Route 28 West Chatham Roadway Improvements

Transcription

1 Functional Design Report Route 28 Chatham Roadway Improvements Project No Prepared for Massachusetts Department of Transportation Town of Chatham, Massachusetts Prepared by Howard/Stein-Hudson Associates, Inc. February 204 Howard/Stein-Hudson Associates, Inc. CREATIVE SOLUTIONS EFFECTIVE PARTNERING

2 Contents Introduction... Study Area... 2 Existing Conditions... 4 Existing Roadway Conditions... 4 Study Area Roadways... 4 Existing Traffic Conditions... 5 Study Area Intersections... 5 Daily Traffic Estimates... 6 Peak-hour Intersection Turning Movements... 6 Intersection Operations Analysis... 2 Safety Analysis Pedestrians Bicycles Future Conditions No-Build Conditions (2023) Estimation of Future (2023) Traffic Volumes Intersection Operations Analysis Build Conditions (2023) Route 28 Corridor Main Street (Route 28)/George Ryder Road Main Street (Route 28)/Barn Hill Road Proposed Alternative Intersection Operations Analysis Traffic Management Plan Overall Approach Conclusion Howard/Stein-Hudson Associates, Inc. i

3 List of Figures Figure. Locus Map & Study Area Intersections... 3 Figure 2. Route 28 Seasonal Variations (MassDOT )... 8 Figure 3. Traffic Count Locations... 9 Figure 4. Average Daily Traffic Variations, Main Street (Route 28), of George Ryder Road... 0 Figure 5. Average Daily Traffic Variations, Main Street (Route 28), of Barn Hill Road... Figure 6. Average Daily Traffic Variations, George Ryder Road... 2 Figure 7. Average Daily Traffic Variations, George Ryder Road South... 3 Figure 8. Average Daily Traffic Variations, Seaquanset Road... 4 Figure 9. Average Daily Traffic Variations, Barn Hill Road... 5 Figure 0. Average Daily Traffic Variations, Seasonal Comparison, Main Street (Route 28), of George Ryder Road... 7 Figure. Existing (203) Conditions Traffic Volumes, a.m. Peak Hour (8:30-9:30 a.m.)... 8 Figure 2. Existing (203) Conditions Traffic Volumes, p.m. Peak Hour (3:00-4:00 p.m.)... 9 Figure 3. Existing (203) Conditions Traffic Volumes, Saturday Mid-day Peak Hour (:5 a.m.-2:5 p.m.) Figure 4. Existing (203) Conditions Peak-hour Pedestrian Volumes Figure 5. Existing (203) Conditions Peak-hour Bicycle Volumes Figure 6. No-Build (2023) Conditions Traffic Volumes, a.m. Peak Hour Figure 7. No-Build (2023) Conditions Traffic Volumes, p.m. Peak Hour Figure 8. No-Build (2023) Conditions Traffic Volumes, Saturday Mid-day Peak Hour Figure 9. Proposed Alternative Figure 20. Build (2023) Conditions Traffic Volumes, a.m. Peak Hour Figure 2. Build (2023) Conditions Traffic Volumes, p.m. Peak Hour... 5 Figure 22. Build (2023) Conditions Traffic Volumes, Saturday Mid-day Peak Hour List of Tables Table. Average Weekday Traffic Volumes... 7 Table 2. Main Street (Route 28) ADT Comparison... 6 Table 3. Level of Service Criteria, Unsignalized Intersections... 2 Table 4. Synchro Adjustment Factors... 2 Table 5. Existing Conditions (203) Capacity Analysis Summary, a.m. Peak Hour Table 6. Existing Conditions (203) Capacity Analysis Summary, p.m. Peak Hour Table 7. Existing Conditions (203) Capacity Analysis Summary, Saturday Peak Hour Table 8. MassDOT Crash Data Summary ii Project No

4 Table 9. No-Build Conditions (2023) Capacity Analysis Summary, a.m. Peak Hour Table 0. No-Build Conditions (2023) Capacity Analysis Summary, p.m. Peak Hour Table. No-Build Conditions (2023) Capacity Analysis Summary, Saturday Mid-day Peak Hour Table 2. Build (2023) Conditions Capacity Analysis Summary, a.m. Peak Hour Table 3. Build (2023) Conditions Capacity Analysis Summary, p.m. Peak Hour Table 4. Build (2023) Conditions Capacity Analysis Summary, Saturday Peak Hour List of Appendices Appendix A.Traffic Count Data Appendix B.Traffic Analysis Reports Appendix C.Detailed Crash Data and Collision Diagrams Appendix D.Safety Issues Appendix E. Alternatives Matrix Howard/Stein-Hudson Associates, Inc. iii

5 Introduction This report presents the functional design for Route 28 (Main Street) in Chatham, Massachusetts. The project area includes Main Street between George Ryder Road and Barnhill Road including the intersections of these side streets and Route 28. The redesign of the specific project area is being done in accordance with the goals of the Town of Chatham s Comprehensive Long Range Plan and the Route 28 Corridor Visioning Study including providing for calm, but efficiently moving traffic, greening Route 28 to soften its highway-like feel, and improving bicycle and pedestrian accommodations in the area to create more of a walkable village in Chatham. Route 28 in Chatham has been the focus of substantial planning effort within the past decade and has been addressed specifically in the Town s Comprehensive Plan, the 2006 Chatham Grant Study, and in a planning study which began in 2009 and culminated in a project initiation form (PIF) submitted to MassDOT in the summer of 20. This document serves as the foundation for the current design work and details the data collection efforts to supplement the previous work along the corridor. With substantial analysis and input from the community, the design team developed its own plans based on that work. As part of the Chatham Roadway Design Project, the consultant team under the direction of the Town of Chatham has undertaken a thorough and far-reaching public involvement effort to ensure that the proposed improvements to Route 28 are in alignment with the wishes of community residents. This effort, begun in April, 203 has included both digital and face-to-face approaches. The digital aspect has centered on a project website which provides users with an overview of the project, contact information and materials such as PowerPoint presentations and meeting minutes developed to support face-to-face public involvement work. The digital outreach associated with this project has also been unique in that dozens of s running to hundreds of pages have been exchanged between community residents and the project team. To maximize transparency, all of these s have been posted to the project website with personal data such as addresses and telephone numbers redacted to ensure user privacy. On the face-to-face side, the Town s consultant team has conducted a series of one-on-one key informant interviews, held one public information meeting to kick off the project, appeared three times before the Chatham Board of Selectmen and engaged in one-on-one meetings with abutters with owning property on Route 28. In one form or another, the results of all these efforts have been posted to the project website to allow all residents of Chatham to have a full understanding of the project. The following functional design report presents the best design recommendation for the redesign of Main Street between George Ryder Road and Barn Hill Road in a manner which addresses the corridor s documented deficiencies and improves safety and access for all modes in a manner aligned with MassDOT s complete streets guidelines. This design proposes calming traffic through introducing roundabouts at Route 28/George Ryder Road and Route 28/Barnhill Road and reducing Route 28 to a two-lane cross section with design-standard shoulders. New and/or greatly improved bicycle and pedestrian accommodations will be introduced throughout the study area. During the early development of this design in fall 203, the consultant team coordinated its efforts with Town staff, particularly members of the police, fire and public works departments, and MassDOT staff from District 5 and headquarters in Boston. As such, Town staff members are comfortable with this design from the perspective of emergency response and snow removal. We are likewise confident that by obtaining early guidance from MassDOT we are submitting a 25% design which is in alignment with agency practice and goals. The standards used for analysis and signal design conform to the 2009 Manual on Uniform Traffic Control Devices (MUTCD 2009); the 2000 Highway Capacity Manual (HCM 2000); the American Association of State Highway and Transportation Officials (AASHTO) manual A Policy on Geometric Design of Highways and Streets, 5th Edition; and the MassDOT Project Development and Design Guide (2006). Howard/Stein-Hudson Associates, Inc.

6 Study Area The following three unsignalized intersections constitute the study area, as shown in Figure : Main Street (Route 28)/George Ryder Road/George Ryder Road South; Main Street (Route 28)/Seaquanset Road; and Main Street (Route 28)/Barn Hill Road. Additionally, 4 driveways along Route 28 and George Ryder Road corridors are also included in the study area and shown in Figure : Main Street (Route 28)/Market Place; Main Street (Route 28)/Hess Driveway; Main Street (Route 28)/Ocean State Job Lot; Main Street (Route 28)/Post Office/Local Color Drive ; Main Street (Route 28)/Local Color Drive ; Main Street (Route 28)/Cape Cod Healthcare/Residential Driveway; Main Street (Route 28)/D Angelo ; Main Street (Route 28)/D Angelo ; Main Street (Route 28)/Ollie s /Residential Driveway; Main Street (Route 28)/Ollie s ; Main Street (Route 28)/Shop Ahoy ; Main Street (Route 28)/Shop Ahoy ; George Ryder Road/Hess Driveway; and, George Ryder Road/Ocean State Job Lot. 2 Project No

7 Functional Design Report Route 28: Chatham Roadway Improvements Figure. Locus Map & Study Area Intersections U Unsignalized Intersection Project Area Driveways HESS GAS STATION GEORGE RYDER RD. OCEAN STATE JOB LOT U GEORGE RYDER RD. S. U SEAQUANSET RD. MAIN ST. (ROUTE 28) SHOP AHOY U BARN HILL RD. Not to scale. Howard/Stein-Hudson Associates, Inc.

8 Existing Conditions This section describes existing study area roadway geometry, intersection conditions with existing traffic volumes and intersection geometry, average daily traffic levels, and peak-hour vehicular volumes. Existing Roadway Conditions The intersections are the junctions of the following roadways, which are categorized according to MassDOT Office of Transportation Planning functional classifications: Study Area Roadways Main Street (Route 28) MAIN STREET is a principal arterial that is owned and maintained by MassDOT and runs in an eastwest direction from Shore Road in Chatham in the east to the Harwich Town line in the west. Main Street is a two-way roadway with one travel lane in each direction. Within the study area, Main Street varies between 36 feet and 40 feet wide with one travel lane in each direction and a two-way-left-turnlane in the center. Parking is prohibited along Main Street within the project area. A sidewalk is provided along the north side of the roadway within the study area even though a majority of the commercial uses are located on the south side of the roadway where no sidewalk is provided. The posted speed limit on Main Street is 40 mph within the study area, which is consistent with the speed regulations. George Ryder Road GEORGE RYDER ROAD is a local, town-owned road that runs in a north-south direction from Old Queen Anne Road in the north to Main Street in the south. Within the study area, George Ryder Road is a two-way roadway approximately 27-feet wide with one travel lane in each direction. No parking is provided along the roadway and there are no sidewalks provided for pedestrians. The eastern section of the Old Colony Rail Trail intersects George Ryder Road approximately,200 feet north of Main Street, where bicycles are provided shared on-street accommodation via sharrows for approximately,400 feet. The western section of the Old Colony Rail Trail intersects George Ryder Road approximately 2,600 feet north of Main Street. George Ryder Road South GEORGE RYDER ROAD SOUTH is a local, town-owned road that extends in a north-south direction from Main Street in the north to Sulphur Springs Road in the south. Within the study area, George Ryder Road South is a two-way roadway approximately 23-feet wide with one travel lane in each direction. Parking and sidewalks are not provided along the roadway. Seaquanset Road SEAQUANSET ROAD is a local, town-owned road that extends in a north-south direction from Main Street in the north to south of Geranium Drive before stopping at a dead-end. Within the study area, Seaquanset Road is a two-way road approximately 23-feet wide with one travel lane in each direction. No on-street parking or sidewalks are provided along the roadway. 4 Project No

9 Barn Hill Road BARN HILL ROAD is a local, town-owned road that runs in a north-south direction from Main Street in the north, ending at a marina in the south. Within the study area, Barn Hill Road is a two-way roadway approximately 24-feet wide and has one travel lane in each direction. In fall of 202, the Town installed a 6-foot wide multi-use path along the west side of the roadway from the Shop Ahoy Plaza driveway to Hardings Beach via Hardings Beach Road. No on-street parking is provided along the roadway in the vicinity of the study area. Existing Traffic Conditions Study Area Intersections Main Street/George Ryder Road/George Ryder Road South MAIN STREET/GEORGE RYDER ROAD/GEORGE RYDER ROAD SOUTH is a 4-leg, unsignalized intersection with 4 approaches. The Main Street eastbound and westbound approaches have a 7-foot shared left-turn/through/right-turn lane. Field observations indicate that motorists occasionally form two lanes in each direction to perform passing maneuvers due to the wide roadway. The George Ryder Road South northbound approach is unmarked with no center line and operates as a single shared leftturn/through/right-turn lane. The George Ryder Road southbound approach is offset approximately 60 west of George Ryder Road and has a 2-foot shared left-turn/through/right-turn lane. The George Ryder Road northbound and southbound approached operate under stop-control, while the Main Street approaches have free-flowing movements. Parking is not provided along any of the approaches. Crosswalks and wheelchair ramps are not provided across any of the approaches even though a sidewalk runs along the north side of Main Street. Main Street/Seaquanset Road MAIN STREET/SEAQUANSET ROAD is a 3-leg, unsignalized intersection with 3 approaches. The Main Street eastbound approach has one -foot general use lane. The Main Street westbound approach has a 2-foot general use lane. The eastbound and westbound directions of travel are separated by a 2-foot two-way-left-turn lane. The Seaquanset Road northbound approach has a 2-foot shared leftturn/right-turn lane. Seaquanset Road operates under stop-control at this location, while the Main Street eastbound and westbound approaches have free-flowing movements. A crosswalk is provided across Main Street on the west side of the intersection. Wheelchair ramps are not provided across any of the approaches. Main Street/Barn Hill Road MAIN STREET/BARN HILL ROAD is a 3-leg, unsignalized intersection with 3 approaches. The Main Street eastbound approach has an -foot shared through/right-turn lane. The Main Street westbound approach has a 3-foot shared left-turn/through lane. On the west side of the intersection, the Main Street eastbound and westbound directions of travel are separated by a 2-foot two-way-left-turn lane. The Barn Hill Road northbound approach has a 0-foot exclusive left-turn lane and a 2-foot exclusive right-turn lane, with a raised island separating the northbound and southbound movements at the intersection. A flashing beacon is located in the raised island. Barn Hill Road operates under stopcontrol at this location, while the Main Street eastbound and westbound approaches have free-flowing movements. Parking is not provided along any of the approaches. A crosswalk is provided across Main Street approximately 00 feet west of the intersection. Wheelchair ramps are not provided. Howard/Stein-Hudson Associates, Inc. 5

10 Daily Traffic Estimates Through the MassDOT traffic count database, there are 2 locations on Route 28 that have permanent count station information for a 5 year period between 2005 and 2009: Route 28 in Yarmouth, east of Higgins Crowell Road, and Route 28 in Barnstable, east of Putnam Avenue. As shown in Figure 2, Route 28 in the Cape Cod region has a spike in traffic in the months of June, July, and August. Due to the significant seasonal peaking that the Cape Cod communities often see during the summer, the design team discussed preferred data collection times with the Town, MassDOT District 5, and the Cape Cod Commission (CCC). Through these discussions, it was recommended that counts be taken after Memorial Day, with preference to late June prior to the last day of school in order to capture elevated and above average conditions while avoiding the highest peak that occurs during the summer. To estimate daily traffic, Automatic Traffic Recorder (ATR) counts were recorded for 5 days from June 8, 203 to June 23, 203 at the following locations: Main Street (Route 28), of George Ryder Road; Main Street (Route 28), of Barn Hill Road; Barn Hill Road, South of Main Street (Route 28); George Ryder Road, North of Main Street (Route 28); George Ryder Road South, South of Main Street (Route 28); and, Seaquanset Road, South of Main Street (Route 28). Traffic count locations are shown in Figure 3. The data from Wednesday and Thursday were averaged to estimate the weekday daily traffic. Table summarizes existing traffic data including Average Daily Traffic (ADT), peak-hour percentage (K), and percent heavy vehicles (T). Average daily traffic variations for each roadway are shown in Figure 4 to Figure 9. 6 Project No

11 Table. Average Weekday Traffic Volumes Approach ADT K T 85 th Percentile Speed (mph) Main Street ( of George Ryder) bound 6,87 6.9% 5.2% 34 Main Street ( of George Ryder) bound 6, % 5.0% 34 Main Street ( of George Ryder) TOTAL 3, % 5.% Main Street ( of Barn Hill) bound 6, % 4.9% 32 Main Street ( of Barn Hill) bound 6,74 7.9% 6.5% 36 Main Street ( of Barn Hill) TOTAL 3, % 5.7% Barn Hill Road Northbound,55 8.4% 6.3% 3 Barn Hill Road Southbound,564 9.% 8.6% 3 Barn Hill Road TOTAL 3,5 8.7% 7.5% George Ryder Road Northbound,2 9.0% 5.8% 34 George Ryder Road Southbound,22 8.5% 5.5% 33 George Ryder Road TOTAL 2, % 5.6% George Ryder Road South Northbound % 2.% 24 George Ryder Road South Southbound % 3.0% 24 George Ryder Road South TOTAL % 2.5% Seaquanset Road Northbound 98.% 5.6% 22 Seaquanset Road Southbound 206.7% 4.9% 20 Seaquanset Road TOTAL 404.4% 5.2% ADT = Average Daily Traffic; K = Peak-hour Percentage; T = Truck Percentage. Howard/Stein-Hudson Associates, Inc. 7

12 Functional Design Report Route 28: Chatham Roadway Improvements Figure 2. Route 28 Seasonal Variations (MassDOT ) 35,000 30,000 Yearly Averge (Barnstable) Average Daily Traffic (veh/day) 25,000 20,000 5,000 0,000 Yearly Averge (Yarmouth) 5,000 Route 28 - Yarmouth Route 28 - Barnstable 0 Howard/Stein-Hudson Associates, Inc.

13 SEAQUANSET RD. Functional Design Report Route 28: Chatham Roadway Improvements Figure 3. Traffic Count Locations Turning Movement Counts: 7 a.m. - 7 p.m. Weekday & a.m. - 3 p.m. Saturday Turning Movement Counts: 8 - a.m. & 3-6 p.m. Weekday & a.m. - 3 p.m. Saturday GEORGE RYDER RD. ATRs: 5-Days GEORGE RYDER RD. S. MAIN ST. (ROUTE 28) BARN HILL RD. Not to scale. Howard/Stein-Hudson Associates, Inc.

14 Functional Design Report Route 28: Chatham Roadway Improvements Figure 4. Average Daily Traffic Variations, Main Street (Route 28), of George Ryder Road,400,200,000 Weekday bound Weekday bound Weekday TOTAL Saturday bound Saturday bound Saturday Total Volume (veh/hour) Howard/Stein-Hudson Associates, Inc.

15 Functional Design Report Route 28: Chatham Roadway Improvements Figure 5. Average Daily Traffic Variations, Main Street (Route 28), of Barn Hill Road,400,200,000 Weekday bound Weekday bound Weekday TOTAL Saturday bound Saturday bound Saturday Total Volume (veh/hour) Howard/Stein-Hudson Associates, Inc.

16 Functional Design Report Route 28: Chatham Roadway Improvements Figure 6. Average Daily Traffic Variations, George Ryder Road Weekday Northbound Weekday Southbound Weekday TOTAL Saturday Northbound Saturday Southbound Saturday TOTAL 250 Volume (veh/hour) Howard/Stein-Hudson Associates, Inc.

17 Functional Design Report Route 28: Chatham Roadway Improvements Figure 7. Average Daily Traffic Variations, George Ryder Road South Weekday Northbound Weekday Southbound Weekday TOTAL Saturday Northbound Saturday Southbound Saturday TOTAL 250 Volume (veh/hour) Howard/Stein-Hudson Associates, Inc.

18 Functional Design Report Route 28: Chatham Roadway Improvements Figure 8. Average Daily Traffic Variations, Seaquanset Road Weekday Northbound Weekday Southbound Weekday TOTAL Saturday Northbound Saturday Southbound Saturday TOTAL 250 Volume (veh/hour) Howard/Stein-Hudson Associates, Inc.

19 Functional Design Report Route 28: Chatham Roadway Improvements Figure 9. Average Daily Traffic Variations, Barn Hill Road Weekday Northbound Weekday Southbound Weekday TOTAL Saturday Northbound Saturday Southbound Saturday TOTAL 250 Volume (veh/hour) Howard/Stein-Hudson Associates, Inc.

20 Additional ATR counts were recorded on Main Street, east of George Ryder Road, on April 25, 203 and August 22, 203. These counts were taken to capture the volume of traffic during the peak and off-peak season. Table 2 shows a comparison of the counts taken on Main Street during each of the 3 time periods. Figure 0 illustrates the comparable seasonal volumes by hour. Table 2. Main Street (Route 28) ADT Comparison Approach April 203 June 203 August 203 Main Street ( of George Ryder) bound 4,82 6,87 8,077 Main Street ( of George Ryder) bound 4,442 6,805 8,507 Main Street ( of George Ryder) TOTAL 8,624 3,622 6,584 An average weekday traffic volume in the month of June is approximately 37% higher than an average weekday in the month of April; and average weekday in the month of August is approximately 8% increase from an average weekday in the month of June. Peak-hour Intersection Turning Movements Manual Turning Movements Counts (TMCs) were collected for all intersections in the study area during the morning (8:00 - :00 a.m.) and evening (3:00-6:00 p.m.) peak periods on June 9, 203, performed by Accurate Counts. Saturday (:00 a.m. - 3:00 p.m.) peak period counts were performed at all intersections in the study area by Accurate Counts on June 22, 203. From the TMCs, the morning, evening, and Saturday Mid-day peak hours were determined to be 8:30-9:30 a.m., 3:00-4:00 p.m., and :5 a.m. - 2:5 p.m., respectively. The peak-hour volumes are shown in Figure, Figure 2, and Figure 3. All traffic count data can be found in Appendix A. 6 Project No

21 Functional Design Report Route 28: Chatham Roadway Improvements Figure 0. Average Daily Traffic Variations, Seasonal Comparison, Main Street (Route 28), of George Ryder Road,400,200 Weekday April Weekday June Weekday August Saturday June,000 Volume (veh/hour) Howard/Stein-Hudson Associates, Inc.

22 6 9 Functional Design Report Route 28: Chatham Roadway Improvements Figure. Existing (203) Conditions Traffic Volumes, a.m. Peak Hour (8:30-9:30 a.m.) HESS 0 92 George Ryder Road Main Street (Route 28) HESS Ocean State Job Lot Market Place Ocean State Job Lot Local Color Local Color Residential Drive Residential Drive 5 2 George Ryder Road So Post Office Cape Cod Healthcare Ollie s BarnHill Road Not to scale. Seaquanset Rd. D Angelo D Angelo Ollie s Shop Ahoy Shop Ahoy Howard/Stein-Hudson Associates, Inc.

23 5 Functional Design Report Route 28: Chatham Roadway Improvements Figure 2. Existing (203) Conditions Traffic Volumes, p.m. Peak Hour (3:00-4:00 p.m.) HESS 6 89 George Ryder Road Main Street (Route 28) HESS Ocean State Job Lot Market Place Ocean State Job Lot Local Color Local Color Residential Drive Residential Drive 0 4 George Ryder Road So Post Office Cape Cod Healthcare Ollie s BarnHill Road Not to scale. Seaquanset Rd. D Angelo D Angelo Ollie s Shop Ahoy Shop Ahoy Howard/Stein-Hudson Associates, Inc.

24 Functional Design Report Route 28: Chatham Roadway Improvements Figure 3. Existing (203) Conditions Traffic Volumes, Saturday Mid-day Peak Hour (:5 a.m.-2:5 p.m.) HESS 8 08 George Ryder Road Main Street (Route 28) HESS Ocean State Job Lot Market Place Ocean State Job Lot Local Color Local Color Residential Drive Residential Drive 3 35 George Ryder Road So Post Office Cape Cod Healthcare Ollie s BarnHill Road Not to scale. Seaquanset Rd. D Angelo D Angelo Ollie s Shop Ahoy Shop Ahoy Howard/Stein-Hudson Associates, Inc.

25 Intersection Operations Analysis Traffic operations are determined through an analysis of intersection Level of Service (LOS) calculations. LOS at all locations was using Synchro 8.0, which is based on the traffic operational analysis methodology of the Transportation Research Board s 2000 Highway Capacity Manual (HCM). The LOS and delay (in seconds) are based on intersection geometry and traffic volume. Table 3 an excerpt from the HCM, provides LOS criteria for unsignalized intersections. LOS A defines the most favorable condition, with minimum traffic delay. LOS F represents the worst condition, with significant traffic delay. LOS D is generally considered acceptable for urban environments. Table 3. Level of Service Criteria, Unsignalized Intersections Level of Service Average Stopped Delay (sec./veh.) A B C D E F >50.0 Source: Highway Capacity Manual, Transportation Research Board. In accordance with MassDOT guidelines, the peak 5 minutes of data collected during the peak hour were isolated in order to calculate the peak-hour factors (PHFs) for each approach. The percentage of heavy vehicles was noted for each approach as well. Calibrations and factors used in the Synchro analysis are shown in Table 4. All capacity analyses were checked against actual conditions in the field. Table 4. Synchro Adjustment Factors Adjustment Factor Used in Analysis? Notes Lane widths Yes Measured in field Area type No Right turn on red No All unsignalized intersections Conflicting peds/bikes Yes Peak-hour factor Yes From turning movement counts Heavy vehicle % Yes From turning movement counts Bus blockages/hour No From field observations, the two-way-left-turn lane is not utilized by vehicles turning left from the side streets; therefore, the two-way-left-turn lane is analyzed as short left-turn lanes. Table 5, Table 6, and Table 7 summarize the existing LOS, delay, volume to capacity ratio, and queue analysis for all intersections during both the morning and evening peak hours. Synchro reports are provided in Appendix B. Howard/Stein-Hudson Associates, Inc. 2

26 Table 5. Existing Conditions (203) Capacity Analysis Summary, a.m. Peak Hour Intersection/Movement Delay V/C 50 th Percent 95 th Percent LOS (seconds) Ratio Queue (feet) Queue (feet) Study Area Intersections Main Street/George Ryder Road/George Ryder Road South Main EB left/thru/right A Main WB left/thru/right A George Ryder S. NB left/thru/right C George Ryder SB left/thru/right D Main Street/Seaquanset Road Main EB thru/right A Main WB left A Main WB thru A Seaquanset NB left/right C Main Street/Barn Hill Road Main EB thru/right A Main WB left/thru A Barn Hill NB left right C Study Area Driveways Main Street/Market Place Main EB thru/right A Main WB left/thru A Market NB left/right C Main Street/Hess Driveway Main EB left/thru A Main WB thru/right A Hess SB left/right B Main Street/Ocean State Job Lot Main EB left A Main EB thru A Main WB thru/right A Ocean State SB left/right C Main Street/Post Office/Local Color Main EB left A Main EB thru/right A Main WB left A Main WB thru/right A Post Office NB left/thru/right C Local Color SB left/thru/right B Main Street/Local Color Main EB left A Main EB thru A Main WB thru/right A Local Color SB left/right A Main Street/Cape Cod Healthcare/ Residential Driveway Main EB left A Main EB thru/right A Main WB left A Main WB thru/right A Cape Cod Health NB left/thru/right A Driveway SB left/thru/right B Project No

27 Intersection/Movement Delay V/C 50 th Percent 95 th Percent LOS (seconds) Ratio Queue (feet) Queue (feet) Main Street/D Angelo Main EB thru/right A Main WB left A Main WB thru A D Angelo NB left/right C Main Street/D Angelo Main EB thru/right A Main WB left A Main WB thru A D Angelo NB left/right C Main Street/Ollie s /Residential Driveway Main EB left A Main EB thru/right A Main WB left A Main WB thru/right A Ollie s NB left/thru/right C Driveway SB left/thru/right A Main Street/Ollie s Main EB thru/right A Main WB left A Main WB thru A Ollie s NB left/right B Main Street/Shop Ahoy Main EB thru/right A Main WB left A Main WB thru A Shop Ahoy NB left/right C Main Street/Shop Ahoy Main EB thru/right A Main WB left A Main WB thru A Shop Ahoy NB left/right C Howard/Stein-Hudson Associates, Inc. 23

28 Table 6. Existing Conditions (203) Capacity Analysis Summary, p.m. Peak Hour Intersection/Movement Delay V/C 50 th Percent 95 th Percent LOS (seconds) Ratio Queue (feet) Queue (feet) Study Area Intersections Main Street/George Ryder Road/George Ryder Road South Main EB left/thru/right A Main WB left/thru/right A George Ryder S. NB left/thru/right E George Ryder SB left/thru/right F Main Street/Seaquanset Road Main EB thru/right A Main WB left A Main WB thru A Seaquanset NB left/right C Main Street/Barn Hill Road Main EB thru/right A Main WB left/thru A Barn Hill NB left right E Study Area Driveways Main Street/Market Place Main EB thru/right A Main WB left/thru A Market NB left/right B Main Street/Hess Driveway Main EB left/thru A Main WB thru/right A Hess SB left/right C Main Street/Ocean State Job Lot Main EB left A Main EB thru A Main WB thru/right A Ocean State SB left/right D Main Street/Post Office/Local Color Main EB left A Main EB thru/right A Main WB left A Main WB thru/right A Post Office NB left/thru/right D Local Color SB left/thru/right B Main Street/Local Color Main EB left A Main EB thru A Main WB thru/right A Local Color SB left/right A Main Street/Cape Cod Healthcare/ Residential Driveway Main EB left A Main EB thru/right A Main WB left A Main WB thru/right A Cape Cod Health NB left/thru/right B Driveway SB left/thru/right B Project No

29 Intersection/Movement Delay V/C 50 th Percent 95 th Percent LOS (seconds) Ratio Queue (feet) Queue (feet) Main Street/D Angelo Main EB thru/right A Main WB left A Main WB thru A D Angelo NB left/right C Main Street/D Angelo Main EB thru/right A Main WB left A Main WB thru A D Angelo NB left/right C Main Street/Ollie s /Residential Driveway Main EB left A Main EB thru/right A Main WB left A Main WB thru/right A Ollie s NB left/thru/right F Driveway SB left/thru/right A Main Street/Ollie s Main EB thru/right A Main WB left A Main WB thru A Ollie s NB left/right C Main Street/Shop Ahoy Main EB thru/right A Main WB left A Main WB thru A Shop Ahoy NB left/right D Main Street/Shop Ahoy Main EB thru/right A Main WB left A Main WB thru A Shop Ahoy NB left/right C Howard/Stein-Hudson Associates, Inc. 25

30 Table 7. Existing Conditions (203) Capacity Analysis Summary, Saturday Peak Hour Intersection/Movement Delay V/C 50 th Percent 95 th Percent LOS (seconds) Ratio Queue (feet) Queue (feet) Study Area Intersections Main Street/George Ryder Road/George Ryder Road South Main EB left/thru/right A Main WB left/thru/right A George Ryder S. NB left/thru/right F George Ryder SB left/thru/right F Main Street/Seaquanset Road Main EB thru/right A Main WB left A Main WB thru A Seaquanset NB left/right D Main Street/Barn Hill Road Main EB thru/right A Main WB left/thru A Barn Hill NB left right F Study Area Driveways Main Street/Market Place Main EB thru/right A Main WB left/thru A Market NB left/right C Main Street/Hess Driveway Main EB left/thru A Main WB thru/right A Hess SB left/right C Main Street/Ocean State Job Lot Main EB left A Main EB thru A Main WB thru/right A Ocean State SB left/right F Main Street/Post Office/Local Color Main EB left A Main EB thru/right A Main WB left A Main WB thru/right A Post Office NB left/thru/right F Local Color SB left/thru/right F Main Street/Local Color Main EB left A Main EB thru A Main WB thru/right A Local Color SB left/right A Main Street/Cape Cod Healthcare/ Residential Driveway Main EB left A Main EB thru/right A Main WB left A Main WB thru/right A Cape Cod Health NB left/thru/right F Driveway SB left/thru/right B Project No

31 Intersection/Movement Delay V/C 50 th Percent 95 th Percent LOS (seconds) Ratio Queue (feet) Queue (feet) Main Street/D Angelo Main EB thru/right A Main WB left A Main WB thru A D Angelo NB left/right D Main Street/D Angelo Main EB thru/right A Main WB left A Main WB thru A D Angelo NB left/right D Main Street/Ollie s /Residential Driveway Main EB left A Main EB thru/right A Main WB left A Main WB thru/right A Ollie s NB left/thru/right E Driveway SB left/thru/right A Main Street/Ollie s Main EB thru/right A Main WB left A Main WB thru A Ollie s NB left/right C Main Street/Shop Ahoy Main EB thru/right A Main WB left A Main WB thru A Shop Ahoy NB left/right E Main Street/Shop Ahoy Main EB thru/right A Main WB left A Main WB thru A Shop Ahoy NB left/right D As shown in the tables, all the intersection approaches operate at LOS D or better during the peak hours, except for the approaches at the following intersections; specifically: Main Street (Route 28)/George Ryder Road/George Ryder Road South The George Ryder Road South northbound approach operates at LOS E during the evening peak hour and LOS F during the Saturday mid-day peak hour. The George Ryder Road southbound approach operates at LOS F during both evening and Saturday peak periods. This is typical for a stop-controlled intersection where a minor street intersects a major arterial roadway. The delay is mainly attributed to vehicles on George Ryder Road and George Ryder Road South waiting for a gap to turn onto Main Street (Route 28). Main Street (Route 28)/Barn Hill Road During the evening and Saturday peak hours, the Barn Hill Road northbound approach operates at LOS E and LOS F, respectively. This is typical for a stop-controlled intersection where a minor street intersects a major arterial roadway. The delay is mainly attributed to vehicles on Barn Hill Road waiting for a gap to turn onto Main Street (Route 28). Howard/Stein-Hudson Associates, Inc. 27

32 Main Street (Route 28)/Ocean State Job Lot The Ocean State Job Lot southbound approach operates at LOS F during the Saturday mid-day peak hour. This is typical for the intersection of a driveway with a major arterial road where there is no stop control. The delay is a result of drivers exiting from Ocean State Job Lot waiting for a gap to turn onto Main Street (Route 28). Main Street (Route 28)/Post Office/Local Color The Post Office northbound and Local Color southbound approaches operate at LOS F during the Saturday mid-day peak hour. This is typical for the intersection of a driveway with a major arterial road where there is no stop control. The delay is a result of drivers exiting from the Post Office and Local Color driveways waiting for a gap to turn onto Main Street (Route 28). Main Street (Route 28)/Cape Cod Healthcare/Residential Driveway The Cape Cod Healthcare northbound approach operates at LOS F during the Saturday mid-day peak hour. This is typical for the intersection of a driveway with a major arterial road where there is no stop control. The delay is a result of drivers exiting from Cape Cod Healthcare waiting for a gap to turn onto Main Street (Route 28). Main Street (Route 28)/Ollie s /Residential Driveway The Ollie s northbound approach operates at LOS F during the evening peak hour and at LOS E during the Saturday mid-day peak hour. This is typical for the intersection of a driveway with a major arterial road where there is no stop control. The delay is a result of drivers exiting from Ollie s waiting for a gap to turn onto Main Street (Route 28). Main Street (Route 28)/Shop Ahoy The Shop Ahoy northbound approach operates at LOS E during the evening peak hour. This is typical for the intersection of a driveway with a major arterial road where there is no stop control. The delay is a result of drivers exiting from Shop Ahoy waiting for a gap to turn onto Main Street (Route 28). 28 Project No

33 Safety Analysis HSH compiled motor vehicle crash data from the MassDOT Crash Records System and the Chatham Police Department for the most recent four-year period for which they are available (2009 2). The data describes reported vehicular crashes in the study area and is based on information compiled by MassDOT and the Chatham Police Department. Crash rates are determined based on the number of crashes per million entering vehicles (MEV) in an intersection. The crash rate is based on two factors: traffic volumes and crashes, and it compares the relationship between them. Table 8 summarizes the data for the study area intersections; detailed crash data and crash rate worksheets and collision diagrams are included in Appendix C. As shown in the table, 8 crashes occurred at the study area intersections over the four-year period, with no reported fatalities. No crashes occurred at the intersection of Main Street (Route 28)/Seaquanset Road. All study area intersections have crash rates below the district average. A collision involving a cyclist occurred on August 9, 2009 at approximately 2:50 p.m. on Main Street at George Ryder Road South resulting in injury. Table 8. MassDOT Crash Data Summary Scenario Main St. (Rte 28)/ George Ryder Rd. / George Ryder Rd. South Intersection/# of Crashes Main St. (Rte 28)/ Barn Hill Rd. Year Main St. (Rte 28)/ Ocean State Job Lot Driveway Main Street (Rte 28)/ Ollie's Restaurant Driveway Single vehicle Angle 4 2 Rear-end Head-on Sideswipe Unknown/other Severity Property damage only 5 7 Personal injury Fatality Hit-and-run Unknown Type Total 9 7 Crash Rate District Average Source: MassDOT, Average Crash Rates based on crash information queried on May 7, 202. Howard/Stein-Hudson Associates, Inc. 29

34 The intersection of Main Street (Route 28)/George Ryder Road/George Ryder Road South had the highest incidence of crashes among the study area intersections with 9 crashes during the four year period. Of these crashes, 4 were reported to be angle crashes. Angle crashes at unsignalized intersections are often attributed to poor intersection sight distance, not enough gaps in the mainstream traffic, or high vehicle speeds. The design team will consider these factors in the design. Through field observations there are significant sight distance issues along the entire corridor. These issues are due to the horizontal alignment of the roadway as well as objects and landscaping blocking sight lines. These sight distance issues can be seen specifically at George Ryder Road, George Ryder Road South, and Seaquanset Road. Sight lines are also an issue at Barnhill Road due to the 2 lane approach to Main Street. The right turning vehicles often have difficulty looking for Main Street eastbound traffic when there is an adjacent vehicle attempting to make a left turn out of Barnhill Road. Meanwhile, motorists making right-turns onto Main Street typically encroach into TWLTL due to the limited shoulder width. Field observations also noted that the Main Street eastbound lane is poorly aligned in the vicinity of Barn Hill Road and motorists traveling eastbound typically encroach into the TWLTL, which conflicts with westbound motorists that are attempting to transition into the TWLTL. Photos of these safety issues can be found in the Appendix D. Table shows the 85 th percentile speeds for each of the roadways within the study area during the June 203 count period. While these values show speeds generally within 5 mph of the speed limits, speeds during the offpeak seasons were shown to be higher. During the April 203 count period, the 85 th percentile speed was 40 mph, with max speeds topping around 50 and 55 mph. Due to the horizontal and vertical alignment and the width of the roadway, high speeds can be an issue, particularly during off-peak times when there are lower volumes on the road, and may be unexpected in a commercial area by pedestrians or other motorists. Pedestrians Currently, there are limited accommodations for pedestrians along Main Street. A 4-foot sidewalk is provided on the north side of the roadway. There is also a 4-foot sidewalk provided on the south side of Main Street in front of the Shop Ahoy Plaza to the west of Barn Hill Road. However, there are no pedestrian accommodations on the south side of the street for the remainder of the corridor within the study area. There are only 2 crosswalks across Main Street within the study area, which are located at Seaquanset Road to the west of the intersection and approximately 00 feet to the west of Barn Hill Road. Both of these crossings are approximately 40 feet in length and unsignalized, creating uncomfortable crossing conditions for pedestrians that walk through the two-way left-turn lane and are not provided with any refuge. From field observations, the few pedestrians in the area tend to jaywalk across Main Street to get to and from the businesses along the south side of Main Street and the sidewalk on the north side of Main Street. The Cape Cod Regional Transit Authority (CCRTA) operates the H2O Hyannis-Orleans bus service along Route 28 through the study area. Passengers along the south side of the road do not have a safe location to board or alight. Pedestrian volumes were counted at the same time as vehicles. Peak hour pedestrian volumes can be found in Figure 4. Bicycles There are no on-road accommodations for bicyclists along Main Street. From field observations, cyclists tend to ride on either the sidewalk on the north side of Main Street or along the narrow shoulder (only -2 feet wide) 30 Project No

35 and through the parking lots on the south side of Main Street. Meanwhile, the Old Colony Rail Trail crosses George Ryder Road just,200 feet north of Main Street and the Town recently installed a new multi-use path along the west side of Barn Hill Road between Main Street and Hardings Beach. Bicycle volumes were counted at the same time as vehicles. Peak hour bicycle volumes can be found in Figure 5. Howard/Stein-Hudson Associates, Inc. 3

36 Functional Design Report Route 28: Chatham Roadway Improvements Figure 4. Existing (203) Conditions Peak Hour Pedestrian Volumes Main Street (Route 28) HESS [] George Ryder Road A.M. (P.M.) [SAT] HESS () [] [] Ocean State Job Lot Market Place Ocean State Job Lot Local Color Local Color Residential Drive Residential Drive George Ryder Road So. () [7] [2] 2 Post Office Cape Cod Healthcare Ollie s BarnHill Road Not to scale. Seaquanset Rd. D Angelo D Angelo Ollie s Shop Ahoy Shop Ahoy Howard/Stein-Hudson Associates, Inc.

37 Functional Design Report Route 28: Chatham Roadway Improvements Figure 5. Existing (203) Conditions Peak Hour Bicycle Volumes Main Street (Route 28) HESS () [3] [] George Ryder Road [2] A.M. (P.M.) [SAT] HESS () Ocean State Job Lot Market Place (5) [] (3) [7] Ocean State Job Lot Local Color Local Color Residential Drive Residential Drive 2 George Ryder Road So. () (4) [] (3) [8] (6) 2 () (5) Post Office Cape Cod Healthcare Ollie s BarnHill Road Not to scale. Seaquanset Rd. D Angelo D Angelo Ollie s Shop Ahoy Shop Ahoy Howard/Stein-Hudson Associates, Inc.

38 Future Conditions Future traffic volumes were estimated and analyzed to determine the number of travel lanes and lane usage required for the primary study area intersections and the impacts to the extended study area. Two conditions were examined: No-Build Future traffic volumes with the existing geometry; Build Future traffic volumes with proposed geometry. These future conditions are discussed in the sections below. No-Build Conditions (2023) Estimation of Future (2023) Traffic Volumes Future volumes for the 2023 design year were established by increasing the existing volumes by a background growth rate consistent with historical growth trends and then adding traffic that will be generated by known planned developments in the area. General Background Growth A minimal background growth rate of 0.5% per year was applied to the existing volumes along Route 28, George Ryder Road, George Ryder Road South, Seaquanset Road, and Barn Hill Road to be conservative. There are no known developments planned in the area that would generate a significant increase in traffic. Figure 6 through Figure 8 shows the No Build volumes for the project area intersections. Intersection Operations Analysis An analysis was performed to evaluate the effect of the future traffic volumes with the existing Main Street (Route 28) infrastructure, as shown in Table 9 through Table. Detailed Synchro analyses are provided in Appendix C. 34 Project No

39 Functional Design Report Route 28: Chatham Roadway Improvements Figure 6. No-Build (2023) Conditions Traffic Volumes, a.m. Peak Hour HESS 0 0 George Ryder Road Main Street (Route 28) HESS Ocean State Job Lot 8 Market Place Ocean State Job Lot Local Color Local Color Residential Drive Residential Drive 7 24 George Ryder Road So Post Office Cape Cod Healthcare Ollie s BarnHill Road Not to scale. Seaquanset Rd. D Angelo D Angelo Ollie s Shop Ahoy Shop Ahoy Howard/Stein-Hudson Associates, Inc.

40 5 Functional Design Report Route 28: Chatham Roadway Improvements Figure 7. No-Build (2023) Conditions Traffic Volumes, p.m. Peak Hour HESS 6 98 George Ryder Road Main Street (Route 28) HESS Ocean State Job Lot Market Place Ocean State Job Lot Local Color Local Color Residential Drive Residential Drive 27 George Ryder Road So Post Office Cape Cod Healthcare Ollie s BarnHill Road Not to scale. Seaquanset Rd. D Angelo D Angelo Ollie s Shop Ahoy Shop Ahoy Howard/Stein-Hudson Associates, Inc.