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Executive Summary
Submitted to:
Newburyport City Council
May 5, 2010
Submitted by
Tetra Tech Rizzo
Table of Contents
1.0 Introduction...................................................................................................................................... 3
2.0 Existing Conditions.......................................................................................................................... 3
3.0 Future 2030 No-Build Traffic Volumes and Intersection Operations ............................................. 4
3.1 Site Access.......................................................................................................................... 5
3.2 Project Trip Generation ...................................................................................................... 6
3.3 Project Trip Distribution ..................................................................................................... 6
3.4 Future 2030 Build Traffic Volumes and Intersection Operations....................................... 7
List of Tables
Table 1 Trip Generation Summary .................................................................................................. 6
Table 2 Generalized Trip Distribution (Downtown Newburyport) ................................................. 7
Table 3 Traffic Volume Summary ................................................................................................... 8
Table 4 Intersection Capacity Analyses Summary ........................................................................ 10
List of Figures
Figure 1 Green Street – Option A Site Plan
Figure 2 Green Street – Option B Site Plan
Figure 3 Titcomb Street – Option A Site Plan
Figure 4 Titcomb Street – Option B Site Plan
Figure 5 Site Locations and Study Intersections
Figure 6 2010 Existing Morning Peak Hour Traffic Volumes
Figure 7 2010 Existing Afternoon Peak Hour Traffic Volumes
Figure 8 Titcomb Street – Option A MVRTA Bus Path
Figure 9 Titcomb Street – Option B MVRTA Bus Path
The study area for the traffic impact analysis (Figure 5) was defined based on discussions with
Newburyport Town officials and the MVTRA and included the following intersections:
Impact analysis was also performed at the driveways that would serve the proposed parking
facility at both sites. Under existing conditions only site driveways currently active when the
traffic counts were obtained were analyzed. These include three driveways serving the Green
Street site and one driveway at the Titcomb Street site. These driveways are:
MV
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52
MV
RT
AR
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52
MV
RT
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52
Study Intersections
1 Merrimac Street/Route 1 Southbound Ramps
2 Merrimac Street/Route 1 Northbound Ramps
3 Merrimac Street/Market Street
T
Site Driveway Intersections
EE
T
8 Green Street/Green Street Parking Lot Drive
E
TR
TRE
9 Merrimac Street/Green Street Parking Lot Drive
RS
10 Pleasant Street/Unicorn Street
RS
E
NT 11 Merrimac Street/Health Club Driveway
ME
WI
SUM
1
2
3 ME
RRI
MA
CS
TRE
11 ET
4
5
9
Titcomb Street
Site
8 Green Street
6
Site
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7
E
LI
TR
BE
RT
BS
10 Y
ST
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PL
EET
EA RE
ET
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C
SA MI
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TIT
NT DD
E
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ST LE
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W ST
AS ET RE
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EE
HI ET
GR
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RK
STR
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MA
N
ST
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STA
ET
280 0
Intermodal Parking Facility
70 140 280
Alternative Site Evaluation Report
ONE GRANT STREET, FRAMINGHAM, MA
At the Route 1/Merrimac Street interchange, vehicles exiting from the ramps and turning left or
continuing straight operate at LOS E or F during the peak hours with average vehicle delays higher
during the afternoon peak hour.
Merrimac Street at Market Street operates at LOS A. Market Street operates at LOS C during the
morning peak hour and LOS F during the afternoon peak hour.
Analysis of the traffic movements at study area driveways shows that the operations are at LOS C
or better all locations with two exceptions during the afternoon peak hour. At the Green Street
Parking Lot Drive/Merrimac Street intersection the driveway right-turn movement experiences
delays of 43 seconds and operates at LOS E. At the Health Club Drive/Merrimac Street
intersection, vehicles exiting from the driveway operate at LOS D with 32 seconds of delay.
The 2030 No-Build peak hour volumes include the 2010 peak hour volumes increased by 0.5
percent per year plus trips generated by the Waterfront West redevelopment project. With 20 years
of traffic growth, average vehicle delays at the study area intersection are expected to increase and
in some locations level of service would degrade. Locations where operations are at LOS D or
better under existing conditions and by 2030 would be at LOS E/F include:
Green Street – Option A. Under this option two driveways would provide access to the main
parking area including a driveway on Green Street and a driveway on Merrimac Street. The
existing driveway on Green Street would be relocated approximately 30 feet to the north and
would function as it currently does with only a right turn in and a right turn out. Similarly, the
driveway on Merrimac Street would be relocated approximately 50 feet to the east and would
allow only a right turn in and a right turn out. Access to the site via Unicorn Street would no longer
be provided. Unicorn Street, under this option would be discontinued at the point where it
currently enters the main Green Street lot.
MVRTA buses would be provided two berths on the south side of Merrimac Street between Green
Street and the site driveway.
Green Street – Option B. The proposed driveways for Green Street – Option B are the same as
described above for Option A except that Unicorn Street would not be discontinued and would
provide full access to the site.
MVRTA buses would be provided two berths on the south side of Merrimac Street between Green
Street and the site driveway.
Titcomb Street – Option A . Titcomb Street – Option A would require the closure of Titcomb
Street between Pleasant Street and Merrimac Street. The site would be accessed by three
driveways. The garage would have one driveway located on Merrimac Street located
approximately 225 feet west of existing Titcomb Street. The surface parking lot would be serviced
by two driveways: one on Merrimac Street, approximately 60 feet east of Titcomb Street and one
on Pleasant Street. The Pleasant Street driveway would be located within the current Titcomb
Street right of way, making a sharp turn as it connects to the parking lot.
MVRTA buses would be provided two berths on the south side of Merrimac Street between the
garage and surface lot driveways. Under Titcomb Street Option A, the MVRTA Route 52 bus
would travel to these berths by entering downtown via Green Street as it currently does, turning
left onto Pleasant Street, turning right from Pleasant Street onto Market Street and finally turning
right from Market Street onto Merrimac Street. These modifications to Route 52 (described in
Section 5.0) are shown on Figure 3. Figure 8 depicts the turning path for each of these turns. As
seen on the figure, approximately three on-street parking spaces on the south side of Pleasant
Street and one on-street parking space on the south side of Merrimac Street may need to be
removed to accommodate the bus pathway.
Titcomb Street – Option B. The Titcomb Street – Option B garage would be provided two
driveways: one on Merrimac Street and one on Titcomb Street. The Merrimac Street driveway
would be located approximately 165 feet east of Titcomb Street and the Titcomb Street driveway
80 0
Intermodal Parking Facility
20 40 80
Alternative Site Evaluation Report
ONE GRANT STREET, FRAMINGHAM, MA
Under Titcomb Street Option B, the MVRTA bus would travel to these berths by entering
downtown via Green Street as it currently does, turning left onto Pleasant Street and finally turning
right from Pleasant Street onto Titcomb Street. When the buses leave the berths they would then
turn right from Market Street onto Merrimac Street. These modifications to Route 52 (described in
Section 5.0) are shown on Figure 4. Figure 9 depicts the turning path for each of these turns. As
seen on the figure, approximately three on-street parking spaces on the south side of Pleasant
Street and one on-street parking space on the west side of Titcomb Street may need to be removed
to accommodate the bus pathway.
Redistributed Trips to Site from NRA lots 60 54 63 63 135 116 143 143
Total Trips at Site Driveways 214 208 95 95 549 497 202 193
80 0
Intermodal Parking Facility
20 40 80
Alternative Site Evaluation Report
ONE GRANT STREET, FRAMINGHAM, MA
As discussed above, the larger Titcomb Street options generate fewer net new trips to/from
downtown than the smaller Green Street options as existing uses on the Titcomb Street property
would be removed as a result of development on that site. Thus, the study area intersections (not
including site driveway intersections) generally show that selection of Green Street Option A
would generally result in higher increases in traffic levels at the study area intersections.
Green Street - Option B Driveway Intersections. Similar to Option A, the only traffic
movement at the site driveways which is anticipated to operate at LOS F is the right turn from the
site driveway onto Merrimac Street during the afternoon peak hour. However, the volume to
capacity ratio for this movement is 0.71indicating reserve capacity and the average vehicle delay is
98 seconds.
Titcomb Street - Option A Driveway Intersections. Traffic operations at the site driveways are
at LOS D or better during the morning peak hour. However, the structured parking garage
driveway and surface parking lot driveway approaches to Merrimac Street would both operate at
LOS F during the afternoon peak hour. Traffic volumes on Merrimac Street by 2030, adjacent to
this site would be approximately 1,500 per hour, making a left turn from the site driveways
difficult.
The structured parking garage driveway approach is approximately six percent over capacity. The
conceptual design for this option indicates a single lane on the driveway approach. As the design is
advanced, separate left and right turn lanes should be considered. With a two lane approach,
vehicle queues in the garage would be minimized and the 43 right turning vehicles would not be
obstructed by 53 left turning vehicles during the afternoon peak hour.
Although the 16 vehicles projected to exit from the surface parking lot driveway during the
afternoon peak hour would experience an average delay of 50 seconds, the volume to capacity
ratio for the driveway approach is 0.18 indicating that one approach lane is sufficient.
Titcomb Street – Option B Driveway Intersections. Traffic operations at the three site
driveways operate at LOS C or better during the morning peak hour. During the afternoon peak
hour, the structured parking facility driveway approach to Merrimac Street would operate at LOS F
with approximately 58 seconds of average delay. The volume to capacity ratio for the driveway is
0.44 indicating that the single lane approach is sufficient.
Location Hour v/c1 Delay2 LOS3 v/c Delay LOS v/c Delay LOS v/c Delay LOS v/c Delay LOS v/c Delay LOS
Signalized intersections
Merrimac St/Green St AM 0.66 23.6 C 0.79 30.6 C 0.74 28.2 C 0.74 27.9 C 0.74 27.6 C 0.71 25.9 C
PM 0.96 53.6 D 1.44 >120 F 1.13 >120 F 1.08 115.7 F 1.12 >120 F 1.07 114.9 F
Green St/Pleasant St AM 0.15 10.0 A 0.18 9.7 A 0.19 9.2 A 0.19 9.3 A 0.18 9.4 A 0.18 9.5 A
PM 0.24 9.8 A 0.29 10.1 B 0.29 10.1 B 0.31 10.6 B 0.28 10.0 A 0.29 10.2 B
Unsignalized Intersections
Merrimac Street/Route 1 Southbound Ramps
Merrimac Street WB LT AM 0.06 9.2 A 0.07 9.6 A 0.07 9.6 A 0.07 9.6 A 0.07 9.5 A 0.07 9.5 A
PM 0.13 9.5 A 0.16 10.2 B 0.17 10.3 B 0.16 10.3 B 0.16 10.2 B 0.16 10.2 B
Route 1 SB LT AM 0.98 103.2 F 1.40 >120 F 1.44 >120 F 1.44 >120 F 1.33 >120 F 1.33 >120 F
PM 1.59 >120 F 2.79 >120 F 2.95 >120 F 2.86 >120 F 2.75 >120 F 2.73 >120 F
Route 1 SB TH/RT AM 0.33 17.9 C 0.43 22.8 C 0.44 23.2 C 0.44 23.2 C 0.42 22.0 C 0.42 22.0 C
PM 0.56 30.0 D 0.83 65.7 F 0.86 71.8 F 0.84 68.5 F 0.83 65.5 F 0.83 65.0 F
Merrimac Street/Route 1 Northbound Ramps
Merrimac Street EB LT AM 0.09 8.6 A 0.11 9.0 A 0.11 9.0 A 0.11 9.0 A 0.11 9.0 A 0.11 9.0 A
PM 0.20 11.0 B 0.25 12.1 B 0.26 12.4 B 0.26 12.4 B 0.26 12.2 B 0.25 12.1 B
Route 1 NB LT AM 0.38 46.1 E 0.60 84.8 F 0.61 87.2 F 0.61 87.9 F 0.56 75.2 F 0.56 75.4 F
PM 1.12 >120 F 2.03 >120 F 2.21 >120 F 2.25 >120 F 2.06 >120 F 1.99 >120 F
Route 1 NB TH AM 0.43 49.8 E 0.66 94.0 F 0.67 96.2 F 0.67 97.0 F 0.62 83.0 F 0.62 83.2 F
PM 2.25 >120 F 4.01 >120 F 4.38 >120 F 4.47 >120 F 4.08 >120 F 3.95 >120 F
Route 1 NB RT AM 0.24 15.4 C 0.31 17.7 C 0.31 18.0 C 0.31 18.0 C 0.27 16.8 C 0.27 16.8 C
PM 0.26 15.5 C 0.37 19.4 C 0.37 19.7 C 0.37 19.5 C 0.35 18.8 C 0.35 18.8 C
Merrimac Street/Market Street
Merrimac Street EB LT AM 0.02 0.5 A 0.04 1.1 A 0.04 1.1 A 0.04 1.1 A 0.04 1.1 A 0.04 1.1 A
PM 0.08 2.0 A 0.21 5.8 A 0.21 6.0 A 0.21 5.9 A 0.21 5.9 A 0.21 5.7 A
Merrimac Street WB LT AM 0.01 0.2 A 0.01 0.3 A 0.01 0.3 A 0.01 0.3 A 0.05 1.4 A 0.01 0.3 A
PM 0.01 0.3 A 0.01 0.4 A 0.01 0.4 A 0.01 0.4 A 0.04 1.2 A 0.01 0.3 A
Market Street NB AM 0.20 23.8 C 0.34 38.4 E 0.34 39.5 E 0.34 39.6 E 0.34 38.6 E 0.31 35.2 E
PM 0.92 >120 F 4.34 >120 F 4.69 >120 F 4.68 >120 F 4.73 >120 F 3.96 >120 F
Market Street SB AM 0.08 23.0 C 0.74 91.5 F 0.76 96.3 F 0.76 97.0 F 0.76 96.7 F 0.68 77.4 F
PM 0.37 53.9 F 7.15 >120 F 7.82 >120 F 7.82 >120 F 7.55 >120 F 6.37 >120 F
Merrimac Street/Titcomb Street
Merrimac Street WB LT AM 0.03 1.1 A 0.04 1.2 A 0.05 1.4 A 0.04 1.2 A - - - 0.05 1.4 A
PM 0.02 0.6 A 0.03 1.0 A 0.08 2.3 A 0.03 0.9 A - - - 0.04 1.3 A
Titcomb Street NB AM 0.13 27.5 D 0.22 39.2 E 0.23 41.2 E 0.22 40.0 E - - - 0.29 40.4 E
PM 0.14 29.2 D 0.93 >120 F 1.12 >120 F 0.91 >120 F - - - 2.15 >120 F
Pleasant Street/Titcomb Street
Pleasant Street WB LT/TH AM 0.10 9.5 A 0.12 9.7 A 0.11 9.8 A 0.12 9.8 A 0.11 9.6 A 0.12 9.7 A
PM 0.22 10.3 B 0.26 10.9 B 0.25 11.0 B 0.27 10.9 B 0.21 9.6 A 0.26 11.0 B
Pleasant Street WB TH/RT AM 0.04 9.0 A 0.05 9.1 A 0.05 9.1 A 0.05 9.1 A 0.02 9.6 A 0.06 9.0 A
PM 0.06 9.2 A 0.07 9.3 A 0.07 9.4 A 0.07 9.3 A 0.03 9.2 A 0.08 9.2 A
Green St Lot Drive NB RT AM 0.04 16.6 C 0.06 19.9 C 0.11 21.0 C 0.08 20.7 C 0.05 19.5 C 0.05 19.4 C
PM 0.35 42.5 E 0.52 75.6 F 1.01 >120 F 0.71 98.3 F 0.53 78.2 F 0.54 79.0 F
Pleasant Street/Unicorn Street
Drive NB LT AM 0.01 10.3 B 0.01 10.5 B 0.01 10.7 B 0.01 10.7 B 0.01 10.5 B 0.01 10.5 B
PM 0.01 12.0 B 0.01 12.4 B 0.01 12.3 B 0.02 13.1 B 0.01 12.4 B 0.01 12.4 B
Unicorn Street SB RT AM 0.01 9.7 A 0.01 9.8 A 0.01 9.9 A 0.02 9.9 A 0.01 9.8 A 0.01 9.8 A
PM 0.07 11.7 B 0.08 12.0 B 0.04 12.1 B 0.11 12.4 B 0.08 12.1 B 0.08 12.1 B
Merrimac Street//Health Club Drive
Merrimac StreetTitcomb St. Option A Garage Merrimac St./Titcomb St. Opt A
Driveway Merrimac St./Health Club Dr. Merrimac St./Health Club Dr. Merrimac St./Health Club Dr. Merrimac St./Health Club Dr. Garage Dr.
Merrimac Street WB LT AM 0.00 0.1 A 0.00 0.1 A 0.00 0.1 A 0.00 0.1 A 0.05 1.3 A
PM 0.01 0.2 A 0.01 0.2 A 0.01 0.2 A 0.01 0.2 A 0.05 1.4 A
Option A Drive NB AM 0.08 18.0 C 0.12 22.5 C 0.12 22.8 C 0.12 22.8 C 0.16 25.8 D
PM 0.14 32.1 D 0.25 53.6 F 0.28 61.3 F 0.28 60.7 F 1.06 >120 F
Merrimac Street/Option A Retail/Option B Merrimac St./Titcomb St. Opt A Merrimac St./Titcomb St. Opt B
Garage Driveway (6) Retail Drive Garage Drive
Merrimac Street WB LT AM - - - 0.02 0.7 A
PM 0.01 0.2 A 0.03 0.8 A