4.0 AFFECTED ENVIRONMENT

Transcription

1 4.0 AFFECTED ENVIRONMENT 4.1 Land Use, Zoning and Visual Resources Land Use The Route 113 corridor is characterized by commercial, residential, and industrial uses, many of them major truck generators. There are some relatively large tracts of undeveloped land, particularly in Dracut. Below is a summary of the findings from the Methuen Rotary Study for the project area. The Methuen Rotary Study used data from the Massachusetts Geographic Information System (MassGIS) database on aerial photographs of the study area. These GIS data were supplemented by resource information reported in the I-93 Corridor Study, and in the Merrimack Valley Metropolitan Planning Organization s (MVMPO) 2003 Regional Transportation Plan. In addition to this mapping, information gleaned from reviewing a variety of natural resource web sites was also used to document existing conditions in the study area. The Methuen Rotary is located in a suburban area of Methuen. MassGIS land use/land cover GIS data in Figure 4-1 shows that the land use northeast of the existing Rotary is predominantly residential along Smith Avenue and Cherry Hill Circle with a small patch of forested land directly adjacent to the Rotary. To the southeast, the land use and land cover is slightly more variable. Immediately adjacent to the Rotary is broad area of medium-density residential development along Noyes Street and Lincoln Street accessed via Riverside Drive. To the east is a higher-density residential development on Heather Drive (Laurel Woods). This residential neighborhood is surrounded on two sides by open land and forest. Farther east and south of Route 110 is an industrial area, and south of this industrial area are recreational ballfields and a skate park. A forested region and a commercial zone located along the shores of the Merrimack River define the remaining land area southeast of the Rotary. To the southwest of the Rotary and directly west of I-93 is a small area of wooded land that is bordered on the west by Allen and Griffin streets, medium-density residential neighborhood accessed via Allen Street from Riverside Drive. Further west and south of Route 110 is a commercial zone that is bisected by Riverside Drive. Continuing west is the Merrimack Valley Sea Plane Base, which is designated as a transportation land use. Northwest of the Rotary is a band of forested land that flares out into a broader forested region along I-93. A large industrial zone accessed from Branch Street and a medium-density residential zone is located to the west of this forested region and north of Route 110. The residential neighborhoods are accessed via Branch Street, Moody Avenue, Bolduc Street, Albert Street, and Alexander Circle. To the north of the industrial property is a large area identified by MassGIS as low-density residential. A small area designated as cropland is also found to the north of the industrial zone. EA/Draft EIR 4-1

2 4.1.2 Zoning Land use and zoning in Methuen are closely aligned, with land east of I-93 along Route 113 zoned Residential D (single-family residence) and land west of the Rotary on Route 110 zoned Residential B (single-family residence) and Business-Highway. The Laurel Woods neighborhood (Heather Drive), however, is located in the Business Highway zone east of Lincoln Street. West of I-93 in Methuen, Route 110 is zoned Residential B and Business Highway and Route 113 at I-93 was rezoned in 2008 from Rural Residential to Business Highway. West of Branch Street on Route 113 the zoning is Residential B. See Figure 4-2. In Dracut, Route 113 frontage is zoned Business-3 with Industrial behind. West of Salem Road to approximately Silva Lane, the corridor is zoned Single-Family Residential. Route 113 passes through one of Dracut s concentrations of predominantly Industrial zoned land until Route 113 (Broadway) intersects with Wheeler Road, after which a second Industrial zone is found to the south of Route 113. See Figure 4-3. The proposed wetland mitigation area (discussed further in Section 6.10) located at 18 Lowell Boulevard is zoned rural residential and is primarily occupied by a former nursery which is currently in disrepair. Other characteristics of the site include old growth field and forested wetland Utilities Utilities within the project area include both aerial and underground facilities as shown on Figure 4-4. These include City of Methuen municipal water and sewer mains, Bay State Gas Company gas lines, National Grid aerial power lines, Verizon underground telephone ducts, and Comcast aerial cable. Underground street lighting and signal conduit are also present. Three underground utility lines run east-west through the rotary, crossing I-93. An 8-inch gas main crosses I-93 under the edge of the left shoulder of the rotary at the southerly I-93 bridge over the rotary. An 8- inch water main and a 16-conduit telephone duct bank cross I-93 under the edge of the right shoulder of the rotary at the northerly I-93 bridge over the rotary. Aerial power lines cross over I-93 between the I-93 bridge over the Merrimack River and the southerly I-93 bridge over the rotary Water West of the rotary water mains extend west on Lowell Street and west on North Lowell Street, with a line in Bolduc Street connecting the two. An 8-inch main in Branch Street connects to the North Lowell Street line. The Griffin Street and Allen Street neighborhood is served with a line that runs off the 8-inch main from the rotary. There is no water main in the portion of Riverside Drive that is impacted by the project. To the east of the rotary circle an 8-inch line branches off to the south to service Noyes Street. Likewise, a 6-inch line branches off to the south to Lincoln Street. The east-west water main then branches off to Lowell Street to the northeast and Haverhill Street to the southeast. A main in Forest Street connects between the two. EA/Draft EIR 4-2

3 !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! OVERLOO K DRIVE Forest FOREST STREET CONRAD STREET Multi-Family Residential CORONET AVENUE Low Density Residential Forest Multi-Family Residential OBSERVATORY RO AD METHUEN NORTH LOWELL STREET Cropland Medium Density Residential Multi-Family Residential Multi-Family Residential Industrial Industrial Multi-Family Residential Commercial Multi-Family Residential Commercial Commercial Forest UV 113 Non-Forested Wetland UV 113 IndustrialMedium Density Residential Forest LOWE GRIFFIN STREET 93 High Density Residential Multi-Family Residential Multi-Family Residential Multi-Family Residential Multi-Family ResidentialCommercial Non-Forested Wetland Open Land Multi-Family Residential Forest Multi-Family Residential Commercial Open LandCommercial Forest Non-Forested Wetland Transportation Industrial INTERSTATE 93 LL STREET C 93 L O WELL S TREET IRCLE NOYES STREET Medium Density Residential Multi-Family Residential LINCOLN STREET CHURCH STREET Non-Forested Wetland High Density Residential Urban Public/Institutional Participation Recreation Non-Forested Wetland Forest Forest Low Density Residential Legend ANDOVER [ Cropland Industrial Cropland Forest Non-Forested Wetland Open Land Ù ÙÙ ÙÙ Ù Ù Cropland Water Forest Non-Forested Wetland Transportation Non-Forested Wetland ForestForested Wetland Participation Recreation Water-Based Recreation Multi-Family Residential High Density Residential Medium Density Residential Low Density Residential Commercial EE Industrial Transitional Transportation Water Urban Public/Institutional Cemetery Forested Wetland INTERSTATE 93 ##### ##### ##### Very Low Density Residential Junkyard Brushland/Successional RIVERSIDE DRIVE Forest Commercial Commercial Participation Recreation Forest Notes: 2005 Landuse Data From MassGIS Base Map: MassGIS April 2008 Airphoto Interchange Reconfiguration and Reconstruction Project 2005 Landuse Feet Figure 4-1

4 _methuen_Zoning.ai Merrimack River Not To Scale Base Map: City of Methuen Interchange Reconfiguration and Reconstruction Project, Methuen, Massachusetts City of Methuen Zoning Map Figure 4-2

5 _dracut_Zoning.ai METHUEN DRACUT 110 Merrimack River Not To Scale 110 Base Map: Town of Dracut Interchange Reconfiguration and Reconstruction Project, Methuen, Massachusetts Town of Dracut Zoning Map Figure 4-3

6 _existing_utilities.ai Interchange Reconfiguration and Reconstruction Project, Methuen, Massachusetts Existing Utilities Figure 4-4

7 Sewer Sanitary sewer mains in Branch Street and North Lowell Street connect to a gravity line running south in Buldoc Street that connects to a 24-inch main in Lowell Street. An 8-inch sewer main in Riverside Drive connects to the 24-inch Lowell Street main at the same manhole. The 24-inch main in Lowell Street then runs a short distance east to an underground sewage pump station that is located within a secured fenced area in the northeast corner of the intersection at Riverside Drive and Lowell Street. From the pump station a force main extends east on Riverside Drive. East of the rotary, sanitary sewer mains run generally south and east by gravity. An 8-inch sewer main on the northerly side of Lowell Street runs south to a manhole directly opposite Lincoln Street. The 8-inch line then crosses Lowell Street to continue south in Lincoln Street. Noyes Street is served with an 8-inch line and Heather Drive by a 10-inch line, both running south. The sewer main in Haverhill Street originates approximately 200 to 300 feet east of the Heather Drive intersection and continues east Gas Gas mains are located west of the rotary in both Lowell Street and North Lowell Street. Bolduc Street has a 2-inch service line that extends roughly one-third of the distance to North Lowell Street from a connection in Lowell Street. The Lowell Street and North Lowell Street lines run east to a regulator pit that is located adjacent to and west of the rotary pavement. From here, the gas main continues east crossing I-93 as previously described. An 8-inch line branches off the east-west main south to Allen Street. East of the rotary, two 8 gas mains are located in Haverhill Street, with separate lines branching off to the south to service the Noyes Street, Allen Street and Heather Drive neighborhoods. A 4-inch gas line in Forest Street connects to a Haverhill Street main Telephone West of the rotary a 16-conduit telephone duct bank is located under the northerly sidewalk in Lowell Street between the rotary and Albert Street. At the Albert Street intersection the duct bank crosses to the southerly side of Lowell Street and continues west at the edge of the southerly roadway shoulder. A 12-conduit duct bank runs along the southerly shoulder of North Lowell Street from the rotary west to the project limit. A large telephone vault, called Telephone Vault 1 for ease of reference, is located at the junction of these two duct banks beneath a grass island at the intersection of Lowell Street and North Lowell Street. A 16-conduit duct bank continues east from this vault through the rotary, as previously described, to Telephone Vault 2, which is located on the northerly side of Lowell Street opposite Lincoln Street. The 16-conduit duct bank continues east along the northerly Lowell Street sidewalk, then crosses the roadway to continue east under the northerly sidewalk on Haverhill Street to the project limit. EA/Draft EIR 4-9

8 Aerial Overhead wires east and west of the rotary on local streets are supported on poles with Verizon responsible for relocation. Utility poles are located on all local streets within the project limits Storm Water Storm water runoff from the project generally drains in a southerly direction and discharges to the Merrimack River at two storm drain outlets. Storm water in the project area is divided by the north-south axis of I-93 into separate east and west drainage sections, each served by one of the Merrimack River discharge pipes. The project area includes two intermittent streams. One stream originates within a vegetated wetland which is located adjacent to the I-93 southbound off ramp. According to record I-93 construction plans this wetland was originally constructed as a drainage swale to convey I-93 storm water runoff. As this drainage swale continues south its channel becomes diffuse and flows spread out. A stream channel reforms in the central portion of the wetland and continues to flow in a southwesterly direction. The stream enters the interchange closed drainage system at a headwall with 36-inch and 48-inch reinforced concrete storm drain pipe inlets. These two drain pipes run parallel in a southerly direction towards the Merrimack River. At the intersection of Riverside Drive, the two drain pipes enter a drainage junction vault having one 48-inch reinforced concrete outlet pipe. The 48-inch outlet pipe continues to a point south of Riverside Drive where it discharges at a headwall (outlet 1) into a meandering incised channel that continues for approximately 290 feet to the Merrimack River bank (Figure 4-5). The second stream is located northeast of the I-93 northbound on ramp and originates within a vegetated wetland. The stream flows southwesterly, entering the interchange closed drainage system at a headwall having a forty-eight inch reinforced concrete pipe inlet. The drain pipe continues in a southerly direction with several manhole junctions to other sections of the interchange drainage system where additional surface runoff enters. The 48-inch storm drain pipe ultimately discharges east of the I-93 bridge over the Merrimack River. For the analysis of existing storm water conditions the project area is divided into four (4) major tributary areas. Characteristics of each tributary area are noted below in Table 4-1 and shown on Figure 4-6. Table 4-1. Existing Storm Water Drainage Tributary Areas Tributary Area Area (acres) Imp. Per. Outlet Water Quality BMPs TSS Removal Wetland A none 0% Wetland B none 0% Outlet 1 none 0% Outlet 2 none 0% BMPs Best Management Practices; TSS Total Suspended Solids EA/Draft EIR 4-10

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11 Tributary Area 1 This area contributes storm water runoff from Cherry Hill Circle, a portion of I-93 NB and the west side of Smith Avenue. Runoff from Cherry Hill Circle and I-93 NB is collected via closed storm drains that discharge to a paved channel located along the side of I-93 NB which continues to wetland A. The runoff from Smith Avenue is collected via closed storm drains which discharge directly into wetland A. From wetland A runoff enters a 48-inch storm drain pipe which ultimately discharges into the Merrimack River (outlet 2). Tributary Area 2 This area contributes storm water runoff from North Lowell Street, Branch Street, Moody Avenue, Lookout Terrace, Chalet Drive, Observatory Road, a portion of Forest Street and a portion of I-93 that is located north of the rotary. Runoff from North Lowell Street, Branch Street, and Moody Avenue is collected via catch basins into closed drainage systems which discharge directly into wetland B. Runoff from I-93, Lookout Terrace, Chalet Drive, Observatory Road and Forest Street is collected via catch basins into closed drainage systems which discharge into the paved channel located along the side of I-93 SB and then into wetland B. From wetland B runoff enters 36-inch inch and 48-inch storm drain pipes which ultimately discharge into the Merrimack River (outlet 1). Tributary Area 3 This area contributes storm water runoff from Lowell Street, Haverhill Street, Lincoln Street, Noyes Street, the east side of Smith Avenue, the I-93 rotary and the portion of I-93 which is located south of the rotary. Runoff is collected via catch basins into closed drainage systems which discharge into a 48-inch storm drain pipe which ultimately discharges into the Merrimack River (outlet 2). Tributary Area 4 This area contributes storm water runoff from Bolduc Street, a portion of Lowell Street which is located west of the rotary, and a portion of Riverside Drive. Runoff is collected via catch basins into closed drainage systems which discharge into the 36-inch and 48-inch storm drain pipes which ultimately discharge into the Merrimack River (outlet 1). The locations of the storm water drainage system outlets are noted below in Table 4-2 and shown on Figure 4-5. Location No. 1 2 Table 4-2. Existing Storm Water Outfall Locations Drainage Discharge Location 5 feet south of Riverside Drive Interstate 93 Bridge crossing the Merrimack River Station , RT 3+45, RT Description of Drainage Discharge Location 48 inch pipe outlet to Merrimack River 48 inch pipe outlet to Merrimack River EA/Draft EIR 4-13

12 4.1.5 Visual Resources The topography of the project area ranges from approximate elevation 150 feet National Geodetic Vertical Datum (NGVD) of 1929 in the northern portion of the site and generally slopes southerly to approximate elevation 50 feet NGVD adjacent to the Merrimack River. The I-93 alignment runs north-south through the project area and is elevated above the land bordering to the east and west. There are no outstanding or unique visual resources in the project area. The predominant visual character of the project area reflects the existing highway interchange. Mature residential neighborhoods lie to the east of the I-93 mainline and the rotary, while the western portion of the project area is more commercial in nature. Undeveloped open space lies along the Merrimack River, affording views of the river to visitors to the river shore. 4.2 Geology and Soils Soils According to the Natural Resources Conservation Service s Web Soil Survey (NRCS, 2009), the predominant soils within the project s area include Udorthents and Scituate soil series and to a lesser extent Windsor soil series, Hydrologic Soil Groups (HSG) B, C, and A respectively (Table 4-3). Figure 4-7 shows the mapped soils within the project area associated with the rotary reconfiguration. The proposed wetland mitigation area located at 18 Lowell Boulevard includes Unadilla, Belgrade, and Windsor soil series. The Unadilla and Belgrade soils are Prime Farmland soils, and the Windsor soil is Farmland of Statewide Importance. Exploratory soil borings were obtained in July 2009 at locations shown on Figure 4-7. The purpose of the borings at locations HB-1, HB-2, HB-4, HB-5, HB-6 and HB-7 was to determine if soil characteristics in the vicinity of these borings would preclude the development of recharge basins at these locations. Design guidelines, including existing soil characteristics, for storm water recharge basins are described in MassDEP Massachusetts Stormwater Handbook, February According to the guidelines, the seasonal high water table and bedrock should be two feet minimum below the bottom of proposed recharge basins. Boring data collected at the above listed locations indicate that bedrock depth and the seasonal high water table appear to meet design requirements. (Copies of the boring logs are included in Appendix F.) Based on these preliminary results, recharge basins appear to be conceptually viable in the vicinity of these boring locations. A more complete boring program and further testing to calculate infiltration rates of the soils will be conducted during the design phase of the project Geology Based on review of the Bedrock Geology Map of Massachusetts (Zen, 1983), the project area is part of the Merrimack Belt and is underlain by the Berwick Formation, characterized as thin- to thick-bedded metamorphosed calcareous sandstone, siltstone, and minor muscovite schist. EA/Draft EIR 4-14

13 Montauk fine sandy loam, 5 to 15 percent slopes, extremely stony Canton fine sandy loam, 8 to 15 percent slopes Legend FOREST STREET Soil Unit Boundary Scituate fine sandy loam, 8 to 15 percent slopes Montauk fine sandy loam, 8 to 15 percent slopes Udorthents, smoothed Scituate fine sandy loam, 3 to 8 percent slopes ALBERT STREET MOODY AVENUE BOLDUC STREET BRANCH STREET Windsor loamy sand, 3 to 8 percent slopes NORTH LOWELL STREET LOWELL STREET Scituate fine sandy loam, 8 to 15 percent slopes, very stony METHUEN UV 113 GRIFFIN STREET Windsor loamy sand, 3 to 8 percent slopes 93 INTERSTATE 93 INTERSTATE 93 Udorthents, smoothed LOWELL S TREET CIRCLE 93 UV 113 NOYES STREET SMITH AVENUE UV 110 UV 113 LOWELL STREET Windsor loamy sand, 3 to 8 percent slopes Deerfield loamy fine sand, 0 to 3 percent slopes Pits, gravel LINCOLN STREET HAVERHILL STREET Agawam fine sandy loam, 3 to 8 percent slopes Charlton-Rock outcrop-hollis complex, 3 to 8 percent slopes Windsor loamy sand, 3 to 8 percent slopes Hadley very fine sandy loam, 0 to 3 percent slopes RIVERSIDE DRIVE Udorthents, smoothed Water [ ANDOVER Windsor loamy sand, 0 to 3 percent slopes Udorthents, refuse substratum Notes: Soil Data From MassGIS Base Map: MassGIS April 2008 Airphoto Interchange Reconfiguration and Reconstruction Project Soils Feet Figure 4-7

14 Surficial geology primarily consists of eolian deposits over glacial till, sandy glacial outwash, and fill material. Map Unit 255B 302C 315B 315C 316C 651 Map Unit Name Windsor loamy sand, 3 to 8% slopes Montauk fine sandy loam, 5 to 15 slopes Scituate fine sandy loam, 3 to 8 slopes Scituate fine sandy loam 8 to 15% slopes Scituate fine sandy loam, 8 to 15% slopes Udorthents, smoothed Hydric Soil Table 4-3. Project Area Soil Characteristics Drainage Class 1 Hydric Inclusion(s) Yes ED N/A No WD Yes No MWD Yes No MWD Yes No MWD No No NA Yes Parent Material Sandy glacial outwash Eolian deposits over dense sandy lodgement glacial till Eolian deposits over coarse loamy lodgement glacial till Eolian deposits over coarse loamy lodgement glacial till Eolian deposits over coarse loamy lodgement glacial till Excavated or filled land Depth to Restrictive Layer > 80 inches inches inches inches inches > 80 inches Farmland Statewide No Prime Statewide Statewide 1 ED excessively drained, WD well drained, MWD moderately well drained, NA not rated Source: NRCS, 2009 No Seasonal High Water Table > 80 inches > 80 inches inches inches inches > 80 inches EA/Draft EIR 4-16

15 4.3 Water Resources Groundwater The project area is not in an area mapped as either a high or medium yield aquifer. The project area is not located within a Zone II or Interim Well Head Protection Area as identified by the MADEP Drinking Water Program. Figure 4-8 illustrates the groundwater resources in the project area Surface Water and Drainage The project area is located in the Merrimack River watershed and generally drains in southerly direction to the Merrimack River (Figures 4-5 and 4-6). The project area includes 2 intermittent streams. One stream is located northeast of the I-93 northbound on ramp. It originates within a vegetated wetland and flows southwesterly, entering a 48-inch culvert which ultimately discharges in the vicinity of the I-93 Bridge crossing the Merrimack River. The second stream originates within a vegetated wetland located adjacent to the I-93 southbound off ramp. According to I-93 design documents this stream was originally constructed to convey Interstate 93 storm water runoff. As this stream enters the north-central portion of the vegetated wetland its channel becomes diffuse and flows spread over the wetland. A stream channel reforms in the central portion of the vegetated wetland and continues to flow in a southwesterly direction. This stream enters a 36-inch and a 48- inch culvert which passes under North Lowell Street, Lowell Street, and Riverside Drive and emerges from the culvert south of Riverside Drive prior to discharging to the Merrimack River. 4.4 Traffic and Safety Traffic Data Collection The project area was based on the study area previously established for the Methuen Rotary Study. Once the project area was defined, new data to update the 2006 counts used in the study were collected. They included manual turning movement counts (MTM), automatic traffic recorders (ATR), and a license plate study. The license plate study offered a higher level of information for analysis, especially at the existing Rotary. The license plate study was used to identity related traffic patterns in the area. All data were collected in accordance with industryaccepted guidelines. Congestion, poor levels of service particularly at unsignalized intersections, and crash rates that exceed the State average are existing issues at the Rotary. This existing conditions analysis documents the deficiencies Manual Turning Movement Counts (MTM) The intersections included in the study area are listed below. The MTM counts were performed at these intersections from 7-9 AM and 4-6 PM on a typical weekday in October These counts included vehicular volumes, heavy vehicle classifications, and pedestrian counts. EA/Draft EIR 4-17

16 Legend DEP Approved Zone IIs (May. 2009) IWPAs AQUIFERS Aquifer Type HIGH MED 93 CHERRY H ILL CIRC L E FOREST STREET SMITH AVENUE ALBERT STREET MOODY AVENUE BOLDUC STREET BRANCH STREET NORTH LOWELL STREET LOWELL STREET UV 113 GRIFFIN STREET ALLEN STREET INTERSTATE 93 INTERSTATE 93 METHUEN LOWELL S TREET CIRCLE 93 NOYES STREET UV 110 UV 113 LINCOLN STREET LO WELL STREET HAVERHILL STREET RIVERSIDE DRIVE [ ANDOVER Notes: Groundwater Data From MassGIS Base Map: MassGIS April 2008 Airphoto Feet Interchange Reconfiguration and Reconstruction Project Groundwater Resources Map Figure 4-8

17 Lowell Street (Route 110) at Bolduc Street and Riverside Drive (unsignalized) North Lowell Street (Route 113) at Bolduc Street (unsignalized) North Lowell Street (Route 113) at Lowell Street (Route 110) (signalized) Haverhill Street (Route 110) at Green Street and Burnham Rd (signalized) Lowell Street (Route 113) at Forest Street (signalized) Haverhill Street (Route 110) at Forest Street (unsignalized) Lowell Street (Route 113) at Haverhill Street (Route 110) (signalized) Automatic Traffic Recorder Counts (ATR) ATR counts, which provide roadway volume data, were collected at the following locations for a 48-hour period concurrently with the MTM counts on a typical weekday in October North Lowell Street (Route 113), west of Albert Street Branch Street, north of N. Lowell Street (Route 113) Lowell Street (Route 110), east of Alexander Circle Lowell Street (Route 113), west of Falcon Street Haverhill Street (Route 110), east of Green Street Off-ramp from I-93 Northbound On-ramp to I-93 Northbound Off-ramp from I-93 Southbound On-ramp to I-93 Southbound The roadways in the project area where speed information and vehicle classification was recorded are listed below. The data collection period was 48-hours, and included a breakdown of speeds into various speed groups (e.g., 0-5 mph, 6-10 mph) as well as a breakdown of vehicles into 14 FHWA-defined vehicle classifications based upon the number of axles and axle spacing. North Lowell Street (Route 113), west of Albert Street North Lowell Street (Route 113), west of Sawyer Street License Plate Study Due to the physical size of the rotary, performing a traditional MTM count is often replaced by another, more practical method. A unique, robust, and comprehensive data collection effort, namely a license plate study, was undertaken for the area surrounding the rotary at exit 46 on I- 93. This study was conducted on a typical weekday in October 2008 from 7-9 AM and 4-6 PM. The objective of the study was to identify driving trends in and around the rotary. For example, a driver may approach from the east, drive three-quarters of the way around the rotary and get onto I-93 southbound. A license plate survey is one of the best ways to identify these patterns. EA/Draft EIR 4-19

18 High-definition video cameras were used to capture the license plates of vehicles passing points on the roadway network. Each location s data were manually transcribed to a spreadsheet. The data were then compared to one another to establish patterns on the roadways, including, most importantly, where drivers were coming from or going to when they entered or exited the rotary. The license plate study was conducted at the following locations: Off-ramp from I-93 Northbound On-ramp to I-93 Northbound Off-ramp from I-93 Southbound On-ramp to I-93 Southbound Lowell Street (Route 113), east of the rotary, traffic traveling in both directions (EB & WB) Haverhill Street (Route 110), east of the rotary, traffic traveling in both directions (EB & WB) North Lowell Street (Route 113), west of the rotary, traffic traveling in both directions (EB & WB) North Lowell Street (Route 110), west of the rotary, traffic traveling in both directions (EB & WB) Riverside Drive, northbound traffic Crash Data Crash data were obtained from MassDOT for the latest available three year period ( ). These data were evaluated for specific trends to determine whether or not the studied locations were considered high-crash locations and warrant further analysis or changes in design Traffic Data Analysis The 2008 Average Daily Traffic (ADT) estimated based upon automatic traffic recorder data that were collected in 2008 as well as in 2006 at points along various roadways are shown on Figure 4-9 and in Table 4-4. The 2006 counts were factored using a growth factor of derived from MassDOT s continuous traffic count stations along I-93 in the vicinity of the project area. Furthermore, a seasonal correction factor was applied to the raw counts to account for the seasonal variation in traffic. The seasonal corrector factor was derived from MassDOT s continuous count station on I-93 (Station 511: I-93 north of I-495, Andover) Vehicle Classification In addition to the ADT data, heavy vehicles (i.e., single unit trucks and combination trucks) were identified at two locations in the project area for 2006 and 2008 (Table 4-5). At each location the overall daily truck volume increased over the three year period; however, the increase was not the same for every truck type. Along Route 113, west of Sawyer Street, the overall single unit truck percentage over a 24-hour period increased from 12 % to 17%, with westbound traffic still carrying the larger percentage in both years. Similarly, the overall combination truck EA/Draft EIR 4-20

19 I- 93 Southbound Allen Street Griffi n Street n S t r e e t W i l Z:\project\ \ \EIR Graphics\Images\Cooridor Study\ _corridorAlt_1-7 Sea Street Conrad Street Lowell St./Rte. 113 I-93-Northbound Forest Street Nice Street Memorial Drive Church Street NORTH Cherry Hill Circle Smith Avenue Gas Station Forest Street Bearse Street Newport Street Haverhill St./Rte. 110 f r e d S t r e e t G r e e n S t r e e t Burger King Pizza Hut TD Bank North Valley Offi ce Park Observatory Road M o o d y A v e n u e B r a n c h S t r e e t Aster Street H e a t h e r D r i v e B u r n h a m R o a d North Lowell St./Rte. 113 Albert Street Bolduc Street Gas Station Noyes Street L i n c o l Vi n e y a r d L a n e Lowell St./Rte. 110 Dunkin Donuts Brandywine Lane Plaza 466 M e r r i m a c k R i v e r Riverside Drive Not To Scale Interchange Reconfiguration and Reconstruction Project, Methuen, Massachusetts Average Daily Traffic Figure 4-9

20 percentage for a 24-hour period increased from 4% to 14%, with a slightly higher volume in the westbound direction in Table Average Daily Traffic in Vehicles per Day Location Average Daily Traffic North Lowell Street (Route 113), west of Albert Street 15,570 Branch Street 2,000 Lowell Street (Route 110), east of Alexander Circle 19,450 Lowell Street (Route 113), west of Falcon Street 8,320 Haverhill Street (Route 110), east of Green Street 17,450 At the Methuen Rotary: Off-ramp from I-93 Northbound 16,100 On-ramp to I-93 Northbound 10,400 Off-ramp from I-93 Southbound 9,800 On-ramp to I-93 Southbound 16,400 Along Route 113, west of Albert Street, the overall daily single unit truck percentage increased from 5% to 16%, with eastbound traffic carrying the larger percentage in both years. At this location, the daily combination truck percentage decreased slightly from 4 % to 3%. Comparing the two locations in 2008, in the eastbound direction, the single unit truck percentage was higher at Albert Street, 10 %, than at Sawyer Street, 7%. The reverse was observed in the westbound direction (i.e., 10% at Sawyer, 6% at Albert). Comparing the two locations in 2008, in the eastbound direction, the combination truck percentage was higher at Sawyer Street, 6%, than at Albert Street, 1%. In the westbound direction, the same was observed (i.e., 8% at Sawyer, 2% at Albert,). In addition to 24-hour vehicle classification counts on Route 113, truck information was also collected as part of the Manual Turning Movement (MTM) counts. While the 24-hour vehicle classification count provided a detailed breakdown of the various vehicle types, the MTM counts provided total trucks during the AM and PM peak periods for each turning movement. This information was used to determine the peak hour truck percentages on Routes 110 and 113 as shown in the Table 4-6 below. EA/Draft EIR 4-22

21 Table 4-5. Comparison of 24-Hour Truck Percentages, 2006 and 2008 Location EB WB Total EB WB Total Route 113 West of Sawyer Street Single Unit Truck Combination Truck Total Truck Percent Route 113 West of Albert Street Single Unit Truck Combination Truck Total Truck Percent Table 4-6. Peak Hour Truck Percentages Location 2008 AM Peak Hour 2008 PM Peak Hour Route 113 (North Lowell St) 10% 4% Route 110 (Lowell St) 7% 2% Route 113 (Lowell St) 1% 1% Route 110 (Haverhill St) 6% 2% Vehicle Speeds Speed data along North Lowell Street (Route 113) were collected in 2006 and 2008 at two locations. The data include both the average speed, as well as the 85 th percentile speed (Table 4-7). The 85 th percentile speed is typically used to establish the posted speed limits on roadways. In the westbound direction, on Route 113, west of Sawyer Street, the 85 th percentile speed is 44 mph, down from 54 mph in In the eastbound direction, the 85 th percentile speed is 42 mph, up from 35 mph in On Route 113, west of Albert Street, the 85 th percentile speed is 33 mph in the westbound direction, up from 27 mph in In the eastbound direction, the 85 th percentile speed is 39 mph, up from 30 mph in In some areas, traffic patterns may vary greatly from day to day, or year to year depending on a number of factors. Most recently, with the increase in gasoline prices, the number of vehicles miles traveled in the US has declined. This pattern can be observed locally as well. Data for this project were collected in 2006 and In locations where data were collected for both years and the differences were significant, they were noted. These significant differences are noted on Figure EA/Draft EIR 4-23

22 I- 93 Southbound Allen Street Griffi n Street n S t r e e t W i l Z:\project\ \ \EIR Graphics\Images\Cooridor Study\ _corridorAlt_1-7 Sea Street Conrad Street Lowell St./Rte. 113 NORTH PM Peak I-93-Northbound Forest Street Nice Street Cherry Hill Circle Smith Avenue Memorial Drive AM Peak Church Street Gas Station Forest Street Bearse Street Newport Street Haverhill St./Rte. 110 f r e d S t r e e t G r e e n S t r e e t Burger King Pizza Hut TD Bank North Observatory Road A v e n u e M o o d y ADT Valley Offi ce Park S t r e e t B r a n c h Aster Street AM Peak H e a t h e r D r i v e B u r n h a m R o a d North Lowell St./Rte. 113 Albert Street Bolduc Street Gas Station Noyes Street L i n c o l Vi n e y a r d L a n e Lowell St./Rte. 110 Dunkin Donuts Brandywine Lane Plaza 466 M e r r i m a c k R i v e r ADT Riverside Drive Not To Scale Interchange Reconfiguration and Reconstruction Project, Methuen, Massachusetts Changes in Traffic Volumes Figure 4-10

23 Table 4-7. Comparison of Vehicle Speeds (mph), 2006 and 2008 Location EB WB EB WB Route 113 West of Sawyer Street Average Speed th Percentile Speed Route 113 West of Albert Street Average Speed th Percentile Speed The ADT on North Lowell Street (Route 113) decreased by 19%; however, the ADT on Lowell Street (Route 110) increased by 16%. This was likely due to an on-going construction project on North Lowell Street which resulted in traffic diverting to Lowell Street (Route 110). Other locations where significant changes in volume were observed based upon the AM and PM peak hour volumes include: I-93 southbound off ramp volumes decreased by 18.8% in the PM peak. Lowell Street (Route 113) volumes increased by 39% during the AM peak Haverhill Street (Route 110) volumes increased by 35.6% during the AM peak License Plate Data Using the information from the license plate data, a clearer picture emerges regarding driving patterns and the path of vehicles through the Rotary. The actual license plate matches and destinations for the AM and PM peak hours are contained in Appendix B. There were a certain number of license plates that weren t matched after the collection effort due to a variety of reasons including: illegible plates; incorrect recording of plate numbers, and; vehicles exiting the study limits. The license plate study was used to determine the final traffic patterns at the Rotary, in conjunction with the manual turning movement and automatic traffic recorder counts. During the peak hours, a majority of drivers (53%) exiting I-93 northbound either head east onto Routes 113/110 while the rest (47%) travel three-quarters of the way around the Rotary and head west on Routes 113/110. The majority of the drivers existing I-93 southbound take a right at the bottom of the ramp and head west onto Route 113/110 (79% in the AM, 68% in the PM), while the remaining travel three quarters of the way around the Rotary and head east on Route 113/110 (21% in the AM, 32% in the PM). Drivers entering the Rotary from the west can either take a right onto I-93 southbound, travel halfway around the Rotary and stay on the surface streets, or travel three-quarters of the way EA/Draft EIR 4-25

24 around the Rotary and get onto I-93 northbound. During the AM, 65% of the drivers use I-93 southbound and 37% use I-93 southbound in the PM; 27% of the drivers use I-93 northbound in the AM and 41% in the PM; and 7 % of the drivers stay on the surface streets and travel east in the AM (22% in the PM). Drivers entering the Rotary from the east can either take a right onto I-93 northbound, travel halfway around the Rotary and stay on the surface streets, or travel three-quarters of the way around the Rotary and get onto I-93 southbound. Some 65% of the drivers use I-93 southbound in the AM and 38% in the PM; 16% of the drivers use I-93 northbound in the AM and 23% in the PM; and 19 % of the drivers stay on the surface streets and travel west in the AM and 39% in the PM. Some of the drivers exiting Riverside Drive during the AM peak take a right onto I-93 southbound (46% in the AM, 21% in the PM), head east on Route 110/113 (8% in the AM and 12% in the PM), head north on I-93 northbound (17% in the AM and 15% in the PM) or travel more than three-quarters of the way around the Rotary to exit onto Route 110/113 westbound (30% in the AM and 33% in the PM) Traffic Flow Maps Based upon the license plate information in conjunction with the manual counts and automatic counts, the traffic flow maps for the AM and PM peak hours were generated as shown in Figure 4-11 and Figure 4-12, respectively. Similar to the ADT, the MTM counts were adjusted for seasonal variations based upon information obtained for MassDOT s continuous count station on I-93 (Station 511: I-93 north of I-495, Andover) Crash Analysis A crash analysis was conducted at the project area intersections. The objective of the analysis was to identify locations that experience a significant number of crashes that may be addressed as part of the design process. The crash data were obtained from MassDOT for the three latest years available ( ). The crash data were provided for the entire City of Methuen; therefore, a detailed search was first performed to extract all crashes on I-93 in the vicinity of Exit 46, as well as on Route 110 and Route 113. Next, the database was queried to identify the number of crashes that occurred at each intersection within the study area. The number of crashes, by location, for each year was then totaled and is presented in Table 4-8. Within the study area, the locations with the highest number of crashes over the three-year period were the Rotary at Routes 110 and 113 and I-93, near exit 46. The average number of crashes at the rotary, per year, was 86, while on I-93 it was 84. One of the disadvantages of only reviewing the number of crashes per year is that it does not take into consideration the number of vehicles entering the intersection. A location may have the same number of crashes; however, due to the number of vehicles entering, it may have a lower crash rate. EA/Draft EIR 4-26

25 _jacobs N FOREST ST RTE 113 I GREEN ST RT BOLDUC ST BRANCH ST RTE RT BURNHAM RD RIVERSIDE DR Interchange Reconfiguration and Reconstruction Project, Methuen, Massachusetts AM Peak Traffic Volumes Figure 4-11

26 _jacobs N FOREST ST RTE 113 I GREEN ST RT BOLDUC ST BRANCH ST RTE RT BURNHAM RD RIVERSIDE DR Interchange Reconfiguration and Reconstruction Project, Methuen, Massachusetts PM Peak Traffic Volumes Figure 4-12

27 Table 4-8. Number of Crashes by Location, Location Average I-93 at Methuen Rotary Rotary Riverside Drive at Bolduc St North Lowell St. at Bolduc St North Lowell St. at Lowell St Lowell St. at Haverhill St Heather Dr. at Haverhill St Forest St. at Lowell St Forest St. at Haverhill St Summary Source: MassDOT Since the exposure at each intersection changes due to the traffic volume, an additional analysis is typically performed to ensure that the crash frequency is not the sole determinant in identifying high crash locations. Crash rates, which relate the number of crashes to the number of vehicles entering the intersection over a specified period of time, are used to ensure that an objective evaluation occurs. The MassDOT recommended procedure was used to calculate crash rates. The analysis is based on the average number of crashes per year and the intersection volume. Crash rates are calculated by dividing the average number of crashes per year by the number of annual vehicles entering an intersection (measured as million entering vehicles, or MEV). Turning movement counts conducted for this study were used to estimate MEV values. The average annual rates were divided by MEV values for each location to calculate crash rates for project area intersections (Table 4-9). Table 4-9. Crash Rates by Location, Location Signalized Unsignalized Rotary Lowell St. at Riverside Drive and Bolduc St North Lowell St. at Bolduc St North Lowell St. at Lowell Lowell St. at Haverhill St Lowell St. at Forest St Haverhill St. at Forest St EA/Draft EIR 4-29

28 Each year, MassDOT adds intersection crash rates to its database to establish standardized baseline rates for both signalized and unsignalized intersections throughout the Commonwealth. These official rates can be used as an effective tool to measure safety hazards at specific locations. MassDOT reported that the official crash rate for MassDOT District 4 in 2004 was 0.88 per MEV for signalized intersections and 0.63 for unsignalized intersections. If the rate of crashes at a specific location is higher than the average crash rate at similar locations throughout the state, it may be indicative of a potential safety problem. The crash rates for the signalized intersections at North Lowell and Lowell Streets fall below the District 4 average; however, the District 4 average is exceeded at the intersection of Lowell Street and Haverhill Street. Two of the unsignalized locations exceed the District 4 crash rate. The Rotary has a crash rate that is seven times the district s average, while the Forest Street at Lowell Street intersection is a little more than double the district s average Rotary Crash Data Based on the recorded crashes with adequate information (e.g., location and crash type), 58% of the total were rear-end crashes (Figure 4-13) at the rotary. This type of crash is common at rotaries drivers pull up to the yield line, observe circulating traffic, decide to pull out, then realize that they shouldn t have the gap in between vehicles on the rotary is too small and they slam on their brakes. The driver behind the first vehicle, expecting the vehicle to pull out, is looking for a gap in the circulating roadway traffic and not paying attention to the entering vehicle, and crashes into the back of the vehicle. This information is a factor in the decision to evaluate different interchange configurations other than a rotary. Figure Rotary Crashes by Type ( ) EA/Draft EIR 4-30

29 The other crash types, sideswipe (21%) and angled collisions (13%), may be addressed through design. Similar to the rear-end collisions on the entrances to a rotary, sideswipe collisions on the rotary s circulating roadway are typical, when they are wide and unmarked. Both of these conditions exist at the rotary, providing textbook content for improvements Lowell Street at Haverhill Street This signalized location has a crash rate (1.08) that is higher than the district average (0.88). Transportation professionals use this information to identify locations that should be reviewed so that possible solutions could be recommended and implemented. To better understand the crash rates, additional analysis was performed on the crash data to evaluate possible contributing factors. Most of the crashes (80%) occurred when the pavement was dry and ambient lighting was good (59% of the accidents occurred during daytime ambient light conditions) (Figures 4-14 and 4-15). Since most of the crashes occurred when the pavement was dry, the crashes do not appear to be related to weather or lighting. More than half of the crashes were rear-end collisions (62%), indicating that the signal timing should be reviewed to ensure that adequate yellow and red time is provided. Some 24% of the crashes were sideswipe collisions and 14% were angled collisions indicating that the alignment should be reviewed to minimize future sideswipe crashes. (Figure 4-16). Figure Lowell Street at Haverhill Street Crashes, by Weather ( ) EA/Draft EIR 4-31

30 Figure Lowell Street at Haverhill Street Crashes, by Ambient Lighting Conditions Figure Lowell Street at Haverhill Street Crashes, by Type ( ) Lowell Street at Forest Street This signalized location has a crash rate (1.38) that is more than the district average (0.88). Similar to the other two locations, this intersection was analyzed further to better understand the crash rates. Most of the crashes (63%) occurred when the pavement was dry (Figure 4-17) and ambient lighting was good (81%) (Figure 4-18), so the crashes do not appear to be related to weather or lighting. More than half of the crashes were angled collisions (56%). The existing signalized intersection has a simple two-phase signal system, with permitted lefts on all four approaches. The high rate of angled collision may be due to the high percent of left turning traffic at this intersection in conjunction with the permitted left turn signal phasing. Some 25% of EA/Draft EIR 4-32

31 the crashes were rear-end collisions and 13% were head-on collisions (Figure 4-19). Based on the large number of angled collisions, this may be a location an upgrade of the existing signal system may be considered. In addition, the alignment along Lowell Street should be reviewed to ensure that future sideswipe crashes will be minimized. Figure Lowell Street at Forest Street Crashes, by Weather ( ) Figure Lowell Street at Forest Street Crashes, by Ambient Lighting Conditions ( ) EA/Draft EIR 4-33

32 Figure Lowell Street at Forest Street Crashes, by Type ( ) Level of Service Analysis Level of service analyses were performed to determine how the intersections and the rotary currently operate in the study area. In addition, the on- and off-ramps on I-93 at Exit 46 were analyzed. The analyses were conducted using software programs widely used throughout the United States and accepted by MassDOT, namely the Synchro software for all of the signalized and unsignalized intersections, the aasidra software for the rotary, and the HCS plus for all freeway sections and ramp junctions. Synchro, aasidra and HCS are industry standard software packages for determining the level of service, or quality of traffic flow, for highways and intersections. While the Synchro software follows procedures presented in the Highway Capacity Manual 2000 (HCM) for signalized and unsignalized intersections, the aasidra software follows a widely accepted procedure for the analysis of roundabouts and rotaries. The HCS Plus software follows procedures for freeway and ramp junctions as presented in the HCM. Level of service analysis generally provides important pieces of information that measure the operational effectiveness of an intersection, rotary or roadway segment: density in terms of number of vehicles per mile per lane, volume to capacity (v/c) ratio, delay, average and 95 th percentile queue lengths, and level-of-service (LOS). Volume represents the travel demand and capacity represents the amount of traffic the roadway or facility can accommodate under prevailing conditions. Thus, the v/c ratio for a roadway segment is a reflection of how the facility is accommodating the demand. Volume to capacity ratio that approaches or exceeds 1.0 indicates traffic congestion or poor operating condition. Level-of-service (LOS) is a term used to denote different operating conditions that occur at a given intersection or roadway segment under various traffic volume loads. It is a qualitative measure of the effect of a number of factors including intersection geometrics, speed, travel delay, freedom to maneuver, and safety. The LOS at an intersection is divided into a range of six letter grades, ranging from A to F, with A being the best and F the worst. EA/Draft EIR 4-34

33 LOS designation is reported differently for signalized and unsignalized intersections. For signalized intersections, it is defined in terms of delay, which is a measure of driver discomfort and frustration, fuel consumption, and lost travel time. Specifically, LOS criteria are quantified in terms of average control delay per vehicle for the peak hour, which is reported for the entire intersection and by lane or lane group approach. For unsignalized intersections, the analysis assumes that the traffic on the mainline is not affected by traffic on the side street. The LOS for each movement is calculated by determining the length of gaps that are available in the conflicting traffic stream. Based upon the length of the gaps between vehicles, the capacity of the movement can be calculated. The demand of the movement is then compared to the capacity and utilized to determine the average control delay for the movement. For unsignalized intersections, an overall intersection LOS is not determined. It is generally reported in terms of delay for left-turns on the mainline, as well as all side street movements. The delay ranges differ slightly between unsignalized and signalized intersections due to driver expectations and behavior for each LOS. Table 4-10 summarizes the LOS criteria. Similar to unsignalized intersections, the rotary operations analysis is based primarily on the delay for vehicles entering the rotary. As traffic entering the rotary is required to yield to traffic in the rotary, delay is based on the driver s ability to find acceptable gaps and safely merge into the rotary traffic. Level of service analysis of the freeway sections are based upon density of vehicles and at the ramp merge and diverge points are based upon the density of vehicles upstream of the merge and downstream of the diverge points. Table 4-11 summarizes the LOS criteria for ramp junctions. Level-of-Service (LOS) Table Level-of-Service Criteria for Intersections Signalized Intersection Control Delay (sec/veh) Unsignalized Intersection Control Delay (sec/veh) A B >10-20 > C >20-35 >15-25 D >35-55 >25-35 E >55-80 >35-50 F >80 >50 Source: 2000 Highway Capacity Manual EA/Draft EIR 4-35

34 Table Level-of-Service Criteria for Freeway and Ramp Junctions Level-of-Service (LOS) Freeway Density (pass car/mile/lane) Ramp Junctions Density (pass cars/mile/lane) A B > > C > >20-28 D > >28-35 E > >35 F Demand Exceeds Capacity Demand Exceeds Capacity Source: 2000 Highway Capacity Manual Signalized Intersections Information at each of signalized intersections including lane geometry and signal timing were obtained from field observations as well as from existing plans obtained from MassDOT and the City of Methuen. Table 4-12 presents the level of service at the signalized intersections within the project area for the AM and PM peak hours. Under existing conditions, the signalized intersections in general operate at acceptable levels of service (LOS D and better), with the exception of Lowell Street (Route 110) at North Lowell Street (Route 113). This intersection operates at LOS F during the AM peak hour due to the heavy volume on Route Unsignalized Intersections Table 4-13 presents the level of service at the unsignalized intersections within the project area for the AM and PM peak hours. Each unsignalized intersection in the project area has at least one approach that operates at an unacceptable level of service under existing conditions, either during the AM peak and/or the PM peak hours. The Route 110/113 rotary operates at LOS F during both the AM and PM peak hours Freeway and Ramp Junctions The sections of I-93 mainline between River Road and the Route 110/113 Interchange as well as between the Route 110/113 Interchange and Route 213/Pelham Road were analyzed using the Basic Freeway Segment procedures within the Highway Capacity Manual. Table 4-14 shows the levels of service on the two sections, one to the south of the Route 110/113 Interchange and the other to the north. I-93 in the project area has 6-lanes (three lanes in each EA/Draft EIR 4-36

35 direction). During the AM peak period, the shoulder on I-93 southbound is used as an travel lane. Similarly, during the PM peak period on I-93 northbound, shoulder use is permitted. Recent traffic data provided by MassDOT from a continuous count station on I-93 north of Route 110/113 indicated 19% of the total traffic using the shoulder during the PM peak period in the northbound direction, and 9% using the shoulder in the southbound direction. This difference is likely due to the unique traffic characteristics of the specific location of the continuous count station. In the northbound direction, traffic looking to exit to the Route 213/Pelham Road Collector-Distributor Road will more likely use the shoulder and thus a high level of usage can be observed in the northbound direction. In the southbound direction, traffic is less likely to use the shoulder in the AM peak period as downstream the Route 110/113 onramp carries extremely high level of traffic. For purposes of the freeway analysis, it was assumed that in general 80% of the traffic will continue to use the regular travel lanes and 20% will use the shoulder during the permitted peak periods. Given the imbalance in traffic between the regular travel lanes and the shoulder, it was deemed inappropriate to analyze the freeway section considering the shoulder (while in use) as a regular travel lane. Consequently, the freeway analysis was performed only on the regular travel lanes. The analysis was conducted for the regular travel lanes under 80% of traffic if peak period shoulder usage was permitted and 100% of traffic if shoulder usage was not. Under the 2008 Existing conditions, I-93 southbound operates at LOS E south of the Merrimack River Bridge during the AM peak hour (7:15 to 8:15) and at acceptable levels (LOS D or better) at other sections during both the AM and PM (4:30 to 5:30) peak hours. EA/Draft EIR 4-37

36 Table Existing Conditions Level of Service Signalized Intersections Location Rte 113 & Forest Street Movement AM Peak Hour V/C Delay LOS AVG Q PM Peak Hours 95th Q V/C Delay LOS AVG Q 95th Q EB LTR C B WB LTR B B NE LTR B B SW LTR B B Intersection B B Route 110 (Haverhill Street) & Route 113 WB T B B NE T B B Intersection B B Route 110 & Green Street/Burnham Road EB LT C C EB R B B WB LTR C D NB LTR C D SB LTR C B Intersection C C Route 113 (North Lowell Street) and Route 110 SE TR F B SW T B B Intersection F B Legend: V/C Vehicle to Capacity ratio AVG Q Average queue LTR Left, Through, Right T Through LT Left, Through TR Through, Right EB Eastbound WB Westbound NE Northeast SW Southwest NB Northbound SB Southbound SE Southeast EA/Draft EIR 4-38

37 Location Route 110 & Forest Street Table Existing Conditions Level of Service Unsignalized Intersections Movement AM Peak Hour PM Peak Hours V/C Delay LOS 95th Q V/C Delay LOS 95th Q EB L A A 2 WB L A A 7 NB L F F 93 NB TR B E 28 SB LTR F ERR F ERR Route 110 & EB L A A 0 Riverside WB L A B 21 Drive/Bolduc Street NW LTR 6.8 ERR F ERR ERR F ERR Route 113 & Branch Street EB L A A 3 SB L E F 299 SB R B C 43 Route 113/Bolduc Street NB LR C F 161 EB F D WB F F Route 110/113 NB A F Rotary SB F C 9.23 Rotary F F Legend: V/C Vehicle to Capacity ratio AVG Q Average queue LTR Left, Through, Right LR Left, Right TR Through, Right EB Eastbound WB Westbound NB Northbound SB Southbound NW - Northwest EA/Draft EIR 4-39

38 Table Existing Conditions Level of Service Freeway Freeway Section LOS AM PM I-93 Northbound, south of Merrimack River B D I-93 Southbound, south of Merrimack River E C I-93 Northbound, north of Route 110/113 B D I-93 Southbound, north of Route 110/113 D C Table 4-15 shows the level of service at the ramp merges and diverges on I-93 at Exit 46. The ramps were analyzed in isolation since the interchanges to the south and north (at River Road and Pelham Street) are beyond the ramp influence area of 2,500 feet, per the Highway Capacity Manual. Furthermore, the I-93 southbound on ramp functions more like a lane addition. The I- 93 southbound on ramp from the rotary joins with the three lanes on I-93 to form four lanes over the Merrimack River bridge. The four lanes later transition to three lanes prior to the River Road exit in Andover, south of the Merrimack River. Table Existing Conditions Level of Service Ramp Junctions Ramp LOS AM PM I-93 Northbound Off-Ramp to Rte 110/113 C E I-93 Northbound On-ramp from Rte 110/113 B D I-93 Southbound Off-Ramp to Rte 110/113 D C I-93 Southbound On-ramp from Rte 110/113 C C Summary The summary of the above traffic analyses is provided below. The signalized intersection of Route 110 (Lowell Street) and Route 113 (North Lowell Street) experiences long delays and operates at an unacceptable level of service (LOS F) during the AM peak hour. The rotary operates at very poor levels of service (LOS F) during both the AM and PM peak hours, with inordinate delays and long queues. The I-93 southbound freeway section (towards Boston) south of the Merrimack River Bridge operates at LOS E during the AM peak hour given the significant increase in volume from the Methuen Rotary Interchange (Exit 46). EA/Draft EIR 4-40

39 The I-93 northbound off-ramp to the rotary during the PM peak hour operates at LOS E resulting in queues that extend back to the mainline and over the Merrimack River Bridge Transit and Multimodal Services Although the primary mode of travel near the project area is the personal automobile, there are other options available. In addition to bus service, there are park-and-ride lots in the area as well as ride sharing services. The following section highlights the multi-modal services in the project area Transit In the project area, there are three major transit services in the area, the Merrimack Valley Regional Transit Authority (MVRTA), Lowell Regional Transit Authority (LRTA), and the Massachusetts Bay Transportation Authority (MBTA). The MVRTA provides local bus service through the rotary and provides commuter bus service to Boston on I-93. The MVRTA provides services between Lawrence and Lowell. The LRTA provides local bus service between Dracut and Lowell. The MBTA provides commuter rail service to Boston from stations in Haverhill, Bradford, Lawrence and Lowell. The MVRTA operates several local bus routes in the Lawrence and Methuen area that can be used for local travel, as well as access to commuter bus and rail services to Boston on both weekdays and weekends. Two routes service the project area, traveling through the rotary (Table 4-16). These routes operate on a fixed-route, fixed-schedule service, on the weekdays and weekends. Route 35, the Water Street service, operates through the Rotary, beginning in Lawrence and ending about ½ mile west of the Rotary (Figure 4-20). On the weekday, the Route 35 operates on a 30-minute headway (frequency), while on the weekends the service operates on a 60-minute headway (also shown in Table 4-16). The service operates from 5: 30 AM 7: 20 PM on weekdays and 7:20 AM 6: 20 PM on weekends. Route 42, the Ring and Ride route operated by the MVRTA, serves an area approximately 1000 feet east of the Rotary (Figure 4-20). This route is an advance phone request origin-todestination service along the scheduled routing. The route service is available Monday through Friday 6 am to 6 pm, and Saturday 9 am to 6 pm and services to several important points in the City of Methuen including The Loop, Methuen Plaza, Methuen Square, and Merrimack Plaza. In addition to local service, the MVRTA Route 41 operates between Lawrence and Lowell directly through the Route 110 and 113 rotary (Figure 4-20). Route 41 operates on a 30- or 60- minute headway during the day, during peak and off-period periods respectively, and on a 60- minute headway on the weekends (Table 4-16). The MVRTA also operates the Boston Commuter Bus which offers three round trips daily from Methuen, Lawrence, and Andover to Boston. The route begins at the Pelham Street park-and- EA/Draft EIR 4-41

40 ride lot along I-93 in Methuen, which is at Exit 47, one exit north of the Route 110 and 113 rotary interchange (Exit 46). The route follows local roads and Route 28 through Methuen, Lawrence and Andover before entering I-93 at the Route 125 exit in Wilmington. While this route serves Boston-bound travelers who might otherwise drive through the Route 110 and 113 interchange, the route itself does not pass through the interchange. The buses leave the Methuen park-and-ride lot at 5:45 AM, 6:15 AM, and 6:45 AM. In the afternoon, the buses leave Boston by 5:00 PM, 5:30 PM, and 6:00 PM. The commuter bus offers several different pricing packages depending on the frequency of travel. Table MVRTA Routes and Associated Headways near Methuen Rotary Project Route (#) Water Street (35) Lawrence and Lowell (41) Weekday Headway Minutes (direction or period) 30 (inbound and outbound) Outbound 30 (5:30 AM 7:30 AM) 60 (8 AM - 2 PM) 30 (2:30 PM 5:30 PM) 60 (6 PM 7 PM) Inbound 30 (6 AM 8:30 AM) 60 (9 AM 4 PM) 30 (4:30 PM 7PM) Weekend Headway Minutes (direction or period) 60 (inbound and outbound) 60 (inbound and outbound) 60 (inbound and outbound) The LRTA operates bus service in the Lowell area which can be used both for local travel and to access MBTA commuter rail service in Lowell. LRTA Route 1 operates between Lowell and Village Square in Dracut, serving the western 0.6 mile of the Route 113 portion of the study area. Together with Route 10, which operates in the western part of Dracut furthest from I-93, these two routes provide a connection to the Lowell commuter rail station for Dracut residents who might otherwise use Route 113 to access I Commuter Rail The MBTA operates the Haverhill/Reading commuter rail line which has stations in Haverhill, Bradford, Lawrence, and Andover and terminates in Boston (Figure 4-21). Each station is relatively close to the project area, and each provides daily parking (Table 4-17). The MBTA operates 13 weekday trains in each direction through these stations. EA/Draft EIR 4-42

41 Legend: RAILROAD ST REET JACKSON STREET Route 35 Route 41 Route 35/41 NORTH Methuen Lawrence PARK STREET CURRANT HILL ROAD BARKER STREET 113 NORTH LOWELL STREET LOWELL STREET LOWELL STREET 113 RIVERSIDE DRIVE WOODLAND STREET HAVERHILL STRE ET MAY STREET MARG BROADWAY IN STREET WATER STREET COMMON STREET ESSEX STREET CANAL STREET LAWRENCE STREET A MESBURY STREET 110 MERRIMACK STREET SALEM STREET RIVER ROAD ANDOVER STREET SOUTH BROADWAY Base Map: MassGIS Bus Route Source: MVRTA Miles Interchange Reconfiguration and Reconstruction Project Project Area Bus Routes Figure 4-20

42 Table MBTA Haverhill/Reading Commuter Rail Line Commuter Rail Station Distance to Project (miles) Number of Parking Spaces Haverhill Bradford Lawrence Andover In addition to the Haverhill/Reading line, the Lowell commuter rail line has two stations near the project area, Lowell and North Billerica (Figure 4-21). Each station is relatively close to the project area, and each provides daily parking (Table 4-18). The MBTA provides 22 weekday trains in each direction from Lowell to Boston. Commuter Rail Station Table MBTA Lowell Commuter Rail Line Distance to Project (miles) Number of On-Site Parking Spaces Lowell North Billerica Transit Intelligent Transportation Systems In the project area, transit agencies are taking advantage of advancing technologies to improve service. Intelligent Transportation Systems (ITS) are used on the MVRTA buses. MVRTA has on-board global positioning system (GPS) devices that are used for real-time route adjustments. The MBTA offers several ITS initiatives for commuter rail users. Train delay and arrival information is provided on dynamic message signs on commuter rail platforms. In addition to this information, service alerts are available for potential users, via the MBTA web site and via text messages through cellular technology Park & Ride Facilities MassDOT provides two park & ride lots along I-93 near the study area. The Pelham Street parkand-ride lot is located just north of the project site, while the Andover park-and-ride lot is south of the project area. Both park-and-ride lots are used on a regular basis by commuters. The Pelham Street park-and-ride lot at exit 47, one exit north of the Rotary, has capacity for 189 vehicles (Figure 4-22). It is used by carpools and vanpools and is served by the MVRTA s Boston Commuter Bus. Recent counts show that on average, the lot is occupied 54% of the time. The facility is lighted and provides a bus shelter and bike racks. EA/Draft EIR 4-44

43 97 Haverhill HAVERHILL New Hampshire NORTH BRADFORD 113 Methuen 213 PROJECT LOCUS 113 Lawrence 125 Boxford LAWRENCE Dracut North Andover Andover ANDOVER 110 LOWELL Lowell BALLARDVALE Tewksbury 28 NORTH BILLERICA Billerica 129 Wilmington 62 NORTH WILMINGTON North Reading Base Map: MassGIS Source: MBTA Miles Interchange Reconfiguration and Reconstruction Project MBTA Commuter Rail Lines Figure 4-21

44 Pelham I-93, Exit 47 PROJECT LOCUS Methuen Lawrence North Andover NORTH Dracut Andover I-93/Dascomb Rd, Exit 42 Tewksbury Base Map: MassGIS Bus Route Source: CTPS/MVRTA Miles Interchange Reconfiguration and Reconstruction Project Park and Ride Locations Figure 4-22

45 The Andover park-and-ride lot on Dascomb Road is located at exit 42 and has capacity for 73 vehicles (Figure 4-22). It is used only for carpooling since no transit service is provided at this lot, and the lot tends to fill to capacity early in the morning. The park-and-ride lot is typically full. Additional municipal parking is also provided for commuters at the Boston Commuter Bus stops in Andover Transportation Demand Management MassDOT offers a free service called MassRIDES, a comprehensive resource to commuters traveling in and around the Commonwealth. Programs include services to employers to set up carpool, and vanpool program, ride-share matching and Emergency Ride Home (ERH) programs. Within the project area, the Merrimack Valley Transportation Management Association (MVTMA) is a membership organization of local employers and covers the areas of Methuen, Lawrence, Andover and North Andover. They work with local employers to encourage commuters to use rideshare programs and public transportation Journey-to-Work Data Data were reviewed from the 2000 census for Methuen to identify trends and patterns. Namely, the journey-to-work data were reviewed for Methuen, the areas served by two Metropolitan Planning Organizations (MPO) including the Merrimack Valley Planning Commission (MVPC) and the Northern Middlesex Council of Governments (NMCOG), as well as the state. Figure 4-23 illustrates the journey-to-work data. In Methuen, there were 20,741 workers that were 16 years or older who worked. Out of the working population, 85% of the drivers drove alone to work, 10% carpooled and the remainder took public transportation (1.60%), walked (1.40%), or worked at home (1.80%). On the metropolitan planning organization level, which comprises 15 cities and towns in the greater Methuen area, there were some changes in the mode choice. Out of the working population, 80% of the drivers drove alone to work, 11% carpooled and the remainder took public transportation (2.97%), walked (2.14%), or worked at home (3.39%). Journey-to-work data were also analyzed for the adjacent MPO, namely NMCOG. In this area, comprising nine municipalities, 82.6 % of the drivers living in the region drove to work alone. Of the remaining working population, 9.4 % carpooled, 2.4 % walked or biked to work, 2.2 % worked at home, and 2.2 % used public transportation. On the state level, which comprises 351 cities and towns, there were several notable differences when compared to the Methuen data. Of the working population, Statewide, fewer drivers drove to work by themselves (74%), fewer carpooled (9%), more people took public transit (9%), more people walked (4%) and 3% worked at home. EA/Draft EIR 4-47

46 Figure Journey-to-Work Data, 2000 Census Bicycle and Pedestrian Conditions The existing Rotary is not conducive to cyclists and pedestrians traveling through. Although sidewalks lead to the Rotary, there are no crosswalks to guide pedestrians across Route 110 and Route 113 and through the Rotary. Sidewalks in the project area generally vary in width from 4 feet to 5 ½ feet, adequate for persons using mobility aids. Typical sidewalk widths: Sidewalks under I-93 Approximately 5 6 North Lowell Street north side, 4 to 5 feet; south side, no sidewalks Route 110 (west) north side, 7 6 ; south side, approximately 4 feet Lowell Street (east) north and south sides, approximately 5 feet Haverhill Street north and south sides, approximately 5 + Merging and weaving traffic, high volumes and speeds, and poor sight distances make this area not inviting and potentially hazardous to pedestrians and cyclists. Motorists are not expecting pedestrians and cyclists as they enter and exit interstate highway ramps, creating additional potential hazards. Rubel BikeMaps Eastern Massachusetts Bicycle and Road Map labels a through route in the area on Riverside Drive, avoiding the Rotary entirely. Figure 4-24 illustrates the existing pedestrian and bicycle routes through the rotary area. EA/Draft EIR 4-48

47 4.5 Air Quality Attainment Classifications The project is located in Essex County, Massachusetts, in the metropolitan Boston Intrastate Air Quality Control Region (AQCR). This area is predominantly suburban and is classified by the U.S. Environmental Protection Agency as an attainment or unclassifiable area for the criteria air pollutants nitrogen dioxide (NO 2 ) and carbon monoxide (CO). This area is currently classified as a moderate nonattainment area with respect to the eight-hour ozone (O 3 ) standard. Air monitoring by the Massachusetts Department of Environmental Protection shows that the air quality has improved significantly in Eastern Massachusetts, and in Essex County, over the past 30 years Summary of Representative Air Monitoring Data The existing air quality for the project area (NO 2, CO, and O 3 ) has been estimated using monitoring data reported by the Massachusetts DEP to the U.S. EPA for the most recent complete three-year period ( ). The highest annual average of NO 2 for the three-year period was used to establish the annual concentration for this pollutant. The highest, secondhighest, one-hour and eight-hour average CO concentrations for the three-year period were used to establish background concentrations for CO. The three-year average of the annual 4th highest eight-hour ozone concentration was used to establish the background concentration for that air pollutant. All monitoring data are summarized in Table 4-19 along with the applicable National Ambient Air Quality Standards (NAAQS). The NAAQS have been established to protect the public s health and welfare with a margin for safety. The monitoring stations chosen were those that were determined to be most representative of the project area (suburban location and residential land use) Nitrogen Dioxide (NO 2 ) Concentrations The closest representative Massachusetts DEP monitoring station for NO 2 is located at the Consentino School in Haverhill, approximately 7 miles northeast of the project area. The location of this monitor is described as suburban with a residential land use. Table 4-19 shows that the existing annual background NO 2 concentration is 16.9 micrograms per cubic meter (μg/m3) Carbon Monoxide (CO) Concentrations The closest, most conservatively representative Massachusetts DEP monitoring station for CO is located at Merrimack Street in Lowell, approximately 7 miles southwest of the project area. The location of this monitor is described as urban/center city with a commercial land use. Table 4-19 shows that the one-hour and eight-hour CO background concentrations are 3.2 and 2.1 parts of CO per million parts of air (ppm), respectively. These CO background concentrations are used for the microscale air quality analysis presented in Section 4.0 of this EA/DEIR. EA/Draft EIR 4-49

48 I- 93 Southbound n Sea Street Conrad Street Lowell St./Rte. 113 I-93-Northbound Forest Street Nice Street Memorial Drive Church Street NORTH Cherry Hill Circle Smith Avenue Gas Station Forest Street Bearse Street Newport Street Haverhill St./Rte. 110 W i l f r e d S t r e e t G r e e n S t r e e t Existing Roadway Alignment Burger King Pizza Hut TD Bank North Valley Offi ce Park Observatory Road M o o d y A v e n u e B r a n c h S t r e e t H e a t h e r D r i v e B u r n h a m R o a d Existing Sidewalks Crosswalk Secondary Bicycle Roue on Riverside Drive (Source: Rubel BikeMap) North Lowell St./Rte. 113 Albert Street Bolduc Street Gas Station Allen Street Noyes Street L i n c o l S t r e e t Dunkin Donuts Griffi n Street Plaza 466 M e r r i m a c k R i v e r Aster Street Vi n e y a r d L a n e Lowell St./Rte Brandywine Lane / Riverside Drive 478 Not to Scale Interchange Reconfiguration and Reconstruction Project, Methuen, Massachusetts Existing Pedestrian and Bicycle Accommodations Figure

49 Ozone (O 3 ) Concentrations The closest representative Massachusetts DEP monitoring station for ozone is located at the Consentino School in Haverhill, approximately 7 miles northeast of the project area. The location of this monitor is described as suburban with a residential land use. Table 4-19 shows that the existing eight-hour ozone concentration is μg/m 3. This measured level slightly exceeds the eight-hour ozone standard. Pollutant Monitor Location Table Representative Air Quality Monitoring Data Averaging Period Units: (µg/m 3 ) Existing Background Level NAAQS NO 2 Consentino School Annual O 3 Haverhill Eight-Hour CO Units: parts CO per million parts of air (ppm) Merrimack Street One-Hour Lowell Eight-Hour Legend: μg/m 3 micrograms per cubic meter NAAQS National Ambient Air Quality Standards NO 2 Nitrogen Dioxide O 3 Ozone CO Carbon Monoxide 4.6 Noise Analysis Method Noise impacts were assessed and the need, feasibility, and reasonableness of noise abatement measures were determined for the project. FHWA has regulations for mitigation of highway traffic noise in the planning and design of federally aided highways. These regulations are titled Procedures for Abatement of Highway Traffic and Construction Noise and are found in Part 772 of Title 23 of the Code of Federal Regulations (CFR), know more simply as 23 CFR 772. Compliance with these regulations is a requirement for the granting of federal-aid highway funds for noise barrier projects. These regulations require the following during the planning and design of a highway project: (1) identification of traffic noise impacts; (2) examination of potential mitigation measures; and (3) the incorporation of reasonable and feasible noise mitigation measures into the highway project. MassDOT has established a program for Type I noise projects. A Type I Project is defined in 23 CFR 772 as a project that involves the construction of a noise barrier coincidental with the construction of a major highway on a new location or with the physical alteration of an existing highway that significantly changes the horizontal or vertical alignment or increase the number of EA/Draft EIR 4-52

50 through traffic lanes. To enact its Type Noise Abatement Program on a statewide basis, MassDOT has developed Type I Noise Abatement Policy and Procedures to comply with the noise regulations in 23 CFR 772 as well as with FHWA Policy and Guidance. The Type I Noise Abatement Policy and Procedures establish consistent criteria and procedures for providing noise abatement for all Type I projects. The project noise analysis was conducted in coordination with MassDOT and in accordance with its Type I Noise Abatement Policy and Procedures. The noise study tasks included a field sound measurement survey to document community sound levels that included short-term and long-term testing, a model calibration to compare and evaluate the predicted sound levels with the field-measured data, and the modeling of existing and future roadway sound levels at all noise sensitive locations (receptors) within the study area. The project area is bounded by the Merrimack River on the south, by the Forest Street bridge over I-93 on the north, by the Heather Drive and Route 110 intersection on the east, and by the Riverside Drive and Route 110 intersection on the west. The future design year 2030 alternatives included the No Build, Build Alternative 2B, and Build Alternative 3A cases. The purpose of a noise analysis in an EA is to compute existing and design year sound levels at sensitive receptor locations to determine if sound levels currently exceed, or will exceed, the FHWA Noise Abatement Criteria (NAC) and to determine if impacted receptors qualify for a noise barrier. A traffic noise impact is defined by MassDOT as follows: When the computer existing or future sound levels approach (within 1 decibel) or exceed the FHWA NAC. For example, the NAC for residential areas is 67 decibels. MassDOT defines an impact for residential areas when sound levels equal to or exceed 66 decibels; or When the computer future sound levels exceed the loudest existing sound levels by 10 decibels or more. If traffic noise impacts are expected, noise reduction measures must be incorporated into a Type I highway project. The most common noise reduction method use is noise barriers. Project area sound levels associated with the 1-hour traffic volumes for the Noisiest Traffic Hour (NTH) were calculated using the FHWA Traffic Noise Model (TNM), Version 2.5. Noise sensitive receptors were evaluated against the FHWA NAC to determine whether a traffic noise impact exists for each receptor. Using the results of the noise analysis, noise mitigation in the form of noise barriers was evaluated for impacted areas. The feasibility and cost-effectiveness of noise barriers were assessed using MassDOT and FHWA guidelines. The MEPA Certificate on the project ENF requires an analysis of construction noise. Construction noise impacts were quantified using sound reference levels and usage factors from the FHWA Roadway Noise Construction Model (RCNM) in conjunction with the Cadna-A acoustic model. Predicted construction noise at sensitive receptors was compared to the RCNM daytime noise criteria for impact and non-impact noise and mitigation measures were identified. EA/Draft EIR 4-53

51 4.6.2 Sound Metrics Sound metrics are used to quantify sound pressure levels and to describe a sound's loudness, duration, and tonal character. A commonly used descriptor is the A-weighted decibel (dba). The A-weighting scale approximates the human ear's sensitivity to certain frequencies by emphasizing the middle frequencies and de-emphasizing the lower and higher frequency sounds. The decibel is a logarithmic unit of measure of sound, meaning that a 10 decibel change in the sound level roughly corresponds to a doubling or halving of perceived loudness. A 3 dba change in the noise level is generally defined as being just perceptible to the human ear in an outdoor environment. Table 4-20 provides the subjective effect of different changes in sound levels. Table Subjective Effect of Changes in Sound Pressure Levels Change in Sound Level Apparent Change in Loudness (Increase or Decrease) 0-3 dba Little to No Noticeable Change 3-10 dba Slight to Moderate Change 10 dba Substantial Change Legend: dba A-weighted decibels Roadway noise is typically measured and predicted in terms of an L eq, or equivalent sound level, which is defined as the steady-state sound level for a one-hour period that has the same acoustic energy as the fluctuating sound levels during that 1-hour averaging period. This metric is commonly referred to as the 1-hour average sound level. The 1-hour L eq is the metric used to describe the potential noise impacts from proposed highway projects using the established noisiest traffic hour for the project area Noise Impact Criteria The FHWA s NAC, listed in Table 4-21, are used to determine when the noise impacts from highway traffic require noise abatement as part of a Type I project. The decibel thresholds are defined in 23 CFR Part 772, Procedures for Abatement of Highway Traffic Noise and Construction Noise, and their application is detailed in FHWA s Highway Traffic Noise Analysis and Abatement Policy and Guidance and in the MassDOT Type I Noise Abatement Policy and Procedures. Noise impacts along the existing roadways were determined relative to these policies and procedures. The NAC set a threshold on highway traffic sound levels for a proposed project by land use or activity category. This study concentrates on the residential and commercial land use (Categories B and C in Table 4-21) near the project roadways. A traffic noise impact is defined by MassDOT as follows: When the computer existing or future sound levels (the 1-hour Leq for the Noisiest Traffic House) approach (within 1 decibel) or exceed the FHWA NAC. For example, the NAC for residential areas is 67 decibels. MassDOT defines an impact for residential areas when sound levels equal to or exceed 66 decibels; or EA/Draft EIR 4-54

52 When the computer future sound levels exceed the loudest existing sound levels by 10 decibels or more. If traffic noise impacts are expected, noise reduction measures must be incorporated into a Type I highway project. The most common noise reduction method use is noise barriers. For highway modification projects where homes have been built close to an interchange or highway, existing sound levels near the facility may already approach or exceed the NAC. For this situation, FHWA states: traffic noise impacts occur since existing noise levels already approach or exceed FHWA noise abatement criteria. In these instances, abatement must be considered and implemented if found to be reasonable and feasible. 2 FHWA recommends that the traffic noise analysis include a comparison between the future build and no-build sound levels for the facility in the design year as it is one of the factors considered in determining whether or not a proposed abatement measure is reasonable Sound Level Measurement Program Both long-term and short-term monitoring was conducted as part of the sound level measurement program. The purpose of the long-term monitoring was to assist in establishing the Noisiest Traffic Hour (NTH) in the study area. Whereas sound levels in the project area are dominated by Interstate 93, the long-term sound monitor was placed at a residence with a setback distance typical for the residences directly adjacent to the highway (i.e., the first-row homes). The longterm meter was deployed in front of the residence at #27 Smith Avenue on the I-93 ROW. Continuous measurements were made from Thursday, October 9, 2008 to Friday, October 17, 2008 and included weekday and weekend time periods. As discussed below, these measurements demonstrate that the NTH is 2 to 3 PM on a weekday in the study area. The sound level produced by a highway is a function of traffic speed, traffic volume and the percentage of trucks. Vehicle speed is the primary determinant of the NTH for a highway interchange. Traffic on a highway moving at 60 mph produces 15 dba more sound than the same traffic volume moving in a congested condition at 25 mph 3. By contrast, even a large increase in traffic volume of 50% at a constant speed would only produce 1.8 dba more sound, and an increase in the highway truck percentage from 3% to 4% for a constant speed and traffic volume would only produce 0.6 dba more sound. For these reasons, the NTH generally is close to but not coincident with the hour with the highest traffic volume since that hour often has lower travel speeds. The NTH is usually prior to, or after, the morning or afternoon rush hour. 2 FHWA, Traffic Noise Analysis for proposed Projects Involving Interchanges, Ramps or Lane Widenings, in Highway Traffic Noise Analysis and Abatement policy and Guidance, June 1995, page FHWA, Traffic Noise Model (TNM) Technical Manual, Figures 7 and 11 EA/Draft EIR 4-55

53 Table FHWA Noise Abatement Criteria Land Use Category Hourly Leq (dba) Land Use Category Descriptions A 57 Pristine or specially designated areas of which serenity and quiet of extraordinary significance serve an important public purpose. B 67 Residences, schools, hospitals, places of worship, recreational areas, playgrounds, active sport areas, motels, and libraries C 72 Commercial properties and developed lands, properties, or activities not included in A or B D --- Undeveloped lands Legend: dba A-weighted decibels Table 4-22 presents the daily peak 1-hour sound levels recorded at the long-term monitoring site on Smith Avenue at the I-93 ROW. The single noisiest traffic hour (NTH) was 2-3 PM on Tuesday, October 14 with a recorded sound level of Leq = 68.4 dba. The eight days of sound monitoring included the 3-day Columbus Day weekend, which had lower sound levels than the weekdays before and after, and one day with rain when wet pavement excluded the monitoring data. Of the remaining four weekdays, the daily peak 1-hour sound level occurred from 2-3 PM on Thursday, October 9 and Tuesday, October 14, and almost occurred for this same hour on Wednesday, October 15 with the earlier period of 11AM to noon being only 0.1 dba higher. Friday, October 10, the Friday before the Columbus Day weekend, had its noisiest hour shifted two hours earlier to 12-1 PM, consistent with the fact people leave early on the Friday before a long holiday weekend to travel out of town. The long-term monitoring data demonstrate that the NTH at the Methuen Rotary/I-93 interchange is 2 to 3 PM on a weekday. The FHWA TNM acoustic model was used to determine existing and future sound levels at each residential and commercial receptor in the project area. Short-term sound monitoring at six representative receptors in the project was done to document existing acoustic conditions and to verify and calibrate the noise prediction model (see section 4.6.5). The TNM acoustic model is judged to perform well if measured and model-predicted sound levels at these selected receptors are within 3 dba of each other. The short-term sound level measurement program was completed on Friday, October 24, Sound level measurements were made at six residential and commercial properties at the area of outdoor activity closest to the roadway with the highest traffic volume, shown in Figure The site locations and the measured L eq sound levels are summarized in Table EA/Draft EIR 4-56

54 Table Daily Peak Hour L eq Sound Levels Date Day of Week Hour L eq (dba) Notes 10/9 Thursday 2-3 PM /10 Friday 12-1 PM 68.1 Traffic heavy and early for the 3-day Columbus Day Weekend 10/11 Saturday 5-6 PM 67.3 Weekend 10/12 Sunday 12-1 PM 66.2 Weekend 10/13 Monday 11 AM 12 PM 65.5 Holiday 10/14 Tuesday 2-3 PM /15 Wednesday 11 AM -12 PM 66.7 Second peak of 66.6 dba from 2-3 PM 10/16 Thursday * * Rain in afternoon, no usable data Note: Measured at the end of Smith Avenue on I-93 ROW, October 9-17, 2008 Legend: L eq Equivalent Noise Level The measured results in Table 4-23 indicate that monitoring site 1 at the end of Smith Avenue currently exceeds the NAC for Land Use Category A residential use. Note that the residential areas to the southeast and southwest of the Rotary have been included in MassDOT s Type II Noise Abatement Program Priority List of 53 priority locations for noise abatement next to existing highways. The residential area to the southeast is designated location 42 while the residential area to the southwest is designated location 47 on the Type II list. Table Measurement Program Sound Level Results at the Area of Outdoor Activity Closest to the Roadway Site Description L eq(h) (dba) 1 27 Smith Avenue (Residential) Heather Drive (Residential) Noyes Street (Residential) Allen Street (Residential) Lowell Street at Bolduc Street (Commercial) Branch Street daycare (Residential) 59.3 Legend: L eq(h) Hourly Equivalent Noise Level dba A-weighted decibels EA/Draft EIR 4-57

55 _sound_monitoring_locations Base Map: MASS GIS 2005 Source: EOT Interchange Reconfiguration and Reconstruction Project, Methuen, Massachusetts Sound Monitoring Locations Figure

56 Sound levels were measured with CEL 593, Larson Davis 824 and Larson Davis 820 sound level analyzers. These instruments meet or exceed all requirements set forth in the American National Standards Institute (ANSI) Standards for Type 1 for quality and accuracy. Prior to and immediately following the measurement sessions, the sound analyzers were calibrated with an ANSI Type 1 calibrator that has accuracy traceable to the National Institute of Standards and Technology (NIST). All instrumentation used on this sound level survey was laboratory calibrated within the previous 12-month period. For all measurement sessions, the precision microphone was fitted with a wind screen to reduce the effects of wind induced noise and tripodmounted at approximately five feet above the ground in open areas away from vertical reflecting surfaces. Weather conditions during testing were conducive to accurate noise monitoring. Roadways were dry and skies were clear. The temperature was 56 o F and winds were 0-5 mph from the southwest. All recorded data were downloaded to a computer following the measurement session for the purposes of storage and further analysis Model Calibration Data from the six sound measurement sites were used for TNM calibration. Concurrent with the sound level measurements, traffic counts and vehicle speed data were collected on October 24, This information, along with the physical ground characteristics and terrain features obtained on base mapping conducted to document project area existing conditions, were input to the FHWA TNM program. The differences in the modeled roadway sound level predictions and the measured levels are provided in Table The calculated differences between the TNM predictions and the field measured sound levels are no greater than +/- 3 dba, revealing that the TNM performs satisfactorily in the project area. 4.7 Ecosystem and Biological Community Living resources include upland and wetland vegetative and wildlife communities. Upland vegetation, fish/wildlife and their existing habitat, and endangered and threatened species are considered in this Section. Section 4.8 considers wetlands and vernal pools. The project area is located within the Southern New England coastal plain and hills subecoregion and is generally characterized by relatively small habitats interspersed within residential, commercial, and transportation land uses. The Massachusetts Natural Heritage and Endangered Species Program (NHESP) has mapped areas in the Commonwealth as, potentially, BioMap Core Habitat, BioMap Supporting Natural Landscape, Living Waters Core Habitats, or Living Waters Critical Supporting Watersheds. The project site is not located within any of these mapping units. However, the portion of the Merrimack River downstream of the I-93 bridge over the river is mapped as Living Waters Critical Supporting Watersheds. A portion of the proposed wetland mitigation site, located at 18 Lowell Boulevard, approximately 1 mile west of the rotary, is mapped as BioMap Core Habitat C149. This habitat includes the regionally rare river birch (Betula nigra) and forested shoreline which provides perching and foraging habitat for wintering and non-breeding bald eagles. The wetland EA/Draft EIR 4-59

57 Table Traffic Noise Model Calibration Results Site Description Hourly L eq (dba) Measured Predicted Difference 1 27 Smith Avenue (Residential) Heather Drive (Residential) Noyes Street (Residential) Allen Street (Residential) Lowell Street at Bolduc Street (Commercial) Branch Street - daycare (Residential) Legend: TNM Traffic Noise Model L eq Equivalent Noise Level dba A-weighted decibels mitigation is not located in Living Waters Core Habitats or Living Waters Critical Supporting Watersheds Fisheries With the exception of the Merrimack River and the un-named perennial tributary to the river along the northern portion of the mitigation site located at 18 Lowell Boulevard no other permanent waterways or waterbodies are located within the project area. The Merrimack River and the un-named tributary provide habitat for various warm water species. As mentioned in section 4.7.3, the Merrimack River, downstream of the project site, also provides habitat for the Shortnose Sturgeon (Acipenser brevirostrum) Wildlife and Habitat Upland Wildlife and Habitat The upland portions of the project area generally consist of forested hardwood upland, mowed medians/road shoulders, and landscaped residential/business areas. The remaining portions of the site include wetlands, and impervious areas. Figure 4-26 provides a general vegetation/habitat cover map of the project area. EA/Draft EIR 4-60

58 The forested upland is dominated by pignut hickory (Carya glabra), Norway maple (Acer platanoides), box elder (Acer negundo), red maple (Acer rubrum), quaking aspen (Populus tremula), black cherry, (Prunus serotina), and red oak (Quercus rubra) tree species. The shrub understory of the upland forest is dominated by blackberry, (Rubus allegheniensis), multflora rose (Rosa multiflora), bittersweet (Celastrus scandens), and arrow-wood (Viburnum dentatum). Portions of the project area currently provide habitat for terrestrial wildlife including birds, animals, and invertebrates typical of a residential/business area. The proposed wetland mitigation site primarily includes old field successional species and unmaintained former lawn areas. Portions of the mitigation area currently provide habitat for terrestrial wildlife including birds, animals, and invertebrates. The site, being adjacent to the Merrimack River, also serves as a wildlife corridor Wetland Wildlife Habitat The existing landscape in the project consists of the Interstate Route 93 rotary/interchange with state Routes 110 and 113 in Methuen, Massachusetts. The Study Area is located immediately to the north of the Interstate Route 93 bridge crossing of the Merrimack River, and includes a mixture of commercially- and residentially-developed areas. Wetland areas are generally associated with drainage areas bordering the existing roadway configuration at the rotary/interchange, and drain toward the Merrimack River via existing culverts and other drainage structures. Wildlife habitat located in the project area was evaluated with respect to those areas that would be jurisdictional under the Massachusetts Wetlands Protection Act and/or the Massachusetts Endangered Species Act. Such wildlife habitat may also be federally jurisdictional under the U.S. Clean Water Act or U.S. Endangered Species Act. Wetland wildlife habitat areas were identified in the project area that would be jurisdictional under the Massachusetts Wetlands Protection Act. Where the habitat occurs within vegetated wetland areas or other Waters of the United States, this habitat would also be jurisdictional under the U.S. Clean Water Act. Jurisdictional wildlife habitat is discussed below within each of four quadrants bordering the interchange. Preliminary Detailed Wildlife Habitat Evaluation Forms are included in Appendix E. EA/Draft EIR 4-61

59 93 CHERRY H ILL CIRC L E SMITH AVENUE Legend Vegetation Type FOREST STREET Cropland Forest Non-Forested Wetland Open Land Forested Wetland Brushland/Successional ALBERT STREET MOODY AVENUE BOLDUC STREET BRANCH STREET NORTH LOWELL STREET LOWELL STREET UV 113 GRIFFIN STREET ALLEN STREET INTERSTATE 93 INTERSTATE 93 METHUEN LOWELL S TREET CIRCLE 93 NOYES STREET UV 110 UV 113 LINCOLN STREET LO WELL STREET HAVERHILL STREET RIVERSIDE DRIVE [ ANDOVER Notes: Vegetation Data From MassGIS Base Map: MassGIS April 2008 Airphoto Feet Interchange Reconfiguration and Reconstruction Project General Vegetation and Habitat Figure

60 Northwest Quadrant The northwest quadrant of the project area contains a vegetated wetland area (Wetland B) located north and northwest of Route 113, and south of Branch Street and commercially developed property owned by Brooks Properties. (Wetland locations are shown on Figure 4-27 in section 4.8 below.) This wetland flows southwesterly, parallel to the existing southbound offramp from Interstate Route 93, into a culvert located under Route 113. Drainage is carried through the wetland via a shallow intermittent stream channel. This drainage flows via the nearby roadway drainage system to the Merrimack River. The wetland contains two distinct habitat cover type areas. The northerly (upstream) portion of the wetland consists of a shallow marsh, dominated by a dense stand of purple loosestrife and scattered common cattail (Typha spp.), sensitive fern (Onoclea senisbilis), rushes (Juncus spp.), and red-osier dogwood (Cornus stolonifera). This portion of the wetland contains several standing dead trees (snags) which would provide important perching, feeding, and nesting habitat. The channel within this portion of the wetland is not well defined. The southern (downstream) portion of the wetland consists of a well-defined stream channel (approximately 4-6 feet wide), that widens to approximately 8 feet in width at the culvert system draining under Route 113. The bottom substrate of the channel largely consists of sand and small stones in the vicinity of Route 113, with a muddy bottom (with mud flats) located further upstream. The channel is bordered by a wooded swamp of varying width. Dominant vegetation in the swamp consists of red maple (Acer rubrum), willow (Salix spp.), silky dogwood (Cornus amomum), arrow-wood (Viburnun recognitum), glossy buckthorn (Rhamus frangula), sensitive fern, and royal fern (Osmunda regalis) Northeast Quadrant The northeast quadrant of the project area contains a vegetated wetland (Wetland A) located to the south of Smith Avenue, and to the northeast of the northbound on ramp to I-93. Much of the drainage within the wetland originates from the northeast; however, the northwestern portion of the wetland receives highway drainage via a stone-lined drainage channel. The wetland drains to the southeast via an existing culvert under the northbound on ramp. The eastern two-thirds of the wetland do not contain a well-defined channel. This portion of the wetland is a scrub-shrub thicket dominated by purple loosestrife (Lythrum salacaria) and red-osier dogwood, with patches of arrow-wood, winterberry (Ilex verticillata), nannyberry (Viburnum lentago), skunk cabbage (Symplocarpus foetidus), sensitive fern, sphagnum, and Japanese knotweed (Polygonum cuspidatum). The western (downstream) portion of the wetland contains a narrow (2-4 feet wide) channel that emerges from a groundwater breakout area. The channel substrate largely consists of mud. This portion of the wetland is more open, with areas dominated by royal fern, spotted jewelweed (Impatiens capensis), and sedges (Carex spp.), along with patches of glossy buckthorn, red maple, and Japanese knotweed. EA/Draft EIR 4-63

61 Southeast Quadrant The southeast quadrant of the project area contains two small vegetated wetland areas (Wetlands C and D) that are immediately outside the limits of the right-of-way for the existing roadway system. The first of these wetland areas (Wetland C) is a small wetland located immediately to the south of Route 110, and to the west of Heather Drive. This wetland is a wet meadow dominated by purple loosestrife. The wetland does not contain a stream channel and is presumed to be isolated. The second of the wetland areas (Wetland D) is located immediately to the southeast of Noyes Street, to the east of the northbound portion of the rotary from the I-93 off-ramp. This wetland is a shallow marsh dominated by common cattail, purple loosestrife, and scattered arrow-wood shrubs. The drainage pattern of this wetland is not known. Wetland D is not anticipated to be directly impacted by the proposed project Southwest Quadrant The southwest quadrant of the project area contains the 200-foot Riverfront Area associated with the Merrimack River, portions of the 100-year floodplain (regulated as Bordering Land Subject to Flooding), a vegetated wetland (Wetland E), as well as an intermittent stream channel that drains from the roadway drainage system into the Merrimack River. While the outer portion of the Riverfront Area and portions of the floodplain may fall into the state right-of-way, the vegetated wetland and the intermittent stream is outside the right-of-way and is not proposed to be directly altered. It should be noted that the outer portion of the Riverfront Area and floodplain in the right-of-way is developed with existing roadway, and lacks important wildlife habitat value. The wetland includes forested habitat dominated by red maple, green ash (Fraxinus pennsylvanica), and arrowwood. The intermittent stream from the existing culvert receives drainage from upstream wetlands in the project area, as well as from other roadway sources. It contains pockets of silt and sandy sediment, as well as dumped trash Rare and Endangered Species The US Fish and Wildlife Service (USFWS) administers the federal Endangered Species Act of 1973 (16 U.S.C et seq., as amended). No federally-listed or proposed, threatened or endangered species or critical habitat under the jurisdiction of the USFWS is known to occur in the project area. A letter confirming the lack of endangered species or critical habitat dated January 2, 2009 was obtained from USFWS and is included in Chapter 8. Preparation of a Biological Assessment or further consultation with the USFWS under Section 7 of the Endangered Species Act is not required. In its July 28, 2008 comment letter on the ENF, the Natural Heritage & Endangered Species Program (NHESP) of the Massachusetts Division of Fisheries & Wildlife, NHESP identified EA/Draft EIR 4-64

62 Priority (PH 811) and Estimated Habitat (EH 184) in portions of the project area along Route 113, as well as Priority (PH 1222) and Estimated Habitat (EH 819) in portions of the project area along and within the Merrimack River. These habitat areas protect species listed under the Massachusetts Endangered Species Act (MESA), which also includes species listed under the U.S. Endangered Species Act. According to NHESP, the following listed species may occur within the project area: Wood Turtle (Glyptemys insculpta). The wood turtle has been identified in the Estimated and Priority Habitat areas located along Route 113 in Dracut and Methuen. The wood turtle prefers riparian areas with slower moving mid-sized streams, sandy stream bottoms and heavily vegetated stream banks. Open sandy/gravelly areas near the streams are used for nesting, and the turtle will spend most of the spring and summer in mixed or deciduous forests, fields, hayfields, and riparian wetlands. The wood turtle is listed as Species of Special Concern under MESA; there is no federal listing under U.S. Endangered Species Act. Blanding s Turtle (Emydoidea blandingii). Blanding s turtle has been identified in the Estimated and Priority Habitat areas located along Route 113 in Dracut and Methuen. Blanding s turtle uses a variety of wetland and terrestrial habitat types, including seasonal pools, marshes, scrub-shrub wetlands, and open wetlands. Most nesting occurs in open areas with welldrained loamy or sandy soils, including dirt roads, powerline rights-of-way, residential lawns, gravel pits, and early successional fields. Blanding s turtle is listed as Threatened under MESA; there is no federal listing under U.S. Endangered Species Act. Bald Eagle (Haliaeetus leucocephalis). The Bald Eagle has been identified in the Estimated and Priority Habitat areas associated with the Merrimack River in Methuen. The Bald Eagle requires a large water-to-land edge incorporating stands of forest for nesting, trees projecting above the forest canopy for perching, and an adequate supply of moderate-sized to large fish, with unimpeded view, and reasonable lack of human disturbance. In the project area, Bald Eagles are known to overwinter along the Merrimack River, and require suitable roost trees for communal night roosting. These roost sites may be 12 miles or more from feeding areas, and in locations that are protected from the wind by vegetation or terrain. The Bald Eagle is listed as Endangered under MESA; there is no longer a federal listing for the Bald Eagle under U.S. Endangered Species Act for Massachusetts. Shortnose Sturgeon (Acipenser brevirostrum). The shortnose sturgeon has been identified in the Merrimack River, although is not known to occur in the vicinity of the project area in Methuen. The sturgeon spawns in fast-flowing, rocky areas in rivers, and later enters saltwater habitats. Feeding occurs in benthic areas with aquatic vegetation. The shortnose sturgeon is listed as Endangered under both MESA and the U.S. Endangered Species Act. EA/Draft EIR 4-65

63 Umber Shadowdragon Dragonfly (Neurocordulia obsoleta). The umber shadowdragon dragonfly has been identified in Estimated and Priority Habitat areas associated with the Merrimack River in Methuen. The dragonfly is found on lakes of varying sizes, as well a medium to large rivers that are relatively unvegetated. They are also found in artificially created habitats, such as reservoirs and dammed sections of rivers in Massachusetts. The umber shadowdragon dragonfly is listed as Species of Special Concern under MESA; there is no federal listing under U.S. Endangered Species Act. Arrow Clubtail Dragonfly (Stylurus spiniceps). The arrow clubtail dragonfly has been identified in Estimated and Priority Habitat areas associated with the Merrimack River in Methuen. The dragonfly nymphs prefer medium to large, swift-flowing, sandy bottomed rivers and occasionally large, wind-swept lakes. Adults utilized riparian areas and the surrounding upland. When not over the water searching for females during the breeding season, males appear to spend much of their time high in the tree tops. The arrow clubtail dragonfly is listed as Threatened under MESA; there is no federal listing under U.S. Endangered Species Act. 4.8 Wetlands Wetlands within the project area have been delineated in accordance with Massachusetts DEP and the ACOE requirements. Figure 4-27 shows the surveyed wetlands on-site. There are a total of approximately 3.18 acres of wetlands, comprising approximately seven percent of the site. No certified vernal pools or potential vernal pools are identified by NHESP within the project area Background Information and Methods To definitively delineate the limits of wetland resources within the project area, site-specific field investigations were conducted to delineate wetlands following the methodology prescribed by the regulatory agencies. Field investigations were initiated during June and July of Areas exhibiting a dominance of wetland vegetation in conjunction with hydric soils and other positive indicators of a wetland hydrologic regime were marked in the field using sequentially numbered surveyors tape. Subsequent to the field delineation, an Abbreviated Notice of Resource Area Delineation (ANRAD) was submitted to the Methuen Conservation Commission (MCC) pursuant to the regulations of the Massachusetts Wetlands Protection Act (MWPA) to confirm the wetland boundaries. After a public hearing the MCC issued an Order of Resource Area Delineation on October 20, 2008 confirming the boundaries as modified during the hearing process. In addition to the materials developed in support of the ANRAD, field data forms were also prepared in support of a Request for Section 404 Jurisdictional Determination pursuant to the U.S. Clean Water Act and the ACOE guidance. As of this writing, a response is pending from the Corps of Engineers. EA/Draft EIR 4-66

64 4.8.2 Wetland Descriptions Wetland A. Wetland A is located north of Routes 110/113 and east of I-93. This wetland includes palustrine forested, palustrine emergent, and riverine intermittent habitats. Residential areas are adjacent to the northern and eastern boundaries of the wetland. A relatively small upland forest abuts the southern boundary and I-93 is adjacent to the western boundary. This wetland includes the MWPA wetland resource areas of BVW and Bank. The eastern two-thirds of the wetland do not contain a well-defined channel. This portion of the wetland includes a scrub-shrub thicket dominated by purple loosestrife (Lythrum salacaria) and red-osier dogwood (Cornus stolonifera), with patches of arrow-wood (Viburnum recognitum), winterberry (Ilex verticillata), multifora rose (Rosa multiflora), nannyberry (Viburnum lentago), skunk cabbage (Symplocarpus foetidus), sensitive fern (Onoclea sensibilis), sphagnum, and red maple (Acer rubrum). The western (downstream) portion of the wetland contains a narrow (2-4 feet wide) channel that emerges from a groundwater breakout area. The channel substrate largely consists of mud over a stone lining. The stream discharges to the southwest into a culvert under the I-93 northbound on ramp. This portion of the wetland is more open, with areas dominated by royal fern (Osmunda regalis), spotted jewelweed (Impatiens capensis), and sedges (Carex spp.), along with patches of glossy buckthorn, red maple, and Japanese knotweed (Polygonum cuspidatum). Wetland B. Wetland B is located west of the I-93 southbound off ramp and north of Route 113. This wetland includes palustrine forested, palustrine emergent, and riverine intermittent habitats. Office property and residential property are adjacent to the north and west. I-93, Route 113, and the rotary are adjacent to the east and south. This wetland includes the MWPA wetland resource areas of BVW and Bank. The wetland flows southwesterly, parallel to the existing southbound off-ramp from Interstate Route 93, into a culvert located under Route 113. A southerly flowing intermittent stream is located within the northern portion of the wetland and dissipates as it enters the emergent habitat. The stream reforms at the southern edge of the emergent habitat and continues to flow in southwestern direction until discharging to two culverts which pass under Route 113. This wetland, including the streams, receives significant stormwater runoff from I-93 as well as the office complex located to the north. These point source discharges have resulted in scouring of the wetland, erosion of the stream bank, and sedimentation. The wetland contains two distinct habitat cover type areas. The northerly (upstream) portion of the wetland consists of a shallow marsh, dominated by a dense stand of purple loosestrife and scattered common cattail (Typha spp.), sensitive fern, reed canary grass (Phalaris arundinacea), rushes (Juncus spp.), and red-osier dogwood. This portion of the wetland contains several standing dead trees (snags) which would provide important perching, feeding, and nesting habitat. EA/Draft EIR 4-67

65 Legend 200-Foot Riverfront Existing Wetlands CHERRY H ILL CIRC L E FOREST STREET Wetland G 93 INTERSTATE 93 SMITH AVENUE Wetland F Wetland A ALBERT STREET MOODY AVENUE BOLDUC STREET BRANCH STREET NORTH LOWELL STREET LOWELL STREET UV 113 GRIFFIN STREET ALLEN STREET Wetland B INTERSTATE 93 METHUEN LOWELL S TREET CIRCLE 93 Wetland D NOYES STREET UV 110 UV 113 LINCOLN STREET LO WELL STREET HAVERHILL STREET Wetland C Wetland E RIVERSIDE DRIVE [ ANDOVER Notes: Flagged Wetlands [ Base Map: MassGIS April 2008 Airphoto Feet Interchange Reconfiguration and Reconstruction Project Existing Wetlands Figure

66 The southern (downstream) portion of the wetland consists of a well-defined stream channel (approximately 4-6 feet wide), that widens to approximately 8 feet in width at the culvert system draining under Route 113. The bottom substrate of the channel largely consists of sand and small stones in the vicinity of Route 113, with a muddy bottom (with mud flats) located further upstream. The channel is bordered by a wooded swamp and emergent wetland of varying width. Dominant vegetation consists of red maple, willow (Salix spp.), silky dogwood (Cornus amomum), arrow-wood, glossy buckthorn (Rhamus frangula), slippery elm (Ulmus rubra), sensitive fern, rough-stemmed golden rod (Solidago rugosa), and royal fern. Wetland C. Wetland C is located in the eastern portion of the site south of Route 110. This wetland includes palustrine emergent habitat. Residential properties are located to the east and west. A small area of upland is located to the south and Route 110 is located to the north. This wetland is entirely dominated by purple loosestrife. This wetland is considered to include BVW pursuant to the MWPA. Wetland D. Wetland D is located south of Noyes Street. This wetland is dominated by palustrine emergent habitat. Residential properties are located to the east, south, and southwest, Transportation infrastructure is located to the north and northwest. Dominant vegetation includes purple loosestrife, cattail, and sensitive fern. This wetland is considered to include MWPA wetland resource areas of BVW. Wetland E. Wetland E is located south of Riverside Drive near the intersection with Route 110. This wetland is dominated by palustrine forested, and riverine intermittent habitat. A vacant paved lot is located to the east, commercial property to the west. The Merrimack River is to the south and Riverside Drive is to the north. This wetland includes the MWPA wetland resource areas of BVW, Bank, Bordering Land Subject to Flooding, and Riverfront Area associated with the Merrimack River. The outer portion of the Riverfront Area and portions of the floodplain may fall into the state right-of-way, the vegetated wetland and the intermittent stream is outside the right-of-way and is not proposed to be directly altered. It should be noted that the outer portion of the Riverfront Area and floodplain in the right-of-way is developed with existing roadway. Dominant vegetation within the wetland includes red maple, green ash (Fraxinus pennsylvanica), red maple, arrowwood, and sensitive fern. The stream within this wetland is a continuation of the stream within the southwestern portion of the Wetland B. It flows in a generally southerly direction, discharging to the Merrimack River and contains pockets of silt and sandy sediment, as well as dumped trash. Wetland F. Wetland F is located north of Route 110 and south of 113 just east of where these two roads diverge in the vicinity of Smith Avenue. It is located at the eastern edge of a grassed area which is apparently mowed by MassDOT. Residential and commercial properties are located to the east of this wetland. Wetland F is an isolated palustrine emergent wetland and is dominated entirely by common reed (Phragmites australis). This wetland does not include any MWPA wetland resource areas but includes the federal wetland resource of vegetated wetland. EA/Draft EIR 4-69

67 Wetland G. Wetland G is located at the base of a cut slope just west of the I-93 south bound offramp. The wetland is bounded by upland forest habitat to the north and commercial/business property to the west and southwest. Wetland G is a palustrine emergent wetland dominated by purple loosestrife. This wetland is apparently drained by subdrain which enters a catch basin associated with the business property parking lot and eventually discharges to Wetland B. This wetland does not include any MWPA wetland resource areas but includes the federal wetland resource of vegetated wetland. 18 Lowell Boulevard. The proposed wetland mitigation site is approximately two miles southwest of the rotary and is a former agricultural nursery operation adjacent to the Merrimack River. The site includes forested, successional shrub, and wet meadow wetland habitats along the northern portion of the site. The eastern portion of the site abuts the Merrimack River. The majority of the property is located within the 100-year floodplain. The southern portion of the site includes a perennial stream, scrub/shrub and emergent wetland habitats. The forested wetland is dominated by red maple and silver maple (Acer saccharinum). The bank of the Merrimack River is dominated with silver maple, river birch (Betula nigra), and red oak (Quercus rubra). A portion of the forested wetland along the river includes a dense understory of Japanese knotweed. The majority of the site formerly used for the nursery operation was stripped of topsoil and graded relatively flat. Since abandonment the site has since been colonized by golden rod (Solidago spp.), various grasses and sedges, dogwood (Cornus spp.), alder (Alnus rugosa), autumn olive (Elaeagnus umbellate), and river birch. An upland mature forest fringe approximately 15 to 45 feet in width is located adjacent to the river. This site includes the MWPA wetland resources of BVW, Bank, Bordering Land Subject to Flooding, and Riverfront Area Wetland Functions and Values The vegetated wetlands identified within the project area were assessed regarding the eight functions and five values recognized by the ACOE, following the guidelines of The Highway Methodology Workbook Supplement. The following sections describe the functions and values of existing wetlands and indicate the wetland s principal function(s) and/or value(s). Table 4-25 lists the principal functions and values. The Wetland Function Value assessment forms are included in Appendix E. Because the wetlands at the proposed mitigation site are anticipated to be slightly impacted by mitigation activities, they were also assessed in regards to the eight functions and five values. EA/Draft EIR 4-70

68 Table Wetland Functions and Values Wetland Area Function/Value A B C D E F G 18 Lowell Boulevard Groundwater Recharge/Discharge * Flood Flow Alteration Fish/shellfish Habitat Sediment/Toxicant Retention * Nutrient Removal * * * --- * --- Production Export Sediment/shoreline Stabilization * Wildlife Habitat Recreation Educational/Scientific Uniqueness/Heritage Visual Quality/Aesthetics Endangered Species * Indicates principal function/value. Groundwater Recharge/Discharge. Recharge is the movement of surface water into an aquifer. Wetlands with the highest probability of having a recharge function are those which are capable of detaining and or retaining surface water. Discharge is the movement of groundwater into surface waters and is evidenced by springs, seeps, and/or the presence of stream flow during low flow periods. Wetlands may function in the capacity of either recharge, discharge, or both. Wetland A is a headwater wetland to an intermittent stream and is located on a slope. As with Wetland A, Wetland E is located on a slope and exhibits characteristics of groundwater discharge. These wetlands generally function in the capacity of groundwater discharge. Wetland B has an intermittent stream and several storm water discharge points entering it and one intermittent stream discharging from it. This wetland functions in the capacity of recharge and discharge. Wetlands C and F appear to represent soil saturation. These wetlands are not associated with watercourses, no signs of discharge are present and these areas to do not retain surface water flow. Wetland D retains minimal amount of surface flow and does not exhibit signs of discharge. The capacity of these wetlands to function as recharge/discharge areas is negligible. EA/Draft EIR 4-71

69 Wetland E is associated with a watercourse but does not detain/retain surface waters and has a relatively small watershed. This wetland primarily functions as discharge site. Each of the vegetated wetlands at the 18 Lowell Boulevard mitigation site are connected to the Merrimack River by either a stream or during river high water levels. These wetlands function in the capacity of discharge. Flood Flow Alteration. Flood flow alteration is the process in which runoff, surface flow, and/or interflow is stored or delayed from continuing its down gradient surface flow. Wetlands that have constricted outlets, have large watershed to wetland ratio, are basin shaped, or are isolated wetlands in which water may enter but cannot exit, may significantly alter flood flows. Although wetlands C, D, F, and G are isolated they have relatively small watersheds and do not possess basins capable of detaining significant amounts of runoff. These wetlands do not function in the capacity of flood flow alteration. Wetland E, although associated with a watercourse does not possess dense vegetation or a constricted outlet. Wetland E primarily provides minimal flood storage associated with Merrimack River flood events and is located within the 100-year floodplain. Flood flows in Wetland A may be dissipated by the vegetation; however, storage of flood water is minimal. The wetland is a sloping wetland as opposed to a basin shaped wetland. As with Wetland A, Wetland B may dissipate flood flows due to the dense vegetation and diffuse flow patterns through a portion of the wetland. Flood storage is minimal due the relatively flat gradient/non basin shape of the wetland. The wetlands at the 18 Lowell Boulevard mitigation site are located within the 100 year floodplain of the Merrimack River and contain depressions. These wetlands provide flood flow alteration. Fish/Shellfish Habitat. This function refers to the capacity of the seasonal or permanent watercourse/waterbody associated with the wetland to provide fisheries or shellfish habitat. Wetlands provide fish/shellfish habitat if they are associated with a waterbody, watercourse, are seasonally flooded and are of sufficient size to support large populations of fish/shellfish. Wetlands C, D, F, and G are not associated with a waterbody, a watercourse, nor are they seasonally flooded. Therefore, these wetlands do not function as fish/shellfish habitat. Wetlands A and B, although being hydrologically connected to the Merrimack River do not function in this capacity due to the length of the culverts, greater than 500 feet, which connect them to the river. In addition, the watercourses are intermittent and the wetland are not seasonally flooded, and do not provide areas of open water. Therefore these wetlands do not function in the capacity of fish/shellfish habitat. Wetland E, although directly connected to the Merrimack River by an intermittent stream, does not provide persistent open water areas for fish or shellfish and is relatively small. This wetland EA/Draft EIR 4-72

70 may provide habitat during flood events associated with the Merrimack River, however, its capacity is negligible. Each of the vegetated wetlands at the 18 Lowell Boulevard mitigation site are connected to the Merrimack River by either a stream or during river high water levels and maintain standing water for a portion of the year. These wetlands function in the capacity of fish/shellfish habitat. Sediment/Toxicant Retention. Wetlands that physically trap and retain inorganic sediments and/or chemical substances generally toxic to aquatic life are considered sediment/toxicant retention area. Areas that have a high capacity to function in this ability generally have a relatively large watershed and an inlet, and either have no outlet or discharge surface waters slowly. Because isolated wetlands may act as sinks for sediments and for toxicants due to the lack of an outlet, they may be valuable for this function. Wetlands C, D, F, and G, are hydrologically isolated; however, they have relatively small watersheds, limited potential sources of excess sediments or toxicants in the watershed above the wetland, and do not have constricted outlets. Therefore, the sediment/toxicant retention function of these wetlands is negligible. Wetland A has a mucky soil surface horizon which drains slowly, dense vegetation, and sources of toxicants in the watershed above it. Wetland B also contains areas of a mucky soil surface horizon, dense vegetation, diffuse water flow through portions of it, and sources of sediment and toxicants in the watershed above it. Wetland E is associated with a watercourse and has potential sources of sediment/toxicants in the watershed above it. It also receives sediments from the Merrimack River during flood events. The wetlands at 18 Lowell Boulevard contain dense vegetation, detain water, and drain slowly. Wetlands A, B, E, and the 18 Lowell Boulevard mitigation site wetlands function in the capacity of sediment/toxicant retention. Nutrient Removal. Nutrient removal refers to the ability of a wetland to trap and store nutrients within the sediment or plant substrate, to retain or to transform inorganic phosphorous and/or nitrogen into their organic forms, or to remove nitrogen in its gaseous form during the growing season. One facet of this function is to remove nutrients prior to them entering an underlying aquifer before they are carried downstream. Wetlands possessing deep organic sediments or soils, emergent vegetation, deep water or open water, or soil saturation for most of the growing season are likely to have a high potential ability for nutrient removal. Wetland E does not meet the criteria needed to remove nutrients. Wetland G is located on a slope and does not receive nutrients from upslope areas. Therefore, Wetlands E and G do not function in this capacity. Wetlands A, B, C, D, F, and the 18 Lowell Boulevard mitigation site wetlands have the potential to remove nutrients. Each of these wetlands possesses slowly drained mineral soils and dense vegetation. Production Export. Production export is the capability of a wetland to provide food or usable products. A wetland s potential to provide food or usable products depends on the wetland s species and diversity of vegetation, and its association with a watercourse or significant wildlife population. EA/Draft EIR 4-73

71 Wetlands C, D, F, and G are hydrologically isolated, have low species diversity, and are not associated with a significant wildlife population. Wetland E, although associated with a watercourse exhibits low species diversity. Therefore, the production export function of these wetlands is negligible. Wetlands A, B, and the wetlands at the 18 Lowell Boulevard mitigation site are associated with watercourses and exhibit moderate species diversity, their potential production export function is moderate. Sediment/Shoreline Stabilization. Sediment/shoreline stabilization consists of shoreline anchoring and dissipation of erosive forces. Wetlands that function in sediment/shoreline stabilization either are associated with open water bodies and watercourses or experience erosive events. The functional capacity of a wetland to provide stabilization is related to the type and density of the vegetation abutting the open water or watercourse. Wetlands A, C, D, F, and G are not associated with open water or a watercourse and therefore do not provide this function. The vegetated wetlands at the 18 Lowell Boulevard mitigation site are not exposed to open water or erosive forces. Wetlands B and E are associated with intermittent streams whose flows are primarily derived from erosive flows associated with storm drain outfalls. Although some bank instability of the intermittent streams is present each of these wetlands are stabilizing a substantial portion of the associated banks. Wildlife Habitat. The wildlife habitat potential of a wetland refers to the potential to provide habitat for wetland wildlife species and those species associated with the edge of wetlands. A wetland with a high wildlife function would be a resource area that supports on-site diversity and/or abundance of wetland dependent mammal, birds, amphibians, and reptiles, or an area that is critical to a particular species. A high wildlife potential is dependent upon the quality of the wetland s vegetation, water resources, and surrounding habitat. With the exception of the wetlands at 18 Lowell Boulevard, each of the other wetland areas is located within a highly developed area and is not associated with open water or perennial watercourse, wildlife corridor, or is large enough to support significant wildlife populations. Wetlands A, B, and E provide minimal habitat value for small mammals and birds. The wildlife habitat value of wetlands C, D, F, and G is negligible. The 18 Lowell Boulevard mitigation site wetlands provide wildlife habitat value. Recreation. The recreational value refers to the wetlands potential to provide consumptive and nonconsumptive recreational opportunities such as fishing, hunting, boating, and hiking. Wetlands which provide recreational opportunities are those that are easily accessible, provide access to open water or perennial watercourses, and exhibit high visual/aesthetic quality. Each of the wetlands is located adjacent to residential, commercial/business, and or transportation infrastructure and do not provide access to open or perennial watercourses. In addition, each of the wetlands is relatively small in size providing limited opportunity for passive recreation. These wetlands provide negligible opportunity for recreation. Educational/Scientific. Education and scientific value refers to a wetland s potential to provide an opportunity for scientific research and/or a suitable environment as a classroom. This EA/Draft EIR 4-74

72 potential is based on a wetland s undisturbed environment, regional location, vegetative diversity, its association with perennial open or flowing water, and accessibility. Each of the wetlands exhibit signs of disturbance, are not associated with open water or a perennial watercourse, and do not exhibit a high diversity of habitats. In addition each of the wetlands is located adjacent to roadways and/or parking lots posing a safety hazard. Therefore, the educational/scientific value of these wetlands is negligible. Uniqueness/Heritage. Wetlands which possess a uniqueness or heritage value are those which are undisturbed, contain multiple wetland classes with a high degree of interspersion, are associated with open water or a perennial stream, and are known as an educational, scientific, or historic/archaeological site, or are considered an exemplary natural community. Each of the wetlands is not significant with respect to the uniqueness/heritage value because they lack several important factors associated with this value. The wetlands are not identified by the Massachusetts Historical Commission as a significant historic or archeological resource. With the exception of the wetlands at the 18 Lowell Boulevard mitigation site, the wetlands are not listed by the Massachusetts Natural Heritage and Endangered Species Program as high priority sites, exemplary natural communities, or habitat for endangered, threatened, or species of special concern. Additionally, the wetlands are not valued for their educational/scientific or visual quality/aesthetic values. Visual Quality/Aesthetics. Visual quality/aesthetic value is associated with wetlands that exhibit diversity of wetland classes, vegetative species, surrounding land use is undeveloped and open water, which is visible from a primary viewing location. These wetlands would also be easily accessible, undisturbed, and located within an area that is not associated with high noise levels. Each of the wetlands within the project area is located within a heavily developed area, is adjacent to or within the vicinity of I-93 and Routes 110 and 113. In addition, none of the wetlands are associated with a perennial watercourse or open water and do not provide a view of undeveloped land. Although the wetlands at 18 Lowell Boulevard are associated with a perennial stream they are degraded. The visual quality/aesthetic value of the wetlands is negligible. Endangered Species. With the exception of the wetlands at the 18 Lowell Boulevard mitigation site which are within priority habitat, the wetlands do not contain federally or state recognized endangered, threatened species, or species of special concern, nor do they contain federally designated critical habitat. The wetlands within the project area are therefore not valued for the protection of endangered or threatened species. 4.9 Floodplains As defined under the Federal Emergency Management Agency (FEMA) Flood Rate Insurance Map Revised through June 18, 1987 (Figure 4-28), a portion of the project site is determined to be within a Zone B, or commonly referred to as the 500-year flood plain. Additionally, a portion of the project site is determined to be within the ZONE A10 flood boundary. Zone A10 flood EA/Draft EIR 4-75

73 boundaries are defined by FEMA as an area of 100-year flood; base flood elevations and flood hazard factors determined. The 100-year floodplain elevation for this portion of the Merrimack River was determined by FEMA to be elevation 52 (NGVD 29 Datum). The 100-year floodplain essentially extends from the river up to Riverside Drive and Lowell Street although the pavement surface of Lowell Street and Riverside Drive are higher than the actual floodplain elevation. The 100-year floodplain is considered to include the MWPA wetland resource area of bordering land subject to flooding (BLSF). The Zone B floodplain encompasses a portion of Riverside Drive, Lowell Street, Bolduc Street, Alexander Circle, and Lois Street Historic and Archeological Resources Historic Resources A review of the State/National Registers of Historic Places by MassDOT s Cultural Resources Unit (CRU) staff revealed no listed properties within or adjacent to the project area. A review of the Inventory of Historic and Archaeological Assets of the Commonwealth revealed four inventoried properties adjacent to the project area. One of these inventoried buildings, the Cox House at 256 Haverhill Street (MET.180), was previously demolished by others as part of the construction of a housing development. An inventoried property cited in the Massachusetts Historical Commission s ENF comment letter of July 28, 2008 (see Chapter 8) the Enoch H. Griffin House at 51 North Lowell Street (MET.181) - is outside the project s area of potential effect. MassDOT s CRU staff conducted a site visit on December 5, 2008 to view the surviving inventoried buildings and identify any potentially NR-eligible buildings or districts that might be impacted by the proposed project. Moses Smith House, 387 Lowell Street (MET.179) Constructed ca in the Italianate style, the Moses Smith House is a 2½ story, three-bay, side-hall plan house with a two story rear ell that connects to a barn. Stylistic details include bracketed eaves and cornice returns, dentils, a wrap-around porch supported by pilastered posts and scroll brackets, and a front entry with side and transom lights. While many Italianate details survive, the house has been denatured by the application of vinyl siding, the removal of original second story window frames and hoods, and the installation of window sash with false muntins. The barn, which is of the end-opening variety that was common in the Victorian era, appears to date from the same period as the house. A wood frame building set on a tall stone foundation, the barn retains several apparently original windows and two cupolas; alterations include a modern door adjacent to the main entrance and replacement doors at the main and cellar entrances. Two tiers of stone retaining walls are located in front of the house, adjacent to the sidewalk. The lowest and newest tier consists of a mortared rubble stone retaining wall with a concrete cap. The higher tier has a cut granite retaining wall on which a metal rail is mounted; an unmortared stone wall extends from this wall. EA/Draft EIR 4-76

74 Legend FEMA Q3 Flood Zones AE X CHERRY H ILL CIRC L E FOREST STREET SMITH AVENUE ALBERT STREET MOODY AVENUE BOLDUC STREET BRANCH STREET NORTH LOWELL STREET LOWELL STREET UV 113 GRIFFIN STREET ALLEN STREET INTERSTATE 93 INTERSTATE 93 METHUEN LOWELL S TREET CIRCLE 93 NOYES STREET UV 110 UV 113 LINCOLN STREET LO WELL STREET HAVERHILL STREET RIVERSIDE DRIVE [ ANDOVER Notes: FEMA Data From MassGIS Base Map: MassGIS April 2008 Airphoto Feet Interchange Reconfiguration and Reconstruction Project FEMA Flood Zones Figure

75 While the consultant who completed the inventory form for the Moses Smith House in 1996 recommended it for listing in the National Register of Historic Places, in the opinion of MassDOT s CRU staff, the house does not retain sufficient integrity and architectural character to meet the criteria for individual listing in the National Register. Proposed project impacts to the house will be minor. Lowell Street will be realigned so that it shifts slightly closer to the house at the west end of the property and shifts away at the east end. Minor impacts associated with roadway widening, sidewalk construction, and grading may affect the front edge of the property. Former Richardson Ferry House, 367 Lowell Street (MET.178) Reportedly dating to c. 1730, this 1 ½ story timber-framed structure has been moved twice and presently sits behind a 1970s split-level residence at 367 Lowell Street. Between the first and second moves, the frame, at least, of this structure reportedly served as the second story of a twostory dwelling that was formerly located on the site of the present split-level residence. Forest Street Union Church, 15 Forest Street (MET.177) Constructed in 1913, the cobblestone church is an undistinguished example of the Gothic and Tudor Revival styles and has been altered by the construction of a large c addition and the inappropriate replacement of the tower roof. 395 Lowell Street The two story, five-bay, side-gable, central-entry house at 395 Lowell Street is set on a cut granite foundation and appears to have been constructed in the mid-to-late 19 th century. The house retains a typical mid-19 th century front entrance featuring side and transom lights but otherwise has been denatured by the insensitive application of synthetic siding and the installation of one-over-one vinyl window sash. The pedimented portico sheltering the front entrance appears to be an early 20 th century replacement. 397 Lowell Street The ca ½ story bungalow at 397 Lowell Street has some characteristic elements of the Craftsman style, including wide-overhanging eaves with exposed rafter ends, but the house has been denatured by the insensitive application of synthetic siding and the installation of replacement window sash with false muntins. 11 North Lowell Street Heavily altered and augmented with large additions, it is difficult to determine the exact age or style of the 1½ story house at 11 North Lowell Street. The oldest portion of the building is set on a random-coursed granite foundation and has the form of a late 19 th or early 20 th century house. All original exterior detail has been stripped from the house, the existing windows are modern replacements, and an extensive modern addition has more than doubled the size of the house. 252 Haverhill Street Constructed ca. 1915, the house at 252 Haverhill Street is a 1½ story bungalow with bracketed eaves and a full-length porch under an extended front roof slope. The house is an undistinguished example of its type and has been altered by the installation of one-over-one replacement sash. EA/Draft EIR 4-78

76 18 Lowell Boulevard The Loosigian Farms, Inc. farm stand and greenhouses at 11 Lowell Boulevard form a complex of undistinguished structures that appear to have been constructed c and are presently in a severely deteriorated state. Bridges The existing mainline I-93 bridges over the Routes 110/113 rotary (Bridges M and M ) are both 1959 three-span pre-stressed concrete stringer structures that possess no unusual engineering or architectural characteristics. These bridges, both undistinguished examples of a common structural type, are exempt from Section 106 review under the Historic Preservation Exemption for the Interstate Highway System executed between the Federal Highway Administration (FHWA) and the Advisory Council on Historic Preservation (ACHP) in In addition to the above-described properties, the remainder of the buildings in the project area generally consists of late-19 th to late-20 th century residential buildings of little to no architectural significance. Late-20 th century commercial development is located at the eastern end of the project on Haverhill Street and at the western ends of the project on North Lowell Street and Lowell Street. In the opinion of CRU staff, none of the buildings in the project area are eligible for listing in the National Register, either individually or as part of any conceivable district. Early Coordination A letter soliciting the comments of the Methuen Historical Commission was sent on October 15, 2008 on behalf of MassDOT, but no response has been received to date. A follow up telephone conversation with Commission staff indicated that the Commission would reserve comments, if any, until after their review of the DEIR Archaeological Resources A review of the Massachusetts Historical Commission (MHC) s archaeological base maps by MassDOT s CRU staff revealed several recorded pre-contact Native American sites (sites 19- ES-183, -184, -185) in the vicinity of the project area. However, a site visit by MassDOT s CRU staff found that most of the land within the limits of Alternative 2B and Preferred Alternative 3A consists of steep embankments, low lying wetlands (some natural and others created by highway drainage) or areas that have been heavily disturbed by past highway, drainage and utility construction and roadside development. Only one area a small wooded area with a stone wall running through it in the northeast quadrant of the rotary interchange was assessed as having archaeological potential for the recovery of pre-contact Native American sites. The proximity of a late 19 th century barn (to the east) and fieldstone walls, and the testimony of a long-time resident indicated that this now wooded area served as farmland prior to the construction of I- 93. Thus, CRU staff determined that this portion of the project area had the potential to yield intact pre-contact Native American artifacts and features beneath a probable plow zone, as well as evidence of historic period Euro-American domestic and farming activities peripherally related to core development further to the east. The proposed off-site wetland replacement area at 18 Lowell Boulevard between Route 110 and the Merrimack River appeared to be a filled wetland (now supporting an abandoned greenhouse/farm stand operation), but CRU staff EA/Draft EIR 4-79

77 recommended that some limited subsurface testing be conducted in this area to confirm the presence of disturbed ground. MassDOT conducted an intensive level survey within these two areas. The field results of the survey were reported in a completion memorandum. Utilizing the methodology approved by the MA State Archaeologist under permit #3108, 29 shovel test pits were excavated within the northeast quadrant of the Methuen Rotary interchange, using a combination of transect, block, array and judgmental testing. An additional three shovel test pits were placed within the proposed off-site wetland replacement area at 18 Lowell Boulevard. The archaeological testing in the northeast quadrant of the interchange produced low-density scatters of post-contact and modern period materials, predominantly structural/demolition debris, from largely disturbed contexts. Because no significant concentration of materials or intact structural remains or features were found, these materials were interpreted as sheet refuse. The archaeological evidence coupled with the results of an historic map review leads to the conclusion that occupation of the interchange area dates from the late 19 th /early 20 th century to the mid-20 th century construction of I-93. Archaeological testing in the proposed wetland replacement area at 18 Lowell Boulevard confirmed the presence of filled wetland. The field completion memorandum concluded that no potentially significant archaeological sites are present in these two areas, and recommended that no further survey be conducted in the project area. CRU staff reviewed the completion memorandum and concurred with its recommendation for no further survey. The full intensive archaeological survey report will be forwarded to the MA State Archaeologist in compliance with the requirements of the permit. Copies will also be sent to the Wampanoag Tribe of Gay Head (Aquinnah) and the Mashpee Tribe. Early Coordination Notification letters were sent (dated April 2, 2009) to the Executive Director of the Massachusetts Commission on Indian Affairs, the Wampanoag Tribe of Gay Head (Aquinnah) and the Mashpee Tribe for any information they might be willing to share on the project area, or any concerns they might have with the project. In follow-up telephone calls, the two tribes expressed an interest in the project and the results of the survey, however neither tribe provided an on-site representative during the course of the archaeological fieldwork. To date, neither tribe has provided any written comments or concerns Oil and Hazardous Materials Site Description The site, the Methuen Rotary, is used for vehicular travel. Routes 110 and 113, both running in a generally east-west direction, converge at the Methuen Rotary. Interstate I-93, a major limited access highway, has an interchange at the rotary providing access to Routes 110 and 113. The local roadways are bordered by numerous residences and commercial buildings. Many of the commercial activities in this area are highway-related activities, such as gas stations, auto repair shops, and fast food restaurants. EA/Draft EIR 4-80

78 Route 110 and Route 113 generally travel in a west-east direction through the rotary while I-93 travels north-south over the rotary. Routes 110 and 113 are two-lane roadways through this area. Interstate I-93 is a six-lane, limited access highway. There are two highway bridges located within the project limits, where Interstate I-93 passes over the north and south portions of the rotary. Residences and commercial buildings bordering the local roadways are typically small scale wood frame or masonry buildings. The 2008 Methuen Rotary Study for the proposed improvements identified three residential properties to be acquired to accommodate the proposed roadway construction. Recent refinements to the proposed roadway configuration, after the site visits for this assessment were completed, have resulted in a fourth residential property that will likely have to be acquired. Adjoining properties were observed from the site s boundaries, public right-of-ways, or other vantages points, including an inspection of areas where hazardous substances may be or may have been stored, treated, handled, or disposed. Deed and title information, zoning information, city directories, aerial photographs, and historical land use maps were reviewed to determine the historical site usage. Prior to the development of I-93, the project area was residential and agricultural. MassDOT owns the highway right-of-way and will acquire four parcels of privately owned land for this project. The parcels are located immediately adjacent to the existing roadways. Aerial photographs were obtained to aid in identifying the past uses of the site and adjacent properties. The aerial photographs reviewed consisted of the years 1938, 1965, 1977, 1986, 1995, and A description of the photos is included in Table Sanborn Fire Insurance (Sanborn) maps were not available for the site. The lack of coverage is an indication that there have not been major structures in this area. Topographic maps for the years 1893, 1944, 1947, 1966, 1979, and 1987 provided in the EDR report were reviewed. A summary of the historical map review is included below. A description of the historical topographic map observations is included in Table Based on the evidence examined, a summary of significant historical events and historical usage for the site is included below. Plans provided by MassDOT indicate that construction of the Merrimack River bridge began in 1956 and I-93 and the rotary were completed in the early 1960s Current Site Usage The site currently consists of a traffic rotary with I-93 passing over. Roads have been running through the area prior to 1893, but the area remained mainly in agricultural use for many years. The site has consisted of a traffic rotary and I-93 since the early 1960s. Both roadside commercial development and residential development in the general area has increased since that time. EA/Draft EIR 4-81

79 Date Table Methuen Rotary Aerial Photographs Reviewed Description 1938 The site is predominantly undeveloped consisting of cleared agricultural fields with wooded areas interspersed. Several residences are within the limits of the site. There are a few roads that cross through the site that are the forerunners of Routes 110 and 113. The nearest densely developed areas are to the east of the project site Major new features are visible on this photo, which include Interstate I-93 and the Methuen Rotary. Roads have more roadside development. Residential and commercial land uses have replaced agricultural uses to a great extent The site is similar to the previous photo with the exception of the addition of some commercial facilities to the east of the site The site is similar to the previous photo. The adjacent property to the northwest of the site has a new large scale commercial building The site is similar to the previous photo. The adjacent property to the northwest of the site has two more commercial buildings. Increased residential development has taken place to the northwest of the site The site is similar to the previous photo. An adjacent property to the southeast of the site is now a residential development. Table Methuen Rotary Site Observations From Topographic Maps Year Site Land Use 1893 The site is undeveloped with roads crossing through the site. The site is not part of any developed area. The nearest developed area is downtown Lawrence. The site is not near any of the railroad corridors that radiate outward from downtown Lawrence. The street system that will eventually form Route 110 and 113 is in place. The area to the north of the project area is labeled Meeting House Hill. Bartletts Brook enters the Merrimack River from the north in the area well to the west of the project site A large portion of the site is undeveloped except for development along the roads. Route 113 has been designated. There are scattered wooded areas among open fields. The densely developed area to the east has extended beyond the City of Lawrence but is not near the project areas The site appears is similar to the previous topographic map. Both Routes 110 and 113 have been designated. The densely developed area is still well to the east The site now consists of Interstate I-93 and the Methuen Rotary. Interstate I-93 extends to the north and east end of Meeting House Hill 1979 The site is similar to the previous topographic map The site is similar to the previous topographic map Environmental Records Review There is no information to indicate that a previous environmental site assessment had been conducted for the project site. An environmental database report was used to review Federal and State environmental records in the proximity of the site. These records were examined to determine if any environmental information associated to the site would indicate the likely presence of oil and/or hazardous material. The environmental database report can be found in Appendix F. Results from the EA/Draft EIR 4-82

80 environmental database search and opinions about potential for the site to be impacted, or the potential for there to be a reportable environmental condition (REC) are shown in Tables 4-28 and Table Methuen Rotary Area On-Site Findings Database Name and Address Database Information REC ERNS Route 110 and I-93 I-93 North Bound at Rte 110 SPILLS I-93 South Bound, South of Route 110 SPILLS Vehicle Accident Route 110 at Route I-93 SPILLS Fuel Tank I-93 Exit 46 ERNS Emergency Response Notification System REC Reportable Environmental Condition Motor Vehicle Accident Motor Vehicle Accident Gasoline Spill, Case Closed Motor Vehicle Accident Gasoline Spill, Case Closed Motor Vehicle Accident Diesel Spill, Case Closed No No No No Database SHWS SHWS SHWS UST SHWS Name and Address Methuen Global 460 Lowell Street Middle East Bakery 1111 Riverside Drive Riverside Gulf Riverside Drive Transformer Spill Riverside Drive Table Methuen Rotary Area Off Site Findings Location Relative to Site 1/8-1/4 mile West 1/8-1/4 mile Southwest 1/8-1/4 mile Southwest 1/8-1/4 mile Southwest SHWS State Hazardous Waste Site UST Underground Storage Tank REC Reportable Environmental Condition Anticipated Groundwater Flow Direction South South South South Database Information Release Action Outcome A2 Release Action Outcome B1 Source is from offsite Facility Status: Tier II All UST s Removed No Release Action Outcome - documentation unavailable REC No No No No Local Environmental Records The City of Methuen Health Department was contacted to determine if materials hazardous to human health have been discovered in the project vicinity. Personnel from the Health Department indicated that no formal complaints or reported violations were known to exist. EA/Draft EIR 4-83

81 The Office of Emergency Management was contacted regarding incident records that could identify the location of any hazardous materials. They indicated that they do not have any records of such incidents. The Methuen Fire Department maintains a database of records that can be retrieved by address. Due to the large number of addresses bordering the project area, the database was not searched. The secretary could only recall the fire department being dispatched for motor vehicle accidents. The Methuen Building Department did not have any records associated with the site. An old site plan was found that shows the prior use of the nearby Burger King site as a car dealership. The plan indicates that the abandoned building behind Burger King was once an automobile body shop. The Methuen Department of Public Works maintains the city s water and sewer system. No records or reports of city workers encountering hazardous material through the installation and maintenance of the water and sewer system were found. On December 2, 2008 a site reconnaissance was performed to assess the properties within the Rotary area and identify any environmental conditions. No hazardous substances or petroleum products are stored on portions of the site already owned by MassDOT. It is assumed that residential properties being acquired as part of the project store heating oil to heat the residences. No solid or hazardous waste is generated on the site. No evidence of underground storage tanks (USTs) (such as vent pipes, fill ports, patched pavement, etc.) was observed or reported on the site. Additionally, no USTs were identified on the environmental database report completed for the project. No evidence of above-ground storage tanks (ASTs) was observed or reported on the site. No ASTs were identified on the environmental database report completed for the project. Additionally, no evidence was collected to verify the existence of ASTs located in the residences of properties to be acquired as part of the project. No potential Polychlorinated Biphenyls (PCB)-bearing equipment was observed at the site. No wastewater is generated at the site. Storm water is captured by catch basins in the existing storm drainage system and discharged through the existing highway storm water drainage system described in Section No pits, ponds, or lagoons were observed on the site. No stressed vegetation or stained pavement was observed on the site. No strong, pungent, or noxious odors were observed during the site reconnaissance. No standing surface water or sumps containing liquid likely to contain hazardous substances or petroleum products were observed on the site. No drains or sumps were observed on the site. No wells were observed on the site. No septic systems were observed on the site. EA/Draft EIR 4-84

82 The information concerning the three accidents with fuel spills listed in Table 4-28 came from the Department of Environmental Protection (DEP) SPILLS database, which includes sudden releases reported to DEP from the mid-1980 s through September 30, The database records indicate that each case was closed. No additional information is readily available concerning those incidences. The DEP files were reviewed for the four records shown in Table Each record indicated that no significant risk exists and no further remedial actions were necessary Socioeconomic Characteristics Residential The socioeconomic study area defined for the Methuen Rotary Study included an area roughly one-half mile around the Rotary and west on Route 113 to Route 38 in Dracut. Methuen is a member of the Merrimack Valley Planning Commission (MVPC) and Dracut is part of the Northern Middlesex Council of Governments (NMCOG). The population in the study area was estimated at 23,820 for the year 2005, up 3% since 2000 and 9% since 1990, which is a rate of growth similar to that of the Commonwealth of Massachusetts. There are an estimated 8,252 households in the study area in 2005, up 2% since 2000 and up 8% since This is similar to statewide trends. Additional data are presented below in Table Looking separately at Dracut, it is clear that the town is becoming more of an emerging community for residential development and industrial growth. The population and employment statistics indicate a transition from a rural community to a suburban center. Journey-to-work travel time will increase as more workers make longer trips to employment centers throughout MetroWest and Boston. Dracut has no major highway access within the town, requiring commuters and commerce to travel through other towns to access I-93, I-495 and Route 3. This means added growth in traffic on the arterials, specifically Route 113 in Dracut, and increased demand for access to I-93 and I-495. The employment and occupation profile of the project area is similar to that of the state, with slightly fewer people in professional occupations than statewide (19% versus 25%). The estimated unemployment rate for 2005 was the same for both at 3%. Workers from the project area spend about 27 minutes getting to work, compared to 29 minutes statewide. Housing characteristics closely mirror the state with 61% of units being owner-occupied, and an average length of residence of 12 years. The median value of owner-occupied units is $213,825; this is much lower than the statewide median of $284,191 (2005 values). EA/Draft EIR 4-85

83 Table Demographic Characteristics (2005) Population Project Area State 1990 U.S. Census 21,916 6,016, U.S. Census 23,207 6,349, Estimate 23,820 6,461, Projection 24,407 6,561,725 percent % 6% percent % 2% percent % 2% Households 1990 U.S. Census 7,583 2,247, U.S. Census 8,053 2,443, Estimate 8,252 2,508, Projection 8,421 2,560,225 percent % 9% percent % 3% percent % 2% Average Household Size Average Number of Vehicles per Household Source: Claritas, Inc., Site Reports, 2005 data, and FXM Associates Commercial The Methuen Rotary Study reported that as of 2007, 520 business establishments in the project area employed over 5,000 people and generated over $590 million in annual sales. The major sectors are: Services, which account for 188 firms, 1,680 employees, and $139 million in sales; Retail, with 94 firms, over 1,000 employees, and $130 million in sales; and Construction, with 85 firms, 600 employees, and $117 million in sales. Manufacturing firms employ 700 workers, but have lower annual sales. Also of note is the Transportation and Communication sector, which accounts for 32 firms and over 400 employees in the project area. Twenty of these firms are considered part of the Motor Freight and Warehousing sector, which generates some amount of truck traffic on Route 113 west of the Rotary. EA/Draft EIR 4-86

84 Conservation Land and Other Open Space The Methuen Rotary Study reported that open space in the project area varies in status. In the vicinity of the Rotary on the west side of I-93 there is a small amount of land zoned CN (Conservancy District) along Riverside Drive. Land zoned CN east of I-93 south of the Business Highway strip on Route 110 (between Route 110 and Riverside Drive) includes Burnham Field. The Raymond J. Martin Park on Riverside Drive opposite Burnham Road is also zoned CN. The Route 113 corridor west of the Rotary includes a number of unprotected open spaces, including several cemeteries and a golf course. Although much of the Route 113 corridor in Dracut is forested, very little of the open space is permanently protected. The 2007 Methuen Master Plan identifies the former Bea s Sandwiches site on Riverside Drive near Route 110 as the location of a new riverside park. The building has been removed and the city has a state grant for public access and park improvements. The Master Plan also endorses NMCOG proposals for a Methuen link to a regional Merrimack River trail using, where possible, Chapter 61 land and other existing corridors Social Conditions Community Facilities The project area has relatively few community facilities in the immediate vicinity of the Rotary. East of I-93 on Haverhill Street, the former Stephen Barker School is currently leased to the Merrimack Valley YMCA for use as a satellite facility. Under contract to the City, the YMCA provides a number of after school, Saturday, and summer activities for low- and moderateincome families. The City-owned Burnham Field between Burnham Road and Heather Drive has three play fields for organized sports and a skate park. The City s Raymond J. Martin Park on Riverside Drive is a small park on the Merrimack River. West of I-93, the City owns the Elmwood Cemetery at 120 North Lowell Street and a fire station on North Lowell Street at Bean Street. Three memorials to United States armed services veterans are located in the rotary area: Norman MacLeod Interchange : P.F.C. Norman J. MacLeod, Veteran, World War II. April 9, 1967 Frederick G. Edwards Square : Frederick G. Edwards, Died of wounds, World War I. November 4, August Mathison Square : August Mathison, Killed in Action, World War I. July, 23, Cohesion A review of Methuen Assessors data in the project area shows patterns of significant homebuilding in this part of Methuen between 1915 and 1930, including houses on Smith Avenue, Lowell Street, Moody Avenue, Lincoln Street, and others. Some of the oldest remaining houses in the area are on Griffin Street two are listed as having been built in 1890 EA/Draft EIR 4-87

85 and The house at 387 Lowell Street is listed by the assessor as built in 1875, one of the oldest houses in the project area. Construction of the Merrimack River Bridge and I-93 began in An aerial photo circa 1950 shows Lowell Street (Route 110), Riverside Drive, and Haverhill Street as major thoroughfares in Methuen. Many new development parcels are shown in the aerial along with proposed Branch Street. Faint grease pencil labels the proposed alignment of Route 93 just west of Mallon Street. (See Figure 4-29.) At that time, this part of West Methuen was agricultural and residential. Only two streets provided access to the agricultural land off North Lowell Street Moody Avenue and Smith Lane (discontinued). Methuen s 1947 zoning map for the town shows the zoning as an Agricultural District north of Lowell Street, General Business District on the south side of Route 110, General Residence District on the north side of Route 110, and Single Residence District for the area between Riverside Drive and Lowell Street. Streets in this 1947 neighborhood were: Lincoln Street (and side streets) Noyes Street Mallon Street Griffin Street Allen Street Construction of I-93 eliminated Mallon Street and reconfigured Griffin, Noyes, and Lincoln streets. Several neighborhood streets that connected to Lowell Street were truncated and connected as loops with parallel streets (Allen and Griffin streets, Noyes and Lincoln streets), and houses at the ends of these streets near the Rotary were taken. Construction of the Merrimack River Bridge and I-93 in the early 1960s created an elevated barrier that has separated parts of the neighborhood since. Development around the interstate highway exit since has been largely residential on former agricultural land around Route 113. The Valley Office Park was developed in 1985 off Route 113 in an area zoned agricultural. As traffic volumes grew on Route 110 and Route 113 in the project area, the quadrants created by the Rotary became slightly more isolated. Sidewalks are present on Route 110 and Route 113, but routes for pedestrians and cyclists through the Rotary are not marked. The high traffic volumes, lack of lighting under I-93, the relatively narrow sidewalks, and the lack of crosswalks make the area inhospitable to pedestrians and cyclists and cuts off connections through the Rotary for some Future Development Plans Table 4-31 lists the known planned development projects in the project area as of March The Town of Dracut has a considerable amount of developable land, particularly in the eastern half of town. Methuen is more highly developed than Dracut. The Methuen Director of Economic Development and the Dracut Town Planner provided information on planned developments. In general in Dracut, the western half of Route 113 is more heavily developed, while the eastern half has the potential for more development. Dracut is currently extending EA/Draft EIR 4-88

86 municipal water to this area through an agreement with Methuen. Methuen is one of three water providers that operate along the Route 113 corridor. Dracut is hoping that provision of additional water and sewage services will attract more industrial jobs to the area. In Methuen, in addition to the projects listed in Table 4-31, approximately 50 market-rate condominium units or an indoor sports complex, including a rink, pool, and soccer field are under consideration in the project area. Although this is the only commercial development currently identified, there are over 260 acres bounded by Routes 110, Route 113, and Wheeler Street that could potentially be developed. Potential developable land within the immediate vicinity of the Methuen Rotary is extremely limited due to existing development patterns. No large areas of undeveloped land lie within close proximity to the rotary. EA/Draft EIR 4-89

87 _1950_air_photo.ai Not To Scale Interchange Reconfiguration and Reconstruction Project, Methuen, Massachusetts 1950 Methuen Historical Air Photo Figure