Proposed Lowe`s Home Improvement Center

Transcription

Traffic Impact and Access Study
Proposed Lowe’s Home
Improvement Center
Dennis,
Massachusetts
Prepared for
Prepared by
Lowe’s Home Centers, Inc.
1605 Curtis Bridge Road
Wilkesboro, North Carolina 28697
/Vanasse Hangen Brustlin, Inc.
Transportation, Land Development, Environmental Services
101 Walnut Street
P.O. Box 9151
Watertown, Massachusetts 02472
617.924.1770
May 2013
\\vhb\proj\Wat-LD\11822.00\reports\May 2013
TIAS\TIAS_May-06-2013-Final.doc
Table of Contents
Introduction .................................................................................................................................................. i Project Description...................................................................................................................... i Study Methodology ..................................................................................................................... i Existing Conditions .................................................................................................................................... 3 Study Area ................................................................................................................................. 3 Roadway Geometry ................................................................................................................... 4 Roadways .................................................................................................................. 4 Intersections............................................................................................................... 4 Roadway Jurisdiction ................................................................................................................. 9 Traffic Volume Data ................................................................................................................... 9 Seasonality of Count Data ....................................................................................................... 10 Public Transportation ............................................................................................................... 11 Vehicular Crash History ........................................................................................................... 12 Future Conditions ..................................................................................................................................... 16 Background Traffic Growth ...................................................................................................... 16 Historic Traffic Growth ............................................................................................. 16 Site-Specific Growth ................................................................................................ 17 No-Build Traffic Volumes ......................................................................................... 17 Future Roadway Conditions .................................................................................................... 17 Trip Generation ........................................................................................................................ 19 Trip Distribution and Assignment ............................................................................................. 21 Traffic Operations Analysis ..................................................................................................................... 22 Level-of-Service and Delay Criteria ......................................................................................... 22 Level-of-Service Analysis ........................................................................................................ 23 Signalized Intersection Capacity Analyses .............................................................. 23 Unsignalized Intersection Capacity Analyses .......................................................... 25 Roadway Link Capacity Analysis ............................................................................. 27 Freeway Weave Analyses ....................................................................................... 29 Mitigation ................................................................................................................................................... 31 Transportation Demand Management ..................................................................................... 31 Intersection/Roadway Safety Mitigation................................................................................... 33 Congestion Management ......................................................................................... 40 Fair Share Mitigation ................................................................................................ 41 Conclusion ................................................................................................................................................ 46 \\vhb\proj\Wat-LD\11822.00\reports\May 2013
i
Table of Contents
List of Tables
Table
Title
Page
Table 1 Peak Season Existing Traffic Volumes .................................................................. 10 Table 2 Vehicular Crash Data (2008 - 2010) ....................................................................... 13 Table 2 Vehicular Crash Data (2008 - 2010) continued....................................................... 14 Table 3 Proposed Project Trip Generation Breakdown ...................................................... 20 Table 4 Proposed Project Trip Distribution ........................................................................ 21 Table 5 Signalized Intersection Capacity Analysis Summary – Peak Summer Season .... 24 Table 6 Unsignalized Intersection Capacity Analyses - Peak Summer Season ................. 26 Table 7 Roadway Link Analysis Summary – Peak Summer Season.................................. 27 Table 8 Level-of Service Criteria for Weave Areas ............................................................. 29 Table 9 Ramp Weave Section Capacity Analysis Summary .............................................. 30 Table 10 Trip Reduction Requirement Calculation ............................................................... 33 Table 11 Signalized Intersection Capacity Analysis Summary – With Mitigation ................. 40 Table 12 Fair Share Mitigation Assessment ......................................................................... 44 Table 13 Mitigation Plan Cost Summary............................................................................... 45 ii
List of Tables
List of Figures
Figure
Title
Follows Page
1
Site Location Map ..................................................................................................... 1
2
Study Area Intersection Geometry ............................................................................ 4
3
Roadway Jurisdiction Map ........................................................................................ 9
4
2013 Existing Weekday Evening Peak Hour Traffic Volumes ................................ 10
5
2013 Existing Saturday Midday Peak Hour Traffic Volumes .................................. 10
6
2018 No Build Weekday Evening Peak Hour Traffic Volumes ............................... 15
7
2018 No-Build Saturday Midday Peak Hour Traffic Volumes ................................. 15
8
Project Trip Distribution........................................................................................... 19
9
2018 Build Weekday Evening Peak Hour Traffic Volumes ..................................... 19
10
2018 Build Saturday Midday Peak Hour Traffic Volumes ....................................... 19
11
Proposed Roadway Improvements – Route 134 Corridor ...................................... 31
12
Proposed Roadway Improvements – Theophilus F. Smith Road ........................... 31
iii List of Figures
Executive Summary
Vanasse Hangen Brustlin, Inc. (VHB) has prepared a traffic impact and access study
(TIAS) for the proposed Lowe’s Home Improvement Center (the “Project”) to be
located along Theophilus F. Smith Road in Dennis, Massachusetts. As designated on
the land use vision map for the Town of Dennis, the site is located in an Economic
Center. The site currently consists of approximately 15.2 acres of land which
currently house the local Dick and Ellie’s Flea Market and the Inflatable Park during
the summer season. The existing uses on site will be eliminated and as such existing
traffic associated from the existing uses will be eliminated as part of the project. The
proposed project would involve the redevelopment of the site to include an
approximately 135,018 sf Lowes Home Improvement Center with 371 parking
spaces.
Access to the site would be provided by three driveways on Theophilus F. Smith
(TFS) Road. The easternmost driveway will be an unsignalized T-type intersection
with TFS Road which will be designated for truck delivery. The middle site driveway
will be a T-type intersection with TFS Road and will be limited to right-turn in/rightturn out access. The westernmost driveway will be under traffic signal control and
will involve the realignment of Enterprise Road to form the southbound approach to
the intersection. By introducing the traffic signal and realigning Enterprise Road to
align with the site driveway, we are providing access management along this
corridor.
Based on a review of the anticipated trip generation and trip distribution for the
proposed project, a study area was established. The study area was established also
in part based on a review of the RPP and the RPP Functional Classification of Cape
Cod Roadways Map, and through consultations with both the Town of Dennis and
Cape Cod Commission. Using this approach, the project study area includes the
following 21 intersections:











Theophilus F. Smith Road and Site Driveways (3)
Theophilus F. Smith Road at Duck Pond Road/S. Gages Way
Route 134 and Theophilus F. Smith Road
Route 134 and Market Place/Patriot Square Access Driveway
Theophilus F. Smith Road and Enterprise Road
Main Street at High Bank Road
Old Bass River Road at Bob Crowell Road
Old Bass River Road at Mayfair Road
Route 134 and Route 6 Interchange (four-intersections)
Route 134 at Airline Road
Route 134 and Bob Crowell Road
iv Executive Summary





Route 134 and Upper County Road
Route 134 and Main Street (Route 28)
S. Gages Way at Great Western Road
Great Western Road at Depot Street (Harwich)
Depot Street at Depot Road (Harwich)
Manual turning movement counts [collecting peak hour data] were conducted at each
of the study-area intersections during the weekday evening peak period from 4:00
PM to 6:00 PM and the Saturday midday peak period from 11:00 AM to 1:00 PM in
August 2012. Concurrent with the TMCs, 24-hour automatic traffic recorder (ATR)
counts were conducted at the following three locations:



Route 134 south of Route 6
Theophilus F. Smith Road east of Route 134
Enterprise Road north of Theophilus F. Smith Road
The proposed project is expected to result in a total of 2,104 net new trips (1,052
entering/1,052 exiting) on a typical weekday and 3,912 net new trips (1,956
entering/1,956 exiting) on a typical Saturday. The proposed project is expected to
result in a total 215 net new vehicle trips (117 entering/98 exiting) during the
weekday evening peak hour and 301 net new vehicle trips (157 entering/144 exiting)
during the Saturday midday peak hour.
Capacity analyses were conducted for each of the study area intersections and
roadway links under 2013 Existing conditions, 2018 No-Build conditions (without the
proposed development), and 2018 Build conditions (with the proposed
development). Based on the results of these analyses and the anticipated sitegenerated traffic, the proponent will implement the following measures as part of the
proposed transportation initiatives of the proposed project:




v
Provide a comprehensive Transportation Demand Management Program (TDM)
Provide monetary contribution in accordance with MPS TR0.4
Implement intersection safety and/or capacity enhancements at:
o Theophilus F. Smith Road and Enterprise Road/Site Driveways
o Route 134 and Theophilus F. Smith Road
o Route 134 and Market Place/Patriot Square Access Driveway
o Route 134 and Route 6 Eastbound Ramps
o Route 134 and Route 6 Westbound Ramps
o Route 134 and Airline Road
o Route 134 and Bob Crowell Road
o Route 134 and Main Street (Route 28)
o Route 134 at Center Street
Provide Fair Share contribution towards additional improvements in the study
area
Executive Summary
Overall, VHB concludes that the implementation of the above-mentioned mitigation
measures not only accommodates future site-generated traffic but also improves
some existing operational deficiencies in the vicinity of the site.
vi Executive Summary
1
Introduction
This traffic study documents the findings of the traffic evaluation conducted for the
project including an assessment of existing conditions, projection of future traffic
volumes without and with the proposed development, analysis of impacts of the
proposed development and recommendations for improving existing capacity
deficiencies as well as to offset project related traffic impacts.
Project Description
The site, which is located on Theophilus F. Smith Road in Dennis, Massachusetts,
currently consists of approximately 15.2 of land which currently house the local Dick
and Ellie’s Flea Market and the Inflatable Park during the summer season. The
proposed project would involve the redevelopment of the site to include an
approximately 135,018 sf Lowes Home Improvement Center with 371 parking
spaces. The existing uses on site would be eliminated. Access to the proposed site
would be provided by three driveways (two unsignalized and one signalized with a
realigned Enterprise Road). Figure 1 shows the Project site in relation to the
surrounding area.
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
2018, a five-year time horizon, was selected as the design year for analysis for the
preparation of this traffic impact and access assessment to satisfy the Executive Office
of Environmental Affairs/Executive Office of Transportation [EOEA/EOT] guidelines and
CCC DRI requirement.
1
Introduction
The third and final stage involved conducting traffic analyses to identify both
existing and projected future roadway capacities and demands. This analysis was
used as the basis for determining potential project impacts and potential mitigation
measures.
2
Introduction
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. The study area was established also in
part based on a review of the RPP and the RPP Functional Classification of Cape Cod
Roadways Map and through consultation with CCC and the Town of Dennis. Using this
approach, the project study area will include the following 21 intersections:
















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.
3
Existing Conditions
Roadway Geometry
The major travel routes and intersections within the study area are described below.
Figure 2 shows the observed existing geometry and traffic control at each study-area
intersection.

Roadways
Route 134
Route 134 within the study area ranges from a two-lane to a four-lane roadway running
generally in a north-south direction. Route 134 is under local jurisdiction with the
exception of the section of roadway at the Route 6 interchange. The posted speed limit
along Route 134 varies between 35 mph and 45 mph. Land use along Route 134
predominantly consists of commercial uses in the vicinity of the project site, with some
residential uses north of the Route 6 interchange.
Theophilus F. Smith Road
Theophilus F. Smith Road (TFS Road) within the study area is a two-lane roadway
running generally in an east-west direction. TFS Road is under local jurisdiction and
provides two travel lanes with variable shoulder widths. The posted speed limit along
TFS Road varies between 25 mph and 35 mph within the study area. Land use along
TFS Road is a mix of retail, industrial and other commercial uses.

Intersections
The following sections describe the study-area intersections in detail.
Theophilus F. Smith Road at S. Gages Way/Duck Pond Road







Four-legged unsignalized intersection
Intersection is under all-way STOP control
All approaches provides a single general purpose lane
Southbound leg provides access to the Transfer Station
No sidewalks are provided at the intersection
No crosswalks are provided at the intersection
Land use in the area is primarily commercial and industrial
4
Existing Conditions
Theophilus F. Smith Road at Enterprise Road






Three-legged unsignalized intersection
Southbound approach provides a general purpose lane and is under STOP control
Eastbound and Westbound approach provide a single general purpose lane
Land use in the area is primarily retail, including Cranberry Square Plaza,
Cumberland Farms, and Entertainment Cinemas
Route 134 at Theophilus F. Smith Road








Three-legged signalized intersection
Northbound approach provides two general purpose lanes
Southbound approach provides two general purpose lanes and an exclusive left-turn
lane
Westbound approach provides exclusive left and right-turn lanes
A two-way left-turn lane is present just south of Theophilus F. Smith Road
Sidewalk is provided along the east side of Route 134
A crosswalk is provided across Theophilus F. Smith Road
Land use in the area is primarily retail, including two gas stations and the Mid-Cape
Home Center
Route 134 at Market Place/Patriot Square Access






Four-legged signalized intersection
Northbound and Southbound approaches provide an exclusive left-turn lane and
two general purpose lanes
Eastbound and Westbound approaches provide an exclusive left-turn lane, a through
lane, and a channelized right-turn lane
Sidewalk is provided along the east side of Route 134
A crosswalk is provided across Route 134 south of Market Place
Land use in the area is primarily retail, including Patriot Square and Market Place
shopping centers
Main Street/Old Bass River Road at High Bank Road






Four-legged unsignalized intersection
Intersection is under all-way STOP control
Sidewalk is provided along the east side of Old Bass River Road and Main Street
A crosswalk is provided across the westbound approach
Land use in the area is primarily residential
5
Existing Conditions






Westbound approach is under STOP control
Sidewalk is provided along the east side of Old Bass River Road
A crosswalk is provided across the westbound approach
Land use in the area consists of residential properties, the Johnny Kelley Recreation
Area, the former site of the Dennis DPW, and a multi-unit public apartment building






Eastbound approach is under STOP control
Sidewalk is provided along the east side of Old Bass River Road
A crosswalk is provided across the eastbound approach
Land use in the area consists of residential properties, a Masonic Lodge, and a multiunit public apartment building
Route 134 at Route 6 Eastbound Ramps







Full cloverleaf interchange
Route 134 northbound provides two general purpose lanes
Route 134 southbound provides a single lane general purpose lane
Route 6 eastbound off ramp provides an exclusive lane to Route 134 southbound but
is under YIELD control
Land use in the area is a mix of commercial and residential
Route 134 at Route 6 Westbound Ramps






Full cloverleaf interchange
Route 134 northbound provides a through lane and an exclusive right-turn lane
Route 134 southbound provides a single lane general purpose lane
6
Existing Conditions
Route 134 at Bob Crowell Road








Northbound approach provides an exclusive left-turn lane and a general purpose
lane
Southbound approach provides an exclusive left-turn lane, a through lane, and a
general purpose lane
Eastbound approach provides a general purpose lane and a channelized right-turn
lane
Westbound approach provides a single general purpose lane
Sidewalk is provided along the west side of Route 134 north of Bob Crowell Road
Land use in the area includes retail, residential, and the police station






Three-legged unsignalized, Y-type intersection
Westbound approach is under STOP control
Sidewalk is provided along the west side of Route 134
Land use in the area consists of residential properties and the Doane Beal & Ames
funeral home
Route 134 at Upper County Road




Five-legged signalized intersection
Northbound and Southbound approaches provide an exclusive left-turn lane, two
general purpose lanes, and a brief channelized right-turn lane
Eastbound approach provides an exclusive left-turn lane and a general purpose lane
Westbound approach provides a general purpose lane and an exclusive right-turn
lane
Duck Pond Road is the fifth leg and is one way traveling away from the intersection
Sidewalk is provided along the north side of Upper County Road and the east side of
Route 134.
7
Existing Conditions




Route 134 at Main Street (Route 28)






Northbound approach provides a single general purpose lane
Southbound approach provides an exclusive left-turn lane and a general purpose
lane
Eastbound and Westbound approaches provide a general purpose lane and an
exclusive left-turn lane
Sidewalks and crosswalks are provided on all four approaches to the intersection
Land use in the area includes retail, restaurant, and bank uses






Southbound approach is under STOP control
The Cape Cod Rail Trail runs east/west along the north side of Great Western Road
No crosswalks are provided at the immediate intersection, but a crossing of the Cape
Cod Rail Trail is provided north of Great Western Road
Land use in the area is primarily commercial/industrial
Great Western Road at Depot Street






Two offset, three-legged unsignalized intersections
Northbound and Southbound approaches provide a single lane under STOP control
Eastbound and westbound approaches provide an exclusive left-turn lane and a
general purpose lane
Land use in the area is primarily commercial/industrial
Depot Street at Depot Road






Three-legged unsignalized, Y-type intersection
Northbound approach is under STOP control
8
Existing Conditions
Roadway Jurisdiction
Roadways within the Town of Dennis are either under the jurisdiction of the Town of
Dennis or MassDOT. Within the project study area, all roadways are under local
jurisdiction with the exception of Route 6 and Route 28, and a section of Route 134 at the
Route 6 interchange which are under MassDOT jurisdiction. Figure 3 illustrates the
roadway jurisdiction designations within the study area.
Traffic Volume Data
Manual turning movement counts [collecting peak hour data] were conducted at each of
the study-area intersections during the weekday evening peak period from 4:00 PM to
6:00 PM, and the Saturday midday peak period from 11:00 AM to 1:00 PM. It is during
these two periods when the combination of site traffic and area background traffic are at
their most critical level. These counts were conducted in August 2012, which represents
peak summer conditions (except for the intersection of Depot Street at Depot Road,
which was counted in September 2012). The weekday evening peak period is consistent
with typical peak commuter traffic periods, and coincide with the expected peak periods
for traffic entering and exiting the proposed site. The Saturday midday peak period is
consistent with the typical peak of shopping/commercial activity and turn-over for
summer rental properties. These periods represent the most critical traffic volume
conditions. Based on the TMCs, the weekday evening peak period generally occurred
from 4:00 to 5:00 PM and the Saturday midday peak period occurred from 11:00 AM to
12:00 PM. Concurrent with the TMCs, 72-hour automatic traffic recorder (ATR) counts
were conducted on Route 134, Theophilus F. Smith Road, and Enterprise Road. A
summary of the ATR traffic data is presented in Table 1. All traffic count data is
contained in the Appendix.
9
Existing Conditions
Table 1
Peak Season Existing Traffic Volumes
Weekday
ADT a
Weekday PM Peak Period
Volume b
Kc
Dir. Dist d
Saturday
ADT a
Saturday Midday Peak Period
Volume b
Kc
Dir. Dist d
Route 134 Northbound
south of Route 6
16,900
1,410
8.3%
100% NB
16,750
1,340
8.0%
100% NB
Route 134 Southbound
south of Route 6
17,220
1,365
7.9%
100% SB
16,850
1,340
8.0%
100% NB
east of Route 134
10,900
900
8.3%
57% WB
10,220
1,090
10.7%
53% WB
Enterprise Road
north of Theophilus F Smith Rd.
5,260
415
7.9%
53% SB
5,820
530
9.1%
54% SB
a
b
c
d
daily traffic expressed in vehicles per day. Based on daily volumes for Thursday August 23, 2012 and Saturday August 25, 2012. Exact peak
hours of the ATRs may not coincide with the peak hour of the TMCs.
peak period volumes expressed in vehicles per hour
percent of daily traffic that occurs during the peak period
directional distribution of peak period traffic
Seasonality of Count Data
Comparison of traffic count data with historic seasonal data available from the Cape Cod
Traffic Counting Report 2012 indicated that August traffic counts represent peak summer
season conditions. This report also shows that August counts are approximately 31.6
percent higher than the average annual month conditions and the September counts are
approximately 8.7 percent higher than the average annual month conditions and
approximately 17.4 percent below peak summer season conditions. As such, the average
conditions capacity analysis contained in the Appendix was conducted using the CCC
Seasonal Adjustment Factors, which is 0.76 to adjust August volumes and 0.92 to adjust
September volumes to average month conditions. A factor of 1.21 was applied to the
September volumes to adjust them to peak summer season conditions. Figures 4 and 5
illustrate the 2013 Existing weekday evening and Saturday midday peak hour traffic
volumes, respectively.
10 Existing Conditions
Public Transportation
Several transit services are currently provided on Cape Cod. The following information
was provided by the Cape Cod Regional Transit Authority (CCRTA). The Proponent is
exploring opportunities to bring public transportation to the site, which would be
accommodated with a transit stop on site.
Cape Cod Regional Transit Authority
The Cape Cod Regional Transit Authority (CCRTA) oversees local bus service on Cape
Cod. There are six, year-round, fixed-route services provided by CCRTA including The
SeaLine, The Villager, and The H2OLine, Flex Route, Bourne Route, and Sandwich Route.
All buses are wheelchair accessible and equipped with bicycle racks. All SeaLine,
Villager, and H2OLine routes connect at the Plymouth & Brockton bus terminal in
downtown Hyannis.
CCRTA also offers “demand response service” through three separate lines; (1) ADA
Paratransit Service is a door-to-door, shared-ride service for those eligible individuals
who are unable to use the CCRTA fixed route services. It is a comparable service to the
fixed route service schedule in that it operates during the same hours and travels within
the ¾ of a mile of the fixed route service areas; (2) DART Service (Dial-a-Ride
Transportation) is a daily general public service that is a door-to-door, ride by
appointment, transportation service. This service is available to all Cape Cod residents
for any purpose; and (3) Boston Hospital Transportation is a service that runs four days a
week, by reservation, transportation service to 15 Boston area hospitals. The BHT has bus
stops in Wellfleet, Eastham, Orleans, Harwich, the Barnstable Commuter Lot, and the
Sagamore Commuter Lot.
While six fixed-route services are provided by the CCRTA, only one of these fixed routes
serves the Town of Dennis, which is the H2OLine. The H2OLine travels from the Hyannis
Transportation Center to Stop & Shop in Orleans. One of the stops on this route is at
Patriot Square, which is adjacent to the proposed Lowe’s site. As part of the proposed
project, the Proponent will work with the CCRTA to provide transit service to the site
through a stop on the H2OLine.
Vehicular Crash History
To identify potential vehicle crash trends in the study area, reported vehicular crash data
for the study-area intersections and roadway links was obtained from MassDOT for the
years 2008 through 2010, the most recent three-year history available. A summary of the
MassDOT vehicle crash history and crash rates is presented in Table 2. This data is
contained in the Appendix.
The 2010 MassDOT average crash rates for signalized and unsignalized intersections for
District 5 [the MassDOT district designation for Dennis] are 0.77 and 0.60, respectively.
As shown in Table 2, eight intersections within the study area have a crash rate higher
than the MassDOT District 5 average rate. Ten intersections in total have experienced
three or more crashes per year over the past three years:










Route 134 at Market Place/Patriot Square
Theophilus F. Smith Road at Enterprise Road/Cumberland Farms/Cranberry Sq.
Route 134 at Center Street
In accordance with RPP MPS TR1.3 for locations experiencing three or more crashes per
year, “The applicant shall be required to implement the needed safety improvements as
determined by the Commission…” Discussion of proposed improvements is provided in
Chapter 5, Mitigation.
In addition to the standard intersection crash analysis, the CCC requested that a collision
diagram be prepared for the weave section on Route 134 southbound between the Route
6 eastbound off ramp and the Patriot Square Driveway. The Town of Dennis Police
Department assisted VHB by compiling vehicle crash data for this section of roadway
from 2009 to March 2013. Based on this data, only four crashes were reported on this
roadway segment, which is less than one crash per year. It should also be noted that only
one of these crashes is potentially attributable to weaving maneuvers from the Route 6
eastbound off ramp to Patriot Square. The collision diagram and the crash reports
provided by the Town of Dennis are provided in the Appendix.
Table 2 Vehicular Crash Data (2008 - 2010)
Signalized?
MassDOT Average Crash Rate
Calculated Crash Rate
Exceeds Average?
Year
2008
2009
2010
Total
Average
Collision Type
Angle
Head-on
Rear-end
Rear-to-rear
Sideswipe, opposite direction
Sideswipe, same direction
Single-vehicle crash
Unknown
Not reported
Total
Crash Severity
Fatal injury
Non-fatal injury
Property damage only (none injured)
Unknown
Not reported
Total
Time of day
Weekday, 7:00 AM - 9:00 AM
Weekday, 4:00 PM - 6:00 PM
Saturday, 11:00 AM - 2:00 PM
Weekday, other time
Weekend, other time
Total
Pavement Conditions
Dry
Wet
Snow
Sand, mud, dirt, oil, gravel
Not reported
Total
Non Motorist (Bike, Pedestrian)
Route 134 at
Route 6 WB
Ramps
No
0.60
0.35
No
Route 134 at
Route 6
Interchange
(not located)
-----
Route 134 at
Bob Crowell
Road/
Hemlock
Lane
Yes
0.77
1.27
Yes
Route 134
at Airline
Road
No
0.60
0.69
Yes
Theophilus F.
Smith Road at
Enterprise
Road/
Cumberland
Farms/ Condo
Driveway
No
0.60
1.68
Yes
4
5
6
15
5.00
2
3
6
11
3.67
12
21
15
48
16.00
6
9
11
26
8.67
5
1
7
13
4.33
17
2
6
25
8.33
0
1
0
1
0.33
2
2
2
6
2.00
1
3
1
5
1.67
1
2
2
5
1.67
0
1
1
2
0.67
0
2
3
5
1.67
11
10
12
33
11.00
6
1
1
8
2.67
6
9
4
19
6.33
1
0
1
2
0.67
8
1
22
2
0
3
3
0
0
39
2
0
13
0
0
0
0
0
0
15
0
0
9
0
1
0
1
0
0
11
1
1
34
0
0
6
6
0
0
48
2
1
18
0
1
2
2
0
0
26
9
0
3
0
1
0
0
0
0
13
13
0
8
1
1
1
1
0
0
25
0
0
1
0
0
0
0
0
0
1
3
0
2
0
0
1
0
0
0
6
3
0
1
0
0
1
0
0
0
5
2
0
2
0
0
0
1
0
0
5
0
0
1
0
0
0
1
0
0
2
4
0
1
0
0
0
0
0
0
5
8
0
19
0
0
3
3
0
0
33
5
0
2
0
1
0
0
0
0
8
7
0
8
0
0
1
3
0
0
19
0
0
0
0
0
1
1
0
0
2
0
2
12
1
0
15
0
9
29
0
1
39
0
0
15
0
0
15
0
6
5
0
0
11
0
6
41
1
0
48
0
1
25
0
0
26
0
1
12
0
0
13
0
4
20
1
0
25
0
1
0
0
0
1
0
1
5
0
0
6
0
2
3
0
0
5
0
0
5
0
0
5
0
0
2
0
0
2
0
2
3
0
0
5
0
9
24
0
0
33
0
1
7
0
0
8
0
6
13
0
0
19
0
0
2
0
0
2
1
1
0
9
4
15
5
8
4
15
7
39
2
4
1
2
6
15
0
7
2
1
1
11
6
7
4
23
8
48
3
3
1
13
6
26
1
2
1
6
3
13
3
3
1
13
5
25
0
0
0
1
0
1
0
1
0
5
0
6
3
0
0
1
1
5
1
0
0
3
1
5
0
0
0
2
0
2
1
1
1
2
0
5
4
4
0
20
5
33
1
1
0
3
3
8
1
4
2
8
4
19
0
0
0
1
1
2
12
2
0
0
1
15
0
33
6
0
0
0
39
1
13
2
0
0
0
15
0
9
1
1
0
0
11
0
40
6
2
0
0
48
0
15
10
1
0
0
26
0
9
4
0
0
0
13
0
18
7
0
0
0
25
1
1
0
0
0
0
1
0
3
3
0
0
0
6
6
4
1
0
0
0
5
0
4
1
0
0
0
5
0
2
0
0
0
0
2
0
5
0
0
0
0
5
0
25
6
2
0
0
33
1
7
1
0
0
0
8
0
16
2
1
0
0
19
2
2
0
0
0
0
2
0
Route 134
at
Theophilis
Smith Road
Yes
0.77
0.47
No
Route 134
at Patriot
Square/
Market
Place
Yes
0.77
0.96
Yes
Route 134 at
Route 6 EB
Ramps
No
0.60
0.39
No
2
9
4
15
5.00
13
12
14
39
13.00
3
0
9
0
0
1
1
0
1
15
Source: MassDOT vehicle crash data.
Theophilus
F. Smith
Road at
Gages
Way
No
0.60
0.13
No
Old Bass
River Road
at Mayfair
Road
No
0.60
0.52
No
Old Bass
River Road
at Bob
Crowell
Road
No
0.60
0.39
No
Great
Western
Road at
Depot
Street
(East)
No
0.60
0.35
No
Great
Western
Road at
Depot
Street
(West)
No
0.60
0.12
No
Great
Western
Road at
Gages
Way
No
0.60
0.40
No
Route 134
at Upper
County
Road/
Duck Pond
Road
Yes
0.77
0.98
Yes
Main
Street at
Highbank
Road/
Upper
County
Road
No
0.60
0.46
No
Route 134
at Main
Street/
Swan
River Road
Yes
0.77
0.84
Yes
Depot Street
at Depot
Road
No
0.60
0.41
No
Table 2
Vehicular Crash Data (2008 - 2010) continued
Route 134
S. Gages Way
Great Western Road
Depot Street
Bob Crowell Road Old Bass River Road
Route 134 at
Route 134
Site Drive
Site Drive
Truck Site
Theophilus F. Smith
Upper
Theophilus F. Smith
Patriot Square
Route 6 EB Ramps
Route 6 WB
Bob Crowell
Theophilus F. Smith
to Site
W to Site
E to Truck
Drive to S.
Road to Upper
County Road
Road to Patriot
Access Road to
to Route 6 WB
Ramps to Bob
Road to
Road to Great
S. Gages Way to
Road to Depot
Route 134 to Old
Bob Crowell Road
Drive W
Drive E
Site Drive
Gages Way
County Road
to Route 28
Square Access Road
Route 6 EB Ramps
Ramps
Crowell Road
Airline Road
Western Road
Depot Street
Road
Bass River Road
to Mayfair Road
Center Street
2008
1
0
1
0
6
13
4
0
0
0
3
0
0
1
0
2
6
2009
0
0
0
0
4
8
3
0
0
4
2
0
3
3
0
0
5
2010
0
0
0
3
5
15
8
0
0
0
3
0
0
0
1
0
4
Total
1
0
1
3
15
36
15
0
0
4
8
0
6
4
1
2
15
0.33
0
0.33
1
5
12
5
0
0
1.33
2.67
0
2
1.33
0.33
0.67
5
Angle
1
0
0
1
6
8
8
0
0
1
2
0
0
1
0
0
5
Head-on
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
Rear-end
0
0
0
5
5
12
4
0
0
3
6
0
4
0
0
1
5
Rear-to-rear
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Sideswipe, opposite direction
0
0
0
0
0
2
1
0
0
0
0
0
1
0
0
0
2
Sideswipe, same direction
0
0
0
0
0
1
1
0
0
0
0
0
0
1
1
0
0
Single-vehicle crash
0
0
0
1
3
12
1
0
0
0
0
0
1
0
0
1
3
0
Great Western
Year
Average
Collision Type
Unknown
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
Not Reported
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
Total
1
0
1
3
15
36
15
0
0
4
8
0
6
4
1
2
15
Fatality injury
0
0
0
0
0
8
0
0
0
0
0
0
0
0
0
0
0
Non-fatal injury
0
0
0
1
2
0
3
0
0
1
3
0
1
1
0
2
4
Severity
Property-damage only (none injured)
1
0
0
1
11
26
10
0
0
3
5
0
5
3
1
0
11
Unknown
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Not Reported
0
0
1
1
2
2
2
0
0
0
0
0
0
0
0
0
0
Total
1
0
1
3
15
36
15
0
0
4
8
0
6
4
1
2
15
Weekday, 7:00 AM - 9:00 AM
0
0
0
1
0
3
0
0
0
0
0
0
0
0
1
0
1
Weekday, 4:00 PM - 6:00 PM
0
0
0
0
3
3
4
0
0
0
0
0
2
0
0
0
2
Saturday, 11:00 AM - 2:00 PM
0
0
0
0
0
2
0
0
0
1
1
0
0
0
0
1
2
Weekday, other time
1
0
0
2
10
18
8
0
0
3
5
0
2
3
0
0
5
Weekend, other time
0
0
1
0
2
10
3
0
0
0
2
0
2
1
0
1
5
Total
1
0
1
3
15
36
15
0
0
4
8
0
6
4
1
2
15
Time of day
Pavement Conditions
Dry
1
0
1
2
11
23
13
0
4
6
0
5
2
1
0
11
Wet
0
0
0
1
4
3
2
0
0
0
2
0
0
0
0
2
2
Snow
0
0
0
0
0
10
0
0
0
0
0
0
1
1
0
0
2
Sand, mud, dirt, oil, gravel
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Not Reported
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
Total
1
0
1
3
15
36
15
0
0
4
8
0
6
4
1
2
15
Non Motorist (Bike, Pedestrian)
0
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
1
Source: MassDOT vehicle crash data
As shown in the second page of Table 2, which focuses on the crash history of the study
area roadway links, there are three links that experienced over three crashes per year
over their entire length during the most recent three years. Route 134 between Patriot
Square and TFS Road experienced a total of 15 crashes from 2008 to 2010. Of these 15
crashes, the majority of them were spread out over the length of this link, with the
exception of a group of 8 crashes that were reported at the access points for the Gulf
Station and Cumberland Farms. It should be noted that as part of the Cumberland Farms
redevelopment project, improvements are being proposed to the site access on Route 134.
The two existing wide curb cuts will be consolidated to one driveway and left turns will
be prohibited from the site onto Route 134. These access improvements will improve
safety in this area.
Route 134 between TFS Road and Upper County Road experienced a total of 15 crashes
over the three year review period. Review of the geolocation of these crashes based on
the MassDOT crash records showed that there is no concentration of crashes at any single
point on this roadway link that experiences more than three crashes per year.
Route 134 between Upper County Road and Route 28 experienced a total of 36 crashes
over the three year review period. Review of the geolocation of these crashes based on
the MassDOT crash records showed that 15 of the crashes occurred at the intersection of
Rotue 134 and Center Street. The remaining crashes were spread across the roadway link
in low concentrations. Based on the crash frequency, VHB provided a detailed summary
of the crashes at the intersection of Route 134 at Center Street in the second page of
Table 2. The crash summary for this intersection shows that 10 of the 15 crashes were
angle and rear end crashes, suggesting that vehicles are attempting to accept short gaps
in mainline traffic when turning from the side street. Given that both of the minor street
approaches to this intersection are skewed, sight distance can be compromised.
Measures recommended to improve this condition are summarized in Chapter 5,
Mitigation.
3
Future Conditions
Traffic volumes in the study area were projected to the year 2018, reflecting a typical
five-year traffic-planning horizon. Independent of the project, volumes on the
roadway network under year 2018 No Build conditions were assumed to include
existing traffic and new traffic resulting from background traffic. Anticipated sitegenerated traffic volumes were added to the year 2018 No Build traffic volumes to
reflect the year 2018 Build conditions in the study area.
Background Traffic Growth
Traffic growth on area roadways is a function of the expected land development,
economic activity, and changes in demographics. A frequently used procedure is to
estimate an annual percentage increase and apply that increase to study-area traffic
volumes. An alternative procedure is to identify estimated traffic generated by
specific planned major developments that would be expected to affect the project
study area roadways. For the purpose of this assessment, both methods were
utilized.

Historic Traffic Growth
VHB conducted research to determine the historic growth rate for traffic in this area
as well as other planned developments that may affect traffic within the study area
for the proposed project. Based on information contained in the Cape Cod 2012
Traffic Counting Report, traffic has decreased at a rate of -0.74 percent per year Capewide over the last ten years (2002 – 2012). As described in this report, the Town of
Dennis is considered to be part of the Mid Cape region, in which traffic decreased at
a rate of -1.06 percent per year between 2002 and 2012. To provide a conservative
analysis, and based on discussions with the CCC Transportation Staff, a background
growth rate of 0.5 percent per year was applied. The historic growth data provided
in the Cape Cod 2012 Traffic Counting Report is contained in the Appendix.
16 Future Conditions

Site-Specific Growth
In addition to the historic traffic growth, VHB contacted representatives of the CCC
and the Town of Dennis to identify any other development projects planned within
the vicinity of the site. Based on these discussions, there is currently one
development project proposed in this area that would affect traffic volumes in the
vicinity of the site. Just to the west of the proposed project, Cumberland Farms is
planning to reconfigure their existing gas station/retail site. The project involves the
demolition of the existing gas pumps and retail space and the construction of a new
4,221 sf Cumberland Farms convenience store, eight gas pumps, 2,001 sf of retail
space, and a 2,970 sf drive-thru bank. Traffic volumes associated with the proposed
redevelopment were taken from the October 2012 Traffic Impact Study prepared for
the project by McMahon Associates. This project is currently under construction.
As noted previously, the existing seasonal uses on the site (Dick & Ellie’s Flea Market
and The Inflatable Park) will be eliminated as part of the proposed redevelopment.
As is discussed in detail the Trip Generation section of this chapter, trip generation
credit will be taken for a portion of the traffic generated by the existing uses since
traffic associated with these uses will be eliminated from this area. However, to
provide a conservative assessment of traffic in the vicinity of the site, the remainder
of the peak season traffic generated by the existing uses will not be removed from the
roadway system.

No-Build Traffic Volumes
The 2018 No Build traffic volumes were developed by applying the 0.5 percent per
year growth rate to the existing conditions volumes and adding the project traffic
associated with the proposed Cumberland Farms redevelopment project. Figures 6
and 7 display the resulting 2018 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. Three roadway improvement
projects have been identified by the Town of Dennis and MassDOT. The following
text was obtained from the MassDOT Project Information website and provides a
summary of project details and anticipated schedule:

RECONSTRUCTION ON ROUTE 134 FROM ROUTE 28 TO UPPER
COUNTY ROAD
Work on this project includes milling, resurfacing and full depth roadway
reconstruction of Route 134 from Route 28 to Upper County Road. The proposed
cross section will provide two 11-foot travel lanes and two 5-foot shoulders/bike
lanes, and a 5 foot ADA/AAB compliant walk on the east side of Route 134.
Additional proposed work includes traffic signal upgrades at the Upper County
Road intersection, pedestrian accommodations, drainage improvements, guard
rail upgrades, pavement markings and signage installation. Construction began
following the summer of 2012.

BRIDGE REPLACEMENTS - UPPER COUNTY ROAD & ROUTE 28 OVER
SWAN POND RIVER
The bridge carrying Upper County Road over the Swan Pond River is to be
replaced with a three-span continuous superstructure. The existing Main Street
Bridge over Swan Pond River is to be replaced with a three-span continuous
superstructure system. The curb-to-curb width of the bridge shall be 40 feet, with
a 6 foot sidewalk on both sides. During construction, traffic will be shifted to a
temporary bridge that will be built to the south of the existing bridge.
Construction began following the summer of 2012.

DENNIS/YARMOUTH - CAPE COD RAIL TRAIL EXTENSION FROM
ROUTE 134 TO STATION AVENUE
Work on this project consists of the construction of a 5.2 mile multi-user path.
The path is an extension of the Cape Cod Rail Trail. The proposed path begins
east of Route 134 in Dennis and extends to the Yarmouth/Barnstable Town Line.
Construction is expected to begin in the winter of 2013/2014.
No other roadway improvement projects were identified within the vicinity of the
Project site other than routine maintenance.
Trip Generation
The proposed redevelopment would involve the construction of an approximately
135,018 sf Lowes Home Improvement Center with 371 parking spaces. For trip
generation purposes, additional outdoor sales and storage area were added to the
building area to provide a conservative assessment. The total square footage (135,018
sf) is comprised of 127,683 sf of building area and garden center, 3,420 sf of outdoor
sales area, and 3,915 sf of outdoor storage on the back of the building. To estimate the
site-generated traffic, the Institute of Transportation Engineers’ (ITE) publication Trip
Generation, 9th Edition was utilized. For the purposes of this evaluation, trip
generation estimates were conducted using standard ITE data for Land Use Code
(LUC) 862 (Home Improvement Superstore). Table 3 summarizes the estimated
vehicle trips for the future retail use of the property.
Under existing conditions, the site is occupied during the summer and shoulder
months by Dick & Ellie’s Flea Market and the Inflatable Park. With the proposed
project in place, both uses will be removed from the site and therefore the traffic from
these uses will be eliminated. For the purpose of this analysis, an annualized credit
for the elimination of the existing uses is allowed under the RPP MPS TRO.2 at the
discretion of the Commission. Based on detailed discussion with CCC staff prior to
preparation of this document, the traffic credit was calculated on an annual basis
since the existing uses are seasonal. This approach to adjusting the existing volumes
was suggested to VHB by Commission staff at a meeting and included the following:



Adjust existing driveway counts from August to an average condition for the
months the businesses are open. Use an average of the CCC Seasonal Adjustment
Factors for the months of May, June, July, August, September, and October.
Annualize the existing site traffic by dividing the number of operating days (101)
by 365, which yields a factor of 0.277 to assess an annual average condition.
Estimate weekday daily and Saturday daily traffic volumes based on K-factors
available for comparable retail and recreational uses available in ITE Trip
Generation, 9th Edition. To provide a conservative assessment, the highest Kfactors available for the comparable land uses were utilized.
It should also be noted that according to Technical Bulletin 96-003, “…a 25% reduction
of peak hour trip generation is allowed for the purposes of analyzing peak hour impacts.” As
such, the trip generation projections summarized in Table 3 assume the full 25
percent credit.
The trip generation calculations, prepared in accordance with ITE guidelines and
Technical Bulletin 96-003, are summarized in Table 3. The detailed Trip Generation
calculations are provided in the Appendix.
Table 3
Proposed Project Trip Generation Breakdown
Gross Total
Existing Trip
5% Credit for
Generation
Interconnection
25% Trip
Net Total
Pass-By
Net New
Trips
Trips
Trips
Time Period
Direction
Weekday Daily
Enter
2,075
-108
-98
-467
1,402
350
1,052
Exit
2,075
-108
-98
-467
1,402
350
1,052
Total
4,150
-216
-196
-934
2,804
700
2,104
Weekday Morning
Enter
180
0
-9
-43
128
31
97
Peak Hour
Exit
167
0
-8
-40
119
31
88
Total
347
0
-17
-83
247
62
185
Weekday Evening
Enter
223
-8
-11
-51
153
36
117
Peak Hour
Exit
205
-18
-9
-44
134
36
98
Total
428
-26
-20
-95
287
72
215
Enter
3,829
-168
-183
-870
2,608
652
1,956
Saturday Daily
Trip Generation
a
b
c
Reduction
d
e
Exit
3,829
-168
-183
-870
2,608
652
1,956
Total
7,658
-336
-366
-1,740
5,216
1,304
3,912
Saturday Midday
Enter
311
-20
-15
-69
207
50
157
Peak Hour
Exit
298
-25
-14
-65
194
50
144
Total
609
-45
-29
-134
401
100
301
a
Trip Generation estimate based on ITE LUC 862 (Home Improvement Superstore) for 135,018 SF store using Peak Hour of Generator
b
Based on traffic counts conducted at the existing site driveway in August 2012, adjusted according to CCC recommended methodology
c
Project will allow an interconnection to the adjacent Cranberry Square site
d
In accordance with RPP Goal TR2 and Technical Bulletin 96-003
e
Pass-by Traffic assumed to be 25% per state and CCC guidelines
Consistent with EOEEA and CCC guidelines, a pass-by rate of 25 percent was
utilized to determine the amount of “new” traffic that will be generated by the
Project. As shown in Table 3, the proposed project is expected to result in a total of
2,104 net new trips (1,052 entering/1,052 exiting) on a typical weekday and 3,912 net
new trips (1,956 entering/1,956 exiting) on a typical Saturday. The proposed project
is expected to result in a total 215 net new vehicle trips (117 entering/98 exiting)
during the weekday evening peak hour and 301 net new vehicle trips (157
entering/144 exiting) during the Saturday midday peak hour.
Trip Distribution and Assignment
The directional distribution of traffic approaching and departing the Project is a
function of several variables: population densities, shopping opportunities,
competing uses, existing travel patterns, and the efficiency of the roadways leading
to the site. The trip distribution for the Project was developed based on a
population-based gravity model utilizing the 2010 U.S. Census data for all Cape
communities. 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 sitegenerated 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 traffic distribution proposed
has been reviewed in detail with CCC staff prior to this filing as requested by the
Town of Dennis. Refer to the Appendix for the trip distribution calculations as well
as a map illustrating the distribution of the peak hour project trips. The anticipated
trip distribution is summarized in Table 4 and illustrated in Figure 8.
Table 4
Proposed Project Trip Distribution
Direction
(To/From)
Travel Route
Percent Assigned
to Route
North
Route 134
52%
South
Route 134
28%
East
S. Gages Way
20%
All Routes
100%
Total
The projected site-generated traffic volume, summarized in Table 3, was distributed
on the study area roadways using the trip distribution shown in Table 4 and added
to the 2018 No Build peak hour traffic volumes to develop the 2018 Build peak hour
traffic volumes. These 2018 Build traffic volumes are shown in Figures 9 and 10.
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 2013 Existing conditions and projected
2018 No Build and Build traffic volume conditions. Capacity analyses provide an
indication of the adequacy of the roadway facilities to serve the anticipated traffic
demands. In accordance with CCC guidelines, capacity analyses were conducted for
both Peak Summer Season and Average Month traffic conditions. The analysis
summary tables provided in this chapter contain the results of the Peak Summer
Season analyses. All Average Month capacity analyses are contained in the Appendix
with corresponding summary tables.
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.
22 Traffic Operations Analysis
For this study, capacity analyses were completed for the signalized and unsignalized
study area intersections and roadway links. Level-of-service (LOS) designation is
reported differently for signalized, unsignalized, and roadway links. 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. For
unsignalized intersections, however, 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 study of an
unsignalized intersection is, for the most part, done by observing the most critical
movement, which is most often the left turn out of the side street. For roadway links,
the roadway geometrics determine the link capacity and the link traffic volume-tocapacity ratio is used to assess level-of-service. The evaluation criteria used to analyze
area intersections and roadway links is based on the 2000 Highway Capacity Manual
(HCM)1 and are included in the Appendix.
Level-of-Service Analysis
Levels-of-service analyses were conducted for the 2013 Existing, 2018 No Build, and
2018 Build conditions for the signalized and unsignalized study-area intersections.

Signalized Intersection Capacity Analyses
Table 5 presents a summary of the capacity analyses for the signalized intersections
in the study area. The capacity analyses worksheets are included in the Appendix.

1
Highway Capacity Manual, HCM2000, Transportation Research Board, Washington, DC. (2000)
Table 5
Signalized Intersection Capacity Analysis Summary – Peak Summer Season
2018 No-Build Conditions
v/c
Delay
LOS
2018 Build Conditions
v/c
Delay
LOS
C
C
0.77
1.00
26
32
C
C
1.03
1.33
56
80
E
F
30
29
C
C
0.79
0.78
31
30
C
C
0.81
0.80
31
30
C
C
0.71
0.77
7
9
A
A
0.73
0.79
8
9
A
A
0.74
0.80
8
9
A
A
Weekday Evening
Saturday Midday
0.78
0.82
29
35
C
C
0.85
1.11
49
56
D
E
0.86
1.14
51
61
D
E
Route 134 at Main Street
(Route 28)
Weekday Evening
Saturday Midday
0.84
0.95
37
47
D
D
0.87
0.97
39
51
D
D
0.88
0.98
41
52
D
D
Theophilus F. Smith Road at
Enterprise Road/Site Driveway
Weekday Evening
Saturday Midday
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
0.46
0.69
15
20
B
C
v/c a Delay b LOS c
Location
Period
Route 134 at Theophilus F Smith
Road
Weekday Evening
Saturday Midday
0.72
0.94
22
27
Route 134 at Market Place/Patriot
Square
Weekday Evening
Saturday Midday
0.77
0.75
Weekday Evening
Saturday Midday
a
b
c
NA
volume to capacity ratio
average delay in seconds per vehicle
level of service
Not applicable. This intersection is unsignalized under Existing and No Build conditions
As shown in Table 5, the intersection of Route 134 at Theophilus F. Smith Road,
currently operates at LOS C during both the weekday evening and Saturday midday
peak hours. Operations are expected to remain at LOS C under 2018 No-Build
conditions. Under 2018 Build conditions, the intersection of Route 134 at Theophilus
F. Smith Road is expected to operate at LOS E during the weekday evening peak
hour and LOS F during the Saturday midday peak hour with the addition of Projectrelated traffic. Specific mitigation measures are proposed for this intersection and
are discussed in the next chapter.
The intersection of Route 134 at Market Place/Patriot Square currently operates at
LOS C during both the weekday evening and Saturday midday peak hours. These
intersections are expected to continue to operate at LOS C under both 2018 No-Build
and 2018 Build conditions.
The intersection of Route 134 at Bob Crowell Road currently operates at LOS A
during both the weekday evening and Saturday midday peak hours. This
intersection is expected to operate at LOS A during the weekday evening peak hour
and LOS B during the Saturday midday peak hour under 2018 Build conditions, with
the addition of Project-related traffic.
The intersection of Route 134 at Upper County Road currently operates at LOS C
during both the weekday evening and Saturday midday peak hours. This
intersection is planned to be modified as part of the aforementioned roadway project
along Route 134 between Route 28 and Upper County Road. With the modifications
at this intersection, it is expected to operate at LOS D during the weekday evening
peak hour and LOS E during the Saturday midday peak hour under both 2018 No
Build and Build conditions.
The intersection of Route 134 at Main Street currently operates at LOS D during both
the weekday evening and Saturday midday peak hours. It is expected to continue to
operate at LOS D during the peak hours under 2018 No Build conditions. With the
addition of Project-related traffic, the intersection is expected to continue to operate
at LOS D during the weekday evening peak hour and is expected to operate at LOS E
during the Saturday midday peak hour. Specific mitigation measures are proposed
for this intersection and are discussed in the next chapter.
Detailed tables with operations and vehicle queues summarized by movement are
provided in the Appendix. Discussion of proposed improvements at these locations
are contained in Chapter 5 Mitigation.

Unsignalized Intersection Capacity Analyses
The analytical methodologies typically used for the analysis of unsignalized
intersections use conservative analysis parameters, such as high critical gaps2. Actual
field observations indicate that drivers on minor streets generally accept smaller gaps
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 6 presents a summary of the capacity analyses for the unsignalized
intersections in the study area. The capacity analyses worksheets are included in the
Appendix.

2
‘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
Table 6
Unsignalized Intersection Capacity Analyses - Peak Summer Season
Side Street
Movement
Location
Peak
Period
Dem a v/c b Del c LOS d
Dem
v/c
Del
LOS
Dem
v/c
Del
LOS
Theophilus F. Smith Road at NB LTR
Duck Pond Rd/S. Gages Way NB LTR
Weekday Evening
Saturday Midday
307
464
0.49
1.06
13
> 50
B
F
320
481
0.51
1.13
13
> 50
B
F
341
512
0.55
1.20
14
> 50
B
F
Enterprise Road
SB LR
SB LR
Weekday Evening
Saturday Midday
253
279
1.08
1.40
> 50
> 50
F
F
259
287
1.16
1.54
> 50
> 50
F
F
NA
NA
NA
NA
NA
NA
NA
NA
East Site Driveway(right –
in/right-out)
NB LR
NB LR
Weekday Evening
Saturday Midday
74
74
0.25
0.45
18
35
C
D
76
76
0.26
0.49
19
38
C
E
13
21
0.02
0.05
11
13
B
B
Truck Driveway
NB LR
NB LR
Weekday Evening
Saturday Midday
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
4
4
0.01
0.02
11
21
B
C
Main Street at Highbank Rd.
EB LTR
EB LTR
Weekday Evening
Saturday Midday
475
382
1.12
0.87
> 50
41
F
E
488
393
1.16
0.94
> 50
> 50
F
F
494
401
1.18
0.98
> 50
> 50
F
F
Old Bass River Road at
Bob Crowell Road
WB LTR
WB LTR
Weekday Evening
Saturday Midday
257
216
0.79
0.75
40
43
E
E
266
224
0.84
0.81
48
51
E
F
280
246
0.93
0.96
> 50
> 50
F
F
Old Bass River Road at
Mayfair Road
EB LTR
EB LTR
Weekday Evening
Saturday Midday
181
240
0.40
0.43
16
15
C
C
186
247
0.42
0.45
17
16
C
C
191
254
0.43
0.47
17
17
C
C
Route 134 at Route 6
Eastbound Off Ramp
EB R
EB R
Weekday Evening
Saturday Midday
670
565
2.07
2.10
> 50
> 50
F
F
687
579
2.22
2.27
> 50
> 50
F
F
705
603
2.44
2.61
> 50
> 50
F
F
Route 134 at Route 6
Westbound Off Ramp
EB R
WB R
Weekday Evening
Saturday Midday
152
38
0.48
0.23
22
24
C
C
156
39
0.51
0.24
24
25
C
C
168
39
0.58
0.26
28
27
D
D
WB LR
WB LR
Weekday Evening
Saturday Midday
193
209
1.53
2.02
> 50
> 50
F
F
201
217
1.51
2.35
> 50
> 50
F
F
207
225
1.63
2.72
> 50
> 50
F
F
S. Gages Way at Great
Western Road
SB LR
SB LR
Weekday Evening
Saturday Midday
313
375
0.74
1.21
34
> 50
D
F
326
390
0.79
1.30
39
> 50
E
F
345
419
0.85
1.45
47
> 50
E
F
Great Western Road at
Depot Street (West)
NB LR
NB LR
Weekday Evening
Saturday Midday
250
279
1.13
1.61
> 50
> 50
F
F
257
287
1.23
1.77
> 50
> 50
F
F
269
302
1.40
2.07
> 50
> 50
F
F
Great Western Road at
Depot Street (East)
SB LR
SB LR
Weekday Evening
Saturday Midday
332
423
0.64
0.78
22
30
C
D
343
436
0.68
0.83
25
35
C
D
346
441
0.70
0.86
26
39
D
E
Depot Street at Depot Road
WB LR
WB LR
Weekday Evening
Saturday Midday
104
106
0.16
0.15
10
10
B
A
106
109
0.17
0.15
10
10
B
A
112
117
0.18
0.16
10
10
B
A
a
b
c
d
NA
LTR
L
R
demand in vehicles per hour for unsignalized intersections; the demand applies to only the most critical street approach or lane group
volume-to-capacity ratio for the critical movement
delay of critical approach only, rounded to the nearest whole second
level of service of the critical movement
Driveway does not exist under this scenario
shared left, through, right
left
right
As shown in the Table 6, the critical movements at the intersections of T.F. Smith
Road at S. Gages Way, T.F. Smith Road at Enterprise Road, Main Street at Highbank
Road, Route 134 at the Route 6 EB Off-Ramp, Route 134 at Airline Road, Great
Western Road at S. Gages Way, and Great Western Road at Depot Street (West)
currently operate at LOS F during one or both of the peak analysis periods. These
movements are expected to continue to operate at LOS F under the 2018 No Build
and 2018 Build conditions scenarios.
The intersection of Old Bass River Road at Bob Crowell Road currently operates at
LOS E during both the weekday evening and Saturday midday peak hours and is
expected to continue to operate at LOS E under 2018 No Build conditions. This
intersection is expected to operate at LOS F during both peak hours under 2018 Build
conditions with the addition of Project-related traffic. As mentioned above, the
results of the unsignalized intersection analysis should be considered highly
conservative.

Roadway Link Capacity Analysis
Capacity analyses were conducted for the eight roadway links identified in the study
area using HCS Two-Lane Highways and HCS Multi-Lane Highways. Capacity
analyses were conducted for 2013 Existing conditions and the 2018 No-Build and
Build conditions. The results of the peak month conditions are shown in Table 7.
Table 7
Roadway Link Analysis Summary – Peak Summer Season
Roadway Link
Period
Route 6 Eastbound Ramps and Market Place/
Patriot Square
Northbound
Southbound
Market Place/Patriot Square and Theophilus F.
Smith Road
Northbound
Southbound
Theophilus F. Smith Road and Upper County Road
Northbound
2018 No Build Conditions
Density
LOS
Density
LOS
Multilane Analysis
Route 134 between:
Southbound
Density
LOS*
Weekday Evening
Saturday Midday
Weekday Evening
Saturday Midday
16.3
16.2
16.2
15.5
B
B
B
B
16.9
16.8
16.8
16.0
B
B
B
B
17.5
17.6
17.5
17.0
B
B
B
B
Weekday Evening
Saturday Midday
Weekday Evening
Saturday Midday
14.4
14.6
14.1
14.7
B
B
B
B
14.9
15.1
14.6
15.2
B
B
B
B
15.5
16.0
15.3
16.1
B
B
B
B
Weekday Evening
Saturday Midday
Weekday Evening
Saturday Midday
12.5
12.7
13.0
13.9
B
B
B
B
13.0
13.1
13.5
14.3
B
B
B
B
13.4
13.6
13.9
14.8
B
B
B
B
Table 7 (Continued)
Roadway Link
Period
Route 134 between:
Upper County Road and Main Street (Route 28)
V/C **
LOS
Two Lane Analysis
V/C
LOS
V/C
LOS
Weekday Evening
Saturday Midday
0.36
0.46
C
D
0.37
0.48
C
D
0.38
0.49
C
D
Route 6 Westbound Ramps and Bob Crowell Road
Weekday Evening
Saturday Midday
0.62
0.75
D
E
0.65
0.78
D
E
0.66
0.80
D
E
Bob Crowell Road and Airline Road
Weekday Evening
Saturday Midday
0.51
0.57
D
D
0.52
0.59
D
D
0.53
0.60
D
D
Weekday Evening
Saturday Midday
0.53
0.62
D
D
0.56
0.64
D
D
0.58
0.67
D
D
Weekday Evening
Saturday Midday
0.19
0.21
B
B
0.19
0.22
B
B
0.20
0.23
B
B
Weekday Evening
Saturday Midday
0.33
0.35
C
C
0.34
0.36
C
C
0.35
0.37
C
C
Weekday Evening
Saturday Midday
0.25
0.27
B
B
0.25
0.28
B
B
0.26
0.29
B
C
Weekday Evening
Saturday Midday
0.40
0.35
C
C
0.41
0.36
C
C
0.42
0.36
C
C
Weekday Evening
Saturday Midday
0.17
0.19
A
B
0.18
0.20
A
B
0.18
0.20
A
B
Weekday Evening
Saturday Midday
0.34
0.38
C
C
0.35
0.39
C
C
0.36
0.41
C
C
Weekday Evening
Saturday Midday
0.19
0.21
B
B
0.19
0.22
B
B
0.20
0.22
B
B
Weekday Evening
Saturday Midday
0.44
0.49
D
D
0.45
0.50
D
D
0.46
0.51
D
D
Weekday Evening
Saturday Midday
0.22
0.35
B
C
0.23
0.37
B
C
0.24
0.39
B
C
Weekday Evening
Saturday Midday
0.22
0.29
B
C
0.23
0.30
B
C
0.24
0.32
B
C
Route 6 EB Ramps and Route 6 WB Ramps
Bob Crowell Road between:
Route 134 and Old Bass River Road
Old Bass River Road between:
Bob Crowell Road and Mayfair Road
Bob Crowell Road and Highbank Road
Highbank Road between:
Main Street and Route 134
Great Western Road between:
Upper County Road and S. Gages Way
S. Gages Way and Depot Street
Depot Street between:
Great Western Road and Depot Road
Upper County Road Between:
Route 134 and Great Western Road
Theophilus F. Smith Road Between:
Truck Driveway and S. Gages Way
S. Gages Way Between:
Theophilus F. Smith Road and Great Western Road
*
**
LOS -- Level-of-Service.
V/C= Volume to Capacity Ratio
As shown in Table 7, all roadway links within the study area currently operate at
LOS D or better during the peak hours. Under future 2018 No Build and Build
conditions, the roadway links are expected to operate at LOS D or better. There are
no changes in LOS between No Build and Build conditions. The roadway link
analyses worksheets are included in the Appendix.

Freeway Weave Analyses
The analyses of weaving conditions along freeways facilities is based on procedures
presented in Chapter 24 – Freeway Weaving Methodology, in the HCM. The
procedure focuses on the interaction between two or more crossing traffic streams
traveling in the same direction. A common weaving segment is formed by a onelane freeway on-ramp followed by a one-lane freeway off-ramp, with the two
connected by an auxiliary lane. The analysis takes into account geometric and
operational factors such as the length of the weaving section; free-flow vehicle speed
along the freeway facility; and the number of vehicles in the weaving lanes. The
focus of the analysis is within the weaving segment itself, where vehicles must
attempt to find gaps and also accelerate or decelerate as they traverse the weaving
segment. Table 8 – Level of Service Criteria for Weave Areas shows the Level-of-Service
criteria for weaving segments.
Table 8
Level-of Service Criteria for Weave Areas
Vehicle Density a
Level of Service
Freeway Weaving
Segment
Multilane and CollectorDistributor Weaving
Segments
A
B
C
D
E
F
<10
>10 – 20
>20 – 28
>28 – 35
>35 – 43
>43
<12
>12 – 24
>24 – 32
>32 – 36
>36 – 40
>40
Source: Highway Capacity Manual, Transportation Research Board, National Research Council, Washington, D.C., 2000.
a
Passenger cars per mile per lane. (pc/mi/ln)
Based on concerns raised by the Town of Dennis and the Cape Cod Commission,
weave analyses were conducted for the existing weave along Route 134 southbound
between the Route 6 eastbound off-ramp and Theophilus F. Smith Road for 2013
Existing, 2018 No Build, and 2018 Build conditions. A summary of the weave
analysis is presented in Table 9 - Weave Segment Capacity Analysis Summary, with the
detailed analysis sheets provided in the Operational Analyses section of the Appendix.
Table 9
Ramp Weave Section Capacity Analysis Summary
Location/Period
Route 6 EB Off Ramp to SB Left Turn
Lane at Theophilus F. Smith Road
Weekday Evening
Saturday Midday
Demand
Density
LOS
Demand
Density
LOS
Demand
Density
LOS
1,367
1,337
21.8
21.2
C
C
1,413
1,381
22.0
22.0
C
C
1,474
1,463
23.2
23.6
C
C
Demand
total volume in the weaving section
Density
in passenger cars per mile per lane
LOS
Level of Service
As shown in Table 9, the weave segment currently operates at LOS C during both the
weekday evening and Saturday midday peak hours under 2013 Existing conditions.
It is expected to continue to operate at LOS C under future No Build and Build
conditions.
5
Mitigation
The preceding analysis of the 2013 Existing conditions and projected future traffic
demands in the 2018 No Build and Build conditions indicate that traffic volumes
during the peak-hour periods show some minor impact at select study area
intersections. The proponent has proposed a combination of structural and nonstructural mitigation measures to address the potential impacts of the proposed
project. The proposed measures are identified below.
Transportation Demand Management
The goal of the TDM plan is to reduce the project’s overall traffic impact through the
implementation of measures that are aimed at minimizing the use of singleoccupancy vehicles. The Proponent will implement a number of measures that will
contribute toward the reduction of vehicular traffic to and from the site. The
following text describes in detail, the project’s Transportation Demand Management
program.
Ridesharing
The Proponent will promote ridesharing to its employees via car pools. Information
regarding carpooling and its benefits will be distributed to all employees, interested
carpooler names will be posted in the employee area, and a notice of interested
carpoolers will be listed in the facility newsletter. Additionally, a guaranteed ride
home program, in the case of an emergency for registered ride-sharers, will be
provided via a local taxi service. Preferential parking spaces will be designated for
employees that rideshare. Financial incentives will be established to encourage
employees to rideshare. The on-site transportation coordinator will continue to
ensure that the ridesharing program is consistently promoted and provided.
31 Mitigation
Public Transit
To encourage the use of transit by employees to the Lowe’s site, transit schedule and
route information will be provided in the employee areas. In addition, the Proponent
is working with the CCRTA to provide bus service to the site. To accommodate this
bus service, the Proponent would provide a bus shelter on site at a location jointly
determined to be appropriate by the Proponent and the CCRTA. As stated in
Technical Bulletin 96-003, “The trip reduction program should include securing (or
maintaining) a bus stop and/or shelter at the location and employee/customer use incentives
such as discount passes, posted schedules, etc. The credit for developments with adjacent year
round service is 5% and with seasonal only service (running a minimum of eight weeks
including July and August), 2.5% of the average daily traffic.” The Proponent will work
with the CCRTA to establish a permanent stop on the H2O Line, which is a year
round service allowing the project a 5% traffic credit.
Bicycle and Pedestrian Measures
Bicycling and walking to the project site may be attractive to some employees and
local residents who live nearby especially with the Cape Cod Rail Trail adjacent to
the site. To facilitate bicycle access to the site, secure bicycle storage racks will be
provided near building entrances. To encourage pedestrian activity to the site, an
area for taxi pick-up will be designated for patrons who walk to the stores, but wish
to take a taxi home. Information on local taxi services, including telephone numbers
will be available at the customer service desk. Sidewalk and crosswalks
improvements will also be implemented on site and on TFS Road along the entire site
frontage and extending to Route 134.
On-site Services
Employees make mid-day trips during their breaks and at lunchtime to conduct
personal business. On-site services could reduce the need for employees to leave the
site to conduct errands during the day. The following on-site services will be
provided on-site to decrease employee mid-day trip-making:




Employee refrigerators
Employee microwaves
Vending machines
Direct deposit of paychecks
As currently proposed, the Trip Reduction Plan will cost approximately $15,000 the
first year and an additional $5,000 to maintain during subsequent years. The full cost
of this Plan will be assumed by the Proponent. As currently proposed, this Trip
Reduction Plan includes amenities that would result in employee and patron trip
reductions beyond the 5% credit outlined in the Technical Bulletin for a permanent
bus stop on site. However, to provide a conservative assessment, it is assumed that
32 Mitigation
the Trip Reduction Plan will reduce equivalent average annual daily trips by 5% (187
trips), which falls short of the trip reduction goal by approximately 280 vehicles per
day. By providing the transit stop on-site alone, a 5% credit is available based on the
RPP Technical Bulletin so with that and all of the other TDM measures proposed,
application of only a 5% credit is a very conservative approach.
As stated in RPP MPS TR0.4, “For DRIs located within Economic Centers, the applicant
may choose to meet certain trip-reduction and congestion standards of the RPP as identified
in this MPS by making a payment of funds based on the DRI’s daily or peak hour trip
generation. The applicant may elect to pay either $500 per daily trip or $5,000 per peak hour
trip as determined by MPS TR0.1 to mitigate all trip reduction and congestion impacts (the
“transportation mitigation payment)”. Utilizing this strategy, the monetary
contribution to account for the shortfall in the 12.5% Trip Reduction Requirement is
summarized in Table 10.
Table 10
Trip Reduction Requirement Calculation
Daily Trip
Generation*
12.5% Reduction
Requirement
5% TDM Credit
Shortfall (Assuming 5% TDM
Success)
Monetary
Contribution
3,738
467
187
280
$140,000
* Based on trip generation projections summarized in Table 3. Please refer to the Appendix for the detailed trip generation calculations.
vpd = vehicles per day
As shown in Table 10, the monetary contribution in accordance with MPS TR0.4 is
$140,000 to offset the shortfall in the trip reduction requirement.
Intersection/Roadway Safety Mitigation
It is recognized that operations of the intersection of will degrade slightly between
the No-Build and Build conditions at certain study area locations. The following text
summarizes future conditions operations and measures proposed by the proponent
to address impacts within the study area. Figure 11 shows proposed improvements
along the Route 134 corridor and Figure 12 shows proposed improvements along
Theophilus F. Smith Road.
33 Mitigation
X
\\vhb\proj\Wat-LD\11822.00\graphics\FIGURES\Route132-rev1.dwg
X
X
X
STOP
X
X
X
X
X
X
94K
DEE
(MOD
127,68
3 sf
P
83,448 IFIED
)
sf S
Total
(Build ales Floo
ing an
r
d Gar
den C
enter)
LOADIN
G
ZON
E
LOADIN
G ZON
E
VAN
LOADIN
G ZON
VAN
VAN
E
0
75
150 Feet
Vanasse Hangen Brustlin, Inc.
Figure 11
Proposed Roadway Improvements
Route 134 Corridor
Proposed Lowe's Home Improvement Center
Dennis, Massachusetts
\\vhb\proj\Wat-LD\11822.00\graphics\FIGURES\Route132-rev1.dwg
X
X
X
STOP
X
X
X
X
LOADING ZON
E
VAN
X
X
X
LOADING ZON
E
0
VAN
40
80 Feet
VAN
127,683 sf
(MODIFIED
)
83,448 sf Sa
les Floor
Total (Buildin
g and Garden
LOADING ZON
E
94K DEEP
Figure 12
Proposed Roadway Improvements
Proposed Lowe's Home Improvement Center
Dennis, Massachusetts
Center)
Intersections
While Route 134 at Center Street is not a study area intersection, safety
improvements are proposed to comply with the RPP and Technical Bulletin 96-003.
As shown in Table 2, the intersection of Route 134 at Center Street experienced 15
crashes over the three year review period. The crash summary for this intersection
shows that 10 of the 15 crashes were angle and rear-end crashes, suggesting that
vehicles are attempting to accept short gaps in mainline traffic when turning from
the side street. Center Street intersects Route 134 to form a four-way unsignalized
intersection with the Center Street eastbound and westbound approaches operating
under STOP sign control. Both of the Center Street approaches to this intersection are
skewed, which can compromise sight distance depending on how the stopped
vehicle is aligned. In addition, the location and condition of the STOP bar plays an
important role in how the side street vehicles are positioned as they approach Route
134. VHB will implement improvements at this intersection geared toward
improving sight distance from the minor street approaches. In addition, it is
important to make sure that vehicles traveling on Route 134 are aware of the
upcoming intersection at Center Street. Currently there is only one sign on Route 134
southbound alerting drivers to the presence of the intersection. VHB will work with
the Town and the CCC to implement appropriate signage along Route 134 in
advance of this intersection.
Under 2018 No Build conditions, this intersection is expected to operate at LOS C
during both the weekday evening and Saturday midday peak hours. Under 2018
Build conditions with the proposed project in place, this intersection is expected to
operate at LOS E during the weekday evening peak hour and LOS F during the
Saturday midday peak hour. As such, improvements have been proposed at the
intersection to accommodate the future traffic volumes. The improvements include
changing the lane assignment along the TFS Road approach to an exclusive left-turn
lane and a shared left-turn/right-turn lane. The length of the two-lane section will
also be extended by approximately 100 feet. Optimization of the traffic signal timing,
phasing, and cycle length are also proposed. The results of this analysis are shown in
Table 11 and generally indicate that these measures will bring operations to
acceptable levels (LOS B during the weekday evening peak hour and LOS D during
the Saturday midday peak hour). The proponent will implement these changes as
part of the mitigation for the proposed project.
34 Mitigation
It should be noted that the Town of Dennis had commented on the proposed
geometric modifications, particularly with regards to whether or not allowing leftturn movements from the existing right-turn lane would negate the benefits of
maintaining the existing exclusive right-turn signal phase and the ability of rightturning vehicles to make right turns on red. While the overlapping right-turn signal
phase would be eliminated under the proposed configuration, vehicles would still be
able to make a right turn on red. VHB acknowledges that the right-turn volume is
significantly higher than the left-turn volume, but the capacity analysis shows that
from an overall operations and queue management standpoint, the proposed
geometry is more beneficial and accomplishes one of the Town’s goals of managing
queue lengths along the TFS Road corridor. The Town also mentioned the possibility
of providing an additional turning lane on the westbound approach. However, there
is very limited right of way available in this area and such widening does not appear
feasible. As such, it is important to make the best use of the available pavement
width and the proposed geometry provides the best operations and queue
management.
Route 134 at Market Place/Patriot Square
Under 2018 No Build and Build conditions, this intersection operates at acceptable
levels (LOS C) during both the weekday evening and Saturday midday peak hours.
This intersection is currently coordinated with the intersection of Route 134 at
Theophilus F. Smith Road. With the implementation of the improvements at Route
134/TFS Road, this intersection will be retimed to remain in coordination. With the
improvements, the intersection of Route 134 at Market Place/Patriot Square will
continue to operate at LOS C during both the weekday evening and Saturday
midday peak hours. As shown in Table 2, there has been a high frequency of rear
end crashes (22 of 39 crashes were rear end). Based on observations, lane striping
appeared to be in good condition at this intersection. The frequency of rear end
crashes suggests a potential issue with the clearance interval and/or red light
running at this intersection. As part of the project, VHB will investigate whether the
current clearance intervals programmed properly, determine if they are adequate for
the intersection, and will optimize traffic signal timings as part of this effort.
As shown in Table 2, this intersection has experienced a high frequency of rear-end
crashes. Under existing conditions, the movement from Route 6 eastbound is
accommodated by an exclusive right turn lane along the ramp that enters into its
own lane on Route 134 southbound. However, this movement is unnecessarily
under yield sign control under existing conditions. Based on observations, motorists
often appear confused on how to appropriately traverse this intersection and
motorists are often seen stopping on the ramp and waiting for a gap in the
southbound Route 134 traffic before entering the traffic stream. This happens even
though motorists exiting the ramp have a dedicated lane southbound on Route 134
and this is likely the primary cause of the rear-end crash frequency.
35 Mitigation
During the early stages of the proposed project, VHB and the Proponent had
numerous discussions with the Town of Dennis regarding the safety at this location.
At the request of the Town, VHB investigated the feasibility of putting the ramp
movement under traffic signal control. Initial investigation of signalization revealed
that traffic signal warrants are not met, and preliminary discussions with MassDOT
revealed that they are not in support of this approach. VHB has prepared various
conceptual layouts that address the issue of vehicles confusing the free movement for
a yield movement. The Proponent has also arranged and participated in a meeting
with MassDOT, the Town of Dennis, and CCC staff to discuss this location and
possible improvement opportunities. Based on this discussion, additional analyses
including the safety review of the Route 134 corridor between the ramp and
Theophilus F. Smith Road was conducted and incorporated into this document. In
addition, it was determined during discussions with MassDOT that a very similar
treatment was recently implemented at the intersection of the Route I-195 Eastbound
Off Ramp and Faunce Corner Road in Dartmouth, Massachusetts. As part of the
conceptual development for the improvements proposed at the Route 6 Eastbound
Off Ramp, VHB conducted a site visit of this intersection in Dartmouth. VHB also
retrieved crash records for this intersection before and after the implementation of
the improvements. While the improvements have only been fully operational for just
over a year, fewer crashes were reported after the improvements were put in place.
In addition, VHB met with a representative of the Massachusetts State Police, whose
station location is located approximately 100 yards north of this intersection and they
have great familiarity with this intersect. They suggested that the improvement has
improved safety and has made a difference in how vehicles traverse the intersection.
Figure 11 demonstrates the proposed solution that provides an extension of the lane
separation and adds physical protection between the ramp traffic and Route 134
southbound traffic as well as appropriate lane designation signage. The Proponent
will continue to work with the Town and the CCC to refine this layout and will
implement these improvements as part of the proposed project.
Under existing conditions, the current interchange design at the intersection of Route
134 northbound at the Route 6 westbound ramps does not provide a proper lane
transition over the bridge. The lane striping currently provides two travel lanes
northbound on Route 134, but the outside lane turns directly into an exclusive rightturn lane for the Route 6 westbound on ramp. VHB acknowledges that based on the
cross section of the bridge over Route 6, there is not adequate width to provide tapers
to drop a through lane while also providing the exclusive right-turn lane onto Route
6. However, additional warning signage and clear lane striping could improve safety
at this location and reduce the likelihood of drivers getting “trapped” in the rightturn lane when they intend to continue traveling northbound on Route 134. VHB
will work with the Town and the CCC to develop improvements to the signage and
striping at this location.
36 Mitigation
This intersection currently operates at LOS A during the weekday evening and
Saturday midday peak hours and is expected to continue to operate at LOS A under
future 2018 No Build and Build conditions. While no operational issues exist at this
intersection, there has been a high frequency of rear end crashes (18 of 26 crashes
were rear end). Based on observations, lane striping appeared to be in good
condition at this intersection. The frequency of rear end crashes suggests a potential
issue with the clearance interval and/or red light running at this intersection. As
part of the proposed project, VHB will investigate whether the current clearance
intervals programmed properly, determine if they are adequate for the intersection,
and will optimize traffic signal timings as part of this effort.
This intersection experienced a total of 13 crashes over the three-year study period, 9
of which were angle crashes. Based on field observations and the details in the crash
data, the frequency of angle crashes suggests that vehicles on the side street are
accepting gaps in Route 134 traffic that are not adequate. It is also possible, based on
field observations, that speeds on Route 134 could be a contributing factor. Field
observations also showed that the existing striping along the Airline Road approach
is not clean and is in relatively poor condition. In addition, the height and placement
of signage inhibits sight distance for some vehicles. It appears that some placards on
the bottom half of the wooden way finding signage have been removed to provide
better sight distance, but the placards on the top half of the signs partially impede
sight distance for taller vehicles. In addition, the placement of these signs is not
ideal. VHB recommends restriping this intersection, modifying the location and/or
placement of signage, and the installation of additional speed limit signage on Route
134 in the vicinity of this intersection.
As discussed in Chapter 3, Future Conditions, this intersection is part of a MassDOT
roadway improvement project. As part of the MassDOT project, the traffic signal at
this intersection will be upgraded and pedestrian accommodations will be provided.
It is anticipated that the proposed improvements at this location, which are
scheduled for construction in late 2012, will improve the overall safety at the
intersection.
37 Mitigation
Based on the capacity analysis summarized in Chapter 4, this intersection currently
operates at LOS D during the weekday evening and Saturday midday peak hours.
This intersection is expected to continue to operate at LOS D under 2018 future No
Build. Under 2018 Build conditions, the intersection is expected to continue to
operate at LOS D during the weekday evening peak hour and Saturday midday peak
hours. Vehicle queues, particularly on the westbound approach, suggest that the
traffic signal timing plan is not optimized to meet the demands on each approach of
this intersection. As part of the proposed project, the Proponent will modify the
traffic signal timing to optimize operations of each approach. In addition, the vehicle
crash data shows a high frequency of angle crashes at this intersection, which often
indicates an issue with red light running. In this case, based on field observations,
the crash history suggests that vehicles making a southbound left turn often continue
to make that maneuver after the southbound lead phase has expired. As part of the
retiming of this signal, VHB will investigate the adequacy of the southbound lead
phase length as well as the clearance intervals programmed into the signal and will
adjust those inputs accordingly to improve safety. With an optimal timing plan for
the traffic signal, the intersection will operate at LOS D during both of the peak
hours, with reduced queuing along the Main Street westbound approach to the
intersection.
Theophilus F. Smith Road at Enterprise
Road/Cumberland Farms/Cranberry Square/Proposed
Site Access
Under existing conditions, Cumberland Farms and Cranberry Square intersect with
TFS Road approximately 200 feet east of Route 134. Enterprise Road intersects with
TFS Road approximately 275 east of Route 134. As part of the access plan for the
proposed project, Enterprise Road will be realigned to the east and will form the
southbound approach to the proposed signalized westerly access driveway. The
realignment will move Enterprise Road approximately 100 feet to the east, which will
provide additional separation from Cumberland Farms and Cranberry Square. The
eastbound and westbound approaches to the intersection will be widened to provide
an exclusive left-turn lane, a through lane, and an exclusive right-turn lane.
Enterprise Road will be widened to provide an exclusive right-turn lane and a shared
through/left-turn lane. The northbound approach will also provide an exclusive
right-turn lane and a shared through/left-turn lane. A summary of the sight distance
for this intersection as well as the other two access points is provided in the
Appendix.
38 Mitigation
It is important to note that the layout of this intersection was the subject of extensive
discussions with the Town of Dennis prior to the submission of the DRI application
and numerous alternatives were evaluated at the Town’s request. The primary
concerns of the Town were the spacing between Route 134 and Enterprise Road, the
interaction of traffic at the driveways to Cumberland Farms/ Cranberry Square, and
alignment of proposed driveway and Enterprise Road. The Town wanted to
maximize the spacing of the access points, which led to the proposed relocation of
Enterprise Road to align with the proposed Lowe’s driveway. During all of these
discussions and supplemental discussions with the CCC leading to the development
of the TIAS, a roundabout option was not suggested as desirable or something that
should be considered.
To be responsive to recent comments about the potential application of a
roundabout, VHB prepared a conceptual layout of a roundabout at this location
assuming a single lane roundabout that is capable of accommodating tractor trailers
(site oriented), trucks to the transfer station, and fire apparatus. Based on
roundabout design standards, a single-lane compact roundabout would need to have
a minimum inscribed circle diameter of 120 feet to accommodate the anticipated
activity at this intersection. As shown on the concept plan (provided in the
Appendix), this would cause significant encroachment on the properties on both
sides of TFS Road, including land outside of the control of the project Proponent. In
addition, on the north side of TFS Road, there is a significant difference in grade,
requiring substantial earthwork and installation of what would be a large retaining
wall on the Patriot Square parcel. A roundabout at this location would encroach into
the Patriot Square parcel further than the signalized option thereby resulting in more
parking loss on this parcel which is unacceptable to the property owner.
Furthermore, given the Town’s concerns about the traffic activity along this section
of TFS Road with regard to the interaction of the access points at Cumberland Farms
and Cranberry Square, installation of a roundabout leaves no opportunity for vehicle
queue management in the eastbound direction. While the signalized capacity
analysis suggests that vehicle queuing is not expected to be a problem, there is
always the opportunity to install vehicle queue detection for the signalized Lowe’s
Driveway/Enterprise Road and TFS Road in the future if the Town deemed it
necessary. In addition, the spacing between the existing traffic signal at Route 134
and TFS Road and the entry/exit to a roundabout is far less than the minimum
desired spacing requirements. For the purpose of analyzing potential operations at
this intersection assuming a single lane roundabout as outlined in the concept,
SIDRA analyses were conducted for the peak periods with the project in place. The
results indicate that the Saturday midday peak hour operations would be at a LOS D
but the queues along the TFS Road critical eastbound approach would be more than
400 feet, completely filling the storage pocket between Route 134 and
Enterprise/Lowe’s Driveway and blocking access to Cranberry Square and
Cumberland Farms. For these primary reasons, installation of a roundabout does not
appear feasible or desirable.
39 Mitigation
With the realignment of Enterprise to line up with the Site Driveway, and the
introduction of traffic signal control, there is an opportunity to potentially provide a
connection of Cranberry Square Condominium to the site, and possibly Cumberland
Farms to Enterprise Road. Such connections would provide each site the
opportunity to gain access to Theophilus F. Smith Road through traffic signal control
which would be an enhancement over existing conditions. The Proponent will allow
such a connection if the adjacent owners are interested in having one in place. This
would represent a substantial enhancement that provided for protected left turn
movements from both sites. A letter of commitment to allow this connection is
provided in the Appendix.
Based on the mitigation measures described in this chapter, Table 11 summarizes the
signalized intersection capacity analysis with and without the proposed
improvements in place.
Table 11
Signalized Intersection Capacity Analysis Summary – With Mitigation
v/c
Delay
LOS
v/c
Delay
LOS
With Mitigation
Location
Period
Route 134 at
Weekday Evening
Saturday Midday
0.77
1.00
26
32
C
C
1.03
1.33
56
80
E
F
0.79
0.97
19
39
B
D
Route 134 at
Market Place/Patriot Square
Weekday Evening
Saturday Midday
0.79
0.78
31
30
C
C
0.81
0.80
31
30
C
C
0.84
0.83
26
23
C
C
Route 134 at Main Street
(Route 28)
Weekday Evening
Saturday Midday
0.87
0.97
39
51
D
D
0.88
0.98
41
52
D
D
0.97
0.99
38
47
D
D
a
b
c
volume to capacity ratio
average delay in seconds per vehicle
level of service
As Table 11 indicates and as the preceding text discussed, the proposed mitigation
measures at these three intersections returns traffic operations back to acceptable
levels (LOS D or better), at a minimum.

Congestion Management
As part of the TIAS, and based on discussions with CCC Staff, the mitigation of
congestion impacts will be handled two ways: (1) Fair Share Mitigation in accordance
with Part 2 of Technical Bulletin 96-003, and (2) a Vehicle Miles Traveled (VMT)
Transit Equivalency buyout, prepared in accordance with Technical Bulletin 96-003
page 1-7, as summarized below:
“3.
Optional Mitigation – under certain circumstances, it may possible to mitigate the
impacts of development on parts of the Regional Roadway system which are
40 Mitigation
impacted by fewer than 25 trips through a transit equivalency buyout. The applicant
should discuss the possibility of using this buyout with the CCC before applying it.
If approved for use by the CCC, the following procedure should be followed:
(a.) The applicant should choose a study area wide cutoff for actual peak
hour mitigation by selecting a number of new peak hour trips of less than 25.
(b.) For all links inside the “cutoff”, a summation of the vehicle miles of
travel (VMT) covered in the actual mitigation plan should be calculated by
multiplying the number of peak hour peak season trips on each Regional Roadway
link by the length of each link, and summing over the links inside the cutoff.
(c.) The overall VMT of the project should be calculated by multiplying the
project’s new peak hour trips by the “analysis trip length” as defined in Part 3 of
these guidelines.
(d.) The remaining VMT to be mitigated should be calculated by
subtracting the result of (2.) from the result of (3.). This net VMT should be
mitigated through a fee paid to CCC/Barnstable County based on the transit
equivalency of this VMT as outlined in Part 3 of these guidelines. These funds will
be expended by the CCC to improve transportation in the project’s study area and/or
town(s) and/or according to MPS 4.1.3.4.
(e.) The applicant is still responsible for providing mitigation as directed by
MPS 4.1.3.4 and other RPP requirements for all links and intersections inside the
cutoff area.”
Regarding specific impacted intersections, MPS TR3.4 states, “At all adversely impacts
locations, mitigation shall be proposed and funded to maintain year-round Level of Service at
‘no-build’ conditions”. At locations within the study area that experience a drop in
level of service based on the Build conditions analysis, fair share mitigation will be
proposed to address such impacts, as described in the following section.

Fair Share Mitigation
In addition to the intersection/roadway mitigation and the TDM strategies proposed
as part of the project, the Proponent has proposed “fair share” improvements within
the study area. It is important to note that the following mitigation is proposed to
achieve compliance with the RPP and will supplement the proposed TDM program
and intersection/roadway mitigation measures that have already been discussed. It
should also be noted that the fair share contribution values contained in Table 12
were prepared in accordance with Technical Bulletin 96-003 and were calculated
based on the trip generation and trip distribution discussed in Chapter 3 Future
Conditions. The fair share mitigation provides a contribution towards additional
improvements to the transportation infrastructure throughout this area. The
following section describes the program.
41 Mitigation
Intersections
Old Bass River Road at Bob Crowell
Road
Under 2018 No Build conditions, independent of the proposed project, this
unsignalized intersection is expected to operate at LOS E during the weekday
evening and Saturday midday peak hour periods, respectively. Under 2018 Build
conditions with the proposed project in place, this intersection is expected to
continue to operate at LOS F during peak hours. An evaluation of the vehicle crash
history for this intersection showed only a total of five crashes over the three-year
study period. In terms of intersection capacity, the only feasible means of increasing
capacity would be through the installation of a traffic signal. The Proponent will
make a fair share contribution towards such an improvement as shown in Table 12.
unsignalized intersection is expected to operate at LOS C during the weekday
evening and Saturday midday peak hour periods. Under 2018 Build conditions with
the proposed project in place, this intersection is expected to operate at LOS E and
LOS F during the weekday evening and Saturday midday peak hour periods,
respectively. Mitigation has been proposed that results in this intersection operating
at LOS C during the weekday evening peak hour and LOS D during the Saturday
midday peak hour. To comply with the MPS TR3.4, this intersection must be
brought back to No Build level of service. To accomplish this, a right-turn lane could
be installed on the Route 134 northbound approach. The Proponent will make a fair
share contribution towards such an improvement as shown in Table 12.
Route 134 at Route 6 Westbound Off
Ramp
evening and Saturday midday peak hour periods. Under 2018 Build conditions with
the proposed project in place, this intersection is expected to continue operate at LOS
D during both peak hours. In terms of intersection capacity, the most feasible means
of increasing capacity would be through the installation of a second southbound
travel lane. The Proponent will make a fair share contribution towards such an
improvement as shown in Table 12.
42 Mitigation
Great Western Road at Depot Street
(East)
evening peak hour and LOS D during the Saturday midday peak hour. Under 2018
Build conditions with the proposed project in place, this intersection is expected to
continue operate at LOS C during the weekday evening peak hour but will drop to
LOS D during the Saturday midday peak hour. In terms of intersection capacity, the
only feasible means of increasing capacity would be through the installation of a
traffic signal. The proponent will make a fair share contribution towards such an
improvement as shown in Table 12.
43 Mitigation
Table 12
Fair Share Mitigation Assessment
Peak Hour Capacity
Recommended
Cost
Improvements Estimate
Location
With
Improvements
Without
Improvements
Capacity
Addition
DRI
Traffic a
Fair Share
Responsibility
Fair Share
Contribution
$245,000
1,779
1,100
679
31
4.6%
$11,270
NB Right Turn lane $51,000
3,849
5,038
1,189
241
20.3%
$10,360
INTERSECTION
Old Bass River Rd. at:
Bob Crowell Road
Signalization
Route 134. at:
Theo Smith Road
Route 134. at:
Route 6 WB Off Ramp SB Through Lane
$33,000
1,245
1,850
605
58
9.6%
$3,170
Great Western Rd at:
Depot Street (East)
$245,000
1,442
2,545
1,103
31
2.8%
$6,860
TOTAL
$31,660
Source:
a
Signalization
DRI Traffic based on Trip Generation calculations
As shown in Table 12, based on the anticipated capacity increase at this location and
the expected increase in project traffic, the Proponent’s fair share of physical
improvements at this location would be approximately $31,660. The detailed
calculations of the fair share responsibility at each intersection as well as the
parameters for the cost estimates are provided in the Appendix.
Based on the mitigation strategies outlined in this chapter, Table 13 provides a
summary of costs for the entire mitigation program proposed as part of this project.
44 Mitigation
Table 13
Mitigation Plan Cost Summary
Mitigation Action
Description
Transportation Demand Management
Proposed TDM Program including:
Program

Ridesharing program

Bicycle/Pedestrian amenities (with transit
stop on site)
Approximate
First Year Cost *
Approximate
Annual Cost
$15,000
$5,000
$140,000
NA
$690,000
NA
$676,600
NA
$31,660
NA
$75,000
NA
$1,628,260
$5,000

On-site services for employees, patrons, and
residents
Monetary contribution in accordance with MPS
Trip Reduction (MPS TR2.11)
TR0.4
Level of Service/Congestion
Intersection and site access capacity
Management (MPS TR3.4)
improvements along TFS Road
Congestion Impact Mitigation (MPS
Monetary contribution to offset increase in vehicle
TR3.6)
miles traveled
Fair Share Improvements (MPS TR3.6)
Five locations summarized in Table 12
Safety Improvements (MPS TR1.1)
Mitigation measures at 9 locations:

Theophilus F. Smith Road and Enterprise
Road/Site Driveways


Route 134 and Market Place/Patriot Square
Access Driveway

Route 134 and Route 6 Eastbound Ramps

Route 134 and Route 6 Westbound Ramps




Total Program Cost
*
The costs provided in Table 13 are estimates and may need to be modified during the review process. Cost estimates, specific mitigation commitments, and
allocation of funds are subject to change based on CCC Staff review.
45 Mitigation
6
Conclusion
Vanasse Hangen Brustlin, Inc. (VHB) has prepared to submit a traffic impact and
access study (TIAS) for the proposed Lowe’s Home Improvement Center. Access to
the site would be provided by three driveways on TFS Road. The easternmost
driveway will be an unsignalized T-type intersection with TFS Road which will be
designated for truck delivery. The middle site driveway will be a T-type intersection
with TFS Road and will be limited to right-turn in/right-turn out access. The
westernmost driveway will be under traffic signal control and will involve the
realignment of Enterprise Road to form the southbound approach to the intersection.
By introducing the traffic signal and realigning Enterprise Road to align with the site
driveway, we are providing access management along this corridor.
The study area for the project included the following 21 intersections:
















The proposed project is expected to result in a total of 2,104 net new trips (1,052
entering/1,052 exiting) on a typical weekday and 3,912 net new trips (1,956
entering/1,956 exiting) on a typical Saturday. The proposed project is expected to
result in a total 215 net new vehicle trips (117 entering/98 exiting) during the
weekday evening peak hour and 301 net new vehicle trips (157 entering/144 exiting)
during the Saturday midday peak hour.
46 Mitigation
Capacity analyses were conducted for each of the study area intersections and
roadway links under 2013 Existing conditions, 2018 No-Build conditions (without the
proposed development), and 2018 Build conditions (with the proposed
development). Based on the results of these analyses and the anticipated sitegenerated traffic, the proponent will implement the following measures:




Comprehensive Transportation Demand Management Program
Provide monetary contribution in accordance with MPS TR0.4
Intersection safety and/or capacity enhancements at:
o Theophilus F. Smith Road and Enterprise Road/Site Driveways
o Route 134 and Theophilus F. Smith Road
o Route 134 and Market Place/Patriot Square Access Driveway
o Route 134 and Route 6 Eastbound Ramps
o Route 134 and Route 6 Westbound Ramps
o Route 134 and Airline Road
o Route 134 and Bob Crowell Road
o Route 134 and Main Street (Route 28)
o Route 134 at Center Street
Fair Share contribution towards additional improvements in the study area
Overall, VHB concludes that the implementation of the above-mentioned mitigation
measures not only accommodates future site-generated traffic but also improves
some existing operational deficiencies in the vicinity of the site.
47 Mitigation

Proposed Lowe`s Home Improvement Center

Transcription

Similar documents

Proposed Xpress Route 423 Schedule, Fare, and Route:

Brochure - Premier Commercial Realty

50000 in free upgrades!

muttaburrasaurus - Clyde Peeling`s Reptiland

c O n TA c T jiM SPEROS

Geoconcept TourSolver: the simple tool for optimized routes!

Shops and Offices at Lower Southampton Village

available - RK Centers

join nordstrom rack

Assembly Point Sign