HomeMy WebLinkAboutTraffic AssessmentComment and Resolution Form
PERMIT* 5-2021-0144
PERMIT TYPE: Driveway
LOCATION: YARMOUTH, 6A, 647 Main Street (Yarmouth Port)
APPLICANT: The Davenport Companies AGENT: Robert Ready
SUBMITTAL: 75/100%
SUBMITTED BY: Nicole Serthiaume
Ar.7"; n.assDOT
.y
DATE: Sep 23, 2021
COLUMN 'NO.' PREFIX FOR COMMENT NO'S - PLANS =P, SPEC. PROVS=S, EST. E, CALC BOOK=C, BRIDGE CALCS=D, OTHER =O
"ACTION" A=WILL INCORPORATE, B=WILL EVALUATE, C=N/A
Page 1 of 1
O
FINAL
NO.
SHEET
COMMENT
DOCUMENT
INITIAL
RESPONSE
REVIEW
ACTION
OR ITEM
UPLOADED?
ACTION
INITIAL
VERIFIED
COMPLETED BY REVIEWER COMPLETED BY DESIGNER
HIGHWAY OPERATIONS (Aidee Cira) Submission Type/#: 1 -
One
1
No further comments.
1
Submit/upload a document signed/notarized by the current
owner of the parcel (Roman Catholic Bishop of Fall River)
authorizing the current Permit Applicant, The Davenport
Companies, permission to apply for said permit, noting that the
site is being sold to said Applicant and, once all the permits are
in place, will be signed over to The Davenport Companies.
2
Previous Comment:
Note, all required local approvals (Planning Board, Zoning
Board of Appeals, etc.) will need to be obtained/submitted prior
to Permit issuance.
Appears that, to -date, only the Preliminary Planning Board
A royal has been submitted.
COLUMN 'NO.' PREFIX FOR COMMENT NO'S - PLANS =P, SPEC. PROVS=S, EST. E, CALC BOOK=C, BRIDGE CALCS=D, OTHER =O
"ACTION" A=WILL INCORPORATE, B=WILL EVALUATE, C=N/A
Page 1 of 1
To: Town of Yarmouth
From: Randall Hart, Principal
Introduction
Date: December 27, 2021
Project #: 15405.00
Re: Proposed Subdivision
Traffic Assessment
Memorandum
On behalf of the Davenport Companies, Vanasse Hangen Brustlin, Inc. (VHB) has prepared a transportation assessment
of the proposed Miracle Way subdivision located on Lot 2 Route 6A in Yarmouth, Massachusetts. The following
memo provides review of existing accident history along Route 6A at the proposed site driveway and adjacent
intersection, projections of traffic for the subdivision, and review of site distance for the proposed driveway and
adjacent roadway.
Crash Summary
A detailed crash analysis was conducted to identify potential vehicle accident trends and/or roadway deficiencies in
the immediate area of the proposed site driveway. The most current vehicle accident data for the traffic study area
intersections were obtained from MassDOT for the years 2015 to 2019. The MassDOT database is comprised of crash
data from the Massachusetts Registry of Motor Vehicles (RMV) Division primarily for use in traffic studies and safety
evaluations. Data files are provided for an entire city or town for an entire year, though it is possible that some crash
records may be omitted either due to individual crashes not being reported, or the city crash records not being
provided in a compatible format for RMV use.
Crash rates are calculated based on the number of accidents at an intersection and the volume of traffic traveling
through that intersection on a daily basis. Rates that exceed MassDOT's average for accidents at intersections in the
MassDOT district in which the town or city is located could indicate safety or geometric issues for a particular
intersection. For our study area, the calculated crash rates for the study area intersections were compared to the
MassDOT District 5 (the MassDOT district for Yarmouth) average. The current MassDOT average crash rate for
unsignalized and signalized intersections in District 5 is 0.57 and 0.75 crashes per million entering vehicles,
respectively. In other words, on average, 0.57 crashes occurred per million vehicles entering unsignalized intersections
throughout District 5.
A summary of the study area intersections vehicle accident history based on the available RMV data is presented in
Table 1 and the detailed crash data is provided in the Attachments to this memorandum.
Engineers I Scientists I Planners I Designers
101 Walnut Street, PO Box 9151, Watertown, Massachusetts 02471
P 617.924.1770 F 617.924.2286 www.vhb.coln
\\9b1data\projects\wat-T5\15578W Ya,mou h SuWlvision\docs\memos\Traffic Memo.docx
Town of Yarmouth
Ref: 15578.00
December 30, 2021
Page 2
Table 1 Vehicular Crash Data (2015 - 2019)
Route 6A at Hockanom
Road
lid Mrhb.
Route 6A at Kencomsett
Circle
Siqnalized?
No
No
MassDOT Average Crash Rate
0.57
0.57
Year
0 0
Sideswipe, same direction
2015
1
0
2016
1
0
2017
0
0
2018
0
0
2019
0
0
Total
2
0
Yearly Average
0.4
0.0
Collision Type
Angle
0 0
Head-on
0 0
Rear -end
1 0
Sideswipe, opposite direction
0 0
Sideswipe, same direction
0 0
Single Vehicle Crash
1 0
Not reported
0 0
Severity
Fatal Injury
0 0
Non -Fatal Injury
0 0
Property Damage Only
2 0
Not Reported
0 0
Time of day
Weekday,7:00 AM - 9:00 AM
0 0
Weekday, 4:00 — 6:00 PM
1 0
Saturday 11:00 AM — 2:00 PM
0 0
Weekday, other time
0 0
Weekend, other time
1 0
Pavement Conditions
Dry
2 0
Wet
0 0
Snow
0 0
Sand, mud, dirt, oil, gravel
0 0
Not reported
0 0
Non -Motorist (Bike Ped) 0 0
Source: Crash data was obtained from MassDOT Crash Portal, accessed December 27, 2021.
\\gbldata\pmjecls\Wat-TS\15518,W Yarmouth Subdivision\docs\memos\TWftc Memo docx
Memorandum
o,i
�Vhb.
Memorandum
As shown in Table 3, there were two crashes at the intersection of Route 6A at Hockanom Road over the five-year
period between 2015 and 2019. It should be noted that one of the crashes reported involved a single vehicle colliding
with an animal on the roadway within the vicinity of this intersection. This crash therefore may have occurred
independently of the intersection geometry which should be considered when examining the crash data at this
location.
No reported crashes occurred at the intersection of Route 6A at Kencomsett Circle over the five-year period.
Highway Safety Improvement Program
In addition to calculating the crash rate, study area intersections should also be reviewed in the MassDOT's Highway
Safety Improvement Program (HSIP) database. An HSIP-eligible cluster is one in which the total number of
"equivalent property damage only" crashes in the area is within the top 5% of all clusters in that region. Being HSIP-
eligible makes the location eligible for FHWA and MassDOT funds to address the identified safety issues at these
locations. As part of this effort, VHB reviewed this database and found that the intersections referenced above are not
HSIP locations.
Trip Generation
The rate at which any development generates traffic is dependent upon a number of factors such as size, location, and
concentration of surrounding developments. The site is currently vacant. The proposed development consists of a
14 -lot single-family home residential subdivision. The proposed site plan is included in the Attachments.
Trip generation estimates for the proposed use were projected using trip generation rates published by the Institute
of Transportation Engineers (ITE) Trip Generation, 111h Edition'. The number of vehicle -trips generated by the
residential subdivision were estimated based on ITE LUC 210 (Single -Family Detached Housing). The estimated trip
generation for the proposed subdivision is presented below in Table 2.
"Equivalent property damage only" is a method of combining the number of crashes with the severity of the crashes based on a weighted
scale. Crashes involving property damage only are reported at a minimal level of importance, while collisions involving personal injury (or
fatalities) are weighted more heavily.
Trip Generation, 11th Edition, Institute of Transportation Engineers, Washington D.C., 2021.
Engineers I Scientists I Planners I Designers
101 Walnut Street, PO Box 9151, Watertown, Massachusetts 02471
P 617.924.1770 F 617.924.2286 www.vhb.com
\\gb1data\pmje0s\Wa4T5\1557800 Yamouth Subdivision\docs\memos\nanic Memo.dxx
Town of Yarmouth
Ref: 15578.00
December 30, 2021
Page 4
Table 2 Trip Generation Summary
Weekday Morning Peak Hour
Enter 3
Exit 9
Total 12
Weekday Evening Peak Hour
Enter 10
Exit 6
Total 16
Saturday Daily
Enter
Site -Generated
Trips a
Weekday Daily
72
Enter
83
Exit
83
Total
166
Weekday Morning Peak Hour
Enter 3
Exit 9
Total 12
Weekday Evening Peak Hour
Enter 10
Exit 6
Total 16
Saturday Daily
Enter
72
Exit
72
144
Saturday Midday Peak Hour
Enter
12
Exit
10
Memorandum
Total 22
a. Trip Generation estimate based ITE LUC 210 (Single -
Family Detached Housing) for 14 units.
As shown in Table 2, the development is expected to generate approximately 12 trips (3 entering/ 9 exiting) during
the weekday morning peak hour, 16 trips (10 entering/ 6 exiting) during the evening peak hour, and 22 trips (12
entering/ 10 exiting) during the Saturday midday peak hour.
Sight Distance
Access to the site is proposed via a single access driveway (Miracle Way) to Route 6A directly across from Hockanom
Road. Alternative access was also considered via the rear of the property to Eileen Street. Eileen Street intersects with
Outward Reach Road which provides access to Route 6A. Both roadways are residential in nature. If access were
solely provided from Eileen Street all site related traffic would be directed through existing residential streets. Under
the proposed plan no access to Eileen Street is proposed and all site traffic would be directly to Route 6A thereby
avoiding the existing residential neighborhood to the east.
\\gb1data\projec6\VVat-TS\15578.88 Yarmouth SubdivisimAdocs\memos\Traffic Memo docx
Town of Yarmouth
Ref: 15578.00
December 30, 2021
Page 5
,r
hb,
Memorandum
VHB conducted a sight distance analysis, conforming to guidelines of the American Association of State Highway and
Transportation Officials (AASHTO)3, at Route 6A at Hockanom Road and Route 6A at the location of the proposed site
driveway. Sight distance is generally divided into two categories: Stopping Sight Distance (SSD) and Intersection Sight
Distance (ISD). Stopping Sight Distance (SSD) is the distance required for a vehicle approaching an intersection from
either direction to perceive, react and come to a complete stop before colliding with an object in the road, in this case
the exiting vehicle from a driveway. In this respect, SSD can be considered as the minimum visibility criterion for the
safe operation of an unsignalized intersection.
Intersection Sight Distance (ISD) is based on the time required for perception, reaction and completion of the desired
critical exiting maneuver once the driver on a minor street or driveway approach decided to execute the maneuver.
Calculation for the critical ISD includes the time to (1) turn left, and to clear the half of the intersection without
conflicting with the vehicles approaching from the left; and (2) accelerate to the operating speed of the roadway
without causing approaching vehicles to unduly reduce their speed. In this context, ISD can be considered as a
desirable visibility criterion for the safe operation of an unsignalized intersection. Essentially, while SSD is the
minimum distance needed to avoid collisions, ISD is the minimum distance needed so that mainline motorists will not
have to substantially reduce their speed due to turning vehicles. To maintain the safe operation of an unsignalized
intersection, ISD only needs to be equal to the stopping sight distance, though it is desirable to meet ISD
requirements by themselves.
To calculate the required SSD and ISD at the proposed unsignalized Site driveway intersections, a 45miles-per-hour
(mph) design speed was used based on the posted speed limit. Table 3 summarizes the sight distance analysis.
Table 3 Sight Distance Analysis Summary
Measured
Intersection Siaht Distance
Route 6A at
Proposed Site
Eastbound
360
370±
Left
500
9001-
00±Driveway
Driveway
Westbound
360
900±
Right
430
350±
Route 6A at
Eastbound
360
840±
Left
500
395±
Hockanom Road
Westbound
360
410±
Right
430
900±
Based on guidelines established in A Policy on the Geometric Design of Highways and Streets, Seventh Edition(2" a Printing), American
Association of State Highway and Transportation Officials (AASHTO), 2018 for a posted speed limit 45 -mph.
As shown in Table 3, the minimum stopping sight distance (SSD), meets or exceeds the minimum requirements for
both intersections reviewed. It should be noted that meeting or exceeding SSD is necessary for sight distance to
ensure adequate sight lines are available. As shown in the table, the intersection sight distance (ISD) is not met for
either the proposed site driveway or Hockanm Road looking left, but it is met for both looking right. Meeting ISD is
desirable but not necessarily a requirement. To improve the sight distance for both location, trimming should be
3 A Policy on the Geometric Design of Highways and Streets, American Association of State Highway and Transportation Officials, 2011.
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Town of Yarmouth
Ref: 15578.00
December 30, 2021
Page 6
1�
Vhb.
Memorandum
done and maintained within the right of way to the extent possible. Along the Route 6A site frontage, clearing should
be conducted to maximize the sight distance to the extent possible as part of this project. VHB is providing a sketch
to demonstrate the clear area along the site frontage that should be provided and maintained (attached).
It should be noted that review MassDOT data in the vicinity of the site suggests that the 85th percentile speeds along
Route 6A are lower than the posted speed limit (41 mph 851h percentile versus the 45 -mph speed limit). As a result
using the posted speed limit, instead of the 851h percentile speed results in a conservative assessment.
pgbldafa\pmjec% Wm-TS\15578.0 Yammouth SubdiNsmo\docs\memos\Tralfic Memo docx
Town of Yarmouth
Ref: 15578.00
December 30, 2021
Page 7
Attach aeons
Attachments
\\gbldata\projects\Wat-TS\15578.W Ymmouth Subdivision\docs\memos\Traffic Memo docx
Vhb,
Memorandum
i
ITE TRIP GENERATION WORKSHEET
(11th Edition, Updated 2021)
LANDUSE: Single -Family Detached Housing
LANDUSE CODE: 210
SETTINGILOCATION: General Urban I Suburban
JOB NAME:
JOB NUMBER:
RATES:
# Studies R"2
DAILY 174 0.95
AM PEAK (ADJACENT ST) 192 0.90
PM PEAK (ADJACENT ST) 208 0.92
TRIPS:
DAILY
AM PEAK (ADJACENT ST)
PM PEAK (ADJACENT ST)
Independent Variable --- Number of Units
WEEKDAY
14 units
Total Trip Ends
Total
Average
LOW
High
9.43
4.45
22.61
0.70
0.27
2.27
0.94
0.35
2.98
14 units
BY AVERAGE
BY REGRESSION
Total
Directional
Independent Variable Range
Distribution
Average
Low
High
Enter Exit
246
10
2,945
50% 50%
226
10
2,945
26% 74%
248
10
2,945
63% 37%
BY AVERAGE
BY REGRESSION
Total
Enter
Fail
Total
Enter
Exit
134
67
67
166
83
83
10
3
7
12
3
9
13
8
5
15
10
6
SATURDAY
TRIPS:
DAILY
PEAK OF GENERATOR
BY AVERAGE
BY REGRESSION
Total
Directional
RATES:
Total
Enter Exit
Total Trip Ends
67
7
Independent Variable Range
Distribution
# Studies
R"2
Average
Low
High
Average LOW High
Enter Exit
DAILY 63
0.91
9.48
3.36
16.52
179 15 1,000
50% 50%
PEAK OF GENERATOR 42
0.89
0.92
0.41
1.78
152 15 644
54% 46%
TRIPS:
DAILY
PEAK OF GENERATOR
SUNDAY
BY AVERAGE
BY REGRESSION
Total
Enter
Exit
Total
Enter Exit
134
13
67
7
67
8
144
22
72 72
12 10
SUNDAY
TRIPS:
DAILY
PEAK OF GENERATOR
BY AVERAGE
BY REGRESSION
Directional
RATES:
Enter
Total Trip Ends
Total
Independent Variable Range
Distribution
# Studies R"2
Average
Low
High
Average LOW High
Enter Exit
DAILY 60 0.94
8.48
2.61
16.44
186 15 1,000
50% 50%
PEAK OF GENERATOR 40 0.92
0.83
0.36
1.67
163 15 644
53% 47%
TRIPS:
DAILY
PEAK OF GENERATOR
BY AVERAGE
BY REGRESSION
Total
Enter
Exit
Total
Enter
Exit
120
12
80
6
60
5
54
16
27
8
27
8
Stopping Sight Distance and Intersection Sight Distance Calculator [v0.92)
Based on 'A Policy on Geometric Design of Highways and Streets', AASHTO, 2004
Project Number: 15576.00
City/Town, State: Yarmouth, MA
Location: Route 6A at Hockanom Road
Analyst: vne Cases are descnbedIn debil on subsequent pages. In summary...
Bl: left tum from minor road, from stop control
Client: 62: right tum from minor read, from stop control
93: aossing maneuver from minor road, from stop control, assuming left -and right turns
are not pem ittad (omerwlse. case BI or B2 would superable]
Major Street name: home on
EMB
looking left [east]
(rounded to nearest S feet)
900
looking right [west]
Observed SSD:
Minor Street name: Hockanom Road
NB SB
(rounds[ to nearest S feet)
410
Desimb/e Calculated...
Condition Met?
Minor Street intersects from the: ncn6
... ISD, case 81:
500
No
... ]ISD, case 82:
430
Yes
The minor street predominantly serves...
panrnprr c.o
... ISD, case B3:
430
No
Sight distance location intersection is...
FriN,g
(mrcif,.m rosncs wsredcrruMs 6, pr?gmtler tmsrcnroumr a\e munwrl)
Total number of lanes on Major Street is...
12
••
Minimum Calculated ...
Condition Met?
Major Street Approach Grade: 0.00°A
EB
... ISD, case 111:
360
Yes
0.0D%
WB
... ISD, case B2:
360
Yes
Minor Street Approach Grade: O.00ab
NB
... ISD, case 63:
360
yes
O.ODpk
SB
[ re: mmrmum tm aepuairorcyuamsso)
Major Street Speed Information
Observed'-
Calculated ...
Condition Met?
45
EB 45
... SSD:
360 traveling EB
Yes
45
Will 45
360 traveling WB
Yes
'note: off-peak 85M oa ble speeds
how w observe and measure 15D and55D are lnduded on subsea e f pages:
Intersection sight distance is the distance that is based on the time required for perception, reaction and completion of the
d aitical exiting maneuver [typically, a left tum] once the driver on a minor street approach [or a site drive] deddes to
to the maneuver. Calculation for the critical ISD includes the time to [I] tum left, and to clear the near half of the
action without conflicting with the vehicles approaching from the left; and [2] upon turning left, to accelerate to the
ting speed on the roadway without causing approaching vehicles on the main road to unduly reduce their speed. In this
and come to a complete stop before colliding with the exiting vehicle from a driveway. In this respect, SSD can
ered as the minimum visibility criterion for the safe operation of an unsignalized intersection.
Limiting Factors:
Observed ISD:
395
looking left [east]
(rounded to nearest S feet)
900
looking right [west]
Observed SSD:
840
traveling EB
(rounds[ to nearest S feet)
410
traveling WS
r to AASHTO for spedfic guidance on SSD and ISD if presented with an unusual/atypical case.
ivate ISD is not needed at signalized intersections, assuming traffic signal heads are visible on all approaches.
object that would obstruct the driver's view should be removed or lowered, if practical. Such objects induce buildings,
sl cars, highway structures, hedges/vegetation/trees/bushes/unmowed lawn, walls, fences, and terrain.
SD, an object should be considered an obstruction If It obstructs the vision of a driver whose eye height is 3.5 feet above tt
way surface and the object to be seen Is 3.5 feet above the surface of the intersecting road.
T horizontal sight restrictions otter on downgrades, particularly at the ends of long downgrades, it is desirable to provide
that exceeds those values indicated above (refer to page 114 of AASHTO).
Irt mvloM: 4006.06.01
\1pEltlat\pmfab\Wa4T6155)6.00 YannouN 6uMMalonVe0Tn1165gM p1ffinca\6D_HocY npnl45mph
Stopping Sight Distance and Intersection Sight Distance Calculator [.0.673
Based on 'A Policy on Geometric Design of Highways and Streets', AASHTO, 2004
Project Number: 15578.00
City/Town, State: Yarmouth, MA
Location: Route 6A at Site Driveway
Analyst: `/HB
Client:
Casesamdescnbed(ndefallwwbsequentpage..
Bl:
82:
B3:
ksumm&y..
left tum from minor road, from stop control
right tum from minor mad, from stop control
crossing maneuver from minor road, from stop Control, assuming left- and right tums
are not permitted [oMerhft ease 81 or 82 woo/dwpe/cede)
Areet Names and Directions
Major Street name: Route 6A EB/wa
Street Notes
Minor Street name: Site Driveway
NB/SB
Desimble Calculated...
Condition Metz
Minor Street intersects from the: moth
... ISD, case 81:
500 yes
... ISD, case 62:
430 No
Te minor street predominantly serves...
pau"eron,
... ISD, case 63:
430 yes
light distance location intertieCBon is...
VmPOrrE
(,WM: 4numMurkns[ms[dev[ee4'6 orlr9raCesum strep, masul[Me man„�g
'otal number of lanes on Major Street is...
z
Minimum Calculated ...
Condition Met?
Major Street Approach Grade: 0.00%
EB
... ISD, case BS:
360 yes
0.00%
WB
... ISD, case B2:
360 No
Minor Street Approach Grade: 0.00%
SB
... ISD, case 133:
360 yes
0.00%
NS
Calculated...
[rare minimum So or a>wlm mwlm>sw)
Condition Met?
4ajor Street Speed Information
[�
Observed'-
45
EB
45
.,. SSD:
360 traveling ES yes
45
WB
45
360 tmoding WB yes
how W Observe and measure 15D and 55D are OMuded on subsequent pages.
Intersection sight distance is the distance that is based on the time required for perception, reaction and completion of the
d critical exiting maneuver [typically, a left tum] once the driver on a minor street approach [or a site drive] decides to
to the maneuver. Calculation for the critical LSD includes the time to [1] tum left, and to dear the near half of the
ection without conflicting with the vehicles approaching from the left; and (2) upon turning left, to accelerate to the
ting speed on the roadway without causing approaching vehicles on the main coati to unduly reduce their speed. In this
Stopping sight distance is the distance required for a vehicle approaching an intersection from either direction to perceive,
Irand come to a complete stop before colliding with the exiting vehicle from a driveway. In this respect, SSD ran be
nsitlered as the m/n/mum visibility criterion for the safe operation of an unsignalized Intersection.
Limiting Factors:
Observed ISD: 900 looking left [west]
(rounded to nearest 5 feet) 350 looking right [east]
Observed Si 370 traveling EB
T to AASHTO for specific guidance on SSD and ISD if presented with an unusual/atypical case.
juste ISD IS not needed at signalized intersections, assuming traffic signal heads are visible on all approaches.
object that would obstruct the drives view should be nerved or lowered, If practical. Such objects Include buildings,
ed cars, highway structures, hedges/vegetabon/btWbushes/unmowed lawn, walls, fences, and terrain.
ISD, an object should be considered an obstruction if it obstructs the vision of a drive whose eye height is 3.5 feet above ti
Iway surrace and the object to be seen is 3.5 feet above the surface of the intersecting road.
re horizontal sight restrictions occur on downgrades, particularly at the ends of long downgrades, it is desirable to provide
that exceeds those values indicated above (refer to page 114 of AASHTO).
lastrevL^ad'. 2006.08.01
\r,bWatanWoJasatWat-TSvTW .00 Yarmouth Su alyulon%nahrTraffl 0M DIabma*VSo_SlbDwr C5mpr
Stopping Sight Distance and Intersection Sight Distance Calculator [vO.97]
Based on'A Policy on Geometric Design of Highways and Streets', AASHTO, 2004
Secfionl
Isetiow ITT
ISID and SSD Calwhabons (rounded up to the next highest 5 feet) [soumc�: SO -�SHTO, PPJX�117; So -AsSWO, pp. 650-Wl
Project Information
Project Number: 15578.00 Analyst: VHB
Cae aredecribedintlebi/onsubsequP tpages lommmary...
CityJTovm, State: Yarmouth, MA
Bl: left tum from minor roatl, from stop control
Location: Route 6A at Hockanom Road Client:
62: right tum from minor road, from stop control
33: crossing maneuver from minor roatl, from stop control, assuming left- and right turns
are not permitted fotherwft case 81 er82 r=ldsuperz'Ede]
Street Names and Directions Street Notes
Major Street name: Route 6A
Minor Street name: Hockanom Road NB SB
DesiOlo Calculated... Condition Met?
Minor Street intersects from the:nprth _
... ISD, case BS: 455 No
--
... ISD, case 62: 395 Yes
P
The minor street predominantly serves.., m.eegn an
... ISD, case 33: 395 Yes
Sight distance location intersection is... 5tlstin9
pmre: nnumoa ohms wsrMer[sS6,ar//g2deva,esttrp, mr,sul[8re manua8
Total number of lanes on Major Street is... 2
M. •,
Minimum Calculated ... Condition Met?
Major Street Approach Grade: 0.00% EB
... ISD, case BS: 315 Yes
0.00% WB
...ISD, case 62: 315 Yes
Minor Street Approach Grade: 0.00% NB
... ISD, ease 33: 315 yes
0.00% SB
from minimum csproaovp/rompuadswJ
Calculated ... Condition Met?
Major Street Speed Information
ppslpp Observed "
45 EB 41
SSD: 315 traveling EB Yes
45 WS 41
315 travefng WB Yes
^ note: oft -peak 85M pet Ale spAMS
SedlonII
ISE) and SSD Obseadovw
Section lV
AaSHTO Guidance
Insbuco'ons on how ro observe and measure LSD and SSD are /ndudedan mbnquentpages.
Refer to AASHTO for spedfic guidance on SSD and ISD If presented with an unusual/atypical ease
tlequate ISD is not needed at signalized Intersections, assuming traffic signal heads are visible on all approaches.
MD - Interse.tlon sight distance Is the distance that is based on the time required for perception, reaction and completion of the
y object that would obstruct the driver's view should be removed or lowered, if practical. Such objects include buildings,
desired critical exiting maneuver [typically, a left Nm] once the drive on a minor street approach [or a site drive] decides to
parked cars, highway structures, hedges/vegetaboNti'eeS/bushes/unmowed lawn, walls, fences, and terain.
ecute the maneuver. Calculation for the critical ISD includes the time to [I] tum left, and to dear the near half of the
For LS D, an objet should be considered an obstruction if it obstructs the vision of a driver whose eye height Is 3.5 feet above thi
Intersection without conflicting with the vehicles approaching from the left, and [2] upon burning left, to accelerate to the
Aerating speed on the roadway without causing approaching vehicles on the main roatl to unduly reduce their speed. In this
roadway Surface and the object W be Seen is 3.5 feet above the surface of the intersecting roatl.
context, LSD can be considered as a desImb/e visibility criterion for the safe operation of an unsl nalized Intersection.
Where horizontal sight restrictions occur on downgrades, particularly at the ends of long downgmdes, it is desirable W provide
that exceeds those values indicated above (refer to page 114 of AASHTO).
- Stopping sight distance Is the distance required for a vehicle approaching an intersection from either direction to perceive,SSD
react, and come to a complete stop before colliding with the exiting vehicle from a driveway. In this respect, SSD can be
considered as the minimum visibility criterion for the safe operation of an unsignalized intersection.
Limiting Factors:
Observed ISD: 395 looking left [east]
(rounded to nearest 5 feet) 900 looking right [west]
Observed SSD: 840 traveling EB
rounded to nearest 5 feet 410 traveling WB
lacnmhM: 2006,06.01
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Stopping Sight Distance and Intersection Sight Distance Calculator [1ro.97]
Based on 'A Policy on Geometric Design of Highways and Streets', AASHTO, 2004
Section I
Iseciton, III
ISD SSD Calwhadons, (rounded up to the next highest 5 feet) CSOUX�: zD - �Hm, W - �, PP. 650 - W)
ProjectImOrnhatiOn
Project Number: 15578.00 Analyst: VHB
and pp.110-117,
CBsesaredesv)bey/ndefailo mbsequentpages Insummary...
City/Town, State: Yarmouth, MA
Bl: left tum from minor road, from stop control
Location; Route 6A at Site Driveway Client:
82: right Nm from minor road, from stop control
83: crossing maneuver from minor road, from stop control, assuming left- and right tums
are not permitted foMerw/s, case Bl Or 82 rmldsupe, edej
Street Names and Directions Street Notes
Major Streetname: Routes& Esrws
Minor street name: Site DrNeway NB SB
Desimbse Calc.l.ted— Condition Met?
Minor Street intersects Inc,m the: swrtn
...ISD, ease 31: 455 Yes
... ISD, case 62: 395 No
The minor street predominantly serves... ea;lmsmon
... ISD, case B3: 395 Yes
Sight distance location intersection is... nm,e
fn, unumacaamv amsmcrrcvh 5, or rlymd nms2cp,mvuu ox monuap
Total number of lanes on Major Street is... a
•,
Minimum Calculated ... Condition Met?
Major Street Approach Grade: 0.00% EB
... ISD, case B3: 315 Yes
0.00% WB
...ISD, case 82: 315 Yes
Minor Street Approach Grade: 0.00% SB
...ISD, case 63: 315 Yes
0.00% NB
Gare: minimum not asnlwm&w SSW
Calculated ... Condition Met?
Major Street Speed Information
py}peLy Qbserved'
45 EB 41
... SSD: 315 traveling EB Yes
45 WB 41
315 traveling WB Yes
"nose: off-peak 85th perctntl/e speeys
Section 11
ISD and SSD observations
sechon lV
AASHTO Guidance
InstrucG'ons on how toobserve and measure ISD and SSD are indudRy on subsequenfpages.
Refer to PASHTO for specific guidance on SSD and ISD if presented with an unusuaUatypiml case.
Adequate ISD is not needed at signalized intersections, assuming traffic signal heads are visible on all approaches.
- Intersection sight distance is the distance that is based on the time required for perception, reaction and completion of the
Any object that would obstruct the drivers view should be removed or lowered, if practical. Such objects Include buildings,
esired critical exiting maneuver [typically, a left tum] once the driver on a minor street approach [or a site drive] decides to
parked cars, highway structures, hetlges/vegetation/trees/bushes/unmoved lawn, walk, fences, and terrain.
ecrte the maneuver. Calculation for the critical ISD includes the time to [1] tum left, and to clear the near half of the
For ISD, an object shoultl be considered an obstruction if it obstructs the vision of a ddver whose eye height is 3.5 feet above the
intersection without conflicting with the vehicles approaching from the left, and [2] upon turning left, to accelerate to the
petting speed on the roadway without musing approaching vehicles on the main road to unduly reduce their speed. In this
roadway surface and the object to be seen is 3.5 feet above the surface of the Intersecting road.
text ISD can be considered as a deomb/e visibility criterion for the safe operation of an unsi nalized intersection.
Where horizontal sight restrictions occur on downgrades, particularly at the ends of long downgrades, It is desirable to provide
SSD that exceeds those values indicated above (refer to page 114 of AASHTO).
- Stopping sight distance is the distance required for a vehicle approaching an intersection from either direction to perceive,
react, and come to a complete stop before colfding with the exiting vehicle from a driveway. In this respect, SSD can be
sidered as the m/n/mum visibility criterion for the safe operation of an unsignalized intersection.
Limiting Factors:
observed ISD: 900 looking left [west]
(rounded to nearest 5 feet) 350 looking right [east]
Observed SSD: 37D traveling ES
rounded W nearest 5 feet 900 travelino Wit
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