TRANSPORTATION IMPACT ASSESSMENT. Tisbury Farm Market Consolidation State Road Tisbury, Massachusetts. DRI No. 631

TRANSPORTATION IMPACT ASSESSMENT DRI No. 631 Tisbury Farm Market Consolidation State Road Tisbury, Massachusetts April 27 2011 prepared for Martha s Vineyard Commission by C3 Consulting Group

CONTENTS Page 1 PROPOSED TISBURY FARM MARKET DESCRIPTION.... 4 2 TRAFFIC 2.1 EXISTING TRAFFIC....... 5 2.2 FUTURE NO-BUILD TRAFFIC EXISTING ROAD CONFIGURATION. 6 2.3 TRIP GENERATION....... 7 2.4 FUTURE BUILD TRAFFIC - EXISTING ROAD CONFIGURATION.. 8 2.5 TISBURY CONNECTOR ROADS...... 9 2.6 LEVEL-OF-SERVICE ASSESSMENTS..... 13 3 ROAD SAFETY 3.1 SAFE SIGHT DISTANCE....... 18 3.2 VEHICLE CRASH HISTORY....... 18 4 PARKING AND SITE LAYOUT........ 18 4.1 SITE ACCESS......... 18 4.2 SITE CIRCULATION........ 20 4.3 PARKING......... 21 5 PUBLIC TRANSPORTATION........ 21 6 BICYCLE ACCESSIBILITY........ 21 7 SUMMARY........... 21 APPENDIX Level of Service Calculations...... 24 April 27 2011 C3 Consulting Group 2

FIGURES 1 Preliminary Site Plan......... 4 2 2011 Base Year Traffic High Point Lane & State Road... 5 3 2014 No-Build Traffic High Point & State Road - Existing Road Configuration......... 6 4 2014 Build Traffic - High Point & State Road Existing Road Configuration......... 9 5-2014 No-Build Traffic High Point & State Road Tisbury Connector Roads All Three Connections........ 10 6-2014 Build Traffic - High Point & State Road Tisbury Connector Roads All Three Connections........ 11 7-2014 No-Build Traffic High Point & State Road - Connector Road High Point Lane Only......... 11 8-2014 Build Traffic - High Point & State Road Connector Road High Point Lane Only......... 12 TABLES 1 Trip Generation Calculations....... 9 2 LOS Control Delay Guidelines for Intersections...... 13 3 Analyzed Intersection Scenarios....... 13 4 - Intersection Capacity Utilization (ICU) LOS Criteria.... 14 5 2011 Existing LOS......... 14 6-2014 No-Build LOS Existing Road Configuration.... 15 7 2014 No-Build Connect LOS -. Existing Road Configuration... 15 8 2014 Build LOS - Connector Roads All Three Connections... 16 9 2014 Build LOS - Connector Roads All Three Connections... 16 10 2014 Build LOS - Connector Roads High Point Only.... 17 11 2014 Build LOS - - Connector Roads High Point Only... 17 12 Vehicular Crash History........ 18 13 Summary of Parking Supply and Demand..... 20 APPENDIX........... 24 April 27 2011 C3 Consulting Group 3

1. PROPOSED TISBURY FARM MARKET DESCRIPTION Location and Site Plan The proposed market consolidation is located at 412 State Road, Tisbury, Massachusetts. State Road is a two-lane roadway at that location. The proposed consolidation facility is located in the southwest corner of the intersection of High Point Lane and State Road. A preliminary site plan for the project is presented in Figure 1. It is anticipated that the application will submit a revised site plan. Characteristics The proposed consolidation will result in a 7,400 square-foot grocery with four apartments on a second floor. The preliminary site plan shows 36 parking spaces for the retail and apartment uses. Access to the site is by two driveway openings as shown on the site plan: one at High Point Lane and one at State Road. FIGURE 1 PRELIMINARY SITE PLAN April 27 2011 C3 Consulting Group 4

2. TRAFFIC 2.1 EXISTING (2011) TRAFFIC EXISTING ROAD CONFIGURATION Most of the traffic data available and used in this report were collected in 2005 and 2009. The Tisbury Connector Road Study, explained in more detail later, uses a one (1) percent per year growth factor, which was applied in developing 2011 and 2014 travel estimates from documents that contain automatic traffic recorders (ATR) and turning movement counts (TMC) data. The traffic estimates focused on the weekday PM peak period during the summer as the most critical time period. Traffic was studied at the intersections of State Road and High Point Lane and data and State Road and the Edgartown Vineyard Haven Road (abbreviated in this report as Edgartown-VH Road). Turning movement counts were increased by one (1) percent per year to establish a 2011 base year for the analysis of future build conditions. However, the traffic on High Point Lane and the turning movements onto and from High Point Lane were further increased to reflect the significant increase in the use of the Parkand-Ride as well as the establishment of temporary town offices there (20 trips to and from Up-Island and 10 trips to and from Down-Island entering or leaving High Point Lane). The 2011 estimates represent the background traffic. The 2011 PM weekday forecast turning movements is presented in Figure 2. FIGURE 2 2011 Base Year Traffic: High Point Lane & State Road April 27 2011 C3 Consulting Group 5

FUTURE (2014) NO-BUILD TRAFFIC EXISTING ROAD CONFIGURATION This study looks at several possible future configurations of the roads in the area. The first option, discussed in this sub-section, looks at the potential impact of building the Tisbury Farm Market based on the existing road configuration. Later (section 2.6) the study looks at the impact of the Farm Market if the Tisbury Connector Road System is built. For the study of the existing configuration, the 2011 traffic levels and turning movement counts presented in the previous sub-section were increased by one (1) percent per year to project the levels in 2014 without the farm market, referred to as the No-Build scenario. The traffic movements for the 2014 No-Build scenario at High Point Lane is presented in Figure 3. FIGURE 3 2014 No-Build Traffic: High Point Lane & State Road April 27 2011 C3 Consulting Group 6

TRIP GENERATION The next step is to estimate the traffic that will be generated from the Farm Market. The trips into and out of the proposed consolidated market site are estimated by applying data published in the Institute of Transportation Engineers (ITE) Trip Generation Manual for the following land use codes: Land Use Code 850, Supermarket. Land Use Code 220, Apartment. The description of supermarkets offered in the ITE manual is: Supermarkets are typically free-standing retail stores selling a complete assortment of food, food preparation and wrapping materials, and household cleaning and servicing items. Supermarkets may also contain facilities such as money machines, photo centers, pharmacies, and video rental areas. The trip generation rates for grocery stores indicate a wide variation, ranging from about 5 to about 20 trips per thousand square feet (ksf) in the PM Peak Hour, with an average of 11.51. In this case, a trip generation rate of 8 trips per thousand square feet for the proposed Tisbury Farm Market is considered reasonable for two reasons: the market will not be offering many of the products and services that generate extra short trips, such as cigarettes and lottery tickets, and the Farm Market is replacing a furniture store that currently generates an estimated 5 to 10 trips at peak hour that have already been included in the traffic counts for the area; only the net increase needs to be accounted for. The estimates for trips generated by the proposed four apartments, as presented in the ITE manual, are reasonable. Table 1 contains the average peak-hour trip generation rates for weekday PM peak hours for the proposed market and apartments. The rates applied in this analysis are for trips made during the evening peak traffic hours of the adjacent street. The 7,400 square feet GFA is expected to generate 60 trips according to ITE published data. The four apartments are estimated to produce four trips. TABLE 1 - Trip Generation Calculations 412 State Road Farm Market - ITE L.U.C. 850 Units Trips per Unit Trips Enter Exit Weekday PM Peak Hour 7.4 (ksf) 8 60 30 30 Apartments - ITE L.U.C 220 Trips per Apt Trips Enter Exit Weekday PM Peak Hour 4 apts 1 4 2 2 Total 64 32 32 April 27 2011 C3 Consulting Group 7

2.4 FUTURE (2014) BUILD TRAFFIC EXISTING ROAD CONFIGURATION Of the 32 trips entering or leaving the site during the PM peak hour, based on the turning movement counts and previous traffic studies for this intersection, an estimated two thirds of the trips (22 trips) will enter the site coming from Down- Island or leave the site in that direction, with the remaining trips (10) coming from or heading towards Up-Island. It is assumed that with the existing road configuration, the 32 additional trips entering and 32 additional trips leaving the site during the PM peak hour will enter or leave the site from State Road, either via High Point Lane or via the driveway giving direct access to State Road. A small number of vehicles may enter or exit from or onto High Point Lane coming from or going to the Park-and-Ride or another destination at the top of the hill. These were not excluded from the calculation of the intersection of High Point Lane and State Road. The following is the estimated distribution of how vehicles will approach the site: the 10 vehicles coming on State Road from Up-Island will turn right into the Farm Market driveway, of the 22 vehicles coming on State Road from Down-Island, half (11) will turn left onto High Point Lane and half (11) will pass this intersection and turn left into the driveway. The following is the estimated distribution of how vehicles will leave the site. The distribution is based on the recommendation that left turns be prohibited from the Farm Market site onto High Point Lane, for the reasons discussed in the section on Parking and Site Layout (section 4). The calculations are based on the assumption that all vehicles will exit directly onto State Road via the Farm Market driveway. The estimated intersection volumes from the trip generation step in the process are added and distributed accordingly to the subject intersections to derive a 2014 Build scenario. The results are presented graphically in Figure 4. April 27 2011 C3 Consulting Group 8

FIGURE 4-2014 Build Traffic: High Point Lane & State Road Existing Road Configuration 668 839 2.5 TISBURY CONNECTOR ROADS The Town of Tisbury is considering construction of a system of connector roads, linking the Edgartown Vineyard Haven Road with State Road, in order to reduce the traffic congestion at the intersection of the Edgartown-VH Road & State Road. It would also provide a number of roads that would structure future development of the area. The proposal is to build a road from the Edgartown-VH Road that would go around the Park-and-Ride and link to State Road by means of connections to three existing roads: Evelyn Way, High Point Lane, and Holmes Hole Road. The Martha's Vineyard Commission carried out a traffic study of various possible configurations of these connector roads, indicating what would happen if only two connections were built or if all three were built. The conclusion of the study was that it is preferable that all three connections be built in order to disburse the traffic. The study indicated that if only one or even just two of the connections are built, it could worsen the traffic situation. The study also indicated that congestion would be best mitigated if there were a left-turn lane added to High Point Lane at the intersection with State Road. However, because of financial constraints, the Town might start out by building only the High Point Lane connection as a temporary solution, with other roads to be added as funding permits. So in addition to looking at the impact of the project based on the existing road configuration discussed in the previous sections, this traffic study also looks at the April 27 2011 C3 Consulting Group 9

impact of the construction of the Farm Market with two possible configurations for the Connector Roads, namely: All Three Connections: The three connections to State Road as recommended in the report, and including a left-turn lane at the foot of High Point Lane at State Road, and High Point Lane Only: A worst-case scenario of only the High Point Lane being built. The methodology is similar to the analysis of the Existing Road Configuration, namely estimating the 2014 No-Build and 2014 Build conditions for each of the two configurations. The term Build refers to the absence or presence of the proposed market and not to whether or not a roadway is built. The traffic volumes for the two configurations are based on the Tisbury Road Connector System Study with the adjustments as discussed above, namely one percent annual increase plus 30 additional PM peak hour trips due to increased use of the Park-and-Ride and town offices. Figures 5 and 6 present the estimated traffic movements for the No-Build and Build scenarios. FIGURE 5-2014 No-Build Traffic: High Point Lane & State Road Tisbury Connector Roads All Three Connections April 27 2011 C3 Consulting Group 10

FIGURE 6-2014 Build Traffic: High Point Lane & State Road Tisbury Connector Roads All Three Connections FIGURE 7-2014 No-Build Traffic: High Point Lane & State Road Tisbury Connector Roads - High Point Lane Only April 27 2011 C3 Consulting Group 11

FIGURE 8-2014 Build Traffic: High Point Lane & State Road Tisbury Connector Roads - High Point Lane Only April 27 2011 C3 Consulting Group 12

2.6 LEVEL-OF-SERVICE ASSESSMENTS The Level of Service (LOS), according to information published in the Highway Capacity Manual, is a standard used to describe how an intersection, signalized or un-signalized, is operating. The LOS is a measure of delay, in seconds, to conflicting movements in an intersection. Table 2 presents the delay times and measures of effectiveness which expressed in letters from A to F, LOS F representing the worst condition. The LOS calculations were performed using the Synchro 7 software which is a digitized version of the Highway Capacity Manual analysis. TABLE 2 LOS Control Delay Guidelines For Un-Signalized Intersections LOS Seconds/Vehicle Descriptions A <10 Free flow, minimal delays B >10 and <15 Stable flow, occasional delays C >15 and <25 Stable flow, periodic delays D >25 and <35 Restricted flow, regular delays E >35 and <50 Maximum capacity, extended delays F >50 Forced flow, excessive delays Source: Highway Capacity Manual, Transportation Research Board, 2000. A summary of intersections, years, and scenarios are presented in Table 3. TABLE 3 - Analyzed Intersection Scenarios Intersection With State Road Year Scenario Existing Situation High Point Lane 2011 Base Existing Road Configuration High Point Lane 2014 No-Build High Point Lane 2014 Build Tisbury Connector Roads All Three Connections High Point Lane 2014 No-Build High Point Lane 2014 Build Tisbury Connector Roads High Point Lane Only Connection High Point Lane 2014 No-Build High Point Lane 2014 Build The intersections are specified as two-way stop controlled (TWSC) with STOP signs. All approaches have one lane with the Existing Road Configuration. With the Connector Road, High Point Lane is proposed to have a two-lane approach at State Road. The default Peak Hour Factor (PHF) is 0.98 for the PM peak hour. A default value of two (2) percent trucks was used for all analyses. The levels of service were calculated using the latest version of the Synchro software and the 2000 Highway Capacity Manual procedures. Table 4 presents the LOS results for the various intersections and time periods. The table shows April 27 2011 C3 Consulting Group 13

the volume over capacity ratio (V/C), average control delay, level of service, intersection capacity utilization (ICU) and the 95 th percentile queue. The 95 th percentile queue column shows the queue length in feet and signifies that the queue lengths at the intersection will be less than those shown in the table 95% of the time. TABLE 4 - Intersection Capacity Utilization (ICU) LOS Criteria LOS ICU Description A <=55% No congestion - can accommodate 40% more traffic B >55% to 64% Has very little congestion - can accommodate 30% more traffic C >64% to 73% Has no major congestion - can accommodate 20% more traffic D >73 % to 82% Normally has no major congestion - can accommodate 10% more traffic E >82% to 91% On the verge of congestion conditions - less than 10% reserve capacity F >91% to 100% Over capacity - congestion periods of 15 to 60 minutes G >100% to 109% Up to 9% over capacity - congestion periods of 60 to 120 minutes H >109% 9% over capacity - congestion periods over 120 minutes Note that the approach delays and levels of service calculated by Synchro are likely to overstate the actual impacts from a project for a number of reasons, such as the fact that polite Vineyard drivers on main roads are likely to allow waiting drivers to enter from secondary roads before the delays predicted in the computer model. However, it is general planning practice to use data from this type of computer analysis to analyze and compare applications for development projects and to evaluate possible mitigation measures. Unfortunately, some engineers use the results of analytical software literally when it should only be used a guide for knowledgeable applications. Existing (2011) Conditions To assess the traffic operations under existing (2011) conditions, level of service analysis was conducted at the following two un-signalized intersections during weekday PM peak hour during the summer season: High Point Lane & State Road, Provided in Table 5 is a description of the results of the traffic analysis for each of the above three intersections under STOP sign control. Table 4 shows the levels of service, delay, queue lengths, and intersection capacity utilization for the various traffic movements. TABLE 5-2011 Existing LOS (Summer Weekday PM Peak) State Road Delay 95th Q ICU ICU and: Movement V/C (secs) LOS (ft) % LOS High Point Lane WB LR 0.69 55.8 F 107 78.6 D State Road at High Point Lane: Traffic operations at this intersection are at LOS F during the summer weekday PM peak hour. The 55.8 second delay is about April 27 2011 C3 Consulting Group 14

mid-way into the range presented in Table 4. The ICU LOS indicates the intersection normally has no major congestion and has an ability to accommodate an additional 10 percent traffic. Existing Road Configuration Future (2014) No-Build Conditions (Existing Road Configuration) Table 6 lists the levels of service, delay, queue lengths, and intersection capacity utilization (ICU) for various traffic movements. TABLE 6-2014 No-Build LOS Existing Road Configuration State Road and: Movement V/C Delay (secs) LOS 95th Q (ft) High Point Lane WB LR 0.86 89.4 F 154 State Road at High Point Lane: Traffic exiting High Point Lane will be at LOS F during the 2014 summer weekday PM peak hour under the No-Build condition with an average approach delay of 89.4 seconds and an average queue length of 154 feet. Future Build (2014) Conditions (Existing Road Configuration) Table 7 provides similar analyses as above except the data are for Build conditions and allows for comparisons between No-Build and Build scenarios. TABLE 7-2014 Build LOS Existing Road Configuration State Road Delay and: Movement V/C (secs) LOS 95th Q (ft) High Point Lane WB LR 0.89 97.8 F 161 State Road at High Point Lane: Traffic exiting High Point Lane will be at LOS F during the 2014 summer weekday PM peak hour under the Build condition with an average approach delay of 84.1 seconds and an average queue length of 161 feet. April 27 2011 C3 Consulting Group 15

Tisbury Connector Roads All Three Connections Future (2014) No-Build Conditions (Connector Roads - All Three Connections) Table 8 lists the levels of service, delay, queue lengths, and intersection capacity utilization (ICU) for various traffic movements. TABLE 8-2014 No-Build LOS Connector Road All Three Connections State Road and: Movement V/C Delay (secs) LOS 95th Q (ft) High Point Lane WB L 0.69 58.0 F 111 State Road at High Point Lane (with all three connections leading to Edgartown Road): If the connection is established between the Edgartown Vineyard Haven Road and State Road with three connections at State Road, as recommended in the study of the Tisbury Connector Roads, vehicles turning left from High Point Lane onto State Road could experience a LOS of F (58 second approach delay). Future Build (2014) Conditions (Connector Road All Three Connections) TABLE 9-2014 Build LOS Connector Road - All Three Connections State Road Delay 95th Q and: Movement V/C (secs) LOS (ft) High Point Ln. WB L.77 68.1 F 131 State Road at High Point Lane (with all three connections to Edgartown Road): With the construction of the Farm Market, the level of service will go down slightly, but will remain at LOS F (68 second approach delay) for the left turns coming out of High Point Lane. April 27 2011 C3 Consulting Group 16

Tisbury Connector Roads Connector Roads - High Point Lane Only Future (2014) No-Build Conditions (Connector Roads - High Point Lane Only) Table 7 lists the levels of service, delay, queue lengths, and intersection capacity utilization (ICU) for various traffic movements. TABLE 10-2014 No-Build LOS Connector Road High Point Lane Only State Road and: Movement V/C Delay (secs) LOS 95th Q (ft) High Point Lane WB L 1.91 564.3 F 290 WB R 0.30 21.1 C 31 State Road at High Point Lane (with only High Point Lane connection to Edgartown Road): If the connection is established between High Point Lane and Edgartown Road, on High Point Lane only, the level of service will drop to LOS F (approach delay of over 564 seconds) for the left turns coming out of High Point Lane. This is due to the large number of vehicles making this left turn and the heavy congestion on State Road. Given that High Point Lane will have two approach lanes, the right turns from High Point Lane will operate at LOS C. Overall, the intersection is over capacity with long periods of congestion. Future Build (2014) Conditions Connector Road High Point Lane Only TABLE 11-2014 Build LOS Connector Road High Point Lane Only State Road and: Movement V/C Delay (secs) LOS 95th Q (ft) High Point Ln WB L 2.14 675.6 F 306 WB R 0.31 21.9 C 32 State Road at High Point Lane (with only High Point Lane connection to Edgartown Road): With the construction of the Farm Market, the level of service will remain at LOS F for the left turns coming out of High Point Lane. The right turns from High Point Lane will continue to operate at LOS C. Overall, the intersection is over capacity with long periods of congestion. April 27 2011 C3 Consulting Group 17

3. ROAD SAFETY 3.1 SAFE SIGHT DISTANCE The segment of State Road at High Point Lane and the nearby driveway to the proposed market consolidation site was reviewed for conformance with current sight distance requirements. The safe sight distance (SSD), according to American Association of State Highway Officials (AASHTO), for a passenger vehicle to complete a left turn from a two-lane highway with an operating speed of 30 mph is 360 feet. Further, the intersection sight distance (ISD) for vehicles exiting a side street onto a roadway that has an average speed of 30 mph is 110 feet. This distance provides the exiting vehicle driver the time required to react and accelerate to a safe merge (right turn) or cross movement (left turn). Sight distances at the proposed market consolidation driveway at State Road are greater than 400 feet and adequate according to published standards. 3.2 VEHICLE CRASH HISTORY Vehicle Crash History The MassHighway Crash Records System for the years 2006 2008 was reviewed for vehicular crash data on the section of State Road under study for the intersections of Evelyn Way, High Point Lane, and Holmes Hole Road. There were no reported fatalities. There was one property damage and one personal injury. The results of the reported crashes are summarized in Table 10. Table 12 Vehicular Crash History Crashes Location 2006 2007 2008 Totals State Road and Evelyn Way 1 0 0 1 State Road and High Point Lane 0 0 0 0 State Road and Holmes Hole Road 1 0 0 1 Totals 2 0 0 2 4 PARKING AND SITE LAYOUT 4.1 SITE ACCESS As mentioned above, the property presently has two access points, namely driveways from State Road and from High Point Lane. Each access is likely to be used by those coming from or going to locations in that direction. Entering: Allowing continued entry at both driveways will help disperse the traffic and reduce the impact on the problematic intersection of High Point Lane & State Road. The State Road access will be used for people arriving from Up-Island and April 27 2011 C3 Consulting Group 18

some people coming from Down-Island will likely go through the High Point Lane intersection and use the markets State Road entrance. Some drivers on State Road from the Down-Island direction heading to the farm market are likely to turn left onto High Point Lane and then turn right into the property. If they cannot easily enter the property, this could result in vehicles backing up onto High Point Lane and even onto State Road. This impact should be minimal for the following reasons. The parking lot is fairly large and has sufficient circulation areas to hold several vehicles waiting to find a parking spot. The applicant has offered to move the entrance point somewhat farther from State Road, though this relocation is limited by the difference in elevation and the presence of the truck docks. This shift, of about 20 to 30 feet, would take place in conjunction with the improvements to High Point Lane as part of the Connector Roads project. There is a relatively low number of vehicles expected to make this maneuver (11 per peak hour). Exiting: With respect to leaving the site, there are several problems associated with having vehicles exit on High Point Lane and then turning left to reach State Road. The traffic analysis indicates that the most problematic movement is the left turn from High Point Lane onto State Road, and it would be preferable if the farm market traffic not be permitted to add to this; this will be even more problematic if some, but not all of the connector roads are built. If a left-turn lane is added at the foot of High Point Lane as part of the construction of the connector road(s), there could be two lanes of vehicles stacked up at the foot of High Point Lane waiting to turn left or right. Vehicles turning left coming out of the farm market and wanting to head Down-Island on State Road would have to cut across two lanes to get to the right-turn lane. If there were vehicles there, they could block traffic heading up High Point Lane and this could impact traffic on State Road. Therefore, it is recommended that there be no left turn on High Point Lane from the farm market. The right-hand turn would allow vehicles to head up to the Parkand-Ride and other activities at the top of High Point Lane, and if the connector roads are built, would allow access to the Edgartown Vineyard Haven Road. 4.2 SITE CIRCULATION The physical layout of the parking stalls, as indicated on the preliminary site plan in Figure1, cause pedestrians going from vehicles to the market entrance to walk between parked vehicles and then step out into the travel aisles. Potential pedestrian/vehicle conflicts can occur under these conditions. A safer layout would have the travel aisles perpendicular to the market entrance. This arrangement will allow pedestrians to walk from vehicle to store front via the April 27 2011 C3 Consulting Group 19

aisle, without stepping out between parked vehicles, thereby increasing safer access to market entrance. The parking lot configuration should be able to accommodate the maneuvers of delivery vehicles destined to the loading dock. The large semi-tractor-trailer vehicle (WD-50) requires a 45-foot radius to turn around and back into up to the loading dock. 4.3 PARKING Table 13: Summary of Parking Supply and Demand Supermarket Apartment Total Parking 7,400 s.f. 4 Units Spaces Proposed Parking (Preliminary Site Plan) - - 36 Tisbury Zoning Requirements (plus employees) Parking Demand based on ITE Parking Manual (supermarket) and common practice (apartments) 39 8 47 32 4 36 Proposed Parking: The preliminary site plan shows a total of 36 parking spaces within the parking lot layout. The applicant proposes to provide employee parking in the Tisbury Park-and-Ride, which is in easy walking distance from the site. Tisbury Zoning Requirements: The Town of Tisbury Zoning Bylaw for a B-II District requires one (1 space) per 150 square feet of retail space. In making this calculation, 20% is deducted from the floor area. Based on this requirement a total of 39 spaces would be needed for the supermarket (7,400 sq. ft X 80% = 5,920/150=39) In addition to the parking needs of shoppers, the Zoning Bylaw requires one (1) parking space for each person employed on the premises. The applicant has offered to accommodate employee parking in the Park-and-Ride, The Tisbury Zoning by-law requires 2 parking spaces for each of the four dwelling units for a total of 8 spaces. Based on the Tisbury Zoning requirement, the parking demand is not met by this proposal. However, the Town of Tisbury Zoning Bylaw allows the Zoning Board of Appeals to reduce the required number of parking spaces. April 27 2011 C3 Consulting Group 20

Parking Demand: The ITE Parking Manual calls for 4.36 parking spaces per thousand square feet, for a total of 32 spaces (7.4 x 4.36 = 32). The manual does not have a parking requirement for an apartment but it is common practice to provide one space per unit for small apartments, for a total of four spaces. Based on the employees parking off site, this would result in a total parking demand of 36 parking spaces. 5 PUBLIC TRANSPORTATION The Martha s Vineyard Transportation Authority (VTA) provides service in the area of the site of the proposed market consolidation. Route Number 2 and Route Number 3 pass by the site. Route Number 10 terminates at the Tisbury Park & Ride facility and provides free shuttle bus service to downtown Vineyard Haven and to the SSA ferry terminal. The frequency of VTA service varies by time of year. 6 BICYCLE ACCESSIBILITY The closest designated bicycle route to the proposed farm market site by bicycle is on West Spring Street, which is relatively close along State Road. The plans for the Tisbury Connector Roads incorporate a number of Shared Use Paths and bicycle routes that would pass immediately in front of the farm market site and would provide links to the Island-wide network of Shared Use Paths and bicycle routes. 7 SUMMARY Traffic The base year (2011) traffic movements at the intersection of State Road with High Point Lane show levels of service ranging from A to D. These locations also show an ability to accommodate an additional 10 percent to 30 percent availability. With the existing road configuration: The 2014 No-Build estimates of traffic for the two intersections with State Road generally follow the 2011 pattern with an ability to accommodate an additional 10 percent to 30 percent availability. The 2014 Build scenarios at the High Point Lane intersection shows that the addition of the farm market would result in a slight decrease in the ability to accommodate excess capacity. April 27 2011 C3 Consulting Group 21

With the Tisbury Connector Roads All Three Connections; The 2014 No-Build scenarios show that adding a connection between Edgartown Road with three connections to State Road at Evelyn Way, High Point Lane, and Holmes Hole Road, results in a level of service of LOS F (58 second approach delay) for the left turns coming out of High Point Lane. With the High Point Lane having two approach lanes, the right turns from High Point Lane will operate at LOS C. The 2014 Build scenarios show that the delay on High Point Lane turning left onto State Road would be about ten (10) seconds longer with the Farm Market than without it. With the Tisbury Connector Roads High Point Lane connection only; The 2014 No-Build scenarios show that adding a connection between High Point Lane and Edgartown Road results in the level of service dropping to LOS F for the left turns coming out of High Point Lane. With the High Point Lane having two approach lanes, the right turns from High Point Lane will operate at LOS C. According to the ICU LOS, the intersection is over capacity with expectation of long periods of congestion. The problem is that high volumes on State Road delay the movements and cause congestion into the unacceptable ranges. The 2014 Build scenarios show that the delay on High Point Lane turning left onto State Road would be greater with the farm market than without it, with a queue length increasing from 290 to 306 feet. Parking and Site Layout Site Access: It is recommended that no left turns be permitted for vehicles exiting the site onto High Point Lane as that would exacerbate traffic problems on High Point Lane. Parking: The parking proposal appears to meet the demand but not the Tisbury Zoning Bylaw; The preliminary site plan indicates 36 parking spaces. The parking demand is estimated at 36 parking spaces, based on ITE standards for the farm market, on common practice for the apartments, and on employees parking in the nearby Park-and-Ride. The Town of Tisbury Zoning Bylaw calls for about 47 parking spaces, which would not be met by the proposal. The town Zoning Board of Appeals could reduce the minimal parking requirements. Site Layout: The Attention should be given to the physical layout of the parking lot. Pedestrian safety can be enhanced by providing as much of a direct route to the market entrance as possible with the least amount of vehicular conflict, such as by rotating the orientation of the parking lot layout. April 27 2011 C3 Consulting Group 22

Safe Sight Distance Sight distances at the proposed market consolidation driveway at State Road are greater than 400 feet and are according to AASHTO standards. Vehicle Crash History There were two reported vehicle crashes in 2006: one at State Road and Evelyn Way and one at State Road and Holmes Hole Road. Neither involved fatalities. There were no reported crashes at the study locations in 2007 or 2008. Public Transportation VTA Route Number 2 and Route Number 3 pass by the site. Route Number 10 terminates at the Tisbury Park & Ride facility and links to downtown and the ferry. Bicycle Access Bicycle access is possible from the nearest bicycle route, West Spring Street, via State Road. The construction of the Tisbury Connector Roads would significantly enhance bicycle access to the site. April 27 2011 C3 Consulting Group 23

APPENDIX Level of Service Calculations April 27 2011 C3 Consulting Group 24

April 27 2011 C3 Consulting Group 25