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Danvers, Massachusetts
Downtown Area Traffic Management Report
June 2017
TRAFFIC STUDY
Downtown Area Traffic Management Report Danvers, Massachusetts
TRAFFIC STUDY
Prepared by: BETA GROUP, INC.
Prepared for: Town of Danvers, Massachusetts
June 2017
Downtown Area Traffic Management Report Traffic Study
Danvers, Massachusetts
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TABLE OF CONTENTS 1.0 Introduction ................................................................................................................................ 1
2.0 Existing Conditions ...................................................................................................................... 1
2.1 Existing Geometry ......................................................................................................................... 1
2.1.1 Roadway Corridors ................................................................................................................. 1
2.1.2 Key Intersections .................................................................................................................... 3
2.2 Traffic Control ............................................................................................................................... 8
2.3 Traffic Crashes ............................................................................................................................... 9
2.4 Traffic Volumes ........................................................................................................................... 15
2.5 Observations ............................................................................................................................... 15
2.6 Existing Level of Service Analysis.................................................................................................. 20
3.0 Future Conditions ..................................................................................................................... 29
3.1 Future Traffic Volumes ................................................................................................................ 29
3.2 Future (2027) Level of Service Analysis ........................................................................................ 29
3.3 Future (2037) Level of Service Analysis ........................................................................................ 37
4.0 Conclusions ............................................................................................................................... 50
4.1 Options to be Considered as Potential Future Improvements ...................................................... 50
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LIST OF TABLES Table 1 – Crash Rate Summary ................................................................................................................ 9
Table 2 – Intersection Crash Data Summary ........................................................................................... 11
Table 3 - Level of Service Criteria ........................................................................................................... 21
Table 4 – Volume to Capacity Criteria .................................................................................................... 21
Table 5 - Level of Service Summary – Existing Conditions (2017) – Weekday (Signalized) ....................... 23
Table 6 - Level of Service Summary – Existing Conditions (2017) – Weekday (Unsignalized) ................... 24
Table 7 - Level of Service Summary – Existing Conditions (2017) – Saturday (Signalized) ........................ 25
Table 8 - Level of Service Summary – Existing Conditions (2017) – Saturday (Unsignalized) .................... 26
Table 9 - Level of Service Summary – Existing Conditions (2017) – Weekday Completed Construction ... 28
Table 10 - Level of Service Summary – Existing Conditions (2017) – Saturday Completed Construction .. 28
Table 11 - Level of Service Summary – Future Conditions (2027) – Weekday (Signalized) ....................... 33
Table 12 - Level of Service Summary – Future Conditions (2027) – Weekday (Unsignalized) ................... 34
Table 13 - Level of Service Summary – Future Conditions (2027) – Saturday (Signalized)........................ 35
Table 14 - Level of Service Summary – Future Conditions (2027) – Saturday (Unsignalized) ................... 36
Table 15 - Level of Service Summary – Future Conditions (2037) – Weekday (Signalized) ....................... 41
Table 16 - Level of Service Summary – Future Conditions (2037) – Weekday (Unsignalized) ................... 42
Table 17 - Level of Service Summary – Future Conditions (2037) – Saturday (Signalized)........................ 43
Table 18 - Level of Service Summary – Future Conditions (2037) – Saturday (Unsignalized) ................... 44
Table 19 – Options to be Considered as Potential Future Improvements ............................................... 51
LIST OF FIGURES Figure 1 – Location Map .......................................................................................................................... 2
Figure 2 – Existing (2017) AM Peak Hour Turning Movement Volumes .................................................. 16
Figure 3 – Existing (2017) PM Peak Hour Turning Movement Volumes................................................... 17
Figure 4 – Existing (2017) Saturday Peak Hour Turning Movement Volumes .......................................... 18
Figure 5 – Existing (2017) Peak Hour Pedestrian Volumes ...................................................................... 19
Figure 6 – Future (2027) AM Peak Hour Turning Movement Volumes .................................................... 30
Figure 7 – Future (2027) PM Peak Hour Turning Movement Volumes .................................................... 31
Figure 8 – Future (2027) Saturday Peak Hour Turning Movement Volumes ............................................ 32
Figure 9 – Future (2037) AM Peak Hour Turning Movement Volumes .................................................... 38
Figure 10 – Future (2037) PM Peak Hour Turning Movement Volumes .................................................. 39
Figure 11 – Future (2037) Saturday Peak Hour Turning Movement Volumes .......................................... 40
Figure 12 – Existing and Future AM Peak Hour Level of Service Analysis Results .................................... 47
Figure 13 – Existing and Future PM Peak Hour Level of Service Analysis Results..................................... 48
Figure 14 – Existing and Future Saturday Peak Hour Level of Service Analysis Results ............................ 49
LIST OF APPENDICES Appendix A: Crash Data
Appendix B: Traffic Volume Data
Appendix C: Intersection Capacity Analyses
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1.0 INTRODUCTION
The Town of Danvers anticipates significant reinvestment in the downtown area over the next 20 years.
Recent studies of this area include the 2015 Downtown Parking Study, 2015 Bicycle Network Plan, 2015
MAPC Maple Street I-1 Action Plan, and the 2017 Draft Maple Street I-1 Area Smart Growth Overlay
District, referred to as the Maple Street Traditional Neighborhood District (MSTND). The MSTND is a
proposed Chapter 40R district which includes 13.94 acres of property fronting on Maple Street, Hobart
Street, Locust Street, North Putnam Street, Maple Avenue, Putnam Court, Butler Avenue and Oak Street.
The MSTND, as defined in the proposed Zoning Bylaw, is an Overlay District superimposed over the
underlying Industrial-I (I-1), Commercial-1 (C-1) and Residential-1 (R-1) Base Zoning Districts. In the
process of assembling the MSTND Zoning and Design Standards, an evaluation of existing conditions and
opportunities (Placemaking Audit) and a conceptual master plan for the targeted redevelopment area
were prepared. This analysis suggested that there is significant potential and interest in new
development and redevelopment, not only in the MSTND project area but in the Downtown Core and
surrounding neighborhoods as well.
As the Town plans for new growth and reinvestment in the downtown area, traffic operations
management is a key issue. This report identifies current traffic conditions, projected growth impacts,
and potential traffic improvements.
The downtown study area, shown in Figure 1, focuses on centrally located traffic operations in and
surrounding the downtown area. This study reviews existing operations and safety of the downtown
study area intersections, including Level of Service (LOS), delay, queuing, capacity and crash history. In
addition, two future conditions are considered and analyzed to evaluate future growth within the
downtown study area. The three analysis conditions reviewed are: Existing (2017), Future (2027) and
Future (2037). Both Future conditions will consider the impacts of background traffic growth only.
2.0 EXISTING CONDITIONS
2.1 EXISTING GEOMETRY
2.1.1 ROADWAY CORRIDORS
Maple Street west of the intersection with Poplar Street is functionally classified as an Urban Principal
Arterial and carries Route 62 through Danvers. At the intersection with Poplar Street, Maple Street
continues southbound as an Urban Minor Arterial, with Route 62 continuing east along Poplar Street.
Poplar Street is functionally classified as an Urban Principal Arterial and carries Route 62 for its entirety
from the intersection with Maple Street east to the intersection with Conant Street.
Figure 1
Location Map
700
SCALE IN FEET: 1"=350'
3500350
LEGENDSTUDY INTERSECTION
POPLAR STREET(ROUTE 62)
MAPLE
STREET
(ROUTE35)
Downtown Area TrafficManagement Report
Danvers, MA
LOC
UST
STR
EET
(RO
UTE
35)
POPLAR STREET(ROUTE 62)
MAPLESTREET
CHARTERSTREET
HOBART STREET
N PUTNAM STREET
ELMSTR
EET
CONANT STREET
HIGHSTREET
(ROUTE35)
MAPLE AVENUE
SCHOOL STREET
CHERRY STREET
MAPLE STREET
(ROUTE 62)
PICKERINGSTREET
MAPLE STREET TRADITIONALNEIGHBORHOOD DEVELOPMENTOVERLAY DISTRICT (MSTND)
COMMERCIAL I/IA ZONES
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Locust Street is functionally classified as an Urban Minor Arterial and carries Route 35 from a point 2.5
miles north ending at the intersection with Maple Street and Hobart Street. From there Route 35
continues south via Maple Street and High Street.
Conant Street, Elm Street, High Street and Hobart Street are all functionally classified as Urban Minor
Arterials. All remaining roadways in the study area are classified as local roadways, with all roadways in
the study area under Town of Danvers jurisdiction.
2.1.2 KEY INTERSECTIONS
Ten key intersections were chosen for study as they were determined to be directly impacted by
rezoning and potential development of the Maple Street Industrial-1 Zone. These intersections are
discussed in detail as follows:
Maple Street (Route 62) at Poplar Street (Route 62)
Maple Street and Poplar Street generally run in an east-west alignment carrying Route 62 between
Route 1 and Route 128 and connecting Middleton to Beverly. The two streets form a Y-intersection
where Maple Street and Poplar Street form a continuous corridor, while Maple Street continues
southeast into Danvers Square. The Maple Street northwest approach is under STOP control and
features an island separating left and right turns on to Route 62, providing a short cut through lane prior
to its termination. Both Maple Street and Poplar Street provide a single travel lane in each direction with
sidewalks on both sides of the street. On-street parking is provided on the north side of Maple Street
approaching the intersection from the south. Pavement markings are in good condition and feature
double yellow center lines, white edge lines and a painted stop bar on the Maple Street northbound
approach. No crosswalks or wheelchair ramps are provided at the intersection.
A slight uphill grade exists for the north leg of Maple Street and a horizontal curve exists on the east leg
of Poplar Street. Maple Street is commonly used as a cut through to Danvers Square, bypassing the
intersection of Poplar Street and Locust Street. Land use adjacent to the intersection is mostly
residential with the Peterson O’Donnell Funeral Home on the north side of Route 62 comprising the only
commercial property.
Maple Street at Maple Avenue
Maple Street and Maple Avenue form a T-intersection, with Maple Avenue under STOP control
intersecting Maple Street from the west. Maple Avenue is a dead end street serving nine houses. Maple
Street and Maple Avenue provide a single travel lane in each direction with on-street parking provided
on the east side of Maple Street. Sidewalks are provided on both sides of Maple Street, with a wider
sidewalk with a grass buffer running along the east side of the street. No sidewalks are provided along
Maple Avenue. Pavement markings are in good condition on Maple Street and feature double yellow
center lines and marked parking stalls, while no pavement markings are provided on Maple Avenue. No
crosswalks or wheelchair ramps are provided at the intersection.
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Commercial/industrial properties exist on the Maple Avenue corners of the intersection, while the
remainder of Maple Street and Maple Avenue are residential.
Maple Street at North Putnam Street
Maple Street and North Putnam Street form a T-intersection, with North Putnam Street under STOP
control intersecting Maple Street from the west. North Putnam Street is a local residential/industrial
street home to several small businesses and houses, connecting Maple Street with Hobart Street. The
driveway to a local commercial building intersects Maple Street across from North Putnam Street, acting
as a fourth leg to the intersection. Maple Street and North Putnam Street provide a single travel lane in
each direction. Sidewalks are provided on both sides of Maple Street, and pavement markings feature
double yellow center lines, white edge lines on the west side of the street, and striped cross-hatching to
delineate no parking zones on the east side. No sidewalks or pavement markings are provided along
North Putnam Street. No crosswalks or wheelchair ramps are provided at the intersection.
Land use adjacent to the intersection is a mix of residential, commercial and industrial. A parking lot
exists on the northwest corner of the intersection with entrances on both Maple Street and North
Putnam Street.
Maple Street at Hobart Street and Locust Street (Route 35)
Maple Street, Hobart Street and Locust Street form a 4-legged intersection under traffic signal control.
Maple Street comprises the north and south legs of the intersection, with Locust Street and Hobart
Street comprising the east and west legs, respectively.
Maple Street northbound provides a single travel lane in each direction with on-street parking provided
on both sides of the street. In the vicinity of the intersection, parking is prohibited to accommodate a
short right-turn lane for turns to Locust Street. A striped cross-hatch exists for the Mobil Gas Station
driveway to avoid blockage, allowing vehicles to exit.
Maple Street southbound provides a single travel lane in each direction with turns accommodated
through a shared general purpose lane at the intersection. Hobart Street carries a single approach lane
eastbound, widening to add a short right turn lane for turns to Maple Street southbound. On-street
parking is provided on both sides of Hobart Street. Locust Street intersects Maple Street at a slight skew
from the northeast and provides two travel lanes in the vicinity of the intersection, striped for a left turn
lane and a shared through/right turn lane. Pavement markings are provided on all approaches to the
intersection and are in good condition, featuring double yellow center lines, white edge lines, marked
parking stalls and a painted stop bar on all approaches.
Commercial properties exist on all corners of the intersection with the Lyons Ambulance Service on the
northeast corner, Mobil gas station on the southeast corner, Phillips 66 gas station on the southwest
corner and a parking area serving the Corner Grocery Store and Ben Franklin Tees on the northwest
corner. Sidewalks are provided along both sides of all intersecting streets. Crosswalks and cement
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concrete wheelchair ramps with detectable warning panels are provided for all crosswalks at the
intersection. Pedestrian signals and an exclusive pedestrian phase are provided. The Danvers Bike Trail
crosses Maple Street approximately 100 feet south of the intersection; bicyclists and pedestrians must
utilize the intersection’s crosswalks to cross Maple Street.
Maple Street (Route 35) at Conant Street, Elm Street and High Street (Route 35) (Danvers Square)
Maple Street, Conant Street, Elm Street and High Street form a 4-legged intersection under traffic signal
control. Maple Street comprises the north leg, High Street the south leg, Conant Street the east leg and
Elm Street the west leg of the intersection. The intersection is commonly referred to as Danvers Square.
Maple Street in the vicinity of the intersection provides a single travel lane in each direction, widening at
the intersection to provide a left turn lane and a shared through/right turn lane. On-street parking is
provided on both sides of Maple Street, with marked parking stalls and a double yellow centerline
provided. High Street northbound also provides a single travel lane in each direction and widens at the
intersection to provide a left turn lane for turns to Elm Street. An exclusive left turn, protected phase is
provided for High Street as part of the existing signal operation. On street parking is provided on both
sides of High Street, but is prohibited on the east side of the roadway at the intersection to
accommodate the two lane approach. Pavement markings on High Street feature marked parking stalls
and a double yellow center line.
Elm Street provides a single travel lane in each direction, widening at the intersection to provide a left
turn lane for turns to Maple Street. An exclusive left turn, protected phase is provided for Elm Street as
part of the existing signal operation. On-street parking is provided on both sides of Elm Street, with
marked parking stalls and a double yellow centerline provided. Conant Street provides a single travel
lane in each direction, widening to add a short right turn lane for turns to Maple Street northbound. On-
street parking is provided on both sides of Conant Street, with the exit to a small parking lot for CVS and
other local businesses located approximately 40 feet east of the intersection. Pavement markings on
Conant Street feature marked parking stalls and a double yellow center line.
Crosswalks are provided across all approaches of the intersections and pedestrian pushbuttons are
provided for each crosswalk at the intersection. Unsignalized crosswalks are also striped across the exit
to the CVS parking lot and across Conant Street at the entrance to CVS. Cement concrete wheelchair
ramps are provided for all crosswalks at the intersection with detectable warning panels only provided
for the northwest and southwest ramps. Pedestrian signals and an exclusive pedestrian phase are
provided. In addition, no turn on red signs are posted on all approaches to the intersection. Pavement
markings are in good condition and feature painted stop bars on all approaches in addition to the
double yellow center lines.
Commercial properties surround the intersection; of note are the People’s United Bank and the Berry
Tavern on the southeast corner and the CVS Pharmacy on the northeast corner of the intersection.
Sidewalks are provided along both sides of all intersecting streets.
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Hobart Street at North Putnam Street
Hobart Street and North Putnam Street form a T-intersection, with North Putnam Street under STOP
control intersecting Hobart Street from the north. The western driveway to the municipal parking lot
intersects Hobart Street across from North Putnam Street, acting as an offset fourth leg to the
intersection. Hobart Street and North Putnam Street provide a single travel lane in each direction.
Sidewalks are provided on both sides of Hobart Street and the east side of North Putnam Street.
Pavement markings are limited to a faded double yellow center line on Hobart Street. No pavement
markings are provided along North Putnam Street. A crosswalk and stop bar is painted across the
parking lot driveway, and wheelchair ramps with detectable warning panels are provided.
Land use adjacent to the intersection is a mix of residential and commercial. The municipal parking lot is
located opposite North Putnam Street with entrances on both Hobart Street and Charter Street. The
Eighty Eight Restaurant located on the northeast corner and the Cherry Street Fish Market is located
southwest of the intersection abutting the municipal lot.
Locust Street (Route 35) at Poplar Street (Route 62)
Locust Street and Poplar Street form a 4-legged intersection under traffic signal control. This
intersection was under construction at the beginning of the study and has since been completed. Locust
Street comprises the north and south legs and Poplar Street comprises the east and west legs of the
intersection.
Locust Street provides a single travel lane in each direction, widening at the intersection to provide a left
turn lane both northbound and southbound for turns to Poplar Street. Exclusive left turn, protected
phases are provided for these movements as part of the signal operation. No turn on red signs are
located on both Locust Street approaches to the intersection, restricting right turns on red. Poplar Street
provides two lanes in each direction. Left turns on Poplar Street are accommodated through shared
left/through lanes both eastbound and westbound.
Crosswalks are striped across all approaches of the intersections and pedestrian pushbuttons are
provided for each crosswalk at the intersection. Cement concrete wheelchair ramps with detectable
warning panels are provided at all crosswalks at the intersection. Pedestrian signals and an exclusive
pedestrian phase are provided. Pavement markings feature painted stop bars, crosswalks, double yellow
centerlines, and solid white edge lines on all approaches at the intersection.
Land use at the intersection is residential and sidewalks are provided along both sides of all intersecting
streets.
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Maple Street (Route 35) at School Street and Cherry Street
Maple Street, School Street and Cherry Street form an offset 4-legged intersection, with School Street
and Cherry Street intersecting Maple Street approximately 75 feet apart. School Street intersects Maple
Street from the east, while Cherry Street intersects from the west, with both side streets under STOP
control.
Maple Street provides a single travel lane in each direction with on-street parking provided on both
sides of the street. School Street and Cherry Street provide a single travel lane in each direction with
parking restricted on the north side of both streets. A municipal parking lot is located on School Street
approximately 150 feet east of the intersection. Sidewalks are provided on both sides of Maple Street,
School Street and Cherry Street, with crosswalks provided across both School Street and Cherry Street. A
crosswalk is provided across Maple Street between School Street and Cherry Street. Pavement markings
feature a double yellow center line and marked parking stalls on Maple Street and a single yellow center
line on Cherry Street. Wheelchair ramps are provided at all crosswalks with detectable warning panels
only provided on the southeast corner of School Street and the southwest corner of Cherry Street.
Land use adjacent to the intersection is commercial and features many local businesses along Maple
Street, School Street and Cherry Street.
Hobart Street at Pickering Street
Hobart Street and Pickering Street form a 4-legged intersection, with Pickering Street under STOP
control. Hobart Street and Pickering Street provide a single travel lane in each direction. Sidewalks are
provided on both sides of Hobart Street and Pickering Street with the exception of the west side of
Pickering Street, north of the intersection. Pavement markings on Hobart Street are in fair condition and
feature double yellow center lines and white edge lines. Pavement markings along Pickering Street are
also in fair condition and feature double yellow center lines, stop bars and painted “STOP” markings.
Crosswalks are provided across all four legs of the intersection with non-compliant wheelchair ramps at
each corner. A flashing warning beacon is located on a mast arm at the intersection and flashes yellow
for Hobart Street and red for Pickering Street. Land use adjacent to the intersection is a primarily
residential. The Danvers YMCA is located approximately 300 feet north of the intersection on Pickering
Street.
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2.2 TRAFFIC CONTROL
Maple Street at Hobart Street and Locust Street (Route 35)
The signalized intersection of Maple Street with Hobart Street and Locust Street operates under five
phase operation: a protected Maple Street left turn phase; a phase for Maple Street through
movements with permissive left turns; an exclusive pedestrian phase actuated by pedestrian
pushbuttons; a Locust Street phase with a northbound right-turn overlap; and a Hobart Street phase.
Maple Street (Route 35) at Conant Street, Elm Street and High Street (Route 35) (Danvers Square)
The signalized intersection of Maple Street with Conant Street, Elm Street and High Street operates
under four phase operation: a protected High Street left turn phase; a phase for High Street and Maple
Street through movements with permissive left turns; an exclusive pedestrian phase actuated by
pedestrian pushbuttons; a protected Elm Street left turn phase; and a phase for Elm Street and Conant
Street through movements with permissive left turns. No turn on red signs are posted on all approaches
to the intersection.
Locust Street (Route 35) at Poplar Street (Route 62)
The signalized intersection of Locust Street with Poplar Street operates under four phase operation: a
protected Locust Street northbound/southbound left turn phase; a phase for Locust Street through
movements with permissive left turns; an exclusive pedestrian phase actuated by pedestrian
pushbuttons; and a phase for Poplar Street through movements with permissive left turns. No turn on
red signs are proposed on both Locust Street approaches to the intersection.
All remaining intersections are under STOP control.
Conant Street has a speed limit of 30 MPH in the vicinity of the study intersection. Hobart Street has a
speed limit of 25 MPH for its entirety. Posted speed limits for Conant Street and Hobart Street agree
with State Special Speed Regulation #596, which legally establishes speed limits for the roadways.
Maple Street (Route 62) and Poplar Street (Route 62) have a speed limit of 35 MPH in the vicinity of the
study area. Posted speed limits for both roadways agree with State Special Speed Regulation #482-A,
which legally establishes speed limits for the roadways.
Pickering Street has a speed limit of 25 MPH in the vicinity of the study area. Posted speed limits for
both roadways agree with State Special Speed Regulation #7061, which legally establishes speed limits
for the roadways.
All remaining roadways in the study area have no regulatory speed limits established, nor is there a
posted speed limit in the vicinity of the study area.
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2.3 TRAFFIC CRASHES
Crash data for the intersections were obtained from MassDOT Highway Division for the three most
recent years available, 2012-2014. A summary of crash rates is shown in Table 1, while a summary of
intersection crash data is shown in Table 2. Complete crash data and a crash rate worksheet are
included in the Appendix.
Crash rates were calculated for each intersection and are presented as crashes per million vehicles
(MEV) entering the intersection. The statewide crash rate for a signalized intersection is 0.77 MEV and
0.58 for unsignalized intersections. The data show a total of fifty-one (51) crashes were reported at the
ten study intersections, with most intersections averaging two crashes or less per year. Of particular
note are the intersections of Maple Street at Poplar Street and Locust Street at Poplar Street which
averaged 2.67 and 5.33 crashes over the three year study period, respectively.
Table 1 – Crash Rate Summary
Location Traffic
Control
Total
Crashes
Average
Per Year
Crash
Rate
Statewide
Average
Maple Street at Poplar Street
Unsignalized 8 2.67 0.40 0.58
Maple Street at Maple Avenue
Unsignalized 1 0.33 0.19 0.58
Maple Street at North Putnam Street
Unsignalized 1 0.33 0.18 0.58
Maple Street at Hobart Street/Locust Street
Signalized 5 1.67 0.30 0.77
Maple Street at Conant Street/ Elm Street/High Street
Signalized 6 2.00 0.28 0.77
Hobart Street at North Putnam Street
Unsignalized 0 0.00 0.00 0.58
Locust Street at Poplar Street
Signalized 16 5.33 0.70 0.77
Maple Street at School Street
Unsignalized 6 2.00 0.43 0.58
Maple Street at Cherry Street
Unsignalized 2 0.67 0.14 0.58
Hobart Street at Pickering Street
Unsignalized 6 2.00 0.83 0.58
The intersection of Maple Street and Poplar Street observed eight crashes over a period of three years
with half of the crashes being angle crashes. The intersection presents challenges with sight distance
due to both the horizontal curvature of the Poplar Street and the lack of gaps present for vehicles
turning from Maple Street northbound. The intersection of Locust Street and Poplar Street is currently
under construction and will add protected turn lanes northbound and southbound which could help the
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high number of angle crashes that comprise half of the total crashes at the intersection presently. Added
improvements to signal and clearance times could also help reduce the higher number of rear-end
crashes that are seen at the intersection. The intersection of Maple Street with Cherry Street reported
the only crash in the downtown involving a bicyclist. Crashes involving pedestrians or bicyclists were not
reported at any of the other study intersections.
Of the ten study intersections, all but one intersection were lower than the statewide crash rate. The
intersection of Hobart Street at Pickering Street has a notably higher crash rate (0.83) than the
statewide (0.58) average crash rates for unsignalized intersections. Although only six crashes were
observed over the three year period, the lower volumes present a more significant crash rate at the
unsignalized intersection. Observations show limited sight distance for the northbound and southbound
approaches with an uphill grade also present on the southbound approach. Of the six crashes, all but
one were angle crashes, which could be attributed to the two-way stop controlled nature of the
intersection, requiring vehicles to wait for appropriate gaps with limited sight distance.
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Table 2 – Intersection Crash Data Summary
Collision Type Accident Type Ambient Light Weather Condition
Total
Crashes Year
Rea
r En
d
An
gle
Hea
d O
n
Sid
esw
ipe
(Sa
me
Dir
ecti
on
)
Sid
esw
ipe
(O
pp
osi
te D
irec
tio
n)
Sin
gle
Veh
icle
Cra
sh
No
t R
epo
rted
Pro
per
ty D
amag
e
No
n-F
atal
Inju
ry
Fata
l In
jury
No
t R
epo
rted
Day
ligh
t
Dar
k R
oad
way
Dar
k Li
ghte
d
Ro
adw
ay
Du
sk
Cle
ar
Slee
t
Rai
n
Sno
w
Clo
ud
y
Maple Street (Route 62) @ Poplar Street (Route 62)
2012 0 1 1 0 0 0 1 2 1 0 0 3 0 0 0 3 0 0 0 0 3
2013 0 2 0 0 1 0 0 2 1 0 0 2 0 1 0 1 0 0 0 2 3
2014 0 1 0 0 1 0 0 2 0 0 0 2 0 0 0 2 0 0 0 0 2
Total 0 4 1 0 2 0 1 6 2 0 0 7 0 1 0 6 0 0 0 2 8
Maple Street @ Maple Avenue
2012 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2013 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 1 0 0 0 0 1
2014 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 1 0 0 0 0 1
Maple Street @ North Putnam Street
2012 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2013 0 1 0 0 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 1
2014 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 1 0 0 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 1
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Table 2 – Intersection Crash Data Summary (Continued)
Collision Type Accident Type Ambient Light Weather Condition
Total
Crashes Year
Rea
r En
d
An
gle
Hea
d O
n
Sid
esw
ipe
(Sa
me
Dir
ecti
on
)
Sid
esw
ipe
(O
pp
osi
te D
irec
tio
n)
Sin
gle
Veh
icle
Cra
sh
No
t R
epo
rted
Pro
per
ty D
amag
e
No
n-F
atal
Inju
ry
Fata
l In
jury
No
t R
epo
rted
Day
ligh
t
Dar
k R
oad
way
Dar
k Li
ghte
d
Ro
adw
ay
Du
sk
Cle
ar
Slee
t
Rai
n
Sno
w
Clo
ud
y
Maple Street @ Hobart Street and Locust Street (Route 35)
2012 0 0 0 0 1 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 1
2013 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 1 0 0 0 0 1
2014 0 2 0 1 0 0 0 2 1 0 0 2 0 1 0 2 0 1 0 0 3
Total 0 3 0 1 1 0 0 3 2 0 0 4 0 1 0 4 0 1 0 0 5
Maple Street (Route 35) @ Conant Street, Elm Street and High Street (Route 35) (Danvers Square)
2012 1 1 0 0 0 0 0 1 1 0 0 2 0 0 0 2 0 0 0 0 2
2013 1 0 0 0 0 0 0 0 1 0 0 1 0 0 0 1 0 0 0 0 1
2014 1 1 0 0 0 1 0 3 0 0 0 3 0 0 0 3 0 0 0 0 3
Total 3 2 0 0 0 1 0 4 2 0 0 6 0 0 0 6 0 0 0 0 6
Hobart Street @ North Putnam Street
2012 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2013 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2014 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
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Danvers, Massachusetts
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Table 2 – Intersection Crash Data Summary (Continued)
Collision Type Accident Type Ambient Light Weather Condition
Total
Crashes Year
Rea
r En
d
An
gle
Hea
d O
n
Sid
esw
ipe
(Sa
me
Dir
ecti
on
)
Sid
esw
ipe
(O
pp
osi
te D
irec
tio
n)
Sin
gle
Veh
icle
Cra
sh
No
t R
epo
rted
Pro
per
ty D
amag
e
No
n-F
atal
Inju
ry
Fata
l In
jury
No
t R
epo
rted
Day
ligh
t
Dar
k R
oad
way
Dar
k Li
ghte
d
Ro
adw
ay
Du
sk
Cle
ar
Slee
t
Rai
n
Sno
w
Clo
ud
y
Locust Street (Route 35) @ Poplar Street (Route 62)
2012 3 4 0 1 0 0 0 6 0 0 2 8 0 0 0 3 0 3 0 2 8
2013 1 3 0 0 0 0 0 2 2 0 0 4 0 0 0 4 0 0 0 0 4
2014 2 1 0 0 0 0 1 4 0 0 0 1 0 3 0 3 0 1 0 0 4
Total 6 8 0 1 0 0 1 12 2 0 2 13 0 3 0 10 0 4 0 2 16
Maple Street (Route 35) @ School Street
2012 1 1 0 1 0 0 0 1 2 0 0 2 0 0 1 0 0 1 0 2 3
2013 0 1 0 0 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 1
2014 0 1 0 0 1 0 0 2 0 0 0 2 0 0 0 2 0 0 0 0 2
Total 1 3 0 1 1 0 0 4 2 0 0 5 0 0 1 3 0 1 0 2 6
Maple Street (Route 35) @ Cherry Street
2012 0 1 0 0 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 1
2013 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2014 0 1 0 0 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 1
Total 0 2 0 0 0 0 0 2 0 0 0 2 0 0 0 2 0 0 0 0 2
Downtown Area Traffic Management Report Traffic Study
Danvers, Massachusetts
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Table 2 – Intersection Crash Data Summary (Continued)
Collision Type Accident Type Ambient Light Weather Condition
Total
Crashes Year
Rea
r En
d
An
gle
Hea
d O
n
Sid
esw
ipe
(Sa
me
Dir
ecti
on
)
Sid
esw
ipe
(O
pp
osi
te D
irec
tio
n)
Sin
gle
Veh
icle
Cra
sh
No
t R
epo
rted
Pro
per
ty D
amag
e
No
n-F
atal
Inju
ry
Fata
l In
jury
No
t R
epo
rted
Day
ligh
t
Dar
k R
oad
way
Dar
k Li
ghte
d
Ro
adw
ay
Du
sk
Cle
ar
Slee
t
Rai
n
Sno
w
Clo
ud
y
Hobart Street @ Pickering Street
2012 0 2 0 0 0 1 0 1 2 0 0 3 0 0 0 2 0 0 0 1 3
2013 0 1 0 0 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 1
2014 0 2 0 0 0 0 0 0 1 0 1 1 0 1 0 2 0 0 0 0 2
Total 0 5 0 0 0 1 0 2 3 0 1 5 0 1 0 5 0 0 0 1 6
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2.4 TRAFFIC VOLUMES
Manual Turning Movement (MTM) counts were collected on Thursday, March 9th, 2017. All intersections
were counted from 7:00 AM to 9:00 AM and from 4:00 PM to 6:00 PM. Intersections were also counted
on Saturday, March 25th, 2017 from 11:00 AM to 2:00 PM. Passenger cars, heavy vehicles, pedestrians
and bicycles were counted. Based on the peak hours of the project locations, the overall peak hours for
the study were assumed to be 7:00-8:00 AM and 4:45-5:45 PM on a weekday, and 11:30-12:30 PM on
Saturday.
Once the peak hours were determined, the traffic volumes were examined to evaluate the need for
seasonal adjustment. A review of the historical traffic growth data maintained by MassDOT Highway
Division revealed that the average month traffic volume in March for urban arterials is approximately
2% higher than the average-month traffic volume. For a more conservative analysis, the data were not
adjusted. Peak hour turning movements are shown in Figure 2 through Figure 5, and full traffic volume
summaries are included in the Appendix.
2.5 OBSERVATIONS
BETA observed the study intersections for queues, delays, overall operations and driver behavior during
the AM (7:00 AM to 9:00 AM) and PM (4:00 PM to 6:00 PM) peak period on March 29th, 2017 and again
for the Saturday peak period (11:00 AM to 2:00 PM) on April 8th, 2017. Observations revealed the
following:
Overall Observations:
Protected left-turn phase is called every time for both northbound and southbound directions at
the intersection of Poplar Street and Locust Street due to the current construction project,
resulting in longer delays on the remaining approaches
Danvers Square intersection has an exclusive pedestrian phase and not the concurrent
pedestrian phase as shown on the record plan
Traffic maintains one lane both eastbound and westbound on Poplar Street even with the wider
lanes
Little to no bicycle activity was seen at the study intersections due to the time of year. More
frequent and heavier pedestrian and bicycle volumes are expected in the summer months
AM Peak Hour:
Intersections operate relatively well with periodic queuing; heaviest at the beginning of the
observation period, then taper off
Queuing on Poplar Street westbound extends back to Trask Street from Locust Street
Queuing on Poplar Street eastbound extends back to Winthrop Street from Locust Street
Conant StreetElm Street
Hig
hS
treet
Maple Street
Poplar Street
PoplarStreet
Locu
stSt
reet
Locu
st
Street
Stre
et
HobartStreet
Maple Avenue
Street
NP
utna
mP
arki
ngLo
tD
rivew
ay
Cherry Street
School Street
Map
le
Pic
kerin
gS
treet
Figure 2
Existing (2017) AM Peak HourTurning Movement Volumes
Count Date: Thursday March 9, 2017 AM Peak Hour = 7:00 - 8:00
N
Downtown Area TrafficManagement Report
Danvers, MA
Conant StreetElm Street
Hig
hS
treet
Maple Street
Poplar Street
Locu
stSt
reet
Locu
st
Street
Stre
et
Maple Avenue
Street
NP
utna
mP
arki
ngLo
tD
rivew
ay
Cherry Street
School Street
Map
le
HobartStreet
Pic
kerin
gS
treet
PoplarStreet
Figure 3
Existing (2017) PM Peak HourTurning Movement Volumes
Count Date: Thursday March 9, 2017 PM Peak Hour = 4:45 - 5:45
N
Downtown Area TrafficManagement Report
Danvers, MA
Conant StreetElm Street
Hig
hS
treet
Maple Street
Poplar Street
Locu
stSt
reet
Locu
st
Street
Stre
et
Maple Avenue
Street
NP
utna
mP
arki
ngLo
tD
rivew
ay
Cherry Street
School Street
Map
le
HobartStreet
Pic
kerin
gS
treet
PoplarStreet
Figure 4
Existing (2017) SAT Peak HourTurning Movement Volumes
Count Date: Saturday March 25, 2017 SAT Peak Hour = 11:30 - 12:30
N
Downtown Area TrafficManagement Report
Danvers, MA
Conant StreetElm Street
Map
le
Poplar Street
Locu
stSt
reet
Locu
st
Street
Stre
et
Maple Avenue
Street
NP
utna
mP
arki
ngLo
tD
rivew
ay
Hig
hS
treet
Cherry Street
School Street
Map
le
Maple Street
HobartStreet
Pic
kerin
gS
treet
PoplarStreet
Figure 5
Existing (2017) Peak HourPedestrian Volumes
AM (PM) [SAT] Peak Hour Pedestrian Volumes
N
Downtown Area TrafficManagement Report
Danvers, MA
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More significant queuing on Hobart Street and Locust Street, yet most often is cleared once
phase is called
Significant queuing southbound on Maple Street at the Danvers Square intersection
Difficult for vehicles to turn left on Maple Street heading northbound at the intersection with
Poplar Street
PM Peak Hour:
Intersections operate relatively well with periodic queuing; heaviest traffic observed from 4:45
PM to 5:15 PM
Rolling queues observed on Poplar Street westbound extends back to Conant Street from Locust
Street
Queuing on Poplar Street eastbound extends back to Winthrop Street from Locust Street
Several on-street parking maneuvers were observed along Maple Street in the vicinity of
Danvers Square, impacting operations
Significant queuing southbound on Maple Street at the Danvers Square intersection; rolling
queues observed back through the School Street intersection
Few gaps for vehicles to turn left on Maple Street heading northbound at the intersection with
Poplar Street
Saturday Peak Hour
Intersections operate with more continuous queuing; heaviest traffic observed at noontime
Queuing on Poplar Street westbound extends back to School Street from Locust Street
Queuing on Poplar Street eastbound extends half-way back to Winthrop Street from Locust
Street
Few gaps for vehicles to turn left on Maple Street heading northbound at the intersection with
Poplar Street
Heavy traffic at the Danvers Square intersection for most of the peak hour
Significant pedestrian activity along Maple Street
2.6 EXISTING LEVEL OF SERVICE ANALYSIS
Level of service (LOS) is a qualitative measure of traffic flow efficiency based on anticipated vehicle
delays. For signalized and unsignalized intersections, LOS is measured for all movements, with signalized
intersections also being measured as a whole. Many factors are taken into account in LOS analyses
including: vehicle volumes, heavy vehicle percentages, lane configurations and geometry, roadway
profile grades, the presence of on-street parking, and pedestrian activity. LOS is reported on a scale of A
through F. LOS A represents the best conditions with little or no delay; LOS F indicates that the
intersection is at or over capacity, resulting in long vehicle delays and potential queuing problems. LOS
criteria for signalized and unsignalized intersections are defined in Table 3.
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Table 3 - Level of Service Criteria
LOS
Signalized
Delay
(Sec/Veh)
Unsignalized
Delay
(Sec/Veh) General Description
A
≤ 10
≤ 10
Free flow
B
> 10 and ≤ 20
> 10 and ≤ 15
Stable flow (slight delays)
C
> 20 and ≤ 35
> 15 and ≤ 25
Stable flow (acceptable delays)
D
> 35 and ≤ 55
> 25 and ≤ 35
Approaching unstable flow (tolerable delay)
E
> 55 and ≤ 80
> 35 and ≤ 50
Unstable flow (intolerable delay)
F
> 80
> 50
Forced flow (jammed)
In addition the Volume to Capacity Ratio (V/C) is a measure that reflects mobility and quality of travel of
a roadway or a section of a roadway. It compares roadway demand (vehicle volumes) with roadway
supply (carrying capacity). For example, a V/C of 1.00 indicates the roadway facility is operating at its
capacity. The lower the ratio, the freer flowing the traffic will be. Volume to Capacity criteria is defined
in Table 4.
Table 4 – Volume to Capacity Criteria
Volume to
Capacity
Ratio General Description
0.00 to 0.60 Free-flow conditions with unimpeded maneuverability.
0.61 to 0.70 Reasonably unimpeded operations with slightly restricted maneuverability.
0.71 to 0.80
Stable operations with somewhat more restrictions in making mid-block lane
changes than LOS B. Motorists will experience appreciable tension while driving.
0.81 to 0.90 Approaching unstable operations where small increases in volume produce
substantial increases in delay and decreases in speed
0.91 to 1.00 Operations with significant intersection approach delays and low average speeds.
> 1.00
Operations with extremely low speeds caused by intersection congestion, high
delay, and adverse signal progression
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Queuing for the study intersections are represented by the 50th and 95th percentile queues. The 50th
percentile (or average) maximum queue is defined as the maximum back of queue on a typical cycle,
while the 95th percentile maximum queue is the maximum back of queue with 95th percentile traffic
volumes. For signalized intersections, the 50th and 95th percentile queues will be report, while for
unsignalized intersections only the 95th percentile queues will be reported. The “#” notation in the 95th
percentile queue indicates that the queue length exceeds capacity and was modeled for two complete
cycles to account for spillover between consecutive cycles.
In order to evaluate the existing traffic conditions at the study intersections, a traffic capacity analysis
was performed. The intersections were analyzed to determine the LOS for the AM, PM and Saturday
peak hours, using the methods outlined in the 2000 Highway Capacity Manual (HCM) by means of the
Synchro 8 software. LOS analyses results are summarized in Table 5 through Table 8. The capacity
analyses worksheets are included in the Appendix.
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Table 5 - Level of Service Summary – Existing Conditions (2017) – Weekday (Signalized)
INTERSECTION
AM Peak Hour PM Peak Hour
LOS Delay* v/c 50th %
Queue
95th %
Queue LOS Delay* v/c
50th %
Queue
95th %
Queue
Maple Street (Route 35) at Hobart Street and Locust Street (Route 35)
Hobart Street EB LT D 42.3 0.63 79’ 179’ D 50.5 0.72 102’ 214’
Hobart Street EB R D 35.5 0.07 0 39 D 38.2 0.06 0 22
Locust Street WB L C 23.4 0.32 73 199 C 27.2 0.27 61 155
Locust Street WB TR C 22.0 0.17 37 113 C 26.7 0.21 48 129
Maple Street NB LT D 35.7 0.73 115 #320 D 50.0 0.86 155 #438
Maple Street NB R C 29.9 0.68 155 #459 D 45.2 0.83 201 #515
Maple Street SB LTR C 27.6 0.52 124 297 C 26.2 0.46 132 305
Overall C 30.8 D 39.4
Maple Street (Route 35) at Conant Street, Elm Street and High Street (Route 35)
Elm Street EB L C 23.8 0.39 26’ 85’ C 27.6 0.46 44’ 133’
Elm Street EB TR C 22.3 0.44 94 236 C 25.0 0.47 125 325
Conant Street WB LT E 69.7 0.96 163 #510 D 37.4 0.69 155 #378
Conant Street WB R C 26.7 0.24 37 114 C 27.2 0.15 28 84
High Street NB L B 16.9 0.21 12 53 C 25.7 0.49 28 96
High Street NB TR B 18.5 0.60 153 457 C 27.4 0.65 185 488
Maple Street SB L B 19.3 0.24 19 74 C 26.0 0.13 9 42
Maple Street SB TR C 26.2 0.69 179 474 D 40.5 0.80 215 #576
Overall C 30.9 C 31.8
Locust Street (Route 35) at Poplar Street (Route 62)
Poplar Street EB LTR E 79.9 1.02 404’ #618’ D 38.1 0.78 370’ 520’
Poplar Street WB LTR D 44.1 0.82 301 #472 C 32.3 0.65 292 413
Locust Street NB L D 43.8 0.73 88 #162 D 53.1 0.74 103 #184
Locust Street NB TR D 42.8 0.63 161 251 E 69.3 0.87 246 #411
Locust Street SB L C 28.7 0.37 53 95 D 37.4 0.36 43 80
Locust Street SB TR D 54.5 0.82 214 #365 E 61.4 0.80 215 #352
Overall D 54.9 D 47.0
* Delay is expressed in seconds per vehicle
# - 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after 2 cycles.
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Table 6 - Level of Service Summary – Existing Conditions (2017) – Weekday (Unsignalized)
INTERSECTION
AM Peak Hour PM Peak Hour
LOS Delay* v/c 95th %
Queue LOS Delay* v/c
95th %
Queue
Maple Street (Route 62) at Poplar Street (Route 62)
Maple Street EB TR A 0.0 0.51 0’ A 0.0 0.50 0’
Poplar Street WB LT A 0.0 0.48 0 A 0.0 0.40 0
Maple Street NB LR F ** 1.80 335 F ** 1.52 343
Maple Street at Maple Avenue
Maple Avenue EB LR B 10.1 0.02 1’ B 10.8 0.02 2’
Maple Street NB LT A 0.2 0.00 0 A 0.4 0.01 0
Maple Street SB TR A 0.0 0.17 0 A 0.0 0.18 0
Maple Street at North Putnam Street
N Putnam Street EB LR B 10.1 0.02 1’ B 10.8 0.04 3’
Maple Street NB LT A 0.6 0.01 1 A 0.4 0.01 1
Maple Street SB TR A 0.0 0.18 0 A 0.0 0.18 0
Hobart Street at North Putnam Street and Parking Lot Driveway
Hobart Street EB LTR A 0.1 0.00 0’ A 0.2 0.00 0’
Hobart Street WB LTR A 0.0 0.00 0 A 0.1 0.00 0
Driveway NB LTR B 13.5 0.01 1 B 11.9 0.03 2
N Putnam Street SB LTR B 10.4 0.05 4 B 11.8 0.05 4
Maple Street at School Street
School Street WB LR C 17.6 0.23 22’ C 18.0 0.31 32’
Maple Street NB TR A 0.0 0.35 0 A 0.0 0.37 0
Maple Street SB LT A 1.4 0.05 4 A 1.1 0.04 3
Maple Street at Cherry Street
Cherry Street EB LR C 16.2 0.22 20’ C 17.3 0.23 21’
Maple Street NB LT A 1.0 0.04 3 A 1.3 0.05 4
Maple Street SB TR A 0.0 0.33 0 A 0.0 0.28 0
Hobart Street at Pickering Street
Hobart Street EB LTR A 0.8 0.02 1’ A 1.4 0.03 2’
Hobart Street WB LTR A 0.7 0.01 1 A 1.5 0.04 3
Pickering Street NB LTR C 15.5 0.23 22 C 18.6 0.30 31
Pickering Street SB LTR C 19.4 0.43 52 C 20.5 0.39 45
*Delay is expressed in seconds per vehicle
** Delay is greater than 300 seconds.
# 95th percentile queue exceeds capacity, queue may be longer
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Table 7 - Level of Service Summary – Existing Conditions (2017) – Saturday (Signalized)
INTERSECTION
Saturday Peak Hour
LOS Delay* v/c 50th %
Queue
95th %
Queue
Maple Street (Route 35) at Hobart Street and Locust Street (Route 35)
Hobart Street EB LT C 33.9 0.60 85’ 202’
Hobart Street EB R C 28.9 0.06 0 17
Locust Street WB L C 28.7 0.50 85 211
Locust Street WB TR C 27.3 0.32 54 145
Maple Street NB LT C 23.5 0.59 86 #297
Maple Street NB R C 33.8 0.68 102 252
Maple Street SB LTR C 20.8 0.42 90 279
Overall C 27.6
Maple Street (Route 35) at Conant Street, Elm Street and High Street (Route 35)
Elm Street EB L C 27.8 0.43 38’ 117’
Elm Street EB TR C 25.3 0.39 91 245
Conant Street WB LT D 41.2 0.74 148 #406
Conant Street WB R C 29.1 0.18 33 101
High Street NB L C 23.9 0.44 27 91
High Street NB TR C 21.9 0.45 121 329
Maple Street SB L C 24.0 0.12 15 58
Maple Street SB TR D 38.1 0.79 229 #620
Overall C 31.4
Locust Street (Route 35) at Poplar Street (Route 62)
Poplar Street EB LTR D 53.1 0.90 312’ #509’
Poplar Street WB LTR D 43.6 0.81 275 #438
Locust Street NB L C 27.3 0.26 33 65
Locust Street NB TR D 45.9 0.70 180 277
Locust Street SB L C 25.3 0.12 16 37
Locust Street SB TR D 47.3 0.73 192 #298
Overall D 46.4
* Delay is expressed in seconds per vehicle
# - 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after 2 cycles.
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Table 8 - Level of Service Summary – Existing Conditions (2017) – Saturday (Unsignalized)
INTERSECTION
Saturday Peak Hour
LOS Delay* v/c 95th %
Queue
Maple Street (Route 62) at Poplar Street (Route 62)
Maple Street EB TR A 0.0 0.43 0’
Poplar Street WB LT A 0.0 0.30 0
Maple Street NB LR F 56.7 0.72 119
Maple Street at Maple Avenue
Maple Avenue EB LR B 10.0 0.02 1’
Maple Street NB LT A 0.3 0.00 0
Maple Street SB TR A 0.0 0.16 0
Maple Street at North Putnam Street
N Putnam Street EB LR B 10.3 0.03 3’
Maple Street NB LT A 0.3 0.00 0
Maple Street SB TR A 0.0 0.16 0
Hobart Street at North Putnam Street and Parking Lot Driveway
Hobart Street EB LTR A 0.1 0.00 0’
Hobart Street WB LTR A 0.2 0.00 0
Driveway NB LTR B 10.8 0.03 2
N Putnam Street SB LTR B 12.2 0.02 2
Maple Street at School Street
School Street WB LR C 16.3 0.33 35’
Maple Street NB TR A 0.0 0.25 0
Maple Street SB LT A 1.1 0.04 3
Maple Street at Cherry Street
Cherry Street EB LR B 14.9 0.23 23’
Maple Street NB LT A 1.8 0.06 5
Maple Street SB TR A 0.0 0.31 0
Hobart Street at Pickering Street
Hobart Street EB LTR A 0.7 0.01 1’
Hobart Street WB LTR A 2.1 0.04 3
Pickering Street NB LTR C 15.3 0.19 17
Pickering Street SB LTR C 15.5 0.20 19
* Delay is expressed in seconds per vehicle
# 95th percentile queue exceeds capacity, queue may be longer
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As can be seen in the summary tables, deficiencies are seen during the Existing conditions and are
summarized below:
Maple Street at Hobart Street and Locust Street (Route 35)
Maple Street northbound shared left/through lane 95th percentile queue exceeds capacity in all
three peak hours (AM, PM and Saturday)
Maple Street northbound right-turn 95th percentile queue exceeds capacity in both the AM and
PM peak hours
Maple Street (Route 35) at Conant Street, Elm Street and High Street (Route 35)
Conant Street westbound shared left/through lane operates at LOS E in the AM peak hour
Conant Street westbound shared left/through lane 95th percentile queue exceeds capacity in all
three peak hours (AM, PM and Saturday)
Maple Street southbound shared through/right lane 95th percentile queue exceeds capacity in
both the PM and Saturday peak hours
Locust Street (Route 35) at Poplar Street (Route 62)
Poplar Street eastbound operates at LOS E in the AM peak hour
Locust Street northbound shared through/right lane operates at LOS E in the PM peak hour
Locust Street southbound shared through/right lane operates at LOS E in the PM peak hour
Poplar Street eastbound has a volume to capacity ratio over 1.00 in the AM peak hour
Poplar Street eastbound 95th percentile queue exceeds capacity in both the AM and Saturday
peak hours
Poplar Street westbound 95th percentile queue exceeds capacity in both the AM and Saturday
peak hours
Locust Street northbound left-turn lane 95th percentile queue exceeds capacity in both the AM
and PM peak hours
Locust Street northbound shared through/right lane 95th percentile queue exceeds capacity in
the PM peak hour
Locust Street southbound shared through/right lane 95th percentile queue exceeds capacity in
all three peak hours (AM, PM and Saturday)
Maple Street (Route 62) at Poplar Street (Route 62)
Maple Street northbound operates at LOS F in all three peak hours (AM, PM and Saturday)
Maple Street northbound has a volume to capacity ratio over 1.00 in both the AM and PM peak hours
Maple Street northbound has significant 95th percentile queues in both the AM and PM peak hours
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In addition to the results from the Existing (2017) analysis, the intersection of Locust Street (Route 35)
and Poplar Street (Route 62) was analyzed using existing volumes for the completed construction of the
intersection. These results are shown in Table 9 and Table 10.
Table 9 - Level of Service Summary – Existing Conditions (2017) – Weekday Completed Construction
INTERSECTION
AM Peak Hour PM Peak Hour
LOS Delay* v/c 50th %
Queue
95th %
Queue LOS Delay* v/c
50th %
Queue
95th %
Queue
Locust Street (Route 35) at Poplar Street (Route 62)
Poplar Street EB LTR C 24.0 0.68 87’ 238’ B 18.5 0.63 80’ 154’
Poplar Street WB LTR C 21.7 0.56 73 203 B 17.0 0.52 65 128
Locust Street NB L B 11.7 0.45 31 137 A 8.3 0.35 27 71
Locust Street NB TR B 17.6 0.46 74 245 B 14.8 0.53 87 196
Locust Street SB L B 13.4 0.25 19 89 B 10.7 0.17 11 35
Locust Street SB TR C 23.5 0.68 105 326 B 17.3 0.57 82 181
Overall C 20.6 B 16.1
* Delay is expressed in seconds per vehicle
Table 10 - Level of Service Summary – Existing Conditions (2017) – Saturday Completed Construction
INTERSECTION
Saturday Peak Hour
LOS Delay* v/c 50th %
Queue
95th %
Queue
Locust Street (Route 35) at Poplar Street (Route 62)
Poplar Street EB LTR B 16.8 0.59 62’ 127’
Poplar Street WB LTR B 16.1 0.54 55 115
Locust Street NB L A 7.3 0.16 10 32
Locust Street NB TR B 11.4 0.43 44 161
Locust Street SB L B 10.1 0.09 5 19
Locust Street SB TR B 13.9 0.52 76 173
Overall B 14.5
* Delay is expressed in seconds per vehicle
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Locust Street (Route 35) at Poplar Street (Route 62)
Poplar Street eastbound improves from LOS E to LOS C in the AM peak hour
Locust Street northbound shared through/right lane improves from LOS E to LOS B in the PM
peak hour
Locust Street southbound shared through/right lane improves from LOS E to LOS B in the PM
peak hour
All 95th percentile queues are served by the available capacity in all three peak hours (AM, PM
and Saturday)
Significant improvements will be seen to all approaches at the intersection upon completion of construction.
3.0 FUTURE CONDITIONS
3.1 FUTURE TRAFFIC VOLUMES
To evaluate the future impacts of any potential improvements, a future design year was chosen.
Typically traffic studies are generally forecast seven years ahead. For this study, it was decided to use
both a 10 year projection to 2027 and a 20 year projection to 2037.
Based on the context of the study area (i.e., a well-developed area with limited additional growth
potential), it would appear that little to moderate growth in traffic volumes is anticipated in the future.
A 1.0% per year growth rate was applied to existing traffic data, resulting in an approximate 10.5%
increase when projected to 2027 and a 22.0% increase when projected to 2037.
3.2 FUTURE (2027) LEVEL OF SERVICE ANALYSIS
To examine the Future (2027) scenario, a level of service analysis was performed for the project
intersections with projected (2027) volumes, shown in Figure 6 to Figure 8, under existing geometry and
traffic control. The criteria used for the analysis are the same as in the existing conditions. A summary of
the analysis results are shown in Table 11 to Table 14. The complete capacity analysis is provided in the
Appendix.
Conant StreetElm Street
Hig
hS
treet
Maple Street
Poplar Street
PoplarStreet
Locu
stSt
reet
Locu
st
Street
Stre
et
HobartStreet
Maple Avenue
Street
NP
utna
mP
arki
ngLo
tD
rivew
ay
Cherry Street
School Street
Map
le
Pic
kerin
gS
treet
Figure 6
Future (2027) AM Peak HourTurning Movement Volumes
AM Peak Hour = 7:00 - 8:00
N
Downtown Area TrafficManagement Report
Danvers, MA
Conant StreetElm Street
Hig
hS
treet
Maple Street
Poplar Street
Locu
stSt
reet
Locu
st
Street
Stre
et
Maple Avenue
Street
NP
utna
mP
arki
ngLo
tD
rivew
ay
Cherry Street
School Street
Map
le
HobartStreet
Pic
kerin
gS
treet
PoplarStreet
Figure 7
Future (2027) PM Peak HourTurning Movement Volumes
PM Peak Hour = 4:45 - 5:45
N
Downtown Area TrafficManagement Report
Danvers, MA
Conant StreetElm Street
Hig
hS
treet
Maple Street
Poplar Street
Locu
stSt
reet
Locu
st
Street
Stre
et
Maple Avenue
Street
NP
utna
mP
arki
ngLo
tD
rivew
ay
Cherry Street
School Street
Map
le
HobartStreet
Pic
kerin
gS
treet
PoplarStreet
Figure 8
Future (2027) SAT Peak HourTurning Movement Volumes
SAT Peak Hour = 11:30 - 12:30
N
Downtown Area TrafficManagement Report
Danvers, MA
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Danvers, Massachusetts
33
Table 11 - Level of Service Summary – Future Conditions (2027) – Weekday (Signalized)
INTERSECTION
AM Peak Hour PM Peak Hour
LOS Delay* v/c 50th %
Queue
95th %
Queue LOS Delay* v/c
50th %
Queue
95th %
Queue
Maple Street (Route 35) at Hobart Street and Locust Street (Route 35)
Hobart Street EB LT D 47.1 0.69 95’ 195’ D 51.6 0.74 114’ 237’
Hobart Street EB R D 37.2 0.09 1 51 D 38.1 0.06 0 31
Locust Street WB L C 26.4 0.38 92 220 C 28.5 0.30 70 171
Locust Street WB TR C 24.6 0.19 46 124 C 27.9 0.24 55 141
Maple Street NB LT D 37.9 0.76 135 #382 F 90.6 1.02 193 #515
Maple Street NB R D 39.5 0.80 198 #525 E 63.8 0.94 237 #587
Maple Street SB LTR C 27.5 0.53 144 333 C 27.4 0.51 153 340
Overall C 34.6 D 52.7
Maple Street (Route 35) at Conant Street, Elm Street and High Street (Route 35)
Elm Street EB L C 27.9 0.55 32’ #105’ C 34.2 0.60 49’ #169’
Elm Street EB TR C 24.8 0.51 116 260 C 26.3 0.46 119 311
Conant Street WB LT F 122.4 1.13 225 #574 D 48.3 0.82 178 #448
Conant Street WB R C 28.8 0.28 44 124 C 28.9 0.17 32 92
High Street NB L B 17.0 0.25 13 57 C 28.7 0.59 31 #130
High Street NB TR B 18.8 0.64 176 522 C 28.1 0.69 212 #585
Maple Street SB L B 19.3 0.28 21 83 C 25.6 0.16 11 47
Maple Street SB TR C 26.6 0.72 205 539 D 42.2 0.83 247 #667
Overall D 41.3 D 35.3
Locust Street (Route 35) at Poplar Street (Route 62)
Poplar Street EB LTR C 25.4 0.71 114’ 267’ B 19.9 0.66 98’ 188’
Poplar Street WB LTR C 22.7 0.58 95 226 B 18.1 0.55 80 155
Locust Street NB L B 14.4 0.54 40 #157 A 9.3 0.41 34 85
Locust Street NB TR C 20.9 0.54 94 272 B 16.3 0.57 106 232
Locust Street SB L B 13.7 0.29 24 98 B 11.6 0.20 14 41
Locust Street SB TR C 28.5 0.76 136 #397 B 19.3 0.61 101 212
Overall C 22.9 B 17.4
* Delay is expressed in seconds per vehicle
# - 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after 2 cycles.
Downtown Area Traffic Management Report Traffic Study
Danvers, Massachusetts
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Table 12 - Level of Service Summary – Future Conditions (2027) – Weekday (Unsignalized)
INTERSECTION
AM Peak Hour PM Peak Hour
LOS Delay* v/c 95th %
Queue LOS Delay* v/c
95th %
Queue
Maple Street (Route 62) at Poplar Street (Route 62)
Maple Street EB TR A 0.0 0.56 0’ A 0.0 0.55 0’
Poplar Street WB LT A 0.0 0.54 0 A 0.0 0.45 0
Maple Street NB LR F ** 2.53 430 F ** 2.04 456
Maple Street at Maple Avenue
Maple Avenue EB LR B 10.4 0.02 2’ B 11.0 0.03 2’
Maple Street NB LT A 0.2 0.00 0 A 0.4 0.01 1
Maple Street SB TR A 0.0 0.19 0 A 0.0 0.19 0
Maple Street at North Putnam Street
N Putnam Street EB LR B 10.3 0.02 1’ B 11.3 0.05 4’
Maple Street NB LT A 0.6 0.01 1 A 0.4 0.01 1
Maple Street SB TR A 0.0 0.20 0 A 0.0 0.20 0
Hobart Street at North Putnam Street and Parking Lot Driveway
Hobart Street EB LTR A 0.1 0.00 0’ A 0.2 0.00 0’
Hobart Street WB LTR A 0.0 0.00 0 A 0.1 0.00 0
Driveway NB LTR B 14.3 0.01 1 B 12.2 0.03 3
N Putnam Street SB LTR B 10.6 0.05 4 B 12.4 0.06 5
Maple Street at School Street
School Street WB LR C 20.6 0.29 30’ C 21.2 0.38 44’
Maple Street NB TR A 0.0 0.39 0 A 0.0 0.40 0
Maple Street SB LT A 1.6 0.06 5 A 1.3 0.05 4
Maple Street at Cherry Street
Cherry Street EB LR C 18.5 0.27 27’ C 19.9 0.28 28’
Maple Street NB LT A 1.2 0.05 4 A 1.5 0.06 5
Maple Street SB TR A 0.0 0.36 0 A 0.0 0.31 0
Hobart Street at Pickering Street
Hobart Street EB LTR A 0.9 0.02 2’ A 1.5 0.04 3’
Hobart Street WB LTR A 0.7 0.01 1 A 1.6 0.04 3
Pickering Street NB LTR C 17.4 0.28 29 C 21.9 0.37 42
Pickering Street SB LTR C 23.6 0.52 71 D 25.1 0.48 61
* Delay is expressed in seconds per vehicle
** Delay is greater than 300 seconds.
# 95th percentile queue exceeds capacity, queue may be longer
Downtown Area Traffic Management Report Traffic Study
Danvers, Massachusetts
35
Table 13 - Level of Service Summary – Future Conditions (2027) – Saturday (Signalized)
INTERSECTION
Saturday Peak Hour
LOS Delay* v/c 50th %
Queue
95th %
Queue
Maple Street (Route 35) at Hobart Street and Locust Street (Route 35)
Hobart Street EB LT D 39.0 0.66 105’ 224’
Hobart Street EB R C 31.7 0.07 0 25
Locust Street WB L C 32.0 0.54 102 232
Locust Street WB TR C 29.9 0.35 65 158
Maple Street NB LT C 27.8 0.67 115 #369
Maple Street NB R D 39.3 0.73 123 278
Maple Street SB LTR C 22.4 0.45 118 312
Overall C 31.2
Maple Street (Route 35) at Conant Street, Elm Street and High Street (Route 35)
Elm Street EB L C 29.9 0.50 42’ 128’
Elm Street EB TR C 25.8 0.41 102 270
Conant Street WB LT D 44.2 0.78 168 #471
Conant Street WB R C 29.1 0.19 36 109
High Street NB L C 30.9 0.62 30 #131
High Street NB TR C 23.6 0.50 138 370
Maple Street SB L C 25.3 0.15 16 64
Maple Street SB TR D 47.3 0.88 264 #715
Overall D 35.5
Locust Street (Route 35) at Poplar Street (Route 62)
Poplar Street EB LTR B 17.1 0.61 75’ 152’
Poplar Street WB LTR B 16.4 0.55 67 137
Locust Street NB L A 8.7 0.20 12 38
Locust Street NB TR B 13.6 0.52 88 191
Locust Street SB L B 10.2 0.10 6 22
Locust Street SB TR B 15.8 0.58 93 206
Overall B 15.5
* Delay is expressed in seconds per vehicle
# - 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after 2 cycles.
Downtown Area Traffic Management Report Traffic Study
Danvers, Massachusetts
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Table 14 - Level of Service Summary – Future Conditions (2027) – Saturday (Unsignalized)
INTERSECTION
Saturday Peak Hour
LOS Delay* v/c 95th %
Queue
Maple Street (Route 62) at Poplar Street (Route 62)
Maple Street EB TR A 0.0 0.48 0’
Poplar Street WB LT A 0.0 0.33 0
Maple Street NB LR F 112.0 0.97 190
Maple Street at Maple Avenue
Maple Avenue EB LR B 10.3 0.02 1’
Maple Street NB LT A 0.3 0.01 0
Maple Street SB TR A 0.0 0.17 0
Maple Street at North Putnam Street
N Putnam Street EB LR B 10.5 0.04 3’
Maple Street NB LT A 0.3 0.01 0
Maple Street SB TR A 0.0 0.17 0
Hobart Street at North Putnam Street and Parking Lot Driveway
Hobart Street EB LTR A 0.1 0.00 0’
Hobart Street WB LTR A 0.1 0.00 0
Driveway NB LTR B 11.1 0.04 3
N Putnam Street SB LTR B 12.9 0.03 2
Maple Street at School Street
School Street WB LR C 18.0 0.38 44’
Maple Street NB TR A 0.0 0.28 0
Maple Street SB LT A 1.2 0.04 3
Maple Street at Cherry Street
Cherry Street EB LR C 16.6 0.29 29’
Maple Street NB LT A 1.9 0.07 6
Maple Street SB TR A 0.0 0.34 0
Hobart Street at Pickering Street
Hobart Street EB LTR A 0.7 0.02 1’
Hobart Street WB LTR A 2.2 0.05 4
Pickering Street NB LTR C 17.0 0.23 22
Pickering Street SB LTR C 17.3 0.25 24
* Delay is expressed in seconds per vehicle
# 95th percentile queue exceeds capacity, queue may be longer
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Danvers, Massachusetts
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As can be seen in the summary above, Future (2027) conditions result in additional deficiencies when
compared to the Existing (2017) conditions and are summarized below:
Maple Street at Hobart Street and Locust Street (Route 35)
Maple Street northbound shared left/through lane degrades from LOS D to LOS F in the PM peak hour
Maple Street northbound right-turn lane degrades from LOS D to LOS E in the PM peak hour
Maple Street northbound shared left/through lane has a volume to capacity ratio over 1.00 in the PM peak hour
Maple Street (Route 35) at Conant Street, Elm Street and High Street (Route 35)
Conant Street westbound shared left/through lane degrades from LOS E to LOS F in the AM peak hour
Elm Street eastbound left-turn lane 95th percentile queue exceeds capacity in both the AM and PM peak hours
High Street northbound left-turn lane 95th percentile queue exceeds capacity in both the PM and Saturday peak hours
High Street northbound through/right lane 95th percentile queue exceeds capacity in the PM peak hour
Locust Street (Route 35) at Poplar Street (Route 62)
Locust Street northbound left-turn lane 95th percentile queue exceeds capacity in the AM peak hour
Locust Street southbound shared through/right lane 95th percentile queue exceeds capacity in the AM peak hour
Maple Street (Route 62) at Poplar Street (Route 62)
Maple Street northbound volume to capacity ratio increases to over 2.00 in both the AM and PM peak hours
Maple Street northbound 95th percentile queue increases from 335 feet to 430 feet in the AM peak hour
Maple Street northbound 95th percentile queue increases from 343 feet to 456 feet in the PM peak hour
Maple Street northbound 95th percentile queue increases from 119 feet to 190 feet in the Saturday peak hour
3.3 FUTURE (2037) LEVEL OF SERVICE ANALYSIS
To examine the Future (2037) scenario, a level of service analysis was performed for the project
intersections with projected (2037) volumes, shown in Figure 9 to Figure 11, under existing geometry
and traffic control. The criteria used for the analysis are the same as in the existing conditions. A
summary of the analysis results are shown in Table 15 to Table 18. The complete capacity analysis is
provided in the Appendix.
Conant StreetElm Street
Hig
hS
treet
Maple Street
Poplar Street
PoplarStreet
Locu
stSt
reet
Locu
st
Street
Stre
et
HobartStreet
Maple Avenue
Street
NP
utna
mP
arki
ngLo
tD
rivew
ay
Cherry Street
School Street
Map
le
Pic
kerin
gS
treet
Figure 9
Future (2037) AM Peak HourTurning Movement Volumes
AM Peak Hour = 7:00 - 8:00
N
Downtown Area TrafficManagement Report
Danvers, MA
Conant StreetElm Street
Hig
hS
treet
Maple Street
Poplar Street
Locu
stSt
reet
Locu
st
Street
Stre
et
Maple Avenue
Street
NP
utna
mP
arki
ngLo
tD
rivew
ay
Cherry Street
School Street
Map
le
HobartStreet
Pic
kerin
gS
treet
PoplarStreet
Figure 10
Future (2037) PM Peak HourTurning Movement Volumes
PM Peak Hour = 4:45 - 5:45
N
Downtown Area TrafficManagement Report
Danvers, MA
Conant StreetElm Street
Hig
hS
treet
Maple Street
Poplar Street
Locu
stSt
reet
Locu
st
Street
Stre
et
Maple Avenue
Street
NP
utna
mP
arki
ngLo
tD
rivew
ay
Cherry Street
School Street
Map
le
HobartStreet
Pic
kerin
gS
treet
PoplarStreet
Figure 11
Future (2037) SAT Peak HourTurning Movement Volumes
SAT Peak Hour = 11:30 - 12:30
N
Downtown Area TrafficManagement Report
Danvers, MA
Downtown Area Traffic Management Report Traffic Study
Danvers, Massachusetts
41
Table 15 - Level of Service Summary – Future Conditions (2037) – Weekday (Signalized)
INTERSECTION
AM Peak Hour PM Peak Hour
LOS Delay* v/c 50th %
Queue
95th %
Queue LOS Delay* v/c
50th %
Queue
95th %
Queue
Maple Street (Route 35) at Hobart Street and Locust Street (Route 35)
Hobart Street EB LT D 50.8 0.73 107’ 215’ D 50.5 0.74 127’ #282’
Hobart Street EB R D 38.8 0.15 7 62 D 37.4 0.07 0 40
Locust Street WB L C 29.7 0.45 106 243 C 29.7 0.34 81 187
Locust Street WB TR C 27.5 0.23 53 135 C 29.1 0.27 65 155
Maple Street NB LT D 46.5 0.84 165 #457 F 173.4 1.25 272 #592
Maple Street NB R E 62.8 0.94 232 #595 F 97.4 1.06 284 #668
Maple Street SB LTR C 27.7 0.55 167 372 C 29.5 0.58 181 380
Overall D 42.8 E 78.0
Maple Street (Route 35) at Conant Street, Elm Street and High Street (Route 35)
Elm Street EB L D 37.1 0.66 41’ #124’ D 46.8 0.76 55’ #222’
Elm Street EB TR C 29.0 0.59 152 289 C 28.7 0.59 160 407
Conant Street WB LT F 291.8 1.53 338 #669 F 134.2 1.15 224 #578
Conant Street WB R C 31.8 0.33 56 137 C 29.0 0.19 35 99
High Street NB L B 16.9 0.28 15 62 E 60.5 0.83 35 #182
High Street NB TR B 19.0 0.67 204 602 C 31.1 0.76 244 #686
Maple Street SB L B 19.2 0.33 24 96 C 27.0 0.24 12 56
Maple Street SB TR C 26.6 0.74 236 #654 D 52.7 0.92 283 #764
Overall E 73.5 E 55.6
Locust Street (Route 35) at Poplar Street (Route 62)
Poplar Street EB LTR C 28.1 0.75 148’ #324’ C 21.6 0.68 125’ 222’
Poplar Street WB LTR C 24.3 0.59 122 253 B 19.5 0.57 102 183
Locust Street NB L B 19.3 0.66 59 #205 B 10.9 0.48 46 108
Locust Street NB TR C 23.3 0.57 128 303 B 18.8 0.61 140 288
Locust Street SB L B 16.1 0.35 35 107 B 13.0 0.24 19 51
Locust Street SB TR D 35.1 0.81 184 #462 C 22.1 0.65 133 258
Overall C 26.2 B 19.3
* Delay is expressed in seconds per vehicle
# - 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after 2 cycles.
Downtown Area Traffic Management Report Traffic Study
Danvers, Massachusetts
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Table 16 - Level of Service Summary – Future Conditions (2037) – Weekday (Unsignalized)
INTERSECTION
AM Peak Hour PM Peak Hour
LOS Delay* v/c 95th %
Queue LOS Delay* v/c
95th %
Queue
Maple Street (Route 62) at Poplar Street (Route 62)
Maple Street EB TR A 0.0 0.62 0’ A 0.0 0.61 0’
Poplar Street WB LT A 0.0 0.59 0 A 0.0 0.49 0
Maple Street NB LR F ** 4.34 >1000 F ** 3.27 >1000
Maple Street at Maple Avenue
Maple Avenue EB LR B 10.6 0.02 2’ B 11.6 0.04 3’
Maple Street NB LT A 0.2 0.00 0 A 0.4 0.01 1
Maple Street SB TR A 0.0 0.21 0 A 0.0 0.21 0
Maple Street at North Putnam Street
N Putnam Street EB LR B 10.6 0.02 2’ B 11.6 0.06 5’
Maple Street NB LT A 0.6 0.01 1 A 0.4 0.01 1
Maple Street SB TR A 0.0 0.22 0 A 0.0 0.22 0
Hobart Street at North Putnam Street and Parking Lot Driveway
Hobart Street EB LTR A 0.1 0.00 0’ A 0.2 0.00 0’
Hobart Street WB LTR A 0.0 0.00 0 A 0.1 0.00 0
Driveway NB LTR C 15.4 0.01 1 B 13.3 0.04 3
N Putnam Street SB LTR B 11.1 0.06 5 B 13.1 0.07 6
Maple Street at School Street
School Street WB LR D 25.7 0.38 42’ D 26.5 0.48 61’
Maple Street NB TR A 0.0 0.43 0 A 0.0 0.45 0
Maple Street SB LT A 1.9 0.07 6 A 1.5 0.06 5
Maple Street at Cherry Street
Cherry Street EB LR C 22.5 0.35 38’ C 24.0 0.36 39’
Maple Street NB LT A 1.4 0.05 4 A 1.7 0.07 5
Maple Street SB TR A 0.0 0.40 0 A 0.0 0.34 0
Hobart Street at Pickering Street
Hobart Street EB LTR A 0.9 0.03 2’ A 1.5 0.04 3’
Hobart Street WB LTR A 0.7 0.02 1 A 1.6 0.05 4
Pickering Street NB LTR C 20.3 0.35 39 D 28.3 0.48 61
Pickering Street SB LTR D 32.1 0.64 106 D 34.0 0.60 91
* Delay is expressed in seconds per vehicle
** Delay is greater than 300 seconds.
# 95th percentile queue exceeds capacity, queue may be longer
Downtown Area Traffic Management Report Traffic Study
Danvers, Massachusetts
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Table 17 - Level of Service Summary – Future Conditions (2037) – Saturday (Signalized)
INTERSECTION
Saturday Peak Hour
LOS Delay* v/c 50th %
Queue
95th %
Queue
Maple Street (Route 35) at Hobart Street and Locust Street (Route 35)
Hobart Street EB LT D 43.5 0.70 124’ #257’
Hobart Street EB R C 34.0 0.07 0 34
Locust Street WB L C 34.7 0.58 120 258
Locust Street WB TR C 31.9 0.37 76 174
Maple Street NB LT D 40.0 0.81 155 #444
Maple Street NB R D 44.5 0.77 145 #331
Maple Street SB LTR C 24.8 0.49 150 346
Overall D 36.1
Maple Street (Route 35) at Conant Street, Elm Street and High Street (Route 35)
Elm Street EB L D 35.4 0.63 47’ #170’
Elm Street EB TR C 26.3 0.46 114 300
Conant Street WB LT E 63.8 0.92 196 #559
Conant Street WB R C 29.3 0.21 40 119
High Street NB L D 49.3 0.78 33 #166
High Street NB TR C 24.5 0.55 155 413
Maple Street SB L C 25.8 0.19 19 71
Maple Street SB TR E 63.2 0.97 304 #818
Overall D 45.1
Locust Street (Route 35) at Poplar Street (Route 62)
Poplar Street EB LT B 18.0 0.62 96’ 180’
Poplar Street WB LT B 17.2 0.56 85 162
Locust Street NB L A 10.0 0.24 16 46
Locust Street NB TR B 15.5 0.56 112 228
Locust Street SB L B 11.5 0.12 8 26
Locust Street SB TR B 18.3 0.64 121 250
Overall B 16.9
* Delay is expressed in seconds per vehicle
# - 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after 2 cycles.
Downtown Area Traffic Management Report Traffic Study
Danvers, Massachusetts
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Table 18 - Level of Service Summary – Future Conditions (2037) – Saturday (Unsignalized)
INTERSECTION
Saturday Peak Hour
LOS Delay* v/c 95th %
Queue
Maple Street (Route 62) at Poplar Street (Route 62)
Maple Street EB TR A 0.0 0.53 0’
Poplar Street WB LT A 0.0 0.36 0
Maple Street NB LR F 258.3 1.35 300
Maple Street at Maple Avenue
Maple Avenue EB LR B 10.5 0.02 2’
Maple Street NB LT A 0.3 0.01 0
Maple Street SB TR A 0.0 0.19 0
Maple Street at North Putnam Street
N Putnam Street EB LR B 10.9 0.04 3’
Maple Street NB LT A 0.3 0.01 0
Maple Street SB TR A 0.0 0.19 0
Hobart Street at North Putnam Street and Parking Lot Driveway
Hobart Street EB LTR A 0.1 0.00 0’
Hobart Street WB LTR A 0.2 0.00 0
Driveway NB LTR B 11.6 0.04 3
N Putnam Street SB LTR B 13.6 0.03 2
Maple Street at School Street
School Street WB LR C 20.8 0.46 58’
Maple Street NB TR A 0.0 0.31 0
Maple Street SB LT A 1.3 0.05 4
Maple Street at Cherry Street
Cherry Street EB LR C 19.1 0.35 38’
Maple Street NB LT A 2.2 0.08 7
Maple Street SB TR A 0.0 0.38 0
Hobart Street at Pickering Street
Hobart Street EB LTR A 0.7 0.02 1’
Hobart Street WB LTR A 2.3 0.06 4
Pickering Street NB LTR C 19.2 0.28 29
Pickering Street SB LTR C 19.8 0.31 32
* Delay is expressed in seconds per vehicle
# 95th percentile queue exceeds capacity, queue may be longer
Downtown Area Traffic Management Report Traffic Study
Danvers, Massachusetts
45
As can be seen in the summary tables, Future (2037) conditions result in additional deficiencies when
compared to the Future (2027) conditions and are summarized below:
Maple Street at Hobart Street and Locust Street (Route 35)
Overall intersection degrades from LOS D to LOS E in the PM peak hour
Maple Street northbound right-turn lane degrades from LOS D to LOS E in the AM peak hour
Maple Street northbound right-turn lane degrades from LOS E to LOS F in the PM peak hour
Maple Street northbound right-turn lane has a volume to capacity ratio over 1.00 in the PM
peak hour
Hobart Street eastbound shared left/through lane 95th percentile queue exceeds capacity in
both the PM and Saturday peak hours
Maple Street (Route 35) at Conant Street, Elm Street and High Street (Route 35)
Overall intersection degrades from LOS D to LOS E in both the AM and PM peak hours
Conant Street westbound shared left/through lane degrades from LOS D to LOS F in the PM peak hour
Conant Street westbound shared left/through lane degrades from LOS D to LOS E in the Saturday peak hour
High Street northbound left-turn lane degrades from LOS C to LOS E in the PM peak hour
Maple Street southbound shared through/right lane degrades from LOS D to LOS E in the Saturday peak hour
Conant Street westbound left-turn lane has a volume to capacity ratio over 1.00 in the PM peak hour
Elm Street eastbound left-turn lane 95th percentile queue exceeds capacity in the Saturday peak hour
Maple Street southbound through/right lane 95th percentile queue exceeds capacity in the AM peak hour
Locust Street (Route 35) at Poplar Street (Route 62)
Locust Street eastbound 95th percentile queue exceeds capacity in the AM peak hour Maple Street (Route 62) at Poplar Street (Route 62)
Maple Street northbound volume to capacity ratio increases to over 4.00 in the AM peak hour
Maple Street northbound volume to capacity ratio increases to over 3.00 in the PM peak hour
Maple Street northbound 95th percentile queue increases from 430 feet to over 1000 feet in the
AM peak hour
Maple Street northbound 95th percentile queue increases from 456 feet to over 1000 feet in the
PM peak hour
Maple Street northbound 95th percentile queue increases from 190 feet to 300 feet in the
Saturday peak hour
Downtown Area Traffic Management Report Traffic Study
Danvers, Massachusetts
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In addition, Figure 12 to Figure 14 has been provided to graphically depict the change in Level of Service
at each of the intersections over the 20 year horizon. For signalized intersections, the overall
intersection Level of Service is shown, while for unsignalized intersections, the lowest performing
approach Level of Service is shown.
Conant StreetElm Street
Hig
hS
treet
Maple Street
Poplar Street
Locu
stSt
reet
Locu
st
Street
Stre
et
Maple Avenue
Street
NP
utna
mP
arki
ngLo
tD
rivew
ay
Cherry Street
School Street
Map
le
HobartStreet
Pic
kerin
gS
treet
PoplarStreet
C D E
C C C
C C D
B B C
C C DC C D
B B B
C C CF F F
B B B
Figure 12
Existing and FutureAM Peak Hour
Level of Service Analysis Results
N
Downtown Area TrafficManagement Report
Danvers, MA
1: Existing (2017) LOS for AM Peak2: Future (2027) LOS for AM Peak3: Future (2037) LOS for AM Peak
LEGEND1 2 3
Conant StreetElm Street
Hig
hS
treet
Maple Street
Poplar Street
Locu
stSt
reet
Locu
st
Street
Stre
et
Maple Avenue
Street
NP
utna
mP
arki
ngLo
tD
rivew
ay
Cherry Street
School Street
Map
le
HobartStreet
Pic
kerin
gS
treet
PoplarStreet
C D E
C C C
C C D
B B B
C D DD D E
B B B
B B BF F F
B B B
Figure 13
Existing and FuturePM Peak Hour
Level of Service Analysis Results
N
Downtown Area TrafficManagement Report
Danvers, MA
1: Existing (2017) LOS for PM Peak2: Future (2027) LOS for PM Peak3: Future (2037) LOS for PM Peak
LEGEND1 2 3
Conant StreetElm Street
Hig
hS
treet
Maple Street
Poplar Street
Locu
stSt
reet
Locu
st
Street
Stre
et
Maple Avenue
Street
NP
utna
mP
arki
ngLo
tD
rivew
ay
Cherry Street
School Street
Map
le
HobartStreet
Pic
kerin
gS
treet
PoplarStreet
C D D
B C C
C C C
B B B
C C CC C D
B B B
B B BF F F
B B B
Figure 14
Existing and FutureSaturday Peak Hour
Level of Service Analysis Results
N
Downtown Area TrafficManagement Report
Danvers, MA
1: Existing (2017) LOS for Saturday Peak2: Future (2027) LOS for Saturday Peak3: Future (2037) LOS for Saturday Peak
LEGEND1 2 3
Downtown Area Traffic Management Report Traffic Study
Danvers, Massachusetts
50
4.0 CONCLUSIONS
As can be seen within this traffic study and the formulated results tables, some study area intersections
have existing deficiencies that will be affected by future traffic growth alone. When considering the
projected downtown area growth rate of 1% over the next 20 years, added traffic from future
developments will further influence intersection operations. While necessary improvements have been
completed recently at the intersection of Poplar Street (Route 62) and Locust Street (Route 35), the
need for improvements to other downtown area intersections will be necessary as growth occurs in the
future.
Of the ten intersections studied, three intersections of primary concern were noted below:
Maple Street (Route 62) at Poplar Street (Route 62)
Maple Street (Route 35) at Conant Street, Elm Street and High Street (Route 35)
Maple Street at Hobart Street and Locust Street (Route 35)
Each of these intersections show movements with increased delays, more significant queuing and some
capacity issues dealing with increased traffic and demand that will necessitate future improvements as a
result of traffic growth alone.
Overall, the remaining seven intersections show favorable Level of Service, delay and queuing.
Improvements to these intersections may be needed depending on future development needs and
traffic patterns.
4.1 OPTIONS TO BE CONSIDERED AS POTENTIAL FUTURE IMPROVEMENTS
Future improvements to these intersections should be focused on mitigating the deficiencies listed for
each of the three scenarios (Existing 2017, Future 2027, Future 2037) stated within this report. Such
improvements to consider may include, but are not limited to:
Signalization or roundabout design of unsignalized intersections
Traffic signal retiming
Addition of advanced or protected signal phasing
Institution of one-way traffic patterns
Intersection reconfiguration/realignment
Evaluating lane designation and the need for added turn lanes
Signal coordination
These potential improvements are summarized in Table 19 by intersection and applicable improvement
option.
Downtown Area Traffic Management Report Traffic Study
Danvers, Massachusetts
51
Table 19 – Options to be Considered as Potential Future Improvements
Potential Improvement
Maple St/
Poplar St
Maple St/Conant St/
High St/Elm St
Maple St/Hobart St/
Locust St Signalization/Roundabout Design X Traffic Signal Retiming X X Advanced/Protected Phasing X Institution of one-way X Intersection reconfiguration/realignment X Lane designation/Added turn lanes X X Signal Coordination X X
In addition to potential future improvements at these three intersections, other transportation
enhancements and socio-economic trends could be seen, each enhancing the overall traffic operations
in the downtown. These improvements and trends may be applied throughout the downtown district or
on a roadway/intersection specific basis, where necessitated. While they range from shorter term, low
cost improvements to longer term, high cost improvements, and the implementation of each would
have future benefits.
Future traffic mitigation improvements that may enhance downtown operations over the next 20 years
include the following:
Improved access to Route 128 at High Street (Exit 23) and Poplar Street (Exit 22)
Improvement and expansion of the downtown area sidewalk network
Extension of the Rail-Trail to Danvers neighborhoods and other regional trails to provide better
commuting opportunity to downtown Danvers
The installation of bicycle lanes to the downtown core from Danvers neighborhoods
Improved MBTA bus service
Wayfinding signage to direct drivers to public parking lots at the edge of downtown core
Other traffic mitigation factors and trends that may positively influence downtown over the next 20
years include the following:
Growing demand by young professional and empty nesters for living in downtown areas as an
alternative to large lot single-family subdivisions that depend on cars for personal mobility
Downtown area mixed use development providing an opportunity for residents to live, work,
shop, and play without the need for an automobile
Growing work from home programs (full or part-time) and home-based businesses
Car sharing services such as Zip Car
Ride sharing services such as Uber and Lyft