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TRAFFIC IMPACT AND ACCESS STUDY

MarketStreet Lynnfield Lynnfield, Massachusetts

PREPARED FOR

National Development

PREPARED BY

101 Walnut Street

PO Box 9151

Watertown, MA 02471

617.924.1770

MARCH 2017

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Table of Contents

Table of Contents .......................................................................................................................... ii

List of Tables .................................................................................................................................. iv

List of Figures ................................................................................................................................. v

Executive Summary ...................................................................................................................... vi

Introduction .................................................................................................................................... 1

Project Description .............................................................................................................................. 1

Study Methodology ............................................................................................................................ 2

Existing Conditions ....................................................................................................................... 3

Study Area ............................................................................................................................................... 3

Roadway Geometry ............................................................................................................................. 4

Roadways ........................................................................................................................................ 4

Intersections ................................................................................................................................... 4

Traffic Volume Data............................................................................................................................. 9

Seasonality of Count Data ............................................................................................................. 10

Vehicular Crash History................................................................................................................... 11

Pedestrian and Bicycle Facilities .................................................................................................. 13

Parking Demand Assessment ....................................................................................................... 13

Future Conditions ........................................................................................................................ 15

Background Traffic Growth ........................................................................................................... 15

Historic Traffic Growth ............................................................................................................ 15

Site-Specific Growth ................................................................................................................ 16

No-Build Traffic Volumes ...................................................................................................... 16

Future Roadway Conditions .......................................................................................................... 16

Trip Generation .................................................................................................................................. 16

Internal Capture......................................................................................................................... 17

Pass-by/Diverted-link Vehicle Trips ................................................................................... 17

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Trip Generation Comparison ................................................................................................ 18

Trip Distribution and Assignment .............................................................................................. 20

Shared Parking Assessment .......................................................................................................... 22

Traffic Operations Analysis ....................................................................................................... 26

Level-of-Service and Delay Criteria ............................................................................................ 26

Level-of-Service Analysis ................................................................................................................ 27

Signalized Intersection Capacity Analyses ...................................................................... 28

Unsignalized Intersection Capacity Analyses ................................................................. 32

Conclusion ..................................................................................................................................... 35

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List of Tables

Table No. Description Page

Table 1 Existing Traffic Volume Summary .............................................................................. 10

Table 2 Intersection Vehicular Crash Summary (2010 – 2014) ....................................... 12

Table 3 Phase I and II Parking Occupancy Summary ......................................................... 14

Table 4 Proposed Trip Generation Summary ........................................................................ 18

Table 5 Trip Generation Comparison – Unbuilt Portion ................................................... 19

Table 6 Trip Generation Comparison – Full Development ............................................. 20

Table 7 Trip Distribution Summary............................................................................................ 21

Table 8 Existing Parking Comparison ....................................................................................... 22

Table 9 Projected Peak Parking Generation .......................................................................... 23

Table 10 Projected Increase in Parking Supply ....................................................................... 24

Table 11 Required Parking Summary .......................................................................................... 24

Table 12 Level-of-service Criteria ................................................................................................. 27

Table 13 Signalized Intersection Capacity Analysis ............................................................... 29

Table 14 Unsignalized Intersection Capacity Analysis.......................................................... 33

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List of Figures

Figure No. Description Following Page

Figure 1 Site Location Map and Study Area Intersections .......................................... 3

Figure 2 Study Area Intersection Lane Geometry and Traffic Control ................... 4

Figure 3 2017 Existing Conditions Weekday Evening Peak Hour

Traffic Volumes .........................................................................................................10

Figure 4 2017 Existing Conditions Saturday Midday Peak Hour

Traffic Volumes .........................................................................................................10

Figure 5 2024 No-Build Conditions Weekday Evening Peak Hour

Traffic Volumes .........................................................................................................16

Figure 6 2024 No-Build Conditions Saturday Midday Peak Hour

Traffic Volumes .........................................................................................................16

Figure 7 Trip Distribution – Office ......................................................................................21

Figure 8 Trip Distribution – Retail .......................................................................................21

Figure 9 2024 Build Conditions Weekday Evening Peak Hour

Traffic Volumes .........................................................................................................21

Figure 10 2024 Build Conditions Saturday Midday Peak Hour

Traffic Volumes .........................................................................................................21

vi Executive Summary \\mawatr\ts\09800.01\reports\TIAS_FINAL_032817.docx

Executive Summary

VHB, Inc. has prepared a traffic impact and access study (TIAS) to assess traffic impacts

associated with the modification to the remaining buildout of the MarketStreet

Lynnfield development program to include a Town Center Theater, medical office, and

retail uses. MarketStreet Lynnfield development is located along Walnut Street in

Lynnfield, Massachusetts. Currently the site consists of a mix of retail, office, and

residential uses as part of Phase I, completed in 2013, and Phase II, completed in the

spring of 2015. The final phase (Phase III) of the development is what is being

contemplated in this traffic assessment.

The original TIAS for the MarketStreet Lynnfield development was based on 475,000

square feet (sf) of retail and office uses, 180 units of multi-family residential, and 48

units of senior housing. This updated TIAS considers the existing conditions of the

MarketStreet Lynnfield development (Retail Phases I and II, multi-family residential,

and senior housing) and proposed uses for the remaining buildout of the

development. The modified development program remains within the 475,000 sf of

approved development envelope.

The following summarizes the modified development program and the previously

approved development program.

� Phase I and II Development (currently built and occupied): 357,902 square

feet (sf) general retail (including 92,943 sf restaurant, 221,959 sf retail, and

43,000 sf grocery), 12,743 sf office, 180 units multi-family residential, and 48

units senior housing.

� Approved Development: 395,000 sf retail (including restaurant and grocery),

80,000 sf office, 180 units multi-family residential, and 48 units senior housing.

Based on a comparison of the current Phase I and II development to the approved

development, the build out of the site can include an additional approximately 37,098

sf retail and approximately 67,257 sf office. For the purposes of this assessment, VHB

has assessed the possibility of modifying the approved development program to

include a Town Center Theater (eight screen, 800 seats), 25,420 sf of medical office

space (including 5,500 sf urgent care clinic and 19,920 sf medical office), and 21,480 sf

of retail space (including 5,000 sf restaurant and 16,480 retail). This assessment

considers the following nine intersections:

vii Executive Summary \\mawatr\ts\09800.01\reports\TIAS_FINAL_032817.docx

Lynnfield:

� Walnut Street at Market Street/I-95 SB Ramps

� Walnut Street at I-95 NB Ramps

� Walnut Street at Salem Street

� Market Street at King Rail Drive (roundabout)

� Audubon Road at King Rail Drive

Wakefield

� Audubon Road/Pleasure Island Road at Audubon Road

� Audubon Road/Pleasure Island Road at I-95 Southbound Ramps

� Audubon Road/Pleasure Island Road at Salem Street

� Salem Street at I-95 Northbound Ramps

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 on a Saturday midday peak period from 11:00 AM to 2:00 PM in

March 2016 (Lynnfield locations) and January 2017 (Wakefield locations). Concurrent

with the TMCs, 72-hour automatic traffic recorder (ATR) counts were conducted along

Market Street to the west of Walnut Street both in March 2016 and January 2017.

The proposed project is expected to result in a total 168 net new trips (59

entering/109 exiting) during the weekday evening peak hour and 336 net new vehicle

trips (173 entering/163 exiting) during the Saturday midday peak hour. It should be

noted that the trip generation projections assume the Town Center Theater’s peak

hour of generation is concurrent with the roadway peak hour and the medical office is

open and fully operational. Therefore, the trip generation projections may be highly

conservative, particularly during the Saturday midday.

A shared parking assessment was conducted for the proposed buildout of the site.

The results of the shared parking assessment in combination with a comparison of the

existing site parking occupancy versus the projected parking demand indicate

proposed construction of approximately 383 parking spaces (149 new spaces plus 234

replaced spaces) in a structured parking garage can accommodate the buildout of the

development. Based on the zoning requirements for the Town of Lynnfield, the

required number of parking spaces for the buildout of the development is less than

the existing supply of 2,275 spaces.

Capacity analyses were conducted for each of the study area intersections under 2017

Existing conditions, 2024 No-Build conditions (without the proposed development),

and 2024 Build conditions (with the proposed development). The results of the

analysis indicate operational impacts associated with the proposed buildout of the site

viii Executive Summary \\mawatr\ts\09800.01\reports\TIAS_FINAL_032817.docx

would be imperceptible to the average driver along Walnut Street, Salem Street, and

Audubon Road/Pleasure Island Road. It should be noted that the analysis is highly

conservative as it considers the Town Center Theater’s busiest periods are concurrent

with peak commuter periods, which is typically not the case. In addition, the analysis

assumes the medical office space is open and fully operational on weekends, however

it may operate on reduced hours with reduced or no doctors/staff on weekends.

1 Introduction \\mawatr\ts\09800.01\reports\TIAS_FINAL_032817.docx

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 additional project elements being contemplated,

analysis of impacts of the proposed additional development.

Project Description

VHB, Inc. has prepared a traffic impact and access study (TIAS) to assess traffic impacts

associated with the modification to the remaining buildout of the MarketStreet

Lynnfield development program to include a Town Center Theater, medical office, and

retail uses. MarketStreet Lynnfield development is located along Walnut Street in

Lynnfield, Massachusetts. Currently the site consists of a mix of retail, office, and

residential uses as part of Phase I, completed in 2013, and Phase II, completed in the

spring of 2015. The final phase (Phase III) of the development is what is being

contemplated in this traffic assessment.

The original TIAS for the MarketStreet Lynnfield development was based on 475,000

square feet (sf) of retail and office uses, 180 units of multi-family residential, and 48

units of senior housing. This updated TIAS considers the existing conditions of the

MarketStreet Lynnfield development (Retail Phases I and II, multi-family residential,

and senior housing) and proposed uses for the remaining buildout of the

development. The modified development program remains within the 475,000 sf of

approved development envelope.

The following summarizes the modified development program and the previously

approved development program.

� Phase I and II Development (currently built and occupied): 357,902 square

feet (sf) general retail (including 92,943 sf restaurant, 221,959 sf retail, and

2 Introduction \\mawatr\ts\09800.01\reports\TIAS_FINAL_032817.docx

43,000 sf grocery), 12,743 sf office, 180 units multi-family residential, and 48

units senior housing.

� Approved Development: 395,000 sf retail (including restaurant and grocery),

80,000 sf office, 180 units multi-family residential, and 48 units senior housing.

Based on a comparison of the current Phase I and II development to the approved

development, the build out of the site can include an additional approximately 37,098

sf retail and approximately 67,257 sf office. For the purposes of this assessment, VHB

has assessed the possibility of modifying the approved development program to

include a Town Center Theater (eight screen, 800 seats), 25,420 sf of medical office

space (including 5,500 sf urgent care clinic and 19,920 sf medical office), and 21,480 sf

of retail space (including 5,000 sf restaurant and 16,480 retail).

Study Methodology

This traffic assessment has been conducted in three stages. The first stage involved an

assessment of existing traffic conditions within the project area including an inventory

of existing roadway geometry; observations of traffic flow, including daily and peak

period traffic counts; and a review of vehicular crash data.

The second stage of the study established the framework for evaluating the

transportation impacts of the proposed project. Specific travel demand forecasts for

the project were assessed along with future traffic demands on the study area

roadways due to projected background traffic growth and other proposed area

development that will occur, independent of the proposed development. The year

2024, a seven-year time horizon, was selected as the design year for analysis for the

preparation of this traffic impact and access assessment to satisfy the Executive Office

of Environmental Affairs/Executive Office of Transportation [EOEA/EOT] guidelines.

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.

3 Existing Conditions \\mawatr\ts\09800.01\reports\TIAS_FINAL_032817.docx

2 Existing Conditions

Evaluation of the transportation impacts associated with the proposed project requires

a thorough understanding of the existing transportation system in the project study

area. Existing transportation conditions in the study area include roadway geometry,

traffic controls, daily and peak period traffic flow, and vehicular crash information data.

Each of these elements is described in detail below.

Study Area

Based on a review of the anticipated trip generation and trip distribution for the

proposed project, a study area was established which includes the following nine

intersections which are shown in Figure 1:

Lynnfield:






Wakefield





A

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\\mawatr\ts\09800.01\graphics\FIGURES\Networks.dwg

Figure 1Site Location Map and

Study Area Intersections

MarketStreet Lynnfield

Lynnfield, Massachusetts0 20 800 Feet

Signalized Study Area IntersectionS

Unsignalized Study Area Intersection


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 intersection lane geometry and traffic control at

each study-area intersection.

Roadways

Salem Street

Salem Street is an east/west running roadway that extends from Wakefield in the west

to Peabody in the east. Within the study area, Salem Street is under local jurisdiction

and classified as an urban collector between Audubon Road/Pleasure Island Road and

Walnut Street and as an urban minor arterial west of Audubon Road/Pleasure Island

Road and east of Walnut Street. Salem Street provides a single travel lane in each

direction with turning lanes present at major intersections and the posted speed limit

is 30 mph within the study area. Salem Street provides access to Route 1 and

Interstate 95/ Route 128. Sidewalks are provided along the north side of Salem Street

in the Town of Lynnfield and along the south side of Salem Street in the Town of

Wakefield.

Walnut Street

Walnut Street is a north/south running, urban minor arterial roadway that extends

from Summer Street in the north to the Saugus line in the south. The length of the

roadway is under local jurisdiction, aside from the segment between Market Street/I-

95 SB Ramps and Salem Street, which is under Massachusetts Department of

Transportation (MassDOT) jurisdiction. Within the study area, Walnut Street provides

a single travel lane in each direction, with a posted speed limit of 30 mph. Sidewalks

are present on the east side of Walnut Street for the length of the roadway within the

study area.

Intersections

The following sections describe the study-area intersections in detail.

LG

Walnut S

t

I-95 SB

Market St

INTERSTATE

95

King Rail Dr

Audubon Rd

Signalized IntersectionS

neg = Negligible

S

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Figure 2Intersection Lane Geometry and

Traffic Control


Lynnfield, MassachusettsNot to Scale


Walnut Street at Market Street/I-95 Southbound

Ramps

� Four-way signalized intersection.

� Walnut Street runs north/ south; Market Street intersects Walnut Street from

the west; the I-95 southbound ramps intersect Walnut Street from the east.

� The Walnut Street Northbound approach consist of an exclusive left-turn lane,

an exclusive through lane, and a channelized yield-controlled right-turn lane.

� The Walnut Street southbound approach consists of an exclusive left-turn lane

and a shared through/ right-turn lane.

� The Market Street eastbound approach consists of exclusive left-turn, through,

and right-turn lanes.

� The I-95 southbound off-ramp westbound approach consists of an exclusive

left-turn lane, an exclusive through lane, and a channelized yield-controlled

right-turn lane.

� Pedestrian facilities include sidewalks along the east side of Walnut Street and

north side of Market Street and crosswalks located across the westbound

approach of the I-95 southbound ramps and across the southbound approach

of Walnut Street.

� Surrounding land use consists mainly of commercial uses, such as the

MarketStreet Lynnfield Shopping Center, and residential uses.

Walnut Street at I-95 Northbound Ramps


� Walnut Street runs north/ south; the I-95 northbound off-ramp intersects

Walnut Street from the west; the I-95 northbound onramp intersects Walnut

Street from the east.

� The northbound Walnut Street approach consists an exclusive through lane

and a channelized yield-controlled right-turn lane.

� The southbound Walnut Street approach consists of an exclusive left-turn lane

and an exclusive through lane.

� The I-95 northbound off-ramp eastbound approach consists of an exclusive

left-turn lane and two exclusive right-turn lanes.

� The east/ west running Salem Street intersects Walnut Street approximately

two-hundred feet south at a signalized intersection.


� Pedestrian facilities include sidewalks along the east side of Walnut Street and

crosswalks located across the westbound approach of the I-95 northbound

on-ramp.

� Surrounding land use consists mainly of residential land uses.

Walnut Street at Salem Street


� Walnut Street runs north/ south; Salem Street runs east/ west.

� The Walnut Street northbound approach consists of a shared through/ left-

turn lane and a channelized yield-controlled right-turn lane

� The Walnut Street southbound approach consists of an exclusive left-turn

lane, two exclusive through lanes, and a channelized right-turn lane.

� The Salem Street eastbound approach consist of an exclusive left turn lane

and a shared through/ right-turn lane

� The Salem Street westbound approach consists of exclusive left-turn, through,

and right-turn lanes.

� Trucks over 2 ½ tons are not permitted to travel on Walnut Street south of

Salem Street

� Pedestrian facilities include sidewalks along the east side of Walnut Street

north of the intersection, along the west side of Walnut Street south of the

intersection, along the north side of Salem Street to the west of the

intersection, and both sides of Salem Street to the east; crosswalks are located

across all approaches.

� Surrounding land use consists mainly of residential land uses.

Market Street at King Rail Drive (Roundabout)

� Four-way roundabout intersection.

� Market Street runs east/south; the site driveway intersects from the west; King

Rail Drive intersects from the north.

� Each approach consists of one shared entry lane to the roundabout.

� Pedestrian facilities include a sidewalk along the north side of Market Street

and the site driveway; a crosswalk is located across the southbound approach

of King Rail Drive.



MarketStreet Lynnfield Shopping Center.

Audubon Road at King Rail Drive

� Three-way unsignalized intersection.

� King Rail Drive runs north/ south; The stop-controlled Audubon Road

intersects from the west.

� The King Rail Drive southbound and northbound approaches each consist of a

single general purpose lane.

� The Audubon eastbound approach consists of exclusive left-turn and right-

turn lanes.

� Pedestrian facilities include a sidewalk along the north side of Audubon Road

and along the west side of King Rail Road north of the intersection.


MarketStreet Lynnfield Shopping Center and Boston Sports Club.

Audubon Road/Pleasure Island Road at Audubon

Road

� Three-way signalized intersection.

� Audubon Road/Pleasure Island Road runs north/ south; Audubon Road

intersects from the east.

� The Audubon Road/Pleasure Island Road northbound approach consists of an

exclusive through lane and a shared through/right-turn lane.

� The Audubon Road/Pleasure Island Road southbound approach consists of a

shared through-left-turn lane and an exclusive through lane.

� The Audubon Road westbound approach consists of an exclusive left-turn

lane and a shared left-turn/right-turn lane.

� Pedestrian facilities include sidewalks along both sides of Audubon

Road/Pleasure Island Road north of the intersection, along the west side of

Audubon Road/Pleasure Island Road south of the intersection, and along the

south side of Audubon Road. Crosswalks are located across the southbound

approach of Audubon Road/Pleasure Island Road and across the westbound

approach of Audubon Road.

� Surrounding land use consists of commercial, residential, institutional, and hotel

uses.


Audubon Road/Pleasure Island Road at I-95

Southbound Ramps


� Audubon Road/Pleasure Island Road runs north/ south and is known as

Pleasure Island Road south of the intersection; the I-95 southbound off-ramp

intersects Audubon Road/Pleasure Island Road from the east; the I-95

southbound on-ramp intersects Audubon Road/Pleasure Island Road from the

west.

� The Audubon Road/Pleasure Island Road northbound approach consists of an

exclusive left-turn lane and two exclusive through lanes.

� The Audubon Road/Pleasure Island Road southbound approach consists of a

channelized yield-controlled right-turn lane and two exclusive through lanes.

� The I-95 southbound off-ramp westbound approach consists of an exclusive

left-turn lane and a channelized yield-controlled right-turn lane.

� Pedestrian facilities include sidewalks along the east side of Audubon

Road/Pleasure Island Road and a crosswalk located across the westbound

approach of the I-95 southbound off-ramp.

� Surrounding land use consists of institutional and hotel uses.

Audubon Road/Pleasure Island Road at Salem

Street


� Salem Street runs east/ west; Audubon Road/Pleasure Island Road intersects

Salem Street from the north; a Dunkin Donuts Driveway intersects Salem

Street from the south.

� The Dunkin Donuts Driveway northbound approach consist of an exclusive left-

turn lane and a shared through/right-turn lane.

� The Audubon Road/Pleasure Island Road southbound approach consist of a

shared through/left-turn lane and an exclusive right-turn lane.

� The Salem Street eastbound approach consists of an exclusive left-turn lane,

two exclusive through lanes, and an exclusive right-turn lane.

� The Salem Street westbound approach consists of an exclusive left-turn lane

and a shared through/right-turn lane.


� Pedestrian facilities include sidewalks along the south side of Salem Street and

along the east side of Audubon Road/Pleasure Island Road; crosswalks are

located across the Dunkin Donuts Driveway northbound approach and across

the Salem Street westbound approach.

� Bicycle facilities include a bike lane on the Salem Street westbound approach.

� Surrounding land use includes office, scattered residential, and Dunkin Donuts.

Salem Street at I-95 Northbound Ramps

� Three-way signalized intersection.

� Salem Street runs east/ west; the I-95 northbound ramps intersect Salem

Street from the north.

� The Salem Street eastbound approach consists of an exclusive through and a

shared through/ left-turn lane.

� The Salem Street westbound approach consists of two exclusive through lanes

and a channelized yield-controlled right-turn lane.

� The I-95 northbound off-ramp southbound approach consists of two exclusive

left-turn lanes and a channelized yield-controlled right-turn lane.

� Pedestrian facilities include a sidewalk along the south side of Salem Street.

� Surrounding land use consists mainly of residential uses.

Traffic Volume Data


of the study area intersections during the weekday evening peak period from 4:00 PM

to 6:00 PM in and on a Saturday midday peak period from 11:00 AM to 2:00 PM in


with the TMCs, 72-hour automatic traffic recorder (ATR) counts were conducted along

Market Street to the west of Walnut Street both in March 2016 and January 2017. 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 Summary

Weekday Evening Peak Hour Saturday Midday Peak Hour

Location

Weekday

ADT a Volume

K

Factor b

Dir. Dist. c

Saturday

ADT a Volume

K

Factor Dir. Dist.

Market Street west

of Walnut Street

(March 2016) 15,200 1,285 8.5% 52% WB 20,600 1,900 9.2% 54% WB

Market Street west

of Walnut Street

(January 2017) 12,900 1,095 8.5% 50% WB 22,100 2,045 9.3% 51% WB

a. daily traffic expressed in vehicles per day. Based on daily volumes collected in March 2016 and January 2017. 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

As shown in Table 1, the March 2016 counts indicate that Market Street carries

approximately 15,200 vehicles on a typical weekday with 8.5-percent during the

evening peak hour and approximately 20,600 vehicles on a typical Saturday with 9.2-

percent during the midday peak hour. The January 2017 counts indicate that Market

Street carries approximately 12,900 vehicles on a typical weekday with 8.5-percent

during the evening peak hour and approximately 22,100 vehicles on a typical Saturday

with 9.3-percent during the midday peak hour. A comparison of the counts shows

that the March 2016 counts were higher during the weekday by approximately 17-

percent and the January 2017 counts were higher on a Saturday by approximately

seven-percent.

Seasonality of Count Data

MassDOT historical traffic counts were reviewed to understand the seasonality of

traffic count data collected in the month of March and January. The statewide data for

seasonal variation of traffic volumes indicate that traffic counts in March are generally

higher (by as much as three percent) than the average month. Since the November

count data were found to be higher than annual average conditions, no further

seasonal adjustment factors were applied to the data. However, the statewide data for

seasonal variation of traffic volumes indicate that traffic counts in January are

generally lower (by as much as four-percent) than the average month. To account for

the seasonal variation, the January count data were adjusted upward by approximately

three percent to represent average month conditions. The MassDOT seasonal factors

are included in the Appendix to this document. Figures 3 and 4 illustrate the 2017

Existing weekday evening and Saturday midday peak hour traffic volumes.

PM-EX


neg = Negligible

Walnut S

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INTERSTATE

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Figure 32017 Existing Conditions

Weekday Evening Peak Hour Traffic Volumes



SAT-EX


neg = Negligible

Walnut S

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Audubon Rd

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neg

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15

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Audubon R

dP

leasure Island R

d

Salem St

I-95 N

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40


Figure 42017 Existing Conditions

Saturday Midday Peak Hour Traffic Volumes




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 (2010-2014) available.

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, crash rates were also calculated 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

4 (the MassDOT district designation for the Town of Lynnfield/Wakefield) is 0.73 for

signalized intersections and 0.56 for unsignalized intersections. In other words, on

average, 0.73 crashes occurred per million vehicles entering signalized intersections

and 0.56 crashes occurred per million vehicles entering unsignalized intersections

throughout District 4. The crash rate worksheets for the study area intersections are

included in the Appendix to this document.


Table 2 Intersection Vehicular Crash Summary (2010 – 2014)

Walnut Street at

Market Street

Walnut Street at

I-95 NB Ramps

Walnut Street at

Salem Street

King Rail Drive at

Market Street

King Rail Drive at

Audubon Road

Audubon Road at

Site Driveway

Audubon Road at

I-95 SB Ramps

Audubon Road at

Salem Street

Salem Street at I-

95 NB Ramps

Signalized? Yes Yes Yes Yes No Yes Yes Yes No

MassDOT Average Crash Rate 0.73 0.73 0.73 0.56 0.56 0.73 0.73 0.73 0.56

Calculated Crash Rate 0.37 0.34 0.49 0.00 0.00 0.23 0.00 0.23 0.30

Exceeds Average? No No No No No No No No No

Year

2010 0 4 0 0 0 1 0 1 2

2011 1 4 1 0 0 0 0 0 0

2012 1 2 6 0 0 3 0 2 2

2013 6 0 7 0 0 2 0 4 2

2014 9 6 10 0 0 3 0 4 5

Total 17 16 24 0 0 9 0 11 11

Average 4.25 3.20 4.80 0.00 0.00 1.80 0.00 2.20 2.20

Collision Type

Angle 4 6 7 0 0 1 0 2 6

Head-on 5 3 2 0 0 0 0 0 2

Rear-end 7 3 3 0 0 4 0 5 0

Sideswipe, opposite direction 0 0 1 0 0 0 0 0 0

Sideswipe, same direction 1 2 6 0 0 2 0 3 0

Single vehicle crash 0 1 5 0 0 2 0 0 3

Not Reported/Unknown 0 1 0 0 0 0 0 0 0

Severity

Fatal Injury 0 0 1 0 0 0 0 0 0

Non-Fatal Injury 4 5 4 0 0 3 0 3 8

Property Damage Only 13 11 19 0 0 6 0 8 3


Time of day

Weekday ,7:00 AM - 9:00 AM 1 0 4 0 0 2 0 5 1

Weekday, 4:00 – 6:00 PM 2 1 2 0 0 0 0 1 0

Saturday 11:00 AM – 2:00 PM 0 1 0 0 0 0 0 0 0

Weekday, other time 8 12 14 0 0 6 0 5 7

Weekend, other time 6 2 4 0 0 1 0 0 3

Pavement Conditions

Dry 11 13 20 0 0 7 0 8 6

Wet 4 3 0 0 0 1 0 2 4

Snow 2 0 2 0 0 1 0 0 0

Ice 0 0 2 0 0 0 0 0 1

Slush 0 0 0 0 0 0 0 1 0


Source: MassDOT


As shown in Table 2, none of the study area intersections had calculated crash rates

over the district average. The majority of collisions within the study area were rear-

end and angle crashes which resulted in property damage. There were no crashes

involving non-motorists (bike, pedestrian).

Pedestrian and Bicycle Facilities

A field inventory was conducted to determine the current availability of pedestrian

facilities in the vicinity of the Site. Currently, a fairly extensive pedestrian and bicycle

infrastructure is available near the Site, including continuous sidewalks along the east

side of Walnut Street, the north side of Salem Street in the Town of Lynnfield, the

south side of Salem Street in the Town of Wakefield, and along the east side of

Audubon Road/Pleasure Island Road, and the east side of Walnut Street within the

vicinity of the study area. The Site includes an extensive pedestrian and bicycle

network which connects to the off-site facilities.

Parking Demand Assessment

A parking supply/demand assessment was completed for the existing built portions of

the MarketStreet Lynnfield development. The parking supply was reviewed based on

the existing site plan and verified through a field inventory conducted in March 2016.

Based on the review, the development currently has a parking supply of 2,275 spaces.

For the purpose of understanding the existing parking supply versus demand, an

existing condition parking occupancy assessment was conducted which considered

both the number of parked vehicles as well as the location of the parked vehicles.

Parking occupancy counts were conducted on Wednesday, March 2, 2016 from 3:00

PM to 8:00 PM and Saturday, March 5, 2016 from 4:00 PM to 9:00 PM on a

continuous, half-hour incremental basis. To confirm the March 2016 parking

occupancy counts were still valid, VHB conducted a visual parking occupancy

assessment during the weekday and Saturday peak period in January 2017. The

results of the visual assessment indicated that parking occupancy in January 2017 was

similar to March 2016, and therefore the results of the March 2016 parking occupancy

assessment are still believed to be valid. Table 3 provides a summary of the parking

occupancy.


Table 3 Phase I and II Parking Occupancy Summary

Time

Weekday Saturday

Demand % of Supply Demand % of Supply

3:00 PM 711 31% n/a n/a

3:30 PM 696 31% n/a n/a

4:00 PM 703 31% 1587 70%

4:30 PM 741 33% 1498 66%

5:00 PM 815 36% 1498 66%

5:30 PM 957 42% 1547 68%

6:00 PM 1077 47% 1665 73%

6:30 PM 1139 50% 1572 69%

7:00 PM 1167 51% 1584 70%

7:30 PM 1058 47% 1620 71%

8:00 PM n/a n/a 1558 68%

8:30 PM n/a n/a 1400 62%

Peak Period 7:00 PM 6:00 PM

Peak Occupancy 1167 51% 1665 73% Source: Parking occupancy counts conducted by VHB on Wednesday, March 2, 2016 and Saturday, March 5, 2016.

As shown in Table 3, the maximum parking demand on a weekday is at 7:00 PM with

approximately 51-percent of the spaces occupied. The maximum parking demand on

a Saturday is at 6:00 PM with approximately 73-percent of the spaces occupied.

15 Future Conditions \\mawatr\ts\09800.01\reports\TIAS_FINAL_032817.docx

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

To develop the 2024 No-Build conditions, two elements of traffic growth were

considered. MassDOT historic traffic volumes at two permanent count stations along

I-95 (station 5099 south of Walnut Street and station 595 south of Peabody town line)

were reviewed to identify trends. Based on this review, traffic volumes have fluctuated

over the past five years with no specific trend. Therefore, to provide a conservative

analysis, a one-percent annual growth rate was assumed for the future conditions

analysis.


Site-Specific Growth

In addition to the historic traffic growth, VHB contacted the Town of Lynnfield and the

Town of Wakefield to identify any other development projects planned within the

vicinity of the site. Based on these discussions, no projects were identified which

would affect traffic volumes in the vicinity of the site.

No-Build Traffic Volumes

The 2024 No-Build traffic volumes were developed by applying the one-percent per

year growth rate to the 2017 Existing conditions volumes. Figures 5 and 6 display the

resulting 2024 No-Build peak hour traffic volumes.

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 Lynnfield or the Town of Wakefield within the

study area.

Trip Generation

The rate at which any development generates traffic is dependent upon a number of

factors such as size, location, and concentration of surrounding developments. As

previously discussed, the proposed modification to the development plan consists of

an eight screen, 800 seat Town Center Theater, 25,420 sf of medical office space

(including 5,500 sf urgent care clinic and 19,920 sf medical office), and 21,480 sf of

retail space (including 5,000 sf restaurant and 16,480 retail). Trip generation estimates

for the proposed uses were projected using trip generation rates published by the

Institute of Transportation Engineers (ITE) Trip Generation, 9th Edition1. The number of

vehicle-trips generated by the proposed uses were estimated based on ITE LUC 445

(Multiplex Movie Theater), ITE LUC 720 (Medical/Dental Office), and ITE LUC 820

(Shopping Center). It should be noted that there is no ITE LUC for the new style of

high-end theaters as is being proposed, therefore trip generation projections from ITE

LUC 445 (Multiplex Move Theater) are conservative.

�

1 Trip Generation, 9th Edition, Institute of Transportation Engineers, Washington D.C., 2012.

INTERSTATE

95

S

SS

S

S

S

PM-NB


neg = Negligible

Walnut S

t

I-95 SB

Market St

King Rail Dr

Audubon Rd

SS

S

Walnut S

t

2

3

0

n

e

g

5

0

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150

105

25

220

230

170

I-95 SB

Market St

70

220

110

120

110

390

185

355

130

15

220

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235

5

435

490

20

495

420

neg

245

480

neg

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0

ne

g

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0

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20

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340

10

20

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20

195

105

155

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9

5

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B

Audubon R

dP

leasure Island R

d

Salem St

I-95 N

B

I

-

9

5

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0

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13

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0

5 5 16

5

15 5

23

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18

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24

0

44

5

38

5

30

0

80

5

29

0

85

65

0

15

0

45

72

5

50


Figure 52024 No-Build Conditions




INTERSTATE

95

S

S

S

SS

S

SAT-NB


neg = Negligible

Walnut S

t

I-95 SB

Market St

King Rail Dr

Audubon Rd

SS

S

Walnut S

t

3

6

5

n

e

g

5

3

0

150

130

35

95

125

75

I-95 SB

Market St

40

400

95

115

225

515

300

565

175

45

285

5

S

85

210

15

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280

45

165

355

neg

120

350

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0

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5

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210

15

65

260

15

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125

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Audubon R

dP

leasure Island R

d

Salem St

I-95 N

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0

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39

5

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68

5

11

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80

73

0

10

5

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50

72

5


Figure 62024 No-Build Conditions





Internal Capture

Given the mixed-use nature of the Project, it is expected that there will be shared

business between the various components of the development. While these shared

trips represent new traffic to the individual uses, they do not represent new vehicle

trips on the surrounding roadway network. Examples of this could be a customer of

the proposed Town Center Theater using one of the commercial establishments on

the Site. In such instances, the trips between the uses would be considered internal

trips as they can be expected to have no impact to the adjacent roadway system.

Guidelines provided by the National Cooperative Highway Research Program (NCHRP)

for the calculation of internal capture trips were used in the analysis.

Pass-by/Diverted-link Vehicle Trips

Based on an understanding of the operational characteristics of mixed-use facilities, it

is expected the Project will draw a percentage of its traffic from the vehicular traffic

that is already on the area roadway network, particularly during peak periods. These

trips, which are considered pass-by or diverted-link trips, are already on the roadway

system traveling to and from locations other than the Site (such as home, work or

shopping destinations).

Pass-by trips are attracted to the Site as they pass through the area, in close proximity

to the Site, and do not require a noticeable detour to visit the Site. The rate at which

pass-by trips are attracted to a site is highly dependent on the type of land use, the

proximity of the site to major traffic corridors, and the location and type of nearby

land uses.

Diverted-link trips are attracted from the traffic flow on roadways in proximity to the

Site but require a diversion from another roadway to gain access to the site.2 The Site

is located adjacent to major arterial roadways (I-95, Salem Street, and Walnut Street)

that is anticipated to contribute vehicle trips, in the form of pass-by and diverted-link

trips, to the proposed Site. An example of a multiple-stop diverted-link trip chain is

that of a restaurant patron leaving his/her place of work in the evening, traveling to

the Site, and then leaving the Site to travel home.

For analysis purposes, a 34-percent and 26-percent pass-by/diverted-link trip rate was

applied to the retail use (ITE pass-by data) during the weekday evening and Saturday

midday peak periods, respectively, as allowed by MassDOT’s updated guidelines for

traffic impact analysis. Pass-by adjustment was not applied to the theater or medical

�

2 Trip Generation Handbook – An ITE Recommended Practice, Institute of Transportation Engineers, March 2001.


office uses. Table 4 provides a summary of peak hour net new trip estimates for the

Project.

Table 4 Proposed Trip Generation Summary

Peak Period

Town

Center

Theater 1

Medical

Office 2 Retail 3

Gross

Total

Shared

Trips 4

Pass-by

Trips 5

Net New

Trips

Weekday Evening

Enter 23 24 40 87 14 14 59

Exit 41 61 43 145 22 14 109

Total 64 85 83 232 36 28 168

Saturday Midday

Enter 125 53 61 239 51 15 173

Exit 115 40 57 212 34 15 163

Total 240 93 118 451 85 30 336 1 Trip Generation estimate based on ITE LUC 445 (Multiplex Movie Theater) for 800 seats. 2 Trip Generation estimate based on ITE LUC 720 (Medical/Dental Office) for 25,420 sf of space. 3 Trip Generation estimate based on ITE LUC 820 (Shopping Center) for 21,480 sf of space. 4 Internal capture rates based on NCHRP Report 684, Saturday midday rates assumed to be the same was weekday

evening rates. 5 Pass-by rates based on ITE data.

As shown in Table 4, the proposed project is expected to result in a total of 168 net

new trips (59 entering/109 exiting) during the weekday evening peak hour and 336

net new vehicle trips (173 entering/163 exiting) during the Saturday midday peak

hour.

It should be understood that the Town Center Theater traffic generation projections

were based on “peak of generator” (which is the busiest period) for both review

periods. With that in mind, the assessment should be considered highly conservative

as the peak hour of Town Center Theater operations very likely fall outside of the

weekday evening commuter and Saturday midday peak hour periods. In addition, the

medical office was assumed to be open seven days a week, however the medical office

portion (19,920 sf) may operate on reduced hours with reduced or no doctors/staff on

weekends. Therefore, the trip generation projections during the Saturday Midday

peak hour may be highly conservative.

Trip Generation Comparison

Trip generation estimates were also made for the previously approved unbuilt portion

of the development which includes approximately 37,098 sf retail and approximately


67,257 sf office. For this projection trip generation rates published by the Institute of

Transportation Engineers [ITE] Trip Generation, Ninth Edition3was utilized. The number

of vehicle-trips generated by the approved uses were estimated based on ITE LUC 710

(General Office Building) and ITE LUC 820 (Shopping Center).

Table 5 provides a comparison between the previously approved unbuilt portion of

the development and proposed development.

Table 5 Trip Generation Comparison – Unbuilt Portion

Peak Period

Approved

Development 1

Proposed

Development 2 Net Increase

Weekday Evening

Enter 67 59 -8

Exit 149 109 -40

Total 216 168 -48

Saturday Midday

Enter 90 173 83

Exit 81 163 82

Total 171 336 165 1 Trip Generation estimate based on ITE LUC 710 (General Office Building) for 67,257 sf of space and ITE LUC 820

(Shopping Center) for 37,098 sf of space. 2 From Table 4.

As shown in Table 5, when compared to the approved unbuilt portion of the

development, the proposed development is expected to result in a decrease of 48

total trips (-8 entering/-40 exiting) during the weekday evening peak hour and an

increase of 165 total trips (83 entering/82 exiting) during the Saturday midday peak

hour.

Table 6 provides a comparison between the trip generation estimate for the entire

development that was previously approved versus the empirical trip generation for the

built portion of the development plus the projected trip generation for the proposed

development. It should be noted that since the empirical trip generation data

includes pass-by trips, pass-by trips were also included in the trip generation

estimates based on ITE data to provide a direct comparison.

�

3 Trip Generation; Ninth Edition; Institute of Transportation Engineers; Washington, D.C.; 2012.


Table 6 Trip Generation Comparison – Full Development

Peak Period

Phases I, II, and III

Approved 1

Empirical +

Proposed Phase

III Development 2 Net Increase

Weekday Evening

Enter 780 1,001 221

Exit 917 890 -27

Total 1,697 1,891 194

Saturday Midday

Enter 1,123 1,464 341

Exit 1,036 1,165 129

Total 2,159 2,629 470 1 Based on the trip generation estimate (including pass-by trips) for entire development from the ExENF. 2 Based on empirical data for the built portion of the development plus ITE trip generation estimates (including pass-by

trips) for the proposed development.

As shown in Table 6, with the proposed development, the site is projected to generate

an additional 194 total trips (221 entering/-27 exiting) during the weekday evening

peak hour and an additional 470 total trips (341 entering/129 exiting) during the

Saturday midday peak hour when compared with the trip generation estimates that

were previously approved for the entire development.

It should be reiterated that the Town Center Theater traffic generation projections

were based on “peak of generator” (which is the busiest period) for both review

periods. With that in mind, the assessment should be considered highly conservative

as the peak hour of Town Center Theater operations very likely fall outside of the

weekday evening commuter and Saturday midday peak hour periods. In addition, the

medical office was assumed to be open seven days a week, however the medical office

portion (19,920 sf) may operate on reduced hours with reduced or no doctors/staff on

weekends. Therefore, the trip generation projections during the Saturday Midday

peak hour may be highly conservative.

Trip Distribution and Assignment

The directional distribution of traffic approaching and departing the development is a

function of several variables. These include the population densities, shopping

opportunities, competing uses, existing travel patterns, and the efficiency of the

roadways leading to the Site.


Due to the varying trip characteristics of the redevelopment uses – Town Center

Theater, medical office, and retail – each use is expected to experience a different

distribution pattern. Thus, regional trip distribution percentages were calculated

separately for the medical office component and the Town Center Theater and retail

components.

The medical office trip distribution patterns were determined using journey-to-work

data derived from the 2010 US Census for the Town of Lynnfield. The trip distribution

for the Town Center Theater and retail components were developed based on a

gravity model utilizing the 2010 US Census data for communities included in the

market trade area. Based on the distribution of population within the projected

market trade area, arrival and departure patterns for project-related traffic were

estimated and adjusted, if appropriate, based on known local factors such as locations

of competing opportunities and efficiency of local roadways. The assignment of site-

generated traffic to specific travel routes was based on observed traffic flow

conditions on available routes, and the assumption that most motorists will seek the

fastest and most direct routes to and from the Site. The trip distribution patterns are

shown in Table 7 and the calculations are included in the Appendix to this document.

Figures 7 and 8 illustrate the medical office, and Town Center Theater and retail trip

distributions, respectively.

Table 7 Trip Distribution Summary

Percent of New Site-Generated

Traffic Assigned to Route

Travel Route

Direction

(to/from) Medical Office

Town Center

Theater/Retail

Route 128/I-95 North 26% 15%

Route 128/I-95 South 26% 35%

Walnut Street North 17% 14%

Walnut Street South 8% 6%

Salem Street East 18% 7%

Salem Street West 3% 13%

Montrose Avenue South 2% 10%

Total 100% 100%

The projected site-generated traffic volumes, summarized in Table 4, were distributed

on the study area roadways using the trip distribution shown in Table 7 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 10.

TD-OFFICE

Walnut S

t

I-95 SB

Market St

I

-

9

5

N

B

INTERSTATE

95

King Rail Dr

Audubon Rd


S

S

S

S

S

SS

Walnut S

t

2

0

%

18%

I-95 SB

Market St

20%

(17%)

(20%)

(46%)

29%

54%

(45%)

S

S

S

11%

(6%)

(3%)

3%

(1

7%

)

(6

%)

(1

1%

)

11

%

6%

6%

(17%)

17%

Audubon R

dP

leasure Island R

d

Salem St

I-95 N

B

I

-

9

5

S

B

I

-

9

5

S

B

I

-

9

5

N

B

xx = Entering Trips

(xx) = Exiting Trips

(1

1%

)

(8

%)

(1

8%

)

8%

26

%

17

%

46

%

(3

8%

)

17

%

(2

6%

)

(2

0%

)


Figure 7Trip Distribution - Medical Office



TD-RETAIL

Walnut S

t

I-95 SB

Market St

I

-

9

5

N

B

INTERSTATE

95

King Rail Dr

Audubon Rd


S

S

S

S

S

SS

Walnut S

t

2

6

%

7%

I-95 SB

Market St

11%

(14%)

(26%)

(24%)

22%

42%

(35%)

S

S

S

32%

(4%)

(13%)

13%

(3

6%

)

(9

%)

(2

7%

)

32

%

4%

9%

(36%)

36%

Audubon R

dP

leasure Island R

d

Salem St

I-95 N

B

I

-

9

5

S

B

I

-

9

5

S

B

I

-

9

5

N

B

xx = Entering Trips

(xx) = Exiting Trips

27

%

(6

%)

(7

%)

6%

13

%

14

%

39

%

(2

9%

)

36

%

(1

3%

)

(1

1%

)


Figure 8Trip Distribution - Retail and Theater



PM-BD


neg = Negligible

INTERSTATE

95

S

SS

S

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S

Walnut S

t

I-95 SB

Market St

King Rail Dr

Audubon Rd

SS

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105

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Market St

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leasure Island R

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I-95 N

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Figure 92024 Build Conditions




SAT-BD


neg = Negligible

INTERSTATE

95

S

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Walnut S

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I-95 SB

Market St

King Rail Dr

Audubon Rd

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180

125

I

-

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5

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B

Audubon R

dP

leasure Island R

d

Salem St

I-95 N

B

I

-

9

5

S

B

I

-

9

5

S

B

I

-

9

5

N

B

40

0

10

60

35

15

15

15

5

20

12

0

32

5

15

15

33

0

25 5

29

5

13

0

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0

30

61

5

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39

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5

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71

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45


Figure 102024 Build Conditions





Shared Parking Assessment

VHB conducted a shared parking assessment for the built portion of the development.

The assessment was conducted based on data from the Urban Land Institute (ULI)

Shared Parking, 2nd Edition publication. The projected parking generation assumes

there will be sharing between uses in the development. Parking demand varies for

different months, and the month of December typically experiences the highest

parking demands at shopping centers due to the holiday season. To establish a direct

comparison, the built portion of the development projected parking generation for

the month of March was compared with data collected during the parking occupancy

counts, and is summarized in Table 8.

Table 8 Existing Parking Comparison

Period

Projected

March Parking

Generation 1

Observed

March Parking

Demand 2

Weekday 2,032 1,167

Weekend 2,137 1,665 1 March parking generation estimate for the built portion of the development.

2 Based on parking occupancy counts conducted in March 2016.

As shown in Table 8, the observed parking demand is less than the projected parking

generation for the month of March during both the weekday and weekend. The

observed demand is approximately 57-percent of the projected parking generation

during the weekday, and approximately 78-percent of the projected parking

generation during the weekend.

A shared parking assessment was also conducted for the development including the

proposed development, to identify the number of parking spaces that would be

necessary during the peak month (December) and the peak day of the peak month

(Peak December). The peak month and peak day of the peak month account for

increased parking demand that is typical at shopping centers during the holiday

season. These projections not typically realized during any other period through the

year. Table 9 summarizes the projected parking generation.


Table 9 Projected Peak Parking Generation

Period

Existing

Development 1

Existing

Development +

Proposed

Development 2 Increase

Weekday 2,392 2,595 203

Weekend 2,470 2,700 230

Peak Day 3 2,470 2,787 317 1 Peak (December) parking generation estimate for the built portion of the development. 2 Peak (December) parking generation estimate for the built portion of the development plus the proposed development. 3 Peak day of the peak month (December) parking generation estimate.

As shown in Table 9, based on the shared parking assessment for the development

including the proposed component would require approximately 203 additional

spaces during the weekday and approximately 230 additional spaces during the

weekend. On the peak day of the peak month (December), the proposed

development would require approximately 317 additional spaces. It should be

reiterated that these parking demand projections are for the peak month and peak

day of the month that occurs during the holiday season.

It should be noted that the existing parking supply of 2,275 spaces is less than the

projected peak parking generation by 117 spaces on the weekday and 195 spaces on

the weekend for the built portion of the development. As indicated in Table 8, the

actual parking demand in March is less than the projected parking generation for

March by approximately 22-percent. Therefore, it is possible that the projected peak

(December) parking generation in Table 9 is overstated as well. Also, parking loss due

to snow storage, and special events should be considered when considering the future

needs of the facility.

As previously mentioned, a comparison of the March 2016 parking occupancy counts

with the projections from the shared parking assessment indicates that the observed

parking demand on the site is approximately 78-percent of the projected parking

demand. The buildout of the remaining portion of the site will result in a loss of 234

spaces. To determine a more realistic estimate of parking needed to support the

buildout of the site, the parking rate for the site developed through the comparison of

the observed parking demand versus the projected parking demand was applied to

the projected parking demand for the full development. Table 10 summarizes the

projected increase in parking supply to accommodate the buildout of the

development.


Table 10 Projected Increase in Parking Supply

Existing

Parking

Supply 1

Reduction in

Parking

Supply for

Development

Buildout 2

Projected

Peak Day

Parking

Demand 3

Proposed

Increase in

Parking

Supply

Parking –

unadjusted

2,275 234

2,787 746

Parking – with site

parking rate applied 4

2,174 133

1 Based on parking supply count conducted in March 2016. 2 Loss in parking spaces on site to accommodate the buildout of the development. 3 From Table 9. 4 Parking demand estimates with site parking rate of 78-percent applied.

As shown in Table 10, using the unadjusted projected parking demand for the total

development results in an increase of 746 parking spaces to accommodate the

buildout of the development and replace the removed spaces. Applying the

calculated site parking rate of 78-percent to the projected parking demand results in

an increase of 133 parking spaces to accommodate the buildout of the development

and replace the removed spaces. Since the development includes two uses (Town

Center Theater and medical office) that do not currently exist on site, the site parking

rate may change with the buildout of the site. Therefore, to allow for a potential

change in the site parking rate, the proposed buildout of the site is anticipated to

include the construction of approximately 383 parking spaces (149 new spaces plus

234 replaced spaces) in a structured parking garage.

In addition to the shared parking assessment based on ULI, the number of required

parking spaces for the proposed development based on the Town of Lynnfield Zoning

Bylaws was identified. Table 11 summarizes the required parking.

Table 11 Required Parking Summary

Existing

Development 1

Existing

Development

+ Proposed

Development 2 Increase

Required Spaces 1,563 2,005 442 1 Based on requirements outlined in the Town of Lynnfield Zoning Bylaws. 2 Based on requirements outlined in the Town of Lynnfield Zoning Bylaws. Assumed parking requirement of 1space/3 seats

for theater use since no information is provided in Zoning Bylaws.

As shown in Table 11, the required increase in parking supply based on the zoning

bylaws for the proposed development is 442 spaces. It should be noted the required

number of spaces for the entire development is less than the existing supply of 2,275


spaces. However, the maximum observed March parking demand for built portion of

the development (1,665 spaces) is slightly higher than the required number of spaces.

As previously discussed, March is considered an average month for parking and

therefore the parking occupancy counts do not represent peak parking conditions.

26 Traffic Operations Analysis \\mawatr\ts\09800.01\reports\TIAS_FINAL_032817.docx

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.

Level-of-Service and Delay Criteria

Level-of-service (LOS) is the term used to denote the different operating conditions

that occur on a given roadway segment under various traffic volume loads. It is a

qualitative measure of the effect of a number of factors including roadway geometrics,

speed, travel delay, freedom to maneuver, and safety. Level-of-service provides an

index to the operational qualities of a roadway segment or an intersection. Level-of-

service designations range from A to F, with LOS A representing the best operating

conditions and LOS F representing the worst operating conditions. Level-of-service at

intersections is a function of average vehicle control delay and has different ranges for

signalized and unsignalized intersections. Therefore, a minor increase in vehicle delay

may result in a change in level-of-service if the intersection is operating close to the

upper range for a particular level-of-service designation. Table 12 summarizes the

level-of-service criteria.


Table 12 Level-of-service Criteria

Level-of-service

Signalized

Intersection

Control Delay

(sec/veh)

Unsignalized

Intersection

Control Delay

(sec/veh)

A 0 – 10 0 – 10

B > 10 – 20 > 10 – 15

C > 20 – 35 > 15 – 25

D > 35 – 55 > 25 – 35

E > 55 – 80 > 35 – 50

F > 80 > 50

As shown in Table 12, and increase in intersection control delay from 80 seconds to 81

seconds would result in a change in level-of-service from LOS E to LOS F, however the

increase in intersection control delay is only one second.

For this study, capacity analyses were completed for the signalized and unsignalized

study area intersections. Level-of-service (LOS) designation is reported differently for

signalized intersections and unsignalized intersections. For signalized intersections,

the analysis considers the operation of each lane or lane group entering the

intersection and assigns a LOS designation to each. Overall intersection data is then

calculated in order to represent the overall conditions at the intersection. The

evaluation criteria used to analyze the signalized study area intersections is based on the

percentile-delay method (Synchro results). For unsignalized intersections, the analysis

assumes that traffic on the mainline is not affected by traffic on the side streets. The

LOS is determined primarily for left-turns from the main street and all movements from

the minor street. The evaluation criteria used to analyze the unsignalized study area

intersections is based on the 2010 Highway Capacity Manual (HCM)4.

Level-of-Service Analysis

Levels-of-service analyses were conducted for the 2017 Existing, 2024 No-Build, and

2024 Build conditions for the signalized and unsignalized study-area intersections.

�

4 Transportation Research Board, Highway Capacity Manual, Washington, D.C., 2010.


Signalized Intersection Capacity Analyses

Table 13 presents a summary of the capacity analyses for the signalized intersections

in the study area. The capacity analyses worksheets are included in the Appendix to

this document.


Table 13 Signalized Intersection Capacity Analysis

2017 Existing Conditions 2024 No-Build Conditions 2024 Build Conditions

Location Movement v/c a Del b LOS c 50 Q d 95 Q e v/c Del LOS 50 Q 95 Q v/c Del LOS 50 Q 95 Q

Walnut Street at Market Street Driveway/ I-95 SB Ramps

Weekday EB L 0.69 56 E 81 135 0.73 61 E 80 133 0.77 62 E 93 150

Evening EB T 0.36 38 D 70 113 0.38 39 D 69 111 0.43 38 D 86 132

EB R 0.48 3 A 0 40 0.49 4 A 11 48 0.52 4 A 25 63

WB L 0.29 26 C 48 79 0.33 27 C 57 90 0.32 25 C 52 82

WB T/R 0.59 32 C 155 214 0.58 32 C 158 218 0.57 30 C 160 217

NB L 0.53 9 A 61 m86 0.57 10 B 77 m83 0.65 14 B 88 m97

NB T/R 0.60 9 A 94 m134 0.70 10 B 139 m147 0.71 11 B 138 m145

SB L 0.11 28 C 13 46 0.12 29 C 13 47 0.13 32 C 15 48

SB T/R 0.40 26 C 117 #276 0.45 29 C 133 #324 0.50 32 C 144 #328

Overall 18 B 19 B 20 C

Saturday EB L >1.20 >120 F ~142 #230 >1.20 >120 F ~108 #225 >1.20 >120 F ~149 #276

Midday EB T 0.71 50 D 174 #248 0.68 49 D 148 #251 0.74 52 D 183 #327

EB R 0.60 6 A 44 72 0.55 5 A 31 100 0.57 6 A 52 146

WB L 0.35 29 C 43 77 0.38 29 C 47 88 0.40 30 C 47 88

WB T/R 0.88 51 D 306 #446 0.87 51 D 279 #446 0.87 50 D 300 #486

NB L 0.81 25 C 263 m403 0.81 24 C 263 m400 0.97 41 D 386 m#529

NB T/R 0.43 9 A 94 m144 0.50 11 B 121 m204 0.51 10 A 115 m150

SB L 0.11 30 C 15 35 0.12 30 C 16 42 0.15 31 C 16 42

SB T/R 0.52 30 C 132 191 0.50 30 C 142 230 0.64 36 D 157 251

Overall 42 D 35 C 46 D

Walnut Street at Route 95 NB Ramps

Weekday EB L 0.57 40 D 126 195 0.59 40 D 139 217 0.63 41 D 150 231

Evening EB R 0.78 45 D 163 218 0.82 47 D 182 248 0.82 47 D 182 248

NB T 0.90 80 F 538 m514 1.00 83 F ~595 m570 1.01 82 F ~617 m573

NB R 0.18 0 A 0 m0 0.20 0 A 0 m0 0.20 0 A 0 m0

SB L 0.85 44 D 122 #310 0.95 61 E ~173 #359 0.99 73 E ~196 #387

SB T 0.30 9 A 74 193 0.34 10 A 88 221 0.36 10 A 153 213

Overall 45 D 49 D 50 D

Saturday EB L 0.93 69 E 236 #407 0.96 74 E 251 251 1.09 107 F ~325 #517

Midday EB R 0.86 66 E 190 #285 0.88 80 E 202 #307 0.88 79 E 202 #307

NB T 0.78 72 E 197 328 0.78 73 E 192 339 0.81 74 E 209 352

NB R 0.08 0 A 0 m0 0.08 0 A 0 m0 0.08 0 A 0 m0

SB L 1.17 120 F ~161 #367 >1.20 >120 F ~167 #381 >1.20 >120 F ~286 #480

SB T 0.33 11 B 120 195 0.35 11 B 118 195 0.38 11 B 139 223

Overall 65 E 73 E 88 F

a. Volume to capacity ratio. b. Average total delay, in seconds per vehicle. c. Level-of-service. d. 50th percentile queue, in feet. e. 95th percentile queue, in feet. ~ Volume exceeds capacity, queue is theoretically infinite. # 95th percentile volume exceeds capacity, queue may be longer. m Volume for 95th percentile queue is metered by upstream signal.


Table 13 Signalized Intersection Capacity Analysis (continued)



Walnut Street at Salem Street

Weekday EB L 0.64 34 C 132 154 0.61 34 C 121 172 0.61 34 C 121 172

Evening EB T/R 0.83 42 D 260 280 0.79 39 D 231 312 0.79 39 D 231 312

WB L 0.29 44 D 18 39 0.25 44 D 16 40 0.25 44 D 16 40

WB T 0.49 46 D 71 104 0.52 49 D 70 115 0.52 49 D 70 115

WB R 0.48 11 B 0 40 0.49 11 B 0 54 0.49 11 B 0 55

NB L/T/R 1.08 96 F ~596 #962 1.14 110 F ~663 #1033 1.16 116 F ~674 #1040

SB L 0.44 9 A 12 m22 0.48 12 B 13 m30 0.51 14 B 15 m41

SB T 0.32 5 A 32 42 0.34 5 A 30 52 0.34 5 A 30 57

SB R 0.05 0 A 0 m0 0.05 0 A 0 m0 0.05 0 A 0 m0

Overall 44 D 49 D 50 D

Saturday EB L 0.39 43 D 52 89 0.39 51 D 50 93 0.39 51 D 50 93

Midday EB T/R 0.49 31 C 101 155 0.52 32 C 100 169 0.52 32 C 100 169

WB L 0.33 46 D 25 54 0.29 45 D 22 54 0.29 45 D 22 54

WB T 0.66 57 E 87 139 0.64 55 E 86 148 0.64 55 E 86 148

WB R 0.50 16 B 0 47 0.49 16 B 0 57 0.51 17 B 0 60

NB L/T/R 0.71 25 C 304 466 0.75 27 C 350 #585 0.76 27 C 362 #601

SB L 0.23 17 B 47 m69 0.23 17 B 48 m68 0.27 17 B 56 m76

SB T 0.33 25 C 196 m254 0.34 23 C 202 m253 0.34 22 C 210 m262

SB R 0.05 0 A 0 m0 0.05 0 A 0 m0 0.05 0 A 0 m0

Overall 26 C 27 C 27 C

Audubon Road/Pleasure Island Road & Audubon Road/Market Street

Weekday WB L 0.48 25 C 30 73 0.50 26 C 32 74 0.55 27 C 39 84

Evening NB T 0.23 2 A 12 24 0.24 2 A 13 26 0.25 2 A 13 26

SB T 0.77 10 B 140 211 0.79 11 B 155 232 0.80 11 B 160 234

Overall 10 A 10 B 11 B

Saturday WB L 0.36 10 B 17 28 0.34 10 B 15 30 0.39 10 B 20 37

Midday NB T 0.31 3 A 5 21 0.31 3 A 6 21 0.38 3 A 6 23

SB T 0.18 7 A 10 20 0.16 7 A 8 20 0.18 8 A 9 22

Overall 6 A 6 A 6 A

a. Volume to capacity ratio. b. Average total delay, in seconds per vehicle. c. Level-of-service. d. 50th percentile queue, in feet. e. 95th percentile queue, in feet. ~ Volume exceeds capacity, queue is theoretically infinite. # 95th percentile volume exceeds capacity, queue may be longer. m Volume for 95th percentile queue is metered by upstream signal.





Audubon Road/Pleasure Island Road & Route 128 SB On-Ramp/Route 128 SB Off-Ramp

Weekday WB L/T 0.72 27 C 97 191 0.74 29 C 108 #219 0.74 30 C 110 #222

Evening WB R 0.04 0 A 0 0 0.04 0 A 0 0 0.04 0 A 0 0

NB L 0.59 15 B 29 #76 0.64 18 B 34 #109 0.65 19 B 34 #113

NB T 0.22 7 A 30 58 0.23 7 A 34 61 0.24 7 A 36 64

SB T 0.71 20 C 106 174 0.73 21 C 120 186 0.74 21 C 124 192

SB R 0.47 1 A 0 0 0.50 1 A 0 0 0.51 1 A 0 0

Overall 13 B 13 B 13 B

Saturday WB R/T 0.49 18 B 43 95 0.50 18 B 45 91 0.50 18 B 45 91

Midday WB R 0.04 0 A 0 0 0.04 0 A 0 0 0.05 0 A 0 0

NB L 0.26 6 A 15 40 0.29 7 A 118 43 0.30 7 A 18 43

NB T 0.15 5 A 16 34 0.16 5 A 18 37 0.19 5 A 22 42

SB T 0.17 12 B 22 42 0.17 12 B 22 45 0.20 12 B 26 52

SB R 0.12 0 A 0 0 0.12 0 A 0 0 0.13 0 A 0 0

Overall 8 A 8 A 8 A

Paradise Road/Audubon Road/Pleasure Island Road & Salem Street

Weekday EB L 0.61 12 B 81 136 0.65 13 B 93 155 0.67 13 B 98 162

Evening EB T/R 0.50 10 A 97 161 0.54 10 B 113 186 0.54 10 B 113 186

WB L 0.04 24 C 2 10 0.04 24 C 2 10 0.04 24 C 2 10

WB T 0.43 26 C 52 75 0.41 27 C 48 80 0.42 27 C 48 80

WB R 0.22 3 A 0 21 0.22 3 A 0 227 0.22 3 A 0 27

NB L 0.05 20 B 5 13 0.04 20 B 3 15 0.04 20 B 3 15

NB T/R 0.08 12 B 5 16 0.06 13 B 3 21 0.06 13 B 3 21

SB L/T 0.66 34 C 79 #174 0.72 38 D 87 #193 0.73 39 D 87 #193

SB R 0.81 14 B 164 #358 0.87 18 B 197 #524 0.88 20 B 209 #543

Overall 15 B 17 B 18 B

Saturday EB L 0.55 9 A 47 106 0.57 9 A 50 116 0.63 10 A 60 136

Midday EB T/R 0.32 6 A 35 81 0.33 6 A 36 88 0.32 6 A 37 88

WB L 0.09 21 C 4 19 0.08 21 C 4 19 0.08 21 C 4 19

WB T 0.30 20 C 30 61 0.30 20 C 31 65 0.31 21 C 33 65

WB R 0.12 3 A 0 16 0.12 3 A 0 19 0.12 3 A 0 19

NB L 0.18 21 C 11 31 0.16 21 C 10 32 0.16 21 C 11 32

NB T/R 0.12 14 B 5 21 0.10 14 B 4 23 0.10 14 B 4 23

SB L/T 0.30 23 C 19 51 0.32 24 C 21 54 0.31 24 C 22 54

SB R 0.36 3 A 16 43 0.38 3 A 19 47 0.42 4 A 24 57

Overall 9 A 9 A 10 A

a. Volume to capacity ratio. b. Average total delay, in seconds per vehicle. c. Level-of-service. d. 50th percentile queue, in feet. e. 95th percentile queue, in feet. ~ Volume exceeds capacity, queue is theoretically infinite. # 95th percentile volume exceeds capacity, queue may be longer.





Salem Street & I-95 NB Ramps

Weekday EB L/T 1.02dl 15 B 53 112 1.07dl 13 B 63 119 >1.20dl 17 B 60 124

Evening WB T/R 0.52 4 A 21 50 0.52 3 A 25 50 0.56 4 A 25 54

SB L 0.41 15 B 24 59 0.46 19 B 31 82 0.43 16 B 27 68

SB R 0.01 0 A 0 0 0.01 0 A 0 0 0.01 0 A 0 0

Overall 10 A 9 A 11 B

Saturday EB L/T 0.47 9 A 25 51 0.50 9 A 28 58 0.53 9 A 29 63

Midday WB T/R 0.39 6 A 20 42 0.40 6 A 21 46 0.42 6 A 23 51

SB L 0.33 11 B 15 38 0.35 12 B 17 43 0.36 12 B 19 48

SB R 0.04 0 A 0 0 0.04 0 A 0 0 0.04 0 A 0 0

Overall 8 A 8 A 8 A

a. Volume to capacity ratio. b. Average total delay, in seconds per vehicle. c. Level-of-service. d. 50th percentile queue, in feet. e. 95th percentile queue, in feet. ~ Volume exceeds capacity, queue is theoretically infinite. # 95th percentile volume exceeds capacity, queue may be longer.

As shown in the Table 13, the majority of the signalized study area intersections are

expected to experience minimal operational impacts (an increase in overall

intersection delay of one second or less) with the addition of the proposed project

traffic. Two of the signalized study area intersections are expected to experience

minor operational impacts during the Saturday midday peak hour only; Walnut Street

at Market Street/I-95 SB ramps (an increase in overall intersection delay of 11

seconds) and Walnut Street at I-95 NB ramps (a change in overall intersection delay of

15 seconds). It should be noted that the Saturday midday peak hour analysis is highly

conservative as it considers the Town Center Theater’s peak hour of generation is

concurrent with the roadway peak hour and the medical office is open and fully

operational. The operational impacts at the signalized study area intersections would

be imperceptible to the average driver along Walnut Street, Salem Street, and

Audubon Road/Pleasure Island Road.

Unsignalized Intersection Capacity Analyses

The analytical methodologies typically used for the analysis of unsignalized

intersections use conservative analysis parameters, such as high critical gaps5. Actual

field observations indicate that drivers on minor streets generally accept smaller gaps

�

5 ‘Critical gap’ is defined as the minimum time, in seconds, between successive major-stream vehicles, in which a minor-

street vehicle can make a maneuver


in traffic than those used in the analysis procedures and therefore experience less

delay than reported by the analysis software. Consequently, the analysis results tend

to overstate the actual delays experienced in the field. For this reason, the results of

the unsignalized intersection analyses should be considered highly conservative.

Table 14 presents a summary of the capacity analyses for the unsignalized

intersections in the study area. The capacity analyses worksheets are included in the

Appendix to this document.

Table 14 Unsignalized Intersection Capacity Analysis


Location Movement D a v/c b Del c LOS d 95 Q e D v/c Del LOS 95 Q D v/c Del LOS 95 Q

King Rail Drive at Audubon Road

Weekday EB L 105 0.19 12 B 18 105 0.17 12 B 15 125 0.21 12 B 20

Evening EB R 155 0.17 9 A 15 155 0.16 9 A 15 155 0.17 9 A 15

NB L 110 0.08 8 A 8 110 0.08 8 A 5 110 0.08 8 A 8

Saturday EB L 120 0.22 12 B 23 120 0.20 12 B 18 180 0.30 13 B 33

Midday EB R 125 0.16 9 A 15 125 0.14 9 A 13 125 0.15 10 A 13

NB L 75 0.06 8 A 5 75 0.06 8 A 5 75 0.06 8 A 5

King Rail Drive at Market Street Driveway

Weekday EB L/T/R 250 0.35 9 A 50 250 0.33 8 A 25 305 0.43 10 B 50

Evening WB L/T/R 670 0.73 16 C 175 670 0.68 13 B 150 730 0.74 16 C 175

NB L/T/R 255 0.38 10 B 50 255 0.38 10 A 50 260 0.43 12 B 50

SB L/T/R 175 0.30 10 A 25 175 0.29 9 A 25 215 0.38 11 B 50

Saturday EB L/T/R 350 0.58 15 C 100 350 0.56 15 B 75 415 0.70 21 C 150

Midday WB L/T/R 1040 1.14 91 F 775 1040 1.10 79 F 700 1170 >1.20 >120 F 1050

NB L/T/R 325 0.75 26 D 150 325 0.62 19 C 100 325 0.70 26 D 125

SB L/T/R 305 0.73 29 D 150 305 0.69 26 D 125 360 0.90 51 F 250

a. Demand of critical movement. b. Volume to capacity ratio. c. Average total delay, in seconds per vehicle. d. Level-of-service. e. 95th percentile queue, in feet.

As shown in the Table 14, the unsignalized study area intersections of King Rail Drive

at Audubon Road (during both peak hours) and King Rail Drive at Market Street

Driveway (during the weekday evening peak hour) are expected to experience minimal

operational impacts (an increase in intersection delay of three seconds or less) with

the addition of the proposed project traffic. The operational impacts at these

locations during the peak hours specified would be imperceptible to the average

driver. The unsignalized study area intersection of King Rail Drive at Market Street

Driveway (during the Saturday midday peak hour) is expected to experience moderate

operational impacts (an increase in intersection delay of 54 seconds or less). However,

this intersection is internal to the site and the impacts associated would only be

experienced by customers of the site and not by traffic traveling adjacent to the site.


It should be noted that the Saturday midday peak hour analysis is highly conservative

as it considers the Town Center Theater’s peak hour of generation is concurrent with

the roadway peak hour and the medical office is open and fully operational.

35 Conclusion \\mawatr\ts\09800.01\reports\TIAS_FINAL_032817.docx

5 Conclusion

VHB, Inc. has prepared a traffic impact and access study (TIAS) to assess traffic

impacts associated with the modification to the remaining buildout of the

MarketStreet Lynnfield development program to include a Town Center Theater,

medical office, and retail uses. MarketStreet Lynnfield development is located along

Walnut Street in Lynnfield, Massachusetts.

This assessment considers the following nine intersections:

Lynnfield:






Wakefield






of the study area intersections during the weekday evening peak period from 4:00

PM to 6:00 PM and on a Saturday midday peak period from 11:00 AM to 2:00 PM in


with the TMCs, 72-hour automatic traffic recorder (ATR) counts were conducted

36 Conclusion \\mawatr\ts\09800.01\reports\TIAS_FINAL_032817.docx

along Market Street to the west of Walnut Street both in March 2016 and January

2017.

The proposed project is expected to result in a total 168 net new trips (59

entering/109 exiting) during the weekday evening peak hour and 336 net new vehicle

trips (173 entering/163 exiting) during the Saturday midday peak hour. It should be

noted that the trip generation projections assume the Town Center Theater’s peak

hour of generation is concurrent with the roadway peak hour and the medical office

is open and fully operational. Therefore, the trip generation projections may be

highly conservative, particularly during the Saturday midday.

A shared parking assessment was conducted for the proposed buildout of the site.

The results of the shared parking assessment in combination with a comparison of

the existing site parking occupancy versus the projected parking demand indicate

proposed construction of approximately 383 parking spaces (149 new spaces plus

234 replaced spaces) in a structured parking garage can accommodate the buildout

of the development. Based on the zoning requirements for the Town of Lynnfield,

the required number of parking spaces for the buildout of the development is less

than the existing supply of 2,275 spaces.

Capacity analyses were conducted for each of the study area intersections under 2017

Existing conditions, 2024 No-Build conditions (without the proposed development),

and 2024 Build conditions (with the proposed development). The results of the

analysis indicate operational impacts associated with the proposed buildout of the

site would be imperceptible to the average driver along Walnut Street, Salem Street,

and Audubon Road/Pleasure Island Road. It should be noted that the analysis is

highly conservative as it considers the Town Center Theater’s busiest periods are

concurrent with peak commuter periods, which is typically not the case. In addition,

the analysis assumes the medical office space is open and fully operational on

weekends, however it may operate on reduced hours with reduced or no

doctors/staff on weekends.

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