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Salem Historical Commission
ONE SALEM GREEN,SALEM, MASSACHUSETTS 01970
(976)745-9595 EXT.311 FAX(979)740-0404
24 February 2000
ATTENTION: MEPA Office,William Gage, EOEA No. 12145
Executive Office of Environmental Affairs, Robert Durand, Secretary
100 Cambridge Street - 2&Floor
Boston, Massachusetts 02202
FAX: 617-626-1181
RE: EOEA File No. 12145 - Jefferson at Salem
Dear Mr. Gage:
At a regularly scheduled meeting on 16 February 2000, the Salem Historical Commission
discussed the Environmental Notification Form (ENF) for the above referenced project in order to
determine its impact on historic resources. The Commission would like to offer the following
comments:
Identification of Subject Historic Resources.
The project site faces three properties along Bridge Street which are listed on the National
Register of Historic Places. These are The Howard Street Burial Ground (1801) and Salem (County
of Essex) Jail (1811-1813 and 1884-5), which are contributing properties within the Salem Common
National Register Historic District; and the First Universalist Meeting House (1808-1809), which is
listed individually on the National Register. The project site also abuts and is across the street from
a number of small, wood-frame residential structures on Howard Street, Howard Street Extension,
Bridge Street, Nor-they Street and Woodbury Court. These residential streetscapes are included in
the State's inventory of historic properties and some of them are included within the Salem Common
National Register District
In addition, the project site contains historic street right-of-ways which are either active or
recently abandoned. These are the extensions of Howard Street and St. Peter Street which flank
two of the National Register properties and lead to the river bank. Furthermore, the Essex County
Court House National Register District is visible from the project site, but separated by a private
property parcel and a major traffic intersection at the head of Washington Street.
(continued)
M '
y
e
Jefferson at Salem - EOEA File 12145
Page Two
Comment Relative to Impact on Historic Resources.
1. In 1996, the Salem Historical Commission waived a 6 month delay of demolition for a historic
structure on the Parker Brothers property, noting its deteriorated condition, lack of
development interest and a desire to allow for coordination of broader urban redevelopment
issues in this area. This waiver was granted conditional upon an existing roof-top sign on the
former Building #1 being preserved. (See attached certificate.) It is our opinion that the
proposed project design is not yet coordinated with surrounding historic resources or broader
re-development issues, as was hoped in waiving the delay of demolition. Related development
projects in this area include Mass. Highway Dept. plans for the Salem-Beverly Bypass Road,
which traverses the project site; Mass. Highway Dept. plans to reconstruct Bridge Street
(Route IA), along the southerly edge of the project site; MBTA plans for a regional commuter
facility abutting the project site; State plans for court house expansion in the vicinity of the
project site and City plans for rehabilitation of the historic Salem (County of Essex) Jail
Complex, across the street from the project site.
2. On parcels A and B, the proposed building sizes, lot frontage and setback dimensions, the large
(90-vehicle) surface parking lot, and the commercial drive-up facility, create an abrupt
neighborhood transition which be believe will degrade the historic character and residential
value of the adjacent small-scale,wood-frame structures. It is our opinion that these features of
the proposed design perpetuate an unstable and intrusive influence in this neighborhood, which
has long been compromised by heavy,traffic and unsympathetic industrial development.
3. The proposed site design on Parcels A, B, C and D, including new roadway alignments and
extensive surface parking, alters the existing neighborhood street pattern of Howard and St.
Peter Street Extensions, requiring the re-routing of underground utilities, interruption of
traditional view and pedestrian corridors and perpetuation of an unsympathetic urban design
setting for the National Register properties and adjacent residential structures.
4. In commenting to the Mass Highway Dept. on the redesign of the Salem-Beverly Bypass Road
in 1998, the Salem Historical Commission stated that the present alignment of the road is an
improvement over the elevated viaduct, which was formerly proposed along the entire length of
the river front. (See attached letter) Also noted were concerns about traffic noise, vibration
and air pollution, which contribute to deterioration of the surrounding historic resources. These
concerns are relevant also with respect to the present project. In particular, the small wood-
frame houses along Bridge Street and Howard Street Extension are vulnerable to noise, air
pollution and vibration, and the stone walls surrounding the Howard Street Cemetery are
already deteriorated, with large voids and falling cap stones. Special effort and consideration -
(continued)
w .
Jefferson at Salem - EOEA File 12145
Page Three
including neighborhood notification and comment before and during construction, more
sympathetic design scale, and carefully planned visual connections and buffers - are necessary in
order to enhance the value and full potential of these resources and minimize further damage.
In closing, the Salem Historical Comnssion would like to acknowledge the efforts of Jefferson
Properties, Inc. and James V. D'Amico, Jr. to develop the former Parker Brothers property at 190
Bridge Street. We recognize that the future of the City of Salem is tied to quality development in
this location, and we would like to encourage the introduction of residential and business use on this
former industrial site. It is our primary obligation to preserve and enhance the historic resources in
this area— many of which have been compromised and sadly overlooked for years. In addition, we
would like to encourage coordination, not only with historic resources, but also with larger and
broader urban design and traffic planning issues in this area. Because of the number of historic
resources and complex urban design issues surrounding this project, the Salem Historical
Commission would like to recommend that a draft Environmental Impact Report be prepared in
order to allow for better coordination and additional public review, prior to preparation of the final
Environmental Impact Report.
Thank you for this opportunity to review and comment on the Jefferson at Salem project.
Sincerely,
Salem Historical Commission
Lance Kasparian, Chairman
enc. 1998 -Letter: Helen Sides to Mass Highway Dept.
1996 - Certificate—waiver of demolition delay
cc: Patrick Reffett, Planning Director
6
Rrzzo ASSOCIATES, INc.
® ® r e
Environmental Impact Statement
for the Planned Unit Development at
190 Bridge Street
Salem, Massachusetts
Submitted to:
City of Salem Planning Department
Prepared by:
Rizzo Associates, Inc.
January 13, 2000
r
' Environmental Impact Statement
190 Bridge Street
Salem, Massachusetts
Table of Contents
Page
Introduction ......................................................................................
Environmental Impact Statement..................................................4
' 1.0 Natural Environment............................................................4
1.1 Air....................................................................................................4
1.2 Land.................................................................................................4
1.3 Water and Wetlands...................................................................6
' 1.4 Energy..............................................................................................9
1.5 Noise...............................................................................................9
' 1.6 Local Flora and Fauna..................................................................9
2.0 Man-made Environment..................................................... 10
2.1 Land Uses.................................................................................... 10
2.2 Density......................................................................................... 13
' 2.3 Zoning.......................................................................................... 13
2.4 Architecture............................................................................... 14
' 2.5 Historic Buildings, Historical Sites, and
Archeological Sites.................................................................... 14
3.0 Public Facilities.................................................................... 14
' 3.1 Water supply, Flow, Pressure and Distribution................. 14
3.2 Sanitary Sewerage Connection, Distribution and
' Facilities........................................................................................ 15
3.3 Storm Drainage Facilities......................................................... 15
3.4 Disposition of Stormwater...................................................... 16
3.5 Refuse Disposal.......................................................................... 17
' 3.6 Traffic Facilities........................................................................... 17
3.7 Electric Power............................................................................ 17
3.8 Gas................................................................................................ 18
4.0 Community Services........................................................... 18
RIZZO ASSOCIATES, INC .
. ' Environmental Impact Statement
190 Bridge Street
Salem, Massachusetts
Introduction
The scope of this application consists of a proposed planned unit
development for the parcel of land at 190 Bridge Street in Salem,
Massachusetts. The applicant, JPI Incorporated and James D'Amico, Jr.,
have the property under agreement with the current owner, the Hasbro
Company, to transform the existing approximately 15 acre abandoned
' industrial site into a functional element of the Salem Community. The
development will provide a high quality residential neighborhood and
commercial/retail services combined in a compatible relationship with
' each other.
The site is located near the shore of the North River, divided from the
' river by railroad tracks serving the adjacent Massachusetts Bay Transit
Authority (MBTA) commuter rail station. The landward edge of the site is
defined by Bridge Street, a road that is a key component of the regional
' traffic network and is proposed to be relocated and rebuilt as part of the
Massachusetts Highway Department's plans for improving regional traffic
access. The site lies within walking distance of downtown Salem and is
' less than one mile from Salem's historical attractions. An established
residential neighborhood is adjacent to the northeast boundary of the site
and extends to the confluence of North River and Danvers River.
The Project Proponents set the following goals to define the concept of
development:
Provide a well-integrated planned unit development that provides
various types of land use combined in compatible relationships with
' each other.
Provide a high-quality residential apartment neighborhood that
functions smoothly as an integral part of the Salem Community by
ensuring that access, aesthetics and services are key components of the
concept.
Develop commercial properties such that they are integrated into the
overall development program and complement the infrastructure of the
surrounding community.
Design to take full advantage of the MBTA Station adjacent to the site
to provide convenience of commuting for residents, reducing personal
vehicle trips on local roads.
RIZZO ASSOCIATES , INC .
' Environmental Impact Statement
190 Bridge Street
Salem, Massachusetts 3
buildings are all 3 to 4 stories. A pool and clubhouse are incorporated into
the layout of the residential development.
Retail and Convenience Component
' Parcel C is designated for retail development. A single retail store with
approximately 12,000 square feet of floor space will be constructed. While
' the precise tenant for the store has not been identified, the applicant is
committed to providing a single store for retail. This parcel will have a
dedicated access drive off of Bridge Street and will not be connected to
' the residential property.
Parcel B is designated for convenience-type uses and is presently planned
' as a location for an automated bank teller machine with minimal parking
and both vehicular and pedestrian access.
The Parcel D, residential development also includes an approximately 800
' uare foot cafe-type retail facility located within one of the residential
buildings.
' Public Access Component
Jefferson at Salem is located between Bridge Street and the existing
MBTA rail line. The existing MBTA rail line is an active line that
physically and functionally separates the sites entirely from the North
River shoreline, creating a barrier to the river's edge.
All structures associated with the former Parker Brothers facility have
' been removed, and the area has been regraded and fenced off from the
public creating a barrier to public access even to the vicinity of the North
River,bearing in mind that physical access to the river shore is cut off by
the rail line.
' The planned unit development will open this currently closed area up to
public access. Although the site remains physically and functionally
separated from the North River by the MBTA rail line and easement, the
proposed development will enhance existing aesthetics, public access and
maintain view corridors and provide viewing areas within the project site
to the river.
r
RIZZO ASSOCIATES, INC .
' Environmental Impact Statement
190 Bridge Street
Salem, Massachusetts 5
' b. There are limitations on the proposed project caused by
subsurface conditions,both environmental and structural, and
by water conditions.
The site has been investigated and remediated in accordance
with the Massachusetts Contingency Plan (MCP) during the
period of 1994 through 1998. The proposed residential and
retail development use is consistent with remediated conditions
at the site.
The previous owners of the site performed a site investigation
under the Massachusetts Contingency Plan, developed and
completed Release Abatement Measures, and prepared a
' Response and Action Outcome Report which was filed and
accepted by the Massachusetts Department of Environmental
Protection. The site investigation determined that there were
four areas of concern on the site. Release abatement measure
(RAM) activities were performed by the previous owners in
these areas to remove the sources and reduce the levels of
contamination. After completion of RAM activities, a Method
3 Risk Characterization was performed. Based upon the results
of the risk characterization, an Activities and Use Limitation
' (AUL) was developed providing for engineering controls
which will be utilized during development of the site.
Subsurface conditions generally consist of building debris,
organic silts, silt, and clay. Structural support for the buildings
will therefor likely consist of shallow and/or deep pilings.
Water conditions that affect the use of the site include storm
drainage, tidal affects and the presence of the 100-year
floodplain. Positive drainage will be provided through the
design and construction of a new closed storm drainage system
of pipes and manholes connecting to the existing municipal
storm drain systema Portions of the existing municipal storm
drainage system are inadequate and will therefore be
reconstructed as part of this development project. All new
' drainage systems will account for the local tidal influences of
the North River. Building first floor elevations and the parking
areas will be set at elevations as required for minimal flooding .
' during 100-year flood occurrences. (Mean High Tide elevation
8.8 feet mean low water, Salem Datum).
Rizzo ASSOCIATES , INC .
Environmental Impact Statement
190 Bridge Street
Salem, Massachusetts 7
' performed in accordance with the applicable section of the
DEP Stormwater Management Guidelines.
b. Due to the proximity to the North River and the adjacent
residential area, strict erosion control practices will be
implemented. The downslope side of all construction will be
lined with hay bales and silt fence. Sedimentation ponds may
be required for dewatering purposes or to control stormwater.
' Ponds will be maintained and cleaned when the level of
sediment built-up inhibits the effectiveness of the pond. Only
the minimum amount of the site scheduled for construction will
' be cleared. Other areas of the site will either be maintained
until ready for construction or will be re-graded and
temporarily planted with natural grasses. Soil stockpiles will be
covered to prevent erosion and migration of sediments. The
proposed construction will not have any adverse impacts on the
surrounding areas.
c. Permanent methods to be used to control erosion and
sedimentation:
' (1) Portions of the site are subject to flooding according to the
above referenced documentation. However, the seawall
built in the early 1950s by the MBTA separates the Site
from the North River 100 year flood elevation. The site
surfaces will be stable due to landscaping and parking or
' structures. Also, the area is not subject to erosion because
the flooding and the receding of the water would take place
' without high-velocity flows.
(2) The proposed surface drainage system will consists of catch
basins and manholes connected by subsurface piping. Some
area drains will be required in the landscaped areas. There
will not be any areas where overland flow of water would
accumulate and attain a velocity sufficient to create
erosion. Nevertheless, the landscaping plan will propose
surface vegetation that is stable.
' (3) The proposed land grading is flat. The surface cover will
consist of buildings,pavement, walkways and landscaping.
' Landscaping will be typical for a waterfront residential
community.
RIZZO ASSOCIATES, INC .
1
Environmental Impact Statement
190 Bridge Street
Salem, Massachusetts 9
' be an increase in return of surface water to site soils due to the
increase in pervious areas on site. Due to the high groundwater
table and the proximity to the North River, subsurface disposal
of stormwater is not proposed.
g. The project will not increase the incidence of flooding either on
site or off site.
h. Sanitary sewer disposal will be via the municipal sewer system.
1 .4 Energy
a. The proposed developments will require energy to serve the
needs of the project residents and the commercial/retail
properties.
b. Sources of energy will be via the local utility companies.
1.5 Noise
a. During construction, the typical noises will be generated, however
' construction hours will be in accordance with the Salem Building
code. Once completed, the project will generate the typical noise
associated with a residential development and no more than the
level of noise generated by the adjacent residential properties.
Noise associated with the commercial/retail parcel will be minimal
and it is located so that it is abutting the railroad, opposite from the
' existing residential properties.
b. Noise generated form this site will not have any effect on humans
or wildlife.
c. Mechanical equipment will be located on buildings on the opposite
side from residential areas as much as possible. Any compactors
will be fenced off to buffer the effects of noise and for aesthetics.
' 1 .6 Local Flora and Fauna
a. The project will not have a negative effect on land-based
i ecosystems. The existing site is developed and no previously
undisturbed areas of natural vegetation will be impacted.
RIZZO ASSOCIATES, INC .
r
' Environmental Impact Statement
190 Bridge Street
Salem, Massachusetts
A landscaped green space will be maintained along the
northerly property boundary of the development site, adjacent
to the MBTA easement. This green space will be landscaped
with.trees and shrubs and will provide some screening of the
parking areas from the river and of the MBTA rail line from
the site. This green space will also maintain a pedestrian and/or
bicycle path providing lateral access across the property.
The northerly property boundary of the Jefferson at Salem site
will also maintain several public viewing areas to the North
River. The first is planned to be located within the center of the
site, at the end of the main entrance. This area also provides a
location for a possible future pedestrian access way over the
' MBTA easement to the adjacent commuter rail station, should
that improvement be developed at a later time. The site
developers have met with the MBTA and MHD to discuss
future crossing opportunities and acceptable locations.Other
viewing areas will be located at the northeasterly and north
westerly portions of the site. All viewing areas will have
benches, trash receptacles and lighting.
The project will also connect with a planned bicycle path
located to the northeast of the Jefferson at Salem development
site, being developed by MHD as a part of the Bridge Street
relocation project. A pedestrian path will traverse the site,
providing access to the viewing areas on the site and a
connection onto Bridge Street.
' The public open space and public amenities within the site will
be maintained by the owner(s). As part of the local permitting
process, it is expected that the pathways and viewing areas will
be subject to easements or other arrangements providing for
continued maintenance and public use. Except for periods of
construction and other exceptional circumstances, the open
space within the site will not be gated or physically restricted at
any time. Appropriate signage will be posted and maintained
indicating the location of public open space.
d. The site is centrally located within areas of shopping, the
MBTA commuter rail, and the historic downtown Salem area.
The proposed uses will complement the existing area by
iproviding additional residential development, additional
convenience/retail services, and recreational facilities.
i
RIZZO ASSOCIATES , INC .
Environmental Impact Statement
190 Bridge Street
Salem, Massachusetts 13
' 2.2 Density
Component Quantity Percent of Site
Residential
Number of residential buildings .6 N/A
Total Footprint of Residential 91,700 SF 14%
Total Floor Area 346,200 SF 54%
Floor area of Retail 800 SF N/A
Number of Bedrooms 431 N/A
Parking Spaces
Parcel A See plans N/A
Parcel D See plans N/A
Parking Ratio
Parcel A See plans N/A
' Parcel D See plans N/A
Commercial Developments
Number of Buildings 2 N/A
Total Footprint of Commercial 12,400 SF 2%
Total Floor Area
Parcel C(Retail) 12,000 SF N/A
' Parcel B (ATM) 400 SF N/A
Parking Spaces N/A
Parcel C(Retail) 44
Parcel B(ATM) 9
Parking Ratio
Parcel C(Retail) 0.55 spaces/ISO sf N/A
Parcel B(ATM) N/A N/A
Overall Development
Total Site Area 639,830 SF 100%
Total Lot Coverage by Buildings 112,483 SF 17.6%
Total Paved Area 241,677 SF 37.7%
Parking Areas 213,677 SF N/A
Drives 28,000 SF N/A
Total Impervious 354,160 SF 55.3%
Total Usable Open Space(Pervious) 285,670 SF 44.6%
1 2.3 Zoning
a. This Planned Unit Development is wholly located within an
industrial zone. The proposed use complements the
surrounding land uses. The proposed residential units are
located adjacent to the existing Residential Zone R2 to the
northeast. The proposed retail/commercial building is located
RIzzo ASSOCIATES, INC .
' Environmental Impact Statement
190 Bridge Street
Salem, Massachusetts I S
provide both domestic service and fire protection service.
Water consumption, based on the wastewater flow rates of the
State Environmental Code, Title V, is expected to be
approximately 48,010 gallons per day for the planned unit
development.
The existing 20-inch water main in Bridge Street is connected
to a 36-inch water main at the Bridge Street/Howard Street
intersection and a 30-inch water main at the Bridge
Street/North Street intersection.
3.2 Sanitary Sewerage Connection, Distribution and
Facilities
a. Wastewater flow rates in gallons per day (gpd),based on the
State Environmental Code, Title V, are anticipated to be as
follows:
Component wastewater(gpd)
' Residential Properties 47,410
Commercial Properties 600
Total 48,010
' b. The sewer service for the Site will be provided by connecting
to the existing 84-inch South Essex Sewer District sewer line
located in an easement on the North Side of the site.
3.3 Storm Drainage Facilities
a. The City storm drain from Bridge Street out to the North River
is reported to be in very poor condition and will therefore be
replaced under this development program. The replacement
will consist of a new 48" diameter concrete storm drain and
' required manholes. This work includes jacking under the
MBTA, coring through the existing sea wall, and cut and cover
methods of pipe installation most likely in the Howard Street
•,` extension.
r
Rizzo ASSOCIATES, INC .
f
Environmental Impact Statement
190 Bridge Street
Salem, Massachusetts 17
Table I Surface Area Summary
Area Pre-Development Post-Development
' Roof/building 5.0 At 2.6 At
Pavement/concrete 7.3 5.5
Grass/gravel 2.4 6.5
Total 14.7 At 14.7 Ac
Stormwater Quality
The proposed design includes periodic street sweeping to remove
sediment and catch basins equipped with deep sumps and hooded outlets
that provide settling and entrapment of sediments, oil, greases, and
floatables that are washed off of the pavement. Stormwater runoff will be
directed through oil and grit separators before discharging to the municipal
storm drain system. The proposed design provides 80% TSS removal and
meets the TSS removal rate required by the Department of Environmental
Management Stormwater Management Policy.
3.5 Refuse Disposal
a. Cardboard and other applicable materials will be recycled.
b. Refuse disposal will be via a refuse disposal company with
pick up on an as-needed basis.
3.6 Traffic Facilities
a. Please see the accompanying traffic report.
b. Pedestrian circulation will be greatly enhanced in the local
area. New pathways are proposed throughout the project
allowing greater access to the waterfront areas (although
separated by the MBTA).
c. For location and quantity of parking, please see Drawing C-4.
3.7 Electric Power
a. The power demand will be typical for a residential
development.
RIZZO ASSOCIATES , INC .
Environmental Impact Statement
190 Bridge Street
Salem, Massachusetts 19
b. The estimated total number of automobiles for the residential
complex,based on the number of parking spaces, is 404.
4.4 Fire
a. The total number of buildings to be constructed is eight. Their
types and construction vary. The residential buildings will be
r wood frame, brick and vinyl cladding. The commercial
�I buildings will be steel frame and concrete.
b. There is ample water available for fire protection in the
existing 20-inch main in Bridge Street
4.5 Public Works
a. As part of the site redevelopment, the proponents have worked
with the local community and found the opportunity to provide
better vehicular circulation for Woodbury Court. It is proposed
that Woodbury Court, currently a public way, be extended onto
the Site and a parking and turnaround area be provided. Five
new parking spaces will be provided for residents on
Woodbury Court. See the site plans.
b. The existing municipal storm drain that traverses the site will
be replaced. It will remain municipally owned and maintained.
5.0 Human Considerations
5. 1 Aesthetics and Visual Impact
a. The proposed redevelopment enhances the existing use of the
area. The type and style of the proposed buildings is designed
to complement the aesthetics of the surrounding area. The
usage and density of development are well-integrated into the
infrastructure of the local residential and central development
zones.
b. The architectural style, orientation of the buildings and the
landscaping have all been designed in concert with local
officials in order to not only mitigate any negative impacts on
Rizzo ASSOCIATES, INC.
Environmental Impact Statement
190 Bridge Street
' Salem, Massachusetts 21
5.3 Public Health
a. The project will not have any detrimental effects on public
health. There will not be any changes to water quality in the
area. The air quality will be tempered during construction
through the use of dust control measures. The site is serviced
by municipal sewer. The project will not generate any noxious
fumes or gasses. No hazardous chemicals or wastes will be
produced.
G:\project\6086\project_n=ative_jan l4.doc
RIZZO ASSOCIATES, INC.
F 1
` t Citp of harem, Iflagfsarbug ette;
; r Planning 38oarb
(One 6alem Oreen
October 5, 2000
JPI Develpment
C/o: Joseph Correnti
Serafini, Serafini, Darling and Correnti
63 Federal Street
Salem, MA 01970
RE: Planning Board's Decision Regarding Elevations for Jefferson At Salem, Bridge Street
Dear Arty. Correnti:
The Planning Board has reviewed the recommendations as presented by Jonathan Woodman, of
Woodman Associates, Inc. Woodman Associates were selected by the Planning Board as the
peer review architect for the Jefferson at Salem project. The Planning Board made the decision
to hire a peer review architect to review the elevations proposed by the developer and to make
recommendations to those elevations. Woodman Associates has completed their task of
recommending revisions to the proposed elevations and JPI (the developer)has agreed to
incorporate those recommendations into their final elevations.
Attached please find the package of recommendations presented by Woodman Associates and
agreed upon by JPI. These recommendations shall be incorporated into the final elevations for
the Jefferson at Salem development. The final elevations shall be presented to the City Planner
for his review and approval.
Please contact Denise Sullivan at the Salem Planning Department at(978) 745-9595, extension
311 if you have any questions.
Sincerely,
Walter B. Power
Chairman
One Salem Green, Salem, Massachusetts 01970 (978) 745-9595 ext.311 Fax (978) 740-0404
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1
Rizzo Assocmms, INc.
Traffic Impact Study
Jefferson at Salem
Planned Unit Development at
190 Bridge Street
Salem, Massachusetts
Submitted to:
City of Salem Planning Department
and
MEPA Office, Executive Office of Environmental
Affairs
p ' Prepared by:
Rizzo Associates, Inc.
-' January 13, 2000
r
Traffic Impact Study
Jefferson at Salem
Salem, Massachusetts
I
Table of Contents
Page
' 1.0 Introduction...........................................................................
1.1 Project Description......................................................................1
' 1.2 Study Area......................................................................................2
2.0 Existing Conditions ...............................................................2
2.1 Existing Roadway Network........................................................3
2.2 Existing Alternative Mode Usage..............................................5
2.3 Existing Traffic Volumes..............................................................5
2.4 Accident Data................................................................................6
' 2.5 Existing Operating Conditions ..................................................8
2.5.1 Level of Service Criteria................................................8
' 2.5.2 Intersection Operating Conditions.............................9
3.0 Future Conditions ............................................................... 10
3.1 Background Traffic Growth.................................................... 11
3.2 Site Specific Growth ................................................................. 11
3.3 No Build Traffic Volumes........................................................ 11
3.4 Project Generated Traffic........................................................ 12
' 3.4.1 Trip Generation........................................................... 12
3.4.2 Trip Distribution.......................................................... 13
' 3.5 Build Conditions........................................................................ 14
3.6 Traffic Volume Increases.......................................................... 14
3.7 Future Intersection Operating Conditions.......................... 14
3.8 Build Condition with the Bridge Street Bypass.................. 16
' 3.9 Future Alternative Transportation........................................ 18
4.0 Conclusions.......................................................................... 18
I 1
RIZZO ASSOCIATES, INC .
1
Traffic Impact Study 1
Jefferson at Salem
Salem, Massachusetts
1 �
List of Tables
Page 1
Table I Accident History...........................................................................7 1
Table 2 Intersection Level of Service Criteria......................................9
Table 3 Existing Intersection Analysis Results................................... 10 1
Table 4 Site Trip Generation................................................................. 13
Table 5 Traffic Volume Increases.......................................................... 14 '
Table 6 Intersection Analysis Summary (without Bridge
Street Bypass)(Without Mitigation)....................................... 15 1
Table 7 Intersection Analysis Summary (with Bridge Street
Bypass)......................................................................................... 17
1
1
List of Figures
After Page
Figure I Site Location Map.........................................................................2 1
Figure 2 Existing Traffic Volumes —AM Peak Hour.............................6
Figure 3 Existing Traffic Volumes — PM Peak Hour..............................6 1
Figure 4 2004 No Build Traffic Volumes —AM Peak Hour.............. 12
Figure 5 2004 No Build Traffic Volumes — PM Peak Hour.............. 12 1
Figure 6 2004 Build Traffic Volumes —AM Peak Hour..................... 14
Figure 7 2004 Build Traffic Volumes — PM Peak Hour...................... 14 1
1
1
1
RIZZO ASSOCIATES, INC .
1
' Traffic Impact Study
Jefferson at Salem
Salem, Massachusetts
1 .0 Introduction
Rizzo Associates, Inc. has evaluated the potential impacts associated with
the proposed Jefferson at Salem mixed-use development on Bridge Street
between St. Peter Street and Howard Street in Salem, Massachusetts. This
report details the findings of this evaluation.
1.1 Project Description
Jefferson at Salem is a proposed redevelopment of the Parker Brothers site
located on Bridge Street in Salem, Massachusetts. The project will include
a 265-unit apartment complex housed in six buildings in addition to a
12,000 square foot retail building and a freestanding ATM machine. The
parcel extends from the MBTA commuter rail lines to the west to Howard
Street to the east and from Bridge Street to the south to the MBTA
' commuter rail lines to the north. See Figure 1 for a site location map.
Currently the site is vacant.
' The developed site will be served via a number of access points. The
12,000 square foot retail building, located in the southwest corner of the
site, will be accessed via a full access driveway on Bridge Street west of
St. Peter Street. This building will be served by a self-contained parking
lot with 43 parking spaces. The remainder of the site will be accessed via
two driveways, one opposite St. Peter Street and the other opposite
' Howard Street. These two driveways will provide access to a central
roadway into the site with smaller driveways to access each building.
Since the exact configuration of the ATM driveway was unknown at the
' time this study was performed, the conservative assumption was made that
all ATM traffic would use the site driveway at St. Peter Street.
The City of Salem and Massachusetts Highway Department (MHD)plan
to construct the Bridge Street Bypass, a section of roadway that will
connect the southern end of the new Beverly- Salem Bridge to the Bridge
Street/Washington Street intersection. The MHD's design for the relocated
Bridge Street will be located along the alignment of the central roadway
into the site. Therefore, the project site plan is being developed to
' accommodate the Bridge Street Bypass alignment and connect project
driveways to the new Bridge Street when constructed by MHD. No MHD
access permits will be required for these connections since interim
driveways connecting to the existing Bridge Street will be in place prior to
Bypass construction.
i
Rizzo ASSOCIATES, INC.
Traffic Impact Study '
Jefferson at Salem
2 Salem, Massachusetts
The MBTA commuter rail and bus station is conveniently located within '
walking distance from the project site and 348 (including eight ,
handicapped) parking spaces are available there for those who may choose
to drive. The commuter rail and 175 buses per day service points north and
south with a predominance of commuter traffic headed south toward the
City of Boston. The bus services available at this station include routes to
Danvers, Lynn and into Salem.
1 .2 Study Area '
A comprehensive area of study for the proposed project was chosen based '
on Rizzo Associates, Inc. field observations as well as discussions with
officials of the City of Salem. Intersections located within the study area
are listed below: '
• Bridge Street/Webb Street/Pleasant Street
• Bridge Street/Winter Street (Route IA)/Northey Street
• Bridge Street/Howard Street
• Bridge Street/St. Peter Street
• Bridge Street/Washington Street
• St. Peter Street/Federal Street '
• Brown Street/Howard Street
An inventory of the existing physical conditions with the study area is '
presented in the following section.
2.0 Existing Conditions '
Evaluation of the transportation impacts associated with the proposed ,
mixed-use development requires a thorough understanding of the existing
transportation system in the study area. Studying roadway geometrics, ,
traffic control, peak hour traffic volumes, roadway operating
characteristics, and traffic accidents provides an understanding of existing
conditions. A summary of this information is provided below. '
Rizzo ASSOCIATES, INC .
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RIZZO ASSOCIATBS, INC. a' 1 mL I
' Traffic Impact Study
Jefferson at Salem
Salem, Massachusetts 3
' 2.1 Existing Roadway Network
' A mix of commercial, industrial and residential uses characterizes the
study area. Webb Street, Pleasant Street, Winter Street, Howard Street, St.
Peter Street and Washington Street intersect Bridge Street, an urban
arterial, to form most of the study area intersections. The two intersections
off of the major arterial of Bridge Street are St. Peter Street/Federal Street
and Brown Street/Howard Street. The major intersections within the study
area are described below.
Bridge Street and Webb Street and Pleasant Street
The three street intersection of Bridge Street, Webb Street and Pleasant
Street is actually two `T' intersections, one that is both Stop controlled and
one that is signal operated. Approaching traffic on Pleasant Street is under
Stop control to make a left or a right onto Bridge Street. Immediately east
of Pleasant Street, Webb Street intersects Bridge Street at a signalized
' intersection. There are designated left turn lanes on Webb St and on
Bridge Street at this intersection. There are houses along the north side of
Bridge Street along with an auto body shop. On the east side of Pleasant
Street there is a laundromat. Illegal parking for the laundromat blocks one
lane on Pleasant Street.
Bridge Street and Winter Street and Northey Street
The intersection of Bridge Street, Winter Street and Northey Street is a
' typical four-way intersection. Northey Street intersects Bridge Street from
the north directly across from Winter Street. This intersection has a
flashing yellow light for control on a raised island in the center of the
' intersection. Vehicles turning left from Winter Street onto Bridge Street
stay to the left side of the island. This allows for better flow through the
intersection. There is a push button signal control available for pedestrians
' to stop Bridge Street traffic and cross on the west side of the intersection.
Bridge Street and Howard Street
The Bridge Street and Howard Street intersection is a four way
unsignalized intersection with Howard Street, a one-way street flowing
northbound. Howard Street is also on a steep downhill slope as it
approaches the intersection.
i
Rizzo ASSOCIATES, INC .
Traffic Impact Study '
Jefferson at Salem
4 Salem, Massachusetts
Bridge Street and St. Peter Street ,
The Bridge Street and St. Peter Street intersection is an unsignalized `T' '
intersection. There is, however, a pedestrian controlled signal allowing
pedestrians to cross Bridge Street. Although Bridge Street is not marked
accordingly, there is enough room for vehicles to pass other vehicles that '
are waiting to make a left turn onto St. Peter Street. However, the St. Peter
Street single lane approach however, is wide enough to accommodate just
one vehicle at a time. '
Bridge Street and Washington Street
Washington Street intersects Bridge Street from the south to form a major ,
intersection in Salem. A flashing yellow light controls this intersection.
There is a flashing yellow light for all directions, but the traffic on '
Washington Street acts as if under a Stop control. All three flashing
yellow lights are full signals and have the capability of having a green and
red phase. The lights are pedestrian controlled to allow pedestrian traffic ,
to cross Washington Street and Bridge Street. The Salem Commuter Rail
Stop is located along the north side of Bridge Street. A median exists
along Washington Street separating directional traffic with parking on '
both sides of the median. In the center of the intersection there is a raised
island which causes the intersection to act as a rotary. '
St. Peter Street and Federal Street
The intersection of St. Peter Street and Federal Street is a `T' intersection ,
with Federal Street being a one way out of the intersection. This
intersection is located near parking lots for Museum Place. Each St. Peter
Street leg of the intersection consists of one travel lane in each direction. ,
Federal Street consists of one travel lane in addition to a parking lane.
Brown Street and Howard Street '
The intersection of Brown Street and Howard Street is a `T' intersection
with Howard Street heading one way away from the intersection. Each '
Brown Street leg of the intersection consists of one travel lane in each
direction. Howard Street consists of one travel lane. This intersection is
located near parking lots for Museum Place and the intersection to the ,
Peabody Essex Museum.
Rizzo ASSOCIATES, INC .
Traffic Impact Study
Jefferson at Salem
Salem, Massachusetts 5
2.2 Existing Alternative Mode Usage
' The Massachusetts Bay Transportation Authority (MBTA) commuter rail
and bus station is located at the intersection of Bridge Street and North
Street, less than a quarter-mile from the project site and within walking
distance. These services connect commuters to the surrounding area
including downtown Boston. The MBTA estimates a commute from
Salem to downtown Boston at 26 to 36 minutes. The Salem Depot serves .
' approximately 1,865 commuters (3,730 commuter trips) each weekday.
The U.S. Census Bureau's Journey to Work Data indicate that the existing
public transportation services draw approximately seven percent of all
' commuter traffic from Salem. The data also indicate that seven percent of
the Salem commuter population chooses to walk to work, thus resulting in
14 percent of Salem commuters who choose to travel by modes other than
' the automobile.
' 2.3 Existing Traffic Volumes
The combined critical peak demand periods of site traffic and adjacent
street traffic will occur during the weekday morning and evening
commuter hours.
' Automatic traffic recorder (ATR) counts were conducted along Bridge
Street adjacent to the site for a 24-hour weekday period in December 1999
to obtain average weekday traffic volumes. The average daily traffic
volume along Bridge Street recorded at this location is approximately
22,500 vehicles per day.
On November 30, 1999, Rizzo Associates, Inc. obtained manual turning
movement and vehicle classification counts at the seven study area
intersections. Data were collected during the weekday peak periods, from
7:00 to 9:00 AM and from 4:00 to 6:00 PM. These counts show that
weekday traffic in the study area peaks between 7:30 and 8:30 AM and
between 5:00 and 6:00 PM.
To evaluate the potential for seasonal fluctuation of area traffic volumes,
historical traffic data provided by the City of Salem were reviewed. This
' information, taken from the MassHighway permanent count station#35 on
Route 128 in Beverly, #550 on Route 1 in Danvers, and#8087 on Route
I in Revere, indicates that traffic data taken in November is 7.5 percent
' lower than the average month. Therefore, the traffic volumes were
increased by 7.5 percent to represent an average month. Figures 2 and 3
show existing weekday AM and PM peak hour traffic volume networks.
Rizzo ASSOCIATES, INC.
Traffic Impact Study ,
Jefferson at Salem
6 Salem, Massachusetts
2.4 Accident Data
Accident data were obtained from MassHighway for the three-year period '
from January 1, 1995 to December 31, 1997. These data were studied to
identify possible accident trends or roadway deficiencies. A summary of
this information is provided in Table 1.
As shown in Table 1, the intersection of Bridge Street and Washington
Street is the only intersection with a significant amount of accidents. This '
intersection, which acts as a rotary with a raised center island, had an
average of seventeen accidents per year. The other intersections in the
study area had a less significant accident history. An average of eight ,
accidents a year occurred at the intersection of Bridge Street and Webb
Street/Pleasant Street. At the intersection of Bridge Street and St. Peter
Street there was an average of nine accidents per year while the ,
intersection of Bridge Street and Winter Street experienced an average of
seven accidents per year. The intersections of Bridge Street and Howard
Street; St. Peter Street and Federal Street; and Brown Street and Howard '
Street averaged less than two or one accidents per year.
RIZZO ASSOCIATES, INC .
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Rtzzo AssoCtATES INc. Existing Traffic Volumes 3
Traffic Impact Study
Jefferson at Salem
Salem, Massachusetts 7
' Table I Accident History
Accident Summary 1995.1997
PleasantlWebb St Winter St Howard St St.Peter St Washington Federal St and Brown St and
and Bridge St and Bridge St and Bridge St and Bridge St St and St.Peter St Howard St
Bridge St
' Total Accidents 24 20 6- 27 52 1 1
Injury Accidents 7 6 3 12 12 0 0
Year
1995 8 3 4 9 10 0 0
1996 11 10 0 5 21 1 0
1997 5 6 2 13 21 0 1
' Manner
Angle 7 9 1 20 19 0 1
' Head-On 0 0 0 0 0 0 0
Rear-End 13 9 2 6 27 1 0
Unknown 4 2 3 1 6 0 0
Weather
Clear Is 9 5 IS 36 1 I
' Cloudy 2 5 0 6 10 0 0
Foggy 0 I 0 0 0 0 0
' Rain 3 5 1 5 5 0 0
Snow/Sleet 1 0 0 I 1 0 0
Unknown 0 0 0 0 0 0 0
' Time of Day
7AM-9AM 2 4 0 4 7 0 0
9AMAPM 6 2 4 8 14 I 1
4PM-6PM 5 5 2 2 12 0 0
' 6PM-7AM 6 7 0 8 9 0 0
Weekend 5 2 0 5 10 0 0
RIZZO ASSOCIATES, INC.
Traffic Impact Study '
Jefferson at Salem
8 Salem, Massachusetts
IS Existing Operating Conditions '
Existing peak hour traffic operations in the project study area were
determined. Specifically, intersection operating levels of service were
calculated as described in greater detail below.
2.5.1 Level of Service Criteria '
Level of service is a term used to describe the quality of the traffic flow on
a roadway facility at a particular point in time. It is an aggregate measure ,
of travel delay, travel speed, congestion, driver discomfort, convenience,
and safety based on a comparison of roadway system capacity to roadway
system travel demand. Operating levels of service are reported on a scale ,
of A to F, with A representing the best operating conditions with little or
no delay to motorists and F representing the worst operating conditions
with long delays and traffic demands exceeding roadway capacity. '
Roadway operating levels of service are calculated following procedures
defined in the 1994 Highway Capacity Manual, published by the
Transportation Research Board. For signalized and unsignalized
intersections, the operating level of service is based on travel delays.
Delays can be measured in the field but generally are calculated as a
function of traffic volume, peaking characteristic of traffic flow;
percentage of heavy vehicles in the traffic stream, type of traffic control,
number of travel lanes and lane use, intersection approach grades,
Pedestrian activity, and, signal timing.phasing, and progression where
applicable. The specific criteria applied per the 1994 Highway Capacity
Manual are summarized in Table 2. The calculated average delay per ,
vehicle for signalized intersections applies to all vehicles entering the
intersection and under control of the traffic signal. For unsignalized
intersections, it is assumed that through movements on the main street '
have the right of way and are not delayed by side street traffic.
Consequently, the total delay values in Table 2 for unsignalized
intersections apply only to the minor street intersection approaches or to
left turns from the major street into the minor street which must yield to
oncoming traffic.
1
Rizzo ASSOCIATES, INC.
Traffic Impact Study
Jefferson at Salem
Salem, Massachusetts 9
Table 2 Intersection Level of Service Criteria
Average Delay per Vehicle(Seconds)
Level of Service Signalized Intersections Unsignalized Intersections
A <5.0 <5.0
' B 5.1 to 15.0 - S.Ito10.0
C 15.I to 25.0 10.1 to 20.0
' D 25.1 to 40.0 20.1 to 30.0
E 40.1 to 60.0 30.1 to 45.0
F >60.0 >45.0
Source: Highway Capacity Manual,Special Report 209,Third Edition,Transportation Research
Board,National Research Council,Washington,DC, 1994.
2.5.2 Intersection Operating Conditions
The procedures described above were used to determine existing peak
hour operating levels of service at the study area intersections. Table 3
summarizes existing conditions level of service (LOS) for the study area
intersections. As can be seen in Table 3, three of the study area
intersections (Bridge Street/Winter Street, Bridge Street/St. Peter Street
and Bridge Street/Washington Street) fail during both peak hours. The
intersection of Bridge Street and Pleasant Street operates at LOS C during
the AM peak hour and F during the PM peak hour and the intersection of
Bridge Street and Howard Street operates at LOS D during the AM peak
hour and LOS E during the PM peak hour. The intersections of Bridge
Street/Webb Street, St. Peter Street/Federal Street and Brown
Street/Howard Street are operating at LOS B or better during both peak
hours.
Rizzo ASSOCIATES, INC.
Traffic Impact Study '
Jefferson at Salem
10 Salem, Massachusetts
Table 3 Existing Intersection Analysis Results ,
AM Peak PM Peak
Delay LOSz Delay LOS
Bridge Street/Webb Street' 11.2 B 11.6 B
Bridge Street/Pleasant Street 15.6 C >100 F
Bridge Street/Winter Street >100 F >I00 F
Bridge Street/Howard Street 25.5 D 44.2 E
Bridge Street/St. Peter Street
>100 F >100 F
Bridge Street/Washington Street >100 F >100 F
St.Peter Street/Federal Street 3.5 A 2.7 A
Brown Street/Howard Street 2.9 A 2.7 A
Delay is in seconds per vehicle t
LOS= Level of Service
'Signalized Intersection
3.0 Future Conditions
Existing traffic volumes in the study area were projected to the year 2004,
by which time the proposed project will be constructed and occupied.
Independent of the proposed project, traffic volumes on the roadway
network in 2004 will include existing traffic, new traffic resulting from
general background traffic growth, and traffic related to specific
development projects expected to be completed by 2004. Potential
background traffic growth unrelated to the proposed project was
considered in the development of the 2004 No Build traffic volume ,
networks. Anticipated traffic generated by the proposed mixed use
development was then added to the 2004 No Build traffic flow networks to
reflect 2004 Build conditions with the proposed project completed. The
2004 No Build and Build conditions were modified to represent a
condition with the Bridge Street bypass in place. Analysis was conducted
for the 2004 No Build, 2004 Build, 2004 No Build with Bypass and 2004 '
Build with Bypass conditions.
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RIZZO ASSOCIATES, INC. ,
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Traffic Impact Study
Jefferson at Salem
Salem, Massachusetts 1 1
i
3.1 Background Traffic Growth
A number of sources for estimating background traffic growth inside the
study area were reviewed. The past growth in Salem was taken from the
1998 Traffic Volumes publication from MassHighway. Traffic data are
provided for a number of locations in Salem from 1989 to 1998. The
traffic growth in Salem varied by location ranging from a decrease of two
ipercent per year to an increase of three percent per year.
In addition to the MassHighway data, the Functional Design Report for the
Bridge Street Reconstruction was reviewed. The growth rate used for that
project (0.5 percent per year) was based on forecasts from the
Metropolitan Area Planning Council and Central Transportation Planning
Staff in addition to other studies conducted in the City of Salem.
Therefore, to be consistent, a 0.5 percent per year growth rate was chosen
for this study.
i
3.2 Site Specific Growth
The second component of background traffic growth is determined by a
study of specific future development planned in the area by 2004.
Discussions with Planning Department of Salem indicate that there are a
number of projects currently planned in the area.
There are three major projects that are planned to be implemented by 2004
in Salem. There is one-hundred room hotel with an additional 15,000
square feet of retail space. There is also an assisted living complex with
i eighty units and 12,000 square feet of retail space. The project that will
influence our study area most is a 65,000 square foot office building that is
planned on Washington Street near the intersection of Bridge Street and
Washington Street.
3.3 No Build Traffic Volumes
The 2004 No Build AM and PM peak hour traffic volume networks were
i determined by applying the 0.5 percent annual traffic growth rate to the
1999 existing traffic volume networks and adding the specific
development projects. The resulting 2004 No Build weekday AM and PM
' peak hour traffic volumes are shown in Figures 4 and 5.
RIZZO ASSOCIATES, INC.
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Traffic Impact Study
Jefferson at Salem
12 Salem, Massachusetts
3.4 Project Generated Traffic
Anticipated traffic volumes to be generated by the proposed mixed use
development were determined and assigned to the roadway network in
order to develop the 2004 Build condition. Procedures used to generate
and assign trips to the roadway network are described below.
3.4.1 Trip Generation '
Research was conducted in order to determine the trip generation of the
proposed mixed use development. The amount of travel and its
characteristics are functionally related to the use of land. The trip
generation of each site component was determined and is illustrated in
Table 4.
Typically, trip rates for a particular land use can be found in the Institute
of Transportation Engineers (ITE)publication Trip Generation, Sixth
Edition, 1997. ITE data were used to determine the future trip generation
of the apartment development and the retail space. The trip generation data
based on Land Use Code 220(Apartment)in Trip Generation indicate that ,
the 282 apartments will generate 1870 trips over the course of a weekday
with 95 trips generated during the AM peak hour and 120 trips generated
during the PM peak hour. Since this analysis was performed, the number
of apartments was reduced to 265, so this analysis slightly overestimates
the number of trips generated. Because a significant proportion of
residents in this part of Salem who work in Salem or Boston take public
transportation or walk instead of driving into work and the residents of the
proposed development are expected to use public transportation at at least
the same rate, the trips to and from the apartment building were adjusted
accordingly. The calculations are available upon request. The adjusted trip
generation for the apartment development will be 1610 trips over the
course of a weekday with 85 trips during the AM peak hour and 105 trips
during the PM peak hour.
Trip generation data based on LUC 814, Specialty Retail, indicates that
the retail component of the project will generate 470 vehicle trips over the
course of a weekday with 30 trips during the AM peak hour and 35 trips
during the PM peak hour. '
Because no ITE Trip Generation data is available for ATM facilities, a
different approach was used. The assumption was made that an ATM '
patron takes approximately three minutes on average to complete a
transaction. The three-minute time interval assumes that there will be
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' Traffic Impact Study
Jefferson at Salem
Salem, Massachusetts 13
times when ATM is idle. Therefore, a maximum of 20 customers per hour
can be served by an ATM facility. This corresponds to 20 entering trips
and 20 exiting trips per hour. ITE data indicate that daily banking trips are
approximately ten times the peak hour trips. Although an ATM is a
' convenience use, which will probably generate trips from within the study
area including from the apartment development itself, to be conservative
no credit was taken for trips to the ATM who originated at the apartment
development or the retail parcel. All ATM trips were assumed to have
origins and destinations outside of the study area. This results in a worst
case scenario for the site impact.
The total trip generation for the site is anticipated to be 2480 vehicles on a
weekday with 155 vehicle trips during the AM peak hour and 180 vehicle
trips during the PM peak hour.
Table 4 Site Trip Generation
Site Component
Time Period Retail Apartments ATM Total
Weekday AM Peak Hour
In Is 25 20 60
' - Out - is 60 20 95
Total 30 85 40 155
Weekday PM Peak Hour
In Is 60 20 95
Out 20 45 20 85
Total 35 105 40 180
Weekday Daily 470 1610 400 2480
3.4.2 Trip Distribution
In order to estimate the trip distribution of the proposed development
traffic, we reviewed 1990 Census Journey to Work information was
obtained for the City of Salem. In addition,the existing traffic patterns
around the site were reviewed. These data indicates that approximately 50
percent of the site traffic will be oriented to and from the west along
Bridge Street. Approximately 21 percent of the site traffic will be oriented
to and from the northeast along Bridge Street. The remaining 29 percent
will be oriented to and from downtown Salem and the south.
RIZZO ASSOCIATES, INC.
r
Traffic Impact Study ,
Jefferson at Salem
14 Salem, Massachusetts
3.5 Build Conditions
The site generated traffic was added to the 2004 No Build peak hour
traffic volumes to reflect future conditions with the proposed development
in place. The resulting weekday Build Conditions AM and PM peak hour ,
traffic volumes (without the Bridge Street Bypass) are provided in Figures
6 and 7, respectively.
3.6 Traffic Volume Increases
The proposed development will add proportionally minor amounts of new
traffic to Bridge Street and other study area roadways. The amount of new
peak hour traffic generated by the proposed project is summarized in
Table 5.
Table 5 Traffic Volume Increases
Traffic Volume Increase due to Project
1999 2004 2004
Location/Peak Hour Existing No Build Build Volume Percentage
Bridge Street east of site
AM peak hour 1497 1575 1616 +41 +2.6%
PM peak hour 1623 1699 1746 +47 +2.8% '�
Bridge Street west of site
AM peak hour 2269 2457 2534 +77 +3.1%
PM peak hour 2245 2396 2486 +90 +3.8% '.
As can be seen in Table 5, the development is expected to increase the
traffic on Bridge Street by less than four percent during the peak hours.
3.7 Future Intersection Operating Conditions
Anticipated future roadway operating levels of service were first
calculated based on the projected 2004 No Build and Build (without
Bridge Street Bypass) conditions traffic flows and analysis procedures
outlined in the 1994 Highway Capacity Manual. Table 6 summarizes level
of service analysis results for the existing,No Build and Build conditions.
The performance of the local traffic network remains essentially
unchanged when the increase in vehicle trips resulting from the
development is taken into account.
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RIZZO ASSOCIATES, INC Without Bridge St. Bypass 7
Traffic Impact Study
Jefferson at Salem
Salem, Massachusetts 15
Table 6 Intersection Analysis Summary (without Bridge Street Bypass)
without Intersection Mitigation
Intersectionrrime Period Existing No Build Build'
Delay LOS' Delay LOS Delay LOS
Bridge Street/Webb Street'
AM Peak 11.2 B 14.1 B 15.6 C
PM Peak 11.6 B 18.1 C 20.1 C
Bridge Street/Pleasant Street
AM Peak 15.6 C 18.0 C 18.8 C
PM Peak >I00 F >I00 F >100 F
Bridge Street/Winter St,/Northey St.
AM Peak >100 F >100 F >100 F
PM Peak >100 F >100 F >100 F
Bridge Street/Howard Streets
AM Peak 25.5 D 29.6 D 32.0 E
PM Peak 44.2 E 63.2 F 70.9 F
Bridge Street/St Peter Streets
AM Peak >100 F >100 F >100 F
PM Peak >100 F >100 F >100 F
Bridge Street/Washington Street
AM Peak >100 F >100 F >100 F
PM Peak >100 F >100 F >100 F
Federal Street/St Peter Street
AM Peak 3.5 A 3.5 A 3.5 A
PM Peak 2.7 A 2.7 A 2.7 A
Brown Street/Howard Street
AM Peak 2.9 A 2.9 A 2.9 A
PM Peak 2.7 A 2.7 A 2.7 A
Bridge Street/Site Drive
AM Peak N/A N/A N/A N/A 21.0 D
PM Peak N/A N/A N/A N/A 24.6 D
Delay is in seconds per vehicle
a LOS=Level of Service
Signalized Intersection
'Without Bridge Street Bypass
s Future site driveway
>=Greater than
As is illustrated in Table 6, (without the Bridge Street Bypass) there are
five locations along Bridge Street that will operate at LOS F during at
least one peak hour with or without the proposed mixed use development.
One of these intersections, Bridge Street and Howard Street, has a project
induced change in level of service during the AM peak hour. The
intersection of Bridge Street and Howard Street will operate at LOS D
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Traffic Impact Study
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16 Salem, Massachusetts
under No Build condition and LOS E under the Build condition during the
AM peak hour. This change in LOS is associated with a 2.4-second
increase in the average delay per vehicle. The only other project-induced
change in level of service occurs at the intersection of Bridge Street and
Webb Street during the AM peak hour, which will operate at LOS B under
No Build conditions and LOS C under Build conditions. This change in r
LOS is associated with a 1.5-second increase in the average delay per
vehicle. These minor increases in delay will be accommodated by the
intersections described.
The retail site drive intersection with Bridge Street will operate at LOS D
during both the AM and PM peak hours. In addition, although the
intersection of the Bridge Street and St. Peter Street currently operates at
LOS F and would continue to do so in the build condition without
mitigation, the proposed site drive approach to the intersection is expected
to operate at LOS D and E during the AM and PM peak hours with delays
between 23 and 39 seconds.
Mitigation
To further improve traffic operations, the Jefferson at Salem project has r
committed to the City of Salem that the site driveway intersection opposite
St. Peter Street will be signalized. Signalization will improve the
operation of the intersection from LOS F with over 100 seconds of delay
to LOS C during the AM peak hour and LOS B during the PM peak hour
based upon a driveway with right and left turn lanes, and Bridge Street
with one lane in each direction and a left tum lane for the site drive.
3.8 Build Condition with the Bridge Street Bypass t
The city of Salem and MassHighway plan to design and construct the
Bridge Street Bypass, a section of roadway that will connect the southern ',
end of the new Beverly—Salem Bridge to the Bridge Street/Washington
Street intersection. The introduction of this bypass will measurably reduce
the number of through vehicles on the existing Bridge Street. The No
Build and Build condition traffic volumes along Bridge Street were
reduced similarly to the reductions taken in the MHD Bridge Street �.
Reconstruction Functional Design Report for the 2017 condition.
Anticipated roadway operating levels of service were calculated based on
the projected Build Condition with Bypass traffic volumes. Table 7
summarizes level of service analysis results for the existing, No Build
with Bypass and Build with Bypass conditions.
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Traffic Impact Study
Jefferson at Salem
Salem, Massachusetts 17
Table 7 Intersection Analysis Summary(with Bridge Street Bypass)
Intersection/Time Period Existing No Build Build with
with Bypass Bypass
Delay[ LOSS Delay LOS Delay LOS
Bridge Street/Webb Street3
AM Peak 11.2 B 10.0 B 10.0 B
PM Peak 11.6 B 6.0 B 6.1 B
Bridge Street/Pleasant Street
AM Peak 15.6 C 4.9 A 5.1 B
PM Peak >100 F 25.3 D 28.5 D
Bridge Street/Winter SQNorthey St
AM Peak >100 F 20.5 D 21.9 D
�. PM Peak >100 F 9.7 D 10.3 D
Bridge Street/Howard Street
AM Peak 25.5 D 8.6 B 11.6 B
PM Peak 44.2 E 11.8 C 12.7 C
Bridge Street/St Peter Street
AM Peak >100 F >100 F >100 F
PM Peak >100 F >100 F >100 F
Bridge Street/Washington Street
AM Peak >100 F >100 F >100 F
ii PM Peak >100 F >100 F >100 F
Federal Street/St Peter Street
AM Peak 3.5 A 3.5 A 3.5 A
PM Peak 2.7 A 2.7 A 2.7 A
Brown Street/Howard Street
AM Peak 2.9 A 2.9 A 2.9 A
1 PM Peak 2.7 A 2.7 A 2.7 A
Bridge Street/Site Drive
AM Peak N/A N/A N/A N/A 21.0 D
PM Peak N/A N/A N/A N/A 24.6 D
Delay is in seconds per vehicle
LOS= Level of Service
3 Signalized Intersection
>=Greater than
tThe future condition with the Bridge Street Bypass is characterized by a
general improvement in the roadway network. Only one project-induced
difference exists between the build and no-build conditions with the
Bypass: the delay for the intersection of Bridge Street and Pleasant Street
increases by 0.2 seconds, changing the LOS from A to B. This minor
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' 18 Salem, Massachusetts
change will be accommodated by the intersection. If the intersection of
the main site drive and the new Bridge Street opposite St. Peter Street is
unsignalized, it would continue to operate at LOS F in the AM and PM
peak. This LOS results from traffic moving from St. Peter Street onto the
new Bridge Street experiencing LOS F delays. Vehicles moving from the
Jefferson at Salem site onto the new Bridge Street would experience
significantly less delay. The LOS F operations will likely not be
experienced since the new Bridge Street intersection is expected to be
signalized, resulting in similar performance as that noted for the build
condition without the Bridge Street Bypass (LOS B-C).
The actual performance of Bridge Street Bypass intersections will be
affected by the final design of the Bypass as completed by MHD.
3.9 Future Alternative Transportation
The analysis described, as noted earlier, has reduced vehicle trips n
generated by the residential units to account for typical rail and bus
commuting rates for Salem. This is a conservative assumption since the
proximity to the MBTA Rail/Bus station makes it extremely convenient
for Jefferson at Salem residents to commute via mass transit Additionally,
excellent pedestrian and bicycle connections to the site will offer access
for residents and non-residents using the retail and public portion of the
site.
4.0 Conclusions
In both future build cases (without the Bridge Street Bypass constructed
and with the Bridge Street Bypass constructed), the increase in traffic on
Bridge Street generated by the project is expected to be less than 4 percent
during peak hours. This increase will have an insignificant impact on
existing traffic. The Traffic Impact Study was conservatively performed.
Actual trip generation may be further reduced since the site is adjacent to
the MBTA station and a greater number of residents than predicted may
commute by rail or bus. Additionally, the high level of pedestrian and
bicycle access to the site may further reduce automobile trips. '
Four separate driveways intersecting Bridge Street will provide
automobile access to Jefferson at Salem. Two driveways will serve the
residential portion of the site: one opposite St. Peter Street and the other
opposite Howard Street. The main site driveway will be opposite St. Peter
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Salem, Massachusetts 19
Street and will be signalized at the intersection with existing Bridge Street.
A direct access driveway intersecting Bridge Street will serve the retail
portion of the site on Parcel C. The ATM facility may be accessed by
separate driveway from Bridge Street and a driveway connecting to the
internal site drive. Access locations are illustrated on the attached Site
Plan, Sheet 1.
Traffic analysis for the future condition includes an analysis of the
contribution of Jefferson at Salem under two different scenarios:
• With the existing Bridge Street remaining as the site access.
• With the relocated Bridge Street Bypass in place.
The City of Salem and the MHD are designing and will construct the
Bridge Street Bypass, a section of roadway that will connect the southern
end of the new Beverly—Salem Bridge to the Bridge Street/Washington
Street intersection. The MHD's design for the Bridge Street Bypass brings
the new road across the Jefferson at Salem project site. Therefore, the
project site plan is being developed to accommodate the Bridge Street
Bypass in response to and as a result of the MHD's decision to build the
bypass. The site design allows easy connection of project driveways to
the new Bridge Street, when it is constructed by MHD. No MHD access
permits will be required for these connections since they will replace
interim driveways connecting to the existing Bridge Street. The interim
driveways will be in place prior to construction of the Bridge Street
Bypass.
The future condition without the Bridge Street Bypass is characterized by
five intersections along Bridge Street that will operate at a failing LOS F
during at least one peak hour with or without Jefferson at Salem. Only one
of these intersections, Bridge Street and Howard Street, has a project-
induced change in LOS during the AM peak hour. This intersection will
operate at LOS D under the no-build condition and at LOS E under the
build condition during the AM peak hour. This change in LOS is
associated with a minor 2.4 second increase in the average delay per
vehicle. An additional project induced change in LOS occurs at an
intersection that is not presently failing. This change occurs at the
intersection of Bridge Street and Webb Street during the AM peak hour.
The intersection will operate at LOS B under no-build conditions and LOS
C under build conditions. This change is associated with a 1.5 second
increase in the average delay per vehicle. The minor increases in delay
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Trac Impact Study
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induced by the project at Bridge Street and Howard Street and at Bridge
Street and Webb Street will be accommodated at these intersections.
The intersection of the site driveway opposite St. Peter Street and Bridge
Street will be signalized by the Jefferson at Salem project in the build
condition without the Bridge Street Bypass. This signalization will
improve the present LOS F operation of the intersection with more than
100 seconds of delay to LOS C during the AM peak hour and LOS B
during the PM peak hour. This signalization improves the performance of
the intersection so that it performs better than the existing and the no build
conditions.
The future condition with the Bridge Street Bypass is characterized by a
general improvement in the roadway network. Only one project-induced
difference exists between the build and no-build conditions with the
Bypass: the delay for the intersection of Bridge Street and Pleasant Street
increases by 0.2 seconds, changing the LOS from A to B. This minor
change will be accommodated by the intersection. If the intersection of
the main site drive and the new Bridge Street opposite St. Peter Street is
unsignalized, it would continue to operate at LOS F in the AM and PM
peak. This LOS results from traffic moving from St. Peter Street onto the
new Bridge Street experiencing LOS F delays. Vehicles moving from the
Jefferson at Salem site onto the new Bridge Street would experience �t
significantly less delay. The LOS F operations will likely not be
experienced since the new Bridge Street intersection is expected to be
signalized, resulting in similar performance as that noted for the build
condition without the Bridge Street Bypass (LOS B-C).
The actual performance of the intersections affected by the Bridge Street
Bypass will be affected by the final design of the Bypass as completed by
MHD.
Bicycle access to the site will be created by the construction of a bikeway
connecting to the MHD bikeway from Bridge Street, traversing the site
and reaching the viewing destinations along the river described earlier.
Pedestrian access will also be created with the introduction of the public
access paths and sidewalks described earlier, and the creation of a location
for potential future direct pedestrian connections to the MBTA Commuter
Rail Station.
The availability of enhanced bicycle and pedestrian access opportunities
for the development serve to decrease vehicle trips by providing access to
residences, mass transit, recreation, and retail stores. Presently, 14 percent
Rizzo ASSOCIATES, INC .
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Traffic Impact Study 'i
Jefferson at Salem
Salem, Massachusetts 2 1
rof residents commuting to work from Salem either walk or utilize mass
transit. Trip generation calculations for Jefferson at Salem utilized this
existing mode split percentage to reduce the projected number of vehicle
trips resulting from the residential component of the site, yielding the
results reported. Moreover, the extremely convenient and accessible
location of the project may result in more commuters using public transit
rather than their personal vehicles for commuting, further reducing vehicle
trips below what is reported in the quantitative analysis.
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