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HomeMy WebLinkAboutWEBA Request for DPW Review from Mr. TemplePage 1 of 1 April 30, 2026 Griffin Beaudoin, P.E. Town Engineer Barnstable Department of Public Works 382 Falmouth Road Hyannis, MA 02601 CC: Matt Wrobel, P.E., Senior Project Manager – Water & Sewer, Barnstable DPW James S. Kupfer, AICP, MPA, Director of Planning and Development Re: DPW Review of the Homes at Centerville Cove / Great Marsh Development LLC Project [WEBA Neighborhood Public Safety Concerns in Response to DPW 4/8/26 Comments] Dear Mr. Beaudoin, Based on several public safety questions and concerns, please accept this WEBA Neighborhood Public Safety Concerns document and accompanying analysis materials for DPW’s consideration in connection with its April 8, 2026, Review Comments provided to the ZBA regarding the Homes at Centerville Cove project. Key Issue The proposed sub-division access on Great Marsh Road aligns directly with Juniper Road. The proposed 4-way intersection location creates significant public safety issues for residents of the new development, the WEBA neighborhood and vehicle traffic on Great Marsh Road. DPW’s April 8 hearing comments specifically requested that the project applicant: #8 – Provide sight lines evaluating stopping sight distance for each direction of travel from the exit of the proposed development onto Great Marsh Road. #9 – The Planning and Development Department has informed DPW that a traffic impact analysis/trip generation report is being submitted by the developer, upon receipt DPW will review and provide comment. The attached memorandum and analysis materials are being respectfully provided to add to DPW’s engineering review by highlighting public safety issues that appear directly relevant to those two requested items, particularly from the perspective of roadway safety, access geometry, intersection design, and foreseeable neighborhood impacts. Thank you for your time, attention, and continued review of this project. I would be willing to meet in person to clarify or discuss any of the attached materials if that would be helpful during DPW’s review. Respectfully submitted, Jeffrey S. Temple Attachments: WEBA Neighborhood Traffic Impacts and 4 associated tables, graphics and plans. Page 1 of 3 WEBA Neighborhood Traffic Impacts: Public Safety Issues Key Issue The proposed sub-division access on Great Marsh Road aligns directly with Juniper Road. This 4- way intersection location creates significant public safety issues for residents of the new development, the WEBA neighborhood and vehicle traffic on Great Marsh Road. The Traffic Impact and Analysis Study, TIAS, did not evaluate the predictable vehicle cut- through route and its impacts, as well as the additional operational impacts to neighborhood public safety concerns in both the WEBA and Richardson Road neighborhoods. 1. Stopping Sight Distance (SSD) Regulation (refer to “Stopping Sight Distance Analysis” document) • There is potential conflict with the Town of Barnstable’s Code Chapter §801-13, Stopping Sight Distance requirements at the proposed Great Marsh Road access location. • Attached comparative table warrants DPW review of Sight Stopping distances under the Town of Barnstable regulations for actual operating speeds referenced in the TIA. • This review is a critical public safety issue in that these distances do not contemplate the current conditions of school buses stopping at this location with a couple of vehicles behind them on this “major collector road” with its sharp “blind” curve to the West. 2. Intersection Conflict Points and Access Geometry (refer to “Conflict Points” graphic document) • The proposal effectively converts the existing Juniper Road / Great Marsh Road 3-leg intersection (9 conflict points) into a 4-leg intersection (32 conflict points). • This represents a substantial increase in vehicle and pedestrian conflict exposure. • Great Marsh Road functions as a “major collector” roadway and lacks shoulders and sidewalks causing significant pedestrian vulnerability. • The TIAS reportedly identifies approximately 38 MPH operating speeds as the 80th percentile in a posted 30 MPH zone, further compounding safety concerns. 3. Predictable Cut-Through / Bypass Traffic into the WEBA Neighborhood • Direct alignment of the proposed project entrance with Juniper Road will create a predictable and consistent cut-through route for residents seeking to bypass congestion at the Great Marsh / Phinney’s Lane intersection. • This will increase non-local traffic on pedestrian sensitive narrow Minor B neighborhood roads, with 16’-19’ width, not designed for through traffic. • These roads lack sidewalks, forcing pedestrians into a shared roadway, increasing pedestrian-vehicle conflict safety risk. Page 2 of 3 4. Road Curve Geometry Within WEBA Neighborhood • Increased traffic on the existing pedestrian sensitive WEBA roads elevates public safety risks at the low-radius curve locations with their limited stopping sight visibility. • Additional non-local traffic would disproportionately affect pedestrian safety in this established neighborhood setting with its significant number of walkers. 5. Vehicle Trips In and Out of Proposed Sub-Division (refer to “Trip Generation Comparison” table) • There is a perception that the modified proposed sub-division now without an apartment building generates less vehicle trips per day. • Vehicle in-out traffic is virtually unchanged since density reduction of loss of 35 apartment units and the addition of 19 additional 3-bedroom homes. • With sub-division density basically un-changed, vehicle in/out functional traffic impacts remain materially similar. • The question remains the same as to whether the 339 in/out trips per day are adequately addressed regarding safety concerns associated with the access placement. Recommended Mitigation Hierarchy (refer to the Project Plan – “Relocated Entrance/Exit” plan set) • Option 1 - Relocate the sub-division access between 150 feet to 220 feet to the east of Juniper Road to eliminate direct alignment, reduce conflict exposure, avoid cut-through conditions, and all related public safety impacts while maintaining project feasibility. • Option 2 - Create a modified entrance/exit to force left and right turns only. This is in keeping with developers stated intention to only access Great Marsh Road. Conclusion This material is respectfully submitted, not as opposition to the sub-division itself, but to support DPW’s engineering and public safety review, by emphasizing that the Great Marsh access placement, sight distance regulations, intersection geometry, and vehicle trip generation are all consequential to public safety. Because DPW specifically requested evaluation of Stopping Sight Distance and Traffic Impact Analysis / trip generation materials, I respectfully request that DPW review and consider whether the project application has fully addressed both the technical requirements and the broader public safety implications of the current access design to include; 1. Stopping Sight Distances regulations under Town requirements. 2. Intersection conflict points and access geometry safety. Page 3 of 3 3. Predictable neighborhood cut-through traffic impacts. 4. Safety impacts on existing WEBA neighborhood pedestrian sensitive minor B roads. 5. Time of year traffic impact analysis. a. Although large Cape roads have much higher traffic during summer months, the development analysis should include non-summer for example September when there is school bus traffic, school sports, local residents back from vacation as well as summer traffic should period is still in effect on this “major collector road” as cited by the TIAS, page 5. b. TIAS states in study overview that data was collected in September. Data sheets show data collected on a one weekday in August for the entire basis of analysis. Basing the analysis of data capture on one weekday in August potentially understates the local traffic operations. c. The Study does not appear to include data on the current daily trend of delivery vehicles. Data for this study is based on prior years, not current trends. 6. Cape Cod Commissions 2025 Transportation Technical Bulletin requires a broader analysis of off-site safety, local roadway impacts, and hazard mitigation. The comment letter submitted to the ZBA, does not appear to clearly show whether neighborhood shortcutting, conflict point increases, or WEBA pedestrian impacts as an adjoining neighborhood and accessed through a proposed intersection, were fully analyzed under Objectives TR1 and TR2.” 7. MassHousing in their Determination and Recommendations stated, “the applicant is encouraged to work with the design team to address concerns related to pedestrian circulation, open space elements, and providing safe connections to existing streets and walkways”. a. A bike path/walkway to Richardson Road and food outlets is significantly safer access to existing streets than the proposed Great Marsh access and the Phinney’s Lane / Route 28 intersection. b. The Town plan calls for “connecting” neighborhoods The sub-division entrance relocation should be more fully evaluated as a feasible mitigation. The current design creates predictable cut-through traffic, higher pedestrian/vehicle conflict risk conditions, and fails to meet Town of Barnstable regulation Chapter §801-13, all public safety impacts. Relocation of the proposed intersection is a feasible, effective, and public safety code-compliant solution that protects residents of both the sub-division and the WEBA neighborhood as well as travelers on Great Marsh Road. With minor geometric changes, there is no loss of sub-division density or feasibility and no economic hardship under Chapter 40B. Attachments: 1. Stopping Sight Distance Analysis 2. Conflict Points graphic 3. Trip Generation Comparison Table 4. Relocated Project Entrance/Exit Plan Set (2 plans) STOPPING SIGHT DISTANCE - ANALYSIS SUMMARY RE: Proposed Project Access – Great Marsh Road Applicable Standards 1. Town of Barnstable Chapter 801 Subdivision Regulations 801a Appendix A 2. Town of Barnstable Chapter 801 Subdivision Regulations section 13 3. AASHTO (used by Traffic Impact Analysis Study) Subdivision The Town of Barnstable Subdivision Regulations establish Stopping Sight Distance, SSD, requirements for Major and Secondary roads as well as a method of measurement. Appendix Requirements • The measured sight distance, SSD at the proposed access is 410 feet looking west and 370 feet looking east. Under the 475-foot requirement applicable to a major or collector roadway, the access fails in both directions. • Under the lesser 400-foot secondary road standard, the access still fails looking east. Chapter 801 Section 13 Sight Distances at Road Intersections (refer to Exhibit A) • Stopping sight distance, SSD evaluated at 35 miles per hour, corresponds to approximately 415 feet. The measured available sight distance for this location is below that value in both directions. Accordingly, the proposed access does not meet the Town’s requirements, and results in a documented safety deficiency. Exhibit A – Sight Distance Compliance Graphic and Table Direction Measure Measured Required (Town Appendix A) Required (Town § 801-13 35 mph) TIA - AASHTO Guidelines Result Pass / Fail WEST of Access SSD 410 ft 400 / 475 ft Secondary / Major 415 ft Sight distance @35mph ~258 ft Pass (App A - Secondary Road) Fail (App A - Major Road) Fail (§801-13 SSD) ISD 370 ft — — 420 ft (AASHTO ISD Fail) EAST of Access SSD 370 ft 400 / 475 ft Secondary / Major 415 ft Sight distance @35mph ~270 ft Fail (App A - Secondary Road) Fail (App A - Major Road) Fail (§801-13 SSD) ISD 300 ft — — 390 ft (/AASHTO ISD Fail) Note: 1. Field Measurements and AASHTO information (Traffic Impact Analysis – page 27 Table 5) 2. Speed used for this review was conservative at 35mph. TIA 80th percentile is 38mph. 3. Sight Distance worksheets provided in the Appendix of the TIA are unclear as to project site address and observed SSD values. Increased pedestrian and vehicle crash risk for residents of Wequaquet Estates and Great Marsh Road travelers. Proposed 4-Way Intersection at Juniper Existing 3-way Intersection at Juniper Centerville Cove Project Trip Generation Comparison Table Re: Vehicle Trips per day - Project with Apartments versus Without Apartments ITE Vehicle Trip Generation Comparison (Average Worksheet Values) Input Rates and Peak-Hour Worksheet Values 1. Land Use Code 210 (Single-Family Detached): Weekday 9.43, Saturday 9.48, Sunday 8.48; AM Peak 14 trips (19 units), PM Peak 19 trips (19 units). 2. Land Use Code 221 (Multifamily Mid-Rise): Weekday 4.54, Saturday 4.57, Sunday 3.77; AM Peak 13 trips (36 units), PM Peak 14 trips (36 units). Metric Original Design With Apartments New Design Without Apartments Single-Family (SF) 19 DU - LU 210 Apartments (Apts) 36 DU - LU 221 Combined (SF + Apts) Single-Family 36 DU @ LU 210 Difference Weekday 180 163 343 339 4 less Saturday 182 165 347 341 6 less Sunday 162 136 298 305 7 more AM Peak Hour 14 13 27 27 same PM Peak Hour 19 14 33 36 3 more Key Findings Relative to the original project proposal of 19-single family dwellings combined with a 36-unit apartment building, the new proposal of 36-single family dwellings results in only 4 fewer weekday trips, 6 fewer Saturday trips, and 7 more Sunday trips. Peak-hour traffic is the same in the AM and 3 trips higher in the PM. Note: Daily generation rates are taken directly from ITE Trip Generation (11th Edition) “By Average” tables as provided in the Appendix of the Traffic Impact Analysis. Current Design of Project Entrance –Directly Across from Juniper Road 1.Creates public safety issues on Great Marsh road / Stopping Site Distances 2.Creates diversion (cut-through) route and adds adverse impacts on Juniper Road pedestrian sensitive WEBA neighborhood and its’ “minor B roads”. Original 3-way intersection has 9 conflict points Proposed 4-way intersection has 32 conflict points (23 additional points) “minor B roads” “minor A roads” pending waivers of TOB specifications Proposed Re-location of Project Entrance –Offset 150’ to 200’ to the East on Great Marsh Road 1.Mitigates public safety issues on Great Marsh road. 2.Eliminates diversion (cut-through) route and adverse impacts on Juniper Road pedestrian sensitive WEBA neighborhood and its” “minor B roads”.