Total Athletics Cape Cod Proposed Sports Facility

Transcription

1 TRAFFIC IMPACT AND ACCE TUDY Total Athletics Cape Cod Proposed ports Facility Barnstable, Massachusetts PREPARED FOR Mr. Warren Nighan Total Athletics 128 Devon Lane Marston Mills, MA PREPARED BY 1 Walnut treet PO Box 911 Watertown, MA April 2017

2 Table of Contents Table of Contents... ii List of Tables... iv List of Figures... v Executive ummary... vi Introduction... 1 Project Description... 1 tudy Methodology... 1 Existing Conditions... 3 tudy Area... 3 Roadway Geometry... 4 Roadways... 4 Intersections... Roadway Jurisdiction... Traffic Volume Data... easonality of Count Data Public Transportation Cape Cod Regional Transit Authority Vehicular Crash History Future Conditions Background Traffic Growth Historic Traffic Growth ite-pecific Growth No-Build Traffic Volumes Future Roadway Conditions Trip Generation Trip Distribution and Assignment ii Table of Contents \\vhb\proj\wat-t\ \reports\tia Revised 4 3

3 Traffic Operations Analysis Level-of-ervice and Delay Criteria Level-of-ervice Analysis ignalized Intersection Capacity Analyses Unsignalized Intersection Capacity Analyses Roadway egment Capacity Analysis Mitigation afety Trip Reduction Mitigation Congestion Management Intersection Improvements Monetary Contribution Fair hare Mitigation... 4 Conclusion iii Table of Contents \\vhb\proj\wat-t\ \reports\tia Revised 4 3

4 List of Tables Table No. Description Page Table 1 Existing Traffic Volume ummary Peak ummer eason Table 2 Intersection Vehicular Crash ummary ( ) Table 3 Background Project ummary Table 4 Project Trip Generation ummary Table Trip Distribution ummary Table 6 ignalized Intersection Capacity Analysis Peak ummer eason Table 7 Unsignalized Intersection Capacity Analysis Peak ummer eason Table 8 Multilane Roadway egment Capacity Analysis Peak ummer eason.. 30 Table 9 Two Lane Roadway egment Capacity Analysis Peak ummer eason.. 31 Table ignalized Intersection Capacity Analysis Peak ummer eason Table 11 Fair hare Mitigation Assessment Table 12 Mitigation Plan Cost ummary iv Table of Contents \\vhb\proj\wat-t\ \reports\tia Revised 4 3

5 List of Figures Figure No. Description Following Page Figure 1 ite Location Map and tudy Area Intersections... 1 Figure 2 tudy Area Intersection Lane Geometry and Traffic Control... 4 Figure 3 Roadway Jurisdiction Map... Figure Existing Conditions Weekday Morning Peak Hour Traffic Volumes Peak ummer eason...11 Figure 2017 Existing Conditions Weekday Evening Peak Hour Traffic Volumes Peak ummer eason...11 Figure No-Build Conditions Weekday Morning Peak Hour Traffic Volumes Peak ummer eason...17 Figure No-Build Conditions Weekday Evening Peak Hour Traffic Volumes Peak ummer eason...17 Figure 8 Trip Distribution...20 Figure Build Conditions Weekday Morning Peak Hour Traffic Volumes Peak ummer eason...20 Figure 2024 Build Conditions Weekday Evening Peak Hour Traffic Volumes Peak ummer eason...20 v Table of Contents \\vhb\proj\wat-t\ \reports\tia Revised 4 3

6 Executive ummary VHB, Inc. has prepared a traffic impact and access study (TIA) for the proposed Total Athletics Cape Cod ports Complex (the Project ) located along Merchants Way in Barnstable, Massachusetts on approximately 8.3-acres of vacant land. The proposed project would involve the construction of an approximately 92,363 sf building housing an indoor turf field, an ice skating rink, and various other indoor sports activities as well as an outdoor sports field and an approximately 946 sf snack bar. Access to the site would be provided by one proposed full-access driveway on Merchant s Way. The site would be accessible from Kidd s Hill Road via Merchant s Way and Industrial Boulevard. Both roadways are currently gated to through traffic beyond Kidd s Hill Road and would be opened to through traffic as part of the proposed project. 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 Cape Cod Commission taff and the Town of Barnstable. Using this approach, the project study area will include the following 13 intersections and roadway links: Intersections: Route 132 at Route 6 Westbound Ramps Route 132 at Route 6 Eastbound Ramps Route 132 at hootflying Hill Road Route 132 at Attucks Lane Route 132 at Independence Drive/ Enterprise Road Phinney s Lane at Attucks Lane Phinney s Lane at Kidd s Hill Road Independence Drive at Attucks Lane Independence Drive at Kidd s Hill Road Willow treet at Route 6 Westbound Ramps Kidd s Hill Road at Industrial Boulevard Kidd s Hill Road at Merchants Way Merchants Way at ite Driveway vi Executive ummary \\vhb\proj\wat-t\ \reports\tia Revised 4 3

7 Roadway Links: Route 132 between Route 6 WB Ramp and Route 6 EB Ramps Route 132 between Route 6 EB Ramps and hootflying Hill Road Route 132 between hootflying Hill Road and Attucks Lane Route 132 between Attucks Lane and Independence Drive Attucks Lane between Route 132 and Phinney s Lane Attucks Lane between Phinney s Lane and Independence Drive Phinney s Lane between Attucks Lane and Kidd s Hill Road Independence Drive between Route 132 and Attucks Lane Independence Drive between Attucks Lane and Kidds Hill Road Kidds Hill Road between Phinney s Lane and Independence Drive Turning movement counts (TMC), collecting peak hour data, were conducted at each of the study area intersections during the weekday evening peak period from 4:00 PM to 6:00 PM and the aturday midday peak period from 11:00 AM to 2:00 PM in August Concurrent with the TMCs, 24-hour automatic traffic recorder (ATR) counts were conducted at the following three locations: Phinney s Lane south of Kidd s Hill Road Independence Drive south of Kidd s Hill Road Kidd s Hill Road north of Merchant s Way The proposed project is expected to result in a total of 862 net new trips (431 entering/431 exiting) on a typical weekday with 143 net new trip (76 entering/ 67 exiting) during the weekday evening peak hour. The proposed project is expected to result in a total of 780 net new trips (390 entering/ 390 exiting) on a typical aturday with 12 net new trips (87 entering/ 6 exiting) during the aturday midday 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 is proposing mitigation actions and hardship relief from certain mitigation requirements to be consistent with Regional Policy Plan (RPP) minimum performance standards. These include the following measures: Implementation of a comprehensive Transportation Demand Management Program (TDM) vii Executive ummary \\vhb\proj\wat-t\ \reports\tia Revised 4 3

8 Intersection safety a enhancements at: Route 132 at Route 6 Westbound Ramps Route 132 at Route 6 Eastbound Ramps Route 132 at hootflying Hill Road Route 132 at Attucks Lane Route 132 at Independence Drive/ Enterprise Road Independence Drive at Attucks Lane Provide Fairshare Funds for the intersection of Phinney s Lane and Kidds Hill Road Request Hardship Exemption for monetary contribution requirements for remaining congestion mitigation requirements for reasons stated in the application package. Overall, VHB concludes that the Project proposes a robust TDM plan which meets the RPP s requirements, safety enhancements to fully offset the Project s impacts at the existing safety deficient intersections, and fair share funds at the one intersection where the Project will see a demonstrable level of impact. VHB further concludes that the anticipated Project-related impacts at the other intersections within the Project s study area where hardship relief is being sought from congestion mitigation will experience very minimal, virtually imperceptible delays. viii Executive ummary \\vhb\proj\wat-t\ \reports\tia Revised 4 3

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 Merchant s Way in Barnstable, Massachusetts on approximately 8.3-acres of land. The site is currently vacant. The proposed project would involve the construction of an approximately 92,363 sf building housing an indoor turf field, an ice skating rink, and various other indoor sports activities as well as an outdoor sports field and an approximately 946 sf snack bar. Access to the site would be provided by one proposed full-access driveway on Merchant s Way. The site would be accessible from Kidd s Hill Road via Merchant s Way and Industrial Boulevard. Both roadways are currently gated to through traffic beyond Kidd s Hill Road and would be opened to through traffic as part of the proposed project. Figure 1 shows the Project site in relation to the surrounding area. tudy 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 T\ \reports\TIA Revised 4 3

10 \\vhb\proj\wat-t\ \graphics\figure\locu.dwg ignalized Intersection Unsignalized Intersection Willow treet 6 6 hootflying Hill Road Industrial Boulevard 132 Kidd's Hill Road Merchant's Way ITE Independence Drive Attucks Lane Phinney's Lane Iyannough Road Enterprise Road Feet Ite Location Map and tudy Area Intersections Total Athletics Hyannis, Massachusetts Figure 1

11 The second stage of the study established the framework for evaluating the transportation impacts of the proposed project. pecific 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 T\ \reports\TIA Revised 4 3

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. tudy 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 13 intersections and roadway links: Intersections: Route 132 at Route 6 Westbound Ramps Route 132 at Route 6 Eastbound Ramps Route 132 at hootflying Hill Road Route 132 at Attucks Lane Route 132 at Independence Drive/ Enterprise Road Phinney s Lane at Attucks Lane Phinney s Lane at Kidd s Hill Road Independence Drive at Attucks Lane Independence Drive at Kidd s Hill Road 3 Existing Conditions T\ \reports\TIA Revised 4 3

13 Willow treet at Route 6 Westbound Ramps Kidd s Hill Road at Industrial Boulevard Kidd s Hill Road at Merchants Way Merchants Way at ite Driveway (proposed) Roadway Links: Route 132 between Route 6 WB Ramp and Route 6 EB Ramps Route 132 between Route 6 EB Ramps and hootflying Hill Road Route 132 between hootflying Hill Road and Attucks Lane Route 132 between Attucks Lane and Independence Drive Attucks Lane between Route 132 and Phinney s Lane Attucks Lane between Phinney s Lane and Independence Drive Phinney s Lane between Attucks Lane and Kidd s Hill Road Independence Drive between Route 132 and Attucks Lane Independence Drive between Attucks Lane and Kidds Hill Road Kidds Hill Road between Phinney s Lane and Independence Drive 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 four-lane roadway running generally in an eastwest direction. Route 132 is under Massachusetts Department of Transportation (MassDOT) jurisdiction from Route 6 to Bearses Way and under local jurisdiction from 4 Existing Conditions T\ \reports\TIA Revised 4 3

14 \\vhb\proj\wat-t\ \graphics\figure\networks.dwg ignalized Intersection top Controlled Approach Old Phinney's Lane Kidd's Hill Road Industrial Boulevard Independence Drive ITE Willow treet Merchant's Way 6 Old Neck Road Attucks Lane Route 132 Commercial Driveway hootflying Hill Road Phinney's Lane Route 132 Enterprise Road Not to cale tudy Area Intersections Lane Geometry and Traffic Control Total Athletics Hyannis, Massachusetts Figure 2

15 Bearses Way to Independence Drive/ Enterprise Road. Route 132 is 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. Attucks Lane Attucks Lane within the study area is a two-lane roadway running generally in an eastwest 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. Phinney s Lane Phinney s Lane within the study area is a two-lane roadway running generally in a north-south direction. Phinney s Lane is under local jurisdiction and classified as a minor arterial road. The posted speed limit along Phinney s Lane is 3 mph. Land use along Phinney s Lane is primarily residential and industrial in the vicinity of the project site. Independence Drive Independence Drive within the study area is a four-lane roadway running generally in a north-south direction. Independence Drive is under local jurisdiction and classified as a collector road. The posted speed limit along Independence Drive is 3 mph. Land use along Independence Drive is a primarily commercial in the vicinity of the project site. Kidd s Hill Road Kidd s Hill Road within the study area is a two-lane roadway running generally in an east-west direction. Kidd s Hill Road is under local jurisdiction and classified as a collector road. There is no posted speed limit along Kidd s Hill Road. Land use along Kidd s Hill Road is primarily commercial with some residential homes in the vicinity of the project site. Intersections The following sections describe the study-area intersections in detail. Existing Conditions T\ \reports\TIA Revised 4 3

16 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 outhbound approach consists of a left-turn lane, a shared left-turn/ through lane and a channelized right-turn lane under Yield control 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 ubway 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 outhbound 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 hootflying 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 6 Existing Conditions T\ \reports\TIA Revised 4 3

17 Northbound approach provides a left-turn lane and a shared through/ rightturn lane outhbound approach provides a single general purpose lane A sidewalk is provided on the south side of Route 132 A crosswalk is provided across the hootflying 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 outhbound 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 Route 132 at Independence Drive/ Enterprise 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, a shared left-turn/ through lane, and a shared through/ right turn lane. outhbound approach provides a left-turn lane, a shared left-turn/ through lane, and a right-turn lane. idewalks are provided on the south side of Route 132 and on the west side of Enterprise Road south of the intersection. Crosswalks are provided across the Enterprise Road northbound approach and the Route 132 eastbound approach. 7 Existing Conditions T\ \reports\TIA Revised 4 3

18 Land use in the area is primarily commercial uses including Chick-Fil-A and am Diego s Restaurant Phinney s Lane at Attucks 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 idewalks 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 Phinney s Lane at Kidd s Hill Road Four-legged unsignalized intersection Eastbound and westbound approaches are under TOP control All approaches provide one general purpose lane A sidewalk is provided on the west side of Phinney s Lane There are no crosswalks provided at this location Land use in the area is primarily residential uses Independence Drive at Attucks Lane Four-legged signalized intersection Eastbound approach provides one left-turn lane, one through lane, and one right-turn lane Westbound approach provides one shared left-turn/ through lane and one shared through/ right-turn lane Northbound and southbound approaches each provide one left-turn lane, one through lane and one shared through/ right-turn lane 8 Existing Conditions T\ \reports\TIA Revised 4 3

19 There are no sidewalks or crosswalks provided at this location Land use in the area is primarily commercial uses Independence Drive at Kidd s Hill Road Three-legged unsignalized intersection All approaches are under TOP control Eastbound approach provides one general purpose lane Northbound approach provides one shared left-turn/ through lane and one through lane outhbound approach provides one through lane and one shared through/ right-turn lane There are no sidewalks or crosswalks provided at the intersection Land use in the area is primarily commercial uses to the west and the Barnstable Municipal Airport to the east Willow treet at Route 6 Westbound Ramps Three-legged signalized intersection Westbound approach provides two left-turn lanes and one channelized rightturn lane under Yield control Northbound approach provides two through lanes with access to a channelized right-turn lane approximately 0-feet prior to the intersection outhbound approach provides one shared left-turn/ through lane and one through lane There are no sidewalks or crosswalks provided at the intersection Land use in the area is primarily commercial uses Kidd s Hill Road at Industrial Boulevard Three-legged unsignalized intersection Westbound approach is under TOP control Industrial Boulevard is gated to the general public approximately 200 feet east of the intersection 9 Existing Conditions T\ \reports\TIA Revised 4 3

20 All approaches provide one general purpose lane There are no sidewalks or crosswalks provided at this location Land use in the area is primarily industrial uses Kidd s Hill Road at Merchant s Way Three-legged unsignalized intersection outhbound approach is under TOP control Merchant s Way provides access to Victory Chapel and is gated to the general public approximately 00 feet north of the intersection All approaches provide one general purpose lane There are no sidewalks or crosswalks provided at this location Land use in the area is primarily institutional including Victory Chapel Roadway Jurisdiction Roadways within the Town of Barnstable are under the jurisdiction of the Town of Barnstable, MassDOT, or tate Park or Forest. Within the project study area, all roadways are under local jurisdiction with the exception of Route 132 west of Bearses Way, which is 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 study area intersections during the weekday evening peak period from 4:00 PM to 6:00 PM and the aturday midday peak period from 11:00 AM to 2:00 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 August 2016, which represents peak summer conditions. The weekday evening and aturday midday peak periods are consistent with typical peak tourist traffic periods, and coincide with the expected peak periods for traffic entering and exiting the proposed site. Based on the TMCs, the weekday evening peak period generally occurred from 4:1 PM to :1 PM and the aturday midday peak period occurred from 11:30 AM to 12:30 PM. These counts were adjusted up to 2017 Existing Conditions using a historic growth factor of 0. percent per year. Existing Conditions T\ \reports\TIA Revised 4 3

21 \\vhb\proj\wat-t\ \graphics\figure\locu.dwg MassDOT Local Willow treet 6 6 hootflying Hill Road Industrial Boulevard 132 Attucks Lane Phinney's Lane Kidd's Hill Road Merchant's Way ITE Independence Drive Iyannough Road Enterprise Road Roadway Jurisdiction Figure Feet Total Athletics Hyannis, Massachusetts

22 Concurrent with the TMCs, 24-hour automatic traffic recorder (ATR) counts were conducted at three locations; Kidd s Hill Road east of Industrial Boulevard, Phinney s Lane south of Kidd s Hill Road, and Independence Drive north of Attucks Lane. To establish 2017 Existing Conditions, a growth rate of 0. percent per year was applied to the traffic counts. A summary of the ATR traffic data is presented in Table 1. All traffic count data is contained in the Appendix to this document. Table 1 Existing Traffic Volume ummary Peak ummer eason Daily a Weekday Evening Peak Hour Daily a aturday Midday Peak Hour Location Weekday Volume b K Factor c Dir. Dist. d aturday Volume K Factor Dir. Dist. Phinney s Lane B B outh of Kidd's Hill Road 9, % 3% 7, % % Independence Drive B B North of Attucks Lane 12,400 1,04 8.4% 3% 8, % 6% Kidd's Hill Road WB WB East of Industrial Blvd 1, % 78% 1,000.2% 71% a. daily traffic expressed in vehicles per day. Based on daily volumes collected in August 2016 and grown to 2017 conditions. 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 easonality of Count Data Comparison of traffic count data with historic seasonal data available from the 201 Traffic Counting Report for Cape Cod Massachusetts indicated that August traffic counts represent peak summer season conditions. This report also shows that August 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 easonal Adjustment Factors, which is 0.76 to adjust August volumes to average month conditions. The CCC easonal Adjustment Factors are included in the Appendix to this document. Figures 4 and illustrate the 2017 Existing weekday evening and aturday midday peak hour traffic volumes. 11 Existing Conditions T\ \reports\TIA Revised 4 3

23 \\vhb\proj\wat-t\ \graphics\figure\networks.dwg ignalized Intersection = Negligible Old Phinney's Lane Kidd's Hill Road 40 Industrial Boulevard Independence Drive ITE Willow treet Phinney's Lane 3 Merchant's Way Old Neck Road Attucks Lane Route hootflying Hill Road Commercial Driveway Route Enterprise Road Not to cale Figure Existing Conditions Peak eason Weekday Evening Peak Hour Traffic Volumes Total Athletics Hyannis, Massachusetts

24 \\vhb\proj\wat-t\ \graphics\figure\networks.dwg ignalized Intersection = Negligible Old Phinney's Lane Kidd's Hill Road 40 Industrial Boulevard Independence Drive 60 ITE Willow treet Phinney's Lane 3 Merchant's Way Old Neck Road Attucks Lane Route hootflying Hill Road 1 11 Commercial Driveway Route Enterprise Road Not to cale 2017 Existing Conditions Peak eason aturday Midday Peak Hour Traffic Volumes Total Athletics Hyannis, Massachusetts Figure

25 Public Transportation everal 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 seven, year-round, fixed-route services provided by CCRTA including the ealine, the Barnstable Villager, the H2O, the Flex, the Bourne Run, the andwich Line, and the Hyannis Loop. All buses are wheelchair accessible and equipped with bicycle racks. All ealine, Barnstable Villager, H2O, andwich Line, and Hyannis Loop routes connect at the Plymouth & Brockton bus terminal in downtown Hyannis, located approximately three miles south of the site. CCRTA also offers demand response service through three separate lines; (1) ADA Paratransit ervice is a door-to-door, shared-ride service for those eligible individuals 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 ervice (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 agamore Commuter Lot. While seven fixed-route services are provided by the CCRTA, none of the fixed routes directly serve the site. The nearest fixed route to the site is the Hyannis Loop which travels approximately 0. mile east of the site on Independence Drive. The Hyannis Loop travels in a loop through the Village of Hyannis and operates Monday through unday. The Hyannis loop has 11 scheduled stops and passengers are allowed to flag the bus to stop at any point along the route. The nearest scheduled stop to the site is located at the outhwind Plaza, approximately 0.7 miles from the site. The Hyannis Loop 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. 12 Existing Conditions T\ \reports\TIA Revised 4 3

26 A summary of the MassDOT vehicle crash history is provided in Table 2 and the detailed crash data is provided in the Appendix to this document. 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 to this document. 13 Existing Conditions T\ \reports\TIA Revised 4 3

27 Table 2 Intersection Vehicular Crash ummary ( ) Route 6 WB Ramps Route 6 EB Ramps Route 132 at: Attucks Lane at: Kidds Hill Road at: Willow treet at: hootflying Hill Road Attucks Lane Independence Drive/ Enterprise Road Phinney s Lane Independence Drive Phinney s Lane Industrial Boulevard Merchant s Way Independence Drive ignalized? Yes Yes Yes Yes Yes Yes Yes No No No No Yes MassDOT Average Crash Rate Calculated Crash Rate Exceeds Average? No No No No No No Yes No No No No No Year Total Average Route 6 WB Ramps Collision Type Angle Head-on Rear-end Rear-to-rear ideswipe, opposite direction ideswipe, same direction ingle vehicle crash Not Reported/Unknown everity 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 aturday 11:00 AM 2:00 PM Weekday, other time Weekend, other time Pavement Conditions Dry Wet Ice now Not Reported/Unknown Non-Motorist (Bike, Pedestrian) ource: MassDOT 14 Existing Conditions T\ \reports\TIA Revised 4 3

28 As shown in Table 2, one of the study area intersections had calculated crash rates over the district average; the intersection of Attucks Lane at Independence Drive. The majority of collisions within the study area were rear-end 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, Route 132 at hootflying Hill Road, Route 132 at Independence Drive/ Enterprise Road, and Attucks Lane at Independence Drive. 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 hootflying Hill Road Route 132 (Iyannough Road) at Attucks Lane Route 132 (Iyannough Road) at Independence Drive/ Enterprise Road Attucks Lane at Independence Drive As stated in the Regional Policy Plan (RPP) Minimum Performance tandard (MP) 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 six study area intersections that averaged three or more crashes per year. Using the local and state crash reports, collision diagrams were created for the six study area intersections to identify trends and appropriate safety mitigation measures. The crash reports and collision diagrams are included in the Appendix to this document. Measures to improve safety at these locations are outlined in the Mitigation chapter of this report. 1 Existing Conditions T\ \reports\TIA Revised 4 3

29 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 taff, a background growth rate of 0.-percent per year was applied. The historic growth data 16 Traffic Operations Analysis T\ \reports\TIA Revised 4 3

30 provided in the 201 Traffic Counting Report for Cape Cod Massachusetts is contained in the Appendix to this document. ite-pecific 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 seven development projects presented in Table 3 could affect traffic volumes in the vicinity of the site. Table 3 Background Project ummary Project Name Development Program Project tatus BJ s Expansion 19,438 sf expansion to existing BJ s Opened October 2016 Village Green Village at Barnstable Chick-Fil-A Greenside Office Cape Cod Cents avings Bank Banking Center 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 un Transportation Company and Cape Cod Trailer torage and the construction of two office buildings totaling approximately 24,918 sf of office space Approx sf office building and 2,000 sf brank branch with drive-through window on Route 132 Approx. 263,0 sf ambulatory/outpatient campus to be located off of Attucks Lane and Kidd s Hill Road Phase 2 planning stage Planning stage Opened November 2016 Permitting stage Permitting stage Phase I open. Remaining Phases Pending 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. The traffic volumes associated with the abovementioned developments are included in the Appendix to this document. 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. 17 Traffic Operations Analysis T\ \reports\TIA Revised 4 3

31 \\vhb\proj\wat-t\ \graphics\figure\networks.dwg ignalized Intersection = Negligible Old Phinney's Lane Kidd's Hill Road 4 Industrial Boulevard Independence Drive 16 ITE Willow treet Phinney's Lane 40 Merchant's Way 6 Old Neck Road Attucks Lane Route hootflying Hill Road Commercial Driveway Enterprise Road Route 132 Not to cale Figure No-Build Conditions Peak eason Weekday Evening Peak Hour Traffic Volumes Total Athletics Hyannis, Massachusetts

32 \\vhb\proj\wat-t\ \graphics\figure\networks.dwg ignalized Intersection = Negligible Old Phinney's Lane Kidd's Hill Road 0 Industrial Boulevard Independence Drive 70 ITE Willow treet Phinney's Lane 4 Merchant's Way 6 Old Neck Road Attucks Lane Route hootflying Hill Road Commercial Driveway Enterprise Road Route 132 Not to cale 2024 No-Build Conditions Peak eason aturday Midday Peak Hour Traffic Volumes Total Athletics Hyannis, Massachusetts Figure 7

33 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 development would involve the construction of an approximately 92,363 sf building housing an indoor turf field, an ice skating rink, and various other indoor sports activities as well as an outdoor sports field and an approximately 946 sf snack bar on vacant land along Merchant s Way. To estimate the site-generated traffic, VHB collected empirical count data at four facilities located in eastern Massachusetts that have similar characteristics to the proposed Total Athletics facility. The four facilities include: The Edge ports Center, Bedford, Massachusetts Teamworks, omerset, Massachusetts Teamworks, Northborough, Massachusetts JunglePlex, Plymouth, Massachusetts VHB conducted 24-hour automatic traffic recorder (ATR) counts at the driveway(s) of the four facilities identified above on Thursday, May, 2016 and aturday, May 7, The traffic count data is included in the Appendix to this document. Based on the count data collected, VHB developed traffic generation rates for each site as well as an average rate, consistent with the methodology outlined in the Institute of Transportation Engineers (ITE) publication Trip Generation Handbook, 3 rd Edition 1. A summary of the empirical trip generation rates is included in the Appendix to this document. 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. 1 Trip Generation Handbook, 3rd Edition, Institute of Transportation Engineers, Washington D.C., August Traffic Operations Analysis T\ \reports\TIA Revised 4 3

34 The trip generation calculations, prepared using the empirical 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. Table 4 Project Trip Generation ummary Time Period Direction ite- Generated Trips a 2% Trip Reduction Requirement b Net New Trips Weekday Enter Daily Exit Total 1, Weekday Evening Enter Peak Hour Exit Total aturday Enter Daily Exit Total 1, aturday Midday Enter Peak Hour Exit Total a. Based on empirical count data collected by VHB at similar sports complexes in May 2016 b. 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 862 net new trips (431 entering/431 exiting) on a typical weekday with 143 net new trip (76 entering/ 67 exiting) during the weekday evening peak hour. The proposed project is expected to result in a total of 780 net new trips (390 entering/ 390 exiting) on a typical aturday with 12 net new trips (87 entering/ 6 exiting) during the aturday midday 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 U.. Census data for Cape Cod. The 19 Traffic Operations Analysis T\ \reports\TIA Revised 4 3

35 anticipated trip distribution is summarized in Table and illustrated in Figure 8. The trip distribution calculations are included in the Appendix to this document. Table Trip Distribution ummary Direction (to/from) Travel Route Percent of New ite-generated Traffic Assigned to Route West Route 6 14% West hootflying Hill Road 2% West Route 6A % East Route 6 38% East Route 28 % outh Phinney s Lane 1% outh Pitchers Way 8% outh Bearses Way 8% 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. 20 Traffic Operations Analysis T\ \reports\TIA Revised 4 3

36 \\vhb\proj\wat-t\ \graphics\figure\networks.dwg ignalized Intersection = Negligible xx% = Entering Trips (xx%) = Exiting Trips 11% (11%) Old Phinney's Lane (1%) 1% Kidd's Hill Road 62% (62%) Industrial Boulevard Independence Drive 62% (62%) (38%) ITE ite Driveway (16%) 16% 9% Willow treet Phinney's Lane (38%) Merchant's Way 38% 38% 8% (8%) (30%) 30% 6 Old Neck Road (36%) (1%) 36% 1% Attucks Lane Route % (13%) (21%) (34%) (2%) (36%) 7% 20% Commercial Driveway hootflying Hill Road 14% (8%) (22%) 2% 8% 22% (14%) (7%) Route 132 (8%) (14%) 34% 36% 8% Enterprise Road 14% Not to cale Trip Distribution Figure 8 Total Athletics Hyannis, Massachusetts

37 \\vhb\proj\wat-t\ \graphics\figure\networks.dwg ignalized Intersection = Negligible Old Phinney's Lane Kidd's Hill Road Industrial Boulevard Independence Drive ITE ite Driveway Willow treet Phinney's Lane Merchant's Way 30 6 Old Neck Road Attucks Lane Route hootflying Hill Road Commercial Driveway Enterprise Road Route 132 Not to cale Figure Build Conditions Peak eason Weekday Evening Peak Hour Traffic Volumes Total Athletics Hyannis, Massachusetts

38 \\vhb\proj\wat-t\ \graphics\figure\networks.dwg ignalized Intersection = Negligible Old Phinney's Lane Kidd's Hill Road 0 40 Industrial Boulevard Independence Drive ITE ite Driveway Willow treet Phinney's Lane 30 4 Merchant's Way 3 6 Old Neck Road Attucks Lane Route hootflying Hill Road Commercial Driveway Enterprise Road Route 132 Not to cale 2024 Build Conditions Peak eason aturday Midday Peak Hour Traffic Volumes Total Athletics Hyannis, Massachusetts Figure

39 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-ervice and Delay Criteria Level-of-service (LO) 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 LO A representing the best operating conditions and LO 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 (LO) 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 LO 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 (ynchro results). For 21 Traffic Operations Analysis T\ \reports\TIA Revised 4 3