4:57/ tCAA- -
'TR...41FFIC IMPACT & ACCESS STlJDY
Proposed II:ldustrial Park
Development .:: .~ Lebanon, New Hampshire
Vanasse Hang~ri Brnstlin, Inc.
. . (. ): TRAFFIC IMPACT AND ACCESS STUDY
PROPOSED INDUSTRIAL PARK DEVELOPMENT
ROUTE 120
LEBANON, NEW Hl\MPSHIRE
prepared for THE BAY-SON COMPANY
December, 19BB
VANASSE HANGEN BRUSTLIN, INC.· Transportation Engineers & Planners Six Bedford Farms, Kilton Road Bedford, New Hampshire 03102
\ : \ r S0104!llBB/nhr-AN4 TABLE OF CONTENTS
INTRODUCTION 1
SUMMARY OF FINDINGS 2
FIELD SURVEY 7
EXISTING CONDITIONS 8 A. Geometries 8 B. Traffio Volumes 10 C. Vehicle Speeds 12 D. Accidents 13
SITE GENERATED TRAFFIC VOLUMES 15 A. Trip Generation 15 B. Trip Distribution 17 C. Background Traffic Growth 18 D. Design Year Networks 19 E, Traffic Increases 20
ANALYSIS/RESULTS 22
SUMMARY AND RECOMMENDATIONS 32
APPENDIX Traffic Counts
l I 50104/1188/nhr-AN4 il II INTRODUCTION
I Vanasse Hangen Brustlin, Inc. has analyzed the traffic impact and evaluated the access-egress requirements for the proposed Industrial Park development which is to be located on the east side of Route 120 opposite the proposed southerly accessl drive to I the Dartmouth Hitchcock Medical Center (DHMC) in Lebanonl' New Hampshire. Por analysis purposes, site development comp~eted by the year 2001 will consist of approximately 180,000 SF o£ office space, 100,000 SF of retail space, 150,000 SF of industr~al I space, and a 100-room hotel. It should be noted that a~ditional development could be accommodated on-site. I
i: Access to the development, as currently planned, wi~l be provided via a single access drive, under traffic signa~ control, located opposite the southerly access drive to the propdsed Medical Center. The drive will al~o provide access to Jhe Dartmouth College Receiving Facility. A secondary, eme~gency • access only, driveway will also be provided to Route 120. The site location in relation to the local roadway system iJ shown in .;:tJ Figure 1. i I , For ~nalysis purposes, the development of the site +s anticipated to be phased over a ten-year period between 11991 and 2001. Phase Iof the development is anticipated to conJist of , i approximately 30,000 SF of office space and 50,000 SF of retail , space. The study includes traffic volume analyses, Sit~ , access/egress requirements, and safety considerations. ,.
I...: II I: -1- t. 50l04/l2S8/nh!-AN4 '-'
I..:: . i'
.~I' ,I II_. ,. Not to Scale Site .~I. Location Map en Fig" 1 I... Iii' I. SUMMARY OF FINDINGS [II This study was conducted to determine the impact and evaluate ~ access requirements of the proposed industrial park loca~ed on Route 120 in Lebanon, New Hampshire. The report analyzes the impact of traffic generated by the proposed development land evaluates it with regard to capacity and safety.
ExistinqConditions
o Route 120 lies.adjacent to the proposed site and ca~ries approximately 11,600 daily vehicles. In the vicini~y of I Route I-89, Route 120 carries approximately 20,000 qaily vehicles. I o Under existing conditions, in general, all area inters·ections I_ operate at satisfactory levels of service during th~ AM and PM peak hours. It should be noted that vehicles en~ering III.~ Route 120 during the peak hours from unsignalized I intersections experience average to moderate delays! In I addition, during the peak hours, slow moving queueslwere 1p observed along Route 120 between the I-89 ramps andjHeater Road. ! I
l' 1991 Buiid Conditions I r, I Upon development of Phase I (30,000 SF office spaceiand 50,000 SF retail space) the proposed development under 1991 If· design year cohditions will generate approximately 128 ~ AM peak hour yehicle-trips (103 in/25 out) and 289 ~IPM peak l' hour trips (119 in/170 out). i ! o Area intersections will continue to operate at satisfactory levels of service as a result of the planned roadwat improvements, outlined in the recommended section. I f 1 ~ ... ! f i " -2- tl 50104/1288/nhr-AN4 il. !I
II- o Vehicles t~rning left onto Route 120 from West Evans Drive will continue to experience long delays. il o The Site Drive/Southerly DHMC Access Drive/Route 120 intersection will operate at LOS "C" during the AM peak hour II and LOS °B" during the PM peak hour under traffic signal control with the intersection upgraded as outlined in the recommendation section.
2001 Build Conditions
o In general, under year 2001 Build conditions, study area intersections will operate at satisfactory levels.of service under AM and PM peak hour conditions as a result of the proposed improvements along Route 120 (see next section). By the year 2001, the major congestion point along the corridor is anticipated to be at the Route I-89 Interchange assuming future land use projections developed by the City of Lebanon are totally realized.
o The Site Drive/Southerly DHMC Access Drive/Route 120 intersection will operate at LOS "D",during the peak hours II under year 2001 Build conditions.
II -3- 50104!12BB!nhr-AN4 RECOMMENDATIONS
Site Access
In order to provide safe and efficient access to/fro~ the site, the site drive should intersect Route 120 OPPosite\the southerly DHMC access drive. Reconstruction of this si~~alized intersection should include the widening of the westbounA site drive approach·to Route 120 to three lanes providing a sJparate IL left-turn lane, a combined left-turn/through lane, and a lseparate high type right-turn lane. Access to/from the Dartmouth!College ~ Receiving Area will be relocated from Route 120 and will \be provided from the site drive via thB signalized intersec~ion. The driveway to the College Receiving Area should be sufficiently 11 offset from Route 120 to avoid bloekage of the drive from queues I of vehicles exiting the site. Off-Site Improvements l III with the proposed Medical Center relocation and in anticipation of other future area developments such as thb Bay-Son development, roadway improvements will be necessaryI along the Route 120 corridor to a~commodat~ the future traffic I increases. As part of the-traffic stUdy conducted for th~ DHMC relocatio~f VHB identified a phased roadway improvement plan to accommodate the increased traffic volumes along Route l20l The - I improvement plan is summarized below: \
\ 1991 Improvements I o Route l20/West Evans Drive - Considerations should be \given ~o placing West Evans Drive under Police Officer centtol during the morning peak hour to improve operations fot \
\ . -4- 50104/12BB/nhr-AN4 II
northbound vehicles turning left into West Evans Drive. In addition, consideration should be given to restricting the \1 left-turn out maneuvers from West Evans Drive during peak hours forcing them to use the signal at the Heater Road/Route II 120 intersection.
o Route l20/Etna Road - ~he City of Lebanon has recently
II' . .; completed roadway improvements at this intersection that include construction of a four-way intersection by extending Etna Road to provide access to residential development.on the west side of the Route 120. As part of this improvement plan, separate left-turn lanes were constructed along Route 120.
o Route 120 between Heater Road and Etna Road - Widen Route 120 to a four lane cross-section including the upgrade of both intersections by adding separate turning lanes and two I'" through lanes per direction. II o Route 120/Gile ~ract Road (Northerly Access Drive to the Medical Center) - As proposed by DHMC, the intersection will be signalized and u~graded to include widening the north and southbound approaches to accommodate separate left-turn lanes and ~ high type driveway ·design to/from the Medical Center.
o Route l20/Southerly DHMC Access - The proposed southerly access drive to the Medical Center will be located to the north of the existing Dartmouth college Central Receiving facility. ~his signalized intersection, as proposed, will consist of· separate left turn lanes and a channelized.high type design right turn lane. Reconstruction of this location to a four way intersection as currently planned will provide access to/from the Medical Center and Mt. Support Road to the west and access to/from the Dartmouth College Central
r : •I
-5~ 50ln4/12BB/nhr~AN4 Receiving facility and the proposed Bay-Son site development to the east. In addition, the southerly access drive to the Medical Center may also be the eastern terminus of a' future connector roadway between Route 120 and Route 10.
1991-2001 Improvements
o Route 1-89 Southbound Exit Ramp - This ~xit ramp is proposed to be widened to accommodate a double left-turn lane 'and allow for ~ncreased·green time on Route 120 as outlined in the traffic study for the Medical Center.l
Year 2001 and Beyond Improvements
o Route 120 - By the year 2001, the roadway should be widened to a four-lane cross-section between the southerly ac~ess drive and Etna Road accommodating two travel lanes per direction.
o. Route 120 - As outlined in the areawide study prepared by Vanasse Hangen Brustlin, rnc., a six-lane cross-secti9n at the Route 1-89 NB ramps is required by the year 2007 ~ssuming future growth projections. This will provide separat~ left turn.lanes and two through lanes per direction at thei interchange.
11 Traffic Impact and Access Stttdy, Dartmouth Hitchcock Medical C~nter. April, 1987, Vanasse Hangen !rustlin, Inc.
II -6- SUI04/1288/nhr-AN4 \1" It FIELD SURVEY ", II" A comprehensive field inventory of the study area was conducted during January!February 1987 and updated in June, 1988. The inventory included collection of roadway geometric data, II traffic volumes, and safety data along Route 120 between Greenboro Road in Hanover, New Hampshire and the Route I-89 , interchange in Lebanon, New Hampshire.
Traffic volumes were measured by means of mechanical recorder counts on Route 120 and manual turning movement counts were conducted during both the weekday AM (7:00-9:00) and PM (3:00 6:00) peak periods at the following key intersections.
0 Route 120/Greenboro Road 0 Route 120/Northern Access Drive a Route 120/Jesse's Restaurant 0 Route 120!Mt. Support Road a Route l20!Etna Road -0 Route l20!West Evans Drive 0 Route 120!I-89 interchange
Safety inventories included analysis of accident records supplied by the City of Lebanon and Town Hanover, New Hampshire for the latest complete two-year period (1385-1986), and observations of vehicle operating speeds along Route 120.
l' - 1 J -7- 50104/1288/nhr-AN4 1_
1.I, EXISTING CONDITIONS
1I. A. GEOMETRICS II 1. Route 120
Route 120 ~s a state highway wbich serves both regional II and local traffic. The roadway traverses the State of New Hampshire in a north-south direct~on from Hanover to Cla~emontJ !~ New Hampshire. In the vicinity of the proposed site, th~ roadway is approximately 50 feet wide accommodating two 12-foot travel [I lanes southbound (one trucking climbing lane) and one 12~foot travel lane northbound. Pavement conditions are generally good, and utility poles and signs are offset sUfficiently and do not r. inhibit traffic flow. The posted speed in the vicinity of the il proposed site is 35 mph. In the vicinity of the site, the horizontal alignment of II Route 120 is relatively straight, while the vertical alignment is on a 3-4 percent upgrade to the south of the site, and on a 3-4 lfi percent downgrade north~f the site. Land use along Route 120, in the vicinity of the site, is pr~arily open space. T~e State Highway Right of Way in the vicinity of the proposed site is II approx~6:tely 250 feet.
\1 2 . Greenboro Road
:1 Greenboro l\oad is a two-lane roadway which primarily Iserves local residential traffic. The intersection with Route 120 is a "T" type intersectic;ln under fully-actuated traffic signal I control. The Route 120 southbound approach consists of three lanes which accommodate a separate left-turn lane and two through I lanes.: The northbound approach consists of a through lane and a separate right-turn lane. The Greenboro Road approach consists r of separate right .tu:r;n ,and, l:=ft turn Lanes. , I
-8- I 50104/1288/nhr~AN4 I 3. Gile T~act Road
Gile Tract Road forms a "T" type intersection with Route 120 under STOP control. The roadway accommodates traffic entering/ exiting Stinson's General Store. The roadway has been recently relocated opposite the commuter lot where it presently exists. AS part of the Medical Center access plan, this intersection will be signalized to provide access/e~ress to/from the north.
4. Nt. support Road
Nt. Support Road is a two-lane roadway accommodating both residential and industrial land uses. The intersection with Route 120 is a "Y" type intersection under STOP control with a delta island separa~ing right turning vehicles from Route 120 southbound. In the vicinity of Nt. Support Road, Route 120 consists of two travel lanes southbound and one travel lane northbound. This intersection is p~oposed to be eliminated as part of the Medical Center access plan. !I 5. Etna Road I Etna Road is a two-lane roadway which primarily services II:1 industrial.and commercial land uses.' The intersection with Route 120 is a -"T" type intersection under fully-actuated traffic ~ signal contrql. Route 120 accommodates one through lane and a separate right-turn lane northbound and one travel lane i. southbound. The Etna Road approach consists of separate right ,I and left turn lanes. The City has plans to extend Etna Road ,J forming a four~way intersection. I ~ II I J -9- J 50104/+288/nhr-AN4 J 6. Heater Road
Heater Road is a two-lane roadway accommodating retail/commercial land uses to the east and residential land uses to the west of Route 120. The intersection is a four-w~y intersection under fully-actuated traffic control. TheHeater Road approaches consist of two lanes and the Route 120 approaches consist of separate left turn lanes and through-right ttirn lanes.
7. West Evans Drive I West Evans Drive accommodates local traffic providing access to residential and commercial land uses. In addition, the roadway provides access to an elementary/h.i.gh school lodated off 11';. Hanover Road. Route 120 is a four lane roadway in the ~icin.i.ty of West Evans Drive. West Evans Drive is under STOP control with one ap~roach lane.
\,.•....Em B. Route I-B9 Interchange II The Route I-S9 interchange is a diamond type interchange with signalization of the northbound and southbound ramps. Route 120 'I consists of two lanes northbound and two lanes southbound I,. separate~ by a m~dian.
il B. TRAFFIC VOLUMES i i I As mentioned previously, a series of mechanical and ~anual traffic counts were conducted in the study. area. I I A 4B-hour mechanical recorder coun~ was conducted a19ng Route 120 south of Mt. Support Road to update the following peak period I AM (7:00-9:00) and PM (4:00-6:00) turning movement; counts
I I > I t -10- I 50104/12Sa/nhr~AN4 I I' I~ conducted in January/February, 1987:
II 0 Route l20!Greenboro Road a Route 120!Gi1e Tract Road/Commuter Lot 0 Route l20!Jesse's Restaurant I, 0 Route 120/Mt. Support Road 0 Route 120/Etna Road 0 Route 120/West Evans Drive a Route 120!Route I-89 interchange
Based upon the 19BB mechanical count, and review of recent I'I. NHDOT traffic volume data collected along Route 120, Route 120 has experienced no significant growth since the 1987 counts. As '.~~ such, the previous 1987 counts represent 1988 base conditions.
The daily and peak hour traffic volume informat~on along Route 120 in the vicinity of the proposed site is shown in Table 1 and in Figures 2 and 3.
Analysis of the manual turning movement counts indicates two weekday peak periods occur between the following hours: 7:30- B:30 AM and 4:30-5:30 PM. These two periods generally account for a substantial portion of the daily volumes on the area roadway system. As shown in the table, peak hour percentages on study area roadways range between 8.4 to 10.1 percent of the daily flow d~ring the AM and PM peak hours, respectively. Analysis of the direc~ional traffic floW on Route 120 indicates a commuter £low to and from Hanover as it is a location of major employment in the area.
To identify monthly variations in traffic volumes, historical
I , I , -11- 50104/12B8!nhr-AN4 TABLE J. EXISTINC TRAFFIC VOLUMES OBSERVED JUNE, J.9BB Weekday All Peak WK" "0" PM Peak "K" '0" Traffic Hour•• Fac:'tor+ Fact.or++ Hour•• F'ac1::.or Factor Locnteton (vDd) It-" (vph) ••• ( % ) { lC·l (vph) ( lC ) ( lC )
Routeo 120 south of 11,600 971 8.4lC 69% HB 1,167 10.J.% 64.6% SB Mt. Support Rood • vpd = vohicles peor day •• AM Peok Hour = 7:3'0-B:30 All; PM Peak Hour = 4:15-6:16 PM ••• vph = vehIcles pel'" hour + "K- Faci;or = porcent of Dvorage dally 'traffic ++ -D- FactoI"' = percent of peak hour traffic: In graate,.. diroc'tionaJ flow +++ Estimated
50104/6B8/nhr-AIB 1988 Existing A.M. Peak Hour I. Traffic Volumes i. (7:30-8:30 A.MJ i• ~ .• • II L32 ~ 4_505 • 463.J 118~d ~ 7U=; i 1107 -I' .J ClCll • o>co..,.
~ ~ • ~ ~ ai ~ f.:: ~ ~ • ~ ~ ~ ~ l;:i CJ) fS •U <: ., .JESSE'S RESTAURANT * * RESTAUARANT IS CLOSED •ii ...i V.1ltISge Hangen BrustJip, Inc• CclllUhll1! EnrJrrtttS kPbnncf1" SbtD(dlcrtt F.mns. KlIlon Raul • Bedfo!'d.NIiQ)W:Z 6aJ164f.G!l,!lJ ..., I: , II Not to S-eale •I J: o Fig. 2 ,-I . l. 1988 Existing P.M. Peak Hour t.:III.. Traffic Volumes I. (4:15-5:15· P.M') ,.'.. i.
f• , . r-. NO IIW1_.. I- ~. C:l ~ ~ -..J i~ (;j ;to !5 :"l: h.: ~ ":::l i "~ ~ ~ " ~ ll..J Ci) ~ ~ ,II ~ ~ 1. JESSE'S i""' RESTAURANT I Ii I-;11 I-- I'"f. ,• t I , •I 1 Not to Scale Iii, w. 0) Fig. 3 _._.- ----~...... __ . I , traffic data from the New Hampshire Department of Transportation and the Upper Valley Lake Sunapee Council (UVLSC) were researched. Based upon traffic volume data on Route lOAl west of I the Ledyard Bridge, the June traffic volumes represent peak month conditions. • C. VEHICLE SPEEDS Speed measurements were conducted along Route 120 during the •il offMpeak periods south of Mt. Support Road based on a standard traffic engineering procedure using a device called an enoscope. \1 The observed elapsed time for vehicles traveling a short pre measured distance between two checkpoints is recorded. The speed 11 is derived by dividing the observed elapsed time into the \1 measured distance between checkpoints. The results of the speed measurements are provided in II Table 2. i~ TABLE 2 I"! OBSERVED SPEED SUMMARY (Miles Per Hour) Average 85th Speed i' Speecl Speed* Limit ~ Route 120 south of Mt. Support Road \1 Northbound 45 51 50 Southbound 46 51 50 it * The 85th percentile is the speed at which 85 percent of the traffic is traveling at or slower than. It is commonly used for,posting speed; limits. :1 2/ Traffic and parking characteristics in the Upper Valley Lake Sunapee I Region,. Upper Valley Lake Sunapee Council. July. llle6,' I: -12- 50104/l288/nhr-AN4 \1 II As shown in Table 2, in general, the average speeds in the vicinity of the proposed site are below the posted speeq limits. ! D. ACCIDENTS I Accident records were researched from the files of ~he Hanover and tebanon Police Department for the years 1985 and 1986 along Route 120 between the Route I-89 interchange and Greenboro Road. Table 3 summarizes the accident data. During th~s two l' year period, a total of 72 accidents were reported along Route 120. The accident data is summarized below. o The majority of accidents (69 percent) were rear-end and cross movement type accidents. o seventy-six percent of the accidents involved property damage only. No fatalities were reported dU~ing the stUdy period. o No significant seasonal trends were noted. o Sixty-five percent of the accidents occurred during the off-peak hours on the study area roadways. i i The highest accident location was at the Route ILs9 ramp intersections with Route 120 where 27 accidents occurred over the two-year study period. a No accidents were reported at the Gile Tract Roa~/ Commuter Lot/Route 120 intersections. o The number of accidents experienced along Route [20 in 1986 nearly doubled since 1985. I ,. II -13- 50104/12BB/nhr-AN4 I ,I, In summary, the Route 120/I-B9 interchange which accommodates II the greatest amount of traffic, experienced the highest number of II accidents (27) during the two-year study period. The majority of the accidents were cross movement type accidents. In general, Route 120 in the vicinity of the proposed site drive does not i"t, experience a high accident frequency. ~ ~ ' ... - ,!III I ,;, •:, I : I '., I I , -14- SOl04/12BS/nhr-AN4 'J ~ I'" SITE GENERATED TRAFFIC VOLUMES II~ : .. A. TRIP GENERATION Traffic volumes generated by office, retail, industrial, and I' hotel land uses normally follow well established patterns with (" respect to magnitude, duration and temporal distribution. The total deve~opment pr~gram, as currently planned, will consist of ill approximately 180,000 SF of office, 100,000 SF of retail, 150,000 \ ..• SF of industrial space, and a 100-Ioom suites hotel. Based on t~ measurements of such developments conducted by the Institute of Transportation Engineers (ITE), trip generation rates have been established. A summary of vehicle trip generation was determined I' based upon the ITE rates and is summarized in Tables 4 and 5. llll Table 4'summarizes the number of vehicle trips to be ," generated by the 1991 Phase I of the development consisting of 50,000 SF of retail space and 30,000 SF of office space. As I' shown in Table 4, on an average weekday, approximately 5,292 II (2,646 in/2,646 out) vehicle, trips are estimated. Of these, approximately 2,924 vehicle trips (1,462 in, 1,462 out) are ~ ~rips due to the 'retail nature of the site development program. t.i I During t~e AM peak hour, approximately 128 ~ vehicl~ trips are estimated and distributed between 103 entering'and '25 exiting il trips. During the PM peak hour, approximately 289 ~ vehicle f- , trips are estimated and distributed between 119 entering and 170 exiting trips. il~.o!- Table 5 summarizes the number of vehicle trips expected to be III:' generated by the year 2001 Full Build development for each land *se. It should be reiterated that a substantial proportion of III'. the retail generated trips maybe diverted from the adjacent passing stream of traffic along Route 120, or may reflect traffic II propose~ ~nd~s~rial pa~k develop~ent. Studi~s :.. internal to the II published by the Institute of Transportation Engineers (ITE) II -15- i. 50104/1288/nhr-AN4 :~' indicate that impulse traffic to retail developments may be as high or higher than 50 percent.3 To provide a conservative I analysis condition, it was assumed that 25 percent of the traffic generated by the proposed 100,000 SF of retail space represents vehicles whicn already exist in the adjacent traffic stream as through traffic and turn into the site on impulse. In addition, it was assumed that 25 peTcent of the *etail generated vehicle trips were trips initially destined to the industrial park and, as such, would not result in additional turning movements on Route 120. As shown-in Table 5, the amount of ~ traffic during the AM peak hour as a result of the retail development is approximately " . 87 new vehicle trips, which are distributed between 61 entering • ! • and 26 exiting vehicles. During the PM peak hour, approximately , 311 ~ trips are estimated and distributed between 152 lentering and 159 exiting vehicles. I As shown in Table 5, on an average weekday the site~ upon Full Build-Out, is anticipated to generate approximately 7,372 I ~ vehicle trips which are evenly distributed between 5,6B6 entering and 3,686 exiting trips. During the AM peak hOUI, approxim~tely 625 ne~ vehicle trips are estimated and a~e - distributed between 515 entering and 110 exiting trips. ! During the PM peak hour, approximately 827 new vehicle trips are estimated and are distributed between 240 entering trips! and 587 -I exiting trips. I I 3/ Trip Generation. Fourth ~dition. 1987. I II -16- I 50104/1288/nhr-AN4 1 III 1, TABLE 4 1991 PHASE I* I. TRIP GENERATION SUMMARY , Office Retail Total Vehicle Trips Vehicle Trips Vehicle Trips 1,- Total New Total llilli: Weekday AM Peak Hour 1 Enter 62 81 41 143 103 ,I' Exit 16 43 25 ...2. ..l.! t. Total 71 115 57 186 128 '. Weekday PM t, Peak Hour Enter 12 213 107 225 119 II Exit 60 222 ill 282 llQ. " Total 72 435 217 507 289 Weekday Daily 556 4,736 2,368 5,292 2,924 i' * 30,000 SF office space, 50,000 SF retail space. I' ~ r B. TRIP DISTRIBUTION II!{... Several factors affect the distribution of trips ~o and from I an industrial 'development, such as population densities and travel distances to the facility. Based on population densities surrounding the study area and a review of the existing traffic I' patterns, the general directional trip distribution patterns of \1:' the site traffic were determined and are shown in Figure 4 and !, summarized in.Table 6. \1;, \1 t a j • •I -17- I, 50104/12B8/nhr-AN4 I tABLE 6 2001 FULL BUILD TRIP GENERATION SUMMARY R Ent.er 269 13B 35 71 35 678 515 Exll> ..s ..ll 1.!l. JQ 1.!!. ll!! llQ Tol>.1 332 155 63 101 50 712 625 Wookd.1 PM Peak Hour Enter 51 18 27 190 96 392 240 Exit Z!!.!1. 1M II 1l11. -l!l!. .Ii!!. llZ. Total 320 152 60 367 194 1136 827 Wookd'1 O. i 11 Trips 2,132 924 654 4,09B 2,04B 11,066 7,372 50104/6B6/nhr-AI6 1.~ ,,=- j~ I. 1. r., l~ 1. ,I.1 ~ •. , ~ I I ,_. •I ,Not to Scale t~iP. . DIstrIbution Map (D Fig. 4 i'il 1.J TABLE 6 I TRIP DISTRIBUTION SUMMARy1 II Direction Percent Roadway To/From Trips il Route 120, north North 25% of Greenboro Rd. i~ Route 120, south South 20% of Route 1-89 !I Greenboro Road East 6\ ! I Interstate 89 North 33% II Interstate 89 South 16% Total 100% I.1 ~I Note that eight percent of the passby retail related traffic has been assigned to the DHMC access road. (~ C. BACKGROUND TRAFFIC GROWTH rl An analysis of historical traffic count data was conducted in order to determine an appropriate annual growth in average daily traffic. Traffic volume data from the New Hampshire Department of Transportation and the upper Valley Lake Sunapee Council were examined. Based upon traffic volume projections along Route 120 from the upper Valley Lake Sunapee Council,4 a 1.3 pe~ce~t per year growth rate along Route 120 is anticipated through the year 1995. Based-upon this data and discussion with UVLSC stJff, a 2 percent annual increase was assumed for peak hour traffid volumes through the year 1991. For the 1991-2001 year projection, an additional 1 percent annual growth rate was used. In addition, based upon d~scussion with poth Hanover 'and Lebanon Planning Officials, site specific d~velopme~ts which will I 41 Traffic and Parking Characteristics in the Upper Valley Lakes 5unaJee \1 Regio~. ~pper Valley Lakes Council\ July, 1986. 1 I ~ -18- \~ 50104/1288/nhr-AN4 I II IIIt· affect Route 120 traffic volumes and which have received t Town/City approval were identified. Peak hour traffic volumes associated with these developments were added to the 1991 design III,- year networks. Table 7 summarizes the site spec~fic i .•. I~ developments. TABLE 7 SITE SPECIFIC DEVELOPMENTS I.I I. Type of Use Location Site i Industrial Etna Road, Lebanon 32,000 SF I_,- , I Industrial Heater Road, Lebanon 50,400 SF (. Medical Center Route 120, Lebanon 1,110,000 SF Residential Old Etna Road, Lebanon 72 units i_ Residential Hanover Road, Lebanon 196 Units III As shown, five developments were identified in the Town of Lebanon which are anticipated to be completed by 1991. No future 10 developments were identified in Hanover. D. DESIGN YEAR NETWORKS i.! The following design year traffic volume networks were II developed for the AM and PM peak hours: o 1991 No-Build The 1991 No-Build networks II (AM-Figure 5/PM-Figure 6) assumes the DHMC relocation to to Route 120· in Lebanon, NH • ... A growth rate of 2 percent per year was assumed through 1991 in addition to site specific development previously identified. -- 1 , -19- -II 50104/12BB/n~r-AN4 II 1991 No Build A.M. Peak Hour Traffic Volumes 841-+ 5S.J""'i 15. 1392_ I N'" «1'<-1 It) JESSE'S RESTAURANT ... RESTAURANT IS CLOSED !, ,!, I: Not to Scale •! 0r Fig. S-·. 1991. No Build P.M. Peak Hour Traffic Volumes gs :r 'lj'Ie::c '"~ ~ .-0 f5~ § 9p.A ~t::l llj @ ~ ~ .. ~ 1'Z.'" ,I('" 0\09 ...... co 0 au" "'C\I ~~(O L8 o 0 't.- 115 ~~ L79 " .... a:>C\I g", +-1320 Mlt)M -1015 -734 ..-816 _81B ~~\:: 'L104 ( oC-B46 LS44 -667~ +343 Le9 ~H~ '-111 J~L. +38 +5 +2 )L.. oC-1148 )L. _15a7 .JH. .0 .J~l. f"2~.• 60..--" 513_ 08 Ii 109.J ~i 60-1 19 J 4aJ 61~ 9 -ii A 66 56. 782_ 627 -. 4~g~ 493_ iii =: ii 61-.J iii 7 /'lr ~;;; 671- iii iti MO 545_ ...... 168+ ~::::~ "Ill"! C:;lOtD 0)0 6. 149+ .., Itl 3+ ortt;: "! . 2.+ ...... C\I "" ~ '" ~ ~ ~ ~ ~ I-.. 0:; Cl ~ ~ Ci ~ Cl Q;: t::l " ~ 85 ~ ar ai;;: ~ ~ ~ ffi ~ ~ ~ ~ ~ I ~ l...:: B -.. ::t: llj l1) ~ -..• ~ ~ ~ {5 JESSE'S RESTAURANT I l , , I ,I Not to Scale .0 Fig. 6: 2001 No Build AM Peak Hour Traffic Volumes . •! -r- ~ c::s£l:: ..s"c., ~ !@ I "90 eJ~ ~.A ~ @ ~t:l lI.J ~ ~ I ~ I '0".9 I V. ....r:;,'O t') L14 "'N Ch-_ CI !'L.. 66 ;U)~ 'L..156 L245 ( '" Noq- Cl"'l/l +-49S "'.,,...'" 1_367 4-369 _539 +-539 ~;!:g ,..."" +-525 L352 """" 167 L 55. r 7B J~l. 65 ~~L. r 14 -5T_:~ .)l.r +-641 JL. _720 .JH• 1+ r* +* J~L. t14~ ~ Ii 007_ 114-' 271J 982 -+ 10~"--;:' ,...", 19-. 70J ~i 613J iii 98;~ i i 1665- 1676_ 1368_ iii 11~~~ 'iii B39- ii *. 293-' iii ~'O "");j ltlN... '" 225+ ~:ga 409~ "'lClC 15~ ** 657_ CI ., "''''''' ** 32~ l.()~~ ~ '" N c:i ~ Q: ~ h. ~ ~ e:: C:l ~ ~ t:l ~ -...I C:l ~ Q: ~ Ili lS 35 ~ t-:: ~ t-:: ~ ~ ffi ~ ~ ~ ~ I ~ W I-::: ~ ~ ..... I ::t: lI.J ~ ~ ~ ..... - ~ ~ ~ \5 Site I I JESSE'S RESTAURANT •,I I, II r Not to Scale o Fig. 7 ,------~- .....-~....~----- tJJ 2001 No Build ~ PM Peak Hour ~ Traffic Volumes :~ ·.i.•· ! :., . ,i. g,; i" ~ I' ~ '-l"c< ~ 1 • !@ ~ Ii. ~.A 15Cl:: § ~ ~~ i.t.J ~ ~ ~ -0 '1> II \. 1 JI("" \'),'l- r-.r-. ~(\I r-. III gJO) 'L.127 L81 ID ~ 0(\1 ,..(\IID L9 '" 0) ~tt)~ Li58 • ~'" _979 ~'" -1543"'10'" -1286 -872 _954 _952 v0i:l r. L653 -771~ I., +412 L76 .J~L. +134 ..J~L. ;-43 .5 .. jL. -1342 .JL. ~1870 .JH.. .2 .0 Jrt. .2.1. 9 ...... 626_ Ii 133.J 70J 96J 100 J 61;1_ i i t i 66~=: ..8-.. 42J 90~f)~ ~iA 68. 820-'it 959- 697_ Iii 5U~ Iii 545 -+ Iii. ii iii' 00)(\1 ~IllIO .,.0 .... 0 1;17_ .... 0 202~ 3 ";""). (\I ir~ ~~* 178+ o (0 2~ """L'Il (\I v C')'l"",::t"'0'" '.' ~ g I ~ ~ i ~ t; ~ et -,J C) ~ c:s c:;j ~ ~. Q: ~ ~ ai ~ ~ ~ ~ R ffi ~ ~ ~ ~ ~ I ~ W h: ..... ~ aJ ..... I ~ CI) CI) g; ..... i.t.J ~. ~ ~ Q) I Site I JESSE'S RESTAURANT I , 1 I , II Not to Scale ~: I. "'~~'I..... L /-89 SB RAMPS J! ~ gt! t ~c.n ,,11-co """CD Om /-89 NB RAMPS !L. 42.J1 t~ 539~ ~re -1'0'" ...... '" ~~ IL22B !l. .42 tr EVANS OR. "' ...... "'...... 0':'':'"'~'" '-B~ IA HEATER J!l.. .F42 RD. 1~~ ~li 111.=11 g:~iU c.>0 ~~~ 1::60 ETNA RD. j!l. r~9 169.3 5_ iii 32. ':'1\>0 "'''''''co .~ ~S O~ ~ ~ ~- 'L44 'liP f£;! SITE DR. j!r1: r-W2.r>Y> G . 24--' +t~ 11_ @_ ~ 24 •• :...'"" c.> *11>'" SOUTH OR. j! ~ Me.. U>[T\ ~(J) c:(J) ~1T1_ 'PW '" Z *l\>'" -l NORTH' OR j! ·:J-...... 1 ",C1IN to ... "'.... L lO :D 11 ~4 COMMUTER LOT 3rt .- . NORTHERN ACCESS ~ r59 DR. :D 4 --' '") 1r" ~~ ~.j>.", ~ y co",""m -I ~o en '"E C/) ~ GREENEBORO RD. 71 J ~\ 177 -. ~-;.... " I ~.?>~ :, ," 'I ,II,': 0 • w.', ~I;7\O l-+:.~~ ~ -'Z l-+:. • uq. ~ b·~td o.... ~ ~ (i> 1"-'. \0 CoO o~S:: '" l-'~ ;. r::~ So (llr:: OOI-t ,-_.------....------ ! . '. 1991 Build t. P.M. Peak Hour. (I' Traffic Volumes j- I.f. :,.>- I.! -'- .c:l9:: "'C lJ'.::;., ~ "'?o ~ 0 al tC r. ~ :';P.A ~£::l !.l.J g ~ gs ~ ~'!> ' .. .r\r;:,~ :. "'N ~ 0 '0 L8 ~ 0>0'" ~M ;2~m 'L.115 VaJ~'" 'L.n 'd' 'L ( _878 +-1431'1 M"'<') -1185 M"'~ -713 _851 _853 ~co!:: 104 "'''' L 7 2 368 59 )~L. -;-111 .J~L... 38 +61 r J~l. .JL. r -1205 .JL. kf€97' r ..JH• .0 r~O:41ii 534_ 1093 60.J 19J 46J 66E'~ 659 -- .J 1!i<)11~'" ~u; 56. "1i 702_ 5g2 ~ 478_ iii ji 6. i i 61 i ti • 728- 857_ Iii Iii MO MO 596- ... en 168~ ::::=~ 149-. "i"1t)N 95. ;~;tr 'd'~ "''''co !( M '" 2. ~ '" ~ ~ ~ '" • ~ I-.. C) ~ ct: C) ~ c:l t:::l g; -..I ~ Q:: ~ ~ • m ~ aih: h: ~ ffi ~ ~ ~ 1:: ~. ~ ~ ~ I ~ ~ .... ~ ..... , !.l.J 1:1) tij ~ -- ..... ~ ~ ~ Site I I JESSE'S RESTAURANT I, .. 1 : II , 1 , • Noli to Scale o Fig. 10 !I -! -III; I 2001 Build dill AM Peak Hour 'j, Traffic Volumes I_ I.I' • i ;r- t:l IIJI ~ ~ c:s 1S'c, ~ !g "?:, e5,~ I. ~ ?P...... i::~ ! ~ l<.l ~ ~ I' , ~ 16 i ., 9 6 co. k"" '\0 a>Ol Ol ...... L14 co .... L66 T"'(I)~ 'L-154 ""to-'" ClU)1tl _572 ",,,,,,,, 'L245 (', I--a> _547 N"¢ 4-461 a> .... ,.. -364 _703 _703 ~~:g .184 - L31l7 ~L. L55. ~~L. F78 rfj5 r 18S ~L. +-SBO _794 .JLL. .JH. r* r* .J~l. r~::~il v '2.'0'--" 1106_ .,~ 114-1' 267.-' iti100:~ 1006 - .J 19. 70...1 613.J 1;"~~ ~ii i I 293 4S~ ~~ 1934- .... 1-- 2026_ 1716_ I ii 827_ ii *-. iiI 1 u)o 225~ :e:g~ 409'+ 381-' 0"'.. ** 681_ I-- "' ..... ** 32-. ItlO"¢ ...... "'''''''oN '" ~ .... ~ ~ ~ ~ t:; ~ Clf -.J C> ~ ~ ~ ~ tl:; ~ ~ 85 ~ ~ 8ih. h. ~ ~ !Jl ~ ~ ~ ~ ~ I ~ J..:: ~ m "- I :t t:) tI) gs "- l<.l ~ ~ ~ I.:i rSite I JESSE"S RESTAURANT V,l1uue H.J.ngenBnutU'n,. Inc. CcNUlllnS:~Kts4cPl.lllne12 5i::11.~llra&.irM.KlIlonRNd B~ard.NH03lD1 6QJt~ I, ,II I; •,I Not to Scale 0} Fig. 11 ~. ~.- fIClii'I·_r:....1 7-'.-:-IIl:IiIft:"'.'1l!IIIIF'".~.l\~.l:t, :.-.:.i 1 ..__ L.L.L Ol 01 .... mO 'L.107 /-89 S8 RAMPS ..J! .402 ~t co~ "'~ "'Co> 0° -1><0 "'''' -I> /-89 N8 RAMPS !L. 49-' 245~ .tr+-m tll>"' ... ;:t .... "'0 L 125 !l. r 36 EVANS DR. tr- "'.... "'0>Ol 01 ""m ° ",co ~122 ""lI>OI _22 HEATER JJI. r 8 RO. 282.-' 13_ .,fr ~~ .... '" SOUTH OR. J~ ::0 [TI 4 --' en it 0* /<1<0 );! ~ c CD ~ -I> z co," ..; NORTH OR J! 4--" it 0'"Co> o.m <0 o-l>- ""~lI> ~14B NORTHERN ACCES$ -10 COMMUTER LOT JH. .;-; 221 DR. 33-" ~fr" 10_ NO:J(i 149. ~ :;03 ~J\~~ NE80RO RD. ~"\ ~j{I"~ r-:3~N ~i~n M~O 0) :ti': "';:>!l'i!= ~ Io::rj -Z !Ill""a. &'il ~ S...... 0 ll•• ...... C1Q .... ~6"'" O(l)td .... t~~ 0 ..~ar- ~~~ ~ rn ~ ~::qp.. .N I g, (1l S§~M 1111 o 1991 Build The 1991 Build network I (AM-Figure 7/PM-Figure B) Includes the 1991 No-Build traffic plus the site traffic generated by Phase r\of the ilra development, which consists of 30,000 SF of office space and 50,000 SF of retail space. \. o 2001 No-Build The 2001 No-Buiid network (AM Figure 9/PM-Figure 10) assumes the 1991 No-Build conditions, and in addition \11i assumes a 1 percent background growth rate. from 1991 to 2001 as well as the anticipated growth of the Medical CenteF. 1. In addition, the use of a commuter lot to the north of the Medical Center was ~ assumecj.. I"~ o 2001 Build The 2001 Build network (AM-Figure ll/PM-Figure 12) consists of the 2001 No-Build network plus the site traffic i- generated by the Full Build development. . i"I II E. TRAFFIC INCREASES Based upon the existing peak hour traffic volumes and the II expected peak hour traffic volumes under future conditions, peak hour traffic increases were estimated for the 1991 and 2001 design Iii years. The res~lts of this analysis are shown in Table~ Band 9, respectively. II, [I \1 II II ~ \I -20- 50~04/12BB/n~-AN4 I:. i.~·.· • < I \11 jJ TABLE 8 I 1991 PEAK HOUR TRAFFIC VOLUME INCREASES III Increase I 1988 1991 1991 Over [I Location Existing No-Build Bui1d* No-Build Route 120 north of Site Drive III 11M Peak Hour 1,119 1,282 1,331 49 PM Peak Hour 1,271 1,437 1,521 84 Route 120 south of Site Drive 11M Peak Hour 971 1,345 1,438 93 PM Peak Hour 1 1 167 1,655 1,840 185 * Phase I TABLE 9 2001 PEAK HOUR TRAFFIC VOLUME INCREASES Increase 2001 2001 Over Location No-Build Build NO-Build RO\lte 120 north of Site Drive 11M Peak Hour 1,521 1,709 188 PM Peak Hour 1,634 1,906 272 Route 12'0 south of Site Drive 11M Peak Hour 1,578 2,000 422 PM Peak Hour 1,928 2,484 556 As shown in.Tabl~s 8 and 9, peak hour traffic volume increases I I up0I).,completion;of Phase I are an~icipated to range from 49 to 84 vehicles north cif the site and from 93 to 185 vehicles south of the .I site. .Upon completion of the total site development program, peak hour traffic volume increases are a~ticipated to range trom II approximately 188 to 272 vehicles north of the site and from 422 to 5~6'vehicles ~outh of the site. -21- ANALYSIS/RESULTS i Measuring traffic volumes on the study area roadways indicates its importance to the region, but give little indication of the quality of traffic flow. To measure quality of flow, roadway link and intersection capaoities were analyzed with respect to the 19BB Existing, and the 1991/2001 No-Build and Build conditions. The subsequent analysis will provide an assessment of how well the roadway serveS the travel demands placed upon it today and in the future design years. 1. Traffic Performance Measures , "Level of Service" is a term which defines the oper4ting conditions that may occur on a roadway or at an intersection when accommodating various levels of traffic volumes. It isla. qualitative measure responsive to the effects of a number of opera~ional factors including speed, travel delay, free~om to maneuver and safety. In application of a level of service to a roadway or intersection, an index to the operational qualities of the roadway or intersection is presented. Levels of service range from "Au (unencumbered free'-flow conditions, little or no delay) at best to "F" (stoP-!ind-go rush hour traffic, extreme congestion) at worst and are defined in terms of the'limiting values of two quantifiable criterfa: travel speed or delay and the ratio of demand or service volum~-to capacity. The other levels of service reflect the spectrum of conditions that exist between levels "A" and "F". Level of Service "e" (average traff~c delay) is considered desir~ble for peak or.aesign traffic flow. In urban areas, Level of Service "0;' (more significa~t delays than LOS "C") is genera~lyi· . considered acceptable by both federal and state highway! officials. I f -22- Efficiency of vehicular movement on roadways is measured by the capacity and adequacy of associated intersections of connecting roadway segments. For roadways such as Route 120, the intersections generally control the level of service provided. In this study roadway links and intersections have been analyzed with respect to their vehicle carrying capabilities. 2. Evaluation Criteria Evaluation criteria used in analyzing area roadways and intersections are summarized below: o Roadways The level of service provided by roadway segments is evaluated on the basis of t~o criteria: -~ the vOlume-to-capacity ratio (VIC), and -- operating speeds. These criteria vary depending on the type of facility (i.e., two-lane ru~al highway vs. multi-lane highway). Road~ay capacities, in tur~, are influenced by a number of factors inc~uding number of lanes, lane width, vertical alignment, lateral clearances and vehicle mix. This analysis focuses on comparing link volumes with link capacities. o Signalized· Intersections Le~els of service for signalized intersections ~re calculated 1~85 using- the operational analysik methodology. 6f the Highway Capacity Manual•. This method assesses the effects of signal type, timing, phasing, progression, vehicle mix, and geometries I : II -23- on delay. Level of service designations are based solely on the criterion of calculated average stopped delay per vehicre. Table 10 summarizes the relationship between level of service and delay. The tabulated delay criterion may be applied in assigning level o·f service designations to individual lane groups or intersection approaches, or to entire intersections. TABLE 10 LEVEL OF SERVICE CRITERIA FOR SIGNALIZED INTERSECTIONS Stopped Delay Level of per Vehicle Service (seconds) A :;.5.0 B 5.1 to 15.0 C 15.1 to 25.0 D 25.1 to 40.0 E 40.1 to 60.0 jill F >60.0 ;[J Unsignalized Intersections ill In performing capacity calculations for an unsigna1ized intersection,or driveway, the assumption is made that'the maior street traffic is not affected by the minor street movements. II The capacity 'of the intersecti~n is a function of the sp~cific traffic turni~g movements at each intersection and the cbrre IIIi sponding number. of accept~ble gaps. in the through traffic streams which allow t¥-rning or crossing vehicles to pass through: the illi : inte:z::sec::tion.: The cr;itica.l acceptable gap is defined as.] "that ;gap for w~ich:an equa; number of drive~s will ac~ept a shorter II gap as will reject a fLonger gap". II I: -24- ill 50l04/l288/nhr-AN4 '•.... Based on a gap acceptance function, the theoretical capacity of a minor approach can be determined. The difference between available capacity and existing demand is defined as .reserve capacity and is used as the criteria for determining level of service. Table 11 summarizes the relationship between level of service, reserve capacity and expected traffic delay. TABLE 11 UNSIGNALIZED INTERSECTIONS LEVEL OF SERVICE AND EXPECTED DELAY FOR RESERVE CAPACITY RANGES LOS Reserve Capacity Expected Traf:fic Delay A 400 or more Little or no delay B 300 to 399 Short traffic delays C 200 to 299 Average traffic delays D 100 to 199 Long traffic delays E 0 to 99 Very long traffic delays F Less than 0 Failure (extreme congestion) 3. Analysis As described preViously, traffic operations on the study area roadways are generally controlled by the operation of the major intersections along the roadway segments, however, an analysis of the Route 120 roadway link in the vicinity of the si£e has also been conduct~d. This link, as well as the area intersection were analyzed for the AM and PM peak hour traffic volumes under the following ~onditionsl o Existing 1988 AM and PM peak hours o 1991 AM and PM No-Build conditions o 19'91 AM and PM ~uild conditions o 2001 AM and PM No Build conditions o 2001 AM and PM Build conditions 1 • ,I -25- 5910~/1288/nhr-AN4 The results of the analysis is summarized below. o Roadway Link Analysis The roadway link analysis was conducted'along Route 1120 south of the proposed site drive and is suwnarized in Table 12. This section of roadway runs in a north-south direction and I accommodates one lane per direction. The existing capa~ity is approximately 2,400 vehicles per hour (vph), which is the total for both directions. The capacity under future (~OOl) ~onditions, which assumes the roadway improvements of Route 120 to ~ four-lane cross-section is approximately 3,500 vph per direction. i As shown ~n Table 12, the vIc ratios range from a maximum of 0.4~ under existing conditions to a maximum of 0.48 under 2001 Bui]d conditions indicating sufficient capacity to accommodat~ future J [II growth. TABLE 12 ROUTE 120 SOUTH OF SITE [II LINK ANALYSIS Site Drive Design Year Theoretical AM PM Condition Capacity Volume vIc Volume v/c* 1988 Existing 2,400 971 0.40 1,167 0.49 1991 No-Build 2,400 1,345 0.56 1,655 0.69 1991 Build 2,400 1,438 0.60 1,840 0.77 2001 No-Build** Northbound 3,500 1,125 0.32 648 0.19 Southbound 3,500 453 0.13 1,280 0.37 2001 Build** ; Northbo!1nd 3,500 1,475 . 0.42 803 0.23 Southbound 3,500 525 ; 0.15 1,681 0.48 1 * vIc - volume,"\:o Capacity ** Assumes a four-lane cross-section. I t -26- ". 50104/1288/nhr-AN4 ~. p-. '. . o Signalized Intersection Analysis The following signalized intersections were analyzed for the weekday AM and PM peak design pe~iods. 0 Route 120/I-89 NB Ramps 0 Route 120/I-89 SB Ramps 0 Route 120/He;ater Road 0 Route 120/Etna Road 0 Route 120/Greenboro Road 0 Route 120/Site Drive/DHMC So. Access Drive (Build conditions) The results of the analysis are shown in Tables 13 and 14 and are summarized below. 19BB Existing Conditions o During both the AM and PM peak' hours, all study area signaliz~d intersections operate at LOS lOB" or better with relatively short delays experienced during this period. o It should be noted that during peak hours slow moving ~ehicles queue along Route 120 betwe~n I-B9 interchange and Heater Road were observed. 1991 NO-Build Conditions o Un~er 1991 No-Build conditions, during both peak hours, all are~ intersections are anticipated to operate at LOS "en or better il)dicating satisfactory levels of service. It should be noted that improvements along Route 120 which . '. . incl~de wi~ening of Route 120 to a four-lane cross-section between Heater Road and Etna Road are required to maintain ... -1 -27- 111 50104/1288/nhr-AN4 \ •••• •. .l··" • • • - •• 0 •• _ ••• - T"'BLE 13 INTERSECTION A'N...LYSIS "'M PEAK HOUR 1988 Existing 1991 No-Bui Id 1991 Bui Id 2001 No-Bui Id 00 B 'Id t.ersee ion Dela S os OS S " . " 3 ° "I. RoutoG 120/ 1:1.3 B. 16.9 C 17.3 C 23.7•• c 3G .. 3 •• 0 I-B9 SB Romp, Rou!>" 120/ 3.9 ~ 4.6 ... 4.6 ... 6.6 B B.7 B 1-89 Ha Romp, Rou!>. 1201 9.2 B 9 .. 9_ B 9 .. 9. B 12.2_ B 12.80 B H••t.r Road Rou!>. 120/ 6.4 B 13.0. a 13.2. a 14 .. 2. B 20.4 C E!>no Road Rou!>. 1201 10.2 B 16.0 C 16.7 a 32.0. D South ...cc..../. SHe Drive Routo 120/ 17.9 C 17.9 C 21.9 C 22.8 C North Acc:os.s Rouh 1201 7.2 a 8.7 B 8.7 B 10.7 B 10.7 B Croon:sboro Ro.d Assumes Upgraded i nttlirsor::t i on .. Two through lanos per dircr'ction along Routo 120. ••• As::sumes daub!.e I~ft-t.urn on 1-89 southbound ... 60104/SB6/nhr-...IB TABLE 14 INTERSECTION ANALYSIS PM PEAK HOUR 1988 E~isting 1991 No-eu; Id 1991 Bui Id 2001 No-Sui Id 20d1 eu; Id Int:nr5eet;.ion Dolay lOS' DelBy LOS De-lay LOS Delay LOS Oeol.y LOS Routo 120/ B.l a 8.8 B B.B B :lB.9 C aI.B 0 I-B9 SB Romps Routo 120/ 8.S B 7.S B· 7.B B B•• B 20.7 C I-B9 NB Romps Routo 120/ B.3 B 8.8. B B.8. B 11.4. B 18.B' C Heator Road Routo 120/ 9.0 B lS.8. C 18.3. C 21.3 C 21.7 C Etno Road lIout. 120/ 8.3 B 14.1 B 16.8 C 27.9 0 Sout.h Accessl SIt. Drive Routo 120/ 14.9 C 1••4 C 17.0 C 27.2 C North AccCIIss Routo 120/ 4.2 Ii 8 •• B 8.7 B 8.2 B 13.8 Groon:sbaro Road . Assumes Upgr.dtsd i ntor-secti on - Two through lanas por diroction along Routo 120. .. Assumos double loft.-turn out o·ff 1-89 southbound. S0104/888/nhr-AI8 the satisfactory operating conditions. i~I- 1991 Build Conditions i J- o Under 1991 Build conditions, in general, all study area I~ intersection~ will remain operating at the samel level of I service as under No-Build conditions during both peak hours, with slight increases in delay noted. The DHMC northerly access drive is attached to drop fromi LOS "B" to LOS "C". However, the increased delay will be fless than 1 second. Again, this assumes the roadway improv~ments along Route 120 between Heater.Road and Etna Road. o The Site Drive/DHMC Southerly Access Drive/Route 120 intersection will operate at LOS "C" during the:1\M peak hour and LOS "B" during the PM peak hour. Traffic will enter and exit the site with relatively short delays and - is not anticipated to significantly affect Route 12-0 traffic operations. 2001 No Build Conditions . i o Under 2001 No-Build conditions I during both pea~ hours, all area intersections will continue to operatelat LOS "C" or better, as under 1991 conditions, assuming t~e proposed improvements along Route 120 as previously desc~ibed in II the recommendations section of this report. 2001 Build Conditions II Alt 'area interseptions will ~ontinue to operate at satisfactory levels 'of service as under No-Build conditions J assuming the proposed impro~ements along Route 120 • .. \ 1 -2B- SOl04/12BB/nhr-AN4 "1I o The Site Drive/DHMC Southerly Access Drive/Route 120 intersection is anticipated to operate at LOS "0" during the peak hours. o While the Route 1-B9 ramps have adequate capacity to accommodate the traffic volumes, it is anticipated that vehicles will queue back from the Route 1-B9 southbound ramp intersection to the northbound ramps intersection . during the PM peak hour as only 250 feet of storage exists between the intersections. o Unsignalized Intersection Analysis The following unsignalized intersections were analyzed in the study area: 0 Route 120/West Evans Drive 0_ Route 120/Mt. Support Road 0 Route 120/Gile Tract Road/Commuter Lot 0 Route 120/Jesse's Restaurant (PM peak hour only) All intersections were. analyzed during the AM and PM peak hours. The results of the analysis are shown in Tables 15 and 16 and are ~ummarized below. 19BB Existing Conditions o Area unsignalized intersections are controlled by the left-turn maneuver of the minor street onto Route 120. During' the AM peak and PM peak hours, the Route 120/West Evans Drive and Route 120/Mt. Support Road intersection operates at LOS "D" while the remaining intersections operate at LOS "C". II II -29- 50104/12BB/nh~-AN4 Crl~ie.1 Existing 1991 No-Build 1991 Build 2001 No Build 2001'BujJd LocatIon Uov:ememt. Rou~.. 120/. RT Ou~ 585 A 484 A 481 A 410 A 387 B West. Evans Dr. Yet LT Out. 122 0 54 F 0 F 0 F 0 F Route 120/ RT Ou~ 750 A M~. Suppor~ Rd ••••LT Out 197 0 Rout.. 120/ RT Out 688 A Cli. Tuet Rd ••** LT Ou~ 246 C Rout... 120/ RT Out. ~67 A Commuter Lot... LT Out. 299 C • ARC = Avail.ble ReserYe Capacit.y. •• lOS = Level of Service ••• Intersect10ns anticipated to be sIgnal izod by 1991~ 5q1!l~/6B8/nhr-AIB TABLE 16 INTERSECTION LEvEL OF SERVICE PM PEAK HOUR C,ritic81 Existing 1991 No-Bui ld 1.991 Bu; IkJ MOl No Sui Id 2001 Build locot.;oa Mh.yem6nt ARC. LOS. ARC LOS ARC LOS ARC LOS ARC LOS Rout.. 120/ RT Out 439· A 318 B 302 B 236 C 170 0 Wo:at Evans Drive LT Out 112 0 0 F 0 F 0 F 0 F Rout.. 120/ RT Out 468 A Mt. Support:. Rd •••• LT Out 188 0 . Rout.. 120/ RT Out 442 A Gil.. Tract Rd •••• LT Out 210 0 Rout.. 120/ RT Out 626 A Commutor Lot.••• LT Out 237 C Rout.. 120/ RT Out 634 A JO:l.o':a R03t. LT Out 299 C .•. ARC = A,vai I.hle ReserYe Capacity. •• lOS = Lavel of Service ••• Intorsect.ion anticipated t.o be ~l1onalizad by 1991 . .p0104/6BB/nhr-AI8 II I. 1991 No-Build Conditions I' o During the AM peak hour, the Route l20/West Evans Drive \11 intersection is anticipated to drop to LOS "P". It should I be noted that this is a relatively low volume movement \- with only 42 vehicles turning left out of Evans Drive. I. o During the PM peak hour, the Route 120/West Evans Drive intersection is anticipated to operate at LOS "P" with approximately 32 vehicles making this movement during the \1 PM peak hour. The Route 120/Jesse's Restaurant intersection(s) operate at LOS "D". I' o It should be noted that the existing Mt. Support/Route 120 i' intersection will be discontinued as part of the DHMC relocation-project.. ~n addition, the northerl~ access drive to Jesse's Restaurant is anticipated to be closed t.i and access is to be provided via the signal to the III commuter lot where Jesse's access drive will be relocated. irJ 1991 Build Conditions o As a result of site development in '1991, area ~ntersections will experience slight reductions in -.i . avai~able reserve capacity. During both the AM and PM peak.hours, the Route 120/West Evans Drive intersection I' will continue operate at LOS "P" controlled by vehicles ~ turning left onto Route 120, while right turning vehicles operate at LOS "A" during the AM peak hour and LOS B [II during'the PM peak hour. 1 111 II I: -30- ~ 50104/12BB/nhr-AN4 I Ill. 2001 No Build/Build Conditions o Similar to 1991 conditions, during the peak hours vehicles exiting left onto Route 110 from West Evans Drive will experience relatively long delays. vehicles exiting right onto Route 110 from West Evans Drive will experience short delays during the AM peak hour and average delays during the PH peak hour. I In summary, northbound vehicles exiting left onto Route 120, ! from West Evans Drive, will experience relatively long traffic I~ 1- delays under future conditions as a result of the anticipated III growth along the Route 120 Corridor. I I III III I I II I. I. I. I. II -31- I_: ~~104/1288I.nhr-AN4 r-; SUMMARY Am) RECOMMENDATIONS This study was conducted to determine the impact and evaluate access requirements of the proposed industrial park loc~ted on Route 120 in Lebanon, New Hampshire. The report analY2~s the impact of traffic generated by the proposed development and evaluates it with regard to capacity and safety. E~istin~ conditions o Route 120 lies adjacent to the proposed site and carries approximately 11,600 daily vehicles. In the vicinity of Route I-89, Route 120 carries approximately 20,000 daily vehicles. o Under existing conditions, in general, all area intersections operate at satisfactory levels of service durin~ the AM and P~peak hours. It should be noted that vehicles entering Route 120 during the peak hours from unsignalized intersections experience average to moderate delays In addition, during the peak hours, slow moving queues were observed along Route 120 between the I--89 ramps and! Heater Road. 1991 Build Conditions o Upon development of Phase I (30,000 SF office space and 50,000 SF retail space) the proposed development under 1991 design year conditions will ~enerate approximately ~28 ~ AM peak hour vehicle-trips (103 in/25 out) and 289 ~iPM peak hour trips (119 in/170 out)~ . , ( o ~ea intersections wil~ continue to operate at satisfactory levels of service as a result of the planned roadwat improve~ents~ outlined in the recommended sectioTh. ,; -32- .59104/1288/nhr-AN4 o vehicles turning left onto Route 120 from West Evans Drive will continue to experience long delays. o The Site Drive/Southerly DHMC Access Drive/Route 120 intersection will operate at LO~ "c" during the AM peak hour and LOS "B" during the PM peak hour. under traffic signal I" control with the intersection upgraded as outlined in the t" recommendation section. 111 200~ Build Conditions ~ o In general, under year 2001 Build conditions, study area 1"'" intersections will operate at satisfactory levels of service under AM and PM peak hour conditions as a result of the proposed improvements along Route 120 (see next section). By the year 2001, the major congestion point along the corridor ill is anticipated to be at the Route I-89 Interchange assuming future land use projections developed by the City of Lebanon are totally realized. As outlined in the areawide study,S major improvements at the interchange by the year 2007 are ill "~.JII necessary to accommodate future traffic volumes and should include widening the bridge over I-89 to a six-lane cross III section. o The Site Drive/Southerly DHMO Access Drive/Route 120 III intersection will operate at LOS "D" during the peak hours under year 2001.Build conditions. 111 III I I. 5/ Compreliensive Study of Highways artd Bridges Hanover-Lebanon, NH and il Norwich-Hartford, VT Area, Vanasse Hangen Brust1in, Inc., April, 1988. i~ I , II -33- 50104fl288/nnr-AN4 II.i . I'" '~i ": RECOMMENDATIONS Site Access In order to provide safe and efficient access to/from the site, the site drive should intersect Route 120 oppositb the southerly DHMC access drive. Reconstruction of this sihnalized intersection should .include the widening of the westbound site drive approach to Route 120 to three lanes providing a ~eparate left-turn lane, a combined left-turn/through lane, and ~ separate high type right-turn lane. Access to/from the Dartmouth College I Receiving Area will be relocated from Route 120 and will be provided from the site drive via the signalized intersection. The driveway to the College Receiving Area should be sufficiently IJ offset from eeete 120 to avoid blockage of the drive from queues ~ of vehicles exiting th: site. ,. Off-S~te Improvements With the proposed Medical Center relocation and in il anticipation of other future area developments such as ~he , Bay-Son development, roadway improvements will be neces~ary along the Route 120 corridor to accommodate the future traffic rl increase~. As part of the traffic study conducted for the DHMC relocation, YHB identified a phased roadway improvement' plan to 1. apcommodate the increased traffic volumes along Route 1:20 • The I!! improvement plan is summarized below: ill 1991 Improvements o Route ~20/West Evans Drive - Considerati~ns shou~d be given ,to placing West Evans Drive under Police' Officer:control ill during the morning peak hour to improve operations ifor ! ill II -34- II' ;S0104/l2BB/nhr-AN4 iI. ·~ i~ northbound vehicles turning left into West Evans Drive. In l~~ addition, consideration should be given to restricting the I left-turn out maneuvers from West Evans Drive during peak. •.t.. .. hours forcing t~em to use the signal at the Heater Road/Route 120 intersection. :l~:1 j o Route 120/Etna Road - The City of Lebanon has recently completed roadway improvements at this intersection that include construction of a four-way intersection by extending Etna Road to provide access to residential development on the west side of the Route 120. As part of this improvement plan, separate left-turn lanes were constructed along Route 120. 'i o Route 120 between Heater Road and Etna Road - Widen Route 120 )'".. to a four lane cross-section including the upgrade of both ~ \ ... intersections by adding separate turning lanes and two through lanes per direction. o Route 120/Gile Tract Road (Northerly Access Drive to the Medical Center) - As proposed by DHMC, the intersection will be signalized and upgraded to include widening the north and southbound approaches to accommodate separate left-turn lanes and a high type driveway design to/from the Medical Center. o Route l20/Southerly DHMC Access - The proposed southerly access drive to the Medical Center will be located to the north of the existing Dartmouth College Central Receiving facility. This signalized intersection, as proposed, will consist of separate left turn ianes and a channelized high type de~~gn right; turn lane. R~constr~ction of this location to a four way intersection as currentIi planned will provide access to/from the Medical Center and Mt. Support Road to the west and access to/from the Dartmouth College Central 1 r •I -35- 50104/128B/nhr-AN4 i_ t. [III Receiving facility and the proposed Bay-Son site development to the east. In addition, the southerly access drive to the :111 Medical Center may also be the eastern terminus of a future connector roadway between Route 120 and Route 10. I. 1991-2001 Improvements \. o Route 1-89 Southbound Exit Ramp - This exit ramp is!proposed to be widened to accommodate a double left-turn lane and allow for increased green time on Route 120 as outlined in I.I the traffic study for the Medical Center. 6 \ Year 2001 Improvements I. o Route 120 - By the year 2001, the roadway should beiwidened to a four-lane cross-section between the southerly access 1 drive and Etna Road accommodating two travel lanes per l- di-rection . itJI til 1[II I, :1.. III Impac~ 6/:Traffic and Access Study, Dartmouth Hitchcock Medical CentJr. April, 1987, Vanasse Hangen Brustlin, Inc. 111 I, I r III 50104/1288/~hr-AN4 -36- I I~j-.