The Cape Cod Five Cents Savings Bank

Transcription

1 TRAFFIC IMPACT AND ACCESS STUDY The Cape Cod Five Cents Savings Bank Hyannis, Massachusetts PREPARED FOR The Cape Cod Five Cents Savings Bank 19 West Road Orleans, Massachusetts 0263 PREPARED BY 1 Walnut Street PO Box 911 Watertown, MA JANUARY 2017

2 Table of Contents Table of Contents... ii List of Tables... iv List of Figures... v Executive Summary... vi Introduction... 1 Project Description... 1 Study Methodology... 1 Existing Conditions... 3 Study Area... 3 Roadway Geometry... 4 Roadways... 4 Intersections... Roadway Jurisdiction... 9 Traffic Volume Data... 9 Seasonality of Count Data... Public Transportation... Cape Cod Regional Transit Authority... Vehicular Crash History Future Conditions Background Traffic Growth Historic Traffic Growth Site-Specific Growth... 1 No-Build Traffic Volumes... 1 Future Roadway Conditions Trip Generation Trip Distribution and Assignment ii Table of Contents \\vhb\proj\wat- TS\ \reports\TIAS_FINAL_3-24-

3 Traffic Operations Analysis Level-of-Service and Delay Criteria Level-of-Service Analysis Signalized Intersection Capacity Analyses Unsignalized Intersection Capacity Analyses... 2 Roadway Segment Capacity Analysis Mitigation Safety Trip Reduction Mitigation Congestion Management Intersection Improvements Monetary Contribution Conclusion iii Table of Contents \\vhb\proj\wat- TS\ \reports\TIAS_FINAL_3-24-

4 List of Tables Table No. Description Page Table 1 Existing Traffic Volume Summary Peak Summer Season... Table 2 Intersection Vehicular Crash Summary ( ) Table 3 Background Project Summary... 1 Table 4 Project Trip Generation Summary Table Trip Distribution Summary Table 6 Signalized Intersection Capacity Analysis Peak Summer Season Table 7 Unsignalized Intersection Capacity Analysis Peak Summer Season Table 8 Multilane Roadway Segment Capacity Analysis Peak Summer Season.. 27 Table 9 Two Lane Roadway Segment Capacity Analysis Peak Summer Season.. 28 Table Signalized Intersection Capacity Analysis Peak Summer Season Table 11 Mitigation Plan Cost Summary iv Table of Contents \\vhb\proj\wat- TS\ \reports\TIAS_FINAL_3-24-

5 List of Figures Figure No. Description Following Page Figure 1 Site Location Map and Study Area Intersections... 1 Figure 2 Study Area Intersection Lane Geometry and Traffic Control... 4 Figure 3 Roadway Jurisdiction Map... 9 Figure Existing Conditions Weekday Morning Peak Hour Traffic Volumes Peak Summer Season... Figure 2017 Existing Conditions Weekday Evening Peak Hour Traffic Volumes Peak Summer Season... Figure No-Build Conditions Weekday Morning Peak Hour Traffic Volumes Peak Summer Season...1 Figure No-Build Conditions Weekday Evening Peak Hour Traffic Volumes Peak Summer Season...1 Figure 8 Trip Distribution...17 Figure Build Conditions Weekday Morning Peak Hour Traffic Volumes Peak Summer Season...18 Figure 2024 Build Conditions Weekday Evening Peak Hour Traffic Volumes Peak Summer Season...18 v Table of Contents \\vhb\proj\wat- TS\ \reports\TIAS_FINAL_3-24-

6 Executive Summary VHB, Inc. has prepared a traffic impact and access study (TIAS) for the proposed Cape Cod Five Cents Savings Bank (the Project ) located along Route 132 (Iyannough Road) in Hyannis, Massachusetts. The site currently consists of a 32,2 square foot (sf) retail building occupied by Ethan Allen Furniture and a,904 sf Cape Cod Five Cents Savings Bank office building. The proposed project would involve the demolition of the existing buildings and the construction of an 78,220 sf office facility, which includes a 1,80 sf Cape Cod Five Cents Savings Bank branch with drive-through window. Access to the site would continue to be provided by two existing rightin/right-out driveways along Route 132 and two existing driveways along Attucks Lane, with all driveways in the general vicinity of their existing locations. Based on a review of the anticipated trip generation and trip distribution for the proposed project, a study area was established. The study area was established also in part based on a review of the RPP and the RPP Functional Classification of Cape Cod Roadways Map. Using this approach, the project study area will include the following ten intersections and nine roadway links: Intersections: Route 132 at Route 6 Westbound Ramps Route 132 at Route 6 Eastbound Ramps Route 132 at Shootflying Hill Road Route 132 at Attucks Lane Attucks Lane at Site Driveway West Attucks Lane at Site Driveway East Attucks Lane at Phinney s Lane Route 132 at Site Driveway West Route 132 at Site Driveway East Route 132 at Phinney s Lane Roadway Links: Route 132 between Route 6 WB Ramp and Route 6 EB Ramps Route 132 between Route 6 EB Ramps and Shootflying Hill Road Route 132 between Shootflying Hill Road and Attucks Lane vi Executive Summary \\vhb\proj\wat- TS\ \reports\TIAS_FINAL_3-24-

7 Route 132 between Attucks Lane and Site Driveway West Route 132 between Site Driveway West and Site Driveway East Route 132 between Site Driveway East and Phinney s Lane Attucks Lane between Route 132 and Site Driveway West Attucks Lane between Site Driveway East and Phinney s Lane Phinney s Lane between Attucks Lane and Route 132 Turning movement counts (TMC), collecting peak hour data, were conducted at each of the study area intersections during the weekday morning peak period from 7:00 AM to 9:00 AM and weekday evening peak period from 4:00 PM to 6:00 PM in July 201. Concurrent with the TMCs, 24-hour automatic traffic recorder (ATR) counts were conducted at the following two locations: Route 132 between Site Driveways Attucks Lane west of Site Driveway West The proposed project is expected to result in a total of 472 net new trips (236 entering/236 exiting) on a typical weekday. The proposed project is expected to result in a total of 89 net new vehicle trips (79 entering/ exiting) during the weekday morning peak hour and 98 net new vehicle trips (16 entering/82 exiting) during the weekday evening peak hour. Capacity analyses were conducted for each of the study area intersections and roadway segments under 2017 Existing conditions, 2024 No-Build conditions (without the proposed development), and 2024 Build conditions (with the proposed development). Based on the results of these analyses and the anticipated sitegenerated traffic, the proponent proposes consideration of the following measures: Transportation Demand Management Program Intersection safety and/or capacity enhancements at: Route 132 at Route 6 Westbound Ramps Route 132 at Route 6 Eastbound Ramps Route 132 at Shootflying Hill Road Route 132 at Attucks Lane Attucks Lane at Phinney s Lane Route 132 at Phinney s Lane Provide a monetary contribution for Congestion Mitigation Overall, VHB concludes that the implementation of the above-mentioned mitigation measures offsets the potential traffic increases associated with the Project and vii Executive Summary \\vhb\proj\wat- TS\ \reports\TIAS_FINAL_3-24-

8 provides funds to improve the transportation infrastructure within the Town in the future. viii Executive Summary \\vhb\proj\wat- TS\ \reports\TIAS_FINAL_3-24-

9 1 Introduction This traffic study documents the findings of the traffic evaluation conducted for the project including an assessment of existing conditions, projection of future traffic volumes without and with the proposed development, analysis of impacts of the proposed development, and recommendations for improving existing capacity deficiencies as well as to offset project related traffic impacts. Project Description The site is located on Route 132 (Iyannough Road) in Hyannis, Massachusetts on approximately 8.7-acres of land. The site currently consists of a 32,2 square foot (sf) retail building occupied by Ethan Allen Furniture and a,904 sf Cape Cod Five Cents Savings Bank office building. The proposed project would involve the demolition of the existing buildings and the construction of a 78,220 sf office facility, which includes a 1,80 sf Cape Cod Five Cents Savings Bank branch with drive-through window. Access to the site would continue to be provided by two existing right-in/right-out driveways along Route 132 and two existing driveways along Attucks Lane, with all driveways in the general vicinity of their existing locations. Figure 1 shows the Project site in relation to the surrounding area. Study Methodology This traffic assessment has been conducted in three stages. The first stage involved an assessment of existing traffic conditions within the project area including an inventory of existing roadway geometry; observations of traffic flow, including daily and peak period traffic counts; and a review of vehicular crash data. 1 Introduction

10 \\vhb\proj\wat-ts\ \graphics\figures\networks.dwg Signalized Study Area Intersection Unsignalized Study Area Intersection SITE Feet Figure 1 Site Location Map and Study Area Intersctions Cape Cod Five Cents Banking Center Hyannis, Massachusetts

11 The second stage of the study established the framework for evaluating the transportation impacts of the proposed project. Specific travel demand forecasts for the project were assessed along with future traffic demands on the study area roadways due to projected background traffic growth and other proposed area development that will occur, independent of the proposed development. The year 2024, a seven-year time horizon, was selected as the design year for analysis for the preparation of this traffic impact and access assessment to satisfy the Executive Office of Environmental Affairs/Executive Office of Transportation [EOEA/EOT] guidelines and Cape Code Commission (CCC) Development of Regional Impact (DRI) requirement. The third and final stage involved conducting traffic analyses to identify both existing and projected future roadway capacities and demands. This analysis was used as the basis for determining potential project impacts and potential mitigation measures. 2 Introduction

12 2 Existing Conditions Evaluation of the transportation impacts associated with the proposed project requires a thorough understanding of the existing transportation system in the project study area. Existing transportation conditions in the study area include roadway geometry, traffic controls, daily and peak period traffic flow, and vehicular crash information data. Each of these elements is described in detail below. Study Area Based on a review of the anticipated trip generation and trip distribution for the proposed project, a study area was established. The study area was established also in part based on a review of the RPP and the RPP Functional Classification of Cape Cod Roadways Map and through consultation with the CCC and the Town of Barnstable. Using this approach, the project study area will include the following ten intersections and nine roadway links: Intersections: Route 132 at Route 6 Westbound Ramps Route 132 at Route 6 Eastbound Ramps Route 132 at Shootflying Hill Road Route 132 at Attucks Lane Attucks Lane at Site Driveway West Attucks Lane at Site Driveway East Attucks Lane at Phinney s Lane Route 132 at Site Driveway West Route 132 at Site Driveway East 3 Existing Conditions

13 Route 132 at Phinney s Lane Roadway Links: Route 132 between Route 6 WB Ramp and Route 6 EB Ramps Route 132 between Route 6 EB Ramps and Shootflying Hill Road Route 132 between Shootflying Hill Road and Attucks Lane Route 132 between Attucks Lane and Site Driveway West Route 132 between Site Driveway West and Site Driveway East Route 132 between Site Driveway East and Phinney s Lane Attucks Lane between Route 132 and Site Driveway West Attucks Lane between Site Driveway East and Phinney s Lane Phinney s Lane between Attucks Lane and Route 132 The existing conditions evaluation consisted of an inventory of the traffic control; roadway, driveway, and intersection geometry in the study area; the collection of daily and peak period traffic volumes; and a review of recent vehicular crash history. Roadway Geometry The major travel routes and intersections within the study area are described below. Figure 2 shows the observed existing geometry and traffic control at each study-area intersection. Roadways Route 132 (Iyannough Road) Route 132 within the study area is a two-lane roadway running generally in an eastwest direction. Route 132 is under Massachusetts Department of Transportation (MassDOT) jurisdiction from Route 6 to the east to Bearses Way to the west and classified as a principal arterial. The posted speed limit along Route 132 varies between 3 mph, east of Phinney s Lane, and 4 mph, west of Phinney s Lane. Land use along Route 132 is a primarily commercial in the vicinity of the project site. 4 Existing Conditions

14 Signalized Intersection Stop Controlled Approach 6 Site --re ' Attucks Lane Route 132 _J ) ~ -.) ~ =t i Figure 2 Not to Scale Study Area Intersection Lane Geometry and Traffic Control Cape Cod Five Cents Banking Center Hyannis, Massachusetts

15 Attucks Lane Attucks within the study area is a two-lane roadway running generally in an east-west direction. Attucks Lane is under local jurisdiction and classified as a local road. The posted speed limit along Attucks Lane is 3 mph. Land use along Attucks Lane is a primarily commercial in the vicinity of the project site. Intersections The following sections describe the study-area intersections in detail. Route 132 at Route 6 Westbound Ramps/ Plaza Driveway Four-legged signalized intersection Eastbound approach consists of a left-turn lane, a through lane, and a shared through/right-turn lane Westbound approach consists of a left-turn lane, two through lanes, and a channelized right-turn lane Northbound approach consists of a shared left-turn/ through lane and a right-turn lane Southbound approach consists of a left-turn lane, a shared left-turn/ through lane and a channelized right-turn lane A sidewalk is provided on the south side of Route 132 No crosswalks are provided at the intersection Land use in the area is a mix of commercial, including Burger King, a gas station and a TD Bank Route 132 at Route 6 Eastbound Ramps Four-legged signalized intersection Eastbound approach consists of a left-turn lane and two through lanes Westbound approach consists of two through lanes, with access to a channelized right-turn lane approximately 200-feet prior to the intersection Northbound approach consists of one left-turn/ through lane and a channelized right-turn lane under Yield control Existing Conditions

16 Southbound approach is outbound only A sidewalk is provided on the south side of Route 132 A crosswalk is provided across the Route 6 Off-Ramp northbound approach Land use in the area is primarily commercial uses Route 132 at Shootflying Hill Road Four-legged signalized intersection Eastbound and westbound approaches each provide a left-turn lane, a through lane and a shared through/right-turn lane Northbound approach provides a left-turn lane and a shared through/ rightturn lane Southbound approach provides a single general purpose lane A sidewalk is provided on the south side of Route 132 A crosswalk is provided across the Shootflying Hill Road northbound approach Land use in the area is primarily residential to the south and the Hyannis Golf Course is to the north Route 132 at Attucks Lane Three-legged signalized intersection Eastbound approach provides a left-turn lane and two through lanes Westbound approach provides a u-turn lane, two through lanes, and access to a channelized right-turn lane approximately 0-feet prior to the intersection Southbound approach provides a left-turn lane and two right-turn lanes A sidewalk is provided on the south side of Route 132 There are no crosswalks at the intersection Land use in the area is primarily commercial uses Attucks Lane at Site Driveway West Three-legged unsignalized intersection 6 Existing Conditions

17 Northbound approach is under STOP control Eastbound, westbound and northbound approaches each provide one general purpose lane There are no sidewalks or crosswalks provided at this location Land use in the area is primarily commercial uses with some residential to the north Attucks Lane at Site Driveway East Three-legged unsignalized intersection Northbound approach is under STOP control Eastbound, westbound and northbound approaches each provide one general purpose lane There are no sidewalks or crosswalks provided at this location Land use in the area is primarily commercial uses with some residential to the north Attucks Lane at Phinney s Lane Four-legged signalized intersection Eastbound, northbound and southbound approaches each provide one leftturn lane and one shared through/right-turn lane Westbound approach provides a left-turn lane, a through lane and a shared through/right-turn lane Sidewalks are provided on the west side of Phinney s Lane and on the south side of Attucks Lane to the east of the intersection Crosswalks are provided across the Attucks Lane eastbound and Phinney s Lane northbound approaches Land use in the area is primarily commercial uses Route 132 at Site Driveway West/ Commercial Driveway Four-legged unsignalized intersection Northbound and southbound approaches are under STOP control 7 Existing Conditions

18 Route 132 is median divided with no left-turns or through allowed entering or exiting the driveways Eastbound and westbound approaches each provide one through lane and one shared through/ right-turn lane Northbound and southbound approaches each provide one right-turn lane A sidewalk is provided on the south side of Route 132 There are no crosswalks provided at the intersection Land use in the area is primarily commercial uses Route 132 at Site Driveway East/ Commercial Driveway Four-legged unsignalized intersection Northbound and southbound approaches are under STOP control Route 132 is median divided with no left-turns or through allowed entering or exiting the driveways Eastbound and westbound approaches each provide one through lane and one shared through/ right-turn lane Northbound and southbound approaches each provide one right-turn lane A sidewalk is provided on the south side of Route 132 There are no crosswalks provided at the intersection Land use in the area is primarily commercial uses Route 132 at Phinney s Lane Four-legged signalized intersection Eastbound and westbound approaches each provide one left-turn lane, one through lane and one shared through/right-turn lane Northbound and southbound approaches each provide a left-turn lane, a through lane and a right-turn lane Sidewalks are provided on the west side of Phinney s Lane and on the south side of Route 132 Crosswalks are provided across the Route 132 eastbound and Phinney s Lane northbound approaches 8 Existing Conditions

19 Land use in the area is primarily commercial and municipal uses Roadway Jurisdiction Roadways within the Town of Banstable are under the jurisdiction of the Town of Barnstable, MassDOT, or State Park or Forest. Within the project study area, all roadways are under local jurisdiction with the exception of Route 132 west of Bearses Way and Phinney s Lane south of Attucks Lane, which are under MassDOT jurisdiction. Figure 3 illustrates the roadway jurisdiction designations within the study area. Traffic Volume Data Turning movement counts (TMC), collecting peak hour data, were conducted at each of the study area intersections during the weekday morning peak period from 7:00 AM to 9:00 AM, and the weekday evening peak period from 4:00 PM to 6:00 PM. It is during these two periods when the combination of site traffic and area background traffic are at their most critical level. These counts were conducted in July 201, which represents peak summer conditions. The weekday morning and evening peak periods are consistent with typical peak commuter traffic periods, and coincide with the expected peak periods for traffic entering and exiting the proposed site. Based on the TMCs, the weekday morning peak period generally occurred from 8:00 AM to 9:00 AM and the weekday evening peak period occurred from 4:1 PM to :1 PM. These counts were adjusted up to 2017 Existing Conditions using a historic growth factor of 0. percent per year. Concurrent with the TMCs, 24-hour automatic traffic recorder (ATR) counts were conducted on two locations, Route 132 between the Site Driveways and Attucks Lane west of the Site Driveway West. A summary of the ATR traffic data is presented in Table 1. All traffic count data is contained in the Appendix to this document. 9 Existing Conditions

20 \\vhb\proj\wat-ts\ \graphics\figures\networks.dwg MassDOT Local SITE Figure 3 Roadway Jurisdiction Feet Cape Cod Five Cents Banking Center Hyannis, Massachusetts

21 Table 1 Existing Traffic Volume Summary Peak Summer Season Weekday ADT a Weekday Morning Peak Hour Weekday Evening Peak Hour K K Volume Factor b Dir. Dist. c Volume Factor Dir. Dist. Location Route 132 between Site Driveways 30,600 1,78.8% 68% EB 2, % 2% EB Attucks Lane west of Site Driveway West 8, % 7% EB 86.8% 7% WB a. daily traffic expressed in vehicles per day. Based on daily volumes collected in July 201. Exact peak hours of the ATRs may not coincide with the peak hour of the TMCs. b. peak period volumes expressed in vehicles per hour c. percent of daily traffic that occurs during the peak period d. directional distribution of peak period traffic Seasonality of Count Data Comparison of traffic count data with historic seasonal data available from the 2014 Traffic Counting Report for Cape Cod Massachusetts indicated that July traffic counts represent peak summer season conditions. This report also shows that July counts are approximately 24-percent higher than the average annual month conditions. As such, the average conditions capacity analysis contained in the Appendix to this document was conducted using the CCC Seasonal Adjustment Factors, which is 0.76 to adjust July volumes to average month conditions. Figures 4 and illustrate the 2017 Existing weekday morning and evening peak hour traffic volumes. Public Transportation Several transit services are currently provided on Cape Cod. The following information was provided by the Cape Cod Regional Transit Authority (CCRTA). Cape Cod Regional Transit Authority The Cape Cod Regional Transit Authority (CCRTA) oversees local bus service on Cape Cod. There are six, year-round, fixed-route services provided by CCRTA including the SeaLine, the Barnstable Villager, the H2O, the Flex, the Bourne Run, and the Sandwich Line. All buses are wheelchair accessible and equipped with bicycle racks. All SeaLine, Barnstable Villager, and H2O routes connect at the Plymouth & Brockton bus terminal in downtown Hyannis, located three miles south of the Site. CCRTA also offers demand response service through three separate lines; (1) ADA Paratransit Service is a door-to-door, shared-ride service for those eligible individuals Existing Conditions

22 \\vhb\proj\wat-ts\ \graphics\figures\networks_jan Signalized Intersection = Negligible _Ji - ti Attucks Lane Site ~ i t I' 60 ~ ~ s s - _j _j ::, it i iti 1 14 ::, Route 132.J l l. +-.J l l. s.j l ~ 90 ~ s c; ) -.) - + i ~ +- i ~ }! l. ~ s ::, iti >,,:, ; "' f & ; ~ ~ 01 ~.s Q) e s' 0 e 0 0.c:: 0 Cl) Not to Scale Figure Existing Conditions - Peak Summer Season Weekday Morning Peak Hour Traffic Volumes Cape Cod Five Cents Banking Center Hyannis, Massachusetts

23 \\vhb\proj\wat-ts\ \graphics\figures\networks_jan Signalized Intersection = Negligible _Ji - ti Attucks Lane Route Site._ -._._ 1670._ 1260.}! l s.j l. -.) - s s c; ::, it i ::, iti 140 ::, i >,,:, ; "' f & ; ~ ~ 01 ~.s Q) e s' 0 e 0 0.c:: 0 Cl) )._ i _ -.) i l. + 4::, iti Not to Scale Figure 2017 Existing Conditions - Peak Summer Season Weekday Evening Peak Hour Traffic Volumes Cape Cod Five Cents Banking Center Hyannis, Massachusetts

24 who are unable to use the CCRTA fixed route services. It is a comparable service to the fixed route service schedule in that it operates during the same hours and travels within the ¾ of a mile of the fixed route service areas; (2) DART Service (Dial-a-Ride Transportation) is a daily general public service that is a door-to-door, ride by appointment, transportation service. This service is available to all Cape Cod residents for any purpose; and (3) Boston Hospital Transportation (BHT) is a service that runs on weekdays, by reservation, and provides transportation service to 1 Boston area hospitals. The BHT has bus stops in Wellfleet, Eastham, Orleans, Harwich, the Barnstable Commuter Lot, and the Sagamore Commuter Lot. While six fixed-route services are provided by the CCRTA, only one of these fixed routes serves the project Site, which is the Barnstable Villager. The Barnstable Villager travels from the Hyannis Transportation Center in Hyannis to the Barnstable Village Courthouse, and runs Sunday through Saturday. The Barnstable Villager has ten scheduled stops with two additional stops upon request. The Barnstable Villager travels along Route 132 in Barnstable and passes directly in front of the Site. The nearest scheduled stop to the Site is located at the Liberty Square Stop & Shop, approximately 0. miles from the Site. The Barnstable Villager schedule is provided in the Appendix to this document. Vehicular Crash History To identify potential vehicle crash trends in the study area, vehicular crash data for the study area intersections were obtained from Massachusetts Department of Transportation (MassDOT) for the most recent five-year period ( ) available. A summary of the MassDOT vehicle crash history is provided in Table 2 and the detailed crash data is provided in the Appendix. In addition to summarizing the crash history, VHB also calculated crash rates for the study area intersections. Intersection crash rates are calculated based on the number of crashes at an intersection and the volume of traffic traveling through that intersection on a daily basis. The MassDOT average intersection crash rate for District (the MassDOT district designation for the Town of Barnstable) is 0.76 for signalized intersections and 0.8 for unsignalized intersections. In other words, on average, 0.76 crashes occurred per million vehicles entering signalized intersections and 0.8 crashes occurred per million vehicles entering unsignalized intersections throughout District. The crash rate worksheets for the study area intersections are included in the Appendix. 11 Existing Conditions

25 Table 2 Intersection Vehicular Crash Summary ( ) Route 6 WB Ramps Route 6 EB Ramps Shootflying Hill Road Route 132 at: Attucks Lane Site Driveway West Site Driveway East Phinney s Lane Site Driveway West Attucks Lane at: Site Driveway East Signalized? Yes Yes Yes Yes No No Yes No No Yes MassDOT Average Crash Rate Calculated Crash Rate Exceeds Average? No No No No No No No No No No Year Total Average Phinney s Lane Collision Type Angle Head-on Rear-end Rear-to-rear Sideswipe, same direction Single vehicle crash Not Reported/Unknown Severity Fatal Injury Non-Fatal Injury Property Damage Only Not Reported/Unknown Time of day Weekday,7:00 AM - 9:00 AM Weekday, 4:00 6:00 PM Saturday 11:00 AM 2:00 PM Weekday, other time Weekend, other time Pavement Conditions Dry Wet Ice Water (standing, moving) Not Reported/Unknown Non-Motorist (Bike, Pedestrian) Source: MassDOT and Barnstable Police Department 12 Existing Conditions

26 As shown in Table 2, none of the study area intersections had calculated crash rates over the district average. The majority of collisions within the study area were rearend crashes resulting in property damage only under dry pavement conditions. Crashes involving non-motorists (bike, pedestrian) occurred at the intersection of Route 132 at Route 6 Eastbound ramps and Route 132 at Shootflying Hill Road. It should be noted fatal crashes were reported at the intersections of Route 132 at Route 6 Eastbound ramps and Route 132 at Attucks Lane. In addition, based on the MassDOT crash data, the following intersections experienced an average of three or more crashes per year: Route 132 (Iyannough Road) at Route 6 Westbound Ramps Route 132 (Iyannough Road) at Route 6 Eastbound Ramps Route 132 (Iyannough Road) at Shootflying Hill Road Route 132 (Iyannough Road) at Attucks Lane Route 132 (Iyannough Road) at Phinney s Lane As stated in the Regional Policy Plan (RPP) Minimum Performance Standard (MPS) TR1.3, The applicant shall identify safety impacts at road and intersection locations with three or more crashes per year where the project is expected to add 2 or more peak hour trips. To accomplish this, it is necessary to thoroughly review the crash reports from the local and state police departments to get a more detailed account of each incident. Local crash reports were obtained from the Town of Barnstable Police Department and state crash reports were obtained from MassDOT for the five study area intersections that averaged three or more crashes per year. Using the local and state crash reports, collision diagrams were created for the five study area intersections to identify trends and appropriate safety mitigation measures. The crash reports and collision diagrams are included in the Appendix. Measures to improve safety at these locations are outlined in the Mitigation chapter of this report. 13 Existing Conditions

27 3 Future Conditions Traffic volumes in the study area were projected to the year 2024, reflecting a typical seven-year traffic planning horizon. Independent of the project, volumes on the roadway network under year 2024 No-Build conditions were assumed to include existing traffic and new traffic resulting from background development. Anticipated site-generated traffic volumes were added to the year 2024 No-Build traffic volumes to reflect the year 2024 Build conditions in the study area. Background Traffic Growth Traffic growth on area roadways is a function of the expected land development, economic activity, and changes in demographics. A frequently used procedure is to estimate an annual percentage increase and apply that increase to study area traffic volumes. An alternative procedure is to identify estimated traffic generated by specific planned major developments that would be expected to affect the project study area roadways. For the purpose of this assessment, both methods were utilized. Historic Traffic Growth VHB conducted research to determine the historic growth rate for traffic in this area as well as other planned developments that may affect traffic within the study area for the proposed project. Based on information contained in the 201 Traffic Counting Report for Cape Cod Massachusetts, traffic has increased at a rate of 0.01-percent per year Cape-wide over the last ten years ( ). As described in this report, the Town of Barnstable is part of the Mid-Cape region, in which traffic decreased at a rate of percent per year over the last ten years ( ). To provide a conservative analysis, and based on discussions with the CCC Transportation Staff, a background growth rate of 0.-percent per year was applied. The historic growth data 14 Traffic Operations Analysis

28 provided in the 201 Traffic Counting Report for Cape Cod Massachusetts is contained in the Appendix to this document. Site-Specific Growth In addition to the historic traffic growth, VHB contacted representatives of the CCC and the Town of Barnstable to identify any other development projects planned within the vicinity of the site. Based on these discussions, the following eight development projects presented in Table 3 could affect traffic volumes in the vicinity of the site. Table 3 Background Project Summary Project Name Development Program Project Status BJ s Expansion 19,438 sf expansion to existing BJ s Opened October 2016 Village Green Village at Barnstable Chick-Fil-A Greenside Office Total Athletics Wilkens Medical Complex 60 apartment units in Phase 2 of an affordable housing apartment complex off of Independence Drive 340 units of independent-living senior housing off of Independence Drive,219 sf fast food restaurant on Route 132 at Independence Drive Demolition of Sun Transportation Company and Cape Cod Trailer Storage and the construction of two office buildings totaling approximately 24,918 sf of office space Approx. 93,300 sf indoor/outdoor athletics complex on Merchant s Way Approx. 263,0 sf ambulatory/outpatient campus to be located off of Attuck s Lane and Kidd s Hill Road Phase 2 planning stage Planning stage Opened December 2016 Planning stage Planning stage Planning state Fairfield Inn 12 room hotel on Route 132 Opened June 2016 Traffic volumes associated with the above-mentioned developments were obtained from the traffic studies prepared for each project and added to the future traffic projections as part of this assessment. No-Build Traffic Volumes The 2024 No-Build traffic volumes were developed by applying the 0.-percent per year growth rate to the 2017 Existing conditions volumes and adding the traffic associated with the background development projects summarized in Table 3. Figures 6 and 7 display the resulting 2024 No-Build peak hour traffic volumes. 1 Traffic Operations Analysis

29 \\vhb\proj\wat-ts\ \graphics\figures\networks_jan Signalized Intersection = Negligible J!l..- Attucks -i, -i, Jjfi ,l"'""'"" \a-----C:Si> t t - t Lane \._ Route \._ \._ \._ 8.J!l..-.J l :J t J!l. ~ - _J if i- :J ifi _Ji ti t - s s s s t Site -.).) t - i - -\._ i \._ J!l. ~ s :Ji ti -t >. ~ ; "' ~ ~ ls ~ i ~.s"' Cl> e t e 0 0.c: 0 Cl) Not to Scale Figure No-Build Conditions - Peak Summer Season Weekday Morning Peak Hour Traffic Volumes Cape Cod Five Cents Banking Center Hyannis, Massachusetts

30 \\vhb\proj\wat-ts\ \graphics\figures\networks_jan Signalized Intersection = Negligible t _Ji ti Attucks Lane Route ~ Site -~ ~ ~ -~ s c; i i 128 q l. s.) l. -.) :J iti :J ~,:, ; "' f ~ c: Cl ~ :m 0, ~ QI l $; e 0 0.c 0 Cl) -.) ~ ) i l. s 0 9:J iti Not to Scale Figure No-Build Conditions - Peak Summer Season Weekday Evening Peak Hour Traffic Volumes Cape Cod Five Cents Banking Center Hyannis, Massachusetts

31 Future Roadway Conditions Another factor affecting background traffic conditions is the implementation of roadway improvements within the study area. No roadway improvement projects have been identified by the Town of Barnstable or MassDOT within the study area. Trip Generation The proposed redevelopment would involve the demolition of the existing 32,2 sf retail building occupied by Ethan Allen Furniture and the existing,904 sf Cape Cod Five Cents Savings Bank office and the construction of a 78,220 sf office facility, which includes a 1,80 sf Cape Cod Five Cents Savings Bank with a drive-through window. This results in a net increase of 70,466 sf of office space and a 1,80 sf bank. To estimate the site-generated traffic, the Institute of Transportation Engineers (ITE) publication Trip Generation, 9 th Edition0F0F1 was utilized. The number of vehicle trips generated by the proposed project were estimated based on ITE land use code (LUC) 714 (Corporate Headquarters Building), ITE LUC 912 (Drive-in Bank), and ITE LUC 890 (Furniture Store). It should also be noted that according to Technical Bulletin , a 2% reduction of peak hour trip generation is allowed for the purposes of analyzing peak hour impacts. As such, the trip generation projections assume the full 2-percent credit. The trip generation calculations, prepared using the ITE data and in accordance with and Technical Bulletin , are summarized in Table 4. The detailed Trip Generation calculations and networks are provided in the Appendix to this document. 1 Trip Generation, 9th Edition, Institute of Transportation Engineers, Washington D.C., Traffic Operations Analysis

32 Table 4 Project Trip Generation Summary Time Period Direction Net Increase in Office Trips a Proposed Drive-in Bank Trips b Existing Furniture Store Trips d 2% Trip Reduction Requirement e Drive-in Bank Passby Trips c Net New Trips Weekday Enter Daily Exit Total Weekday Morning Enter Peak Hour Exit Total Weekday Evening Enter Peak Hour Exit Total a. Trip Generation estimate based ITE LUC 714 (Corporate Headquarters) for 70,466 sf of space b. Trip Generation estimate based ITE LUC 912 (Drive-in Bank) for 1,80 sf of space c. 2-percent pass-by trip reduction in accordance with the RPP and Technical Bulletin d. Trip Generation estimate based ITE LUC 890 (Furniture Store) for 32,2 sf of space e. 2-percent trip reduction in accordance with the RPP As shown in Table 4, the proposed project is expected to result in a total of 472 net new trips (236 entering/236 exiting) on a typical weekday. The proposed project is expected to result in a total of 89 net new vehicle trips (79 entering/ exiting) during the weekday morning peak hour and 98 net new vehicle trips (16 entering/82 exiting) during the weekday evening peak hour. Trip Distribution and Assignment The directional distribution of traffic approaching and departing the Project is a function of several variables: population densities, existing travel patterns, and the efficiency of the roadways leading to the site. The trip distribution for the proposed development has been derived based on Journey-to-Work data for the Town of Barnstable updated with the 20 U.S. Census data. The anticipated trip distribution is summarized in Table and illustrated in Figure 8. The trip distribution calculations are included in the Appendix to this document. 17 Traffic Operations Analysis

33 \\vhb\proj\wat-ts\ \graphics\figures\networks_jan 2017.dwg 19% ~ (19%) (1%) ) l ~ Route l. Sr.) l l. Sr.) l. - _J i t I' _Ji - ti - _J iti - _J ~ (19%) (34%) 1% 34% 3% s 19% >,,:, ; "' f & ; ~ ~ 01 ~.s Q) e s' 0 e 0 0.c:: 0 Cl) ~ (3%) (%) % (29%) [-12%] 8% [38%] [-38%] s (29%) [0%] - r (29%) (29%) [3%] 6% (17%) (19%) [38%] Signalized Intersection xx% = Entering Trips ~ [-12%] - 17% [-12%] 17% 7% [12%] [-12%] (29%) [23%] _J 8% [0%] (6%) -ii ii iti (36%) [38%]-. Site - - -~ 9% ~ % 13% [27%] ~ % [11%] (29%) [12%].) [-38%].) 13% [-11%].) l l. r [-38%] [-38%] i _J iti [-38%] - i (13%) [1%] Q) (xx%) = Exiting Trips [xx%] = Pass-by Trips... "' _.,, ~ C:.s if - - r.) l l. Sr Attucks Lane -. 18% 8% 9% Figure 8 Trip Distribution Not to Scale Cape Cod Five Cents Banking Center Hyannis, Massachusetts

34 Table Trip Distribution Summary Travel Route Direction (to/from) Percent of New Site-Generated Traffic Assigned to Route Route 6 West 19% Route 6 East 19% Route 132 West 1% Route 132 East 19% Phinney s Lane North 6% Phinney s Lane South 17% Shootflying Hill Road South % Total 0% The projected site-generated traffic volumes, summarized in Table 4, were distributed on the study area roadways using the trip distribution shown in Table and added to the 2024 No-Build peak hour traffic volumes to develop the 2024 Build peak hour traffic volumes. The 2024 Build traffic volumes are shown in Figures 9 and. 18 Traffic Operations Analysis

35 \\vhb\proj\wat-ts\ \graphics\figures\networks_jan Signalized Intersection = Negligible _Ji - ti Attucks Lane Site ~ i t I' 60 ~ ~ s s - _j _j ::, it i iti ::, Route 132.J l l. +-.J l l. s.j l ~ 64 ~ s c; ) -.) - + i ~ +- i ~ }! l. ~ s ::, iti >,,:, ; "' f & ; ~ ~ 01 ~.s Q) e s' 0 e 0 0.c:: 0 Cl) Not to Scale Figure Build Conditions - Peak Summer Season Weekday Morning Peak Hour Traffic Volumes Cape Cod Five Cents Banking Center Hyannis, Massachusetts

36 \\vhb\proj\wat-ts\ \graphics\figures\networks_jan Signalized Intersection = Negligible _Ji - ti Attucks Lane Site _._._ _ s 30 c; Route 132.) l l. ~.) l l. s s.) l. - s _j i t I' ::, it i ::, iti ::, >,,:, ; "' f & ; ~ ~ 01 ~.s Q) e s' 0 e 0 0.c:: 0 Cl) _ - -.) -.) - i i _ -.Jll. + s 0::, iti Not to Scale Figure 2024 Build Conditions - Peak Summer Season Weekday Evening Peak Hour Traffic Volumes Cape Cod Five Cents Banking Center Hyannis, Massachusetts

37 4 Traffic Operations Analysis Measuring existing traffic volumes and projecting future traffic volumes quantifies traffic within the study area. To assess quality of flow, roadway capacity analyses were conducted with respect to the 2017 Existing conditions and projected 2024 No-Build and 2024 Build traffic volume conditions. Capacity analyses provide an indication of the adequacy of the roadway facilities to serve the anticipated traffic demands. In accordance with CCC guidelines, capacity analyses were conducted for both peak summer season and average month traffic conditions. The analysis summary tables provided in this chapter contain the results of the peak summer season analyses. All average month capacity analyses and corresponding summary tables are contained in the Appendix to this document. Level-of-Service and Delay Criteria Level-of-service (LOS) is the term used to denote the different operating conditions that occur on a given roadway segment under various traffic volume loads. It is a qualitative measure of the effect of a number of factors including roadway geometrics, speed, travel delay, freedom to maneuver, and safety. Level-of-service provides an index to the operational qualities of a roadway segment or an intersection. Level-ofservice designations range from A to F, with LOS A representing the best operating conditions and LOS F representing the worst operating conditions. For this study, capacity analyses were completed for the signalized and unsignalized study area intersections, and roadway segments. Level-of-service (LOS) designation is reported differently for signalized intersections, unsignalized intersections, and roadway segments. For signalized intersections, the analysis considers the operation of each lane or lane group entering the intersection and assigns a LOS designation to each. Overall intersection data is then calculated in order to represent the overall conditions at the intersection. The evaluation criteria used to analyze the signalized study area intersections is based on the percentile-delay method (Synchro results). For 19 Traffic Operations Analysis

38 unsignalized intersections, the analysis assumes that traffic on the mainline is not affected by traffic on the side streets. The LOS is determined primarily for left-turns from the main street and all movements from the minor street. The evaluation criteria used to analyze the unsignalized study area intersections is based on the 20 Highway Capacity Manual (HCM)1F1F2. For roadway segments, the roadway geometrics determine the segment capacity and the percent of traffic that have the ability to travel at or near the posted speed limit is used to assess level-of-service. The evaluation criteria used to analyze the study area roadway segments is based on the 20 Highway Capacity Manual (HCM). Level-of-Service Analysis Levels-of-service analyses were conducted for the 2017 Existing, 2024 No-Build, and 2024 Build conditions for the signalized and unsignalized study-area intersections. Signalized Intersection Capacity Analyses Table 6 presents a summary of the capacity analyses for the signalized intersections in the study area. The capacity analyses worksheets are included in the Appendix to this document. 2 Transportation Research Board, Highway Capacity Manual, Washington, D.C., Traffic Operations Analysis

39 Table 6 Signalized Intersection Capacity Analysis Peak Summer Season 2017 Existing Conditions 2024 No-Build Conditions 2024 Build Conditions Location Movement v/c a Del b LOS c 0 Q d 9 Q e v/c Del LOS 0 Q 9 Q v/c Del LOS 0 Q 9 Q Route 132 at Route 6 WB Ramps/Shopping Plaza Driveway Weekday EB L D D D 7 2 Morning EB T/R C C C WB L 0. 1 D E E 6 82 WB T/R A A A NB L/T D D D 31 NB R A A A 0 0 SB L D D D SB L/T/R D D D Overall 24 C 24 C 24 C Weekday EB L D D D Evening EB T/R C C C WB L E 71 m# D 74 m D 74 m73 WB T/R C 227 # dr 23 C 27 m dr 23 C 283 m28 NB L/T D D D 7 2 NB R A A A 0 0 SB L D 174 # D 218 # D 221 #413 SB L/T/R C 118 # D 169 # D 170 #341 Overall 28 C 29 C 30 C Route 132 at Route 6 EB Ramps Weekday EB L D 112 m D 113 m D 113 m13 Morning EB T A A A WB T/R A A A NB L/T 0.6 E E E NB R A A A 0 0 Overall A A A Weekday EB L D 67 m D 71 m D 70 m4 Evening EB T A A m A m6 WB T/R C 432 # D ~739 # E ~771 #944 NB L/T E 4 # E 8 # E 8 #121 NB R A A A 0 0 Overall 1 B 30 C 3 C a. Volume to capacity ratio. b. Average total delay, in seconds per vehicle. c. Level-of-service. d. 0th percentile queue, in feet. e. 9th percentile queue, in feet. # 9th percentile volume exceeds capacity, queue may be longer. m Volume for 9 th percentile queue is metered by upstream signal. dr Defacto right lane. 21 Traffic Operations Analysis

40 Table 6 Signalized Intersection Capacity Analysis Peak Summer Season (continued) 2017 Existing Conditions 2024 No-Build Conditions 2024 Build Conditions Location Movement v/c a Del b LOS c 0 Q d 9 Q e v/c Del LOS 0 Q 9 Q v/c Del LOS 0 Q 9 Q Route 132 at Shootflying Hill Road Weekday EB L D 4 m D 3 m D 3 m7 Morning EB T/R C C 94 # C 616 #76 WB L E 41 # F 64 m# F 63 m#126 WB T/R A A A 1 32 NB L E 78 # E 83 # E 83 #167 NB T/R D 93 # E 116 # E 122 #293 SB L/T/R F E 16 # E 16 #2 Overall 2 C 30 C 32 C Weekday EB L D D D 31 Evening EB T/R C C C WB L F ~234 m# >120 F ~3 m#416 >1.20 >120 F ~364 m#414 WB T/R 0.74 B B 16 m B 11 m699 NB L E 64 # F 64 # F 66 #166 NB T/R B 16 # C 30 # C 32 #138 SB L/T/R E E 13 # E 14 #47 Overall 26 C 31 C 3 D Route 132 at Attucks Lane Weekday EB L D 307 m D 364 m D 36 m33 Morning EB T A A 119 m A 11 m114 WB U C m C m C 9 m16 WB T/R B 92 m B 4 m C 3 m1 SB L D D D 3 14 SB R B B B 32 3 Overall 17 B 18 B 19 B Weekday EB L E E 212 m E 216 m21 Evening EB T A A A WB U D 22 m D 23 m D 23 m21 WB T/R B 86 m C ~147 m D ~611 m#7 SB L D D D SB R C C C Overall 16 B 21 C 26 C a. Volume to capacity ratio. b. Average total delay, in seconds per vehicle. c. Level-of-service. d. 0th percentile queue, in feet. e. 9th percentile queue, in feet. # 9th percentile volume exceeds capacity, queue may be longer. m Volume for 9 th percentile queue is metered by upstream signal. 22 Traffic Operations Analysis