Traffic Impact and Access Study PROPOSED DURKEE FARM ESTATES. Foster Street Littleton, Massachusetts. Prepared for: Grimes Road, LLC.

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2 Traffic Impact and Access Study PROPOSED DURKEE FARM ESTATES Foster Street Littleton, Massachusetts Prepared for: Grimes Road, LLC. Westford, MA Prepared by: MDM Transportation Consultants, Inc. 28 Lord Road, Suite 280 Marlborough, Massachusetts Phone: (508) Fax: (508) February 2016 Copyright 2016 by MDM Transportation Consultants, Inc. All Rights Reserved. MDM

3 CONTENTS EXECUTIVE SUMMARY INTRODUCTION Proposed Development Study Methodology Study Area EXISTING CONDITIONS Study Area Roadway Network Existing Traffic Volumes Measured Travel Speeds Safety Public Transportation Facilities Sight Line Analysis FUTURE CONDITIONS Background Traffic Growth No Build Traffic Volumes Site Generated Traffic Trip Distribution and Assignment Build Traffic Volumes TRAFFIC OPERATIONS ANALYSIS Capacity Analysis Procedures Intersection Capacity Analysis Results Construction Traffic Management Plan CONCLUSIONS and RECOMMENDATIONS Recommendations Conclusions 23 APPENDICES G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc i MDM

4 FIGURES Number Title 1 Site Location 2 Preliminary Site Layout 3 Baseline Weekday Peak Hour Traffic Volumes 4 Sight Lines Intersection Sight Distance (ISD) No Build Weekday Peak Hour Traffic Volumes 6 Trip Distribution 7 Site Generated Trips Weekday Morning Peak Hour 8 Site Generated Trips Weekday Evening Peak Hour Build Weekday Morning Peak Hour Traffic Volumes Build Weekday Evening Peak Hour Traffic Volumes 11 TMP Construction Access/Egress Route and Signage G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc ii MDM

5 TABLES Number Title 1 Existing Roadway Traffic Volume Summary 2 Intersection Crash Summary 2011 through Stopping Sight Distance Summary 4 Intersection Sight Distance Summary 5 Trip Generation Summary 6 Intersection Capacity Analysis Results Weekday Morning Peak Hour 7 Intersection Capacity Analysis Results Weekday Evening Peak Hour G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc iii MDM

6 EXECUTIVE SUMMARY MDM has prepared this Traffic Impact and Access Study (TIAS) for a proposed residential development located off of Foster Street and Grimes Lane in Littleton, Massachusetts. This report documents baseline operational and safety related characteristic of roadways serving the development site, estimates future year operating characteristics of these roadways independent of the development, estimates development related trip generation, and identifies incremental impacts of site related traffic. Improvements are recommended to enhance the safety of traffic flow and that will offset project related traffic increases as required. This TIAS has been prepared in accordance with local guidelines for a moderate project as well as with Executive Office of Energy and Environmental Affairs/Massachusetts Department of Transportation (EEA/MassDOT) guidelines. E.1 PROJECT DESCRIPTION The Site comprises approximately 51.6 acres bounded by Foster Street and Grimes Lane in Littleton, Massachusetts. The Site is comprised a farm house and barn with the remaining property mostly of undeveloped/ pasture land. The proximity of the Site in relation to the regional transportation system is shown in Figure 1. The proposed Site programming consists of developing the Site to include a 30 unit subdivision consisting of 29 new residential homes while retaining the farm house and barn. On site parking is planned to be provided by individual driveways and garages. Access/egress to the site is proposed via a driveway along Foster Street. Two secondary driveways will be provided along Grimes Lane. G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 1 MDM

7 Traffic Impact Assessment Littleton, Massachusetts INTERSTATE 495 Fo st er St re e t 2 T SITE Gr im es La ne Taylor Street 2 North Study Intersection Scale: Not to Scale MDM TRANSPORTATION CONSULTANTS, INC. Planners & Engineers Date: January 2016 Dwg No. 865 TIAS.dwg Copyright by MDM Transportation Consultants, Inc. All rights reserved. Figure 1 Site Location

8 E.2 STUDY AREA This TIAS evaluates transportation characteristics of roadways and intersections that provide a primary means of access to the site, and that are likely to sustain a measurable level of traffic impact from the proposed development. This traffic memorandum includes an evaluation of area roadways likely to sustain a measurable impact from the proposed development, which includes the following intersections: Foster Street at MBTA Parking Lot (Southern) Foster Street at Grimes Lane Foster Street at Proposed Driveway E.3 SUMMARY OF ANALYSIS AND FINDINGS Capacity analyses were conducted for each study area intersection to quantify existing and future year traffic operations with and without the development for the weekday morning and weekday evening peak hours. These hours represent the peak periods of the residential traffic activity and adjacent street traffic. Under existing and No Build conditions (independent of the proposed development), capacity analysis results indicate that vehicle travel at study intersections is unimpeded with only minor delays during existing and future peak hours. Based on industry standard trip rates, the proposed development is estimated to generate approximately 22 trips during the weekday morning peak hour (6 entering and 16 exiting) and 29 vehicular trips during the weekday evening peak hour (18 entering and 11 exiting). On a daily basis, the development is estimated to generate approximately 276 vehicular trips on a weekday. Under Build conditions, the Foster Street intersection with the MBTA Driveway (Southern) and Foster Street intersection with Grimes Lane will continue to operate below capacity at LOS B or better during peak hours with the proposed residential development in place. Mainline travel along Foster Street will remain un impeded with minimal delay. The site driveway along Foster Street serving the development will operate below capacity at LOS A during the weekday morning and weekday evening peak hours. Furthermore, the proposed development is not expected to materially impact study area intersections and will not result in any material changes in traffic operations in the study area between future No Build and Build conditions. G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 2 MDM

9 E.4 RECOMMENDATIONS AND CONCLUSIONS MDM finds that travel conditions in the site vicinity along Foster Street are generally unconstrained. Trip generation for the development is estimated at approximately 22 new vehicle trips during the weekday morning peak hour and 29 new vehicle trips during the weekday evening peak hour. Traffic impacts associated with the residential development are not expected to notably affect travel or safety conditions in the site vicinity. However, MDM recommends access related improvements aimed at enhancing traffic operations and/or travel safety as follows: A STOP sign (R1 1) and STOP line pavement markings is recommended on the driveway approach to Foster Street. The signs and pavement markings shall be compliant with the Manual on Uniform Traffic Control Devices (MUTCD). The proposed driveway approach to Foster Street should include minimum corner radii to accommodate standard SU 30 design vehicles and emergency response vehicles. The final driveway grading should include a level landing area on the proposed driveway approach to Foster Street to accommodate sight lines and enhance driveway operations. Plantings (shrubs, bushes) and structures (walls, fences, etc.) should be maintained at a height of 2 feet or less within the Foster Street layout in vicinity of the site driveway to provide unobstructed sight lines. Furthermore, the existing vegetation within the sight lines should be recommended selective clearing and grading within the sight line triangles when the site driveway is constructed. Conclusions Adequate capacity is available under future Build conditions on Foster Street to accommodate the Site use. The project is not projected to significantly change any reported operating levels compared to future No Build conditions. Proposed access improvements will provide ample capacity to accommodate site generated traffic while also enhancing safety and capacity. The Proponent will implement a traffic construction management plan to accommodate the specific needs of the Site. G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 3 MDM

10 1.0 INTRODUCTION MDM has prepared this Traffic Impact and Access Study (TIAS) for a proposed residential development located off of Foster Street and Grimes Lane in Littleton, Massachusetts. This report documents baseline operational and safety related characteristic of roadways serving the development site, estimates future year operating characteristics of these roadways independent of the development, estimates development related trip generation, and identifies incremental impacts of site related traffic. Improvements are recommended to enhance the safety of traffic flow and that will offset project related traffic increases as required. This TIAS has been prepared in accordance with local guidelines for a moderate project as well as with Executive Office of Energy and Environmental Affairs/Massachusetts Department of Transportation (EEA/MassDOT) guidelines. 1.1 PROPOSED DEVELOPMENT The Site comprises approximately 51.6 acres bounded by Foster Street and Grimes Lane in Littleton, Massachusetts. The Site is comprised a farm house and barn with the remaining property mostly of undeveloped/ pasture land. The proximity of the Site in relation to the regional transportation system is shown in Figure 1. The proposed Site programming consists of developing the Site to include a 30 unit subdivision consisting of 29 new residential homes while retaining the farm house and barn. On site parking is planned to be provided by individual driveways and garages. Access/egress to the site is proposed via a driveway along Foster Street. Two secondary driveways will be provided along Grimes Lane. The preliminary Site layout plan prepared by Hancock Associates is presented in Figure 2. G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 4 MDM

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12 1.2 STUDY METHODOLOGY This transportation impact and access evaluation is conducted in accordance Town of Littleton and EEA/MassDOT guidelines, and consists of several steps. The first step documents existing conditions in the transportation study area including an inventory of roadway geometry, observed traffic volumes, safety characteristics, and sight line analysis. Next, future year traffic conditions are forecast that account for other planned area developments, normal area growth, and development related traffic increases. The third step quantifies operating characteristics of primary study intersections. Specific attention is given to the incremental impacts of the proposed development. Finally, improvements are described that address specific development related operational needs. 1.3 STUDY AREA This TIAS evaluates transportation characteristics of roadways and intersections that provide a primary means of access to the site, and that are likely to sustain a measurable level of traffic impact from the proposed development. The study area includes the following intersections, as shown on Figure 1: This traffic memorandum includes an evaluation of area roadways likely to sustain a measurable impact from the proposed development, which includes the following intersections: Foster Street at MBTA Parking Lot (Southern) Foster Street at Grimes Lane Foster Street at Proposed Driveway G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 5 MDM

13 2.0 EXISTING CONDITIONS In order to provide a basis for quantifying the transportation impacts of the development, the existing roadway system and the existing traffic operations of study area roadways were reviewed. This section describes the existing traffic characteristics and operations of roadways and intersections within the study area. Specifically, this section presents an overview of the traffic data collection program, existing traffic volumes, and safety data. 2.1 STUDY AREA ROADWAY NETWORK The study area roadways and intersections are described briefly in this section. A general description of the physical roadway and intersection features is provided. The study area and intersections are depicted in Figure Roadways Foster Street Foster Street is a north south roadway classified by MassDOT as an urban collector roadway which is under local (Town) jurisdiction. This roadway runs parallel to nearby I 495 and provides a connection from Taylor Street to the south and King Street (Routes 2A/110) to the north. Within the study area, Foster Street is approximately 24 feet wide and provides one lane of travel in each direction separated by a single yellow centerline. There is a short section of sidewalk located along the western side of Foster Street between the Route 2 bridge overpass and the MBTA Station. The regulatory speed limit in the vicinity of the site is 30 miles per hour. Land uses along Foster Street in the immediate area include the MBTA Commuter Rail Lot and residential homes. G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 6 MDM

14 Grimes Lane Grimes Lane is an east west roadway classified by MassDOT as a rural local roadway which is under local (Town) jurisdiction. This roadway provides a connection for residential homes to Foster Street to the west. Grimes Lane is approximately 14 feet wide with no pavement markings or sidewalks. Land uses along Grimes Lane include several residential homes and undeveloped open space Intersections Foster Street at Grimes Lane Foster Street meets Grimes Lane form a T type, unsignalized intersection with Grimes Lane operating under STOP sign control. Foster Street approaches from the north and south and provides a single, general purpose travel lane. Grimes Lane approaches from the east and provides a single, general purpose travel lane. The MBTA commuter line passes through the intersection with railroad crossing gates provided on both Foster Street and Grimes Lane. Land use at the intersection consists of an industrial/ warehouse building and the Littleton/ Route 495 Commuter Rail Station. 2.2 BASELINE TRAFFIC VOLUMES Traffic volume data used in this study were obtained by manual and mechanical methods. Manual turning movement counts (TMCs) were conducted along study area roadways and intersections in January Traffic data were collected during the weekday morning (7:00 to 9:00 AM) and evening (4:00 to 6:00 PM) peak periods. These hours represent the peak periods of activity and adjacent street traffic Daily Traffic Daily traffic volume along Foster Street in the site vicinity was collected in January The result of the count is summarized in Table 1 and is included in the Appendix. G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 7 MDM

15 TABLE 1 BASELINE TRAFFIC VOLUME SUMMARY Time Period Daily Volume (vpd) 1 Percent Daily Traffic 2 Peak Hour Volume (vph) 3 Peak Flow Direction 4 Peak Hour Directional Volume (vph) Foster Street north of MBTA Lot Weekday Morning Peak Hour 1,640 9% % NB/SB 73 Weekday Evening Peak Hour 1,640 11% % NB 106 Foster Street south of Grimes Lane Weekday Morning Peak Hour 1,880 10% % NB 117 Weekday Evening Peak Hour 1,880 12% % SB 142 1Two way daily traffic expressed in vehicles per day without seasonal adjustment. 2The percent of daily traffic that occurs during the peak hour. 3Two way peak hour volume expressed in vehicles per hour. 4EB = Eastbound, WB = Westbound, NB = Northbound, SB = Southbound As summarized in Table 1, Foster Street north of MBTA Lot. The weekday daily traffic volume on Foster Street adjacent to the Site was approximately 1,640 vehicles per day (vpd) during a typical weekday. Peak hour traffic flow on Foster Street ranges from approximately 145 to 185 vehicles per hour (vph) adjacent to the Site which represents 9 to 11 percent of daily traffic flow. Foster Street south of Grimes Lane. The weekday daily traffic volume on Foster Street to the south of Grimes Lane was approximately 1,877 vehicles per day (vpd) during a typical weekday. Peak hour traffic flow on Foster Street ranges from approximately 195 to 230 vehicles per hour (vph) adjacent to the Site which represents 10 to 12 percent of daily traffic flow. The traffic flow on Foster Street is generally significantly higher in the northbound direction during the weekday morning peak hour and significantly higher in the southbound direction during the weekday evening peak hour. The travel pattern is consistent with commuter traffic relative to major travel routes in the area and the location of the Littleton/ Route 495 Commuter Rail Station. G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 8 MDM

16 2.2.2 Peak Hour Traffic Review of MassDOT permanent count station data for roadways in the site proximity indicate that January is a below average travel month. Therefore, a seasonal adjustment (increase) of 6 percent was applied to the collected traffic volumes to obtain average month travel conditions. The Baseline weekday morning and evening peak hour traffic volumes for study intersections are depicted in Figure 3. TMC and permanent count station data is provided in the Appendix. 2.3 MEASURED TRAVEL SPEEDS Vehicle speeds were obtained for Foster Street using a radar equipped ATR. Table 2 summarizes the average and 85 th percentile speeds the streets adjacent to the Site. This speed data provides a basis for determining appropriate sight lines for the proposed driveway. Speed data is provided in the Appendix. TABLE 2 SPEED STUDY RESULTS FOSTER STREET Travel Speeds Travel Direction Posted 1 Mean 2 85 th Percentile 3 Northbound Southbound Regulatory Speed Limit (mph) 2 Arithmetic mean (mph) 3 The speed at or below which 85 percent of the vehicles are traveling As summarized in Table 2, the mean (average) travel speed on Foster Street traveling northbound is 32 mph and the 85th percentile travel speed is 38 mph. In the southbound direction, the mean travel speed is 33 mph and the 85th percentile travel speed is 37 mph. The observed 85 th percentile travel speeds are considerably higher than the 30 mph regulatory speed limit on this section of Foster Street in both travel directions. 2.4 SAFETY In order to identify crash trends and safety characteristics for study area intersections, crash data were obtained from MassDOT for the Town of Littleton for the three year period covering 2011 through 2013 (the most recent data currently available). No crashes were reported at the study intersections during the three year study period; therefore, no immediate safety countermeasures are warranted based on the crash history at the study intersections. G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 9 MDM

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18 2.5 PUBLIC TRANSPORTATION FACILITIES The Massachusetts Bay Transit Authority (MBTA) operates the Fitchburg commuter rail service between Fitchburg Station and North Station with a stop directly across the street from the Site at the Littleton/ Route 495 Station. Service is generally provided Monday through Friday 5:15 am to 1:40 am and on weekends between 6:45 am and 1:00 am with peak hour headway of 20 to 30 minutes. Specific route and schedule information is provided in the Appendix. 2.6 SIGHT LINE ANALYSIS An evaluation of sight lines was conducted at the proposed Site driveway locations to ensure that minimum recommended sight lines are available at the proposed Site driveway intersection with Foster Street. The evaluation documents existing sight lines for vehicles as they relate to Foster Street with comparison to recommended guidelines. The American Association of State Highway and Transportation Officials (AASHTO) standards 1 reference two types of sight distance which are relevant at the proposed Site driveway intersection: stopping sight distance (SSD) and intersection sight distance (ISD). Sight lines for critical vehicle movements at the proposed Site driveway intersection with Foster Street were compared to minimum SSD and ISD recommendations for the travel speeds in the Site vicinity. Stopping Sight Distance Sight distance is the length of roadway visible to the motorist to a fixed object. The minimum sight distance available on a roadway should be sufficiently long enough to enable a belowaverage operator, traveling at or near a regulatory speed limit, to stop safely before reaching a stationary object in its path, in this case, a vehicle exiting onto Foster Street or Grimes Road. The SSD criteria are defined by AASHTO based on design and operating speeds, anticipated driver behavior and vehicle performance, as well as physical roadway conditions. SSD includes the length of roadway traveled during the perception and reaction time of a driver to an object, and the distance traveled during brake application on wet level pavement. Adjustment factors are applied to account for roadway grades when applicable. SSD was estimated in the field using AASHTO standards for driver s eye (3.5 feet) and object height equivalent to the taillight height of a passenger car (2.0 feet) for the northbound and southbound Foster Street approaches to the proposed Site driveway Table 3 presents a summary of the available SSD as they relate to Foster Street and AASHTO s recommended SSD. 1A policy on Geometric Design of Highways and Streets, American Association of State Highway and Transportation Officials (AASHTO), G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 10 MDM

19 TABLE 3 STOPPING SIGHT DISTANCE SUMMARY FOSTER STREET APPROACHES TO SITE DRIVEWAY Approach/ Travel Direction Available SSD AASHTO Recommended 1 Posted Speed 2 85 th Percentile Speed 3 Northbound >500 Feet 190 Feet 270 Feet Southbound 500± Feet 215 Feet 295 Feet 1Recommended sight distance based on AASHTO, A Policy on Geometric Design of Highways and Streets. Based on driver height of eye of 3.5 feet to object height of 2.0 feet. 2Posted Speed on Foster Street: 30 mph. 385 th Percentile travel speed on Foster Street: 38 mph NB, 37 mph SB. As summarized in Table 3 analysis results indicate that the available sight lines will exceed AASHTO s recommended SSD criteria for both travel directions along Foster Street based on the regulatory and observed travel speeds. Intersection Sight Distance Clear sight lines provide sufficient sight distance for a stopped driver on a minor road approach to depart from the intersection and enter or cross the major road. As stated under AASHTO s Intersection Sight Distance (ISD) considerations, If the available sight distance for an entering vehicle is at least equal to the appropriate stopping sight distance for the major road, then drivers have sufficient sight distance to avoid collisions To enhance traffic operations, intersection sight distances that exceed stopping sight distances are desirable along the major road. AASHTO s ISD criteria are defined into several cases. The unsignalized Site driveway location is proposed to be under STOP sign control, therefore, the ISD in question relates to the ability to turn left or turn right from the proposed driveway at its intersection with Foster Street Available ISD was estimated in the field using AASHTO standards for driver s eye height (3.5 feet), object height (3.5 feet) and driver eye position (assumed as between 8 and 10 feet from the edge of the travel way based on the drivers stop position) for the northbound and southbound directions along Foster Street. Table 4 presents a summary of the available ISD for the departures from the Site driveway and AASHTO s minimum recommended as well as ideal ISD criteria. G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 11 MDM

20 TABLE 4 INTERSECTION SIGHT DISTANCE SUMMARY SITE DRIVEWAY DEPARTURE TO FOSTER STREET AASHTO Minimum 1 AASHTO Ideal 1 View Direction Available ISD 85 th Percentile Speed 2 Posted Speed 3 Looking North (Left Turn) 400± Feet 270 Feet 335 Feet Looking South (Right Turn) >500 Feet 295 Feet 290 Feet 1Recommended sight distance based on AASHTO, A Policy on Geometric Design of Highways and Streets. Based on driver height of eye of 3.5 feet and an object height of 3.5 feet and adjustments for roadway grade if required. Minimum value as noted represents SSD per AASHTO guidance. 2Posted Speed on Foster Street: 30 mph. 385 th Percentile travel speed on Foster Street: 38 mph NB, 37 mph SB. The results of the ISD analysis presented in Table 4 indicate that the available sight lines looking north and south from the proposed Site driveway onto Foster Street will exceed the recommended AASHTO sight line criteria assuming recommended selective clearing and grading within the sight line triangles associated with the installation of proposed driveway (as illustrated in Figure 4). MDM recommends that any new plantings (shrubs, bushes) or physical landscape features to be located within the driveway sight lines should also be maintained at a height of 2 feet or less above the adjacent existing roadway grade to ensure unobstructed lines of sight. G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 12 MDM

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22 3.0 FUTURE CONDITIONS Evaluation of the proposed development impacts requires the establishment of a future baseline analysis condition. This section estimates future roadway and traffic conditions with and without the proposed development. To be consistent with EEA/MassDOT, a five year planning horizon was selected. To determine the impact of new site generated traffic volumes on the roadway network under future conditions, baseline traffic volumes in the study area were projected to a future year condition. Traffic volumes on the roadway network at that time, in the absence of the residential development (that is, the No Build condition), would include existing traffic, new traffic due to general background traffic growth, and traffic related to specific development by others that is currently under review at the local and/or state level. Consideration of these factors resulted in the development of No Build traffic volumes. Anticipated site generated traffic volumes were then superimposed upon these No Build traffic flow networks to develop future Build conditions. The following sections provide an overview of future No Build traffic volumes and projected Build traffic volumes. 3.1 BACKGROUND TRAFFIC GROWTH Background traffic includes demand generated by other planned developments in the area as well as demand increases caused by external factors. External factors are general increases in traffic not attributable to a specific development and are determined using historical data. G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 13 MDM

23 3.1.1 Historical Area Growth Historical traffic volumes published by MasDOT for the site vicinity indicate a declining a negative ( 0.86) percent per year growth rate. For purposes of this evaluation, a 0.5 percent growth rate was used (2.5 percent increase over a 5 year horizon). This growth rate is higher than historic rates, and, as such, is also expected to account for any small fluctuation in hourly traffic as may occur from time to time in the study area and traffic associated with other potential small developments in the area. MassDOT permanent count station data and background growth calculations are provided in the Appendix Background Development Related Growth Development of future No Build traffic volumes also considers traffic generated through the study area from other specific area developments. Review of Massachusetts Environmental Policy Act (MEPA) files, consultation with the Town of Littleton Planning Staff, and field inventory indicates that there are several Site specific development projects in the area that may increase Baseline traffic at the study intersections as follows: Littleton Technology Park. The Littleton Technology Park was permitted in 2003 for 330,000 sf of general office located at the intersection of Taylor Street and Foster Street. Traffic associated with this development was obtained from the project s Traffic Impact and Access Study (TIAS) and updated to reflect the reduction from 390,000 sf. Site trip tracing are provided in the Appendix. Registered Marijuana Dispensary (RMD) Facility. The Town is in discussion with a RMD operator regarding the potential re development of 245 Foster Street to include a Dispensary Facility. There has been no formal application to date, thus this project was not included as a background project. Any future proposal would be required to prepare a traffic study in accordance with Littleton Subdivision of Land Regulations. MBTA Parking Lot. The MBTA recently constructed a new 25 vehicle overflow parking lot along Grimes Lane near its intersection with Foster Street. This parking lot is fully operational and was accounted for in the Baseline traffic counts with respect to vehicular and pedestrian activity. 3.2 NO BUILD TRAFFIC VOLUMES In summary, to account for future traffic growth in the study area future No Build traffic volumes are developed by increasing the Baseline (2016) volumes by approximately 2.5 percent (0.5 percent compounded annually over 5 years), as well as traffic associated with the permitted Littleton Technology Park development. The resulting 2021 No Build traffic volumes are displayed in Figure 5. G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 14 MDM

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25 3.3 SITE GENERATED TRAFFIC Future Build condition traffic volumes were developed by estimating the number of peak hour trips expected to be generated by the proposed development and distributing this additional traffic onto the local roadway network. These future development related trips were added to future No Build traffic volumes to evaluate future traffic operations with the proposed development in place. The methodology utilized to estimate the future trip generation characteristics of the proposed development are summarized below. In accordance with EEA/MassDOT guidelines, the traffic generated by the proposed development was estimated using trip rates published in ITE s Trip Generation 2 for the Land Use Code (LUC) based on trip rates for Single Family Detached Housing (LUC 210). Table 5 presents the trip generation estimate for the proposed development based on ITE methodology. Trip generation calculations are provided in the Appendix. TABLE 5 TRIP GENERATION SUMMARY Period/Direction Site Trips 1 Weekday Morning Peak Hour Entering 6 Exiting 16 Total 22 Weekday Evening Peak Hour Entering 18 Exiting 11 Total 29 Weekday Daily 276 Source: ITE Trip Generation, Ninth Edition; Based on ITE LUC 210 (Single Family Detached Housing) trip rates applied to 29 units. Based on industry standard trip rates, the proposed development is estimated to generate approximately 22 trips during the weekday morning peak hour (6 entering and 16 exiting) and 29 vehicular trips during the weekday evening peak hour (18 entering and 11 exiting). On a daily basis, the development is estimated to generate approximately 276 vehicular trips on a weekday. 2Trip Generation, Ninth Edition; Institute of Transportation Engineers; Washington, DC; G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 15 MDM

26 3.4 TRIP DISTRIBUTION AND ASSIGNMENT The distribution for projected traffic increases for the development is based on Journey to Work data published by the 2010 US Census. The resulting trip distribution is presented in Figure 6. Figure 7 and Figure 8 show projected site generated traffic volumes for the proposed development based on the trip generation presented in Table 5 and projected travel patterns presented in Figure BUILD TRAFFIC VOLUMES Future Build condition traffic volumes are derived by adding development specific traffic volumes to the 2011 No Build conditions. Figure 9 and Figure 10 present the 2012 Build condition traffic volume networks for the weekday morning and evening peak hours. G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 16 MDM

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32 4.0 TRAFFIC OPERATIONS ANALYSIS Intersection capacity analyses are presented in this section for the Existing, No Build, and Build traffic volume conditions. Capacity analyses, conducted in accordance with EOEA/EOT guidelines, provide an index of how well the roadway facilities serve the traffic demands placed upon them. The operational results provide the basis for recommended access and roadway improvements in the following section. 4.1 CAPACITY ANALYSIS PROCEDURES Capacity analysis of intersections is developed using the Synchro computer software, which implements the methods of the 2010 Highway Capacity Manual (HCM). The resulting analysis presents a level of service (LOS) designation for individual intersection movements. The LOS is a letter designation that provides a qualitative measure of operating conditions based on several factors including roadway geometry, speeds, ambient traffic volumes, traffic controls, and driver characteristics. Since the LOS of a traffic facility is a function of the traffic flows placed upon it, such a facility may operate at a wide range of LOS, depending on the time of day, day of week, or period of year. A range of six levels of service are defined on the basis of average delay, ranging from LOS A (the least delay) to LOS F (delays greater than 50 seconds for unsignalized movements. The specific control delays and associated LOS designations are presented in the Appendix. 4.2 INTERSECTION CAPACITY ANALYSIS RESULTS LOS analyses were conducted for Baseline, 2021 No Build, and 2021 Build conditions for the intersections within the study area. The results of the intersection capacity analyses are summarized below. G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 17 MDM

33 4.2.1 Capacity Analysis Results Table 6 and Table 7 summarize weekday morning and weekday evening peak hour capacity analysis results for study intersections, with detailed analysis results presented in the Appendix. TABLE 6 INTERSECTION CAPACITY ANALYSIS RESULTS WEEKDAY MORNING PEAK HOUR Baseline 2021 No Build 2021 Build Intersection Approach v/c 1 Delay 2 LOS 3 v/c Delay LOS v/c Delay LOS Foster Street at MBTA Driveway (Southern) Northbound EB Exit L EB Exit R < A A A < A B A < A B A Foster Street at Grimes Lane Southbound WB Exit L/R <5 9 A A <5 10 A A <5 10 A A Foster Street at Proposed Site Driveway Southbound WB Exit L/R n/a 4 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a <5 10 A A 1Volume to capacity ratio 2Average control delay per vehicle (in seconds) 3Level of service 4n/a = not applicable TABLE 7 INTERSECTION CAPACITY ANALYSIS RESULTS WEEKDAY EVENING PEAK HOUR Baseline 2021 No Build 2021 Build Intersection Approach v/c 1 Delay 2 LOS 3 v/c Delay LOS v/c Delay LOS Foster Street at MBTA Driveway (Southern) Northbound EB Exit L EB Exit R < A B A < A B A < A B A Foster Street at Grimes Lane Southbound WB Exit L/R <5 11 A B <5 11 A B <5 12 A B Foster Street at Proposed Site Driveway Southbound WB Exit L/R n/a 4 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a <5 10 A A 1Volume to capacity ratio 2Average control delay per vehicle (in seconds) 3Level of service 4n/a = not applicable G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 18 MDM

34 As summarized in Table 6 and Table 7: Foster Street at MBTA Driveway (Southern). The unsignalized Foster Street intersection with the MBTA Driveway (Southern) will continue to operate below capacity at LOS B or better during peak hours with the proposed residential development in place. Mainline travel along Foster Street will remain un impeded with minimal delay. Foster Street at Grimes Lane. The unsignalized Foster Street intersection with the Grimes Lane will continue to operate below capacity at LOS B or better during peak hours with the proposed residential development in place. Mainline travel along Foster Street will remain un impeded with minimal delay. Route 30 at Site Driveway. The site driveway along Foster Street serving the development will operate below capacity at LOS A during the weekday morning and weekday evening peak hours. In summary, the proposed development is not expected to materially impact study area intersections and will not result in any material changes in traffic operations in the study area between future No Build and Build conditions. G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 19 MDM

35 4.2.2 Qualitative Impact Taylor Street at Foster Street This section provides a qualitative statement of impact to Foster Street/Taylor Street intersection based on a prior traffic evaluation 3 prepared by MDM for an area project and its available historical traffic volume and capacity analysis data. This location was excluded from data collection and formal evaluation as it is located beyond the ¼ mile required distance from the Site for moderate projects. Taylor Street meets Foster Street to form a T type, unsignalized intersection with Foster Street operating under STOP sign control. Foster Street approaches from the east and provides a single lane approach. The Taylor Street approaches to the intersection consist of one generalpurpose travel lane with a paved shoulder which accommodates by pass movements. Land uses at the intersection consist of residential homes, commercial uses, and the property proposed to be developed into the Littleton Technology Park. Historical turning movement counts at the intersection indicate that the intersection experiences approximately 450 and 465 trips during the weekday morning and weekday evening peak hour. Capacity analysis provided as part of prior evaluations indicated that the Foster Street approach to Taylor Street operated well below capacity with modest delay at LOS B or better during the peak hours. Likewise, mainline travel along Taylor Street operated well below capacity and was unimpeded with minimal delay. The proposed residential development is projected to result in 18 additional peak hour trips through the intersection of Taylor Street and Foster Street. This level of impact results in approximately one additional trip every three (3) minutes and an overall intersection increase of approximately 4 percent which is well within the day to day fluctuations of the intersection. Therefore, the project will have a nominal impact to operating conditions at the Taylor Street intersection with Foster Street and no additional analysis is warranted. 3TIAS, Proposed Commercial/Residential Development, Littleton, MA, prepared by MDM dated February G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 20 MDM

36 4.3 Construction Traffic Management Plan In accordance with the Town of Littleton Subdivision of Land Regulations Chapter Other Requirements (G1 3), the Proponent will implement a traffic construction management plan to accommodate the specific needs of the Site. The project does not anticipate any lane shift/closures along public roadways but if required typical detail in accordance with MUTCD and state and local regulation will be provided to the Town for review and approval. Likewise, the project does not anticipate any required detours but if required a detour plan will be provided to the Town for review and approval by the Fire Department and Police Department. The Proponent will also continue to coordination with the Town officials throughout the construction period as needed. The construction management plan includes the following: Construction Period. The Proponent will coordinate with the Town of Littleton with regards to the length of the construction period and any construction permits which may be required. In accordance all state and local regulations, the construction hours will be restricted to 7:00 AM and 5:00 PM Monday to Friday, and between 8:00 AM and 2:00 PM on Saturdays. Construction Deliveries. The construction truck deliveries to the Site will be limited to primary commercial truck routes which include the I 495 and Route 2, and will enter and exit the Site via the Foster Street driveway to/from the south as shown in Figure 11. This route will minimize the impacts to local roads, schools, parks, residents and abutters to the maximum extent feasible. Trucks Entering signs or equivalent should be placed 300± feet on either side of the proposed driveway and shall conform to the MUTCD guidelines for construction signs. Construction material deliveries will be designated to coincide with off peak commuter travel periods of the area roadway. Construction Parking. Designated on site parking areas will be provided for construction employees and equipment. The Proponent will establish waiting and staging areas on site for all material deliveries and the management of truck traffic. G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 21 MDM

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38 5.0 CONCLUSIONS AND RECOMMENDATIONS 5.1 RECOMMENDATIONS MDM finds that travel conditions in the site vicinity along Foster Street are generally unconstrained. Trip generation for the development is estimated at approximately 22 new vehicle trips during the weekday morning peak hour and 29 new vehicle trips during the weekday evening peak hour. Traffic impacts associated with the residential development are not expected to notably affect travel or safety conditions in the site vicinity. However, MDM recommends access related improvements aimed at enhancing traffic operations and/or travel safety as follows: A STOP sign (R1 1) and STOP line pavement markings is recommended on the driveway approach to Foster Street. The signs and pavement markings shall be compliant with the Manual on Uniform Traffic Control Devices (MUTCD). The proposed driveway approach to Foster Street should include minimum corner radii to accommodate standard SU 30 design vehicles and emergency response vehicles. The final driveway grading should include a level landing area on the proposed driveway approach to Foster Street to accommodate sight lines and enhance driveway operations. Plantings (shrubs, bushes) and structures (walls, fences, etc.) should be maintained at a height of 2 feet or less within the Foster Street layout in vicinity of the site driveway to provide unobstructed sight lines. Furthermore, the existing vegetation within the sight lines should be recommended selective clearing and grading within the sight line triangles when the site driveway is constructed. G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 22 MDM

39 5.2 CONCLUSIONS Adequate capacity is available under future Build conditions on Foster Street to accommodate the Site use. The project is not projected to significantly change any reported operating levels compared to future No Build conditions. Proposed access improvements will provide ample capacity to accommodate site generated traffic while also enhancing safety and capacity. The Proponent will implement a traffic construction management plan to accommodate the specific needs of the Site. G:\Projects\865 Littleton (Hancock)\Documents\865 TIAS_Final.doc 23 MDM

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