Functional Design Report

Transcription

1 Presented to: City of Beverly MassDOT Highway Division Rte 128 Exit 19 Interchange Improvements Project Beverly, MA Functional Design Report May 30, 2014 Submitted by: Jacobs 343 Congress Street Boston, MA U.S.A.

2 Contents 1.0 REPORT PURPOSE EXISTING TRAFFIC CONDITIONS Limits of Analysis Network Existing Roadway Network... 9 Route Sohier Road... 9 Connector Road... 9 Sohier Road at Connector Road... 9 at Connector Road at Herrick Street Traffic Analysis Methodologies Existing Traffic Volumes Existing Intersection Analysis Sohier Road at Connector Road Brimbal Ave at Connector Road Brimbal Ave at Herrick St Safety Analysis Intersections Existing Transit Existing Pedestrian and Bike Circulation PROJECT OVERVIEW FUTURE TRAFFIC VOLUMES Travel Demand Modeling & Historical Traffic Volumes MassDOT Data Planned Developments and Projects Trip Generation Trip Distribution and Assignment Build Traffic Volumes NO-BUILD TRAFFIC ANALYSIS Future No-Build Intersection Analysis Sohier Road at Connector Road Brimbal Ave at Connector Road Brimbal Ave at Herrick St of 46

3 6.0 FUTURE BUILD TRAFFIC ANALYSIS Future Build Intersection Analysis Phase 1 Build Intersections Sohier Road at Connector Road at Connector Road Construction Management Outline Bicycle and Pedestrian Improvements TRAFFIC SIGNAL WARRANTS CONCLUSIONS Appendix A - Traffic Counts Appendix B Intersection Analysis Appendix C Crash Data Appendix D Signal Warrants of 46

4 LIST OF FIGURES Figure 2-1. Existing Volumes...8 Figure 2-2. Existing Year 2012 Traffic Volumes.13 Figure 2-3A. Existing Intersection LOS AM.16 Figure 2-3B. Existing Intersection LOS PM.17 Figure 4-1. Year 2021 No-Build Traffic 25 Figure 4-2. Trip Distribution...27 Figure 4-3. Project Trips Figure 4-4. Build 2021 Traffic Volumes Figure 5-1A No-Build Intersection LOS AM.34 Figure 5-1A No-Build Intersection LOS PM.35 Figure 6-1A Build Intersection LOS AM 39 Figure 6-1B Build Intersection LOS PM 40 3 of 46

5 LIST OF TABLES Table 2-1: Intersection LOS Thresholds Table 2-2: Existing Intersection LOS Table 2-3: Intersection Crash Analysis Table 2-4: Intersection Crash Rates Table 4-1: Regional Traffic Growth from MassDOT Data Table 4-2: Trip Generation Table 5-1: 2021 No-Build Intersection LOS Table 6-1A: Future Build Intersection LOS ROUNDABOUTS Table 6-1B: Future Build Intersection LOS SIGNAL Table 7-1: Brimbal Ave at Herrick St Warrant Volumes of 46

6 1.0 REPORT PURPOSE This Functional Design Report is an update/revision to the one dated August Phase 1 of the Route 128 Exit 19 Interchange Improvements Project has changed significantly and this FDR will talk about the change and update the analysis. Improvements on Brimbal Ave, Sohier Road, and the Connector Road are still included in the improvements for the Route 128 Exit 19 Interchange improvements project. The significant difference is the location; the improvements have been moved closer to Route 128, proposing moderate modifications to the Connector Road and providing two (2) single lane roundabouts. Also included in the Phase 1 Improvements is the intersection of and Herrick Street. The Project is part of an overall strategy of transportation and other infrastructure improvements to provide for improved safety and congestion mitigation on the North Shore and along Route 128. The Exit 19 Interchange Improvements Project will improve safety and operations on Route 128 at Interchange 19 and facilitate the expansion of the economic base of the area by improving transportation access to potential development and re-development parcels. The purpose of the report is to assess the base and future traffic conditions at the interchange with traffic analysis and demonstrate how Phase 1 supports the objectives of the Project. The analysis was performed for Year 2021 and meet MassDOT FDR analysis guidelines of least seven years from the base year. Phase 1 includes roadway, bicycle, and pedestrian improvements to, Sohier Road, and the Connector Road, south of the Route 128 Interchange. Sidewalks, accessible wheelchair ramps at intersections, a shared used path, and adequate roadway shoulders for bicycles will be provided throughout the design. The Project will widen and improve roadway capacity on, Sohier Road, and Connector Road. The capacity of these roadways is expected to satisfy the traffic demand projected beyond analysis Year Two (2) single lane roundabouts are proposed on Connector Road and its intersections with Sohier Road and. The roundabout on will have two lanes on the eastern half to accommodate the large through volume in the afternoon. The intersection of and Herrick Street would be signalized. Pedestrian and bicycle accommodations are proposed in the roundabout design. The pedestrian crosswalks will be located close to the circulating roundabout since vehicle speeds are lower in the vicinity due to the radius and deflection. At least 5-feet of refuge area, at Sohier Road and Connector Road roundabout, will be provided. This refuge area will be in addition to the median splitter island refuge. The refuge area will likely be provided in the form of textured pavement and pavement striping. Finally, on the south side of Connector Road, a shared-use path will be installed. 5 of 46

7 Lane striping will be provided on Sohier Road at the Route 128 NB on/off Ramps. The lane striping will help with peak hour traffic operations. The intersection of and Herrick Street will be signalized and restriped. This will help peak hour traffic operations. MUTCD signal warrants were met using existing traffic counts collected during a 12-hour period. No roadway widening is expected as part of this intersection improvement. Within the existing pavement width, the northbound approach will be restriped to form an exclusive left turn lane and a through lane. The intersection will feature a protected/permissive type control for northbound traffic. This Project is part of an overall strategy of transportation and other infrastructure improvements to provide for improved safety and congestion mitigation on the North Shore and along Route of 46

8 2.0 EXISTING TRAFFIC CONDITIONS 2.1 Limits of Analysis Network The physical segmenting of analysis performed in this study was identified in accordance with FHWA s Interstate System Access Informational Guide, August 2010, FHWA s Traffic Analysis Toolbox, and MassDOT s guidelines. The study area includes Route 128,, Sohier Road, Connector Road, The intersections examined in this study are listed below: 1. Sohier Road at Connector Road and Route 128 NB on/off ramps 2. at Connector Road 3. at Herrick Street These intersections, along with their respective traffic control and lanes, are shown in Figure 2-1. Existing year analysis is Year The project is expected to be built by Year Future Analysis Year 2021 was assumed in the analysis to meet FDR guidelines. 7 of 46

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11 2.2 Existing Roadway Network Route 128 Route 128 is a limited-access state highway oriented primarily in a north/south direction. It circumvents metropolitan Boston and connects communities situated north and south of Boston. The portion of Route 128 from Canton to Peabody is also referred to as Interstate 95 (I-95). Route 128 separates from I-95 in the City of Peabody and continues north through Beverly to Gloucester, Massachusetts. Through the City of Beverly, Route 128 is a four-lane divided highway with two lanes in each direction and is oriented in an east/west direction. Access is provided at Interchange 18 at Essex Street (Route 22) and Interchange 19 at, Sohier Road and Dunham Road. A service area is located on Route 128 northbound between these two interchanges. is a north/south arterial bordered primarily by residential property north of Route 128 and commercial property south of Route 128. The commercial property is located along the east side of with numerous wide driveways. Brimbal Avenue is a two-way, two-lane roadway. It begins at the T-intersection of Dodge Street to the north of Route 128 and extends to Essex Street (Route 20) to the south. It provides access from Route 128 (Interchange 19) to North Beverly and downtown Beverly. intersects Dunham Road and the Route 128 southbound and northbound ramps in the vicinity of Route 128. Sohier Road Sohier Road is a north/south urban minor arterial that connects Route 128 with downtown Beverly. Sohier Road begins at the intersection of Route 128 northbound ramps and extends to Colon Street to the south. Sohier Road is a two-way, two-lane roadway. It provides access to the Converter Power Inc. plant, the North Shore Community College Campus and a number of small residential areas. Connector Road Connector Road is an east/west connector that spans approximately 500 feet and connects Sohier Road and in the vicinity of the interchange ramps. Adjacent land use is currently undeveloped. Sohier Road at Connector Road Sohier Road and the Route 128 northbound ramps intersect the Connector Road in an unsignalized T-intersection. The Sohier Road northbound approach consists of one 20- foot wide through lane with a channelized right-turn lane. The northbound departure lane is the Route 128 northbound on-ramp and consists of one 22-foot wide lane. The southbound approach of this intersection is the Route 128 northbound off-ramp. It provides one 20-foot) wide lane which is used as an exclusive left-turn lane and an exclusive through lane. The Route 128 ramps are separated by a 8-foot wide grass median. Sohier Road and the Route 128 ramps form the major street of this intersection. Both the northbound and southbound approaches are uncontrolled, with 9 of 46

12 the exception of the northbound channelized right-turn lane which is under Yield sign control. The Connector Road westbound approach consists of a one-lane approach from Brimbal Avenue that widens to two-lanes at Sohier Road. The Connector Road westbound approach is controlled by a Stop sign with an exclusive 20-foot left-turn lane and an exclusive 20-foot right-turn lane. There are no crosswalks at this intersection. A 6-ft wide sidewalk exists on the east side of Sohier Road which continues on the south side of the Connector Road. at Connector Road The intersection of at the Connector Road is an unsignalized intersection. The northbound approach consists of general-purpose travel lane and a 2-foot shoulder. The southbound approach is on a downgrade from the Route 128 overpass and consists of one general-purpose travel lane and a channelized right turn lane and a 1-foot shoulder. is considered the major street and is uncontrolled. The Connector Road eastbound approach consists of a one-lane approach from Sohier Road that widens to two-lanes at. The Connector Road eastbound approach is controlled by a Stop sign with an exclusive left-turn lane and a right-turn lane that is used to access the developments on the east side of the intersection. The westbound driveway for the Vittori-Rocci (Italian-American Vets) Post 56 property and the Stocker & Yale site is located opposite the Connector Road and serves as the fourth approach of this intersection. A 10-foot wide crosswalk exists on the northbound approach. There is a 6-foot sidewalk on the east side of. at Herrick Street is a two-way road running northwest-southeast with Herrick Street intersecting at a skew angled T intersection on the western side. On, each lane is approximately 12 feet wide with a 7 foot shoulder and a 6 foot sidewalk. Herrick Street is stop controlled when entering, while is free flow. There is a crosswalk on Herrick Street that is 50 feet long and 8 feet wide. 10 of 46

13 2.3 Traffic Analysis Methodologies The Highway Capacity Manual (HCM) from the Federal Highway Administration (FHWA) provides guidance and analysis methodologies that are used to calculate performance levels for freeway sections, ramp junctions, weave sections and intersections (signalized and unsignalized). Level of Service (LOS) is a term used to denote different operating conditions that occur under various traffic volume loads. It is a qualitative measure of the effect of a number of factors including geometrics, speed, travel delay, freedom to maneuver, and safety. The LOS is divided into a range of six letter grades, ranging from A to F, with A being the best and F the worst. LOS E or F is generally considered inadequate traffic operations in suburban and urban areas. The MassDOT Highway Design Manual indicates a minimum overall LOS D. MassDOT strives for the best LOS possible wherever possible, and indicates overall LOS D can be acceptable for urban areas, in accordance with AASHTO guidelines. The minimum LOS for the area is supported by the guidance found in the National Highway Institute (NHI) Fundamentals of Planning, Design and Approval of Interchange Improvements to the Interstate System, Publication No. FHWA-NHI Intersection performance measures can be calculated in the form of volume to capacity (v/c) ratio, average vehicular delay, average and 95th percentile queue lengths, and level-of-service (LOS). Synchro 8.0 was the primary software used to execute the intersection analysis. VISSIM 5.4 was used to analyze the proposed roundabouts. The average control delay from VISSIM 5.4 was translated to LOS values based on unsignalized LOS thresholds from HCM These software programs (Synchro and VISSIM) are preferred/recommended by MassDOT. The traffic volumes in this report are assumed represent the travel demand observed and capacity represents the amount of traffic the intersection can accommodate under prevailing conditions. The volume-to-capacity ratio, a measure of the amount of traffic compared to the available capacity, is a basic measure of congestion along the approach. As with delay, this measure can be utilized for either the individual approach or the intersection as a whole. As opposed to delay there is no standard gauge to provide a specific point of reference for a certain volume-to-capacity ratio; however a lower volume-to-capacity ratio indicates that backups are less likely. As the ratio approaches and exceeds 1.00 backups and poor service have a greater potential to occur. Generally speaking a ratio under 1.00 is considered acceptable. In addition to level of service, a review of the 95 th percentile queue lengths are examined. While an intersection may show acceptable levels of service, extensive queue lengths may exist that impede operations elsewhere by extending into adjacent intersections or other conflict areas. LOS designation is reported differently for signalized and unsignalized intersections. For signalized intersections, it is defined in terms of delay, which is a measure of driver discomfort and frustration, fuel consumption, and lost travel time. Specifically, LOS criteria are quantified in terms of average control delay per vehicle for the peak hour, which is reported for the entire intersection and by lane or lane group approach. 11 of 46

14 For unsignalized intersections, the analysis assumes that the traffic on the mainline is not affected by traffic on the side street. The LOS for each movement is calculated by determining the length of gaps that are available in the conflicting traffic stream. Based upon the length of the gaps between vehicles, the capacity of the movement can be calculated. The demand of the movement is then compared to the capacity and utilized to determine the average control delay for the movement. For unsignalized intersections, an overall intersection LOS is not determined. It is generally reported in terms of delay for left-turns on the mainline and all side street movements. The delay ranges differ slightly between unsignalized and signalized intersections due to driver expectations and behavior for each LOS. Table 2-1 summarizes the LOS criteria. It should be noted that the HCM 2010 considers any v/c ratio >1.0 to be equal to LOS F, regardless of the control delay. Table 2-1: Intersection LOS Thresholds Signalized Unsignalized LOS Control Delay (sec/veh) Control Delay (sec/veh) A B > > C > > D > > E > > F >80.0 >50.0 Source: 2010 Highway Capacity Manual 2.4 Existing Traffic Volumes Existing average daily traffic and peak period intersection turning movement counts were collected in the study area on March 14-15, The daily traffic roadway segment counters were placed on, Sohier Road, The intersections with peak period turning movement counts collected are as follows: 1. Sohier Road at Connector Road 2. Brimbal Aveniue at Connector Road 3. at Herrick Street These traffic counts are included in Appendix A. The 2012 existing weekday AM and PM peak hour turning volumes are summarized in Figure 2-2. It should be noted that seasonal variation in traffic volumes for the area was examined using MassDOT historical traffic data and it was found that traffic in March is typically average conditions for the year. Therefore no adjustments were made to the traffic counts. Traffic volumes on Route 128 were obtained from MassDOT s Traffic Count website ( There is a 12 of 46

15 permanent count station in the study area - Station number 35, located 0.3 miles north of on Route 128. An AADT of 44,800 and a K-factor of 10% was shown for Route 128 for Year of 46

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18 2.5 Existing Intersection Analysis Intersection peak hour traffic operations were analyzed using the existing peak hour volumes shown in Figure 2-2. Existing intersection peak hour factors (PHF) and truck percentages were included in the analysis. The study intersections in the vicinity of the subject interchange are as follows. 1. Sohier Road at Connector Road 2. at Connector Road 3. at Herrick Street The existing lane configurations and traffic control at the study intersections were previously shown in Figure 2-1. The results of the existing conditions intersection analysis is shown in Table 2-2. The results are also graphically summarized in Figures 2-3A and 2-3B for the AM and PM peak hour, respectively. The intersection analysis worksheets and detailed results can be found in Appendix B. As shown in Table 2-2, some of the study intersections operate with adequate levels of service (LOS D or better). However, some of the intersections that have movements operating with inadequate levels of service (LOS E or F) are discussed below. Sohier Road at Connector Road The westbound left turn stop controlled movement on Connector Road at Sohier Road operates with inadequate LOS in the AM and PM peak hour under current traffic volume conditions. Based on the free flow traffic movement on Sohier Road and traffic intensity, there are insufficient number of gaps in traffic for vehicles on the Connector Road desiring to make a left turn onto Sohier Road southbound. Brimbal Ave at Connector Road The eastbound left turn stop controlled movement on Connector Road at Brimbal Avenue operates with inadequate LOS in the AM and PM peak hour under current traffic volume conditions. Based on the free flow traffic movement on and traffic intensity, there are insufficient number of gaps in traffic for vehicles on the Connector Road desiring to make a left turn onto northbound. Brimbal Ave at Herrick St The eastbound shared left/right turn stop controlled movement on operates with inadequate LOS in the AM and PM peak hour under current traffic volume conditions. Based on the free flow traffic movement on and traffic intensity, there are insufficient number of gaps in traffic for vehicles on Herrick Street desiring to make a left turn onto. 15 of 46

19 Table 2-2: Existing Intersection LOS ID Intersection Traffic Control 1 Sohier Rd at Connector Rd Stop 2 Brimbal Ave at Connector Rd Stop 3 Brimbal Ave at Herrick St Stop Note: LOS obtained from HCM 2010 and Synchro 8 Lane LOS AM PM NB T A A NB R A A SB L B B SB T A A WB L F F WB R A B NB LT A A SB T A A SB R A A EB L F F EB RT C C WB LTR C D NB LT A A SB TR A A EB LR E F 16 of 46

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24 2.6 Safety Analysis The MassDOT Safety Review Prompt List was consulted during several site visits in the study area. The purpose of the safety prompt list is to identify opportunities and considerations that enhance safety for all transportation modes. Observations from the site visits were incorporated into the analysis and discussions presented in this section. Historical vehicular crash data was obtained from MassDOT. Crashes were examined on and adjacent to Route 128 in Beverly, MA, located in District 4. The crash analysis focused on three (3) roadways:, Sohier Road, and Herrick Street. Additionally, the crash analysis focused on collisions that occurred at three (3) intersections: Sohier Road at Connector Road, at Connector Road, and at Herrick Street. In lieu of an overall collision map, these intersections and segments are shown on a map in Figure 2-1. Crash data from 2007 to 2011 was obtained from the Massachusetts Department of Transportation (MassDOT) and the Beverly Police Department. This data was compiled from police reports for recorded collisions. Each crash record included most of the following information: Crash location (General description or MassGIS coordinates) Direction of vehicle(s) Date/Time Weather/Lighting conditions Crash severity Type of collision The accuracy of the analysis is dependent on the completeness of each individual crash record, which is in turn dependent on the completeness of the police reports. When crash records are missing information, it can be difficult for the engineer to identify statistically significant trends and recognize potential safety problems. However, while some individual crash records may be missing one or more fields of information, crash records that could not be confidently located within the study area were omitted from this analysis. Relevant crash records are summarized in Table 2-3 for roadway intersections. From this data, intersection crash rates were calculated and compared to average rates for the State, the District, and appropriate functional class. Crash rates are summarized in Table 2-4. Intersections The following table summarizes the latest 5 years of crash data at study area intersections. 19 of 46

25 Table 2-3: Intersection Crash Analysis Location Sohier Rd at Connector Rd Brimbal Ave at Connector Rd Brimbal Ave at Herrick St Year Number of Crashes Total Avg. per Year Severity PDO Injury NR Angle Type Rearend Headon Ped Other Peak Hours Wet/Icy % 0% % 0% % 75% % 50% % 50% % 0% % 0% % 17% % 0% % 0% % 50% % 25% % 0% Note: (1) Crash information was obtained from MassDOT records and City of Beverly Police Department. (2) No fatal crashes were identified. At the Sohier Road at Connector Road intersection, an average of 1.8 crashes occurred per year with a crash rate of 0.54 (MEV) (See Table 2.4 below). The intersection of at Connector Road averaged 3.0 crashes per year with a crash rate of 0.74 (MEV) (Table 2.4). The at Herrick Street intersection averaged 1.8 crashes per year with a crash rate of 0.57 (MEV) (Table 2.4). Crashes in general have been increasing over the past 2-3 years with the large majority of crashes being angle type collisions. Each of these intersections suffers from a lack of available gaps which would explain the angle crashes. Table 2-4: Intersection Crash Rates Location Crash Rate (per MEV) District 4 Average State Average Exceeds District 4 Average Exceeds State Average Sohier Rd at Connector Rd Brimbal Ave at Connector Rd Brimbal Ave at Herrick St NO NO YES YES NO NO 20 of 46

26 2.7 Existing Transit Public transportation is provided by the MBTA (Massachusetts Bay Transit Authority) in Beverly, Massachusetts. There is one bus route (bus number 451 North Beverly Salem Depot via Cabot Street or Tozer Road) that runs in Beverly that makes 7 stops. There is one commuter rail (Newburyport/Rockport Line) that stops at three different stations in Beverly. Bus 451 North Beverly to Salem Depot via Cabot Street or Tozer Toad o Weekday runs from 6:00AM to 7:30PM (approximately 60 minute headways) o Weekends (Saturday only) runs from 8:30AM to 6:00PM (approximately 60 minute headways) only stops at three stations. Newburyport/Rockport Line o Weekdays runs from 5:30AM to 12:45AM (approximately 40 minute headways) check commuter rail schedule on the MBTA website for exact times o Weekends runs from 7:30AM to 12:00AM (approximately 60 minute headways) 2.8 Existing Pedestrian and Bike Circulation The bike and pedestrian access is limited in this area. There are no bike lanes that are drawn on the pavement although bicyclists still use the roadways on the main streets. Most of the main roads have sidewalks however most of them are just dirt or gravel paths along the side of the road. 21 of 46

27 3.0 PROJECT OVERVIEW Phase 1 will widen and add roadway capacity on, Sohier Road, and the Connector Road.. Two (2) single lane roundabouts are proposed on Connector Road and its intersections with Sohier Road and. Because of the proximity to the 128 NB on/off ramps, the 128 NB off ramp will have to split into two lanes; an exclusive through lane, that won t go through the roundabout, and an exclusive left turn lane. The off ramp may need to be widened to allow the two lanes. Also, advance warning signs and pavement markings will be required to help drivers decide what lane they should occupy prior to the roundabout. Pedestrian and bicycle accommodations are proposed in the roundabout design. The pedestrian crosswalks will be located close to the circulating roundabout since vehicle speeds are lower in the vicinity due to the radius and deflection. At least 5-feet of refuge area between approach / exit lanes will be provided. This refuge area will be in addition to the median splitter island refuge. The refuge area will likely be provided in the form of textured pavement and pavement striping. The intersection of and Herrick Street will be signalized and re-striped. This will help peak hour traffic operations. MUCTD 2009 signal warrants were met using existing traffic counts collected during a 12-hour period. No roadway widening is expected as part of this intersection improvement. Within the existing pavement width, the northbound approach will be re-striped to left turn lane and a through lane. The left turn lane will be a protected-permissive movement. 22 of 46

28 4.0 FUTURE TRAFFIC VOLUMES 4.1 Travel Demand Modeling & Historical Traffic Volumes MassDOT Data Recent estimates from the state Central Transportation Planning Staff (CTPS) traffic model show a modest growth projection of 3% in 25 years (2035). Historical traffic volumes on Route 128 in the vicinity of the subject interchange were pulled from the MassDOT website. The spot count indicates a projected -0.8% per year growth in traffic (decrease) based on counts from 2001 to However, on, growth of 1.5% per year was identified. The data used to derive these percentages are shown in Table 4-1. Table 4-1: Regional Traffic Growth from MassDOT Data Route 128 AADT Brimbal Ave AADT NE of Brimbal Ave N of Route 128 Year AADT Year AADT , , , , , , , , , , , , , , , ,786 Source: MassDOT Station ID 35 (Route 128) MassDOT Station ID (Brimbal Ave) Based on data from both CTPS and MassDOT, a 0.5% per year conservative growth rate was used to grow existing Year 2012 traffic volumes to Analysis Year 2021 traffic volumes. Policies in both the City s 2002 Master Plan and MAPC s 2011 North Shore Regional Strategic Planning Project target development along and Sohier Road and support the estimates of future traffic growth. Figure 4-1 shows the 2021 No-Build traffic volumes for the AM and PM peak hour. 23 of 46

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31 4.2 Planned Developments and Projects Planned developments and projects were provided by the City of Beverly. The proposed projects are a mix of office, hospital, and commercial developments. 4.3 Trip Generation Depending on the development, net added employees or net added building square footage were the independent variable used to estimate trips. Accuracy of this analysis is subject to the accuracy of matching the descriptions of future developments in the spreadsheet with land use types assumed in the ITE Trip Generation manual (8 th Edition). The results of this Trip Generation analysis are shown in Table 4-2. In accordance with the findings of The Build-out Alternatives Study prepared by MAPC (2011), a 9% pedestrian/bike/transit mode share was assumed. Land Use (Development # - ITE Code - Owner) Table 4-2: Trip Generation Added Employees Auto Alt. Modes Total Auto Alt. Modes Total Development 1 ITE 710 Comm. & Power Ind Development 2 ITE 820 Brimbal Ave. Dev. Corp. 70,000 SF* Development 3 - ITE Cell Signaling Development 22 - ITE Northeast Hospital *Square footage used in ITE Trip Generation AM Peak Hour PM Peak Hour 4.4 Trip Distribution and Assignment The future developments proposed in the area are primarily office and industrial in nature. Therefore most of the development trips to and from the interchange during the peak hours will be home-based or home-destined. Sixty-five percent of the trips to and from the area were assumed to come via Route 128, split from the north and south, respectively. The other 35% were assumed to come to/from the area via local streets. A visual spatial analysis of residential densities within a 5-mile radius of the interchange was performed to derive estimated peak hour trip patterns to and from the area via local streets. The results of this trip distribution analysis are shown in Figure of 46

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34 4.5 Build Traffic Volumes Future Build traffic volumes were developed by summing the 2021 No-Build volumes with the site specific development volumes. The site specific development volumes were developed by distributing the estimated new trips generated from the proposed developments shown in Table 4-2. The Project Trips for Phase 1 are shown in Figure 4-3. Phase 1 developments were assumed to be Developments 1 through 3 and 22 as shown in Table 4-2 per guidance from the City. The No-build volumes (grown at 0.5% per year) were summed with the site specific development trips to produce Future Year 2021 Build volumes. Year 2021 Build traffic volumes for Phase 1 are shown in Figure of 46

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39 5.0 NO-BUILD TRAFFIC ANALYSIS 5.1 Future No-Build Intersection Analysis Intersection peak hour traffic operations were analyzed using the Year 2021 No-Build peak hour volumes shown in Figure 4-1. The study intersections in the vicinity of the subject interchange are as follows. 1. Sohier Road at Connector Road 2. at Connector Road 3. at Herrick Street The existing lane configurations and traffic control at the study intersections were previously shown in Figure 2-1. The results of the No-Build conditions intersection analysis is shown in Table 5-1 for Year The results are also graphically summarized in Figures 5-1A (AM) and 5-1B (PM) for the Year The intersection analysis worksheets and detailed results can be found in Appendix B. As shown in Table 5-1, some of the study intersections operate with adequate levels of service (LOS D or better). However, some of the intersections that have movements operating with inadequate levels of service (LOS E or F) are discussed below. Sohier Road at Connector Road The westbound left turn stop controlled movement on Connector Road at Sohier Road is forecasted to operate with inadequate LOS in the AM and PM peak hour under Year 2021 No-Build traffic volume conditions. Based on the free flow traffic movement on Sohier Road and traffic intensity, there are insufficient number of gaps in traffic for vehicles on the Connector Road desiring to make a left turn onto Sohier Road southbound. Brimbal Ave at Connector Road The eastbound left turn stop controlled movement on Connector Road at Brimbal Avenue operates with inadequate LOS in the AM and PM peak hour under Year 2021 No-Build traffic volume conditions. Based on the free flow traffic movement on Brimbal Avenue and traffic intensity, there are insufficient number of gaps in traffic for vehicles on the Connector Road desiring to make a left turn onto northbound. The private driveway on the east side of is projected to have inadequate gaps in traffic to traverse the intersection during the PM peak hour. Brimbal Ave at Herrick St 30 of 46

40 The eastbound shared left/right turn stop controlled movement on operates with inadequate LOS in the AM and PM peak hour under current traffic volume conditions. Based on the free flow traffic movement on and traffic intensity, there are insufficient number of gaps in traffic for vehicles on Herrick Street desiring to make a left turn onto. Table 5-1: 2021 No-Build Intersection LOS ID Intersection Traffic LOS Lane Control AM PM NB T A A NB R A A 1 Sohier Rd at Connector Rd Stop SB L B B SB T A A WB L F F WB R A B NB LT A A SB T A A 2 Brimbal Ave at Connector Rd Stop SB R A A EB L F F EB RT C C WB LTR C E NB LT A A 3 Brimbal Ave at Herrick St Stop SB TR A A EB LR F F Note: LOS obtained from HCM 2010 and Synchro 8 31 of 46

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45 6.0 FUTURE BUILD TRAFFIC ANALYSIS The Route 128, Exit 19 Interchange Improvements project (Phase 1) is estimated to begin construction in Fall of 2014 and will be completed by the Spring of To meet MassDOT FDR guidelines the future analysis year was assumed to be Year 2021 (at least 7 years from the base year). 6.1 Future Build Intersection Analysis Intersection peak hour traffic operations were analyzed using the Phase 1 (Year 2021) volumes shown in Figure 4-6. Intersection peak hour factors (PHF) and truck percentages were assumed in the analysis per MassDOT guidance. The study intersections and improvements are listed as follows. Phase 1 Build Intersections 1. Sohier Road at Connector Road (Roundabout, lane additions) 2. at Connector Road (Roundabout, lane additions) 3. at Herrick Street (Signal, lane stripping) For Phase 1, the results of the intersection analysis are shown in Tables 6-1A and 6-1B. The results are also graphically summarized in Figure 6-1. The intersection analysis worksheets and detailed results can be found in Appendix B. As shown in Tables 6-1A and 6-1B, the study intersections are forecasted to operate with overall good levels of service (LOS A). Intersection operations are individually discussed subsequently. 34 of 46

46 Table 6-1A: Future Build Intersection LOS ROUNDABOUTS Intersection Traffic Control Lane VISSIM AM Peak Hour VISSIM PM Peak Hour DELAY 1 LOS 2 95th % QUEUE 3 DELAY 1 LOS 2 95th % QUEUE 3 NB T 3.5 A 7.0 A 50 NB R 2.5 A 6.3 A 205 SB L 1.5 A 2.5 A Sohier Rd at 84 SB T 0.9 A 1.2 A Connector Rd 1 Roundabout 37 WB L 1.4 A A 38 WB R 1.4 A A 33 Overall 1.5 A 3.8 A NB L 2.3 A 7.0 A 162 NB T 3.0 A 10.8 B 432 Roundabout SB T 1.3 A 1.3 A Brimbal Ave at with SB R 1.6 A 1.4 A Connector Rd 1 exiting NB Lanes EB L 9.5 A C 332 EB R 4.4 A A 55 Overall 3.4 A 6.4 A 1 VISSIM 5.4, five 60-minute runs averaged. HCM 2010 delay values converted to LOS. 2 VISSIM 5.4 delay values translated to HCM LOS. 3 VISSIM 5.4, five 60-minute runs averaged. Table 6-1B: Future Build Intersection LOS SIGNAL Intersection Traffic Control Lane VISSIM AM Peak Hour VISSIM PM Peak Hour DELAY 1 LOS 2 95th % QUEUE 3 DELAY 1 LOS 2 95th % QUEUE 3 Brimbal Ave at Herrick St 2 Traffic Signal NB T 4.3 A A 165 NB L 8.2 A 14 5 A 8 SB TR 25.6 C # B #400 EB LR 22.9 C C 162 Overall 16.9 B 12.9 B 1,2 Synchro 8, HCM 2010 methodology used. 3 Synchro 8 methodology used (HCM 2010 in Synchro only gave 50 th percentile) 35 of 46

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51 Sohier Road at Connector Road A new single lane roundabout is proposed at this intersection. Two lanes are provided on all entries. The northbound right turn lane on Sohier Road onto Connector Road is a bypass lane with a receiving lane. The roundabout is forecasted to operate with adequate overall and individual movement LOS during the AM and PM peak hours. at Connector Road A new single lane roundabout is proposed at this intersection. Two lanes are provided on all entries. The northbound through lane on is a bypass lane with a receiving lane. The eastbound right turn lane on Connector Road onto is a bypass lane with a receiving lane. The roundabout is forecasted to operate with adequate overall and individual movement LOS during the AM and PM peak hours. 6.2 Construction Management Outline Traffic Management Construction of the Phase 1 Improvements is expected to begin in Spring 2014 and will be done in seven stages. The construction duration is approximately one year. Construction impacts could result from lane shifts required for the roadway widening and roundabouts construction. The existing number of travel lanes will be maintained throughout the construction period, and temporary ADA-compliant pedestrian walkways, ramps and crosswalks will be provided. Signage redirecting pedestrians will be installed and maintained for the duration of the project. Appropriate bicycle accommodations will be provided throughout construction as well. Traffic Control Plan Stage 1: Island and Median Removal During Stage 1, construction activities will be focused on removing the islands on the intersections of the Connector Road with Sohier Road and and on the medians on the Connector Road and the Route 128 SB Off and on Ramps. Only one island will be removed at a time, with the medians being the last to be removed. Temporary concrete barrier will replace the median at the ramps. Stage 2: Connector Road Re-alignment During Stage 2, widening of the Connector Road towards Route 128 will take place behind temporary concrete barrier, with additional barrier separating the opposing traffic lanes on Connector Road. This will build the first half of the re-aligned Connector Road. Also, widening of the west side of, from the bridge over Route 128 to the intersection with Connector Road, will happen in this Stage. Finally, the Route 128 SB On-Ramp will be re-aligned slightly to tie in to the roundabout. Stage 3: During Stage 3, construction activities will be focused on and Sohier Road. Traffic on Sohier Road will be shifted to the new Stage 3 pavement on the east 38 of 46

52 side and traffic on will be shifted to the new Stage 3 pavement on the west side of the road. Pedestrians on Sohier Road will be accommodated on a 5-foot wide temporary walkway on the east side of the existing road. Pedestrians on Brimbal Ave will be directed to cross to the existing sidewalk on the east side of the existing road. Stage 4A: Stage 4A will focus on the east side and the widening, sidewalk, and wheelchair ramps that will be installed for this project. The majority of the work will happen off-road, therefore the roadway will be slightly narrowed with drums, pushing vehicles to the west side of the road and the newly built pavement. Stages 5A & 5B: Stages 5A and 5B will focus on constructing the new median between the Route 128 on and off ramps and the median on Sohier Road, which will create a through bypass lane for the Route 128 off-ramp vehicles to avoid any backups to the highway. Stage 5B will be done in two parts to keep the left turn from the off-ramp to Connector Road open at all times. Stages 6A & 6B: During Stage 6A, the new median on Connector Road will be built. Drums will be used to separate the work area from the travel way. Stage 6B will finalize the re-alignment of Connector Road with installing the new curb and the new shared use path on the south side of the Connector. Stage 7A: During Stage 7A, the splitter islands and the roundabouts will be constructed. Milling and overlay operations will be done during this stage as well. Finally, new pavements markings for the roundabouts and for the rest of the roadways will be installed. The Herrick Street signal can be installed at any time during the above seven stages as it is over 1000 feet away from the above mentioned work. The 10-foot shoulder on the west and south of the intersection will be used to create the new left turn lane for Brimbal Avenue northbound vehicles. A traffic signal, pedestrian signals, and new wheelchair ramps will also be installed. Work by Others One project scheduled for construction in summer 2014, reconstruction and signal improvements on Route 1A (Rantoul Street and Cabot Street) to Blaine Avenue (MassDOT No ) is about 2 miles south of the project area. No impacts from this project are expected to affect traffic on Sohier Road and. A 70,000 s.f. commercial development is proposed for the vacant land adjacent to the proposed Connector Road. We are coordinating our design and permitting program with this proposed project. Construction schedules for the two projects will be monitored and adjusted or mitigated to minimize congestion. 39 of 46

53 6.3 Bicycle and Pedestrian Improvements The project will make a number of pedestrian improvements, including new and improved sidewalks, curb cut ramps, refuge islands and a signal at Herrick Street. Specific improvements are: The street edge will be defined with curbing and sidewalks. Driveways that currently encroach on pedestrian way will be eliminated. Existing sidewalks will be widened. 19 new ADA-compliant curb cut ramps with tactile warnings will be installed. A new shared use path on the south side of the new Connector Road will be installed. New sidewalks on the west and east sides of. The proposed signal at Herrick Street and will improve pedestrian safety and convenience crossing. Bicycle improvements in the project area will include: Widening will allow for 5-foot bike lanes for its length. The roundabouts will include a shared-use path for pedestrians and cyclists that will connect with the one on Connector Road. 7.0 TRAFFIC SIGNAL WARRANTS A traffic signal warrant analysis was performed for the intersection of and Herrick Street for Phase 1. The analysis was executed using the Federal Highway Administration s (FHWA) Manual of Uniform Traffic Control Devices (MUTCD), 2009 Edition. The software used in the analysis was HCS+ MUTCD Signal Warrants Release 5.2. A key data input into the analysis is traffic volumes. To be conservative, existing traffic counts were used in the analysis. These traffic counts were collected on August 20, 2013, for 12 continuous hours. The volumes are shown in Table of 46

54 Table 7-1: Brimbal Ave at Herrick St Warrant Volumes Herrick Street Start Time Right Thru Thru Left Right Left 7: : : : : : : : : : : : Based on the engineering study, the intersection meets the MUTCD warrants based on existing traffic conditions. Warrants 1 (eight hour), 2 (four hour), and 3 (peak hour) are met for at Herrick Street. MassDOT prefers Warrant 1 be met in MUTCD signal warrant analysis. Meeting those three signal warrants (1-3) indicates further positive support for the implementation of a traffic signal at and Herrick Street under current conditions. The warrant analysis worksheet for the intersection can be found in Appendix D. 8.0 CONCLUSIONS The primary goal of the Exit 19 Interchange Improvements Project (Phase 1) is to improve safety and operations on Route 128 at Interchange 19 and to expand the economic base of the area by improving transportation access to potential development and re-development parcels. Phase 1 includes roadway, bicycle, and pedestrian improvements to, Sohier Road, Connector Road, and Herrick Street south of the Route 128 Interchange. Sidewalks, accessible wheelchair ramps at intersections, and adequate roadway shoulders for bicycles will be provided throughout the design. For future traffic growth, in addition to a 0.5% annual growth rate, Phase 1 assumes four site specific developments or redevelopments will be built and fully occupied by Year These developments are primarily office/light industrial off of Sohier Road, retail between Route 128 and the proposed relocated Connector Road, and the expansion of the Beverly Hospital. In terms of infrastructure improvements, Phase 1 will widen and improve roadway capacity on, Sohier Road, and Connector Road. The capacity of these roadways is expected to satisfy the traffic demand projected beyond analysis Year of 46

55 Two (2) single lane roundabouts are proposed on Connector Road and its intersections with Sohier Road and. At the Sohier Road/Connector roundabout, two lanes are provided on all approach entries. The Route 128 NB off-ramp to Sohier Rd SB through movement will be kept out of the roundabout, in order to avoid vehicles queuing back onto Route 128 NB. At the /Connector roundabout, two lanes are provided on all entries. The Northbound exit from the roundabout will continue for a while with two lanes before tapering down to one lane. Pedestrian and bicycle safety will not be compromised by the roundabout design, especially with the provision of the refuge area between the two entering lanes, and a shared-use path located between the roundabouts. The pedestrian crosswalks will be located close to the circulating roundabout since vehicle speeds will be lower in the vicinity. This refuge area will be in addition to the median splitter island refuge. The refuge will likely be provided in the form of textured pavement and pavement striping. The intersection of and Herrick Street will be signalized and re-striped. This will help peak hour traffic operations. MUCTD 2009 signal warrants were met using existing traffic counts collected during a 12-hour period. No roadway widening is expected as part of this intersection improvement. Within the existing pavement width, the northbound approach will be re-striped to left turn lane and a through lane. The left turn lane will be a protected-permissive movement. 42 of 46

56 Appendix A - Traffic Counts 43 of 46

57 Client: Engineer: Site Code: Date: PDI Job Number: City, State: Jacobs A. Fernandes TBA Wed 3/1 thru Thur 3/1 / Beverly, MA

58 MN/S: Route 128 NB Ramps/ Sohier Road E: Sohier Road City, State: Beverly, MA Client: Jacobs/ A. Fernandes PRECISION D A T A INDUSTRIES, LLC P.O. Box 301 Berlin, MA Office: Fax: datarequests@pdillc.com File Name : B Site Code : TBA Start Date : 3/14/2012 Page No : 1 Groups Printed- Cars - Heavy Vehicles Route 128 NB Ramps From North Sohier Road From East Sohier Road From South Start Time Thru Left U-Turn Right Left U-Turn Right Thru U-Turn Int. Total 07:00 AM :15 AM :30 AM :45 AM Total :00 AM :15 AM :30 AM :45 AM Total Grand Total Apprch % Total % Cars % Cars Heavy Vehicles % Heavy Vehicles Route 128 NB Ramps From North Sohier Road From East Sohier Road From South Start Time Thru Left U-Turn App. Total Right Left U-Turn App. Total Right Thru U-Turn App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM 07:30 AM :45 AM :00 AM :15 AM Total Volume % App. Total PHF Cars % Cars Heavy Vehicles % Heavy Vehicles

59 MN/S: Route 128 NB Ramps/ Sohier Road E: Sohier Road City, State: Beverly, MA Client: Jacobs/ A. Fernandes PRECISION D A T A INDUSTRIES, LLC P.O. Box 301 Berlin, MA Office: Fax: datarequests@pdillc.com File Name : B Site Code : TBA Start Date : 3/14/2012 Page No : 1 Groups Printed- Cars Route 128 NB Ramps From North Sohier Road From East Sohier Road From South Start Time Thru Left U-Turn Right Left U-Turn Right Thru U-Turn Int. Total 07:00 AM :15 AM :30 AM :45 AM Total :00 AM :15 AM :30 AM :45 AM Total Grand Total Apprch % Total % Route 128 NB Ramps From North Sohier Road From East Sohier Road From South Start Time Thru Left U-Turn App. Total Right Left U-Turn App. Total Right Thru U-Turn App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM 07:30 AM :45 AM :00 AM :15 AM Total Volume % App. Total PHF