HomeMy WebLinkAboutTIA August 2025
Traffic Impact and Access Study
Proposed Residential
Development,
195 Phinney’s Lane
Centerville, Massachusetts
PREPARED FOR
Baxter Nye Engineering & Survey
1597 Falmouth Road, Suite 1
Centerville, MA 02632
PREPARED BY
101 Walnut Street
PO Box 9151
Watertown, MA 02471
617.924.1770
August 2025
Traffic Impact and Access Study
i Table of Contents
Table of Contents
1 Executive Summary ................................................................................................................... iv
2 Introduction ................................................................................................................................ 1
Project Description ..................................................................................................................................................... 1
Study Methodology ................................................................................................................................................... 3
3 Existing Conditions ..................................................................................................................... 4
Study Area ...................................................................................................................................................................... 4
Roadway Geometry .................................................................................................................................................... 5
Roadway ............................................................................................................................................................. 5
Intersections ..................................................................................................................................................... 7
Traffic Volume Data ................................................................................................................................................... 9
Count Adjustments ........................................................................................................................................ 9
Existing Traffic Volumes ............................................................................................................................... 9
Public Transportation .............................................................................................................................................. 13
CCRTA Fixed Routes .................................................................................................................................... 13
CCRTA On-Demand Transportation ...................................................................................................... 13
Vehicular Crash History........................................................................................................................................... 13
Highway Safety Improvement Program .............................................................................................. 16
4 Future Conditions ..................................................................................................................... 17
Background Traffic Growth ................................................................................................................................... 17
Historic Traffic Growth ................................................................................................................................ 17
Site-specific Growth ..................................................................................................................................... 18
No-Build Traffic Volumes ....................................................................................................................................... 18
Future Roadway Conditions .................................................................................................................................. 21
Trip Generation .......................................................................................................................................................... 22
Trip Distribution and Assignment ...................................................................................................................... 23
Build Traffic Volumes ............................................................................................................................................... 23
Site Access ................................................................................................................................................................... 27
Sight Distance Evaluation ...................................................................................................................................... 27
5 Traffic Operations Analysis ..................................................................................................... 29
Level-of-Service and Delay Criteria .................................................................................................................... 29
Level-of-Service Analysis ........................................................................................................................................ 30
Signalized Intersection Capacity Analyses .......................................................................................... 30
Unsignalized Intersection Capacity Analyses .................................................................................... 32
6 Conclusion ................................................................................................................................. 36
Traffic Impact and Access Study
ii Table of Contents
List of Tables
Table No. Description Page
Table 1 Existing Traffic Volume Summary – Peak Summer Season .................................................... 10
Table 2 Vehicular Crash Summary (2017-2021) ......................................................................................... 15
Table 3 Project Trip Generation Summary ................................................................................................... 22
Table 4 Trip Distribution ...................................................................................................................................... 23
Table 5 Sight Distance Summary ..................................................................................................................... 27
Table 6 Signalized Intersection Capacity Analysis – Peak Summer Season .................................... 31
Table 7 Unsignalized Intersection Capacity Analysis – Peak Summer Season ............................... 33
Table 7 Unsignalized Intersection Capacity Analysis – Peak Summer Season (Continued) ...... 34
Traffic Impact and Access Study
iii Table of Contents
List of Figures
Figure No. Description Page
Figure 1 Site Location Map and Study Area Intersections ......................................................................... 2
Figure 2 Study Area Intersection Lane Geometry and Traffic Control .................................................. 6
Figure 3 2025 Existing Conditions – Peak Season – Weekday Morning Peak Hour Traffic
Volumes ..................................................................................................................................................... 11
Figure 4 2025 Existing Conditions – Peak Season – Weekday Evening Peak Hour Traffic
Volumes ..................................................................................................................................................... 12
Figure 5 2032 No-Build Conditions Peak Summer Season – Weekday Morning Peak Hour
Traffic Volumes ........................................................................................................................................ 19
Figure 6 2032 No-Build Conditions Peak Summer Season – Weekday Evening Peak Hour
Traffic Volumes ........................................................................................................................................ 20
Figure 7 Trip Distribution ..................................................................................................................................... 24
Figure 8 2032 Build Conditions Peak Summer Season – Weekday Morning Peak Hour Traffic
Volumes ..................................................................................................................................................... 25
Figure 9 2032 Build Conditions Peak Summer Season – Weekday Evening Peak Hour Traffic
Volumes ..................................................................................................................................................... 26
Traffic Impact and Access Study
iv Executive Summary
Executive Summary
VHB, Inc. has prepared a traffic impact and access study (TIAS) for the proposed residential
development (the project) at 195 Phinney’s Lane in Centerville, Massachusetts. The proposed
Project involves the construction of 55 units. The site is currently vacant.
Access to the site will be from a single driveway on Great Marsh Road.
Based on a review of the anticipated trip generation and trip distribution for the proposed
project, a study area was established. The project study area will include the following 6
intersections:
Intersections:
· Falmouth Road (Route 28) at Phinney’s Lane (signalized)
· Great Marsh Road at Phinney’s Lane (unsignalized)
· Great Marsh Road at Juniper Road/Site Driveway (unsignalized)
· Great Marsh Road at Point of Pines Avenue (unsignalized)
· Great Marsh Road at Shootflying Hill Road (unsignalized)
· Great Marsh Road at Old Stage Road (unsignalized)
Turning movement counts (TMC), collecting peak hour data, were conducted at each of the study
area intersections during the weekday morning (7:00 AM to 9:00 AM), and weekday evening (4:00
PM to 6:00 PM) peak hours respectively in August of 2025 which represents peak summer season
on the Cape. Concurrent with the TMCs, 24-hour automatic traffic recorder counts were
conducted on Great Marsh Road and Phinney’s Lane in the vicinity of the project site.
The proposed Project is expected to result in a total of 28 new trips (7 entering/21 exiting) during
the weekday morning peak hour, and 33 trips (20 entering/13 exiting) during the weekday
evening peak hour.
› Capacity analyses were conducted for each of the study area intersections under
2025 Existing conditions, 2032 No-Build conditions (without the proposed
development), and 2032 Build conditions (with the proposed development) for both
the peak and average season conditions. The analysis results show only minor
changes at study area intersections as a result of this Project.
Traffic Impact and Access Study
1 Introduction
1
Introduction
This traffic study documents the findings of the traffic evaluation conducted for the Project
including an assessment of existing conditions, projection of future traffic volumes without and
with the proposed development, analysis of impacts of the proposed development, and
recommendations for improving existing capacity deficiencies as well as to offset project related
traffic impacts.
Project Description
The Proposed Residential Development will be located at 195 Phinney’s Lane in Centerville,
Massachusetts. The proposed Project involves the construction of 55 residential units. The site is
currently vacant. Access to the site will be from a single driveway on Great Marsh Road. The study
area is shown in Figure 1.
Source: MassGIS, NearMap
195 Phinney’s Lane | Centerville, MA
Figure 1: Site Location Map and Study Area Intersections
Signalized Intersection
Unsignalized Intersection
1. Falmouth Road (Route 28) at Phinney’s Lane
2. Great Marsh Road at Phinney’s Lane
3. Great Marsh Road at Juniper Road/Site Driveway
Legend Study Area Intersections
4. Great Marsh Road at Point of Pines Avenue
5. Great Marsh Road at Shootflying Hill Road
6. Great Marsh Road at Old Stage Road
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Traffic Impact and Access Study
3 Introduction
Study Methodology
This traffic assessment has been conducted in three stages. The first stage involved an assessment
of existing traffic conditions within the project area including an inventory of existing roadway
geometry; observations of traffic flow, including daily and peak period traffic counts; and a review
of vehicular crash data.
The second stage of the study established the framework for evaluating the transportation
impacts of the proposed project. Specific travel demand forecasts for the project were assessed
along with future traffic demands on the study area roadways due to projected background traffic
growth and other proposed area development that will occur, independent of the proposed
development. The year 2032, a seven-year time horizon, was selected as the design year for
analysis for the preparation of this traffic impact and access assessment to satisfy the Executive
Office of Environmental Affairs/Executive Office of Transportation [EOEA/EOT] guidelines.
The third and final stage involved conducting traffic analyses to identify both existing and
projected future roadway capacities and demands. This analysis was used as the basis for
determining potential project impacts and potential mitigation measures.
Traffic Impact and Access Study
4 Existing Conditions
2
Existing Conditions
Evaluation of the transportation impacts associated with the proposed Project requires a thorough
understanding of the existing transportation system in the Project study area. Existing transportation
conditions in the study area include roadway geometry, traffic controls, daily and peak period traffic
flow, and vehicular crash information data. Each of these elements is described in detail below.
Study Area
Based on a review of the anticipated trip generation and trip distribution for the proposed Project,
a study area was established. The study area was established based on local knowledge of the
area and the associated traffic anticipated by the proposed project. Using this approach, the
Project study area will include the following 6 intersections.
Intersections:
· Falmouth Road (Route 28) at Phinney’s Lane (signalized)
· Great Marsh Road at Phinney’s Lane (unsignalized)
· Great Marsh Road at Juniper Road/Site Driveway (unsignalized)
· Great Marsh Road at Point of Pines Avenue (unsignalized)
· Great Marsh Road at Shootflying Hill Road (unsignalized)
· Great Marsh Road at Old Stage Road (unsignalized)
The existing conditions evaluation consisted of an inventory of the traffic control; roadway,
driveway, and intersection geometry in the study area; the collection of daily and peak period
traffic volumes; and a review of recent vehicular crash history.
Traffic Impact and Access Study
5 Existing Conditions
Roadway Geometry
The major travel routes and intersections within the study area are described below. Figure 2
shows the observed existing geometry and traffic control at each study-area intersection.
Roadway
Great Marsh Road
Under the jurisdiction of the Town of Barnstable, Great Marsh Road within the study area is a two-
lane major collector running in an east-west orientation connecting Old Stage Road to the west
with Phinney’s Lane to the east. Great Marsh Road provides access to a series of residential
driveways between Old Stage Road and Phinney’s Lane. The posted speed limit of Great Marsh
Road is 30 miles per hour. No sidewalk is provided along Great Marsh Road.
Falmouth Road (Route 28)
Under the jurisdiction of MassDOT, Route 28 (Falmouth Road) within the study area is a four-lane
principal arterial running an east-west orientation. Within the study area, Route 28 provides
access to a series of residential and commercial driveways, as well as other roadways. The posted
speed limit along Route 28 is 55 miles per hour. A sidewalk is provided along the south side of
Route 28 within the study area.
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Traffic Impact and Access Study
7 Existing Conditions
Intersections
The following sections describe the study-area intersections in detail.
Falmouth Road (Route 28) at Phinney’s Lane
› Four-legged signalized intersection
› The eastbound leg of the intersection consists of one exclusive left-turn lane, one
through lane, and one shared through and right-turn lane
› The westbound leg of the intersection consists of one exclusive left-turn lane, one
through lane, and one shared through and right-turn lane
› The southbound leg of the intersection consists of one exclusive left-turn lane, and
one shared through and right-turn lane
› The northbound leg of the intersection consists of one exclusive left-turn lane, and
one shared through and right-turn lane.
› A crosswalk is provided across the west leg of the intersection and sidewalk is
provided along the south side of Route 28 at the east and west legs of the
intersection
› No shoulders exist on any of the approaches
› Land use in the area is a mix of residential and commercial
Great Marsh Road at Phinney’s Lane
› Three-legged unsignalized intersection
› All approaches consist of one all-purpose lane
› The eastbound leg of the intersection is under stop-control
› No sidewalks or crosswalks are provided at the intersection
› No shoulders exist on any of the approaches
› Land use in the area is mainly residential
Great Marsh Road at Juniper Road/Site Driveway
› Four-legged unsignalized intersection
› All approaches consist of one all-purpose lane
› The northbound leg of the intersection is the Site Driveway
› No sidewalks or crosswalks are provided at the intersection
› No shoulders exist on any of the approaches
› Land use in the area is mainly residential
Great Marsh Road at Point of Pines Avenue
› Four-legged unsignalized intersection
› All approaches consist of one all-purpose lane
› The northbound leg of the intersection is a residential driveway
› No sidewalks or crosswalks are provided at the intersection
Traffic Impact and Access Study
8 Existing Conditions
› No shoulders exist on any of the approaches
› Land use in the area is mainly residential
Great Marsh Road at Shootflying Hill Road
› Four-legged unsignalized intersection
› All approaches consist of one all-purpose lane under stop-control
› No sidewalks or crosswalks are provided at the intersection
› No shoulders exist on any of the approaches
› Land use in the area is mainly residential
Great Marsh Road at Old Stage Road
› Four-legged unsignalized intersection
› The westbound and northbound approaches consist of one general purpose lane
› The southbound approach consists of one exclusive left-turn lane, and one shared
through lane right-turn lane
› The westbound approach is under stop-control
› The eastbound approach is a driveway
› No crosswalks are provided at the intersection, but a sidewalk is provided along the
west side of Old Stage Road at the north leg of the intersection and along both sides
of Old Stage Road at the south leg of the intersection
› No shoulders exist on any of the approaches
› Land use in the area is mainly residential
Traffic Impact and Access Study
9 Existing Conditions
Traffic Volume Data
Turning movement counts (TMC) collecting peak hour data were conducted at study area
intersections during the weekday morning and evening peak periods from 7:00 AM to 9:00 AM
and 4:00 PM to 6:00 PM, respectively in August 2025. Concurrent with the TMCs, 24-hour
automatic traffic recorder (ATR) counts were collected on Great Marsh Road and Phinney’s Lane
near the site. All traffic count data is contained in the Appendix to this document.
The weekday morning and weekday evening peak periods are consistent with typical peak traffic
periods where the combination of site traffic, coupled with traffic already on the roadway are
most critical. Based on the TMCs, the weekday morning peak period generally occurred from 8:00
AM to 9:00 AM and the weekday evening peak period occurred from 4:00 PM to 5:00 PM.
Count Adjustments
Comparison of traffic count data with historic seasonal data available from the 2021 Traffic
Counting Report for Cape Cod Massachusetts indicates that August counts are higher than average
season conditions. The unadjusted August traffic counts were used for the peak-season
conditions, and they were adjusted down by a factor of 0.81 to represent the average season
conditions. The CCC Seasonal Adjustment Factors are included in the Appendix to this document.
Existing Traffic Volumes
A summary of the ATR traffic data is presented in Table 1.
Traffic Impact and Access Study
10 Existing Conditions
Table 1 Existing Traffic Volume Summary – Peak Summer Season
Location Daily a
Weekday Volume b K Factor c Dir. Dist. d Volume K Factor Dir. Dist.
Great Marsh Road, east of
Juniper Road
3,608 240 6.7% 64% EB 359 10.0% 60% WB
Phinney's Lane, north of
Great Marsh Road
10,617 733 6.9% 57% EB 924 8.7% 54% WB
a daily traffic expressed in vehicles per day. Based on daily volumes collected in August 2025. Exact peak hours of the ATRs
may not coincide with peak hours of the TMCs.
b peak period volumes expressed in vehicles per hour
c percent of daily traffic that occurs during the peak period
d directional distribution of peak period traffic
As shown in Table 1, Great Marsh Road, east of Juniper Road carries approximately 3,608 vehicles
on a typical weekday in the peak season with the morning peak hour accounting for 6.7-percent
of the weekday daily traffic flow and the evening peak hour accounting for 10.0-percent of the
weekday daily traffic flow. Traffic is slightly heavier in the eastbound direction during the weekday
morning peak hour and slightly heavier in the westbound direction during the weekday evening
peak hour.
Phinney’s Lane, north of Great Marsh Road carries approximately 10,617 vehicles on a typical
weekday in the peak season with the morning peak hour accounting for 6.9-percent of the
weekday daily traffic flow and the evening peak hour accounting for 8.7-percent of the weekday
daily traffic flow. Traffic is slightly heavier in the eastbound direction during the weekday morning
peak hour and slightly heavier in the westbound direction during the weekday evening peak hour.
Figures 3 and 4 illustrate the 2025 Existing weekday morning and evening peak hour traffic
volumes for the peak season condition and figures illustrating the 2025 Existing weekday morning
and peak hour traffic volumes for the average season are provided in the Appendix.
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SnegSignalized Intersection= Negligible
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Traffic Impact and Access Study
13 Existing Conditions
Public Transportation
Several transit services are currently provided on Cape Cod. The following information was
gathered from the Cape Cod Regional Transit Authority (CCRTA) web site.
CCRTA Fixed Routes
The CCRTA provides two fixed routes within the vicinity of the site, the Sealine and Hyannis
Crosstown. The Sealine connects the Hyannis Transportation Center to Woods Hole (Steamship
Authority) docks via Route 29 and Woods Hole Road. The Sealine stops in Centerville at Old Stage
Road and Main Street approximately 1 mile south of the site. The Hyannis Crosstown connects
Hyannis, West Main Street, and Barnstable High School to local shopping plazas and other
popular Hyannis locations. The Hyannis Crosstown stops in Centerville at West Main Street at Star
Market approximately 1.5 miles southeast of the site.
Aside from the designated stops, the Sealine runs along Route 28 directly south of the site and
the Hyannis Crosstown runs along Route 28 approximately 0.42 miles southeast of the site and
buses will provide service to patrons who flag the bus down in a safe location.
Service is provided daily for both the Sealine and Hyannis Crosstown and service is free to all
users. Schedules for the Sealine and Hyannis Crosstown are provided in the Appendix to this
document.
CCRTA On-Demand Transportation
The CCRTA provides on-demand transportation through DART and SmartDART.
The CCRTA provides Dial-A-Ride Transportation (DART) on weekdays by appointment to all Cape
Cod residents and visitors for a $3 fee (with discounted rates for disabled adults and seniors).
SmartDART provides app based, on-demand, door-to-door, ride-hail service cape-wide for a $3
fixed fare. Service to Centerville is provided Monday through Saturday. The SmartDART service
can be used as a way to connect to different CCRTA fixed routes throughout the cape.
Vehicular Crash History
To identify potential vehicle crash trends in the study area, vehicular crash data for the study area
intersections were obtained from Massachusetts Department of Transportation (MassDOT) for the
years 2017 to 2021, the most recent five-year period available. A summary of the MassDOT
vehicle crash history is provided in Table 2 and the detailed crash data is provided in the
Appendix to this document.
In addition to summarizing the crash history, VHB also calculated crash rates for the study area
intersections. Intersection crash rates are calculated based on the number of crashes at an
intersection and the volume of traffic traveling through that intersection on a daily basis. The
MassDOT average intersection crash rate for District 5 (the MassDOT district designation for the
Town of Newton) is 0.75 for signalized intersections and 0.57 for unsignalized intersections. In
other words, on average, 0.75 crashes occurred per million vehicles entering signalized
Traffic Impact and Access Study
14 Existing Conditions
intersections and 0.57 crashes occurred per million vehicles entering unsignalized intersections
throughout District 5. The crash rate worksheets for the study area intersections are included in
the Appendix to this document.
Traffic Impact and Access Study
15 Existing Conditions
Table 2 Vehicular Crash Summary (2017-2021)
Falmouth Road
(Route 28) at
Phinney’s Lane
Phinney’s Lane
at Great Marsh
Road
Great Marsh
Road at Juniper
Road/Site
Driveway
Great Marsh
Road at Point
of Pines
Avenue/
Driveway
Great Marsh
Road at
Shootflying Hill
Road
Great Marsh
Road/Driveway
at Old Stage
Road
Signalized? Yes No No No No No
MassDOT Average Crash Rate 0.75 0.57 0.57 0.57 0.57 0.57
Calculated Crash Rate 0.79 0.33 0.15 0.15 0.04 0.24
Exceeds Average? Yes No No No Yes No
Year
2017 8 0 1 1 1 0
2018 13 2 0 0 4 2
2019 11 1 0 0 4 1
2020 11 1 0 0 0 1
2021 3 3 0 0 0 2
Total 46 7 1 1 9 6
Yearly Average
Collision Type
Angle 15 2 0 0 8 2
Head-on 2 2 0 0 0 0
Rear-end 23 0 0 0 1 0
Rear-to-rear 0 0 0 0 0 0
Sideswipe, opposite direction 1 1 0 0 0 0
Sideswipe, same direction 3 0 0 0 0 0
Single Vehicle Crash 1 2 1 1 0 4
Not Reported 1 0 0 0 0 0
Severity
Fatal Injury 0 0 0 0 0 0
Non-Fatal Injury 14 3 0 1 1 2
Property Damage Only 30 4 1 0 8 4
Not Reported 2 0 0 0 0 0
Time of day
Weekday ,7:00 AM - 9:00 AM 7 0 0 0 0 0
Weekday, 4:00 – 6:00 PM 5 0 0 0 3 0
Saturday 11:00 AM – 2:00 PM 2 1 0 0 0 0
Weekday, other time 22 4 1 1 4 5
Weekend, other time 10 2 0 0 2 1
Pavement Conditions
Dry 42 4 1 1 7 2
Wet 3 3 0 0 2 2
Snow/Ice/Slush 1 0 0 0 0 2
Not Reported 0 0 0 0 0 0
Non-Motorist (Bike, Pedestrian) 1 0 0 0 0 0
Source: Crash data obtained from MassDOT Crash Portal, Accessed August, 2025.
Traffic Impact and Access Study
16 Existing Conditions
The most common reported crash type at the study area intersections were angle crashes with
rear-end crashes being the next most common. Most crashes occurred on dry pavement
conditions, but some were reported during wet or snow/ice/slush conditions. Most reported
crashes occurred during off-peak weekdays. One crash, at the intersection of Route 28 at
Phinney’s Lane involved a non-motorist such as a pedestrian or cyclist. Most of the reported
crashes resulted in property damage only, but some resulted in non-fatal injury.
The study area intersections of Route 28 at Phinney’s Lane and Great Marsh Road at Shootflying
Hill Road have crash rates that exceed the district average crash rates.
Highway Safety Improvement Program
In addition to calculating the crash rate, study area intersections should also be reviewed in
MassDOT’s Highway Safety Improvement Program (HSIP) database. The HSIP database identifies
crash clusters. An HSIP-eligible cluster is one in which the total number of equivalent property
damage only1 (EPDO) crashes in the area is within the top 5-percent of all clusters in that region.
An HSIP-eligible location is eligible for FHWA and MassDOT funds to address the identified safety
issues at these locations.
As part of this effort, VHB reviewed this database and found that only one intersection is HSIP
eligible, Route 128 at Phinney’s Lane, which is a 2019-2021 HSIP Crash Cluster.
Traffic Impact and Access Study
17 Future Conditions
3
Future Conditions
Traffic volumes in the study area were projected to the year 2032, reflecting a typical seven-year
traffic planning horizon. Independent of the project, volumes on the roadway network under the
2032 No-Build conditions were assumed to include existing traffic and new traffic resulting from
background development. Anticipated site-generated traffic volumes were added to the year
2032 No-Build traffic volumes to reflect the year 2032 Build conditions in the study area.
Background Traffic Growth
Traffic growth on area roadways is a function of the expected land development, economic
activity, and changes in demographics. A frequently used procedure is to estimate an annual
percentage increase and apply that increase to study area traffic volumes. An alternative
procedure is to identify estimated traffic generated by specific planned major developments that
would be expected to affect the project study area roadways. For the purpose of this assessment,
both methods were utilized.
Historic Traffic Growth
VHB conducted research to determine the historic growth rate for traffic in this area as well as
other planned developments that may affect traffic within the study area for the proposed
project. Based on information contained in the 2021 Traffic Counting Report for Cape Cod
Massachusetts, traffic has decreased at a rate of negative 0.81 percent per year Cape-wide over
the most recent available ten years (2012-2021). Centerville is part of the Upper Cape region, in
which traffic decreased at a rate of negative 0.44-percent per year between 2012 and 2021. To
provide a conservative analysis, a background growth rate of 0.50-percent per year will be applied
to the 7-year traffic planning horizon. It should be noted that the annual adjustment will not be
applied to traffic entering or exiting commercial driveways as these volumes are not expected to
see regular annual growth. The historical growth data provided in the 2021 Traffic Counting
Report for Cape Cod Massachusetts is contained in the Appendix.
Traffic Impact and Access Study
18 Future Conditions
Site-specific Growth
In addition to the historic traffic growth, VHB contacted representatives of the Town of Barnstable
to identify any other development projects planned within the vicinity of the site. Based on
communication with the town, several projects below are proposed in immediate proximity that
are expected to influence the project site:
› 1600 Falmouth Road (Bell Tower) – 26 residential units
› 850 Falmouth Road (Residences at 850 Falmouth Road) – 53 residential units
› 421 West Main Street – 4 residential units
› 900 Old Stage Road – 14 residential units
A traffic memo with trip generation is available for 900 Old Stage Road, but no trip generation or
trip distribution information is available for any of the other background projects. Trip generation
for each of the other background projects was estimated using ITE Trip Generation. Background
project estimated volumes are provided in the Appendix to this document as well as the provided
trip generation for the 900 Old Stage Road project.
No-Build Traffic Volumes
The 2032 No-Build traffic volumes were developed by applying the 0.50-percent per year growth
rate and background project volumes to the 2025 Existing conditions volumes. Figures 5 and 6
display the resulting 2032 No-Build peak hour traffic volumes for the peak summer season and
figures displaying the resulting 2032 No-Build peak hour traffic volumes for the average season
are provided in the appendix.
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Traffic Impact and Access Study
21 Future Conditions
Future Roadway Conditions
Another factor affecting background traffic conditions is the implementation of roadway
improvements within the study area. VHB contacted the Town of Barnstable, and informed by that
conversation, one project has been identified and has recently been completed. The project is
described in detail below..
Traffic Impact and Access Study
22 Future Conditions
Trip Generation
The proposed project would involve the construction of 55 residential units, 36 multi-family residential
units, and 19 single-family residential units. The rate at which any development generates traffic is
dependent upon a number of factors such as size, location, and concentration of surrounding
developments. Trip generation estimates for the proposed use were projected using trip generation
rates published by the Institute of Transportation Engineers (ITE) Trip Generation, 11th Edition2. The
number of vehicle-trips generated by the project were estimated based on ITE LUC 221 (Multifamily
Housing (Mid-Rise) – Not Close to Rail Transit and LUC 210 Single Family Homes Detached. The
estimated trip generation for the proposed subdivision is presented below in Table 3.
Table 3 Project Trip Generation Summary
Time Period Direction
Multi-Family
Residential
Trips a
Single-Family
Residential
Trips b
Total
Residential
Trips
Weekday Morning Peak Hour Enter 3 4 7
Exit 10 11 21
Total 13 15 28
Weekday Evening Peak Hour Enter 8 12 20
Exit 6 7 13
Total 14 19 33
a Based on ITE LUC 221 – Multifamily Housing (Mid-Rise) – Not Close to Rail Transit using average rates for peak of
generator
b Based on ITE LUC 210 – Single Family Homes Detached using average rates for peak of generator
As shown in Table 3, the proposed Project is expected to result in a total of 28 new trips (7
entering/21 exiting) during the weekday morning peak hour, and 33 trips (20 entering/13 exiting)
during the weekday evening peak hour. The full ITE Trip Generation calculations are provided in
the Appendix.
2 Trip Generation, 11th Edition, Institute of Transportation Engineers, Washington D.C., 2021.
Traffic Impact and Access Study
23 Future Conditions
Trip Distribution and Assignment
The directional distribution of Project traffic traveling to and from the Site is based on the
currently observed distribution patterns of the existing roadway network, a review of U.S. census
journey-to-work data for the Town of Barnstable, and consideration of the proposed Site use. The
results are summarized in Table 4. Figure 11 illustrates the regional trip distribution and detailed
trip distribution calculations are provided in the Appendix. The site generated vehicle volume
networks are also provided in the Appendix.
Table 4 Trip Distribution
Entering Site From/Exiting Site To Entering Exiting
Route 28 (Falmouth Road) East 13% 13%
Route 28 (Falmouth Road) West 19% 19%
Old Stage Road North 30% 30%
Phinney’s Lane North 36% 36%
Phinney’s Lane South 2% 2%
Total 100% 100%
Build Traffic Volumes
The projected site-generated traffic volumes, summarized in Table 9, were distributed on the
study area roadways using the trip distribution shown in Table 4 and added to the 2032 No-Build
peak hour traffic volumes to develop the 2032 Build peak hour traffic volumes. The 2032 Build
traffic volumes are shown in Figures 8 and 9 for the peak summer season and the average season
2032 Build traffic volume networks are provided in the appendix.
Source: MassGIS, NearMap
195 Phinney’s Lane | Centerville, MA
Figure 7: Trip Distribution
Trip Distribution
Legend
28
28
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Traffic Impact and Access Study
27 Future Conditions
Site Access
Access to the site would be provided by single access driveway off of Great Marsh Road across
from Juniper Road.
Sight Distance Evaluation
A sight distance evaluation was conducted for the Site driveway intersections on Great Marsh Road
at Site Driveway and Great Marsh Road at Phinney's Lane. Measurements were taken for Stopping
Sight Distance and Intersection Sight Distance in accordance with guidelines provided by the
American Association of State Highway and Transportation Officials (AASHTO).
Sight distance considerations are divided into two categories: Stopping Sight Distance (SSD) and
Intersection Sight Distance (ISD). Stopping sight distance (SSD) is the distance required for a
vehicle approaching an intersection from either direction to perceive, react and come to a
complete stop to avoid colliding with an object in the road. In this respect, SSD can be considered
as the minimum visibility criterion for the safe operation of an unsignalized intersection.
Intersection sight distance (ISD) is based on the time required for perception, reaction and
completion of the desired critical exiting maneuver (typically, a left turn) once the driver on a
minor street approach (or a driveway) decides to execute the maneuver. Calculations for ISD
include the time to (1) turn left and clear the near half of the intersection without conflicting with
the vehicles approaching from the left; and (2) upon turning left, to accelerate to the operating
speed on the roadway without causing approaching vehicles on the main road to unduly reduce
their speed. In this context, ISD can be considered as a desirable visibility criterion for the safe
operation of an unsignalized intersection. The sight distance calculations are included in the
Appendix. Table 5 presents a summary of the ISD and SSD analysis, based on the observed 85th
percentile speeds. For Great Marsh Road, the 85th percentile speeds recorded by the ATR were 38
mph for eastbound traffic and 37 mph for westbound traffic. For Phinney’s lane, the 85th
percentile speeds recorded by the ATR were 37 mph for northbound traffic and 36 mph for
southbound traffic.
Table 5 Sight Distance Summary
Stopping Sight Distance (feet) Intersection Sight Distance (feet)
Location Required1 Measured2 Desirable1 Measured2
Great Marsh Road at Juniper Road/Site Driveway
East of Site Driveway 270 370 365 300
West of Site Driveway 280 410 420 370
Phinney’s Lane at Great Marsh Road
North of Great Marsh Road 270 550 450 410
South of Great Marsh Road 260 350 300 345
1 Based on AASHTO guidelines
2 Based on field measurements conducted by VHB in August 2025
As shown in Table 5, at Great Marsh Road at Juniper Road/Site Driveway the available SSD
exceeds the AASHTO requirements in both directions. The desirable ISD is achieved looking east
Traffic Impact and Access Study
28 Future Conditions
of the site driveway but falls short looking east due to vegetation overgrowth and an existing tree.
Trimming vegetation and overgrown brush on both sides of the site driveway and removing the
tree immediately east of the site driveway would improve sight distance in both directions.
At Phinney’s Lane at Great Marsh Road, the available SSD exceeds the AASHTO requirements in
both directions. The desirable ISD looking north is met but the desirable ISD looking south is
approximately 45 feet less than desirable.
The AASHTO sight distance calculation sheets are provided in the Appendix to this document.
Traffic Impact and Access Study
29 Traffic Operations Analysis
4
Traffic Operations Analysis
Measuring existing traffic volumes and projecting future traffic volumes quantifies traffic within
the study area. To assess quality of flow, roadway capacity analyses were conducted with respect
to the 2025 Existing conditions and projected 2032 No-Build and 2032 Build traffic volume
conditions. Capacity analyses provide an indication of the adequacy of the roadway facilities to
serve the anticipated traffic demands. The analysis summary tables provided in this chapter
contain the results of the peak summer season analyses and average month analyses are
provided in the Appendix to this document.
Level-of-Service and Delay Criteria
Level-of-service (LOS) is the term used to denote the different operating conditions that occur on a
given roadway segment under various traffic volume loads. It is a qualitative measure of the effect
of a number of factors including roadway geometrics, speed, travel delay, freedom to maneuver,
and safety. Level-of-service provides an index to the operational qualities of a roadway segment or
an intersection. Level-of-service designations range from A to F, with LOS A representing the best
operating conditions and LOS F representing the worst operating conditions.
For this study, capacity analyses were completed for the signalized and unsignalized study area
intersections, and roadway segments. Level-of-service (LOS) designation is reported differently for
signalized intersections, unsignalized intersections, and roadway segments. For signalized
intersections, the analysis considers the operation of each lane or lane group entering the
intersection and assigns a LOS designation to each. Overall intersection data is then calculated in
order to represent the overall conditions at the intersection. The evaluation criteria used to analyze
the signalized study area intersections is based on the percentile-delay method (Synchro results).
For unsignalized intersections, the analysis assumes that traffic on the mainline is not affected by
traffic on the side streets. The LOS is determined primarily for left turns from the main street and all
movements from the minor street. The evaluation criteria used to analyze the unsignalized study
area intersections is based on the 2016 Highway Capacity Manual (HCM).1F1F
3 For roadway segments,
the roadway geometrics determine the segment capacity and the percent of traffic that have the
ability to travel at or near the posted speed limit is used to assess level-of-service. The evaluation
criteria used to analyze the study area roadway segments is based on the 2010 Highway Capacity
Manual (HCM).
3 Transportation Research Board, Highway Capacity Manual, Washington, D.C., 2016.
Traffic Impact and Access Study
30 Traffic Operations Analysis
Level-of-Service Analysis
Levels-of-service analyses were conducted for the 2025 Existing, 2032 No-Build, and 2032 Build
conditions for the signalized and unsignalized study-area intersections.
Signalized Intersection Capacity Analyses
Table 6 presents a summary of the capacity analyses for the signalized intersections in the study
area during the peak summer season. The capacity analyses worksheets are included in the
Appendix to this document as well as the capacity analyses worksheets and LOS tables for the
average season.
Traffic Impact and Access Study
31 Traffic Operations Analysis
Table 6 Signalized Intersection Capacity Analysis – Peak Summer Season
Location /
Movement
2025 Existing Conditions 2032 No-Build Conditions 2032 Build Conditions
v/c a Del b LOS c 50 Q d 95 Q e v/c Del LOS 50 Q 95 Q v/c Del LOS 50 Q 95 Q
Falmouth Road (Route 28) at Phinney’s Lane
Weekday Morning
EB L >1.20 >120 F ~213 #465 >1.20 >120 F ~223 #482 >1.20 >120 F ~223 #482
EB T 0.71 24 C 225 #542 0.72 24 C 235 #570 0.72 24 C 235 #570
WB L 0.49 57 E 27 #103 0.50 57 E 27 #103 0.50 57 E 27 #103
WB T 0.63 23 C 157 357 0.64 23 C 167 378 0.64 23 C 167 378
NB L 0.36 48 D 17 #60 0.33 47 D 15 #62 0.33 47 D 15 #62
NB T 0.46 36 D 65 149 0.43 35 D 59 155 0.43 35 D 59 155
SB L 0.14 37 D 12 46 0.13 37 D 12 46 0.16 37 D 15 53
SB T 0.89 59 E 118 #364 0.90 61 E 118 #375 0.90 61 E 118 #375
Overall 100 F 106 F 106 F
Weekday Evening
EB L >1.20 >120 F ~171 #415 >1.20 >120 F ~190 #433 >1.20 >120 F ~190 #433
EB T 0.74 26 C 207 #469 0.75 26 C 220 #523 0.75 26 C 220 #523
WB L 0.75 87 F 31 #141 0.78 93 F 34 #145 0.78 93 F 34 #145
WB T 0.69 24 C 185 414 0.72 25 C 207 #463 0.72 25 C 208 #471
NB L 0.64 69 E 26 #102 0.55 62 E 23 #105 0.55 62 E 23 #105
NB T 0.72 46 D 105 #257 0.64 43 D 94 #272 0.64 43 D 94 #272
SB L 0.32 43 D 18 68 0.28 41 D 19 67 0.28 41 D 19 67
SB T 1.03 86 F ~148 #475 1.13 115 F ~196 #518 1.13 115 F ~196 #518
Overall 84 F 93 F 93 F
a Volume to capacity ratio.
b Average total delay, in seconds per vehicle.
c Level-of-service.
d 50th percentile queue, in feet.
e 95th percentile queue, in feet.
~ Volume exceeds capacity, queue is theoretically infinite.
# 95th percentile volume exceeds capacity, queue may be longer.
m Volume for 95th percentile queue is metered by upstream signal.
dl Defacto Left Lane. Recode with 1 through lane as a left lane.
As shown in Table 6
· During the peak summer season:
o The intersection of Falmouth Road (Route 28) at Phinney’s Lane has an LOS F
under all conditions during both the weekday morning and weekday evening
peak hours. The intersection does not increase in delay between the 2032 No-
Build and 2032 Build conditions.
Traffic Impact and Access Study
32 Traffic Operations Analysis
Unsignalized Intersection Capacity Analyses
The analytical methodologies typically used for the analysis of unsignalized intersections use
conservative analysis parameters, such as high critical gaps.2F2F.
4
Actual field observations indicate
that drivers on minor streets generally accept smaller gaps in traffic than those used in the
analysis procedures and therefore experience less delay than reported by the analysis software.
Consequently, the analysis results tend to overstate the actual delays experienced in the field. For
this reason, the results of the unsignalized intersection analyses should be considered highly
conservative.
Table 7 presents a summary of the capacity analyses for the unsignalized intersections in the
study area during the peak season condition. The capacity analyses worksheets are included in
the Appendix to this document as well as the capacity analyses worksheets and LOS tables for the
average season.
Traffic Impact and Access Study
33 Traffic Operations Analysis
Table 7 Unsignalized Intersection Capacity Analysis – Peak Summer Season
Location /
Movement
2025 Existing Conditions 2032 No-Build Conditions 2032 Build Conditions
D a v/c b Del c LOS d 95 Q e D v/c Del LOS 95 Q D v/c Del LOS 95 Q
Phinney’s Lane at Great Marsh Road
Weekday Morning
EB L/R 150 0.38 18 C 43 155 0.39 19 C 45 170 0.43 19 C 53
NB L 25 0.02 8 A 3 25 0.02 8 A 3 25 0.02 8 A 3
Weekday Evening
EB L/R 150 0.49 27 D 65 155 0.56 32 D 80 165 0.61 34 D 93
NB L 60 0.06 9 A 5 60 0.06 9 A 5 65 0.07 9 A 5
Great Marsh Road at Juniper Road/Site Driveway
Weekday Morning
EB L 1 0.00 7 A 0 1 0.00 7 A 0 1 0.00 7 A 0
WB L - - - - - - - - - - 5 0.00 8 A 0
NB L/T/R - - - - - - - - - - 20 0.03 10 A 3
SB L/T/R 15 0.03 10 B 3 15 0.02 10 A 3 15 0.02 10 A 3
Weekday Evening
EB L 1 0.00 8 A 0 1 0.00 8 A 0 1 0.00 8 A 0
EB L - - - - - - - - - - 10 0.01 8 A 0
WB L - - - - - - - - - - 10 0.02 11 B 3
NB L/T/R 5 0.01 10 A 0 5 0.01 9 A 0 5 0.01 9 A 0
Great Marsh Road at Point of Pines Avenue /Driveway
Weekday Morning
EB L 2 0.00 8 A 0 2 0.00 8 A 0 2 0.00 8 A 0
NB L/T/R 1 0.00 9 A 0 1 0.00 9 A 0 1 0.00 9 A 0
SB L/T/R 10 0.03 10 A 3 10 0.01 10 A 0 10 0.01 10 A 0
Weekday Evening
EB L 5 0.00 8 A 0 5 0.00 8 A 0 5 0.00 8 A 0
NB L/T/R - - - - - - - - - - - - - - -
SB L/T/R 10 0.04 11 B 3 10 0.02 11 B 3 10 0.02 11 B 3
a Demand
b Volume to capacity ratio.
c Average total delay, in seconds per vehicle.
d Level-of-service.
e 95th percentile queue, in feet.
# 95th percentile volume exceeds capacity, queue may be longer.
m Volume for 95th percentile queue is metered by upstream signal.
Traffic Impact and Access Study
34 Traffic Operations Analysis
Table 7 Unsignalized Intersection Capacity Analysis – Peak Summer Season (Continued)
Location /
Movement
2025 Existing Conditions 2032 No-Build Conditions 2032 Build Conditions
D a v/c b Del c LOS d 95 Q e D v/c Del LOS 95 Q D v/c Del LOS 95 Q
Great Marsh Road at Shootflying Hill Road
Weekday Morning
EB L/T/R 102 0.15 8 A 13 107 0.14 8 A 13 112 0.15 8 A 13
WB L/T/R 90 0.14 8 A 13 95 0.13 8 A 10 105 0.14 8 A 13
NB L/T/R 60 0.09 8 A 8 60 0.08 8 A 8 60 0.08 8 A 8
SB L/T/R 85 0.13 8 A 10 85 0.12 8 A 10 85 0.12 8 A 10
Weekday Evening
EB L/T/R 90 0.14 8 A 13 95 0.13 8 A 13 105 0.15 9 A 13
WB L/T/R 195 0.28 9 A 28 200 0.27 9 A 28 205 0.28 9 A 28
NB L/T/R 67 0.10 8 A 8 67 0.10 8 A 8 67 0.01 8 A 8
SB L/T/R 120 0.18 9 A 15 125 0.18 9 A 15 125 0.18 9 A 18
Old Stage Road at Great Marsh Road
Weekday Morning
EB L/T/R 2 0.02 41 E 3 2 0.02 45 E 3 2 0.02 45 E 3
WB L/T/R 66 0.12 12 B 10 71 0.13 12 B 13 80 0.17 14 B 15
NB L 1 0.00 9 A 0 1 0.00 9 A 0 1 0.00 9 A 0
SB L 100 0.10 9 A 8 105 0.10 9 A 8 105 0.10 9 A 8
Weekday Evening
EB L/T/R - - - - - - - - - - - - - - -
WB L/T/R 160 0.36 17 C 40 165 0.39 18 C 45 172 0.43 19 C 53
NB L - - - - - - - - - - - - - - -
SB L 85 0.09 9 A 8 90 0.11 9 A 10 95 0.11 9 A 10
a Demand
b Volume to capacity ratio.
c Average total delay, in seconds per vehicle.
d Level-of-service.
e 95th percentile queue, in feet.
# 95th percentile volume exceeds capacity, queue may be longer.
m Volume for 95th percentile queue is metered by upstream signal.
Traffic Impact and Access Study
35 Traffic Operations Analysis
As shown in Table 7
· During the peak summer season, at the intersection of Phinney’s Lane at Great Marsh
Road:
o During the weekday morning peak hour, the eastbound left turn movement
operates at an LOS C during all conditions, and the northbound left turn
movement operates at an LOS A during all conditions
o During the weekday evening peak hour, the eastbound left turn movement
operates at an LOS D during all conditions, and the northbound left turn
movement operates at an LOS A during all conditions
· At the intersection of Great Marsh Road at Juniper Road/Site Driveway:
o All movements operate at an LOS A during both the weekday morning and
evening peak hours under all conditions
· At the intersection of Great Marsh Road at Point of Pines Avenue/Driveway:
o During the weekday morning peak hour, all movements operate at an LOS A
under all conditions
o During the weekday evening peak hour, the eastbound left turn movement
operates at an LOS A under all conditions, and the southbound movement
operates at an LOS B under all conditions
· At the intersection of Great Marsh Road at Shootflying Hill Road:
o All movements operate at an LOS A during both the weekday morning and
evening peak hours under all conditions
· At the intersection of Old Stage Road at Great Marsh Road:
o During the weekday morning peak hour, the eastbound movement operates at
an LOS E under all conditions, the westbound movement operates at an LOS B
under all conditions, and the northbound and southbound left turn movements
operate at an LOS A under all conditions
o During the weekday evening peak hour, the westbound movement operates at
an LOS C under all conditions, and the southbound left turn movement operates
at an LOS A under all conditions
At all study area unsignalized intersections, no decrease in LOS occurred between the 2025
Existing, 2032 No-Build, and 2032 Build conditions.
Traffic Impact and Access Study
36 Conclusion
5
Conclusion
VHB, Inc. has prepared a traffic impact and access study (TIAS) for the proposed residential development
to be located at 195 Phinney’s Lane in Centerville, Massachusetts. Primary access to the site will be from a
single driveway on Great Marsh Road. Based on a review of the anticipated trip generation and trip
distribution for the proposed project, a study area was established, the project study area included the
following 6 intersections:
· Falmouth Road (Route 28) at Phinney’s Lane (signalized)
· Great Marsh Road at Phinney’s Lane (unsignalized)
· Great Marsh Road at Juniper Road/Site Driveway (unsignalized)
· Great Marsh Road at Point of Pines Avenue (unsignalized)
· Great Marsh Road at Shootflying Hill Road (unsignalized)
· Great Marsh Road at Old Stage Road (unsignalized)
Turning movement counts (TMC) collecting peak hour data were conducted at study area
intersections during the weekday morning and evening peak periods from 7:00 AM to 9:00 AM and
4:00 PM to 6:00 PM, respectively in August 2025. Concurrent with the TMCs, 24-hour automatic
traffic recorder (ATR) counts were collected on Great Marsh Road and Phinney’s Lane near the site.
The proposed Project is expected to result in a total of 28 new trips (7 entering/21 exiting) during the
weekday morning peak hour, and 33 trips (20 entering/13 exiting) during the weekday evening peak
hour.
Capacity analyses were conducted for each of the study area intersections and roadway segments
under 2025 Existing conditions, 2032 No-Build conditions (without the proposed development), and
2032 Build conditions (with the proposed development). The analysis results show only minor
changes at study area intersections because of this Project.