse Hill Road all the way to State Line Convenience Store. Page 7 April 2006

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14 D. LAND USE ANALYSIS 1. Existing Land Use The link between transportation and land use is at the core of access management decisions. The way we develop land and provide access to the transportation system has far-reaching implications on the safety and mobility of the residents of a community as well as the property owners who are developing the land. Existing Land Use - Brookline: The NH 13 corridor stretches from the Massachusetts border to the Milford town line and is the primary corridor for access to all town services and neighborhoods. Single-Family Residential is the most dominant type of development along the corridor (Table 1, Map 2). Sixty-four residential parcels have frontage on NH 13. The second largest land use along the corridor is vacant land, which covers 422 acres (49 parcels). Commercial development is the next largest land use along the corridor, covering approximately 125 acres (31 parcels). Zoning districts in Brookline include Residential/Agricultural and Industrial/Commercial. Residential development dominates the northern third of the corridor from North Mason Road to the Milford town line. Commercial and industrial land uses are currently concentrated in three areas along the corridor. Beginning in the north a large strip of Industrial/Commercial zoned land begins at North Mason Road and extends south through the NH 13 and NH 130 (Milford Street) intersection including the Quimby Road area and Post Office Drive. A second, larger Industrial/Commercial zone begins near Bond Street, and continues south to the Lorden Lane neighborhood. This area serves as the primary commercial area for the town and was identified as an area of concern for access and safety by town residents at the March 2006 public meeting. A third Industrial/ Commercial zone begins just south of Lorden Lane and continues south to the State line. This area is concentrated largely on the western (southbound) side of the corridor and includes the State Liquor Store plaza. Some additional commercial development exists around South Main Street and Parker Road. This area also has large tracts of vacant land adjacent to the commercial development. TABLE 1: EXISTING CORRIDOR LAND USE BROOKLINE Land Use # Parcels Total Acreage* Agricultural Commercial Manufactured Housing Mixed Use Multi-Family Residential Municipal Permanent Open Space Single Family Residential Vacant * Total acreage within 1,000 ft buffer only Existing Access Points: NRPC staff conducted a field survey using GPS equipment to locate all access points along the Brookline segment of the NH 13 Corridor. One hundred and twenty nine driveways were inventoried, including 23 that accessed more than one parcel. Seventy-one provided access to residential parcels and thirty-four provided access commercial-industrial parcels. Only one interconnection between adjacent parcels was located. Page 8 April 2006

15 MAP 2: EXISTING LAND USE BROOKLINE Page 9 April 2006

16 MAP 3: ZONING BROOKLINE Page 10 April 2006

17 2. Buildout Land Use NRPC completed the Region-Wide Buildout Impact Analysis in October Buildout is a theoretical condition and exists when all available land suitable for residential and non-residential construction is developed. Within the set parameters and under a particular set of adopted policies, buildout represents the carrying capacity of an area, community or region. Through an application of development requirements and past development patterns, combined with an inventory of developable space, a community can produce an estimate of future growth. Buildout refers to an estimate for the maximum number of single family and multi family housing units that will result when all of the available developable land is consumed. Buildout also estimates the maximum square footage and number of employees for commercial, office and industrial developments at buildout. These estimates are used to determine the impacts of buildout including: housing and population, employment, non-residential square footage, traffic, the number of school children, demand for water and solid waste disposal, and the buildout demand for public safety services. The primary goal of NRPC s buildout analysis is to provide policy makers and the public with the information needed to make informed choices regarding the future growth of the region. Understanding what the region will look like at buildout is critical to the evaluation of current land use policies, such as zoning ordinances, growth management ordinances, and access management policies, because these ordinances and policies guide how development happens. The Region-Wide Buildout Analysis provides estimates of the additional building lots that will be available in the future based on current land use policies and regulations, but it does not necessarily indicate exact locations along the corridor of the additional lots. Results of the analysis for the Town of Brookline is described below, and the implications of the results on traffic are described later in the traffic analysis section of this report. Buildout Land Use - Brookline: Results of the buildout analysis for the Town of Brookline are included in Tables 2 and 3 below. The buildout study estimates that an additional 1,680 single-family housing units are possible in Brookline. This represents a 123% increase from 1,357 current singlefamily housing units to 3,037 units at buildout. There is the possibility of an additional 52 multifamily lots, which is an increase of 167%. It is estimated that there will be an additional fifteen commercial (retail/service) lots, which is a 48% increase. Office lots will increase by fifteen (48% increase) and there is the possibility of an additional three industrial lots (43% increase). As noted above, the NRPC analysis cannot predict exactly where these additional lots will be situated along the NH 13 corridor. It is possible, though, to generalize how the additional lots will affect traffic volume and flow. These effects will be analyzed in the traffic analysis section of this report. TABLE 2: BUILDOUT RESULTS BROOKLINE (TOWN-WIDE) Current Additional At Buildout Single Family Housing Units 1,357 1,680 3,037 Multi Family Lots Commercial/Retail Lots Office Lots Industrial Lots TABLE 3: BUILDOUT RESULTS CORRIDOR ONLY Current Additional At Buildout Single/Multi-Family Housing Office/Industrial Lots Page 11 April 2006

18 2006 Brookline- NH 13 Access Management Study E. TRAFFIC ANALYSIS 1. Existing Traffic Conditions - Brookline Traffic Counts: NRPC staff conducted 24-hour volume counts at 20 locations in Brookline specifically for this project. Fifteen of the counts recorded the volume of traffic and time of day only. The remaining five were classification counts that registered volume of traffic, vehicle type and vehicle speed. The classification counts were used to determine the speed of vehicles at various locations in Town. NRPC also conducted morning and afternoon (peak-period) manual turning movement counts (TMC s) at critical intersections in Brookline. The data from these counts was used to calculate intersection level of service (LOS). The locations of the various counts are shown on Maps 4 and 5. Tables 4-11 and Figures 4-6 summarize the data. a. 24-Hour Volume Counts Traffic on NH 13: The average daily traffic (adt) at the Massachusetts State Line is 6,942 vehicles (Table 4, Map 4). The volume of traffic increases to 8,156 adt between Averill and Ten Rod Road because of the additional vehicles entering from Laurel Crest Drive and Averill Road. Traffic volume increases to approximately 9,308 adt just south of the NH 13/South Main Street intersection. A significant number of vehicles exit from NH 13 onto South Main Street, which is why traffic volume on NH13 decreases to 6,953 adt just north of the intersection with South Main Street. Traffic volume is around 7,283 adt between Lorden Lane and Bond Street, and around 6,477 adt between Bond Street and Meetinghouse Hill Road. Traffic volume increases to approximately 9,170 adt just south of North Mason Road, and to 9,300 adt at the Milford Town Line. Traffic on Approaches to NH 13: Traffic volume on South Main Street just east of NH 13 is approximately 3,522 adt. Volume on Mason Road just west of NH 13 is 3,312 adt and volume on Milford Street just east of NH13 is approximately 2,150 adt. TABLE 4: EXISTING TRAFFIC VOLUME - BROOKLINE Location Most Recent Traffic Count (adt) TRAFFIC ON NH 13 Volume Year NH 13 at Massachusetts State Line* 6, NH 13 between Averill and Ten Rod Road* 8, NH 13 South of South Main Street* 9, NH 13 Between Lorden Lane and South Main St 6, NH 13 Between Lorden Lane and Bond St 7, NH 13 Bet Meetinghouse Hill Rd and Bond St* 6, NH 13 Bet Meetinghouse Hill Rd and Milford St 6, NH 13 Between Quimby Rd & North Mason Road* 9, NH 13 Between Lakin Rd and Scabbard Mill* 8, NH Milford Town Line 9, TRAFFIC ON APPROACHES TO NH 13 Laurel Crest Drive W. of NH Averill Road W. of NH South Main Street (East of NH 13) 3, Lorden Lane Bond Street E. of NH13 1, Mason Road W. of NH13 3, Meetinghouse Hill Road E. of NH13 1, Quimby Road W. of NH Milford Street E. of NH13 2, North Mason Brook * Classification count Page 12 April 2006

19 2006 Brookline- NH 13 Access Management Study MAP 4: EXISTING TRAFFIC VOLUME BROOKLINE Page 13 April 2006

20 2006 Brookline- NH 13 Access Management Study b. Peak-Hour Turning Movement Counts NRPC also conducted morning and afternoon (peak-period) manual turning movement counts (TMC s) at critical intersections in Brookline. The counts were conducted in the field by NRPC staff on weekdays between the hours of 7:00am and 9:00am and 4:00pm and 6:00pm (except where noted). The locations of the TMC s are listed in Table 5 and shown on Map 5. TABLE 5: TURNING MOVEMENT COUNT LOCATIONS NH13/Townsend Hill Rd NH13/South Main St NH 13/Bond Street NH13/Mason Rd/Meetinghouse Hill Rd NH13/Old Milford Road NH13/Milford St/Quimby Rd NH13/North Mason Rd c. Peak-Hour Level of Service The TMC s were used to determine the Level of Service (LOS) at critical intersections in each community. Level-of-service analysis was performed based on the industry standards as described in the Highway Capacity Manual 2000 (HCM), published by the Transportation Research Board. The HCM defines the quality of traffic operations at specific highway facilities (roads, lanes, intersections, and intersection approaches) under specific conditions (peak hour) by a means of "level-of-service." The LOS characterizes the operating conditions on a facility in terms of traffic performance measures related to speed and travel time, freedom to maneuver, traffic interruptions, and comfort and convenience. Level-of-service can range from "A" (least congested) to "F" (most congested). The following table shows the general definitions of LOS. TABLE 6: LOS GENERAL DEFINITIONS Level of Service General Operating Conditions A Free flow B Reasonably free flow C Stable flow D Approaching unstable flow E Unstable flow F Forced or breakdown flow Source: "A Policy on Geometric Design of Highways and Streets", AASHTO Operational analysis at non-signalized (two-way and four-way stop controlled) depends upon the understanding of the interaction of drivers on the minor or stop-controlled approach with the drivers on the major street. The LOS for a stop-controlled intersection is determined by the computed or measured control delay and is defined for each minor movement. The LOS is not defined for the intersection as a whole. The LOS criteria for nonsignalized intersections are shown in the following table. Page 14 April 2006

21 2006 Brookline- NH 13 Access Management Study TABLE 7: LEVEL OF SERVICE CRITERIA/NON-SIGNALIZED INTERSECTIONS Level of Service Control Delay per Vehicle (sec./veh.) A 0-10 B C D E F > 50 Source: "Highway Capacity Manual 2000", TRB. Most of the intersections along NH 13 in Brookline exhibit relatively good LOS. Generally, the movements from the main line of NH 13 onto the minor streets are either A or B. Most of the movements from minor street approaches onto NH 13 are LOS B or better. The exceptions are associated with the NH 13/South Main Street intersection and the NH 13/Mason Road/Meetinghouse Hill Road intersection (Table 8, Map 5). South Main Street: The westbound approach from South Main Street to NH 13 is LOS of C during the morning peak and a LOS D during the afternoon peak. Mason Road: The eastbound approach from Mason Road to NH 13 is LOS C during the morning peak period and LOS C during the afternoon peak period. TABLE 8: PEAK-HOUR LEVEL OF SERVICE - BROOKLINE Location Approach Level of Service AM PM NH13/Townsend Hill Rd - NH13 SB A A - Townsend Hill Rd WB B B NH13/South Main St - NH13 NB A A - NH13 - SB A A - South Main St WB C D - Liquor Store Plaza EB B B NH 13/Bond Street - NH 13 NB A A - Bond Street WB B B NH13/Mason Rd/Meetinghouse Hill Rd - NH13 NB A A - NH13 - SB A A - Mason Rd EB C C - Meetinghouse Hill Rd WB B B NH13/Old Milford Road - NH13 SB A A - Old Milford Rd WB B B NH13/Milford St/Quimby Rd - NH13 NB A A - NH13 - SB A A - Quimby Rd EB B B - Milford St WB B B NH13/North Mason Rd - North Mason Rd. - EB B B Page 15 April 2006

22 2006 Brookline- NH 13 Access Management Study MAP 5: PEAK-HOUR LEVEL OF SERVICE - BROOKLINE Page 16 April 2006

23 2006 Brookline- NH 13 Access Management Study d. Speed of Motor Vehicles NH 13 South of Milford Street: The location of this count is on NH 13 just south of Milford Street. Table 9 compares the actual speed of motor vehicles with the posted speed limit of 50 mph at this location. Figure 4 displays this information graphically. It can be seen that 78% of all vehicles travel at or below the speed limit at this location on an average weekday, 21% are between one and 10 mph over the speed limit and 1% exceed the speed limit by greater than 10 mph. TABLE 9: SOUTH OF MILFORD STREET # OF VEHICLES VS. SPEED LIMIT Speed Limit (50 mph) # of Vehicles % of Total < 50 MPH 5,331 78% MPH 1,435 21% > 60 MPH 68 1% Total 6, % Figure 4: South of Milford Street % Of Vehicles Above/Below Speed Limit 100% 75% 50% 78% < 50 MPH MPH 61+ MPH 25% 21% 1% 0% ALL VEHICLES Page 17 April 2006

24 2006 Brookline- NH 13 Access Management Study NH 13 South of Meetinghouse Hill Road/Mason Road: The location of this count is on NH 13 just north of the Meetinghouse Hill Road/Mason Road intersection. Table 10 compares the actual speed of motor vehicles with the posted speed limit of 35 mph at this location. Figure 5 displays this information graphically. It can be seen that 8% of all vehicles travel at or below the speed limit at this location on an average weekday, 30% exceed the speed limit by between one and 10 mph and 62% exceed the speed limit by more than 10 mph. TABLE 10: SOUTH OF MEETINGHOUSE HILL ROAD # OF VEHICLES VS. SPEED LIMIT Speed Limit (35 mph) # of Vehicles % of Total < 35 MPH 518 8% MPH 1,943 30% > 45 MPH 4,016 62% Total 6, % Figure 5: South of Meetinghouse Hill Road % of Vehicles Above/Below Speed Limit 100% 75% < 35 MPH MPH 46+ MPH 50% 62% 25% 8% 31% 0% ALL VEHICLES Page 18 April 2006

25 2006 Brookline- NH 13 Access Management Study NH 13 Between Lorden Lane and Bond Street: The location of this count is on NH 13 approximately mid-way between Lorden Lane and Bond Street. Table 11 compares the actual speed of motor vehicles with the posted speed limit of 50 mph at this location. Figure 6 displays this information graphically. It can be seen that 76% of all vehicles travel at or below the speed limit at this location on an average weekday, 23% exceed the speed limit by between one and 10 mph and 1% exceed the speed limit by greater than 10 mph. TABLE 11: B/T LORDEN LANE & BOND STREET # OF VEHICLES VS. SPEED LIMIT Speed Limit (50 mph) # of Vehicles % of Total < 50 MPH 5,535 76% MPH 1,675 23% > 60 MPH 73 1% Total 7, % Figure 6: b/t Lorden Lane & Bond Street # of Vehicles Above/Below Speed Limit 100% 75% < 50 MPH mph 61+ MPH 50% 76% 25% 23% 1% 0% ALL VEHICLES Page 19 April 2006

26 2006 Brookline- NH 13 Access Management Study 2. Buildout Traffic Conditions Brookline a. Buildout Traffic Volume Brookline NRPC maintains a sophisticated Regional Travel Demand Model to predict traffic patterns and volumes on road segments region-wide. The base year (2000) version of the traffic model contains current road networks, current housing and no-residential information. The buildout version was developed using the base year road network, existing land use patterns, local land use policies and zoning, availability of vacant land, and the presence of environmental constraints. The traffic volumes and conditions are then compared between the base year model and the buildout model. According to the model, the mean percent volume increase in traffic for road segments region-wide is 55%. Three (3) percent of road segments are estimated to increase in volume by 300% or more at buildout. Fifteen (15) percent are estimated to increase by 100% or more and 30% are estimated to increase by 50% or more. The transportation model includes only major routes. It does not include every street in the region. Traffic volume will obviously increase in the event that the Town reaches full buildout conditions in the future. It is important to keep in mind, however, that buildout is a hypothetical situation and should be consider for planning purposes only. The estimated traffic volumes are listed in Table 12 and shown on Map 6. The data suggests that the segment of NH 13 between Milford Street and the Milford town line will see the most significant increase in traffic volume. The most significant increases in traffic volume on the minor approaches to NH 13 will be on North Mason Road, Mason Road and Milford Street. TABLE 12: BUILDOUT TRAFFIC VOLUME - BROOKLINE Location Existing Traffic(adt) Buildout Traffic(adt) TRAFFIC ON NH 13 NH 13 at Massachusetts State Line 6,942 9,441 NH 13 between Averill and Ten Rod Road 8,156 11,174 NH 13 South of South Main Street 9,308 12,845 NH 13 Between Lorden Lane and South Main St 6,953 10,708 NH 13 Between Lorden Lane and Bond St 7,283 11,216 NH 13 Bet Meetinghouse Hill Rd and Bond St 6,477 10,622 NH 13 Bet Meetinghouse Hill Rd and Milford St 6,834 14,283 NH 13 Between Quimby Rd & North Mason Road 9,170 19,807 NH 13 Between Lakin Rd and Scabbard Mill 8,360 23,328 NH Milford Town Line 9,300 23,250 TRAFFIC ON APPROACHES TO NH 13 Laurel Crest Drive W. of NH Averill Road W. of NH South Main Street (East of NH 13) 3,522 4,649 Lorden Lane Bond Street E. of NH13 1,365 1,215 Mason Road W. of NH13 3,312 8,446 Meetinghouse Hill Road E. of NH13 1,696 2,495 Quimby Road W. of NH Milford Street E. of NH13 2,150 4,687 North Mason Brook 865 6,064 Page 20 April 2006

27 2006 Brookline- NH 13 Access Management Study MAP 6: BUILDOUT TRAFFIC VOLUME - BROOKLINE Page 21 April 2006

28 2006 Brookline- NH 13 Access Management Study b. Buildout Peak-Hour Level of Service - Brookline The NRPC traffic model was used to develop the build out scenario for Brookline and the associated Levels of Service that could possibly result. TABLE 13: BUILDOUT LEVEL OF SERVICE-BROOKLINE Location NH13/Townsend Hill Rd Approach Level of Service AM PM - NH13 SB A A - Townsend Hill Rd WB B B NH13/South Main St - NH13 NB A A - NH13 - SB A A - South Main St WB D F - Liquor Store Plaza EB C C NH 13/Bond Street - NH 13 NB A A - Bond Street WB C C NH13/Mason/Meetinghouse Hill Rd - NH13 NB A A - NH13 - SB A A - Mason Rd EB F F - Meetinghouse Hill Rd WB C E NH13/Old Milford Road - NH13 SB A B - Old Milford Rd WB E E NH13/Milford St/Quimby Rd - NH13 NB A A - NH13 - SB A A - Quimby Rd EB E E - Milford St WB C C NH13/North Mason Rd - NH13 NB A B - North Mason Rd EB F F The critical movements from the main line of NH 13 onto the minor streets will remain LOS A or B in the future. The LOS for a significant number the minor street approaches onto NH 13, however, will deteriorate. Buildout LOS is shown in Table 13 and on Map 7. South Main Street: The westbound approach to NH 13 will be LOS of D during the morning peak and a LOS F during the afternoon peak. Mason Road: The Mason Road (eastbound) approach to NH 13 will be LOS F during the morning and afternoon peak periods. Meetinghouse Hill Road: The westbound approach to NH 13 on Meetinghouse Hill will be LOS C during the morning peak period and E during the afternoon peak period. Page 22 April 2006

29 2006 Brookline- NH 13 Access Management Study Old Milford Road: The westbound approach to NH 13 will be LOS E during both the morning and afternoon peak periods. Quimby Road: The eastbound approach on Quimby Road will be LOS E during the morning and afternoon peak periods. MAP 7: BUILDOUT LEVEL OF SERVICE - BROOKLINE Page 23 April 2006

30 F. KEY ISSUES The following key issues were identified through a combination of input from residents of Brookline, analysis of existing traffic conditions, and observation of current land uses: 1. Brookline Key Issues a. Traffic Congestion One way to measure traffic congestion is with Level of Service analysis. The current LOS at critical intersections in Brookline is generally B or better. The two exceptions are at the South Main Street intersection and the Mason Road intersection. The LOS on the South Main Street (westbound) approach to NH 13 is C during the morning peak-period and D during the afternoon peak-period. The LOS on the Mason Road eastbound approach to NH 13 is C for both the morning and afternoon peak periods. Buildout analysis suggests that LOS will deteriorate at several intersections in Brookline. The westbound South Main Street approach will deteriorate to LOS D during the morning peak and F during the afternoon. The Liquor Store exit and the Bond Street westbound approach will deteriorate to LOS C during the morning and afternoon peak period. The eastbound Mason Road approach and the eastbound North Mason Road approach will deteriorate to LOS F for both peak periods. Meetinghouse Hill Road, westbound Old Milford Road and Quimby Road will experience LOS E. In addition, Brookline residents verified intersections at Mason Road and South Main Street as problematic and added the Milford Street intersection as another issue area. Based on the above discussion it is clear that there are current and potential future problems with intersection delay at several critical intersections in Brookline. b. Turning Safely Onto and Off of NH 13 Residents of Brookline said that there are several intersections where it is difficult and unsafe to turn off NH 13. This is especially true while waiting to make the turn from southbound NH 13 onto Old Milford Road. This is a busy intersection because Old Milford Road is a cut through to a major residential section of Town. Motorist frequently have to wait to make this turn and this forces southbound motorists who are not turning off to squeeze around on the right shoulder because there is no southbound left-hand turn pocket. There are other intersections in Brookline that experience similar conditions, including the intersections with Mill Brook Road, Mason Road/Meetinghouse Hill Road, Milford Street and North Mason Road. c. Speed of Vehicles Some residents expressed concern about the speed of motor vehicles along the corridor. NRPC therefore conducted several classification traffic counts that recorded the speed of motor vehicles. The data from these counts verifies that a significant number of motor vehicles do exceed the speed limit. The segment of roadway between Bond Street and Meetinghouse Hill Road is the most obvious example. Only eight percent of motor vehicles traveled at or below the speed limit on the day that this count was conducted. Thirty percent of the vehicles were between one and 10 mph over the limit and 62% were at least 11 mph over the speed limit. Most (78%) vehicles were at or below the speed limit just south of the Milford Street intersection and 21% were no more than 10 mph over the speed limit. The data was very similar between Lorden lane and Bond Street. Page 24 April 2006

31 There are numerous undefined curb cuts where motor vehicles turn unexpectedly and with excessive speed added to the mix, a dangerous situation can result. d. Poorly Defined Curb Cuts As noted above, there are segments of the corridor that are essentially continuous curb cuts (driveways), which results in confusion as motor vehicles enter and exit from many different directions. Controlling the number, configuration and spacing of access points from a site to a roadway reduces potential conflicts between cars, pedestrians and bicycles. The segments of roadway near Post Office complex, Stateline Convenience Store plaza, and near C.W. Fuels/Bank North/Big Bear Lodge are good examples of where consolidating the number of access points would improve traffic flow and safety. e. Alignment of Access Points South Main Street intersects NH 13 at an angle that is less than 90 degrees. The entry to the plaza that contains the State Line Convenience Store and NH Liquor Store is on the other side of NH 13 at this same location and this creates a poorly aligned 4-way intersection. Residents pointed this out and the LOS analysis confirmed that this intersection operates at a less than ideal level. To minimize potential conflicts between motor vehicles, pedestrians and bicycles and improve safety, intersections and driveways should be aligned opposite each other wherever possible and intersect roadways at a 90 degree angle. Page 25 April 2006

32 G. ACCESS MANAGEMENT PRINCIPLES 1. Introduction Access management is the practice of coordinating the location, number, spacing and design of access points to minimize site access conflicts and maximize the traffic capacity of a roadway. Uncoordinated growth along some of the region s major travel corridors has resulted in strip development and a proliferation of access points. In most instances, each individual development along the corridor has its own access driveway. Numerous access points along the corridor create conflicts between turning and through traffic, which causes delays and accidents. The NH 13 Corridor is identified in the Nashua Regional Planning Commission Access Management Guidelines, as a corridor with the potential for substantial future development resulting in high traffic volumes and congestion. Applying access management techniques can preserve the existing capacity and improve safety as new development occurs. Historically, transportation and access management plans concentrated primarily on the movement of vehicles. Current planning efforts focus on all modes of transportation, including bicycle and pedestrian travel, as well as land use patterns. Numerous benefits are derived from managing the location and number of access points to a roadway. The benefits include: improving overall roadway safety; reducing the total number of vehicle trips; decreasing interruptions in traffic flow; minimizing traffic delays and congestion; maintaining roadway capacity; extending the useful life of roads; avoiding costly highway projects; improving air quality; encouraging compact development patterns; improving access to adjacent land uses; and enhancing pedestrian and bicycle facilities. In addition to preserving capacity, access management techniques can be coordinated with design guidelines to significantly enhance the aesthetics of a roadway corridor. The NH 13 corridor is currently a diversely developed, auto-oriented environment with a rural character that can be preserved through coordination of land use and transportation planning. Developing a common vision that includes guidelines for access in addition to a unified design for signage, landscaping and pedestrian facilities can significantly improve the function and aesthetics of the corridor. Below are access management techniques recommended in the Nashua Regional Planning Commission Access Management Guidelines, April 2002 that may be adapted to local Site Plan and Subdivision Regulations in Brookline. Number of Access Points Managing the number of access points (driveways) from a site to a roadway reduces potential conflicts between cars, pedestrians and bicycles. Spacing of Access Points Establishing a minimum distance between access points reduces the number of points a driver has to observe and reduces the opportunity for conflicts. Page 26 April 2006

33 Width of Access Points Uncontrolled access is a serious hazard for vehicles entering or exiting the site, vehicles passing by the site, bicycles and pedestrians. In addition to limiting the number of access points, the width of the access point should be restricted based on the use of the site. Turning Radius The turning radius of a driveway or access road affects both the flow and safety of through traffic as well as vehicles entering and exiting the roadway. The size of the turning radius affects the speed at which vehicles can exit the flow of traffic and enter a driveway. Corner Clearance Corner clearance is the distance between a driveway and an intersection. Providing adequate corner clearance improves traffic flow and roadway safety by ensuring that the traffic turning into the driveway does not interfere with the function of the intersection. Driveway Throat Length Driveway throat length is the length of the driveway that is controlled internally from turning traffic measured from the intersection with the road. Driveways should be designed with adequate throat length to accommodate queuing of the maximum number of vehicles as defined by the peak period of operation in a traffic study. Shared access Access points should be shared between adjacent parcels to minimize the potential for conflict between turning and through traffic. Shared access can be used effectively for both residential and nonresidential developments. Consolidation of Access Points Communities should take advantage of any opportunities to consolidate access points and provide cross access between existing developments as projects come under the review process. Reducing the number of potential conflict points will improve traffic flow and increase safety on the roadway. Frontage and Backage Roads Frontage and backage roads generally run parallel to an arterial or major collector and provide direct access to adjacent properties. As the names imply, frontage roads are located in front of the buildings/parcels - between the buildings and the arterial. Backage roads run behind the parcels providing access to the rear of parcels that front on the arterial. The major benefit of frontage/backage roads and service roads is the elimination of conflict points along the arterial. Eliminating the need for direct access improves the efficiency and safety of the arterial or collector. Alignment of Access Points Street and driveway intersections represent points of conflict for vehicles, bicycles and pedestrians. To minimize the potential conflicts and improve safety, intersections and driveways should be aligned opposite each other wherever possible and intersect roadways at a 90 degree angle. Sight Distance Sight distance is the length of the road that is visible to the driver. A minimum safe sight distance should be required for access points based on the roadway classification. The American Association of State Highway and Transportation Officials (AASHTO) publication A Policy on Geometric Design of Highways and Streets contains recommendations for sight distance based on the roadway design speed and grade. Page 27 April 2006

34 Turning Lanes Turning lanes and tapers remove turning traffic from the through travel lanes reducing congestion on the main line. Medians Medians are used to control and manage left turns and crossing movements as well as separating traffic moving in opposite directions. Restricting left turning movements reduces the conflicts between through and turning traffic, resulting in improved safety. Pedestrian and Bicycle Access A key aspect of access management is reducing the number of vehicle trips. This can be accomplished by providing safe and appealing pedestrian access within developments and between adjacent developments. Page 28 April 2006

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36 H. REVIEW OF ZONING AND LAND USE REGULATIONS 1. Introduction A review of the Brookline Site Plan and Subdivision Regulations and Zoning Ordinances was conducted to identify existing regulations consistent with access management strategies. The Town of Brookline does not have specific access management strategies in place, but existing regulations provide some level of access control. The review of existing regulations and ordinances is summarized below and the specific language of the regulations ordinances can be seen in Appendix A. 2. Existing Brookline Regulations a. Non-Residential Site Plan Review Regulations The regulations address access management through the parking design and pedestrian provisions. The regulations allow for shared parking arrangements with adjoining nonresidential developments as well as other on site uses. In addition, the regulations require that parking be located within a reasonable walking distance (600 feet) of the development connected by a 5-foot wide pedestrian path. Pedestrian accommodations are emphasized throughout the regulations with the requirement for a minimum 5-foot wide pedestrian path throughout the development sites, from adjacent streets, sidewalks and parking area(s) to the entrances of all structures. The regulations are designed to ensure safe pedestrian circulation within and between developments. These requirements achieve a level of access control by creating pedestrian friendly facilities which reduce short vehicle trips between adjacent and nearby facilities having a positive impact on the Route 13 corridor by reducing the potential for vehicular conflict. b. Zoning Ordinance The ordinance addresses access management directly through driveway design and spacing considerations. The ordinance requires driveways to be a minimum of 100 feet from an intersection. Providing adequate corner clearance improves traffic flow and roadway safety by ensuring that the traffic turning into the driveway does not interfere with the function of the intersection. The ordinance also states that no driveway shall intersect the street at less than a 60-degree angle. The turning radius of a driveway or access road affects both the flow and safety of through traffic as well as vehicles entering and exiting the roadway. The size of the turning radius affects the speed at which vehicles can exit the flow of traffic and enter a driveway. In general, the larger the turning radius, the greater the speed at which a vehicle can turn into a site. An excessively small turning radius will require a turning vehicle to slow down significantly to make the turn, therefore backing up the traffic flow. An excessively large turning radius will encourage turning vehicles to travel quickly, thereby creating hazards to pedestrians. The ordinance also permits common driveways to serve as access to all legal frontage lots. This allows for shared access between adjacent parcels, which minimizes the potential for conflict between turning and through traffic. Page 29 April 2006

37 c. Subdivision Regulations The regulations mirror the zoning ordinance requirement for driveways and provide access management provisions for residential development. The regulations state that all street intersections shall have all season safe sight distance of four hundred (400) feet in both directions. Sight distance is the length of the road that is visible to the driver, and a proper sight distance allows the operator time to react to vehicles entering or leaving the corridor. The subdivision regulations require streets entering opposite sides of another street to be laid out either directly opposite one another or with a minimum offset of 125 feet between their center lines. This helps to minimize the number of access points along the corridor and to create intersections that are aligned at 90 degrees of each other. Page 30 April 2006

38 I. ACCESS MANAGEMENT RECOMMENDATIONS 1. Introduction The following access management recommendations are designed to assist the community of Brookline in coordinating the location, number, spacing and design of access points in order to minimize site access conflicts and maximize the traffic capacity of the NH 13 corridor. The recommendations will enhance safety, efficiency and aesthetics along the corridor. This will be accomplished by coordinating the implementation of the plan with Zoning Ordinances, Site Plan Regulations and other Town planning documents. 2. Recommended Access Management Strategies for Brookline The town of Brookline has seen substantial residential growth resulting in increased traffic volumes on NH 13. In conjunction with the residential growth, there have been pockets of commercial development along the corridor. The Town of Brookline has a limited level of access control in place through existing site plan zoning and subdivision regulations. Current regulations provide guidance on pedestrian access, driveway spacing location and alignment and sight distance. It is recommended that the Town of Brookline consider developing an Access Management Plan to address future growth along the corridor. The following section outlines access management strategies to consider in the development of an access management plan for Brookline and provides recommendations for specific areas identified by Brookline residents during the public meeting. a. General Access Management Recommendations Commercial and industrial land uses are currently concentrated in three areas along the NH 13 corridor in Brookline. These areas are located beginning at North Mason Road and extending south through the NH 130 (Milford Street) intersection; from Bond Street, extending south to the Lorden Lane neighborhood; from just south of Lorden Lane, continuing south to the State line. There is also limited additional commercial development around South Main Street and Parker Road. These areas have experienced varying degrees of development with few access management strategies in place. Access management strategies are defined in section G of this document. Below are several strategies that can be used as a starting point, then developed further and incorporated into the site plan and subdivision regulations for Brookline. Alignment of Access Points: The driveways into and out of the State Line Convenience store do not align with South Main Street Defining Width of Access Points: The entry to the Riverside Restaurant is unnecessarily wide and undefined Requiring shared access: A connection at the rear of the Big Bear Lodge and CW Fuels parcels could reduce the umber of times vehicles enter and exit NH 13 Turning lanes: A southbound left-turn lane from NH 13 onto South Main Street should be considered Managing Spacing and Number of Access Points: The shared access to Gazebo Square and CW Fuels should be better defined in order to mitigate conflicts between entering and exiting vehicles b. Residential Development Access Management Recommendations Much of the NH 13 Corridor through Brookline is zoned for residential use. To enhance the access management components of the current subdivision regulations the Town of Brookline could consider the following access management strategies: Connecting through streets Limiting the use of cul-de-sacs off of NH 13 Requiring shared driveways Page 31 April 2006

39 c. Specific Access Concerns Identified at the Public Meeting Intersection of NH 13/South Main Street/State Line Convenience This intersection has several alignment issues (Figure 7): - South Main Street intersects NH 13 at an angle that is less than 90 degrees. Pavement markings guide westbound vehicles on South Main Street to intersect with NH 13 at an angle that is close to 90 degrees. However, turning vehicles from northbound NH 13 onto eastbound South Main Street do not have to negotiate a 90-degree right-hand turn. Instead, these vehicles only have to bear right onto South Main Street and can do so at a high rate of speed. - On the opposite side of NH 13 is the State Line Convenience Store plaza. There is an entry driveway at the north end of the plaza and an entry/exit driveway at the south end. Neither of the driveways is aligned with South Main Street, and both are less than 100 feet from the intersection. Figure 7: South Main Street/NH 13 Brookline Zoning Regulations require driveways to be a minimum of 100 feet from an intersection, yet the driveways at the plaza are not 100 feet from the South Main Street intersection. Providing adequate corner clearance from an intersection improves traffic flow and roadway safety by ensuring that the traffic turning into the driveway does not interfere with the function of the intersection. Brookline subdivision regulations also require streets entering opposite sides of another street to be laid out either directly opposite one another or with a minimum offset of 125 feet between their centerlines. This helps to minimize the number of access points along the corridor and to create intersections that are aligned at 90 degrees of each other. The driveways into the plaza at this intersection are not aligned directly across from South Main Street, and they are only separated from each other by approximately eighty (80 ) feet. Page 32 April 2006

40 Recommendations: - The intersection of NH 13 and South Main Street should be reconfigured to align as close to 90 degrees as possible. - Conduct traffic study to determine if installation of a left turn pocket from southbound NH 13 onto South Main Street is warranted. - Install a right turn lane from northbound NH 13 onto South Main Street. - The driveways to the State Line Convenience Store Plaza should be combined to form one access/egress point and the new driveway should align directly across from South Main Street. C W Fuels/Big Bear Lodge/Gazebo Plaza/Riverside Restaurant The access points in this segment of the corridor are poorly spaced and poorly defined which can lead to confusion when entering or exiting the various businesses, including CW Fuels, Big Bear Lodge, Gazebo Square, the Riverside Restaurant and the CITGO station (Figure 8). - The north and south driveways at the Big Bear Lodge were recently repaved which helps define these intersections. Pavement markings would provide further definition and safety at the south driveway. - There is a conflict point at the common driveway to Gazebo Plaza and CW Fuels. Southbound vehicles on NH 13 that are heading into CW Fuels enter this driveway at a high rate of speed directly in front of vehicles exiting Gazebo Plaza. - Access to the parking lot at the Riverside Restaurant is one continuous undefined curb cut. - NRPC staff observed at least one vehicle traveling southbound on the northbound shoulder between the CITGO station and the restaurant. Figure 8: CW Fuels/Big Bear Lodge/Gazeebo Square Page 33 April 2006

41 The NRPC guidelines suggest that each parcel should be allowed only one access point (driveway), and that shared access between parcels should be encouraged. The reason is that controlling the number of access points from a site to a roadway reduces potential conflicts between cars, pedestrians and bicycles. In addition to limiting the number of access points, the width of the access point should be restricted based on the use of the site. Residential driveways should be limited to a maximum of 15 feet at the edge of pavement, including turning radii. The maximum width for a commercial or industrial site entrance with two-way traffic should be limited to 36 feet including 2-foot shoulders. The width of the entrance should be determined based on the type of use for the site, the type of traffic (i.e. cars vs. 18 wheel trucks), and the projected volume of traffic. Recommendations: - The south entry to the Big Bear Lodge parcel would be improved with defined pavement markings. - The southern driveway to Gazebo Square should be modified so that southbound vehicles on NH 13 that enter CW Fuels do not directly conflict with vehicles exiting and entering Gazebo Square. - Provide a connection between the Big Bear, Gazebo Square and CW Fuels parcels to allow vehicle access between the developments without using Route 13 - The Riverside Restaurant parking lot should include a defined entry and exit, with curbing to eliminate the uncontrolled access that currently exists there. - This area could benefit from a detailed review and the development of a site specific access management plan. Page 34 April 2006

42 Intersection of NH 13/Mason Road/Meetinghouse Hill Road Buildout analysis suggests that LOS at this intersection will be F on the Mason Road approach during the AM and PM peak period, and E on the Meetinghouse Hill Road Approach during the PM peak period. Additionally, Brookline residents said that it is already difficult and dangerous to enter NH 13 at this intersection (Figure 9). The reason this happens on the Mason Road approach is because there is no left-turn pocket for vehicles intending to go north on NH 13, and because a significant number of northbound vehicles already on NH 13 travel above the posted speed limit. The LOS on the Meetinghouse Hill Road approach is impacted by the fact that there is not a right-turn lane for vehicles intending to go north on NH 13. Figure 9: NH 13/Mason Road/Meetinghouse Hill Road Recommendations: - Consider installing a left-turn pocket on eastbound approach to NH 13 from Mason Road; - Consider installing a right-turn lane on westbound Meetinghouse Hill Road; - Enforce speed limit on this segment of NH 13. Page 35 April 2006

43 Intersection of NH 13/Old Milford Road Residents of Brookline said that it is difficult and unsafe for southbound vehicles on NH 13 to turn left onto Old Milford Road (Figure 10). The reason is there is only one southbound lane, which means that southbound thru vehicles must squeeze by vehicles that are waiting to turn left onto Old Milford Road. Motor vehicle accidents have occurred at this intersection. Figure 10: NH 13/Old Milford Road Recommendation: - Consider installing a left-turn pocket from southbound NH 13 onto Old Milford Road. - Improve the pavement markings on Old Milford Road near the intersection. - Enforce speed limit on this segment of NH 13. Developing an Access Management Plan The access management strategies recommended above offer a start to developing a plan that meets the unique requirements of the Town. To be effective the access management strategies need to migrate from study documents and guiding plans to the Town Site Plan review regulations, Subdivision regulations and/or Zoning ordinances. NRPC recommends that the Town of Brookline formally develop an access management plan to address traffic impacts from future growth along the NH 13 corridor and work towards entering into an access management Memorandum of Understanding (MOU) with NHDOT. The development of an access management plan is a requirement for entering into an access management MOU with the New Hampshire Department of Transportation. The MOU recently finalized by NH DOT is designed to improve coordination between site plan approvals and driveway access permits. Page 36 April 2006